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1
Choi, Jong Hae. "DEMAND ESTIMATION FOR A NEW AIR ROUTE." Journal of Air Transport Studies 7, no. 1 (January 1, 2016): 49–70. http://dx.doi.org/10.38008/jats.v7i1.52.
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Network connectivity is core competitiveness of the aviation industry and opening a new route is one of critical ways to enhance network competitiveness. As many airport operators are becoming more interested in attracting airlines, there are vast needs to discuss the methods for estimating (predicting) potential demands for a new flight route or by increasing flight frequencies in existing routes.This study explores demand estimation models for a new air route. Similar to previous studies, this study classified potential demand for a new air route into four types (Local, Beyond, Behind and Bridge). Explanatory variables are identified and constructed for each type of demand, including distance, relative capacity compared with adjacent airports and detour ratio as main independent variables. One of the strengths of the suggested demand models can distinguish the generated demand from the converted or re-distributed demand. Based on this, the model is meaningful for an airport operator to develop an airport policy such as airport-usage charges and incentives to attract airlines.On the other hand, because of the strong recognition that demand estimation for a new air route is the area of airlines that decide on whether or not to introduce a new route, simply developing demand estimation models from the perspective of an airport operator is not sufficient. Therefore this study is considered as the initial step for an airport operator in its efforts to attract airlines and market new air routes to enhance network connectivity of its airport.
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Tseytlina, Tatiana, Victor Balashov, and Andrey Smirnov. "THE PROBLEM OF MODELLING A TRUNK AIR ROUTE NETWORK." Aviation 17, no. 1 (March 28, 2013): 1–8. http://dx.doi.org/10.3846/16487788.2013.774939.
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In this work we developed a fuzzy neural network-based model of the conditions for the existence of air routes, i.e. the rules underlying the emergence, existence and elimination of air routes (direct links between cities). The model belongs to the class of information models: the existence or non-existence of an air route is considered dependent on a complex of parameters. These parameters characterise the transport link, as well as the generational and target capabilities of the connected cities. The model was constructed using genetic algorithm techniques and self-organising Kohonen maps (implemented by software features of the STATISTICA package), as well as software tools of the Fuzzy Logic Toolbox and the Neural Network Toolbox of the MatLab development environment. The model is used to forecast the development of the topology of the network. The forecast is a necessary component of long-term forecasts of demand in the aircraft market.
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Manvelidze, A. B. "Air lines network modelling algorithm." Strategic decisions and risk management, no. 6 (February 13, 2018): 22–29. http://dx.doi.org/10.17747/2078-8886-2017-6-22-29.
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This analysis is dedicated to find out methods for setting of route networks where new aircraft can be effectively put into service. The conception of this analysis is based on the idea of so called connectivity principle for airports connected by passenger traffic with each other.For the passenger traffic analysis the author took passenger traffic data by federal districts starting from the Far East. Then consequently the data for Siberian, Ural, Wolga, Northwestern, Central, Southern and North Caucasian federal districts were analyzed. Passenger traffic to the Crimea was treated separately. Detailed specifications of passenger traffics were provided in order to determine the connections between airports both within federal districts and beyond them and with neighboring areas in western direction. Query of routes was done based on limitations for non-stop flight range and on minimum and maximum (for significant traffics) flight frequencies.The analysis approach lets us concentrate attention on those airlines which at best fit for putting into service of chosen aircraft. Also this method permits to determine the routes with currently insufficient or low traffics but where there’s a definite growth potential. When analysis data are combined with traffic data and tariffs, then it becomes possible to determine the most profitable routes for introduction of new aircraft. Traffic volume, actual figures and forecast, consolidated characteristics of chosen airlines, list of airlines for further studies of efficiency and competitiveness of introduced aircraft are determined.
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Hsiao, Chieh-Yu, and Mark Hansen. "Air Transportation Network Flows." Transportation Research Record: Journal of the Transportation Research Board 1915, no. 1 (January 2005): 12–19. http://dx.doi.org/10.1177/0361198105191500102.
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Passenger flow is an important planning factor in an air transportation system. However, forecasting segment (link) and airport flows becomes more complicated in a hub-and-spoke system since segment flows are the aggregations of route flows, and the number of routes increases with hubbing activities. This research develops an equilibrium model considering certain important characteristics of an air transportation system such as distance, airport delay, airline competition, and networks to predict segment and airport passenger flows from the viewpoint of the whole system. The major features of the model include ( a) treatment of segment flows and airport delays as endogenous by considering the feedback of assigned segment flows and their impacts on airports; ( b) reflecting the flexibility of air networks, a start with all links between all airports as the potential network and determination of the predicted network according to the equilibrium flows on segments; and ( c) connection of key elements of the system so that it can evaluate the system impacts of some element changes. The model is demonstrated by applying it to the National Airspace System of the United States. Several characteristics of the model are also investigated. In addition, a policy experiment shows that improvement of an airport not only affects the airport itself but also changes the flows and performance of other airports–-the model can be a tool for evaluating systemwide effects. Finally, the model's limitations and possible remedies are discussed.
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Su, Min, Weixin Luan, Zeyang Li, Shulin Wan, and Zhenchao Zhang. "Evolution and Determinants of an Air Transport Network: A Case Study of the Chinese Main Air Transport Network." Sustainability 11, no. 14 (July 19, 2019): 3933. http://dx.doi.org/10.3390/su11143933.
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The Chinese main air transport network (CMATN) is the framework for air passenger transport in the country. This study uses complex networks and an econometric model to analyze CMATN’s evolution and determinants. In terms of overall network structure, the network has always shown small-world properties, with smaller average path lengths (2.06–2.15) and larger clustering coefficients (0.68–0.77), while its cumulative degree distribution follows an exponential function. City passenger volumes conform to the degree power law function, which means that the more destinations a city connects to, the higher its passenger traffic will be. In major hub cities, such as Beijing, Shanghai, and Guangzhou, control power decreases, while Chengdu, Kunming, Chongqing, Xi’an, Urumqi, and other cities play an increasingly important role in CMATN. In terms of main route passenger volumes and formation, increases in GDP and tourism have had a promoting effect, while high-speed rail (HSR) poses a threat to overlapping routes. CMATN is primarily located in the central and eastern regions, focusing on China’s economy, tourism, and efficient HSR development. Although the competition from HSR affects the overall network structure of CMATN based on its influence on specific routes, we believe that the impact is limited due to the different transport attributes of the two networks. The research results of this study can become an information source for decision makers and provide a reference for air transport to seek sustainable development.
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Song, Wei Wei, and Cui Huang. "The Analysis and Research of Northeast Route Network Optimization." Applied Mechanics and Materials 623 (August 2014): 295–99. http://dx.doi.org/10.4028/www.scientific.net/amm.623.295.
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The regional aviation as an important part of the modern air transportation system has a very important role in building the perfect route network, accelerating the expansion of air transportation and promoting the development of regional society and economy. Based on a full consideration of the rich tourism resources of the Northeast region, reducing costs and improving the convenience of the traveling of passengers, and improving the benefits of airlines, all these problems can be changed into direct flight routes between non-hub cities, so that a mixed integer linear programming model can be builded that it can make the lowest operating costs in the entire route network. With tabu search method and the shortest path algorithm to solve the model, so as to obtain the Northeast route layout scheme, and verify the feasibility of the scheme.
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Sun, Xiaoqian, and Sebastian Wandelt. "Network similarity analysis of air navigation route systems." Transportation Research Part E: Logistics and Transportation Review 70 (October 2014): 416–34. http://dx.doi.org/10.1016/j.tre.2014.08.005.
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Janić, Milan. "Analysing and modeling performances of a long-haul air route network." Transportation Systems and Technology 7, no. 1 (March 31, 2021): 5–36. http://dx.doi.org/10.17816/transsyst2021715-36.
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This paper deals with analyzing and modelling performances of a long-haul air route network operating as the queuing network. The network consists of the routes/tracks with flight levels serving aircraft/flights as the service channels. The main network performances are the ultimate and practical capacity of service channels, the aircraft/flight demand, delays before entering and total time of aircraft/flights spending in the network, and the related generalized costs including those of airlines, air passengers, policy makers and society. The analytical models of the particular network performances and three routing or assignment models/procedures for matching the aircraft/flight demand to capacity are developed and applied to the long-haul air route network in the North Atlantic airspace between Europe and North America.
The results have indicated that. the network capacity has been strongly dependent on the number of routes/tracks and flight levels, i.e., service channels and their ultimate and/or practical capacity. The ultimate capacity has been mainly influenced by the ATC (Air Traffic Control) separation rules applied between aircraft/flights operating in the same directions. The practical capacity has been strongly influenced by the ultimate capacity and the average delays imposed on aircraft/flights before entering the network. The rather superior and close to optimal model/procedure for matching demand to capacity has been routing or assignment of the aircraft/flights demand in proportion to the ultimate or practical capacity of particular service channels minimizing the total generalized costs of the actors/stakeholders involved.
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Zhou, Qinyan, Wendong Yang, and Jinfu Zhu. "Mapping a Multilayer Air Transport Network with the Integration of Airway, Route, and Flight Network." Journal of Applied Mathematics 2019 (May 20, 2019): 1–10. http://dx.doi.org/10.1155/2019/8282954.
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This paper develops a mapping approach to explore the relationship between different layers of a multilayer air transport network composed of airway, route, and flight network. A two-step methodology is adopted to investigate the hierarchical structure and mapping relationship of the integrated network. First, the relationship between airway and route network is characterized by a multisource multisink shortest path method based on a generalized incidence matrix. Second, the relationship between route and flight network is formulated by a two-dimension array. A case study of an en route airspace in Lanzhou air traffic control area in China verifies the feasibility of the proposed two-step methodology.
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Cai, Kai-Quan, Jun Zhang, Wen-Bo Du, and Xian-Bin Cao. "Analysis of the Chinese air route network as a complex network." Chinese Physics B 21, no. 2 (February 2012): 028903. http://dx.doi.org/10.1088/1674-1056/21/2/028903.
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Luo, Feng`e, and Zhen Zhen Jia. "Air Cargo Domestic Route Designing of China." Applied Mechanics and Materials 533 (February 2014): 503–9. http://dx.doi.org/10.4028/www.scientific.net/amm.533.503.
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For finding a way of air cargo route designing method, statistical analysis, multiple linear regression analysis and cluster analysis with SPSSS program are used in this article. After choosing sample flight segment with SWORT analysis method, this article uses lots of data to determine the indicator of route designing especially from the point of airline profit. Then using cluster analysis to get the airport classification and using hub-airport route network designing to get the model of air cargo domestic route network of China. The new and original thing is that this article uses average load rate as one of the evaluation indicator.
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Gerdes, Ingrid, and Annette Temme. "Traffic Network Identification Using Trajectory Intersection Clustering." Aerospace 7, no. 12 (December 10, 2020): 175. http://dx.doi.org/10.3390/aerospace7120175.
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The current airspace route system consists mainly of pre-defined routes with a low number of intersections to facilitate air traffic controllers to oversee the traffic. Our aim is a method to create an artificial and reliable route network based on planned or as-flown trajectories. The application possibilities of the resulting network are manifold, reaching from the assessment of new air traffic management (ATM) strategies or historical data to a basis for simulation systems. Trajectories are defined as sequences of common points at intersections with other trajectories. All common points of a traffic sample are clustered, and, after further optimization, the cluster centers are used as nodes in the new main-flow network. To build almost-realistic flight trajectories based on this network, additional parameters such as speed and altitude are added to the nodes and the possibility to take detours into account to avoid congested areas is introduced. As optimization criteria, the trajectory length and the structural complexity of the main-flow system are used. Based on these criteria, we develop a new cost function for the optimization process. In addition, we show how different traffic situations are covered by the network. To illustrate the capabilities of our approach, traffic is exemplarily divided into separate classes and class-dependent parameters are assigned. Applied to two real traffic scenarios, the approach was able to emulate the underlying route systems with a difference in median trajectory length of 0.2%, resp. 0.5% compared to the original routes.
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Milan, Janić. "A practical capacity model of an air route network." Transportation Planning and Technology 11, no. 2 (August 1986): 87–103. http://dx.doi.org/10.1080/03081068608717333.
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Sun, Xiaoqian, Sebastian Wandelt, and Florian Linke. "Temporal evolution analysis of the European air transportation system: air navigation route network and airport network." Transportmetrica B: Transport Dynamics 3, no. 2 (October 9, 2014): 153–68. http://dx.doi.org/10.1080/21680566.2014.960504.
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Lee, Carman K. M., Shuzhu Zhang, and Kam K. H. Ng. "Design of An Integration Model for Air Cargo Transportation Network Design and Flight Route Selection." Sustainability 11, no. 19 (September 23, 2019): 5197. http://dx.doi.org/10.3390/su11195197.
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Air cargo transportation is an essential component in the freight transportation market, primarily due to the transportation requirements of time-sensitive products. Air cargo transportation plays an increasingly important role alongside economic development. Cargo flight network design and fleet routing selection significantly affect the performance of the air cargo transportation. In this research, we propose an integrated model simultaneously considering cargo flight network design and the fleet routing selection for the air cargo transportation. Two transportation modes, the direct transportation mode in point-to-point networks and the transshipment mode in hub-and-spoke networks, are compared. In order to solve the proposed optimization problem, a swarm-intelligence-based algorithm is adapted. Numerical experiments were conducted to examine and validate the effectiveness and efficiency of the proposed model and algorithm. The computational results suggest that the proper settings of hub and transshipment route selection in an air cargo transportation network can significantly reduce the transportation cost, which can provide practical managerial insights for the air cargo transportation industry.
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Ren, Guangjian, Jinfu Zhu, and Chaoyang Lu. "Identifying influential waypoints in air route networks based on network agglomeration relative entropy." Chinese Journal of Physics 57 (February 2019): 382–92. http://dx.doi.org/10.1016/j.cjph.2018.11.003.
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Kim, Seyun, and Yoonjin Yoon. "On node criticality of the Northeast Asian air route network." Journal of Air Transport Management 80 (September 2019): 101693. http://dx.doi.org/10.1016/j.jairtraman.2019.101693.
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Zhang, Mingyuan, Boyuan Liang, Sheng Wang, Matjaž Perc, Wenbo Du, and Xianbin Cao. "Analysis of flight conflicts in the Chinese air route network." Chaos, Solitons & Fractals 112 (July 2018): 97–102. http://dx.doi.org/10.1016/j.chaos.2018.04.041.
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Rublev, V. V. "ANALYSIS OF ECONOMIC ACTIVITY OF REGIONAL AIRPORTS OF FRANCE AND REGIONAL AIRPORTS OF THE CENTRAL FEDERAL DISTRICT: DEVELOPMENT OF LOW-COST AIRLINES DESTINATIONS AS A KEY FACTOR IN THE PASSENGER TRAFFIC GROWTH." Vestnik of Samara State University of Economics 1, no. 195 (January 2021): 75–87. http://dx.doi.org/10.46554/1993-0453-2021-1-195-75-87.
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The article presents an analysis of the activities of regional airports in France in 2019. The growth of passenger traffic was observed in those airports that actively developed cooperation with budget airlines, increasing the number of destinations in the route network. Regional airports in France, whose route network structure did not expand in 2019, showed a slight decrease in passenger traffic (from –0.1% to –3%). The first and only experimental regional airport in France (city of Beziers), handling flights of only one budget airline, Ryanair, showed an increase in passenger traffic by 14.5% in 2019. The share of routes of budget airlines in the structure of the route network of regional airports in France is quite high. The key problems of regional airports in Russia are the low passenger traffic and the underdeveloped route network. Due to the presence of the only national budget airline "Pobeda" on the market and the minimal impact on the segment of budget air transportation of foreign airlines, the share of budget air transportation destinations in the structure of regional airports of the Russian Federation continues to remain at an extremely low level. 2019 showed a record growth in passenger traffic at regional airports in the Central Federal District (an increase from +2.8% to +262%, with the exception of Tambov Airport, whose passenger traffic fell by 57.4%), which indicates an increase in demand and the need to expand the route network of regional airports. On the example of the Voronezh airport, a model for the development of low-cost airline destinations is presented.
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Tian, Yong, Lili Wan, Bojia Ye, Runze Yin, and Dawei Xing. "Optimization Method for Reducing the Air Pollutant Emission and Aviation Noise of Arrival in Terminal Area." Sustainability 11, no. 17 (August 29, 2019): 4715. http://dx.doi.org/10.3390/su11174715.
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In order to reduce the environmental impact of aircraft operation in the terminal area, this paper researched the route optimization method. Firstly, this paper constructed the air pollutant emission and noise assessment model, and the flight performance model. Secondly, aiming at reducing air emissions and noise level, the multi-objective terminal area route optimization model is established based on the principles of flight safety and flight procedure construction. Then this paper puts forward the path optimization method of emission and noise reduction of terminal area route network, through the research on the priority setting method of terminal area approach and departure route planning. The route segmentation method and NSGA-II algorithm are employed to solve the problem. Finally, a numerical case study is carried out for the Shanghai terminal area, and yields the following results: (1) Compared with the original route network, the optimized route network in the terminal area can significantly reduce emission and noise by reducing pollutant emission by 51.4% and noise influence by 21.5%; (2) The method can also reduce fuel consumption by 60.5% and the total route length by 21.1%.
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Nielsen, C. A., A. P. Armacost, C. Barnhart, and S. E. Kolitz. "Network design formulations for scheduling U.S. Air Force channel route missions." Mathematical and Computer Modelling 39, no. 6-8 (March 2004): 925–43. http://dx.doi.org/10.1016/s0895-7177(04)90562-6.
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Du, Wenbo, Boyuan Liang, Gang Yan, Oriol Lordan, and Xianbin Cao. "Identifying vital edges in Chinese air route network via memetic algorithm." Chinese Journal of Aeronautics 30, no. 1 (February 2017): 330–36. http://dx.doi.org/10.1016/j.cja.2016.12.001.
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WANG, Shijin, Xi CAO, Haiyun LI, Qingyun LI, Xu HANG, and Yanjun WANG. "Air route network optimization in fragmented airspace based on cellular automata." Chinese Journal of Aeronautics 30, no. 3 (June 2017): 1184–95. http://dx.doi.org/10.1016/j.cja.2017.04.002.
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Broach, Joseph, and Alexander Y. Bigazzi. "Existence and Use of Low-Pollution Route Options for Observed Bicycling Trips." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 152–59. http://dx.doi.org/10.3141/2662-17.
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Do routes with lower doses of air pollution exist in real-world bicycling networks, and do bicyclists actually use those routes? Low-pollution-dose alternative routes for a sample of urban cycling trips were modeled and compared with shortest paths. Bicyclists’ actual route choices on the same trips were observed with the use of GPS data and compared with the low-dose and shortest paths alternatives. With use of past studies of pollution exposure levels and simplified ventilation rates, link-inhaled doses of air pollution were estimated. Findings suggest that a majority of trips have lower-dose alternatives to the shortest path, with a 12% average dose reduction. Cyclists tend to choose routes with pollution concentrations between those of shortest paths and minimum-dose routes, but they also travel considerably farther, leading to total inhaled doses that are higher than on either alternative route. People’s seeming avoidance of nontraffic factors such as hills, excess turns, and difficult intersections leads to longer than optimal detours from a pollution avoidance perspective. Bike paths and bike boulevards (traffic-calmed streets with bicycle priority), as well as denser street grids, appear to provide effective low-pollution alternatives, although such routes tend to encourage excess detours that can add to total inhaled dose. Bike lanes can draw cyclists onto more polluted routes in some circumstances, with poor pollution inhalation outcomes. Overall, excess doses did seem to be a common problem for this sample of cyclists on a real-world network. The study’s findings support policies that provide dense networks of attractive facilities that encourage cyclists to choose direct, lower-pollution routes.
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Kraak, Menno-Jan, and Paulo Raposo. "Design strategies for airline route maps, learning from the past." Abstracts of the ICA 2 (October 9, 2020): 1–2. http://dx.doi.org/10.5194/ica-abs-2-47-2020.
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Abstract. Airline route maps show the flights an airline operates between destination airports. Maps like these tend to become cluttered quickly. The clutter depends on the amount of flights to display; the routes of flight paths, the balance between shorter (e.g., domestic) and longer (e.g., intercontinental) flights, and the geographic locations of route endpoints each influence the amount of clutter.Flights are typically shown as semantically uniform, despite having varied characteristics such as departure or arrival times, frequencies, or passenger volumes, among others. Most maps only indicate the existence of a connection since the main purpose is to impress the customers with the connectivity of the airline in question (i.e., the order or size of the network graph, corresponding to the number of locations served and the number of flight connections, respectively).What are good strategies to design an airline route map? To answer this question, we looked at hundreds of airlines map from the past. From these maps we identified seven distinct strategies. Some rely on geometric transformations (i.e., typically warping or scaling, or the use of abstract space), while others use significant artistic freedom in symbol selection and design.1. Projection Selection. A common strategy is to select a map projection that spreads or “unravels” the network. Figure A shows the JAL network in a polar azimuthal projection, in which regions farther away from the north pole are increasingly spread out, opening up map surface space for nodes, edges, and labels. Uncommon projection choices can help deal with networks containing routes that cross polar regions, or that have dense sets of connections in a region whose area the projection expands.2. Topographic Manipulation. Segments of the map such as whole continents can be brought closer together, selectively scaled, or displaced to emptier areas of the map, to open up map surface space in a manner that is convenient for the network being drawn. In Figure B, Egypt has been conveniently moved into the Atlantic Ocean to allow for a more spread-out network of routes to locations in Europe. This strategy is frequently used when there are relatively spatially-distinct but densely-packed clusters of endpoints in the network (e.g., multiple European and multiple North American destinations, but little elsewhere), or when moving one or a few topologically-central endpoints away from mass of its connecting nodes conveniently fans-out the network edges, such as in the provided Egyptian case.3. Insets and Blow-Ups. The use of a main map for global connections and insets for smaller, busy areas or domestic networks is another frequently executed strategy. Figure C displays Pan Am’s global network with insets for Europe and the eastern US. This strategy is particularly useful for networks that are “multiscale”, in that their routes tend to cluster across short-haul, local tiers and long-haul, distant tiers.4. Schematization. Schematic maps, where space is selectively distorted to produce relatively rectilinear or angular shapes, and exemplified by many public transport maps, are used as well. Usually, both the networks and the basemaps are schematized. Geographic distortions are varied, but generally ubiquitous. An example is found in Figure D, showing Air Canada’s network. Schematization applies broadly, since geometric distortions can be selected at the designer’s convenience, given the network in question.5. Leaving Out Basemaps. Some airline route maps only show connections between destinations, leaving out any contextualizing basemap. The layout of network endpoints is not always consistent; they are sometimes planimetrically precise according to some map projection, and sometimes systematically or arbitrarily distributed across the map surface. The New York Air map in figure E is an example. Leaving out basemaps creates more whitespace on the map, which is either useful for drawing network information more densely, or left bare as an aesthetic choice.6. Abstract Diagrams. Finally, one can find non-map solutions, using diagrammatic techniques to visualize the network, even though these are frequently similar or evocative of maps. The characteristics of the geography in question, such as scale or directions, tend to be lost. Figure F show the connectivity of Turkish Airlines as a radial diagram; the globe in the center is decorative and suggestive only. For reasons similar to schematization, this strategy applies broadly, though it is interesting to note that it is relatively uncommon, perhaps because it tends to not produce maps.7. Point Locations Only. A simple and minimalist approach sometimes taken is to plot destinations on a map while leaving out connection lines. As with leaving out basemaps, this creates more whitespace. Figure G shows an example for Air France.The strategy applied appears to depend in part on the order and size of the network (i.e., number of endpoints and connections) and the geographic extent of the network. Smaller, more local airlines have less design challenges compared to global carriers.How can we benefit from the existing design solutions described above to decide on a fitting design for illustrating any given airline’s full network? Can we include and make use of further information from an airline’s timetable in the map to visualize characteristics such as flight frequency, scheduling and duration?
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Wu, Weiwei, Haoyu Zhang, Tao Feng, and Frank Witlox. "A Network Modelling Approach to Flight Delay Propagation: Some Empirical Evidence from China." Sustainability 11, no. 16 (August 15, 2019): 4408. http://dx.doi.org/10.3390/su11164408.
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This paper examines flight delay propagation in air transport networks. Delays add to additional costs, inefficiencies, and unsustainable development. An integrated flight-based susceptible-infected-susceptible (FSIS) model was developed to analyse the flight delay process from a network-based perspective. The probability of flight delay propagation was determined using a translog model. The model was applied to an airline network consisting of thirty-three routes involving three airlines. The results show that the propagation probability is network-related and varies across different routes. The variation is related to the flight frequencies at airports, route distances, scheduled buffer times, and the propagated delay time. Whereas buffer time has a greater impact on smaller airports, flight movement has a greater impact on larger airports. Having a better understanding of how delays happen can help the development of strategies to avoid them. This will lead to less costs, higher efficiencies, and more sustainable airport and airline development.
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Ren, Guangjian. "Robustness Analysis of Air Route Network Based on Topology Potential and Relative Entropy Methods." Journal of Advanced Transportation 2021 (July 14, 2021): 1–11. http://dx.doi.org/10.1155/2021/5527423.
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Air route network (ARN) is the important carrier of air transport, and its robustness has important influence on the safety and stability of air transport. To analyze the robustness of ARN, in this paper, a topology potential relative entropy (TPRE) model is proposed, based on topology potential (TP) and relative entropy (RE) methods. Firstly, the TPRE model is established as the theoretical basis for the research. Secondly, an air route reduction network (ARRN) model is constructed according to real Chinese ARN. Besides, the basic topology features of ARRN are given by complex network theory. To prove the applicability, objectivity, and accuracy of the proposed method, attack strategies including random, degree, betweenness, closeness, eigenvector, and Bonacich are used to attack ARRN. Eventually, the performance of ARRN robustness is analyzed by network efficiency, size of giant component, and the proposed TPRE model. This conclusion has practical significance for optimizing ARN structure and improving airspace efficiency.
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Zhai, Weixin, Bing Han, Dong Li, Jiexiong Duan, and Chengqi Cheng. "A low-altitude public air route network for UAV management constructed by global subdivision grids." PLOS ONE 16, no. 4 (April 14, 2021): e0249680. http://dx.doi.org/10.1371/journal.pone.0249680.
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With an increasing number of unmanned aerial vehicles (UAVs), the difficulty of UAV management becomes more challenging, especially for low-altitude airspace due to complicated issues of security, privacy and flexibility. Existing management approaches to UAV flights include implementing registration of flight activity for supervision purposes, limiting the maximum flight height, setting different zones for different flight activities and prohibiting flights. In this research, we proposed a new air traffic management method for UAVs based on global subdivision theory. We designed four types of low-altitude air routes from grids, which correspond to grid sizes of 1.85 km, 128 m, 64 m and 32 m. Utilization of the subdivision grids transforms the complex spatial computation problem into a query process in the spatial database, which provides a new approach to UAV management in the fifth-generation (5G) era. We compared the number and data size of stored track records using longitude and latitude and different grid levels, computed time consumption for air route trafficability and simulated UAV flight to verify the feasibility of constructing this type of air traffic highway system. The amount of data storage and time consumption for air route trafficability can be substantially reduced by subdivision. For example, the data size using traditional expressions of latitude and longitude is approximately 1.5 times that of using a 21-level grid, and the time consumption by coordinates is approximately 1.5 times that of subdivision grids at level 21. The results of the simulated experiments indicate that in the 5G environment, gridded airspace can effectively improve the efficiency of UAV trajectory planning and reduce the size of information storage in the airspace environment. Therefore, given the increasing number of UAVs in the future, gridded highways have the potential to provide a foundation for various UAV applications.
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Wang, Shi-jin, and Yan-hui Gong. "Research on air route network nodes optimization with avoiding the three areas." Safety Science 66 (July 2014): 9–18. http://dx.doi.org/10.1016/j.ssci.2014.01.008.
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Devoto, R., M. Fantola, A. Olivo, and N. Rassu. "A Mathematical Model for Demand Distribution in An Air Transport Network." International Journal of Aviation Systems, Operations and Training 4, no. 1 (January 2017): 28–53. http://dx.doi.org/10.4018/ijasot.2017010103.
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This article describes the great distance that separates Sardinia from mainland Italy has made the island – the second largest island of the Mediterranean – a marginal and remote region. Its system of ferry links for people travelling to and from Sardinia has such long journey times (8-12 hours) that it is clearly in no way a valid alternative to air transport. It was mainly on the basis of these reasons and with a view to protecting and ensuring the mobility of Sardinian residents that Public Service Obligations (PSO) were imposed on some of the main air routes starting from 2002. Our study is set against this background. It aims to resolve one of the main critical factors that distinguish the PSO network: the shortage of flights on certain routes and the concomitant over-scheduling of others. More specifically, the insufficient scheduling of weekly flights to certain airports, such as Verona and Turin, forces a number of passengers to decide not to travel at all and another part to use connecting flights to Rome/Milan airports or to travel using more than one route, via air or ground transport, with inevitably higher transport costs. The problem was addressed by using a linear scheduling model applied to a network of nodes and arcs representing, respectively, the airports and their connecting routes, and the airport of Cagliari. The decision variables identified were the number of passengers travelling on all of the arcs and the impedance measures associated with the distance travelled by the arcs, represented by the generalized cost of transport. The objective is to determine a network structure which corresponds to the distribution of passengers on the various branches capable of minimizing the total cost. This cost was considered as a useful parameter for comparing the various network scenarios which were obtained by changing the passenger load coefficient and the number of flights. Our study demonstrates that a simple intervention, aimed at the internal reallocation of the flights on the various routes, is able to guarantee categories of users (here divided into business and non-business users) greater access to air transport services. The scenario that more than others is able to improve service efficiency, granting undeniable benefits for all users without having an impact on the costs of air carriers, particularly stands out because it: • Allows access to all network airports through direct flights; • Decongests the Rome and Milan routes
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Kim, Sang Hoon, Hyun Seop Uhm, and Young Hoon Lee. "Threat Avoidance Multi-Route Decisions for Air-Strike-Package on an Operation Network." Journal of the Korean Institute of Industrial Engineers 46, no. 2 (April 30, 2020): 143–55. http://dx.doi.org/10.7232/jkiie.2020.46.2.143.
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Dudoit, Anrieta, and Jonas Stankūnas. "THE COMPARISON OF THE EN-ROUTE HORIZONTAL FLIGHT TRAJECTORY COMPONENTS / HORIZONTALIŲ MARŠRUTINIŲ SKRYDŽIŲ TRAJEKTORIJOS KOMPONENTŲ PALYGINIMAS." Mokslas – Lietuvos ateitis 7, no. 5 (February 3, 2016): 577–82. http://dx.doi.org/10.3846/mla.2015.836.
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EUROCONTROL aims at improving the design and use of the European routes. Inefficiencies in the design of airspace and use of the air route network are considered to be a major causal factor of flight inefficiencies in Europe. The European ATM system is the sum total of a large number of separate Air Navigation Service Providers (ANSP) whereas the US system is operated by a single ANSP. Airspace fragmentation following National Borders makes flight routes inefficient due to non requested air routes, flight time, excessive fuel burn, CO and NOx emissions. That is the reason why airspace and the fixed route network should be reorganised to satisfy airspace operator needs and maintain required safety levels.The focus of the paper is to show the differences between planned flights and actual trajectories in terms of flight distance, duration and fuel burn. In connection with this, an overview of these indicators in Europe and the USA was made. EUROCONTROL siekia pagerinti Europos maršrutų planus ir jų naudojimą. Neefektyvus oro erdvės planų ir oro maršrutinio tinklo naudojimas laikomas viena pagrindinių Europos skrydžių neefektyvumo priežasčių. Europos oro eismo valdymo (angl. ATM) sistema sudaryta iš daugelio atskirų oro navigacijos paslaugų teikėjų (angl. ANSP), o JAV sistema valdoma vieno oro navigacijos paslaugų teikėjo. Oro erdvės susiskirstymas pagal valstybių ribas daro skrydžio maršrutus neefektyvius dėl nepareikalautų oro maršrutų, skrydžio laiko, per didelio kuro sunaudojimo, CO ir NOx išsiskyrimo. Štai kodėl reikėtų pertvarkyti oro erdvę ir fiksuotų maršrutų tinklą, norint patenkinti oro erdvės operatorių poreikius ir išlaikyti reikalingą saugumo lygį. Šio straipsnio tikslas – parodyti skirtumus tarp suplanuotų skrydžių ir realių trajektorijų, įvertinant skrydžio atstumą, trukmę ir kuro sunaudojimą. Be to, buvo padaryta šių rodiklių apžvalga Europos ir JAV mastu.
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Baxter, Glenn. "Capturing and Delivering Value in the Trans-Atlantic Air Travel Market: The Case of the Air France-KLM, Delta Air Lines, and Virgin Atlantic Airways Strategic Joint Venture." MAD - Magazine of Aviation Development 7, no. 1 (January 16, 2019): 17–37. http://dx.doi.org/10.14311/mad.2019.01.03.
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<p class="keywords">This paper presents a case study of the Air France-KLM, Delta Air Lines, and Virgin Atlantic transatlantic joint venture, one of the world’s largest strategic passenger joint ventures. The study used a qualitative research approach. The data gathered for the study was examined by document analysis. The strategic analysis of the joint venture was based on the use of Porter’s Five Forces Model. The study found that the joint venture has evolved over time through the addition of KLM Royal Dutch Airlines, Alitalia, and Virgin Atlantic Airways to the original joint venture between Air France and Delta Air Lines. The joint venture has provided significant synergistic benefits to the partners and has allowed the partners to access new markets and to participate in the evolution of the transatlantic air travel market, one of the world’s major air travel markets. The joint venture has also enabled the venture partners to enhance their competitive position through strengthened service offerings, a comprehensive route network that offers customers a high level of connectivity, and greater flight frequencies within their own route networks, all of which creates value for the partners. A limitation of the study was that the annual revenue, revenue passenger kilometres performed, or passenger load factors data was not available. It was, therefore, not possible to analyze the business performance of the joint venture.</p>
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NÕMMIK, Allan, and Sven KUKEMELK. "DEVELOPING GRAVITY MODEL FOR AIRLINE REGIONAL ROUTE MODELLING." Aviation 20, no. 1 (April 11, 2016): 32–37. http://dx.doi.org/10.3846/16487788.2016.1168007.
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The gravity model is a method that is used by transportation researchers, airline network planners and analysts to explain how traffic is distributed between city pairs in correlation to the distance or travelling time between them, which as a result indicates the behaviour of travellers or the performance of the transport connection. How ever, the applicability of the model depends on the reliability of the results, which poses a major issue for researches. The major difficulty is to obtain comparable qualitative insights into the key parameters that are selected. This paper presents a possibility study for the use of the gravity model for regional route planning from the scientific point of view and suggests possibilities of gravity model calibration for airline network analysis including alternative methods for estimating the gravity potential of destinations and measurement of the influence of distance on the potential. The focus of the research is the ability to explain and forecast the development of regional air transportation routes in the commercial aviation network when there is a lack of recorded booking demand data.
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Jeong, Junyoung, Minjun So, and Ho-Yon Hwang. "Selection of Vertiports Using K-Means Algorithm and Noise Analyses for Urban Air Mobility (UAM) in the Seoul Metropolitan Area." Applied Sciences 11, no. 12 (June 21, 2021): 5729. http://dx.doi.org/10.3390/app11125729.
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In this study, a combination of well-established algorithms and real-world data was implemented for the forward-looking problem of future vertiport network design in a large metropolitan city. The locations of vertiports were selected to operate urban air mobility (UAM) in the Seoul metropolitan area based on the population of commuters, and a noise priority route was created to minimize the number of people affected by noise using Aviation Environmental Design Tool (AEDT) software. Demand data were analyzed using survey data from the commuting population and were marked on a map using MATLAB. To cluster the data, the K-means algorithm function built in MATLAB was used to select the center of the cluster as the location of the vertiports, and the accuracy and reliability of the clustering were evaluated using silhouette techniques. The locations of the selected vertiports were also identified using satellite image maps to ensure that the location of the selected vertiports were suitable for the actual vertiport location, and if the location was not appropriate, final vertiports were selected through the repositioning process. A helicopter model was then used to analyze the amount of noise reduction achieved by the noise priority route, which is the route between the selected K-UAM vertiports compared to the shortest distance route. As a result, it was shown that the noise priority route that minimized the amount of noise exposure was more efficient than the business priority routes.
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Chan, Chun-Hsiang, Tzu-How Chu, Jiun-Huei Proty Wu, and Tzai-Hung Wen. "Spatially Characterizing Major Airline Alliances: A Network Analysis." ISPRS International Journal of Geo-Information 10, no. 1 (January 15, 2021): 37. http://dx.doi.org/10.3390/ijgi10010037.
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An airline alliance is a group of member airlines that seek to achieve the same goals through routes and airports. Hence, airports’ connectivity plays an essential role in understanding the linkage between different markets, especially the impact of neighboring airports on focal airports. An airline alliance airport network (AAAN) comprises airports as nodes and routes as edges. It could reflect a clear collaborative proportion within AAAN and competitive routes between AAANs. Recent studies adopted an airport- or route-centric perspective to evaluate the relationship between airline alliances and their member airlines; meanwhile, they mentioned that an airport community could provide valuable air transportation information because it considers the entire network structure, including the impacts of the direct and indirect routes. The objectives are to identify spatial patterns of market region in an airline alliance and characterize the differences among airline alliances (Oneworld, Star Alliance, and SkyTeam), including regions of collaboration, competition, and dominance. Our results show that Star Alliance has the highest collaboration and international market dominance among three airline alliances. The most competitive regions are Asia-Pacific, West Asia, Europe, and North and Central America. The network approach we proposed identifies market characteristics, highlights the region of market advantages in the airline alliance, and also provides more insights for airline and airline alliances to extend their market share or service areas.
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Brantley, H. L., G. S. W. Hagler, E. S. Kimbrough, R. W. Williams, S. Mukerjee, and L. M. Neas. "Mobile air monitoring data-processing strategies and effects on spatial air pollution trends." Atmospheric Measurement Techniques 7, no. 7 (July 22, 2014): 2169–83. http://dx.doi.org/10.5194/amt-7-2169-2014.
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Abstract. The collection of real-time air quality measurements while in motion (i.e., mobile monitoring) is currently conducted worldwide to evaluate in situ emissions, local air quality trends, and air pollutant exposure. This measurement strategy pushes the limits of traditional data analysis with complex second-by-second multipollutant data varying as a function of time and location. Data reduction and filtering techniques are often applied to deduce trends, such as pollutant spatial gradients downwind of a highway. However, rarely do mobile monitoring studies report the sensitivity of their results to the chosen data-processing approaches. The study being reported here utilized 40 h (> 140 000 observations) of mobile monitoring data collected on a roadway network in central North Carolina to explore common data-processing strategies including local emission plume detection, background estimation, and averaging techniques for spatial trend analyses. One-second time resolution measurements of ultrafine particles (UFPs), black carbon (BC), particulate matter (PM), carbon monoxide (CO), and nitrogen dioxide (NO2) were collected on 12 unique driving routes that were each sampled repeatedly. The route with the highest number of repetitions was used to compare local exhaust plume detection and averaging methods. Analyses demonstrate that the multiple local exhaust plume detection strategies reported produce generally similar results and that utilizing a median of measurements taken within a specified route segment (as opposed to a mean) may be sufficient to avoid bias in near-source spatial trends. A time-series-based method of estimating background concentrations was shown to produce similar but slightly lower estimates than a location-based method. For the complete data set the estimated contributions of the background to the mean pollutant concentrations were as follows: BC (15%), UFPs (26%), CO (41%), PM2.5-10 (45%), NO2 (57%), PM10 (60%), PM2.5 (68%). Lastly, while temporal smoothing (e.g., 5 s averages) results in weak pair-wise correlation and the blurring of spatial trends, spatial averaging (e.g., 10 m) is demonstrated to increase correlation and refine spatial trends.
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Cheng, Zhaolin, Laijun Zhao, and Huiyong Li. "A Transportation Network Paradox: Consideration of Travel Time and Health Damage due to Pollution." Sustainability 12, no. 19 (October 1, 2020): 8107. http://dx.doi.org/10.3390/su12198107.
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In cities with serious air pollution, travel time and health damage significantly affect route choice by travelers (e.g., motorcycle and scooter drivers). Consequently, the classical Braess paradox is no longer realistic because it only considers the traveler’s value of time (VOT). In the current study, we describe a new transportation network paradox that considers both the VOT and the traveler’s perception of pollution damage. To examine the conditions that create the new paradox, we developed a novel method to compute a total comprehensive cost that combines the VOT with health damage. We analyzed the conditions for the new paradox and the system’s performance using a user equilibrium model and system optimization. Furthermore, an improved model is used to analyze how different transport modes influence the Braess paradox. We found that whether the new paradox occurs and the potential improvement of the system’s performance depend on whether the total travel demand falls within critical ranges. The bounds of these ranges depend on the values of the parameters in the function that describes the health damage and the link travel time function. In addition, high health damage significantly affects route choices and traffic flow distribution. This paper presents a new perspective for decision-making by transportation planners and for route choices in cities with serious air pollution.
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Baxter, Glenn. "Capturing and Delivering Competitive Advantage in the Japan to Europe and Europe to Japan Air Cargo Markets: The Case of the ANA Cargo and Lufthansa Cargo A.G. Strategic Joint Venture." MAD - Magazine of Aviation Development 7, no. 2 (April 30, 2019): 6–21. http://dx.doi.org/10.14311/mad.2019.02.01.
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<p class="keywords">This paper presents a case study of the ANA Cargo and Lufthansa Cargo strategic joint venture, the global air cargo industry’s first strategic joint venture between two of the world’s major air cargo-carrying airlines. The data gathered for the study was examined by document analysis. The strategic analysis of the joint venture was underpinned by the use of Porter’s Five Forces Model. The study found that the joint venture has provided synergistic benefits to both partners and has allowed the partners to access new markets and to participate in the evolution of the air cargo industry. The joint venture has also enabled both joint venture partners to enhance their competitive position in the Europe to Japan and Japan to Europe air cargo markets through strengthened service offerings and has provided the partners with increased cargo capacities, a larger route network, and greater frequencies within their own route networks. A limitation of the study was that ANA Cargo and Lufthansa Cargo revenues, or freight traffic data was not available. It was, therefore, not possible to analyse the business performance of the joint venture.</p>
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Wang, Si Liang. "Dynamic Flow Scheduling in Air Traffic Network Based on Game Theory." Key Engineering Materials 439-440 (June 2010): 977–82. http://dx.doi.org/10.4028/www.scientific.net/kem.439-440.977.
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Recently, many works have employed deterministic strategies in dealt with flow scheduling problem in Air traffic flow management (ATFM). In practice, however, they are proved unreasonable for omitting airline’s preference in ATFM. In this paper, we develop a novel air traffic flow control model based on game theory to solve this problem in air traffic network. In the flow model, a resource (link/time pair in air traffic network) allocation strategy that uses sequential game method to predict traffic allocation is proposed in resource sharing environment. The problem of multiple airlines competes for an optimal route is formulated as a multi-player dynamic game. Through finding the Nash equilibrium solution of the multi-player dynamic game, the optimal flow scheduling is also formed at the same time. The flow model also incorporates many key characteristics of ATFM, such as competitive airlines, allowing multiply flow control strategies and so on. Numerical simulation results show the feasibility of solving the air traffic flow control problem using game theory on the air traffic network.
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Bongo, Miriam, and Charlle Sy. "AN INTEGER LINEAR PROGRAMMING FORMULATION FOR POST-DEPARTURE AIR TRAFFIC FLOW MANAGEMENT." ASEAN Engineering Journal 11, no. 2 (March 16, 2021): 101–17. http://dx.doi.org/10.11113/aej.v11.16685.
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The air transportation domain faces issues in air traffic congestion which leads to delays affecting a network of flights. As stakeholders strive to address such issue by applying air traffic flow management (ATFM) actions, there exists an apparent divide in the solution objective and perspectives. In the extant literature, solution approaches involving ATFM actions are often framed from the perspective of only one stakeholder to another. Such a scheme does not comprehensively cover the overall goal of the stakeholders, thus, provides inadequate, even conflicting, solutions. Therefore, this paper proposes an integer linear programming model for a rerouting problem that satisfactorily incorporates the individual interests of stakeholders (i.e., airport management, airline sector, air traffic management) in the commercial aviation industry and the common goal of ensuring safety in flight operations. The proposed model is designed to tactically select an alternate route when the primary route is constrained due to uncertainties such as inclement weather in a post-departure scenario. A hypothetical case study involving multiple destinations and alternate routes is carried out to illustrate the validity of the model. A Demo version of Lingo software is used to run the proposed model. Notable computational results show significant differences of selected routes as individual system interests are taken into isolation compared to when the general, collaborative model is implemented. In other words, the proposed model is able to show that preferences in alternate routes do vary with the individual interests of stakeholders, more so with the integration of the collaborative decision among stakeholders. Therefore, this research work provides a groundwork to a more comprehensive take of managing air traffic scenario involving all phases of flights. This is realized by providing a proof that significant shifts of decision solutions occur when the overall goal of stakeholders is considered rather than taking their individual interests into isolation.
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Wu, Rui, Honglei Xu, Jie Liu, Xiaowen Yang, Xiaoyu Tan, Weiwei Gong, and Jing Lin. "Layout Methods of Monitoring Stations for Diesel Freight Trucks Emission Supervision Using Highway Traffic Survey Data—— Taking Shanxi Province as an Example." E3S Web of Conferences 145 (2020): 02026. http://dx.doi.org/10.1051/e3sconf/202014502026.
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The in-use diesel trucks have high use intensity, high mobility, and frequent excessive emissions, which have become one of the important air pollution sources. The Action Plan for Tackling the Challenges of Diesel Truck Pollution Control issued by the Chinese government requires the establishment of a national monitoring network for transport-related air pollution and the use of various means to monitor diesel truck emissions. This study briefly summarized the requirements for diesel truck emission monitoring and supervision. Relying on the highway network traffic survey data, a method for identifying the main route of regional highway freight transportation was proposed. Then referring to the experience of highway air quality monitoring networks at home and abroad, the article proposed layout methods for roadside air quality monitoring stations, vehicle remote sensing monitoring stations, and road inspection stations, which fills the gap in domestic methods. At last, a demonstration study on the layout plan for the in-use diesel truck emissions monitoring stations in Shanxi Province was carried out. Taking Shanxi’s main highway freight corridors as the key supervision area, this article screened out 44 roadside air quality monitoring stations, 24 vehicle remote sensing monitoring stations, and 15 road inspection stations.
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Baxter, Glenn, Panarat Srisaeng, and Graham Wild. "The Role of Freighter Aircraft in a Full-Service Network Airline Air Freight Services: The Case of Qantas Freight." MAD - Magazine of Aviation Development 6, no. 4 (October 15, 2018): 28–51. http://dx.doi.org/10.14311/mad.2018.04.05.
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<p>The dedicated all-cargo aircraft market is vital to the global economy. Freighter aircraft now carry around 56 per cent of world air cargo traffic. Using an in-depth case study research design, this study examined the Qantas Freight Boeing B747-400 and B767-300 freighter aircraft route network design during the 2017/2018 Northern Winter Flight schedule period, which was in effect from the 29th October 2017 to March 24th, 2018. The qualitative data were examined by document analysis. The study found that Qantas Freight deploy their leased B747-400 freighter aircraft on a route network that originates in Sydney and incorporates key markets in Thailand and China with major markets in the United States. The Boeing B767-300 freighter aircraft operated 5 services per week on a Sydney/Auckland/Christchurch/Sydney routing as a well as a weekly Sydney/Hong Kong/Sydney service. The Boeing B747-400 freighter services could generate 114,755,020 available freight tonne kilometres (AFTKs) over the schedule period. The Boeing B767-300 freighter aircraft could generate 46,974,1440 AFTKs. The Qantas Freight route network and freighter fleet is underpinned by Australia’s liberalized freighter aircraft policy, the “Open Skies” agreement between Australia and China – which permits the onward carriage of cargo traffic across the trans-Pacific – and the liberalized “open skies” agreement with New Zealand.</p>
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Zhang, Ming, Xianglu Kong, Kai Liu, and Xiangyu Li. "A Novel Rerouting Planning Model for the Terminal Arrival Routes under the Influence of Convective Weather." Journal of Advanced Transportation 2018 (2018): 1–21. http://dx.doi.org/10.1155/2018/7591932.
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Under convective weather conditions, aircraft rerouting in terminal airspace is essential to ensure flight safety and reduce air traffic delays. Traditional air traffic rerouting approaches do not combine convective weather information using radar image recognition with controller workload, additional fuel consumption, delay loss, time cost, and route length at terminal airspace in tactical ATFM phase for exact rerouting decision. In accordance with the safety and economic principles of the route network in terminal airspace and in consideration of the changes in the speed and height of aircraft in terminal airspace, a multiobjective rerouting planning model is established in this study for terminal airspace under convective weather conditions in tactical air traffic flow management phase. Then traffic simulation is conducted to analyze the capacity and delays of the rerouting in the approach path in Shanghai terminal area. Experimental results indicate that this model can increase airspace capacity and operational efficiency of air traffic compared with the traditional air traffic rerouting approaches.
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HAGIWARA, Hideki, Ruri SUZUKI, and Akio M. SUGISAKI. "Ship Weather Routing Based on the Upper-air Circulation Pattern : Route Selection Using Neural Network." Journal of Japan Institute of Navigation 93 (1995): 191–99. http://dx.doi.org/10.9749/jin.93.191.
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Huber, Hans. "Network structure, capacity growth and route hierarchies: the case of China’s air traffic system revisited." Transportation Planning and Technology 39, no. 7 (July 13, 2016): 712–29. http://dx.doi.org/10.1080/03081060.2016.1204092.
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Chen, Dan, Minghua Hu, Yuanyuan Ma, and Jianan Yin. "A network‐based dynamic air traffic flow model for short‐term en route traffic prediction." Journal of Advanced Transportation 50, no. 8 (December 2016): 2174–92. http://dx.doi.org/10.1002/atr.1453.
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Lu, Jing, Cheng Lv, Zhongzhen Yang, and Mark Hansen. "Market Segmentation of New Gateway Airports Incorporating Passengers’ Curiosity." Sustainability 11, no. 24 (December 9, 2019): 7042. http://dx.doi.org/10.3390/su11247042.
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To serve more markets for supporting its sustainable development, Zhuhai airport tends to act as a new gateway by providing an air–bridge–air path that links its domestic network to the international air routes of Hong Kong Airport, through surface transportation via the Hongkong–Zhuhai–Macao Bridge. In order to identify the target passengers using the new gateway service, this paper proposes a market segmentation approach which incorporates the heterogeneity among passengers in the choice of the air–bridge–air route and explicitly incorporates people’s curiosity about the new service. A latent class choice model incorporating passengers’ curiosity is developed to identify the market segments of the new gateway service offered by Zhuhai Airport. The model is estimated using the stated preference data collected in 12 Chinese cities. The results indicate that people who have a high level of curiosity and/or are price sensitive prefer to use the new gateway service. Meanwhile, some segment-specific strategies of improving the new gateway service are proposed for the sustainable development of domestic airports which have the desire to cooperate with nearby hubs.
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Keramydas, Christos, Georgios Papadopoulos, Leonidas Ntziachristos, Ting-Shek Lo, Kwok-Lam Ng, Hok-Lai Wong, and Carol Wong. "Real-World Measurement of Hybrid Buses’ Fuel Consumption and Pollutant Emissions in a Metropolitan Urban Road Network." Energies 11, no. 10 (September 26, 2018): 2569. http://dx.doi.org/10.3390/en11102569.
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This study investigates pollutant emissions and fuel consumption of six Euro VI hybrid-diesel public transport buses operating on different scheduled routes in a metropolitan urban road network. Portable emission measurement systems (PEMS) are used in measurements and results are compared to those obtained from a paired number of Euro V conventional buses of the same body type used as control over the same routes. The selected routes vary from urban to highway driving and the experimentation was conducted over the first half of 2015. The available emissions data correspond to a wide range of driving, operating, and ambient conditions. Fuel consumption, distance- and energy-based emission levels are derived and presented in a comparative manner. The effect of different factors, including speed, ambient temperature, and road grade on fuel consumption and emissions performance is investigated. Mean fuel consumption of hybrid buses was found 6.1% lower than conventional ones, from 20% lower up to 16% higher, over six routes tested in total. The mean route difference between the two technologies was not statistically significant. Air conditioning decreased consumption benefits of the hybrid buses. Decrease of the mean route speed from 15 km h−1 tο 8 km h−1 increased the hybrid buses consumption by 63%. Nitrogen oxides (NOx) emissions of the Euro VI hybrid buses were 93 ± 5% lower than conventional Euro V ones. Nitrous oxide (N2O) emissions from hybrid Euro VI buses made up 5.9% of total greenhouse gas emissions and largely offset carbon dioxide (CO2) benefits. The results suggest that hybrid urban buses need to be assessed under realistic operation and environmental conditions to assess their true environmental and fuel consumption benefits.
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Baxter, Glenn, and Panarat Srisaeng. "The Strategic Deployment of the Airbus A350-900XWB Aircraft in a Full-Service Network Carrier Route Network: The Case of Singapore Airlines." Infrastructures 3, no. 3 (July 19, 2018): 25. http://dx.doi.org/10.3390/infrastructures3030025.
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In the global airline industry, an airline’s fleet routing affects its profitability, level of service and its competitive position. Using a qualitative research approach, this paper examines Singapore Airlines Airbus A350-900XWB fleet deployment and route network development for the period 2016 to 2018. The qualitative data was examined using document analysis. The study found that Singapore Airlines has deployed the Airbus A350-900XWB aircraft on new air routes from Singapore to Cape Town via Johannesburg, Düsseldorf and Stockholm via Moscow and return. The Airbus A350-900XWB aircraft are also replacing older, less efficient aircraft as part of the company’s fleet modernization strategy. Singapore Airlines is also acquiring the new ultra-long-range variant of the Airbus A350-900XWB for use on its proposed new non-stop services from Singapore to Los Angeles and Newark Liberty Airport in New Jersey, USA. The longest flight stage length is the Singapore to San Francisco route which is 7339 nautical miles (13,594 km) in length. The shortest stage length is between Singapore and Kuala Lumpur (160 nautical miles or 297 km). The new non-stop services from Singapore to Los Angeles and New York City will be the longest non-stop services operated by Singapore Airlines. The flight stage lengths between Singapore and Los Angeles and Singapore and Newark Liberty Airport are 7621 nautical miles (14,114 km) and 8285 nautical miles (15,344 km), respectively. The greatest number of available seat kilometers (ASKs) are generated on Singapore Airlines Airbus A350-900 XWB service from Singapore to San Francisco (3.57 million ASKs). The smallest number of ASKs produced are on the short-haul service from Singapore to Kuala Lumpur (75,141 ASKs).