Airport Curbside and Terminal Area Roadway Operations (2010) / Chapter Skim
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Pages 16-29
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From page 16... ...
One method, the traditional four-step approach commonly used by transportation planners, incorporates estimates of the roadway traffic volumes generated by airline passengers, visitors, employees, air cargo handlers, and major airport land uses. This method requires an extensive database for each of these traffic generators.
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From page 17... ...
Surveys of airline passengers and visitors are commonly used to gather such data as vehicle mode-choice patterns, passenger arrival patterns, passenger regional approach/departure routes, place of origin/ destination, and use of airport parking facilities. Estimating Future Airport Roadway Traffic Volumes -- Traditional Four-Step Approach Developing a comprehensive estimate of future traffic volumes on airport roadways using the traditional four-step approach involves the following: • Trip generation.
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From page 18... ...
The key generators of airport roadway traffic are airline passengers and accompanying visitors, employees working at the airport, air cargo and airmail services, airlines, in-terminal concessionaires, and other building tenants plus airport tenants with service or delivery needs. At most airports, the data required to estimate the volume of traffic generated by airline passengers are more readily available than comparable data for employees, air cargo, or service and delivery vehicles.
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From page 19... ...
Travel mode choices. To convert person trips into vehicle trips, it is necessary to first determine the travel modes used by airline passengers (or the percentage of passengers using each available travel mode)
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From page 20... ...
When analyzing airport roadways, vehicle occupancies represent the number of airline passengers in each vehicle (i.e., excluding visitors accompanying airline passengers or the drivers of commercial vehicles)
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From page 21... ...
Travel mode Circulation pattern Percentage Private vehicles Drop off at curb, then exit 31% Drop off at curb, then park -- Hourly, remain 9 Drop off at curb, then park -- Hourly, then exit 4 Drop off at curb, then park -- Daily Parking 7 Drop off at curb, then park -- Economy Parking 4 Direct to park -- Hourly, remain for duration 4 Direct to park -- Hourly, exit immediately 14 Direct to park -- Daily 14 Direct to park -- Economy 9 Direct to off-airport 4 100% Rental Cars Direct to rental car return 73% Drop off at curb, then rental car return 23 Direct to off-airport 4 100% Taxicabs Drop off, then exit 83% Drop off, then hold area 17 100% Source: LeighFisher, July 2009, based on data gathered at Los Angeles International, Salt Lake City International, Tampa International, and other airports.
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From page 22... ...
22 Figure 3-1. Sample airport visitor lead and lag time.
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From page 23... ...
Louis International Large -- -- 19,000 Las Vegas McCarran International Large -- -- 8,000 Los Angeles International Large -- -- 40,000 Phoenix Sky Harbor International Large 22,000 16,019 8,000 Salt Lake City International Large -- -- 13,026 San Diego International Large -- -- 3,000 San Francisco International Large 12,500 -- -- Seattle-Tacoma International Large -- -- 11,375 Tampa International Large 6,000 -- -- John Wayne (Orange County, CA) Medium -- -- 1,000 Mineta San Jose International Medium 4,750 -- -- Oakland International Medium -- -- 10,500 Omaha Eppley Airfield Medium -- -- 2,500 Portland International Medium 14,500 -- 5,000 Sacramento International Medium -- -- 1,500 (a)
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From page 24... ...
It is recommended that the volumes of trips generated by trucks, delivery vans, and air cargo employees be estimated separately. Employee vehicle trips are the largest component of the traffic generated by an air cargo facility (over 70% of the total traffic volume, according to surveys conducted at Memphis and Los Angeles International Airports and other locations)
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From page 25... ...
Estimated airport cargo trips per daily cargo tonnage at Los Angeles International Airport. Employee trip generation rate (vehicle trips per employee)
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From page 26... ...
Estimating the volume of future cut-through traffic requires an understanding of future regional land uses and expected regional traffic patterns/travel times. The volume of nonairport traffic using airport roadways is a function of the volume of traffic on the regional roadways, and the travel-time savings these vehicles would experience if they were able to use airport roadways as a shortcut.
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From page 27... ...
can be obtained from surveys of airline passengers or, when such data are not available, from the local metropolitan planning organization, which can provide information on future distributions of places of residence and employment, a description of the future regional transportation network, and the likely travel paths or approach/ departure distributions. Assigning Traffic Volumes to the Roadway Network (Trip Assignment)
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From page 28... ...
Effort Needed to Gather Required Data Comprehensive surveys of originating and terminating airline passengers can be costly and time consuming to plan, authorize, and conduct, with several months required to review and summarize the resulting data before they are available for release to others. Resulting Accuracy As noted, forecasts of the traffic volumes generated by airline passengers are often prepared in substantially more detail than forecasts of traffic generated by employees, air cargo, or service/deliveries.
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From page 29... ...
This method also may not account for changes that may result from • New land uses on or near the airport that could affect the paths that motorists follow when entering or exiting the airport. • Changes in choices of travel modes, parking facilities, or circulation paths that may result from new or improved public transportation services, changes in parking facilities or parking rates, or increases or decreases in the propensity of motorists to use curbside roadways.
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