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The increasing use of robots in the workplace presents a valuable opportunity to diversify the workforce by including underrepresented groups such as ethnic minorities and the elder population. However, high unemployment among these social groups shows that the opportunity to boost inclusivity and diversity is not grasped. Seizing this opportunity presents several challenges, especially since diversity can complicate the innovation process. Innovation is a complex multifaceted process influenced by numerous factors, among which formal and informal institutions. Formal institutions are written rules such as laws, standards and obligations, while informal institutions are unwritten rules, such as social and cultural norms, that shape people's perceptions and behaviors. Diversity can be related to social groups holding peculiar norms/beliefs that can conflict with other social norms or regulations. The role of formal and informal institutions in diversity and inclusion initiatives has been largely overlooked in the HRI literature, but existing studies suggest that institutions play a crucial role in enabling/hampering inclusion and diversity through technology. In this research, I make use of qualitative research and the RRI approach to analyze the complex socio-technical system in which robots are implemented and used in the real-world context of the KLM baggage handling facilities at Amsterdam Airport. The aim of this study is to build grounded theory through the analysis of the impact that institutions have on the implementation and utilization of robotic technology in the employment of a workforce that is diverse in terms of age, ethnicity, and race. The research question guiding the research is: “How do formal and informal institutions shape the implementation and use of robots at work aimed at including a diverse workforce?” This research question aims at tackling two different aspects of deploying robots at work: implementati, Management of Technology (MoT)

As main contractor at Amsterdam Schiphol Airport, BAM Infra Energie & Water strives for optimal asset maintenance for each and every one of their assets. In order to achieve this, one of the components which needs to be improved are the amount of malfunctions of Schiphol’s sewage pumping stations. These are caused by all types of obstructions, but especially towels and wipes. So far, BAM’s technically oriented solutions have not shown sufficient improvement. This was the base for this graduation project, in which I took a designerly, human oriented approach into solving the obstructions. I have tried to solve the obstructions at the source: the passengers at the airport. The goal of this project is to design a behavioural intervention, to prevent passengers from flushing waste down the toilets in the first instance. After reviewing research done into behavioural change and toilet design, as well as an evaluation of the stakeholders involved, a user research was set up to identify the behaviour which causes the flushing of waste and the reasons behind this. This was done in the form of exploratory interviews among a population representative of the possible visitors passing by at the airport. With the initial research, five design directions were established as a basis for ideation: signage, waste bins, towel dispensers, removing opportunity and feedback. A myriad of solutions were combined into an initial concept proposal, to be refined into a final, two-part concept: 1. A design of a new, user friendly and hygiene oriented waste bin, to be implemented in the individual toilet cubicles. The availability and user oriented design needs to make throwing waste into the bin more attractive than flushing it. 2. A repositioning of the cleaning personnel, where they are more in the forefront in a host-like manner. This will establish a connection with the passengers to give them a feeling of responsibility over the cleanliness of the toilet area, as well as a feeling of, Strategic Product Design

This thesis has the goal to improve the commercial wayfinding at Schiphol. Commercial wayfinding entails tertiary wayfinding activities, which are not related to the travel process (shopping, eating/drinking, relaxing), whereas functional wayfinding gives information about passenger activities related to the airport process. Individuals can find satisfaction and enjoyment from the (commercial) wayfinding activity itself, which is referred to as recreational wayfinding (Fewings, 2001). This thesis explores how recreational wayfinding can enhance the passenger’s experience during their waiting time at the airport: Passengers at Schiphol seek pastime to fill their waiting time before their flight departs. They are looking for activities to do in the lounges, but mostly visit the known locations such as shops and restaurants (current territory). Many passengers just visit the shops only to have something to do and to counteract the boredom, without the intention to buy anything. However, Schiphol has many other (free) services to offer, which most of the passengers are not aware of (hidden gems). The existence of the commercial services (e.g. Rijksmuseum, Airport Library, Nemo, spa) surprises the passengers and they would like to be notified about their existence and location, so that they can visit them (territory to discover). Currently, the commercial services are not intuitively found, as passengers do not know that they exist. But even when actually searching for the services, the current wayfinding does not suffice and does not easily guide the passenger to the services. The digital wayfinding solutions are user unfriendly, as not all facilities are included, routeplanning is not possible and filtering options are limited. To solve this two-pronged problem, an integrated concept for wayfinding and awareness has been developed. A locative audio tour which leads the passengers along hidden gems in lounge 2 has been developed. Passengers experienced the audio tour as, Design for Interaction

The runway usage of complex airports with multiple runways is currently prescribed by a preference list. The preference list mostly focuses on minimizing noise and it provides a more manageable flow for ATC. However, it does not consider the fuel burn or current demand of flights. This study presents a MILP scheduling model which optimizes for fuel burn and noise disturbance. This is done by a flexible allocation of flights to runways, therefore removing the use of a runway preference list. Furthermore, a separation method is developed to capture the dependencies within a complex runway system such that the model can be easily applied to every airport. The model is tested at Amsterdam Airport Schiphol and it is concluded that flexible scheduling has a positive impact on both objectives, resulting in more efficient airport operations and the possibility to expand operations within the current regulations., Aerospace Engineering

Base on the preliminary research results, the design goal of this project is defined: Providing departing, arriving and transferring travellers a seamless experience, which makes them feel confident and relaxed during the whole process of their journey in Schiphol, including wayfinding, searching information, learning of the Dutch transport system, check-in and even passing border control, Etc. This can be achieved by facilitating the Schiphol information providing and wayfinding to help travellers understand the Schiphol service, wayfinding and transportation system and meet all their varying needs. The emphasis of this project is not to improve the Schiphol's service system or add new service in Schiphol, but to help travellers understand and utilize Schiphol's current service system by building a new efficient app information architecture and AR navigation system. This project explores which information structure is more suitable for Schiphol (Public transport system). Through continuous testing and iteration, the information architecture of the new Schiphol app is confirmed, which would combine with the liner pattern and Hub and spoke information structure to build the underlying information architecture of the app. Choosing the Hub and spoke as the primary parent pattern and applying liner pattern for subsections. In the user testing phase, it was discovered that functionality, ease of learning, and fun are all essential factors that affect user performance with the new Schiphol app. The focus of the second iteration is to ensure that users can understand and use the app. Make the layout of each interface and visual elements of the app more familiar to all users. The third iteration mainly focuses on the ease of use and fun of the new app. More attractive visual elements and dynamic effects are added to enhance the app's interest. After three rounds of testing, the new Schiphol app can meet the needs of all participants and combines funct, Integrated Product Design

Amsterdam Schiphol Airport is the main international airport in the Netherlands, being the third busiest airport in Europe in terms of passenger volumes (Insideflyer, 2020). All these passengers spent most of their time behind the security check in the terminal, waiting for their aircraft to depart. In this area, passengers are encouraged to spend their money (Kaplan, 2018). Schiphol offers many different retail, and food and beverages stores where the passengers’ needs can be met. The sale of goods in the terminal is Schiphol’s largest source of income (Schiphol, 2020). The passenger volumes at Schiphol have been growing in the last few years and are expected to keep growing in the coming years (CBS, 2018 and Schiphol, 2020). Growth in the passenger volumes causes both the passenger and goods flows to increase. In addition, there are many other streams in the terminal. In order to ensure that passengers are not hindered by these flows and all logistics processes take place in a safe manner, the logistics process will need to be set up differently. Schiphol is dealing with a complex environment, where there is no greenfield and solutions will have to be found within the current infrastructure. Therefore, the goal of my graduation project was to develop a new logistics concept for Amsterdam Schiphol Airport in 2030 with a focus on the passenger experience and safety norms. Various design methods and tools have been used to research the current logistics process, the values of stakeholders and trends that may play a role in the future of the logistics process. Based on these results, a future vision for the logistics process has been designed for 2030. The future vision contains that Schiphol will have to facilitate and control the logistics process in 2030, using a connected chain and autonomous processes. In order to meet the passenger experience and safety norms, it is mainly important that Schiphol gets control over the logistics flows to Schiphol, control in the, Strategic Product Design

RIVM rapport:Mensen die in de buurt van Schiphol wonen staan regelmatig bloot aan verhoogde concentraties ultrafijn stof. Ultrafijn stof is het aantal zeer kleine deeltjes in de lucht (kleiner dan 0,1 micrometer). De blootstelling aan ultrafijn stof rond Schiphol kan kortdurend effect hebben op de gezondheid, blijkt uit onderzoek van het RIVM. Op zulke dagen hebben kinderen meer last van luchtwegklachten, zoals kortademigheid en piepende ademhaling. Ook gebruiken kinderen dan meer medicijnen. De effecten treden vooral op bij kinderen die al klachten aan de luchtwegen hebben en hiervoor al medicijnen gebruiken. Bij kinderen en gezonde volwassenen zijn kortdurende verminderingen in de longfunctie gemeten en bij de gezonde volwassen is ook kortdurende vermindering van de hartfunctie gemeten bij tijdelijk hogere blootstelling. Gemiddeld genomen zijn deze veranderingen klein en hoeven ze niet tot directe gezondheidsklachten te leiden. Voor individuen die hiervoor gevoelig zijn, bijvoorbeeld omdat ze astma of hartaandoeningen hebben, kunnen deze veranderingen groter zijn. De effecten treden zowel op bij ultrafijn stof afkomstig van vliegverkeer als bij ultrafijn stof van andere bronnen, zoals wegverkeer. Er zijn geen aanwijzingen gevonden dat de gezondheidseffecten van het vliegverkeer anders zijn dan die van het wegverkeer. De conclusies zijn gebaseerd op drie deelstudies: een studie met 191 basisschoolkinderen in woonkernen vlakbij Schiphol, een studie met 21 gezonde volwassenen direct naast Schiphol en een laboratoriumstudie met longcellen. De resultaten van dit onderzoek geven nog geen inzicht in mogelijke lange termijn gezondheidseffecten van ultrafijnstof. Dit komt aan bod in het deelonderzoek naar de effecten van langdurige blootstelling aan ultrafijn stof van vliegverkeer. De resultaten hiervan worden in 2021 verwacht., People who live near Schiphol are regularly exposed to higher concentrations of ultrafine particles. Ultrafine particles are the fraction of very tiny particles in the air (smaller than 0.1 ?m). The exposure to ultrafine particles in the vicinity of Schiphol can have an immediate effect on health according to research carried out by RIVM. On days with high exposures, children suffer more from respiratory complaints such as shortness of breath and wheezing. Children also use more medication on such days. These problems primarily affect children who already suffer from respiratory symptoms and already take medication in that regard. Short-term reductions in lung function were measured in children and healthy adults as a result of higher short-term exposure. In healthy adults, also short-term reductions in heart function were measured. On average, these changes are small and do not necessarily have to result in immediate health problems. However, these changes can be larger for individuals who are more sensitive to such issues, for example because they suffer from asthma or heart conditions. The effects take place as a result of ultrafine particles originating from air traffic as well as ultrafine particles from other sources, such as road traffic. There are no indications that the health effects of air traffic are substantially different from those caused by road traffic. The conclusions are based on three sub-studies: a study of 191 primary school children in residential areas near Schiphol, a study of 21 healthy adults immediately adjacent to Schiphol, and a laboratory study with lung cells. The results of this study do not yet provide insight into possible long-term health effects of ultrafine particles. This will be dealt with in the research being carried out into the effects of long-term exposure to ultrafine particles from air traffic. The results of this research are expected to become available in 2021.

RIVM rapport:Het RIVM heeft het rekenmodel verbeterd waarmee de jaargemiddelde concentratie ultrafijn stof van vliegverkeer rond Schiphol wordt bepaald. Ultrafijn stof is het aantal zeer kleine deeltjes in de lucht (kleiner dan 0,1 micrometer). De nieuwe berekeningen zijn vergeleken met metingen gedurende een half jaar op tien locaties rond Schiphol. Het is voor het eerst dat dit in Nederland op deze schaal is gedaan. Het rekenmodel is op twee punten aangepast. Taxiënde vliegtuigen zijn als bron toegevoegd. Daarnaast zijn extra gegevens over de uitstoot van ultrafijn stof van vliegverkeer uit de wetenschappelijke literatuur gebruikt. Vervolgens zijn de rekenresultaten afgestemd op de meetwaarden. Het aangepaste rekenmodel blijkt op deze manier goed in staat te zijn om gemiddelde concentraties over een langere tijd te bepalen. Locaties met lagere en hogere concentraties worden goed van elkaar onderscheiden. Daarmee zijn we erin geslaagd om het rekenmodel geschikt te maken voor onderzoek naar effecten op de gezondheid als mensen langdurig aan ultrafijn stof van vliegverkeer van Schiphol blootstaan. Volgens de berekeningen is de jaargemiddelde blootstelling van omwonenden aan ultrafijn stof van vliegverkeer op Schiphol in 2017 en 2018 het hoogst op woonlocaties vlak bij de luchthaven en neemt deze af naarmate ze verder weg wonen. Wel zijn er van jaar tot jaar kleine verschillen die onder andere veroorzaakt worden door variatie in weersomstandigheden en baangebruik. Een volgend onderdeel van het onderzoeksprogramma is onderzoek naar de gezondheidseffecten van langdurige blootstelling aan ultrafijn stof van vliegverkeer. Hiervoor is informatie nodig over de mate waarin mensen die in de omgeving van Schiphol wonen aan ultrafijn stof worden blootgesteld. Om de blootstelling te kunnen bepalen, is inzicht in de concentratie ultrafijn stof in de lucht nodig. Het rekenmodel maakt het mogelijk om die informatie te verkrijgen. Metingen kennen beperkingen: het is onmogelijk om op alle locatie, RIVM has improved the model used to calculate the annual average concentration of ultrafine particles originating from air traffic around Schiphol. Ultrafine particles are very small particles in the air (smaller than 0.1 micrometres). The new calculations were compared with measurements taken for a period of six months at ten locations around Schiphol. This is the first time that this has been carried out in The Netherlands on this scale. The calculation model has been adjusted in two ways. Taxiing aircraft have been added to the list of sources. Furthermore, additional data from the scientific literature has been used concerning the emission of ultrafine particles originating from air traffic. The calculation results were then adjusted to the measured values. It shows that in this way, the adjusted calculation model is well able to determine average concentrations over a longer period. Locations with lower and higher concentrations are well distinguished, making the model suitable for research into the effects on people's health of long-term exposure to ultrafine particles originating from air traffic at Schiphol. According to the calculations, the annual average exposure of local residents to ultrafine particles from air traffic at Schiphol in 2017 and 2018 is the highest near the airport, and decreases as they live farther away. There are, however, small differences from year to year. They are caused by, among other things, variations in weather conditions and runway use. The next part of the broader program is research into the effects on people's health of long-term exposure to ultrafine particles originating from air traffic at Schiphol. To this end, information is needed about the degree to which people who live in the vicinity of Schiphol are exposed to ultrafine particles. In order to determine the exposure, insight into the concentration of ultrafine particles in the air is needed. The calculation model makes it possible to obtain that information. Measur

The introduction of MARS stands at Amsterdam Airport Schiphol’s new A-pier means a Clean VOP policy will be enforced. Under this regulation, vacant aircraft stands must be free of any cargo and baggage. In order to comply with this policy, KLM Cargo has to redesign its cargo handling procedure which is currently based on push logic. This paper explores the effects of various cargo handling procedures using pull and push-pull logic on KPIs such as on-time performance, space usage and distance covered. These handling strategies are simulated using a DES model of the future A-pier. The resulting KPI values are then analysed using the analytical hierarchy process, where weights are assigned to the KPIs by the problem owner. The resulting weighted scores indicate that a strategy employing a combination of a pull and push system is found to be most effective at ensuring cargo is delivered on time while respecting the Clean VOP regulations imposed by the airport authority., Transport, Infrastructure and Logistics

A significant part of the revenue generated by KLM Cargo comes from transporting temperature- sensitive goods. Currently, KLM Cargo faces quality issues in the handling processes of these goods which may lead to significant loss in revenue, and the risk of not generating new revenue. This research focuses on the improvement of the performance of the handling processes of temperature-sensitive goods at the warehouses of KLM Cargo. The main research question answered in this research is: ‘How can the overall performance of the handling processes of temperature-sensitive goods in the KLM Cargo warehouses be improved?’ The current state of the handling processes of temperature-sensitive pharmaceutical and perishable goods is analysed by using the Delft Systems Approach and the principles of lean manufacturing. The current state analysis shows that the temperature-sensitive goods are out of refrigerated storage for long periods of time or are stored in the wrong refrigerated storage area (perishables and pharmaceuticals are not to be stored together). This is mainly due to insufficient capacity of processes and facilities, the erratic arrival pattern of air cargo and the presence of non-value added process steps. It is concluded that KLM Cargo currently does not use adequate Key Performance Indica- tors (KPIs) that describe the performance of the handling processes of temperature-sensitive goods. Thus, new KPIs have been proposed. These are the Time Out of Refrigeration (TOR), the number of storage violations and the on-time performance on handling deadlines. The TOR is calculated as the amount of time a shipment is present at the Schiphol hub, but is not stored in a refrigerated area. The number of storage violations represents the number of times a cool storage area has insufficient capacity and the on-time performance shows the percentage of shipments that are delivered on-time according to the handling deadlines set up by KLM Cargo. The overall performance of the han, Marine Technology | Transport Engineering and Logistics

This study presents the process and results of the graduation project: Enhancing Mobility Experience around Schiphol Airport for International passengers.This project is part of this project Optimaliseren Mobiliteit rondom Schiphol (in English Optimise Mobility around Schiphol). Within its broad scope, this graduation focuses on Chinese passengers, who arrive at Schiphol Airport for the first time. It is aiming to create a care-free and seamless transport journey from/to Schiphol from their perspective. The project took place in five phases, Research&Analysis phase, Ideation phase, Conceptualisation phase, Embodiment phase and Verification phase. The Research&Analysis phase consisted of desk research, field research and analysis. The Research&Analysis phase revealed the existing ecosystem: a well-developed transport system in the Netherlands, and the potential of the Chinese outbound tourism market. This phase also showed the real experience of first-time passengers: difficulty on getting information, making a choice and feeling the sense of safety. Last but not least, it defined the design goals for the design phases: enable passengers to plan their trips based on the needs easily, and make them feel confident, supportive all the time.The Ideation phase and Conceptualisation phase developed the final concept according to the design brief established at the end of Research&Analysis phase. During this phase, several iteration cycles were conducted to develop and refine the concept. The final design is a digital platform, in the form of a WeChat Mini Program, a light application embedded in WeChat (one of the most frequently used digital product in China). It supports the users from planning their transport before leaving to conducting their transport plan after arrival by fulfilling people’s needs on choosing route, tickets, getting information and finding the right spot for boarding.In the last two phases Embodiment phase and Verification phase, a hi, Design for Interaction

Amsterdam Airport Schiphol has 5 runways, each of which can be used for take-off or landing of aeroplanes. The weather heavily influences which runway configuration air traffic control might pick. Airport Forecasting Service (AFOS) predicts which configuration of runways works most efficiently given a set of expected weather conditions and the standard deviations of wind components. These standard deviations give the system an indication of the accuracy of the weather forecasts. Currently, the KNMI (Royal Netherlands Meteorological Institute) is the only meteorological institute that provides these standard deviations along with the weather forecast. This raises the main research question of this report: Is it possible to make accurate enough estimations of the standard deviation of wind direction and wind speed using historical data and future weather expectations. Estimating these standard deviations has been researched with two different approaches: a statistical method approach and a machine learning approach. Statistical Methods Four fitting methods have been researched in search of the best statistical model to estimate the standard deviation of wind direction and speed: the Maximum Likelihood Method (MLM) and three Least Square Method implementations of a Weibull, Minimum Weibull and Double Weibull distribution. The performance of aggregates on the outcome of these four methods was also researched. One case takes the minimum standard deviation of the four, the other takes the mean. MLM not only performs the best but also performs most consistently of the four fitting methods. Taking into account aggregates, MLM is more consistent than the minimum method but the minimum method outperforms it. Neither of these methods managed to meet the success criteria. Machine Learning In regards to machine learning, the problem of estimating the standard deviations of wind direction and wind speed is a regression prob, Computer Science and Engineering

Operational towing is a taxiing strategy to reduce the fuel consumption during the taxiing phase of a flight, which decreases the cost and environmental impact of taxiing. Currently, no operational electric towing systems are available that are fully electric, independent from the APU and are capable of towing both narrow- and wide-bodied aircraft. The research objective is to determine if a fully electric towing system can be a technically and operationally feasible alternative to conventional taxiing. To determine the feasibility, a fully electric towing concept is designed and simulated in the airport models of Rotterdam The Hague Airport and Amsterdam Airport Schiphol. A Vehicle Routing Problem is used to test the effectiveness of the concept at reducing the total fuel consumption at the airport. The results show that fully electric towing has a fuel saving potential up to 82%. It is concluded that fully electric towing is technically and operationally feasible., Aerospace Engineering | Transport and Operations

The purpose of this research is to investigate the effects of individually established buffer times, based on historical delay data, on the robustness of an operational stand and gate allocation schedule. Using flight schedules and the structural lay-out of Amsterdam Airport Schiphol, a stand and gate allocation model is created using BEONTRA software. Eight allocation schedules are specified with each a set of different buffer times, which are established after grouping and analysing the historical delay data. The flight schedule that is used as input is the one for peak day Monday 16 July 2018. The allocation schedules are then tested amongst others on probability of overlap and on delay data as a result of simulation. A by LvNL validated model of Schiphol is used in fast-time simulation programme AirTOp to simulate common delays on the allocation schedules. The outcome is compared to the outcome of two baseline schedules, after which conclusions are drawn and recommendations are given with regard to the effectivity of buffer time optimisation., Aerospace Engineering

Flying comes with many responsibilities for both the airport and the passenger. One of the responsibilities for the passenger is to be on time at the airport. In case of delays or disruptions, passengers are required to be provided with alternatives to be able to catch their flight on time. The airport is responsible for offering the best services to support the passengers in their journey. This includes the provision of products and services for easy and reliable landside connectivity. The Kiss and Ride at Schiphol faces capacity and congestion problems. These congestions result in an increase of the stress level of the passengers. This thesis proposes the use of a dynamic wayfinding system to ensure that drivers are well-informed about the traffic situation at Schiphol. Subsequently, the signs can be used to redirect the drivers in case of disruptions. The design exists of two parts, the dynamic traffic signs and the sensors. The sensors measure the number of cars and travel speed of the cars to provide an indication of the congestion level in the respective area. For the placement of signs, several principles are defined, such as the distance, height and frequency. Moreover, the content and dynamic elements of the signs are studied with experts to provide intuitive, compact but impactful information provision. The main benefit of the design is that the operation at Schiphol can take control in case of congestions/contingencies. As a result, unsafe situations can be prevented. Consequently, the insecurity levels of the passengers will be reduced by providing alternative routes., Integrated Product Design

From the birth of consumerism in the early 18th century shopping as a leisure activity has been an integral part of our everyday lives. Its physical manifestations have a great resonance within our cities and the built environment. Throughout history retail typologies have constantly been adapted and reinvented around major shifts within our society, economics and development of new technologies, allowing for the constant push of retail space. Up to this point retail developments have evolved around the pushing of product sales. Today, however, retail is facing yet another shift within global society. With the emergence of online commerce the sales of physical products is moving out of brick & mortar retail. This increasingly digital shopping does mean however, that brands are losing their opportunity to engage with customers face-to-face, a vital part of the brand to customer relationship. On top of this consumer culture is changing. We are moving away from a product economy and towards an experience and service economy, where the experience or the story behind a brand is sometimes even more important to consumers than the product itself. Retail therefor is slowly moving away from manufacturer “push” and more towards consumer “pull”, where the physical experiences are becoming more extreme, special, remarkable and differentiated. In essence, physical retail is slowly becoming more of an advertisement tool, rather than the point of sales. Big retail centres should move away from the consumerism and product based strategies they have adapted over the last century and start providing both consumers and brands with a new, active, experiential and explorational environment. This new type acts as an attractor towards both travellers and workers, blending retail experiences within food, technology, fashion sports and design with complementary amenities, providing both a canvas for brands to express their colourful message and engage consumers and a three dimensional w, Complex Projects: AMS MID City

Airport has been labelled as a non-place by the French anthropologist Marc Augé, with its place as a limbo filled with a mass of isolated individuals which response to non-human mediations such as boarding screens and signages. Consider together with the automatic trend of mobility as well as the social health trend of non-real life conversations thanks to technology, there is a diminishing of human element within Schiphol. Nevertheless, a lack of cultural amenity on the landside for non-travellers. Consider together with the growth of Airport city, a theatre is proposed to be installed for not only landside users but also the potential of a human element added for travellers who spend excessive time idling.The Schiphol Theatre locates at the centre of Schipholterminal, which lies on one of the main axis within atransitional cityscape. It contains a multicharacter essencewith functioning as a public lounge, a public space, as well as an event space for not only classical performaces, but also public entertainments. This thesis project exploresthe possibilites of redefining Schiphol anemity experience,providing flexibility for World events/daily activities, VIA emphasizing on publicness, togetherness and cohesiveness of amenity., Schiphol Terminal Group

Different modes of transportation have always greatly impacted the way we as a society view the world. Until the invention of the steam engine, people were still closely bound to their cities and villages as traveling from one city to another could take up a full day. This made it hard to stay in contact with people in different places, but for example also hard for countries to be governed from a centralized position. When the train was introduced the world started to rapidly develop; different cities suddenly were within an hour’s reach and it became possible for organizations to work at national and later transnational scales. Nowadays, after years of technological developments, mobility plays a key role within our globalized world. Infrastructure connects people and places around the world and allows for transnational economies to exist. Globalization, and with it industrialization, has brought us a lot, but there are also a lot of negative side effects, such as air pollution. It is therefore of great importance to keep innovating within all professional fields in order to grow towards a balanced and sustainable world. In the field of transportation, Hyperloop seems to be a promising new development, that might eventually partially substitute flying and other modes of transport. It is up to us as architects, designers, and urban planners, to think how these new modes of transport will influence our cities and landscapes so they don’t lead to new forms of congestion and border conditions. Furthermore, in this phase of the development we can still think of a more innovative use of the technology. These are some of the things my graduation project discusses., AMS Mid City, Architecture, Urbanism and Building Sciences | Complex Projects

Nowadays, a majority of goods is produced in a significant distance to a consumption market; spaces of production and consumption have become extremely disconnected. For this reason, consumers are not aware of labour and pollution that desired goods create. Large amounts of waste are disposed daily, in particular in well developed countries. But while these countries lack new territories for industry that could answer the huge consumption demand, airports hold a potential of accommodating it. With no concerns of noise, wildlife destruction and nuisance, these infrastructural hubs could seek to develop their manufacturing potential., Architecture, Urbanism and Building Sciences

Digitalization and automation brings many amazing things; games, social media, navigation. However, it also makes us more vulnerable. The facelessness of cyber space and the emancipation of place makes it hard to grasp. Additionally, our personal data becomes more valuable and thereby more lucrative to criminalize. The combination of these factors make for an increasing criminalization of data. There are already several facilities to track and judge international and cyber criminals, however there is no specialized facility for punishing the perpetrators of the cyber realm. That lead me to the question: what role can Schiphol (and it’s no-man’s land) play in facilitating the increasing threat of cybercrime in the future? Schiphol’s no man’s land, and the emphasize we put on it in our group strategy, creates the perfect conditions for a cybercrime (a no-man’s land crime) prison. Architecturally the typology of the traditional prison and the principle of punishment and translated it into the appropriate measures for a cyber prison. Dealing with security, surveillance, privacy, punishment and rehabilitation., Architecture, Urbanism and Building Sciences

The thesis explores the site of Niuewe Meer in the context of the near future of 2050. The research deals with the new urban phenomena of airport cities - their urban qualities and the issues they pose for development of expanding city borders. On the case of a new passenger driven typology - the airport hospital, it investigates how future airport city amenities could perform as an interface between global demands and local urbanity. The project is based on the notion of acceptance of airport city development by common culture but provides a critical stance toward spatial repercussions of hyper commercialized territory and pseudo-urban space. It proposes one solution to this issue, in which development is oriented to site specific program, aligned with the economic and logistic ambition of Schiphol but reaffirming the specific qualities of the area. The project investigates the hospital as an urban type and applies it to the questionably urban condition of airport cities. The ideology of constant technological progress is leading hospitals to extreme specialization, therefore the organ factory takes the form of a condensed medical campus which can process and supply patients from a wider European region., AMS MID CITY STUDIO

Schiphol Airport and Heijmans are working together on the renewal of the Schiphol runways pavements. Currently the top layer is covered with a synthetic antiskid material called ASK. But the strong weather limitations for the installation of this material have opened the door for alternatives. Heijmans has proposed an innovative asphalt mixture that is able to provide similar and in some cases better surface performances compared with the ASK. This asphalt mixture is called Flightflex R and is a stone matrix asphalt. Consequently it is affected by the variability of the construction process. This thesis project focuses on the analysis of the best quality control procedure for this asphalt. The pavement surface needs to meet specific requirements and it is of interest to define a sampling methodology for the evaluation of the Texture Depth (TD). In particular the research aims to define the minimum number of samples that provides the highest reliability for the definition of the Mean Texture Depth (MTD) of the surface. To achieve this goal a theoretical approach is adopted. Starting from the collection of a consistent number of samples, the properties of the surface are analysed. In this process it is of interest to define the influence of the construction process on the surface quality. The information obtained are used to simulate bigger surfaces on which different sampling methodologies are tested. In particular three different methodologies are analysed: the current methodology called CROW, a Uniform methodology and a random methodology called Hammersley methodology. Thorough testing these sampling methodologies on the simulated surfaces it is possible to evaluate the relative error between the MTD of the simulated surfaces and the MTD of the samples taken. A Monte Carlo type of approach helps to define precisely which methodology performs better. The one with the lowest relative error and minimum required number of samples will be considered the most efficient.

The research aims at designing an approach to support process developers at Schiphol Group to effectively incorporate their stakeholders within their project. The introduction of a common use departure hall at Amsterdam Airport Schiphol, has been a use case to explore the potential of the Frame Innovation method by Kees Dorst (2015). A proposed framework and facilitation tool for Process Developers is the result of adjusting Frame Innovation towards a feasible workshop facilitated by Process Developers., Design for Interaction

Decentralised air traffic control shifts decision making to a local level, allowing decentralised controllers to focus on solving local conflicts. Since decentralised controllers have accurate local information at their disposal, they can adapt quicker and more efficiently to changing conditions. Consequently, it is suggested that the dynamics of an airport’s ground operation are better managed when using decentralised control. To establish an understanding of the mechanisms of decentralised control, an agent-based simulation model is designed and applied to the actual ground operation at Amsterdam Airport Schiphol. By assessing the emergent behaviour of decentralised control to the actual ground operation managed by centralised control, insights are acquired in terms of the routing strategies, needs, and characteristics of decentralised control., Aerospace Engineering

Continuous Climb Operations aim at improving the efficiency of a flight's climb phase by reducing the number of level-offs. The associated fuel-benefits help airlines and airports to comply with future emission demands, rising fuel prices and modernizing airspace requirements. Previously, most studies in this field only considered the effect of removing unintended level-off sections requested by Air Traffic Control (ATC). In this study, the effect of all current climb inefficiencies have been studied for Schiphol Airport in the Netherlands. By comparing historic radar tracks and on-board measured flight data with simulated optimized trajectories, potential fuel benefits have been calculated for three scenarios. It was found that on average, 39.9 kg of fuel could be saved per flight with minimum time loss compared to the original departure when abandoning the 250 knots speed restriction below FL100. As a result, 19.2 million kg fuel and 60.8 million kg CO2 emissions could be reduced annually at Schiphol given the current traffic density., Aerospace Engineering | Control & Simulation

The main objective of a Master Plan is to develop an integral long-term development plan to guide the future of an airport. One important element is the capacity analysis as a first step in strategic airport planning. The research commissioned by NACO is boiled down to the main research objective: to contribute to the development of Strategic Stand Planning for airports, by finding an optimal required Stand Capacity using mathematical optimisation techniques. To give answer to this question a model developed which is called the Strategic Stand Capacity Model. This determines the amount of stands, and the standtype in terms of size and sector. As a case study Schiphol Airport is selected. The mathematical optimisation model at heart of the model can be described as a set of two classic linear optimisation problem, integrated in a larger software architecture. For both models the primal simplex algorithm is used to search for the optimal solution. As an optimiser IBM CPLEX is used. The input of the model is a flight schedule. The output is the amount of stands of each standtype is required, along a Pareto optimal front between operational cost and capital cost. A set of optimal stand capacity solutions for Schiphol is determined and used to analyse current capacity, which is proven to be sub-optimal in terms of standmix where a reduction in operational cost of 18% is possible. The impact of expansions at A-pier and H-pier in 2019 are analysed which show improvements but sub-optimal results in terms of the mix of standtypes, where a reduction of 24% in operational cost is possible. Then, the model is used to divide demand in airline segments to analyse impact of clustering airlines and alliances. When a hard split is made in airlines 14% more stand capacity is needed to find a solution. The model is then used to optimise airline division, which showed that when shifting a part of alliance-free airlines between two larger segments an optimal stand capacity can be found., Aerospace Engineering

How is BIM implemented and integrated as a building process for existing buildings on a social and organizational level? By researching the building process at Schiphol during the project upgrade Wortel g-pier and combining these results with theoretical knowledge of BIM, a hypothesis could be written with a potential method of implementing and integrating BIM. This hypothesis could then be implemented and tested for the project upgrade Wortel g-pier at Schiphol Airport. The results of the implementation of the hypothesis could then be generalized to all projects where there would be an existing building., Upgrade Wortel g-pier

RIVM rapport:In 2011 hebben het RIVM en adviesbureau RIGO Research en Advies een zogeheten afwegingskader voor de leefomgevingskwaliteit ontwikkeld voor de regio nabij Schiphol. Daarin zijn gegevens over de leefbaarheid en gezondheidsrisico's van het milieu (luchtkwaliteit en geluid) opgenomen. De leefbaarheidsgegevens zijn gebaseerd op de Leefbaarometer, die ontwikkeld is door RIGO. Het RIVM heeft voor het afwegingskader gegevens aangeleverd over de gezondheidsrisico's van het milieu rond Schiphol. De Stichting Leefomgeving Schiphol gebruikt de gegevens om zo objectief mogelijk te kiezen welke gemeentelijke projecten voor financiering in aanmerking komen om de leefbaarheid in de regio Schiphol te verbeteren. De gegevens zijn nu geactualiseerd in verband met de tweede ronde in die keuze (Tweede Tranche Leefbaarheid)., In 2011 RIVM and consultancy agency 'RIGO Research en Advies' developed an assessment framework for the quality of the living environment in the region surrounding Schiphol Amsterdam Airport. It contains data on livability and environmental health risks (air quality and noise). The liveability data are based on the 'Leefbaarometer', an instrument to assess liveability at the local level, developed by RIGO. The environmental health risks were produced by RIVM. The 'Foundation Living Environment Schiphol Amsterdam Airport' ('Stichting Leefomgeving Schiphol') uses these data to make an objective choice what municipal projects will be financed to improve liveability in the Schiphol Amsterdam Airport region. The data have been updated recently for the selection process of the second funding round ('Tweede Tranche Leefbaarheid').