Tag Archives: mobility

How Congestion Pricing Will Shape Parking in Manhattan, Part Two

By Tim Maloney

We started a conversation yesterday about how a plan to implement congestion pricing will affect parking in Manhattan. Continuing those thoughts:

While New York City is working to improve the subway system, many people who value flexibility and control will still find driving to be their best option. Some commuters will still pay the toll to enter the CBD without hesitation; let’s call them the Business Elites. These are the professionals who value their time over money. On the other side of the coin, drivers who value money over time are likely to park at a facility along the toll border and take an alternative mode of transportation for the last mile;  these are your Savvy Commuters. Savvy Commuters may elect to supplement their drive-and-park with anything from public transit to walking or even ride-share if they are pressed for time.

Business Elites and Savvy Commuters both prioritize driving over the crowded subway system of New York City. During public transit upgrades, both drivers will prefer to drive due to construction delays and overcrowding. Once construction on the subway system is complete, the Savvy Commuters are expected to leave their cars at home and opt to take public transportation. By the time construction is finished, parking will have already adapted to the new demand.

The future of parking for New York City will adapt to demand. The city is already seeing the power that legislature has on parking, but parking is poised to be the solution to NYC’s congestion problem. With spots opening up within the CBD, so opens the opportunity for fleet and ride-share parking. Urban residents need to get where they are going, and car-share isn’t going anywhere. Once fleet vehicles are off the road and parked at a facility, the roads open up to be a pedestrian paradise.

New York City’s Traffic Mobility Act aims to decrease the number of cars entering Manhattan’s CBD, increase funding for public transportation and pedestrian safety, and decrease parking demand temporarily. Fewer cars parking downtown will create an opportunity for parking operators to generate revenue from new urban mobility models fleets, ride-share, and eventually autonomous vehicles to finally have a reliable place to park. As long as there are cars on the ground, there will be a need for a place to park. Parking is the solution to city congestion and the foundation for the fast-paced urban mobility ecosystem.

Tim Maloney is director of strategic partnerships with SpotHero.

How Congestion Pricing Will Shape Parking in Manhattan

By Tim Maloney

Manhattan is overflowing with more than 50 percent of trips in the central business district (CBD) made by motor vehicles, and the average speed for traffic has dropped to 7.1 mph (Mobility Report, 2018). The swollen arteries of the city cause a heart-stopping number of problems for pedestrians and cars. Left unchecked, the congestion crisis will get worse, and the solution needs to be right around the corner.

One solution proposed by the mayor’s Congestion  Action Plan was to create a charge during peak travel times into the CBD of New York City. Although this is the first piece of legislation in the U.S. that taxes those who drive in congested areas, New York is hoping it will help raise money for new bike lanes, public transit, and other infrastructure improvements under the Traffic Mobility Act (TMA). Driving will never go away, but the driver will change. This new legislature will help create a framework that allows urban residents in New York to choose their mobility option from a diverse portfolio of options.

While the new congestion pricing legislature may ding parking revenue in the CBD, it will grow revenue on the border of the toll and will force long-term, off-street parking change in the CBD as parking demand evolves.

Parking demand will not drop substantially inside the CBD because everything needs a place to park. There are millions of people working between 60th Street and Battery Park. According to  blogger Todd Schneider, NYC sees just more than 700,000 ride-share trips a day–that is a lot of parking opportunity. While drivers wait for their phones to buzz with the next rider destinations, during quick food dashes, and for restroom breaks, they will need a place to park. It is expected that facilities right outside the congestion toll line will see an increase in parking because drivers will be looking for solutions to the last mile of their commutes.

What’s next for us? We’ll talk about that tomorrow.

Tim Maloney is director of strategic partnerships with SpotHero.

A Legal Framework for AV Implementation: Local Government

By Michael J. Ash, Esq., CRE

THE LAST MILE IN TRANSPORTATION will also be the most important in the implemen­tation of autonomous vehicles (AVs). While AV applications will have their place on highways, the most noticeable and profound effects AVs will bring to daily life will oc­cur in urban areas. Local governments and regulators will have the ability to reshape the built environment to accommodate AVs and changes to our transportation, parking, and mobility demands. Local governments should therefore be receptive to the needs of their constituents and plan for the integration of AVs into daily life.

This article is third in a four-part series on the legal challenges presented by emerging technologies. Part 4 in the series will examine challenges in the private sector with the regulation of autonomous vehicles. To read the first two articles, visit parking-mobility. org/resource­center and search “AV framework.”

Local governments have the best opportunity to be proactive in shaping how AVs define the future of trans­portation, parking, and mobility. The new federal guid­ance for automated vehicles published by the U.S. De­partment of Transportation, “Preparing for the Future of Transportation: Automated Vehicles 3.0,” outlines the best practices for local governments for AV deployment in five recommendations.

These are:

1. Facilitate safe testing and operation of automated vehicles on local streets. While many of the regu­latory constraints for real-world testing of AVs will come from state legislatures, local governments will need to implement the regulations in diverse and challenging urban settings. Local streets will provide challenges to AVs, including intersections, pedestri­ans, and road congestion. The built environment in urban areas should adapt to accommodate the test­ing of AVs for safe deployment. Local governments can best regulate their streets to include specific routes for AV testing in safe locations and during specific hours of operation.

2.Understand the near-term opportunities that au­tomation may provide. Municipal governments have an opportunity to be the early adaptors to AV technology through the deployment of municipal vehicle fleets. Current safety technology developed in AVs can be integrated in municipal vehicles, such as street sweepers and snowplows, for real-world testing with a driver still available to oversee the ve­hicle operation. Cities are looking to AVs for the next generation of public transportation. AVs are ideal for a closed-loop jitney service, offering low-speed transportation around a specific route. The ability of AVs to circulate throughout a downtown reduces the need for single-occupant taxi service by offering more efficient and assorted public transportation options. San Francisco, Calif., recently announced a plan to integrate AV public transportation in a new planned development to reduce the reliance on indi­vidual automobile ownership required to reach con­ventional modes of public transportation.

3.Consider how land use, including curb space, will be affected. Cities will need to reimagine how the curb is used in daily life. On-street parking will need to make way for AV queuing aisles for ride-hailing ser­vices and public transportation. Land use and devel­opment patterns may shift to integrate access to AV routes. As the reliance on individual vehicle owner­ship declines, parking requirements for land uses will also decline. Surface parking lots in downtown urban areas will become prime development opportunities as long-term parking demand declines. Other real estate development opportunities may be available to repurpose structured parking garages as AV stor­age, maintenance, and charging facilities are located outside prime city centers. Rather than proximity to densely populated areas, AV operators’ real estate needs will be based on ride-hailing demand and reliable sources of charging power. Local municipal zoning should begin to account for the shift in de­mand of AV vehicles. Zoning criteria should include current ride-hailing trends to analyze how parking demands may change in the future.

Parking and mobility professionals are encouraged to review AV 3.0 in full available for download at https:// www.transportation.gov/sites/dot.gov/files/docs/policy-initiatives/automated-vehicles/320711/preparing­future-transportation-automated-vehicle-30.pdf.
mand of AV vehicles. Zoning criteria should include current ride-hailing trends to analyze how parking demands may change in the future.

4.Consider the potential for increased congestion and how it might be managed. The deployment of AV transportation will be undermined if local reg­ulators do not prevent traffic and congestion. The potential speed and convenience of AVs will be lost if urban centers become congested with too many vehicles. Attempts to regulate the flow of AV traffic will be crucial in the early stages of deployment during the transition from driver-operated vehicles to AVs. Local governments should study traffic patterns and routes from ride-hailing services to plan better transportation efficiencies. The most efficient routes will combine speed of travel and the ability for ride-sharing, allowing more riders to mobilize in fewer AVs and do so faster. It is conceiv­able that as on-street parking is eliminated, there will be new travel lanes for AVs through densely populated areas.

5.Engage with citizens. Finally, the best guidance for local governments is to engage with citizens. Local governments are ideally suited to understand the needs and demands of their constituents and en­sure the deployment of AV technology is consistent with the patterns and trends of the community. By tailoring AV deployment to the concerns of their citizens, local governments can ease the transition from driver-operated vehicles to AVs.

Read the article here.

MICHAEL J. ASH, Esq., CRE, is partner with Carlin & Ward. He can be reached at michael.ash@carlinward.com.

 

Looking Ahead: Moving Faster

The changing mobility ecosystem and its effects on the parking industry.

By Nathan Berry

THE TRANSPORTATION INDUSTRY has been transformed in the past few years, and 19-08 Looking Ahead: Moving Fasterinnovation shows no signs of slowing down. There are many new forms of transpor­tation, and citizens have dozens of options at their fingertips—public transit, electric scooters, dockless bikes, ride-hailing services, personal and shared vehicles—and autonomous vehicles are on the horizon. All of these modes are competing for valuable curb space, creating new challenges for cities to manage.
With all of these unprecedented changes and the As new modes of mobility are introduced, a new set fast pace of innovation, private companies, cities, and of challenges is forthcoming that expands beyond the universities are striving to stay on top of the trends traditional parking environment. Through conversa­and lead the industry by implementing more technolo-tions with city and mobility leaders, I have identified gy to improve and better manage their complex mobil-a few common themes organizations are trying to ad­ity ecosystems. dress as they strive to decrease congestion and create
more livable communities:

  • Managing the curb.
  • Collaborating among modes (parking, transit, micro-mobility, etc.).
  • Dealing with the introduction of scooters and dock-less bikes.
  • Leveraging technology for mobility management.

Curbside Management
In the past, parking departments have had a primary focus on managing the rates and rules for parking and making sure drivers had a way to pay. But changes in the industry now require parking leaders to think about the bigger picture and how their operations can better manage the curb. It is no longer just about on-street parking and the choice of paying with a meter or a mobile phone; today’s leaders are facing challenges with electric scooters crowding the sidewalk and ride-hailing vehicles stopping at the curb to pick up and drop off riders. To make cities more livable for their citizens and continue driving economic growth, city and parking leaders need a way to understand and manage their unique mobility ecosystems.
As cities make way for the future of mobility, it will be critical to consider autonomous vehicles and other innovations that will require digital systems for operations. Currently in many areas, the curb is managed offline as rules, rates, and regulations live on physical signage or on non-connected systems, which can lead to confusion for drivers and enforcement officers. As new modes of transportation use the curb, centralized digital man­agement is becoming a necessity. Cities can better understand what’s happening on their streets and make decisions to im­prove congestion and centralize the issuance and validation of access to the curb (parking rights, essentially) in order to make the city more livable, efficient, and equitable.

Coordinating this exchange of information, which often requires collaboration with private companies, requires the city to play a new role. To ensure access without stalling in­novation, municipalities have to start leveraging technology to centralize data across modes of transportation so they can make data-driven decisions about how to provide equitable transportation options.

One successful example of effective curbside management is a pilot program with Lyft in San Fran­cisco, Calif. Riders who requested a Lyft on Valencia Street—one of the busiest When cities and parking leaders areas in the city—were directed to a have more control, they can side street to meet their rides instead of manage a complex mobility
blocking the curb on the main street. As a result, average vehicle speed on Valencia
increased, improving the flow of traffic. This small behavior shift for each indi­vidual, amplified across the thousands of people using Lyft in this area, has creat­ed a larger positive outcome for the city.

Mix-modal Collaboration
With so many possibilities for getting around a city, citizens can use multiple modes of transportation to get from point A to point B, but they are forced to manage each mode separately. Agencies are recognizing this trend and shifting from mode-oriented to user-oriented services.
The shift to mix-modal is well-demonstrated by Miami-Dade’s Department of Transportation and Public Works in Florida. In 2016, Miami-Dade reorganized its entire trans­portation system under one umbrella agency to embrace the idea of mobility management and improve the transportation experience for citizens. More cities are considering a similar consolidation and approach as they understand that when parking, transit, and micro-mobility are managed collectively, it leads to more collaboration and provides a holistic view of mo­bility challenges and opportunities. With more data available, leaders can make better decisions for positive city outcomes.
We’re also seeing a convergence of transportation options that focus on the user journey, especially when it comes to first mile/last mile solutions. In April 2018, the Charlotte Area Transit System (CATS) in North Carolina, announced a partner­ship with Lyft to offer subsidized rides for users of its CATSPass app. Passengers who originate or terminate a trip at specific sta­tion locations receive a contribution toward their Lyft fare. With this partnership, CATS was able to increase public transit usage in the city by providing options to use multiple forms of trans­portation in a single journey, streamlining the user experience.

Scooters and Micro-mobility
In 2018, scooter companies dropped thousands of scooters in cit­ies across North America, creating great excitement and debate among citizens, city leaders, and mobility companies. With both Lime and Bird boasting more than 10 million scooter rides taken to date and the continued expansion into more cities in the U.S. and abroad, micro-mobility management has risen to the top of challenges that city and parking leaders face.
Many cities responded initially by implementing systems and rules intended to minimize disruption by limit­ing access to their curbs and streets. But by focusing on the challenges, cities risked missing the opportunity to incorporate new modes of transportation to make their cities more equitable and livable. In the subsequent months, cities have begun the process of building systems to co­ordinate fleets of micro-mobility vehicles, including the creation of data standards and data-sharing agreements with scooter pro­viders. As those initiatives mature, cities will need to use shared data to ensure the alignment of incentives between public and private sector participants.

Cities and micro-mobility companies have an interest in creating a system in which all parties—end-users, the city, and the micro-mobility companies—can benefit. With a shared data system that can help scooter companies balance supply and demand, citizens will have greater access to transportation op­tions, cities can better control and manage the scooters on their streets, and micro-mobility companies can optimize the number of vehicles available.

Leveraging Technology
The new innovations in our industry have the potential to posi­tively affect cities and their citizens, but the missing piece is of­ten having the right technology to implement desired solutions. Organizations are looking to implement technology that creates simpler and more efficient systems for drivers, enforcement officials, and city leaders, while providing unprecedented access to data about parking trends, behaviors, payments, enforcement officer routes, and more, all in real time. This information is the key to tackling broader city initiatives, such as ensuring equi­ty, reducing congestion, and fostering innovation, and allows transportation leaders to make data-driven decisions for better mobility management.

Parking and transportation leaders understand the impor­tance of technology, but there are many options to consider. The first step is to help leaders better understand mobility trends by leveraging technology to manage all forms of trans­portation in one place. A mobility platform is the solution, al­lowing cities to connect multiple mobility services (mobile pay for parking, digital permits, parking enforcement, meters, mi­cro-mobility, ride-hailing services, and more) in a centralized hub. Cities then have real-time access to data to help identify trends, make informed policy decisions, and effectively code the curb. The platform can also house information about rates, rules, and regulations, which can then be pushed out to all of the connected services.

With a more connected system, it becomes easier for cities to make adjustments, big and small, that will influence the daily decisions citizens make about how to travel throughout the city. When cities and parking leaders have more control, they can manage a complex mobility ecosystem and ultimately, provide a positive experience for their citizens and promote economic growth in a sustainable way.

The bottom line is that cities, universities, and agencies are facing many of the same challenges, regardless of their organi­zation’s size or location. Innovation is not slowing down, and the changes that will affect our industry this year and in the years to come are unknown, which is why there needs to be an estab­lished system of collaboration between private and public sec­tors. Private and public organizations will lead the way with new technology and developments, making it critical that the public sector has the tools necessary to keep up and stay on pace. With greater collaboration, organizations can share best practices that can help everyone be successful.

Read the article here.

NATHAN BERRY is regional sales director at Passport. He can be reached at nathan.berry@ passportinc.com.

 

EV Charging: The Quiet Change

By Michael T. App, AIA

ADVANCEMENTS IN MOBILITY HAVE LED some city planners and architects to take the position that that there won’t be a need for parking garages in the future. They assume that everyone will be using ride-hailing services and won’t own personal vehicles. This position always generates a lot of conversation. However, the quiet change that is happening—and rarely gets the same amount of cover­age—is that several automakers are planning to halt production of the internal combustion engine and only release electric cars. This will require significantly more charging stations, and it has been said that the garage will be the gas station of the future.
The reality is that most people park at their office in the morning and never move their cars until leaving, rendering the charging station unproductive most of the day.

Accommodating Electric Vehicles

A parking planner needs to consider several things when designing a parking garage to accommodate electric cars with charging stations. First, who are the users of the garage? Garages that serve offices have users who park and stay all day. Garages that serve residential units have users who park for long periods of time as well. Patrons using garages that serve shop­ping districts or hospitals typically are only parked for a few hours. Parkers at an airport may be parked for extended periods. Each of these uses would need a specific and different charging solution.

Charge times for electric vehicles (EVs) vary depending on battery pack size and vehicle power acceptance rate, with most requiring approximately four hours on a Level 2 station for a full charge. This typically equates to approximately 33 miles per hour of charge. The average U.S. resident drives approxi­mately 13,500 miles per year, equating to 37 miles per day. Based on those statistics, it is possible that in one hour on a Level 2 charging station (a $20,000 piece of equipment) an EV can achieve enough power to make the average commute to the office and back home each day. With the standard charging time, a Level 2 charging station could provide a full charge for two cars per day. Based on this mileage, an electric car would only need to achieve a full charge once every three days. This would allow six cars to be charged by a single Level 2 charging station. However, the reality is that most people park at their office in the morning and never move their cars until leaving, rendering the charging station unproductive most of the day.

In contrast, residential style Level 1 charging sta­tions (a standard household outlet) could be provided. The charging time would be significantly longer, pro­viding only six miles for every hour of charge, but there could be considerably more stations. Assuming that every car would charge every day for eight to 10 hours, each would have adequate power for daily commuting.

Garage Considerations
A parking garage owner has some considerations as well. The first question might be to ask, “Why are electric-charging stations being installed?” It may be that the owner is trying to satisfy Parksmart require­ments. Or the owner may be trying to entice EV own­ers to park in the garage.

A second question an owner might ask is, “How much charge needs to be provided?” Many owners are now realizing that they do not need to provide a full charge, and some are questioning the need to provide any charge at all. An owner would also need to deter­mine if a fee for the power that is used by the electric car is worth trying to collect. In many cases, some owners of garages with charging stations have found the effort and cost to charge for the cost of the elec­tricity used is more trouble than it is worth, so they just provide the power for free.

Recognizing that most charging can be done on a residential-style charging station, parking planners must navigate through the design process with their clients to determine if it is necessary or desired to provide charging stations in public parking garages that serve hospitals, airports, office complexes, and shopping areas and what type of charging station to install. Parking planners working with those develop­ing residential properties and the associated parking facility should recommend that a standard electrical outlet be provided for each parking stall, or provisions for the addition of 100 percent charging coverage, in preparation for a time when more of us are driving electric vehicles.

Read the article here.

MICHAEL T. APP, AIA, is director of architecture with Timothy Haahs and Associates and a member of IPMI’s Planning, Design, & Construction Committee. He can be reached at mapp@timhaahs.com.

Ford Acquires Tech Companies as Part of Mobility Strategy

In what many believe is a step toward a greater role in mobility, automaker Ford this week acquired Journey Holding Corporation, which develops intelligent transportation software, and Quantum Signal AI, which develops robotics–notably a testing simulator for artificial intelligence (AI) systems; it develops systems for the U.S. military. Ford said the buys will help advance its Transportation as a Service (TaaS) platform.

Journey Holding will be merged with TransLoc, which was bought by Ford earlier this year and develops technology for transit operations. Together, the entity will provide micro-transit on demand services. Analysts say this week’s acquisitions will help Ford get closer to its goal of launching autonomous vehicles by 2021.

Read the whole story here. 

Looking Forward: IPMI Board Chair David Onorato, CAPP, on parking, mobility, teamwork, and those Pittsburgh sports teams.

by David Onorato, CAPP

LIKE SO MANY INDUSTRY PROFESSIONALS, David Onorato, CAPP, sort of fell into parking. 19-07 Looking Forward Resource Library“It was by luck,” he says. “I was working with the [Pittsburgh] city finance department and there was an opening in the parking authority. I was asked if I wanted to move there and I said yes. It’s parking—how hard can it be, right? Little did I know.”

Since that move in 1995, Now, he’s looking ahead to industry changes, how they’ll affect his operation and his beloved hometown, and how they’ll change things for members of IPMI, where he was installed as Board of Directors chair in June.

“The industry is unique,” he says. “Both in its field of operation and in the co-workers and peers you meet. Ev­eryone is very willing to share information, and we’re all in the same boat together. The networking is stronger in this industry than any other industry I’ve seen.”

Getting There

Onorato and his wife, Cathy, have been married for 34 years and have three children, David, Lauren, and Matt. Onorato grew up on the north side of Pittsburgh with a brother and three sisters. His dad, Geno, was a machin­ist, and his mom, Vivian, taught grade school. Onorato says his parents always emphasized education as the path to success.

Growing up in a large Italian family meant weekly Sunday dinners. “Our parents always gave us comfort in that we felt we had everything we needed.” The fam­ily, all 33 members, vacationed together every year for 30 years. “People would wonder how we survived the vacations,” he says with a laugh. The extended family is still close-knit.

Onorato earned a bachelor’s degree from Clarion University and a master’s from Robert Morris Univer­sity (both in Pennsylvania), worked for the city finance department, transferred to the parking authority, and soon got involved with the Pennsylvania Parking Asso­ciation and IPMI, earning his CAPP certificate in 2010.

It wasn’t long before the Pittsburgh Parking Au­thority started making headlines as a forward-thinking municipal organization.

Pittsburgh Parking Grows

“I was involved with the regional association and IPMI in 2010, and that’s when the public-private partner­ships (P3s) were being considered,” he says. “The may­or asked me to run a P3 to eval­uate the options.” A successful bid was received but was reject­ed for political reasons. Onorato calls the process eye-opening.

“The private operators were doing it, and they gave us a blue­print,” he says. “The larger value was in on-street parking, and I remember saying that if we do nothing, we can’t be upset if we’re not here in five years. We knew what had to be done.”

The city’s meters were single-space, 30-year-old devices. Onorato’s team hired a consultant to evaluate what was available in the market, and they issued an RFP for multi-space meters. Ten bids were received, and five companies were interviewed. Then pay-by-plate came onto the scene. “We decided to reject all the bids and go with pay-by-plate,” Onorato says. “We did our due diligence. We knew it had never been done in the U.S., and we knew we didn’t want a major capital improvement that would be obsolete in three years.”

Pittsburgh installed pay-by-plate and launched it in 2012, carefully educating the public along the way.

“They were very accepting,” Onorato says—so much so that two years later, the city began offering pay-by-phone. Today, 50 percent of parking transactions are conducted that way, and Pittsburgh has hosted about 10 cities whose officials visited to see how similar set­ups could work for them.

The city was named IPMI’s Parking Organization of the Year in 2015 and earned Accredited Parking Orga­nization (APO) status, becoming one of the first municipalities to be accredited. “IPMI set the standard with APO,” Onorato says. “When they launched it, we were excited and wanted our organization to apply. It proved more beneficial than I first re­alized. It established where we were at as an organization and set the bar for the goals we needed to reach. It was a great learning tool for the entire organization.

“APO helped us evaluate our operations against established industry standards,” he continues. “We used it as an educational tool for internal processes—we were doing things and took them for granted.”

The process, he says, made authority staff better at what they were doing, and the recertification requirement helps keep them focused on continual improvement. “We keep it in our vision,” he says. “We always think about what we need to do to meet the APO requirements moving forward. It puts us—the parking industry—on a playing field with other indus­tries that have standards, so we’re recognized as leaders and as professionals.”

Getting Involved

Onorato attended his first IPMI (then IPI) Conference & Expo in 2005, looking to get more immersed in his industry. “I was impressed and knew I wanted to get involved,” he says. “My first thought was to earn CAPP.” He and Christopher Speers, CAPP, the authority’s director of parking services, both earned their certifications in 2010 and aimed for more involvement at the next year’s Conference—in Pittsburgh.

“I got to know the staff,” he says. “I liked what the organiza­tion represented, and I decided this was the path I wanted to take.” Having the Conference in his hometown, he says, offered him a great perspective into the behind-the-scenes work and allowed him to witness firsthand how everyone in the organiza­tion worked together.

“I decided to run for the Board,” he says. “It took several times, but I got there. And I am very impressed with the Board and their knowledge and background and skill and the way they get things done. There’s a lot of teamwork there.”

He eventually became treasurer and then chair-elect and was installed as chair last month, in Anaheim, Calif.

Goals

“I want to keep the organization on the path it’s on now,” he says. “We’ve had great leadership in past years that has established our path for the future. I want to continue to build upon our past successes.” Onorato noted that adding “mobility” to the organi­zation’s name last fall was a major decision in keeping parking organizations relevant, ensuring they are key players going for­ward. “Mobility is a major factor. It has to be a key aspect of our vision, and we have to stay on that path as far as trans­portation network companies, electric vehicles, bikes, shared rides, and transit. It’s not just about parking, but we have to maintain parking as a vital role in the industry. It’s up to us to keep the seat at the table now that we have it.”

Data is also top-of-mind. “All users want to see data,” he says. “We have the technology today to col­lect mass volumes of data, and it is what we do with the data that will determine the future of the industry. Data has the potential to enhance the industry and the end user’s experience. And with that, and mobility, the thought has to be how we keep people satisfied with changing needs. We have to set the trends and decide what the future of parking and mobility is going forward.”

Onorato remains grateful to past Boards and their members and says the mentors he met at the beginning of his parking career remain so and have since become great friends.

“There are two past chairs to whom I’m very grate­ful to. I met them early on at the then-IPI conferences, and they have been my sounding board for vetting my strategies. Those two are Roamy Valera, CAPP, and Kim Jackson, CAPP, who are recognized as industry leaders. They always have given me good advice that was a basis for my decisions.”

Back to Pittsburgh

Onorato says he can’t wait to welcome IPMI members back to Pittsburgh for the IPMI Leadership Summit in October (parking-mobility.org/100).

“My first role as chair of the organization will be to host the meeting in Pittsburgh, and I’m very excited about that,” he says. “I’m looking forward to welcoming everyone to the city and would encourage them to get out and see the city. We have restaurants, theaters, and lots to see right in the CBD. The perception of Pitts­burgh is different than the reality once you get here, and I’m going to encourage first-timers to take the time to enjoy the city.”

The Pittsburgh Parking Authority enjoys a great, productive relationship with the mayor and city council. Onorato says that comes from time spent building trust.

“We have a great relationship, and we work as a team,” he says. “We had some learning curves—we’re an authority and separate and self-sufficient, but with­out the city, there is no authority. So we work hand-in-hand, helping fund some operations and different organizations. We understand our relationship with the city, and they understand theirs with us. They see us as a team player, and our individual success comes from our joint success.”

During his free time, Onorato enjoys following Pittsburgh sports teams, which showcase the city on a national level. He is a frequent spectator at games and has been fortunate enough to attend three Super Bowls and one Stanley Cup Finals. He also enjoys time at his lake house with his family. It’s frequently visited by their children and their friends. “I see them more up there on the weekends than I do at home,” he laughs.

Read the article here.

ON THE FRONTLINE: Getting Unstuck

By Cindy Campbell

I RECENTLY READ AN INTERESTING statement in an online forum: “You know when you order a new item off the menu and you don’t really like it but you keep eating it—and every bite you’re like, ‘Nope, this is awful, but I already committed to it.’ Yeah, some of us are doing that in our careers.”

This statement reminds me of many discussions I’ve had with colleagues through the years. Perhaps someone you know has talked to you about their job dissatisfaction or maybe you’ve personally experi­enced this feeling. Whenever someone stays in a job long after they should have identified a new profes­sional path for themselves, you have to wonder what’s keeping them from seeking new opportunities where they might actually find both personal and profession­al satisfaction.

Finding a Good Fit

Why do we stay in a work environment where we’re not blooming? Frequently, we stay for the money. Fi­nancial stability is important, but we step into danger­ous territory when money becomes our sole reason for staying in a bad work situation. It happens all too frequently—health and happiness are sacrificed for money. Health issues related to work stress and job dissatisfaction can include high blood pressure, heart and circulatory issues, sleep issues, migraines, depres­sion, ulcers, and obesity, to name just a few.

If any of these sound familiar, I have a couple of questions for you to consider: Do you recall the last time you felt like you had a great day at work? Do you remember what it feels like to enjoy your work? Let me be clear: There isn’t a job that exists where every day at the office will be fulfilling or fun, but life is too short to work in a position that never brings satisfac­tion. If this is sounding uncomfortably familiar, per­haps it’s time to think about employment options.

Getting Unstuck

Nothing will change without first making the conscious decision to do something different, but how do you go about it? Here are some things to consider if you’re looking to make a job change:

The grass isn’t always greener. Let’s start this conversation with a dose of re­ality: A 2016 study found more than 50 percent of American workers dislike their current jobs. (You are truly not alone.) Keep in mind that all jobs have their high and low points. Before deciding to make a career change, make sure your attitude and outlook aren’t major stumbling blocks. If you’re starting off the day believing it’s going to be bad, it can quickly become a self-fulfilling prophecy. Even that dream job won’t seem so dreamy if you have a perpetually negative attitude.

Invest in yourself. Are you prepared for that next step? There are employment options every day in the mobility industry. If you’re concerned that your current qualifications won’t get you where you want to be, hold off on the job search until you can pres­ent yourself in the best possible light. IPMI offers a full array of professional development options. Are you a CAPP? If you haven’t taken this career enhanc­ing step, maybe it’s time (see parking-mobility.org/capp for information). You can also take advantage of the CAPP Mentor Program to help you along the way.

Follow the leader. Before you can chart your course, it’s helpful to know how someone else achieved their professional goals. Who has a job you aspire to? How did that person land their current position? You’d be surprised how willing colleagues are to share their stories and to help you achieve your goals.

Bottom line: If you find yourself spending the majority of your time feeling frustrated and unsatis­fied with your current position, perhaps it’s time to consider revisiting your priorities. Believe me—your life is worth it.

Read the article here.

CINDY CAMPBELL is IPMI’s senior training and development specialist. She is available for onsite training and professional development and can be reached at campbell@parking-mobility.org.

THE GREEN STANDARD: Taking Stock in What You Have: A Case Study

By Josh Naramore

IN THREE YEARS LIVING IN MY HOUSE, I have passed through the kitchen countless times. The shades that hung above the kitchen windows never impressed me, but when I spontaneously removed them last weekend, I was taken aback by the change. I had more light and could see the beautiful wood trim surrounding the window, and all it took was a different perspective.

Sometimes when things have existed for a long time, we take them for grant­ed, especially in the public sector. It’s important for cities, universities, airports, and other institutions that offer transit service to continually revisit their brand and marketing and not take these assets for granted.

For almost 40 years, the City of Grand Rapids, Mich., has operated a transit ser­vice to shuttle commuters from remote parking facilities to job centers through­out our downtown area. This service is paid for with parking revenue and has recently gone through a transformation to better meet the growing demands of the city.

History of DASH

The city has operated a transit service since the 1970s; it was originally branded as the Grand Rapids Urban Shuttle—the Gus Bus. In the 1990s, Gus was rebranded to the Downtown Area Shuttle (DASH), with new colors, logo, and bus wraps. Commuters showed their parking cards and received free transit trips. The service was offered Monday through Friday from 6 a.m. to 10 p.m. DASH offered 10-minute service from 6 to 9 a.m. and from 4 to 6 p.m. and 30-minute service the rest of the day.

DASH continued without revision for nearly 20 years. Ridership remained flat during those years with about 1,000 rid­ers per day. The service routes had not kept up with changes in the downtown development environment.

Grand Rapids has changed dramati­cally. There are thousands more residents, and employment has grown to almost 50,000 employees. A new convention center increased the number of down­town visitors, and Van Andel Arena hosts a growing number of concerts, special events, and games of the Grand Rapids Griffins, the American Hockey League affiliate of the Detroit Red Wings. With all this growth and change, DASH faced new challenges and opportunities.

The Rebrand

I did not realize what the DASH was until a few months after starting my job with the city. Yet, our department was respon­sible for the service. A free transit shuttle was a huge asset that was not being fully leveraged—only a small percentage of commuters even knew about it.

Our convention and visitors bureau requested that the city explore increas­ing DASH service to weekends and later hours of service and rebrand its look and feel. The city partnered with a private marketing firm, The Grey Matter Group, and worked with downtown employers, residents, hotels, and daily users to de­vise ways to improve the service.

We went into the rebrand exercise with eyes wide open and a willingness to change everything. After ridership surveys of users and drivers and focus groups with other stakeholders, the city decided to keep the name. Our team spent six months workshopping logo designs and color palettes and testing marketing tag lines. We also thoughtfully worked through changes to service routes and hours of operation. Instead of focusing solely on the Monday-Friday daytime commuter population, the service was expanded to target growing retail and service employment as well as visitors.

In August 2018, the new DASH service started with two new routes that offer seven-day service and late-night week­end service. Expanded hours give visitors attending special events access to cheaper parking in remote parking lots. Bus headways are maintained consistently at seven to eight min­utes all day. DASH got a refreshed logo and color scheme, along with maps and marketing materials in English and Span­ish. For the first time, the city also began purchasing advertis­ing on billboards, at event venues, and in local businesses to market DASH.

The Future

The expanded service has increased our service costs by 50 percent. Ridership has increased 30 percent year-to-year and continues to grow every month. Parking revenue in historically underutilized surface lots is up 20 percent over previous years. Because of responsiveness of the hotel and visitor businesses to the changes, the city is exploring the potential for private revenue to help offset some of the increased costs. There is also new demand from residents, employers, and businesses to expand the DASH service into neighborhood business dis­tricts outside downtown.

The city has partnered with our downtown development authority and will leverage funding to install improved transit shelters at all DASH stops. These will include solar lighting, trash/recycling receptacles, benches, improved signage, and advertising panels. These ad panels combined with selling advertising space on buses will help pay for snow removal and cleanup at all stops. We’ve also started purchasing new compressed natural gas vehicles and will test electric vehicles in partnership with our regional transit agency. All the new vehicles will have more transparent windows to better allow riders to see out and be seen.

The DASH rebranding has demonstrated to our community the effects of expanded mobility accessibility by thoughtfully updating something that has existed in plain sight for a long time. Remember the shades on the window? Often we, as transportation professionals, are under pressure to deliver better customer service by purchasing new technologies or larger capital investments. Sometimes, taking stock and understanding the existing assets in our communities can have a more significant impact.

Read the article here.

JOSH NARAMORE is director, mobile GR and parking services, with the City of Grand Rapids, Mich., and Co-Chair of IPMI’s Sustainability Committee. He can be reached at jnaramore@grand-rapids.mi.us.

Challenges, Solutions, and Tenacity

By Cindy Campbell

Did you make it out to Anaheim? I hope you did.

The 2019 IPMI Conference & Expo wrapped up just more than a week ago. As a member of the IPMI team, my role is to assist attendees with education sessions and to make the annual event a positive and meaningful experience for everyone. Even though I’m on staff, the reality is that I’m still just a parking girl, hoping for a great conference event–and I sure found it in Anaheim.

From the welcoming event block party to the general sessions, the education sessions and Shoptalks, and of course, the always phenomenal Expo, I’m hoping you share my observation that it accomplished the mission to enlighten and inspire our industry.

What was the hot topic “du jour” for you this year? There are always several that rise to the top, but the one that I heard most about probably won’t surprise you at all: curb management. There were various education sessions, group discussions, and solution-based inquiries around the Expo hall–most of the industry is challenged at some level by the ever-changing role of the curb and how we facilitate and manage that finite space for optimal effectiveness. An ongoing challenge for sure, but I have great faith in both the industry thought leaders and our broader membership. We’re a tenacious lot that seems to appreciate a good challenge. Technologies, policies, case studies, and lessons learned: Our colleagues never seem to shy away from sharing what’s worked and what hasn’t, and that’s not an attitude that every industry enjoys.

Yes, we’re a lucky bunch, we parking and mobility professionals. Always willing to share, to learn, and to help. All you have to do is ask.

Looking forward to doing it all again next year in San Antonio.

Cindy Campbell is IPMI’s senior training and development specialist.