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Durhuus and Jonsson (1995) introduced the class of “locally constructible” (LC) 3-spheres and showed that there are only exponentially-many combinatorial types of simplicial LC 3-spheres. Such upper bounds are crucial for the convergence of models for 3D quantum gravity.
We characterize the LC property for d-spheres ("the sphere minus a facet collapses to a (d-2)-complex") and for d-balls. In particular, we link it to the classical notions of collapsibility, shellability and constructibility, and obtain hierarchies of such properties for
simplicial balls and spheres. The main corollaries from this study are: (1.) Not all simplicial 3-spheres are locally constructible. (This solves a problem by Durhuus and Jonsson.)
(2.) There are only exponentially many shellable simplicial 3-spheres with given number of facets. (This answers a question by Kalai.)
(3.) All simplicial constructible 3-balls are collapsible. (This answers a question by Hachimori.)
(4.) Not every collapsible 3-ball collapses onto its boundary minus a facet. (This property appears in papers by Chillingworth and Lickorish.)
Modelling incompressible ideal fluids as a finite collection of
vortex filaments is important in physics (super-fluidity, models for the
onset of turbulence) as well as for numerical algorithms used in computer
graphics for the real time simulation of smoke. Here we introduce
a time-discrete evolution equation for arbitrary closed polygons in 3-
space that is a discretisation of the localised induction approximation of
filament motion. This discretisation shares with its continuum limit the
property that it is a completely integrable system. We apply this polygon
evolution to a significant improvement of the numerical algorithms
used in Computer Graphics.
We develop a generic method for constructing a weak static minimum
variance hedge for a wide range of derivatives that may involve optimal exercise features or contingent cash flow streams, to provide a hedge along a
sequence of future hedging dates. The optimal hedge is constructed using
a portfolio of preselected hedge instruments which could be derivatives
with different maturities. The hedge portfolio is weakly static in that
it is initiated at time zero, does not involve intermediate re-balancing,
but hedges may be gradually unwound over time. We study the static
hedging of a convertible bond to demonstrate the method by an example
that involves equity and credit risk. We investigate the robustness of the
hedge performance with respect to parameter and model risk by numerical
experiments.
We introduce an optimization model for the line planning problem in a public transportation system that aims at minimizing operational costs while ensuring a given level of quality of service in terms of available transport capacity. We discuss the computational complexity of the model for tree network topologies and line structures that arise in a real-world application at the Trolebus Integrated System in Quito. Computational results for this system are reported.
The optimization of fare systems in public transit allows to pursue
objectives such as the maximization of demand, revenue, profit, or
social welfare. We propose a non-linear optimization approach to fare
planning that is based on a detailed discrete choice model of user
behavior. The approach allows to analyze different fare structures,
optimization objectives, and operational scenarios involving, e.g.,
subsidies. We use the resulting models to compute optimized fare
systems for the city of Potsdam, Germany.
A biological regulatory network can be modeled as a discrete function f that contains all available information on network component interactions. From f we can derive a graph representation of the network structure as well as of the dynamics of the system. In this paper we introduce a method to identify modules of the network that allow us to construct the behavior of f from the dynamics of the modules. Here, it proves useful to distinguish between dynamical and structural modules, and to define network modules combining aspects of both.
As a key concept we establish the notion of symbolic steady state, which basically represents a set of states where the behavior of f is in some sense predictable, and which gives rise to suitable network modules.
We apply the method to a regulatory network involved in T helper cell differentiation.
The mathematical treatment of planning problems in public transit has made significant advances in the last decade. Among others, the classical problems of vehicle and crew scheduling can nowadays be solved on a routine basis using combinatorial optimization methods. This is not yet the case for problems that pertain to the design of public transit networks, and for the problems of operations control that address the implementation of a schedule in the presence of disturbances. The article gives a sketch of the state and important developments in these areas, and it addresses important challenges. The vision is that mathematical tools of computer aided scheduling (CAS) will soon play a similar role in the design and operation of public transport systems as CAD systems in manufacturing.
In this paper we investigate the fare planning model for public
transport, which consists in designing a system of fares maximizing
the revenue. We discuss a discrete choice model in which passengers
choose between different travel alternatives to express the demand as
a function of fares. Furthermore, we give a computational example for
the city of Potsdam and discuss some theoretical aspects.
This paper introduces the line connectivity
problem, a generalization of the Steiner tree problem and a
special case of the line planning problem. We study its complexity and
give an IP formulation in terms of an exponential number of
constraints associated with "line cut constraints". These inequalities
can be separated in polynomial time. We also generalize the Steiner
partition inequalities.
Every day, millions of people are transported by buses, trains, and airplanes
in Germany. Public transit (PT) is of major importance for the quality of
life of individuals as well as the productivity of entire regions. Quality and
efficiency of PT systems depend on the political framework (state-run, market
oriented) and the suitability of the infrastructure (railway tracks, airport
locations), the existing level of service (timetable, flight schedule), the use
of adequate technologies (information, control, and booking systems), and
the best possible deployment of equipment and resources (energy, vehicles,
crews). The decision, planning, and optimization problems arising in this
context are often gigantic and “scream” for mathematical support because of
their complexity.
This article sketches the state and the relevance of mathematics in planning
and operating public transit, describes today’s challenges, and suggests a
number of innovative actions.
The current contribution of mathematics to public transit is — depending
on the transportation mode — of varying depth. Air traffic is already well
supported by mathematics. Bus traffic made significant advances in recent
years, while rail traffic still bears significant opportunities for improvements.
In all areas of public transit, the existing potentials are far from being exhausted.
For some PT problems, such as vehicle and crew scheduling in bus and
air traffic, excellent mathematical tools are not only available, but used in
many places. In other areas, such as rolling stock rostering in rail traffic,
the performance of the existing mathematical algorithms is not yet sufficient.
Some topics are essentially untouched from a mathematical point
of view; e.g., there are (except for air traffic) no network design or fare
planning models of practical relevance. PT infrastructure construction is
essentially devoid of mathematics, even though enormous capital investments
are made in this area. These problems lead to questions that can only be
tackled by engineers, economists, politicians, and mathematicians in a joint
effort.
Among other things, the authors propose to investigate two specific topics,
which can be addressed at short notice, are of fundamental importance not
only for the area of traffic planning, should lead to a significant improvement
in the collaboration of all involved parties, and, if successful, will be of real
value for companies and customers:
• discrete optimal control: real-time re-planning of traffic systems in case
of disruptions,
• model integration: service design in bus and rail traffic.
Work on these topics in interdisciplinary research projects could be funded
by the German ministry of research and education (BMBF), the German
ministry of economics (BMWi), or the German science foundation (DFG).