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Optimization Of Airport Check-In Service Scheduling

Conference Paper · January 2012

DOI: 10.13140/2.1.4056.7041

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 Optimization Of Airport Check-In
Service Scheduling
M.Nandhini K. Palanivel
Dept. of Computer Science Computer Centre
Pondicherry University Pondicherry University,
Puducherry-14 Puducherry - 14
mnandhini2005@yahoo.com kpalani.cce@pondiuni.edu.in
Abstract² The aim is to decide the optimal number of check-in
gates to open for departing flights, in such a way to balance the
operative costs of the service and the passenger waiting time at
the terminal. The check-in counter allocation problem is quite
different from other traditional resource allocation problems, in
that the amount of resources required is not known before hand.
The process of checking in passengers is stochastic, and the
number of required check-in counters varies with time since the
total number of passengers per flight is different. Other factors
such as time of day, day of the week, and destination will all
influence the amount of resources to be allocated and proved with
experimental results.
Keywords- check-in service; scheduling; constraints satisfaction;
optimum solution.
I. INTRODUCTION
The airline industry has long been a fertile area for applying
optimization techniques. In this paper, an optimization problem
is considered that allows an airline company to dynamically
assign existing airport gates to its scheduled flights based on
passengers' daily origin and destination (O&D) data. The
objective of this optimization is to minimize the overall
connection times required for passengers to catch their
connection flights. The Airport Gate Assignment Problem
(AGAP) can be described as follows. Suppose an airline
company owns/leases a certain number of counters in an
airport, and hosts a certain number of flights every day.
Currently, assigning the flights to gates is static and it does not
consider passenger connection times between flights.
The overall experience of a passenger at an airport can be
demanding and time consuming. Delays occur with parking,
checking in, security screening, and boarding. The less time
the customer spends in the system, the higher the satisfaction.
However, at the same time, the airport is obliged to hold
standards that the passengers must meet. These standards
include proper identification, limited luggage weight, and
safety procedures at the security checkpoint.
One of the activities that can impact both these objectives is
the check-in process. Though over the last years there has been
a strong investment of airlines in self-service and online check-
in procedures that allow customers to save time and companies
to save money. Traditional check-in desks will certainly
remain for several reasons, such as security, logistical baggage
aspects and traveler preference for personal treatment and ease
Suneetha Oruganti
Dept. of Computer Science
Pondicherry University
Puducherry-14
rama.suneetha@gmail.com
of use, especially on international flights. In many airports,
however, check-in capacity is a critical resource. For airport
management teams, a decision making problem arises in the
attempt of deciding a configuration of check-in desks capable
of balancing the operative costs and the service level
passengers have to be provided with, in terms of queue length
and waiting times.
Despite of the practical relevance of the issue, the Airport
Check-in Problem can be considered a novel problem in the
Operational Research literature, as not many optimization
approaches have been developed to deal with it.
Several decision problems connected to the airport check-in
service can be defined, based on the objectives that should be
optimized and on the constraints to be considered. A very
common objective to be optimized from a corporate point of
view is the minimization of the costs related to the resources to
be used to guarantee a fixed service level.
In the case of check-in desks management, this objective
can be translated into the determination of the minimum
number of check-in desks to be opened in a given time interval
to ensure the service coverage. In this case, a dynamic rather
than a static management policy can help to minimize costs, as
opening a greater number of desks in peak hours and closing
them when service demand is decreasing allows an
optimization of check-in resources. Therefore, it becomes
crucial to determine the opening and closing time of each desk.
A second problem can arise in the assignment of each flight
to a specific desk for each time interval, with the objective of
distributing in a balanced way the workload among desks and
employees in order to maximize service effectiveness and
efficiency.
In this paper, only the pure deterministic scheduling
problem is studied and proposing a new model for the check-
in allocation, which presents strong similarities with some
well-known combinatorial optimization models.
Computational results are also presented based on a real case
study.
II. MATHEMATICAL FORMULATION
In order to build a mathematical model to represent the
ACP(Airport Check-in process) it is necessary to introduce
some simplifying hypothesis. In the following, the main issues
faced in this process are described.
A. Discretization of the problem
The time horizon T (generally equal to a day) has been
divided in intervals with constant width t. All the parameters
and variables of the problem are referred to each interval t. On
this basis, the problem becomes a discrete problem.
B. Arrivals distribution
Check-in service demand can be expressed in terms of
passengers arriving to the check-in desks and represented by a
VWRFKDVWLF YDULDEOH 7KH XQFHUWDLQW\ LQ SDVVHQJHU¶V EHKDYLRUV
does not allow forecasting the exact distribution of the arrivals
to each desk within the check-LQ WLPH (PSLULFDOO\ LW¶V
possible to observe that there will be intervals characterized by
arrival peaks and intervals with a low level of service demand.
However, in order to simplify WKH SUREOHP LW¶V SRVVLEOH WR
forecast arrivals to a checking desk through the analysis of
historical data, defining service demand as a deterministic
variable.
C. Desk service time
Desk service time represents the time needed to process and
accept a passenger. This capacity has been assumed equal for
each desk, and the value has been calculated analyzing
statistics on queues and arrivals. A viable value can be
assumed equal to 2 minutes per passenger. The reciprocal of
this value can be assumed equal to the capacity of a desk.
D. Desk opening cost
The desk opening cost is the amount of money that is
necessary to pay employees and other operative expenses to
make the desk work. If this value is equal to zero, it means that
the number of employees working in a given interval t is fixed,
and opening a desk does not produce any marginal cost.
The mathematical model of constraints[2],[3] to represent the
Airport Check-in process is as follows:
Iij = Ij(t-1)+djt±qjt where j=1..J, t=1..N
Pi qjt ”&t xjt where j=1. . . J, t=1. . .N
Pi qjt”&t where t=1. . .N
Ijt = 0 where t in Tj
qjt, Iit •0 where j=1. . . J, t=1. . .N
Notations:
T : time window (usually a day);
t : representative index of the single time interval;
j : representative index of the single flight;
N : number of intervals (N = T/l);
J : number of flights scheduled in T;
Pj : average desk service time for flight j;
l: average service time per desk;
hj : cost associated with the queue related to flight j.
Bt :number of desks to be assigned in each period t;
djt : service demand from passengers of the flight j in the
time interval t;
Ct : available check-in time based on active desks in the time
interval t;
Ijo : number of passengers of flight j waiting before desk
opening;
Tj: for each flight j, the set of the time intervals in which it is
not possible to activate check-in desks.
l : length of the considered time interval (usually 5 mins);
qjt : number of passengers of the flights j to be accepted in the
period t;
xjt : binary variable representing the possibility of checking-in
passengers for the flight j in the interval t (if xjt = 1) or not (if
xjt = 0).
Ijt : number of passengers in a queue for flight j at the end of
the period t.
E. Explanation of constraints:
Constraints (1) Represent the relationships linking
queues of passengers of a given flight from two
consecutive intervals. Practically, at the end of each
time interval, the queue for the flight j is equal to the
sum of the queue from the previous interval plus the
number of passengers of flight j arrived at the desk in
the interval minus the number of passengers accepted
in the same time interval.
Constraints (2) express that passengers from flight j
can be processed in the time interval t if and only if a
desk is open; these constraints also express the
maximum number of passengers who can be checked-
in, on the basis of the desk capacity.
Constraints (3) express a global capacity.
Constraints (4) state that all passengers of a flight j
have to be accepted by the closing time of the check-in
service for that flight.
Constraint(5) express the fact that all passengers of a
flight j must be accepted by the closing time of the
desk.
III. EXISTING AND PROPOSED SYSTEM
There exist many systems for Airport Check-in service
scheduling. But the problem with existing systems are they are
using tool for simulation or software for scheduling that means
they are doing only one part either simulating the data or
constraint based scheduling.
The proposed system overcomes the above mentioned
personalization issue in an efficient way as it depends on the
actual knowledge of the user. The main idea of the system is
implement dynamic model for airport check-in service. This
system determines how many check-in counters should be
allocated to each departure flight while providing passengers
with sufficient quality of service.
This predicted resource requirement is then used by a
constraint-based resource allocation system to allocate the
actual check-in counters.
This system will first simulate all single flights before
common check-in groups. For a single flight, the airline may
opt for split operations, i.e., separate first/business class and
economy class check-in counters. For split-operation in single
flights, intelligent resource simulation system[1] (IRSS) will
generate a set of simulation parameters and a model for each
fare class. Iterative simulation will be performed twice and
there will be two check-in counter profiles, i.e. one for
first/business class and one for economy class. For regular
single flights, only one series of iterative simulation will be
performed. Common check-in groups are simulated last, since
they cannot be processed until all the flights in the groups
have been read into the IRSS. The system will then sort out
the different common check-in flights and merge flights that
belong to the same common check-in group. If the common
check-in group does not require split operation a single
simulation model will be generated. Otherwise, two models
will be generated to correspond with first/business class
check-in and economy class check-in.
The features of the proposed system are as follows:
Using the same number of operator hours as needed
when applying static opening and closing, it is
possible to reduce the average queuing time even
more.
Less counter operators are required for comparable
queuing times. Especially the last hour before
departure of a flight the workload is very low because
most of the passengers have already checked in.
For most flights a single open counter is sufficient
during the last hour before departure.
One day is divided into four parts so finding arrival
distribution is easy.
Night time flights will be less so we can use less
counters.
IV. CHECK IN COUNTER PROBLEM
This problem is strictly influenced by the different check-
in policies adopted by the specific airport, as common or
dedicated desks can be present. Another problem consists of
the definition in the personnel assignment to each desk. In this
case, decision variables are represented by work shifts, and the
objective is a fair distribution of the workload among
employees. In the following, the overall block system design
of the system with all inner modules is shown in Fig.1.
Fig 1: Overall system design
During peak hours, queuing can be a major problem for both
passengers and ticket agents. Although it seems to be a very
straight forward process, the fluctuations in demand
throughout the day can cause delays. The time the customer
spends waiting is directly related to their satisfaction: the more
efficient the process, the happier the customer. Therefore, the
overall objectives:
1. Collect data on peak hours for different days of the
week for the counter check-in process.
2. Use this information to develop a simulation that shows
the passenger flow through the check-in process given
the different types of check-in modes.
3. Analyze different scenarios on the basis of waiting time
(time in queue) and total average time in the system.
Arrival distribution of passengers in all the week days is
shown in Fig.2.
Fig 2: Arrival distribution of passengers
V. CONSTRAINT BASED SCHEDULING
Scheduling problems are ubiquitous and appear in many
forms, from classic job-shop scheduling to manpower and
service scheduling[5], from product assembly sequencing to
logistics resource allocation and scheduling. At its heart,
scheduling is a constraint satisfaction and optimization
problem. Thus, in constraint based scheduling, tasks are
represented by resource selection and timing variables,
possibly constrained by precedence constraints, resource
constraints, routing conditions, and other restrictions. The
search space is the space of possible assignments of tasks to
resources and the concrete timings of tasks. As tasks are
assigned to resources, their timing variables are further
constrained by resource constraints, such as limited capacities
and setup delays.
A solution a schedule is an assignment to the resource and
timing variables that specifies when the tasks have to be
executed on what resources. Sometimes, a constraint-satisfying
solution is sufficient, but often we demand an optimal
schedule. In that case, an objective function defines the
optimality criterion, such as schedule length, resource usage, or
average or maximum lateness with respect to due dates. There
are two models available for solving this problem:
Static Model
Dynamic model
A. Static model
This model will not depend on number of passengers, weak
of the land session of the day. By default will have fixed
number of counters. With this model we cannot optimize
airport check-in counters so dynamic model is preferred.
B. Dynamic model
A typical objective from a corporate point of view is the
minimization of the costs connected to the check-in service
through optimal resource allocation[4]. In this specific check-
in case, an optimization problem consistent with this aim can
be the determination of the minimum number of check-in
desks to be opened in a time interval to ensure a fixed service
level. A dynamic desks management in lieu of a static one can
help to reach cost objectives. Therefore, dynamic model is
used.
C. Dynamic versus static opening and closing
Dynamic opening and closing of counters implies that,
depending on the number of queuing passengers, either an
extra counter is opened or a counter is closed[6]. This is
essential for improving the personnel planning of check-in
counters and offers the possibility to evaluate the effectiveness
of the operational planning of check-in counters[7].
Considerable reductions in queuing times can be achieved
with the same or less amount of operator hours, using dynamic
Opening and closing times in contrast to opening a fixed
number of counters during the whole check-in period.
Using dynamic opening and closing of counters, two
important advantages can be achieved. Firstly, using the same
number of operator hours as needed when applying static
opening and closing, it is possible to reduce the average
queuing time even more. Secondly, less counter operators are
required for comparable queuing times. Especially the last
hour before departure of a flight the workload is very low
because most of the passengers have already checked in. For
most flights a single open counter is sufficient during the last
hour before departure.
VI. IMPLEMENTATION
The Airport Check-in process scheduling is implemented
using PHP and My SQL as a backend. The Airport check-in
service scheduling is optimized using Genetic Algorithm. The
genetic algorithm is as follows:
Check-in counter allocation problem is done by executing the
following three steps:
Step 1: Generate an initial population of allocation plans (GA
individuals) consisting of random assignments of check-in
counters to flights.
Step 2: Iteratively perform the following sub-steps until the
termination criterion has been satisfied:
(a) Evaluate each allocation plan and assign to it a fitness
value according to how well it fulfills the allocation
criteria.
(b) Create a new population of allocation plans by
applying the following two primary operations. The
operations are applied to allocation plans in the
population chosen with a probability based on fitness.
(i) Copy existing allocation plan to the new
population.
(ii) Create new allocation plans by genetically
recombining randomly chosen parts of two existing
plans.
Step 3: The best allocation plan that appeared in any
generation (i.e. the best-so far individual) is designated as the
result of check service.
A. An example for check-in service scheduling
Assume that there exists small airport check-in process,
scheduling the flights as given in table 1. It has three flights
that should be scheduled for check-in process. It should finish
checking before 20 minutes of the departure time. Checking
should start before one hour of departure time because before
1 hour only passengers will arrive.
Table 1: Example for check-in process
No of passengers in a flight are 40. For each passenger process
time is 2 minutes. Within 40 minutes, checking should be
finished. So, the number of desk needed for particular flight is
(40*2)/40 = 2.
Static Checking
In static checking, airport check-in service is
scheduled as follows. Total number of desks needed is
4. At the checking start time 6.00, 2 desks will be
opening. Again at 6.30, another two desks will be
opened. At 7.00 same desks which are used for flight-
1 will start checking for flight-2.
Dynamic Checking
In dynamic checking, airport check-in service is
scheduled as follows. Total Number of desks needed
is 3. At the checking start time 6.00, 2 desks will be
opening. Again at 6.30, another 1 desk will be
opened. At the checking end time 6.40, flight-1
checking will be finishing so that desk will be used
for flight-2. 3 desks are checking for flight-2 it will
finish soon and at 7.00 all the desks will start
checking for flight-3.
This process will continue until the checking process is
over for all passengers. Thus the dynamic checking is best
when compared to static checking and the dynamic model is
used in this paper to reduce the average queuing time.
VII. CONCLUSION
This paper is framed with Airport Check-in Service Problem
that dynamically assigns airport check-in counters to schedule
flights based on passengers and departure times of the flights.
The objective is to minimize the check-in number of counters
and average waiting time of passengers. The daily time horizon
is divided into 4 intervals. The number of flights (national and
international) to be generally considered in a working day is
around 50. Using dynamic opening and closing of counters,
two important advantages can be achieved. Firstly, using the
same number of operator hours as needed when applying static
opening and closing, it is possible to reduce the average
queuing time even more. Secondly, less counter operators are
required for comparable queuing times. Especially the last hour
before departure of a flight the workload is very low because
most of the passengers have already checked in. For most
flights a single open counter is sufficient during the last hour
before departure.
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