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26 Airport Passenger Terminal Planning and Design Travel Classification General Headway Times (minutes) Rental Car Shuttles (individual companies) 2-4 Rental Car Shuttles (consolidated) 3-5 Hotel Shuttles 5 - 10 Other Shuttles 5 - 15 (varies by type) Buses 30 - 60 Source: Kimley-Horn and Associates, Inc., All rights reserved. Figure 28. General headway times by travel classification. Further Explanation of the Process for Estimating Curb Length Traffic volumes by travel classification are airport specific and are based on the operations of the airport. Typically, travel classifications such as private automobiles, taxis, limousines, and various shuttles serve the curbfront. These design hour volumes will need to be determined to calculate the curbfront capacity at each location. These volumes can be determined three ways: Collect existing data at the location Collect data at similar airport facility Estimate the traffic volumes by multiplying Originating Passengers % Departures or % Arrivals Curbfront Mode Split Curbfront mode split can be determined by passenger survey on mode of arrival to the air- port (which is typically how they will also leave the airport) and party size. To determine the number of shuttles or other buses, the type of rental car facilities, number of local hotels provid- ing airport shuttles, and number of bus or shuttle services providing service to the airport must be established. Furthermore, there will be fewer shuttle trips if a consolidated rental car campus is planned rather than rental car companies running individual shuttles. If no specific headway data is available, the general headway data shown in Figure 28 can be used. To determine the curbfront traffic volume for one of these modes, multiply the number of companies servicing the airport by the headway and convert to vehicles per hour. Dwell times should be collected during the design hour to determine the maximum utiliza- tion of the curbfront. A main component of dwell time is enforcement. Where there is strict enforcement of the curbfront, dwell times are typically shorter than where enforcement is not as strict. If existing data is available, that would be best, however, data can be collected at a similar airport facility or the following dwell times may be used. The dwell times listed in Figure 29 are presented by travel classification with the assumption of relatively strict enforcement. Travel Classification Dwell Time (minutes) Private Auto 2-4 Taxis 1-3 Limousines 1-3 Rental Car Shuttles 2-5 Hotel Shuttles 2-4 Other varies Source: Kimley-Horn and Associates, Inc., All rights reserved. Figure 29. Dwell time by travel classification.

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Curb Requirements Model 27 Travel Classification Length Private Auto 22FT / 7M Taxis 22FT / 7M Limousines 50FT / 15M Rental Car Shuttles 50FT / 15M Hotel Shuttles 40FT / 12M Other varies Source: Kimley-Horn and Associates, Inc., All rights reserved. Figure 30. Vehicle length by travel classification. One thing to consider is that arriving and departing vehicles of the same travel classification may not have the same dwell times. Vehicle length helps determine the amount of room on the curbfront that the vehicles use when parked. Figure 30 provides general lengths to be used in the analysis. These lengths include additional room to compensate for the space between vehicles on the curbfront. These values can be used in the analysis instead of measuring specific lengths at the airport. However, if the airport has other travel classifications at the curbfront, then specific lengths may need to be determined for that travel classification. Another factor to consider is whether a multiple stop factor is appropriate for the curbfront. A multiple stop factor should be applied when a vehicle, typically shuttles, would stop multiple times along one curbfront. This occurrence is most common at airports having a shared curbfront between multiple terminals and the walking distance is too far to expect passengers to travel to a central location with their luggage. Considering all of these factors, the desired curbfront utilization can be determined. Once this has been established, the required size of the curbfront can be determined by summing the demand of all modes of travel. Demand can be calculated by multiplying Volume Dwell Time Vehicle Length, then converting it to demand by hour or 15-minute peak within the peak hour for each mode. Total demand compared to the desired curbfront utilization will result in required curbfront length.