Priority Based Fair Scheduling: A Memory Scheduler Design for Chip-Multiprocessor Systems
The Relationship of Scheduling to Costs. Introduction Robert Madison – Manager, Scheduling &...
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Transcript of The Relationship of Scheduling to Costs. Introduction Robert Madison – Manager, Scheduling &...
![Page 1: The Relationship of Scheduling to Costs. Introduction Robert Madison – Manager, Scheduling & Analysis Ken Halliday – Senior Scheduler.](https://reader035.fdocuments.us/reader035/viewer/2022070415/5697bf8d1a28abf838c8c7fe/html5/thumbnails/1.jpg)
The Relationship of Scheduling to Costs
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Introduction• Robert Madison – Manager, Scheduling &
Analysis
• Ken Halliday – Senior Scheduler
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Scheduling Process• Transit Scheduling Definition (verb) - the
act of designing a relationship between time and space – creating a plan for when a vehicle will pass by a specific geographic location.
• Because of the geographic aspect, efficient scheduling is not a “stand alone” activity, it has to be related to the route design.
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Scheduling process (overview)1. Understand the challenges and
opportunities
2. Understand the constraints
3. Collect information
4. Collect basic running time data
5. Refine running times
6. Determine cycle time
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Scheduling process (overview)7. Build trip schedule
8. Block trips
9. Runcut blocks
10.Finalization and wrap-up
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Scheduling process (approaches)
• Network/route design and scheduling go hand-in-hand
• Various approaches‣ Hub and spoke
»Often with timed transfers
‣ Loops»High coverage vs. inconvenient routings/timings
‣ Grid»Often offers best headway opportunities
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Hub and Spoke network• Schedules are designed so several buses arrive
at one location at specific times to facilitate transfers.
• Also known astimed-transfer, orpulse network
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Hub and Spoke network (pros)• Maximize transfer
opportunities‣ Often with timed
transfers/scheduled meets
• Most passengers can get to main hub on one-seat ride
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Hub and Spoke network (cons)• Very little flexibility with
route length‣ Bus has to be able to get
back to hub to meet with other buses
• Delays cause significant disruption‣ One late bus can make
every bus late
• Not convenient for travel between outer ends of adjacent spokes
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Loop networks (pros)• Maximize coverage
area with fewer vehicles
• Really, seriously, not much else.
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Loop networks (cons)• Indirect routings• One-way loops offer no
easy return trip options• Hard for passengers to
understand• Not always a clear start
and end point‣ Interlining can be difficult
if the bus is expected to continue on its loop routing
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Loop networks
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Grid• Buses are scheduled to run frequently so
wait times for transfers are minimized.
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Grid networks (pros)• Allows for best headway /
frequent transit
• Convenient for transferring anywhere in system
• Straightforward, logical
• Allows for less service duplication
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Grid networks (cons)• Not easy to do timed
transfers‣ Each route can have
different headways‣ Too many transfer
possibilities to try and make individual ones work
• Local street network must work for grids
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Short turns & branches• Useful where demand on one portion of a
route is significantly higher than demand on another portion
• Multiple outlying areas need service to a single dense corridor
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Short turns & branches• Short turns should actually save money in
order to be logical
• Branches necessarily must have a headway that is a multiple of the trunk headway.
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Route Design/Structure• Efficient, lower cost systems ideally run
buses through dense population areas
• Take passengers to/from popular destinations ‣ Employment centres‣ Shopping and entertainment centres‣ Schools
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Service Standards and Policies• Define your transit system’s “reason for
being”.
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Service Standards and Policies• Policies and standards used in service
development
• Balance between cost efficiency and provision of adequate service to the public
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Cycle time• The amount of time it takes for a bus
operate a round-trip (i.e. both directions, or one loop), including layover/recovery.
B
A
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Cycle time• Good route design takes into account
cycle time• For “clock-face” headways (frequencies),
design routes that have a cycle time that can be divided by your headway (15/30/60 minutes)
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Cycle time• Cycle time drives the number of buses
required to operate service
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Cycle time / interlining• How do you maintain efficiency if you can’t
design routes with even cycle times?‣ That’s where you employ interlining
• Example‣ Route 100: 37 minute cycle‣ Route 200: 40 minute cycle‣ Route 300: 38 minute cycle‣ 30 minute frequency
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Interlining• Example:
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Interlining• Same trips, interlined
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Interlining• Without interlining
‣ 6 buses‣ Long layovers
• With interlining‣ 115-minute total cycle‣ 4 buses‣ Less excess recovery time
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Interlining
No interlining With interlining
In-service time 42h55 42h55
Pull in/out trips 9h00 6h00
Layover 29h31 6h45
Buses used 6 4
Total time 81h26 55h40
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Interlining (pros vs. cons)• Pros
‣ More efficient use of vehicle/driver time‣ Reduce excess recovery‣ Can offer additional direct service
• Cons‣ Delays on one route may impact others‣ Only works if vehicle types compatible on all
trips/routes
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Small schedule tweaks
5 Min
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Small schedule tweaks
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Peak vs. Off-peak service• Typical weekday “vehicles in service” graph
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Peak vs. Off-peak service• Typically, “base” service (midday service)
cheapest to add
• Peak service typically most expensive‣ Assuming service span is fixed. Adding new service
day or extending service day can have lots of overhead costs.
• “Shoulder” peak usually more expensive than base‣ Just before AM peak‣ Just after PM peak
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Runcutting• Often overlooked in overall system design
• Can be a key driver of efficiency, particularly for larger systems
• Impacted by collective agreement work rules‣ Or even generic work rules if no CA
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Overtime vs. adding drivers?• Consider cost of having extra drivers vs.
cost from overtime
• Often, fixed costs for employees (benefits, vacation, training, etc.) exceed overtime
• Must balance with driver quality of life, fatigue from longer hours, etc.
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OT vs. adding drivers example• Total of 240 hours per weekday• Driver pay = $25 / hour• Overtime (1.5x pay) after 8 hours• 250 weekdays per year• Each run costs $30,000/year in fixed costs
‣ Vacation benefits for driver‣ Health benefits for driver‣ Training and other administrative costs‣ Extra board
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OT vs. adding drivers example# of daily shifts 30 29 28
Average shift length 8 hours 8.28 hours 8.57 hours
Straight time pay per run/day $200 $206.90 $214.29
Overtime premium $0 $3.45 $7.14
Total daily pay per run $200.00 $210.35 $221.43
Annual pay total $1,500,000 $1,525,000 $1,550,000
Fixed run cost (total) $900,000 $870,000 $840,000
Total annual cost $2,400,000 $2,395,000 $2,390,000
• Paying ½ hour overtime to fewer drivers saves $10,000/year
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Drawbacks of high overtime• Increased driver stress may lead to more sick
time
• Longer hours, particularly at night, can increase fatigue (i.e. higher accident risk)
• Not all drivers want to work longer hours
• Some contracts may specify limits on work time
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Spread premium and limitations• Spread: The time from the earliest report to the latest
sign-off for a driver’s work day‣ Piece 1:
» Report 6:00» Pull out 6:15» Pull in 9:30» Sign off: 9:40
‣ Piece 2:» Report 14:00» Pull out 14:15» Pull in 17:45» Sign off: 17:55
‣ Spread: 6:00 – 17:55, 11h55
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Spread premium and limitations• Most transit collective agreements have
spread premium‣ E.g. 10% bonus pay for spread beyond 10
hours
• Most also have a maximum spread time‣ Generally 12 or 13 hours, depending on run
type
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Spread premium and limitations• Spread limitations can cause difficulty for
runcutting in certain cases‣ Service operates far from downtown (has to start
early/finish late)‣ Service levels drop off later in PM rush/early
evening‣ Limited opportunities to mix with other services
• Because of spread premium, can make adding service more expensive at certain times of day
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Spread premium and limitations• Filling in midday is often cheaper than adding to
the outer edge of the peaks
More $ More $Cheaper
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Vehicle blocking and runcutting• Vehicle blocking can drive runcutting costs
‣ Short blocks may have to pay guarantee‣ Blocking can affect efficiency in scheduling
straights and splits
• Most efficient vehicle schedule isn’t necessarily most efficient crew schedule
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Vehicle blocking and runcutting• Scenario:
‣ Route operates 5:00-21:00‣ 45-minute cycle‣ 15-minute headway (3 buses) 7:00-9:15,
15:15-18:00‣ 45-minute headway (1 bus) all other times
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Vehicle blocking and runcutting• Blocking option 1:
• Total 26h15 vehicle time per day
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Vehicle blocking and runcutting• Blocking option 2:
• Total 27h15 vehicle time per day
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Vehicle blocking and runcutting• Blocking option 1:
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Vehicle blocking and runcutting• Blocking option 2:
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Vehicle blocking and runcutting
Option 1 Option 2
Vehicle time 26h15 27h15
Straight runs 1 2
Split runs 1 2
Trippers 3 0
Paid time 34h53 30h15
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Pitfalls to avoid• “We can’t afford to schedule accurate
running times”‣ You are paying for it one way or the other‣ Schedule accurate run times to better control
overtime costs/service reliability‣ Increase headway if cost increase can’t be
accommodated in budget
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Pitfalls to avoid• Time-consuming diversions to serve few
passengers‣ Mass transit should serve the masses‣ Increase in running time will increase costs
without a commensurate benefit to ridership‣ Passengers on board inconvenienced by
longer trip
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Pitfalls to avoid• Trying to guarantee everyone an 8 am
arrival‣ If every route has to have a bus at the same
time, you need a separate bus for every route» Particularly expensive for smaller systems
‣ Reduces ability to gain efficiency through interlining
‣ If possible, try to work with schools, major employers to stagger start/end times
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Pitfalls to avoid• Building a bus garage in the middle of
nowhere because the land is cheap
15 K
m
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Tools to help improve schedules• Automated data collection technology to
help calibrate service levels, cycle times‣ AVL, APC systems generate large amounts of
data for planners and schedulers to use‣ BC Transit currently working on a program to
improve our APC technology‣ Smart Bus program to consider AVL options
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Tools to help improve schedules• HASTUS-ATP
‣ Run-time analysis tool offered by GIRO»On wish list for near-term purchase
‣ Uses data from AVL/APC software‣ Calibrates run times and cycle times based on
user-specified criteria for on-time performance
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Tools to help improve schedules• MinBus
‣ Vehicle blocking optimizer‣ Finds efficiency in vehicle blocking, reducing
peak vehicle requirements based on parameters set by scheduler
‣ Best for larger systems (multiple garages, multiple vehicle types)
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Tools to help improve schedules• CrewOpt
‣ Crew schedule optimizer‣ Finds efficiency in crew scheduling, reducing
overall schedule cost based on parameters set by scheduler
‣ Uses rules based on collective agreement, plus other preferences
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The End• Thanks for listening!