Narrative:

Upon landing runway 31 in lga; during the landing rollout; the local controller (lga tower) instructed us to clear the runway at taxiway south. We were too fast on our landing roll to make the turn so the controller then changed the instruction to 'clear at right; left on taxiway P and contact ground.' I was the captain on the flight and did as I was instructed. We cleared at right; made an immediate left onto taxiway P and I stopped the aircraft as not to cross taxiway B or T on taxiway P since I did not have a further taxi clearance. About 5-10 seconds; I contacted lga ground control and was scolded for stopping on taxiway P. Lga ground informed me I cannot stop there because it is a 'runway hotspot' for exiting aircraft landing on runway 31. I informed the controller I had not received any taxi instructions to move beyond the point where we were stopped. His reply to me was 'then next time you need to ask the local controller (aka tower) for taxi instructions before switching to ground.' this is not compliant with aim 4-3-20 which states the pilot must hold unless further instructions have been issued by ATC and also says immediately change to ground control frequency when advised by the tower and obtain a taxi clearance. We complied with all of this and nowhere does it state we need to ask tower for further taxi instructions beyond what were issued. The controller 7110.65 states 'an aircraft is expected to taxi clear of the runway unless otherwise directed by ATC. This does not authorize the aircraft to cross a subsequent taxiway or ramp after clearing the runway.' hence; the reason we turned on P and stopped as not to cross any other taxiways. This occurred because the lga ATC controllers routinely expect aircraft to assume their expectation without proper clearances. The controllers at this airport routinely fail to issue instructions to taxi beyond a point of clearing the runway; yet the expect aircraft to keep moving. Compounding the problem at lga is the lack of coordination between the local controller and the ground controller; as well as a lack of standard phraseology at lga. If the controllers at lga expect aircraft to keep moving when they clear the runway; the local controller needs to issue very clear instructions to turn on whatever taxiway and keep moving until told to stop. They cannot expect pilots to disregard aim procedures and taxi the aircraft without a taxi clearance.

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Original NASA ASRS Text

Title: Air carrier Captain reported concerns with LGA ATC phraseology and expectations; which were apparently non-compliant with AIM procedures.

Narrative: Upon landing Runway 31 in LGA; during the landing rollout; the Local Controller (LGA Tower) instructed us to clear the runway at Taxiway S. We were too fast on our landing roll to make the turn so the Controller then changed the instruction to 'Clear at R; left on Taxiway P and contact ground.' I was the Captain on the flight and did as I was instructed. We cleared at R; made an immediate left onto Taxiway P and I stopped the aircraft as not to cross Taxiway B or T on Taxiway P since I did not have a further taxi clearance. About 5-10 seconds; I contacted LGA Ground Control and was scolded for stopping on Taxiway P. LGA Ground informed me I cannot stop there because it is a 'Runway hotspot' for exiting aircraft landing on Runway 31. I informed the Controller I had not received any taxi instructions to move beyond the point where we were stopped. His reply to me was 'Then next time you need to ask the Local Controller (aka Tower) for taxi instructions before switching to Ground.' This is not compliant with AIM 4-3-20 which states the pilot must hold unless further instructions have been issued by ATC and also says immediately change to Ground Control frequency when advised by the Tower and obtain a taxi clearance. We complied with all of this and nowhere does it state we need to ask Tower for further taxi instructions beyond what were issued. The Controller 7110.65 states 'An aircraft is expected to taxi clear of the runway unless otherwise directed by ATC. This does not authorize the aircraft to cross a subsequent taxiway or ramp after clearing the runway.' Hence; the reason we turned on P and stopped as not to cross any other taxiways. This occurred because the LGA ATC controllers routinely expect aircraft to assume their expectation without proper clearances. The controllers at this airport routinely fail to issue instructions to taxi beyond a point of clearing the runway; yet the expect aircraft to keep moving. Compounding the problem at LGA is the lack of coordination between the Local Controller and the Ground Controller; as well as a lack of standard phraseology at LGA. If the controllers at LGA expect aircraft to keep moving when they clear the runway; the Local Controller needs to issue very clear instructions to turn on whatever taxiway and keep moving until told to stop. They cannot expect pilots to disregard AIM procedures and taxi the aircraft without a taxi clearance.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.