LOCOMOTIVE SCHEDULING UNDER UNCERTAIN DEMAND
Each day, railroads face the problem of allocating power to trains. Often, power requirements for each train are not known with certainty, and the fleet of locomotives may not be homogeneous. To deal with both of these complications, we formulate a multicommodity flow problem with convex objective function on a time-space network. The convex objective allows us to minimize expected cost under uncertainty by penalizing trip arcs likely to have too little power. Our solution heuristic sends locomotives down the shortest paths (based on marginal arc costs) in the time-space network and then attempts to improve interchanges of locomotives around cycles. Two lower bounds are also developed by relaxing the multicommodity aspect of the problem. In 19 test problems, ranging in size from 15 to 404 arcs, the heuristic performed well, with short running times and costs averaging within 3% of the best of the two lower bounds developed.
MODELS FOR RAIL TRANSPORTATION
Abstract Railroads constitute an important mode of transport for both freight and passengers. In the United States, for example, railroads are responsible for 35.6% of total intercity freight transport and enjoy approximately 30% of total revenues of all carriers. However; due to severe competition from other modes, the rail industry is eager to improve its operational efficiency and rationalize its planning decisions further. The role of analytical models in supporting managerial decision-making thus assumes renewed importance. This reports on the existing literature models for rail transportation with two goals in mind: (a) to collect and categorize rail modelling efforts, and (b) to position the rail-related literature in the context of other transportation models and provide an introduction to this field for nonspecialists. Optimization, queueing, and simulation models are all treated with particular emphasis on optimization. The role of each class of models is discussed in relation to its function and its position within the total planning activity of a railroad. A concluding section outlines the major modelling obstacles and promising areas for future development.
CLINICAL TRIALS OF THE ABDOMINAL LEFT VENTRICULAR ASSIST DEVICE (ALVAD): PROGRESS REPORT.
An abdominal left ventricular assist device (ALVAD) is undergoing controlled clinical trials in our institution. The ALVAD is pneumatically-actuated, synchronously or asynchronously with an external console and is interposed between the apex of the left ventricle and the infrarenal abdominal aorta. It is an order of magnitude more effective than conventional intraaortic balloon pumping. Thus far, we have implanted this pump in 21 patients (15 males and six females). The average age has been 50. The duration of cardiopulmonary bypass with intensive pharmacologic support and IABP until ALVAD implantation has been nearly 4 hours. The plasma hemoglobins prior to ALVAD implantation have averaged 168 mg%. The platelet counts at implantation have averaged 68,000 mm(3). The average duration of ALVAD support has been in excess of one day and the longest trial extended for one week. We have been able to remove the pump after ventricular recovery in two instances and effected cardiac allografting in one instance of ALVAD dependency. We have found that (1) the profoundly depressed left (and right) ventricles can recover if totally supported with this device; (2) the device can function in the presence of ventricular fibrillation and/or standstill; (3) the device can effectively replace both left and right ventricular function in the presence of normal pulmonary vascular resistance and microcirculatory hemodynamics; and (4) in the presence of impending multiple organ failure, procrastination in use is to be avoided.