90B20 Traffic problems
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Keywords
- demand function (2)
- fare planning (2)
- public transport (2)
- Circuit switching (1)
- IP-over-WDM (1)
- Linienplanung (1)
- Multi-layer networks (1)
- Optimization (1)
- Public Transit (1)
- descrete choice (1)
- discrete choice model (1)
- energy efficiency (1)
- fares (1)
- macroscopic railway modeling (1)
- mixed integer programming (1)
- multi-hour (1)
- multi-layer (1)
- network aggregation (1)
- network design (1)
- optimization (1)
- periodic timetable (1)
- power consumption (1)
- trip timetable (1)
Application Area
- B (10)
In this paper, we study the influence of technology, traffic properties and price trends on optimized
design of a reference IP-over-WDM network with rich underlying fiber topology. In each network node,
we investigate the optimal degree of traffic switching in an optical (lambda) domain versus an electrical
(packet) domain, also known as measure of \emph{node transparency}. This measure is studied in connection to changes in
traffic volume,
demand affinity, optical circuit speeds and equipment cost. By applying variable design constraints,
we assess the relative roles of the two distinct equipment groups, IP routers and optical
cross-connects, with respect to resulting changes in cost-sensitive network architectures
In this paper a bottom-up approach of automatic simplification of a railway network is presented. Starting from a very detailed, microscopic level, as it is used in railway simulation, the network is transformed by an algorithm to a less detailed level (macroscopic network), that is sufficient for long-term planning and optimization. In addition running and headway times are rounded to a pre-chosen time discretization by a special cumulative method, which we will present and analyse in this paper. After the transformation we fill the network with given train requests to compute an optimal slot allocation. Then the optimized schedule is re-transformed into the microscopic level and can be simulated without any conflicts occuring between the slots. The algorithm is used to transform the network of the very dense Simplon corridor between Swiss and Italy. With our aggregation it is possible for the first time to generate a profit maximal and conflict free timetable for the corridor across a day by a simultaneously optimization run.
Im Zuge der Übernahme von 6 Linien der Havelbus Verkehrsgesellschaft mbH durch die ViP Verkehr in Potsdam GmbH ergab sich 2009 die Notwendigkeit der Entwicklung eines neuen Linien- und Taktplans für das Jahr 2010. Das Konrad-Zuse-Zentrum für Informationstechnik Berlin (ZIB) entwickelt in einem Projekt des DFG-Forschungszentrums Matheon ein Verfahren zur mathematischen Linienoptimierung. Dieses Tool wurde bei der Optimierung des ViP Linienplans 2010 in einer projektbegleitenden Studie eingesetzt, um Alternativen bei verschiedenen Planungs- und Zielvorgaben auszuloten. In dem Artikel wird eine Auswertung der Ergebnisse mit dem Verkehrsanalysesystem Visum der PTV AG beschrieben. Die Auswertungen bestätigen, dass mit Hilfe von mathematischer Optimierung eine weitere Verkürzung der Reisezeit um 1%, eine als um 6% verkürzt empfundene Reisezeit, 10% weniger Fahrzeit im Fahrzeug und eine gleichzeitige Kostenreduktion um 5% möglich sind
Wir stellen in dieser Arbeit ein mathematisches Optimierungsmodell zur Bestimmung eines optimalen Linienplans vor, das sowohl die Fahrzeiten und die Anzahl der Umstiege berücksichtigt als auch die Kosten des Liniennetzes. Dieses Modell deckt wichtige praktische Anforderungen ab, die in einem gemeinsamen Projekt mit den Verkehrsbetrieben in Potsdam (ViP) formuliert wurden. In diesem Projekt wurde der Linienplan 2010 für Potsdam entwickelt. Unsere Berechnungen zeigen, dass die mathematische Optimierung in nichts einer „Handplanung“ des Liniennetzes nachsteht. Im Gegenteil, mit Hilfe des Optimierungsprogramms ist es möglich, durch Veränderung der Parameter mehrere verschiedene Szenarien zu berechnen, miteinander zu vergleichen und Aussagen über minimale Kosten und Fahrzeiten zu machen.
We estimate potential energy savings in IP-over-WDM networks achieved by switching off router line cards in low-demand hours. We compare three approaches to react on dynamics in the IP traffic over time, FUFL,
DUFL and DUDL. They provide different levels of freedom in adjusting the routing of lightpaths in the WDM layer and the routing of demands in the IP layer. Using MILP models based on realistic network topologies and node architectures as well as realistic demands, power, and cost values, we show that already a simple monitoring of the lightpath utilization in order to deactivate empty line cards (FUFL) brings substantial
benefits. The most significant savings, however, are achieved by rerouting traffic in the IP layer (DUFL), which allows emptying and deactivating lightpaths together with the corresponding line cards. A
sophisticated reoptimization of the virtual topologies and the routing in the optical domain for every demand scenario (DUDL) yields nearly no additional profits in the considered networks.
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.
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.
Die Angebotsplanung im öffentlichen Nahverkehr umfasst die Aufgaben der Netz-, Linien-,
Fahr- und Preisplanung. Wir stellen zwei mathematische Optimierungsmodelle zur Linien- und
Preisplanung vor. Wir zeigen anhand von Berechnungen für die Verkehrsbetriebe in Potsdam
(ViP), dass sich damit komplexe Zusammenhänge quantitativ analysieren lassen. Auf diese
Weise untersuchen wir die Auswirkungen von Freiheitsgraden auf die Konstruktion von Linien
und die Wahl von Reisewegen der Passagiere, Abhängigkeiten zwischen Kosten und Reisezeiten
sowie den Einfluss verschiedener Preissysteme auf Nachfrage und Kostendeckung.
The timetable is the essence of the service offered by any provider
of public transport'' (Jonathan Tyler, CASPT 2006). Indeed, the
timetable has a major impact on both operating costs and on passenger
comfort. Most European agglomerations and railways use periodic timetables in which operation repeats in regular intervals. In contrast, many North and South American municipalities use trip timetables in which the vehicle trips are scheduled individually subject to frequency constraints. We compare these two
strategies with respect to vehicle operation costs. It turns out that
for short time horizons, periodic timetabling can be suboptimal; for
sufficiently long time horizons, however, periodic timetabling can
always be done in an optimal way'.
The fare planning problem for public transport is to design a system of fares that maximize the revenue. We introduce a nonlinear optimization model to approach this problem. It is based on a discrete choice logit model that expresses demand as a function of the fares. We illustrate our approach by computing and comparing two different fare systems for the intercity network of the Netherlands.