By Christian Liebchen, Rolf H. Möhring (auth.), Frank Geraets, Leo Kroon, Anita Schoebel, Dorothea Wagner, Christos D. Zaroliagis (eds.)
This cutting-edge survey positive aspects papers that have been chosen after an open name following the overseas Dagstuhl Seminar on Algorithmic tools for Railway Optimization held in Dagstuhl fort, Germany, in June 2004. the second one a part of the amount constitutes the refereed complaints of the 4th overseas Workshop on Algorithmic tools and types for Optimization of Railways held in Bergen, Norway, in September 2004.
The quantity covers algorithmic tools for reading and fixing difficulties bobbing up in railway optimizations, with a different concentrate on the interaction among railway and different public transportation structures. Beside algorithmics and mathematical optimization, the relevance of formal types and the effect of functions on challenge modeling also are thought of. moreover, the papers handle experimental stories and necessary prototype implementations.
The 17 complete papers awarded the following have been conscientiously reviewed and chosen from a variety of submissions and are geared up into topical sections overlaying community and line making plans, timetabling and timetable details, rolling inventory and workforce scheduling, and real-time operations.
Read Online or Download Algorithmic Methods for Railway Optimization: International Dagstuhl Workshop, Dagstuhl Castle, Germany, June 20-25, 2004, 4th International Workshop, ATMOS 2004, Bergen, Norway, September 16-17, 2004, Revised Selected Papers PDF
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Additional resources for Algorithmic Methods for Railway Optimization: International Dagstuhl Workshop, Dagstuhl Castle, Germany, June 20-25, 2004, 4th International Workshop, ATMOS 2004, Bergen, Norway, September 16-17, 2004, Revised Selected Papers
In the sequel, we translate their ideas into the PESP plus some additional variables and constraints. Consider a station S that is a terminus for the two lines 1 and 2. Denote by ai and di the arrival and departure events in station S of line i. We introduce the following arcs a11 = (a1 , d1 ) and a22 = (a2 , d2 ), a12 = (a1 , d2 ) and a21 = (a2 , d1 ). The eﬀective waiting times for the trains in S are x ˜11 + x ˜22 if trains stay on their lines, or x ˜12 + x ˜12 if trains switch lines. Notice that (a11 , a21 , a22 , a12 ) is an oriented cycle.
N∗ . To prevent the original line segments from being matched with an artiﬁcial event, we require πdi − πai ∈ [0, h] for all i = n + 1, . . , n∗ . By construction, the only feasible timetables let the original arrivals and departures alternate. e. πai := (i − 1) Tn , are infeasible under these settings if n∗ < 2n, since they do not provide n∗ − n empty slots. Recall that so far we have considered only one direction. Hence, there is no mechanism yet to bind the matching of one direction to that of the opposite 34 C.
Note that these other process time supplements may be handled in the same way as the running time supplements. In general, higher running time supplements lead to a better punctuality of the railway services. However, higher running time supplements also lead to higher planned running times. This means that the planned travel times of the passengers increase as well. Note that these planned travel times do not only depend on the total amount of running time supplements, but also on the distribution of the running time supplements among the trips in the timetable.