Best Practices in Airport Ground Transportation—Accent on the Positive Two Curbside Allocation Case Studies Presented to Airport Ground Transportation Association September 11, 2007 By Gloria Bender

Outline Introduction Matching System to Operational Demand DFW Curbside Allocation Study LAS Curbside Allocation Study

Our Collective Challenge

Introduction Getting from airport entrance to terminal entrance is frequently one of the most confusing segments of an airport passenger’s travel Airport access/egress has become one of the most constrained elements of airport capacity Critical that we allocate limited curbside roadway space efficiently to support the operational requirements that must be transacted there

Matching System to Operational Demand Document/quantify system elements Roadway and curbside configuration Information system capabilities to enhance capacity Airport business agreements Document/quantify operational demand Ground transportation service providers’ operations requirements Passenger demand Identify and remedy gaps

DFW Curbside Allocation Study A C B E

Background Significant upper level roadway congestion Passenger drop-off on upper level due to limited use of lower level Second lane drop-off lengthens delay of both passengers and drivers Curbside capacity available on lower level curb Long delays and queues affect all modes Private auto delays in excess of 7.3 minutes Taxi delays in excess of 3.6 minutes

Technical Approach Evaluate size and location of curbside drop off areas relative to demand Achieve airport operational objectives Quantify demand by mode Use math model to evaluate curbside assignments based on Vehicle queues Vehicle delays Passenger walk distance

 Fully loaded terminals  O/D pax Planning Day Demand

Quantified Curbside Demand Planning day schedule to identify O/D passengers Transportation mode splits to develop estimates of trip by ground transportation mode Validated with traffic counts Quantified active load/unload times Macro simulation technique to quantify vehicle queues and delays Compared various curbside allocations

Terminal C Lower Level Layout

The Solution Allow taxis/limos drop-off upper level if requested Taxis/limos pick-up at lower level Supports significantly expanded taxi pick-up areas Reduces delays for all modes Private autos from 7.3 to 0.7 minutes Taxis from 3.6 to 0.3 minutes Reduced queues and second-lane drop-offs Passenger walk distance remains the same Adequate existing elevator/escalator capacity

LAS Curbside Allocation Study

Background Significant roadway congestion today and no additional capacity until Terminal 3 commissioned Taxi demand exceeds available capacity significantly during peak hour Under-utilized areas at north side of baggage claim building, C-Bus Plaza and on the zero level Objective: Identify any additional incremental changes to increase capacity

Technical Approach Develop simulation model to evaluate capacity benefit of ConRAC Reduced crosswalks Two lanes at roadway exit Move decision point for 2-curbside roadways Creation of new taxi dispatch operation on north side of baggage claim building Reallocation of C-Bus Plaza to WN pax taxi drop-off

Model Elements Virtual operation Physical configuration Operational rules Realistic demand 24-hour Airport-specific behavior Model outputs Animation Operational performance data

Las Vegas McCarran Int’l Airport

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