436 Chapter 14. Vehicle Routing Applications in Disaster Riot [68] B. VrTORIANO, T. ORTUNO, AND G, TIRADO, HADS, a goa! programming based Dumanitarian aid distribution system, Jouenal of MuktiCrieria Decision Analysis, 16 (20), pp. 5-64 [69] S. WoHLGEMUTH, R. OLORUNTOBA, AND U. CLAUSEN, Dynamic wchicle rot ing with anticipation in diester reli, Socio-Economic Planning Sciences, 46 2012), pp 261-271, [70] W.¥1 AND A. KUMAR, Ant colony optimization for disaster relief operation, Tran- portation Research Part B: Logistics and Transportation Review, 43 (2007), pp. 660- 672, [71] W.YLANDL. Szpaman, A dynanic logit coordintin mode fr etention and apport in dcserrspore aoe, Europea Journal of Operational Research, 179 (2007), pp. 1177-1193, (72] J. 2H, J. HUANG, D. L1U, AND J. HAN, Resorcs allocation problem fo local reserve depots in disaster management bused on scenario ana inthe 7h Inter ational Sympesium on Operations Research and its Applications. Lijiang, China, 2008, pp. 395-407, Chapter 15 Green Vehicle Routing Richard Eglese Tolga Bektas 15.1 » Environmentally Sustainable Routing “Transport services enable economic growth but at these tim hare naive envio mena imps including land use, Cnenfone Gas (GHG) emissions polition, nos, ‘Summe op and or eles onthe econytem such saci in, According tothe TERM 2011 Report published by te European Environment Agency aport(nladinginter tutional maine) eontibuted 244 ofthe overall GHG emisionsinthe EU? countries in 209, wth road anspor accounting for 17% ofthe tal GHG emisions ee Viste (i. "Thecus of thischper ito review and eplre anew anda rowing Line of reach sel gre logics and in particular “en” veil outing, which sims to min tine th harmful elfetso ranportation onthe enviroment, The main concen of his Chapters tolookat well rouigmodels wher environmental ime setae ints Ceunt on op ofthe normal economic ses primarily tan operational level of deeson taking. Emphasis willbe placed on modeling rater than solution method hich re site modiftations of esting methods covered cbewberein tht book Tworcated ars efresch whieh fllunder the broad aes of een lofts namely rowing of ards traci and waste collection, wil be excluded fom thi chapter Gee ge Ghana 29). Alnogh problems arsngin such content are elatedtothe environment, thea srdsor eyeing auesareasocated wih the commodities belg tanapored xe thn thecavirnmental ts of eansporcion prs, We ferns ees othe gt tral surveys by Siti and Egle [0] and Dekker, Bloembo, and Mali (12) for other ‘spesl problems not covered here. Similly. we donot cover the road eld of geen SXpply ein management, which encompass» wide variety of actives rom produce ‘ksi and material souringto manufacturing and remanfacrngbu clay beyond the scope ofthis caper Interested readers can lero Srivastava [52] fora review ofthe Titratte on green supply chain management. 437Chapter 15. Green Vehicle Routing 15.1.1 « External Costs of Transportation ‘The environmental damage caused by transportation activities has long been recognized since the 19505 (ee McKinnon (40), although no significant work addressing cis issue was done until the early 2000, ‘The most prominent environmental impacts of freight transportation are as follows: ‘+ Atmospheric emisions, This is due to combustion engines used in goods vehicles ‘which, while converting fue into energy, emit pollutants such as CO, COs, NO, and particulate matter. These pollucant have arf effects on humans (eg. ree piratory problems and asthma) and che environment (eg, acd rain and summer fog (Gee Cullinane and Edwards [11), [Noise pollaion, ‘The three sources generating noise are propulsion, tyre/eoad conta, and aeeeration (se Cullinane and Eavaeds (11). Noise from 8 vehi eles power unit comprising the engine, ai intake, and exhaust becomes deminane 4 low speeds of 15-20 mph and at high aceertion rates of 2m see? Gee Knight, cx) [37). Annoyance, communication dius, and loss of sleep ae some of the negative consequences on human life, although road vibrations caused by very heavy vehicles might also damage the neighboring builings over ine. ‘Accidents, Road traffic accidents are responsible for personal injuries and dest. ‘McKinnon [40] identifies nine fctrs as being ertical for reducing the externalities of logistics activities. ‘These are modal split, average handling factor, average length of haul, vehicle utilization (erage payload and empty running), energy elfiiency, emis- sions, other externalities which cannot be measured through energy Use (noise and cident), and monetary valuation of externalities. Although iis in general, diffu to calculate the exact external costs of transportation, estimations exist. For intercity truck freight transportation, Forkenbrock [26] proposes four general types of costs: accidents, emissions, noise, and those associated with the provision, operation, and maintenance of public faites. Forkenbrock [27] present a similar analysis for freight rains and come pares this to external costs of trucking, The general conclusion ischat the external costs of trucking ae over three times that of freight trans (Of the cifferent types of externalities mentioned above, a review of the emerging le erature on “green” vehicle routing shows a inereasng end in looking at emissions and fuel consumption and their minimization in operational rote planning (ce Fglese and Black [18). This isnot surprising given the detrimental consequences of GHG emissions, ‘by-product of fuel usage, not to mention the implications of felon the economy. We how fur our attention to this body of research and ist show how fuel consumption and emissions can be estimated, and then discuss how they can be accounted for within the traditional approaches forthe VRP. 15.2 » Fuel Consumption and Emission Models for Road Transportation “The amount of CO, emitted by a vehicle diety proportional to uel consumption. Inthe terror, two ways to estimate fuel consumption for vehicles have ben suggested: ‘on read mensrement, which are based on faltime collection of emissions data ona ning vice, and anabia al constonption (or emison) models, which estimate fel consumption bass ona variety of vehicle, environment, and waffle parameters, fick as vehicle peed, loud an aceeerton. Inthe sction, webriey review some ofthe 415.2, Fuel Consumption and Emission Models for Road Transportation 439 analytical models described in the literature. ‘The reader i refered to Ardekani, Haves, and Jami [1], Esteves Booth etal. [21], and Boulter, McCrae, and Barlow [6] for general ‘eviews of vehicle emission models. Analytial models for fuel consumption ean be broadly classified into thee clases, namely () emission factor models, (i) average speed models, and (i) modal (including instantaneous) modes (se Esteves Booth eta. [21). Emission factor models are the sin plest in form and are used at a macroscale level (regional or national emission estima tions), particularly when data related toa vehicle's journey are limited. These models use an emission factor often expressed per unit of distance, Average speed models ae speed related functions to estimate emissions at a road network sale and do not include detailed ‘enough parameters fr an analysis a a microscale evel, Finally, modal models operate at «higher level of complexity, specific enough for use ata microscale level and wee detailed inputs, suchas acceleration and road gradient, which ae drawn from running vehicle ‘engine even on a second by-second basis. As emission factor models are rather simplistic with major disadvantages such as their inability to represent driving cycles with good ac- curacy, we will estrice our review below only tothe ast two clases of models but refer the interested readers to Esteves Booth et al [21] fora detailed exposition of emission frctor models 15.2.1 « Average Speed Models Inthis section, we will present two models for estimating emissions which are primarily based on speed andar obtained using regression techniques. Theis of hese ise tothe MEET repore published by the European Commission (ace Hickman etal. [31] where theauthors present the following general expzesion tcalculate the rate of emissions E(o) (g/km) for an unloaded goods vehicle on a road with azero gradient as a function of the average speed v of the vehicle (km/h): (5) Bo)=Gt lori tho 4G lorGler tir where are predefined coeficients for diferent types of vehicles clasified according totheir weight. The MEET report describes similar functions for correction factors for additonal aspects, such as gradient and load, to be applied to E(v). Asan example, the rate of emissions according tothe MEET report fora vehicle of essthan 3.5 connes weight is given by E(w) = 0.06170" 7.82270 4429.51. Another average speed model, namely ‘COPERT described by Ntziachrstos and Samaras [42], i similar to the MEET report in that ie also describes an emissions model based on regression with speed asthe primary determinant. The COPERT model describes two models for estimating emissions, to be used for vehicles of different classes and speed ranges. In particular, if the vehicle speed 10 €[0,2"] fora given v', then £(0) = Ku"; otherwise E(o) = K +av-+ be. Asan example, for a vehicle with weight between 3.5 and 75 tonnes, E(») = 1425.20°2" if US" =47 km/h, and E(w) =60.12—0.04300 + 0.00820" otherwise. instantaneous Models "The models in this category only deal with *hoe" emissions, Le, exhaust emissions of stunning engine, and aim to estimate emission rates ofan operating vehicle for short time intervals of its driving cycle, eg, ona seond-by-second basis. As these models require ‘deailed and precise measurements for an operating vehiele, which are often difficult and costly to collec, these models have een claimed to be of restricted use tothe research440 CChapier 15. Green Vehicle Routing community Ge Boulter, MeCrae, and Barlow (6) Below, we review some ofthese mod ek ‘An energytelated emisions estimation mode, ile the instantaneous fel consomp- tion model, or instamaneors model in sort, is described by Bowyer, Biggs, aul Ake lik [7]. The model wses vehicle characteris suchas mass, energy, fen para ters, deg force, and fuel consumption components associated with aerodynamic drag nd rolling resistance and approximates the fel consumption per second. The model ‘mes that change in aceertin and deceleration evel cut within a one second ime interval. The instantaneous models a+ Ro BMav/1000. for R,>0, wa pa[fPAseriaestim oe ‘where fs the fuel consumption pe itso (ml) rs the constant fel consumption tate ofan idlerunningengine (m/s), and ithe total ctv fore (kN =talonewtons) required to move the vehicle and cleulated asthe sum of force induced by drag neti, nd roa grade, In this function, isthe fuel consumption per unit of energy (nk) Sand By isthe fel consumption per uni of energy acceleration mak nf). The grade force R, is further calculated as R, = b + yu" 4 Ma/1000-+ 48100000, where by is the rolling dag fowce (eN), yi the rolling aerodynamic force N/(on/) a instant heous acceleration (y/2) ithe otal vehicle weight eg,» isthe speed (ns), 8 isthe peteent grade and g = 951 (o/s) ie the aceleraion dco gravity. The model operates 5a microscale level and i beter suited for short rip emission estimations. Although this version of the model presented above doesnot use maeroleve aggregated) data sch 8 the numberof stops, an aggregated version suitable for longer journeys a well sa ‘more detailed version for more acurate estimations abo sppeat in Bowyer Biggs, snd “Algelie[7} The three versions dif with espect othe numberof parameters required for eimation| ‘Amore Comprehensive Modal Eminsions Modeling (CMEM) is described by Scora and Barth [51], and deal for heavy vehicles (vebiles with a maxim operating mass of 11794, or above) are given i Barth, Younlove, and Sora [3]. According to thie ‘mod, he fel rate (gs estimated by the following expression (53) FR=AENV + Piaf, where ds uekzoair masrato, kit the engine friction factor, sthe engine speed, V is the engine displacement, P isthe secondbyesecond engine power output (kW) isan of ficieney parameter for diese engines, and x sa constant. Engine sped Nis pproxinated bythe vehicle sped o/s) tN = S(R(L)/R(L,)}o, where Sr the engine speed vehicle speed ratio in top gear Ly, and R(L) ithe gear ratio in goat = Tym. The engine power output P, on the ater and, isealeuated as P= P/n, +P, where, isthe vehicle Cleve tain efficiency, and P, isthe engine power demand asocated with runing loses fof the engine andthe operation of vehicle accessories such as usige of airconditioning. “The total retve power requirement placed on the vehicle a the wheel ishown by ?, (GW), whic i farther called 8 olows: (54) P= (Mla +i gsin8-05Cypdv? 4M gC, cos8)e/ 1000, Assen from (15.4), P, dependsona variety of parameters, includingsirdensiy p (ey/, frontal susface are the vehicle d (n’) coefcients of aerodynamic deg Cand elling resiance C,, in adtion to those already defined above. 15.3. Minimizing Emissions in Vehicle Routing aa “To givethe reader an idea ofthe way in which some of these emission models behave, ‘we present Figure 15.1. This figure shows the total amount of fuel consumption fora (350k vehicle traveling ona diseane of 10k inthe vertical axis estimated by MEET and ‘CMEM, with values of speed varying from 20-110 km/h and assuming 2er0 accelerstion and road gradient LE Bom Ty) Sent nh) Figure 15.1 Change offre consumption with pod ‘The rwo curves shown in Figute 15.1 are cypeal ofthe behavior of fuel consumption vs. speed and show an “optimal speed which minimizes the total consuraption. "The shape ofthese curves changes with factors such as vehicle type, weight, acceleration, and road gradient. The reader is refered to Demir [13] and Demi, Bekta, and Laporte [14] fora numerical comparison ofa number of such models. 15.3 » Minimizing Emissions in Vehicle Routing ‘A firs line of research i accounting fr emissions or fuel consumption in the VRP ini: tially sarted out by looking primarily a vehicle weight as the sole determinant of emis sions and the optimization thereof. Later work focused on speed optimization, mostly in ‘combination with vehicle weight alshough « number of papers have taken into account ‘other factors a well. Some work alsa looked a che effet of time dependency. This ec tion will review the work along chese lines and will use the classifcation presented in ‘Table 15.1 as the basis ofthe structure ofthe review. The models presented inthe remainder of the chaper wil use the following notation. ‘We are given a complete undirected graph G=(V,4), where V = (0...) isthe set of nodes, isa depot, and A= ((i,/):1,7¢ V and ij) isthe set of ares The distance from #10 jis denoted by d. A fixedsize feet of vehicles denoted by the set Kis available, And each vehicle has capacity Q. The set N = V\0) isa customer set and each customer TEN has a non-negative demand q, a8 well atime interval [4,,0,]in which service of 5, time units long must commence, 15.3.1 « Time-Independent VRP ‘Time independency in the context of the VRP implies an assumption thac the problem clata in particular travel times between pairs of nodes, does not change wich time. In thisChapter 15. Groen Vehicle Routing “Table 15.1 Clasifcaton of roen”oehice owing epee Tienes Kuo [38] Fglese, Maden, and Slater Kara, Kara, and Yeti [36] hie Ri Tavares eal (54] ‘Maden, Bglese, and Black Speed fixed ‘Suzuki [53] (9) Ubeda, Arcelus,and Faulin Conrad and Figliozzi [9] (56) Fighiozsi [24] Sina oo caamsigepy Pom aa Dai Bay od oe int section, we review studies on green vehicle routing where this assumption is maintained. In accordance with the classification presented in Table 151, we frst review approaches, assuming constant speed inthe next section and then look at those with variable speed in the subsequent section. 16.3.1. - Constant Speeds Kara, Kara, and Yetp [36] introduce the Energy-Minimizing. Vebicle Routing Problem (EMVRD) as an extension of the Capacitated Vehicle Routing Problem (CVRP), where 8 weighted load function (load multiplied by distance), rather than just the distance, is ‘minimized, ‘The authors present a model for this problem that is based on a low for ‘mulation of the VRP witha loadbased objetve function derived from simple physics. Xiao etal. [59] present a similar but slightly extended version of the EMVRP by facor ing the fuel consumption rate of a vehicle, defined primarily with respect to the weight ofthe vehicle into standard flaw-based CVRD formulation. The authors also propose ‘solution algorithm based on simulated annealing for chs problem and report compute tional results on benchmark instances. Neither Kara Kara and Yet (36) nor Xiao eal. [55] consider speed asa factor inthe development of their models and do not assume any time-window constraints. Palme [43] extends this line of study by presenting an inte tated touting and emissions model for freight vehicles snd investigates the role of speed In reducing CO, emissions. The model uses known Veicl Routing Problem with Ti Windoxss (VRPTW) heuristic as a black-box solver to produce the routing plans within the model, where speeds, a wells aceleration and deceleration, are inputsto the model rather than optimized outputs. Testing the approach on a case study of grocery storesin the UK concerning home deliveries, Palmer [43] finds that an average saving of 4.8% in 45.3. Minimizing Emissions in Vehicle Routing 443 €O, emissions ean be achieved over routes that only minimize vime, but atthe expense ‘of an average increase in timeby 3.8%, A smaller siving of 1.2% in CO, emissions can also be obtained on average compared to dstance-minimizing routes, but a the expense ‘of a 2.4% increase in distance. The work by Palmer [43] is the frst ro look atthe elec of. speeds in vehicle routing planning, although his approach does not optimize speeds but rather uses chem as fixed inputs for ealelating a matrix of "last cost” routes where cost ‘ight correspond to emissions. His approach does nat account for vehicle loads either. ‘Suzuki [53] presents cree formulations for asingletruck routing problem a variants cof an astignment-based formulation of the TSP with time windows. ‘The fist ofthese formulations minimizes the cea distance traveled, The other two both aim to minimize fac consumption, bt differ in the way in which cis quantity is estimated, In particular, the second formulation calculates fuel consumption asa function ofa vehicle's speed, wheres inthe tied formulation itis measured by payload and waitingtime at customers. Inthisapprotch, the vehicle's fuel consumption rate (mpg) has been modeled through the regression function inthe form of (15.1) with Z..-,Q = Oand gC, estimated 38 282 and 0.07, respectively, based on dita provided by US Department of Energy in 2009 on heavy. dluty tucks, The vehicle speedo is provided as an exogenous parameter. ‘The second Formulation uses similar funtion to estimate fuel consumption, but has payload instead cof sped, Simulation results provided by Suzuki [53] indicate chat the third formulation yields the highest savings in fuel consumption, suggesting that delivering heavy items ‘alier om in a tours worchywhile in reducing fuel requirements. Pradenas, Oportus, and Parada [44] extend the modeling approach put forward by Bektas and Laporte [5] tothe VRP with backhaul, in which customersare either of type linehaul ot backhaul, and, in each route, che latcer type should be served only after the former have been visited. A mixed integer programming formulation ofthe proble presented, although the problem itself has been solved using a scatter search algorithm. ‘where speeds ae treated as constant. Computational results obtained on standard bench ‘mark instances suggest chat savings of round 2% in GHG emissions canbe obtained atthe expense ofan increase of 2-85 in operational costs. An interesting feature ofthis study isto incorporate cooperation among transport companies asa means to reduce emissions and use Shapleys value ro caleulste the valve ofa coalition. ‘Case studies wring time-independent approaches for fuel and emission minimization in the context of vehicle routing have been presented by Tavares et al. [54] and Ubeda, Acelus, and Fauln [56]. The former study is based on opsimization of municipal solid ‘wast in Cape Verde with an aim to minimize fuel consumption, the estimation of which iedone through the use ofthe emissions funetion deseribed in Neziachrstos and Samaras [12], For short-distance waste collection, the auchors report fuel savings of 9%, which implies only a small inrease of 0.2% in the distance traveled. As for long-distance waste collection, savings of 52% canbe achieved in fel but at an increase of 34% inthe distance traveled, ‘The latter study looks atthe use of emission factors in planning routes of a fet of trucks fr food delivery, using models for the Capactated VRP or VRP with backhaul and reports savings of around 25.5% in CO, emissions and around 30% inthe distance covered using the proposed approach, but cis is primarily due to cutting down. the number of routes by about 43%. A similar problem concerning waste collection is ‘described by Ramos, Gomes, and Barbost Pévoa [47] and is modeled asa mulidepor, ‘multiple poduct VRP and solved through a multistage method. In a scenario where ‘only vehicle routes are optimized, the authors report savings both in CO, emissions and distance traveled, reduced by 20% and 23%, respectively, over the currently employed solution,Chapter 18. Groen Vehicle Routing 15.8.1.2+ Variable Speeds Assuming each road sement isa server to which vehicles ave ata certain rte, Van Woensel,Ceten, and Vandal [57] show how queueing models could be sed ode scribe raf Hows and to calculate emisions using the MEET emission fneton, Their resus show that constant sped, a simon commonly mde inthe VRP lear, Can he misleading and least an underestimation of emission, particulary under con. testion when speeds are lower. "These resus also gues tht speed play fundamental Tole in reducing enisions and hence shouldbe optimized long wth ead, within the rout planning “This i precy the approach taken in Bektay and Laporte (5} who presen the Pelion Rontng Problem (PRE) asm extension ofthe casi! VRPT. The PRP con- sito outings numberof vehicles to serve ase of cstomers within preset time win- dow, and determining thee peed on each route ape oat to sinize a fncion comprising uel cmiston, and driver costs The emison anton wed within the PRP irene CMEM dese by Barth Younglvs and Sors [3], and fers from previous ‘work in that allows ne to optimize baton and speed a well aco account forthe ef Iecof, among oer parameters acceleration and oa praet. The modeling approach proposed in(3]asumes wei of ery weight w and carying load f, traveling at Eonstant sped © on given at of lngth dee Figure 15.2) and proposes to etna ovine ung the olowing formal (5) Pe Pdjo (5) % (abgsind + gC, cosOXw4 fd (57) +(OSCyAp)era. a eee a Leo eRag Ripa aes “The expesion (5.5) is divided into two terms: (15.6, which shows the part of mi: sions ince prtarly by total vbile weight wf, and (15.7), which shows the other par fundamentally induced by speed v. Ths divide wl ter be reflected in the integer Tineae programming formulation. ‘Aa integer programming formulation for the PRP works with «disci speed function debned by ast R of nondecreasing sped levels 8 (7 = yl) Beka and Laporte [5] and Demis, Beka, and Laporte (15). Binary variables», are equal to 1 if and only if ae (,/) sppena in solution, Continsous variables fi soprenne the cotal amount of flaw on each ar (i,j) € A. Continuous variables 7, represen the time at ‘which service tarts at node j © N Moreover, o represents the total time spent on a route that has anode j € Nasa visited before rexuraing tothe depot. Fal, binary variables 2 indicate wheter of not arc (jj) € Ais traversed ata sped level. Bektas and Lapor [5] provide illustrative example sto the difference load snd speed make in 15.3. Minimizing Emissions in Vehicle Routing 445 recicng the emissions, with respect to time-window restrictions and customer demand distribution, propose a non-linear mixed integer mathematical model for the problem, and show how ie could be linearized, An integer linear programming formulation ofthe PRD is shown below: os, at (5 minim D ghia, S518" es % (159) + ZX gwrdaydys; ' oe «aso + De edihy ro im as. + Lohr eet ie mt (5.1 + Dee, as) se Dy =I (5.1 Da= Vien, (515) Tay Vien, 05:19 Dir drm Vien, as.) 45) $y Q-asy VDA, (5:18) TT 44+ Ddya/0" Kills) Vie fem iZi, (5.19) astish Vien, (1820) 145-0, + Doel” ] R.G. 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ZHAO, IL KAKU, AND Y.XU, Development ofa uel consumption opt ‘mization model for the eqpaciated vebicle routing problem, Computers &¢ Operations Research, 39 2012) pp. 1419-1431, 2echelon vehicle routing problem (@EVRP), 12,21 2E-VRD, we echelon vice ‘outing problem (2 RP) |ACO, se ant colony optimization (sco) ACVRE, se asymmetric apactate viele routing problem facvnry dae lege neighborhood search (ALNS), 90,94, 97,105, 142, 168 171 17, 202,230,244, 316, 325,46 dapsive memory programming (AND), 94, 165,243, 248,258, 2863 sddtve approach 2, 178,282 |ALNS, se adaptive lage neighborhood search (ALNS) AME, se aapive memory programming (AMP) anteolony optimization (ACO), 99,92, 150, 168 71, 206, 244, 282,279, 86, 38 AD, asigament problem (AP) sxc routing problems, 8,274, 336 ssgnment neighborhood, 198 sssignment problem (AP), 3,38, "252 329,329, asymmtrie capaitated vice outing problem (ACVRM, 3,37-44, 4 180,28, asymmetric trelingsalesman problem (ATSP), 43, Index 132,281 asymmetic vehicle routing ‘problem with Baekhans(AVRPE), 2 ATP, se asymmetric eaveling Salesman problem (arse) AVRDB, se ayminetre vice routing problem with ‘backhaul (VRB) benatching, 39,41 BB, se ranch and-bound (88) BC, se brancandcu (BC) CP, ebranchanducand-price (wer) ‘benchmark, tet problems ‘Benders! decomposton, 16, 198-200, 217 biobjectie vehicle routing problem, 451 binpacking problem, 4, 48,51 Mee 1p, webranchand price (BP) branch nkbound (5), 37,385 46,120, 123,130, Bt, 142,174 219,278,282 branch and ut (BC) 4 42,46, 52, 60, 65,74, 122,131, 163,19, 15,199,207, 231,232,278 22,364, 99 branchanou- and price @®CP), 375,89, 669,74 123,130, 19,169,175, 234,246,258, 25,402 branchanl price (BP), 123, 182, 151, 175, 20,23, 258, 284, 285,320,390, 399 bundle method, 128 459 «apaitated profitable tour problem (CPTP) 13, 2 capacated vehicle roucing problem (CRE), 3,9, 14,37-53,59-83,91, 94,119,120, 150,17 233,242, 246,247,255, 300,42 eapcity constrains 8, 14 38, 46, 48,51, 124,124, B, M471, 13,233,285, 318,332,386 eapaciy eu cons “1 (©0Ce, se capaity cut constrains (0c) (0G, sco generation (CG) clusterfin, ute second, 200, 204, 364 chsteed vehicle routing problem (CloVRP), 23 (CHV, se clustered viele routing problem (clovith) columa generation (CG), 8,37, $547,394.60, 64,65, (69,74, 75,99, 120,123, 150, 175,300,202, 20, 233,47, 282,288,285, 321, 364,388, 449 comb inequaliies/eus $8, 82, 1 ims (COC, comms flow, 4133, 171,414 onsten vehicle routing problem (ConVRP), 22 comsrasivefeonsristion seorichme heuristics, 83,95, 135, 149,163, 168,190,171, 174, 176,