The Single-Allocation Heuristic Hub Location Problem Solving

Davood Jafari,Mahdi Hadian Pour 대한산업공학회 2018 Industrial Engineeering & Management Systems Vol.17 No.3

Hubs are special facilities that consolidate and disseminate flows in many-to-many distribution systems. The hub location problem aims to find locations of hubs and allocate non-hub nodes directly to the hubs. However, this problem is necessary to extend when nodes do not have sufficient demand to justify direct connections between the non-hub nodes to the hubs since such direct connections increase the number of vehicles required and decrease the utilization of vehicles. In this research, after analyzing the definitions of the location of the hub and a variety of location models and their solving algorithms, we solved a case study of the classic Hub Location model algorithm by adding an annual fixed cost to determine the best way to carry goods from one country to another from the top 5 most requested destinations, aimed at minimizing shipping and distribution costs.

Incremental Optimization of Hub and Spoke Network under Changes of Spokes’ Number and Flow

Yanfeng Wang,Youfang Huang 보안공학연구지원센터 2016 International Journal of Hybrid Information Techno Vol.9 No.1

Hub and spoke network has been widely used in air transport, road freight, shipping network and urban distribution areas as part of the strategic decisions, which may have a profound effect on the future of enterprises. In view of the existing network structure, as time goes on, the number of spokes and the flow change because of different sources of uncertainty. Hence, the incremental optimization of the capacitated single-allocation hub and spoke network problem is considered in this paper, and the decisions to be made to cope with change comprise (i) whether new hubs need to be setup and their selection, (ii) whether the capacity levels of original hubs need to be adjusted, and their new capacity levels, (iii) whether the original hubs need to be closed, (iv) the new allocation of the spoke nodes to the hubs, (v) the flow distribution through the sub network defined by all the hubs. The objective is to minimize the total cost, which includes the setup costs for the new hubs, the closure costs and the adjustment costs for the original hubs as well as the flow routing costs. Two mixed-integer linear programming formulations are proposed and analyzed for this problem. A set of computational tests are performed, and we analyze the changes in the solutions driven by the number of spokes and the flow. The tests also allow an analysis to consider the effect of variation in parameters on the network.

Hub Location-allocation in Computer-based Networks under Disruption Using Whale Optimization Algorithm

Iskandar MUDA,R. Sivaraman,Sulieman Ibraheem Shelash Al-Hawary,Untung Rahardja,Rusul S. Bader,Deni Kadarsyah,Karrar Shareef Mohsen,Abdullah Hasan Jabbar,Purnima Chaudhary 대한산업공학회 2022 Industrial Engineeering & Management Systems Vol.21 No.3

In this research, the location of hubs in computer networks is investigated using the whale optimization algorithm. The problem of locating hubs in computer networks is an optimization problem and requires the definition of a suitable fit function. Therefore, the total data transfer time and the cost of creating hubs is used as a fit function. Capacitive hubs increase network availability because hubs have more response capacity than the number of node requests connected to the hubs. In hub location issues, the study seeks to connect the nodes to the nearest hub and create a computer network with the least cost of connecting the nodes to the hubs. The present study attempts to reduce disruptions in computer networks as a research innovation. Therefore, by using the whale optimization algorithm and solving the model with its help, the effective factors that affect computer network disruptions and examining the effect of each are identified. Given the results, the model’s reaction in terms of time and cost led to an increase in temporal and cost parameters.

A Hierarchical P-hub Center Problem for Perishable Products Using CPLEX Method and Origin-Destination Approach

Dadang Mohamad,Alim Al Ayub Ahmed,Gunawan Widjaja,Tawfeeq Alghazali,John William Grimaldo Guerrero,Irina Fardeeva,Alireza Hasanzadeh Kalajahi 대한산업공학회 2021 Industrial Engineeering & Management Systems Vol.20 No.4

The problem studied in this paper is the p hub center and the network structure is hierarchical and in three levels; where level one is for demand nodes, level two is for hub nodes, and level three is for central hubs. Central hubs have a complete network and hubs in the network have the capacity constraint. Given that the issue under consideration is for the purpose of transporting perishable goods, Such problems are often used in transportation systems in which customer response time is of great importance and sensitivity; Therefore, the objectives of the proposed model are to find the best location for hubs in the network as well as the best allocation of nodes to hubs so that network transportation costs are reduced and the maximum travel time between each pair of origin destination nodes is minimized. To evaluate the model, a numerical example with CAB dataset is introduced and to review and analyze the results, GAMS software with CPLEX solver is used. The results show that the discount coefficient of central hubs compared to the discount coefficient of second level hubs has the greatest impact on the cost of transportation and travel time.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 國際學術大會 論文集 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

항공화물 운송 효과를 고려한 EU 내 허브물류센터 입지에 관한 연구 : 한국-EU FTA를 중심으로

박정현(Park, Jung-Hyun),김태복(Kim, Tae-Bok) 한국물류학회 2016 물류학회지 Vol.26 No.1

전 세계적으로 자유무역협정(FTA)이 활발히 체결되고 있다. FTA는 무역창출 및 무역전환효과가 발생되어 물류수요가 창출되 거나 기존에 수행해오던 물류체계에 대한 변화를 초래할 수 있어, 물류 서비스를 제공하는 3자 물류업체들은 이러한 변화에 대응하기 위해 물류센터를 포함한 수배송 서비스 전반에 걸친 물류 네트워크 체계의 재조정이 필요하다. 그러나 항공물류의 경우 공항과 항공 운송사를 중심으로 움직이는 물류 특성으로 인해 3자 물류업체는 자사의 특성에 맞는 물류센터 입지를 선정하는데 많은 어려움이 있어, 2011년 7월 한국-EU FTA가 발효되었음에도 불구하고 EU 내에 우리나라 물류 경쟁력 제고를 위한 항공화물 허브물류센터 입지에 관한 연구는 거의 이루어지지 않았다. 이에 본 연구에서는 우선 한국-EU FTA에 따른 항공화물 물동량 변화를 점검한다. 그리고 허브 네트워크는 규모의 경제효과가있다는 전제 하에 Hub-and-Spoke 체계를 한국과 EU 국가들 사이에서 발생한 실 항공화물 데이터를 근거로 항공기의 연간 총 연료소모량과 수송비를 추정해 보았다. 이러한 추정치를 이용해 최적 허브물류센터의 입지를 연구해 Hub-and-Spoke 방식이 Point-to-Point 방식과 비교했을 때 우수한 이점을 갖는지도 분석해 보았다. Free Trade Agreement(FTA) has been actively engaged in global. FTA has a trade creation and diversion effects. These effects create the logistics demand. Therefore, it is possible to bring about some changes in the distribution system and logistics service providers should respond to these changes. It means logistics service providers are required readjustment of their distribution network for a shipping services, including logistics(distribution) centers. However, air freight logistics has some characteristics that logistics service providers should move with the airport location and the air transport company in order to provide their service. Therefore, logistics service providers have some difficulty in selecting distribution centers which are suitable for their logistics characteristics. Even though Korea-EU FTA took effect in July 2011, there was no study about air freight hub location. Therefore, this study looks into the change situation of the air freight volume associated with the Korea-EU FTA. And, with the premise that the Hub-and-Spoke network has the effect of the economy of scale, it tries to estimate the total annual fuel consumption of aircraft and transportation costs in order to solve where is the optimal hub location in EU on the basis of the real-air freight data that occurred between Korean and EU.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 한국무역학회 국제학술대회 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

Hub-and-Spoke 시스템 기반의 UAM 서비스 최적 네트워크 설계

정호영,황태성,송병덕,이학태,전보강 한국로지스틱스학회 2024 로지스틱스연구 Vol.32 No.1

This study develops a bi-objective mathematical model to determine optimal locations for Urban Air Mobility (UAM) vertiports in Seoul, South Korea. Utilizing a variety of data sources, including commercial area statistics and aviation regulations, the proposed model finds an optimal vertiport network layout for UAM service based on hub–and-spoke system. The model demonstrates a trade-off between vertiport establishment costs and logistics accessibility, with higher investments leading to improved accessibility and reduced logistics costs. Pareto optimal solutions are obtained using the ε-constraint methodology, highlighting the balance between cost efficiency and operational effectiveness in UAM network planning. The findings offer actionable insights for urban transportation planners and policymakers considering the implementation of UAM services in the near future. However, the scope of this study is limited to a specific urban context, suggesting the need for further research in diverse urban settings. This research could contribute significantly to the discourse on UAM systems, underscoring their potential in urban traffic management and mobility enhancement.

ASEAN logistics network model and algorithm

Nguyen Thi-Yen,Nguyen Tuan-Anh,Zhang Jin 한국해운물류학회 2021 The Asian journal of shipping and Logistics Vol.37 No.3

Reasonable layout of logistics centers in the ASEAN countries has important practical significance for improving logistics network efficiency and reducing logistics transportation costs. This paper based on the current status of the ASEAN logistics network and the characteristics of the hub-and-spoke network, taking the minimum total cost as the optimization goal, establishing the central location model, and the design self-adaptive genetic algorithms to solve it. Therefore, the number of central nodes in the ASEAN logistics network has been determined, the radiation range between nodes, and route allocation. The results indicate that the ASEAN network layout model is a hub-and-spoke logistics network. With Singapore as the logistic center hub node. Jakarta logistics development belt will form the main radiating logistics demand cities of Kuching and Ho Chi Minh city. Kuala Lumpur logistics development belt’s main radiating logistics demand cities will be East Kalimantan and Da Nang city. Chon Buri logistics development belt mainly radiates the cities of Phnom Penh and Riau city. Bangkok logistics development belt mainly radiates the cities of Hanoi, Vientiane, and Yangon city.

캄보디아의 택배서비스 개선을 위한 물류허브의 위치선정

프락 소마리(PRAK SOMARY),유재욱(Jaewook Yoo) 한국경영과학회 2020 經營 科學 Vol.37 No.3

In Cambodia, people use public transport bus for their courier delivery service rather than a post office since the bus companies have a better infrastructure and delivery fee. The bus companies have their own bus routes and stops, but they do not have a public stop to share with each other. Therefore, customers for courier delivery should know the bus company’s routes to use as well as they should visit the bus company. In this paper, an idea is proposed to improve the current courier delivery service in Cambodia. If some of the bus companies are selected as logistics hubs for courier delivery by using their existing infrastructure and operated properly, the customers as well as the bus companies will have considerable convenience and benefits. A p-median model is formulated to locate the logistics hubs in the two major cities, Phnom Penh and Siem Reap, as well as a sensitivity analysis is conducted to study how the proposed model and its solution respond to the variation for the p value which is the number of the logistics hubs.