A Generic Algorithm for Waste collection Vehicle routing problem with Time

windows and Conicts

Thai Tieu Minh
a
, Tran Van Hoai
b,
a
Ho Chi Minh City Institute of Physics, Vietnam Academy of Science and Technology, 1 Mac Dinh Chi, Ho Chi Minh City, Vietnam
b
Department of Computer Science & Engineering, Ho Chi Minh City University of Technology, 268 Ly Thuong Kiet, Ho Chi Minh City, Vietnam
Abstract
In this paper, we address an application of vehicle routing problem (VRP) in the real life, namely waste collection
problem. Constraints of waste collection problems considered are not only time windows but also conicts between
properties of the waste. A combination of ow and set partitioning formulation is suggested to model the problem
in case of multi-objective optimization. In order to minimize the total traveling time and number of vehicles of
solution, we propose using a Generic Algorithm (GA) with -interchange mechanism [1]. The -interchange operator
is improved for compatible with new sub-routes construction and the decoding process is also modied to can accept
the solution after decoding is not the same as the original solution before decoding.
In experiments, we use the set of benchmark data in Kim et al. [2] works with some modication. Values of
waste properties are attached into the benchmark data, along with a conict matrix presenting conict between the
properties. Computational result show that our GA approach can are competitive to best-published results of the
vehicle routing problem with time windows. The algorithms become more useful in the vehicle routing problem with
time windows and conict (VRPTWC) in which the conicts are important details. Finally, we compare the solution
of GA with others meta-heuristic algorithm and evaluate the inuence of the conict between the waste properties on
the solutions.
Keywords: Waste collection, Vehicle routing problems, Conicts, Heuristics
1. Introduction
VRPTWC is a new variant of VRP, its constraints are
a combination of VRP with Time Windows and VRP
with Conicts. The time windows constraint will limit
the time vehicles visit the stop. The conict between
waste properties will limit the amount of commodity
in each vehicle. Even though the weight of waste in
the vehicle is nearly empty, the vehicle cannot collect
more the waste if groups of between the waste are con-
ict. These constraints are often encountered in the haz-
ardous materials transportation problem or the industri-
ous waste collection. In the practice, the problems is
more complex when more detail are added such as there
are more than one landll locations (disposal facilities)
or the lunch break at noon of the drivers. The waste
collection activities in our problem are described below.
A company is in charge of collecting the hazardous

Corresponding author. Tel:

Email address: hoai@cse.hcmut.edu.vn (Tran Van Hoai)
industry waste in a city. Infrastructure of company in-
clude depot where store vehicles and landlls or treat-
ment stations where the waste disposed. Vehicles are
begin working day at the depot and after working day
they return the depot. The waste will be vehicle col-
lected at factories (we call factories are stops). Depend
on working time at each factory, we have windows time
frame which vehicles must visit on time. Waiting time
will happen if the vehicles visit the stop before the ear-
liest time of windows time frame. However we cannot
visit stop after the latest time of windows time frame.
Each vehicle, there are the total traveling distance length
constraint and the amount of commodity constraint for
it.
About waste conict constraints, base on informa-
tion about hazardous waste properties of Decision No.
23/2006/QD-BTNMT of Ministry of Natural Resources
and Environment Vietnam
1
, the hazardous waste prop-
1
http://www.chatthainguyhai.net/documents/qd_
23-2006-qd-btnmt.pdf
Preprint submitted to Ten tap chi December 22, 2012
Table 1: Properties of waste and matrix conict between properties
Group Characteristic property
Matrix conict
1 2 3 4 5 6 7
1 Flammability x
2 Explosive x
3 Oxidation x
4 Corrosion x
5 Infection x x
6 Toxicity x
7 Biochemical toxicity x
erties are classied into 7 groups and in each group has
one characteristic property, see Table 1. The waste is
collected in the factories in of the above groups and it
can not store together with others group in the same
route if conict. This constraint is released if only if
the vehicle return landll and release the waste. Con-
ict ruler between types of the waste is described in
matrix conict in Table 1. Base on the matrix conict
we can identify the property conict pairs. Example,
the group 1 has ammability property cannot store and
travel along with the waste belong to group 2 has explo-
sive property.
In the mathematical viewpoint, the conict con-
straints in the waste collection VRP are dicult to rep-
resent formulation. These constraints are not exactly
the same for each sub-route, each route and each solu-
tion in waste collection VRP. Belong to the properties
of the waste collected, the constraints will limit some
other properties in sub-route until the waste disposed on
the landll. We call these constraints are partial con-
straints, because they only appear and disappear in each
sub-route. Addition, one landll may be visited many
times to dispose the waste. Thus we cannot represent
the problem as a model that all vertices have just one
in-degree and one out-degree. We can summarize all of
constraints and objectives of problem following:
Constrains:
Capacitive constrain in the vehicle.
Route length constrain in each vehicle.
Conict type of the waste constrain in subroute.
Time windows constrains in the stop.
Objectives:
Minimize number of vehicles.
Minimize travel time.
Minimize wait time.
Minimize toltal route length.
In order to solve the problem with multi-objectives
and complex constraints, we propose using a hybrid
genetic algorithm. The algorithm was implemented
and developed base on combination meta-heuristic tech-
niques. First, we improve some basic heuristics for
building the set of initial solutions. After that, meta-
heuristics technique is used for improving set of solu-
tions and exploring the better solutions. In our GA,
we combine the global technique and local search tech-
nique to create the new hybrid algorithm. Global search
technique help to explorer the new potential space in
search space while local search technique help to im-
prove the quality of solution.
The paper proceeds as follows. Section 1, we intro-
duce about the problem VRPTWC and its constraints.
Section 2, we review the existing work relate the prob-
lem and Section 3 we represent some denitions, the
structure of the solution and the mathematical model.
Detail about generic algorithm are discussed in Section
4. Section 5, we compare our experiments with the re-
cent studies and Section 6 we provide conclusions.
2. Literature review
In this section, we review the previous studies on ve-
hicle routing problem with time windows (VRPTW),
vehicle routing problem with conicts (VRPC), heuris-
tic and meta-heuristic methods.
Early research on VRPTW is started by Pullen and
Webb [3], Savelsbergh [4], Knight and Hofer [5], Mad-
sen [6]. Very limited work has been done on opti-
mal approaches in solving VRPTW of practical size,
while heuristics have been found to be more eective
and ecient, Solomon and Desrochers [7]. Solomon
[8] proposed benchmark problem sets for the VRPTW
and heuristics as savings heuristics, time-oriented and
nearest-neighbor heuristics, insertion heuristics and
time-oriented sweep heuristics. These heuristics con-
tinue to be used in works [9], [2], [10].
Desrochers et al. [11] introduced mathematical for-
mulation for the VRPTW problem with O(n
2
) variables.
Optimization algorithms as branch and bound, dynamic
programming and set partitioning are used to compute
lower bound of the problem. Addition, three types of
approximation algorithms have been widely applied to
unconstrained routing problems are construction meth-
ods, iterative improvement methods and incomplete op-
timization are reviewed.
2
Br aysy and Gendreau [10] discuss how heuristic
methods should be evaluated and propose using the con-
cept of Pareto optimality in the comparison of dierent
heuristic approaches in VRPTW. Both traditional so-
lution construction and improvement techniques were
comprehensively reviewed. Usually, VRPTW heuristics
are measured against two criteria: solution quality in
terms of objective function value and speed but in their
research, simplicity of implementation, exibility and
robustness are also essential attributes of good heuris-
tics.
Tung and Pinnoi [9] apply techniques of VRPTW
for waste collection activities in Hanoi, Vietnam. The
problem is complicated by several time windows, inter-
arrival time constraints at each customer point and mul-
tiple landll locations. They formulate the problem
into a mixed-integer program and propose a heuristic
procedure consisting of construction and improvement
phases. Besides that, they modify the Solomons I1
heuristic and improve phase combines the power of Or-
opt and 2-opt together.
Kim et al. [2] research continue extending the
VPRTW for Waste Management. Set of landll loca-
tions are considered in the problem instead of there is
only one landll location in [9]. Addition, the problem
has the lunch break constraints, vehicles must stop with
an hour from 11 AM to 12 PM. For this problem, Kim
et al. present a shape metric S
m
in order to quantify the
route (or cluster) compactness and develop a new algo-
rithm is clustering-based waste collection VRPTW.
Zhu [12] represents a genetic algorithm (GA) to solve
VRPTW. In clustered datasets, he uses intuitive integer
string to represent chromosomes and incorporates sev-
eral new crossover operations and other techniques such
as hybrid hill-climbing and adaptive mutation scheme
using statistical measures to achieve good results.
The paper of Hamdi-Dhaoui et al. [13] rst time
developed heuristic method for Vehicle Routing Prob-
lem with Conicts. This study presents a mathemati-
cal model, lower bound for the problem. Heuristics are
ILS (Iterated Local Search), GRASP-ELS (Greedy Ran-
domized Adaptive Search Procedure - Evolutionary Lo-
cal Search) also introduced in their study.
3. Denitions and model
Considering a complete graph G = (V, E) has V =
{0, 1, ..., n + m 1, n + m} is the set of vertices include
depot, landlls and stops and E as the set of edges in
V. We note the depot as vertex 0, the set N of stops
are vertices from 1 to n, and the set M of landlls from
vertices n + 1 to n + m. A complete graph is a simple
Figure 1: Represent Manhattan distance and Euclidean distance in
Google Map.
undirected graph in which every pair of distinct vertices
is connected by an unique edge.
Distance between vertices are used is Manhattan
distance instead of Euclidean distance. In our opin-
ion, Manhattan distance represents more accurately the
moving path length that vehicles traveled in the city, see
Fig 1. With 2 points i(x
i
, y
i
) and j(x
j
, y
j
), the distance
d
i j
is:
d
i j
= |x
i
x
j
| + |y
i
y
j
| (1)
We dene S is the set of feasible solutions of the prob-
lem in the searching space. A solution S is a set of
routes = {r
1
, r
2
, ..., r
k1
, r
k
}, which route r
i
is the i-th
route of the solution and traveled exactly by one vehicle
and k = ||s|| is number vehicles used in the solution. The
routes are starting and ending at the depot. However
they are not Hamiltonian cycles
2
as same as the normal
VRPTW because one landll can be visited many times,
see Fig 2.
A route is divided into several sub-routes r
i
=
{
i
1
,
i
2
, ...,
i
p
i
}, with
i
j
is sub-route j-th and p
i
= ||r
i
||
is number sub-routes in the route i-th of the solution. A
sub-route
i
j
is a path begins when the vehicle start col-
lecting the waste and ends when it release the waste or
return the depot. Types of structure of sub-route of the
route is illustrated in Fig 3.
2
Hamiltonian cycle is a path in an undirected graph that visits each
vertex exactly once aside from the necessary repetition of the start and
end vertex.
3
Figure 2: An instance of the solution in watse collection VRPTWC.
Figure 3: Three types of sub-route in waste collecting VRP
a) The starting sub-route
i
1
: is the rst sub-route in route, it starts at
the depot and ends at the landll.
b) The normal sub-route
i
j
(1 < j < p
i
): start at the landll and nish
at other landlls. If two landlls in sub-route are the same, we have a
simple cycle.
c) The ending sub-route
i
p
: is the last sub-route of the route, it starts
at the landll and ends at the depot. Before return the depot vehicle
must visit the landll to dispose the waste.
At each stop or landll in the set V of vertices has
one time window frame [e
i
, l
i
] that represent the earliest
time and latest time vehicles can visit the vertex. At the
depot, time window frame [e
0
, l
0
] represent the time that
vehicles start collecting waste and the time that vehicles
must return to depot.
Let u
i
denote the demand to collect at the vertex i and
s
i
denote the service duration at the vertex i. Depot and
landll have not the demand. The d
i j
is the Manhattan
distance and t
i j
is the moving time from vertex i to j
corresponds to edge (i, j) E. K is the set of existing
vehicles in depot, W is the amount of commodity limit
of the vehicles and L is maximum distance which the
vehicle can move in per day. Let a
i j
be a binary coe-
cient that takes value 1 if waste property i conict with
waste property j, otherwise takes value 0. We dene
some decision variables:
x
k
i j
= 1 if and only if the edge (i, j) is traveled by
vehicle k and otherwise x
k
i j
= 0.
v
k
i
is the starting service time at the stop i serviced by
vehicle k.
w
k
i
is the amount of commodity in vehicle k after visit
stop i.
As described above, objectives of problem are min-
imize the total length of routes, the waiting time, the
moving time and number vehicles, that means the prob-
lem has multi-objectives. There are many ways to
solve this problem in which weighted sum of objective
functions method is the most popular approaches. The
method transforms the global objective function from
the vector space to the scalar space. The objective of
the problem:
min

kK

(i, j)E
t
i j
x
k
i j
+
2

kK

(i, j)E
d
i j
x
k
i j
+
3

kK

(i, j)E
(s
k
i
e
i
)x
k
i j

(2)

1
,
2
,
3
: the weights assigned to each objective in
order to express the relative importance the correspond-
ing objectives.
Constraints:

kK

(i, j)E
x
k
i j
= 1, k K (3)
N

j=1
x
k
0 j
1, k K (4)
N+M

j=N+1
x
k
j0
1, k K (5)
N

j=1
x
k
j0
= 0, k K (6)
N

i=1
x
k
i j
=
N

i=1
x
k
ji
= 1, k K, j V (7)
N+M

i=0
x
k
i j

N+M

i=0
x
k
ji
= 0, k K, j V (8)

kK

(i, j)E
x
k
i j
d
i j
L (9)
w
k
i
+ u
j
w
k
j
(1 x
k
i j
)M, k K, (i, j) E (10)
0 < w
k
i
W, k K, i N (11)
w
k
i
= 0, k K, i {0} M (12)
4
E s
k
i
L, k K, i {0} M (13)
v
k
i
+ s
i
+ t
i j
v
k
j
(1 x
k
i j
)M, k K, (i, j) E (14)
e
i
N+M

j=1
x
k
i j
s
k
i
l
i
N+M

j=1
x
k
i j
(15)
Let = {
1
,
2
, ...,
q
} denote the set of all feasible
sub-routes in G, each element
r
is sub-route of G.
We dene the binary variable y
rk
i j
be equal to 1 if and
only if edge (i, j)
r
and traveled by vehicle k. The
conict constraint:
q

r=1
a
i j
y
rk
i j
= 0, k K, (i, j) E (16)
4. Generic algorithm
Our implement GA is divided into ve major steps
or phases: initial population, selection, crossover, mu-
tation and adaptation, in which rst four step as seem
as the traditional GA. The evolution of population is
driven by the selection, recombination, mutation phases
respectively while adaptation phases helps individuals
improve themselves. Thus, the idea of the algorithm not
only base on biological evolution but also base on cul-
tural evolution
3
.
Algorithm GA
(1) INITIAL population pop
(2) SET cont = stop condition
(3) while cont != true do
(4) pop = naturalSelect(pop)
(5) pop = recombine(pop)
(6) pop = mutate(pop)
(7) pop = adapt(pop)
(8) cont = Update stop condition
(9) FINISH
4.1. Initial population
In order to setup the initial population, we use the
ideal is proposed by D.V. Tung and A. Pinnoi research.
Authors start from Solomons I1 Insert heuristic and
modify it by adding criteria in Eq 17 to Eq 19.
3
Cultural evolution, also called sociocultural evolution, the de-
velopment of one or more cultures from simpler to more complex
forms http://www.britannica.com/EBchecked/topic/146212/cultural-
evolution
C
1
(i, u, j) =
1
C
11
(i, u, j) +
2
C
12
(i, u, j) (17)
C
11
(i, u, j) = d
iu
+ d
uj
d
i j
(18)
C
12
(i, u, j) = v
ju
v
j
(19)
C
2
= d
0u
C
11
C
1
(i, u, j) (20)
in which:
d
i j
: distance from vertex i to vertex j
v
ju
and v
j
: starting service time at vertex j after and
before insert vertex u into the sub-route.

1
: the weight of the distance increase when insert a
new stop into the present sub-route.

2
: the weight of the waiting time increase when in-
sert a new stop into the present sub-route
1
+
2
= 1.
: the weight express the distance between the depot
and the insert stop.
: the distance adjusted factor.
The stop is selected insert into the route has the
largest value in Eq. 17 without violate any constrains.
However, this method is only designed to create just
one feasible solution and support for optimizing local
search algorithm. For the set of feasible solutions, these
heuristics needed improvement.
Algorithm A
(1) UNROUTED all stops
(2) CREATE new solution S
(3) CREATE new route R
SET ref = Depot
SET dist = Maximum travel distance
(4) if CAN create new sub-route then
SR = createSubroute(ref, dist ) //Algorithm B
Repeat
SET stop = The stop has value C
2
is max
INSERT stop into SR
ROUTED stop
Until CANT nd the stop insert into SR
DELETE Depot in the last of SR
INSERT SR into the route R
SET ref = The landll at the end of SR
UPDATE dist = The remain travel distance
GOTO (4)
else
if EXIST the sub-route in R then
INSERT the Depot into the last of R
INSERT R into the solution S
GOTO (3)
else
GOTO (5)
5
(5) FINISH
Algorithm A, in the function createSubroute, a ran-
dom stop will be selected and insert into the rst posi-
tion of the new sub-route. Thus, the feasible solutions
in population are created randomly.
4.2. Representation
An individual is represented as a string of the se-
quence of vertices. In the the chromosome represen-
tation, the depot and landlls is removed from the se-
quence of vertices. That will help us advance in using
crossover and mutation operator. In decode process, the
depot and landlls are restored. The rst, the depot will
be inserted at the beginning and the end position of the
chromosome string. The next step, the process of check-
ing constraints is executed, when the constraint is vio-
lated, the suitable landll will be inserted into the chro-
mosome string. The suitable landll can be found by
scan all landll in problem and get the landll with the
minimization of distance between two neighbor stop.
4.3. Fitness function
Base on objective function in Eq 2, the tness func-
tion be expressed as:
C =
1
C
dist
+
2
C
move time
+
3
C
wait time
(21)
in which:
C
dist
: The total move distance of all vehicles.
C
move time
: The total move time of all vehicles.
C
wait time
: The total wait time of all vehicles.
Depend on importance of objectives, the correspond-
ing weights will have great or small value. Our study,
we consider the total move distance objective and total
move time objective is more important than total wait
time objective. About number vehicles optimization,
this objective is not consider as main component in the
global objective function, however, it will be considered
in GA search process.
4.4. Operators and heuristics
Next, we discuss about operators are used in GA to
solve for waste collecting VRPTWC. Elements in the
initial population are created by Algorithm A may be
not dominant and in the searching process it will be
evolved after each generation. The GA try to nd dom-
inant solutions in the set of Pareto solutions and its op-
erators are essential tool help the search process explore
the searching space.
Partial-mapped crossover operator (PMX) has been
proposed by Goldberg and Lingle [14] that is main com-
ponent to reproduce next generation. With the two
selected individual, PMX exchanges one or many se-
quences of vertices between two chromosomes and re-
arranges them when exchange phase nished. Fig. 4 is
performance of steps in crossover process implemented
by PMXoperator. Two newpermutation strings are gen-
erated maybe not satisfy constraints of problem. How-
ever, encoding process will recorrected them to satisfy
constraints.
Figure 4: Steps in crossover process implemented by PMX operator
Random exchange mutation operator is an operator
used in mutation phase in our GA implement. The
mutation operator only executes just one argument is
a chromosome. It exchanges two or more genes ran-
domly in the chromosome. Fig. 5 illustrates our imple-
ment of the random exchange mutation operator with
3 crossover point at . At two or more positions of the
chromosome is selected, the vertices will be exchanged.
In the gure the vertex at position 2 exchange with the
vertex at position 6 and similar to vertex 8 and 9.
Figure 5: An example of random exchange mutation operator.
-interchange operator (-opt) is used in adaptation
that is an operator help the local search embed in GAex-
plorer search space. The -interchange was introduced
by in Osman and Christodes [15] for the capacitated
clustering problem. However, authors implement it only
for the route is the Hamiltonian cycle. Here, we extend
-opt for using with the routes are not the simple cycle.
Assuming
p
i
and
q
j
are two sub-routes i-th and j-
th of two routes r
p
and r
q
in the solution S and

p
i
and
q
j
are two paths in sub-routes. ||||
and |||| and they not store the landlls and the
depot. -interchange generated the new feasible solu-
6
tion by exchange two set vertices are subsets of two
sub-routes in two routes of the solution. If

p
i
and

q
j
are denoted two new sub-routes, we have

p
i
=
(
p
i
\)

and

q
j
= (
q
j
\)

and the new solution

= {r
1
, ..., r
p
, ..., r
q
, ..., r
k
} with r
p
= (r
p
\
p
i
)

p
i
and r
q
= (r
q
\
q
j
)

q
j
are two new routes.
The space of the neighbor of solution is set of the
all feasible solution created by -opt is N

(). Assum-
ing that each route r has n
s
sub-routes and each sub-
route has same number of vertices n
v
and n
v
> , we
consider the count of elements in N

(s) space.
There are C
k
2
pair routes to exchange:
C
k
2
=
k!
2!(k 2)!
(22)
, with route pair (r
i
, r
j
), every sub-route
i
p
r
i
can
exchange with n
s
sub-routes in r
j
. The count of sub-
route pairs can exchange in each route pair is n
2
s
. In each
sub-route pair (
i
p
,
j
q
), amount of path to exchange can
be chosen in each sub-route are:
n
v

1

i=1
i = (n
v


2
) (23)
Thus, amount of elements in neighbor N

(s) space is:

n
2
s

2
(n
v


2
)
2
k!
2!(k 2)!
(24)
, by the product of n
s
and n
v
is proportional to N and
number vertices of graph and k is not too large constant
(k << N), we have:
||N

(s)|| O(
2
N
2
) (25)
, and in Eq 25 is not considered case, in which each
route self-exchange.
stop condition GA is started up with number gener-
ation is determinant. However after every each genera-
tion another criterion will be checked. If it is satised,
the algorithm will stop. We dene tness function of
population in generation i-th as:
C
i
(pop) =
1
avg
i
(pop) +
2
max
i
(pop) (26)
in which
C
i
(pop): is value help to evaluate progress of popu-
lation at i-th generation
avg(i): is average value of tness of all individual in
population at i-th generation.
max(i): is tness value of the best individual in pop-
ulation at i-th generation.
The value C
i1
(pop) of the previous generation is
kept, if i-th generation is not progressive than the pre-
vious generation after n-times, the algorithm will be
stop. This is necessary because in many cases, after
nite number loop, the population set will converge be-
fore it reaches the stop condition of problem. The result
of this improvement for stop condition will be show in
section 5.
Encoding and decoding process is designed to sup-
port for optimizing the number vehicles. In encoding,
its simple that landlls and depot are removed from the
solution to form the chromosome. Decoding is dier-
ent, the constraints are always checked in the process
to form the solution. Base on the algorithm in Fig. ??,
we change the next stop is chosen with the best value
in Eq. ?? by the stop in the chromosome. When the
next stop in chromosome is inserted into the solution
is violate the constraints then the suitable landll will
be inserted into the solution. Before the maximum dis-
tance constraint is violate, the solution must be inserted
the depot into it.
However, one interesting important detail in the pro-
cesses are the solution after decoding is not sure like
as the original solution before encoding. They are
not deterministic process, the following example shows
clearly that. In Fig. ?? show an solution instance of a
problem and its chromosome. Its decoding process is
illustrated in Fig. 6. The solution result of the decoding
process which 3 sub-routes is better the origin solution
has 4 sub-routes. In some cases, decoding process re-
duce not only number sub-routes but also number routes
(number vehicles) in the solution. Thus, the encoding
and decoding method are also the ways help MA extend
searching space and so that the population will more di-
verse.
4.5. Components of the MA
Base on the above improvements, we implement MA
with components as following:
Natural Selection: we implement MA with rate se-
lection. First,the individuals are sorted in ascend-
ing order according to their tness. Then, only
the best are selected to continue, while the rest are
deleted. The number of chromosomes that are kept
each generation depend on selection rate input pa-
rameter.
Pairing selection: is implemented based on the
method ranking weighted random pairing. The
probabilities assigned to the individual in popula-
tion pool are proportional to their tness cost. A
7
Figure 6: Illustrate decoding process of the chromosome in Fig. ??
individual with the high ranking in population cost
has the high probability of mating, while the others
with the low cost has the low probability of mating.
Mating: is the creation of ospring from the par-
ents selected. In here, PMX is used in mating pro-
cess.
Mutation: as mentioned above, MA use the ran-
dom exchange mutation operator for chromosome
is chosen for mutation. Number of chromosomes
will be chosen with the given rate as input parame-
ter of the mutation operator. Except elite individu-
als, others may be muted with a certain probability.
Adaptation: that is process improves tness cost of
each individual in population by the local search.
Hill Climbing (HC) is applied to individuals after
mutation process. With a determined rate, some of
individuals in population are adapted to improve
their tness cost. The neighborhood is explored
with -opt interchange.
5. Computational results
Our algorithms are implemented in GNU C++ lan-
guage in the a CentOS 6.3 machine of 2.2GHz Xeon
processor with 32 nodes and 128 GB of RAM. Table ??
show the set up parameters of the algorithms for each
waste collection VRPTWC benchmark problem sets.
The benchmark data for waste collection VRPTW is
proposed by used Kim et al. [2] in their research. How-
ever, these benchmark data need additional information
about the properties of the waste in order to use for
Table 3: The best solution results of our algorithms for the Waste
collection VRPTWC benchmark problem sets.
Algorithm Value
Number stops
102 277 335 444
HC
F -307 -511 -269 -86
T
c
6 365 1692 1769
N
v
4 3 8 11
TD 280 511 269 86
T
w
139 0 0 0
S
m
1036 1071 651 183
GA
F -294 -527 -263 -91
T
c
1 9 44 14
N
v
3 3 6 10
TD 272 527 263 91
T
w
107 0 0 0
S
m
979 1144 738 184
MA
F -271 -521 -249 -56
T
c
3256 9006 63471 74224
N
v
3 3 7 7
TD 230 521 249 56
T
w
202 0 0 0
S
m
1074 1119 747 151
the waste collection VRPTWC. Our benchmark set, the
property of the waste is a new column and is attached
into the origin benchmark. The waste properties are
denoted from 1 to 7 as shown in Table 1. We insert
these value sequentially into the waste property column
in each row which store information about the regular
stop. For the other rows (rows store information about
the landll and depot), the value 0 is inserted.
In order to compare MA with other algorithms, the
result of Hill-Climbing (HC) and Generic Algorithm
(GA) are also presented. The computational results are
shown in Table 3 include: tness value (F), computa-
tional time (T
c
) in second, number vehicles (N
v
), to-
tal travel distance (TD) in mile, waiting time (T
w
) in
minute and shape metric (S
m
). The tness value pro-
vides an overview of the quality of solution while other
values as total travel distance, waiting time, number ve-
hicles and shape metric provide detail information. The
computational time shows the time cost of the algorithm
and the shape metric is a value to quantify the route
compactness, more detail about shape metric see [2].
The total travel distance is the total travel distance of
routes of the solution, the waiting time is the time vehi-
cles takes to wait on all routes of the solution.
In case of waste collecting VRPTW, when the conict
condition is not considered, our results are compared
with experiments of Kim et al. [2]. In order to optimize
computational time cost, GA is selected for compute
and compare. We set up the population number equal
the stop number in each benchmarks. Table 2 presents
8
Table 2: The solution of the waste collection VRPTW by our experiments and Kim et al. [2]
Problem set
T
c
TD S
m
N
v
GA B.-I. Kim GA B.-I. Kim GA B.-I. Kim GA B.-I. Kim
102 stop 4 3 174 205 637 399 2 3
277 stop 111 37 483 521 928 858 3 3
335 stop 647 28 206 191 674 410 5 5
444 stop 248 372 80 82 180 70 9 10
804 stop 103282 92 509 769 4941 2350 4 5
1051 stop 50714 329 1378 2370 7774 3615 8 18
1351 stop 95 1039 2145 7
1599 stop 212 1459 4141 13
1932 stop 424 1395 3166 17
2100 stop - 408 1833 5761 16
the computational result for all benchmarks by GA. We
gain the better solutions with the total traveling distance
value and number vehicles are less than. However, our
implement is not included break-time lunch constraint
as same as [2]. Because the constraint is relaxed, the
searching space is more extend and thus our algorithm
is more advantage in the searching process.
6. Conclusion
Phan tam chua viet
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