Patent Publication Number: US-2006015396-A1

Title: System and method for optimizing the utilization of a cargo space and for maximizing the revenue from a cargo transport

Description:
FIELD OF THE INVENTION  
      The present invention relates to a method for automatically maximizing or optimizing the full utilization, the chargeable weight, the revenue, the capacities, and/or the cargo space of a cargo transport, for example air cargo transport, involving loading with differing volume weight d, calculated as volume per weight, possibly using electronic data processing (EDP) equipment, in which a maximum cargo volume V max  and a maximum cargo weight W max  are specified for the cargo space.  
     BACKGROUND OF THE INVENTION  
      It is sufficiently well-known that preliminary and intermediate products for varied production processes are not produced at one and the same place but are often delivered just in time. In particular, due to modem means of communication and the increasing significance of E-commerce associated therewith, intermediate and end products may be and are often ordered at very short notice. This makes it possible to flexibly respond to the changing market conditions. The production and market situations described always presuppose that there are corresponding means of transportation and cargo capacities available. In view of the increasing internationalization of business connections and market globalization, the desired cargo quantities may as a rule be transported only with the help of air cargo service at short notice from an origin to a place of destination. As expected, air cargo service continues to increase in scale and significance.  
      Air cargo service in the meantime offers worldwide cargo connections between all important commercial metropolises such that time-critical cargo can often be sent by air. At the same time, air cargo service is exposed to considerable limitations. For one, each cargo plane inevitably has a limited maximum payload and load volume. For example, the maximum payload here may vary, depending on the particular flight length or the distance between two fuel stops, depending on how much fuel is needed. Moreover, the maximum load volume for cargo may vary, for example, depending on how much space is taken up by passenger baggage or by stowage loss caused by bulky cargo. It must also altogether be ensured that the weight while loading the cargo space is not very unevenly distributed. The complexity of air cargo service is further increased in that flights bearing cargo are conceived not inevitably as outward and inward flights, but that several airports must be accessed in succession in order to deliver a part of the load, and if necessary, to take on new load before once again reaching the airport of origin. In order to make air cargo service profitable, the regular high costs of purchasing or leasing for the (cargo) plane, as well as the maintenance, operating and personal costs must be met. This generally succeeds only if the cargo space available is optimally utilized on every flight segment of a flight, without exceeding the allowable maximum weight or volume in the process.  
      Because there is great competition among air cargo companies, the optimal use of the resources of a particular cargo flight is of primary concern. Unlike passenger service, what aggravates air cargo service is that air cargo is transported in only one direction and a demand irrespective of the outward flight must be taken as a basis for the return flight. Furthermore, unlike passenger service, the individual load units normally differ greatly with respect to their weight and their volume and can therefore not be handled uniformly. Also because of the already described limitations imposed on air cargo service with respect to weight and volume, there has been little success in accepting incoming cargo transport requests according to the so-called first-come-first-served principle, since much higher rates are paid for bookings shortly before departure.  
      Nevertheless, in order to immediately respond as smoothly as possible to numerous individual requests close to the flight date, and in the process, to also divide the weight and volume available in a cost-bearing manner among the individual requests, EDP-supported systems are used these days. Through this approach, the objective of the air cargo company is to be able to give an acceptance or a refusal right away, i.e., within a few seconds, if possible. Modern computers may be able to perform a multitude of simple operations within the shortest period possible, but in the decision process with respect to whether a cargo request for a particular flight may be accepted or not, many such parameters that moreover depend on one another and that also change upon acceptance of each cargo transport request are to be taken into account, such that unambiguous EDP-supported decisions may not easily be made within a second, for example. In this connection, it must be taken into account that the computers to be used for passenger and cargo service must process several thousand transactions per second at peak times (see Durham, “The Future of SABRE,” in  The Handbook of Airline Economics,  D. Jenkins (ed.), The Aviation Weekly Group of the McGraw-Hill Companies, New York, N.Y., 469-482, 1995).  
      U.S. Pat. No. 6,263,315 B1 describes, for example, a Revenue Management System that strives to be able to appropriately respond to air cargo requests independent of the resources available, on the basis of the evaluated figures based on experience. This is a development of the so-called nested capacity provision first introduced by K. Littlewood (“Forecasting and Control of Passenger Bookings,” British Overseas Airways Corp. (10/1972)). According to Littlewood, booking requests related to flights that also offer reasonable fares, e.g., for early booking, are to be accepted for as long as revenue achieved therewith exceed the revenue to be expected, based on future bookings at normal tariff. According to U.S. Pat. No. 6,263,315, the particular resources may be classified with multidimensional tableaus as function of the capacity. With this method, it should be possible to respond appropriately to changes in capacity. For example, the limit to be exceeded for each cargo acceptance is readjusted after each cargo request effected. This should avoid prematurely assigning extra charges to a cargo request that excessively takes up much cargo space, although these in themselves do not cover the cargo costs and/or the remaining cargo capacity would also not be sufficient, or be hardly sufficient, to maintain a cost-covering flight.  
      U.S. Pat. No. 6,526,392 B1 generally deals with EDP-supported systems for the optimized provision of resources in passenger and air cargo service, and in this connection, uses the so-called linear programming, among other things.  
      In order to minimize the flight costs for a single flight, U.S. Pat. No. 6,134,500 suggests using a four-dimensional dynamic program-supported search algorithm. This approach to the solution should be applicable both to passenger as well as to cargo flights.  
      U.S. Pat. No. 6,085,164 likewise deals with the provision of cargo transport and passenger transport capacities at reasonable prices. In the process, the optimized price is always calculated independently of the current request.  
      Most systems and methods for optimizing the utilization of cargo capacities handle reference quantities, such as cargo volume, cargo weight, maximum volume capacity, and the maximum allowable total cargo weight for a flight. Moreover, Kasilingam (http://soom.utdallas.edu/c4isn/isn_seminars-cscmc.htm) takes an approach that simultaneously shows the density and the volume weight respectively of the particular individual load with the price to be estimated. In cargo trade in Continental Europe, the volume weight is often chosen as the reference quantity, while in the Anglo-Saxon region, the density is normally used. The volume weight generally serves as basis for fee computation, together with the chargeable weight and the rate. Moreover, the volume weight is referred to when computing the specific weight and volume consumption of the chargeable weight of a cargo shipment.  
      In an agreement with the International Air Transport Association (IATA), a so-called standard density and a so-called standard volume weight respectively was established some time ago with the unit m 3 /t. This standard volume weight is currently at 6 m 3 /t. Accordingly, cargo with a volume weight between 0 and the standard volume weight (inclusive) is charged according to the weight, and cargo with an actual volume weight above the standard volume weight is charged by volume, expressed in chargeable kilogram.  
      Since air cargo service normally involves parcel service, the cargo is divided into classes for predicting the flow of transport or cargo to be expected for a particular flight. This is because if each individual ordinary cargo were considered as an independent class, there would be an inappropriately high computational expense just to be able to give somewhat reliable forecasts on the cargo to be expected. The cargo classes should therefore be kept within a reasonable scope and nevertheless be suitable for summing up similar cargo or cargo elements in a class so that these may then be handled as a unit.  
      At present, in the air cargo business, either the rate per weight unit, the volume weight (or the density) or the shipment revenue is used for grouping (see Kasilingam, a.a.O.; I. Z. Karaesmen, Dissertation, Three Essays on Revenue Management, Columbia University, 2001; Sabre, http://www.sabre.com/products/airline/pdf/CargoRevMgmt.pdf). For this type of grouping, cargo with a volume weight of, for example, 1 m 3 /t and cargo with a volume weight of, for example, 2 m 3 /t, will be regarded in a similar manner as cargo with volume weight values of 3 and 4, 5 and 6, or 7 and 8 m 3 /t. Assuming that the specific volume consumption for volume weight values in the range of 0 up to and including the standard volume weight is derived from the quotient of the actual volume weight to standard volume weight, and the specific volume consumption for volume weight values in the range between the standard volume weight and infinity is derived from the quotient of standard volume weight to actual volume weight, it has been established that the specific volume consumption behaves proportionally to the volume weight only for values between zero and the standard volume weight. On the other hand, for volume weight values over the standard volume weight, the specific weight consumption does not decrease in measurement when the specific volume consumption increases for volume weight values below the standard. The further the volume weight lies beyond the standard volume weight, the less adequate the similarity of a chargeable kilogram is shown in the specific weight and volume consumption.  
      Furthermore, the disadvantage in this method is that the similarity of two volume weights does not indicate whether one of the values is infinite. Cargo to which the infinite volume weight value is allocated is quite unusual in air traffic. For example, for an already booked shipment of a subsequent increase in volume, the infinite value is allocated to the volume weight. After all, the volume weight of the chargeable weight cannot likewise be visualized since the value range of the volume weight extends from zero to infinite. Moreover, the intercept between the standard volume weight and the infinite value is over-represented. Without a scaling of the volume weight, this intercept is longer than the section between the value zero and the standard volume weight. This means that the variation of the specific volume consumption for the same specific weight consumption is shown differently from the variation of the specific weight consumption for the same specific volume consumption, i.e., the weight and volume dimensions are not equal with respect to the chargeable weight. Karaesmen, op cit, page 60, currently leaves it open as to how an optimal classification, with which the actual similar cargo can be allocated to one another, can be created based on the volume weight, in view of the situation shown. According to Karaesmen, there have until now not been any systems for adequately subdividing the weight/volume space that are manageable in terms of size, and at the same time, appropriately represent reality. On the contrary, current attempts would not go beyond outlining the problems relating to cargo revenue management and comparing the existing systems for air cargo and passenger service.  
      All existing systems and methods for the optimal utilization of cargo space in a cargo transport have until now not led to a satisfactory approach for obtaining, in the most reliable manner, optimal cargo space loading for optimal revenue while utilizing the existing resources.  
      The task of the present invention, therefore, is to present a system or a method with which the cargo capacity of any cargo transport, in particular of air cargo transport, in particular also from the standpoint of revenue, can be utilized as optimally as possible, without having to rely on very time-consuming EDP-supported systems that attempt to show the extremely complex, mutually dependent correlations in cargo traffic.  
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
      The following figures illustrate special embodiments of the present invention without restricting its scope.  
       FIG. 1  shows an r/sd diagram for a special segment of a flight;  
       FIG. 2  shows multiple possible scales of the volume weight;  
       FIG. 3  shows a diagram relating to the specific volume consumption and the specific weight consumption in relation to the chargeable weight cw as a function of the scaled volume weight and/or as a function of the unscaled volume weight for cargo having volume weight values smaller than the standard volume weight;  
       FIG. 4  shows a diagram relating to the specific volume consumption and the specific weight consumption in relation to the chargeable weight cw as a function of the unscaled volume weight for cargo having volume weight values greater than the standard volume weight;  
       FIG. 5  shows a diagram relating to the specific volume consumption and the specific weight consumption in relation to the chargeable weight cw as a function of the scaled volume weight for cargo having volume weight values greater than the standard volume weight;  
       FIG. 6  shows an r/sd diagram, containing a bid price curve of a specific flight segment as a function of the scaled volume weight for cargo having volume weight values between the value zero and the value infinity;  
       FIG. 7  shows a cw/sd diagram (a primal graph), in which the probable unused remaining chargeable weight cw of a specific flight segment is plotted as a function of the scaled volume weight;  
       FIG. 8  shows a cw/sd diagram (a primal graph), in which the probable unused remaining chargeable weight cw of a specific flight segment is plotted as a function of the scaled volume weight;  
       FIG. 9  shows an r/sd diagram (a dual graph), in which the capacity access price (the bid price) of a specific flight segment is plotted as a function of the scaled volume weight; and  
       FIG. 10  shows an r/sd diagram (a dual graph), in which the capacity access price (the bid price) of a specific flight segment is plotted as a function of the scaled volume weight.  
    
    
     DETAILED DESCRIPTION  
      Disclosed herein are systems and methods for optimizing the utilization of a cargo space and for maximizing the revenue from a cargo transport. In one exemplary embodiment, a method is provided in which 
          for a cargo transport, incoming transport requests for cargo units n are recorded, in particular for each transport request, with regard to its volume V n , preferably in the unit m 3 , with regard to its weight W n , preferably in the unit t, and, in given cases, with regard to its rate r n  as price, preferably in an officially recognized currency unit, per chargeable weight unit cw, preferably in chargeable k g ,     the volume weights d n  of the cargo units n, preferably in m 3 /t, are determined in the course of which, 
            if the weight W n  of the n th  cargo unit&gt;0 and volume V n  of the n th  cargo unit≧0, then the volume weight d n =(V n /W n ),     if the weight W n  of the n th  cargo unit=0 and volume V n  of the n th  cargo unit&gt;0, then the volume weight d n =∞, and     if the weight W n  of the n th  cargo unit=0 and the volume V n  of the n th  cargo unit=0, then the volume weight d n  is indeterminate,    
            based on the determined volume weight d n , the scaled volume weight sd n  is determined, in which, 
            if d n =0, then sd n =0,     if 0&lt;d n ≦ds, then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =28 , then sd n =1,    
             in which ds is a given standard volume weight, preferably in m 3 /t, which may, in some embodiments, correspond to the standard volume weight ds IATA  of the IATA;     determining whether the scaled volume weight sd n  of the transport request for the n th  cargo unit has an extremely scaled volume weight sd n , which lies in a range of 0≦sd n ≦0.5 or of 0.5&lt;sd n &lt;1, preferably in a range of 0≦sd n ≦0.4 or of 0.6≦sd n ≦1 and particularly preferably, in a range of 0≦sd n ≦0.2 or of 0.8≦sd n &lt;1, and     accepting the transport request, if this exhibits an extremely scaled volume weight sd n , insofar as the maximum capacity of cargo volume V max  and the maximum capacity of cargo weight W max  is not exceeded with the acceptance of the n th  transport request.        

      In one embodiment, a transport request is additionally accepted only when, upon acceptance of this transport request for a cargo unit n, the remaining remainder volume V rem  and the remaining remainder weight W rem , with reference to the total capacities V max  and W max , allows a non-extremely scaled volume weight of the total loading, theoretically still possible and/or expected, which corresponds or comes close to the standard volume weight ds. Optimized booking or loading of a cargo transport with cargo units of mixed volume weights, i.e., cargo transport with a so-called density-mix that maximizes the chargeable weight, is managed in this manner.  
      For example, it is also conceivable for the ratio of the available remaining volume capacity V rem  to the available remaining weight capacity W rem  to change during the booking period, such that loading with a non-extremely scaled volume weight over all bookable cargo units is achievable only if either the cargo with very low, e.g., very extreme volume weight is combined with cargo that exhibits a scaled volume weight in the range of 0.5&lt;sd&lt;1, or if the cargo with very high, i.e., very extreme volume weight, is combined with cargo that exhibits a scaled volume weight in the range of 0≦sd&lt;0.5.  
      Accordingly, one advantageous development of a method according to the present invention is distinguished in that 
          transport requests are recorded for a cargo transport for cargo units n, in particular for each transport request, with respect to its volume V n , preferably in the unit m 3 , and its weight W n , preferably in the unit t, and if necessary its rate r n  as price, preferably in an officially recognized currency unit, is denoted preferably in chargeable kg, for every chargeable currency unit,     the volume weights d n  of the cargo units n are determined, in the course of which 
            if the weight W n  of the n th  cargo unit&gt;0 and the volume V n  of the n th  cargo unit≧0, then the volume weight d n =(V n /W n ),     if the weight W n  of the n th  cargo unit=0 and volume V n  of the n th  cargo unit&gt;0, then the volume weight d n =∞, and     if the weight W n  of the n th  cargo unit=0 and the volume V n  of the n th  cargo unit=0, then the volume weight d n  is indeterminate,    
            the scaled volume weight sd n  is determined based on the determined volume weight d n , in which, 
            if d n =0, then sd n =0,     if 0&lt;d n &lt;ds, then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =∞, then sd n =1,    
             in which ds is a given standard volume weight, which may, in some embodiments, correspond to the standard volume weight ds IATA  of the IATA;     the capacity of volume V rem  still available is determined, while taking into consideration the maximum capacity of cargo volume V max , and the capacity of weight W rem  still available is determined, while taking into consideration the maximum capacity of cargo weight W max ,        

      the volume weight d k  of the capacity still available is calculated, via d k =V rem /W rem , with V rem  preferably in the unit m 3  and W rem  preferably in the unit t, and 
              if d k =0, then sd k =0,     if 0&lt;d k ≦ds, then sd k =d k /2ds,     if ds&lt;d k &lt;∞, then sd k =1−ds/2d k , and     if d k =∞, then sd k =1, in which sd k  represents the scaled volume weight of the capacity d k  still available, and in which 
                if the weight W rem &gt;0 and the volume V rem ≧0, then the volume weight d k =(V rem /W rem ),     if the weight W rem =0 and the volume V rem &gt;0, then the volume weight d k =∞, and     if the weight W rem =0 and the volume V rem =0, then the volume weight d k  is indeterminate,    
                    it is determined whether the scaled volume weight sd k  of the capacity available is smaller, greater, or the same as 0.5, and 
            if sd k &lt;0.5, the transport request is accepted if sd n &lt;sd k  or if 0≦sd n &lt;0.5, in particular 0≦sd n ≦0.4 and particularly preferred 0≦sd n &lt;0.2,     if sd k &gt;0.5, the transport request is accepted if sd n &gt;sd k  or if 0.5≦sd n &lt;1, in particular 0.6≦sd n ≦1 and particularly preferred 0.8≦sd n ≦1 and     if sd k =0.5, the transport request is accepted if 0≦sd n &lt;0.5 or 0.5&lt;sd n ≦1, preferably 0≦sd n &lt;0.4 or 0.6≦sd n ≦1 and particularly preferred 0≦sd n ≦0.2 or 0.8≦sd n ≦1,    
             insofar as the maximum capacity of cargo volume V max  and the maximum capacity of cargo weight W max  is not exceeded with the acceptance of the n th  cargo transport request.        

      The standard volume weight may be set in an embodiment at 5 or 6 m 3 /t, which involves the standard volume weight currently established by the IATA. The standard volume weight plays such a great role because it represents the central determinants of the chargeable weight. Moreover, this value currently reflects the average actual conditions, i.e., experience shows that the ratio of volume to weight for air cargo goods is currently around 6 m 3 /t (possibly around 5 m 3 /t in the future). Correspondingly, even the cargo transporters are normally designed these days in such a way that they exhibit an available maximum volume capacity and an available maximum weight capacity, which is adapted to the previously mentioned value of the standard volume weight. For purposes of the present invention, the standard volume weight represents the volume weight value until the (inclusive) cargo is charged by weight or based on weight, and charged by volume above the cargo, in the present case expressed in chargeable weight, in particular in chargeable kilogram.  
      The volume weight d k  of the capacity still available, i.e., of the capacity supply, is to be strictly differentiated from the standard volume weight ds and may be equal or not equal to ds. For example, it is possible for an available cargo transporter to not be designed from the start in such a way that it exhibits a ratio of available maximum volume capacity to available maximum weight capacity, which corresponds to the standard volume weight in accordance with the IATA.  
      A cargo unit for purposes of the present invention may be made up of a single cargo or several individual cargos that are supposed to be handled or transported as one unit, for example. The cargo space for purposes of the present invention consists of the cargo space of a cargo transport, e.g., of a cargo aircraft, just like the space remaining in passenger aircraft after taking the passenger baggage into account so that ordinary cargo can still be taken on.  
      Basically, in the context of the present invention, in the case of 0≦d&lt;ds, one speaks of extreme, high volume weight d and in the case of ds&lt;d≦∞, of an extreme, low volume weight. If d is equal to ds, as already set out, a non-extreme standard volume weight exists. In the present method, the volume weight of cargo shipments or cargo units of a grouping that optimally uses the resources is made accessible for the first time. For this, it is necessary to use the scaled volume weight instead of the volume weight. The success according to the present invention becomes apparent in particular when cargo units are combined for a cargo transport, the cargo units greatly diverging in their particular, scaled volume weights, as set out above. An optimized volume weight mix or density mix of cargo units to be taken on is regularly managed using the method according to the present invention.  
      In cargo transports, it may happen that the cargo transporter is used only on one route in the round-trip traffic. It is much more common for one or several intermediate stops to be inserted until the destination, during which time cargo is partially or completely unloaded and new cargo is loaded. The same applies to such transports in which the transporter arrives once again at the origin via several intermediate stops. The connection between two consecutive stops, i.e., the route between the possible or actual start of a transport from an origin or an intermediate stop and its next stop, is generally described as a leg, in particular in air cargo traffic. Correspondingly, transport with one or several intermediate stops may be subdivided into several consecutive legs. If cargo is transported via one or several such consecutive legs, each transport route is referred to as a segment. For example, a cargo flight from A to D via the stops B and C includes the three legs A-B, B-C and C-D as well as the six segments A-B, A-C, A-D, B-C, B-D and C-D. A (cargo) flight of a particular flight number may consequently be divided into legs, segments, and flight, provided that there is at least one intermediate stop.  
      In the same manner as the methods according to the present invention are applicable to legs, segments, and flights, even entire air route networks can be denoted with these labels. This involves at least two flights with differing flight numbers. Because even in the transport of cargo in an air route network, an advantage of the present invention becomes apparent in the use of the scaled volume weight or scaled density. The R F  revenue is regularly determined via the entire flight (single flight optimization) or the air route network (air route network optimization), while the capacity offer is estimated or calculated on the level of individual legs and the forecasted demand for cargo space for cargo units to be transported on the segment level, i.e., the origin and destination in terms of a flight number, or on the O&amp;D-level, i.e., the origin and destination in terms of an air route network. Transport requests are correspondingly made regularly on a segment level, i.e., within a flight, or on an O&amp;D level, i.e., within an air route network.  
      Methods and systems according to the present invention, as set out in the present description and the claims, essentially make use of the following primary units, insofar as not expressly defined otherwise:  
                                                      Chargeable weight cw   [chkg]           Weight G   [kg]           Volume V   [m 3 ]           Currency   [currency unit].                      
 
      Furthermore, the following actual and/or forecasted scales are used:  
                                                      Cargo revenue of the n th  cargo unit [currency unit]   r n             Cargo revenue of a flight or   R F             of an air route network [currency unit]           Volume [m 3 ] or also [chargeable weight (chkg)]   V           Weight [kg] or also [chargeable weight (chkg)]   W           Volume weight [m 3 /t]   d           Rate [currency unit/chargeable weight (chkg)]   r n             Bid price [currency unit/chargeable weight (chkg)]   bp           Weight-bid-price   bpw           [Currency unit/chargeable weight (chkg)]           Volume-bid-price   bpv           [Currency unit/chargeable weight (chkg)]           Profitability   p           [Currency unit/chargeable weight (chkg)]                      
 
      These above-specified primary and secondary units and scales may refer to a particular cargo transport demand forecast and a concrete transport request as well as to a leg, a segment, a flight, or an air route network. In the event that such concrete reference matters come up for the methods and systems according to the present invention, it is correspondingly indicated. In general, the cargo revenue is determined as far as an (entire) flight is concerned. In the transport request or forecasted demand, individual segments of a flight are regularly taken into account, on the other hand. The volume and weight capacities are in turn regularly determined as far as a leg is concerned. The above described allocations are preferably relevant even for the embodiments of the present invention.  
      The methods and systems according to the present invention may be applied to individual legs, to segments, as well as to the entire transport path from the origin to the destination.  
      Even though the present description principally takes into account the volume weight or the scaled volume weight of cargo or cargo units, their density or scaled density can of course also be brought into play in the same manner as a reference quantity. In such an event, all the particulars that refer to the volume weight are to be modified correspondingly to density particulars as a reference quantity. Since density and volume weight behave reciprocally to one another, the transition from volume weight to density and vice versa in the above claimed method and systems is well within the ability of one having ordinary skill in the art.  
      One exemplary embodiment of the present invention is furthermore provided by way of a method, in which 
          transport requests received for a cargo transport for cargo units n are denoted or shown with respect to its volume V n , in particular in the unit m 3 , its weight transport W n , in particular in the unit t, its chargeable weight cw, preferably in chargeable kg, and its rate r n  per chargeable weight cw of the cargo unit n is denoted or shown     the volume weight d, of the cargo units n is determined, in the course of which 
            if the weight W n  of the n th  cargo unit≧0 and the volume V n  of the n th  cargo unit is≧0, then the volume weight d n =(V n /W n ),     if the weight W n  of the n th  cargo unit is=0 and the volume V n &gt;0, then the volume weight d n =0,     if the weight W n  of the n th  cargo unit is=0 and the volume V n =0, then the volume weight d n  is indeterminate,    
            based on the determined volume weight d n , the scaled volume weight sd n  is determined, in which, 
            if d n =0, then sd n =0,     if 0&lt;d n &lt;ds, then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =∞, then sd n =1,    
             in which ds is a standard volume weight, which in some embodiments may correspond to the standard volume weight ds -IATA  of the IATA;     on the basis of the determined quantity of scaled volume weights sd n , at least two, in particular four, volume weight classes K x  with lower and upper class limits d g  are formed, in which no class K x  is formed, which exhibits a lower limit having an sd-value&lt;0.5 and an upper limit having an sd value&gt;0.5,     the volume weights of class limits d g  are calculated such that, 
            if sd g =0, then d g =0,     if 0&lt;sd g ≦0.5, then d g =2 sd g ×ds,     if 0.5&lt;sd g &lt;1, then d g =ds/(2−2sd g ), and     if sd g =1, then d g =∞, and    
            the cargo units n are allocated to the volume weight classes K x (d n ).        

      An embodiment of the above described method is distinguished in that through each class K x , the chargeable overall weight is determined by adding the chargeable weight of the cargo units n classified in a class.  
      The class limits are preferably selected such that the class limits d g  are kept at the greatest distance possible from classes K x , which do not contain any chargeable weight or to which no chargeable weight can be allocated.  
      In an alternative embodiment, the class limits are selected in distances that are essentially equidistant, based on the scaled volume weight. In particular, the formation of a maximum of 12 consecutive classes in the limits zero to one, with reference to the scaled volume weight sd, each with the same class width, has proven very suitable. Adjoining classes each exhibit a common class limit.  
      Furthermore, it is not detrimental if, in selecting equidistant class limits, one or several of these run through an accumulation or cluster of volume weight values sd n .  
      An exemplary embodiment of the present invention is furthermore provided by way of a method, in which 
          transport quantities forecasted for a cargo transport are recorded with respect to its volume V m , in particular in the quantity unit m 3 , its weight W m , in particular in the quantity unit t, and its request price r m  for the chargeable weight cw, preferably in chargeable kg of the cargo quantity m,     the volume weight d m  of the cargo quantities m is determined, in which 
            if the weight W m  of the cargo quantity m≧0 and the volume V m  of the cargo quantity m≧0, then the volume weight d m =(V m /W m ),     if the weight W m  of the cargo quantity m=0 and the volume V m &gt;0, then the volume weight d m =∞, and     if the weight W m  of the cargo quantity m=0 and the volume V m =0, then the volume weight d m  is indeterminate,    
            based on the determined volume weight d m , the scaled volume weight sd m  is determined, in which, 
            if d m =0, then sd m =0,     if 0&lt;d m ≦ds, then sd m =d m /2ds,     if ds&lt;d m &lt;∞, then sd m =1−ds/2d m , and     if d m =∞, then sd m =1, in which ds is a standard volume weight, which in some embodiments may correspond to the standard volume weight ds IATA  of the IATA;    
            on the basis of the forecasted quantity, at least two, in particular four, volume weight classes K z  with the scaled volume quantities sd m , with lower and upper class limits d f  are formed, in which no class K z  is formed, which exhibits a lower limit having an sd-value&lt;0.5 and an upper limit having an sd value&gt;0.5,     the volume weights d f  of class limits are calculated such that, 
            if sd f =0, then d f =0,     if 0&lt;sd f ≦0.5, then d f =2 sd f ×ds,     if 0.5&lt;sd f &lt;1, then d f =ds/(2−2sd f ), and     if sd f =1, then d f =∞, and    
            the cargo quantities m to the determined volume weight classes K 2 (d m ).        

      An embodiment of the above described method is distinguished in that, through each class K 2 , the chargeable overall weight of all cargo quantities m that are classifiable in a class is determined.  
      The class limits are preferably selected such that the class limits d f  are kept at the greatest distance possible from classes K z , which do not contain any chargeable weight or to which no chargeable weight can be allocated. Furthermore, it is not detrimental if, in selecting equidistant class limits, one or several of these run through an accumulation or cluster of volume weight values sd f .  
      For purposes of the present invention, the term cargo quantity m is used in connection with the forecasted or expected cargo. An expected cargo quantity may, for example, based on statistically prepared historical values, be classified with respect to its volume weight d m  and its rate r m , in which these values are to be interpreted not as precise values but rather as rough values. Thus, it is likewise possible for a cargo quantity m to already define a class K z .  
      The grouping according to the present invention of volume weights based on the scaled volume weight makes it possible for the first time to realistically take into account even transport requests or in particular transport updates for which a weight of 0 t or a volume of 0 m 3  has been allocated. It is also possible, through the scaled volume weight, to determine the similarity or non-similarity of cargo charged by volume with cargo charged by weight. Optimized loading of a cargo transporter is facilitated in this manner. On the one hand, it can be reliably determined whether cargo units are to be classed similarly, and on the other hand, it can likewise be reliably determined whether the volume weights of cargo units sufficiently differ. An actual transport request may then be accepted if its subject is a cargo unit, whose volume weight is to be allocated to a volume weight class K x  or K z , whose volume weight values are to be classified as extreme, provided that the maximum capacity of cargo volume V max  and the maximum capacity of cargo weight W max  is not exceeded with the acceptance of the n th  cargo transport request.  
      In accordance with one exemplary embodiment of the method according to the present invention, in particular to optimize the cargo revenue, it is provided for the chargeable weight cw or indirectly the rate r n  to be determined for a cargo unit n based on the weight G n , if the scaled volume weight sd n &lt;0.5, and be determined based on the volume V n , if the scaled volume weight sd n &gt;0.5.  
      In accordance with the present invention, it may furthermore be provided for the chargeable weight cw to be defined as follows: 
          if the weight W n  in t is equal to 0 and the volume V n  in m 3  is equal to 0, then cw=0,     if 0≦d n ≦ds, then cw=W n ×1000 and     if ds&lt;d n ≦∞, then cw=V n ×1000/ds.        

      An exemplary embodiment of the present invention is furthermore provided by way of a method, in which 
          a quantity of incoming cargo transport requests is defined by the particular request volume V n , request weights W n  and achievable rates r n , expressed as price of the chargeable weight cw, preferably in chargeable kg, as well as volume weight d n  and the scaled volume weight sd n ; in which     the volume weight d n  of a cargo unit n is determined as follows: 
            if the weight W n  of the n th  cargo unit&gt;0 and the volume V n  of the n th  cargo unit≧0, then the volume weight d n =(V n /W n )     if the weight W n  of the n th  cargo unit=0 and volume V n  of the n th  cargo unit≧0, then the volume weight d n =∞,     if the weight W n  of the n th  cargo unit=0 and the volume V n  of the n th  cargo unit=0, then the volume weight d n  is indefinite, and    
            based on the determined volume weight d n , the scaled volume weight sd n  is determined, in which, 
            if d n =0, then sd n =0,     if 0&lt;d n ≦ds, then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =∞, then sd n =1,    
            in which ds is a given standard volume weight, which may correspond in some embodiments to the standard volume weight ds IATA  of the IATA;     a two-dimensional range is defined, including two intersecting coordinate axes, whose first dimension directly or indirectly represents the range of scaled volume weight sd n  that may be requested in the cargo transport requests, and whose second dimension represents the request rate r n , defined as price per chargeable weight cw, in which      the sum of the chargeable or billable weight cw, preferably in chargeable kg, is defined as follows: 
            if the weight W n =0 and the volume V n =0, then cw=0,     if 0≦d n &lt;ds, then cw=W n ×1000 and     if ds&lt;d n &lt;∞, then cw=V n ×1000/ds,    
            in the two-dimensional region of the coordinate system formed by the coordinate axes, to each of the value pairs formed from the scaled volume weight sd n  of a requested n th  cargo unit and its requested rate r n , assigning a corresponding value pair point and determining the distances between value pair points whose corresponding scaled volume weights sd n  are in the range 0&lt;sd n &lt;0.5, as well as the distances between value pair points whose corresponding scaled volume weight sd n  are in the range 0.5&lt;sd n ≦1, and grouping value pair points within these limits, in particular those at a small distance from one another, to form clusters and assigning each to a subregion (r/sd class) i with region limits within which there are value pairs of a cluster. According to a further development of the previously described method, for each subregion, the billable weights of the individual cargo requests which belong to this subregion are added and the total assigned to the corresponding subregion. In this way, for each subregion, which preferably contains one cluster but can also include an additional subdivided cluster, an historical evaluation of the requested total billable weight D i  can be made. These historical data, in given cases also prepared statistically, can then be used as forecast values for the expected request D i  in future transports, for example, transport flights, in order to be used as the basis for future booking decisions. Obviously, the forecast can also be accomplished in other ways. For example, currently foreseeable events or market activities can be taken into account in the preparation of a forecast, which then leads to a quite different result than with the use of the historical approach.        

      A problem underlying the invention is furthermore solved by a process according to which 
          for a cargo transport, forecasted cargo quantities m are recorded with regard to their volume V m , in particular in the amount unit m 3 , with regard to their weight W m , in particular in the unit t, with regard to their requested price r m  expressed as price of the chargeable weight cw, preferably in chargeable kg, with regard to their volume weight d m , and with regard to their scaled volume weight sd m ,     the volume weight d m  of the cargo units is determined, where 
            if the weight W m  of the cargo quantity m&gt;0 and the volume V m  of the cargo quantity m≧0, then the volume weight d m =(V m /W m ),     if the weight W m  of the cargo quantity m=0 and the volume V m  of the cargo quantity m&gt;0, then the volume weight d m =∞, and     if the weight W m  of the cargo quantity m=0 and the volume V m  of the cargo quantity m=0, then the volume weight d m  is indeterminate,     based on the determined volume weight d m , the scaled volume weight sd m  is determined, where, 
                if d m =0, then sd m =0,     if 0&lt;d m ≦ds, then sd m =d m /2ds,     if ds&lt;d m &lt;∞, then sd m =1−ds/2d m , and     if d m =∞, then sd m =1,    
                where ds is a given standard volume weight which may in some cases conform to the standard volume weight ds IATA  of the IATA,    
            a two-dimensional region including two intersecting coordinate axes is defined, where the region&#39;s first dimension indirectly or directly represents the range of the scaled volume weight sd requested in the cargo transport requests and the region&#39;s second dimension represents the requested rate r defined as price of the chargeable weight cw, where the chargeable or billable weight cw, preferably in chargeable kg, is defined as follows: 
                if W m =0 and the volume V m =0, then cw=0,     if 0&lt;d m ≦ds, then cw=W m ×1000,     if ds&lt;d m ≦∞, then cw=V m ×1000/ds,        
            the value pairs, calculated from the scaled volume weight sd m  of a forecast cargo quantity m and its forecast demand rate r m , are each assigned to a corresponding value pair point in the two-dimensional region of the coordinate system formed by the coordinate axes and the distances between value pair points, whose associated scaled volume weight sd m  is, in the range 0&lt;sd m &lt;0.5, and the distances between value pair points, whose associated scale volume weight sd m  is in the range 0.5&lt;sd n &lt;1, are each determined and value pair points within these boundaries, in particular those which have a low distance to one another, are collected by forming clusters and each assigned to a subregion i (r/sd class) having region boundaries, within which the value pairs of a cluster lie.        

      In this case, according to the present invention, on the basis of the established clusters at least eight, particularly 16, r/sd subclasses i, particularly having equidistant volume weight class boundaries and/or having equidistant rate class boundaries, are calculated, no r/sd subclass i being formed which has a lower boundary having an sd value&lt;0.5 and an upper boundary having an sd value&gt;0.5. Accordingly, a preferred embodiment is distinguished in that all subclasses i in the coordinate system fill up approximately the same area. Neighboring classes each have a shared class boundary in this case. Furthermore, it is not harmful if, when selecting equidistant class boundaries, one or more of these run through an accumulation and/or a cluster of r/sd value pairs.  
      A refinement of the method described above is distinguished in that the chargeable total weight D i  may be determined via each r/sd subclass i by adding the chargeable weight cw of the cargo units n and/or forecast cargo quantities m classified in a class.  
      In an alternative embodiment, sd and r subclass boundaries are selected in such a way that those subclasses to which no chargeable weight may be assigned occupy the largest possible area, in particular even if the subregions have parallel class boundaries.  
      In this case, in a further embodiment, neighboring subregions expediently have shared region boundaries and/or delimitation lines and all subregions continuously cover an area which is delimited by the intersecting coordinate axes. If these coordinate axes are perpendicular to one another, the subregions preferably occupy a rectangular or square area. If the coordinate axes are not perpendicular to one another, in contrast, the subregions preferably have the shape of a parallelogram. According to a pragmatic embodiment, the coordinate axes representing the scaled volume weight may be subdivided into at least four, particularly ten, preferably equally large sections, while the coordinate axes representing the rate may be subdivided into at least three, particularly at least five, for example, five to ten sections. In this way, for example, 20 to 100 subregions and/or r/sd classes result.  
      The use of the scaled volume weight according to the method according to the present invention is connected with the advantage that a two-dimensional coordinate system is obtained as a reference system and changes of the specific volume consumption and changes of the specific weight consumption may be imaged on the coordinates of the scale volume weight in a way comparable to one another. Thus, the specific weight consumption at volume weight values above the standard volume weight ds decrease proportionally to the increase of the specific volume consumption at volume weight values below the standard volume weight ds. Therefore, each movement on the coordinate, typically the abscissa, of the scaled volume weight—if it is only equally long—results in an equal dissimilarity of a chargeable kilogram in regard to its specific weight and volume consumption. For example, the movement from a volume weight having the value 9 to a value 12 produces the identical dissimilarity as the movement from a volume weight value 0 to a volume weight value of 1. This is because in the first case, the specific weight consumption sinks by ⅙ chargeable kilogram, and in the second case, the specific volume consumption rises by ⅙ chargeable kilogram, if a standard volume weight of 6 m 3 /t is used as a basis.  
      Known cluster methods may be used for determining suitable subregions and/or r/sd classes. For example, hierarchical cluster methods such as the clusters according to “average linkage,” “single linkage,” “complete linkage,” the centroid method, or the method of minimum variance according to Ward may be used. Furthermore, the K-means clustering to calculate subregions may be considered as a cluster method. The cluster methods described above are known to those skilled in the art and are described, for example, in JMP® Statistics and Graphics Guide, Version 4, (ISBN: 1-58025-631-7), from the SAS Institute Inc., Cary, N.C., USA, 2000. Taking the specifications cited above into consideration, for example, the forecast transport requests may be imaged in classes using these cluster methods, which may then be used for each newly arriving transport request for optimizing and/or maximizing the capacity, the revenue, the chargeable weight, the capacities, and/or the cargo space of a cargo transport.  
      Using the classification described above of the forecast cargo quantities into rates/scaled volume weight classes, it is possible to generate a comprehensible optimization problem, i.e., one not provided with too many variables, which nonetheless provides approximately exact solution values, e.g., for optimized revenue. In particular, the comprehensible number of classes is suitable for the purpose of being able to prepare request forecasts for each individual class instead of having to use an overall forecast. The forecast on the level of an isolated, specific transport request, in contrast, may also hardly be forecast reliably and would additionally require an disproportionately large computing outlay. The boundaries of the subregions (r/sd classes), also called domains, are to be selected in this case in such a way that subregions which are not too large and, in addition, are not too small, are formed. Too small subregions are cumbersome for effective optimization, while subregions which are selected too large no longer allow precise prediction of the demand in regard to the rate and the volume weight.  
      In particular, in the event of too small regions, the optimization is difficult because of the predictable quantities, which are typically very small, and the manifold variables. However, with small domains, both the bid price and the preferred extreme volume weight may be determined very accurately when maximizing the chargeable weight cw. In contrast, with large regions, the optimization and the forecast may be produced more easily, however, less exact specifications of the preferred extreme volume weights when maximizing the chargeable weight cw and less accurate bid prices and a less exact revenue are obtained.  
      The two-dimensional system described above may also be referred to as the rate/volume weight diagram and/or r/sd diagram, in particular when neighboring subregions, if they do not lie at the edges of the diagram, have adjoining boundary lines on all sides. Of course, for every cargo stream, whether it is on a flight comprising only one leg, whether it is on a flight comprising multiple legs, e.g., on a segment level, or whether it is on a flight network, a separate, characteristic rate/volume weight diagram, particularly having its own distribution of the domains, must typically be prepared and/or used.  
      More preferably, for a cargo unit n and/or a cargo quantity m having a weight W n  or W m , respectively, each calculated in t, and volume V n  or V m , respectively, each calculated in m 3 , the value, particularly in kg, which is the largest in absolute value of the following two values is used as the chargeable weight cw 
 
W n/m ×1000 and  (1) 
 
V n/m ×1000/ds,  (2) 
 
 ds being a standard volume weight which may, in some embodiments correspond to the standard volume weight ds IATA  of the IATA. 
 
      An embodiment of the present invention is also provided by a method, according to which 
          a two-dimensional region is defined, comprising two intersecting coordinate axes, whose first dimension directly or indirectly reflects the region of the scaled volume weight sd demandable in cargo transport requests and whose second dimension reflects the rate r, expressed as the price of the chargeable weight cw;     neighboring subregions i having shared boundary sections are formed in the two-dimensional region, which preferably form a continuous area which is delimited along two sides by the intersecting coordinate axes, the subregions i lying in the range 0&lt;sd≦0.5 or in the range 0.5&lt;sd≦1 in regard to their values for the scaled volume weight sd, and     the subregions i each being assigned an expected total value D i  of chargeable weight cw, preferably in chargeable kg, which results from the sum of the expected individual cargo transport requests, whose associated value pairs, calculated from the rate r or chargeable weight cw and the scaled volume weight sd, being assignable to a subregion.        

      The total value D i  of expected chargeable weight cw assignable to a subregion i may be determined from historical data, as described above, and/or on the basis of forecast values.  
      Using the calculation described above of r/sd subregions or domains i, the prediction of expected cargo bookings having a specific impression may be designed significantly more efficiently. This is because the subregion boundaries may be selected broadly enough that the problem to be solved in the event of the request, whether a transport request is to be rejected or accepted, may be solved with a comprehensible effort, and, in addition, the subregion boundaries are both to be selected sufficiently narrowly so that the expected value used as a basis still represents a practicable dimension and the bid price for the weight bpw and the bid price for the volume bpv are still to be determined accurately.  
      The formation of r/sd diagrams containing multiple r/sd subregions i is thus used for the purpose of making the expected request for transport orders on the segment or O&amp;D level, if the transport is requested via multiple flights, handleable and/or for optimizing it. Accordingly, for example, a specific r/sd diagram may be used as the basis for each segment of a flight and/or each O&amp;D of a flight network.  
      Furthermore, an embodiment of the present invention is provided in that 
          an incoming transport request for a cargo unit n is accepted if the rate r n  to be expected is greater than the, particularly probable, lost profit bp n  connected with the acceptance decision, i.e. the bid price, if the maximum capacity of cargo volume V max  and/or the remaining volume capacity V rem , and the maximum capacity of cargo weight W max , and/or the remaining weight capacity W rem  would not be exceeded by accepting the cargo but gained demand, and is otherwise rejected, the lost profit bp n  being determined and/or estimated via the following equation 
 
 bp   n   =w   n   ×bpw+v   n   ×pbv,  
     bp n  standing for the bid price of a unit of a chargeable weight cw, particularly a chargeable kg, of the requested cargo unit and/or quantity, bpw standing for the price of a unit of a chargeable weight cw, particularly a chargeable kg, which only comprises weight, i.e., has a volume weight of d=0, bpv standing for the price of a unit of a chargeable weight cw, particularly of a chargeable kg, which only comprises volume, i.e., has a volume weight of d=∞, w n  standing for the specific weight consumption and v n  standing for the specific volume consumption, the specific weight consumption and/or the specific volume consumption being defined as follows: 
            if 0≦d n ≦ds, then w n =1 and v n =d n /ds,     if ds&lt;d n &lt;∞, then w n =ds/d n  and v n =1, and     if d n =∞, then w n =0 and v n =1,     d n  reflecting the volume weight of a cargo unit and/or quantity and ds reflecting the standard volume weight, and bpw and bpv being determined by solving the following problem, particularly using linear programming:  
         minimize   ⁢           ⁢     R   F       =         W     r   ⁢           ⁢   em       ×   bpw     +       V     r   ⁢           ⁢   em       ×   bpv     +       ∑   i     ⁢       D   i     ×     p   i               
   
             subject to 
 
 w   i   ×bpw+v   i   ×bpv+p   i   ≧r   i , 
 
 for all (i) 
 
bpv, bpw, p i ≧0, 
 
 for all (i) 
     R F  specifying the revenue, W rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably comprises only weight, i.e., has a volume weight of d=0, V rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably comprises only volume, i.e., has a volume weight of d=∞, D i  specifying the forecast request of the forecast domain and/or the subregion (r/sd class) i, expressed in chargeable weight cw, particularly chargeable kg, and p i  specifying the profitability of the forecast domain i, expressed in currency unit per chargeable weight cw, particularly chargeable kg, and r i , expressed as a price, preferably in an officially recognized currency unit, per chargeable weight cw, particularly chargeable kg, specifying the rate of the forecast domain i, and the weight and volume coefficients w i  and v i  being defined as follows: 
            if 0≦d i ≦ds, then w i =1 and v i =d i /ds,     if ds&lt;d i &lt;∞, then w i =ds/d i  and v i =1, and     it d i =∞, then w i =0 and v i =1, 
                d i  representing a volume weight value from the domain i, which may be a mean value or weighted mean value.    
               
               

      Using the method described above, the revenue from the utilization of the available weight and volume capacities may be maximized more effectively. Bid prices are to be understood as opportunity costs, i.e., bid prices represent the probable costs of the lost profit of an acceptance decision.  
      In an expedient embodiment, the bid price bp n  of a possible cargo transport request n is applied as follows: 
          if r n ≧bp n , the transport request n is to be accepted, if the maximum capacity of cargo volume V max  and/or the remaining volume capacity V rem , and, the maximum capacity of cargo weight W max  and/or the remaining weight capacity W rem , is not exceeded by accepting the n th  cargo transport request, and     if r n &lt;bp n , the transport request n is to be rejected, the bid price bp n  resulting as follows: w n ×bpw+v n ×bpv, and r n  specifying the rate per chargeable weight, w n  specifying the specific weight consumption and/or the weight coefficients of a transport request, v n  specifying the specific volume consumption and/or the volume coefficients of a transport request, bpw specifying the price of a unit of a chargeable weight cw, which only comprises weight, and bpv specifying the price of a unit of a chargeable weight cw, which only comprises volume, and the weight and volume coefficients being determined as follows: 
            if 0≦d n ≦ds, then w n =1 and v n =d n /ds,     if ds&lt;d n &lt;∞, then w n =ds/d n  and v n =1, and     if d n =∞, then w n =0 and v n =1.    
               

      Furthermore, a method according to the present invention is distinguished in that the bid price bp may be generally represented as a function of the volume weight as follows: 
          if 0≦d≦ds, then bp=bpw+(d/ds)×bpv,     if ds&lt;d&lt;∞, then bp=ds×bpw/d+bpv, and     if d=∞, then bp=bpv,      bp specifying the bid price, bpw specifying the price of a unit of a chargeable weight cw, expressed in units of a currency per chargeable weight, which only comprises weight, and bpv specifying the price of a unit of a chargeable weight cw, expressed in units of a currency per chargeable weight, which only comprises volume, d specifying the volume weight in general, and ds specifying the standard volume weight.        

      Alternatively, the bid price bp may also be represented as follows as a function of the scaled volume weight: 
          if 0≦sd≦0.5, then bp=bpw+2 sd×bpv,     if 0.5&lt;sd&lt;1, then bp=2(1−sd)bpw+bpv, and     if sd=1, then bp=bpv,      bp specifying the bid price, expressed in units of a currency per chargeable weight, bpw specifying the price of a unit of a chargeable weight cw, expressed in units of a currency per chargeable weight, which only comprises weight, and bpv specifying the price of a unit of a chargeable weight cw, expressed in units of a currency per chargeable weight, which only comprises volume, sd specifying the scaled volume weight in general, and ds specifying the standard volume weight.        

      In a preferred embodiment, the revenue R F  of a transport or cargo flight may be maximized as follows with the aid of linear optimization:  
      maximize  
         R   F     =       ∑   i     ⁢       r   i     ⁢     x   i             
 
      subject to  
           ∑   i     ⁢       w   i     ⁢     x   i         ≤     W     re   ⁢           ⁢   m           
           ∑   i     ⁢       v   i     ⁢     x   i         ≤     V     re   ⁢           ⁢   m           
          x i ≦D i , for all (i) and     x i ≧0, for all (i),     the index i specifying the forecast domain and/or the subregion (r/sd class), x i  specifying the request of the forecast domain i to be accepted, expressed in chargeable weight cw, D i  specifying the forecast demand of the forecast domain i, expressed in chargeable weight cw, w i  specifying the weight coefficients of the forecast domain i, v i  specifying the volume coefficients of the forecast domain i, W rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, V rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, and r i  specifying the rate of the forecast domain i, particularly in the form of a mean value or a weighted mean value, expressed as a price, preferably in an officially recognized currency unit, per chargeable weight cw, particularly chargeable kg, and the weight and volume coefficients w i  and v i  being defined as follows: 
            if 0≦d i ≦ds, then w i =1 and v i =d i /ds,     if ds&lt;d i &lt;∞, then w i =ds/d i  and v i =1,     if d i =∞, then w i =0 and v i =1 and    
            d i  representing a volume weight value from the domain i, which may be a mean value or weighted mean value.        

      With introduction of slack variables sv and sw for the volume and/or weight calculation, the above problem may be represented as follows (LP problem I):  
      maximize  
         R   F     =       ∑   i     ⁢       r   i     ⁢     x   i             
          subject to  
               ∑   i     ⁢       w   i     ⁢     x   i         +   sw     =     W     re   ⁢           ⁢   m         ,     
     ⁢           ∑   i     ⁢       v   i     ⁢     x   i         +   sv     =     V     re   ⁢           ⁢   m         ,       
 
 x   i   +s   i   =D   i , 
 
 for all (i) and 
 
s i , sv, SW, x i &gt;0, 
 
 for all (i), 
    R F  specifying the revenue over one leg of a transport, in particular flight, the index i specifying the forecast domain and/or the subregion (r/sd class), x i  specifying the request of the forecast domain i to be accepted, expressed in chargeable weight cw, D i  specifying the forecast demand of the forecast domain i, expressed in chargeable weight cw, w i  specifying the weight coefficients of the forecast domain i, v i  specifying the volume coefficients of the forecast domain i, W rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, V rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, s i , sv, and sw specifying the slack variables for the request of the forecast domain i, the volume, particularly in the form of a chargeable weight, particularly a chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, and/or the weight, particularly in the form of a chargeable weight cw, particularly a chargeable kg, which only comprises weight, i.e., has a volume weight of d=0, and r i  specifying the rate of the forecast domain i, particularly in the form of a mean value or a weighted mean value, expressed as a price, preferably in an officially recognized currency unit, per chargeable weight cw, particularly a chargeable kg, and     the weight and volume coefficients w i  and v i  being defined as follows: 
            if 0≦d i ≦ds, then w i =1 and v i =d i /ds,     if ds&lt;d i &lt;∞, then w i =ds/d i  and v i =1, and     if d i =∞, then w i =0 and v i =1,    
            d i  representing a volume weight value from the domain i, which may be a mean value or weighted mean value.        

      For this purpose, the expected demand for transport services of a specific rate/volume weight class i is D i . The rate corresponding to the rate/volume weight class i is r i . This may assume any arbitrary value from the class i, but preferably represents a mean value or weighted mean value. This applies correspondingly for D i .  
      The value of the slack variables sv provides information about the unused capacity in weight to be expected and the value of the slack variables sw provides information about the unused capacity and volume to be expected, each expressed in the present case in chargeable weight of the volume weight 0 or ∞, respectively.  
      For the case that the cargo capacity has not yet been made use of at all, W rem =W max  and V rem =V max .  
      Using the present invention, it is possible to select the above-mentioned request in regard to its rate and its specific weight and volume consumption in such a way that the revenue or the chargeable weight is maximal, and the available weight and the available volume are not exceeded. In principle, it is possible using the method described above to calculate and/or estimate the revenue and/or revenue of the still available cargo capacity based on the transport request to be expected. The empty capacities to be expected may also be calculated and/or estimated.  
      In a further embodiment, a method for optimizing the utilization and/or the maximization of the revenue of a cargo space of a cargo transport may be distinguished in that the revenue R F  for one leg of a transport or cargo flight and/or the bid price bpw for one unit of a chargeable weight cw, which only comprises weight, and/or the bid price bpv for one unit of a chargeable weight cw, which only comprises volume, may be determined as follows with the aid of linear optimization:  
      minimize  
         R   F     =         W     r   ⁢           ⁢   em       ×   bpw     +       V     r   ⁢           ⁢   em       ×   bpv     +       ∑   i     ⁢       D   i     ×     p   i               
 
      subject to 
 
 w   i   ×bpw+v   i   ×bpv+p   i   ≧r   i , 
 
 for all (i) 
 
bpv, bpw, p i ≧0, 
 
 for all (i) 
          R F  specifying the revenue, W rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably comprises only weight, i.e., has a volume weight of d=0, V rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably comprises only volume, i.e., has a volume weight of d=∞, bpw specifying the price of a unit of a chargeable weight cw, which only comprises weight, and bpv specifying the price of a unit of a chargeable weight cw, which only comprises volume, D i  specifying the demand request of the forecast domain and/or the subregion (r/sd class) i, particularly determined according to the method according to the present invention, expressed in chargeable weight cw, particularly chargeable kg, w i  specifying the weight coefficients for the forecast domain i, v i  specifying the volume coefficients for the forecast domain i, p i  specifying the profitability of the forecast domain i, expressed in currency unit per chargeable weight cw, particularly chargeable kg, and r i , expressed as a price, preferably in an officially recognized currency unit, per chargeable weight cw, particularly chargeable kg, specifying the rate of the forecast domain i, the weight and volume coefficients w i  and v i  being defined as follows: 
            if 0≦d i ≦ds, then w i =1 and v i =d i /ds,     if ds&lt;d i &lt;∞, then w i =ds/d i  and v i =1, and     if d i =∞, then w i =0 and v i =1,    
            d i  representing a volume weight value from the domain i, which may be a mean value or weighted mean value.        

      The method described immediately above represents a solution approach according to a dual model, while the previously described linear optimization problem provides a solution approach according to a primal model. The technique of linear optimization is well known to those skilled in the art and is described, for example, in H. A. Eiselt, G. Pederzoli, C. L. Sandblom in “Continuous Optimization Models (Operation Research: Theory, Techniques, Applications),” Walter de Gruyter, Inc., 1987, or in the article “Lineare Optimierung [Linear Optimization]” by H. G. Bartels in Handwörterbuch der Betriebswirtschaftslehre [Manual of Business Administration], Part 2, 5 th  Edition, pages 2953 through 2968, Poeschel Verlag, 1993.  
      For the case that in the above the chargeable weight cw of a cargo unit having a volume weight d=0 is contrasted and/or compared to its actual weight in, for example, kg or that the cargo unit is not to be expressed in chargeable weight, but rather in actual weight, a chargeable kg corresponds to the actual weight, i.e. one kg. For the case that in the above for a cargo unit the chargeable weight cw of a cargo unit is set at a volume weight d=∞, a chargeable kg results from the product volume of the cargo unit in m 3  x 1000, divided by the absolute value of the standard volume weight, which may be the standard volume weight ds IATA  of the IATA, which is currently 6. The conversion mode described above may particularly be used for a comparison of V n  and V rem  and of W n  and W rem .  
      The method according to the present invention described above, e.g., using the primal or dual model, respectively, provides solutions for transport flights which comprise a flight having only one leg and therefore also having only one segment. Of course, this method may also be expanded without anything further so that it also considers a flight having multiple legs and therefore also multiple segments. The method according to the present invention may also be applied to multiple flights simultaneously and/or to a flight network, i.e., O&amp;D controls. For example, a solution of the primal model for determining the expected free capacity for a cargo transport having multiple legs and segments can be represented as follows:  
      maximize  
         R   F     =       ∑   i     ⁢       ∑   j     ⁢       r   ij     ⁢     x   ij               
 
      subject to  
               ∑   i     ⁢       ∑   j     ⁢       a   kj     ⁢     w   ij     ⁢     x   ij           +     sw   k       =     W     k   -     re   ⁢           ⁢   m           ,     for   ⁢           ⁢   all   ⁢           ⁢   k         
               ∑   i     ⁢       ∑   j     ⁢       a   kj     ⁢     v   ij     ⁢     x   ij           +     sv   k       =     V     k   -     re   ⁢           ⁢   m           ,     for   ⁢           ⁢   all   ⁢           ⁢   k         
 
 x   ij   +s   ij   =D   ij , 
 
 for all (i, j) and 
 
s ij , sv k , sw k , x ij &gt;0, 
 
 for all (i, j) and k, 
          R F  specifying the revenue over one flight, the index k specifying the leg of a transport, in particular flight, j specifying the segment of a transport, i specifying the forecast domain and/or the subregion (r/d class) of a segment, x ij  specifying the request to be accepted for the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, a kj  specifying the forecast demand of the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, a kj  representing the index coefficients of the leg k on the segment j, a kj =0 if the leg k is not a component of the segment j and a kj =1 if the leg k is a component of the segment j, w ij  specifying the weight coefficients for the forecast domain i, v ij  specifying the volume coefficients for the forecast domain i of the segment j, W k-rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, of the leg k and V k,rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, of the leg k and s ij , sv k , and sw k  specifying the slack variables for the request of the forecast domain i on the segment j, of the volume of the leg k, particularly in the form of a chargeable weight cw, particularly a chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, and/or of the weight of the leg k, particularly in the form of a chargeable weight cw, particularly a chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, and r ij  specifying the rate of the forecast domain i of the segment j, expressed as a price, preferably in an officially recognized currency unit, for chargeable weight cw, particularly chargeable kg, the weight and volume coefficients w ij  and v ij  being defined as follows: 
            if 0≦d ij ≦ds, then w ij =1 and v ij =d ij /ds,     if ds&lt;d ij &lt;∞, then w ij =ds/d ij  and v ij =1, and     if d ij =∞, then w ij =0 and v ij =1,    
            d ij  representing a volume weight value from the domain i of the segment j, in particular a mean value or weighted mean value.        

      According to the method described above, in addition to the revenue R F , the probable unused remaining capacity, particularly the probable unused weight and/or volume capacity may be determined for a transport or cargo flight having at least one segment.  
      The solution approach of the primal model described above also has a corresponding form in the following dual model, according to which the revenue R F  and/or the bid price, particularly the volume-specific bid price bpv and/or the weight-specific bid price bpw, for a transport or cargo flight having at least one segment may be determined as follows with the aid of linear optimization:  
      minimize  
         R   F     =         ∑   k     ⁢       W     k   -     re   ⁢           ⁢   m         ×     bpw   k         +       ∑   k     ⁢       V     k   -     r   ⁢           ⁢   em         ×     bpv   k         +       ∑   i     ⁢       ∑   j     ⁢       D   ij     ×     p   ij                 
 
      subject to 
 
 Σa   kj    w   ij   ×bpw   k   +Σ a   kj    v   ij   ×bpvk+p   ij ≦4 ij ,
 
 for all (i, j) 
 
bpv k , bpw k , p ij &gt;0, 
 
 for all (i, j) and k, 
          RF specifying the revenue over one flight, W k-rem  specifying the still available weight capacity of the leg k, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, and V k-rem  specifying the still available volume capacity of the leg k, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, bpw k  specifying the bid price of the weight capacity of the leg k, bpv k  specifying the bid price of the volume capacity of the leg k, D ij  specifying the forecast demand of the forecast domain and/or subregion (r/d class) i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, w ij  specifying the weight coefficients for the forecast domain i of the segment j, v ij  specifying the volume coefficients for the forecast domain i of the segment j, a kj  representing the index coefficients of the leg k on the segment j, a kj =0 if the leg k is not a component of the segment j and a kj =1 if the leg k is a component of the segment j, and p ij  specifying the profitability of the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg and r ij  specifying the rate of the forecast domain i of the segment j, expressed as a price, preferably in an officially recognized currency unit, for chargeable weight cw, particularly chargeable kg, the weight and volume coefficients w ij  and v ij  being defined as follows: 
            if 0≦d ij ≦ds, then w ij =1 and v ij =d ij /ds,     if ds&lt;d ij &lt; 28  , then w ij =ds/d ij  and v ij =1, and     if d ij =∞, then w ij =0 and v ij =1,     d ij  representing a volume weight value from the domain i of the segment j,     in particular a mean value or weighted mean value. 
 
 Instead of plotting the established scaled volume weight values for the cargo units n on a coordinate of a two-dimensional coordinate system, for reasons of clarity, the unscaled volume weight values corresponding thereto may be reproduced. The distances between two volume weight values are still always based in this case on the difference of the corresponding scaled volume weights. In the same way, equidistant positions may be fixed on the volume weight coordinates to visualize the scaled volume weights. A preferred method is accordingly distinguished in that the unscaled volume weight is reproduced as follows: 
   
               

      i) the volume weight range 0 to ∞ (volume/weight) is assigned a whole, finite, equidistantly positioned number of 1 through p positions;  
      ii) a volume weight d Position  based on the scaled volume weight is assigned to each position on the scale at the location of the corresponding position, 
          position=1 d Position =0,        

      1&lt;position≦(p−1)2+1 d Position =2 (position−1)/(p−1)×ds, 
          (p−1)/2+1≦position&lt;p d Position =[(p−1)/2(p−position)]×ds,     position=p d positon =∞.        

      A further method for optimizing the utilization and/or the maximization of the revenue of a cargo space of a cargo transport comprising at least one segment j having at least one leg k and determining the free capacity for a cargo transport, in relation to the volume weight of a cargo unit, is distinguished in that: 
      a) for incoming transport requests for cargo units n having the rate r n , the volume V n , preferably in [m 3 ], the weight W n , preferably in [t], and the volume weight d n , the free capacity fc j  of a segment j is first determined as a function of the volume weight d n  via: 
        if 0&lt;sw j ≦sv j  and 0≦d n ≦ds, then fc j =sw j ,     if 0&lt;sw j ≦sv j  and ds&lt;d n ≦ds×(sv j /sw j ), then fc j =(d/ds)×sw j ,     if 0&lt;sw j ≦sv j  and ds×(sv j /sw j )&lt;d n &lt;∞, then fc j =sv j ,     if sw j &gt;sv j &gt;0 and 0≦d n ≦ds×(sv j /sw j ), then fc j =sw j ,     if sw j &gt;sv j &gt;0 and ds×(sv j /sw j )&lt;d n ≦ds, then fc j =(ds/d n )×sv j ,     if sw j &gt;sv j &gt;0 and ds&lt;d n ≦∞, then fc j =sv j ,     if sw j =0 and sv j &gt;0 and 0≦d n &lt;∞, then fc j =0,     if sw j =0 and sv j &gt;0 and d n =∞, then fc j =sv j ,     if sw j &gt;0 and sv j =0 and d n =0, then fc j   =sw   j ,     if sw j &gt;0 and sv j =0 and 0&lt;d n ≦∞, then fc j =0, and     if sw j =0 and sv j =0, then fc j =0, the above parameters having the following meaning:     sw j  represents the expected unused weight capacity of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=0, sw j  being defined as Min {sw k , for all k, for which ak j =1},     sv j  represents the expected unused volume capacity of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=∞, sv j  being defined as Min {sv k , for all k, for which ak j =1}, 
            ak j =1 if the leg k is contained in the segment j and     ak j =0 if the leg k is not contained in the segment j,    
            cw n  represents the chargeable weight cw of the transport requests n, expressed in chargeable kg,     fc j  represents the free available capacity having the volume weight d n , expressed in chargeable weight cw, particularly chargeable kg,     d represents the volume weight, preferably in m 3 /t,     d n  represents the volume weight of a cargo unit n, preferably in m 3 /t, which is determined as follows: 
            if the weight W n  of the cargo unit n&gt;0 and the volume V n  of the cargo unit n≧0, then the volume weight d n=(V   n /W n ),     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit n&gt;0, then the volume weight d n =∞, and     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit=0, then the volume weight d n  is indeterminate,    
           
       

      ds represents the standard volume weight; 
      b) the chargeable weight cw n  of the transport request n is determined as follows: 
        if the weight W n  in t is equal to 0 and the volume V n  in m 3  is equal to 0, then cw n =0,     if 0≦d n &lt;ds, then cw n =W n ×1000 and     if ds&lt;d n &lt;∞, then cw n  V n ×1000/ds;    
        c) if the chargeable weight cw n &lt;fc j , the transport request is accepted and, if the chargeable weight cw n &gt;fc j , the transport request is accepted, if, for the transport request of a cargo unit n, the bid price bp n ≦r n , and if V n ≦V rem  and W n ≦W rem , and otherwise the transport request is rejected.    

      In this case, according to the present invention, the bid price bp j  may be determined via the following equation 
 
 bp   j   =w   n   ×bpw   j   +v   n   ×bpv   j , 
 
 bp j  standing for the bid price of a unit of a chargeable weight cw, particularly a chargeable kg, of the requested cargo unit and/or quantity for a segment j at a volume weight d n , bpw j  standing for the weight capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg having the volume weight d n =0 (price of the weight capacity of the segment j), bpv j  standing for the volume capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg, having the volume weight d n =0 (price of the volume capacity of the segment j), bpw j  being defined as the sum of the weight bid prices of all legs k which are on the segment j, i.e., bpw j =Σ k  a kj ×bpw k , and bpv j  being defined as the sum of the volume bid prices of all legs k which are on the segment j, i.e., bpv j =Σ k  ak j ×bpv k , ak j =1 if the leg k is contained in the segment j and ak j =0 if the leg k is not contained in the segment j, and w n  standing for the specific weight consumption and v n  standing for the specific volume consumption, the specific weight consumption and the specific volume consumption being defined as follows, respectively: 
          if 0≦d n ≦ds, then w n =1 and v n =d n /ds,     if ds&lt;d n &lt;∞, then w n =ds/d n  and v n =1, and     if d n =∞, then w n =0 and v n =1,        

      d n  indicating the volume weight of a cargo unit and/or quantity and ds indicating the standard volume weight, and bpw k  and bpv k  being determined by solving the following problem, particularly using linear programming:  
      minimize  
         R   F     =         ∑   k     ⁢       W     k   -     re   ⁢           ⁢   m         ×     bpw   k         +       ∑   k     ⁢       V     k   -     r   ⁢           ⁢   em         ×     bpv   k         +       ∑   i     ⁢       ∑   j     ⁢       D   ij     ×     p   ij                 
 
      subject to 
 
 Σa   kj    w   ij   ×bpw   k   +Σa   kj    v   ij    ×bpv   k   +p   ij   ≧r   ij , 
 
 for all (i, j) 
 
 bpv   k   , bpw   k   , p   ij &gt;0, 
 
 for all (i, j) and k, 
 
      R F  specifying the revenue over one flight, W k-rem  specifying the still available weight capacity of the leg k, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, V k-rem  specifying the still available volume capacity of the leg k, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, bpw k  specifying the bid price of the weight capacity of the leg k, bpv k  specifying the bid price of the volume capacity of the leg k, D ij  specifying the forecast demand of the forecast domain i and/or subregion (r/d class) i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, w ij  specifying the weight coefficients for the forecast domain i of the segment j, v ij  specifying the volume coefficients for the forecast domain i of the segment j, a kj  representing the index coefficients of the leg k on the segment j, a kj =0 if the leg k is not a component of the segment j and a kj =1 if the leg k is a component of the segment j, and p ij  specifying the profitability of the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg and r ij  specifying the rate of the forecast domain i of the segment j, expressed as a price, preferably in an officially recognized currency unit, for chargeable weight cw, particularly chargeable kg, the weight and volume coefficients w ij  and v ij  being defined as follows: 
          if 0≦d ij ≦ds, then w ij =1 and v ij =d ij /ds,     if ds&lt;d ij &lt;∞, then w ij =ds/d ij  and v ij =1, and     if d ij =∞, then w ij =0 and v ij =1,        

      d ij  representing a volume weight value from the domain i of the segment j, in particular a mean value or weighted mean value.  
      According to a further embodiment of the present invention, the expected unused weight capacity sw j  of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=0, and the expected unused volume capacity sv j  of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=∞, may be determined via Min {sw k , for all k, for which ak j =1} and Min {sv k , for all k, for which ak j =1}, and the values for sw k  and sv k  being determined by solving the following problem with the aid of linear optimization:  
      maximize  
         R   F     =       ∑   i     ⁢       ∑   j     ⁢       r   ij     ⁢     x   ij               
 
      subject to  
               ∑   i     ⁢       ∑   j     ⁢       a   kj     ⁢     w   ij     ⁢     x   ij           +     sw   k       =     W     k   -     r   ⁢           ⁢   em           ,     for   ⁢           ⁢   all   ⁢           ⁢   k         
               ∑   i     ⁢       ∑   j     ⁢       a   kj     ⁢     v   ij     ⁢     x   ij           +     sv   k       =     V     k   -     r   ⁢           ⁢   em           ,     for   ⁢           ⁢   all   ⁢           ⁢   k         
 
 x   ij   +s   ij   =D   ij , 
 
 for all (i, j) and 
 
s ij , sv k , sw k , x ij &gt;0, 
 
 for all (i, j) and k, 
 
      R F  specifying the revenue over one flight, the index k specifying the leg of a transport, in particular flight, j specifying the segment of a transport, i specifying the forecast domain and/or the subregion (r/d class) of the segment, x ij  specifying the request to be accepted for the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, D ij  specifying the forecast demand of the forecast domain i of the segment j, expressed in chargeable weight cw, particularly chargeable kg, a kj  representing the index coefficients of the leg k on the segment j, a kj =0 if the leg k is not a component of the segment j and a kj =1 if the leg k is a component of the segment j, w ij  specifying the weight coefficients for the forecast domain i of the segment j, v ij  specifying the volume coefficients for the forecast domain i, W k-rem  specifying the still available weight capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, of the leg k and V k-rem  specifying the still available volume capacity, expressed in chargeable weight cw, particularly chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, of the leg k and s ij , sv k , and sw k  specifying the slack variables for the request of the forecast domain i on the segment j, of the volume of the leg k, particularly in the form of a chargeable weight cw, in particular chargeable kg, which preferably only comprises volume, i.e., has a volume weight of d=∞, and/or of the weight of the leg k, particularly in the form of a chargeable weight cw, particularly a chargeable kg, which preferably only comprises weight, i.e., has a volume weight of d=0, and r ij  specifying the rate of the forecast domain i of the segment j, expressed as a price, preferably in an officially recognized currency unit, for chargeable weight cw, particularly chargeable kg, 
          the weight and volume coefficients w ij  and v ij  being defined as follows: 
            if 0≦d ij ≦ds, then w ij =1 and v ij =d ij /ds,     if ds&lt;d ij &lt;∞, then w ij =ds/d ij  and v ij =1, and     if d ij =∞, then w ij =0 and v ij =1,    
               

      d ij  representing a volume weight value from the domain i of the segment j, in particular a mean value or weighted mean value.  
      Furthermore, the utilization and/or the maximization of the revenue of a cargo space of a cargo transport comprising at least one segment j having at least one leg k may be optimized by determining the free capacity for a cargo transport, in relation to the scaled volume weight of a cargo unit, in that 
      a) for incoming transport requests for cargo units n having the rate r n,  the volume V n,  preferably in [m 3 ], the weight W n , preferably in [t], the chargeable weight cw n , the volume weight d n , and the scaled volume weight sd n , the free capacity fc j  of a segment is first determined as a function of the scaled volume weight sd n  via: 
        if 0&lt;sw j ≦sv j  and 0≦sd n &lt;0.5, then fc j =sw j ,     if 0&lt;sw j ≦sv j  and 0.5&lt;sd n ≦0.5×(sv j /sw j ), then fc j =sw j /(2(1−sd n )),     if 0&lt;sw j ≦sv j  and 0.5×(sv j /sw j )&lt;sd n ≦1, then fc j =sv j ,     if sw j &gt;sv j &gt;0 and 0≦sd n &lt;0.5×(sv j /sw j ), then fc j =sw j ,     if sw j &gt;sv j &gt;0 and 0.5×(sv j /sw j )&lt;sd n ≦0.5, then fc j =sv j /2 sd n ,     if sw j &gt;sv j &gt;0 and 0.5&lt;sd n ≦1, then fc j =sv j ,     if sw j =0 and sv j &gt;0 and 0≦sd n ≦1, then fc j =0,     if sw j =0 and sv j &gt;0 and sd n =1, then fc j =sv j ,     if sw j &gt;0 and sv j =0 and sd n =0, then fc j =sw j ,     if sw j &gt;0 and sv j =0 and 0&lt;sd n ≦1, then fc j =0,and     if sw j =0 and sv j =0, then fc j =0,      the preceding parameters having the following meaning:     sw j  represents the expected unused weight capacity of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=0, sw j  being defined as Min {sw k , for all k, for which ak j =1},     sv j  represents the expected unused volume capacity of a segment j, expressed in chargeable weight cw, particularly chargeable kg having the volume weight d=∞, sv j  being defined as Min {sv k , for all k, for which ak j =1},      ak j =1 if the leg k is contained in the segment j and      ak j =0 if the leg k is not contained in the segment j,     cw n  represents the chargeable weight cw of the transport requests n, expressed in chargeable kg,     fc j  represents the free available capacity having the scaled volume weight sd n , expressed in chargeable weight cw, particularly chargeable kg,     d n  represents the volume weight of a cargo unit n, preferably in m 3 /t, which is determined as follows: 
            if the weight W n  of the cargo unit&gt;0 and the volume V n  of the cargo unit≧0, then the volume weight d n =(V n /W n ),     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit n&gt;0, then the volume weight d n =∞, and     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit=0, then the volume weight d n  is indeterminate,    
            on the basis of the established volume weight d n , the scaled volume weight sd n  is determined, 
                if d n =0, then sd n =0,     if 0&lt;d n ≦ds, then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =∞, then sd n =1,         ds being a given standard volume weight, preferably in m 3 /t, which may in some embodiments correspond to the standard volume weight ds IATA  of the IATA;    
           
        b) the chargeable weight cw is determined according to: 
            if the weight W n  in t is equal to 0 and the volume V n  in m 3  is equal to 0, then cw n =0,     if 0≦sd n &lt;0.5, then cw n =W n ×1000 and     if 0.5&lt;sd n &lt;1, then cw n =V n ×1000/ds;        
        c) if the chargeable weight cw n &lt;fcj, the transport request is accepted and, if the chargeable weight cw n &gt;fc j , the transport request is accepted, if, for the transport request of a cargo unit n, the bid price bp n &lt;r n , and if V n ≦V rem  and W n ≦W rem , and otherwise the transport request is rejected.    

      For this purpose, it is preferable that the volume capacity V, in particular the remaining volume capacity V rem  and/or the maximum volume capacity V max , are expressed as chargeable weight cw, particularly chargeable kg, having the volume weight d=∞ and/or the weight capacity W, particularly the remaining weight capacity W rem  and/or the maximum weight capacity W max , are expressed as chargeable weight cw, particularly chargeable kg, having the volume weight d=0.  
      Furthermore, the utilization and/or the maximization of the revenue of a cargo space of a cargo transport comprising at least one segment j having at least one leg k may be optimized by determining the revenue of the lowest-value subregions of expected cargo transport requests (bid price) for a segment as a function of the volume weight d, in that 
      a) for incoming transport requests for cargo units n having the rate r n , the volume V n , the weight W n , and the volume weight d n , the bid price bpj is determined as follows: 
        if 0≦d n ≦ds, then bp j =bpw j +(d n /ds)×bpv j ,     if ds&lt;d n &lt;∞, then bp j =(ds/d n )×bpw j +bpv j , and     if d n =∞, then bp j =bpv j ,    
       

      the preceding parameters having the following meaning: 
          d n  is the volume weight of the transport request     ds is the standard volume weight     bp j  is the bid price of the segment j at a volume weight d,     bpw j  is the weight capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg having the volume weight d n =0 (price of the weight capacity of the segment j),     bpv j  is the volume capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg having the volume weight d n =0 (price of the volume capacity of the segment j),     bpw j  being defined as the sum of the weight bid prices of all legs k which are on the segment j, i.e., bpw j =Σ k  a kj ×bpw k , and bpv j  being defined as the sum of the volume bid prices of all legs k which are on the segment j, i.e., bpv j =Σ k  a kj ×bpv k ,     ak j =1 if the leg k is contained in the segment j and     ak j =0 if the leg k is not contained in the segment j, and     representing the volume weight of a cargo unit n, preferably in m 3 /t and being determined as follows: 
            if the weight W n  of the cargo unit&gt;0 and the volume V n  of the cargo unit≧0, then the volume weight d n =(V n /W n )     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit&gt;0, then the volume weight d n =∞,     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit=0, then the volume weight d n  is indeterminate,    
                b) the chargeable weight cw n  of the transport request n is determined as follows: 
            if the weight W n  in t is equal to 0 and the volume V n  in m 3  k is equal to 0, then cw n =0,     if 0≦d n ≦ds, then cw n =W n ×1000 and     if ds&lt;d n ≦∞, then cw n =V n ×1000/ds;        
        c) if the rate r n ≧bp j  and if V n ≦V rem  and W n ≦W rem , the transport request is accepted and, if the rate r n &lt;bp j , the transport request is rejected.    

      Finally, according to the present invention, it is also possible to use the scaled volume weight sd to optimize the utilization and/or the maximization of the revenue of a cargo space of a cargo transport comprising at least one segment j having at least one leg k by determining the revenue from the lowest-value subregions of expected cargo transport requests. In this case, 
      a) for incoming transport requests for cargo units n having the rate r n , the volume V n , the weight W n , the volume weight d n , and the scaled volume weight sd n , the bid price bp j  may be determined as follows: 
        if 0≦sd n &lt;0.5, then bp j =bpw j +2 sd n ×bpv j ,     if 0.5&lt;sd n &lt;1, then bp j =2(1−sd n )×bpw j +bpv j , and     if d n =1, then bp j =bpv j ,     the preceding parameters having the following meanings:     d n  is the volume weight of the transport request     sd n  is the scaled volume weight of the transport request     bp j  is the bid price of the segment j at a scaled volume weight sd n       bpw j  is the weight capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg having the volume weight d n =0 (price of the weight capacity of the segment j),     bpv j  is the volume capacity access price of the segment j, expressed in price per chargeable weight cw, particularly per chargeable kg having the volume weight d n =∞ (price of the volume capacity of the segment j),     bpw j  being defined as the sum of the weight bid prices of all legs k which are on the segment j, i.e., bpw j =Σ k  a kj ×bpw k , and bpv j  being defined as the sum of the volume bid prices of all legs k which are on the segment j, i.e., bpv j =Σ k  a kj ×bpv k ,     ak j =1 if the leg k is contained in the segment j and     ak j =0 if the leg k is not contained in the segment j, and     representing the volume weight of a cargo unit n, preferably in m 3 /t and being determined as follows: 
            if the weight W n  of the cargo unit&gt;0 and the volume V n  of the cargo unit≧0, then the volume weight d n =(V n /W n ),     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit&gt;0, then the volume weight d n =∞,     if the weight W n  of the cargo unit=0 and the volume V n  of the cargo unit=0, then the volume weight d n  is indeterminate, and     on the basis of the established volume weight d, the scaled volume weight sd n  is determined as follows: 
                if d n =0, then sd n =0,     if 0&lt;d n ≦d s , then sd n =d n /2ds,     if ds&lt;d n &lt;∞, then sd n =1−ds/2d n , and     if d n =∞, then sd n =1,    
                ds being a given standard volume weight, preferably in m 3 /t, which may in some embodiments correspond to the standard volume weight ds IATA  of the IATA;    
           
        b) the chargeable weight cw n  of the transport request n is determined as follows: 
            if the weight W n  in t is equal to 0 and the volume V n  in m 3  is equal to 0, then cw n =0,     if 0≦sd n &lt;0.5, then cw n =W n ×1000 and     if 0.5&lt;sd n &lt;1, then cw n =V n ×1000/ds;        
        c) if the rate r n ≦bp j  and if V n &lt;V rem  and W n &lt;W rem , the transport request is accepted and, if the rate r n &lt;bp j , the transport request is rejected.    

      The methods according to the present invention are, of course, accessible to computer-aided and/or computer-implemented processing and may be provided on a computer system and/or implemented using such a system. Accordingly, such systems, which implement and/or embody the methods described above, are also included by the present invention.  
      The present invention also comprises a computer program having program code means to perform all steps according to the method according to the present invention when the program is executed on a computer. The present invention further comprises a computer program having the program code means described above, which are stored on a computer-readable medium or other computer-readable data carrier. Finally, the present invention relates to a computer program product having program code means stored on a machine-readable medium or carrier to perform all steps according to the method according to the present invention when the program is executed on a computer.  
       FIGS. 1-10  illustrate exemplary embodiments of the present invention that aid in an understanding of the disclosure provided above but do not limit the invention to the precise forms disclosed or illustrated.  FIG. 1  shows an r/sd diagram for segment of a flight. The scaled volume weight is plotted on the abscissa, while the ordinate shows the rate of cargo units in the unit euro per chargeable kg. For better illustration, only selected values of the scaled volume weight are shown on the abscissa (d 1 =0, d 4 =0.5, d 7 =1). The placeholders d 2  and d 3  and/or d 5  and d 6  for the scaled volume weight values d are shown in between at equal intervals, which form the boundary values for selected subregions. As a result, the intervals between subregion boundaries on the abscissa are based on the scaled volume weight and not on the volume weight.  
      Overall, the r/sd diagram shown is divided by the selection of the subregions d 1  through d 7  into eight columns. By fixing boundary values for the rate r on the ordinate, in the present case a total of 48 subregions i, which all have an identical rectangular shape, are obtained. It is especially favorable if no subregion i of sd values is delimited which contains the value 0.5, representing the standard volume weight. Accordingly, the subregion boundaries run along the value 0.5, i.e., no subregion simultaneously includes cargo units of lower and higher density.  
      An expected total demand D i  of chargeable weight cw to be transported for a segment may now be assigned to the individual subregions i. In the present exemplary embodiment, the value 123 chargeable kg is assigned to the subregion  22 , i.e., it is assumed that cargo transport requests relating to cargo units having a scaled volume weight in the boundaries of d 4  and d 5  having a rate in the boundaries r 5  and r 6  will make up a total of 123 chargeable kg for the segment under discussion. Of course, there may also be subregions i in the diagram, to which the value 0 chargeable kg is assigned. For this case, no cargo is expected having a scaled volume weight and a rate which may be assigned to this subregion.  
      The expected total demand capacity D i  of a subregion i may be derived from historical data, in particular even from a statistical analysis. For example, the boundaries of the particular subregions may be placed in such a way that they image and/or enclose the value pair clusters. However, the values D i  may also be estimated and/or predefined on the basis of other, e.g., current conditions. For cargo flights, typically a maximum of 100 subregions are sufficient in order to image value pair clusters coming into consideration sufficiently precisely. If one considers that a cargo flight typically comprises not more than 15 segments, a total of 1500 subregions i are available for a cargo flight.  
      Multiple abscissa illustrations are shown one on top of another in  FIG. 2 , which show the volume weight of the cargo in different ways. Line a) shows the volume weight as the scaled volume weight; line b) shows the unscaled volume weight, aligned to the corresponding values of line a), a standard volume weight of 6 m 3  per ton being used for the purpose of calculation. Lines c) and d) show the logarithmically scaled volume weight, while the unscaled volume weight is shown in e).  
       FIG. 3  shows a diagram in which the volume weight is illustrated on the abscissa and the corresponding scaled volume weight is illustrated parallel thereto, and in which both the weight consumption and the volume consumption of a chargeable kilogram are shown on the ordinate. For reasons of equal treatment of weight and volume, the specific consumption is specified in each case in chargeable kilograms (instead of in kilograms and cubic meters). As long as the cargo has a volume weight which is less than or equal to the standard volume weight (in the present case 6 m 3  per ton), the specific volume consumption runs linearly, and the specific weight consumption is always 1 chargeable kilogram having the volume weight 0. If one also uses the unscaled volume weight as the basis for cargo having volume weight values which are greater than the standard volume weight, with increasing volume weight, the specific weight consumption does not fall linearly (see also  FIG. 4 ). Only when the scaled volume weight values are used for this cargo having high volume weight, using which even infinite volume weight may be imaged adequately, a linear drop for the specific weight consumption results, as shown in  FIG. 5 .  
       FIG. 6  represents a r/sd diagram, in which a bid price curve prepared with the aid of linear programming using the dual model has been drawn. Accordingly, cargo transport requests, whose value pair points comprising rate and scaled volume weight lie on or below this bid price curve are to be rejected, and all other transport requests may be accepted, as long as the maximum weight and volume capacities are not exceeded. Using the diagram shown in  FIG. 6 , it is easily possible to represent the bid price as a function of the scaled volume weight. In this case, the intersections of this bid price curve with the coordinate axis at a scaled volume weight of 0 provide the bid price bpw of a segment for cargo which only comprises weight, and, at a scaled volume weight of 1, provide the bid price bpv of a segment for cargo which only comprises volume.  
       FIGS. 7 and 8  each represent a diagram in which decision curves prepared with the aid of linear programming using the primal model have been drawn. The decision curve results with the aid, for example, of the LP problem solution according to application claims  27 ,  30 ,  32  and/or  33  as filed herewith and provides information about the probable unused remaining chargeable weight as a function of its volume weight. Cargo transport requests, whose value pair points comprising its chargeable weight and its scaled volume weight lie on or above this decision curve, are always to be accepted. Using the diagram shown in  FIGS. 7 and 8  it is easily possible to decide during the running booking period which cargo transport requests are always to be accepted and which are always to be rejected. The cargo transport requests which are always to be accepted according to this rule are to be considered advantageous, since they may be booked in the capacity which would otherwise probably remain unused.  
      The difference between  FIG. 7  and  FIG. 8  is that, for demonstration purposes, in  FIG. 7  the probable unused remaining volume capacity was varied, while in  FIG. 8  the probable remaining unused weight capacity was varied. Of course, the abscissas of FIGS.  7  and 8, which show the volume weight, are based on the scale of the scaled volume weight, corresponding to lines a) and b) of  FIG. 2 . Because in  FIG. 7  the probable unused remaining chargeable weight is composed of the probable unused remaining weight and the probable unused remaining volume, the function is plotted for different values of the probable unused remaining volume. In this way, an overview of possible function curves is obtained as a function of the parameter of the probable unused remaining volume. Because in  FIG. 8  the probable unused remaining chargeable weight is composed of the probable unused remaining weight and the probable unused remaining volume, the function is plotted for different values of the probable unused remaining weight. In this way, an overview of possible function curves is obtained as a function of the probable unused remaining weight.  
       FIGS. 9 and 10  each represent a diagram in which decision curves prepared with the aid of linear programming using the dual model have been drawn. The decision curve results, for example, with the aid of the LP problem solution according to application claims  28 ,  31 ,  35 , and/or  36  as filed herewith and provides information about the optimum capacity access price of a chargeable kilogram as a function of its volume weight. Cargo transport requests whose value pair points, comprising its rate for chargeable weight and its scaled volume weight, lie on or above this decision curve are always to be accepted. Using the diagram shown in  FIGS. 9 and 10 , it is easily possible to decide during the running booking period which cargo transport queries are always to be accepted (if the maximum volume and weight capacity may be maintained) and which are always to be rejected. The cargo transport requests which are always to be accepted according to this rule are to be considered advantageous, since their rate per chargeable weight is above the bid price per chargeable weight (which represents the probable displacement costs).  
      The difference between  FIG. 9  and  FIG. 10  is that, for demonstration purposes, in  FIG. 9  the bid price weight was varied, while in  FIG. 10  the bid price volume was varied. Of course, the abscissas of  FIGS. 9 and 10 , which show the volume weight, are based on the scale of the scaled volume weight, corresponding to lines a) and b) and of  FIG. 2 . Because in  FIG. 9  the capacity access price is composed of the capacity access price weight and the capacity access price volume, the function is plotted for different values of the capacity access price weight. In this way, an overview of possible function curves is obtained as a function of the parameter of the capacity access price weight. Because in  FIG. 10  the capacity access price is composed of the capacity access price weight and the capacity access price volume, the function is plotted for different values of the capacity access price volume. In this way, an overview of possible function curves is obtained as a function of the parameter of the capacity access price volume.  
      The features of the present invention disclosed in the above description, in the claims, and in the drawings, and all equivalents thereof, may be used both individually and in any arbitrary combination for implementing the present invention in its various embodiments.