Experimental analysis of optimization techniques on the road passenger transportation problem

Analyzing the state of the art in a given field in order to tackle a new problem is always a mandatory task. Literature provides surveys based on summaries of previous studies, which are often based on theoretical descriptions of the methods. An engineer, however, requires some evidence from experimental evaluations in order to make the appropriate decision when selecting a technique for a problem. This is what we have done in this paper: experimentally analyzed a set of representative state-of-the-art techniques in the problem we are dealing with, namely, the road passenger transportation problem. This is an optimization problem in which drivers should be assigned to transport services, fulfilling some constraints and minimizing some function cost. The experimental results have provided us with good knowledge of the properties of several methods, such as modeling expressiveness, anytime behavior, computational time, memory requirements, parameters, and free downloadable tools. Based on our experience, we are able to choose a technique to solve our problem. We hope that this analysis is also helpful for other engineers facing a similar problem

An empirical analysis of a merger between a network and low-cost airlines

We use a difference-in-difference estimator to examine the effects of a merger involving three airlines. The novelty lies in the examination of this operation in two distinct scenarios: (1) on routes where two low-cost carriers and (2) on routes where a network and one of the low-cost airlines had previously been competing. We report a reduction in frequencies but no substantial effect on prices in the first scenario, while in the second we report an increase in prices but no substantial effect on frequencies. These results may be attributed to the differences in passenger types flying on these routes.

Informe sobre el PNR. La utilización de datos personales contenidos en el registro de nombres de pasajeros: ¿fines represivos o preventivos?

En noviembre de 2001, sólo dos meses después de los atentados a las Torres Gemelas, se aprobó una ley que obligaba a cualquier compañía aérea que operase vuelos de pasajeros con destino u origen a EE UU a proporcionar a la Oficina de Aduanas y Protección Fronteriza (Bureau of Customs and Border Protection) el acceso electrónico a los datos contenidos en el registro de nombres de pasajeros, conocidos por sus sigla en inglés PNR (Passenger Name Record). Tras varios acuerdos entre la Unión Europea y EE UU, y otros suscritos con Canadá y Australia, se ha avanzado hacia ciertos mínimos que deben respetarse en el proceso de transferencia internacional de datos personales desde Europa a terceros Estados con fines de represión y prevención penal de ilícitos terroristas. No obstante, a día de hoy son muchas las dudas que surgen tras el análisis detallado de los mismos. Este trabajo repasa críticamente dichos acuerdos, así como el proyecto de creación de un PNR para Europa, poniendo el acento en los aspectos más sensibles desde el punto de vista de la protección de datos personales, y de la configuración de la libertad en el marco de unas medidas proporcionales de seguridad que puedan ser útiles de cara a su renovación con más garantías y la posible suscripción de más acuerdos con dicha finalidad.

Análisis de la demanda turística en vuelos de bajo coste: Turista de negocios vs turista de ocio

L’estudi pretén establir si el turista de negocis es pot considerar un segment de mercat diferenciat del turista d’oci, ara que els vols de baix cost augmenten. Per això s’analitza una mostra de turistes estrangers en vols de baix cost a l’aeroport de Girona al 2005. Els resultats apunten a unes característiques diferencials en la demanada del turista de negocis, com són la durada de l’estança,i el tipus d’allotjament, però no s’aprecien diferències en la valoració del preu i de l’hora del vol, ni en la tipologia del bitllet

Desarrollo y validación de ensayos rápidos para la detección de aeroalérgenos ocupacionales/ambientales: soja i proteinas séricas de paloma

Tanto el asma ocupacional como la neumonitis por hipersensibilidad, como es el pulmón del cuidador de aves, son patologías respiratorias que se pueden prevenir o disminuir su aparición mediante la evitación de la fuente antigénica. Para poder actuar de forma preventiva es de utilidad el disponer de ensayos rápidos que sean capaces de estimar la presencia de alérgeno de forma inmediata. En el marco de este proyecto de dos años de duración tenemos por objeto el desarrollar y estandarizar dos métodos rápidos, inmunocromatográficos, para la determinación de alérgenos de soja y de proteínas séricas de paloma. Alérgenos que han sido seleccionados por su importancia en el medio como agentes causales de asma y neumonitis por hipersensibilidad, respectivamente. También tenemos por objeto determinar la carga de alérgeno de soja en la fracción de partículas menores de 10 micrómetros (PM10) en los alrededores del puerto de Barcelona y comprarla con los niveles en los filtros de partículas suspendidas totales (TSP). Como pasos previos al desarrollo de los ensayos rápidos se han producido anticuerpos específicos frente al extracto de cáscara de soja de bajo peso molecular y frente al suero de paloma, se ha desarrollado un ELISA tipo sándwich para cada alérgeno y parte de los anticuerpos se ha conjugado con oro coloidal. El ensayo inmunocromatográfico para la soja presenta un límite de detección de 6.25ng/ml y ha sido validado mediante el análisis de 119 muestras ambientales, presentando una elevada especificidad y sensibilidad. El ensayo inmunocromatográfico para la determinación de antígenos séricos de paloma requiere ser validado. Mediante un métodos de ELISA de inhibición se han determinado los niveles de alérgeno de soja en filtros PM10 y TSP. A pesar de la buena correlación entre los niveles de alérgeno en ambos filtros, se observó una amplia variación en la proporción PM10/TSP entre días.

Location of hubs in a competitive environment

We offer a formulation that locates hubs on a network in a competitiveenvironment; that is, customer capture is sought, which happenswhenever the location of a new hub results in a reduction of thecurrent cost (time, distance) needed by the traffic that goes from thespecified origin to the specified destination.The formulation presented here reduces the number of variables andconstraints as compared to existing covering models. This model issuited for both air passenger and cargo transportation.In this model, each origin-destination flow can go through either oneor two hubs, and each demand point can be assigned to more than a hub,depending on the different destinations of its traffic. Links(``spokes'' have no capacity limit. Computational experience is provided.

Driver scheduling problem modelling

The Drivers Scheduling Problem (DSP) consists of selecting a set of duties for vehicle drivers, for example buses, trains, plane or boat drivers or pilots, for the transportation of passengers or goods. This is a complex problem because it involves several constraints related to labour and company rules and can also present different evaluation criteria and objectives. Being able to develop an adequate model for this problem that can represent the real problem as close as possible is an important research area.The main objective of this research work is to present new mathematical models to the DSP problem that represent all the complexity of the drivers scheduling problem, and also demonstrate that the solutions of these models can be easily implemented in real situations. This issue has been recognized by several authors and as important problem in Public Transportation. The most well-known and general formulation for the DSP is a Set Partition/Set Covering Model (SPP/SCP). However, to a large extend these models simplify some of the specific business aspects and issues of real problems. This makes it difficult to use these models as automatic planning systems because the schedules obtained must be modified manually to be implemented in real situations. Based on extensive passenger transportation experience in bus companies in Portugal, we propose new alternative models to formulate the DSP problem. These models are also based on Set Partitioning/Covering Models; however, they take into account the bus operator issues and the perspective opinions and environment of the user.We follow the steps of the Operations Research Methodology which consist of: Identify the Problem; Understand the System; Formulate a Mathematical Model; Verify the Model; Select the Best Alternative; Present the Results of theAnalysis and Implement and Evaluate. All the processes are done with close participation and involvement of the final users from different transportation companies. The planner s opinion and main criticisms are used to improve the proposed model in a continuous enrichment process. The final objective is to have a model that can be incorporated into an information system to be used as an automatic tool to produce driver schedules. Therefore, the criteria for evaluating the models is the capacity to generate real and useful schedules that can be implemented without many manual adjustments or modifications. We have considered the following as measures of the quality of the model: simplicity, solution quality and applicability. We tested the alternative models with a set of real data obtained from several different transportation companies and analyzed the optimal schedules obtained with respect to the applicability of the solution to the real situation. To do this, the schedules were analyzed by the planners to determine their quality and applicability. The main result of this work is the proposition of new mathematical models for the DSP that better represent the realities of the passenger transportation operators and lead to better schedules that can be implemented directly in real situations.

Color differences among feral pigeons (Columba livia) are not attributable to sequence variation in the coding region of the melanocortin-1 receptor gene (MC1R)

Genetic variation at the melanocortin-1 receptor (MC1R) gene is correlated with melanin color variation in many birds. Feral pigeons (Columba livia) show two major melanin-based colorations: a red coloration due to pheomelanic pigment and a black coloration due to eumelanic pigment. Furthermore, within each color type, feral pigeons display continuous variation in the amount of melanin pigment present in the feathers, with individuals varying from pure white to a full dark melanic color. Coloration is highly heritable and it has been suggested that it is under natural or sexual selection, or both. Our objective was to investigate whether MC1R allelic variants are associated with plumage color in feral pigeons.We sequenced 888 bp of the coding sequence of MC1R among pigeons varying both in the type, eumelanin or pheomelanin, and the amount of melanin in their feathers. We detected 10 non-synonymous substitutions and 2 synonymous substitution but none of them were associated with a plumage type. It remains possible that non-synonymous substitutions that influence coloration are present in the short MC1R fragment that we did not sequence but this seems unlikely because we analyzed the entire functionally important region of the gene.Our results show that color differences among feral pigeons are probably not attributable to amino acid variation at the MC1R locus. Therefore, variation in regulatory regions of MC1R or variation in other genes may be responsible for the color polymorphism of feral pigeons.

Cambio de hábitos y transformaciones territoriales en los corredores de alta velocidad ferroviaria. Resultados de una encuesta de viajeros en la línea Madrid-Barcelona

El tren de alta velocidad (TAV) está viviendo un auge importante en España. Ello implica una transformación territorial como resultado de una modificación del comportamiento de los viajeros debido a una mejora en el transporte ferroviario interurbano. En este contexto hay un elemento que ha obtenido una atención insuficiente. Se trata del acceso a la estación como parte fundamental del viaje puerta-a-puerta. Para hacer frente a la carencia de datos estadísticos sobre este aspecto, hemos realizado una encuesta a los viajeros de alta velocidad en la línea Madrid – Barcelona, que ayuda responder a la pregunta: ¿Cómo llega el viajero a la estación? Es imprescindible conocer este aspecto para planificar y realizar actuaciones de mejora intermodal adecuadas. Los resultados muestran que el acceso en vehículo privado es preponderante y que existe la necesidad de ofrecer más alternativas atractivas para acceder a las estaciones. Se concluye además que las estaciones centrales son preferibles, ya que generan una movilidad más sostenible.

High-Speed Rail: lessons for policy makers from experiences abroad

In April 2009, the US government unveiled its blueprint for a national network of high-speed passenger rail (HSR) lines aimed at reducing traffic congestion, cutting national dependence on foreign oil and improving rural and urban environments. In implementing such a program, it is essential to identify the factors that might influence decision making and the eventual success of the HSR project, as well as foreseeing the obstacles that will have to be overcome.