iii

MODELLING TRACEABILITY OF KTMB TRAIN PASSENGER

ABDUL HADI BIN HASHIM

A project report submitted in fulfillment of the requirement for the award of the

Degree of Master of Mechanical Engineering

Faculty of Mechanical and Manufacturing Engineering

Universiti Tun Hussein Onn Malaysia

JULY 2015

vii

ABSTRACT

The main objective of this study was to develop a model for traceability of train

passengers. To achieve this objective, KTMB as a main national railway operator

had been used as a model for study. As there are many different types of rail

passenger transport services provided by KTMB, Ekspress Rakyat 1 & 2 had been

selected to serve as a model. Basis of this study was that there are no such models

ever developed for the existing railway system. The scope of the research was

focused between KL Sentral and Ipoh Station only. The software used to create the

model was ARENA Simulation Software (student version). ARENA software was

also able to create simulations and animations that were used in this study. Due to

data provided by KTMB was too general, interview with staff of KTMB like training

managers, station managers, trainers and drivers has been done to obtain more

detailed information. As a result, Modelling Traceability of Train Passenger was

managed to develop. The simulation results show that there are certain things that

need to be addressed by the KTMB. Among the things, there are stations which had

high volatility passengers. There are also stations which has a number of passengers

who boarded the train more than come down from the train at the same station. In

addition, there are also stations which show the number of passengers who boarded

the train in the opposite direction more than the other way around. With this model,

it’s hoped it will help the KTMB improve their passenger rail services. In addition,

this model can also be used as a guide for researchers in the future.

viii

ABSTRAK

Objektif utama kajian ini dijalankan adalah untuk menghasilkan satu model untuk

mengesan penumpang keretapi. Ke arah mencapai matlamat ini, KTMB selaku

peneraju utama sistem pengangkutan keretapi negara telah dipilih untuk dijadikan

model kajian. Memandangkan terdapat banyak jenis perkhidmatan keretapi

pengangkutan penumpang yang disediakan oleh KTMB, Ekspress Rakyat 1 & 2 telah

dipilih untuk dijadikan model. Asas kajian ini dijalankan ialah kerana tidak terdapat

model yang sebegini pernah dihasilkan untuk sistem keretapi sediada. Skop kajian

pula dihadkan antara Stesyen KL Sentral hingga Ipoh sahaja. Perisian yang

digunakan untuk membuat model ini ialah ARENA (versi pelajar). Perisian ARENA

ini juga mampu membuat simulasi beserta animasi yang turut digunakan dalam

kajian ini. Disebabkan data yang diberikan oleh KTMB terlalu umum, temubual

bersama staf-staf KTMB seperti pengurus latihan, pengurus stesyen, pelatih serta

pemandu telah dilakukan bagi mendapatkan maklumat yang lebih terperinci. Hasil

daripada itu, model pengesanan penumpang keretapi KTMB ini berjaya dihasilkan.

Keputusan simulasi menunjukkan terdapat beberapa perkara yang perlu diberi

perhatian oleh pihak KTMB. Antaranya, terdapat stesyen yang mempunyai kadar

turun naik penumpang yang tinggi. Terdapat juga stesyen yang mempunyai bilangan

penumpang yang naik lebih ramai berbanding yang turun di stesyen yang sama.

Selain itu, terdapat stesyen yang mempunyai perbezaan jumlah penumpang turun

naik yang agak ketara mengikut arah perjalanan di stesyen yang sama. Dengan

adanya model ini, diharapkan ia dapat membantu pihak KTMB menambahbaik

sistem perkhidmatan keretapi penumpang mereka. Selain itu, model ini juga boleh

dijadikan sebagai panduan kepada penyelidik di masa akan datang.

ix

TABLE OF CONTENTS

TITLE

DECLARATION

DEDICATION

ACKNOWLEDGEMENT

ABSTRACT

CONTENTS

i

ii

v

vi

vii

ix

LIST OF FIGURES

LIST OF TABLES

xii

xv

CHAPTER 1 INTRODUCTION

1.1 General background

1.2 Problem statement

1.3 Objective

1.4 Scope

1.5 Significance of study

1

1

2

3

3

3

CHAPTER 2 LITERATURE REVIEW

2.1 Description Of Keretapi Tanah Melayu

Berhad (KTMB)

2.2 Description of Traceability

2.3 Description of RFID

2.4 Description of GPS

2.5 Traceability System Incorporating 2D

Barcode And RFID Technology

2.6 RFID-Enabled Track And Traceability In

Job-Shop Scheduling Environment

4

4

6

8

9

10

12

x

2.7 A Smart Model For Urban Ticketing Based

On RFID Applications

2.8 Missouri Freight And Passenger Rail

Capacity Analysis

2.9 Modeling And Simulation Of Urban

Traffic Signals

2.10 Summary

13

14

14

15

CHAPTER 3 METHODOLOGY

3.1 Methodology for Modelling

3.1.1 System Study

3.1.2 Problem Identification

3.1.3 Data Collection

3.1.4 Assumption

3.1.4.1 Limitation of Project

3.1.5 Model Development

3.1.5.1 Modelling for Simulation of Train

3.1.5.2 Modelling for Ridership of

Ekspress Rakyat 2 (Eastbound)

3.1.5.3 Modelling for Ridership of

Ekspress Rakyat 1 (Westbound)

3.1.6 Model Verification

3.1.6.1 Train Movement Model

Verification

3.1.6.2 Ridership Model Verification

3.1.6.3 Model Animation

3.2 Summary

16

16

18

18

19

22

27

28

28

30

34

36

36

39

44

45

CHAPTER 4 RESULT AND DISCUSSION

4.1 Results for Model of Ekspress Rakyat 1

4.2 Results for Model of Ekspress Rakyat 2

4.3 Results for Animation of Ekspress Rakyat

1 & 2

46

46

51

56

xi

4.4 Summary

58

CHAPTER 5 CONCLUSION AND RECOMMENDATION

5.1 Conclusion

5.2 Recommendations

59

59

60

REFERENCES 61

APPENDIX 63

xii

LIST OF FIGURES

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

2.9

2.10

Sample of KTMB’s Intercity Trains

Rail track, stations and stops for KTM Intercity

and KTM Komuter

Traceability across the supply chain

Basic diagram of RFID principle

Sample diagram of GPS principle

Different batch encodings for product

traceability

A logical flow of OPT manufacturing processes

The proposed model structure by Gnoni, Rollo

and Tundo

Simulation model of the intersection

Traffic flow of the intersection

4

5

7

8

9

11

12

13

14

15

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

Methodology for Modelling

KTMB Network

KTM Intercity Train Schedule (North & South

Line)

Model of Train Movement from KL Sentral to

Ipoh

Model of Train Movement from Ipoh to KL

Sentral

Modules for Train at KL Sentral Station

Modules for Train at KL Station

Modules for Train at Tanjung Malim Station

Modules for Train at Kampar Station

Modules for Train at Batu Gajah Station

17

19

20

28

29

29

29

29

30

30

xiii

3.11

3.12

3.13

3.14

3.15

3.16

3.17

3.18

3.19

3.20

3.21

3.22

3.23

3.24

3.25

3.26

3.27

3.28

3.29

3.30

3.31

3.32

3.33

3.34

3.35

3.36

3.37

3.38

Modules for Train at Ipoh Station

Model of Train Ridership from KL Sentral to

Ipoh

Modules for previous Ridership at KL Sentral

Station

Modules for new Ridership at KL Sentral

Station (start)

Modules for Ridership at KL Station

Modules for Ridership at Tanjung Malim

Station

Modules for Ridership at Kampar Station

Modules for Ridership at Batu Gajah Station

Modules for Ridership at Ipoh Station (end)

Modules for previous Ridership at Ipoh Station

Modules for previous Ridership at Ipoh Station

Modules for Ridership at KL Sentral Station

(end)

Create “Ekspress Rakyat 1” module (Train)

Station “from South” module (Train)

Route “to KLS” module (Train)

Station “KLS” module (Train)

Process module (Train)

Route “KLS to KL” module (Train)

Create module (previous ridership)

Station module (previous ridership)

Route module (previous ridership)

Station “KLS” module (previous ridership)

Dispose module (previous ridership)

Create module

Process module

Decide module

Route module

Station module

30

31

31

32

32

33

33

34

34

35

35

35

36

37

37

37

38

38

39

39

40

40

40

41

42

42

43

43

xiv

3.39

3.40

3.41

Dispose module

Animation for Ekspress Rakyat 1

Animation for Ekspress Rakyat 2

44

45

45

4.1

4.2

4.3

4.4

4.5

4.6

4.7

4.8

4.9

4.10

4.11

4.12

4.13

Number Out of Entities

Entity Time

Entity Number

Scheduled Utilization

Resource Usage

Number Out of Entities

Entity Time

Entity Number

Scheduled Utilization

Resource Usage

Ekspress Rakyat 1

Ekspress Rakyat 2

Total Ridership by Station

46

47

48

49

50

51

51

53

54

55

56

56

57

xv

LIST OF TABLES

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

Number of Ridership (annual basis)

Total ridership per day (average)

Total Ridership of Ekspress Rakyat 1 (by

Station)

Total Ridership of Ekspress Rakyat 2 (by

Station)

Distribution of Ridership Fluctuate (Ekspress

Rakyat 1)

Distribution of Ridership Fluctuate (Ekspress

Rakyat 2)

Percentages of Ridership Fluctuate (Ekspress

Rakyat 1)

Percentages of Ridership Fluctuate (Ekspress

Rakyat 2)

21

22

23

24

25

25

26

26

4.1 Summary of Ridership 56

1

CHAPTER 1

INTRODUCTION

1.1 General background

In many countries both developed and developing, the railway system plays an

important role in many things. Now it looks like there was a race in railway

technology where some developed countries including China makes huge

investments to create the latest technology that relies on speed and comfort of each

rail system. According to reports the railway industry, today's fastest passenger

facilities and the latest was a high speed domestic train in China. But each country

proud with their HST and continuously strive to improve their train.

In Malaysia, as a developing country, railway system plays an important role

towards achieving Vision 2020. The railway system was used not only for passengers

but also for the transportation of goods. Therefore, a good rail transport systems must

be developed to keep up with demand and the rapid development towards year 2020.

Malayan Railway was the main railway operator in Peninsular Malaysia. Formerly it

was known as an agency under the Malayan Railway Administration, and then now

known as KTMB following the effects of corporatization of government-led

campaign in 1992. However, KTMB was still wholly owned by the federal

government. The history of coach system began during the British colonial era, when

the railway was originally built to transport tin. The train fare was quite reasonable,

but speed Intercity trains (intercity) lower in narrow path often leads KTMB

transport less competitive compared to other modes of transportation.

Despite all the efforts and improvements has been made since it was

established, the fact that passengers were still plagued with the same problems of

2

timeliness to the railway station. KTMB while also still faced similar problems of

passengers boarded the train without a ticket but safely reach their destinations.

So, this project was study the current train passenger traceability and

identifies the opportunity of improvements. Parameters such as utilization, working

time, schedule deviation, number of passengers and ticketing system has been use.

The others factor such as time of fluctuate passengers, peak time of service and load

capacity of power source has been considered.

Traceability was defined as the degree to which a relationship can be

established between two or more products of the development process, especially

products having a predecessor–successor or master–subordinate relationship to one

another; for example, the degree to which the requirements and design of a given

software component match [1]. Traceability implies keeping track of the

relationships between requirements, design artifacts, source code, test cases, etc. [1].

1.2 Problem statement

According to KTMB Annual Report 2012, the 2012 revenue for ETS had shown an

increase of 33.5% from RM23.9 million to RM31.9 million. The number of

passengers also increased to 33.3% from 0.9 million in 2011 to 1.2 million in 2012.

KTM Intercity was expected an increase in revenue and ridership should the level of

service especially in the area of punctuality can be improved.

Despite the increase of the ETS revenue and the number of passenger, KTM

Intercity revenue in 2012 showed a decrease of 11.1% compared to 2011 which is

from RM91.8 million in 2011 to RM81.6 in 2012. The number of passengers for the

year 2012 recorded a ridership of 3.1 million compared to 3.7 million in 2011 which

is a 16.2% reduction. However, the ETS had shown greater improvement overall

since the service was introduced in August 2010.

Looks at this situation, something should be done on KTM Intercity train

service (Normal Train). The main focus was to improve in terms of the ridership.

What can be done to convert a decrease of 16.2% to an increase of 16.2%. It was

because the issue of timeliness to catch a train. Or community trust issues on trains.

Or the problem of passengers traceability before, during and after boarded the train.

3

Results of interviews with KTMB staff shows; there was no existing model in

KTMB to track passenger travel in terms of passenger numbers fluctuate from station

to station. Therefore, the study on the current train passenger traceability system

should be implement to see either there are opportunity of improvements to be done

or not. Then, develop the model for traceability of KTMB ridership.

1.3 Objective

The objectives of this project are:

i. To identify the opportunity of improvements in terms of passenger

traceability.

ii. To develop the model for traceability of KTMB ridership.

1.4 Scope

i. The train route to be study was between Ipoh and KL Sentral.

ii. Only two model of KTM Intercity (Normal Train) to be studies which are

Ekspres Rakyat 1 and Ekspres Rakyat 2.

1.5 Significance of study

Identify the opportunity of improvement to model the traceability of the ridership for

KTMB Intercity (Normal Train). Its can help KTMB itself to simulate the forecast of

ridership using that model. It also can be used by other rail operator to simulate their

ridership and also for future research as a guide.

4

CHAPTER 2

LITERATURE REVIEW

In this chapter, a number of articles related to traceability systems in general and of

railway passengers in particular has been reviewed. First, description and operating

system of Keretapi Tanah Melayu Berhad (KTMB) were explained. Then, the

reviewed on the related previous articles were discussed includes the articles about

railway ticket system in general and of current system at Malaysia in particular and

also the articles about RFID, bar code system and GPS were discussed.

2.1 DESCRIPTION OF KERETAPI TANAH MELAYU BERHAD (KTMB)

Keretapi Tanah Melayu Berhad (KTMB) was the largest railroad in the country.

Their mission is to be the preferred land transportation system by provided safe,

efficient and reliable integrated rail services for people and goods.

Figure 2.1: Sample of KTMB’s Intercity Trains

5

The first railway track in Malaysia was built in 1885. This was a 12.8 km

length of road from the tin mining town of Taiping to Port Weld known today as

Kuala Sepetang [11,12]. This was followed by the establishment of the Keretapi

Tanah Melayu (KTM) in 1946 before it was privatized in 1992 and known as the

Keretapi Tanah Melayu Berhad (KTMB) [12]. Figure 2.1 shows the sample of

KTMB’s Intercity Trains. Railway service over 100 years old has gone through many

changes. Starts with coal locomotives, diesel engines and diesel power, to our

commuter service using electricity was first introduced in 1995. KTMB control 1791

km length, 1000 mm gauge railway network, 1655 km in Peninsular Malaysia [12]. It

consists of two main lines which are West coast line and East coast line and several

branch lines. Now, KTM offers four types of services include KTM Intercity, KTM

Cargo, KTM Commuter and KTM Distribution. Figure 2.2 shows rail track for

KTMB services which include KTM Intercity and KTM Komuter.

Figure 2.2: Rail track, stations and stops for KTM Intercity and KTM Komuter

6

In this project, the focus of the study was to KTM Intercity (Normal Train).

Intercity train service was a service that was introduced by KTM since more than a

decade ago. As introduce additional services to the people by give them choices in

terms of diversity coach and travel destinations include Peninsular Malaysia. Change

for change has been implemented to provide services in a comfortable and safe

journey to your destination of choice in the shortest time possible. KTM managed

multiple services under KTM Intercity brand. Most of these services operate from

Station Kuala Lumpur Sentral. However, there was a train service only runs along

the East Coast route between dense and Gemas and next headed to Singapore. There

was a cross-border rail services operate between Butterworth and Bangkok,

Thailand.

2.2 DESCRIPTION OF TRACEABILITY

Traceability has been defined variously. According to Ivan Santiago (2012)

traceability was defined as the extent to which a relationship can be established

between two or more of the product development process, especially products have a

predecessor-successor or master-slave relationship to one another; for example, the

extent of the requirements and design of software components given match. [1].

Traceability implies keeps track of the relationships between requirements, design

artifacts, source code, test cases, etc. [1].

According to the International Standards Organizations (ISO8492: 1995),

traceability was the ability to trace the history, application or location of an entity, by

means of recorded identifications [9]. Several organizations and researchers have

defined traceability further to their areas of considerations in the traceability, which

are as follows [2]:

• “The ability to follow or study out in detail, or step by step, the history of a

certain activity or a process” [13].

• “Traceability is the ability to track a product batch and its history through

the whole, or part, of a production chain from harvest through transport, storage,

processing, distribution and sales or internally in one of the steps in the chain” [14].

7

• “Traceability is a concept relating to all products and all types of supply

chain" [15].

Proper traceability systems also have the potential to reduce the possibility of the

supplier or suppliers responsible for product safety problems by provides your data

was documented effect to prove that they comply with the requirements of law and

not risk [2].

Figure 2.3: Traceability across the supply chain [10]

According to Yong-Shin Kang and Yong-Han Lee [5], traceability in logistics

was the ability of participants to track products throughout the supply chain by

means of either products and/or containers identifier in a backward and/or forward

direction. In today's competitive economic environment, traceability was an

important concept related to all products and all kinds of supply chains. To be more

specific, it can provide companies the basic information required for the realization

of supply chain optimization, product safety, better pond management, and better

customer service [5].

In terms of manufacturing perspective, Nair and Shah [7] has defined

traceability as knows what happens to the product through the manufacturing process

- from initial raw materials to final product, including detailed information about

operators who work on the product (or component built or mixed into the product),

8

equipment and tools used in the manufacturing process, work that has been done, and

had the status of production process control, among others [7].

2.3 DESCRIPTION OF RFID

RFID is an automatic identification field that has quietly been gaining momentum in

recent years and is now seen as a way to radically improve data handling process,

free in many ways to other data collection technologies such as bar coding. RFID

stands for Radio Frequency Identification Device that holds a small amount of data

that is unique; serial number or other unique attributes of the item. Data can be read

from a distance of not having contact or line of sight necessary [6].

The largest use of RFID is to trace and consumer goods supply chain. Track

shipment from the factory, containers in transit, unloading, the arrival of each

package, looking at the shelf where the package is stored, it is suspended, out of

stock, theft, light sensing RFID can detect if the container is opened [6].

Figure 2.4: Basic diagram of RFID principle

9

2.4 DESCRIPTION OF GPS

GPS is stands for Global Positioning System. According to Dr. Subra (2007), GPS is

a constellation of satellites orbiting the Earth that is retained by the United States

Government to determine the geographical position at and above the Earth's surface.

It consists of three segments which is user segment, control segment and space

segment [6]. The first GPS satellite was launched in 1978 and full constellation

achieved in 1994. This satellite built to last about 10 years and about 2,000 pounds,

17 feet across. The power of the transmitter is just 50 watts or less [6].

Figure 2.5: Sample diagram of GPS principle

10

2.5 TRACEABILITY SYSTEM INCORPORATING 2D BARCODE AND

RFID TECHNOLOGY [3]

Based on article by Jian-Ping Qian and friends [3], 2D barcode can incorporate with

radio frequency identification (RFID) technology to develop the Traceability System.

They designed the encoding rules for the raw material, processing and traceability

batches. Then, label with the Quick Response Code (QR Code) has been attached to

a small package of products to connect them with their processing information, and

RFID tag has been attached to the box to record information logistics. They develop

a tracking system based on group identification and record keeping. The Traceability

System management and detection capacity was assessed using contrast experiment.

This experiment was divided into five parts, including recording of; raw material

data, data processing, package data, logistics data and tracking inquiries. The results

show that the system is dominant in the total consumption of five parts has been

reduced by 113%, and accuracy of five parts, which increased by 8% min. QR Codes

and RFID recognition accuracy was assessed using tests with different reading

distance. Costs and income variations in application systems have been analyzed by

the survey. Results showed that the total cost increased by 17.2% to apply the

system. Compared with the cost, increase sales revenue is obvious, and it reached

32.5%. Given the good results of the assessment, the system has good potential in

medium or large enterprise applications [3].

11

Figure 2.6: Different batch encodings for product traceability [3].

Raw material batch code

Stage: from origin depot to raw material depot

Length: 14 digits

Carrier: recording in the system

Processing batch code

Stage: from raw material depot to auto

processing line

Length: 16 digits

Carrier: recording in the system

Traceability batch code

Stage: from auto processing line to small

package

Length: 20 digits

Carrier: recording in the barcode

Package box RFID TID

Stage: from small package to package box

Length: 96 digits

Carrier: recording in the RFID

12

2.6 RFID-ENABLED TRACK AND TRACEABILITY IN JOB-SHOP

SCHEDULING ENVIRONMENT [4]

From the study by Jongsawas Chongwatpol and Ramesh Sharda [4], the paper study

about RFID-based traceability approach to improve production scheduling. This

study was conducted to explore the option of scheduling enabled by RFID-based

tracking system. Jongsawas and Ramesh proposes a visibility-based scheduling

information (VBS) new rules that use information generated from real-time tracking

system for work in process (WIPS) tracking, parts and components, and raw

materials to adjust production schedules. Then they evaluate the performance of

visibility-based visual information on classical scheduling rules. Simulation results

show that RFID-based scheduling rule produces better performance compared to

traditional scheduling methods with respect to the cycle time, machine utilizations,

arrears, and penalty costs. Jongsawas and Ramesh also note that the value of the

visibility of this information is more relevant when demand varies widely and/or

operating interference caused [4].

Figure 2.7: A logical flow of OPT manufacturing processes [4]

13

2.7 A SMART MODEL FOR URBAN TICKETING BASED ON RFID

APPLICATIONS [11]

In the paper of Gnoni, Rollo and Tundo (2009), the topic is to propose an integrated

model for managing ticketing in an inter-modal urban transport network. A model

based on the use of a variety of Radio frequency identification (RFID) in order to

detect and track people through transport system across the city [11]. Gnoni, Rollo

and Tundo point out that, movement of people and goods currently represents one

interesting field of application for innovative ICT tools as Radio Frequency

Technology (RFID). RFID technology is increasingly spreading in logistics

activities, such as warehouse management, supply chain tracking. RFID can support

a vehicle and the automatic identification system with reduced investment costs. In

this paper, Gnoni, Rollo and Tundo propose the Integrated Mobility System (IMS),

which aims to improve management performance tickets in public transport networks

based on RFID technology intensive applications. The authors conclude that the

RFID has been proven to be effective tools to develop intelligent transport systems

[11].

Figure 2.8: The proposed model structure by Gnoni, Rollo and Tundo [11]

14

2.8 MISSOURI FREIGHT AND PASSENGER RAIL CAPACITY ANALYSIS

[18]

This paper was study about freight and passenger rail capacity. The objective of this

study was to develop a list of prioritized rail enhancements that address the

performance of the railway passenger and freight trains on the Union Pacific from St.

Louis to Kansas City to improve the timeliness of service and reduce delay in the

delivery of freight. This study was used an integrated systems analysis and modeling

approach. From their analysis, they were generate a set of 6 primarily train

enhancement alternative and also recommendations respect to delay reduction and

capital investment.

2.9 MODELING AND SIMULATION OF URBAN TRAFFIC SIGNALS [19]

According to Khodakaram and Mehdi, ARENA Simulation software could be used

in simulation of traffic signals system. They present a case study to describe how

ARENA is capable of modeling traffic systems. In this paper, author use discrete

event simulation to provide a simulation model of an isolated traffic intersection.

They use ARENA version 10.0 for modeling and simulation. Figure below shows the

model that they had developed.

Figure 2.9: Simulation model of the intersection [19]

15

They develop the model to simulate on one of the main intersections of the urban

traffic system of Bushehr, Iran which is consist of Emam, Bazargani, Bahonar and

Helali streets.

Figure 2.10: Traffic flow of the intersection [19]

The result of this study was used to improve the traffic flow at the intersection. It

shows that the proposed model can be used as a basis for analysis of different control

policies such as the timing of light periods of traffic lights.

2.10 SUMMARY

Based on a review of previous studies related to the topic of this project, there has

not been any research done on the traceability of train passenger in general and

particularly in Malaysia. In addition, there was no model ever produced to explain

about how the movement of train passenger at every station traced from the

beginning to the end of the trip. Besides that, ARENA software can be used to

generate models related to the movement of passengers, vehicles and traffic.

Therefore, this study was the starting point of research on the traceability of

passenger on public transport in general and trains in particular. ARENA software

would be used to generate an appropriate model.

16

CHAPTER 3

METHODOLOGY

3.1 Methodology for Modelling

In this project, Arena 12.0 software (student version) has been used for modelling

and simulation of the case study. Arena was a powerful modelling (and also

simulation) tool for creates animated and dynamics models [20]. It was very effective

and applicable instrument for modelling the systems of manufacturing material

process, call centers, telecommunication queuing system and etc.

17

Figure 3.1: Methodology for Modelling

START

System Study

Problem Identification

Data Collection

Assumption

Model Development for

Traceability of Ridership

Model Verification

Result

OK?

Analysis & Conclusion

END

Not

OK

18

3.1.1 System Study

At this stage, whatever system or service related to the ridership has been identified.

Then, any rooms for improvement were taken as an opportunity to do research.

KTMB services can divide into 5 unit/subsidiaries which are:

i. KTM Intercity: Providing passenger transport services intercuty in Peninsular

Malaysia.

ii. KTM Kargo: Provides freight services between designated areas in

Peninsular Malaysia.

iii. KTM Komuter: First electric train service in Malaysia, two routes; Batu

Caves - Port Klang and Tanjung Malim – Sungai Gadut, provides ladies

coach.

iv. KTM Distribution: door to door delivery of parcels and documents, station to

station delivery of parcels and documents, transportation of motorcycles,

flowers and perishables delivery & special projects.

v. KTM Parking: wholly owned subsidiary of Keretapi Tanah Melayu Berhad

(KTMB), was established in 1994 with the sole purpose of managing car

parks at selected train stations.

The study was focus on the KTM Intercity ridership.

3.1.2 Problem Identification

Generally, in the KTMB passenger train system, there was no model generated / used

to trace the movement of ridership. In the existing system only display the

information about the starts station and ends station of the ridership. Passenger

detection used only the conductor to be checked manually tickets on the train when

the train was runs. Therefore, the model for traceability of the ridership has been

developed using ARENA software.

19

3.1.3 Data Collection

During the early stages of this study, data collection was done by visited the official

website of KTMB, http://www.ktmb.com.my/. Although not much data from the

website which can be used in this study, there are still some data and information that

has been taken as a reference. Among the data and information obtained are KTM

intercity train schedule (North and South line), KTMB Network and the annual

report KTMB 2012.

Figure 3.2: KTMB Network

(Source: http://www.ktmintercity.com.my)

20

Figure 3.3: KTM Intercity Train Schedule (North & South Line)

(Source: http://www.ktmintercity.com.my)

21

Both data in previous figure (KTMB Network & KTM Intercity Train Schedule)

used to create the modules and parameters in ARENA software.

Then, to get more data about KTMB, researcher decides to go to KTMB Ipoh

Station and arrange an appointment with the Station Manager. A lot of general

information about KTMB had been collected as a result of the meeting. Among the

information available was about privatization KTM in 1992, double track projects

and also something about the history of KTM progress in Malaysia. Result from that,

he advice to go to their training center which is located at Batu Gajah (near Batu

Gajah Railway Station). The training center called MyRA (Malaysian Railway

Academy).

Here was the most information was collected, Malaysian Railway Academy

(MyRA). There, a person most helpful in provided information that needed was Mr.

Muslizam, Senior Manager MyRA part in training. He has agreed to provide any

information required in the project as long as it does not violate the rules of the

company. In exchange, he asked for a copy of the full report of this research to be

placed in their library in MyRA.

However, the privacy policy established by the company prevented the

researchers to get detailed information about the passengers on the train Intercity.

Only ridership data on an annual basis can be collected. That was the number of

ridership of Ekspress Rakyat 1 & Ekspress Rakyat 2.

Train 2013 2014

EKSPRESS RAKYAT 1 178,843 168,603

EKSPRESS RAKYAT 2 169,783 157,212

TOTAL 738,885 671,559

Table 3.1: Number of Ridership (annual basis)

22

3.1.4 Assumption

Considered the data obtained was too general, a calculation based on the assumption

needs to be done to get the best formula to produce more detailed data. The

assumptions made are based on information from the interview with Mr. Muslizam,

trainers, drivers, station master and station manager. As a result, some tables were

constructed to produce more detailed data.

Train

2014

Total Average (daily)

EKSPRESS RAKYAT 1 168,603 462

EKSPRESS RAKYAT 2 157,212 431

Table 3.2: Total ridership per day (average)

The data above show the total number of ridership used Ekspress Rakyat 1 &

Ekspress Rakyat 2 in 2013 and 2014 and its average per day. None of passenger data

by station was given. Therefore, based on data from the above table, the new table

was created with more detailed data. The table below shows the number of

passengers that volatility in every station along the way Ekspress Rakyat 1 and

Ekspress Rakyat 2.

23

No. Station Ridership Total Ridership

(on train) Up Down

1 BUTTERWORTH 115 0 115

2 BKT MERTAJAM 25 22 118

3 PARIT BUNTAR 5 2 121

4 TAIPING 7 3 125

5 KUALA KANGSAR 4 1 128

6 IPOH 35 25 138

7 BATU GAJAH 25 25 138

8 KAMPAR 15 13 140

9 TANJUNG MALIM 5 1 144

10 KUALA LUMPUR 4 3 145

11 KL SENTRAL 117 125 137

12 SEREMBAN 19 33 123

13 PULAU SEBANG/TAMPIN

1 1 123

14 GEMAS 2 36 89

15 SEGAMAT 1 1 89

16 Labis 1 1 89

17 Paloh 1 1 89

18 KLUANG 3 1 91

19 KULAI 2 1 92

20 Kempas Baru 25 4 113

21 JB SENTRAL 50 49 114

22 WOODLANDS 0 114 0

462 462

: Start station : End station

Table 3.3: Total Ridership of Ekspress Rakyat 1 (by Station)

24

No. Station Ridership Total Ridership

(on train) Up Down

1 BUTTERWORTH 0 132 0

2 BKT MERTAJAM 22 39 132

3 PARIT BUNTAR 4 1 149

4 TAIPING 4 1 146

5 KUALA KANGSAR 4 1 143

6 IPOH 22 22 140

7 BATU GAJAH 31 15 140

8 KAMPAR 18 5 124

9 TANJUNG MALIM 4 10 111

10 KUALA LUMPUR 4 11 117

11 KL SENTRAL 121 97 124

12 SEREMBAN 30 5 100

13 PULAU SEBANG/TAMPIN

4 1 75

14 GEMAS 22 1 72

15 SEGAMAT 4 2 51

16 Labis 2 1 49

17 Paloh 1 1 48

18 KLUANG 4 2 48

19 KULAI 4 2 46

20 Kempas Baru 3 27 44

21 JB SENTRAL 22 55 68

22 WOODLANDS 101 0 101

431 431

: Start station : End station

Table 3.4: Total Ridership of Ekspress Rakyat 2 (by Station)

This new table was created based on the information from the interview with Mr.

Muslizam, trainers, drivers, station master and station manager. Based on this table,

another table was created to get the formula which is has been used in the model that

was developed. The table below shows the distribution of ridership data that fluctuate

according to the station begin and end of each ridership.

61

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