Abstract
Besides fuel and waste distribution, one core application of multi-compartment vehicles (MCVs) is the distribution of groceries, as they enable retailers to jointly transport products with different temperature requirements, thus reducing the number of visits to a store. Grocery stores usually define preferable time windows that depend on the temperature of products (for example, fresh products in the morning) to indicate when deliveries should occur to better plan their in-store operations. Distribution planning therefore needs to take these preferences into consideration to obtain consistent delivery times. This work extends the research on multi-compartment vehicle routing problems (MCVRPs) by tackling a multi-period setting with a product-oriented time window assignment. In this problem, a fleet of MCVs is used for distribution and a unique time window for the delivery of each product segment to each store is defined consistently throughout the planning horizon. An ALNS is proposed to solve the product-oriented time window assignment for MCVRP. Daily and weekly operators are developed respectively focusing on the improvement of routing aspects of the problem on each day and aligning the time window assignment consistently throughout the planning horizon. The approach is tested on benchmark instances from the literature to demonstrate its effectiveness. We also use direct information from retail practice and enhance this with simulated data to further generalize our findings. The numerical experiments demonstrate that planning consistent MCV distribution leads to better overall solutions than the ex-post time window assignment of daily plans, facilitating more on-time deliveries.

Abstract
Collaboration between companies in transportation problems seeks to reduce empty running of vehicles and to increase the use of vehicles' capacity. Motivated by a case study in the food supply chain, this paper examines a lateral collaboration between a leading retailer (LR), a third party logistics provider (3 PL) and different producers. Three collaborative strategies may be implemented simultaneously, namely pickup-delivery, collection and cross-docking. The collaborative pickup-delivery allows an entity to serve customers of another in the backhaul trips of the vehicles. The collaborative collection allows loads to be picked up at the producers in the backhauling routes of the LR and the 3 PL, instead of the traditional outsourcing. The collaborative cross-docking allows the producers to cross-dock their cargo at the depot of another entity, which is then consolidated and shipped with other loads, either in linehaul or backhaul routes. The collaborative problem is formulated with three different objective functions: minimizing total operational costs, minimizing total fuel consumption and minimizing operational and CO2 emissions costs. The synergy value of collaborative solutions is assessed in terms of costs and environmental impact. Three proportional allocation methods from the literature are used to distribute the collaborative gains among the entities, and their limitations and capabilities to attend fairness criteria are analyzed. Collaboration is able to reduce the global fuel consumption in 26% and the global operational costs in 28%, independently of the objective function used to model the problem. The collaborative pickup-delivery strategy outperforms the other two in the majority of instances under different objectives and parameter settings. The collaborative collection is favoured when the ordering loads from producers increase. The collaborative cross-docking tends to be implemented when the producers are located close to the depot of the 3 PL.

Abstract
The Minimum Life on Receipt (MLOR) is a widely used rule that imposes the minimum remaining age a food product must be delivered by the producer to the retailer. In practice, this rule is set by retailers and it is fixed, around 2/3 of the age of products regardless their shelf life. In this work, we study single and two echelon make-to-stock production-inventory problems for fixed-lifetime perishables. Mixed-integer linear optimization models are developed considering the MLOR rule both as decision variable and fixed parameter. When the MLOR rule is a variable, it is considered either a sole decision of the producer or a collaborative decision between retailer and producer. The goal of this work is to compare the supply chain performance considering this innovative setting of optimal MLOR (as a variable) against the traditional setting of fixed MLOR rule. The computational results suggest that allowing flexible MLOR rules according to the shelf life of products and the operational requirements of the producer benefit both entities in the supply chain. In particular, reducing the MLOR requirement in up to 12% does not interfere substantially with the average freshness of products arriving to the retailer, but reduces extensively surplus/waste generation at the producer while keeping a small amount of waste at the retailer.

Abstract

Abstract
Food waste poses a significant challenge to the sustainability of traditional food production systems, prompting global efforts to combat waste throughout the supply chain. Sustainable food production emerges as a critical concept in response to increasing concerns about environmental degradation and the need for alternative protein sources driven by global population growth. In this context, insect production offers a promising solution by converting low-value organic waste into nutrient-rich products, thus reducing waste and environmental impact. This paper addresses the urgent need for sustainable and efficient food production systems by introducing a facility location problem within the network design of insect production. The objective is to develop methods to scale insect-derived product production by identifying optimal locations with the best conditions for establishing insect production facilities. Emphasis is placed on connecting suppliers with production, highlighting the critical role suppliers and their by-products play in promoting a sustainable industry. Instances were generated to assess model performance, including supplier and facility locations, by-product availability and selection. Varying by-product availability yielded different optimization outcomes. The experiments results offered insights into the model's behavior under different conditions. The results shown that varying the composition of substrate had a major implication on the augment of costs compared to varying the by-product availability.

Abstract
Pickup and delivery problems are frequently encountered problems in transport companies. This paper presents a variant of the homogeneous vehicle, single-to-single Pickup and Delivery Problem with Time Windows, where several vehicles must fulfill transport requests from pickup nodes to delivery nodes, called missions, with associated service level agreements (SLA). A mathematical programming model is proposed to tackle this variant, focused on optimizing the allocation and sequencing of missions to be executed by autonomous vehicles. Numerical experiments are performed comparing instances with missions with long and short SLAs. The results show that the model takes longer to find the optimal solution when the missions have short SLAs and increased difficulty in meeting them if the number of vehicles is limited.