TUGAS INDIVIDU

MATA KULIAH
PERENCANAAN & PENGOPERASIAN ANGKUTAN UMUM

RESUME MATERI PENENTUAN RUTE ANGKUTAN UMUM

Disusun Oleh:

KUSUMASTUTI RAHMAWATI NPM 1806243916

FAKULTAS TEKNIK
PROGRAM STUDI TEKNIK SIPIL
UNIVERSITAS INDONESIA
2020
 ROUTE DESIGN

1. OBJECTIVE FUNCTIONS

There are three perspectives and four criteria

Perspective Criteria
a. The passengers 1. Minimum passenger waiting time

b. The agency 2. Minimum empty-seat/space time

3. Minimum time-diference from shortest
path
c. Community/government interest 4. Minimum fleet size

Consider a connected network composed of a directed graph G={N,A} with a finite number
of nodes |N| connected by |A| arcs. Define:

Two principal objective functions are minimum Z1 and minimum Z2 across the different sets
of transit routes.
 Z2 = FS

where:

The first objective is to minimize passengers’ total waiting time 

Min a1 ∑𝑖,𝑗∈𝑁 𝑊𝑇(𝑖, 𝑗)

The second objective is to minimize the total unused seat capacity 

Min a2 ∑𝑟 𝐸𝐻𝑟

The third and fourth objectives are two versions of the same objective: a) to minimize the total
time loss (in monetary value) between riding the transit vehicle and travelling by car (assumed
to be the shortest path); b) to minimize the total loss (in monetary value) if all the passengers
are switched to the shortest path 

Min a4 ∑𝑖,𝑗∈𝑁 𝐷𝑃𝐻(𝑖, 𝑗)]

Min ∑𝑖,𝑗∈𝑁[𝑎3 𝑃𝐻(𝑖, 𝑗) − 𝑎4 𝐷𝑃𝐻(𝑖, 𝑗)]

The fifth objective is to minimize the number of vehicle required for a given set of routes and
frequencies (timetables)  Min FS

2. METHODOLOGY AND EXAMPLE

a) Six-element methodology
The transit route-design methodology consist of six elements as shown below:
3. CONSTRUCTION OF A COMPLETE SET OF ROUTES
The set-covering problem (SCP) is the creation of a minimum set of routes and their related
transfers. An efficient heuristic search algorithm that has been tested with random networks
will be described here. Its solution is compared to (i) integer-programming optimization,
without considering transfers; (ii) a nonlinear programming using relaxation methods on the
integer variables for transit networks, with transfer; and (iii) a complete enumeration of all
possible covering scenarios. The outcome is a set of a minimum number routes that cover all
the O-D pairs in the network and on which demand can be assigned.

a) Formulation
𝑟 𝑡𝑟
MA={AR, ATR) = matrix of binary parameters, where AR = 𝑎𝑖𝑗 , ATR = 𝑎𝑖𝑗

The cost define the total deviation, in time units, from the shortest path for one passenger
who applies the route of the transfer path.
 b) Heuristic approach
The initial stage of the heuristic approach is a possible reduction of matrix MA by the
following definitions:
• Exclusive columns: Columns that serve exclusively one or more O-D pairs will be
chosen for the solution. If such a column is a transfer tr ∈ TR, then all the routes
associated with it will be chosen. The corresponding rows will also be eliminated from
the matrix.
• Dominant columns: If a column k covers at least all O-D pairs of column l, and ck cl,
then column l will be eliminated.
• Dominant rows: If all columns that cover row q can cover row u and more, then row u
will be eliminated.
The heuristic algorithm, called CPCC (cost per covered cell), embodies two stages: forward
and backward.

4. MULTI-OBJECTIVE TECHNIQUE
The multi objective programming problem can be classified into two differing alternative
characteristic types: discrete problems and continuous problems. Discrete-type problems are
based on a number of alternatives from which one is preferred. Continuous problems require a
model entailing decision variables (e.g. the columns in the SCP), constraints and objective
functions for creating suggested alternative.
This section provide a general procedure and algorithm based on a given covering matrix that
generates ‘promising alternative solutions’ (sets) for the multi-objective solution. The choice
of multi-objective technique requires two stage: creating efficient solutions and choosing the
compromise solutions.

Iterative process
Stage 1 : Producing a minimum set of direct/indirect travel paths (routes/transfers) affirming
the connectivity of the network
Stage 2 : The execution of the assignment process regarding the covering set created in
Stage 1 in the previous stage; the outcome of this stage consists of vehicle frequencies of the
set of routes, passenger-load profiles, demand assignment across
the set of routes, and the optimization parameters of Zi. At the same time, the minimum fleet
size required to meet the demand, as well as to satisfy the determined frequency on each route,
is estimated.
Stage 3 : A deletion of the detrimental variables (route/transfers) up to the value of the
acceptance of a new (reduced) set of routes and transfers, then back to stage 1.

Evaluation and Selection of Alternative Solutions

An evaluation of the alternative generated and the selection of ‘the best’ one are performed by
the method of ‘compromised programming’.

Figure 1 Flow Diagram of the Generation Process of Alternative Solutions