On the relevance of data science for flight delay research: a systematic review

This paper addresses the real-time aircraft routing and scheduling problem at a busy terminal control area (TCA) in case of traffic congestion The problem of effectively managing TCA operations is particularly challenging, since there is a continuous growth of traffic demand and the TCAs are becoming the bottleneck of the entire air traffic control system The resulting increase in airport congestion, economic and environmental penalties can be measured in terms of several performance indicators, including take-off and landing aircraft delays and energy consumption This work addresses this problem via the development of mixed-integer linear programming formulations that incorporate the safety rules with high modeling precision and objective functions of practical interest based on the minimization of the total travel time and the largest delay due to potential aircraft conflicts Computational experiments are performed on real-world data from Roma Fiumicino, the largest airport in Italy in terms of passenger demand Traffic disturbances are generated by simulating sets of random landing/take-off aircraft delays Near-optimal solutions of practical-size instances are computed in a short time via a commercial solver The computational analysis enables the selection of those solutions offering the best compromise among the different objectives

Air traffic optimization models for aircraft delay and travel time minimization in terminal control areas

Public service obligations (PSOs) are used by governments in many countries, including the United States and 11 countries in Europe, to mandate a minimum level of commercial air transportation service, especially for small or rural communities. This paper analyzes PSOs in these 12 countries for the year 2010 using the recently proposed Global Connectivity Index to measure direct and indirect market access and a novel subsidy database covering 90% of PSO movements in these countries to assess value-for-money. We show that PSO services represent about 2.5% of all commercial movements in the 12 countries analyzed, generating about 1% of these countries’ total air transport connectivity. Over all routes for which data was available, approximately USD$ 900 million was earmarked for PSO and air service discount provision in 2010, with average subsidies per movement ranging from about $700 to $3500. PSO market access and efficiency outcomes vary across the countries analyzed. Some countries, such as Germany and the United States, focus on providing network access for smaller communities, thereby creating not only point-to-point, but also onward connectivity, while others such as Norway, Sweden, and Ireland, predominantly aim at providing “lifeline services” that connect remote regions to a nearby economic center without providing onward connections.

/pdf/public-service-obligations-for-air-transport-in-the-united-2paus3pub3.pdf

Public service obligations for air transport in the United States and Europe: Connectivity effects and value for money

Carbon footprint assessment due to airport operations is often required by environmental regulations. Aircraft contribute to local air pollution during the Landing and Take Off cycle. A big portion of the time aircraft spend on the ground is taken by taxi operations. Taxi times also increase at higher rates than traffic demand because of congestion at airports. Several measures are explored in the literature regarding the mitigation of taxi related emissions. These measures are often assessed by means of analytical approaches. In this article, the authors introduce a new micro simulation approach to assess aircraft ground movements with the aim of providing a more realistic estimation of taxi times. The approach is based on the definition of a discrete event model using a generic simulation software, AnyLogic 7. The new model is then used to assess the potential benefits and impacts deriving from the introduction of an environmental friendly taxi procedure at Lisbon International Airport. The simulated procedure envisages the utilization of TaxiBot, a semi-robotic towbarless tractor suitable for dispatch towing at medium to large airports. Results prove the alternative measure would potentially lead to environmental benefits in terms of fuel saved and emissions reduction. Considering an average day, both airports and airlines would gain in terms of, respectively, emitted pollutants and operational costs. Starting from these observations, possibilities for further research are explored.

Micro-simulation of airport taxiing procedures to improve operation sustainability: Application of semi-robotic towing tractor

Is increasing aircraft size common practice of airlines at congested airports

Airports are vital parts of traffic infrastructure and networks in global and dynamic economies securing inter- and transcontinental mobility of goods and people in spatially dislocated market structures. The operational capacity of an airport must be dimensioned under a long-term strategic view as its productivity is determined by available infrastructure. Often expansion projects for, e.g., an additional runway require a timeframe of up to twenty years for negotiation, planning and construction. The correction of existing or future bottlenecks will be increasingly difficult, partly due to public and political opposition and environmental awareness. From this point of view we critically examine the published planning figures and forecasts of demand and capacity of the currently constructed Berlin-Brandenburg International airport over a 20-year timeframe. Our methodology is based on a computer simulation of an independent parallel runway in segregated mode. Increasing traffic and changing traffic mix are simulated with the airport and airspace modeling tool SIMMOD, which provides the output data to calculate the capacity utilization and chosen level of service indicator minutes of average delay per flight. The simulation has shown that the practical capacity of 76 flights per hour is the maximum demand to be served under the defined assumptions. We discuss our findings and compare our results with other airports operating a similar runway layout.

Airport capacity and demand calculations by simulation—the case of Berlin-Brandenburg International Airport

In this note we describe an iterative procedure of how to estimate unit costs per leg of a public service obligation (PSO) route network if certain data is publicly available. The aim of this approach is to make judgments in benchmarking and in regulation if revenues, costs and profits (or losses) per flight and its distribution among these route networks are typical compared to carriers serving networks under a competitive regime. Particularly this note aims to set a reference for the question, if market or bargaining powers are abused and to which extent. This work is thus especially important for PSO cases where a particular network cannot be operated in a profitable manner; therefore, its routes are offered to monopoly providers in a bidding competition and (in most cases) the service needs to be publicly subsidized. We shall apply the procedure on origin-destination matrices from tender documents published by the Norwegian Ministry of Transport and Communications. The Ministry covers incurred losses produced by the bidding and winning carrier. As a first result we can observe that the PSO allocations show indications of an inefficient allocation process reflected in more than three-fold quoted costs on PSO routes above estimated market levels.

Social costs of public service obligation routes--calculating subsidies of regional flights in Norway

In this paper a simplified benchmarking methodology is presented. This new approach is based on the computation of a discrete envelope over distributed data points. Financial and operational data from 139 European airports in 10 countries was collected for the years 2002 to 2010. For reasons of comparability financial data is deflated to a reference price level, currency and point in time. The data requirements are reduced to the two core variables of the production process, passenger demand and profits or deficits (before interests and taxes) per year. Such data is used to isolate airport industry benchmarks based on minimum passenger levels and maximum profitability. Benchmarking can guide supranational decision-making and regulation on airport subsidy policy by stating maximum feasible profits per passenger and by estimating critical demand levels at the break-even point. In conclusion, scenario-based calculations about potential efficiency gains for underperforming airports are outlined.

Benchmarking european airports based on a profitability envelope: a break-even analysis

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Airport capacity and demand calculations by simulation—the case of Berlin-Brandenburg International Airport

Social costs of public service obligation routes--calculating subsidies of regional flights in Norway

Benchmarking european airports based on a profitability envelope: a break-even analysis