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VSR Optimization
Modeling and Performance Guide
for SAP Transportation Management
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Contents
1 History of Changes ...............................................................................5
2 About this Paper ...................................................................................5
3 Overview to VSR Optimizer..................................................................6
3.1 Starting the Optimizer ................................................................................ 6
3.2 Phases of the Optimization ....................................................................... 6
3.3 Parallel Processing .................................................................................... 7
4 Dividing into sub-problems .................................................................7
5 Resources .............................................................................................8
5.1 Means of Transport .................................................................................... 8
5.2 Trailer .......................................................................................................... 8
5.3 Scheduling Constraints (Driving Times) .................................................. 9
5.4 Multi-Resources, Compartments, Load Costs ......................................... 9
6 Geography ...........................................................................................10
6.1 Zones and Lanes ...................................................................................... 10
6.2 Reference Coordinates ............................................................................ 10
6.3 Transshipment Locations ........................................................................ 11
7 Freight units ........................................................................................11
7.1 Dates and Times....................................................................................... 11
7.2 Incompatibilities ....................................................................................... 12
8 Others ..................................................................................................12
8.1 Horizons.................................................................................................... 12
8.2 Runtime..................................................................................................... 12
8.3 Incremental planning ............................................................................... 13
9 System Landscape .............................................................................13
9.1 SAP Transportation Management-Systems and Optimization Server .. 13
9.2 Hardware................................................................................................... 14
10 Sum up Recommendations................................................................14
10.1 Runtime and Planning Quality ................................................................ 15
10.2 Memory ..................................................................................................... 15
10.3 Setting up the solution ............................................................................ 15
11 Appendix – Some Sizing Figures ......................................................17
11.1 Memory Consumption ............................................................................. 17
11.2 Runtime to calculate initial solution ....................................................... 18
VSR Optimizer Performance Whitepaper
1 History of Changes
The following table provides an overview of the most important changes made in the latest
versions.
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The Improvement-Phase will end when the time limit is reached, or no improvement is found
after a certain period of time. These values can be maintained in the optimization profile.
After finishing the Improvement-Phase some small end-up procedures are done: The result is
mapped back in a format suitable for SAP Transportation Management, the engine completes
the explanation and sends the result and the explanation back to the application server. As
last step RCC will mark the optimization server as free again to allow further optimization
runs.
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When splitting up a problem you should involve your planners, because they know best how
the complete scenario looks like and how it could be split into independent sub-problems. In
most cases they already have experience how to split the planning work to different planners,
because they did that already before using SAP Transportation Management.
The following rules were mainly used (but not the only possibilities):
Divide problem by geography: The sub-problem definition is done by e.g. region,
plant or DC
Divide problem by product group: If the scenario incorporates different product
groups which are incompatible for transporting together (e.g. frozen and non-frozen
products or liquid products and packaged goods), the split can be done according to
the related rule
Divide problem by time horizon: Set up different optimization runs for the short term
planning for the next day(s) and for initial planning for the next weeks
Reduce problem by separate planning of full truck loads, and less-than-truck-load
freight units.
5 Resources
5.1 Means of Transport
One of the basic elements for planning are the resources (truck, trailer, etc.) which perform
the tours for moving the freight units. The different resources are grouped to means of
transport. Each means of transport defines a cost structure and a set of possible lanes
through the network which the optimizer has to evaluate in order to find the optimal solution.
As written above when introducing the optimizer, each extra means of transport creates
additional alternatives, which decreases the performance of the search. Therefore, for a
performance reason, as little as possible different means of transport should be defined. In
case of using external freight forwarders without an own fleet, only means of transport which
really differ by speed or ability to reach different locations should be presented for the VSR
optimization to build tours, while the assignment of tours to the different carriers should be
done by a carrier selection optimization. That is, if there are for example 3 carriers which
have large, slow trucks and small, fast trucks, VSR optimization should receive 2 means of
transport, one for the large and one for the small trucks to assign freight units to tours. The
carrier selection optimization would then receive the tours and all carriers with their trucks to
select the cheapest carrier while additionally respecting business shares and freight
agreements.
Another relevant aspect for reducing the number of means of transport, beside reducing the
number of alternatives, is the memory consumption, since in general each means of transport
has its own distance information to represent the possible lanes, which usually is the main
driver for memory consumption during the optimization. The less distance matrices involved,
the less memory is needed for optimization which could lead to a smaller and cheaper server
regarding main memory. If different means of transport are necessary because of significantly
different cost structures but the same distance information, the use of hierarchies in the
means of transport definition is required, where the topmost means of transport should be
assigned to the transportation lane.
5.2 Trailer
There are various ways and use cases to model trailers for a transportation problem, be it
additional transportation capacity when delivering products from a plant/warehouse to the
customers in production or retail scenarios, or be it the dynamic way in freight forwarding
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VSR Optimizer Performance Whitepaper
where complete trailers have to be moved between different locations including changing the
tractor. In general the usage of trailers increases the complexity of the problem significantly,
because there is another dimension of decisions to be taken which tractor has to pull the
trailer, and at which locations should it couple or release the trailer.
In many scenarios there is an alternative modeling possible that has a smaller impact on
performance. If the trailer can be considered as additional capacity for a tour, or has a fixed
assignment to a tractor, that combination of tractor and trailer should better be modeled as
one active resource with the sum of the capacities.
From a performance point of view, trailers should only be used if there are variable locations
for coupling and uncoupling, and when trailers should change the tractor frequently.
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6 Geography
6.1 Zones and Lanes
Each transportation problem requires several locations, at least as source and destination for
the freight units. To be able to transport the goods between the different locations, lanes are
needed, which describe the distance between the location and the time needed, as well as
other costing information for the connection.
To receive good optimization results with meaningful tours, appropriate lanes have to be
defined, but defining all theoretically possible lanes would not be the best solution, in addition
to the effort maintaining all lanes. The more possibilities for connecting two locations exist,
the more alternatives have to be considered during optimization, including all those
alternatives leading to a proven non optimal solution.
We recommend to group locations into zones where inside a zone the locations use distance
information on the most detailed GIS level. Between the different zones only those lanes
should exist where the two zones can be reached directly by each other.
If some lanes would be forbidden (e.g. crossing the ocean by truck) or are not wanted at all
(e.g. small truck for regional deliveries should not be used for global transports), there should
not exist a corresponding lane. This means that only the real required lanes should be
maintained and not everything possible.
Maintaining only the required lanes has two main benefits
The optimizer can concentrate on checking promising routing alternatives. This
results in a speed up of the search process and in better planning results.
The information about the distance and the duration between locations is the
dominating amount of data. If you have n locations you have to handle O(n*n) such
distance information. Reducing distance information significantly reduces the
memory consumption.
Compared to the dividing the problem into sub-problems, you have here a fine grained
instrument to prohibit transportation options that you don’t want to consider.
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VSR Optimizer Performance Whitepaper
Locations with the same reference coordinate should belong to the same zone.
Otherwise they might have different allowed lanes, but the optimizer would use the
lane from the reference coordinate, if it is defined for at least one zone, even if it is
not allowed for the other zone.
If you use reference coordinate you usually will do that with a Geo-Information-System to
extrapolate all the coordinates and distances. Nevertheless you still can override distances
and durations in the maintenance of lanes. For the optimizer it is more memory-efficient to
use GIS and reference coordinates only, because they can share distance information, which
is not the case if distance or duration is specified on the lanes. In this case the optimizer
internally must handle it on location level without sharing of information. For the
preprocessing before an optimization run it is the other way around: Using fixed durations
and distances at lanes is reducing the buffered data in the TM system and can improve the
performance of the preprocessing.
7 Freight units
7.1 Dates and Times
One of the decisions which has to be taken by the optimizer is the time when a freight unit
has to be loaded initially (at the plant, warehouse, etc.) and the time at the destination
location to be delivered. One can maintain hard dates which forces the freight unit not to
violate that dates (e.g. material availability at a production site, it can only be transported after
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VSR Optimizer Performance Whitepaper
being produced), the other option is to use requested dates with penalties for being early or
late, as well as combinations of all. E.g. requested delivery date for a freight unit can be next
Wednesday, Tuesday can be used, but it would cost some penalty as well as delivering late
up to Friday (lateness cost might be worse than earliness cost), but delivering earlier than
Tuesday or later than Friday is not allowed.
We recommend to use cost for earliness and cost for lateness (cost factor can be different)
for at least loading or unloading, where there can be one single point (e.g. exactly 5:00 p.m.)
or an interval (e.g. 2:00 p.m. until 5:00 p.m.) where the freight unit is on time. Without such
costs the freight units can be planned anywhere within the planning horizon and represent
the optimal solution regarding loading/unloading point of time.
7.2 Incompatibilities
Products which are to be transported can have different characteristics. This might be the
packaging type (e.g. pallet, packaged goods or bulk material) or handling type (needs e.g. to
be transported frozen or is a dangerous good). Transporting different freight units with
different characteristics in one optimization run means that different resources and resource
types must be available where usually not every resource is allowed to transport every freight
unit. This is modeled with incompatibilities which forbid, e.g., assigning freight units to
resources or to compartments, to use several transshipment locations (e.g. packaged goods
can’t use a port with only container terminals), or just to transport two freight units at the
same time with the same truck.
Each incompatibility reducing the number of resources or alternative transshipment locations
increases the performance of the optimizer since less solutions have to be evaluated.
Depending on the kind of characteristic it should be considered to split up the problem into
several sub-problems (see above) when the sub-problems are mostly disjoint.
Incompatibilities between different products within a resource reduce the number of tours
where a freight unit can be assigned, but on the other hand make feasible and good
combinations harder to find.
8 Others
8.1 Horizons
The planning horizon represents the interval of time where all transports have to be planned.
This horizon should include all requested dates for freight units (otherwise they can’t be on
time and would always cause penalty cost for being early or late) as well as at least a
subinterval of a hard time constraint for the freight units. Having home bases for resources
(e.g. where the trucks have to return after their tours) one has to ensure that the planning
horizon allows the return trip.
On the other hand, the planning horizon should be restricted to a short amount of time to
minimize the number of alternatives the optimizer has to evaluate. In addition, when having
scheduled vehicles, a shorter planning horizon reduces the number of schedules resulting
from the departure calendar, which furthermore decreases the number of alternatives to
consider.
8.2 Runtime
A frequent question is “how to determine the runtime of the optimization run”. To find a good
runtime for your scenario you need your scenario modeled as completely as possible
regarding features and constraints and you should have the data volume in your system like
you expect it for your productive use.
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VSR Optimizer Performance Whitepaper
Then you first start the optimizer with a very long runtime, perhaps during the complete
weekend. After the optimization run you analyze the progress of the total cost with help of the
explanation tool. Here you should see a fast decrease at the start of the run and a very slow
decrease of the cost at the end. You should use this progression of the cost over the time to
decide, which runtime and solution quality fits best to your requirements.
SAP recommends to start this analysis single threaded with on CPU only. After defining a
good runtime for one CPU you can try to improve the runtime further by parallelization.
9 System Landscape
9.1 SAP Transportation Management-Systems and
Optimization Server
A complete SAP Transportation Management System consists of one database server, one
or several application server(s), the optimization server(s) and maybe some additional
server(s), e.g. for GEO-Coding.
In principal you can install the optimizer on either one of the other servers, for example on the
application server. But you shouldn’t forget that the optimizer will need a lot of CPU power
and memory during an optimization run. For this reason, you have to keep these peaks in
mind when you size your application server. Usually this results in higher costs than
separated servers and you have the permanent risk that an optimization run with a very high
peak can influence your ongoing business on the application server. SAP recommends to
use separated server, especially for productive systems.
For one SAP Transportation Management System one or several optimization servers can be
used. It may be a good idea to start with one optimization server and to add additional
servers when the system grows and more optimization runs must be done in parallel.
On the other side, one optimization server can support several SAP Transportation
Management Systems, which might be useful for development and test systems that can
share an optimization server. There might also be several versions or support pack stacks of
the optimizer on one optimization server. But within the productive environment we usually
recommend to connect one optimization server to only one SAP Transportation Management
System.
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VSR Optimizer Performance Whitepaper
9.2 Hardware
In general each optimization run needs at least on core of a CPU (when running internal
parallelization it would need more cores, depending on customizing) and a scenario specific
amount of main memory exclusively for that optimization run. Depending on the number of
optimization runs which should be done in parallel, the total number of cores and the total
amount of main memory necessary can be estimated. Be aware of the fact that operating
system functions also run on each optimization server. A server with e.g. 4 cores and 8 GB
main memory can run 4 scenarios requiring 1 core and 2 GB main memory each or 1
scenario 4 times internal parallelizes using up to 8 GB main memory. For rough estimations
of the memory consumption we refer to SAP note 1148444, where the latest quick-sizer for
optimizer memory consumption is available.
Selecting the hardware you should focus on two criteria:
CPU-Power
The CPU will mainly influence the needed runtime to solve your scenario in the
requested quality. Therefore you should use one of the fastest available CPU’s. You
can use the SpecInt benchmark for the CPU power at http://www.spec.org to select
the machine. You should mainly focus on the single threaded performance.
Memory and possibility to enhance memory
Like mentioned above, you can calculate the required memory on your machine.
Beside the fact of the currently needed memory, you should additionally check if it
will be possible to enhance the memory in future, if the business volume will increase
or you will need further optimization runs. Usually in today’s hardware the memory is
more restrictive than the CPU power.
Local Hard-Disc
The optimizer should be installed on a local hard disc. You should avoid to load it via
network from other disc spaces. The transfer via network and the possible check of
anti-virus software can slow down the start of the optimizer. We saw this especially
for calls of Scheduling or Proposal, which are usually short.
Beside of that the local hard disc is used for traces. Usually we propose at least 1 GB
disc space. Writing the traces via network could slow down the optimization process.
You can usually avoid to buy expensive fail-safe hardware for your optimization server,
because there is no database on it, so there is no danger of data lost. The load-balancing of
RCC will automatically go to the next optimization server if one server would be down.
So you can benefit a little bit in splitting your hardware for optimization into different smaller
servers. That is in most cases even cheaper than a very large server. On the other hand, you
should plan with enough reserve that the scenarios can be solved on each server, even if the
volume will increase a little.
It is no problem to enhance a running SAP Transportation Management with an additional
optimization server during the live-time of the system. It may even be a good idea to
modernize the optimization hardware after several years to directly benefit from latest CPU
improvements and to save money with better transportation plans.
10 Sum up Recommendations
In this section we shortly sum up all the most important recommendations. The suggestions
are listed by their importance.
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VSR Optimizer Performance Whitepaper
10.2 Memory
From a memory point of view our recommendations are
1) Divide the scenarios into independent sub-problems
2) Model your scenario with as little different means of transport as possible
3) Use hierarchies of means of transport when having the same distance information
4) Use zones and lanes to reduce the required distance information
5) Use reference coordinates to reduce detailed information for long distance
connections
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VSR Optimizer Performance Whitepaper
The same holds true with respect to the objective function of the VSR optimizer. The VSR
optimizer minimizes a cost function made up of freight unit dependent cost (e.g. non-delivery,
earliness, lateness) as well as vehicle resource related costs (e.g. fixed cost, distance
dependent cost, duration dependent cost). The sum of all costs are minimized. Specifying the
“right” cost values is key to finding the desired solution. A simple example can illustrate this
situation. Assume, a customer is served from a distribution center and this customer orders
each day goods corresponding to the size of a half-full truck. Then the system may either
propose to deliver daily to the customer, which is not very efficient with respect to vehicle
utilization or the system may propose to deliver every other day, which is efficient with
respect to vehicle utilization, but less good with respect to service level of customer
deliveries. The VSR optimizer can create both solutions, but the one presented to the user is
governed by the cost setting. The first solution is chosen in case vehicle costs are small
compared to freight unit dependent costs (earliness/lateness), while the second solution is
chosen in the opposite situation.
Depending on the scenario, you may prefer either one. To understand the impact of different
cost settings on the behavior of VSR optimizer is key to set up a planning scenario. Thus, it is
important to clearly understand the planning objective and set up the system accordingly.
Other decisions that may be influenced by different cost settings are, e.g., consolidation vs.
direct delivery.
To validate the conceptual correctness of the VSR optimization solution, it is recommended
to test based on a rather small scenario, because in this situation, the (human) planner has a
chance to validate the result with a manual solution. This may no longer be possible, once
too many freight units, vehicle resources and constraints are to be respected.
However, at the same time, it is important to validate the performance of the optimizer on a
realistic scenario (volume-wise). The planning problem is a hard optimization problem and
therefore may require a reasonable amount of time to end with a business acceptable
solution. It is important to note that not only the time to calculate a reasonable solution within
the optimization engine, but also the retrieval of relevant information (e.g. distance matrix)
from the SAP Transportation Management System application may require a significant
amount of time.
Finally, it is important to keep in mind that the VSR optimizer does not solve everything, but
the performance and solution quality may be significantly impacted by decisions and settings
you have done outside of the VRS optimization domain. The most important topic to mention
here is freight unit building. Freight units are the incoming objects for the VSR optimizer. Your
decision on e.g. split values can severely impact the behavior of the optimization engine. Just
think about the combinatorial effect of creating freight units per individual pallet compared to
creating freight units in multiples of 10 pallets. It is strongly recommended to do as much
consolidation as possible already at freight unit creation.
Similarly, you should avoid defining individual means-of-transports per carrier. Carrier
selection is done by a separate optimization engine and you should avoid trying to code the
carrier costs into your means of transport specific costs. The VSR optimization is
conceptually more aimed at finding the right means of transport (FTL vs. LTL, or truck vs.
rail), while the decision which carrier to subcontract is made in a separate planning step
thereafter (of course, the transportation management application allows you to define
planning strategies executing this individual steps sequentially without further user
interference).
As planning and optimization is recognized a non-trivial topic, SAP has set-up a consulting
offer to help customers in modeling their scenario and trying to find the right cost settings.
Details of this offering are described in SAP note 1143744.
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VSR Optimizer Performance Whitepaper
Mem Overall
Distance
# Delivery Parallelization consumption Peak
# FU # MTr Matrix
Locations (# of cores) Distance Memory
Entries
Matrix [KB] [KB]
15000 1000 5 2 5,035,060 1,155,507 4,049,592
15000 1000 5 4 5,035,060 1,155,507 4,146,084
15000 1000 5 8 5,035,060 1,155,507 5,502,088
15000 1000 5 16 5,035,060 1,155,507 8,194,488
Mem Overall
Distance
# Delivery Parallelization consumption Peak
# FU # MTr Matrix
Locations (# of cores) Distance Memory
Entries
Matrix [KB] [KB]
2000 100 5 2 53,560 12,292 1,762,660
2000 200 5 2 207,060 47,519 1,822,208
2000 500 5 2 1,267,560 290,895 2,250,320
2000 1000 5 2 5,035,060 1,155,507 3,349,464
2000 1500 5 2 11,302,560 2,593,849 5,187,944
Mem Overall
Distance
# Delivery Parallelization consumption Peak
# FU # MTr Matrix
Locations (# of cores) Distance Memory
Entries
Matrix [KB] [KB]
1000 1000 5 2 5,035,060 1,155,507 3,619,812
1000 1000 10 2 10,070,120 2,311,014 5,474,572
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VSR Optimizer Performance Whitepaper
Mem Overall
Distance
# Delivery Parallelization consumption Peak
# FU # MTr Matrix
Locations (# of cores) Distance Memory
Entries
Matrix [KB] [KB]
1000 1000 25 2 25,175,300 5,777,535 10,122,452
1000 1000 25 4 25,175,300 5,777,535 10,950,628
1000 1000 25 8 25,175,300 5,777,535 12,530,468
1000 1000 25 16 25,175,300 5,777,535 13,752,936
Runtime
# Delivery Parallelization
# FU # MTr First Solution
Locations (# of cores)
[s]
1000 1000 5 2 768
2000 1000 5 2 1468
5000 1000 5 2 3810
10000 1000 5 2 10047
15000 1000 5 2 18056
Runtime
# Delivery Parallelization
# FU # MTr First Solution
Locations (# of cores)
[s]
15000 1000 5 2 18056
15000 1000 5 4 13842
15000 1000 5 8 9173
15000 1000 5 16 10095
Runtime
# Delivery Parallelization
# FU # MTr First Solution
Locations (# of cores)
[s]
2000 100 5 2 862
2000 200 5 2 903
2000 500 5 2 1077
2000 1000 5 2 1437
2000 1500 5 2 2075
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VSR Optimizer Performance Whitepaper
Runtime
# Delivery Parallelization
# FU # MTr First Solution
Locations (# of cores)
[s]
1000 1000 5 2 1173
1000 1000 10 2 1959
1000 1000 25 2 2949
Runtime
# Delivery Parallelization
# FU # MTr First Solution
Locations (# of cores)
[s]
1000 1000 25 2 2949
1000 1000 25 4 2752
1000 1000 25 8 2303
1000 1000 25 16 2391
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