Introduction Daily approximately 150.000 individual travel movements are conducted by passengers and Schiphol-workers to and from Schiphol. For this they use cars, taxis, busses, shut-tles, trains, motorcycles, scooters and bicycles. As such Schiphol is Holland’s biggest mobility node. Understandably this makes accessibility of vital importance. Within Schiphol the Traffic & Transportation (T&T) department has the responsibility for the accessibility of Schiphol. Separated in several modalities (public trans-port/taxi/private transport/roads) the goal is to improve the accessibility for Schiphol’s customers (passengers/personnel/business partners/cargo). T&T has the ambition to become “Europe´s most accessible multimodal hub”. To achieve this the performance on the quality of accessibility will have to increase while facing an increased passenger volume and tougher constraints. Therefore increased insight in the performance of the accessibility operation is required. In short: the rele-vant performance delivered by T&T on airport accessibility has to be measured. Design tracks The objectives of this thesis is to (1) Design a method that can measure T&T´s perform-ance and (2) Create a system that uses the designed method to report on the perform-ance. To achieve these two objectives, two design tracks are undertaken Design Track I The first step is defining what is considered relevant performance for T&T. Through research and interviews, relevant performance is regarded as the quality of accessibility delivered to the client. This can be measured by the amount in which the demands of a client group on the quality of accessibility are met by the characteristics of a modality. To be able to measure the regarded performance, the offered accessibility is analysed. It is found that T&T can influence the quality characteristics of each modality based on the relation with the stakeholder that operates the modality. There are three levels of influ-ence: Control, Guide and Influence. To get more insight in the accessibility demand of the different client groups (Passen-gers and Schiphol workers) an experiment is conducted. This experiment indicates a different demand profile on accessibility between the client groups, especially towards price and information. A combination of literature on measuring accessibility and internal Schiphol documents is used to declare factors and criteria that determine the quality perception of the client on accessibility. Six factors (cost, time, reliability, quality, convenience and information) and 34 underlying quality criteria are declared. To measure these criteria there is a need for data points and sources that report on these criteria. A table of needed data points, sources and expected unities is created. As it is found that the unities of the data points differ greatly and it is unknown what levels of performance are considered adequate, a measuring method is proposed that states the increase or decline of performance on the criteria. This is done through indi-ces that are calculated by comparing performance on two different moments in time. The declaration of 7 formulates enables the design of a measurement method that puts weights on the calculated indices. These weights are based on the found demand pro-files. The criteria that are considered most important in the accessibility perception of a certain client group, are given a higher weight, resulting in a bigger influence on the overall index on airport accessibility. Combining all criteria, factors and weights on the different modalities and client groups with the seven formulas, gives the possibility to create an overall index on the delivered quality of accessibility of an airport. Design Track II As less than 40% of the needed data sources is available, it is not possible to implement the developed method in a Performance Measurement System (PMS). Therefore an alternative system is created. Based on an analysis of available data sources, supportive systems and existing KPI, a PMS System is developed. This system is based on Excel and can present indicators on a monthly basis. The PMS shows a comparison with the pre-ceding month and the same month one year ago. To enhance the insightfulness, coloured arrows are used to show high, medium of no decrease/increase between the periods. Also a graph is presented in the same fashion graphs are currently presented, for each indicator. Indicators are coupled for each mo-dality. This gives modality managers the possibility to quickly look for the most relevant indicators. As the developed PMS is not able to indicate the client perception of the current quality od accessibility, a second system is created. This system uses public messages on online social media (mostly twitter) to measure the sentiment on the accessibility quality of-fered on train, bus and taxis servicing Schiphol. The system is able to present the amount of positive, neutral and negative messages on a modality. This enables manag-ers to react on incidents and to see the change in perception over a longer period of time. Conclusion A first draft design of a method to measure the quality of airport accessibility is created. Implementation is not possible to a shortage on data sources. It therefore proposed to start developing the needed data points. If more than 60% of the needed data is avail-able, the designed measurement method can be implemented. It is advised to use the available Qlikview Business Intelligent system for an improved PMS. Furthermore both design steps are first ventures into creating a system to measure per-formance at T&T. Due to limitations in time and resources, several assumptions had to be done. To increase the validity of the indicators presented by the measurement method, several recommendations on improvement are done.