Motivation
The dial-a-ride problem (DARP) asks for minimum-cost vehicle routes that carry users from individual pick-up points to individual drop-off points, subject to vehicle capacities, time windows, route durations and a bound on each user's ride time. It models door-to-door transport for elderly and disabled people, shared taxis and on-demand microtransit. Cordeau (Oper. Res. 54(3), 2006) gave a mixed-integer formulation of the DARP and the first branch-and-cut algorithm for it, and reported that instances with up to 30 users can be solved to optimality in reasonable time. The algorithm's strength comes from families of valid inequalities: linear constraints satisfied by every feasible route plan that cut off fractional points of the linear relaxation. Several of these families were adapted from the precedence-constrained asymmetric TSP (Balas, Fischetti and Pulleyblank 1995; Grötschel and Padberg 1985) and from the pick-up and delivery problem (Ruland and Rodin 1997); others, notably the generalized order-matching inequalities, were new in this paper.
Setting
Let n be the number of users. Nodes are N={0,1,…,2n+1} with pick-up nodes P={1,…,n}, drop-off nodes D={n+1,…,2n}, origin depot 0 and destination depot 2n+1; user i travels from node i to node n+i. An instance fixes, for each node i, a load qi, a service duration di≥0 and a time window [ei,li]; for each pair of nodes a travel time tij; for each vehicle k in a finite set K a capacity Qk and a maximal route duration Tk; and a maximal ride time L. The standing conditions are q0=q2n+1=0, qi=−qn+i for i∈P, and d0=d2n+1=0.
A feasible solution gives each vehicle k a route 0→v1→⋯→vr→2n+1 through distinct nodes of P∪D, start-of-service times Bik and loads Qik such that every node of P∪D is visited by exactly one vehicle, i and n+i are on the same route with i first, Bjk≥Bik+di+tij and Qjk≥Qik+qj along each travelled arc, the ride time Bn+ik−(Bik+di) lies in [ti,n+i,L], the route lasts at most Tk, and the time windows and capacity bounds hold at every visited node. These are the constraints (2)–(14) of the paper's model.
The arc variables are xijk=1 when vehicle k travels from i to j, and xij=∑k∈Kxijk. For a node set S write Sˉ=N∖S, x(S)=∑i,j∈Sxij, x(δ+(S))=∑i∈S,j∈Sˉxij, x(δ−(S))=∑i∈Sˉ,j∈Sxij, π(S)={i∈P∣n+i∈S} and σ(S)={n+i∈D∣i∈S}. An inequality in x is valid for the DARP when the aggregated arc variables of every feasible solution satisfy it.
Formalization targets
Goal: Proposition 5 (p. 578)
Let i1,…,im be distinct users and let H,T1,…,Tm⊆P∪D satisfy {ih,n+ih}⊆Th and H∩Th={ih}. Then every feasible solution satisfies
x(H)+h=1∑mx(Th)≤∣H∣+h=1∑m∣Th∣−2m.(39)
The handle H and the teeth Th are not required to be disjoint from one another beyond H∩Th={ih}, and m is arbitrary.
Milestones (the steps of the proof of Proposition 5)
- x(S)≤∣S∣−1 for every nonempty S⊆P∪D.
- If x(T)=∣T∣−1 for a set T∋i,n+i, then a path of arcs with xab=1 covers T and does not finish at i.
- With α the number of teeth for which x(Th)=∣Th∣−1: x(δ+(H))≥α.
- x(δ+(H))=x(δ−(H)) and 2x(H)+x(δ+(H))+x(δ−(H))=2∣H∣ for H⊆P∪D.
- x(H)≤∣H∣−α.
Companion statements
The mission also states the other propositions of §4: the lifted subtour elimination inequalities (33) and (34) (Propositions 1 and 2), the predecessor inequality (30), the two liftings (36) and (37) of the generalized order constraint (Propositions 3 and 4), the redundancy of the strengthening (40) of (39) under (30) for fractional points (Proposition 6), and the infeasible path inequality (41) under the triangle inequality for travel times (Proposition 7).
Significance
Valid inequalities are what make branch-and-cut work: each family is added to the linear relaxation by a separation heuristic, and the paper's computational section reports how the bound improves as families are added. Validity is the one property the algorithm cannot check at run time, since a cut that removes a feasible route plan silently returns a suboptimal answer. Remark 2 of the paper observes that (39) is stronger than the TSP comb inequality on the same sets, and Proposition 6 shows that its natural strengthening adds nothing once the predecessor inequalities (30) are present, which tells an implementer which families to separate.
All propositions are proved in the paper, partly in an appendix; none is formalized. A machine-checked development would give a precise route-based model of the DARP that later DARP and pick-up and delivery papers can reuse, and certified validity of the cut families that branch-and-cut codes for these problems separate.
Difficulty
The proofs are short on paper but argue about the shape of routes: "there exists a path connecting all nodes in Th", "this path cannot finish at node ih because of the precedence constraint". Turning a tight subtour count x(T)=∣T∣−1 into a single covering path requires knowing that the arcs of a feasible solution inside a subset of P∪D form vertex-disjoint paths, which in turn rests on each node of P∪D having exactly one predecessor and one successor and on routes containing no cycles. The arithmetic step from α tight teeth to the bound on the handle needs the degree identities for every subset of P∪D, and counting the arcs leaving H needs the distinctness of the users ih. Reasoning directly with the linear constraints (2)–(14) does not suffice: those constraints alone do not exclude cycles of zero duration.
Formalization scope
Nodes are natural numbers, so n+i and 2n+1 appear literally; N, P, D and P∪D are Finset.range (2n+2), Icc 1 n, Icc (n+1) (2n) and Icc 1 (2n). All data and arc variables are real-valued, and every right-hand side is computed in R. Feasible solutions are route-based: each vehicle has a duplicate-free list of nodes of P∪D, and the constraints of the model are imposed along that list. Read literally, the program (1)–(14) admits closed cycles when di+tij=0 around a cycle, on which every proposition fails, and imposes (11)–(13) also at nodes a vehicle does not visit; the route encoding follows the paper's verbal definition of the DARP and its proofs, which reason about routes. Precedence (i before n+i) is a field of the solution, since with zero travel and service times the nonnegativity of ride times does not order the visits. The routing cost plays no role and is omitted. No positivity is assumed for travel or service times.
Added hypotheses, each necessary: sets S in the subtour bound and in (30) are nonempty (S=∅ gives 0≤−1); the users of Proposition 5 are distinct; the generalized order constraint (Propositions 3 and 4) has m≥2 (for m=1 it is false); the ordered sets of Propositions 1 and 2 have h≥3 nodes, the standing assumption of the paragraph that introduces them; Proposition 7 has p≥1 and a path through distinct nodes. Proposition 6 is the only statement about fractional points: it assumes nonnegativity, no loops, (2), (3) and (30), and drops the remaining constraints of the relaxation, which makes it stronger.
The inequalities are stated for the arc variables of every feasible solution, not for an arbitrary 0–1 vector satisfying a few degree constraints; a statement of the latter kind is a different and false theorem. Useful contributions include the path structure of the arcs of a feasible solution inside a subset of P∪D, the degree identities, and the milestone proofs, which are reusable for the other propositions.
Selected references
- J.-F. Cordeau, A Branch-and-Cut Algorithm for the Dial-a-Ride Problem, Operations Research 54(3):573–586, 2006. https://doi.org/10.1287/opre.1060.0283
- E. Balas, M. Fischetti, W. R. Pulleyblank, The precedence-constrained asymmetric traveling salesman polytope, Mathematical Programming 68:241–265, 1995 (as cited in Cordeau 2006).
- M. Grötschel, M. W. Padberg, Polyhedral theory, in Lawler et al. (eds.), The Traveling Salesman Problem, Wiley, New York, 1985, pp. 251–305 (as cited in Cordeau 2006).
- K. S. Ruland, E. Y. Rodin, The pickup and delivery problem: Faces and branch-and-cut algorithm, Computers & Mathematics with Applications 33:1–13, 1997 (as cited in Cordeau 2006).