100% screening of airport and in-flight supplies
Aviation law measures have increased in the past years, often based on incidents such as 9/11. Security departments and agents work hard to prevent these incidents from happening. All passengers and their belongings are screened using walk-through metal detection, x-ray images of personal belongings and body searches performed by security agents. All luggage is screened by various x-rays and procedures are in place if anything is suspected. Cargo can only be delivered by known shippers, who have to meet several requirements. All personnel moving into security restricted areas of airports are screened, as well. Airport supplies and in-flight supplies are screened based on random selection. Airport supplies are for instance all supplies for shops, restaurants, cleaning and construction works. In-flight supplies are goods like catering and toilet paper for the aircrafts. These supplies are transported into secured area in the terminal and outside into the landing areas. The EU has decided that these goods need to be screened 100% or delivered by known suppliers.
Approach
This project focuses on concepts for 100% screening. The option to make suppliers known is taken into account, but is not elaborated on in this project. It is used as input for different scenarios later in the project, because this will cause a difference in the size of the flow of goods that needs to be screened.
The Collaborative Business Engineering approach is used for this project, which means that stakeholders are included in some phases of the project and simulation is used to clarify choices. In this project the current situation is mapped first. The existing aviation law and the new measures are analysed and discussed to determine the exact meaning. Also, an analysis of stakeholders is undertaken. This results in an interest diagram and a mapping of the relations. It also results in a list of actors to be involved in later stages of the project. The current situation at the different access points inside and outside the terminal will be analysed. The actual maps of the division of different areas at Schiphol is discussed, as well as the processes at the access points and their main users.
After the conceptual analysis of the current situation a queuing model will be constructed. This model is built to analyse the current situation, but also the situation of 100% screening. The model can also be used to simulate the concepts that will be constructed in the next stage. This model is validated and verified using tests, but also by checking during the first workshop with stakeholders. The assumptions and outcomes of the model will be shared and discussed.
During this workshop a brainstorm will take place where many ideas for 100% screening are the desired outcome. The ideas will be translated to some concepts that will be detailed before the second workshop takes place. Effects of these alternatives on the logistics, security and finance will be analysed.
During the second workshop the different concepts will be discussed and evaluated. After detailing the concepts and the evaluation phase, it is possible to describe the effects of implementing different concepts. These will be tested in the different scenarios of known suppliership.
Results
At the end of this project, there was a clear overview of alternative solutions for the 100% screening of supplies entering the critical part of Schiphol. The effects are evaluated of these alternatives on the level of security, operational performance at the access points, effects for the main stakeholders, and a basic overview of the costs is presented. These effects are described for different scenarios of known suppliership. These results are used as input for an official Schiphol project on this issue. They will select a few concepts that will be detailed further, after which implementation follows.
