Policy

If the past several years revealed anything about urban mobility, it’s that the curb has quietly become one of the most politically charged, economically valuable, and publicly visible pieces of city infrastructure. Leaders from Austin, Los Angeles, and Washington, D.C. participated in IPMI’s Building Blocks webinar, where they shared how curb space has transformed from simple parking real estate into a multi-use frontline for transportation, commerce, and public life in their cities. In the not-so-distant past, the curb was a brief pause. A moment between where we were and where we were going. We parallel parked the car, checked for signs, maybe paid a meter, then went on to our destination. Much has changed. The once quiet edge of the street is now a full-blown stage for rideshare zones, sidewalk cafes, e-commerce deliveries, bike lanes, EV charging, micromobility, and bus priority projects. As Ken Hustings noted, curb space has become so valuable that a meter rate increase in Los Angeles was not only acceptable; it helped the city preserve staff positions during a fiscal crisis. The public’s relationship with the curb shifted in a very real way during the pandemic. As downtowns emptied and front doors became loading docks, people noticed just how much work the curb was doing behind the scenes. Take-out, package deliveries, and temporary restaurant patios all depended on it, and when it wasn’t managed well, the impacts were hard to ignore. David Lipscomb, Washington, D.C.’s curbside manager, recalled that this moment was eye-opening for residents. A minor inconvenience had quickly become a safety and access issue as delivery vehicles stacked up, cafe tables spilled onto sidewalks, and curb space was pushed to its limits. The public began paying attention to what mobility professionals had long understood: unmanaged curb space creates chaos. Awareness is just the first step. Turning that awareness into better outcomes requires updated policies and a different kind of leadership. Today’s parking and mobility professionals aren’t just managing assets; they’re also storytellers, educators, and coalition builders. Joseph Al-Hajeri, Austin’s Park Enterprise Manager, described his role as “getting the public to nerd out” about curb management using data, pilots, and transparent communication so that complex policy becomes shared understanding. In today’s rapidly evolving mobility landscape, the curb has become the new City Hall: a high-stakes, high-visibility arena where decisions play out block by block. And those who manage the curb are emerging as some of the most influential communicators shaping urban policy and public understanding. Maria Irshad, PTMP, MPA, is the Deputy Director for The City of Houston (ParkHouston). Maria can be reached at Maria.Irshad@houstontx.gov.

In The Shoup Doctrine: Essays Celebrating Donald Shoup and Parking Reforms, edited by Daniel Baldwin Hess, 37 city planners, economists, journalists, and parking professionals analyze three major parking reforms proposed by Donald Shoup, a Distinguished Research Professor of Urban Planning at UCLA.

As described by the McKinsey Center for Future Mobility several months ago, micromobility—bikes, scooters, and other personal transport devices—is reshaping transportation. Students appreciate the convenience and sustainability these options provide, but as adoption grows, so do concerns about pedestrian safety and infrastructure gaps. How do we balance innovation with responsibility? Recent studies show accident rates on campuses are climbing, often linked to distracted riding and unclear infrastructure for separating pedestrians and riders. According to a survey published by UPCEA Cener for Research and Strategy, liability and insurance coverage remain gray areas, especially when accidents involve bystanders. Add behaviors like riding under the influence or speeding, and the risks multiply. At Old Dominion University, policy emphasizes pedestrian right-of-way and mandates the responsible operation of micromobility devices in designated areas. Riders must follow traffic rules, maintain safe speeds, and dismount in congested zones. Helmet use is strongly encouraged, and headphones are permitted only on one ear for safety. Other universities have introduced designated lanes and scooter corrals to reduce conflicts - steps worth considering as we design safer systems. As parking, transportation, and mobility professionals, we have an opportunity to lead. What do you think—should universities focus on stronger rules, better infrastructure, or more rider education? What’s been successful on your campus? I would love to hear your ideas and experiences to help create programs that keep everyone safe and make sustainable transportation even easier. I'd like micromobility to become a welcome and respected program in the overall campus community. Lisa Copeland, PTMP, is the Associate Director for Data and Administration at Old Dominion University. Lisa can be reached at lcopelan@odu.edu.

Is the curb for parking, deliveries, valet, ride-share, taxis, horse and buggy, or buses?   If I had been asked this question over 20 years ago, I would have said it was for parking and generating revenue to help pay for infrastructure improvements to drive economic growth. But today, the answer is all above! Our industry has changed so much over the decades due to many different needs. But what I do know is that the curb is at capacity! So, the big question becomes, how do we manage it? Today’s technology plays a major role in helping us manage the curb.   I remember what a big deal it was to put solar pay stations on the street that allowed me to remove 12- 14 single space mechanical meters.  But looking at the technology today, you can place a sign with a QR code and that will lead the customer to platform to pay for parking by using the phone.   You do not really need anything else!  Nashville has been spending the past year working on a technology platform that manages the curb - all uses of the curb! This program is called Connect Downtown.  From the study, we set goals for a safe and comfortable downtown, one that’s connected and convenient, focuses on equitable and accessible, meets sustainable and resilient needs, is vibrant and inviting but balanced and reliable.   Wow, that is a lot to deliver to the community.  We are accomplishing this with five (5) big moves.   The first big move is managing congestion.   We are upgrading our signals to real time to manage special events, people and safety of all modes.  The next one is improved safety.  Being a vision zero county, we are making our roadway network safer for people.  Move three (3) is prioritizing our transit for better service and reliability throughout the region.  Building complete street networks with connected walking paths, bikeways, and micro mobility options for first and last miles is the fourth big move.  And the last big move, maximizing the curb by flexing the use based on needs, creating passenger loading or service unloading zones for deliveries, rideshares, taxis and AVs. Do not forget to include local businesses’ needs, venues and their modes of transporting people.  But mostly, make sure you address everything for your residents.  They are the foundation of everything that’s planned.   In the last year, we have added over one hundred and forty-five (145) bike and scooter corrals.  We’ve piloted a transit lane designed for special events that’s allowed for improving the time of exiting from the downtown Hub by over 50%.   We’ve established additional unloading zones that are flexed at 4 PM to 4 AM for ridesharing, taxi, etc and did a ridezone pilot that improved the traffic flow.  We’ve also organized the parking system for the curb, so that we have technology providing turns for businesses.  And now we are working closely with the community on the technology platform for managing the curb, similar to parking.  Technology is allowing us to advance and optimize how the city manages the curb, and we’re transforming how our downtown operates — making life easier for residents and business owners Diana W. Alarcon, PTMP, is the Director for Nashville Department of Transportation & Multimodal Infrastructure. Diana can be reached at diana.alarcon@nashville.gov.

Every legislative cycle brings forward new ideas about how cities should manage parking, mobility, and the public realm. Most proposals are well-intentioned. Some even sound appealing at first glance. But every so often, a bill emerges that deserves the parking industry’s full attention because its implications reach far beyond the curb. Florida’s House Bill 323 is one of those bills. On the surface, HB 323 appears consumer-friendly: refunding unused parking time, extending grace periods before enforcement, and prohibiting certain uses of public property for paid parking. But underneath that simple narrative lies a much more complex reality that affects revenue stability, technology systems, curb management, university operations, and long-standing public and private partnerships. And this is not the first time we have seen an idea like this circulate. A few years ago, a similar concept surfaced in Iowa that proposed refunds for unused parking time or the ability for leftover minutes to automatically transfer to the next vehicle using the same space. The idea resonated with the public but unraveled quickly once cities, universities, and parking professionals explained the operational and fiscal consequences. The bill ultimately died before advancing. The lesson was clear:  Parking policy may seem simple from the outside, but the operational ecosystem behind it is anything but. In Iowa, the proposal collided with the realities of modern parking systems such as pay-by-plate technologies, LPR enforcement, turnover management, and the financial responsibilities that support local services. Refund mandates and time-transfer requirements introduced accounting complications, revenue instability, and enforcement challenges that could not be resolved with current infrastructure. The industry spoke up, and policymakers listened. Florida now faces a similar moment of decision, and the stakes are even higher. HB 323 extends beyond refunds and leftover minutes. It introduces statewide enforcement delays and eliminates many forms of public and private collaboration on public property. These collaborations support downtowns, campuses, tourism districts, and event venues across the state. The national parking community should care deeply about these conversations, even if the legislation is not in your state. What happens in one large state sets precedent for others. Bills spread. Ideas resurface. Once policy narratives take hold without industry input, they are difficult to unwind. This is the moment for parking and mobility professionals to engage rather than react. We are the practitioners who understand how these systems actually function.  We are the ones who see the downstream effects on safety, turnover, economic development, and municipal budgeting.  We are the ones who bridge technology, compliance, public expectation, and financial stewardship every day. If we want better policy outcomes, we must be part of shaping the conversation early. So here is the call to action: Stay informed. Track legislation in your state that touches the curb, parking enforcement, or public and private partnerships. Educate policymakers. Many lawmakers simply do not understand how operationally complex parking systems are, and they should not be expected to without our help. Share lessons learned. Iowa’s experience matters. Florida’s debate matters. Each gives us insight into how to frame the discussion constructively. Advocate proactively. Reach out before decisions are made. Once a narrative is set, it is far harder to change. Parking is not a passive industry. It shapes how cities move, grow, and thrive. Legislation that affects parking ultimately affects communities. Whether or not HB 323 passes, the conversation it sparks is an opportunity for our industry to show up, share expertise, and ensure that future policies strengthen mobility rather than disrupt it. Now is the time to engage. Brooke Krieger is a Regional Sales Director for Arrive. Brooke can be reached at brooke.krieger@arrive.com.

It has been said that adults do not need to be taught what to think they should be taught, but rather how to think.  How does this apply to the parking and mobility industry?  My answer would be significantly!  We all employ adults, whether part-time or full-time, that need to be onboarded and be expected to work independently.  Often these are the very people that make the difference between out one star and five-star ratings. Adults should be approached in a different way than children and we manage parking considerations for adults.  When we are onboarding new employees, we often don't take the concept of education into account.  We tend to think about training.  This approach may have worked well when most parking was  gate controlled and paid for in cash.  Today's parking patron expects so much more.  Not only do they expect a wide variety of services and payment options, but they also expect the people servicing them will have a higher level of technological understanding.  The industry continues to evolve to more reliance on technology. Managers would be wise to invest some time in their orientation programs.  Standing in front of a group of new employees and asking them to recite facts or memorize policy manuals.  I suggest that the social experiences that an employee has encountered allow them to observe other students' attitudes toward information and successfully emulate good practices through dialogue and observation. We are really in business for two reasons, customer service and problem solving.  As professionals, we (and our staff) need to be good at both. I will continue this discussion in my next blog. Scott Rohde, PECP, PTMP,  is the Director of Public Safety for Wesleyan Office of Public Safety. Scott can be reached at srohde@wesleyan.edu.

The parking and mobility industry has never had a soundtrack—until now. Mobility Fever Dream, the debut concept album by Brooke Krieger, drops October 24, 2025, on all major streaming platforms. Created as a cultural time capsule, the album transforms the language, challenges, and humor of modern mobility into a fast-paced, satirical, and surprisingly human musical experience. Divided into four acts, Mobility Fever Dream explores everything from the relentless pace of conferences and RFP cycles to the tech-fueled evolution of AI, EV, and AV integration in our cities. The sound stretches across pop, hip-hop, country, and even K-pop—because the mobility space, like the album, refuses to fit neatly into one category. “This project started as a joke between colleagues about how wild our industry has become,” says Krieger. “But the more I thought about it, the more I realized: the mobility industry is art in motion. It deserves to be heard as much as it’s seen.” A Four-Act Journey Through the Industry’s Chaos With track titles like “Buyout Season,” “The Parking King (RIP Donald Shoup),” “Curbside Hero,” and “Free Parking? Babe, That’s So 2003,” the album blends wit and insight—offering a rhythm-driven reflection on automation, open-market innovation, and the culture of parking itself. Each act mirrors a stage of the industry’s evolution: Act I: The Fever Dream — The nonstop world of trade shows, funding rounds, and caffeine-fueled innovation. Act II: The Streets — Where policy, enforcement, and the human side of parking collide. Act III: The System Reloads — Technology, apps, and automation take center stage. Act IV: The Vision — A nod to the future we’re building—connected, autonomous, and a little bit chaotic. And as a bonus track, the album closes where it all began: “Artificial Intention”—a sultry nod to our industry’s collective fascination with artificial intelligence and automation. Satire, Sound, and the Soul of a Sector Released under Curb Culture Media, Mobility Fever Dream isn’t just an album—it’s a mirror. It celebrates the dreamers, engineers, planners, operators, and innovators who make cities more livable every day. “I wanted to create something that makes people in this space laugh, nod, and think, ‘Yep, that’s us,’” says Krieger. “Because behind every citation, every app, every RFP—there’s a story worth singing.” Mobility Fever Dream challenges how we talk about mobility, reminding us that the future isn’t just about infrastructure—it’s about imagination. Listen for Yourself Stream “Mobility Fever Dream” everywhere October 24, 2025.

How does parking policy align with the goals of a growing, multimodal city? And how can cities densify without overwhelming their parking systems? These questions have been central in Columbus, Ohio—the Midwest’s fastest-growing city. 2024 was pivotal. In November, Central Ohio voters approved a new transit sales tax to fund a Bus Rapid Transit system. Months earlier, Columbus City Council adopted Phase 1 of “Zone In,” a zoning overhaul creating new districts to spur housing and walkable, transit-oriented development. A major feature: eliminating minimum parking requirements in these new districts. In recent years, cities like Minneapolis, Austin, and Denver have repealed parking minimums to support affordability and transit-oriented growth. Yet, as any parking professional knows, residents are often vocal about street parking access. Columbus was no exception. In response, the City established a new Parking Impact Study process, giving the Division of Mobility and Parking Services authority to evaluate potential spillover from new developments. Studies document on-street occupancies, estimate demand, and determine whether mitigation is needed. If impacts are modest, projects commit to Transportation Demand Management (TDM) measures—such as subsidized transit passes, carshare, rideshare, or bike/scooter share—that reduce driving needs. Larger impacts trigger layered mitigations plus a parking management fee, designed to fund new permit zones or other operational tools to protect neighborhood parking access. One year in, only a handful of projects have required studies, and none have yet triggered fees. Still, the policy is already considered a win. Columbus successfully removed parking barriers to new housing—an urgent priority for city leadership—while establishing safeguards to protect residents and manage curb demand. The Columbus model may not fit every city, but its lesson is broader: parking concerns need not block goals around housing affordability or transit-oriented development. With creativity and community dialogue, parking can shift from being a barrier to becoming part of the solution. Justin Goodwin, AICP, PTMP, is the Mobility and Parking Services Administrator for the City of Columbus. Justin can be reached at jmgoodwin@columbus.gov.

Does the Benefit Justify the Cost?

Policy Building Blocks to Shift the Curbside and Parking Operational Framework

Accepting payments, both digital and traditional, in ungated parking environments is commonplace in all parking markets. Traditional notions of payment acceptance become more complicated in new, ungated environments due to the still-evolving regulatory and legal environments. Most reputable ungated service firms will indeed indemnify and protect their operators and landlords from many (not all) of these challenges, but that doesn’t mean the landlord doesn’t have affirmative duties in the ecosystem to uphold. The webinar, article, and white paper, “Ungated Environments: Best Practices for Parking Payment Providers,” aim to unpack the still-developing, complex, and detailed expectations that form the foundation of the modern parking environment. Improper signage (content and style), misalignment between digital and traditional payment methods, lack of consistent policies and processes, misleading consumer journeys, and more are just some of the concerns that this webinar/article/whitepaper seeks to educate on. As authors, we are pleased to share our knowledge and experience with the parking, transportation, and mobility community, much of which was gained through extensive observation of trial and error while operating downstream of all parking operators, landlords, payment providers, and other relevant stakeholders conducting business in a parking facility. Click here to read the Parking & Mobility magazine article. Click here to read the white paper. Click here to purchase and watch the webinar. Michael J. Drow, PTMP, is the CEO of PRRS, Inc. He can be reached at mdrow@prrsparking.com. Todd Tucker, PTMP, is the COO for PRRS, Inc. He can be reached at ttucker@prrsparking.com.

California’s Vehicle Code, which sets the rules for driving and stopping vehicles throughout the state, has tens of thousands of sections. Not surprisingly, some of those sections are relics of the time they were adopted, and do not reflect the evolution—or even allow the use—of new technologies. One example is Section 22508(e).  Until December 31, 2024, this section required cities to use physical parking meters or pay stations if they wanted to charge for on-street parking.  Thanks to SB 532, sponsored by State Senator Scott Wiener, three cities (Santa Monica, Long Beach, and San Francisco) may now pilot paid parking without a physical meter or pay station.  https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532.  In the last few years, mobile and online payment have exploded for products from coffee to concert tickets to car insurance.  More than 16% of all retail products are purchased online today, an increase from around 7% ten years ago.  https://ycharts.com/indicators/us_ecommerce_sales_as_percent_retail_sales. And according to a November 2024 report from the Pew Research Center: “The vast majority of Americans – 98% – now own a cellphone of some kind,” and 91% own a smart phone.  https://www.pewresearch.org/internet/fact-sheet/mobile/.  SB 532 reflects the reality of how payments are made in 2025, and allows cities in California to keep up with the private sector—not to mention other cities around the country (like Doral, Florida and Columbus, Ohio) that offer mobile-only parking payment zones.  And it does all this while respecting California values, requiring an “Equitable and Accessible Parking Cash Payment Plan” to ensure non-mobile phone users have a way to pay with cash. Allowing cities to modernize their payment systems saves money on infrastructure purchase and maintenance.  Meters and pay stations are expensive to procure and keep in good working order, and can be targets for vandalism and fraud.  While meters and pay stations may ultimately prove to be an indispensable part of an equitable and robust on-street parking payment system, allowing cities to experiment with modern technology can only lead to improvements for customers and the public.  It will be fascinating to see how SB 532’s three pilot cities (and others that may be added) exercise this new opportunity.  And the answers will come sooner than we think: their pilot authority expires in 2033. Hank Willson is a Parking Policy Manager for the City and County of San Francisco, California (SFMTA). Hank can be reached at Hank.Willson@sfmta.com.