Abstract
We show that the Vehicle Routing Problem (VRP) can be reformulated as a Graph Edit Distance (GED) maximization problem. Under a simple edge-deletion cost model, minimizing total route cost is equivalent to maximizing the total weight of edges deleted from the complete instance graph. This formulation models VRP at the edge level, where solutions are defined by selected edges rather than route sequences, enabling structural analyses that are difficult in classical formulations: per-edge attribution of solution quality, decomposition of the optimality gap, characterization of solution sparsity, and identification of edges that are hard to reach by greedy construction. Theoretically, we establish a merge-decomposition theorem showing that Clarke-Wright savings equal per-merge GED increments, and an approximation-transfer theorem that turns GED approximation ratios into VRP cost bounds. Using this reformulation, we analyze 90 CVRP benchmark instances with known optimal solutions. We find that optimal routing graphs use only 5.5% of available edges, that approximately 3.0% of optimal edges are consistently not found by Clarke-Wright heuristics under repeated restarts, and that the cost gap decomposes into missed optimal edges and substituted non-optimal edges of comparable total weight. The edge-additive objective provides a natural per-edge supervision signal for future graph neural network approaches to edge prediction, suggesting a potential connection to graph neural network approaches that we leave for follow-up work.
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Transformer-based models have become the dominant paradigm for neural combinatorial optimization (NCO) of vehicle routing problems (VRPs), yet the role of positional encoding (PE) in these architectures remains largely unexplored. Unlike natural language, where tokens are uniformly spaced on a line, routing solutions exhibit several properties that render standard NLP positional encodings inadequate. In this work, we formalize three such structural properties that a routing-aware PE should respect, namely anisometric node distances, cyclic and direction-aware topology, and hierarchical depot-anchored global multi-route structure, combining them with a unifying design principle of geometric grounding. Guided by these criteria, we analyze and compare PE methods spanning NLP, graph-transformer, and routing-specific families, and propose a hierarchical anisometric PE that combines a distance-indexed, circularly consistent in-route encoding with a depot-anchored angular cross-route encoding. Extensive experiments across diverse VRP variants demonstrate that geometry-grounded PE consistently outperforms index-based alternatives, with gains that transfer across problem variants, model architectures, and distribution shifts.
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Although Vehicle Routing Problems (VRP) are essential to many real-world systems, they remain computationally intractable at scale due to their combinatorial complexity. Traditional heuristics rely on handcrafted rules for local improvements and occasional \textit{jumps} to escape local minima, but often struggle to generalize across diverse instances. We introduce \textbf{COAgents}, a cooperative multi-agent framework that models the search process as a graph: nodes represent solutions, and edges correspond to either local refinements or large perturbations for diversification (i.e., jumps). A \textit{Partial Search Graph} (PSG) is dynamically constructed during search, enabling COAgents to train a Node Selection Agent and a Move Selection Agent to guide intensification, and a Jump Agent to trigger well-timed explorations of new regions. Unlike end-to-end learning approaches, COAgents cleanly separates problem-agnostic search control from compact domain-specific encoding, facilitating adaptability across tasks. Extensive experiments on the CVRP and VRPTW benchmarks show that COAgents remains competitive with several learn-to-search baselines on CVRP and sets a new state of the art among learning-based methods on the more challenging VRPTW instances, reducing the gap to the best-known solutions by 14% at
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