1. Introduction
Transportation issues (TP) have been the subject of considerable scholarly attention [
1,
2,
3,
4,
5,
6,
7] due to their critical significance in supply chain management and logistics (e.g., cost reduction and service quality improvement) [
4]. Hitchcock first introduced the classic Transportation Problems (TPs) [
8], which Shell subsequently expanded to Solid Transportation Problems (STPs) [
9], which integrated a novel set of conveyances. This development resulted in three-dimensional TPs that more closely resemble real-world applications. Subsequently, scholars investigated STPs through various lenses. Haley [
10] proposed a solution procedure for STPs using a modified distribution method. Patel and Tripathy [
11] examined a computationally preferable approach for STPs with mixed constraints. Baidya et al. [
12] introduced the concept of a safety factor in TPs and scrutinized an STP that utilized fuzzy numbers to represent imprecise parameters. Chen et al. [
13] addressed STPs in fuzzy and interval environments. In addition, Chen et al. [
14] provided STPs with an entropy function implemented in an ambiguous circumstance.
A multi-objective transportation problem (MOTP), which evaluates distinct objectives at various dimensions and is inherently contradictory, frequently reflects the practical situation. The task of simultaneously optimizing all objectives while adhering to specified constraints presents a formidable obstacle. Numerous disciplines, including engineering, economics, and logistics, use MOTP to balance competing objectives through trade-offs in order to achieve optimal outcomes. Bit et al. [
3] were the first to apply fuzzy linear programming to multi-objective STP solutions. Also, Kundu et al. [
15] looked into multi-objective STP in uncertain settings and the vagueness of parameters related to problems like this that can happen when there is not enough information or when the financial markets are unstable. This entailed representing unit transportation costs as random, fuzzy, and hybrid variables, respectively.
Practically speaking, it is common for businesses to manufacture multiple products in an effort to maximize profits. Afterwards, businesses distribute these products to various destinations using diverse modes of conveyance. Multiple elements are therefore typically required to solve STPs. The STP with multiple items has been the subject of extensive research, including that of Liu et al. [
16], who examined a single-objective, multi-item fixed-charge STP having ambiguous inputs.
At this time, decision-makers (DMs) are primarily concerned with the accurate determination of parameter values [
4]. Given the intrinsic ambiguity, it is imperative to establish clear parameters for the model, such as the objective function coefficients and constraints [
17,
18]. As a result, it is logical to solicit a variety of descriptive perspectives from authorities and thought leaders regarding these parameters, which may be considered imprecise data [
18,
19]. Uncertainty can be caused by a variety of uncontrollable factors. For example, DMs’ initial omission of transportation costs could result in unpredictability regarding cost estimation [
19]. As a result of fierce competition, market conditions in the contemporary business landscape are inherently volatile, generating erratic demand for recently introduced products. Furthermore, there may be uncertainties concerning the accessibility of resources at the origin as a result of a multitude of factors. It is possible that the necessary quantity of resources will not be available for transportation [
19,
20]. Moreover, when a requester requires additional resources, the supplier’s resource allocation becomes uncertain. Requesters’ rapid modification of demands via email or mobile communication contributes to the inherent uncertainty [
19].
Substantial advancements in the domain of network design have led to a multitude of approaches in managing uncertainty. Researchers have classified various approaches into three categories: intuitionistic, imprecise, and uncertain. The works cited in the text are as follows: Ghosh et al. [
21], Rizk-Allah et al. [
22], Biswas et al. [
23], and Si-faoui and Aïder [
24]. A TP denotes itself as “fully fuzzy” when every parameter, including decision variables, is fuzzy. Several researchers, including Jalil et al. [
25] and Ebrahimnejad [
26], have investigated entirely fuzzy TPs with respect to individual items. Ziqan et al. [
27] investigated completely fuzzy linear systems using fuzzy numbers. When faced with imprecise constraints such as availability, demand, and conveyance capacity, fuzzy numbers are frequently employed to represent them. On the contrary, traditional Fuzzy Set (FS) theory only considers gratification in relation to fuzziness, neglecting to consider dissatisfaction. To get around this problem, Atanassov came up with a better framework called the Intuitionistic Fuzzy Set (IFS). This framework combined levels of membership and non-membership, which made it easier to handle uncertainty [
28]. Prior scholars such as Ebrahimnejad and Verdegay [
29], Midya et al. [
30], and Roy and Midya [
31] have integrated IFS into the formulations of TP. Among the various forms of IFNs, we frequently use triangular or trapezoidal IFNs to control ambiguity.
A number of scholars have emphasized seminal articles concerning TPs and their possible uses. FST has become a fundamental principle in improving transportation frameworks, specifically with regard to their operational implementations [
32,
33]. Ammar and Youness [
2] conducted an investigation into MOTPs using imprecise numbers. Fuzzy programming techniques have tackled MOTPs with a variety of non-linear membership functions [
18]. Lee and Abd Elwahed [
1] presented an implementation of Fuzzy Goal Programming (FGP) for MOTPs. We employed FGP in conjunction with non-linear membership to address MOTPs [
34,
35]. Gupta and Kumar [
36] proposed a method for handling linear MOTPs with ambiguous characteristics. Roy and Mahapatra [
37] introduced MOTPs utilizing interval and formula within the stochastic environment. Roy et al. [
19] investigated multi-choice TPs with exponential distribution. Mahapatra et al. [
38] exhibited an extremist value distribution incorporating multi-choice stochastic TPs. Maity and Roy [
39] utilized the utility function approach to analyze MOTPs under multi-decision conditions. Maity and Roy [
40] also proposed an alternative method for dealing with MOTPs in the presence of nonlinear demand and cost variables. All of the parameters in the method for solving MOTPs proposed by Gupta and Kumar [
36] are interval fuzzy numbers. Kocken et al. [
41] introduced a compensatory fuzzy method for fuzzy parameter MOTP resolution. Roy et al. [
42] examined an innovative method for resolving IF MOTPs. In their work, Mahajan and Gupta [
17] put forth an entirely IF MOTP that features a multitude of membership functions.
In various practical scenarios, such as analyzing the economic aspects of transportation projects and management situations, TPs with ratio objective functions often serve as performance metrics. Some ratio goals in TPs are to obtain the best overall statistical transportation charges to overall average transportation charges, the best gross returns to gross operations, the best project resources to principal, and the best overall tariffs to overall general costs on leech [
43]. Cetin and Tiryaki proposed a fuzzy approach for fractional MOTPs, utilizing a generalized version of Dinkelbach’s algorithm. In a setting with fuzzy random hybridized ambiguity, Nasseri and Bavandi demonstrated multi-choice linear programming, as well as its application to a multicommodity TP [
44]. El Sayed and Abo-Sinna presented an innovative method for a fully IF fractional MOTP, representing all parameters and variables as IFNs [
45]. El Sayed and Baky presented a multi-choice fractional stochastic MOTP [
46]. Additionally, Devnath et al. introduced a fully fuzzy multi-item, fixed charge in dimensions with breakability during transport [
47]. Mondal et al. considered an IF sustainable multi-objective multi-item multi-choice step fixed-charge STP [
48]. Chhibber et al. [
49] presented a literature review on fuzzy TPs, which are non-linear IF multi-objective problems. Malik et al. exhibited a method for dealing with fully interval-valued via goal programming IF MOTPs [
50]. In their paper [
51], Bind et al. described a means of solving an enduring multi-objective multi-item 4D STP that uses triangular intuitionistic fuzzy numbers (TIFN).
A thorough review of the literature reveals a potentially effective approach in the quest for solutions to the complex issues presented by nonlinear TPs: the use of global optimization techniques. Scholars have investigated a variety of approaches to address the inherent complexity of nonlinear TPs in this domain. After conducting a thorough examination and synthesis of prior research, it becomes indisputable that the implementation of global optimization strategies has considerable capacity to provide efficacious resolutions. Researchers have devised various global optimization methods to resolve non-linear TPs, including the branch and reduce method, the branch and cut method, and a hybrid approach that combines local and global search strategies [
52]. We have implemented mixed integer nonlinear programming methods, such as the extended cutting plane, branch and reduce, branch and cut, and simple branch and bound, to address nonlinear discrete TPs [
53]. This methodology not only acknowledges the nonlinear characteristics of TPs, but it also surpasses the constraints of traditional optimization techniques by incorporating sophisticated algorithms and expanding the search space. Through the integration of knowledge from multiple fields, the proposed methodology emerges as a strong contender, providing notable benefits in comparison to conventional optimization methods, including improved precision, scalability, and resilience.
This study aims to introduce the FIF-MMSFTM, a model that has not previously been described in the literature. We have developed a model that optimizes the profit-to-cost ratio of a product shipment unit quantity from its source to its destination through a specific mode. An IFN represents each coefficient and parameter to mitigate the challenges associated with data acquisition during the modeling phase of real-world TPs. Additionally, we construct three distinct solution models using linear, parabolic, and hyperbolic functions, respectively, to equip the DM with the ability to distinguish among various solutions. Furthermore, the FIF-MMSFTM provides the solution in the form of IFNs with considerably fewer computational efforts, a considerably shorter runtime, and less precise numbers. Ultimately, we can expand the present framework to include a large-scale FIF-MMSFTM.
Although a multitude of studies have investigated STPs in a variety of contexts, it is apparent that linear and single-objective STPs may not be adequate to tackle the intricacies of the real world. In light of this constraint, we proposed a FIF-MMSFTM to bridge this void. This model integrates IF factors, including supplies, demands, transportation, and shipped quantity, profit, and cost coefficients. Firstly, we conceptualize a transformation procedure that converts the model into a linear format. Subsequently, we employ the ordering relations and accuracy function of IFS to further simplify the linearized model and generate a crisp MSTM. In our solution model, we build upon Zimmerman’s approach [
54] in order to optimize membership functions while minimizing non-membership functions. We incorporate linear, hyperbolic, and parabolic membership into the solution model. We provide a numeric illustration to showcase the practicality and effectiveness of the proposed methodology.
This article is structured as follows: After the introduction,
Section 2 provides key ideas and preliminary work.
Section 3 establishes the creation of the FIF-MMSFTM.
Section 4 outlines the technique of linearizing the FIF-MMSFTM.
Section 5 and
Section 6 elaborate on the development of the suggested strategy and an algorithm for solution procedures, respectively.
Section 7 presents an example to demonstrate the applicability of the suggested methodology. Lastly, the paper concludes with some key insights.
7. Numerical Illustration
Consider a TP with 2 origins, 2 destinations, and 2 conveyances between supply and demand. Every parameter was considered as TIFN. Here, the emblems
,
, and
are employed to indicate the IF power of supply, the IF demand prerequisite, and the IF capacity of transportation, respectively. The details for the FIF-MMSFTP are provided in
Table 3,
Table 4,
Table 5,
Table 6,
Table 7,
Table 8,
Table 9 and
Table 10.
Solution: First, predicated on the suggested modification
, the FIF-MMSFTM is transformed into the FIF-MMSTM as follows:
Then, the crisp model was obtained by applying the AF, ordering relation and arithmetic operations as follows:
Then, the individual maximum
and personal minimal
are obtained as in
Table 11.
The following formulation of precise identical structures with various membership functions can be made based on Zimmerman’s methodology:
LMF:
in the
HMF model:
PMF model:
.
The membership and non-membership values for any model are obtained by resolving the three crisp issues. Additionally, as shown in
Table 12, IF solutions and intuitionistic objective values are also achieved. The numerical models are carried with a PC having a Core i5
[email protected] GH, 8 GB of RAM and a 64-bit operating system. The numerical models are solved using Lingo programming software: LINGO 19.
Thus, for the LMF, HMF, and PMF structures,
and
may be constructed.
Table 13 provides an evaluation of the various membership models. The HMF is greater than the parabolic and linear ones. In the three presented solution models, both degrees of refusal and acceptance were considered. Numerical data for the LMF, HMF, and PMF models were exhibited in
Table 14 to ensure the applicability and computational efficiency of the proposed models for solving FIF-MMSFTM. The total solver iteration and elapsed run time per second were exhibited. The HMF model has the smallest number of iterations, while the PMF model has the largest number of iterations. It is clear that the elapsed runtime of the HMF model is smaller than that of the LMF and PMF models. Also, the model class, nonlinear variables, integer variables, and a total number of constraints were provided. This study that is being presented has broad applications in a variety of logistical and supply chain management organizations. When single-type ambiguity is insufficient to describe specific parameters during any logistic operation, the suggested approach can be beneficial in handling two-fold ambiguity (multi-choice and IFN).
8. Conclusions
Through this research, the FIF-MMSFTM was formed. Given the evolving market policies, we anticipate the quantities shipped, profits, cost coefficients, supplies, demands, and transportation parameters to exhibit TIFNs. Analyzing TPs within the IF domain is becoming increasingly relevant and practically applicable compared to conventional fuzzy domains. To address this, the developed FIF-MMSFTM is transformed into a linear model by introducing a new variable to tackle the nonlinearity of fractional objective functions. Subsequently, the model is converted into a crisp version using the AF and ordering relations of the IFS. Extending Zimmerman’s approach is realized to maximize membership and minimize non-membership functions within the solution model. In many real-world situations, the degree of approval or opposition to a given target may vary non-constantly. Nonlinear membership (HMF and PMF) functions offer a more precise representation of DMs’ behavior under certain conditions. Furthermore, in the proposed solution model, three different membership functions, namely LMF, PMF, and HMF, were utilized. For the presented LMF, HMF, and PMF models, the proof is that the unique optimal solution of each model is an efficient solution of the original transportation model. The main advantage of the proposed model is that it can easily be applied in various uncertain domains, requiring less computational effort to obtain the optimal solution. The elapsed run time is very short, at 0.2, 0.15, and 1.37 s for the presented LMF, HMF, and PMF models, respectively. Also, each model has 104 variables and 129 constraints.
Numerous unexplored areas to investigate in the field of solid fraction transportation, in our opinion, will be investigated in the future. The following lists a few of these points:
- -
Multi-choice multi-objective multi-item solid fractional transportation models.
- -
Fully IF multi-objective fractional programming problems;
- -
Bi-level supply chain model under an IF environment.