Airport Curbside and Terminal Area Roadway Operations (2010) / Chapter Skim
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Pages 41-56
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From page 41... ...
Appendix G documents the queuing theory and assumptions used in QATAR. In evaluating airport curbside roadway operations, analyses of both the curbside lanes (where motorists stop to pick up or drop off passengers)
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From page 42... ...
When curbside roadways are being analyzed using microsimulation models, it is possible to consider the number of vehicles parked in the second and third lanes, the length and duration of curbside queues, and average vehicle speeds (or delays)
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Therefore, level-of-service definitions for airport curbside roadways shown in Figure 5-1 and presented in Table 5-2 are based on curbside utilization ratios. These definitions and ratios were validated using focus groups of airline passengers, airport landside managers, and commercial vehicle operators, which were conducted as part of this research project.
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From page 44... ...
44 Source: LeighFisher. Figure 5-1.
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From page 45... ...
However, as stated in Chapter 3, such airline passenger data require surveys of airline passengers and are available at few airports. Estimating Airport Curbside Roadway Capacity and Level of Service Estimating airport curbside roadway capacities and levels of service requires analyses of both the curbside lanes and the through lanes because the numbers of vehicles parked in the curbside lanes affect the flow of vehicles in the through lanes; as curbside lanes approach capacity, the capacity of the adjacent through lanes is reduced.
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From page 46... ...
For example, motorists approaching the departures curbside at Salt Lake City International Airport can use the curbside area adjacent to the terminal building or an alternative curbside area within the adjacent parking garage. Passengers using the alternative curbside are provided with a grade-separated path to/ from the terminal building and are offered skycap service on Delta Air Lines.
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From page 47... ...
If vehicle mix is unknown, assume that private vehicles represent 70% to 80% of the total traffic volumes, taxicabs and limousines represent 5% to 10%, courtesy vehicles represent 5% to 10%, and vans/buses/public transit represent 5%.
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From page 48... ...
described in the upcoming section on Analytical Framework Hierarchy for Airport Curbside Roadways uses queuing analysis to estimate curbside capacity. The following subsections describe the calculations of through-lane capacity and curbside capacity.
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From page 49... ...
Additional Considerations in Estimating Commercial Ground Transportation Vehicle Curbside Requirements The analytical methods used to estimate curbside traffic volumes presented in Chapter 4 are applicable to private vehicles and commercial ground transportation vehicles, the volumes of which can be directly correlated to airline passenger demand (e.g., limousines, taxicabs, and door-todoor vans dropping off passengers)
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From page 50... ...
The calculation of curbside lane requirements for each courtesy vehicle, for example, must be adjusted to account for the number of stops. Analytical Framework Hierarchy for Airport Curbside Roadways Airport curbside roadway operations -- particularly the reduction in through-lane capacity that results from increased curbside lane demand -- can be analyzed using the quickestimation method described below, the macroscopic method (QATAR)
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From page 51... ...
Macroscopic Model -- Quick Analysis Tool for Airport Roadways Developed through this research project QATAR allows airport planners and operators to determine the ability of a curbside roadway to accommodate changes in traffic volumes, airline passenger activity, vehicle mix, curbside allocation plans, and curbside enforcement levels. QATAR also allows the user to observe how airport curbside roadway levels of service are expected to vary as these input factors change.
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Inputs Figure 5-3 presents an example of a QATAR input sheet (including the suggested default values for dwell times and vehicle stall lengths)
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From page 53... ...
of vehicles by classification stopping in each zone is required, or the user can determine that the proportion is constant in each zone. • Dwell times -- The user can accept the default values in QATAR or enter vehicle dwell times by vehicle classification.
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It is suggested that the capability of a software package be confirmed prior to considering its use in analyzing airport curbside roadway operations. The following guidance is provided on calibrating a microsimulation model for airport curbside roadways: • If double or triple parking is allowed, verify that the model correctly predicts the average number of double and triple parkers during the peak hour (compare one-hour model simulation to one-hour field counts)
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From page 55... ...
Together, length of vehicle queues and average speed -- two measures that are typically microsimulation software outputs -- can provide a time in queue measure that can be used to compare and evaluate analyses of curbside roadway prepared using microsimulation models. Because of the wide range of motorist expectations regarding traffic conditions when they arrive at an airport curbside, a range of thresholds for time in queue between acceptable and unacceptable operations were identified, with unacceptable operations corresponding to the threshold between LOS E and LOS F
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From page 56... ...
Then, using queue length and average speed outputs from the microsimulation model, the level of service can be identified. Figure 5-5.
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