International Journal of Computer Information Systems,

Vol. 4, No.1, 2012

Reducing Consumed Time in Queueing System
for Runway


1
I.A. Ismail
2
G.S. Mokaddis
Faculty of Computer Science and Informatics Department of Mathematics, Faculty of Science
Misr International University, Cairo, Egypt Ain Shams University, Cairo, Egypt
Email : amr-444@hotmail.com Email:gmokaddis@hotmail.com

3
Mariam K.Metry
Researcher of Queueing Systems and Engineer software of AOI
Email:mari25eg@yahoo.com


Abstract - This paper describes a
methodology designed to support the
decision-making process by developing
Cairo International Airport to meet future
demand. In order to determine an optimum
number of terminals at airport, the
queueing theory is applied in the light of
port facilities and activities. We study the
Egyptian transport, while analyzing the
situation of the latter; we have privately
chosen to develop the waiting lines problem
on a level with landing on a runway. Among
the different cause of this waiting; finally,
we have chosen to apply the developed
model in to real case in order to value the
contribution which is able to generate from
models in Cairo International Airport.

Keywords: Applied Probability, M/M/S;
Queueing system, Landing; Air traffic
Control and Simulation.

I.INTRODUCTION
The study of waiting lines, called queueing
theory, is one of the oldest and most widely
used quantitative analysis techniques [4,
7and10]. Waiting lines are an everyday
occurrence, affecting people shopping for
groceries buying gasoline, making a bank
deposit, Queues, another term for waiting
lines, may also take the form of machines
waiting to be repaired, trucks in line to be
unloaded, or airplanes lined up on a runway
waiting for permission to take off. The three
basic components of a queueing process are
arrivals, service facilities, and the actual
waiting line [1,3,5 and9]. We discuss how
analytical models of waiting lines can help
managers in effectiveness of service systems,
we describe the characteristics of waiting lines
and the underlying mathematical assumptions
used to develop queueing models; we also
provide the equation needed to compute the
operating characteristics of a service system
and show in our case how they are used
[2,6and8] . You will see how to save
computational time by applying queueing
tables and by running waiting line computer
programs.

II. CHARACTERISTICS OF A
QUEUEING SYSTEM
We take a look at the three parts of a
queueing system (i) the arrival or inputs to the
system, (ii) the queue or the waiting line itself,
and (iii) the service facility. These three
compon-entshave certain characteristics that
must be examined before mathematical
queueing models can be developed.

A. Arrival Characteristics

The input source that generates arrivals or
flights for the service system has three major
characteristics. It is important to consider the
size of the calling population, the pattern of
arrivals at the queueing system, and the
behavior of the arrivals.

Size of the Calling Population: Population
sizes are considered to be either unlimited
(essentially infinite) or limited (finite).When
the number of flights or arrivals on hand at any
given moment is just a small portion of
potential arrivals, the calling population is
considered unlimited. For practical purpose, in
our examples the unlimited flights arriving to
check-in for flight at airport (an independent
relation flight between the length of the queue
and the arrival rate moreover the arrival rate of
flights lower).

Pattern of arrivals at the System: Flights
either arrive at a service facility according to
some known schedule or else they arrive
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randomly. Arrivals are considered random
when they are independent of one another and
their occurrence cannot be predicted exactly.
Frequently in queueing problems, the number
of arrivals per unit of time can be estimated by
a probability distribution known as the Poisson
distribution .For any given arrival rate, such as
flights per hour, or airplanes per day, a discrete
Poisson distribution can be established by
using the equation (1):
( , ) for n=0,1,2,3,...
!
( )
P n t e
n
n
t
t

=


(1)
where ,
P( n ;t) = probability of n arrivals,
= average arrival rate, e = 2, 71828,
n = number of arrivals per time and
n ! = the factorial of the flights number.

The distribution of flights arrivals with Poisson
function can be calculated, only if the average
arrival rate during an entire period is known n
flights in port in a given time t is the
considered time period of the port operation
(often expressed on an August month basis as
31 days).

Behavior of the Arrival: Most queueing
models assume that an arriving flight is a
patient flight .Patient customer is people or
machines that wait in the queue until they are
served.

B. Waiting Line Characteristics

The waiting line itself is the second
component of a queueing system. The length
of a line can be either limited or unlimited. A
queue is limited when it cannot, by law of
physical restrictions, increase to an infinite
length. Analytic queueing models are treated in
this article under an assumption of unlimited
queue length. A queue is unlimited when its
size is unrestricted. A second waiting line
characteristic deals with queue discipline. This
refers to the rule by which flights in the line
are to receive service. Most systems use a
queue discipline known as the first-in, first-out
(FIFO).

C. Service Facility Characteristics

The third part of any queueing system is the
service facility. It is important to examine two
basic properties ; (i) the configuration of the
service system and (ii) the pattern of service
times.

Basic Queueing System Configurations:

Service systems are usually classified in terms
of their number of terminals, or number of
servers, and number of service stops that must
be made.

D. Identifying Models Using Kendall
Notation

D.G. Kendall developed a notation that has
been widely accepted for specifying the pattern
of arrivals, the service time distribution, and
the number of terminals in a queueing model.
This notation is often seen in software for
queueing model. The basic three-symbol
Kendall notation is in the form: arrival
distribution/service time distribution/number
of service terminals.

E. Stability

The sequence of waiting times (
n
w
),
n>1 is said to be stable if there is a non-
negative, real valued random variable W1 such
that
lim
n
n
w w
=

in distribution.
Given the stability of the waiting times
obviously depends on the arrival intensity ;
we are interested in all that allow stable
waiting times. is called the ultimate capacity
of the runway.

III.MULTITERMINALQUEUEING
MODEL WITH POISSON ARRIVALS
AND EXPONENTIAL SERVICE
TIMES (M/M/S)

The next logical step is to look at a
multi-terminal queueing system, in which two
or more servers or terminals are available to
handle arriving flights. Let us still assume that
flights awaiting service form one single line
and then proceed to the first available server.
Each of these terminals has an independent and
identical exponential service time distribution
with mean 1/ . The arrival process is Poisson
with rate . Arrivals will join a single queue
and enter the first available service terminal.
The multi-terminal system presented here
again assumes that arrivals follow a Poisson
probability distribution and that service times
are distributed exponentially. Service is first
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come, first served, and all servers are assumed
to perform at the same rate.

Equations for the Multi-Terminals
Queueing Model:

If we let S = number of terminals, = average
arrival rate, = average service rate at each
terminal and = / (value of traffic
intensity).

The following formulas may be used
in the waiting line analysis:
1. The probability that there are zero
flights in the system by using the
equation (2):
1
!
!(1 )
0
1
0
n
S
S
n s
s
n
P

=
+

(2)
2. The average number of flights in the
system by using the equation (3)
!
0
2
( )
[1 ]
S S
n
s
L P
s

= +

(3)
3. The average time flight spends in the
waiting line or being serviced in the
system by using the equation (4):
1
or = ,
!

0
2
( )
[1 ]
Ls
S S
n
s s
w w P
S

= +

(4)

4. average number of flights in line
waiting for service by using the
equation (5):
q s
L L
=
(5)
5. Utilization rate by using the equation
(6):
S

=
(6)
6. Waiting line costs by using the
equation (7):
Min {E (TC) = E (SC) + E (WC)},
(7)
where,
TC : Total expected cost;
SC : Cost of providing service;
WC: Cost of waiting time.
E (TC) = Co + S Cs + Ca Ls ,
where,
Co: The fixed cost of operation system per unit
of time;
Cs: Total hourly service cost;
Ca: The cost of waiting based on time in the
queue and in the system.

IV. NUMERICAL EXAMPLE AND
DISCUSSION

Let's look at the case of Cairo
International Airport at 24 hours ( From 1
August 2011To 31 August 2011) all flights
was landed.

A. Computing the Characteristics of Chi-
Square Test
A Chi-Square test was also performed to
test the goodness of fit between the observed
frequency and excepted frequency.
When
2
_
is incredibly small if
2
_
is less
than P=95% Value the agreement of observed
data with the null hypothesis is almost too
good to be true and it leads us to suspect:
1. The Sample is not random but carefully
selected.
2. The null hypothesis may have been
constructed in a ridiculously complicated
way so as to suit the data too perfectly.




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B. Computing the Characteristics of
Queueing Systems

1- Arrivals () are served on a FIFO.
2- The mean number of flights served per day
().
3- The standard deviation is o .
4- The calling population size is considered
infinite ( n ).
5- The system is a multi-terminal operating in
parallel (S=3).
6- The utilization factor for the system =/.
7- The value of traffic intensity for the system
( / S ).
8- The Probability that there are zero fights in
the system (
0
P
).
9. The average number of flights in line
waiting for service (
q
L
).
10- The average number of flights served at
terminal (
s
L
).
11- The average time a flights being serviced
in the system (
s
w
).
12- Min total expected cost (Min E (TC)).



















V. MAIN RESULTS

The expected frequencies are based on the
assumption or null hypothesis that the
distribution is normal and the only restriction
imposed in their calculation is that their total is
made the same as that of the observed
frequencies .The number of degrees of
freedom available in Calculating
2
_
is
49.0667 ,therefore u =31-1=30, since the
value
2
_
= 49.0667 is less than the P = 99 %
value 50.89 obtained from table A4 in the
reference [5] the null hypothesis is very
probably true and it is safe to say that the
distribution is normal.



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Table1: Computing the utilization factor, the probability that there are zero flights,
The average of number flights spends in the waiting line in the terminal and also queue

i P
0
L
T1s
L
T3s
L
s
L
T1q
L
T3q
L
q


1 0.55 0.0672 19.43 19.03 19.17 19.55 19.45 19.15
2 0.73 18.25 18.21 18.3 17.42 17.32 17.60
3 0.86 17.54 17.32 17.8 17.36 16.44 16.30
4 1.00 15.35 16.24 16.0 15.35 14.76 15.00
5 0.91 15.01 15.38 15.5 14.32 14.38 14.59
6 0.71 14.46 14.11 14.40 13.68 13.15 13.49
7 0.65 15.53 15.22 15.50 14.27 14.99 15.05
8 0.48 14.31 14.23 14.40 13.22 13.75 13.50
9 0.58 13.58 13.23 13.16 12.27 12.38 13.02
10 0.75 15.32 15.19 15.40 14.56 14.26 14.50
11 0.87 13.24 13.38 13.00 12.09 12.63 12.13
12 1.00 14.21 14.47 14.50 13.28 13.23 13.50
13 1.00 14.21 14.56 14.50 13.31 13.29 13.50
14 1.00 14.01 14.17 14.50 13.20 13.49 13.50
15 0.68 14.26 14.25 14.30 13.45 13.57 13.60
16 0.71 12.46 12.48 13.00 12.00 11.37 12.29
17 0.76 12.76 12.32 12.09 12.24 12.09 12.14
18 1.00 12.54 12.15 12.06 11.43 10.15 11.50
19 1.00 11.02 10.48 11.10 10.34 10.11 10.61
20 1.00 11.27 12.27 12.28 11.54 11.32 11.50
21 1.00 11.60 11.82 11.60 9.45 9.21 10.00
22 0.61 11.31 12.11 12.04 11.37 10.54 11.40
23 0.57 10.32 10.54 11.58 10.46 11.45 11.23
24 1.00 11.45 12.16 12.59 10.25 11.11 11.40
25 1.00 11.26 10.55 12.00 10.21 10.32 11.00
26 1.00 11.43 11.46 11.00 10.43 10.33 10.00
27 1.00 11.35 12.54 12.00 10.46 9.45 11.00
28 1.00 10.24 10.23 11.0 10.56 9.31 10.00
29 1.00 10.43 10.23 10.50 9.43 9.21 9.50
30 1.00 9.35 10.11 10.50 9.22 9.43 9.50
31 1.00 9.45 9.23 10.50 9.23 9.11 9.50

We have computed the consumed time from equation (4) and also computed from equation (7).


Figure1: Compute Consumed time per day
0
2
4
6
8
10
12
14
16
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Day
C
o
n
s
u
m
e
d

T
i
m
e


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Table2: Computing Cost & Consumed Time in
the system (terminals)

i Ws

E (TC) $
$=5.95LE
1 0.3397 51.61
2 3.99 121.01
3 5.51 177.76
4 6.5 193.00
5 6.25 168.43
6 6.7 175.31
7 4.71 140.21
8 4.72 148.21
9 4.19 244.45
10 5.1 162.11
11 6.00 170.43
12 7.92 206.62
13 9.03 233.54
14 8.55 222.64
51 4.97 150.43
15 5.69 169.89
17 6.12 176.57
18 6.17 162.78
19 12.31 260.00
20 10.31 237.53
21 10.0 222.53
22 5.42 245.42
23 5.25 171.01
24 9.6 178.78
25 11.83 211.87
26 14.82 299.65
27 10.25 216.65
28 13.36 154.74
29 14.76 179.45
30 11.14 249.53
31 13.71 285.78


Figure2: Compute Total cost per day by ($)

0
50
100
150
200
250
300
350
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
Day
C
o
s
t

(
$
)


VI. CONCLUSIONS

This approach allows to reduction of the
waiting in the air in acting simply on the
landing order. The rest of the waiting is
affected in the removing air traffic. This
method allows reducing the congestion in the
area, however it doesn't permit to reduce the
total waiting and the delay undergo by a flight
during its execution. This paper has introduced
the basic concepts of queuing models and in
some cases a mathematical analysis, can be
used to estimate the performance measures of a
system. The key operating characteristics for a
system are shown to be (i) utilization rate, (ii)
average time spent waiting in the system and in
the queue, (iii) average number of flights in the
system and in the queue and (iv) min total
except cost .We can also solving by linear
programming and apply the characteristics of
queueing system.

REFERENCES
[1] Bauerle N, Engelhard t-Funke O and M,
On the Waiting Time of Arriving Aircrafts
and the Capacity of Airports with Two Run-
ways, European Journal of Operational
research, Vol. 177, No.( 2) , Pages 1180-
1196,2007.

[2] Demirci E, Simulation modeling and
Analysis of a port in vestment simulation
Vol.79 No.(2), pp 94-105, 2003.

[3] Gambardella L M, Mastrolilli M,
Rizzoli and A E, Zaffalon M , An
optimization methodology for intermodel
terminal management, Journal of
Intelligent Manufacturing Vol .12: pp521-
534, 2001.

[4] Mokaddis G S, Matta C H and El
Genaidy M M On Poisson Queue with Three
Heterogeneous Servers, JIMS Volume 9,
No.( 4), pp.53-60,1998.

[5] Mokaddis G S, Metwally S A and Ahmed
A M, The General Three-Server Queueing
Loss System : Discrete-Time Analysis,JIMS
Volume 11, No.( 4), pp.81-95,2001.

[6] Narayan Bhat U,.An Introduction to
Queueing Theory Modeling and Analysis in
Applications , Birkhauser Boston,2008.

[7] Prem Kumar Gupta D S Hira Operations
Research Third Edition S Chand Company Ltd
New Delhi 2003.

[8] Robert Loveday, A second Course in
Statistics, Syndics of the Cambridge university
Press, 1968.

[9] Shabayek, A.A. and Yeung, W.W., A
Simulation Model for the Kwai Chung
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Container Terminals in Hong Kong, European
Journal of Operational Research, Vol. 140, pp.
1atistics-11 , 2002.

[10] Sheldorn M.Ross, Introduction to
probability Models, Academic Press, 20.

AUTHORS PROFILE

1. Prof. Dr. Ismail Amr Ismail is currently
Dean, Faculty of Computer Science in Misr
International University, Cairo, Egypt and He
was pervious Dean, of Faculty Computers and
Informatics, Zagazig University, Zagazig,
Egypt. He received his Ph.D from UK, His
research interests are Generic, Image
Processing, Neutral, Parallel, Fluid, Simulation
and Queueing Systems. He has 156 papers
published in various journals. He has been
Supervision 30 M.Sc. theses and 45 Ph.D.
theses. Member of the Editorial Board in the
Egyptian Computer Science Journal.
www.miuegypt.edu.eg

2. Prof. Dr. Gamal Samy Mokaddis is currently
a professor emeritus of Mathematical Statistics
in the Department of Mathematics, Faculty of
Science, Ain Shams University. Professor in
New York Academy of Science. He received
his Ph.D in Queueing Theory from Mosko
University, USSR 1975, His research interests
are Queueing Theory, Reliability Theory,
Theory of Storage and Applied Stochastic
Process. He has 135 papers published in
various journals. He has been Supervision 25
M.Sc. theses and 20 Ph.D. theses. He is
Member in the Egyptian Society for
Mathematics and Member in the Egyptian
Society for Statistics, Department of
Mathematics, Faculty of Science, Ain Shams
University, Cairo Egypt.
www.shams.edu.eg


3. Mariam Kamal Metry is currently Engineer
Software in AOI .She received B.Sc. Of
Computer Science, Statistical &Operation
Research, She received her M.Sc. in Queuing
Theory and its Applications from Department
of Mathematics, Faculty of Science, University
Zagazig, Egypt. Her research interests is
Queuing Theory .She has 4 papers published in
various journals. She still is studying Ph.D in
Department of Mathematics, Faculty of
Science, Ain Shams University, Cairo, Egypt.
E-mail mari25eg@yahoo.com



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