3 research outputs found
Dynamic railway junction rescheduling using population based ant colony optimisation
The file attached to this record is the author's final peer reviewed version. The Publisher's final version can be found by following the DOI link.Efficient rescheduling after a perturbation is an important concern of the railway industry. Extreme delays can result in large fines for the train company as well as dissatisfied customers. The problem is exacerbated by the fact that it is a dynamic one; more timetabled trains may be arriving as the perturbed trains are waiting to be rescheduled. The new trains may have different priorities to the existing trains and thus the rescheduling problem is a dynamic one that changes over time. The aim of this research is to apply a population-based ant colony optimisation algorithm to address this dynamic railway junction rescheduling problem using a simulator modelled on a real-world junction in the UK railway network. The results are promising: the algorithm performs well, particularly when the dynamic changes are of a high magnitude and frequency
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HEDCOS: High Efficiency Dynamic Combinatorial Optimization System using Ant Colony Optimization algorithm
This thesis was submitted for the award of Doctor of Philosophy and was awarded by Brunel University LondonDynamic combinatorial optimization is gaining popularity among industrial practitioners due to the ever-increasing scale of their optimization problems and efforts to solve them to remain competitive. Larger optimization problems are not only more computationally intense to optimize but also have more uncertainty within problem inputs. If some aspects of the problem are subject to dynamic change, it becomes a Dynamic Optimization Problem (DOP).
In this thesis, a High Efficiency Dynamic Combinatorial Optimization System is built to solve challenging DOPs with high-quality solutions. The system is created using Ant Colony Optimization (ACO) baseline algorithm with three novel developments.
First, introduced an extension method for ACO algorithm called Dynamic Impact. Dynamic Impact is designed to improve convergence and solution quality by solving challenging optimization problems with a non-linear relationship between resource consumption and fitness. This proposed method is tested against the real-world Microchip Manufacturing Plant Production Floor Optimization (MMPPFO) problem and the theoretical benchmark Multidimensional Knapsack Problem (MKP).
Second, a non-stochastic dataset generation method was introduced to solve the dynamic optimization research replicability problem. This method uses a static benchmark dataset as a starting point and source of entropy to generate a sequence of dynamic states. Then using this method, 1405 Dynamic Multidimensional Knapsack Problem (DMKP) benchmark datasets were generated and published using famous static MKP benchmark instances as the initial state.
Third, introduced a nature-inspired discrete dynamic optimization strategy for ACO by modelling real-world ants’ symbiotic relationship with aphids. ACO with Aphids strategy is designed to solve discrete domain DOPs with event-triggered discrete dynamism. The strategy improved inter-state convergence by allowing better solution recovery after dynamic environment changes. Aphids mediate the information from previous dynamic optimization states to maximize initial results performance and minimize the impact on convergence speed. This strategy is tested for DMKP and against identical ACO implementations using Full-Restart and Pheromone-Sharing strategies, with all other variables isolated.
Overall, Dynamic Impact and ACO with Aphids developments are compounding. Using Dynamic Impact on single objective optimization of MMPPFO, the fitness value was improved by 33.2% over the ACO algorithm without Dynamic Impact. MKP benchmark instances of low complexity have been solved to a 100% success rate even when a high degree of solution sparseness is observed, and large complexity instances have shown the average gap improved by 4.26 times. ACO with Aphids has also demonstrated superior performance over the Pheromone-Sharing strategy in every test on average gap reduced by 29.2% for a total compounded dynamic optimization performance improvement of 6.02 times. Also, ACO with Aphids has outperformed the Full-Restart strategy for large datasets groups, and the overall average gap is reduced by 52.5% for a total compounded dynamic optimization performance improvement of 8.99 times
Modelling of interactions between rail service and travel demand: a passenger-oriented analysis
The proposed research is situated in the field of design, management and optimisation in railway network operations. Rail transport has in its favour several specific features which make it a key factor in public transport management, above all in high-density contexts. Indeed, such a system is environmentally friendly (reduced pollutant emissions), high-performing (high travel speeds and low values of headways), competitive (low unitary costs per seat-km or carried passenger-km) and presents a high degree of adaptability to intermodality. However, it manifests high vulnerability in the case of breakdowns. This occurs because a faulty convoy cannot be easily overtaken and, sometimes, cannot be easily removed from the line, especially in the case of isolated systems (i.e. systems which are not integrated into an effective network) or when a breakdown occurs on open tracks. Thus,
re-establishing ordinary operational conditions may require excessive amounts of time and, as a consequence, an inevitable increase in inconvenience (user generalised cost) for passengers, who might decide to abandon the system or, if already on board, to exclude the railway system from their choice set for the future. It follows that developing appropriate techniques and decision support tools for optimising rail system management, both in ordinary and disruption conditions, would consent a clear influence of the modal split in favour of public transport and, therefore, encourage an important reduction in the externalities caused by the use of private transport, such as air and noise pollution, traffic congestion and accidents, bringing clear benefits to the quality of life for both transport users and non-users (i.e. individuals who are not system users).
Managing to model such a complex context, based on numerous interactions among the various components (i.e. infrastructure, signalling system, rolling stock and timetables) is no mean feat. Moreover, in many cases, a fundamental element, which is the inclusion of the modelling of travel demand features in the simulation of railway operations, is neglected. Railway transport, just as any other transport system, is not finalised to itself, but its task is to move people or goods around, and, therefore, a realistic and accurate cost-benefit analysis cannot ignore involved flows features. In particular, considering travel demand into the analysis framework presents a two-sided effect.
Primarily, it leads to introduce elements such as convoy capacity constraints and the assessment of dwell times as flow-dependent factors which make the simulation as close as possible to the reality. Specifically, the former allows to take into account the eventuality that not all passengers can board the first arriving train, but only a part of them, due to overcrowded conditions, with a consequent increase in waiting times. Due consideration of this factor is fundamental because, if it were to be repeated, it would make a further contribution to passengers’ discontent. While, as regards the estimate of dwell times on the basis of flows, it becomes fundamental in the planning phase. In fact, estimating dwell times as fixed values, ideally equal for all runs and all stations, can induce differences between actual and planned operations, with a subsequent deterioration in system performance. Thus, neglecting these aspects, above all in crowded contexts, would render the simulation distorted, both in terms of costs and benefits.
The second aspect, on the other hand, concerns the correct assessment of effects of the strategies put in place, both in planning phases (strategic decisions such as the realisation of a new infrastructure, the improvement of the current signalling system or the purchasing of new rolling stock) and in operational phases (operational decisions such as the definition of intervention strategies for addressing disruption conditions). In fact, in the management of failures, to date, there are operational procedures which are based on hypothetical times for re-establishing ordinary conditions, estimated by the train driver or by the staff of the operation centre, who, generally, tend to minimise the impact exclusively from the company’s point of view (minimisation of operational costs), rather than from the standpoint of passengers. Additionally, in the definition of intervention strategies, passenger flow and its variation in time (different temporal intervals) and space (different points in the railway network) are rarely considered. It appears obvious, therefore, how the proposed re-examination of the dispatching and rescheduling tasks in a passenger-orientated perspective, should be accompanied by the development of estimation and forecasting techniques for travel demand, aimed at correctly taking into account the peculiarities of the railway system; as well as by the generation of ad-hoc tools designed to simulate the behaviour of passengers in the various phases of the trip (turnstile access, transfer from the turnstiles to the platform, waiting on platform, boarding and alighting process, etc.).
The latest workstream in this present study concerns the analysis of the energy problems associated to rail transport. This is closely linked to what has so far been described. Indeed, in order to implement proper energy saving policies, it is, above all, necessary to obtain a reliable estimate of the involved operational times (recovery times, inversion times, buffer times, etc.). Moreover, as the adoption of eco-driving strategies generates an increase in passenger travel times, with everything that this involves, it is important to investigate the trade-off between energy efficiency and increase in user generalised costs.
Within this framework, the present study aims at providing a DSS (Decision Support System) for all phases of planning and management of rail transport systems, from that of timetabling to dispatching and rescheduling, also considering space-time travel demand variability as well as the definition of suitable energy-saving policies, by adopting a passenger-orientated perspective