An Exact Algorithm for the Two-Echelon Capacitated Vehicle Routing Problem 1: The Multiple-Choice Knapsack Relaxation Gives a Valid Lower Bound for Every Admissible Choice of PenaltiesResearch Paper
Motivation
In city logistics, goods often cannot be carried by large trucks all the way to the final customers. A common design routes the goods through intermediate depots, called satellites: large first-level vehicles carry freight from a central depot to the satellites, and small second-level vehicles deliver it from the satellites to the customers. The two-echelon capacitated vehicle routing problem (2E-CVRP) asks for the cheapest such two-level distribution plan. It contains the capacitated vehicle routing problem as a special case (a single satellite), and the location-routing problem can be reduced to it.
Exact methods for problems of this kind rest on lower bounds: a branch-and-bound or enumeration scheme can discard a partial solution only when it has a certified bound above the best known cost. Baldacci, Mingozzi, Roberti and Wolfler Calvo (Oper. Res. 61(2), 2013) built an exact algorithm for the 2E-CVRP on a chain of relaxations of a set-partitioning formulation . Its first link is a Lagrangean relaxation and a further relaxation , a multiple-choice knapsack problem solved by dynamic programming. Its optimal value, maximised over the penalties, gives the lower bound that drives the rest of the method. This mission formalizes the statements that make a valid bound.
Setting
An instance has a depot , satellites and customers , a symmetric cost matrix (with the vehicle fixed costs already added to the depot–satellite and satellite–customer entries), positive integer demands with total , first-level vehicles of capacity , second-level vehicles of capacity at satellite , a global limit on second-level vehicles, satellite capacities and handling costs per unit.
A first-level route leaves the depot, visits a set of satellites and returns; its cost is the cost of this closed walk. A second-level route is a simple cycle from satellite through a set of customers of total demand ; its cost is the cost of the cycle plus . In formulation , binary variables and select the routes and integers give the amount that route delivers to satellite . The constraints require that every customer is served exactly once (2), that the vehicle limits , , hold (3), (4), (6), that satellite capacities hold (5), that each satellite receives what its routes deliver (7), and that first-level capacities hold (8).
Relaxation removes (2)–(4) with penalties , , , and replaces the second-level routes by marginal costs of serving customer from satellite , subject to
where counts the visits of route to customer . Its variables are an assignment of customers to satellites and the first-level variables , .
Relaxation chooses for every first-level route at most one load in the interval of integers, so that the loads add up to . A route with load costs , where is the optimum of a continuous knapsack problem that serves demand at the cheapest marginal costs . Both objectives carry the constant .
Formalization targets
Goal: LD1 is a valid lower bound (Eq. (23))
For every satisfying (12), every , every , , and every feasible solution of with cost ,
Milestones
- Theorem 1. under the same hypotheses.
- Theorem 3, corrected. is at most the objective of every feasible solution whose satellite loads satisfy .
- Reduced-cost elimination with (§3.2): a feasible solution of cost below uses no route with , where .
- Corollary 1: the same elimination with .
- Theorem 4: for any enlarged family of not necessarily elementary routes, solves (12).
Significance
The bound is the first lower bound of the paper's exact method. The configuration enumeration of its §5 and the reduced-cost elimination of second-level routes both use it as a certificate: a configuration or a route is discarded only when this bound shows that no cheaper solution contains it. If the bound were invalid, the method could discard the optimum. Theorem 4 provides, at every step of the paper's subgradient procedure, a to which the bound applies.
The paper's proofs are in an electronic companion. As printed, Theorem 3 () is false: does not limit a satellite's load by its fleet capacity , whereas the loads of are capped by it. A small instance with one satellite and two unit-demand customers, and has finite and . The bound (23) is nevertheless true, because the solutions that come from feasible solutions of respect the fleets. A machine-checked version pins down exactly which hypotheses the chain needs, including the positivity of demands, without which (23) fails. None of these results has been formalized before.
Difficulty
Theorems 1, 4 and Corollary 1 are bookkeeping with sums over routes, customers and satellites. The substantive step is the corrected Theorem 3. A solution of assigns whole customers to satellites, while sees each first-level route only through its total load and a continuous knapsack. The two descriptions have to be related, and that relation must respect every side condition of : the knapsack bounds , the load window (whose lower end depends on the vehicle count ) and the fleet cap . The obvious route, comparing the optimal values and directly as the paper states, does not work: the inequality between them is false, and the fleet condition is what has to be carried from .
Formalization scope
Satellites are Fin ns, customers Fin nc (0-based). Demands are positive integers; capacities, fleet sizes and loads are natural numbers, and costs are real. Binary variables are Bool and integer variables ℕ. The route families and are arbitrary finite families of routes (nonempty, no repeated vertex, second-level loads at most ), not necessarily all routes as in the paper; every statement holds in this generality. Route costs are computed along the closed walk, so costs . The triangle inequality is not assumed. Optimal values , and are infima in EReal, equal to on infeasible problems, and comparisons with an upper bound are written with instead of . Where the paper writes "optimal solution of cost below ", the statements cover every feasible solution below any real .
The formalization cannot be trivialized: every optimal value is an infimum over the feasible set of the paper's own problem, so it equals , not , when that set is empty. The hypotheses of each theorem are satisfiable, which is checked on explicit small instances. The definitions of the instance, , and are written in the shape shared by the other missions of this series. Proofs of any milestone and reusable lemmas on finite sums over route families are welcome.
Selected references
- R. Baldacci, A. Mingozzi, R. Roberti, R. Wolfler Calvo, An Exact Algorithm for the Two-Echelon Capacitated Vehicle Routing Problem, Operations Research 61(2), 298–314, 2013. https://doi.org/10.1287/opre.1120.1153
- R. Baldacci, A. Mingozzi, R. Roberti, New Route Relaxation and Pricing Strategies for the Vehicle Routing Problem, Operations Research 59(5), 1269–1283, 2011 (ng-routes). https://doi.org/10.1287/opre.1110.0975
- G. Perboli, R. Tadei, D. Vigo, The Two-Echelon Capacitated Vehicle Routing Problem: Models and Math-Based Heuristics, Transportation Science 45(3), 364–380, 2011. https://doi.org/10.1287/trsc.1110.0368