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The task of the train timetabling problem or track allocation problem is to find conflict free schedules for a set of trains with predefined routes in a railway network. Especially for non-periodic instances models based on time expanded networks are often used. Unfortunately, the linear programming relaxation of these models is often extremely weak because these models do not describe combinatorial relations like overtaking possibilities very well. In this paper we extend the model by so called connected configuration subproblems. These subproblems perfectly describe feasible schedules of a small subset of trains (2-3) on consecutive track segments. In a Lagrangian relaxation approach we solve several of these subproblems together in order to produce solutions which consist of combinatorially compatible schedules along the track segments. The computational results on a mostly single track corridor taken from the INFORMS RAS Problem Solving Competition 2012 data indicate that our new solution approach is rather strong. Indeed, for this instance the solution of the Lagrangian relaxation is already integral.
The task of the train timetabling problem or track allocation problem is to find conflict free schedules for a set of trains with predefined routes in a railway network. Especially for non-periodic instances models based on time expanded networks are often used. Unfortunately, the linear programming relaxation of these models is often extremely weak because these models do not describe combinatorial relations like overtaking possibilities very well. In this paper we extend the model by so called connected configuration subproblems. These subproblems perfectly describe feasible schedules of a small subset of trains (2-3) on consecutive track segments. In a Lagrangian relaxation approach we solve several of these subproblems together in order to produce solutions which consist of combinatorially compatible schedules along the track segments. The computational results on a mostly single track corridor taken from the INFORMS RAS Problem Solving Competition 2012 data indicate that our new solution approach is rather strong. Indeed, for this instance the solution of the Lagrangian relaxation is already integral.
The Train Dispatching Problem (TDP) is to schedule trains through a network in a cost optimal way. Due to disturbances during operation existing track allocations often have to be re-scheduled and integrated into the timetable. This has to be done in seconds and with minimal timetable changes to guarantee smooth and conflict free operation. We present an integrated modeling approach for the re-optimization task using Mixed Integer Programming. Finally, we provide computational results for scenarios provided by the INFORMS RAS Problem Soling Competition 2012.
Railway transportation and in particular train timetabling is one of the basic and source application areas of combinatorial optimization and integer programming. We will discuss two well established modeling techniques for the train timetabling problem. In this paper we focus on one major ingredient - the bounding by dual relaxations. We compare two classical dual relaxations of large scale time expanded train timetabling problems - the Lagrangean Dual and Lagrangean Decomposition. We discuss the convergence behavior and show limitations of the Lagrangean Decomposition approach for a configuration based model. We introduce a third dualization approach to overcome those limitations. Finally, we present promising preliminary computational experiments that show that our new approach indeed has superior convergence properties.
The Train Dispatching Problem (TDP) is to schedule trains through a network in a cost optimal way. Due to disturbances during operation existing track allocations often have to be re-scheduled and integrated into the timetable. This has to be done in seconds and with minimal timetable changes to guarantee smooth and conflict free operation.
We present an integrated modeling approach for the re-optimization task using Mixed Integer Programming. Finally, we provide computational results for scenarios provided by the INFORMS RAS Problem Soling Competition 2012.
Railway Track Allocation
(2018)
This chapter addresses the classical task to decide which train runs on which track in a railway network. In this context a track allocation defines the precise routing of trains through a railway network, which usually has only a limited capacity.
Moreover, the departure and arrival times at the visited stations of each train must simultaneously meet several operational and safety requirements.
The problem to find the 'best possible' allocation for all trains
is called the track allocation problem (TTP).
Railway systems can be modeled on a very detailed scale covering the behavior of individual trains and the safety system to a large extent. However, those microscopic models are too big and not scalable to large networks, which make them inappropriate for mathematical optimization on a network wide level. Hence, most network optimization approaches consider simplified, so called macroscopic, models. In the first part we take a look at the challenge to construct a reliable and condensed macroscopic model for the associated microscopic model and to facilitate the transition between both models of different scale.
In the main part we focus on the optimization problem for macroscopic models of the railway system. Based on classical graph-theoretical tools the track allocation problem is formulated to determine conflict-free paths in corresponding time-expanded graphs. We present standard integer programming model formulations for the track allocation problem that model resource or block conflicts in terms of packing constraints. In addition, we discuss the role of maximal clique inequalities and the concept of configuration networks. We will also present classical decomposition approaches like Lagrangian relaxation and bundle methods. Furthermore, we will discuss recently developed techniques, e.g., dynamic graph generation.
Finally, we will discuss the status quo and show a vision of mathematical optimization to support real world track allocation, i.e. integrated train routing and scheduling, in a data-dominated
and digitized railway future.
Large-eddy simulations (LES) with the new ICOsahedral Non-hydrostatic atmosphere model (ICON) covering Germany are evaluated for four days in spring 2013 using observational data from various sources. Reference simulations with the established Consortium for Small-scale Modelling (COSMO) numerical weather prediction model and further standard LES codes are performed and used as a reference. This comprehensive evaluation approach covers multiple parameters and scales, focusing on boundary-layer variables, clouds and precipitation. The evaluation points to the need to work on parametrizations influencing the surface energy balance, and possibly on ice cloud microphysics. The central purpose for the development and application of ICON in the LES configuration is the use of simulation results to improve the understanding of moist processes, as well as their parametrization in climate models. The evaluation thus aims at building confidence in the model's ability to simulate small- to mesoscale variability in turbulence, clouds and precipitation. The results are encouraging: the high-resolution model matches the observed variability much better at small- to mesoscales than the coarser resolved reference model. In its highest grid resolution, the simulated turbulence profiles are realistic and column water vapour matches the observed temporal variability at short time-scales. Despite being somewhat too large and too frequent, small cumulus clouds are well represented in comparison with satellite data, as is the shape of the cloud size spectrum. Variability of cloud water matches the satellite observations much better in ICON than in the reference model. In this sense, it is concluded that the model is fit for the purpose of using its output for parametrization development, despite the potential to improve further some important aspects of processes that are also parametrized in the high-resolution model.
Railway transportation and in particular train timetabling is one of the basic and source application areas of combinatorial optimization and integer programming. We will discuss two well established modeling techniques for the train timetabling problem. In this paper we focus on one major ingredient - the bounding by dual relaxations. We compare two classical dual relaxations of large scale time expanded train timetabling problems - the Lagrangean Dual and Lagrangean Decomposition. We discuss the convergence behavior and show limitations of the Lagrangean Decomposition approach for a configuration based model. We introduce a third dualization approach to overcome those limitations. Finally, we present promising preliminary computational experiments that show that our new approach indeed has superior convergence properties.
This book promotes the use of mathematical optimization and operations research methods in rail transportation. The editors assembled thirteen contributions from leading scholars to present a unified voice, standardize terminology, and assess the state-of-the-art.
There are three main clusters of articles, corresponding to the classical stages of the planning process: strategic, tactical, and operational. These three clusters are further subdivided into five parts which correspond to the main phases of the railway network planning process: network assessment, capacity planning, timetabling, resource planning, and operational planning. Individual chapters cover:
Simulation
Capacity Assessment
Network Design
Train Routing
Robust Timetabling
Event Scheduling
Track Allocation
Blocking
Shunting
Rolling Stock
Crew Scheduling
Dispatching
Delay Propagation