“Ride-hail companies are happy to provide data on airports,” says Jared Pierce, the director of AAAE’s services division, which created data standards and platforms to make this happen. Ride-hail companies don't love sharing such details-for passenger privacy and competitive reasons-but allow an industry group called the American Association of Airport Executives to act as a third-party data repository. To ensure they’re paid their due, the airports also demand detailed data on how many vehicles are coming and going.
To make up for that lost parking revenue, many airports charge each Uber, Lyft, or whatever a few dollars per ride to get to their gates. “But this is going to happen in downtowns in the near future.” “Our work is very specific to airports,” says Alejandro Henao, a postdoctoral transportation researcher with NREL. Which means they’re on the front lines of transportation infrastructure, investment, and even policies.
(They also tend to have more funding.) Airports also have many of important transit features that cities do: sidewalks and curbs, parking lots, transit access. They’re busy, they’re chock-full of useful information on comings and goings, and they’re better about adapting to new technology than most of their public infrastructure brethren. These hubs, you see, are harbingers of traffic. Which is why those NREL researchers say you should pay close attention to what’s happening in airports. Maybe you’ve heard parking lot operators complaining that riders have abandoned valet for a curbside Uber drop-off. If you’ve hung out in any busy downtown lately, you’ve seen the same sort of curbside chaos that ride hailing triggers at airports.
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