The National Academies Press

Currently Skimming:

Pages 275-297

The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.

From page 275... ... Activity on the terminal landside is driven primarily by the operations of the passenger terminal and secondarily by cargo activity, if present at the airport. The flow of vehicles on the landside is directly related to the number of passenger arrivals and departures at aircraft gates and to the trucking of freight to and from cargo handling and freight forwarding facilities. Read the entire page →
From page 276... ... All of these factors make for an interesting and challenging planning process on the landside. This complexity calls for the use of a lot of creativity in adapting traditional transportation planning techniques and the adoption of specialized techniques to be used at airports. Read the entire page →
From page 277... ... be available or may be out of date when a ground access study is being conducted. A survey of O&D passengers can be done to gather the few key items needed for the study. Read the entire page →
From page 278... ... curbfront will necessarily stop. Vehicle classifications at curbfronts will include automobile, taxi, limousine, bus, hotel/motel shuttle, rental car shuttle, off-airport parking shuttle, and any other vehicle types that stop at the curbfront. Read the entire page →
From page 279... ... VII.1.2.3 Curbfronts Curbfronts are generally evaluated using a curbfront demand model, which uses vehicle length, curbfront dwell times, and the volume of vehicles to determine the approximate length of curbfront needed to serve the vehicular demand. VII.1.3 Ground Access Plan Development The data collection and evaluation phases lead into the development of a ground access plan. Read the entire page →
From page 280... ... VII.2 Intermodal Connections There are two types of intermodal connections to be considered in planning for an airport terminal. The first type is a connection with a regional rail or bus system on or near the airport. Read the entire page →
From page 281... ... New station and track locations should be placed so as not to restrict future growth and flexibility of airport facilities. Station boarding platforms should be wide enough to handle peak period loads. Read the entire page →
From page 282... ... additional capability of transferring passengers to and from the terminal by on-airport transit, but can allow for greater flexibility for expansion of the GTC, if needed. Access to and from a GTC would have similar requirements to a staging facility. Read the entire page →
From page 283... ... entrances to the airport are under traffic signal control. In this scheme there is also little likelihood of cut-through traffic. Read the entire page →
From page 284... ... a wide variety of configurations, depending on the layout of the terminal. The major variations are based on the number of levels in the terminal. Read the entire page →
From page 285... ... links to airfield access, airport maintenance facilities, employee parking, hotels, post office, and general aviation facilities. These roads tend to have low traffic volume with low vehicle operating speeds. Read the entire page →
From page 286... ... VII.4 Terminal Curb Requirements The terminal curbfront on an airport is a complex operating environment. Many types of vehicles approach and stop at the curb, including private automobiles, taxis, limousines, parking lot buses, rental car buses, regional buses and shuttles, and shuttle buses for hotels and motels. Read the entire page →
From page 287... ... The location of terminal entrance/exit doors can have an effect on the utilization of the curb, as well as passenger LOS. Observations indicate that cars will tend to stop at the curb no more than three car lengths (50 to 60 feet) Read the entire page →
From page 288... ... Another important component of curbfront capacity comes in the form of dwell times. At the arrivals curbfront, vehicles will often stop to wait for arriving passengers if sufficient curbfront enforcement is not present. Read the entire page →
From page 289... ... Terminal Landside Facilities 289 Courtesy of: Jacobs Consultancy, All rights reserved. Figure VII-6. Read the entire page →
From page 290... ... Curbfront mode split can be determined by passenger survey on mode of arrival to the airport (which is typically how they will also leave the airport) and party size. Read the entire page →
From page 291... ... For example, an airport curbfront may be designed to allow double parking during peak times to help meet the added demand. However, double or even triple parking contributes significantly to the congestion of the curbfront, sometimes blocking vehicles in inner lanes and overall impeding the through travel lane of the curbfront and increasing the vehicle congestion that pedestrians will need to travel through to access parking lots on the other side of the curbfront. Read the entire page →
From page 292... ... • Remote parking: Remote parking facilities typically cater to the long-term parking patrons but differ from the terminal parking facilities in that the lot location is at a distance away from the terminal building. Remote parking lots require on-airport transit capabilities to transport passengers to/from the terminal. Read the entire page →
From page 293... ... locations (remote facilities) Read the entire page →
From page 294... ... At larger airports, rental car facilities are often located at remote sites on the airport, away from the terminal. This location often requires a shuttle bus to pick up or drop off passengers. Read the entire page →
From page 295... ... Legibility and visibility depend primarily on assumed driver reaction times. As the number of lanes on a given roadway increases, driver reaction times tend to increase because it takes longer to accomplish a desired vehicle movement across multiple lanes. Read the entire page →
From page 296... ... Airports are configured for the rapid processing of large concentrations of incoming and outgoing passengers at the curbside, which presents both a security and safety concern, especially during peak times. The TSA has provided recommended procedures for passenger drop-off and pick-up at the curb, based on a limited amount of time a vehicle can be stopped at curbside. Read the entire page →
From page 297... ... and if possible not be adjacent to critical facilities such as emergency UPS systems; heating, ventilation, and air conditioning systems; communications rooms; utilities; elevator shafts; and so forth. VII.7.3 Parking Facilities Security measures in airport parking lots tend to concentrate first on common criminal behavior such as theft, assault, and vandalism. Read the entire page →

From page 275...

... Activity on the terminal landside is driven primarily by the operations of the passenger terminal and secondarily by cargo activity, if present at the airport. The flow of vehicles on the landside is directly related to the number of passenger arrivals and departures at aircraft gates and to the trucking of freight to and from cargo handling and freight forwarding facilities.