Podcasts about Shoup

Do people drive less because they live in buildings that don't provide parking, or do they live in buildings that don't provide parking because they drive less? That question has huge implications for how we build and rebuild our cities, yet researchers have struggled for decades to answer it conclusively. UCLA professor Adam Millard-Ball joins us to discuss new research that finally — we hope — puts the question to bed. Taking advantage of San Francisco's affordable housing lottery, Millard-Ball and colleagues find that (as-good-as-)randomly assigning tenants to different buildings and neighborhoods has substantial impacts on their transportation choices, with lower parking ratios resulting in less driving and more transit use. We talk about what this means for housing and parking policy, and what it says about the behavioral shifts needed to make cities more affordable, accessible, and sustainable.Show notes:Millard-Ball, A., West, J., Rezaei, N., & Desai, G. (2022). What do residential lotteries show us about transportation choices?. Urban Studies, 59(2), 434-452.Free summary of article at Transfers Magazine.Chatman, D. G. (2013). Does TOD need the T? On the importance of factors other than rail access. Journal of the American Planning Association, 79(1), 17-31.On parking cash-out programs: Shoup, Don. (2017). Opinion: Here's an easy way to fight L.A.'s traffic and boost transit ridership — reward commuters who don't drive. Los Angeles Times.Blumenberg, E., & Pierce, G. (2017). The drive to work: The relationship between transportation access, housing assistance, and employment among participants in the welfare to work voucher program. Journal of Planning Education and Research, 37(1), 66-82.King, D. A., Smart, M. J., & Manville, M. (2019). The poverty of the carless: Toward universal auto access. Journal of Planning Education and Research, 0739456X18823252.

The initial assault was chaotic—coral reefs slowed the approach, landing craft were wrecked, and units came ashore under heavy fire. But by the second and third days, the situation began to change. Officers like Shoup, Edson, and Jones made key decisions, reinforcements came in, and tanks managed to cross the reef. Despite exhaustion and limited ground, the Marines pushed inland. Today's episode focuses on that shift—from securing the beach to pressing the attack. We'll look at how the 1st Battalion 8th Marines broke through, how Crowe and Jones coordinated flanking movements, and how tanks helped turn the momentum. We'll also cover the Japanese night assaults and the close-quarters fighting that defined the battle's turning point. Tarawa remained brutal, but these days marked the start of a hard-fought advance. ************* Visit HistoryoftheMarineCorps.com to subscribe to our newsletter, explore episode notes and images, and see our references. Follow us on social media for updates and bonus content: Facebook and Twitter (@marinehistory) and Instagram (@historyofthemarines). This episode is sponsored by Audible. Visit AudibleTrial.com/marinehistory for a free audiobook and a 30-day trial.

George Thomas and Craig Shoup dive into their Oscar predictions, sharing insights and hot takes on this year's most talked-about films. With the awards season in full swing, they discuss the excitement surrounding the nominations— even though George admits he hasn't seen all the films yet!

Randy Shoup joined Bryan, Adam, and the Oxide Friends to look at the history of Silicon Valley through the lens of Randy's 50 years--as the child of graphics legend, Dick Shoup; an intern at Intel; aspiring diplomat; engineering leader; and father to the next generation of Shoup engineers.

In this episode of the Strong Towns Podcast, Chuck is joined by Victor Dover, a planner and urban designer. They discuss the work and legacy of Dr. Donald Shoup, an engineer and professor of urban planning who revolutionized the fields of urban planning and parking reform with his book “The High Cost of Free Parking.” They also talk about their own relationships with Dr. Shoup and how he impacted their work as an engineer and planner. Then, keep listening for a rerun of an interview with Dr. Shoup that Chuck had in 2015. ADDITIONAL SHOW NOTES “The High Cost of Free Parking” (Amazon). Victor Dover (LinkedIn). Chuck Marohn (Substack).

It’s the 20th anniversary of the launch of Voice of San Diego, the greatest nonprofit news organization go live in 2005. We launched before YouTube. We’ll reminisce a bit with a sort of special guest. The city of San Diego’s budget deficit has provoked some tense conversations. A City Council budget committee hearing last week had some great clips. And where are the kids? San Diego Unified School District is going to have to deal with another drop in enrollment. SHOW NOTES INTRO 00:00:00 Intro SEGMENT 1 00:00:00 “Dear VOSD” Jim from University Heights - When it comes to parking, why is La Jolla an exception? Parking and RIP Donald Shoup Donald Shoup, distinguished professor emeritus whose decades of teaching and scholarship at UCLA greatly influenced the field of land-use planning as well as generations of scholars, students and urban planners, died Feb. 6, 2025, at age 86. Shoup was a titan in the fields of urban planning and specifically parking reform, and his landmark book, “The High Cost of Free Parking,” resulted in the adoption of many of his parking reform ideas in cities around the nation and world. SEGMENT 2 00:11:47 San Diego’s Budget Deficit City of San Diego Budget and Government Efficiency Committee Michael Zucchet, San Diego Municipal Employees Association General Manager critiques San Diego’s budget handling. 1:03:31 - 1:03:55 1:04:00 - 1:04:13 1:08:06 - 1:08:10 1:09:25 - 1:10:02 Council Member Mike Lee 1:39:35 - 1:39:45 “Bueller?” YouTube clip SEGMENT 3 00:33:32 San Diego City Unnecessary Travel Mayor has much still to reveal about his secret trip to the Philippines San Diego Union Tribune San Diego Unified Has Lost Nearly 12,000 Students in Past Decade VOSD SEGMENT 4 00:43:04 20 Years! of VOSD 20 Years of Impactful Journalism 20 Years of Voice Impact: The Investigation into SEDC Our investigation into the Southeastern Economic Development Corp. put us on the map and taught us invaluable lessons. Lessons After 20 Years of Voice of San Diego TRT 01:13:16See omnystudio.com/listener for privacy information.

Donald Shoup, author of "The High Cost of Free Parking," has died. Tony Jordan, President of the Parking Reform Network, talks about Shoup's decades of teaching, writing, and speaking on reversing subsidized free car storage (1:16). Find our interviews with the Professor of Parking by searching "Shoup" at biketalk.org. CalBike Joins Amicus Brief in Safe Streets Accountability Case after lower courts categorized bike riders as “recreational” street users who venture onto public streets at their own risk. Kendra Ramsey, Executive Director of the California Bicycle Coalition, lays out how sweeping the implications could be for California's riders (11:00). The man who coined the famous term "15 Minute Cities" and was central to Paris' bike revolution, Carlos Moreno (19:49). Reviews by Elly Blue, author of Bikenomics and editor of Portland's Microcosm Publishing: Marshall Taylor's autobiography, Romantasy "The Ministry of Time," and the anime film Suzume (41:18). Buy the books Elly reviewed at Bike.org's Bookshop. Eric Dunn, Director of the Wild and Scenic film festival, on bike-related offerings in this year's lineup (47:07). Detroit's Bike The Blizzard rides this month with Back Alley Bikes. Justin and Reo Ramsey relate (54:54).

Donald Shoup, a towering figure in the world of urban planning and a distinguished professor emeritus at the UCLA Luskin School of Public affairs, died this week. He was 86 years old. As a tribute to such an influential, brilliant, and witty scholar, we are re-releasing this episode from 2023. ---- Parking is at the heart of every fight about how we build our cities and towns, with effects that go far beyond transportation. Minimum parking requirements  — laws that dictate how many parking spaces are required for various types of buildings and businesses — make housing more expensive, raise the price of goods and services and exacerbate sprawl, making congestion and the climate crisis much, much worse. Thankfully, a movement is afoot to end parking minimums, inspired by the work of Donald Shoup. Shoup, the Distinguished Research Professor at UCLA's Department of Urban Planning, is the author of the 2005 book The High Cost of Free Parking. It's an invaluable resource for anyone who wants to understand the problems with parking. Professor Shoup — aka the Shoup Dogg — joins us for a spirited conversation about how to win what he calls “the war on parking subsidies.” You can find the full transcript of this episode here. Support The War on Cars on Patreon and receive exclusive access to ad-free versions of regular episodes, Patreon-only bonus content, invitations to live events, merch discounts and free stickers! LINKS: Learn all about Donald Shoup at ShoupDogg.com. Read The High Cost of Free Parking. Join The Parking Reform Network and end parking requirements where you live. Donald Shoup gets animated on Adam Ruins Everything. This episode was produced by Doug Gordon, edited by Ali Lemer, and recorded by Josh Wilcox of the Brooklyn Podcasting Studio. Our theme music is by Nathaniel Goodyear. Transcripts are by Russell Gragg. TheWarOnCars.org

During the Cold War, Air Force Col. Harry Shoup was one of the commanders in charge of an early warning radar system based in Colorado. It had been set up to detect a possible soviet missile attack on the United States. In this animated conversation from our colleagues at StoryCorps, three of Shoup's children recall a surprising phone call their dad received back in 1955. PBS News is supported by - https://www.pbs.org/newshour/about/funders

During the Cold War, Air Force Col. Harry Shoup was one of the commanders in charge of an early warning radar system based in Colorado. It had been set up to detect a possible soviet missile attack on the United States. In this animated conversation from our colleagues at StoryCorps, three of Shoup's children recall a surprising phone call their dad received back in 1955. PBS News is supported by - https://www.pbs.org/newshour/about/funders

Hey Bikers drop us a line and lets us know how we are doing!In this weeks episode Big E sits down with Scott Shoup a friend and former Motorcycle safety instructor . 

In this episode we are joined by Dr. Brian Shoup, professor and department head in the Department of Political Science and Public Administration, to talk about the 2024 election season.

Donald Shoup — economist, author, and distinguished research professor at UCLA — is in good traffic this week re-emphasizing the economic implications of free parking and its hidden costs, advocating for reforms such as market-based pricing for curb parking and parking benefit districts. He delves into the nuances between doctrine and dogma, sharing his perspective from a summary of lifelong research and practice in cities nationwide. The conversation explores various cities (including good traffic's home base in Columbus, Ohio) that are implementing these changes, promoting the idea that paid parking and strategically managed space can improve urban environments dramatically. We discuss: 00:00 Donald Shoup is in good traffic. 00:37 Doctrine vs. Dogma in urban planning. 01:53 Challenging minimum parking requirements. 03:48 The evolution of parking policies. 04:44 On parking economics within research and universities. 07:23 On American parking reform. 10:20 Parking benefit districts and performance parking. 10:49 Unexpected success stories. 18:29 The political landscape surrounding parking. 19:26 Value of an economist approach to the parking conversation. 24:16 Parking cash outs and employer transit stipends. 28:57 The hidden costs of free parking. 32:58 The direction of parking reform. 36:40 Wrapping up. 37:35 A Shoup pitch: paid parking and free podcasts. Further context: Donald's book: The High Cost of Free Parking. The Shoup Doggma, referenced in this episode. A summary of the three reform tools discussed, from Vox. Connect with Donald: shoupdogg.com On LinkedIn. On Twitter. Connect with me, Brad: ⁠⁠⁠⁠⁠On Instagram.⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠On TikTok⁠⁠.⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠On LinkedIn⁠⁠.⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠

We must talk about your parking regulations. In fact, we must mock them. In no other area of life do head spins quicker, and people's opinions take on truly bizarre forms, than we we talk about parking. I get it, we are a culture obsessed with driving and parking. It's part of nearly adult's daily routine. In this episode, Tony Jordan of the Parking Reform Network and I have some fun with it, while also diving into the nitty-gritty of how to make change in your community.As a bonus, Tony describes some of the most bizarre, and most hilarious parking requirements he's run across.Here's a link to Donald Shoup's article, “Roughly Right or Precisely Wrong.”Find more content on The Messy City on Kevin's Substack page.Music notes: all songs by low standards, ca. 2010. Videos here. If you'd like a CD for low standards, message me and you can have one for only $5.Intro: “Why Be Friends”Outro: “Fairweather Friend”Transcript:Kevin K (00:00.92) Welcome back to the Missy City podcast. This is Kevin Klinkenberg. Today we're going to talk about everybody's favorite topic, parking. The bane of my existence for most of my professional career, but we've got Tony Jordan here with us today from the Parking Reform Network. And I'm really looking forward to this conversation so we can get into the weeds a little bit on what's actually an incredibly important topic. So Tony, welcome. Tony Jordan (00:28.617) Thanks so much. Happy to be here. Kevin K (00:31.064) Well, it's a pleasure to have you. I ran into you in Cincinnati at the Strong Towns National Gathering and seeing you and we were chatting over a couple of beers and it just seemed like, you know, as soon as we start talking, it feels like, well, this probably should be a podcast. You know, we should spend more time getting into things. So I'm grateful you were able to make some time to be able to join. Tony, before we go too far, why don't we tell me what is the Parking Reform Network and how... How long has it been around? Tony Jordan (01:03.081) the parking reform network is a, 501 C three organization that was founded, founded in the spring of 2019 and we launched in March of 2020. and it, yeah, it was actually okay for organizing a national organization because everything moved online. Like we, we, people were much more amenable to slacking and, using zoom calls, but we, the idea behind. Kevin K (01:16.92) Good timing. Tony Jordan (01:33.641) The need I saw, I had been doing parking reform locally in Portland, Oregon, where I'm from, or where I live, for years, helping to get rid of parking mandates that had been added back in and removing them entirely from the city and worked on upzoning projects too. And the whole while I really felt like one of the things that was missing in advancing parking reform was, having an advocacy organization and a community that really was helping to educate the public and advance these policies. The practitioners and the city council even often knew that these policies were bad, the existing ones, but the public support wasn't there. So founding the Parking Inform Network, it's a community of practitioners, academics, activists, policymakers who... We exist to kind of build a community and a movement around educating the public about parking policy and accelerating reforms. And we do that through a number of research and outreach and advocacy avenues. Kevin K (02:47.352) That's cool. So how did you, what was your background then getting into this? Were you in planning or transportation or talk a little bit about like how you came to this, to this spot. Tony Jordan (02:57.641) Yeah, I mean, I grew up in Los Angeles in San Pedro, the port of LA, and went to school at Santa Cruz and got a politics degree. And then I moved up to Portland and I mostly worked in tech for most of my career, web design, backend, server services programming. And I also, but I also did a couple, I worked at a couple of jobs as a labor organizer. So my background was not at all in planning. I got rid of my car. We got rid of our household's car in 2008. I had a two year old. We had another child in 2010. And I feel like that kind of primed the pump. I started looking around transportation a little differently. And then in 2010, I read a blog post very randomly on a website called Metafilter that was about the high cost of reparking, about Professor Shoup's book that had come out years before. And I am the kind of person, if I hear something interesting, I'll go look up the Wikipedia or I'll look into it. And so I got the book on inner library loan and started reading it. And I was just like, my mind was blown. Shoop has asked me, you know, one time, what did you think when you read the book? And I was like, man, I felt like I was eating a hamburger and reading the jungle. Like it was really like, what is going on? You look once you your eyes are open to this, you look around. I live across the street from a parking lot. I worked overlooking a parking lot and I just like your. to understand why, how much these things cost and then why they're there was just like, why doesn't everyone know this? I looked at my own zoning code in Portland and actually at the time Portland was a pretty, was pretty Vanguard city. We had no parking mandates on our corridors, on our bus, our frequent service corridors that had passed in 2002 kind of to little fanfare. And, but then a couple of years later, In 2012, all of a sudden, they started building apartments on a couple of these corridors. Division Street was one, North Williams. And they were building like 30, 40, 50 apartments in a building with no parking. And they were leasing up. And then someone proposed someone got permitted at 81 unit building on the street with no parking and the neighborhood just went nuts. And they started petitioning the city council to add parking mandates back. Tony Jordan (05:18.633) And so there was a pro they started considering this and I said, Hey, I just read this book a couple of years ago and I started going to city council and I met people who were interested, but they weren't really very organized. And so I started just like creating a mailing list and, and, you know, we lost, they actually added parking mandates back in, but that kind of got me totally started. That was when I first reached out to professor Shoop. He wrote an op ed. And I started just that, that really kicked off. the fuel of like, okay, we need to be better organized on this and next time we're not gonna lose. Kevin K (05:52.152) Interesting. So if I could go back like you said in 2008, you got rid of your car. What prompted you all to, and you had a two -year -old. So what, do you like hate America so much you decided to get rid of your cars? What was that all about? Tony Jordan (06:06.665) You know, the check engine light went on and I took it into, I just afford focus 2004 focus second car ever owned. I took it to the dealer and I mean not to the dealer to the repair shop and they thought, this is the transmission. I thought, man, that transmission on that car has always been weird. Sure. And they, it was going to be $2 ,000. And, and I said, okay. And then they called me back and said, you know, it's not the transmission. We looked at it. Like we haven't charged you anything, but we think it's the computer maybe. So here. Kevin K (06:10.104) Ha ha ha. Tony Jordan (06:36.233) put this little dongle on and drive around for a week. And I said, how much does the computer cost? And they said, $2 ,000. And I was like, okay. And then I drove around and they came back and they said, nah, it's not the computer. We think it's this. How much is that? And I was like, they said engine or something, engine rebuild. And I was like, $2 ,000. And I was just like, man, if I pay for this to get fixed, I obviously expect that either the computer or the transmission will break next. And that will, so I just thought like, this is going to be a never ending money pit. So I told my wife and I discussed it and we had. We lived in Portland, we lived near Transit, I had a bike, we lived near Zipcar, right? Zipcar, it was kind of in the center of Zipcar. And so we said, let's put the car in the garage and just try six months without driving it. And we did. And then at the end of six months, I sold it to the dealer for $2 ,000. And so I was up $4 ,000. And then I never really looked back at buying a... Kevin K (07:22.52) What a cool idea. Kevin K (07:34.936) And that's just, hey, I really like, I mean, that's a great way to just like, let's test it out. Let's see if we can handle it for a while. And so then in terms of like having small children, I know myself having small children, it's not the easiest thing in the world because it's just, you know, there are so many things that you might want to take your kids to that you just need a car to get around. How did you manage that? Tony Jordan (07:55.945) I mean, some of it, we just didn't do as many things. My son took offense to this when I told him when he was older, but I said, one of the nice things was it does kind of make some decisions for you. It simplifies your life. So you're probably only gonna go to one birthday party in a weekend unless they're very close to one another, right? Like, or in a day, right? So some of it, initially we used Zipcar quite a bit and... Kevin K (08:15.608) God, that sounds magical. Tony Jordan (08:24.489) you know, tapered that off over time. And obviously with small, small kids, it's a little bit harder, but we know we carried the kids on our carriers. We never did, you know, when they got a little older, I had a bike trailer I would take to preschool. But it does, you know, you kind of adjust your life over time. It's not, it's not easy. I feel like we are a bit of like, you know, first adopters, still people who are voluntarily living in solidarity with people who can't drive. or can't own vehicles, right? Those people exist in our communities. And so, you know, I experience a lot of the same frustrations voluntarily, but I also have the capacity to try and, you know, argue for it. So, I mean, I think that, you know, my kids do sports or my daughter dances, my son does ultimate frisbee and other things, and he rides his bike to work now at Trader Joe's, and they take the bus, and they're just very independent. And I'm sure there are, you know, opportunities that... we can't do, but I mean, that's kind of life. You make decisions and in exchange, they really are, you know, they know how to get around. And I think they're gonna, I think it's gonna really give them a good leg up when they get to, you know, college or, you know, as the world has to adapt and reduce car dependency, you know, it's not gonna be as painful for them, I think, as you make these changes. Kevin K (09:51.224) How do you know, do you notice much of a difference then between like them and their friends and just other families that they, that you might run around with and like just their own habits and behaviors in that regard? Tony Jordan (10:01.769) Yeah, I mean, a lot of even though we live in a place that's pretty walkable, like obviously a lot of the other parents do drive frequently. I don't begrudge them that. My children get rides with other parents sometimes, too. I mean, we're you know, I don't think we'll offer to pay sometimes. Or, you know, like it's it's not like we're trying to be complete moochers or freeloaders on this. But, you know, like I think it on one hand, like my daughter, When she started middle school, other parents were often driving and we said, hey, we're not going to drive, so let's get our kids riding the bikes. And so our kids had their own mini bike group. And then as she didn't want to ride as much anymore, she would take the bus and other kids would learn to take the bus with her. So there is, I think, by just living a lifestyle that is less car dependent, sometimes I think people find it grating, like, these holier than thou. anti -car people, but at the same time, like it is an example. Like you can see it being done and other kids do it. My son now is 17. So he, you know, some of his friends are getting driver's licenses, but a lot of them aren't. One of the bigger conflicts is he's in film class and a lot of film is done. Well, not only logging, lugging gear around, but obviously, but it's a very common set piece, right? Is to be in a car or driving a car from point A to point B and Kevin K (11:28.248) Hmm. Tony Jordan (11:30.313) So one of his frustrations is he doesn't have a card to do these film transitions, you know, but it's, you know, I think it's worked out mostly okay. Kevin K (11:39.512) Have you ever tried to like quantify, you know, like how much money this has saved you over the years? Tony Jordan (11:47.337) I mean, I have not, other than the initial calculus I did where it was like, I'm up $4 ,000 on, and I can use that for zip car or whatever. I mean, I know it does. It definitely, I don't, I'm not the best budgeter, honestly. So I don't keep a spreadsheet, but I mean, the fact that we haven't owned a car for these years has definitely, you know, we take cheaper modes. And to some degree you do less, you do just do less stuff and that. Kevin K (12:04.26) Yeah. Tony Jordan (12:16.873) you know, simplifies your life and makes it a little bit cheaper. Kevin K (12:21.912) Yeah, I mean, I promise I'll get off on other topics, but I just find it's interesting when people are able to live in a way that we're told you can't live. So have you found that not having the car has opened up ways for you to spend money on other things in your life that maybe you wouldn't have been able to do otherwise? Tony Jordan (12:25.705) No problem. Tony Jordan (12:45.289) once again, I don't sure specifically like how much it impacts that. I mean, obviously the cost of buying some nice bikes is, you know, still much cheaper than, than spending on a car or the gas. I still have to pay for insurance. I mean, I still voluntarily pay for insurance. I don't have to, but I have a non -name donor policy, which is kind of expensive. you know, I think more, it just, it just, I find it is a much. more, it's a much more peaceful and relaxing way to live in most times. Like driving is so stressful, especially if you live in a larger city. Like it's, at least to me, it's scary. You, you, if you think about it, it's not like you're kind of making life difficult for everyone else who's not in your car at the expense of your convenience for the most part. And so I just find the ability to not have to like one of the best dividend is I never have to worry about like, you know, like that responsibility or that pressure or that inconvenience. If I'm on the bus, even if it's in traffic, I can be on my phone or be talking to who I'm with and not be worrying about piloting. Kevin K (14:00.408) Yeah, and you don't have to sweat finding a place to park wherever you're going. So that's kind of a nice thing. So then were you working in tech pretty much all the way up through the beginning of forming the Parking Reform Network? Tony Jordan (14:03.209) Exactly, yeah. Tony Jordan (14:14.025) Yeah, I mean, mostly, even when I worked for, so I worked two times for unions. I worked for the University of California, professional technical employees before I moved up to Portland. And then I worked for AFT organizing nurses. In both those jobs, I still often did the backend database or the website. And then I spent the 13 years before that working at a company that did online admissions applications. So yeah, I was mostly in. Kevin K (14:19.256) Okay. Kevin K (14:38.52) Okay, that's really cool. So then when you formed this nonprofit, who else kind of formed it with you or was this pretty much like you're taking this initiative on or were there others that really said they wanted to jump on board with you? Tony Jordan (14:51.561) I had been in discussions. So Portland has a great advocacy scene. So I had initially formed or after where I left off the story about the losing and parking mandates coming back. A couple of years after that, I started an organization called well, initially it was called Portland Shoopistas and then at Shoop's suggestion, we changed it to Portlanders for Parking Reform. And that was kind of just a low, I had a blog, a website, a newsletter, you know, an advocacy org that worked in partnership. Kevin K (15:02.488) Yeah, yeah. Tony Jordan (15:19.657) with other coalitions to just kind of like keep an eye on what was happening with various, you know, on street and off street parking policies in Portland and in the region and, you know, organize testimony and events and just kind of build awareness. So in that process, I worked with many. Portland has just, you know, freeway fighter this year. We have, you know, housing activists. It's a great scene. Michael Anderson from Sightline Institute and I had been talking about the concept of he proposed we should have a green lane project, which was a project of people for bikes to propose protected bike lanes. He said, you know, we should have, there should be some sort of project for parking similar. Like the idea was like, maybe get a cohort of cities together and take them on a discovery trip. And then they pledged to go review their parking code. And so we had pitched, he helped pitch that around to a couple of places and no one was really interested in hosting a similar project. that kind of consensus was it's hard to fundraise for parking reform, which is true. And so a couple of years later, I was in Chicago speaking at the Parking Industry Expo with these two women, Jane Wilberding and Lindsay Bailey. And... we kind of started hatching a concept around like, you know, like what, how do we, like, what would be a larger organization or, you know, a movement around this. And then I went to APA in San Francisco in 2019, Shoop was talking and there was, you know, a bunch of parking people there. And we met another student, we met a recent grad, Mike Kwan, who had graduated from Santa Cruz and now lives in DC. And so I said, you know, I asked, basically we were out at, at, at dinner with Patrick Sigmund, who is the original Chupista. And kind of we're just talking about like, you know, I think there just should need there needs to be something there needs to be an organization that is focused holistically on parking reform, not just the mandates of the on street management. And and really, I wanted to bring this organizing capacity. So we agreed you need three, you need four people to start a nonprofit organization. And so Mike and Jane and Lindsay were the. Tony Jordan (17:44.073) three original board members and it took a couple months to get the certifications and then set up a website. And then, you know, we went public with it in March and started bringing more people on March, 2020. I mean, yeah. Kevin K (17:57.08) That's terrific. That's terrific. So obviously, one of the big pushes has been in the parking reform world has been to remove or reduce minimum parking mandates. As you've talked about these things, what are the arguments that you are using or you see other people using that are most successful in sort of moving the needle related to that issue? Tony Jordan (18:23.305) I think the problem we've had is largely just lack of information, low information about what these mandates are, what we're talking about. So what are we talking about? We're talking about rules from the seventies, sixties, fifties that are anachronistic and completely based on nothing that are these like, Sorry, hold on. Just one second. Kevin K (18:57.048) No problem. Tony Jordan (19:12.297) I might need to take a redo on that section in one second. Kevin K (19:14.552) No, it's fine. Go ahead. Kevin K (19:24.504) All right, so talk about the most effective arguments. Tony Jordan (19:25.481) Yeah, yeah, yeah. So what we're talking about are these anachronistic rules that are based on nonsense from the 70s. But, yes, and we're talking about just getting rid of these mandates and not eliminating existing parking, you know, generally not severely restricting the ability of people to build parking in their new developments or with their businesses. But I think the other key is really showing people like, how much parking costs, how much space it takes up, what are the other impacts on things they care about, fiscal viability of their cities, the tax -based stuff, water runoff management or urban flooding and pollution, urban heat effects, just walkability, all these things come back to these rules. And what I found really effective lately is to just, you present that information, but in the context of, you know, I'll go look at, for example, bowling alleys. I'll draw a circle of a hundred miles around a city and find examples of bowling alley parking requirements, which are hilarious in themselves because it kind of shows you when they were written. And you'll find one per lane, two per lane, three per lane, four per lane, five per lane, six per lane, seven per lane, right? In just like an area around. And so it's like, what could be the difference between a bowler in this city? where they require two per lane and this one was seven or funeral homes. Like you'll, I, it's not uncommon to see one city require one parking space for 50 square feet, which is a pretty high requirement. You're talking the parking lot is going to need to be six to eight times bigger than the funeral home. And then another place will, will require only one per 500. So that's like a, you know, or, you know, like that's a pretty large difference. You know, 10, we'll find 10 to 12 times difference in. a city that's just 50 miles from another city. And I think that when people see that, that contrast, it really undermines the faith in like, why do these numbers exist? And their first reaction is, well, maybe we can just fix them. And you're like, no, like you can't, like just X them out and get working on the real work that it takes to repair your city, right? The parking mandates is just like... Tony Jordan (21:48.713) That's just clearing a hurdle. It doesn't actually change anything. That requires a developer -friendly zoning code, or it requires transportation management on the ground. But you're never going to get anywhere if these rules exist. Kevin K (22:06.072) Yeah, I was thinking about, and I think we may have talked briefly about this, but obviously, you know, Shoop's book, The High Cost of Free Parking is kind of like the gold standard for the field. It's a really, it's an incredible book. But I remember years before that, he wrote this little magazine article called Roughly Right or Precisely Wrong, which was maybe like three or four pages. But just that alone was such a devastating takedown of the stupidity of most minimum parking requirements and where they come from. And it's always wild to me that people think that those requirements are actually based in something real. Tony Jordan (22:48.169) Yeah, I mean, I have a slide that's called roughly right, precisely wrong based on that same concept. And it highlights this poor little town in Georgia, Woodbury, Georgia, that is really very small. And they have so many land uses with parking requirements and they have like, they're specific to two significant figures for things like, you know, hospital employees, like 1 .26 or 1 .72 for students. And then this place has two requirements. Like they have a separate land use requirement for parking for a hella port and a hella stop. Two, like it's different. Hell if I know what the difference is, right? And it's like, I like you point these out or North Carolina, when we went to CNU last year, we were looking at North Carolina cities because it was in, you know, it was in Charlotte. And there's all these parking requirements in cities in North Carolina for drive -in movie theaters. Like, and they literally are like, Kevin K (23:23.992) What is that? What the hell is that? Tony Jordan (23:46.569) one per speaker box. So it's like you're like telling a drive -in movie theater, which once again, no one's building them, that they have to have a parking space for every park. Like what is going on? One of my favorites is in Dallas, there is a parking requirement for sewage treatment plants. And it's one parking space per million gallons of capacity at the sewage treatment facility, which, and if you look at, Kevin K (24:12.264) my god. Tony Jordan (24:14.409) There's a sewage treatment facility. If you look at it on Google, it has this gigantic parking lot and there's like 20 cars in it because it's like it has like 300 million gallon capacity. So the parking lot is and this is the city telling it's who builds a sewage treatment plant, right? Like the city. But a water treatment plant in Dallas, like for drinking water, only requires two parking spaces. And you look at the you look at a satellite picture of the parking of the water treatment plant and there's like 20 spaces they didn't just build two. They built what they needed. Right. And so like this is really it's like. Kevin K (24:27.032) Yeah, no kidding. Tony Jordan (24:44.009) why are cities even saddling themselves with these requirements? It's insanity, right? Like something really went wrong in, you know, what in the urban planning profession and it just is kind of, we're trying to stop the bleeding and, you know, yeah. Kevin K (25:02.616) Yeah, yeah. I mean, it's just hilarious, some of this stuff. When you detach yourself from it and you're just like, it's so, some of it's just so utterly ridiculous. But I think there's something you said that was really important there, which is like, you know, you're really, you're trying to just go about the business of like clearing a hurdle. So like you're not trying to say this is going to solve every problem. But what this is doing, you're trying to remove an impediment to. especially to more like walkable urban style development that really prevents a lot of good things from happening in cities all over the country. Tony Jordan (25:40.649) Right. I mean, it's it. I use an analogy sometimes like if you want to grow a garden, the garden in this case being like a walkable community, you can't go throw, you know, vegetable seeds in your lawn and expect it to work. You've got to remove the rocks and the weeds in the grass first. That's getting that's your parking mandate removal is just prepping the zone. You still have to do all the other stuff. You have to, you know, create the zoning code and you have to. manage on street parking so that it doesn't create spillover or whatever. So it's really a first step. The other great thing is that it's not just housing, right? Like this is a policy, one of the reasons I work on it. I can hardly find a better way to spend my time than one policy area that works on housing, transportation and climate, right? Like it's a piece of, if you have a climate action plan, it's not gonna work. with parking mandates. If you have a transportation plan to build more transit or get people to use other modes, it's not going to work if you have parking mandates. If you have a housing plan, it's not going to work if you have parking mandates. So this one thing, it doesn't fix everything, but it unlocks and makes your other plans actually gives them a fighting chance at success. Kevin K (26:58.2) So then how do you respond to, I mean, I can probably, I'm probably going to test like some of the arguments that people, that I hear all the time and I'm sure you hear them all the time too. but I'm just curious and it's good for the audience to kind of hear how you think about these things. But you know, one thing that I certainly hear a lot is, well, you can eliminate that, but people, people are still going to drive. So what's the point? You know, we live in a big city in a big region that's spread out and people, people drive. That's what they do. So, you know, that, and that seems to me like that's a common. objection that people have to removing some of those standards. Tony Jordan (27:31.561) Right, well, I mean, it's kind of ironic because your arguments are either it's not going to have an impact or it's going to be a disaster and it can't be both at the same time, right? So I think that's true. And to that I say, yes, the world is currently, most of our country is built for people who want to drive. And so on one hand, that should be comforting to the person who's worried about. I've got kids and I don't want to take them on the bus or, you know, my grandma likes to shop at this Walmart. Like the Walmart's still going to be there unless they just close it and build a bigger Walmart farther away, right? Like, I mean, they're still going to, these places still exist that people will drive to. Your house still has a parking space. So no one's asking you to change. We know that there's intense demand for a different way to live. That's why walkable communities are very expensive because... people want, there's not enough of them and people want to live in them. So I think like this just, it makes it possible to build these places. And then we'll see whether it's just consumer preference shows that, you know, people see these places and they want to move into them and we can build more of them or retrofit more of our communities to be like this way. Or frankly, there's a distinct possibility that we will be forced to make some decisions about not driving as much, you know, based on, you know, climate or just geometry issues of traffic. So like one way or the other, I think we have to come up with a solution. And this is, you know, it's just stop digging. First, the first thing is stop digging. And these parking mandates are just requiring everyone to dig the hole a little bit deeper every time they start a business or build a building. And, you know, so that's, I think that's one argument is, you know, well, if the demand is not there, then what do we have to lose by trying, you know, like these. the rules are just in the way of even trying to provide that thing that people seem to want. Kevin K (29:32.696) So another thing that I hear a lot, especially this is much more so like in urban communities, this is where these issues really come up more often anyway. You don't really find a ton of this discussion in a lot of our suburban communities. But I mean, there's some of that, but not a lot. But like in the parts of town where I live in the more urban part of Kansas City, one of the really common objections, let's say there's a large new apartment proposal or there's a commercial. There's a business that wants to go in and if they want to have no parking or very little parking, one of the objections as well, people are still going to drive and all they're going to do is they're just going to park up all the streets in front of my house in the neighborhood nearby. And they're just going to spill over into that. So you're really just making my life more miserable by taking parking away from our streets. Tony Jordan (30:25.449) Mm hmm. Yes. This is the spillover issue can be real, right? I mean, obviously, if you have successful businesses that have parking and they attract more people, since we know these numbers are incorrect, right? There's nothing that says a restaurant, the minimum ratio is actually providing enough parking for the customers or not. Right. I mean, so there's spillover anyway. But, you know, so there's one I would say. The. The solution to that is cities need to mind their own business when it comes to parking. They own the curb. The community owns the curb. It's a public asset or liability, depending on how you look at it. And, and, you know, if sure, if it's free or underpriced, then people will take advantage of that. So manager, you know, the city also knows when permits are coming in for new businesses or for new buildings and should be able to pretty readily anticipate that demand might increase in an area. and create a permit district or a meter district or some other management, which are great because they actually can return revenue to the community to help, you know, make things more walkable with more lighting or crosswalks and help people actually get to these places in other ways. I think that it's also what this gets to me really interesting is just like, I'm often asked like who opposes these reforms and why, and, and it's incumbents, right? Like incumbents, people who, already are using the business that doesn't have enough parking supposedly, right? Like if, hey, you want these ratios because supposedly they provide enough parking. So if you support them, provide the ratio for your own business, and then you don't have a problem. But no, you're using the on -street parking. You're using the asset, and you're worried that another business is going to come in and attract more customers than you do. That's a business issue. Or you know, you... want to park on the street, you know, or you're develop, you know, you're using the asset already that exists, you're using this thing. And so you want to moat. I think one of the things people think developers fund this work. and I wish they did, but the fact is, I don't think current, the developers that are making a lot of money or building a lot of projects, they usually are, they've evolved to exist in the ecosystem that includes parking. Tony Jordan (32:44.265) Do they really necessarily want someone else coming in that's got a more nimble business model that's going to compete with their buildings? I don't know. I think that's one of the reasons why some of this has taken longer is like, you know, you're competing with a status quo and everyone who exists, they've evolved to operate in status quo. And this is a disruptive change potentially. This could change, you know, how your main street works. And so I think there's a natural pushback there, but the... You know, the solutions are easy. We know how to manage parking. So like, if that's really your concern is just that there might be congestion on the curb. Well, we've got a solution for that, right? It's, yeah. Kevin K (33:27.96) Yeah, it's funny because I think about like my own neighborhood, which was largely built in the first two decades of the 20th century. And so it has that sort of a neighborhood main street and that there's a portion of the main street that is built with sort of classic American early 20th century buildings, you know, right up to the sidewalk, very popular. numbers of restaurants and everything else. And it's a really popular little area. And it's been popular for years and years. But on that same exact street, like if you wanted to build a new restaurant, the zoning would require a minimum of 10 spaces per thousand square feet, which would make it completely impossible to actually build what's there today. And there's this really funny disconnect that. we've talked about forever, which is we have these places that people obviously really love for very human reasons. It's great to be in a place where you can just like walk around and see other people and you can sit at a table and just enjoy the street life and activity. And so these places are extremely popular in most places where they exist, yet our rules and regulations don't allow you to build it again. Tony Jordan (34:52.137) Right. Yeah, I think, yeah, it's true. I show a picture of, you know, like of Main Street. I have a slide where I show a picture of Main Street and then just a shopping center. And like you can't this isn't I am not the first person to do this, but you count up the number of businesses in there and they're roughly the same number of businesses in a big shopping center as opposed to like one block of a Main Street. Of course, the bigger businesses are bigger, but partly that's because they have to they have to support because we don't allow. We don't allow localized commerce either. I mean, that's a whole big part is there's a lot of the talk is around residential parking requirements and allowing more infill housing, but we need a lot more infill commercial too, right? I mean, my friend Neil Heller, you know, with his accessory commercial units, like, why don't we allow these, like, if you think about trip reduction, cities will spend so much money to try and get someone to take the bus to go get their hair done, where if you allow someone to open a hair, you know, just. Kevin K (35:35.64) Yeah, yeah. Tony Jordan (35:50.857) do hair in their basement or in their garage, you know, legally or open a little storefront, the person might just walk or ride a bike to that. You're reducing the trip for free. Kevin K (36:01.528) it out. So what is what's going on then? One of the things that you all do is you track what's happening nationally in terms of parking reform state by state. What are some of the most encouraging things that are happening across the country that you're seeing? Tony Jordan (36:16.041) Well, for one, I think we're just seeing more and more cities get rid of their parking mandates entirely or do large scale reforms. This is obviously, you know, just a drop in the bucket. Municipal, you know, we've got I think I was just looking at it yesterday and we're right around. There's like 70 or 71 cities that we know of in the United States that have gotten rid of their parking mandates citywide for all uses. Most recently, Tualatin, Oregon, I think was the most recent. when we've added to the list. So that's great because it shows other places that they can do it. It shows that the sky's not falling, there's momentum behind this, these cities are, you know, someone will say, well, we have, I was in La Crosse, I was talking to people in La Crosse, they said, well, we have snow. I said, well, you can talk to the people in Duluth or the people in Anchorage. They also have snow. You know, so there's, we're getting more and more comps. We finally just got a city in the center of the country in Colorado, like, you know, Longmont, Colorado just did it, so it's. Kevin K (37:13.08) Okay, good. Tony Jordan (37:13.705) It's great to see that momentum, because I think it emboldens people. And then that starts to trickle up into the statewide and regional planning areas where we're seeing the conversation start in, you know, Minnesota. They had people over parking act, which proposed to eliminate mandates statewide. Oregon has pretty strong reforms that are requiring. That's why we have so many cities with no parking mandates, because the state's kind of making requiring cities to make a choice between getting rid of their mandates or managing their off street parking. So I think that the encouraging thing is that the conversation is moving forward. The solutions are much less incremental at this point. There's a recognition that like we don't have time to mess around, you know, checking every couple of years. It takes so long to build things is one thing. It's like, you know, I tell people, it's like, you know, you're not going to see the impact of this for years. We don't have time to wait. So that's, I think that just the general awareness, all of these reforms then. create buzz or opportunity for buzz. And so just, you know, every time someone hears about this, there's an opportunity for another Tony Jordan to get hooked on the topic and get active in their local community. So like, you know, you hear about the city next door and maybe you're going to go down to planning commission next and start banging the drum around parking reform. Kevin K (38:35.672) What are some of the larger cities that have done dramatic reform? Tony Jordan (38:40.201) The largest in the US is Austin, which did it last year. In North America, Mexico City has no mandates. Toronto, Edmonton, Montreal is about to do so. San Francisco, in the United States, you got San Francisco. I'm trying to think of who's on the, St. Paul in Minneapolis. San Jose was, is a, is a large city that's done it. Portland has no parking mandates and Portland, because of our statewide rules, many of our suburbs are also starting to have no mandates. So we're starting to build a metro area that we'll have, which I think will be very useful to see how that interplays. Cause that's one thing, you know, Dallas could get rid of the parking mandates tomorrow, but you know, the Dallas Fort Worth metro area is such, or Los Angeles, you know, there's so many other cities that are requiring it and cars don't. car demand doesn't stop at the city border, right? So there's a bit of where everyone kind of needs to make a commitment together, you know, to not like, you can get rid of parking mandates in your downtown, but if all of your surrounding community is car dependent, it's going to be very hard to redevelop parking lots in your downtown because the demand is just going to be there. So I think like, you know, we're starting to, these larger areas will, will, will be helpful, but I, but it's also great to have smaller cities get rid of mandates too, because. That's the majority of cities in the United States are smaller places that aren't megopolises. Kevin K (40:13.56) Are you able to track like winds that come from the policy change at all, like in terms of maybe development activity, other stuff that would have happened, would not have happened without the reform? Tony Jordan (40:26.161) Starting to, so some of our partners like Sightline, Katie Gould at Sightline who covers parking the best. She covers this in the Northwest and in some other places. We just actually are, we have a blog post that's about to come out tomorrow based on a Twitter thread where someone was highlighting changes in Anchorage. One of the issue here is, you know, many of these, I mean, when we talk about 70 cities, There were about 15 cities at the end of 2020 in the United States, maybe 13, maybe it's 13, somewhere, you know, not many more than 10 that had gotten rid of their mandates citywide. So we've, you know, had about 55 cities do this reform just in the last four years. Seeing what happens, I mean, there are, Katie Gould has shown some great examples of, you know, projects that, you know, immediately when the reform has gone in. will go in and submit a redesign that doesn't punch a hole through the middle of the building to access the parking lot or adds a certain number of apartments or homes. There was great examples out of Fayetteville, right? When Fayetteville was an early adopter of no commercial mandates, they need to catch up on the residential side. But, you know, where buildings were getting reused all of a sudden that had been vacant for many years. So that's going to be, we're trying to track that. We're a small and growing organization and so capacity to do that. But, Those stories are the critical ones, I think, to show people the benefit of doing this. Kevin K (42:02.584) What about anecdotally from Portland, which you're most familiar with, where you didn't have mandates and you did have mandates and then you went back to not having mandates? Have you seen some good wins there? Tony Jordan (42:13.897) Well, I mean, in a way, the best example from Portland is in the opposite direction, right? We had, as I mentioned, buildings going up on this division street that had 30, 40, 50 apartments. They were very numbers, right? You look at the permits, the number of apartments being built, and they were all over the place between 30 and 80, right? What we did in Portland was we instituted a When they took a step back, they said, okay, you can build up to 30 units with no parking. But if you build 31, you have to have a 0 .2 parking ratio, one for every five apartments, which is relatively low, but it was retroactive to the whole building. So you had no parking to 30 units. And then the 31st apartment, you had to have six parking spaces on site. And what did we see? No one's gonna study on this, but I looked back, you know, you saw a haircut. All of a sudden, a bunch of apartments had exactly. 30 units. I think this marginal impact, it's harder to quantify, but I think honestly, the biggest thing is if you think of every apartment that's been built in the United States over the last 70 years, and you know, they might still, even if you say they built the exact same amount of parking that exists right now, if developers were allowed to just max out what was practical apartment -wise on that site with that same amount of parking, we'd have 10, 20, you know, five to 20 new apartments. in every apartment building in the United States. We would have no housing crisis if we had just let that happen, even with parking being built. So I think those marginal increases where you're just adding five or 10 apartments in a building that would have had a lower number because they couldn't meet the parking requirement, that's kind of the invisible benefit, I think, that is harder to quantify but is already, I'm sure, taking place, right? Cities with no mandates. They still build with parking, but they build a bit more housing. And that's, you know, that's important, you know, is to build. And then over time, maybe they start building a lot more housing and a lot less parking. But initially right away, you know, you might just add two or three more units because you can, or you might add bedrooms on the units because a lot of times the parking requirements are based on bedrooms. So you're going to build studios because they have a lower parking requirement. You know, I mean, I know there's many factors to layouts, but that's one of them sometimes. Kevin K (44:41.752) Yeah, it seems like it's probably a classic like hockey stick, you know, adjustment curve where it'd be really slow and minimal for a number of years potentially, or just kind of modest. But then there comes a point where there's an inflection and other things, other things that don't really work well right now, you know, like better public transit, better bike, but just better alternative transportation all of a sudden starts to work more. And, and you probably get more things that are within a walking distance that you didn't have before. What do you say to people who say, well, you know, the parking requirements really don't matter because the investors, the lenders are going to require a certain amount anyway. And that's really where the stumbling block is. What do you, what do you say to that argument? Tony Jordan (45:28.585) I mean, I think if we're talking about apartments with zero parking, sure. I mean, I think that's, you know, it took, it took 10 years for Portland to find a developer who was willing to build a large, a mid -size apartment building with no parking. Once they did and it rented, then the investors were very happy to do it. So some of it is just the market's not proven. This is what I mentioned before, the inertia of, of just these people have business models. They have relationships with bankers, they have funding streams, people understand the product and so they know what to invest in. You're trying to change that. To build an apartment building with much less parking requires not just the developer but brokers. There's a lot of players that have to align. So in a way, yes. Now the fact is that we can't even start working on fixing those other problems that the parking mandate still exists. So like, if you know, like it's absolutely worth it. They're just overhead on your city too. I mean, like they just cause city staff spend time on this that they could be spending approving other permits. So like get rid of them and you know, if nothing changes, then nothing changed. But if we are actually then can, can be successful in, you know, I think a lot of the work like incremental development Alliance or other people who are, you know, trying to, you know, there's a whole set of education and building capacity for building these kinds, remembering how to build these kinds of communities. And so that's going to take a little while to build that capacity. But if we haven't prepped the garden, once again, that can't take root. That can't happen. Kevin K (47:12.792) You know, it's always so funny also when I think about like the politics of some of these things and the politics of this issue. I mean, you're talking about something which is essentially removing a requirement from your local government, which is typically thought of as like a conservative political approach. And yet almost all the reform happening is in blue states and blue cities, which is just kind of bizarre. I always think about it, it shows how upside down a lot of people's thinking is in regards to these issues. So, I mean, that being said, obviously, you know, a lot of the places you've mentioned, you know, are pretty dyed in the wool blue places politically. What are you seeing as any kind of positive trend in more like conservative or red states as well? Tony Jordan (48:08.553) It surely is confusing, right? Why some people would support these regulations. I think there's a bit of just team opposition that goes into this. Whoever proposes the policy first might receive opposition. Yeah, I think some of the reason why these reforms took root first in... Kevin K (48:23.832) Yeah, sure. Kevin K (48:28.216) I've got to be against it. They're my enemy. I've got to be against it no matter what. Tony Jordan (48:38.761) in liberal, more liberal or blue places was, well, that happens to be where the housing crisis hit first. There also are, there are very good reasons for every one of every political stripe to support parking mandates, but there may be more reasons if you are politically, if you're, you know, liberally aligned, you might believe, you know, you might be more concerned about climate change, right? And you might be more concerned about transit access. So those issues tack on to the, you know, you know, general market problem. and they give you a little more reason. There's more coalition members. I think, you know, now that said, Anchorage is an example where, you know, it was a mixed city council that had broad political support from both conservatives and liberals. You know, there are a lot of Midwest cities that are doing this that are not necessarily very liberal. I think it's just the messaging is taking a little... it's a little harder, you know, because of just coding to break through, but this should definitely be an issue that we can win on across the political spectrum. I think it's just, it has to be intentional and continue that education around what we're actually talking about here. And to some degree it finds out if people are really for real about what they say about, you know, markets or business, you know, activity. I... Kevin K (50:01.4) Yeah. Tony Jordan (50:06.121) If you're in chamber of commerce or something, I had a woman complained to me. She came up to me in Chuck Morrone in Minneapolis and St. Paul and said, you know, I'm from the such and such Avenue business association. I said, and she was opposing the bill in, in, in Minnesota. And I said, do you, does your association just, it only supports existing businesses, right? Like you don't care about entrepreneurship. Do you? And, and, you know, she was like, well, of course, but I was like, no, of course you wouldn't. I will say one group that is on the. like kind of more conservative side of the spectrum. You know, some like I went to a conference in Arizona, a one day symposium that was about like doing business in America. And it was from like kind of like a, you know, economic, you know, libertarian side. And some of those folks really understand the parking mandates. Like they get that this and, and the like Institute for Justice is like they work not only on parking mandates, but just other barriers to people being economically free, like, you know, licensure requirements for hair braiding and things. It's one of those things that kind of fits into this, you know, once you see what this is being used for, which is often manipulation, right? Cities want to keep the parking mandates in place so they can sometimes just have more control over what businesses get to open or where they get to open. So. Yeah, exactly. And no one wants to give up their power, right? Like, that's one of the reasons it exists is because. Kevin K (51:26.04) Yeah, or leverage for negotiations. Tony Jordan (51:34.377) Yeah, people use them to decide where a restaurant can go as opposed to, it's not really about parking, right? Because they'll grant the variance somewhere else. They just don't want to have the bar next to where they like to hang out. Kevin K (51:50.072) Well, I mean, I do notice that on your map, Missouri and Kansas are not represented. So I hope that at some point we are within the next couple of years, we're working on some stuff to try to get us there locally. But yeah, it's a big hole. You're right. That's right. Branson eliminated theirs. Branson, interestingly enough, also has no building code. Or they were like, Missouri was one of the few states. Tony Jordan (51:59.817) What? Branson, Branson's got no mandates, right? Kevin K (52:18.712) God, my memory is going to fail me now because this has been a few years since I've thought about this issue. But for a long time, they were one of a handful of states that had no statewide building code adopted. And so cities and counties had to actually opt in to adopt one. And Branson did not have one for forever for a long time. So it's pretty interesting. Tony Jordan (52:28.329) huh. Tony Jordan (52:40.297) I think we're going to see a lot more activity. There's a lot of cities too. I know this isn't, you know, there's cities that have like Norman, Oklahoma is not on the map as a red dot because they maintain parking mandates for frat houses and some other housing alignments. So we're, we're pretty strict about who gets to be on the, on the dot. And, but there are a lot of places that are, that have done significant reforms. Hopefully we can tell more of those stories and highlight that. We just hired a policy director, Dan O 'Hara guess from, from strong towns. Kevin K (52:56.888) Okay. All right. Kevin K (53:08.312) Yeah, yeah. Tony Jordan (53:10.345) And we have an intern working this summer on kind of helping us to get more of an idea of where we can have a bigger impact in providing education and resources to the people on the ground. So I'm very excited about the potential for, you know, to see these. Right now reforms happen. Sometimes we know, like we knew Birmingham was going to, was working on getting rid of their mandates, but then other cities pop up where we haven't even had any contact. They might use our product, our maps or our resources, but. I wanna know, I wanna really, like I wanna know where the heat is coming from next so we can really, you know, hype it up and celebrate it. Kevin K (53:47.224) Yeah, I know. It's going to create like an impossible test for you since there's so many municipalities around the country. But there are those like, you know, the one I'm in, in Kansas City, Missouri, we have actually had some pretty good, I would say incremental reform at the city government level. And especially in Oregon, so it was passed last year that really is very helpful for infill residential development, sort of missing middle scale that basically just waived all parking requirements for that, which was nice. But we still have pretty onerous stuff in other parts of the city or other parts of the code. So it's very much piecemeal. Tony Jordan (54:27.561) Yeah, I think, I mean, obviously there's statewide reform progress and I know people are mixed, you know, that's tough because the cities want their local control. I think like, obviously if we're going to really deal with this problem, you know, that's probably necessary in a lot of places. It helps certainly to have a number of cities though, get rid of your mandates initially so they can be examples. And even I think anything that requires cities, I like it like if you can just get a city to open up and. and actually examine what these are and reckon with it. Shoop says one of the best pieces of advice he has to like someone who wants to get their city to get rid of mandates is take that paper, the pseudoscience of parking reform and, or pseudoscience of parking mandates, sorry, whoops. And, and give it to, you know, have a, have a planning commissioner, a city council person direct the staff to read this paper and prepare a memo as to why it's correct or wrong, right? Like, Kevin K (55:19.896) Hmm. Tony Jordan (55:20.393) I like it until like you go in your garage and you open up an old cooler and sometimes there's something really bad that you forgot in there. These mandates are like a fish that someone left in a cooler for 60 years, right? Like it's bad. You open it up and if you can force people to actually defend it, like I think that's what we need to do is say, okay, you don't want to get rid of these mandates, then it's on you to tell me why that they are correct. And so if we can shine some light on it, I think we'll start to see, you know, cities. in other communities get rid of them more readily because, you know, no one's going to want to step up and defend them anymore. Kevin K (55:59.928) It's pretty hard to defend. So when I think about Shoup and the work that he's done, especially if I go back to Pasadena, which is one of his favorite examples he loves to use in downtown Pasadena, I think about as much about parking management as anything and sort of balancing the on -street and off -street needs and figuring out the economics of it so it actually makes sense. How much of the parking management side do you all get into or track as part of your work? Tony Jordan (56:35.241) Well, one of our first things we ever put together was a or one of the first products we released that we actually are very proud of is a guidebook on parking benefit districts. It's a handbook for activists, right? And so this was written by one of our first interns, Evan Kimler. And it's like, I felt there was a need to. You have parking in the city, you have high cost free parking, you have, you know, various papers, but they're not. Kevin K (56:45.432) Okay. Tony Jordan (57:03.113) necessarily accessible or activism oriented. So we do promote parking. Parking benefit districts are a great idea. It's there's not it's such a synergistic thing. You know, you charge for parking, which would which helps to manage the demand and then you reinvest, which helps drive the demand lower. And then ideally, some point in the future, you don't have much more revenue because no one's parking, but you don't need it because you spent the money on making it more walkable. Great. We promote that. I talk about parking management every time I give a lecture. It's harder to track. We're starting to do this. We were just talking with some folks at IPMI, like, where are the data sets for this? How do we know? And so trying to figure out where there's good examples of data -driven parking management and good examples of permits. It's also a problem, potentially a problem. A lot of states have rules that prohibit cities from you know, actively manage their curb, maybe in a best practice. Like they don't allow them to, you know, charge parking for people with disability placards, which is leads to a lot of placard abuse and makes streets unavailable for people. Or they limit them from using demand -based pricing for permits. The permits can only be cost recovery, or they limit what they can spend money on, you know, from parking. Like you maybe you can only spend it on. parking garages, or maybe you can only spend it on, I mean, transit's not a bad thing, but San Francisco, I think, spends a lot of its net revenue from SF Park on transit. That's great, but there's also other things that maybe could be more impactful at a local level. So I think that's one case where I think we need to find out what the lay of the land is and then really start to highlight these examples. It's a harder political press because... Charging for things is not popular. But I think the other thing is that I think cities a lot of times don't go far enough. So they charge you, but you're not getting a value, right? If you paid a park and you still can't find a place to park, you're not happy. If you paid a park and you had a good experience, you know, that you're not, of course, I don't want to pay for anything in my life. I don't want to pay for a cup of coffee, but if I pay for one and it's bad, I'm upset. If I didn't pay for one and it's bad, you know. Tony Jordan (59:27.305) I'm not as much. So I think like once you're charging, go all the way and charge enough that there's an open space on every block, right? Like Shoop says, you know, maybe 85 % or whatever it is so that someone driving down the street can find a space, even if they have to pay for it. Like we're willing to pay for things as American consumers. We do it all the time. Kevin K (59:46.168) Yeah. So it does seem to me like this kind of work is the sort of work that developers and investors and lenders would want to support. But you say you're not really seeing much of that at this stage? Tony Jordan (59:59.945) Yeah, I think that, I mean, the funding in general for this is tough because we're a national organization. A lot of people are locally focused, a lot of developers, right? They're locally focused. So they want to see, like they're more concerned about what's going on in their community. And if they either, you know, if they have parking mandates, you know, like we can't promise we're not an organization that comes in and drops people out of a helicopter to like, you know, to work on something. We're helping to build just a national environment and movement to make these policies happen better. So, and I think once again, the developers that make a lot of money right now make it in the current regulatory environment, right? Like that's the end the ones. So we need the small scale developers as they start to, or the incremental or the ones that get it, as they start to maybe prove this point, maybe we'll see some people paying it forward. Kevin K (01:00:45.848) Do you know? Tony Jordan (01:00:58.377) you know, on what it is. But I recognize like, you know, yeah, the people who get it, they're just trying to get their, they can't build the projects that will make them the money because they're, you know, they're not legal yet. Kevin K (01:00:59.256) Yeah. Yeah. Kevin K (01:01:12.216) Yeah, that is an interesting twist. It probably is more of like the smaller and mid -sized developers who stand to benefit the most from parking reform. The large ones are going to negotiate their projects no matter what anyway. It's a different animal. But the smaller and mid -sized ones are less likely to have the kind of extra cash sitting around to support these efforts. Tony Jordan (01:01:23.881) Right. Tony Jordan (01:01:33.769) Right. I mean, and I'm not saying that the bigger developers, they don't fight the reforms at least generally. They're just not, they're not at contrary. I think this is, we find this across the whole housing zoning reform spectrum. You know, everyone thinks that it's developer, you know, developers financing this and it's, it's not, it's, I mean, mostly it's not even finance. Most of this work is done by people who care passionately about the place where they live or the, there's the, the future of, you know, for their children. And they're driven by that passion. And we're just all trying, you know, the more we can fund these endeavors, they have a ability to have a larger capacity because not everyone can, you know, can spend their time on these things without being paid. So I think, you know, I think the awareness is getting there, you know, and eventually, you know, I think we'll start to see more resources. put towards this, you know, some of it is just similar to when it took a lot of people. People wanted to see a building work in Portland before they would build more without parking. People want to see this as a viable organizing area. They want to see the successes coming and then, you know, then the, then they'll invest in it. Right. You kind of kind of prove, prove the point first on it when you're doing something a different way. Kevin K (01:02:58.2) Yeah. Well, Tony, this has been great. I really appreciate the conversation. Before we wrap up, I have to know, so how many Don Schupe posters or bobbleheads do you have? Tony Jordan (01:03:10.825) Those things don't really exist, unfortunately. I don't have nearly the collection of parking paraphernalia as I'd like. I've got an Andy Singer cartoon, you know, No Exit, that's about parking that I got. I have a weird poster on my wall here that's of a mural someone did on a garage door in Seattle. It's Jesus. Kevin K (01:03:14.264) I'm out. Tony Jordan (01:03:36.521) trying to find a parking space because there's a church across the street from this person's house and the people would park in their driveway. So they made this mural.

Can your small business afford to miss out on the financial tools that could save you time and money? Join us for an insightful conversation with Serena Shoup, an accomplished CPA turned small business owner, as she breaks down her top recommendations for small business finance management. Serena takes us through the benefits of using Relay, an online banking platform that supports the Profit First methodology, and shows how it seamlessly integrates with popular accounting software like QuickBooks and Xero. Learn why separating your business and personal finances is crucial and how Relay's features can simplify team spending management, providing practical solutions for every small business owner.Ever wondered which accounting software offers the best control mechanisms? In this episode, we explore the critical importance of audit trails and user access controls by comparing Xero and QuickBooks Online. Serena shares how Xero's inability to delete transactions enhances security and oversight, making it a preferred choice for security-conscious business owners. She also delves into the advantages of integrating Google Drive, Xero, and HubDoc to streamline your bookkeeping and document management. From setting up these systems quickly to the benefits of outsourcing bookkeeping tasks, this episode is packed with actionable steps to help you stay organized and maintain peace of mind with your small business finances. Tune in and discover how modern tools can transform your financial processes, making your business run smoother and more efficiently.https://relayfi.com/?referralcode=ShoupCPAhttps://www.xero.com/us/https://www.hubdoc.com/ofcoursebookkeeping.comSerena Shoup | OwnerOf Course Bookkeeping760.440.5102

Momma…you don't have to do it ALL on your own.  In fact…inviting your kids into the kitchen (if this fits within your capacity) has MORE benefits than you might have imagined (the eventual cooking that will be done by NOT you is only one of a very long list!)We want to talk about not only those benefits...but HOW to actually get there and with us today to do that is...Licensed occupational therapist, with over 20 years of experience working with kids ages 3-8 AND more than 17 years in the trenches parenting her OWN children. She has a LONG track record of success supporting parents and their children because she meets parents where they ARE and gives them real help to gain clarity over their challenges and foster better connections with their kids.Getting Kids in the Kitchen (01:33)The Eject Button (06:45)A Helpful Safe Start (08:25)Peaceful Meal Times (14:35)Final Questions (26:50)More from Kelly (33:17)Learn more about Kelly and her programs on her website!You can also listen to HER podcast!Remember sweet mommas,You are doing beautiful work!Find the complete podcast notes on our website.To find The Deliberate Day on Instagram, click here.Looking for items shared in our podcasts?! Here's the Editable Homeschool Clipboard Template Here's our Homeschool Plan Like A Mother Guide! For the 12 Week Planner, click here! (Use code PODCASTMOM for 20% off!) Get your Deliberate Start here! Get your FREE Meal Planning Kit here. For the Favorites List, go here. If you're planning an adventure, you'll find the Ultimate Family Road Trip Guide here.

Assistant Interviews Editor Darby Brown speaks with dancers and choreographers Hope Blackburn and Jacob Shoup of Ekklesia Contemporary Ballet. A transcript of the interview is available here. Hope Blackburn and Jacob Shoup are dancers and choreographers with Ekklesia Contemporary Ballet, a professional dance company of artist-theologians whose goal is to create spaces where art and faith can flourish. Ekklesia's diverse repertory utilizes a full spectrum of emotional and physical vocabulary while addressing issues such as poverty, inequality, and human suffering. --- Send in a voice message: https://podcasters.spotify.com/pod/show/vita-poetica/message Support this podcast: https://podcasters.spotify.com/pod/show/vita-poetica/support

All of us are freelancers for a reason: we want freedom. We also envisioned financial freedom.  We're diving deeper into the bookkeeping, the accounting, and the expenses we can write off so that we are not paying the IRS as much. We're getting credit for running our business because we're already paying a self-employment tax. We might as well take off these additional write-offs so we're not penalized for making more money. But we're doing this so we face our numbers, learn our numbers, and know where we're going. My guest Serena Shoup is a corporate CPA turned bookkeeping business CEO. She's a mentor for other bookkeepers & accountants and a mom of 3. She built her business as a side hustle to motherhood when she left corporate to have her second daughter. She's passionate about helping business owners become CEOs and take control of their money through her company Of Course Bookkeeping and she mentors other bookkeepers and accountants to do the same through her company The Ambitious Bookkeeper®️. Listen in to learn more about taking control of your freelance finances to create greater stability essential steps to safeguard your personal assets and streamline your business operations important guidelines and good money habits key deductions that could potentially save you thousands in taxes each year strategies for standing out in your industry and commanding higher rates for your specialized skills Serena is amazing. She actually does bookkeeping for my business. You're going to learn a lot, and if anything, your takeaway is to be empowered to put your business first and treat it as a real business and not just a hobby.    Sponsored by The Digital Marketer's Workgroup Already doing the work and have clients? But need more clients and a better referral network? This is your chance to get in with a tight-knit freelancer community and be a part of the behind-the-scenes conversations, encouragement, and troubleshooting that we all need when we're working solo. We also have advanced trainings, networking opportunities, and job leads. Apply here for my Digital Marketer's Workgroup   Links Mentioned in the Show I use an AMEX business credit card. I pay my contractors, software subscriptions, conferences, trainings, and Facebook ads and rack up points (I wanna go to Greece) AND create credit for my business/LLC. Apply for an American Express Card with my referral link: https://americanexpress.com/en-us/referral/EMILYR9VBI?XLINK=MYCP With your new Card, you could earn a welcome bonus and your friend could earn a referral bonus. Terms Apply. A must-read for all business owners: Profit First: Transform Your Business from a Cash-Eating Monster to a Money-Making Machine Hardcover by Mike Michalowicz  My CPA recommends Relay Banking for business: https://relayfi.com?referralcode=ShoupCPA It's free and I can have multiple accounts to implement Profit First. I do a hybrid of 3 accounts: Operating Expenses, Taxes, and Profit. It makes transferring money & paying contractors easy. *Serena Shoup's referral link. Hubdoc: all your bills and receipts in one place, you can import all your financial documents & export them into data you can use.   Connect with Serena: Instagram: @coursebookkeeping  Facebook: Of Course Bookkeeping Website: https://www.ofcoursebookkeeping.com/  Podcast: The Ambitious Bookkeeper Freebies: DIY Bookkeeping Guide- Learn the financial tasks every online expert should be performing. KPI Guide- 4 key financial indicators every online expert should be tracking.   Connect with Emily: Facebook Community: Emily's Unicorn Digital Marketing Assistant Lab Instagram: @emilyreaganpr  Facebook: @emilyreaganpr   3 ways we can work together:  Get on the waitlist for the Live Unicorn Digital Marketing Assistant School. My signature course on digital marketing implementation will give you the confidence and teach you HOW to do the work that's in demand and highly marketable. This is the secret weapon to getting booked out. Or get started now with the Self-Study version of UDMA School here. Got the skills but need help getting your digital marketing services business to take off? I've got an advanced tight-knit referral and networking community that can help and I would love for you to apply here for the Digital Marketing Workgroup. You'll get the latest updates and trainings, networking opps and job leads from online business owners who are looking to hire digital marketing implementers and assistants. Looking for a fast way to get your foot in the door with up-to-date skills? Take my 2-hour Quickstart to Facebook Community Management workshop and learn how to help online business owners like course creators and membership site owners manage and engage their community    >>> Download my Top Ten Most Requested Digital Marketing Tasks & Services

Research fellow at the Heritage Foundation Delano Squires joins us to discuss why America seems to be coming apart at the seams. Next, psychotherapist Jill Robin Payne breaks down a recent study which found there are differences in the brains of men versus women. Then pediatric occupational therapist Kelly Shoup explains how bullying can have long term negative effects for children. Finally, we take your calls in open phones across America. Learn more about your ad choices. Visit podcastchoices.com/adchoices

Being a parent has always been difficult. I was a parent of young kids in the nineties, and they both turned out okay and even work with me now. However, the thing that separates me from others is social media. There wasn't a Facebook, Twitter, or Instagram, and you see other parents doing stuff perfectly, and you've got spit up on your shirt and feel inadequate. Here to speak on that today is Kelly Shoup, a pediatric occupational therapist.

Benedict Shoup is a doctoral candidate in systematic theology at the University of Notre Dame. He is currently writing a dissertation on the pneumatology and contemplative methodology—basically, the spiritual theory and practice—of the sixteenth-century Spanish mystic, John of the Cross. I met Benedict this past summer at a conference in Adelaide, Australia, where he gave …

Teague Shoup is a photographer out of Wisconsin now located in the New York area. Starting off in street photography, Teague is currently working to expand his eye for contrast and light into other areas like film BTS and documentary work, even moving into the fashion world as well. In his third year of photography, he hopes to further explore his own vision and create something uniquely and recognizably his own. Takeaways Discovering and developing your own style is an important part of the artistic journey. Film photography can offer a unique and rewarding experience, even for beginners. Taking risks and pursuing passion can lead to fulfilling and meaningful work. The debate on doing work for free is subjective and depends on individual circumstances and opportunities. Compensation in creative work depends on the circumstances and the value of the opportunity. Being selective with opportunities can lead to better experiences and growth. Building a reputation and handling oneself professionally are crucial for success in creative fields. Developing an artistic voice takes time and involves exploring different styles and influences. Continuous exploration and learning are essential for personal and artistic growth. https://www.instagram.com/teagueshoup?igsh=OGpmOWQ4Zm55c2Zx&utm_source=qr --- Support this podcast: https://podcasters.spotify.com/pod/show/thewrongadvicepod/support

Host Dan Wilson is joined by Dr. Dave Shoup a veterinarian by trade and raises hogs with his family in Wayne County. Dave is the Pork Industry Excellence Award Winner for 2024 and discusses the pork industry in the Buckeye State, The Ohio Pork Congress, The Ohio Pork Council and current conditions of the business both nationally and internationally. 

Note: This special Christmas episode originally aired on December 23rd, 2022. We thought it might bring you some holiday cheer again this year. Enjoy. When the red telephone began to ring, Col. Harry Shoup feared the worst. It was 1955, at the height of the Cold War, and Shoup was in the operations center of the Continental Air Defense Command in Colorado. CONAD, as it was known then, stood as the early warning system for a Soviet attack. So the ringing of the red telephone never meant anything good. What happened next launched the now-named North American Aerospace Defense Command, or NORAD, into a decades-long tradition to track Santa and bring joy to children around the world. And it started with a simple act of kindness, a Cold War scare and a youngster hoping to tap into a little Christmas magic. So who runs NORAD, and how do they know so much about Santa? On this episode of Fire Watch, we learn about the decades-long tradition and speak to the service members who track Santa on Christmas. Plus, a special reading of “‘Twas the Night Before Christmas” by the 18th Chairman of the Joint Chiefs of Staff, Gen. (Ret.) Martin Dempsey.

Matt Shoup is a seasoned entrepreneur, professional speaker, coach, and author who has built a successful business from the ground up after being laid off. His perspective on entrepreneurial insights and success strategies, as shared on the Author to Authority podcast, is shaped by his own experiences of overcoming adversity and achieving success. He emphasizes the importance of taking one step at a time, seeking mentorship, celebrating small wins, and maintaining a sense of gratitude. Shoup also highlights the necessity of vulnerability in business, as he believes it fosters deeper connections and ultimately leads to increased sales. Join Kim Thompson-Pinder and Matt Shoup on this episode of the Author to Authority podcast to gain valuable insights into entrepreneurial success strategies.

In this episode of ON CITIES, host Carie Penabad engages in a compelling conversation with Distinguished Professor and author Donald Shoup, exploring the profound impacts of parking on city design. Shoup delves into his three fundamental rules of parking, unveiling the transformative outcomes that emerge when cities embrace his policies. The conversation illuminates how parking reforms may be the easiest, cheapest and fastest way to improve city life, protect the environment and promote social justice. Tune in on Friday, December 8th at 11:00 AM EST, 8:00 AM PST on the Voice American Variety Channel and listen to all previous episodes on Apple iTune, Spotify or your favorite podcast platform. https://www.voiceamerica.com/show/4119/on-cities

In this episode of ON CITIES, host Carie Penabad engages in a compelling conversation with Distinguished Professor and author Donald Shoup, exploring the profound impacts of parking on city design. Shoup delves into his three fundamental rules of parking, unveiling the transformative outcomes that emerge when cities embrace his policies. The conversation illuminates how parking reforms may be the easiest, cheapest and fastest way to improve city life, protect the environment and promote social justice. Tune in on Friday, December 8th at 11:00 AM EST, 8:00 AM PST on the Voice American Variety Channel and listen to all previous episodes on Apple iTune, Spotify or your favorite podcast platform. https://www.voiceamerica.com/show/4119/on-cities

Last time we spoke about the planning for operation Galvanic and the battle of Sattelberg. The Americans were finally going to make their thrust into the central pacific with operation Galvanic. Admiral Raymond Spruance was given command of the Central Pacific Force and began building his war machine. The Americans would be employing a arsenal of new toys to hit the Gilbert Islands. Meanwhile the Japanese did everything they could to fortify the Gilberts, Marshalls and Carolines for the incoming American offensives, they would make them pay with blood for every island. Over in Green Hell the Australians were advancing up the Sattelberg road seizing Green Ridge, Coconut Ridge and other features. General Katagiri was once again on the defensive and it was only a matter of time before Sattelberg was under siege. Today we are going to cover all of this and more! This episode is The Bloody Invasion of the Gilberts Welcome to the Pacific War Podcast Week by Week, I am your dutiful host Craig Watson. But, before we start I want to also remind you this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Perhaps you want to learn more about world war two? Kings and Generals have an assortment of episodes on world war two and much more  so go give them a look over on Youtube. So please subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry for some more history related content, over on my channel, the Pacific War Channel you can find a few videos all the way from the Opium Wars of the 1800's until the end of the Pacific War in 1945.  Last week we went through in depth the planning behind Operation Galvanic. The time had finally come to invade the Gilberts islands. To soften up the islands, carrier-borne airstrikes were made against the Gilberts and Marshalls. One of the major impacts of the raids in September and October was the evacuation of aircraft from Tarawa. Just before the raids there had been three air installations in the 3rd Special Base Force area; two airfields at Nauru and one at Tara, with a seaplane base at Makin. One of the duties assigned to these installations was to maintain patrols in the southeast corner of the Central Pacific. Patrols from Nauru covered the area south of the island, patrols from Kain covered the east and patrols from Tarawa the southeast between the other two. Yet after the removal of so many aircraft from Tarawa, now Makin had to assume full responsibility for patrolling the Gilberts area. By November there were only four amphibious reconnaissance planes left at Makin and even worse they had the dual mission of reconnaissance and anti-submarine patrol. Thus in other words there were not enough eyes on lookout. On November 10th, Admiral Spruance led out his Central Pacific force from Hawaii enroute for Tarawa aboard his flagship the heavy cruises Indianapolis. The Northern attack force, northern carrier group and interceptor carrier group all departed from the Hawaiian islands simultaneously, but they would not be traveling together. The two carrier groups moved in a parallel course followed by the Northern attack force at around 300 miles to their northwest. The two routes of approach would change around 800 miles east of the Gilberts with the Northern attack force turning to meet them. As the force made its way, Spruance warned “If … a major portion of the Japanese fleet were to attempt to interfere with Galvanic, it is obvious that the defeat of the enemy fleet would at once become paramount … the destruction of a considerable portion of the Japanese naval strength would … go far towards winning the war …” Even within the Navy there were critics of Operation Galvanic. While Spruance was taking the 5th fleet along with 30,000 marines, Vice Admiral John Towers grumbled “Spruance wants a sledgehammer to drive a tack.” The battle for Tarawa would be one of the most controversial engagements of the Pacific war.  Over at Efate, Admiral Hill's Southern force departed on November 13th to rendezvous with Turner by the 18th. On November 15th, the Relief carrier force consisting of two carriers, 3 cruisers and 4 destroyers departed Espirtu Santo and the New Hebrides. They were a last minute add-on, heading towards Nauru. Thus the southern carrier group and southern attack force moved parallel to another to rendezvous with the rest by the 18th. During the two days before the landings, both the navy and army aircraft delivered last minute airstrikes. At 3am on the 18th, Admiral Pownalls task force launched 18 fighters, followed 3 hour later by 20 more fighters then at intervals of 2-3 hours, dive bombers, torpedo bombers and more fighters. All day long these aircraft strafed and bombed Nauru. By the end of the day, 90 tons of bombs had been dropped. The pilots claimed the installations on the island were in ruins, a Japanese ship was a burning wreck and 3-4 medium bombers were destroyed on the ground. The next day saw the same carrier attack with the help of land based planes from the 7th air force bombers. The airfields on Nauru were hit, shipping as well and Nauru was thought to be neutralized. On the 19th, the interceptor carrier group of Admiral Pownalls task force launched a series of air strikes against Jaluit and Mille. Over 130 tons of bombs were dropped on them. Power stations at both atolls were destroyed, hangers burned down, buildings in ruins. The runways looked unserviceable at Mille and 3 vessels in her lagoon were heavily damaged, alongside 7 grounded aircraft destroyed. On that same day, 19 b-24's from Nukufetau and Funafuti dropped 10 tons of bombs on Tarawa causing fires and damaging her airfields. 12 more B-24s from Nanomea dropped 23 tons of bombs on Makin. Aircraft from the Northern and southern carrier groups added 95 tons of bombs on Makin and 69 tons on Betio island. One enemy plane was shot down and 3 were hit on the ground near Tarawa. Before noon on the 19th, Southern Carrier groups cruisers destroyers moved in closer to Tarawa to bombard the ground forces between the air strikes. One of the most important effects of the heavy air raids was getting the Japanese to waste a considerable amount of their ammunition against the aircraft. At Tarawa the Japanese expended an estimated 1437 rounds of 127mm AA, 1312 75mm, 51160 13mm, 46 8 inch and 104 14cm ammunition. At Makin it was perhaps nearly 10,000 rounds of 13mm. The loss of the 13mm machine gun ammunition would hurt the Japanese particularly hard since it was the base weapon for the ground defenses. Shortly before 11:30pm on the 19th the convoy entered the 17 mile wide channel between Maiana and Tarawa Atolls. The ships assumed positions west of Betio. Transports took up their debarkation positions and fire support ships moved into shore for another massive bombardment.  At dawn on 20 November, the USS Maryland and Colorado, sister dreadnoughts from  World War I of the Colorado Class, laid down a barrage of fire upon the defenders of Betio. It provided a measure of revenge for the USS Maryland, which had been damaged during the attack on Pearl Harbor. Their combined fire power of sixteen 16-inch guns was able to quickly knock out three of the four 8-inch guns defending Betio both from the lagoon-side to the north and the open sea to the south and west. A fortunate hit on one of the Japanese guns' ordnance stores sent up a massive fireball. Rear Admiral Howard Kingman, responsible for planning the bombardment of Tarawa, would tell the press aboard his ship, “Gentlemen, it is not our intention to wreck the island. We do not intend to destroy it. Gentlemen … we will obliterate it.” The air and naval barrage of the island would last 3 hours. Aboard the USS Ashland an officer boasted “They'll [the Marines] go in standing up. There aren't fifty Japs left alive on the island.” Lt Colonel Herbert Amey leading the 2nd battalion, 2nd marines boasted to his staff “As we hit the beach the planes will be strafing very close in front of you to keep the Nips down until you get in there and knock off what's left of them. I think we ought to have every Jap off the island—the live ones —by the night of D-Day.” Despite the incredible firepower, Colonel David Shoup leading the assault troops shared some concerns with Robert Sherrod working for the Time and Life magazine “What worries me more than anything is that our boats may not be able to get over that coral shelf that sticks out about 500 yards. We may have to wade in.” Colonel ‘Red Mike' Edsons went on to say of the upcoming battle “The enemy must endeavor to hold it and make sure its capture is as costly to us as possible. This will be the first attempt to defend an atoll … as it is our endeavor at seizing one.”  Before dawn the Marines woke up to a last meal of steak and eggs with fried potatoes and coffee. They all gave a final check of their combat kits, their M-1 Garand's, bayonets, 3 days of rations, water, the bedding, grenades, 125 bullets, gas masks, toiletry items, 3 pairs of socks and underwear, their entrenching tool, first aid kits and the most important item, their cigarettes. As the marines moved to their debarkation stations, military chaplains passed through the troops offering last minute homilies. “God Bless you—and go out there and bring glory to our Corps,” . Father Francis Kelley from Philadelphia and veteran of Guadalcanal ended his service with, “God Bless you and God have mercy on the Japanese.” At 6:03am the transports began lowering their boats. At 6:15am the carrier borne Hellcat fighters, Avenger and Dauntless from the USS Essex and Bunker Hill began to strafed and bomb the western beaches. At 6:40 the aircraft began departing as the battleships, cruisers and destroyers opened fire. The damage from the aerial and naval bombardments was considerable. In the immediate region of the main beaches and eastward side, little real damage was inflicted. Coconut trees, native hurts and dummy gun positions took a lot of the hits. In the area of the west tank barrier, neither the ditches nor log barricades took much damage. Just east of the main tank trap was a trench system running to the beach, this area was smashed up pretty good. One trench received a direct hit from a 2000-pound bomb which, in the words of Admiral Turner, "considerably scrambled the trench, Japs and trees for some distance." 62 enemy dead were later counted in this one area, most of whom were the victims of a combination of concussion and air bursts. In the area south of Yellow Beach and east to the East Tank Barrier all buildings were reported destroyed. Three 80-mm. antiaircraft positions at the base of King's Wharf and two light tanks revetted to act as pillboxes were severely damaged. 41 enemy dead were counted, of whom 25 were apparently killed by concussion from heavy bombs. At 8:25 the naval bombardment ended and more aircraft came in strafing. While the aircraft strafed, the 165th regiment began loading onto LCVPS and amphibian tractors carried men of the 105th regiment. At 8:15 the tractors started to head for the beach while firing rockets and machine guns against what they assumed were enemy positions. At 8:31 the tractors hit the beach and the men began to scramble ashore. Beach red 1 and 2 were quickly occupied forming the first beachhead. Following the tractors were the first three waves of landing craft at about 5 minute intervals. They were met with unfriendly studded reefs and coral boulders about 40 yards offshore. Some of the landing craft were unable to slip past the larger boulders, some were broached, stranded or forced to pull back out to sea. The failures of these landings would lead Rear Admiral Richmond Turner to create the Underwater Demolition Teams (UDT) a precursor to the US Navy Seals. The tanks were waterproofed for the landings, and managed to roll off the ramps into water.  The men struggled in swells sometimes over their heads and sought cover at the edge of the beach. At best, only three boats could be landed at one time, and the fifth wave was not able to get ashore until 10:00, over an hour behind schedule. Facing the marines was 798 men led by Lt Seizo Ishikawa, the commander of the 3rd Special Base force Makin detachment. 284 of his men were from his detachment, alongside them were 100 air personnel, 138 men from the 11th construction unit and 276 men of the 4th fleet construction department detachment made up mostly of Korean laborers. They had established 3 defensive areas. The aviation personnel took up the east, the 3rd special base men the middle and the Korean laborers the west. Thus only 284 combat troops with the rest being support staff would face the onslaught. Ishikawa had established a perimeter defense around the seaplane base on the lagoon shore. They had three dual purpose 8cm guns at King's wharf with a few machine guns. Running from the lagoon to the beach were two anti tank barriers. They were wide ditches with coconut log barriers going around 13 feet wide and 5 feet deep. Numerous anti tank guns were around them, behind were concrete pillboxes, machine gun positions, rifle pits and trenches. There were also trip wires with booby traps laid everywhere someone might creep up. Luckily for General Smith, Ishikawa's defensive positions were between the two tank barriers as the Japanese had predicted the invasion of the island would be made there. Over on Betio island were 4836 men led by Admiral Keiji Shibazaki. 1122 men were from the 3rd special base force, 1247 from the 111th construction unit, 970 of the 4th fleet construction department detachment and 1497 Sasebo 7th SNLF. The Sasebo 7th were known as the Rikusentai, elite marine paratroopers modeled on the German Luftwaffe paratroop brigades. During the Pacific war, 50,0000 Rikusentai troops were deployed. They work dark green uniforms modeled on the German paratrooper counterpart, dark-brown belts and harnesses with white anchor patches. Recruits were forced to learn by heart Emperor Meiji's 1882 Imperial rescript to soldiers. The war song Umi Yukaba was also their prophetic line “Across the sea, corpses in the water … I shall die for the Emperor.” As Marine historian, Colonel Joseph Alexander concluded in his work, Utmost Savagery, three days of Tarawa in 1995 “American expeditionary forces would not encounter a more sophisticated series of defensive positions on any subsequent island until they reached Iwo Jima in 1945. Yard for yard, Betio was the toughest fortified position the Marines would ever face.” The Americans were about to see Japan's “water edge” strategy. The directive was simply “concentrate all fires on the enemy's landing point and destroy him at the water's edge.” Rear Admiral Keiji Shibazai was an aggressive young officer who demanded his troops build defenses to “withstand assault by a million men for a hundred years.” Yet it was his predecessor Rear Admiral Sichero who had 50 pillboxes and bunkers constructed across an island that was just 800 yards at its widest points and two miles in length. Shibazaki added kettle mines to impede landing boats or direct them to his kill zones. Double barbed wire fences were dug into coral shallows encircling the island 50 to 100 yards from the shore. Yet as noted by Warrant Officer Kiyosha Ota the only Japanese officer to survive the battle for Tarawa, rear admiral Shibazaki could not get a cargo ship to bring over cement and steel to reinforce to build his planned 4500 tetrahedrons to surrounded the island nor reinforce countless pillboxes. Nonetheless Betio was bristling with a armada of guns. Betio held 4 8 inch guns, 4 14cm, 4 12.7cm, 6 8cm, 10 75mm mountain guns, 6 70mm howitzers, 8 7cm dual purpose guns, 9 37mm field guns, 27 12mm guns, 4 13 mm guns and 7 tanks with 37mm guns. Betio was a fortress full of steel, concrete and coconut log emplacements, the entire island was organized for battle. Within their defensive positions the Japanese had bombproof ammunition and personnel shelters in depth. The allies would be facing beach guns, anti-tank ditches, beach barrices, numerous obstacles and booby traps. Tarawa would be the most heavily defended atoll ever invaded by allied forces in the Pacific.  H hour, the landing of the first wave had been scheduled for 8am on November 20th, but Admiral Hill's transports had run into some problems. They arrived to the scene around 5:50am and began lowering their boats, but it turned out they were too far south and in range of the enemy's coastal guns. The Japanese opened fire on them forcing them back to the designated positions at the lagoon entrance. American warships meanwhile began bombarding the Japanese coastal guns and positions. The airstrikes arrived a bit late to the scene to add their payloads to the mix. Meanwhile two minesweepers the Pursuit and Requisite and two destroyers, Ringgold and Dashiell fought their way into the Tarawa lagoon to sweep for mines. The Japanese coastal guns fired upon them, seeing Ringgold suffering moderate damage from 5 inch gunfire. The choppy seas delayed the arrival of the amphibian tractors, thus H hour was moved to 9am. In the meantime at least one 8 inch coastal gun and two 120mm anti-aircraft batteries had been neutralized by the naval gunfire, and just about everything above ground or in open pits, like personnel, bombs, trucks and munitions were mostly likely destroyed. The camouflage screens over dugouts were wiped away and Shibasaki's network of telephone wire, most laid above ground was obliterated, thus his system of communication was paralyzed. Despite all of this the damage was not nearly enough. Along the beaches were rows of pillboxes, some concrete, steel and coconut made. At Red beaches 2 and 3 there were at least 5 machine guns pointing towards where the troops would land over a reef towards the shore. As Admiral Hill put it, "that was five too many."  By 8:55am the tractors were still late, but Hill ceased all naval gunfire anyway allowing them to begin their approach. The volume of intensity of fire grew as the boats motored in towards the landing beaches. Shibasaki's 75mm field guns and 37mm anti-tank guns were positioned perfectly to hit the incoming boats. Neither the amtracs nor the Higgin boats had enough armor to stop the shells. William Rogal's boat took a 37mm shell to her bow and Rogal recalled “the force of the explosion threw his body to the rear of the amtrac, showering everyone on the port side with blood and brains.” As Lt Lillibridges boat came under similar fire, the shells pierced their starboard and port sides simultaneously forcing the men to toss themselves on the flat bottom. Light mortars showered them all sending shrapnel into several marines. Most of the first wave boats headed towards Red beach 1, in a cove tucked between the pier and northwestern point of the island. The approached to red beach 1 held a significant amount of crossfire by weapons of various calibers. The men began to hit the beach at 9:10am. Landing ashore was the 3rd battalion, 2nd marines who were met with tremendous fire. The marines quickly ran into a log barricade. Some of their tractors were smashed up and burning dead in the water. If those inside them were still alive they climbed over the sides to try and wade ashore. The vehicles that made it onto land soon were halted by the log barricade seen marines jump over under machine gun fire. K Company took so many casualties they were unable to move past the log barricade and now had to lie in an exposed area under constant fire. By 11am K company would push a few men over the coconut barrier, but by this point the two leading companies had suffered 50% casualty rates. Reserve company L led by Major Michael P Ryan were just landing to the east and would lose 35% of their strength before even touching the each. A platoon of M4 Shermans attached to the 3rd battalion were tossed into the water but 4 of them got stuck in potholes in the coral reef and drowned out, only 2 tanks actually made it to the beach. Meanwhile at 9:22 the 2nd battalion, 2nd marines also landed in chaos and confusion at Red Beach 2. Company F was to hit the left while company E took the right and company G would act in support. Similar to Red Beach 1, a 4 foot high log barricade had been constructed to form a sea wall. Most of the barricade lay 20 yards from the waters edge, leaving a narrow open strip of deep coral sand for the marines to traverse. Numerous pillboxes and shelters lay around the barricade in intervals. Rogal's amtrac headed to Red beach 2 through mortar bursts that showered his men with shrapnel. When the boat grounded on the sand Rogal shouted “Lets go!” and the men went over the side through machine gun fire. Rogal rushed forward and could see above the seawall to the left a machine gun emplacement, it was one of the major strong points and it would kill roughly 300 marines that day. The amtracs drove onto the beaches and lowered their ramps with most of the first wave units making it to the seawall providing some shield from enemy fire. However going any further was near suicide, a few brave souls climbed over and were shot or wounded. Men sat crouched around the wall with their heads down waiting for tanks and air support. The volume of Japanese mortar, artillery and automatic fire was tremendous. F company was decimated, but managed to grab the left half of the beach near the pier, digging in on the coral sand. E Company suffered heavy casualties and the reserve G company landed in the center and immediately pinned down. As the men were huddled along the coconut barrier they began systematically eliminating enemy positions that jutted out onto the beach. Further to the east, at 9;17am the 2nd battalion, 8th marines of Major Henry Crowe began landing at red beach 3. They were backed up by 4 medium tanks of the 2nd tank battalion, 3 of the tanks would be put out of action within 2 hours. The marines at red beach 3 enjoyed more success than the other thanks to additional naval bombardment support that had lasted just until 7 minutes of their landing. They suffered just 25 casualties as the rapidly burst through the coconut barricade by driving LVTs through it. Company E led the way continuing as far inland as the triangle formed by the main airstrip and taxiways.    Colonel David Shoups 2nd marines were in dire trouble at Red Beach 2 and had to commit the reserve 1st battalion who landed there and were ordered to work their way west towards red beach 1in the hopes of aiding the 3rd battalion. By 11am, two companies in amphibious tractors came over and suffered the same fire that had decimated the other waves, but managed to get their men ashore. When General Smith heard about Shoups call for reinforcements he also sent the reserve 3rd battalion, 8th marines to relief their right flank. Boated over in LCVPs, the battalion were halted by the reef line and forced to wade ashore under heavy fire during the afternoon. Supply barges were unable to reach the beaches, forcing the reserve troops to carry the most vital supplies. Colonel Shoup had radioed the transported intermittently throughout the day asking for more ammunition ,water and medical supplies, but these calls just caused more confusion amongst the shipping. The transport commanders had been tossing boat after boat carrying supplies, but they had no real picture of the situation between their boats and the beach. Captain Henry Knowles would end up sending Major Ben Weatherwax ashore just to determine what the supply situation was. It would literally take until dawn to get a complete picture, that picture being that Shoup had received virtually none of the supplies supposed to be dispatched to him. Additionally two M4 shermans were brought up to help the battered 3rd battalion, 2nd marines who were driving across the island towards the south shore. The marines hit shelter to shelter making steady progress. The tanks got within 300 yards of the south shore when 40mm gunfire knocked them both out. The progress allowed Major Michael Ryan to discover that part of Green Beach, on the western coast of Betio was available for landing reserves. Unable to relay this to Shoup, he ultimately had to pull out and dig in to form a defensive position. While the Americans were suffering communication problems, the Japanese had a much worse one. The naval bombardment had destroyed their communications lines to the Japanese HQ, preventing Rear Admiral Shibazaki to lead, but that problem was soon solved. It was solved when a 5 inch air burst shell fired from either RInggold or Dashiell hit his HQ killing him and all the senior officers. The last message Shibazaki received before his death was from Emperor Hirohito “you have all fought gallantly. May you continue to fight to the death. Banzai”. Shibazaki had planned to launch a counterattack, but now his forces were for the first critical two days of the battle leaderless, demoralized and uncoordinated.  Concurrently the 8th marines were fighting to hold the triangle position they acquired under heavy attacks from the Japanese. F Company was in a brutal fight around the Burns-Philp Wharf facing a Japanese counterattack supported by tanks. The buildings were all ablaze as tanks and flamethrowers were firing upon everything they could. By nightfall the Japanese counterattack failed. To their right Shoups 2nd marines were unable to organize a proper attack because their forces were all over the place. They held a pinned down toehold around the beach, but many units had penetrated some 125 yards inland and no pockets were fighting all over. Throughout the night, men were frantically carrying supplies ashore, but few supplies were actually reaching the beaches. There was an enormous failure in communications. Aboard the USS Maryland, the only information General Julian Smith was receiving came from reports of observers in planes, intercepted radio messages and a few direct reports from Colonel Shoup. By 1:43pm Smith ordered General Hermle to go to the end of the pier and get an estimation of the situation ashore. At 3:10 Hermle tried the best he could to relay the information but couldn't get through. Hermle recommended the 1st battalion, 8th marines be committed to Red Beach 2, but this message never made it to Smith. Meanwhile Smith ordered Hermle to take command of the troops ashore, but this message never reached him. At 4:25 Smith ordered Colonel Hall, command of the 8th marines to land on the eastern beaches, but he also never received the message so most of his men spent the night floating. Luckily by 8:19pm Colonel Hall received a message and landed at Red Beach 2, whereupon he didn't receive any further orders. Over at Makin, Admiral Turner landed the 1st and 3rd battalions, 165th regiment. General Ralph Smiths plan called for the rapid capture of Flink point and Ukiangong Point, along with the occupation of the area east of Red Beaches to the first beachhead line around 1300 yards inland. The 1st battalion would hit Flink Point and the left half of the beachhead line. The 3rd battalion would hit Ukiangong village and Point and was responsible for the right half of the beachhead line. The 1st battalion advanced, overcoming some barbed wire, log barricades and an undefended observation tower. The3rd battalion made equal progress finding little resistance. By 10:30am the beachhead line was secured, Company A and Detachment Y had been dispatched northward to occupy Flink Point, L company with Detachment X were turning south to take Ukiengong Village and to clear the point beyond it. General SMith expected some resistance at Ukiangong, but it with the point were taken unopposed. Therefor Smith elected to establish artillery positions there. Flink Point was taken by 12:40, marking the operation quite an easy success. After receiving word at 8am that the Kotabu detachment had taken the island without opposition, Turner decided to go ahead with the landings on Yellow Beach. At 10:05am the landing forces advances towards Yellow Beach. The destroyers MacDonough and Phelps began a bombardment using their 5 inch guns. The first wave of 16 amphibian tractors began approaching as they fired rockets against the beach. Following up would in a minute was the second wave of 8 LCMS carrying medium tanks, followed two minutes later by the third wave, 7 LCMs carrying medium tanks, then another 2 minutes after was the fourth wave carrying two LCVPS with troops and 4 LCMS with light tanks. The next four waves would consist of LCVPS carrying the bulk of the assault troops and a bulldozer. At 10:25 the tractors were around 600 yards off the beach when the two destroyers ceased their firing to allow a last minute strafing run by carrier planes. As the approached, the men in the tractors crouched low to avoid the rain of bullets that began at around 500 yards. At 10:41 they hit the beaches and one amphtrack ran up the seaplane ramp on Kings Wharf. Enemy shellfire struck two amphtracks killing 5 men and wounding 12. One lone tractor lost control and drove straight across the island toward the ocean shore, directly through the main Japanese defenses. It ended up in a shell crater with two of its crew killed by enemy machine gun fire, but the others managed to jump into the brush. Upon jumping out of their tractors the Americans made their way inland by crawling along the western slope of the causeway. The pier was captured quickly, Detachment Z then divided into two groups, one to take King's Wharf, the other On Chong's Wharf. Kings Wharf was taken unopposed, but On Chong's Wharf would offer some tough resistance. The 105th regiment fought their way through dugouts and bomb proof shelters to get to the Wharf by dusk. They then began mass throwing grenades into the Wharf emplacements killing many Japanese. 35 Prisoners would soon be captured and by noon On Chong's Wharf was secured. Back over at the beach, 15 medium tanks landed on the beach with two becoming stuck in shell holes in the reef. The other tanks split up advancing east and west against the two tank barriers. Unfortunately they were not very well coordinated and began operating independently. Behind the tanks was the 2nd battalion, 165th regiment whose LCVPS grounded themselves on the reef. The landing troops had little to no opportunity to locate the incessant fire being poured upon them from the right flank. At the offset they believed the fire was coming from two battered and scuttled hulks resting near On Chong's Wharf. Their first effort to knock these out was made by a LCVP commanded by Joseph Kasper. The boat mounted three of its guns on the starboard side and ran for the hulks while firing all at once. Kasper was fatally wounded during the run and one of the guns jammed. The incessant fire was halting the men so at 11:25 and 12:50 carrier planes bombed and strafed the hulks. Alongside this the destroyer Dewey bombarded them scoring numerous hits, but by 12:07 was ordered to cease fire because a few hits hit friendlys. Finally at 12:57 Major Dennis Claire ordered a stop to the bombardments so he could lead E company to hit the eastern tank barrier. They met light resistance until they came to the area of Kings Wharf. There they ran into concealed pillboxes that would halt their advance for over 4 hours. The men tried rifle grenades, bazookas, artillery barrages, but the pillboxes kept returning fire. Then they tried a daring encirclement maneuver under artillery support. The men crawled and crept in a wide circle reaching the pill boxes 40 yards or so away. They attempted to use flamethrowers, but the defenders still fired back. Then some engineers brought over TNT which was tossed into the pillboxes and exploded just before some light tanks rolled up to fire using 37mm rounds. By 4pm the pill boxes finally ceased firing, 8 Americans had been killed taking them. E company advanced a bit before digging in for the night. F Company advanced across the atoll west to attack the west tank barrier. They did not encounter resistance, excluding the incredibly difficult jungle. By noon the reached the ocean shore where they reorganized their lines and made their way south alongside 5 Sherman tanks to assault the west tank barrier. F Company and the tanks ran into a tanktrap with underground shelters full of Japanese defenders. Some labor troops were also there armed with knives and a few rifles. F Company proceeded to use TNT pole charges to blow up the shelters and flame throwers which quickly became the preferred weapon to face Japanese underground defenses. During the fight F Company had 8 deaths and 6 wounded. By 1:30pm they reached the barrier. The 3rd Platoon of F Company were attacking a section due south of On Chong's Wharf where an enemy air raid shelter was. The shelter was around 30 feet long with blast proof entrances on either side. When they tossed hand grenades into the shelter the grenades were tossed right back at them. A sherman tank came up and started firing 75mm shells, but had no success. Then a flamethrower unit crept up and tried to fire, but the equipment was soaked from the landing and was not functioning. Thus they resorted to a TNT pole charge. The explosion did not collapse the shelter, but it killed all 12 Japanese inside it. Meanwhile countless units were dealing with machine gun positions aided by 3 shermans. The tanks gradually pierced the barrier and proceeded.  Meanwhile the 1st battalion was advancing from the west passing Joan Lake by 2pm. From there they ran into some strong machine gun posts 150 yards west of the barrier. B Company of the 1st battalion rushed over to help F company from the east side of the west tank barrier. At this point the regimental commander, Colonel Conroy had taken a shot to the head and was dead leaving Lt Colonel Gerard Kelley, the commander of the 1st battalion in charge. Kelley's first orders were for C company to bypass the pocket in the front, while A company would reinforce B company. The Japanese defenders were now trapped in the center being gradually eliminated by the 4 shermans. By 5:55pm F Company finally destroyed the last of the enemy in the center of the line and contact was made between the two battalions.  After suffering 25 deaths and 62 wounded, the 27th division had gained a good foothold on Butaritari; the West Tank Barrier had been reduced; but the enemy forces in the east still needed to be cleared. The night was a very uncomfortable one. Japanese snipers harassed the Americans the entire time; Japanese infiltrators were up to their old tricks calling out in english, throwing firecrackers and trying to jump into foxholes with knives in hand. Trigger happy Americans fired away indiscriminately, causing chaos. A man of the 152nd engineered ran along the lagoon shore at daybreak from the direction of On Chong's Wharf toward the 2nd battalions command post screaming “theres a hundred and fifty Japs in the trees!”. This caused a wave of hysteria. That morning Kelley ordered his 1st battalion to clear the remaining enemy pockets west of the barrier while the rear of the west tank barrier area was finally mopped up. To the east an air bombardment smashed the area before the eastward advance commenced. Supported by 10 shermans the Americans advanced slowly against stiff resistance, successfully overran every enemy position. Between 12-2pm they were fighting through one of the most heavily defended areas on the island. Machine gun emplacements supported by rifle pits with double apron barbed wire running back and forth were everywhere they looked. By 5pm they advanced 1000 yards at the cost of 18 deaths and 15 wounded. The next day starting at 6am the 3rd battalion advanced along the island highway towards Yellow Beach. As they reached Yellow Beach 13 medium and light tanks with some engineers fell in line with them and together they advanced towards Ukiangong Point. At 7am artillery bombarded Ukiangong Point, first targeting the east tank barrier. Until 8:20 the artillery fired nearly 900 rounds then the 3rd battalion began their assault upon forward defenses that had been abandoned during the night. By 9;15 the men seized the first 250 yards meeting only light resistance, after that it became fierce fighting. Meanwhile two detachments of the 105th regiment led by Major Herzog were dispatched to cut off the Japanese line of retreat. They performed an amphibious encirclement maneuver going through the lagoon. The men embarked on 6 LVTS and made a 3 mile dash across the lagoon to the northeastern point where they met up with friendly natives who notified them the Japanese were fleeing eastward across the reef to Kuma. They quickly seized Kuma and now the enemy on Butaritari was entirely cut off from their retreat. With artillery and tank support the 3rd battalion managed attacked the Stone Pier area. The tank commanders had learnt many lessons over the past two days and began using their big guns to reduce buildings ahead of them to infantry could toss grenades into the smaller shelters. Tank-infantry tactics were literally being developed ad hoc as the men learnt first hand lessons of war. Tanks opened up with 75mm shells knocking shelters and infantry stormed them with grenades. Soon the Stone Pier area was clear and now they began striking the east tank barrier. The east tank barrier was more heavily fortified than its western counterpart, yet the Japanese abandoned the barrier during the night. Only a few dead Japanese would be found, killed by earlier bombardments. The 3rd battalion continued past the barrier linking up with A company by 1:30pm finding no sign of the enemy. Together they advanced 2100 yards beyond the narrow neck of the island and dug in for the night. Each company created a separate defensive perimeter stretching across the width of the island in a line of about 300 yards in length. It was not long during the night when the Japanese got up to their old tricks. Following behind a group of friendly native guides, a group of Japanese infiltrators approached limiting the cries of babies. The ruse was recognized by a member of the engineer detachment who opened fire immediately killing 10 Japanese. For the rest of the night there was intermittent fire fights as infiltrators continuously attacked. The Japanese began to yell and sing songs, many sounding quite drunk.  It was not just there the Japanese attacked, over on Kuma Island at around midnight 10 Japanese attacked the defense line set up by Major Bradt's men. Although certainly shaken by the night terror, over 60 Japanese would be killed by the morning of the 23rd. This nearly wiped out the remaining survivors allowing the Americans to have firm control over Makin.  The Americans suffered 58 deaths, 152 wounded on Makin while the Japanese lost perhaps 800 men and the Americans captured 105 POW's. The Americans had held an unbelievable superiority during this battle. The ratio of American combat casualties to those of the Japanese though was remarkably high. With the battle concluded, most of the 27th division departed Makin on the 24th leaving Colonel CLesen Tenney to lead garrison forces. Tragedy hit that morning when the escort carrier Liscome Bay was sunk by the I-175 who had been hunting around Makin since the arrival of the Americans. This left the death toll at Makin 644, including Rear Admiral Henry Mullinnix. Back on Tarawa the marines were surprised the Japanese did not launch a major counterattack during the first night which was their typical strategy. General Smith landed his reserve 1st battalion, 8th marines on Red Beach 2, but they took some heavy casualties for this. Many of the men wading ashore were fired upon creating a scene of carnage. In central Betio Colonel Shoups marines unleashed a devastating artillery bombardment using delay fuzes in order to penetrate coral and log shelters to hit enemy positions around the triangle. A line just short of the taxiway on the airfield had formed, as the 1st battalion began to drive towards the south shore of Betio. The 1st battalion, 8th marines launched an attack against a strong defensive position at a juncture on the two right hand beaches to try and reestablish contact with the 3rd battalion 2nd marines. Other units of drove all the way across the island to secure Green Beach. The 8th marines were unable to make any progress against the strong Japanese positions. The major success of the day would be landing the reserve 1st and 2nd battalions, 6th marines at Green Beach and Bairiki island by the afternoon facing no opposition.  At this point Colonel Edson landed at Red Beach 2 and took command of the marine forces until General Smith landed. Colonel Edson spent his first night consulting with Shoup and Hall before ordering a coordinated attack the following morning. Edson noted, until then air and naval gunfire had been ineffective because they did not have acute knowledge of american and enemy positions. So Edson ordered spotters to get a better picture of the area and for the 2nd battalion, 10th marines artillery to come over. The next morning the 10th marines began an artillery bombardment to aid the attack. At 8am the 1st battalion, 6th marines advance eastwards down a narrow hundred yard strip of heavily fortified ground between the airfield and south shore. They rapidly progressed and by 11:00a would reach an area held by the 1st battalion, 2nd marines. It was estimated they killed 250 Japanese during this action. After completing this action new orders were issued to continue the advance east to the end of the airfield. They began advancing at 1pm and hit strong resistance. It would take until the late afternoon to clear the way over. During the afternoon the 3rd battalion, 6th marines landed at Green Beach and began advancing up the rear to aid in the assault. Elsewhere on Betio the 8th marines were making progress reducing the strong Burns-Philp Wharf position. The 18th marine engineers helped explode portions of steel pillboxes to let their colleagues storm them. One of the positions was a large blockhouse and when captured suddenly a large Japanese counterattack emerged to retake it. The 1st battalion, 8th marines on the western beaches proceeded slowly with fighting going on well into the night. Colonel Maurice Holmes 6th marines then relieved the 8th marines on the frontlines. By nightfall on the third day of the battle, the Americans now possessed all of the western end of Betio, going as far east as the eastern end of the airfield, except for some pockets between Red Beach 1 and 2. General Julian Smith finally came ashore on Green Beach just before noon assuming command. Despite the substantial gains, it was estimated that at least 5 more days of heavy fighting remaining before Betio was subdued. Smith gave Holmes the command for the final drive to the eastern tip of Betio. With the new daunting task at hand, Colonel Holmes prepared his forces for the brutal final drive, when all of a sudden 50 Japanese launched a counterattack. By the night of the 22nd, most of the remaining Japanese, roughly 1000 men were squeezed on the eastern narrow tail of the island. At 7:30 a group of 50 Japanese began attacking American positions recently just established. The 1st battalion, 6th marines had just assumed responsibility for the whole cross island line and the Japanese managed to find a small gap in the line. The Japanese used grenades and bayonets trying to break through, but the Americans were able to quickly encircle and annihilate them. Thus the Japanese were forced to launch a second probing attack later that night bringing their artillery 75 yards near the Marine front lines in an effort to screen their charges. The second attack was a two pronged movement hitting B company on the right and A company on the left. Both Japanese groups were obliterated in what became a wild frenzy of hand to hand fighting. Then after this the heaviest counterattack was launched at around 3am. The Japanese made a frontal assault for over an hour. 300 Japanese troops hit both A and B companies and like their other comrades were obliterated come the morning. These three attacks were in effect banzai charges, last ditch efforts to break the Americans, it cost the entire Japanese garrison. Holmes plans would be unnecessary to reach the eastern tip of Betio island as little opposition was found. By 10am the 1st battalion, 8th marines and 3rd battalion 2nd marines joined together to form a semicircular attack upon the last enemy pocket. They were supported by 75mm guns that unleashed carnage upon the pillboxes before marines grabbed prisoners through burst open holes from their shelters. Tarawa saw an estimated 4690 Japanese and Korean killed, with 17 Japanese and 129 Koreans POWs captured. The Marines suffered 1009 deaths, 2101 wounded and 191 missing in action. Vandegrift would tell the New York Times on December 27th "Tarawa was an assault from beginning to end. We must steel ourselves now to pay that price". November 24th would see the rest of the Tarawa atoll get mopped up and by the 29th, Abaiang, Marakei and the Maiana atolls were occupied. On the 21st the 5th amphibious corp reconnaissance company landed on Apamama under naval gunfire support from their submarine and escorting destroyer. They would encounter resistance from 23 Japanese whom they neutralized by the next day. With this Operation Galvanic has successfully been accomplished. The operation as we will see in the future weeks provided dire lessons to the allies about what the rest of the war would look like. As Vandegrift would later remark “Tarawa was the first example in history of a sea-borne assault against a heavily defended coral atoll … In the final analysis … success at Tarawa depended upon the discipline, courage, and fighting ability of the individual Marine. Seldom has anyone been called upon to fight a battle under more difficult circumstances.” It was under these circumstances, where the de facto practice of taking no prisoners would easily become the norm. The Japanese soldiers were faking deaths, hiding grenades to take allied men down with them. Suicide attacks were increasing exponentially. Thus the age of phrase would be adopted by the marines “shoot first and ask questions later”. I would like to take this time to remind you all that this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Please go subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry after that, give my personal channel a look over at The Pacific War Channel at Youtube, it would mean a lot to me. Operation Galvanic had finally been accomplished. It cost countless lives and would be one of the major bitter lessons learnt by the Americans during the Pacific War. The enemy was going to defend every single inch of their territory until the last man. Would America have the stomach to drive it home? 

To start I would like to issue a trigger warning. In this conversation we do discuss sexual assault and violent crime. If these are triggers for you please feel free to skip this episode. I sat down with Katherine Yoder and Leigha Shoup, the executive and deputy director of the Adult Advocacy Centers.  The Adult Advocacy Centers (AACs) work within the disability, victim services, and criminal justice systems to improve access and equity for adult crime victims with disabilities and to educate and train professionals within these systems on the unique needs of survivors with disabilities. We discuss the work of the Adult Advocacy Centers, the ways in which the criminal justice system is inaccessible for adult disabled victims of crime, the importance of having individualized victim services and much more. Follow The Adult Advocacy Centers: Website: https://www.adultadvocacycenters.org Facebook: Adult Advocacy Centers Twitter/X: @AdultAdvocacyOH Instagram: @adultadvocacycenters  Follow Me: Instagram: @jill_ilana , @alwayslookingup.podcast Website: https://www.jillianilana.com Email: alwayslookingup227@gmail.com This episode was edited and produced by Ben Curwin.

Ever felt lost in the maze of small business bookkeeping? Don't fret! We've got you covered as we sit down with Serena Shoup, a seasoned CPA and owner of a bookkeeping firm, to simplify the world of bookkeeping. Serena unravels the often-confusing role of a bookkeeper, helps you determine if your business needs one, and offers insights on the varying budget levels for bookkeeping services. If the thought of managing your own books feels like an uphill battle, stay tuned, as Serena shares a valuable lifeline - the benefits of a consult appointment with a bookkeeper.As we venture further into the episode, we tackle a crucial decision every small business owner must face: choosing the right bookkeeper and accounting software. It's not just about picking any bookkeeper, but someone who truly understands your business and can be a perfect fit. We also compare two popular accounting software programs - QuickBooks and Zero, and even dish out tips on managing physical documents. Moving on, Serena clarifies the distinct roles of a bookkeeper, an accountant, and a tax preparer, advising you on how to pick the right one. And just when you thought it couldn't get better, Serena shares a nugget of wisdom on the absolute worst thing to do when receiving a letter from the IRS. This episode is brimming with expert insights and practical advice, so don't miss out!

Why Knowing Your Key Business Numbers Can Feel Empowering   Are you paying attention to the numbers that make a difference in building your online, profitable business?    CPA and bookkeeping expert Serena Shoup is on the podcast to highlight what it means to be a Profit Conscious CEO and the four numbers that matter when it comes to making the wisest business decisions.    Talking numbers may not be as exciting as receiving the ping of every sale alert, but the bottom line matters as you're growing a sustainable business.    Serena Shoup doesn't think of herself as a numbers “nerd,” and she loves translating numbers in a way everyone can understand. Serena is our expert guest on the podcast this week.    You'll learn the four key numbers you need to know and compare each month to become more conscious of profit in a way that's relaxed but strategic.   Listen in to understand the ideal way to: ✔️ Track revenue streams to make the best strategic decisions. ✔️ Evaluate your numbers over time to ensure you're growing your profit. ✔️ Know when you need the lift of accounting software. ✔️ Recognize when you need to dig in or change up offers. Even if numbers aren't your area of expertise, you'll feel empowered by this episode! Listen in here.   Resources to Help You Build Your Course & Business * VIP Half https://coursecreationboutique.com/intensives * Your Game Plan for Building a Wildly Successful Online Course https://coursecreationboutique.com/gameplan * Get Your Starter Course Out to Market in 6 Weeks https://coursecreationboutique.com/sixweeks * High-Touch Done-for-You Services: https://coursecreationboutique.com/course    

When most people start a business, their focus is on revenue, sales, and bringing in money. Which is great (and necessary for running a business), but they also tend to overlook bookkeeping and taxes. This almost cost me tens of thousands of dollars, and it could cost you BIG money in savings, taxes, and more if you're not careful.   So on this episode of the podcast, I brought in a CPA and bookkeeping expert to talk about write-offs and healthy money management practices. Join me and Serena Shoup, the founder of Of Course Bookkeeping, who works with online businesses to discover how to use your numbers to make decisions looking forward, creative ways to include your kids in the business, when to outsource your bookkeeping and how to get started, and write-offs you probably didn't know about and how to lower your taxable income. Save yourself the financial headaches down the road, and listen to this episode! I wish I had known this info when I first got started in business!   Did you enjoy this episode? I'd love it if you'd share it on Instagram and tag me @iambrandonlucero and Serena @ambitiousbookkeeper! Thank you for supporting the show.   [QUIZ] Your Business Focus Generator: Find out what you should focus on to take your biz to the next level and get a personalized podcast playlist to help you! Take the quiz here - https://brandonlucero.com/biz-quiz 

Untreated mental illness culminates in the Halloween massacre of a family. Could it have been prevented? Or was the horror that happened inevitable? Sponsors: One Minute Remaining Podcast PlutoTV Noom FirstLeaf: TRYFIRSTLEAF.com/PROSECUTE. ZocDoc Resources: Black, Caroline. “Ohio Triple Murder: Teen Thought It WasHalloween Prank.” CBS News, 2 Nov. 2010, www.cbsnews.com/news/ohio-triple-murder-teen-thought-it-was-halloween-prank/. Dziemianowicz, Joe. “Ohio Man Targets His Family in‘Real-Life Horror Story on Halloween.'” Oxygen Official Site, 10 Oct.2022, www.oxygen.com/homicide-for-the-holidays/crime-news/bj-liske-kills-3-family-members-in-halloween-murders. Fuqua, Lisa Marie. “BJ Liske Butchers Family onHalloween?-?True Crime.” Medium, 1 Oct. 2019,medium.com/true-crime-addiction/bj-liske-butchers-family-on-halloween-true-crime-114279f06b8c. Kennedy , Bruce. “Halloween Horror.” Homicide for theHolidays, season 4, episode 5, Oxygen , 7 Oct. 2022. Legacy.com, and Legacy. “Derek Griffin Obituary (2010) - OakHarbor, OH - the Blade.” Legacy.Com, 3 Nov. 2010, www.legacy.com/us/obituaries/toledoblade/name/derek-griffin-obituary?id=25637826. Legacy.com, and Legacy. “Susan Liske Obituary (2010) - OakHarbor, OH - the Blade.” Legacy.Com, 3 Nov. 2010, www.legacy.com/us/obituaries/toledoblade/name/susan-liske-obituary?id=25637789. Legacy.com, and Legacy. “William Liske Obituary (2010) - OakHarbor, OH - the Blade.” Legacy.Com, 3 Nov. 2010, www.legacy.com/us/obituaries/toledoblade/name/william-liske-obituary?id=25637781. Proffitt, James. “Judge Sets Bail for Liske at $3M.” NewsHerald, 11 Nov. 2010, pp. A1–A2. Newspapers.Com, https://www.newspapers.com/image/293497589/?terms=liske. Proffitt, James. “Liske Gets 3 Life Sentences .” TheNews-Messenger, 15 Sept. 2011, pp. A1–A2. Newspapers.Com, https://www.newspapers.com/image/182359050/?terms=liske. Proffitt, James. “Man Pleads Guilty to Murdering 3 .” TheNewark Advocate, 13 Aug. 2011, p. 2. Newspapers.Com, https://www.newspapers.com/image/289183577/?terms=liske. Proffitt, James. “Reports: Man Accused of Homicide HadTroubled Past .” News Herald , 9 Nov. 2010, pp. 1–2. Newspapers.Com,https://www.newspapers.com/image/293496782/?terms=liske. Shoup, Craig. Confessed Murderer Found Dead in Cell ,18 Apr. 2015, p. A1. Newspapers.Com, https://www.newspapers.com/image/128256411/?terms=liske&match=1. Ulloa, Gabriela. “‘Asesino de Halloween': La Historia DelJoven Que Mató a Toda Su Familia En Noche de Brujas.” BioBioChile, 31Oct. 2021, www.biobiochile.cl/noticias/sociedad/historia/2021/10/31/asesino-de-halloween-la-historia-del-joven-que-mato-a-toda-su-familia-en-noche-de-brujas.shtml.

Zach (@FFChalupaBatman) interviews Megan Shoup (@megs08DFS), co-creator of Fanspeak and DFS/betting/best ball content creator for Fanspeak and Run Pure Sports. This interview series goes beyond fantasy football and gets to know more about the fantasy analyst without focusing on fantasy takes. They discuss playing best ball, content creation, and so much more. We have fun rapid-fire questions at the end! Make sure you subscribe to the Triple Play Fantasy YouTube channel so you do not miss any videos, as another interview will be released each week! Learn more about your ad choices. Visit megaphone.fm/adchoices

Nevada baseball season review and letter grades (5:00). The Shoup brothers play a clip from their first episode almost five years ago as they say goodbye (17:57). They reflect back on what they most and least enjoyed, what they'll remember, and whether they thought the podcast was a success (31:59). And they have many to thank (1:02:24). From Nathan: We love you all for coming on this ride with us.

Nevada baseball split four games at New Mexico (6:50). The Pack ends the year with three games at San Jose State this weekend — two things to know and predictions (11:02). The Reno Aces took five of seven at Tacoma and try to stay hot this week vs Sacramento (21:02). For slants, the Shoup brothers start recalling on all-time highs/lows for the pod ahead of next week's final episode (31:20) and share if it's possible for The Reno Slant to return at some point (58:24). To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Nevada baseball lost two of three vs Fresno State (6:27). The Pack is on the road the rest of the regular season, starting with three at New Mexico this weekend — two things to know and predictions (10:51). The Reno Aces split with a good Round Rock team, and are in Tacoma this week (16:51). For slants, the Shoup brothers weigh in on the significance of Nevada football's scheduled 2029 game at Ohio State (26:10) and debate if the Georgia would beat the XFL champ (39:03). To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Nevada baseball dropped two of three at San Diego State (6:15). The Pack returns to Peccole for a non-conference weekend vs Long Beach State and Grand Canyon — two things to know and predictions (14:10). The Reno Aces bounced back taking five of six at Salt Lake and host reeling Sugar Land this week (21:54). For slants, the Shoup brothers share their positive and negative takeaways from Nevada's spring game (29:23), consider who will be Pack hoops most improved in 2023-24 (32:44), and give the real reason the air races are ending (51:31). To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Nevada baseball won its first Mountain West series of the year, taking two of three from Air Force (7:51). The Pack hits the road this weekend, going to San Diego State— two things to know and predictions (12:55). The Reno Aces pitching was comedically bad vs Sacramento and tries to calm things down this week at Salt Lake (18:58). For slants, the Shoup brothers consider how appealing Nevada is in realignment scenarios (29:44), share if they remain confident in an impact portal addition (34:22), and Nathan complains about the Vegas to Reno drive (50:46). To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Nevada baseball dropped two of three at UNLV (5:44). The Pack returns to Peccole this weekend, hosting Air Force — two things to know and predictions (9:33). The Reno Aces dropped four of five at Tacoma and host Sacramento this week (21:21). For slants, the Shoup brothers consider who is the biggest portal loss for next season (31:36), play with Mountain West realignment hypotheticals (42:23), and deliver their annual NBA postseason preview (1:08:12).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Will Baker is next man into the portal (). Nevada baseball dropped two of three vs San Jose State (7:44). The Pack goes to Vegas this weekend — two things to know and predictions (16:18). For slants, the Shoup brothers consider reasonable expectations for Pack hoops next winter (25:03), debate if Nevada will need to reload every year because of the portal (32:23), give their Masters picks (34:21), and praise the pitch clock (45:45).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Darrion Williams and Trey Pettigrew enter portal (3:38). Nevada baseball swept in two games vs New Mexico (19:33). The Pack hosts San Jose State this weekend — two things to know and predictions (22:50). For slants, the Shoup brothers consider whether Steve Alford should give up on recruiting high school athletes and focus on the portal (29:55), debate if Kenan Blackshear regrets transferring from FAU (38:40), and reveal real estate stats about people moving from Reno (59:55).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Pack hoops season review and letter grades (5:50). Nevada baseball dropped two of three vs UNLV last weekend (30:54). Nevada remains at Peccole this weekend, hosting New Mexico — two things to know and predictions (35:48). For slants, the Shoup brothers weight the meaning of a convincing First Four loss (42:20), guess how many Pack hoops players will transfer out (45:14), and predict which Mountain West football head coach will be without a job after the 2023 season (55:12).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Pack hoops continued to struggle, dropping the regular season finale vs UNLV Saturday afternoon (7:42). Nevada can make one last NCAA Tournament push this week with the Mountain West Conference Tournament — two things to know and predictions (27:25). Nevada baseball swept three games vs Hofstra last weekend (42:20). The Pack opens Mountain West play this weekend at Fresno — two things to know and predictions (47:49). For slants, the Shoup brothers consider if Alford could be fired if Nevada loses to San Jose State Thursday (52:11) and whether Hunter McIntosh's return sparked recent struggles (1:01:57).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Pack hoops picked a bad time for its worst loss the year (10:52). Nevada wraps the regular season Saturday night, at home, vs UNLV — two things to know and predictions (33:10). Nevada took two of three vs Cal Baptist last weekend (45:01). Snow permitting, the Pack hosts a four-game series vs Hofstra this weekend — two things to know and predictions (51:04). For slants, the Shoup brothers comment on the officiating in Laramie Monday night (57:54), take an early look at potential matchups in the Mountain West Conference Tournament (1:01:08), and react to yet another snowstorm in Reno (1:29:35).  To stay current everything on The Reno Slant, follow the brothers on Twitter and Instagram, and online at TheRenoSlant.com.

Parking is at the heart of every fight about how we build our cities and towns, with effects that go far beyond transportation. Minimum parking requirements  — laws that dictate how many parking spaces are required for various types of buildings and businesses — make housing more expensive, raise the price of goods and services and exacerbate sprawl, making congestion and the climate crisis much, much worse. Thankfully, a movement is afoot to end parking minimums, inspired by the work of Donald Shoup. Shoup, the Distinguished Research Professor at UCLA's Department of Urban Planning, is the author of the 2005 book The High Cost of Free Parking. It's an invaluable resource for anyone who wants to understand the problems with parking. Professor Shoup — aka the Shoup Dogg — joins us for a spirited conversation about how to win what he calls “the war on parking subsidies.” This episode is sponsored by Cleverhood. Receive 15% off anything in the Cleverhood store using the special coupon code in this episode. Good for a limited time only!  Support The War on Cars on Patreon and receive exclusive access to ad-free versions of all new episodes, Patreon-only bonus content and free stickers! Buy The War on Cars merch in our store. LINKS: Learn all about Donald Shoup at ShoupDogg.com. Read The High Cost of Free Parking. Join The Parking Reform Network and end parking requirements where you live. Donald Shoup gets animated on Adam Ruins Everything. This episode was produced by Doug Gordon, edited by Ali Lemer, and recorded by Josh Wilcox of the Brooklyn Podcasting Studio. Our theme music is by Nathaniel Goodyear. Our logo was designed by Dani Finkel of Crucial D Designs.  TheWarOnCars.org