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Models and Methods for Optimizing Baggage Handling at Airports

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Models and Methods for Optimizing Baggage Handling at Airports TECHNISCHE UNIVERSITÄT MÜNCHEN Lehrstuhl für Operations Management Models and Methods for Optimizing Baggage Handling at Airports Dipl.Math.oec. Markus Matthäus Frey Vollständiger Abdruck der von der Fakultät für Wirtschaftswissenschaften der Technischen Universität München zur Erlangung des akademischen Grades eines Doktor der Wirtschaftswissenschaften (Dr. rer. pol.) genehmigten Dissertation. Vorsitzender: Univ.-Prof. Dr. Martin Grunow Prüfer der Dissertation: 1. Univ.-Prof. Dr. Rainer Kolisch 2. Prof. Christian Artigues, Ph.D. LAAS-CNRS, Toulouse/France Die Dissertation wurde am 21.10.2014 bei der Technischen Universität München eingereicht und durch die Fakultät für Wirtschaftswissenschaften am 15.11.2014 angenommen. Danksagung Zunächst möchte ich mich bei meinem Doktorvater Rainer Kolisch für die tolle Zeit am Lehrstuhl und die Unterstützung bei der Durchführung meiner Forschung, die zu dieser Arbeit geführt hat, bedanken. Er war mir stets eine große Hilfe und ein guter Ratge- ber. Seine herzliche, freundliche Art hat mir vieles vereinfacht und für seinen Rat und Beistand bin ich sehr dankbar. Selbiges gilt für Christian Artigues, der mich in seiner Gruppe in Toulouse warmherzig aufgenommen hat und sowohl zu meiner fachlichen als auch persönlichen Weiterentwicklung beigetragen hat. Mein Dank gilt auch meinen Kolle- gen Ferdinand Kiermaier, Daniel Gartner und Stephen Starck. Die Zusammenarbeit mit ihnen war und ist mir eine Freude. Ich bin froh darüber, sagen zu können, dass die oben genannten Personen im Laufe der Dissertation zu meinen Freunden geworden sind. Neben der fachlichen Begleitung und Betreuung ist die persönliche Entwicklung auf dem Weg zum Ziel nicht minder wichtig. Die prägendsten Personen in meinem Leben sind meine Eltern Sonja und Matthäus Frey sowie meine drei Brüder Thomas, Matthias und Christian. Besonders möchte ich meine Mutter hervorheben, die auch bei Rückschlägen stets an mich geglaubt hat. Ebenso bedanken möchte ich mich bei Sylvia und Siegfried Praetorius, die mir immer zur Seite gestanden haben. Freunde, die mich positiv geprägt und mich in meiner Arbeit fortwährend unterstützt und motiviert haben, sind Marina Schmidmeir, Martin Wyzgala, Christoph Wittmann und Benjamin Roschanski. Ihr habt immer an mich geglaubt und dafür sage ich Euch “ “Danke”. Augsburg, 20.10.2014 Markus Frey iii Contents Acknowledgements iii Table of Contents iii List of Tables vii List of Figures ix 1 Introduction 1 1.1 Abriefhistoricalreview . .. 1 1.2 Importanceofbaggagehandling . ... 3 1.3 Scientificscope ................................. 4 1.4 Overview..................................... 6 2 Baggage flows at airports: A survey and a generic model 8 2.1 Introduction................................... 8 2.2 Airportresources ................................ 12 2.2.1 Rampresources ............................. 12 2.2.2 Infrastructureresources . 13 2.3 Generic assignment and scheduling problem . ...... 17 2.4 Check-inbaggageflow ............................. 22 2.4.1 Literaturereview ............................ 23 2.4.2 Mathematicalmodel . .. .. .. 25 2.4.3 Futurechallenges ............................ 28 iv 2.5 Outboundbaggageflow............................. 28 2.5.1 Literaturereview ............................ 30 2.5.2 Mathematicalmodel . .. .. .. 31 2.5.3 Futurechallenges ............................ 34 2.6 Transferbaggageflow.............................. 34 2.6.1 Mathematicalmodel . .. .. .. 35 2.6.2 Futurechallenges ............................ 37 2.7 Inboundbaggageflow.............................. 37 2.7.1 Literaturereview ............................ 39 2.7.2 Mathematicalmodel . .. .. .. 40 2.7.3 Futurechallenges ............................ 42 2.8 Conclusion.................................... 43 3 Outbound baggage handling 44 3.1 Introduction................................... 44 3.2 Problemdescription. .. .. 47 3.3 Mathematicalmodel .............................. 50 3.3.1 Timeindexedformulation . 50 3.3.2 Modelanalysis ............................. 53 3.3.3 Preprocessing .............................. 55 3.4 Solutionmethodology. 56 3.4.1 Masterproblem............................. 57 3.4.2 Subproblems .............................. 59 3.4.2.1 Pricingproblem. 59 3.4.2.2 Flight scheduling problem . 60 3.4.2.3 Descent scheduling problem . 62 3.5 Implementationdetails . .. 63 3.5.1 Initialcolumns ............................. 63 3.5.2 Chebyshev cutting-plane method . 65 v 3.5.3 Primal set-covering heuristic . ... 66 3.5.4 Pricing problem heuristic . 67 3.6 Computationalstudy .............................. 67 3.6.1 Database ................................ 68 3.6.2 Experimentalstudy. .. .. .. 69 3.6.3 Real-worldstudy ............................ 73 3.7 Conclusion.................................... 74 4 Inbound baggage handling 76 4.1 Introduction................................... 76 4.2 Problemdescription. .. .. 79 4.3 Mathematicalmodel .............................. 82 4.3.1 Notationandassumptions . 82 4.3.2 Basicmodel............................... 87 4.3.3 Complexityanalysis . .. .. .. 91 4.4 Solutionmethodology. 93 4.4.1 Constructivephase ........................... 96 4.4.2 Localsearch............................... 97 4.5 Practicalimplementation. 101 4.5.1 Measuring the level of service . 101 4.5.2 Multi-Objective path-relinking . 102 4.5.3 Rollingplanning ............................ 103 4.6 Computationalstudy .............................. 104 4.6.1 Theoreticalstudy . .. .. .. 105 4.6.1.1 IBHPvs.heuristic . 105 4.6.1.2 Performanceoftheheuristic . 107 4.6.2 Real-worldscenarios . 108 4.7 Conclusion.................................... 109 vi 5 Conclusion 113 5.1 Summaryandconclusions . 113 5.2 Futureresearch ................................. 114 A Appendix: Outbound baggage handling 116 A.1 Outbound baggage handling: Initial start columns . ......... 116 A.2 Chebyshev centered restricted primal linear master problem ........ 117 A.3 Set-coveringheuristic . 117 A.4 LinearizationofIBHP ............................. 119 A.5 Measuring the service level . 119 A.6 Simulationenvironment . 120 A.7 PseudocodefortheGFLS ........................... 122 B Abbreviations 123 C Mathematical symbols 125 vii List of Tables 2.1 The influence of airport actors on the baggage handling process ...... 12 2.2 Literature on check-in counter allocation . ........ 24 2.3 Literatureonbaggagehandling . ... 31 2.4 Literatureoninboundbaggagehandling . ..... 39 3.1 Carouseltypeandflightparameters . .... 48 3.2 Average RMSE and the average a(i)-valuesof1,000flights . 69 3.3 Carousels (a) and flights’ handling periods in minutes (min)(b) ...... 69 3.4 LP-bound for the number of required carousels and average reduction of the start time tuple sets due to Propositions 3.3.4 and 3.3.5 in%...... 70 3.5 Comparison between the column generation of Algorithm 1 (Alg1-CG), a standard column generation implementation for RMP (SCG) and the time- indexedformulation(TIF) . 71 3.6 Initial lower bound and the average column reduction of the arrival matri- ces due to Proposition 3.3.4 and 3.3.5 in per cent for the real-world test instances I-10(q) to I-16(q)........................... 71 3.7 Comparison between Algorithm 1 without (Alg1-NCCP) and with (Alg1- CCP) acceleration for instances I-5(q) to I-9(q) with q ∈{5, 7, 8, 9} .... 72 3.8 Computational results for real-world instances . .......... 74 4.1 SetsfortheIBHP................................ 82 4.2 ParametersfortheIBHP. .. .. .. 84 4.3 Parameters derived by preprocessing . ..... 85 viii 4.4 DecisionvariablesfortheIBHP . ... 88 4.5 Notationforthepseudocode. .. 95 4.6 Example with 3 flights and their trips . .... 97 4.7 Penalties and threshold values for the utilization of L-IBHP ........ 105 4.8 ResultsforL-IBHP ............................... 106 4.9 ResultsfortheHGGLS............................. 107 4.10 Performance of the GFLS and (multi-objective) path-relinking . 111 4.11 Airport’s solution embedded in the simulation . ......... 112 A.1 Results of the survey conducted at cooperation partner . .......... 120 A.2 NotationforAlgorithm5. 122 ix List of Figures 1.1 Passenger and baggage processing in the early years of civil aviation . 2 1.2 Development of air traffic at Munich Airport . ..... 3 1.3 Passenger increase at Munich Airport . ..... 4 2.1 Baggagein-andoutflowstreamsatairports . ..... 10 2.2 ABHSwithitscomponents .......................... 13 2.3 A three level screening system used in the US (see de Barros and Tomber [28]) ....................................... 14 2.4 Time dependent resource allocation by the GASP. ....... 18 2.5 Passenger and baggage flow for transfer and inbound processes....... 29 2.6 Passenger and baggage flow landside to airside . ....... 29 3.1 Feasible assignment of three flights at a carousel with 20 parking positions andfourworkingstations . .. .. .. 46 3.2 Average arrival curve of baggage during the course of a day......... 50 3.3 Circle representation of the carousel in Figure 3.1; gray shaded parking positionsareusedbyflights . .. .. .. 52 3.4 Influence of FSP on a given solution; gray shaded are bags which could not beloadedinthepreviousperiods . 61 4.1 Infrastructurefortheinbound process. ....... 80 4.2 Passenger arrival at a baggage carousel for a domestic (thin) and transcon- tinentalflight(bold) .............................. 81 x xi 4.3 Workload and passenger waiting times at carousel c1 before and after the assignment of trip l3 to remote infeed station e; the dotted line indicate the arrivaltimeofpassengersatthecarousel . .... 97 4.4 Interpolation between passengers’
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