Relevant bibliographies by topics / Fixed Waiting Costs

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Academic literature on the topic 'Fixed Waiting Costs'

Author: Grafiati
Published: 6 September 2023

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Journal articles on the topic "Fixed Waiting Costs"

1

Platt, Brennan C. "Queue-rationed equilibria with fixed costs of waiting." Economic Theory 40, no. 2 (2008): 247–74. http://dx.doi.org/10.1007/s00199-008-0371-7.

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2

Helmmie, Elshaan, and Tri Basuki Joewono. "Elasticity of Travel Time and Travel Cost of Private Vehicles and Public Transportation in Bandung, Indonesia." Civil Engineering Dimension 24, no. 2 (2022): 101–8. http://dx.doi.org/10.9744/ced.24.2.101-108.

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Understanding mechanism of users in responding determinant variables to use mode of transport is beneficial to anticipate the effect of policy. This study aims to identify the elasticity value of travel time and travel cost of the users of private vehicles and public transportation. Using data from users of private vehicles and public transport in Bandung, Indonesia, the elasticity of travel time and travel cost was calculated based on estimated multinomial logit model (MNL) logit. The elasticity was calculated based on gasoline prices, parking fees, transfer fees, access times, travel times, and waiting times. Based on the results of the elasticity values for travel attribute, it was found that in access time and travel time, Trans Metro Bandung (TMB) Bus had the largest elasticity of -0,564 and -5,001, respectively, so TMB Bus was the most sensitive to changes in access time and travel time. In terms of waiting times and fixed costs/gasoline, conventional taxi has the highest elasticity values of -2,630 and -1,604, respectively, so conventional taxi is the most sensitive to changes in waiting time and fixed costs/gasoline.
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3

Lachaine, Jean, Kimberly Guinan, Andrew Aw, Versha Banerji, Isabelle Fleury, and Carolyn Owen. "Impact of Fixed-Duration Oral Targeted Therapies on the Economic Burden of Chronic Lymphocytic Leukemia in Canada." Current Oncology 30, no. 5 (2023): 4483–98. http://dx.doi.org/10.3390/curroncol30050339.

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Background: Continuous oral targeted therapies (OTT) represent a major economic burden on the Canadian healthcare system, due to their high cost and administration until disease progression/toxicity. The recent introduction of venetoclax-based fixed-duration combination therapies has the potential to reduce such costs. This study aims to estimate the prevalence and the cost of CLL in Canada with the introduction of fixed OTT. Methods: A state transition Markov model was developed and included five health states: watchful waiting, first-line treatment, relapsed/refractory treatment, and death. The number of CLL patients and total cost associated with CLL management in Canada for both continuous- and fixed-treatment-duration OTT were projected from 2020 to 2025. Costs included drug acquisition, follow-up/monitoring, adverse event, and palliative care. Results: The CLL prevalence in Canada is projected to increase from 15,512 to 19,517 between 2020 and 2025. Annual costs were projected at C$880.7 and C$703.1 million in 2025, for continuous and fixed OTT scenarios, respectively. Correspondingly, fixed OTT would provide a total cost reduction of C$213.8 million (5.94%) from 2020 to 2025, compared to continuous OTT. Conclusions: Fixed OTT is expected to result in major reductions in cost burden over the 5-year projection, compared to continuous OTT.
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4

Yantao, Huang, Kara M. Kockelman, and Long T. Truong. "SAV Operations on a Bus Line Corridor: Travel Demand, Service Frequency, and Vehicle Size." Journal of Advanced Transportation 2021 (July 12, 2021): 1–15. http://dx.doi.org/10.1155/2021/5577500.

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Before shared automated vehicles (SAVs) can be widely adopted, they are anticipated to be implemented commercially in confined regions or fixed routes where the benefits of automation can be realized. SAVs have the potential to operate in a traditional transit corridor, replacing conventional transit vehicles, and have frequent interactions with riders and other vehicles sharing the same right of way. This paper microsimulates SAVs’ operation on a 6.5-mile corridor to understand how vehicle size and attributes of such SAV-based transit affect traffic, transit riders, and system costs. The SUMO (Simulation of Urban MObility) platform is employed to model microscopic interactions among SAVs, transit passengers, and other traffic. Results show that the use of smaller, but more frequent, SAVs leads to reduced passenger waiting times but increased vehicle travel times. More frequent services of smaller SAVs do not, in general, significantly affect general traffic due to shorter dwell times. Overall, using smaller SAVs instead of the large 40-seat SAVs can reduce system costs by up to 4% while also reducing passenger waiting times, under various demand levels and passenger loading factors. However, the use of 5-seat SAVs does not always have the lowest system costs.
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5

Mansyur, Abil, Satya Subrahmanyam, Vadim Ponkratov, Candra Zonyfar, Ravil Akhmadeev, and Kavitha Manoharan. "A New Mathematical Model for the Integration of Production and Distribution in Mobile Centers." Mathematical Modelling of Engineering Problems 9, no. 6 (2022): 1466–70. http://dx.doi.org/10.18280/mmep.090604.

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In today's competitive environment, having the best sequence of operations for production and distribution activities is a basic need for survival. As a result, one of the major challenges in fixed supply chain systems is unnecessary transportation costs and the inability to meet customer demand as quickly as possible. In order to meet these challenges, factories and mobile equipment have been considered in this study, and have recently been used in several industries, including pharmaceutical, chemical, and dairy. In the course of this study, a novel mathematical model was put forward for an integrated production and distribution scheduling problem taking into account some real-world features, focusing on reducing customer waiting time and also reducing production costs. A small-scale problem was resolved to check the model’s accuracy. The accuracy of the model is affirmed given the example and its solution acquired from GAMS software. The results of the study prove the effectiveness of this model in reducing customer waiting time and production costs and also demonstrate that the model has the capacity to be utilized by all organizations that produce and distribute perishable products, including dairy and pharmaceutical products, chemical compounds and masks during the Coronavirus pandemic.
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6

Bhulai, Sandjai, and Ger Koole. "On the structure of value functions for threshold policies in queueing models." Journal of Applied Probability 40, no. 3 (2003): 613–22. http://dx.doi.org/10.1239/jap/1059060891.

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We study the multiserver queue with Poisson arrivals and identical independent servers with exponentially distributed service times. Customers arriving at the system are admitted or rejected according to a fixed threshold policy. Moreover, the system is subject to holding, waiting, and rejection costs. We give a closed-form expression for the average costs and the value function for this multiserver queue. The result will then be used in a single step of policy iteration in the model where a controller has to route to several finite-buffer queues with multiple servers. We numerically show that the improved policy has a close to optimal value.
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7

Bhulai, Sandjai, and Ger Koole. "On the structure of value functions for threshold policies in queueing models." Journal of Applied Probability 40, no. 03 (2003): 613–22. http://dx.doi.org/10.1017/s0021900200019598.

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We study the multiserver queue with Poisson arrivals and identical independent servers with exponentially distributed service times. Customers arriving at the system are admitted or rejected according to a fixed threshold policy. Moreover, the system is subject to holding, waiting, and rejection costs. We give a closed-form expression for the average costs and the value function for this multiserver queue. The result will then be used in a single step of policy iteration in the model where a controller has to route to several finite-buffer queues with multiple servers. We numerically show that the improved policy has a close to optimal value.
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8

Kurshev, Alexander, and Ilya A. Strebulaev. "Firm Size and Capital Structure." Quarterly Journal of Finance 05, no. 03 (2015): 1550008. http://dx.doi.org/10.1142/s2010139215500081.

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Firm size has been empirically found to be strongly positively related to capital structure. This paper investigates whether a dynamic capital structure model can explain the cross-sectional size–leverage relationship. The driving force that we consider is the presence of fixed costs of external financing that lead to infrequent restructuring and create a wedge between small and large firms. We find four firm-size effects on leverage. Small firms choose higher leverage at the moment of refinancing to compensate for less frequent rebalancings. Their longer waiting times between refinancings lead to lower levels of leverage at the end of restructuring periods. Within one refinancing cycle, the intertemporal relationship between leverage and firm size is negative. Finally, there is a mass of firms opting for no leverage. The analysis of dynamic economy demonstrates that in cross-section, the relationship between leverage and size is positive and thus fixed costs of financing contribute to the explanation of the stylized size–leverage relationship. However, the relationship changes sign when we control for the presence of unlevered firms.
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9

Jiang, Cheng. "Research on Optimizing Multimodal Transport Path under the Schedule Limitation Based on Genetic Algorithm." Journal of Physics: Conference Series 2258, no. 1 (2022): 012014. http://dx.doi.org/10.1088/1742-6596/2258/1/012014.

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Abstract Multimodal transportation is getting more and more attention due to its economical and efficient characteristics. Choosing a reasonable transportation plan can effectively control transportation costs. Considering that there are fixed schedules for railway and waterway transportation in real life, this article will establish a multimodal transportation route optimization model with the goal of minimizing the total transportation cost consisting of transportation cost, transit cost, waiting cost and carbon emission cost. The genetic algorithm based on preservation strategy and immigration strategy is used to solve the model. The effectiveness of the model is proved by the case study, and it can provide decision support for the choice of multimodal transportation scheme.
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10

Chen, Yiwei, and Ming Hu. "Pricing and Matching with Forward-Looking Buyers and Sellers." Manufacturing & Service Operations Management 22, no. 4 (2020): 717–34. http://dx.doi.org/10.1287/msom.2018.0769.

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Problem definition: We study a dynamic market over a finite horizon for a single product or service in which buyers with private valuations and sellers with private supply costs arrive following Poisson processes. A single market-making intermediary decides dynamically on the ask and bid prices that will be posted to buyers and sellers, respectively, and on the matching decisions after buyers and sellers agree to buy and sell. Buyers and sellers can wait strategically for better prices after they arrive. Academic/practical relevance: This problem is motivated by the emerging sharing economy and directly speaks to the core of operations management that is about matching supply with demand. Methodology: The dynamic, stochastic, and game-theoretic nature makes the problem intractable. We employ the mechanism-design methodology to establish a tractable upper bound on the optimal profit, which motivates a simple heuristic policy. Results: Our heuristic policy is: fixed ask and bid prices plus price adjustments as compensation for waiting costs, in conjunction with the greedy matching policy on a first-come-first-served basis. These fixed base prices balance demand and supply in expectation and can be computed efficiently. The waiting-compensated price processes are time-dependent and tend to have opposite trends at the beginning and end of the horizon. Under this heuristic policy, forward-looking buyers and sellers behave myopically. This policy is shown to be asymptotically optimal. Managerial implications: Our results suggest that the intermediary might not lose much optimality by maintaining stable prices unless the underlying market conditions have significantly changed, not to mention that frequent surge pricing may antagonize riders and induce riders and drivers to behave strategically in ways that are hard to account for with traditional pricing models.
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