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and Contentious Relationships


train, bus and personal vehicle. The jet engine-powered air- plane helped propel demand at an accelerated pace beginning in the 1960s. This growth has challenged aviation planners because


passenger counts also have increased due in part to other activities such as, for example, gate turnover times.When an airline can load and unload passengers in 30 minutes rather than an hour, the gate throughput capacity theoreti- cally doubles. Increased car ownership has made the automobile a


flexible and low-cost means of travel over the past 60 years. This influenced the preferred choice of arrival at an airport. In effect, the means of arrival such as car, limousine, bus or train still finds the automobile as the dominant choice. Six- ty years ago, autos were close to 100% the means of going to and from the terminal. They are still dominant, but com- pete typically with taxi, bus and limo, and with trains at larger terminals. This has caused planning expertsmajor challenges at our


nation’s airports. The developed area required to park the vehicles far exceeds that required for people to change mode of travel fromautomobile to airplane. Not only does the ratio normally grow over a period of time, but it also has grown at an alarming rate (except formaybeNewYork and a fewother cities with substantialmass transit alternatives). One by-product is that, at an airport, parking revenue is


often near or at the top as far as generating cash flow is con- cerned. The revenue is so huge at the large airports that they have been the leaders in the development and purchase of more sophisticated parking revenue control equipment. (In my opinion, airport cash flow often is not sufficient


Continued on Page 40 APRIL 2010 • PARKING TODAY • www.parkingtoday.com 39


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