Vehicle Operating Costs Research Articles

IMPROVING MOBILITY IN KEDIRI CITY WITH MKJI ANALYSIS 1997 AND TIME SLICE AT SIMPANG EMPAT DHOHO PLAZA

The city of Kediri, as the third largest city in East Java, has cultural heritage, history and natural beauty that attracts visitors from various regions. However, population growth and motorized vehicles cause traffic jams. Signalized intersections, which are a solution to control intersection conflicts, require knowledge of intersection saturation flows to plan efficient traffic management. Analysis methods such as MKJI 1997 and Time Slice with Vehicle Operating Cost (BOK) calculations help design effective solutions. This research shows that adjusting cycle times, increasing effective width, and optimizing signals can improve transportation system performance and reduce congestion in Kediri City. Cycle time analysis taking into account factors such as vehicle type, traffic volume, and vehicle speed resulted in a cycle time of 90.7 seconds. The impact can be seen in the Degree of Saturation (DS) at various intersection arms, with service variations from E to F. Research also shows a decrease in waiting time/queuing for signal lights from 135 seconds to 118 seconds, which results in a decrease in the degree of saturation (DS) and changes in time cycle. The use of Smart Traffic Lights and traffic engineering, such as immediate left turns on the east arm and additional signs, is required. Evaluation of congestion cost efficiency shows that changing the value of side barriers can save Rp. 22,679,183 in the next five years.

Congestion Cost Analysis and Potential Loss of Private Vehicle on Jalan Jenderal Sudirman, Jakarta

In recent years, many big cities have experienced congestion in the world, including DKI Jakarta. Rapid economic growth has led to high demand for travel in the City, and rapid urbanization is one of the causes of traffic congestion. Traffic congestion is a characteristic of urban areas caused by increased economic activity, increased productivity of population movement, and inadequate facilities. Traffic congestion causes lost travel time, losses due to vehicle emissions, and increases traffic accidents. This study discusses the amount of costs incurred by vehicle users who pass Jenderal Sudirman street when experiencing congestion. This study aims to provide an overview for private vehicle users of the amount of costs incurred when using a private vehicle when passing Jenderal Sudirman street. The method used in determining Vehicle Operational Costs (VOC) is a method developed by the Institute for Affiliation and Research and Industry (LAPI) ITB 1997, while getting lost costs due to congestion is reviewed based on VOC and time value with the Income Approach method. The results show a high difference in operational costs and the loss of time value which is the total cost loss due to congestion on the road.

Analisis Tarif Angkutan Umum Travel Berdasarkan Biaya Operasional Kendaraan (BOK) Rute Kota Palangka Raya-Kasongan

The increase in fuel prices in the City of Palangka Raya has affected the increase in the fares of public transportation in the City of Palangka Raya, one of which is public transport travel. This study aims to analyze Vehicle Operating Costs (BOK) and public transportation fares traveling the City of Palangka Raya-Kasongan route. The research location is at CV. Putra Borneo Travel and CV. Munir Travel uses a sample vehicle, namely the Toyota Innova. Rates that apply in CV. Putra Borneo Travel and CV. Munir Travel for the City of Palangka Raya-Kasongan route is Rp 100,000,-. Vehicle Operating Costs (BOK) and public transport travel fares were calculated using the 2002 Ministry of Transportation method. This research was conducted for 7 days in February 2023. The calculation results show that the highest total Vehicle Operating Costs (BOK) is CV. Putra Borneo Travel is Rp 7544.77/kend-km and the lowest is Rp 6846.79/kend-km. The highest Total Vehicle Operating Cost (BOK) for CV. Munir Travel is Rp 7624.13/kend-km and the lowest is Rp 7225.30/kend-km. The fare for public transportation travel for the City of Palangka Raya-Kasongan route for CV. Putra Borneo Travel, the highest is Rp 104,333,- and the lowest is Rp 94,681,- while for CV. Munir Travel, the highest was Rp 105,431,- and the lowest was Rp 99,916,-. The recommendation is for travel service providers to evaluate travel rates.

Analysis of Vehicle Operating Cost Efficiency in IECO Trans Company Using Transportation Methods

This research arose because of problems with travel costs, which the company judged were not optimal, and the profits obtained by the company were also not optimal. This research was taken from a case study at the IECO Trans company. This study aims to achieve the efficiency of the IECO Trans Company using the Transportation method. The method used from the transportation method is the northwest corner, the least cost combination, and the Vogel Approximation Method (VAM). This study uses qualitative research methods. Two data are used in this study: primary, taken from interviews and company data, and secondary, taken from previous research journals, websites, government data, and books. The results of this study will show the composition of route destinations and types of vehicles at the IECO Trans company, which results in cost efficiency. As an implementation of transportation methods and cost efficiency, the IECO Trans company will get options from the composition of route destinations and vehicle types based on analyzing transportation methods with a more efficient cost.

Environmental and economic benefits of CNG conversion on three-wheelers in a developing city, Khulna, Bangladesh

Motorized vehicles have emerged as significant contributors to air pollution in cities around the world, particularly in developing countries where they constitute the primary source of pollution. To address this issue and improve air quality, the substitution of petroleum and diesel consumption with Compressed Natural Gas (CNG) has gained attention. For the first time, this study investigated the environmental and economic impacts of CNG conversion on three-wheelers. The top-down approach was employed to estimate pollutant emissions (CO2, CO, SO2, CH4, NO2, NMVOC, and PM10) from the three-wheelers in Khulna City. For assessing the economic impacts, pollutant emission costs were estimated using the damage cost approach; vehicle operation and trip generation costs were also estimated. Findings reveal that CNG conversion leads to reduced vehicle operation costs and increased average daily travel length. Consequently, daily CO2 emissions in Khulna City decreased by 32.27 tons, SO2 by 45.87 kg, NMVOC by 20.12 kg, and PM10 by 166.02 kg during 2019–2022 period. However, there was an increase in CO emissions of 3.69 tons/day, CH4 of 370.62 kg/day, and NO2 of 197.20 kg/day. This also contributed to the decline in pollutant emission costs by BDT 1.12 million per day (USD 4.8 million/year). The noise pollution inventory analysis shows the diesel-powered vehicle is the noisiest among three-wheelers. This comprehensive study directly contributes to the present interest in adopting CNG-fueled vehicles in both developed and developing nations. The study facilitates an integrated assessment of co-benefits by reducing air pollution and climate change strategies at the same time.

Digital navigation negates the economic benefits of road widening: The case of the M1 motorway

Cost-benefit analysis of road investments involves models that generate travel time savings as the main economic benefit. Evaluation five years after opening of a scheme to widen a section of England’s M1 motorway between junctions 10 and 13 found that the traffic moved more slowly than before the scheme opened. Comparison was made with forecast flows generated by SATURN variable demand modelling and an associated economic model. Substantial net benefits to business users were forecast, whereas for non-business users time saving benefits were more than offset by increased vehicle operation costs, consistent with diversion of local trips to take advantage of the increase in capacity. There is reason to suppose that such diversion is facilitated by the wide adoption of Digital Navigation (known generally as satnav), which makes evident the fastest route choices, even at the expense of increased fuel costs. Diversion of local trips to utilise new strategic road capacity seems likely to be a general phenomenon, which detracts from the economic case for road investment. There is therefore a good case to treat the strategic road network as mature, focussing on improving operational efficiency and exploiting vehicle-to-infrastructure connectivity in the form of Digital Navigation.

Analisis Biaya Operasional Kendaraan Pada Perusahaan Pengurusan Jasa Kepabeanan

Entrepreneur Management Customs Services (PPJK) serves to assist importers or exporters in shipping goods. The indicators of PPJK services are customer satisfaction, timeliness, suitability of quantity and condition of delivery goods. Based on this, distribution is a very important component. Decision making for determining the type of vehicle that will be used to distribute goods requires a comparison between costs and the selection of an appropriate method for making these decisions. The purpose of this study was to analyze the operational costs of PPJK vehicles using Vehicle Operating Cost Analysis (BOK). The conclusion is that the company is advised to use its own delivery vehicle if it has a budget for the purchase of the vehicle. This is because the funds spent on rental costs are greater than operating costs. Based on the calculation of PPJK's Vehicle Operational Costs, the fixed cost of the vehicle is Rp. 325,429,472/year, variable vehicle costs of Rp. 115,579,320/year and other costs of Rp. 43,560,000/year. PPJK was declared eligible to invest in vehicles because the difference between the calculation of the operating costs of the vehicle itself and the rental amounted to Rp. 1,088,910,152, which means the rental cost is higher. In addition, the use of company vehicles can minimize risk factors for work accidents, costs, time and customer satisfaction as long as they have competent human resources. Keywords: BOK, Entrepreneur Management Customs Services, PPJK

Road widening in west Papua: A design and economic feasibility analysis of urban green infrastructure

Planned road expansion in Manokwari, West Papua, along 6.5 km of the Maruni - - Dr. Esau Sesa in phase I of 2024 will prioritize low-carbon development and climate resilience. Road design enhancement and economic and financial analysis are conducted in this research. In the economic analysis, the National Road Administration Agency, the Head of Public Works and Spatial Planning, and the Regional Development Planning Agency from the regency and provincial collaborated on budget tagging. The proposed design incorporates bicycle lanes, green infrastructure in tree-based pedestrian areas as an energy source for biomass pellets, solar panel-based street lights, drainage along pedestrians to anticipate extreme weather and flooding, rehabilitation of mangroves whose ecosystem function has diminished, and retaining buildings erosion for damaged mangroves. The economic analysis begins with the calculation of the Vehicle Operating Cost (VOC) for large cities using the ratios 1:7 (Light Vehicle, LV) and 1:4 (Heavy Vehicle, HV). Time savings of up to 10 minutes and total VOC contribute to the total savings. Furthermore, an analysis of NPV > 0, IRR > 15%, BEP in the fifth and sixth year, and net B/C ratio > 0 indicates that road improvement is feasible based on economic analysis.

Evaluasi dan Perencanaan Angkutan Sekolah di Kabupaten Gianyar

Gianyar got the position of fifth rank from all regencys in Bali Province as the highest number of schools, it has 382 schools. The highest number of schools in one region can make traffic density so it will cause congestion or crowded, because road capacity is inadequate. To overcome this problem, the Gianyar District Transportation Office held a free school transport program in the form of the Trans Harmoni Bus which has been operating since 2016 and Trans Gianyar transportation which was inaugurated on October 19, 2018. This research aims to evaluate the performance of school transport that is currently running, to analyze route changes, and to calculate the BOK (Vehicle Operating Costs) needed for the 2019 school year. This research uses primary data and secondary data. Primary data uses the form of interviews, questionnaires from students' routes, headway surveys and load factors. Secondary data uses the form of fleets, routes and existing routes, and route lengths. The method which is used is the analysis method based on the data obtained. The method is analyzing the performance of Gianyar Regency school transport according to the provisions of the Department of Transportation, arranging transportation routes, and calculating the vehicle operational costs. The results of Gianyar Regency school transport performance evaluation currently show the number of passengers, travel distance and transportation waiting time because they did not meet the standards of Department of Transportation, the level of fuel consumption with 12 routes that meet the standards, load factors only 10 routes that meet the standards, travel time only 1 route that meets the standards, travel speeds of all routes meet the standard, and headways with 5 routes that meet the standards. The results of the need analysis to change the route for 2019 are planned to be come 29 routes for Trans Gianyar transportation and 12 routes for the Trans Harmoni Bus. The highest BOK (Vehicle Operating Costs) per year and per kilometer based on the route plan for public passenger car vehicles is Rp. 67,218,681 per year and Rp. 14,142 per KM, for small bus vehicles Rp. 66,366,399 per year and Rp. 14,417 per km, and for bus vehicles medium amounting to Rp. 208,254,660 per year and Rp. 26,885 per KM.

Feasibility Analysis of Lake Toba Coastal Roads in Simalungun Regency

The success of development is inseparable from the active participation of the transportation sector. Where the transportation sector is the lifeblood of economic, social, cultural, political and defense-security. The development of the transportation sector is directed at realizing a transportation system that is reliable, highly capable and organized in an integrated, orderly, smooth and comfortable manner; can drive the dynamics of development, the mobility of goods, people and services all at once. Land transportation, one of which is the Road, is a connecting infrastructure by land that is used for human and goods traffic from one place to another. In addition to the aspect of spatial planning activities, the road network has the benefit of directing the growth of an area it traverses, as stated in Regional Regulation no. 10 of 2012 concerning Spatial Planning for the Simalungun Regency, stipulates a transportation network structure plan that is intended to direct the distribution of transportation services and the development of the Simalungun Regency area. At present it is felt that the road on the coast of Lake Toba, Simalungun Regency, is still unable to serve traffic smoothly and safely. There are still locations for these passages that are felt to still need to be addressed to obtain adequate technical feasibility standards, there are still areas that cannot be accessed and have adequate transportation facilities. Determining the economic feasibility of a road maintenance program, it is necessary to analyze the feasibility features economy. In this study, what will be discussed is the feasibility of a road maintenance project with the help of the HDM – III program, then analyzing the output of the program in the form of an analysis of Benefit Cost Ratio, Net Present Value, and Internal Rate of Return. The results of using the HDM-III model show that based on the analysis of road damage, handling with scenario 3 produces better functional road conditions compared to other scenarios. The economic analysis also shows that scenario 3 is more economically feasible than the other scenarios, with minimum maintenance costs and maximum benefits in the form of vehicle operating costs, this is indicated by the NPV, BCR, and IRR values. Keywords: Feasibility Study, HDM – III, Vehicle Operating Costs, Time Value, NPV, BCR, IRR, Missing Link Planning.

Carbon-emission calculation method during operation period based on asphalt pavement performance

Current vehicle carbon emission models tend to ignore the influence of road roughness on driving speed selection, which may damage the carbon emission evaluation accuracy. In this study, first, based on the results obtained with a portable emissions measurement system (PEMS), an explicit model for user vehicle carbon emissions, driving speed, and pavement roughness is established. Second, the influence of road roughness on driver behavior choice is investigated, and an interrelationship model between roughness and driving speed choice is developed. Finally, a more realistic carbon emission calculation model during the operation period is proposed based on the pavement performance model, and the accuracy is verified in comparison with the traditional vehicle operating cost (VOC) model. It is found that there exists a carbon emission minimization point under free-flow conditions, and the corresponding driving speed is the optimal speed point of user vehicles, i.e. 63 km/h. In addition, a great linear correlation exists between the roughness and driving speed selection, which should be considered in the final calculation model. The vehicle carbon emission model developed in this research provides solid references for evaluating the life-cycle emission of asphalt pavement and guiding the selection of maintenance strategies for the pavement to lower carbon emissions.

Economic Feasibility Analysis of Local Road Maintenance in West Bandung Regency: A Case Study of Cangkorah Street STA 0+000 – 1+300

This study aims to determine the economic feasibility of local road maintenance scenario in West Bandung Regency with case study of the Cangkorah Street. After knowing the International Roughness Index (IRI) value based on the IKP value from the results of a direct survey using IKP guidelines, the economic feasibility analysis is carried out based on a road maintenance scenario, while the maintenance scenario being tested is a do-something scenario, by doing road maintenance in the form of overlay once every 5 years in 10 year time compared by a do-nothing scenario that is not doing any maintenance for the next 10 years. The research instruments used were prediction of the performance of the Cangkorah Street Pavement for the next 10 years, determine road maintenance scenarios, maintenance budget plans, calculate Vehicle Operational Costs (VOC) for each scenario, and time value. The results of this study are: (1) The budget plan for the maintenance of the Cangkorah Street in the do-something scenario with overlays 3 times in 10 years is Rp. 4,168,019,982, (2) The actual VOC for the do-nothing scenario was Rp. 57,345,718,978 and the actual VOC for the do-something scenario was Rp. 3,132,189,189 with VOC savings was Rp. 54,213,529,789, (3) The time value of the scenario for the next 10 years obtained savings of Rp. 399,241,414, (4) The feasibility of do-something scenario from an economic point of view shows that the scenario is feasible with a NPV of Rp. 36,674,480,627>0 and a BCR of 11,39 >1.

Economic and financial feasibility analysis of Pekanbaru–Padang trans sumatera toll road, Padang–Sicincin section

The 36.6 Km Padang – Sicincin toll road project is 1 of the Pekanbaru – Padang toll road section which has a total length of 254 Km. Feasibility analysis is conducted to determine the economic and financial perspective of the project. The data consist of primary and secondary data, which will be process to obtain values such as the movement of vehicle due to the existence of the toll road using the JICA 1 model, the project costs, and the project benefits including savings Vehicle Operating Cost (VOC) using the Pacific Consultant International (PCI) method, time value using the Jasa Marga method, and toll revenue. The result of economic analysis show that Padang – Sicincin toll road is economically feasible with value of BCR is 1.387 > 1, NPV Rp 2,378,624,928,805 > 0, and EIRR 7.35 % > 5.75 % (discount rate). And financial analysis show that Padang – Sicincin toll road is financially feasible with value of BCR is 1.478 > 1, NPV Rp 2,930,837,690,021 > 0, FIRR 7.85 % > 5.75 %, and PP 28 is 28 years 3 months < 40 years (planned project life).

Back-to-Work Order: Outdated legal boundaries of the fundamental labour rights

Back-to-Work Order:Outdated legal boundaries of the fundamental labour rights Aelim Yun (bio) On 24 November 2022 the Owner-Truckers' Solidarity Union (hereafter "TruckSol") went on a national strike. Just after a few hours, President Yoon and the Minister of Land, Infrastructure and Transport stated their intention to issue a 'Back-to-Work Order' to the striking owner-truckers, violation of which carries heavy fines or prison sentences and revocation of licence for trucking transport service. On 29 November, the Korean Government actually issued the Back-to-Work Order to bulk-cement trailer drivers whose strike could disrupt construction work. Even before the strike, the Government has decried owner-operators' collective action as illegal. The public authority has long maintained that owner-operators cannot do legitimate collective action as they are not "employees" under Korean labour laws. Moreover, the Government has directly cracked down on the strike of TruckSol since their collective action could disturb logistics in which large corporations have a dominant position. In this article, I explain legal and political debates over an "employee" under labour regulations in Korea. Further explanation about the criteria for the "legitimate collective action" under labour regulations will follow. In conclusion, I explore the implications of legal tools such as the Back-to-Work Order for suppressing freedom of association and the right to strike. Legal debates over an "employee" in Korea In Korea, an "employee" is entitled to labour law protection. Traditionally, the definition of an "employee" in labour laws was basically interpreted as a person working in an employment relationship. While various indicators regarding the existence of an employment relationship were listed in judicial precedents, the courts traditionally noted such factors as whether the employer exerted direction or supervision over the performance of work, and whether the employer offered remuneration for the price for labour. In other words, many judicial precedents have interpreted the existence of direction/supervision as exerting detailed directions over performance of work, for example, asking whether or not a hirer instructed drivers to take specific roads. Moreover, the courts quite often denied a worker the status of "employee" in cases where the worker owned the work tools such as a truck or provided his/her labour for multiple hirers. Such a narrow interpretation of the employment relationship has contributed to an increase in "bogus self-employed". In the Korean road freight transport sector, for example, most trucking companies forced their drivers to become "independent contractors" since the 1990s. Additionally, the government legitimated previously illicit practices of the trucking transport business in the use of owner-operators through the amendment of the Trucking Transport Business Act (TTBA) in 1997. In such regulatory changes, trucking companies were not required to own trucks or hire drivers, and they just contracted out the entire performance of carriage to other subcontractors or owner-operators. As a result, the trucking transport sector is characterised by a multi-layered structure of subcontracting and the widespread use of owner-operators. A survey in 2020 found that the level above the tri-level of subcontracting accounted for 20.3 percent in the trucking sector. It was also reported in 2018 that these owner-operators accounted for over 91.5 percent of all truck drivers1. As these owner-operators have their own trucks and bear the expenses of the operation of vehicles, they have been regarded as "independent contractors" or the "self-employed". In reality, however, they are dependent on the particular freight transport companies or transport buyers, and they drive trucks by themselves without employing others. Commercial pressures passed down through multi-layered subcontracting lead to reductions in truck drivers' rates. Owner-operators are the most vulnerable, as they often must absorb the costs of ownership, maintenance, and other vehicle-operating costs, while they may not be protected from labour protection such as statutory minimum wage and working hours regulation. Against this, owner-operators attempted to form trade unions to improve their working conditions. In 2002, owner-operators in the trucking transport sector formed a union – called "Cargo Truckers' Solidarity Union" (TruckSol), which was a special branch of the existing union (the Korean Cargo Transport Workers Federation)2. Under Korean labour laws, all...

Analisis Tarif Angkutan Penumpang Transportasi Penyeberangan Rute Tarakan – Tanjung Selor

Tarakan City, which is connected to Tanjung Selor by a speedboat, is one of the cities with access to maritime transportation. One form of improving speedboat services is by reviewing fares according to the ability and willingness to pay of the people. This study’s objective was to determine the fare by taking passengers willingness and ability to pay into account. The research’s methodology is based on analyses of vehicle operational costs (BOK), ability to pay (ATP), and willingness to pay (WTP). The research result, average values for the BOK, ATP, and WTP were IDR 182.386,96, IDR 165.128,25, and IDR 126.735,00, respectively. According to the ATP and WTP values, passengers had a higher ability to pay than they were willing to spend. Therefore, it is necessary to analyze the current pricing and improve the services.

ANALISIS INVESTASI PADA PROYEK PEMBANGUNAN JALAN TOL PASURUAN - PROBOLINGGO

Toll roads are public roads that are part of the road network system and as national roads, for which users are required to pay tolls. The existence of toll roads is very important in the smooth flow of traffic along with the increasing amount of traffic caused by the increase in the number of vehicles and the condition of arterial road pavements that have been damaged (wavy and cracked) at several locations on the road and congestion that occurs due to damaged roads. damaged. The benefits of toll road operations are to influence regional development and economic improvement, as well as increase mobility and accessibility of people and goods, also provide benefits to users in the form of saving vehicle operating costs (BOK) and time compared to passing through non-toll roads, as well as providing returns on investment, maintenance, and toll road development for the Business Entities involved. One form of cooperation between the government and the private sector is the construction of the Pasuruan-Probolinggo (Paspro) Toll Road. Through the Toll Road Business Entity (BUJT) PT. Trans-Java Paspro Toll Road, the government cooperates in the construction of a 31 km toll road. PT. Trans-Java Paspro Toll Road received a 45-year concession to operate the toll road. The purpose of this study was to determine the investment feasibility of the Pasuruan-Probolinggo Toll Road based on the investment feasibility parameters of Net Present Value (NPV), Benefit Cost Ratio (B/C Ratio), Internal Rate Return (IRR), Payback Period (PBP), and determine the length of time. payback period (Payback Period) Pasuruan-Probolinggo Toll Road, and get a comparison of Vehicle Operating Costs (BOK) between Toll Roads and Arterial Roads. The final result of the analysis obtained that the NPV value was negative Rp. -1,773,803,000,000, and the IRR value is 9.56%, which is smaller than WACC = 13.07%, and the BCR value is less than 1.00, which is 0.763 so that it can be seen that the investment is not financially feasible for investors. However, BEP < 45 years concession period is April 2043, so it can be seen that it is still in the feasible category. The Vehicle Operational Cost (BOK) for arterial roads is Rp. 3,647/km for Goal I, Rp. 6,413/km for Gol II, Rp. 9,498/km for Gol III, Gol IV, and Gol V. Meanwhile, BOK for toll roads and added toll tariffs of Rp. 3.226/km for Goal I, Rp. 6,767/km for Gol II, Rp. 7,763/km for Gol III, Rp. 8.113/km for Gol IV and Rp. 8,463 for Gol V. From the analysis it is known that the cost of passing through the toll road is cheaper than going through the arterial road for all vehicle classes and is certainly very beneficial for toll road users.

Evaluating the Congestion Relief Impacts of Public Transport in Monetary Terms

Traffic congestion is a major urban transport problem. Efficient public transport (PT) can be one of the potential solutions to the problem of urban road traffic congestion. Public transport systems can carry a significant amount of trips during congested hours, improving overall transportation capacity, and can release the burden of excess demand on congested road networks. This paper presents a comparative assessment of international research valuing the congestion relief impacts of PT. It explores previous research valuing congestion relief impacts and examines secondary evidence demonstrating changes in mode split associated with changes in public transport. The research establishes a framework for estimating the monetary value of the congestion reduction impacts of public transport. Congestion relief impacts are valued at between 4.4 and 151.4 cents (Aus$, 2008) per marginal vehicle km of travel, with an average of 45.0 cents. Valuations are higher for circumstances with greater degrees of traffic congestion and also where both travel time and vehicle operating cost savings are considered. A simplified congestion relief valuation model is presented to estimate the congestion relief benefits of PT based on readily-available transport data. Using the average congestion valuation and mode shift evidence, the model has been applied to a number of cities to estimate the monetary value of the congestion relief impact of public transport. Overall, the analysis presents a simplified method to investigate the impact of public transport on traffic congestion. Further research is warranted to develop a comprehensive approach for establishing a measure of the congestion relief impact of public transport.

ANALISIS BIAYA OPERASIONAL KENDARAAN (BOK) PADA PENGIRIMAN ENGINE CN-235

PT Dirgantara Indonesia is a trusted center of excellence in the field of engineering, maintenance, repair and overhoul of gas turbine systems and rotating equipment leading in Southeast Asia. PT dirgantara Indonesia also carries out periodic maintenance that must be carried out by every owner who buys an aircraft at PT Dirgantara Indonesia, one of which is to carry out repairs, maintenance and overhouls on the engine, because engine overhoul repairs must be carried out at PT Nusantara Turbin and Propulsi, so they want to research vehicle operational costs (BOK) for the transfer of the engine from PT Dirgantara Indonesia to PT Nusantara Turbin and Propulsion or vice versa. The calculation is carried out by calculating fixed costs per year, calculating variable costs per year and calculating transport costs to get shipping rates based on dimensions and weight. From the calculation of the shipping cost based on dimensions of Rp. 61,824,100 / box and the basic shipping rate based on weight of Rp. 147,905 / kg. Berdasarkan hasil dan pembahasan diperoleh Biaya Tetap dan Biaya Variabel dengan jumlah sebesar Rp 190.228.000/forklift/tahun

An exact approach for the multi-depot electric bus scheduling problem with time windows

This study extends the multi-depot vehicle scheduling problem with time windows (MDVSPTW) to the case of electric vehicles which can recharge at charging stations located at any point of the service operation area. We propose a mixed-integer nonlinear model for the electric bus multi-depot vehicle scheduling problem with time windows (EB-MDVSPTW). Our formulation considers not only the operational cost of vehicles, but also the waiting times. In addition, it explicitly considers the capacity of charging stations and prohibits the simultaneous charging of different vehicles at the same charger. Chargers are modeled as task nodes of an extended network and can be placed at any location utilizing the charging infrastructure of a city instead of using only bus-dedicated chargers. Further, we linearize the MINLP formulation of the EB-MDVSPTW by reformulating it to a mixed-integer linear program (MILP) that can be solved to global optimality. Because EB-MDVSPTW is NP-Hard, we also introduce valid inequalities to tighten the search space of the MILP and we investigate the trade-off between the compactness and the tightness of the problem in benchmark instances with up to 30 trips. In the numerical experiments, we show that the valid inequalities reduce the problem’s compactness by increasing up to three times the number of constraints, but, at the same time, improve tightness resulting in computational time improvements of up to 73% in 20-trip instances. The implementation of our exact approach is demonstrated in a toy network and in the benchmark instances of Carpaneto et al. (1989).

Analisis Tarif Ideal Angkutan Barang Lintas Banjarmasin – Amuntai

Tariff is the level of price or fee paid by users of goods transport services per unit trip, weight or per unit volume per kilometer. Because the tariff is intended to encourage the creation of optimum use of transportation infrastructure and facilities by considering the traffic concerned. In calculating the cost (transportation rate) of goods using an approach to vehicle production costs, it means that the ideal freight rate is determined based on vehicle operating costs plus a number of percentages of management and profits that are allowed. This case study reviews the special freight rates for the Banjarmasin – Amuntai route along 200 km. by land transportation. Where in this case, due to low tariffs, the tendency of owners of transportation services to increase the number of transport loads, one of the impacts on road network infrastructure is not achieving the planned age of the road construction. The calculation of transportation rates refers to the technical guidelines for determining tariffs for goods and passengers from the Director General of Land Transportation of the Ministry of Transportation with three basic components, namely ownership costs, fixed costs and vehicle operating costs. From the combination of the three components, the basic tariff value for goods transportation from Banjarmasin - Amuntai per kilogram is Rp.681.39 so that the expedition company can determine the ideal tariff according to the level of service to service users