Airport runway scheduling

Airport runway optimization is an ongoing challenge for air traffic controllers. Since demand for air-transportation is predicted to increase, there is a need to realize additional take-off and landing slots through better runway scheduling. In this paper, we review the techniques and tools of operational research and management science that are used for scheduling aircraft landings and take-offs. The main solution techniques include dynamic programming, branch and bound, heuristics and meta-heuristics.     

Airport runway scheduling

Airport runway optimization is an ongoing challenge for air traffic controllers. Since demand for air-transportation is predicted to increase, there is a need to realize additional take-off and landing slots through better runway scheduling. In this paper, we review the techniques and tools of operational research and management science that are used for scheduling aircraft landings and take-offs. The main solution techniques include dynamic programming, branch and bound, heuristics and meta-heuristics.     

Displacement problem and dynamically scheduling aircraft landings

In this paper we define a generic decision problem — the displacement problem. The displacement problem arises when we have to make a sequence of decisions and each new decision that must be made has an explicit link back to the previous decision that was made. This link is quantified by means of the displacement function. One situation where the displacement problem arises is that of dynamically scheduling aircraft landings at an airport. Here decisions about the landing times for aircraft (and the runways they land on) must be taken in a dynamic fashion as time passes and the operational environment changes. We illustrate the application of the displacement problem to the dynamic aircraft landing problem. Computational results are presented for a number of publicly available test problems involving up to 500 aircraft and five runways.     

基于优先级的进离港航班排序优化问题研究

研究机场终端区进离港航班排序优化问题,对于提高跑道利用率以及降低航班延误损失具有重要意义。本文首先考虑航班运行方式(降落和起飞)、飞机类型以及航班的重要程度(航程是否连续)的不同所造成延误损失的不同,设计三维优先级表反映调度优先等级,并将其转化为延误成本系数。其次,为实现调度的公平性和减轻管制人员的工作负荷,设置允许延误的航班架次约束、邻边约束以及最大限制位置约束。再次,以最小化航班总延误成本为目标建立模型,提出相应的改进蚁群算法(GJAC)进行求解。最后通过数值实验验证所提算法在考虑调度优先等级及上述约束条件的同时能有效减少进离港航班队列的总延误成本。     

Scheduling aircraft landings at London Heathrow using a population heuristic

With increasing levels of air traffic, making effective use of limited airport capacity is obviously important. This paper reports on an investigation undertaken by National Air Traffic Services in the UK into improving runway utilisation at London Heathrow. This investigation centred on developing an algorithm for improving the scheduling of aircraft waiting to land. The heuristic algorithm developed (a population heuristic) is discussed and results presented using actual operational data relating to aircraft landings at London Heathrow. This data indicates that our algorithm could have improved on air traffic control decisions in such cases by between 2–5?% in terms of reducing the timespan required to land all of the aircraft considered.     

A genetic local search algorithm with a threshold accepting mechanism for solving the runway dependent aircraft landing problem

As the demand for air transportation continues to grow, some flights cannot land at their preferred landing times because the airport is near its runway capacity. Extra fuel consumption and air pollution are then caused by the landing delays. Moreover, such delays may possibly yield extra costs for both passengers and airline companies that result from rescheduling transfer passengers and crew members. Consequently, how to increase the handling efficiency of congested airports is a crucial management issue. Building new runways at existing airports is often not feasible due to environmental, financial and geographical constraints. Therefore, devising a method for tackling the aircraft landing problem (ALP) in order to optimize the usage of existing runways at airports is the focus of this paper. This paper aims to develop a solution procedure based on a genetic local search (GLS) algorithm for solving the ALP with runway dependent attributes. A set of numerical experiments were conducted to test the validity of the proposed algorithm based on five test instances created and investigated by previous studies. The numerical results showed that the proposed GLS algorithm can effectively and efficiently determine the runway allocation, sequence and landing time for arriving aircraft for the five test cases by minimizing total delays under the separation constraints in comparison with the outcomes yielded by previous studies.     

求解带有时间窗和提前/拖期惩罚的飞机着陆问题的遗传算法

研究了带有时间窗、飞机着陆的总提前/拖期惩罚最小为目标函数的飞机着陆问题。针对此问题设计了一种遗传算法进行求解。染色体表示为飞机着陆次序和着陆跑道两个向量,一个新的解码算法来计算飞机的着陆时间。采用数据库OR-Library中的实例进行数值实验,实验结果表明：设计的算法是有效的, 主要原因是解码算法能大大提高解的质量。该算法对于求解带有时间窗、目标函数为提前/拖期惩罚最小的调度问题具有借鉴意义。     

Runway sequencing with holding patterns

We study a scheduling problem, motivated by air-traffic control. When aircraft reach the final descent in the “Terminal Radar Approach CONontrol” area (tracon), a set of disjoint time windows in which the landing is possible, can be automatically assigned to each aircraft. The objective is then to determine landing times, within these time windows, which maximize the minimum time elapsed between consecutive landings. We study the complexity of the problem and describe several special cases that can be solved in polynomial time. We also provide a compact Mixed Integer Programming formulation that allows us to solve large instances of the general problem when all time windows have the same size. Finally, we introduce a general hybrid branch and cut framework to solve the problem with arbitrary time windows. Experimental results show that our approach outperforms earlier formulation of the problem.     

Control of an aircraft landing in windshear

The problem of the feedback control of an aircraft landing in the presence of windshear is considered. The landing process is investigated up to the time when the runway threshold is reached. It is assumed that the bounds on the wind velocity deviations from some nominal values are known, while information about the windshear location and wind velocity distribution in the windshear zone is absent. The methods of differential game theory are employed for the control synthesis.The complete system of aircraft dynamic equations is linearized with respect to the nominal motion. The resulting linear system is decomposed into subsystems describing the vertical (longitudinal) motion and lateral motion. For each subsystem, an, auxiliary antagonistic differential game with fixed terminal time and convex payoff function depending on two components of the state vector is formulated. For the longitudinal motion, these components are the vertical deviation of the aircraft from the glide path and its time derivative; for the lateral motion, these components are the lateral deviation and its time derivative. The first player (pilot) chooses the control variables so as to minimize the payoff function; the interest of the second player (nature) in choosing the wind disturbance is just opposite.The linear differential games are solved on a digital computer with the help of corresponding numerical methods. In particular, the optimal (minimax) strategy is obtained for the first player. The optimal control is specified by means of switch surfaces having a simple structure. The minimax control designed via the auxiliary differential game problems is employed in connection with the complete nonlinear system of dynamical equations.The aircraft flight through the wind downburst zone is simulated, and three different downburst models are used. The aircraft trajectories obtained via the minimax control are essentially better than those obtained by traditional autopilot methods.     

Airport noise modelling and aircraft scheduling so as to minimize community annoyance

A mathematical model of the annoyance created at an airport by aircraft operations is developed. The model incorporates population distribution considerations around an airport and the annoyance caused by aircraft noise. The objective function of this model corresponds to seeking to minimize total population annoyance created by all aircraft operations in a 24-hour period. Several factors are included in this model as constraint relationships. Aircraft operations by type and time period are upper bounded. Demand for flight services is incorporated by including lower bounds on the number of operations by type of aircraft, runway used and time period. Also upper bounds on the number of operations for each runway are included. The mathematical model as formulated is recognized as corresponding to a nonlinear integer mathematical programming problem.The solution technique selected makes use of a successive linear approximation optimization algorithm. An especially attractive feature of this solution algorithm is that it is capable of obtaining solutions to large problems. For example, it would be feasible to attempt the solution of problems involving several thousand variables and over 500 linear constraints. This suggested solution algorithm was implemented on a computer and computational results obtained for example problems.     

Some effects of aircraft arrival sequence algorithms

Although various airport landing sequencing algorithms have been considered in the literature, little work has been done in comparing their effects on Air Traffic Control, especially against first-come first-served (FCFS) runway sequences, the method most widely used in practice. This paper compares a number of such algorithms using a discrete-event simulation model of an airport with a single landing runway. Statistical methods are used to test for effects of sequencing algorithm, delay-sharing strategy, arrival rate and wake-vortex mix. Little benefit to delay, or stability of sequencing advice, is found from advanced sequencing when small changes are made to inputs calibrated to a specific airspace. Advanced sequencing improves landing rate, compared with FCFS sequencing, only when aircraft arrival rate is greater than maximum runway landing rate, and wake-vortex mix is sufficiently varied. Constrained position shifting constraints limit these improvements and it is shown that deterministic optimal techniques may actually be sub-optimal in a dynamic environment. Our main conclusion is that FCFS is a robust method under many conditions.     

A mathematical model and algorithms for the aircraft hangar maintenance scheduling problem

An aircraft hangar maintenance scheduling problem is studied, motivated by the aircraft heavy maintenance conducted in a hangar operated by an independent maintenance service company. The aircraft hangar maintenance scheduling problem in such context consists of determining a maintenance schedule with minimum penalty costs in fulfilling maintenance requests, and a series of hangar parking plans aligned with the maintenance schedule through the planning period. A mixed-integer linear programming (MILP) mathematical model, integrating the interrelations between the maintenance schedule and aircraft parking layout plans, is presented at first. In the model, the variation of parking capacity of the maintenance hangar and the blocking of the aircraft rolling in and out path are considered. Secondly, the model is enhanced by narrowing down the domain of the time-related decision variables to the possible rolling in and out operations time of each maintenance request. Thirdly, to obtain good quality feasible solutions for large scale instances, a rolling horizon approach incorporating the enhanced mathematical model is presented. The results of computational experiments are reported, showing: (i) the effectiveness of the event-based discrete time MILP model and (ii) the scalability of the rolling horizon approach that is able to provide good feasible solutions for large size instances covering a long planning period.     

Operational aircraft maintenance routing problem with remaining time consideration

The aircraft maintenance routing problem is one of the most studied problems in the airline industry. Most of the studies focus on finding a unique rotation that will be repeated by each aircraft in the fleet with a certain lag. In practice, using a single rotation for the entire fleet is not applicable due to stochasticity and operational considerations in the airline industry. In this study, our aim is to develop a fast responsive methodology which provides maintenance feasible routes for each aircraft in the fleet over a weekly planning horizon with the objective of maximizing utilization of the total remaining flying time of fleet. For this purpose, we formulate an integer linear programming (ILP) model by modifying the connection network representation. The proposed model is solved by using branch-and-bound under different priority settings for variables to branch on. A heuristic method based on compressed annealing is applied to the same problem and a comparison of exact and heuristic methods are provided. The model and the heuristic method are extended to incorporate maintenance capacity constraints. Additionally, a rolling horizon based procedure is proposed to update the existing routes when some of the maintenance decisions are already fixed.     

Scheduling programs with repetitive projects: A comparison of a simulated annealing,a genetic and a pair-wise swap algorithm

We address the problem of scheduling in programs involving the production of multiple units of the same product. Our study was motivated by a construction program for fast naval patrol boats. Other applications of this problem include procurement of multiple copies of aircraft, spacecraft, and weapon systems. In this problem we must decide how many units of the product to assign to each of a number of available crews (individuals, teams, subcontractors, etc.). These types of problems are characterized by two potentially conflicting considerations: 1) the need to complete each unit by its contractual due date, and 2) learning effects. Because of the first consideration, there is a tendency to use multiple crews for simultaneous production, so that meeting due dates is assured. However, the second consideration encourages assigning many units to a single crew so that learning effects are maximized. We study this scheduling problem with two different penalty cost structures and develop models for both versions. The models trade-off the penalty associated with late deliveries and the savings due to learning (and possibly incentive payments for early completion). We discuss different heuristic algorithms — simulated annealing, a genetic algorithm, and a pair-wise swap heuristic — as well as an exhaustive search to determine a baseline for comparisons. Our computational results show that the pair-wise swap algorithm is the most efficient solution procedure for these models.     

Economic lot sizes and vehicle scheduling

In this paper a relationship between the vehicle scheduling problem and the dynamic lot size problem is considered. For the latter problem we assume that order quantities for different products can be determined separately. Demand is known over our n-period production planning horizon. For a certain product our task is to decide for each period if it should be produced or not. If it is produced, what is its economic lot size? Our aim here is to minimize the combined set-up and inventory holding costs. The optimal solution of this problem is given by the well-known Wagner-Whitin dynamic lot size algorithm. Also many heuristics for solving this problem have been presented. In this article we point out the analogy of the dynamic lot size problem to a certain vehicle scheduling problem. For solving vehicle scheduling problems the heuristic algorithm developed by Clark and Wright in very often used. Applying this algorithm to the equivalent vehicle scheduling problem we obtain by analogy a simple heuristic algorithm for the dynamic lot size problem. Numerical results indicate that computation time is reduced by about 50% compared to the Wagner-Whitin algorithm. The average cost appears to be approximately 0.8% higher than optimum.     

An efficient heuristic for scheduling in a flowshop to minimize total weighted flowtime of jobs

The problem of scheduling in a flowshop is considered with the objective of minimizing the total weighted flowtime of jobs. A heuristic algorithm is developed by the introduction of lower bounds on the completion times of jobs and the development of heuristic preference relations for the scheduling problem under study. An improvement scheme is incorporated in the heuristic to enhance the quality of its solution. The proposed heuristic, with and without the improvement scheme, and the existing heuristics are evaluated by a large number of randomly generated problems. The results of an extensive computational investigation for various problem sizes are presented. It has been observed that both versions of the proposed heuristic perform better than the existing heuristics in giving a superior solution quality and that the proposed heuristic without the improvement scheme yields a good solution by requiring a negligible CPU time. In addition, an experimental investigation is carried out to evaluate the effectiveness of the improvement scheme when implemented in the proposed heuristic and the existing heuristics, as well as the effectiveness of a variant of the scheme. The results are also discussed.     

Simultaneously scheduling multiple turns for steel color-coating production

This paper investigates a large-scale scheduling problem in the iron and steel industry, called color-coating production scheduling (CCPS). The problem is to generate multiple production turns for the galvanized coils that dynamically arrive from upstream lines within a given scheduling horizon, and at the same time determine the sequence of these turns so that the productivity and product quality are maximized while the production cost and the number of generated turns are minimized. We formulate this problem as a mixed integer nonlinear program and propose a tabu search heuristic to obtain satisfactory solutions. Results on real production instances show that the presented model and heuristic are more effective and efficient with comparison to manual scheduling. A practical scheduling system for CCPS combining the model and heuristic has been developed and successfully implemented in a major iron and steel enterprise in China.     

A New Heuristic Method for the Permutation Flow Shop Scheduling Problem

A new heuristic method for the permutation flow shop scheduling problem is presented and compared with two other heuristics named NEH and SPIRIT. The new heuristic method is based on a property of the scheduling problem that provides an upper bound on the idle time of the last machine between any two adjacent jobs regardless of their position in the sequence of jobs. The results from computational experience have shown that the new heuristic outperforms, in solution quality, all others for problems having up to 50 jobs and 30 machines.     

A branch-and-bound algorithm for three-machine flowshop scheduling problem to minimize total completion time with separate setup times

In this paper, we address the three-machine flowshop scheduling problem. Setup times are considered separate from processing times, and the objective is to minimize total completion time. We show that the three-site distributed database scheduling problem can be modeled as a three-machine flowshop scheduling problem. A lower bound is developed and a dominance relation is established. Moreover, an upper bound is developed by using a three-phase hybrid heuristic algorithm. Furthermore, a branch-and-bound algorithm, incorporating the developed lower bound, dominance relation, and the upper bound is presented. Computational analysis on randomly generated problems is conducted to evaluate the lower and upper bounds, the dominance relation, and the branch-and-bound algorithm. The analysis shows the efficiency of the upper bound, and, hence, it can be used for larger size problems as a heuristic algorithm.     

Delays to Aircraft Serviced by the Glide-Path

This paper considers some of the statistical service, flow and delay problems which arriving aircraft encounter in the glide-path of an airport runway. Mathematical expressions for service time distributions and delays are formulated in terms of the probability distributions of spacings between discharges of the glide-path. In this paper the author also considers some numerical solutions of the average glide-path separation as a function of \(\overline{w}\), the average delay to arriving aircraft, x₀, a minimum glide-path separation and λ the average Poisson flow rate of landing aircraft.