Air Travel Demand and Airline Seat Inventory Management III: Gaussian EMSR Protection Levels and Their SensitivityTextbook
Why protection levels and their inputs matter
An airline sells the seats of one flight leg in several fare classes at different prices. Low-fare passengers usually book first, so the airline must decide how many seats to keep back, or protect, for later high-fare passengers. Peter Belobaba's 1987 MIT dissertation introduced the expected marginal seat revenue (EMSR) rule for this decision, and EMSR-type rules became a standard of airline revenue management practice (Talluri and van Ryzin 2004). A protection level is computed from a demand forecast, and forecasts are uncertain. Section 6.2 of the dissertation asks how the protection level moves when its inputs move: the mean of forecast demand, its standard deviation, and the ratio of the two fares. That question decides where forecasting effort pays off, and this mission formalizes the answers the dissertation gives for Gaussian demand.
This is the third mission in a series on the dissertation. The first treats marginal allocation among distinct fare classes, and the second the two-class nested protection level in the discrete model, including its revenue optimality. This mission takes the continuous Gaussian model of Chapter 6 on its own terms.
Setting
Let be the number of requests for a fare class, a real random variable with law . For a seat level the tail probability is
and for the fare of the class the expected marginal seat revenue is (Eqs. (6.1)–(6.2)).
There are two classes: class 1 with fare and class 2 with fare , where . Requests for class 1 are Gaussian with estimated mean and estimated standard deviation , written . A real number is an EMSR protection level for class 1 against class 2 when
The standardized level is the value "which has a probability of of being exceeded" by a standard normal variable:
In the Lean development these are tailProb, emsr, gaussianLaw rbar σ, stdNormal, IsProtectionLevel rbar σ f₁ f₂ S and IsStdNormalLevel f₁ f₂ Z, all in the namespace SeatInventory.Gaussian.
Formalization targets
Goal: the Gaussian protection level and its sensitivity to
For and :
- Eq. (6.10) has exactly one solution , and the standard normal equation has exactly one solution ;
- they satisfy
- if , if , if (Eq. (6.14)), and in the last case;
- if and solves (6.10) for , then , or according as is above, below or equal to .
The goal states no numerical constant and no particular fare ratio; it fixes only the shape of the dependence.
Milestones, in attack order
- Eq. (6.1)–(6.2): for any request law, and are non-increasing in .
- Eq. (6.10): the Gaussian protection level exists and is unique.
- Eq. (6.11)–(6.12): .
- p. 154: with and the fares fixed, replacing by replaces by .
- Eq. (6.14): the sign of , and at fare ratio for every .
- p. 154: the effect of on (part 4 of the goal on its own).
- p. 157: and decrease strictly as the fare ratio increases.
The dissertation's constant-coefficient-of-variation form, Eq. (6.13), with , follows from (6.12) by substitution and is not stated separately.
Significance
The result gives every Gaussian protection level as a closed form in one standard normal quantile. From it come the three sensitivities that Sect. 6.2 uses to argue for better forecasts. The protection level moves one-for-one with mean demand. The standard deviation moves it in a direction fixed only by whether the discount fare is above or below half the full fare. A higher fare ratio always lowers it. The dissertation uses these facts, and its Figures 6.1 and 6.2, to argue that reducing the estimated standard deviation of demand narrows the range of protection levels a forecast can produce. The same quantile structure is behind Littlewood's rule and the newsvendor critical fractile, so the statements here are the Gaussian specialization of a pattern that recurs throughout revenue management and inventory theory.
All the statements are classical and easy to believe. None of them, to our knowledge, has a machine-checked proof. Mathlib provides the Gaussian law and its affine images, but no standard normal quantile and no statement that a Gaussian tail is a strictly decreasing bijection onto . Formalizing this mission produces both, in a form that can be used again wherever a normal critical fractile appears.
Difficulty
Most of the work is in the existence and uniqueness of the two tail solutions. The tail must be shown continuous, strictly decreasing, and to take every value in . Strictness needs the Gaussian density to be positive everywhere, and existence needs a limit argument at both ends. Monotonicity alone, which holds for every law (Eqs. (6.1)–(6.2)), gives neither, because a general law can have flat stretches and jumps in its tail. The relation then requires transporting the tail of to that of through the affine map , and the sign of requires the symmetry of , namely . Once uniqueness is available, each sensitivity statement follows from these facts. The tempting shortcut of reading as a definition is ruled out below.
Formalization scope
- Continuous seats. Protection levels and are real numbers, as in the dissertation's own Gaussian example ( at fare ratio ). This differs from the first two missions of the series, which count seats in . For a continuous law , so the two definitions of the dissertation uses (Eq. (5.2) and Eq. (6.2)) coincide here.
- Gaussian law. is Mathlib's
gaussianReal rbar (σ^2), parameterised by the variance. Every theorem assumes ; at the law is a Dirac mass and (6.10) has no solution. - Fares. , so . This is the dissertation's "" together with positive fares.
- Relational sensitivity. The sensitivity statements compare any two solutions of (6.10) under the two input values. Together with uniqueness, this is the same as monotonicity of the solution map. No function is defined by a choice operator.
- Tail as a real number. is the measure of as a real number. The law is a probability measure, so nothing is truncated.
- No trivialization. is defined only by the tail equation (6.10) for , and only by the tail equation for . Neither is defined by the formula , which would make Eq. (6.12) true by definition.
- Not covered. The revenue optimality of the level defined by (6.10) belongs to the second mission. The multi-class EMSR rules (5.19)–(5.29) are not optimal for three or more classes and are not stated. The empirical analysis of Sect. 6.1 is out of scope.
Useful infrastructure, all reusable: the strict monotonicity, continuity and range of Gaussian tails; the standard normal quantile; and tail transport under affine maps. Contributions of these as separate lemmas are welcome.
Selected references
- P. P. Belobaba, Air Travel Demand and Airline Seat Inventory Management, PhD thesis, MIT Flight Transportation Laboratory Report R87-7, 1987. (no DOI; the source PDF of this mission).
- P. P. Belobaba, Application of a probabilistic decision model to airline seat inventory control, Operations Research 37(2):183–197, 1989. https://doi.org/10.1287/opre.37.2.183
- K. Littlewood, Forecasting and control of passenger bookings, AGIFORS Symposium Proceedings 12, 1972; reprinted in Journal of Revenue and Pricing Management 4:111–123, 2005. https://doi.org/10.1057/palgrave.rpm.5170134
- K. T. Talluri and G. J. van Ryzin, The Theory and Practice of Revenue Management, Springer, 2004. https://doi.org/10.1007/b139000