Motivation
Runway capacity is the binding constraint at many busy airports. An aircraft landing or taking off behind another must wait a minimum separation time that depends on the two aircraft's weight classes, because of wake vortices; the US Federal Aviation Administration publishes these spacing requirements. Reordering aircraft changes the sum of the separations incurred and hence the delays, but unrestricted reordering is unacceptable to airlines and controllers: an aircraft that arrived early could be pushed to the end of the queue. Constrained position shifting (CPS), introduced by Psaraftis (1980) and used in the United States and Europe since, allows each aircraft to move at most k positions from its first-come-first-served (FCFS) position.
Balakrishnan and Chandran (Operations Research 58(6), 2010) recast CPS scheduling as dynamic programming on a layered network, the CPS network, whose size is polynomial in the number of aircraft n for fixed k. Their §4 minimizes the makespan (the landing time of the last aircraft). §5.2 minimizes the total delay, equivalently the average delay, which measures passenger and airline cost more directly. This mission formalizes §5.2.
Setting
There are n aircraft labelled 1,…,n in FCFS order, a maximum position shift k∈N, separations δab≥0 (the minimum time between leading aircraft a and trailing aircraft b), and a finite set of precedence pairs (x,y) with x=y, meaning that x must land before y. The separations satisfy the triangle inequality δac≤δab+δbc, as wake-vortex separations do for arrivals-only or departures-only operations.
A k-CPS sequence is a permutation σ of the aircraft (position p receives aircraft σ(p)) with ∣σ(p)−p∣≤k for every p. A feasible schedule is a k-CPS sequence that places x before y for each precedence pair, together with landing times t1,…,tn (by position) such that
tp≥0,tq−tp≥δσ(p)σ(q)(p<q).
There are no time windows. Its total delay is t1+⋯+tn, measured from time 0, at which all aircraft are available.
The CPS network has stages 1,…,n. A node of stage p is a sequence of min{2k+1,p} distinct aircraft that can occupy positions p−min{2k+1,p}+1,…,p (each within k of its position). Its last aircraft is its final aircraft. An arc joins a stage-p node i to a stage-(p+1) node j when the sequences overlap: the first min{2k,p} aircraft of j are the last min{2k,p} aircraft of i. A source-sink path picks one node per stage, and its sequence assigns position p to the final aircraft of the stage-p node. Precedence is incorporated by deleting every node that places y before x for some pair (x,y), or that places an aircraft outside the positions a pair allows it (§3.1). The result is the pruned network G. For nodes i,j, δi(j) is the separation between their final aircraft.
For a node j in stage p and times t1,…,tp along a path to j, the paper uses the partial objective
θj(p)=t1+⋯+tp−1+(n−p+1)tp.
Formalization targets
Goal: the shortest-path equivalence (§5.2, p. 1656)
Give the arc (i,j) from stage p−1 to stage p the distance (n−p+1)δi(j), and source and sink arcs distance 0. Then a feasible schedule exists if and only if G has a source-sink path, and
(σ,t) feasiblemin p=1∑ntp=v source-sink path of Gmin p=2∑n(n−p+1)δvp−1(vp),
where each minimum exists exactly when the other does.
Milestones
- Theorem 1 with Lemmas 1–2 (pp. 1652–1654): the source-sink paths of G are exactly the k-CPS sequences respecting the precedence pairs.
- Proposition 2 (p. 1656): in a schedule of minimum total delay, tp−tp−1=δσ(p−1)σ(p) for every p≥2.
- Proposition 3 (p. 1656): all paths from the source to a node lying on some source-sink path contain the same set of aircraft.
- The recursion of §5.2 (p. 1656): with θj∗(p) the minimum of θj(p) over partial schedules ending at j, θj∗(1)=0 and
θj∗(p)=i∈P(j)min(θi∗(p−1)+(n−p+1)δi(j)),
where P(j) is the set of predecessors of j in G.
Significance
The result turns a sequencing problem over up to n! orders into a shortest-path computation on a directed acyclic graph with O(n(2k+1)2k+1) nodes, and it does so while respecting precedence constraints, which earlier CPS algorithms (Psaraftis 1980; Trivizas 1998) could not handle. It is the average-delay counterpart of the makespan algorithm of §4 and shares its network. The same network carries the discrete-time models of §6.
The paper's proof of the equivalence is one sentence ("follows from properties of shortest paths and is omitted here"). Propositions 2 and 3 are proved in a few lines, and Theorem 1 by an argument about windows of 2k+1 consecutive positions. None of these results has a machine-checked proof. A formal development makes explicit the conventions the prose leaves implicit (the time origin, pairwise separations, which nodes Proposition 3 refers to) and checks that the recursion and the shortest-path value really compute the minimum total delay.
Difficulty
The arc distances weight the separation into stage p by n−p+1, the number of aircraft whose landing it delays. The equivalence needs two directions. A path's length must be the total delay of the schedule that lands each aircraft at its predecessor's time plus the separation, and that schedule must satisfy every pairwise separation, not only the consecutive ones; this is where the triangle inequality enters. Conversely, every feasible schedule must have total delay at least the length of its sequence's path, and every feasible sequence must be a path of G. The last point is Theorem 1 with precedence pruning: a node sees only 2k+1 consecutive positions, so detecting a violated precedence pair inside one node requires the position filter of §3.1 for pairs that reverse FCFS order. Proposition 3 is false for nodes that lie on no source-sink path, which the printed statement does not exclude.
Formalization scope
Aircraft and positions are Fin n, 0-based, and stages are 0-based natural numbers, so the arc into stage s has distance (n−s)δi(j). Separations are real, nonnegative and satisfy the triangle inequality; feasibility requires them between every pair of positions. Landing times are real and nonnegative. The paper fixes no time origin, but its path length equals the total delay exactly when delays are measured from 0, and without a lower bound on the times the objective has no minimum. Minima are stated with IsLeast on sets of values, never with a real infimum. Feasibility and the existence of a path are stated separately, because the equality of least elements alone does not force them to exist.
The following loose phrases are given explicit readings. "In an optimal solution" (Proposition 2) means a feasible schedule whose total delay is at most that of every feasible schedule. "The CPS network" in Proposition 3 means nodes lying on a source-sink path, stated for the network without precedence pruning, which also covers the pruned one. "θ∗" means the least element of the set of values of θj(p) over partial schedules ending at j, and the printed θj∗(s) is read as θj∗(p). The boundary value θj∗(1)=0 is not printed and is stated explicitly. Precedence pruning uses the printed Case II rule. Running times (the O(n(2k+1)2k+2) bound) are not formalized.
A trivializing formalization would require separations only between consecutive aircraft, define the minimum by the recursion itself, or use a network whose nodes need not be distinct or admissible. Here the minimum is defined directly over feasible schedules, separations are pairwise, and the nodes are checked against the paper's Figure 1 (stage sizes 2, 4, 7, 14, 14, 7 and 13 paths for n=6, k=1).
The development needs finite sums, permutations of Fin n and lists. The network layer (stages, arcs, precedence pruning, Theorem 1) is shared with the makespan and discrete-time missions of this series and reusable for any CPS objective. Proofs of any milestone, alternative proofs of the goal, and generalizations (asymmetric shifts, §3.2) are welcome.
Selected references
- H. Balakrishnan, B. G. Chandran, Algorithms for Scheduling Runway Operations Under Constrained Position Shifting, Operations Research 58(6), 1650–1665, 2010. https://doi.org/10.1287/opre.1100.0869
- H. N. Psaraftis, A Dynamic Programming Approach for Sequencing Groups of Identical Jobs, Operations Research 28(6), 1347–1359, 1980. https://doi.org/10.1287/opre.28.6.1347
- R. G. Dear, Y. S. Sherif, An Algorithm for Computer Assisted Sequencing and Scheduling of Terminal Area Operations, Transportation Research Part A 25(2–3), 129–139, 1991.
- D. A. Trivizas, Optimal Scheduling with Maximum Position Shift (MPS) Constraints: A Runway Scheduling Application, Journal of Navigation 51(2), 250–266, 1998.
- R. de Neufville, A. Odoni, Airport Systems: Planning, Design, and Management, McGraw-Hill, 2003.