Search methodologies for examination timetabling

Working with examination timetabling is an extremely challenging task due to the difficulty of finding good quality solutions. Most of the studies in this area rely on improvement techniques to enhance the solution quality after generating an initial solution. Nevertheless, the initial solution generation itself can provide good solution quality even though the ordering strategies often using graph colouring heuristics, are typically quite simple. Indeed, there are examples where some of the produced solutions are better than the ones produced in the literature with an improvement phase. This research concentrates on constructive approaches which are based on squeaky wheel optimisation i.e. the focus is upon finding difficult examinations in their assignment and changing their position in a heuristic ordering. In the first phase, the work is focused on the squeaky wheel optimisation approach where the ordering is permutated in a block of examinations in order to find the best ordering. Heuristics are alternated during the search as each heuristic produces a different value of a heuristic modifier. This strategy could improve the solution quality when a stochastic process is incorporated. Motivated by this first phase, a squeaky wheel optimisation concept is then combined with graph colouring heuristics in a linear form with weights aggregation. The aim is to generalise the constructive approach using information from given heuristics for finding difficult examinations and it works well across tested problems. Each parameter is invoked with a normalisation strategy in order to generalise the specific problem data. In the next phase, the information obtained from the process of building an infeasible timetable is used. The examinations that caused infeasibility are given attention because, logically, they are hard to place in the timetable and so they are treated first. In the adaptive decomposition strategy, the aim is to automatically divide examinations into difficult and easy sets so as to give attention to difficult examinations. Within the easy set, a subset called the boundary set is used to accommodate shuffling strategies to change the given ordering of examinations. Consequently, the graph colouring heuristics are employed on those constructive approaches and it is shown that dynamic ordering is an effective way to permute the ordering. The next research chapter concentrates on the improvement approach where variable neighbourhood search with great deluge algorithm is investigated using various neighbourhood orderings and initialisation strategies. The approach incorporated with a repair mechanism in order to amend some of infeasible assignment and at the same time aiming to improve the solution quality

Search methodologies for examination timetabling

Working with examination timetabling is an extremely challenging task due to the difficulty of finding good quality solutions. Most of the studies in this area rely on improvement techniques to enhance the solution quality after generating an initial solution. Nevertheless, the initial solution generation itself can provide good solution quality even though the ordering strategies often using graph colouring heuristics, are typically quite simple. Indeed, there are examples where some of the produced solutions are better than the ones produced in the literature with an improvement phase. This research concentrates on constructive approaches which are based on squeaky wheel optimisation i.e. the focus is upon finding difficult examinations in their assignment and changing their position in a heuristic ordering. In the first phase, the work is focused on the squeaky wheel optimisation approach where the ordering is permutated in a block of examinations in order to find the best ordering. Heuristics are alternated during the search as each heuristic produces a different value of a heuristic modifier. This strategy could improve the solution quality when a stochastic process is incorporated. Motivated by this first phase, a squeaky wheel optimisation concept is then combined with graph colouring heuristics in a linear form with weights aggregation. The aim is to generalise the constructive approach using information from given heuristics for finding difficult examinations and it works well across tested problems. Each parameter is invoked with a normalisation strategy in order to generalise the specific problem data. In the next phase, the information obtained from the process of building an infeasible timetable is used. The examinations that caused infeasibility are given attention because, logically, they are hard to place in the timetable and so they are treated first. In the adaptive decomposition strategy, the aim is to automatically divide examinations into difficult and easy sets so as to give attention to difficult examinations. Within the easy set, a subset called the boundary set is used to accommodate shuffling strategies to change the given ordering of examinations. Consequently, the graph colouring heuristics are employed on those constructive approaches and it is shown that dynamic ordering is an effective way to permute the ordering. The next research chapter concentrates on the improvement approach where variable neighbourhood search with great deluge algorithm is investigated using various neighbourhood orderings and initialisation strategies. The approach incorporated with a repair mechanism in order to amend some of infeasible assignment and at the same time aiming to improve the solution quality

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

Complexity, Emergent Systems and Complex Biological Systems:\ud Complex Systems Theory and Biodynamics. [Edited book by I.C. Baianu, with listed contributors (2011)]

An overview is presented of System dynamics, the study of the behaviour of complex systems, Dynamical system in mathematics Dynamic programming in computer science and control theory, Complex systems biology, Neurodynamics and Psychodynamics.\u