red delay factor is close to 1, the expected congestion on each link is not high. Therefore the impact of each link 8 Dimensioning for Multi-lub RAN Scenario on the end-to-end delay is not especially significant. This allows dimensioning every link in a way that it is the bottleneck while neglecting the impact of the other link. Noticing that throughput reductions induced by the bottleneck cannot be compensated by higher bandwidth values at other links. So optimum network dimensioning is achieved by assigning both link capacities according to the end-to-end delay factor flarger (2) If the target end-to-end delay factor farget is significantly larger than 1 (e.g. frarger>1.3), one possible approach is to dimension each last mile link according to the end-to-end delay factor frarget (fac_i=fiarger) = while setting the target delay factor for the backbone link to a value which is close to 1 (e.g. 1.1). In this way, each last mile link acts as the bottleneck that determines the achievable throughput of an individual flow while the backbone link is allocated to a relative sufficient bandwidth that has considerably lower impact on the end-to-end delay. Thus, the end-to-end delay factor f mainly corresponds to the one of the last mile link, which is the maximum over all delay factors along the way. With this approach, the transport costs on the last mile will be minimized. (3) Another approach for the case of flarget significantly larger than 1 is to assign the same delay factor for the last mile links and the backbone link, i.e. fac_i= fbb. As the required delay factor is much larger than 1, the impact of each link on the end-to-end delay cannot be neglected as in approach (1). Thus the dependences of the end-to-end delay with both links have to be considered. Their relation has been expressed by equation (8.4). This equation can be converted to equation (8.5) with the use of the delay factor of the ith last mile link fac_i and the backbone link fbb. (8.5) With the given end-to-end delay factor flarget and the conditio