The lot is full.
The shuttle solves it.

We've operated parking shuttle service across multiple project types and customer segments over our fifteen years in the Washington State group transportation market. Parking shuttle service is a focused growth segment for us — we bring strong operational fundamentals, professional fleet, and disciplined dispatch, but we're not the vendor with a dozen current contracts at named facilities. What we offer is the broader track record, the right fleet for the work, and the focused attention that comes from being deliberate about scaling into this segment. If existing facility-specific references are a hard requirement, we can talk transparently about what we have and don't have.

Six to fifteen minute headways are typical, with the target driven by lot capacity, peak ridership, and the vehicle class deployed. A single Sprinter on a short loop maintains 8–12 minute headways comfortably during normal demand. High-volume periods scale to multi-vehicle service with 6-minute headways achievable on routes under 12 minutes round-trip. Headway targets are written into the operator contract with backup vehicle protocols for when a unit goes out of service.

Yes, through a driver pool model. FMCSA Hours of Service limits prevent any single driver from running 24-hour coverage solo — that's a federal regulation, not a Seattle Shuttle preference. We staff overnight coverage with rotating drivers across shifts, with continuity prioritized inside each shift window. The vehicle is dedicated to the operator; the driver assignments rotate against federal limits. Total fleet count is sized to maintain headway targets across all shifts including overnight.

Single-event surge capacity is typically arrangeable inside two to three weeks of contract signing for most scope. Compressed timeline events — large gatherings booked inside that window — can be quoted on availability rather than a guaranteed yes. Recurring event series (game days, weekly festivals, multi-date conventions) are contracted as packages, with the entire date series locked at signing.

Weather contingency procedures are written into the operator contract, not improvised in the moment. Standard protocol covers light snow with continued service at extended headways; moderate snow or ice with route modifications; severe weather with service suspension paired with operator notification 12 hours ahead when forecasts allow. Service decisions are coordinated with the operator — we don't unilaterally suspend service on a contracted route.

Yes, for contracted operator service and multi-year accounts. Branded wraps make the shuttle read as part of the parking facility's customer experience rather than as outside vendor — exactly the right framing for a market where the shuttle is the differentiator. Wrap costs are quoted separately and amortized over the contract term; design is produced in coordination with the operator's marketing or branding team. Day-rate and event-day work uses unbranded vehicles by default.

Yes, and it's a core operational standard for airport parking work. Drivers assist with loading luggage at the lot and unloading at the terminal drop point. For corporate and event work the luggage volume is lower but the same service standard applies — drivers help with bags, equipment, or whatever else passengers are carrying. Customer service training is part of driver onboarding for parking shuttle assignments specifically.

Monthly invoicing on the first business day for service rendered the previous month. Line-item detail by vehicle, by service window, with total service hours and any contract-negotiated adjustments. Optional ridership reporting available — daily passenger counts and headway compliance data if the operator wants the data for capacity planning. Net 30 from invoice date, paid by ACH or check at the operator's preference.