staff and lane modeling methodology for tsa checkpoint
TRANSCRIPT
Staff and Lane Modeling Methodology for TSA
Checkpoint Passenger Screening
M. P. Timothy BradleyLockheed Martin
Jay GoyalTransportation Security Administration
01/12/2003
M.P.Timothy Bradley, Lockheed Martin 2November 19, 2002
Objective
• Provide World-Class Checkpoint Security– Determine the appropriate number of checkpoint lanes
required to handle airport passenger volume efficiently.
– Identify checkpoints that have immediate demand for new lanes and allocate funds on a priority basis.
• Provide World-Class Customer Service– Identify staffing requirements to operate checkpoint lanes
that meet TSA passenger wait time standard (no Pax waits more than 10 min prior to walking through WTMD)
M.P.Timothy Bradley, Lockheed Martin 3November 19, 2002
Airport Data Collection
• Number of lanes per checkpoint(s) for each sterile area within every airport:– Original baseline for all commercial airports from FAA/TSA
database.– Crosscheck and validation performed by Lockheed Martin
on-site teams in July and August 2002.– Takes into account multiple checkpoints serving same gates.
• Airline Data: Number of passengers boarding.• Passenger throughput:
– Determined prior to TSA process improvements.• For each checkpoint:
– Identification of the peak period of passenger flow;– Determination of maximum wait time over peak 2 h; and– Determination of throughput per lane.
M.P.Timothy Bradley, Lockheed Martin 4November 19, 2002
Analysis of Data
• Vast majority of checkpoints were meeting delay time criteria even at peak periods.
• Airline data of passengers loading can be misleading owing to transfers:– Hub airports board more passengers due to flight to flight
transfers than entry through checkpoints.• Some very large differences in throughput per
lane were apparent. – Operation of X-ray.– Amount of carry-through the WTMD (e.g., coats).
M.P.Timothy Bradley, Lockheed Martin 5November 19, 2002
Screening Process
X-RAY
WTMD
WTMD
WANDING STATION
X-RAY
ETD
PHYSICAL
BAG
SEARCH
SECO
ND
AR
YX-R
AY
• Screening tradeoffs with TSA process– “Continuous” belt movement versus “jogging”– Amount of forced secondary screening
M.P.Timothy Bradley, Lockheed Martin 6November 19, 2002
Provision of Checkpoint Lanes
• Throughput capacity normalized based upon equipment used per the TSA approved process.
• No lanes removed from airports even if under utilized.
• Airport desires for expansion considered.• Accommodation for unusual circumstances
made.– High carry-on baggage per passenger,– Large number of small children, and– Space available.
• Proper screening paramount.• Net result: Approximately 10% increase in
number of lanes approved.
M.P.Timothy Bradley, Lockheed Martin 7November 19, 2002
Airport Staffing Model Criteria
• Once number of lanes established, must determine screener staffing throughout the day and week.
• Opening and closing of lanes necessary to account for fluctuating pax flow throughout the day.
• Optimize ratio of staff working to staff needed.• Model must accommodate full gambit of issues.
– Employees need predictable shift times.– Airline schedules change frequently.– Passenger loads fluctuate:
• Time of year, special events, discount tickets, etc.– Passenger arrivals to airport prior to flight vary according to the type
of person.– Changes in equipment and processes change staffing needs.
M.P.Timothy Bradley, Lockheed Martin 8November 19, 2002
Staffing Profile Model
• Model developed in Excel by GRA, Inc. undercontract to TSA.
• Model inputs:– Airport configuration of lanes and checkpoints;– Airlines being served by each checkpoint;– Airline flight schedule from the Official Airline Guide (OAG);– Originating passenger load factors by airline plus additional
crew and employees that pass through checkpoint;– Lane equipment staffing requirements;– Lane throughput in passengers per hour; and– Passenger arrival profiles based on airport type.
M.P.Timothy Bradley, Lockheed Martin 9November 19, 2002
Arrival Distribution
0%
2%
4%
6%
8%
10%
12%
14%
16%
5 - 0
15 -
1025
- 20
35 –
3045
– 40
55 –
5065
– 60
75 –
7085
– 80
95 –
9010
5 – 10
012
0 – 11
013
0 - 12
514
0 - 13
515
0 - 14
5
Minutes before departure
% o
f Pas
seng
ers
1 Typical Domestic Arrival Distn
2 Heavy Business Arrival Distn
3 Heavy Leisure Arrival Distn
4 International Arrival Distn
5 Predominate O&D Arrival Distn
6 Small airports Arrival Distn
Passenger Arrival Profile
M.P.Timothy Bradley, Lockheed Martin 10November 19, 2002
Model Output
• Model provides output profile for number of lanes required to be staffed hourly to meet wait level standard for expected passenger load.
• Model also provides staffing profiles for multiple shift patterns (e.g., 10 h, 8 h, split shift).– Optimizes ratio of actual staff working to staff needed.
Eliminates excess capacity.– Must be reasonable for airports to implement mixture of
different shift options and variable start times.– Adds additional staff to account for training, vacation, and
sick leave.
M.P.Timothy Bradley, Lockheed Martin 11November 19, 2002
Lane Usage Profile
Weekday Lanes Per Hour
02468
10121416
0:00
2:00
4:00
6:00
8:00
10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0
M.P.Timothy Bradley, Lockheed Martin 12November 19, 2002
Optimal Staffing Profile
Staff Working Per Hour - Weekday
0
20
40
60
80
100
120
0:00
2:00
4:00
6:00
8:00
10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
23:0
0
M.P.Timothy Bradley, Lockheed Martin 13November 19, 2002
Typical Profile for Large Airport
Weekend Lanes Per Hour
0
5
10
15
20
25
0:00
2:00
4:00
6:00
8:00
10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0
M.P.Timothy Bradley, Lockheed Martin 14November 19, 2002
Weekend Profile
Staff Working Per Hour - Weekend
020406080
100120140160
0:00
2:00
4:00
6:00
8:00
10:0
0
12:0
0
14:0
0
16:0
0
18:0
0
20:0
0
22:0
0