Ramsey numbers of bounded degree trees versus general graphs

For every $k\ge 2$ and $\Delta$, we prove that there exists a constant $C_{\Delta,k}$ such that the following holds. For every graph $H$ with $\chi(H)=k$ and every tree with at least $C_{\Delta,k}|H|$ vertices and maximum degree at most $\Delta$, the Ramsey number $R(T,H)$ is $(k-1)(|T|-1)+\sigma(H)$, where $\sigma(H)$ is the size of a smallest colour class across all proper $k$-colourings of $H$. This is tight up to the value of $C_{\Delta,k}$, and confirms a conjecture of Balla, Pokrovskiy, and Sudakov

Global and local

The global/local contrast is ubiquitous in mathematics. This paper explains it with straightforward examples. It is possible to build a circular staircase that is rising at any point (locally) but impossible to build one that rises at all points and comes back to where it started (a global restriction). Differential equations describe the local structure of a process; their solution describes the global structure that results. The interplay between global and local structure is one of the great themes of mathematics, but rarely discussed explicitly

Scientific uncertainty and decision making

It is important to have an adequate model of uncertainty, since decisions must be made before the uncertainty can be resolved. For instance, flood defenses must be designed before we know the future distribution of flood events. It is standardly assumed that probability theory offers the best model of uncertain information. I think there are reasons to be sceptical of this claim. I criticise some arguments for the claim that probability theory is the only adequate model of uncertainty. In particular I critique Dutch book arguments, representation theorems, and accuracy based arguments. Then I put forward my preferred model: imprecise probabilities. These are sets of probability measures. I offer several motivations for this model of uncertain belief, and suggest a number of interpretations of the framework. I also defend the model against some criticisms, including the so-called problem of dilation. I apply this framework to decision problems in the abstract. I discuss some decision rules from the literature including Levi’s E-admissibility and the more permissive rule favoured by Walley, among others. I then point towards some applications to climate decisions. My conclusions are largely negative: decision making under such severe uncertainty is inevitably difficult. I finish with a case study of scientific uncertainty. Climate modellers attempt to offer probabilistic forecasts of future climate change. There is reason to be sceptical that the model probabilities offered really do reflect the chances of future climate change, at least at regional scales and long lead times. Indeed, scientific uncertainty is multi-dimensional, and difficult to quantify. I argue that probability theory is not an adequate representation of the kinds of severe uncertainty that arise in some areas in science. I claim that this requires that we look for a better framework for modelling uncertaint

Fuelling the zero-emissions road freight of the future: routing of mobile fuellers

The future of zero-emissions road freight is closely tied to the sufficient availability of new and clean fuel options such as electricity and Hydrogen. In goods distribution using Electric Commercial Vehicles (ECVs) and Hydrogen Fuel Cell Vehicles (HFCVs) a major challenge in the transition period would pertain to their limited autonomy and scarce and unevenly distributed refuelling stations. One viable solution to facilitate and speed up the adoption of ECVs/HFCVs by logistics, however, is to get the fuel to the point where it is needed (instead of diverting the route of delivery vehicles to refuelling stations) using "Mobile Fuellers (MFs)". These are mobile battery swapping/recharging vans or mobile Hydrogen fuellers that can travel to a running ECV/HFCV to provide the fuel they require to complete their delivery routes at a rendezvous time and space. In this presentation, new vehicle routing models will be presented for a third party company that provides MF services. In the proposed problem variant, the MF provider company receives routing plans of multiple customer companies and has to design routes for a fleet of capacitated MFs that have to synchronise their routes with the running vehicles to deliver the required amount of fuel on-the-fly. This presentation will discuss and compare several mathematical models based on different business models and collaborative logistics scenarios