Lower Level PAGE Airport Master Plan - Terminal Study. International Airport

Transcription

1 Lower Level The first floor diagram, shown on Figure 6, highlights key passenger processing and terminal circulation deficiencies on the lower level. These deficiencies include: Poor heating and ventilation - Additions and modifications to the north wing heat distribution system have resulted in poor heating and air distribution in this area. Limited circulation and queuing space Part 135 air carrier check-in counter passenger circulation and queuing space is very narrow (10-15 feet) and prone to congestion. Holdroom capacity and definition The Part 135 air carriers passenger holdroom is small and ill-defined with only limited vending-machine services available. Lack of weather protection for aircraft boarding Circulation of Part 135 passengers from the terminal building to aircraft is unprotected from the weather. Passenger/aircraft confl icts Part 135 aircraft boarding is performed on the aircraft apron raising passenger safety concerns. Building column obstructions - The north terminal wing is composed of several building additions and alterations, resulting in numerous columns and obstructions that adversely affect passenger circulation and orientation. Lack of external views - The north terminal wing interior is dark and uninviting resulting from the lack of exterior windows and low ceiling heights. Poor lobby views/orientation - The central circulation core has narrow, PAGE

2 angled corridors that limit passenger views of the terminal building and other available services and amenities. Exterior unprotected baggage handling - Part 135 air carriers baggage handling is conducted in the canopied area along the west face of the terminal, offering limited weather protection for airline staff and passenger baggage. Age of structure - The north terminal wing consists of additions and improvements completed 30 or more years ago and the structure and associated systems are aged, obsolete, and unattractive. Tour-bus Passenger circulation - Passenger circulation between the tour-bus lot and the terminal building is unprotected from the weather and not well defined. Passengers have tried to enter the terminal building through the north mechanical room and Aurora Room doors. Lobby storage of tour baggage - Tour baggage that arrives early is stored in the public lobby at the north end of the terminal, interfering with passenger circulation, and can remain in the lobby for extended periods. Employees assigned to guard the baggage frequently read, nap, or otherwise pay less than full attention to the baggage security. Inadequate curbside length and depth - The curbside limitations are magnified due to the curve in the terminal roadway, which limits accessibility and the amount of usable linear footage in front of the terminal lobby. Problematic core circulation location - The core circulation location limits available queuing in the air carrier ticket lobby and impedes general circulation flows throughout the PAGE

3 building. Inadequate bag claim device - Baggage claim device frontage provides inadequate area for current passenger loads creating congestion around the bag claim device during peak periods Inadequate circulation area between the terminal lobby and baggage claim - Inadequate space between the terminal lobby and baggage claim hinders circulation during high use periods and compartmentalizes the baggage claim within a confined area. Deficient restroom dimensions - The size and location of restrooms limits their accessibility and functionality. Problematic location of TSA and US Customs Services offi ces - The existing locations of the TSA and US Customs facilities hinders efficient passenger processing and may limit future expansion options. Inadequate Part 135 cargo/freight processing facilities - Security requirements implemented after 9/11 imposed constraints on Part 135 cargo/freight processing, requiring passengers and shippers to haul cargo or freight between the parking lot and Part 135 counters. Lack of refuse collection/handling area - There is no designated refuse collection point within the terminal area or the terminal building and no designated area for trashcompacting, recycling, or similar activities. PAGE

4 Outdoor Food and Beverage Facilities - Some food and beverage concessionaire freezers are located outdoors, distant from the kitchen and ill-suited to adjacent activities. This location requires access via the AOA. Poor baggage transfer circulation path - Part 135 air carrier passengers transferring baggage to Alaska Airlines have difficulty identifying and negotiating the route and often require use of carts in the narrow corridors creating congestion, particularly when large fish boxes are transferred. Bag offi ce and bag storage facility deficiency - An airline baggage-service office is unavailable in the baggage claim lobby and is presently served by a temporary podium. Unclaimed baggage is stored in other airline spaces or left along the perimeter of the bag claim lobby. Congested circulation/ queuing lobby - Lobby space in front of Alaska Airlines ticket counters is awkwardly configured and lacks sufficient depth for passenger queuing, impeding circulation to the baggage claim area and rental car counters. Congested entrance lobby The space between the entrance vestibule and the central escalator is congested and dimensionally inadequate as a result of serving multiple functions (building entry, cross circulation, escalator access, gift shop access, and elevator waiting). PAGE

5 Limited car rental space - The number of spaces available for car rental company positions is inadequate. Circulation between the ticketing lobby and baggage claim lobby limits queuing at rental car counters and staff space behind the counters and in the adjacent offices is severely limited. Two additional functions on the lower level were identified as lacking or needing improvements or enhancements. The first is a cruise ship/tour group staging area within the baggage claim area and the second is associated with the Aurora Room, which is leased to the restaurant and serves as the primary Airport conference room when available. Lack of a tour group staging area adds to terminal congestion and the lack of a dedicated Airport conference room presents complications when the Aurora Room has prior commitments for restaurant functions. Airport staff have also indicated the size of the Aurora Room limits its functionality. Options to address these areas will be evaluated during the alternatives formulation section of the study. The Part 135 ticketing and office areas were determined to be adequate. Upper Level Numerous upper level terminal deficiencies were identified from the on-site observations and from information in the TFS, as with the first floor. The second floor diagram, shown on Figure 7, highlights key deficiencies associated with security screening and passenger circulation. These areas include: Inadequate circulation area between terminal lobby and TSA security queuing area - Building geometry hinders passenger flows into the security queuing area during busy periods. PAGE

6 Problematic location of the core circulation - The circulation core location on the second floor limits the available lobby circulation area. Inadequate TSA security screening area - The area dedicated for TSA equipment layout limits passenger throughput and has limited or no flexibility to accommodate future expansion or equipment needs and Part 135 air carrier screening if required in the future. Problematic mechanical room location - The location of mechanical room between the circulation corridor and passenger holdroom should be assessed to determine if this area could be better used for passenger processing functions. The condition and capacity of the systems should also be addressed to determine if the room limits future expansion options. Minimal Airport offi ce space - Airport administration space is constrained, poorly configured, lacks storage, and is generally inadequate. Congested escalator lobby - Space at the central escalator/stairway core serves multiple functions and is prone to high levels of congestion, as on the lower level. Lack of tour-greeter space - A designated tour operators passenger waiting area is unavailable due to the limited lobby space at the holdroom exit, resulting in congestion and use of space that would otherwise serve passengers greeting family and friends, circulation to the security checkpoint, or food and beverage concessions access. Lack of exterior views - A general lack of day lighting and exterior views aggravates central escalator core congestion, creating a darker and more confining appearance. Minimal secure concessions - Concession services in the secure holdroom are limited to vending machines, resulting in unsatisfactory levels-of-service and revenue potential. Staffing of secure area concessions may not be financially viable since TSA permits only limited holdroom access. Multiple level changes - The upper level has multiple floor level changes at the north end of the central lobby, making it difficult for elderly or otherwise disabled individuals to reach the restaurant and Airport offices. An available ramp is not visually obvious and seldom used by first-time visitors. PAGE

7 Unclear enplaning and deplaning circulation patterns - Relocation of the security checkpoint has resulted in a complicated enplaning circulation pattern, significantly increased walking distance to the holdroom, and conflicts with deplaning circulation flows. Remote airline offi ces - Recent reconfiguration of the Taku Room provided replacement airline office space, which is distant from airline counters and operationally inefficient. The air carrier departure lounge and second floor restrooms are adequate for current passenger levels but will likely need modification/expansion to accommodate future passenger growth. However, when aircraft delays occur, the holdroom area does become extremely congested. The second floor area dedicated to food and beverage service (kitchen and food make-up) is over sized for current demand levels. There also is no provision for food and beverage service once passengers have cleared security and gather in the departure lounge. LANDSIDE ISSUES Primary access to and from the terminal via Egan Drive requires travel over a number of local streets that requires drivers to make several turns. This indirect routing can be confusing for visitors unfamiliar with the area. Yandukin Drive The DOT&PF has plans for an interchange at Yandukin and Egan Drive that will improve Yandukin s function as the primary airport access for westbound travelers from downtown. Design for this interchange is included in the fiscal year 2006 Statewide Transportation Improvement Program. Shell Simmons Drive The intersection at Yandukin and Shell Simmons was recently reconfigured. This reconfiguration was undertaken to reduce the volume of eastbound traffic on Yandukin that had been transiting through the Terminal Road, adding to Terminal Road congestion. Some non-terminal traffic continues to transit through the terminal area, potentially out of habit or because the Shell Simmons/Yandukin intersection still requires cars to slow or stop before making a hard left turn onto Yandukin, based on personal observation and Airport staff comments. Terminal Road The Terminal Road configuration provides short driver decision time and maneuvering distance from the Yandukin/ Shell Simmons intersection to the parking lot entrance, terminal curbside, and the tour bus lot entrance. Increasing the distance between this intersection and the parking lots and terminal curbside access points would enable drivers to switch lanes more safely and likely result in a reduction in the number of missed turns Approximately 15% of Terminal Road traffic is traffic transiting through the terminal area and not stopping at the terminal curbside or parking areas, as noted above and in the table below. Some of this transiting traffic has likely missed the turn into the parking lots or is driving through while waiting for an arriving or departing passenger or continuing on to Coastal Helicopters facility. Airport staff indicate some transiting traffic continues to drive too fast through this area, potentially becoming a hazard to pedestrians or vehicles at the curbside. The airport has installed speed indicators along the curbside, to remind drivers to slow down. Terminal return traffic must merge back into Yandukin Drive because there is no dedicated terminal return road. Tenants, employees, and customers of lease lot tenants east of and next to the terminal must use the Terminal Road, adding to Terminal Road congestion and potential for accidents. Delivery and employee vehicles mixing with passenger vehicles on Terminal Road also increases congestion and confusion. Table 3 presents a summary of Terminal Road usage based on observations over a two day period in November. PAGE

8 Table 3 Terminal Road Usage Terminal Road Destination Percent of Vehicles Terminal curbside private vehicles 49% Terminal curbside hotel bus or taxi drop off 9% Rental car parking lot 16% Transiting vehicles 15% Employee parking lot 6% Tenant hangar lease lot 4% The sharp nearly 90 degree turn in the Terminal Road in front of the terminal causes some vehicles to move across lanes while driving through the area. Airport staff note that some cars must swerve or slow to avoid collisions with other cars or larger trucks that cross over into several lanes. Terminal Curbside The Terminal Feasibility Study indicated most passengers load and unload within a 350-foot long section of the curbside. Airport security staff estimate the average terminal curbside dwell time is 3 to 5 minutes, with higher dwell times during busier summer months. On-site observations over a two day period in November showed an average dwell time of 2.3 minutes and a range of.5 to 11 minutes. It is possible airport security staff may have overestimated average dwell times because they are focused on those who dwell at the curbside the longest. Table 4 summarizes observed dwell times. Vehicles appeared to dwell at the curbside in front of the Part 135 wing of the terminal longer than vehicles parked in front of the Part 121 section of the terminal. Table 4 Curbside Dwell Time Terminal Curbside Dwell Times Percent of Vehicles < 1 minute 16% 1 2 minutes 61% 3-4 minutes 9% 5 6 minutes 9% minutes 5% Curbside dwell times are managed by airport security personnel who monitor the curbside only during arrivals and departures of jet aircraft, when curbside activity is the busiest. Dwell time at the taxi/bus curbside is estimated from 1 to 10 minutes. During peak periods up to 2 taxis or buses are at the terminal curbside and 10 vehicles are parked at the taxi/bus curbside or holding in the tour bus parking lot. The sharp angle of the curbside reduces curbside utility. Tour bus and transit use can cause congested curbside. Tour buses using the curbside beyond the baggage claim area are double parked due to limited curbside length. There is no overhead covering to protect passengers from the weather. Parking PArking demand is subject to question. The parking lot operator stated the short term and employee parking lots are nearly full during holidays, peak summer periods, and other times. Airport management stated that the long term lot is routinely at or above capacity during peak periods. Nighttime vehicle counts in September of 2004, noted 145 vehicles in the long term lot and 12 vehicles in the short term lot on the busiest day. PAGE

9 Mid-day counts in October totaled 135 vehicles in the long term lot, 33 in the short term lot, and 58 in the employee lot. The parking lot operator estimates peak demand in the long term lot at 160 to 170 vehicles and over 100 vehicles in the short term lot. Airport management estimates peak demand of 220 vehicles in the long term lot and approximately 55 in the short term lot. Airport management estimates have been used for the purposes of this analysis. A survey of airport tenants indicated a demand for 140 employee parking spaces (including airport staff). However, Airport staff believe this demand level is much higher than actual employees usage. A $35/month parking charge will be instituted for each employee parking spot, which could reduce lot use by employees, at least in the short term. Rental car company employees rarely park in the employee lot; instead they park in the rental car lot. The peak employee parking demand listed includes rental car employees. Table 5 presents parking demand estimates, assuming no permanent reduction in demand from paid employee parking. Table 5 Existing Parking Capacity Versus Demand Type Current Capacity Peak Demand Long-term Short-term Employee Total The Airport Master Plan proposed a parking site across Yandukin that has since been developed into a hotel. A portion of the short term parking lot has been converted to a taxi and bus staging area. A blast analysis was completed by airport management to determine how close vehicles could park to the terminal. Previous security guidelines imposed a 300 foot separation between parked vehicles and the terminal building. The current parking configuration, which enabled vehicles to park closer than the 300 foot security perimeter, was approved by the TSA and the 300 foot parking setback waived, based on the type of construction the terminal is composed of and its layout. After the blast analysis was completed and the waiver approved, the TSA removed the parking setback restrictions. However future terminal development should consider the potential impacts of a return to the 300-foot parking setback. Considerations include improvements to the terminal building structure that would reduce or eliminate structural damage and hazards from broken glass. If a parking garage is planned, further analysis should be completed of potential setbacks from the terminal. Likewise, if the front of the terminal is moved toward the parking lot, additional analysis of impacts on parking setbacks should be completed. There is no weather protection for vehicles or passengers entering the terminal from the parking lots. A number of individuals and community representatives have expressed interest in a parking structure. Such a facility could provide weather protection, minimize walking distances, and likely accommodate future parking demand within the existing constrained parking lot footprint. The financial feasibility of a parking garage has yet to be addressed. The current parking lot is surrounded by 3 foot concrete retaining walls incorporated into the perimeter landscaping. These walls prevent easy access for some terminal users who walk to the airport and cross Yandukin after crossing foot-bridges over Jordan Creek. Rental Cars Rental car companies have expressed a need for wider parking stalls. The close spacing of the existing stalls results in cars being parked so close to each other that customers opening doors may hit and damage doors of adjacent vehicles. Vehicles also occasionally hit lights in the parking lot. PAGE

10 The rental companies reported that the current rental car parking space meets existing demand. Rental car employees also park in the rental car lot, which further supports the assessment that parking space meets current demand. Some companies expressed interest in covered parking, possibly in concert with a covered public parking garage. They also noted a rental car servicing area (Quick Turnaround Facility) in the parking lot would be desirable, if affordable and if space allows. This could reduce rental company operating costs and reduce traffic on terminal area roads. Tour Buses The tour bus parking lot and curbside are too small for peak demand and no weather protection is afforded to tour bus passengers. During peak periods as many as 4 6 buses use the tour bus lot and up to 4 6 buses and 3 baggage trucks use the curbside. Buses and trucks double park at the curbside to accommodate the additional parking space demand. Driveways in and out of the tour bus parking lot do not provide adequate room for large buses, particularly when buses are tightly parked in the lot. Routing of passengers and baggage from the tour bus lot to the terminal is circuitous and inconvenient. Staging of bags in the Part 135 wing of the terminal works reasonably well with the current quantity of bags and passengers. However, once passengers have collected their bags in the terminal they must pass through the Part 135 wing of the terminal and through the center circulation core of the building to reach the ticket counters. A more convenient arrangement would be to locate bus and baggage truck parking closer to Part 121 ticketing and baggage claim areas. Bus drivers and baggage handlers are unable to leave their buses to meet and direct passengers when buses are parked at the terminal curbside because of security concerns. However drivers and baggage handlers are allowed to leave the bus when parked at the tour bus parking lot. Currently the cruise operators whose passengers arrive or depart by air from Juneau operate small 100 passenger cruise ships. The very large cruise ships docking in Juneau currently do not embark or disembark passengers in Juneau, although they have in the past. It is possible, but unlikely, that the large cruise ships will embark or disembark passengers in Juneau in the future. If large ships did embark or terminate in Juneau this could create large increases in passengers enplaning and deplaning and create significant demands on terminal and landside space requirements. Terminal Deliveries/Refuse Disposal Deliveries to the terminal from the parking lot conflict with passenger use of the parking lots and causes congestion in the terminal building. This delivery process is also inconvenient for delivery staff who must cross the taxi staging area lanes and curbside as well as the lanes and curbside next to the terminal. Some of the larger delivery vehicles have difficulty making turns to exit the short term lot. Excessive use of the airside for terminal deliveries may occur as a result of the poor landside delivery access and because the airside location is near the restaurant freezers and coolers. Airside deliveries also create conflicts with airline operations and result in a need for escorts, badging, and potential for security breaches. There is a need to minimize deliveries on the AOA through a convenient landside access point. There currently is no convenient access point for the pickup of terminal refuse. Taxis and Hotel Buses Hotel bus operators report the existing the terminal curbside shelter sometimes cannot handle all of the hotel bus and taxi customers and their bags. Utilities Existing utility sizing is generally adequate for the current building footprint although extremely outdated. If the terminal footprint expands utility capacity requirements will need to be reconfirmed. An issue within the PAGE

11 building is the fact the sewer line makes several sharp turns to avoid footings and other obstructions, which hinders the ability of the line to function adequately. The physical distance from the restaurant area to the exterior of the building, is roughly 70 feet, however, the sewer line measures roughly 250 feet because of the circuitous routing. If restaurant staff dump excess amounts of grease into the drain the line backs up. Any terminal expansion should therefore assess the sewer line capacity and incorporate straightening of the line to facilitate line maintenance. Any terminal expansion project should also consider increasing the number and capacity of phone lines due to increased demands associated with computers, fax machines, etc. Consideration should also be given to incorporating fiber optics within the terminal under any airport expansion project to accommodate tenant needs. The underground 10,000 gallon boiler fuel tank is 20 years old and should be replaced by a new tank of similar size. The preference would be to replace this tank with an above-ground tank, which would minimize the potential for ground water contamination from leaks. The existing underground tank cannot be checked for leaks, which poses a greater potential for ground water contamination. Transit A multi-modal transit center on the airport has been discussed. The benefits are unclear and the facility may not be practical unless outside funding is acquired. An additional transit route proposed in the 1996 Capital Transit Development Plan has not been implemented. AIRSIDE FACILITIES The aircraft parking apron extends along the south and west side of the terminal building and encompasses approximately 12.5 acres. The south apron is dedicated to Part 121 operations and principally accommodates as many as four Boeing aircraft. The south apron aircraft parking and maneuvering area totals approximately 6 ¾ acres. The west apron accommodates Part 135 operations and occupies approximately 5 ¾ acres. There are six rows of aircraft parking positions marked on the apron and each row can accommodate six to eight aircraft depending on aircraft size. Part 135 Apron. The Part 135 apron is located between Taxiway B and the north section of the terminal. It was assumed the existing west aircraft apron area and the service road west of Taxiway B must be retained to ensure the operational capability of tenants in this area, which includes both general aviation users and air cargo operators. The separation distance between the terminal service road and closest rows of aircraft parking positions on the west apron is about 142 feet. This separation distance limits use of Taxiway B to Design Group II aircraft (wingspans up to but not including 79 feet). Limiting aircraft to Design Group II means tenants cannot introduce larger aircraft into their operations. The Federal Express leasehold is particularly impacted by Design Group II criteria since they would not be able to upgrade their existing aircraft to larger aircraft in the future. Part 135 aircraft passengers gain access to the aircraft or terminal through a door on the apron level designated Gate 1. All passengers require an escort on the apron, typically a pilot or company employee, when walking to or from the aircraft. There are no delineated walkways or weather protection for passengers walking on the apron. All Part 135 operators power in and power out of the west apron parking positions and pilots are responsible for limiting traffic conflicts between other aircraft and for the safe operation of their aircraft. A functional assessment of the West Apron highlighted two primary areas of concern: Aircraft boarding Part 135 aircraft boarding is performed on the aircraft-parking apron, typically but not necessarily with airline escorts, resulting in safety issues for passengers circulating to and from the aircraft, which is further compromised by the lack of shelter from inclement weather. PAGE

12 Part 135 baggage handling Part 135 air carriers baggage-handling activities are conducted in poorly defined spaces along the aircraft apron edge that are generally unsheltered from the weather. South Apron. Aircraft directed to the south apron are principally assigned Gates 3 through 5, which are equipped with passenger loading bridges. Aircraft parked at Gate 2, located on the west side of the terminal, are usually Boeing 737 passenger/freight combination aircraft and use ground boarding through the stairwell located at the west end of the departure lounge. Another stairwell, located between Gates 4 and 5 provides ground access to Gate 5 and is designated as Gate 6. Arriving aircraft are permitted to power in to their assigned gates positions. All departing aircraft require tractors for push back and Taxiway B is frequently blocked while aircraft are positioned and tow bars disconnected. The south face of the terminal building runs at a slight diagonal to Runway The distance between the building and runway centerline is approximately 976 feet at the southwest corner of the building and roughly 1,032 feet at the southeast corner. FAA Advisory Circular (AC) and FAR Part 77 establish dimensional criteria that establish the location where aircraft can be parked, in relation to the runway centerline. Part 77 in particular establishes surfaces in which objects are not supposed to penetrate. The Transitional Surface is the Part 77 surface that most directly affects any existing or future aircraft parking positions. The Transitional surface begins at the edge of the Primary Surface and extends outward and upward from the Primary Surface at a 7:1 ratio. The Primary Surface is centered along the runway centerline and at Juneau, extends 500 feet outward from the centerline on both sides of the runway. The elevation at any point on this surface is the same as the centerline elevation of the runway perpendicular to any given point along the runway centerline. As an example, if a runway was perfectly flat along it s entire length and the elevation of the runway was located at sea level, then the Primary Surface would also be perfectly flat and the elevation of the Primary Surface would also be at sea level. If one end of the runway were at sea level and the opposite end was at an elevation ten feet above sea level along a smooth plane, then the Primary Surface would also have one end located at sea level and the opposite end at an elevation ten feet above sea level along a smooth plane. The Transitional Surface, as mentioned previously, begins at the outer edge of the Primary surface and increases outward and upward from the Primary Surface at a rate of one foot gain in elevation for every seven feet of distance out from the edge of the Primary Surface. In the example where the runway is essentially flat and located it s entire length at sea level, the height of the Transitional Surface at a point 507 feet from the runway centerline and perpendicular to the runway centerline would have an elevation of one foot above sea level. If the elevation of the point along the runway centerline perpendicular to a point 507 feet from the centerline was ten feet above sea level, then the height of the transitional surface at that point would be 11 feet above sea level, etc. No part of a parked aircraft can penetrate the Transitional Surface. Therefore, parked aircraft must be located far enough away from the runway centerline to avoid penetration of the Transitional Surface. Boeing 737 and similar or smaller aircraft can readily be parked at the existing terminal gates without penetrating the Transitional Surface. However, larger aircraft must be parked farther from the runway centerline due to their taller tail heights. The diagonal alignment of the south terminal face enables larger or taller aircraft such as the Boeing 757 to be parked at the southeast face of the building and not penetrate the Transitional Surface. Figure 10 illustrates the relative distance various aircraft would have to be parked from the runway centerline in order to avoid penetrating the Transitional Surface. A functional assessment of the South Apron highlighted a number of concerns: Refuse collection on the AOA PAGE