Labgate
Amsterdam Airport Schiphol is an innovative, pioneering airport. In order to keep up with the competition of other airports, continuing investments in innovation are necessary. The innovation regarding the gate and boarding processes is included in the RPP program (Redesign Passenger Process). RPP focuses on changing the passenger process of Schiphol in such a way that a significant improvement can be reached in quality, efficiency en capacity. An essential part of RPP is the ‘gate-process'.
The SIM assignment ‘Laboratory gate V' is an addition to the project Laboratory gates (I-IV) of RPP. Laboratory gates (I-IV) of RPP departed from a more traditional approach in which the operational stakeholders share experiences to come to improvement in the boarding process and the design of the gate area. The addition of the SIM assignment to the RPP project is to employ an approach beyond the existing industrial frameworks and using new or future technologies to realize "step changes". The focus will be on an ‘out of the box' approach.
This project focused on the shortening wof aiting times before and in the gates using a new logistical concept
Approach
In order to come to a new concept, a methodical design approach has been followed. This approach consisted of an analysis phase and a concept development phase.
The internal part of the analysis phase mapped the current situation of the gates at Amsterdam Airport Schiphol using a stakeholder analysis, an infrastructure & equipment analysis and a process analysis. Performance indicators have been determined to assess the processes. These performance indicators have been quantified using a discrete-event simulation. The external part of the analysis phase considered the situation at competing airports, possibly applicable technologies and previously executed studies. The insights from the analysis phase have been combined into design criteria, preconditions and a functional model that serves as a basis for concept generation.
The constraints imposed by the stakeholders and security regulations lead to 3 modules: 2 person modules (for ground handling functions and security screening functions respectively) and 1 items carried module (for security screening functions). The filling-in of these modules with technologies is determined using morphological overviews. The earlier mentioned discrete-event simulation has been used to quantify the performance indicators for the new concept. After concept generation, the concept has been assessed using the design criteria and evaluated in cooperation with the stakeholders.
Results
The new concept exhibits a decrease in average waiting time of 40%. Furthermore, dependent on the functions to be fulfilled in the gate (which depend on the flight destination), 2 to 4 ground handling agent are saved. Therefore, after 2 years of operation, the new concept is less expensive than the current configuration. The following factors are responsible for the savings in waiting time:
The passengers use a personal boarding time, leading to an evenly spread passenger arrival at the gate.
The process time means of sequential processes are much more alike, leading to smaller waiting times in between these processes.
Function integration decreased the amount of processes the passenger has to participate in.
The smaller disparity in the process time distributions leads to more predictable process and consequently waiting times.
A couple of tests should be executed before it is possible to further develop this concept. The roadmap for executing these pilot tests has been stated during this research and Schiphol Group is currently considering which tests should be executed. It seems that a test with personal boarding times will be done on a short term.
