Martin Aronsson

Swedish Institute of Computer Science, Киста, Stockholm, Sweden

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Publications (34)0.8 Total impact

  • Malin Forsgren, Martin Aronsson, Sara Gestrelius
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    ABSTRACT: 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.
    Journal of Rail Transport Planning & Management. 01/2014;
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    ABSTRACT: 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 moderniz-ing 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 has shown how a prototype does not necessarily merely serve to pave way for a future, large-scale implementa-tion. 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.
    13th International Conference on Design and Operation in Railway Engineering (COMPRAIL 2012); 09/2012
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    ABSTRACT: 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.
    2nd International Conference on Road and Rail Infrastructure; 05/2012
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    ABSTRACT: While mathematical optimization and operations research receive growing attention in the railway sector, computerized timetabling tools that actually make significant use of optimization remain relatively rare. SICS has developed a prototype tool for non-periodic timetabling that minimizes resource conflicts, enabling the user to focus on the strategic decisions. The prototype is called the Maraca and has been used and evaluated during the railway timetabling construction phase at the Swedish Transport Administration between April and September 2010.
    RailRome 2011; 02/2011
  • Malin Forsgren, Martin Aronsson
    ERCIM News. 01/2010; 2010:56.
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    Martin Aronsson, Markus Bohlin, Per Kreuger
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    ABSTRACT: This paper introduces two mixed integer linear programming (MILP) models for railway traffic planning using a cumulative scheduling constraint and associated pre-processing filters. We compare standard solver performance for these models on three sets of problems from the railway domain and for two of them, where tasks have unitary resource consumption, we also compare them with two more conventional models. In the experiments, the solver performance of one of the cumulative models is clearly the best and is also shown to scale very well for a large scale practical railway scheduling problem.
    ATMOS 2009 - 9th Workshop on Algorithmic Approaches for Transportation Modeling, Optimization, and Systems, IT University of Copenhagen, Denmark, September 10, 2009; 01/2009
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    ABSTRACT: It is a common fear in industry that introducing condition based maintenance (CBM), with its constant monitoring of several subsystems, will lead to more frequent service interventions compared to traditional cyclic maintenance, effectively countering the potential value of implementing CBM. Because of this, adoption of CBM must be done with great care, and the maintenance organization and planning process needs to be geared for more flexibility. To harvest the potential value in CBM for rail vehicles, we propose to combine condition monitoring with online maintenance planning. We use an adaptive planning software module to quickly find new suitable vehicle movement plans, and a heuristic packing module to reconstruct maintenance packages with as few maintenance stops as possible. This prevents vehicles from visiting the maintenance depot too frequently. At the same time, we actively keep the risk of breakdowns low. Evaluation of our methods in a simulated environment for train operation and maintenance, using real-world time tables and vehicle plans, show that by taking the operation times of individual components into account, it is indeed possible to reduce the amount of maintenance as well as the number of service interventions significantly compared to traditional cyclic maintenance.
    Railway Condition Monitoring, 2008 4th IET International Conference on; 07/2008
  • Per Kreuger, Malin Forsgren, Martin Aronsson
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    ABSTRACT: We report results on a combined scheduling and resource allocation problem in transportation. The problem occurs in a real time management system for vehicles when it is disturbed by introducing unplanned service tasks and temporal delays of the transportation and service tasks. A method to solve the the problem using a constraint programming model is described in some detail. Preliminary test runs of the solver on problem sets generated by a simulator taking statistic models of the wear of the vehicle components into account are also reported.
    Tenth Scandinavian Conference on Artificial Intelligence, SCAI 2008, Stockholm, Sweden, May 26-28, 2008; 01/2008
  • Per Kreuger, Martin Aronsson
    ERCIM News. 01/2007; 2007.
  • Martin Aronsson, Per Kreuger
    ERCIM News. 01/2007; 2007.
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    ABSTRACT: Sammanfattning Rapporten beskriver möjliga ansatser för att lösa det abstraherade tidtabellproblemet som bl.a. diskuteras i rapporten "Leveranstågplan: Specifikation och åtagande" (DDTP Arbetsdokument SICS-DDTP-002). Till grund för de olika ansatserna ligger en modell med avgångstider och hålltider (dvs. väntetider och i viss mån traverseringstider) som tillåts variera inom vissa tidsintervall. Huvudidén är att arbeta med förenklade kapacitetsvillkor på bana och bangård, för att på ett effektivt sätt kunna beräkna tidtabeller på en nivå som tillåter anpassning av tidtabellen till det gällande transportbehovet och den rådande trafiksi-tuationen.
    12/2006;
  • 04/2006: pages 49-99;
  • Martin Aronsson, Lars-Henrik Eriksson
    04/2006: pages 399-401;
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    Martin Aronsson, Per Kreuger, Jonatan Gjerdrum
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    ABSTRACT: This paper presents an IP model for a vehicle routing and scheduling problem from the domain of freight railways. The problem is non-capacitated but allows non-binary integer flows of vehicles between transports with departure times variable within fixed intervals. The model has been developed with and has found practical use at Green Cargo, the largest freight rail operator in Sweden. @InProceedings{aronsson_et_al:DSP:2006:683, author = {Martin Aronsson and Per Kreuger and Jonatan Gjerdrum}, title = {An Efficient MIP Model for Locomotive Scheduling with Time Windows}, booktitle = {ATMOS 2006 - 6th Workshop on Algorithmic Methods and Models for Optimization of Railways}, year = {2006}, editor = {Riko Jacob and Matthias M{"u}ller-Hannemann}, publisher = {Internationales Begegnungs- und Forschungszentrum f{"u}r Informatik (IBFI), Schloss Dagstuhl, Germany}, address = {Dagstuhl, Germany}, URL = {http://drops.dagstuhl.de/opus/volltexte/2006/683}, annote = {Keywords: Vehicle routing and scheduling, rail traffic resource management, resource levelling}, ISBN = {978-3-939897-01-9} }
    01/2006;
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    ABSTRACT: The deregulation of the Swedish rail transport market and introduction of sev-eral operators competing for train paths has fundamentally affected the demands on the capacity allocation process. As a consequence this process is facing radical change in the near future. The demands and their consequences for the future are analysed in this paper. The analysis proceeds from a set of identified requirements typically posed by rail transport customers and service operators. A simple mathematical framework in which these requirements can be formalised is defined and methods for conflict detection and resolution are discussed.
    01/2005;
  • Thomas Sjöland, Per Kreuger, Martin Aronsson
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    ABSTRACT: This article highlights an application in the area of decision support for planning transports in a railway company utilising constraint logic programming and a flexible design which has been successfully tested on real world data. We discuss the problem formulation for the co-ordination of distinct sub-problems, the allocation of track resources to transports, the allocation of vehicles to transports, and the allocation of personnel to perform the transportation tasks in a railway company and the development of a heterogeneous constraint model which is usable also for other production planning problems. Using constraints as the key technology, we discuss approaches to find interfacing principles to combine several solvers.
    Computational Logic: Logic Programming and Beyond, Essays in Honour of Robert A. Kowalski, Part I; 01/2002
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    Martin Aronsson, Jan Ekman Februari
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    ABSTRACT: Kontaktperson: Martin Aronsson <martin@sics.se> Sammanfattning TUFF-PO rör personalplaneringsarbetet, specifikt planering för bemanning av tåg med lokförare, i tidiga faser då tidtabellen ännu inte är fastställd men då ett antal villkor och begränsningar på tågen och deras rörelser är kända. TUFF-PO genererar förslag och data som möjliggör effektiv personalplanering i senare ske-den, genom att skapa begränsningar på tidtabelläggningen, begränsningar som tar bort dåliga och ineffektiva lösningar ur personalplaneringsperspektivet och bevarar de "goda" och effektiva lösningarna. Fokus för detta arbete är på tid och krav på tid, inte direkt på kostnader. Ansatsen i TUFF-PO är inte att försöka konstruera personalomlopp och inte heller personalslingor utan att titta på arbetsperioder för att utifrån dessa försöka finna gemensamma egenskaper som tycks gynna bra per-sonalomlopp i senare planeringsskeden. Dessa egenskaper lägger grunden för de begränsningar som bildar krav på tidtabelläggningen. Preliminära resultat pekar på att det är möjligt att skapa kvalitativt bättre personalplaner. Vi tar upp och belyser både generella frågeställningar och den prototypimplementering som är gjord för att validera resultaten. Nyckelord: Personalplanering, resursutnyttjande, schemaläggning, tidsfönster, tak-tisk planering Arbetet som presenteras i denna rapport är finansierat av NUTEK och Vinnova, under programmet Komplexa System under åren 1999-2001, samt SJ och Green Cargo AB.
    01/2002;
  • Per Kreuger, Martin Aronsson, Simon Lindblom
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    ABSTRACT: This paper explores the idea of using formalised abstraction as means of describing various operations on structured representations of planning, scheduling and resource allocation problems that can be used to coordinate the work of several solvers working on related sub problems.
    11/2001;
  • M. Aronsson, P. Kreuger, T. Sjol
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    ABSTRACT: We have designed and implemented a distributed model for planning and scheduling of transports in a railway company which is usable also for other production planning problems. Our model emphasizes the use of an agent for the coordination of distinct sub-problems occurring in railway scheduling such as for instance the allocation of track resources to transports, the allocation of vehicles to transports, and the allocation of staff to perform the transportation tasks. Using constraints as the key technology, we are interested in finding interfacing principles to combine several solvers to allow users, for instance reasoning agents, to have a uniform view of the combined constraint store of heterogeneous solvers. Abstraction of constraint stores is an important technique used to enable translations between heterogeneous solvers and to improve performance of the overall combined problem of producing a railway schedule. By using abstractions of relevant representations we a...
    02/2001;
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    ABSTRACT: Reasoning with time is a natural activity for instance in the context of scheduling. We are interested in finding interfacing principles to combine several constraint solvers to allow users, for instance reasoning agents, to have a uniform view of the combined constraint store of heterogenous solvers, while allowing efficiently traceable interactions. We have designed and implemented a distributed model for planning and scheduling of transports in a railway company which is usable also for other production planning problems. Our model emphasises the use of an agent for the coordination of distinct subproblems occurring in railway scheduling such as for instance the allocation of track resources to transports, the allocation of vehicles to transports, and the allocation of staff to perform the transportation tasks. Abstraction of constraint stores is an important technique used to enable translations between heterogenous solvers and to improve performance of the overall co...
    09/2000;