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  • 1.
    Aronsson, Martin
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Forsgren, Malin
    RISE, Swedish ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    The Road to Incremental Allocation & Incremental Planning2012Report (Other academic)
    Abstract [en]

    Successiv tilldelning (Successive Allocation) is a new approach for railway planning for Trafikverket (the Swedish Transport Administration) worked out by SICS. This document describes the steps proposed by SICS towards a full implementation of the new approach. Results from the SICS projects Tågplan 2015 and Marackasen are reported, as these support the reasoning behind the suggested implementation.

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  • 2.
    Aronsson, Martin
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Forsgren, Malin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Uncovered capacity in Incremental Allocation2017Report (Other academic)
    Abstract [en]

    This paper summarizes the work to estimate the value of uncovered capacity when using Incremental Allocation, including how it was calculated. The estimation was performed as part of the commercial valuation of Incremental Allocation. This valuation was made within the PENG framework. The aim is to estimate the value of new traffic that can be served by the uncovered capacity. The calculations are based on the UIC406 standard, but instead of analysing the traffic executed on a typical day the planned train paths are analysed. More precisely, the input data is a snapshot from planning tool TrainPlan from 2011-04-08, including AdHoc train paths. The results show that a large portion of the available capacity is hidden from use by the current planning methods and scheduling rules.

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  • 3.
    Aronsson, Martin
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Joborn, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Ranjbar, Zohreh
    RISE, Swedish ICT, SICS.
    Kapacitet på rangerbangården Hallsberg: resultat från projektet PRAGGE22016Report (Other academic)
    Abstract [sv]

    Denna rapport beskriver dels en metod att bedöma rangerbangårdens förmåga att hantera tågbildning och dels en pilotstudie som gjorts i Hallsberg i projektet PRAGGE2. Metoden, kallad PRAGGE-metoden, bygger på att en optimerande programvara utvecklad i tidigare projekt, kallad RanPlan, används för att undersöka det extra arbete som olika bangårdsutformningar ger upphov till. Extraarbete mäts som ett nyckeltal, ER (extra valldrag), som är en funktion av antalet vagnar som får hanteras flera gånger över rangervallen. Ju högre ER-värde desto arbetsammare är det för bangården att skapa de avgående tågen. Inom ramen för denna studie har riktningsgruppens antal spår samt längder undersökts, U-gruppens betydelse för Hallsbergs rangerbangård har belysts med speciellt fokus på den nuvarande situationen med det ibland förekommande tågkön in till infartsgruppen. Vidare har en enklare undersökning av ett ev. spårbehov för s.k. ”block-swaps” (byte av ett fåtal större vagnsgrupper mellan tåg) gjorts samt även ett försök att påbörja en kategorisering eller kapacitetsbeskrivning av en rangerbangård.

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  • 4.
    Aronsson, Martin
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Joborn, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Ranjbar, Zohreh
    RISE, Swedish ICT, SICS.
    Kapacitetsanalys av tre olika utbyggnadsalternativ av Sävenäs rangerbangård: resultat från pilotstudien av Sävenäs i projektet PRAGGE22016Report (Other academic)
    Abstract [sv]

    Följande rapport redovisar arbetet med en av två piloter i projektet PRAGGE2, undersökning av tre bangårdsalternativ för rustningen/ombyggnaden av Sävenäs rangerbangård i Göteborg. I detta arbete har en metod utvecklad under det första PRAGGE-projektet använts för att studera tre olika utvecklingsalternativ av rangerbangården i Sävenäs, framtagna av Sweco i separat projekt. PRAGGE-metoden bygger på att mäta det extra arbete i termer av att mäta det antal gånger en vagn rangeras extra på bangården på grund av trängsel, väsentligen för få spår att bygga avgående tåg på. Metoden utgår från den i utfallsdata definierade tidtabellen och bokningen och skapar en rangerplan med minimalt antal extra rangerade vagnar över vall. Green Cargo har för PRAGGE2 ställt data från 2014 års trafik till vårt förfogande. Resultatet från pilotstudien är att en av bangårdsutformningarna från Swecos tre framtagna alternativ inte bedöms ha tillräcklig kapacitet medan de två andra har utvärderats vidare. Den ena av dem bedömdes dock inte få plats på den yta som anses kunna ställas till förfogande varvid enbart ett alternativ återstår. Erfarenheten från piloten är att PRAGGE-metoden fungerar som en kvantitativ utvärderingsmetod för att bedöma kapaciteten på föreslagen grov utformning av rangerbangården och som kompletterar de kvalitativa utvärderingsmetoder som också används.

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  • 5.
    Aronsson, Martin
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Ranjbar, Zohreh
    RISE, Swedish ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Joborn, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Kapacitetsanalys av Sävenäs rangerbangård: Spårbehov på riktningsgruppen undersökt i projektet PRAGGE2016Report (Other academic)
    Abstract [sv]

    I denna rapport analyseras kapaciteten på riktningsgruppen vid Sävenäs rangerbangård. Analysmetoden bygger på att schemalägga rangeringsrörelserna som krävs för att skapa de avgående tågen givet en viss bangårdskonfiguration. Schemaläggningen görs med matematisk optimering varvid antalet extra rörelser minimeras och används som ett mått för att bedöma belastningen på bangården. Resultatet är att minst 29 spår krävs på riktningsgruppen för att genomföra 2014 års trafik på ett rimligt sätt. En viktig iakttagelse är att antalet hanterade vagnar per tidsenhet inte ensamt är ett bra mått på belastningen på bangården, utan vagnarnas ståtid, antal destinationer och antalet ankommande respektive avgående tåg är exempel på andra parametrar som spelar stor roll för belastningen.

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  • 6.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Dahms, Florian
    RWTH Aachen, Germany.
    Flier, Holger
    ETH Zürich, Switzerland.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Optimal Freight Train Classification using Column Generation2012Conference paper (Refereed)
    Abstract [en]

    We consider planning of freight train classification at hump yards using integer programming. The problem involves the formation of departing freight trains from arriving trains subject to scheduling and capacity constraints. To increase yard capacity, we allow the temporary storage of early freight cars on specific mixed-usage tracks. The problem has previously been modeled using a direct integer programming model, but this approach did not yield lower bounds of sufficient quality to prove optimality. In this paper, we formulate a new extended integer programming model and design a column generation approach based on branch-and-price to solve problem instances of industrial size. We evaluate the method on historical data from the Hallsberg hump yard in Sweden, and compare the results with previous approaches. The new method managed to find optimal solutions in all of the 192 problem instances tried. Furthermore, no instance took more than 13 minutes to solve to optimality using fairly standard computer hardware.

  • 7.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), SICS, Sweden.
    Gestrelius, Sara
    RISE., SICS.
    Optimerad rangering: slutsatser och resultat från projektet RANPLAN2013Report (Other academic)
    Abstract [sv]

    Sammanfattning Rapporten innehåller kortfattade slutsatser och resultat från en studie genomförd i projektet RANPLAN, som har utförts av SICS Swedish ICT AB på uppdrag av Trafikverket under åren 2010-2013. Fokus är på Hallsbergs rangerbangård, men resultaten är tillämpbara även på andra rangerbangårdar med vall. Datorkörningar visar att blanddragen kan öka kapaciteten på rangerbangårdar väsentligt, mätt i antalet samtidiga tåg som kan hanteras, till en kostnad av en ökad mängd vagnsrörelser. I en jämförande datorstudie av simulering och optimering framgick också att de optimala planerna var betydligt effektivare, mätt i antalet vagnsrörelser, än de simulerade planerna. Resultaten pekar tydligt på att datorstödd optimering av planeringsprocessen för rangerbangårdar både är praktiskt möjligt och kan ge stora effektivitetsvinster.

  • 8.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Optimerad rangering: slutsatser och resultat från projektet RANPLAN2013Report (Other academic)
    Abstract [sv]

    Sammanfattning Rapporten innehåller kortfattade slutsatser och resultat från en studie genomförd i projektet RANPLAN, som har utförts av SICS Swedish ICT AB på uppdrag av Trafikverket under åren 2010-2013. Fokus är på Hallsbergs rangerbangård, men resultaten är tillämpbara även på andra rangerbangårdar med vall. Datorkörningar visar att blanddragen kan öka kapaciteten på rangerbangårdar väsentligt, mätt i antalet samtidiga tåg som kan hanteras, till en kostnad av en ökad mängd vagnsrörelser. I en jämförande datorstudie av simulering och optimering framgick också att de optimala planerna var betydligt effektivare, mätt i antalet vagnsrörelser, än de simulerade planerna. Resultaten pekar tydligt på att datorstödd optimering av planeringsprocessen för rangerbangårdar både är praktiskt möjligt och kan ge stora effektivitetsvinster.

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    FULLTEXT01
  • 9.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), SICS.
    Gestrelius, Sara
    RISE., SICS.
    Optimerad rangering: slutsatser och resultat från projektet RANPLAN2013Report (Other academic)
    Abstract [sv]

    Rapporten innehåller kortfattade slutsatser och resultat från en studie genomförd i projektet RANPLAN, som har utförts av SICS Swedish ICT AB på uppdrag av Trafikverket under åren 2010-2013. Fokus är på Hallsbergs rangerbangård, men resultaten är tillämpbara även på andra rangerbangårdar med vall. Datorkörningar visar att blanddragen kan öka kapaciteten på rangerbangårdar väsentligt, mätt i antalet samtidiga tåg som kan hanteras, till en kostnad av en ökad mängd vagnsrörelser. I en jämförande datorstudie av simulering och optimering framgick också att de optimala planerna var betydligt effektivare, mätt i antalet vagnsrörelser, än de simulerade planerna. Resultaten pekar tydligt på att datorstödd optimering av planeringsprocessen för rangerbangårdar både är praktiskt möjligt och kan ge stora effektivitetsvinster.

    Download full text (pdf)
    FULLTEXT01
  • 10.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Dahms, Florian
    RWTH Aachen University, Germany.
    Mihalák, Matúš
    ETH Zurich, Switzerland.
    Flier, Holger
    ETH Zurich, Switzerland.
    Optimization Methods for Multistage Freight Train Formation2015In: Transportation Science, ISSN 0041-1655, E-ISSN 1526-5447, Vol. 50, no 3, p. 823-840Article in journal (Refereed)
    Abstract [en]

    This paper considers mathematical optimization for the multistage train formation problem, which at the core is the allocation of classification yard formation tracks to outbound freight trains, subject to realistic constraints on train scheduling, arrival and departure timeliness, and track capacity. The problem formulation allows the temporary storage of freight cars on a dedicated mixed-usage track. This real-world practice increases the capacity of the yard, measured in the number of simultaneous trains that can be successfully handled. Two optimization models are proposed and evaluated for the multistage train formation problem. The first one is a column-based integer programming model, which is solved using branch and price. The second model is a simplified reformulation of the first model as an arc-indexed integer linear program, which has the same linear programming relaxation as the first model. Both models are adapted for rolling horizon planning and evaluated on a five-month historical data set from the largest freight yard in Scandinavia. From this data set, 784 instances of different types and lengths, spanning from two to five days, were created. In contrast to earlier approaches, all instances could be solved to optimality using the two models. In the experiments, the arc-indexed model proved optimality on average twice as fast as the column-based model for the independent instances, and three times faster for the rolling horizon instances. For the arc-indexed model, the average solution time for a reasonably sized planning horizon of three days was 16 seconds. Regardless of size, no instance took longer than eight minutes to be solved. The results indicate that optimization approaches are suitable alternatives for scheduling and track allocation at classification yards.

  • 11.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), SICS, Sweden.
    Gestrelius, Sara
    RISE., SICS.
    Dahms, Florian
    Mihalák, Matúš
    Flier, Holger
    Optimized shunting with mixed-usage tracks2013Report (Other academic)
    Abstract [en]

    We consider the planning of railway freight classification at hump yards, where the problem involves the formation of departing freight train blocks from arriving trains subject to scheduling and capacity constraints. The hump yard layout considered consists of arrival tracks of sufficient length at an arrival yard, a hump, classification tracks of non-uniform and possibly non-sufficient length at a classification yard, and departure tracks of sufficient length. To increase yard capacity, freight cars arriving early can be stored temporarily on specific mixed-usage tracks. The entire hump yard planning process is covered in this paper, and heuristics for arrival and departure track assignment, as well as hump scheduling, have been included to provide the neccessary input data. However, the central problem considered is the classification track allocation problem. This problem has previously been modeled using direct mixed integer programming models, but this approach did not yield lower bounds of sufficient quality to prove optimality. Later attempts focused on a column generation approach based on branch-and-price that could solve problem instances of industrial size. Building upon the column generation approach we introduce a direct arc-based integer programming model, where the arcs are precedence relations between blocks on the same classification track. Further, the most promising models are adapted for rolling-horizon planning. We evaluate the methods on historical data from the Hallsberg shunting yard in Sweden. The results show that the new arc-based model performs as well as the column generation approach. It returns an optimal schedule within the execution time limit for all instances but from one, and executes as fast as the column generation approach. Further, the short execution times of the column generation approach and the arc-indexed model make them suitable for rolling-horizon planning, while the direct mixed integer program proved to be too slow for this. Extended analysis of the results shows that mixing was only required if the maximum number of concurrent trains on the classification yard exceeds 29 (there are 32 available tracks), and that after this point the number of extra car roll-ins increases heavily.

  • 12.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Dahms, Florian
    Mihalák, Matúš
    Flier, Holger
    Optimized shunting with mixed-usage tracks2013Report (Other academic)
    Abstract [en]

    We consider the planning of railway freight classification at hump yards, where the problem involves the formation of departing freight train blocks from arriving trains subject to scheduling and capacity constraints. The hump yard layout considered consists of arrival tracks of sufficient length at an arrival yard, a hump, classification tracks of non-uniform and possibly non-sufficient length at a classification yard, and departure tracks of sufficient length. To increase yard capacity, freight cars arriving early can be stored temporarily on specific mixed-usage tracks. The entire hump yard planning process is covered in this paper, and heuristics for arrival and departure track assignment, as well as hump scheduling, have been included to provide the neccessary input data. However, the central problem considered is the classification track allocation problem. This problem has previously been modeled using direct mixed integer programming models, but this approach did not yield lower bounds of sufficient quality to prove optimality. Later attempts focused on a column generation approach based on branch-and-price that could solve problem instances of industrial size. Building upon the column generation approach we introduce a direct arc-based integer programming model, where the arcs are precedence relations between blocks on the same classification track. Further, the most promising models are adapted for rolling-horizon planning. We evaluate the methods on historical data from the Hallsberg shunting yard in Sweden. The results show that the new arc-based model performs as well as the column generation approach. It returns an optimal schedule within the execution time limit for all instances but from one, and executes as fast as the column generation approach. Further, the short execution times of the column generation approach and the arc-indexed model make them suitable for rolling-horizon planning, while the direct mixed integer program proved to be too slow for this. Extended analysis of the results shows that mixing was only required if the maximum number of concurrent trains on the classification yard exceeds 29 (there are 32 available tracks), and that after this point the number of extra car roll-ins increases heavily.

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    FULLTEXT01
  • 13.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), SICS, Sweden.
    Gestrelius, Sara
    RISE., SICS.
    Khoshniyat, Fahimeh
    Evaluation of planning policies for marshalling track allocation using simulation2012Report (Other academic)
    Abstract [en]

    Planning the operational procedures in a railway marshalling yard is a complex problem. When a train arrives at a marshalling yard, it is uncoupled on an arrival yard and then its cars are rolled to a classification yard. All cars should eventually be rolled to the classification track that has been assigned to the train they’re supposed to depart with. However, there is normally not enough capacity to compound all trains at once. In Sweden, cars arriving before a track has been assigned to their train can be stored on separate tracks called mixing tracks. All cars on mixing tracks will be pulled back to the arrival yard, and then rolled to the classification yard again to allow for reclassification. Today all procedures are planned by experienced dispatchers, but there are no documented strategies or guidelines for efficient manual planning. The aim of this paper is to examine operational planning strategies that could help dispatchers find a feasible marshalling schedule that minimizes unnecessary mixing. In order to achieve this goal, two different online planning strategies have been tested using deterministic and stochastic simulation. The Hallsberg marshalling yard was used as a case study, and was simulated for the time period between December 2010 and May 2011. The first tested strategy simply assigns tracks to trains on a first come-first served basis, while the second strategy uses time limits to determine when tracks should be assigned to departing trains. The online planning algorithms have been compared with an offline optimized track allocation. The results from both the deterministic and the stochastic simulation show that the optimized allocation is better than all online strategies and that the second strategy with a time limit of 32 hours is the best online method.

  • 14.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Khoshniyat, Fahimeh
    Evaluation of planning policies for marshalling track allocation using simulation2012Report (Other academic)
    Abstract [en]

    Planning the operational procedures in a railway marshalling yard is a complex problem. When a train arrives at a marshalling yard, it is uncoupled on an arrival yard and then its cars are rolled to a classification yard. All cars should eventually be rolled to the classification track that has been assigned to the train they’re supposed to depart with. However, there is normally not enough capacity to compound all trains at once. In Sweden, cars arriving before a track has been assigned to their train can be stored on separate tracks called mixing tracks. All cars on mixing tracks will be pulled back to the arrival yard, and then rolled to the classification yard again to allow for reclassification. Today all procedures are planned by experienced dispatchers, but there are no documented strategies or guidelines for efficient manual planning. The aim of this paper is to examine operational planning strategies that could help dispatchers find a feasible marshalling schedule that minimizes unnecessary mixing. In order to achieve this goal, two different online planning strategies have been tested using deterministic and stochastic simulation. The Hallsberg marshalling yard was used as a case study, and was simulated for the time period between December 2010 and May 2011. The first tested strategy simply assigns tracks to trains on a first come-first served basis, while the second strategy uses time limits to determine when tracks should be assigned to departing trains. The online planning algorithms have been compared with an offline optimized track allocation. The results from both the deterministic and the stochastic simulation show that the optimized allocation is better than all online strategies and that the second strategy with a time limit of 32 hours is the best online method.

    Download full text (pdf)
    FULLTEXT01
  • 15.
    Bohlin, Markus
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Khoshniyat, Fahimeh
    KTH Royal Institute of Technology, Sweden.
    Simulation of planning strategies for track allocation at marshalling yards2013Conference paper (Refereed)
    Abstract [en]

    Planning the operational procedures in a railway marshalling yard is a complex problem. When a train arrives at a marshalling yard, it is uncoupled at an arrival yard and then its cars are rolled to a classification yard. All cars should eventually be rolled to the classification track that has been assigned to the train they're supposed to depart with. However, there is normally not enough capacity to compound all trains at once. In Sweden, cars arriving before a track has been assigned to their train can be stored on separate tracks called mixing tracks. All cars on mixing tracks will be pulled back to the arrival yard, and then rolled to the classification yard again to allow for reclassification. Today all procedures are planned by experienced dispatchers, but there are no documented strategies or guidelines for efficient manual planning. The aim of this paper is to examine operational planning strategies that could help dispatchers find a feasible marshalling schedule that minimizes unnecessary mixing. In order to achieve this goal, two different online planning strategies have been tested using deterministic and stochastic simulation. The Hallsberg marshalling yard was used as a case study, and was simulated for the time period between December 2010 and May 2011. The first tested strategy simply assigns tracks to trains on a first come-first served basis, while the second strategy uses time limits to determine when tracks should be assigned to departing trains. The online planning algorithms have been compared with an offline optimized track allocation. The results from both the deterministic and the stochastic simulation show that the optimized allocation is better than all online strategies and that the second strategy with a time limit of 32 hours is the best online method.

  • 16.
    Eriksson, Anna
    et al.
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    von Wieding, Sönke
    RISE Research Institutes of Sweden, Safety and Transport, Maritime department.
    Gestrelius, Sara
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Lyrberg, Magnus
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Ranäng, Sara
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Carlén, Vanja
    Closer, Sweden.
    Hansson, Marcus
    Closer, Sweden.
    REDIG- Regionala godshubbar i Göteborg: FÖRSTUDIE – DRIVE SWEDEN2023Report (Other academic)
    Abstract [sv]

    Denna rapport är ett resultat av en förstudie kring en logistik- och transportlösning (som kan realiseras i form av en gemensam hubb) för aktörer som är placerade i evenemangsstråket i Göteborg. Rapporten svarar på frågor kring nulägesanalys av aktörernas logistiklösningar, leveranstrafik inom evenemangsstråket, samt hur leveranstrafik kan se ut under 2030+ om inga förändringar i leverans/logistikupplägget görs. En viktig slutsats som framgår är att det krävs åtgärder som minskar leveranstrafiken, eftersom elektrifiering av fordon inte kan eliminera trängsel och buller som står för den största delen av de samhällsekonomiska kostnaderna. Utan förändringar i logistikupplägget och fordonsflottan förväntas de samhällsekonomiska kostnaderna öka med cirka 30%. Förändringar i logistikupplägget kan nås genom ett optimerad trafikflöde, vilket i sin tur kan realiseras genom en gemensam samlastningshubb för små och fragmenterade flöden som kan minska antalet anlöp och fordonstrafiken i området. Baserat på intervjuer med aktörerna, studiebesök, studerande av underlag, workshops och analys av logistikbehoven, kan det sammanfattas att verksamheterna, utmaningar och logistikbehoven i stort sett är ganska lika. En gemensam extern hubb kan frigöra yta hos verksamheterna som kan användas för att skapa nya affärsmöjligheter. En möjlighet för att upphandla en tredjeparts logistik- och transportlösning är att bygga ett konsortium där alla aktörer delar på kostnaden för terminalhantering samt samlastning/samkörning. Det finns stora möjligheter att hitta lösningar för logistikhubb som uppfyller kraven på geografisk närhet och säkra leveranser i trafiksystemet – och det är klokt att anpassa leveranstider för att undvika trängsel. Det finns en vilja hos aktörerna att minska transporterna, anpassa sin verksamhet för effektivisering vid mottagning och förvaring, ställa om mot fossilfrihet och på det sättet bidra till transporteffektivitet som krävs för att nå mål inom klimatneutralitet 2030. Det finns stora behov för förändring i trafikflödet inom GGCZ och det finns en stor potential att optimera det genom att konsolidera och styra leveranser.

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  • 17.
    Forsgren, Malin
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE, Swedish ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Maintaining tracks and traffic flow at the same time2013In: Journal of Rail Transport Planning & Management, ISSN 2210-9706, E-ISSN 2210-9714, Vol. 3, no 3, p. 111-123Article in journal (Refereed)
    Abstract [en]

    In an ideal world, all railway tracks would be available to trains at all times. In reality, track sections need to be closed every now and again for track maintenance and upgrades in order to ensure a satisfactory level of safety and comfort. In this paper, we present a MIP model that optimizes a production plan with regard to both trains and preventive maintenance. The planned maintenance activities may not be canceled, but may be moved in time within pre-defined time windows. Trains may be moved in time, redirected to other parts of the geography, or even canceled. The goal for the optimization is to find the best possible traffic flow given a fixed set of planned maintenance activities. In addition to presenting the model, we discuss the current maintenance planning process in Sweden, and exemplify the usefulness of our model in practice by applying it to two typical scenarios.

  • 18.
    Forsgren, Malin
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE, Swedish ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Towards shorter lead times in railway timetabling in Sweden2013In: IEEE Conference on Intelligent Transportation Systems, Proceedings, ITSC, 2013, p. 1053-1058, article id 6728371Conference paper (Refereed)
    Abstract [en]

    Railway timetabling in Sweden has traditionally been associated with long lead times. In order for the railway sector to be able to compete with other transport modes, the infrastructure manager must become better at meeting the demand for railway services whose need for infrastructure capacity is not well-defined 6-18 months in advance. Research at SICS is changing the Swedish timetabling process so that it will accommodate late capacity requests in a significantly better way than before. This paper describes the principle behind the new method, briefly describes the optimization model that has been developed to support the new process, and presents examples that show how optimization tools can support the new process.

  • 19.
    Forsgren, Malin
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Dahlberg, Hans
    Opportunities and challenges with new railway planning approach in Sweden2012Report (Other academic)
    Abstract [en]

    Long lead times in railway planning can give rise to a significant discrepancy between the original plan and the traffic eventually operated, resulting in inefficient utilization of capacity. Research shows that the railway sector in Sweden would benefit from a different planning approach in which capacity consuming decisions are pushed forward in time whenever possible. This approach is currently being implemented at Trafikverket, the Swedish Transport Administration. With it follows a number of mathematical opportunities and challenges, some of which will be presented in this paper.

    Download full text (pdf)
    FULLTEXT01
  • 20.
    Forsgren, Malin
    et al.
    RISE., SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), SICS.
    Gestrelius, Sara
    RISE., SICS.
    Dahlberg, Hans
    Opportunities and challenges with new railway planning approach in Sweden2012Report (Other academic)
    Abstract [en]

    Long lead times in railway planning can give rise to a significant discrepancy between the original plan and the traffic eventually operated, resulting in inefficient utilization of capacity. Research shows that the railway sector in Sweden would benefit from a different planning approach in which capacity consuming decisions are pushed forward in time whenever possible. This approach is currently being implemented at Trafikverket, the Swedish Transport Administration. With it follows a number of mathematical opportunities and challenges, some of which will be presented in this paper.

    Download full text (pdf)
    FULLTEXT01
  • 21.
    Forsgren, Malin
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE, Swedish ICT, SICS, Decisions, Networks and Analytics lab.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Dahlberg, Hans
    RISE, Swedish ICT, SICS.
    Using timetabling optimization prototype tools in new ways to support decision making2013In: WIT Transactions on the Built Environment, ISSN 1746-4498, E-ISSN 1743-3509, Vol. 127, p. 439-450Article in journal (Refereed)
    Abstract [en]

    The Swedish infrastructure manager Trafikverket is funding research for timetabling optimization tools as part of their overall mission to utilize the existing infrastructure more efficiently. Currently, Trafikverket is modernizing both planning processes and the IT architecture, and will soon be ready to start using optimization tools on a broad scale. Meanwhile, innovative uses of a prototype developed at SICS have shown how a prototype does not necessarily merely serve to pave way for a future, large-scale implementation. This paper shows how computers in railway planning, coupled with OR techniques, relevant data and apt modeling, can help provide a future user with valuable insights even before the full-fledged tool is in place.

  • 22.
    Forsgren, Malin
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Dahlberg, Hans
    Using timetabling optimization prototype tools in new ways to support decision making2012Conference paper (Refereed)
    Abstract [en]

    The Swedish infrastructure manager Trafikverket is funding research for timetabling optimization tools as part of their overall mission to utilize the existing infrastructure more efficiently. Currently, Trafikverket is modernizing both planning processes and the IT architecture, and will soon be ready to start using optimization tools on a broad scale. Meanwhile, innovative uses of a prototype developed at SICS have shown how a prototype does not necessarily merely serve to pave way for a future, large-scale implementation. This paper shows how computers in railway planning, coupled with OR techniques, relevant data and apt modeling, can help provide a future user with valuable insights even before the full-fledged tool is in place.

    Download full text (pdf)
    FULLTEXT01
  • 23.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    MocNet Simulation Specification2011Report (Other academic)
    Abstract [en]

    This document outlines the simulation to be developed in the MocNet project. It will be a discrete event simulation using next-event incrementing to advance time. As we're interested in cell-level data, we will simulate the movement between cells according to a probabilistic random walk. Despite this coarse discretisation of space, some underlying geographical features will be captured by the probability matrices. We note that even simulations that capture the geography more precisely will merge into our simulation when only returning cell-level data. The MocNet Simulation will also include some temporal dependencies caused by e.g. commuting. The simulation consists of two different parts: the mobility simulation and a call arrival simulation. Each part will be presented below. Also, two different geographical environments and three anomaly situations will be simulated: a road with an accident and a town centre with a flash mob and a flee situation.

    Download full text (pdf)
    FULLTEXT01
  • 24.
    Gestrelius, Sara
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Slutrapport för Detaljering i tidtabellsplanering: mikro och makro (MIMA)2022Report (Other academic)
    Abstract [sv]

    I dagens kapacitetstilldelningsprocess konstrueras en tidtabell i TrainPlan baserat på en datamodell som ligger på så kallad makro-nivå. Likaså är många av de optimeringsmetoder för tidtabellkonstruktion som tagits fram inom KAJT-projekt baserade på makro-modeller. Framtidens planeringssystem, TPS, har däremot en mer detaljerad datamodell, en modell på så kallad mikro-nivå. Målet med projektet MIMA var att undersöka och kartlägga vilka olika sorters detaljeringsnivåer som behövs och finns inom Trafikverkets planeringsverksamhet. Projektet fokuserade särskilt på (1) vilken detaljeringsgrad som efterfrågas i olika delar av planeringsprocessen och (2) hur detaljeringsgraden påverkar möjligheterna för framtida stödsystem med automatisk tidtabellsgenerering.

    Resultaten av ett flertal intervjuer och studier av forskningspublikationer och annan teknisk dokumentation visar att det finns flera olika datamodeller inom Trafikverket och att dessa inte alltid är kompatibla med varandra. Det finns också behov på Trafikverket av att kunna planera på både mikro- och makro-nivå. Förenklat kan man säga att om planeringen ska gå snabbt och kunna hantera större ändringar krävs en makro-modell, men om t.ex. påverkan av små infrastrukturförändringar ska analyseras är en mikro-modell nödvändig. När det kommer till möjligheterna för framtida stödsystem med automatisk tidtabellsgenerering så är de flesta modeller som utvecklats makro-modeller. Det finns dock vetenskapliga publikationer som presenterar metoder för att iterativt anpassa en makro-lösning så att den blir kompatibel även med en mikro-modell, samt för hur man kan konstruera en makro-modell som ger lösningar som är kompatibla med en underliggande mikro-modell.

    En intressant iakttagelse är att mikro-modeller företrädelsevis används vid strategisk planering och utbildning, medan man i operativ drift använder grövre modeller (undantaget EBICOS Trafikbilder). Detta väcker frågeställningar om vilken information det egentligen är som fjärrtågklarerare har behov av i det operativa skedet, och om tidtabellsprocessen är anpassat för att ta fram denna. Vi har i MIMA inte haft möjlighetatt intervjua driftledningspersonal, och detta är således en viktig uppgift för framtiden. Likaså vore det värdefullt om Trafikverket skapade en enad modellflora med både mikrooch makro-modeller för planering.

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    MIMA_slutrapport
  • 25.
    Gestrelius, Sara
    et al.
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Aronsson, Martin
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Slutrapport i projektet Processtöd för framtagning av tågplanerna T21 och T22 - TP2122: Den centraliserade Nya pricklistan version 12021Report (Other academic)
    Abstract [sv]

    Efter en problematisk kapacitetstilldelningsprocess inför T20 genomfördes ett antal insatser för att förbättra långtidsprocessen för T21. En av dessa insatser var att uppdatera och centralisera den så kallade Pricklistan. Då tiden mellan projektstart och planeringsstart var kort, gjordes några riktade utvecklingar av den gamla pricklistan som bedömdes vara genomförbara och värdefulla. Den Nya pricklistan verkar ha gett gott resultat, då Processtöd kunde följa upp planeringsarbetet bättre än året tidigare och därmed få en bättre överblick av processen som helhet. Dessutom framskred planeringsarbetet i snabbare takt (mätt i antalet färdiga tåglägen), och antalet synpunkter och tvister minskade. Huruvida dessa senare effekter beror på Nya pricklistan eller annat förbättringsarbete är dock svårt att avgöra. Vi har med Nya pricklistan genomfört de ”mest lättplockade frukterna” med gott resultat. Detta bör ses som ett första steg mot att utveckla bättre stödverktyg för ärendehantering i långtidsprocessen. Även Nya pricklistan saknar många värdefulla funktioner så som automatisk uppdatering av varianter, prognoser för överlämningar och arbetstoppar samt möjligheten att följa upp KPI:er baserade på hur mycket skogstid ett tåg har fått. Dessutom kommer övergången till TPS innebära att processerna och arbetssätten för varianthantering behöver ses över, och nya rutiner kan behöva implementeras. Det är också viktigt att veta att TPS i dagsläget inte tillhandahåller något ärendehanteringssystem för den årliga kapacitetstilldelningsprocessen, och att funktionalitet liknande den i Nya pricklistan således är en typ av stödsystem som behöver utvecklas separat. En annan sorts problem som projektet stött på rör processen snarare än pricklistan. För att konstruera en tågplan behöver många planerare samarbeta för att lösa ett svårt problem under tidspress, vilket ställer höga krav på arbetsprocessens utformning. En rekommendation är att undersöka hur processen för att ta fram förslaget till tågplan kan utvecklas för att bättre stötta planerarna och ge en ökad samsynen på planeringsarbetet. En förebild kan vara de processramverk som används inom mjukvaruutveckling, såsom t.ex. SCRUM.

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    fulltext
  • 26.
    Gestrelius, Sara
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Teknisk slutrapport för FLTP: Framtidens LeveransTågplaneProcess2017Report (Other academic)
    Abstract [sv]

    Slutrapporten sammanfattar arbetet som gjorts i projektet FLTP-Framtidens LeveransTågplaneProcess. FLTP har utförts av RISE SICS AB på uppdrag av Trafikverket under åren 2014-2016. Syftet med projektet har varit att undersöka planeringsmetoder för att ta fram leveransåtagande i en tänkt framtida långtidsprocess när Successiv Planering är fullt genomfört. Projektet har tagit fram ett planeringskoncept där alla kördagars individuella trafiksituation beaktas, och matematiska modeller och heuristiker som kan stödja den föreslagna planeringsmetoden har utformats och testats. Rapporten presenterar övergripande de metoder, resultat och slutsatser som projektet levererat, och ger också sammanhang till projektets övriga publikationer. Slutrapporten presenterar även i stora drag de mål som projektet satte upp, samt till vilken grad dessa har uppfyllts.

    Download full text (pdf)
    fulltext
  • 27.
    Gestrelius, Sara
    et al.
    RISE, Swedish ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Forsgren, Malin
    RISE, Swedish ICT, SICS.
    Dahlberg, Hans
    On the delivery robustness of train timetables with respect to production replanning possibilities2012Conference paper (Refereed)
    Abstract [en]

    Measuring timetable robustness is a complex task. Previous efforts have mainly been focused on simulation studies or measurements of time supplements. However, these measurements don't capture the production flexibility of a timetable, which is essential for measuring the robustness with regard to the trains' commercial activity commitments, and also for merging the goals of robustness and efficiency. In this article we differentiate between production timetables and delivery timetables. A production timetable contains all stops, meetings and switch crossings, while a delivery timetable only contains stops for commercial activities. If a production timetable is constructed such that it can easily be replanned to cope with delays without breaking any commercial activity commitments it provides delivery robustness without compromising travel efficiency. Changing meeting locations is one of the replanning tools available during operation, and this paper presents a new framework for heuristically optimising a given production timetable with regard to the number of alternative meeting locations. Mixed integer programming is used to find two delivery feasible production solutions, one early and one late. The area between the two solutions represents alternative meeting locations and therefore also the replanning enabled robustness. A case study from Sweden demonstrates how the method can be used to develop better production timetables.

    Download full text (pdf)
    fulltext
  • 28.
    Gestrelius, Sara
    et al.
    RISE - Research Institutes of Sweden, ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden, ICT, SICS.
    Joborn, Martin
    RISE - Research Institutes of Sweden, ICT, SICS.
    Bohlin, Markus
    RISE - Research Institutes of Sweden, ICT, SICS.
    Towards a comprehensive model for track allocation and roll-time scheduling at marshalling yards2017Conference paper (Refereed)
    Abstract [en]

    This paper considers multi-stage train formation with mixed usage tracks at a marshalling yard without departure yard. A novel integer programming model for scheduling shunting tasks as well as allocating arrival yard tracks and classification bowl tracks is presented. By taking a comprehensive view of the marshalling yard operations, more effective schedules can be found, and a variety of characteristics can be optimised, including shunting work effort, number or cost of tracks, and shunting task start times. Two different objective functions are evaluated: minimising work effort in terms of wagon pull-backs and minimising track costs. A procedure for finding a hot-start solution with few wagon pull-backs is also presented. The proposed model is tested on real data from Sävenäs marshalling yard in Sweden. The results show that the method is able to return an optimal schedule for a planning period of 4 days if the hot-start solution is optimal or the remaining problem is tractable for the heuristics in CPLEX.

    Download full text (pdf)
    fulltext
  • 29.
    Gestrelius, Sara
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Joborn, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Bohlin, Markus
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Towards a comprehensive model for track allocation and roll-time scheduling at marshalling yards2017In: Journal of Rail Transport Planning & Management, ISSN 2210-9706, E-ISSN 2210-9714, Vol. 7, no 3, p. 157-170Article in journal (Refereed)
    Abstract [en]

    This paper considers multi-stage train formation with mixed usage tracks at a marshalling yard without departure yard. A novel integer programming model for scheduling shunting tasks as well as allocating arrival yard tracks and classification bowl tracks is presented. By taking a comprehensive view of the marshalling yard operations, more effective schedules can be found, and a variety of characteristics can be optimised, including shunting work effort, number or cost of tracks, and shunting task start times. Two different objective functions are evaluated: minimising work effort in terms of wagon pull-backs and minimising track costs. A procedure for finding a hot-start solution with few wagon pull-backs is also presented. The proposed model is tested on real data from Sävenäs marshalling yard in Sweden. The results show that the method is able to return an optimal schedule for a planning period of 4 days if the hot-start solution is optimal or the remaining problem is tractable for the heuristics in CPLEX.

    Download full text (pdf)
    fulltext
  • 30.
    Gestrelius, Sara
    et al.
    SICS RISE AB, Kista, Sweden.
    Aronsson, Martin
    SICS RISE AB, Kista, Sweden.
    Peterson, Anders
    Linköping University, Department of Science and Technology, Communications and Transport Systems. Linköping University, Faculty of Science & Engineering.
    A MILP-based heuristic for a commercial train timetabling problem2017In: 20th EURO Working Group on Transportation Meeting, EWGT 2017, 4-6 September 2017, Budapest, Hungary, Elsevier, 2017, Vol. 27, p. 569-576Conference paper (Refereed)
    Abstract [en]

    Using mathematical methods to support the yearly timetable planning process has many advantages. Unfortunately, the train timetabling problem for large geographical areas and many trains is intractable for optimization models alone. In this paper, we therefore present a MILP-based heuristic that has been designed to generate good-enough timetables for large geographical areas and many trains. In the incremental fix and release heuristic (IFRH), trains are added to the timetable in batches. For each batch of trains, a reduced timetable problem is solved using a mathematical integer program and CPLEX. Based on the solution, the binary variables defining meeting locations and stops are fixed, and the next batch of trains is added to the timetable. If previously fixed variables make the problem infeasible, a recovery algorithm iteratively releases fixed variables to regain feasibility. The paper also introduces a simple improvement heuristic (IH) that uses the same idea of working with batches of trains. The heuristics are tested on a real case-study from Sweden consisting of both small problem instances (approximately 300 trains and 1400 possible interactions) and large problem instances (approximately 600 trains and 5500 possible interactions). IFRH returns a feasible timetable within 30 minutes for all problem instances, and after running IH the optimality gaps are less than 5%. Meanwhile, if CPLEX is used without the heuristic framework to solve the total optimization problem, a feasible timetable is not returned within 2 hours for the large problem instances.

    Download full text (pdf)
    fulltext
  • 31.
    Gestrelius, Sara
    et al.
    RISE - Research Institutes of Sweden, ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden, ICT, SICS.
    Peterson, Anders
    Linköping University, Sweden.
    A MILP-based heuristic for a commercial train timetabling problem2017In: Transp. Res. Procedia, 2017, p. 569-576Conference paper (Refereed)
    Abstract [en]

    Using mathematical methods to support the yearly timetable planning process has many advantages. Unfortunately, the train timetabling problem for large geographical areas and many trains is intractable for optimization models alone. In this paper, we therefore present a MILP-based heuristic that has been designed to generate good-enough timetables for large geographical areas and many trains. In the incremental fix and release heuristic (IFRH), trains are added to the timetable in batches. For each batch of trains, a reduced timetable problem is solved using a mathematical integer program and CPLEX. Based on the solution, the binary variables defining meeting locations and stops are fixed, and the next batch of trains is added to the timetable. If previously fixed variables make the problem infeasible, a recovery algorithm iteratively releases fixed variables to regain feasibility. The paper also introduces a simple improvement heuristic (IH) that uses the same idea of working with batches of trains. The heuristics are tested on a real case-study from Sweden consisting of both small problem instances (approximately 300 trains and 1400 possible interactions) and large problem instances (approximately 600 trains and 5500 possible interactions). IFRH returns a feasible timetable within 30 minutes for all problem instances, and after running IH the optimality gaps are less than 5%. Meanwhile, if CPLEX is used without the heuristic framework to solve the total optimization problem, a feasible timetable is not returned within 2 hours for the large problem instances. © 2017 The Authors.

  • 32.
    Gestrelius, Sara
    et al.
    RISE, Swedish ICT, SICS.
    Bohlin, Markus
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Aronsson, Martin
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    On the uniqueness of operation days and delivery commitment generation for train timetables2015In: Proceedings of the 6th International Conference on Railway Operations Modelling and Analysis (RailTokyo2015), 2015, 7Conference paper (Refereed)
    Abstract [en]

    In the 2014 finalised timetable for Sweden 314 operation days had a unique set of trains i.e. a unique traffic pattern. Despite this, the finalised timetable generally provides only one conflict resolved train path for each train, and this train path is to be used for all of the train’s operation days. Further, once the yearly timetable has been finalised train paths may not be changed, causing great inflexibility in later planning stages. Rather than finalizing entire train paths only certain characteristics of a train path, called delivery commitments, could be finalised. This allows for more flexibility in later planning stages. Delivery commitments could e.g. be arrival and departure times at important locations or the total running time, depending on the needs of the operator. In this paper we present a method for generating delivery commitments based on analyzing a yearlong timetable, called the control timetable. The control timetable is constructed using rolling horizon planning and a MIP-model that optimises the train paths for each day individually. Further, different train path characteristics are optimized for different operators. The proposed method was tested in a case study from Sweden. The results show that by constructing one train path for each individual day rather than one for the entire year the resulting delivery commitments allow for a more efficient use of infrastructure. The results also show that the proposed method allows for different train path characteristics to be optimised for different operators.

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    FULLTEXT01
  • 33.
    Gestrelius, Sara
    et al.
    RISE., SICS.
    Bohlin, Markus
    RISE - Research Institutes of Sweden (2017-2019), SICS, Sweden.
    Danielsson, Per
    RISE., Decisions, Networks and Analytics lab.
    Aronsson, Martin
    RISE., Decisions, Networks and Analytics lab.
    Teknisk slutrapport för RANPLAN - Beräkningstöd för planering och resursallokering på rangerbangården2011Report (Other academic)
    Abstract [sv]

    I denna rapport presenteras de modeller och resultat som projektet/RANPLAN-beräkningsstöd för planering och resursallokering/ producerat. RANPLAN finansierades av Trafikverkets FUD-program (F 09-11546/AL50) och pågick från januari 2010 till december 2011. Under projektets gång har ett flertal heuristiska algoritmer och optimeringmodeller tagits fram som skulle kunna förbättra och förenkla planeringen vid rangerbangårdar. En demonstrator baserad på historiska data visar att metoderna är så pass skalbara och effektiva att de är attraktiva för kommersiell implementering. Vidare presenteras förslag på lämpliga effektivitets- och kvalitetsmått för rangering.

  • 34.
    Gestrelius, Sara
    et al.
    RISE, Swedish ICT, SICS.
    Bohlin, Markus
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Danielsson, Per
    RISE, Swedish ICT, SICS, Decisions, Networks and Analytics lab.
    Aronsson, Martin
    RISE, Swedish ICT, SICS, Decisions, Networks and Analytics lab.
    Teknisk slutrapport för RANPLAN - Beräkningstöd för planering och resursallokering på rangerbangården2011Report (Other academic)
    Abstract [sv]

    I denna rapport presenteras de modeller och resultat som projektet/RANPLAN-beräkningsstöd för planering och resursallokering/ producerat. RANPLAN finansierades av Trafikverkets FUD-program (F 09-11546/AL50) och pågick från januari 2010 till december 2011. Under projektets gång har ett flertal heuristiska algoritmer och optimeringmodeller tagits fram som skulle kunna förbättra och förenkla planeringen vid rangerbangårdar. En demonstrator baserad på historiska data visar att metoderna är så pass skalbara och effektiva att de är attraktiva för kommersiell implementering. Vidare presenteras förslag på lämpliga effektivitets- och kvalitetsmått för rangering.

    Download full text (pdf)
    FULLTEXT01
  • 35.
    Gestrelius, Sara
    et al.
    RISE, Swedish ICT, SICS.
    Dahms, Florian
    Bohlin, Markus
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Optimisation of simultaneous train formation and car sorting at marshalling yards2013Conference paper (Refereed)
    Abstract [en]

    Efficient and correct freight train marshalling is vital for high quality carload freight transportations. During marshalling, it is desirable that cars are sorted according to their individual drop-off locations in the outbound freight trains. Furthermore, practical limitations such as non-uniform and limited track lengths and the arrival and departure times of trains need to be considered. This paper presents a novel optimisation method for freight marshalling scheduling under these circumstances. The method is based on an integer programming formulation that is solved using column generation and branch and price. The approach minimises the number of extra shunting operations that have to be performed, and is evaluated on real-world data from the Hallsberg marshalling yard in Sweden.

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    FULLTEXT01
  • 36.
    Gestrelius, Sara
    et al.
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Joborn, Martin
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Flexibilitet för ökad kapacitet på Malmbanan2022Report (Other academic)
    Abstract [en]

    I denna rapport undersöks förutsättningar för LKAB att trafikera Malmbanan med större flexibilitet än vad dagens hantering och processer medger. Syftet att säkerställa leveranser och utnyttja transportresurser effektivt – utan att försämra förutsättningarna för annan trafik. Ett antal åtgärder har identifierats som avses förbättra flexibiliteten och anpassningsförmågan. Analys av dagens trafikering visar att trafikledningen redan idag har god förmåga att hantera trafiken flexibelt i avseendet att trafiken ofta avviker från tidtabellen, även om det saknas rutiner och stödsystem för att nyttja flexibiliteten på ett strukturerat sätt. Experiment med ett verktyg för tidtabellsoptimering visar att om man ger andra tåg möjlighet att ändra mellanliggande passagetider med 10 minuter så skapas möjlighet att både senarelägga och tidigarelägga avgångar samt möjlighet att addera kvalitativa tåglägen - utan att påverka andra tågs leveransåtaganden. Detta visar att nyttjande av tidtabellens inneboende flexibilitet skapar möjligheter för ytterligare flexibilitet i t.ex. form av ändrade avgångstider eller tillagda tåg.

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    fulltext
  • 37.
    Gestrelius, Sara
    et al.
    RISE Research Institutes of Sweden, Mobilitet och system.
    Kjellin, Martin
    RISE Research Institutes of Sweden, Mobilitet och system.
    Backman, Magnus
    Swedish Transport Association, Sweden.
    Slutrapport for Grafiska Prognostidtabeller2020Report (Other academic)
    Abstract [sv]

    Rapporten beskriver det arbete som utfördes i projektet Grafiska Prognostidtabeller (GRAPRO). Projektets mål var att undersöka om optimering kan vara ett stöd för kapacitetsanalytiker när en tidtabell ska konstrueras utifrån prognostiserade trafikdata. Rapporten inleds med en genomgång av analysmetoder som Trafikverket använder för att bedöma vilken trafik en viss infrastrukturutveckling kan hantera, och beskriver hur optimering passar in bland dessa metoder. Sedan presenteras den metodutveckling som gjorts inom projektet, och databehov och tillgång diskuteras. Metoden testas på ett exempelfall med infrastrukturförändringar i Skåne, och de resulterande tidtabellerna analyseras. Under projektet gång, och under arbetet med exempelfallet, identifierades ett flertal områden där ytterligare utveckling behövs för att den presenterade metoden ska kunna användas av en kapacitetsanalytiker, och rapporten avslutas med att dessa utvecklingsbehov diskuteras.

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    FULLTEXT01
  • 38.
    Gestrelius, Sara
    et al.
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Kjellin, Martin
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Backman, Magnus
    Swedish Transport Association, Sweden.
    Slutrapport for Grafiska Prognostidtabeller2020Report (Other academic)
    Abstract [sv]

    Rapporten beskriver det arbete som utfördes i projektet Grafiska Prognostidtabeller (GRAPRO). Projektets mål var att undersöka om optimering kan vara ett stöd för kapacitetsanalytiker när en tidtabell ska konstrueras utifrån prognostiserade trafikdata. Rapporten inleds med en genomgång av analysmetoder som Trafikverket använder för att bedöma vilken trafik en viss infrastrukturutveckling kan hantera, och beskriver hur optimering passar in bland dessa metoder. Sedan presenteras den metodutveckling som gjorts inom projektet, och databehov och tillgång diskuteras. Metoden testas på ett exempelfall med infrastrukturförändringar i Skåne, och de resulterande tidtabellerna analyseras. Under projektet gång, och under arbetet med exempelfallet, identifierades ett flertal områden där ytterligare utveckling behövs för att den presenterade metoden ska kunna användas av en kapacitetsanalytiker, och rapporten avslutas med att dessa utvecklingsbehov diskuteras.

    Download full text (pdf)
    fulltext
  • 39.
    Gestrelius, Sara
    et al.
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems. Linköping University, Sweden.
    Peterson, Anders
    Linköping University, Sweden.
    Aronsson, Martin
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Timetable quality from the perspective of a railway infrastructure manager in a deregulated market: An interview study with Swedish practitioners2020In: Journal of Rail Transport Planning & Management, ISSN 2210-9706, E-ISSN 2210-9714, Vol. 15, article id 100202Article in journal (Refereed)
    Abstract [en]

    Railway capacity allocation in a deregulated market requires planners to solve a mathematically complex optimization problem while simultaneously arbitrating the wants and needs of different stakeholders. This paper analyses timetable quality from the perspective of timetable planners working for the Swedish infrastructure manager Trafikverket. Seven quality aspects are discussed: feasibility, disturbance resistance, competition management, capacity safeguarding, application fulfilment, attractiveness and compatibility with surrounding planning areas. Each aspect is introduced, including references to legal documents, development projects, and research literature. Further, an interview study with eight practitioners gives insight into the current state of practice in Sweden. The practitioners consider feasibility to be both most important and easiest to handle. Capacity safeguarding is considered least important, despite its prevalence in legal documents and envisioned process developments, and is also considered hardest to handle. In general, formal rules and guidelines seem important for emphasising the importance of a quality aspect in the planning process. To better support the planners in their arbitrating role, timetable planning tools based on mathematical optimization models could be implemented. For example, support tools could be used to analyse different solutions, and could unburden the planner from working with feasibility aspects by providing automatic conflict identification and resolution.

  • 40.
    Steinert, Rebecca
    et al.
    RISE, Swedish ICT, SICS, Decisions, Networks and Analytics lab.
    Gestrelius, Sara
    RISE, Swedish ICT, SICS.
    Gillblad, Daniel
    RISE, Swedish ICT, SICS, Decisions, Networks and Analytics lab.
    A Distributed Spatio-Temporal Event Correlation Protocol for Multi-Layer Virtual Networks2011Conference paper (Refereed)
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