The bottleneck transportation problem

The bottleneck transportation problem can be stated as follows: A set of supplies and a set of demands are specified such that the total supply is equal to the total demand. There is a transportation time associated between each supply point and each demand point. It is required to find a feasible distribution (of the supplies) which minimizes the maximum transportaton time associated between a supply point and a demand point such that the distribution between the two points is positive. In addition, one may wish to find from among all optimal solutions to the bottleneck transportation problem, a solution which minimizes the total distribution that requires the maximum time Two algorithms are given for solving the above problems. One of them is a primal approach in the sense that improving fcasible solutions are obtained at each iteration. The other is a “threshold” algorithm which is found to be far superior computationally.     

The transportation paradox

A paradox arises when a transportation problem admits to a total cost solution which is lower than the optimum and is attainable by shipping larger quantities of goods over the same routes that were previously designated as optimal. That is, falling total costs are present in moving to the greater shipment quantities. Necessary conditions for this to occur are established and an algorithm for solving this expanded transportation problem is supplied.     

A decomposable transshipment algorithm for a multiperiod transportation problem

A dynamic version of the transportation (Hitchcock) problem occurs when there are demands at each of n sinks for T periods which can be fulfilled by shipments from m sources. A requirement in period t₂ can be satisfied by a shipment in the same period (a linear shipping cost is incurred) or by a shipment in period t₁ < t₂ (in addition to the linear shipping cost a linear inventory cost is incurred for every period in which the commodity is stored). A well known method for solving this problem is to transform it into an equivalent single period transportation problem with mT sources and nT sinks. Our approach treats the model as a transshipment problem consisting of T, m source — n sink transportation problems linked together by inventory variables. Storage requirements are proportional to T² for the single period equivalent transportation algorithm, proportional to T, for our algorithm without decomposition, and independent of T for our algorithm with decomposition. This storage saving feature enables much larger problems to be solved than were previously possible. Futhermore, we can easily incorporate upper bounds on inventories. This is not possible in the single period transportation equivalent.     

Single‐warehouse multi‐retailer inventory systems with full truckload shipments

We consider a multi‐stage inventory system composed of a single warehouse that receives a single product from a single supplier and replenishes the inventory of n retailers through direct shipments. Fixed costs are incurred for each truck dispatched and all trucks have the same capacity limit. Costs are stationary, or more generally monotone as in Lippman (Management Sci 16, 1969, 118–138). Demands for the n retailers over a planning horizon of T periods are given. The objective is to find the shipment quantities over the planning horizon to satisfy all demands at minimum system‐wide inventory and transportation costs without backlogging. Using the structural properties of optimal solutions, we develop (1) an O(T²) algorithm for the single‐stage dynamic lot sizing problem; (2) an O(T³) algorithm for the case of a single‐warehouse single‐retailer system; and (3) a nested shortest‐path algorithm for the single‐warehouse multi‐retailer problem that runs in polynomial time for a given number of retailers. To overcome the computational burden when the number of retailers is large, we propose aggregated and disaggregated Lagrangian decomposition methods that make use of the structural properties and the efficient single‐stage algorithm. Computational experiments show the effectiveness of these algorithms and the gains associated with coordinated versus decentralized systems. Finally, we show that the decentralized solution is asymptotically optimal. © 2009 Wiley Periodicals, Inc. Naval Research Logistics 2009     

Algorithms for the minimax transportation problem

In this paper, we consider a variant of the classical transportation problem as well as of the bottleneck transportation problem, which we call the minimax transportation problem. The problem considered is to determine a feasible flow x_ij from a set of origins I to a set of destinations J for which max_(i,j)εIxJ{c_ijx_ij} is minimum. In this paper, we develop a parametric algorithm and a primal-dual algorithm to solve this problem. The parametric algorithm solves a transportation problem with parametric upper bounds and the primal-dual algorithm solves a sequence of related maximum flow problems. The primal-dual algorithm is shown to be polynomially bounded. Numerical investigations with both the algorithms are described in detail. The primal-dual algorithm is found to be computationally superior to the parametric algorithm and it can solve problems up to 1000 origins, 1000 destinations and 10,000 arcs in less than 1 minute on a DEC 10 computer system. The optimum solution of the minimax transportation problem may be noninteger. We also suggest a polynomial algorithm to convert this solution into an integer optimum solution.     

Quadratic bottleneck problems

We study the quadratic bottleneck problem (QBP) which generalizes several well‐studied optimization problems. A weak duality theorem is introduced along with a general purpose algorithm to solve QBP. An example is given which illustrates duality gap in the weak duality theorem. It is shown that the special case of QBP where feasible solutions are subsets of a finite set having the same cardinality is NP‐hard. Likewise the quadratic bottleneck spanning tree problem (QBST) is shown to be NP‐hard on a bipartite graph even if the cost function takes 0–1 values only. Two lower bounds for QBST are derived and compared. Efficient heuristic algorithms are presented for QBST along with computational results. When the cost function is decomposable, we show that QBP is solvable in polynomial time whenever an associated linear bottleneck problem can be solved in polynomial time. As a consequence, QBP with feasible solutions form spanning trees, s‐t paths, matchings, etc., of a graph are solvable in polynomial time with a decomposable cost function. We also show that QBP can be formulated as a quadratic minsum problem and establish some asymptotic results. © 2011 Wiley Periodicals, Inc. Naval Research Logistics, 2011     

An extension of the (szwarc) truck assignment problem

In this journal in 1967. Szware presented an algorithm for the optimal routing of a common vehicle fleet between m sources and n sinks with p different types of commodities. The main premise of the formulation is that a truck may carry only one commodity at a time and must deliver the entire load to one demand area. This eliminates the problem of routing vehicles between sources or between sinks and limits the problem to the routing of loaded trucks between sources and sinks and empty trucks making the return trip. Szwarc considered only the transportation aspect of the problem (i. e., no intermediate points) and presented a very efficient algorithm for solution of the case he described. If the total supply is greater than the total demand, Szwarc shows that the problem is equivalent to a (mp + n) by (np + m) Hitchcock transportation problem. Digital computer codes for this algorithm require rapid access storage for a matrix of size (mp + n) by (np + m); therefore, computer storage required grows proportionally to p². This paper offers an extension of his work to a more general form: a transshipment network with capacity constraints on all arcs and facilities. The problem is shown to be solvable directly by Fulkerson's out-of-kilter algorithm. Digital computer codes for this formulation require rapid access storage proportional to p instead of p². Computational results indicate that, in addition to handling the extensions, the out-of-kilter algorithm is more efficient in the solution of the original problem when there is a mad, rate number of commodities and a computer of limited storage capacity.     

A general treatment of upper unbounded and bounded hitchcock problems

This paper is designed to treat (a) the problem of the determination of the absolute minimum cost, with the associated assignments, when there is no limit, N, on the number of parcels available for shipment in a modified Hitchcock problem. This is accomplished with the use of a transformed cost matrix. C*, to which the so-called transportation paradox does not apply. The general Hitchcock solution using C* gives the cost T*, which is the absolute minimum cost of the original problem, as well as sets of assignments which are readily transformed to give the general assignments of the original problem. The sum of these latter assignments gives the value of N_u, the unbounded N for minimum cost. In addition, this paper is designed to show (b) how the method of reduced matrices may be used, (c) how a particular Hitchcock solution can be used to determine a general solution so that one solution using C* can provide the general answer, (d) how the results may be modified to apply to problems with fixed N, and hence (e) to determine the function of the decreasing T as N approaches N_u, and finally (f) to provide a treatment when the supplies at origin i and/or the demands at destination j, are bounded.     

An algorithm for optimal shipments with given frequencies

This article deals with the problem of minimizing the transportation and inventory cost associated with the shipment of several products from a source to a destination, when a finite set of shipping frequencies is available. A mixed-integer programming model—shown to be NP-hard—is formulated for that problem. The computational complexity of some similar models applied to different problems is also investigated. In particular, whereas the capacitated plant location problem with operational cost in product form is NP-hard, the simple plant location problem with the same characteristics can be solved in polynomial time. A branch-and-bound algorithm is finally worked out, and some computational results are presented. © 1996 John Wiley & Sons, Inc.     

The bottleneck problem with minimum quantity commitments

Given an edge‐distance graph of a set of suppliers and clients, the bottleneck problem is to assign each client to a selected supplier minimizing their maximum distance. We introduce minimum quantity commitments to balance workloads of suppliers, provide the best possible approximation algorithm, and study its generalizations and specializations. © 2005 Wiley Periodicals, Inc. Naval Research Logistics, 2006     

Robust shortest path problems with two uncertain multiplicative cost coefficients

We consider a robust shortest path problem when the cost coefficient is the product of two uncertain factors. We first show that the robust problem can be solved in polynomial time by a dual‐variable enumeration with shortest path problems as subproblems. We also propose a path enumeration approach using a K ‐shortest paths finding algorithm that may be efficient in many real cases. An application in hazardous materials transportation is discussed, and the solution methods are illustrated by numerical examples. © 2013 Wiley Periodicals, Inc. Naval Research Logistics, 2013     

Multiperiod capacity expansion and shipment planning with linear costs

In this paper we consider a multiperiod deterministic capacity expansion and shipment planning problem for a single product. The product can be manufactured in several producing regions and is required in a number of markets. The demands for each of the markets are non-decreasing over time and must be met exactly during each time period (i.e., no backlogging or inventorying for future periods is permitted). Each region is assumed to have an initial production capacity, which may be increased at a given cost in any period. The demand in a market can be satisfied by production and shipment from any of the regions. The problem is to find a schedule of capacity expansions for the regions and a schedule of shipments from the regions to the markets so as to minimize the discounted capacity expansion and shipment costs. The problem is formulated as a linear programming model, and solved by an efficient algorithm using the operator theory of parametric programming for the transporation problem. Extensions to the infinite horizon case are also provided.     

Optimal outbound dispatch policies: Modeling inventory and cargo capacity

In this paper, we present an optimization model for coordinating inventory and transportation decisions at an outbound distribution warehouse that serves a group of customers located in a given market area. For the practical problems which motivated this paper, the warehouse is operated by a third party logistics provider. However, the models developed here may be applicable in a more general context where outbound distribution is managed by another supply chain member, e.g., a manufacturer. We consider the case where the aggregate demand of the market area is constant and known per period (e.g., per day). Under an immediate delivery policy, an outbound shipment is released each time a demand is realized (e.g., on a daily basis). On the other hand, if these shipments are consolidated over time, then larger (hence more economical) outbound freight quantities can be dispatched. In this case, the physical inventory requirements at the third party warehouse (TPW) are determined by the consolidated freight quantities. Thus, stock replenishment and outbound shipment release policies should be coordinated. By optimizing inventory and freight consolidation decisions simultaneously, we compute the parameters of an integrated inventory/outbound transportation policy. These parameters determine: (i) how often to dispatch a truck so that transportation scale economies are realized and timely delivery requirements are met, and (ii) how often, and in what quantities, the stock should be replenished at the TPW. We prove that the optimal shipment release timing policy is nonstationary, and we present algorithms for computing the policy parameters for both the uncapacitated and finite cargo capacity problems. The model presented in this study is considerably different from the existing inventory/transportation models in the literature. The classical inventory literature assumes that demands should be satisfied as they arrive so that outbound shipment costs are sunk costs, or else these costs are covered by the customer. Hence, the classical literature does not model outbound transportation costs. However, if a freight consolidation policy is in place then the outbound transportation costs can no longer be ignored in optimization. Relying on this observation, this paper models outbound transportation costs, freight consolidation decisions, and cargo capacity constraints explicitly. © 2002 Wiley Periodicals, Inc. Naval Research Logistics 49: 531–556, 2002; Published online in Wiley InterScience (www.interscience.wiley.com). DOI 10.1002/nav.10030     

New heuristic methods for the capacitated multi‐facility Weber problem

In this paper we consider the capacitated multi‐facility Weber problem with the Euclidean, squared Euclidean, and ?_p‐distances. This problem is concerned with locating m capacitated facilities in the Euclidean plane to satisfy the demand of n customers with the minimum total transportation cost. The demand and location of each customer are known a priori and the transportation cost between customers and facilities is proportional to the distance between them. We first present a mixed integer linear programming approximation of the problem. We then propose new heuristic solution methods based on this approximation. Computational results on benchmark instances indicate that the new methods are both accurate and efficient. © 2006 Wiley Periodicals, Inc. Naval Research Logistics 2006     

Production and transport logistics scheduling with two transport mode choices

This paper considers a new class of scheduling problems arising in logistics systems in which two different transportation modes are available at the stage of product delivery. The mode with the shorter transportation time charges a higher cost. Each job ordered by the customer is first processed in the manufacturing facility and then transported to the customer. There is a due date for each job to arrive to the customer. Our approach integrates the machine scheduling problem in the manufacturing stage with the transportation mode selection problem in the delivery stage to achieve the global maximum benefit. In addition to studying the NP‐hard special case in which no tardy job is allowed, we consider in detail the problem when minimizing the sum of the total transportation cost and the total weighted tardiness cost is the objective. We provide a branch and bound algorithm with two different lower bounds. The effectiveness of the two lower bounds is discussed and compared. We also provide a mathematical model that is solvable by CPLEX. Computational results show that our branch and bound algorithm is more efficient than CPLEX. © 2005 Wiley Periodicals, Inc. Naval Research Logistics, 2005     

A shifting bottleneck heuristic for minimizing the total weighted tardiness in a job shop

We present a shifting bottleneck heuristic for minimizing the total weighted tardiness in a job shop. The method decomposes the job shop into a number of single‐machine subproblems that are solved one after another. Each machine is scheduled according to the solution of its corresponding subproblem. The order in which the single machine subproblems are solved has a significant impact on the quality of the overall solution and on the time required to obtain this solution. We therefore test a number of different orders for solving the subproblems. Computational results on 66 instances with ten jobs and ten machines show that our heuristic yields solutions that are close to optimal, and it clearly outperforms a well‐known dispatching rule enhanced with backtracking mechanisms. © 1999 John Wiley & Sons, Inc. Naval Research Logistics 46: 1–17, 1999     

A network isolation algorithm

A set of edges D called an isolation set, is said to isolate a set of nodes R from an undirected network if every chain between the nodes in R contains at least one edge from the set D. Associated with each edge of the network is a positive cost. The isolation problem is concerned with finding an isolation set such that the sum of its edge costs is a minimum. This paper formulates the problem of determining the minimal cost isolation as a 0–1 integer linear programming problem. An algorithm is presented which applies a branch and bound enumerative scheme to a decomposed linear program whose dual subproblems are minimal cost network flow problems. Computational results are given. The problem is also formulated as a special quadratic assignment problem and an algorithm is presented that finds a local optimal solution. This local solution is used for an initial bound.     

A note on equity across groups in facility location

An equity model between groups of demand points is proposed. The set of demand points is divided into two or more groups. For example, rich and poor neighborhoods and urban and rural neighborhoods. We wish to provide equal service to the different groups by minimizing the deviation from equality among groups. The distance to the closest facility is a measure of the quality of service. Once the facilities are located, each demand point has a service distance. The objective function, to be minimized, is the sum of squares of differences between all pairs of service distances between demand points in different groups. The problem is analyzed and solution techniques are proposed for the location of a single facility in the plane. Computational experiments for problems with up to 10,000 demand points and rectilinear, Euclidean, or general ?_p distances illustrate the efficiency of the proposed algorithm. © 2011 Wiley Periodicals, Inc. Naval Research Logistics, 2011     

Determining optimal growth paths in logistics operations

This paper considers a logistics system modelled as a transportation problem with a linear cost structure and lower bounds on supply from each origin and to each destination. We provide an algorithm for obtaining the growth path of such a system, i. e., determining the optimum shipment patterns and supply levels from origins and to destinations, when the total volume handled in the system is increased. Extensions of the procedure for the case when the costs of supplying are convex and piecewise linear and for solving transportation problems that are not in “standard form” are discussed. A procedure is provided for determining optimal plant capacities when the market requirements have prespecified growth rates. A goal programming growth model where the minimum requirements are treated as goals rather than as absolute requirements is also formulated.     

Simultaneous optimization of efficiency and performance balance measures in single-machine scheduling problems

Manufacturing and service organizations routinely face the challenge of scheduling jobs, orders, or individual customers in a schedule that optimizes either (i) an aggregate efficiency measure, (ii) a measure of performance balance, or (iii) some combination of these two objectives. We address these questions for single-machine job scheduling systems with fixed or controllable due dates. We show that a large class of such problems can be optimized by solving either a single instance or a finite sequence of instances of the so-called (SQC) problem, in which the sum of general quasiconvex functions of the jobs' completion times is to be minimized. To solve a single instance of (SQC), we develop an efficient, though pseudopolynomial algorithm, based on dynamic programming. The algorithm generates a solution that is optimal among all schedules whose starting time is restricted to the points of a prespecified (arbitrary) grid. The algorithm is embedded in an iterative procedure, where in each iteration a specific instance of (SQC) is solved. Special attention is given to the simultaneous minimization of the mean and variance of completion times. © 1993 John Wiley & Sons, Inc.