PDF Report Version - lethbridge.ca · PRATS Report ... pg. v . CITY OF LETHBRIDGE

CITYOFCINCINNATI PARKING ANALYTICS STUDY

MAY 8, 2014 PROJECT NO. 13- 30 6 5

Library

ON-STREET PARKING MANAGEMENT STUDY

CITY OF LETHBRIDGE ALBERTA FINAL REPORT Prepared for: VAL FELLGER AND AHMED ALI REVISED FEBRUARY 13, 2015

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CITY OF LETHBRIDGE ON-STREET PARKING MANAGEMENT STUDY FEBRUARY 13, 2015 PROJECT NO. 20-1491

TABLE OF CONTENTS EXECUTIVE SUMMARY ............................................................................................................................ V INTRODUCTION ....................................................................................................................................... 1

Project Objectives ............................................................................................................................. 1 BACKGROUND INFORMATION ............................................................................................................. 1

Lethbridge Profile ............................................................................................................................... 1 PRATS Report ...................................................................................................................................... 1 Transportation Master Plan ............................................................................................................... 2 DARP Report ....................................................................................................................................... 3 Priorities ................................................................................................................................................ 4

EXISTING CONDITIONS ........................................................................................................................... 5

Parking Rate Survey ........................................................................................................................... 6 ON-STREET TECHNOLOGY OVERVIEW ................................................................................................. 7

Credit Card Acceptance ................................................................................................................. 8 Complex Rate Structures and Demand Based Pricing ................................................................ 9 Audit Control .................................................................................................................................... 10 Maintenance .................................................................................................................................... 10 Multi-Space vs. Single Space Meter Technology ........................................................................ 11 Multi-Space Meters .......................................................................................................................... 11 Pay and Display ............................................................................................................................... 12 Pay-By-Space ................................................................................................................................... 13 Pay By License Plate ........................................................................................................................ 14 Mobile License Plate Recognition ................................................................................................. 14 Payment Options ............................................................................................................................. 15 Conceptual Costs of Multi-Space Meters .................................................................................... 18 Advantages of Multi-Space Meters .............................................................................................. 18 Disadvantages of Multi-Space Meters.......................................................................................... 19 Single Space Smart Meters ............................................................................................................. 20 Conceptual Cost of Single Space Smart Meter .......................................................................... 21 Advantages of Single-Space Smart Meters ................................................................................. 21 Disadvantages of Single-Space Smart Meters ............................................................................ 21 Related Technologies...................................................................................................................... 22 Real Time Enforcement Handhelds ............................................................................................... 22 Sensors ............................................................................................................................................... 22 In-Car Meter Option ........................................................................................................................ 25 Near Field Communications ........................................................................................................... 26 Chip and Pin ..................................................................................................................................... 26

RECOMMENDATIONS .......................................................................................................................... 26

Meter Technology ............................................................................................................................ 26 Payment Mode and Enforcement ................................................................................................ 28 Impact on Enforcement ................................................................................................................. 29 Meter Quantities and Locations .................................................................................................... 30


Types of Payments ........................................................................................................................... 31 Meter Rates ....................................................................................................................................... 31 Meter Hours ....................................................................................................................................... 33

BEST PRACTICES .................................................................................................................................... 33 ESTIMATED COSTS ................................................................................................................................. 33 IMPACT ON REVENUE .......................................................................................................................... 37 METER MAINTENANCE ......................................................................................................................... 39 METER COLLECTIONS ........................................................................................................................... 40 IMPLEMENTATION PLAN ....................................................................................................................... 41

Summary of Implementation Plan ................................................................................................. 42 Implementation Schedule .............................................................................................................. 42

SIGNAGE ............................................................................................................................................... 43

Organizational Setup ...................................................................................................................... 44 STATEMENT OF LIMITING CONDITIONS ............................................................................................... 44 LIST OF TABLES AND FIGURES Table 1: On-Street Parking Inventory……………………………………………………………………… 5 Table 2: Parking Rate Survey………………………………………………………………………………... 7 Table 3: Estimated Meter System Costs………………………………………………………………… 33 Table 4: 100% Multi-Space Meter System Budget………………………………………………….....34 Table 5: 100% Single-Space Meter System Budget ………………………………………………..…35


Table 6: Hybrid Meter System Budget (Recommended by Walker)……… ………………………36 Table 7: Side By Side Comparison…………………………………………………………………………37 Table 8: “Best Guess” Review Analysis……………………………………………………………….....38 Table 9: Collections Analysis……………………………………………………………………………. …40 Table 10: Implementation Schedule……………………………………………………………………. 42 Figure 1: Color-Coded Parking Meters………………………………………………………………… 6 Figure 2: Multi-Space Meter Face Plate (Example)………………………………………………….. 12 Figure 3: Multi-Space Meter Receipt……………………………………………………………………. 13 Figure 4: Mobile LPR Enforcement………………………………………………………………………..15 Figure 5: Multi-Space Meter………………………………………………………………………………. 19 Figure 6: IPS Single-Space Meter………………………………………………………………………….20 Figure 7: Conventional Enforcement Handheld Unit, a Tablet and Smart Phones……………. 22 Figure 8: Vehicle Sensor……………………………………………………………………………………. 25 Figure 9: In-Car Meters ……………………………………………………………………………………. 25 Figure 10: Two Isolated Spaces at the Library…………………………………………………………. 27 Figure 11: Parallel and Diagonal Parking in Lethbridge……………………………………………… 30 Figure 12: Parking Meter Sign Samples………………………………………………………………….. 43 EXHIBITS Exhibit 1: Proposal Scope Questions and Answers……………………………………………………. 45 Exhibit 2: Current On-Street Inventory…………………………………………………………………... .48 Exhibit 3: Proposed On-Street Meter Layout…………………………………………………………… 54 Exhibit 4: Proposed Meter Map…………………………………………………………………………… 59 Exhibit 5: Parking System Specifications…………………………………………………………………. 60 Exhibit 6: Parking System Providers……………………………………………………………………….. 77


EXECUTIVE SUMMARY The City of Lethbridge contracted with Walker Parking Consultants (Walker) to review previous parking reports, meet with the City, tour the Downtown area, and based on our experience and expertise, provide recommendations for a new parking meter system that would best serve the City’s needs. Recommendations were to include best practices in regard to meter technology, maintenance, collections, enforcement, parking rates and hours of operation. Following are Walker’s recommendations (detailed explanations are in the report narrative): 1. Implement a hybrid parking meter system utilizing pay-by-plate multi-space meters

(MSMs) for all groupings of five parking spaces or greater, and single-space smart meters for groupings with four spaces or fewer.

2. Implement mobile license plate recognition (LPR) for enforcement of the multi-space meters. This is the main reason for recommending pay-by-plate meters. Mobile license plate recognition enforcement is remarkably efficient. Enforcement is currently done by six full-time staff on foot-patrol. At a driving speed of just 15 MPH mobile LPR is five to seven times more efficient than foot-patrol, as the average foot patrol speed is 2 to 3 MPH. This means that one vehicle can cover the same territory as five to seven enforcement officers on foot-patrol. When enforcement staff is fully proficient in monitoring the system, one person should be able to enforce the entire downtown area within 90 minutes.

The City of Calgary has been using PbP and mobile LPR for four years. Citations are mailed to violators. This is remarkably efficient, as the enforcement officer doesn’t need to get out of the vehicle to issue the citation. This also allows for post-processing (the ability to review the LPR data after the fact and issue citations). In addition to saving time, this is safer for enforcement staff and reduces the possibility of an altercation with an unhappy or agitated motorist. Mailing citations has gained acceptance as a result of red light camera technology, which is completely automated, therefore enforcement staff is not present. The legality of mailing and/or post-processing citations is legislated by province and/or municipality. The City will need to determine if this is legal in Lethbridge.

3. Implement a modified version of demand-based pricing with graduated hourly rates: All parking between 3rd Street and 8th Street, and 2nd Avenue and 5th Avenue will be designated as “three hour time limit”; however, Walker recommends implementing a graduated rate structure:

• $1.00 for the first hour • $2.00 for the second or third hour

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In order to offer an economical alternative, all parking on 1st Street to 3rd Street, Stafford Street to 11th Street, 1st Avenue to 2nd Avenue and 5th Avenue to 6th Avenue will be designated as “ten hour time limit”.

• Increase the hourly rate from $0.45 to $0.50 per hour. • Offer parking permits at these meters for $50.00 per month.

4. Program the meters to accept quarters, loonies, toonies and credit cards.

5. Implement pay-by-cell phone as a payment option.

Walker estimates the total system implementation cost to be approximately $1.8 million. Walker also estimated the costs for a 100% multi-space meter system and a 100% single-space meter system:

Meter System Budget

100% PbP Multi-Space Meters (MSMs) w/Mobile LPR Enforcement $1,925,541

100% Single-Space Meters (SSMs) w/Foot Patrol Enforcement $1,689,100

Hybrid System (MSMs for 5 or more spaces, SSMs for fewer than 5) $1,830,425 Note that the 100% SSM meter system cannot be enforced with mobile LPR enforcement. Mobile LPR represents leading edge enforcement technology and typically leads to more consistent enforcement, a higher violation capture rate and higher levels of compliance. There are also significant reductions in enforcement payroll, as fewer enforcement staff levels are required. Mobile LPR also has the ability to easily expand into residential permit programs, eliminating hangtags, enabling residents to register online and enhancing enforcement. Walker understands that the City collected approximately $950,000 in meter revenue in 2014. There is not enough detailed historical or baseline data to provide revenue projections; however, a conservative best guess is that annual revenue will increase by approximately $317,000 (31%).

Operational efficiencies are also realized due to greater meter uptime and fewer collections. With only one meter technician, the operational efficiencies of reducing the number of meters will be significant. Collection times will also be reduced; not only because of fewer meters, but also fewer coins due to credit card processing. Walker’s recommendations are consistent with the following best practices:

• Offering motorists multiple payment options (coins, credit cards or pay-by-cell).

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• Offering motorists choices in parking options (rates and locations).

• Providing PCI-compliant credit card acceptance.

• Implementing computerized audit control for all transactions.

• Implementing computerized audit control for all collections.

• Online real-time maintenance alarms.

• Same day maintenance response.

• Having a long-term parking management plan.

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INTRODUCTION There are more than 1,500 metered parking spaces in Downtown Lethbridge, controlled by single-space parking meters that are more than twenty-five years old. The mechanisms have communication issues, the housings and poles look unkempt and worn out and are susceptible to vandalism, which has occurred several times. Maintenance issues continue to grow. Parking meter technology has improved significantly in the past ten years, and the need for life-cycle replacement provides the City with an opportunity to upgrade to a state of the art parking system. Potential benefits include operational efficiencies, increased revenue, enhanced audit control and a more positive user experience. The City would also like to implement paid parking at more than 300 unmetered but time restricted sparking spaces to create turnover, deter all-day employee parking and remove inequitable practices that currently exist on different blocks. The City contracted with Walker to review previous parking reports, meet with the City, tour the Downtown area, and based on our experience and expertise, provide recommendations for a new parking meter system that would best serve the City’s needs. Recommendations were to include best practices in regard to meter technology, maintenance, collections, enforcement, parking rates and hours of operation. PROJECT OBJECTIVES The objectives of replacing or upgrading the existing meters are to increase operational efficiency, enhance customer convenience, increase revenue and improve audit control. This report is intended to provide an objective description of available technologies and options to better prepare the City in defining the type of system best suited for Lethbridge.

BACKGROUND INFORMATION LETHBRIDGE PROFILE Lethbridge is the largest city in Southern Alberta. It has the 4th largest population and is the 3rd largest land area. It is the commercial, financial, transportation and industrial center of Alberta, serving as the business and service center for Southern Alberta’s 190,000 residents. PRATS REPORT The following relevant information was found in the Public Realm and Transportation Study (PRATS) Parking Report submitted by MMM Group Limited in December, 2011:

• They counted 1,827 on-street parking spaces.

• 1,383 spaces had 3-hour time limits.

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• 444 spaces had 10-hour or no time limit.

• The hourly parking rate at 3-hour meters was $0.80.

• The hourly parking rate at 10-hour meters was $0.35.

• Parking occupancy studies were conducted from 10:00 am – 5:00 pm and were remarkably consistent throughout the day (between 56% and 59% until 4:00 pm). Occupancy dropped to 51% between 4:00 pm and 5:00 pm. Unfortunately, this data combined on-street parking with off-street parking, and is therefore less meaningful. On-street utilization was 63% between 11:00 and 12:00; however, this includes all on-street parking spaces (3-hour limit, 10-hour limit and free/no limit parking).

• “The availability of on-street parking is crucial to the vitality of businesses, as opportunities for convenient parking encourage stopping for spontaneous purchases”.

• Future demand is projected to exceed supply on three blocks; however, parking will be available on adjacent streets and/or off-street; which is considered reasonable in a downtown context.

• Parts of 2nd Avenue, 3rd Avenue and 5th Street are considered priority streets.

• A new parking garage is not necessary in the short term.

• A planned reduction in on-street parking is acceptable. The following recommendations will maintain an adequate on-street parking supply:

o Convert all on-street parking to short-term parking. o Set fees that encourage off-street parking for long term parkers. o Provide alternative parking locations nearby. o Provide signage to direct people to alternative parking.

TRANSPORTATION MASTER PLAN The following relevant information was found in the City of Lethbridge Transportation Master Plan, dated April 2, 2013:

• Ideally, parking should be an incentive rather than a disincentive to downtown revitalization and improvement.

• The “Downtown Parking Management” section of the plan takes a holistic approach.

• There is a need to monitor and evaluate parking availability.

• There is a need to consult with stakeholders (including the heart of Our City Revitalization Committee.

• Employees should be encouraged to park in underutilized peripheral areas.

• Businesses should provide employees with transit or other alternatives.

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• Goals should be developed to improve on-street parking operations, such as:

o Increased enforcement. o Reduced time limits to increase turnover. o Shared parking. o Alternative modes. o Residential permit program. o Convenience pricing methods.

• Action Items include:

o Alternative payment methods. o Review parking rates to encourage turnover. o Review residential permit program.

• In regard to a new parking garage:

o Consideration should be based on balancing supply and demand. o Consider public/private partnerships. o Consider as a catalyst for private sector investment.

• Parking meter fees should increase in accordance with operational requirements and to continue contributing to the growth of the off-street parking fund.

• A comprehensive Downtown Parking Management Plan should be prepared, addressing:

o New on-street technology (included in this study). o Downtown parking customer needs. o Location, design and scale of adequate, convenient, reasonably priced

parking areas. o Alternative cost-sharing formulas which may require revamping the off-street

parking fund. o Balancing reserved and scramble parking in City facilities. o Promoting alternatives to single-occupancy vehicles. o Higher level administrative focus on parking meter management, marketing

and infrastructure provision. o The possible creation of a Downtown Parking Authority.

DARP REPORT The following relevant information was found in the Downtown Area Redevelopment Plan (DARP), Bylaw 5807, dated July 2013:

• Downtown Lethbridge provides 8,000 employment opportunities.

• Despite new commercial areas, Downtown Lethbridge remains the Heart of the City.

• “Influencing the downtown population is single concentration of residents over 55 years old.”

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• A parking incentive program was cited as a possible way to attract future development.

• Citizens are predominately car oriented.

• They prefer to park close to their destinations.

• “On-street parking contributes to the domination of public realm space dedicated to the automobile.”

• Concern was raised about future demand exceeding supply on three blocks. Although it was considered reasonable to park and walk a block to a destination in a larger urban context, concern was raised that Lethbridge residents may disagree.

• The Master Plan was cited as recommending that any decrease in on-street parking be replaced elsewhere, and that with less on-street parking available, a parking garage may be required to meet demand.

• Streetscape improvements should be made along the “priority corridors” (2nd Avenue, 3rd Avenue and 5th Street).

• There is a negative perception regarding safety in Downtown Lethbridge.

• There is a perceived lack of convenient parking for employees or shoppers, and a poor public perception towards parking in general.

• The report cites a commitment to environmental sustainability.

• A parking garage may be worthwhile earlier than necessary to alleviate supply-side challenges and to accommodate employees and others during streetscape improvements.

• The Ten Year Action Matrix calls for a comprehensive parking management plan mid-term.

PRIORITIES The following priorities were discussed during meetings with City staff:

• System priorities include ease of use to the community, assuring turnover and overall costs.

• Chalking tires doesn’t work/delays enforcement staff.

• 60% of revenue comes from the downtown quadrant.

• The new system must be able to integrate with Tempest.

• Meter violations are the most common form of citation.

• Lethbridge College uses pay and display multi-space meters. Receipts are difficult to read (faded by the sun).

• Image is important.

• Eliminate ‘free’ time restricted parking.

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• Need a proven solution that works in other communities. EXISTING CONDITIONS Parking Operations are managed by two separate business units:

• Transportation oversees maintenance with 2 full-time employees and contracts out

revenue collections. • Regulatory Services oversees enforcement and contracts with the Corps of

Commissionaires for physical enforcement by six full-time employees. Lethbridge uses time limits and parking meters to encourage turnover, with an ultimate goal of having on-street parking available on every block. Color-coded meters advise motorists which spaces allow up to 38 minutes, one hour, two hours, three hours or ten hours. Unpaid or expired meter fines are set at $25.00; however, if paid within 7 days the fine is reduced to $15.00. Parking meters are in effect from 9:00 am through 5:00 pm Monday through Friday. The City has an open coin can collection system, which means that when meters are collected, the coin vaults are unsecured when emptied into the collection canister. Tempest software is used by both Finance (for reports) and Regulatory Services (for citations). On-street parking differs throughout Downtown Lethbridge, as some areas have metered parking while others have time restricted but “free parking” on-street. Some are in areas with low income and/or senior housing. Hourly metered parking may be challenging for, and unpopular with residents. Walker cross-referenced the City’s ‘meter map' and meter inventory spreadsheets and counted a total of 1,941 on-street parking spaces. 1,524 (72%) of the spaces are metered. 417 (28%) are unmetered, including 21 permit parking spaces. Table 1: On-Street Parking Inventory

METERED SPACES

UNMETERED SPACES 38-Minute 108

30-Minute 27

1-Hour 183

45-Minute 2 2-Hour 773

1-Hour 30

3-Hour 43

2-Hour 123 10-Hour 417

10-Hour Permit 21

TOTAL METERED 1,524

Unrestricted 214

TOTAL UNMETERED 417

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TOTAL ON-STREET SPACES: 1,941

Parking rates and hours vary between long term and short-term designated meters throughout the City:

• Hourly parking rates for 38-minute, 1-hour, 2-hour and 3-hour meters are $1.00 per hour.

• Hourly rates for 10-hour meters are $0.45 per hour. Meter domes are color-coded to advise motorists of the time limits:

• Red = 38 minutes

• Yellow = 1 hour

• Grey = 2 hour

• Blue = 3-hour

• Green = 10 hour

Figure 1: Color-Coded Parking Meters

Parking meters generate an average of $3,600 to $4,600 per day and are collected three days per week (Monday, Wednesday and Friday). Two employees take 4 to 5 hours to complete collections. The coins are machine counted and machine rolled, then transported to the bank. PARKING RATE SURVEY Walker surveyed 13 Canadian cities for comparable rates and hours. We selected the top nine populated cities, and then selected five cities that were relatively close to Lethbridge geographically or with similar sized populations.

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Seven of 13 cities surveyed have extended paid parking to Saturdays, three have paid parking on Sundays and Vancouver has paid parking every day – even on holidays. Eight of the thirteen cities surveyed operate meters until 5:00 pm or 6:00 pm. Montreal and Quebec operate until 9:00 pm, and Vancouver until 10:00 pm. Hourly parking rates range from a low of $0.50 per hour in Grand Prairie, to a high of $6.00 per hour in Vancouver. Montreal, Vancouver, Calgary, Edmonton and Winnipeg all have some form of demand based pricing, with minimum and maximum rates at different times. The most common rate was $1.00 per hour, found in seven cities, although in two of them (Vancouver and Winnipeg) it was the low end of a graduated hourly rate structure. Table 2: Parking Rate Survey

Pop. Hourly Rate Meter Type Limit Hours PbC?

Montreal, QC 3.8M $1.50 - $3.00 PbS 2 Hours 9-9 M-F, 9-6 Sat, 1-6 Sun Y

Vancouver, BC 2.3M $1.00 - $6.00 IPS & PbP Mostly 2 Hr. 9-10 Every Day Y

Ottawa, ON 1.2M $3.00 P&D Varied 9-5:30 M-F Y

Calgary, AB 1.2M $1.25 - $4.75 PbP Varied 9-6 M-F Y

Edmonton, AB 1.1M $2.50 - $3.50 PbP Trial Varied Mon-Sat ($1/hr. on Sat) Y

Quebec, QC 766K $2.25 PbS Varied 9-9 Mon-Sat, 10-9 Sun Y

Winnipeg, MB 730K $1.00 - $2.00 P&D 2 Hours 8-5:30 Mon-Sat (2 hrs. free Sat) Y

Hamilton, ON 721K $1.00 P&D Varied 8-6 M-F N Peterborough, ON 119K $1.00 SSM 2 Hours N

Lethbridge, AB 90K $1.00 SSM 3 Hours 9-5 Mon-Fri N

Kamloops, BC 99K $1.00 SSM 3 Hours 9-6 Mon-Sat (3rd Hr. is $3.00) N

Red Deer, AB 91K $1.15 SSM 2 Hours 9-5 M-F N

Grand Prairie, AB 55K $0.50 SSM 2 Hours 9-6 M-F N

Nelson, AB 15K $1.00 SSM 4 Hours 9-5 Mon-Sat N ON-STREET TECHNOLOGY OVERVIEW The parking meter was invented by Carl Magee in Oklahoma City, Oklahoma, in 1935. Today it is ubiquitous. Anyone reading this report knows what it is and how it works; however, technological improvements may make the conventional parking meter obsolete. Newer ‘smart’ parking meters brought three key technologies to on-street

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parking: computers, solar power, and wireless communication. This allows customers to pay by credit card, cities to set complex rate structures, and the meters to communicate wirelessly via a central management system, providing remarkable audit control and maintenance capability. CREDIT CARD ACCEPTANCE One of the major benefits of smart meters (single-space or multi-space) is the ability to accept credit cards. Benefits include the following:

• Enhanced Customer Convenience: Most motorists do not carry coins with them, or keep enough coins in their vehicles to pay for parking. Most motorists do carry credit cards, enabling them to pay for parking at credit card-enabled meters.

• Enhanced Compliance: The added customer convenience results in a higher level of meter compliance, as most motorists will pay the parking fees when they can, but may risk receiving a ticket once they’ve parked but don’t have enough coins to purchase the time they need.

• Increased Revenue: Motorists tend to purchase more time when paying with credit cards. They are no longer limited to the number of coins carried on their person or in their car. Furthermore, credit card-accepting meters typically offer a “max” button that enables the motorist to purchase the maximum time allowed at the push of one button, rather than predicting how long they will actually be parked. Most people would rather leave unused time on the meter than risk getting a ticket for an expired meter.

• Fewer Collections: Credit card payments reduce the number of coins being inserted in the meter, reducing the frequency of coin collections. Conventional meter vaults hold approximately $30 in quarters, requiring the coins to be collected at least once per week and more frequently in busy areas.

• Fewer Coins to Process: Credit cards reduce the number of coins that need to be processed; including transporting the coins, counting and rolling the coins and depositing them into the bank. Credit card transactions typically account for 35% - 70% of all transactions, reducing coin volume by more than that percentage, as credit card transactions typically replace the higher priced coin transactions. The higher the hourly parking rate, the higher the percentage of credit card use.

• Fewer Staff Injuries: Coin processing is a common cause of staff injuries. Coins are heavy in mass volumes. Most cities report frequent coin-related injuries to staff, leading to reduced productivity, time off from work and worker’s compensation claims.

• PCI Certification: The Payment Card Industry (PCI) sets rigorous security standards for credit card processing. Best practices include contracting with a PCI-certified vendor, providing the City with assurance that credit card processing protocols are being adhered to, such as credit card data being encrypted and not stored, etc.

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Most major manufacturers are PCI-certified. Walker always specifies PCI certification.

COMPLEX RATE STRUCTURES AND DEMAND BASED PRICING Conventional parking meters have limited rate setting capabilities. Rate structures were limited to one fixed rate for one fixed time frame. Computer software programs enable smart meters (single space or multi-space) to create a variety of rate structures. Hourly rates can change from hour to hour, or by time of day, or day of week. Flat rates can also be programmed for any duration of time. Rate structures can also be changed remotely (conventional meters require a trip to each meter). New meter technologies enable cities to implement demand-based pricing at parking meters. This is a relatively new concept that has garnered a lot of attention since Donald Shoup; Professor of Urban Planning at UCLA published “The High Cost of Free Parking” in 2004. Shoup cites motorists contributing to traffic congestion and air pollution while circling blocks looking for a parking space. Shoup called this “Cruising”. Shoup says that demand based (aka market rate) pricing would eliminate cruising. Shoup contends that cruising occurs because on-street parking is priced below market value. For example, off-street parking is typically more expensive, because there are more costs related to building and maintaining a garage; however, most people prefer parking on-street. If on-street prices were higher, more people would opt to park in the garages. Furthermore, if on-street parking rates were more expensive in the high demand areas and less expensive a block or two away, some people would opt to pay more, while others would opt to save money by parking farther away and walking a block or two. Shoup suggests raising and lowering the parking rates on each block based on the occupancy. When there are one or two parking spaces available on all blocks, you have reached the “sweet spot”. Parking rates are “not too high, not too low, but just right”. To restate Shoup’s theory, demand-based pricing uses demand as the key factor in establishing parking rates. The higher the demand is, the higher the rates are. It is also a method of redistributing the parking occupancy levels of various streets and neighborhoods throughout a city. Typically, the goal is to reduce demand on high occupancy streets, and increase demand on low occupancy streets. Hourly parking rates would be increased on high occupancy streets and decreased on low occupancy streets, inducing motorists to park on the low occupancy streets. High occupancy streets are typically closest to motorist’s final destinations, e.g., streets with high volume offices, stores, restaurants, theatres, etc. Low occupancy streets are typically on the outskirts of these areas, a block or two (or three) away. Demand-based pricing is beneficial when demand exceeds supply, causing motorists to spend more time driving, or ‘cruising’ to find an open parking space. Motorists drive up and down multiple blocks until they find a space, and may circle the same block more than once, hoping to find someone pulling out of a space. This causes frustration, creates

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traffic congestion and releases air polluting gas emissions. Reducing cruising for parking addresses the commitment to environmental sustainability. Multi-space and single-space smart meters enable a City to implement demand-based pricing. Not only can the meters handle complex rate structures and rate changes, they also help to provide baseline data needed to determine which blocks are candidates for rate increases, and which blocks are candidates for reduced rates. The system software provides reports showing transaction details such as when motorists paid, where they paid and how much time they purchased. Once the rates are implemented, the reports will also help determine the effectiveness of the rates. Note that meter reports cannot identify when cars actually come and go or duration of stay, they can only report on payment data. Payment data is typically consistent with motorists’ parking habits, but does not account for unpaid or overtime parking, and will not track actual duration of stay. Other technologies, such as vehicle sensors and/or license plate recognition systems will track actual vehicle activity (rather than payment data), and are discussed later in this report. AUDIT CONTROL Conventional meters have minimal audit control. No-one knows how much money is inside them until the meters are collected. If a meter was not collected, it could go undetected. No reports are generated. Furthermore, an open coin can collection system, which is used in Lethbridge, leaves the coins unsecured when emptied by collection staff. If coins are dropped, spilled, or go missing for any reason, they may not be detected. When a conventional meter vault fills, the coin slot to the vault closes, but the coin slot to the meter remains open. Coins can still be inserted into the meter, but they land on top of (or on the side of) the vault. The collector needs to pick these individual coins up by hand. If any of these coins are left, dropped, misplaced, lost, forgotten about or taken, they may not be missed. This is also the case throughout the counting process. With the implementation of smart meters, computer software will track every payment that is made. The software tracks the date and time of all payments, how much time was purchased, and how it was paid for (coin denominations, credit card types, etc.). If any money goes missing, the auditors will know. The City will be able to see how much money is in the meter at any time by simply logging in. MAINTENANCE Smart meters have self-diagnostic software that enables them to ‘report’ maintenance issues via wireless communication, enabling staff to respond immediately. Conventional meters may be out of service for days before a collector or enforcement personnel notices it and reports it.

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MULTI-SPACE VS. SINGLE SPACE METER TECHNOLOGY This new technology didn’t come cheaply, which is why the multi-space meter was created. It wasn’t cost effective to put all of this technology into every parking space, but if one meter could cover multiple spaces, they became affordable. In the past five years, a single-space retrofit meter has become an attractive and affordable option. The computer, solar power and wireless capability have been incorporated into the single-space meter, providing most of the benefits of the multi-space meter, without requiring the customer to walk to the multi-space meter. Following are the major differences between smart single-space meters (SSMs) and smart multi-space meters (MSMs):

• The public generally finds SSMs easier to use. SSMs are familiar and require no special instructions. MSMs require instructions; in fact ambassadors are generally deployed to assist customers during initial rollout.

• SSMs do not require signage. Motorists see the meter and know they are expected to pay. MSMs require signage (w/arrows) advising motorists to pay at the MSM. Pay-by-space meters also require space numbers.

• SSM manufacturers charge credit card transaction fees above and beyond typical merchant processing fees – typically $0.13 per transaction. This is how they can afford to put all that technology into every meter. MSM manufacturers do not charge these fees.

• SSMs are more susceptible to vandalism and theft. MSMs are more secure and are recommended for high-risk vandalism areas.

• SSMs have smaller coin vaults and consequently need to be collected more frequently.

• MSMs, by their nature, do not allow for ‘piggybacking’ (parking at a meter that has time left on it from the previous parker). This can account for increased revenues of up to 10%. SSMs require sensors to zero out the meter, which also decreases battery life.

• SSMs cannot accommodate pay-by-space or mobile license plate enforcement, which are more efficient than physically inspecting every meter.

A detailed analysis of multi-space and single-space meters follows: MULTI-SPACE METERS The development of the multi-space meter (MSM) enhanced metered parking as a viable option for controlling revenue from multiple spaces with fewer devices. For on-street applications, multi-space meters usually manage eight to fifteen spaces. For surface lot or

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multi-level parking facility applications, one multi-space meter can manage any number of spaces, depending on the configuration and application. Each meter is equipped with graphical and LED displays to instruct patrons; one or a combination of coin, token, banknote, credit card or smart card acceptors; a cashbox and/or bill vault to securely store money; and user interface buttons and/or a keypad. The meters are computerized, which allows for complex rate structures and strong audit and enforcement trails. Figure 2: Multi-Space Meter Face Plate (Example)

Display Screen

Receipt BowlValue Buttons

Headband

Placard

Cancel/Print Buttons

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• Meter ID Time and Date

• Ticket to display on dash

• Accepts quarters and dollar coin

• Operating hours and rate displayed

• To complete or end the transaction

• Add time in increments of $.25, $1.00, or MAX

• Payment option, reads then adds value

• Hour Limits and warning decals

Source: Cale A typical installation is networked, allowing transaction and revenue data to be consolidated to a central server and viewed remotely. This allows the owner to remotely generate reports and other useful data necessary to manage the parking assets, including changing the rates and monitoring revenue. Depending on the specific application and manufacturer, most multi-space meters can be configured for use in one of three modes of operation: pay and display, pay-by-space, or pay-by-license plate. Most multi-space meter manufacturers make one meter capable of being programmed for all three payment modes by changing the user interface (face plate) and the system software (rather than replacing the meter). PAY AND DISPLAY

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In pay and display mode, patrons park the vehicle, walk to the parking meter, pay for a certain amount of time and receive a receipt. Somewhat less convenient for the patron than individual meters, in pay and display mode, the patron has to return to their vehicle to place the receipt on the dashboard. The receipt indicates the duration, location, machine number and end time for which the vehicle has paid for parking. The receipts are visually inspected during enforcement procedures, which have been found to take more effort and time as compared to the enforcement of other meter types. Figure 3: Multi-Space Meter Receipt

Source: CPM, City of Chicago Pay and Display requires that the motorist return to their car to display the receipt. This requires the meter to be relatively close to the car. On average, the meter should be within 100 feet of the parking space. A good rule of thumb is to install the meter with five parallel parking spaces on each side of it for a 1:10 meter to car ratio. For diagonal parking spaces the ratio could increase to 1:20; however, this doesn’t account for fire hydrants, driveways, laneways, loading zones and other interruptions in the parking layout. In Pay and Display mode, parking spaces do not need to be identified (striped), which has shown to allow more cars to park on each block, depending on the sizes of the cars parked at different times and the lengths of uninterrupted parking spaces. PAY-BY-SPACE In pay-by-space mode, the patron is not required to return to the vehicle with a receipt. Each parking space is numbered. The patron approaches the parking meter, enters the parking space number in which the vehicle is parked and selects the amount of time desired. No receipt is needed for enforcement, but there can be a receipt for proof of transaction. Enforcement is done by viewing a web-based report of paid and/or unpaid spaces on a hand-held enforcement device or from any web-enabled computer or smart phone. Most pay-by-space applications offer the added convenience of allowing patrons to add parking time to the meter from another meter or through their cell phone for added

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convenience. Pay-by-space meters are typically used in off-street applications where spaces can be easily numbered using signs or surface paint; however, they are also gaining popularity for on-street applications due to the pay-by-cell phone option, no need for the customer to return to their car with the receipt, and their improved enforcement options. PAY BY LICENSE PLATE In pay-by-license plate mode, the patron is not required to remember the parking space or return to the vehicle with a receipt. Instead, the patron enters the vehicle’s license plate number and selects the amount of parking time. No receipt is required for enforcement, but there can be a receipt for proof of transaction. This system can allow a patron to move the vehicle to another spot within the same meter zone without having to pay for parking again - provided there was time still remaining on the original purchase, and they were not in violation of the posted time restrictions. As in pay and display mode, parking spaces do not need to be identified (striped), which has shown to allow more cars to park on each block, depending on the sizes of the cars parked at different times and the lengths of uninterrupted parking spaces. Enforcement can be done with a vehicle mounted license plate recognition (LPR) system that scans the license plates of all parked cars, or with a hand held unit, either scanning or manually entering the license plate. MOBILE LICENSE PLATE RECOGNITION Mobile license plate recognition (LPR) technology has made the enforcement of pay-by-plate, pay-by-cell, and license plate permit parking remarkably efficient and cost effective. Mobile LPR utilizes vehicle mounted cameras that read and record license plate numbers as an enforcement vehicle is driven through Downtown Lethbridge. The cameras use a series of algorithms to convert the photographic image of license plates into text data that can be compared with lists or databases of paid or permitted license plates, to determine if the vehicle has the right to park in that particular location at that particular time. The LPR software can integrate multi-space meter software, pay-by-cell software, permit software, and other databases such as law enforcement agencies to not only identify paid and unpaid parkers, but also stolen or otherwise significant license plates. If the LPR camera reads a plate that is not recorded as registered or paid, or has been otherwise identified as searchable, an audible alarm sounds to alert the driver, who can then take the appropriate action. Mobile LPR can be used to enforce time restricted parking, as the software time-stamps every image. The software can be programmed to identify license plates that are captured beyond the time limits of that particular zone.

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Another benefit of LPR enforcement is the ability to use license plates as employee permits, as well as residential, business or monthly permits. This not only eliminates the need for paper, hang tag or decal permits, since the motorist already has the license plate; it also makes enforcement extremely efficient. Registration is typically done on-line, and can be done 24/7. Permit holders can enter their own data, saving office staff time. Furthermore, the license plate is a regulated credential, providing a higher level of integrity and less opportunity for misuse or fraud. License plate permitting significantly reduces the possibility of counterfeit permits or real permits being given, loaned or sold to unauthorized users. The permit software allows individuals to register more than one vehicle (for owners with multiple cars), while enforcement can restrict usage to one or more vehicle at a time. Permit parking can also be restricted to particular days, timeframes and even locations. The LPR system includes GPS monitoring to enable it to identify and segregate parking zones. At a driving speed of just 15 MPH mobile LPR is five to seven times more efficient than foot-patrol, as the average foot patrol speed is two to three MPH. This means that one vehicle can cover the same territory as five to seven enforcement officers on foot-patrol. Mobile LPR is not perfect. Accuracy varies greatly (from 70%-95%) due to a number of factors and variables; however the five to seven times efficiency in coverage will enable the City to increase its capture rate even at a lower accuracy rate. Figure 4: Mobile LPR Enforcement

PAYMENT OPTIONS As parking rates increase, payment with coins becomes impractical and/or inconvenient. Most meter manufacturers offer the following payment options: Coins and tokens: All the meters described accept standard coins for payment. As an option, a token program may be added to the meters. Tokens can be offered as a

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validation incentive from merchants to encourage repeat business. Some municipalities offer downtown merchants the opportunity to purchase parking tokens at a discount. The merchants could provide them to their customers free of charge as an incentive to return to their store. As an added public relations benefit, the tokens can be embossed with the City’s logo. Bank Notes: Adding banknote payments allows patrons to pay with paper currency in addition to coins. Most multi-space manufacturers offer this as an added option. Additional equipment (bank note acceptor, bank note vault, etc.) is required, as well as additional instructions for patrons. Multi-space meters do not provide change. A parking patron inserting a $5.00 bill for a $3.00 parking charge will not receive any change. In a damp environment bills will jam on a regular basis. The best manufacturers tout a 98% acceptance rate overall, meaning 2% of the time bills may jam (even in dry weather). Bills are easily removed by maintenance staff, but it requires a trip to the machine. The bank note acceptor is one of the most expensive meter parts to replace. Credit Cards: Paying for parking with a credit card has increased in popularity as more cities have increased parking rates and installed credit card-enabled meters. Credit card acceptance is an essential component to meter installations where the rates exceed $1.00 per hour. Most people don’t carry enough quarters to feed the meters for the length of time they desire. The advantages of credit card acceptance were addressed on page 8 of this report. Smart Cards: Smart cards allow for the payment of parking through a pre-paid stored value memory card with an embedded microchip, similar to a credit card. The card is pre-loaded with a dollar value, and when inserted into the parking meter, the parking fee is deducted from the card. Most cards can be replenished either at the meter, at a re-loading station or via the internet. In many cities, the smart cards can be used for multiple purchases, most commonly for parking and transit. According to the Smart Card Alliance, implementation of a smart card program can be challenging, as the acceptance of credit cards significantly diminish the need for a smart card. Many cities record percent usage rates in single-digits. Advantages of smart cards include:

• Improved customer service (another way to pay for parking).

• Increased revenues due to more people paying, purchasing larger blocks of time, and losing the pre-paid card prior to using the full value.

• Increased operational efficiency.

• Avoidance of credit card fees.

• Stronger internal controls and security.

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• Expanded strategic marketing opportunities such as discounted rates and loyalty programs.

Disadvantages of smart cards include:

• The City needs to administer the smart card program.

• Smart cards are proprietary single-application cards that do not have the more universal adoption and appeal of a credit card. Reloading value to the card can be inconvenient.

• Adoption rates are generally low. Cell Phone Payments: Technological improvements in the cell phone industry have extended to the parking industry; however, pay-by-cell (PbC) actually bypasses the meter completely. Here’s how it works:

1. The cell-by-phone vendor sets up an account with the City, identifying all parking spaces and/or zones.

2. Motorists register their cellphones and provide credit card payment information for the pay-by-cell vendor via their cell phone.

3. Upon parking, the motorist calls the pay-by-cell vendor’s automated payment line.

4. The motorist enters the appropriate location codes for the City, zone, meter number, space number, etc., or enters their license plate. The motorist enters the desired parking time.

5. The pay-by-cell vendor charges a convenience fee, typically .35 cents per transaction.

6. Enforcement is done by viewing a web-based report of paid transactions provided by the pay-by-cell vendor.

7. The pay-by-cell vendor deposits the parking fees into the City’s established bank account, keeping the convenience fees.

Benefits and features of Pay-by-Cell to customers:

• No need to worry about coin availability.

• After registering your phone, license plate and credit card information once, the information is stored for fast and efficient use in the future; including in other municipalities that use the same vendor.

• Receive a text message when parking time is about to expire.

• Extend parking remotely (within the maximum time limit).

• Pay for time parked only (in selected locations) by stopping a parking session manually via the cell phone.

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• Simple and user friendly.

• View/maintain parking transactions and receipts online. Benefits and features of pay-by-cell to the City:

• Pay-by-Cell parking can be implemented quickly, for minimal cost and with minimal infrastructure.

• Lower operating costs due to reduced cash handling.

• Real time statistics.

• Greater convenience, which leads to greater customer/voter satisfaction.

• Event parking, entertainment venue and sports facility parking can be handled by the system.

• Supports green initiatives and flexible rate models.

• Promotes image of modern innovative city or administration. Pay-by-cell adds another layer of enforcement when used in conjunction with parking meters, as the enforcement officer needs to view a web based report of paid vehicles in addition to checking the meter reports. Most vendors integrate their software systems to enable the City to view combined payment data on one report. Pay-by-cell typically does not enjoy a high percentage of usage; however, it is easy and inexpensive to implement, and provides a high level of customer service to those who wish to use it. CONCEPTUAL COSTS OF MULTI-SPACE METERS Multi-space meter costs vary greatly depending on the options added to the unit. Our opinion of cost ranges from $7,500 - $8,500 for pay and display, $8,000 to $9,000 for pay-by-space, and $8,500 to $10,000 for pay-by-plate, including installation on an existing sidewalk. Our opinion of cost for adding a banknote acceptor to a multi-space meter is $1,500 to $2,000 per unit. Prices vary based on volume, features, and manufacturer. Note that prices may fluctuate, based on the competitive environment in which the meters are being procured. In addition to equipment costs, monthly connectivity fees from $45.00 to $70.00 per unit are required to maintain real-time wireless connectivity and to host the data. Maintenance costs include battery replacement and paper receipts. These fees exclude credit card merchant fees. ADVANTAGES OF MULTI-SPACE METERS

• Increased revenue (reported as between 10% to 30%) without increasing parking rates; due to improved compliance, higher operability, alternative forms of

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payment, no piggy-backing, and parkers purchasing larger blocks of time when paying by credit card.

• Flexibility and user convenience. The machines can accept multiple forms of payment including credit cards, smart cards, coins and banknotes.

• Fewer machines in the field, in addition to credit card transactions, will require fewer collections and less coin processing.

• Variable rate structures are available to encourage turnover of spaces and to discourage long-term parkers. Flat rates can also be set for event periods.

• Strong audit trail. Every transaction is tracked and reported. Multi-space systems provide a full range of revenue and statistical reports.

• Operational efficiency. Meters communicate to a central server and can notify maintenance when coin vaults are full or if units are out-of-service.

• In Pay & Display and Pay by Plate mode, stall marking is not required. More cars may be able to fit on the street.

• Less maintenance is required. Fewer machines in the field require less maintenance and fewer spare parts.

Figure 5: Multi-Space Meter

Source: Parkeon DISADVANTAGES OF MULTI-SPACE METERS

• Higher initial investment compared to single-space meters.

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• Pay and Display units require the patron to return to their vehicle to place the receipt on the vehicle’s dashboard. This issue is compounded for motorcycles, as the receipt is not secured; however, ‘sticky-back’ and duplicate receipts are available.

• Pay-by-space or pay-by-plate systems require the patron to enter a space or plate number at the meter. Input errors or faulty memory can result in user frustration or fines.

• Requires additional customer education and supplemental signage. A marketing campaign is needed to promote, educate, and encourage acceptance of the new system.

• On-going monthly costs for on-line access, receipt paper, and processing credit card payments.

• Operating procedures for reserving individual spaces is less convenient (there are no meters at every space for bagging).

SINGLE SPACE SMART METERS IPS was the first company to develop, manufacture and market the single-space ‘smart’ meter, and is the overwhelming market leader with more than 130,000 meters installed, which is more than 95% of the single-space ‘smart’ meter market. They created a new meter mechanism that fits into conventional meter housings. This retrofit meter is less expensive than a multi-space meter and can be installed in minutes. The major single-space meter manufacturers have followed suit, but lag behind IPS regarding research and development. The IPS mechanism is rated to last from 7 to 10 years, depending on use and maintenance. The IPS solution is a meter upgrade instead of a meter replacement. IPS manufactures a direct replacement mechanism that fits on an existing single space meter and into the existing housing (simply remove the original dome and mechanism and replace with the new mechanism). The meter features wireless cellular communication that links each meter to a centralized management system and provides real-time credit card authorization, revenue tracking, and flexible remote rate change capabilities. The meters are solar powered and contain a rechargeable battery pack.

Figure 6: IPS Single-Space Meter

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Source: utsandiego.com Source: commlawblog.com CONCEPTUAL COST OF SINGLE SPACE SMART METER Costs for upgrading a single-space meter head with an IPS meter varies based on the quantity of units. The basic cost is approximately $525. per unit, installed, assuming the existing parking meter, including the pole and housing, can be re-used. Add $375. for a new meter with pole. On-going operating costs include a monthly fee of $6.00 per meter for network connectivity and a $0.13 per credit card transaction fee (not including the merchant fees charged by credit card providers). Consumable costs are limited to battery replacement, as the meter does not issue paper receipts. ADVANTAGES OF SINGLE-SPACE SMART METERS

• Built on the most familiar form of metered fee collection. The majority of patrons are familiar with the operations of single-space meters; little to no customer education is needed.

• Additional signage requirement is limited.

• Meters can be configured to accept coins or tokens, city smart cards, credit cards or debit cards.

• Lower implementation cost than multi-space meters.

• Each machine covers one space, thus an out-of-service meter only impacts one space.

• Meters communicate with a central server. Communication can be configured to notify the parking operator when a coin vault is full or when a unit is out-of-service. This decreases the operational burden while increasing control.

• Rates can be changed from the central server, including adjusting rates for events or specific time periods.

• Retain existing operating procedures for bagging and reserving spaces. DISADVANTAGES OF SINGLE-SPACE SMART METERS

• Unused time remains on the meter when the vehicle leaves the space and is available at no cost to the next parker (a.k.a. “piggybacking”).

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• Limited maintenance cost savings due to the high number of units (one for each space).

• Besides meter head maintenance, the meter housing and poles require maintenance to straighten and secure.

• Some find the number of poles along the sidewalk less than aesthetically pleasing.

• Patrons cannot receive receipts.

• No bill acceptance option.

• On-going monthly costs for on-line access and processing of credit card payments. RELATED TECHNOLOGIES Additional technology can be added to the system to enhance either productivity, effectiveness or the customer experience. Some examples of add-on technology include the following: REAL TIME ENFORCEMENT HANDHELDS Enforcement handheld devices that have two-way communications, allow the officer to receive data directly from the MSM and other software peripherals such as back-end citation management and/or motor vehicle checks. All citation information can be sent in real time from the handheld to the courts and is available immediately as opposed to a batch mode process. PEOs are able to work more efficiently because all violation data on handhelds is in real time. Supervisors can also monitor their location and progress. Enforcement handhelds that do not communicate in real time store all citation information in the device, and download it to the server at the end of the officers’ shift. Figure 7: Conventional Enforcement Handheld Unit, a Tablet and Smart Phones,

Source: T2 Systems Source: Engadget.com SENSORS The use of parking space sensor technology allows for the monitoring of each space 24 hours a day, 365 days a year, and provides the live information necessary to help policy

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makers make the best decisions on time restrictions and pricing. This technology also offers the added benefit of increasing the overall efficiency of parking enforcement by identifying parking violators. A Los Angeles study indicated that this technology increased the average citation volume by nearly 2.6 times the previous average. Vehicle sensors are typically embedded in the surface of the parking space to identify if a car is parked, what time a car parks, how long it parks and what time it leaves. Sensors typically utilize magnetometers to detect the presence of a vehicle when it drives over the sensor and parks, and monitors the duration of stay until it drives off the sensor. Newer sensors utilize infrared light, image recognition and radar; however there are few on-street deployments in North America. Sensors are used to determine occupancy levels, as well as duration of stay. This can be used to analyze supply and demand at different times and at different locations; which can lead to data-based decisions regarding time limits and hourly parking rates. Sensor data can also be used for directed enforcement. Enforcement staff can be deployed to streets or areas with a higher density of unpaid or overtime parkers. Smart meters report when meters expire, and pay-by-space meters report if spaces are paid or unpaid, but meters don’t know if a car is present. Sensors are required to detect and report if a car is actually present (and in violation). Sensors provide the following four key functions:

1. Eliminate ‘Piggybacking: Sensors can be used to reset the parking meter after a car leaves a space – removing any time left on the meter. This eliminates the possibility of a motorist finding free time remaining on a meter when they pull into a parking space, which will increase meter revenue by 5% to 10%.

2. Occupancy Monitoring for Directed Enforcement: Enforcement staff can be directed to specific spaces where cars are parked in violation. Without the sensor, the IPS meter will report when the meter expires, but it will not know if a car is present. The sensor will work in conjunction with the meter, reporting spaces that are parked in an unpaid or expired space. Sensors can also monitor time-limit parking, and can help cities enforce meter feeding (adding time to the meter, beyond the time limit). The sensor will detect and report the overtime vehicle, even if the meter has been paid.

3. Occupancy Monitoring for Space Availability: Occupancy monitoring can also be used to advise motorists where available parking spaces are located. This is typically done in real time, and communicated via mobile apps, the internet or on dynamic signage. Sensors provide the data. Several independent app providers will post the City’s parking availability at no charge to the City.

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4. Demand-based Pricing (described previously).

IPS manufactures a vehicle sensor that works in tandem with their meter. The sensor contains a magnetometer that detects the presence of a vehicle when it drives over the sensor and parks, and monitors the duration of stay until it drives off the sensor. The sensor is hockey-puck shaped and is embedded in the road surface. It contains a battery that is rated for three years. The sensor communicates directly with the IPS meter monitoring the space. IPS has approximately 30 installations in North America. Streetline has approximately 50 sensor installations worldwide, most of them in the United States. Streetline sensors use battery operated magnetometers and communicate to a server via a wireless mesh network. Repeaters are installed on telephone poles and/or streetlamps to relay data to a data center via the internet. Streetline created “Parker”, a free mobile app that communicates the locations of available parking spaces to motorists. Merchants can also display a “Parker Map” on their own websites that will show available spaces near their place of business. The data can also be sent to dynamic signage for wayfinding. Sensors show promise, but have not been widely deployed for the following reasons:

• Accuracy: As with any technology, accuracy is integral to success. Sensors are unable to perform with 100% accuracy; therefore, municipalities need to determine an acceptable level of accuracy. Several municipalities have reported disappointment with accuracy levels, particularly in calculating lengths of stay and for resetting meters. Sensor accuracy is higher for detecting the static presence of a car than for identifying specific times a car enters or exits a parking space. There can also be interference with other metals in the area such as streetcar and subway wires, tracks, cables, etc.

• Latency: Some cities report latency issues resulting from delays in transmitting data from the sensor to enforcement staff. Real-time data is required for enforcement purposes.

• Battery Life: Sensor batteries are rated to last three years, but several cities have experienced battery life issues in less than three years. Since sensors are embedded in the pavement, they are typically replaced in whole when the battery dies. Even a sensor with a removable battery pack would still need to be ‘dug-up’ and reinstalled. There is not enough historical data to state with certainty how effective or economical this is, or how long the batteries will last.

• Cost: Sensors typically cost $300 per unit to purchase and install, as well as ongoing monitoring fees per sensor.

• Limited Need: Smart meters provide detailed payment information, which can often be used to generate similar data as sensors. Payment data is not the same as duration of stay, but manual sampling, assumptions and extrapolation can provide

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a reasonably reliable and less expensive data source for directing enforcement and making policy decisions regarding rates and hours.

• Politics: Several cities have reported public resentment when cities have used sensors for directed enforcement and for resetting meters.

Very few cities are using sensors for revenue generation, so verifiable revenue data is limited. In addition, most of the cities utilizing sensors have been doing so for only a few years. Figure 8: Vehicle Sensor

Source: Streetline IN-CAR METER OPTION In car meters are similar to smart cards; however they act like pay & display receipts. Motorists purchase the device and load a dollar amount on it. Upon parking, the user activates the meter to pay for parking and to show that parking is paid. Upon returning to the car the user shuts off the meter. In-car meters compliment pay and display systems well, as they provide an alternative to walking to and from the meter. This is also an excellent option for frequent on-street parkers such as delivery vehicles; however, in-car meters have not caught on. The public appears to prefer pay-by-cell as a meter alternative. Figure 9: In-Car Meters

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NEAR FIELD COMMUNICATIONS Near field communications (NFC) allows credit card transactions to be conducted without inserting or sliding a credit card into a reader. The credit cards are embedded with NFC processor chips, eliminating the need for reading the magnetic stripe on the credit card. The user either taps the reader (“Tap & Go”) or waves the card close to the reader to conduct a transaction. The card needs to come within four centimeters of the card reader. The close proximity protects accidental charges from occurring if other cardholders are standing nearby. Smartphones can also be embedded with processors and serve in the same capacity. While these types of credit cards are not yet widely distributed in the U.S., most PARCS manufacturers have either designed their systems to accept NFC, or are designing them to be upgraded ‘if and when’ NFC is widely available.

CHIP AND PIN Chip and pin transactions are similar to debit card transactions, as a PIN needs to be entered by the card holder. In addition, the conventional magnetic stripe on the credit card is eventually going to be replaced by a microchip that is embedded in the card. While not yet widely available in the U.S, “Europay, MasterCard and Visa” (EMV), a joint credit card processing council (that also includes AMEX and Discover), is slowly but surely bringing this to the U.S., one of the few countries where EMV credit card processing has not yet been deployed. EMV intends to shift counterfeit credit card and fraud liability from the card issuers to the card processors in October of 2015 if chip-enabled technology is not deployed. Chip and pin technologies offer a higher level of protection against fraud than magnetic stripe transactions, as each chip has unique characteristics. In addition, the NFC reader is less susceptible to tampering than magnetic stripe readers. Visa has waived some PCI requirements for merchants with 75 percent NFC or chip-enabled transactions. Walker’s procurement specifications call for EMV-capable credit card processing. RECOMMENDATIONS METER TECHNOLOGY

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There are three viable options for the City regarding the upgrade of their existing meter system:

1. Upgrade to a multi-space meter system. 2. Upgrade to a single-space smart meter system. 3. Upgrade to a hybrid system of multi-space and single-space meters.

Each of these options will result in new and improved operational efficiencies, increased revenue, enhanced audit control and a more positive user experience. Walker recommends implementing a hybrid parking meter system utilizing multi-space meters for all groupings of five parking spaces or greater; and single-space smart meters for groupings with four spaces or fewer. While multi-space meters cost more to purchase and install than single-space meters with credit card acceptance, multi-space meters are more economical throughout the life of the system. Single-space meter manufacturers charge additional credit card transaction fees (in addition to the merchant fees charged by credit card providers). Over the useful life of the meters, these fees will exceed the initial purchase and implementation costs of multi-space meters. Multi-space meters are also less expensive to maintain and collect, based on the reduced number of meters (fewer meters to collect and maintain). The public may prefer single-space meters, as they are accustomed to them, and people are typically resistant to change. However, a major benefit of multi-space meters is the ability to enforce pay-by-plate multi-space meters via mobile license plate recognition (LPR). This was discussed in detail on page 14 of this report and is discussed further below. It is tempting to recommend a 100% PbP system; however, the cost of one multi-space meter is hard to justify for parking areas with fewer than five spaces. For example, there are two isolated spaces adjacent to the library. It will be more economical to install two single-space smart meters (for $1,100), rather than one multi-space meter (for $8,500 plus signage). Note that enforcement staff will need to visually inspect the single-space meters for compliance. Figure 10: Two Isolated Spaces at the Library

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PAYMENT MODE AND ENFORCEMENT Multi-space meters offer three parking meter modes:

1. Pay and display 2. Pay-by-space 3. Pay-by-plate

As stated above, Walker recommends implementing pay-by-plate. Pay and display requires that the motorist to return to their car after paying at the meter and pay-by-space requires that the City number and sign every parking space. Pay by plate requires neither, although motorists will be required to enter their license plate number at the meter. This will be an inconvenience at first, and will take some getting used to, but if pay-by-cell phone is also offered (recommended by Walker), the motorist need only register their plate one time. The enforcement benefit to the City is significant. Mobile license plate recognition enforcement is remarkably efficient. One vehicle should be able to cover the entire downtown area in fewer than 90 minutes. Enforcement is currently done by six full-time staff persons. It is unlikely that they cover the entire downtown every 90 minutes. Walker recommends utilizing two officers in one vehicle for 6-12 months, during the initial ‘learning curve’. When enforcement staff is fully proficient in monitoring the system, one person should be able to enforce the entire downtown area within 90 minutes. The City of Calgary has been using PbP and mobile LPR for four years. Calgary reduced their enforcement staff from 16 to 10 (38%) after implementing mobile LPR. The City of Vancouver uses a hybrid system of PbP and IPS single space-smart meters, and the City of Edmonton is currently trialing PbP with mobile LPR.

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As stated previously, Calgary mails citations to violators. The City will need to determine if this is legal in Lethbridge, as it is legislated by province and/or municipality. The ability to mail citations rather than place them on vehicles is remarkably efficient and safer for enforcement staff and for the public, as it reduces the possibility of a negative exchange or altercation resulting from the issuance of the citation. Enforcement staff will need to visually inspect the 69 single-space smart meters recommended for space groupings of fewer than five parking spaces. Walker assumes this will be done from the mobile LPR vehicle, as new smart meters utilize green and red LED lights to indicate paid and expired meters and should be viewable from the car. In addition to parking enforcement, mobile LPR will enable the City to monitor duration of stay and frequency, and will also be able to locate stolen, scofflaw or other significant vehicle license plates. If and when snow covers a license plate, the LPR cameras will not be able to read the plate. Enforcement will need to be done manually, with enforcement personnel brushing the snow from the plate. Note that license plates do not become unreadable every time it snows, and some plates will become covered while others do not. There are multiple factors, including the shape of the car, the strength and direction of the wind, the location, the type and rate of snowfall, etc. Another benefit of implementing PbP meters with LPR enforcement is the ability to use license plates as employee permits – as well as residential, business or monthly permits. This not only eliminates the need for paper, hang tag or decal permits, since the motorist already has the license plate; it also makes enforcement extremely efficient. Registration is typically done on-line, and can be done 24/7. Permit holders enter their own data, saving office staff time. Furthermore, the license plate is a regulated credential, providing a higher level of integrity and less opportunity for misuse or fraud. IMPACT ON ENFORCEMENT In general, better coverage should result in more citations. Mobile LPR also provides time-stamped images of the cited vehicle, confirming that the car was present at that time (for adjudication purposes). Providing photos with citations will reduce contested citations and aid in adjudication. Once the public learns that the enforcement technology (and coverage) has improved, meter compliance should skyrocket. Credit card acceptance allows more people to pay the meter, and people typically purchase larger durations of time with credit cards, which will also increase meter compliance. These factors suggest the potential for a reduction in citation revenue; however, the results vary widely from city to city, with no definitive correlation. Some cities report reductions in citations, some report increases, and some report no change. Following are some of the reasons cited:

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• When hourly time limits are in effect more tickets are typically written for expired meters (overtime parking) rather than for failing to make an initial payment. Credit card acceptance has no impact on these citations.

• Most enforcement budgets do not allow for full city-wide coverage, and typically have capture rates below 20% (the % of meter violations that are actually cited). This suggests that enforcement will find violators even with increased compliance.

• Some cities report a decrease in parking meter violations but an increase in other parking violations with higher fines.

• Some cities report initial drops in citations, but that this is temporary (perhaps due to some of the above).

• Some cities report fewer contested citations due to greater meter uptime (fewer instances of broken meter claims).

• Some cities report fewer tickets being dismissed due to the availability of detailed transaction reports that may prove no payment was made at a particular meter at a particular time.

Even with foot patrols, if one enforcement officer walks at a pace of two miles per hour, and another walks at three miles per hour, the faster walker will cover more ground and should write more citations. Likewise, when enforcing on foot, staff should be provided efficient tools to enable them to enforce efficiently. This includes uniforms (seasonal) and foot wear (walking shoes), as well as communication devices and handheld enforcement devices. Walker recommends handheld devices with built-in cameras for foot patrols (in order to receive the adjudication benefits of LPR images). METER QUANTITIES AND LOCATIONS Walker reviewed the meter maps and the City’s ‘meter map' and meter inventory spreadsheets and counted a total of 1,941 on-street parking spaces. Twenty-one of these spaces are designated as permit parking, leaving a total of 1,920 spaces to be controlled by parking meters (1,524 currently metered and 396 time-restricted or unrestricted spaces). Walker’s first choice is pay-by-plate multi-space meters, but they are viewed as cost-prohibitive for space groupings of fewer than five spaces. Therefore, Walker identified a total of 69 spaces in groupings of fewer than five spaces that will be controlled by 69 single-space smart meters. The remaining 1,851 spaces will be covered by 179 multi-space meters, for an average space to meter ratio of 10 to 1. The space to meter ratio is impacted by how far the motorist needs to walk to pay the meter. We need to take into account parallel vs. diagonal spaces, as well as any interruptions such as hydrants, driveways, laneways, loading zones and other interruptions in the parking layout. Please see Exhibit 3 for a street by street location map and analysis. Figure 11: Parallel and Diagonal Parking in Lethbridge

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TYPES OF PAYMENTS Walker recommends accepting quarters, loonies, toonies and credit cards. Smaller coin denominations take more time to insert at the meter and take more time for the City to process. Accepting banknotes would add considerable expense and maintenance to the system, and with credit card acceptance, banknote acceptance is unnecessary. Smart cards are not recommended as this technology has been superseded by the acceptance of credit cards. The City should survey the retail community to determine if tokens are desired to be used as a validation or incentive. Walker also recommends offering cell phone payments. Pay-by-cell (PbC) adds convenience and benefits for both the motorist and the City at minimal cost. Most PbC vendors will implement the program at no cost to the city, even providing signage and stickers. Even with minimal participation there is no down side; and this further addresses the best practice of offering multiple payment methods.

Note that IPS single-space smart meters offer the option of displaying (‘pushing’) the PbC time to their parking meters so that the public (and enforcement) can see the time displayed on the meter; however, Walker does not recommend this as there is a $0.10 per transaction ‘push’ fee, and a substantial drain on the meter battery. METER RATES In the Pratt report, the City cited 2nd Avenue, 3rd Avenue and 5th Street as ‘priority’ streets. Furthermore, 5th Street through 8th Street, and 3rd and 4th Avenue were reported as congested during interviews with City staff. These streets may be prime candidates for demand-based pricing, or raising the hourly parking rates on these streets, to encourage

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some people to park on neighboring streets and walk a block or two to save money. Others would be willing to pay the higher rates, which is the basis of demand based pricing. Some cars will stay and some cars will go, which will reduce congestion. Walker recommends implementing a modified version of demand-based pricing. Currently there are individual meters with time limits ranging from 38 minutes to three hours on the same streets. Walker recommends simplifying the time limit in order to gain baseline demand data. Walker recommends that all parking between 3rd Street and 8th Street, and 2nd Avenue and 5th Avenue be designated as “three hour time limit”; however, Walker recommends implementing a graduated rate structure:

• $1.00 for the first hour. • $2.00 for the second or third hour.

In order to offer an economical alternative, Walker recommends that all parking beyond this area (1st Street to 3rd Street, Stafford Street to 11th Street, 1st Avenue to 2nd Avenue and 5th Avenue to 6th Avenue) be designated as “ten hour time limit”. Ten-hour meters should be located on less busy streets on the perimeter of Downtown.

• Increase the hourly rate from $0.45 to $0.50 per hour. This is a small increase (10%) for a very low hourly rate; however it will help to offset the cost of the new meter system, and will also make paying and collecting more efficient (fewer coins to insert will keep lines from forming at the meter and result in fewer coins to collect and process). It also makes a comparable equation: Pay $5.00 for three hours in the heart of downtown, or pay $5.00 for all-day and walk a few blocks.

• Offer parking permits at these meters for $50.00 per month. This represents a significant discount that should incentivize employees to park a little farther away in order to save money, and to open up closer spaces for customers.

The key to the success of demand-based pricing is advising motorists of the lower-priced options that are available in exchange for walking a block or two. It’s also important that the walking distance and the parking rates are the only variables. All of the parking spaces should be in clean, well lit, safe areas. The City doesn’t want to be seen as compromising anyone’s safety – particularly over parking fees. This will simplify and maintain the 3-hour maximum in the downtown core, if people were willing to pay a small premium. Some motorists will pay the increased 2-hour and 3-hour rates in order to park on that particular block for more than one hour; however, some people will park off-street or farther away, where the hourly rate is lower. The result will be similar to the color-coded meters in that some spaces will turn over in one or two hours, but some spaces will not. Walker understands that there may be specific needs and reasons for shorter time limits in front of some businesses, for example, a news stand or a take-out restaurant. These will need to be preserved or established on a case-by-case basis. Our experience is that

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many of these shorter time limits were established with good intentions many years ago, but that the need or benefit no longer exists. For example, the business is no longer there. Walker recommends monitoring the parking occupancy with these new rates and time limits for six months to establish baseline data (the new meters and LPR system will provide the data). Once the new occupancy patterns are identified, continue to tweak the rates (and hours) until the ‘’sweet spot’’ is found: one or two open parking spaces on every block. The monitoring of parking occupancy is a crucial component in establishing a successful long term management plan. The new meters and LPR system will provide the City with the tools it needs to measure performance and implement informed changes to the parking program. METER HOURS If there is parking congestion at night or on the weekends, Walker recommends extending meter hours. Eight of the thirteen cities surveyed operate meters until 5:00 pm or 6:00 pm; however, Montreal and Quebec operate until 9 pm, and Vancouver until 10 pm. Seven of thirteen cities surveyed have extended paid parking to Saturdays. Three of them have paid parking on Sundays and Vancouver has paid parking every day – even on holidays. The LPR system could be used to gather occupancy data to determine if paid parking is warranted on nights or during weekends. BEST PRACTICES These recommendations are consistent with the City’s goals of increasing operational efficiency, enhancing customer convenience, increasing revenue and improving audit control. They are also consistent with the following industry-wide best practices:

• Offering motorists multiple payment options (coins, credit cards or pay-by-cell).

• Offering motorists choices in parking options (rates and locations).

• Providing PCI-compliant credit card acceptance.

• Implementing computerized audit control for all transactions.

• Implementing computerized audit control for all collections.

• Online real-time maintenance alarms.

• Same day maintenance response.

• Having a long-term parking management plan. ESTIMATED COSTS

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Walker estimates the cost to procure and install the new system (meters, signage and LPR system) to be approximately $1.8 million (see Table 6 on next page). Walker also estimated the costs for a 100% multi-space meter system and a 100% single-space meter system:

Table 3: Estimated Meter System Costs Meter System Budget

100% PbP Multi-Space Meters (MSMs) w/Mobile LPR Enforcement $1,925,541 100% Single-Space Meters (SSMs) w/Foot Patrol Enforcement $1,689,100 Hybrid System (MSMs for 5 or more spaces, SSMs for fewer than 5) $1,830,425

Note that the 100% SSM meter system cannot be enforced with mobile LPR enforcement. Mobile LPR represents leading edge enforcement technology and typically leads to more consistent enforcement, a higher violation capture rate and higher levels of compliance. There are also significant reductions in enforcement payroll, as fewer enforcement staff levels are required. Mobile LPR also has the ability to easily expand into residential permit programs, eliminating hangtags, enabling residents to register online and enhancing enforcement.

Table 4: 100% PbP Multi-Space Meter System Budget

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MSMMSM or SSM Mechanism Retrofit Unit Cost (installed) $8,500

Quantity 196# of Spaces 0Meter Cost $1,666,000

Spare Meter Parts for Maintenance and Repairs $30,000New Meter Housings N/AConcrete for poles N/AClosed (Locking) Coin Cans N/ATwo Coin Collection Carts N/ACollection Canisters N/AVehicle Modification to Lift Coin Can N/APole Removal for MSM/ Poles for New SSM $29,400Epoxy Existing Pole Holes $4,345Concrete for Pads $13,200

Sub-Total $1,742,945

MSM Signage (2 per MSM) $78,400Total Sign Cost $78,400

Total Meter Cost $1,821,541

Mobile LPR Hardware (2 Units, Installed) $98,000Mobile LPR System Software/Training $6,000

Total LPR Cost $104,000

TOTAL METER SYSTEM $1,925,541

Annual Meter Operating Expenses MSMAnnual CMS Fees $117,600Annual Paper Costs $31,360Annual Credit Card Processing Fees $76,027Additional CC Processing Fees to IPS N/A

TOTAL $224,987

Coin Collection Costs (Contracted @4 days /5 hrs per) (In-House)TOTAL (In-House)

Annual LPR Operating Expenses LPRSMA Base Package $500On-site Preventative Maintenance $2,500

TOTAL $3,000

TOTAL OPERATING EXPENSES ANNUALLY $227,987

Annual Extended Warranties (after 1st year) MSMExtended Meter Warranty $78,400Extended LPR Warranty $18,000

TOTAL EXTENDED WARRANTIES $96,400

Capital Cost - Equipment, Installation and Warranty $2,021,941

10 Year Estimated Operating Costs $2,279,866

Total Ten Year Capital and Operating Costs (SSM System) $4,301,807

MSM SYSTEM

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Table 5: 100% Smart Single-Space Meter System Budget

SSMMeter Retrofit Mechanism Unit Cost (installed) $505

Quantity 1,920# of Spaces 1,920Meter Cost $969,600

Spare Meter Parts for Maintenance and Repairs $12,000New Meter Housings $323,400Concrete for poles $374,000Closed (Locking) Coin Cans $3,000Two Coin Collection Carts $600Collection Canisters $1,500Vehicle Modification to Lift Coin Can $5,000Pole Removal for MSM/ Poles for New SSM $0Epoxy Existing Pole Holes $0Concrete for Pads N/A

Sub-Total $719,500

MSM Signage (2 per MSM) N/ATotal Sign Cost $0

Total Meter Cost $1,689,100

Mobile LPR Hardware (2 Units, Installed) N/AMobile LPR System Software/Training N/A

Total LPR Cost $0

TOTAL METER SYSTEM $1,689,100

Annual Meter Operating Expenses SSMAnnual CMS Fees $138,240Annual Paper Costs N/AAnnual Credit Card Processing Fees $76,027Additional CC Processing Fees to IPS $81,120

TOTAL $295,387

Coin Collection Costs (Contracted @4 days /5 hrs per) $49,920TOTAL $49,920

Annual LPR Operating Expenses SSMSMA Base Package N/AOn-site Preventative Maintenance N/A

TOTAL $0

TOTAL OPERATING EXPENSES ANNUALLY $345,307

Annual Extended Warranties (after 1st year) SSMExtended Meter Warranty $115,200Extended LPR Warranty NA

TOTAL EXTENDED WARRANTIES $115,200

Capital Cost - Equipment, Installation and Warranty $1,804,300

10 Year Estimated Operating Costs $3,453,066

Total Ten Year Capital and Operating Costs (SSM System) $5,257,366

SSM SYSTEM

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Table 6: Hybrid Meter System Budget (Recommended by Walker)

MSM SSM CombinedMSM or SSM Mechanism Retrofit Unit Cost (installed) $8,500 $525 N/A

Quantity 179 69 248# of Spaces 1,851 69 1,920Meter Cost $1,521,500 $36,225 $1,557,725

Spare Meter Parts for Maintenance and Repairs $30,000 $1,500 $31,500New Meter Housings N/A $0 $0Concrete for poles N/A $0 $0Closed (Locking) Coin Cans N/A $700 $700Two Coin Collection Carts N/A $600 $600Collection Canisters N/A $300 $300Vehicle Modification to Lift Coin Can N/A $0 $0Pole Removal for MSM/ Poles for New SSM $20,000 $28,000 $48,000Epoxy Existing Pole Holes $4,000 $0 $4,000Concrete for Pads $12,000 $0 $12,000

Sub-Total $66,000 $31,100 $97,100

MSM Signage (2 per MSM) $71,600 N/A $71,600Total Sign Cost $71,600 $0 $71,600

Total Meter Cost $1,659,100 $67,325 $1,726,425

Mobile LPR Hardware (2 Units, Installed) $98,000 N/A $98,000Mobile LPR System Software/Training $6,000 N/A $6,000

Total LPR Cost $104,000 $0 $104,000

TOTAL METER SYSTEM $1,763,100 $67,325 $1,830,425

Annual Meter Operating Expenses MSM SSM COMBINEDAnnual CMS Fees $107,400 $4,968 $112,368Annual Paper Costs $28,640 N/A $28,640Annual Credit Card Processing Fees $72,986 $3,041 $76,027Additional CC Processing Fees to IPS $0 $2,915 $2,915

TOTAL $209,026 $10,924 $219,950

Coin Collection Costs (Contracted @4 days /5 hrs per) $0TOTAL $0

Annual LPR Operating Expenses LPR SSM COMBINEDSMA Base Package $500 N/A $500On-site Preventative Maintenance $2,500 N/A $2,500

TOTAL $3,000 $0 $3,000

TOTAL OPERATING EXPENSES ANNUALLY $212,026 $10,924 $222,950

Annual Extended Warranties (after 1st year) MSM SSM COMBINEDExtended Meter Warranty $71,600 $4,140 $75,740Extended LPR Warranty $18,000 N/A $18,000

TOTAL EXTENDED WARRANTIES $89,600 $4,140 $93,740

HYBRID SYSTEM

(In-House)(In-House)

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Table 7: Side By Side Comparison MSM SSM HYBRID

Meter Retrofit Mechanism Unit Cost (installed) $8,500 $505 N/AQuantity 196 1,920 248

# of Spaces 0 1,920 1,989Meter Cost $1,666,000 $969,600 $1,557,725

Spare Meter Parts for Maintenance and Repairs $30,000 $12,000 $31,500New Meter Housings N/A $323,400 $0Concrete for poles N/A $374,000 $0Closed (Locking) Coin Cans N/A $3,000 $700Two Coin Collection Carts N/A $600 $600Collection Canisters N/A $1,500 $300Vehicle Modification to Lift Coin Can N/A $5,000 $0Pole Removal for MSM/ Poles for New SSM $29,400 $0 $48,000Epoxy Existing Pole Holes $4,345 $0 $4,000Concrete for Pads $13,200 N/A $12,000

Sub-Total $1,742,945 $719,500 $97,100

MSM Signage (2 per MSM) $78,400 N/A $71,600Total Sign Cost $78,400 $0 $71,600

Total Meter Cost $1,821,541 $1,689,100 $1,726,425

Mobile LPR Hardware (2 Units, Installed) $98,000 N/A $98,000Mobile LPR System Software/Training $6,000 N/A $6,000

Total LPR Cost $104,000 $0 $104,000

TOTAL METER SYSTEM $1,925,541 $1,689,100 $1,830,425

Annual Meter Operating Expenses MSM SSM COMBINEDAnnual CMS Fees $117,600 $138,240 $112,368Annual Paper Costs $31,360 N/A $28,640Annual Credit Card Processing Fees $76,027 $76,027 $76,027Additional CC Processing Fees to IPS N/A $81,120 $2,915

TOTAL $224,987 $295,387 $219,950

Coin Collection Costs (Contracted @4 days /5 hrs per) (In-House) $49,920 (In-House)TOTAL (In-House) $49,920 (In-House)

Annual LPR Operating Expenses LPR SSM COMBINEDSMA Base Package $500 N/A $500On-site Preventative Maintenance $2,500 N/A $2,500

TOTAL $3,000 $0 $3,000

TOTAL OPERATING EXPENSES ANNUALLY $227,987 345306.6 $222,950

Annual Extended Warranties (after 1st year) MSM SSM COMBINEDExtended Meter Warranty $78,400 $115,200 $75,740Extended LPR Warranty $18,000 NA $18,000

TOTAL EXTENDED WARRANTIES $96,400 $115,200 $93,740

Capital Cost - Equipment, Installation and Warranty $2,021,941 $1,804,300 $1,924,165

10 Year Estimated Operating Costs $2,279,866 $3,453,066 $2,229,499

Total Ten Year Capital and Operating Costs (SSM System) $4,301,807 $5,257,366 $4,153,664

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IMPACT ON REVENUE Historically, the implementation of smart parking meters should increase revenue from 15% to 25% due to the acceptance of credit cards, greater meter uptime and tighter audit control. Higher meter rates generally produce higher percentage increases, as people are more likely to use credit cards for larger payments (greater than $1.00), and people typically purchase larger blocks of time with credit cards. Increases from meter uptime and audit control are dependent upon existing conditions and vary widely from city to city. Eliminating ‘piggybacking’ can increase revenue by an additional 5% to 10%. In addition, the City will be adding 396 paid parking spaces (28% of total inventory. Walker understands that meter revenue from 2014 totaled approximately $950,000. There is not enough detailed historical or baseline data to provide revenue projections; however, a conservative best guess is that annual revenue will increase by approximately $317,000 (31%).

Table 8: “Best Guess” Revenue Analysis

Current Revenue Estimate $950,000

Revenue from Additional Meters (28%/2) $133,000

20% Increase from New Meter System $184,110

"Best Guess" for Annual Revenue Increase $317,110

Total Estimated Revenue $1,267,110 METER MAINTENANCE Meter maintenance will be much improved with the proposed hybrid meter system. One technician is currently responsible for maintaining 1,524 conventional meters. This number will be reduced to a total of 248 new meters (179 MSMs and 69 SSMs). The new meters will have self-diagnostic software that monitors most maintenance issues, enabling staff to maintain a higher level of meter uptime. Maintenance issues can be prioritized and reported as alarm conditions. If a meter is out of service due to a dead battery, coin jam, or full vault, a text message can be automatically generated and sent to maintenance staff, enabling an immediate response for greater meter uptime. Lower priority issues, such as low battery or coin vault ‘almost full’ are also reported, allowing staff to prioritize and schedule responses in a timely yet efficient manner.

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Both of the new meters’ batteries are rated for three years of operation, significantly longer than conventional meter batteries, increasing meter uptime and reducing staff trips to the meter. In addition, credit card acceptance reduces coin volume, reducing the incidence of coin jams and full vaults; further reducing staff trips to the meter. All maintenance issues are monitored and stored on system software, and visible via computer (password protected). Walker recommends that maintenance staff monitor the maintenance screen periodically throughout the day to prioritize and schedule required maintenance. Walker further recommends making every effort to respond immediately to meters that are out of service. Out of service meters reduce vehicular turnover, fail to provide revenue and are bad for public relations. Most meter parts, including the batteries, are modular in nature and easy to replace. Meter vendors provide comprehensive training and telephone support that will enable City staff to continue to maintain the meters. The IPS single-space smart meter is a retrofit that is installed in existing housings, so meter staff will be familiar with some of the meter parts, as well as installing and removing the mechanism. Walker recommends purchasing extended warranties, as this will provide fixed operating costs and maximize continuous operation of the system. METER COLLECTIONS Replacing conventional meters with smart meters will reduce the frequency of meter collections. Credit card acceptance will reduce the coinage, and multi-space meter vaults have a much larger storage capacity ($600-$800) than single-space vaults ($30). In addition, system software will provide vault levels and provide alerts when vaults need to be collected. This is not only more efficient, but will improve meter uptime, as collection staff will be able to empty all vaults before they fill and go out of service. There is also less likelihood of a robbery, as repeated collection times and routes will be eliminated. Collections for the 1,524 conventional meters have taken two people approximately 13.5 hours per week. The new system will have a total of 179 multi-space meters and 69 smart single-space meters; which includes 403 additional spaces. There are too many variables to conduct a side by side comparison; however, Walker estimates that it will take fewer than nine hours to collect the new meters each week.

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Table 8: Collections Analysis

Quantity Minutes

per Meter Collections per Week

Minutes per Week

Hours per

Week MSMs 179 3.5 0.5 313.3 5.2 SSMs 69 2 1.5 207 3.5

248 Total Collection Hours per Week: 8.7 It should be noted that single-space meters are typically collected on foot. Multi-space meters are typically collected by car, as coin vaults need to be exchanged. In addition, the meters to be collected will be farther apart from one another, and the new single-space meters will need to be collected more frequently than the multi-space meters. The 8.7 hours includes travel time by car, but is only an estimate. IMPLEMENTATION PLAN Implementing a new type of parking meter is a major investment that must be effectively communicated to the public to ensure acceptance and success. A strong public relations plan is imperative to the successful implementation of the new meters. Walker recommends the City launch a public relations campaign to introduce the new meter program. It would be beneficial to the City to discuss strategies of successful implementation with its selected vendor, as most vendors offer samples of informational fliers, brochures, etc. Based on other cities’ experience and successful installations of new meter systems, the following list provides examples of communications activities prior to, during, and after installation:

• Issue a press release announcing plans for the new system, with a focus on the positives of added customer convenience.

• Conduct community outreach meetings with the stakeholders in advance of the rate change.

• Deploy a website with press releases, project updates, meter directions and “frequently asked questions and answers”.

• Display ‘sample’ meters in a public area for people to see, touch, and feel prior to beginning the installation.

• Carefully train all related staff on all aspects of the new meters so they can easily assist motorists and communicate a consistent message regarding the details of the program.

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• Develop and distribute informational and instructional handouts (card and/or fliers) illustrating how to use the new meters.

• Develop a directional video for municipal television and or YouTube.

• Issue a progress press release a few weeks prior to the initial installation.

• Conduct a ribbon-cutting and first-use ceremony to officially welcome the new meters.

• Utilize trained parking ambassadors to assist patrons with their use. Rotate ambassadors to new areas as meters are deployed.

• Issue a press release of the deployment of the new meters and areas scheduled for deployment.

• Provide citation warnings rather than fines for a short period of time following meter deployment.

• Design, publish, and distribute a downtown parking guide, including a downtown parking map and brochure describing the locations and availability of on-street and off-street parking, simplicity of access, rules and fees for parking for errand, short-term, and employee parking patrons.

• Establish an enhanced parking website and parking information program. An on-street parking website should be linked with City government and local websites. The municipal parking website should provide accurate and timely data of parking availability, rates and maps. The website may also be used to conduct an online interactive survey of the perceptions and concerns of citizens and stakeholders. The web site may be shared with off-street municipal and private parking operators, and/or with local retailers to defray the costs. Set-up costs are estimated at $10,000 to $20,000, or more, depending on the complexity of the site and number of pages.

SUMMARY OF IMPLEMENTATION PLAN Press releases and public awareness campaigns are key factors to a successful implementation program. Website and printed material focusing on how the meters work has proven to be effective, as have surveys to collect feedback from patrons. The focus should be on the added convenience of the credit card payment feature. Enforcement officers should go through training to assist patrons as the new meters are deployed, to avoid a negative reaction by the public. IMPLEMENTATION SCHEDULE Walker estimates that it will take approximately 23 weeks to implement the new parking system, from the day the RFP is released to the ‘go live’ date. Some cities elect to go live in phases, as installation and testing is completed in different geographical areas. For the sake of this schedule, Walker assumes complete installation prior to going live.

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Table 9: Implementation Schedule

Milestone # of Days

RFP Released 1 Press Release (concurrent)

Questions Due 13 Addendum/Answers to Questions 7 Bids due (31 Days) 10 Bid Analysis 14 Finalist Interviews 7 RFP Awarded (62 Days) 10 Contract Negotiations 21

Press Release (concurrent) Shipping/Coordination 49

Order Signage (concurrent) PR Campaign (concurrent)

Installation 25 Press Release (concurrent)

Training/Acceptance Testing 5 Go Live (163 Days) 1

Total Days 163 Total Weeks 23.3

Total Months 5.4 SIGNAGE Signage is a key component of multi-space meter installations. If there isn’t a meter adjacent to the parking space, motorists need to be told to pay for parking. Signage typically includes arrows pointing towards the meter, and a sign is typically located above the meter, with an arrow pointing down.

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Figure 12: Multi-Space Meter Sign Samples End Limit Pay to Park at location of box Mid-Block Reminder

Source: CPM, Chicago ORGANIZATIONAL SETUP The Lethbridge ‘parking department’ is fairly lean:

• Traffic and Parking Operations utilizes two full-time staff and contracts out for meter collections. They oversee maintenance, operations and revenue collection.

• Regulatory Services utilizes seven full-time staff, including contracting with the Corps of Commissionaires for meter enforcement by six full-time employees.

• Finance oversees revenue control and banking. This is a good ‘balance of power’ regarding checks and balances. Multiple departments insure a better level of audit control than one department. In order to maintain consistency and professionalism, Walker recommends creating job descriptions for each position. Walker understands that one person is wholly responsible for meter maintenance. While this will become more manageable with the implementation of multi-space and single-space smart meters, Walker recommends training a back-up person in the event that the staff member is unavailable. It is a best practice to provide same-day meter maintenance, regardless of sick days, vacations, etc. Maintenance issues can adversely impact revenue; particularly if a multi-space meter is involved, as it covers multiple spaces. STATEMENT OF LIMITING CONDITIONS This report and conclusions are subject to the following limiting conditions:

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1. This report is based on some assumptions that are outside the control of Walker Parking Consultants/Engineers, Inc. (“Walker”) and/or our client. Therefore, Walker does not guarantee the results.

2. The results and conclusions presented in this report may be dependent on future assumptions regarding the local, national, or international economy. These assumptions and resultant conclusions may be invalid in the event of war, terrorism, economic recession, rationing, or other events that may cause a significant change in economic conditions.

3. Walker assumes no responsibility for any events or circumstances that take place or change subsequent to the date of our field inspections.

4. All information, estimates, and opinions obtained from parties not employed by Walker, are assumed to be accurate. We assume no liability resulting from information presented by the client or client’s representatives, or received from third-party sources.

5. This report is to be used in whole and not in part. None of the contents of this report may be reproduced or disseminated in any form for external use by anyone other than our client without our written permission.

6. The projections presented in the analysis assume responsible ownership and competent management. Any departure from this assumption may have a negative impact on the conclusions.

7. Computer models that use and generate precise numbers generate some of the figures and conclusions presented in this report. The use of seemingly exact numbers is not intended to suggest a level of accuracy that may not exist. A reasonable margin of error may be assumed regarding most numerical conclusions. Conversely, some numbers are rounded and as a result some conclusions may be subject to small rounding errors.

8. This report was prepared by Walker Parking Consultants/Engineers, Inc. All opinions, recommendations, and conclusions expressed during the course of this assignment are rendered by the staff of Walker Parking Consultants as employees, rather than as individuals.

9. This report presents some conceptual financial information that is intended to provide an order-of-magnitude assessment of parking expenses and relative costs. This report is not to be used for financing purposes.

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Exhibit 1: Proposal Scope Questions and Answers 1. Which meter system will be most beneficial to the City: Smart Single Space, Pay &

Display, Pay by Space, Pay by Plate, or Pay by Cell?

Walker recommends implementing a hybrid meter system with pay-by-plate multi-space meters (MSMs) for all groupings of five parking spaces or more, and single-space smart meters for all groupings of four spaces or fewer. We also recommend offering pay by cell phone. With only one meter technician, the operational efficiencies of reducing the number of meters will be significant. Collection times will also be reduced – not only because of fewer meters, but also fewer coins due to credit card processing. Pay by plate enables the City to enforce with mobile license plate recognition, which is remarkably efficient, versatile and cost effective.

2. Who are the likely manufacturers? What products do they offer? How do they differ?

Please see Exhibit 6.

3. What business arrangements might they be willing to make with the City?

Some manufacturers will offer their own financing and some will provide 3rd party financing. Some meter manufacturers will offer to install the system in exchange for a percentage of revenue generated by the meters. This usually includes guaranteed minimums to the City.

4. What are the expected up front capital costs and ongoing operating costs associated with both single- and multi-space meters?

Please see Table 3, Estimated Meter System Costs, on page 33 of the report.

5. What are the pros and cons and costs and benefits of various equipment options, including both single- and multi-space meters?

This is discussed throughout the body of the report.

6. What considerations need to be addressed and resolved to implement new smart parking meters and/or multi-space meters?

Press releases and public awareness campaigns are key factors to a successful implementation program. Having a website and printed materials focusing on how the meters work has proven to be effective, as have surveys to collect feedback from patrons. The focus should be on the added convenience of the credit card payment feature. Enforcement officers should go through training to assist patrons as the new meters are deployed to avoid a negative reaction by the public. Please see the Implementation Plan on page 37 of the report.

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7. What methods of payment are to be allowed such as coin, token, paper money, cell phone, credit card, debit card, and smart card? What is the cost versus convenience for each of these methods?

Walker recommends accepting quarters, loonies, toonies and credit and debit cards. Walker further recommends accepting cell phone payments.

Credit card acceptance incurs processing fees; however, revenue will still increase overall, as people purchase larger blocks of time with credit cards. There is also a reduction in staff time required for cash collection and processing, as well as improved audit control. Implementing pay-by-cell phone will have minimal costs beyond credit card processing, as the vendor typically charges a convenience fee to the customer, making the cost a pass-through to the City.

8. What are the requirements of those responsible for carrying out parking enforcement?

Walker recommends implementing license plate recognition for enforcement. This will reduce staffing requirements, as staff will drive rather than walk, enabling one person to cover five to seven times as much area. If it is municipally permissible, enforcement may not be required to get out of the car to place citations on windshields – they would be mailed. One person would be able to patrol the entire downtown core in fewer than 90 minutes. Single-space meters will still need to be visually inspected, and foot patrols may be required on snowy days, when license plates are not visible.

9. Are there citation adjudication issues related to parking citations when using this technology?

Adjudication becomes more efficient, and challenges are reduced, due to the license plate image being captured, as well as all payments being captured electronically.

10. Are sensors recommended? How do they work, and what do they do? What do they cost?

Sensors are not recommended. While sensors will provide real-time occupancy data in all spaces at all times, mobile LPR will provide similar data (although only when patrolled). Sensors typically cost $300 per space plus ongoing monitoring fees, and are thought to be cost-prohibitive.

11. Can these new technologies accommodate variable rates? Special event rates? The rate recommendations of the PRATS study?

Yes. Walker recommends establishing baseline data first, and then setting higher rates on the busier streets, and lower rates on the less busy streets.

12. What impacts will there be to collection procedures?

pg. 47


Replacing conventional meters with smart meters will reduce the frequency of meter collections. Credit card acceptance will reduce the coinage, and multi-space meter vaults have a much larger storage capacity ($600-$800) than single-space vaults ($30). In addition, system software will provide vault levels and provide alerts when vaults need to be collected. This is not only more efficient, but will improve meter uptime, as collection staff will be able to empty all vaults before they fill and go out of service. There is also less likelihood of a robbery, as repeated collection times and routes will be eliminated. Collections for the 1,524 conventional meters have taken two people approximately 13.5 hours per week. The new system will have a total of 181 Multi-space meters and 69 smart single-space meters; which includes 403 additional spaces. There are too many variables to conduct a side by side comparison; however, Walker estimates that it will take fewer than nine hours to collect the new meters each week.

13. Is signage needed to facilitate parking meters and pay stations?

Signage is a key component of multi-space meter installations. If there isn’t a meter adjacent to the parking space, signage is needed to advise motorists to pay for parking. Signage typically includes arrows pointing towards the meter, and a sign is typically located above the meter, with an arrow pointing down.

14. How will multi-space meters affect the ability to reserve stalls for a specific use (i.e., replace current meter bagging)?

Multi-space meters eliminate the ability to bag individual meters. Supplementary signage is required that will cover all spaces (although the meter may still be bagged, or programmed to display a “No Parking” message). Some municipalities require that the entity requesting the use of the stalls be responsible for signing and/or blocking the spaces.

15. What level of maintenance do these new technologies require?

Lethbridge staff will be trained to maintain the meters. Most parts are modular, requiring minimal tools. The meters need to be kept clean and the inside dry and lubricated periodically. Quarterly inspections are advised. The manufacturer will provide a maintenance manual/schedule/instructions.

16. How long are parking meters and pay stations and their components expected to last and what is their reliability for the local climate?

The typical lifespan for the meter is 10 years. Component life spans vary by component; however, after five years the need to replace components will increase. Walker recommends extended parts warranties to cover the costs of replacing components.

pg. 48


Exhibit 2: Current On-Street Inventory

BLOCK TYPE OF PARKING

METERED UNMETERED TOTAL METERED

TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.

2 Hr. Permit Unrestricted

1st Avenue South

3rd to 4th

North None 0 0 0

South Parallel 2 0 2 2

7th to 8th 0

North Parallel 3 0 3 3

South Parallel 1 0 1 1 2nd Avenue South 0 0

Scenic to 3rd 0 0

North Angled 6 13 0 19 19

South Angled 11 5 0 16 16

3rd to 4th 0 0

North Angled 25 0 25 25

South Angled 15 0 15 15

4th to 5th

North Parallel 4 15 19 0 19

South Angled 4 8 4 5 12 9 21

7th to 8th


South Parallel 13 13 0 13 8th to

Stafford


South Parallel 8 4 12 0 12 3rd Avenue South

Scenic to 3rd


South Parallel 0 0 0

3rd to 4th



4th to 5th



pg. 49




TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.


5th to 6th


South Parallel 3 7 10 0 10

6th to 7th


South Parallel 2 3 5 10 0 10

7th to 8th


South Parallel 1 5 6 0 6 8th to

Stafford


South Parallel 5 5 0 5 Stafford to

10th



10th to 11th 0 0 0


South None 0 0 0 4th Avenue South

to Scenic 0 0 0



3rd to 4th


South

Parallel (Excel shows 7) 4 4 0 4

4th to 5th


South

Parallel (Excel shows 10) 11 11 0 11

5th to 6th



6th to 7th


South Parallel 0 0 0

7th to 8th

North Note 8 2 10 0 10

pg. 50




TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.


Laneway.

South

Note Laneway. 5 4 9 0 9

8th to Stafford

North (Excel shows 5) 3 4 7 0 7

South (Excel shows 6) 2 2 4 0 4

Stafford to 10th

North

(Excel shows 10) 11 11 0 11

South Angled? 14 1 15 0 15

10th to 11th

North Angled? 14 14 0 14

South Angled? 12 6 18 0 18 5th Avenue South

to Scenic


South Angled 5 0 5 5 Scenic to

4th



4th to 5th

North

1x2Hr., 5x10Hr. (Note gap) 1 5 6 0 6


5th to 6th


South Angled 24 24 0 24

6th to 7th


South

(Excel shows 22) Angled? 13 10 23 0 23

7th to 8th

North

Angled. Note gap. 13 13 0 13

South Angled 15 8 23 0 23

pg. 51




TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.


8th to Stafford


South Angled 14 4 18 0 18 3rd Street South

1st Ave. to 2nd Ave. 0 0 0

West Parallel 9 0 9 9

East Note gap. 6 0 6 6

2nd Ave. to 3rd Ave.

West 6 Angled 11 0 11 11

East Parallel 8 8 0 8 3rd Ave. to

4th Ave.

West Parallel 1 16 9 26 0 26

East Parallel 33 33 0 33 4th Street South

1st Ave. to 2nd Ave.

West Angled 16 0 16 16

East 2 angled 7 0 7 7 2nd Ave. to

3rd Ave.



4th Ave.

West Parallel 13 20 33 0 33

East Parallel 25 9 34 0 34 5th Ave. to

6th Ave.

West Angled 19 13 32 0 32

East Angled 18 6 24 0 24

Court 14 Permit only 14 0 14 14

5th Street South

1st Ave. to 2nd Ave. 0 0 0


East Angled 8 20 28 0 28 2nd Ave. to

3rd Ave.


East Angled 25 25 0 25

pg. 52




TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.


3rd Ave. to 4th Ave.


East Angled 9 13 5 27 0 27 4th Ave. to

5th Ave.


East Parallel 6 2 15 23 0 23 5th Ave. to

6th Ave.


East 30 Angled 32 0 32 32

6th Street South 3rd Ave. to

4th Ave.

West Parallel 2 16 28 46 0 46


5th Ave.


East Angled 6 21 27 0 27 5th Ave. to

6th Ave.

West Angled 2 19 7 28 0 28

East Angled 2 1 24 27 0 27 7th Street South



East Parallel 11 11 0 11 2nd Ave. to

3rd Ave.



4th Ave.


East Angled 4 11 12 27 0 27 4th Ave. to

5th Ave.



6th Ave.

West 10 Angled 1 9 3 7 10 10 20

pg. 53




TOTAL UNMETERED

TOTAL SPACES

38m

1 Hr.

2 Hr.

3 Hr.

10 Hr.

30m

45m

1 Hr.


East 10 Angled 2 8 4 4 9 10 17 27

8th Street South



East Angled 3 16 0 19 19 2nd Ave. to

3rd Ave.



4th Ave.



5th Ave.

West Angled 6 16 10 32 0 32

East Angled 11 14 25 0 25 5th Ave. to

6th Ave.

West None 0 0 0

East Angled 7 34 0 41 41 9th Street South 3rd Ave. to

4th Ave.


East None 0 0 0 4th Ave. to

5th Ave.

West

(Excel shows 14) 1 6 2 6 15 0 15

East None 0 0 0 5th Ave. to

6th Ave.


East Parallel 7 0 7 7 10th Street South 3rd Ave. to

4th Ave.


East None 0 0 0

108 18

3 77

3 43 41

7 27 2 30 123 21 214 1,524 417 1,941

pg. 54


Exhibit 3: Proposed On-Street Meter Layout

BLOCK TOTAL METERED

TOTAL UNMETERED TOTAL SPACES

PROPOSED

MSM SSM 3 HR 10 HR 1st Avenue South

3rd to 4th North 0 0 0 South 0 2 2 2 2

7th to 8th 0 North 0 3 3 3 3 South 0 1 1 1 1

2nd Avenue South 0 0 Scenic to 3rd 0 0

North 0 19 19 1 19 South 0 16 16 2 16

3rd to 4th 0 0 North 0 25 25 2 25 South 0 15 15 1 15

4th to 5th North 19 0 19 2 19 South 12 9 21 2 21


8th to Stafford North 24 0 24 2 24 South 12 0 12 1 3 12

3rd Avenue South Scenic to 3rd

North 0 3 3 3 3 South 0 0 0

3rd to 4th North 4 7 11 1 11 South 10 0 10 1 10



6th to 7th

pg. 55


BLOCK TOTAL METERED


PROPOSED

MSM SSM 3 HR 10 HR North 21 0 21 2 21 South 10 0 10 1 10


8th to Stafford North 5 0 5 1 5 South 5 0 5 5 5

Stafford to 10th North 8 0 8 1 8 South 7 0 7 1 7

10th to 11th 0 0 0 North 10 0 10 1 10 South 0 0 0

4th Avenue South to Scenic 0 0 0

North 0 17 17 2 17 South 0 18 18 3 18

3rd to 4th North 10 0 10 1 10 South 4 0 4 1 4



6th to 7th North 5 0 5 1 5 South 0 0 0


8th to Stafford North 7 0 7 1 7 South 4 0 4 4 4

Stafford to 10th North 11 0 11 1 11 South 15 0 15 1 15

10th to 11th

pg. 56


BLOCK TOTAL METERED


PROPOSED

MSM SSM 3 HR 10 HR North 14 0 14 1 14 South 18 0 18 1 18

5th Avenue South to Scenic

North 0 11 11 1 11 South 0 5 5 1 5

Scenic to 4th North 14 0 14 2 14 South 21 0 21 2 21



6th to 7th North 8 0 8 1 1 8 South 23 0 23 2 23


8th to Stafford North 17 0 17 2 17 South 18 0 18 1 2 18

3rd Street South 1st Ave. to 2nd Ave. 0 0 0

West 0 9 9 1 9 East 0 6 6 6 6

2nd Ave. to 3rd Ave. West 0 11 11 1 11 East 8 0 8 1 8

3rd Ave. to 4th Ave. West 26 0 26 3 26 East 33 0 33 3 33

4th Street South 1st Ave. to 2nd Ave.

West 0 16 16 1 16 East 0 7 7 1 7

2nd Ave. to 3rd Ave. West 16 0 16 2 16

pg. 57


BLOCK TOTAL METERED


PROPOSED

MSM SSM 3 HR 10 HR East 20 0 20 2 20


5th Ave. to 6th Ave. West 32 0 32 3 32 East 24 0 24 2 24

Court 0 14 14 14 5th Street South

1st Ave. to 2nd Ave. 0 0 0 West 15 0 15 2 15 East 28 0 28 2 28

2nd Ave. to 3rd Ave. West 16 0 16 2 16 East 25 0 25 2 25




6th Street South 3rd Ave. to 4th Ave.

West 46 0 46 3 46 East 29 0 29 2 29


5th Ave. to 6th Ave. West 28 0 28 3 28 East 27 0 27 2 3 27


West 24 0 24 2 24 East 11 0 11 1 2 11

2nd Ave. to 3rd Ave. West 27 0 27 2 27

pg. 58


BLOCK TOTAL METERED


PROPOSED

MSM SSM 3 HR 10 HR East 7 0 7 1 7

3rd Ave. to 4th Ave. West 24 0 24 2 4 24 East 27 0 27 2 27




West 0 22 22 2 22 East 0 19 19 2 19

2nd Ave. to 3rd Ave. West 20 0 20 2 2 20 East 11 0 11 1 3 11

3rd Ave. to 4th Ave. West 29 0 29 3 29 East 30 0 30 2 4 30

4th Ave. to 5th Ave. West 32 0 32 3 32 East 25 0 25 2 2 25

5th Ave. to 6th Ave. West 0 0 0 East 0 41 41 2 41


West 12 0 12 2 12 East 0 0 0

4th Ave. to 5th Ave. West 15 0 15 2 15 East 0 0 0



West 3 0 3 3 3

East 0 0 0

pg. 59


BLOCK TOTAL METERED


PROPOSED

MSM SSM 3 HR 10 HR 1,524 417 1,941 179 69 1,175 766

Exhibit 4: Proposed Meter Map

pg. 60


Exhibit 5: Parking System Specifications

HYBRID PARKING METER SYSTEM SPECIFICATIONS PART 1 - GENERAL 1.1 SUMMARY

A. Section includes provision of all material, labor, equipment, services and training necessary to furnish and install fully integrated on-line, real-time Hybrid Parking Meter System functioning as described herein.

1.2 DEFINITIONS

A. List of Abbreviations:

AKA Also Known As CMS Central Management System EMV Europay, MasterCard, Visa ID Identification LCD Liquid Crystal Display LPR License Plate Recognition MSM Multi-Space Meter PCI Payment Card Industry P&D Pay & Display PbC Pay by Cell PbP Pay-by-Plate PbS Pay-by-Space RF Radio Frequency RH Relative Humidity RMA Return Merchandise Authorization SSM Single Space Meter

1.3 ADMINISTRATIVE REQUIREMENTS

A. Coordination: Coordinate data communication, internet, server location, and network requirements with Owner or Owner’s IT Representative.

B. Pre-Installation Meeting: Conduct meeting at project site thirty (30) days in advance of time

scheduled for work to proceed to review requirements and conditions that could interfere with successful SSM performance. All parties concerned with SSM installation, including communications, concrete work, or others who are required to coordinate work are required to attend. Substitutions: It is recognized that there are variations in equipment between manufacturers. Where functional performance features or quality of system varies materially from that specified, differences must be clearly identified and accompanied by catalog sheets, brochures, technical specifications and references for the proposed system.

pg. 61


1.4 ACTION SUBMITTALS

A. Samples: Within thirty (30) days of contract approval.

1. Receipt ticket. 2. Instructional graphics. 3. Custom reports. 4. Other items requiring Owner selection.

B. Acceptance Testing Plan: Thirty (30) days prior to start of first test.

1.5 INFORMATION SUBMITTALS

A. Submit a list of any and all sub-contractors, identifying nature of work, qualifications and experience.

B. Within 30 days of award of contract, provide a detailed schedule of fabrication, delivery, installation,

and testing.

1.6 QUALITY ASSURANCE

A. Meter and LPR Manufacturer’s Qualifications:

1. In continuous operations for previous five years. 2. Similar system and system integration installed in two or more municipalities. Submit the

following for each installation:

a. Name of project. b. Location. c. Contact name, telephone number and email address. d. Date of installation. e. Description of equipment and quantities.

B. Prime, Installer and/or Service Provider Qualifications:

1. Continuously worked with equipment manufacturers, including providing installations

and/or service, for minimum of three years. 2. Approved in writing by manufacturers. 3. Documentation of manufacturer’s installation and/or service training within previous two

years. 4. Proven ability to provide installation and/or service and support after installation, meeting

minimum requirements as specified herein. 5. Manufacturer approved service center located within twelve hour response time of site.

Submit location of sites for each manufacturer.

pg. 62


1.7 DELIVERY, STORAGE AND HANDLING REQUIREMENTS

A. Assume care, custody and control of all equipment and components. B. Replace damaged materials at no cost to Owner. C. Deliver equipment to site in manufacturer’s original containers to prevent damage and marked for

easy identification. D. Store equipment in original containers in clean, dry location.

1.8 WARRANTY

A. General: Equipment and installation (100% parts and labor) for one year from date of final acceptance by Owner or Owner’s Representative. System maintained and serviced against any and all malfunctions due to manufacturing or installation defects at no cost to Owner during warranty period, including preventive maintenance per manufacturer's recommendations or as necessary to keep equipment in good working order. Software support provided during warranty period to include all software upgrades at no additional cost to Owner. 1. Warranty period commences after Contractor has demonstrated satisfactory performance of

completed installation as specified in the Acceptance Testing Plan. 2. Maintain a log of all maintenance, preventive maintenance and repair work performed under

warranty and provide to Owner or Owner’s Representative at end of warranty period. B. Warranty response period: Monday through Friday, 8:00 am to 5:00 pm excluding holidays.

Response time from initiation of trouble call to on-site response by qualified service technician: 1. 24-hour technical support via telephone seven days per week. 2. On-site within 24 hours of initial contact.

C. Repair or replace all defective or damaged items under warranty by end of the following weekday

upon which notice was given. D. Submit a copy of Warranty and clear details of any and all limitations. E. Submit non-warranty service hours, response time and hourly rates.

1.9 ADD ALTERNATIVES: Provide pricing for the following services:

1. Maintenance and Service Contract after Warranty:

a. A separate contract awarded for Maintenance and Service after expiration of the

warranty. b. This Contract may be executed directly with a party designated and approved by

manufacturer(s) to maintain and service PARCS equipment. c. Contract would commence with expiration of one-year warranty period.

pg. 63


d. Provide annual pricing for five years.

2. Extended Parts Warranty:

a. A separate contract to extend the manufacturer’s parts warranty after the expiration of the warranty.

b. Provide annual pricing for five years.

3. PCI DSS Compliance Option: Commission the services of an independent Payment Application Qualified Security Assessor, PA-QSA, as stipulated by the PCI DSS council to certify that the system continually meets all PCI DSS compliance criteria (initial certification is included in the initial contract). Provide itemized pricing for annual recertification and quarterly PCI scanning as stipulated by the PCI DSS council for a period of 5 years.

PART 2 - PRODUCTS 2.1 SYSTEM DESCRIPTION

A. A hybrid parking meter system consisting of pay-by-plate multi-space parking meters and signage, mobile license plate recognition enforcement, single-space meters with credit card acceptance, and pay-by-cell phone service.

B. One entity (the prime respondent) will be responsible for implementing the complete system,

including site preparation, removal and disposal of the existing system. C. Provide all necessary components and materials for a complete and functioning meter system:

1. MSM hardware and software. 2. MSM signage. 3. SSM hardware and software. 4. Mobile LPR hardware and software. 5. PbC service, signage and stickers. 6. Stock items. 7. Spare parts.

2.2 PROJECT SITE CONDITIONS

A. Provide components that operate dependably within environmental conditions indigenous to Lethbridge, Canada.

2.3 DESIGN CRITERIA

A. Outdoor operation in Lethbridge, Canada.

1. Fully operational regardless of extreme weather such as sun, ice, snow, freezing rain, etc. 2. Operating temperature range of -40 C to +40 C and to 98% RH. Submit environmental

testing and certification carried out by an independent third party test lab. If unable to meet

pg. 64


this requirement by the proposal Submittal deadline, indicate the projected timeline for obtaining such certification.

3. Weatherproof keypad and/or user buttons unaffected by temperature, sun, ice, snow, freezing rain, etc.

4. Design and construct all components and equipment with the following:

a. Durable vandal and weather resistant cabinets, which are able to maintain finish, look, integrity and functionality in the environment in which installed for a period of ten years.

b. NEMA 4 or IP 66 rated enclosures. c. Control logic and communication capability as necessary and required herein. d. Compatible communication ports for all communications and connections.

B. Rate and payment accuracy: Provide the following minimum accuracy levels.

1. Fee calculation accuracy: 99% 2. Data transmission error rates: Less than one message retransmission per hour. 3. Data received and accepted by CMS as valid: 99% accuracy.

C. Meter system must integrate with City’s Tempest software system for financial reporting.

2.4 CENTRAL MANAGEMENT SYSTEM A. Microprocessor controlled, in on-line, virtual real-time communication.

1. Each meter communicates complete transaction log to CMS. In event of communication

failure, meters continue to operate in off-line mode and store a minimum of 1,000 transactions, or have sufficient system redundancy, to ensure availability of transaction data upon restoration of CMS. In event of failure during communication, an error-checking and recovery routine is employed to prevent corruption of data files.

2. Submit the minimum, maximum, and average amount of time in seconds the meter will take to transmit transactions of different payment types (coin, credit card, smart card) to the CMS, including what parameters or conditions will affect transmission times and what percentage of each type of transaction can be expected to be transmitted within the average transmission time. During enforcement sessions, all transaction data is available within ten seconds of completing transaction at any device. Delays or functional degradation resulting from data communication between devices over CMS network is not acceptable.

B. Hosted meter system, capable of operating with proper user ID and password, to all authorized users.

1. Provide field programmable functions of each meter from CMS (password protected),

including rate structures (from CMS only), with any and all programming changes reported in daily log.

2. Maintain a secure connection while active, and automatically log-off after programmable period of inactivity.

3. Remote access to CMS over standard TCP/IP connection (may use web browser-based applications).

4. Browser-based user-interface modules utilize client/server technology or equivalent. The following general requirements apply to all components or modules:

pg. 65


a. Windows-based graphical user interface. b. Allow for both standard and custom report formats. c. Adequate security to allow for different classifications of users.

5. System back up in less than three hours. 6. Report generation at a minimum of 25 pages per minute. 7. Provide any and all updates to the CMS to ensure full compatibility with the meters and the

system at no additional cost to the City for the life of any contract relating to the meters.

C. Submit a description of the CMS software and hardware for each product, including the following:

1. Configuration diagram. 2. Software platforms and programming language. 3. Communication protocol, polling procedures and transaction message flow from peripheral

devices to and through CMS. 4. Communication failure/error identification and recovery. 5. Fault tolerance. 6. Back-up and redundancy capabilities and procedures. 7. Data storage, archive and retrieval capabilities and procedures.

D. Security

1. Utilize protocols and passwords that prevent unauthorized access to software and hardware and manipulation of data and reports, including individual transactions.

2. Include multiple levels of access authorization to all operational, administrative and reporting functions and provide the following security features: a. Define individual user and group based security. b. Ability to assign a unique user ID and password for each person authorized to use

system. c. Ability to establish an expiration period for passwords and periodically change that

password for each authorized user ID. d. Ability to disable a user ID following successive log-on failures exceeding a specific

limit. e. Ability to view and report user and group level security rights and create user-defined

fields. f. Ability to de-activate codes for former users and internal and external customers.

3. Provide Owner with a complete list of initial installation administrator user names and

passwords for all authorized users. 4. Password protected CMS subsystems to restrict access to individual functions of each

subsystem. 5. PCI Compliance:

a. Utilize credit card acceptance hardware, software, and other system components that

are PCI DSS compliant. b. Submit proof that the proposed system is compliant with current Payment Card

Industry Data Security Standard (PCI DSS) requirements.

pg. 66


I) This pertains to all credit card acceptance hardware, software and other system

components as defined by the PCI DSS. II) Acceptable proof of PCI DSS Compliance is that the equipment manufacturers

are listed on Visa and MasterCard web sites as PCI DSS Compliant. It is not acceptable to state that the credit card processor is PCI DSS Compliant or is in the process of becoming compliant and/or receiving validation.

III) Maintain PCI certification as required for the term of the Contract with no additional cost to the City.

6. Provide NFC and Chip and Pin capable credit card processing, to the extent that no additional costs or fees are assessed to the owner in order to comply with EMV credit card processing standards if and when implemented.

a. Separate any NFC/Chip and Pin related fees in the cost proposal. b. Discuss your firm’s plans for adapting to upcoming EMV guidelines regarding NFC

and Chip and Pin hardware and software.

7. Provide continual software updates as required or recommended, at no additional fees for the life of the contract.

E. Pay-by-Cell Phone (PbC):

1. Include a PbC service provider for the payment of parking fees. 2. Integrate with the PbC provider for LPR enforcement and financial reporting.

F. Meter Equipment Monitoring:

1. Capable of performing and wirelessly reporting the results of a self-diagnostic routine at

programmable times or intervals. Self-diagnostic routines verify that meter functions are working properly. Functions to be checked include accuracy of fee calculation, clock, and card acceptance.

2. Warning alarms tracked, displayed and communicated in real time to workstations and cell phones for the following conditions (submit sample screenshots):

a. Machine failure. b. Low battery. c. Dead battery. d. Component trouble and/or failure. e. Receipt jam. f. Card jam. g. Tampering. h. Vault near capacity. i. Vault full. j. Door Open. k. Receipt paper low. l. Receipt paper empty. m. Meters with no transactions for a defined period.

pg. 67


3. Monitor electrical circuits and frequency of operational errors in components to identify maintenance actions to prevent failure of a component.

4. Monitor the transmission of repeated messages that may indicate possible problems with the system.

5. Display abnormal status conditions as a visual alarm on the workstation screen, accompanied by an audible alarm.

a. The display continues to flash until the abnormal condition is corrected. The audible

alarm continues until turned off by operator. b. Record the abnormal status condition and the acknowledgement of the alarm,

including time, workstation and operator.

6. Record and store all meter alarms and repair activity.

G. Meter Reports: Provide the following ASCII file reports which can be displayed on a monitor or printed on a printer (submit sample reports):

1. Daily Event Log - A listing of any and all changes to the system and users who made the

changes, system alarms and system log on/log offs. 2. Meter alarms and repair activity sortable by time, date, meter, operator and/or type of alarm. 3. Maintenance history report of each meter. 4. Transaction Report - A listing of each transaction processed by the meters, including and

sortable by:

a. Time/date/day of week. b. Duration. c. Payment amount. d. Payment type. e. Meter. f. Meter zone(s).

5. Daily Summary Report - A daily summary of all meter activity, including daily grand totals

of Transaction Report data. 6. Monthly Summary Report – A monthly summary of all meter activity, including monthly

grand totals of Transaction Report data. 7. Parking Value/Type Report - Stratification based upon the value of transactions processed

by payment type, provided for each rate structure. This report is used for revenue analysis, rate analysis, management planning, and statistical information.

8. Revenue Report – Total revenue for a selected timeframe, including and field sortable by:

a. Time of day. b. Machine number or zone(s). c. Payment type. d. Duration.

9. Meter Usage Reports sortable by:

a. Time of day. b. Machine number or zone(s).

pg. 68


c. Payment type. d. Duration.

10. Pre-payment report – Provide a list of transactions conducted in advance of the session start

time. 11. Rejected credit cards and smart cards per meter, broken out by reason for rejection. 12. Collection Reports - Provide the amount collected from the vaults, by denomination, and

including the date and time of current and previous collection. 13. Vault coin totals in real time, and by denomination. 14. Number of meters and % of inventory out-of-order over a specified time period. 15. Custom Reports: Upon City’s request, provide up to two custom reports per year at no

additional cost to the City. 16. Either periodically or on demand, CMS downloads and sends electronically, revenue reports

for integration into Owner's financial department via TCP/IP connection to designated computer network in Microsoft Excel or approved equivalent.

Rate Structure:

1. Remote programming of meter parking rates, with rate tables in a windows format and

easily changed by the City. 2. Capable of programming:

a. Day, evening and night rates. b. Grace periods. c. Weekend rates. d. Flat rates. e. Event rates. f. Holiday rates.

3. Allow for pre-payments and differentiate between payment time and parking session start time (i.e. Free parking is in effect until 8:00 am. Customer parks at 11:00 pm and purchases one hour for 8:00 am to 8:59 am).

4. If a meter is programmed with two different rates in adjacent time slots and a Customer pays for time starting in one time slot and ending in the next, prorate the amount charged within each time slot for the time purchased.

5. Provide a unique ID code to enable customers to add time to their transaction. 6. Programmable time slots as small as ten minutes. 7. User defined maximums (12-hour, 24-hour, etc.) 8. Submit the minimum number of programmable time slots per day and per week. 9. Ability to program any subset of meters using any combination of standard and user-defined

filters and an effective date. 10. Allow for import of data in batch files. For example, when reconfiguring the hours of

operation on 100 meters, the City should be able to upload that data in batches, including the following data sources: XML, Excel, CSV etc.

11. Automatic adjustment for daylight saving time and leap year in fee calculations. 2.5 METERS

A. Multi-space meter:

pg. 69


1. Pay by Plate (PbP) sample operating sequence:

a. MSM prompts customer to enter license plate number. b. MSM prompts customer to make payment. c. MSM processes payment:

I) As each coin is inserted, MSM calculates and display the duration of paid

parking time. II) If card payment, MSM prompts customer to select payment increment/duration. III) MSM processes payment and provides receipt as proof of payment.

2. Submit detailed descriptions and screen shots of each of the above PbP operating sequences. 3. Capable of operating in Pay and Display and Pay by Space mode by updating software and

face plate.

B. Housing 1. Housing fabricated from 100% high grade stainless or cold rolled steel. 2. Durable, as well as vandal, graffiti, corrosion and weather resistant. Able to maintain finish,

look, integrity and functionality in the environment in which installed for a period of ten years.

3. Mounting holes are only accessible from the inside of the cabinet. 4. Internal door hinges.

C. Coin Acceptor

1. Capable of accepting payment of parking fees by Canadian and US coins in denominations

of $0.25, $0.50, $1.00 and $2.00 (Canadian) coins. Owner may elect to limit or expand coin acceptance.

2. Should the Canadian Royal or US Mint change the existing currency in any way, update the software to accept the new coins issued as well as the old coins as soon as new coins are available to the general population, at no cost to the City.

3. Equipped with anti-backup provision to prevent the retrieval of deposited coins (e.g., attached to strings or wires).

4. Equipped with an electronic shutter to prevent non-metallic items, dirt and debris from entering unit.

5. If inserted, the following items pass through the MSM coin acceptor and exit via coin return, or are detected by the SSM or MSM and reported as a coin jam:

a. Paper clip b. Soda can tab c. Toothpick d. Paper or cardboard (matchbook cover, business card, etc.) e. Plastic straw f. Coffee stirrer g. Coin-wrapped in tape

6. MSM rejects foreign coins and/or slugs and returns via coin return.

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7. SSM accepts but does not credit foreign coins and/or slugs. 8. Customer option to cancel MSM transaction and retrieve coins via coin return. 9. If coin slot is inoperable, a message advises payment be made by credit card.

D. MSM Coin Vault

1. Removable metal coin vault located in a separate locked compartment. 2. Keyed differently than other meter locks such that access to vault is not available when

vaults are removed from meter. 3. Each vault identified by a separate ID number. 4. Submit description of vault locking system. 5. Submit the maximum capacity of the coin vault. 6. Provide vaults in a total quantity equal to 150% of the total meters purchased (1.5:1).

E. Lock and Key Requirements:

1. Identical locks and keys for all like equipment but unique to this project so that keys from

other projects will not provide access. 2. Separate keys for maintenance area and vault area. 3. Provide Owner or Owner’s Representative with twenty sets of MSM keys and two sets of

master keys.

F. Internal Components: 1. Modular in nature and easily removed/replaced by hand.

a. Submit a list of modular components that may be replaced by hand. b. Submit a list of components that require tools for replacement, and identify which

tools are required.

2. Corrosion resistant connections and connection boxes with unique installations so that a component or connector cannot be connected incorrectly.

G. Informational/Instructional Displays:

1. Liquid Crystal Display (LCD) Screen

a. Display current time of day (HH:MM). b. Acknowledgement of payment and/or buttons pressed by customer. c. Easily readable alpha-numeric display to communicate messages to user. d. Instructional prompts guiding customer through payment process such as: “Please

enter space number”, insert coins or credit card”, “Authorizing” and “Thank you”. e. Capable of recognizing user errors and providing corrective guidance. f. Remotely programmable via the CMS. g. Backlit, automatically adjusting to external light conditions, with the contrast

adjustable by the City. h. UV resistant (non-yellowing) Lexan-like material to protect the LCD. i. Display (scroll) rates and regulations for every time slot programmed for the day. j. Submit size of display and number of lines and characters.

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k. Ability to display logos and graphics. l. If a payment mode is inoperable, a message advises that payment be made by other

mode(s). m. Capable of operating in three different languages by push of a button. Specific

languages to be determined by the City. n. Provide on-screen menu or display for technicians to analyze problems on-site, and

provide, at minimum, the following information regarding the meter’s current operating status: I) View the current assigned meter configuration and software version. II) View the battery levels and the solar panel charge level. III) Test the operating condition of the card reader. IV) Test the operating condition of the coin validator. V) Test the integrated wireless communications.

2. Fixed graphics containing customer instructions for user-friendly operation.

a. Operating procedure progresses from left to right and top to bottom. b. Numbered corresponding instructions are pictorially illustrated. c. Customizable by City.

H. Card Reader

1. Accept the following cards:

a. VISA b. Master Card c. American Express

2. Credit card approval system:

a. Credit card readers connected to a server dedicated to credit card approval and

payment processing system. b. Configure system such that information from each credit card transaction is

transmitted to a server in direct communication with authorizing clearinghouse via DSL, T1, or similar connection to provide on-line real time approvals for each transaction.

c. Encryption performed at the card reader. d. Credit card authorization in real time. e. Maximum average authorization time for credit card transactions: Eight (8) seconds. f. Provide “hold and send” feature when the communication network is down or not

available and credit card payments cannot be authorized in on-line mode. g. Allow City to prevent certain credit cards or smart cards from being accepted, AKA

Hotlist. Any card on the Hotlist is denied at the meter, and “INVALID CARD” displayed on the screen.

h. Confirm and provide record formats required by Owner’s financial institution.

3. User may press a button to select the maximum parking time and/or the ability to toggle up or down to select the desired time.

pg. 72


4. Provide the user the ability to confirm purchase prior to processing card. 5. Submit capabilities and details for reloading smart cards at the meters.

I. Power Supply:

1. Solar powered battery with minimum battery life of 36 months. 2. No trenching, conduit, or wiring shall be required. 3. Commercially available battery without voiding warranty. 4. Ability to replace battery in less than two minutes with no tools required. 5. Fully integrated solar panel. 6. Separate backup battery to sustain clock, calendar, audit information and RAM in the event

of a system failure or during solar battery replacement.

J. MSM Printer:

1. Capable of printing standard and variable length receipts and reports. 2. Provide three receipt rolls per MSM. 3. Receipt issued upon completion of transaction. 4. Minimum information provided on receipt:

a. Cash amount of transaction. b. Unique identification number for adding time, adjudication and audit control. c. License plate number. d. Time and date purchased. e. Expiration time and date. f. Meter number.

5. Collection reports provide the date, time and amount collected and the date and time of the

previous collection. 6. Ability to replace ticket roll in less than one minute with no tools.

K. Spare Parts:

1. Submit a list of all parts, and a separate list of recommended spare parts, specific to this

installation, including:

a. Part name. b. Part number. c. Unit price. d. Quantity.

2. Submit a copy of RMA process and procedures.

L. Signage:

1. Provide and install two pole-mounted, directional signs per meter, advising motorists where to pay for parking. a. One sign above each meter (i.e.: “Pay for parking here”)

pg. 73


b. One sign at end or mid-block w/arrow and message.

2. Signs should incorporate color graphics and words. 3. Sign design to be approved by Owner.

M. Enforcement:

1. MSM integrates with the mobile LPR system; with alphabetical paid license plate list also

available on-screen or printable. 2. SSM provides the means for determining payment status through visual inspection of the

meter (i.e. LED light). 2.6 LPR SYSTEM

A. LPR System Performance

1. The LPR system shall achieve an N Factor rating of 90% meaning specifically that the LPR system shall read all license plate characters, exclusive of stacked characters, correctly 90 percent (90%) of the time for all non-exception vehicles as defined within this section. Missing, misread, or additional characters as determined by the LPR system shall be counted against the read accuracy (i.e. if a license plate contains six standard characters “ABC123”, then N=6. Therefore, in order for the system to achieve an N read, the system must return the LPN “ABC123” exactly). Additional characters added before or after the license plate characters shall count against the read rate. (i.e., “1ABC123” would not constitute an N read).

2. Exception vehicles shall not count against the accuracy of the LPR system. For the purposes of the LPR performance requirements an exception vehicle is defined as:

a. Any vehicle whose license plate is obstructed, obscured, or encroached upon by a

foreign object. b. Vehicles that contain excessive graphics and advertising such that it is impossible for

the LPR system to determine which graphics belong to the license plate and which graphics do not.

c. Vehicles with no license plate. d. Vehicles with temporary cardboard (non-reflective) “Dealer Plates.” e. Motorcycles.

3. Ambient lighting conditions shall have no effect accuracy of the LPR system regardless of the time of the day and night. The Contractor shall provide any necessary shading or lighting elements required to mitigate the effect of the ambient lighting conditions on the LPR system performance.

4. The Contractor shall provide a means, subject to approval by the City, to remotely score the LPR system to ensure it meets the performance requirements. The Contractor shall provide all software needed to test the LPR system’s performance. The software shall be downloadable to a standalone PC used for testing.

B. Cameras

1. Operational in all light and weather conditions.

pg. 74


2. Perform all optical character recognition. 3. RF shielded camera cables. 4. Internal heating elements. 5. Rated at 30 frames per second. 6. Anti-theft mounting /removal brackets. 7. Equipped with IR lens for license plate and color image for verification. 8. Capable of multiple images with multiple flash and shutter settings. 9. Target range of 9’ to 30’. 10. In-camera GPS. 11. Pulsed LED illumination.

C. Processor and System Software

1. Trunk mounted processor. 2. Intelligent Power Supply Unit for ignition start-up and shut down. 3. Automatically capture, interpret, process, display and store license plate images 4. Unlimited storage capacity. 5. “Fuzzy logic” plate matching capability. 6. Provide real-time displays of:

a. License plate image. b. License plate. c. Image of vehicle. d. Date and time. e. GPS coordinates.

7. Ability to manually identify misread plates. 8. Ability to add notes to images. 9. Ability to manually enter plates for querying purposes. 10. Ability to capture plate images for parallel and diagonally parked vehicles, and moving

vehicles. 11. Ability to cross-link, query and input data from external sources. 12. Ability to audit all queries by date, time and user password. 13. Ability to save frequent query requests. 14. Ability to schedule updates (i.e.: hot lists). 15. Ability to take still pictures. 16. Data format in either .csv or text file. 17. Provide mapping functions with zones for location identification and rules. 18. Ability to export and print all data. 19. Provide audio and visual alerts. 20. Include updatable mapping system and license. 21. Data download by flash drive or wireless. 22. Color touch screen display for driver.

PART 3 - EXECUTION 3.1 INSTALLATION

pg. 75


A. Install meters in accordance with manufacturer's recommendations. B. Installation and Start-Up: Contractor is responsible for installation of all Contractor supplied

equipment and its interfacing and interconnection with Owner supplied equipment. C. Owner or Owner’s Representative may observe installation process at any time. D. Remove from site all existing parking equipment not to be reused or relocated, in conjunction with

Owner’s or Owner’s Representative’s approval. 3.2 FIELD QUALITY CONTROL

A. Submit an Acceptance Testing Plan to demonstrate the functionality of the system.

1. Include demonstrations of compliance with specifications, contractual compliance, definitions of all test objectives, participant responsibilities, documentation of tests and procedures for dealing with failures during test.

2. Detail tests for every functional requirement of the meters and the CMS.

a. Include checklist for specified supplies, spare parts, training operation and training manuals.

b. Provide space for acceptance by Contractor and Owner or Owner’s representative.

3. Confirm that all specified features are provided and fully operational before Acceptance Testing.

4. Notify Owner or Owner’s Representative in writing at least one week prior to each official test session. In the event that a test is not successful, correct noted deficiencies and advise Owner or Owner’s Representative, at least two days in advance, that test session is ready to resume.

5. Owner or Owner’s Representative may witness tests.

B. Passing Acceptance testing, even if performed in the presence of the Owner or Owner’s Representative, does not relieve the Contractor of the responsibility to provide a system in accordance with the Specifications.

C. Promptly correct all problems encountered at no cost to the Owner. D. Thirty-Day Operational Test and Final Acceptance

1. After go-live date, the Owner will conduct an operational test for thirty days. 2. Performance Standards:

a. System is fully operational without downtime or programming problems for the

complete monthly reporting cycle. For each down time period of between one hour and eight hours, or programming problems that delay the report cycle, two days will be added to the test duration.

b. All reports correlate 100% with coin totals and credit card reconciliation.

3. Maintain detailed records and a logbook of all tests, events and issues to be provided to the Owner upon completion of the tests.

pg. 76


3.3 TRAINING

A. Submit a comprehensive training program for Owner's personnel. B. Each training group is trained in the full repertoire of system commands that they may have to use in

course of performing designated functions. C. Schedule training no more than two weeks prior to use of equipment. D. Include lectures, visual presentations, hands-on operation of equipment and any materials necessary

to perform job. Provide each trainee with a complete set of training materials and operating manuals during training session, to be kept for use on job at completion of training.

E. Training categories:

1. Maintenance. 2. Collections. 3. Enforcement. 4. Administration.

F. Submit operation and maintenance manuals for all components. Also provide these manuals on-line.

END OF SPECIFICATION

pg. 77


Exhibit 6: Parking System Providers

MULTI-SPACE METER MANUFACTURERS (ALPHABETICAL) CALE SYSTEMS, INC 9005, Du Quartier, Suite E Brossard, QC J4Y 0A8 Contact: Paul Banyard Telephone: 417.274.2716 Email: [email protected] Cale manufactures multi-space meters. They are among the top two market leaders in North America (Cale and Parkeon). Cale is reportedly manufacturing a single-space meter but we are not aware of any installations. DIGITAL PAYMENT TECHNOLOGIES 330-4260 Still Creek Drive Burnaby, BC, V5C 6C6 Contact: John Cowley Telephone: 360.318.6504 Email: [email protected] Digital manufactures multi-space meters. They are ranked 3rd regarding market share in North America. In 2014 Digital was acquired by T2 Systems, a citation and permit management provider. They also provide PARCS equipment. GLOBAL PARKING SOLUTIONS USA 200 West Washington Square, Suite 200, PSFS Building Philadelphia, PA USA 19106 Contact: Michael Kavur Telephone: 267.288.3766 Email: [email protected]

Global manufactures multi-space meters with a small market share in North America. HECTRONIC USA CORP. 2580 Kriedel Road Harleysville, PA 19438 Contact: Steve Snyder Telephone: 215.206.8545 Email: [email protected] Global manufactures multi-space meters with a small market share in North America.

pg. 78

mailto:[email protected]





IPS GROUP, INC. 5601 Oberlin Drive, Ste 100 San Diego, CA USA 92121 Canadian Sales Manager: Johnny Waldo Telephone: 858.568.7720 Email: [email protected] IPS manufactures single and multi-space meters. They have more than 95% of the single-space smart meter market share in the US. They recently began offering a multi-space meter solution as well. J.J MACKAY CANADA LIMITED 1342 Abercrombie Road, PO Box 338 New Glasgow, NS B2H 5C6 Contact: Jim Taylor Telephone: 902.752.5124 ext. 247 Email: [email protected] MacKay manufactures multi-space meters with a small market share in North America. PARKEON, INC. 40 Twosome Drive, Unit 7 Moorestown, NJ USA 08057 Contact: Emmanuel Lereno Telephone: 800.732.6868 ext. 210 Email: [email protected] Parkeon manufactures multi-space meters. They are among the top two market leaders in North America (Parkeon and Cale). They use Precise Parklink to distribute their meters in Canada. PRECISE PARKLINK (Parkeon distributor) 100 Floral Parkway Toronto, ON CANADA M6L 2C5 Contact: Customer Service Telephone: 1-888-783-PARK [7275] Email: [email protected] Precise distributes for Parkeon meters in Canada.

pg. 79






VENTEK INTERNATIONAL 1260 Holm Road, Suite A Petaluma, CA USA 94954 Contact: Amy Lu Srednicki Telephone: 707-773-3373 Email: [email protected] Ventek manufactures multi-space meters with a small market share in North America. SINGLE-SPACE SMART METER MANUFACTURERS (ALPHABETICAL) DUNCAN SOLUTIONS, INC. 633 West Wisconsin Avenue, Suite 1600 Milwaukee, Wisconsin USA 53203 Contact: Brad Magee Telephone: 866.219.4917 Email: [email protected] Duncan manufactures single-space meters and provides citation management software and services. They used to manufacture a multi-space meter but abandoned it. They have a small single-space smart meter market share in North America IPS GROUP, INC. 5601 Oberlin Drive, Ste 100 San Diego, CA USA 92121 Canadian Sales Manager: Johnny Waldo Telephone: 858.568.7720 Email: [email protected] IPS manufactures single and multi-space meters. They have more than 95% of the single-space smart meter market share in North America. They recently began offering a multi-space meter solution as well. J.J. MACKAY CANADA LIMITED 1342 Abercrombie Road, PO Box 338 New Glasgow, NS B2H 5C6 Contact: Jim Taylor Telephone: 902.752.5124 ext. 247 Email: [email protected] JJ MacKay has a small single-space smart meter market share in North America

pg. 80






POM 200 South Elmira Avenue Russellville, AR 72802 Contact: Terry Henderson Telephone: 800-331-PARK [7275] Email: [email protected] POM manufactures single-space meters. They have a small market share in North America. LICENSE PLATE RECOGNITION (LPR) SYSETM MANUFACTURERS (ALPHABETICAL) GENETEC 2280 Alfred-Nobel Blvd. Suite 400 Montreal, Quebec, Canada H4S 2A Contact: Pierre Hubert Telephone: 1.866.684.8006 Email: [email protected] Genetec is the market leading LPR provider in North America. GTECHNA 8550 Chemin de la Côte de Liesse, St-Laurent, QC H4T 1H2, Canada Contact: Sergio Mastronardi Telephone: 514.953.9898 ext. 140 Email: [email protected] Gtechna manufactures LPR systems and citation management software. TANNERY CREEK SYSTEMS 160 Applewood Cres. Unit 32 Vaug han , ONL4 K4 H2 , Can ada Contact: Jeff Bethune Telephone: 1.905.738.1406 Email: [email protected] Tannery Creek manufactures LPR systems.

pg. 81


MSM/LPR SYSTEM INTEGRATOR CALGARY PARKING AUTHORITY (ParkPlus System) 620 9 Avenue Southwest, Calgary, AB T2P 1L5, Canada Contact: Kurt McCaw Telephone: 403.537.7019 Email: [email protected] The Calgary Parking Authority was first to market with a PbP LPR system in 2007. They created ParkPlus, and offer their services to other municipalities. They use Cale meters and Tannery Creek LPR.

pg. 82


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