Crew movement
at megaproject scale.

No. Seattle Shuttle is a private commercial construction vendor. We do not bid prevailing wage work, do not file certified payroll under Davis-Bacon, and do not take federally-funded contracts. Prevailing wage operations require a separate compliance program — certified payroll filings, wage determination tracking, fringe benefit accounting — that we don't run, and pretending otherwise creates real exposure for both vendors and project owners. If your project has prevailing wage requirements, source vendors who operate in that lane.

No. We operate a professional non-union fleet. For projects requiring Teamsters or other union signatory transportation, contract with signatory carriers directly. Most private commercial construction in the Puget Sound region does not have union signatory requirements on crew shuttles, but project labor agreements vary — confirm your PLA terms before procurement.

Vehicles are typically staged at the remote lot 30 minutes before the first crew arrival, which on a 5 AM stage means vehicles in position by 4:30. The driver knows the gate, the security protocol, and the parking diagram. Early-morning operations are standard for construction work — most of our project days start before sunrise.

A typical large project starts with single-vehicle service during site prep and early foundation work, scales to multi-vehicle convoys as the project enters peak labor (usually months 6 through 18), and ramps down through MEP and finish work toward closeout. We size the contract against the labor curve provided by the GC, with monthly invoicing that reflects actual vehicle count per month rather than a flat fee across the full project duration. Adjustments to the curve are negotiated quarterly during the active project window.

No. Federal Hours-of-Service limits cap commercial driver duty time, and a double shift typically exceeds those limits. We solve this with a driver pool rather than a single driver — vehicles can run 24-hour coverage, but the driver assignments rotate against FMCSA limits. Projects asking for single-driver double-shift coverage are typically being quoted by vendors who violate HOS, and that's a liability we won't take on regardless of premium.

Yes. Many general contractors mandate that all field personnel and vendor operators complete the site-specific safety and logistics orientation before accessing active zones. Our assigned project drivers complete this training, clear PPE compliance protocols, map out contractor-specific drop zones, and receive gate badges before rolling services. The safety orientation requirement is integrated right into our standard 10-day vendor onboarding timeline.

Monthly invoicing on the first business day for service rendered the previous month. Line-item detail by vehicle, by shift, with total service hours and any contract-negotiated adjustments — extra vehicles during peak weeks, weather-related modifications, or trade-specific add-on runs. Optional ridership reporting available — daily headcount per route per shift if the GC wants the data for labor reconciliation. Net 30 from invoice date, paid by ACH or check at the GC's preference.

Weather contingency procedures are written into the contract, not improvised in the moment. Standard protocol covers light snow with continued service at modified headways; moderate snow or ice with route adjustments and extended headways; severe weather with service suspension paired with crew rebooking the following day. Project superintendents get notified the night before when forecasts indicate likely modifications, with final confirmation by 3 AM on service day. Site closure decisions are the GC's call; transport modifications are coordinated to match.