Modeling Checked Baggage Requirements for Dallas/Fort Worth International Airport Eric Miller

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1 Modeling Checked Baggage Requirements for Dallas/Fort Worth International Airport Eric Miller Presented at the 2003 Annual Sunday Simulation Workshop January 12, 2003

2 Introduction On November 19, 2001, the U.S. Congress passed the Aviation and Transportation Security Act requiring 100% checked baggage screening at all airports by December 31, To meet Congress mandate and to determine the impact of this law on its operations, DFW fielded a team of 18 firms to develop the best solution for DFW.

3 DFW Unique Characteristics Terminal configuration Average depth for passenger processing: 35 ft Quantity of ticket counter positions: 340 Number of ticketing lobbies: 18 Wide mix of type of air carrier operations 55,000 bags daily

4 Performance Metrics Time 95% of bags in the peak-hour spend no more than 10 min in the security screening process. Space The system must have adequate processing and storage capacity to process all passengers and baggage: Accommodate EDS/ETD footprint; Adequate bag system capacity; and Adequate level of service for passengers.

5 Data Gathering Flight schedules Originating and departing percentages by time of day Load factors Passenger arrival curves by time of day and market Passenger party (group) size Number of bags per passenger ATO and curbside check-in time and percentage split EDS/ETD processing times

6 Data Sources Airport/airline data On-site data collection Previous DFW studies

7 Forecast Demand Processing data to generate passenger and bag volumes: Applying load factors to the equipment capacity of each departing flight; Estimating number of originating passengers for each flight; Estimating number of originating bags for each flight; Arrival time; Group size; and Check-in location.

8 Forecast Demand Rolling One Hour Demand Number of Passengers A4 A3 A2 A Time of Day

9 Approach Mathematical Modeling Provided Initial Estimates Concepts Initial Simulation Modeling Designs Provided Final Requirements Detailed Simulation Modeling Provided Intermediate Requirements

10 Mathematical Modeling Developed peakhour demand Used queuing models to determine requirements Number of Passengers per Hour Time of Day

11 Initial Simulation Modeling Evaluated conceptual EDS designs Specific geometry and location of EDS equipment was not available Interdependence between processes modeled Determined equipment requirements Level1 EDS Alarm Alarm Alarm Operator Screening Level 3 EDS Level 4 ETD Clear Clear Clear Clear

12 Detailed Simulation Modeling Determines equipment and facility requirements using detailed design drawings Incorporates geometry of buildings and baggage systems

13 Possible Configurations In-Line EDS System EDS (only) in garage EDS before ticketing Ticketing/EDS in garage Expand ticketing/eds at curbside check-in EDS before baggage handling system after ticketing EDS in garage with check-in at ticketing Inbound baggage in garage Secure airport model Heathrow Concept ETD pre-ticketing (Salt Lake City)

14 In-Line EDS System BHS Resolved Resolved ETD/Hand Search Level II Alarmed Alarmed ETD/Hand Search Level II CTX 9000 Level I CTX 9000 Level I BHS Ticket Counters Passengers

15 EDS Pre-Ticketing Ticket Counters Cleared Pax CTX 9000 Level I BHS Passengers Resolved EDS Queue Alarmed ETD/ Hand Search Level II Passengers Alarmed Bags From Curbside LEO Level III

16 EDS Post Ticketing BHS Resolved Resolved ETD/Hand Search Level II Alarmed Alarmed ETD/Hand Search Level II CTX 9000 Level I CTX 9000 Level I Right Behind ATO Ticket Counters Passengers

17 ETD Pre-Ticketing (Salt Lake City) LEO Level IV Ticket Counters BHS Cleared CAPS To EDS Cleared To ATO ETD/Hand Search Level III Alarmed ETD Level I ETD Queue Alarmed To EDS Pax waiting at EDS CTX 9000 Level II Passengers

18 Heathrow Concept Level V Hand Search Level IV LEO Cleared Bags to BHS (1-2 Bags per Day) CTX 9000 Level III Cleared by Operator after further review Alarmed Cleared Bags to BHS Operator Advanced Technology X-Ray Level I and Level II Ticket Counters Passengers

19 Comparing the Alternatives Term Section Sub Airlines Inline Pre ATO Post ATO SLC Concept Heathrow Concept Bags Section (ATO positions) EDS ETD EDS ETD EDS ETD ETD EDS ETD X-Ray EDS HS a American, American Eagle, Grupo TACA A 2 a American a American FIS FIS Recheck Demand a American a Frontier (2), Continental-America West (10) U.S.Airways (8), b Midwest Express (4), Mesa (0) B c American Trans Air (11) d Sun Country (12) a United (10) National (4),British Airways 3 b (10), Lufthansa (8), Japan Airlines (6), Korean (6), Champion (0) FIS FIS Recheck Demand a American C 2 a American a American Northwest (8), AirTran (0), a BigSky (2), Vanguard (2) b Delta a Delta, Half of Delta Connection E (ASA, ComAir, Skywest) 3 a Delta (14), Half of Delta Connection (ASA, ComAir, Skywest), Air Canada (0), Aeromexico (8), Air France (0), FIS Recheck Demand DFW Total

20 Comparing the Alternatives Only the EDS in-line and ATO options complied with TSA requirements. All options required a significant investment in equipment and personnel. Bags Inline Pre ATO Post ATO SLC Concept Heathrow Concept Term per Day EDS ETD EDS ETD EDS ETD ETD EDS ETD X-Ray EDS HS A 13, B 15, C 11, E 13, Total 55,

21 Baggage Delivery Time T im e In Sy stem( Minutes) th Percentile Average Baseline EDS Inline EDS Pre ATO EDS Post ATO ETD Pre ATO (SLC) Heathrow Concept Alternatives

22 Passenger Bag Check-In Time 40 99th Percentile Time In System(Minutes) Average Baseline EDS Inline EDS Pre ATO EDS Post ATO ETD Pre ATO (SLC) Heathrow Concept Alternatives

23 Space Requirements % of Total Available Space Queue Space Security Space Circulation Space A B C E A B C E DFW Interim Mixed Technology Lobby ETD

24 Space Requirements Many of the terminal sections lobbies could not accommodate a lobby solution and maintain an acceptable level of service to passengers. Problem was not necessarily the queue created by the lobby solution but the space displaced by the equipment. DFW developed a Mixed Technology solution to address the unique constraints of each terminal section.

25 Initial Costs Costs (Millons of Dollars) Equipment Manpower Total EDS Inline EDS Pre ATO EDS Post ATO ETD Pre ATO (SLC) Heathrow Concept Alternatives

26 Recurring Staffing Costs Costs (Millons of Dollars) EDS Inline EDS Pre ATO EDS Post ATO ETD Pre ATO (SLC) Heathrow Concept Alternatives

27 Avoid Confusion Airports

28 Avoid Congestion Airports

29 Impact of Reducing Airline Staffing on Queue Space Percent of Total Available Queue Space 300% 250% 200% 150% 100% 50% 0% 100% Staffing 75% Staffing 50% Staffing 94% 93% 91% 46% 47% 56% 21% 23% 23% Section 1 Section 2 Section 3 Lobby Section

30 Impact of Reducing TSA Staffing on Queue Space Percent of Total Available Queue Space 300% 250% 200% 150% 100% 50% 0% 100% Staffing 223% 239% 75% Staffing 50% Staffing 137% 94% 89% 46% 40% 21% 21% Section 1 Section 2 Section 3 Lobby Section

31 Best Alternative: In-Line EDS

32 Conclusions Best solutions identified to ensure airports performance goals could be achieved while meeting the requirements of ATSA. No magic bullet solution. In-line system is the best long term option: Most efficient, Best customer service, and Lowest long-term cost.

33 Conclusions Flexible modeling approached enabled DFW to quickly adapt our simulation models to different alternatives. DFW s recommended long-term solution hasn t changed since March DFW was the first airport to present a plan to the TSA. The approach used by DFW became a template for identifying requirements nationwide.

34 For more information TransSolutions Trinity Blvd., Suite 200 P.O. Box Fort Worth, TX Tel: (817) Fax: (817) URL:

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