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Denver Case Study

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Submitted By ammuseanil
Words 1313
Pages 6
Table of Contents
Declaration of Originality 2
Table of Figures 3
Acknowledgement 5
Abstract 6
1. Background 7
Event Daybook 9

Acknowledgement

I owe my deepest gratitude to my lecturer for her supervision and support provided throughout the project. It helped me in better understanding about the subject and come up with a righteous work.
Above all, I appreciate each and everyone who have supported me in any respect of completion of project. Abstract

Denver International airport (DIA) is situated 23 miles northeast of downtown Denver (Colorado) with a size of 137.8 sq. km . Currently the airport handles around 41 airlines and having traffic more than 3,905,138 passengers . During the construction of the airport, implementation of an automated integrated baggage system to minimize the turnaround time was a critical component . But it turned to be one of the woeful incidents in the history of technology project implementation.
The airport scheduled to open in October 1993 finally came to live on March 2005 with a delay of 16 months due to under estimation of the baggage handling system. This delay almost cost them $1.1M per day for the maintenance and loans.
In March 1994, the BAE systems ran a test run in front of several media groups. The result of the test was a complete failure. The baggage were partially or completely damaged or misplaced to the wrong gate. The system was not able to cater the needs properly and thus United Airlines abandoned the system. The system was used in a small scale with an efficiency of 90% during the opening of DIA . This incident made clear that improper project management methodology and poor design approach can lead a project into a total failure.
1. Basic Problem in the DIA baggage Handling System

During the initial stage, DIA intended to give the responsibility of building the baggage systems to individual airlines.

Design defects

According to Software Engineering Notes Vol 21 no 2 by ACM SIGSOFT,
When DIA’s baggage handling system was planned in 1990, the consultants recommended carts pulled by tugs for the long hauls and belt conveyors for the shorter distances. At that time, United Airlines was opposed to the new airport and had not agreed to occupy the big Concourse B designed for them. In early 1991, United agreed to sign but stated a requirement for a baggage handling system that would enable aircraft turnaround in 35 minutes despite the fact that the gates are more than a mile from the terminal.

It is understood that the traditional baggage system is not fast enough to feed this situation due to larger distances between the main terminal and the three concourses. Later United recommended BAE Automated Systems to develop the baggage system. The BAE came up with the automated system based on destination coded vehicles (DCV) which reduce the turnaround time as little as 30 minutes [2]. The proposed system consisted of new implementations which were not used in the normal baggage system and in fact it increased the risk percentage for BAE. There were certain design issues for the system like:
- The system was designed in such a way to cater fast pace movements through straight travel. This was not practical in DIA.
- The system transferred information from bar code scanners to radio frequency identification system. This method was not tried in earlier high speed baggage handling systems.
- The system must have a high response rate where it has to cater a lot of questions and commands originated from the empty cart management software. [5]
Under estimation of complexity
The fully automated baggage system to implement in the DIA was in the peak of risks. The design of BAE was like no other baggage systems existed that time with a turnaround time of 30 min. It was like introducing a technology ahead of time. The smaller components of the system have been successfully implemented in other airports in a simplistic manner. But putting up all these elements together increased the complexity of DIA’s baggage system. So as the complexity increases, the project will undergo more stress and difficulties. Event Daybook

Date Event
Nov-89 Work starts on the construction of the airport
Oct-90 City of Denver engages Breier Neidle Patrone Associates to analyse feasibility of building an integrated baggage system. Reports advises that complexity makes the proposition unfeasible
Feb-91 Continental Airlines signs on and plans on using Denver as a hub
Jun-91 United Airlines signs on and plans on using Concourse A as a hub
Jun-91 United Airlines engages BAE Systems to build an automated baggage system for Concourse A. BAE was a world leader in the supply, installation and operation of baggage handling equipment
Summer 1991 Airport’s Project Management team recognizes that a baggage handling solution for the complete airport was required. Bids for an airport wide solution are requested
Fall 1991 Of the 16 companies included in the bidding process only 3 respond and review of proposals indicate none could be ready in time for the Oct 1993 opening. The 3 bids are all rejected
Early 1992 Denver Airport Project Management team approach BAE directly requesting a bid for the project
Apr-92 Denver Airport contracts with BAE to expand the United Airlines baggage handling system into an integrated system handling all 3 concourses, all airlines, departing as well as arriving flights. In addition system is to handle transfer baggage automatically. Contract is hammered out in 3 intense working sessions
Aug-92 United Airlines changes their plans and cuts out plans for the system to transfer bags between aircraft. Resulting changes save $20m, but result in a major redesign of the United Airlines portion of the system. Change requests are raised to add automated handling of oversized baggage and for the creation of a dedicated ski equipment handling area
Sep-92 Continental requests ski equipment handling facilities be added to their concourse as well Oct 1992 Chief Airport Engineer, Walter Singer dies. Mr Singer had been one of the driving forces behind the creation of the automated baggage system
Jan-93 Change orders raised altering size of ski equipment claim area and adding maintenance tracks so carts could be serviced without having to be removed from the rails Feb 1993 Target opening date shifted from 31 Oct 93 to 19 Dec 93 and soon thereafter to 9 Mar 94
Sep-93 Target opening date is shifted again, new target date is 15 May 1994
31-Oct-93 Original target for opening
19-Dec-93 Second target for opening
Jan-94 United Airlines requests further changes to the oversize baggage input area
9-Mar-94 Third target for opening Mar 1994 Problems establishing a clean electrical supply results in continual power outages that disrupt testing and development. Solution requires installation of industrial filters into the electrical system. Ordering and installation of the filters takes several months Apr 1994 Airport authorities arrange a demonstration for the system for the media (without first informing BAE). Demonstration is a disaster as clothes are disgorged from crushed bags
Apr-94 Denver Mayor cancels 15 May target date and announces an indefinite delay in opening
May-94 Logplan Consulting engaged to evaluate the project
15-May-94 Fourth target for opening
May-94 BAE Systems denies system is malfunctioning. Instead they say many of the issues reported to date had been caused by the airport staff using the system incorrectly
Aug-94 System testing continues to flounder. Scope of work is radically trimmed back and based on Logplan’s recommendation airport builds a manual tug and trolley system instead
Aug-94 City of Denver starts fining BAE $12K per day for further delays
28-Feb-95 Actual opening
Aug-05 In order to save costs the system is scrapped in favour of a fully manual system. Maintenance costs were running at $1M per month at the time.

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