Speeding up Martins’ algorithm for multiple objective shortest path problems

The latest transportation systems require the best routes in a large network with respect to multiple objectives simultaneously to be calculated in a very short time. The label setting algorithm of Martins efficiently finds this set of Pareto optimal paths, but sometimes tends to be slow, especially for large networks such as transportation networks. In this article we investigate a number of speedup measures, resulting in new algorithms. It is shown that the calculation time to find the Pareto optimal set can be reduced considerably. Moreover, it is mathematically proven that these algorithms still produce the Pareto optimal set of paths.     

Fuzzy graphs modelling for HazMat telegeomonitoring

Telegeomonitoring system development combines two heterogeneous technologies: the geographical information systems technology (GIS) and telecommunications technology. In this paper, we give the system components for telegeomonitoring transportation of hazardous materials. The telegeomonitoring system uses GIS to capture civil infrastructure (urban network, land use, industries, etc.) and decision support systems technology to allow risks analysis and evaluate routing strategies that minimize transportation risk. Routing algorithms are to this effect adapted to graphs of the fuzzy risk. A new algebraic structure is proposed to solve a path-finding problem in a fuzzy graph. This algebraic structure is adapted precisely to solve the problem of the K-best fuzzy shortest paths. The approach that we proposed, consists of defining generic structures of operator’s traversal problem in fuzzy graphs. The principal contribution of our approach is to build adequate structures of path algebra to solve the problem of graph traversal in a fuzzy graph without negative circuits. Foundations of the system studied in this work will be able to be transposed to other fields of transportation.     

灾后运输网络中的最短路修复合作博弈

在最短路修复合作博弈中,当灾后运输网络规模较大时,最优成本分摊问题难以直接求解。基于拉格朗日松弛理论,提出了一种最短路修复合作博弈成本分摊算法。该算法将最短路修复合作博弈分解为两个具有特殊结构的子博弈,进而利用两个子博弈的结构特性,可以{高效地}求解出二者的最优成本分摊,将这两个成本分摊相加,可以获得原博弈的一个近乎最优的稳定成本分摊。结果部分既包含运输网络的随机仿真,也包含玉树地震灾区的现实模拟,无论数据来源于仿真还是现实,该算法都能在短时间内为最短路修复合作博弈提供稳定的成本分摊方案。     

A utility measure for finding multiobjective shortest paths in urban multimodal transportation networks

In this paper we study the problem of finding Origin–Destination (O–D) shortest paths in urban multimodal transportation networks, aiming at minimizing the overall cost, time and users' discommodity associated with the required paths. We present an approach based on the classical shortest path problem on a network representing the urban multimodal transportation system, i.e. the private, the public and the pedestrian modalities. Our idea is to make use of an ad hoc utility function for weighing the arcs both with their cost and time and considering at the same time the preference of the users related to all the possible transportation modalities. In particular, a utility measure is presented taking into a proper account the different users' propensities. The proposed approach has been developed for analysing the urban transportation network of an Italian city; the first experimental results are given in the paper.     

A novel method for the network reliability in terms of capacitated-minimum-paths without knowing minimum-paths in advance

Many real-world systems (such as electric power, transportation, etc) may be regarded as flow networks whose arcs have independent, discrete, limited and multivalued random capacities. In this study, a novel method for the network reliability is present. Analysis of the proposed algorithm and comparison to existing best-known algorithms shows that the proposed method has the following advantages: (1) it is just based on the special property of capacitated-minimum-paths (CMPs) of which the max-flow in these paths are all equal to a given capacity (say d) and can be used to search for all capacitated minimum-paths without knowing all minimum-paths in advance; (2) it is simple and more effective in finding CMP candidates than the existing methods and (3) the proposed method is easier to understand and implement.     

基于鲁棒优化的随机时变网络最优路径研究

交通事故、恶劣天气以及偶发的交通拥堵等都会导致道路交通网络中行程时间的不确定性,极大地影响了道路交通系统的可靠性,同时给日常生活中出行计划的制定以及出行路径的选择带来了不便。因此,本次研究将综合考虑道路交通网络中由于交通流量的全天变化所导致的路径行程时间的时变特征,以及由于事故、天气等不确定因素所导致的路径行程时间的随机特征,并以此作为路网环境的假设条件,对出行路径选择问题进行研究。具体地,首先建立行程时间的动态随机变量,并在此基础上模拟构建了随机时变网络。随后,定义了该网络环境下路径选择过程中所考虑的成本费用,并通过鲁棒优化的方法,将成本费用鲁棒性最强的路径视为最优路径。随后,在随机一致性条件下,通过数学推导证明了该模型可以简化为解决一个确定性时变网络中的最短路径问题。最终,具有多项式时间计算复杂度的改进Dijkstra算法被应用到模型的求解中,并通过小型算例验证模型及算法的有效性。结果表明,本研究中所提出的方法可以被高效率算法所求解,并且不依赖于先验行程时间概率分布的获取,因此对后续的大规模实际城市道路网络应用提供了良好的理论基础。此外,由于具有行程时间随机时变特征的交通网络更接近实际道路情况,因此本次研究的研究成果具有较高的实际意义和应用价值。     

On transmission time through k minimal paths of a capacitated-flow network

The quickest path problem is to minimize the transmission time for sending a specified amount of data through a single minimal path. Two deterministic attributes are involved herein; the capacity and the lead time. However, in many real-life networks such as computer systems, urban traffic systems, etc., the arc capacity should be multistate due to failure, maintenance, etc. Such a network is named a capacitated-flow network. The minimum transmission time is thus not a fixed number. This paper is mainly to evaluate system reliability that d units of data can be transmitted through k minimal paths under time constraint T. A simple algorithm is proposed to generate all minimal capacity vectors meeting the demand and time constraints. The system reliability is subsequently computed in terms of such vectors. The optimal k minimal paths with highest system reliability can further be derived.     

T‐optimality and neural networks: a comparison of approaches for building experimental designs

This paper deals with optimal experimental design criteria and neural networks in the aim of building experimental designs from observational data. It addresses the following three main issues: (i) the introduction of two radically different approaches, namely T‐optimal designs extended to Generalized Linear Models and Evolutionary Neural Networks Design; (ii) the proposal of two algorithms, based on model selection procedures, to exploit the information of already collected data; and (iii) the comparison of the suggested methods and corresponding algorithms by means of a simulated case study in the technological field. Results are compared by considering elements of the proposed algorithms, in terms of models and experimental design strategies. In particular, we highlight the algorithmic features, the performances of the approaches, the optimal solutions and the optimal levels of variables involved in a simulated foaming process. The optimal solutions obtained by the two proposed algorithms are very similar, nevertheless, the differences between the paths followed by the two algorithms to reach optimal values are substantial, as detailed step‐by‐step in the discussion. Copyright © 2012 John Wiley & Sons, Ltd.     

Network modelling and variational Bayesian inference for structure analysis of signed networks

Currently, structure analysis of signed networks with positive and negative links has received wide attention and is becoming a research focus in the area of network science. In recent years, many community detection methods for signed networks have been proposed to analyze the structure of signed networks. However, current methods can only efficiently analyze the signed networks with the single community structure and unable to analyze the signed networks with the coexisting structure of communities and peripheral nodes, bipartite, or other structures. To address this problem, in this study, we present a mathematically principled method for the structure analysis of signed networks with positive and negative links, in which a probabilistic model firstly is proposed to model the signed networks with the single community or the coexisting structure, and a variational Bayesian approach is deduced to learn the approximate distribution of model parameters. For determining the optimal model, we also deduce a model selection criterion based on the evidence theory. In addition, to efficiently analyze the large signed networks, we propose a fast learning version of our algorithm with the time complexity O(k²E) where k is the number of groups and E is the number of links. In our experiments, the proposed method is validated in the synthetic and real-world signed networks, and is compared with the state-of-the-art methods. The experimental results demonstrate that the proposed method can more efficiently and accurately analyze to the structure of signed networks than the state-of-the-art methods.     

On the Hardness of Equal Shortest Path Routing

In telecommunication networks packets are carried from a source s to a destination t on a path that is determined by the underlying routing protocol. Most routing protocols belong to the class of shortest path routing protocols. In such protocols, the network operator assigns a length to each link. A packet going from s to t follows a shortest path according to these lengths. For better protection and efficiency, one wishes to use multiple (shortest) paths between two nodes. Therefore the routing protocol must determine how the traffic from s to t is distributed among the shortest paths. In the protocol called OSPF-ECMP (for Open Shortest Path First-Equal Cost Multiple Path) the traffic incoming at every node is uniformly balanced on all outgoing links that are on shortest paths. In that context, the operator task is to determine the “best” link lengths, toward a goal such as maximizing the network throughput for given link capacities.In this work, we show that the problem of maximizing even a single commodity flow for the OSPF-ECMP protocol cannot be approximated within any constant factor ratio. Besides this main theorem, we derive some positive results which include polynomial-time approximations and an exponential-time exact algorithm. We also prove that despite their weakness, our approximation and exact algorithms are, in a sense, the best possible.     

Finding the K best policies in a finite-horizon Markov decision process

Directed hypergraphs represent a general modelling and algorithmic tool, which have been successfully used in many different research areas such as artificial intelligence, database systems, fuzzy systems, propositional logic and transportation networks. However, modelling Markov decision processes using directed hypergraphs has not yet been considered.In this paper we consider finite-horizon Markov decision processes (MDPs) with finite state and action space and present an algorithm for finding the K best deterministic Markov policies. That is, we are interested in ranking the first K deterministic Markov policies in non-decreasing order using an additive criterion of optimality. The algorithm uses a directed hypergraph to model the finite-horizon MDP. It is shown that the problem of finding the optimal policy can be formulated as a minimum weight hyperpath problem and be solved in linear time, with respect to the input data representing the MDP, using different additive optimality criteria.     

A biased random-key genetic algorithm for road congestion minimization

One of the main goals in transportation planning is to achieve solutions for two classical problems, the traffic assignment and toll pricing problems. The traffic assignment problem aims to minimize total travel delay among all travelers. Based on data derived from the first problem, the toll pricing problem determines the set of tolls and corresponding tariffs that would collectively benefit all travelers and would lead to a user equilibrium solution. Obtaining high-quality solutions for this framework is a challenge for large networks. In this paper, we propose an approach to solve the two problems jointly, making use of a biased random-key genetic algorithm for the optimization of transportation network performance by strategically allocating tolls on some of the links of the road network. Since a transportation network may have thousands of intersections and hundreds of road segments, our algorithm takes advantage of mechanisms for speeding up shortest-path algorithms.     

Computational investigations of maximum flow algorithms

The maximum flow algorithm is distinguished by the long line of successive contributions researchers have made in obtaining algorithms with incrementally better worst-case complexity. Some, but not all, of these theoretical improvements have produced improvements in practice. The purpose of this paper is to test some of the major algorithmic ideas developed in the recent years and to assess their utility on the empirical front. However, our study differs from previous studies in several ways. Whereas previous studies focus primarily on CPU time analysis, our analysis goes further and provides detailed insight into algorithmic behavior. It not only observes how algorithms behave but also tries to explain why algorithms behave that way. We have limited our study to the best previous maximum flow algorithms and some of the recent algorithms that are likely to be efficient in practice. Our study encompasses ten maximum flow algorithms and five classes of networks. The augmenting path algorithms tested by us include Dinic's algorithm, the shortest augmenting path algorithm, and the capacity-scaling algorithm. The preflow-push algorithms tested by us include Karzanov's algorithm, three implementations of Goldberg-Tarjan's algorithm, and three versions of Ahuja-Orlin-Tarjan's excess-scaling algorithms. Among many findings, our study concludes that the preflow-push algorithms are substantially faster than other classes of algorithms, and the highest-label preflow-push algorithm is the fastest maximum flow algorithm for which the growth rate in the computational time is O(n^1.5) on four out of five of our problem classes. Further, in contrast to the results of the worst-case analysis of maximum flow algorithms, our study finds that the time to perform relabel operations (or constructing the layered networks) takes at least as much computation time as that taken by augmentations and/or pushes.     

An N-path user equilibrium for transportation networks

The traditional trip-based approach to transportation modeling has been employed for the past decade. The last step of the trip-based modeling approach is traffic assignment, which has been typically formulated as a user equilibrium (UE) problem. In the conventional perspective, the definition of UE traffic assignment is the condition that no road user can unilaterally change routes to reduce their travel time. An equivalent definition is that the travel times of all the used paths between any given origin–destination pair are equal and less than those of the unused paths. The underlying assumption of the UE definition is that road users have full information on the available transportation paths and can potentially use any path if the currently used path is overly congested. However, a more practical scenario is that each road user has a limited path set within which she/he can choose routes from. In this new scenario, we call the resulting user equilibrium an N-path user equilibrium (NPUE), in which each road user has only N paths to select from when making route choices in the network. We introduce a new formulation of the NPUE and derive optimality conditions based on this formulation. Different from traditional modeling framework, the constraints of the proposed model are of linear form, which makes it possible to solve the problem with conventional convex programming techniques. We also show that the traditional UE is a special case of an NPUE and prove the uniqueness of the resulting flow pattern of the NPUE. To efficiently solve this problem, we devise path-based and link-based solution algorithms. The proposed solution algorithms are empirically applied to networks of various sizes to examine the impact of constrained user path sets. Numerical results demonstrate that NPUE results can differ significantly from UE results depending on the number of paths available to road users. In addition, we observed an interesting phenomenon, where increasing the number of paths available to road users can sometimes decrease the overall system performance due to their selfish routing behaviors. This paradox demonstrates that network information should be provided with caution, as such information can do more harm than good in certain transportation systems.     

An investigation of synchrony in transport networks

The cumulative degree distributions of transport networks, such as air transportation networks and respiratory neuronal networks, follow power laws. The significance of power laws with respect to other network performance measures, such as throughput and synchronization, remains an open question. Evolving methods for the analysis and design of air transportation networks must be able to address network performance in the face of increasing demands and the need to contain and control local network disturbances, such as congestion. Toward this end, we investigate functional relationships that govern the performance of transport networks; for example, the links between the first nontrivial eigenvalue, λ₂, of a network's Laplacian matrix—a quantitative measure of network synchronizability—and other global network parameters. In particular, among networks with a fixed degree distribution and fixed network assortativity (a measure of a network's preference to attach nodes based on a similarity or difference), those with small λ₂ are shown to be poor synchronizers, to have much longer shortest paths and to have greater clustering in comparison to those with large λ₂. A simulation of a respiratory network adds data to our investigation. This study is a beginning step in developing metrics and design variables for the analysis and active design of air transport networks. © 2008 Wiley Periodicals, Inc. Complexity, 2009     

Optimal egress time calculation and path generation for large evacuation networks

Finding the optimal clearance time and deciding the path and schedule of evacuation for large networks have traditionally been computationally intensive. In this paper, we propose a new method for finding the solution for this dynamic network flow problem with considerably lower computation time. Using a three phase solution method, we provide solutions for required clearance time for complete evacuation, minimum number of evacuation paths required for evacuation in least possible time and the starting schedules on those paths. First, a lower bound on the clearance time is calculated using minimum cost dynamic network flow model on a modified network graph representing the transportation network. Next, a solution pool of feasible paths between all O-D pairs is generated. Using the input from the first two models, a flow assignment model is developed to select the best paths from the pool and assign flow and decide schedule for evacuation with lowest clearance time possible. All the proposed models are mixed integer linear programing models and formulation is done for System Optimum (SO) scenario where the emphasis is on complete network evacuation in minimum possible clearance time without any preset priority. We demonstrate that the model can handle large size networks with low computation time. A numerical example illustrates the applicability and effectiveness of the proposed approach for evacuation.     

Online time-constrained scheduling in linear and ring networks

We consider the problem of scheduling a sequence of packets over a linear network, where every packet has a source and a target, as well as a release time and a deadline by which it must arrive at its target. The model we consider is bufferless, where packets are not allowed to be buffered in nodes along their paths other than at their source. This model applies to optical networks where opto-electronic conversion is costly, and packets mostly travel through bufferless hops. The offline version of this problem was previously studied in M. Adler et al. (2002) [3]. In this paper we study the online version of the problem, where we are required to schedule the packets without knowledge of future packet arrivals. We use competitive analysis to evaluate the performance of our algorithms. We present the first online algorithms for several versions of the problem. For the problem of throughput maximization, where all packets have uniform weights, we give an algorithm with a logarithmic competitive ratio, and present some lower bounds. For other weight functions, we show algorithms that achieve optimal competitive ratios.     

Engineering graph-based models for dynamic timetable information systems

In the last years we have witnessed remarkable progress in providing efficient algorithmic solutions to the problem of computing best journeys (or routes) in schedule-based public transportation systems. We have now models to represent timetables that allow us to answer queries for optimal journeys in a few milliseconds, also at a very large scale. Such models can be classified into two types: those representing the timetable as an array, and those representing it as a graph. Array-based models have been shown to be very effective in terms of query time, while graph-based ones usually answer queries by computing shortest paths, and hence they are suitable to be combined with the speed-up techniques developed for road networks.In this paper, we study the behavior of graph-based models in the prominent case of dynamic scenarios, i.e., when delays might occur to the original timetable. In particular, we make the following contributions. First, we consider the graph-based reduced time-expanded model and give a simplified and optimized routine for handling delays, and a re-engineered and fine-tuned query algorithm. Second, we propose a new graph-based model, namely the dynamic timetable model, natively tailored to efficiently incorporate dynamic updates, along with a query algorithm and a routine for handling delays. Third, we show how to adapt the ALT algorithm to such graph-based models. We have chosen this speed-up technique since it supports dynamic changes, and a careful implementation of it can significantly boost its performance. Finally, we provide an experimental study to assess the effectiveness of all proposed models and algorithms, and to compare them with the array-based state of the art solution for the dynamic case. We evaluate both new and existing approaches by implementing and testing them on real-world timetables subject to synthetic delays.Our experimental results show that: (i) the dynamic timetable model is the best model for handling delays; (ii) graph-based models are competitive to array-based models with respect to query time in the dynamic case; (iii) the dynamic timetable model compares favorably with both the original and the reduced time-expanded model regarding space; (iv) combining the graph-based models with speed-up techniques designed for road networks, such as ALT, is a very promising approach.     

Financial Networks with Intermediation and Transportation Network Equilibria: A Supernetwork Equivalence and Reinterpretation of the Equilibrium Conditions with Computations

In this paper, we consider two distinct classes of network problems – financial networks with intermediation and with electronic transactions and transportation network equilibrium problems, which have been modeled and studied independently. We then prove that the former problem can be reformulated as the latter problem through an appropriately constructed abstract network i.e., a supernetwork. The established equivalence allows one to then transfer the methodological tools, in particular, algorithms, that have been developed for transportation network equilibria to the financial network domain. In addition, this connection provides us with a novel interpretation of the financial network equilibrium conditions in terms of paths and path flows and a direct existence result. We further show how the theoretical results obtained in this paper can be exploited computationally through several numerical examples.