Multiprocessor sparse L/U decomposition with controlled fill-in

Generation of the maximal compatibles of pivot elements for a class of small sparse matrices is studied. The algorithm involves a binary tree search and has a complexity exponential in the order of the matrix. Different strategies for selection of a set of compatible pivots based on the Markowitz criterion are investigated. The competing issues of parallelism and fill-in generation are studied and results are provided. A technque for obtaining an ordered compatible set directly from the ordered incompatible table is given. This technique generates a set of compatible pivots with the property of generating few fills. A new hueristic algorithm is then proposed that combines the idea of an ordered compatible set with a limited binary tree search to generate several sets of compatible pivots in linear time. Finally, an elimination set to reduce the matrix is selected. Parameters are suggested to obtain a balance between parallelism and fill-ins. Results of applying the proposed algorithms on several large application matrices are presented and analyzed

Coupled structural/thermal/electromagnetic analysis/tailoring of graded composite structures

Accomplishments are described for the first year effort of a 5-year program to develop a methodology for coupled structural/thermal/electromagnetic analysis/tailoring of graded composite structures. These accomplishments include: (1) the results of the selective literature survey; (2) 8-, 16-, and 20-noded isoparametric plate and shell elements; (3) large deformation structural analysis; (4) eigenanalysis; (5) anisotropic heat transfer analysis; and (6) anisotropic electromagnetic analysis

Election turnout statistics in many countries: similarities, differences, and a diffusive field model for decision-making

We study in details the turnout rate statistics for 77 elections in 11 different countries. We show that the empirical results established in a previous paper for French elections appear to hold much more generally. We find in particular that the spatial correlation of turnout rates decay logarithmically with distance in all cases. This result is quantitatively reproduced by a decision model that assumes that each voter makes his mind as a result of three influence terms: one totally idiosyncratic component, one city-specific term with short-ranged fluctuations in space, and one long-ranged correlated field which propagates diffusively in space. A detailed analysis reveals several interesting features: for example, different countries have different degrees of local heterogeneities and seem to be characterized by a different propensity for individuals to conform to the cultural norm. We furthermore find clear signs of herding (i.e. strongly correlated decisions at the individual level) in some countries, but not in others.Comment: 15 pages, 9 figures, 7 table

A combined and robust modal-split/traffic assignment model for rail and road freight transport

© 2022 Elsevier. This manuscript version is made available under the CC-BY-NC-ND 4.0 license http://creativecommons.org/licenses/by-nc-nd/4.0/Searching for achieving an ambitious reduction in greenhouse gas emissions, the EU has set as a goal a modal shift in freight transport of 30% by rail for the near future. In this context, it is vital to use modal choice models road versus rail to assess the shippers' acceptance of the actions promoting the use of rail. This paper develops a combined model for jointly evaluating modal split and railway freight ows, addressed to the case when a modal split based on a random utility model is available, and some of its coe -cients may present a non-negligible variability. To this end, after the initial deterministic formulation a robust counterpart of the model is developed. The model, formulated as a non-linear integer programming problem, is oriented to a multi-carrier environment and includes constraints to consider the interactions between the di erent types of ows on the railway network, allowing a good evaluation of the cost types of the carriers and the network capacity. An algorithmic solution based on the outer approximation method is shown to provide accurate solutions in a reasonable computational time for the robust and non-robust versions of the model. Examples centered on a section of the Trans-European Transport Network, the TEN-T Core network corridors, are reported to test the model's applicability. Results show that this model can be a helpful tool for analyzing the possible shippers' response to the di erent railway carriers' services competing with the road.Peer ReviewedPostprint (author's final draft

Mathematical programming models to design and analyse efficient and robust raiway freight transport networks

(English) Searching to achieve an ambitious reduction in greenhouse gas emissions, the European Union has set as a goal a modal shift in freight transport of 30\% by rail or waterborne for the near future. The increasing efforts of many governments to intensify rail freight transport often must face the difficulties involved in improving both infrastructure and rail operations. Moreover, infrastructure management and business operations usually correspond to different entities with highly contradictory economic interests. Making progress on the reliability of the railway network is one of the main factors to be considered to make the use of the train more attractive as a means of transport for industry. Also, focusing on shippers' response to road and rail competition and the role of different rail undertakings competing with each other may help boost the use of rail for freight transport. Seeking to reinforce these two goals, this thesis introduces two independent mathematical optimisation models, which may also be complementary, and which have been developed under a common conceptual framework of data structures and variables to guarantee their compatibility. The first model is a mathematical programming-based design model for evaluating the impact on a mixed railway network from proposals for infrastructure improvement and capacity expansion that are oriented mainly toward increasing freight transportation. The model has been applied to extend elements of an existing mixed railway network, perform relatively less costly actions on the network, and enhance capacity by adding new blocking/control systems at specific locations. These aspects are usually not considered in models for regional planning. Rather than a model whose sole focus is on railway capacity expansion, this approach combines capacity-expansion with network design. Because the way investments generate returns to the freight transportation system is of utmost relevance for these types of problems, this model is based on the efficient frontier between investment and operating costs. The second model is a combined model for jointly evaluating the modal split road-rail, and the resulting railway freight flows on the railway network. This combined modal split-traffic assignment model is addressed to the case when a modal split based on a random utility model is available, and some of its coefficients may present a non-negligible variability. To this end, after the initial deterministic formulation, a robust counterpart of the model is developed. The model, formulated as a non-linear integer programming problem, is oriented to a multi-carrier environment and includes constraints to consider the interactions between the different types of flows on the railway network, allowing a detailed evaluation of the cost types of the carriers and the network capacity. An algorithmic solution based on the outer approximation method is shown to provide accurate solutions in a reasonable computational time for the robust and non-robust versions of the model. Examples centred on a section of the Trans-European Transport Network, the TEN-T Core network corridors, are reported to test the applicability of the models. Results show the effectiveness of both models. The design model can be a helpful tool for analysing the impact infrastructure investments may have on operating costs, where (implicit) capacity limitations in the scenarios to be evaluated may necessarily be taken into account. At the same time, it can be complemented with the combined modal split-traffic assignment model by assessing the possible shippers' response to the different railway carriers' services competing with each other and the road.(Español) Tratando de lograr una significativa y ambiciosa reducción de las emisiones de gases de efecto invernadero, la Unión Europea se ha marcado como objetivo que los modos de transporte de mercancías alternativos a la carretera, como el ferrocarril o la navegación fluvial, alcancen una cuota del 30% sobre el total de mercancías transportadas por tierra en Europa en los próximos años. Los crecientes esfuerzos que llevan a cabo los diferentes gobiernos se enfrentan con demasiada frecuencia con las dificultades que suponen mejorar de forma simultánea infraestructura y operaciones ferroviarias, habitualmente gestionados por entes diferentes con intereses económicos enfrentados. Mejorar la fiabilidad de la red ferroviaria es uno de los principales factores a tener en cuenta para hacer más atractivo el uso del tren como medio de transporte para la industria. Por otro lado, centrarse en los criterios que pueden llevar a las empresas a elegir entre carretera o tren, y en el papel que juegan las diferentes compañías ferroviarias en esta elección, compitiendo entre sí, puede ayudar a incrementar el uso del tren para el transporte de mercancías. Con la idea de reforzar estos dos objetivos, este trabajo de tesis presenta dos modelos matemáticos de optimización, independientes pero a la vez complementarios, y desarrollados bajo un marco conceptual de estructuras de datos y variables común para garantizar su compatibilidad. El primer modelo es un modelo de diseño basado en programación matemática para evaluar el impacto que pueden tener, sobre una red ferroviaria de uso mixto, propuestas de mejora de la infraestructura y de ampliación de la capacidad dirigidas principalmente a incrementar el uso del tren para el transporte de mercancías. El modelo se ha orientado a la modificación de elementos de una red ferroviaria de uso mixto existente, proponiendo intervenciones en la red relativamente poco costosas, y aumentando la capacidad añadiendo nuevos sistemas de bloqueo y control en ubicaciones específicas. Para este tipo de problemas, es de la máxima relevancia la manera en que las inversiones generan retornos al sistema de transporte ferroviario. Por eso, este modelo está basado en el óptimo equilibrio entre la inversión y los costes de operación. El segundo modelo es un modelo combinado para evaluar de forma conjunta el reparto modal entre carretera y tren, y los flujos de mercancías en la red ferroviaria resultantes. Este modelo está enfocado hacia aquellas situaciones en que hay un modelo de utilidad aleatoria disponible, pero algunos de sus coeficientes pueden presentar una variabilidad que no debe ser ignorada. Con esta finalidad, tras la formulación inicial del modelo determinístico se presenta una versión robusta de la formulación. El modelo, formulado como un problema de programación no lineal entera, está enfocado hacia un entorno en el que conviven (y compiten) diferentes compañías ferroviarias. Se detalla un algoritmo para resolver el modelo, basado en el método de aproximaciones externas, que permite obtener soluciones precisas con un tiempo computacional razonable, tanto para la versión determinística como para la versión robusta. Ejemplos basados en una sección de la Red Trans-Europea de Transporte (TEN-T por sus siglas en inglés) permiten validar la aplicabilidad y eficacia de los modelos. El modelo de diseño puede ser una herramienta útil para analizar el impacto que las inversiones en infraestructura pueden tener en los costes de operación, teniendo en cuenta las limitaciones de capacidad que existen en los escenarios evaluados. De la misma forma, se puede complementar este análisis con el modelo combinado de reparto modal y asignación de flujos, en el que se puede comprobar la posible respuesta de las empresas que requieren transportar sus productos ante los diferentes servicios ofrecidos por las compañías ferroviarias compitiendo entre si, y compitiendo con la carretera.Estadística i investigació operativ

Mathematical programming models to design and analyse efficient and robust raiway freight transport networks

(English) Searching to achieve an ambitious reduction in greenhouse gas emissions, the European Union has set as a goal a modal shift in freight transport of 30\% by rail or waterborne for the near future. The increasing efforts of many governments to intensify rail freight transport often must face the difficulties involved in improving both infrastructure and rail operations. Moreover, infrastructure management and business operations usually correspond to different entities with highly contradictory economic interests. Making progress on the reliability of the railway network is one of the main factors to be considered to make the use of the train more attractive as a means of transport for industry. Also, focusing on shippers' response to road and rail competition and the role of different rail undertakings competing with each other may help boost the use of rail for freight transport. Seeking to reinforce these two goals, this thesis introduces two independent mathematical optimisation models, which may also be complementary, and which have been developed under a common conceptual framework of data structures and variables to guarantee their compatibility. The first model is a mathematical programming-based design model for evaluating the impact on a mixed railway network from proposals for infrastructure improvement and capacity expansion that are oriented mainly toward increasing freight transportation. The model has been applied to extend elements of an existing mixed railway network, perform relatively less costly actions on the network, and enhance capacity by adding new blocking/control systems at specific locations. These aspects are usually not considered in models for regional planning. Rather than a model whose sole focus is on railway capacity expansion, this approach combines capacity-expansion with network design. Because the way investments generate returns to the freight transportation system is of utmost relevance for these types of problems, this model is based on the efficient frontier between investment and operating costs. The second model is a combined model for jointly evaluating the modal split road-rail, and the resulting railway freight flows on the railway network. This combined modal split-traffic assignment model is addressed to the case when a modal split based on a random utility model is available, and some of its coefficients may present a non-negligible variability. To this end, after the initial deterministic formulation, a robust counterpart of the model is developed. The model, formulated as a non-linear integer programming problem, is oriented to a multi-carrier environment and includes constraints to consider the interactions between the different types of flows on the railway network, allowing a detailed evaluation of the cost types of the carriers and the network capacity. An algorithmic solution based on the outer approximation method is shown to provide accurate solutions in a reasonable computational time for the robust and non-robust versions of the model. Examples centred on a section of the Trans-European Transport Network, the TEN-T Core network corridors, are reported to test the applicability of the models. Results show the effectiveness of both models. The design model can be a helpful tool for analysing the impact infrastructure investments may have on operating costs, where (implicit) capacity limitations in the scenarios to be evaluated may necessarily be taken into account. At the same time, it can be complemented with the combined modal split-traffic assignment model by assessing the possible shippers' response to the different railway carriers' services competing with each other and the road.(Español) Tratando de lograr una significativa y ambiciosa reducción de las emisiones de gases de efecto invernadero, la Unión Europea se ha marcado como objetivo que los modos de transporte de mercancías alternativos a la carretera, como el ferrocarril o la navegación fluvial, alcancen una cuota del 30% sobre el total de mercancías transportadas por tierra en Europa en los próximos años. Los crecientes esfuerzos que llevan a cabo los diferentes gobiernos se enfrentan con demasiada frecuencia con las dificultades que suponen mejorar de forma simultánea infraestructura y operaciones ferroviarias, habitualmente gestionados por entes diferentes con intereses económicos enfrentados. Mejorar la fiabilidad de la red ferroviaria es uno de los principales factores a tener en cuenta para hacer más atractivo el uso del tren como medio de transporte para la industria. Por otro lado, centrarse en los criterios que pueden llevar a las empresas a elegir entre carretera o tren, y en el papel que juegan las diferentes compañías ferroviarias en esta elección, compitiendo entre sí, puede ayudar a incrementar el uso del tren para el transporte de mercancías. Con la idea de reforzar estos dos objetivos, este trabajo de tesis presenta dos modelos matemáticos de optimización, independientes pero a la vez complementarios, y desarrollados bajo un marco conceptual de estructuras de datos y variables común para garantizar su compatibilidad. El primer modelo es un modelo de diseño basado en programación matemática para evaluar el impacto que pueden tener, sobre una red ferroviaria de uso mixto, propuestas de mejora de la infraestructura y de ampliación de la capacidad dirigidas principalmente a incrementar el uso del tren para el transporte de mercancías. El modelo se ha orientado a la modificación de elementos de una red ferroviaria de uso mixto existente, proponiendo intervenciones en la red relativamente poco costosas, y aumentando la capacidad añadiendo nuevos sistemas de bloqueo y control en ubicaciones específicas. Para este tipo de problemas, es de la máxima relevancia la manera en que las inversiones generan retornos al sistema de transporte ferroviario. Por eso, este modelo está basado en el óptimo equilibrio entre la inversión y los costes de operación. El segundo modelo es un modelo combinado para evaluar de forma conjunta el reparto modal entre carretera y tren, y los flujos de mercancías en la red ferroviaria resultantes. Este modelo está enfocado hacia aquellas situaciones en que hay un modelo de utilidad aleatoria disponible, pero algunos de sus coeficientes pueden presentar una variabilidad que no debe ser ignorada. Con esta finalidad, tras la formulación inicial del modelo determinístico se presenta una versión robusta de la formulación. El modelo, formulado como un problema de programación no lineal entera, está enfocado hacia un entorno en el que conviven (y compiten) diferentes compañías ferroviarias. Se detalla un algoritmo para resolver el modelo, basado en el método de aproximaciones externas, que permite obtener soluciones precisas con un tiempo computacional razonable, tanto para la versión determinística como para la versión robusta. Ejemplos basados en una sección de la Red Trans-Europea de Transporte (TEN-T por sus siglas en inglés) permiten validar la aplicabilidad y eficacia de los modelos. El modelo de diseño puede ser una herramienta útil para analizar el impacto que las inversiones en infraestructura pueden tener en los costes de operación, teniendo en cuenta las limitaciones de capacidad que existen en los escenarios evaluados. De la misma forma, se puede complementar este análisis con el modelo combinado de reparto modal y asignación de flujos, en el que se puede comprobar la posible respuesta de las empresas que requieren transportar sus productos ante los diferentes servicios ofrecidos por las compañías ferroviarias compitiendo entre si, y compitiendo con la carretera.Postprint (published version

COSMIC monthly progress report

Activities of the Computer Software Management and Information Center (COSMIC) are summarized for the month of August, 1993. Tables showing the current inventory of programs available from COSMIC are presented and program processing and evaluation activities are discussed. Ten articles were prepared for publication in the NASA Tech Brief Journal. These articles (included in this report) describe the following software items: (1) MOM3D - A Method of Moments Code for Electromagnetic Scattering (UNIX Version); (2) EM-Animate - Computer Program for Displaying and Animating the Steady-State Time-Harmonic Electromagnetic Near Field and Surface-Current Solutions; (3) MOM3D - A Method of Moments Code for Electromagnetic Scattering (IBM PC Version); (4) M414 - MIL-STD-414 Variable Sampling Procedures Computer Program; (5) MEDOF - Minimum Euclidean Distance Optimal Filter; (6) CLIPS 6.0 - C Language Integrated Production System, Version 6.0 (Macintosh Version); (7) CLIPS 6.0 - C Language Integrated Production System, Version 6.0 (IBM PC Version); (8) CLIPS 6.0 - C Language Integrated Production System, Version 6.0 (UNIX Version); (9) CLIPS 6.0 - C Language Integrated Production System, Version 6.0 (DEC VAX VMS Version); and (10) TFSSRA - Thick Frequency Selective Surface with Rectangular Apertures. Activities in the areas of marketing, customer service, benefits identification, maintenance and support, and dissemination are also described along with a budget summary

Resource-constrained project scheduling.

Abstract: Resource-constrained project scheduling involves the scheduling of project activities subject to precedence and resource constraints in order to meet the objective(s) in the best possible way. The area covers a wide variety of problem types. The objective of this paper is to provide a survey of what we believe are important recent in the area . Our main focus will be on the recent progress made in and the encouraging computational experience gained with the use of optimal solution procedures for the basic resource-constrained project scheduling problem (RCPSP) and important extensions. The RCPSP involves the scheduling of a project its duration subject to zero-lag finish-start precedence constraints of the PERT/CPM type and constant availability constraints on the required set of renewable resources. We discuss recent striking advances in dealing with this problem using a new depth-first branch-and-bound procedure, elaborating on the effective and efficient branching scheme, bounding calculations and dominance rules, and discuss the potential of using truncated branch-and-bound. We derive a set of conclusions from the research on optimal solution procedures for the basis RCPSP and subsequently illustrate how effective and efficient branching rules and several of the strong dominance and bounding arguments can be extended to a rich and realistic variety of related problems. The preemptive resource-constrained project scheduling problem (PRCPSP) relaxes the nonpreemption condition of the RCPSP, thus allowing activities to be interrupted at integer points in time and resumed later without additional penalty cost. The generalized resource-constrained project scheduling (GRCPSP) extends the RCPSP to the case of precedence diagramming type of precedence constraints (minimal finish-start, start-start, start-finish, finish-finish precedence relations), activity ready times, deadlines and variable resource availability's. The resource-constrained project scheduling problem with generalized precedence relations (RCPSP-GPR) allows for start-start, finish-start and finish-finish constraints with minimal and maximal time lags. The MAX-NPV problem aims at scheduling project activities in order to maximize the net present value of the project in the absence of resource constraints. The resource-constrained project scheduling problem with discounted cash flows (RCPSP-DC) aims at the same non-regular objective in the presence of resource constraints. The resource availability cost problem (RACP) aims at determining the cheapest resource availability amounts for which a feasible solution exists that does not violate the project deadline. In the discrete time/cost trade-off problem (DTCTP) the duration of an activity is a discrete, non-increasing function of the amount of a single nonrenewable resource committed to it. In the discrete time/resource trade-off problem (DTRTP) the duration of an activity is a discrete, non-increasing function of the amount of a single renewable resource. Each activity must then be scheduled in one of its possible execution modes. In addition to time/resource trade-offs, the multi-mode project scheduling problem (MRCPSP) allows for resource/resource trade-offs and constraints on renewable, nonrenewable and doubly-constrained resources. We report on recent computational results and end with overall conclusions and suggestions for future research.Scheduling; Optimal;

Automatic Generation of Models of Microarchitectures

Detailed microarchitectural models are necessary to predict, explain, or optimize the performance of software running on modern microprocessors. Building such models often requires a significant manual effort, as the documentation provided by hardware manufacturers is typically not precise enough. The goal of this thesis is to develop techniques for generating microarchitectural models automatically. In the first part, we focus on recent x86 microarchitectures. We implement a tool to accurately evaluate small microbenchmarks using hardware performance counters. We then describe techniques to automatically generate microbenchmarks for measuring the performance of individual instructions and for characterizing cache architectures. We apply our implementations to more than a dozen different microarchitectures. In the second part of the thesis, we study more general techniques to obtain models of hardware components. In particular, we propose the concept of gray-box learning, and we develop a learning algorithm for Mealy machines that exploits prior knowledge about the system to be learned. Finally, we show how this algorithm can be adapted to minimize incompletely specified Mealy machines—a well-known NP-complete problem. Our implementation outperforms existing exact minimization techniques by several orders of magnitude on a number of hard benchmarks; it is even competitive with state-of-the-art heuristic approaches.Zur Vorhersage, Erklärung oder Optimierung der Leistung von Software auf modernen Mikroprozessoren werden detaillierte Modelle der verwendeten Mikroarchitekturen benötigt. Das Erstellen derartiger Modelle ist oft mit einem hohen Aufwand verbunden, da die erforderlichen Informationen von den Prozessorherstellern typischerweise nicht zur Verfügung gestellt werden. Das Ziel der vorliegenden Arbeit ist es, Techniken zu entwickeln, um derartige Modelle automatisch zu erzeugen. Im ersten Teil beschäftigen wir uns mit aktuellen x86-Mikroarchitekturen. Wir entwickeln zuerst ein Tool, das kleine Microbenchmarks mithilfe von Performance Countern auswerten kann. Danach beschreiben wir Techniken, um automatisch Microbenchmarks zu erzeugen, mit denen die Leistung einzelner Instruktionen gemessen sowie die Cache-Architektur charakterisiert werden kann. Im zweiten Teil der Arbeit betrachten wir allgemeinere Techniken, um Hardwaremodelle zu erzeugen. Wir schlagen das Konzept des “Gray-Box Learning” vor, und wir entwickeln einen Lernalgorithmus für Mealy-Maschinen, der bekannte Informationen über das zu lernende System berücksichtigt. Zum Abschluss zeigen wir, wie dieser Algorithmus auf das Problem der Minimierung unvollständig spezifizierter Mealy-Maschinen übertragen werden kann. Hierbei handelt es sich um ein bekanntes NP-vollständiges Problem. Unsere Implementierung ist in mehreren Benchmarks um Größenordnungen schneller als vorherige Ansätze