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APPENDIX C
Assessment Tool
Content Information
48
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Assessment Tool Content Information 49
Table C-1. Commercial assessment.
Questions for
Basis Impact Resulting Action Cost Impacts
Validation
Is a common use An airport-owned and Without a current The airport must develop a 1. Airport staff and
system installed operated self-tagging common use platform common use strategy as an consultant manhours for
at the airport? implementation is based in place, an airport underlying passenger planning and design
on a common use must undergo processing methodology. 2. Transition costs from
platform. additional cost and airline-dedicated kiosks
effort associated with to airport-owned CUSS
the implementation of kiosks
common use self- 3. Infrastructure costs
service (CUSS) kiosks, for common baggage
including gaining the handling system
support and
cooperation of the
airlines. The impact
may also include
common bag drop.
Are current The implementation of Without support and The airport should seek to 1. Airport staff and
airlines self-tagging directly cooperation from the understand the concerns that consultant manhours for
amenable to impacts the business airlines, a self-tagging the airlines have with self- planning and
passenger self- models and operational initiative is unlikely to tagging and seek to resolve coordination
tagging? processes of the airlines. succeed. them cooperatively.
Is there an A passenger self-tagging Without a working The airport should facilitate 1. Airport staff and
airline-centric working group that group, the airport will the development of a working consultant manhours for
working group to represents the airlines is spend an excessive group comprised of planning and ongoing
support the self- an effective way to amount of time trying representation from each meeting coordination
tagging decision- uncover and to uncover individual airline to provide input into
making process? accommodate airline airline requirements the self-tagging decision-
concerns and and may end up with making process.
requirements. conflicting
information.
Are current lease Airport-owned self- Lease agreements not If the leases are expiring, the 1. Airport management
agreements tagging requires lease written to airport should work with the and business staff and
expiring in the agreements with accommodate airlines to put language in the consultant manhours for
near term? provisions similar to common use lease that will give the airport planning and
common use, enabling provisions limit the the rights it needs to reorganization of lease
the airport to implement airport's ability to implement a self-tagging requirements
a self-tagging solution. implement a self solution. If the leases are not
tagging solution. expiring in the near term, the
airport needs to seek
amendment options to long-
term leases.
Are the airlines' Supporting the airlines' If the airport moves The airport should seek to 1. Airport management
business drivers business drivers are forward with self- understand the airline(s) and business staff and
known? critical to the success of a tagging without an business drivers that may be consultant manhours for
self-tagging understanding of the affected by self-tagging, so as planning and business
implementation. airlines' business to develop a design to best definition
drivers, they will accommodate each. 2. Airport staff and
likely have significant consultant manhours for
pushback from the design work
airlines, which may
result in an
unsuccessful initiative.
(continued on next page)
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50 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-1. (Continued).
Questions for
Basis Impact Resulting Action Cost Impacts
Validation
Are the airlines' Queue times serve as a Without an The airport should work with 1. Airport staff and
customer service baseline measurement understanding of the each airline to uncover its consultant manhours for
goals with that enables resource queue time goals, the queue time goals for each planning, potential time-
respect to planning for self-tagging. ability to plan passenger processing function, motion studies, and self-
queuing times in adequately for and use that information in tagging simulations
the check-in resources will be conducting self-tagging 2. Potential software
lobby known? limited and the simulations. costs for simulation tools
resulting
implementation may
not meet the
passenger processing
demand.
Are the airlines' Supporting the airlines' If the self-tagging The airport should work with 1. Airport management
business business practices are implementation is not each airline to understand its and business staff and
practices for critical to the success of a based on an specific handling processes for consultant manhours for
handling priority self-tagging understanding of the priority passengers and planning and business
passengers and implementation. airlines' practices for exceptions, and design a definition
exceptions processing priority solution that accommodates 2. Airport staff and
known? passengers and each. consultant manhours for
exceptions, an design work
excessive number of
failures requiring
rework may occur.
Are the airlines' Passenger demographics Without an The airport should work with 1. Airport staff and
current and are an important understanding of the each airline to understand its consultant manhours for
projected informational input for passenger specific passengers' planning, potential time-
passenger resource planning for demographics, the demographic makeup, and use motion studies, and self-
demographics self-tagging. ability to plan that information in conducting tagging simulations
known? adequately for self-tagging simulations. 2. Potential software
resources will be costs for simulation tools
limited and the
resulting
implementation may
not meet the
passenger processing
demand.
Are airline Airline baggage exception Not accounting for the The airport should work with 1. Airport finance and
baggage payment rules, such as overweight baggage exception each airline to understand its operations staff, and
and exception fees are always subject to rules can severely specific baggage exception consultant manhours for
requirements change. Payment options impact the airlines rules, and use that information planning, and design
known? for baggage vary greatly, ability to operate. in the design of the self-tagging 2. Potential software,
based on specific airlines solution. costs to implement
and locations. Payment payment scenarios
for baggage may occur at
the self-service kiosk or
at the common bag drop
location. Each variation
must be accommodated
in an airport-owned self-
tagging implementation.
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Assessment Tool Content Information 51
Table C-1. (Continued).
Questions for
Basis Impact Resulting Action Cost Impacts
Validation
Are customer An airport-owned self- Airlines struggle with The airport should work with 1. Airport staff and
service tagging implementation, how to properly the airlines involved to consultant manhours for
requirements where more than one service customers, establish a customer service planning and
understood? airline is involved, results where there is a mix of plan to ensure proper development of a plan
in the potential mixing of airline passengers. customer service is applied. 2. Potential airport staff
airline passengers at the This can result in the in the execution of the
same check-in locations, potential mishandling customer service plan
at the same time. of customers, and
ultimately affect the
"customer service"
image of an airport.
Are rules CUSS kiosks by definition If there is not an The airport should work with 1. Airport staff and
established for are used by multiple established set of the airlines involved to consultant manhours for
the use of airlines. Some airlines rules, then each airline establish a kiosk usage plan. planning and
common use block the usage of the may treat these development of a plan
kiosks in CUSS kiosks from other differently.
dedicated airline airlines' passengers.
lease spaces?
Table C-2. Legal/financial risk assessment.
Questions for
Basis Impact Resulting Action Cost Impacts
Validation
Are there Some airlines have union The implementation The airport should have its 1. Airport management
contractual contracts in place that of self-tagging results legal department assess the and legal staff and
requirements must be considered in the modification of potential impact and include consultant manhours for
for airline during the job duties for a the findings in the decision- planning and impact
employees at implementation of self- portion of the airline making process. assessment
ticket counter tagging. agents. Making these
locations? modifications in
practice may cause a
breach in existing
contract terms.
Is the funding A self-tagging Unknown costs can Using this Assessment Tool, 1. Airport management
for passenger implementation requires severely affect the the airport can establish a and finance staff and
self-tagging investment in consulting, successful outcome of detailed matrix of costs for all consultant manhours for
adequately design, construction, the self-tagging areas of a self-tagging planning and financial
understood and equipment, and ongoing implementation. implementation. As the U.S. impact assessment
budgeted for? maintenance. Many of pilots for self-tagging mature,
these costs are airports will have the
associated with opportunity of working
necessary changes to through ACI to potentially
existing equipment and obtain sample costs from these
infrastructure, such as pilot locations.
with self-service kiosks
and baggage handling
systems.
(continued on next page)
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52 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-2. (Continued).
Questions for
Basis Impact Resulting Action Cost Impacts
Validation
Are liability An airport-owned self- If failures in an The airport should conduct a 1. Airport management
issues resulting tagging implementation airport-owned or risk analysis to assess the and legal staff and
from impacting can ultimately result in controlled system potential impact on all process consultant manhours for
airline shared responsibility of cause a negative steps of the self-tagging planning and impact
operations the airport and airline in impact on airline implementation and include assessment, and
properly equipment reliability, operations, the airport the findings in the decision- development of the
understood? baggage acceptance, and may be at risk for making process. If necessary, agreement
other operational issues. financial damages. the airport should pursue the
introduction of baggage
handling service agreements.
Can changes be The costs of If the airport is not The airport should have its 1. Airport management
made to rates implementing and able to update the finance department assess the and finance staff and
and charges to supporting a common- rates and charges to capacity for increasing rates consultant manhours for
support the use self-tagging the airlines in a timely and charges and include the planning and rate and
implementation implementation may be manner, the project findings in the decision- charges plan
of self-tagging? recuperated through may not have making process.
modification to rates and sufficient funding.
charges.
Table C-3. Facility impact assessment.
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Will self-tagging Extensive facility The use of an existing The airport must thoroughly 1. Airport staff and
be implemented modifications to the facility limits the understand the facility consultant manhours for
in an existing baggage handling system, design possibilities of limitations and develop a self- planning and design
facility? check-in areas, and a self-tagging solution. tagging solution that will 2. Potential significant
others may be required provide the greatest benefit to costs in facility and
to accommodate self- passenger flow and check-in infrastructure changes
tagging. efficiency within the physical
and resource constraints.
Is a significant As passenger traffic If the self-tagging The airport must evaluate the 1. Airport staff and
increase in increases, the solution is not projected growth in volume of consultant manhours for
enplanements requirement for an designed to reduce passengers and design a self- planning and design
expected? efficiency-based self- congestion, increase tagging solution that will draw 2. Potential costs in
tagging design becomes passenger flow, and passengers away from the facility and infrastructure
critical. reduce processing traditional check-in areas to changes
time, significant reduce congestion in the lobby.
rework may be
required as passenger
traffic increases.
Is the check-in Processing time at a self- If self-tagging kiosks The airport must evaluate 1. Airport staff and
lobby area space tagging kiosk is generally are implemented in a space requirements for consultant manhours for
constrained? longer than at a self- space-constrained placement of self-tagging planning and design
service kiosk without check-in lobby, kiosks within the check-in 2. Potential costs in
self-tagging. Also, space congestion problems lobby area and design a self- facility and infrastructure
requirements around a may actually increase. tagging solution that will changes
self-tagging kiosk minimize space congestion.
generally require a
greater foot print than
with a traditional self-
service kiosk.
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Assessment Tool Content Information 53
Table C-3. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Is passenger flow The efficiency of If self-tagging kiosks The airport must evaluate the 1. Airport staff and
congested? passenger flow can be are implemented current passenger flow and consultant manhours for
improved through a without a strategic congestion and design a self- planning and design
strategic self-tagging approach to tagging solution that will draw 2. Potential costs in
implementation. improving passenger passengers away from the facility and infrastructure
flow, the result may traditional check-in areas. changes
actually impede
passenger flow.
Are baseline Baseline measurements Designing a self- The airport should conduct 1. Airport staff and
measurements for passenger processing tagging solution time and motion studies of the consultant manhours for
for passenger are necessary for without accurate current check-in processes to planning and design,
processing developing useful baseline establish a set of throughput conducting time and
available? simulations to determine measurements will baselines. motion studies
the appropriate self- likely result in an 2. Potential costs in
tagging resource implementation that facility and infrastructure
distribution. does not meet the changes
desired goals.
Is the security An improvement in As passenger The airport should work with 1. Airport staff and
checkpoint area passenger processing throughput increases, the local TSA during concept consultant manhours for
currently a point throughput as a result of queue line design to study and monitor planning and design
of congestion a self-tagging congestion/peaks at changes in passenger flow at 2. Potential costs in
that is space implementation can the security the security check point, to facility and infrastructure
constrained? impact passenger flow checkpoint may ensure the TSA is prepared for changes
patterns at the security increase. potential passenger flow 3. May also include
checkpoint. changes at the security staffing costs at the
checkpoint. security checkpoint
Is a centralized A common bag drop Without a centralized The airport should assess the 1. Airport staff and
baggage handling system requires a means baggage handling baggage handling system consultant manhours for
system with to sort and screen (tag system, and the means requirements for the desired planning and design
baggage status, etc.) baggage from to effectively screen self-tagging implementation 2. Potential costs in
sortation any participating airline baggage, a self-tagging during the conceptual design changes to the baggage
available where inducted at the baggage solution will be costly phase to understand the handling system,
self-tagging and drop position(s). and limited. limitations and potential including infrastructure,
common bag modifications to the baggage and screening equipment
drop are being handling systems. and software.
considered?
Is the baggage The physical space in the A lack of space in the The airport should evaluate 1. Airport staff and
makeup area baggage makeup area baggage makeup area modifications needed to the consultant manhours for
space must be able to may limit the airport's baggage handling system planning and design
constrained? accommodate any ability to make the during the conceptual design 2. Potential costs include
additional equipment necessary changes to phase, to ensure the design is facility, hardware, and
that may be required for the baggage handling in accordance with the space software changes to the
a self-tagging system, to limitations of the baggage baggage makeup area.
implementation, accommodate the self- makeup area.
including injection belts, tagging
inline scales, bag-tag implementation.
scanners, and baggage
diverters.
Does the baggage The implementation of Due to the potential The airport must assess the 1. Airport staff and
handling system self-tagging will likely increase in peak throughput capacity of the consultant manhours for
have the capacity increase the peak demand, the capacity baggage handling system planning and throughput
to accommodate demand on the baggage of the baggage compared with peak- simulations
demand at peak handling system. handling system may operations under the planned 2. Potential costs in
operations? need to be increased self-tagging model and plan to baggage handling system
as part of the self- make modifications if modifications.
tagging required.
implementation.
(continued on next page)
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54 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-3. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Can the baggage To achieve passenger Depending on the The airport must assess the 1. Airport staff and
handling system processing efficiencies, physical layout, more accessibility to the baggage consultant manhours for
accommodate along with than one baggage handling system for the planning and design
additional accommodations for induction point may location in which the self- 2. Potential costs in
induction points? airline locations, more not be possible, or tagging bag drop is designed. baggage system
than one baggage may result in If additional induction belts modifications.
induction/acceptance significant costs. are required, these should be
point may be needed. included in the design.
Table C-4. Operational assessment.
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Are performance To make an informed Designing a self- The airport should work with 1. Airport staff and
criteria, such as decision as to the benefit tagging solution the partnering airlines to consultant manhours for
time and motion of a self-tagging without accurate time obtain/conduct time and planning and design,
studies, for installation, time and and motion motion studies for use in conducting time and
current check-in motion information of information will likely process modeling and layout in motion studies
processes current check-in result in an the self-tagging and bag drop 2. Potential costs in
available? processes (desk check-in, implementation that implementation facility and infrastructure
self-service kiosks, bag does not meet the changes
drop) is necessary. desired goals.
Are check-in A self-tagging solution The placement of self- The airport should account for 1. Airport staff and
kiosks (airline- requires the use of self- service kiosks is a the costs of self-service kiosks. consultant manhours for
dedicated or service kiosks for check- significant planning The airport should involve the planning and design
common use self in. component of airlines with the planning 2. Potential costs in
service) passenger self- phases of the kiosk design and hardware and software
currently in use tagging. placement. costs for kiosks.
for the areas or
airlines where
self-tagging is
under
consideration?
Can current self Self-tagging requires the Without bag-tag The airport should determine 1. Airport staff and
service check-in printing of bag tags at the printers, self-tagging if the existing kiosks can be consultant manhours for
kiosks self-service kiosk. is not possible. retrofitted or if new kiosks planning
accommodate must be procured. 2. Potential costs in
printers for bag printers, paper stock,
tags? kiosks and/or kiosk
upgrades.
Can rebooking be Rebooking operations If not planned for The airport should work 1. Airport staff and
moved to a require the use of staff properly, or removed closely with its airline partners consultant manhours for
location away and facilities in a manner from the check-in in reviewing all rebooking planning and preparation
from the ticket different from the area, rebooking options, and establish a plan of a rebooking plan
counters, to gate standard check-in operations can result that best accommodates the 2. Potential costs in
lounges or other process. in long queue lines entire check-in process. facility and infrastructure
locations? and disruption of the changes
self-tagging process.
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Assessment Tool Content Information 55
Table C-4. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Are airport If the airport is going to Not being able to The airport should work with 1. Airport legal and
responsibilities take over a portion of the comply with these risk management and legal management staff and
for passenger rules of carriage, then the rights will limit the departments to resolve any consultant manhours for
rights regarding airport may need to ability of the airport to issues that are identified. assessing risk and
checked bags comply with passenger pursue self-tagging developing a plan
understood? rights regarding checked and bag drop.
bags.
Does airport IT Self-tagging and bag drop Airports not prepared The airport should analyze and 1. Airport staff and
currently require new IT systems for providing IT plan for the appropriate level consultant manhours for
support and support. support can affect the of IT support, internal and/or planning and preparation
operational successful operations outsource staffing. of IT support
systems for the of the self-tagging 2. Potential costs in IT
airport? implementation infrastructure upgrades
3. Potential costs in
additional airport staff
and/or outsourcing
contracts
4. Potential cost in
training
Are the airline An airport owned and If maintenance The airport should review the 1. Airport staff and
service level operated self-tagging requirements of the airlines' current support consultant manhours for
requirements in system requires ongoing airlines cannot be agreements to uncover planning and preparation
supporting a self- maintenance of self- accommodated, the requirements that will be of IT and maintenance
tagging service kiosks and airport is at significant impacted by self-tagging and support
implementation baggage induction / risk for adversely make accommodations to 2. Potential costs in
known? handling systems affecting airline provide the necessary level of infrastructure upgrades
(depending on the level operations. service. 3. Potential costs in
of implementation). additional airport staff
and/or outsourcing
contract
4. Potential cost in
training
Is the number of Self-tagging increases the Document control of The airport should analyze and 1. Airport staff and
bag tags printed chances of "user error" in the bag tag impacts establish accountability consultant manhours for
for each the number of bags the design of the self- policies and procedures for planning and preparation
passenger printed and discarded. tagging and bag drop bag-tag printing. Bag-tag of procedures
accounted for implementation. status (active or inactive)
today by the should be considered in the
airlines or resultant procedures.
airport (included
unused tags)?
Are there A self-tagging Service levels will not The airport should analyze 1. Airport staff and
adequate airport implementation shared be met if the staffing is what staff is needed to support consultant manhours for
service by more than one airline not appropriate. Any a self-tagging/bag drop planning and preparation
management necessitates the shared implementation of this implementation, and create of management processes
processes and responsibilities for nature would require appropriate management 2. Potential costs in
on-site technical service and maintenance an analysis of processes to meet the support additional maintenance
support to between airlines and/or processes and on-site needs of these systems. staff
maintain systems airport staffing. technical support.
and hardware
(kiosks, bag
drops,
technology
infrastructure)?
(continued on next page)
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56 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-4. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Are airport Service recovery is a key Airlines typically The airport should create 1. Airport staff and
procedures in operations issue. When resist any airport- processes which will support consultant manhours for
place to account irregular operations provided service that service recovery and meet the planning and preparation
for self-tagging occur, the airlines depend can reduce the ability airlines' needs. of procedures
during irregular on their passenger of the airline to meet
operations? processing systems to operational needs.
ensure passengers are This is even more
processed on flights. critical given new
regulations that
impact penalties that
airlines have to pay
for delays.
Are there plans Off-site check-in can Impact may be The airport should work with 1. Airport staff and
for off-site check- enhance the performance significant depending security authorities (TSA, local consultant manhours for
in? of a self-tagging solution. on the requirement security staff, etc.) to resolve planning
for printing active or any open security issues. 2. Potential process or
inactive bag tags. infrastructure changes to
existing off-site check-in
Is the current As with other common The impact varies due The airport must develop a 1. Airport staff and
infrastructure to use systems, an airport- to ownership and common use strategy, defining consultant manhours for
support self- owned self-tagging and implementation infrastructure ownership. It planning
tagging and bag common bag drop system decisions. Any time may be necessary for the 2. Transition costs from
drop (i.e., necessitates the there are two parties airport to take ownership of airline-dedicated to
building, ownership of airport involved in the the various infrastructure airport-owned
telecom, BHS, infrastructure. ownership of the components, but it depends on infrastructure
etc.) airport- system and the implementation.
owned? infrastructure, the
impact increases.
Is there a Configuration and change Not having a The airport should create a 1. Airport staff and
configuration management is key in an configuration and configuration and change consultant manhours for
and change IT system to ensure that change management management process planning and preparation
management changes are made in a process established according to a standard such of change management
process already manner that limits the will adversely impact as IT infrastructure procedures
established to impact to operational airline operational library (ITIL). 2. Potential training costs
track the activities. activity.
airport's
infrastructure
configuration
changes?
Can the airport A common bag drop Airline operation is The airport should work with 1. Airport staff and
support the solution must be affected if the bag the airlines to ensure airline consultant manhours for
airlines' current prepared to support the drop implementation rules for mishandled bags are planning and preparation
processes for various airline processes cannot support airline supported in the self-tagging of procedures
mishandled for mishandled bags. mishandled bag rules. system and the designs
bags? account for dynamic changes
of these rules.
Can the airport Accessibility guidelines, If the processes are The airport should identify all 1. Airport staff and
support the as given by ADA must be unable to support ADA ADA requirements and work consultant manhours for
Americans with considered when requirements, the with the local ADA community planning and preparation
Disabilities Act undertaking any project overall to determine a resolution. of procedures
(ADA) that impacts passenger implementation of
requirements for processing in the U.S. self-tagging and bag
special needs drop could be
travelers in the adversely impacted.
self-tagging and
bag drop
implementation?
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Assessment Tool Content Information 57
Table C-4. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Can location Signage is required both Poor signage or The airport should work with 1. Airport staff and
signage for self- to provide branding for conflicts with the the airlines to determine their consultant manhours for
tagging and bag the airlines and/or airport signage needs for signage and ensure planning, and design
drop be clear and services provided, as well program can cause that these needs can fit within 2. Potential software,
prominent, as as to provide way finding confusion with the the airport signage program. hardware, and
well as and instruction. passengers and may infrastructure costs for
conforming to also cause concerns dynamic signage
the airports with the airlines. components
signage
requirements?
Can the airport Each airline may have Not understanding The airport should work with 1. Airport staff and
support varying requirements specific airline the airlines to establish rollout consultant manhours for
presenting impacting the use and business rules for use plans to ensure the greatest planning, and design
airlines in placement of kiosks on self-service kiosks success in kiosk usage. 2. Potential software,
particular kiosk throughout the facility can impact the success hardware, and software
locations (i.e., are (such as with location of airport-controlled costs for kiosks
all airlines active and presentation of self-tagging kiosks.
on all kiosks, or airline brands), and may
are some blocked wish to restrict how their
in particular application is installed in
locations) in the the airport.
self-tagging
implementation?
Do bags need to Airlines may require Locations of weigh The airport should work with 1. Airport staff and
be weighed in a weight to be measured on stations could the airlines to determine their consultant manhours for
specific area to bags within a certain determine the weighing requirements. planning, and design
accommodate all proximity of their check- locations of the self- 2. Potential hardware and
airline baggage in desks. tagging and bag drop infrastructure costs for
acceptance and systems. bag scales
exception
requirements?
Are airline If the self-tagging Tag activation may The airport should work with 1. Airport staff and
employees implementation uses need to incorporate airlines to determine the consultant manhours for
required to active/inactive tags, airline employees, impact of this requirement, planning, and design
activate the bag there may be which can impact the and to help establish an
tag in the BRS requirements (labor, operations of an airport plan.
and conduct a other) that would allow airport-controlled bag
document check? only airline employees drop location.
the ability to activate the
bag tag.
Are locations Airlines may wish to have Additional space may The airport should work with 1. Airport staff and
needed for a separate counter for need to be allocated to airlines to determine the consultant manhours for
passengers to rework to allow support this activity. impact of this requirement, planning, and design
weigh and passengers the ability to and to help establish an 2. Potential facility
possibly repack weigh their bags and then airport plan. changes
their bags prior repack if necessary.
to approaching
the bag drop?
Does the airline Airlines may wish to have Additional space may The airport should work with 1. Airport staff and
have separate areas to treat need to be allocated to airlines to determine the consultant manhours for
requirements for their premium support this activity. impact of this requirement, planning, and design
specialized passengers differently and to help establish an 2. Potential facility
passenger areas than the other airport plan. changes
(i.e., business passengers.
class, rework)?
(continued on next page)
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58 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-4. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Do the kiosks Some airlines would like Additional kiosk logic The airport should work with 1. Airport staff and
need to filter out to have the self-tagging and/or locations may the airlines to establish rules consultant manhours for
passengers with kiosk operations "kick need to be identified. for handling exceptions. planning, and design
exception out" any exceptions to a Depending on the
processing special airline handling airport layout,
requirements? area to keep the bag drop exception handling
moving efficiently. locations may have
impact on airline
locations with relation
to the distance a
passenger may have
to walk from the kiosk
or bag drop location.
Does the self- Passengers will require a Receipt printers may The airport should work with 1. Airport staff and
tagging receipt for their baggage be required, or the airlines to determine the consultant manhours for
application when they self-tag. This boarding pass printer impact of this requirement. planning, and design
provide a receipt receipt may be used to find will also need to 2. Potential hardware and
for baggage? their baggage, verify that produce receipts for software changes to kiosks
they are the owner, and baggage. 3. Potential printer and
other requirements, based paper stock costs
on airline-specific rules.
Is there a formal Along with service level If there is no formal The airport should work with 1. Airport staff and
process for kiosk agreements, and change process defined, airlines to determine the consultant manhours for
moves, adds, and maintenance changes could impact of this requirement, planning, and preparation
changes (MACs)? management, the airport adversely impact and to prepare the plan. of the plan
needs a defined process airline operations.
for MACs.
Are criteria Queues are a critical If there are no criteria The airport should work with 1. Airport staff and
established to impact to the overall established, it will be airlines to establish consultant manhours for
accurately success of a self-tagging difficult to determine appropriate monitoring plans. planning, and preparation
measure and project. how the self-tagging of the plan
monitor queues? system is functioning 2. Potential costs for
and when to add airport staff towards the
additional resources execution of the plan
to reduce queues.
Do airlines offer Airlines are improving If the airlines wish to The airport should work with 1. Airport staff and
a self-service their self-service provide these airlines to establish consultant manhours for
irregular offerings and allowing services, then the self- appropriate plans. planning, and preparation
operations passengers the ability to service kiosks will of the plan
recovery perform more tasks in a need to be configured 2. Potential costs for
process? self-service mode. to allow irregular airport staff towards the
operations recovery execution of the plan
processes. This may
include additional
locations and more
support staff.
Is the airport One method of self- This emerging process The airport should work with 1. Airport staff and
interested in a tagging which is evolving will require a change airlines to identify consultant manhours for
home printing includes printing tags at in the airline system requirements. long-term planning
tag solution? home on the passenger's to support printing
personal printer. bag tags at home.
Is the airport Some airports are using This process may The airport should work with 1. Airport staff and
pursuing or RFID bag tags. require special self- airlines to identify consultant manhours for
already have an tagging bag tags, requirements and research planning
RFID solution as which may impact the available RFID bag tags and 2. Potential hardware and
part of its current self-service their ability to function within software costs to modify
baggage system? kiosk configuration. the self-tagging kiosks. the kiosks
3. Special paper stock
Can non-active Airlines, airports, and Allowing non-tagged The airport should ensure that 1. Airport staff and
or non-tagged government regulators or inactive-tagged the system is designed to consultant manhours for
bags be placed are very concerned that a bags into the baggage prevent non-active or non- planning, and design
on baggage non-tagged, or non- system would not tagged bags from being placed 2. Potential hardware and
belts? active-tagged bag can be meet the intent of the on the bag belt. software costs for
introduced into the baggage self-tagging, bag drop scanners
system and ultimately system.
make it onto an airplane.
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Assessment Tool Content Information 59
Table C-4. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Can passengers Different types of bags Incorrectly placing The airport should work with 1. Airport staff and
place bags (e.g., wheeled, soft-sided) baggage on the airlines to establish consultant manhours for
incorrectly onto must be placed on the baggage belt could appropriate plans and planning, and preparation
bag belts? take-away belt in cause baggage system procedures. of the plan
different ways, including jams downstream. 2. Potential costs for
the use of baskets. airport staff towards the
execution of the plan
Will operations System outages are If there is no manual The airport should work with 1. Airport staff and
need to continue especially an issue in a process, all passenger the airlines to define a manual consultant manhours for
in a manual small airport. In a large processing could stop planning, and preparation
mode if the airport, there may be if the entire system is of the plan
system goes enough stations to ensure down. 2. Potential costs for
down? that there is a subset of airport staff towards the
the system working. execution of the plan
Will the airline If all kiosks are able to Early bag drop The airport should work with 1. Airport staff and
change their print bag tags, it is requires larger airlines to establish consultant manhours for
acceptance rules possible that passengers amounts of hold space appropriate plans and planning, and preparation
to allow printing may want to drop their in the back for procedures. of the plan
of tags earlier? bags earlier. baggage. 2. Potential costs for
airport staff towards the
execution of the plan
Is the airline Self-tagging relies on Manual encoding The airport should work with 1. Airport staff and
producing a accurate BSM messages could adversely airlines to ensure that the consultant manhours for
proper BSM (per from the host system. If impact the self- proper BSMs are being sent. planning, and
IATA standards) the airline is not sending tagging operations. coordination
for the BRS? proper BSMs, then a large
number of bags will end
up at manual encoding.
Does your Because of the new If there is no room for The airport should determine 1. Airport staff and
airport have process of adding active manual encoding, if space can be found for a consultant manhours for
room for a and inactive tags to the encoding would have manual encoding station. planning, and design
manual encode sortation system, any bag to be done at the 2. Potential facility
station? that does not have an loading pier, prior to changes
active tag that is in the loading on the aircraft.
system would have to be
manually encoded.
Table C-5. Regulatory/security assessment.
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Will a self-tagging The TSA views behavioral Changes to the queue The airport should work 1. Airport staff and
implementation analysis of the queue line as a patterns have an effect on with the local TSA during consultant
have a significant layer of security. the way that the TSA conceptual design to gain manhours for
impact on current performs behavioral analysis input on impacts to planning, and
queue lines? to detect potential threats. security. design
Will a self-tagging The TSA staffs the security Changes to the processing The airport should work 1. Airport staff and
implementation checkpoint based on an times have an affect on the with the local TSA during consultant
have a significant understanding of the current resource requirements at conceptual design to manhours for
impact on check- passenger flow rates. the security checkpoint. ensure that they are planning, and
in processing prepared to make design
times? necessary changes to the
security checkpoint.
Is a self-tagging At the time this tool was Until the TSA has approved a The airport should 1. Airport staff and
implementation developed, the TSA has not set of self-tagging monitor the TSA's position consultant
being considered? approved self-tagging in the implementation protocols, on self-tagging and be manhours for
United States, but is implementation of self- prepared to adhere to the planning, and
participating with ACI and tagging will not be procedural mandates design
IATA in the establishment of permitted. made by the TSA.
U.S. Airport pilot sites.
(continued on next page)
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60 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-5. (Continued).
Questions for
Basis Impact Resulting Action Cost Impact
Validation
Has the potential Primary concern from the Proposed airport Airports should establish a 1. Airport staff and
of a self-tagging TSA, regarding self-tagging is implementations that are plan that identifies how consultant
implementation that the process for viewed by the TSA as security operations will be manhours for
been discussed implementation across the compromising current equal to or exceed current planning, and
with Local and U.S. be consistent and that security operations will levels. design
corporate TSA? each implementation meets not be accepted by the TSA. 2. Potential cost
or exceeds current security includes upgrades
coverage. to existing security
systems:
hardware/software
Are kiosks Verification of identification If kiosks are not capable of The airport should 1. Airport staff and
equipped with the at the kiosk will help reduce scanning standard forms of determine the passenger consultant
ability to read the likelihood of an identification, then there is a identification methods manhours for
standard forms of unauthorized person potential for an required by each airline planning, and
identification such obtaining a bag tag. unauthorized person to and equip the kiosks with design
as driver's obtain a bag tag in the name the required functionality. 2. Potential cost
licenses and of a different passenger. includes upgrades
passports? to existing kiosks:
hardware/software
Is the current The TSA is probably going to If the baggage handling The airport should 1. Airport staff and
baggage handling require the use of system cannot identify and monitor the TSA's position consultant
system capable of active/inactive bag tags to divert an "inactive" bag, the on self-tagging and be manhours for
scanning and ensure unauthorized bags do TSA will not likely approve prepared to incorporate a planning, and
diverting bags? not get loaded onto an of the implementation. baggage handling system design
aircraft. The airport's if active/inactive tags are 2. Potential cost
baggage system must be mandated by the TSA. includes upgrades
capable of removing bags to existing baggage
with tags that are not "active." handling system
equipment:
hardware/software
Does the planned The TSA is probably going to If an unauthorized person is The airport should design 1. Airport staff and
self-tagging bag require that a passenger or able to gain access to a bag into the bag drop area a consultant
drop have a unauthorized person not have that has been inducted into secure induction point manhours for
securely access to baggage that has the baggage system, it will that can be physically planning, and
controlled been accepted and the be considered a security controlled by the agent design
induction point to baggage tag activated, unless breach. accepting and activating 2. Potential cost
the baggage under supervision by the bags. includes upgrades
system? airline representative. to existing baggage
induction belt, and
facility
construction
Are the The TSA is probably going to The self-tagging The airport should 1. Airport staff and
requirements for want to extend its security implementation may be monitor the TSA's position consultant
the passenger selectee program to include impacted if support for the on self-tagging and be manhours for
selectee program the self-tagging process. selectee program has not prepared to incorporate planning,
understood? been planned for. process changes necessary preparing changes
to support the passenger to program
selectee program.
Is the Payment Most airlines are working If not planned for properly, The airport should 1. Airport staff and
Card Industry toward solutions to allow PCI audits can have investigate PCI compliance consultant
Data Security payment of baggage at the significant negative impact and audit requirements. manhours for
Standard (PCI self -service kiosks. This will on the self-tagging planning
DSS) understood be a component of self- implementation. 2. Potential costs
and planned for tagging. for conducting a
the acceptance of PCI Audit
credit card
information at
self-service
kiosks?
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Assessment Tool Content Information 61
Table C-6. Technical assessment.
Questions for
Basis Impact Resulting Action Cost
Validation
Are current kiosks If kiosks are not Manual data entry is The airport should 1. Airport staff and
capable of scanning 2-D capable of using some prone to error and will determine if kiosks are consultant manhours
bar codes, airline form of automated data slow the check-in capable. If they are not, for planning, and
frequent flier cards, entry, then all data will process. then kiosks should be design
credit cards, and need to be entered updated. 2. Potential cost
passports to identify manually by the includes upgrades to
passengers as required passenger. existing kiosks:
by the airlines' check-in hardware/software
processes?
Are bag tags for each For common use Different tag sizes The airport should work 1. Airport staff and
airline standard? installations, IATA would prohibit with the airlines to consultant manhours
recommends a 21 inch common use self- establish a common size, for planning, and
standard tag. However, tagging. acceptable to all. design
airlines currently use 2. Potential cost
several different bag- includes upgrades to
tag configurations. existing kiosks:
hardware/software
3. Potential cost
includes printers and
paper stock
Can airline software Airport-owned self- Self-service common The airport should work 1. Airport staff and
support self-tagging, tagging systems must use check-in systems to with the airlines to consultant manhours
including printing of support the be used for the self- determine specific for planning
bag tags, transference of tagging requirements of the self- 2. Potential cost
active/inactive tags, information to the implementation may service check-in kiosk includes upgrades to
BSMs, etc.? airline host system for not be written to software. existing kiosks:
the proper production support all airline host hardware/software
and monitoring of bag requirements for the
tags. production and
monitoring of bag tags.
Can the requirements Depending on the If the systems cannot The airport should work 1. Airport staff and
for interface between airline, a self-tagging be integrated, self- with the airlines to consultant manhours
the self-tagging system system may not yet be tagging may not work determine specific for planning
components and an integral component for this airport. requirements of the self- 2. Potential cost
departure control of the departure service check-in kiosk includes upgrades to
system be control system. software and departure existing kiosks:
accomplished? control system. hardware/software
Can the requirements Depending on the If the systems cannot The airport should work 1. Airport staff and
for interface between airline, a self-tagging be integrated, self- with the airlines to consultant manhours
the self-tagging system system may not yet be tagging may not work determine specific for planning
components and an integral component for this airport. requirements of the self- 2. Potential cost
baggage reconciliation of the baggage tagging software and BRS. includes upgrades to
system be reconciliation system. existing kiosks:
accomplished? hardware/software
Can the requirements Depending on the If the systems cannot The airport should work 1. Airport staff and
for interface between airline, a self-tagging be integrated, self- with the airlines to consultant manhours
the self-tagging system system may not yet be tagging may not work determine if this is a for planning
components and BHS an integral component for this airport. requirement. 2. Potential cost
be accomplished? of the BHS. includes upgrades to
existing BHS:
hardware/software
Can the requirements Depending on the If the systems cannot The airport should work 1. Airport staff and
for interface between airline, a self-tagging be integrated, self- with the airlines to consultant manhours
the self-tagging system system may not yet be tagging may not work determine specific for planning
components and kiosk an integral component for this airport. requirements of the self- 2. Potential cost
software be of the kiosk system tagging kiosk software. includes upgrades to
accomplished (such as software and existing kiosks:
with printing of bag hardware. hardware/software
tags)? 3. Potential cost
includes printers and
paper stock
(continued on next page)
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62 Guide to the Decision-Making Tool for Evaluating Passenger Self-Tagging
Table C-6. (Continued).
Questions for
Basis Impact Resulting Action Cost
Validation
Does airport The airport Airports must have The airport should assess 1. Airport staff and
telecommunications telecommunications adequate the current IT consultant manhours
infrastructure meet the infrastructure must be telecommunications infrastructure, with respect for planning
requirements for self- capable of being infrastructure to to expected kiosk and bag 2. Potential cost
tagging, including the extended to the kiosks support the project. drop locations. includes
necessary capacity, and bag drop locations. changes/additions to
resiliency, redundancy, the current IT
security, etc.? infrastructure
If active/inactive tags The host software must If host software cannot The airport should work 1. Airport staff and
are required, can the support the production support, self-tagging with airlines to update consultant manhours
software accommodate of active/inactive bag with active/inactive software to support for planning
this requirement? tags at the self-tagging tags then self-tagging active/inactive tags. 2. Potential cost
kiosks and bag drop may not be possible at includes airline staff
locations. this airport. time to change
software
Can the BRS be used to Active/inactive tags If the BRS cannot be The airport should 1. Airport staff and
send baggage sortation must be able to be used to send BSMs, determine if active/inactive consultant manhours
messages to identify identified to ensure then the active/inactive tags can be identified using for planning
active and inactive that inactive tagged process becomes a a baggage reconciliation 2. Potential cost
bags, if required? bags do not get loaded manual process. system. includes airline staff
onto an airplane. time to change
software
Is more than one DCS in Each airline may use its If multiple DCSs are in The airport should work 1. Airport staff and
use? own departure control use at a given airport, with the airlines to consultant manhours
system. then each DCS must determine specific DCS for planning
support self-tagging requirements for self- 2. Potential cost
from the kiosk and tagging. includes airline staff
potentially bag drop time to change
locations. software
Can the protocols and Airlines are responsible This is out of the The airport should work 1. Airport staff and
messages required for the DCS and airport's control and with the airlines to consultant manhours
between the bag drop whether or not they could have a major determine specific DCS for planning
and the departure can support the impact on the requirements for self- 2. Potential cost
control system be protocols and messages implementation. tagging. includes airline staff
supported, including required to support time to change
the requirements for bag drop and self- software
active and inactive tags, tagging.
if required?
Are the airlines There are multiple If the airlines are not The airport should work 1. Airport staff and
certified on the CUSS vendors of CUSS kiosks, certified, then they will with the airlines to consultant manhours
system installed at the and each requires not have applications determine if this is a for planning
airport? specific certifications. that work on the requirement. 2. Potential cost
airport's kiosks to includes airline staff
support self-tagging. time to change
software
Can passengers add or Passengers may make a If the system is not The airport should work 1. Airport staff and
remove bags from the mistake and put too flexible enough to with the airlines to consultant manhours
self-tagging many or too little bags allow changes in determine if this is a for planning
application? on during their check- baggage, then the requirement. 2. Potential cost
in process. potential for exception includes airline staff
handling will increase. time to change
software
