Airport management is regularly challenged by the task of assigning flights to existing parking positions in the most efficient way while complying with existing policies, restrictions and capacity limitations. However, such process is frequently disrupted by various events, affecting punctuality of airline operations. This paper describes an innovative approach for obtaining an efficient stand assignment considering the stochastic nature of airport environment. Furthermore, the presented methodology combines benefits of Bayesian modelling and metaheuristics for generating solutions that are more robust to airport flight schedule perturbations. In addition, this paper illustrates that the application of the presented methodology combined with simulation provides a valuable tool for assessing the robustness of the developed stand assignment to flight delays.
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The aeronautical traffic capacity is approaching its limits. This is especially true for airports where airports are constrained to resources such as runways. Consequences of full capacity traffic can be translated to delays and safety issues such as higher collisions risks. One important part of traffic are points where traffic is routed, such as transfer of flights to different ANSPs, sector changes, and merging to meter fixes for landing. There are cases where some entry points to sections are close to maximum capacity, while other entry points to the same section have more capacity. Within the framework of FF-ICE, this paper presents the operational idea of Tactical Demand Tailoring, which consists of balancing traffic by re-routing traffic hours before the arrival of aircraft to a given congested section. This paper proposes the conditions that must be met for TDT to be operationally feasible, and it discusses the potential benefits to increase capacity at overloaded parts of the airspace. Results showed that flights exist under the current flight conditions that can be re-routed to increase capacity. On average, these re-routes result in an approximate 1.9% increase in flight track length. Furthermore, a real-world case study conducted at the Terminal Manoeuvring Area of Schiphol Airport demonstrates that the implementation of Tactical Demand Tailoring effectively mitigates delays.
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Airports and surrounding airspaces are limited in terms of capacity and represent the major bottlenecks of the air traffic management system. This paper addresses the problems of terminal airspace management and airport congestion management at the macroscopic level through the integrated control of arrivals and departures. Conflict detection and resolution methods are applied to a predefined terminal route structure. Different airside components are modeled using network abstraction. Speed, arrival and departure times, and runway assignment are managed by using an optimization method. An adapted simulated annealing heuristic combined with a time decomposition approach is proposed to solve the corresponding problem. Computational experiments performed on case studies of Paris Charles De-Gaulle airport show some potential improvements: First, when the airport capacity is decreased, until a certain threshold, the overload can be mitigated properly by adjusting the aircraft entry time in the Terminal Maneuvering Area and the pushback time. Second, landing and take-off runway assignments in peak hours with imbalanced runway throughputs can significantly reduce flight delays. A decrease of 37% arrival delays and 36% departure delays was reached compared to baseline case.
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Mexico City airport is located close to the center ofthe city and is Mexico’s busiest airport which is consideredcongested. One of the consequences of airport congestion areflight delays which in turn decrease costumer’s satisfaction. Airtraffic control has been using a ground delay program as a toolfor alleviating the congestion problems, particularly in the mostcongested slots of the airport. This paper uses a model-basedapproach for analyzing the effectiveness of the ground delayprogram and rules. The results show that however the rulesapplied seem efficient, there is still room for improvement inorder to make the traffic management more efficient.
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The operations of take-off and landing at hub airports are often subject to a wide variety of delays; the effects of these delays impact not only the related stakeholders, such as aircraft operators, air-traffic control unity and ground handlers but as part of the European network, delays are propagated through the network. As a result, Airport Collaborative Decision Making (A-CDM) is being employed as a methodology for increasing the efficiency of Air Traffic Management (ATM), through the involvement of partners within the airports. Under CDM, there are some strategic common objectives regardless the airport or the partner specific interest to improve operational efficiency, predictability and punctuality to the ATM network and airport stakeholders. Monitoring and controlling some strategic areas such as, Efficiency, Capacity, Safety and Environment is needed to achieve the benefits. Therefore, the present work aims to provide a framework to monitor the accuracy of capacity in the three main flight phases. It aims to provide a comprehensible and practical approach to monitoring capacity by identifying and proposing Key Performance Indicators (KPIs) based on the A-CDM Milestone Approach to optimise the use of available capacity. To illustrate our approach, Amsterdam Airport Schiphol is used as case study as a full A-CDM airport.
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Modern airport management is challenged by the task of operating aircraft parking positions most efficiently while complying with environmental policies, restrictions, schedule disruptions, and capacity limitations. This study proposes a novel framework for the stand allocation problem that uses a divide-and-conquer approach in combination with Bayesian modelling, simulation, and optimisation to produce less-pollutant solutions under realistic conditions. The framework presents three innovative aspects. First, inputs from the stochastic analysis module are used in a multivariate optimisation for generating variability-robust solutions. Second, a combination of optimisation and simulation is used to finely explore the impact of realistic uncertainty uncaptured by the framework. Lastly, the framework considers the role of human beings as the final control of operational conditions. A case study is presented as a proof of concept and demonstrates results achievable and benefits of the framework proposed. The experimental results demonstrate that the framework generates less-pollutant solutions under realistic conditions.
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The promotor was Prof. Erik Jan Hultink and copromotors Dr Ellis van den Hende en Dr R. van der Lugt. The title of this dissertation is Armchair travelling the innovation journey. ‘Armchair travelling’ is an expression for travelling to another place, in the comfort of one’s own place. ‘The innovation journey’ is the metaphor Van de Ven and colleagues (1999) have used for travelling the uncharted river of innovation, the highly unpredictable and uncontrollable process of innovation. This research study began with a brief remark from an innovation project leader who sighed after a long and rough journey: ‘had I known this ahead of time…’. From wondering ‘what could he have known ahead of time?’ the immediate question arose: how do such innovation journeys develop? How do other innovation project leaders lead the innovation journey? And could I find examples of studies about these experiences from an innovation project leader’s perspective that could have helped the sighing innovation project leader to have known at least some of the challenges ahead of time? This dissertation is the result of that quest, as we do know relatively little how this process of the innovation project leader unfolds over time. The aim of this study is to increase our understanding of how innovation project leaders lead their innovation journeys over time, and to capture those experiences that could be a source for others to learn from and to be better prepared. This research project takes a process approach. Such an approach is different from a variance study. Process thinking takes into account how and why things – people, organizations, strategies, environments – change, act and evolve over time, expressed by Andrew Pettigrew (1992, p.10) as catching “reality in flight”.
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In November 2019, the High Performance Greenhouse project (HiPerGreen) was nominated for the RAAK Award 2019, as one of the best applied research projects in the Netherlands. This paper discusses the challenges faced, lessons learned and critical factors in making the project into a success.
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Triggered by highly publicised corporate scandals, changing societal expectations and the collapse of financial markets, the roles of boards of directors have changed significantly in safeguarding the interest of shareholders and other stakeholders. Yet, relatively little is known about contemporary challenges non–executive directors face and whether their boards are well–equipped for their new tasks. Based on self–assessment reports by supervisory boards, a survey and interviews with supervisory board members, this paper investigates the challenges non–executive directors face in the Netherlands, particularly after a decade of corporate governance reform. Non–executive directors' inadequate role in scrutinising executive directors' performance, information asymmetries and dysfunctional working relationships between executive and non–executive directors are among the greatest challenges indicated by non–executive directors on Dutch supervisory boards. The paper discusses several implications for scholars and practitioners and provides a unique insight in boardroom dynamics.
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Communities of practice (CoPs) impact different actors in different ways. Because using a singular approach would not do justice to the complexity that surrounds CoPs, a multi-disciplinary and pluralistic approach is used here to develop a model for measuring the impact CoPs may have on individuals, groups and the organisations in which they are situated. A review of the literature showed no such comprehensive model. In fact, empirical work on CoPs, in general, is scarce and evaluations of them are underdeveloped. Most assessments are look at process alone, or try to link output to anecdotal evidence. I try to fill this gap by presenting a multi-disciplinary conceptual model that approaches measuring certain types of impact a CoP has on individuals and groups that are functioning as CoPs. I also make a theoretical link to how CoPs may contribute to organisational capability.
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