Time and timing in vehicle routing problems

The distribution of goods to a set of geographically dispersed customers is a common problem faced by carrier companies, well-known as the Vehicle Routing Problem (VRP). The VRP consists of finding an optimal set of routes that minimizes total travel times for a given number of vehicles with a fixed capacity. Given the demand of each customer and a depot, the optimal set of routes should adhere to the following conditions: ?? Each customer is visited exactly once by exactly one vehicle. ?? All vehicle routes start and end at the depot. ?? Every route has a total demand not exceeding the vehicle capacity. The travel times between any two potential locations are given as input to the problem. Consequently, the total travel is computed by summing up the travel time over the chosen routes. In reality, carrier companies are faced with a number of other issues not conveyed in the VRP. The research in this thesis introduces a number of realistic variants of the VRP. These variants consider the VRP as a core component and incorporate additional features. By definition the VRP is NP-hard. Throughout the years a vast amount of research was aimed at developing both exact and heuristic solution procedures. Building on this established literature, solution procedures are developed to fit the variants proposed in this thesis. The standard VRP considers that the travel time between any pair of locations is constant throughout the day. However, congestion is present in most road networks. Considering traffic congestion results in time-dependent travel times, where the travel time between two location depends not only on the distance between them but also on the time of day one chooses to traverse this distance. Time-dependent travel times are considered in Chapters 2 and 3 of this thesis. Thus, in these Chapters we incorporate the time dimension into the VRP. The standard VRP does not take into account any customer service aspect. The customers are presumed to be available to receive their goods upon arrival of the vehicles. However, a number of carrier companies quote their expected arrival time to their customers. We introduce the concept of self-imposed time windows (SITW). SITW reflect the fact that the carrier company decides on when to visit the customer and communicates this to the customer. Once a time window is quoted to a customer the carrier company strives to provide service within this time window. SITW differ from time windows in the widely studied VRP with time windows (VRPTW), as the latter are exogenous constraints. In Chapters 4 and 5 SITW are endogenous decisions in stochastic environments. Thus, in addition to the sequencings decisions required by the VRP further timing decisions are needed. This thesis extends the VRP in two major dimensions: time-dependent travel times and self-imposed time windows. In reality carrier companies are faced with various uncertainties. The presented models incorporated some of these uncertainties by addressing three stochastic aspects: (I) In Chapter 3 stochastic service times are considered. (II) In Chapter 4, stochasticity in travel time is modeled to describes variability caused by random events such as car accidents or vehicle break down. (III) Finally, in Chapter 5 the objective was to construct a long term plan for providing consistent service to reoccurring customers. Stochasticity in this thesis is treated in an a priori manner. The plan, consisting of routes and timing decisions where necessary, is determined beforehand and is not modified according to the realization of the random events. Chapter 2 addresses environmental concerns by studying CO2 emissions in a timedependent vehicle routing problem environment. In addition to the decisions required for the assignment and scheduling of customers to vehicles, the vehicle speed limit is considered. The emissions per kilometer as a function of speed, is a function with a unique minimum speed v*. However, we show that limiting vehicle speed to this v* might be sub-optimal, in terms of total emissions. We adapted a Tabu search procedure for the proposed model. Furthermore, upper and lower bounds on the total amount of emissions that may be saved are presented. Quantifying the tradeoff between minimizing travel time as opposed to CO2 emissions is an important contribution. Another important contribution lies in incorporating fuel costs in the optimization. As fuel costs are correlated with CO2 emissions, Chapter 2 shows that even in today’s cost structure limiting vehicle speeds is beneficial. Chapter 3 defines the perturbed time-dependent VRP (P-TDVRP) model which is designed to handle unexpected delays at the various customer locations. A solution method that combines disruptions in a Tabu Search procedure is proposed. In Chapter 3 we identify situations capable of absorbing delays. i.e. where inserting a delay will lead to an increase in travel time that is less than the delay length itself. Based on this, assumptions with respect to the solution structure of P-TDVRP are formulated and validated. Furthermore, most experiments showed that the additional travel time required by the P-TDVRP, when compared to the travel time required by the TDVRP, was justified. In Chapter 4 the notion of self imposed time windows is defined and embedded in the VRP-SITW model. The objective of this problem is to minimize delay costs (caused by late arrivals at customers) as well as traveling time. The problem is optimized under various disruptions in travel times. The basic mechanism of dealing with these disruptions is allocating time buffers throughout the routes. Thus, additional timing decisions are taken. The time buffers attempt to reduce potential damage of disruptions. The solution approach combines a linear programming model with a local search heuristic. In Chapter 4, two main types of experiments were conducted: one compares the VRP with VRP-SITW while the other compares VRPTW with VRPSITW. The first set of experiments assessed the increase in operational costs caused by incorporating SITW in the VRP. The second set of experiments enabled evaluating the savings in operational costs by using flexible time windows, when compared to the VRPTW. Chapter 5 extends the customer service dimension by considering the consistent vehicle routing problem. Consistency is defined by having the same driver visiting the same customers at roughly the same time. As such, two main dimensions of consistency are identified in the literature, driver- and temporal consistency. In Chapter 5, driver consistency is imposed by having the same driver visit the same customers. Furthermore, we impose temporal consistency by SITW. A stochastic programming formulation is presented for the consistent VRP with stochastic customers. An exact solution method is proposed by adapting the 0-1 integer L- shaped algorithm to the problem. The method was able to solve the majority of test instances to optimality

Thirty years of heterogeneous vehicle routing

It has been around thirty years since the heterogeneous vehicle routing problem was introduced, and significant progress has since been made on this problem and its variants. The aim of this survey paper is to classify and review the literature on heterogeneous vehicle routing problems. The paper also presents a comparative analysis of the metaheuristic algorithms that have been proposed for these problems

Comparative effectiveness and safety of non-vitamin K antagonists for atrial fibrillation in clinical practice: GLORIA-AF Registry

Background and purpose: Prospectively collected data comparing the safety and effectiveness of individual non-vitamin K antagonists (NOACs) are lacking. Our objective was to directly compare the effectiveness and safety of NOACs in patients with newly diagnosed atrial fibrillation (AF). Methods: In GLORIA-AF, a large, prospective, global registry program, consecutive patients with newly diagnosed AF were followed for 3 years. The comparative analyses for (1) dabigatran vs rivaroxaban or apixaban and (2) rivaroxaban vs apixaban were performed on propensity score (PS)-matched patient sets. Proportional hazards regression was used to estimate hazard ratios (HRs) for outcomes of interest. Results: The GLORIA-AF Phase III registry enrolled 21,300 patients between January 2014 and December 2016. Of these, 3839 were prescribed dabigatran, 4015 rivaroxaban and 4505 apixaban, with median ages of 71.0, 71.0, and 73.0 years, respectively. In the PS-matched set, the adjusted HRs and 95% confidence intervals (CIs) for dabigatran vs rivaroxaban were, for stroke: 1.27 (0.79–2.03), major bleeding 0.59 (0.40–0.88), myocardial infarction 0.68 (0.40–1.16), and all-cause death 0.86 (0.67–1.10). For the comparison of dabigatran vs apixaban, in the PS-matched set, the adjusted HRs were, for stroke 1.16 (0.76–1.78), myocardial infarction 0.84 (0.48–1.46), major bleeding 0.98 (0.63–1.52) and all-cause death 1.01 (0.79–1.29). For the comparison of rivaroxaban vs apixaban, in the PS-matched set, the adjusted HRs were, for stroke 0.78 (0.52–1.19), myocardial infarction 0.96 (0.63–1.45), major bleeding 1.54 (1.14–2.08), and all-cause death 0.97 (0.80–1.19). Conclusions: Patients treated with dabigatran had a 41% lower risk of major bleeding compared with rivaroxaban, but similar risks of stroke, MI, and death. Relative to apixaban, patients treated with dabigatran had similar risks of stroke, major bleeding, MI, and death. Rivaroxaban relative to apixaban had increased risk for major bleeding, but similar risks for stroke, MI, and death. Registration: URL: https://www.clinicaltrials.gov. Unique identifiers: NCT01468701, NCT01671007. Date of registration: September 2013

Anticoagulant selection in relation to the SAMe-TT2R2 score in patients with atrial fibrillation. the GLORIA-AF registry

Aim: The SAMe-TT2R2 score helps identify patients with atrial fibrillation (AF) likely to have poor anticoagulation control during anticoagulation with vitamin K antagonists (VKA) and those with scores >2 might be better managed with a target-specific oral anticoagulant (NOAC). We hypothesized that in clinical practice, VKAs may be prescribed less frequently to patients with AF and SAMe-TT2R2 scores >2 than to patients with lower scores. Methods and results: We analyzed the Phase III dataset of the Global Registry on Long-Term Oral Antithrombotic Treatment in Patients with Atrial Fibrillation (GLORIA-AF), a large, global, prospective global registry of patients with newly diagnosed AF and ≥1 stroke risk factor. We compared baseline clinical characteristics and antithrombotic prescriptions to determine the probability of the VKA prescription among anticoagulated patients with the baseline SAMe-TT2R2 score >2 and ≤ 2. Among 17,465 anticoagulated patients with AF, 4,828 (27.6%) patients were prescribed VKA and 12,637 (72.4%) patients an NOAC: 11,884 (68.0%) patients had SAMe-TT2R2 scores 0-2 and 5,581 (32.0%) patients had scores >2. The proportion of patients prescribed VKA was 28.0% among patients with SAMe-TT2R2 scores >2 and 27.5% in those with scores ≤2. Conclusions: The lack of a clear association between the SAMe-TT2R2 score and anticoagulant selection may be attributed to the relative efficacy and safety profiles between NOACs and VKAs as well as to the absence of trial evidence that an SAMe-TT2R2-guided strategy for the selection of the type of anticoagulation in NVAF patients has an impact on clinical outcomes of efficacy and safety. The latter hypothesis is currently being tested in a randomized controlled trial. Clinical trial registration: URL: https://www.clinicaltrials.gov//Unique identifier: NCT01937377, NCT01468701, and NCT01671007

A Benders decomposition algorithm for demand-driven metro scheduling

Metro timetables are usually planned with a top-down approach. After dividing the day into different periods, the trains are scheduled between the terminals of the line with a fixed frequency per period. In this paper we adopt an alternative paradigm where trains are scheduled individually. The schedule is developed so as to best match the passenger demand, and trains may short-turn at intermediate stations, thus reversing their direction before reaching the line terminal. This type of approach is particularly suited for automated metro lines, since it has a limited impact on personnel management. Considering the objective of minimizing the passenger waiting times on a two-directional metro corridor, we make two operating assumptions when designing the train schedule. Specifically, we assume the presence of a root station, which cannot be skipped by short-turning, and we assume that idling is only allowed immediately after a short-turn, and for a maximum amount of time. We present a path-based formulation for the problem and develop an efficient exact algorithm for it using a Benders-based branch-and-cut algorithm. We evaluate the proposed formulation and algorithm on a number of test instances. Through our computational experiments, we demonstrate the effectiveness of the developed formulation and algorithm

A hybrid evolutionary algorithm for heterogeneous fleet vehicle routing problems with time windows

This paper presents a hybrid evolutionary algorithm (HEA) to solve heterogeneous fleet vehicle routing problems with time windows. There are two main types of such problems, namely the Fleet Size and Mix Vehicle Routing Problem with Time Windows (F) and the Heterogeneous Fixed Fleet Vehicle Routing Problem with Time Windows (H), where the latter, in contrast to the former, assumes a limited availability of vehicles. The main objective is to minimize the fixed vehicle cost and the distribution cost, where the latter can be defined with respect to en-route time (T) or distance (D). The proposed unified algorithm is able to solve the four variants of heterogeneous fleet routing problem, called FT, FD, HT and HD, where the last variant is new. The HEA successfully combines several metaheuristics and offers a number of new advanced efficient procedures tailored to handle the heterogeneous fleet dimension. Extensive computational experiments on benchmark instances have shown that the HEA is highly effective on FT, FD and HT. In particular, out of the 360 instances we obtained 75 new best solutions and matched 102 within reasonable computational times. New benchmark results on HD are also presented

The balanced p-median problem with unitary demand

We consider a bi-objective variant of the -median problem where facilities must be located to serve a set of customers with unitary demand. The considered objectives are: minimizing the average traveled distance between customers and facilities, and balancing the number of allocated customers per facility. We denote the latter by customer allocation inequity and measure it as the mean absolute deviation of the number of customers assigned to each median. We formulate this new problem as a bi-objective mixed-integer linear program ,and use a weighted sum method to generate a representative set of Pareto optimal solutions. Considering the single-objective subproblem solved by the weighted sum method, we develop a primal–dual algorithm that handles large-scale instances by combining a Lagrangian relaxation heuristic within a variable neighborhood search metaheuristic. This algorithm relies on the solution of a tailored minimum cost flow problem for the case where the locations of the facilities are known. We evaluate the proposed formulation and algorithm on test instances from the literature. After demonstrating the effectiveness of the developed algorithm, we test it on a series of large instances derived from an industrial application of districting for last-mile delivery. We analyze the trade-off between the assignment cost and customer allocation inequity, and evaluate the quality of the solutions by comparing them with those attained through alternative inequity measures

Demand-Driven Timetabling for a Metro Corridor Using a Short-Turning Acceleration Strategy

The efficient management of metro lines is a major concern for public transport operators. Traditionally, metro lines are operated through regular timetables, that is, timetables where trains have a constant headway between all stations. In this paper, we propose a demand-driven metro timetabling strategy and elaborate exact solution methods for the case of a two-directional metro corridor. In doing so, we avoid imposing any predetermined structure to the timetable, and instead control the trains individually to best match passenger demand. We consider that trains may short turn, that is, trains that are not required to serve the line from terminal to terminal, but instead may reverse direction before reaching the terminal. We present a mixed integer linear programming formulation for the demand-driven timetabling problem of a two-directional metro corridor with short turning. Furthermore, we develop an efficient exact algorithm using cut generation for an alternative formulation with an exponential number of constraints, and derive two classes of valid inequalities. We evaluate the proposed formulation and algorithm considering seven possible cut generation strategies on a number of test instances from artificially generated lines and on two test beds derived from real-world lines. Through the computational experiments, we demonstrate the effectiveness of the developed algorithm and the added value of the proposed strategy in terms of passengers' waiting time

Multi-period Vehicle Routing Problem with Due Dates

In this paper we study the Multi-period Vehicle Routing Problem with Due dates (MVRPD), where customers have to be served between a release and a due date. Customers with due dates exceeding the planning period may be postponed at a cost. A fleet of capacitated vehicles is available to perform the distribution in each day of the planning period. The objective of the problem is to find vehicle routes for each day such that the overall cost of the distribution, including transportation costs, inventory costs and penalty costs for postponed service, is minimized. We present alternative formulations for the MVRPD and enhance the formulations with valid inequalities. The formulations are solved with a branch-and-cut algorithm and computationally compared. Furthermore, we present a computational analysis aimed at highlighting managerial insights. We study the potential benefit that can be achieved by incorporating flexibility in the due dates and the number of vehicles. Finally, we highlight the effect of reducing vehicle capacity