The Dial-a-Ride Problem (DARP): Variants,modeling issues and algorithms

The Dial-a-Ride Problem (DARP) consists of designing vehicle routes and schedules for n users who specify pick-up and drop-off requests between origins and destinations. The aim is to plan a set of m minimum cost vehicle routes capable of accommodating as many users as possible, under a set of constraints. The most common example arises in door-to-door transportation for elderly or disabled people. The purpose of this article is to review the scientific literature on the DARP. The main features of the problem are described and classified and some modeling issues are discussed. A summary of the most important algorithms is provided.AMS classification: 90B06, 90C27, 90C59     

k-Interchange procedures for local search in a precedence-constrained routing problem

We develop k-interchange procedures to perform local search in a precedence-constrained routing problem. The problem in question is known in the Transportation literature as the single vehicle many-to-many Dial-A-Ride Problem, or DARP. The DARP is the problem of minimizing the length of the tour traveled by a vehicle to service N customers, each of whom wishes to go from a distinct origin to a distinct destination. The vehicle departs from a specified point and returns to that point upon service of all customers. Precedence constraints in the DARP exist because the origin of each customer must precede his/her destination on the route. As in the interchange procedure of Lin for the Traveling Salesman Problem (TSP), a k-interchange is a substitution of k of the links of an initial feasible DARP tour with k other links, and a DARP tour is k-optimal if it is impossible to obtain a shorter tour by replacing any k of its links by k other links. However, in contrast to the TSP where each individual interchange takes O(1) time, checking whether each individual DARP interchange satisfies the origin-destination precedence constraints normally requires O(N²) time. In this paper we develop a method which still finds the best k-interchange that can be produced from an initial feasible DARP tour in O(N^k) time, the same order of magnitude as in the Lin heuristic for the TSP. This method is then embedded in a breadth-first or a depth-first search procedure to produce a k-optimal DARP tour. The paper focuses on the k = 2 and k = 3 cases. Experience with the procedures is presented. in which k-optimal tours are produced by applying a 2-opt or 3-opt search to initial DARP tours produced either randomly or by a fast O(N²) heuristic. The breadth-first and depth-first search modes are compared. The heuristics are seen to produce very good or near-optimal DARP tours.     

A new bilevel formulation for the vehicle routing problem and a solution method using a genetic algorithm

The Vehicle Routing Problem (VRP) is one of the most well studied problems in operations research, both in real life problems and for scientific research purposes. During the last 50 years a number of different formulations have been proposed, together with an even greater number of algorithms for the solution of the problem. In this paper, the VRP is formulated as a problem of two decision levels. In the first level, the decision maker assigns customers to the vehicles checking the feasibility of the constructed routes (vehicle capacity constraints) and without taking into account the sequence by which the vehicles will visit the customers. In the second level, the decision maker finds the optimal routes of these assignments. The decision maker of the first level, once the cost of each routing has been calculated in the second level, estimates which assignment is the better one to choose. Based on this formulation, a bilevel genetic algorithm is proposed. In the first level of the proposed algorithm, a genetic algorithm is used for calculating the population of the most promising assignments of customers to vehicles. In the second level of the proposed algorithm, a Traveling Salesman Problem (TSP) is solved, independently for each member of the population and for each assignment to vehicles. The algorithm was tested on two sets of benchmark instances and gave very satisfactory results. In both sets of instances the average quality is less than 1%. More specifically in the set with the 14 classic instances proposed by Christofides, the quality is 0.479% and in the second set with the 20 large scale vehicle routing problems, the quality is 0.826%. The algorithm is ranked in the tenth place among the 36 most known and effective algorithms in the literature for the first set of instances and in the sixth place among the 16 algorithms for the second set of instances. The computational time of the algorithm is decreased significantly compared to other heuristic and metaheuristic algorithms due to the fact that the Expanding Neighborhood Search Strategy is used.     

An adaptive insertion algorithm for the single-vehicle dial-a-ride problem with narrow time windows

The dial-a-ride problem (DARP) is a widely studied theoretical challenge related to dispatching vehicles in demand-responsive transport services, in which customers contact a vehicle operator requesting to be carried from specified origins to specified destinations. An important subproblem arising in dynamic dial-a-ride services can be identified as the single-vehicle DARP, in which the goal is to determine the optimal route for a single vehicle with respect to a generalized objective function. The main result of this work is an adaptive insertion algorithm capable of producing optimal solutions for a time constrained version of this problem, which was first studied by Psaraftis in the early 1980s. The complexity of the algorithm is analyzed and evaluated by means of computational experiments, implying that a significant advantage of the proposed method can be identified as the possibility of controlling computational work smoothly, making the algorithm applicable to any problem size.     

Lasso solution strategies for the vehicle routing problem with pickups and deliveries

This paper considers the vehicle routing problem with pickups and deliveries (VRPPD) where the same customer may require both a delivery and a pickup. This is the case, for instance, of breweries that deliver beer or mineral water bottles to a set of customers and collect empty bottles from the same customers. It is possible to relax the customary practice of performing a pickup when delivering at a customer, and postpone the pickup until the vehicle has sufficient free capacity. In the case of breweries, these solutions will often consist of routes in which bottles are first delivered until the vehicle is partly unloaded, then both pickup and delivery are performed at the remaining customers, and finally empty bottles are picked up from the first visited customers. These customers are revisited in reverse order, thus giving rise to lasso shaped solutions. Another possibility is to relax the traditional problem even more and allow customers to be visited twice either in two different routes or at different times on the same route, giving rise to a general solution. This article develops a tabu search algorithm capable of producing lasso solutions. A general solution can be reached by first duplicating each customer and generating a Hamiltonian solution on the extended set of customers. Test results show that while general solutions outperform other solution shapes in term of cost, their computation can be time consuming. The best lasso solution generated within a given time limit is generally better than the best general solution produced with the same computing effort.     

地区超市有时间窗口的固定路线运输问题

文章为一家本地超市设计了一套行之有效的固定路线运输问题方案，它的目标是在载量能力、最大允许行程时间及各分店营业时间和机动车停车时间窗口限制下的行车趟数的最小化、车辆利用率的最大化。也将考虑生长点、载量、可变需求和时间窗口对路线生成的影响。     

Exact algorithms for routing problems under vehicle capacity constraints

The solution of a vehicle routing problem calls for the determination of a set of routes, each performed by a single vehicle which starts and ends at its own depot, such that all the requirements of the customers are fulfilled and the global transportation cost is minimized. The routes have to satisfy several operational constraints which depend on the nature of the transported goods, on the quality of the service level, and on the characteristics of the customers and of the vehicles. One of the most common operational constraint addressed in the scientific literature is that the vehicle fleet is capacitated and the total load transported by a vehicle cannot exceed its capacity.     

Lower and upper bounds for the m-peripatetic vehicle routing problem

The m-Peripatetic Vehicle Routing Problem (m-PVRP) consists in finding a set of routes of minimum total cost over m periods so that two customers are never sequenced consecutively during two different periods. It models for example money transports or cash machines supply, and the aim is to minimize the total cost of the routes chosen. The m-PVRP can be considered as a generalization of two well-known NP-hard problems: the Vehicle Routing Problem (VRP or 1-PVRP) and the m-Peripatetic Salesman Problem (m-PSP). In this paper we discuss some complexity results of the problem before presenting upper and lower bounding procedures. Good results are obtained not only on the m-PVRP in general, but also on the VRP and the m-PSP using classical VRP instances and TSPLIB instances.     

An exact algorithm for a single-vehicle routing problem with time windows and multiple routes

This paper describes an exact algorithm for solving a problem where the same vehicle performs several routes to serve a set of customers with time windows. The motivation comes from the home delivery of perishable goods, where vehicle routes are short and must be combined to form a working day. A method based on an elementary shortest path algorithm with resource constraints is proposed to solve this problem. The method is divided into two phases: in the first phase, all non-dominated feasible routes are generated; in the second phase, some routes are selected and sequenced to form the vehicle workday. Computational results are reported on Euclidean problems derived from benchmark instances of the classical vehicle routing problem with time windows.     

Approximation algorithm for minimizing total latency in machine scheduling with deliveries

We study the problem of minimizing total latency in machine scheduling with deliveries, which is defined as follows. There is a set of n jobs to be processed by a single machine at a plant, where job J_i is associated with its processing time and a customer i located at location i to which the job is to be delivered. In addition, there is a single uncapacitated delivery vehicle available. All jobs (vehicle) are available for processing (delivery) at time 0. Our aim is to determine the sequence in which the jobs should be processed in the plant, the departure times of the vehicle from the plant, and the routing of the vehicle, so as to minimize the total latency (job delivery time). We present a 6e16.309691-approximation algorithm for the problem.     

Statistical and Numerical Methods of Processing Examination Results by Computer

The need to examine the average, the standard deviation and the distribution of a set of raw examination marks is discussed.

A small computer program is described which reads a set of marks and names and calculates and prints the average mark, the standard deviation, a histogram and a list of names and marks in order of merit. Further marks lists are printed (a) with the average mark modified to a predetermined value, (b) with both the average mark and the standard deviation adjusted (Zscores) and (c) Tscores in which the order of merit is transformed into numerical scores assuming a normal distribution. The several forms of marks lists are produced automatically in one run, and should encourage users to examine their own methods, and choose the one most appropriate for their purpose.

The program is written in FORTRAN, requires a minimum of 10 K of core, and should be easily implemented on most computers.     

The special routes in plane graphs

Let plane undirected graph G = (V, E) be set of items of all manipulator possible trajectories. The problem is constructing of routes satisfying different restrictions. The restrictions can be classified as local and global. For local restrictions the next edge in a route is defined by the conditions set for current vertex or edge. Otherwise restriction is called global. Examples of local restrictions are straightforward paths; a route in which the next edge is defined by the given cycle order on the set of edges incident the current vertex; a route where some edges should be passed in predefined order. The example of global restriction is problem of constructing the cover with ordered enclosing. The paper presents some ways to formalize restrictions and also information about algorithms for constructing of Eulerian covering for plane graph by the sequence of allowed trails. (© 2008 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim)     

A cutting plane algorithm for the General Routing Problem

The General Routing Problem (GRP) is the problem of finding a minimum cost route for a single vehicle, subject to the condition that the vehicle visits certain vertices and edges of a network. It contains the Rural Postman Problem, Chinese Postman Problem and Graphical Travelling Salesman Problem as special cases. We describe a cutting plane algorithm for the GRP based on facet-inducing inequalities and show that it is capable of providing very strong lower bounds and, in most cases, optimal solutions. Received: November 1998 / Accepted: September 2000?Published online March 22, 2001     

User equilibria for a parallel queueing system with state dependent routing

Consider a system of two queues in parallel, one of which is a ⋅|M|1 single-server infinite capacity queue, and the other a ⋅|G ^(N)|∞ batch service queue. A stream of general arrivals choose which queue to join, after observing the current state of the system, and so as to minimize their own expected delay. We show that a unique user equilibrium (user optimal policy) exists and that it possesses various monotonicity properties, using sample path and coupling arguments. This is a very simplified model of a transportation network with a choice of private and public modes of transport. Under probabilistic routing (which is equivalent to the assumption that users have knowledge only of the mean delays on routes), the network may exhibit the Downs–Thomson paradox observed in transportation networks with expected delay increasing as the capacity of the ⋅|M|1 queue (private transport) is increased. We give examples where state-dependent routing mitigates the Downs–Thomson effect observed under probabilistic routing, and providing additional information on the state of the system to users reduces delay considerably.     

Outcomes of voting and planning in single facility location problems

For a given set of users located at the vertices of a network N, we consider the location of a single facility. Two different decision making procedures, voting among the users and minimizing total distance travelled by the users, are compared.Provided that a voting solution exists, it is shown that the two solutions sets coincide if N is a so-called cactus. For general networks, the outcomes of the two procedures are compared in terms of the cyclic structure of N and the number of users.     

A multi-criteria large neighbourhood search for the transportation of disabled people

This paper addresses the problem of optimizing the transportation of disabled persons from home to specialized centres or schools. It is modelled as a Dial-a-ride problem (DARP), where several people share the same destination. Particular emphasis is placed on the objective function in order to consider several potentially conflicting interests. We propose a multi-criteria model from Multi-attribute Utility Theory based on the Choquet integral. The resulting multi-criteria DARP is then solved with a large neighbourhood search algorithm. This method includes classical destroy and repair heuristics as well as new operators exploiting the shared destination feature and criterion-specific operators. The algorithm is evaluated on a set of 14 real-world instances in the field of health care logistics, with up to 200 requests and 51 destination points.     

Solving a vehicle routing problem by balancing the vehicles time utilization

Various vehicle routing problems (VRP) appear in the literature due to their important applications in the area of transportation and distribution.A VRP is characterized by the constraints that the involved factors must satisfy and by an optimality goal.In this paper, we develop a heuristic algorithm that

• (i)partitions suitably a distribution network into subnetworks. A single depot complies with every subnetwork, where a fleet of identical vehicles will start their itinerary. The nodes of the corresponding subnetwork are demand nodes that require a onetime visit by one only vehicle.
• (ii)Determine the routes of k vehicles, k=2,3,…, for every subnetwork so to minimize the visiting time of the corresponding demand nodes. Consequently the method computes the necessary vehicle number for each subnetwork so as to complete promptly the visiting requirement of all the demand nodes of the whole network. The main strategy of the algorithm for designing the vehicle routes consists of balancing the time utilization of the used vehicles. The paper is integrated by an application of the presented algorithm to the center of the city of Thessaloniki.

     

Generating and counting valid patterns in routes between two points

Given two points on a plane, any rectilinear route between them can be specified by directions and lengths of constituent line segments. A word (pattern) over the alphabetN, E, S, andW is defined to represent a sequence of directions. The length of each line segment is ignored. In this paper we characterize and count all valid words, that is, those words representing non-selfcrossing routes.Notation V _n The set of all valid words of lengthn. - P ⁿ The set of all words of lengthn.     

Neural network control of seat vibrations of a non-linear full vehicle model using PMSM

In this paper, the dynamic behaviour of a non-linear eight degrees of freedom vehicle model having active suspensions and passenger seat using Permanent Magnet Synchronous Motor (PMSM) controlled by a Neural Network (NN) controller is examined. A robust NN structure is established by using principle design data from the Matlab diagrams of system functions. In the NN structure, Fast Back-Propagation Algorithm (FBA) is employed. The user inputs a set of 16 variables while the output from the NN consists of f₁–f₁₆ non-linear functions. Further, the PMSM controller is also determined using the same NN structure. Various tests of the NN structure demonstrated that the model is able to give highly sensitive outputs for vibration condition, even using a more restricted input data set. The non-linearity occurs due to dry friction on the dampers. The vehicle body and the passenger seat using PMSM are fully controlled at the same time. The time responses of the non-linear vehicle model due to road disturbance and the frequency responses are obtained. Finally, uncontrolled and controlled cases are compared. It is seen that seat vibrations of a non-linear full vehicle model are controlled by a NN-based system with almost zero error between desired and achieved outputs.     

Local Search for Vehicle Routing and Scheduling Problems: Review and Conceptual Integration

Local search and local search-based metaheuristics are currently the only available methods for obtaining good solutions to large vehicle routing and scheduling problems. In this paper we provide a review of both classical and modern local search neighborhoods for this class of problems. The intention of this paper is not only to give an overview but to classify and analyze the structure of different neighborhoods. The analysis is based on a formal representation of VRSP solutions given by a unifying giant-tour model. We describe neighborhoods implicitly by a set of transformations called moves and show how moves can be decomposed further into partial moves. The search method has to compose these partial moves into a complete move in an efficient way. The goal is to find a local best neighbor and to reach a local optimum as quickly as possible. This can be achieved by search methods, which do not scan all neighbor solutions explicitly. Our analysis shows how the properties of the partial moves and the constraints of the VRSP influences the choice of an appropriate search technique.