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42 Airport Passenger Terminal Planning and Design Figure 51. Existing Conditions and Queue model. It is recommended that planners coordinate with the TSA on current equipment and procedures at the time of design. However, flexibility to re-configure SSCPs should be a goal. In the next section of the model, the user selects and inputs the current configuration and dimensions of the security screening and queuing area. Figure 51 is taken from the model and shows how the user can adjust the number of screening lanes being used in the mini-queue model to see the impact on the maximum waiting time in the queue. The preliminary calculation for the number of required screening lanes in Row 15 (as shown in Figure 49) was determined by opti- mizing the process potential, and thus the real number of screening lanes must be greater, with time lost during periods of flow that are below the process capability. Queuing The size of the passenger queue area prior to the inspection lanes will be determined by the number of passengers anticipated to be in the queue at peak times. Serpentine queues are rec- ommended. The width of the queue lines is recommended to be a minimum of 4 feet, with 5 feet to allow traveling parties to stand next to each other. The last section of the model (as represented in Figure 52) looks at the queuing area and deter- mines the passenger space within the queue. A pop-up IATA Table (Figure 53) is included for the user to adjust the area per passenger LOS and see the required changes to the dimension of the queue. By making adjustments and performing a sensitivity analysis, the user can better understand how to use the space and configuration available to provide their passengers with the LOS that is desired. Total checkpoint area and total security screening area are also calculated for future comparison of space/passenger values with other airports. Figure 52. Example of queuing area in model. Figure 53. Pop-up of IATA space standards.