KCI Curbside Analysis using VISSIM

Landrum & Brown | 5th May, 2022

Objectives
 Update original VISSIM models with correct assumptions & model
parameters, including:
 Vehicle dwell times
 Vehicle distributions
 Vehicle-to-curb assignments

 Use updated models to assess performance of the original layout of

the curbside*
 Use updated models to evaluate performance two additional
curbside allocation scenarios proposed by MCI staff
Note:
* As shown in the simulation report produced by Olsson Associates
Dwell Times
Vehicle Type Dwell Time (minutes) Vehicle Length (ft)
Private Auto (Departures Level) 2.5 25
Private Auto (Valet Parking) 4 25
Private Auto (Arrivals Level) 2.5 25
KCATA Buses 5 50
KCI Shuttles 5 50
Private Shuttles (rental car shuttles, super-shuttles) 5 40
Private Shuttles (off-airport parking) 5 40
Private Shuttles (hotel shuttles) 5 40
TNC (Uber, Lyft) 2 25
Taxis 2 25
Limousines 25 25
Charter Buses 30 50

Source: Appendix P- Traffic Planning Report, Olsson Associates: Table 6.4

Projected Peak Hour Vehicle Volumes
Vehicle Type Pk. Hr. Vehicle Volumes
Private Auto (Departures Curb) 410
Private Auto (Valet Drop-off) 130
Private Auto (Valet Pick-up) 240
Private Auto (Arrivals Curb) 470
KCATA Buses 1
KCI Shuttles 15
Private Shuttles (rental car shuttles, super-shuttles) 35
Private Shuttles (off-airport parking) 25
Private Shuttles (hotel shuttles) 40
TNC (Uber, Lyft) 110
Taxis 11
Limousines 9

Source: Discussions with MCI staff, L&B Analysis, and Appendix P- Traffic Planning Report, Olsson Associates: Table 6.5
Original Concept (Sc #1)
Sc #1: Departures (POV) Curb

 The departures-level curbside yields an average LOS-A during the peak-hour (0:40:00 to
1:40:00)
 Sc #1: Arrivals (POV) Curb

 The arrivals-level curbside allocated to private vehicles (POVs) yields an acceptable LOS-C during the
peak hour
Sc #1: Commercial Curb 1 (KCATA Buses)

 The arrivals-level commercial curbside reserved for KCATA buses consistently yields a LOS-A during peak
hours
Sc #1: Commercial Curb 1 (KCI Shuttles)

 The arrivals-level commercial curbside reserved for KCI shuttles consistently yields a LOS-A during peak
hours
Sc #1: Commercial Curb 1 (Private Shuttles)

 The arrivals-level commercial curbside reserved for private shuttles yields a LOS between LOS-A and
LOS-B during peak hours
 Sc #1: Commercial Curb 2 (Taxis/Limos/Charters)

Notes:
1) MCI staff has indicated that dwell times assumptions for Limos are incorrect
2) There are no charter buses in this simulation model

 The arrivals-level commercial curbside reserved for taxis, limos and charter buses yields a LOS-A during
peak hours
 Sc #1: Commercial Curb 2 (Hotel Shuttles)

 The arrivals-level commercial curbside reserved for hotel shuttles yields a LOS-A during the peak hour
Sc #1: Commercial Curb 2 (TNCs)

 The arrivals-level commercial curbside reserved for TNCs (Uber / Lyft) yields a LOS-A during the peak
hour
 Scenario #2

 Scenario #2 was provided by the airport

 Curbside zones along the commercial curb (for some modes of transport) have been resized
 Drop-off / pick-up locations along the commercial curb have changed for some modes of transport
 No changes to the curbside on the departures-level
 KCI Shuttles will drop-off and pick-up passengers on the arrivals’ level only
Sc #2: Departures (POV) Curb

 The departures-level curbside yields an average LOS-A during the peak-hour (0:40:00 to
1:40:00)
Sc #2: Arrivals (POV) Curb

 The arrival-level curbside allocated to private vehicles (POVs) yields an acceptable LOS-C during the peak
hour
Sc #2: Comm. Curb 1 (KCATA & Charter Buses)

 The arrivals-level commercial curbside reserved for KCATA and Charter buses yields a LOS-A during peak
hours
 Sc #2: Comm. Curb 1 (KCI & RAC Shuttles)

 The arrivals-level commercial curb reserved for KCI shuttles and rental car shuttles consistently yields a LOS-B during peak hours
 LOS dips to LOS-D for a brief period, but recovers within a few minutes
Sc #2: Commercial Curb 1 (TNCs)

 The arrivals-level commercial curbside reserved for TNCs (Uber, Lyft etc.) yields a LOS-A during the peak
hour
Sc #2: Commercial Curb 2 (Taxis)

 The arrivals-level commercial curbside reserved for taxis yields a LOS-A during the peak hour
Sc #2: Commercial Curb 2 (Hotel Shuttles)

 The arrivals-level commercial curbside reserved for hotel shuttles yields a LOS between LOS-B and LOS-
C during peak hours
 Sc #2: Commercial Curb 2 (Prearranged & Off-airport
parking shuttles & Limos)

 The arrivals-level commercial curbside reserved for pre-arranged and off-airport parking shuttles, and
limos yields a LOS-A during peak hours
Scenario #3

 In Scenario #3, KCI Shuttles will first drop-off passengers on the departures level, and then circle around to pick-up
passengers on the arrivals-level
 KCI shuttles have been assigned 80 feet of linear curb space in the central portion of the departures-level curb
 The arrivals level is the same as Scenario #1, and LOS calculations for the arrivals level are also the same as Scenario #1
Sc #3: Entire Departures-Level Curb

 The departures-level curb yields a LOS between LOS-A and LOS-B during the peak-hour (0:40:00 to 1:40:00)
 This is worse than LOS for departures level in Scenarios #1 and #2
Sc #3: Departures Curb w/ KCI Shuttle stop

 The central portion of the departures-level curb that will be shared by KCI Shuttles and
Private vehicles will yield an unacceptable level of service (between LOS-D and LOS-F)
Conclusions
 The curbside allocations in the original scenario (Scenario #1), and Scenario #2 will provide a
good level of service (between LOS-A and LOS-C) for projected traffic volumes
 The curbside for private vehicles on the arrivals’ level will provide an acceptable LOS-C
 This is mainly because of large number of pedestrian crossings on the arrivals level, resulting in numerous
stops for vehicles using this portion of the curbside
 Even though the LOS for this portion of the curb is acceptable, this will degrade rapidly when traffic grows
beyond volumes projected in Olsson’s traffic study report
 Additional curbside should be allocated to private vehicles on the arrivals level to improve LOS.
 In Scenario #3, KCI shuttles will need dedicated space along the curbside on the departures
level. This will result in less curbside space for private vehicles
 The LOS for the entire departure level is still good, but is worse than Scenarios #1 and #2
 The central portion of the curbside that is shared by KCI shuttles and private vehicles, will yield an
unacceptable level of service (between LOS-D and LOS-F)
 The double-parking and weaving behavior exhibited by private vehicles will impede movement of KCI shuttles
on the departures-level, and this will result in delays
 In order to access the arrivals level after dropping passengers off on the departures level, KCI shuttles will
have to travel an extra ~2.5 miles. This will result in higher emissions and travel times