Periodic Reporting for period 4 - OptiFrame (An Optimization Framework for Trajectory Based Operations)
Reporting period: 2017-09-01 to 2018-02-28
The main objective of OptiFrame is the application of principles of mathematical modelling and optimization to configure and assess the performance of the Trajectory Based Operations (TBO) concept. In particular, OptiFrame aims to demonstrate that is possible to assign trajectories to all flights operating in the ECAC area simultaneously, taking into account the preferences and priorities of all users and optimizing the overall air traffic system efficiency. The core activity of this research project is the development of a mathematical framework that can be used:
1. to address several of the issues and questions arising for the exploitation and deployment of the TBO concept, to fully understand the benefits and limitations of the TBO approach;
2. to investigate the trade-offs between different conflicting KPIs relevant for the TBO concept;
3. as an engine for the preliminary identification, on a daily basis, of promising ATM interventions on a continental scale in Europe.
The OptiFrame developed, tested, and validated mathematical model and solutions algorithms for designing 4D trajectories by incorporating the priorities and preferences of ATM stakeholders. The multi-objective nature of the OptiFrame model provides the decision makers the capability to examine trade-offs between departure delays, flight efficiency, and route charges.
OptiFrame results provide information at three different levels of aggregation, i.e. network, individual airline, and individual flight. This information allows to analyse the trade-off among the objectives of all stakeholders and without excluding a priori any efficient solution. OptiFrame has the potential to provide input to SESAR IR Project PJ07 and PJ09 and in this context it can be used as:
• An initial assessment tool for newly defined preferences and UDPP prioritisation methods in order to reduce the impact of network constraints and DCB measures.
• A What-if analysis tool to allow AUs to analyse the performance of their planning activities and support network collaborative processes.
• An initial assessment tool for showing the benefits of the Multiple Constraint Reconciliation concept.
1. to address several of the issues and questions arising for the exploitation and deployment of the TBO concept, to fully understand the benefits and limitations of the TBO approach;
2. to investigate the trade-offs between different conflicting KPIs relevant for the TBO concept;
3. as an engine for the preliminary identification, on a daily basis, of promising ATM interventions on a continental scale in Europe.
The OptiFrame developed, tested, and validated mathematical model and solutions algorithms for designing 4D trajectories by incorporating the priorities and preferences of ATM stakeholders. The multi-objective nature of the OptiFrame model provides the decision makers the capability to examine trade-offs between departure delays, flight efficiency, and route charges.
OptiFrame results provide information at three different levels of aggregation, i.e. network, individual airline, and individual flight. This information allows to analyse the trade-off among the objectives of all stakeholders and without excluding a priori any efficient solution. OptiFrame has the potential to provide input to SESAR IR Project PJ07 and PJ09 and in this context it can be used as:
• An initial assessment tool for newly defined preferences and UDPP prioritisation methods in order to reduce the impact of network constraints and DCB measures.
• A What-if analysis tool to allow AUs to analyse the performance of their planning activities and support network collaborative processes.
• An initial assessment tool for showing the benefits of the Multiple Constraint Reconciliation concept.
OptiFrame’s activities performed in the period March 2016 – February 2018 have been fully aligned with the research activities and associated objectives and outcomes described in the project’s work plan. The project achieved all its stated objectives. The project organised two workshops to receive input from the ATM stakeholders in order to develop and validate the OptiFrame concept. The technical activities of the project were carried out in WP2 -- WP7.
The activities of WP2 were centred on two major project milestones: 1) a review of the state-of-the-art on ATFM, and 2) the organization of the 1st Stakeholders’ workshop that provided essential input for incorporating into the OptiFrame model the stakeholders’ priorities and preferences.
WP3 focused on the design and implementation of the Data Management Platform to support the extraction of data from EUROCONTROL data repositories.
WP4 developed mathematical models to design efficient 4D trajectories for all flights obtained by minimising the deviation from the preferred trajectories proposed by the Airspace Users (AUs). The following priorities mechanisms were also incorporated in the OptiFrame model: 1) Fleet Delay Re-ordering, 2) Selective Flight Protection, and 3) Margins.
WP5 focused on the design, implementation and testing of both exact and heuristic algorithms to solve numerical instances of the developed models. The heuristic algorithm was developed in order to address the scalability issue of the exact method. Indeed, it was able to generate a very good approximation of the exact efficient frontier in reasonable computational time.
WP6 activities were related to both qualitative and quantitative validation of OptiFrame to ensure that the : 1) proposed mathematical model was aligned with the requirements of the TBO concept and the expectations of the stakeholders, 2) proposed solution methods can cope with the computational requirements of the problem, and 3) generated trajectories are aligned with trajectories generated by other tools, e.g. NEST.
OptiFrame model was validated under nominal and disturbance scenarios. The main conclusions and findings is that OptiFrame is able to adhere to the capacity of sectors and airports using both departure delays and route alterations. The OptiFrame models generate solutions that give the stakeholders the freedom to change the focus from departure delay to trajectory deviation in a gradual way. As a con, OptiFrame model may generate a considerable number of flight level changes, thus requiring an improvement of the model through: 1) further calibration of the of the OptiFrame model parameters that establish the relative importance between planar and vertical trajectory changes, and 2) the introduction of additional constraints limiting the number of vertical changes.
Activities of WP7 focused on organizing the 2nd Stakeholders’ workshop, identifying the OptiFrame implications for decision making and disseminating the results. The objectives of the 2nd workshop were: 1) to present the OptiFrame results to the ATM stakeholders, 2) to receive feedback from the stakeholders regarding the alignment of the project with the stakeholders expectations, and 3) to identify potential improvements of OptiFrame and set the agenda for future TBO research. The decision making implications of OptiFrame were demonstrated through: 1) what if analysis for scenarios related to airport capacity and sector restrictions, 2) the analysis of alternative UDPP schemes, and 3) its ability to support Collaborative Decision Making.
The OptiFrame approach and results are summarised in an electronic project brochure available on the project web site http://wp.lancs.ac.uk/optiframe/(opens in new window) . The results have been also presented in international conferences and workshops targeting specific audiences. AIRO 2016, AIRO 2017, IMA-ORS, INFORMS, ECSO2017 and TRB conferences to reach the scientific community; ATM R&D Seminar and SID2016 to reach practitioners, policy makers, scientific community and industry.
The activities of WP2 were centred on two major project milestones: 1) a review of the state-of-the-art on ATFM, and 2) the organization of the 1st Stakeholders’ workshop that provided essential input for incorporating into the OptiFrame model the stakeholders’ priorities and preferences.
WP3 focused on the design and implementation of the Data Management Platform to support the extraction of data from EUROCONTROL data repositories.
WP4 developed mathematical models to design efficient 4D trajectories for all flights obtained by minimising the deviation from the preferred trajectories proposed by the Airspace Users (AUs). The following priorities mechanisms were also incorporated in the OptiFrame model: 1) Fleet Delay Re-ordering, 2) Selective Flight Protection, and 3) Margins.
WP5 focused on the design, implementation and testing of both exact and heuristic algorithms to solve numerical instances of the developed models. The heuristic algorithm was developed in order to address the scalability issue of the exact method. Indeed, it was able to generate a very good approximation of the exact efficient frontier in reasonable computational time.
WP6 activities were related to both qualitative and quantitative validation of OptiFrame to ensure that the : 1) proposed mathematical model was aligned with the requirements of the TBO concept and the expectations of the stakeholders, 2) proposed solution methods can cope with the computational requirements of the problem, and 3) generated trajectories are aligned with trajectories generated by other tools, e.g. NEST.
OptiFrame model was validated under nominal and disturbance scenarios. The main conclusions and findings is that OptiFrame is able to adhere to the capacity of sectors and airports using both departure delays and route alterations. The OptiFrame models generate solutions that give the stakeholders the freedom to change the focus from departure delay to trajectory deviation in a gradual way. As a con, OptiFrame model may generate a considerable number of flight level changes, thus requiring an improvement of the model through: 1) further calibration of the of the OptiFrame model parameters that establish the relative importance between planar and vertical trajectory changes, and 2) the introduction of additional constraints limiting the number of vertical changes.
Activities of WP7 focused on organizing the 2nd Stakeholders’ workshop, identifying the OptiFrame implications for decision making and disseminating the results. The objectives of the 2nd workshop were: 1) to present the OptiFrame results to the ATM stakeholders, 2) to receive feedback from the stakeholders regarding the alignment of the project with the stakeholders expectations, and 3) to identify potential improvements of OptiFrame and set the agenda for future TBO research. The decision making implications of OptiFrame were demonstrated through: 1) what if analysis for scenarios related to airport capacity and sector restrictions, 2) the analysis of alternative UDPP schemes, and 3) its ability to support Collaborative Decision Making.
The OptiFrame approach and results are summarised in an electronic project brochure available on the project web site http://wp.lancs.ac.uk/optiframe/(opens in new window) . The results have been also presented in international conferences and workshops targeting specific audiences. AIRO 2016, AIRO 2017, IMA-ORS, INFORMS, ECSO2017 and TRB conferences to reach the scientific community; ATM R&D Seminar and SID2016 to reach practitioners, policy makers, scientific community and industry.
OptiFrame is designed to underpin a new approach to Air Traffic Flow Management based on mathematical modelling and optimization techniques thus providing the basis for a further maturation of the TBO concept and paving the way to a fully integrated performance based Air Traffic Management System. OptiFrame advanced the state-of-the art through the development, testing, and validation of large scale multi-objective models and algorithms for designing 4D trajectories which incorporate the priorities and preferences of ATM stakeholders. OptiFrame provides the capability to generate the entire efficient frontier among three objectives associated with departure delays, flight efficiency, and route charges,
OptiFrame addresses (indirect) societal impacts. The higher level of efficiency engendered by OptiFrame, will benefit European citizens through the improvement of the on time performance of flights, the improvement of flight schedule reliability, and possibly reduction of fares, and emissions. OptiFrame will also contribute to a decrease of service provision costs for airlines that should be reflected in air transport cost (fair) for passengers.
OptiFrame addresses (indirect) societal impacts. The higher level of efficiency engendered by OptiFrame, will benefit European citizens through the improvement of the on time performance of flights, the improvement of flight schedule reliability, and possibly reduction of fares, and emissions. OptiFrame will also contribute to a decrease of service provision costs for airlines that should be reflected in air transport cost (fair) for passengers.