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1. INTRODUCTION
In the standard periodic vehicle routing problem (PVRP),
customers require visits on one or more days within a planning period, and there are a set of feasible visit options i
for each customer i. Customers must be assigned to a feasible
visit option i i , and a (VRP) is solved for each day in the
planning period. The typical objective is to minimize the total
distance traveled over the planning period. In Figure 1, we
provide an example of a PVRP with a 2-day planning period
which initially appeared in [52]. In this example, customer 1
must be visited twice so = {1, 2}. Customers 2 and 3 must
be visited once so 2 = 3 = {{1}, {2}}. In Figure 1a, we
show the route for day 1, and in Figure 1b, we show the route
for day 2. Here, 1 = {1, 2}, 2 = {1}, and 3 = {2}, and the
total distance over 2 days is 34.
The PVRP arises in a diverse array of applications,
from the collection of recyclables, to the routing of home
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healthcare nurses, to the collection of data in wireless networks. The wide applicability and versatility of the problem,
coupled with the problems difficulty, has led to a vast body of
literature addressing both novel applications and ever more
successful solution methods. The PVRP is truly a global problem. Table 1 was created by recording the listed national
affiliation of the lead author of the references that are included
in this article, excluding survey papers and citations not
specifically related to periodic routing. Table 1 demonstrates
that interest in the study of the PVRP and its applications
arises around the world, and it is not difficult to imagine
some variation of the problem arising in most any country,
even if not represented by the set of publications cited here.
The PVRP was first introduced in Networks and Vehicle
Routing for Municipal Waste Collection by [12]. To the best
of our knowledge, this is the first time the periodicity of customer deliveries was specifically addressed in combination
with the consideration of vehicle routing costs. Thus, [12] is
the parent publication of the many papers that focus on routing problems with periodic customer deliveries. Motivated
by their work with the New York City Environmental Protection Agency, the authors look at several interesting problems
related to the idea of garbage collection. The first problem
they consider is how to route vehicles to pick up garbage at
large industrial sites to minimize both the number of vehicles
and the total travel time. This is very different than previously studied vehicle routing problems because of the nature
of the demand. Some sites need to be serviced three times a
week, whereas other sites require deliveries six times a week
(which is daily in the NYC application). The customers that
are serviced three times a week can be served on Monday,
Wednesday, and Friday; or Tuesday, Thursday, and Saturday. This choice affects the daily routing problems, which
can in turn impact the travel times and the number of vehicles required. Beltrami and Bodin [12] also introduce the first
two key heuristics used to solve the problem.
Ref. [12] is highly cited also in part because it introduced
one of the earliest examples of the arc routing problem, in this
case examining how to route street sweepers on the streets of
New York to minimize deadheading. The arc routing problem
FIG. 1.
also has a very rich history, but we will not address it here.
For excellent surveys on arc routing problems, see [8], [36],
[37], and [33].
In any search online or scan of review papers, it becomes
quickly apparent that there are two other very influential
papers in the early history of periodic vehicle routing: An
assignment routing problem by R. Russell and W. Igo, which
appeared in 1979, and The periodic routing problem by N.
Christofides and J.E. Beasley, which appeared in 1984. Beltrami and Bodin [12] obviously predates the other two and
is cited by both of them, but many papers related to periodic
routing cite [81] or [19] in lieu of [12]. Although Beltrami and
Bodin [12] introduced the problem, the papers by Christofides
and Beasley [19] and Russell and Igo [81] are highly cited
due to the important roles they played in the development of
the PVRP.
Beltrami and Bodin [12] introduces the idea of considering
the periodicity of site visits in conjunction with routing costs,
but does not give this new problem a name. Russell and Igo
[81] gives the periodic routing problem a name, calling it
The Assignment Routing Problem. They make the delivery
times a little more flexible than in [12] by specifying that
each customer i receives deliveries on Si different days in
a week, where 1 Si 7. There can also be additional
specifications on which days of the week are acceptable. The
number of vehicles are given and capacity constraints must
be followed.
Christofides and Beasley [19] is also well cited by periodic
routing papers, likely due in part to the fact that it names
the problem the period routing problem and provides the
first mathematical formulation for the problem. The authors
generalize the problem definition such that customers now
TABLE 1.
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TABLE 2.
Applications of PVRP.
present a case study of the collection of recycling paper containers in a city in Portugal. Feasible combinations for each
customer are generated such that the containers would be
at least 50% full on collection day. Unlike the traditional
PVRP, the objective function considered here is one of profit
maximization. Becuase recyclable products can be sold, the
cost/benefit tradeoff of collecting a recyclable can be incorporated in the problem. Teixeira et al. [88] look at how to collect
three types of waste (glass, paper, and plastic/metal) at 1642
urban locations of varying delivery frequency in a region
in Portugal. Their problem becomes a PVRP for each type
of waste with a planning horizon of 4 weeks. Hemmelmayr
et al. [56] consider the periodic collection of recyclables, but
these recyclables are delivered to one of a set of intermediate
facilties, rather than the depot. This problem variant will be
discussed in some detail in section 5.
Other types of recyclables include waste vegetable oil
([1]). New technologies are being developed to use waste
oil in the production of biodiesel. Unlike a regular PVRP,
this problem also incorporates the selection of which potential source points to include on pickup routes. Their work
is motivated by a biodiesel production facility in Istanbul.
Potential waste sources include restaurants, hotels, and hospitals. The periodicity emerges from the different rates at
which the source points generate waste oil. A predetermined
production plan dictates the amount of input needed each
day, so service at all potential source points may not be
needed.
Besides garbage and recyclables, collection is needed for
other waste products that are generated periodically. Shih
and Lin[85] and Shih and Chang [84] model the collection of
infectious waste at 384 hospitals and clinics in Taiwan as a
PVRP. The motivation for this work is the lack of incinerators,
or access to incinerators, and the importance of carefully disposing of infectious waste. Thus, the collection of this waste
became an emerging need. The periodicity enters the problem because hospitals are only able to hold waste for a certain
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3.2. Delivery
The first application, besides garbage collection, of the
PVRP to appear in the literature is in [49] where the authors
examine the delivery of Coca-Cola products to stores. The
drivers have their own territories that include the stores
where they routinely sell their products. Some customers
receive deliveries once per week, where others, due to shelf
space, require deliveries twice per week. Grocery stores also
motivate the study by Gaur and Fisher [46] of the periodic inventory routing problem. The maximum time between
deliveries to stores is defined, and trucks must be routed
from a single DC to satisfy these requirements with minimum transportation cost. Stores are grouped into clusters, so
that all stores in a cluster are replenished together.
Ronen and Goodhart [79] examine how to replenish over
one thousand stores from several DC. Due to changes in
demand patterns over the year, the frequency at which stores
are visited may change, thus new routes need to be created.
Most stores are visited between two and six times per week,
and these deliveries need to be evenly spaced over the week
for storage reasons. The workload at the DC to prepare for
these deliveries must also be considered due to limited picking and loading capacity. Because each store is preassigned
to a DC, the problems can be solved for each DC separately.
Rademeyer and Benetto [78] also consider delivery to retail
stores, where stores are visited between 1 and 6 days a week.
These stores represent one of South Africas largest retail
chains with over 275 stores.
Banerjea-Brodeur et al. [10] give another example of
deliveries that are modeled using the PVRP. The authors
considered the delivery of hospital linens such as bedsheets,
pillow cases, gowns, and towels to the 58 different clinics
within the Jewish General Hospital in Montreal. The authors
were not concerned with the collection of linens, as they
were sent to the laundry via an elaborate chute system. After
looking at the historical usage by different departments in
conjunction with the space limitations in each department,
delivery frequencies could be established for each unit of
the hospital. Once these frequencies were established, the
problem could be solved as a PVRP.
One of the biggest applications of the PVRP is in solving
inventory routing problems. In vendor-managed inventory
systems, the vendor decides when to visit his or her customers
and how much to deliver to prevent the customer from running out of product. Many of the papers on the inventory
routing problem, particularly the early ones, decompose the
problem such that the first step is to use usage rate information about customers to determine a delivery frequency. This
period between visits should be as long as possible to minimize delivery costs, but should be sufficiently small to keep
the customer from running out of product. Once this period
is known, the remaining problem can be solved as a PVRP
for a defined planning period. For example, Rusdiansyah and
Tsao [80] transform an inventory routing problem inspired
by the replenishment of vending machines into an instance
of the PVRPTW. The delivery frequencies for the vending
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TABLE 3.
Best-known values for the Old data set produced over time.
quantify the operational flexibility of a solution and the operational complexity and then modify tabu search to account
for these characteristics. They also modify potential neighborhood moves so that moving a customer from one delivery
schedule to another is contingent upon one of its geographical
neighbors also being assigned to the same schedule. Cordeau
and Maischberger [28] increase the computational power of
the algorithm by alternating local search moves with diversification moves to escape local optima and by parallelizing
the algorithm.
4.2.2. Variable Neighborhood Search. The most significant improvement in best-known solutions since those of
Cordeau et al. [30] was produced by the variable neigborhood
search (VNS) technique of Hemmelmayr et al. [57]. VNS
essentially works by performing neighborhood search, but it
changes the neighborhood when local search stagnates. When
local search is unable to improve the current incumbent, VNS
selects the next neighborhood in a series and performs a
shaking step by randomly selecting a solution from this new
neighborhood, and then performing local search. Basic VNS
moves through neighborhoods in the series until an improving
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Angelelli and Speranza [7]. Even with intermediate facilities, the objective they consider is still the minimization of
the total length of the routes. The authors propose a tabu
search approach. The discussion of the application of the
PVRP for collection of slaughterhouse waste in [26] also
involves intermediate facilities for disposal of waste due to
the use of small capacity vehicles. Hemmelmayr et al. [56]
consider the PVRP-IF as well, offering an exact formulation
and proposing a solution method based on variable neighborhood search and dynamic programming. The authors also
consider variants of the PVRP-IF where capacity limits are
placed on the intermediate facilities.
Another related problem with a location component is
the periodic location-routing problem (PLRP). The PLRP
requires decisions about which depots to open, in addition
to the routing and assignment decisions typically made in
the MDPVRP. The motivation for this change in formulation is the impact that the location of the depots can have
on the routing costs. The PLRP was introduced by Prodhon
with a memetic algorithm offered in [76] and a hybridized
evolutionary algorithm described in [74] and [75]. The use
of variable neighborhood search for the PLRP is studied in
[70].
Variants that introduce new constraints include the PVRP
with reassignment constraints (PVRP-RC) introduced in
[52]. Companies often have existing routes, and they are solving for new routes because of the addition of new customers.
They want to minimize the change in service to the existing
customers. PVRP-RC limits the number of customers who
are moved from an existing service pattern to another service
pattern. Rademeyer [77] examines the assignment routing
problem with nominated delivery days (ARPNDD) in which
customers are assigned to a delivery group and must remain
in that delivery group for the entire planning period. Alonso
et al. [5] consider a variation of the PVRP where vehicles can
make multiple trips per day and include limitations on which
vehicles can be assigned to which customers. Parthanadee
and Logendran [69] add limitations to the capacity of the
depots in the MDPVRP. The authors also deal with customer
demand for multiple products, fixed supply at the depot of
each of these products, and scheduled replenishments of the
products to the depot. The capacity limitations can potentially cause customers to receive deliveries of certain products
from different depots. In the MDPVRP in [64], constraints
on which resources can be matched with which customers, as
well as resource-dependent work hour restrictions, are also
included.
An important category of variants is those which change
the objective function, possibly in conjunction with constraints. Most of the solution approaches described so far seek
to minimize total route cost or some related metric, but some
consider very different objectives. Gaudioso and Paletta [45]
present a heuristic designed to minimize the fleet size. Vahed
et al. [90] present a heuristic designed to minimize fleet size
subject to a maximum route duration. In [17], the authors
try to identify the minimum number of vehicles required to
serve customers with periodic delivery requirements under
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the assumption that all customers receive full truck shipments. They refer to this as the vehicle minimization for
periodic deliveries problem (VMPD). Related is the work
by Delgado et al. [32] where the authors look at minimizing
the labor requirements associated with the periodic supply of
products to customers from a warehouse. When a customer
comes to the warehouse to pick up product, labor is required
at the warehouse to load the vehicles. The number of customers who arrive at the same time affects the amount of
labor required. Thus, the pickup day for each customer must
be determined along with the timing of the pickup so as to
minimize the amount of labor needed.
Some authors change the objective to be one of maximization of profits rather than minimization of costs. As
mentioned in section 3, Goncalves et al. [50] model how
to extract oil from wells in Brazil using mobile units. Each
well has a minimum time between visits to collect a reasonable quantity. Their objective is to maximize the amount of
oil extracted which impacts which customers are visited and
when. They refer to this variant as the period bump mobile
units routing problem. Baptista et al. [11] also focus on a
profit maximization objective.
Other changes to the objective include the addition of
other costs besides travel costs. Gulczynski et al. [52] propose the PVRP with balance constraints, but balance is
actually modeled in the objective. Imbalance is defined by
the difference between the largest number of customers on
a route and the smallest number of customers on a route
in the solution. The objective becomes the total travel cost
plus a penalty cost for imbalance to encourage workloads
among drivers to be similar. The PVRP with service choice
is introduced in [43] and [42]. In this problem, the delivery frequency for customers is chosen by the model. Each
customer has a minimum delivery frequency but higher frequencies, which translate to better service, are rewarded in
the objective function. A multiobjective PVRPTW is considered in [3] to reflect a competitive situation. In a competitive
environment, the arrival time at a customer relative to the
arrival time by a competitor may impact the amount sold
to the customer. Thus, they consider an objective that minimizes travel costs and maximizes sales, as well as balances
the amount of goods distributed by the different vehicles. A
multiobjective PVRP is also considered in [86] but with more
of a focus on workforce management. Their objective considers factors such as consistency of assigning the same driver to
serve customers, as well as mileage costs, and they examine
the tradeoffs. The variant of the PVRPTW in [14] includes
overtime costs, costs for violating time windows, and costs
for idle time, in addition to travel costs.
Some papers consider problems with more flexibility than
the traditional PVRP. For example, in [24], a single vehicle is
not required to serve all of the demand at a customer, and in
[23], customers may be visited by more than one vehicle on
different routes. Danandeh et al. [31] look at the open PVRP
where vehicles are not required to return to the depot at the
end of the day. Mourgaya and Vanderbeck [66] focus strictly
on the assignment of customers to days for delivery subject to
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[14]
[15]
[16]
Acknowledgments
The authors would like to thank Ning Zhou for her
assistance with the bibliography.
[17]
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