Stochastic Improvement of Cyclic Railway Timetables

Real-time railway operations are subject to stochastic disturbances. However, a railway timetable is a deterministic plan. Thus a timetable should be designed in such a way that it can cope with the stochastic disturbances as well as possible. For that purpose, a timetable usually contains time supplements in several process times and buffer times between pairs of consecutive trains. This paper describes a Stochastic Optimization Model that can be used to allocate the time supplements and the buffer times in a given timetable in such a way that the timetable becomes maximally robust against stochastic disturbances. The Stochastic Optimization Model was tested on several instances of NS Reizigers, the main operator of passenger trains in the Netherlands. Moreover, a timetable that was computed by the model was operated in practice in a timetable experiment on the so-called “Zaanlijnâ€. The results show that the average delays of trains can often be reduced significantly by applying relatively small modifications to a given timetable.Railway Timetabling;Stochastic Optimization;Robustness

Analysis and testing of two-dimensional vented Coanda ejectors with asymmetric variable area mixing sections

The analysis of asymmetric, curved (Coanda) ejector flow has been completed using a finite difference technique and a quasi-orthogonal streamline coordinate system. The boundary layer type jet mixing analysis accounts for the effect of streamline curvature in pressure gradients normal to the streamlines and on eddy viscosities. The analysis assured perfect gases, free of pressure discontinuities and flow separation and treated three compound flows of supersonic and subsonic streams. Flow parameters and ejector performance were measured in a vented Coanda flow geometry for the verification of the computer analysis. A primary converging nozzle with a discharge geometry of 0.003175 m x 0.2032 m was supplied with 0.283 cu m/sec of air at about 241.3 KPa absolute stagnation pressure and 82 C stagnation temperature. One mixing section geometry was used with a 0.127 m constant radius Coanda surface. Eight tests were run at spacing between the Coanda surface and primary nozzle 0.01915 m and 0.318 m and at three angles of Coanda turning: 22.5 deg, 45.0 deg, and 75.0 deg. The wall static pressures, the loci of maximum stagnation pressures, and the stagnation pressure profiles agree well between analytical and experimental results

Characterization of mercury(II)-induced inhibition of photochemistry in the reaction center of photosynthetic bacteria

Mercuric contamination of aqueous cultures results in impairment of viability of photosynthetic bacteria primarily by inhibition of the photochemistry of the reaction center (RC) protein. Isolated reaction centers (RCs) from Rhodobacter sphaeroides were exposed to Hg(2+) ions up to saturation concentration (~ 10(3) [Hg(2+)]/[RC]) and the gradual time- and concentration-dependent loss of the photochemical activity was monitored. The vast majority of Hg(2+) ions (about 500 [Hg(2+)]/[RC]) had low affinity for the RC [binding constant Kb ~ 5 mM(-1)] and only a few (~ 1 [Hg(2+)]/[RC]) exhibited strong binding (Kb ~ 50 muM(-1)). Neither type of binding site had specific and harmful effects on the photochemistry of the RC. The primary charge separation was preserved even at saturation mercury(II) concentration, but essential further steps of stabilization and utilization were blocked already in the 5 < [Hg(2+)]/[RC] < 50 range whose locations were revealed. (1) The proton gate at the cytoplasmic site had the highest affinity for Hg(2+) binding (Kb ~ 0.2 muM(-1)) and blocked the proton uptake. (2) Reduced affinity (Kb ~ 0.05 muM(-1)) was measured for the mercury(II)-binding site close to the secondary quinone that resulted in inhibition of the interquinone electron transfer. (3) A similar affinity was observed close to the bacteriochlorophyll dimer causing slight energetic changes as evidenced by a ~ 30 nm blue shift of the red absorption band, a 47 meV increase in the redox midpoint potential, and a ~ 20 meV drop in free energy gap of the primary charge pair. The primary quinone was not perturbed upon mercury(II) treatment. Although the Hg(2+) ions attack the RC in large number, the exertion of the harmful effect on photochemistry is not through mass action but rather a couple of well-defined targets. Bound to these sites, the Hg(2+) ions can destroy H-bond structures, inhibit protein dynamics, block conformational gating mechanisms, and modify electrostatic profiles essential for electron and proton transfer

The new Dutch timetable: The OR revolution

In December 2006, Netherlands Railways introduced a completely new timetable. Its objective was to facilitate the growth of passenger and freight transport on a highly utilized railway network, and improve the robustness of the timetable resulting in less train delays in the operation. Further adjusting the existing timetable constructed in 1970 was not option anymore, because further growth would then require significant investments in the rail infrastructure. Constructing a railway timetable from scratch for about 5,500 daily trains was a complex problem. To support this process, we generated several timetables using sophisticated operations research techniques, and finally selected and implemented one of these timetables. Furthermore, because rolling-stock and crew costs are principal components of the cost of a passenger railway operator, we used innovative operations research tools to devise efficient schedules for these two resources. The new resource schedules and the increased number of passengers resulted in an additional annual profit of 40 million euros ($60 million) of which about 10 million euros were created by additional revenues. We expect this to increase to 70 million euros ($105 million) annually in the coming years. However, the benefits of the new timetable for the Dutch society as a whole are much greater: more trains are transporting more passengers on the same railway infrastructure, and these trains are arriving and departing on schedule more than they ever have in the past. In addition, the rail transport system will be able to handle future transportation demand growth and thus allow cities to remain accessible. Therefore, people can switch from car transport to rail transport, which will reduce the emission of greenhouse gases.