Resources, Conservation and Recycling 80 (2013) 10–20

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Resources, Conservation and Recycling

journal homepage: www.elsevier.com/locate/resconrec

Modelling of the location of vehicle recycling facilities: A case

study in Poland
a,1
˛
Bronisław Gołebiewski ˛
, Jedrzej Trajer b,2, Małgorzata Jaros b,3, Radosław Winiczenko b,∗
a
City of Warsaw Hall, Transport License & Permit Department, Canaletta 2, 00-099 Warsaw, Poland
b
Warsaw University of Life Sciences, Department of Production Engineering, Nowoursynowska 166, 02-787 Warsaw, Poland

a r t i c l e i n f o a b s t r a c t

Article history: The technical progress causes that increasing number of used devices presents a threat for environment,
Received 6 February 2013 particularly in the rural areas. It can be prevented by organizing a proper system of waste disposal. Cur-
Received in revised form 8 July 2013 rently, the most important problem to solve is recycling of vehicles. The key element for the improvement
Accepted 14 July 2013
of the functioning of the recycling network in Poland is to redesign the system so that it will allow for a
reduction of the total cost related to the vehicle recycling. This paper presents a modelling approach that
Keywords:
could be used to establish one important part of the reverse logistics (RL) network for end-of-life vehicles
Reverse logistic
(ELVs) by defining the optimum locations for dismantling facilities. The proposed modelling approach is
End-of-life vehicles
Case study
illustrated using Mazovia province in Poland as an example. The optimization criteria for the location of
Genetic algorithms the elements of the recycling network are the components of the total cost of the ELV’s recycling. Due to
high complexity of the model a genetic algorithm has been adapted for solving the model and getting a
good solution in a reasonable run time. The criteria of optimization was cost of the following processes:
transportation, storage, and dismantling of ELVs. The results of simulation proved that the transportation
costs of parts and materials may amount to about 70%, and that the cost of dismantling may exceed 25%
of the total cost of recycling. The obtained results confirmed that genetic algorithm method can be used
effectively to location the ELV’s dismantling facilities. The effect of changing the location of processing
facilities on the location of dismantling stations was also studied. The developed model is universal and
may be used to determine the locations of different kinds of facilities organized in a reverse recycling
network.
Crown Copyright © 2013 Published by Elsevier B.V. All rights reserved.

1. Introduction has evolved, there is an increasing need to address issues of

Based on an early definition of logistics from the Council of
Logistics Management, Rogers and Tibben-Lembke (1998) provided
a definition of Reverse Logistics (RL) as “the process of planning,
implementing, and controlling the efficient, cost-effective flow of raw
materials, in-process inventory, finished goods, and related informa-
tion from the point of consumption to the point of origin for the purpose
of recapturing value or proper disposal.”
However, the products may not necessarily be returned to
their point of origin, but to any point of recovery (De Brito and
Dekker, 2002), and as the characterization of reverse logistics
∗ Corresponding author. Tel.: +48 225 934 624; fax: +48 225 934 611/18.
˛
E-mail addresses: bgolebiewski@um.warszawa.pl (B. Gołebiewski),
jedrzej trajer@sggw.pl (J. Trajer), malgorzata jaros@sggw.pl (M. Jaros),
radoslaw winiczenko@sggw.pl, rwinicze@poczta.onet.pl (R. Winiczenko).
1 successfully meet the directive goals.
Tel.: +48 224 432 239; fax +48 224 432 212.
2
Tel.: +48 225 934 617; fax +48 225 934 611.
3
Tel.: +48 225 934 613; fax +48 225 934 611.
sustainability and integration with other aspects of the supply
chain.
Vehicle recycling constitutes one of the cases of RL. The reverse
logistics issue in the automotive industry has been focused until
now on so-called end-of-life vehicles (ELVs). This is due to the intro-
duction in year 2000 of the ELV Directive 2000/53/EC (2000), which
made ELV recycling mandatory in European Union countries. Some
important elements of this directive are the prevention of waste
from vehicles, and the improvement of vehicle dismantling and
recycling to make them more environmentally friendly. First and
foremost, this directive aims at producer responsibility and obliges
manufacturers to recover, collect and recycle the ELVs.
Major steps concerning the simplified network for ELV recycling
according to the EU directive are presented in Fig. 1. The producer
links the supplier and downstream in the ELV chain, including:
collector, dismantler, and shredder. On the other hand, collabora-
tion between collector, dismantler, and shredder are necessary to
Naturally, increased motorization and mechanization is accom-
panied by a systematic increase in ELVs. In Poland, there are still a

0921-3449/$ – see front matter. Crown Copyright © 2013 Published by Elsevier B.V. All rights reserved.
http://dx.doi.org/10.1016/j.resconrec.2013.07.005
 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20
Fig. 1. Major steps in the simplified network for ELV recycling according to the EU
directive.
lot of old vehicles. Unfortunately, the average age of a car registered
in Poland increases every year. In 2010, 30% of all registered pas-
senger cars were older than 15 years. This is the reason why there is
a problem regarding the recycling of ELVs, and why it will intensify.
It applies both to vehicles used in rural areas as well as large cities.
Scrapped vehicles are a source of either recyclable material or envi-
ronmental pollution. Solving the problem of recycling is consistent
with new regulations concerning waste management in accordance
with the Directive 2000/53/EC (2000) of the European Parliament
and of the Council of 2000. This directive contains detailed regula-
tions concerning recycling. It states that, for ELVs, the recovery of
materials shall be increased to a minimum of 95% of their weight
by no later than 1 January 2015.
The main problems faced by the ELV recycling industry in
Poland are: insufficient number of industrial shredders and vehi-
cle recycling facilities, high operating costs related to the required
station equipment or too high a number of dismantlers in compar-
ison to the number of ELVs.
The key element for the improvement of the functioning of the
recycling network in Poland is to redesign the system so that it
will allow for a reduction of the total cost related to the vehicle
recycling. Also, minimizing the cost of collecting the ELVs and deliv-
ering them to suitable treatment facilities leads to a RL network
design problem. Some experts think that improving the disman-
tling techniques is a good solution.
The designing and optimization of the location of a network
entity in the RL has been the subject of investigations for a rela-
tively short period of time. Hence many papers have been written
concerning the entities participating in the RL (see Section 2).
The technical progress means that the increasing number of
used devices presents a threat to the environment, particularly in
rural areas. This, however, can be prevented by the organization
of a decent waste disposal system. Nowadays, the most impor-
tant problem that needs addressing is the recycling of vehicles
and, accordingly, the aim of this work is to create a vehicle-
recycling network that meets specific requirements. In order to
meet those requirements, a system has been proposed that sup-
ports the location of a vehicle dismantling station in a chosen area.
The system takes into consideration parameters that correspond
directly with the process of vehicle recycling, and uses genetic
algorithms for the optimal location of the station. The criteria
for optimization are the costs of the following processes: trans-
portation, storage, and the dismantling of vehicles removed from
exploitation.
11
2. Literature review of RL in ELVs
2.1. Network design for reverse logistics
Different approaches for solving problems in reverse logistics
can be found in the literature. The literature on reverse logistic is
classified into general two categories: network design for reverse
logistic and third-party reverse logistic (3PRL). Some research is
focused on the optimization of the location of the recovery network
entities, while others concern ELV recycling networks.
Reverse logistics should also be taken into account during the
design of the support network such as location and capacity of
warehouses, plants, choice of outsourcing vendors, distribution
channel and supporting technology. The design of such logis-
tics networks is investigated. In almost all of the case studies,
mixed integer linear programming (MILP) location-allocation mod-
els have been proposed to support network design. There are
more papers on this stream in recent year. Schultmann et al.
(2003) used a capacitated two-level facility location problem to
determine the optimal design of the RL network for spent vehi-
cle batteries. Schultmann et al. (2006) modelled RL aspects with
vehicle routing planning. The objective was to generate a tour
schedule with minimum cost. They combined the planning loca-
tions of recycling sites with the collection and reprocessing of
the ELV’s dismantled thermoplastics problem. Krikke et al. (2008)
presented an approach to optimize the collection of dismantled
materials from ELVs in real life cases for auto recycling and they
discussed an application of online monitoring of inventory lev-
els in RL to improve the collection efficiency of the mandatory
collection of dismantled materials. Mansour and Zarei (2008) pre-
sented a multi-period RL optimization model for the location of
ELV collection centers and vehicle dismantlers. In this paper, a
system for collecting the ELVs is based on a maximum accessi-
ble distance. Qi and Hongcheng (2008) proposed a MILP model
for designing an ELV recovery network constituted from disman-
tling centers and processing facilities. Cruz-Rivera and Ertel (2009)
described a model for the collection of end-of-life (EOL) vehicle
recycling in Mexico. In this paper, collection facilities are assumed
to perform take-back, depollution, and dismantling activities, while
transport costs were considered as a determining factor for the col-
lection network design. Dehghanian and Mansour (2009) proposed
a multi-objective programming model for designing a recovery net-
work of end-of-life products and illustrated it with an Iranian scrap
tire case. Merkisz-Guranowska (2010, 2011) formulated a MILP
model to determine the optimum locations of the key participants
of the ELV recycling network (collection points, dismantlers and
industrial shredders) in terms of total costs of the network. Vidovic
et al. (2011) developed a model which can be used to establish a RL
network for ELVs by defining the optimum locations for collection
points. The proposed modeling approach was illustrated using the
Belgrade city area.
2.2. Third-party reverse logistics (3PRL)
Reverse logistics may take place either through the original
network or through specialized logistical providers (third-party
logistical providers). When considering outsourcing decisions for
RL, the major factor to consider is whether there is a viable third-
party reverse logistics provider (3PRLP) for the type of RL network
required. Ko and Evans (2007) applied a MILP model and genetic
algorithm for the design of a dynamic integrated distribution
network to account for the integrated aspect of optimizing the
forward and return network simultaneously. They developed an
optimization model and associated algorithm to design an inte-
grated logistic network for third party logistics providers (3PLs).
Min and Ko (2008) proposed a MILP model and genetic algorithm
12 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20
to solve RL problem involving the location and allocation of repair
facilities for 3PLs. Pishvaee et al. (2010) offered a MILP model to
minimize costs in a multistage reverse logistics network using a
simulated annealing (SA) algorithm. They addressed a reverse logis-
tics problem involving both initial collection points and centralized
return centers. The authors presented a mathematical model of
a remanufacturing system by considering a three-stage logistics
network.Mahmoudzadeh et al. (2011a) formulated a capacitated
MILP location–allocation model for solving the location problem of
ELV collection facilities from the perspective of a 3PRLP. According
to Mahmoudzadeh et al. (2011b) in case of ELVs, due to com-
plex and heavy operations required for vehicles, this is seemed
better to consider another facility for processing activities that is
called dismantling center. The authors proposed a decentralized
Reverse Logistics Network (RLN) for ELVs from third-party provider
perspective. Winiczenko (2012) suggested a mathematical model
of the remanufacturing system as a three-stage logistics network
model for minimizing the total costs to the reverse logistics’ ship-
ping cost and the fixed opening cost of the disassembly centers and
processing centers. To solve this problem he proposed the use of
modern optimization methods such as a genetic algorithm (GA).
2.3. Optimization methods in RL
The application of genetic algorithms for the design of large-
scale reverse logistic networks in Europe’s automotive industry
was approached by Schleiffer et al. (2004). The authors modeled
a recycling network including a large variety of different coop-
erating actors set at diverse positions on a reverse supply-chain.
A MILP model and a genetic algorithm that can solve the reverse
logistics problem, including product returns, was proposed by Min
et al. (2006). According to Zarei et al. (2010), due to the inher-
ent high complexity of the reverse logistic problems, especially
when the forward flows are considered simultaneously, different
solution methods based on the search algorithms, such as genetic
algorithm (GA), are used in solving these problems. A closed-loop
logistic model with a spanning-tree-based genetic algorithm was
established by Wang and Hsu (2009). Dehghanian and Mansour
(2009) considered the multi-objective genetic algorithm (MOGA)
to solve the multi-objective mathematical reverse logistic model.
Also, the authors life cycle analysis (LCA) additionally investigated
the environmental impact of the different end-of-life (EOL) options.
A hybrid genetic algorithm for minimizing the total costs to the
reverse logistics’ shipping cost of facilities was proposed by Lee
˛
et al. (2009). Gołebiewski (2010), used one of the heuristic meth-
ods, a genetic algorithm, for the optimization of the dismantler’s
locations in selected areas. Abu Qdais et al. (2010) developed
a model using a genetic algorithm to optimize the amount of
methane produced. They considered the effect of digester opera-
tional parameters on the biogas yield. Kannan et al. (2010) applied
a meta-heuristic-based genetic algorithm for solving a closed loop
supply chain model in the case of battery recycling. Kann et al.
(2012) developed a carbon footprint-based RL network design
model. This model was then validated after examining a case study
from the plastic sector. Hosseinzadeh and Roghanin (2012) used
an optimization model for the reverse logistics network under a
stochastic environment using a genetic algorithm. Freitas et al.
(2013) applied a hybrid memetic algorithms for the Two-Level
Reverse Distribution Network. They proposed a hybrid memetic
algorithm that uses linear programming and a heuristic for defining
routes.
The related reverse logistics work can be found in the literature
for additional references (Fleischmann et al., 1997; Ahn et al., 2005;
Fergusson, 2007; Gong et al., 2007; Melo et al., 2009; Jin et al., 2010;
Komly et al., 2012; Kwang et al., 2012).
Fig. 2. A relational model of a three-level recycling network.
Therefore, the aim of this work is to develop the modeling
approach, which can be used to establish a reverse logistics network
for ELVs by defining optimum locations for dismantling facilities.
This is in addition to a genetic algorithm technique for solving
the model and getting a good solution in a reasonable run time.
The proposed modeling approach is illustrated using the Mazovia
province.
The remaining part of the paper is organized as follows: Sec-
tion 2 describes the literature review in RL. Section 3 suggests a
model of the RL network with dismantling facilities for the ELVs in
the case of study. Section 4 describes the numerical results of the
modeling approach concerning the Mazovia province. Then, lastly,
some concluding remarks are made.
3. Problem description
3.1. A relational model of a three-level recycling network
Each EOL machine, device and vehicle is a source of valuable
recyclable materials. Recycling is an environmentally friendly and
cost-effective way of utilizing ELVs.
˛
According to Oprzedkiewicz and Stolarski (2003), the concept
of vehicle recycling may be understood in two ways:
1. The recycling of a vehicle involves its complete processing by the
shredding and reuse of materials obtained in this way in other
processes. This method is preferred by countries such as France
and Belgium.
2. The recycling of vehicles is divided into two stages. First, all com-
ponents, parts and materials either for direct reuse, recondition
or rework are dismantled. The remaining waste materials may be
used in other processes. This method is promoted by Germany,
Italy, Sweden and Great Britain.
Although the cost of dismantling makes up a significant percent-
age of the total cost of recycling, it is still technically justified and
allows for better compliance with the Directives of the European
Union. Dismantling stations organized in a network, supported
by information technology, logistics and appropriate marketing
are self-sufficient and make profit. An example may be a system
organized by FIAT within the external FARE program (Fiat Auto
Recycling).
Based on the second approach, the authors assumed the 3-level
organization of a recycling network (Fig. 2). The network consists of
the following objects: vehicle collection points (CPN ), dismantling
stations (DSJ ), and processing facilities (PFK ). The cost of recycling
depends on the cost of the transportation of vehicles, parts and
materials between the facilities of the system. Therefore, the loca-
tion of each object should be correlated with the locations of other
objects in the network.
 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20 13

3.2. Formulation of the optimization task
3.2.1. Assumptions
Initial assumptions were formulated regarding the support sys-
tem for the selection of the location of the dismantling stations in
a vehicle-recycling network:
1. The location of a dismantling station is sought that takes into
consideration the location of the existing processing facilities,
and the suggested location of vehicle collection points.
2. The number of vehicle collection points depends on the selected
area as well as the assumed territorial and legal conditions.
3. Vehicles collected in collection points are transported to the
nearest dismantling station.
4. The concentration of the dismantling station depends on
demand. However, the distance from the collection points
should also be taken into consideration.
5. The network should include at least one processing facility.
6. The vehicle-recycling network has been designed using a speci-
fied, limited area.
The objective of the optimization task, with the above assump-
tions, regards the number and location of vehicle dismantling
stations. The optimization task concerning the location of disman-
tling stations is formulated relative to the minimization of the
objective function.
3.2.2. Mathematical formulation
nth collection point, Sk is the daily stream of parts and materials in
the kth processing facility, j, k, n are the summing indexes, Cs is the
unit cost of transporting from the collection point to the disman-
tling station, Cm is the unit cost of storing vehicles in the dismantling
station, Cd is the unit cost of dismantling in the dismantling station,
Cc is the unit cost of transporting parts and materials from the dis-
mantling station to the processing facilities, Ls (i, j)min is the the
minimum distance between the collection points and dismantling
station, Lc (j, k)min is the minimum distance between the disman-
tling station and the processing facilities, Ej is the correction factor
in the jth station, and D is the daily capacity for processing of vehicle
in the dismantling stations.
It is at the dismantling stations that the main part of the pro-
cess takes place, which is the dismantling of vehicles as well as
storing both the vehicles and dismantled parts to be transported to
processing or utilizing the facilities.
It is assumed that the cost of storing vehicles at a dismantling
station Km is considered only when the number of cars deposited
at the station is greater than the daily throughput of the station.
The cost of dismantling Kd depends on the scope of work and
is calculated for each vehicle in each station. The cost includes the
following:
– cost of dismantling work that depends on the labor cost,
investment costs and depreciation, fixed (operational) cost, and
internal transport cost and
– cost of utilization of non-recyclable waste material.

The cost of transport KS and KC depends on the distance between


N 
J

J

J
potential locations of a given dismantling station and other objects
Minimize Krec = Ksnj (Qn ) + Kmj (qj ) + Kdj (qj )
that belong to the recycling network, the weight and type of the
n=1 j=1 j=1 j=1
transported cargo as well as the method of transport. The input data

J

K must be the distances between potential locations of the disman-
+ Kcjk (Sk ) (1) tling station and other objects that belong to the recycling network.
This is determined by the road map and is presented in the form of
j=1 k=1
a matrix. The remaining dependences may be represented by the
with the following constraints: identified unit cost of transport.
Ks , Km , Kd , Kc ≥0 (2)
3.2.3. Solution methodology
The solution of the above optimization task requires using
1 ≤ N ≤ Nmax (3)
the original method for the components of the objective func-
tion: namely, the cost of recycling is to be used as the non-linear
1≤J≤N (4)
functions of the scrapped vehicle stream. The number of vehicles
changes randomly, and the optimum solution is sought in a limited
1≤K (5)
space. Additionally, the cost of recycling depends on many factors
that are difficult to express using numbers, and it is not possible to
Ks = (Ls (n, j) min) × Cs × Qn (6)
present their influence on the cost using mathematical formulae.
  Due to the optimization properties of genetic algorithms, which
0 gdy qj ≤ D is one of the methods of Artificial Intelligence (AI), the following
Km = (7)
Cm × (qj − D) gdy qj > D research assumptions were made in the paper: “Simulation tech-
niques based on genetic algorithms may be an effective tool to support
decision-making concerning the locations of vehicle dismantling sta-
Kd = Cd × qj × Ej (8)
tions due to the optimization of the cost connected with recycling”. As a
result, a system is proposed for the analyzing of the cost of recycling
Kc = Cc × Sk × Lc (j, k) (9)
to support decision-making regarding the spatial location of vehicle
where Krec is the objective function denoting total cost of vehicles dismantling stations using genetic algorithms.
recycling, J is the number of vehicle dismantling stations, K is the
number of processing facilities, N is the number of vehicle collec- 3.3. Identification of indexes of the tested location system
tion points, Nmax is the maximum assumed number of the locations
of objects, Ks is the cost connected with transport of vehicles from The developed model is tested using the data for the Mazovia
the collection point to the dismantling station, Km is the cost of stor- province of Poland. The province covers an area of nearly
ing vehicles in the dismantling station, Kd is the cost of dismantling 23.000 km2 , and has the biggest population of all the provinces
vehicles in the dismantling station, Kc is the cost of transporting in Poland. According to data from 31 December 2010, it has a
parts and materials from the dismantling station to the processing population of 5.24 million people and a population density of
facilities, qj is the daily stream of vehicles received by the jth dis- 146 people/km2 . Additionally, this province is characterized by its
mantling station, Qn is the daily stream of vehicles received by the having the largest number of registered vehicles and tractors. In
14 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20

2010 (Statistical Yearbook, 2010), there were 3.541 million reg- 600

Un it co st o f d isman tlin g , PL N
istered vehicles. Based on the data obtained from the Driver and
500
Vehicle Licensing Centers it was assumed that 25% of the passen-
ger cars registered in the province should be withdrawn from use. 400
Due to the territorial division of Poland into provinces and districts,
300
it was assumed that a collection point should be located in each dis-
trict. Thus, a potential dismantling station will be located in one of 200
37 district towns. Hence, J ≤ N ≤ 37. As there are a lot of processing
100
facilities in Poland, with different scopes of activity and throughput,
the most important ones were selected for analyzing the system. 0
Thus, the number K = 6 of such facilities as well as their location 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
south of the Mazovia province. The number of vehicles, pcs.
The daily number of EOL cars is calculated for each district in
Fig. 3. The dependence of the unit cost of dismantling in the station located within
the form of the Qn stream. The parameters of the distribution are
Warsaw’s city boundaries on the number of vehicles.
calculated on the basis of information about the number of vehicles
registered in a given district and the index of scrapped cars using
3.4. Structure of the decision support system
the following formulae:
The system supporting the selection of the location of vehicle
Pn · w1
Qn = , (10) dismantling stations is presented in Fig. 4.
d The intelligent support system for dismantling station location,
based on the selected input parameters, needed to optimize the
where d is the number of working days in a calendar year, w1 is the
number of dismantling stations of vehicles and their locating in
index of scrapped vehicles, Pn is the number of cars registered in
the selected area. The result is not the only optimal number of dis-
the nth district, For the purpose of simulation tests of the system,
mantling stations but also received information, where to locate
the following was assumed: d = 250, w1 = 0.25.
these stations under certain conditions. Simulation studies using
Furthermore, from the own study it was concluded that the dif-
this system will provide the basis for decision support in vehicle
ference between minimum and average value of stream equals no
dismantling station location.
more than 55%.
Input data: it is a module where data about the objects of the
Hence, it was assumed that the Qn stream is treated as a random
recycling network (e.g. J, K, N, . . .), and the matrix of the distance
variable, and is generated using a normal distribution generator
between them for a selected area are input, and numbers Qi of the
N(Qn ,  n /3), because in the range m ± 3 there are 99% all of the
vehicles to be recycled are generated.
random variables with distribution N (m, ).
Coding of the optimization task: each variant of the number and
For the purpose of simplification, a fixed daily rate for storing
location of the dismantling station being analyzed in the system is
one vehicle amounting to km = 2.50 [PLN/day] is used in the algo-
coded in the form of an ordered binary sequence, called a chromo-
rithm for determining the cost of storing vehicles in the dismantling
some. The recycling cost is calculated for each chromosome.
station. In order to calculate the cost of transport, it is assumed
Cost determination algorithms: these are responsible for the cal-
that the unit cost for transporting 1 ton of end-of-use cars amounts
culation of all costs that constitute the total recycling cost, and the
to ks = 1.62 [PLN/km], and the respective cost of transport of the
objective function with constraints.
dismantled parts and materials to processing facilities amounts to
Optimization using genetic algorithms: it is the most important
kc = 2.21 [PLN/km], (Bentkowska-Senator et al., 2010). It is assumed
module of the system that finds the optimum solution – the number
that the unit cost is fixed.
of dismantling stations as well as their topographic location.
The analysis of the cost connected with dismantling one vehi-
cle showed that the dependence of the cost on the demand for 3.5. Coding and solving the optimization task
the dismantling service is nonlinear; e.g. Fig. 3 presents the unit
cost kd determined for the dismantling station located within the A binary location vector that represents chromosomes in the
Warsaw’s city boundaries. applied genetic algorithm was used to code potential locations of all

Input data

Coding of the Algorithm Genetic Assessment Optimum

task of cost algorithms of results solution

Presentation
of results

End

Fig. 4. The system supporting decision-making concerning the location of vehicle dismantling stations.
 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20 15

Table 1
An example of coding and finding the solution of the task.

Place of location, matrix [ajn ] A aj1 B aj2 C aj3 D aj4 E aj5 F aj6

A, a1n 0 182 196 106 125 84

B, a2n 182 0 191 105 126 96
C, a3n 196 191 0 91 88 142
D, a4n 106 105 91 0 52 56
E, a5n 125 126 88 52 0 75
F, a6n 84 96 142 56 75 0
Chromosome [xn ] 1 0 1 0 1 0

Locations of CP Locations of DS selected by the chromosome xjni = min ajn

n=1,3,5

A C E

A 0 196 125 n1 = 1 ⇒ x11

B 182 191 126 n2 = 3 ⇒ x23
C 196 0 88 n3 = 2 ⇒ x32
D 106 91 52 n4 = 3 ⇒ x43
E 125 88 0 n5 = 3 ⇒ x53
F 84 142 75 n6 = 3 ⇒ x63

the dismantling stations (DS) in the recycling network. The number
of the vector’s coordinates is equal to the number of vehicle collec-
tion points; in the analyzed case of N = 37. The coordinate xn of the
location vector (n = 1, . . ., N) provides information as to whether
there is a dismantling station (DS) in the nth vehicle collection point
(CP). The value equalling “1” denotes that a dismantling station is
located in this place, and the value equalling “0” denotes that there
is no such station. The uniqueness of this information results from
the initial assignment of the chromosome coordinates to the CP
locations; e.g. chromosome (1, 0, 1, 0, 1, 0) denotes that dismantling
stations are located in the first, third and fifth location of all of the
six locations being analyzed. The shortest distance criterion is used
to indicate the CP points from which the vehicles are transported
to these three DS stations. As such, in the distance matrix [ajn ], the
values x1n1 = min a1n , x2n2 = min a2n , x6n6 = min a6n are sought
for n = 1,3,5. Indexes n1 , n2 , . . ., n6 indicate the number of places
of location of the station (DS). The example below presents the
assignment of vehicle dismantling station (DS) locations to vehi-
cle collection points (CP). In the example N = 6, symbols A, B, . . ., F
denotes the locations of vehicle collection points (CP) (Table 1).
As the example shows, six CP points are assigned a DS located
in A, C and E.
Fig. 5 presents the assignment: namely, to which dismantling
station (DS) the vehicles from the vehicle collection points (CP)
will be transported. Each chromosome contains information about
the number of vehicle dismantling stations and their locations in a
given area.
3.6. Optimization using the genetic algorithms
The solution of the optimization task, formulated in the paper,
is sought using the developed genetic algorithm (the method of
transformation of the population of chromosomes which code the
selection of DS after considering the minimum cost of recycling).
The flowchart of the genetic algorithm is presented in Fig. 6.
The algorithm uses the following genetic operators: mutation,
crossover and reproduction (Gen and Cheng, 1997).
Gene mutation: the mutation operator is introduced (with a
probability of 1) in the chromosomes which are identical (in the
deterministic selection) in order to introduce diversity to the
population, which (at least partially) prevents the premature con-
vergence of the algorithm.
Crossover: the crossover operator is used only in cases of selected
individuals (the most promising ones), and the point of crossover
is selected at random.
Reproduction: an elite strategy and genetic algorithm with a par-
tial exchange of population. The elite strategy involves protection
of the best chromosomes in successive iterations. In the genetic
algorithm with a partial exchange of population, only part of the
population which is to form the next generation, does not undergo
any modifications; i.e. crossover and mutation. In this particular
case, it applies to the best (the fittest) individual from the popula-
tion.
Selection: the individuals to form the next generation are
selected based on the ranking method. Each individual is assigned
the number specifying his location on a list – a rank.

Fig. 5. A diagram presenting the optimum assignment of vehicle collection points

A, . . ., F to vehicle dismantling stations A, C and E. Fig. 6. A flowchart of the genetic algorithm.
16 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20

Fig. 7. A diagram presenting a system of simulation experiments.

Halt condition: no improvement in the adaptation function
(minimization of the recycling cost) in 10 successive iterations
(generations).
The optimization is used by Visual Basic language, which is
implemented in Microsoft Excel. The value of the genetic algo-
rithm parameters are as follows: the number of generations are
200, the population size is 36, the type of selection is tournament,
the mutation faction equals 1, and the probability of crossover is
0.77, respectively.
The originality of the method used involves automatic forma-
tion of new chromosomes (by the developed decision support
system) which indicate potentially possible locations were the cost
is calculated. The chromosome, which is impossible to significantly
improve the calculated objective function (1) of the optimization
task, is assumed to meet the optimization criterion.
4. Numerical results in the case of the Mazovia province
4.1. Cost analysis
The cost of recycling vehicles Krec is calculated based on the
stream Q of utilized vehicles, and the location of the processing
facilities (north – ZPpn or south – ZPpd ) in the Mazovia province and
the unit costs ks , kd , km , kc . The results of the simulated locations of
the dismantling stations for selected input variables are presented
graphically both on the maps of the province and in the form of
graphs. The diagram in Fig. 7 presents the system of simulation
experiments; the symbol wp denotes a coefficient of percentage
change in the cost components by 50%, 25%, . . ., 100%).
The comparative analysis is based on the cost of recycling calcu-
lated for the maximum stream of vehicles directed to all recycling

Fig. 8. The results of the optimization of: (A) the cost of recycling Krec in successive iterations for the basic set of input data and (B) the location of dismantling stations.
 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20 17

stations in the Mazovia province and other parameters identified Analysis of the cost of recycling
for this area, Krec = f (Qmax , PFpd , ks , kd , km , kc ). The obtained value 75
of Krec for the identified data that constitutes the basic set of data
in the conducted research is presented in Fig. 8. The result F = 2056
million [PLN], considered the best due to the value of the adaptation 50

Total cost of recycling [%]

function, is obtained after 71 generations. The stations are located
in 17 (J = 17) district towns. transport of vehicles
25
storage
4.2. Sensitivity analysis dismantling
0 transport of parts
-75 -50 -25 0 25 50 75 100 125
The sensitivity of the developed system is analyzed by study-
ing the influence of the percentage changes (wp ) of the objective
-25
function components; i.e. cost connected with the following: the
transportation of vehicles Ks , transportation of parts and materi-
als Kc , dismantling Kd and storage Km on percentage changes of -50
the total cost of recycling (Tarnowski and Kiczkowiak, 2006). The The cost of the components [%]
analysis of the sensitivity presented in Fig. 9 significantly depends
on the cost connected with the transporting parts and materials Fig. 9. The influence of the cost of the components (transportation of vehicles Ks ,
and the cost of dismantling, whereas the cost connected with the transportation of parts and materials Kc , dismantling Kd and storage Km ) used in the
process on the change of the total cost of recycling (the objective function in the
transportation and storage of vehicles is less significant. Changes
optimization task).
in the cost connected with the transportation of parts and materi-
als have the greatest influence on the cost of recycling, which is a

Fig. 10. The influence of the increase by 100% of the cost connected with the following: (A) transportation of vehicles, (B) storage, (C) dismantling, and (D) transportation of
parts and materials on the optimum number of dismantling stations and their locations.
18 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20

consequence of the long distances between stations and processing The influence of the stream of vehicles on cost
facilities. 120
The increase of individual component costs used in the process
by 100% results in different locations of dismantling stations. Fig. 10 100
presents locations of stations in the case of an increase in the cost

Total cost of recycling [%]

connected with: transportation of vehicles – map A, storage – map 80
B, dismantling – map C, transportation of parts and materials –
map D. The map in Fig. 8 shows locations (for non-increased cost) 60
corresponding to the point with the coordinates (0, 0) in Fig. 9.
The increase by 100% of the components’ costs connected with: 40

20
• the transportation of vehicles results in a significant increase in
the number of dismantling stations from 17 to 30, and a small 0
increase in the total cost of recycling by 0.8%; 0 500 1000 1500 2000 2500 3000

• storage results in a significant increase in the number of disman- Stream of vehicles [vehicles/day]
tling stations from 17 to 30, and a small increase in the total cost
Fig. 11. Percentage change in the cost of recycling depending on the stream of
of recycling by 1%;
vehicles.
• dismantling results in a significant increase in the number of dis-
mantling stations from 17 to 29, and an increase in the total cost
of recycling by 29%;

Fig. 12. Location of dismantling stations in the Mazovia province for the (A) minimum, (B) medium, and (C) maximum stream of vehicles.
 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20
Fig. 13. Location of dismantling stations when processing facilities are located in the north of the country (A) and in the south (B).
• the transportation of parts and materials results in a significant
decrease in the number of dismantling stations from 17 to 4, and
an increase of the total cost of recycling by as much as 62%.
4.3. Analysis of the stream of utilized vehicles
Simulations testing the influence of the value of the ELV stream
in the province on the total cost of recycling show that the size of
the stream of vehicles has an influence on the location of disman-
tling stations as well as their number. Calculations were performed
for the following stream of vehicles: minimum – 756 vehicles
daily where 6 dismantling stations are indicated; medium – 1685
vehicles daily with 8 dismantling stations, and maximum – 2640
vehicles daily, with 17 dismantling stations.
The values of the objective function (1), as determined by the
simulations, are presented in Fig. 11, and the location of the dis-
mantling stations within the analyzed area is shown in Fig. 12. The
optimum number of dismantling stations obtained for the mini-
mum, medium and maximum stream of utilized vehicles is equal
to 6, 8 and 17, respectively.
4.4. Analysis of the influence of the location of processing facilities
The influence of changing the location of processing facilities on
the location of dismantling stations is also studied. The basic vari-
ant, presented in Fig. 8 and in Fig. 13B, assumes that the materials
and parts are transported to processing facilities located south of
the area being analyzed. Fig. 13A shows the consequences of locat-
ing these facilities north of the Mazovia province. DS located in the
same places on maps A and B in Fig. 13 are marked by the symbol
䊉.
The results obtained by simulation correspond with both the
empirical research results and logical analysis. The more stations
and the shorter distances, the lower the total cost of transport and
storage, and the greater the total cost of dismantling, provided that
the supply of vehicles is small. As the simulations show, the num-
ber of dismantling stations increases together with the increase
in the number of vehicles, which is also logically justified. The
change in the location of the processing facilities results in shif-
ting the locations of dismantling stations toward them, which can
also be logically justified, too. Following analysis of the obtained
results of the simulation research, both the developed system and
19
the proposed method of optimization can be considered logically
verified.
The developed system may be used to analyze the cost-
effectiveness of the proposed recycling network. The developed
system provides information on the incurred cost. It may also
be extended to include transportation problems concerning the
risk and the profit from the sales of dismantled parts and mate-
rials. Then, the balance of the cost and profits would allow for an
improvement in the cost-effectiveness of the network.
5. Conclusions
The research conducted here is related to the problem of locat-
ing the dismantling facilities which play an important role in the
process of recycling ELVs due to the direct impact on the cost of
logistics. The main intention of the research from a theoretical
point of view was to develop the modelling approach that could be
used to establish an RL network for ELVs by defining the optimum
locations for dismantling facilities.
The authors also intended to achieve a more practical objective
by illustrating the proposed modelling approach using the Mazovia
province as an example. The location of the dismantling facilities
determined the cost of dismantling, besides the location of the
facilities that processed the dismantled parts. The results of the
simulation that used the developed model proved that changes in
the cost of the components depend linearly on the total recycling
cost within the variability range of ±100%.
Simulation studies for Mazovia province showed that the great-
est impact on the value of the total costs of recycling vehicles
are distances between objects recycling networks (transportation
costs). Changes the value of the cost of transportation of parts and
materials by 50% resulted in a change of the total costs of recycling
by 36%.
Simulations testing the influence of the value of the ELV stream
in the province on the total cost of recycling also showed that the
size of the stream of vehicles has an influence on the location of
dismantling stations as well as their number.
This study also confirmed that the strategic meaning during
the design of the reverse logistic network has the location of the
processing facilities, which always determines the location and
number of dismantling stations. Moreover, the study demonstrated
that genetic algorithms were useful tools for simulating and opti-
mizing the location of vehicle recycling facilities.
20 B. Goł˛ebiewski et al. / Resources, Conservation and Recycling 80 (2013) 10–20
The analysis of the sensitivity showed that the recycling cost
significantly depends on the cost connected with the transporting
parts and materials and the cost of dismantling, whereas the cost
connected with the transportation and storage of vehicles is less
significant. The simulations also show, that the number of disman-
tling stations increases together with the increase in the number of
vehicles, which is also logically justified.
Acknowledgment
The authors wish to thank professor Choromański from Fac-
ulty of Transport, Warsaw University of Technology for his valuable
suggestions.
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