Handbook to Assess the Impacts of Constrained Parking at Airports (2010)

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

7This chapter provides essential background information on parking operations at commercial service airports in the United States. Airport parking in the context of an airport’s ground access environment is discussed and typical airport parking products commonly offered by airport operators are described. The customer segments and how the characteristics of an airline passenger’s trip influence ground access mode choice, including parking preferences, are also described. Parking as Part of the Airport Ground Access Environment A variety of ground transportation modes are available for airline passengers to travel to and from an airport via the local and regional surface transportation network. Generally speak- ing, fewer modes of access are available to airport employees traveling to and from work than are available for airline pas- sengers. Typical ground transportation modes for airline pas- sengers and airport employees are discussed in the rest of this section. Airline Passengers The relationship between the availability of parking and an airline passenger’s use of ground access modes is addressed in this Handbook. Although the range of airport access modes available to airline passengers varies by airport, general simi- larities among airports can be noted. Table 1 provides a range of ground access mode options that are typically available to airline passengers. An airline passenger party is one that travels together to an airport to take the same flight (the same is true upon the party’s return). The single-party access modes—private auto- mobile, rental car, taxicab, and limousine—serve one airline passenger party traveling together to or from the airport, pro- vide a door-to-door travel experience for the airline passen- ger party, and are available for travel to or from an airport according to the airline passenger’s schedule (i.e., on demand). HOV modes—shared-ride van, other van, bus, subway, light rail, commuter rail, and Amtrak—serve multiple airline pas- senger parties and may operate on a fixed schedule, or the trip departure time is set based on the travel needs of all customers being served on the trip. Airline passengers using scheduled service modes must adjust their departure and arrival times for the access and egress trip according to the service schedule. The public parking supply at an airport accommodates the following general types of parkers: • Long-term parkers—For the purposes of this Handbook, long-term parkers are defined as those airline passengers who park an automobile at an airport for the duration of their trips, regardless of duration. This term applies to air- line passengers whose round-trip flights depart and return on the same day, or that return after multiple days or weeks. In general, long-term parkers consist of two subgroups— the business day-tripper who parks for less than 24 hours and the airline passenger who parks for multiple days, including both the business and nonbusiness airline pas- senger. Even though some long-term parkers depart from, and return to, the airport on the same day, parking dura- tions of less than 8 h for this purpose are possible, but rare. Long-term parkers may use any of the parking products offered at an airport, as described in this chapter. Choices of products and facilities are typically based on cost, prox- imity or travel time to the terminal, the availability of park- ing, customer service and amenities, and perceived safety. • Short-term parkers—For the purposes of this Handbook, short-term parkers are defined as any customers in the air- port public parking system that are not airline passengers, and that typically park for less than 6 h. Examples of short- term parkers include greeters and well-wishers (i.e., persons picking up or dropping off an airline passenger party), per- sons that come to the airport for business purposes who are not taking a flight, those who visit the airport for recreational C H A P T E R 1 Background on Airport Parking Operations

purposes (e.g., airfield observation), and the occasional airport employee who is willing to pay commercial park- ing rates to park close to the terminal rather than in an employee parking facility. Short-term parkers, including greeters and well-wishers who park rather than pick up or drop-off passengers at the curbside, will most likely park in the facility that offers a short walk to the terminal area, if space is available. Airport Employees For the purposes of this research project, airport employ- ees are defined as employees of the airport operator, airline tenants, other airport tenants, or other aviation-related busi- nesses located on airport property. Typically, airport employ- ees commute to the airport via private automobile or public transportation, if available. Employees use the parking sup- ply for the duration of their work assignment. Employee parking is used in one of the following ways: • For the duration of an employee work day, which is typi- cally less than 12 h; or • For the duration of airline flight crew members’ work assign- ment, which may be for multiple days. Parking Products A menu of generic airline passenger and employee parking products that may be offered at an airport is shown in Table 2 and discussed in this section. The selection of products offered, naming conventions used, general characteristics, and clas- sifications of the parking products vary by airport. The char- acteristics shown in Table 2 for each general parking product type help define the typical range of airport parking prod- ucts offered. • Airport operator or private operator—Each parking prod- uct is noted as being airport operated, meaning that it is operated by the airport operator (or a contracted parking management company on behalf of the airport operator), or privately operated, meaning that a private operator pro- vides parking in the vicinity of the airport but typically not on airport property. • Facility location relative to terminal building—Parking products can be characterized based on the general loca- tion of each parking facility relative to the terminal(s). For the purposes of this Handbook, parking products are clas- sified as terminal area parking and remote parking. Ter- minal area parking consists of parking products that are typically located within walking distance of the terminal building. The range of parking products includes facilities located directly adjacent to the terminal(s) that offer the shortest and most convenient walk to the terminal(s), as well as parking facilities that are located an “intermediate” distance from the terminal building that may be walkable, but that may also be served by a shuttle bus or other means of transportation (e.g., automated people mover [APM], moving sidewalks). Remote parking products are located at greater distances from the terminal(s), requiring a shut- tle bus or other means of conveyance to transport parkers between the parking facility and the terminal(s). Remote locations can include public parking operated by the air- port operator as well as privately operated parking facilities located off airport property. • Parking customer served—As noted earlier, airport park- ers typically choose the facility in which they park based on considerations such as how long they will need to park at the airport, the cost of parking, services offered in each facility, and safety, among others. Short-term parking is typically used by customers who desire the greatest con- venience, while long-term parkers tend to balance conven- 8 Table 1. Generic airport ground access modes. Airline Passenger Parties Served Mode Nature of Service Private Automobile Pickup and Drop-Off and Use of Curbside Only On Demand Private Automobile Pickup and Drop-Off and Use of Parking by Greeter or Well-Wisher On Demand Private Automobile Parked for Duration of Airline Trip On Demand Rental Car On Demand Taxicab On Demand Single Party Limousine On Demand Shared-Ride Van On Demand, Door-to-Door Service Bus or Van—Transit or Privately Operated Scheduled Service Multiple Parties Subway, Light Rail, Commuter Rail, or Amtrak Scheduled Service Source: DMR Consulting and Ricondo & Associates, Inc., November 2009.

ience versus the cost of parking. Employees are typically assigned to a facility based on their work location at the air- port (e.g., terminal area, service areas, cargo facilities). • Transportation requirements—Table 2 notes if customers of the parking product would require a shuttle bus system or other form of conveyance to be transported between the parking facility and the airport destination. Public Parking Products The airline passenger is typically offered a selection of pub- lic parking products that vary in price according to the level of service offered by the product. The characteristics that affect pricing typically include proximity to the terminal(s) and the services provided (e.g., valet parking, fixed-route shuttle buses, bumper-to-door shuttle service, reserved parking spaces, cov- ered parking spaces, level of security). Although all of these factors affect the desirability of a parking product, the pri- mary factor affecting the desirability and resultant price of the product is the location of the parking facility relative to the terminal(s). Those parking facilities located in close proxim- ity to the terminal building are typically the most desired and command a higher parking rate. However, the practical appli- cation of this concept varies by airport. As discussed previously, public parking products at airports are classified as either terminal area parking or remote parking. However, in many cases, the definition can not be applied strictly to a parking product given that many parking facilities “straddle the line” between close-in terminal area spaces and remote spaces that require a shuttle bus ride. Figure 1 illus- trates the typical parking products offered at airports, their rel- ative locations with respect to each other and the terminal building, and the relative cost to the user. It should be noted that there are exceptions to this model. In this example, the parking products are characterized as being terminal area park- ing, remote “on-airport” parking, and remote “off-airport” parking. The typical public parking products for accommo- dating airline passengers and airport employees within this general framework are summarized in this section. Terminal Area Parking The terminal area parking supply is typically adjacent to or within walking distance of the terminal building. The follow- ing parking products form a subset of the parking options commonly offered by airport operators in the terminal area: • Short-term parking, sometimes referred to as “hourly park- ing,” is typically the most convenient parking option for walking to the terminal(s). This parking product is intended to serve essentially all short-term parkers at the airport. In addition, short-term parking facilities typically serve some portion of long-term parkers who are willing to pay a higher fee for the convenience offered by this product (i.e., proxim- ity to the terminal[s] relative to other parking products). As shown in Figure 1, short-term parking is typically offered at 9 Table 2. Generic airport parking products and characteristics. Parking Operator Location Parking Customer Served Parking Facility Airport Operator Private Operator Terminal Area Remote Airline Passengers Greeters and Well-Wishers Employees Transportation Required Short-Term or Hourly 1 Long-Term or Daily 1 2 Economy 1 Privately Operated Valet 3 3, 4 Premium 3 3 Cell Phone Lot Dedicated Employee 2 Employee Worksite 5 Notes: 1 Employees are accommodated in public parking facilities at some airports. 2 Shuttle service or another form of conveyance may be required to transport airline passengers between parking and the terminal or to transport employees between parking and the worksite, depending on the distance. 3 Valet or premium parking products may be offered by a private off-airport parking provider. In these cases, the service would be offered in a remote location away from the terminal and would require parking customers to be transported between the facility and the terminal curbside. 4 A remote valet product is a variation of the traditional valet product. 5 Worksite parking may be operated under a lease to a tenant or tenants by the airport operator. Source: Ricondo & Associates, Inc., and DMR Consulting, October 2009.

the highest daily rate, with the potential exception of valet parking and other premium parking options. • Long-term parking, sometimes referred to as “daily park- ing,” is a convenient option intended for long-term parkers. Generally, this product is provided within the terminal area, but farther from the terminal(s) than the short-term or hourly parking product. These facilities are usually located within a feasible walking distance to the terminal build- ing; however, at some airports, long-term or daily park- ing facilities may also be served by shuttle buses or other mechanical means of transport (e.g., moving sidewalks with covered walkways). These parking products are typ- ically offered at a lower daily cost compared with short- term parking and are, therefore, intended to provide a more economical yet convenient option for airline passengers parking for the duration of their trips. • Valet parking is intended to provide a convenient option for airline passengers interested in parking their automobiles at a location adjacent to the terminal that does not require searching for a space. The valet stand is typically located at the terminal curbside or another area that offers the parking customer an easy walk to the terminal building. The valet operator may park the automobile in the immediate area or drive the automobile to a remote parking location. Typically, valet parking is used by long-term parkers and, to a lesser degree, by short-term parkers. A variation of the valet park- 10 Source: Ricondo & Associates, Inc., November 2009. Figure 1. Relative location and price of airport parking products.

ing operation described, which is almost as convenient to the customer, can be provided from a valet stand positioned remotely from the terminal building. With this remote oper- ation, the valet attendant rides in the private automobile with the customer to the terminal curbside, takes possession of the car from the customer at the curbside, and then drives and parks the automobile at the valet storage facility. • Premium parking is intended to provide a higher level of service to a specific group of customers willing to pay a higher price for the convenience offered by the premium product. An airport operator may offer different types of premium parking products. The products may be designed to guaran- tee scarce spaces for time-sensitive customers, provide the most convenient spaces for these customers, or both. These premium services are typically provided to generate extra revenue for the airport, address an emerging customer need, and compete with privately operated off-airport lots, among other reasons. A range of pricing structures can be used, including offering the product to the general public at a higher daily rate than the “nonpremium” products offered at the airport, or offering a subscription service where park- ing customers (or their employers) are charged a one-time or recurring (monthly or annual) membership fee, in addi- tion to (or in place of) an hourly or daily rate. Remote Parking Remote or “satellite” parking is typically located farther from the terminal(s) than terminal area parking, and walking between the parking area and the terminal building is typi- cally not feasible (e.g., distance, walk time, or physical sepa- ration from the terminal area due to walls or roadways). The following subset of remote parking products may be offered at an airport: • Economy parking is offered at a lower daily rate compared with the more convenient terminal area parking options. The economy parking supply is intended to provide the most economical option for long-term parkers. Since this supply is located at a relatively far distance from the terminal build- ing, a shuttle bus or other form of conveyance is required to transport customers between the parking facility and the ter- minal(s). Airline passengers parking in this type of facility may choose to drop off the other members of their travel party and baggage at the terminal before parking. Because of the extra time involved in traveling to the terminal compared with close-in parking options, this product is not desirable for short-term parkers. As shown on Figure 1, economy parking is generally the least expensive and least convenient on-airport parking option offered by the airport operator. • Privately operated off-airport parking facilities are oper- ated by private entities and may or may not be considered as competition to the on-airport public parking supply man- aged by the airport operator. These facilities are typically located off-airport and a shuttle bus is required to trans- port customers between the parking facility and the termi- nal area; however, certain airport operators have developed business arrangements with private companies to operate 11 Examples of Premium Parking Products: Boston Logan, Seattle-Tacoma, and Tulsa International Airports Premium parking programs at Boston Logan, Seattle-Tacoma, and Tulsa International Airports provide guaranteed spaces for program participants, all with different program details. PASSport Gold at Boston Logan International Airport is a premium-parking program that guar- antees customers parking spaces in designated areas in the terminal area garages. In exchange for a guaranteed parking space, passengers pay a one-time enrollment fee, an annual fee, and a 21% premium over the daily rate in the terminal area. (1) The Passport Parking Program at Seattle-Tacoma International Airport is designed for frequent business travel- ers and offers guaranteed parking for members. The passes are sold for a monthly fee, which is equivalent to pay- ing for 14 days of parking at the daily rate for terminal area parking. This translates to a discounted daily rate of up to 55% if the pass is used every day. The pass is transferable among employees of a company, offering unlim- ited parking for one automobile at a time. (6) The VIP Monthly Parking Program at Tulsa International Airport offers some dedicated parking in the rental car ready/return area adjacent to the terminal. It offers guaranteed parking to customers who pay a monthly fee equivalent to the fee for parking for 30 days in the long-term parking facility adjacent to the terminal. (15)

privately branded parking products on airport property. Value-added services offered by private parking operators vary, but may include valet parking, premium parking, pricing promotions, frequent parker discounts, and auto- mobile detailing or servicing. Airline passengers parking in this type of facility may drop off the other members of their travel party and baggage at the terminal area before parking. Because of the need to travel in a shuttle bus and the time involved to travel to the terminal(s) compared with termi- nal area parking, this product is not desirable for short- term parkers. • Cell phone lots may be provided as a parking area for greeters to park, free of charge, while they are waiting to pick up arriving airline passengers. Cell phone lots are typ- ically located outside of the terminal area, but within easy access of the airport roadway and curbside system. The air- line passenger calls the driver when he or she is ready to be picked up, and the driver meets the passenger at the termi- nal curbside. Some lots contain a flight information display system (FIDS) to inform drivers of the status of arriving flights. A cell phone lot primarily serves to relieve terminal curbside congestion by effectively reducing the associated dwell times of vehicles stopped at the curbside and by reduc- ing the volume of recirculating private automobile trips on terminal area roadways. Employee Parking Products For purposes of this research project, airport employees are defined as employees of the airport operator, airline tenants, other airport tenants, or other aviation-related businesses located on airport property. The following employee parking products may be offered by the airport operator: • Dedicated employee parking may be provided within the terminal area or remote from the terminal, and it may accommodate employees of a single employer, employees of multiple employers, or employees working in a particu- lar location of the airport. • Employee parking in public parking facilities may be offered at an airport. Within a public parking facility, an area may be dedicated for employee use, or employees may park in any space that is available to airline passengers. • Employee worksite parking may be offered at various facil- ities around an airport. This type of parking may be provided in lots adjacent to the worksite, such as cargo buildings, aircraft maintenance hangars, rental car lots, flight kitchens, airport maintenance areas, or central utility plants. Airport Parking Areas Not Covered in This Handbook Airport operators often provide areas on airport property to accommodate parking for purposes other than public or employee parking. These uses are not considered part of the public or employee parking supply, although they may occa- sionally be accommodated within facilities that also accom- modate public or employee parking. Other airport parking areas may include parking for rental car staging or storage, parking for airport service vehicles, and holding areas for commercial vehicles. Understanding Customer Segments The characteristics and needs of airport parking customers are important considerations in the operation and manage- ment of airport parking and familiarity with these character- istics and needs is important to understanding, resolving, or preventing constrained parking conditions. The airline pas- senger and employee customer segments that patronize air- port parking facilities are described in this section. Chapter 8 of this Handbook discusses methods to obtain customer seg- ment data at an airport. Airline Passengers Airline passengers at an airport are classified as being either origin and destination (O&D) passengers or connecting passen- gers. O&D passengers board a flight at the local airport to begin their airline travel or arrive at the local airport as the ending point to their airline travel, whereas connecting passengers only use the airport to connect to another flight. O&D passengers use some form of ground transportation to travel between the air- port and the surrounding geographic catchment area, and con- necting passengers do not. Therefore, parking and other ground transportation options accommodate O&D passengers only. Table 3 shows the relationship between total passenger activ- ity and O&D passenger activity at the 15 representative air- ports participating in this research project. The significance of considering O&D data is demonstrated by comparing total enplaned passengers and enplaned O&D passengers at Washington Dulles (IAD) and Portland (PDX) International Airports. In 2007, about 67% more total enplaned passen- gers were processed at IAD than at PDX, yet about the same number of O&D passengers was processed at both airports. The following two characteristics of the O&D airline pas- senger population influence the amount and type of parking required at an airport: • Resident versus nonresident share of airport O&D passen- gers and • Purpose of the airline passenger’s trip. An understanding of the characteristics of resident business and resident nonbusiness travelers will assist the users of this Handbook in determining the most appropriate strategies to implement, remedy, or prevent constrained airport parking 12

based on the needs of the airline passengers using the airport’s parking products. The characteristics of resident business and resident nonbusiness travelers vary from airport to airport; therefore, it is important for the airport operator to understand the characteristics of its airline passenger market segmentation. Resident Status Airline passengers who reside in an airport’s catchment area are referred to as resident airline passengers. Nonresi- dent airline passengers are visiting the region in which the air- port is located. The significance of the resident segmentation as it relates to the airport parking supply is that spaces occupied by auto- mobiles parked for the duration of the airline passengers’ trips (long-term parkers) are used almost exclusively by resi- dent airline passengers, as automobiles owned by nonresi- dents would be located in the catchment areas of their home airports. Public parking spaces occupied for short durations are often used by greeters and well-wishers visiting the airport to pick up and drop off resident or nonresident airline pas- sengers, people doing business at the airport, and those who visit the airport for retail and shopping purposes. Table 4 presents the shares of resident airline passengers at McCarran International Airport (LAS) and IAD. The dif- ference in the shares of resident airline passengers between the two airports underscores the importance of collecting these data. Although LAS served more than three times as many O&D passengers as IAD in 2007, IAD served approximately 50% more resident airline passengers. Therefore, as evidenced by the data in Table 4, it is important to understand the O&D market share that influences the parking supply on an airport- by-airport basis. Trip Purpose The purpose of the airline passenger’s trip influences the decision whether to patronize airport parking and which park- ing product to select. There are many reasons for taking an air- line trip. However, to gain an understanding of ground access mode choice behavior, two primary trip purpose categories influence passenger behavior—whether the airline passenger is traveling for business or nonbusiness purposes. The reasons and circumstances for traveling are unique to each individual, but general key comparisons of business versus nonbusiness travel include the following: • The business traveler takes more flights per year than the nonbusiness traveler. • The business traveler’s trip is subsidized by the traveler’s employer; therefore, the business traveler will likely be more sensitive to travel time to and from the airport and less con- cerned about the cost of travel to and from the airport than the nonbusiness traveler. 13 Table 3. O&D passenger activity at representative airports. Airport 2007 Total Enplaned Passengers (millions) O&D Percentage 2007 Enplaned O&D Passengers (millions) Large Hub Boston Logan International (BOS) 28.10 90% 25.29 Chicago O’Hare International (ORD) 76.18 44% 33.28 McCarran International (LAS) 46.96 87% 40.86 Miami International (MIA) 33.81 41% 13.80 San Diego International (SAN) 18.34 96% 17.60 Seattle-Tacoma International (SEA) 31.30 75% 23.47 Tampa International (TPA) 19.20 90% 17.20 Washington Dulles International (IAD) 24.53 52% 12.79 Medium Hub Bob Hope (BUR) 5.92 99% 5.86 Oakland International (OAK) 14.61 95% 13.94 Port Columbus International (CMH) 7.73 95% 7.34 Portland International (PDX) 14.65 85% 12.45 San Antonio International (SAT) 8.03 91% 7.31 Small Hub Huntsville International (HSV) 1.24 94% 1.17 Tulsa International (TUL) 3.22 95%–99% 3.12 Source: Ricondo & Associates, Inc., and DMR Consulting, based on airport case studies prepared for ACRP Project 10-06. ( 1–1 5 )

• The average duration of a business trip is shorter than a non- business trip. For example, business travelers often travel to a meeting and return home the same day. As such, business travelers, as compared with nonbusiness travelers, typically account for a higher proportion of airline trips with shorter durations. Airport Employees The number of employees at an airport and their com- mute patterns are the primary determinants for sizing the employee parking supply and, therefore, provide insight into employee parking constraints. Most medium- and large-hub airports operate on a 24-h per day schedule, 365 days per year, and are staffed accordingly. For purposes of this research project, airport employees are defined as employees of the airport operator, airline tenants, other airport tenants, or other aviation-related businesses located on airport property. The airport operator’s direct influence over employee parking behavior or access mode choice may extend to only a small percentage of the total airport employee population because employees of the airport operator typically account for less than 10% of the total airport employee population. Table 5 shows the proportion of employees of the airport operator in relation to the total airport employee population for the 15 rep- resentative airports participating in this research project. The following employee segments have distinct commut- ing characteristics: • Airline flight crews—Work schedules for airline flight crew members (referred to as “tours of duty”) often involve multiple-day trips. The flight crew member with a multiple- day tour of duty typically commutes to the airport by private automobile, occupies a parking space for more than one day (similar to an airline passenger), but tends to work fewer days per month compared to other airport employees. Consider- ation of this employee segment is important in understand- ing the turnover in parking spaces used and the resulting effect on constrained parking. • Shift workers—The various airport employers who employ shift workers include the airport operator, airlines, rental car companies, airport concessionaires, cargo companies, TSA, and others. Consideration of this employee segment is important in the context of constrained parking because work shifts must overlap to service airport functions. There- fore, there typically is a higher demand for parking at shift changes than at other times; however, shifts are not neces- sarily consistent among airport employers. • Administrative employees—Various airport employers maintain administrative staff at the airport, such as the airport operator, airlines, and other airport tenants. Consid- eration of this employee segment is important in the context of constrained parking because administrative employees may have more flexible work hours than shift workers or may be provided special parking privileges as an employment benefit. Also, the number and proportion of administrative employees can influence the degree to which employee park- ing space demand surges during shift changes. Additional employment characteristics that influence the demand for parking include full-time and part-time employees, employees with multiple jobs at the airport, the number of flight crew personnel requiring parking that reside in an air- port’s catchment area but are based in a different city, events that require unscheduled overtime, and airport employment locations. 14 Table 4. Comparison of resident airline passengers at Las Vegas McCarran and Washington Dulles International Airports. Passenger Activity Component McCarran International (LAS) Washington Dulles International (IAD) 2007 Enplaned Passengers 46.96 million 24.53 million 2007 O&D Passenger Share 87% 52% 2007 Enplaned O&D Passengers 40.86 million 12.79 million Resident O&D Passenger Share 15% 72% 2007 Resident O&D Enplaned Passengers 6.13 million 9.21 million Hourly (Short-Term) Parking Supply (Spaces) 900 a 1,920 Daily (Long-Term) Parking Supply (Spaces) 11,500 a 21,550 Note: a Estim ated because the hourly and long-term parking split for 270 spaces at Term inal 2 was not available. Source: Ricondo & Associates, Inc. and DMR Consulting, based on airport case studies conducted for ACRP Project 10-06. ( 3, 8 )

15 Table 5. Comparison of total airport employees and airport operator’s employees at representative airports. Airport Total Airport Emplo ye es Airport Operator Emplo ye es Airport Operator Employees as a Percent of Total Airport Employees Large Hub Boston Logan International (BOS) 14,000 850 a 6% Chicago O’Hare International (ORD) 50,000 1,500 b 3% McCarran International (LAS) 20,350 1,200 6% Miami International (MIA) 35,000 – – San Diego International (SAN) 5,500 c 335 6% Seattle-Tacoma International (SEA) 22,000 833 4% Tampa International (TPA) 6,500 625 10% Washington Dulles International (IAD) 18,800 – – Medium Hub Bob Hope (BUR) 1,902 120 6% Oakland International (OAK) 10,000 – – Port Columbus International (CMH) 3,500 360 10% Portland International (PDX) 11,000 300 3% San Antonio International (SAT) – 440 – Small Hub Huntsville International (HSV) 550 105 19% Tulsa International (TUL) 2,000 170 9% Notes: – Data unknown or not available. a Total Massachusetts Port Authority (Massport) employees at Boston Logan International Airport were reported as ranging from 800 to 900. b Number of City of Chicago Department of Aviation employees reported for Chicago O’Hare International includes employees at both O’Hare and Chicago Midway International. c Total employees at San Diego International were reported as ranging from 5,000 to 6,000. Source: Ricondo & Associates, Inc., and DMR Consulting, based on airport case studies developed for ACRP Project 10-06. (1–15)