Measuring Airport Landside Capacity Special Report 215 (1987) / Chapter Skim
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Apecial Report 215 MEASURING AIRPORT LANDSIDE CAPACITY ~~ - I Transportation Research Board National Research Council i*
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1987 TRANSPORTATION RESEARCH BOARD EXECUTIVE COMMITTEE OFFICERS Chairman: Lowell B Jackson, Executive Director, Colorado Department of Highways, Denver Vice Otair,nan.
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Special Report 215 MEASURING AIRPORT LANDSIDE CAPACITY Transportation Research Board National Research Council Washington, D.C.
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Transportation Research Board Special Report 215 mode 4 air transportation subject areas 12 planning 55 traffic flow, capacity, and measurements Transportation Research Board publications are available by ordering directly from TRB. They may also be obtained on a regular basis through organizational or individual affiliation with TRB; affiliates or library subscribers are eligible for substantial discounts.
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Committee for the Airport Capacity Study MARJORIE BRINK, Chairman, Peat Marwick Airport Consulting Services, San Francisco, California MARGARET M BALLARD, Sverdrup Corporation, Fairfax, Virginia GEORGE J
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Transportation Research Board Staff ROBERT E SKINNER, JR., Director for Special Projects ANDREW C
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Preface Congestion at airport terminal buildings, access roads, and parking areas increasingly threatens the capability of airports to serve additional passengers and air cargo. Measuring the capacity of these airport landside facilities and services is becoming as critical to operations of major airports as capacity measurements for the airside taxiways and runways that serve aircraft.
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vi PREFACE applying these definitions and the process to specific landside functional components likely to represent constraints on the airport's ability to satisfy demand. The report represents the collective efforts of the committee, TRB staff, and a host of airport operating agencies who provided valuable data and assistance.
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Contents ExEcUTIvE SUMMARY .1 Part I Definitions and Process 1 BACKGROUND ..............................................9 Motivation for a Landside Capacity Study, 10 Current Issues Affecting Landside Capacity, 12 Scope of the Report, 15 BASIC DEFINITIONS ........................................17 Airport Landside, Airside, and Community, 17 Functional Components and Capacity Determinants, 19 Capacity Analysis Period, 28 LANDSIDE CAPACITY ASsEssNrr.r'r PROCESS ...................33 Step 1: Identify Goals and Objectives of the Assessment or Problem To Be Solved, 34 Step 2: Specify Landside Components for Assessment, 36 Step 3: Describe Each Component, 36 Step 4: Describe How Components Relate, 36 Step 5: Collect Data on Demand Characteristics and Operating Factors, 37 Step 6: Collect Data on Community Factors, 40
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Step 7: Estimate Component and Total Service Levels, 41 Step 8: Estimate Current and Maximum Service Volumes, 42 Intermediate Decision: Is Landside Capacity Adequate? 42 Step 9: Examine Trade-Offs in Service Among Components, 43 Step 10: Identify Short-Term Measures To Improve Capacity, 43 Step 11: Review Long-Term Planning and Management Implications, 44 4 COMMUNITY FACTORS .....................................45 Sources of Concern, 46 Types of Restrictions, 49 Assessing Community Factors, 50 5 RESEARCH NEEDS ..........................................
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Executive Summary The Federal Aviation Administration (FAA) expects the annual number of passengers using the nation'S airports to grow more than 70 percent above 1986 levels in the next 10 years.
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2 MEASURING AIRPORT LANDSIDE CAPACITY Data collection and research will be required to produce more definitive guidelines that will yield consistent capacity measures for the many diverse conditions found in airports throughout the United States. MEASURING CAPACITY Landside capacity refers to the capability of the airport's landside facilities and services to accommodate passengers, visitors, air cargo, ground access vehicles, and aircraft.
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EXECUTIVE SUMMARY 3 and crowding that may limit capacity will in general vary from airport to airport. Airport operators may set explicit service-level targets that can be used as guidelines to assess a particular airport's landside capacity and guide decision making about management and development of landside facilities and services.
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C w E Ce Ce 0 Ce Ce 4 (C 0. cx 0 4 MEASURING AIRPORT LANDSIDE CAPACITY Aircraft parking position and gate Passenger waiting area Passenger security screening Terminal circulation (corridors, stairs, etc.)
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EXECU71VE SUMMARY 5 Baggage claim Customs and immigration Connecting passenger transfer The committee also described how capacity analyses for individual components may be used to estimate capacity of the landside system as a whole, particularly within a context of strategic management and longer-range planning. COMMUNITY FACTORS Airport planning and operational studies must take into account how the surrounding community may influence capacity.
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Part I Definitions and Process Although many people have some intuitive understanding of what conditions occur when demand on an airport's landside facilities and services is close to that airport's landside capacity, there appears to be little general agreement among airport and aviation professionals on how landside capacity should be defined and assessed. In Part I of this report major landside capacity issues being faced by operators of many airports in the United States are reviewed, the terms needed to establish a common understanding of landside capacity are defined, a process for assessing the landside capacity of a particular airport is described, and research is recommended that is needed to move the airport and aviation industry toward generally accepted standards for measuring and judging whether the landside capacity of an airport is adequate to meet the demand on its landside systems.
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1 Background Airports serve a broad and complex range of needs related to the movement of people and goods. Passengers and cargo shippers gain access to national and international air transportation through airports.
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10. MEASURING AIRPORT LANDSIDE CAPACiTY this chapter is devoted to discussion of the need for landside capacity assessment procedures and key issues currently affecting airport landside capacity.
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BACKGROUND 11 Extensive research in the United States and abroad has produced methods for airside capacity assessment and facilities planning and design. The FAA, responsible for airside safety and for development of the national air transportation system, has published recommended procedures for airside capacity assessment (2)
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12 MEASURING AiRPORT LANDSIDE CAPACITY Recognizing this situation and the importance of the landside in efficient operation of the nation's air transportation system, the FAA requested the Transportation Research Board (TRB) to conduct a study in which technical guidance to support assessments of airport landside capacity would be developed.
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BACKGROUND 13 year, 89 percent had lease terms longer than 10 years.3 At some airports longterm ground leases permit the airlines to construct their own terminals, to which they retain ownership rights. Under such long-term and legally binding arrangements, airlines can control much of an airport's facilities, and the airport operator may have a limited ability to respond to changes in air passenger demand and airline route structures, competitive practices, and commercial health.
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14 MEASURING AIRPORT LANDSIDE CAPACiTY and bulk sales of available seats. New passenger traffic may be attracted by discounted fares.
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BACKGROUND 15 baggage arrival and subsequent passenger departure from the airport by reducing the number of passengers and baggage being transferred from one airline to another. Increased use of computers for customs and immigration inspection of arriving international passengers may have a similar effect.
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16 MEASURING AIRPORT LANDSIDE CAPACITY 3. This basis for leasing is termed the "residual-cost" approach to airport financial management and was used at an estimated 58 percent of larger airports in 1983.
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2 Basic Definitions Despite general agreement among airport and aviation professionals on major principles, precise meanings of many terms related to landside capacity may vary. To establish a basis for developing a landside capacity assessment process, definitions for the key terms that are used throughout this report are presented in this chapter.
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I Access _______ Ground Access Terminal Terminal II Gates and Taxiways I I Regional Roads I Roads Curb Buitding Aircraft and I Transit and Parking H Parking Runways Transit I I I Shunte seice Positions II 'I I II : II - Residential and Commercial Interests Affected by Airport Economic, - - - - Social, and Environmental Impact (employment, noise, etc.) I Airport Boundary I AIRPORT-RELATED COMMUNITY L -- -- -- -- -- -- -- -- FIGURE 2-1 Functional view of an airport.
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BASIC DEFINITIONS 19 central business districts or limousine services, the dependence of an airport on this system and on other municipal services decreases with their distance from the airport. The airport operator's ability to control these facilities and services decreases with increasing distance as well.
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20 MEASURING AIRPORT LANDSIDE CAPACITY Air freight and air-related industrial land and buildings Airport grounds Approach roads Remote processing facilities and services Parking areas Taxis Private vehicles Rental cars Circulation/distribution roads Cargo docking area Terminal building General configuration Pier Satellite Linear Transporter Terminal curb Departures Arrivals Terminal transition Entryways and foyers Lobby area Airline facilities Office Ticket counter Bag gage check Baggage claim Circulation Corridors, stairs, escalators Security screening Passenger amenities Food/beverage, news/tobacco Drugs, gifts, clothing, florists Barber and shoeshine Car rental and flight insurance Public lockers and telephones Post office
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BASIC DEFINITIONS 21 Amusement arcades, vending machines Restrooms and nurseries Showers and health club Chapels VIP waiting areas Departure lounges (passenger waiting areas) International facilities/Federal Inspection Services (FIS)
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22 MEASURING AIRPORT LANDSIDE CAPACITY Apron utilities Fuel. Electric power Aircraft electrical grounding Apron lighting and marking Cabin services, aircraft maintenance Aircraft parking and circulation Support systems Power, water, and sewer Fuel storage Development restricted areas Clear zones Noise exposure zones Individual functional components of an airport interact to provide service to air passengers.
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BASIC DEFINITIONS 23 Flow-rate capacity indicators vary between the maximum throughput' and a lower service volume that results from service-level consideration, demand characteristics, and other limitations. Crowding capacity indicators at maximum throughput may signal crush conditions or reflect a lower service volume that maintains service levels consistent with passenger safety, health, comfort, and convenience.
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24 MEASURING AIRPORT LANDSIDE CAPACiTY practice this rate is actually observed only when demand equals or exceeds the component's processing capability, and is typically sustained for only brief periods of time, because excess passenger demand usually produces significant passenger delays and crowding that disrupt operations. As an example of what happens when a component operates at maximum throughput, consider the case of a single ticket counter staffed by a single agent.
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BASIC DEFINITIONS 25 Service Level The quality and conditions of service of a functional component or group of functional components as experienced by passengers constitute the service level. Factors such as waiting time, processing time, walking time, crowding, and availability of passenger amenities for comfort and convenience are measures of the service level of components.
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26 MEASURING AIRPORT LANDSIDE CAPACiTY Service -- Level Indicators Queue Status A = no queue B = queue building C = queue clearing T = expected wait time in queue L = expected queue length A B / 20 Passengers Arrived 10 r Slope a service rate Passengers Served 1 2 TIME (HOURS) FIGURE 2-4 Service-level changes at the example ticket counter.
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BASIC DEFINITIONS 27 Queue Exists Queue Exists U) cr II 20 Passengers Arrived (flW I 4 > Wait Exceeds IS mm uUJ 00)
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28 MEASURING AIRPORT LANDSIDE CAPACiTY Service Volume Service volume -- the principal measure of capacity -- is the number of passengers that can be accommodated by a functional component or group of components at a given service level given the demand placed on that component. For components where passenger processing takes place, such as the ticket counter or security screening, service volume may be measured as a rate (passengers per unit of time)
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BASIC DEFINITIONS 29 CI) I cc Passengers Arrived Ui 0 I and In Queue 20j- (n U_w I 0( I wz I / /Passen:rvsery c4 I ed w 10 1 z r > cc I / Passengers not Accommodated at Target Service Level 0 I TIME (HOURS)
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30 MEASURING AIRPORT LANDSIDE CAPACiTY Target Service Level 3 -J Iii 0> zuJ Target Service Level 2 -- -- -- -- -- -- - 'U> 'U U) Target Service Level I Maximum Throughput Service Volume ¶ - _ / / iNCREASING Service Volume 2 PASSENGER DEMAND Service Volume Determlned by service-level Indicators (wail time, service time, crowding)
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BASIC DEFINITIONS 31 uJ J 201h Busy Hour Volume - (a) Definition In Terms of -i i -- 40th Busyreol SPeflc Busy HourpecifiC Busy -- J II uj II II 2,000 4,000 6,000 8,000 10,000 2040 NUMBER OF HOURS VOLUME EXCEEDED D > 5 percent Busy Rate cn 0.
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32 MEASURING AIRPORT LANDSIDE CAPACITY same airport, demand at ticket counters and the terminal curb may peak during the 11 2 to 2 hr before the scheduled evening departures of several widebody aircraft. Similarly, different airlines may experience peaks at the same airport at different times of day.
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3 Landside Capacity Assessment Process Landside capacity assessment may address a variety of facilities management, planning, and design problems, as shown by the following examples: An airport is experiencing passenger crowding and delay in a terminal building. The airport operator could use landside capacity assessment to identify problems and to judge whether these problems are a result of airline or airport management practices, passenger behavior and demand characteristics, or inadequate facilities.
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34 MEASURING AIRPORT LANDSIDE CAPACITY could be used by the airport operator to estimate the implications for landside operations of such expanded airside capacity. The federal government must allocate limited funds to achieve the maximum benefit for the air transport system as a whole.
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LAND SIDE CAPACITY ASSESSMENT PROCFSS 35 1. Identify Goals and Objectives of the Assessment or Problem To Be Solved I 2.
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36 MEASURING AIRPORT LANDSIDE CAPACiTY with the projected costs and related consequences of actions to relieve problems. In each case the interests of all parties concerned with airport capacity should be considered by airport operators.
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LAND SIDE CAPACITY ASSESSMENT PROCESS 37 From Curb ( Terminal t\ 15 percent Passenger Security percent reenin 100 Entrance ) / Express Check-in \ \Counter °?
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Not Ticketed Terminal Entrance Seat Assignment Baggage Check-in Ticketing Security I I Gate I 1 No Airslde Preticketed Curbsldel t 1 I Baggage Check-In Baggage Seat Assignment Check-In I Seat I Assignm I
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S S -, -- ' Baggage Air -- -- -- -- -- -- -- -- -- -- -- -- - , Transport \ Network Ren System tal / Highway Car ;:rs - Regional Aiofl E~> and Baggage Passenger Lounges s:n -- ini and e"f"( thusInes Cars Taxicabs Buses Apron Parking Area Remote Shuffle SeMcing, Rail or Rapid Aircraft Transit (if provided> FIGURE 3-3 Typical component linkage diagram (1)
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40 MEASURING AIRPORT LANDSIDE CAPACITY The following types of data are typically required: Number and fraction of passengers using each component under review by time of day, with weekly and monthly variations; Staffing levels, with employee or agent efficiency (at ticket counters, customs and immigration, etc.) related to per-passenger service times; Indicators of overall demand loads, such as number of checked bags per passenger, number of pieces of carry-on luggage per passenger, and number of visitors accompanying each passenger; Flight destinations and origins, daily flight schedule, aircraft and likely load factors, gate occupancy times; and Fraction of passengers originating or terminating their trips at this airport, distribution of passengers among airlines (transfer and origin or destination)
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LANDSIDE CAPACITY ASSESSMEWT PROCESS 41 Restrictions on aircraft operations, often associated with noise abatement programs, that may influence the type of aircraft using an airport or the hours of their operation. Although data describing existing demand patterns gathered as part of Step 5 will reflect any current restrictions, forecasts of future demand should consider present or possible future policies that may be implemented on behalf of the community.
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42 MEASURING AIRPORT LANDSIDE CAPACiTY Mathematical modeling is not necessarily complex. Analogies from other airports, statistical correlations, and simple queueing calculations may be adequate.
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LAND SIDE CAPACITY ASSESSMENT PROCESS 43 d passenger service volumes to answer the questions raised in Step 1. A judgment whether landside capacity is adequate to meet demand can be made for the purposes that motivated the assessment.
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44 MEASURING AIRPORT LANDSIDE CAPACiTY baggage-claim and gate lounge areas are adequate to serve the growth in passenger loads, remote parking of aircraft and use of transporter vehicles may increase effective gate capacity while additional gates are being constructed to accommodate proposed new airline services. STEP 11: REVIEW LONG-TERM PLANNING AND MANAGEMENT IMPLICATIONS Landside capacity assessment is not a substitute for long-range facilities planning, although it is an important element in developing or revising an airport master plan.
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4 Community Factors Airports, often among the largest (in terms of total land area) and most important single public facilities located in a metropolitan area, contribute to the well being of the communities they serve in a variety of ways.
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46 MEASURING AIRPORT LANDSIDE CAPACiTY and municipal services available to the airport. Through such restrictions the community may influence airport capacity.
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COMMUNITY FACTORS 47 provide good illusirations of how community factors may affect airport capacity. For example, the Airport Access Task Force reported to Congress in 1983 that at least 44 of the nation's 50 busiest airports (in terms of annual number of passenger enpianements)
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48 MEASURING AIRPORT LANDSIDE CAPACITY types and intensity of land use in areas likely to be exposed to aircraft noise, but enforcement of controls is a local concern and strictly voluntary. Even when local government officials involved in the planning are committed to land use control, later administrations may find the advantages of new development more attractive than the possibility of avoiding yet-to-be-realized noise conflicts.
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COMMUNITY FACTORS 49 Airports with relatively small land areas typically have limited capacity. For example, National Airport in Washington, D.C., and La Guardia in New York City are able to serve large volumes of traffic because a large fraction of their aircraft operations can occur over water.
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50 MEASURiNG AIRPORT LANDSIDE CAPACiTY Refusals to provide facilities and implement policies supporting airport growth may permit general urban growth to encroach on the airport and lead to loss of potential capacity. The city of Alexandria, Virginia, surrounding much of the Washington, D.C., National Airport, views the airport as an inappropriate use of valuable -- and taxable -- urban land and continues to support residential and commercial development within noise-exposed areas.
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COMMUNI7Y FACTORS 51 analysis procedures. Assessment is more a matter of recognizing significant factors than collecting and analyzing detailed data on facilities and operations.
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52 MEASURING AIRPORT LANDSIDE CAPACITY 10,000,000 1,000,000 z w w z 100,000 0. z w -- J 4 z 10000 z 4 Chicago (OHare)
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COMMUNITI FACTORS 53 10,000,000 Chicago Atlanta • • Denver • 1,000,000 z 1 -- 4'teveianct Ui Ui z 0. 100,000 F- Sarasota z Ui Ptovidence 8abon Rouge ZO 10,000 F- 4 Jackson G,olov I' 1,000 10 100 1,000 10,000 100,000 LOW 65 EXPOSED POPULATION FIGURE 4-2 Enpianements versus noise-exposed population in 1984 at selected airports (logarithmic scales)
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54 MEASURThIG AIRPORT LANDSIDE CAPACiTY and service levels.3 In either case, the appropriate analysis period will be a full operating day, month, or year. Estimates of decreases in potential service volumes may be based on calculated average unit service volumes achieved at the airport (e.g., passengers per unit time per gate, per unit floor area, per parking space, or per acre of airport land)
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COMMUNI7Y FACTORS 55 FAA Noise Control and Compatibility Planning for Airports. Advisory Circular 150/5020-1.
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Research Needs The process and guidelines recommended in this study are an important first step toward developing consistent nationwide procedures for assessing airport landside capacity. Substantial research will be needed before this first step will lead to definitive airport landside capacity assessment guidelines and standards.
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RESEARCH NEEDS 57 is one of the data collection activities that has supported Canada's substantial progress in assessing airport landside capacity and maintaining balanced use of airport facilities. Data on aircraft delay because of landside problems should be collected in a format compatible with that for airside delay.
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58 MEASURING AIRPORT LANDSIDE CAPACiTY NOTE 1. The Highway Capacity Manual may be a useful model of what might be achieved for airport landside capacity assessment, and several of the principles asserted in this report are relate'd to those applied in highway assessment and planning.
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Part II Assessing Capacity and Service Levels of Functional Components Terminal landside service levels and capacity are controlled by the behavior of individual functional components and interactions among components. Most capacity assessments begin with consideration of only a portion of an airport's landside, that is, a few problem components.
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Description of the operating characteristics typical of the component, such as airline staffing practices and processing rate variations, that influence component utilization and effectiveness. Where relevant data are available, typical examples of service conditions and component operating performance are discussed.
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6 Aircraft Parking Position and Gate When a commercial service aircraft arrives at the airport, it maneuvers from the runway system to the taxiway system and to the ramp area adjacent to the terminal building. This ramp or apron area contains the aircraft parking positions -- the designated locations where these aircraft unload and load passengers and baggage and are serviced -- and the gates through which passengers pass to board or leave an aircraft.
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62 MEASURING AIRPORT LANDSIDE CAPACITY allow safe maneuvering of aircraft under established FAA, airline, and airport standards, capacity may be constrained. If a parking position is not available at the terminal building, the aircraft may be accommodated at a hardstand, an apron parking position made relatively permanent by installation of ground power and sometimes fueling facilities.
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AIRCRAFT PARKING POSITION AND GATE 63 TABLE 6-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACiTY OF AIRCRAFT PARKING POSiTIONS AND GATES Factor Description Number of parking positions and Controls the total number of aircraft at gate at physical layout one time, should include hardstands and apron parking Utilization Ratio of time gate is effectively occupied (service, layover, and recovery) to total service time available (hours of operation)
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AIRCRAFT PARKING POSITION AND GATE 65 TABLE 6-2 TYPICAL GATE TURNAROUND TIMES FOR COMMERCIAL SERVICE AIRCRAFT (2,3) Flight Type Typical Aircraft Turnaround Timea(min)
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66 MEASURING AIRPORT LANDSIDE CAPACITY airlines. At other times many gates may be vacant.
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AIRCRAFT PARKING POSITION AND GATE 67 schedule allotted to each aircraft type, and the average service time for each aircraft type. Airline use restrictions can be incorporated into such procedures by specifying different types of aircraft or by analyzing separately each airline's group of gates.
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70 MEASURING AIRPORT LANDSIDE CAPACiTY A somewhat more realistic analysis of gate utilization may be made by constructing a graph like that in Figure 6-3 from the ramp chart, which shows how many gates are available at any hour throughout the day. The ratio of the area under the plot of gate occupancy to the total area under the line of maximum gate occupancy is an indicator of gate utilization, and is computed as follows: Utilization = total aircraft at gates/[(gates)
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AIRCRAFT PARKING POSITION AND GATE 71 statistical data base on air carrier delay and airport system operating capacity maintained by the FAA. Data on airline gate holds, delayed gate access for arriving flights, and similar measures of landside-based delay should be collected on a routine basis in a form compatible with data on airside delay statistics.
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7 Passenger Waiting Area Passengers waiting in areas' serving aircraft gates and terminal lobbies may be subjected to crowding and congestion if facilities are inadequate. Availability of seating, general quality of the surroundings, and length of time the passenger waits have a substantial influence on perceived service levels in these areas.
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PASSENGER WAITING AREA 73 passengers waiting in the terminal. Final steps in processing enplaning passengers, including seat assignment and ticketing, may impose delays and generally increase the length of time during which passengers occupy waiting areas as well as the number of people waiting.
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74 MEASURING AIRPORT LANDSIDE CAPACITY DEMAND PATFERNS The number of passengers waiting is determined by flight schedules and passenger behavior, including the length of time it takes for passengers to pass through the other components of the landside. The number of waiting passengers in an area generally is greater when passengers arrive at the airport early for their flights and decreases when more time is required for check-in or transfer.
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PASSENGER WAITING AREA 75 TABLE 7-2 TYPICAL SPACE STANDARDS USED IN PLANNING AND DESIGN Design Situation Space Standard (ft2/person) IATA design standard for departure lounges (1)
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76 MEASURING AIRPORT LANDSIDE CAPACITY departure. These curves may then be used to determine whether introduction of new aircraft or scheduled flights would create overload conditions.
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36 ft I 6ft H -- Aircraft Loading Bridge Movable Seating 11 Telephone and Airilne Storage Airline Service Center ILI1LII1 IuILru a1IIi1 111 I!
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78 MEASURING AIRPORT LANDSIDE CAPACiTY full and there are standby passengers waiting. For flights served by Boeing 727 aircraft, which have a seating capacity of approximately 130 to 160 passengers, there are typically 110 to 140 passengers in the lounge just before boarding.
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PASSENGER WAITING AREA 79 can then accommodate an aircraft with as many as 199 passengers and still meet the service-level target. The Boeing 727 aircraft is clearly in an acceptable range, with typical load levels of 110 to 140 passengers.
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80 MEASURING AIRPORT LANDSIDE CAPACiTY Ralph M Parsons Co.
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8 Passenger Security Screening All originating passengers must pass through a security screening. In addition, interline transfer passengers at some airports may be required to clear a security screening on their way to a connecting flight.
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82 MEASURING AIRPORT LANDSIDE CAPACiTY TABLE 8-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACiTY OF PASSENGER SECURiTY SCREENING AREAS Factor Description Number of channels, space, and personnel Type, equipment sensitivity, and airport/airline/agent policy and practice Passenger characteristics Building layout and passenger circulation patterns Flight schedule and load Influences number of passengers processed per unit time (magnetometer and x-ray considered separately) Determines average service time per passenger and like- lihood of close inspection Amount of hand luggage, mobility, and patterns of arrival influence average service time as well as number of passengers Interference among pedestrian flows can influence flow rates and create congestion Basic determinant of number and direction of people on concourse security screening is among the last of several possible barriers facing departing passengers, short-term capacity of this component is the primary concern -- queues typically build and clear over short periods.
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PASSENGER SECURI7Y SCREENING 83 OPERATING CHARACTERISTICS The sensitivity of magnetometers can be varied to pick up smaller amounts of metal on the passenger's person. Less sensitive settings will tend to decrease average service time by reducing the frequency of intensive inspections.
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84 MEASURING AIRPORT LANDSIDE CAPACiTY ANALYSIS TOOLS AND ASSESSMENT STANDARDS Among the various components of the airport landside, security screening most closely fits the assumptions of a simple queueing model. The average time required for clearance of a passenger, the variability of that time, and the rate of passenger arrival at the security screening area are key variables for capacity assessment.
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PASSENGER SECURFIT SCREENING 85 To Another Airline's Ticketing To Gates lI C 0 kD l I 0 0 CL • 18 ft To Another Airline's Ticketing To Ticketing 2Oft FIGURE 8-1 Example of passenger security screening. arrive within 112 hr of their scheduled flight.
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86 MEASURING AIRPORT LANDSIDE CAPACiTY The security screening system achieves a normal average inspection rate of approximately 15 passengers per minute. During peak periods passenger behavior and inspection procedures may cause the rate to increase to 18 passengers per minute.
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PASSENGER SECURITY SCREENING 87 seasons. The last person entering the queue would require approximately 2 min to pass through security (at a rate of 15 passengers per minute for those ahead of him to clear the facility)
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9 Terminal Circulation The terminal circulation component is used by all air passengers, but the focus of this chapter is primarily on the beginning or the end of their trip at the airport of interest. Conditions facing passengers transferring between connecting flights are addressed in Chapter 16.
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TERMINAL CIRCULATION 89 TABLE 9-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACiTY OF TERMINAL CIRCULATION Factor Description Terminal configuration Space available for people to move fiely without conflict of flows; availability of alternative paths; placement of seating, commercial activity, stairs, escalators Passenger characteristics Amount of hand luggage, mobility, and rate of arrival before scheduled departure influence demand loads and service time Flight schedule and load Basic determinant of number and direction of people on concourse Nom: These same factors affect circulation on elevators and people movers; specific mechanical systems, however, may differ. DEMAND PATTERNS Passenger demand within this component is determined primarily by patterns of passenger arrival at the airport before scheduled flight departures, by the paths passengers take going between gates and the terminal curb, and by speeds at which both arriving and departing passengers make this trip.
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40 P..t A.,th...It., fl,.
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TERMINAL CIRCULATION 91 develop. Procedures suggested in that report may be useful in assessing the capacity of specific terminal design configurations.
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92 MEASURING AIRPORT LANDSIDE CAPACITY the opposite direction is high. Although flow remains "reasonably fluid," considerable friction and interaction are likely (3)
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TERMINAL CIRCULATION 93 RESEARCH NEEDS Although research conducted to ensure that terminals are free of barners to the handicapped has contributed to knowledge about special circulation needs, there is still relatively little information on walking speeds for various types of passengers in airports. Research on these speeds is needed to develop servicelevel standards that can be readily adopted by a range of airports.
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10 Ticket Counter and Baggage Check Operation of the ticket counter and baggage check component begins when the passenger enters a queue to obtain a ticket and check his baggage and ends when that passenger leaves the ticket counter area. Curbside baggage check is a part of this component.
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From page 104... ...
TICKET COUNTER AND BAGGAGE CHECK 95 TABLE 10-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACITY OF TICKET COUNTER AND BAGGAGE CHECK Factor Description Number and type of position Airline procedures and staffing Passenger characteristics Space and configuration Flight type, schedule, and load Airline lease agreement and airport management practices Processing rates are function of position type (baggage check only, ticket purchase, frequent or first class traveler, etc.) Number of positions manned and processing times Number preticketed or with boarding pass, amount of luggage, and distribution of arrival before scheduled departure influence demand loads, fraction of passengers by-passing check-in Available waiting area for queues approaching agent positions; banked or separate queues; conflict with circulation patterns Basic determinant of number of people arriving at ticket Counter use policy, as formalized in lease agreements, similar to gate issues and options the component has a capacity problem.
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From page 105... ...
96 MEASURING AIRPORT LANDSIDE CAPACiTY 100 90 80 70 60 50 40 30 20 10 0 0 40 80 120 160 200 240 280 MINUTES BEFORE SCHEDULED DEPARTURE FIGURE 10-1 Observed departing-passenger arrival times at John F Kennedy International.
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From page 106... ...
TICKET COUNTER AND BAGGAGE CHECK 97 TABLE 10-2 TYPICAL PROCESSING TIMES OBSERVED AT TICKET COUNTER AND BAGGAGE CHECK (1,2) Typical Service Time Airport (mm)
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From page 107... ...
98 MEASURING AIRPORT LANDSIDE CAPACITY positions to allow for different functions. However, because airports differ with regard to geometry and services, there are many different passenger queueing patterns.
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From page 108... ...
TICKET COUWTER AND BAGGAGE CHECK 99 Describe Component The physical dimensions of the terminal are such that the counter position has a queue waiting area of 60 ft2 and is equipped to handle baggage and full ticketing of passengers. dff Describe Demand and Operating I Factors -- - Suppose that passengers arrive at the counter 6 ft -area unaccompanied, so only passengers with few pieces of luggage are waiting in the queue.
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From page 109... ...
100 MEASURING AIRPORT LANDSIDE CAPACiTY 20 ahead at 3 min per passenger plus 3 min to serve the sixth)
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From page 110... ...
TICKET COUNTER AND BAGGAGE CHECK 101 REFERENCES P Mandle, F
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From page 111... ...
11 Terminal Curb Most passengers, their baggage, and sometimes accompanying visitors are dropped off or picked up at the terminal building curb frontage. In this area passengers leave ground transportation (automobile, taxi, bus, limousine, or courtesy van)
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From page 112... ...
TERMINAL CURB 103 TABLE 11-1 DEMAND AND OPERATINC FACTORS INFLUENCING SERVICE LEVEL AND CAPACITY OF TERMINAL CURB Factor Description Available frontage Length of curb frontage modified by presence of obstructions and assigned uses (e.g., airport limousines only, taxi only) , separation of departures and arrivals Frontage roads and pedestrian Number of traffic lanes feeding to and from paths frontage area; pedestrians crossing vehicle traffic lanes Management policy Stopping and dwell regulations, enforcement practices, commercial access control, public transport dispatching Passenger characteristics and Passenger choice of ground transport mode, motor vehicle fleet mix average occupancy of vehicles, dwell times at curb, passenger patterns of arrival before scheduled departure, baggage loads Flight schedule Basic determinant of number of people arriving and departing at given time in given area automobile traffic directly to parking areas may be made.
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From page 113... ...
104 MEASURING AIRPORT LANDSIDE CAPACITY to travel from an arriving flight to the curb)
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From page 114... ...
TERMINAL CURB 105 TABLE 11-2 OBSERVED CURB DWELL Tl14ES AT SELECTED AIRPORTS (2-4) Airport Average Dwell Time (mm)
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From page 115... ...
106 MEASURING AIRPORT LANDSIDE CAPACITY an empty curb space or having to double park is typically used to describe service level, although other parameters such as general traffic congestion may be used as indicators of this probability. During the busiest periods some degree of double parking is considered acceptable at many airports.
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From page 116... ...
400 ft Terminal Building lOon - I 100ft -- -j-I_.___100ft -I-_ lOOft -- -- -- -- -- Traffic Flow Approximately 460 ft FIGURE 11-1 Example of terminal curb component (drawing not to scale)
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From page 117... ...
108 MEASURING AIRPORT LANDSIDE CAPACiTY airline. Drivers awaiting arriving passengers typically park along the curb and even leave their vehicles, although there is a traffic regulation prohibiting parking.
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From page 118... ...
REQUIRED DEPLANING CURB LENGTH (feet)
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From page 119... ...
110 MEASURING AIRPORT LANDSIDE CAPACiTY Although the deplaning passenger level is less than the lower limit of the graph, a rough estimate might be made that for 360 to 510 deplaning pas- sengers 200 to 240 ft of curb frontage is needed. The total base estimate in Figure 11-2, 440 to 540 ft, might be increased 25 to 35 percent to account for low average vehicle occupancy.
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From page 120... ...
TERMINAL CURB 111 C -- Stable flow, but the beginning of the range of traffic flow in which operation of individual users becomes significantly affected by the presence of others and maneuvering within the traffic stream requires substantial vigilance on the part of the user. The general level of comfort and convenience declines noticeably at this level.
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From page 121... ...
12 Parking Area Parking areas consist of surface lots or multilevel garages used to store the vehicles of air passengers and visitors. Although parking and storage areas are also needed for employee vehicles, rental cars, taxis, and buses, these requirements have relatively little influence on the capacity or service level of the airport as viewed by a passenger.
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From page 122... ...
PARKING AREA 113 shuttle lots or, when used only during peak periods, holiday lots. Because parking rates at remote lots are less expensive than those for other airport parking facilities, these lots are often termed "reduced-rate" parking.
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From page 123... ...
114 MEASURING AIRPORT LANDSIDE CAPACiTY TABLE 12-1 DEMAND AND OPERATING FACFORS INFLUENCING SERVICE LEVEL AND CAPACiTY OF PARKING AREAS Factor Description Access (enpianing) Available space Access times Passenger characteristics Pricing Flight schedule Egress (deplaning)
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From page 124... ...
PARKING AREA 115 influenced by parking fees. For example, when New York City's LaGuardia was faced with a serious shortage of parking space, structured parking facilities were constructed, and all parking rates were raised significantly to sub- stantially reduce long-term parking at the airport and make space available to satisfy short-term demand.
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From page 125... ...
116 MEASURING AIRPORT LANDSIDE CAPACITY ,, 6,000 w 0 CL 4 5,000 C, z 4,000 4 0. 3,000 0 o 2,000 4 1,000 CL 0 .4 .8 1.2 1.6 2.0 2.4 2.8 3.2 3.6 4.0 ORIGINATING PASSENGERS (millions)
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From page 126... ...
PARKING AREA 117 TABLE 12-2 PARKING-AREA TIME PARAMETERS AT SELECTED AIRPORTS Parameter Time (mm) Walk from terminal to parking, BWIa 6.4 Walk, wait, and ride shuttle from terminal to parking, BWIa 8.6 Search for parking space following entry to lot, BWIa 1.4 Automatic ticket dispenser service (1)
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From page 127... ...
118 MEASURING AIRPORT LANDSIDE CAPACiTY The new airline is expected to offer six flights a day, serve primarily originating passengers, and use aircraft with a seating capacity of 100 to 130 passengers. Long-term parking rates are currently set at $2.00 per hour or fraction with a daily maximum of $6.00.
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From page 128... ...
PARKING AREA 119 RESEARCH NEEDS Additional data on parking access, search, and time and on times and distances passengers must travel from parking areas to terminal buildings would be useful to support service level assessments. Research on the degree to which parking service levels and cost can mu uence choice of modes for travel to the airport would also be useful for capacity management.
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From page 129... ...
13 Ground Access The roadways for access and circulation and public and private transit -- both on and off the airport -- make up the ground access system. When available, off-airport passenger check-in facilities or downtown tenmnals form part of this system.
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From page 130... ...
GROUND ACCESS 121 TABLE 13-1 GROUND ACCESS MODES OF PASSENGERS AT SELECTED AIRPORTS (1) Percent Choosing Mode by Type of Passenger Originating Terminating Access Mode Miami Denver La Guardia Miami Denver La Guardia Private automobile 42 56 25 47 70 31 Rental car (van)
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From page 131... ...
122 MEASURING AIRPORT LANDSIDE CAPACITY TABLE 13-3 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACITY OF AIRPORT GROUND ACCESS Factor Description Available modes and prices Connections from various parts of the metropolitan area served, considering pnces, comfort, and conve- mence, particularly with respect to baggage and re- quired vehicle changes Access times Total, including wait for vehicles or access and travel from representative locations Passenger characteristics Fraction choosing each mode, vehicle occupancy, num- ber of people accompanying passenger, other visitors, baggage loads, origination/destination share Vehicle operator behavior Fraction going directly to curb or to parking, weaving, curb dwell time, knowledge of traffic patterns Flight schedule and load Basic determinant of number of people using ground facilities Facilities and background traffic Highway and transit routes, interchanges; levels of conditions traffic on facility for other than airport purposes; availability of remote check-in facilities DEMAND PATFERNS Access demand is primarily determined by the travel modes selected by passengers and visitors, the number of persons per vehicle (Table 13-4) , the circulation patterns of these vehicles, and how long before or after a flight a person arrives at or leaves the airport.
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From page 133... ...
124 MEASURING AIRPORT LANDSIDE CAPACITY TABLE 13-5 GROUND ACCESS FACILITY VOLUME (3) Facility Type Average Hourly Volumea (vehicles/hr/lane1')
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From page 134... ...
GROUND ACCESS 125 be currently 480 to 650 vehicles per hour, or approximately 35 to 45 percent of the access road's volume. These estimates may be considered somewhat low because they were developed without detailed consideration of buses, commercial vehicles, and other traffic not generated by air passengers.
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From page 135... ...
126 MEASURING AIRPORT LANDSIDE CAPACiTY RESEARCH NEEDS Methods and standards for characterizing ground access conditions are rela- tively well developed in comparison with those for other components of the terminal landside. However, data are still needed on how driver unfamiliarity with an airport and ability to understand complex roadway systems affect safety and capacity of an airport access system.
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From page 136... ...
14 Baggage Claim Terminating passengers with checked luggage frequently judge their deplaning experience largely in terms of the service provided at the baggage claim. Delays at this area have encouraged many business travelers to carry all of their luggage on board, a practice that affects operations and capacity of other airport components such as security screening and passenger waiting areas.
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From page 137... ...
128 MEASURING AIRPORT LANDSIDE CAPACiTY TABLE 14-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACiTY OF BAGGAGE CLAIM Factor Description Equipment configuration and Type, layout, feed mechanism, and rate of baggage claim area display; space available for waiting passengers; rela- tion of wait area to display frontage; access to and amount of feed belt available Staffing practices Availability of porters (sometimes called "sky caps") and inspection of baggage at exit from claim area influence rates of exit; rate of baggage loading/un- loading from cart to feed belt Baggage load Numbers of bags per passenger, fraction of passengers with baggage, time of baggage arrival from aircraft Passenger characteristics Rate of arrival from gate, ability to handle luggage, use of carts, number of visitors DEMAND PATTERNS The number of passengers waiting in the baggage claim depends on the rates at which passengers arrive from the gate and luggage is processed following arrival of a flight.
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From page 138... ...
BAGGAGE CLAIM 129 Bags are brought on carts from the arriving aircraft and placed on feed belts for transfer to the claim device display area. Rates at which bags are transferred from aircraft to carts and from carts to feed belt and times required to transport carts from the aircraft to the baggage claim area vary with airline operating practices, airport configuration, and operating congestion.
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From page 139... ...
Flights (aircraft) Assigned Device 727 AB3 D951 72$ A53 72$ 72S I AB3 DSS D95 - C 72$ 73$ 72$ 72S -- r- D9S I - I 725 757 757 72S 73$ A83 I - - D - - I73S 73$ I 095 I 73$ 73S 0600 1200 1800 2400 TIME OF DAY FIGURE 14-1 Example baggage claim device schedule diagram (5)
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From page 140... ...
BAGGAGE CLAIM 131 various flights are assigned to each claim device in a baggage claim. From such a diagram, it can be determined when or whether additional flights may be accommodated.
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From page 141... ...
132 MEASURING AIRPORT LANDSIDE CAPACiTY SOft Baggage Claim Enclosure J 50 ft k r.;41 M## FIGURE 14-2 Baggage claim example. Passengers normally begin to leave the aircraft within 2 min and walk to the baggage claim area.
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From page 142... ...
BAGGAGE CLAIM 133 Expected maximum passenger wait time is then the difference between the time of the first passenger's arrival and first bag arrival plus one-half of the delivery time, or 6 to 11 minutes. Average passenger wait time is 2 to 7 mm.
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From page 143... ...
134 MEASURING AIRPORT LANDSIDE CAPACITY REFERENCES S Mumayiz and N
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From page 144... ...
15 Customs and Immigration Passengers arriving on international flights must generally undergo customs and immigration formalities at the airport of their initial landing in the United States. Federal Inspection Services (FIS)
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From page 145... ...
136 MEASURING A] RPORT LANDSIDE CAPACITY On arrival at one of the several inspection booths, foreign passengers present their passports and other documents and parallel queues form.
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From page 146... ...
CUSTOMS AND IMMIGRATION 137 TABLE 15-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACITY OF CUSTOMS AND IMMIGRATION Factor Description Number of channels, space, and Inspector channels, U.S. citizen pass-through posi- personnel lions in immigration, "red-gacen" channel use in customs Inspector Average processing time per passenger, efficiency rate of selection for close inspection policy Passenger characteristics Fraction U.S.
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From page 147... ...
138 MEASURING AIRPORT LANDSIDE CAPACiTY 20 min or more to clear immigration at the International Arrivals Building.The Port Authority of New York and New Jersey is now planning major expansion of these facilities. ANALYSIS TOOLS AND ASSESSMENT STANDARDS The wait for immigration and customs inspections and the crowding to which passengers may be subjected during these waits are the bases for determining service levels and capacity.
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From page 148... ...
CUSTOMS AND IMMIGRATION 139 already operating. The airport operator is concerned that facilities are not adequate to handle the new passenger load.
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From page 149... ...
140 MEASURING AIRPORT LANDSIDE CAPACITY one time. In that case, even with typically loaded aircraft, there could be as many as 400 waiting in the 2,800 ft2 of space in the hall.
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From page 150... ...
16 Connecting Passenger Transfer An airport's ability to accommodate the quick and efficient transfer of connecting passengers and their baggage from an arriving aircraft to a subsequently scheduled aircraft departure is important to passenger safety, comfort, and convenience, as well as to airline operating efficiency. Airports serving significant numbers of connecting passengers increasingly play a key role in the nation's air transportation system.
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From page 151... ...
142 MEASURING AIRPORT LANDSIDE CAPACiTY TABLE 16-1 DEMAND AND OPERATING FACTORS INFLUENCING SERVICE LEVEL AND CAPACITY FOR PASSENGER TRANSFER Factor Description Terminal configuration Distance between gates, information for connect- ing passengers, intervening security screening Ground transport Connecting passenger assistance systems, bag- gage transfer systems Passenger characteristics Fraction needing assistance for ground transport, intergate travel speeds, baggage loads Flight schedule and load factors Basic determinant of number of people making peak-period connections Standard minimum connection times listed in the Official Airline Guide (OAG) and agreed on by airlines and reported to the travel industry are generally based on access time for passengers and 100 percent transfer of baggage.
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From page 152... ...
CONNECTING PASSENGER TRANSFER 143 traveling and who then use the airport's interline transfer system to reach their vehicle. Some analysts have observed that the number of these "phantom transfers" may become relatively significant (1)
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From page 154... ...
I nterterminal Distance Approximately 1/2 mi Terminal C Pedestrian Connections Terminal A CONNECTING PASSENGER TRANSFER 145 conducted in conjunction with the assessment of access or general circulation conditions. EXAMPLE OF ASSESSMENT PROCESS2 Suppose that a large hub airport has several separate unit terminals linked by a bus traveling on the frontage road (Figure 16-2)
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From page 155... ...
146 MEASURING AIRPORT LANDSIDE CAPACiTY Describe Demand and Operating Factors Airport management has observed that deplaning transfer passengers with baggage generally reach the curbside bus stops within 14 to 22 min of their arrival. Without baggage, passengers reach this point within 4 to 6 mm.
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From page 156... ...
CONNECTING PASSENGER TRANSFER 147 NOTES As defined by FAA; see the glossary. Subsections correspond to Steps 3, 5, 7, and 8 in the assessment process shown in Figure 3-1.
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From page 157... ...
17 Landside System as a Whole The components discussed in the preceding chapters are linked together in an airport terminal into a total system through which passengers move to and from aircraft. Small queues and short delays in each component, although individually well within tolerable ranges of performance, may still combine to produce a landside capacity problem.
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From page 158... ...
Runway/Apron Gates Domestic Hoidrooms International Hoidrooms 1,135 passengers 1,885 passengers Pre-Primary Inspection Line 580 passenaers Queue Area ondary immigr and Health N/A Arrival Level I Bag Claim Area 1,258 persons 1,229 passengers Bag Claim 3,300 I Bag Claim 1,000 passengers/hr J L passengers/hr Queue Area Secondary Customs Concessions I 41 Arrivals Level N/A I 926 Dersons Curb/Parking N/A = not available Groundside Access FIGURE 17-1 Example terminal landside flow schematic (deplaning)
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From page 159... ...
150 MEASURING A] RPORT LANDSIDE CAPACiTY If all components are operating at their maximum throughput rates, throughput of the terminal as a whole is determined by the most constrained component in each independent parallel path.
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From page 160... ...
LANDSIDE SYSTEM AS A WHOLE 151 They may also encounter no delays at baggage claim if a large fraction of the passengers are transfening between flights. The passenger demand associated with the full day's flight schedule must generally be considered, both by time of day and by where these aircraft are parked.
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From page 161... ...
152 MEASURING AIRPORT LANDSIDE CAPACITY TABLE 17-1 TYPICAL PASSENGER DEMAND DISTRIBUTION: TERMINATING FLIGHTS, VANCOUVER INTERNATIONAL (1) Maximum Percent- age of Flight Load Time After Arrival Component in the Area of Aircraft (mm)
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From page 162... ...
LANDSIDE SYSTEM AS A WHOLE 153 volume to that component's share of total system demand served. The component yielding the lowest computed equivalent system volume then determines the approximate limit of overall landside service volume.
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From page 163... ...
154 MEASURING AIRPORT LANDSIDE CAPACITY Estimate Service Levels and Service Volumes Apparent maximum service volume for the two terminals together, acting independently and in parallel, would be the sum of their individual maximum volumes, or 4,000 total passengers per hout This estimate presumes that ground access and parking facilities, on the one hand, and airside facilities, on the other hand, can accommodate the combined peak-hour operations. Over the course of the 16-hr service day, traffic volumes could be as high as 64,000 total passengers per day.
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From page 164... ...
Glossary Included here are definitions of selected terms helpful to understanding and discussing airport landside capacity. Terms in italics are defined elsewhere in the glossary.
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From page 165... ...
156 APRON. Aircraft interface between landside and airside.
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From page 166... ...
157 facility and time required under unconstrained conditions. Landside delay is the added time required for a passenger to complete processing at a functional component because of limits to capacity.
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From page 167... ...
158 HUB-AND-SPOKE OPERATION. A pattern of airline routes that brings direct flights from many points (the spokes)
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From page 168... ...
159 ON-LiNE TRANSFER. Passenger changing planes between flights operated by the same airline company.
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From page 169... ...
IM the landside portion of the trip. Remote parking and check-in may be included.
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From page 170... ...
161 Cu,b Curb (a) Unbar (example: DallasFt.
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From page 171... ...
Appendix A Framework for Defining Airport Landside Service-Level Targets There are no generally accepted definitions or targets for acceptable landside service levels at U.S. airports.
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From page 172... ...
163 TYPE OF AIRPORT Airport size is a key factor influencing passenger experience. A physically small airport takes less time to negotiate than a large airport and offers a narrower range of passenger amenities.
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From page 173... ...
164 Although proposals have been made to adapt the six highway level-ofservice prototypes to the airport landside (2) , the committee believes that such a scale may be overly detailed and proposes three prototype service levels: Level 1: Passengers are unlikely to encounter delays, queues, or crowding.
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From page 174... ...
Appendix B Airport Landside Capacity Analysis Methods A brief review is given of a range of tools and procedures that may be useful to analysts and decision makers in assessments of airport landside capacity. The specific tools and procedures presented are a cross section of the field and are not recommended as preferred for any particular situation.
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From page 175... ...
observation at airports in operation may often be as useful as more complex mathematical analyses for assessing capacity. Such rules of thumb are invariably easier to apply.
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From page 176... ...
167 GATE AND APRON UTILIZATION Many analysis methods begin with a schedule of daily flight operations that gives scheduled flight arrival and departure times by airline and aircraft turnaround times. This information is typically presented in a ramp chart.
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From page 177... ...
i1rj Capacity = C x (gates) x 60 mm For exclusive gate use, the previous step is repeated for each group of gates under exclusive use.
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From page 178... ...
169 The rule would have to be applied separately for widely separated unit terminals or satellites. Computation would presumably start with a schedule of flights at the airport.
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From page 179... ...
170 Commentary No claim of transferability can be made. Data from Palm Beach suggest average at approximately 64 percent of peak, perhaps indicative of the higher peaking at smaller or vacation-oriented arports.
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From page 180... ...
171 Total space required for parking is projected at 1.41 acres/aircraft, with a range from 1.0 acre for a DC-9 to 3.7 acres for a B-747. Commentary This approach uses straightforward computation and yields seemingly valid results but may seldom be relevant to capacity.
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From page 181... ...
172 The average use efficiency parameter, equal to the ratio of aircraft seat load to area of this circle, is calculated for the fleet currently operating at the airport. A similar calculation is made for the anticipated fleet mix.
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From page 182... ...
173 Model projects ahead to determine whether vacant gates should be held open for "more deserving" approaching aircraft. Up to a full operating day can be simulated according to user-specified assignment strategy and aircraft-gate compatibility to minimize aircraft and passenger delays.
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From page 183... ...
I I Recommended for Greater Than I -- I I I I 75 perCflt Passenger Originations Cl) L - - LU I Transporter z I 0 I 0 I Satellite z ( I Multilevel Telnal 4)
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From page 184... ...
175 If future operations are likely to grow beyond the transition levels where alternative concepts are workable, a capacity problem might be indicated. It is suggested that 1 million annual enplanements represents a basic transition of airport type, and that landside capacity issues are more likely to be substantial as traffic grows through the range of 0.5 to 1.0 million annual enplanements.
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From page 185... ...
it -J |
From page 186... ...
177 Commentary Entire manual could in principle be "run in reverse" to compute annual and hourly enplanements from given physical facilities measures. However, age of material makes some of the relationships particularly open to question.
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From page 187... ...
178 Similar assumptions yield a model of waiting time at baggage claim: T=t(2)
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From page 188... ...
179 Commentary These models are examples of proprietary tools developed by a number of consultant organizations. Canadian Terminal Simulation Model (Transport Canada)
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From page 189... ...
180 Curbside queueing model Taxi Operations Simulation (TAXISIM) Curbside level-of-service planning method Access Capacity-to-Demand Index (13)
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From page 190... ...
181 Commentary Such relationships may be useful first indicators of problems, but may not fit the specific conditions at a particular airport. Curbside Queueing Model (14)
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From page 191... ...
182 Curbside Level-of-Service Planning Method (6) Procedure Given peak-hour enplariing or arriving passengers and available curb frontage, level of service is projected by the graph shown in Figure 11-2.
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From page 192... ...
183 mainframe computer program. Mean service times and standard deviations are required for most items.
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From page 193... ...
184 Performance Simulation Using SLAM (18) Procedure The terminal landside system is represented as a multi-channel queue service facility, using exponential and Erlang distributions of service times.
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From page 194... ...
185 Special Report 209.' Highway Capacity Manual. TRB, National Research Council, Washington, D.C., 1985.
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From page 195... ...
Study Committee Biographical Information MARJORIE BRINK, Chairman, has had 25 years' experience as an airport planning consultant. She graduated from Indiana University and was a member of Phi Beta Kappa.
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From page 196... ...
187 manager of the Greater Wilmington Airport and then of the Tampa Airport.
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From page 197... ...
188 Hospital, and Director of Administration and Finance and then Director of Aviation of the Massachusetts Port Authority, which owns and operates Boston's Logan International Airport. He is on the Board of Directors of the Airport Operators Council International.
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From page 198... ...
189 M.S. in Civil Engineering from Clarkson College and the University of Connecticut, respectively, he performed and directed numerous studies in airport planning for curb frontage, parking, roadways, transit access, and traffic circulation projects, including major projects at J
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From page 199... ...
190 University and a Ph.D. in Transportation and Logistics from Pennsylvania State University.
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From page 200... ...
The Transportation Research Board is a unit of the National Research Council, which serves the National Academy of Sciences and the National Academy of Engineering. The Board's purpose is to stimulate research concerning the nature and performance of transportation systems, to disseminate the information produced by the research, and to encourage the application of appropriate research findings.
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From page 201... ...
Transportation Research Board National Research Council 2101 Constitution Avenue, N.W. Washington, D.C.
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Key Terms
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