scheduling and fleet assignment fun

scheduling and fleet assignment functions is therefore considered to be the “ultimate” challenge for airline operations research. Development of more responsive and even dynamic decision support systems that take into account expected passenger choice behavior, as well as the expected response of competitors in terms of price, schedule, and capacity in determining a profit-maximizing strategy for the airline, will only become more important with growing competitive pressures in the airline industry.
4. Applications to AviationInfrastructure
The infrastructure of the global aviation system consists of two principal elements, airports and air traffic management (ATM) systems. Airports can be further subdivided into airside facilities (runways, taxiways, aprons, aircraft stands) and landside facilities (passenger and cargo buildings, curbside), while ATM systems are now viewed as being comprised of a tactical subsystem—air traffic control (ATC)—and a strategic one—air traffic flow management (ATFM). The design, development, and operation of all these facilities and systems has attracted extensive interest on the part of operations researchers, usually in response to ongoing developments in the field. For example, much of the fundamental work on airside capacity was performed during the 1960s and early 1970s, the time when it was first realized that runways constituted an important bottleneck of the air transport system. Overall, the body of work on aviation infrastructure has led to insights and models that have proved of critical importance in practice and have, in some cases, been adopted by airport and ATM service providers on a global scale. Because of space limitations, this section briefly reviews OR applications in airport airside operations and air traffic flow management—only two of the four major areas identified above. Surveys of OR models for the analysis of passenger terminal operations can be found in Tosic (1992) and de Neufville and Odoni (2003). Of the many OR-related topics addressed by research on air traffic control, the widely investigated subject of detecting and resolving potential “conflicts” between airborne aircraft is reviewed well in Kuchar and Yang (2000). Various other analytical and simulation models on several different aspects of ATC are covered in Odoni et al. (1997).
4.1. Airside Operations
The runway complexes of major airports are among the scarcest resources of today’s international air transport system and, barring a drastic change in the landing and takeoff requirements of commercial aircraft, will continue to be so in the foreseeable future. New runways are very expensive to build, require great expanses of land, and most importantly have environmental and other impacts that necessitate long and complicated approval processes with uncertain outcomes. It is not surprising therefore that one of the most “mature” areas of transportation science deals with the modeling of runway operations and, more generally, airside operations. The products of this work include both analytical (“mathematical”) models and simulation tools.
4.1.1. Analytical Capacity and Delay Models. Analytical models preceded viable simulation tools by about 20 years. In a landmark paper, Blumstein (1959) defined the capacity of a runway as the expected number of movements (landings and takeoffs) that can be performed per unit of time—typically one hour—in the presence of continuous demand and without violating air traffic control separation requirements. He also presented a model for computing the capacity of single runways used for arrivals only, for departures only, and for strings of arrivals followed by strings of departures. Subsequent generalizations included the possibility of inserting departures between successive arrivals, possibly by increasing (“stretching”) the separation between arrivals (Hockaday and Kanafani 1972) and the treatment of some of the parameters of Blumstein’s (1959) models as random variables, instead of constants (Odoni 1972). Extensions to cases involving two or more simultaneously operating runways were also developed at an early stage—see, e.g., Swedish (1981). The complexity of multirunway models depends greatly on the extent to which operations on different runways inter- 382 Transportation Science/Vol.
37, No. 4, November 2003

ผลลัพธ์ (อังกฤษ) 2:

scheduling and fleet assignment functions is therefore considered to be the "ultimate" challenge for airline operations research. Development of more responsive and even dynamic decision support systems that take into account expected passenger choice behavior, as well as the expected response of competitors in terms of price, schedule, and capacity in determining a profit-maximizing strategy for the airline, will only become. More important competitive pressures in the Airline Industry Growing with.
4. Applications to AviationInfrastructure
The Infrastructure of the Global System consists of Two Principal Elements aviation, Airports and Air Traffic Management (ATM) Systems. Airports can be further subdivided into airside facilities (runways, taxiways, aprons, aircraft stands) and landside facilities (passenger and cargo buildings, curbside), while ATM systems are now viewed as being comprised of a tactical subsystem-air traffic control (ATC). -and a strategic one-air traffic flow management (ATFM). The design, development, and operation of all these facilities and systems has attracted extensive interest on the part of operations researchers, usually in response to ongoing developments in the field. For example, much of the fundamental work on airside capacity was performed during the 1960s and early 1970s, the time when it was first realized that runways constituted an important bottleneck of the air transport system. Overall, the body of work on aviation infrastructure has led to insights and models that have proved of critical importance in practice and have, in some cases, been adopted by airport and ATM service providers on a global scale. Because of space limitations, this section briefly reviews OR applications in airport airside operations and air traffic flow management-only two of the four major areas identified above. Surveys of OR models for the analysis of passenger terminal operations can be found in Tosic (1992) and de Neufville and Odoni (2003). Of the many OR-related topics addressed by research on air traffic control, the widely investigated subject of detecting and resolving potential "conflicts" between airborne aircraft is reviewed well in Kuchar and Yang (2000). Various other analytical and simulation models on several different aspects of ATC are covered in Odoni et al. (1997).
4.1. Airside Operations
The Runway complexes of Major Airports are among the scarcest of today's International Air Transport System Resources and, barring a drastic Change in the landing and takeoff requirements of Commercial Aircraft, Will Continue to be so in the: Foreseeable Future. New runways are very expensive to build, require great expanses of land, and most importantly have environmental and other impacts that necessitate long and complicated approval processes with uncertain outcomes. It is not surprising therefore that one of the most "mature" areas of transportation science deals with the modeling of runway operations and, more generally, airside operations. The products of this Work include both analytical ("mathematical") models and Simulation Tools.
4.1.1. Analytical Capacity and Delay Models. Analytical models preceded viable simulation tools by about 20 years. In a landmark paper, Blumstein (1959) defined the capacity of a runway as the expected number of movements (landings and takeoffs) that can be performed per unit of time-typically one hour-in the presence of continuous demand and without violating air traffic. control separation requirements. He also presented a model for computing the capacity of single runways used for arrivals only, for departures only, and for strings of arrivals followed by strings of departures. Subsequent generalizations included the possibility of inserting departures between successive arrivals, possibly by increasing ("stretching") the separation between arrivals (Hockaday and Kanafani 1972) and the treatment of some of the parameters of Blumstein's (1959) models as random variables, instead of. constants (Odoni 1972). Extensions to cases involving two or more simultaneously operating runways were also developed at an early stage-see, eg, Swedish (1981). Complexity of the Multirunway models depends greatly on the extent to which Operations on different runways Inter 382 Transportation Science / Vol.
37, No. 4, November 2003rd.

ผลลัพธ์ (อังกฤษ) 3:

Scheduling and fleet assignment functions is therefore considered to be the "ultimate challenge for airline operations." Research. Development of more responsive and even dynamic decision support systems that take into account expected passenger. Choice behavior as well, as the expected response of competitors in terms of price schedule,,And capacity in determining a profit-maximizing strategy for, the airline will only become more important with growing. Competitive pressures in the airline industry.
4. Applications to AviationInfrastructure
The infrastructure of the global. Aviation system consists of two principal elements airports and, air traffic management (ATM) systems.Airports can be further subdivided into airside facilities (,,, runways taxiways aprons aircraft stands) and landside facilities. (passenger and, cargo buildings curbside), while ATM systems are now viewed as being comprised of a tactical subsystem - air. Traffic control (ATC) - and a strategic one - air traffic flow management (ATFM). The design development,,And operation of all these facilities and systems has attracted extensive interest on the part of, operations researchers. Usually in response to ongoing developments in the field. For example much of, the fundamental work on airside capacity. Was performed during the 1960s and, early 1970sThe time when it was first realized that runways constituted an important bottleneck of the air transport system, Overall,. The body of work on aviation infrastructure has led to insights and models that have proved of critical importance in practice. And have in cases, some, adopted been by airport and ATM service providers on a global scale. Because of, space limitationsThis section briefly reviews OR applications in Airport Airside operations and air traffic flow management - only two of. The four major areas identified above. Surveys of OR models for the analysis of passenger terminal operations can be found. In Tosic (1992) and de Neufville and Odoni (2003). Of the many OR-related topics addressed by research on air, traffic controlThe widely investigated subject of detecting and resolving potential "conflicts between airborne aircraft is reviewed." Well in Kuchar and Yang (2000). Various other analytical and simulation models on several different aspects of ATC are covered. In Odoni et al. (1997).
4.1. Airside Operations
.The runway complexes of major airports are among the scarcest resources of today 's international air transport, system and. Barring a drastic change in the landing and takeoff requirements of commercial aircraft will continue, to be so in the foreseeable. Future. New runways are very expensive, to build require great expanses, of landAnd most importantly have environmental and other impacts that necessitate long and complicated approval processes with. Uncertain outcomes. It is not surprising therefore that one of the most "mature." areas of transportation science deals with. The modeling of runway operations and, more generally, airside operations.The products of this work include both analytical ("mathematical.") models and simulation tools.
4.1.1. Analytical Capacity. And Delay Models. Analytical models preceded viable simulation tools by about 20 years. In a, landmark paper