Integrated Demand Management (IDM) - Minimizing Unanticipated Excessive Departure Delay while Ensuring Fairness from a Traffic Management Initiative

Yoo, Hyo-Sang; Brasil, Connie; Smith, Nancy; Lee, Paul U.; Möhlenbrink, Christoph; Buckley, Nathan; Globus, Al; Hodell, Gita

doi:10.2514/6.2017-4100

Cited by 10 publications

(15 citation statements)

References 19 publications

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“…ASA Ames researchers are developing a near-to mid-term concept called Integrated Demand Management (IDM) [1][2][3] . The overarching goal of IDM is to ensure efficient access to capacity-limited NAS resources by coordinating the Federal Aviation Administration's (FAA's) strategic Traffic Flow Management System (TFMS) and its tactical Time-Based Flow Management (TBFM) system 1,2 . IDM uses a new automation-supported Traffic Management Initiative (TMI), the Collaborative Trajectory Option Program (CTOP), to better manage the traffic demand into TBFM.…”

Section: Introductionmentioning

confidence: 99%

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

Yoo

Brasil

Smith

et al. 2018

2018 Aviation Technology, Integration, and Operations Conference

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This paper presents the methodology and results of a Human-In-The-Loop (HITL) simulation study conducted in the Airspace Operations Laboratory at NASA Ames Research Center. This study is a part of NASA's ongoing research into developing an Integrated Demand Management (IDM) concept, whose aim is to improve traffic flow management (TFM) by coordinating the FAA's strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The purpose of TFM is to regulate air traffic demand so that it is delivered efficiently through constrained airspace resources without exceeding their capacity limits. The IDM concept leverages a new TFMS capability called the Collaborative Trajectory Options Program (CTOP) to strategically precondition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for managing traffic tactically by generating precise arrival schedules. Unlike other TFM tools, CTOP gives flight operators the option of submitting a set of user-preferred alternative trajectories for each flight. CTOP can then use these trajectory option sets (or TOSs) to find user-preferred alternative routes to reduce demand on an overloaded resource. CTOP's effectiveness in redistributing demand is limited, however, by the availability of flights with alternative routes. The research presented in this paper focuses on evaluating the impact on TFM operations by varying the percentage of flights that submit a multiple-option TOS ('TOS participation levels'). Results show the impact on overall system performance and on the rerouted flights themselves. The simulation used a Newark (EWR) airport arrival scenario, with en route weather affecting traffic inbound from the west. Participants were asked to control each of the three arrival flows (north, west, and south) to meet their individual capacity constraints while simultaneously ensuring efficient utilization of the capacity at the destination airport. A large, permeable convective weather cell located southeast of Chicago severely reduced the capacity of the west flow. The study evaluated the impact of five different TOS participation levels on CTOP's ability to re-allocate traffic from the west and improve TFM performance in terms of delay assignment and traffic delivery rate to the airport.Overall, the results showed that increasing TOS submissions allowed the overall system delays to be reduced and fairly distributed among the three arrival flows, at the same time achieving the airport throughput rate. Moreover, it was found that aircraft who submitted a TOS saw a greater reduction in delay, even when they were assigned longer routes. This was particularly true when fewer aircraft submitted a TOS. The results confirm that the CTOP operations

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Section: Introductionmentioning

confidence: 99%

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

Yoo

Brasil

Smith

et al. 2018

2018 Aviation Technology, Integration, and Operations Conference

Self Cite

View full text Add to dashboard Cite

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“…ss t i t i t     (10) where the delay, t  , could be changing as a function of time, can be used for increasing the arrival traffic demand beyond the capacity of the airport as was needed for the manually modified HITL scenario in Ref. 6; the HITL scenario in Ref.…”

Section: : Scenario Refinementmentioning

confidence: 99%

“…Several HITL and Automation-In-The-Loop experiments have been completed to investigate the operational feasibility of the IDM concept under realistic conditions. 9,10 Recently, fast-time Monte-Carlo simulations are also being developed for IDM concept evaluations. 11 In these experiments, MACS simulates air traffic data based on the input traffic and weather/wind scenario files; it also provides a high-fidelity air traffic control simulation environment for controller and pilot interactions.…”

Section: Introductionmentioning

confidence: 99%

Automated Scenario Generation for Meeting Human-in-the-Loop Simulation Requirements

Chatterji¹,

Zheng²

2019

AIAA Scitech 2019 Forum

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A two-step automated Multi-Aircraft Control System traffic scenario generation process for Human-in-the-Loop evaluations of air traffic management concepts is described. The first step of the two-step process employs the scenario generation capability currently available in NASA's Air Traffic Management Testbed. The second step refines the scenario by filtering flights from the traffic scenario based on route length, cruise speed, cruise altitude, entry time and the desired ratio of internal to external flights. A solution for achieving the desired ratio of internal to external flights, where internal flights are shorter flights and external flights are longer flights based on a distance threshold, is described. Finally, schedulers are described for shaping the hourly arrival traffic count as a function of time in response to airport capacity constraint or for increasing the traffic demand with respect to the available arrival capacity. Results generated for arrival traffic to the four major airports in the New York Metroplex on a busy day using the two-step procedure are discussed. These results show that traffic scenarios for Multi-Aircraft Control System that meet the Human-in-the-Loop and fast-time simulation requirements can be created automatically following the procedures described in the paper. The automated process will improve the accuracy and efficiency by eliminating the tedious manual process for scenario generation.

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“…The ongoing work include extending the formulation to incorporate capacity uncertainties [33] and a detailed comparison with RBS results. Apart from CTOP, This work can also be potentially applied to related research problems including Integrated Demand Management (IDM) [34] [35] and airport arrival/departure fix balancing problem.…”

Section: Some Remarksmentioning

confidence: 99%

An Interval-based TOS Allocation Model for Collaborative Trajectory Options Program (CTOP)

Zhu

Wei

2018

2018 Aviation Technology, Integration, and Operations Conference

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Encoding flight operator's preference over desired route options, Trajectory Options Set (TOS) is the core element of Collaborative Trajectory Options Program (CTOP). An important research question in CTOP is how to assign trajectory options and delays to the impacted flights to minimize total system delay costs while maintaining equality across airspace users. The main goal of our work is to develop a centralized optimization algorithm which can be an alternative solution to the current CTOP Ration-by-Schedule (RBS) allocation scheme and can be used in decision support tools for air traffic managers as well as airline dispatchers. A mixed integer linear model is formulated and important issues including TOS route restrictions, intra-airline cancellation and substitution are discussed in details in the paper. The model is tested on a realistic CTOP use case. The preliminary results are very promising in terms of computational efficiency, implying practical viability. The proposed model is not limited to be used in CTOP, but can be applied to solve the very general multiple constrained airspace with flights having multiple route options optimization problem as well. i,t Binary indicator whether flight i passes FCA k at interval t B i,λ,µ Binary indicator whether flight i taking λ time periods ground delay and µ time periods air delay c(i, λ, µ) Cost for flight i to take λ time periods ground delay and µ time periods air delay v k a,t Number of slots owned by airline a for FCA k during time period t

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Integrated Demand Management (IDM) - Minimizing Unanticipated Excessive Departure Delay while Ensuring Fairness from a Traffic Management Initiative

Cited by 10 publications

References 19 publications

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

Automated Scenario Generation for Meeting Human-in-the-Loop Simulation Requirements

An Interval-based TOS Allocation Model for Collaborative Trajectory Options Program (CTOP)

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