Cover Image

Not for Sale



View/Hide Left Panel
Click for next page ( 51


The National Academies | 500 Fifth St. N.W. | Washington, D.C. 20001
Copyright © National Academy of Sciences. All rights reserved.
Terms of Use and Privacy Statement



Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.

OCR for page 50
50Elimination or Reduction of Baggage Recheck for Arriving International Passengers Some timing data could be captured based on existing operations, while other numbers were estimated based on operational personnel's experience. Key Results On average, between 5 and 20 bags arriving on a Delta international flight connect to a Canadian destination on a Horizon flight. A potential route for bag retrieval delivery to CBP Secondary was identified. Actual walking time from the potential international transfer bag holding area (i.e., an unused conveyor) to CBP Secondary was 2 minutes, 10 seconds--well within an acceptable delivery time standard. The study team found that a "hold" time of 20 minutes was sufficient to ensure that a bag was available at CBP Secondary. The study team noted that there were some operational issues that would ultimately require capital investment: Baggage handlers will be transporting bags that have been screened (domestic connections) and others that still need to be screened (international connections) on the same trip from the South Satellite to the Main Terminal. There is a possibility that bags might be transported to the Main Terminal before passen- gers are processed through CBP Primary or Egress during times of severe congestion and long wait times in the FIS area. Congestion may result at the one elevator used for oversized bag routing (and personnel movement to/from ramp level to the South Satellite terminal). Ultimately there was sufficient time for CBP to request a bag for redelivery, as well as to advance potential searches in Secondary. Average processing times easily allow passengers to be at the boarding gate within 25 minutes for the next flight. Peak periods would lengthen this time to 45 minutes. A 20-minute "hold" after international arrivals could provide sufficient risk management capabilities to CBP (see Figure 25). Overall, with cooperation, training, and action required from participating airlines (i.e., informing passengers and marking bags as connections from origin airport), it would be feasible for an improved process to work for international-to-international transfers. Test 4: Minimum Connection Time Modeling Reducing minimum connection times at airports generates benefits for airlines and the air- port in two ways without requiring any change in scheduling or incremental investment by air carriers. First, in low-frequency markets, shorter MCTs may permit new connecting itineraries to be built and sold, by eliminating some misconnections between cities. This capability would allow carriers to compete for a share of city pair markets in which they are not currently pres- ent. Second, for higher-frequency markets, shorter MCTs may allow longer connections to be replaced by shorter connections, thereby reducing the elapsed travel time and improving the attractiveness of the connecting itinerary, in addition to the reliability of airline schedules. Test Objectives The objective of this test, on actual flight schedule data, is to quantify the incremental benefits of potential reductions in minimum connection times from eliminating baggage recheck for international-to-domestic connections. Each MCT scenario result is expressed in terms of new connecting markets and additional capacity in existing markets at ATL. Methodology The analytical core of this analysis was undertaken with Sabre Profit Essentials, a high-speed traffic and revenue allocation model used to forecast the market share, traffic composition,

OCR for page 50
Testing and Evaluating Potential Solutions 51 Figure 25. Median and 95th percentile testing results for removal of baggage recheck. connectivity, load factor, and profitability of existing and potential air services. The model is a sophisticated Quality Service Index (QSI) route-planning application used by major U.S. and international carriers such as Delta Air Lines. Pricing, competitor response, and other factors remained static for the purpose of this test in order to evaluate the expansion of baggage recheck elimination to international-to-domestic flows. Key Results The testing highlights a reduction of connection times of 20 to 30 minutes due to the reduc- tion of the need for passengers to wait for baggage redelivery. To assess the changes from reduced MCT, the published MCT in the Profit Essentials parameter was changed and then the ATL schedules were re-evaluated to determine the increase in connecting itinerary frequency and capacity on a directional city pair basis.