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1Giovanni Andreatta Padova University Verona 18 maggio 2006
Operations Researchin
Air Transportation
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2Giovanni Andreatta Padova University Verona 18 maggio 2006
Air Transportation System
InfrastructureAirportsATM (Air Traffic Management)
ATFM (AT Flow Management)ATC (AT Control)
SuperstructureCommercial FlightsPrivate FlightsMilitary Flights
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3Giovanni Andreatta Padova University Verona 18 maggio 2006
Eurocontrol ATFM area and an example of Sectorization
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4Giovanni Andreatta Padova University Verona 18 maggio 2006
ATM (AT Management)
Motivation for improvement New technologies
CNS (Communications Navigation Surveillance) Datalink Better weather forecasting
New economic framework Deregulation Liberalization Competition
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5Giovanni Andreatta Padova University Verona 18 maggio 2006
Aviation Authorities (ICAO, FAA, Eurocontrol, National Aviation Authorities)
are adopting new ATM concepts:FANS (Future Air Navigation System)Free FlightCDM (Collaborative Decision Making)
and tools, for example:COMPASMAESTROCTAS
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6Giovanni Andreatta Padova University Verona 18 maggio 2006
SAFETY
Primary objective of ATM system Same separation rules in the last 15
years (except for vertical separation …)
Lack of quantitative models Need for a greater flexibility Implementation of new concepts
requires careful examination (example: implications of Free Flight)
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7Giovanni Andreatta Padova University Verona 18 maggio 2006
ATFM (AT Flow Management)
Providers FAA Eurocontrol CFMU (Central Flow Management
Unit)
ATM is continuously evolving Excellent information, elaboration and visualization
capabilities Lack of satisfactory decision support systems Need for real time tools able to handle
uncertainties (e.g., weather) and dynamically changing reality.
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8Giovanni Andreatta Padova University Verona 18 maggio 2006
Example of GUI
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9Giovanni Andreatta Padova University Verona 18 maggio 2006
Over 95% of the total EUROCONTROL
Route charges revenues
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10Giovanni Andreatta Padova University Verona 18 maggio 2006
Forecasted no. of IFR flights in CFMU area
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11Giovanni Andreatta Padova University Verona 18 maggio 2006
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12Giovanni Andreatta Padova University Verona 18 maggio 2006
ATFM
Demand Scheduled flights Charter flights General Aviation Military flights State flights …
System Capacity Airports (number of
take-off/landings) Airways Sectors (no. of flights
entering the sector or no. of flights in the sector)
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13Giovanni Andreatta Padova University Verona 18 maggio 2006
ATFM
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14Giovanni Andreatta Padova University Verona 18 maggio 2006
ATFM
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15Giovanni Andreatta Padova University Verona 18 maggio 2006
First solution: Ground Holding
Ground holding safer than airborne holding
Ground holding cheaper than airborne holding
N.B.: Flight shift in time
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16Giovanni Andreatta Padova University Verona 18 maggio 2006
Second solution: Rerouting
It is sometimes directly imposed by the Aviation Authority (CFMU)
Could be in-directly imposed: air traffic demand
management
N.B.: flight shift in space
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17Giovanni Andreatta Padova University Verona 18 maggio 2006
Ground Holding
Ground holding better than airborne delay
History: 1981 USA AT controllers strike
Dimensions (No. of daily flights): 60,000 domestic flights in USA30,000 flights in Eurocontrol zone
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18Giovanni Andreatta Padova University Verona 18 maggio 2006
Ground Holding Problem
MIT
Padova University
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19Giovanni Andreatta Padova University Verona 18 maggio 2006
GH model(meaning)
MIN Total Cost of (ground + airborne delays)
subject to: Capacity constraints Assignment constraints Coupling constraints Integrality constraints
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20Giovanni Andreatta Padova University Verona 18 maggio 2006
GH model(type and dimensions)
The resulting model is a MIP (Mixed Integer Programming) problem with a few hundred thousands boolean variables and constraints
The problem is NP-hard (i.e., difficult) Yet, the instances using real data
were easy to solve
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21Giovanni Andreatta Padova University Verona 18 maggio 2006
Rerouting
€ €
€ € €
€
€
A rerouting is sometimes imposed by CFMU.
Rerouting implies different route charges!
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22Giovanni Andreatta Padova University Verona 18 maggio 2006
EUROCONTROLroute charge formula
n
irRTotal cost:
Unit rate in State i
iii tMTOW
dr 50
where for each State i the charge is given by:
Distance traveled in State i
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23Giovanni Andreatta Padova University Verona 18 maggio 2006
Critics to EUROCONTROL formula:
Should better reflect actual ATC costs: Use time rather than distance? Question the importance of weight
(augment the exponent from 0.5 to 0.87 ?) Efficiency in providing ATC services
should be taken into account …
50/** MTOWDRFee
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24Giovanni Andreatta Padova University Verona 18 maggio 2006
Air Navigation and Airport User Charges
Great interest internationally Background of rising infrastructure costs and
security costs at a time of global industry crisis Multiple objectives for charging systems:
Cover costs of service providers Cost-related charging formulae Provide incentives to improve efficiency/performance
of service providers Inform prioritization of investments Promote operational efficiency (e.g., reduce
congestion) Transparency and user participation etc.
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25Giovanni Andreatta Padova University Verona 18 maggio 2006
IRCS project (Trieste + Padova)
Innovative Route Charging Schemes
For more information see:
www.eurocontrol.int/care/innovative/projects2002/ircs/
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26Giovanni Andreatta Padova University Verona 18 maggio 2006
IRCS Specific Issues (partial list)
Alternative charging formulaeCommon unit rateTwo-part charge, etc.
Impacts of alternative charging systems Charge according to flight plan Tax on tickets Containment of service provider costs Other?
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27Giovanni Andreatta Padova University Verona 18 maggio 2006
General aim of IRCS project
the final purpose of the Innovative Route Charging Schemes project is:
to study the impact of changes in en-route charges
with respect to the demand and supply sides of ATM
in a view to improve the overall efficiency of the system
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28Giovanni Andreatta Padova University Verona 18 maggio 2006
Market based
Flow Demand Management
and Rerouting
Odoni, Fan, … (MIT)
Andreatta, Lulli (Padova)
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29Giovanni Andreatta Padova University Verona 18 maggio 2006
Optimal congestion fee
A congestion fee on a user is optimal when it is equal to the external costs that the user imposes on the other users.
For a M/G/1 queue:
Marginal Internal External cost cost cost
d
dWcWc
d
dCMC q
q
= +
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30Giovanni Andreatta Padova University Verona 18 maggio 2006
Idea under investigation
Without congestion fee, BIG aircraft are penalized
With “optimal” congestion fee, SMALL aircraft are penalized
Why not consider different categories and compute
the “external” cost imposed within each category?
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31Giovanni Andreatta Padova University Verona 18 maggio 2006
Airports
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32Giovanni Andreatta Padova University Verona 18 maggio 2006
Airport modeling
Landside (Passenger terminal) Baggage handling Apron stand allocation Arrival aircraft sequencing
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33Giovanni Andreatta Padova University Verona 18 maggio 2006
Airport landside modeling
European sponsored projects: IV UE framework program: “TAPE” V UE framework program: “OPAL” VI UE framework program: “SPADE”
Padova UniversityRome “La Sapienza” UniversityAthens AUEBToulouse ONERADelft University
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34Giovanni Andreatta Padova University Verona 18 maggio 2006
SLAM ImplementationSLAM Implementation
• Program: ANSI C, LEX and YACC
• Graphic User Interface: JAVA
• Run under UNIX and WINDOWS
run
Input file Output fileOutput file
Output file
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35Giovanni Andreatta Padova University Verona 18 maggio 2006
Apron stand allocation
Romanin-Jacur, Filippi
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36Giovanni Andreatta Padova University Verona 18 maggio 2006
Arrival aircraft sequencing
Bianco, Rinaldi, Dell’Olmo, Lulli, …
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37Giovanni Andreatta Padova University Verona 18 maggio 2006
AIRLINES
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38Giovanni Andreatta Padova University Verona 18 maggio 2006
Airlines
Deregulation and Liberalization drive a higher competition
Need to reduce costs
Need to enhance revenues
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39Giovanni Andreatta Padova University Verona 18 maggio 2006
Airlines costs
The Passenger Mix Model The Fleet Assignment Problem The Crew Pairing Problem, the
Aircraft Routing Problem, and the Integrated Crew Pairing-Aircraft Routing Problem
The Schedule Design Problem Integrated Models
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40Giovanni Andreatta Padova University Verona 18 maggio 2006
Airlines revenues
Revenue management Seat pricing Seat categorization Integration
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41Giovanni Andreatta Padova University Verona 18 maggio 2006
Optimization Methods
Integer Linear Programming Greedy algorithms Genetic algorithms Tabu search Bi-linear programming models
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42Giovanni Andreatta Padova University Verona 18 maggio 2006
Where in the USA ?
NEXTORMITVirginia TECHU. of MarylandUC BerkeleyGMUFAA
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43Giovanni Andreatta Padova University Verona 18 maggio 2006
Where in Italy
PadovaAndreatta, Brunetta, Lulli, Romanin-Jacur,
… Rome
Dell’Olmo, Bianco, … Trieste
Ukovich, Castelli, Pesenti, … Siena
Marti
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44Giovanni Andreatta Padova University Verona 18 maggio 2006
Thank You
Padova References: www.dei.unipd.it/~brunetta/at_papers/
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45Giovanni Andreatta Padova University Verona 18 maggio 2006