7th IFAC Conference on Manufacturing Modelling, Management,

and Control
International Federation of Automatic Control
June 19-21, 2013. Saint Petersburg, Russia

Resource Availability Optimization for Green Courier Service

Agapios N. Platis* Vasilis P. Koutras**
Christoforos C. Salagaras***
Department of Financial and Management Engineering, University of the Aegean, Chios 82100, Greece
* (e-mail: platis@aegean.gr), ** (e-mail: v.koutras@ fme.aegean.gr)
*** (e-mail: fmem08001@fme.aegean.gr)

Abstract: In this paper an environmentally friendly bike messenger service with clients of different
priorities is modeled using Markov chains. The aim is to examine how operations resource availability
provided to the clients can be optimized. The paper proposes a methodology based on reserving resources
for higher priority classes. Based on data from a bike messenger company, the probabilities of each
clients class is optimized through a multi-objective optimization problem. The result is that the
company, or a similar one, could use the proposed methodology in order to maximize its services levels.
Keywords: Resource availability, optimization, resource reservation, Bicycle Messenger Service, Markov
Chains

when the delivery zone is Zone B. On the other hand, each

1. INTRODUCTION
In urban areas, with the raising cost of gas in addition to the
large cities usual heavy traffic, the bicycle messenger service
seems to be quite effective for the transportation of small
packages reducing this way the overall cost and time for
clients, providing also an environmentally friendly service. A
bike messenger service is generally available in metropolitan
areas for short-range lightweight deliveries.
In this paper, the case study refers to a Bicycle Messenger
Service company, called BONDEX that operates in Athens,
Greece. The company provides courier services, delivering
small packages, inside Attica basin either on the same or on
the next day. It employs cyclists who deliver clients requests
in a quite fast manner with respect to the environment. The
clients, can vary from individuals to consortiums who need to
be served very quickly. The price of this service depends on
the pick up and delivery area and additionally on the service
speed. Hence the Attica basin is divided into three zones:
Zone A which includes the center of the city of Athens, Zone
B which includes the suburbia of Athens, and Zone C which
includes the long distance areas of the Attica basin. For each
zone there are different levels of service. For Zone A, the
delivery can be accomplished off-the-shelf during 45 minutes
from the time of pick up, during 90 minutes (fast delivery) or
simply during the day of request (until 18:00a.m.). Exactly
the same services are provided for Zone B. As far as for Zone
C, the delivery can be fast, i.e. during 180 minutes, or simple,
i.e. during the day. Furthermore, the company can serve
requests to be delivered the day after the pickup. Notice that
the next day request should be delivered until 18:00a.m. the
delivery day. According to the speed and the zone of delivery
and on whether delivery should be done on the same or the
next day, the price list is drawn up. From the company point
of view, not all the requests are of the same importance. For
example it is reasonable to give priority to the requests that
should be delivered the same day and off-the-shelf, especially
day, the cyclists have to pick up request that can be delivered
the next day and in parallel deliver requests of the previous
day. Thus, he should give priority to the request that have to
be delivered sooner during the day and in longer distances.
Obviously, the price of a long distance off-the-shelf or fast
delivery is higher than a simple delivery or a next day
delivery. All of the above information can be found in the
company web page http://bondexcouriers.com/ (in greek).
Based on the price of a service, the requests can be
categorized into different classes, each one of different
priority. Higher priority classes should be served under any
circumstances. Nevertheless, according to the companys
data, the lower priority classes requests are enormously more
than the higher prioritized requests. The basic aim of the
company is to provide service to as many clients as possible.
But the increasing number of low priority request can lead to
exhaustion of the available cyclists who deliver the request,
resulting hence in service unavailability for an oncoming
request.
The Bicycle Messenger Service operation can be regarded as
a system that provides resources to clients of different
priority classes (Koutras and Platis (2006)). Hence, the
cyclists picking up and delivering the requests can be
considered as resources that the system provides to its clients.
The company aims to serve as many clients as possible but
simultaneously provide priority to the requests that attach a
higher profit. Consequently, a trade off between higher
priority classes demands on resource (cyclists) availability
and serving as many clients as possible has to be
distinguished in order not only to satisfy the client but also to
increase companys profit. To this direction, the concept of
resource availability optimization with resource reservation is
adopted based on previous similar works in the literature
(Koutras and Platis (2009), Koutras et al (2008), Koutras and
Platis (2006) (2009), Koutras et al (2008), Koutras and Platis
(2006)).

978-3-902823-35-9/2013 IFAC 1632 10.3182/20130619-3-RU-3018.00468

2013 IFAC MIM
June 19-21, 2013. Saint Petersburg, Russia
Through the past years, resource availability optimization
gained a lot of research effort as far as computer system and
networks (Ha (1997), Haring et al (2001), Koutras et al
(2009), Xiao et al (2004)) and web services (Koutras and
Platis (2009), Koutras and Platis (2008), Koutras and Platis
(2006)) are concerned. Particularly when referring to server-
client systems availability demands are of prior importance.
In many of the above client-server systems the concept of
assigning priorities among the users or client is also
considered (Baldi and Ofek (2000), Koutras and Platis
(2006), Chang and Kim (2001), Vu and Zukerman (2002)). In
such systems, not only the needs of availability are
augmented in order to provide a satisfactory level of service,
but furthermore the high priority clients have to be served in
a more efficient way than others. From the service provider
point of view, resource availability has to be provided to as
many clients as possible and simultaneously higher levels of
resources availability have to be guaranteed for the high
priority users. Consequently there has to be a trade off on
how to provide available resources among users or clients.
2. MODELING THE SERVICE PROCESS
2.1 System description
Consider the service process of the request that arrive each
day to the companys call centre. The company should
provide cyclists (resources) in order to serve the requests.
The requests are of different priorities according to the day of
deliver, the zone and the desired speed of delivery. Actually,
all of the above criteria modulate the price of serving each
request. Consequently, each request is assigned with a
priority. According to BONDEXs price list the requests are
divided into four different classes: class 1, 2, 3, 4 with
descending priority. Each cyclist is charged with a single
request that has to pick up and deliver (delivery is made only
for the requests referred to the same day). Additionally, let us
assume that the company can provide every day N cyclists. A
cyclist is considered available when he is not charged with
any request. Once the cyclist is assigned a request and drives
to pick it up, is considered as occupied. He will become
available again when he will deliver the package. The N
cyclists should serve requests of all priorities, but class 1
requests should be served under any circumstances if there is
an available cyclist. Due to the descending priories, more the
cyclists should be assigned with class 1 requests, fewer with
class 2 requests and so on. Finally class 4, consisting of next
day deliveries, can be served by less cyclists than classes 3, 2
or 1. The aforementioned access of request to cyclists ensures
that the company should almost always be able to serve the
higher priority classes.
A problem arises when there is an increased demand for
cyclist to serve requests. In this case, the number of available
cyclists diminishes and in exceptional scenarios the company
may run out of cyclists. When such conditions are detected,
cyclists should be provided according to the priorities
assigned. Hence when the number of available cyclists
decreases, as a first step, further new requests of class 4 are
not accepted into the system. If the demand for cyclist
1633
continues to increase, additionally class 3 new requests are
not accepted. Finally, in order to provide high levels of
resource availability to the highest priority class 1, if the
number of free cyclists is gracefully reduced, further class 2
requests are not accepted. Class 1 do not experience any
denial of service until the system runs out of cyclists.
Based on the existing literature for resource reservation on a
servers or a websites (Koutras and Platis (2009), Koutras and
Platis (2008), Koutras and Platis (2006)) and guarded cells in
cellular networks (Haring et al (2001)), we propose to reserve
cyclists that can be used only for higher priority classes
requests. Nevertheless, reserving cyclists for high priority
classes will eventually cause a denial of service for lower
priority classes. To counteract this problem, a trade off
between higher priority classes demands on resource
availability and serving as many requests of lower priority
classes as possible, has to be distinguished.
Optimization techniques are used for determining this trade
off. The optimization consists in minimizing the probability
that a request can no longer be accepted into the system,
(Ioannou et al (2002), Lee and Orda (2004)), so called
blocking probability (Haring et al (2001), Farag (2008)).
Thus our aim is to minimize simultaneously the blocking
probability of all the requests classes through a
multiobjective optimization problem.
2.2 Modeling arrivals, service and resource reservation
The concept of reserving an amount of system resources, in
other word a number of cyclists for each of the priority
classes is adopted. Let assume that the number of cyclists that
are reserved for class 1 is denoted by g3. This indicates that g3
cyclists can serve only requests of class 1. Correspondingly,
for class 2, g2 cyclists are reserved and finally g1 cyclists are
reserved for class 3. Note that there are no reserved resources
for the lowest priority class 4, consisting of the next day
deliveries. For a detailed description of the methodology
adopted, let us define a stochastic process Z(t) which denotes
the number of available cyclists at time t. Then {Z(t), t 0}
is a birth-death process. The state space of the model is
defined by the set E, which is divided into four subsets. E1
subset is the subset of states (number of cyclists) that can
serve all requests, independently of the class, E2 is the subset
of reserved cyclists for classes 3, 2 and 1 and E3 of cyclists
for classes 2 and 1. Finally E4 denotes the subset of states that
correspond to the cyclist who serve only class 1 requests.
Hence E1, E2, E3, E4 form a partition of state space E.
In Figure 1 the transition state diagram describing the number
of available cyclists is depicted. State i represents the case
where i cyclists are available. Thus, state N stands for the
case where no request has arrived at the system and hence no
cyclist is occupied, though state 0 depicts the case when all
the cyclists are busy serving requests. Since g3 cyclists are
reserved for class 1, in the cases where i (i = 1to g3), cyclists
are available, the system accepts only class 1 new requests.
Accordingly, in states where j (j = g3 + 1 to g3 + g2) are
available, only class 1 and class 2 new requests are accepted.
In states where j = g3 + g2 + 1 to g3 + g2+ g1 (= G)
2013 IFAC MIM
June 19-21, 2013. Saint Petersburg, Russia

Fig.1.State transition diagram.

cyclists are available, only class 1, class 2 and class 3 new
requests are accepted. Finally, when the available cyclists
vary from G + 1 to N, requests of all classes are accepted.
Resource reservation should take place according to
priorities. Hence, the number g3 of reserved cyclists for class
1 is higher than g2 which is the number of reserved cyclists
iE i = 1, has to be solved, where Q = [qij](i,j)ExE is the
(N+1) by (N+1) transition rate matrix, with qij denoting the
transition rate from state i to state j and N + 1= dim E
denoting the number of states. According to the definition of
the blocking probabilities, analytic formulas can be derived
for each class:
G g 2 + g3 g3

for class 2 which in turn is higher than the reserved cyclists Pb, class 4 = ,
i=0
i Pb, class 3 = ,
i=0
i Pb, class 2 = ,
i=0
i Pb, c lass 1 = 0 (2)
g1 for class 1. Thus, g3 > g2 > g1 and in order for the system to
provide at least one cyclist to each class, we assume g1 1. Thus, formulas for the blocking probabilities for each class
can be derived by equation (2). The blocking probabilities are
Let us now assume that the requests arrive to the system functions the cyclists reservation policy (g1, g2, g3):
according to a Poisson process, a fact that can model the real
arrival procedure very well. Let the parameter of the Poisson N(G+1)2g1 3g2 4g3 +1 (3)
Pb,class1 = 1

process for class 1 users is class 1. Similarly let class 2, class 3 N(G+1) 1 g1 1 g2 1 g g3 1 g g +1
1+ 1 1
+ N(G+1) 2 2 + g1 3 3 + 3 2 4 4 + 2 3
and class 4 be the Poisson parameters for the arrival processes 1 1 1 2 1 2 3 1 4 1 3 4

of classes 2, 3 and 4. Let the time that a cyclist needs to g3 1
accomplish a request is exponentially distributed with 4 + g3
N(G+1)2g1 3g2 4
4 1 4

1

(4)
parameters class 1, class 2, class 3 and class 4 for classes 1, 2, 3 Pb,class2 = N (G+1)

1 N(G+1) 1 1 g 2 1 g 3 1 g g +1
g g g
and 4 correspondingly. Although this is not the case for all 1 3
1+ 1 1 + 2 1 + 2 3 1 + 3 4 1 + 3 4
2 3 2 4 2
1 1 1

the classes, an exponential service time can be a very good 2 3 4

approximation for the time during which a cyclist serves a g2 1

g3 1
N(G+1)2g1 3g2 4
4 + 4g3 + 3 3
request of any class. Under these assumptions, the process 1 1 3 1 (5)
4
{Z(t), t 0} is a continuous time Markov chain (CTMC). Pb,class3 = N(G+1)
1 g1 1 g2
4g3 1 g2 g3 +1
N (G+1) g1 3 1 g2
Notice that since, the total number of requests in a daily basis 1+ 1 1
+ 2 2 + 3 + 3 4 +
1 1 1 2 1 2 3 1 4 1 3 4

for a rather long time interval of 21 months is known, a
common service rate , which is a weighted sum of the g3 1 g2 1 g1 1

N(G+1) 2g1 3g2 4 4 + 4g3 + 3 3 + 2 2
corresponding rate for each class, can be used to express the 1
4 1



3 1 2 1 (6)

Pb,class4 =
rate of serving a request of any class. From the above, the N(G+1) 1 g1 1 g2 1 g g3 1 g g +1
arrival rate for the process Z(t) is state dependent, with (i) 1+ 1 1
+ N(G+1) 2 2 + g1 3 3 + 2 4 4 + 2 3
1 1 1 2 1 2 3 1 3

4 1 3 4

denoting the rate of a request arrival in state i.:
where i = i / , i = 1, 2, 3, 4. Hence, the optimal reservation
4 = class1 , g3 + 1 i 0
policy g1, g2, g3 that minimizes the probability of a class
= + , g 2 + g3 + 1 i g3 + 2 (1) denial of service, with respect to priorities, can be determined
(i) = 3 class1 class2
2 = class1 + class2 + class3 , G + 1 i g 2 + g3 + 2 according to equations (1), (2), (3) and (4).
1 = class1 + class2 + class3 + class4 , N iG+2
2.3 Optimization problem formulation
Recall that our aim is to determine a cyclist reservation
policy that could provide cyclist with priority to class 1 For simultaneously minimizing all the blocking probabilities
requests and simultaneously provide as many cyclists as we formulate a multiobjective optimization problem which
possible to the other classes of requests, always according to reflects the trade off between assuring high level resource
the priorities assigned. Hence, we have to reserve cyclists in a availability for class 1 and at the same time providing as
manner that will minimize the blocking probability of all many cyclists as possible to the rest of the classes (Andersson
classes. Consequently, the blocking probability of each class (2001), Wieselthier et al (2002)). The objective function to be
has to be computed in the long run, based on the stationary minimized is the blocking probability of class 1. The rest of
distribution of the state probabilities of the CTMC Z(t). the blocking probabilities are involved in the constraints of
the problem. More specifically, in order to assure a
For the computation of the stationary distribution of the predefined level of cyclist availability for the rest of the
above process, the known linear system of equations Q = 0, classes, constraints indicating that the blocking probability of

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2013 IFAC MIM
June 19-21, 2013. Saint Petersburg, Russia
each class does not exceed this level are considered. The
problem is solved with respect to the number of reserved
cyclists g1, g2, g3 for classes 3, 2 and 1 correspondingly.
In our case, the optimization problem is formulated according
to equations (3)-(6) indicating the blocking probabilities of
each class:
min Pb,class 1(g 1 ,g 2 ,g 3 )
such that Pb,class 2 Pb,class 2 ,0
Pb,class 3 Pb,class 3 ,0
Pb,class 4 Pb,class 4 ,0
g1 + g 2 + g 3 < N 1
g1 < g 2 , g 2 < g 3 , 1 g1
g1 ,g 2 ,g 3 : integers
where Pb,class2,0, Pb,class3,0, Pb,class4,0 are the predefined levels for
the blocking probabilities of classes 2, 3 and 4
correspondingly, beyond which these probabilities are desired
to be eliminated. According to the priorities assigned, the
number of reserved cyclists for class 1 has to be more than
the corresponding one for class 2 and this is the reason for the
existence of the constraint g 2 < g 3 . The number of reserved
cyclists for class 2 is also higher than those of class 3 and
hence g1 < g 2 . In order to provide at least one cyclist to class
4, the total number of reserved cyclists G is supposed to be
less than N 1. Finally, we have to reserve at least one cyclist
for class 3 and hence 1 g1 .
According to the literature, there are various algorithms that
can solve optimization problems of integer multiobjective
programming (Alves and Climaco (2000), Sarker et al
(2002)). The optimization problem in this paper is solved
based on Nelder-Mead method, supplemented by differential
evolution (Wolfram Mathematica 5). The solution provides
the optimal cyclists reservation policy that minimizes the
blocking probability for class 1 and simultaneously optimizes
the rest of the blocking probabilities.
3. NUMERICAL APPLICATION
The BONDEX company, provides mail delivery on the same
or on the next day inside a certain area using exclusively
cyclist as couriers. This is a major difference between
BONDEX and a usual courier company that can combine
different means of transportation and moreover deliver mail
all around the country or even abroad. For 21 months the
company has served 3720 requests for over 50 different
clients. In Table 1, the zones and types of service are shown
along with an acronym that we assigned to each service in
order to easily categorize the services into priority classes.
According to the profit of each service, the priority classes
are formulated. Hence, class 1 providing a profit 20
includes requests of types SDC2 and SDB3, class 2 with 10
profit < 20 includes types SDB2, SDA3 and SDC1, class
3 with 7.5 profit < 10 includes types SDA2, SDB1,
SDA1, though class 4 includes all the next day delivery types
due to their low priority. By the daily data provided by
BONDEX from November 2010 to August 2012, we
managed to identify the arrival rate of each class as follows:
class1 = SDC2 + SDB3 =0.02236h-1, class2 = SDB2 + SDA3 +
SDC1 = 0.02158h-1, class3 = SDA2 + SDB1 + SDA1 = 0.04212h-1,
class4= ND = 0.1565 h-1. As far as the service rates, each rate
depends on the duration of the service. Hence, we
approximate an immediate service with a rate 4/3 h-1, a fast
service with rate 2/3 h-1 and a fast delivery to Zone C with
1/3 h-1. For simple deliveries we take into account that that a
package can be delivered from 10:00pm to 18:00 am with the
same probability. In a similar manner, zone A simple
deliveries are assumed to have 3 hours of mean duration,
zone B simple of 4 hours and Zone C simple deliveries of 5
(7)
hours indicating hence the corresponding service rates of 1/3
h-1, 1/4 h-1 and 1/5 h-1 respectively. Finally, since during a day
some previous day requests have to be served and
additionally some next day requests have to be collected, all
of them intended to be delivered until 18:00am of the
delivery day, we assume that the rate of serving a next day
request is 1/5 h-1. Consequently the service rate of each
priority class can be now determined: class1 = SDC2 + SDB3 =
5/3 h-1, class2 = SDB2 + SDA3 + SDC1 = 21/15 h-1, class3 =
SDA2 + SDB1 + DA1 = 15/12 h-1, class4= ND = 1/5 h-1. Recall
the assumption that each cyclist delivers the assigned
package and becomes available again independently of the
class he is serving, with a state independent common rate .
Nevertheless, in order to capture the fact that it is more
probable for a cyclist to serve a class with a higher arrival
frequency, we assume that is a weighted sum of the service
rates for each class: = p1class1 + p2class2 + p3class3 +
p4class1 = 0.624345 h-1, where pi = (total number of class i
request) / (total number of requests) for the whole 21 months
period. Having computed all the appropriate parameter values
with the real data and assuming that the potential number of
cyclist each day is N = 15, equations (3) to (6) provide the
blocking probabilities of each class with respect to the
number of reserved cyclists for each class. Given the
predefined levels Pb,class2,0, Pb,class3,0, Pb,class4,0 for the blocking
probabilities of classes 2, 3 and 4, the optimization problem
of equation (7) can be now solved, in order to determine the
optimal reservation policy (g1*, g2*, g3*) which optimizes
simultaneously all the blocking probabilities. Using the
optimal solution, the company could design a plan of
reserving cyclists so as to provide a satisfying level of
availability to all the types and classes or requests, improving
hence its reliability and reputation.
The results of the optimization problem for different
predefined levels are shown in Table 2. In Figure 2 the
blocking probability for each class with respect to the
predefined levels and the number of reserved cyclists is
shown. We can observe that changing simultaneously the
predefined levels can cause an important percentage change
on the optimal blocking probabilities of each class.
According to Table 2, all of the changes affect mostly the
number of reserved cyclists for class 1 and the free cyclists.
The first incurs a percentage change on P*b,class1. In practice,
class 1 is never blocked since the solution indicates that most
of the cyclists should be reserved for this class. On the other
hand, it should be noticed that when the predefined levels for
priority classes 1, 2, 3 become more stringent, the blocking
probability of class 4 is importantly reduced. This is of major
importance due the size of class 4 requests.
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2013 IFAC MIM
June 19-21, 2013. Saint Petersburg, Russia
In order to investigate the behavior of our model in the case
of an increased traffic, we examine the hypothetical case of
double number of requests for all the classes. After
computing the new arrival and service rates in the same
manner, the new optimization problem is solved and the
results are also shown in Table 2, and in Figure 3 the
distribution of the optimal number of reserved cyclist for
each class is depicted. In this case, the variation of the
predefined levels causes noticeable changes on the optimal
reservation policies and consequently on the optimal blocking
probabilities. This is due to the fact that with the same
number of cyclists we are trying to satisfy doubled request
traffic. As a result, not only class 4 should be provided with a
high number of reserved cyclists, but this should be also the
case for the priority classes 2 and 3. Notice also that
reasonably the blocking probabilities for all the classes are
importantly increased compared to the initial scenario.
Finally, for the initial problem, the effects of changing one of
the predefined blocking probabilities are also examined. By
Figures 4 (a), (b) and (c) it can be obtained that the results are
mainly affected by changing Pb,class3,0, Pb,class4,0. This is
because most of the clients belong to classes 3 and 4 and thus
changing the corresponding tolerable blocking probability
levels has a noticeable impact on the optimal solution.
4. CONCLUSIONS
An environmentally friendly bicycle messenger service is
studied in this paper aiming in providing a satisfactory level
of service through resource availability optimization. To this
direction, the proposed methodology of reserving resources
for higher priority clients, is used to balance the availability
needs of high priority classes with the acceptance of as many
request as possible, a fact that will contribute to the
companys profit. Given the present theoretical background
and the results that are based on real data for a bicycle
messenger service company, either this company or a similar
one could adopt the resource reservation methodology in
order to increase the service availability for its customers.
Obviously, the present work could be extended in two
directions. Firstly by modeling in a more detailed manner the
existing problem, for example by relaxing some of the
assumptions about the distribution of service times, or by
taking into account some technical details concerning the
time interval in which requests are allowed to arrive in the
system. Secondly by examining similar systems, likewise a
bicycle messenger service in a large city where not only the
number of requests would be higher, but also the requests
would be partitioned into more than 4 classes.
Acknowledgments
This research has been co-financed by the European Union
(European Social Fund ESF) and Greek national funds through the
Operational Program "Education and Lifelong Learning" of the
National Strategic Reference Framework (NSRF) - Research
Funding Program: Thales. Investing in knowledge society through
the European Social Fund.
The authors would like to thank the BONDEX company for their
cooperation and for the data provided.
1636
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2013 IFAC MIM
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Table 1. BONDEX services

Zone Type Duration
same day delivery
A simple until 18:00 am SDA1
A fast 90 min SDA2
A immediate 45 min SDA3
B simple until 18:00 am SDB1
B fast 90 min SDB2
B immediate 45 min SDB3
C simple until 18:00 am SDC1
C fast 180 min SDC2
next day delivery
A simple until 18:00 am
B simple until 18:00 am ND
C simple until 18:00 am

Table 2. Optimal solutions

(Pb,class2,0, Pb,class3,0, Pb,class4,0) P*b,class1 g* free cyclists P*b,class2 P*b,class3 P*b,class4
(0.005, 0.05, 0.5) 7.4210-20 (1,2,11) 1 2.2110-5 0.009068 0.12912
(0.003, 0.03, 0.3) 7.4210-20 (1,2,11) 1 2.2110-5 0.009068 0.12912
(0.005, 0.01, 0.1) 6.3910-19 (1,2,10) 2 6.8210-6 0.002798 0.03983
(0.0005, 0.005, 0.05) 6.3810-19 (1,2,10) 2 6.8210-6 0.002798 0.03983
(0.0003, 0.003, 0.03) 6.4110-18 (1,2,9) 3 2.4510-6 0.001006 0.01433
(0.0003, 0.001, 0.01) 6.7610-18 (1,2,8) 4 9.2610-7 0.000380 0.05411
doubled request traffic
(0.005, 0.05, 0.5) 7.5710-17 (1,2,11) 1 3.1910-4 0.033855 0.24667
(0.003, 0.03, 0.3) 5.5410-16 (2,3,9) 1 1.2010-5 0.009117 0.26695
(0.005, 0.01, 0.1) 3.4210-14 (2,3,7) 3 3.8010-6 0.002887 0.08454
(0.0005, 0.005, 0.05) 4.1510-13 (1,2,7) 5 4.1610-6 0.004891 0.03506
(0.0003, 0.003, 0.03) 3.1510-11 (2,3,4) 6 1.2810-6 0.000978 0.02894
(0.0002, 0.002, 0.0) 4.4710-10 (1,2,4) 8 1.8310-5 0.001938 0.01389

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Fig. 2. Optimal cyclists reservation policies for the initial Fig. 3. Optimal cyclists reservation policies for the double
problem according to predefined levels. request traffic according to predefined

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(a)
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(b) (c)

Fig. 4. Optimal cyclists reservation policies for the initial problem for Pb,class2,0, Pb,class3,0, Pb,class4,0 changes

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