Odd-size baggage KLM Royal Dutch Airlines ‘A new handling process and a vision for the 510k scenario’

(1)

Odd-size baggage

KLM Royal Dutch Airlines

‘A new handling process and a vision for the 510k scenario’

Master thesis

Marco Veldhuizen

February, 2013

2013.TIL.7756

(2)

(3)

Odd-size baggage handling KLM Royal Dutch Airlines

II

This document is classified as KLM Confidential until March, 2015

Master thesis:

“Design of a new odd-size baggage handling process in Departure halls 1 & 2 and baggage hall South for KLM Royal Dutch Airlines”

and

“Development of a vision on odd-size baggage handling in the 510.000 aircraft movement scenario of Schiphol”

Graduate:

Marco Veldhuizen

Master program: Transport, Infrastructure and Logistics Delft University of Technology

Graduation committee:

Chairman/Supervisor

Prof. Dr. Ir. G. Lodewijks Delft University of Technology

Faculty of Mechanical, Maritime and Materials Engineering Department Maritime & Transport Technology

Section Transport Engineering and Logistics

Supervisor

Dr. J.A. Annema

Delft University of Technology

Faculty of Technology, Policy and Management Department Infrastructures, Systems and Services Section Transport and Logistics

Supervisor

Ir. A.N. Opdam

KLM Royal Dutch Airlines Baggage System Development Section 70MB

(4)

(5)

III

Summary

At the invitation of KLM research on a new handling process for odd-size baggage is performed. Odd-size baggage is a special type of hold baggage which cannot be handled by the baggage handling system at Schiphol. The new handling process for odd-size baggage is needed because the

configuration of Departure halls 1 & 2 is going to change and KLM starts handling baggage of certain Schengen flights in the new baggage hall South.

To determine the new handling process in Departure halls 1 & 2 different concepts with one or two outbound odd-size baggage flows towards the South hall are developed. After evaluation the scenario in which all odd-size baggage of Departure halls 1 & 2 is dropped off at the odd-size desk in Departure hall 1 is preferred. From this point on odd-size baggage will be transported to the South hall.

Regarding the handling process in the South hall the research showed that there will be two input flows and one output flow in the new situation. The input flows are odd-size baggage of Departure halls 1 & 2 and transfer odd-size baggage. The preferred outbound odd-size baggage flow consists of a delivery of odd-size baggage at the regular baggage loading quays. At this location odd-size and regular baggage are merged and loaded on carts. Thereafter the carts for a specific flight are transported to the platform. And finally all baggage is loaded into the hold of an aircraft. Before outbound transportation takes place the odd-size baggage will be temporarily stored in a buffer in the South hall. The preferred method for buffering is using a roll-track. The sorting at the roll-track will be done based on Scheduled Time of Departure. Small carts will be used for the outbound transportation to the loading quays.

The development of both the odd-size handling process in Departure halls 1 &2 and the South hall are based on a quantitative and qualitative analysis. Furthermore Multi Criteria Analyses are used to evaluate all concepts which are generated both for the departure halls and the buffer. The criteria used in this evaluation are set by KLM. The weights of the criteria are balanced with input of employees of KLM.

A gaming simulation is performed to design the odd-size buffer in detail. By measuring different performance indicators, the simulation revealed that a buffer of 25m x 2 m (lxw) is sufficient. The simulation also showed that when 13 small baggage carts are used in the buffer the optimal transport interval to the loading quays is 15 minutes.

Next to the new handling process, KLM also has a need for a vision on odd-size baggage handling for the future when 510.000 aircraft movements will take place at Schiphol. The developed vision consists of three concepts that are applicable for this scenario. The concepts are all reviewed qualitatively. Based on this qualitative evaluation a centralized odd-size baggage handling in a baggage hall called the BRR prevails with the remark that future changes and quantitative insights can result to another outcome.

(6)

(7)

IV

Samenvatting

Op uitnodiging van KLM is er een onderzoek naar een nieuw afhandelingsproces voor afwijkende bagage uitgevoerd. Afwijkende bagage is ruimbagage die niet door het bagagesysteem kan worden afgehandeld. Het nieuwe afhandelingsproces is nodig omdat de configuratie van de Vertrekhallen 1 & 2 verandert en omdat KLM bagage van bepaalde Schengen landen af gaat handelen in de nieuwe bagagehal Zuid.

Er zijn verschillende concepten, met 1 of 2 uitgaande stromen afwijkende bagage, ontwikkeld om tot een nieuw afhandelingsproces in de Vertrekhallen 1 & 2 te komen. Na evaluatie gaat de voorkeur uit naar het concept waarin alle afwijkende bagage van de Vertrekhallen 1 & 2 naar de ‘odd-size’ balie in Vertrekhal 1 gaat. Vanaf dit punt wordt de afwijkende bagage gescreend en naar de Zuidhal gebracht. Met betrekking tot het afhandelingsproces in de Zuidhal laat het onderzoek zien dat er in de bagagehal 2 binnenkomende stromen en 1 uitgaande stroom van afwijkende bagage zijn. De binnenkomende stromen bestaan uit afwijkende bagage uit Vertrekhal 1 & 2 en transfer bagage. Voor de uitgaande stroom heeft transport naar de laadpositie voor reguliere bagage de voorkeur. Op deze positie wordt de afwijkende en reguliere bagage gezamenlijk op de kar geladen. Vervolgens wordt de kar naar het betreffende vliegtuig op het platform getransporteerd. Daar wordt alle bagage in het ruim van het vliegtuig geladen.

De afwijkende bagage kan niet direct naar de laadpositie van reguliere bagage worden gebracht. Daarom wordt de baggage tijdelijk opgeslagen in een buffer in de Zuidhal. Het heeft de voorkeur om dit bufferen door middel van opslag op een rollerbaan uit voeren. Het sorteren op de rollerbaan vindt plaats op basis van de geplande vertrektijd van het vliegtuig. Kleine karren worden vervolgens gebruikt voor het transporteren naar de laadpositie voor reguliere bagage.

De ontwikkeling van zowel het proces in de Vertrekhal 1 & 2 en de Zuidhal is gebaseerd op een kwalitatieve en kwantitatieve analyse. Daarnaast is ook gebruik gemaakt van 2 Multi Criteria Analyses om de verschillende concepten voor de Vertrekhallen en Zuidhal te evalueren. De criteria zijn vanuit KLM opgezet. Het gewicht van de criteria is bepaald door de medewerkers van KLM met behulp van Saaty’s methode.

Om de buffer nog verder in detail te kunnen ontwerpen is een simulatie uitgevoerd. Verschillende prestatie indicatoren zijn gemonitord tijdens de simulatie. Hieruit bleek dat een rollerbaan van 25m x 2m (lxb) voldoende opslagruimte heeft om alle afwijkende bagage tijdens piekperiodes te bufferen. De simulatie liet ook zien dat bij gebruik van 13 kleine karren het transport naar de laadposities van regulier bagage optimaal is als dit gebeurt in intervallen van 15 minuten.

Behalve de nieuwe afhandelingsmethodiek heeft KLM ook behoefte aan een visie op de afhandeling van afwijkende bagage in een scenario waarbij sprake is van groei naar 510.000 vliegtuigbewegingen op Schiphol. Totaal zijn er 3 concepten ontwikkeld die van toepassing zouden kunnen zijn. Deze concepten kunnen op dit moment alleen kwalitatief beoordeeld worden. Het concept waarbij gebruik gemaakt wordt van een centraal distributiecentrum in de ‘BRR’ hal voor het afhandelen van de afwijkende bagage heeft op basis van de kwalitatieve evaluatie de voorkeur. Kwantitatieve inzichten en toekomstige veranderingen kunnen uiteraard leiden tot een andere uitkomst.

(8)

(9)

V

Preface and acknowledgements

This report is the final deliverable of a master thesis carried out at the baggage system department of KLM Royal Dutch Airlines. The thesis is the final assignment for the Master program “Transport, Infrastructure and Logistics” at Delft University of Technology.

In the course of the Master program my interests in dynamic surroundings like airports enlarged. With help of professor Lodewijks I succeeded in finding an assignment at KLM. I am also very grateful to KLM, and especially Ton Opdam, for giving me this opportunity.

Because I was part of the 70 MB program my knowledge about KLM, baggage handling systems and Schiphol rapidly enlarged. Still the assignment was very challenging due to the complexity of the baggage handling system and the dynamics involved. Therefore, I am pleased with the results. I am also very honoured that a part of the new odd-size handling process is now being implemented by KLM and Schiphol.

However it must be mentioned that the results would not have been possible without the

supervision of the graduation committee. That is why I would like to express my gratitude towards Gabriel, Jan Anne and Ton for their feedback and advice.

My appreciation also goes to my colleagues of the 70MB Department of KLM Royal Dutch Airlines, my brother Roy and experts of Schiphol and Vanderlande Industries who were willing to help me with their knowledge. And I would also like to express my special gratitude and thanks to my girlfriend for supporting me during this thesis.

Finally, I hope this ‘Odd-size baggage handling-report’ will be used for the next years. Enjoy reading! Marco Veldhuizen

Schiphol, February 2013

(10)

(11)

VI

Table of content

Summary ... III Samenvatting ... IV Preface and acknowledgements ... V Table of content ... VI List of Tables ... IX List of Figures ... X Glossary ... XII 1 Introduction ... 1 Project initiative ... 1 1.1 Report structure ... 3 1.2 2 Baggage handling ... 5 Hold baggage ... 5 2.1

Baggage Handling System ... 7 2.2

Section I: Odd-size baggage handling analysis ... 13

3 Analysis current odd-size baggage handling ... 15 Process specification ... 16 3.1

Qualitative analysis current odd-size baggage handling ... 20 3.2

Quantitative analysis ... 21 3.3

Product development ... 25 3.4

Conclusion current odd-size baggage handling ... 27 3.5

4 Analysis new situation ... 28 South hall ... 29 4.1

Departure halls 1 & 2 ... 42 4.2

Section II: Process development ... 489

5 Process development Departure halls 1 & 2 ... 51 Scenarios ... 51 5.1

Multi Criteria Analysis ... 52 5.2

(12)

VII

Evaluation process requirements ... 59 5.3

Increased mechanization ... 60 5.4

New process odd-size baggage handling ... 61 5.5

6 Process development South hall ... 63 Abstract process ... 63 6.1 Transportation to platform ... 64 6.2 Handling location ... 65 6.3 Buffer location ... 66 6.4 Conceptual process... 68 6.5

Section III: Buffer design ... 69

7 Design odd-size baggage buffer ... 71 Activities carried out in the odd-size buffer ... 71 7.1

Evaluation ... 77 7.2

Process specification buffer ... 84 7.3

8 Detailed buffer design and process control ... 89 Gaming simulation ... 89 8.1

Method of simulation ... 91 8.2

Results gaming simulation ... 92 8.3

Detailed buffer design ... 93 8.4

Process control ... 97 8.5

9 Final concept ... 98 Evaluation process requirements ... 99 9.1

Final concept ... 100 9.2

Section IV: Future ... 102

10 Future vision ... 105 Master plan ... 105 10.1

Baggage handling plan ... 106 10.2

Odd-size baggage handling in the 510k scenario ... 107 10.3

Evaluation ... 113 10.4

(13)

VIII

Section V Conclusions & recommendations ... 115

11 Conclusions and recommendations ... 117

Conclusions ... 117 11.1 Recommendations ... 118 11.2 References ... 120 Bibliography ... 120 Interviewees ... 122 Field research ... 124 Appendix ... 125

(14)

IX

List of Tables

Table 1 - Characteristics regular baggage ... 5

Table 2 - Pros and cons current local odd-size baggage handling ... 21

Table 3 - Future odd-size baggage changes ... 25

Table 4 - Summary Check-In policies hold baggage ... 26

Table 5 - Sample-based forecast odd-size baggage quantities South hall ... 32

Table 6 - Maximum odd-size baggage quantities per day for the South hall ... 36

Table 7 - Process requirements and wishes ... 41

Table 8 - Scenarios for odd-size baggage handling in Departure halls 1 & 2 ... 51

Table 9 - Criteria MCA ... 52

Table 10 - Cost estimation (Veldhuizen, 2012) ... 53

Table 11 - Saaty's priority principle ... 54

Table 12 - An example of a completed matrix ... 55

Table 13 - Assessment of criteria ... 57

Table 14 - Result MCA ... 57

Table 15 - Verification process requirements ... 59

Table 16 - Evaluation way of outbound transportation... 65

Table 17 - Evaluation possible handling locations ... 66

Table 18 - Criteria ... 77

Table 19 - Costs Concept 1 (KLM Equipment Services) ... 78

Table 20 - Costs Concept 2 (Vanderlande, KLM) ... 78

Table 21 - Costs Concept 3 (Spijkstaal, Rollerbaan.nl, and KLM Equipment Services) ... 79

Table 22 - Application of Saaty's Method ... 79

Table 23 - MCA matrix ... 81

Table 24 - Matrix with scores of the MCA ... 81

Table 25 - Results performance indicators gaming simulation... 92

Table 26 - Evaluation process requirements ... 99

Table 27 - Pier assignment in 510k scenario ... 106

Table 28 - Concepts for future odd-size baggage handling ... 107

Table 29 - Evaluation concept 1: mechanised transportation ... 113

Table 30 - Evaluation concept 2: dedicated distribution center ... 113

(15)

X

List of Figures

Figure 1 - Overview Schiphol and the concerned odd-size baggage flow ... 2

Figure 2 - Report structure ... 4

Figure 3 - Organisation Chart ... 6

Figure 4 - Baggage handling process for local baggage (KLM Royal Dutch Airlines, 2011)... 7

Figure 5 - Baggage reclaim (KLM Royal Dutch Airlines, 2011) ... 7

Figure 6 - Transfer baggage (KLM Royal Dutch Airlines, 2011) ... 8

Figure 7 - Total baggage handling (KLM Royal Dutch Airlines, 2011) ... 9

Figure 8 - 7 Waves for daily in- and outbound flights at Schiphol (KLM Royal Dutch Airlines, 2011) ... 9

Figure 9 - Schematic overview baggage handling KLM at Schiphol ...10

Figure 10 - Share of odd-size baggage KLM at Schiphol ...11

Figure 11 - Baggage handling locations Schiphol used by KLM (KLM Royal Dutch Airlines, 2011) ...11

Figure 12 - Baggage flow of CGH ...15

Figure 13 - Current odd-size baggage process for the South hall. ...15

Figure 14 - Odd-size baggage desk in Departure hall 1 ...16

Figure 15 - Final Examination security screener Departure hall 1 ...17

Figure 16 - Location BRR and South hall ...17

Figure 17 - Odd-size buffer South hall ...18

Figure 18 - Loading of odd-size and regular baggage (Rader, 2012) ...18

Figure 19 - Current (odd-size) baggage handling process CGH ...19

Figure 20 - Distribution types of odd-size baggage ...20

Figure 21 - Position of label scanners ...21

Figure 22 - Daily totals odd-size baggage in Departure hall 1 (Jan. – Nov. 2012) ...22

Figure 23 - Actual and unique number of odd-size scans (Jan-Nov ’12) ...23

Figure 24 - Average daily distribution odd-size baggage CGH and BRR ...23

Figure 25 - Baggage flows towards the South hall ...29

Figure 26 - Configuration South hall ...30

Figure 27 - Distribution regular baggage loading South hall ...31

Figure 28 - Future odd-size baggage flows ...31

Figure 29 - Scope future odd-size baggage flows ...32

Figure 30 - Long term actual and unique scans of local odd-size baggage of KLM...34

Figure 31 - Frequency distribution unique local odd-size baggage quantities of KLM ...35

Figure 32 - Frequency distribution unique odd-size baggage quantities CGH + BRR ...35

Figure 33 - Maximum daily quantities odd-size baggage in the South hall ...36

Figure 34 - Maximum expected throughput of odd-size baggage South hall ...37

Figure 35 - Buffer period all odd-size baggage over the sample period ...38

Figure 36 - Detailed odd-size baggage buffer period per piece ...38

Figure 37 - Average buffer period of odd-size baggage over sample period ...39

Figure 38 - Occupation odd-size baggage buffer ...39

Figure 39 - 0- scenario odd-size baggage flows ...44

Figure 40 - 0-scenario odd-size baggage from check-in desk to baggage halls ...45

Figure 41 - Maximum daily distribution odd-size baggage CGH + BRR ...45

Figure 42 - Maximum daily distribution all local odd-size baggage of KLM ...46

Figure 43 - Maximum daily distribution odd-size baggage KLM and CGH ...46

(16)

XI

Figure 45 - Average weights of the criteria (Veldhuizen, 2012) ...56

Figure 46 - Score MCA scenarios ...58

Figure 47 - Types of odd-size baggage in Dep. hall 1 & 2 ...60

Figure 48 - Future odd-size baggage flows ...61

Figure 49 - New process local odd-size baggage in Departure hall 1 & 2 ...62

Figure 50 - Input-output model odd-size baggage handling ...63

Figure 51 - Possible buffer locations within the South hall ...67

Figure 52 - Flowchart new odd-size baggage handling process ...68

Figure 53 - Overview of all activities and possible design concepts ...73

Figure 54 - Concept 1: Use of existing resources ...74

Figure 55 - Concept 2: Mechanisation ...75

Figure 56 - Mechanical unloading ...75

Figure 57 - Stack ...75

Figure 58 - Robot used at Schiphol for regular baggage ...75

Figure 59 - Lateral in South hall ...76

Figure 60 - Concept 3: Use of new equipment ...76

Figure 61 - Overview Concept 3 ...77

Figure 62 - Weights criteria of employees ...80

Figure 63 - Average weights criteria ...80

Figure 64 - Score MCA with weights ...82

Figure 65 - Score MCA with equal weights ...83

Figure 66 - Supply of odd-size baggage in the buffer ...84

Figure 67 - Sorting process ...85

Figure 68 - Buffering several odd-size pieces and arranged on STD ...85

Figure 69 - Loading process ...86

Figure 70 - Change in sorting on roll-track ...86

Figure 71 - Tractor for small carts ...87

Figure 72 - Gaming simulation ...92

Figure 73 - Needed buffer capacity ...93

Figure 74 - Buffer usage of KLM and CGH ...94

Figure 75 - Maximum buffer usage of KLM and CGH ...94

Figure 76 - Detailed overview roll-track ...95

Figure 77 - Detailed overview buffer ...96

Figure 78 - Detailed roll-track during operation ...96

Figure 79 - Total new odd-size baggage handling concept ...101

Figure 80 - Layout Schiphol in the 510k scenario (Amsterdam Airport Schiphol, 2012) ...105

Figure 81 - Transfer unloading capacity (bax/hr.) for KLM in 2020(Amsterdam Airport Schiphol, 2012) ..106

Figure 82 - Backbone (Schiphol Group, 2012) ...108

Figure 83 - Regular baggage tub ...108

Figure 84 - Odd-size baggage tub (VanderlandeIndustries, 2012) ...109

Figure 85 - Odd-size baggage distribution centre allocation ...111

Figure 86 - Optimal location and location BRR at Schiphol ...111

Figure 87 - Available location for odd-size baggage handling ...112

(17)

XII

Glossary

510k 510.000 aircraft movements at Schiphol

7-waves Time-frames of in- and outbound flights at Schiphol

A/c Aircraft

AVIH Animal Vivant In Hold

BASS Baggage Afhandeling Systeem Schiphol

BAX Baggage equivalent

BOS Baggage Operational Support

BTS Baggage Turnaround Service

Buffer Temporary storage of baggage

CGH Customer Ground Handling

Conveyor Mechanical transportation device

Departure hall Terminal for check-in passengers and baggage

EUR Flight with European destination

Final Examination screening machine Screener used to screen odd-size baggage

HUB Transfer point to get passengers at their destination

ICA Intercontinental flight

Inbound flight Arriving aircraft at Schiphol

KLM Koninklijke Luchtvaart Maatschappij

Lateral Baggage loading quays

Local baggage Baggage checked-in at Amsterdam Airport Schiphol

MCA Multi Criteria Analysis

OOG Out Of Gauge baggage

OS Odd-Size

Outbound flight Departing aircraft

PAX Passenger equivalent

Platform Area for aircraft (un) loading

Reclaim baggage Baggage that has Schiphol as final destination Regular baggage Baggage that can be handled by BASS

Robot Mechanical loading module for regular baggage Schengen Agreement of government of European countries Short Connection Connection time less than 90 minutes

Skyteam An airline alliance including KLM

South hall New state-of-the-art hall for baggage handling Trailer-tracking system Identical path alignment during transport of n carts Transfer baggage Baggage that transfers at Schiphol to another flight Transfer unloading quays Unloading location for transfer baggage

TSD Transfer and Screening D-hall

ULD Universal Loading Device

UQE Unloading Quays E-hall

(18)

(19)

1

1 Introduction

Amsterdam Airport Schiphol, in short Schiphol, is the largest airport of the Netherlands and the home base of KLM, part of the Air France KLM Group. With approximately 50% of all aircraft (a/c) movements in 2011 KLM is the largest user of Schiphol. (Schiphol Group NV, 2011)

At this moment Schiphol has a hub function for 70% of KLM’s passengers. These passengers are transferring from one flight to another at Schiphol. (Royal Dutch Airlines, 2012) The remaining share, 30% of the passengers, is called local passengers. Local passengers are checking in at Schiphol or have Schiphol as final destination.

With their fleet KLM is flying to a large number of countries within Europe and intercontinental. The ambition of KLM is to provide their passengers the best customer service based on a safe, efficient and service orientated flight. (Royal Dutch Airlines, 2011)

Passengers of KLM are personally responsible for their hand baggage. KLM takes care of the handling of hold baggage that is separated from the passenger during the check-in procedure.

There are two different types of hold baggage: Regular baggage

Odd-size baggage

This thesis focusses on the handling of odd-size baggage.

Project initiative

1.1

This chapter discusses the motivation for this thesis. The thesis is split up into two projects: Development of an odd-size baggage handling process

Future odd-size baggage handling

1.1.1 Development odd-size baggage handling process

As of January ’13 KLM uses the South hall, where CGH1 is already operating, for baggage handling. The South hall is a new and state of the art baggage hall which is fully equipped with a baggage handling system (BASS). This system can only handle regular baggage. A process for handling this type of baggage is already defined. But at this moment KLM does not have a handling process in place for odd-size baggage.

When KLM starts handling baggage in the South hall changes in the Departure halls 1 & 2 will occur. At these locations the regular baggage handling process (Check-in) is set and fully mechanized by the BASS. On the other hand the handling process for odd-size is not developed yet. Figure 1 show an overview of Schiphol and the odd-size baggage flow concerning in this research.

1_{CGH or Customer Ground Handlings, part of KLM, is using the South hall for loading aircraft of Transavia.com}

(20)

2

Figure 1 - Overview Schiphol and the concerned odd-size baggage flow

During the handling process odd-size baggage needs to be buffered before it goes to the aircraft. With the current way of buffering CGH needs the full capacity of the buffer during peak hours. Thus when KLM starts operating in the South hall together with CGH buffer capacity problems are likely to occur if the current way of buffering is maintained. Therefore a design for an odd-size buffer is needed.

It is KLM’s wish that the odd-size handling processes in the Departure halls and South hall will be developed and a new odd-size baggage buffer will be designed.

Scope

The total handling process of local odd-size baggage from Departure hall 1 and 2 towards the aircraft for flights whose regular baggage is handled within the South hall. This involves the:

o Check-in process in Departure hall 1 and 2 o Security screening

o Transportation o Buffer process

o Transportation to the platform The odd-size baggage policy for passengers

Out of scope

Odd-size baggage handling in other areas than Departure hall 1 and 2 and/or the South hall The reclaim process of odd-size baggage

(21)

3

1.1.2 Future odd-size baggage handling

Future airport expansion plans are made to comply with the upcoming increase to 510.000 aircraft movements expected in 2020. These plans contain the enlargement of Schiphol and the position of KLM at Schiphol. KLM already has a vision for regular baggage handling in the 510.000 scenario. For odd-size baggage a vision is missing.

Scope

Local and transfer odd-size baggage handling by KLM at Schiphol Layout of Schiphol at the 510k aircraft movements

The odd-size baggage policy for passengers

Out of scope

Regular baggage handling by KLM at Schiphol

Baggage handling (both regular and odd-size) of other carriers (Un)loading process of odd-size baggage at platform

Report structure

1.2

This report starts with general information regarding baggage handling by KLM at Schiphol. Section I describes the analysis of the current odd-size baggage handling process. This chapter also contains an analysis of the new situation related to the South hall. Both analyses are needed

because the knowledge of the odd-size baggage handling process at KLM is minimal at this moment. Furthermore no detailed process descriptions are available.

The development of the handling processes (Section II) is discussed after the analysis. This section involves a handling process for Departure halls 1 and 2 and a handling process for the South hall. When the new handling process for the South hall is set, the design for the odd-size buffer will be explained in Section III.

The analysis of the current odd-size baggage handling process (Section I) also forms the basis for a vision regarding the handling of odd-size baggage in the ‘510.000 scenario’ of KLM. This vision is discussed in Section IV.

The conclusion for this thesis can be found in the final section of this report. The conclusion is supplemented with recommendations for further analysis and quick wins.

(22)

4

Section I: Odd-size baggage handling analysis

Section II: Process development

Section IV: Future

South hall Departure halls

Baggage handling

Current odd-size baggage handling Hold baggage New situation South hall Baggage handling 510.000 a/c Final Design Process control & detailed equipment

design

Section III: Buffer

design

Buffer design Buffer location Transportation to

platform

Multi Criteria Analysis Weight balancing Scenario's Evaluation Future concepts Baggage plan Master plan

Section V: Conclusions

& Recommendations

Criteria for assesment

Increased mechanisation Conceptual process New situation Departure halls Conceptual process Evaluation process requirements

(23)

5

2 Baggage handling

KLM provides services to let passengers take their belongings with them on their flight. This personal property is defined as baggage. At first passenger where responsible for their baggage themselves. Later on KLM started the service to handle baggage for passengers. Firstly to deliver service to the passengers. And also because of safety and operational reasons. On average 85.000 baggage pieces per day are handled by KLM at this moment. (Royal Dutch Airlines, 2012)

Within the baggage handling three different flows can be defined:

Handling of baggage which is checked-in at Schiphol (local baggage)

Handling of baggage that needs to be transferred from an inbound flight to a connecting aircraft (transfer baggage)

Handling of baggage coming from inbound flights which have Schiphol as final destination (reclaim baggage)

The baggage handled by KLM will be loaded in the hold of the aircraft. Therefore it is called hold baggage.

Hold baggage

2.1

The hold baggage consists of two different types of baggage. The next paragraphs will discuss these two types more in detail.

2.1.1 Regular baggage

Regular baggage is hold baggage that meets certain characteristic criteria. The criteria can be found in Table 1.

Table 1 - Characteristics regular baggage

Characteristics Minimum Maximum

Weight (kg) 0.5 50

Length (mm) 300 1000

Width (mm) 200 750

Height (mm) 50 650

Sum of dimensions (mm) ≤2400

In everyday practise most hold baggage consists of regular baggage.

2.1.2 Odd-size baggage

Odd-size baggage is hold baggage which does not meet the criteria mentioned in Table 1. Examples of odd-size baggage are: bikes, skies, large suitcases and animals.

A special type of odd-size baggage is Out of Gauge (OOG) baggage. This baggage is odd-size baggage which is accidentally identified as regular baggage but handled as odd-size baggage after

(24)

6

2.1.3 Baggage Turnaround Service

The execution of hold baggage handling for KLM and Skyteam2 members at Schiphol is the

responsibility of Baggage Turnaround Services (BTS). BTS is part of KLM Ground Services3. To indicate the location of BTS within the organization see Figure 3.

KLM

Passenger Business Cargo Engineering & Maintenance Ground Services BTS

Operations Inflight Services KLM Cityhopper

Figure 3 - Organisation Chart

2_{SkyTeam is an airline alliance of several airlines and among whom KLM and Air France.}

3_{Ground Services is part of Passenger Business and takes care of Check-in, baggage, aircraft loading, aircraft}

(25)

7

Baggage Handling System

2.2

In order to be able to handle large quantities of in- and outbound baggage the Baggage Handling System Schiphol (BASS) is used. This system mechanically executes the next activities: screening, sorting, transporting and buffering of baggage.

Only baggage that meets the criteria mentioned in Table 1 can enter the BASS. This means that only regular baggage is conveyable and suitable for the BASS. (Luchthaven Schiphol nv, 2012) Odd-size baggage cannot be handled by the BASS and needs to be handled separately.

The next paragraphs contain more information regarding the baggage handling for the three baggage flows mentioned in the introduction of this chapter.

2.2.1 Local baggage handling

The next figure shows the flowchart of the baggage handling for local baggage.

Figure 4 - Baggage handling process for local baggage (KLM Royal Dutch Airlines, 2011)

*a/c stands for aircraft and ULD is a Universal Loading Device

2.2.2 Reclaim baggage handling

Figure 5 shows the flowchart of the handling process for reclaim baggage.

(26)

8

2.2.3 Transfer baggage handling

Transfer baggage is baggage that will be transferred from an inbound flight to an outbound aircraft. At Schiphol passengers do not have to pick up their baggage during transfer. Transfer baggage is handled by KLM. Figure 6 shows the handling process for transfer baggage.

Figure 6 - Transfer baggage (KLM Royal Dutch Airlines, 2011)

*tail-to-tail is transferred directly because the connection time is less than 60 minutes

The figure shows that the handling process of transfer baggage is far more complicated than the process for local baggage. It requires more and different activities compared to local baggage.

(27)

9

2.2.4 Total baggage handling

Local baggage, reclaim baggage and transfer baggage are all handled by the same handling system (BASS). Figure 7 shows a schematic overview (and the complexity involved) of the total baggage handling process at Schiphol.

Figure 7 - Total baggage handling (KLM Royal Dutch Airlines, 2011)

The baggage handling is dependent on the in- and outbound flights of KLM and Skyteam partners. These flights are arranged by 7-waves during the day. These waves can be seen in Figure 8.

Figure 8 - 7 Waves for daily in- and outbound flights at Schiphol (KLM Royal Dutch Airlines, 2011)

2.2.5 Odd-size baggage handling

As mentioned the BASS is not able to handle odd-size baggage. For odd-size baggage another

handling process is used. The next figure shows a flowchart of the total baggage handling at Schiphol with special focus on odd-size baggage. It has to be mentioned that the flowchart is applicable for the standard procedure. For example, handling procedures for weapons, AVIH’s4 and tail-to-tail baggage are not indicated. The flowchart shows that the odd-size baggage handling is time-consuming.

4

(28)

Odd-size baggage handling KLM Royal Dutch Airlines 10 Figure 9 - Schematic overview baggage handling KLM at Schiphol Unloading aircraft Bax1 is labeled at Check In Security screening OS

Standard Bax/OS Handling – Departure/Transfer/Arrival

Loading Aircraft D ep ar tu re B ag ga ge h al l P la tf o rm

Bax and OS ready for loading OS Desk sents OS to

baggage hall...

NOTE

1_Bax: _{Baggage equivalent} 2_PAX: _{Passenger equivalent} 3_OS: _{Odd-Size baggage piece}

4 _O.O.G _{Out of gauge (unsuitable for system)}

Final Exam. X-Ray Level 5 OS goes to Lateral KLM KLM Bax Check In O.O.G.4 KLM KLM Transfer Bax Screening Level 1, 3 Security screening bax Reclaim PAX2_delivers OS3_{at OS Desk} …and delivers it at X-Ray L5

Unloading transfer / ams bax KLM OS transfer Arrival Departure AIRSIDE Pax reclaims Bax Lateral

Odd-size/ Out of Gauge Regular Baggage Mixed Baggage Security supervision Reclaim Amsterdam LANDSIDE

(29)

11

A sample taken in June ’12 shows that 2.5% of all baggage handled by KLM per day is odd-size baggage. (Figure 10) It has to be mentioned that this is an indication because the sample is based on three days only.

Figure 10 - Share of odd-size baggage KLM at Schiphol

2.2.6 Baggage halls

The baggage handling system is operational in different halls. Figure 11 gives an overview of these halls. The locations of these halls are spread out over Schiphol. This occurred due to the

developments of the airport in the past and lack of space on the airport.

Figure 11 - Baggage handling locations Schiphol used by KLM (KLM Royal Dutch Airlines, 2011)

UQE and TSD are being used to unload transfer baggage. The E, D and West area are being used to load local and transfer baggage for outbound flights. The South hall is relative new (2010) and will be used as of January ’13 by KLM together with the current operator CGH. The West hall is partly used by KLM to load baggage. Reclaim baggage will be unloaded in the reclaim halls.

63.110

1.518 (2.5%)

Odd-size baggage share of KLM

at Schiphol [in pieces]

Regular baggage Odd-size baggage

(30)

12

(31)

13

(32)

14

(33)

15

3 Analysis current odd-size baggage handling

As mentioned in the Introduction, CGH is already handling baggage in the South hall. This concerns local baggage (including odd-size baggage) which is checked-in in Departure hall 1. Figure 12 shows this flow on the map of Schiphol.

Figure 12 - Baggage flow of CGH

The moment KLM starts using the South hall they will have a parallel handling process with CGH. Because of this parallel process (which is in the scope of this research) and the fact that CGH is a full subsidiary of KLM the handling process of CGH is used for analysis. The current process for odd-size baggage handling for CGH can be seen in Figure 13.

Check-in Buffering

Local odd-size `

Outbound odd-size

Departure hall 1 South hall

Screening

Basement

`

Figure 13 - Current odd-size baggage process for the South hall.

All checked-in odd-size baggage goes through screening before it will be transported to the buffer in the South hall. This is done to guarantee that each odd-size baggage item is safe and will not cause any disastrous consequences during the flight.

The current odd-size baggage handling process of CGH will be used during this analysis to gain deeper understanding of the process. First the process will be specified. Thereafter a qualitative and quantitative analysis follows.

(34)

16

Process specification

3.1

A specification of the current processes for handling local odd-size baggage by CGH is described in the next paragraph. This process is based on local odd-size baggage from the check-in desk in Departure hall 1 which goes via the South hall to the aircraft.

Check-in

In Departure hall 1 all baggage of CGH that is identified as odd-size baggage at check-in is handled separately from regular baggage. A dedicated odd-size desk is located in Departure hall 1. (Figure 1) This desk receives odd-size baggage of CGH and odd-size baggage of all other airliners of which baggage is checked in in Departure hall 1. The odd-size desk in Departure hall 1 is manned by the BOS5.

Figure 14 - Odd-size baggage desk in Departure hall 1

After delivery at the desk, odd-size baggage is transported by an elevator to the basement of Departure hall 1.

Baggage that is accidentally checked-in as regular baggage but does not meet the characteristics of regular baggage will exit the BASS automatically in the basement and will be added to the odd-size baggage flow.

Screening

All odd-size baggage will be screened by a Final Examination Security Screener located in the

basement. The screener can be seen in Figure 15. This machine is able to screen odd-size baggage at the highest security level. The import and export of baggage in the Final Examination machine is carried out by the BOS. The Final Examination security screener is staffed by two security officers.

5

(35)

17

Figure 15 - Final Examination security screener Departure hall 1

Transport

After screening odd-size baggage is transported to the BRR (other baggage handlers) or the South hall (CGH). The locations of these halls are indicated in Figure 16. This transportation will be executed by the BOS. A tractor with baggage carts is used for transportation.

Figure 16 - Location BRR and South hall

KLM will not be operating in the BBR in the new situation. Therefore the odd-size baggage handling process in the BRR is out of scope and excluded from the analysis. CGH is currently operating in the South hall and handles only baggage of Transavia.com and LOT-airlines6.

Odd-size baggage buffer

In the South hall an area, called the odd-size buffer, is dedicated for stacking odd-size baggage before it goes to the aircraft at the platform. (Figure 17) The buffer activities are executed by CGH.

6

(36)

18

Figure 17 - Odd-size buffer South hall

When odd-size baggage arrives in the buffer it is immediately loaded on carts that are arranged by flight number. At the moment that regular baggage for a specific flight is transported to the platform a call will be given to place the cart with odd-size baggage for that same flight outside the odd-size buffer. When the carts with regular baggage are passing by, the cart(s) with odd-size baggage will be added. This occurs approximately 20 minutes before departure.

Platform

At the platform odd-size baggage is loaded in the hold of narrow body aircraft together with regular baggage. Figure 18 shows the loading procedure of odd-size baggage (boxes) at the platform. Wide body aircraft are not being loaded with baggage from the South hall. Therefore wide body aircraft are not indicated.

Figure 18 - Loading of odd-size and regular baggage (Rader, 2012)

A schematic overview of the current odd-size baggage handling process by CGH can be seen in Figure 19.

(37)

19

Bax1_{is labeled at}

Check In

Current Odd-size Baggage Handling Depature hall 1 – Platform

CGH Loads aircraft D ep ar tu re h al l 1 B ag ga ge h al l P la tf o rm OS Desk sents OS to baggage hall by lift 8...

NOTE

1_Bax: _{Baggage equivalent} 2_PAX: _{Passenger equivalent} 3_OS: _{Odd-Size baggage piece} 4 _O.O.G _{Out of gauge (unsuitable for system)}

Final Examination X-Ray O.O.G.4 Dep. 1 BOS X-Ray Level 1 PAX2_{delivers OS}3_{at OS} Desk …and delivers it at X-Ray L5 Departure Laterals/Robot Odd-size Regular Baggage Odd-size + regular Baggage

Buffer South

OS Buffer South hall

L I F T OS to buffer or lateral BOS

Bax and OS ready for loading

CGH

Security Supervision

v X-Ray

Level 3 Final Examinationv

Security screening

Conveyor Out of Gauge

AIRSIDE

LANDSIDE

(38)

20

Qualitative analysis current odd-size baggage handling

3.2

The current handling process for outbound odd-size baggage handling has to be researched in qualitative manner in order to indicate the pros and cons. These pros and cons can be used whilst developing a new handling process for KLM. The process as described in Chapter 3.1 is used for this analysis.

The qualitative analysis is done at locations where odd-size baggage changes in direction or modality. The methods used are observations and interviews. The total qualitative analysis of the current handling process can be found in Appendix I. A summary is presented in the next

paragraphs.

3.2.1 Departure hall 1 – Platform

The odd-size handing process from departure hall towards platform is a very labour intensive procedure. At several positions a special lift-aid is placed. By using a handheld scanner employees can record their handling activities. This device can track the location where odd-size baggage is checked in but is malfunctioning most of the time.

The offered odd-size baggage has a large variety in dimensions. A sample, dating from August ’12, indicates the distribution in types of odd-size baggage per day and is shown in Figure 20.

Figure 20 - Distribution types of odd-size baggage

Technically, the BASS is able to handle items like backpacks (without straps) and boxes if they meet the criteria of regular baggage. But sometimes a check-in agent accidentally sends one of these items with a non-regular appearance to the size baggage desk. As a result it is handled as odd-size baggage instead of regular baggage whilst this is not necessary.

O.O.G baggage (Chapter 2.1.2) cannot be conveyed by the BASS. An advantage of the BASS is that it detects O.O.G baggage and makes sure that this type of baggage exits the system automatically.

Backpack 9% Fragile 3% Too long 22% Animals (AVIH) 5% Too small 2% Too heavy (elec. wheelchair) 8% Bicycle box 5% Box 7% Stroller/wheelc hair 39%

Distribution odd-size baggage types

Departure hall 1 per day

(39)

21

A special safety supervisor is needed to oversee the transfer of the odd-size baggage from landside to airside. This is a labour intensive process.

Another remarkable fact is the high usage of carts in the buffer. At maximum 15 carts can be positioned in the buffer. These carts are arranged by flight number. During observations it became clear that the carts are loaded with one or just a few odd-size pieces. Furthermore the buffer was completely occupied with carts during peak hours (4:00 AM – 7:00 AM).

Table 2 shows a summary of the pros and cons of the current local check-in odd-size baggage handling.

Table 2 - Pros and cons current local odd-size baggage handling

Ranking Description

- Part of offered odd-size baggage can be handled by the BASS

+ BASS filters O.O.G. baggage out of the system

- A safety supervisor is permanently needed to oversee the odd-size baggage handover in basement

- Full odd-size buffer during peak hours

- Inefficient use of carts in the buffer

Quantitative analysis

3.3

A quantitative analysis is performed on the odd-size baggage flow that is checked-in in Departure hall 1. In this way the current amount of odd-size baggage for the South hall can be determined. The data used for the quantitative analysis is extracted from the Final Examination screener that is located in the basement of Departure hall 1. This machine is used for odd-size baggage of Departure hall 1 only.

The Final Examination screenings machine scans the label of a baggage item optically. The bar code on the label links to all information regarding the flight (destination, Scheduled Time of Departure etc.) Figure 21 shows a schematic overview of a Final Examination screener and its conveyor sections. The arrows indicate the sections where the baggage label is scanned.

Figure 21 - Position of label scanners

A sample of 3 days in June ’12 (10th – 12th) showed that an average of 189 unique labels is scanned per day. This is the sum of labels of odd-size baggage that will be handled by CGH (South hall) and other handlers (BRR).

To verify if the above mentioned quantity is valid the total number of scanned labels per day needs to be analysed over a longer period. Unfortunately this data is not available because the number of scanned labels per day is only logged for a short period. Further investigation revealed the Final Examination machine also logs the daily totals of scanned odd-size baggage pieces. This information is logged for a longer period and is therefore used for this analysis. (Figure 22)

(40)

22

Figure 22 - Daily totals odd-size baggage in Departure hall 1 (Jan. – Nov. 2012)

Figure 22 shows that the total number of scans per day differs a lot over a longer period. Analysis showed that during the sample period 219 items per day where scanned by the Final examination machine. In reality only 189 unique odd-size items were screened. This deviation can be explained because some odd-size baggage pieces are scanned twice due to extreme size or wrong handling. These extra scans are added to the daily total of scanned items. But these extra scans are not added to the daily total of screened labels because the machine only registers unique labels.

Based on the above mentioned numbers the reliability of the total scans 0.86 (189/219). It is

assumed that the deviation of 0.14 (1.00-0.86) occurs every day. Figure 23 shows both the predicted unique scans and the measured daily scans together supplemented with the average unique scans.

0 100 200 300 400 500 Jan u ar y 1, 2 012 Fe b ru ar y 1, 201 2 Ma rch 1, 201 2 Ap ril 1, 20 12 Ma y 1, 2012 Ju n e 1 , 2 01 2 Ju ly 1, 201 2 Au gu st 1 , 20 12 Se p te m b e r 1, 2012 O ct o b e r 1 , 2 012 N o ve m b e r 1, 2 012 # o f o d d -si ze p ie ce s/d ay Date

Daily scans odd-size baggage of

CGH + BRR (Departure hall 1)

(41)

23

Figure 23 - Actual and unique number of odd-size scans (Jan-Nov ’12)

The average of the unique scans over a longer period is 187 baggage pieces per day. As mentioned the sample indicated that 189 odd-size baggage pieces are handled per day. It means that ratio in difference is 187/189= 0.99 ≈ 1.00.

Based on this difference ratio the conclusion can be drawn that the sample is representative for the average daily quantity of odd-size. Therefore the sample will be used to determine the average quantities of odd-size baggage in the current situation.

As mentioned within the sample the moment of screening is known per unique odd-size baggage piece. As a result, first of all, the amount of odd-size baggage that goes to the South hall and the BRR can be determined. In addition, also the distribution per day can be specified. Figure 24 shows the division between the South hall and BRR and provides insights into the daily distribution.

Figure 24 - Average daily distribution odd-size baggage CGH and BRR

0 100 200 300 400 500 Jan u ar y 1, 2 012 Fe b ru ar y 1, 201 2 Ma rch 1, 201 2 Ap ril 1, 20 12 Ma y 1, 2012 Ju n e 1 , 2 01 2 Ju ly 1, 201 2 Au gu st 1 , 20 12 Se p te m b e r 1, 2012 Octo b e r 1 , 2 012 N o ve m b e r 1, 2 012 # o f o d d -si ze p ie ce s/d ay Date

Actual and unique

daily scans CGH + BRR

Actual scans

Unique scans

Average unique scans

0 10 20 30 40 50 60 70 2AM -3A M 3AM -4A M 4AM -5A M 5AM -6A M 6AM -7A M 7AM -8A M 8AM -9A M 9AM -10 AM 10 AM-1 1AM 11 AM-1 2AM 12 AM-1 PM 1PM -2PM 2PM -3PM 3PM -4PM 4PM -5PM 5PM -6PM 6PM -7PM 7PM -8PM # Od d -si ze [ in p ie ce s] Hours

Average daily distribution

odd-size baggage CGH + BRR

BRR CGH

(42)

24

As can be seen there is a daily peak between 4:00 AM – 6:00 AM. Furthermore it is clear that most odd-size baggage (75%) goes to the South hall. In fact the daily average of odd-size baggage pieces handled by CGH in the South hall is 144. The average amount of odd-size baggage that goes to the BRR is 44 pieces per day.

(43)

25

Product development

3.4

Also product related developments are included to get insight in the vision concerning odd-size baggage handling for the short and long term. First the developments of marketing are discussed continued with a research of the baggage policy of other airliners which are flying at Schiphol.

3.4.1 First bag policy

At this moment passengers do not have to pay for their first bag. In the near future KLM starts their “first bag” policy for European flights. This means that passengers also need to pay for their first piece of baggage. This change in policy may influence the baggage/passenger factor. (Warning, 2012)

The first bag policy probably does not influence the odd-size baggage supply directly. But passengers are inventive. For example passengers may add regular baggage items to their golf or ski bag. By doing this they minimize the amount of baggage pieces and thus their costs.

Delta Airlines introduced a first bag policy a while ago. Delta experienced a small decrease in the baggage/passenger factor but after approximately one year the ratio returned to its former level. Based on the experiences of Delta Airlines the assumption is made that in the long term the first bag policy does not influence the quantity of the regular and odd-size baggage flow.

3.4.2 Market orientation

Formerly the target audience of KLM existed of business passengers. KLM wants to stay a preferred airliner for this market. At the same time KLM wants to become more attractive for leisure

passengers. The Product Strategy Department of KLM also indicates that the focus will be on leisure in the future. Research of the Product Strategy Department showed that business passengers keep using KLM if the airliner focuses more on leisure. (Warning, 2012)

By changing KLM’s image towards a more leisure minded transporter a change in supplied odd-size baggage will likely occur. The reason for this is that passengers will start taking more sports and leisure related equipment along on their journey.

Not all destinations of KLM are leisure minded. Therefore the quantity of odd-size baggage will become more destination-dependent. At this moment no forecast of the future quantities can be given. Table 3 shows all related odd-size baggage changes in the future.

Table 3 - Future odd-size baggage changes

Future

Leisure image

Increasing quantity odd-size baggage on certain leisure active destinations Season dependent odd-size baggage supply

No quantitative odd-size baggage forecast determined

3.4.3 Hold baggage policy airliners

A comparison is made between several airline companies to give insight in the difference of their hold baggage definition. The airliners involved in this comparison are: KLM, Air France, Delta (all Skyteam members) and British Airways and Lufthansa. All these airliners are flying on Amsterdam

(44)

26

Airport Schiphol and therefore used for this comparison. The check-in policies of all airliners can be found in Appendix II. A summary of all airliners can be found below.

3.4.3.1 Summary of definitions others airliners

The next table shows a summary of the hold baggage definition of all analysed airlines.

Table 4 - Summary Check-In policies hold baggage

Description KLM Air France Delta British Airways Lufthansa

Regular baggage ≤32kg ≤158cm (l+w+h) ≤32kg ≤158cm (l+w+h) ≤32kg ≤161cm (l+w+h) ≤32kg ≤90x75x43 (lxwxh) ≤32kg ≤158cm (l+w+h) Odd-size (special baggage) 23≤32kg 158 ≤ 300 (l+w+h) ≤32kg >158cm (l+w+h) and max. length: 300cm ≤32kg 161 ≤ 292 (l+w+h) ≤32kg 190x75x65 (lxwxh) Max length: 277 cm Max weight: 50 kg Sporting equipment Regular baggage if ≤32kg

See ‘odd size’ See ‘odd-size’ See ‘Odd-size’ See odd-size

Strollers (Child <2 year)

Free of charge Free of charge Free of charge Free of charge Free of charge

Electric wheelchairs

Reservation Reservation Reservation Reservation Reservation

Bicycle Minimized Minimized See: Special baggage Recognized bicycle bag See: Special baggage Pets Reservation and ≤75 kg Reservation As of November ‘12 NA Reservation Remaining baggage

Cargo Cargo Cargo Cargo Cargo

Table 4 shows the airliners also have overlap in some categories and have small differences in dimensions as well. Delta Airlines is, just like KLM and Air France, a member of the Skyteam alliance. This cooperation results in small differences regarding the check-in policy.

The check-in policy of British Airways is easy to read. This policy is also the most limited one. British Airways has limited length, width and height dimensions. KLM, Air France, Delta and Lufthansa do have restrictions on the sum of dimensions. This means baggage can be longer, but smaller or less wide than British Airways. Lufthansa offers the best service regarding the weight of hold baggage. Their characteristics for hold baggage are less limited than the other airliners.

What stands out is that KLM has vague check-in rules for odd-size baggage. Sporting equipment, less than 23 kg and an unrestricted sum of dimensions is checked-in as regular baggage.

The policy does not match with the definition mentioned in Chapter 2.1 totally. Because the

dimensions of the system requirements of the BASS cannot be adjusted the definition of mentioned in Chapter 2.1 will be used during the process development.

(45)

27

Conclusion current odd-size baggage handling

3.5

The BASS is only able to handle regular baggage. The dimensions of regular baggage are: 1000mm x 750mm x 650mm (length x width x height) and the maximum weight is 50 kg. Baggage which exceeds these characteristics is called odd-size baggage and has its own handling process.

The odd-size baggage handling from Departure hall 1 towards the platform via the South hall is already executed by CGH at this moment. This handling process forms the 0-scenario for the future. Qualitative analysis showed that the 0-scenario is very time-consuming and executed manually. The data logging is minimal. The only reliable source is the Final Examination screener that performs a safety scan. The quantity of handled odd-size baggage in Departure hall is fluctuating during the day. On average 144 pieces of odd-size baggage are handled by CGH.

For the future, KLM is changing her market orientation. KLM will become a more leisure orientated aviator. Certain destinations which are popular for leisure activities will probably have more odd-size baggage than nowadays. This increase cannot be determined quantitatively.

(46)

28

(47)

29

4 Analysis new situation

This chapter discusses the new situation for both the South hall and the Departure halls 1& 2. First the new situation in South hall will be discussed. Thereafter the new situation in the departure halls will be explained.

South hall

4.1

As of January ’13 both CGH and KLM will be operating in the South hall. In this baggage hall CGH handles local baggage for flights of Transavia.com and LOT Airlines. And KLM will start handling local and transfer baggage for KLM flights to destinations in specific Schengen countries. These countries are: Austria Belgium Denmark Finland Germany Luxembourg Poland Switzerland The remaining Schengen destinations will be loaded in the D or E hall.

The flights of which baggage will be handled in the South hall are all carried out by narrow-body aircraft (non-containerised). These aircraft are loaded manually at the platform.

4.1.1 Regular baggage handling

In the South hall both local and transfer odd-size baggage will be handled. Local baggage will be conveyed from Departure halls 1 and 2. Transfer baggage is supplied from the UQE and TSD. There is also transfer baggage that will be unloaded at the South hall and that will be loaded again in the South hall as well. Before the baggage enters the South hall it is already screened in the BASS. Figure 25 shows an overview the baggage flows (both transfer and local baggage).

Figure 25 - Baggage flows towards the South hall

In the South hall regular baggage will be loaded on carts by robots till 45 (CGH) or 40 (KLM) minutes before departure. Batches of approximately 30 regular baggage pieces for the same flight are loaded

(48)

30

on one cart by one robot. Once a cart is loaded it is placed in the outbound handover (see Figure 26). This is an area in the South hall where loaded carts are stored temporarily. As soon as an aircraft is available for loading, the corresponding carts will be transported to the platform. At the platform the baggage will be transferred to the hold of the aircraft.

45 (CGH) or 40 (KLM) minutes before departure the robots finishes its final batch for a certain flight. At this point a lateral7 opens. Baggage that is still in the BASS is dropped at this lateral and will be loaded on a baggage cart manually. The lateral closes 20 (CGH) or 15 (KLM) minutes before

departure. At his point the carts are transported to the right platform and loaded in the hold of the aircraft directly.

The robots and laterals used for loading regular baggage have to be shared by KLM and CGH. Figure 26 shows the configuration of the South hall; the robots, laterals and transfer unloading quays are indicated.

Figure 26 - Configuration South hall

Some key facts of the South hall (KLM Royal Dutch Airlines, 2012): 6 robots (for regular baggage only)

13 laterals are being used

7 laterals are available for extra capacity 1 carousel for contingency8

KLM lateral loading time is 40 till 15 minutes before the scheduled time of departure CGH lateral loading time is 45 till 20 minutes before the scheduled time of departure

7_{A lateral is a loading quay where baggage will be dropped from the BASS} 8

This carousel will be used for regular baggage loading during system malfunctioning

C o n ti n ge n cy c ar o u se l

(49)

31

A simulation performed by KLM showed that CGH (HV) will load 60% of the baggage via the robots. For KLM this is approximately 30%. (Figure 27) This means that the main part of the baggage of KLM will be loaded less than 40 minutes before departure via the laterals.

Figure 27 - Distribution regular baggage loading South hall

The simulation also showed that on average KLM will be loading 60 baggage pieces per flight via the lateral. (Brunsting, 2012) The capacity of one lateral is 2 baggage pieces per minute. The lateral is open for 25 minutes. Therefore 1.2 (60/50) laterals are needed to handle baggage for one flight. Because a lateral can only be used for one flight at the same time, 2 laterals are needed on average for 1 KLM flight.

Because KLM needs 2 laterals per flight and CGH needs 1 lateral per flight it is expected that all available laterals are full in use. Therefore, the assumption is made that no extra flights can and will be loaded in the future in the South hall. As a result the maximum number of different flights with odd-size is expected to be stable. (Brunsting, 2012)

4.1.2 Odd-size baggage handling

The odd-size baggage flows of KLM within the South hall can be found in Figure 28.The red lines indicate odd-size baggage flows that will be created in the new situation.

Screening Sorting Buffer Odd-size Transfer odd-size ` D /E H al l Outbound odd-size D/E Hall South hall Departure halls Screening Local odd-size Inbound Odd-size Platform Basement

Figure 28 - Future odd-size baggage flows

This report only focuses on the development of a handling process for local odd-size baggage to the platform via buffer in the South hall (Figure 29).

0% 20% 40% 60% 80% 100% 4: 50 2: 50 2: 40 2: 30 2: 20 2: 10 2: 00 1: 50 1: 40 1: 30 1: 20 1: 10 1: 00 0: 50 0: 40 0: 30 0 :2 0

Time before Scheduled Departure Time

Distribution regular baggage loading

cum % HV cum % KL

Lateral open for KLM Lateral open for CGH

(50)

32 Screening Buffer South hall Departure halls Transfer odd-size Local odd-size Basement/D4 Outbound odd-size

Figure 29 - Scope future odd-size baggage flows

Once the flows are identified a forecast of the quantities can be generated. This will be done in the next paragraph.

4.1.3 Forecast odd-size baggage quantities in the South hall

Before the process of odd-size baggage handling will be developed quantities of odd-size baggage has to be mapped first. This paragraph discusses a forecast of the quantities of odd-size baggage during the day and simultaneous odd-size baggage pieces in the buffer.

First the average quantities of the sample in June will be calculated. These averages will be used to translate to the maximum quantities of odd-size baggage in the South hall. This will be done be use of the total daily scans made by the Final Examination machine.

Fact is that KLM and CGH will be cooperating in the future for regular baggage handling. Therefore, the assumption is made that odd-size baggage handling will also be done together. For that reason the quantities of CGH are also involved

Odd-size baggage quantities based on sample

The amount odd-size baggage (local and transfer) of KLM can be calculated via the sample taken in June. As mentioned in Chapter 4.1 KLM has already determined the flights that will be handled in the South hall. Therefore also the corresponding flight numbers are known. The amount of odd-size baggage on these flight numbers is extracted from the data that is generated by the Final Examination machines. For CGH the quantities of the sample are already known (Chapter 3.3). A differentiation is made between local and transfer odd-size baggage of KLM and odd-size baggage of CGH.

Based on the above mentioned method the daily amount of odd-size baggage (CGH + KLM) that will be handled in the South hall is 326 pieces based on the sample. As mentioned in Chapter 3.3 CGH will handle 144 odd-size pieces per day on average.

Table 5 - Sample-based forecast odd-size baggage quantities South hall

Type South hall (# odd-size baggage per day)

Local CGH 144

Local KLM 20

Transfer KLM 162

(51)

33

For KLM this daily quantity is only based on a three day sample. Same as for the quantitative analysis of CGH in Chapter 3.3 the long term total daily quantities of the Final Examination machines are considered to validate the quantities. The sample of CGH already represents the unique scans as mentioned in Chapter 3.3.

Daily scans

The transfer odd-size baggage scanned by the transfer Final Examination screeners will be handled in the South, D or E-hall. And these screeners also scan short connection baggage (not being odd-size baggage) occasionally. Unfortunately the detailed baggage information of all the machines cannot be specified for the quantities of the South hall for a longer period. Therefore it is impossible to confirm how many transfer odd-size baggage pieces will be handled precisely in the South hall per day.

The Final Examination Screener at Departure hall 2 scans only local odd-size baggage of KLM that will be handled in the D, E or South hall in the new situation. Therefore the long term daily quantities will be used in this analysis. Same as for quantitative analysis of Chapter 3.3 the standard deviation of the sample will be determined first.

During the sample in turned out that 164 (to South, D and E hall) unique local odd-size baggage pieces of KLM per day are screened. The average daily actual scans showed that 216 scans are made per day during the sample. Same as for the daily quantities of CGH, mentioned in Chapter3.3, this deviation can be explained because some odd-size baggage pieces are scanned twice due to extreme size or wrong handling.

That means that the reliability of the total scans is 164/216 = 0.76. The deviation of the total scans is 0.24 (1.00-0.76) lower than the unique scans. It is assumed that this deviation is standard and occurs daily. Figure 30 shows the distribution of the actual and unique scans of local KLM odd-size baggage for the period January ’12 – November ’12. The unique scans-distribution is the actual scans

decreases with a factor 0.24. The sample period is also indicated.

The low value in May and June was due to malfunctioning Final Examination machine. Analysis point out that this malfunctioning does not have a significant influence on the unique daily quantities. (Difference of two odd-size baggage pieces on the average per day)