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From page 43... ... 43 Adapting Parking Facilities for Other Vehicular Uses Together with Chapter 5, this chapter addresses the question, "If total parking demand reduces, what can an airport do with the excess parking capacity? " In response to the recent rapid growth in TNC activity at airports and the corresponding stress the activity has placed on many airport curbsides, this chapter focuses on ways parking structures can be adapted for vehicular uses other than parking, such as pickup and drop-off areas for commercial vehicles. Read the entire page →
From page 44... ... 44 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue Key advantages and challenges of these boarding areas include: When ACRP Report 146 was published in 2015, TNCs had only recently appeared at many airports. As such, the report did not explicitly consider the use of parking facilities for TNC loading. Read the entire page →
From page 45... ... Adapting Parking Facilities for Other Vehicular Uses 45 The next sections present typical layouts of each configuration, key aspects of each configuration, and a comparative evaluation. The methodology and findings are intended to support the comparative evaluation of the relative benefits and limitations of each option; they are not intended as a definitive capacity analysis. Read the entire page →
From page 46... ... 46 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue The methodology and results presented in this section assume a median 40-second dwell time for all configurations. This dwell time assumption reflects configurations and TNC operating practices that allow a TNC vehicle to stop immediately adjacent to their waiting passenger party. Read the entire page →
From page 47... ... Adapting Parking Facilities for Other Vehicular Uses 47 Pedestrian safety. This configuration includes no pedestrian crossings and would only experience double-parking during peak periods. Read the entire page →
From page 48... ... 48 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue Depending on the operations provided by the TNC company, a passenger could indicate their preferred space or zone, the passenger could be assigned a specific space or zone, or the driver, upon arriving in a space or zone, could contact (e.g., using a text message) the passenger indicating the space or zone they are parked in. Read the entire page →
From page 49... ... Adapting Parking Facilities for Other Vehicular Uses 49 Flexibility. This configuration rates highly compared with the other configurations. Read the entire page →
From page 50... ... 50 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue angled, each space requires more roadway width than those under a linear loading configuration. Thus, to provide the spaces and two through lanes, a limited portion of each pedestrian waiting area may need to extend beyond the column centerline. Read the entire page →
From page 51... ... Adapting Parking Facilities for Other Vehicular Uses 51 into vehicle trunks and, in states that do not require front license plates, ensures passengers can see the license plates from the waiting area. It also has pedestrians crossing the vehicle entry path, which means vehicles are likely to be traveling slower (as they look for their passenger or empty loading spot) Read the entire page →
From page 52... ... 52 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue Resiliency. This configuration rates poorly compared with the other configurations. Read the entire page →
From page 53... ... Adapting Parking Facilities for Other Vehicular Uses 53 Efficiency. Based on vehicle modeling, each space can turn over approximately 15 times per hour, a turnover rate that reflects the median dwell time, time to pull into and back out of spaces, and delays due to vehicle congestion. Read the entire page →
From page 54... ... 54 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue 4.3 Examples and Lessons Learned In addition to the base layout of a TNC loading area, there are several additional considerations for airports planning a TNC loading area within a parking structure. The following suggestions reflect comments provided by staff at airports that have relocated TNC pickup areas into parking structures. Read the entire page →
From page 55... ... Linear, single-side of aisle Linear, both sides of aisle Sawtooth, both sides of aisle Pull-through entry Pull-in/back out Criteria Explanation Efficiency PLZ: 113 PLZ: 208 PLZ: 219 PLZ: 240 PLZ: 144 Hourly vehicles served per 100 linear feet Pedestrian safety Minimal concerns Vehicles encounter pedestrians at single location Vehicles encounter pedestrians at single location Vehicles encounter pedestrians at multiple locations Minimal concerns Minimize pedestrian-vehicle conflicts, enhance level of safety Vehicle safety Some vehicles may need to reverse during busy periods Some vehicles may need to reverse during busy periods All maneuvering is forward All maneuvering is forward All vehicles must reverse into travel lane Minimize vehicle-vehicle conflicts Resiliency Vehicles can double-park and still preserve through lane Vehicles can double-park but may obstruct both through lanes Vehicles can double-park but may obstruct both through lanes If spaces are unavailable, waiting vehicles obstruct entry If spaces are unavailable, waiting vehicles obstruct entry Ability to accommodate surges that exceed capacity Customer experience Parked vehicles may obstruct customer view of approaching vehicles Parked vehicles may obstruct customer view of approaching vehicles Parked vehicles may obstruct customer view of approaching vehicles No obstructions to customer view of approaching vehicles Parked vehicles more likely to obstruct customer view of approaching vehicles Ability for passengers to readily identify their vehicle Flexibility Can be converted to parallel double-sided loading if needed Can open using single-side loading with opposite side opened when needed Can open using single-side loading with opposite side opened when needed Cannot be expanded if more capacity is required If space guidance is used, equipment may be in wrong place for other uses Ability to accommodate changes in future operations and demands Driver training Conventional pickup configuration for airports and other environments Left-side loading is rare at U.S. airports Left-side loading is uncommon at U.S. Read the entire page →
From page 56... ... 56 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue Figure 4-12. TNC loading area, Nashville International Airport. Read the entire page →
From page 57... ... Adapting Parking Facilities for Other Vehicular Uses 57 the second aisle (TNC Zones C1 through C3) Read the entire page →
From page 58... ... 58 Rethinking Airport Parking Facilities to Protect and Enhance Non-Aeronautical Revenue Flexibility. Given the dynamic and ongoing changes occurring in technology and consumer preferences (as described in Chapter 3) Read the entire page →

From page 43...

... 43 Adapting Parking Facilities for Other Vehicular Uses Together with Chapter 5, this chapter addresses the question, "If total parking demand reduces, what can an airport do with the excess parking capacity? " In response to the recent rapid growth in TNC activity at airports and the corresponding stress the activity has placed on many airport curbsides, this chapter focuses on ways parking structures can be adapted for vehicular uses other than parking, such as pickup and drop-off areas for commercial vehicles.