In power system studies the unit commitment problem (UC) is solved to support market decisions and assess system adequacy. Simplifications are made to solve the UC faster, but they are made without considering the consequences on solution quality. In this study we thoroughly investigated the impacts of simplifications on solution quality and computation time on a benchmark set consisting of almost all the available instances in the literature. We found that omitting the minimum up- and downtime and simplifying the startup cost resulted in a significant quality loss without reducing the computation time. Omitting reserve requirements, ramping limits and transmission limits reduced the computation time, but degraded the solution significantly. However, the linear relaxation resulted in less quality loss with a significant speed-up and resulted in no difference when unserved energy was minimized. Finally, we found that the average and maximum capacity factor difference is large for all model variants.@en

In power system modelling the unit commitment problem is used to simulate the wholesale electricity market. A solution to the unit commitment problem is a least-cost schedule that contains information regarding the capacity factors of each generator, the total CO2 emissions, and unserved energy per hour. However, since there might be a large variety of (sub)-optimal solutions, these characteristics might be arbitrary and conclusions about them may be presumptuous.In this article, we illustrate this by running multiple experiments on a future European power system. Each scenario was run multiple times by adding additional terms to the objective function such as the minimization and maximization of generator capacity factors, carbon emissions, and loss of load hours. The results showed that schedules can be equivalent in terms of cost, but that relative capacity factors, emissions, and loss of load hours could differ by large factors.@en

In this paper we consider the train unit shunting problem extended with service task scheduling. This problem originates from Dutch Railways, which is the main railway operator in the Netherlands. Its urgency stems from the upcoming expansion of the rolling stock fleet needed to handle the ever-increasing number of passengers. The problem consists of matching train units arriving on a shunting yard to departing trains, scheduling service tasks such as cleaning and maintenance on the available resources, and parking the trains on the available tracks such that the shunting yard can operate conflict-free. These different aspects lead to a computationally extremely difficult problem, which combines several well-known NP-hard problems. In this paper, we present the first solution method covering all aspects of the shunting and scheduling problem. We describe a partial order schedule representation that captures the full problem, and we present a local search algorithm that utilizes the partial ordering. The proposed solution method is compared with an existing mixed integer linear program in a computational study on realistic instances provided by Dutch Railways. We show that our local search algorithm is the first method to solve real-world problem instances of the complete shunting and scheduling problem. It even outperforms current algorithms when the train unit shunting problem is considered in isolation, that is, without service tasks. Although our method was developed for the case of the Dutch Railways, it is applicable to any shunting yard or service location, irrespective of its layout, that uses self-propelling train units and that does not have to handle passing trains.

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The single-unit commitment problem (1UC) is the problem of finding a cost optimal schedule for a single generator given a time series of electricity prices subject to generation limits, minimum up- and downtime and ramping limits. In this paper we present two efficient dynamic programming algorithms. For each time step we keep track of a set of functions that represent the cost of optimal schedules until that time step. We show that we can combine a subset of these functions by only considering their minimum. We can construct this minimum either implicitly or explicitly. Experiments show both methods scale linear in the amount of time steps and result in a significant speedup compared to the state-of-the-art for piece-wise linear as well as quadratic generation cost. Therefore using these methods could lead to significant improvements for solving large scale unit commitment problems with Lagrangian relaxation or related methods that use 1UC as subproblem.@en

When trains are finished with their transportation tasks during the day, they are moved to a shunting yard where they are routed, parked, cleaned, subject to regular maintenance checks and repaired during the night. The resulting Train Unit Shunting and Servicing problem motivates advanced research in planning and scheduling in general since it integrates several known individually hard problems while incorporating many real-life details. We developed an event-based simulator called TORS (Dutch acronym for Train Shunting and Servicing Simulator), that provides the user with a state and all feasible actions. After an action is picked, TORS calculates the result and the process repeats. This simulator facilitates research into a realistic application of multi-agent path finding.

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Railway systems occasionally get into a state of being out-of-control, meaning that barely any train is running, even though the required resources (infrastructure, rolling stock and crew) are available. Because of the large number of affected resources and the absence of detailed, timely and accurate information, currently existing disruption management techniques cannot be applied in out-of-control situations. Most of the contemporary approaches assume that there is only one single disruption with a known duration, that all information about the resources is available, and that all stakeholders in the operations act as expected. Another limitation is the lack of knowledge about why and how disruptions accumulate and whether this process can be predicted. To tackle these problems, we develop a multidisciplinary framework combining techniques from complexity science and operations research, aiming at reducing the impact of these situations and—if possible—avoiding them. The key elements of this framework are (i) the generation of early warning signals for out-of-control situations, (ii) isolating a specific region such that delay stops propagating, and (iii) the application of decentralized decision making, more suited for information-sparse out-of-control situations.

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Railway systems occasionally get into a state of out-of-control, meaning that there is barely any train is running, even though the required resources (infrastructure, rolling stock and crew) are available. These situations can either be caused by large disruptions or unexpected propagation and accumulation of delays. Because of the large number of affected resources and the absence of detailed, timely and accurate information, currently existing methods cannot be applied in out-of-control situations. Most of the contemporary approaches assume that there is only one single disruption with a known duration, that all information about the resources is available, and that all stakeholders in the operations act as expected. Another limitation is the lack of knowledge about why and how disruptions accumulate and whether this process can be predicted. To tackle these problems, we develop a multidisciplinary framework aiming at reducing the impact of these situations and - if possible - avoiding them. The key elements of this framework are (i) the generation of early warning signals for out-of-control situations using tools from complexity science and (ii) a set of rescheduling measures robust against the features of out-of-control situations, using tools from operations research.
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