We study the problem of servicing a set of ride requests by dispatching a set of shared vehicles, which is faced by ridesharing companies such as Uber and Lyft. Solving this problem at a large scale might be crucial in the future for effectively using large fleets of autonomous vehicles. Since finding a solution for the entire set of requests that minimizes the total driving time is NP-complete, most practical approaches process the requests one by one. Each request is inserted into any vehicle's route such that the increase in driving time is minimized. Although this variant is solvable in polynomial time, it still takes considerable time in current implementations, even when inexact filtering heuristics are used. In this work, we present a novel algorithm for finding best insertions, based on (customizable) contraction hierarchies with local buckets. Our algorithm finds provably exact solutions, is still 30 times faster than a state-of-the-art algorithm currently used in industry and academia, and scales much better. When used within iterative transport simulations, our algorithm decreases the simulation time for largescale scenarios with many requests from days to hours.

Customizable contraction hierarchies are one of the most popular route planning frameworks in practice, due to their simplicity and versatility. In this work, we present a novel algorithm for finding k-nearest neighbors in customizable contraction hierarchies by systematically exploring the associated separator decomposition tree. Compared to previous bucket-based approaches, our algorithm requires much less target-dependent preprocessing effort. Moreover, we use our novel approach in two concrete applications. The first application are online k-closest point-of-interest queries, where the points of interest are only revealed at query time. We achieve query times of about 25 milliseconds on a continental road network, which is fast enough for interactive systems. The second application is travel demand generation. We show how to accelerate a recently introduced travel demand generator by a factor of more than 50 using our novel nearest-neighbor algorithm.

Weight-balanced trees are a popular form of self-balancing binary search trees. Their popularity is due to desirable guarantees, for example regarding the required work to balance annotated trees. While usual weight-balanced trees perform their balancing operations in a bottom-up fashion after a modification to the tree is completed, there exists a top-down variant which performs these balancing operations during descend. This variant has so far received only little attention. We provide an in-depth analysis and engineering of these top-down weight-balanced trees, demonstrating their superior performance. We also gaining insights into how the balancing parameters necessary for a weight-balanced tree should be chosen — with the surprising observation that it is often beneficial to choose parameters which are not feasible in the sense of the correctness proofs for the rebalancing algorithm.

We incorporate turn restrictions and turn costs into the route planning algorithm customizable contraction hierarchies (CCH). There are two common ways to represent turn costs and restrictions. The edge-based model expands the network so that road segments become vertices and allowed turns become edges. The compact model keeps intersections as vertices, but associates a turn table with each vertex. Although CCH can be used as is on the edge-based model, the performance of preprocessing and customization is severely affected. While the expanded network is only three times larger, both preprocessing and customization time increase by up to an order of magnitude. In this work, we carefully engineer CCH to exploit different properties of the expanded graph. We reduce the increase in customization time from up to an order of magnitude to a factor of about 3. The increase in preprocessing time is reduced even further. Moreover, we present a CCH variant that works on the compact model, and show that it performs worse than the variant on the edge-based model. Surprisingly, the variant on the edge-based model even uses less space than the one on the compact model, although the compact model was developed to keep the space requirement low.

We study the one-to-many journey planning problem in multi-modal transportation networks consisting of a public transit network and an additional, non-schedule-based mode of transport. Given a departure time and a single source vertex, we aim to compute optimal journeys to all vertices in a set of targets, optimizing both travel time and the number of transfers used. Solving this problem yields a crucial component in many other problems, such as efficient point-of-interest queries, computation of isochrones, or multi-modal traffic assignments. While many algorithms for multi-modal journey planning exist, none of them are applicable to one-to-many scenarios. Our solution is based on the combination of two state-of-the-art approaches: ULTRA, which enables efficient journey planning in multi-modal networks, but only for one-to-one queries, and (R)PHAST, which enables efficient one-to-many queries, but only in time-independent networks. Similarly to ULTRA, our new approach can be combined with any existing public transit algorithm that allows a search to all stops, which we demonstrate for CSA and RAPTOR. For small to moderately sized target sets, the resulting algorithms are nearly as fast as the pure public transit algorithms they are based on. For large target sets, we achieve a speedup of up to 7 compared to a naive one-to-many extension of a state-of-the-art multi-modal approach.

We study a bi-modal journey planning scenario consisting of a public transit network and a transfer graph representing a secondary transportation mode (e.g., walking or cycling). Given a pair of source and target locations, the objective is to find a Pareto set of journeys optimizing arrival time and the number of required transfers. For public transit networks with a restricted, transitively closed transfer graph, one of the fastest known algorithms solving this bi-criteria problem is Trip-Based Routing [Witt, 2015]. However, this algorithm cannot be trivially extended to unrestricted transfer graphs. In this work, we combine Trip-Based Routing with ULTRA [Baum et al., 2019], a preprocessing technique that allows any public transit algorithm that requires transitive transfers to handle an unrestricted transfer graph. Since both ULTRA and Trip-Based Routing precompute transfer shortcuts in a preprocessing phase, a naive combination of the two leads to a three-phase algorithm that performs redundant work and produces superfluous shortcuts. We therefore propose a new, integrated preprocessing phase that combines the advantages of both and reduces the number of computed shortcuts by up to a factor of 9 compared to a naive combination. The resulting query algorithm, ULTRA-Trip-Based is the fastest known algorithm for the considered problem setting, achieving a speedup of up to 4 compared to the fastest previously known approach, ULTRA-RAPTOR.

We study the problem of computing shortest paths in massive road networks with traffic predictions. Incorporating traffic predictions into routing allows, for example, to avoid commuter traffic congestions. Existing techniques follow a two-phase approach: In a preprocessing step, an index is built. The index depends on the road network and the traffic patterns but not on the path start and end. The latter are the input of the query phase, in which shortest paths are computed. All existing techniques have either large index size, slow query running times, or may compute suboptimal paths. In this work, we introduce CATCHUp (Customizable Approximated Time-dependent Contraction Hierarchies through Unpacking), the first algorithm that simultaneously achieves all three objectives. The core idea of CATCHUp is to store paths instead of travel times at shortcuts. Shortcut travel times are derived lazily from the stored paths. We perform an experimental study on a set of real world instances and compare our approach with state-of-the-art techniques. Our approach achieves the fastest preprocessing, competitive query running times and up to 30 times smaller indexes than competing approaches.

Stabbing queries in sets of intervals are usually answered using segment trees. A dynamic variant of segment trees has been presented by van Kreveld and Overmars, which uses red-black trees to do rebalancing operations. This paper presents zipping segment trees - dynamic segment trees based on zip trees, which were recently introduced by Tarjan et al. To facilitate zipping segment trees, we show how to uphold certain segment tree properties during the operations of a zip tree. We present an in-depth experimental evaluation and comparison of dynamic segment trees based on red-black trees, weight-balanced trees and several variants of the novel zipping segment trees. Our results indicate that zipping segment trees perform better than rotation-based alternatives.

Quasi-threshold graphs are $\{C_4, P_4\}$-free graphs, i.e., they do not contain any cycle or path of four nodes as an induced subgraph. We study the $\{C_4, P_4\}$-free editing problem, which is the problem of finding a minimum number of edge insertions or deletions to transform an input graph into a quasi-threshold graph. This problem is NP-hard but fixed-parameter tractable (FPT) in the number of edits by using a branch-and-bound algorithm and admits a simple integer linear programming formulation (ILP). Both methods are also applicable to the general $F$-free editing problem for any finite set of graphs $F$. For the FPT algorithm, we introduce a fast heuristic for computing high-quality lower bounds and an improved branching strategy. For the ILP, we engineer several variants of row generation. We evaluate both methods for quasi-threshold editing on a large set of protein similarity graphs. For most instances, our optimizations speed up the FPT algorithm by one to three orders of magnitude. The running time of the ILP, that we solve using Gurobi, becomes only slightly faster. With all optimizations, the FPT algorithm is slightly faster than the ILP, even when listing all solutions. Additionally, we show that for almost all graphs, solutions of the previously proposed quasi-threshold editing heuristic QTM are close to optimal.

The balanced hypergraph partitioning problem is to partition a hypergraph into $k$ disjoint blocks of bounded size such that the sum of the number of blocks connected by each hyperedge is minimized. We present an improvement to the flow-based refinement framework of KaHyPar-MF, the current state-of-the-art multilevel $k$-way hypergraph partitioning algorithm for high-quality solutions. Our improvement is based on the recently proposed HyperFlowCutter algorithm for computing bipartitions of unweighted hypergraphs by solving a sequence of incremental maximum flow problems. Since vertices and hyperedges are aggregated during the coarsening phase, refinement algorithms employed in the multilevel setting must be able to handle both weighted hyperedges and weighted vertices -- even if the initial input hypergraph is unweighted. We therefore enhance HyperFlowCutter to handle weighted instances and propose a technique for computing maximum flows directly on weighted hypergraphs. We compare the performance of two configurations of our new algorithm with KaHyPar-MF and seven other partitioning algorithms on a comprehensive benchmark set with instances from application areas such as VLSI design, scientific computing, and SAT solving. Our first configuration, KaHyPar-HFC, computes slightly better solutions than KaHyPar-MF using significantly less running time. The second configuration, KaHyPar-HFC*, computes solutions of significantly better quality and is still slightly faster than KaHyPar-MF. Furthermore, in terms of solution quality, both configurations also outperform all other competing partitioners.

We study multi-modal route planning in a network comprised of schedule-based public transportation, unrestricted walking, and cycling with bikes available from bike sharing stations. So far this problem has only been considered for scenarios with at most one bike sharing operator, for which MCR is the best known algorithm [Delling et al., 2013]. However, for practical applications, algorithms should be able to distinguish between bike sharing stations of multiple competing bike sharing operators. Furthermore, MCR has recently been outperformed by ULTRA for multi-modal route planning scenarios without bike sharing [Baum et al., 2019]. In this paper, we present two approaches for modeling multi-modal transportation networks with multiple bike sharing operators: The operator-dependent model requires explicit handling of bike sharing stations within the algorithm, which we demonstrate with an adapted version of MCR. In the operator-expanded model, all relevant information is encoded within an expanded network. This allows for applying any multi-modal public transit algorithm without modification, which we show for ULTRA. We proceed by describing an additional preprocessing step called operator pruning, which can be used to accelerate both approaches. We conclude our work with an extensive experimental evaluation on the networks of London, Switzerland, and Germany. Our experiments show that the new preprocessing technique accelerates both approaches significantly, with the fastest algorithm (ULTRA-RAPTOR with operator pruning) being more than an order of magnitude faster than the basic MCR approach. Moreover, the ULTRA preprocessing step also benefits from operator pruning, as its running time is reduced by a factor of 14 to 20.

We study a multi-modal route planning scenario consisting of a public transit network and a transfer graph representing a secondary transportation mode (e.g., walking or taxis). The objective is to compute all journeys that are Pareto-optimal with respect to arrival time and the number of required transfers. While various existing algorithms can efficiently compute optimal journeys in either a pure public transit network or a pure transfer graph, combining the two increases running times significantly. As a result, even walking between stops is typically limited by a maximal duration or distance, or by requiring the transfer graph to be transitively closed. To overcome these shortcomings, we propose a novel preprocessing technique called ULTRA (UnLimited TRAnsfers): Given a complete transfer graph (without any limitations, representing an arbitrary non-schedule-based mode of transportation), we compute a small number of transfer shortcuts that are provably sufficient for computing all Pareto-optimal journeys. We demonstrate the practicality of our approach by showing that these transfer shortcuts can be integrated into a variety of state-of-the-art public transit algorithms, establishing the ULTRA-Query algorithm family. Our extensive experimental evaluation shows that ULTRA is able to improve these algorithms from limited to unlimited transfers without sacrificing query speed, yielding the fastest known algorithms for multi-modal routing. This is true not just for walking, but also for other transfer modes such as cycling or driving.

In this paper, we propose HyperFlowCutter, an algorithm for balanced hypergraph bipartitioning that is based on minimum S-T hyperedge cuts and maximum flows. It computes a sequence of bipartitions that optimize cut size and balance in the Pareto sense, being able to trade one for the other. HyperFlowCutter builds on the FlowCutter algorithm for partitioning graphs. We propose additional features, such as handling disconnected hypergraphs, novel methods for obtaining starting S,T pairs as well as an approach to refine a given partition with HyperFlowCutter. Our main contribution is ReBaHFC, a new algorithm which obtains an initial partition with the fast multilevel hypergraph partitioner PaToH and then improves it using HyperFlowCutter as a refinement algorithm. ReBaHFC is able to significantly improve the solution quality of PaToH at little additional running time. The solution quality is only marginally worse than that of the best-performing hypergraph partitioners KaHyPar and hMETIS, while being one order of magnitude faster. Thus ReBaHFC offers a new time-quality trade-off in the current spectrum of hypergraph partitioners. For the special case of perfectly balanced bipartitioning, only the much slower plain HyperFlowCutter yields slightly better solutions than ReBaHFC, while only PaToH is faster than ReBaHFC.

In a wind farm turbines convert wind energy into electrical energy. The generation of each turbine is transmitted, possibly via other turbines, to a substation that is connected to the power grid. On every possible interconnection there can be at most one of various different cable types. Each type comes with a cost per unit length and with a capacity. Designing a cost-minimal cable layout for a wind farm to feed all turbine production into the power grid is called the Wind Farm Cabling Problem (WCP). We consider a formulation of WCP as a flow problem on a graph where the cost of a flow on an edge is modeled by a step function originating from the cable types. Recently, we presented a proof-of-concept for a negative cycle canceling-based algorithm for WCP [14]. We extend key steps of that heuristic and build a theoretical foundation that explains how this heuristic tackles the problems arising from the special structure of WCP. A thorough experimental evaluation identifies the best setup of the algorithm and compares it to existing methods from the literature such as Mixed-integer Linear Programming (MILP) and Simulated Annealing (SA). The heuristic runs in a range of half a millisecond to approximately one and a half minutes on instances with up to 500 turbines. It provides solutions of similar quality compared to both competitors with running times of one hour and one day. When comparing the solution quality after a running time of two seconds, our algorithm outperforms the MILP- and SA-approaches, which allows it to be applied in interactive wind farm planning.

Determining travel demand within a region of interest takes a considerable calibration effort, requiring transportation surveys, traffic counts, and empirical trip volumes. However, there is a need for demand calculation without substantial calibration, for example to generate large-scale benchmark data for evaluating transportation algorithms. In this work, we present several approaches for demand calculation that take as input only publicly available data, such as population and POI densities. Our algorithms build upon the recently proposed radiation model, which is inspired by job search models in economics. We show that a straightforward implementation of the radiation model does not scale to continental road networks, taking months even on a modern 16-core server. Therefore, we introduce more scalable implementations, substantially decreasing the running time by five orders of magnitude from months to seconds. An extensive experimental evaluation shows that the output of our algorithms is in accordance with demand data used in production systems. Compared to simple approaches previously used in algorithmic publications to generate benchmark data, our algorithms output demand data of better quality, take less time, and have similar implementation complexity.

We study the problem of computing public transit traffic assignments in a multi-modal setting: Given a public transit timetable, an additional unrestricted transfer mode (e.g., walking), and a set of origin-destination pairs, we aim to compute the utilization of all vehicles. While it has been shown that unrestricted walking can significantly improve journeys, computing such journeys efficiently remains algorithmically challenging. Since traffic assignments require the computation of millions of shortest paths, using a multi-modal network has previously not been feasible. In this work we combine the novel ULTRA [2] approach, which enables UnLimited TRAnsfers at the cost of a short preprocessing phase, with a state-of-the-art assignment algorithm, making multi-modal assignments practical. Careful algorithm engineering results in an efficient assignment algorithm, which even outperforms the algorithm it is based on, while enabling unlimited walking for the first time. Finally, we evaluate our algorithm on real worl data, where it computes over 15 million journeys in less than 17 seconds, showing its efficiency.

In this paper we consider the rectilinear crossing minimization problem, i.e., we seek a straight-line drawing Г of a graph G = (V, E) with a small number of edge crossings. Crossing minimization is an active field of research [1,9]. While there is a lot of work on heuristics for topological drawings, these techniques are typically not transferable to the rectilinear (i.e., straight-line) setting. We introduce and evaluate three heuristics for rectilinear crossing minimization. The approaches are based on the primitive operation of moving a single vertex to its crossing-minimal position in the current drawing Γ, for which we give an O ((kn + m)2 log (kn + m))-time algorithm, where k is the degree of the vertex and n and m are the numbers of vertices and edges of the graph, respectively. In an experimental evaluation, we demonstrate that our algorithms compute straight-line drawings with fewer crossings than energy-based algorithms implemented in the Open Graph Drawing Framework [10] on a varied set of benchmark instances. All experiments are evaluated with a statistical significance level of α = 0.05.

Graph randomisation is a crucial task in the analysis and synthesis of networks. It is typically implemented as an edge switching process (ESMC) repeatedly swapping the nodes of random edge pairs while maintaining the degrees involved. Curveball is a novel approach that instead considers the whole neighbourhoods of randomly drawn node pairs. Its Markov chain converges to a uniform distribution, and experiments suggest that it requires less steps than the established ESMC. Since trades however are more expensive, we study Curveball's practical runtime by introducing the first efficient Curveball algorithms: the I/O-efficient EM-CB for simple undirected graphs and its internal memory pendant IM-CB. Further, we investigate global trades processing every node in a graph during a single super step, and show that undirected global trades converge to a uniform distribution and perform superior in practice. We then discuss EM-GCB and EM-PGCB for global trades and give experimental evidence that EM-PGCB achieves the quality of the state-of-the-art ESMC algorithm EM-ES nearly one order of magnitude faster.

Given an urban road network and a set of origin-destination (OD) pairs, the traffic assignment problem asks for the traffic flow on each road segment. A common solution employs a feasible-direction method, where the direction-finding step requires many shortest-path computations. In this paper, we significantly accelerate the computation of flow patterns, enabling interactive transportation and urban planning applications. We achieve this by revisiting and carefully engineering known speedup techniques for shortest paths, and combining them with customizable contraction hierarchies. In particular, our accelerated elimination tree search is more than an order of magnitude faster for local queries than the original algorithm, and our centralized search speeds up batched point-to-point shortest paths by a factor of up to 6. These optimizations are independent of traffic assignment and can be generally used for (batched) point-to-point queries. In contrast to prior work, our evaluation uses real-world data for all parts of the problem. On a metropolitan area encompassing more than 2.7 million inhabitants, we reduce the flow-pattern computation for a typical two-hour morning peak from 76.5 to 10.5 seconds on one core, and 4.3 seconds on four cores. This represents a speedup of 18 over the state of the art, and three orders of magnitude over the Dijkstra-based baseline.

LFR is a popular benchmark graph generator used to evaluate community detection algorithms. We present EM-LFR, the first external memory algorithm able to generate massive complex networks following the LFR benchmark. Its most expensive component is the generation of random graphs with prescribed degree sequences which can be divided into two steps: the graphs are first materialized deterministically using the Havel-Hakimi algorithm, and then randomized. Our main contributions are EM-HH and EM-ES, two I/O-efficient external memory algorithms for these two steps. In an experimental evaluation we demonstrate their performance: our implementation is able to handle graphs with more than 37 billion edges on a single machine, is competitive with a massive parallel distributed algorithm, and is faster than a state-of-the-art internal memory implementation even on instances fitting in main memory. EM-LFR's implementation is capable of generating large graph instances orders of magnitude faster than the original implementation. We give evidence that both implementations yield graphs with matching properties by applying clustering algorithms to generated instances.

A novel landmark-based oracle (CFLAT) is presented, which provides earliest-arrival-time route plans in time-dependent road networks. To our knowledge, this is the first oracle that preprocesses combinatorial structures (collections of time-stamped min-travel-time-path trees) rather than travel-time functions. The preprocessed data structure is exploited by a new query algorithm (CFCA) which also computes (and pays for it) the actual connecting path that preserves the theoretical approximation guarantees. To make it practical and tackle the main burden of landmark-based oracles (the large preprocessing requirements), CFLAT is extensively engineered. A thorough experimental evaluation on two real-world benchmark instances shows that CFLAT achieves a significant improvement on preprocessing, approximation guarantees and query-times, in comparison to previous landmark-based oracles. It also achieves competitive query-time performance compared to state-of-art speedup heuristics for time-dependent road networks, whose query-times in most cases do not account for path construction.

We study the problem of answering profile queries in public transportation networks that allow unrestricted walking. That is, finding all Pareto-optimal journeys regarding travel time and number of transfers in a given time interval. We introduce a novel algorithm that, unlike most state-of-the-art algorithms, can compute profiles efficiently in a setting that allows arbitrary walking. Using our algorithm, we show in an extensive experimental study that allowing unrestricted walking, significantly reduces travel times, compared to settings where walking is restricted. Beyond that, we publish the transportation networks of Switzerland that we used in our study, in order to encourage further research on this topic.

We study the problem of computing constrained shortest paths for battery electric vehicles. Since battery capacities are limited, fastest routes are often infeasible. Instead, users are interested in fast routes where the energy consumption does not exceed the battery capacity. For that, drivers can deliberately reduce speed to save energy. Hence, route planning should provide both path and speed recommendations. To tackle the resulting NP-hard optimization problem, previous work trades correctness or accuracy of the underlying model for practical running times. In this work, we present a novel framework to compute optimal constrained shortest paths for electric vehicles that uses more realistic physical models, while taking speed adaptation into account. Careful algorithm engineering makes the approach practical even on large, realistic road networks: We compute optimal solutions in less than a second for typical battery capacities, matching performance of previous inexact methods. For even faster performance, the approach can easily be extended with heuristics that provide high quality solutions within milliseconds.

We describe a dynamic graph generator with overlapping communities that is capable of simulating community scale events while at the same time maintaining crucial graph properties. Such a benchmark generator is useful to measure and compare the responsiveness and efficiency of dynamic community detection algorithms. Since the generator allows the user to tune multiple parameters, it can also be used to test the robustness of a community detection algorithm across a spectrum of inputs. In an experimental evaluation, we demonstrate the generator's performance and show that graph properties are indeed maintained over time. Further, we show that standard community detection algorithms are able to find the generated community structure. To the best of our knowledge, this is the first time that all of the above have been combined into one benchmark generator, and this work constitutes an important building block for the development of efficient and reliable dynamic, overlapping community detection algorithms.

Mobility of people and goods in urban environments raises several quality and sustainability concerns. While ICTs have established the ground for developing intelligent transport services, their effective use for supporting cleaner urban mobility still represents a major research challenge. The eCOMPASS research project addressed this challenge through introducing new mobility concepts and establishing a methodological framework for route planning optimization, delivering a comprehensive set of innovative tools and services for end-users to enable eco-awareness in urban transport. eCOMPASS innovative tools are based on new algorithmic technology concerning tools and methods for vehicle routing (cars and vehicle fleets) and multimodal human mobility for city dwellers and tourists. eCOMPASS involved a generic architecture that considered all types and scenarios of human and goods mobility in urban environments minimizing their environmental impact. In this work, we report on the main scientific innovations and end-products of eCOMPASS for vehicle routing, including car route planning and vehicle fleets.

The environmental impact of the steadily increasing demand for mobility of people and goods, especially in urban environments, raises public concern and presents challenges that need to be addressed in the interest of long-term sustainability. Along this line, the inherently eco-friendly human mobility which involves the use of urban public transit networks must be encouraged and eased. This necessitates the development of context-aware services that hide the complexity of public transit networks while considering all available transportation modalities (e.g. bus, metro, tram, walking and cycling) in order to provide sophisticated route planning tailored to both residents and visitors of urban areas. The EU-funded eCOMPASS research project has addressed this challenge through establishing a methodological framework for route planning optimization. A core objective of the project has been to employ novel algorithm engineering approaches for delivering a comprehensive set of tools and services (accessible from web/mobile application interfaces) for mobile end users to enable eco-awareness in urban multi-modal transfers. eCOMPASS delivered web and mobile services providing multimodal public transportation route planning, considering contextual information as well as various restrictions and/or user constraints. Herein, we report the motivation, main scientific innovations and present the end-products of eCOMPASS with respect to multimodal human mobility.

In route planning for electric vehicles (EVs), consumption profiles are a functional representation of optimal energy consumption between two locations, subject to initial state of charge. Efficient computation of profiles is a relevant problem on its own, but also a fundamental ingredient to many route planning approaches for EVs. In this work, we show that the complexity of a profile is at most linear in the graph size. Based on this insight, we derive a polynomial-time algorithm for the problem of finding an energy-optimal path between two locations that allows stops at charging stations. Exploiting efficient profile search, our approach also allows partial recharging at charging stations to save energy. In a sense, our results close the gap between efficient techniques for energy-optimal routes (based on simpler models) and NP-hard time-constrained problems involving charging stops for EVs. We propose a practical implementation, which we carefully integrate with Contraction Hierarchies and A* search. Even though the practical variant formally drops correctness, a comprehensive experimental study on a realistic, large-scale road network reveals that it always finds the optimal solution in our tests and computes even long-distance routes with charging stops in less than 300 ms.

We study the problem of computing traffic assignments for public transit networks: Given a public transit network and a demand (i.e. a list of passengers, each with associated origin, destination, and departure time), the objective is to compute the utilization of every vehicle. Efficient assignment algorithms are a core component of many urban traffic planning tools. In this work, we present a novel algorithm for computing public transit assignments. Our approach is based upon a microscopic Monte Carlo simulation of individual passengers. In order to model realistic passenger behavior, we base all routing decisions on travel time, number of transfers, time spent walking or waiting, and delay robustness. We show how several passengers can be processed during a single scan of the network, based on the Connection Scan Algorithm [Dibbelt et al., LNCS Springer 2013], resulting in a highly efficient algorithm. We conclude with an experimental study, showing that our assignments are comparable in terms of quality to the state-of-the-art. Using the parallelized version of our algorithm, we are able to compute a traffic assignment for more than ten million passengers in well below a minute, which outperforms previous works by more than an order of magnitude.

We implement and experimentally evaluate landmark-based oracles for min-cost paths in two different types of road networks with time-dependent arc-cost functions, based on distinct real-world historic traffic data: the road network for the metropolitan area of Berlin, and the national road network of Germany. Our first contribution is a significant improvement on the implementation of the FLAT oracle, which was proposed and experimentally tested in previous works. Regarding the implementation, we exploit parallelism to reduce preprocessing time and real-time responsiveness to live-traffic reports. We also adopt a lossless compression scheme that severely reduces preprocessing space and time requirements. As for the experimentation, apart from employing the new data set of Germany, we also construct several refinements and hybrids of the most prominent landmark sets for the city of Berlin. A significant improvement to the speedup of FLAT is observed: For Berlin, the average query time can now be as small as 83μsec, achieving a speedup (against the time-dependent variant of Dijkstra's algorithm) of more than 1, 119 in absolute running times and more than 1, 570 in Dijkstra-ranks, with worst-case observed stretch less than 0.781%. For Germany, our experimental findings are analogous: The average query-response time can be 1.269msec, achieving a speedup of more than 902 in absolute running times, and 1, 531 in Dijkstra-ranks, with worst-case stretch less than 1.534%. Our second contribution is the implementation and experimental evaluation of a novel hierarchical oracle (HORN). It is based on a hierarchy of landmarks, with a few “global” landmarks at the top level possessing travel-time information for all possible destinations, and many more “local” landmarks at lower levels possessing travel-time information only for a small neighborhood of destinations around them. As it was previously proved, the advantage of HORN over FLAT is that it achieves query times sublinear, not just in the size of the network, but in the Dijkstra-rank of the query at hand, while requiring asymptotically similar preprocessing space and time. Our experimentation of HORN in Berlin indeed demonstrates improvements in query times (more than 30.37%), Dijkstra-ranks (more than 39.66%), and also worst-case error (more than 35.89%), at the expense of a small blow-up in space. Finally, we implement and experimentally test a dynamic scheme to provide responsiveness to live-traffic reports of incidents with a small timelife (e.g., a temporary blockage of a road segment due to an accident). Our experiments also indicate that the traffic-related information can be updated in seconds.

We study networks obeying time-dependent min-cost path metrics, and present novel oracles for them which provably achieve two unique features: (i) subquadratic preprocessing time and space, independent of the metric’s amount of disconcavity; (ii) sublinear query time, in either the network size or the actual Dijkstra-Rank of the query at hand.

Traditionally, the quality of orthogonal planar drawings is quantified by the total number of bends or the maximum number of bends per edge. However, this neglects that, in typical applications, edges have varying importance. We consider the problem O ptimal F lex D raw that is defined as follows. Given a planar graph G on n vertices with maximum degree 4 ( 4-planar graph ) and for each edge e a cost function cost e : N 0 → R defining costs depending on the number of bends e has, compute a planar orthogonal drawing of G of minimum cost. In this generality O ptimal F lex D raw is NP-hard. We show that it can be solved efficiently if (1) the cost function of each edge is convex and (2) the first bend on each edge does not cause any cost. Our algorithm takes time O ( n , ⋅, T flow ( n ) and O ( n 2 , ⋅, T flow ( n )) for biconnected and connected graphs, respectively, where T flow ( n ) denotes the time to compute a minimum-cost flow in a planar network with multiple sources and sinks. Our result is the first polynomial-time bend-optimization algorithm for general 4-planar graphs optimizing over all embeddings. Previous work considers restricted graph classes and unit costs.

Contraction hierarchies are a speed-up technique to improve the performance of shortest-path computations, which works very well in practice. Despite convincing practical results, there is still a lack of theoretical explanation for this behavior. In this paper, we develop a theoretical framework for studying search space sizes in contraction hierarchies. We prove the first bounds on the size of search spaces that depend solely on structural parameters of the input graph, that is, they are independent of the edge lengths. To achieve this, we establish a connection with the well-studied elimination game. Our bounds apply to graphs with treewidth k , and to any minor-closed class of graphs that admits small separators. For trees, we show that the maximum search space size can be minimized efficiently, and the average size can be approximated efficiently within a factor of 2. We show that, under a worst-case assumption on the edge lengths, our bounds are comparable to those in the recent paper “VC-Dimension and Shortest Path Algorithms” of Abraham et al. [1] , whose analysis depends also on the edge lengths. As a side result, we link their notion of highway dimension (a parameter that is conjectured to be small, but is unknown for all practical instances) with the notion of pathwidth. This is the first relation of highway dimension with a well-known graph parameter.

Urban road networks are represented as directed graphs, accompanied by a metric which assigns cost functions (rather than scalars) to the arcs, e.g. representing time-dependent arc-traversal-times. In this work, we present oracles for providing time-dependent min-cost route plans, and conduct their experimental evaluation on a real-world data set (city of Berlin). Our oracles are based on precomputing all landmark-to-vertex shortest travel-time functions, for properly selected landmark sets. The core of this preprocessing phase is based on a novel, quite efficient and simple one-to-all approximation method for creating approximations of shortest travel-time functions. We then propose three query algorithms, including a PTAS, to efficiently provide min-cost route plan responses to arbitrary queries. Apart from the purely algorithmic challenges, we deal also with several implementation details concerning the digestion of raw traffic data, and we provide heuristic improvements of both the preprocessing phase and the query algorithms. We conduct an extensive, comparative experimental study with all query algorithms and six landmark sets. Our results are quite encouraging, achieving remarkable speedups (at least by two orders of magnitude) and quite small approximation guarantees, over the time-dependent variant of Dijkstra's algorithm.

Sparsification reduces the size of networks while preserving structural and statistical properties of interest. Various sparsifying algorithms have been proposed in different contexts. We contribute the first systematic conceptual and experimental comparison of edge sparsification methods on a diverse set of network properties. It is shown that they can be understood as methods for rating edges by importance and then filtering globally by these scores. In addition, we propose a new sparsification method (Local Degree) which preserves edges leading to local hub nodes. All methods are evaluated on a set of 100 Facebook social networks with respect to network properties including diameter, connected components, community structure, and multiple node centrality measures. Experiments with our implementations of the sparsification methods (using the open-source network analysis tool suite NetworKit) show that many network properties can be preserved down to about 20% of the original set of edges. Furthermore, the experimental results allow us to differentiate the behavior of different methods and show which method is suitable with respect to which property. Our Local Degree method is fast enough for large-scale networks and performs well across a wider range of properties than previously proposed methods.

Pedestrian routing has its specific set of challenges, which are often neglected by state-of-the-art route planners. For instance, the lack of detailed sidewalk data and the inability to traverse plazas and parks in a natural way often leads to unappealing and suboptimal routes. In this work, we first propose to augment the network by generating sidewalks based on the street geometry and adding edges for routing over plazas and squares. Using this and further information, our query algorithm seamlessly handles node-to-node queries and queries whose origin or destination is an arbitrary location on a plaza or inside a park. Our experiments show that we are able to compute appealing pedestrian routes at negligible overhead over standard routing algorithms.

We study the problem of minimizing overall trip time for battery electric vehicles (EVs) in road networks. As battery capacity is limited, stops at charging stations may be inevitable. Careful route planning is crucial, since charging stations are scarce and recharging is time-consuming. We extend the Constrained Shortest Path (CSP) problem for EVs with realistic models of charging stops, including varying charging power and battery swapping stations. While the resulting problem is NP-hard, we propose a combination of algorithmic techniques to achieve good performance in practice. Extensive experimental evaluation shows that our approach (CHArge) enables computation of optimal solutions on realistic inputs, even of continental scale. Finally, we investigate heuristic variants of CHArge that derive high-quality routes in well below a second on sensible instances.

We study a scenario for route planning in road networks, where the objective to be optimized may change between every shortest path query. Since this invalidates many of the known speedup techniques for road networks that are based on preprocessing of shortest path structures, we investigate optimizations exploiting topological structures. We experimentally evaluate our technique on a large set of real-world road networks of various data sources. With lightweight preprocessing our technique answers long-distance queries across continental networks significantly faster than previous approaches towards the same problem formulation.

Clustering methods based on modularity are wellestablished and widely used for graph data. However, today's applications store additional attribute information for each node in the graph. This attribute information may even be contradicting with the graph structure, which raises a major challenge for the simultaneous mining of both information sources. For attributed graphs it is essential to be aware of such contradicting effects caused by irrelevant attributes and highly deviating attribute values of outlier nodes. In this work, we focus on the robustness of graph clustering w.r.t. irrelevant attributes and outliers. We propose a modularity-driven approach for parameter-free clustering of attributed graphs and several efficient algorithms for its computation. The efficiency is achieved by our incremental calculation of attribute information within these modularity-driven algorithms. In our experiments, we evaluate our modularity-driven algorithms w.r.t. the new challenges in attributed graphs and show that they outperform existing approaches on large attributed graphs.

We study the problem of efficiently computing journeys in timetable networks. Our algorithm optimally answers profile queries, computing all journeys given a time interval. Our study demonstrates that queries can be answered optimally on large country-scale timetable networks within several milliseconds and fast delay integration is possible. Previous work either had to drop optimality or only considered comparatively small timetable networks. Our technique is a combination of the Connection Scan Algorithm and multilevel overlay graphs.

We study the problem of computing routes for electric vehicles (EVs) in road networks. Since their battery capacity is limited, and consumed energy per distance increases with velocity, driving the fastest route is often not desirable and may even be infeasible. On the other hand, the energy-optimal route may be too conservative in that it contains unnecessary detours or simply takes too long. In this work, we propose to use multicriteria optimization to obtain Pareto sets of routes that trade energy consumption for speed. In particular, we exploit the fact that the same road segment can be driven at different speeds within reasonable intervals. As a result, we are able to provide routes with low energy consumption that still follow major roads, such as freeways. Unfortunately, the size of the resulting Pareto sets can be too large to be practical. We therefore also propose several nontrivial techniques that can be applied on-line at query time in order to speed up computation and filter insignificant solutions from the Pareto sets. Our extensive experimental study, which uses a real-world energy consumption model, reveals that we are able to compute diverse sets of alternative routes on continental networks that closely resemble the exact Pareto set in just under a second---several orders of magnitude faster than the exhaustive algorithm.

We study the problem of computing delay-robust routes in timetable networks. Instead of a single path we compute a decision graph containing all stops and trains/vehicles that might be relevant. Delays are formalized using a stochastic model. We show how to compute a decision graph that minimizes the expected arrival time while bounding the latest arrival time over all sub-paths. Finally we show how the information contained within a decision graph can compactly be represented to the user. We experimentally evaluate our algorithms and show that the running times allow for interactive usage on a realistic train network.

We consider the problem of online dynamic power management that provides hard real-time guarantees for multi-processor systems. In this problem, a set of jobs, each associated with an arrival time, a deadline, and an execution time, arrives to the system in an online fashion. The objective is to compute a non-migrative preemptive schedule of the jobs and a sequence of power on/off operations of the processors so as to minimize the total energy consumption while ensuring that all the deadlines of the jobs are met. We assume that we can use as many processors as necessary. In this paper we examine the complexity of this problem and provide online strategies that lead to practical energy-efficient solutions for real-time multi-processor systems. First, we consider the case for which we know in advance that the set of jobs can be scheduled feasibly on a single processor. We show that, even in this case, the competitive factor of any online algorithm is at least 2.06. On the other hand, we give a 4-competitive online algorithm that uses at most two processors. For jobs with unit execution times, the competitive factor of this algorithm improves to 3.59. Second, we relax our assumption by considering as input multiple streams of jobs, each of which can be scheduled feasibly on a single processor. We present a trade-off between the energy-efficiency of the schedule and the number of processors to be used. More specifically, for k given job streams and h processors with h>k, we give a scheduling strategy such that the energy usage is at most 4.k/(h-k) times that used by any schedule which schedules each of the k streams on a separate processor. Finally, we drop the assumptions on the input set of jobs. We show that the competitive factor of any online algorithm is at least 2.28, even for the case of unit job execution times for which we further derive an O(1)-competitive algorithm.

We study the problem of electric vehicle route planning, where an important aspect is computing paths that minimize energy consumption. Thereby, any method must cope with specific properties, such as recuperation, battery constraints (over- and under-charging), and frequently changing cost functions (e. g., due to weather conditions). This work presents a practical algorithm that quickly computes energy-optimal routes for networks of continental scale. Exploiting multi-level overlay graphs [25, 30], we extend the Customizable Route Planning approach [7] to our scenario in a sound manner. This includes the efficient computation of profile queries and the adaption of bidirectional search to battery constraints. Our experimental study uses detailed consumption data measured from a production vehicle (Peugeot iOn). It reveals for the network of Europe that a new cost function can be incorporated in about five seconds, after which we answer random queries within 0.3 ms on average. Additional evaluation on an artificial but realistic [21, 35] vehicle model with unlimited range demonstrates the excellent scalability of our algorithm: Even for long-range queries across Europe it achieves query times below 5 ms on average---fast enough for interactive applications. Altogether, our algorithm exhibits faster query times than previous approaches, while improving (metric-dependent) preprocessing time by three orders of magnitude.

In the multi-modal route planning problem we are given multiple transportation networks (e.g., pedestrian, road, public transit) and ask for a best integrated journey between two points. The main challenge is that a seemingly optimal journey may have changes between networks that do not reflect the user's modal preferences. In fact, quickly computing reasonable multimodal routes remains a challenging problem: Previous approaches either suffer from poor query performance or their available choices of modal preferences during query time is limited. In this work we focus on computing exact multi-modal journeys that can be restricted by specifying arbitrary modal sequences at query time. For example, a user can say whether he wants to only use public transit, or also prefers to use a taxi or walking at the beginning or end of the journey; or if he has no restrictions at all. By carefully adapting node contraction, a common ingredient to many speedup techniques on road networks, we are able to compute point-to-point queries on a continental network combined of cars, railroads and flights several orders of magnitude faster than Dijkstra's algorithm. Thereby, we require little space overhead and obtain fast preprocessing times.

Clustering a graph means identifying internally dense subgraphs which are only sparsely interconnected. Formalizations of this notion lead to measures that quantify the quality of a clustering and to algorithms that actually find clusterings. Since, most generally, corresponding optimization problems are hard, heuristic clustering algorithms are used in practice, or other approaches which are not based on an objective function. In this work we conduct a comprehensive experimental evaluation of the qualitative behavior of greedy bottom-up heuristics driven by cut-based objectives and constrained by intracluster density, using both real-world data and artificial instances. Our study documents that a greedy strategy based on local movement is superior to one based on merging. We further reveal that the former approach generally outperforms alternative setups and reference algorithms from the literature in terms of its own objective, while a modularity-based algorithm competes surprisingly well. Finally, we exhibit which combinations of cut-based inter- and intracluster measures are suitable for identifying a hidden reference clustering in synthetic random graphs. Our results serve as a guideline to the usage of bicriterial, cut-based measures for graph clusterings.

Collaboration networks arise when we map the connections between scientists which are formed through joint publications. These networks thus display the social structure of academia, and also allow conclusions about the structure of scientific knowledge. Using the computer science publication database DBLP, we compile relations between authors and publications as graphs and proceed with examining and quantifying collaborative relations with graph-based methods. We review standard properties of the network and rank authors and publications by centrality. Additionally, we detect communities with modularity-based clustering and compare the resulting clusters to a ground-truth based on conferences and thus topical similarity. In a second part, we are the first to combine DBLP network data with data from the Dagstuhl Seminars: We investigate whether seminars of this kind, as social and academic events designed to connect researchers, leave a visible track in the structure of the collaboration network. Our results suggest that such single events are not influential enough to change the network structure significantly. However, the network structure seems to influence a participant's decision to accept or decline an invitation.

Precomputation of auxiliary data in an additional off-line step is a common approach towards improving the performance of shortest-path queries in large-scale networks. One such technique is the arc-flags algorithm, where the preprocessing involves computing a partition of the input graph. The quality of this partition significantly affects the speed-up observed in the query phase. It is evaluated by considering the search-space size of subsequent shortest-path queries, in particular its maximum or its average over all queries. In this paper, we substantially strengthen existing hardness results of Bauer et al. and show that optimally filling this degree of freedom is NP-hard for trees with unit-length edges, even if we bound the height or the degree. On the other hand, we show that optimal partitions for paths can be computed efficiently and give approximation algorithms for cycles and trees.

Abstract In recent years, many speed up techniques for DIJKSTRA Algorithm have been developed. Unfortunately, research mainly focused on road networks although fast algorithms are also needed for other applications like timetable information systems. Even worse, the adaption of recently developed techniques to graphs deriving from timetable information problems is often more complicated than expected. In this work, we check whether results from road networks are transferable to timetable information systems. To this end, we present an extensive experimental study of the most prominent speed up techniques on inputs deriving from different applications. It turns out that recently developed techniques are much slower on graphs derived from timetable information problems than on road networks. In addition, we gain interesting insights into the behavior of speed up techniques in general. © 2010 Wiley Periodicals, Inc. NETWORKS, 2011

Modularity is a recently introduced quality measure for graph clusterings. It has immediately received considerable attention in several disciplines, particularly in the complex systems literature, although its properties are not well understood. We study the problem of finding clusterings with maximum modularity, thus providing theoretical foundations for past and present work based on this measure. More precisely, we prove the conjectured hardness of maximizing modularity both in the general case and with the restriction to cuts and give an Integer Linear Programming formulation. This is complemented by first insights into the behavior and performance of the commonly applied greedy agglomerative approach.

We present a fast algorithm for computing all shortest paths between source nodes s ∊ S and target nodes t ∊ T. This problem is important as an initial step for many operations research problems (e.g., the vehicle routing problem), which require the distances between S and T as input. Our approach is based on highway hierarchies, which are also used for the currently fastest speedup techniques for shortest path queries in road networks. We show how to use highway hierarchies so that for example, a 10 000 × 10 000 distance table in the European road network can be computed in about one minute. These results are based on a simple basic idea, several refinements, and careful engineering of the approach. We also explain how the approach can be parallelized and how the computation can be restricted to computing only the k closest connections.

An overlay graph of a given graph G = (V, E) on a subset S ⊆ V is a graph with vertex set S that preserves some property of G. In particular, we consider variations of the multi-level overlay graph used in [21] to speed up shortest-path computations. In this work, we follow up and present general vertex selection criteria and strategies of applying these criteria to determine a subset S inducing an overlay graph. The main contribution is a systematic experimental study where we investigate the impact of selection criteria and strategies on multi-level overlay graphs and the resulting speed-up achieved for shortest-path queries. Depending on selection strategy and graph type, a centrality index criterion, a criterion based on planar separators, and vertex degree turned out to be good selection criteria.

We introduce a network visualization technique that supports an analytical method applied in the social sciences. Policy network analysis is an approach to study policy making structures, processes, and outcomes, thereby concentrating on relations between policy actors. An important operational concept for the analysis of policy networks is the notion of centrality, i.e., the distinction of actors according to their importance in a relational structure. We integrate this measure in a layout model for networks by mapping structural to geometric centrality. Thus, centrality values and network data can be presented simultaneously and explored interactively.

The computer--aided solution to algorithmic problems is becoming more and more important in various application domains.This is in particular true for computational geometry.For example, geometric problems naturally arise in image processing, computer graphics, and all kinds of computer-aided design, just to mention a few.Even more, the general tendency towards the application of visual aids in virtually all fields of science, technology, and business raises many new, unexpected geometric challenges.A sound mathematical treatment of these problems and a systematic computational study on the resulting algorithms are desirable.However, in practice, there are often obstacles to such an attempt.In this paper, we will systematically discuss our experiences with a few obstacles that occurred in four of our projects and significantly influenced our reasoning on algorithms in each of them.

We consider the problem of finding a maximum collection of vertex-disjoint paths in undirected, planar graphs from a vertex s to a vertex t. This problem is usually solved using flow techniques, which lead to ${\cal O}(nk)$ and ${\cal O}(n\sqrt{n})$ running times, respectively, where n is the number of vertices and k the maximum number of vertex-disjoint $(s,t)$-paths. The best previously known algorithm is based on a divide-and-conquer approach and has running time ${\cal O}(n\log n)$. The approach presented here is completely different from these methods and yields a linear-time algorithm.

We present a library, CRoP, of combinatorial algorithms for routing problems that occur during the design process of integrated circuits. Most of them are really sophisticated theoretical algorithms, and most of them are implemented here the first time at all. The library comes with a graphical display, which is used for animating, demonstrating, and teaching combinatorial VLSI algorithms. We report good and bad experiences gained throughout the project. The main experience, which we substantiate by a brief case study, is that designing and analysing efficient algorithms is not the whole work, that implementation and integration is a research topic in its own right, and that this research may in turn have a strong influence on theory.

Presents a global approach to solve the three-layer wirability problem for knock-knee layouts. In general, the problem is NP-complete. Only for very restricted classes of layouts polynomial three-layer wiring algorithms are known up to now. The authors show that for a large class of layouts a three-layer wiring can be constructed by solving a path problem in a special class of graphs or a two-satisfiability problem, and thus may be wired in time linear in the size of the layout area. Moreover, it is shown that a minimum stretching of the layout into a layout belonging to this class can be found by solving a clique cover problem in an interval graph. This problem is solvable in time linear in the size of the layout area as well. Altogether, the method also yields a good heuristic for the three-layer wirability problem for knock-knee layouts.>

The channel routing problem in the knock-knee mode is considered. The algorithm presented always constructs a correct layout in a channel of bounded size, if there is one, and guarantees that it is wirable with only three conducting layers; that is, the layout is optimal with respect to the area and to the number of layers. The algorithm thus improves all previously known layout algorithms, which either use additional columns to produce a three-layer wirable layout or construct a layout for which the three-layer wirability is not proved. For the layer assignment only O(N) (N is the number of nets) vias are used. The algorithm can be implemented to run in O(N log N) time.>