Facing intensified interport competition in the global container shipping market, an increasing number of ports choose to offer berthing priority for carriers to increase their attractiveness. This study is the first to theoretically analyze the efficiency impacts of such prioritization. Specifically, this study models the steady-state dynamics for each terminal in a biterminal port as a prioritized queuing system. We explore the equilibrated shipping flow distribution and resulting total system cost (i.e., bunker consumption cost and waiting time cost) with and without priority provision, along with their major analytical properties. Then, we examine the “second-order” effects of these priority schemes on just-in-time (JIT) arrivals, an increasingly popular green port management tool. Specifically, we investigate how the equilibrium state associated with JIT arrivals could change with priority berthing. These analyses generate some interesting results, including (1) the total system cost increases or remains unchanged when a priority scheme is implemented under a symmetric port with equal service capacities for both terminals; (2) under the asymmetric biterminal case, however, it is also possible that berth prioritization could reduce the total system cost, and such phenomenon occurs only if the terminal which offers prioritization owns larger service capacity; (3) the results indicate that the “price of prioritization” could reach [Formula: see text] in port operation when the berth loading is heavy, implying that priority provision may significantly harm the operational efficiency; and (4) lastly, priority provision has a negative second-order effect on JIT strategies in a symmetric port, and such negative effect may neutralize the positive ones. Those theoretical results are validated by numerical experiments, and some of them are also supported by empirical data. The results provide important practical implications for the decision making of the port (or terminal) agencies.Funding: This work was supported by the National Natural Science Foundation of China [Grants 72371143 and 72188101].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0411 .
{"title":"On the Efficiency Impacts of Berthing Priority Provision","authors":"Xi Lin, Xinyue Pu, Xiwen Bai","doi":"10.1287/trsc.2022.0411","DOIUrl":"https://doi.org/10.1287/trsc.2022.0411","url":null,"abstract":"Facing intensified interport competition in the global container shipping market, an increasing number of ports choose to offer berthing priority for carriers to increase their attractiveness. This study is the first to theoretically analyze the efficiency impacts of such prioritization. Specifically, this study models the steady-state dynamics for each terminal in a biterminal port as a prioritized queuing system. We explore the equilibrated shipping flow distribution and resulting total system cost (i.e., bunker consumption cost and waiting time cost) with and without priority provision, along with their major analytical properties. Then, we examine the “second-order” effects of these priority schemes on just-in-time (JIT) arrivals, an increasingly popular green port management tool. Specifically, we investigate how the equilibrium state associated with JIT arrivals could change with priority berthing. These analyses generate some interesting results, including (1) the total system cost increases or remains unchanged when a priority scheme is implemented under a symmetric port with equal service capacities for both terminals; (2) under the asymmetric biterminal case, however, it is also possible that berth prioritization could reduce the total system cost, and such phenomenon occurs only if the terminal which offers prioritization owns larger service capacity; (3) the results indicate that the “price of prioritization” could reach [Formula: see text] in port operation when the berth loading is heavy, implying that priority provision may significantly harm the operational efficiency; and (4) lastly, priority provision has a negative second-order effect on JIT strategies in a symmetric port, and such negative effect may neutralize the positive ones. Those theoretical results are validated by numerical experiments, and some of them are also supported by empirical data. The results provide important practical implications for the decision making of the port (or terminal) agencies.Funding: This work was supported by the National Natural Science Foundation of China [Grants 72371143 and 72188101].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0411 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"18 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140019239","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In this paper, we present a novel data-driven optimization approach for trajectory-based air traffic flow management (ATFM). A key aspect of the proposed approach is the inclusion of airspace users’ trajectory preferences, which are computed from traffic data by combining clustering and classification techniques. Machine learning is also used to extract consistent trajectory options, whereas optimization is applied to resolve demand-capacity imbalances by means of a mathematical programming model that judiciously assigns a feasible four-dimensional trajectory and a possible ground delay to each flight. The methodology has been tested on instances extracted from the Eurocontrol data repository. With more than 32,000 flights considered, we solve the largest instances of the ATFM problem available in the literature in short computational times that are reasonable from the practical point of view. As a by-product, we highlight the trade-off between preferences and delays as well as the potential benefits. Indeed, computing efficient solutions to the problem facilitates a consensus between the network manager and airspace users. In view of the level of accuracy of the solutions and the excellent computational performance, we are optimistic that the proposed approach can make a significant contribution to the development of the next generation of air traffic flow management tools.
{"title":"Data-Driven Optimization for Air Traffic Flow Management with Trajectory Preferences","authors":"Luigi De Giovanni, Carlo Lancia, Guglielmo Lulli","doi":"10.1287/trsc.2022.0309","DOIUrl":"https://doi.org/10.1287/trsc.2022.0309","url":null,"abstract":"In this paper, we present a novel data-driven optimization approach for trajectory-based air traffic flow management (ATFM). A key aspect of the proposed approach is the inclusion of airspace users’ trajectory preferences, which are computed from traffic data by combining clustering and classification techniques. Machine learning is also used to extract consistent trajectory options, whereas optimization is applied to resolve demand-capacity imbalances by means of a mathematical programming model that judiciously assigns a feasible four-dimensional trajectory and a possible ground delay to each flight. The methodology has been tested on instances extracted from the Eurocontrol data repository. With more than 32,000 flights considered, we solve the largest instances of the ATFM problem available in the literature in short computational times that are reasonable from the practical point of view. As a by-product, we highlight the trade-off between preferences and delays as well as the potential benefits. Indeed, computing efficient solutions to the problem facilitates a consensus between the network manager and airspace users. In view of the level of accuracy of the solutions and the excellent computational performance, we are optimistic that the proposed approach can make a significant contribution to the development of the next generation of air traffic flow management tools.","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"83 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140025104","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Marlin W. Ulmer, Justin C. Goodson, Barrett W. Thomas
Because customers must usually arrange their schedules to be present for home services, they desire an accurate estimate of when the service will take place. However, even when firms quote large service time windows, they are often missed, leading to customer dissatisfaction. Wide time windows and frequent failures occur because time windows must be communicated to customers in the face of several uncertainties: future customer requests are unknown, final service plans are not yet determined, and when fulfillment is outsourced to a third party, the firm has limited control over routing procedures and eventual fulfillment times. Even when routing is performed in-house, time windows often do not receive explicit consideration. In this paper, we show how companies can communicate reliable and narrow time windows to customers in the face of arrival time uncertainty when time window decisions are decoupled from routing procedures. Under assumptions on the shape of arrival time distributions, our main result characterizes the optimal policy, identifying structure that reduces a high-dimensional stochastic nonlinear optimization problem to a root-finding problem in one dimension. The result inspires a practice-ready heuristic for the more general case. Relative to the industry standard of communicating uniform time windows to all customers, and to other policies applied in practice, our method of quoting customer-specific time windows yields a substantial increase in customer convenience without sacrificing reliability of service. Our results show that time windows should be tailored to individual customers, time window sizes should be proportional to the service level, larger time windows should be assigned to earlier requests and smaller time windows to later requests, larger time windows should be assigned to customers further from the depot of operation and smaller time windows to closer customers, high quality time windows can be identified even with limited data, and cost savings afforded by routing efficiency should be measured against potential losses to customer convenience.Funding: M. W. Ulmer’s work is funded by the Deutsche Forschungsgemeinschaft (DFG, German Research Foundation) Emmy Noether Programme, [project 444657906].Supplemental Material: The e-companion is available at https://doi.org/10.1287/trsc.2023.0004 .
{"title":"Optimal Service Time Windows","authors":"Marlin W. Ulmer, Justin C. Goodson, Barrett W. Thomas","doi":"10.1287/trsc.2023.0004","DOIUrl":"https://doi.org/10.1287/trsc.2023.0004","url":null,"abstract":"Because customers must usually arrange their schedules to be present for home services, they desire an accurate estimate of when the service will take place. However, even when firms quote large service time windows, they are often missed, leading to customer dissatisfaction. Wide time windows and frequent failures occur because time windows must be communicated to customers in the face of several uncertainties: future customer requests are unknown, final service plans are not yet determined, and when fulfillment is outsourced to a third party, the firm has limited control over routing procedures and eventual fulfillment times. Even when routing is performed in-house, time windows often do not receive explicit consideration. In this paper, we show how companies can communicate reliable and narrow time windows to customers in the face of arrival time uncertainty when time window decisions are decoupled from routing procedures. Under assumptions on the shape of arrival time distributions, our main result characterizes the optimal policy, identifying structure that reduces a high-dimensional stochastic nonlinear optimization problem to a root-finding problem in one dimension. The result inspires a practice-ready heuristic for the more general case. Relative to the industry standard of communicating uniform time windows to all customers, and to other policies applied in practice, our method of quoting customer-specific time windows yields a substantial increase in customer convenience without sacrificing reliability of service. Our results show that time windows should be tailored to individual customers, time window sizes should be proportional to the service level, larger time windows should be assigned to earlier requests and smaller time windows to later requests, larger time windows should be assigned to customers further from the depot of operation and smaller time windows to closer customers, high quality time windows can be identified even with limited data, and cost savings afforded by routing efficiency should be measured against potential losses to customer convenience.Funding: M. W. Ulmer’s work is funded by the Deutsche Forschungsgemeinschaft (DFG, German Research Foundation) Emmy Noether Programme, [project 444657906].Supplemental Material: The e-companion is available at https://doi.org/10.1287/trsc.2023.0004 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"35 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140025119","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Léo Baty, Kai Jungel, Patrick S. Klein, Axel Parmentier, Maximilian Schiffer
With the rise of e-commerce and increasing customer requirements, logistics service providers face a new complexity in their daily planning, mainly due to efficiently handling same-day deliveries. Existing multistage stochastic optimization approaches that allow solving the underlying dynamic vehicle routing problem either are computationally too expensive for an application in online settings or—in the case of reinforcement learning—struggle to perform well on high-dimensional combinatorial problems. To mitigate these drawbacks, we propose a novel machine learning pipeline that incorporates a combinatorial optimization layer. We apply this general pipeline to a dynamic vehicle routing problem with dispatching waves, which was recently promoted in the EURO Meets NeurIPS Vehicle Routing Competition at NeurIPS 2022. Our methodology ranked first in this competition, outperforming all other approaches in solving the proposed dynamic vehicle routing problem. With this work, we provide a comprehensive numerical study that further highlights the efficacy and benefits of the proposed pipeline beyond the results achieved in the competition, for example, by showcasing the robustness of the encoded policy against unseen instances and scenarios.History: This paper has been accepted for the Transportation Science special issue on DIMACS Implementation Challenge: Vehicle Routing Problems.Funding: This work was supported by Deutsche Forschungsgemeinschaft [Grant 449261765].
{"title":"Combinatorial Optimization-Enriched Machine Learning to Solve the Dynamic Vehicle Routing Problem with Time Windows","authors":"Léo Baty, Kai Jungel, Patrick S. Klein, Axel Parmentier, Maximilian Schiffer","doi":"10.1287/trsc.2023.0107","DOIUrl":"https://doi.org/10.1287/trsc.2023.0107","url":null,"abstract":"With the rise of e-commerce and increasing customer requirements, logistics service providers face a new complexity in their daily planning, mainly due to efficiently handling same-day deliveries. Existing multistage stochastic optimization approaches that allow solving the underlying dynamic vehicle routing problem either are computationally too expensive for an application in online settings or—in the case of reinforcement learning—struggle to perform well on high-dimensional combinatorial problems. To mitigate these drawbacks, we propose a novel machine learning pipeline that incorporates a combinatorial optimization layer. We apply this general pipeline to a dynamic vehicle routing problem with dispatching waves, which was recently promoted in the EURO Meets NeurIPS Vehicle Routing Competition at NeurIPS 2022. Our methodology ranked first in this competition, outperforming all other approaches in solving the proposed dynamic vehicle routing problem. With this work, we provide a comprehensive numerical study that further highlights the efficacy and benefits of the proposed pipeline beyond the results achieved in the competition, for example, by showcasing the robustness of the encoded policy against unseen instances and scenarios.History: This paper has been accepted for the Transportation Science special issue on DIMACS Implementation Challenge: Vehicle Routing Problems.Funding: This work was supported by Deutsche Forschungsgemeinschaft [Grant 449261765].","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"62 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139752408","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Rob Shone, Kevin Glazebrook, Konstantinos G. Zografos
We consider a stochastic, dynamic runway scheduling problem involving aircraft landings on a single runway. Sequencing decisions are made with knowledge of the estimated arrival times (ETAs) of all aircraft due to arrive at the airport, and these ETAs vary according to continuous-time stochastic processes. Time separations between consecutive runway landings are modeled via sequence-dependent Erlang distributions and are affected by weather conditions, which also evolve continuously over time. The resulting multistage optimization problem is intractable using exact methods, and we propose a novel simheuristic approach based on the application of methods analogous to variable neighborhood search in a high-dimensional stochastic environment. Our model is calibrated using flight tracking data for over 98,000 arrivals at Heathrow Airport. Results from numerical experiments indicate that our proposed simheuristic algorithm outperforms an alternative based on deterministic forecasts under a wide range of parameter values, with the largest benefits seen when the underlying stochastic processes become more volatile and also when the on-time requirements of individual flights are given greater weight in the objective function.Funding: This work was supported by the Engineering and Physical Sciences Research Council [Grant EP/M020258/1].Supplemental Material: The online appendix and data files are available at https://doi.org/10.1287/trsc.2022.0400 .
我们考虑的是一个随机动态跑道调度问题，涉及飞机在一条跑道上的降落。排序决策是在了解所有即将到达机场的飞机的预计到达时间（ETA）的基础上做出的，这些 ETA 根据连续时间随机过程变化。连续跑道着陆之间的时间间隔通过依赖于序列的厄朗分布建模，并受到天气条件的影响，而天气条件也会随时间不断变化。由此产生的多阶段优化问题使用精确方法难以解决，因此我们提出了一种新颖的模拟方法，其基础是在高维随机环境中应用类似于变量邻域搜索的方法。我们使用希思罗机场 98,000 多架次到达航班的航班跟踪数据对模型进行了校准。数值实验结果表明，我们提出的模拟算法在各种参数值下都优于基于确定性预测的替代算法，当基本随机过程变得更加不稳定，以及目标函数中单个航班的准点要求权重更大时，模拟算法的优势最大：本研究得到了工程与物理科学研究委员会[Grant EP/M020258/1]的支持：在线附录和数据文件见 https://doi.org/10.1287/trsc.2022.0400 。
{"title":"A New Simheuristic Approach for Stochastic Runway Scheduling","authors":"Rob Shone, Kevin Glazebrook, Konstantinos G. Zografos","doi":"10.1287/trsc.2022.0400","DOIUrl":"https://doi.org/10.1287/trsc.2022.0400","url":null,"abstract":"We consider a stochastic, dynamic runway scheduling problem involving aircraft landings on a single runway. Sequencing decisions are made with knowledge of the estimated arrival times (ETAs) of all aircraft due to arrive at the airport, and these ETAs vary according to continuous-time stochastic processes. Time separations between consecutive runway landings are modeled via sequence-dependent Erlang distributions and are affected by weather conditions, which also evolve continuously over time. The resulting multistage optimization problem is intractable using exact methods, and we propose a novel simheuristic approach based on the application of methods analogous to variable neighborhood search in a high-dimensional stochastic environment. Our model is calibrated using flight tracking data for over 98,000 arrivals at Heathrow Airport. Results from numerical experiments indicate that our proposed simheuristic algorithm outperforms an alternative based on deterministic forecasts under a wide range of parameter values, with the largest benefits seen when the underlying stochastic processes become more volatile and also when the on-time requirements of individual flights are given greater weight in the objective function.Funding: This work was supported by the Engineering and Physical Sciences Research Council [Grant EP/M020258/1].Supplemental Material: The online appendix and data files are available at https://doi.org/10.1287/trsc.2022.0400 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"17 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139752302","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Gregor Godbersen, Rainer Kolisch, Maximilian Schiffer
We study the robust charging station location problem for a large-scale commercial taxi fleet. Vehicles within the fleet coordinate on charging operations but not on customer acquisition. We decide on a set of charging stations to open to ensure operational feasibility. To make this decision, we propose a novel solution method situated between the location routing problems with intraroute facilities and flow refueling location problems. Additionally, we introduce a problem variant that makes a station sizing decision. Using our exact approach, charging stations for a robust operation of citywide taxi fleets can be planned. We develop a deterministic core problem employing a cutting plane method for the strategic problem and a branch-and-price decomposition for the operational problem. We embed this problem into a robust solution framework based on adversarial sampling, which allows for planner-selectable risk tolerance. We solve instances derived from real-world data of the metropolitan area of Munich containing 1,000 vehicles and 60 potential charging station locations. Our investigation of the sensitivity of technological developments shows that increasing battery capacities shows a more favorable impact on vehicle feasibility of up to 10 percentage points compared with increasing charging speeds. Allowing for depot charging dominates both of these options. Finally, we show that allowing just 1% of operational infeasibility risk lowers infrastructure costs by 20%.Funding: This work was partially funded by the Deutsche Forschungsgemeinschaft [Project 277991500].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0207 .
{"title":"Robust Charging Network Planning for Metropolitan Taxi Fleets","authors":"Gregor Godbersen, Rainer Kolisch, Maximilian Schiffer","doi":"10.1287/trsc.2022.0207","DOIUrl":"https://doi.org/10.1287/trsc.2022.0207","url":null,"abstract":"We study the robust charging station location problem for a large-scale commercial taxi fleet. Vehicles within the fleet coordinate on charging operations but not on customer acquisition. We decide on a set of charging stations to open to ensure operational feasibility. To make this decision, we propose a novel solution method situated between the location routing problems with intraroute facilities and flow refueling location problems. Additionally, we introduce a problem variant that makes a station sizing decision. Using our exact approach, charging stations for a robust operation of citywide taxi fleets can be planned. We develop a deterministic core problem employing a cutting plane method for the strategic problem and a branch-and-price decomposition for the operational problem. We embed this problem into a robust solution framework based on adversarial sampling, which allows for planner-selectable risk tolerance. We solve instances derived from real-world data of the metropolitan area of Munich containing 1,000 vehicles and 60 potential charging station locations. Our investigation of the sensitivity of technological developments shows that increasing battery capacities shows a more favorable impact on vehicle feasibility of up to 10 percentage points compared with increasing charging speeds. Allowing for depot charging dominates both of these options. Finally, we show that allowing just 1% of operational infeasibility risk lowers infrastructure costs by 20%.Funding: This work was partially funded by the Deutsche Forschungsgemeinschaft [Project 277991500].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0207 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"63 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139752347","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Daniel Yamín, Andrés L. Medaglia, Arun Prakash Akkinepally
The problem of finding the most reliable routing strategy on urban transportation networks refers to determining the time-adaptive routing policy that maximizes the probability of on-time arrival at a destination given an arrival time threshold. The problem is defined on a stochastic and time-dependent network that captures real-world transportation systems’ inherent uncertainty and dynamism. To solve this problem, we present a dynamic programming–based algorithm that benefits from a node-time pairs queue implementation. In addition to improving the computational running time in most cases, this implementation supports different queue disciplines, leading to different algorithmic approaches: label-correcting and label-setting methods. We prove the correctness of the algorithm and derive its worst case time complexity. We present computational experiments over real-world, large-scale transportation networks with up to [Formula: see text] nodes, showing that the algorithm is a viable alternative to existing state-of-the-art methods. It can be four times faster for relatively tight arrival time thresholds and is competitive for looser ones. We also present experiments assessing the different queue disciplines used within the algorithm, the gains of the node–time pairs queue implementation, and comparing optimal strategies obtained from reliability and travel time objectives.
{"title":"Reliable Routing Strategies on Urban Transportation Networks","authors":"Daniel Yamín, Andrés L. Medaglia, Arun Prakash Akkinepally","doi":"10.1287/trsc.2023.0013","DOIUrl":"https://doi.org/10.1287/trsc.2023.0013","url":null,"abstract":"The problem of finding the most reliable routing strategy on urban transportation networks refers to determining the time-adaptive routing policy that maximizes the probability of on-time arrival at a destination given an arrival time threshold. The problem is defined on a stochastic and time-dependent network that captures real-world transportation systems’ inherent uncertainty and dynamism. To solve this problem, we present a dynamic programming–based algorithm that benefits from a node-time pairs queue implementation. In addition to improving the computational running time in most cases, this implementation supports different queue disciplines, leading to different algorithmic approaches: label-correcting and label-setting methods. We prove the correctness of the algorithm and derive its worst case time complexity. We present computational experiments over real-world, large-scale transportation networks with up to [Formula: see text] nodes, showing that the algorithm is a viable alternative to existing state-of-the-art methods. It can be four times faster for relatively tight arrival time thresholds and is competitive for looser ones. We also present experiments assessing the different queue disciplines used within the algorithm, the gains of the node–time pairs queue implementation, and comparing optimal strategies obtained from reliability and travel time objectives.","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"3 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-02-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139752349","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
We investigate the combined planning problem involving the routing of technicians and the stocking of spare parts for servicing geographically distributed repair tasks. The problem incorporates many operational uncertainties, such as future repair requests and the required spare parts to replace malfunctioned components. We model the problem as a sequential decision problem where decisions are made at the end of each day about the next day’s technician route and spare part inventory in the van. We show that exact methods are intractable because of the inherent high-dimensional state, decision, and transition spaces involved. To overcome these challenges, we present two novel algorithmic techniques. First, we suggest a hybrid value function approximation method that combines a genetic search with a graph neural network capable of reasoning, learning, and decision making in high-dimensional, discrete decision spaces. Second, we introduce a unique state-encoding method that employs multiattribute graphs and spatial markers, eliminating the need for manually designed basis functions and allowing efficient learning. We illustrate the general adaptive learning capacity by solving a variety of instance settings without instance-specific hyperparameter tuning. An extensive numerical study demonstrates that our hybrid learning technique outperforms other benchmark policies and adapts well to changes in the environment. We also generate a wide range of insights that not only shed light on the algorithmic components but also offer guidance on how to execute on-site repair tasks more efficiently. The techniques showcased are versatile and hold potential for application in other dynamic and stochastic problems, particularly in the realm of transportation planning.Funding: This work was supported by Deutsche Forschungsgemeinschaft (DFG). The Research Training Group 2201 [Grant 277991500], “Advanced Optimization in a Networked Economy,” funded by the DFG, has provided partial support for this work.Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0434 .
{"title":"Hybrid Value Function Approximation for Solving the Technician Routing Problem with Stochastic Repair Requests","authors":"Dai T. Pham, Gudrun P. Kiesmüller","doi":"10.1287/trsc.2022.0434","DOIUrl":"https://doi.org/10.1287/trsc.2022.0434","url":null,"abstract":"We investigate the combined planning problem involving the routing of technicians and the stocking of spare parts for servicing geographically distributed repair tasks. The problem incorporates many operational uncertainties, such as future repair requests and the required spare parts to replace malfunctioned components. We model the problem as a sequential decision problem where decisions are made at the end of each day about the next day’s technician route and spare part inventory in the van. We show that exact methods are intractable because of the inherent high-dimensional state, decision, and transition spaces involved. To overcome these challenges, we present two novel algorithmic techniques. First, we suggest a hybrid value function approximation method that combines a genetic search with a graph neural network capable of reasoning, learning, and decision making in high-dimensional, discrete decision spaces. Second, we introduce a unique state-encoding method that employs multiattribute graphs and spatial markers, eliminating the need for manually designed basis functions and allowing efficient learning. We illustrate the general adaptive learning capacity by solving a variety of instance settings without instance-specific hyperparameter tuning. An extensive numerical study demonstrates that our hybrid learning technique outperforms other benchmark policies and adapts well to changes in the environment. We also generate a wide range of insights that not only shed light on the algorithmic components but also offer guidance on how to execute on-site repair tasks more efficiently. The techniques showcased are versatile and hold potential for application in other dynamic and stochastic problems, particularly in the realm of transportation planning.Funding: This work was supported by Deutsche Forschungsgemeinschaft (DFG). The Research Training Group 2201 [Grant 277991500], “Advanced Optimization in a Networked Economy,” funded by the DFG, has provided partial support for this work.Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2022.0434 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"10 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139582397","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Albina Galiullina, Nevin Mutlu, Joris Kinable, Tom Van Woensel
To increase the efficiency of last-mile delivery, online retailers can adopt pickup points in their operations. The retailer may then incentivize customers to steer them from home to pickup point delivery to reduce costs. However, it is usually uncertain whether the customer accepts this incentive to switch to pickup delivery. This setup gives rise to a new last-mile delivery problem with integrated incentive and routing decisions under uncertainty. We model this problem as a two-stage stochastic program with decision-dependent uncertainty. In the first stage, a retailer decides which customers to incentivize. However, customers’ reaction to the incentive is stochastic: they may accept the offer and switch to pickup point delivery, or they may decline the offer and stick with home delivery. In the second stage, after customers’ final delivery choices are revealed, a vehicle route is planned to serve customers via the delivery option of their choice. We develop an exact branch-and-bound algorithm and propose several heuristics to improve the algorithm’s scalability. Our algorithm solves instances with up to 50 customers, realizing on average 4%–8% lower last-mile delivery costs compared with the commonly applied approaches in the industry that do not use incentives or offer incentives to all customers. We also develop a benchmark policy that gives very fast solutions with a 2% average optimality gap for small instances and up to 2% average cost increase compared with the heuristic solutions.Funding: This project received funding from the European Union’s Horizon 2020 research and innovation program under the Marie Skłodowska-Curie grant agreement [Grant 765395].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2023.0287 .
{"title":"Demand Steering in a Last-Mile Delivery Problem with Home and Pickup Point Delivery Options","authors":"Albina Galiullina, Nevin Mutlu, Joris Kinable, Tom Van Woensel","doi":"10.1287/trsc.2023.0287","DOIUrl":"https://doi.org/10.1287/trsc.2023.0287","url":null,"abstract":"To increase the efficiency of last-mile delivery, online retailers can adopt pickup points in their operations. The retailer may then incentivize customers to steer them from home to pickup point delivery to reduce costs. However, it is usually uncertain whether the customer accepts this incentive to switch to pickup delivery. This setup gives rise to a new last-mile delivery problem with integrated incentive and routing decisions under uncertainty. We model this problem as a two-stage stochastic program with decision-dependent uncertainty. In the first stage, a retailer decides which customers to incentivize. However, customers’ reaction to the incentive is stochastic: they may accept the offer and switch to pickup point delivery, or they may decline the offer and stick with home delivery. In the second stage, after customers’ final delivery choices are revealed, a vehicle route is planned to serve customers via the delivery option of their choice. We develop an exact branch-and-bound algorithm and propose several heuristics to improve the algorithm’s scalability. Our algorithm solves instances with up to 50 customers, realizing on average 4%–8% lower last-mile delivery costs compared with the commonly applied approaches in the industry that do not use incentives or offer incentives to all customers. We also develop a benchmark policy that gives very fast solutions with a 2% average optimality gap for small instances and up to 2% average cost increase compared with the heuristic solutions.Funding: This project received funding from the European Union’s Horizon 2020 research and innovation program under the Marie Skłodowska-Curie grant agreement [Grant 765395].Supplemental Material: The online appendix is available at https://doi.org/10.1287/trsc.2023.0287 .","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"12 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-01-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139516911","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Umur Hasturk, Albert H. Schrotenboer, Evrim Ursavas, Kees Jan Roodbergen
Hydrogen can be produced from water, using electricity. The hydrogen can subsequently be kept in inventory in large quantities, unlike the electricity itself. This enables solar and wind energy generation to occur asynchronously from its usage. For this reason, hydrogen is expected to be a key ingredient for reaching a climate-neutral economy. However, the logistics for hydrogen are complex. Inventory policies must be determined for multiple locations in the network, and transportation of hydrogen from the production location to customers must be scheduled. At the same time, production patterns of hydrogen are intermittent, which affects the possibilities to realize the planned transportation and inventory levels. To provide policies for efficient transportation and storage of hydrogen, this paper proposes a parameterized cost function approximation approach to the stochastic cyclic inventory routing problem. Firstly, our approach includes a parameterized mixed integer programming (MIP) model which yields fixed and repetitive schedules for vehicle transportation of hydrogen. Secondly, buying and selling decisions in case of underproduction or overproduction are optimized further via a Markov decision process (MDP) model, taking into account the uncertainties in production and demand quantities. To jointly optimize the parameterized MIP and the MDP model, our approach includes an algorithm that searches the parameter space by iteratively solving the MIP and MDP models. We conduct computational experiments to validate our model in various problem settings and show that it provides near-optimal solutions. Moreover, we test our approach on an expert-reviewed case study at two hydrogen production locations in the Netherlands. We offer insights for the stakeholders in the region and analyze the impact of various problem elements in these case studies.Funding: This project received funding from the Fuel Cells and Hydrogen 2 Joint Undertaking (now Clean Hydrogen Partnership) under [Grant Agreement 875090]. The Joint Undertaking receives support from the European Union’s Horizon 2020 research and innovation programme, Hydrogen Europe and Hydrogen Europe Research. A. H. Schrotenboer received support from the Dutch Science Foundation (Nederlandse Organisatie voor Wetenschappelijk Onderzoek; NWO) through [Grant VI.Veni.211E.043].
{"title":"Stochastic Cyclic Inventory Routing with Supply Uncertainty: A Case in Green-Hydrogen Logistics","authors":"Umur Hasturk, Albert H. Schrotenboer, Evrim Ursavas, Kees Jan Roodbergen","doi":"10.1287/trsc.2022.0435","DOIUrl":"https://doi.org/10.1287/trsc.2022.0435","url":null,"abstract":"Hydrogen can be produced from water, using electricity. The hydrogen can subsequently be kept in inventory in large quantities, unlike the electricity itself. This enables solar and wind energy generation to occur asynchronously from its usage. For this reason, hydrogen is expected to be a key ingredient for reaching a climate-neutral economy. However, the logistics for hydrogen are complex. Inventory policies must be determined for multiple locations in the network, and transportation of hydrogen from the production location to customers must be scheduled. At the same time, production patterns of hydrogen are intermittent, which affects the possibilities to realize the planned transportation and inventory levels. To provide policies for efficient transportation and storage of hydrogen, this paper proposes a parameterized cost function approximation approach to the stochastic cyclic inventory routing problem. Firstly, our approach includes a parameterized mixed integer programming (MIP) model which yields fixed and repetitive schedules for vehicle transportation of hydrogen. Secondly, buying and selling decisions in case of underproduction or overproduction are optimized further via a Markov decision process (MDP) model, taking into account the uncertainties in production and demand quantities. To jointly optimize the parameterized MIP and the MDP model, our approach includes an algorithm that searches the parameter space by iteratively solving the MIP and MDP models. We conduct computational experiments to validate our model in various problem settings and show that it provides near-optimal solutions. Moreover, we test our approach on an expert-reviewed case study at two hydrogen production locations in the Netherlands. We offer insights for the stakeholders in the region and analyze the impact of various problem elements in these case studies.Funding: This project received funding from the Fuel Cells and Hydrogen 2 Joint Undertaking (now Clean Hydrogen Partnership) under [Grant Agreement 875090]. The Joint Undertaking receives support from the European Union’s Horizon 2020 research and innovation programme, Hydrogen Europe and Hydrogen Europe Research. A. H. Schrotenboer received support from the Dutch Science Foundation (Nederlandse Organisatie voor Wetenschappelijk Onderzoek; NWO) through [Grant VI.Veni.211E.043].","PeriodicalId":51202,"journal":{"name":"Transportation Science","volume":"181 1","pages":""},"PeriodicalIF":4.6,"publicationDate":"2024-01-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139373464","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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