Ord. 20640 - Laserfiche WebLink

Home Browse Search

FACILITY REQUIREMENTS The ratio of volume/capacity (V/C) is translated into an alpha character that designates the LOS on the curb. Above V/C = 0.70, congestion and delay build rather quickly. Thus, the target during the peak hour (ADPM) for V/C is 0.70, the lower threshold of LOS C. This implies that even during the busiest holiday peaks, the curb will still operate with tolerable congestion and delay. The data in the table demonstrate that the inner curb in the base case suffers from a low capacity (for its physical scale) and a resultant low level of service. These stem from the high dwell times which were observed and measured. National norms for dwell times for POVs (the dominant vehicle type on the inner curb) are in the range of 1.5 – 2.5 minutes for departures, and 2.5 - 4.0 for arrivals. At Eugene, the mean dwell time for POVs at departures was 3.1 minutes, but with a maximum of more than 22 minutes. On the arrivals curb, the dwell times were even further from the normal range, with a mean of 5.9 minutes, and a maximum of more than 48 minutes. While each maximum was only for a single vehicle during the peak hour, that one vehicle occupied the curb for a time during which nine vehicles could have been served (at departures) or 12 vehicles could have been served (at arrivals). To estimate requirements for the future planning levels, the analysis of curb capacity and level of service was conducted under two assumptions: »Curb management will continue as it currently is, with the same resultant dwell times. »Curb management will change, and dwell times will be reduced to the upper level of national norms. The results in Table 3-23 demonstrate that continuing current practices which enable long dwell times will result in moderately low capacity and level of service (C – D) on the departures curb, and very low capacity and level of service (F at all PALs) at arrivals. This would imply the need for physical changes to the curb, which might include both lengthening and the addition of a lane. However, if dwell times are brought down to the upper-end of the range of national norms, both curbs would operate within the target range of desired LOS (B for departures through PAL 3, and no worse than C for arrivals at PAL 3), and no physical improvements to the inner curb would be required. There are a number of options that can be considered to improve the curb operations and eliminate the need for costly physical expansion of the inner curb. These include: »Enhanced active management during peak times to reduce dwell times. In particular, this could include more positive enforcement of the “active loading/unloading” policy. »Revising the exit path for rental cars to eliminate them from crossing the inner curb »The creation of a cell phone lot to encourage waiting for arrivals elsewhere, not at the curb »Creation of a grace period within short-term parking to encourage its use rather than the use of the curb. This option could have the added benefit of increasing airport revenues from those customers who choose to stay in the parking lot longer than the allowed grace period. These alternatives can be considered to formulate a recommended strategy to meet the future inner curb requirements without curb expansion. EUGENE AIRPORT MASTER PLAN 3-46