RFID Implementation Guide

RFID Sub-working Group

ISSUE 2.0
November 2019
Table of Contents
1. Glossary of Terms .......................................................................................................................................................................................................... 4
2. Executive Summary ....................................................................................................................................................................................................... 6
3. Directory of Document................................................................................................................................................................................................. 7
4. Related IATA Documents ............................................................................................................................................................................................ 8
5. Hardware ........................................................................................................................................................................................................................... 9
6. Common Use and Airlines ........................................................................................................................................................................................ 10
7. Use Cases ...................................................................................................................................................................................................................... 11
8. Different Levels of Encoding ................................................................................................................................................................................... 16
9. Data on Tag ................................................................................................................................................................................................................... 21
10. Impact of RFID on Baggage Message ............................................................................................................................................................. 25
• The Transponder Identity (TID) .................................................................................................................................................................. 25
• Sortation/Tracking of RFID tagged Baggage ....................................................................................................................................... 26
11. Implementation Options......................................................................................................................................................................................... 27
• Complementary to existing technologies ............................................................................................................................................. 27
• Use in specific process areas (include baggage irregularities) ..................................................................................................... 27
• RFID only solution........................................................................................................................................................................................... 28
• RFID and non-barcode solutions .............................................................................................................................................................. 28
12. RFID system complexity based on Airport Size ............................................................................................................................................. 29
13. Audit/System Health Check .................................................................................................................................................................................. 30
• Execution/Process Issues........................................................................................................................................................................... 30
• Technology Issues ......................................................................................................................................................................................... 30
• Process Flow .................................................................................................................................................................................................... 30
14. Regulations & Requirements ................................................................................................................................................................................ 30
Appendix 1 – IATA Stnadards on RFID ..................................................................................................................................................................... 34
• Resolution on Radio Frequency Identification (RFID) In Baggage................................................................................................. 34
• Recommended Practice 1740c Radio Frequency Identification (RFID) Specifications for Interline Baggage ............. 35
Appendix 2 – Case Studies ........................................................................................................................................................................................... 56
• HKG / Hong Kong International Airport Case Study ......................................................................................................................... 56
• LAS / McCarran International Airport Case Study .............................................................................................................................. 58
• MXP / Milan Malpensa Airport Case Study ............................................................................................................................................ 60
• AER / Sochi International Airport Case Study ..................................................................................................................................... 62
• Delta Air Lines Case Study ......................................................................................................................................................................... 64
• EWR / Newark-Liberty Intl Airport Case Study ..................................................................................................................................... 66
Appendix 3 – Transition to RFID - Key Basics ........................................................................................................................................................ 68
Appendix 4 – RFID Action Sheet ................................................................................................................................................................................. 77
Appendix 5 – List of IATA Contributors…… ............................................................................................................................................................ 78
Appendix 6 – List of IATA Strategic Partners ........................................................................................................................................................ 78

2 IATA RFID Implementation Guide

 PROJECT TITLE: RFID Implementation Guide

Issue Issue 2.0

Last Amendment Date: November 2019

Owned and reviewed by RFID sub-working group

Recommended by Baggage Working Group (BWG)

Endorsed by Airport Services Committee (ASC)

RFID sub-working group

Prepared by Contribution of ITPS (IATA Technical Peripheral
Specification)

Although every effort has been made to ensure accuracy, neither the International Air Transport Association nor Airlines for
America shall not be held responsible for loss or damage caused by errors, omissions, misprints or misinterpretation of the
contents hereof.

Furthermore, the International Air Transport Association and Airlines for America expressly disclaim all and any liability to any
person, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of
anything done or omitted, by any such person in reliance on the contents of this publication.
No part of the Baggage XML Implementation Guide may be reproduced, recast, reformatted or transmitted in any form by any
means, electronic or mechanical, including photocopying, recording or any information storage and retrieval system, without
the prior written permission from:

International Air Transport Association

33 Route de l'Aéroport, P.O. Box 416
1215 Geneva, 15 Aéroport, Switzerland
© IATA 2018

3 IATA RFID Implementation Guide

1. Glossary of Terms
Is the name for the specification of the protocol how airlines
communicate with e.g. baggage tag printers. This protocol also
AEA defines how RFID tag printers can do Auto RFID encoding based
on the normal print data that the Airline DCS host provides and
get the TID data back to the DCS.
A single byte code that is used to distinguish particular types of
AFI tag across the air interface, enabling the interrogator to ignore
tags with different AFI values.
Synonym for baggage label. Means a document issued by carrier
Bag Tag
for identification of checked baggage
Equivalent to “Registered Luggage”, means baggage of which the
Baggage Checked carrier takes sole custody and for which carrier has issued a
baggage receipt.
BHS Location This is any specifically designated area in the baggage handling
system.
The Terms and Conditions established by a carrier in respect to
Conditions of Carriage
its carriage.
Departure Control System is an automated method of
DCS performing check-in, capacity and load control and dispatch of
flights.
Delivery to a passenger’s final destination (for example by
Delivery
courier).
Early baggage storage (also known as long term storage) is a
Early baggage
location where the bags are held for some agreed time until they
Storage
go for sortation.
Encoding Encoding means writing of data to a chip.
This is to identify the tag as LPN could have the same number
issued in a short period at a large airport. Also, this will help
Flight number and Julien Date
identifying the departure flight, in case if the system becomes
offline. (However, this is not mandatory.)
TID stands for Transponder Identity and GUID for Globally Unique
Identity. This is essential for Reusable Tags to identify the tag.
These are already encoded in the tag in the TID memory including
48 or more serialization Bits and should be associated with the
ID (GUID, TID)
LPN generated by the DCS and recorded to be sent out as .M
element in the Baggage Information message. A GUID is derived
from the TID by way of a predefined transformation that can only
deal with 48 Bit serialization in the TID.
An RFID component consisting of a chip, bridge and antenna that
Inlay
combine to form a readable device.
Interline processes where the bag is dropped at one point (often
a cart) by one ground handler and then picked up by another
ground handler. The process is known as a round robin, with
Inter-terminal transfers
defined time intervals between pickups. Sometimes the defined
time interval fails to be met, and sometimes for pickups, resulting
in bags missing.
Irregular Operations which is usually triggered by a disruption -
an event which interrupts the normal, day to day operation of the
IROPS
baggage process which, if not effectively handled, can lead to
mishandled bags, flight delays etc.

4 IATA RFID Implementation Guide

 An RFID inlay that has been converted into an airline usable form
Label (e.g. placed into a traditional tag, display-less reusable tag or
electronic baggage tag).
This is the 10-digit License Plate generated by the DCS. This is
LPN essential as this will be the key element in Baggage Information
messages.
Machine readable Means accepted by a system without manual input.
This is a dedicated security processing area, normally in the BHS,
Manual security check
where bags are manually searched.
Bag that was separated from its passenger for part or all of its
Mishandled bag intended route (whether voluntary or involuntary); or that was not
delivered to the passenger when expected.
NFC Near Field Communication.
BSM (Baggage Source Message), BPM (Baggage Processed
Message) and other Baggage Information Messages which are
Type B messages
sent between departure control systems and automated
baggage handling system
Out of Gauge baggage and super out of gauge baggage (large
Odd size processes and really large) bags can be read at the input to the process to
(sport equipment, others) record the acceptance of the bags and record that they are in the
Out of Gauge exception routing.
Passenger Name Record means a record of each passenger’s
travel requirements which contain all information necessary to
PNR
enable reservations to be processed and controlled by airline(s)
participating in the carriage.
Re-flighting The process for dealing with change to a bag itinerary.
Updating the displayed itinerary on the physical bag tag
Retagging
(including electronic bag tags) following an itinerary change.
RUSH bag An unaccompanied bag that has been added to a flight.
Screening generally means inline screening, a dedicated process
Screening
in the BHS.
Unit Load Device; this a pallet or container used to load luggage,
ULD
freight, and mail on wide-body aircraft.

5 IATA RFID Implementation Guide

2. Executive Summary
RFID is on the radar.

The International Air Transport Association (IATA) 75th Annual General Meeting (AGM) unanimously adopted a resolution
supporting the global deployment of Radio Frequency Identification (RFID) for baggage tracking and the implementation of
modern baggage messaging standards to more accurately track passengers’ baggage in real time across key points in the
journey. Under the resolution airlines committed to transition from bag-coded baggage labels to baggage labels including
RFID inlays in addition to the existing barcode. Airlines also committed to using the RFID data provided to proactively identify
mishandled baggage and enact processes with airports and ground handlers that prevent mishandling. The transition to RFID
is a massive collaboration between all stakeholders across the baggage industry, even after airlines take the big step of
including an inlay in every baggage tag.

The IATA standard for RFID use, Recommended Practice 1740C, has been updated to reflect the latest developments in the
technology and to include a set of tests to ensure a global standard of performance that is sufficient for baggage tracking.

IATA conducted a survey of airports with Airports Council International at the end of 2018. Airports are ready to implement
RFID for baggage tracking, which will provide a reach data set for operational analysis and planning. 70% of the airports
surveyed are already considering RFID implementation and 52% are working on a business case.

The RFID Implementation guide is available for airlines, airports and any other parties who would like to understand the core
basics beyond the existing Recommended Practice RP1740c and would like to be able to ask their suppliers the “right
questions”. This document attempts to help the reader break down the overall topic and understand both benefits for
different sizes of airline network and airports around the world, as well as what needs to be thought of for different levels of
implementation.

It is highly recommended for readers to get familiar first with the content of Recommended Practice RP1740c as per
Appendix 1 of this guide.

The document also includes supporting information, such as several Case Studies. These provide real-world examples on
how airlines and airports have addressed the RFID implementation so far and the lessons learned that can be shared with the
baggage community.

It is important to remember that this document is intended to provide guidance on different levels of RFID implementation. It
is a guide; it is not a set of instructions. Many of the recommendations in this document might not be appropriate for every
airline or airport. On the same note, stakeholders should analyse their baggage operation before embarking on a program to
implement any of the recommendations in this guide.

RFID can be implemented using different approaches. It is important to note that RFID implementation does not mean “all or
nothing” and that an RFID solution can successfully co-exist alongside current or new technologies.

This implementation guide has been written by members of the Joint IATA/A4A Baggage Working Group. It is a living
document which is periodically updated.

6 IATA RFID Implementation Guide

3. Directory of Document
If You Need Then Go to Section

Appendix 1 – RP1740c
To know the bare basics about what RFID is all about…
RFID Guidance document (iata.org)

To present RFID Baggage to your Board/management on

RFID Guidance document (iata.org)
one page…

To understand, how RFID coexists with other technologies Implementation Options, Complementary to existing
(barcode, visual recognition, AI, Bluetooth, NFC) technologies

To understand how airlines can communicate with RFID Common Use and Airlines see IATA Technical Peripheral
Baggage Tag printers for Auto RFID encoding Specification (formerly AEA) 2018 Edition

To understand why is tracking of bags so important Resolution 753, Use Cases

Use Cases, Different Levels of Encoding, Case Studies

To discover what are the other benefits of RFID beyond (e.g. McCarren LAS airport)
tracking (for airlines, airports and other stakeholders)

Appendix 1 – RP1740c, Regulations & Requirements

To learn how to answer concerns pertaining to RFID and
privacy issues.

To look on financial costs and benefits of RFID, RFID tags Case studies

Impact of RFID on Baggage Messages, Implementation

To try to understand which systems will be affected
Options

To look for RFID bag tag specifications RP1740c, Data on Tag

To look for necessary RFID equipment Transition to RFID – Key Basics, Hardware

7 IATA RFID Implementation Guide

4. Related IATA Documents
IATA Passenger Services Conference Resolutions Manual:

• Resolution 740 Form of Interline Baggage Tag

• Resolution 751 Use of the 10 Digit License Plate

• Resolution 753 Baggage Tracking

• Resolution 780 Form of Interline Traffic Agreement-Passenger

• RP 1740c Radio Frequency Identification (RFID) Specifications for Interline Baggage

• RP 1745 Baggage Information Messages

• RP 1754 Electronic Baggage Tag

• RP 1755 Baggage Logistics and Conformance Event Services (XML)

• RP 1800 Automated Baggage Handling Based

Available for download on www.iata.org:

• Baggage Tracking Implementation guide

• Electronic Bag Tag Implementation Guide

• Baggage Handling Disruptions Manual

• Baggage XML schema

• IATA End-to-End Baggage Business Case

Available for licensing on www.iata.org/itps

• IATA Technical Peripheral Specification (former AEA) 2018 Edition

8 IATA RFID Implementation Guide

5. Hardware
RFID solution components
A RFID solution comprises of multiple components. It requires RFID inlays in the baggage tag, RFID readers to scan the tags
and software to process the data. If the tags are disposable baggage tags, RFID printers might be used to encode the RFID
inlay (one of possible approaches).

RFID tags and RFID printers

RFID enabled printers

To print the RFID baggage tags, one of the options is that the baggage tag printers (kiosks/desks/etc.) are updated with an
RFID module enabling the encoding of RFID tags. Most baggage label printer manufacturer supports an upgrade on existing
baggage label printers. The printer software might need to be updated to encode and validate correct encoding of the RFID
tag during printing of the baggage label. Printers are only used for disposable baggage tags. To ensure full interoperability
for IATA defined encoding and compaction schemes such printers must be following the standard IATA Technical Peripheral
Specification (formerly AEA) 2018 Edition.

Disposable baggage tags

Disposable baggage tags are similar to the current baggage tags used today. They look the same and are printed in the airport
in the same way as current baggage tags, the only difference is that they contain an RFID Inlay.
The RFID enabled tag comprises an inlay consisting of an integrated circuit (tag chip) mounted on a substrate along with an
antenna. The antenna inlay assembly is responsible for harvesting RF energy and communicating information. This RFID inlay
is sandwiched between the label and its adhesive backing to create a printable baggage tag. These baggage tags are
disposed after each journey in the same way as current baggage tags.

Reusable baggage tags

Today there are two types of multiple use baggage tags containing RFID: Electronic baggage tags and permanent baggage
tags.

Electronic Baggage Tags (EBT) can receive and send data, typically via Bluetooth, allowing travelers to keep track of
their bag using a mobile phone app or another portal. The Electronic baggage tag has a display, containing the same
information as on the ordinary baggage label. RFID is mandatory in the Electronic baggage tag according to IATA RP1754 to
allow RFID tracking of the bag. For more information about EBT please refer to IATA EBT Implementation Guide (www.iata.org).

Permanent baggage tags do not have a display. These tags are reusable baggage tags, typically in the shape of a
credit card, and sometimes issued to premier or frequent flyers or as part of a loyalty program. The RFID chip is incorporated
in a permanent bag tag, which can be used multiple times. Examples include the Qantas Q-Tag.

Readers

An RFID reader comprises a high-performance Gen 2 ISO 18000-6C compliant reader, a number of fixed antennas, intelligent
RFID reader management software, communication option(s) (LAN, Wi-Fi or cellular) and potentially multiple sensors
depending on the application. There are different types of RFID readers; fixed, mobile and handheld. The fixed baggage RFID
readers are installed at various locations inside the baggage handling area, where the flow of bags pass. The mobile RFID readers
are typically installed on mobile devices like belt loaders, trucks or similar. Handheld RFID readers are used, where fixed or mobile
readers cannot be installed. Remark that the handheld reader does not apply as an automated scanning process.

9 IATA RFID Implementation Guide

6. Common Use and Airlines
Airlines operating in any Common Use Airport (called CUTE or CUPPS) worldwide all use the same protocol to print baggage
tags, defined by AEA. Most airlines use this protocol even when not operating in Common Use environments but running their
own dedicated hardware.

Airlines that are printing baggage tags on tag printers in Common Use airports are doing so by using the AEA protocol to talk
to the printer. Whenever the tag printer is equipped with an RFID module, airlines therefore can and do make use of a feature
called “Auto RFID” that was first standardized in AEA in 2008 and has recently been enhanced to allow additional data to be
returned by the RFID tag printer. The latest revision to clarify all encoding and readings detail and additional features is the
IATA Technical Peripheral Guide (former AEA) 2018 Edition.

Auto RFID as defined in AEA is a feature of the tag printer with the built-in RFID module to use the LCP part of the printing data
send by the Airline Host to create all needed elements for RFID encoding should the printer find RFID stock inserted. The
airline host does not need to provide any RFID specific information but can now optionally be informed by an AEA RFID printer
what Julian Data has been encoded by the printer for the LCP and what TID was read on the just encoded tag to allow
immediate association of the tag LCP and TID right after printing.

This allows for IATA compliant encoding and immediate association in the DCS of LCP and TID data without the need to send
any item other than the normal print data to the tag printer. Other systems in such airports can then also make use of that
encoded/associated RFID inlay.

Such AEA compliant tag printers can also ensure proper encoding on RFID inlays that are Gen2 tags with no encoding other
than the manufacturer’s TID data, as they will encode all other elements according to IATA, including proper AFI byte
encoding.

10 IATA RFID Implementation Guide

7. Use Cases
As I want to So that Under the RFID enables by: Remarks
condition that
1 Passenger Know where my I can pick it up Smart Linking scan reads Future
bag is after I quickly. technology is to location functionality.
arrived at my used to show information and
destination. bag location reporting (providing
(like parcel real time data and
track and the exact
trace). zone/position).
2 Passenger Be able to prove No one can Passenger Programmed tags
my ownership of take it illegally tied smart tied to passenger.
a bag. from the technology to
baggage belt. bag tag.
3 Passenger Know the I need to Smart Linking scan reads
whereabouts of worry about it. technology is to location informing
my bag during its used to show and reporting
journey. bag location. (providing real time
(like parcel data and exact
track and zone/position),
trace). additional tracking
points.
4 Police Invisibly identify a I can observe They make Using walk through
bag. suspects. fraudulent arrays to track tag
use of it. movement.
5 Customs Unmistakably I can decide Information is Quick identification
identify the origin to have it shared with on mass bags
and destination checked or customs and without the use of
of a bag. not. RFID readers physical inspection
are placed at and detection.
customs.

6 BHS Quick identify a To optimize Key decision To improve the Depends on

bag at any point. routing and points have location of bags, the type of
handling of RFID readers. provide the data for BHS.
the bag. fast routing and in
system tracking.

11 IATA RFID Implementation Guide

 As I want to So that Under the RFID enables by: Remarks
condition that
7 BHS Reduce the My baggage RFID readers No visual process
technical effort handling gets are needed, so lighting
and cost for more stable implemented and 360-degree
identifying bags. and less in the system visibility of the bag
expensive. and RFID are not required.
enabled tags
are used.

8 Ramp agent Find a bag in a Bags are Hand held A quick scan will
pile/ULD/on a found quicker readers or pick items up items
trolley without and with less drive through without having to
having to grab effort. (non ULD) move and identify
every single one. arrays are each, adding
used. productivity and
reducing manual
handling.
9 BRS tell if all bags in a I need not to Hand held No visual access to Drive through
ULD have scan the bags scanners can the bags needed, arras will not
ATL/are on by one detect all the ULD does not go through a
authorized to again. bags within have to be unloaded ULD,
load in one shot. the ULD. to read all bags. technology
Check bag status. may change
where this is
possible.
10 Luggage Producer uniquely mark my they will be The RFID is One ID to bag that it The
products/items. recognized unique to the keeps through life integration of
for their product and time allowing Electronic
lifetime. that complete history of Bag Tags
information is bag journey and (EBT) could
shared and traceability. be moved
registered from bag to
(permanent bag.
bag tag).
11 Lost & Found Have a unique I will not have The RFID is Quick hand scans.
identification for to match and attached to
any bag. fail anymore. the item or
built in and
the
passenger
information is
attached to
the RFID
information.

12 IATA RFID Implementation Guide

 As I want to So that Under the RFID enables by: Remarks
condition that
12 Airline Have the I can give my RFID systems Being able to assure
complete customers full and tags customers bags are
baggage journey transparency. interlinked traveling on the
available, and journey. More of
regardless of transparently transparency in
handling parties running with custody exchange.
or even ways of minimal
transportation. latency to
ensure
accuracy.
13 Passenger Easily drop my I don’t need to There is Built Good reading
bag at self- fumble in bag (BIB) results with less
service bag around a lot RFID tag or requirements for the
drops. with handled securely passenger like
scanners, attached RFID ensuring the correct
take care tag or EBT position of the tag.
about (Electronic
properly Bag Tag).
attaching the
tag etc.
14 Forwarder Just take over I do not have RFID Quick location of The use of
bags to be to spend time Scanning bag and information Augmented
shipped. on identifying equipment is retrieval/processing. reality
them. in place to glasses
detect actual would mean
items. that the
heads up
displays, and
item
identification
processes
would be
more
accurate and
faster.
15 Ramp agent Have bulk loading I do not have Location of No hand-held The use of
bags registered to scan each RFID devices need to be Augmented
as bag. scanners are used and bag is reality
loaded/offloaded placed near recorded directly glasses
automatically. to loading and when it is going on would mean
unloading or off the aircraft. that the
points, the heads up
good to load displays, and
may require item
information to identification
be displayed processes
ensuring only would be
good to load more
bags travel. accurate and
faster, telling
the handler if
the bag is
good to
travel.

13 IATA RFID Implementation Guide

 As I want to So that Under the RFID enables by: Remarks
condition that
16 Airport Reduce my cost I can attract They deliver The use of visual
for providing airlines. RFID bag tags scanning arrays is
baggage to me. not needed, and
handling. accuracy improves.

17 Airport Flexibly track my I can optimize There are I can see bottle
processes. them. enough necks and high
scanners in priority bags quickly
the process and make decisions
and flexibility to improve flow,
in the system. process and in-
system timing.
Having more data.
18 Airline Unambiguously I spend less Bag is Quick identification,
identify bags time resolving tracked, and accurate tracking,
when duplicates. clear with clear lines of
found/transferred ownership responsibility and
by another party. points ownership allow
identified for control and
responsibility accountability. (E.g.
and deliver. to identify a bag at
Clear and airport location-
consistent location-another
routes of airline’s pier- where
escalation it was delivered by
and single mistake).
systems with
the same
information.
19 Airport Improve my Bags travel to Direct Improving sorter Currently
sortation the right detection is occupancy and most sorters
accuracy. location. implemented allowing flow use 90, or
on sorters. through the system. 270-degree
readers
meaning that
bags do not
always get
read as going
on the sorter.
20 Airport Reduce the I can reduce RFID readers Reduces the manual
number of bags costs and at check coding staff
going to manual system in/transfers, requirement and
coding. complexity. RFID replaces placing them at the
current in input points ensure
system bags coming into
readers. the system are read
from entry into the
system.

14 IATA RFID Implementation Guide

 As I want to So that Under the RFID enables by: Remarks
condition that
21 Airport Improve my I can get the Bag Provide greater read
scanning read right bag to separation rates on RFID tag-
rates. the right and network based systems to
place. on an traditional bar code
integrated OCR readers.
system. The
addition of
bag
trigger/count
devices and
readers will
allow
confirmation
that reads are
being made.
22 Airport Reduce the Reduced Customers Use of EBT or Built in
amount of bag waste. use of Bag (BIB). Systems
tags used. approved are used on the
standard system reducing the
Electronic need to supply tags
Bag Tag (EBT) or bags.
or Built in Bag
and reader
technology
emplace.
23 Airport Recover/sort my I have faster Scanner Tags do not need Fail over
bags quicker in processing arrays, local reprinting, the RFID systems
case of system and accuracy. scanners and can be assigned to would be
failure. integrated to new flights quickly required for
systems for and on mass. The independent
quicker scanning of bags in allocation if
allocation. locations can be overall
completed as they system failed.
pass through arrays
allowing for faster
accuracy and
priority setting.

15 IATA RFID Implementation Guide

 8. Different Levels of Encoding
I want to So that No RFID Inlay + Associated Encode/Asso Rich Encoded
Infrastructure Infrastructure Inlay + ciated Inlay + Inlay +
Infrastructure Infrastructure Infrastructure

Airline Unambiguous I spent less √ √ √ √

ly identify time resolving
bags when duplicates.
found/transfe
rred by
another party.

Airport Monitor flows I can √ √ √ √

and optimize.
processes.

Airport Improve BHS √ √ √ √

sortation
accuracy.

Airport Reduce the √ √ √ √

number of
bags going to
manual
coding.

Airport Improve my Less manual √ √ √ √

scanning read coding.
rates.

Airport Reducing √
dependency
and cost
related to
messaging.

Airport Recover/sort √ √ √ √
my bags
quicker in
case of
system
failure.

Airport Enable a safe =Tracking on √ √ √

and secure arrival
arrivals
service (for
passenger
collection)>

16 IATA RFID Implementation Guide

Airport Adhere to √ √ √
resolution
753 (although
there are
other ways)

17 IATA RFID Implementation Guide

 I want to So that No RFID Inlay + Associated Encode/Asso Rich Encoded
Infrastructure Infrastructure Inlay + ciated Inlay + Inlay +
Infrastructure Infrastructure Infrastructure

BHS Quickly To optimize √ √ √

identify a bag routing and
at any point. handling of
the bag.

BHS Reduce the My baggage √ √ √

technical handling gets
effort and more stable
cost of and less
maintenance. expensive.

BRS Tell if all bags I need not to √ √ √

in a ULD have scan the bags
ATL in one one by one
shot. again.

Customs Unmistakably I can decide √

identify the to have it
origin and checked or
destination of not.
a bag.

Forwarder Just take I do not have √ √

over bags to to spend time
be shipped. on identifying
them.

Lost & Found Have a unique I will not have √ √ √

identification to match and
for any bag. fail anymore.

Luggage Uniquely mark They will be √ √ √ √

Proof on my recognized
√
products/ite for their
ms. lifetime.

Passenger Be hinted to I can pick it up √ √ √ √

my bag. quickly.

Passenger Be able to No one can √ √ √ √

prove my gab it illegally.
ownership of
a bag.

Passenger Know when I need not to √ √ √ √

necessary the worry about it.
whereabouts
of my bag.

18 IATA RFID Implementation Guide

 I want to So that No RFID Inlay + Associated Encode/Asso Rich Encoded
Infrastructure Infrastructure Inlay + ciated Inlay + Inlay +
Infrastructure Infrastructure Infrastructure

Passenger Easily drop I must not √ √ √ √

my bag at fumble
self-service around a lot
bag drops. with handheld
scanners,
take care.

Police Invisibly I can observe √ √ √

identify a bag. suspects.

Ramp Agent Find a bag in a Bags are √ √ √

pile/UL/on a found quicker
trolley without and with less
having to effort.
grab every
single bag.

Ramp Agent Have bags I do not have √ √ √

registered as to scan each
loaded/offloa bag.
ded
automatically.

19 IATA RFID Implementation Guide

Inlay + No RFID Infrastructure
• AFI (C1 HEX) encoded and TID pre-encoded
• Inlay: Class 1 GEN2 UHF RFID (see RP1740c Appendix)
• No interrogation with Inlay

Inlay + Infrastructure
• AFI (C1 HEX) encoded
• Inlay: Class 1 GEN2 UHF RFID (see RP1740c Appendix)
• Capabilities to interrogate Inlay

Associated Inlay + Infrastructure

• AFI (C1 HEX) encoded
• Inlay: Class 1 GEN2 UHF RFID (see RP1740c Appendix)
• Capabilities to interrogate Inlay
• Link TID with LPN

Encoded/Associated Inlay + Infrastructure

• AFI (C1 HEX)
• EPC encoded with LPN and Julian date
• Inlay: Class 1 GEN2 UHF RFID (see RP1740c Appendix)
• Capabilities to interrogate Inlay
• Link TID with LPN

Rich Encoded Inlay + Infrastructure

• AFI (C1 HEX)
• EPC encoded with LPN and Julian date
• User memory has been populated with information in accordance with RP1740c
• Inlay: Class 1 GEN2 UHF RFID (see RP1740c Appendix)
• Capabilities to interrogate Inlay
• Link TID with LPN

20 IATA RFID Implementation Guide

9. Data on Tag
Inlay only Inlay without encoding but associated
How to System Components Actions How to System Components Actions
Check in No need Normal printers with N/A only Read RFID Hand held RFID Read the ID on
to encode RFID inlays tags for on tag Reader tag and register
downline into PDR so that it
RFID will be added on
airports the BSM
Read RFID RFID reader in tag Read the ID on
on tag printer tag and register
into PDR so that it
will be added on
the BSM
Read RFID RFID reader in SBD Read the ID on
on tag tag and register
into PDR so that it
will be added on
the BSM
Load Read RFID Hand held RFID Read the ID on
on tag reader tag and register
so that it is
tracked. Notify if
any error
Read RFID Wearable RFID Read the ID on
on tag Reader tag and register
so that it is
tracked. Notify if
any error
Read RFID Fixed RFID Reader on Read the ID on
on tag belt loader tag and register
so that it is
tracked. Notify if
any error
Transfer Read RFID Hand held RFID Read the ID on
on tag reader tag and register
so that it is
tracked. Notify if
any error

21 IATA RFID Implementation Guide

 Read RFID Wearable RFID Read the ID on
on tag Reader tag and register
so that it is
tracked. Notify if
any error

Inlay only Inlay without encoding but associated

How to System Components Actions How to System Components Actions
Read RFID Fixed RFID Reader on Read the ID on
on tag belt loader tag and register
so that it is
tracked. Notify if
any error

Arrival Read RFID Hand held RFID Read the ID on

on tag reader tag and register
so that it is
tracked. Notify if
any error
Read RFID Wearable RFID Read the ID on
on tag Reader tag and register
so that it is
tracked. Notify if
any error
Read RFID Fixed RFID Reader on Read the ID on
on tag belt loader tag and register
so that it is
tracked. Notify if
any error

22 IATA RFID Implementation Guide

 Inlay+LPN (Basic Encoding) Inlay+Rich encoding
How to System components Actions How to System Components Actions
Check in Encode RFID Hand held RFID Read the ID Encode Hand held RFID Reader Read the ID on
on tag Reader Writer on tag and RFID Writer tag and
encode LPN on tag encode LPN
on RFID on RFID inlay,
inlay, and and register ID
register ID into PDR so
into PDR so that it will be
that it will be added on the
added on BSM
the BSM
Encode RFID RFID Reader Writer Read the ID Encode RFID Reader Writer in tag Read the ID on
on tag in tag printer on tag and RFID printer tag and
encode LPN on tag encode LPN
on RFID on RFID inlay,
inlay, and and register ID
register ID into PDR so
into PDR so that it will be
that it will be added on the
added on BSM
the BSM
Encode RFID RFID Reader Writer Read the ID Encode RFID Reader Writer in Read the ID on
on tag in SBD on tag and RFID SBD tag and
encode LPN on tag encode LPN
on RFID on RFID inlay,
inlay, and and register ID
register ID into PDR so
into PDR so that it will be
that it will be added on the
added on BSM
the BSM
Load Read RFID on Hand held RFID Read the Read Hand held RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Wearable RFID Read the Read Wearable RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Fixed RFID Reader Read the Read Fixed RFID Reader on Read the LPN,
tag on belt loader LPN or ID on RFID belt loader ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error

23 IATA RFID Implementation Guide

 Inlay+LPN (Basic Encoding) Inlay+Rich encoding
How to System Components Actions How to System Components Actions
Transfer Read RFID on Hand held RFID Read the Read Hand held RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Wearable RFID Read the Read Wearable RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Fixed RFID Reader Read the Read Fixed RFID Reader on Read the LPN,
tag on belt loader LPN or ID on RFID belt loader ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Arrival Read RFID on Hand held RFID Read the Read Hand held RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Wearable RFID Read the Read Wearable RFID Reader Read the LPN,
tag Reader LPN or ID on RFID ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error
Read RFID on Fixed RFID Reader Read the Read Fixed RFID Reader on Read the LPN,
tag on belt loader LPN or ID on RFID belt loader ID and/or
tag and on tag flight data on
register so tag to track
that it is and register.
tracked. Notify if any
Notify if any error
error

24 IATA RFID Implementation Guide

10. Impact of RFID on Baggage
Message
Introduction
Baggage messaging is the process by which airline departure control systems (DCS) and airline and airport baggage systems
communicate bag information. Baggage information messages are sent, received and processed by baggage handling
systems (BHS) in order to achieve automated baggage sortation and passenger and baggage reconciliation. Baggage
information included in the messages is linked with a 10-digit bag tag number defined as the License Plate Number (LPN).
For information about types of messages and their formatting, please refer to the Passenger Services Conference Manual
RP1745.

The Transponder Identity (TID)

Every UHF RFID tag has its own, unique identification – the TID – that is written (optionally with additional serialization bits) to
the chip at the time the tag is manufactured and cannot be altered afterwards. With the introduction of RFID, this TID becomes
very useful (when it has serialization Bits) as it enables identification of a UHF RFID tag even when no other data has been
encoded, or when printed information on the tag is unreadable. If baggage systems rely on the TID as an identifier this will
eliminate the possibility of duplicates, a situation which occurs when using constantly reused license plate numbers.

Association is the act of linking the LPN with the TID. To gain maximum benefits from usage of RFID, association should be
done as soon as possible after issuing the RFID tag. Ideally this would happen at the point that the RFID tag is printed and
communicated in the BSM to the DCS ensuring that this information can be included in all messages in the bag journey. This
is best done by updating existing RFID Baggage Tag printers (and add RFID Modules to Baggage Tag printers not yet
equipped with RFID) to follow the IATA Technical Peripheral Specification (former AEA) 2018 Edition, which defines how the
printer will return to the DCS the actual TID together with the positive print response. If this is not possible, secondary points
where most bags would pass through, such as a baggage handling system injection point, should be considered. Association
should result in a BSM change message if it is done later in the process after a BSM has already been issued.

Reading of the TID - and LPN where available - is mandatory every time an RFID tag passes through an RFID reader. Once
association has been made, it is mandatory to communicate TID information in all relevant baggage messages such as
teletype BPMs and any XML communication. TID information should be communicated in the form of a GUID or TID. In a
teletype message this should be in the .M line.

The GUID (Globally Unique Identity) format is described in RP1745 and is based on the TID the UHF RFID tag provides. The
exact format of the TID as returned to the DCS or consumer of Reader data is defined in the IATA Technical Peripheral
Specification (former AEA) 2018 Edition.

For information about formats and for which baggage messages the TID and GUID are relevant, refer to the IATA Passenger
Services Conference Manual (www.iata.org).

25 IATA RFID Implementation Guide

Sortation/Tracking of RFID tagged Baggage
Messaging between airlines and airports, airlines and airlines, and third-party message distribution systems remains the
same. For example; airlines still need to send BSMs to airports, airlines need to send BTMs or through check-in messages
and message distribution systems still need to forward messages.

Messages will be sent to a BHS as normal, RFID readers will read RFID tags to obtain the LPN/TID/GUID which is read by RFID
scanners, a process like the barcode scan today. A BHS uses this information to sort, trace and track bags as normal.

Airlines and airports are invited to consult regarding RFID implementation and the possible impact on messaging with their
Departure Control Systems (DCS) providers and vendors of Baggage Handling Systems (BHS) and Sort Allocation Computers
(SAC).

26 IATA RFID Implementation Guide

11. Implementation Options
RFID can be implemented using different approaches. It is important to note that RFID implementation does not mean “all or
nothing” and that an RFID solution can successfully co-exist alongside current or new technologies.

RFID is already being used within isolated areas in airports, for example cargo or catering. A logical first move when
considering implementing RFID for baggage would be to explore the scalability of any currently existing RFID implementation.
It may be beneficial to use the same equipment and/or systems across multiple processing areas.
In order to work out whether RFID is the right choice in a particular situation, it is important to evaluate the current process
and future goals. Also weigh up the initial/recurring financial and time investment against the potential return and the core
benefits of RFID:
• Ability to read (identify and trace) objects (bags) without direct visual contact or manual intervention

• Ability to identify multiple objects (bags) at once

Thanks to specific AFI coding protocol for bag-tag RFID chips, there are no major concerns that other RFID tags contained
within the bag (e.g. library books or merchandise) will be confused with RFID chips from baggage.

RFID and NFC technology has undergone much development in the last few years, resulting in size and price reduction,
enhanced read-rates, chip life-span, durability and reliability. This applies also to hardware and software required to process
RFID chips. It is recommended to approach any new RFID business case with a fresh mind-set, without taking into account
RFID projects older than 5 years, as the technology has evolved significantly.

Complementary to existing technologies

For practical and cost purposes, RFID solutions can be seamlessly implemented alongside existing technologies. In this case
both technologies and systems can be used within the same operational system:
• to perform the same task,

• to improve the performance of the current system or

• to gain access to additional analytical data.

For example, an RFID reader could create an extra tracking point within a baggage handling system or placed at the same
location as an existing optical scanner, where they can complement each other. In these cases, the system will be able to
recognize bags tagged with bar-code only,
RFID-only or a combination of the two, theoretically enhancing read rate and reducing the chance of sorting errors.

Use in specific process areas (include baggage

irregularities)
An airport or airline may choose to implement RFID to make use of its specific benefits in an isolated area or process, for
example:

• Within a (new) Baggage Handling System.

• Arrival belt scanning.

• Bulk reading of (mishandled) bags which are gathered in a specific area. This could be useful in identifying which
bags are actually on hand at that moment, or whether a specific bag is in the room.
27 IATA RFID Implementation Guide
• Assigning permanent bag tags to crew and/or staff.

RFID may be implemented in locations where no other scanning previously took place. RFID scanners can be especially
appropriate in areas where physical or size limitations exist which prohibit the installation of, for example, a large optical
scanner array. The implementation of RFID installations at new points in the baggage journey which are not yet covered can
ensure a valuable addition to existing tracking data and aid in compliance with Resolution 753.

RFID only solution

The other solution is to rely totally on RFID chips for tracking baggage and can include the replacement of other types of
scanners at existing tracking points.

Several major airports are already relying on RFID chips for both sortation and tracking of baggage, especially when already
using AEA Auto RFID during tag printing by the airlines. This does not mean that optical or other scanners (e.g. visual
recognition) do not exist alongside an RFID system, however an RFID-only solution is able to process bags based on an RFID
chip only, without the need to rely on other sources of identification. This means that such a system is in theory also able to
process bags equipped with a permanent bag-tag, using their RFID chip only.

This approach could be taken on an airport by airport or system by system basis. As such it applies to a:

• Location that relies solely on RFID or

• Bag journey that can rely solely on RFID, provided that all relevant locations can handle an RFID bag-tag.

Barcodes and other existing journey and /passenger information should still be printed on the bag tag for use as a back-up,
or for use in locations, where RFID readers do not exist. QR codes and other human-readable identifiers may also be used.

RFID and non-barcode solutions

Some airports or airlines may be currently considering enhancing the precision and efficiency of baggage handling within
refurbished or new terminals by trialling new technologies, such as visual recognition and sortation. RFID solutions can
complement other technologies - and as described above, do not contradict implementation of other advanced solutions.

One of the major RFID advantages is its ability to co-exist, even within a restricted space of one bag-tag, together with other
solutions. Due to their compact size, RFID readers can usually be easily placed on top of current or newly developed
infrastructure.
Bag Movement is about acquiring, routing, tracking, delivering and reclaiming a bag. These are termed Level 2 Functions. The
Bag Movement Function consists of the following Level 2 Functions.

28 IATA RFID Implementation Guide

12. RFID system complexity based on
Airport Size
The baggage journey is in general a complex process. Following is the list of questions and aspects that an airport might want
to consider when considering the right approach/strategy for the RFID implementation.
Readers are invited to also see Appendix 3 – Transition to RFID, Key Basics.

Questions:
• Is there enough space to install antennas at all?

• Is there enough space to install antennas in addition to already existing optical Scanners?

• What kind of Conveyor system is in use?

• Conveyor speed?

• Possible min/max distance between bags?

• Tracking bags on PLC level, singulation of bags?

• What type of antenna is necessary for what requirement?

• Is there some metal at the conveyor belt or system what has to be replaced?

Some other aspects:

• It is not really about the size of an Airport. It’s more about the integration effort depending on the existing
infrastructure and technical preconditions.

• Extension of Interface between Scanner/Antenna-Controller and PLC for TID

• Extension of Interface between PLC and Sortation computer for TID

• Extension of Sortation computer and or Database for TID (.M/ element)

• Extension of message interpreter for .M/ element and maybe business logic

• Maybe changes in processing bags or controlling conveyor belts, so we need software changes and PLC
development in the conveyor system.

29 IATA RFID Implementation Guide

13. Audit/System Health Check
The goal of an audit is to test and monitor the performance of the RFID tags system in the deployment to see if it meets the
requirement of the business case and identify the root cause of an issue through failure analysis if any issues are observed.
It is recommended to do this process right before the initial deployment and then on a regular basis before and after the initial
deployment to identify and contain known/unknown errors. For example, when a new tag is being tested, when a new station
is being brought online, when a new tag is being deployed, or when bags are not being sorted properly. The process can be
both diagnostic and preventive in nature, something similar to a human health check-up, it can be done on a regular basis to
get a status or when there are issues.

Different process and technical issues can affect the performance of the RFID system. The issues can broadly be classified
in two categories, execution/process issues and technology issues as described below.

Execution/process issues
• No RFID Tag: There is no RFID inlay in the baggage tag.

• No Encoding: There is a tag attached to the bag, but the data in the tag does not match the bag to which it is attached.

• Multiple Inlays: There are several RFID tags on a bag. The data on the tag may or may not match the bag information.

• Duplicate encoding: Two or more RFID tags have the same information encoded in them.

• Stray Tag: Tags that are not attached to a bag but are found loose in the environment.

• Tag Placement Issue: There is a properly encoded RFID tag attached to the bag. However, due to placement of the tag
(e.g. Tag touching metal), the tag was not captured by the reader. If the RFID tag is touching metal, some types of
plastic, water etc. it might not be readable anymore which can cause a RFID no read.

• Dead Tag (Physically Damaged): Refers to a bag having a tag, but the tag is visibly damaged, torn, or punctured and
does not function or functions in an extremely diminished capacity.

• Dead Tag (No physical Damage): Refers to a bag having a tag, but the tag is not visibly damaged, torn, or punctured and
does not function or functions in an extremely diminished capacity.

Technology issues
Performance Issue (Not read by the reader – Tag issue): There is a properly encoded tag attached to the bag. However, due
to RF performance of the tag, the tag was not captured by the reader. If the RFID tag is not compliant with the Spec. it might
cause a RFID no read.

Reader issue: Tag was not read because the reader was configured incorrectly or is defective.

30 IATA RFID Implementation Guide

Process flow
The follow process can be used for auditing an RFID tagged baggage. The process flow can also be used for failure analysis
when an issue is observed.

31 IATA RFID Implementation Guide

32 IATA RFID Implementation Guide
14. Regulations & Requirements
Please check the information on the following link concerning the Regulatory status for using RFID in the EPC Gen2 (860 to
960 MHz) band of the UHF spectrum:

https://www.gs1.org/docs/epc/uhf_regulations.pdf

33 IATA RFID Implementation Guide

Appendix 1
RESOLUTION ON RADIO FREQUENCY
IDENTIFICATION (RFID) IN BAGGAGE
EXPRESSING CONCERN that the continued use of barcode only infrastructure in the baggage environment presents a
restriction to the anticipated 2X passenger and baggage growth in the next decade;

NOTING the provision of baggage tracking as a key component of baggage operations ensuring that it is possible for airlines
to proactively handle baggage;

NOTING that the IATA Passenger Services Conference Resolution 753 requiring baggage tracking became effective in June
2018;

UNDERSTANDING that there is a need for the development and deployment of advanced, functional and efficient airport
infrastructure to support the collection of baggage tracking data;

UNDERSTANDING that there is a need for the development of airline systems for the processing of baggage tracking data;

ACKNOWLEDGING that there is a need to have both airports and airlines aligned in the deployment of the infrastructure for
baggage tracking;

ACKNOWLEDGING that a common standard is needed across the industry to ensure that all airlines have an equal
opportunity to collect baggage tracking information;

ACKNOWLEDGING that airlines may implement such other technologies in their operations as needed to support baggage
operations in addition to RFID for baggage tracking;

ACKNOWLEDGING that there is a need to investigate and pursue environmental techniques that minimize the waste
produced using both traditional and RFID enabled baggage labels;

RESOLUTION

The 75th IATA Annual General Meeting:

(1) RECOMMENDS that airlines and airports cooperate to develop the most cost-effective solutions for
baggage tracking data;

(2) RECOMMENDS airports to rapidly incorporate the use of RFID, in addition to other equivalent technologies
as needed, into their airport infrastructure for the handling of baggage and associated processes;

(3) RECOMMENDS that airlines adopt the use of RFID inlays conformant with IATA standards in their baggage
labels;

(4) RECOMMENDS that airlines make use of the tracking data to proactively identify baggage that may be
mishandled and enact processes with airports and ground handlers that prevent such mishandling;

(5) URGES the ground handling community to make use of RFID technology to replace manual tracking
operations wherever feasible;

(6) RECOMMENDS that airports, airlines and ground handlers commence to implement modern baggage
messaging using IATA standard
34 IATA RFID Implementation Guide
RECOMMENDED PRACTICE 1740c
Radio Frequency Identification (RFID) Specifications
for Interline Baggage
PSC(39)1740c Expiry: Indefinite
Type: B

RECOMMENDED that:

The following specifications be followed as the community develops radio frequency identification (RFID) technology to more
efficiently handle (e.g. baggage tracking, sortation, reconciliation, etc.) baggage. The community shall ensure the
compatibility of the technology with airline data systems and the ability of RFID to be used in the interline baggage handling
environment.

1. TYPE OF RFID
1.1 Single use

A single use tag is a traditional baggage tag with an embedded RFID inlay (as per IATA Resolution 740). The tag is single use
because the traditional baggage tag will be used for only one journey, outbound or inbound.

35 IATA RFID Implementation Guide

1.2. Reusable RFID Tags

A reusable RFID tag is one that will be used on a bag for multiple trips. The reusable tag has a 2D QR code as an optical
representation of the tag ID and may have other identification such as NFC.

An example of the basic use case for the passenger is as follows:

Passenger Checks in
TID is linked to the bag tag (for example by the passenger via an app or the airline during the check in process)
The TID of the RFID tag should from this moment be communicated in the .M. line in all baggage messages .

The airline can now accept, track and process the bag using the TID of the RFID chip. There will be no journey information on
the bag, so the airline must be using devices to get the information about the journey.

New functionality in terms of RFID inlays and joint technology devices can allow the RFID inlay to be turned off prior to the
journey and once the bag is on the reclaim, which may be advantageous in terms of privacy concerns.

1.2.1. Display-less RFID

A display-less RFID reusable tag is one that may be used for several journeys. The form and function of the tag is
fundamentally different from a traditional tag in that human readable information for the specific journey might not be
available. Tags are typically issued off-airport and the passenger arrives at the airport with the tag already attached and
identified to the airline, although it is possible to complete the issuance and identification on-airport.

1.2.2. Electronic Bag Tag

An electronic baggage tag must contain RFID as per the guidance in RP1754. The tag has a display that shows the 1-d license
plate and itinerary so that any airline can read the tag in their operation. The RFID component allows airlines that have RFID
capabilities to easily identify the bag without the need for optical / barcode reading, facilitating low-cost automatic baggage
tracking.

2. HOW TO ENCODE RFID

All RFID inlays for baggage are class 1 gen2 EPC compliant devices that might feature additional memory that users can
leverage for their applications.

There are 4 types of RFID usage, depending upon the type of tag being used and the needs of the airline :
Inlay Only
Inlay plus Association
Basic Inlay Encoding
Rich Inlay Encoding

Each of these usage patterns provides different capabilities to the airlines working with the baggage.
36 IATA RFID Implementation Guide
2.1. Inlay Only

In this use, the airline provides an RFID inlay in their baggage label, so that each bag label has an RFID inlay.
Typically, an airline providing this is not making use of RFID infrastructure, but the inclusion allows other airlines to make the
association with the 1-d license plate in their processes should they wish to do so.
Note that even without an association to the 1-d license plate there is useful information that can be obtained, such as the
first and last bag times for an arriving flight.

2.2. Inlay plus Association

In this use, the airline provides an RFID in their baggage label and associates this with the 1-d barcode. The association is
mapped into the baggage messages associated with the movement of the bag.
In both of the above uses, there is no encoding of the RFID inlay required.

2.3. Basic Inlay Encoding

In this use, the RFID inlay is encoded with the license plate and the Julian date.

2.4. Rich Inlay Encoding

In this use, the RFID tag contains the license plate, Julian date and other information that the airline has chosen to encode
such as the flight routing.

2.5. Baggage Data and RFID, how it all works

The RFID tag has several memory areas that can contain data. All these areas can be used by the business to deliver
operational benefit. These areas are:

RFID Transponder Identity: Hardcoded during the time of manufacture, the transponder identity can be used to track a bag.
It can also be used to address a single tag during its operational life. This is achieved through having the TID or a derived GUID
in the baggage messages .M element.

EPC Memory – this area is used for containing the baggage tag license plate and the date that it was encoded. This area is
populated for basic encoding of the tag with the license plate.

The User Memory – This memory varies in size and allows data objects to be stored on the tag. These can include the PNR,
the route information, etc. Personal identifying information such as the passenger name or frequent flyer number should not
be stored on the tag.

Encoding the tag places data on the RFID chip in a format that can be read back by any application aware of the encoding
scheme. The scheme used for baggage tags makes use of ISO Standards for both the protocol to interact with the tag and
the encoding of the data placed on the tag.

Sections 2.6 to 2.9 below give a brief introduction to the encoding schema.

2.6. Basic encoding

Data shall be written to, and read from, the RFID tag using rules defined in ISO/IEC 15961. This allows airlines and airports
complete flexibility in selecting from the present set of optional data elements, and for supporting new data elements should
these be added at a future date. This flexibility can be implemented even to differentiate between the requirements of
different routes, and to support the handling of different types of passenger or baggage.
The encoded byte stream on the RF tag shall be encoded according to the rules of ISO/IEC 15962. These rules are
implemented automatically through a system that has both ISO/IEC 15961 and 15962 as part of the complete data protocol.
The adoption of this data protocol also allows for IATA to extend the system to RFID tags on ULDs and other devices.

37 IATA RFID Implementation Guide

2.7. Object Identifier

ISO/IEC 15961 requires that an object identifier structure is used to uniquely identify each type of data encoded on an RFID
tag. An object identifier structure has been assigned to IATA with the common root:

1 0 15961 12

The final component of the object identifier is as defined in table 1 (below). For most object identifiers, only the final
component will need to be encoded.

Object Identifier Object Mandatory Status Memory Bank Decoded Data

Characters
1 0 15961 12 1 License Plate Y OTP 01 F[10]
Code (10 digit)
1 0 15961 12 2 Flight date C OTP 01 M[3]
See encoding
rules below
1 0 15961 12 3 Security N R/W 11 Select or not;
Information Level of
screening—0—5
Screening
cleared or failed
See
encoding rules
below.

1 0 15961 12 4 Issue Station N R/W 11 M[3]

1 0 15961 12 5 Baggage Routing N R/W 11 m[6–18]
1 0 15961 12 6 Flight data N R/W 11 m[13–65]
1 0 15961 12 7 unused n/a n/a n/a n/a
1 0 15961 12 8 Airline Frequent N R/W 11 f in the range 0 to
Flyer Level 3
1 0 15961 12 9 Screening airport N R/W 11
m[3]
code
1 0 15961 12 10 Destination Code N R/W 11 m[3]
1 0 15961 12 11 Internal Airport N R/W 11 ATL or not
Status See encoding
rules below
1 0 15961 12 90 Door-to-door N R/W 11
Delivery Service:
f[4]
Issue Date

1 0 15961 12 91 Door-to-door N R/W 11

Delivery Service:
3 numeric—f[3]
Sequence
Number
1 0 15961 12 92 EDS Processing N R/W 11
for Door-to-see 12
door Delivery alphanumeric—
Service encoding m[12]
rules below.
1 0 15961 12 93 Door-to-door N R/W 11
Delivery Service: 4 alphanumeric—
Collecting m[4]
Company
1 0 15961 12 94 Door-to-door N R/W 11 15 numeric—
Delivery Service: f[15]
38 IATA RFID Implementation Guide
 Invoice
1 0 15961 12 95 Door-to-door N R/W 11
Delivery Service: 4 alphabetic—
Delivering m[4]
Company
1 0 15961 12 127 Optional Data N R/W 11 Variable—m[n-m]

2.8. AFI byte code

The AFI is a single byte code that is used to distinguish particular types of tag across the air interface, enabling the
interrogator to ignore tags with different AFI values. The AFI assigned to IATA for baggage handling is 0xC1. Please note that
all RFID tags used for baggage shall as a minimum have the IATA AFI byte and TID encoded.

2.9. Data Format

The data format code is used to distinguish between the semantics of different types of data on RFID tags that are compliant
with ISO systems.

Note: the data format is a mechanism that allows the object identifier to be significantly truncated so that, in the case of IATA
RP1740c, the common elements of the object identifier structure do not have to be encoded on the RFID tag. They are only
present in the communication to ensure interoperability with RFID equipment.

For IATA baggage handling purposes, the data format is the decimal code 12. This particular code needs to be used in some
of the commands to configure the tag so that data can be interpreted properly. Refer to ISO 18000-6 Type C.

3. HOW TO READ RFID

There are several types of RFID readers that can be used in a number of different operational scenarios.
All RFID readers must be capable of a safe operation in and around stationary aircraft, in proximity to moving aircraft and in
other airport areas.

Reading falls into 2 broad categories, and 2 broad types of readers:

3.1 Fixed Readers

Singulating Fixed Readers: can identify a single bag at a time for a specific location.
Area readers: can identify a number of bags in an area
Note either type of reader can then identify and work with a single tag, as needed.

3.2 Mobile Readers

• Hand-held
• Fixed to a mobile platform (e.g. tug)
• Wearable

39 IATA RFID Implementation Guide

4. RFID APPLICATIONS
4.1. Baggage Tracking
RFID is one of the recording methods that supports Baggage Tracking and compliance to IATA Resolution 753. Consequently,
RFID could be used at the four mandatory tracking points such as:

Other areas or items where RFID can be used for tracking are:

• Baggage Make-up
• BHS location
• Cart
• Dangerous items
• Gate bags
• Inter-terminal TNX (transfers)
• Leave baggage claim area
• Long term storage
• Manual security check
• Odd size processes (sport equipment, others)
• Off-site location (e.g. hotel)
• Off-load
• Pets
• Screening
• ULD
• Unclaimed

4.2. Operational Recovery

RFID may be used to quickly locate and identify baggage that is not following the normal processes. This can be done in
different situations, e.g.:

• Use the antennas in the BHS, hand held RFID scanners or antennas mounted on conveyors etc. to inquire
for the requested TID. If the baggage is in the reach of any of these antennas, it will report its location.

• Find out if a certain bag is in a pile of bags, on a certain trolley or in a certain ULD by pointing to the bulk with
a handheld RFID scanner.

• Register a bulk of baggage as present at a certain spot with a single shot from a handheld RFID scanner
collecting all TIDs answering.
• RTLS (real time localization scanning): use the signal of three or more antennas receiving a certain baggage
TID to triangulate the exact position.

• Catch passing baggage TIDs with antennas mounted at cargo doors or on frames around a ULD flap to
document the loading.

4.3. RUSH (Journey change)

A baggage present that was left behind before may be expedited as RUSH baggage on the fly.

Integrated procedure: If it is identified passing an antenna, an alternative flight can be found, a Forward Message (FWD) be
issued in a Tracing system and on the next encounter of that bag at any antenna the data can be written to the tag. The
sortation will adjust to the new flight. At the loading point of the new flight the BHS can notify the handler to attach a RUSH
indicator to the bag to also mark it optically, if required.
Manual procedure: if the baggage is set aside to some manual encoding station, the bag is identified by a RFID reader, the
data displayed with a choice of alternative flight. After picking a flight, the operator may send the RUSH flight data to the bag;

40 IATA RFID Implementation Guide

at the same time a BSM is sent to the BHS to instruct it about the new flight. A RUSH label can be applied to the bag, if required,
and the bag is given again to the BHS.

4.4. Re-routing
Integrated re-flighting of a baggage is done similar to the RUSH procedure described above. If a BHS is notified about a
different routing for a certain bag (f.i. by BSM), it can adjust the target routing for the bag. On the next RFID encounter with the
bag the updated data can be written to the tag. Sortation will take care of the updated flight data.

The same applies to manual re-flighting: Identifying the bag by RFID results in the new flight data being displayed to be sent
to the bag. The BHS is informed accordingly and will then sort the bag to its correct flight.

4.5. Repatriation
When a baggage passes a RFID reader at the drop to the claim belt, it easily can be identified. The encounter then can be sent
(as a BPM) to the airline that can choose to contact the passenger to inform him on the arrival of his bag.

A bag taken on hand by baggage services upon arrival can be registered with the TID as well. A RFID antenna on the door to
a storage room will then notice the bag being brought in or out the storage.

As the TID uniquely identifies the bag, a match in any tracing system will be made un-mistakenly with the TID as search criteria
– regardless of flights, dates or names.

5. PERFORMANCE TESTING
This section is divided into three sub-sections. The first one provides an overview and background of the Performance
requirement (Spec) for the RFID tag. The second section covers the Spec itself and equipment/methodology to verify
whether an RFID tag meets the Spec. Finally, the third section, covers the validation of the RFID system (Audit) to make sure
that the RFID system delivers the business needs of the implementation.

5.1 Spec
Each RFID use case requires a specific level of performance from the RFID tag to successfully read data from the tag or to
write data to the tag. This requirement changes depending on the RFID reader, products that are tagged, environment,
protocol settings, and the scanning methods. An RFID tag needs to meet the minimum RF performance and quality
requirements (Spec) to perform reliably across all deployments and applications. RFID tag suppliers should be able to
demonstrate that a RFID tag model meets Spec.

The Spec captures the requirements of all major baggage use cases and combines them into a single requirement. It
decouples and translates use case details like read range into an industry standard format and language
(Sensitivity/Backscatter in various orientations and test configurations).
The Performance aspect of the Spec is based on the core scenarios that are covered in Section 3.

The Spec takes into account the performance difference that occurs due to various regulatory frequency and power
requirement across various countries (https://www.gs1.org/docs/epc/uhf_regulations.pdf).

It is critical to make sure that the performance is not just demonstrated on a small tag set at one instance, it should be
consistent over time and large time. The RFID tag supplier should have strong and comprehensive Quality Management
System (QMS) that covers design, manufacturing, and distribution of RFID tags to be able to deliver consistency and reliability
over time.

5.2 Benchmarking

The equipment and methodology to measure and compare the performance of a RFID tag against the Spec is available in
attachment A Equipment Methodology. The test equipment and methodology is designed to produce accurate, consistent,
and repeatable RF measurements.
41 IATA RFID Implementation Guide
The Spec for the baggage use case is available in attachment B Spec .

5.3 Audit
The goal of the audit process is to test and monitor the performance of RFID tags in the deployment to see if it meets the
requirement of the business case. For example, the business case might require that 99.6% of all bags that flow through the
belt loader should be read successfully. The process should be conducted on all tags that meet the Spec before they are
deployed. It is also recommended to do this process on a regular basis after the initial deployment to identify and contain
unknown errors.

This requires tagging a significant quantity of items and taking them through the scenarios that are part of the deployment.
The tags that do not work in the deployment should be quantified and the cause of failure should be determined.

Different process and technical issues can affect the performance of the RFID system. The issues can broadly be classified
in two categories, execution/process issues and technology issues as described below

5.3.1 Some of the most common execution/process issues are:

• No RFID Tag: there is no RFID inlay in the baggage tag.
o If there is no RFID tag present, the system performance is affected

• Encoding: there is a tag attached to the bag, but the data in the tag does not match the bag to which it is attached.
o If the RFID tag information is incorrect, the bag might be mishandled due to the wrong information
in the tag.

• Multiple Inlays: there are several RFID tags on a bag. The data on the tag may or may not match the bag information.
o If several valid RFID tags are present, the bag might be mishandled.

• Duplicate encoding: two or more RFID tags have the same information encoded in them.
o Two RFID tags with e.g. the same license plate might cause the bag to be mishandled.

• Stray Tag: tags that are not attached to a bag but are found loose in the environment.

o If a stray tag is readable to the RFID reader, a bag without an RFID tag could get associated with
the stray tag.

• Tag Placement Issue: there is a properly encoded RFID tag attached to the bag. However, due to placement of the
tag (e.g.: Tag touching metal), the tag was not captured by the reader.

o If the RFID tag is touching metal, some types of plastic, water etc. it might not be readable anymore
which can cause a RFID no read.

• Dead Tag (Physically Damaged): refers to a bag having a tag but the tag is visibly damaged, torn, or punctured and
does not physically function or functions in an extremely diminished capacity.

o If the RFID tag is dead, it is not readable which will cause a RFID no read.

• Reader issue: the tag was not read because the reader was configured incorrectly or is defective
o Depending on the issue, this can cause RFID no reads.
42 IATA RFID Implementation Guide
5.3.2 Some of the common technology issues are:

• Performance Issue (Not read by the reader – Tag issue): There is a properly encoded tag attached to the bag. However,
due to RF performance of the tag, the tag was not captured by the reader.

o If the RFID tag is not compliant with the Spec. it might cause a RFID no read.

5.3.3 Definition on RFID Read Rate (RRR) and Cross Read Rates (CRR)

Note: for the calculation of the RRR and CRR it is assumed that an environment is created where every bag contains a working
RFID inlay and the readers are optimized for performance. The real-world performance will vary from this, but RRR and CRR
are calculated in test conditions.

The RFID Read Rate (RRR) and Cross Read Rate (CRR) are the true measures for the individual RFID reader performance. The
RRR and CRR can be calculated for any individual RFID reader used in different use cases as described in section 3. The RRR
and CRR are measured in tests where potential process issues are excluded from the RFID reader performance. A RRR test
is based on a known number of bags with working readable RFID tags. CRR performance measurement might not be required
for all RFID installation types.

RRR - RFID Read Rate: can only be established in a controlled test where bags continued are monitored through the RFID
reader to determine the number of bags with readable RFID tags that are compliant with the Spec. The RRR is the true
measure of the RFID reader performance. Expressed as a percentage, it is defined as:

The RFID Read Rate for the RFID reader is equal to 100 times the ratio of bags correctly read to the total number
of bags with readable RFID tags that are compliant with the Spec.;
A desirable objective for RRR would be 99.9%.

𝑁𝑜. 𝑜𝑓 𝑅𝐹𝐼𝐷 𝑡𝑎𝑔𝑠 𝑟𝑒𝑎𝑑 𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑙𝑦

𝑅𝐹𝐼𝐷 𝑅𝑒𝑎𝑑 𝑅𝑎𝑡𝑒 (%) = 100
𝑁𝑜. 𝑜𝑓 𝑏𝑎𝑔𝑠 𝑤𝑖𝑡ℎ 𝑟𝑒𝑎𝑑𝑎𝑏𝑙𝑒 𝑅𝐹𝐼𝐷 𝑡𝑎𝑔𝑠 (𝑆𝑝𝑒𝑐. 𝑐𝑜𝑚𝑝𝑙𝑖𝑎𝑛𝑡)

• CRR – Cross Read Rate: can only be established in a controlled test where bags continued are monitored through the
RFID reader to determine the number of bags with readable RFID tags. The cross read rate is the true measure of the
RFID reader performance to read RFID tags in the correct sequence to the total number of bags with readable RFID
tags that are compliant with the Spec. Expressed as a percentage, it is defined as:

The Cross Read Rate for the RFID reader is equal to 100 times the ratio of bags read in the wrong sequence to the total
number of bags with readable RFID tags that are compliant with the Spec.;

A desirable objective for CRR would be below 0.5% for most applications. When determining baggage sequence for sortation
then a CRR of 0.01% would be desirable (assuming sufficient sortation, tuning and/or shielding)

𝑁𝑜. 𝑜𝑓 𝑏𝑎𝑔𝑠 𝑟𝑒𝑎𝑑 𝑖𝑛 𝑤𝑟𝑜𝑛𝑔 𝑠𝑒𝑞𝑢𝑒𝑛𝑐𝑒

𝐶𝑟𝑜𝑠𝑠 𝑅𝑒𝑎𝑑 𝑅𝑎𝑡𝑒 (%) = 100
𝑁𝑜. 𝑜𝑓 𝑏𝑎𝑔𝑠 𝑤𝑖𝑡ℎ 𝑟𝑒𝑎𝑑𝑎𝑏𝑙𝑒 𝑅𝐹𝐼𝐷 𝑡𝑎𝑔𝑠 (𝑆𝑝𝑒𝑐. 𝑐𝑜𝑚𝑝𝑙𝑖𝑎𝑛𝑡)

The table below defines what is included in the RRR and CRR read rates when system tests are performed.

The RFID baggage tags shall meet the requirements in the Spec and the criteria in the table below. A typical RFID system
acceptance test is based on the RRR performance and other requirements the vendor might have to bag spacing,
environment etc. varying depending on the system type (belt loader, sortation, claim, etc.).

43 IATA RFID Implementation Guide

 FACTOR INCLUDED IN RRR INCLUDED IN CRR
RFID Tag Issues NO NO
No RFID tag
Encoding issue
Double Inlays
Duplicate encoding
Stray tag
Tag placement issue
Dead tag – physically damaged
Tag performance issue

RFID Reader Issues YES YES

Incorrect reader configuration
Reader performance issue

6. RFID TAG PLACEMENT REQUIREMENTS

• In order to achieve the maximum, read rate, the RFID tag inlay should be placed in an area of the baggage tag which will
not be looped after being applied to the piece of luggage.

• In order to avoid damage to the tag, the chip and associated components should not lie open in the delivery form of the
baggage tag or after fixing to the luggage. The chip and associated components should be covered by backing liner or
be placed with the chip and associated components face into the thermal stock laminate.

• Reliable checking and programmability requires good interaction between the RFID inlay and the baggage tag printer
reader antenna. With the given position of the reader antenna in the thermal printers, the inlay should communicate, at
a minimum, within the area of 115 to 150 mm from the leading edge of the baggage tag. The chip and associated
components, and cross edges of the RFID tags inlay can potentially affect the printing of the bar code. Therefore, these
must be placed in the baggage tag with regard to the subsequent thermal printing of any ladder bar code. The two
components of an orthogonal bar code could be reversed.

• In the case of encoding an inlay whilst printing the baggage label, checking of chip functionality and programming in the
printer shall be finished before thermal printing. In the case of any malfunction, the baggage tag can then be printed
‘void’.

• If a printing embargo area exists, RFID chips should be located 121 mm (+ or - 4.5 mm) from the leading edge as defined
in Resolution 740, 8.3. Chips should not interfere with the readability of the printed bar codes. Care should be taken to
ensure a distance of not less than 18 mm exists between the inlay and last security die cut.

• The RFID baggage tag shall be attached in such way that it is not detuned by e.g. a metal suitcase/bag, nor shielded by
metal or liquids in the bag. The RFID baggage tag can be attached directly to a bag if it meets the requirements in the
Spec. when it is attached to the bag.

• When an overlay label (a label stuck directly onto the baggage) then the overlay must perform to the same standards
and requirements as an on-demand baggage tag containing RFID.

7. PRIVACY
Privacy is the protection of information that is available on or through the use of the baggage tag. Privacy falls into 2 areas
for an RFID tag. These are:

• Protecting the identity of a passenger: it should not be possible to read an RFID tag and determine or obtain the
passenger name or other directly identifying information regarding the passenger. This means that the passenger
name, frequent flyer number, etc, should not be recorded onto the tag

44 IATA RFID Implementation Guide

• Restricting a derived identification of an individual: the RFID tag acts as a unique token that can be used to track an
individual, even without knowing their specific identity. For instance, a tag “123” can be issued to a person in Airport A,
and then read again in Airport B. You can therefore determine that the passenger was in airports A and B, which can be
a privacy issue.

The result of this is that it must be possible to prevent a tag from identifying itself when the purpose for which the tag has
been issued is completed. All RFID tags have a KILL and UNTRACABLE command set. It is recommended to always use the
UNTRACABLE command rather than the KILL command, as KILL prevents operational recovery actions such as tracing from
being enabled with RFID.

Both of these commands need passwords to implement. These passwords are set at the time that the tag is encoded. The
password is to be set as follows:

RFID Usage Password setting

Inlay only (association)
Default (0000)
First flight number for journey, programmed during
Basic LPN encoding with Julian date
encoding
First flight number for journey, programmed during
Rich data encoding
encoding and locked
Reusable RFID Set by manufacturer

The tag may be made untraceable by having a terminating BSM (or XML equivalent) at the end of the passenger journey, as
the flight information is provided in the messaging, and the tag can be identified, and the untraceable command can be sent
to the tag. In the event that the bag is RUSH or other exception process is needed then the tag may be reactivated (useful for
resending on-hand bags to the required destination).

8. SECURITY
Security is how we protect the data (and architecture of the entire system) from unauthorized access. It is possible to achieve
security through several mechanisms. The primary mechanism for security of baggage data is through the architecture of
the overall system, and the principal that the tag is a reference into a record rather than having data on the tag that controls
the baggage journey. This data is protected either by being held on secure, private networks (type B messages) or through
asymmetric keys (XML).

Tags can be read by any party, but the data that they contain is a reference into systems that are inherently more secure than
the tag itself. The risks associated with this approach in terms of the tag itself and passenger privacy are addressed above.
Different levels of security can be implemented to further increase the tag security so that the tag cannot be changed by an
unauthorized party. This may be useful in the event that journey information is stored on the tag for specific airline and airport
applications. Note that all reconciliation processes as part of Authentication, Authorization and Accounting (AAA) must be
performed only against the data held in systems and never be performed against data stored on the baggage tag directly.
The additional levels of security that are possible are:

Level 0: label Tag Data can be written protected to stop potential changing of data.

• Permanent Lock of the data (no change possible)

• Password protected Lock using the Access password (only applicable to manufacturers of reusable tags)

Level 1: data integrity can be also secured by electronic signature, which is cryptographically calculated from the data, and
stored in addition with the message on the RFID Baggage Tag.

Level 2: tag Data can be encrypted by use of symmetric keys. This method is only suitable for closed applications since the
same keys need to be available in the printers and reader.

45 IATA RFID Implementation Guide

Level 3: tag Data can be encrypted by use of asymmetric keys. This method is suitable for open applications. This method
makes use of a key pair (private key/public key) where only the public key is shared among infrastructure parties.
In the case that encrypted data is used in the application, the encryption of the data is done on the systems side and the data
is directly stored on the RFID Baggage Tag.

RFID Usage Security Level to be used (all optional)

Fixed and unchangeable by design. The hardware
Inlay Only (association) encoding of the TID results in an unchangeable number
being issued.
Basic Encoding – LPN and Julian Date Level 0 – may be locked by the issuer.
Kill / Untraceable Password: Level 0 must be used.
Other data:
Rich data encoding
Online environment: Level 1, 2, 3 may be used.
Interline Environment: Level 3 may be used.
Kill / Untraceable Password: Set by manufacturer using
Reusable Tags level 0.
Other data: Level 3 may be used.
Security controls for back end systems are outside of the scope of this recommended practice.

RP1740c Attachment A – Equipment Methodology

1. TEST EQUIPMENT
The test equipment is designed to produce accurate, consistent, and repeatable RF measurements. A high-level layout of
the test equipment is shown in Figure 1. The major components of the setup are the anechoic chamber, the rotating test
platform, the antennas, and the measurement unit.

The anechoic chamber is designed to eliminate reflections of electromagnetic waves and provide an interference free
environment to accurately measure the performance of the RFID tag. The test platform in the chamber can be rotated 360
degrees in 30 degree increments to measure the tag in multiple positions.

The linearly polarized antennas are mounted at angles of 0 degrees, 30 degrees, 60 degrees and 90 degrees with respect
to the floor of the chamber and are named Antenna 1, Antenna 2, Antenna 3 and Antenna 4, respectively. The antennas are
mounted with their horizontal polarization plane parallel to the floor of the anechoic chamber. The antennas are directed at
a single incident point. This incident point is where the tag to be tested is positioned. The minimum distance between the
antenna and the incident point is 0.5 meters. The tag remains in the far field of all the four antennas during all the
measurements.

46 IATA RFID Implementation Guide

 Figure 1: High Level Layout of Test Equipment

The measurement unit can generate, transmit, receive, and process UHF RF communication. The measurement unit can
operate in the 860 MHz to 960 MHz frequency range, and the frequency of operation can be dynamically controlled in
increments of 1 MHz. The output power range of the measurement unit can be dynamically controlled in increments of 0.1
dBm. The modulator in the measurement unit supports double-sideband amplitude shift keying (DSB-ASK) modulation.
The Select, and Query commands are used to measure the performance of the tag. As shown in Figure 2, the measurement
unit sends a Select command with the ID value of the tag to measure. The Select command is followed by a Query command
for which the tag should reply with a random number. The random number response is used to validate the tag response,
and thus measure the tag performance.

Figure 2: Communication between Measurement Unit and RFID tag

47 IATA RFID Implementation Guide
2. TEST METHODOLOGY
The read sensitivity and associated backscatter signal are measured during the test process.
Read sensitivity of a tag, measured in dBm, is the minimum amount of power the tag requires to complete a successful
command sequence. The read sensitivity can be established by repeating the command sequence while increasing the
power sent from the measurement unit until there is a response from the tag. Sensitivity can be calculated from this power
level by subtracting cable loss, free space loss and any other losses in the measurement unit. The read sensitivity at a given
orientation is the worst (highest) read sensitivity across the measured frequency range.

Backscatter of a tag, measured in dBm, is the amount of power reflected from the tag when a successful command sequence
is completed at the tag at a specific sensitivity level. Backscatter is calculated by calibrating the power measured at the
receiver of the measurement unit with the loss/gain during the transmission. The backscatter power at a given orientation is
the worst (lowest) backscatter power across the measured frequency range

Four primary variables are altered during the measurement: frequency, power, test platform position, and measurement
antenna.

• Frequency Range: Each antenna measures the tag from 860 MHz to 960 MHz in increments of 1 MHz.

• Power Range: The tags are measured for response from -30 dBm sensitivity in increments of 0.1 dB until there is a
successful response from the tag for each of the frequencies from 860 MHz to 960 MHz.

• Test Platform Position: The test platform is rotated from 0 to 270 degrees in increments of 30 degrees.

• Measurement Antenna: At each test platform position, the tag is measured with four antennas. As shown in Fig. 2
and Fig. 3, the antennas, named Antenna 1, Antenna 2, Antenna 3 and Antenna 4, are mounted at 0 degrees, 30
degrees, 60 degrees and 90 degrees with respect to the test platform. The antennas are directed at a single
incident point. This incident point is where the tag to be tested is positioned.

Figure 3: Antenna Configuration

3. TAGS UNDER TEST
48 IATA RFID Implementation Guide
The process to select tags for the test begins with randomly selecting hundred tags from a continuous roll of 2000 dry and
wet tags. Sensitivity measurements should be run at 0-degree Antenna 1 on all the selected tags. Based on the distribution
on the sensitivity measurements, twelve tags should be selected to represent the best, worst, and average sensitivity at 865
MHz and 915 MHz. All the selected twelve tags should be tested against the Spec and all the tags should meet the
requirement of the Spec to be considered for a RFID tag model to meet the requirement of the Spec.
For the purposes of performance testing, a specific combination of RFID chip and antenna design is considered as a unique
RFID tag. Any change to the chip or the antenna design is considered as a new RFID tag.

RP1740c Attachment B – Spec

1. READ SENSITIVITY
The Tag should meet the following read sensitivity (dBm) requirements in the following test configurations through the
frequency range. All the tag samples tested should meet the minimum requirements.

1.1 Single Tag on Cardstock

Frequency 865 MHz to 868 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -10 -9.5 -9.5 -10

Position 30 -8 -8 -7.5 -8

Position 60 -5 -5 -3.5 NA

Position 90 -3 -2 NA NA

Position 120 -5 -5 -3.5 NA

Position 150 -8 -8 -7.5 -8

Position 180 -10 -9.5 -9.5 -10

Position 210 -8 -8 -7.5 -8

Position 240 -5 -5 -3.5 NA

Position 270 -3 -2 NA NA

Position 300 -5 -5 -3.5 NA

Position 330 -8 -8 -7.5 -8

Frequency 902 MHz to 928 MHz in steps of 1 MHz

49 IATA RFID Implementation Guide
 ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -14 -13 -13 -14

Position 30 -12 -12 -11 -12

Position 60 -9 -9 -8 -7

Position 90 -6 -5 -5 -4

Position 120 -9 -9 -8 -7

Position 150 -12 -12 -11 -12

Position 180 -14 -13 -13 -14

Position 210 -12 -12 -11 -12

Position 240 -9 -9 -8 -7

Position 270 -6 -5 -5 -4

Position 300 -9 -9 -8 -7

Position 330 -12 -12 -11 -12

1.2 Single Tag on Plastic

Frequency 865 MHz to 868 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -14 -12 -12 -12

Position 180 -14 -12 -12 -12

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -10 -8.5 -9 -8.5

Position 180 -10 -8.5 -9 -8.5

1.3 Single Integrated Tag on Rubber

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

50 IATA RFID Implementation Guide
 ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -5 -4 -3 -3

Position 180 -5 -4 -3 -3

1.4 Single Integrated Tag on Bag

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -10 -8.5 -9 -8.5

Position 30 -8 -7.5 -7.5 -7.5

Position 60 -5 -5 -5 NA

Position 90 -3 -1 -1 NA

Position 120 -5 -5 -5 NA

Position 150 -8 -7.5 -7.5 -7.5

Position 180 -10 -8.5 -9 -8.5

Position 210 -8 -7.5 -7.5 -7.5

Position 240 -5 -5 -5 NA

Position 270 -3 -1 -1 NA

Position 300 -5 -5 -5 NA

Position 330 -8 -7.5 -7.5 -7.5

The variation of sensitivity should be within 4 dB (+-2 dB) for any tag model that is measured.

2. READ BACKSCATTER
The Tag should meet the following read backscatter (dBm) requirements in the following test configurations through the
entire frequency range. The backscatter value in the table below is the minimum backscatter that should be observed at the
corresponding minimum read sensitivity value in section 1. All the tagged item samples tested should meet the minimum
requirements.

2.1 Single Tag on Cardstock

51 IATA RFID Implementation Guide
 Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -23 -24 -24 -23

Position 180 -23 -24 -24 -23

2.2 Single Tag on Plastic

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -17 -22 -22 -19

Position 180 -17 -22 -22 -19

2.3 Single Integrated Tag on Rubber

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -15 -20 -20 -17

Position 180 -15 -20 -20 -17

2.4 Single Integrated Tag on Bag

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -24 -29 -29 -25

Position 180 -24 -29 -29 -25

3. WRITE SENSITIVITY
52 IATA RFID Implementation Guide
The Tag should meet the following write sensitivity (dBm) requirements in the following test configurations through the
frequency range. All the Tag samples tested should meet the minimum requirements.

3.1 Single Tag on Cardstock

Frequency 865 MHz to 868 MHz in steps of 1 MHz

Frequency 902 MHz to 928 MHz in steps of 1 MHz

ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4

Position 0 -7 NA NA NA

Position 180 -7 NA NA NA

4. TEST CONFIGURATIONS
The Tag is measured when applied to the test material and the test material is placed on the platform such that the Tag is on
top as shown in Figure 1. The face of the Tag will be parallel to the face of antenna 4.

5. ENVIRONMENTAL REQUIRMENTS
5.1 Environmental RFID Tag Requirements

5.1.1 An RFID tag must be capable of operating in temperature ranges of -20°C to +50°C, humidity ranges of up to
99%, be water and chemical (glycol or other de-icing fluids) resistant, as well as to changes in atmospheric pressure.

5.1.2 Storage conditions: See RP1740a (Baggage Tag Media Quality Guidelines) for storage conditions and
specifications.

53 IATA RFID Implementation Guide

 5.1.3 The RFID tag shall have the ability that, if it is an integral part of the baggage tag, it can be supplied in both roll
and fan-fold format. See Resolution 740 (Form of Interline Baggage Tag) for overall roll dimensions and
specifications.

5.1.4 Mechanical Shock

IEC Series 68-2 (Mil Std 810E Method 516.4 Procedure I); 30g for 11 milliseconds, half sine pulse.

5.1.5 Random Vibration

IEC Series 68-2 (Mil Std 810E Method 514.4, Category 5, Procedure III).

5.2 Environmental Reader Requirements

The RFID environmental requirements may vary depending on installation location why below requirements only should be
used as guidance.

5.2.1 All fixed, mobile and portable RFID devices must be capable of operating in temperature ranges of -20°C to +50°C,
humidity ranges of up to 99%, be water and chemical (glycol or other de-icing fluids) resistant, as well as to changes in
atmospheric pressure. Certain site-specific conditions may require higher or lower operating temperature ranges and
environmental characteristics. Portable equipment, which is utilized in outdoor applications, must be rated NEMA 4 or
equivalent.

5.2.2 Portable RFID readers shall function correctly after a drop shock test IEC Series 68-2 (Mil Std 810E Method 516.4,
Procedure II); Height 1.5 meters to concrete.

5.3 Electromagnetic Compatibility and Nuclear Radiation Environment RFID Tag Requirements

5.3.1 The RFID shall function and maintain the integrity of its stored data.

5.3.2 In the electro-magnetic environment of air traffic; e.g. as an example in a maximum peak field strength of 200V/m
peak exposure level test for 1300MHz and 2800MHz to simulate airport radar exposures.

5.3.3 In baggage security check environments as an example having received a maximum x-ray exposure of 25mR or
an absorbed dose of 250uG.

5.3.4 After being exposed to cosmic radiation during flights, for example having received a maximum exposure to
thermal neutron bombardment from an 80mC Am241/Be source or its equivalent.

6. PERFORMANCE CHARACTERISTICS
Different applications demand different performance characteristics. As the inlay to be used cannot be controlled, the
performance characteristics are imposed by careful reader and software choices for each application, and each installation.

Baggage applications fall into two main categories. Main characteristics are shown below:

6.1 Reader characteristics for tracking

The RFID reader must meet the following requirements:

6.1.1 Be able to read baggage tags in a defined volume of space whilst the bag is either stationary or moving through
the volume

6.1.2 To support a RRR of at least 99.9%

6.1.3 Provide the required information in the required format at the required interfaces to adjacent systems.

6.1.4 RFID readers located on parallel belts must not interfere with each other.

54 IATA RFID Implementation Guide

 6.1.5 RFID readers located on one belt must not read RFID tags from an adjacent belt.

6.1.6 RFID readers shall comply with all national and international laws/requirements.

6.1.7 RFID readers shall send an application identifier as part of the powering or wake-up signal.

6.2 Reader / Writer characteristics for sortation

The RFID Reader must meet the following requirements:

6.2.1 Be able to read a tag as it passes through a reading window, nominally 1 m × 1 m perpendicular to the flow of the
baggage, with the tag in any orientation relative the x, y and z axis.

6.2.2 Be capable of reading RFID tags passing the reader at conventional (conveyor) speeds. This may be up to 3.6 m/s (11.8
ft/s) with a tag separation of 15cm (5.9 in), in all axes as a minimum requirement or at greater belt speeds with proportionately
larger separations.

6.2.3 Be able to correlate the received information unambiguously to the related bag and should optionally be capable of
reading and writing to multiple or individual RFIDs at the user’s discretion.

6.2.4 Provide the required information in the required format at the required interfaces to adjacent systems.

6.2.5 RFID readers located on one belt must not read RFID tags from an adjacent belt.

6.2.6 RFID readers shall comply with all national and international laws/requirements.

6.2.7 RFID readers shall send an application identifier as part of the powering or wake-up signal.

6.2.8 RFID readers located on belts must not read tags on baggage passing by the belt, for example being carried by
personnel or being driven past in a baggage car.

6.2.9 Where applicable, reading the RFID tag in proper sequence with other tags (singulation) and linking the RFID data to the
underlying tracking system.

55 IATA RFID Implementation Guide

Appendix 2
RFID CASE STUDIES
1. HKG / Hong Kong International Airport Case Study

Overview

Hong Kong International Airport (HKIA) is the world’s third‐busiest international passenger airport, serving over 72.9 million
passengers from 420,630 air traffic movement in 2017. Being one of the most important cargo hubs, HKIA has been ranked
as the world busiest airport for international cargo since 1996. In 2017, the total throughput has exceeded 5 million tons for
the first time.
Being one of the most high‐tech cities in Asia, HKIA was also one of the pioneers in RFID application for baggage handling. In
2003, HKIA started planning to apply RFID technology on the baggage handling system and the baggage reconciliation
system to enhance the service performance. The application area included check‐in counters, transfer baggage handling
area, baggage handling system and the baggage make‐up (lateral) area. All the RFID facilities, baggage tags and infrastructure
were provided to each airline by HKIA for their daily operation. Two years later in 2005, full RFID mode Gen‐1 operation was
in service. HKIA also became the first airport to apply RFID technology to both baggage sortation and reconciliation service.
In 2010, HKIA rolled out 21” RFID integrated tag to all airlines in the airport and migrated to RFID Gen‐2 operation.

In 2017‐18, HKIA further enhanced the reconciliation process by integrating RFID readers into the baggage lift assist device.

Upon the advancement of technology, the RFID application in HKIA becomes better established and plays an indispensable
role in the airport’s daily operation. There was a significant improvement on the sortation read rate which effectively enhanced
the baggage handling system efficiency and processing capacity. In the coming future, all the RFID baggage tags and labels
will be upgraded to 512‐bits baggage tags to allow more sortation information to be stored such that the use of fallback tag
can be avoided. In addition, HKIA shall collaborate with other airports and airlines to promote the use RFID tags to improve
transfer bag handling process.

The Challenge
During the initial implementation, HKIA has faced several technical and operational challenges. For instances, RFID labels
(used for transfer bags) sometimes came off accidentally due to poor glue quality. In addition, some RFID tags or labels were
unable to be detected due to the unsatisfactory tag/label quality. In that cases, baggage would have to be handled by manual
coding station as no signal could be received by the RFID reader. It eventually slowed down the whole baggage handling
process.

Apart from label issues, the RFID readers sometimes encountered difficulty in scanning the right baggage tag or label
correctly. As the scanning system may accidentally scanned the adjacent baggage tag, information of different baggage
could be possibly mixed up which would result in confusion or even short‐shipping in baggage handling.
In addition, great concerns were raised by the workers over the impact of RF radiation on health as vast amount of RFID
equipment would be installed in the baggage hall.

56 IATA RFID Implementation Guide

Solution Design and Roll Out
HKIA recognized that special tags/labels should be used in order to avoid further operation problems. Therefore, HKIA worked
closely with their supplier to conduct a study on better bag tag option. To address the stickiness issue, HKIA worked with
their supplier to research on different suitable glues which could last for 48 hours on most materials. Comparisons and
experiments were made to find out the most suitable bag tag for HKIA.

To address the detection problem, the suppliers’ quality check process was carefully reviewed by HKIA. Tag testing are
required upon new delivery. It ensures that the quality of their baggage tag will be up to the airport’s standard.

Consequentially, the no‐read failure rate was successfully reduced from 2% to 0.05%.

Apart from the tag issue, HKIA also researched for better alternative material for RF shielding to separate the adjacent bags
from the scanning signal. Finally, HKIA designed a special wired mesh which costs only 10% of RFID curtain. It successfully
reduced the chance of cross‐reading and increased the baggage handling accuracy.

In response to the union’s concern on health issue, HKIA invited a local university to conduct surveys in the baggage hall and
confirmed that the field strength is well below international limit.

RFID technology has always been one of the most important development directions of HKIA as it is effective, efficient and
reliable. HKIA, as a regional hub, will continue improving their services and advancing their application on RFID technology.

Results
• Reduced volume of mishandled bags (by using the combination of RFID and barcode)

• Improved operation efficiency by seamlessly integrating reconciliation process into the loading activity

• Improved loading record / manifest accuracy

Key Success Indicators

• Improved sortation read rate to 98% (from 80% before).

• Reduced lost bag cases

• Reduced no‐read cases

The Path to Success

• Engage and work with subject expert on the system improvement

• Involve different airport stakeholders in RFID related decision making

• Continuous studies and experiments on the tag’s options and facilities

• Collaborate with other international airports and to promote the use of RFID tag and its collaboration

57 IATA RFID Implementation Guide

2. LAS / McCarran International Airport Case Study

Overview
McCarran International Airport, serving the Las Vegas Valley and Clark County area, is owned and operated by Clark County,
Nevada. In 2016, McCarran Airport serviced 45.4 million passengers, making it the 8th busiest airport in the USA, and number
26 in the world, seeing over 530,000 aircraft movements a year. Over 30 airlines operate out of McCarran International, and
is a major focus city for Southwest Airlines, the airport’s leading carrier in departures and passengers carried. It is the 2nd
largest “origin/destination” airport in the USA, driven by tourism and convention traffic.

In 1997, the airport introduced Common Use Terminal Equipment (CUTE) and extended these services to all airlines operating
at McCarran International. Setting a new paradigm for US airports designed to better utilize airport facilities and infrastructure,
technology services typically installed by each individual airline company were now provided by the airport, including
baggage services and systems. Eight years later, and in line with a common systems approach using AEA Auto RFID encoding
for all airlines during tag printing, McCarran International also installed an airport-wide Baggage Handling System (BHS) to
replace fully manual processes airlines used to check, load, and deliver passenger baggage.

A significant and integral part of this new system was the introduction of RFID bag tags for all bags originating at McCarran
International, allowing the airport to provide all of its airline partners a vast improvement in baggage processing through faster
delivery, efficient use of the campus infrastructure, and lost baggage from high levels to almost zero.
Since the RFID BHS has been installed, many incremental changes and improvements have been implemented, such as
provisions for improved inline Transportation Security Administration (TSA) screening (now on PGDS v6), additional scan
points, full system redundancy, and software upgrades. The current system allows dual-read capability for both RFID and
barcode tags according to IATA standards.

The Challenge
The initial requirement passed down from the TSA for “inline” baggage screening (incorporating X-Ray scanning devices
within a baggage conveyor system) came in the form of a document called the Planning Guidelines and Design Standards
(PGDS). McCarran International only processed baggage manually at this time, without the ability to process and direct
baggage using barcode technology over a BHS. In order for McCarran International to comply with PGDS, an automatic
baggage processing had to be installed. Because the airport was on common systems, the solution needed to accommodate
multiple airlines at different locations, installing the system at two different terminals.

Solution Design and Roll Out

McCarran International understood the project to be large and significant in scope, with firm compliance elements as
specified in the PGDS. Due to the complexities and domain knowledge needed to install a baggage management program,
the airport started with a reputable industry consultant, providing comprehensive process and design based on best
practices. Also included in the planning phase were the various stakeholders at the airport, particularly the TSA and airline
management.

For McCarran International, a technology transition was not a factor since they were moving from a manual environment. The
airport decided on RFID as the technology for baggage tracking from the start because it had the highest read-rate able to
provide accurate, real-time data combined with lower maintenance costs.

The TSA gave a full endorsement due to accuracy in tracking, and airline stakeholders were supportive as long as the system
was backwardly compatible with barcode IATA-compliant bag tags able to communicate baggage messages back to their
host systems.
58 IATA RFID Implementation Guide
The system was deployed using the Vanderlande BHS for sortation, scanners by Motorola/Zebra (able to read from the sides
and from below), bag tag printers from IER doing AEA Auto RFID encoding, and consumable paper bag tags from Print-O-
Tape with Avery Dennison AD-550m5 RFID inlays. It is comprised of X “pods”, or fully closed sortation systems servicing
Terminals 1 and 3. In order to guarantee “singulation” (the ability to read bag tags one at a time), inline curtains are installed
which block RFID-band signals from reaching nearby bags behind and ahead of the targeted bag. For each pod, there are four
read points: inception, ahead of TSA, after TSA, and bag make up deposit.

Data read from the RFID tags are decoded and packaged into Baggage Sortation Messages (BSM’s) with software developed
by McCarran International, which are then sent via Type B to airline host systems.

For transfers between domestic and international (and vice versa), McCarran International utilizes “pier tags”, or RFID tags
which stick on baggage without the need for issuance by a bag tag printer. This method allows bag tracking for passengers
who have not originated in Las Vegas.

Results
• Complete visibility regarding baggage movement from check in/transfer to bag make up.

• Data and Statistics on baggage:

o Average time for delivery – alarms if beyond expected timing (pro-active bag monitoring)
o Exact units selected and inspected by TSA
o Total baggage counts by airline/time/date
o Reconciliation with host and BRS through message interface (BSM/BPM)
o Throttle BHS to avoid bottle-necks back-ups and control congestion

• Immediate service and information for airline customers

Key Success Indicators

• Exact bag count is determined

• No disruption to process at check-in; only change to the technology.

• Precise lost bag count is known about specific units.

• Bag tag read: 99.5% monthly average.

Lessons Learned
• Shielding: Be cognizant of the need for addressing shielding. (For LAS, initial design did not provide for shielding.
McCarran International quickly realized that they needed a shielding solution). Power settings are also important, as
are the points at which the tag is scanned. All of this has to tuned for a particular installation.

• There are different methodologies for differing implementations (e.g., zone versus specific bag tracking). Give
adequate consideration to all parts of the process (at a micro level).

• Architect the system in a manner such that the controls are at the machine layer. This means that the system can
continue to process bags without a persistent connection to the database.
• Consider separation distances.

• Testing, testing and testing

59 IATA RFID Implementation Guide

3. MXP / Milan Malpensa Airport Case Study

Overview
Milan Malpensa, which has been in operation since October 1998, is one of the most important airports in Europe servicing
25 million passengers in 2018, offering 2,900 direct flights each week and numerous long-haul destinations. Malpensa was
initially planned as a ‘point to point’ airport but was used as a hub by Alitalia for the first 10 years. This hub status encouraged
SEA Milan Airports, the owner and manager of Linate and Malpensa Airports, to make significant enhancements to the
airport’s Baggage Handling System (BHS) and continuously improve baggage processes. As traffic grew, the capacity of
Malpensa’s BHS increased to 14,500 bags/h with 4,500 transfer bags/h and 2,000 short bags/h, which drove SEA to invest in
new technologies, including Radio Frequency Identification (RFID) to further improve baggage handling.

The Challenge
When Malpensa airport’s baggage system and baggage processes reached satisfactory results in 2006, Malpensa decided
to tackle two lingering problems which were affecting baggage performance: barcode reading rate which was too low (93%)
and the absence, for many flights, of the BSM (approximately 20% of transfer bags needed to be manually encoded). This is
what drove Malpensa to adopt RFID technology, considering it as a step towards the future and as the final improvement to
their baggage system. The timing seemed right, with the costs of RFID tags having come down and the Italian government
having accepted the European regulation liberalizing the use of RFID in the UHF band.

Solution Design and Roll Out

Malpensa had been following RFID technology for several years and in 2008 decided to install a complete RFID system in
their BHS in Terminal 2, without the need to go through a pilot phase. Malpensa was the 1st airport in Europe and the 3rd in the
world, after Las Vegas and Hong Kong, to use RFID technology for baggage sorting. The completely automated RFID system
is provided by the airport to all carriers and is capable of fully substituting the old barcode technology. The system uses
passive tags and is compliant with IATA RP1740c and Gen 2 standards. The airport provides RFID tags at check in for airlines
operating at T2. The RFID system, supplied by Lyngsoe Systems, covers 65 check-in desks, 6 RFID reading points, 1 RFID
writing point, 18 antennas and 4 readers. The central RFID server is connected to the BHS, the airport system and the
Baggage Reconciliation System. The BHS can work in 3 different ways: barcode only (as before the RFID installation), RFID
only, and RFID/barcode combined readings in order to achieve the highest rate. The goal of RFID within the BHS being to
associate the reading with a physical bag, singulation and correct sequence are essential to start the tracking and sort the
bag to its destination pier.

Malpensa therefore decided to use a powerful singulation algorithm, different from the ‘tunnel solution’ (where only one bag
is read at a time) and entered the era of the ‘open cage solution’ (where multiple bags are read at the same time). As it was
challenging to limit the field created by the antennas, the choice was not to limit it at all and to use
the readings from different bags to feed a new algorithm, which is in charge of creating the right bag sequence. This was
possible thanks to a new type of reader, capable of evaluating the power of the tag response (backscatter). The singulation
algorithm, which took signal strength into account and offered variable window length, allowed to obtain a ‘cleaner’ read field,
faster readings and to eliminate the need for curtains.

The reporting system recorded all the data necessary to evaluate RFID read rates and compare these to barcode read rates,
with a specific table comparing the data provided by RFID and the data provided by the ATR, the different values, highlighting
multiple reads and no-reads. Each bag has a file in which, besides the readings and general information, a photo helps identify
the causes for any incorrect reading (metal bags, torn tags, etc.) The RFID system reached the following performance:

60 IATA RFID Implementation Guide

• 100% reading rate for up to 1,000 bags in a row

• 99.92% reading rate in very challenging conditions (>8,000 bags, high throughput of 2,000 bags/h.)

According to MXP, RFID has another important advantage as the airport anticipates that they won’t need BSM in the future
when the cost of ‘large memory tags’ decreases. Bag data will be stored on the RFID tag itself, reducing the number of
‘unknown’ bags in the system due to the lack of messaging, thus avoiding manual encoding operations which cause an
increase on sorting times and a risk of human error.

As a next step, Malpensa is now considering expanding RFID infrastructure to Terminal 1 and introducing it for Arrivals
tracking in both Terminals.

Results
• Reduced volume of mishandled bags

• Improved tracking

• Improved sortation times

• Completely automated system: no manual encoding stations and zero labor costs

• Lower costs of RFID reading positions compared to barcode ATRs

Key Success Indicators

• Improved sortation read rate by 7% to ~100% (from 93% in 2007)

• Improved BHS capacity

• Reduced lost bag cases

• Reduced no‐read cases

The Path to Success

• Work with subject matter experts on system improvement, such as the development of a singulation algorithm and
the elimination of the need for shielding.

• Evaluate performance of RFID system and ‘valid readings’ by taking into consideration distance between bags and
belt speed.

• Engage in tests and experiments with different suppliers on inlay options, tuning as well as reading and writing
features.

• Explore the possibility to stop relying on BSMs in the future by using large memory tags.

• Collaborate with other international airports and air carriers to promote the use of RFID globally and solve the
challenge of the lack of incoming RFID tag

61 IATA RFID Implementation Guide

4. AER / Sochi International Airport Case Study

Overview
Sochi International Airport is located in the Adler district of the city of Sochi. Sochi International Airport is within the top10
Russian airports in terms of domestic passenger traffic. The airport route network includes 60 domestic and international
destinations. In 2017 the airport handled over 5,7 million passengers. During the Winter Olympics, the airport was capable of
handling up to 3,800 passengers per hour. Forty air carriers perform scheduled and charter flights from Sochi.

Challenges
Passenger traffic and baggage volumes at Sochi International Airport (AER) have more than doubled since 2013, resulting in
an increase of:

• Bag numbers simultaneously serviced flights and extensive load on Baggage Sorting Area

• Time to identify specific bag and prepare baggage for a specific flight

• Baggage offload operations caused by passengers not allowed to proceed on board of their flights or failed to show
at their Departure gates in time

• Mishandled bags and financial compensations to affected passengers

• Workload related to baggage manifests and reports preparation

Key reasons of project initiation

Sochi International Airport came to the decision of trailing RFID because of the following reasons:

• Identifying the potential of enhancing Baggage Handling and Tracking operations without significant capital
investments in Sochi International Airport’s infrastructure (i.e. implementation of an automatic BHS).

• Identifying of RFID technology advantages for Baggage Handling and Tracking in the airport

• Compliance checking with IATA Resolution No.753.

• Collection, reporting, and analysis of baggage related data.

• Improving passenger experience.

Solution design
Selected Check-In counters operating under RESA CREWS CUPPS Common Use platform were equipped with IER-400 RFID-
Enabled Bag-Tag Printers. During Check-In/Bag Drop Off process, bag tags, equipped with Mikron inlays with NXP’s UCODE
8 chip, were automatically encoded and information about RFID Tag ID was transmitted to airline’s Departure Control System
(DCS) for processing during later stages.

The system integrator Longest Chance and Mikron equipped Sochi International Airport Baggage Sorting Area with a
combination of fixed and mobile RFID readers to achieve close to 100% read rate, as well as Baggage Information Screens
to enable fast baggage identification and sorting by Sochi baggage handlers. The solution has enabled Sochi Airport to start
gathering and analysing baggage related data for the very first time to improve Baggage Operations planning and
management.

62 IATA RFID Implementation Guide

Results and Lessons Learned
The following results were identified and confirmed by the Sochi International Airport:

• The RFID-enabled solution has demonstrated the ability to increase productivity of baggage makeup operations by:
o The average time spent on the search for a piece of baggage - 5.6 seconds, movers do not feel so tired (4300
bows, 15% (645) useful actions per shift on each)
o There is much less visual Bag Tag check required (less eye tiredness)
o Eliminates the problem of luggage misplacement (reliably assures that bags are loaded in the right cart)

• Due to the introduction of RFID-enabled baggage solution, Sochi International Airport is now able to improve
baggage operations efficiency: preparation of container sheets and baggage manifests – decrease from 3 minutes
to only 50 seconds, single piece of baggage processing from 2.9 minute to piece of baggage up to 1 minute
(replacement of paper Bingo cards by automatic Baggage Management and Tracking System), Bag Offloading from
a flight is reduced from 7 minutes average to just 2-3 minutes.

• Especially airports, who do not have and/or are not able to afford automatic Baggage Handling System (BHS) and are
budget limited to implement costly generic BRS solution with high priced Baggage Messaging Distribution
subscription, benefit from a RFID solution.

• The achievable read rate can be extremely close to 100% (0% reading failure rate during Sochi pilot trial). Beyond
the excellent read rate the system quickly and effectively provides Baggage Handling and Tracking processes
automation.

63 IATA RFID Implementation Guide

5. Delta Air Lines Case Study

Overview
Based in Atlanta, Georgia, USA, Delta Air Lines is the second largest airline in the world in terms of passengers carried (183
million in 2016), and the lead member of the SkyTeam Alliance. They are also the second largest airline in terms of number of
aircraft at 1,330, and in revenue at USD$40.5 billion. Their primary hub is Atlanta/Hartsfield-Jackson International Airport
(ATL), but have major hub operations at JFK, DTW, MSP, SLC, LGA, NRT, and AMS. Delta is considered a “legacy” carrier,
having been in business since 1924, and now serves over 330 destinations in over 55 countries.

In 2014, Delta began to explore replacing and updating its in-house baggage systems used since the early 1990’s, which was
based on barcode scanning at various points along the baggage process. Delta wanted more accurate information on where
checked baggage was, allowing it to improve its service to passengers and obtain more data about the process.

In 2016, Delta began rolling out their new baggage solution using RAIN UHF RFID bag tags at 84 primary stations, investing in
new scanners, printers, infrastructural software, and mobile application modifications. They are using Auto RFID encoding as
defined by AEA since 2008 (now the IATA Technical Peripheral Specification (former AEA) 2018 Edition).

The Challenge
Among many operational improvements, Delta Air Lines decided to address the following in an effort to improve the overall
passenger experience:

• Rolling out a standard solution to over 300 stations taking into consideration:
a/ Program Management across a global network of stations.
b/ Variance between airports; certain airport authorities were controlled using CUTE Systems
c/ Designing and selecting homogenous technical solution from bag tag generation to mobile application

• Improve read rate of ~97% yielded by barcode solutions:

a/ Automate as much of the manual processes as possible
b/ Achieve at least 99% read rate system-wide

• Recovering the cost of capitalization for a system-wide RFID deployment.

Solution Design and Roll Out

In 2015, Delta Air Lines launched its first RFID pilot sites at Baltimore/BWI and Las Vegas/McCarran airports. In the case of
BWI, Delta Air Lines equipped the site with devices it acquired on its own, including RFID-enabled printers from Unimark for
use at check-in along with Zebra hand-held RFID scanners at bag make-up and on the ramp. At McCarran International, Delta
Air Lines mostly used the RFID infrastructure (using AEA Auto RFID encoding) provided by the airport, supplemented with
Zebra hand-held scanners for ramp scanning. Bag tags provided by MT&L using Avery Dennison AD-550m5 RFID inlays were
used at Delta Air Lines stations, and Print-O-Tape at LAS since they were already the defacto standard at McCarran
International. After months of gathering results and data at these two airport locations, the concept produced improved read
results significant enough for Delta Air Lines to proceed into production.

Throughout 2015 and into early 2016, a number of in-house trials, lab tests, and product demonstrations took place with
several RFID and airport IT providers, allowing Delta Air Lines to finalize its production configuration. The requirements for a
system-wide deployment were as follows:

• Eventual deployment to 344 stations

64 IATA RFID Implementation Guide

• 3,800 RFID bag tag printers using AEA protocol for Auto RFID

• 4,600 inline scanners

• 600 pier and claim readers

• 1,500 ramp belt loader scanners

Roll-out began in mid-2016 to the most significant stations on the Delta Air Lines system, 84 in total. The deployment had a
heavy requirement on program management since the stations receiving the update were a mixture of Delta dedicated sites,
complex hubs, and common use airports receiving services from multiple providers. Coordination was a key element, which
demanded careful planning along with well-orchestrated execution when considering airport relations, supply chain and
vendor management, installation, and testing. Lastly, seamless operations were required while transitioning from an older
barcode system.

Results
• Immediate service and baggage information for passengers through mobile application

• Real-time baggage status for airport and system management

• Read rate improvement from ~97% to 99%

• Working model for airlines to adopt RFID technology for baggage

Key Success Indicators

• Bag tag read rate – 99% system-wide

• Improved baggage loading rate by 10%

• Reduced mishandling rates by 13%

• Faster IROPS recovery in knowing where each bag is located

• Reduced bag handling injury rate by 21%

65 IATA RFID Implementation Guide

6. EWR / Newark-Liberty Intl Airport Case Study

Overview
Newark/Liberty International Airport (EWR), owned by the Port Authority of New York/New Jersey (PANYNJ), is one of the
USA’s largest and busiest airports, moving around 40 million passengers from 420,000 aircraft movements annually. It
includes New York City and Northern New Jersey within its catchment area and serves as a major hub for United Airlines. All
major US airlines serve EWR along with 23 international airlines.

Terminal B is the airport international terminal, with 15 gates able to manage foreign arrivals and departures, including
customs, immigrations, TSA screening, full host access through common use infrastructure, and baggage services. The
community of international airlines using Terminal B have historically relied on shared contracts with suppliers for many of
these services, however recently, PANYNJ is assuming all these services, including baggage movement.

PANYNJ now provides conveyor systems beginning behind passenger check-in counters for all of its 150+ agent positions,
sending baggage via singular baggage handling path to the bag make up room. At the other end, baggage handlers load carts
and ULD’s (Unit Load Device) to be taken plane-side. Unlike consolidated Baggage Handling Systems, there are six main direct
paths from check in bag make up in Terminal B. Within this track, bags were screened by TSA scanners, and if flagged as
“positive”, had to be diverted for manual inspection.

Challenges
Bags which were placed on the belt at check in had no visibility between inception and drop off at bag make up using
traditional barcode bag tags produced by check in printers. Optical readers were not present anywhere between inception
and drop off, including TSA inspection paths and stations. There was no means of tracking and measuring travel time, and at
times bags would become lost without any information on cause or location. Airlines requesting information from PANYNJ
on lost bags were regularly not receiving anything, data was simply not available.

Additionally, PANYNJ was also aware of the upcoming IATA Resolution 753 baggage tracking requirements which
indicate a minimum four tracking points including inception (check in). The challenge was putting a solution in place that would
provide a high degree of visibility with almost 100% accuracy while using the same process in checking bags.

Solution design and rollout

Given the absence of any form of tracking technology at Terminal B or a complicated BHS, PANYNJ were not encumbered by
the cost of a conversion from an existing system. With the help of industry consultants and airline partners, they opted to test
the most reliable tracking technology on the market with RFID bag tags.

PANYNJ management selected Honeywell/Intermec bag tag printers producing Print-O-Tape bag tags with Avery Dennison
AD-550m5 RFID inlays, using Impinj speedway scanners at multiple points along the conveyor system. Starting with one of
six main check in banks to prove the concept, the trial started in January 2016 with eight check in positions. Since then, MCS
Automation has provided management of the trial and subsequent expansion plans using professional services and software
products.

Full roll out to the remaining check in banks, including 43 new Impinj scanners and 120+ Custom bag tag printers is expected
to be completed by December 2017, which will cover all international baggage movement in Terminal B. The final step is a
plan to launch a common Baggage Reconciliation System (BRS) for Terminal B airlines with Brock Solutions SmartBag BRS,
which will include data integration with RFID baggage to provide an end-to-end (bag check in to aircraft) solution.

Results
• Complete visibility regarding baggage movement from check in to bag make up:

66 IATA RFID Implementation Guide

• Data and statistics on baggage:
o Average time for delivery – alarms if beyond expected timing (pro-active bag monitoring)
o Exact units selected and inspected by TSA
o Total baggage counts by airline/time/date
o Reconciliation with host and BRS through message interface (BSM/BPM)

• Immediate service and information for airline customers

Key success indicators

• Exact bag count is determined

• No disruption to process at check-in; only change to the technology

• Precise lost bag count is known about specific units - currently < 1 per month

• Bag tag read rate - 99.5% monthly average

• Reduction in calls from airline customers - < 1 per month

• Reduced lost bag claims

Lessons learned
• Establish a project budget

• Engage and work with subject experts

• Prove the concept through a trial

• Involve stakeholders in decision and project phase

67 IATA RFID Implementation Guide

Appendix 3
TRANSITION TO RFID – KEY BASICS
(This part could be used separately to the rest of the Implementation Guide)

1. RFID and other scanning technologies can co-exist

Despite facts being established that RFID bag tracking produces higher read rates, better location data, and eventual
decreases in mishandlings, it is not a technology that needs to be installed as mutually exclusive. RFID infrastructure, bag tag
printers, and consumable tags can all be utilized concurrently with existing bar code installations and may be thought of as
an enhancement of bar code capability. If operations and budget considerations disallow a full replacement of RFID for bar
code, a controlled and stepped deployment is recommended.

a/ How RFID is able to complement existing scanning technology

When viewing RFID as a means to supply data on bag tags, the only difference between RFID and bar code is HOW they collect
this data. Looking at key components, we can point out how RFID is actually a replication to bar code:

1. The bag tag - going forward, the same thermal print bag tag will contain a new component we refer to as the inlay. So, the
inlay is going to supplement the bar code tag, not change or remove anything. In fact, the new tag will now do both bar code
and RFID.

2. Hand held scanner - there are essentially three types of hand-held terminals which are offered for the reading of bag tags.
First, older models which scan bar codes with a laser. Secondly, a combination device that can both use laser scanning and
produce RFID UHF signals. And thirdly, newer and lighter models which work with smart-phones that only produce RFID UHF
signals.
All types communicate the data they collect via Wi-Fi and/or 3G/4G cellular network. During a bar code to RFID migration, it is
recommended to use the second “hybrid” type.

3. Fixed reader - this is the type of device that is attached to a building, a vehicle, or the aircraft itself. Many optical scanners
used for bar code data reading are fixed as well. Both RFID and bar code devices are placed at optimal reading points, almost
always along conveyor belt systems. They both may be connected to the airport network via wireless (Wi-Fi) or via Ethernet
cable. It should be noted that in the case of RFID, “line of sight” is not required, only the ability to confirm a minimum signal
strength. This means RFID readers can complement bar code in areas where line of sight is difficult or impossible.

4. BSM preparation - Baggage Source Message, or BSM, contains the essential data needed to enable the airline host to
understand and record baggage status...where the bag is and when. There are several fields which describe the bag, and
these fields are identical when reading data from an RFID chip as well as the bar code, save one element, known as “.M”. This
is supplemental in the case of an RFID read since this field contains added data for identifying the tag with more certainty.
Both bar code and RFID use the tag “license plate” data, or host-generated bag tag number (also known as Licence Plate
Number - LPN). In RFID, another chip identifier, considered unique, is also used (commonly called a TID), and BSM’s generated
after an RFID tag is read uses this number in the “.M” field

68 IATA RFID Implementation Guide

b/ Using RFID to expand on tracking capabilities

A viable path to initiating RFID reading capability is to simply add new tracking points to areas within the baggage
infrastructure that were not able to effectively use optical readers, or areas which are new and supplemental to the baggage
tracking system, such as arrivals belts or carousels. Some operations will find this the simplest of migration options since it
offers less complexity.
In this scenario, end devices are RFID only, capturing baggage data that will enhance the output information in terms of what
is seen when using older bar code/optical devices. Some modifications may need to be made at the data integration level, as
discussed above under BSM Preparation. The RFID scanner/end devices are added to existing network infrastructure, which
may need to be extended into the new coverage areas, and subsequently connected to back-end servers for Type-B
messaging preparation and BHS/DCS processing.

Regarding bag tag issuance at check-in, all bag tags need to be RFID capable (using those with RFID inlays) since baggage
will pass from bar-code to RFID scanning environments, perhaps most likely in the arrival step:

Step : Check-In -> Bag Make Up -> Departure Load -> Arrival Unload /Claim
Read Type : Bar code Bar code Bar code RFID
RFID can also be introduced at more than the arrivals, this largely depends on a given operational requirement and capability.

c/ Migrating to a complete RFID system

This scenario assumes a full replacement takes place, removing bar code/optical systems and installing RFID capability in its
place. Two main approaches are presented, and there are key considerations to each:

1/ Phased migration - replacement in phases

The airport campus or the airline network can be broken into manageable segments that are converted sequentially. The
method is used when resources are not available to complete the project in its entirety. This enables RFID technology to
impact baggage performance earlier rather than later.

For the airport, this might mean deployment at check-in first, followed by baggage room, ramp services, and finally
arrivals/reclaim. Airports might also define phases based on availability and capability of network and infrastructure.
For an airline, the project might start with the hub airport, followed by focus cities, and finally deployment to out-stations
feeding the hub/focus cities. The airline might also choose to deploy on a regional basis, depending on logistics, airport
availability and cooperation, and project resources.

2/ Full installation - complete cut-over after full installation

Sometimes referred to as a “big-bang” or “knife-edge” cutover, the entire RFID system is deployed and kept in a test/non-
production state until all components are installed and verified. The full installation can be pre-empted using a proof-of-
concept or soft launch to gain valuable information about performance and planning.

The advantages of a “big bang” cut-over are less cost (due to less operating expenses than those seen in the phased
approach) and a faster return on investment (ROI). The upside metrics of using RFID bag tags occur faster when performing
a full deployment.

69 IATA RFID Implementation Guide

2. Considerations when installing RFID

a/ Understanding the radio energy in and around the airport

Airport terminals, ramp areas and baggage rooms experience a myriad of electro-magnetic energy, particularly in the radio
bands (100 kHz - 10 gHz). UHF/RAIN RFID is the frequency type (860MHz to 960MHz) used for scanning bag tags, and many
other applications use UHF, such as Wi-Fi. In order to avoid interference, or “noise”, which can degrade read rate integrity, it
is vital to know what frequencies are being used on the airport campus, and if these might cause potential signal degradation.
Typically, a survey can be performed to determine co-channel interference, adjacent channel interference and impulse noise
presence. A spectrum analyser can be used to identify the location and strength of these energy sources, and the resulting
“heat map” is the report which illustrates location and signal strength by frequency.

b/ Regulatory environment; is permission needed?

City and provincial/state regulations and permits may need to be obtained to allow operation in radio frequencies on grounds
and buildings serving the public. While this is not a requirement in most locations, it should be checked and verified.

c/ Scanning techniques, placement and options

Understanding where other radio frequency emitting devices exist is an important consideration with regards to placement
of scanning devices. Infrastructure is also a factor in proper installation; walls, metal duct work, metal conveyor systems,
elevator shafts, jet bridges, even aircraft can create interference and “shadowing” (blocking or bending radio signals).
Using techniques to determine noise and signal strength can also be used to indicate best placement for both permanent
and mobile scanners/readers. Using the combination of a spectrum analyzer and an actual hand-held device can be very
effective in identifying areas with the strongest signals.

d/ Bag tag production

In the pre-RFID environment, bag tags are produced on 21” paper stock with adhesive backing, printed using thermal devices.
RFID bag tags use those same paper tags, but now include an RFID inlay inserted between a two-ply design. Two elements
must be modified; the bag tag and the device which produces a completed bag tag.
This approach essentially requires not only that the tag be printed as before, but now the RFID inlay can be encoded with the
some of the baggage data elements seen visually. This additional encoding step can be accomplished in one of two ways:

Encode during print - the very same device which performs the thermal print will also encode the RFID inlay using radio
technology. The commands and data exchange to/from the host DCS interface with the printer’s firmware to ensure the
complete transaction. (With AEA 2018, there is now standard way for the printer to communicate the TID of the chip back to
the DCS as part of the Print OK message.)

Encode after print - only thermal printing is performed on RFID bag tag stock using a bag tag printer, and no encoding takes
place. The un-coded bag tag is attached to the passenger’s bag, and an additional hand-held device, PDA attachment or
proximity encoder can then “see” the tag. The agent is able to generate a command to encode the printed tag.

e/ Stakeholder involvement

Using RFID bag tags will impact several entities with both requirements and advantages. Coming to the decision to proceed
with this technology usually involves more than a single benefactor; communication between all parties is paramount
successful implementation and operations.

70 IATA RFID Implementation Guide

Consider the following organizations and stakeholders right from the beginning of acquiring, deploying, and operating RFID
bag tags:

Procurement / finance Operations Information Technology

Program management Senior management Marketing
Key suppliers/integrators Real estate management Legal department
End user/customer Facilities Network engineering

3. Suggested test methodologies

For both new RFID installations and migrations from optical to RFID systems, methodical test practices are recommended
prior to production. The test cycle helps further tune and calibrate RFID for optimal performance. While basic principles can
be recommended, it should be considered that no two airport environments are exactly alike in terms of layout, infrastructure,
dimensions, and activity. It is for this reason that testing is critical.

Through experience, the following sequence and segmentation is suggested:

a/ Testing the physical/mechanical components

The goal in testing the hardware placement is to ensure the RFID tag/inlay is energized and an accurate read can take place.
For this part of testing, signal strength and chip read confirmation is required to determine a pass/fail scenario. Acquire tools
which can indicate these metrics. They can be utilized either internally or through a technology partner should guidance and
assistance be needed in using the software and tools and understanding test results.

Perform static tests first. This means the tag can be placed at a point between and in range of readers while still and not
moving. Power and intensity can be “dialled in” and the read field can be adjusted accordingly. Do this test for each array due
to changes in environmental conditions. Required for this first test cycle are all the hardware and mechanical components of
the system, including:
RFID reader/scanners and associated controllers
Tag encoder devices (printer, hand held)
RFID tags
Conveyor or transport system

b/ Test for motion scenario

With hardware and software tools in place to energize and read tags, testing moves to setting the system motion. Start tests
with larger spaces and gaps in between tags and at slower speeds on the conveyor system. Continue testing first by closing
gaps to smaller and closer spacing while monitoring read accuracy. Next, conveyor or transport speed can be throttled until
throughput exceeds desired accuracy.

c/ Sequencing tests

The ability to recognize the set sequence of tags, or “singulation”, is the final test phase. Tests for
sequence accuracy are performed so that the “read field” is only reading one tag at a given moment and is therefore able to
place tags in a sequential order. The tuning of motion plays a key role when entering this test phase, as flow is key to delivering
both efficiency and accuracy.

71 IATA RFID Implementation Guide

4. Maintaining the new expanded system

One of the primary differences between older optical systems and newer RFID systems is the cost of maintenance.

a/ The difference in upkeep between optical and RFID systems

Optical systems require “line-of-sight” to enable an accurate read of barcodes, which rely on laser beams to illuminate and
scan the printed linear or 2-D barcode. Dependencies are high on the quality of producing the barcode itself (clean and sharp
lines) along with the optical scanner lens to be clean and calibrated. Bag rooms and ramp environments are dusty, wet, and
shake/vibrate, which cause frequent disruption to scanners.
RFID readers/scanners require a strong radio signal, whether the bag tag can be seen or not. This is usually within 5-10
meters. Once they are installed and tuned, they can get wet, dusty, can be shaken, or even slightly moved. The quality of the
scan will not degrade. It therefore does not require the frequency of support or hands-on care needed with optical systems,
essentially a “set and forget” scenario. Going forward and If necessary, the technician is able to configure/upgrade the reader
without “laying hands” on the device. A periodic check on signal strength is normally all that is recommended and, in many
cases, can be continually monitored through control dashboards.

b/ Recommended frequency

RFID scanners/readers are best maintained based on cycles, or number of reads, rather than on a schedule. Each device can
count the number of scans it performs. The number of cycles in between a fixed reader will be more than that recommended
for hand held/portable devices, which is to say that hand-held will need more frequent checks. Fixed readers are normally in
need of checking 1-2 times per year.

It is also important to note that what appears to be a possible maintenance issue with RFID readers may in fact be belt
slippage, motor wear, pulley/roller bearings, and other mechanical or electrical component failures to the conveyor system.
It is recommended to coordinate maintenance practices and procedures with the conveyor system provider.
The other approach is to utilize certain manufacturer’s predictive maintenance capability, or the ability for the device to report
when maintenance is needed and not any sooner or more frequent. Almost all RFID readers/arrays can be acquired with this
level of intelligence built within the software component.

5. Expected results

• Improvement will occur in bag read rate accuracy when transitioning to RFID tagging.
Historically, rates are elevated from the low 90 percent range with optical systems to at least
99.5% using RFID.

• Additional read points can be deployed where optical scanning was not possible or practical.
This allows for increased visibility to the operation and onward to passengers.

• Increased throughput allows for infrastructural efficiencies.

• Cost reductions can be expected at both acquisition and operations. RFID scanners and other hardware
components are a fraction of the cost when compared to optical scanner equivalents. Through reductions in
maintenance requirements and the ability to actively monitor system components, operational issues are held to a
minimum at lower ongoing costs.

72 IATA RFID Implementation Guide

Appendix 4
RFID ACTION SHEET

1. Is RFID already used anywhere within your organization? Ask Catering, Security, Cargo, Technical &
Maintenance.

2. What are the next steps you intend to undertake? Is your interest in RFID driven by change of BHS, failing
KPI’s or do you seek innovative approach to baggage handling? Are you intending to first explore the possibilities, take a
step-by-step approach or is there a plan for complete change of infrastructure / technology?

3. What is the driving force behind your RFID implementation? Finance, technology, operations, customer
satisfaction? Is the project linked to a new terminal, terminal refurb or baggage handling system update?

4. What is the time-scale of your intended implementation? 12 month, 18 month, 24 month, 30 month, 36
month?

Fill the following table with your notes – some will require cross-departmental involvement and validation.

CURRENT STATUS INTENDED STATUS

No RFID within your airline What is the appetite to implement?

Who are the potential blockers?

RFID used in some airports your Can you leverage / plug into this
airline operates to existing solution?

RFID used by your interline / Can you leverage / plug into this
codeshare partners existing solution?

RFID in other than baggage area Is the technology scalable to

baggage areas?

RFID trialed without success Analyze the details and reasons for
previous failure

73 IATA RFID Implementation Guide

 RFID for tracking only

RFID as part of BHS (tray system

tracked by RFID)

RFID as hub option

RFID limited to a terminal

RFID for security tracking

RFID for crew/ staff bags

RFID as point-to-point solution

RFID added to current solution

across the company

RFID as a full solution for your

baggage handling

74 IATA RFID Implementation Guide

5. Why do you want to implement RFID technology within your airline / airport?

While customer satisfaction is a powerful argument, RFID’s force lies in potentially significant reduction of operating cost and
related maintenance pertaining to baggage operations. Airports already relying on RFID for sortation reports significant
savings pertaining to maintenance and cost of operations of their scanners and readers placed within their baggage handling
system.
We’ve prepared for you some ideas; however you shall to add lines as per your specific airline or airport situation. Fill the table
below with your comments and intended usage. As basic as it may sound, be sure not to work in isolation – engage IT,
operations and finance departments when designing your RFID implementation.

What is the goal you want to Increase baggage ancillaries (checked-in fees; excess
achieve? baggage)

Increase utilization of self-service upon check-in

Enhance usage of airline’s app (baggage info)

Gain access to data pertaining to baggage

What is the problem you are Reduce non-read rate upon sortation
trying to resolve?

Reduce mishandled rate between the BHS & the ramp

Improve misloading of baggage into a wrong aircraft

Reduce fraud upon arrival of baggage (bags claimed as

missing x bags delivered)

Improve through-put of the BHS

Improve time spent on secondary inspection of baggage -

KPI monitoring

Reduce mishandled rate related to early baggage store

Reduce issues related to out-of-gauge bags

Reduce issues related to gate-bags

6. What are your benefits of implementing RFID?

Does your airport / airline use RFID technology already? If yes: where?
How much are you going to save?
What are you going to improve?

CURRENT SOLUTION NUMBER

How many diversion points to sort baggage are there in your airport?
How many optical scanners*are there in your airport?
What is the cost per each item of hardware bar-code BHS scanner?
What is the cumulative hardware cost of all bar-code BHS scanners?
What is the cumulative cost of maintenance of your bar-code scanners (p/a)?
What is your current mis/non-read baggage tag rate?
What is your target mis/non-read baggage tag rate?

*when we mention scanner, we mean scanner / reader placed within the baggage handling system (BHS

75 IATA RFID Implementation Guide

Now compare the existing costs with the projected costs of your RFID project:

RFID SOLUTION NUMBER

How many diversion points to sort baggage will there be in your airport?
How many RFID scanners* will there be in your airport?
What is the cost per each item of hardware RFID scanner within your BHS?
What is the cumulative hardware cost of all RFID scanners within your BHS?
What is the cumulative cost of maintenance of your RFID scanners (p/a)?
What is your projected mis/non-read baggage tag rate?
What is your target mis/non-read baggage tag rate after implementation?

76 IATA RFID Implementation Guide

Appendix 5
LIST OF CONTRIBUTORS
IATA would like to thank the following contributors to the first issue of this Implementation Guide:

Name Company
Brandon Woodruff Delta Air Lines
Rachel Holton KLM
Maurine Crabb Heathrow Airport
John Howcroft Heathrow Airport
Keisuke Hatano ARTA Japan
Christian Dietsch Lufthansa
Markus Mueller Fraport
Edwin Farley McCarran airport
Kristine Koldkjaer Lyngsoe Systems
Christian Birknow Caroe Lyngsoe Systems
Eva Komender Travel Sentry
Florent Perrichon Travel Sentry
Susanne Schadler NXP Semiconductors
Mark Summers Avery Dennison
Urban Soderberg Avery Dennison
Senthil Chinnappa Gounder Auburn University
Rita Lee Airport Authority Hong Kong
Stephen Howells Smartrac

Richard Warther ViewTag

Christopher Blasie A4A
Alexandr Lichy SITA
Dietrich Hasselhorn Lufthansa Systems, ITPS
Mark McDonald Alien Technology

77 IATA RFID Implementation Guide

Appendix 6
List of IATA Strategic Partners
Company Name Website Main Contact

Alien TechnologyAA www.alientechnology.com Ms. Patti Blessing

VP Business Development
[email protected]
Amadeus IT Group, SA http://www.amadeus.com Mr. Brad McAllister
Director, Marketing
[email protected]
Avery Dennison Mr. Mark Summers
http://www.averydennison.com Market Development Manager
[email protected]
BAGTAG/DS Tags Group BV http://www.bagtag.com Mr. Jasper Quak
Global Business Development
[email protected]
Brock Solutions, Inc. https://www.brocksolutions.com Mr. Mark Stokes,
Business Develop. Mgr,
[email protected]
CISC Semiconductor GmbH https://www.cisc.at/ Josef Preishuber-Pflügl
Executive VP, CTO, RFID + NFC
[email protected]
Civil Aviation Logistics Qijun Zhang
Technology Co., Ltd. R&D Engineer
[email protected]
CORE Travel Technologies, http://core-tt.com/en/ Mr. Eric Diller
Inc. Director, Marketing
[email protected]
EC Solutions Group BV http://www.versa.company/ Mr. Jimmy Wind
(trading under the name CEO
VERSA) [email protected]
Guangzhou Baiyun https://www.guangzhouairportonline.co Haobo Zhang
International Airport Co., Ltd. m Director of Service Quality Management
[email protected]
Hitit Computer Services https://hititcs.com Ms. Emine Ordu
Project Leader
[email protected]
Laxcen Technology Limited http://www.laxcen.com/ Pui Yi Lau Anna
CTO
[email protected]
Lyngsoe Systems A/S http://www.lyngsoesystems.com/ Mrs. Kristine Koldkjaer, Product Manager,
[email protected]
Magnetic Ticket & Label http://www.magticket.com/ William Gunther
Corp. President & CEO
[email protected]
Narita International Airport http://www.narita- Mr. Ken Murayama,
Corporation (NAA) airport.jp/en/index.html VP Planning Development,
[email protected]
Nettracer http://nettracer.aero/ Mr. John Spears, VP,
78 IATA RFID Implementation Guide
 [email protected]
NXP Semiconductors Austria https://www.nxp.com/ Ms. Susanne Schadler
GmbH Global Marketing Manager
[email protected]
Paragon ID https://www.paragon-id.com/en Yann Bouan
Business Development Director
[email protected]
Print-O-Tape, Inc. printotape.com Jennifer Zemba
Director | RFID & Transportation Industry
Media
[email protected]
PSI Logistics GmbH https://www.psilogistics.com/de/home/ Karsten Rauner
Sales Manager Airport
[email protected]
Quantum Aviation Solutions http://quantum.aero/ Mr. David Kennedy, President,
[email protected]
RESA Airport Data System http://www.resa.aero Ms. Nadine Caramelle
Technical Director
[email protected]
Rockwell Collins https://www.rockwellcollins.com/ Mr. Tony Chapman
Director, Marketing, Product and Strategy /
Airport Systems
Information Management Services
[email protected]
Sabre GLBL Inc. https://www.sabre.com/ Mr. Pranay Das
Marketing Strategy Manager
[email protected]
Samsonite Europe NV http://www.samsonite.com Mr. Arne Borrey
President & Managing Director
[email protected]
SATS Ltd. https://www.sats.com.sg/Pages/Home.a Mr. Alex Hungate
spx President & CEO
[email protected]
Shanghai Aviation Printing http://en.sapc1.com/home.html Helena Yang
Co. Ltd. Account Manager
[email protected]
Siemens Postal, Parcel & www.siemens.com/logistics Ms. Bengt Mueck
Airport Logistics GmbH Product Lifecycle Management - Airport
[email protected]
SITA http://www.sita.aero/ Mr. Nigel Pickford,
Director Marketing Operations and Insight,
[email protected]
Smartrac NV http://www.smartrac-group.com/ Mr. Stephen Howells
Snr. Director Product Marketing
[email protected]
Stora Enso Oyj https://www.storaenso.com/ Andreas Kolb
Sales Manager, Tags and Supportive
Solutions
[email protected]
Toppan Forms Co., Ltd. http://www.toppan-f.co.jp/79nglish/ Mr. Hada Masayuki,
[email protected]
Toyo Kanetsu Solutions K.K. http://www.toyokanetsu.co.jp/global/ Mr. Kazuhiro SHIMAFUJI,
General Manager Overseas Business Dev.,
[email protected]
TravelSky Technology http://www.travelsky.net Ms. XinXin Zhang
Limited [email protected]

79 IATA RFID Implementation Guide

 Ultra Electronics Airport https://www.ultra-as.com/ Mr. Shaun Penton,
Systems Portfolio Manager,
[email protected]
Vanderlande Industries https://www.vanderlande.com/ Ms. Margaret Sinclair
Marketing & Communications Officer
[email protected]
Vanguard ID Systems http://www.vanguardid.com/ Mr. Alan Neves,
National RFID Account Manager,
[email protected]
Zafire http://www.zafire.com/ Mr. Chris Beling
Commercial Director
[email protected]
Zebra Technologies https://www.zebra.com/us/en.html Bill Cusack
Director - Global Solutions
[email protected]

80 IATA RFID Implementation Guide