Seattle's demand-based on-street parking price setting uses data on parking occupancy "to determine potential changes to rates, time limits, and paid parking hours by comparing results to our target range of 70% - 85% occupancy." It applies to about 11,500 parking spaces.

SDOT provides detailed reports to explain the price revision process each year.

The system began in 2010 relatively simply and has increased in sophistication in a step-by-step way.

Initially, the price in each zone was the same for all priced hours. Since 2015, the system includes time-of-day price variations, with three weekday pricing periods (morning, midday, evening). In certain areas there area also price differences according to the season of the year.

The demand-based price setting initially used annual parking occupancy surveys to determine parking conditions for its price reviews. Now SDOT also uses "a sophisticated model that predicts parking activity based on transactions and regularly collected counts throughout the city.

Like Calgary, Seattle uses largish price zones and prices get adjusted only once a year. This simplicity contrasts with San Francisco's prices that vary block-by-block.

The pricing zones have been refined over time, including adding new priced zones. Seattle’s areas with paid parking range in size between 50 spaces to over 1,000 spaces.

A prominent example was the splitting of the initial Chinatown-ID zone into two zones, Core and Periphery in 2013. This resulted in two zones with different occupancy patterns, and hence different prices. The split gave motorists the option of walking a little to get cheaper parking than in the Core area.

Some cities adopting demand-based price-setting extend or abolish on-street parking time-limits as part of the reform. However, Seattle appears to have retained time limits (mostly 2 hours) at least during busy times.