Vehicle Routing Problem: Models and Solutions: January 2008
Vehicle Routing Problem: Models and Solutions: January 2008
Vehicle Routing Problem: Models and Solutions: January 2008
net/publication/313005083
CITATIONS READS
25 10,383
3 authors, including:
Some of the authors of this publication are also working on these related projects:
Jawi Subword Handwritten Recognition using Shared Representation Learning View project
All content following this page was uploaded by C.-Y. Liong on 27 November 2018.
ABSTRACT
The Vehicle Routing Problem (VRP) is a well known problem in operational research where
customers of known demands are supplied by one or several depots. The objective is to find a
set of delivery routes satisfying some requirements or constraints and giving minimal total
cost. The VRP has drawn enormous interests from many researchers during the last decades
because of its vital role in planning of distribution systems and logistics in many sectors such
as garbage collection, mail delivery, snow ploughing and task sequencing. The VRP is divided
into many types. The important problems are VRP with Time Windows, VRP with Pick-Up
and Delivery and Capacitated VRP. Recently many exact methods have been used to solve the
VRP such as exact algorithms based on linear programming techniques and guided local
search. Besides that, heuristic techniques have received wide interests in researchers’ effort to
solve large scale VRPs. Among the recently applied heuristic techniques are genetic
algorithm, evolution strategies and neural networks.
Keywords: Vehicle routing problem; VRP with time windows; VRP with pick-up and
delivery; capacitated VRP; exact algorithms; heuristic methods
ABSTRAK
Masalah perjalanan kenderaan (MPK) merupakan suatu masalah yang terkenal dalam
penyelidikan operasi yang para pelanggan dengan permintaan tertentu disalurkan
keperluannya dari satu atau beberapa depot. Objektifnya adalah untuk mencari suatu set
perjalanan yang memenuhi keperluan atau kekangan tertentu dengan jumlah kos yang
minimum. MPK telah menarik perhatian ramai penyelidik dalam beberapa dekad yang lalu
kerana peranan pentingannya dalam perancangan sistem pengedaran dan logistic dalam
banyak sector seperti pengutipan sampah-sarap, penyerahan mel, penenggalaan salji dan
penjadualan kerja. MPK terbahagi kepada banyak jenis. Antara yang penting adalah MPK
dengan Tetingkap Masa, MPK dengan Pengambilan dan Penghantaran, dan MPK dengan
Kapasiti. Kebelakangan ini banyak kaedah tepat telah diguna untuk menyelesaikan MPK
seperti kaedah berasaskan teknik pengaturcaraan linear dan carian setempat berpandu. Di
samping itu kaedah heuristik pula telah menambat minat ramai penyelidik untuk
menyelesaikan masalah MPK berskala besar. Antara kaedah heuristik yang digunakan
kebelakangan ini adalah al-Khwarizmi genetik, strategi evolusi dan rangkaian neural.
Kata kunci: Masalah perjalanan kenderaan; MPK dengan tetingkap masa; MPK dengan
pengambilan dan penghantaran; MPK dengan kapasiti; kaedah tepat; kaedah
heuristik
1. Introduction
The Vehicle Routing Problem (VRP) can be defined as a problem of finding the optimal
routes of delivery or collection from one or several depots to a number of cities or customers,
while satisfying some constraints. Collection of household waste, gasoline delivery trucks,
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
goods distribution, snowplough and mail delivery are the most used applications of the VRP.
The VRP plays a vital role in distribution and logistics. Huge research efforts have been
devoted to studying the VRP since 1959 where Dantzig and Ramser have described the
problem as a generalised problem of Travelling Salesman Problem (TPS). Thousands of
papers have been written on several VRP variants such as Vehicle Routing Problem with
Time Windows (VRPTW), Vehicle Routing Problem with Pick-Up and Delivery (VRPPD)
and Capacitated Vehicle Routing Problem (CVRP).
The VRP is an important combinatorial optimisation problem. Toth and Vigo have
reported in 2002 (Maffioli 2003) that the use of computerised methods in distribution
processes often results in savings ranging from 5% to 20% in transportation costs. Barker
(2002) describe several case studies where the application of VRP algorithms has led to
substantial cost savings.
In this paper the definition of VRP is presented. The organisation of the paper is as
follows: section 2 presents the Classical VRP, section 3 gives the definition of the CVRP, and
section 4 is devoted to the presentation of the VRPTW, while section 5 is for the VRPPD
presentation. Section 6 presents the models of the VRP and its variants. Algorithms used to
solve the VRP and its variants are presented in section 7, and finally the last section gives the
concluding remarks.
2. Classical VRP
In classical VRP, the customers are known in advance. Moreover, the driving time between
the customers and the service times at each customer are used to be known (Madsen et al.
1995). The classical VRP can be defined as follow (Laporte 1992):
Let G = (V, A) be a graph where V = {1 . . . n} is a set of vertices representing cities with the
depot located at vertex 1, and A is the set of arcs. With every arc (i, j) i ≠ j is associated a non-
negative distance matrix C = (cij). In some contexts, cij can be interpreted as a travel cost or as
a travel time. When C is symmetrical, it is often convenient to replace A by a set E of
undirected edges. In addition, assume there are m available vehicles based at the depot, where
mL < m < mU. When mL = mU, m is said to be fixed. When mL = 1 and mU = n - 1, m is said to
be free. When m is not fixed, it often makes sense to associate a fixed cost f on the use of a
vehicle. The VRP consists of designing a set of least-cost vehicle routes in such a way that:
(i) each city in V\{1} is visited exactly once by exactly one vehicle;
(ii) all vehicle routes start and end at the depot;
(iii) some side constraints are satisfied.
The VRP has been reported as NP-Hard which pushed researchers to use heuristics, see
Chiang and Russell (1996), Braysy et al. (2004), Nagy and Salhi (2007) and Choi and Tcha
(2007). However, exact algorithms were also applied for VRP. There have been many
contributions to the subject, including various extensions to the basic problem described
above. Laporte (1992) gives a survey, and an extensive bibliography has been compiled by
Laporte and Osman (1995).
Taillard (1993) and Rochat and Taillard (1995) have applied Tabu Search (TS) to many
VRP variants, where the best known results to benchmark VRPs were obtained. Various
authors have reported similar results, obtained using TS, or Simulated Annealing (SA) (Baker
& Ayechew 2003). However, it has been reported by Renaud et al. (1996) that such heuristics
require considerable computing times and several parameter settings.
Baker & Ayechew (2003) have reported a several applications of Genetic Algorithms
(GAs) to VRPs since GAs have seen extensive use, most recently, amongst modern
metaheuristics. Applications of GAs have also been reported for a variant of VRP (Potvin et
206
Vehicle routing problem: Models and solutions
al. 1996b), for a multi-depot routing problem (Salhi et al. 1998), and a school bus routing
problem (Thangiah & Nygard 1992).
Potvin et al. (1996b) have used a hybrid approach to VRP using Neural Networks (NNs)
and GAs. Baker & Ayechew (2003) reported that the GAs do not appear to have made a great
impact so far on the basic VRP. They add that, a hybrid heuristic which incorporates
neighbourhood search into a basic GA has given, for benchmark problems, some of the well-
known results obtained using TS and SA.
Ant Colony (AC) optimisation is another recent approach to difficult combinatorial
problems with a number of successful applications reported, including the VRP. With a 2-
optimal heuristic incorporated to improve individual routes produced by artificial ants, this
approach also has given results which are only slightly inferior to those from TS (Bullnheimer
et al. 1999).
207
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
those given by previous methods. However, this procedure is time consuming as the LP-
relaxation of the master problem is usually highly degenerate and degeneracy implies
alternative optimal dual solutions. Consequently, the generation of new columns and their
associated variables may not change the value of the objective function of the master
problem, the master problem may become large, and the overall method may become slow
computationally. Moreover, in some CVRP instances, the increase in the lower bound with
respect to the one achieved by the pure branch-and-cut method is very small and is not worth
the computing time required by the additional SP approach. The exact algorithm presented by
Fukasawa et al. (2006) decides at the root node, according to the best balance between
running time and bound quality, either to use the branch-and-cut method of Lysgaard et al.
(2004) or the new proposed branch-and-cut-and-price strategy. The computational results
reported by Fukasawa et al. (2006) have shown that this algorithm is very consistent on
solving instances from the literature with up to 135 customers.
208
Vehicle routing problem: Models and solutions
decide about the acceptance or rejection of a particular request, the ‘‘real’’ routes are
executed.
Current VRPTW heuristics can be categorised as follows: (i) construction heuristics,
(ii) improvement heuristics and (iii) metaheuristics. Construction heuristics are sequential or
parallel algorithms aiming at designing initial solutions to routing problems that can be
improved upon by improvement heuristics or metaheuristics. Sequential algorithms build a
route for each vehicle, one after another, using decision functions for the selection of the
customer to be inserted in the route and the insertion position within the route. Parallel
algorithms build the routes for all vehicles in parallel, using a pre-computed estimate of the
number of routes. Different variants of construction heuristics for the VRPTW can be found
in Solomon (1987), Potvin and Rousseau (1993), Bramel and Simchi-Levi (1996), and
Dullaert and Braysy (2003).
Minimise ∑d
i≠ j
ij xij (1)
Subject to :
∑ j
xij = 1 , ∀i ∈ V , (2)
∑x
i
ij = 1 , ∀j ∈ V , (3)
∑x
i
ij ≥ |S| − v(S) , {S : S ⊆ V\{1}, |S| ≥ 2}, (4)
In this formulation, (1), (2), (3) and (5) define a modified assignment problem (i.e.
assignments on the main diagonal are prohibited). Constraints (4) are sub-tour elimination
constraints: v(S) is an appropriate lower bound on the number of vehicles required to visit all
vertices of S in the optimal solution.
209
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
Minimise ∑ ∑d
e∈K ( i , j )∈A
ij xijr (6)
subject to:
∑x +
r
ij = yir , i ∈ N, j ∈ K, (7)
j∈ N
∑y
r∈K
r
i = 1 , i ∈ N, (8)
∑x r
ih − ∑x r
hj = 0 , h ∈ N, r ∈ K, (9)
i∈N + j∈N +
∑x +
r
0i = 1 , r ∈ K, (10)
i∈N
∑x +
r
i ( n +1) = 1 , r ∈ K, (11)
i∈N
∑q y
i∈N
i
r
i ≤ Q , r ∈ K, (12)
t ir ≤ t 0r + t max , i ∈ N, r ∈ K, (18)
xijr binary, (i,j) ∈ A+, r ∈ K, (19)
yir binary, i ∈ N,, r ∈ K, (20)
where
xijr is 1 if arc (i, j) ∈ A+ is in route r, 0 otherwise; note that x0r,n+1 is 1 if route r is empty;
yir is 1 if customer i is in route r, 0 otherwise;
t ir is the time of beginning of service at customer i in route r;
t 0r is the start time of route r;
t rn +1 is the end time of route r.
210
Vehicle routing problem: Models and solutions
In this formulation, Equation (8) states that every customer should be visited exactly once.
Equations (9), (10) and (11) are flow conservation constraints that describe the vehicle path.
Equation (12) states that the total demand on a route should not exceed the vehicle capacity.
Equations (13) to (16) ensure feasibility of the time schedule while Equation (17) defines the
vehicle setup time as the sum of service times of all customers in a route, multiplied by
parameter β . Finally, Equation (18) corresponds to the deadline constraint for serving a
customer.
Minimise ∑ ∑C
v∈V n∈N
n X vn (21)
Subject to
∑ X = 1 for n = 1, . . . , N,
v∈V
vn (22)
∑ u X ≤ t for v = 1, . . . , V,
n∈N
n vn v (23)
The constraint (22) ensures that each cluster is assigned to exactly one vehicle while the
constraint (23) ensures that the maximum load in a cluster does not exceed the capacity of the
vehicle assigned to that cluster.
211
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
Let H = (N,A), d, q and Q define a CVRP instance having vertex 0 as the depot and the
remaining vertices in N as clients.
Minimise ∑ d (e) x
e =( u ,v )∈Α
e (25)
Subject to:
∑x
e∈δ ({υ })
e = 2 , ∀ u ∈ N\{0}, (26)
∑x
δ
e∈ ({0})
e ≥ 2 k* , (27)
∑x
e∈δ ( S )
e ≥ 2 k ( S ) , ∀ S ∈ N\{0}, (28)
xe ≤ 1 , ∀e ∈ A \ δ ({0}) , (29)
p
∑q λ
l =1
e
l l − xe = 0 , ∀e ∈ A , (30)
xe ∈{0,1,2} , ∀e ∈ A , (31)
λl ≥ 0 ∀ l ∈ {1, . . . , p}. (32)
where :
xe represents the number of times that edge e is traversed by a vehicle. This variable can
assume value 2 if e is adjacent to the depot, corresponding to a route with a single client. λl
variables would ideally be associated with valid routes. This would imply having a strongly
NP-hard column generation problem. λl variables are associated to the set of all q-routes
satisfying the vehicle capacity constraint. A q-route is a walk that starts at the depot, traverses
a sequence of clients with total demand at most Q, and returns to the depot. Clients may
appear more than once in a q-route and its demand considered for each time. Each variable
λl is therefore associated to one of the p possible q-routes.
Degree constraints (26) states that each client vertex is served by exactly one vehicle.
Constraint (27) requires that at least K* vehicles leave and return to the depot. This number,
representing the minimum number of vehicles to service all clients, is calculated by solving a
Bin-Packing Problem. The rounded capacity constraints stated in (28) use
∑
k(S) = [ u∈S q (u ) / Q ] as a lower bound on the minimum number of vehicles necessary to
service the clients in set S ⊂ N. Constraints (30) oblige x to be a linear combination of
q-routes. The total constraints complete the formulation.
212
Vehicle routing problem: Models and solutions
applied for the VRP. The nearest neighbour algorithm, insertion algorithms and tour
improvement procedures were applied to CVRPs (Laporte 1992). In this section, we present
some of both exact and heuristic algorithms used to solve the VRP and its variants.
Baldacci et al. (2007) have presented an exact algorithm for the Capacitated Vehicle
Routing Problem (CVRP) based on the set partitioning formulation with additional cats that
correspond to capacity and clique inequalities. The exact algorithm has used a bounding
procedure that found a near optimal dual solution of the LP-relaxation of the resulting
mathematical formulation by combining three dual ascent heuristics. The first dual heuristic
has been based on the q-routes relaxation of the set partitioning formulation of the CVRP. The
second one combined Lagrangean relaxation, pricing and cut generation. While the third
attempted to close the duality gap left by the first two procedures using a classical pricing and
cut generation technique. The final dual solution is used to generate a reduced problem
containing only the routes whose reduced costs were smaller than the gap between an upper
bound and the lower bound achieved.
Azi et al. (2007) have described an exact algorithm for solving a problem where the same
vehicle performs several routes to serve a set of customers with time windows. A two phases
method has been proposed based on an elementary shortest path algorithm with resource
constraints. In the first phase, all non-dominated feasible routes have been generated, while in
the second phase, some routes have been selected and sequenced to form the vehicle workday.
A new exact algorithm for the VRP has been presented by Fukasawa et al. (2006). This
method has been judged as the best exact method (Baldacci et al. 2007). The main idea is to
combine the branch-and-cut approach with the q-routes approach (which is interpreted as
Column Generation Algorithm, described blow, instead of the original Lagrangean relaxation)
to derive superior lower bounds. Thus, the branch and cut and price algorithm. The idea of
combining column and cut generation to improve lower bounds has rarely been used, since
new dual variables corresponding to separated cuts may have the undesirable effect of
changing the structure of the pricing sub-problem. However, if cuts are expressed in terms of
variables from a suitable original formulation, they can be incorporated into the column
generation process without disturbing the pricing. It refers to branch-and-bound procedures
based on such formulations as robust branch-and-cut-and-price algorithms. The pricing sub-
problem of finding the q-routes yielding a variable with minimum reduced cost is NP-hard (it
contains the capacitated shortest path problem), but can be solved in pseudo-polynomial O
(n2Ck) time. Since the reduced costs of the arcs that are not leaving the depot are independent
of k, it is possible to price q-routes for every capacity Ck by making a single call (with Ck = C)
to this dynamic programming algorithm.
M if xe = 0;
ce = − M if xe = 1;
ae
213
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
otherwise
∀ e ∈ E, M is chosen large enough to ensure that the conditions are met. Let t be the
incidence vector of the result. If at < β, then t is a column eligible to enter the basis. Add t
to T’ and go to 1. Otherwise, impose the appropriate Farkas inequality.
End of Algorithm
Ropke and Pisinger (2006) have developed a unified model capable of handling most variants
of VRP. The unified model can be seen as a Rich Pickup and Delivery Problem with Time
Windows, which can be solved through an improved version of the large neighbourhood
search heuristic.
Fugenschuh (2006) has given a mixed-integer programming formulation for the
VRPCTW. He has solved it using a new meta-heuristic that combines classical construction
aspects with mixed-integer pre-processing techniques, and improving hit-and-run, a
randomised search strategy from global optimisation.
Cordeau et al. (2001) have introduced a simple Tabu Search procedure for VRPTW and
two of its extensions, namely Periodic VRPTW (PVRPTW) and Multi depot VRPTW
(MDVRPTW). An important feature of the approach is the possibility of exploring infeasible
solutions during the search.
Braysy and Gendreau (2002) have reported a classical two-phase mechanism proposed by
De Backer and Furnon (1997) to solve VRP and VRPTW. The initial solution is first
generated using the savings heuristic of Clarke and Wright (1964). Then, intra-route local
searches (2-opt and Or-opt) and three inter-route operators guided with TS is used to refine
the solution.
Potvin and Bengio (1996) have proposed a GA called GENEROUS that directly applies
genetic operators to solutions, thus avoiding coding issues. They used Solomon’s method
(cheapest insertion heuristic) to create the initial population. The fitness values of the
proposed approach has been based on the number of vehicles and the total route time of each
solution. The selection process is stochastic and highly biased towards the best solutions. For
this purpose, a linear ranking scheme has been used. The linear ranking scheme prevented
individuals, with significantly better fitness values than average, from dominating the
selection process.
Baker (1985) has suggested deriving the probability of an individual being selected for
mating from its rank within the population, instead of calculating it directly from the objective
value. During the recombination phase, two parent solutions have been merged into a single
one, to guaranty the feasibility of the new solution. Two types of crossover operators were
used, namely a route-based and a sequence-based crossover. The route-based crossover
replaced one route of parent solution P2 by a route of parent solution P1 whereas in the
sequence-based crossover only a randomly defined end part in a route of parent-solution P1
has been replaced by a set of customers served by a route of parent solution P2. A repair
operator has been used to remove duplicates and insert missing customers into the solution.
Mutation operators have been aimed to reducing the number of routes by trying to insert the
customers of a randomly selected short route into other routes, either directly or by first
removing some customer from the target route and inserting it into some other route to make
room for the new customer. Finally, in order to locally optimise the solution, a mutation
operator based on Or-opt exchanges (Or 1976) has been used.
Berger et al. (2003) have presented an approach where two populations are evolved in
parallel. The first population has been used to minimise the total distance and the second
population has tried to minimise violations of time window constraints. The initial population
214
Vehicle routing problem: Models and solutions
has been created using a random sequential insertion heuristic. The first of the two-
recombination operators has been the same as in Berger et al. (1998). The second has
extended the first operator by also removing illegally routed customers and by using the
insertion procedure proposed in Liu and Shen (1999) instead of Solomon’s (1987) heuristic in
the reinsertion phase.
In Braysy et al. (2004), the heuristic search methods that hybridise ideas of evolutionary
computation with some other search techniques, such as Tabu Search (TS) or Simulated
Annealing (SA) have also been used for solving VRPs. Most of the hybrid mothods presented
have been use local search mutation instead of the random mutation operators. In the first
phase, an initial solution has been created by either the cheapest insertion heuristic or the
sectoring based genetic algorithm GIDEON. The second phase has applied one of the
following search procedures that use the λ-interchange mechanism: a local search descent
procedure, a SA algorithm or a hybrid SA and TS, where TS is combined with the SA-based
acceptance criterion to decide which moves to accept from the candidate list. The main
feature of the local search procedures is that infeasible solutions with penalties have been
allowed if considered attractive (Braysy et al. 2004).
Potvin et al. (1996a) have used the competitive Neural Network of Potvin and Robillard
(Braysy et al. 2004) to select the seed customers for the modification of Solomon’s insertion
heuristic (Potvin & Rousseau 1993) where several routes have been constructed
simultaneously. The algorithm required a value for three parameters, α1, α2 and μ. The first
two constants determine the importance of distance and travel time in the cost function for
inserting each unrouted customer. The third parameter has been used to weigh the distance
savings. A Genetic Algorithm is used to find values for these three constants.
Créput et al. (2007) have presented an evolutionary algorithm embedding self-organizing
maps (SOM) as operators to address the vehicle routing problem with time windows
(VRPWT). The approach has extended and improved SOM based neural networks
applications to the VRPWT. From the point of view of Neural Networks, the evolutionary
framework introduced a level of supervision but it corresponded to a selection principle at a
higher level with the aim to allow simplicity and flexibility and favour further parallel
implantations. Operators have a similar structure based on closest point findings and simple
moves performed in the Euclidean plane.
Le Bouthillier and Crainic (2005) have presented a parallel co-operative methodology in
which several agents communicate through a pool of feasible solutions. The agents consist of
simple construction and local search algorithms and four different metaheuristic methods,
namely two evolutionary algorithms and two Tabu Searches. The evolutionary algorithms
have used a probabilistic mutation and the well-known edge recombination and order
crossovers, while the TS procedures are adaptations of the TABUROUTE method of
Gendreau et al. (1994) and unified TS of Cordeau et al. (2001). The fitness value of solutions
is based on the number of vehicles, distance and waiting times. The pool is initialised with a
set of four simple construction heuristics: least successor, double-ended nearest neighbour,
multiple fragments (which adds sequentially the shortest arcs) and shortest arc hybridising
(probabilistic version of the previous). The created initial and final solutions are post-
optimised with an ejection chain procedure and well-known 2-opt, 3-opt and Or-opt
improvement heuristics.
8. Conclusion
The Vehicle Routing Problem lies at the heart of distribution management. There exists
several variants of the VRP and a wide variety of exact and approximate algorithms have
215
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
been proposed for solving them. Exact algorithms can only solve relatively small problems.
The branch-and-cut-and-price algorithm used by Fukasawa et al. (2006) has brought a new
idea by combining the classical branch-and-cut and pricing methods. As for the heuristics, a
number of approximate algorithms have proved very satisfactory for large problems. From the
simple basic heuristics such as tabu search and simulated annealing, to the hybrid multi-
phases ones, many researcher still trying to find the best heuristic which give a very good
approximate solution in a proper running time. Nowadays, evolutionary algorithms like
Genetic Algorithm, Ant Colony and Neural Network are the main interests of many
researchers. In this paper, the VRP and its variants, and the different models of the VRP have
been reviewed. Many works on the VRP and its variants have also been reported.
Acknowledgements
The authors would like to acknowledge and thank the University and the Ministry of Higher
Education, Malaysia for the Research Grant No. UKM-ST-02-FRGS0013-2006.
References
Augerat P., Belenguer J.M., Benavent E., Corberán A., Naddef D. & Rinaldi G. 1995. Computational results with
a branch and cut code for the capacitated vehicle routing problem. Tech. Rep. 1 RR949-M, ARTEMIS-IMAG,
Grenoble France.
Azi N., Gendreau M. & Potvin J.Y. 2007. An exact algorithm for a single-vehicle routing problem with time
windows and multiple routes. European Journal of Operational Research 178: 755–766
Baker J.E. 1985. Adaptive Selection Methods for Genetic Algorithms. Proceedings of an International Conference
on Genetic Algorithms and Their Applications. New York: Lawrence Erlbaum Associates :101–111.
Baker B.M. & Ayechew M.A. 2003. Agenetic algorithm for the vehicle routing problem. Computers & Operations
Research 30: 787–800.
Baldacci R. Christofides N. & Mingozzi A. 2007. An exact algorithm for the vehicle routing problem based on the
set partitioning formulation with additional cuts. Mathematical Programming Ser. (in press).
Baldacci R., Hadjiconstantinou E.A. & Mingozzi A. 2004. An exact algorithm for the capacitated vehicle routing
problem based on a two-commodity network flow formulation. Oper. Res. 52: 723–738.
Bard J.F. Kontoravdis G. & Yu G. 2002. A Branch-and-Cut Procedure for the Vehicle Routing Problem with
Time Windows. Transportation Science 36(2): 250 – 269.
Bianchessi N & Righini G. 2007. Heuristic algorithms for the vehicle routing problem with simultaneous pick-up
and delivery. Computers & Operations Research 34: 578–594.
Bramel J. & Simchi-Levi D. 1996. Probabilistic Analyses and Practical Algorithms for the Vehicle Routing
Problem with Time Windows. Operations Research 44: 501–509.
Braysy O., Dullaert W. & Gendreau M. 2004. Evolutionary Algorithms for the Vehicle Routing Problem with
TimeWindows. Journal of Heuristics 10: 587–611.
Braysy O. & Gendreau M. 2002. Tabu Search Heuristics for the Vehicle Routing Problem with Time Windows.
Sociedad de Estadistica e Investigaci6n Operativa Top 10(2): 211-237.
Bullnheimer B., Hartl R.F. & Strauss C. 1999. An improved ant system algorithm for the vehicle routing problem.
Annals of Operations Research 89: 319–28.
Campbell A.M. & Savelsbergh, M. 2004. Efficient insertion heuristics for vehicle routing and scheduling
problems. Transportation Science 38(3), 369–378.
Campbell A.M.& Savelsbergh M. 2005. Decision support for consumer direct grocery initiatives. Transportation
Science 39: 313–327.
Chiang W. & Russell R.A. 1996. Simulated annealing metaheuristics for the vehicle routing problem with time
windows. Annals of Operations Research 63: 3-27.
Choi E. & Tcha D. 2007. A column generation approach to the heterogeneous fleet vehicle routing problem.
Computers & Operations Research (in press).
Cook W. & Rich J.L. 1999. A Parallel Cutting-Plane Algorithm for the Vehicle Routing Problems with Time
Windows. Working Paper, Department of Computational and Applied Mathematics, Rice University,
Houston, U.S.A.
216
Vehicle routing problem: Models and solutions
Cordeau J-F, Laporte G and Mercier A. 2001. A unified tabu search heuristic for vehicle routing problems with
time windows. Journal of Operational Research Society 52: 928–936.
Créput J.C., Koukam A. & Hajjam A. 2007. Self-Organizing Maps in Evolutionary Approach for the Vehicle
Routing Problem with Time Windows. International Journal of Computer Science and Network Security
7(1): 103-110.
Dullaert W. & Braysy O. 2003. Routing Relatively Few Customers per Route. TOP 11: 325–336.
Golden B.L. & Assad A.A. 1986. Perspectives on Vehicle Routing: Exciting New Developments. Operations
Research 34: 803–809.
Ellabib I., Otman A.B., & Calamai P. 2002. An Experimental Study of a Simple Ant Colony System for the
Vehicle Routing Problem with Time Windows. ANTS, LNCS 2463: 53-64.
Fischetti M., Toth P. & Vigo D. 1994. A Branch-And-Bound Algorithm for the Capacitated Vehicle Routing
Problem on Directed Graphs. Operations Research, 42 (5): 846-859.
Fisher M. & Jaikumar R. 1981. A generalized assignment heuristic for vehicle routing. Networks 11: 109–124.
Fleischmann B. 1990. The vehicle routing problem with multiple use of vehicles. Working Paper. Fachbereich
Wirtschaftswissenschaften, Universitat Hamburg, Germany.
Fugenschuh A. 2006. The Vehicle Routing Problem with Coupled Time Windows. CEJOR 14:157-176.
Fukasawa R., Longo H., Lysgaard J., Poggi D. M., Reis M., Uchoa E. & Werneck R. F. 2006. Robust branch-and-
cut-and-price for the capacitated vehicle routing problem. Math. Program. Ser. 106: 491–511.
Fukasawa R., Lysgaard J., Poggi D. M., Reis M., Uchoa E. & Werneck R. F. 2004. Robust branch-and-cut-and-
price for the capacitated vehicle routing problem. Proceedings of the X IPCO, Lecture Notes in Computer
Science 3064: 1–15.
Kallehauge B. 2006. Formulations and exact algorithms for the vehicle routing problem with time windows.
Computers & Operations Research (in press).
Laporte G. 1992. The Vehicle Routing Problem: An overview of exact and approximate algorithms. European
Journal of Operational Research 59: 345-358.
Laporte G. & Nobert Y. 1983. A branch and bound algorithm for the capacitated vehicle routing problem.
Operations Research Specktrum 5: 77-85.
Laporte G. & Osman I.H. 1995. Routing problems: A bibliography. Annals of Operations Research 61: 227-262.
Larsen J. 1999. Parallelization of the Vehicle Routing Problem with TimeWindows. Ph.D. thesis, Institute of
Mathematical Modelling, Technical University of Denmark, Lyngby, Denmark.
Lau K.K., Kumar M.J. & Achuthan N.R. 1997. Parallel implementation of branch and bound algorithm for
solvingvehicle routing problem on NOWs. Third International Symposium on Parallel Architectures.
Algorithms, and Networks: 247-253.
Lysgaard J., Letchford A.N. & Eglese R.W. 2004. A new branch-and-cut algorithm for the capacitated vehicle
routing problem. Math. Program. Ser. 100: 423–445.
Madsen O.B.G., Ravn H.F. & Rygaard, J.M. 1995. A heuristic algorithm for the dial-a-ride problem with time
windows, multiple capacities, and multiple objectives. Annals of Operations Research 60:193–208.
Maffioli F. 2003. The vehicle routing problem: A book review. 4OR 1: 149–153.
Nagy G. & Salhi S. 2007. Location-routing: Issues, models and methods. European Journal of Operational
Research 177 : 649–672.
Potvin J.Y. & Bengio S. 1996. The Vehicle Routing Problem with Time Windows Part II: Genetic Search.
INFORMS Journal on Computing 8: 165–172.
Potvin J.Y., Dubé D. & Robillard C. 1996a. A hybrid approach to vehicle routing using neural networks and
genetic algorithms. Applied Intelligence 6: 241–52.
Potvin J.Y., Duhamel C. & Guertin F. 1996b. Agenetic algorithm for vehicle routing with backhauling. Applied
Intelligence 6: 345–55.
Potvin J.Y. & Rousseau J.M. 1993. A Parallel Route Building Algorithm for the Vehicle Routing and Scheduling
Problem with Time Windows. European Journal of Operational Research 66: 331–340.
Renaud J., Boctor F. F. & Laporte G. 1996. An improved petal heuristic for the vehicle routing problem. Journal
of the Operational Research Society 47: 329–36.
Rochat Y. & Taillard R.E. 1995. Probabilistic diversification and intensification in local search for vehicle routing.
Journal of Heuristics 1: 147–67.
Ropke S. & Pisinger D. 2006. A unified heuristic for a large class of Vehicle Routing Problems with Backhauls.
European Journal of Operational Research 171: 750–775.
Taillard E.D., Laporte G. & Gendreau M. 1996. Vehicle routing with multiple use of vehicles. Journal of the
Operational Research Society 47: 1065–1070.
Taillard R.E. 1993. Parallel iterative search methods for vehicle routing problems. Networks 23: 661–73.
217
Liong Choong Yeun, Wan Rosmanira Ismail, Khairuddin Omar & Mourad Zirour
Thangiah S.R. & Nygard P.L. 1992. School bus routing using genetic algorithms. Proceedings of the SPIE
Conference on Applications of Artificial Intelligence X: Knowledge Based Systems: 387–97.
Toth P. & Vigo D. 2001. Branch-and-bound algorithms for the capacitated VRP. Society for Industrial and Applied
Mathematics: 29-51.
Salhi S., Thangiah S.R. & Rahman F. 1998. A genetic clustering method for the multi-depot vehicle routing
problem. G.D. Smith, N.C. Steele and R. F. Albrecht (Eds.), Springer Velarg.
Solomon M.M. 1987. Algorithms for the Vehicle Routing and Scheduling Problems with Time Window
Constraints. Operations Research 35: 254–265.
1
Pusat Pengajian Sains Matematik, Fakulti Sains dan Teknologi,
2
Fakulti Teknologi dan Sains Maklumat
Universiti Kebangsaan Malaysia
43600 UKM Bangi
Selangor D.E.
MALAYSIA
E-mail: lg@ukm.my *, wrismail@ukm.my , ko@ftsm.ukm.my & zirour@yahoo.fr
*
Corresponding author
218