References of "Arda, Yasemin"
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See detailMultiperiod vehicle loading with stochastic release dates
Arda, Yasemin ULg; Crama, Yves ULg; Kronus, David ULg et al

Conference (2012, May 24)

Production scheduling and vehicle routing problems are well-known topics in operations management. Although these tasks are consecutive in the supply chain, few optimization models tackle the associated ... [more ▼]

Production scheduling and vehicle routing problems are well-known topics in operations management. Although these tasks are consecutive in the supply chain, few optimization models tackle the associated issues. A most common situation, in practice, is actually that transportation management is disconnected from production planning: when production items or batches have been completely processed by the manufacturing plant, they become available for shipping, and they are consequently handled by the transportation managers. From a global managerial perspective, and with a view towards coordination of the product flows and customer satisfaction, this is not an ideal process. It is by far preferable, indeed, to set up an integrated production-transportation plan taking into account, among other constraints, the capacity of the plants and the customer due-dates. The present research proposes a methodology to investigate a multi-period vehicle loading problem with deterministic or stochastic information concerning items arrivals from production. Results from related optimization techniques are statistically compared and the benefits of the multi-period and stochastic modeling is demonstrated. Finally, an efficient heuristic is highlighted and is shown to be robust to the deviation from item arrival forecasts. [less ▲]

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See detailA capacity game in transportation management
Amand, Guillaume ULg; Arda, Yasemin ULg

E-print/Working paper (2012)

Detailed reference viewed: 63 (39 ULg)
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See detailA Rich Vehicle Routing Problem with Multiple Trips and Driver Shifts
Arda, Yasemin ULg; Crama, Yves ULg; Kucukaydin, Hande ULg et al

Conference (2012)

This study is concerned with a rich vehicle routing problem (RVRP) encountered at a Belgian transportation company in charge of servicing supermarkets and hypermarkets belonging to a franchise. The ... [more ▼]

This study is concerned with a rich vehicle routing problem (RVRP) encountered at a Belgian transportation company in charge of servicing supermarkets and hypermarkets belonging to a franchise. The studied problem can be classified as a one-to-many-to-one pick-up and delivery problem, where there is a single depot from which all delivery customers are served and to which every pick-up demand must be carried back (Gutiérrez-Jarpa et al., 2010). The delivery and backhaul customers are considered to be two disjoint sets, where on a given route backhaul customers can be visited only after all delivery customers are served. Split deliveries and pick-ups are not allowed. The service at a customer must start within the given time window of the customer. However, it is not possible to serve a customer with every available vehicle, since the vehicles at the company’s disposal are of different types according to which the capacity changes. Therefore, our problem can be classified also as a heterogeneous fleet vehicle routing problem with customer-vehicle incompatibilities (Ceselli et al., 2009). The problem at hand requires that the same vehicle may be assigned to several routes, which leads to a multiple-trip RVRP. Furthermore, driver shifts are taken into account so that each vehicle of the fleet starts servicing the customers when the shift of the assigned driver starts. The shift duration is the same for all drivers. If the service of the vehicle exceeds SH, an overtime cost incurs to the transportation company. In such a case, a vehicle can be used during at most a fixed length of time. In addition to the vehicles of the company’s own fleet (i.e. internal vehicles), there is a possibility to request external vehicles for servicing some customers. External vehicles can be used for a fixed maximum amount of time and can start servicing customers at any desired time. A fixed reservation cost and distance and time based variable costs are incurred in the case of an external vehicle, while only distance based variable costs are incurred in the case of an internal vehicle. We employ a binary integer linear programming formulation in order to model our problem. The first constraint set ensures that each customer is visited at least once by either an internal or external vehicle. With the second constraint set, it is guaranteed that each internal vehicle is assigned to at most one tour. The last two constraint sets are the binary restrictions on the assignment variables. In order to solve the problem, we first relax the binary restrictions on the assignment variables and develop a column generation procedure, where we obtain two pricing problems, one for internal vehicles and the other one for external vehicles. The pricing problem of each internal vehicle can be formulated as an elementary shortest path problem with resource constraints, which can be solved using a dynamic programming algorithm based on a bounded bi-directional search (Righini and Salani, 2008). However, since an external vehicle can start the service at any point in time and is paid based on its total travel time, the second pricing algorithm has to take into account an infinite number of Pareto-optimal states (Liberatore et al., 2011). We discuss the efficient solution of the pricing subproblems and present preliminary computational results. [less ▲]

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See detailA capacity game in transportation management
Amand, Guillaume ULg; Arda, Yasemin ULg

Conference (2011, July 10)

This study analyzes the contractual relation between a retailer and a carrier with the aim of determining possible deviations from the optimal system performance. In order to face a random demand, the ... [more ▼]

This study analyzes the contractual relation between a retailer and a carrier with the aim of determining possible deviations from the optimal system performance. In order to face a random demand, the retailer submits a contract to the carrier based on the number of units transported and on the number of truck used. Then, before uncertainty is resolved, the carrier decides of the number of trucks that he reserves. Once the demand is known, the carrier may also request additional trucks at a higher cost. The result shows that the proposed contract does not coordinate the supply chain. [less ▲]

Detailed reference viewed: 34 (11 ULg)
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See detailMultiperiod vehicle loading optimization with stochastic supply
Amand, Guillaume ULg; Arda, Yasemin ULg; Crama, Yves ULg et al

Scientific conference (2011, April 07)

Detailed reference viewed: 24 (6 ULg)
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Peer Reviewed
See detailA capacity game in transportation management
Amand, Guillaume ULg; Arda, Yasemin ULg

Conference (2011, March 03)

Emerging concerns about competitiveness induce a growing number of firms to outsource their outbound transportation operations to third-party logistics providers. The resulting increase in the number of ... [more ▼]

Emerging concerns about competitiveness induce a growing number of firms to outsource their outbound transportation operations to third-party logistics providers. The resulting increase in the number of actors often leads to sub-optimal supply chain actions due to the antagonistic nature of the economic objectives of the partners. With the aim of determining possible deviations from the optimal system performance in such supply chains, this study analyzes the contractual relation between a retailer and a third-party logistics provider (carrier) using game theoretical approaches. The partners of the studied supply chain play a Stackelberg game in which the retailer is the leader and the carrier is the follower. The retailer faces an uncertain demand and needs to supply his store from his warehouse. he has the option of not meeting all the demand but must satisfy at least a minimum proportion of the fi nall demand. On the other hand, the carrier has to determine the number of trucks needed to satisfy this demand before uncertainty is resolved. Once demand is realized, if the reserved transportation capacity is insufficient, the carrier also has the possibility to requisition trucks at a higher price. We modelise the problem and propose a contract having two parameters : the quantity of transported items and the number of truck used. In our settings, the retailer is the one that submits the contract and the carrier decides if he accepts it or not. We compare this situation with a centralized model where a single decision maker takes all the decisions. [less ▲]

Detailed reference viewed: 92 (28 ULg)
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See detailVehicle loading optimization with stochastic supply
Amand, Guillaume ULg; Arda, Yasemin ULg; Crama, Yves ULg et al

Conference (2010, January 29)

Detailed reference viewed: 22 (5 ULg)
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See detailA capacity game in transportation planning
Amand, Guillaume ULg; Arda, Yasemin ULg

Conference (2010, January 28)

Emerging concerns about competitiveness induce a growing number of firms to outsource their outbound transportation operations to third-party logistics providers. The resulting increase in the number of ... [more ▼]

Emerging concerns about competitiveness induce a growing number of firms to outsource their outbound transportation operations to third-party logistics providers. The resulting increase in the number of actors often leads to sub-optimal supply chain actions due to the antagonistic nature of the economic objectives of the partners. With the aim of determining possible deviations from the optimal system performance in such supply chains, this study analyzes the contractual relation between a retailer and a third-party logistics provider (carrier) using game theoretical approaches. The partners of the studied supply chain play a Stackelberg game in which the retailer is the leader and the carrier is the follower. The retailer faces an uncertain demand and needs to supply his store from his warehouse. he has the option of not meeting all the demand but must satisfy at least a minimum proportion of the fi nall demand. On the other hand, the carrier has to determine the number of trucks needed to satisfy this demand before uncertainty is resolved. Once demand is realized, if the reserved transportation capacity is insufficient, the carrier also has the possibility to requisition trucks at a higher price. We modelise the problem and propose a contract having two parameters : the quantity of transported items and the number of truck used. In our settings, the retailer is the one that submits the contract and the carrier decides if he accepts it or not. We compare this situation with a centralized model where a single decision maker takes all the decisions. [less ▲]

Detailed reference viewed: 31 (11 ULg)
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See detailSupply chain vs marketing
Nondonfaz, Robert ULg; Arda, Yasemin ULg; Limbourg, Sabine ULg

Article for general public (2010)

Detailed reference viewed: 46 (11 ULg)
See detailRAPPORT DE RECHERCHE SUR UNE APPLICATION DE GESTION DE LA COLLABORATION DU SERVICE EXPÉDITION DU CHARGEUR AVEC LE TRANSPORTEUR
Pironet, Thierry ULg; Crama, Yves ULg; Arda, Yasemin ULg et al

Report (2009)

Dans ce rapport, les échanges d'information d'un donneur d'ordre, d'un transporteur et d'un fournisseur au sein d'une chaîne de distribution sont analysés. Les possibilités de tracking et de tracing de ... [more ▼]

Dans ce rapport, les échanges d'information d'un donneur d'ordre, d'un transporteur et d'un fournisseur au sein d'une chaîne de distribution sont analysés. Les possibilités de tracking et de tracing de TransLogisTIC sont utilisés pour générer des KPI de performance et un modèle d'optimisation de quais de chargement est décrit dans une version Off-line et On-line. [less ▲]

Detailed reference viewed: 159 (31 ULg)
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See detailVehicle loading optimization with stochastic supply
Amand, Guillaume ULg; Arda, Yasemin ULg; Crama, Yves ULg et al

Conference (2009, July 07)

The increased availability of information makes it possible to coordinate processes which are usually functionnally separated in large companies, such as production and transportation. This work ... [more ▼]

The increased availability of information makes it possible to coordinate processes which are usually functionnally separated in large companies, such as production and transportation. This work investigates the optimization of vehicle loading for individual orders over a multiperiod horizon when items have stochastic release dates from production, and time windows are imposed for delivery at the customer plant. The loading decisions are made in order to minimize the expected cost. Starting from the deterministic model, we develop scenario-based models for the stochastic version of the problem and we investigate the performance of various solution methods. [less ▲]

Detailed reference viewed: 32 (10 ULg)
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See detailFret ferroviaire : vue prospective
Arda, Yasemin ULg; Nondonfaz, Robert ULg

Article for general public (2009)

Livre blanc de la Commission Européenne. Faiblesses du transport ferroviaire de fret : interopérabilité, ferroutage

Detailed reference viewed: 29 (2 ULg)
See detailRAPPORT INTERNE : REVUE DE LITTERATURE SUR LA GESTION DES RESSOURCES RÉUTILISABLES ET DES MÉTHODES D’OPTIMISATION
Pironet, Thierry ULg; Crama, Yves ULg; Arda, Yasemin ULg et al

Report (2009)

Dans cette revue de la littérature scientifique, on peut trouver une synthèse des thématiques liées aux modèles et aux techniques d'optimisation utilés pour la gestion de ressources réutilisables dans un ... [more ▼]

Dans cette revue de la littérature scientifique, on peut trouver une synthèse des thématiques liées aux modèles et aux techniques d'optimisation utilés pour la gestion de ressources réutilisables dans un réseau tels que les containers entre des ports de mers ou des wagons dans un réseau ferroviaire. Les textes fondateurs sont mentionnés dans un ordre historique et un commentaire est fait soit sur le modèle investiqué et ses particularités ou la technique de résolution. [less ▲]

Detailed reference viewed: 100 (11 ULg)
See detailRAPPORT DE RECHERCHE SUR L’OPTIMISATION DU ROUTAGE ET DU CHARGEMENT DE VEHICULES.
Pironet, Thierry ULg; Crama, Yves ULg; Arda, Yasemin ULg et al

Report (2009)

Dans ce rapport confidentiel, un algorithme d'optimisation du chargement de véhicules a été mis au point dans le cadre d'une application avec un partenaire industriel.

Detailed reference viewed: 99 (9 ULg)
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See detailLe logisticien et la gestion des déchets
Arda, Yasemin ULg; Limbourg, Sabine ULg; Nondonfaz, Robert ULg

Article for general public (2009)

Detailed reference viewed: 37 (8 ULg)
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See detailLogistiques et energies
Arda, Yasemin ULg; Nondonfaz, Robert ULg

Article for general public (2008)

Detailed reference viewed: 23 (3 ULg)
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See detailLe supply chain risk manager
Nondonfaz, Robert ULg; Arda, Yasemin ULg

Article for general public (2008)

Detailed reference viewed: 45 (3 ULg)
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See detailLogistique durable
Nondonfaz, Robert ULg; Arda, Yasemin ULg

Article for general public (2008)

Detailed reference viewed: 41 (4 ULg)
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Peer Reviewed
See detailInventory control in a decentralised two-stage make-to-stock queueing system
Arda, Yasemin ULg; Hennet, Jean-Claude

in International Journal of Systems Science (2008), 39(7),

In an Enterprise network, several companies interact to produce families of goods. Each member company seeks to optimise his own production and inventory policy to maximise his profit. These objectives ... [more ▼]

In an Enterprise network, several companies interact to produce families of goods. Each member company seeks to optimise his own production and inventory policy to maximise his profit. These objectives are generally antagonistic and can lead to contradictory choices in the context of a network with a high degree of local decisional autonomy. To avoid a global loss of economic efficiency, the network should be equipped with a coordination mechanism. The present article describes a coordination contract negotiated between a manufacturer and a supplier. The purpose of the negotiation is to determine the price of the supplied intermediate goods and the delay penalty in case of a late delivery. For a manufacturer with a dominant contracting position, the outcome of the negotiation can be computed as a Stackelberg equilibrium point. Under the resulting contract, the two-stage supply chain reaches globally optimal running conditions with the maximal possible profit obtained by the manufacturer and the smallest acceptable profit obtained by the supplier. [less ▲]

Detailed reference viewed: 91 (21 ULg)