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From page 119... ... 119 Introduction This appendix presents two theoretical examples of the planning process for an APM system at an airport. The examples demonstrate applications of the methodologies and planning criteria in the guidebook to produce plans for two APM systems. Read the entire page →
From page 120... ... A summary APM planning flowchart is provided below as Figure A-1 and depicts the general airport APM planning process applicable to both the airside and landside examples. More detailed zoom-ins of the general flowchart are provided at appropriate places within this appendix to illuminate specific issues in the airside and landside planning processes. Read the entire page →
From page 121... ... Level-of-Service Decision-Making Flow Key: Process Data Output Start/ End Planning Process Decision-Making Flow APM Benefits Alignment Stations Guideway/ROW Capital Costs Operations & Maintenance Costs Cost–Benefit Analysis Financial Strategies Power Distribution Command, Control, and Communications Ridership System Capacity NEED System Level of Service Evaluate System Level of Service Evaluate System Level-of-Service Measures Environmental Final Design Procurement Defined APM System Functions Served Service Req'ts. Maintenance Facility Walk & Time Thresholds Source: Lea+Elliott, Inc. Read the entire page →
From page 122... ... Airport (MSP) Read the entire page →
From page 123... ... tions, walk distance is defined as the distance the passenger actually walks, not the distance the passenger travels (while standing on moving walkways for example) , while in other locations, planners sometimes assume that passengers walk on moving walkways. Read the entire page →
From page 124... ... 124 Source: Lea+Elliott, Inc. Figure A-3. Read the entire page →
From page 125... ... now been planned as a self-propelled, pinched-loop system with 3 stations and 1.5 miles of underground dual-lane guideway. The decisions reached for this theoretical example (self-propelled, pinched-loop, underground, etc.) Read the entire page →
From page 126... ... consider that the particular dwell times at different stations may differ, and their durations should be estimated. For instance, a lightly loaded station may function well with dwell times as low as 20 to 30 seconds, whereas a heavily loaded station may typically require dwell times exceeding 1 minute. Read the entire page →
From page 127... ... 127 Source: Lea+Elliott, Inc. Figure A-4. Read the entire page →
From page 128... ... are applicable. Generally, the substations should be located directly adjacent to the guideway if possible. Read the entire page →
From page 129... ... Command, Control, and Communications Analysis • Determine the space and equipment requirements of the central control facility. The size and layout of the CCF varies somewhat in proportion to the size of the APM system. Read the entire page →
From page 130... ... accommodate both boarding and deboarding passengers. A triple platform station (also referred to as a "side-centerside" or "flow-though" station platform) Read the entire page →
From page 131... ... • Derive staffing and management requirements based on fleet size, mileage, and historical data. Staffing for the APM system will consist of several different categories, and staffing will vary in proportion to system size and complexity. Read the entire page →
From page 132... ... other clerical positions. Administrative staff typically works first shift. Read the entire page →
From page 133... ... any fatal flaws in meeting the airport's goals and objectives and that complete O&M and capital cost estimates have been produced for the subject system. The next recommended step is to look at those costs in terms of a cost–benefit analysis. Read the entire page →
From page 134... ... Airport-generated revenues. Assuming such revenue is specifically self-generated by the airport, this funding typically has the fewest restrictions of the funding examples presented. Read the entire page →
From page 135... ... The reader is encouraged to note the final decision diamond and process boxes in the Figure A-6 flowchart where the planning for the theoretical airside system has been completed with the system moving into the procurement and detailed design phases. Of particular note is the fact that once a specific APM technology is selected, it is often necessary to revisit and refine some of the planning decisions. Read the entire page →
From page 136... ... Level-of-Service Decision-Making Flow Key: Process Data Output Start/ End Planning Process Decision-Making Flow APM Benefits Alignment Stations Guideway/ROW Capital Costs Operations & Maintenance Costs Cost–Benefit Analysis Financial Strategies Power Distribution Command, Control, and Communications Ridership System Capacity NEED System Level of Service Evaluate System Level of Service Evaluate System Level-of-Service Measures Environmental Final Design Procurement Defined APM System Functions Served Service Req'ts. Maintenance Facility Walk & Time Thresholds Source: Lea+Elliott, Inc. Read the entire page →
From page 137... ... also decrease wayfinding clarity. A generally accepted planning assumption is that less walk distance is desirable. Read the entire page →
From page 138... ... APM stations should strive to provide the maximum convenient service to the largest range of users with the fewest possible number of stations. Planning for the fewest practical number of stations needed to provide the appropriate level of service helps the economy and efficiency of the system in terms of fleet size and reduces the capital and O&M costs of both the APM system and the associated fixed facilities. Read the entire page →
From page 139... ... 139 Source: Lea+Elliott, Inc. Figure A-9. Read the entire page →
From page 140... ... of passenger activity or facility implementation. Specific future projects, such as a planned landside hotel, a consolidated rental car facility, a light rail intermodal station, or other landside projects may trigger when an APM is warranted. Read the entire page →
From page 141... ... • Determine range of capacities for range of train consists. For this planning task, a variety of APM performance criteria must be considered jointly in order to ensure that the most efficient system is developed, just as in Example 1 for the airside system. Read the entire page →
From page 142... ... 142 Source: Lea+Elliott, Inc. Figure A-10. Read the entire page →
From page 143... ... will require access for equipment and personnel, including on-site parking and loading areas. Housekeeping power to the substations must also be planned. Read the entire page →
From page 144... ... functional consolidation and efficiencies. If the CCF is located remotely from the MSF, some duplication of minimum essential facilities such as restrooms and administrative space may be required. Read the entire page →
From page 145... ... typical/historical building code occupancy type analysis, but rather an analysis of time, distance, and pedestrian movement that most accurately reflects the real-world situation on the station platform. The reader is encouraged to review Section 8.4, Stations, for additional detailed discussion on this topic. Read the entire page →
From page 146... ... 146 Source: Lea+Elliott, Inc. Figure A-11. Read the entire page →
From page 147... ... • Determine system versus facilities procurement packaging and its impact on supplier competition. Within the APM industry, there are a variety of ways APM systems and associated fixed facilities can be procured; various methods are discussed in Chapter 10. Read the entire page →
From page 148... ... base case, no-build alternative must be evaluated over a period of time. The length of this time period should be commensurate with other projected time frames within which milestones affecting the airport will occur. Read the entire page →
From page 149... ... 149 Source: Lea+Elliott, Inc. Figure A-12. Read the entire page →
From page 150... ... rental revenue potential of the development may be increased due to the improved regional access, as well as through potential density/height increases to the development via zoning waivers tied to the transit access. – Airport-generated revenues. Read the entire page →
From page 151... ... 151 Example 1 Example 2 Airside – Service to three terminal stations, one at each of three freestanding terminals – HUB a irport Landside – Service to one terminal station, an intermodal facility and/or parking structure. Guideway Length (dual - lane miles) Read the entire page →
From page 152... ... 152 Atlanta – Airside • Seven stations, 1.1 miles of guideway • Underground, pinched loop • Four vehicles per train, with 1.8-minute headway • Fleet size of 49 vehicles with 10,000 pphpd Denver – Airside • Four stations, 1.2 miles of guideway • Underground, pinched loop • Four vehicles per train, with 2.0-minute headway • Fleet size of 31 vehicles with 8,300 pphpd Washington Dulles – Airside • Four stations, 1.4 miles of guideway • Underground, pinched loop • Three vehicles per train, with 1.9-minute headway • Fleet size of 29 vehicles with 7,105 pphpd APM APM APM Read the entire page →
From page 153... ... 153 Atlanta – Landside • Three stations, 1.4 miles of guideway • Elevated, pinched loop • Two vehicles per train, with 2.0-minute headway • Fleet size of 12 vehicles with 2,700 pphpd Birmingham (U.K.) – Landside • Two stations, 0.4 miles of guideway • Elevated, shuttle • Two vehicles per train, with 2.0-minute headway • Fleet size of four vehicles with 1,608 pphpd London Gatwick – Landside • Two stations, 0.7 miles of guideway • Elevated, shuttle • Three vehicles per train, with 2.6-minute headway • Fleet size of six vehicles with 4,200 pphpd APM APM APM Read the entire page →

From page 119...

... 119 Introduction This appendix presents two theoretical examples of the planning process for an APM system at an airport. The examples demonstrate applications of the methodologies and planning criteria in the guidebook to produce plans for two APM systems.