90C27 Combinatorial optimization
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Wo bleibt der Aufzug?
(1999)
In this paper, we study wavelength assignment problems in multi-fiber WDM networks. We focus on the special case that all lightpaths have at most two links. This in particular holds in case the network topology is a star. As the links incident to a specific node in a meshed topology form a star subnetwork, results for stars are also of interest for general meshed topologies. We show that wavelength assignment with at most two links per lightpath can be modeled as a generalized edge coloring problem. By this relation, we show that for a network with an even number of fibers at all links and at most two links per lightpath, all lightpaths can be assigned a wavelength without conversion. Moreover, we derive a lower bound on the number of lightpaths to be converted for networks with arbitrary numbers of fibers at the links. A comparison with linear programming lower bounds reveals that the bounds coincide for problems with at most two links per lightpath. For meshed topologies, the cumulative lower bound over all star subnetworks equals the best known solution value for all realistic wavelength assignment instances available, by this proving optimality.
Umsteigen ohne Warten
(2017)
Wir stellen einen mathematischen Optimierungsansatz zur Berechnung von periodischen Taktfahrplänen vor, bei dem die Umsteigezeiten unter
Berücksichtigung des Passagierverhaltens minimiert werden. Wir untersuchen damit den Einfluss wichtiger Systemparameter und Verhaltensmuster auf die Beförderungsqualität.
We introduce (TTPlib), a data library for train timetabling problems that can be accessed at http://ttplib.zib.de. In version 1.0, the library contains data related to 50 scenarios. Most instances result from the combination of macroscopic railway networks and several train request sets for the German long distance area containing Hannover, Kassel and Fulda, short denoted by Ha-Ka-Fu. In this paper, we introduce the data concepts of TTPlib, describe the scenarios included in the library and provide a free visualization tool TraVis.
The task of timetabling is to schedule the trips in a public transport system by determining periodic arrival and departure times at every station. The goal is to provide a service that is both attractive for passengers and can be operated economically. To date, timetable optimization is generally done with respect to fixed passenger routes, i.e., it is assumed that passengers do not respond to changes in the timetable. This is unrealistic and ignores potentially valuable degrees of freedom. We investigate in this paper periodic timetabling models with integrated passenger routing. We propose several models that differ in the allowed passenger paths and the objectives. We compare these models theoretically and report on computations on real-world instances for the city of Wuppertal.
The Periodic Event Scheduling Problem (PESP) is the standard mathematical tool for optimizing periodic timetabling problems in public transport. A solution to PESP consists of three parts: a periodic timetable, a periodic tension, and integer periodic offset values. While the space of periodic tension has received much attention in the past, we explore geometric properties of the other two components, establishing novel connections between periodic timetabling and discrete geometry. Firstly, we study the space of feasible periodic timetables, and decompose it into polytropes, i.e., polytopes that are convex both classically and in the sense of tropical geometry. We then study this decomposition and use it to outline a new heuristic for PESP, based on the tropical neighbourhood of the polytropes. Secondly, we recognize that the space of fractional cycle offsets is in fact a zonotope. We relate its zonotopal tilings back to the hyperrectangle of fractional periodic tensions and to the tropical neighbourhood of the periodic timetable space. To conclude we also use this new understanding to give tight lower bounds on the minimum width of an integral cycle basis.
The Steiner connectivity problem is a generalization of the Steiner tree problem. It consists in finding a minimum cost set of simple paths to connect a subset of nodes in an undirected graph. We show that polyhedral and algorithmic results on the Steiner tree problem carry over to the Steiner connectivity problem, namely, the Steiner cut and the Steiner partition inequalities, as well as the associated polynomial time separation algorithms, can be generalized. Similar to the Steiner tree case, a directed formulation, which is stronger than the natural undirected one, plays a central role.
In the online traveling salesman problem requests for visits to cities (points in a metric space) arrive online while the salesman is traveling. The salesman moves at no more than unit speed and starts and ends his work at a designated origin. The objective is to find a routing for the salesman which finishes as early as possible. Performance of algorithms is measured through their competitive ratio, comparing the outcome of the algorithms with that of an adversary who provides the problem instance and therefore is able to achieve the optimal offline solution. Objections against such omnipotent adversaries have lead us to devise an adversary that is in a natural way, in the context of routing problems, more restricted in power. For the exposition we consider the online traveling salesman problem on the metric space given by the non-negative part of the real line. We show that a very natural strategy is~$3/2$-competitive against the conventional adversary, which matches the lower bound on competitive ratios achievable for algorithms for this problem. Against the more ``\emph{fair adversary}'', that we propose, we show that there exists an algorithm with competitive ratio $\frac{1+\sqrt{17}}{4}\approx 1.28$ and provide a matching lower bound. We also show competitiveness results for a special class of algorithms (called zealous algorithms) that do not allow waiting time for the server as long as there are requests unserved.
In this paper we consider the following online transportation problem (\textsc{Oltp}): Objects are to be transported between the vertices of a given graph. Transportation requests arrive online, specifying the objects to be transported and the corresponding source and target vertex. These requests are to be handled by a server which commences its work at a designated origin vertex and which picks up and drops objects at their starts and destinations. After the end of its service the server returns to its start. The goal of \textsc{Oltp} is to come up with a transportation schedule for the server which finishes as early as possible. We first show a lower bound of~$5/3$ for the competitive ratio of any deterministic algorithm. We then analyze two simple and natural strategies which we call \textsf{REPLAN} and \textsf{IGNORE}. \textsf{REPLAN} completely discards its schedule and recomputes a new one when a new request arrives. \textsf{IGNORE} always runs a (locally optimal) schedule for a set of known requests and ignores all new requests until this schedule is completed. We show that both strategies, \textsf{REPLAN} and \textsf{IGNORE}, are $5/2$-competitive. We also present a somewhat less natural strategy \textsf{SLEEP}, which in contrast to the other two strategies may leave the server idle from time to time although unserved requests are known. We also establish a competitive ratio of~$5/2$ for the algorithm \textsf{SLEEP}. Our results are extended to the case of ``open schedules'' where the server is not required to return to its start position at the end of its service.
In this paper, we analyze algorithms for the online dial-a-ride problem with request sets that fulfill a certain worst-case restriction: roughly speaking, a set of requests for the online dial-a-ride problem is reasonable if the requests that come up in a sufficiently large time period can be served in a time period of at most the same length. This new notion is a stability criterion implying that the system is not overloaded. The new concept is used to analyze the online dial-a-ride problem for the minimization of the maximal resp.\ average flow time. Under reasonable load it is possible to distinguish the performance of two particular algorithms for this problem, which seems to be impossible by means of classical competitive analysis.