Human in the Loop Automation: Ride-Hailing with Remote (Tele-)Drivers 2: With Ample Vehicles, Service Level Strictly Increases in the Number of Drivers, with an Explicit Lower BoundResearch Paper
Motivation
Remote driving, or tele-driving, lets a human operator in a control center drive a vehicle over a wireless link. A ride-hailing platform that adopts it decouples drivers from vehicles: a driver is attached to a vehicle only while that vehicle carries or fetches a customer, and is released the moment the trip ends. Since an idle vehicle needs no driver, the platform can run a fleet of vehicles with drivers. The operational question is how much service is lost by having fewer drivers than vehicles.
Benjaafar, Wang and Yang study this question with a loss queue in which the service rate depends on the number of idle vehicles, capturing the fact that pickups take longer when fewer vehicles are free (SSRN 4130757; published in Management Science, 2024, doi:10.1287/mnsc.2022.01687). The state-dependent rate builds on the spatial capacity model of Besbes, Castro and Lobel (doi:10.1287/opre.2021.2112). Their main finite-system results describe how the service level changes with the number of drivers in three regimes of vehicle supply. This mission formalizes the third regime, where vehicles are ample. The source is the authors' 2023 SSRN working paper; all labels and page numbers below refer to it.
Setting
A fleet of vehicles is operated by remote drivers. Customers request trips according to a Poisson process with rate . A request that arrives when all drivers are busy is lost. When customers are in service, each one completes at rate , so the total completion rate is . The rate is defined for real . Let
The number of customers in service is a birth–death chain on . Its stationary law is
and the service level is the long-run fraction of demand served, .
The paper's standing assumptions on the rate are:
- Assumption 1. is strictly increasing in , decreasing in , and strictly concave in ; as , where is the expected trip time; and does not depend on .
- Assumption 2. There is such that, for every , the map first increases and then decreases.
- Size restriction (p. 13). and .
The supply-rich regime is the case , that is, : even with every vehicle busy, the system clears work faster than it arrives. In this regime there is a unique with , and exactly when .
Formalization targets
Goal: Theorem 1.C (pp. 20–21)
In the supply-rich regime, is strictly increasing in . For every with ,
Milestones
- Lemma 3, first sentence: is strictly convex and is strictly concave on .
- Lemma 3(iii): in the supply-rich regime the root exists, with exactly to its right.
- Lemma 4: holds if and only if , and if and only if .
- App. C.3: is strictly decreasing in .
- App. C.3: for .
Significance
The first part of Theorem 1.C says that, when vehicles are ample, every driver removed costs some service. The second part says the cost is small once exceeds by a margin. The bound is increasing and concave in , so a platform can run noticeably fewer drivers than vehicles at a controlled loss of service. The paper's numerical study (Figure 7) reports reductions of 35–60% in the number of drivers at a service loss below 0.01. The same objects carry over to the paper's asymptotic Theorem 2.C, where the driver-to-vehicle ratio needed in a large supply-rich market tends to .
The result is proved on paper and has no machine-checked proof. The work this mission adds is formal:
- statements of the model in which the regimes are explicit and the threshold is pinned by its characterization;
- a proof of the convexity and root structure of that does not rely on second derivatives, which the paper uses but the assumptions do not supply;
- the comparison lemma for consecutive blocking probabilities, which the companion missions on this paper also use.
Difficulty
is a ratio whose numerator and denominator both change with . For the drivers beyond , monotonicity is immediate, since each additional factor shrinks the numerator while the denominator grows. Below , and the numerator grows, so that argument fails, and the comparison has to use the shape of on . The shape of (Lemma 3) has to be derived from concavity and monotonicity of alone: the assumptions give no smoothness, although the paper's proof differentiates twice. The page argues the two ranges separately, so the step across also has to be covered. The lower bound needs care at the integer part of : the sum in the denominator is taken from , which is at least 1 only because .
Formalization scope
- The rate is a function , with natural and real. Assumptions 1–2 are imposed only for . "Decreasing in " is read as non-increasing. Positivity of and , implicit on the page, are stated. Assumption 2's "first increases then decreases" is a turning point strictly inside .
- Every statement carries Assumptions 1–2 and the size restriction as explicit hypotheses. The regime is stated through its characterization ; itself is not defined.
- is a real variable with its Lemma 3(iii) characterization: , , and exactly for in . This determines uniquely, and milestone 2 shows that such a exists. No monotonicity of , or is assumed anywhere; such facts are milestones.
- ranges over . is the natural-number floor, and is computed in .
- "Increasing" and "lower bounded" are stated strictly, as the paper's proof derives them.
- A statement that assumed decreasing, or left unconstrained, would make the goal trivial or vacuous. Neither is done here.
Needed infrastructure: finite products and sums over Finset.Icc, StrictConvexOn/StrictConcaveOn on intervals, and the intermediate value theorem for a function that is continuous on . The model file is shared, up to namespace, with four companion missions on the same paper. Proofs of the general facts used here are reusable beyond this mission and are welcome as separate contributions: the product of a positive increasing linear function and a positive antitone concave function is concave, and the reciprocal of a positive strictly concave function is strictly convex.
Selected references
- S. Benjaafar, Z. Wang, X. Yang, Human in the Loop Automation: Ride-Hailing with Remote (Tele-)Drivers, SSRN working paper 4130757, version of 1 June 2023. https://ssrn.com/abstract=4130757 . Published in Management Science, 2024. https://doi.org/10.1287/mnsc.2022.01687
- O. Besbes, F. Castro, I. Lobel, Spatial Capacity Planning, Operations Research 70(2):1271–1291, 2022. https://doi.org/10.1287/opre.2021.2112