Data Reduction for Graph Coloring Problems

This paper studies the kernelization complexity of graph coloring problems with respect to certain structural parameterizations of the input instances. We are interested in how well polynomial-time data reduction can provably shrink instances of coloring problems, in terms of the chosen parameter. It is well known that deciding 3-colorability is already NP-complete, hence parameterizing by the requested number of colors is not fruitful. Instead, we pick up on a research thread initiated by Cai (DAM, 2003) who studied coloring problems parameterized by the modification distance of the input graph to a graph class on which coloring is polynomial-time solvable; for example parameterizing by the number k of vertex-deletions needed to make the graph chordal. We obtain various upper and lower bounds for kernels of such parameterizations of q-Coloring, complementing Cai's study of the time complexity with respect to these parameters. Our results show that the existence of polynomial kernels for q-Coloring parameterized by the vertex-deletion distance to a graph class F is strongly related to the existence of a function f(q) which bounds the number of vertices which are needed to preserve the NO-answer to an instance of q-List-Coloring on F.Comment: Author-accepted manuscript of the article that will appear in the FCT 2011 special issue of Information & Computatio

Track Allocation in Freight-Train Classification with Mixed Tracks

We consider the process of forming outbound trains from cars of inbound trains at rail-freight hump yards. Given the arrival and departure times as well as the composition of the trains, we study the problem of allocating classification tracks to outbound trains such that every outbound train can be built on a separate classification track. We observe that the core problem can be formulated as a special list coloring problem in interval graphs, which is known to be NP-complete. We focus on an extension where individual cars of different trains can temporarily be stored on a special subset of the tracks. This problem induces several new variants of the list-coloring problem, in which the given intervals can be shortened by cutting off a prefix of the interval. We show that in case of uniform and sufficient track lengths, the corresponding coloring problem can be solved in polynomial time, if the goal is to minimize the total cost associated with cutting off prefixes of the intervals. Based on these results, we devise two heuristics as well as an integer program to tackle the problem. As a case study, we consider a real-world problem instance from the Hallsberg Rangerbangård hump yard in Sweden. Planning over horizons of seven days, we obtain feasible solutions from the integer program in all scenarios, and from the heuristics in most scenarios

Reverse Nearest Neighbor Heat Maps: A Tool for Influence Exploration

We study the problem of constructing a reverse nearest neighbor (RNN) heat map by finding the RNN set of every point in a two-dimensional space. Based on the RNN set of a point, we obtain a quantitative influence (i.e., heat) for the point. The heat map provides a global view on the influence distribution in the space, and hence supports exploratory analyses in many applications such as marketing and resource management. To construct such a heat map, we first reduce it to a problem called Region Coloring (RC), which divides the space into disjoint regions within which all the points have the same RNN set. We then propose a novel algorithm named CREST that efficiently solves the RC problem by labeling each region with the heat value of its containing points. In CREST, we propose innovative techniques to avoid processing expensive RNN queries and greatly reduce the number of region labeling operations. We perform detailed analyses on the complexity of CREST and lower bounds of the RC problem, and prove that CREST is asymptotically optimal in the worst case. Extensive experiments with both real and synthetic data sets demonstrate that CREST outperforms alternative algorithms by several orders of magnitude.Comment: Accepted to appear in ICDE 201

Boundaries of Amplituhedra and NMHV Symbol Alphabets at Two Loops

In this sequel to arXiv:1711.11507 we classify the boundaries of amplituhedra relevant for determining the branch points of general two-loop amplitudes in planar $\mathcal{N}=4$ super-Yang-Mills theory. We explain the connection to on-shell diagrams, which serves as a useful cross-check. We determine the branch points of all two-loop NMHV amplitudes by solving the Landau equations for the relevant configurations and are led thereby to a conjecture for the symbol alphabets of all such amplitudes.Comment: 42 pages, 6 figures, 8 tables; v2: minor corrections and improvement

Hump Yard Track Allocation with Temporary Car Storage

In rail freight operation, freight cars need to be separated and reformed into new trains at hump yards. The classification procedure is complex and hump yards constitute bottlenecks in the rail freight network, often causing outbound trains to be delayed. One of the problems is that planning for the allocation of tracks at hump yards is difficult, given that the planner has limited resources (tracks, shunting engines, etc.) and needs to foresee the future capacity requirements when planning for the current inbound trains. In this paper, we consider the problem of allocating classification tracks in a rail freight hump yard for arriving and departing trains with predetermined arrival and departure times. The core problem can be formulated as a special list coloring problem. We focus on an extension where individual cars can temporarily be stored on a special subset of the tracks. An extension where individual cars can temporarily be stored on a special subset of the tracks is also considered. We model the problem using mixed integer programming, and also propose several heuristics that can quickly give feasible track allocations. As a case study, we consider a real-world problem instance from the Hallsberg Rangerbangård hump yard in Sweden. Planning over horizons over two to four days, we obtain feasible solutions from both the exact and heuristic approaches that allow all outgoing trains to leave on time