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Peterson, Anders, DocentORCID iD iconorcid.org/0000-0001-6880-8549
Publications (10 of 30) Show all publications
Ait Ali, A., Lindberg, P. O., Eliasson, J., Nilsson, J.-E. & Peterson, A. (2020). A disaggregate bundle method for train timetabling problems. Journal of Rail Transport Planning & Management
Open this publication in new window or tab >>A disaggregate bundle method for train timetabling problems
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2020 (English)In: Journal of Rail Transport Planning & Management, ISSN 2210-9706, E-ISSN 2210-9714Article in journal (Refereed) Published
Abstract [en]

The train timetabling problem (TTP) consists of finding a feasible timetable for a number of trains which minimises some objective function, e.g., sum of running times or deviations from ideal departure times. One solution approach is to solve the dual problem of the TTP using so-called bundle methods. This paper presents a new bundle method that uses disaggregate data, as opposed to the standard bundle method which in a certain sense relies on aggregate data. We compare the disaggregate and aggregate methods on realistic train timetabling scenarios from the Iron Ore line in Northern Sweden. Numerical results indicate that the proposed disaggregate method reaches better solutions faster than the standard aggregate approach.

Keywords
Train timetabling, Disaggregation, Bundle methods, Lagrangian relaxation, Mathematical programming
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-165781 (URN)10.1016/j.jrtpm.2020.100200 (DOI)
Projects
SamEff
Funder
Swedish Transport Administration
Available from: 2020-05-24 Created: 2020-05-24 Last updated: 2020-05-24
Peterson, A., Polishchuk, V. & Schmidt, C. (2019). Applying Geometric Thick Paths to Compute the Maximum Number of Additional Train Paths in a Railway Timetable. In: : . Paper presented at Rail Norrköping.
Open this publication in new window or tab >>Applying Geometric Thick Paths to Compute the Maximum Number of Additional Train Paths in a Railway Timetable
2019 (English)Conference paper, Published paper (Refereed)
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-161305 (URN)
Conference
Rail Norrköping
Available from: 2019-10-28 Created: 2019-10-28 Last updated: 2019-10-28
Peterson, A., Wahlborg, M., Häll, C. H., Schmidt, C., Kordnejad, B., Warg, J., . . . Lidén, T. (2019). Deliverable D 3.1: Analysis of the gap between daily timetable and operational traffic.
Open this publication in new window or tab >>Deliverable D 3.1: Analysis of the gap between daily timetable and operational traffic
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2019 (English)Report (Other academic)
Abstract [en]

Fr8Rail II/Work-Package 3 Real-time network management and improved methods for timetable planning addresses the problem to improve capacity and punctuality in the railway system by developing concepts and methods for tactical planning and operational traffic. In this report the state-of-the-art has been summarised.

The aim of the project is to:

  • Propose concepts and methods that improve the annual and short-term timetable planning.
  • Demonstrate how the proposed timetable planning concepts improve the prerequisites for real-time network management.
  • Develop methods and tools that can reduce inefficiencies in real time network management.

An important aspect is to improve the coordination between yards/terminals and the line network, and between Infrastructure Manager, Yard Managers, and freight Rail Undertakings.

We motivate our research by the current situation in Sweden, which is characterised by low on-time performance for freight trains, dense and heterogenous traffic on the major railway lines, and a rigid annual timetabling process, which is non-suitable for short-term changes. We believe that better tools for network planning and management on tactical and operational level can help to connect planning and operational processes.

Aiming for improvements of the operational traffic, there is a need for systematic development of methods applied at several planning horizons, based on both simulation and optimization techniques. Close to operation fast methods are needed, for example, based on meta-heuristics.

The maintenance planning process and improvement potential have been described. This is a new piece of the puzzle and it is important to close the gap between timetable planning and operational traffic. The different planning processes at the Infrastructure Manager, the Rail Undertakings and the Maintenance Contractors should be aligned.

When developing new approaches for computational decision-support tools for real-time network management, it is important — but very challenging — to evaluate and benchmark with existing software tools. We also observe that the research stream on computational decision-support and algorithm development for railway traffic management has not yet been sufficiently merged with the corresponding research stream focusing on aspects of human computer interaction.

Publisher
p. 88
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-163489 (URN)
Projects
Shift2Rail/Fr8Rail II
Funder
EU, Horizon 2020, H2020-S2R-CFM-IP5-01-2018
Note

Project lead: Magnus Wahlborg 

Editor: Anders Peterson

Available from: 2020-02-05 Created: 2020-02-05 Last updated: 2020-02-06Bibliographically approved
Lindberg, T., Peterson, A. & Tapani, A. (2018). A simulation model for assessment and evaluation of busterminal design. In: : . Paper presented at CASPT 2018: Conference on Advanced Systems in Public Transport and Transit Data, Brisbane, Australia, 23-25 July 2018.
Open this publication in new window or tab >>A simulation model for assessment and evaluation of busterminal design
2018 (English)Conference paper, Oral presentation only (Other academic)
Abstract [en]

Interchange stations with their connections between modes and lines are central for a high quality public transport system. Bus access at the station needs to operate reliably and efficiently in order to prevent congestion and queues. Here, a discrete event simulation model of vehicle movements and interactions at bus terminals is developed and implemented. The model has a modular approach, where common spatial sections at terminals are represented by modules that can be combined into various terminal layouts. These modules describe the events a vehicle may go through in a particular section of the terminal, such as arriving to a bus stop or stopping at a traffic light at the exit. The model can be used in planning processes, both for new terminals and redesign of existing ones, and is able to describe the detailed movements and interactions between vehicles that occur at larger terminals. The model is tested in a numerical experiment representing Norrköping interchange station in Sweden. The experiment shows that the model is able to evaluate and compare different scenarios and can thus be a useful tool in planning processes.

Keywords
Bus terminal, Microsimulation, Discrete event simulation, Performance evaluation, Capacity
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-157055 (URN)
Conference
CASPT 2018: Conference on Advanced Systems in Public Transport and Transit Data, Brisbane, Australia, 23-25 July 2018
Available from: 2019-05-24 Created: 2019-05-24 Last updated: 2019-06-27Bibliographically approved
Wahlborg, M., Peterson, A., Gruosso, L., Schmidt, C. & Jalili, L. (2018). D3.1 – Final pre-study for an improved methodology for timetable planning including state-of-the-art and future work plan.
Open this publication in new window or tab >>D3.1 – Final pre-study for an improved methodology for timetable planning including state-of-the-art and future work plan
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2018 (English)Report (Other academic)
Alternative title[en]
D3.1 Improved timetable planning
Abstract [en]

In ARCC project work package 3, research and innovation activities have been done to identify areas with a need for improved timetable planning methods and outline how new methods can be developed and implemented.

Improved timetable planning scope were described and there was an activity to connect to other relevant Shift2Rail projects. An workshop was organised in Stockholm 2018-05-29.

State of the art in practice was described for timetable planning in Sweden, UIC 406 method and Ansaldo STS Traffic management systems. Also state of the art in algorithms was described.

Future work plan research needs areas are:

1. Understanding of various goals for timetabling and how they co-variate

2. Residual capacity

3. Connection and coordination of the planning processes

4. Connection and coordination of the yard/terminal planning and network planning

5. Integration of freight trains into the timetable, focusing on short-term and ad-hoc

6. Integration of maintenance scheduling and timetabling, at all planning stages

7. Improved decision support for handeling of deviations from timetable in operations

8. Features of planning tools, and implementation of automatized timetabling

Publisher
p. 66
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-160801 (URN)
Projects
Automated Rail Cargo Consortium: Rail freight automation research activities to boost levels of quality, efficiency and cost effectiveness in all areas of rail freight operations
Funder
EU, Horizon 2020, H2020 – 730813
Note

Peterson är "main editor".

Övriga författare är "Medarbetare/bidragsgivare".

Available from: 2019-10-08 Created: 2019-10-08 Last updated: 2019-10-08Bibliographically approved
Ljunggren, F., Persson, K., Peterson, A. & Schmidt, C. (2018). Maximum Robust Train Path for an Additional Train Inserted in an Existing Railway Timetable. In: : . Paper presented at 14th International Conference on Advanced Systems in Public Transport, CASPT 2018, Brisbane, Australia, 23-25 July 2018. , Article ID 98.
Open this publication in new window or tab >>Maximum Robust Train Path for an Additional Train Inserted in an Existing Railway Timetable
2018 (English)Conference paper, Poster (with or without abstract) (Other academic)
Abstract [en]

We present an algorithm to insert a train path in an existing railway timetable close to operation, when we want to affect the existing (passenger) traffic as little as possible. Thus, we consider all other trains as fixed, and aim for a resulting train path that maximizes the bottleneck robustness. Our algorithm is based on a graph formulation of the problem and uses a variant of Dijkstra's algorithm.

We present an extensive experimental evaluation of our algorithm for the Swedish railway stretch from Malmö to Hallsberg. Moreover, we analyze the size of our constructed graph.

Keywords
Railway timetabling, Robust train path, Bottleneck train path, Network algorithm, Freight transportation
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-150471 (URN)
Conference
14th International Conference on Advanced Systems in Public Transport, CASPT 2018, Brisbane, Australia, 23-25 July 2018
Projects
Shift2Rail IP-5 Automated Rail Cargo Consortie
Funder
Swedish Transport Administration
Available from: 2018-08-23 Created: 2018-08-23 Last updated: 2019-10-02Bibliographically approved
Lindberg, T., Peterson, A. & Tapani, A. (2017). A Simulation Model of Local Public Transport Access at a Railway Station. In: N. Tomii, I.A. Hansen, J. Rodriguez, P. Pellegrini, S. Dauzère-Pérès, D. De Almeida (Ed.), Proceedings of Raillille 2017 - 7th lnternational Conference on Railway Operations Modelling and Analysis: . Paper presented at 7th International Conference on Railway Operations Modelling and Analysis (RailLille2017), Lille, France April 4-7 2017 (pp. 922-943).
Open this publication in new window or tab >>A Simulation Model of Local Public Transport Access at a Railway Station
2017 (English)In: Proceedings of Raillille 2017 - 7th lnternational Conference on Railway Operations Modelling and Analysis / [ed] N. Tomii, I.A. Hansen, J. Rodriguez, P. Pellegrini, S. Dauzère-Pérès, D. De Almeida, 2017, p. 922-943Conference paper, Published paper (Other academic)
Abstract [en]

A high quality railway service requires that all parts of the complete journey, from door to door, are well-functioning. This includes any transfers taking place, as well as last mile transportation to and from the railway station. Since the last mile often consists of local public transport, the access to this mode at stops and terminals and how well these are functioning are of great importance. A critical aspect is the capacity of the stop or the terminal in relation to the number of departures, where a higher capacity generally means an increase in size. At the same time it is desirable to limit the use of valuable land and keeping the facility as small as possible. The trade-off between capacity and size needs to be evaluated when designing stops and terminals. In this study we have developed a discrete event simulation model of a combined bus and tram stop, which is a part of a larger multi-modal station. The objective of the study is to evaluate the modelling approach for the situation at hand. Of special interest are the complexities due to the different driving patterns of buses and trams. The developed model is capable of evaluating design alternatives and is applied in a case study of a stop at Norrköping railway station in southern Sweden. The model was found to realistically capture the various events occurring at such a stop and the case study further showed that the model is a useful tool in design evaluation.

Keywords
Microsimulation, Terminal layout, Performance evaluation, Stop capacity, Bus and tram
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-137321 (URN)978-2-85782-723-8 (ISBN)
Conference
7th International Conference on Railway Operations Modelling and Analysis (RailLille2017), Lille, France April 4-7 2017
Available from: 2017-05-12 Created: 2017-05-12 Last updated: 2019-05-02Bibliographically approved
Peterson, A. (2017). Deliverable 32.2: Capacity impacts of innovations.
Open this publication in new window or tab >>Deliverable 32.2: Capacity impacts of innovations
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2017 (English)Report (Other academic)
Abstract [en]

Deliverable D32.2 “Capacity impacts of innovations” summarizes the results of the Capacity 4 Rail work package WP3.2 “Simulation and models to evaluate enhanced capacity (infrastructure and operation)”. Capacity in the railway system can be divided in strategic level (planning of infrastructure), tactical level (timetabling) and operational level (dispatching). Closely related to the operational planning are Driver Advisory Systems (DAS), which in the future may be extended towards fully automatized driving.

At strategic level an analysis have been made about line capacity and train capacity for future rail freight corridors. The analysis shows how to increase capacity for future freight trains 2030/2050, by extending the train capacity well as the line capacity and the combination of train and line capacity for futures scenarios.

In the future, the processes for tactical and operational planning are merging, meaning that the timetable is no longer a static, or annually updated, product, but a working document that is improved successively, until handed over to operational management. Also in the operational management, we believe that control by planning is a good strategy. Processes for capacity and timetable planning, as well as timetable and traffic simulation systems are under development. The amount of available data is increasing.

The main research results of Capaciyt 4Rail SP 3.2 have been:

1. A model framework for modelling and planning of demand and supply of capacity at various levels with micro simulation, data analysis and optimisation. By combining these methods especially tactical and operational planning and control can be improved, and hence, enabling more trains and/or increased on-time performance.

2. A statistical model (LiU model) to forecast delay propagation. The model relies on the theory of Bayesian networks, and can be used both for planning and informing.

3. A demonstrator, CAIN, an extension to the KADR system for timetable and operational traffic developed by Oltis group Czech. The CAIN tool is connected to the LiU model and relies on data from Railsys (micro level infrastructure, complete tracklayout modelled) and Trafikverket database of disturbances and delays Lupp. The demonstrator has been set-up for Malmö – Hallsberg, a part of the Scandinavian Mediterranean corridor TEN-T network. It has given us new knowledge about interaction between IM timetable system and optimisation/data analysis model to predict timetable robustness and punctuality in the network due to changes in the timetable.

4. A separate analysis of space–time points in the timetable critical for robustness. The study of critical points in this project has given knowledge about how to use the method when data is known at micro level, represented by RailSys. The improved robustness is also set in relation to other key performance indicators.

Publisher
p. 225
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-160520 (URN)
Funder
EU, FP7, Seventh Framework Programme, SCP3-GA-2013-605650
Available from: 2019-09-25 Created: 2019-09-25 Last updated: 2019-09-25Bibliographically approved
Andersson, E., Peterson, A. & Törnquist Krasemann, J. (2015). Improved Railway Timetable Robustness for Reduced Traffic Delays – a MILP approach. In: 6th International Conference on Railway Operations Modelling and Analysis, Tokyo, Mars 23-26, 2015.: . Paper presented at 6th International Conference on Railway Operations Modelling and Analysis - RailTokyo.
Open this publication in new window or tab >>Improved Railway Timetable Robustness for Reduced Traffic Delays – a MILP approach
2015 (English)In: 6th International Conference on Railway Operations Modelling and Analysis, Tokyo, Mars 23-26, 2015., 2015Conference paper, Published paper (Refereed)
Abstract [en]

Maintaining high on-time performance and at the same time having high capacity utilization is a challenge for several railway traffic systems. The system becomes sensitive to disturbances and delays are easily propagating in the network. One way to handle this problem is to create more robust timetables; timetables that can absorb delays and prevent them from propagating. This paper presents an optimization approach to reduce the propagating of delays with a more efficient margin allocation in the timetable. A Mixed Integer Linear Programming (MILP) model is proposed in which the existing margin time is re-allocated to increase the robustness for an existing timetable. The model re-allocates both runtime margin time and headway margin time to increase the robustness at specific delay sensitive points in a timetable. We illustrate the model’s applicability for a real-world case where an initial, feasible timetable is modified to create new timetables with increased robustness. These new timetables are then evaluated and compared to the initial timetable. We evaluate how the MILP approach affects the initial timetable structure and its capability to handle disturbances by exposing the initial and the modified timetables to some minor initial disturbances of the range 1 up to 7 minutes. The results show that it is possible to reduce the delays by re-allocating margin time, for example, the total delay at end station decreases with 28 % in our real-world example.

Keywords
Railway traffic, Timetabling, Robustness, Margin re-allocation, Punctuality, Optimization
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-116651 (URN)
Conference
6th International Conference on Railway Operations Modelling and Analysis - RailTokyo
Projects
Robusta tidtabeller för järnvägstrafik
Available from: 2015-03-30 Created: 2015-03-30 Last updated: 2018-08-23Bibliographically approved
Khoshniyat, F. & Peterson, A. (2015). Robustness Improvements in a Train Timetable with Travel Time Dependent Minimum Headways. In: : . Paper presented at 6th International Conference on Railway Operations Modelling and Analysis - RailTokyo2015, Tokyo, March 23-26, 2015.
Open this publication in new window or tab >>Robustness Improvements in a Train Timetable with Travel Time Dependent Minimum Headways
2015 (English)Conference paper, Published paper (Other academic)
Abstract [en]

In a railway network with dense traffic, trains’ scheduled arrival and departure times arehighly dependent on each other and even a small delay easily propagates to subsequenttrains using the same infrastructure resources. In the current paper a given timetable is comparedto a modified timetable, where the assigned minimum time slot in the traffic for aservice is linearly increasing with the service’s travel time. The underlying assumption isthat trains lose precision as they travel longer and catching a fixed-size time slot is easier atthe beginning of the journey. Real world observations confirm this assumption as well. Theaim of this study is to verify the improvement in the robustness of those timetables that aremodified with respect to the idea of travel time dependent reserved time slots for the arrivaltimes of trains and to compare the results with the initial timetables. Numerical experimentsare conducted on a selected double track segment of the Swedish Southern mainline. Fourtimetable case studies are considered for the experiments: off-peak hours and peak hoursin 2011 and 2014, respectively. Each timetable is tested for various disturbance scenarios.Several performance measures are used to evaluate delay propagation in the timetables, includingdeviations from the initial timetable, total delays, total number of delayed trains atdestinations, number of punctual trains with 5 minutes arrival delay tolerance at destinationsand number of violations in trains’ overtaking orders. Results show that the modifiedtimetables outperform the initial ones for small disturbances.

Keywords
Robustness, Railway Timetable, Ex-post measures, Delay propagation, Performance measures
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:liu:diva-117042 (URN)
Conference
6th International Conference on Railway Operations Modelling and Analysis - RailTokyo2015, Tokyo, March 23-26, 2015
Available from: 2015-04-13 Created: 2015-04-13 Last updated: 2018-08-23
Organisations
Identifiers
ORCID iD: ORCID iD iconorcid.org/0000-0001-6880-8549

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