Prepared for Airport Ground Transportation Association Spring 2008 Meeting Atlanta, GA

1. PRESENTATION COMMERCIAL VEHICLES:WHO’S CURB IS IT ANYWAY?Gavin Duncan, Jacobs Consultancy Prepared for Airport Ground Transportation Association Spring 2008 Meeting Atlanta, GA April 8, 2008

2. Jacobs Consultancy, formerly Leigh Fisher Associates (LFA) and Sypher, operates with main offices in the San Francisco Bay Area; the Washington, D.C. area; Ottawa, Canada; and London, UK. Jacobs Consultancy’s consulting staff has assisted airport operators with finance issues for over 60 years. Our consultants understand federal aviation and airport policy and can help airport operators plan for changes as the reauthorization effort proceeds. The Airport Management Consulting practice of Jacobs Consultancy provides extensive practical experience in all of the disciplines necessary for the planning and management of airports, including financial analyses and planning, economics and forecasting, commercial and concession planning, airport management and operation, facilities planning and design, ground transportation planning, noise and other environmental analyses, and simulation and operational analysis. Burlingame Office: 555 Airport Boulevard, Suite 300 Burlingame, California 94010 Telephone: (650) 579-7722 Fax: (650) 343-7722 E-mail: inquiry@jacobs-consultancy.com Washington D.C. Office: 14900 Conference Center Drive, Suite 300 Chantilly, Virginia 20151 Telephone: (703) 961-9000 Fax: (703) 961-9318 www.jacobs-consultancy.com Outline • The facts of life • Who needs to be accommodated? • Potential strategies to determine priorities • Other strategies • Other considerations What approach should I use to allocate my commercial vehicle space?

3. Who Gets to Sit at the 50-Yard Line?

4. The Facts of Life • Your airport probably does not have enough space to meet everybody’s needs • Terminal requirements are reducing, but curbside demand is not • Rarely do roadways and curbs dictate terminal configuration • Curbsides typically have reserved space for: • Disabled parking • Police • Other agencies (Customs & Border Patrol, Dept. of Homeland Security) • Media parking • Private vehicles will continue to have access to the curbsides for the near future • You can’t please everyone all the time

5. On-demand Taxicabs Limousines Shared-ride (door-to-door) vans * Charter vehicles Limousines Vans Buses * Baggage trucks * Scheduled vehicles (i.e., line-haul vans / buses) * Airport-operated shuttles * Parking (public and employee) Rental cars Inter-terminal Courtesy vehicles (on-demand and scheduled) * Hotel / motel Off-airport parking Off-airport rental cars Public transit Parcel carriers Goods deliveries Airline crew vans Miscellaneous Military School buses Casinos Who Needs to Be Accommodated? * Mode may make multiple curbside stops.

6. On-demand Taxicabs Limousines Shared-ride (door-to-door) vans * Charter vehicles Limousines Vans Buses * Baggage trucks * Scheduled vehicles (i.e., line-haul vans / buses) * Airport-operated shuttles * Parking (public and employee) Rental cars Inter-terminal Courtesy vehicles (on-demand and scheduled) * Hotel / motel Off-airport parking Off-airport rental cars Public transit Parcel carriers Goods deliveries Airline crew vans Miscellaneous Military School buses Casinos Private vehicles Who Needs to Be Accommodated? * Mode may make multiple curbside stops.

7. How Much Space Does an Operator Need? • Demand-based(i.e., I need X spaces to meet vehicle volume demand 95% of the time during my busy periods) • Capacity-based(i.e., I have Y linear feet available, how do I allocate it among the various operators?) • Passenger level-of-service-based(i.e., 95% of passengers will wait 3 minutes or less for a taxicab) • Combination of the above Feeder queues and hold lots can help mitigate capacity deficiencies

8. Potential Strategies to Determine Priorities • Passenger expectations • Space requirements combined with curb configuration • Operational needs (i.e., proximity of taxicab feeder line) • Number of passengers (or passenger parties) carried • Fees paid to airport

9. Sources of Non-Airline Revenue

10. Potential Strategies to Determine Priorities • Passenger expectations • Space requirements combined with curb configuration • Operational needs (i.e., proximity of taxicab feeder line) • Number of passengers (or passenger parties) carried • Fees paid to Airport • “Transit first” (priority for scheduled buses, shared-ride vans, public transit)

11. Modes Consistent with “Transit First”

12. Potential Strategies to Determine Priorities • Passenger expectations • Space requirements combined with curb configuration • Operational needs (i.e., proximity of taxicab feeder line) • Number of passengers (or passenger parties) carried • Fees paid to Airport • “Transit first” (priority for scheduled buses, shared-ride vans, public transit) Some desired strategies may conflict with each other Iterative process can resolve issues

13. Sample Curbside Allocation

14. Other Strategies • Passengers carried per vehicle or linear foot of allocated curb • Use of alternative fuels • Use of consolidated vehicles • Limit stalls below unconstrained demand • Allocate space by bid (between operators of the same mode) • Use simulation to identify optimal configuration and likely congestion levels

15. Simulation Example

16. Other Considerations • Competition between operators (level playing field) • Operator expectations based on revenues paid to airport (or share of total contribution) • Curbside geometry • Turning requirements • Vertical clearances • Space for passenger queues • Allocate separate curbsides for private vehicles and commercial vehicles (i.e., parallel roads)

17. PRESENTATION COMMERCIAL VEHICLES:WHO’S CURB IS IT ANYWAY?Gavin Duncan, Jacobs Consultancy Prepared for Airport Ground Transportation Association Spring 2008 Meeting Atlanta, GA April 8, 2008