Commercial Ground Transportation at Airports: Best Practices-Appendices C to H (2015)

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C-1 A P P E N D I X C Airport Ground Transportation Best Practices Annotated Bibliography Airport Ground Transportation Association. (2012). 2012 Ground Transportation Vehicle Fees Paid to Airports. Retrieved on 2 October 2013 from http://www.npapark.org/pdfs/2012_AirportFeeStudy.pdf Taxicab This study reports fees paid by airport commercial ground transportation vehicles including taxicabs, limos, shared ride vans, hotel/motel courtesy vehicle, on-airport rental car, off-airport rental car, airport parking charter, and charter buses at the airports all over the United States in 2012. In addition, it also presents data regarding these ground transportation vehicles’ insurance requirements, airport parking rates, and also application of Automatic Vehicle Identification (AVI). Airport Shuttle Service for the 21st Century. (2005). Parking. Washington, DC: National Parking Association. This article provides both general and specific information concerning how one airport parking facility implemented an automatic vehicle location (AVL) system and describes the benefits derived from doing so. The most important customer service concern for airport parking facilities is the frequency with which their courtesy vehicles arrive to transport patrons. Off-airport parking facilities may rely on Global Positioning System (GPS) technology to compete with on-airport lots. GPS technology allows operators to space out courtesy vehicles to ensure that customers will not wait more than a certain number of minutes for one to arrive. This application of GPS, which is termed automatic vehicle location, lessens the inconvenience of parking off-site. Using AVL is more effective than the bump system, which requires that each courtesy vehicle waits to leave a customer pick-up area until the next vehicle arrives. The technology helps dispatchers ensure that, at any given time, a target number of vehicles are kept within certain checkpoints near a customer pick-up location. Implementing AVL requires in-vehicle equipment, a digital map, a location data server, and dispatch and viewing software. Depending on the software package, the dispatcher may be aware of the type of vehicle— or even the vehicle’s unique identity—at each location. The frequency with which the dispatcher is informed of vehicle locations also varies. Being aware of vehicle locations at all times allows companies to save on fuel costs by idling unneeded vehicles. Airports Council International, DKMA. (2012). Airport Service Quality Best Practice Report— Ground Transportation. Montreal, Quebec, Canada: ACI. Retrieved on 2 October 2013

C-2 from http://www.airportservicequality.aero/content/survey/ ASQ%20Best%20Practice%20Report_Ground%20Transportation.pdf Charter Bus This brief report presents survey results from 118 global participants of the Airport Service Quality (ASQ) program led by Airports Council International (ACI) and summarizes ground transportation best practices in the following areas: mode choices, factors that contribute to customer satisfaction, policies, strategies, and future investments. In terms of mode choices, this report points out that defining a clear goal is the first step of deciding the mode split. After the goal is set, investment needs to be put into the modes that the airport wants to focus on. Finally, marketing of the modes of choice helps raise awareness among airport passengers. The report also provides insights on some weaknesses of private modes, such as the fact that taxi operations usually involve high costs for both operators and passengers. Berry, F., S. Gillhespy, and J. Rogers. (2008). ACRP Synthesis 10: Airport Sustainability Practices—A Synthesis of Airport Practice. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/160369.aspx Charter Bus This synthesis addresses a series of environmental issues caused by airport operation and its concessionaires by presenting survey results of 31 US airports and 21 non-US airports. It also introduces current known practices and knowledge in sustainable operations in various airports such as LAX, which implemented sustainable practices airport-wide. The report offers insights and examples of how financial incentives, such as airport subsidies, motivate airport concessionaires to operate sustainably. Shared Rides The survey for airport sustainability practices provided insights of how various public transit systems can be used to reduce pollution and alleviate road congestion. Usage of airport subsidies to encourage high occupancy vehicles (shuttles) and conversion of shuttles and buses to CNG are some of the practices implemented by various airports. Bricker, L. R., G. P. Cleary, and J. B. McDaniel. (2008). ACRP Legal Research Digest 3: Survey of Laws and Regulations of Airport Commercial Ground Transportation. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/160035.aspx Charter Bus This report was developed to address legal issues and to offer solutions in airport development and operations. Some of the federal regulations dealing with charter buses include the Real Interstate Driver’s Equity Act of 2008, which prohibited states or subdivisions from enacting laws that affect motor carriers regulated by federal law. For example, states and subdivisions do not have the authority to provide interstate or

C-3 intrastate charter bus transportation. Local regulations dealing with charter buses are also presented in the report, such as charter buses trip tickets and specific document requirements in California. Another example is that in Connecticut, charter buses are not required to have an agreement with the airport but must be equipped with an AVI device before entering the inner roadways. There are also some charter bus licensing regulations briefly presented in the report. Courtesy Vehicle Laws and regulations pertaining to airport ground transportation vehicles are presented on a state-by-state basis. Those pertaining specifically to courtesy vehicles include restrictions regarding pick-up and drop-off locations, minimum display requirements, appropriate headways, permit requirements, proscriptions of passenger solicitation, driver insurance requirements, methods for assessing fees, driver conduct rules, driver background checks, and restrictions on fares charged. Limousine This study examines the current ground transportation laws and policies at many airports around the United States. In terms of limousine regulation, the report shows that in most states, an airport permit must be issued in order to provide ground transportation services. Furthermore, most airports have designated limousine passenger pick-up and drop-off locations within the airport. Many airports also do not allow limousine operators to solicit passengers and only provide pre-arranged services. Shared Rides The digest provides an overview of how shared rides are regulated at various airports. All airports require shared rides to have some kind of permit. Some airports require them to provide service within a certain radius of the airports, accept prepayment and have full- time reservation systems, while others require them to follow designated pick-up and drop-off lanes, starter systems, and holding areas, and follow special operating rules such as the prohibition of short haul refusals. Taxicab This study presents the state and local rules, regulations, and decisions pertaining to airport commercial ground transportation in the United States. This digest should be useful to attorneys, airport administrators, transportation operators, managers, owners, and others who are involved with airport commercial ground transportation. In addition, this report elaborates characteristics, benefits, and costs of open, closed, and semi-closed system, and provides extensive examples of US airports that use these systems. Broward County Aviation Department. (2011). Proposed BCAD Ground Transportation Program. Retrieved on 2 October 2013 from http://www.broward.org/Airport/Community/ Documents/Groundtransporationprogramdesc020211.pdf Limousine

C-4 In response to recommendations from consulting firm LeighFischer, Broward Airport details all of the changes that it will make to its ground transportation program. The recommendations for limousine services provide an idea of the current best practices in the industry. Some of the main proposals include the creation of a separate area for private-car concessions as well as the requirement that pre-arranged limousines must meet their patrons inside the airport, which will help increase customer service levels. Limousine operators are also required to have AVI tags and must pay a per-trip fee which will allow better regulation of ground transportation services and better ensure cost recovery for the airport. City of Long Beach, Office of the City Auditor. (2012). Long Beach Airport Leasing and Concessions Performance Audit. Retrieved on 2 October 2013 from http://www.cityauditorlauradoud.com/common/docs/AirportFINALREPORT08-01-12.pdf Limousine At Long Beach Airport, 460 limousine operators provide service. These operators self-report the number of times they visit the airport and pay per-trip fees according to these statements. There is no outside validation, which increases the likelihood of drivers underreporting the number of trips they made and paying lower fees. Furthermore, there is little oversight of permit fees or insurance coverage. An audit was performed to assess how to correct the problems with the haphazard ground transportation system and increase revenues. Best practice suggestions from the audit included charging a per-trip limousine fee that aligned with rates at other airports (an average of $2.94) and a periodic check of the log kept by the Shuttle Attendant to assess whether daily trips have actually been self-reported. Finally, the implementation of a yearly purchased airport permit decal could stop the drivers who do not want to pay from being able to access the airport. Clean Airport Partnership, Inc. (2001). Expanding the Use of Alternative Fuel Vehicles at Airports. US Department of Energy Clean Cities Program. Retrieved on 2 October 2013 from http://www.cleanairports.com/reports/CleanCities002.pdf Limousine This paper offers an overview of the use of alternative fuel vehicles in ground transportation at airports. Best practices related to the successful implementation of AFV include the creation of a long-term Alternative Fuel Vehicle program that has the backing of the airport as well as the EPA and the Department of Energy. In this way, the airport can make sure that it is able to implement the incentives that will make it easy for ground transportation services to upgrade their vehicles. Such successful incentives include fuel stations as well as reduced per-trip and permit fees. Along with explanations of these best practices, there are also case studies which show how AFVs have been successfully implemented at airports using such incentives. Coogan, M. A, MarketSense Consulting LLC, and Jacobs Consultancy. (2008). ACRP Report 4: Ground Access to Major Airports by Public Transportation. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/157099.aspx Limousine

C-5 This report provides a great introduction to and overview of ground transportation services, with particular emphasis on concession agreements. For instance, most airports use open access systems in which an unlimited number of ground transportation services can compete. While this allows better pricing for customers, it makes it harder to adequately regulate the ground transportation operators. Semi-exclusive concession agreements make it easier to regulate operators and allow some level of competition while exclusive concession arrangements have the highest levels of service for customers but do not allow any competition. Charter Bus This report extends beyond ACRP Report 62 and ACRP Report 83 and provides in-depth and updated information on how to improve ground access in large airports. Examples used in ACRP Report 4 include large airports in the United States and those in other countries. The report offers generic definitions of major concession types—exclusive, semi-exclusive, open access, geographic area, operator consortium, third-party management contractor—and suggests that airports set concessionaire service standards, including hours of operation, supplies, fares, customer service, and so on. The report emphasized that geographic areas and the characteristics of passengers of each area need to be carefully examined in the planning phase of airport ground transportation so that airports can match their services to customers’ needs. It summarizes the distinctions among dense urban markets, exurban markets, and middle markets and strategies for each type of market. To balance demand and supply of airport ground transportation, the report suggests that airports can limit the number of vehicles serving the airport each day, increase the minimum standards, and close entrances to holding lots. Fees can also help airports leverage supply and demand. Courtesy Vehicle Commercial vehicle fees at airports may be used to encourage the consolidation of courtesy vehicle operations, to promote increased efficiency in operations of courtesy vehicles, and to restrict the number of trips made by courtesy vehicles. These policies help reduce airport congestion. Automated vehicle identification (AVI) systems allow airport staff to keep track of the number of trips made by individual courtesy vehicle operators and determine which operators are participating in consolidated operations. This allows the airport to assess fees for the purposes described above. The benefits of ground transportation centers (GTCs) in connection with courtesy vehicle operations are also discussed. GTCs, which reduce passenger travel time and airport curbside requirements, may be as simple as a portion of a parking structure or lot that has been designated for courtesy vehicle or other commercial vehicle operations. However, when a GTC is first established, courtesy vehicle operators will most likely request that they be allowed to pick up and drop off passengers at the terminal buildings. Allowing them to do so could prevent most passengers from choosing to ride public transportation to and from the airport. Shared Rides

C-6 The identification and implementation of best practices and integrated strategies for ground access is a key factor to encourage shared rides. This report provides steps to identify market segments based on demographic elements. Shared rides would best serve the largest market which is the middle market that has zones of origin generally more than 5 and less than 50 trip ends per square mile. For example, door-to-door vans have captured nearly 20% of the middle market in Oakland. Shared rides provide door-to-door service and enable high occupancy vehicle usage. The seamless transition from air to shared rides or from air to rail to shared rides is crucial and could be possible through the use of technology, integrated ticketing, and baggage handling strategies. Also, regulations to encourage high-occupancy modes will benefit the shared rides as currently a passenger needs to pre-arrange the shared ride which is very inconvenient compared to using a taxi. The desired attributes of shared rides are enumerated in the report, and these range from door-to-door service, on-airport travel time, pick-up/drop-off locations, frequency of service, regional travel time, etc. Taxicab This report provides a wealth of information about the current status of public transportation services and their use at large airports in the United States and around the world. Specifically, it also examines the development of new and evolving information technology to bring airport ground access information and ticketing options to the traveler. Airport websites should include some form of automated trip planning for ground trips to and from the airport and accurately describe ground transportation services available at that airport, and integrate that information with other media used by the traveler (such as airline websites, Expedia, Travelocity, Google, etc.). Furthermore, this resource also elaborates how US airport websites, such as San Francisco, Portland (Oregon), Boston, JFK New York, Atlanta, and Baltimore cover ground access information. It also provides similar information from some airports outside the United States, such as Amsterdam, Narita, London, and Zurich. Additionally, the report also explains various types of business arrangements (open, exclusive, and semi-exclusive), how to balance supply and demand, and third-party management contracts. Cooper, J., A. McCleery, J. Nelson, and L. Molina. (2005). Ground Transportation, Airports, and External Regulation Conflict: A Worldwide Question? Presented at 84th Annual Meeting of the Transportation Research Board, Washington, DC, 2005. Retrieved on 2 October 2013 from http://www.trbav050.com/Documents/218-2-cooper.pdf This presentation summarizes the problems and conflicts that airports face in managing ground transport and provides several solutions. The presentation points out that the airport, as a bridge between transportation modes and a bridge between passengers and regulators, faces inevitable regulatory conflicts between parties with different interests. Although the presentation focuses on analytics on taxis, the issues that it points out and the solution provided are transferable to other airport ground transportation modes. These conflicts include licensing and control conflicts between taxi operators and licensing authorities, supply and demand conflicts between taxi operators and passengers, different arriving/departing tariffs and expectation conflicts between passenger and licensing authorities. These conflicts are commonly seen all around the world. In terms of solutions, the presentation suggests that there is no single solution to please all the stakeholders mentioned above. Rather, the key is applying transferrable solutions such as using CITaxiM as a modeling framework, correctly identifying points of impact, and seeking

C-7 balance between different interest groups by applying Pareto improvements. These solutions are useful in managing not only taxicabs but also other modes of airport ground transportation. Cooper, J., R. Mundy, and J. Nelson. (2010). Taxi! Urban Economies and the Social and Transport Impacts of the Taxicab. Burlington, VT: Ashgate Publishing Company. Taxicab This book describes the historical development of the taxicab from the earliest regulations, specifically in the United States and the United Kingdom. It also considers the different functions of the taxi, including the role of the airport taxi in airport ground transportation and the role of technology in taxi operations. This source mentions an oversupply of taxis in North American airports was caused by development of the independent contractor driver. Often lots of taxi drivers would be seen queuing up at airport taxi holding lots. Not wanting to appear unsympathetic to the plight of these drivers, airports commissioned the construction of physical facilities and creature comforts on these lots which provided airport drivers with restroom facilities, heated and air-conditioned indoor waiting areas, TV, game rooms to assist them with their long waits, in-facility food services, and even prayer rooms to support some drivers’ daily worship. The study also explicates several alternative airport taxi dispatch models, such as open airport, limited entry, and single taxi concessionaire, which has been very successful for smaller airports, and provides examples of taxi dispatch and curb procedures at Los Angeles International Airport (LAX). The authors also explain the development of technology that has been utilized for the taxicab industry, such as taxi radio systems, taxi zone box dispatching, current computerized dispatching system, and GPS technology. Specifically, the book also elaborates current dispatch systems in the United States and Europe. In the United States, the Digital Dispatch System (DDS) is one of the world’s leading taxi dispatch hardware and software companies, and PathFinder is its key product. It is intended for taxi operations of 100 or more vehicles that wish to speed up their order taking and significantly reduce both the workload of taxi call takers and dispatchers and the number of orders that must be processed by a human telephone operator. PathFinder utilizes a number of hardware and software systems to tie together the mobile radio, GPS, taxi meter, scanner, and printing capabilities within the taxi, electronically to its base PathFinder Servers, which can process information from call takers to and from taxis instantly. Another computerized taxi dispatch system in North America is Mobile Knowledge which has been well known for its hardware or Mobile Data Terminals (MDTs), and its work with taxi fleets. Mobile Knowledge has also pioneered the use of back seat taxi credit cards coupled with television and advertising to pay for the variable cost of installing these added features to taxi payment systems. In addition, TranWare is a smaller taxi dispatch system that offers lower cost than its larger competitors. TranWare Enterprise Management Modules are designed for taxi, paratransit, shuttle, and other localized ground transportation fleets. In Europe, many taxicabs that use GPS technology are widespread. In some locations combined schemes exist including systems that automate passenger location using cell phone GPS coordinates in addition to those using vehicle GPS. GPS also has been used for booking technologies include Zingo system

C-8 (www.zingotaxi.com). It utilizes GPS coordinates of a cellphone to inform the dispatcher of an intended passenger’s location. In Finland, a system of planning taxis alongside other forms of demand responsive transportation (DRT) has allowed the combination of taxi journey with those operating as transit, and, in some instances, paratransit transportation. Corgan Associates, Inc., Ricondo Associates, Inc., TransSolutions, LLC, and TranSecure, LLC. (2008). ACRP Report 10: Innovations for Airport Terminal Facilities. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/160766.aspx Charter Bus This report outlines the current best practices, innovations and trends in airport terminal facility design and implementation. It evaluates each design approach in passengers’ and operators’ perspectives and implementation process. The report provides suggestions on the implementation process. Several design approaches that the report focuses on are process-based departure hall, self-service bag check, a drive-through processing area, elder-friendly baggage devices, alternative curbsides, and arrival lounges. Alternative or supplemental curbsides can improve pedestrian safety and roadway operations. The report also introduces the concept of consolidated meeters-and-greeters areas at the secure area before baggage claim. Arriving/departing passengers’ lounges can also improve service quality and encourage patronizing the concessions. Denver International Airport. (2012). Ground Transportation Rules and Regulations. Retrieved on 2 October 2013 from http://business.flydenver.com/info/research/rules/masters/100_gt.pdf Taxicab This source elaborates rules and policies that regulate commercial ground transportation services to the traveling public at Denver International Airport. Particularly, it also explains fee types, which are access fees and concession fees, which need to be paid by commercial operators. An access fee is a fee for the use of airport facilities levied upon certain commercial operators conducting business activities at the airport which must be paid for each trip of such commercial operators’ motor vehicles, according to their AVI registration, with the amount of the fee varying according to the passenger carrying capacity of such motor vehicles and the dwell time of the vehicles Federal Aviation Administration, Federal Highway Administration. (1996). Airport Ground Access Planning Guide. Washington, DC: US Department of Transportation, National Transportation Library. Retrieved on 2 October 2013 from http://ntl.bts.gov/DOCS/AGAPP.html Charter Bus This report represents the Phase I of an airport ground access project sponsored by Federal Aviation Administration (FAA) and Federal Highway Administration (FHA). It includes airport ground access planning and its implementation strategies in order to improve overall airport ground access performance and to achieve eco-friendly and sustainable goals. Phase II will continue on with data collection, surveys, forecasting supply and

C-9 demand patterns and so on. In Phase I of this report, a seven-step airport ground transportation (AGT) planning guide – defining problem and policy context, defining performance measures, collecting data needed to apply performance measures, understanding patterns and demands, developing alternative strategies and actions, analyzing and evaluating alternatives and strategies, implementing and monitoring selected policy interventions – is provided. It also has an in-depth overview of the relationship between the size of the airport and its mode split, which should be kept in mind when try to resolving congestion issues. Intermodal facilities of both on- and off- airport are beneficial to both passengers and airport employees. The report points out that certain federal funds are not available for some single-occupancy vehicle programs. Such laws and regulations are important in AGT planning and budgeting in proceeding with ground transportation projects. Courtesy Vehicle Curbside locations should be allocated to courtesy vehicles operated by hotels and on- and off-airport rental car agencies and parking lots. Otherwise, operators of these services may attempt to pick up passengers by double-parking or parking in areas designated for other uses. Shelters should be provided for passengers as they await courtesy vehicles. Freibrun, S., ICF SH&E. (2012, November). Engaging the Passenger in your Airport’s Commercial Program through Technology. Presented at 2012 ACI–NA Airport Concessions Conference. Denver, CO. Retrieved on 2 October 2013 from http://www.aci-na.org/sites/default/files/freibrun.pdf Charter Bus This presentation introduces several mobile apps, such as FlySmart and Ionos, for better trip planning and traveler engagement during the trip. Gerald, J. (2012). ThanksAgain. Presented at 2012 ACI–NA Airport Concessions Conference. Denver, CO. Retrieved on 2 October 2013 from http://www.aci-na.org/sites/default/files/gerald.pdf Charter Bus This presentation introduces ThanksAgain—an airport-centered customer payment and loyalty program. This technology allows an airport passenger to carry a debit card as a single source of payment at participating airports and their concessionaires. It also allows airports and merchants to conduct passenger engagement and spending analysis. Global Tour Bus Operator Increasing Use of GreenRoad Technology. (n.d.). Retrieved on 2 October 2013 from http://www.intertraffic.com/news/Pages/Global-tour-bus-operator- increasing-use-of-GreenRoad-technology.aspx This news article announced that Big Bus Tours, a global tour bus company, has started to use GreenRoad technology in its fleet in San Francisco. The technology allows users to track bus and driver performance and provides fuel saving tips. Users can monitor the driver and bus from computers and mobile devices through a dynamic dashboard

C-10 application. It is believed that GreenRoad has reduced driving risks by 60% for 70 buses in London. Gosling, G. D. (2008). ACRP Synthesis 5: Airport Ground Access Mode Choice Models. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/159853.aspx Charter Bus This synthesis reviews the existing models that provide support for airport ground transport mode choices. These models include simple multinomial logit (MNL) and nested logit (NL) and so on. Models for air passengers and those for airport employees are analyzed separately. The goal of this synthesis is to help airport ground transportation planners to better understand the technical grounds for airport mode choices. Hence, the synthesis provides modeling references to improve efficiency and balance demand and supply in ground access in airports. Golaszewski, R. (2004). Location Rents and the Experience of US Airports—Lessons Learned from Off-Airport Entities. Journal of Air Transport Management, 10(1), 61–69. Retrieved on 2 October 2013 from http://www.sciencedirect.com/science/article/pii/S0969699703000802 Limousine This paper surveys various major US airports about their use of rental fees for ground transportation providers. The results show that on average, airports charge limousines 10% of their gross revenues. The per-trip fees range from 55 cents to $4.90 and the yearly permits cost between $30 and $100. The variation in rates stems from the fact that airports implement the rates either as a cost-recovery system (to make up for the airport’s costs associated with the congestion from ground transportation services) or as a revenue system which charges based on the value that the airport generates for these ground transportation services. Most airports seem to charge based on cost-recovery but these rates may be too low to show the real value of the airports’ services. Therefore, charging based on revenue generated may be a better way to insure that airports collect enough fee revenue and also lessen the congestion of the roadways. Hoel, L. A. (1998). Evaluating Improvements in Landside Access for Airports. Charlottesville, VA: Virginia Transportation Research Council. Retrieved on 2 October 2013 from http://www.virginiadot.org/vtrc/main/online_reports/pdf/99-r7.pdf Limousine In providing specific recommendations for an airport in Virginia, Hoel analyzes landside access at airports of all sizes and finds that 96% of airports surveyed listed congestion as a major ground transportation issue. His report offers common best practice solutions that can be utilized at any airport. For instance, he recommends curbside management and increased trip prices, which will help discourage loitering at the ground transportation terminals. Traffic can also be reduced through physical improvements, such as building more parking lots and extending the number of roads.

C-11 Humphreys, I., and S. Ison. (2002). Ground Access Strategies: Lessons from UK Airports. Loughborough, Leicestershire, UK: Transport Research Board Committee on Airport Terminals and Ground Access. Retrieved on 2 October 2013 from http://www.ltrc.lsu.edu/TRB_82/TRB2003-000220.pdf This conference proceeding addresses the several airport ground access capacity issues brought by the increasing volume in UK airport travel and provides suggestions for resolution of the issues. To resolve airport car dependency problems, the UK government instructed 27 airports of various sizes in the UK to form a forum that was responsible for producing Airport Surface Access Strategy (ASAS). A series of short-term strategies are provided: closely analyzing the current situation to understand travel patterns and behavior, improving public transport bus services in terms of frequencies and new routes, providing facilities to enable cycle access, encouraging passengers to walk, raising car parking fees, examining and implementing car sharing schemes, improving public transport marketing, through ticketing and staff concessions, often in the form of travel cards, and video conferencing. Long-term strategies include developing rail links, improving rail, bus and coach services, considering busway development, developing ground transportation interchanges, and signing up employees to Travel Plans. This article also discusses the potential transferability of ASAS to US airports. Jacobs Consultancy. (2010). Commercial Vehicle Business Arrangements: Fort Lauderdale- Hollywood International Airport. Prepared for Broward County Aviation Department, Fort Lauderdale, FL. Retrieved on 2 October 2013 from http://www.broward.org/Airport/Transportation/Documents/commercialvehicle.pdf Courtesy Vehicle Failing to institute a system that keeps track of and charges courtesy vehicle operators according to how many trips they take during a given time period may result in courtesy vehicle operators not paying fees that cover their fair share relative to the congestion they add to airport roadways. If fees charged are too low, the rental car companies and hotels that operate courtesy vehicles may put so many on the road that many travel their routes while empty or containing only one or two passengers. This report recommends requiring all courtesy vehicle operators to pay a deposit and obtain AVI tags for each vehicle. Invoices would be sent to courtesy vehicle operators each month requiring the payment of a per-trip fee, a privilege fee based on a percentage of gross revenue, and any applicable fine for exceeding the limit on trips per month. (The privilege fee would only be an option for off-airport parking businesses that operate courtesy vehicles.) Limousine This audit provides recommendations and best practices for the Fort-Lauderdale- Hollywood Airport. Suggestions especially pertinent to limousine ground transportation include the implementation of per-trip fees and mandatory AVI tags. Higher per-trip fees would aid the airport in cost recovery of their ground transportation services. AVI tags used in tandem would help the airport regulate drivers and manage the collection of those increased per-trip fees. Because limousines are pre-arranged and cannot solicit passengers, the implemented per-trip fee would be less than the taxi rate, but high enough so that it

C-12 could adequately help offset the cost of limousine service at the airport. The report also suggests the creation of a designated meet-and-greet limousine area in order to raise the level of customer service offered. This area would be monitored by staff who would make sure that all operators have the required permits and licenses. Shared Rides The actions of the current concessionaire at this airport are deemed to be confusing and not management or customer friendly. The unique practice of ushering prospective customers into shared ride vans or luxury sedans operating as a shared ride or private car leads to passenger confusion, difficulty in monitoring fares charged by vans and sedans and thus a possibility of drivers overcharging customers. The consultancy recommends using a single concessionaire for shared ride service and discontinuing on-demand private car service. Taxicab This article explicates resourceful recommendations of business arrangements models for the commercial ground transportation services at Fort Lauderdale-Hollywood International Airport that may be very useful for this Best Practices project. It provides information regarding Automated Vehicle Identification (AVI) technology utilized to monitor the number of trips made by each commercial vehicle operating at the airport. The data resulting from the AVI system is to be used as a basis for calculating the amount of potential fees (i.e., per-trip fees) and demand management fees to be paid by each commercial vehicle company doing business at the airport. It also mentions the need of computerized dispatching to maximize taxi trips efficiency. In addition, this source explains characteristics of several business arrangement models (open, exclusive or semi- exclusive, and hybrid model). In open access, drivers serve the airport only every nth day in order to do rotation. This article also compares some alternative potential models for managing taxicabs including potential taxicab service standards, such as maximum vehicle age/mileage, secure credit card acceptance, insurance coverage, GPS, vehicle and driver appearance, ADA accessible vehicles, and regular vehicle inspection. Furthermore, this article also describes information about responsibilities of a ground transportation management contractor (also referred to as the Contractor or third-party contractor). Conducting periodic mechanical inspection, using an AVI system, and establishing strong and effective regulation can be enforcement measures that control implementation of the rules and policies. This source also gives an idea to improve communication with customers by providing comment cards that would provide customers with (1) useful information about the region or major destinations and (2) an opportunity to compliment individual drivers or lodge a complaint about the service they received. To improve communication with drivers, the ground transportation management contractor would be responsible for providing radio communication between the hold lot and podiums. The landside operator would also be responsible for the posting of notices to drivers alerting them of unusual events, construction activities affecting their operations, changes in rules and regulations, and other information. Furthermore, it also provides information regarding ground transportation counters that should be built in the baggage claim area of each terminal. It also explains the staffs' responsibilities at this counter and includes a picture that illustrates the conceptual layout of key ground transportation elements. Moreover, it gives an example of the detailed calculation of full-cost recovery fees that

C-13 can be guidance for how to calculate the fees. In addition, this resource presents lists of information about ground transportation fees and types of business agreements used in several airports all over the United States. Kamga, C., A. Conway, A. Singhal, and A.Yazici. (2012). Using Advance Technologies to Manage Airport Taxicab Operations. Journal of Urban Technology, 19(4), 23–41. Retrieved on 2 October 2013 from http://www.tandfonline.com/doi/abs/10.1080/10630732.2012.717461 Taxicabs This research illustrates how modern technologies and procedural changes can be applied to optimize the taxicab operations at JFK International Airport and similar airports based on a review of state-of-practice taxicab dispatch systems deployed in airports worldwide. The study describes sub-system technologies, such as AVI systems, smart cards, variable message signs (VMS) and dynamic message signs (DMS), and handheld mobile computer terminals. These technologies can be integrated to the modern dispatching technologies so that they work in tandem to effectively manage and streamline taxicab operations. AVI systems usually make use of either Radio Frequency Identification (RFID) or License Plate Recognition (LPR) technologies to identify vehicles. RFID technology uses short- range radio frequency waves to communicate with unique electronic tags or transponders attached to a movable object (in this case, the taxicab) for the purpose of detection, identification, and tracking. LPR technology, also known as Automatic Number Plate Recognition (ANPR), is an image-processing technology that uses optical character recognition to identify vehicles by reading license plates. LPR systems are most commonly used for parking, access control, and security applications. AVI can identify, monitor, track, and collect data on vehicle movements throughout the airport premises. In addition, smart cards also can be used for driver identification and authentication. These cards provide two-tier security through their combined identification and access fee payment capabilities. In addition, VMS and DMS play an important role in many transportation contexts including aviation, freeways, toll roads and other roadways, mass transit, and parking. It assists drivers by providing real-time traffic warnings, weather advisories, and other information. Handled terminals are portable wireless computing devices with small form factor and multifunction capabilities. They are currently employed in law enforcement, parking and ticket issuance, utility meter reading, inventory management, light-handling delivery, point-of-sale retail, and inspection and maintenance activities among other applications. By 2006, 31 US airports had implemented a comprehensive Ground Transportation Management System (GTMS) with 16 airports also using AVI-based, stand-alone taxicab dispatch systems. Furthermore, this study elaborates on the types of technology systems applied at several US airports. King, S. (2009). Airport Parking Management Using ITS PDX Case Study. Presented at 88th Annual Meeting of the Transportation Research Board, Washington, DC, 2009. Retrieved on 2 October 2013 from http://www.trbav050.com/Documents/2009_Presentations/Session_268/TRB%20PDX%2 0Parking2.pdf

C-14 This presentation introduces the PDX ITS Master Plan as a solution to airport ground parking issues. The plan was carried out by a demand study at Portland International Airport and its surrounding area. The nine-year project utilizes information technologies to reduce exit delays at the main parking plaza, to enhance the capability to direct patrons to available spaces, and to provide parking space availability and rates. Some technologies developed in the projects are pay-on-foot multiple ways to pay parking fee, automated parking guidance system, single space parking guidance, graphic user interface, dynamic parking signage and message board, and web-based parking information platform. La Croix, S. J., J. Mak, and W. Miklius. (1986). Airport Taxi Service Regulation: An Analysis of an Exclusive Contract. Retrieved on 2 October 2013 from http://socialsciences.people.hawaii.edu/publications_lib/Airport.Taxi.Exclusive.Contract.p df Taxicab This paper analyzes the exclusive airport taxi service at Honolulu International Airport as a case study. The analysis indicates that exclusive airport service can provide high quality service, reasonable prices and revenues to finance airport service. However, instead of exclusivity, the terms of the contract and the circumstances specific to each market determine which system is best for a particular place. It also explains benefits of exclusive taxi service, specifically, in Honolulu International Airport. Lampe, A. J. (1993). Effects of Road Access Pricing at the Los Angeles Airport. ITE Journal, 63(12), 22-24. Retrieved on 2 October 2013 from http://www.ite.org/membersonly/itejournal/pdf/JLA93A22.pdf Limousine Lampe’s article explains how Los Angeles Airport increased its per-trip revenues using AVI tags. In the early 1990s, LAX had high levels of congestion with 5,500 commercial ground transportation carriers competing for curb space. In order to combat this problem and increase revenues, AVI tags were installed which could identify when someone had entered the “read zone” and assess trip fees accordingly. With the AVI tag system in place, service revenue increased by 250% and roadway congestion decreased by 20%. The success of AVI tags at Los Angeles Airport paved the way for other Los Angeles area airports to follow suit. AVI tags are now an integral part of airport ground transportation programs. LeighFisher, Dowling Associates, Inc., JD Franz Research, Inc., and WILTEC. (2010). ACRP Report 40: Airport Curbside and Terminal Area Roadway Operations. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/Publications/Blurbs/164469.aspx Charter Bus This report provides analytics of airport terminal and curbside performance and solutions for improvement. As mentioned in the report, charter buses usually receive and unload passengers from a remote location from the curbside. And compared to other modes such

C-15 as taxicabs and limousines, they are a less common form of ground transportation at the airport. Thus, less dwelling space should be allocated to charter buses at curbsides. Courtesy Vehicle When courtesy vehicle operators are required to drop off passengers at the same location at which other passengers board the courtesy vehicle, airport curb space is used more effectively. Although it may adversely affect customer service, it reduces the number of stops courtesy vehicles make and the amount of curb space that must be devoted to courtesy vehicles. Often, curb space is designated or reserved for courtesy vehicles near baggage claim and passenger pick-up areas. It is recommended that shelters with benches be provided for passengers waiting for scheduled courtesy vehicles. The heightened presence of courtesy vehicles and other large vehicles on airport roadways introduces additional considerations for planners. Courtesy vehicles may disproportionately reduce road capacity because of slower acceleration and deceleration rates, especially when carrying standing passengers. The difference is exacerbated when vehicles must travel uphill. Additionally, courtesy and other large vehicles may prevent other motorists from seeing directional signs along airport roadways. Planners must take into consideration these issues. When possible, car rental companies operating at an airport should be encouraged to consolidate courtesy vehicle operations instead of each operating a separate shuttle. This reduces vehicle congestion on airport roadways. A rental car industry consortium or a third-party contractor hired by the airport may operate the consolidated courtesy vehicle service. At some airports, hotels have consolidated their courtesy vehicle operations, as well. Shared Rides This report provides an overview of methods used for analyzing terminal area roadways and curbside operation. The three methods require varying degrees of skills and efforts and provide equivalently accurate results. To determine service levels at airports it is necessary to know the percentage of usage of shared rides as compared to other travel modes. The calculation of volume, dwell time, vehicle stall length, etc., would be based on their share of the market. Also, their unique feature of making multiple stops at curbside areas makes it difficult to be represented in analyzing the curbside areas. Analysis using the QATAR approach (Option C) is recommended by the report for shared rides. Taxicab In general, this study discusses airport roadways and curbsides, methods for estimating airport roadway traffic volumes, evaluation of airport curbside operations, and best practices to improve airport curbside and terminal area roadway operations. Specifically, to minimize the wait times of deplaning passengers, this report suggests taxicabs are generally allowed to wait at the deplaning curbside area in queues of 3 to 10 vehicles. The number of taxicabs in the queue is a function of airport policy, the proximity of a taxicab hold area (where additional taxicabs may wait until dispatched to the curb), and the availability of curb space. Furthermore, police enforcement procedures commonly used

C-16 elsewhere can be used to enforce curbside traffic rules at airports. Enforcement of dwell times and unattended vehicle prohibitions typically receive more attention than speeding on curbside roadways. Some airport operators contract with a tow truck operator parked at, or near, the curbside entrance to discourage motorists from leaving their vehicles unattended, remaining at the curbsides too long, or engaging in other improper behavior. Some airport operators employ traffic control officers (TCOs) rather than licensed law enforcement officers (LEOs) for curbside operations because of their effectiveness (TCOs can focus entirely on traffic control and are not dispatched to other assignments) and cost (TCO wages are typically lower than those of LEOs); thus, an airport operator can hire more TCOs than LEOs. In addition, to encourage the efficient and safe use of transportation facilities, a variety of intelligent transportation system (ITS) applications are needed. At airports these applications include pricing mechanisms (increasing parking costs), the use of AVI and global positioning system (GPS) technologies to monitor the location and number of trips made by commercial vehicles or shuttle buses, and a variety of systems for distributing traveler information to arriving motorists (e.g., airline schedules/delays and parking space availability). Traveler information can be distributed using the Internet, mobile telephones, highway advisory radios, flight information display systems (e.g., those located on deplaning curbsides or within cell phone lots), or dynamic signage presenting parking space availability information or warning over-height vehicles approaching areas with limited vertical clearance. Leigh Fisher Associates, M. A. Coogan, and MarketSense. (2000). TCRP Report 62: Improving Public Transportation Access to Large Airports. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/main/blurbs/153786.aspx Report Part A: Limousine This government document provides a wealth of information about current ground transportation practices at airports. Because of its perception as providing higher levels of service than taxis, the relative share of limousines at many airports has increased. Currently, limousine services are used heavily at several airports, including Las Vegas, Orlando, and New York. Most limousines operate as pre-arranged services with open access agreements that do not limit the number of licenses. This makes it hard for airports to properly regulate drivers and maintain an equal supply and demand. When demand eclipses supply, drivers have a higher incentive to ignore regulations in order to gain enough revenues to offset all their costs. Unfortunately, customers cannot always recognize which drivers have the proper identifications and licenses and so may end up spending more for limousine service than required. Shared Rides The report begins with identifying key market segments for ground transportation based on type of its user. The two key segments are airport employees and airline passengers which are further classified based on their trip purpose (business or leisure) and residence (resident or nonresident). Then it defines shared rides as door-to-door van services which charge flat rates, are typically radio-dispatched eight passenger vans, require prior

C-17 reservation for transportation to airport but transportation from the airport is typically on- demand. The group consisting of nonresident nonbusiness passengers is the one which is most likely to use them because of their unfamiliarity to the region and price-sensitive attitude. The report also points out the pitfalls of the lack of enforcement and unlimited licensing of shared ride providers which lead to solicitation of users of competing providers. It also notes that shared rides play a very small role in European and Asian markets and hence have been excluded from the analysis. Taxicab This source identifies strategies to improve public transportation access to large airports through increased awareness of issues and best industry practices. This report will be of interest to individuals involved in planning and implementing improved public transportation access to large airports. Specifically, this report provides general explanation and comparison of business arrangement models (open, exclusive, semi- exclusive, geographic service areas, and driver/operator consortiums). It also completes the information with examples of airports in the United States that use these models. This report also gives further explanation of geographic distribution of ground access trips. Differences in the geographic distribution of ground access trips are a reflection of the physical development patterns in a region. The number of ground access trips in any one geographical sector is significant for the planning of airport ground access services because different types of access services are more or less suited to different densities of trip origins. Report Part B: Shared Rides This part of the report highlights the use of information system to enhance ground transportation usage. It defines three stages of a trip when information is needed; trip planning, trip commencement and en-route. The report makes special mention of the use of ride matching technology for shared rides which would encourage high vehicle occupancy and improve efficiency. The report provides examples of US, Dutch and German systems. The SAMPO project by the European Union was an early example of automated shared ride scheduling and trip dispatching. Leigh Fisher Associates, M. A. Coogan, MarketSense. (2000). TCRP Report 83: Strategies for Improving Public Transportation Access to Large Airports. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/main/blurbs/152090.aspx Report Part A: Courtesy Vehicle Airport fees may be used to foster efficient courtesy vehicle operations by putting limits on the number of trips each operator may make or by encouraging the consolidation of courtesy vehicle operations. Both Los Angeles International Airport and San Francisco International Airport limit the number of trips courtesy vehicles are allowed to make. The

C-18 promotion of consolidated courtesy vehicle operations can be accomplished through charging fees that are significantly lower than fees assessed to individual operators. It is estimated that the discounted fees would be between 25% to 50% lower for consolidated operators than for individual operators. San Francisco International Airport has instituted access fees designed to promote consolidation of courtesy vehicle operations. AVI systems aid in measuring the number of trips each courtesy vehicle takes. A passenger’s choice of how to get to and from the airport is influenced by the availability and convenience of courtesy vehicles at the airport. Some airports make available via the Internet waiting times for courtesy shuttles to aid passengers in their decisions. If a courtesy vehicle is capable of transporting more than fifteen passengers, it falls under the regulatory purview of the Federal Motor Carrier Safety Administration (FMCSA). This may constrain the introduction of new services at airports. Airport managers allocate curb space to individual types of airport ground transportation based on a number of factors. One of these is the quantity of space needed by the type of vehicle to travel into and out of the curbside area. Courtesy vehicles often require less space than buses and over-the-road coaches. Courtesy vehicles operated by hotels and car rental companies located on airport grounds are usually given a higher priority in curbside space allocation than ones operated by car rental companies located off-site and private parking lots. Private vehicles, shuttle buses for passengers, shared ride vans, limousines, and taxicabs are typically given higher priority than any type of courtesy vehicle. Shared Rides The report focuses on public ground transportation. The research findings suggest that shared rides serve primary markets which are anywhere between 60 to 450 square miles in size and generate 2 to 4.9 million annual air passengers. The report does a quick mention of how public shared ride modes receive subsidies and private modes have to pay license fees. Public transportation user who are more time sensitive then price sensitive are more likely to use shared rides. Other attributes that affect shared ride usage include travel time between terminals, convenient pick-up drop-off locations, frequency of service, availability of HOV lanes, population density at trip ends and automobile ownership. Taxicab This report provides practical strategies to improve public transportation access to large airports through market-based planning and improved management of ground access to airports. This report also explains general explanation and characteristics of business arrangement models (open, exclusive, semi-exclusive, and third-party management contracts). In addition, it also elaborates the functions of AVI system that can restrict the number of trips, be measurement to encourage consolidated operations, support implementation of dwell-time restrictions, restrict the number of circuits, restrict access to commercial lanes, monitor the headways or trips per hour or day made by each scheduled ground transportation operator, and to reach more efficient vehicle dispatching. This report also mentions odd-even license plate programs in order to rotate Taxi drivers. Moreover, development of many new technologies is also needed to improve communication with the passenger, especially in the field of intermodal passenger information systems. Chapter 7

C-19 examines new and evolving information technology intended to provide intermodal information and ticketing options to air travelers. Unfortunately, this source does not provide complete chapters so there is no further information can be included related to this information technology. In addition, the report also states that Ground Transportation Centers or intermodal centers represent example of a customer service enhancement that has been or could be implemented by airport managers as customer service enhancements. A GTC is similar to a bus terminal or rail station located near an airport terminal facility. Customer services provided at a GTC may include covered boarding areas for buses and vans; heated and air-conditioned waiting areas; restrooms; ground transportation ticket sales and information counters; kiosks, magazine stands, food and beverage amenities, and other passenger amenities; access to rental car ready areas; prior to September 11, 2001, airline ticketing and bag check areas; and baggage-claim facilities. This resource also provides examples of airports in the United States that provide satisfactory GTCs. In order to increase efficiency of roadways and curbside using, airports need to separate roadways or commercial lanes and the adjacent curbside areas are reserved for commercial vehicles. Access to these commercial roadways is typically gate-controlled so that only authorized vehicles can enter and pick up passengers. Drivers of authorized vehicles must have proximity cards or radio frequency identification system transponders (e.g., automated vehicle identification system tags) to activate the gates and access the passenger pick-up areas. Report Part B: Shared Rides This part of the report provides information on baggage handling strategies, getting intermodal information to customers and then summarizes the six steps of putting it all together. A shared ride service sits in the middle of the spectrum of service provided from private cars to rails. It has more baggage space then rail or bus and less then taxis per customer served. Shared rides can be designed to serve the type of customers as a long duration, leisure traveler is likely to have more baggage then a short distance business traveler. A demand pattern and the availability of competitive modes for each demand pattern are necessary to be recognized when determining the demand for share ride services. The fifth step in the six steps focuses on integrating HOV usage in airports. Airport curbside access is first given to private vehicles and the shared rides customers often have to undergo inconvenience of bad weather etc. which discourages their usage. Louis Berger Group, Inc. (2009). Airport Management Study: Lehigh Northampton Airport Authority. Retrieved on 2 October 2013 from http://www.northamptoncounty.org/northampton/lib/northampton/depts/administration/fin al020609.pdf Taxicab This study provides survey questionnaires to review and evaluate the efficiency and effectiveness of Lehigh Northampton Airport Authority (LNAA) and the Lehigh Valley International Airport (LVIA). The survey was designed to facilitate dialogues or communication and gather key information from Board of Governors members, Airport

C-20 Management employees, and Non-Management Airport employees, Regional Executives, Stakeholders and Non-Airport employees. Several questions asked in this survey are “What do you like/dislike about the current state of communications between the Community and/or Region and the Airport Authority?” and “In your opinion has the Airport Authority established effective communications with the business community/general public in a manner that is proactive and shows dedication to serving the public's interest?” Based on this study, survey research can be a tool to evaluate and improve communication between airport stakeholders and airport management. The authority also can improve communication with the community through various news publications, press releases, and public meetings, as well as an airport website and 24 hour call center available to the public. Lunden, I. (2012, July 31). Uber Spins Its Latest Variation On Car Rides: DJs On Party Buses In Chicago. TechCrunch. Retrieved on 2 October from http://techcrunch.com/2012/07/31/uber-spins-its-latest-variation-on-car-rides-djs-on-party- busses-in-chicago/ Charter Bus This news article covers Uber’s newest variation – using the application to book private chartered party buses in Chicago. Uber party bus service is currently priced at $50 per 5 miles. Although Uber hasn’t got into airport charter bus yet, the future trend of using such application and services is feasible. Metropolitan Washington Airports Authority. (2013). Concession Contract between Metropolitan Washington Airports Authority and Taxicab Company, Inc. to Operate a Taxicab Concession at Washington Dulles International Airport. Retrieved on 2 October 2013 from http://www.mwaa.com/file/6-12-C002_DraftContract.pdf Taxicab This source is a concession agreement between taxi company and airport authority at Washington Dulles International Airport. Even though it does not mention the best practices for taxicab directly, this agreement addresses applicable points that can be recommended for other airports as a policy or practical recommendation. For instance, this agreement provides comprehensive requirements of minimum vehicle standards. These are several standards mentioned in this agreement: A vehicle no older than four calendar years beyond the manufacturer’s model year; A vehicle equipped with operating heating and air conditioning, painted, numbered, and marked with the distinctive Washington Flyer paint scheme; A vehicle equipped with an electronic navigation device that communicates in real-time with a global positioning satellite system; A vehicle with a clean and odor-free interior, free of exterior and interior damage and equipped with operating front and rear seat belts; and A vehicle equipped with an EZPASS transponder for accessing local toll roads. Each taxicab also shall be required to be equipped with an automated vehicle tracking device to be provided and installed by the Authority. In addition, this agreement also mentions minimum working hours that says the Contractor must provide taxicab service from the Airport seven (7) days per week, twenty four (24) hours per day ensuring that its taxicabs provide a minimum of twenty two percent (22%) of the all total daily

C-21 outbound taxicab trips dispatched from the Taxicab Terminal Loading Area Premises at the Airport. In addition, it also presents contractual suspension, which can be the policy enforcement tool. The Contractor is required to suspend for the period of one (1) year any vehicle operator who is convicted of traffic violations that, either collectively or individually, result in a total of six (6) or more demerit points being issued against his/her motor vehicle operator’s license within a twelve (12) month period. Miller, B., D. Johnson, P. Jones, T. Thompson, M. Johnson, M. Hunt, D. Schenk, J. Driver, G. Biscardi, J. Lavin, D. Plavin, R. Dunkelberg, C. Fussell, P. Van Pelt, D. Glassman, H. Peace, J. Norris, D. Fordham, and R. Altman. (2013). ACRP Report 83: Assessing Opportunities for Alternative Fuel Distribution Programs. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/main/blurbs/168378.aspx Charter Bus This guidebook evaluates the needs and concerns of potential users—the airports, airport stakeholders, customers and the communities—for using alternative fuels such as alternative jet fuel, green diesel, biodiesel, ethanol, compressed natural gas (CNG), liquefied petroleum gas (LPG), and electricity at airport support facilities. It also provides a step-by-step guide for how to adopt sustainable practices in which alternative fuels are used. In terms of ground transportation projects, the guidebook reviews economic incentives such as available FAA funds on certain airport improvement projects and funds that VALE program provide to reduce ground transport emission. Mundy, R. (2005). Current Issues in Airport Ground Transportation. Presented at 84th Annual Meeting of the Transportation Research Board, Washington, DC, 2005. Retrieved on 2 October 2013 from http://www.trbav050.com/Documents/218-1-mundy.pdf This presentation identifies several key issues in airport ground transportation. These issues are excessive fees, physical placement, service levels, access/regulation, airport landside, management development. The presentation points out that each mode of ground transportation has its own nature. For example, tour or charter buses operate on a solely pre-arranged basis. Another key issue that is well addressed is the human resources management of curbside management companies. Issues include management personnel who lack formal training but require it. On-the-job training is not a good solution and could be problematic. Demand and supply issues are also addressed in the presentation. Mundy, R. (2007). Taxicab Ridership Study: Miami-Dade County. Tennessee Transportation & Logistics Foundation. Retrieved on 2 October 2013 from http://www.miamidade.gov/business/library/reports/taxi-ridership-study-final.pdf Taxicab The purpose of this Miami-Dade Taxicab Ridership Study is to provide key findings and recommendations for several project issues in Miami-Dade County. Specifically, the author provides information of limit access to hold area in order to improve taxi supply efficiency and reduce the oversupply of taxis at the airport. He suggests to limit the days or time of day when taxis could enter the holding lot and the total number of taxis

C-22 permitted to serve the airport at all but peak hours. In addition, using GPS and SunPass technology, devise a system of allowing taxis that drop off a passenger at the airport to have the choice to get into the taxi holding area, thereby eliminating deadheading back to the airport on the day they are assigned to work the airport. Office of Energy Efficiency & Renewable Energy. (2001). Airport-based Alternative Fuel Vehicle Fleets. National Renewable Energy Laboratory. Retrieved on 2 October 2013 from http://www.nrel.gov/docs/fy01osti/28353.pdf Shared Rides This report provided information on how the incorporation of alternative fuel vehicles has provided economic benefits through case studies of three airports. The use of alternative fuels would especially benefits operation of shared ride vehicles as they are typically larger and hence can increasingly contribute to improve air quality as well as fuel efficiency. Outreach & Escort, Inc. (2013). Training and Curriculum. Santa Clara County: Consolidated Transportation Services Agency. Retrieved on 2 October 2013 from http://api.ning.com/files/ie5nt2KxHYqiDzB1Rq- XusQEQCnWUYE*9*QxGuR1o4HSSoeG*LlVoxXDkxOfM8D578vj69DxjoVnwt*7UJ5 W1IS5s1YJ16DV/TaxiBestPractices.pdf Taxicab This source provides information about standardized training and curriculum for taxi drivers at several airports in the United States and all around the world. For instance, in Australia taxi drivers must receive formal training from an accredited taxi driver course at a training school and pass a test set by the school and the transportation department. Drivers are permitted to take the course at any school. The competency standards include rules and regulations, customer care, driver’s safety, taxi driving skills, managing health and stress, and transporting passengers with special needs. City of San Francisco requires taxicab drivers to undergo physical and practical exams in order to get a permit to drive a taxicab. They are also required to complete an approved driver training course. This course should involve how drivers should treat seniors. Moreover, The National Center for Senior Transportation (NCST) advises that drivers be provided training to adder concerns about senior including sensitivity training, customer service, and guideline for assisting seniors and disabled. DRIVE: Transporting Older & Disabled Passengers is a program where Participants will develop sensitivity to the transportation needs of older passengers and passengers with disabilities, as well as demonstrate correct passenger assistance techniques. The course will include driver responsibilities regarding passenger safety, comfort, and well-being, common myths and stereotypes about aging, characteristics of common impairments including: vision loss, hearing loss, stroke recovery, respiratory limitations and dementia, techniques for maximizing passenger comfort and safety in the presence of common impairments and diseases, correct wheelchair use, two techniques to assist passengers to stand from a sitting position, hydraulic lift and wheelchair securement rules and regulations (includes power chairs and scooters).

C-23 Roy Morgan Research. (2011). Taxi Mystery Shopping Summary Report. Retrieved on 2 October 2013 from http://www.tmr.qld.gov.au/~/media/busind/Taxi%20and%20limousine/Pdfmysterypasseng erproject2011.pdf Taxicab This research aims to assess the customer service performance of the Queensland Taxi Industry. The data presented in this report provides valuable insight into the effectiveness of actions implemented as part of the Taxi Strategic Plan. Mystery shoppers took trips in taxis between various origins and destinations. Once the journey was completed the passenger filled out the questionnaire away from the taxi and out of sight of the driver. Some mystery shops were conducted by people with a disability recruited through the Queenslanders with Disability Network (QDN). Key Performance Indicators (KPIs) have been designed to calculate7 categories of service: Taxi Company Service – arrival times and presence/absence of tariff stickers; Taxi Characteristics – cleanliness, odor, temperature, volume of music etc.; Driver Service Characteristics – assistance, greeting, presentation, knowledge, conversation, compliance with requests, attitude etc.; Safety – operating seatbelts, using non-taxi related devices while driving, driving to suit road conditions, following road rules and incidence of dangerous driving; Fares – correct tariff applied, offering off-meter travel, charging the correct fare, using a cost efficient route; Processing of Fares – acceptance of intended payment method, explaining fees and toll charges, offering a receipt without prompting, returning a TSS card without prompting; Journey Experience – satisfaction with the journey. San Diego County Regional Airport Authority. (2010). Ground Transportation Vehicle Conversion Incentive-Based Program. Retrieved on 2 October 2013 from http://www.san.org/documents/AQMP/Adopted Version-Vehicle Incentive Program.pdf Limousine This plan explains the incentives and other strategies San Diego Airport will use to create a ground transportation system composed entirely of AFV vehicles by 2017. Such incentives include reduced yearly permit and per-trip fees for the operators of AFV vehicles. San Diego will also implement penalties in increased permit and per-trip fees for those companies that do not utilize AFV vehicles by 2017. Yearly assessment of the program will help the airport figure out which incentives are working and what changes may need to be made. Taxicab It explains the detail ground transportation business agreement at San Diego Airport. Specifically, it explains Ground Transportation Vehicle Conversion Incentive‐Based Program (Incentive Program) that sets incentives for public commercial ground transportation service providers operating at San Diego International Airport to convert their current vehicles to alternative fuel vehicles (AFVs) or Clean Air Vehicles (CAVs). The goal of this Incentive Program is to convert 100% of the public commercial ground transportation vehicles operating at the Airport to AFVs or CAVs by 2017. The Incentive Program includes incentives to ground transportation providers that use AFVs or CAVs.

C-24 The incentives consist of a reduction in fees per year based on a percentage of the Ground Transportation Schedule of Annual Permit Fees, set by the Authority. The reduction in annual user fee decreases over time as the availability of alternative fuel vehicles become more prevalent. In addition to the incentives offered, the Incentive Program includes fee increases for non‐AFVs or non‐CAVs operating at the Airport. Penalties increase in the future as alternative fuel vehicles and infrastructure become more available. By charging monetary penalties rather than mandating conversion, shuttle operators may still opt to use petroleum based vehicles, but at higher fees. San José International Airport Commercial Ground Transportation Rules and Regulations. (2012). Retrieved on 13 September 2013 from http://www.flysanjose.com/fl/business/gt_permits/gt_rules.pdf Courtesy Vehicle This document provides examples of regulations related to courtesy vehicle operators, as implemented at San José International Airport. During peak hours, courtesy vehicles are prohibited from remaining stopped in a designated loading area for more than forty-five seconds unless passengers are boarding or the driver is loading luggage onto the vehicle. This rule applies from 5:30 a.m. until 8:30 a.m., from 11:00 a.m. to 1:00 p.m., and from 7:00 p.m. to 10:30 p.m. During other times, courtesy vehicles may remain in designated loading zones for five minutes unless one of several events takes place. If the police or airport personnel ask that the vehicle be moved, or another vehicle arrives and there is not sufficient space for both, the courtesy vehicle must be moved. Each ground transportation provider may only have one courtesy vehicle sitting at a loading zone at any given time. Taxicab This source provides an audit of taxi service and regulation in San José. San José City Editor conducted this performance audit in accordance with generally accepted government auditing standards. This source regulates minimum working hours for the On- and Off-Airport Taxi Permit Holders. Over any consecutive fourteen (14) day period during the term of this Permit, Permittee must provide on-demand taxicab service at the Airport on a minimum of five (5) of the days designated and at non-Airport locations in Santa Clara County on a minimum of five (5) days designated as non-Airport days. A minimum of four (4) on-demand trips per day from the Airport on Airport days or four (4) trips for non-Airport locations on non-Airport days will satisfy the daily service obligations in this Permit. Failure to meet the service obligation as provided in this Section by the Permittee may result in revocation of the Permittee’s Airport Access Permit. This service obligation was intended to ensure that airport permit holders work both on- and off-airport. The obligation does not require drivers to work every day; they can maintain a five-day workweek. It also counts trips originating from within Santa Clara County, a more generous provision than counting San José trips only. The source also includes exhibit 4 charts that describe this service standard over a two-week period. The service obligation applies to any and all 14-day periods. In addition, this agreement also provides the idea how to rotate the taxi drivers’ schedules. The City could modify the A/B day rotation schedule. Los Angeles, for example, has an ABCDE rotation which gives a fifth of the city’s taxi fleet airport access on a five-day rotation. By adding more rotation groups, San José can further limit daily supply, without radically changing the system—

C-25 each driver would have fewer access days, but would likely receive more trips on those days on average. The Airport already has the capability to identify subgroups of drivers, as the Airport permits are numbered in a way that divides the drivers into subgroups of 50. The intent of this permit numbering scheme was to enable the dispatch operator to call in subgroups of permit holders when needed to meet demand. Schaller, B. (2007). Entry Controls in Taxi Regulation: Implications of US and Canadian Experience for Taxi Regulation and Deregulation. Transport Policy 14 (6). Elsevier, Retrieved on 2 October 2013 from http://schallerconsult.com/taxi/entrycontrol.pdf Taxicab This study assesses the effects of entry regulation on taxicab availability and service quality in the United States and Canada. The analysis shows that entry controls have quite different impacts in the two basic markets served by taxicabs: the telephone order (dispatch) market and the cab stand/street hail market. Without entry controls, the cab stand and street hail market experiences an oversupply of cabs, leading to deterioration of vehicle and driver quality. In particular, this study also provides taxicabs geographic restriction to solve geographic imbalances in service. Geographic imbalances in service tend to arise whenever higher trip densities prompt drivers to cluster in downtown business and commercial districts and airports in preference over outlying areas. A central challenge of taxicab regulatory policy is to apply entry controls to walk-up markets without producing the inverse problem of lack of service availability in outlying areas. One solution to this dilemma is to use a combination of entry policies. A case in point is two-tier systems in which separately licensed industries are authorized for cab stands and for dispatch. The medallion cab and livery industries in New York City and Newark, N.J., and the comparable system in London illustrate this approach. Medallion caps maintain control on the number of cabs serving walk-up trips, while companies providing dispatch trips are regulated under a system of open entry with company-level standards. A second approach is to restrict the number of cabs granted access to nodes of cab stand activity such as airports, hotels and convention centers while allowing open entry elsewhere. The two Orange Counties (California and Florida), Phoenix, Tucson and San José illustrate this approach. Node-oriented entry controls are applied more readily where walk-up trips are highly localized and access is more easily controlled, as at airports and convention hotels. This approach has shown better results when combined with company-level qualifications. Licensing of individual drivers, as in Orange County, Fla., Phoenix and Tucson, has led to a proliferation of cabs that has degraded service quality and made enforcement of safety requirements difficult. Scottish Government. (2012). Taxi and Private Hire Car Licensing: Best Practice Guidance for Licensing Authorities. Retrieved on 2 October 2013 from http://www.scotland.gov.uk/Resource/0039/00391287.pdf Taxicab This best practice guidance provides information on issues that officials within licensing authorities should take into account when designing and implementing their local licensing regime. This source requires all taxis to meet certain accessibility standards to serve people with disabilities. It also explicates vehicles and driver requirements including

C-26 installation of CCTV in taxis and private hire cars that may offer a degree of security in terms of safety of both passengers and drivers alike. Furthermore, this guidance also explains information about law enforcement implementation by providing Law Enforcement Officers, such as police and enforcement staff. In addition, this source also designs measurements that can assess quantity controls of taxi licenses in Annex A. Shapiro, P. S. Intermodal Ground Access to Airports: A Planning Guide—A Good Start. Retrieved on 2 October 2013 from http://ntl.bts.gov/lib/7000/7500/7502/789764.pdf As the number of planes utilizing airports rises, congestion of the ground transportation services also rises. A 1994 survey showed that most passengers dealt with high levels of congestion around the airport roadways. Best practices for relieving such congestion include the construction of new roadways and, in the case of large airports, the creation of multi-level terminal buildings. Shuttle Service Makes Key Connections for DFW Airport. (2010, August). Metro Magazine. Retrieved on 2 October 2013 from http://www.metro-magazine.com/article/print/2010/08/ shuttle-services-make-key-connections-for-dfw-airport.aspx Courtesy Vehicle This article explains many aspects of the shuttle services provided at Dallas/Fort Worth International Airport, one of the busiest airports in the world. The airport has a consolidated rental car center, and all rental car companies help fund a consolidated rental car shuttle. This has helped reduce curbside traffic and traffic on carousel roadways and lessens air pollution. The airport acquires vehicles for its shuttle fleets at government fleet sales through metropolitan planning organizations. Airport staff maintain shuttles that transport passengers to and from remote parking lots, while shuttles devoted to other services are maintained by contractors. Each airport shuttle is furnished with an Integrated Video Terminal Announcement System (IVTAS), which uses GPS technology to announce terminals and gates to shuttle passengers as the vehicle nears them. At passenger loading points, GPS technology allows digital signs to display an estimate of when the next rental car shuttle will be arriving. These estimates are based on tachometer readings from each shuttle over the most recent several minutes. Ninety-five percent of the airport’s vehicles run on compressed natural gas. The airport contracts with a company that operates and supplies private and public access compressed natural gas fueling stations. Sydney Airport. (2011). First Half and Second Quarter 2011 Sydney Airport Results. Retrieved on 2 October 2013 from http://www.afr.com/rw/2009- 2014/AFR/2011/07/19/Photos/16877510-b25c-11e0-af75- 85b25f077699_MApWEdnesday.pdf Limousine This news release details how Sydney Airport increased its revenue by improving ground transportation services and increasing the number of passengers utilizing such services. Improvements made to the limousine service included increasing the designated pick-up area (which was capable of holding 36 vehicles) to 62 vehicles. This change increased the

C-27 amount of passengers coming to and from the airport and helped increase revenues from the previous quarter. Taxicab, Limousine & Paratransit Association. (2009). Analysis of Alternative Fuels & Vehicles for Taxicab Fleets. Retrieved on 2 October 2013 from http://www.tlpa.org/news/alternative_fuel_taxis_paper7-31-09.pdf Taxicab This article provides comprehensive analysis of challenges to convert to Alternative Fuel Vehicles (AFV) and alternative recommendations of eco-friendly taxicabs in the United States. In addition, it also explains experience in other countries with green taxicabs, such as Australia, Canada, and England. There are several types of alternative fuels and Alternative Fuels Vehicles (AFV), such as hybrid, E-85, biodiesel, Natural Gas (CNG & LNG/LPG), hydrogen, electric, and diesel. UK Department for Transport. (2010). Taxi and Private Hire Vehicle Licensing: Best Practice Guidance. Retrieved on 2 October 2013 from https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/212554/taxi -private-hire-licensing-guide.pdf Taxicab This best practice guidance helps licensing authorities to determine their licensing policies. It includes driver and vehicle licensing policies, and taxi and PHVs accessibility which are also related to the needs of people with disabilities. This source also provides the list of useful questions which can assess quantity controls of taxi licenses. United Nations Expert Group Meeting. (2011). Modernizing and Greening Taxi Fleets in Latin American Cities. Retrieved on 2 October 2013 from http://sustainabledevelopment.un.org/content/documents/Taxi_booklet.pdf Taxicab This article explains information and experience sharing on innovative initiatives and good practices on modernizing & greening taxi fleets in Latin American cities which can be applied to develop urban taxi fleets in growing cities of developing countries. This source elaborate policy options and best practices in regulating urban taxi systems, urban transport systems and the role of taxis, vehicle technologies and fuel choices for mitigating urban air pollution and greenhouse gas emissions from taxis, and taxi developments, innovations and trends. It also explains several ways to convert the existing taxi into eco- friendly vehicles, which are compressed natural gas (CNG) application in taxis, plug-in hybrid and battery electric vehicles used as taxis, electricity use to fuel taxi fleets, and utilize solar and wind power. Vanden Oever, K., A. Gittens, S. Warner-Dooley, A. Zaslov, H. Tremont, T. Snipes, and S. Hoerter. (2011). ACRP Report 33: Guidebook for Developing and Managing Airport Contracts. Washington, DC: Transportation Research Board of the National Academies. Retrieved on 2 October 2013 from http://www.trb.org/main/blurbs/164803.aspx

C-28 Charter Bus This guidebook is designated to be a one-stop handbook for airport to manage service agreements. Referenced agreements include, but not limited to, ground transportation concession agreements. It provides suggestions for issues that tend to occur in contracting with concessionaires such as permitting fee, compliance with local regulation, requirements for drivers, compensation and so on. One technology that was recommended by the report is using AVI to capture airport flow and capture revenues generated by ground transports. Another way to improve overall quality of ground transportation is to use a third-party contractor to manage the operation of ground transports. Courtesy Vehicle Airports often bill courtesy vehicle operators for leased areas on a monthly, per-square- foot basis. The price charged per square foot should be adjusted based on the type of area being leased by the courtesy vehicle operator and how expensive it is for the airport to maintain this area. Ready/return lots, which are frequently leased by rental car companies, are areas where customers may pick up and drop off their rental vehicles. Locating these in easily accessible parking areas makes it unnecessary for the car rental companies to operate courtesy vehicles, thereby lessening airport traffic congestion. An airport’s contract with a car rental company should include the party responsible for operating any associated courtesy vehicle service (the car rental company, a third party, or the airport), an exhibit that depicts the passenger loading and drop-off areas, and terms regarding signage standards. It may be advisable for the contract to limit the number of vehicles permitted to be at the loading area at any given time. Taxicab This report provides an intuitive, easy-to-use guidebook of best practices for developing, soliciting, and managing airport agreements and contracts, including airport ground transportation agreement, for use by a variety of airports. It responds to the need for a single resource for examples of current airport best practices in preparing and administering agreements. Chapter 5 describes ground transportation agreements in general. It provides information about trends in ground transportation agreements including management of ground transportation, technology advances, compliance with local regulations, taxicabs—open or closed systems, airport access fees, rules for solicitation, public transportation agreements, and forms of ground transportation agreements. In addition, it also presents explanations about critical issues in ground transportation, such as define purpose and areas served, compliance with local licensing, vehicle safety requirements and inspection, vehicle condition and appearance, driver requirements and appearance, permitting, compensation, enforcement, customer services, and insurance.