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OCR for page 43
43 Table 5-1. Recommended airport curbside performance measures. Quick Macroscopic Microsimulation Performance measure estimation analysis analysis Curbside utilization ratio Number of vehicles parked in second and third lanes Queue length Queuing duration Average vehicle delay and congestion increase, motorists are required to stop in way traffic and curbside roadway traffic include, for curbside spaces farther away from their preferred destination. The roadway traffic, the need to prepare the following: motorist is required to either stop in a downstream or up- stream curbside space, double park, or, in an extreme case, Separate estimates of vehicles stopping in a curbside lane circle past the curbside area multiple times while searching and through traffic vehicles. At small airports with a single for an empty space. terminal building and a short curbside area (e.g., less than The key performance measures defining the level of service 500 feet in length), the volume of through vehicles may equal of an airport curbside roadway are the the volume of vehicles stopping at the curbside. However, these volumes may differ at airports having (1) multiple ter- Number of vehicles parked or stopped in the curbside minal buildings or large concourses served by a common lane, and the percent double or triple parked, or otherwise roadway, (2) a curbside area with inner and outer curb- stopped, in a position that interferes with the flow of traf- side roadways separated by a raised island with midpoint fic in adjacent lanes. This number of parked vehicles is a entrances and exits, or (3) curbside roadways that are used function of curbside demand vs. available capacity. by non-curbside traffic (e.g., vehicles entering or exiting Length and duration of queues at the entrance to the curb- parking areas, rental car areas, or other facilities). side area. Separate analyses of the departures curbside and arrivals Average delay encountered by private and commercial curbside roadways. It is necessary to analyze these curb- vehicles entering and exiting the curbside areas. side areas separately because the departures and arrivals Curbside utilization ratio, which is a comparison of the peak periods at an airport (and thus peak periods of curb- length of the vehicles stopped along the curbside and the side demand) occur during different hours of the day, and effective length of the curbside (i.e., the total length less vehicle dwell times and space allocations (the proportion the space occupied by crosswalks or other areas in which of curb length assigned to individual classes of vehicles) vehicles, or certain classes of vehicles, cannot stop). differ significantly at the departures and arrivals curbside areas, as described in subsequent sections of this chapter. As stated, most of these measures are obtainable only At airports with dual-level curbside roadways, separate through microsimulation modeling. Therefore, level-of-service analyses of each level are required. At airports with a single- definitions for airport curbside roadways shown in Figure 5-1 level curbside roadway, analyses of the peak periods for and presented in Table 5-2 are based on curbside utilization originating, terminating, and total passengers (originating ratios. These definitions and ratios were validated using focus plus terminating) are required. groups of airline passengers, airport landside managers, and Separate analyses for each class of vehicle. Private vehi- commercial vehicle operators, which were conducted as part cles, taxicabs, limousines, door-to-door vans, courtesy vehi- of this research project. (Appendix E presents a summary of cles, and charter buses/vans each have different dwell times, these focus group sessions.) required vehicle stall lengths, and maneuvering capabili- ties. Furthermore, each service provided by these vehicles may have different operational methods and be governed Estimating Airport Curbside by different airport regulations. For example, on an arrivals Roadway Traffic Volumes curbside, an airport operator may permit taxicabs to stand Curbside roadway traffic volumes can be estimated using at the curbside for 30 minutes or more to ensure that waiting the same methods used to estimate airport terminal area vehicles are available for arriving customers and may allow roadway traffic (see Chapter 3): the traditional four-step charter buses to remain at the curbside for 10 to 15 minutes travel forecasting method and the growth factors method. to ensure that all members of a large party have claimed The key differences between estimating terminal area road- their bags and boarded the vehicle, but may only allow

OCR for page 43
44 Source: LeighFisher. Figure 5-1. Curbside levels of service.