# Optimal Routing and Scheduling in Transportation: Using Genetic Algorithm to Solve Difficult Optimization Problems

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1 By Partha Chakroborty Brics "The roblem of designing a good or efficient route set (or route network) for a transit system is a difficult otimization roblem which does not lend itself readily to mathematical rogramming formulations and solutions using traditional techniques".given the imortance of devising faster methods to obtain otimal/near-otimal solutions to the routing and scheduling roblems a lot of work has been going on to develo such techniques using new tools like Tabu search, Simulated annealing, Ant Systems, and Genetic Algorithms. Otimal Routing and Scheduling in Transortation: Using Genetic Algorithm to Solve Difficult Otimization Problems 1. Introduction Whenever an organization, in the business of roviding mobility, is entrusted with moving goods and eole a natural question that arises is how efficiently can that organization rovide the services. This basic requirement of efficient mobility of goods and assengers gives rise to, among many other things, the subject areas of otimal routing and scheduling. In the following sections the roblems of otimal routing and otimal scheduling are exlained. Finally, how these otimization roblems, which are often difficult to solve using traditional otimization tools, have been solved using genetic algorithms are exlained. 2. The Otimal Routing Problem The roblem here is to find a ath which achieves some re-defined urose and is desirable (i.e., it is otimal or good in some way). There are two major classes of routing roblems, namely the vehicle routing roblem, and the transit (or bus) routing roblem. Figure 1, for examle, shows a art of the Vishakaatnam road network with the bus route system suerimosed (in urle); the job of otimal transit routing would be to determine such a bus system which is otimal from various different standoints (described later). The sheer number of different ossible routes and various different constraints reresenting Figure 1: Vishakaatnam road network with the bus routes. 29

2 several resource limitations make the develoment of such a bus system difficult The vehicle routing roblem The vehicle routing roblem refers to all roblems where otimal closed loo aths which touch different oints of interest are to be determined. There may be one or more vehicles. Generally the oints of interest are referred to as nodes; further, the start and end nodes of a route are the same and often referred to as the deot. Broadly, there are six sub-classes of the vehicle routing roblem; these vary from one another deending on the node and vehicle roerties. Historically, many of these roblems have secific names which have been used here. These roblems are described briefly in the following text. The traveling salesman roblem (TSP) In this case a single vehicle has to visit a set of nodes exactly once before returning to its starting osition. Such roblems imlicitly assume that the sum total of demand for services at the nodes is less than the caacity of the vehicle, or alternatively the caacity of the vehicle is not material to the roblem. In this case otimality of a route is measured in terms of minimum route length. Practical examles of the TSP include lanning the route for a courier who tyically has to visit certain homes / houses in an area; other examles include that of develoing a reairman's route, or that of a doctor making house calls. More imortantly the TSP often forms a sub-roblem of other vehicle routing roblems. As an examle of the TSP, Figure 2 shows two ossible routes of a courier serving five offices. Both the routes are viable or feasible; yet it is clear that the route shown in (b) art of the figure is desirable (when comared to (a)) as the length of the route connecting all the five offices is less than the length of the route shown in (a). The urose of TSP algorithms is to find that route which offers the least length (or at least find a route which from a ractical stand oint is as good as the minimum length route). The TSP is a difficult otimization roblem as the number of feasible routes (from which the best is to be found) increases at a very fast rate with the increase in the number of nodes. Nonetheless, some exact algorithms exist (see Padberg and Rinaldi [35]) which solve the TSP using olyhedral cutting lane rocedures. However, the comutation effort is extremely large and the rocess comlexity (i.e., the comlexity of the algorithms and their imlementation) is rohibitively large. Similar observations are made by, among others, Chatterjee et al. [16] and Hasegawa et al. [24]. It is not surrising, therefore, that even with the existence of exact algorithms, ever more efficient heuristics continue to be develoed and reorted (among the recent ones are Hasegawa [24], Ugajin [45], del Castillo [18], etc.). Most of the recent heuristic algorithms are based on what Fisher [21] calls artificial intelligence techniques, like Tabu search, Simulated Annealing, Neural Networks, and Genetic Algorithms. The single vehicle ick-u and delivery roblem (SVPDP) This roblem is similar to a TSP excet that, each node is either a ick-u node or a delivery node; further, there is a one-to-one, one-to-many, many-to-one, or many-to-many relation between Figure 2: The TSP; (a) a feasible ath through 5 nodes, (b) a better and feasible ath through the same 5 nodes. 30

3 the ick-u node set and the delivery node set. Obviously, a sequence of nodes where a delivery node aears before its corresonding ick-u node is not a valid route. As in the TSP, each node can have different service requirements. Such roblems arise in situations where intracity courier service ersonnel must ick-u and deliver mail among various offices in a city, or in situations where a garbage truck must leave from deot collect garbage, deosit it at a dum and then return to the deot, etc. Route length is an imortant otimality criterion in such roblems; however, the riding time of goods (or eole) between the ick-u oint and the delivery oint can in some cases be the otimality consideration. This roblem is sometimes referred to as a traveling salesman roblem with recedence constraints because there are constraints on how nodes can be ordered (a ick-u node must be before the corresonding delivery node). Single vehicle ick-u and delivery roblem with time windows (SVPDPTW) This roblem is same as the SVPDP excet that there is a time-window associated with each node. The vehicle serving a articular node must visit that node within the stiulated timewindow. In this roblem, therefore, a sequence of nodes cannot be considered as a valid route if (i) a delivery node is visited before its corresonding ick-u node, and (ii) a node is not visited within the secified time window. A good examle of this roblem is the dial-a-ride aratransit system where individuals ask the service rovider to ick them u from a certain oint within a certain time and dro them off at another oint within a certain time window. The total route length is an imortant otimality criterion in these roblems. Riding time is not as imortant since satisfaction of time windows imly, to a certain extent, the satisfaction of users from the riding time ersective. Much less work (as comared to TSP) has been reorted in the last two tyes of vehicle routing roblem, namely the ick-u and delivery roblem, and the ick-u and delivery with time window roblem. Savelsbergh and Sol [41] and Renaud et al. [38] make similar observations. As earlier, even though there are some exact methods (like Kalantari et al.'s [26] branchbound rocedure for ick-u and delivery roblems and Psaraftis' [36] dynamic rogramming rocedure for SVPDPTW) their alicability is limited owing to their comlexity. Hence, heuristic solution techniques continue to be develoed. Among the recent ones are Moon et al. [32], Renaud et al. [39,38], and Gendreau et al. [22] for the ick-u and delivery roblem and Calvo [6], and Nanry and Barnes [33] for the ick-u and delivery roblem with time windows. Multile vehicle routing roblems It is conceivable that in each of the above cases, the total of the services (or goods) demanded by all the nodes is greater than the caacity of one vehicle. In this case, more than one vehicle needs to be used. Although the criterion for otimization can remain the same as in the corresonding single vehicle case the multile vehicle roblems is in essence different from the single vehicle case. The difference arises because, as oosed to the single vehicle case, here, one is not sure which nodes need to be served by a given vehicle. That is, a riori, one does not know which nodes a route should touch; all that is known is that all the routes ut together should serve all the nodes in the roblem. Tyically, in these roblems, it is assumed that comlete service at a node must be rovided by one vehicle; art service of a node is not allowed. Quite a lot of work has been done on multile vehicle routing roblems; these are not discussed here. However, the interested reader may refer to Fisher [21], Desrosiers et al. [19], Laorte at al. [28], Toth and Vigo [43], or Tan et al. [42] for descritions of the various concets and models used in solving the different kinds of multile vehicle routing roblems The transit routing roblem The transit routing roblem is quite distinct from the vehicle routing roblems. In transit routing, a route is to be determined on which transit units (say buses) will run as er some re-defined (and ossibly announced) schedule. Figure 3 shows in art (a) a tyical urban area with a road network and the underlying land-use attern; art (b) of the figure shows a ossible bus route set for the area. The urose of transit routing is to determine a good set of routes. Transit routing is different from the vehicle routing roblems described earlier because (i) the vehicle being routed, in this case a bus, does not 31

4 have to visit the actual oints of demand (i.e., the oints where the demand arises), rather the oints of demand re-adjust themselves (by gathering at a bus sto) to avail of the services; (ii) the demand need not be satisfied using one route, one can transfer (from one route to another) in order to reach ones final destination; and (iii) it is not necessary that all demand for travel be met. Given these differences, the criteria which define a good route, or more correctly, a good set of routes are different from the vehicle routing roblems. In this case, a good set of routes should have the following roerties: (i) The route set should satisfy most, if not all, of the existing transit demand (i.e., the requirements of the eole to travel); (ii) The route set should satisfy most of the demand without requiring assengers to transfer from one route to another; (iii) The route set should offer low travel time (including the time sent by assengers in transferring) to its assengers. The roblem of designing a good or efficient route set (or route network) for a transit system is a difficult otimization roblem which does not lend itself readily to mathematical rogramming formulations and solutions using traditional techniques. Newell [34] observes that designing an efficient route network... is generally a nonconvex (even concave) otimization roblem for which no simle rocedure exists short of direct comarisons of the various local minima. Similar observations are also made by Baaj and Mahmassani [1]. These reasons, erhas, have limited the solution of this roblem to either using heuristic algorithms or analytical techniques which otimize only arameters like route sacing, route length, etc. for simlistic, idealized networks. The analytical techniques (examle, Holroyd [25], Byrne and Vuchic [4], and Byrne [5] ), as also observed by Ceder and Wilson [7] and van Nes et al. [46], cannot be used for designing of actual routes on any given road network. As mentioned earlier, most of the other Figure 3: The transit routing roblem; (a) an urban area with land use and roads, (b) a ossible bus route network for the urban area. 32

5 studies in the area of route design like Lamkins and Saalmans [29], Rosello [40], Mandl [30,31], Dubois et al. [20], Ceder and Wilson [7], and Baaj and Mahmassani [1,2] basically roose heuristic algorithms at various levels of sohistication. Recently, Kidwai [27] has made an attemt to use an otimization tool for solving the roblem. In this section on routing roblems various tyes of roblems have been resented. These roblems vary widely in terms of their urose, the characteristics of the nodes, and the vehicles. However, three things remain common: (i) in all cases the geometry of a ath is sought, (ii) the geometry should be otimal or near otimal from some ersective, and (iii) all of them are discrete, difficult (NP hard), combinatorial otimization roblems. Problems which ossess the latter characteristic are notoriously difficult to solve using traditional otimization techniques. Later, a series of algorithms develoed at IIT Kanur to solve various routing roblems will be briefly described. 3. The Otimal Scheduling Problem Another otimization roblem related to the transit system design is the scheduling of transit units (say buses). The roblem here is that given a set of routes, one needs to develo schedules for bus arrivals and deartures at all the stos of the network. A good or efficient schedule is one which minimizes the waiting time of assengers while oerating within a set of resource and service related constraints. The total waiting time of assengers have two comonents: (i) the total initial waiting time (IWT) of assengers, this is the sum of the waiting times of all the assengers at their oint of origin, and (ii) the total transfer time (TT), this is the sum of the transfer times of all the transferring assengers. The resource and service related constraints are: 1. Limited fleet size: only a fixed number of buses are available for oerating on the different routes. 2. Limited bus caacity: each bus has a finite caacity. 3. Stoing time bounds: buses cannot sto for a very little or a very long time at a sto. 4. Policy headway: on a given route a minimum frequency level needs to be maintained. 5. Maximum transfer time: no assenger should have to wait too long for a transfer. Some of the features related to the transit scheduling roblem which any methodology designed to solve the roblem must be caable of handling are: 1. Arrival time of a bus at one sto is deendent on the arrival time of the bus at the revious sto. 2. Arrival times of buses at a sto are generally not exactly as er the schedule. Arrival times are generally randomly distributed around the scheduled arrival times. Since arrival times are not exactly as er schedule, dearture times are also not exactly as er schedule. 3. If demand for a route is very high during a articular eriod, then the queue develoed for that route at the sto may not be cleared entirely by the next bus of the route due to limited bus caacity. In such cases, the formation and the dissiation of the queue must be tracked so that realistic values for the waiting times and transfer times can be obtained. 4. The arrival atterns in assengers at stos may vary widely; stos which rimarily have commuters may see a surge in assenger arrivals just before the arrival time of a bus (since schedule is known); whereas stos which have a large ercentage of irregular assengers may see a reasonably uniform arrival rate. Unlike in the transit routing roblem, the scheduling roblem can be formulated as a mathematical rogramming (MP) roblem. One may refer to Chakroborty [13] or Chakroborty et al. [9] for variants to the mathematical formulation. The MP formulation arising in this case is a mixed integer (i.e., some decision variables are integer while others are real) nonlinear rogramming roblem (MINLP); nonlinearity exists both in the objective function and constraints. It must be mentioned here, that MP formulations make two imortant simlifying assumtions of unlimited bus caacity, and strict schedule adherence (or deterministic arrival times). Given the combinatorial nature of the roblem, the number of variables (esecially the integer 33

6 ones) and the number of constraints increase at a fast rate with the increase in the number of routes and fleet size. Further, given the restricted ability of traditional otimization methods to handle MINLP roblems, it is seen that even extremely small roblems (for examle, three routes and ten buses in each route) cannot be solved within a reasonable time frame using traditional methods. As in the case of transit routing, most of the earlier work on transit scheduling with transfer considerations (for examle, see Bookbinder and Désilets [3] and Ra and Gehner [37]) rely on heuristics and user intervention at various stages of the solution rocess. Before leaving the sections on routing and scheduling roblems few oints are worth highlighting: 1. The size of the otimization roblem in all the tyes of routing and scheduling roblem increases much more quickly than the rate at which the size of the actual roblem increases. For examle, if there are three nodes, there is just one feasible TSP route; now try finding how many feasible routes are there if there are 15 nodes. The imact of this roerty is that even if exact solution techniques exist many of them are rendered useless in ractical situations because of the excessive time requirements. 2. All roblems deal with discrete quantities; dealing with such quantities using traditional techniques is difficult. 3. From ractical standoints the otimal is not necessarily one which has to be obtained; solutions which are good (i.e., close to the otimal) are equally imortant rovided these can be obtained quickly. Not surrisingly therefore, heuristic techniques (which tyically guarantee near-otimal solutions) continue to lay an imortant role as viable solution techniques for these roblems. 4. GA and Routing and Scheduling Problems Given the imortance of devising faster methods to obtain otimal / near-otimal solutions to the routing and scheduling roblems a lot of work has been going on to develo such techniques using new tools like Tabu Search, Simulated Annealing, Ant Systems, and Genetic Algorithms. Over the last decade or so, IIT Kanur has contributed to this effort by develoing various methods using Genetic Algorithms. These methods can be found in the following articles: Chakroborty and Samanta [15], Chakroborty and Mandal [14], Chakroborty [13], Chakroborty and Dwivedi [12], Chakroborty et al. [11], Deb and Chakroborty [17], Chakroborty et al. [9], Chakroborty et al. [10], and Chakroborty et al. [8]. In the rest of this section certain results obtained from the various algorithms develoed at IIT Kanur are resented. For a detailed understanding of the algorithms the reader may refer to the relevant ublications Results from GA based otimizer for vehicle routing roblems In Chakroborty and Mandal [14] a single GA based algorithm called ROUTER was roosed for solving TSP, SVPDP, and SVPDPTW. It was shown that this algorithm was faster than similar algorithms roosed earlier (see Chatterjee et al. [16]). Further, this is the only algorithm which can handle all the three tyes of roblems mentioned above; all other methods are roblem secific and not as general as ROUTER. The greatest strengths of this algorithm are its simlicity and its seed; results show that this algorithm is about 30 times faster than an existing fast GA based algorithm (see Chatterjee et al. [16]) with only a marginal decrement in solution quality (ROUTER solutions are at the most 0.8% higher than Chatterjee et al.'s [16] solutions). Figure 4 shows a benchmark 70 node TSP (Part (a)) reorted in the literature [44]. Part (b) shows a near-otimal solution obtained from ROUTER for the same roblem. The near-otimal solution shown in Part (b) has a route length which is times the known otimum route length. Similar routes for other roblems can be found in Chakraborty and Mandal [14 ]. Figure 5 shows the result obtained for a multile vehicle routing roblem using a GA based rocedure develoed in Chakroborty and Samanta [15]. In this benchmark roblem, known as Eil51 (see [44]), there are no recedence constraints or time windows; each node only demands certain units and a vehicle has a finite caacity much lesser than the total demand of all the nodes. The solution shown in 34

7 Figure 4: Result from St70: (a) the distribution of nodes in St70 (a benchmark roblem) (b) the near-otimal route as obtained by ROUTER; route length otimal length. Figure 5: Multile vehicle routing; (a) The distribution of nodes in the benchmark roblem Eil51, (b) the near otimal route found using IIT Kanur s GA based method ; total route length = the shortest route length reorted for this roblem. Figure 5 uses five vehicles (note that there are five routes each denoted by a different line style) and has a total route length which is only times the best solution known for this roblem Results from GA based otimizer for the transit routing roblem In Chakroborty and Dwivedi [12] a GA based algorithm for transit route design was develoed. Figure 6 shows a set of four routes 35

8 designed by the Chakroborty-Dwivedi algorithm instead of the route set reorted in algorithm on Mandl's network- a benchmark the literature. roblem. The algorithm was used to determine It can be seen from the table (next age) that various other route sets with different number the route set obtained using the roosed of routes. algorithm offers a substantially lesser average A comarison between the erformances of travel time ( ATT ) than the route networks the route set obtained here with those roosed by any of the other models. This obtained, for the same number of routes, by results in substantial total time savings (TS). Mandl [30], Baaj and Mahmassani [1] and For examle, for the four routes case, using the Kidwai [27] is rovided in Table 1. In the table, roosed route set instead of the one in a cell NR indicates that the result for that suggested by Mandl [30] roduces a total articular cell was not reorted by the author. saving (see last column of Table 1) of The comarison resented in the table uses the man-hours er day (note that the total demand following measures of effectiveness: is tris er day). Similarly, use of the d0, the ercentage of demand satisfied roosed route set instead of the one directly by the route set, suggested by Kidwai [27] roduces a total d1, the ercentage of demand satisfied saving of 213 man-hours er day. Also note with one transfer by the route set, that in most cases the roosed route set d, the ercentage of demand satisfied satisfies a much larger ercentage of demand 2 with two transfers by the route set, directly ( d0 in the table) a feature desirable in d un, the ercentage of demand unsatisfied any route network design. These observations by the route set, indicate the sueriority of the roosed route TS, the average travel time (including network design algorithm. transfer enalty) er user in minutes, and 4.3. Results from GA based otimizer for the ATT, the total man-hours saved er day by scheduling roblem using the route set designed by the roosed Substantial amount of work in this area has Figure 6: The otimal route set for Mandl s network with four routes in the set 36

9 d0 Models d 1 d 2 un d ATT TS (%) (%) (%) (%) ( mu ) ( mhd ) Four routes in route set (same as in Figure 6) Mandl [30] Baaj & Mah. [1] NR NR NR NR NR NR Kidwai [27] Proosed Algorithm Six routes in route set Mandl [30] NR NR NR NR NR NR Baaj & Mah. [1] Kidwai [27] Proosed Algorithm Seven routes in route set Mandl [30] Baaj & Mah. [1] Kidwai [27] Proosed Algorithm NR NR NR NR NR NR Eight routes in route set Mandl [30] Baaj & Mah. [1] Kidwai [27] Proosed Algorithm NR NR NR NR NR NR mu: minutes er user mhd: man-hours er day Table 1: Comarison of route sets with different number of routes 37

10 solutions to scheduling roblems with transfer transfer stos only. The schedule at the other considerations. Scheduling roblems with stos can be deduced from the above schedule stochastic arrival times and finite bus easily. Other schedules which hel in caacities have also been looked at. establishing the quality of the GA based In this section only one schedule develoed for solutions can be seen in the articles cited in this the network shown in Figure 7 (a) is given in section. art (b) of the same figure. The schedule states the arrival and dearture times of buses at the (a) (b) Figure 7: Otimal Schedule of buses on six routes (shown in (b)) lying on the network shown in (a); the number of buses in Route i is given as ni in the figure, TWT refers to the sum of all the initial waiting times (IWT) and transfer times (TT) of all the assengers. References [1] Baaj, M. H. and Mahmassani, H. (1991) An AI-based aroach for transit route system lanning and design. Journal of Advance Transortation, (2), [2] Baaj, M. H. and Mahmassani, H. (1992) TRUST: A LISP orogram for the analysis of transit route configurations. Transortation Research Record, [3] Bookbinder, J. H., and Desilets, A. (1992). Transfer otimization in a transit network. Transortation Science, (2), [4] Byrne, B. F., and Vuchic, V. (1972) Public transortation line ositions and headways for minimum cost. Proceedings of the Fifth International Symosium on Traffic Flow and Transortation, New York, [5] Byrne, B. F. (1975) Public transortation line ositions and headways for minimum user and system cost in a radial case. Transortation Research, [6] Calvo, R. W. (2000). A new heuristic for the traveling salesman roblem with time windows. Transortation Science, (1), [7] Ceder, A. and Wilson, N. H. M. (1986) Bus network design. Transortation Research -B, B (4), [8] Chakroborty, P., Deb, K. and Subrahmanyam, P. S. (1995) Otimal scheduling of urban transit system using genetic algorithms. ASCE Journal of Transortation Engineering, (6),

11 [9] Chakroborty, P., Deb, K. and Srinivas, B. (1998) Network-wide otimal scheduling of urban transit networks using genetic algorithms. Journal of Comuter Aided Civil and Infrastructure Engineering, [10] Chakroborty, P., Deb, K., and Porwal, H. (1997). A genetic algorithm based rocedure for otimal transit system scheduling. Proceedings of Fifth International Conference on Comuters in Urban Planning and Urban Management, Mumbai, India, [11] Chakroborty, P., Deb, K. and Sharma, R. K. (2001). Otimal fleet size distribution and scheduling of urban transit systems using genetic algorithms. Transortation Planning and Technology, (3), [12] Chakroborty, P. and Dwivedi, T. (2002). Otimal route network design for transit systems using genetic algorithms. Engineering Otimization, (1), [13] Chakroborty, P. (2003). Genetic algorithms for otimal urban transit network design. Journal of Comuter Aided Civil and Infrastructure Engineering, [14] Chakroborty, P. and Mandal, A. (in ress). An asexual genetic algorithm for the general single vehicle routing roblem. Engineering Otimization. [15] Chakroborty, P. and Samanta, S. (working aer). An asexual genetic algorithm for the vehicle routing roblem with caacity constraints. [16] Chatterjee, S., Carrera, C. and Lynch, L. A. (1996). Genetic algorithms and traveling salesman roblems. Euroean Journal of Oerational Research, [17] Deb, K. and Chakroborty, P. (1998) Time scheduling of transit systems with transfer considerations using genetic algorithms. Journal of Evolutionary Comutation, (1), [18] del Castillo, J. M. (1999). A heuristic for the traveling salesman roblem based on a continuous aroximation. Transortation Research Part B, [19] Desrosiers, J., Dumas, Y., Solomon, M. M. and Soumis, F. (1995). Time constrained routing and scheduling. Network Routing, Eds. Ball, M. O., Magnanti, T. L., Monma, C. L. and Nemhauser, G. L., Elsevier Science, Amsterdam. [20] Dubois, D., Bel G., LLibre, M. (1979) A Set of Methods in Transortation Network Synthesis and Analysis. Journal of Oerational Research Society, (9), [21] Fisher, M. (1995). Vehicle routing. Network Routing, Eds. Ball, M. O., Magnanti, T. L., Monma, C. L. and Nemhauser, G. L., Elsevier Science, Amsterdam. [22] Gendreau, M., Laorte, G. and Vigo, D. (1999). Heuristics for the traveling salesman roblem with icku and delivery. Comuters & Oerations Research, [23] Golden, B., Bodin, L., Doyle, T. and Stewart, W. (1980). Aroximate traveling salesman algorithms. Oerations Research, [24] Hasegawa, M., Ikeguchi, T. and Aihara, K. (2002). Solving large scale traveling salesman roblems by chaotic neurodynamics. Neural Networks, [25] Holroyd, E. M. (1967) The otimal bus service: A theoretical model for a large uniform urban area. Proceedings of the Third International Symosium on the Theory of Traffic Flow, New York, [26] Kalantari, B., Hill, A. V. and Arrora, S. R. (1985). An algorithm for the traveling salesman roblem with ick-u and delivery customers. Euroean Journal of Oerational Research, [27] Kidwai, F. A. (1998) Otimal design of bus transit network: a genetic algorithm based aroach. Ph.D. Dissertation, Indian Institute of Technology Kanur, India. [28] Laorte, G., Gendreau, M., Potvin, J-Y, and Semet, F. (2000) Classical and modern heuristics for the vehicle routing roblem. International Transactions in Oerations Research, [29] Lamkin, W. and Saalmans, P.D. (1967) The design of routes, service frequencies, and schedules for a municial bus undertaking: a case study. Oeration Research Quarterly, (4), [30] Mandl, C.E. (1979) Evaluation and otimization of urban ublic transortation networks Third Euroean Congress on Oerations Research, Amsterdam, Netherlands. [31] Mandl, C. E. (1980) Evaluation and otimization of urban ublic transortation networks, Euroean Journal of Oerational Research, [32] Moon, C., Kim, J., Choi, G. and Seo, Y. (2002). An efficient genetic algorithm for the traveling salesman roblem with recedence constraints. Euroean Journal of Oerational Research, [33] Nanry, W. P. and Barnes, J. W. (2000). Solving the icku and delivery roblem with time windows using reactive tabu search. Transortation Research Part B,

12 [34] Newell, G. F. (1979) Some issues relating to the otimal design of bus routes. Transortation Science, (1), [35] Padberg, M. and Rinaldi, G. (1991). A branch-and-cut algorithm for the resolution of large-scale symmetric traveling salesman roblems. SIAM Review, (1), [36] Psaraftis, H. N. (1983). An exact algorithm for the single vehicle many-to-many dial-a-ride roblem with time windows. Transortation Science, (3), [37] Ra, M. H. and Gehner, C. D. (1976). Transfer otimization in an interactive grahic system fro transit lanning. Transortation Research Record, [38] Renaud, J., Boctor, F. and Ouenniche, J. (2000). A heuristic for the icku and delivery traveling salesman roblem. Comuters & Oerations Research, [39] Renaud, J., Boctor, F. and Laorte, G. (2002). Perturbation heuristics for the icku and delivery traveling salesman roblem. Comuters & Oerations Research, [40] Rosello, X. (1977) An heuristic algorithm to generation an urban buses networks. Proceedings of the Second Euroean Congress on Oerations Research, Stockholm, Ed. M. Roubens, [41] Savelsbergh, M. W. P. and Sol M. (1995). The general icku and delivery roblem. Transortation Science, [42] Tan, K. C., Lee, L. H., and Ou, K. (2001). Artificial intelligence heuristics in solving vehicle routing roblems with time window constraints. Engineering Alications of Artificial Intelligence, [43] Toth, P. and Vigo, D. (2002). Models, relaxations and exact aroaches for the caacitated vehicle routing roblem. Discrete Alied Mathematics, [44] TSPLIB (2001). A library of TSP and related roblems from various sources. htt:// [45] Ugajin, R. (2002). Method to solve the traveling salesman roblem using the inverse of diffusion rocess. Physica A, [46] van Nes R., Hamerslag, R. and Immerse, B. H. (1998) Design of ublic transortation networks. Transortation Research Record, About the author: Dr. Partha Chakroborty is an associate rofessor in the Deartment of Civil Engineering, IIT Kanur.He received his bachelor's degree in Civil Engineering from IIT Kharagur in 1988 and his Ph.D. from University of Delaware, USA in His interests are transort systems analysis,traffic flow theory and driver behaviour. More biograhical details can be found in htt://home.iitk.ac.in/~artha. 40

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