Integrated Departure Route Planning

Masalonis, Anthony J.; Bateman, Hilton; Song, Lixia; Taber, Norma J.; Wan, Yan; DeLaura, Richard

doi:10.1109/dasc.2008.4702817

Cited by 10 publications

(1 citation statement)

References 1 publication

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“…Previous research [1] identified two significant challenges facing today's departure and arrival traffic management system. The first challenge is the lack of integrated information presented to decision makers.…”

Section: Introductionmentioning

confidence: 99%

Framework for High-Density-Area Departure and Arrival Traffic Management

Taylor

Maşek

Bateman

2013

Journal of Guidance, Control, and Dynamics

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An operational concept is proposed to improve high-density area departure and arrival traffic management that specifically accounts for complications arising in metroplex operations where multiple airports are located in close proximity. In the proposed concept, the roles and responsibilities are redistributed among the Traffic Management Coordinators in different facilities, which include the Air Route Traffic Control Center, Terminal Radar Approach Control, and the Airport Traffic Control Tower. The redistribution of roles and responsibilities facilitates improved decision making capabilities thereby increasing safe, efficient, and stable operation of departure and arrival traffic in the Next Generation Air Transportation System. This paper proposes a set of functions and capabilities needed to support the roles and responsibilities defined in the proposed concept. The decision support system framework defines three levels of decision making and incorporates an optimization methodology to assist decision makers at the different phases of the decision process. A detailed description of the decomposition and corresponding decision support system structure is presented and a description of the optimization models is provided. An analysis is performed on a realistic traffic example to demonstrate the optimization model and illustrate the concept. Nomenclature Set of all arcs Arrival (operation type) Set of available route-time nodes Capacity utilization component of resource allocation optimization cost function Route change component of resource allocation optimization cost function A single unit of demand from aircraft a at airport p for route r in time bin t of type o , , Aggregate demand from airport p of type o for route r in time bin t Set of individual flight nodes Set of fix-time nodes Mapping that yields fix f as a function of route r Capacity utilization component of flight assignment optimization cost function Route change component of flight assignment optimization cost function Schedule change component of flight assignment optimization cost function Time change component of flight assignment optimization cost function Number of time bins for enroute resources in period of interest Number of time bins for surface resources in period of interest Mixed (operation type) Set of all nodes Set of requested route-time nodes Start time of period of interest End time of period of interest Maximum time bin difference allowed for a late assignment for request i of type o Maximum time bin difference allowed for an early assignment for request i of type o Maximum TRACON transit time for arrivals ! Maximum TRACON transit time for departures , ", # Nominal transit time between route r and airport p, for operation type o $ %,

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Section: Introductionmentioning

confidence: 99%

Framework for High-Density-Area Departure and Arrival Traffic Management

Taylor

Maşek

Bateman

2013

Journal of Guidance, Control, and Dynamics

Self Cite

View full text Add to dashboard Cite

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Benefits analysis of a routing aid for New York area departures

DeArmon

Jackson

Bateman

et al. 2010

29th Digital Avionics Systems Conference

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The New York area is well-known to have some of the most congested airspace and airports in the U.S. National Airspace System (NAS). The challenge to air traffic management results from high demand, proximity of busy airports, and occasional disruptive weather events. A prototype capability called Integrated Departure Route Planning (IDRP) is being tested this year (2010), in its "Phase 1" version. It will be an adjunct capability to the Route Availability Planning Tool (RAPT), developed by the Massachusetts Institute of Technology/Lincoln Laboratory (MIT/LL), which has been used successfully in a prototype mode for several years. The IDRP display windows will be output onto the RAPT terminal device, which is now installed at the New York approach control, several en route centers, multiple towers, and several air carrier operations desks.IDRP provides a forecast horizon of fix-and route-specific loading for New York departures, with color-coding to alert traffic managers about fix congestion and possible weather impacts. Whereas the RAPT display shows route blockage/availability and is useful only in situations of convective weather, IDRP should have benefits during both good weather and convective activity.A benefits estimation process was undertaken to approximate the total annual dollar benefit that might be expected from the full deployment of IDRP (which is some years away) to deal with nonweather-related congestion. Analysis of archived data found cases where fix congestion, and the associated taxi-out delays could have been ameliorated by reassigning affected flights to uncongested alternate fixes, subject to airline acceptance.

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