Mobility & Transport Networks

Plan de Formación (40h)

Plan de Formación (40h)
(2021)

Lecture 3. Queues
 Mobile bottlenecks
.... and density shock-waves

2
Real queues

3
Real queues

4
 Trajectories (s-t) + queues (N-t)

Transport operations s
• Trajectories (in movement)
– Speed, acceleration, etc. Dual analysis of
movement
t
• Queues (waiting)
– Waiting time, average
and maximum queue,
N
etc. (Acum.
A(t)
number)

Ds(t) N
A(t): Acumulated arrivals of clients from 0 to t
Ds(t): Acumulated departures of clients from 0 to t

T time 5
Trajectories and 3D acumulated diagrams

Trajectories and queues are

dual and complementary

6
 Queue system: Components

SYSTEM

• Customer ARRIVAL
DEPOSIT RESTRICTION
DEPARTURE
QUEUE
• Server
• Process arrivals
and service
• Queue discipline observer observer observer

- AIRPLANES AND RUNWAYS

- CONTAINERS AND GRANTRY CRANES
- PAINTING OF WAGONS OF FFCC
- CARS IN A PARKING
- TAXI AND CUSTOMER

7
 Customers, entrance source and arrival process
•CUSTOMERS
- Some one or some thing that requires a service
- Generated from a Entrance Source/Population:
- Finite (limited group), variations affect the
system
- Infinite (unlimited group), variations does not
affect the system Cum #
(N)

•ARRIVAL PROCESS A(t)

- Temporal distribution about how customers arrive
- Four main characteristics:
- Structure (controlled or uncontrolled)
- Size of arrival units (individual-car or group-
bus)
- Arrival rate (inverse of time between two
time
consecutive arrivals)
- Level of patience (waiting any time to be - POISSON
served or leaving before being served) - Δ independents
- CONTINOUS APPROXIMATIONS - Δ stationary
- SMOOTHING (OVERLAP OF EVENTS) - Order
- ADEQUATE SCALE - MONEY (% customers
- FREQUENCY (REPRODUCIBLE) queuing = % time server occupied) 8
 Service process and organization of servers

•SERVICE Prob
(dpf)
- SERVICE TIME: MEAN AND VARIANCE; Service time
SERVICE RATE (FREQUENCY)
- NUMBER OF SERVERS
- ORGANIZATION OF SERVERS
(QUEUEING SYSTEM): SERIES, PARALEL
time

Queue

ONE SERVER IN PARALEL WITH A SINGLE QUEUE (FCFS) SERIES

Fast lane

Regular queues

COMBINATION
IN PARALEL, SERVERS/QUEUES NON UNIFORMS

9
 Queue disciplines

DISCIPLINE
- EMERGENCY
- PRIORITY
- FCFS Same
E(W), with
CONDUCT
- LCFS
different
- SIRO (Service In Random Order) ABANDONMENT, JUMP,
var(W)
- SST (Shortest Service Time) ...
- EDDF (Ealiest Due Date First)
- SWST (Shortest Weighted Service Time)
- RR (Round Robin – “tiovivo”)

DISCIPLINE SERVER PROPERTIES

FCFS MINIMIZES THE VARIANCE OF THE WAITING TIME
SST MINIMIZES WAITING TIME IN THE SYSTEM AND IN THE
QUEUE
EDDF MINIMIZES THE MAXIMUM DELAY
SWST MINIMIZES THE PONDERATE WAITING TIME
RR MINOR WAITING TIME IN THE SYSTEM OF FCFS IF THE
SERVICE TIMES VARY A LOT
10
Queues in the supermarket

11
11
 Acumulated diagrams

ACUMULATED DIAGRAMS (N, t)

ACUMULATED
NUMBER OF
COSTUMERS

“GAME RULES” TIME

- CONSERVATION
- ARRIVAL PROCESS
- NUMBER OF SERVERS
- SERVICE TIME DISTRIBUTION
- QUEUE DISCIPLINE
- SIMULATION AND EXACT SOLUTION, EASY
- APPROXIMATE EQUATIONS, DIFFICULT
FOR ONE SERVER:

CUSTOMERS 1
IN SERVICE
0 TIME

12
 Arrival and Departure rates

1
N (t)
(Cumulative
number of Q
customers)
A(t) D(t)

N
1

time T

13
 Queue length and Waiting time

Queue length:
Lq (t): Number of cutomers on the queue at time t. Lq(t)= A(t)-Dq(t)
Ls(t): Number of customers in the system at time t. Ls(t)=A(t)-Ds(t)
Ws(t): Total waiting time in the system, 𝑊𝑠 𝑡 = ∫ 𝐴 𝑡 − 𝐷 (𝑡) 𝑑𝑡
Then: A(t) ≥ Dq(t) ≥ Ds(t) t≥0

Maximum length (longest vertical distance) and waiting time (longest horizontal distance)

A-1(n) , Dq-1(n) , Ds-1(n) are arrival time, departure time from the queue, departure time
from the system for the customer n. 14
 Deterministic and Stochastic systems

Deterministic models Stochastic models

Guarantee:    

No queues, or reduction of Queues could appear, but they

If it is the case:
the existing ones. disappear due to random behavior.
Analytical solutions, approximated and
difficult.
Analyzed with: N-t diagrams
Simulation, exact solution and more
simple.

µ > λ Recovering the system, reducing the queue length

λ > µ Uncontrolled system, the queue length always grows

Utilization factor: ρ = λ/µ

Equilibrium ρ < 1

Increasing queue ρ > 1

15
 Costs and Decisions

OPERATING STEPS:

CLIENT SERVER

- TIME QUEUING - RITHM OF ARRIVALS

- TIME OF SERVICE - TIME OR SERVICE
- COST OF WAITING - USE
- % SERVICE FINISHED ON - THROUGHPUT
TIME - QUEUE LENGTH
- DELAY - % ABANDONMENTS

•DECISIONS •COSTS:
SERVICE
- ADEQUATE LEVEL OF SERVICE - CONSTRUCTION/INVESTMENT
- PRIORITY OF SERVICE - OPERATION
- OPENING HOURS - MAINTENANCE, ETC.
WAITING
- VALUE OF TIME
16
 Optimization

Cost
Optimization:
• Cost of TOTAL
resources COST
Cost of
• Cost of the service
MIN
queue

Cost of
waiting

Optimum LoS Level of

service

17
 Deterministic queues

Deterministic queues

Queue generation :

Arrival rate (customers/min) Service rate (customers/min)

18
 Little’s law (1961)
Deterministic queue.
If it vanishes at t=0 and at
t=T, we can calculate
the total delay = area
between A(t) and D(t) 1
N (t)
(Cumulative
number)
Dq(t)
A(t) Ds(t)
Average queue = Total Delay/T
Average waiting = Total Delay/N N

Time
0 T

19
 Serial Queues (tandem)

µ1 µ2 µn

D1(t)=A2(t) D2(t)
A(t)

The system optimization (throughput) implies identical

service rates : µ1= µ2= … = µn
Examples:

- Continuous production line

- Mail classification, packages, etc.
- Urban artery with road works

Avoid queues inside the system: if µk are

different, µmax at the end (surplus of capacity) 20
 Serial queue with capacity

∞ C1 C2 Cn ∞
µ0 µ1 µ2 µn

Initial queue
DK(t) = DK(0) + µk t
k = 0,1,…,n

...UNTIL A
CAPACITY
CONSTRAINT IS
VIOLATED

21
 Serial servers
A bus stop with two platforms: In case of one platform:

BUS 0
BUS 2

BUS 1
𝐸 𝐻 = 𝐸 𝑅 + 𝐸 𝑃 + 𝐸(𝐷)

𝐶=  capacity
Service Service ( )
position 2 position 1

In case of 2 platforms:

a) Bus 1 finishes first: b) Bus 2 finishes first

Distance

Distance
Service Service
position 1 position 1
Service Bus 0 Service Bus 0
position 2 position 2
Waiting Bus 1 Waiting Bus 1
position 1 position 1
Waiting Bus 2 Waiting
Bus 2
position 2 position 2
R’1 R’2 P’2 D’2 R’1 P’1 D’1 R’2

H’ H’
Time Time

𝐻′ = max( 𝑅 + 𝑅 +𝑃 + 𝐷 , 𝑅 + 𝑅 +𝑃 + 𝐷 )

𝐶 = ∆𝐶 = −1= − 1= −1
∆ ,

Given two stop times Di independents, function of distribution of the maximum value is:
𝐹 , 𝑥 = 𝑃 max 𝐷 , 𝐷 ≤ 𝑥 = 𝑃 𝐷 ≤ 𝑥 𝑃 𝐷 ≤ 𝑥 = 𝐹 𝑥 then,

𝐸 max 𝐷 , 𝐷 = ∫ 𝑡 𝑓 , 𝑡 𝑑𝑡 = 2 ∫ 𝑡 𝐹(𝑡) 𝑓(𝑡) 𝑑𝑡

22
 Serial servers
Increase of capacity of one double bus stop depends on the distribution of service time!!

Histogram of data observed

18

16 Adjustment of values of pick up and drop off passengers at stop

14 (dwell time)
Number of observations

12

10

8 Lognormal density function

μ=2.88 σ=0.42
6

0
0 10 20 30 40 50
Dwell time (seconds)

70

65
E(S)=30 s
60

Increase of Capacity (%)

25 s
55

50 20 s

45 15 s

40
10 s
35

30
0 5 10 15 20 25 30 35 40 45
Standard Deviation of Dwell Time (seconds)

23
 Parallel servers

Queue Server
Arrivals

Server

Queue

Server

Queue
Arrivals
Server

Queue

Server

24
Deterministic queues - Exercises

Deterministic queues
Examples and exercises

25
 Example of optimal decision

Cost

TOTAL
COST
Cost of service
MIN

Cost of waiting

Optimal Level Level of

service

EJ.: BUSES OPERATIONS

- LEVEL OF SERVICE = FREQUENCY H=1/F
- AVERAGE WAITING = 1/2 E(H) [ 1+C2(H)]  H/2
- BUS BUNCHING
- TOTAL COST PER MINUTE =

- OPTIMAL FREQUENCY: F* = (β/α)1/2

26
 Bus bunching
Cumulative 1
number of pax λ
Hn

H3
𝑇𝑜𝑡𝑎𝑙 𝑑𝑒𝑙𝑎𝑦 (𝑎𝑟𝑒𝑎 𝑜𝑓 𝑎𝑙𝑙 𝑡𝑟𝑖𝑎𝑛𝑔𝑙𝑒𝑠)
<𝑤 >=
H2 𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠 𝑡ℎ𝑎𝑡 𝑤𝑎𝑖𝑡𝑒𝑑 𝑖𝑛 𝑡ℎ𝑒 𝑏𝑢𝑠 𝑠𝑡𝑜𝑝

Var ( X )  E ( X 2 )  E 2 ( X ) H1 Time
2 
2
n 1    
 2  H i2 
  Hi 

  H
i  i H i



 2
w  in   i  i   
 H  var( H )
n 2 H
  Hi 2  Hi
i 1 i 1

Average waiting time:

27
 Bus bunching
Bus bunching offers worst service….
…. at same cost
Trajectory bunching: Do not open
bus doors
Waiting time increases with VC2
of the headway
Variable headways increase the
user’s waiting time even though
the average headway remains
constant
Variable compensation of demora
controllers (3%) to minimize
headways variance (TMB)

PPO to bus drivers (absenteeism)

PPO to controllers (fraud)

28
 Accident in highway
Additional queue due to an accident
Accumulated
number of A(t)
vehicles

Incident Time
2 lanes in use
Reestablishment
of 3 lanes

Numerical example: 5 lanes

20,250
in highway USA (C=9,000
10 ’
veh/h) then change to 4
lanes (C=7,200 veh/h) for 10
min.

Delay = 600 veh-h.

L = 277 veh average queue
10 ’
7:00 8:00 9:00 Time
29
 Queues at traffic lights

Accumulated
vehicles
n’
n
λ µmax

r g r t

CYCLE: C = r + g (50” - 100”)

n’ = λ C ; r = n/ λ - n/ µmax n = r λ µmax /(µmax - λ)

AVERAGE DELAY OF THE DELAYED VEHICLES (n): r/2

AVERAGE DELAY OF ALL VEHICLES (delayed or not) (n’):

30
 Queues at traffic lights

INTERSECTION
(i=1)

(i=2)

μ r 2
w  1 i i
i 2 C (μ  λ )
i i

(i=1,2) As λiC ≤ µigi (LITTLE: Queues vanished in each cycle)

Cycle : C = g1 + g2 + l
l: amber + clearance (all red)
r1= g2 + l/2 ; r2= g1 + l/2

31
 Queues at traffic lights
PML:
2
min Z = i1
 i C w i TOTAL Delay

s.t. (1) µigi  λi (g1 + g2 + l) Little (queues vanished)

(2) gi  gimin Pedestrians: minimum to cross (non negativity)
(3) g1 + g2 + l ≤ Cmax Maximum cycle for safety reasons to avoid long waiting times (120”)

PROFESSIONAL PRACTICE:
LoS w
λ
i
μ
i A <5”
g  (C  l)
i 2 B 5-15”
 λ j μ j
j1
…
E 40-60” HCM
Proportional to utilization factor F >60”
Flows for the quarter of rush hour

32
 Queues at PT stops
Loading: all links of the chain are important
1
 CAPACITY test before Olympics’92 Cum. # 

 High frequency but loading process deficient:

“Queues at bus stop grow but buses are 1 pax
empty...” Press 1992 2”

 Buses with H=30 seconds in Pl. España

 Time needed for loading = 2 min
 We need a loading dock with 4 buses in 30” 60” 90” seg.
parallel
Serial loading: only 8 pax have Parallel loading: full buses
the time to get into the bus having 2 min to load pax
(reaction time + acceleration +
deceleration time = 10 seconds)

We need to “design” the services as well! 33

 Exam (GEC 2018)
We assume a highway with 3 lanes, each with capacity c (veh / lane-h). A traffic flow of
q veh / h (c <q <2c) is observed. At t = 0 the traffic is cut off by an accident for t1
minutes. After this time only one lane is opened for t2 minutes and finally all three lanes
are restored to traffic. Draw the arrival and departure curves of the vehicles as a
function of time. Calculate: The queue dissipation time (T), The maximum length of
queue of vehicles (Lmax), the average delay per vehicle in the queue episode (w).

34
 Exam (GEC 2018)
We assume a highway with 3 lanes, each with capacity c (veh / lane-h). A traffic flow of q veh / h (c <q <2c) is
observed. At t = 0 the traffic is cut off by an accident for t1 minutes. After this time only one lane is opened for t2
minutes and finally all three lanes are restored to traffic. Draw the arrival and departure curves of the vehicles as
a function of time. Calculate: The queue dissipation time (T), The maximum length of queue of vehicles (Lmax),
the average delay per vehicle in the queue episode (w).

35
 Problem
Problem. A highway is capable of processing vehicles (customers) at a constant service rate
of μ (veh / h). Customers arrive at a constant rate λ1 < μ until a certain time t = 0, after which
the arrival rate is λ2 > λ1 until a time t = τ. After t = τ, the arrival rate returns to the value λ1
until a time τ ’. The previous global sequence of the rush hour phenomenon repeats itself
indefinitely. If λ2> μ is considered, the clients that cannot be served form a queue with a
FIFO service discipline.

Draw the accumulated arrival and departure curves as a function of time, analytically
calculate the following concepts:
• The maximum length of the queue
• Maximum customer delay
• The duration of the queuing phenomenon
• The total delay of all clients from t = 0 to t = τ ’.

If the cost of providing a service during the time τ’ is αμτ', (α is a constant of proportionality)
regardless of whether the highway is in capacity or not, and the unit value of the users' time
is π (Euros/h), then:
• Determine the optimal highway capacity, μ *, that minimizes service and delay costs
• Draw μ as a function of Δ = πτ2 / (2ατ ’)
• Determine precisely the μ* values for Δ> 1, Δ = 0, and 0 <Δ <1 and physically interpret each
of these responses.
36
 Problem
Problem. In a station of a subway line, the passenger arrival rate λ is constant and
the service (trains) circulation intervals have the same probability of being 4, 5 and
7 minutes. All passengers are supposed to board the first train that arrives at the
station. Then:

a) Calculate the average waiting time of a passenger at the station

b) What is the probability that a passenger will wait between 4 and 5 minutes for
the next train?

c) Analytically calculate the function G (x) that represents the probability that the
waiting time at the station is greater than x (study in the domain 0 <x <7).

d) Graphically represent the function G (x)

e) What would happen if the regularity of service increased and all trains ran at a
constant interval of h = 5.5 minutes?

37
 Number of photocopiers
A large company makes photocopies with a rush hour pattern: 50% of the
photocopies are made between 10:00 - 12:00 (working hours are from 9:00 a.m. to
5:00 p.m., without breaks). The photocopying machines have a capacity (speed in
pag / min). How many photocopiers (F) are needed?

Cumulative
number of
photocopies máx
0
100% 1 1

min

1
50%

*
1

9 10 11 12 13 14 15 16 17 Hours
38
38
 Number of photocopiers
Unit
Cost

Photocopies
Total

Waiting + access
Cumulative
photocopies F* F

Delay D 1
0
T = 2(max-0)/(*-0)
1 Q = 2 (max-*)
Q *
max 1
D=QT/2

0 2 T time

39
 Stochastic models

Stochastic models

 = Arrival rate (customers/min)  = Traffic intensity

 = Service rate (customers/min) (light traffic, heavy traffic)

40
 Total time in the system
“It is better to have stochastic service time than stochastic arrivals”

Total time in
the system

S/S
S/D
D/S
1/µ
D/D
ρ
0 1 Traffic intensity
D: DETERMINISTIC; S: STOCHASTIC

Total time in
the system
M/M/n
n Number of servers
1/µ

1 ρ

“Only with infinite channels stochastic queues will be eliminated”

41
 Stochastic models
- Unknown numerically arrival and departure curves.

- Need of probability distributions to describe real arrival and departure

processes.

- There is no a general model for all possible cases.

- To develop compact formulations and probabilistic descriptions of arrivals

and departures:

- State of system (n): number of customers in the system N(t) at

time t.
- Queue length.
- Pn(t): Probability of n customers in the system at time t.
- c: number of servers.
Utilization rate - λn: average arrival rate of new customers when there are n
ρ = λ / cµ customers in the system. (if constant for any system state n, λn
= λ)
- µn: average service rate of the whole system when there are n
customers in the system. (if constant for any server, µn = nµ for
n>c or µn = cµ for n<c)
42
 Poisson process

Accumulated number of events during an interval of

time.

For a Poisson process with an average arrival rate λ,

the probability to observe n arrivals during an interval
Dt is:
e   Dt (  Dt ) n
Pr( n)  E ( n )   Dt
n!
 Dt (  Dt ) 2
Pr( 0)  e  1   Dt  ...  1  Dt  o(Dt )  Pr( 0)  1  Dt
2!
  Dt (  Dt ) 2
Pr(1)  Dte  Dt[1  Dt  ...]  Dt  o(Dt )  Pr(1)  Dt
2!

43
 Poisson process and exponential distribution
• Time T between two consecutive arrivals following a
Poisson process follows an exponential distribution
with parameter λ.
 t f(t)
 t
P (T  t )  1  e
e t0  t

f (t )   P (T  t )  e
0 t0
1
E (T )  Var(T)  1/2 t


• f(t) strictly decreasing function 𝑃(0 ≤ 𝑇 ≤ ∆𝑡) > 𝑃(0 ≤ 𝑇 ≤ 𝑡 + ∆𝑡)

• Lack of memory 𝑃 𝑇 > 𝑡 + ∆𝑡 𝑇 > ∆𝑡 = 𝑃(𝑇 ≥ 𝑡)

• Minimum of several random independent exponential variables is an

exponential Distribution Z = min{𝑇1, 𝑇2, … , 𝑇𝑛}
𝑃(𝑍 > 𝑡) = exp(− 𝜆 𝑡)

• n parallel servers with service rate μi. If the rate is constant μi = μ, Z follows
an exponential Distribution with parameter nμ. 44
 Stochastic models and Probability distributions

P(A)=0 P(B)=1
B
A  B = P(A  B) = P(A) + P(B) A
T. BAYES: P(B/A) = P(A  B) / P(A)
P(B) = P(B/A) P(A) + P(B/Ac) P(Ac)

E(x) Var(x) DISTRIBUCIÓN

np np(1-p) BINOMIAL x=0,1...
n 
P ( X  x )    p x ( 1  p ) n  x
 x 

(1-p)/p (1-p)/p2 GEOMÉTRICA

P ( X  x )  (1  p ) x p  

  POISSON x=0,1...
E (x)  x

dF ( x )   (1 
0
F ( x )) dx

x ex
P(X  x)
x!
1/ 1/2 EXPONENCIAL x0 If x  [0, )
f (x)   e x

 2 NORMAL - < x < 

 x   2

f (x)
1
e 2 2
 2

45
 Birth-Death Process. Markov chain
• A queue model that assumes arrivals and departures occur according to a birth
(arrival)-death (departure) process.

• The model explains based on probability how N(t) varies during time. N(t) = n
associated probability Pn.

• Assumption 1. Given N(t)=n, current probability distribution of the time for the
next birth (arrival) is exponential with parameter n (n=0,1,2…)
• Assumption 2. Given N(t)=n, current probability distribution of the time for the
next death (departure) is exponential with parameter n (n=0,1,2…)
• Assumption 3. n and n are independent (n=0,1,2…)

• Transition:
n  n+1 (birth)
Depending on which of the 2
n n-1 (death) rates is smaller

Birth-death process is a particular type of Markov chain

M. Estrada
with a continuous time.
46
 Birth-Death Process. Markov chain
Diagram Equation of balance:
Arrival rate = Departure rate for state n
0 1 n-1
n0 0 P0  1P1
n 1 (1  1 )P1  0 P0  2 P2
1 2 n nn (n  n )Pn  n1Pn1  n1Pn1

Pn: Probability of having n elements (customers) in the queuing system

0
P1  P0
1
  
P2  1 P1  0 1 P0
2 1 2 L   n  0
nP n

  .....0
Pn 1  n n 1 P0 
 n 1 n .....1 Lq   ( n  c ) Pn
 n n 1.....0 n0
 n  1,2...
Si Cn    n 1 n .....1  Pn  Cn P0
1 𝜆̅ = 𝜆 𝑃
 n0
1

 

Si P
n 0
n 1  P0  


n 0
Cn 

47
 Stochastic Models

•NOMENCLATURE A: arrival process; B: service time distribution

A/B/c/d/e + queue discipline

channels capacity population

Distributions: M (Markov); D (deterministic; G (general); Ek (k-Erlang); H (hyperexponential)

•EXACT EQUATIONS (EXPLICIT) ONLY FOR M/M/m AND M/D/1

48
 Queuing systems M/M/c

•  ,  are constant and independent from the state of the

system

n  
• c=1  Simple
n  

• c=c  More complex n  

n para n  1,2...., c
n  
c para n  c, c  1,....

49
 Queuing systems M/M/1
• Data: : Arrival rate; : Service rate
• Solve: – L: Average number of customers in the system
– Lq: Average number of customers in the queue
– W: Average waiting time in the global system
– Wq : Average waiting time on the queue
L
Lq



1
Wq 

• Objective: Provide a compact expression for probability of

number of customers on the queue (Pi) from the data  and .
50
 Queuing system M/M/1
Conditions of equilibrium

   
P0  P1
n-1 n n+1
(   ) Pn  Pn 1  Pn 1
   

Resolution for P0 and Pn

2 n
• Step 1   
P1  P0 , P2    P0, Pn    P0
  

• Step 2

51
 Queuing systems M/M/1
• Step 3

• Step 4

  

Resolution L: L   nPn   n (1   )  (1   ) 
n 0 n 0
n
 n
n 1
 n 1

(1   )  d
d
  n
  
 n 0 
 (1   )  dd  
1
1 

(1   )     (1 )  
1
(1  )2

Resolution W, Wq and Lq W  L     

 
1

1
 

Wq  W       
1


 
1


 (   )

Lq  Wq    (  )  2
 (   ) 52
 Key indicators

CHARACTERISTICS M/M/1 M/M/N

(,FIFO) (,FCFS)
 Traffic intensity or usage / /
factor
p0 Probability of empty 1- N1  ρn  ρN 
1

  
   
system n0  n!  N! (1- ρ/N) 
pn Prob. Exactly without n p0  ρn 
 p 0 nN
customers in the system  n! 
 ρn 
 p
nN  0
nN
 N!N 
E(m) Customers waiting to 2/(1-) ρ N 1 
p0 
1 
2
be served N!N  1  ρ/N 
E(m/m>0) Customers 1/(1-) 1
1 ρ/N
waiting to be served with
queue
E(n) Customers in system 1/(1-) ρ  E(m)
(queue + being served)
E(v) Time in system (queue 1/(-) E(n)/λ
+ service)
E(w) Time in queue /(-) E(v) 
1
μ

53
 Centralization vs. Descentralization

Random fluctuation of a decentralized system

independently managed generates more need of resources.
Examples: Safety stock, public works and special machinery, 2 restaurants in a
highway, 2 independent tunnel entrances, reversible lanes and tollbooths,
flexible check-in counters, flexible bus dock/routes/maintenance stations, etc.

a
A

RESOURCES: RESOURCES:
𝑪 𝑨 𝑫 𝒂

𝑨 𝒂
R
𝑫 𝒂 𝑨

1 n 𝑫 𝑪
54
 Queuing management

Reduction of delays
 CHANGES IN SERVICE
- SERVICE IN GROUP: Free server helps
- FLEXIBLE ASSIGNMENT
- AUTOMATIZED SERVICE
- REDUCTION OF COSTUMER PARTICIPATION
- COSTUMER PARTICIPATION: e.g. gas station, forms, packing in supermarket.
- SIMULTANEOUS SERVICE: meanwhile a customer decides or participates.
- SERVICE IN GROUPS: similar customers e.g. Medical prescriptions in Social Security
services
- ALTERNATION OF CUSTOMER TYPES: e.g. Pick up + delivery “messengers”
- INCREASING THE NUMBER OF SERVERS: Part-Time
- ELIMINATION OF PREDICTABLE QUEUES
- TEMPORARY INCREMENT OF CAPACITY (RESOURCES ASSIGNMENT)
55
 Queuing management
Reduction of delays
 CHANGES IN ARRIVALS
- RESERVATIONS AND APPOINTMENTS e.g. Restaurant, doctor
- PRICE e.g. Automatic discounts on Sunday from 8 to 12 h (Macy’s, USA)
- UNDERLYING ARRIVAL PROCESS: Flextime
- DROPOUTS: Info. traffic dynamics, radio
-PSYCHOLOGY
- Entertainment: comfort, performances
- Information: reasons+ info.+ remember they have not been forgotten
- Equity
- FISIOLOGY
- Noise
 DESIGN - Lighting
- Ventilation / temperature: water in queues under the sun
- Agglomerations
-QUEUING DISCIPLINE
- Passive maintenance
- Active maintenance
- QUEUE DESIGN Avoid demoralization
56
 Conclusions

-“TRADE-OFF” BETWEEN COST AND LEVEL OF SERVICE

-“BUSINESS UNITS” OF DIFFERENT COSTS (MONEY + COST OF DELAY)
- DELAY DECREASING DOES NOT MEAN MORE COST
- USE IN STRATEGIC AND OPERATIONAL PLANNING
- ANALYSIS GUARANTEES FUNCTIONALITY....
- …AND CAN SAVE A LOT OF MONEY
- PSYCHOLOGICAL ASPECTS
- APPLYCABILITY IN TRANSPORT BUT ALSO IN OTHER PROFESSIONAL FIELDS
(PUBLIC WORKS AND CONSTRUCTION, COMPANYIES OPERATIONS, ETC.)

57
Mobility & Transport Networks
Plan de Formación (40h)
Plan de Formación (40h)
(2021)

Lecture 3. Queues