OPTIMIZING ROUTE FOR PUBLIC UTILITY JEEPNEYS (PUJ) FROM USTP TO

THE MAIN PUBLIC MARKET

Presented to

the Department of Applied Mathematics

College of Science and Mathematics

University of Science and Technology of Southern Philippines

9000 Cagayan de Oro City

In Partial Fulfillment

of the Requirements in the Course

Thesis I

Perocho, Mariel Joy

Vertudazo, Lady Anne Katherine D.
Liguan, Maria Sofia Angela G. 

  Academic Year 2022 – 2023

 CHAPTER 1

INTRODUCTION
1.1 Background of the Study
Road Traffic Congestion has been one of the biggest problems that most countries are

facing. This prevents traffic movements, leading to the intolerable increased journey time. Which

affects numerous factors like environmental pollution, fuel waste, etc. Especially nowadays, the

number of vehicles is increasing which has also contributed to congestion. Aside from that, the

whole world aims to provide better roadways leading to more development which also causes

most vehicles to get stuck in traffic. (Kopestinsky, A., 2022) Due to this, commuters had a hard

time arriving at their destination at a specific time. It is important to monitor traffic density and

traffic volume to manage traffic flows and plan transportation, especially for Public Utility

Jeepneys.

Congestion keeps increasing globally and getting worse every day. Globally, traffic

congestion has increased over the previous decade, and 239 of the 239 cities featured in

TomTom's latest Traffic Index report (57 percent) experienced higher congestion between 2018

and 2019, with only 63 towns experiencing it. This global increase in congestion, despite being

an indicator of a strong economy, is understood to cost economies billions. (TomTom

International Traffic, 2020) Traffic congestion is becoming worse, and impossible to escape,

particularly in the world's expanding and sizable cities. Additionally, the most evident cause of

the increase in traffic congestion not just in our nation but also globally is population expansion.

As a result, commuters' everyday free time now includes being stuck in traffic.

By early 2020, everyday life in many cities across the Global South involved long queues

at stations and terminals, overcrowded trains, buses, mini busses, vans, jeeps, and other public

utility jeepneys, and interminable traffic jams. (Sidel, 2020).

 In any urban area of the Philippines, traffic congestion is indeed the biggest issue. Metro

Manila and other major cities are experiencing major traffic congestion because high economic

and population growth in the last decade was not accompanied by commensurate and timely

investment in infrastructure. (Limkin, 2015).

Cagayan de Oro is regarded as the gateway to northern Mindanao. According to the

Action for Economic Reforms Data-Driven Development Program, Cagayan de Oro Metropolis,

also referred to as CDO, is a first-class city with a dense urban population. It is the capital of the

Misamis Oriental province and the regional and commercial center of Northern Mindanao,

consisting of 80 barangays. CDO must deal with all of the issues that come with a booming city.

One of the problems is finding sufficient housing and relocating informal settler families, the

city's expanding urban poor, and people who lost their farms due to violent conflict. Numerous

additional families were uprooted by fire and other disasters. The provision of services for

livelihood, education, and health, among other things, as well as the reduction of traffic

congestion and trash creation, are other issues that must be addressed in addition to housing and

shelter. According to UN-Habitat for a better urban future, Mindanao serves as the region's

commercial and political center. According to PhilAtlas, The city is 159.38 square miles or

412.80 square kilometers in size on land. 728 402 people were living there as of the 2020

Census. This accounted for 14.50% of Northern Mindanao's total population. According to these

numbers, the population density is calculated to be 1,765 people per square kilometer or 4,570

people per square mile.

Cagayan de Oro’s traffic congestion is one of the most difficult and problematic issues.

(Añana, 2014) The City of Cagayan de Oro is steadily growing, and we expect an influx of

visitors from all walks of life and from other regions, some of them are driving their own cars,
aggravating the traffic problem. In addition, the number of commuters is dropping. Sun Star,

(2019) Cagayan de Oro City serves as Mindanao's center for business, trade, information

technology, and adventure tourism. In fact, it has established itself as the most important

convention center in Visayas and Mindanao. It is known as the "City of Golden Opportunities"

and is the regional growth capital of Northern Mindanao. It also serves as a transshipment center

for agricultural and industrial goods from neighboring provinces. (Philippine Travel, 2022)

Cagayan de Oro City is a provincial capital of Misamis Oriental and a highly-urbanized 1st class

city, considered the regional center and business hub in Northern Mindanao, Philippines.

Furthermore, Cagayan de Oro became one of the most progressive and competitive cities in the

Philippines. (Joshi, 2021)

Vehicle traffic, according to many traffic experts, is like liquid. As a result, those

dynamics can be used to model traffic flow. When a heavy but continuous flow of traffic is

unexpectedly clogged owing to minor occurrences such as a driver's lane theft or a broken-down

car, this is an example. The effects will cascade down the road like ocean waves. Metro Manila,

Metro Cebu, Davao City, and Cagayan de Oro's layouts do not accommodate the huge growth in

population density. (Limkin, 2015)

In addition, due to the rapid population growth and rapid urbanization, the number of

vehicles in the city increased, which resulted in traffic congestion. (Shrestha, 2017). Traffic

Congestion is one of the serious issues in Cagayan de Oro that was difficult to deal with. It

causes delays in time, increased fuel consumption, and traffic accidents. In connection, the high

number of vehicles, which has been driven by population growth and economic development, is

the primary source of traffic congestion. (Giang, 2020).

 Besides, the irrational distribution and lack of awareness appear to be making traffic

worse. Head offices, colleges, and hospitals are frequently located in the city center, attracting a

huge flow of people during rush hour. In the average family, there are at least one to two cars,

causing traffic congestion during rush hour. (Abadi, 2018) Furthermore, because the high

volume of traffic is dependent on human requirements, private automobiles serve as a basic

demand in their lives. As a result, the number of vehicles and motorcycles is rapidly expanding.

The reduction of traffic congestion in the city has long been a common goal of all Cagayan de

Oro residents, but it is unclear under what conditions this urban symptom also impedes the

growth of our economy. Sun Star, (2019) Thus, the most obvious cause of congestion in the city

is the growing number of automobiles.

The study focuses on optimizing the paths for public vehicles in Cagayan de Oro City

through the formulation of a model on the maximum number of vehicles allowed to pass through

a certain path while minimizing the distance traveled. In such a way, the traffic congestion would

somehow alleviate. 

1.2 Statement of the Problem

Road construction and traffic overload on the same route are the biggest factors of traffic

congestion in Cagayan de Oro City, especially going to the Main Public Market, specifically

Cogon and Carmen Market. In addition to having an effect on commuters, school traffic

congestion causes problems for commuters such as students, teachers, locals, and businesses.

The unpleasantness of traffic congestion alone may result in time and fuel waste even making

any existing road rage worse. The researchers would like to find out the traffic density of the

most common areas that public utility jeepneys pass through in order to help relieve

congestion and discover more about it.

 1.3 Objectives of the Study

The purpose of this study is to examine the traffic situation of public utility Jeepney from

USTP to Cogon and Carmen Public Market. In keeping with this, the researchers hope to aid in

reducing traffic congestion and minimize the travel time of PUJ going to USTP. The following

objectives are stated.

1. Assess the existing public utility jeepney route condition.

2. Determine the current road and map mapping in the selected place.

3. Formulate a Mathematical Model for optimizing the path for a public jeepney.

4. Solve the model and determine the optimal path for public utility jeepney using Dijkstra’s

algorithm or Network flow programming

1.4  Significance of the Study

The findings of the Study would somehow provide a baseline to the traffic congestion in

the city by optimizing paths that Public Jeepney shall take.

● To the Road and Traffic Administration, the findings of this research will improve their

strategic planning for a better and more successful road safety program.

● To the Public Utility Jeepney Drivers, will be given insights regarding the importance of

the role they are playing in maintaining the orderliness of the traffic condition in the city.
 ● To the people of Cagayan de Oro city, in order to increase road safety and analyze the

overall impact on the city's traffic conditions, this study's findings will provide awareness

of the actual traffic situation in the city. The results will give valuable information about

which regulations are most/best known.

● To future researchers, the study's findings could be used as reference data on traffic

regulation in subsequent evaluation research.

1.5 Scope and Limitation

The focus of the study applies to public jeepneys specifically Jeepneys (both old and

modernized) that travel from USTP going to the Main Public Market specifically Cogon and

Carmen public markets. Additionally, it is considered that some paths are crucial, where

congestion is most likely to happen, and that all other paths not specifically designated as critical

shall be assumed to be an open path. In this study, the researcher will only utilize the data

collected by Land Transportation Franchising and Regulatory Board (LTFRB) and Road and

Traffic Administration (RTA). Moreover, the researchers will utilize online programming tools

and techniques to obtain and to find out the traffic density of the most common areas that public

utility vehicles pass through in order to help relieve congestion and discover more about it.
 CHAPTER 2

REVIEW OF RELATED LITERATURE

The literature and studies cited in this chapter tackle the different concepts, understanding,

ideas, generalizations or conclusions and different development related to study from the past

up to the present and which serve as the researcher’s guide in developing the research. The

related literature and studies helped in familiarizing information that is relevant and similar

to the present study.

2.1 Related Studies in Global problem of Traffic Congestion

In many cities around the world, traffic congestion is a serious issue. This issue exists in

Jakarta, one of the most populated cities. A number of policies, including the enhancement of

public transportation, the restriction of automobiles and motorcycles on certain roads, and an

even-odd license plate policy, have been put into place to lessen traffic congestion. (Anugrah

et.al 2020). The costs of traffic congestion are those borne by other road users, particularly as

traffic volumes get close to a road's capacity. These costs include incremental delays, vehicle

operating expenses, pollution emissions, and stress. (Paul et.al.2020).

According to Globenewswire (2020), Traffic congestion has increased globally during

the last decade, and the 239 cities (57%) included in the new Traffic Index report had increased

congestion levels between 2018 and 2019, with only 63 cities showing measurable decreases.
This global increase in congestion, despite being an indicator of a strong economy, is understood

to cost economies billions. Online Master Science and Engineering stated that more issues arise

from traffic than just slowed commute times. For delivery drivers and the supply chain, traffic

congestion can exacerbate existing problems, delaying the replenishment of food and other

necessities in communities with few local sources. High congestion can also influence the

public’s perception of a community. Due to the constant traffic, it might deter new businesses

from opening up and prospective residents from relocating.

Fouzi Harrou and Ying Sun (2022) stated that lengthens travel times and produces more

air pollution, traffic congestion has a detrimental effect on traffic performance. Therefore, a

crucial component in the development of effective intelligent transportation systems is the

detection of traffic congestion.

According to Anthony Downs (2022), in large, developing metropolises around the

world, increasing traffic congestion is an unavoidable condition. Traffic congestion during rush

hours is a natural outcome of how modern societies function. It results from the widespread

desires of individuals to pursue particular goals, which inevitably overload the current

transportation infrastructure every day. For two reasons, the vast majority of Americans who

need to move during rush hour do so in private automobiles. The majority of Americans live in

low-density areas, which public transportation cannot adequately serve. The second is that

compared to almost any form of public transportation, privately owned vehicles are more flexible

for performing multiple tasks on a single trip, more private, faster, and more comfortable. The

main issue in America is that its road system cannot handle peak-hour loads without making

many people wait in line for that limited amount of road space, despite the fact that 87.9% of
daily commuters in the country use private vehicles and that millions want to move at the same

times of day.

2.2 Related Studies in Traffic Congestion of the Philippines

A rise in the purchasing power of many people in developing Asian nations has been

accompanied by the joint processes of globalization, outsourcing, and the relocalization of

manufacturing activities. This has allowed them to purchase motorized vehicles, motorbikes, and

automobiles, even though there are significant disparities in the ability to purchase a vehicle

(Cervero 2013).

In spite of schools and businesses establishing on-site operations, Metro Manila was

determined to be the seventh worst city in the world for the amount of time spent in traffic by

cities in recent research. According to a survey by the insurance technology company GoShorty,

Manila has a 43 percent level of congestion and 98 hours of lost time due to traffic every year, or

more than four days that Filipinos spend stranded in the infamous traffic jams of the Metro.

According to a study conducted by a United Kingdom-based insurance technology firm, Manila

is the seventh most congested city in the world as businesses resume operations and some

schools start to physically reopen. In anticipation of the large number of vehicles expected on the

roads when classes started, the Metro Manila Development Authority (MMDA) began using a

modified number coding system in Metro Manila at 7 a.m. between 5 p.m. and 10 a.m. to 8 p.m.

According to MMDA data, on September 1, 2022, there were 410,844 vehicles on EDSA, up
from 381,028 on August 18, 2022. The biggest issue is traffic congestion, particularly on busy

roads and roads through densely populated areas. It is difficult to manage the issue of this traffic

congestion. One of the Asian megacities experiencing the many negative effects of heavy

roadway traffic is Manila. These cities have seen a remarkable rise in the number of vehicles

using their streets over the past three decades. At the same time, they have expanded into

neighboring regions, forming enormous megalopolises, and have had their skylines pushed

upward by the building of numerous high-rises.

According to Transport and Communications Bulletin for Asia and the Pacific, many

areas of Manila experience severe traffic congestion, particularly in areas with high population

density (more than 70,000 people/sq km in Tondo) and narrow streets in old neighborhoods like

Quiapo (Manila) or Guadalupe (Makati). The amount of available road space plays a significant

role in traffic quality. In this aspect, Manila is also among the cities that are most likely to be

crowded, as Manila looks to have a very low density of roads per square kilometer and roadways

per inhabitant when compared to other metropolitan areas.

2.3 Related Studies of Traffic Congestion in Cagayan de Oro City

According to Herbie Gomez (2022), Traffic congestion is an increasing issue in Cagayan

de Oro, where half of Northern Mindanao's registered vehicles are, just like in other growth

centers around the nation. The Sayre Highway leading to Bukidnon begins in the eastern village

of Puerto in Cagayan de Oro, according to data from the Department of Public Works and

Highways (DPWH). This section of the highway runs from Laguindingan town in Misamis

Oriental to this point. The highway portion, which spans more than 46 kilometers, passes
through a number of urban settlements in Cagayan de Oro. According to officials, trucks make

up about 15% of cars. 

Based on the study of Sights of Cagayan de Oro City and Northern Mindanao, In

Cagayan de Oro City, particularly on Coralles Extention, there is a lot of traffic, especially

during peak hours. This is a result of its location between two Gaisano Malls with street-level

entrances and exits. Taxis, jeepneys, and motorelas have formed a transfer point for passenger

traffic under the intersection of the two malls. During the longest red phase at the traffic lights,

the motorelas traveling in the direction of Cogon Market dominates the left lanes, and only on

the right lane does the traffic slowly push its way up to the traffic signals while being impeded

by stopping jeepneys. Increased traffic congestion in urban areas and an increase in traffic

accidents on road networks which were never intended to handle the quantities and types of

traffic they are now needed to carry are the results of growing urbanization and the number of

automobiles in many developing countries. Unplanned urban growth has also resulted in a

significant number of confrontations between pedestrians and vehicles and unsuitable land uses.

Many new urban inhabitants who have moved from rural areas to metropolitan areas are

unaccustomed to the high levels of traffic (Rao et. al).

According to the National Census of 2007, Cagayan de Oro City had a population of

553,966 people or p/km2. The growth rate since the year 2000 census was 2.54%. The majority

of traffic accidents happen as a result of drivers, motorcycle riders, cyclists, and pedestrians

failing to recognize the dangers and disobeying safety laws. In Cagayan de Oro City, there have

been frequent public protests regarding traffic issues. The easing of traffic jams in the city has

long been a common goal of every resident of Cagayan de Oro, but it remains unclear under

which conditions this consequence of urban life also hampers the development of our economy.
 SunStar stated in 2022 that the increasing number of motor vehicles is the most obvious

culprit, while people who used to commute are declining. We cannot blame them if they want to

buy their own mobility since they also want to avoid being late for their respective work or

classes. Cagayan de Oro is relentlessly rising and we are expecting an influx of people from all

walks of life and from other places to visit the city some are using their own vehicles which

aggravates the traffic problem.

Prayas Shrestha (2017) claims that among the many issues we confront in modern life is

the escalating severity of traffic congestion. Some contend that the significant increase in

automobiles, the inadequate infrastructure, and the unbalanced distribution of development are

the primary causes of the increasing traffic congestion. The huge number of cars that the growing

population and economic development have resulted in is the primary source of traffic

congestion.

2.4 Related Studies in Vehicle routing 

Speranza and Mor (2020) claims that decisions must be made on the allocation of

customers to automobiles and the order in which they are assigned to each vehicle. VRPs include

multiple-trip vehicle routing problems over time, inventory routing problems, vehicle routing

problems with release dates, and periodic routing problems. However, what do we mean when

we talk about "optimal pathways" for VRPs? The shortest overall distance routes can be used as

an alternative. The best course of action, however, is to assign just one vehicle to visit every

place and find the quickest route if there are no other restrictions. The Traveling Salesman

Problems (TSP) problem and this one are remarkably similar.

 Vehicle Routing Problem (VRP) in which cars must visit exactly one (or at least one)

vertex per cluster. The vertex collection is divided into clusters. A helpful modeling framework

is offered by the GVRP for a wide range of applications. (Laporte et.al 2010)

The last-mile delivery industry is plagued by the problem of vehicle routing. It occurs as

a result of the delivery and resource limitations that planners have when developing minimum-

cost vehicle routes. By finding a solution, they can cut operating expenses and improve the

caliber of their delivery services. Delivery companies are managing higher delivery volumes as a

result of the widespread COVID-19 infection. The Vehicle Routing Problem has become quite

difficult to address due to the unexpected rise in deliveries. In the sense that many consumer

goods, including soft drinks, beer, bread, snack foods, gasoline, and pharmaceuticals, are

delivered to retail establishments by fleets of trucks whose functioning fits the vehicle routing

model, vehicle routing challenges are all around us.

2.5 Related Studies in Optimizing the Distance

You can also base route improvements on distance as an alternative. This means that in

order to solve the VRP, you must identify the option that would need your drivers to go the

fewest number of miles while minimizing or completely eliminating any idle time. This is

especially helpful if you pay your drivers according to their mileage. You can lower your overall

costs while still optimizing your routes if you base your decisions on distance.

The easiest approach to deal with these issues is through route optimization, which

lowers expenses by maximizing resources and minimizing the distance traveled. However, the

last mile is constantly changing, making optimization challenging. Variations in traffic also make

it challenging for carriers to adhere to their commitments. 

 A "distance matrix" serves as the foundation for the calculations used by optimization

algorithms. This information provides the time and distance between each set of points that

needs to be optimized in both directions. Then, the optimization algorithm will look for the

routes that reduce the amount of time or distance traveled. However, in conventional route

optimization models, the distance matrix is independent of time. This suggests that regardless of

when the journey began, the estimated amount of time and/or distance between the two sites is

distinct. The distance matrix is modified in order to provide a more realistic solution in order to

account for the likelihood that real traffic will likely lengthen journey durations. Since the

distance between each point is constant throughout the day, the matrix is still independent of

time in this situation.

2.6 Related Studies in Shortest Path

Currently, several regulatory measures have been introduced to reduce traffic congestion

due to the rise in traffic demand. The limitations make it more challenging to discover the

shortest path in road network problems, and several traditional algorithms cannot be used to

accomplish so. (Lin-Zhong et.al 2009).

Having trouble moving around because of traffic congestion. The capacity of the current

junctions cannot keep up with demand. Conventional approaches like road widening and flyover

construction may not be the best and extremely successful in reducing traffic congestion. The
shortest path may not be the best path. As long as there is enough land area, conventional

measures are required to reduce the effects of traffic congestion, particularly at junctions. On the

other hand, there won't be any more room for infrastructure growth in the long run. Drivers

should choose the optimum route using additional criteria in addition to the traditional methods.

The shortest path is always chosen as the ideal one. Travel times on the shortest path routes,

however, are now much longer than they are on the other longer-distance routes due to traffic

congestion. As a result, the distance and level of distance criteria have been merged in this study.

Service that aids in choosing the most efficient route to take to avoid traffic. (Bernama, 2016).

CHAPTER 3

CONCEPTS AND METHODOLOGY

The problem in this study is to develop a suitable model for enhancing the routes used by

public utility jeepneys. The suggested model must satisfy the criteria necessary to optimize the

shortest path for modernized and public utility jeepneys in order to reduce traffic congestion at

the lowest possible cost. This chapter will go over the concepts and methods to solve the issue.

3.1 Assessment of existing Public Utility Jeepneys routing method used from USTP to Main

Public Market
 Data will be obtained, and the Road and Traffic Administration (RTA) existing routing

system for public utility jeepneys was identified and evaluated. In order to further assess the

situation, a visit to the key routes that pass through USTP was also made. As a response, a list of

crucial roadways or congested locations is presented. The following information was gathered in

the conduct of the study:

● The method of routing recently used by the RTA

● The present route taken by each public utility jeepney route

● The traffic volume of public utility jeepneys going to the main public market.

● The distance and width of the road data by the DPWH

3.2 Determine the current road and map mapping of Public Utility Jeepneys that travel

from USTP to the Main Public Market

Data will be gathered in the Land Transportation Franchising and Regulatory Board

(LTFRB) existing the total number of operating jeepneys both conventional and modernized was

recognized and evaluated. A visit to the main public market was also performed in order to

further assess the situation. In response, a list of the total number of jeepneys as well as

important main roads or crowded areas is provided.

3.3 Formulation of a Mathematical Programming Model

 The number of jeepney units used in the city is taken into consideration when

constructing mathematical models. The length, width, and capacity of city roadways, the volume

of traffic on certain streets, and any restrictions on the streets that can be used in the formula.

The main objective of the suggested model is to get the maximum number of jeepneys

that are traveling down a particular street in order to reduce the likelihood of congestion. In this

model, the parameter is the number of utility jeepney units in a given liner, and the variables are

the public utility jeepney liners.

Furthermore, the critical path was established using information from the city's Roads

and Traffic Administration. A certain path is considered to be critical if most of the public

vehicles pass along that street and if most of the public utility jeepneys converge along that

street. Some factors are taken into consideration when determining the city's important pathways.

After identifying the critical path to which the particular jeepney routes will pass through, the

complete path that each jeepney liner will take was then determined.

A shortest path model is an algorithm used to find the shortest path between two nodes in

a graph. This can be useful in a variety of applications, such as finding the most efficient route

for a delivery truck, or the shortest way to walk from one location to another. The most common

method for solving the shortest path problem is Dijkstra's algorithm, which uses a priority queue

to explore nodes in increasing order of their distance from the starting node. Other algorithms for

solving the shortest path problem include A*, Bellman-Ford, and Floyd-Warshall. Each

algorithm has its own advantages and disadvantages, depending on the specific problem and

constraints. Shortest path models are widely used in various fields like transportation, logistics,

robotics, and many more.

 In determining the street's capacity. Simply multiply the length of the vehicle by the

product of the width of the street under consideration and the width of the vehicle, then divide

the result by the length of the street under consideration.

3.4 Finding the Optimal Path for Public Utility Jeepney

Different types of programmed algorithms for optimization exist to address particular

issues in the actual world. Nowadays, most places in the Philippines solve traffic assignment

problems using heuristic methods. Numerous methods for resolving the shortest path problem

were used in this study. There are several mathematical programming techniques for finding the

best path with the smallest possible distance or cost in a shortest path problem. In this study,

Dijkstra’s algorithm was used to search for the shortest path. A path finding algorithm called

Dijkstra's Algorithm generates every possible path across the graph and then chooses the one

with the lowest total cost.

Iteratively calculating a distance for each node in the graph, beginning at the start node

and moving along until we reach the end node, is how this method operates. We have a "current

node" in each iteration, and we calculate a new best score for each node that can be reached from

it. The only graphs that Dijkstra's Algorithm can use are those with positive weights. This is due

to the fact that in order to identify the shortest path, the weights of the edges must be added

during the procedure. The following are the fundamentals of Dijkstra's algorithm.

● In essence, Dijkstra's Algorithm begins at the node you select (the source node) and

examines the graph to determine the shortest path from that node to every other node in

the graph.

● The algorithm keeps track of the shortest paths that are currently known to exist between

each node and the source node, and it updates these values when a shorter path is

discovered.
 ● The other node is added to the path and designated as "visited" once the algorithm has

determined the shortest path between the source node and that other node.

● Up until every node in the graph has been added to the path, the process is repeated. In

this manner, a path that connects the source node to every other node and takes the

shortest route to each node is created.

The primary cause of traffic is overloaded or even beyond road capacity, which occurs

when supply (capacity = C) is less than demand (traffic volume = V), causing gridlock and

accidents. A graph is a pair of (V(G), E(G)) where E(G) is a set of (possibly empty) unordered

pairs of vertices in V(G), and V(G) is a non empty set and finite from an object called vertex.

According to Rinaldi, one of the optimization problems, which is the outcome anticipated

to produce optimal results, is the problem of determining the shortest path through a graph. A

weighted graph is one in which each edge has been assigned a value or weight and is utilized in

the shortest path problem. In order to solve the shortest path issue with a single source, an

algorithm is used.

This research to find a solution for a given shortest path problem with traffic jam points has

some steps such as follows :

1. Modeling the route into a graph model, which is a mixed graph with directed and undirected
edges, a simple graph with no parallel edges and no loops.

2.Giving a label and weight to the graph edges, and label only to the vertices.

3. Input the data into C++ program with software CodeBlocks.

4. Processing the data with Dijkstra’s algorithm with software CodeBlocks.

5. Drawing a conclusion from the result.