By Lea+Elliott, Incorporated
This record is a guidebook for making plans and constructing automatic humans mover (APM) platforms at airports. This file, directed essentially at airport planners, designers, and operators, contains a wide variety of themes describing the making plans and decision-making strategy, substitute method infrastructure and applied sciences, assessment strategies and techniques, operation and upkeep specifications, coordination and procurement specifications, and different very important making plans and improvement matters. For any given subject, the record addresses key matters in a number of chapters and from a number of views. moreover, Appendix A offers theoretical examples utilizing particular approach features, and Appendix E describes elements of simulation versions used to facilitate the pre-design section of the final approach making plans technique.
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Extra resources for Guidebook for Planning and Implementing Automated People Mover Systems at Airports:
For larger APM systems (non-shuttles), the MSF is typically a facility located independent from the operating alignment. When in this configuration, vehicle testing and test track functions can generally be performed on the guideway approaching the MSF. Meanwhile, simple shuttle systems often have the MSF located under one of the system stations. An example of maintenance below a shuttle station is provided in the photo of the Las Vegas McCarran airport airside APM shuttle system. 28 Source: Lea+Elliott, Inc.
It is good practice for airports planning an APM to incorporate an approximate alignment into the ALP. 2 Airport APM Planning Process Steps An air traveler’s use of an airport facility requires the movement between multiple processes (ticketing, security, aircraft boarding). The movement between process locations may require conveyance assistance to ensure acceptable walk distances and/or movement times. The conveyance requirements at a major airport, whether on the airside or landside of that facility, can vary widely among airports and can vary in terms of distance and time at a single airport.
Buses operating on the airport apron cross active taxiways (where aircraft have the right of way) and thus can only achieve operating speeds well below their cruise speeds. Apron buses are typically 45 ft in length and can carry 80 to 100 passengers in an airside application (carry-on baggage only). For a typical airside airport application, a main terminal to remote concourse bus system with two separate routes serving the concourse at three-minute headways (each route) can achieve system capacities of 3,000 to 4,000 passengers per hour.