Efficient job-shop scheduling with transportation resources is critical for high-performance manufacturing. With the rise of "decentralized factories", multi-agent reinforcement learning has emerged as a promising approach for the combined scheduling of production and transportation tasks. Prior work has largely focused on developing novel cooperative architectures while overlooking the question of when joint training is necessary. Joint training denotes the simultaneous training of job and automatic guided vehicle scheduling agents, whereas modular training involves independently training each agent followed by post-hoc integration. In this study, we systematically investigate the conditions under which joint training is essential for optimal performance in the job-shop scheduling problem with transportation resources. Through a rigorous sensitivity analysis of resource scarcity and temporal dominance, we quantify the coordination gap -- the performance difference between these two training modalities. In our evaluation, joint training outperforms the majority of dispatching rule combinations and modular training approaches. However, the coordination gap advantage diminishes in bottleneck environments, particularly under severe transport and processing constraints. These findings indicate that modular training represents a viable alternative in environments where a single scheduling task dominates. Overall, our work provides practical guidance for selecting between training modalities based on environmental conditions, enabling decision-makers to optimize reinforcement learning-based scheduling performance.
Efficiently solving the Job Shop Scheduling Problem in real-world industrial applications requires policies that are both computationally lean and topologically robust. While Reinforcement Learning has shown potential in automating dispatching rules, existing models often struggle with a scalability bottleneck caused by quadratic graph complexity or the architectural overhead of heterogeneous layers. We introduce a unified graph framework that employs feature-based homogenization to project distinct node roles into a shared latent space. This allows a standard homogeneous Graph Isomorphism Network to capture complex resource contention with linear complexity, ensuring low-latency inference for large-scale industrial applications. Our empirical results demonstrate that our framework achieves state-of-the-art performance while exhibiting consistent zero-shot generalization. We identify the job-to-machine ratio as the primary driver of policy effectiveness, rather than absolute problem size. Based on this, we propose a hypothesis of structural saturation, demonstrating that policies trained on critically congested instances (J≈M) learn scale-invariant resolution strategies. Agents trained at this saturation point internalize invariant conflict-resolution logic, allowing them to treat massive rectangular instances as a sequential concatenation of saturated sub-problems. This approach eliminates the need for expensive scale-specific retraining and prevents overfitting to statistical shortcuts, providing a robust and efficient pathway for deploying RL solutions in dynamic production environments.
The job shop scheduling problem is a challenging combinatorial optimization problem, and recent reinforcement learning approaches using graph neural networks have shown promise for learning scheduling policies directly from problem instances. However, training on large instances remains computationally expensive, and generalization across instance sizes remains challenging. This paper studies curriculum learning for graph neural network-based reinforcement learning in the job shop scheduling problem by comparing it with single-size training across three target sizes: 20 x 20, 25 x 25, and 30 x 30. In the curriculum setting, the policy is first trained on smaller instances and then progressively adapted to larger target sizes, allowing scheduling behavior learned in earlier stages to support learning on larger instances. Models are evaluated on unseen instances from 8 x 8 to 30 x 30 using the optimality gap, considering both generalization across all evaluation sizes and specialization on the target size. Results show that curriculum learning consistently reduces wall-clock training time, with larger benefits as the target size increases. The strongest advantage is observed at 30 x 30, where curriculum learning reduces the mean optimality gap across all evaluation sizes by approximately 8.1 percentage points, reduces the target-size mean optimality gap by approximately 8.6 percentage points, and saves approximately 50 hours of training time.
Jayakrishnan K. Vasudevan, Jonathan Hoss, Noah Klarmann
Managing disruptions in railway traffic management is a major challenge. Rising traffic density and infrastructure limits increase complexity, making the Vehicle Routing and Scheduling Problem (VRSP) difficult to solve reliably and in real time. While Operational Research (OR) methods are widely used, most dispatching still relies on human expertise due to the problem's exponential combinatorial complexity. Reinforcement Learning (RL) has gained attention for its potential in multi-agent coordination, but existing RL approaches often underperform OR methods and struggle to scale in dense rail networks. This paper addresses this gap from a machine learning perspective by introducing a semi-hierarchical RL formulation tailored to operational railway constraints. The method separates dispatching from routing through dedicated action and observation spaces, enabling policies to specialise in distinct decision scopes and addressing the imbalance between rare dispatch decisions and frequent routing updates. The approach is evaluated on the Flatland-RL simulator across five difficulty levels and 50 random seeds, with 7 to 80 trains. Results show substantially improved coordination, resource utilisation, and robustness compared with heuristic baselines and monolithic RL, nearly doubling the number of trains reaching their destinations, while keeping deadlock rates below 5% and adaptively sequencing, delaying, or cancelling trains under heavy congestion.