the second term represent the travel time between stops at a speed of $s^R$ and the stopping time $t_a^R$ per access hub, and the third term represents the service time (handling) $t_u^R$ per pickup and delivery.\
Thus, the cost associated with riders’ operations in local cell $LC$ in period $\tau$ in scenario $\omega$ is: $$C^R_{LC}(\tau, \omega) = m_{\tau}^R(\omega)(c^R_f + 2r_{LC} c^R_{v_0}) + (n_{LC} + n_{LC}^R(\tau, \omega))k^R(\delta_{LC})^{-\frac{1}{2}} c^R_v + T^R_{LC}(\tau, \omega) c^R_w$$ where the first term represents the fixed, $c^R_f$, and variable, $c^R_{v_0}$ in line-haul and $c^R_v$ in tour, costs associated with vehicles, and the second term represents the variable labor cost $c^R_w$ of $m_\tau^R(\omega)$ riders.\
Since the nominal routing cost (with no detours) is a sunk cost incurred regardless of the capacity deployment, the marginal cost is sufficient to inform the tactical decision of the impact of recourse actions. The marginal cost of the detours induced by the tactical decisions, or difference between the rider routing cost with detours and the nominal rider routing cost, is: $$\Delta C^R_{LC}(\tau, \omega) = n_{LC}^R(\tau, \omega)k^R(\delta_{LC})^{-\frac{1}{2}} c^R_v + \Delta T^R_{LC}(\tau, \omega) c^R_w$$ where the time associated with performing detours is the time needed to perform detours: $$\Delta T^R_{LC}(\tau, \omega) = n_{LC}^R(\tau, \omega)(\frac{ k^R(\delta_{LC})^{-\frac{1}{2}}}{s^R} + 