Search NASA⌕ Search

SEARCH · Search NASA

Results for “integrated demand management”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2017

Development and Validation of an Automated Simulation Capability in Support of Integrated Demand Management

Integrated Demand Management (IDM) is a near- to mid-term NASA concept that proposes to address mismatches in air traffic system demand and capacity by using strategic flow management capabilities to pre-condition demand into the more tactical Time-Based Flow Management System (TBFM). This paper describes an automated simulation capability to support IDM concept development. The capability closely mimics existing human-in-the-loop (HITL) capabilities, automating both the human components and collaboration between operational systems, and speeding up the real-time aircraft simulations. Such a capability allows for parametric studies that will inform the HITL simulations, identifying breaking points and parameter values at which significant changes in system behavior occur. This paper also describes the initial validation of individual components of the automated simulation capability, and an example application comparing the performance of the IDM concept under two TBFM scheduling paradigms. The results and conclusions from this simulation compare closely to those from previous HITL simulations using similar scenarios, providing an initial validation of the automated simulation capability.

Integrated Demand Management↗
NASA NTRS2017

Development and Validation of an Automated Simulation Capability in Support of Integrated Demand Management

Integrated Demand Management (IDM) is a near- to mid-term NASA concept that proposes to address mismatches in air traffic system demand and capacity by using strategic flow management capabilities to pre-condition demand into the more tactical Time-Based Flow Management System (TBFM). This paper describes an automated simulation capability to support IDM concept development. The capability closely mimics existing human-in-the-loop (HITL) capabilities, while automating both the human components and collaboration between operational systems, and speeding up the real-time aircraft simulations. Such a capability allows for parametric studies to be carried out that can inform the HITL simulations, identifying breaking points and parameter values at which significant changes in system behavior occur. The paper describes the initial validation of the automated simulation capability against results from previous IDM HITL experiments, quantifying the differences. The simulator is then used to explore the performance of the IDM concept under the simple scenario of a capacity constrained airport under a wide range of wind conditions.

Traffic Flow Management↗
NASA NTRS2017

Evaluation of Integrated Demand Management Looking into Strategic & Tactical Flow Management

The motivation behind Integrated Demand Management (IDM) research is to explore possible improvements to United States National Airspace System (NAS) performance that could be realized through procedural integration of strategic traffic flow management capabilities, such as the Collaborative Trajectory Options Program (CTOP), and tactical capabilities, such as Time Based Flow Management (TBFM). An initial IDM concept for clear weather operations was developed and evaluated for potential benefits, including efficiency, delay reduction, predictability and throughput, and to identify any major issues that might represent a showstopper for a fielded application. Newark Liberty International Airport (EWR) arrival operations provided a use case for concept development. EWR uses miles-in-trail (MIT) metering to regulate demand into TBFM during high volume operations, and short-haul flights are often penalized with excessive, last-minute ground delays when the overhead stream is saturated. IDM addresses this problem by replacing MIT conditioning with CTOP to better manage the demand delivery to the TBFM entry points. A quasi-real time high-fidelity simulation that would normally involve participants was conducted using heuristic-based procedures that mimicked operators behaviors instead. Five total conditions were compared: two baseline conditions with MIT delivery to TBFM entry points using two different TBFM settings; and three IDM conditions: one with airborne speed control using an Required Time of Arrival (RTA) capability, a second without RTA, and a third with no wind forecast errors. Results suggest that the IDM concept can deliver traffic more efficiently by shifting the delays from airborne to ground for both RTA and non-RTA conditions, while maintaining a target throughput rate. The results also suggest that with good predictability of airport capacity, excessive TBFM ground delay can be minimized by applying more strategic CTOP delay, increasing predictability for the airline operators. Overall, the results indicate that the implementation of an IDM concept under clear weather conditions can improve NAS system performance. Future IDM research aims to expand the concept to address demandcapacity imbalance d severe weather.

Time-Based Flow Management (TBFM)↗
NASA NTRS2016

NY TBO Research: Integrated Demand Management (IDM): IDM Concept, Tools, and Training Package

A series of human-in-the-loop simulation sessions were conducted in the Airspace Operations Laboratory (AOL) to evaluate a new traffic management concept called Integrated Demand Management (IDM). The simulation explored how to address chronic equity, throughput and delay issues associated with New Yorks high-volume airports by operationally integrating three current and NextGen capabilities the Collaborative Trajectory Options Program (CTOP), Time-Based Flow Management (TBFM) and Required Time of Arrival (RTA) in order to better manage traffic demand within the National Air Traffic System. A package of presentation slides was developed to describe the concept, tools, and training materials used in the simulation sessions. The package will be used to outbrief our stakeholders by both presenting orally and disseminating of the materials via email.

trajectory-based operations↗
NASA NTRS2019

Integrated Demand Management (IDM) Project Overview

Overview of NASA Integrated Demand Management (IDM) research into synchronized use of strategic and tactical air traffic management systems describes the initial motivation for the research, summary description of key experiments conducted between 2016 and the present, collaboration with outside partners and stakeholders, and the current status of the research.

Integrated Demand Management↗
NASA NTRS2020

Integrated Demand Management: Concepts and Procedures

This report provides a comprehensive description of the Integrated Demand Management concept. Motivation: NASA’s Integrated Demand Management (IDM) research explores the idea that, under certain conditions, time-based flow management (TBFM) arrival operations can benefit from the coordinated use of a strategic traffic management initiative (TMI) to “precondition” the inbound demand. The research was motivated by the observation that TBFM was usually turned off during convective weather, even in facilities where it was routinely used. Our hypothesis was that strategic adjustments to the inbound traffic so that it provided a better match to the off-nominal changes in capacity observed during these conditions could enable TBFM scheduling to continue to provide effective support for arrival traffic management. Concept: IDM proposes that a TMI (e.g., a Collaborative Trajectory Options Program, or CTOP) be used to adjust the rate and/or geographic distribution across flows of the traffic inbound to a high-demand, TBFM-managed airport before that traffic reaches the TBFM planning horizon. After this strategic preconditioning, TBFM can then tactically fine-tune the demand to deliver a well-managed, orderly feed to the destination airport. Coordinated use of these two flow management capabilities is intended to improve system performance in terms of: • Equity of ground delay assignment, avoiding excessive ground delay for TBFM-scheduled departures, without penalizing longer flights; • Throughput, by distributing traffic to maximize use of available capacity; • Predictability for operators, providing advance notice about the impact on individual flights; • Increased flexibility, supporting operator mitigation strategies such as slot swapping or trajectory options; • Efficiency of flight operations, using ground delay more effectively and reducing airborne delay. The operational description in this document highlights how the IDM concept builds upon already existing tools and procedures, and also indicates where tool enhancements could facilitate conduct of IDM operations. However, enhanced tools are not a requirement for concept introduction. In fact, initial deployment that focused on training procedures and rationale for coordinated use of TFMS and TBFM, without changes to existing tools, might be a simpler way to introduce and to familiarize traffic managers with the idea of preconditioning. The concept and procedures described in this document can hopefully provide useful guidance for introduction of IDM into field operations..

IDM↗
NASA NTRS2020

Integrated Demand Management: Annotated Bibliography

NASA has developed the Integrated Demand Management (IDM) concept over a five-year long project lifespan. During that time period, IDM researchers, both at NASA and outside organizations funded by NASA, published approximately forty conference papers and other technical publications associated with the IDM concept. In this document, these publications are cited and annotated for their content and their relevance to the IDM concept development.

IDM↗
NASA NTRS2020

Integrated Demand Management: CTOP User Interface Enhancements

NASA's Integrated Demand Management research activity developed a concept for a novel use of the FAA's Collaborative Trajectory Options Program (CTOP) decision support software to support a particular type of traffic management use case. The research team used an emulation of CTOP software to prototype and test the concept, and developed several enhancements to the CTOP user interface that were well received by the stakeholder community. This document provides a detailed description of these enhancements and their operation that could be used to support their incorporation into the official CTOP software.

IDM↗
NASA NTRS2021

Integrated Demand Management (IDM): Concept of Operations

NASA's Integrated Demand Management research activity developed a concept for a novel use of the FAA's Collaborative Trajectory Options Program (CTOP) decision support software to support airspace capacity-limited arrival operations involving Time Based Flow Management (TBFM). This document provides a detailed, graphical description of the concept.

IDM↗
NASA NTRS2017

Integrated Demand Management: Minimizing Unanticipated Excessive Departure Delay while Ensuring Fairness from a Traffic Management Initiative

This paper introduces NASA's Integrated Demand Management (IDM) concept and presents the results from an early proof-of-concept evaluation and an exploratory experiment. An initial development of the concept was focused on integrating two systems - i.e. the FAA's newly deployed Traffic Flow Management System (TFMS) tool called the Collaborative Trajectory Options Program (CTOP) and the Time-Based Flow Management (TBFM) system with Extended Metering (XM) capabilities to manage projected heavy traffic demand into a capacity-constrained airport. A human-in-the-loop (HITL) simulation experiment was conducted to demonstrate the feasibility of the initial development of the concept by adapting it to an arrival traffic problem at Newark Liberty International Airport (EWR) during clear weather conditions. In this study, the CTOP was utilized to strategically plan the arrival traffic demand by controlling take-off times of both short- and long-haul flights (long-hauls specify aircraft outside TBFM regions and short-hauls specify aircraft within TBFM regions) in a way that results in equitable delays among the groups. Such strategic planning allows less airborne delay to occur within TBFM by feeding manageable long-haul traffic demand while reserving sufficient slots in the overhead streams for the short-haul departures. The manageable traffic demand indicates the TBFM scheduler assigns no more airborne delay than its assigned airspace is capable of absorbing. TBFM then uses its time-based metering capabilities to deliver the desirable throughput by tactically rescheduling the TBFM entered long-haul flights and short-haul departures. Additional research was also performed to explore use of Required Time of Arrival (RTA) capabilities as a potential control mechanism for the airborne flights to improve arrival traffic delivery accuracy of scheduled long-haul traffic demand. The study results show that both short- and long-haul flights received similar ground delays. In addition, there was a noticeable reduction in the total amount of excessive unanticipated last-minute ground delays, i.e. delays that are frequently imposed on the short-haul flight in current day operations due to saturation in the overhead stream, commonly referred to as 'double penalty'. Furthermore, the concept achieved the target throughput while minimizing the expected cost associated with overall delays in arrival traffic. Assessment of the RTA capabilities showed that there was indeed improvement of the scheduled entry times into TBFM regions by using RTA capabilities. However, with respect to reduction in delays incurred within TBFM, there was no observable benefit of improving the precision of long-haul flights entry times.

Collaborative Trajectory Options Program (CTOP)↗
NASA NTRS2021

Integrated Demand Management Techport Closeout

Over the period 2016 to 2020, Integrated Demand Management (IDM) concept, procedures, and tools have been developed - first for clear-weather and a single airport constraint and then expanded to handle a multi-constraint problem during convective weather at Newark (EWR), LaGuardia (LGA) and Philadelphia (PHL) airports. The concept was evaluated in a series of human-in-the-loop simulations to confirm concept benefits in terms of better schedule predictability, reduction of delays, and increased throughput, especially during convective weather. In addition, other conditions with mixed participation of multi-trajectories from the airlines were evaluated that showed significant benefits to the individual airlines as well as the overall traffic flow. The IDM concept was initiated in the SMART-NAS project, was completed under the ATM-X project, and was developed collaboratively with the FAA and airline partners. Over the course of IDM development, NASA researchers produced 19 conference papers and publications. Outside supporting organizations, funded by IDM, produced 20 additional conference papers and publications, in which they advanced fundamental research on topics such as better stochastic traffic demand prediction, and application of machine learning techniques for modeling traffic management initiatives. Final concept procedures and tool specifications have been transferred to the FAA Air Traffic Organization Operational Concepts, Validation, and Requirements group.

William N Chan↗
NASA NTRS2020

Benefit Assessment of the Integrated Demand Management Concept for Multiple New York Metroplex Airports

Benefits of the Integrated Demand Management (IDM) concept were assessed utilizing a newly developed automated simulation capability called ‘Traffic Management Initiative Automated Simulation (TMIAutoSim).’ The IDM concept focuses on improving traffic flow management (TFM) by coordinating the FAA’s strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The IDM concept leverages a new TFMS capability called Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for tactically managing traffic by generating precise arrival schedules. The IDM concept was developed over a multi-year effort, focusing on solving New York metroplex airport arrival problems. TMIAutoSim closely mimics NASA’s high-fidelity simulation capabilities while enabling more data to be collected at higher speed. Using this new capability, the IDM concept was evaluated using realistic traffic across various weather scenarios. Six representative weather days were selected after clustering three months of historical data. For those selected six days, Newark Liberty International Airport (EWR) and LaGuardia Airport (LGA) arrival traffic scenarios were developed. For each selected day, the historical data were analyzed to accurately simulate actual operations and the weather impact of the day. The current day operations and the IDM concept operations were simulated for the same weather scenarios and the results were compared. The selected six days were categorized into two groups: ‘clear weather’ for days without Ground Delay Programs (GDP) and ‘convective weather’ for days with GDP and significant weather around New York metroplex airports. For the clear weather scenarios, IDM operations reduced last minute, unanticipated departure delays for short-haul flights within TBFM control boundaries with minimal to no impact on throughput and total delay. For the convective weather scenarios, IDM significantly reduced delays and increased throughput to the destination airports.

Traffic Management Initiative Automated Simulation↗
NASA NTRS2018

Integrated Demand Management Findings from March 2018 Simulation: Demonstrating Benefits of Submitting Multiple Trajectory Options

This presentation provides a summary of August 2017 Newark airport simulation, with focus on impact of varying Trajectory Options Set (TOS) "participation levels" (i.e., the percentage of flights that submit TOSs), as well as the results from March 2018 LaGuardia simulation with Flow Evaluation Team, which focused on benefits to individual carriers of participation. During the study, we demonstrated that both the participating and non-participating airlines benefited when TOSs but that the participating airlines benefited most and the improvement seen by participants was greatest when overall participation was lower.

New York↗
NASA NTRS2020

Integrated Demand Management: The FCA Balancing Algorithm

The Collaborative Trajectory Options Program (CTOP) is a new NextGen function that resides within the FAA’s Traffic Flow Management System (TFMS) software. CTOP was designed to be used in the United States’ national airspace to control the distribution of air traffic demand, both temporally and geographically, through a set of Flow Constrained Areas (FCAs). Each FCA is assigned capacity values that represent an estimated upper limit of manageable demand, and CTOP controls to that capacity by using Expect Departure Clearance Time (EDCT) air traffic control clearances, and/or rerouting flights to an alternate FCA or out of the CTOP completely. CTOP’s decisions about which control options best meet system and user needs are based on the Trajectory Options Set (TOS) submitted by airline operators for each flight. The FCA Balancing Algorithm (FBA) described in this document is a proposed decision support capability that generates CTOP capacity entries for FCAs controlling traffic to a common downstream constraint. The FBA provides an equitable distribution of impact, and addresses the added complexity of assigning FCA capacity values for this specific type of use case, greatly simplifying the FAA air traffic manager’s task.

IDM↗
NASA NTRSDate not supplied

Demonstrating Early-Adopter Benefits of Submitting Multiple Trajectory Options for Airlines

A workshop at NASA Ames Research Center was held with airline industry stakeholders to demonstrate the impact of using Trajectory Options Sets (TOSs) during a Collaborative Trajectory Options Program (CTOP) for severe weather operations. The demonstration was conducted using apart-task Human-in-the-Loop (HITL) simulation of the Integrated Demand Management (IDM) concept, which is an air traffic management method that uses CTOP to deliver preconditioned traffic to the Time-Based Flow Management (TBFM) region. The demonstration addressed the following research objectives: first, determine who receives a greater benefit, TOS-participating or TOS-excluded airlines? Second, determine which method of trajectory selection yields a better solution, human/manual selection or automation? Finally, obtain feedback from stakeholders on their impression of the concept and recommendations for future work. The results showed that TOS-participating airlines received greater benefit in terms of total ground delay, ground delay savings, number of reroute options, and additional flight time, compared to TOS-excluded airlines. However, this result was dependent on the situational context, such as the number and location of flights. We found that all airlines benefitted when just a subset of airlines submitted TOS, but the greatest benefit went to the TOS-participating airlines. These benefits to the TOS-participating airlines were diminished as the number of TOS-participants in the system increased. Therefore, there was an “early-adopter” effect that suggested airlines could benefit by becoming the first to equip TOS without causing unfair disadvantages to those who do not equip TOS. In addition, we found that manual selection of trajectory options performed similarly to CTOP, but the CTOP solution was more efficient in terms of number of reroutes, additional flight time, and average ground delay for rerouted flights. Feedback from the stakeholders was solicited, and their overall impressions of the demonstrations were positive. They remarked that CTOP could do a better job than current day solutions, and they thought airlines could benefit from continuing to develop TOS capabilities.

Integrated Demand Management↗
NASA NTRSDate not supplied

Demonstrating the Early Adopter Benefits of Submitting Multiple Trajectory Options for Airlines

Integrated Demand Management (IDM), is a NASA developed Traffic Flow Management (TFM) concept that uses Collaborative Trajectory Options Program (CTOP) to precondition traffic flows into the Time Based Flow Management (TBFM) region, helping traffic planners manage imbalances between demand and capacity in the National Airspace (NAS). A workshop held at NASA was conducted to demonstrate how individual airlines can be impacted by using Trajectory Options Sets (TOS) during IDM operations. A primary concern that was specifically addressed in a part-task Human-in-the-Loop simulation was who received the greater benefit, TOS participating or non-TOS participating airlines? The results showed that TOS participating airlines received greater benefit in terms of ground delay, number of reroute options, and additional flight time, than non-TOS participating airlines. However, this result was dependent on the number and location of flights. Therefore, it was advantageous for airlines to equip TOS. In addition, we found that non-TOS participating airlines also benefitted from other airlines participating in TOS, because the total system-wide ground delay was reduced as more TOS were introduced into the system. The evidence suggests that the benefits were distributed fairly, and there were no unfair disadvantages for airlines who did not equip TOS.

Integrated Demand Management↗
DOE OSTI2023

South Africa: Framework for Energy Efficiency Demand Side Management

In July 2022, President Cyril Ramaphosa announced an emergency response plan to address the growing electricity crisis in South Africa, which included the necessity for customers of Eskom, South Africa’s primary electricity supplier, to implement demand-side energy efficiency measures. This report is the second of two reports that provides the foundation for a strategic Demand-Side Management (DSM) approach to reduce load shedding and maximize energy savings in South Africa, though inter-governmental collaboration and increased coordination of energy efficiency activities. The first report focuses on the experience of Eskom’s rate-funded Integrated Demand Management (IDM) programme, from its beginning in 2004 to today, highlighting the factors that led to failed support for the programme. This second report focuses on addressing the challenges identified in the first report and describes the elements of a policy framework to develop a sustained DSM program to meet the government’s energy efficiency goals in terms of greenhouse gas emissions reduction and social equity and inclusion to achieve a just transition.

24 POWER TRANSMISSION AND DISTRIBUTION↗
DOE OSTI2023

South Africa: Energy Efficiency Demand Side Management Experience (2004-2022)

In July 2022, President Cyril Ramaphosa announced an emergency response plan to address the growing electricity crisis in South Africa, which included the necessity for customers of Eskom, South Africa’s primary electricity supplier, to implement demand-side energy efficiency measures. This report is the first of two reports that provides the foundation for a strategic Demand-Side Management (DSM) approach to reduce load shedding and maximize energy savings in South Africa, through inter-governmental collaboration and increased coordination of energy efficiency activities. This first report focuses on the experience of Eskom’s rate-funded Integrated Demand Management (IDM) programme, from its beginning in 2004 to today, highlighting the factors that led to failed support for the programme, and emphasizing the measures that will need to be addressed to meet the government’s energy efficiency (EE) goals, as well as other socio-economic and environmental priorities, such as job creation, affordability and greenhouse gas (GHG) emission reduction goals.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗