Hartsfield-Jackson Atlanta International Airport Airport Demand/Capacity Analysis and Facility Requirements Summary PREPARED FOR: City of Atlanta, Department of Aviation PREPARED BY: RICONDO & ASSOCIATES, INC. IN ASSOCIATION WITH: AirProjects, Inc. Brindley Pieters & Associates, Inc. Corgan Associates, Inc. September 2013 Jacobsen/Daniels Associates, Inc. Lea + Elliott, Inc. Ricondo & Associates, Inc. (R&A) prepared this document for the stated purposes as expressly set forth herein and for the sole use of the City of Atlanta, Department of Aviation and its intended recipients. The techniques and methodologies used in preparing this document are consistent with industry practices at the time of preparation.
Table of Contents 4. Introduction... 4-1 4.1 Methodology Overview... 4-2 4.1.1 FUTURE TRAFFIC REQUIREMENTS (FORECAST)... 4-2 4.1.2 AIRFIELD DEMAND/CAPACITY ANALYSIS... 4-2 4.1.3 AIRCRAFT GATE DEMAND/CAPACITY ANALYSIS... 4-3 4.1.4 TERMINAL DEMAND/CAPACITY ANALYSIS... 4-3 4.1.5 GROUND TRANSPORTATION AND ROADWAY DEMAND/CAPACITY ANALYSIS... 4-4 4.1.6 PARKING DEMAND/CAPACITY ANALYSIS... 4-4 4.1.7 RAIL TRANSIT SYSTEM DEMAND/CAPACITY ANALYSIS... 4-6 4.1.8 SUPPORT FACILITIES... 4-6 4.2 Findings... 4-6 4.2.1 AIRFIELD CAPACITY/DEMAND... 4-7 4.2.2 AIRCRAFT GATE REQUIREMENTS... 4-9 4.2.3 TERMINAL FACILITY REQUIREMENTS... 4-11 4.2.4 ROADWAY, PARKING AND GROUND TRANSPORTATION DEMAND/CAPACITY FINDINGS... 4-12 4.2.5 SUPPORT FACILITIES... 4-14 4.3 Summary... 4-15 List of Tables Table 4-1: Summarized Peak Activity Metrics... 4-5 Table 4-2: Forecast Airfield/Airspace Simulation Metrics... 4-8 Table 4-3: Planning Day Gate Requirements...4-10 Table 4-4: Gate Requirements Summary...4-11 Table 4-5 Terminal Facility Requirements Summary...4-13 Table 4-6 Roadway and Ground Transportation Facility Requirements Summary...4-14 Table 4-7 Support Facilities Requirements Summary...4-15 Demand/Capacity Analysis and Facility Requirements Summary [4-1]
List of Exhibits Exhibit 4-1: Airfield/Airspace Simulation Results... 4-9 Demand/Capacity Analysis and Facility Requirements Summary [4-2]
4. Introduction The relationship between demand and capacity with regard to the many functional elements of an airport are complex. There are numerous issues that affect how efficiently a certain level of activity (demand) can be processed within a specific system or facility (capacity). Furthermore, the level of service or convenience that is acceptable varies by user, facility, and stakeholder. The purpose of this document is to explore the relationship between demand and capacity in the context of various airport systems and to provide a general assessment of the ability of existing facilities to meet future demand levels. The initial step of developing facility requirements uses current traffic activity levels to analyze and establish base case requirements for the Airport upon which future demand requirements are derived through the forecast horizon. The current traffic activity levels (the base) uses a typical busy 2012 weekday in the airport s peak month, July, to establish what is referred to as the Peak Month Average Weekday (PMAWD). Three planning horizon years were analyzed in detail looking out five, ten and 20 years from the base, namely 2016, 2021, and 2031. Subsequent sections of this chapter will present and explain detailed analysis undertaken to determine the following: Existing baseline and future design day flight schedules (DDFS) representative of the current and future traffic on the design day Airfield Demand/Capacity Analysis, including: - Airfield capacity requirements - Airfield dimensional requirements Terminal Demand/Capacity Analysis, including: - Domestic Terminal and Concourse requirements - International Terminal and Concourse requirements - Gating requirements Ground Transportation Demand/Capacity Analysis, including: - Domestic Ground Transportation and Roadways requirements - International Ground Transportation and Roadways requirements Demand/Capacity Analysis and Facility Requirements Summary [4-1]
- Auto parking requirements Support Facility requirements This introduction provides an overview of the upcoming sections of this document, highlighting the key findings from the analysis, any potential limitations in the system based on today s configuration, and areas that may require improvements/expansion to accommodate anticipated passenger and aircraft traffic levels through the forecast horizon. 4.1 Methodology Overview This section summarizes the analysis undertaken to determine the existing and future demand/capacity relationships for the aforementioned areas of the Airport. Various simulation models were employed to model and simulate passenger movements across all terminal processes, vehicle movements on the landside roadway and curbside areas, and aircraft movements in the airspace and on the airfield. Additionally, planning factors were developed based on information gathered for the Inventory chapter, industry standards, metrics provided by the Airport, and planning experience and knowledge of other airports. The composition of these factors and analyses provides the basis for an accurate analysis of future facility requirements. 4.1.1 FUTURE TRAFFIC REQUIREMENTS (FORECAST) As presented in prior chapters of the master plan, an annual passenger traffic and aircraft movement forecast was developed using assumptions provided by the DOA and airlines, and forecasts of regional socioeconomic activity. This forecast was applied to develop a series of planning day schedules based on the peak month average weekday (PMAWD) from the base year of 2012. The planning day schedules, known as Design Day Flight Schedules (DDFS) were developed using a spreadsheet model to calculate passenger activity on a flight-by-flight basis to existing and new destinations for each of the three planning years defined above. The DDFS are the basis for nearly all subsequent analysis of the various facility requirements. 4.1.2 AIRFIELD DEMAND/CAPACITY ANALYSIS The capacity of an airfield system, including runways and associated taxiways, is influenced by a variety of factors, including weather conditions, types of aircraft (fleet mix), airfield configuration, and air traffic control procedures. An industry-standard fast-time simulation tool (ATAC Corporation s Simmod PLUS!) enabled the modeling of a variety of airfield operating conditions at the Airport sufficient for estimating airfield capacity. The simulation software required inputs pertaining to the setup of the airfield and airspace, including configuration and usage of runways, taxiways, gates, procedures, and airspace routes in good and bad weather conditions. The DDFS served as the primary generator of base and forecast activity for processing in the models. Outputs from the 2012 base simulation in the form of calculated metrics and video playback of aircraft movements were reviewed and the models refined to ensure an adequate approximation of actual operating conditions. Once calibrated, simulation of the existing airfield/airspace system under future demand loads provides an indication of when airfield capacity development is needed. Demand/Capacity Analysis and Facility Requirements Summary [4-2]
4.1.3 AIRCRAFT GATE DEMAND/CAPACITY ANALYSIS The overall number of gates required to satisfy air carrier demand varies, based on the distribution of airline operations throughout the day and the gate occupancy times associated with these operations. The demand/capacity analysis considers these two factors when determining the adequacy of the existing aircraft gates to satisfy both current and projected airline operations. The main objective of the gating analysis is to determine the number and size of gates for the existing and future forecast horizons of 2016, 2021 and 2031. Using the output from the DDFS, a purpose-built tool known as vgates was used to assist in the planning and analysis of gate requirements and utilization. This tool was used to gate flight schedules based on appropriate gating configurations and utilization characteristics, producing a GANTT-style chart output of activity on a gate-by-gate basis. The vgates program calculates gate assignments using decision-tree processes iteratively by: (1) time available based on flight arrival and departure times and integrate requirements, (2) airline assignment, (3) aircraft size, and (4) flight type (typically domestic or international). The gating analysis reflects the continued use of the existing concourses with known proposed modifications to existing concourses reflected in the inputs. Additionally, average maximum turns allowed per gate (defined as an aircraft arriving on gate and departing as a new flight from the same gate) were defined to limit excessive utilization beyond that which can be reasonably assumed on an airport-wide basis. 4.1.4 TERMINAL DEMAND/CAPACITY ANALYSIS Terminal demand/capacity analysis is focused on a terminal facility s ability to accommodate passenger demand as well as user/tenant needs. Facility and space requirements for the terminal cover all the key areas of activity (i.e. ticket counters, baggage handling systems, departure lounges, government agencies, concessions, circulation space, passenger conveyance systems, restrooms, tenant spaces, etc.) assessing the existing constraints of individual areas and their adequacy to serve existing and forecast demand. Comprehensive Airport Simulation Technology (CAST) software is a dynamic multi-agent simulation tool used to assess the terminal s ability to accommodate passenger and baggage demand derived from the DDFS. Using the DDFS and airport-specific operational and passenger attributes, the peak hour of activity on the average weekday of the peak month was defined for the various demand components, as shown in Table 4-1. Computer simulation was then used to derive demand loads and analyze subsystem performance for the projected periods of 2016, 2021 and 2031 respectively. Simulation-derived performance data pertaining to numbers of passengers waiting for processing and related wait times were correlated with a level of service (LOS) framework consistent with those set forth in the International Air Transport Association (IATA), Airport Development Reference Manual, 9th edition, January Demand/Capacity Analysis and Facility Requirements Summary [4-3]
2004. Desirable wait times and space requirements for passengers are simulated to equate to LOS C unless otherwise indicated. Under IATA s framework, LOS C represents a good level of service characterized by conditions of stable flow, acceptable delays, and a good level of comfort. For most U.S. passenger terminal facilities, LOS C equates to good service at reasonable cost. 4.1.5 GROUND TRANSPORTATION AND ROADWAY DEMAND/CAPACITY ANALYSIS Ground transportation and inbound and outbound roadways are a key component of the airport as they facilitate passengers arriving and departing the terminal and parking facilities. From rental cars, public transportation and commercial vehicles, to private vehicles, the demand to serve Hartsfield-Jackson Atlanta International Airport terminals, both Domestic and International, were modeled using VISSIM simulation software. VISSIM is a time-step and behavior-based micro-simulation model developed to analyze urban traffic and public transit operations. Calibrating the existing conditions within the model facilitated the simulation for the planning years of 2016, 2021 and 2031. It is assumed that the current inbound roadway system upgrades, which are currently under construction, will be completed for the purpose of planning year simulation modeling. For calibration of roadway models, data was collected during peak periods in July and November, using a mixture of Automatic Traffic Recorders (ATR) to count the total traffic volume and manual data collection to classify the vehicles by type (e.g. private vehicles, police vehicles, Park Ride shuttles, etc.). The volume of passengers entering/exiting each vehicle during fixed time periods was also obtained and utilized as an input to the model. This data was assessed against the collection day total volume of passengers to determine how closely it represented a peak month average weekday (PMAWD). Where there were discrepancies, appropriate adjustments were incorporated to match that of a PMAWD. This base data was then used within the VISSIM software to model future traffic volumes for each of the planning years to define the capacity limitations of the existing system. A trip generation and assignment model was used to represent the roadway traffic for the existing and future roadway conditions and demand. The model contained different modules which supported analysis pertaining to roadways, trip generations, trip assignments and model calibration. 4.1.6 PARKING DEMAND/CAPACITY ANALYSIS Public parking facilities are provided to help facilitate access to the Airport. Insufficient parking can result in users having to find alternate modes of accessing the Airport, potentially degrading their perceived traveling experience. Data were collected and analyzed for all on-airport parking products and facilities to develop a 2012 baseline to use as a basis for estimating future requirements. Demand/Capacity Analysis and Facility Requirements Summary [4-4]
Table 4-1: Summarized Peak Activity Metrics 2012 2016 2021 2031 FACILITY 95 MAP 100 MAP 116 MAP 121 MAP Airport Aggregate Departures Peak Hour Flights 126 127 130 138 Peak Hour Enplanements 13,795 14,753 15,556 17,003 Peak Hour Originations 5,932 5,693 6,136 6,890 Arrivals Peak Hour Flights 121 119 125 138 Peak Hour Deplanements 13,646 14,207 15,315 17,796 Peak Hour Terminations 4,044 5,386 5,252 6,243 Domestic Activity Departures Peak Hour Flights 116 111 112 122 Peak Hour Enplanements 12,594 13,062 13,363 15,029 Peak Hour Originations 5,752 5,237 5,370 6,503 Arrivals Peak Hour Flights 107 105 108 116 Peak Hour Deplanements 11,651 12,109 12,671 13,923 Peak Hour Terminations 3,901 5,247 5,146 5,902 International Activity Departures Peak Hour Flights 20 21 22 25 Peak Hour Enplanements 2,915 3,268 3,231 3,574 Peak Hour Originations 798 829 1,021 1,145 Arrivals Peak Hour Flights 16 16 20 25 Peak Hour Deplanements 2,893 3,077 3,404 3,994 Peak Hour Terminations 827 896 997 1,385 SOURCE: Ricondo & Associates, Inc., May 2013. PREPARED BY: Ricondo & Associates, Inc., May 2013. Data for calendar year 2011 were collected for all existing facilities and adjusted where appropriate to reflect a 2012 base condition. Data collected for the analysis included daily parking revenue, monthly transactions, Demand/Capacity Analysis and Facility Requirements Summary [4-5]
midday and overnight occupancy counts, and total facility capacity. Demand was forecast for each facility and product assuming a direct correlation between O&D passenger activity changes and changes in demand for parking. Assumptions were made to estimate latent demand (demand for parking already constrained by a lack of capacity in some facilities and forced into off-airport facilities that might be recovered if on-airport capacity were expanded). Using a variety of assumptions regarding demand profiles, overflow from constrained to unconstrained facilities, and desired level of service, unconstrained requirements for facilities were then estimated and any facility deficiencies identified through the planning horizon. 4.1.7 RAIL TRANSIT SYSTEM DEMAND/CAPACITY ANALYSIS Both the SkyTrain system connecting the terminal to the Rental Car Center, and the Plane Train system connecting the terminal to the concourses, were modeled utilizing detailed 2012, 2016, 2021 and 2031 passenger demands derived through the DDFS and the CAST terminal simulation model. The APM simulations processed passenger demand through the APM station vertical circulation, station platforms, and train system. Capacity analysis for the train system considered the three system capacity components: passengers/car, cars/train, and trains/hour. The analysis considered both current system operating characteristics and the maximum capacity operating characteristics considering the existing system configuration. The simulation model predicted demand on each segment of the system in 5-minute intervals throughout the day. For the Plane Train system demand was driven by the DDFS and originating, terminating and connecting passenger movements, as well as employee movements. For the SkyTrain, ridership was driven by rental car passenger mode split and pick-up and drop-off patterns. Capacity analysis for the station platform was based on queuing areas available at each APM station and queue sizes experienced throughout the design day. Finally, capacity analysis for the vertical circulation was based on escalator, elevator and stair quantities and directions at each APM station. Capacity was assumed to be constant throughout the day for each location. 4.1.8 SUPPORT FACILITIES Support facilities cover a wide range of facilities on the airport that typically support the primary functions of airline passenger and cargo conveyance, or are related to general operations and maintenance of the overall facility. These facilities include aircraft maintenance facilities, ground service equipment facilities, flight kitchens, fuel farms, cargo facilities, and airport maintenance facilities. Requirements for these facilities were generally defined based on analysis of existing facility utilization and growth in traffic components affecting space utilization, as well as industry knowledge and experienced gained at other airports. 4.2 Findings Facility requirements were defined for the various airport components identified above through simulation modeling and capacity analysis as discussed. Detailed presentation of these analyses and findings will be Demand/Capacity Analysis and Facility Requirements Summary [4-6]
presented in subsequent sections of the master plan. The following sections summarize the findings, identifying the key issues throughout the planning horizon. 4.2.1 AIRFIELD CAPACITY/DEMAND The capacity of the existing airfield and airspace was assessed to identify the maximum operational level that may be accommodated by the existing facilities. Results from the 2012 baseline, 2016, 2021 and 2031 models, shown in Table 4-1 and on Exhibit 4-1, include measures of maximum aircraft throughput and average levels of delay that facilitate the identification of existing constraints and factors influencing delay and may be used to gauge the effectiveness of potential airfield upgrades that might reduce levels of congestion and delay through the planning horizon. The airfield and airspace system performs well throughout the planning horizon when weather conditions are good, as indicated by average delays below six minutes per aircraft. When weather conditions are not optimal, however, departure and arrival dependencies reduce the rate at which the runway system can process aircraft, resulting in more congestion and delays even at existing demand levels. These findings indicate a special need to identify and evaluate additional infrastructure, technology, and/or procedures that might improve poor weather capacity. Demand/Capacity Analysis and Facility Requirements Summary [4-7]
Table 4-2: Forecast Airfield/Airspace Simulation Metrics DELAY (MIN/OP) THROUGHPUT (OPS/HR) ARRIVAL DEP TOTAL WTHR FLOW UTIL ARR DEP TOT AIR GND TOT GND AIR GND TOT VMC West 52.1% 116 119 214 3.2 1.3 4.5 2.6 1.6 1.9 3.5 East 29.7% 117 123 219 3.2 0.4 3.6 2.0 1.6 1.2 2.8 2012 IMC West 9.0% 100 110 201 10.5 0.8 11.3 5.5 5.2 3.2 8.4 East 9.2% 102 117 201 9.3 0.5 9.9 8.2 4.7 4.4 9.0 Ann Tot 100.0% - - - 4.4 0.9 5.3 3.2 2.2 2.1 4.3 West 52.1% 115 119 216 3.8 1.4 5.3 2.9 1.9 2.1 4.1 VMC East 29.7% 118 122 216 3.7 0.4 4.1 2.5 1.8 1.5 3.3 2016 West 9.0% 99 107 197 14.5 0.8 15.3 5.5 7.2 3.2 10.4 IMC East 9.2% 101 111 198 10.5 0.5 11.1 8.9 5.3 4.7 10.0 Ann Tot 100.0% - - - 5.4 1.0 6.4 3.6 2.7 2.3 5.0 West 52.1% 122 123 222 3.6 1.6 5.2 2.8 1.8 2.2 4.0 VMC East 29.7% 120 123 225 3.7 0.4 4.1 2.5 1.9 1.5 3.3 2021 West 9.0% 102 109 204 15.7 0.9 16.6 5.5 7.8 3.2 11.0 IMC East 9.2% 103 114 204 11.2 0.6 11.8 9.2 5.6 4.9 10.5 Ann Tot 100.0% - - - 5.4 1.1 6.5 3.6 2.7 2.3 5.0 West 52.1% 126 129 239 4.9 2.1 7.1 3.1 2.5 2.6 5.1 2031 VMC East 29.7% 128 133 242 5.3 0.6 5.9 2.8 2.7 1.7 4.3 West 9.0% 105 111 213 35.1 1.1 36.1 7.0 17.5 4.0 21.6 IMC East 9.2% 105 111 209 33.3 0.7 34.0 14.9 16.6 7.8 24.4 Ann Tot 100.0% - - - 10.4 1.4 11.8 4.4 5.2 2.9 8.1 SOURCE: Simmod Plus! Output, February 2013. PREPARED BY: Ricondo & Associates, Inc., February 2013. Demand/Capacity Analysis and Facility Requirements Summary [4-8]
Exhibit 4-1: Airfield/Airspace Simulation Results 30 Average Delay per Operation 25 Delay Minutes/Operation 20 15 10 5 VMC East VMC West IMC East IMC West 0 2012 (929,600) 2016 (934,100) 2021 (965,100) 2031 (1,075,000) Year (Annual Operations) SOURCE: Simmod Plus! Output, February 2013. PREPARED BY: Ricondo & Associates, Inc., February 2013. 4.2.2 AIRCRAFT GATE REQUIREMENTS Aircraft gate requirements were analyzed for each of the planning years considering known changes in aircraft parking plans resulting from airline fleet changes and mid-point construction at Concourses C & D, and existing gate assignments. Table 4-3 identifies the number of gates required in each of the planning years considering the planning guidelines defined for the analysis including: Distribution of flights across all concourses, utilizing the maximum aircraft size on each gate Priority given to international flights on concourses E & F over domestic Assume a maximum per concourse average of eight turns per gate per day domestically Assume a maximum per concourse average of seven turns per gate per day internationally Demand/Capacity Analysis and Facility Requirements Summary [4-9]
Table 4-3: Planning Day Gate Requirements CONCOURSE AIRLINE 2012 GATES 2016 GATES 2021 GATES 2031 GATES Delta 7 7 7 7 Concourse T American 4 4 4 4 United 5 5 5 5 Concourse A Delta 29 29 29 29 Concourse B Delta 32 32 32 32 Concourse C Concourse D Delta 27 16 16 16 Southwest 21 18 18 18 Delta 25 25 25 25 Others 18 14 14 14 Concourse E 1/ Others 28 28 28 28 Concourse F Others 12 12 12 12 New Domestic Gates 9 24 New International Gates 1 9 Total 208 190 200 223 NOTES: 1/ Does not include Pacific Wings, which utilizes bus-served hard stand positions adjacent to Concourse E. SOURCE: Ricondo & Associates, Inc., February 2013. PREPARED BY: Ricondo & Associates, Inc., February 2013. As shown in Table 4-4, the composition of new gates in 2031 consists of nine international capable gates with seven for widebody aircraft and two for regional jet aircraft. The international gates are required to accommodate international arrivals and range in size from a widebody Boeing 777 to a Bombardier CRJ705 regional jet. The number of required domestic gates is 24, ranging in size from a widebody Boeing 777 to Bombardier CRJ700 regional jet. Demand/Capacity Analysis and Facility Requirements Summary [4-10]
Table 4-4: Gate Requirements Summary 2012 2016 2021 2031 Total Gates 208 190 200 223 New Gates - - 10 33 New Domestic Gates - - 9 24 Regional Jet - - 3 6 Narrowbody - - 2 8 Widebody - - 4 10 International Gates - - 1 9 Regional Jet - - - 2 Widebody - - 1 7 Total Operations 1,372 1,382 1,424 1,604 Average Turns per Gate 6.60 7.27 7.12 7.19 Tow Offs 26 33 30 52 Tow On 24 31 28 50 SOURCE: Ricondo & Associates, Inc., February 2013. PREPARED BY: Ricondo & Associates, Inc., February 2013. 4.2.3 TERMINAL FACILITY REQUIREMENTS The terminal facility requirements were developed for each major terminal component at four levels of activity: 2012 base year activity and the three forecast years (2016, 2021 and 2031) as summarized in Table 4-5. This table provides a high-level summary of the analysis results, which are documented in detail later in this chapter. The ability for each of the terminal s existing functional areas to sufficiently meet the forecast passenger demands are color-coded as follows: Sufficient Marginal Deficient It is important to note that sufficiency is solely related to an existing facility s ability to accommodate future demand in optimal conditions and is not an indication of meeting the requirement. Not all facility requirements are of equal importance and different entities may place different levels of importance on certain requirements. Additionally, assumptions used in the analysis of facility requirements are based on existing operational policies, procedures, technologies, and user characteristics. Changes in these assumptions could impact noted deficiencies. Demand/Capacity Analysis and Facility Requirements Summary [4-11]
The following list summarizes key functional areas within the terminal and concourses that present areas of concern and will require review and potential modification to satisfy demand through the forecast horizon: Domestic security screening checkpoint demand will approach the capacity of the existing number of lanes by 2031 assuming use of approved TSA security processing rates and existing procedures Domestic security screening checkpoint queuing areas the existing queuing area capacity was exceeded at times during 2012 and will significantly fall short of meeting demand by the year 2021 International check-in and baggage drop areas the area assigned to international check-in and baggage drop will be insufficient by the year 2031 assuming existing bag check characteristics Terminal North baggage claim assuming existing bag check characteristics, bag claim demand will approach the baggage claim and carousel area capacity starting in 2016, and will exceed capacity by the year 2031 Holdroom space holdroom seating areas are already inadequate in Concourse D, and will continue to operate in that manner throughout the forecast horizon. The seating areas in Concourse B are only marginally able to satisfy demand throughout the forecast horizon. Plane Train capacity passenger demand on some segments of the Plane Train will exceed capacity during limited periods of the day by 2021 and will exceed capacity multiple times per day by 2031 Concourse concessions post-security concession sales per square foot are very high, suggesting a loss of potential sales due to congestion 4.2.4 ROADWAY, PARKING AND GROUND TRANSPORTATION DEMAND/CAPACITY FINDINGS Table 4-6 identifies the current and future impacts of increased passenger demand on the roadway and ground transportation system. As discussed in the methodology section, assessments were determined against the IATA Level of Service (LOS) categories for acceptable delays. Key areas identified as having future deficiencies include: South Departure Curbfront Capacity Inner curbfront capacity is LOS D in 2012, with restricted vehicle movement due to frequent double/triple parking. It is expected to remain at LOS D until sometime after 2016 when the LOS is expected to drop to LOS E and remain at that level through the remainder of the forecast horizon. The assessment does not consider the impact of passenger traffic at pedestrian crossings which degrades the curbfront operation. Domestic Passenger Parking The current overall capacity of the domestic parking facilities is marginally sufficient to accommodate current demand, however certain products (primarily daily and economy parking) are insufficient. By 2021 overall domestic parking demand exceeds capacity demand by 10 percent. Employee Parking Current employee parking capacity is insufficient to satisfy the number of employees currently working at the airport. This deficiency is dependent on airport policy decisions Demand/Capacity Analysis and Facility Requirements Summary [4-12]
regarding provision of employee parking for concession, international airline, TSA and other governmental agency staff. Ground Transportation Center (GTC) The current Ground Transportation Center (GTC) has sufficient capacity to satisfy commercial vehicle demand with few exceptions throughout the planning period. Curbfront capacity for taxi and shared ride operations is currently exceeded in peak periods; however, existing management of the curbfront operation mitigates this issue. In the long-term, this issue, and deficiencies in off-airport shuttle curb, will need to be addressed. Table 4-5 Terminal Facility Requirements Summary REQUIREMENT CATEGORY EXISTING 2016 2021 2031 ANNUAL PASSENGERS 95 MAP 100 MAP 106 MAP 121 MAP Domestic Security Screening - checkpoint lanes - checkpoint queuing International Security Screening DHS CBP Domestic Ticketing/Bag Check International Ticketing/Bag Check North Baggage Claim South Baggage Claim Baggage Handling/Screening Systems Holdrooms - Concourse T - Concourse A - Concourse B - Concourse C - Concourse D - Concourse E - Concourse F Concessions Post Security Concessions Pre Security Plane Train SOURCE: Ricondo & Associates, Inc., May 2013. PREPARED BY: Ricondo & Associates, Inc., May 2013. Demand/Capacity Analysis and Facility Requirements Summary [4-13]
Table 4-6 Roadway and Ground Transportation Facility Requirements Summary REQUIREMENT CATEGORY EXISTING 2016 2021 2031 ANNUAL PASSENGERS 95 MAP 100 MAP 106 MAP 121 MAP Roadway Capacity - Domestic Terminal Roads - International Terminal Roads Curbfront Capacity - North Departure - North Arrival - South Departure - South Arrival - International Departure - International Arrival Domestic Passenger Parking International Passenger Parking Employee Parking Ground Transportation Center Rental Car Center SkyTrain SOURCE: Ricondo & Associates, Inc., May 2013. PREPARED BY: Ricondo & Associates, Inc., May 2013. 4.2.5 SUPPORT FACILITIES Table 4-7 identifies the current and future sufficiency of various support facilities assessed against their appropriate demand component. The table summarizes findings in a color-keyed approach with red/brown indicating a serious deficiency, yellow indicating marginally sufficient, and green indicating the existing facility s ability to fully accommodate demand. Key areas that will not accommodate demand through the planning horizon are summarized below: Aircraft Maintenance Aircraft maintenance facility requirements are primarily influenced by air carrier decision and strategies pertaining to maintenance of their fleet. Based on discussions with the various carriers performing maintenance at the airport and anticipated growth in activity, additional space should be reserved for maintenance facility expansion in the latter years of the planning period. GSE Storage/Maintenance GSE storage/maintenance requirements are linked directly to future gate requirements and development. The current GSE facilities are projected to require expansion in the timeframe consistent with the timing for gate expansion. Demand/Capacity Analysis and Facility Requirements Summary [4-14]
Flight Kitchens Flight kitchens are currently fully utilized and growth constrained. Given the expected growth in international demand, and changes in the mix between mainline and commuter activity, which will increase domestic flight kitchen demand, additional flight kitchen capacity will be required to accommodate near-term and long-term demand. Cargo Facilities The planned Cargo Building C development will satisfy traditional freighter demand for the planning period. Long-term requirements for integrator/express facilities will exceed existing capacity and need to be addressed. Airport Maintenance through consolidation of the Airport Maintenance Campus, efficiencies to Airport maintenance may be derived that will satisfy most needs through the forecast horizon Table 4-7 Support Facilities Requirements Summary REQUIREMENT CATEGORY EXISTING 2016 2021 2031 ANNUAL PASSENGERS 95 MAP 100 MAP 106 MAP 121 MAP Aircraft Maintenance GSE Storage/Maintenance Flight Kitchens Airline Support Cargo Facilities General Aviation Airport Maintenance SOURCE: Ricondo & Associates, Inc., May 2013. PREPARED BY: Ricondo & Associates, Inc., May 2013. 4.3 Summary This document has highlighted airport facilities anticipated to experience capacity deficiencies during the planning horizon. More detailed analysis of facility capacity and resulting facility requirements supporting these conclusions can be found in the master plan document. Demand/Capacity Analysis and Facility Requirements Summary [4-15]