Martin Aronsson

Swedish Institute of Computer Science, Киста, Stockholm, Sweden

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Publications (44)1.33 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.
    No preview · Article · Jan 2014
  • Malin Forsgren · Martin Aronsson · Sara Gestrelius
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    ABSTRACT: 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.
    No preview · Conference Paper · Oct 2013
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    M Forsgren · M Aronsson · S Gestrelius · H Dahlberg
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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.
    Full-text · Conference Paper · Sep 2012
  • Sara Gestrelius · Martin Aronsson · Malin Forsgren · Hans Dahlberg
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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.
    No preview · Conference Paper · May 2012
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    Malin Forsgren · Martin Aronsson · Per Kreuger · Hans Dahlberg
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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.
    Full-text · Conference Paper · Feb 2011
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    Martin Aronsson · Per Kreuger · Jonathan Gjerdrum
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    ABSTRACT: This paper presents a MIP model for a locomotive routing and scheduling problem from the domain of freight railways. Innovative features of the model include the use of binary variables to separate the integer and continuous parts of the problem to maintain the flow character of the integer part of the problem. The model has been developed with, and has found practical Green Cargo, the largest rail freight operator in Sweden. Keywords: vehicle routing and scheduling, rail traffic resource management. 1 Introduction The increasing competition within the railway transportation sector requires effective resource utilisation methods for companies such as Green Cargo, the largest rail freight operator in Sweden. In many countries in Europe, railroads have traditionally been state-owned organisations with diverse interests in e.g. passenger traffic, freight traffic, infrastructure and real estate investments. The Swedish state railway was deregulated in all these areas around the millennium, creating separate companies with dedicated resources. Before the deregulation, locomotives were used for passenger traffic in the daytime and freight traffic at night. Today, locomotives are dedicated to either cargo or passenger traffic, which has brought about utilisation patterns such as in figure 1.
    Preview · Conference Paper · Aug 2010
  • Malin Forsgren · Martin Aronsson

    No preview · Article · Jan 2010
  • Malin Forsgren · Martin Aronsson · Per Kreuger

    No preview · Article · Mar 2009
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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.
    Full-text · Conference Paper · Jan 2009
  • M. Bohlin · M. Forsgren · A. Hoist · B. Levin · M. Aronsson · R. Steinert
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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.
    No preview · Conference Paper · Jul 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.
    No preview · Conference Paper · Jan 2008
  • Per Kreuger · Martin Aronsson

    No preview · Article · Jan 2007
  • Martin Aronsson · Per Kreuger

    No preview · Article · Jan 2007
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    Markus Bohlin · Per Kreuger · Martin Aronsson · Malin Forsgren
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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.
    Full-text · Article · Dec 2006
  • Martin Aronsson
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    ABSTRACT: We will demonstrate various implementation techniques in the language GCLA. First an introduction to GCLA is given, followed by some examples of program developments, to demonstrate the development methodology. Other examples are also given to show various implementation techniques and properties of the system.
    No preview · Chapter · Oct 2006

  • No preview · Chapter · Apr 2006
  • Martin Aronsson · Lars-Henrik Eriksson

    No preview · Chapter · Apr 2006
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    Preview · Article · Mar 2006
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    Per Kreuger · Martin Aronsson · Markus Bohlin

    Preview · Article · Jan 2006
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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} }
    Preview · Article · Jan 2006