Airport Curbside and Terminal Area Roadway Operations (2010) / Chapter Skim
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Privately owned and operated vehicles consist of automobiles, vans, pickup trucks, and motorcycles used to transport airline passengers, visitors, and employees of the airport operator, airlines, and other airport tenants. Motorists transporting airline passengers in private vehicles may use the curbside areas, parking facilities (including cell phone lots)
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However, the pickup and drop-off locations for airline-operated small package delivery services, which are provided by small vans and light trucks, are at the terminal curbside at some airports. Types of Airport Roadways Although the airport passenger terminal building and surrounding area (the terminal area)
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. Curbside Roadways Curbside roadways are one-way roadways located immediately in front of the terminal buildings where vehicles stop to pick up and drop off airline passengers and their baggage.
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and allow courtesy or other vehicles to return to the terminal (e.g., after having dropped off enplaning airline passengers and returning to pick up deplaning passengers on a 6 Figure 2-2. Typical airport curbside configuration.
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This section describes the distinguishing operating characteristics of airport terminal area roadways, weaving sections, and curbside areas. What Makes Airport Roadway Operations Unique The main differences between the operating characteristics of airport terminal area access and circulation roadways and nonairport roadways include • A high proportion of unfamiliar motorists.
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Although most private vehicle drivers use an airport infrequently, 20% to 30% of the vehicles on airport roadways are operated by professional drivers who are thoroughly familiar with the on-airport roadways because they use them frequently -- perhaps several times each day. This difference contributes to vehicles operating at a range of speeds on the same roadway segment -- slow-moving vehicles (e.g., unfamiliar drivers of private vehicles attempting to read signs or complete required turns and maneuvers)
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that are slower than those on freeways or arterial roadways, the limited distances between decision points compromise the ability of motorists to recognize, read, and react to roadway guide signs, or do not allow adequate time to complete required merging and weaving maneuvers. What Makes Airport Curbside Operations Unique As noted in Chapter 1, curbside roadways consist of the inner curbside lane(s)
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. Thus, since airports generally have equivalent volumes of originating and terminating airline passengers (and associated traffic volumes)
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In the allocation of commercial vehicle curb space, multiple factors must be considered in addition to calculated space requirements, such as customer service, operational needs, airport policies, revenues, and perceived or actual competition among ground transportation services. Curb space may also be allocated for disabled parking, police vehicles, airport vehicles, valet parking drop-off/pickup, tow trucks, and other users.
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Figure 2-6. Driver-side loading at Mineta San Jose International Airport.
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Supplemental curbside at Salt Lake City International Airport. Source: LeighFisher.
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Also, some microsimulation models produce a visual display of the simulated roadway operations, which can be helpful when evaluating operations or presenting results. Of the three methods for analyzing airport roadway conditions, microsimulation methods are the most complex and require the most effort and skill on the part of the user, but they also produce the most detailed and reliable results.
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From page 15... ...
On regional freeways and arterials and in densely developed urban areas, LOS D is often considered acceptable because motorists traveling on regional roadway networks can select alternative travel paths should their preferred path be congested. However, on airport roadways, where only a single path is available (and the cost of delay to the traveler is great)
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