PROCEEDING

2021 MITRANS INTERNATIONAL LOGISTICS

AND TRANSPORT CONFERENCE
(MILTC2021)

Organised By:
Malaysia Institute of Transport (MITRANS)
Trisakti Institute of Transportation and Logistics (ITL)

Editors:
Aishah Bujang
Saiful Aman Sulaiman
Editors
Aishah Bujang
Saiful Aman Hj Sulaiman
Malayisa Institute of Transport (MITRANS)
Universiti Teknologi MARA, Shah Alam
40450, Shah Alam, Selangor
MALAYSIA.

© Malaysia Institute of Transport (MITRANS), UiTM.

All Rights Reserved. No part of this publication may be reproduced, stored in a retrieval
system, or transmitted, in any form or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior permission in writing from the Malaysia Institute of
Transport (MITRANS), Universiti Teknologi MARA, Shah Alam, 40450 Shah Alam,
Selangor, MALAYSIA.

Perpustakaan Negara Malaysia Cataloguing-in-Publication Data

Mitrans International Logistics and Transport Conference (3RD : 2021 : Online)

PROCEEDING : 2021 MITRANS INTERNATIONAL LOGISTICS AND
TRANSPORT CONFERENCE (MILTC2021) : TRENDS AND INNOVATION IN
SUSTAINABLE TRANSPORT, LOGISTICS AND SUPPLY CHAIN
MANAGEMENT, 1-2 December 2021, Virtual Conference, Universiti Teknologi
MARA, Shah Alam, Malaysia / Organised By : Malaysia Institute of Transport
(MITRANS) Trisakti Institute of Transportation and Logistics (ITL) ; Editor: Aishah
Bujang, Saiful Aman Sulaiman.

Mode of access: Internet

eISBN 978-967-26054-4-7

1. Business logistics--Congresses. 2. Logistics--Congresses. 3. Transportation--

Congresses. 4. Government publications--Malaysia. 5. Electronic books. I. Saiful Aman
Hj Sulaiman. II. Aishah Bujang. III. Institut Pengangkutan Malaysia. IV. Institut
Transportasi dan Logistik Trisakti. V. Title. 658.5
PREFACE

This is the third time that MITRANS held its prestigious International Logistics & Transport
Conference (MILTC2021). The second MILTC held in the year 2020 was co-organised with
IEEE Malaysia Section Control System Chapter, and due to the Covid-19 pandemic,
MILTC2021 was conducted virtually via Zoom application similar to the MILTC2020.
However, this year the conference was co-organised with Trisakti Institute of Transport and
Logistics (ITL), Indonesia. With the commitment, cooperation and support given by ITL, the
conference was successfully held on 1 - 2 December 2021.
The MILTC2021 conference was graced by the presentation of four distinguished Keynote
speakers and three Plenary speakers from academia and industry who shares their knowledge
and experiences on the first day of the event. A total of 33 papers were presented on the second
day and 26 papers were selected, meticulously reviewed and published in this proceedings
book. It was indeed a fruitful conference where all participants albeit virtually had enriching
and valuable interactions with each other. Many findings from research studies, innovations
and technological advancements in the field of Transportation, Logistics and Supply Chain
were shared. I hope that the sharing and networking will continue among the participants even
after the conference and opened up new ventures of collaboration.
I would like to express my sincere gratitude to the Keynote and Plenary speakers, also all
Participants who presented their papers in MILTC2021. On behalf of MITRANS, I would like
to extend our sincere thanks to our close international partner and co-organiser Trisakti ITL.
The smooth running of the conference will not be possible without the dedication, commitment
and hard work put up by the Secretariat of the organizing committee members, thank you,
everyone, for the job well done. Not forgetting, our gratitude to all reviewers for their time,
effort and support in ensuring that all the papers are of good quality and meeting the
international article standards. Finally, I hope that this Proceedings book will serve as a
valuable advancement of knowledge to the field of Transport, Logistics and Supply Chain.

Chief Editor
Associate Professor Ts Dr Aishah Bujang
Head (Halal Supply Chain)
MITRANS
UiTM Shah Alam, Selangor
Malaysia

i
FOREWORD BY
THE DIRECTOR OF MITRANS

Assalamualaikum warahmatullahi wabarakatuh, Peace be Upon You. Alhamdulillah, all praise be to

Allah, for giving us the ability to facilitate and make the organization of this conference a success.

Dear Distinguished Guests and Conference Participants,

On behalf of the Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM),
and conference committee members, we cordially welcome you to the 3rd MITRANS’ International
Logistics and Transport Conference 2021 (MILTC2021). Increasing technology innovations are
creating tremendous waves in logistics and supply chain including ensuring the sustainability of
transport. The logistics industry has the most advantage due to its heavy use of manual processes and
extensive amount of data to store, thus implementing new technologies for instance artificial and
augmented intelligence, advanced analytics and automation seem to be trending, innovating and
exciting.
In line with our conference theme, Trends and Innovations in Sustainable Transport, Logistics
and Supply Chain Management, we are aware technologies are evolving faster continuously emerging
at a rapid rate resulting in new solutions and innovations. New expectations and standards would mean
industries focusing on these areas either need to adapt or fall behind. Nevertheless, bear in mind it is
not merely new technology shaping these fields in the future, emerging new business models and new
industry players have also shown a substantial role in contributing to the challenges.
I would like to extend my deepest gratitude to our co-organizers, the Chartered Institute of
Logistics and Transport (CILT) and Trisakti Institute of Transportation and Logistics, Indonesia
(Trisakti) for your collaboration and partnerships in supporting the success of this event. Not to forget
to our four distinguished keynote speakers Professor Dato’ Dr.Ahmad Farhan Mohd Sadullah (School
of Civil Engineering, USM), Prof. Dr. Ruth Banomyong (Thammasat Business School, Thailand),
Professor Dr. Shams Rahman (RMIT, Australia) and Madam Karen Tan (Volvo Buses Malaysia) who
are willing to share their knowledge, expertise and time that are seen as critical to this conference.
Similarly goes to our prominent plenary speakers from the industries Dato' Dr Mohamed Amin Bin
Mohd Kassim (CILTM) and Encik Ramlan B Zainol Abidin (MOBILUS SDN. BHD), and Ir. Harry
Purwoko (TRISAKTI) in their willingness to share the practical aspects of these fields. Simultaneously,
we hope through this platform would help in creating a strong synergy between academia and the
industry. Finally, the conference would not be possible without the papers contributed by authors, thus
we are grateful for their contributions and participation in the MILTC2021.
Last but not least, on behalf of the organizing committee I hope all of you will have a fruitful
and stimulating discussion, consequently will motivate further in producing excellent research during
the 2-day virtual conference.

Thank you

Professor Ir. Ts Dr. Mohd Nasir bin Taib

Universiti Teknologi MARA

ii
WELCOMING REMARKS BY
CONFERENCE CHAIR

On behalf of the Organising Committee of the Malaysia Institute of Transport (MITRANS), I would
like to extend the warmest welcome to all participants of the Virtual 3rd MITRANS International
Logistics & Transport Conference 2021 (MILTC2021) which is held on 1-2 December 2021. We are
proud to announce that Institut Transportasi dan Logistik (ITL) Trisakti, Indonesia is the co-organizer
of this MILTC2021. Transportation, logistics and supply chain are the drivers of growth, a competitive
force in business and contributor to the economy of the nation and the world. The transportation and
logistics industry also forms the backbone of modern global supply chains. Thus, research in
transportation, logistics and supply chain including the Halal Supply Chain (HSC) are undeniably
crucial in ensuring productivity and sustainability not only locally but also on a global scale.
The theme for our conference this year is “Trends and Innovations in Sustainable Transport,
Logistics and Supply Chain Management”. This two-day virtual conference will be dedicated to
covering five tracks namely Technologies and Innovations in Transportation and Logistics, Sustainable
Supply Chain Management, Logistics and Transport, Public Transport, Halal Supply Chain and Policies
and Regulations. Therefore, the Conference has invited four (4) distinguished keynote speakers and
four (4) plenary speakers from among the academicians and industry leaders who are expert,
knowledgeable and have vast experiences in their field for the first-day program of the MILTC2021.
The second day of the event is divided into five (5) parallel sessions where researchers and postgraduate
as well as undergraduate students will be sharing their research findings covered under the respective
conference track, which opens opportunities for engagement and networking. MILTC2021 is
completely conducted on a digital platform to ensure any health risks associated with the COVID-19
pandemic can be avoided.
I would also like to take this opportunity to express sincere gratitude to the co-organizer,
keynote speakers, plenary speakers, session chairs, reviewers, presenters, and all participants for their
support and participation in MILTC2021. I also would like to extend my heartiest and deepest
appreciation to all fellow members of the Organising Committee and to those who were involved
directly or indirectly in ensuring the success of this conference like the previous two conferences. This
two-day conference is hoped to achieve all its objectives as a platform for sharing knowledge and
experience, networking opportunities and addressing the Sustainable Development Goals (SDG). I hope
that everyone will enjoy the MILTC2021 and will also be looking forward to MILTC2022 which will
be joined by more co-organizers and many more MITRANS strategic partners.

Thank you

Assoc. Prof. Ts. Dr. Adibah Shuib

Conference Chair
3rd MITRANS International Logistics & Transport Conference 2021 (MILTC 2021)

iii
 Table of Contents Page
1. Preface i

2. Foreword by the Director of MITRANS ii

3. Welcoming Remark by Conference Chair iii

4. Keynote Speakers Biodata v

5. Special Acknowledgements xii

6. Organizing Committees xiii

7. Reviewers xiv

8. Conference Programme Schedule xv

9. Paper Titles and Authors xxi

iv
 KEYNOTE SPEAKER

Professor Dr. Ruth Banomyong

Dean, Thammasat Business School,
Thammasat University, Bangkok, Thailand

Professor Ruth is currently Dean at the Faculty of Commerce & Accountancy (a.k.a Thammasat
Business School), Thammasat University in Thailand. Thammasat Business School is the only triple-
accredited institution in the country.
He received his PhD in 2001, in the field of International Logistics within the Logistics & Operations
Management Section (LOMS) at Cardiff Business School (UK). He was the winner of the James Cooper
Cup in 2001 for the best PhD dissertation in logistics from the Chartered Institute of Logistics &
Transport (CILT) in the United Kingdom. In 2016, Supply Chain Asia (Singapore) was awarded the
prize of supply chain educator of the year while the Industrial Engineering & Operations Management
(IEOM) Society awarded him with the Distinguished Educator Award in 2021
Ruth’s main research interests are in the field of multimodal transport, international logistics, trade
facilitation, logistics development policy, supply chain performance and humanitarian supply chains.
He has published over 100 papers and reports in journals such as International Journal of Physical
Distribution and Logistics Management, International Journal of Logistics Research and Application,
Supply Chain Management: An International Journal, Asia Pacific Journal of Marketing and Logistics,
Maritime Policy and Management, Asian Journal of Shipping and Logistics, Transport Policy, Journal
of Humanitarian Logistics & Supply Chain Management, among others, and has co-authored more than
10 books.
Since 1995, Ruth has been a consultant for international agencies such as the United Nations Conference
on Trade & Development (UNCTAD), the United Nations Economic and Social Commission for Asia
and the Pacific (UN-ESCAP), The World Bank, The Asian Development Bank (ADB), The Association
of South-East Asian Nations (ASEAN), OECD, etc.

v
 KEYNOTE SPEAKER

Professor Dr. Shams Rahman

College of Business and Law,
Royal Melbourne Institute of Technology (RMIT), Australia

Shams Rahman is a Professor at RMIT University, Australia. He is a former British

Commonwealth scholar who held a visiting fellowship at many universities including MIT
Zaragoza Logistics Center, Virginia Tech and the University of Exeter. Professor Rahman is
dedicated to interdisciplinary research and education, and integrated approaches to defining
and unravelling supply chain challenges and societal concerns. His current research areas
include sustainability, disruptive technologies in supply chains, and talent management. He has
successfully led many research projects and advised multinational companies on lean
manufacturing and remanufacturing. He has published over 245 research papers which include
journal articles, book chapters, and conference papers. Professor Rahman is an associate editor
of the International Journal of Information Systems and Supply Chain Management and a
member of the editorial board of sixteen international journals.

vi
 KEYNOTE SPEAKER

Professor Dato’ Dr. Ahmad Farhan Mohd Sadullah

School of Civil Engineering,
Universiti Sains Malaysia (USM), Malaysia

Prof. Dr. Ahmad Farhan Mohd Sadullah is a Professor in Transport Studies at the School of
Civil Engineering, Universiti Sains Malaysia (USM). Between March 2017 and April 2021, he
was appointed as the Deputy Vice-Chancellor (Academic & International) of USM. Preceding
his term as Deputy Vice-Chancellor, he was both the Dean of the School of Civil Engineering
and the Director of the USM’s Engineering campus. He is widely regarded as a leading expert
in transport matters in Malaysia. He was the founding member of the Commission Member of
the Land Public Transport Commission (SPAD) and was made the Interim Chairman from
2017 until the day SPAD was decommissioned by the government. As a commission member,
he has helped to steer the organisation and the public transport strategies of the country He was
appointed as the Director-General of the Malaysian Institute of Road Safety Research (MIROS)
between 2008 and 2011 and was critical behind many road safety strategies of the country. He
is still very active in championing road safety in Malaysia. In 2016, the Ministry of Transport
(MOT) Malaysia appointed him as the Cluster Head for the National Blue Ocean Strategy
(NBOS) for MOT on road safety.
For his work in road safety, he was accorded the Road Safety Icon Award by the Road
Transport Department Malaysia (JPJ) in 2015. He has been advising the Penang State
government and was instrumental behind the Penang Road Safety Strategies 2014-2020, the
only state in Malaysia with such initiative. He continues to be the champion of road safety and
has been advocating for a new approach for road safety to produce the desired results.
Internationally, he was appointed as the Chair of the World Road Association (PIARC)
Technical Committee C.2 on Safer Road Operations for the 2008 to 2011 session. He has also
held advisory roles to two Japanese companies in relation to road sustainability.

vii
 KEYNOTE SPEAKER

Karen Tan
General Manager, Volvo Buses Malaysia

Karen has over 19 years of experience as a strategist and consultant in the automotive
industry. She has worked in several automotive companies such as Proton and Naza
Motor. Prior to Volvo, she served as the Principal Consultant with Frost & Sullivan and
specialized in consulting services for Automotive & Transportation. Over the ten years
in Volvo Malaysia, she helmed several positions in the area of network development,
strategic planning and pricing management. Her last position was Vice President of
Marketing and Business Development before she is tasked to handle the overall Volvo
Buses operations in Malaysia in November 2020.

viii
 PLENARY SPEAKER

Dato’ Dr Mohamed Amin Bin Mohd Kassim

The Chartered Institute of Logistics & Transport Malaysia (CILTM)

Dato’ Dr. Amin started his career in the logistics industry as a trainee executive with Guthrie
Boustead Shipping Agencies in 1975, immediately after pursuing the professional course of
the Chartered Institute of Transport (U.K.). Now, he is the Chartered Fellow of the Chartered
Institute of Logistics & Transport (FCILT).
Notable positions held by him were 1st Chairman of PCCC (Project Cargo Coordination
Committee) sponsored by Kontena Nasional, MISC and PNSL in 1985; 1st Malaysian to hold
the position of Vice Chairman of the International Shipowners’ Association of Malaysia, and
Executive Committee of Supply Chain Asia. He was a Board Member of Light Dues Authority,
Marine Department Malaysia.
He was the Deputy Managing Director of Century Logistics Holdings Berhad from April 1995
to September 2014, a company that he steered to be listed on the Bursa Malaysia (Malaysian
Stock Exchange) after 5 years of full-time involvement. Dato’ Dr. Amin was involved in
marketing the regional expansion of the Group and has since established joint ventures with
controlling interests in Thailand, Sri Lanka, India, Dubai and China. He is also the prime mover
in reengineering and restructuring the Group with an emphasis on Quality Management and
Brand Development.
He helped to chart the end-to-end logistics and supply chain process for the “Halal” Industries,
and Century Logistics became the first company to be certified as a “Halal” logistics provider.
He was a fellow writer of the Logistics Chapter in Industrial Master Plan (IMP3) for 2006 –
2020.
He was awarded the Certified Corporate Strategist Doctorate by the Cambridge Association of
Managers. Again in 2006, he was honoured by the Oxford Association of Management with
the Certified Doctor of Business Administration. He was admitted to Membership Grade of
Certified Doctor of Business Administration, with The Business Management Association,
London. He was also the leader of the Consulting Team which submitted to the Malaysian
Government “The Roadmap for the development of the Logistics Industry in Malaysia
(incorporating a Study on the impact of the current economic downturn on the Logistics
Services Sector)” (2009/2010).

ix
 PLENARY SPEAKER

Mr Ramlan Bin Zainal Abidin

Mobilus Sdn Bhd

Ramlan was born in Alor Star, Malaysia, to a single mum who brought up 4 children and
worked hard to put them through university. After completing his studies, Ramlan worked in
the banking sector from 2004 to 2007, before switching to the automotive industry which he
loves.
“The transportation industry is exciting because the technology, systems, science and
engineering are constantly evolving. Cars have evolved from diesel to hydrogen to fuel cells.
Electric cars are now passé and talk of flying cars does not raise any eyebrows these days!”
Ramlan spent 14 years with the Scomi Group Berhad, a global service provider involved in oil
& gas, transport engineering and marine transportation.
Ramlan’s major clients during his time at Scomi included the State Government of Melaka
working on their Panorama Melaka Bus Expansion project in 2012; communications giant,
Maxis where he handled over 300 of their fleet cars; Prasarana; Rapid KL and Rapid Penang;
the MRT Feeder Bus; Volvo Bus, Mercedes Benz and also internationally with ADL Bus UK
and the Double Decker for Hong Kong. This large and wide-ranging business portfolio was
where Ramlan acquired valuable knowledge on working with government and statutory bodies;
and most important of all, customer satisfaction. It is therefore not surprising that Ramlan was
brought into Mobilus 2 years ago as Business Development Director to lead this start-up.

x
 PLENARY SPEAKER

Ir Harry Purwoko
Trisakti Institute of Transportation and Logistics, Indonesia

Professional in operations management, supply chain and logistics, business process

improvement, and sales marketing. Having more than 30 years of experience in business
management and freight forwarding in major companies, such as Tempo Scan, Gillette, DHL
Global Forwarding, and Damco Indonesia – Maersk, and is still working as General Manager
at Olak Kemang Logistik (a.k.a. Okatrans) and as director of Gosolutions, a management
consultant. Director of Sembada Pratama (School of Supply Chain) and faculty member of
Insitut Transportasi dan Logistik Trisakti, Jakarta. Active as Expert Council of Asosiasi
LogistikIndonesia and Board Member of Asosiasi Pengusaha Truk Indonesia.

xi
 SPECIAL ACKNOWLEDGEMENTS

We wish to extend our deep appreciation to the Institute of Transport & Logistics, Trisakti for
their support in co-organising the conference. Special appreciation to all of the distinguished
keynote speakers who have shared their valuable time and for their insightful presentations.
We remain grateful to the reviewers who have contributed their time, effort and expertise in
reviewing the papers. Lastly, our sincere thanks to all members of the main committee and the
secretariats of the 3rd MILTC 2021 for their excellent contribution and support in enabling this
conference to be held successfully.

xii
 ORGANISING COMMITTEES

Patrons : Prof Ts. Dr. Hajah Roziah Mohd Janor

Advisor
Conference Chair
Deputy Chair I (Collaboration)
Deputy Chair II
(Communication & Virtual
Conference Management)
Technical Chair I
Publication Chair
Publication Co-Chair
Programme Management
Chair
Programme Management Co-
Chair
Website & Promotion
Secretary I
Secretary II
Treasurer
Secretariat Members
(Collaboration &
Communication)
Secretariat Members
(Technical)
Secretariat Members
(Publications)
: Prof. Dr. Ts. Ir. Hj Mohd Nasir Taib
: Assoc. Prof. Dr. Adibah Shuib
: Ts. Dr. Siti Zaharah Ishak
: Dr Siti Ayu Jalil
: Assoc. Prof. Ts Dr S. Sarifah Radiah Sharif
: Assoc. Prof. Ts Dr. Aishah Bujang
: Dr. Sr. Saiful Aman Sulaiman
: Assoc. Prof. Dr. Wan Mazlina Wan Mohamed
: Dr. Siti Aimi Sarah Zainal Abidin
: Dr. Abdul Khabir Rahmat
: En. Faizal Mohd Amin Sharifuldin
En. Mohd Irwanhakim Zainal
: Pn. Siti Haslinda Abdul Halim
: Ts. Dr. Siti Zaharah Ishak (Head)
Dr Siti Ayu Jalil
Puan Fatimah Ayub
: Assoc. Prof. Ts Dr S. Sarifah Radiah Sharif (Head)
Dr Siti Ayu Jalil
Dr Siti Aimi Sarah Zainal Abidin
Dr Nina Naquiah Ahmad Nizar
YM Ts Tengku Nurul Aishah Tengku Aziz
Ts Fatin Najwa Mohd Nusa
Ts Nur Farizan Tarudin
: Assoc. Prof. Ts Dr. Aishah Bujang
Dr. Sr. Saiful Aman Sulaiman

xiii
 REVIEWERS
The Organising and Technical Committees of the 3rd MITRANS International Logistics &
Transport Conference (MILTC2021) would like to express gratitude to all reviewers for their
volunteering support and contribution to the reviewing process.

Prof Shams Rahman, RMIT University, Melbourne Australia

Prof Ruth Banomyong, Thammasat University, Bangkok Thailand
Prof Dato' Dr Ahmad Farhan Mohd Sadullah, USM
Prof Dr Lee Chang Woon, Hanyang University, Seoul Korea
Assoc Prof Dr Aminudin Aroff, UniKL
AP Ts Dr S.Sarifah Radiah Shariff, MITRANS, UiTM
AP Ts Dr Wan Mazlina Wan Mohamed, MITRANS UiTM
AP Ts Dr Adibah Shuib, MITRANS, UiTM
Assof Prof Ts Dr Aishah Bujang, MITRANS, UiTM
AP Dr Syariza Abdul Rahman, UUM
Sr Ts Dr Saiful Aman Sulaiman, MITRANS, UiTM
Ts Dr Siti Zaharah Ishak, MITRANS UiTM
Ts Dr Muhamad Fadzli, UNIMAP
Ts Dr Abdul Khabir Rahmat, MITRANS UiTM
Dr Suharto Abdul Majid, Trisakti Institute of Transportasi and Logistics
Dr Siti Ayu Jalil, MITRANS, UiTM
Dr Noor Asiah Ramli, FSKM UiTM Shah Alam
Dr Zamri Miskam, FBM, UiTM Pasir Gudang
Dr Nina Naquiah Ahmad Nizar, MITRANS UiTM
Dr Yosi Pahala, Trisakti Institute of Transportasi and Logistics
Dr Johar Samosir, Trisakti Institute of Transportasi dan Logistics
Dr M Ikhsan Setiawan, Narotama University, Surabaya Indonesia
Dr Nurakmal Ahmad Mustaffa, UUM
Dr Rudiah Md Hanafiah, UMT
Dr Irwan Ibrahim, FBM UiTM Puncak Alam
Ts Nurfarizan Tarudin, MITRANS UiTM
Nursery Nasution, Trisakti Institute of Transportation and Logistics

xiv
 Conference Programme Schedule
VENUE: Virtual presentations of papers (Zoom Platform)
DAY 1: Wednesday – December 1st, 2021
0830H – 0900H Online Registration for Delegates & Participant
Welcoming speech
0900H – 0930H Prof. Ir. Ts. Dr. Hj. Mohd Nasir Taib (Director)
MITRANS Corporate Video Montage

Keynote Speaker 1:
0930H – 1015H Trends and innovations in Logistics Development in ASEAN
Prof. Dr. Ruth Banomyong
Department of International Business, Logistics and Transport
Thammasat Business School, Thailand
Moderator: Assoc. Prof. Ts Dr Adibah Shuib

Keynote Speaker 2:
1020H -1105H Supply Chain, Disruptive technologies and Talent Management.
Professor Dr. Shams Rahman
College of Business and Law, Royal Melbourne Institute of Technology
(RMIT), Australia
Moderator: Assoc. Prof. Ts Dr Adibah Shuib

Tea break
Keynote Speaker 3:
1120H -1200H Innovations in Enhancing Road Safety in Malaysia
Professor Dato' Dr. Ahmad Farhan Mohd Sadullah
School of Civil Engineering, USM
Moderator: Assoc. Prof. Dr Wan Mazlina Wan Mohamed

Keynote Speaker 4:
1210H – 1240H Innovations in Sustainable Transport
Karen Tan
General Manager, Volvo Buses Malaysia
Moderator: Assoc. Prof. Dr Wan Mazlina Wan Mohamed

1300H – 1400H Lunch Break

Plenary Session 1
1410 – 1440 Dato' Dr Mohamed Amin Bin Mohd Kassim
The Chartered Institute of Logistics & Transport Malaysia (CILTM)
Moderator: Ts Dr Siti Zaharah Ishak

Plenary Session 2
1445 – 1515 Encik Ramlan B Zainol Abidin
Mobilus Sdn Bhd
Moderator: Ts Dr Siti Zaharah Ishak

Plenary Session 3
1520 – 1550 Ir. Harry Purwoko
Trisakti Institute of Transportation and Logistics, Indonesia
Moderator: Ts Dr Saiful Aman Hj Sulaiman

xv
VENUE: Virtual presentations of papers (Zoom Platform)
DAY 2: Thursday – December 2nd, 2021
0900H – Track 1: Track 2: Track 3: Track 4: Track 5:
1200H Technologies Public Sustainable Sustainable Policies &
and Transport Supply Chain Supply Chain Regulations
Innovations in Management, Management,
Transportation Logistics and Logistics and
and Logistics Transport -I Transport- II
Session Session Session Session Session
Chair: Chair: Chair: Chair: Chair:
Ts. Nurfarizan Ts. Dr. Abdul Dr. Irwan PM Ts Dr Dr.
Tarudin Khabir Ibrahim Aishah Bujang Nuryantizpura
Rahmat Md Rais
Assistant: Assistant: Assistant: Assistant: Assistant:
Faizal Mohd Ts. Tengku Assoc. Prof. Ts. Fatin Dr. Siti Ayu
Amin Nurul Aishah Ts. Dr. S. Najwa Mohd Jalil
Sharifuldin Tengku Aziz Sarifah Radiah Nusa
Shariff
Paper ID Paper ID Paper ID Paper ID Paper ID
MILTC MILTC MILTC MILTC MILTC
2021_007 2021_006 2021_001 2021_002 2021_004
MILTC MILTC MILTC MILTC MILTC
2021_013 2021_011 2021_008 2021_003 2021_005
MILTC MILTC MILTC MILTC MILTC
2021_017 2021_016 2021_009 2021_021 2021_018
MILTC MILTC MILTC MILTC MILTC
2021_023 2021_026 2021_010 2021_022 2021_019
MILTC MILTC MILTC MILTC MILTC
2021_028 2021_031 2021_012 2021_025 2021_020
MILTC MILTC MILTC MILTC MILTC
2021_030 2021_033 2021_014 2021_027 2021_024
MILTC MILTC MILTC
2021_015 2021_032 2021_029

Track 1:
Technologies & Innovations in Transportation & Logistics Technologies
[Breakout Room 1]
Session Chair:
Sr. Ts. Dr. Saiful Aman Hj Sulaiman
Assistant:
Ts. Nur Farizan Tarudin
MILTC 2021_007: A PRELIMINARY STUDY ON THE AWARENESS OF DRUG AND
SUBSTANCE ABUSE AMONG ROAD TRANSPORT DEPARTMENT PERSONNEL IN
MELAKA
Siti Ayu Jalil, Noraini Husin

MILTC 2021_013: REMOTE SENSING FOR PAVEMENT ASSESSMENT: A REVIEW

Nurul Nabilah Mohd Norezan, Abdul Manan Samad, Saiful Aman Sulaiman

xvi
MILTC 2021_017: 3D DATA ACQUISITION AND REPRESENTATION OF ROAD SURFACE
CONDITION USING TERRESTRIAL LASER SCANNING (TLS) AND AERIAL
PHOTOGRAMMETRY (UAV) APPROACH
Muhammad Zulhelmy Jamalulizam, Wan Mazlina Wan Mohamed, Ismail Maarof, Mohd Badrul
Hafiz Che Omar, Abd Manan Samad

MILTC 2021_023: SIMULATION MODELLING FOR CONFIGURATION THE

PERFORMANCE OF SERVICE SYSTEM
Noryanti Nasir, Siti Sarah Januri, S. Sarifah Radiah Shariff, Haslinda Ab Malek, Jaida Najihah
Jamidin, Isnewati Ab Malek, Zaitul Anna Melisa Md Yasin

MILTC 2021_028: ENVIRONMENTAL ACCOUNTING TOOLS AND THEIR ADVANTAGES

TOWARDS SUSTAINABLE TRANSPORT LOGISTICS MANAGEMENT – A REVIEW
Fatimah Azleena Mohamad, Adibah Shuib

MILTC 2021_030: FRAMEWORK FOR MEASURING THE EFFECTIVENESS OF IT TOOLS

IN DRIVERS’ MONITORING
Hanafi Mohd Wazir, S.Sarifah Radiah Shariff, Sharifah Zuraidah Syed Jalil

Track 2:
Sustainable Supply Chain Management, Logistics & Transport
[Breakout Room 2]
Session Chair:
Ts. Dr. Abdul Khabir Rahmat
Assistant:
YM Ts. Tengku Nurul Aishah Tengku Aziz
MILTC 2021_006: IDENTIFYING AREA OF IMPROVEMENT FOR BUS COMPANY
SAFETY CLIMATE
Mohamad Suffian Ahmad, Aqbal Hafeez Ariffin

MILTC 2021_011: ROAD ACCIDENT PATTERN OF INTER-URBAN EXPRESSWAY IN

KLANG VALLEY
Sharifah Zuraidah Syed Abdul Jalil, S. Sarifah Radiah Shariff, Saiful Aman Sulaiman, Mohd
Hanafi Wazir

MILTC 2021_016: A RAIL TOURISM APPROACH FOR INCREASING THE NUMBER OF

KTMB INTERCITY TRAIN SERVICES
Shahrul Azmal Jamaludin, Shahrin Nasir, Irwan Ibrahim

MILTC 2021_026: ROAD SAFETY STUDY ON STOPPING BEHAVIOUR OF P-HAILING

RIDERS AT SIGNALISED INTERSECTION
Nik Muhammad Faris Azhari, Siti Zaharah Ishak, Fatin Najwa Mohd Nusa, Siti Aimi Sarah Zainal
Abidin, Tey Li Sian

MILTC 2021_031: COMPARISON OF “UCUSTOMS” TO THE MANUAL CUSTOMS

DECLARATION IN MALAYSIA UPON ITS FAILURE
Mohd Azwanizam Mohd Hairi, S.Sarifah Radiah Shariff, Wan Mazlina Wan Mohamed

xvii
MILTC 2021_033: THE EFFECTIVENESS OF ROAD SAFETY CAMPAIGN IN ENHANCING
AWARENESS AMONG MOTORCYCLISTS IN KOTA KINABALU
Nor Hafizan Mendi, Nur Farizan Tarudin, and Muhammad Firdaus Abd Rashid

Track 3:
Public Transport
[Breakout Room 3]
Session Chair:
Dr. Irwan Ibrahim
Assistant:
Assoc. Prof. Ts. Dr. S. Sarifah Radiah Shariff
MILTC 2021_008: RELATING TRANSPORTATION OPERATION COST TO CUSTOMER
SATISFACTION
Muhammad Al-Yanieff Iqkhmal Mohd, S.Sarifah Radiah Shariff, Jati Kasuma Ali

MILTC 2021_009: THE INCLINATION OF GREEN COMMUNICATION FRAMEWORK FOR

MALAYSIA LOGISTICS INDUSTRY
Tengku Nurul Aishah Tengku Aziz, Shahirah Sharifuddin, S. Sarifah Radiah Shariff

MILTC 2021_010: SUSTAINABLE PRACTICE FRAMEWORK OF FOOD WASTE

MANAGEMENT FOR MALAYSIA ONBOARD VESSEL
Tengku Nurul Aishah Tengku Aziz, Azuan Hakim Abdul Razak, Siti Ayu Jalil

MILTC 2021_012: FACTORS AFFECTING MOTORCYCLIST ACCIDENT:

PSYCHOLOGICAL, ENVIRONMENTAL AND VEHICLE FACTORS
Fatin Najwa Mohd Nusa, Siti Zaharah Ishak, Siti Hamidah Abdull Rahman, Zulkifli Awang, Mimi
Mohaffyza Mohamad

MILTC 2021_014: OPTIMIZATION OF FRESH FOOD LOGISTICS DISTRIBUTION

MANAGEMENT MODE BASED ON END DEMAND MANAGEMENT
Li Xingchen, Siti Aimi Sarah, S.Sarifah Radiah Shariff

MILTC 2021_015: STUDY ON THE INFLUENCING FACTORS AND COUNTERMEASURES

OF RESOURCE ALLOCATION EFFICIENCY IN THE PROCESS OF CHINESE
MANUFACTURING INDUSTRY CHAIN
Shang Lijing, Saifulaman Sulaiman

MILTC 2021_001: SERVICE QUALITY OF COMMUTER ELECTRIC TRAIN DURING THE

COVID-19 PANDEMIC IN INDONESIA
Zaenal Abidin, Arbie, Soemino Eko Saputro, Lira Agusinta, Prasadja Ricardianto

xviii
 Track 4:
Sustainable Supply Chain Management, Logistics & Transport II
[Breakout Room 4]
Session Chair:
PM Ts. Dr. Aishah Bujang
Assistant:
Ts. Fatin Najwa Mohd Nusa
MILTC 2021_002: THE EFFECT OF EQUIPMENT FACILITIES AND QUALITY OF
OPERATING LABOR ON LOADING OPERATIONAL PERFORMANCE AND THEIR
IMPACT ON COMPANY PRODUCTIVITY (CASE STUDY AT PT. JICT TANJUNG PRIOK
IN 2020)
Hari Suryanda, Denny Siahaan, Amirsyah Sahil
MILTC 2021_003: ANALYSIS OF SHIP SERVICE QUEUE FOR UNLOADING CONTAINER
ON THE USE OF QUAY CONTAINER CRANE IN PT. JAKARTA INTERNATIONAL
CONTAINER TERMINAL
Johar Samosir, Hendro Kuntohadi, Achmad Ramadhan

MILTC 2021_021: CHALLENGES OF SUSTAINABLE URBAN E-GROCERY DELIVERY

LOGISTICS OPERATIONS AND THE TWO-ECHELON VEHICLE ROUTING PROBLEM
APPROACHES
Adibah Shuib, Nur Hazimah Basir, Rizauddin Saian, Azhana Othman, Zuraida Alwadood, Zati
Aqmar Zaharudin

MILTC 2021_022: DEVELOPMENT OF HALAL CONTROL POINTS FOR

TRANSPORTATION IN PRE-SLAUGHTERING PHASE OF HALAL CHICKEN SUPPLY
CHAIN
Irwani Ibrahim, Adibah Shuib, Fakhrul Hazman Yusoff

MILTC 2021_025: PORT PERSONNEL CRITERIA ASSESSMENT FOR ASEAN MARKET

Muhamad Safuan Shamshol Bahri, S.Sarifah Radiah Shariff, Nazry Yahya, Yosi Pahala

MILTC 2021_027: SERVICE QUALITY AND CUSTOMER SATISFACTION: A REVIEW ON

RAIL TRANSPORTATION
Badrohisam Othman, Siti Zaharah Ishak, Suria Haron

MILTC 2021_032: A COMPARATIVE STUDY ON E- SCM, A. I., MACHINE, ISLAMIC

PERSPECTIVE MANAGEMENT AND THE VALUE OF HALAL SCM COMPANIES IN
MALAYSIAN AND BANGLADESHI
Abul Kalam Azad

Track 5:
Policies & Regulations
[Breakout Room 5]
Session Chair:
Dr. Nuryantizpura Md Rais
Assistant:
Dr. Siti Ayu Jalil
MILTC 2021_004: IMPLEMENTATION OF MINIMUM SERVICE STANDARD AT TYPE A
TERMINAL JATIJAJAR DEPOK CITY OF INDONESIA
Rizky Arisanty, Djamal Subastian, Sarinah Sihombing, Edhie Budi Setiawan, Zaenal Abidin

xix
MILTC 2021_005: IMPLEMENTATION OF OCCUPATIONAL HEALTH AND SAFETY AND
USE OF MATERIAL HANDLING EQUIPMENT ON EMPLOYEE PERFORMANCE
PRODUCTIVITY AT PT JAGA LAUTAN UTAMA 2021
Sonya Sidjabat, Eva Rosdiana

MILTC 2021_018: A MODEL FOR SUSTAINABLE E-COMMERCE SUPPLY CHAIN

MANAGEMENT FOR ONE BELT ONE ROAD INITIATIVE： CHENGDU AND
CHONGQING PERSPECTIVE
Zhang Di, Abdul Khabir Rahmat

MILTC 2021_019: DEVELOPING KEY PERFORMANCE INDEX SCORECARD (KPISC) ON

THIRD-PARTY LOGISTICS PROVIDER FOR THE COURIER COMPANY
Mohd Fairuz Mohd Aakip, Nurfarizan Tarudin

MILTC 2021_020: A CONCEPTUAL FRAMEWORK CONCERNING FACTORS

INFLUENCING WORK PERFORMANCE - A CASE STUDY ON ROAD TRANSPORT
DEPARTMENT ENFORCEMENT OFFICERS
Augustus Anak Chiak Heng, Adibah Shuib

MILTC 2021_024: A STUDY ON E-HAILING DRIVERS’ AWARENESS ON THE E-

HAILING REGULATIONS – MOTIVATION, RESEARCH GAPS AND THE STUDY
FRAMEWORK
Alhafiz Saleh @ Yazid, Adibah Shuib

MILTC 2021_029: CHALLENGES FOR THE USE OF ELECTRIC VEHICLE IN-AIRPORT

OPERATION
Mustika Sari, Wan Mazlina Wan Mohamed, Siti Ayu Jalil

xx
 Paper Title & Authors Page No.
Service Quality of Commuter Electric Train During the Covid-19 Pandemic in 1-11
Indonesia
Zaenal Abidin, Arbie, Soemino Eko Saputro, Lira Agusinta & Prasadja Ricardianto

The Effect of Equipment Facilities and Quality of Operating Labor on Loading 12-22
Operational Performance and Their Impact on Company Productivity (Case
Study at Pt. Jict Tanjung Priok in 2020)
Hari Suryandaa, Denny Siahaan & Amirsyah Sahil

Queueing Analysis of the Containers served by the Quay Container Crane in 23-32
Pt. Jakarta International (PT.JICT)
Johar Samosir, Hendro Kuntohadi & Achmad Ramadhan

Implementation of Minimum Service Standard at Type A Terminal Jatijajar 33-39

Depok City of Indonesia
Rizky Arisanty, Djamal Subastian, Sarinah Sihombing, Edhie Budi Setiawan &
Zaenal Abidin

Implementation of Occupational Health and Safety and Use of Material 40-43

Handling Equipment on Employee Performance Productivity at Pt Jaga
Lautan Utama 2021
Sonya Sidjabat & Eva Rosdiana

Identifying Areas of Improvement for Bus Company Safety Climate 44-51

Mohamad Suffian Ahmad & Aqbal Hafeez Ariffin

A Preliminary Study on the Awareness of Drug and Substance Abuse Among 52-57
Road Transport Department Personnel in Melaka
Siti Ayu Jalil & Noraini Husin

Relating Transportation Operation Cost to Customer Satisfaction 58-64

Muhammad Al-Yanieff Iqkhmal Mohd, S.Sarifah Radiah Shariff & Jati Kasuma Ali

The Inclination of Green Communication Framework for Malaysia Logistics 65-73

Industry
Tengku Nurul Aishah Tengku Aziz, Shahirah Sharifuddin & S. Sarifah Radiah
Shariff

Sustainable Practice Framework of Food Waste Management for Malaysia 74-82

Onboard Vessel
Tengku Nurul Aishah Tengku Aziz, Azuan Hakim Abdul Razak & Siti Ayu Jalil

Road Accident Pattern of Inter-Urban Expressway in Klang Valley 83-92

Sharifah Zuraidah Syed Abdul Jalil, S. Sarifah Radiah Shariff, Saiful Aman
Sulaiman & Mohd Hanafi Wazir

xxi
Factors Affecting Motorcyclist Accident: Psychological, Environmental and 93-100
Vehicle Factors
Fatin Najwa Mohd Nusa, Siti Zaharah Ishak, Siti Hamidah Abdull Rahman, Zulkifli
Awang & Mimi Mohaffyza Mohamad

Remote Sensing for Pavement Assessment: A Review 101-107

Nurul Nabilah Mohd Norezan, Abdul Manan Samad & Saiful Aman Sulaiman

The Influencing Factors and Countermeasures of Resource Allocation 108-113

Efficiency in the Process of Chinese Manufacturing Industry Chain
Shang Lijing & Saifulaman Sulaiman

A Rail Tourism Approach for Increasing the Number of KTMB Intercity 114-123
Train Services
Shahrul Azmal Jamaludin, Shahrin Nasir & Irwan Ibrahim

3D Data Acquisition and Representation of Road Surface Condition Using 124-131

Terrestrial Laser Scanning (TLS) And Aerial Photogrammetry (UAV)
Approach
Muhammad Zulhelmy Jamalulizam, Wan Mazlina Wan Mohamed, Ismail Maarof,
Mohd Badrul Hafiz Che Omar & Abd Manan Samad

A Conceptual Framework Concerning Factors Influencing Work Performance 132-142

- A Case Study on Road Transport Department Enforcement Officers
Augustus Anak Chiak Heng & Adibah Shuib

Challenges of Sustainable Urban E-Grocery Delivery Logistics Operations and 143-153

the Two-Echelon Vehicle Routing Problem Approaches
Adibah Shuib, Nur Hazimah Basir, Rizauddin Saian, Azhana Othman, Zuraida
Alwadood & Zati Aqmar Zaharudin

Simulation Modelling for Configuration the Performance of Service System 154-162

Noryanti Nasir, Siti Sarah Januri, S. Sarifah Radiah Shariff, Haslinda Ab Malek,
Jaida Najihah Jamidin, Isnewati Ab Malek & Zaitul Anna Melisa Md Yasin

A Study on E-Hailing Drivers’ Awareness on the E-Hailing Regulations – 163-173

Motivation, Research Gaps and the Study Framework
Alhafiz Saleh @ Yazid & Adibah Shuib

Port Personnel Criteria Assessment for ASEAN Market 174-180

Muhamad Safuan Shamshol Bahri, S.Sarifah Radiah Shariff, Nazry Yahya & Yosi
Pahala

Road Safety Study on Stopping Behaviour of P-Hailing Riders at Signalised 181-187

Intersection
Nik Muhammad Faris Azhari, Siti Zaharah Ishak, Fatin Najwa Mohd Nusa, Siti
Aimi Sarah Zainal Abidin & Tey Li Sian

xxii
Challenges for the Use of Electric Vehicle In-Airport Operation 188-195
Mustika Sari, Wan Mazlina Wan Mohamed & Siti Ayu Jalil

Framework for Measuring the Effectiveness of It Tools in Drivers’ Monitoring 196-201

Hanafi Mohd Wazir, S.Sarifah Radiah Shariff & Sharifah Zuraidah Syed Jalil

Comparison of “Ucustoms” to the Manual Customs Declaration in Malaysia 202-209

Upon its Failure
Mohd Azwanizam Mohd Hairi, S.Sarifah Radiah Shariff & Wan Mazlina Wan
Mohamed

A comparative study on E- SCM, A. I., Machine, Islamic perspective 210-217

management and the value of Halal SCM companies in Malaysian &
Bangladeshi
Abul Kalam Azad

The Effectiveness of Road Safety Campaign in Enhancing Awareness Among 218-224

Motorcyclists in Kota Kinabalu
Nor Hafizan Mendi, Nur Farizan Tarudin & Muhammad Firdaus Abd Rashid

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SERVICE QUALITY OF COMMUTER ELECTRIC TRAIN DURING

THE COVID-19 PANDEMIC IN INDONESIA

Zaenal Abidin*, Arbie, Soemino Eko Saputro, Lira Agusinta, Prasadja Ricardian

Institut Transportasi dan Logistik Trisakti ,Jakarta, Indonesia

*
Corresponding author: arbie@dephub.go.id

Abstract
This study aims to analyze and evaluate the quality of commuter electric train services in the
Jabodetabek area (Jakarta and its satellite cities), Indonesia from 2019 to 2021, where since the Covid-
19 pandemic, a Large-Scale Social Restriction policy has been put into effect which then caused a
drastic reduction in commuter electric train transportation capacity, in where the number of passengers
in 2019 was 336 million whilst in the following year, 2020, it fell to 154 million. Likewise, until April
2021, the number of passengers during the year was only 12 million. The research method used is the
Importance Performance Analysis (IPA). It is also supported by validity and reliability testing as well
as different expectations and perceptions tests and Cartesian diagrams. Based on the analysis and
discussion, it can be concluded that the perception of respondents of the Jabodetabek commuter electric
train passengers is still in the good category, namely 80.26% in the comparison between passenger's
expectation and service performance, but there are still several service items that need improvement
because they are in quadrant A. Based on the IPA analysis, it was found that the passenger's expectation
of the train service has not been delivered optimally, as evidenced by the gap between performance and
expectations. However, there are as many 30 service instruments that are in quadrant B, this means that
the performance of service instruments is in line with expectations. To maintain a positive perception
of passengers on the Jabodetabek commuter electric train service, it is necessary to make some
improvements in the station operator, especially on service instruments in quadrant A while still
maintaining performance achievements in quadrant B.

Keywords: Expectation, Performance, Service Quality, Passenger Satisfaction, Covid-19

Introduction

The transportation mode share of the total movement of Jabodetabek is 51.3% of motorcycles, 21.45%
of private cars and 27.15 percent of public transport vehicles. Meanwhile, around 3.85% of the public
transport users are commuter electric trains, which are operated by Indonesian commuter electric trains.
In 2019, the average number of commuter electric train passengers per day were 920,671 people, even
in one day, it could reach 1,154,080 people. Prior to the Covid-19 pandemic, the highest number of
passengers on the Jabodetabek commuter electric train was in July 2019 at 29.714 million passengers
or on a daily average was 958,000 people, while in 2020 the highest number of passengers was in
January at 26,733 million people. The Covid-19 pandemic made the Government implement a large-
scale social restriction, known as PSBB policy, and led to a policy of reducing the capacity of commuter
electric trains by 50%. The data from April to June 2020 showed the number of passengers <10 million
people per month and from July to December when the PSBB relaxation began to set then the number
of commuter electric train passengers were more than 11.5 million per month. Cumulatively, the
number of passengers in 2019 was 336 million people and in 2020 it decreased by 42.39% to 154,591
million people.

Likewise in 2021, the highest number of passengers in April was 12,452 million passengers. This
decline in the total of passengers has become a concern of all parties, especially the facility operator,
the Indonesian commuter electric train, to stay afloat in the pandemic situation without reducing service
quality but provides more services instead, to prevent the transmission of Covid-19 in the operation of

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the Jabodetabek commuter electric train. The minimum Service Standards in accordance with the
regulations of 2007 and 2019 must be accomplished by the rail transport operators. This research is
needed in order to see and evaluate the service quality of the Jabodetabek commuter electric train based
on the perception of the train passengers. Respondents can evaluate its performance and provide
recommendations to train operators to improve the quality of commuter electric train services. The
focus of this study is to analyze the extent of the importance of some service items and their performance
in the eyes of passengers from 2019 until April 2021.

Timeliness of commuter electric train services is currently one of the most important factors (Farajpour
et al., 2007). (Yulia et al., 2014) in their study, conclude that the current commuter service has already
been considering the economic efficiency of commuter services. Looking at several previous studies in
other countries, for example in Europe, the integration of commuter electric trains in Russia has
developed new rail transport lines that can eliminate passenger overloads during peak time (Morozova
et al., 2016). Other examples in Russia, (Kupitman, 2021) has calculated the workload of each rail line,
tracks passenger traffic and plans electric trains with the appropriate number of carriages, which will
help the operator to increase the performance of the trains. Research by (Shakya et al., 2020) in
Philadelphia, USA, found that there is a demand for improvements in station design. They
recommended a preventive measure to maximize ventilation and reduce particulate matter exposure for
passengers and subway train workers.

Meanwhile, in the context of Asia, (Dong et al., 2020) explains that integrated optimization in China
starts from planning train stops and scheduling time for commuter trains. (Wan Hasrulnizzam et al.,
2015) in Malaysia, conclude that the indoor air quality (AIQ) level in the morning will affect the health
of passengers more than at night. The results of the study by (Nugraha, 2018) in Malaysia also show
that the potential for new train services to compete with commuter passengers and private cars is
currently quite open. Further improvements are still being made in Malaysia to improve the efficiency
and safety of commuter services (Azizan et al., 2016). In Indonesia, research by (Sakti et al., 2017)
shows that the average walking speed and the specific flow of local passengers are slightly lower than
the average values given in international standards such as NFPA 130. USA) and MLIT, Japan.

Literature Review

Performance is a measure of the quantity and quality achieved by an individual or group (Schermerhorn,
2012). Performance, according to (Armstrong, 2010), can be viewed from the perspective of results,
processes, or behaviours that lead to the achievement of goals. The results of the study by (Dwiatmoko,
2020) at two commuter stations indicate that the management of the Indonesian Commuter Train needs
to add facilities at Bogor and Manggarai stations, which must improve the performance of security
forces, user awareness regarding the use of priority seats. In general, the results of research by (Sugiarto
et al., 2012; Waloeya & Agustin, 2017) on commuter electric trains in Jabodetabek indicate that several
aspects must be improved with the highest priority to improve service performance, namely the use of
sensors at the commuter door. (Partogi et al., 2017), in a study at the Bekasi station of Indonesia, note
some important factors to improve are the temperature of the carriage, the timeliness of the departure
schedule, the skills, readiness and quick action of the officers, in response to complaints of the
passengers.

Customer satisfaction is in response to the fulfilment of what consumers expect based on the features
and specifications of the product or service (Kotler & Keller, 2016). According to (Lovelock & Wright,
2010) satisfaction is an attitude that is decided based on the experience gained. The condition of the
station or bus stop is identified as the most influential factor on the overall level of satisfaction with
public transport services (Wong et al., 2017). Other research states that the satisfaction of commuter
line train passengers is positively and significantly influenced by service quality (Adawia et al., 2020;
Yulita & Wijaya, 2020). Based on the results of research (Setianto et al., 2020) it can also be seen that,
simultaneously or partially, consumer satisfaction is strongly influenced by people, process, and
physical evidence while the variable with the greatest influence is physical evidence. The results of the

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study by (Yusrani et al., 2021) show that the value of the service user satisfaction index at Manggarai
Station, Jakarta is 78.59 percent, categorized as good. Another study of commuter electric train
passengers at Duri station, West Jakarta showed dissatisfaction because passenger comfort was
perceived as poor due to the unavailability of public transport waiting rooms and inadequate roof design
(Pelangi et al., 2021).

The quality of public services, according to (Kotler & Keller, 2016), is the quality and characteristics
of a product or service that depends on its ability to satisfy the needs of passengers. (Parasuraman,
2009), with a very well-known concept known as SERVQUAL, has used parameters to measure service
quality in organizations. The concept was also very relevant to measure passenger satisfaction. The five
dimensions of SERVQUAL have been used by (Farajpour et al., 2007) in their research to identify the
factors that affect service quality on commuter electric trains. In a previous study by (Saidah, 2017)
regarding the quality of commuter line services, it showed an increase in the number of passengers
influenced by schedules, tariffs, infrastructure improvements, systems and facilities, carriages and rails.
Several previous studies by (Barabino et al., 2012; Cascetta & Cartenì, 2014; Mugion et al., 2018)
explain that service quality has a direct impact on intentions to use public transportation. Measurement
of transport performance is a very useful tool to ensure continuous improvement of the quality of
transport services (Eboli & Mazzulla, 2012). Maintaining high quality standards in public transportation
services is also the most important thing to encourage people to choose public transportation as their
choice (Aisyah et al., 2019; Rohani et al., 2013).

From those studies above, we can conclude that there are no sufficient studies about transportation
services that are in accordance with national laws and regulations regarding minimum service standards
for transporting people by train. Seeing these problems, this study wants to raise the perception of
commuter electric train passengers through confronting customer expectations and performance of
evaluated items. However, due to time constraints, this research will be limited to only in the area
around Jakarta. The purpose of this study is to identify and analyze the service quality of commuter
electric trains for Jabodetabek, to find out and analyze the description of the main factors in the quality
of commuter electric train services and provide recommendations to improve its quality accordingly.

Methodology

The method used in this research is descriptive-qualitative. This research activity includes data
collection, data analysis, data interpretation, and finally conclusion which refers to the data analysis and
the discussion. Jabodetabek commuter electric train passengers in a day condition before the Covid 19
pandemic amounted to 336 million people when averaged per day was 920,671 people. Based on
Slovin's calculation, the sample of respondents is set at 100 passengers. Data were obtained from a
survey of passengers' expectations and perceptions of the performance of the Jabodetabek commuter
train service through an e-survey, by distributing questionnaires through a google form distributed
through social media. Data were obtained from several stakeholders such as Indonesian railway
management. The analytical method used is Importance Performance Analysis (IPA). The IPA analysis
looks for the level of conformity from the results of the comparison of the performance value with the
value of importance, based on calculations of John Martila and John C. James (Supranto, 2006).

In order to find out the indicators of KRL transportation services that are satisfactory or unsatisfactory
for passengers, it can be described in a Cartesian diagram. The cartesian diagram is used to map each
quality and service attribute that has been analyzed. IPA analysis was supported by testing the validity,
reliability and different tests of expectations and perceptions. Questionnaire for passengers was set
based on the Regulation of the Minister of Transportation of the Republic of Indonesia in 2009
regarding the minimum service standard for people transportation by train at the station. Questions to
respondents encompass station and transportation conditions through five research factors, namely; (1)
Tangibles (2) Reliability (3) Responsiveness, (4) Assurance and (5) Empathy. The results of this survey
will be useful for management analysis and discussion so that they can provide a substantial assessment
of the performance to improve their services. Measuring the level of consumer satisfaction with the

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service of commuter electric train passengers using the Importance Performance Analysis method has
also been carried out by (Candra et al., 2020; Dwiatmoko, 2020).

Results and Discussion

Validity and Reliability Test

Based on the test results with SPSS, the value of r statistic = 1 and greater than r table 0.226 means that
all data are declared valid. Meanwhile, the reliability test based on the test results with SPSS obtained
Cronbach's Alpha value > 0.6 then all variables were declared reliable.

Test of Difference: expectation and Performance

Significance t < 0.001 means there is a gap between expectations and performance. From the results of
the tests of difference, it can be seen that all the instruments asked respondents showed that the service
performance was below their expectations. As it is an objective respondent's assessment, then the
management of the Jabodetabek commuter electric train must make many improvements in accordance
with the results of the Importance Performance Analysis (IPA) analysis.

Importance Performance Analysis (IPA)

This study uses an Importance Performance Analysis (IPA) approach where all required service
instruments are in the Regulation of the Minister of Transportation of the Republic of Indonesia Year
2019 which discusses performance with the expectations of respondents so that the output of this
analysis will show which service instruments require the main priority scale for improvement. This
analysis compares the expectations of commuter electric train passengers with commuter electric train
service performance. This study examines when the level of expectation is higher than the performance
of the commuter electric train operator means commuter electric train passengers have not achieved
satisfaction and vice versa.

IPA has been generally accepted and used in various fields of study because of its ease of application
and display of analysis results that facilitate proposed performance improvements. The comparison of
the average value of performance and respondents' expectations is 80.26%, which means it is still in the
good category, this comparison can also be used as a respondent's perception of the Jabodetabek
commuter electric train service which is still in the good category and will continue to use commuter
electric train services (Performance-Expectation Cartesian Diagram, Figure 1).

Figure 1. Cartesian Diagram of Importance Performance Analysis (IPA)

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Quadrant A (main priority). The Cartesian diagram above exhibits that of the 69 question instruments
(evaluated items), there are 19 items that are in quadrant A. These items are set as the main priority for
immediate repairs to increase the satisfaction of Jabodetabek commuter electric train users because the
gap between Expectations and Performance or Perceptions is very substantial.

Quadrant B (Maintain Achievements). From the Cartesian diagram, it can also be seen that there are 30
evaluated items that are in quadrant B. These points must be maintained because passengers’
expectations and service performance are in line. All items in this quadrant are very important because
passenger expectations on those items are high and the performance of the items are perceived as
satisfactory.

Quadrant C (Low Priority). The Cartesian diagram also demonstrates that 10 instruments are in quadrant
C. These instruments are less important because passenger expectations on those items are very low
and the performances of the items are perceived not satisfactory.

Quadrant D (Excessive). There are 10 items in quadrant D that should be diminished. This Quadrant
suggests that all items are considered redundant because the performance of each item exceeds
passenger expectations.

Based on the IPA analysis, it can be seen from the Cartesian diagram that many service indicators are
in quadrant A, which means that it is necessary to pay attention to the Indonesian commuter electric
train management as the organizer of Jabodetabek commuter electric train transportation to immediately
make repairs and improve services.

Application of Social Distancing Policy

Passengers hope that social distancing will not be implemented due to the frequency of commuter
electric trains with an unbalanced number of passengers. As a result, the density at the station is almost
the same as in normal conditions. Not only at the station, but the condition in the yard is also the same,
but the queue to the station is also very long. Therefore, the frequency of commuter electric trains must
be increased because the occupancy of commuter electric trains is also limited so that the
implementation of social distancing can be carried out properly.

Feeder Bus Availability

Based on the opinion of respondents, the availability of feeder buses at the arrival station is very lacking,
so they are forced to use the Ojek or Bajaj modes which are more expensive. Passengers hope that the
frequency of feeder buses serving from and to the station is increased and the arrival and departure
schedules of the trains are adjusted to the arrival and departure schedules of the feeder buses so there is
no waiting too long at the station or the bus shelter. This is also in line with the program to improve the
integrated and seamless intermodal facilities.

Application of Social Distancing on the Train

Like the density of passengers at the station, the density on the train cannot be avoided. The possibility
of transmitting the virus on the train is very high because of the closed space (air circulation is only
through the Air Conditioner. Therefore, the frequency of commuter electric trains must be increased
because the occupancy of the train is also limited.

Availability of Park and Ride

The availability of parking space at the station is minimal so that many park and ride parking users in
the area of residents around the station are not guaranteed security. This needs to be studied further for
the provision of parking spaces in the station area, especially at departure stations such as Bogor, Depok,
Bekasi, Pondok Ranji and other departure stations.

Availability of Advanced Transport Shelters

The absence of public transport shelters makes the regularity and comfort of passengers who want to
continue their journey with advanced modes to be less organized and less comfortable. Therefore, it is

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necessary to think about making public transportation shelters so that they do not interfere with vehicle
traffic and people around the station.

Regularity of Passenger Pick-up and Drop-off System

Passengers should be more orderly to get on and off the train. Many passengers do not understand the
etiquette of getting on and off the train, they should put passengers off the train before boarding the
train. Socialization to passengers needs to be given more frequently, both at stations and in the
community so that passengers can get up and down more orderly and not overcrowded which endangers
themselves and others.

Information on Security at Station

According to the respondent report, no security complaint was found at the station. To make it easier
for passengers to submit complaints about security disturbances, it is better to provide information on
the complaint number in a place that is easily seen by passengers

Breastfeeding/ Mother Waiting Room

According to the respondents, not all stations provide breastfeeding/pregnant/toddler rooms so pregnant
women who are breastfeeding find it difficult when they need the space. Therefore, it is necessary to
think about provision at each station to provide travel comfort for pregnant women who are
breastfeeding.

Information on Security in the Cabin of the Train

As at the station the complaint number is not found in the train cabin by the respondent, this will make
it difficult for passengers to submit complaints of security disturbances in the train cabin. Therefore, it
is necessary to think about providing a complaint number in the train cabin.

CCTV Availability
According to respondents, it was assessed that the CCTV at the station was not functioning because
there was no backup of files from the CCTV decoder, so it was only a temporary monitoring tool and
not all stations were equipped with CCTV. Therefore, it is necessary to think about providing CCTV
data servers at stations and ensure that all stations are equipped with CCTV at least at the entrance and
exit.

Condition of Worship Facilities

According to respondents, not all stations are equipped with prayer rooms and the facilities in prayer
rooms need to be improved. Therefore, it is necessary to increase the prayer room facilities in all
stations.

Station Officer Responsiveness

Station officers are less responsive to the possibility of delays in the arrival and departure of trains.
Delays in arrival/departure of trains are not expected by all passengers, but if that happens, the station
staff and the Police in the train cabin must be responsive to the situation, at least ensuring the cause of
the delay and the estimated delay in the arrival/departure of the train.

Hand Sanitizer Availability

During the Covid-19 virus pandemic, sanitation facilities became a priority in every public facility,
especially stations, but according to respondents, the availability of hand sanitizers was very lacking or
the liquid contents often ran out. Therefore, it is necessary to evaluate to keep providing hand sanitizer
facilities at least at the entrance/exit of the station.

Assurance of Timely Arrival and Departure of Trains

According to respondents, the accuracy of the arrival/departure time of commuter electric trains is very
less. This is due to many things but the most common is because it is stuck by long-distance trains at
the Manggarai station. Therefore, the operation of the Manggarai station which has been improved must

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be carried out immediately so that the long-distance railway and the Jabodetabek commuter electric
train are separated.

Public Toilet Condition

According to respondents, almost all of the toilet stations are clean, but the availability of hand soap is
often out of stock, in the women's toilet there are often queues because there are few bathrooms.

Security Officer on the Train (Polsuska)

Not all trains are equipped with Polsuska so that passengers feel less secure. Therefore, it is necessary
to evaluate the competence of Polsuska so that it can provide a sense of security to passengers.

Advanced Transport Information

According to the respondent, there were no signs or instructions for onward transportation that served
connecting passengers from the station, so passengers needed time to identify what onward
transportation was in accordance with the location of their trip destination. Therefore, it is necessary to
have signs indicating the continued transportation to and from the station so that passengers can
immediately determine the next transportation.

Availability of Hand Washers

During the COVID-19 pandemic, the availability of handwashing facilities in public locations,
especially stations, is very important. This is to prevent passengers from carrying the virus to and from
the station, but according to respondents, no handwashing facilities were found. Therefore, it is
necessary to evaluate the implementation of health protocols at stations, especially the provision of
washing hands at least at the entrance/exit of the station.

Emergency Evacuation Facility

In an emergency situation, it is very important for evacuation route signs, emergency gathering points,
and emergency sirens. According to respondents, not all stations facilitate these signs & instructions.
Therefore, it is necessary to evaluate the provision of emergency/disaster evacuation facilities. Based
on the IPA analysis, it can be seen from the Cartesian diagram that many service indicators are in
quadrant D, which means that the increase can be ignored and shifted to improve services in quadrant
A.

Discussion

In comparison, based on research analysis by (Meutia & Yuliana, 2019; M. G. H. Nisrin & Djamhur,
2019; Yusrani et al., 2021) at Manggarai Station, Jakarta, the level of service conformity has not met
the expectations of service users and is a top priority in improving performance. Some attributes are
information on train disturbances, availability of safety information and level of security at stations.
The variables that must be maintained are the timeliness of the train schedule and the neat appearance
of the officers. (Putra et al., 2014; Too & Earl, 2010) also, explain the gap between people's expectations
of public transportation services and the quality of services provided. A sustainable service quality
approach according to (Susnienė, 2012; Widyastuti et al., 2018) with the difference between
expectations and perceptions, is expected to find solutions to improve public transport services.

However, there is also a mismatch of expectations and passenger perceptions of the services of
commuter electric train ticket officers, especially in the Jakarta area (Nisrin & Djamhur, 2019). The
results of the study by (Tazkiyah & Libania, 2014) in Bekasi showed a good public perception of the
development of the park and ride at Bekasi Station. According to (Monica et al., 2021) passengers are
satisfied with the performance of the commuter line service during the COVID-19 period and are willing
to reuse the service and disseminate information or advise others to use the commuter line service during
the COVID-19 period.

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In Malaysia, perceptions and expectations are contradictory, especially non-compliance with announced
schedules and travel times, headways, capacity, the physical condition of wagons and information about
delays (Bachok et al., 2013; Khalid et al., 2014).

Several correlational analyzes show that the relationship between satisfaction and performance of public
transport services is far from perfect (Cats et al., 2015; Das et al., 2013; Friman & Fellesson, 2009;
Thompson & Schofield, 2007). The results of research by (Heyns & Luke, 2018) in South Africa, show
that changes in inequality have affected perceptions of service quality significantly enough to cause
customer dissatisfaction. For example, the condition of the station or bus stop was identified as the most
influential factor affecting the overall level of satisfaction with the quality of public transport services
(Rasyid & Gaol, 2013; Wong et al., 2017). Research by (Ibrahim et al., 2019) in Malaysia concluded
that three out of the 12 service items such as ticket prices, timeliness of train departures and arrivals,
and ticket booths were considered important and satisfying, but management must still pay attention to
improving passenger satisfaction and improve passenger satisfaction. (Yusritzal et al., 2017) examined
the perceptions of passengers on the Padang-Pariaman Commuter Train in West Sumatra. They
concluded that viewing the scenery and listening to music was more important than other attributes such
as ticket price, reliability, guaranteed availability of seats and waiting rooms. Against all tested
hypotheses, several studies have proven that all service quality dimensions are strongly or moderately
correlated with passenger satisfaction (Chowdhury et al., 2015).

Finally, (Cascetta & Cartenì, 2014), suggests that to increase the use of public transportation services,
there must be a well-designed service so as to achieve the level of service quality required by customers
and can attract potential users. Studies related to the expectations and performance of commuter electric
train passenger services with elements of passenger satisfaction and service quality confirm and support
previous findings.

Conclusion

Based on the analysis and discussion, it can be concluded that the perception of respondents of the
Jabodetabek commuter electric train passengers is still in the good category, at 80.26% as a comparison
between expectations and service performance, but there are still 19 service items that require
improvement because they are in quadrant A. Based on the results of the IPA analysis, It is known that
the Jabodetabek commuter electric train service is not optimal because there is still a real gap between
service performance and customer expectations. However, there are 30 service instruments that are in
quadrant B which means that expectations and performance are in line, thus this must be maintained.
The points in the A and B quadrants are the main service factors, therefore they need to get the focus
of attention. While service points in quadrants C and D are not important service instruments based on
the results of the survey respondents, thus they can be temporarily ignored in order to concentrate more
on quadrant A. To maintain the perception of commuter electric train passengers Jabodetabek, it is
necessary to make some improvements by the commuter electric train management Indonesia as an
operator of commuter electric train facilities, especially at points that are in quadrant A and maintains
performance achievements in quadrant B as has been discussed.

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THE EFFECT OF EQUIPMENT FACILITIES AND QUALITY OF OPERATING

LABOR ON LOADING OPERATIONAL PERFORMANCE AND THEIR IMPACT
ON COMPANY PRODUCTIVITY (CASE STUDY AT PT. JICT TANJUNG PRIOK
IN 2020)

Hari Suryanda*, Denny Siahaan , Amirsyah Sahil

Institut Transportasi dan Logistik Trisakti ,Jakarta, Indonesia

*
Corresponding author: hari.suryanda@gmail.com

Abstract
This study aims to determine the effect of equipment facilities and the quality of the operating workforce
on operational performance and their impact on the company's operational productivity (case study at
PT. JICT Tanjung Priok in 2020). The research was conducted at PT. Jakarta International Container
Terminal (JICT). The method used is descriptive quantitative with a questionnaire. The sample used is
110 port service users consisting of 1. Shipping Line (Shipping Company) 2. Freight Forwarder 3.
EMKL (Ocean Shipload Expedition) 4. Trucking Company 5. Exporter/Importer 6. Consignee (goods
owner). The analytical tool used is path analysis with Structural Equation Modeling (SEM-PLS) using
SmartPLS. Based on the analysis and discussion, it shows that there is a significant positive direct and
indirect effect of equipment facilities and the quality of the operating workforce on operational
performance and its impact on the company's operational productivity (case study at PT. JICT Tanjung
Priok in 2020).

Keywords: Equipment facilities, Quality of operating workforce, Operational performance of loading and
unloading, Company productivity.

Introduction

Indonesia is known as a maritime country, a country consisting of islands, as the largest archipelagic
country, Indonesia is separated by a vast ocean. In view of this, the maritime or shipping sector is an
important aspect in helping economic, social, national defence, government, cultural, security, or
military life. The scope of marine transportation is very wide, ranging from passenger and cargo
transportation, hydrology, coast guard, sports activities to entertainment and tourism. Infrastructure
such as ports is needed to support shipping facilities. Indonesia is known as the largest archipelagic
country in the world, with 17,508 islands and a sea length of 94,166 kilometres. It is a country with the
second-longest coastline after Canada (www.finance.detik.com). This is a huge potential for Indonesia,
Related to this, during the current President Joko Widodo (Joko Widodo) in power, he delivered a
speech about the maritime revolution in Indonesia. The maritime revolution of President Jokowi's
administration began with a grand vision of building a “sea highway” from West to East, from Bela
Bay to Sorong (Dermaga, January 2016: 23). Therefore, the current government's focus is on the
development of port infrastructure and other maritime potentials. One of the main objectives is to
improve the integrity of the flow of goods (logistics) across countries.

As a gateway for trade and the economy, ports play a very important role in the economic movement,
namely that public service providers play a very important role in the economy. Apart from being a
gateway for economic activities, supporting industrial and/or commercial activities, distribution of
goods/goods, production and consolidation, the role of dangerous ports as nodes in the national
transportation network is optimized to realize the vision that islands are all countries and a very
important link in the foreign trade process, the port is not only a place for loading and unloading of
goods and passengers but also the logistics chain to provide transportation services.

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With the realization of national logistics integration, all logistics activities in Indonesia, starting from
the rural and urban levels to inter-regional and inter-island, are expected to function effectively and
efficiently and become a unified national unity within a single national territory. The Unitary State of
the Republic of Indonesia (NKRI). Bringing prosperity and prosperity to the people of Indonesia. One
of the important factors to achieve this goal is the port as a provider of cargo handling facilities and
infrastructure.

In the Regulation of the Minister of Transportation of the Republic of Indonesia No. 2014 PM 60
concerning the Organization and Authority for Loading and Unloading of Goods from Ships Stipulated
that a port is land and/or waters with certain limits as a place for government and commercial activities
as a place for government activities. docks and ships. Equipped with maritime safety and protection
facilities and berths for port support activities, as well as internal and multimodal transportation sites.

This definition can be explained because the port plays an important role in connecting the logistics and
distribution activities of the country because of its role as a place for loading and unloading goods in
the form of a dock. The port is the main means for carrying out loading and unloading logistics
activities, which will be distributed to various regions in Indonesia and used as a place for entry and
exit of domestic and foreign goods from the island.

In the Ministry of Transportation number organized by the Technical Implementation Unit (UPT) of
the Port Office: KM 21 of 2007 Regarding systems and procedures for ship, cargo and passenger
services at ports, it is explained that activities include stages, cargo planes and reception/delivery at
ports.

From this explanation, it can be seen that loading and unloading of goods in and out of the ship must
be carried out at the main port of the pier with supporting facilities. Regarding loading and unloading
of goods, it is also explained in the Regulation of the Minister of Transportation of the Republic of
Indonesia: PM 60 of 2014 concerning the Implementation and Implementation of Loading and
Unloading of Goods, which explains that:
a. unloading cargo from ship to ship/barge/truck or loading cargo from dock/barge/truck to ship
until a ship crane or land crane is used to place cargo in the cabin.
b. Cargodoring is the work of unloading cargo from the ropes/extackles at the dock and transporting
it from the dock to the warehouse/yard or vice versa.

Sea transportation is one type of transportation other than air transportation, land transportation. Sea
transportation in various countries is used as a solution for moving goods or people for large quantities
over long distances. Examples of sea transportation for goods are tankers, bulk carriers, container ships.
Transport by container involves various modes of transportation. The container terminal is a liaison in
the transportation of containers from the port of origin to the port of destination, which has container
collection facilities in the form of a stacking yard, loading and unloading facilities for containers in the
form of heavy equipment such as ship faucets/quay cranes, field faucets/rubber tire gantry cranes,
forklifts, straddle carrier, reach stacker, truck/trailer, gate in and gate out.

PT. Pelabuhan Indonesia II (PELINDO II) is a State-Owned Enterprise (BUMN) that manages 12 ports
in Indonesia. Tanjung Priok Branch Port or International Port Company (IPC) is one of the 12 ports
managed by Pelindo II. IPC has several subsidiaries. One of IPC's subsidiaries is PT. Jakarta
International Container Terminal. PT. Jakarta International Container Terminal (JICT) is a container
loading and unloading service operator terminal located in the north of Jakarta. This terminal was
formerly known as the Container Terminal Unit I (UTPK-I) which is fully managed by PT. Pelindo
Indonesia. But since April 1, 1999, UTPK-I changed its name to PT. JICT after the Joint Venture
(Cooperation Agreement) between PT. Persero Pelabuhan Indonesia II and Maritime Employees
Cooperative with Hong Kong Hutchison Port Holding. Where there is an agreement for the operation
of the terminal with the distribution of shares of PT. Persero Pelabuhan Indonesia II and the Maritime
Employee Cooperative as much as 49% while Hutchison Port Holding Hong Kong as much as 51%.
Since then PT. JICT has officially started operating Container Terminals 1 and 2 in Tanjung Priok.

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The company is compatible with the performance of Tanjung Previous Bropport and offers special
efficient services, and makes the ASEAN economic community (MEA) in the Southeast Asia region,
especially for service negotiations between countries with the latest motivating infrastructure, I mainly
talk about it.

Improving the Quality of Port Services The following maintenance is certainly important to support
increasing industrial competitiveness in international trade. This fact, without a doubt, illustrates the
import and import of imports and imports for industrial loads and import terminal services at the port
of Tanjung port. The loading and unloading terminal company with reduced volume is PT. JICT. Based
on the company's performance report, PT. JITC experienced a decrease in throughput productivity
which can be seen in Table 1.

Table 1: Operational Productivity at PT.JICT Tanjung Priok Throughput and Vessel Call 2016-2020

Based on Table 1. shows the fluctuations that occur in PT. JICT can see that throughput in 2016 reached
2,144,393.75 TEU, decreased in 2017 reached 1,610,808.5 TEU, in 2018 increased to 2,057,130.5 TEU,
in 2019 again increased to reach 2,085,691 TEU and in 2020 decreased to 1,805,319 TEU. For PT. JITC
itself as well as for the Tanjung Priok port, the decrease in loading and unloading that occurred in 2017
was-533,585 TEU or -24.9% while in 2020 down to 280,372 TEU or -13.4% p This is a bad indication
and needs to be evaluated and improved to change the condition. In addition, based on the operational
performance data of PT. JITC which shows the moves per hour in Table 2.

Table 2: Gross Qc Rate and Vessel Operating Rate (move per hour) 2016--2020

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Based on Table 2 above, it shows an increase and a decrease in Gross Qc Rate & Vessel Operating Rate
(move per hour) during 2016-2020. Of course, many factors can cause a decrease in the productivity
and operational performance of the company, especially from the volume of loading and unloading at
PT. JICT. One of these factors is equipment. According to Kasypi and Shah (2006), the effectiveness
of planning and managing equipment at the port is an important role in the time of berthing and sailing
of ships. Of the several tools in the port, the quay crane is the most influential factor in the effectiveness
of planning and managing equipment at the port. This means that the faster and more containers are
unloaded and loaded from the ship and to the ship, the more income you can get. Table 3 summarises
the number of equipment used by the company in operational activities.

Table 3: Equipment Facilities 2016-2020

From Table 3, it can be seen that the number of equipment installations has decreased, and the
equipment has stagnated instead of increasing. Other factors that affect the performance of loading and
unloading operations include outdated terminal operating equipment, which hampers loading and
unloading operation times, lack of operating support equipment, and shallow sea depths. for transit or
transit. Select another terminal to quit. According to PT. Factors in the JICT operations team can cause
a decrease in the loading and unloading of PT. Because JICT has added a new container handling
terminal in the Tanjung Bulek area of Jakarta, the terminal has new and better facilities, thus relocating
the ship to another terminal,

PT. JITC is fully aware that the process of loading and unloading activities cannot be separated from
the role of human resources. Operational Manpower or TKBM who have the main role in achieving
loading and unloading performance from and to ships at the port as well as an overview of Human
Resources (HR) which plays a very important role in all activities at the port. Basically, loading and
unloading workers are an integral part of human resources at ports in general, and because their
functions and roles at ports are more specific than loading and unloading goods, they are called loading
and unloading workers (Daya et al., 2021).

With the pandemic, inevitably some companies reduce the number of workers or a number of
employees, it also happened to PT. JICT. With the reduced workforce, PT. JICT was affected which
resulted in a decrease in the company's loading and unloading performance. And also the treatment of
the WFH system at PT. JICT which makes work that is still less than optimal. This is reflected in the
data on the operating workforce which has decreased. Table 4 shows the operational workforce in terms
of work type from the year 2016 to 2020 and Figure 1 shows the total operation workforce from 2016
to 2020. Based on Figure 1, it shows a drastic decrease in the total operating workforce 2016-2020 from
802 people in 2016 to 682 in 2020 or experienced a decrease of 120 people.

According to Nugraha (2015), efforts made to improve port performance include increasing the
productivity of transportation equipment and the number of TKBM for general cargo ships, as well as
accelerating the process of using faster tugboats to enter the ship. According to Wibowo (2010), the
most important variables that affect port performance are: loading and unloading productivity, loading
and unloading equipment preparation, document management, tugboat requests and ship arrival times.
Improving the quality of PT. JICT organizes training/training every year. In terms of loading and
unloading equipment and adequate manpower, the BCH standard is 25 boxes, but the average is only
18 boxes. Each type of tool has its advantages and disadvantages, which will affect the loading and

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unloading efficiency. Based on the description above, it shows an increase in equipment qualification
due to purchase, retired workforce due to WFH, a performance due to the reduction in tools and labor,
and productivity due to decreased number of boarding, moving to another terminal.

Table 4: Operational workforce based on the work type 2016-2020.

Figure 1: Total operation workforce 2016-2020

Methodology

The method used in this study is quantitative. The population in this study is in the area of PT. Jakarta
International Container Terminal (JICT) Tanjung Priok has as many as 110 users of port services
consisting of 1. Shipping Line (Shipping Company) 2. Freight Forwarder 3. EMKL (Ocean Freight
Forwarding) 4. Trucking Company 5. Exporter/Importer 6. Consignee (owner). The researcher uses this
sampling technique because the population is 110 customers or loading and unloading service users.
According to Riduwan (2012:64), "saturated sampling is a sampling technique if all the population is
used as a sample and is also known as a census". So saturated sampling is done with a sample of 110
service users. Sampling has been taken by several companies involved in activities at PT. Jakarta
International Container Terminal (JICT) Tanjung Priok. After the questionnaire data collection was
completed, the Likert scale weight score was used to convert the data into quantitative data. In this
study, the data is processed and presented in graphical form, and SmartPLS(Sekaran & Bougie, 2013).

Results and Discussion

The following describes the results of the construct for each variable, namely equipment facilities and
quality of the operating workforce, operational performance and company operational productivity with

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each variable and dimension. The following table shows the loading values for the research variable
constructs resulting from running the Smart PLS program in Table 5.

Table 5: Construct Reliability and Validity

Average
Cronbach's Composite Variance
rho_A
Alpha Reliability Extracted
(AVE)
Equipment Facilities (X1) 0.927 0.930 0.940 0.663
Operational Performance (Z) 0.933 0.934 0.945 0.682
Quality of Operations Workforce (X2) 0.934 0.934 0.945 0.683
Company Operational Productivity (Y) 0.937 0.938 0.948 0.694
Source: Smart PLS Program Output, 2021

Based on Table 5, shows that the Average Variance Extracted (AVE) of each variable, namely
equipment facilities and quality of the operating workforce, operational performance and company
operational productivity has a construct > 0.50 meaning all constructs are reliable. Thus it can be stated
that each variable has discriminant validity high. While it can be seen also that the composite reliability
value of each variable shows the value of the construct > 0.60. These results indicate that each variable
has met the composite reliability so that it can be concluded that all variables have a high level of
reliability. Furthermore, in the table above, the Cronbach's alpha of each variable shows a constructed
value > 0.70, thus these results indicate that each research variable has met the value requirements.
cronbach's alpha, so it can be concluded that all variables have a high level of reliability. So it can be
concluded that the dimensions used in this study have high discriminant validity in compiling their
respective variables.

Structural Model Analysis or Inner Model

Evaluation of the structural model (inner model) is carried out to ensure that the structural model built
is robust and accurate (Figure 2). The stages of analysis carried out on the evaluation of the structural
model are seen from several dimensions, namely the Coefficient of Determination (R2) values.

Figure 2: R Square values for the operational performance variable

Based on Figure 2, shows that the value of R Square for the operational performance variable is 0.922.
The acquisition explains that the large percentage of operational performance is 92.2%. This means that

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the variables of equipment facilities and the quality of the operating workforce affect operational
performance by 92.2% and the remaining 7.8% is influenced by other variables. Meanwhile, the value
of R Square for the company's operational productivity variable is 0.897. These results explain that the
percentage of the company's operational productivity is 89.7%. This means that the variables of
equipment facilities, quality of operating workforce and operational performance affect the company's
operational productivity by 89.7% and the remaining 10.3% is influenced by other variables.

Hypothesis test
Table 6. shows that the effect of equipment facilities on operational performance is positive with a
parameter coefficient of 0.686. Next based on T-Statistics H1 of 9.311 is greater than its level or 9.311
> 1.96 and the value of P-values of 0.000 is smaller than the level of significance or 0.000 <0.05 this
indicates that the effect of equipment facilities on operational performance is significant. Therefore, it
can be concluded that H0 is rejected and Ha is accepted, then there is a significant positive direct effect
of equipment facilities on operational performance at PT. JICT Tanjung Priok. The influence of the
quality of the operating workforce on operational performance at PT. JICT Tanjung Priok.

Table 6: Path Coefficients (Direct Effect)

Coefficient
Direct Effect T-Statistics P Values Results
Parameter
Equipment facilities (X1) -> Significant and
H1 0.686 9,311 0.000
Operational performance (Z) take effect direct
Operational workforce quality
Significant and
H2 (X2) -> operational performance 0.286 3,788 0.000
take effect direct
(Z)
Equipment facilities (X1) ->
Significant and take
H3 Company operational 0.440 3,330 0.001
effect direct
productivity (Y)
Operational workforce quality
Significant and
H4 (X2) -> Company operational 0.205 2,113 0.035
take effect direct
productivity (Y)
Operational performance (Z) ->
Significant and take
H5 Company operational 0.318 2,336 0.020
effect direct
productivity (Y)
Source: Smart PLS Program Output, 2021

Based on Table 6. shows that the effect of the quality of the operating workforce on operational
performance is positive with a parameter coefficient of 0.286. Next based on T-Statistics H2 of 3.788
is greater than its level or 3.788 > 1.96 and P-values of 0.000 are smaller than the real level or 0.000 <
0.05. This indicates that the effect of the quality of the operating workforce on operational performance
is significant. Therefore, it can be concluded that H0 is rejected and Ha is accepted, then there is a
significant positive direct effect on the quality of the operating workforce on operational performance
at PT. JICT Tanjung Priok.

Based on Table 6. shows that the influence of equipment facilities on the company's operational
productivity is positive with a parameter coefficient of 0.440. Next based on T-Statistics H3of 3.330
greater than its level or 3.330 > 1.96 and P-values H3 of 0.001 greater than the real level or 0.001 <
0.05 this indicates that the effect of equipment facilities on the company's operational productivity is
significant. Therefore, it can be concluded that H0 is rejected and Ha is accepted, then there is a
significant positive direct effect of equipment facilities on the company's operational productivity at
PT. JICT Tanjung Priok.

Based on Table 6 shows that the influence of the quality of the operating workforce on the company's
operational productivity is positive with a parameter coefficient of 0.205. Next based on T-Statistics H4
of 2.113 is greater than the level or 2.113 > 1.96 and the P-values of H4 are 0.035 smaller than the real
level or 0.035 < 0.05. This indicates that the influence of the quality of the operating workforce on the

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company's operational productivity is significant. Therefore, it can be concluded that H0 is rejected and
Ha is accepted, then there is a significant positive direct effect on the quality of the operating workforce
on the company's operational productivity at PT. JICT Tanjung Priok.

Based on Table 1.6 shows that there is effect of operational performance on the company's operational
productivity is positive with a parameter coefficient of 0.318. Next based on T-Statistics H5 is 2.336
greater than its level or 2.336 > 1.96 and P-values H5 is 0.020 smaller than the real level or 0.020 <
0.05 this indicates that the effect of operational performance on the company's operational productivity
is significant. Therefore, it can be concluded that H0 is rejected and Ha is accepted, then there is a
significant positive direct effect on operational performance on the company's operational productivity
at PT. JICT Tanjung Priok.

Table 7 shows that operational performance does not mediate equipment facilities to the company's
operational productivity or is positive with a parameter coefficient of 0.218. Next based on T-Statistics
H6 of 2.232 is greater than the real level or 2.232 > 1.96 and the P-values of H6 are 0.026 smaller than
the real level or 0.026 < 0.05. This indicates that operational performance mediates equipment facilities
to the company's operational productivity or is significant. Therefore, it can be concluded that H0 is
rejected or Ha is accepted so that operational performance is able to mediate equipment facilities to the
company's operational productivity at PT. JICT Tanjung Priok.

Table 7: Path Coefficients (Indirect Effects)

Coefficient
Indirect Effect T-Statistics P Values Results
Parameter
Equipment facilities (X1) ->
Significant
Operational performance (Z) ->
H6 0.218 2,232 0.026 and take effect
Company operational
indirect
productivity (Y)
Operational workforce quality
Significant
(X2) -> Operational
H7 0.091 1,990 0.047 and take effect
performance (Z) -> Company
indirect
operational productivity (Y)
Source: Smart PLS Program Output, 2021

Table 8 also shows that operational performance does not mediate the quality of the operating workforce
on the company's operational productivity or positive with a parameter coefficient of 0.091. Next based
on obtained T-Statistics H7 of 1.990 is large or small from the real level or 1.990 > 1.96 and the P-
values of H7 are 0.047 smaller than the real level or 0.047 < 0.05, this indicates that operational
performance mediates the quality of the operating workforce on the company's operational productivity
or is significant. Therefore, it can be concluded that H0 is rejected or Ha is accepted so that operational
performance is able to mediate the quality of the operating workforce on the company's operational
productivity at PT. JICT Tanjung Priok.

Discussion

There is a significant positive direct effect of equipment facilities on operational performance at PT.
JICT Tanjung Priok. Equipment facilities have a positive and significant effect on operational
performance, meaning that changes in equipment facilities have a unidirectional effect on changes in
operational performance, in other words, if equipment facilities increase, there will be an increase in
operational performance and statistically has a significant effect. Loading and unloading equipment has
a very important role in the smooth operation of the container terminal, both for raising goods to be
exported or for lowering imported goods to the available stacking fields, considering the existence and
performance of equipment is needed, it is necessary to know how much the equipment function is.
available loading and unloading equipment capabilities.

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Table 8. Summary Results of Research Hypotheses

Exogenous - Endogenous Variables Results Significance
Equipment facilities -Operational
Significant 0.000 < 0.05
performance
Operational workforce quality-
Significant 0.000 < 0.05
Operational performance
Equipment facilities - Company Significant
0.001 < 0.05
operational productivity
Operational workforce quality- Significant
0.035 < 0.05
Company operational productivity
Operational performance - Company Significant
0.020 < 0.05
operational productivity
Variables Exogenous - Intervening
Results Significance
- Endogenous
Equipment facilities - Operational
performance - Company operational Significant 0.026 < 0.05
productivity
Operational workforce quality-
Operational performance - Company Significant 0.047 < 0.05
operational productivity
Source: Smart PLS Program Output, 2021

There is a significant positive direct effect on the quality of the operating workforce on operational
performance at PT. JICT Tanjung Priok. The quality of the operating workforce has a positive and
significant effect on operational performance, meaning that changes in the quality of the operating
workforce have a unidirectional effect on changes in operational performance or other words, if the
quality of the operating workforce increases, there will be an increase in operational performance and
statistically has a significant effect.

There is a significant positive direct effect of equipment facilities on the company's operational
productivity at PT. JICT Tanjung Priok. Equipment facilities have a positive and significant effect on
the company's operational productivity, meaning that changes in equipment facilities have a
unidirectional effect on changes in the company's operational productivity or other words, if equipment
facilities increase, there will be an increase in the company's operational productivity and statistically
has a significant effect.

There is a significant positive direct effect on the quality of the operating workforce on the company's
operational productivity at PT. JICT Tanjung Priok. The quality of the operating workforce has a
positive and significant effect on the company's operational productivity, meaning that changes in the
quality of the operating workforce have a direct effect on changes in the company's operational
productivity or other words, if the quality of the operating workforce increases, there will be an increase
in the company's operational productivity and statistically has a significant effect. significant

There is a significant positive direct effect on operational performance on the company's operational
productivity at PT. JICT Tanjung Priok. Operational performance has a positive and significant effect
on the company's operational productivity, meaning that changes in operational performance have a
unidirectional effect on changes in the company's operational productivity or other words, if operational
performance increases, there will be an increase in the company's operational productivity and
statistically has a significant effect.

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Operational performance is able to mediate equipment facilities to the company's operational

productivity at PT. JICT Tanjung Priok. Operational performance is able to mediate the quality of the
operating workforce on the company's operational productivity at PT. JICT Tanjung Priok.

Based on the results of the analysis above, loading and unloading operation equipment and facilities
and the quality of the operator are one of the supporting factors for loading and unloading cargo
activities. In addition, the preparation and availability of loading and unloading equipment will affect
the level of utilization of the equipment used in loading and unloading activities. The type and condition
of the tool will affect the productivity of loading and unloading, the better the condition, the better the
performance of the tool, and vice versa. Although each type of tool has a certain level of capacity and
the advantages and disadvantages of each tool, it will affect the productivity of loading and unloading.
Productivity in the loading and unloading process understands the company's loading and unloading
speed by using container units per hour to move containers from ships to trailers and vice versa. The
speed of loading and unloading activities will affect the effective time of the port. The actual time can
be seen from the amount of time needed in the process of loading and unloading containers.

Conclusion

There is a significant positive direct effect of equipment facilities on operational performance at PT.
JICT Tanjung Priok, where H0 is rejected or Ha1 is accepted. Every increase in equipment facilities
will improve operational performance. There is a significant positive direct effect on the quality of the
operating workforce on operational performance at PT. JICT Tanjung Priok, where H0 is rejected or
Ha2 is accepted. Any increase in the quality of the operating workforce will improve operational
performance. There is a significant positive direct effect of equipment facilities on the company's
operational productivity at PT. JICT Tanjung Priok, where H0 is accepted or Ha3 is accepted. Every
increase in equipment facilities will increase the company's operational productivity.
There is a significant positive direct effect on the quality of the operating workforce on the company's
operational productivity at PT. JICT Tanjung Priok, where H0 is rejected or Ha4 is accepted. Any
increase in the quality of the operating workforce will increase the company's operational productivity.
There is a significant positive direct effect of operational performance on the company's operational
productivity at PT. JICT Tanjung Priok, where H0 is rejected or Ha5 is accepted. Every increase in
operational performance will increase the company's operational productivity. Operational performance
is able to mediate equipment facilities to the company's operational productivity at PT. JICT Tanjung
Priok, where H0 is rejected or Ha6 is accepted. Operational performance is able to mediate the quality
of the operating workforce on the company's operational productivity at PT. JICT Tanjung Priok, where
H0 is rejected or Ha7 is accepted.

References

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QUEUING ANALYSIS OF THE CONTAINERS SERVED BY THE QUAY

CONTAINER CRANES AT PT. JAKARTA INTERNATIONAL (PT. JICT)

Johar Samosir*, Hendro Kuntohadi, Achmad Ramadhan

Institut Transportasi dan Logistik Trisakti ,Jakarta, Indonesia

Corresponding author: joharsamosir@yahoo.co.id

*

Abstract.
The purpose of this study is to determine the ship calls that occur and to determine the performance of
the container service queue that occurs when using Quay Container Crane at PT. Jakarta International
Container Terminal in 2020. The arrival rate for containers is (λ) = 140.41 boxes/hour and the service
level (µ) for loading and unloading equipment ( QCC ) = 29 boxes/hour/QCC. The rate of ship visits in
the period January to December 2020 at PT. JICT Total number of ship visits is 1546 ships, with an
average monthly ship visit of 128 ships. The level of utilization of loading and unloading equipment
(Quay Container Crane) in accordance with the results of the author's observations and analysis in this
study is to use all QCC (servers), namely 11 QCC units per with utilization conditions of 44% or it
mean the Normally Utilized condition category. Number of Containers queuing (Lq) = 0.00757627
boxes, time of containers queuing (Wq) = 0.00323772 minutes, Number of containers stay in the QCC
system (Wq) = 4.85 boxes, Spent of time containers in the QCC system (Ls) = 2.07 minutes.

Keywords: Container, Queue, QCC

Introduction

PT. Jakarta International Container Terminal (The JICT) has several loading and unloading container
service facilities as summarized in Table 1. With the existing facilities, The JICT can serve loading and
unloading containers with a total ship call of an average of 135 calls per month. This makes The JICT
is one of the busiest loading and unloading service companies in Indonesia. In carrying out container
loading and unloading operations, of course, it does not always go according to what is planned and
desired. Figure 1 displays the Map of The Jakarta International Container Terminal.

Table 1: Service Facilities of the JICT

Source: PT.JICT Our Facilities and Equipments 2020

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Figure 1: The Map of The Jakarta International Container Terminal

Source: Europe Technologies image 2011 Digital Globe

Research Purposes
The purposes of this research are as follows:
• To find out the performance of the container loading and unloading queue services by the Quay
Container Crane (QCC) at The JICT in 2020.
Based on the background of the problem, the formulation of the problem can be made as follows:
• How is the performance of the queue service for loading and unloading containers using Quay
Container Crane at PT. JICT 2020?
• What is the performance (utilization) of all the Quay Container Cranes operational JICT

Literature Review

Queuing Theory according to (Samosir et al., 2020, p. 257) was first introduced by Agner Kraup Erlang
in 1909 who studied the fluctuating demand for telephone facilities with service delays. Where there
are three queue disciplines, namely:
a. FIFO (First In First Out) is a principle that states that customers are served one at a time and that
customers who have waited for the longest are served.
b. LIFO (Last In First Out) is a principle that states that customers are served one by one but the
service with the shortest waiting time will be served first.
c. Processor Sharing is a principle that states that services are divided into several services.

Queuing Theory Basic System

According to (Samosir et al., 2020) the basic queuing system is divided into arrivals, queues, and
services. According to (Samosir et al., 2020) the queuing model is divided into 4 types, namely:
a. Single Channel Single Phase (One Queue One Service).
This system is the simplest. One queue means that there is only one path to enter the service
system. One Service indicates that there is only one facility used for that service.
b. Multi-Channel Single Phase (One Queue Multiple Single Service).
This system shows that there are many channels or queue lines to enter the service system. and
one service means that there is only one facility used in that service
c. Single Channel Multi-Phase (One Queue Multiple Service Series).

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This system shows that there are many facilities used in the service where there is only one
channel or entry point to enter the service system.
d. Multi-Channel Multi-Phase (Multiple Queues Multiple Parallel Services).

This system shows that there are many facilities used in the service and there are also many channels
or entry points to enter the queuing system

From the above queuing model used by The JICT is in the Multi-Channel Single Phase queuing model
ass summarized in Figure 2.

Figure 2: Picture Model Queuing Theory

Source : (Samosir, at al., 2020)

According to (Samosir et al., 2020) there are four factors used to understand the performance of the
queuing system. With five configuration models that must be calculated, namely:

Utilization Rate In Queuing System, = λ/ (S.μ), S = Total Server/Channel in the system as calculated in
Table 2.

Table 2: Utilization Rate (ρ)

Queue Waiting Time (Wq): (Wq=Lq/λ)

Queue Length ( Lq);
Lq=λ/((Mμ-λ) ) Po
Lq is the number of customers in the queue which depends directly on the waiting time in the
queue (Wq) and the arrival rate (λ).

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Po = Possibility of zero customers in the system.

Time spent in the system (W)(Ws)
Ws is the time calculated from the time the customer enters the waiting queue until the service
process is complete. Affected by Wq or load time in queue
W=Wq+1/μ
Long queue in the system (L or Ls)
L or Ls (queue length in the system) is the total number of customers in the system, both those
still in the queue and those being served. Affected by the number of customers in the queue
Ls=Lq+λ/μ

Research Methods

Table 3 summarises the notations and their formulation. The table shows several stages of calculation
in queuing model. The queuing system used at JICT is the Multiple Server Single Stage Queue model.

Table 3 Equations of Queuing Analysis for QCC Service in the JICT

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As the arrival rate of cargo greatly affects the number of queues that occur while waiting for service or
when service or container loading and unloading activities take place, the calculation is summarized in
Table 4. It can be seen that the arrival rate of the cargo is calculated using the formula contained in
Table, namely: =140.41 boxes/hour.

Table 4: Arrival Rate of the Containers, January 2020

In addition, the load service level also needs to be calculated. Table 5 calculates the QCC service level
at JICT is 29 boxes/hour, which means that each crane used can serve 29 boxes of container loads in
the queue.

Table 5: Average Number of Containers served by QCC (BCH)

The container cargo arrival rate (λ) at the PT. JICT container port terminal is 140.41 boxes per hour
while the container cargo service level (B/C/H) is (µ) = 29 boxes/hour. By using these two data, the
utility level of the container loading and unloading equipment (Quay Container Crane) can be calculated
using the equation below:
ρ=λ/((S.μ))
ρ = Equipment utilization (%)
λ= Container arrival rate (boxes per hour)
μ= Service Rate of containers B/C/H (boxes per hour)
S = Number of Quay Crane Containers (units)
The results of these calculations are then used as a means of measuring the level of activity of the Quay
Container Crane in determining the grouping of container loading and unloading equipment conditions
at the JICT.

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Results and Discussion

a. Description of Research Data

The data is presented in form of descriptive statistics and form of secondary and quantitative data
obtained from the company.

b. Container Service Queue Analysis

The queuing system used in the container terminal of The JICT is a type of Multiple Serve Single Stage
Queue model. In the queuing system of the Multiple Serve Single Stage Queue model, there are two or
more service facilities that are used which are fed by a single queue.
The rate of arrival of container cargo is displayed in Table 6. The presented data is on container loading
activities in 2020 at PT. JICT.

Table 6: Arrival Rate of the Containers at the JICT

Μ=(Total number of Boxes / Cranes)/(Total working hours x Total working days) =140.41 boxes/hour

Then we get the arrival rate of container cargo with boxes at the container terminal at the JICT in the
period January to December 2020 the arrival rate of container cargo =140.41 Boxes/Hour. The level of
container service is obtained by the author by observing secondary data in the form of loading and
unloading data at the container terminal of PT. JICT. This is then processed by the author by calculating
the level of container service speed, namely B/C/H (Boxes Crane Hours) with units of Teus/Hour. And
presented the author in the form of a table. The following is the data on the level of service for containers
of PT. JICT period January to December in 2020. With a total average load of 140.41 Boxes/hour (λ).
Each crane in container loading and unloading activities can serve container loads in a queue of 29
Boxes/Hour (µ).

Crane Utilization Analysis

Based on the total arrival rate of container cargo (Boxes) at the container terminal port of PT. JICT is
=140.41 Boxes/Hour, while the number of Quay Container Crane service levels in loading and

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unloading services is = 29 Boxes/Hour, the level of utilization of the loading and unloading equipment
(Quay Container Crane) is then calculated by using the following equation:
ρ=λ /(S.μ)
Information :
ρ= Quay Container Crane utilization rate (%)
λ= Arrival rate of cargo ( Boxes per hour )
μ= Service charge rate ( Boxes per hour )
S = Number of Servers/Crane (Unit)

Figure 3 visualises the queuing system of the quay container cranes in the JICT with an indication of
the parameters used.

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Figure 3: The Queuing System of The Quay Container Cranes in the JICT
Source: Authors

Table 7 presents data on the grouping of Quay Container Crane utilization conditions in loading and
unloading services at the container terminal port of PT. JICT according to the percentage level, as
follows:

Table 7: Queuing Performance of the QCC

Source: Calculated by Authors

Analysis of Container Loading and Unloading Service Queues

In this section, the level of activity by comparing the number of different loading and unloading
equipment according to the category for each use is done with the selection provisions. It is calculated
that the average level of arrival (unloading/loading) of containers is 150,887 boxes/month, with the
lowest level of total cargo being 126,395 boxes and the highest level of total cargo being 177,693 boxes.
The loading and unloading productivity that occurs is influenced by several factors including the level
of the world economy that occurs which affects the export and import of goods. In addition, the level

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of ship visits that occur at the container terminal port of PT. JICT's total visits are 1546 ship calls in the
period January to December 2020. With an average number of ship calls of 128 ship calls/month. And
the lowest number of ship visits was 116 ship calls and the highest number of visits was 145 ship calls.

Conclusions

The arrival rate of containers (loading/unloading) is (λ) = 140.41 boxes/hour and the service level (µ)
of loading and unloading containers (QCC) = 29 boxes/hour/QCC. The rate of ship calls in the period
January to December 2020 at PT. JICT The total number of visits is 1546 sip calls with an average ship
visit of 128 ship calls. And the level of activity of the Quay Container Crane at the container terminal
(JICT) in 2020 is best according to the results of the author's observations and analysis in this study is
to use all QCC (servers) which are 11 QCC units per with a utilization condition of (ρ) 44% or fall into
the condition category. Normally Used. Number of Containers queuing (Lq) = 0.00757627 boxes, spent
time of queuing containers (Wq) = 0.00323772 minutes, Number of medium containers in the QCC
system (Ws) = 4.852297 boxes, The spent time of containers in the QCC system (Ls) = 2.073631096
minutes.

References

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Pelanggan Pada PT. Kalstar Aviation Di Bandara Soekarno Hatta Tahun 2017.
Azwar, S. (2007). Metode Penelitian. Pustaka Pelajar.
Baruna, J., Vol, H., Penumpukan, L., Produktivitas, T., Muat, B., & Kemas, P. (2020). Jurnal Baruna Horizon
Vol. 3, No. 1, Juni 2020. Tenaga Kerja, Peralatan Bongkar Muat Lift on/Off, Dan Efektivitas Lapangan
Penumpukan Terhadap Produktivitas Bongkar Muat Peti Kema, 3(1), 156–169.
Cardoso Gomes, F. (2010). Manajemen Suber Daya Manusia. Andi.
Daft, R. L. (2006). Manajemen (6th ed.). Salemba empat.
Dessler, G. (2017). Manajemen Sumber Daya Manusia. In Pelatihan dan Pengembangan (p. 284).
Dicky, N. S. (2015). Analisis sistem antrian dalam kegiatan bongkar muat kendaraan di Pt Indonesia Kendaraan
Terminal Jakarta pada tahun 2015.
Dodou, A. D. I. M. (2016). Evaluasi Tingkat Kepuasan Pelayanan Perbaikan Kapal Pt. Dok & Perkapalan Kodja
Bahari Galangan I Jakarta Tahun 2016. 37.
Handajani, M. (2004). Analisis Kinerja Operasional Bongkar Muat Peti Kemas Pelabuhan Tanjung Emas
Semarang. Jurnal Transportasi Jurnal Transportasi Juni, 4(1), 1–12.
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Pasal I.
Kosasih, E., & Soewedo, H. (2012). Manajemen Keuangan & Akuntansi Peusahaan Pelayaran (2nd ed.).
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Lasse, D. . (2013). Manajemen Kepelabuhanan. Raja Grafindo Persada.
Our Facilities and Equipments. (2020). PT. JICT. https://www.jict.co.id/index.php/facilities-operations
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M., & Refelino, J. (2020). Manajemen Operasional :Teori dan Strategi (J. Simarmata (ed.); 1st ed.).
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Pasific, A. B. (2020). Analisis Penanganan Muatan Break Bulk Pada Kapal Mv. Mount Gough Di Terminal
Petikemas Surabaya (TPS).
Qatrunnada, D. D. (2016). Pengaruh Produktivitas Quay Container Crane Terhadap Berthing Time di Dermaga
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Render, B., & Hezser, J. (2005). Operations Management (2nd ed.). Erlangga.
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Operasi Ii Pt.Pelabuhan Tanjung Priok Tahun 2015-2016. 26–27.
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Singarimbun, M., & Efendi, S. (2008). Metode Penelitian Survei. LP3ES.

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Stevenson, W. J. (2009). Management Operation.

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IMPLEMENTATION OF MINIMUM SERVICE STANDARD AT TYPE A

TERMINAL JATIJAJAR DEPOK CITY OF INDONESIA

Rizky Arisanty, Djamal Subastian, Sarinah Sihombing, Edhie Budi Setiawan, Zaenal Abidin*

Institut Transportasi dan Logistik Trisakti, Jakarta, Indonesia

*
Corresponding author: abidin.zaenal103@gmail.com

Abstract
The Terminal Type A Jatijajar Depok City is a terminal managed by the Central Government, namely
the Jabodetabek Transportation Management Agency (BPTJ) of the Ministry of Transportation. BPTJ
seeks to improve its service performance in accordance with the Regulation of the Minister of
Transportation Number PM 40 of 2015 concerning Service Standards for the Operation of Road
Transport Passenger Terminals which include safety, security, reliability/regularity, comfort,
convenience/affordability, and equality. This study provides information related to the implementation
of Minimum Service Standards (SPM) and the factors affecting passenger satisfaction based on the
level of importance. Data collection was done through a random sampling method. A total of 190
respondents were analyzed using the Importance Performance Analysis (IPA) method. From the results
of the analysis, it is concluded that Jatijajar Type A Terminal has provided satisfaction, parallel with
users’ expectations. The results of the study also uncovered that there are no attributes that are in the
top priority of improvement. The facilities that are not yet available are battery charging facilities
(charging station), reading room, hotspot area, luggage storage area. In addition, the quality of service
related to the terminal officers, namely honesty, speed of service, and courtesy are added values that
should be provided in Jatijajar Terminal services.

Keywords: Minimum Service Standards, Passenger Terminal, Terminal Jatijajar, Importance Performance
Analysis

Introduction

According to (The et al., 2001) the unqualified public transportation services will have an impact on the
lower value for money, the decreasing standards of safety and efficiency, and the raising of urban traffic
congestion, which will eventually contribute to atmospheric pollution. Likewise, the low performance
of terminal services will have an impact on the decreasing interest in public transport users, so that
consumers will prefer to use private vehicles. The mode shift from public transportation to private
vehicles will potentially cause traffic congestion, which may lead to the number of violations and
accidents and also environmental pollution from vehicles fuel.

The main function of the terminal is as a place to get on and off passengers, a place for bus arrivals and
departures, and a place to change modes. (Iles, 2005) argues that bus terminals should be located near
points of high demand for maximum passenger comfort. But in reality, the location of stations is often
determined primarily by site availability, and as a result, they are often in inappropriate locations,
causing inconvenience to passengers using them, and increasing vehicle operating costs due to the long-
distance travelled.

Efforts to develop and improve terminal facilities in order to fulfil services for users namely the general
public facilities are an absolute responsibility of the government to meet the users’ needs. Along with
the stronger demand for transportation services, especially in the field of passenger transportation,
public transportation services have been identified to have many critical problems in accordance with
the minimum standards of terminal operations. The decline in the service performance of officers is
also a problem for the effectiveness of terminal service performance, which will have an impact on the
performance of terminal management by the government (Hefyansyah et al., 2020).

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The purpose of this study is to find out what factors have the most influence on passenger satisfaction
based on their level of importance at Jatijajar Terminal, Depok city and to find out how the implications
of implementing the Quality Assurance System on passenger satisfaction at Jatijajar Terminal Depok
City.

Through the passenger production chart, the growth of passengers arriving and departing will show the
condition of balance. From the following graph (Figure 1), the number of passengers is in an unbalanced
condition, far fewer arriving passengers than departing passengers, which is around 50%. There is a
tendency for passengers to arrive and depart to increase until the end of 2019.

Figure 1. Passenger Production Data-2019

However, from the beginning of 2020 until the beginning of the pandemic, namely March 2020,
departing and arriving passengers have decreased even though the number of buses serving passengers
has not decreased (Figure 2). The number of operating fleets has begun to decrease since the pandemic.
Prior to the pandemic, there were no changes to the departure schedule or an increase in fares. The
decrease in the number of passengers at the Jatijajar Terminal needs to be investigated further because,
on the other hand, BPTJ seeks to meet the aspects of the Quality Assurance System in terminal services.

Passenger Production
PRODUKSI - Arrivals
KEDATANGAN And Departures
DAN KEBERANGKATAN PENUMPANG AKAPYear
DAN AKDP TAHUN 2020

18,000 17,104
16,000
14,225
14,000 12,437

12,000

10,000 8,908
8,000 6,550
7176
6,000
1,513 1,595
3,297
4,000
1,734 1,187 688 463 716
1,772 1,571 195
2,000 613 609
398 418 473 263
- 1,525 674 581 0 0 0
37 53 263 279
JAN FEB MAR APR MEI JUN JUL AGST SEPT OKT
DTG PNP AKAP BRKT PNP AKAP DTG PNP AKDP BRKT PNP AKDP

Figure 2. Passenger Production 2020

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To find out the extent of satisfaction felt by the community as users of terminal facilities, an analysis
of service standards is needed for various kinds of facilities needed based on the concept of passenger
movement. Individual passenger groups’ emphasis on different service attributes differs (Gupta &
Datta, 2012). Analysis of the fulfilment of the Quality Assurance System begins with observing
conditions in the field regarding the needs of various facilities at the terminal based on movement
patterns and user requests regarding safety, security, reliability/regularity, comfort,
convenience/affordability and equality.

Methodology

The population of this research is all users of Terminal Jatijajar. Based on production data, passengers
arriving and departing in January 2021 averaged 359 people per day. Therefore, the total population in
this study was determined to be 359.
The sample used in this study was obtained by the random sampling technique. The number of
respondents (sample) is determined using Slovin’s formula:

N
n=
(1 + Ne2 )
n = sample size
N = population size
e = presentation of leeway due to lack of accuracy in taking the sample

The number of samples was determined from the population based on the daily data of passengers of
Terminal Type A Jatijajar, Depok City, namely
359
n= = 189.1
(1+359.0,0025 )

The number of respondents in this study was 190 users of Terminal Type A Jatijajar, Depok City.
The variables in this study are:
a. Terminal Quality Assurance System
b. Passenger satisfaction level
c. Importance-Performance Analysis (IPA)

IPA is a tool used to analyze customer perceptions by comparing the level of importance of a product
or service to the level of satisfaction felt by service users. In measuring the level of importance and
level of satisfaction with respondents' answers, a 5-level scale (Likert scale) was used. Table 1 lists the
variable, dimension and indicator.

Table 1: Instrument Grid

Variable Dimension Indicator
Public Competency Officers’ capability
satisfaction Attitude Officer Discipline;
Officer Responsibility;
Officer Speed Of Service;
Officer Courtesy;
Officer Friendliness
Officer Honesty (No Extortion).
Complaint Availability of a Complaint Handling System;
handling
Suggestions and Same Treatment of Services
feedback
Facilities Availability of Facilities and Amenities;
Availability of Supporting Facilities.
Safety Pedestrian Lanes;

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Minimum Road Safety Facilities;

Standard of Evacuation Route;
Service Fire Extinguishers;
Post, Facilities And Health Workers;
Safety Facility Information;
Health Facility Information.
Security Security Facilities;
Media for Complaints of Security Disturbances;
Security Officer.
Reliability/ Arrival-Departure Schedules & Schedule Realization;
Regularity Ticket Sales Counter;
Terminal Operations Officer;
Terminal Operator Office;
Control Room and Terminal Management.Information System
Convenience Waiting Room;
Toilet;
Worship Facilities/Mosque;
Green Open Space;
Restaurant;
Cleaning Facilities;
Vehicle Crew Room;
Smoking Area;
Drainage;
Hot Spot Areas;
Reading Room/Library;
Room Lighting.
Convenience/ Departure Route;
Affordability Arrival Route;
Service Information;
Information about Advanced Line;
Information about Travel Disruption;
Deposit Box;
Battery Charging Facility;
Place of Boarding / Disembarking Passengers;
Parking Lot.
Equality Facilities for People With Disabilities;
Nursing Room.
Importance Level Of Very Important;
Performance Importance Important;
Analysis Quite Important;
Not Important;
Very Unimportant.

Furthermore, the attributes are grouped in one of four quadrants called a Cartesian diagram which is
bounded by the X-axis and Y-axis, as shown in the following Figure 3.

The Cartesian IPA diagram is a diagram with four quadrants and by two axes that intersect
perpendicularly (x, y), where x represents performance appraisal scores, while y represents the service
importance (Pradhana et al., 2020). Service elements that are in quadrant 1 suggest high importance but
low performance. In this condition, the interests of service users are at a high level (considered
important by passengers), while in terms of satisfaction, service users feel dissatisfied so service quality
improvements are a top priority by service providers. Service elements available in quadrant 2 signal
high importance with high performance. This condition means that the factors that the service items are
considered important and the users are satisfied with their performance. In this case, the manager should
maintain their performance.

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Figure 3. Importance-Performance Grid or Cartesian Diagram

When the service elements are in quadrantQuadrant3, it means Quadrant

that they have low importance with low
performance. This condition shows that the factors related to service quality are considered unimportant
by service users and the performances are mediocre so improving the quality of the items is not too
urgent. Service elements that occupy quadrant 4 have low importance while performance is high. In
this condition, the items of service are not important for service users. They feel that the service received
is more than expected (excessive) so there is no need for service improvement from the service provider.
Quadrant Quadrant

Results and Discussion

The use of the IPA method is useful for mapping the level of service importance on the Y-axis and the
level of satisfaction on the X-axis. Each quadrant indicates the priority scale for making policies in
service improvement. The following are the results of the IPA analysis at the Jatijajar Type A Terminal
Depok City.

Figure 4: IPA Cartesian Diagram

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From the statistical results, as exhibited in Figure 4 passenger perceptions are categorized as follows:
1. Quadrant A (Top Priority)
There is no single attribute that is included in quadrant A, so there is no element that needs to be
repaired or improved.
2. Quadrant B (Maintain Achievement)
The attributes contained in quadrant B are four items covering the aspects of comfort and
convenience/affordability, namely:
a. Internet-free area/hot spot area
b. Reading room/ library
c. Deposit box
d. Battery charging facility/charging corner
3. Quadrant C (Low Priority)
The existence of attributes that are in this quadrant is considered less important for terminal users
and their performances are included in the sufficient category, they are :
a. Pedestrian lanes
b. Lights in the terminal area
c. Signs and signage
d. evacuation routes and gathering points
e. Fire Extinguisher
f. Health post and facilities
g. Vehicle Light repair facilities
h. Security posts, security officers, and surveillance cameras (CCTV)
i. Information and complaints desk
j. officers on duty
k. Travel information board
l. Bus arrival and departure punctuality
m. Clean waiting room
n. Clean toilet
o. worship facilities (mosques)
p. Cleaning facilities and cleaning staff
q. Drainage system to anticipate puddles/floods
r. Facilities for people with disability;
s. Officer's ability to provide information
t. Service speed of service
u. Officer Courtesy
v. Staff friendliness
w. Honesty of officers (no extortion)
x. Complaint handling system
y. Same treatment when receiving services
4. Quadrant D (Excessive)
The performance of the attributes in this quadrant is done very well and satisfactorily, but for
terminal users, it is considered unimportant. Service attributes included in this quadrant include
aspects of reliability/regularity, comfort, convenience/affordability, and equality, namely:
a. Fixed and regular ticket sales counter
b. Terminal officer office
c. Green open space
d. Restaurant/ Canteen facilities
e. Vehicle crew room
f. Smoking area
g. Departure and arrival lanes
h. Loudspeaker for travel information
i. Parking lot
j. Nursing and baby room

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Conclusion

Factors that influence the satisfaction of Type A terminal users in Jatijajar Depok City based on the level
of importance are the availability of terminal facilities and also aspects of the performance of officers in
providing services, namely officers speed of service (responsiveness), not extortion, friendly, polite, and
the same treatment of complaint. In the future, the availability of battery charging facilities (charging
corner), internet area (hot spot area) will be able to increase satisfaction for terminal users because these
facilities are considered important. The fulfilment of the attributes in the Quality Assurance System has
direct implications for the satisfaction of terminal users. From the results of the analysis on the Cartesian
diagram through the IPA approach, it was concluded that the level of suitability of the Jatijajar Type A
Terminal service had met the expectations of service users because none of the service attributes is listed
in quadrant I, so that there is no items of service should be on top priority.

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Analysis dan Model Kano pada Penumpang Kereta Rel Listrik di Stasiun Bekasi The Implementation of
Important Performance Analysis and Kano Model on the Passengers of Commuter Line at Bekasi
Railway Station. 1(2), 86–105.
Sahfitri, V. (2017). Facebook Commerce Menggunakan Metode Importance Performance Analysis ( Ipa ). Ilmiah
Matrik, 79–90. https://media.neliti.com/media/publications/224936-analisis-kepuasan-pelanggan-
terhadap-pem-92f15c25.pdf
The, S., Committee, G. S., & Directors, A. E. (2001). Improving public transport.

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IMPLEMENTATION OF OCCUPATIONAL HEALTH AND SAFETY AND USE OF

MATERIAL HANDLING EQUIPMENT ON EMPLOYEE PERFORMANCE
PRODUCTIVITY AT PT JAGA LAUTAN UTAMA 2021

Sonya Sidjabat* & Eva Rosdiana

Trisakti Institute of Transportation and Logistics, Jakarta, Indonesia

*
Corresponding author: sonyasidjabat@gmail.com

Abstract
PT Jaga Lautan Bersama is the national integrated logistics service provider that specializes in sea or
ocean freight tug barges, logistics projects, jacking rolling systems as well as integrated logistics
solutions. This study aims to empirically examine the effect of the applicable occupational health and
safety and material handling equipment on employee performance productivity at PT Jaga Lautan
Bersama. The sample in this study amounted to 30 employees. This research is quantitative descriptive
research using a questionnaire and observation method with a multiple linear regression approach and
hypothesis testing. The result showed a multiple linear equation Y = -0,12 + 0,728X1 + 0,154X2, testing
the hypothesis with the f test obtained and F count value of 70,568 with probability (p) = 0,000. Based
on the provision of the test where the probability value (p) ≤ 0,05, F count > F table 70,568 > 3,35, so Ho
is rejected and Ha is accepted, so it can be said that the variable of occupational health and safety and
material handling equipment simultaneously have a significant effect on the productivity of employee
performance.

Keywords: occupational health and safety, material handling equipment, employee performance productivity

Introduction

In the last decade, especially in the field of communication media, many innovative advances have been
made rapidly, human assets are by no means simple because different superstructures and foundations
are expected to help recognize the value of human assets. Human resources regardless of their form or
purpose are the core elements of an organization. Organizations are created with a vision of benefiting
people and to fulfil their mission, organizations are managed and controlled by people. Productivity is
needed in industries and organizations engaged in goods and services. Productivity is a measure of the
result achieved by an organization or mechanical place in creating a product and service. Productivity
is said to be high if the result obtained is superior to the work tools used. On the other hand, productivity
is said to be low if the output produced is less than the source of labor used. Technically, productivity
is the comparison between the results obtained (output) with the required resources (inputs). That way
(Faslah & Savitri, 2017) suggest the productivity inputs (labor, capital). The natural resources, energy,
etc.) and outputs (goods and services) quality and quantity. In government regulation of the Republic
of Indonesia number 88 of 2019 concerning occupational health that in order to ensure that the
workforce is healthy, protected, and useful, it is necessary to make essential welfare efforts for a
coordinated, comprehensive and mandatory effort of the welfare security department. In the context of
logistics, the focal point material handling equipment maintenance has the option to move materials
and goods over appropriate distances within distribution centres, industrial facilities, cross-dock and
transportation terminals.

The motivation behind material care is relied on to increase usability, skill, natural appeal, and safe
tasks. In the job safety analysis of PT Jaga Lautan Bersama, there are several work steps carried out in
a project to avoid the risks faced during the implementation and use of material handling equipment
that must be understood so that job safety can be carried out properly at work. When doing work, it is
expected that every employee can be equipped with knowledge and application of occupational health
and safety which has a high level of risk of workplace of accidents. The selection of equipment and

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technology for material handling equipment must use the correct method to regulate the movement of
materials and products in sufficient quantities. Right place and time, right sequence, right location and
conditions, and done right in an effective manner. According to (Afandi, 2018) performance is the result
of work that can be completed by a person or association in an organization in accordance with their
respective skills and duties with the ultimate goal of achieving an authorized goal, not abusing the law
and not contradicting ethics and morals. According to (Suwardi & Daryanto, 2018) occupational and
health safety identifies areas related to the health, safety and welfare of people working in factories and
project sites. Occupational and health safety also protect co-workers, workers’ families, consumers, etc.
who may be affected by working conditions. According to (Debrina Puspita, 2017) material handling
or material or material transfer is the act of moving material from one point to another (at a certain
distance).

Methodology

This study aims to analyze and evaluate the effect of the application of Occupational Health and Safety
(K3) and the use of materials handling equipment on the productivity of PT Jaga Lautan Bersama's
employees. Data collection methods in this study consisted of questionnaires, observation, and library
research. The data processing methods in this study consist of editing, scoring and tabulation. The data
instrument test used in this study is the validity test and the reliability test. The data analysis method
used in this research is descriptive statistics. Descriptive statistics are statistics used to describe the
collected data as it is and analyze it without the intent to make conclusions or generalizations that can
be applied publicly. Data analysis and conclusions are drawn using simple statistics, and quantitative
data can be modified by defining metrics based on response variability scores. Variations of answers
ranged from 1 to 5 by giving a score for each alternative answer. The range of scores for each answer
was searched to determine the criteria. That is, the distance from one criterion to another is 0.8. The
number is obtained by subtracting the lowest value from the highest value and dividing it by the number
of alternative answers.

In this study, the population that the author uses as the object of research is all employees of the PT
Jaga Lautan Bersama unit, totalling 30 people. In this study, the population was relatively small. If the
population is relatively small, less than 30, the sampling technique uses all members of the population
to be sampled.

Results and Discussion

PT Jaga Lautan Bersama is a national integrated logistics service provider company that specializes in
Sea/Ocean Freight Tug Barge, LCT, Project Logistics and Jacking Rolling System and Integrated
Logistics Solutions. The logistics services provided can be tailored to customer needs. These services
include multi-modal transportation, project logistics distribution services and jacking rolling tools and
integrated logistics solutions with area coverage throughout Indonesia. PT Jaga Lautan Bersama focuses
on the market segment of companies engaged in the manufacturing, agriculture, mining, energy
industries such as oil and gas, EPC (Engineering Procurement & Construction), and others.

Descriptive Analysis
Data analysis and conclusions use simple statistics, and quantitative data can be modified by defining
metrics based on response variability scores. Variations of answers from 1 to 5 by giving a score for
each alternative answer. The range of scores for each answer is sought to determine the criteria. That
is, the distance from one Criterion to another is 0.8. The number obtained by subtracting the lowest
value from the highest value and dividing it by the number of alternative answers as summarized in
Table 1.

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Table 1: Response score in numeric format

The average value of the indicator on the X1 variable (Occupational Health and Safety) obtained an
interpretation number of 3.55 (4.33 - 4.63) which can be interpreted as being in a good category, thus
the implementation of Occupational Health and Safety at PT Jaga Lautan Bersama has been running
smoothly. good.

The average value of the indicator on the X2 variable (Material Handling Equipment) obtained an
interpretation number of 3.51 (4.33 – 4.5) which can be interpreted as being in a good category, thus
the use of Material Handling Equipment at PT Jaga Lautan Bersama has been running smoothly. good.
The average value of the indicator on the Y variable (Employee Performance Productivity) obtained an
interpretation number of 3.56 (4.36 - 4.56) which can be interpreted as being in a good category, thus
the productivity of employee performance at PT Jaga Lautan Bersama has been going well.

Simultaneous Significance Test (F Test)

The F test is used to determine the effect of the independent variables simultaneously (simultaneously)
on the dependent variable. In this case, the Application of Occupational Health and Safety and the Use
of Material Handling Equipment on Employee Performance Productivity from the Statistical Analysis
Program (SPSS) Version 25, the results of the analysis obtained are: Based on the analysis data above,
if F count > Ftable then Ha is accepted, meaning that the independent variable simultaneously has a
significant influence on the dependent variable. In table 4.8 above, the F count value is 70.568. The F
table value of 3.35 can be seen in the attachment of Table F.

Conclusion

Based on the results of the research described in chapter IV, the following conclusions can be drawn:
1. From the analysis of Variable X1 (Occupational Health and Safety) the respondents' answers are as
many as 240 answers with details of the total respondents' answers (SS) strongly agreeing as many as
109 with a percentage of 45.41%, respondents' answers (S) agreeing as many as 127 with a percentage
of 52.91%, respondent's answer (N) is neutral as much as 4 with a percentage of 1.67%. This shows
that the implementation of occupational health and safety at PT Jaga Lautan Bersama is good because
most of the respondents' answers agree and strongly agree. The above is also supported by hypothesis
testing, the t count value is 11.268 and the regression coefficient (β) is 0.827 with probability (p) =
0.000. The results of the analysis show that the probability value (p) 0.05, it can be concluded that
occupational health and safety has a positive effect on employee performance productivity.

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2. From the analysis of Variable X2 (Material Handling Equipment) the respondents' answers are as
many as 240 answers with details of the total respondents' answers (SS) strongly agreeing as many as
103 with a percentage of 42.91%, respondents' answers (S) agreeing as many as 129 with a percentage
of 53.75%, respondents' answers (N) were neutral as many as 8 with a percentage of 3.33%. This shows
that the use of material handling equipment at PT Jaga Lautan Bersama is good because most of the
respondents' answers agree and strongly agree. The above is also supported by hypothesis testing, the t
count value is 4.685 and the regression coefficient (β) is 0.573 with probability (p) = 0.000. The results
of the analysis show that the probability value (p) 0.05, it can be concluded that material handling
equipment has a positive effect on employee performance productivity.
3. From the analysis of Variable Y (Employee Performance Productivity) the respondents' answers are
as many as 240 answers with details of the total respondents' answers (SS) strongly agree with 114 with
a percentage of 47.5%, respondents' answers (S) agree as many as 121 with a percentage of 50.41%,
respondents' answers (N) were neutral as many as 5 with a percentage of 2.08%. This shows that the
productivity of employee performance at PT Jaga Lautan Bersama is good, because most of the
respondents' answers agree and strongly agree. The above is also supported by simultaneous testing,
the F count value is 70.568 with probability (p) = 0.000. Based on the provisions of the F test where the
probability value (p) 0.05, it can be said that the variables of occupational health and safety and material
handling equipment simultaneously have a significant effect on employee performance productivity.

References

Bhastary, M. D., & Suwardi, K. (2018). Effect of Occupational Safety and Health on Employee Performance.
Journal of Business Research and Investment, 3(3), 69. https://doi.org/10.35697/jrbi.v3i3.946
Faslah, R., & Savitri, M. T. (2017). Effect Of Work Motivation And Work Discipline On Work Productivity On
Employees Of Pt. Kabelindo Murni, Tbk. Journal of Economics and Business Education (JPEB), 1(2),
40–53. https://doi.org/10.21009/jpeb.001.2.3
Firmanzah, A., Hamid, D., & Djudi, M. (2017). Effect Of Occupational Safety And Health On Employee
Performance (Study on Employees of PT. PLN (Persero) Kediri Area Distribution East Java). Journal of
Business Administration S1 Universitas Brawijaya, 42(2), 1–9.
Kumaat, R. L., Wulur, M., & Sumarauw, J. S. B. (2017). Material Handling Analysis on Clove Commodity in
Kembes Village. EMBA Journal, 5(2), 414–422.
Kurniawan, M., & Pramesti, R. N. (2019). Analysis of Material Handling of Tea Products at Pt Perkebunan
Nusantara Xii Wonosari Tea Plantation Using Material Handling General Analysis Procedure.
Tekmapro: Journal of Industrial Engineering and Management, 14(1), 52–58.
https://doi.org/10.33005/tekmapro.v14i1.29
Laksmiari Pradita, N. P. (2019). The Effect of Work Motivation on Employee Work Productivity at the Lotus
Flower Tea Company in Patemon Village, Serrit District. Journal of Economic Education, 10(2), 54–63.
Alfazri, M. R., Martin, F., Sucipto, Y. D., & Sidjabat, S. (2020). Analysis Of The Effect Of Customer Satisfaction
To Light Rail Transit (Lrt) Service Quality In Jakarta. Advances in Transportation and Logistics
Research, 3, 414-423.
Eka, P. D. (2021). Pengaruh Motivasi Dan Disiplin Kerja Terhadap Kinerja Karyawan PT. Mega Finance Kantor
Pusat Jakarta Selatan. Jurnal Ekonomi Efektif, 3(4), 522-534.
Sihombing, S., Gultom, R. S., & Sidjabat, S. (2015). Manajemen sumber daya manusia. Edisi Revisi. Jakarta:
Penerbit In Media.
Mathew, M., & Sahu, S. (2018). Comparison of new multi-criteria decision-making methods for material handling
equipment selection. Management Science Letters, 8(3), 139-150.
Marasova, D., Saderova, J., & Ambrisko, L. (2020). Simulation of the use of the material handling equipment in
the operation process. Open Engineering, 10(1), 216-223.
Wangi, V. K. N. (2020). Dampak Kesehatan Dan Keselamatan Kerja, Beban Kerja, Dan Lingkungan Kerja Fisik
Terhadap Kinerja. Jurnal Manajemen Bisnis, 7(1), 40-50.
Hakim, A. R. (2017). Implementasi Manajemen Risiko Sistem Kesehatan, Keselamatan Kerja dan Lingkungan
(K3L) pada Pembangunan Flyover Pegangsaan 2 Kelapa Gading Jakarta Utara. Media komunikasi teknik
sipil, 23(2), 113-123.

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IDENTIFYING AREAS OF IMPROVEMENT FOR BUS COMPANY SAFETY

CLIMATE
Mohamad Suffian Ahmad*, Aqbal Hafeez Ariffin

Vehicle Safety and Biomechanics Research Centre, Malaysian Institute of Road Safety Research
(MIROS), 43000 Kajang, Selangor, Malaysia
*
Corresponding author: m.suffianahmad@miros.gov.my

Abstract
Road accidents in Malaysia are showing an increasing trend from the year 2010 to 2018. Based on the
police statistics for multiple vehicle accidents (MVA), heavy commercial vehicle (HCV) accidents
normally involved third party vehicles such as passenger cars, motorcycles, and other types of vehicles.
The situation is more worrying since the number of lives and passengers involved in MVA involving
heavy commercial vehicle accidents is higher than MVA without HCV involvement. In 2013, Safety
Star Grading (SSG) programme has been introduced by the Malaysian Institute of Road Safety Research
(MIROS) as an indicator of bus company safety management. Nevertheless, the safety climate of the
awarded company has never been assessed. This study aims to explore the safety climate of an express
bus company in Malaysia. Nordic Safety Climate Questionnaire (NOSACQ-50) was adopted to
investigate the safety climate of the bus company. Analysis was then carried out using spreadsheets and
SPSS statistical software to demonstrate the safety climate. Findings from this study show that the
overall safety climate result has a higher mean score of more than 3 (of the maximum total scale of 4)
for management safety priority and ability, worker safety commitment, peer safety communication,
learning and trust in safety ability, and worker’s trust in the efficacy of safety systems. In addition, there
is a significant difference in several safety climate dimensions between the management and workers.
Based on the findings, the areas that need to be improved are management safety empowerment;
management safety justice; and workers’ safety priority and risk non-acceptance. This study could be
taken as a good example and actuators for other transport and logistics companies to explore more on
their safety climate.

Keywords: OSH in Transport, Safety climate, Bus, Safety Management, NOSACQ-50.

Introduction

Road accidents in Malaysia are showing an increasing trend from the year 2010 (414,421) to 2018
(548,598). Table 1 shows the number of accidents involving heavy commercial vehicles such as buses
which remain on a static figure around 7,258 to 10,617 accidents per year (RMP, 2018). Though the
number of accidents involving heavy commercial vehicles is lower than private vehicles, it is more
worrying since the accidents are more severe and normally involved a higher number of lives and
passengers as compared to private vehicles (Solah et al., 2013).

Table 1: Statistics of motor vehicles involved in road accidents by type of vehicle, 2010-2018
Passenger
Year Motorcycle Van Bus Lorry 4WD Taxi Bicycle Others Total
Car
2010 120,156 511,861 18,788 9,580 50,438 25,777 9,899 2,178 11,756 760,433
2011 120,017 546,702 17,916 9,986 53,078 30,828 11,197 2,033 16,394 817,151
2012 130,080 655,813 15,143 10,617 42,158 32,891 11,680 1,310 21,540 921,232
2013 121,700 632,602 17,148 10,123 39,276 52,512 11,651 1,370 15,441 901,823
2014 125,712 615,578 15,041 9,193 37,481 41,464 10,856 1,275 27,743 886,343
2015 123,408 625,758 14,565 8,804 34,942 46,163 9,591 1,119 29,924 894,274
2016 135,181 670,935 14,470 9,462 35,064 48,907 8,399 1,318 36,833 960,569
2017 108,221 564,491 13,347 7,258 31,747 44,297 5,328 787 24,047 802,523
2018 113,288 591,399 17,226 7,328 36,915 45,757 3,912 727 21,143 837,695

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Referring to the Royal Malaysia Police data, Figure 1 shows the total number of casualties and damages
caused by road accidents for the year 2010-2018. From the statistics, the total number of accidents is
increasing every year. One of the main concerns regarding the statistics is the increasing number of
fatalities each year.

Figure 1: Total casualties in road accidents for 2010-2018 (RMP, 2018)

The factors that contribute to road accidents could be various namely human factors, environment, road
design and vehicle. Manpower loss and money are generally associated with the result of road accidents.
Research by Mohd Yusoff et al. (2013) shows that in fatal injury relating to car drivers and motorcyclists
the value of statistical life of a fatality ranged from RM 1 million to RM 1.7 million.

Ironically, road accidents involving heavy commercial vehicles would also involve third party vehicles
such as cars, motorcycles and other vehicles. It is more worrying since the number of lives and
passengers involved in heavy commercial vehicle accidents are higher than in private vehicles alone.
Table 2 shows high-profile crashes involving heavy commercial vehicles from the year 2007 to 2017.

Table 2: High profile crashes involving heavy commercial vehicle 2007-2017 (CIRD, 2018)
Date Place Casualties Fatalities
13 Aug 2007 Bukit Gantang 32 22
7 Dec 2008 Tangkak 24 10
13 Apr 2009 Rawang 11 6
10 Oct 2010 Simpang Ampat 48 13
20 Dec 2010 Simpang Pulai 37 26
11 Nov 2011 Behrang 29 4
21 Aug 2013 Genting Highland 53 37
15 Jan 2015 Tapah 31 8
24 Dec 2016 Pagoh 30 14
24 Oct 2017 Juru 44 8

In 2013, Safety Star Grading (SSG) programme has been introduced by the Malaysian Institute of Road
Safety Research (MIROS) as an indicator of bus company safety performance. Safety Star Grading
serves as an alternative medium in communicating safety-related information by the bus company. The
public will be able to see the safety and service levels of the bus company in the form of star grading
where the higher stars are better. This makes it easier for people to select which companies are safer
and provide better services. Several companies have been awarded star ratings for MIROS SSG

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Programme in 2014 and 2016 (Ahmad et al., 2016). The SSG rating of the participated companies
indicates that the company has better safety management.

A general view rose of organisational climate as an aggregate marvel characterized by a shared view of
the techniques, practices and sorts of practices that get compensated and bolstered with respect to a
particular key centre (Schneider et al. 2013). Silva et al. (2004) and Yule et al. (2001) stated that safety
climate includes the qualities, convictions, standards, practices, methodology and activities in every one
of the approaches and awareness at safety zone by the employees’ and it is an important antecedent of
safety at work (Vinodkumar and Bhasi, 2009). Nevertheless, the safety climate of the awarded star rated
company has not been assessed. Furthermore, there are limited studies in Malaysia regarding the safety
climate of the express bus company. Thus, this study would like to explore the safety climate and
identify the area of improvement for the awarded bus company.

Methodology

Research Design
The research design is based on a cross-sectional study. The instrument involved in this study is the
questionnaire to management and staff of the express bus company.

Data Collection
Data collection in this study involved a survey from the express bus company management and staff.
Prior to data collection, an official request to conduct a survey with the express bus company was sent
via official letter. Additionally, the researcher demanded consensus from the respondents involved in
this study.

Sample selection and sample size

The selected express bus company in this study is the company that has been awarded with a 5-star
rating from the MIROS SSG Programme. The company office is based in Klang Valley. The survey
respondents were the workers from the express bus company. The total number of respondents involved
in this study were 104.

Questionnaire development and survey

The questionnaire used in this study consisted of two parts. The first part is the demographics of the
respondents. The variables include gender, age group, job position, race, marital status, education
background, monthly income, household income, overall working experience, working experience with
the company, number of accidents and number of traffic summons.

The second part of the questionnaire is the survey for measuring safety climate using established the
Nordic Safety Climate Questionnaire (NOSACQ-50) (Kines et al., 2011). The survey was adopted from
NOSACQ-50 using a four Likert scale with scale 1 for “strongly disagree”, scale 2 for “disagree”, scale
3 for “agree” and finally, scale 4 for “strongly agree”. NOSACQ-50 consists of 50 items covered seven
dimensions that are shared perceptions of management safety priority, commitment and competence;
management safety empowerment; management safety justice; workers’ safety commitment; workers’
safety priority and risk non-acceptance; safety communication, learning, and trust in co-workers’ safety
competence; and workers’ trust in the efficacy of safety systems.

Data Analysis
This study is designed to use quantitative and qualitative as the process of data analysis. All the
responses obtained from the survey were keyed in and analysed by using Statistics Software SPSS
version 21 and Microsoft Excel spreadsheet. Prior to the analysis, data cleaning was conducted to ensure
there was no missing data and all the relevant data were correctly entered. Then, data were analysed
based on descriptive statistics to profile the distribution of the respondents. Lastly, areas of
improvement for the safety climate of bus companies were recommended based on analysis of the safety
climate survey.

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Results and Discussion

Distributions of Respondents
The number of respondents involved in this study consists of 18 management, 34 general staff and 52
drivers. The nature of business has been the challenge as the driver has limited time to participate in
this study. Table 3 tabulates the profile of respondents who participated in the survey.

Table 3: Distributions of respondents (N = number of samples)

Variables N %
Male 80 76.9
Gender
Female 24 23.1
Below 25 18 17.3
25 to 35 51 49
Age
(Mean: 35.05) 36 to 45 14 13.5
46 to 55 13 12.5
More than 55 8 7.7
Single 37 35.6
Marital Status
Married 67 64.4
Primary school 4 3.8
Education Secondary school 66 63.5
College/Universities 34 32.7
Management 18 17.3
Job Title General Staff 34 32.7
Driver 52 50
Below RM500 0 0
RM500 – RM1500 22 21.2
Monthly income RM1501 – RM2500 50 48
RM2501 – RM3500 23 22.1
More than RM3501 9 8.7
Below RM500 0 0
RM500 – RM1500 21 19.1
Household income RM1501 – RM2500 42 40.4
RM2501 – RM3500 24 23
More than RM3501 19 18.3
Less than 3 years 21 20.2
Working experience 4 years to 10 years 33 31.7
More than 10 years 50 48.1
Less than 3 years 51 49
Years working with the
4 years to 10 years 42 40.4
company
More than 10 years 11 10.6

In this study, 76.9% of the respondents were male while the remaining 23.1% were female and all of
them were Malay. Most respondents were in the age group of 25 to 35 years old with 49%. The other
age groups were 17.3%, 13.2% and 12.5% for the age group below 25 years old, 36 years old to 45
years old and 46 years old to 55 years old, respectively. In addition, there were 7.7% of respondents of
age more than 55 years old.

From the 104 respondents, more than half were married (67 persons married and 37 persons are single).
As for the educational background, 63.5% of the respondent have secondary education while 32.7%
have college or universities education. The rests 3.8% of the respondents had only attended primary
school education.

The majority of monthly income among the respondents were in the range of RM 1,501 to RM 2,500
with 48% while 8.7% were paid more than RM 3,501. Other respondents received a salary of RM 500

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to RM 1,500 and RM 2,500 to RM 3,500 with an almost similar percentage that was 21.2% and 22.1%,
respectively. In terms of household income, most respondents were in the same range of RM 1,501 to
RM 2,500 but the number of respondents having household income more than RM 3,500 increased to
19 people count of 18.3% of total respondents. The other 19.1% and 23% of the respondents were in
the range of RM 501 to 1,500 and 2,501 to RM 3,500, correspondingly.

According to working experience, most of the respondents have been working for more than 10 years
(48.1%), while 20.2% working had less than 3 years and 31.7% working for 4 to 10 years of experience.
Additionally, quite a high number of the respondents (51%) have been working with the company for
more than 4 years whereas 49% of them only worked for the company less than 3 years. Table 4 shows
the distribution of respondents in detail.

Safety Climate Survey

The interpretation of the safety climate survey was according to the mean score. The mean score of
more than 3.30 indicates a good level allowing for maintaining and continuing developments; mean
score between 3.00 – 3.30 indicates a fairly good level with the slight need for improvement; mean
score between 2.70 – 2.99 indicates a low level with the need for improvement; and mean score less
than 2.70 indicates low level with great need of improvement.

From the overall results, the dimensions that have a mean between 3.00 – 3.30 are management safety
priority and ability; worker safety commitment; peer safety communication learning and trust in safety
ability; and worker’s trust in the efficacy of safety systems. The dimensions that have a mean between
2.70 – 2.99 are management safety empowerment; management safety justice; and worker's safety
priority and risk non-acceptance. Figure 2 shows the overall NOSACQ-50 results for all respondents.

Figure 2: Overall safety climate result

Next, the result for NOSACQ-50 has been detailed into three different radar diagrams according to the
position of the respondents. The positions are management, general staff and driver. From the results,
it showed that the management has a bigger radar diagram of safety climate with most of the dimension
mean scores are above 3 except the dimension of worker’s safety priority and risk non-acceptance.
Figure 3 showed the NOSACCQ-50 result for management, general staff, and drivers.

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Figure 3: Safety climate result based on the job position.

From the findings, the majority of the respondents agreed that the bus company has a fairly good level
of safety climate with a slight need of improvement for management safety priority and ability; workers'
safety commitment; safety communication, learning and trust in co-worker’s safety competence; and
workers trust in the efficiency of safety systems. However, there is a need for improvement on
management safety empowerment and management safety justice. The biggest improvement is related
to workers' safety priority and risk non-acceptance (mean score below 2.70).

In order to improve workers' safety priority and risk non-acceptance, the training need analysis (TNA)
must be conducted as different positions in the organization may require different training due to
different hazards involved. In terms of knowledge, workers who have a better understanding of hazards
will be most likely to avoid higher-risk work that could lead to road accidents and related injuries. The
competent workers would have better judgement of non-risk-taking decisions as compared to less
competent workers and lack of training. Some studies had highlighted that effective and varied training
is important to increase safety (Cooper and Philips, 2004; Vinodkhumar and Bhasi, 2010; Griffin and
Neal, 2000; Oah et al, 2018; Yule, 2007; and Andersen et al., 2018). In addition, continuous
management commitment is needed to increase the worker's awareness and skill competency related to
safety. This is supported by DeDobbeleer and Beland (1991); Flin et al. (2000); Mohamed (2002);
Andersen et al. (2011); Fugas et al. (2012); and Amponsah-Tawiah and Mensah (2016) that employees’
perception regarding management commitment to safety is a core ingredient in shaping a positive safety
climate. Moreover, the more committed managers are to safety, the more likely they will reward
workers’ safety behaviour and transmit the information workers need to be able to do their work with
the maximum safety (Fernández-Muñiz et al., 2012).

Table 4 shows that there is a significant difference between the management, general staff, and driver
for all the safety climate dimensions.

Table 4: Analysis on safety climate result between position

Safety climate dimensions Mean square F Sig
Management safety priority and ability 0.480 7.273 0.001
Management safety empowerment 1.438 11.100 0.000
Management safety justice 1.119 8.976 0.000
Workers’ safety commitment 0.745 7.749 0.001
Workers’ safety priority and risk non-acceptance 0.628 6.353 0.003
Safety communication, learning, and trust in co- 0.344 3.447 0.036
workers’ safety competence
Workers’ trust in the efficacy of safety systems. 0.811 7.702 0.001

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The results indicate that there was a significant difference in safety climate result between the
management, general staff and driver for management safety priority and ability (p<0.01), management
safety empowerment (p<0.01), management safety justice (p<0.01), workers’ safety commitment
(p<0.01), workers’ safety priority and risk non-acceptance (p<0.01) and workers’ trust in the efficacy
of safety systems (p<0.01). Furthermore, the level of knowledge between these groups may differ from
each other. A study by McDonald in the year 2000 revealed that the safety climate is lower in
technicians rather than more quality personnel such as engineers and management.

Conclusion

To conclude, the safety climate of the company has a fairly good level with a slight need for
improvement on management safety priority and ability; worker safety commitment; peer safety
communication learning and trust in safety ability; and worker’s trust in the efficacy of safety systems.
In addition, the safety climate of the company that shows a low level of need for improvement are
management safety empowerment, management safety justice and workers safety priority and risk non-
acceptance. The workers' safety priority and risk non-acceptance could be given more attention to the
drivers as they have the lowest level of safety climate and need great improvement. Thus, the safety
climate could be an indicator of the area of improvement in an organization.

Limitations
Since this study only involved one express bus company, thus generalization of the study outcome to
other express bus companies is inappropriate. In addition, only 104 respondents participated even
though reasonable efforts have been done to get more samples.

Acknowledgements
The authors would like to thank Public Service Department, Malaysian Institute of Road Safety
Research (MIROS) and Universiti Teknologi Malaysia (UTM) for giving the opportunity in further
study for Occupational Safety and Health Management.

References

Ahmad, M. S., Batcha, W. A., Othman, I., Alias, N. K., Azhar, A. & Tan C.Y. "Safety Star Grading Programme:
Phase 2 Assessment". 2016. MER No. 183. Kajang, Selangor: Malaysian Institute of Road Safety
Research (MIROS).
Amponsah-Tawiah, K., & Mensah, J. (2016). The impact of safety climate on safety-related driving behaviours.
Transportation Research Part F: Traffic Psychology and Behaviour, 40, 48-55.
Sønderstrup-Andersen, H. H., Carlsen, K. K., Pete Bjoerner, J.B., & Roepstorff, C. (2011). Exploring the
relationship between leadership style and safety climate in a large scale danish cross-sectional study.
Safety Science Monitor, 15(1), 1-9.
Andersen, L. P., Nørdam, L., Joensson, T., Kines, P., & Nielsen, K. J. (2018). Social identity, safety climate and
self-reported accidents among construction workers. Construction Management and Economics, 36(1),
22-31.
Cooper, M. D., & Phillips, R. A. (2004). Exploratory analysis of the safety climate and safety behavior
relationship. Journal of Safety Research, 35(5), 497-512.
Crash Investigation and Reconstruction Database (CIRD), Malaysian Institutes of Road Safety Research
(MIROS), Malaysia
Dedobbeleer, N., & Béland, F. (1991). A safety climate measure for construction sites. Journal of Safety Research,
22(2), 97-103.
Fernández-Muñiz, B., Montes-Peón, J. M., & Vázquez-Ordás, C. J. (2012). Safety climate in OHSAS 18001-
certified organisations: Antecedents and consequences of safety behaviour. Accident Analysis &
Prevention, 45, 745-758.
Flin, R., Mearns, K., O'Connor, P., & Bryden, R. (2000). Measuring safety climate: identifying the common
features. Safety Science, 34(1-3), 177-192.

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Fugas, C. S., Silva, S. A., & Meliá, J. L. (2012). Another look at safety climate and safety behavior: Deepening
the cognitive and social mediator mechanisms. Accident Analysis & Prevention, 45, 468-477.
Griffin, M. A., & Neal, A. (2000). Perceptions of safety at work: a framework for linking safety climate to safety
performance, knowledge, and motivation. Journal of Occupational Health Psychology, 5(3), 347.
Kines, P., Lappalainen, J., Mikkelsen, K. L., Olsen, E., Pousette, A., Tharaldsen, J., ... & Törner, M. (2011).
Nordic Safety Climate Questionnaire (NOSACQ-50): A new tool for diagnosing occupational safety
climate. International Journal of Industrial Ergonomics, 41(6), 634-646.
McDonald, N., Corrigan, S., Daly, C., & Cromie, S. (2000). Safety management systems and safety culture in
aircraft maintenance organisations. Safety Science, 34(1-3), 151-176.
Mohamed, S. (2002). Safety climate in construction site environments. Journal of Construction Engineering and
Management, 128(5), 375-384.
Mohd Yusoff, M. F., Mohamad, N. A., Abidin, N. Z., Nor, N. G. M., & Salleh, H. (2013). The value of statistical
life in fatal injury among drivers and riders in Malaysia: Conjoint analysis method (MIROS Internal
Report No. 130).
Oah, S., Na, R., & Moon, K. (2018). The influence of safety climate, safety leadership, workload, and accident
experiences on risk perception: A study of Korean manufacturing workers. Safety and Health at Work,
9(4), 427-433.
Royal Malaysia Police (2018). Statistics of Road Accident, Malaysia.
Schneider, B., Ehrhart, M. G., & Macey, W. H. (2013). Organizational climate and culture. Annual review of
psychology, 64, 361-388.
Silva, S., Lima, M. L., & Baptista, C. (2004). OSCI: an organisational and safety climate inventory. Safety Science,
42(3), 20iraj5-220.
Solah, M. S., Ariffin, A. H., Md Isa, M. H., & Wong, S. V. (2013). In-depth crash investigation on bus accidents
in Malaysia. Journal of Society for Transportation and Traffic Studies (JSTS), 3(1), 22-31.
Vinodkumar, M. N., & Bhasi, M. (2009). Safety climate factors and its relationship with accidents and personal
attributes in the chemical industry. Safety Science, 47(5), 659-667.
Yule, S. J., Flin, R., & Murdy, A. J. (2001, April). Modelling managerial influence on safety climate. In Poster
presented at Society for Industrial and Organizational Psychology (SIOP) Conference.
Yule, S., Flin, R., & Murdy, A. (2007). The role of management and safety climate in preventing risk-taking at
work. International Journal of Risk Assessment and Management, 7(2), 137-151.

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A PRELIMINARY STUDY ON THE AWARENESS OF DRUG AND SUBSTANCE

ABUSE AMONG ROAD TRANSPORT DEPARTMENT PERSONNEL IN MELAKA

Siti Ayu Jalil1,2*, Noraini Husin1,3

1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM),
40450 Shah Alam, Selangor, Malaysia
2
Department of Economics and Finance, Faculty of Business and Management,
Universiti Teknologi MARA (UiTM), 42300 Puncak Alam, Selangor, Malaysia
3
Road Transport Department, Jalan Bukit Katil, 75450 Melaka
*
Corresponding author: ayu090@uitm.edu.my

Abstract
This preliminary study investigates the awareness of the involvement of drug and substance abuse
among the personnel of the Road Transport Department in Melaka. 250 sets of questionnaires were
distributed through the WhatsApp group, but only 135 were able to utilize them. The survey consists of
Section A on the background of the respondents, Section B sought information about respondents’
knowledge of drug and substance abuse while Section C focused on the respondents’ perceptions on
causes of the problem. The initial study generally focused mainly on the descriptive analysis to get ideas
on the personnel perceptions about the issue. The key findings on respondents’ profiles show that 54%
of them were male and 55% were aged ranging from 31 to 40 years while 44% have worked between 1
to 10 years. Majority of them about 41% earned between RM2001 and RM3000 which could be
categorized under the B40 income bracket. It was quite shocking to discover that 16% confessed they
have used the drug before. Section B revealed that 80% were aware of the effects of drugs and 39%
know colleagues who took drugs but only 24% were were aware of drug offences among them. Section
C discovered that 69% strongly agreed religion could deter one from taking drugs and 70% too strongly
agreed peers play an important role in influencing a person to try drugs. Enhancing the awareness on
the danger of drug and substance abuse effects should be looked upon seriously to educate this
personnel. The cooperation of agencies such as the National Anti-Drug Agency and Narcotics Division
of the Royal Malaysian Police is suggested to prevent the future potential of drug abuse. Special
monitoring by allowing staff to report on suspected colleagues who might involve with drug and
substance abuse would help to avoid the issue from becoming rampant.

Keywords: Drug and substance abuse; Road Transport Department Melaka; Demographic Profiling; Descriptive
Analysis

Introduction

Although the recognition of drugs is accepted from a medical perspective, its abuse has caused serious,
complicated and critical problems. Drugs can be divided into several forms among which are the
Hallucinogen, for example, Ketamine, Lysergic Acid and Phencyclidines; the Depression, for example,
Methaqualone, Tranquillizer and Rohypnol; the Cannabis, for example, Cannabis, Hashish and
Marijuana; the Psychotropic, for example, are Syabu, Ice, Crystal Stone, Diamond Glass and Ecstasy;
the stimulant, for example, Coca Leaf, Coca Paste, Cocaine Freebase and Crack Cocaine; and the
Opiate, for example, Opium, Morphine and Heroin. The adverse effects that arise from this problem
have generally brought a negative perspective to the country, society and even religion. To this day,
drug and substance abuse have not been able to be overcome and no vaccine or medicine that is really
capable of restoring drug addiction. The drug issue is still rampant in Malaysia even though many
campaigns have been organized by the government, the private sector agencies and non-governmental
organizations (NGOs), the transmission has not been able to curb the problem.

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Various factors may lead a person to be a victim of drugs and substance abuse. Factors such as stress,
personal problems, family, work and the influence of friends could be some of the reasons. Ismail,
Ahmad, Ibrahim and Nen (2017) in their study described that the influence of individual, family and
social environmental factors of adolescents are very closely related in determining them to be driven to
drug abuse. The relationship between individual, family and social environmental factors could be
identified to be good predictors of explaining the involvement of civil servants in the behavior of
substance abuse. Nonetheless, Whitesell, Bachand, Peel and Brown (2013) explained the extent of the
relationship and the influence of psychosocial factors such as self-esteem, family, friends and society
and knowledge of the dangers of drug abuse were important contributing factors among addicts in
prison.

Research by Bakar and Akmam (2007) stated that the association between family relations and peer
influences greatly affects emotional intelligence and the behavior of an individual. Peer influence refers
to those individuals who could easily follow attitude or imitate all the horns of their peers, whereas the
family factor is due to the collapse of domestic institutions such as married divorce, household income
inadequacy and accountable attitude between spouses. Hence, these factors caused pressure on the
individuals to get stuck with drug abuse. Ibrahim (2004) mentioned that stress can occur through
environmental and individual factors and he summarized a number of factors that could cause stress
among staff such as heavy workloads that needed a lot of time to solve. When emotional stress occurs
excessively, a person will experience depression to the point of not being able to cope with the stress.
Thus, as the solution, they take the easiest way out by making drugs a loyal companion that allow them
to forget the stress they face. Besides, the influence of friend invitations and the nature of wanting to
try something new have also led to the involvement of drugs and substance abuse.

In addition, Mohd Saad, Jalil & Baharudin (2018) found their results showed that peer influence, stress
and troubled family have positively contributed to drug and substance abuse. Meanwhile, several
guidelines and requirements were proposed for an individual to control the factors that lead to stress in
life which is, they need to implement regular time management techniques by listing the activities that
they want to do and resolve them that day. Shamsudin and Hassan (2019) emphasized that personal and
family problems and environmental factors in the workplace have contributed to stress problems among
working staff resulting in them falling victim to drug and substance abuse which they supposedly see
capable of giving them peace of mind and spare thought and soul.

On the other hand, the involvement of civil servants with drug abuse can be considered serious as based
on the statistics of addicts by the National Anti-Doping Agency in 2017 of which 166 civil servants
were involved. In 2018, 130 more civil servants were detected and the latest data until August 2019 had
shown a total of 93 civil servants involved, thus totalling 15,556 civil servants. According to the Ministry
of Home Affairs in 2017, a total of 34,420 civil servants had undergone urine and thorough medical
examination, 359 among them were drug positive. Subsequently, in 2018, a total of 27,900 civil servants
underwent urine tests, then found 300 of them showed positive results in drug and drug abuse.
Meanwhile, at the Road Transport Department (RTD) of Malaysia, the cases of members involved in
drug and substance abuse in 2017 were 0 (no reported cases), later in 2018 a total of one case were
recorded, in 2019 a total of two cases were recorded and the latest in 2020 one case was recorded. This
data has been released by the Integrity Division of the RTD Headquarters Disciplinary Unit. Although
the numbers do not seem to be significant, it is still having a huge impact on the names of civil servants
and the image of the department. A comment by the Deputy Director General (Operations) of the
National Anti-Doping Agency (AADK) Datuk Izhar Abu Talib in Bernama (March 1, 2019), the
involvement of civil servants in drug abuse is much due to stress in the workplace. It is understood that
every civil servant must know they should not be directly or indirectly involved in the abuse of drugs
and illicit substances, let alone cause addiction.

Therefore, the purpose of this study was to investigate the demographic characteristics of the RTD
personnel specifically in Melaka and the level of awareness on drug and substance abuse in their
department. Consequently, the study would also like to examine their level of awareness on factors
contributing to drug and substance abuse among them.

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Methodology

Research Design
A survey based on a simple random sampling technique and a set of close-ended questionnaires was
constructed to distribute to the RTD employees located in three locations in Melaka that are RTD Bukit
Katil, RTD UTC Melaka and RTD Jasin with 196 staff, 13 staff and 40 staff respectively. However, out
of 250 surveys distributed through online google form via WhatsApp groups of RTD Melaka staff, only
135 was gathered. The survey consists of three parts of which, Section A identifies the respondents'
demographic profile. Section B examines the respondents’ knowledge or awareness on drug and
substance abuse while, Section C focused on the respondents’ perceptions on their awareness of the
causes of the problems, utilizing a five-point Likert scale measurement ranging from ‘strongly disagree'
(1) to ‘strongly agree' (5). For a start, the preliminary study focuses merely on the descriptive analysis
based on the respondents’ feedback regarding their level of awareness and perceptions on the causes of
drugs and substance abuse. A pilot study was conducted on 30 personnel of RTD who are the students
of the Executive Diploma program in Malaysia Institute of Transport, Universiti Teknologi MARA,
Shah Alam. The purpose was to identify any ambiguity of the items which need modification in order
to ensure the level of the questionnaire met the objectives of this study.

Results and Discussion

Demographic Profile
There are six (6) pieces of information collected regarding the background of the respondents such as
gender, age, year of service, monthly income including data on a urine test and types of drugs known
by respondents. The respondents’ profile is presented in Table 1. A key question that was also queried
is pertaining to whether the person or respondents have used the drug before. The response was 15.6
percent answered ‘Yes’ and 84.4 percent stated ‘No’.

Table 1. Demographic profile

Frequency %
Gender: Male 73 54.1
Female 62 45.9
Age: 20-30 24 17.8
31-40 74 54.8
41-50 33 24.4
51 above 4 3.0
Year of service:
1-10 59 43.7
11-20 56 41.5
21-30 18 13.3
31 above 2 1.5
Monthly income:
RM1,000-RM2,000 10 7.4
RM2,001-RM3,000 55 40.7
RM3,001-RM4,000 49 36.3
RM4,001 above 21 15.6
Urine test at the workplace:
Yes 93 68.9
No 42 31.1
Familiarity of Drugs:
Amphetamine 12 8.8
Morphine 23 17.0
Heroine 27 20.0
Methamphetamine 28 20.7
Cannabis 21 15.6
Cocaine 24 17.8
a.
Total Sample 135 respondents

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The majority of the RTD personnel in Melaka is male with a score of about 54 percent as compared to
females approximately 46 percent whereas age ranging between 31 to 40 comprised the highest recording
54.8 percent. We could observe that male is more dominant in this occupation since the enforcement
duties are essential here. This would be suitable for those young and energetic male officers. In terms of
year of service around 44 percent fall under the range of 1 to 10 years and about 41 percent earned a
monthly income between RM2,001 to RM3,000 while 36 percent earned between RM3,001 to RM4,000.
The lowest monthly income which is between RM1,000 to RM2,000 scored 7.4 percent. On conducting
a urine test at the workplace, 69 percent answered ‘yes’ meaning the RTD department does conduct urine
tests but 31 percent responded ‘no’. In terms of the familiarity of types of drugs, approximately 21 percent
were familiar with Methamphetamine, 20 percent stated Heroine and 17 percent chose Morphine. It is
quite shocking to discover that 15.6 percent of the RTD personnel confess they have used the drug before.

Awareness of drug and substance abuse

There are basically ten items comprised of questions to understand the RTD personnel’s awareness
related to drug and substance abuse. Each of the 135 respondents needs to choose between ‘yes’ or ‘no’
as portrayed in Table 2. There are three items with the answer ‘yes’ that scored more than 80 percent
indicating a high level of awareness among the personnel pertaining to the three. The highest score is
about 82 percent on the awareness of serious effects on family members when an individual involves
with drug and substance abuse. Next, 80.7 percent of the personnel were aware that disciplinary action
would be taken against those involved with drug and substance abuse, and therefore it is not surprising
that 80 percent were aware of the effect of their usage.

Table 2. Awareness of drug and substance abuse

No. Items Yes (%) No (%)
1. Drug abuse and its effect 80.0 20.0
2. Family member’s involvement 10.4 89.6
3. Serious effects on family members 81.5 18.5
4. Colleagues’ involvement 39.3 60.7
5. Drug offences among colleagues 24.4 75.6
6. Work environment free from drug 48.1 51.9
7. Involvement subject to disciplinary action 80.7 19.3
8. Assisting personnel involved in drug 28.1 71.8
9. Have attended seminar on drug abuse 69.6 30.4
10. Women & children may involve with drug 77.8 22.2

On the other hand, for a ‘no’ response, the highest score of approximately 90 percent was referring to
the item on the awareness of family member’s involvement with drug and substance abuse implying
that this personnel are unaware of the family member who involved in drug and substance abuse. The
second-highest score with a ‘no’ response is 75.6 percent on the awareness concerning drug offences
among colleagues. More than 60 percent of the personnel were not aware of their colleagues’
involvement in drug and substance abuse. These personnel seem aware of the importance of attending
a seminar on drug and substance abuse and hence, approximately 70 percent responded ‘yes’ that they
have attended a seminar on this issue. In addition, 77.8 percent of them are aware of women and children
may also involve with drug and substance abuse.

Awareness of factors influencing drug and substance abuse

This section concentrates on the awareness with regards to factors influencing an individual to be
involved with drug and substance abuse. Ten statements were prepared pertaining to the factors or
causes based on the studies or empirical studies reviewed for the topic. Using the 4-point Likert scale
from 1-Strongly Disagree; 2-Disagree; 3-Agree to 4-Strongly Agree, the respondents may choose the
answer they feel appropriate. Table 3 summarizes the findings on the personnel awareness on factors
influencing drug and substance abuse. The respondents clearly perceived that being religious can
prevent a person from engaging in drug and substance abuse. A total of 68.9 percent of respondents
from the staff of RTD Melaka have strongly agreed and 19.3 percent agreed with this statement.
However, 6.7 percent have disagreed and 5.2 percent have responded strongly disagree.

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From the perspective of the respondents’ opinion on the statement whether smoking can encourage a
person to engage with drug and substance abuse, 36.3 percent have strongly agreed while 16.3 percent
answered strongly disagree with the statement. Next, with regards to the statement that drugs can reduce
the stress faced by an individual, 53.3 percent of the RTD personnel have strongly disagreed and 20
percent have disagreed with the statement. Nevertheless, it is very surprising to find that 14.1 percent
have strongly agreed and 12.6 percent have agreed with the statement. Similarly, the statement on taking
drugs can help to increase one's energy and learning saw that 48.9 percent have strongly disagreed
including 23 percent have disagreed. On another note, 15.6 percent of respondents somehow have
agreed and 12.6 percent have strongly agreed with the statement.

Table 3. Awareness of factors influencing drug and substance abuse

No. Statements Strongly Disagree Agree Strongly
Disagree (%) (%) Agree
(%) (%)
1. Being religious could deter a person from 5.2 6.7 19.3 68.9
involving with drug and substance abuse.
2. Smoking will lead a person towards drug and 16.3 25.9 21.5 36.3
substance abuse.
3. Drug and substance able to reduce stress. 53.3 20.0 12.6 14.1
4. Drug and substance increase a person’s energy to 48.8 23.0 15.6 12.6
work.
5. Peers play a vital role in influencing a person to 3.7 7.4 18.5 70.4
try drug and substance.
6. A person takes drug because he or she wants to 3.0 13.3 25.9 57.8
try.
7. Growing up with problematic family can lead a 5.2 7.4 25.2 62.2
person towards drug abuse.
8. Family members involvement with drug can lead 7.4 17.0 23.7 51.9
a person towards it too.
9. Drug is easily available. 5.9 22.2 27.4 44.4
10. Drug is cheap and at affordable price. 6.7 17.0 28.9 47.4

Friends are important individuals with whom a person would spend most of his or her time. Hence, it
is not shocking to discover that they can clearly play a central role in influencing an individual to try
drugs. 70.4 percent and 18.5 percent of RTD respondents have strongly agreed and agreed regarding
the statement, respectively. Despite this fact, 7.4 percent have disagreed and 3.7 percent strongly
disagreed with the statement. Peer influence could be a reason why someone who may take the drug
pointed out that he or she wants to try it. A total of 78 or 57.8 percent have strongly agreed and 25.9
percent did agree on this statement. While those who strongly disagree and disagree were 13.3 and 3
percent, respectively.

A person who grows up in a troubled family is perceived to be a factor that causes an individual to be
involved in drug and substance abuse. A total of 84 or 62.2 percent among RTD personnel chose
strongly agree and 34 or 25.2 percent chose to agree. There are those who disagreed and strongly
disagreed with the statement which was 7.4 percent and 5.2 percent, respectively. Another issue that is
of concern is, if there are family members involved in drug and substance abuse, people would remark
as well that other family members would prone to involve with drug and substance abuse. It seems
about 52 percent of the respondents have strongly agreed and 23.7 percent agreed with the statement.
But those who strongly disagreed and disagreed were 17and 7.4 percent, respectively.

It is rather startling that 44.4 and 27.4 percent of RTD respondents strongly agreed and agreed with the
statement drugs can be easily obtainable. While only 5.9 and 22.2 percent strongly disagreed and
disagreed, respectively. Another key problem the authority should be aware of is regarding drugs that
respondents perceive as cheap and at an affordable price. 47.4 percent have strongly agreed and 28.9

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percent agreed with this statement. Despite 17 percent having disagreed and 6.7 percent strongly
disagreed, these findings are so alarming and worrying.

Conclusion

Although the issue of drug and substance abuse is not very serious among the RTD personnel in Melaka,
the department still needs to frequently communicate and create a high level of awareness on the danger
of drug and substance abuse at various levels of its staff. This is based on the earlier findings of which
15.6 percent confessed that they have used the drug before. Positive attitudes and a comfortable
workspace should always be inculcated so that staff do not feel stressed and burdened with work,
particularly for those enforcement officers who work according to shifts. Apart from that, special
monitoring by allowing staff to report on suspected colleagues who might involve with drug and
substance abuse would help to avoid the issues from getting worse. Prevention measures should also be
conducted by cooperating with other agencies such as the National Anti-Drug Agency (AADK), the
Narcotics Division of the Royal Malaysia Police and even the Non-governmental Organizations
(NGOs).
The role of the ministries related to youth should be emphasized to organize an effective strategy in
controlling and simultaneously preventing drug abuse through education prevention, enforcement,
treatment and rehabilitation, harm reduction including international cooperation. Various adverse
effects will arise if preventive measures are not taken such that may tarnish the image of agencies and
moral collapse to future communities, which consequently bring negative impact to the economy of the
country. Some of the steps that could be taken are holding exhibitions annually on the danger of drug
and substance abuse not merely for the RTD personnel at the department level but could also open to
the public for educational purposes. Besides, seminars could be held concurrently by prominent
speakers from those agencies as well as the participation of NGOs would bring more impact on the
related issue.

References

Bakar, A. & Akmam, M. (2007). Perkaitan antara hubungan keluarga, pengaruh rakan sebaya dan kecerdasan
emosi dengan tingkah laku delinkuen pelajar. Master’s Thesis, Universiti Teknologi Malaysia.
Ibrahim, H. (2004). Pengurusan Stress Dan Kesan Terhadap Kualiti Kerja. Buletin PKPSM Perak, 1 (3), 15-17.
Ismail, R, Ahmad, N. A., Ibrahim, F., & Nen, S. (2017). The Influence of Individual, Familial and Social
Environmental Factors Towards Substance Abuse Behavior among Adolescents. Akademika 87(1),7-16.
http://doi.org/10.17576/akad-2017-8701-01
Saad, B. M., Jalil, S. A., & Baharudin, A. H. (2018). Drug and Substance Abuse: A Rampant Issue.? International
Journal of Academic Research in Business & Social Sciences, 8 (11), 2099-2110.
http://dx.doi.org/10.6007/IJARBSS/v8-i11/5575
Shamsudin, A., & Hassan, N. (2019). Meneroka Tekanan Kerja dalam Kalangan Kakitangan di Institusi Pemulihan
Juvana. Jurnal Wacana Sarjana, 3(2), 1-13. https://spaj.ukm.my/jws/index.php/jws/article/view/229
Whitesell, M., Bachand, A., Peel, J., & Brown, M. (2013). Familial, social, and individual factors contribute to
risk for adolescent substance use. Journal of Addiction, (2013), 1-10.
https://doi.org/10.1155/2013/579310
Bernama (March 1, 2019). Penglibatan penjawat awam dalam penyalahgunaan dadah serius.
https://www.astroawani.com/berita-malaysia/penglibatan-penjawat-awam-dalam-penyalahgunaan-
dadah-serius-aadk-199966

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RELATING TRANSPORTATION OPERATION COST TO CUSTOMER

SATISFACTION

Muhammad Al-Yanieff Iqkhmal Mohd1, S.Sarifah Radiah Shariff1,2*, Jati Kasuma Ali3
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM),
40450 Shah Alam, Selangor, Malaysia
2
Centre for Statistics and Decision Science, Faculty of Computer & Mathematical Science,
Universiti Teknologi MARA (UiTM), 40450 Shah Alam, Selangor, Malaysia
3
Faculty of Business and Management, Universiti Teknologi MARA Sarawak
Malaysia
*
Corresponding author: shari990@uitm.edu.my

Abstract
Transportation is moving goods from locations where they are sourced to locations they are demanded
by the customers. The activities are economic activities that provide the essential service of linking a
company to its suppliers and customers. Despite its importance, transportation activities consist of many
sub-activities that are very hard to be calculated. Some studies proposed a road transportation
performance measurement that can be used to assess its efficiency including complex network
measures, in that it captures flows, costs, and travel behaviour information, along with customer
satisfaction. In this study, we demonstrate through a framework the relations of transportation cost to
customer satisfaction measures. Several illustrative road transportation performance measurement
examples are provided in which the efficiencies and importance of network components are tailored to
meet customer satisfaction. This measurement framework can be utilized to assess the vulnerability of
road transportation performance in terms of their transport efficiency and performance.

Keywords: Road Transport Efficiency; Transport Performance Measurement, Customer Satisfaction

Introduction

Road transport is usually characterised as being the lifeblood of a country and vital for its economic
development, but the acknowledgement of its importance often does not extend as far as the statistics
field. As a result, little or no data gets collected to establish the nature and scale of the freight task and
how it is changing. Regrettably, this is the situation in much of the developing world, where the macro-
level study of freight transport must start from a clean slate.

Performance assessment is commonly encountered in several activities and processes related to

engineering, economics, health, and so on. Its definition in this context is straightforward, in that
performance essentially refers to how successfully a task, system or operation functions. From this
perspective, performance measurement is a task required for assessing and improving the characteristics
and operations of a system, process, or infrastructure. A comprehensive definition of performance
measurement is offered by the US Federal Highway Administration (Shaw, 2003).

Performance measurement is a process of assessing progress toward achieving predetermined goals,

including information on the efficiency with which resources are transformed into goods and services
(outputs), the quality of those outputs (how well they are delivered to clients and the extent to which
clients are satisfied) and outcomes (the results of a program activity compared to its intended purpose),
and the effectiveness of operations in terms of their specific contributions to program objectives. In the
road transport operation, performance can be measured from several different perspectives and for
several reasons (Gunasekaran & Kobu, 2007; Ehrenstein et al., 2020).

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In order to measure the performance of road transport operations, the amount of data available is
insufficient to support evidence decision-making across the full scale of logistics issues. Different
indicators might provide different perspectives on freight transportation performance. It's critical to
maintain freight performance measurement multi-dimensional since a good score on one criterion might
often come at the price of a bad score on another. It was acknowledged that, in order to maximise
logistical and overall business performance, freight transportation efficiency may have to be sacrificed
(Lambert & Burduroglu, 2000). Similarly, poor choice of metrics can induce the wrong behavioural
response. For example, on a multiple drops round, preoccupation with optimising the lading factor
might induce the transporter to deliver the largest and heaviest loads at the last drop, increase the overall
fuel consumption and emissions (Arvidsson, 2013; Jhang et al., 2020; Shafie & Mahmud, 2020; Safaai
et al., 2020). To rectify abnormalities and drive optimal behaviour, a mix of KPIs may be necessary.
Hence, in this study, a measurement of road transport operations that relates to customer satisfaction is
exercised.

Methodology

Data Collection
To identify the significant success of the operation, we need to analyse the impact of 3 factors in
transport operation. First and foremost is customer satisfaction. Customer satisfaction is the most
important factor in sustainability in road transport operations. Revenue of transport company depends
on the customer. If customer satisfied with the services, so the transport operation runs in success. The
second factor is handling. The handling factor is how the transport operation manages to run the service
by optimizing the revenue and reducing the cost. In road transport, the revenue is calculated based on
successful cargo delivered to the customer, meanwhile the cost this calculated based on toll, fuel
consumption, driver commission, and truck service and maintenance. Besides that, successful delivery
consists of how the driver handles the cargo without rejection and need to do reverse logistics.

The third factor is the modal split. Most of the companies have calculated the cost for each trip to a
certain location. The target is to fully utilize the revenue of customer cargo per delivery. For example,
the 20-ton truck needs to maximize its cargo to at least 18ton to optimize the revenue compared to its
cost. Besides that, the transferred cargo to a smaller truck to deliver to a small rural area is a good
decision to avoid waste and truck run in empty load.

In order to analyse these 3 factors, 3 months data of Customer Tracking Report of a selected transport
company is collected. The data was collected from the month of May 2020 until July 2020. Figure 1
shows the daily customer tracking report from the road transport operation department. The report is
updated daily for a month by the operating officer. The first column is the region, it shows whether
customer place stands in north, south, central, or east coast region. The second and third column is for
“date order received” from customer service and “date deliver” to customer place. The next column is
the Key Performance Indicators (KPI) and status column (Holloway, 2011; Hayenga & Simpson, 2014).
The status column is for the operation department to update whether the delivery is completed, in
progress or cancelled. The KPI column is for the operation to indicate how many days have gone to
deliver to customer place. Sometimes customers demand urgent delivery, so the KPI must not exceed
2 days. Customer name and customer location are also recorded as those are the most important things
in this tracking report. The next columns are for cargo code and its quantity. It is for the operation to
track what item to deliver to which customer. The quantity columns if or quantity item need to deliver
to the customer. It is one of the important columns because each customer orders different items. If
there is cross deliver to the customer, it will be a big mistake to transport operation. Customers may
issue a replacement or redelivery. It will affect the operation efficiency.

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Figure 1- Customer Tracking Sample Report

Methods of Analysis
The performance of road transport operations is calculated based on Table 1 and presented in the form
of a monthly customer analysis report for the three months (May 2020-July 2020).

Table 1. Measurement on vehicle loading based on Mckinnon Model (Mc Kinnon & Ge, 2006)

Results and Discussion

The results are presented in the form of a Customer Analysis Report (CAR) for the three months. Table
2 shows the CAR for the first one, May 2020. Firstly, it shows the KPI of delivery to the customer.
Secondly, it calculates the percentage of the pass or fails delivery to the customer. Thirdly, it identifies
the customer with high demand and high order. Finally, from this report, the transport operation team
is able to track the order and plan the deliveries.

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Table 2- Customer Analysis Report for May 2020

Same Day >5 SLA
Total Next Day Delivery
States Delivery +2 +3 +4 +5 Day KPI
DO '+1'
'0' s %
Selangor Pickup from
42 24 55 8 0 0 94%
& KL 129 FM
Pickup from Delivery to
0 6 6 16 15 65%
North 43 WH Outstation WH
Pickup from Delivery to
15 2 2 0 9 68%
Perak 28 WH Outstation WH
Pickup from Delivery to
12 11 6 10 17 70%
East Coast 56 WH Outstation WH
Pickup from Delivery to
23 0 0 0 1 96%
N9/Melaka 24 WH Outstation WH
Pickup from Delivery to
12 2 6 1 9 70%
Johor 30 WH Outstation WH
TOTAL
May 2020 310

From Table 2. the information on deliveries’ status is gathered. For example, for the Johor region, we
can see that the 0 days is for truck picking up the order from the warehouse. Day 1 is for the truck
delivery to the outstation warehouse. On day 2, 12 deliveries were being made, followed by 2 deliveries
on day 3 and 6 deliveries on day 4 for the Johor region. Each of these deliveries is tracked based on
customer name and location by finding it in the customer tracking report in Figure 2.

Figure 2- Customer Analysis Report for May 2020

Table 3 shows the customer analysis report for the month of June 2020. Based on this report we can
find the one-month delivery to customer report. From the data, we can analyse the total delivery order
according to region. The total order for Selangor and KL are 278 deliveries and followed by the North
region 75 deliveries, East Coast 197 deliveries, Johor 81 deliveries and so on.

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Table 3- Customer Analysis Report for June 2020

Same Day SLA
Total Next Day Delivery >5
States Delivery +2 +3 +4 +5 KPI
DO '+1' Days
'0' %
Selangor & KL 278 Pickup from FM 191 60 27 0 0 0 100%
Delivery to Outstation
32 21 12 1 0 100%
NS + Melaka 66 Pickup from WH WH
Delivery to Outstation
19 13 9 2 2 96%
Perak 45 Pickup from WH WH
Delivery to Outstation
9 3 16 35 12 84%
North 75 Pickup from WH WH
Delivery to Outstation
20 30 62 54 31 84%
East Coast 197 Pickup from WH WH
Delivery to Outstation
4 10 28 11 28 65%
Johor 81 Pickup from WH WH
TOTAL June
2020 742

From the customer analysis report, the road transport operation services are evaluated by using the score
marks. For Example, based on Figure 3, the CAR for the month of May 2020 in the Perak region, there
are a total of 9 deliveries on day 6 and above. In the East coast region, there are 17 deliveries on day 6
and above. As we use day 5 as passing marks, whichever deliveries that passes day 6 will be remarked
as failed order. The last column calculates the percentage of passing marks for each region. From the
result, in Table 3, for Selangor and KL region, the score is 94%, meanwhile, for the North region, we
have 65%. Meanwhile, Perak scores 68%, the East Coast and Johor region score 70% and for Negeri
Sembilan and Melaka region, we have a 96% score.

From the result, we can find the Central (Selangor & KL) and Negeri Sembilan Melaka region have the
highest score compared to the other regions in the month of June 2020. From Figure 3, we can conclude
3 important things. Firstly, we can find which region has the strongest and weakest operation. Figure 3,
shows that the North and East coast region has the weakest operation by having 15 and 17 failed
deliveries according to KPI. From this result, we can improve the weakest region by focusing on its
deliveries and re-plan the route for those regions.
Secondly, we can find which regions have the most orders and the least number of orders. From the
result we have obtained, the Central or Selangor and KL region has the highest order compared to other
regions. There were 129 orders for the Central region and only 56 orders in the East coast region.

Figure 3- Customer Analysis Report for June 2020

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From the CAR in June 2020, we can find that the transport operation needs to focus more on Central
and East coast orders due to heavy orders monthly. The operation should have a backup truck and plan
for this region in order to avoid delays and failure to meet customer demand. Hence, Table 4 shows the
CAR for the month of July 2020 after more focuses were in those regions.

Table 4- Customer Analysis Report for July 2020

>5 SLA
Total Same Day Next Day
States +2 +3 +4 +5 Day KPI
DO Delivery'0' Delivery'+1'
s %
Selangor & Pickup from
278 209 69 0 0 0 0 100%
KL FM
Pickup from Delivery to
48 26 15 6 0 1 98%
NS + Melaka WH Outstation WH
Pickup from Delivery to
46 10 22 11 2 1 98%
Perak WH Outstation WH
Pickup from Delivery to
80 6 16 23 27 8 90%
North WH Outstation WH
Pickup from Delivery to
139 47 53 25 10 4 97%
East Coast WH Outstation WH
Pickup from Delivery to
54 3 15 18 15 3 94%
Johor WH Outstation WH
TOTAL July 645
2020

Finally, we can find the quantity order for each customer by tracking the volume for each order. From
this, the transport operation plan for optimizing the truck capacity to deliver to a few customers drops
points. For example, we can plan a 5-ton truck with a maximum of 4.7ton cargo to deliver to 5 to 6
central region customer locations. The route should be the nearest radius and not cross to another route
region. The transport operation should plan the first trip from the nearest location to the pickup location.
For example, if the pickup location is at Shah Alam, then the first delivery point should be near the
pickup point such as Klang or Subang Jaya. The second drop point should be closest to the first drop
point such as Puchong or Petaling Jaya. From this, the operation can control the modal split, handling
and customer satisfaction. Thus, the operation can optimize the time and cost for each delivery and will
improve the operational efficiencies. Figure 4 shows that all regions have improved.

Figure 4- Customer Analysis Report for July 2020

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Conclusion

As mentioned in many previous studies, the amount of data available on-road transportation is
insufficient to support evidence decision-making across the full scale of logistics issues. Different
indicators might provide different perspectives on freight transportation performance. It's critical to
maintain freight performance measurement multi-dimensional since a good score on one criterion might
often come at the price of a bad score on another. Hence, this study has described the sample of data
to be collected and its proposed measurement for road transport operations. The proposed measures can
show several important facts such as identifying the critical regions for more focus on improvement.
The result also shows some quantifiable measures to support any decision.
On top of that, data related to individual logistics generally lacks a supply chain perspective. The unit
of road transport data collection does not vary across the delivery, spanning only one link in the supply
chain. It is not possible to reconstitute links into end-to-end supply chains to plot the path that is
followed for the deliveries.

Acknowledgements
We would like to acknowledge the Malaysia Institute of Transport (MITRANS) UiTM Shah Alam for
funding this presentation through the Vanguard 2.0 grant.

References

Arvidsson, N. (2013). The milk run revisited: A load factor paradox with economic and environmental
implications for urban freight transport. Transportation Research Part A: Policy and Practice, 51, 56-
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Ehrenstein, M., Galán-Martín, Á., Tulus, V., & Guillén-Gosálbez, G. (2020). Optimising fuel supply chains within
planetary boundaries: A case study of hydrogen for road transport in the UK. Applied Energy, 276,
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Gunasekaran A. and Kobu B, (2007). Performance measures and metrics in logistics and supply chain
management: a review of recent literature (1995–2004) for research and applications. International
Journal of Production Research, 45, 12, 2819-2840
Havenga, J. and Simpson, Z. (2014). Reducing national freight logistics costs risk in a high-oil-price environment:
A South African case study, International Journal of Logistics Management, 25, 1, 35 – 53.
Holloway, S. (2011). Measuring the effectiveness of border management: designing KPIs for outcomes, World
Customs Journal, 4, 2, 37-54.
Jhang, S. R., Lin, Y. C., Chen, K. S., Lin, S. L., & Batterman, S. (2020). Evaluation of fuel consumption, pollutant
emissions and well-to-wheel GHGs assessment from a vehicle operation fueled with bioethanol, gasoline
and hydrogen. Energy, 209, 118436.
Lambert, D. M., & Burduroglu, R. (2000). Measuring and selling the value of logistics. The International Journal
of Logistics Management, 11(1), 1-18.
McKinnon, AC and Ge, Y (2006) The potential for reducing empty running by trucks: a retrospective analysis,
International Journal of Physical Distribution & Logistics Management, 36, 5, 391–410
Safaai, N. S, Zainura Zainon Noor, Haslenda Hashim, Zaini Ujang, and Juhaizah Talib. "Projection of CO2
emissions in Malaysia." Environmental Progress & Sustainable Energy 30, no. 4 (2011): 658-665.
Shafie, S. H. M., & Mahmud, M. (2020). Urban air pollutant from motor vehicle emissions in Kuala Lumpur,
Malaysia. Aerosol and Air Quality Research, 20.
Shaw, T. (2003). Performance measures of operational effectiveness for highway segments and systems (Vol.
311). Transportation Research Board.

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THE INCLINATION OF GREEN COMMUNICATION FRAMEWORK FOR

MALAYSIA LOGISTICS INDUSTRY

Tengku Nurul Aishah Tengku Aziz1,2*, Shahirah Sharifuddin1, S. Sarifah Radiah Shariff 1
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM),
40450 Shah Alam, Selangor, Malaysia
2
Faculty of Business and Management Puncak Alam Campus, Department of Technology and Supply
Chain Management Studies, Universiti Teknologi MARA Cawangan Selangor
Kampus Puncak Alam, 42300 Bandar Puncak Alam,
Selangor, Malaysia
*
Corresponding author: tengkunurul@uitm.edu.my

Abstract
Nowadays communication has become a strong part of transferring information. Wireless devices have
thrived in number recently, which connects the world by people and objects. The demand for the internet
has become the backbone of our communication network recently. The caused by pandemic COVID-
19 disease had contributed to the usage of high energy consumption which forced the economic
activities to use the online medium as the main platform in doing business. High usage of online data
for communication has contributed to the massively increasing number of high energy consumption.
Thus, the implementation of green communication was seen as one of the alternative approaches in
reducing energy consumption. However, little research had addressed the implementation of green
communication in the logistics industry. It has been shown that the importance of having sustainable
energy sources has led towards good implementation of different techniques and methods in reducing
energy consumption. As the logistics industry has become the backbone of our economic activity, it is
important to have a good energy-saving strategy in implementing a sustainable practice for the logistics
industry in Malaysia. This paper highlights a review of ‘Green Communication’ (GC) application
especially in the usage of communication technology as the medium, with its main objectives in the
implementation of good practices towards clean energy approach. This study has gone through a
systematic review focusing only on ‘Green Communication’ in order to examine the current research
findings regarding GC. The findings are relevant for the logistics industry, especially that involved in
irresistible communication networks while preparing and implementing good and sustainable practices.
To further enhance the energy efficiency for GC networks for the logistics industry, an integrated data-
driven framework is developed and exemplarily applied to the logistics industry in Malaysia. This paper
proposes a framework to introduce lists of factors that contributes towards GC for the Malaysia logistics
industry.

Keywords: Green Communication, Green logistics, Clean energy

Introduction

Over recent years, energy conservations have become one of the key highlights in reducing carbon
footprint to protect the environment. The implementation of this concept was crucial which helps to
overcome highly usage of energy that comes from communications network technologies and products.
The various energy-efficient approach was being examined to design an energy-efficient green
communication system (Srivastava, Gupta & Kaur, 2020). Additionally, they agree that with
intelligence advanced energy-efficient techniques need to be developed.

The logistics and supply chain industry are the backbones of the global economic activities of a country.
The existence of efficient communication technologies used in logistics activity will drive domestic and
international trade in becoming more competitive. The process and activities in logistics and the supply
chain depends on the transmission of information and communication. This helps to ensure that every

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process is fast and efficient. The current situation had forced the communication sector to look for new
methods of serving fast and efficient ways for the needs of varied users. It’s becoming much clear that
technology recently helps the communication process become easier and more efficient. As technology
continues to push the envelope on services and applications, especially in logistics activities affecting
the performance of this sector to become one of the leading economic contributions during this
pandemic situation.

Modern technologies have forced a rapid expansion of communication technology development.

Almost all businesses nowadays used communication technology as a medium to transmit information.
Nowadays, wireless networks technology has been widely used. The internet is one of communication
technology that is growing at tremendous speed. This development imposes high demand for energy
usage. It can be seen that no energy efficiency is possible without communication. Agreed to Zhang et
al.(2010), the unprecedented expansion of wireless networks has resulted in a tremendous increase in
energy consumption and left a significant environmental footprint. It has been reported that the energy
consumption of networking devices gives a huge impact on environmental and financial growth. Thus,
making information and communication technology (ICT) equipment and applications energy-efficient
to be the main concern recently. Focus on application energy-efficient can give a positive impact not
only on the environment but also helps to attain long-term profitability. This initiative may also help
reduce environmental impacts on high energy consumption in communication networks.

Figure 1. Final Energy Consumption by Sector (Malaysia Energy Statistics Handbook 2019)

Figure 1 reported the amount usage of energy consumption in Malaysia from 1980 to 2017. The
augmentation of the energy consumption underlines the total production of all-electric energy by sector
which was seen increasing year by year. The most important measure in the energy balance of Malaysia
is the total consumption of electric energy per year (World Data, 2021). This data is also supported by
(World Bank, 2021) which reported the same trends for Malaysia from 1971 to 2014. Studied to
(Rahman et al., 2017), it has been proven that awareness and practice towards energy efficiency affect
energy consumption. From this data, an important step needs to be done in order to develop appropriate
energy-saving measures. Thus, the strategic implementation and approach could help reduce energy
consumption.

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Literature Review

Communication development strategies in Malaysia

In this global changing world, with incredible speed and high-performance technology advancement
had forced the development of communication technology to become competitive in order to stay
relevant. Recent theoretical developments have revealed that the global economic crisis, COVID 19
pandemic disease, the unsettling of industry 4.0 and climate change had created disruptive changes in
our lives and livelihood. According to World Economic Forum, digital inequality is one of the biggest
risks facing humanity in 2021. It has been reported that half of the world's population lives without the
internet which caused missed opportunities for them. It shows how critical the usage of the
communication network is in world economic development. Additionally, with the advent of Industry
4.0, it is a technology that will boost the quality of life of the community, realise the full economic
potential, embrace sustainability, conserve our environment and bio-diversity and increase productivity
(MOSTI, 2021). This field closely follows the paradigm of achieving a high-tech nation. Thus,
communication had recently been seen as a matured field that is updated with new infrastructure which
is now being spun out into commercial technology development.

Two types of Malaysia’s national imitative programmed that highlights the responsibilities of science,
technology and innovation are DSTIN 2021-2031 and MySTIE where communication technology is
one of the important initiatives been highlighted. Looking into the logistics industry, this programmed
helps the communication process to become more efficient through integrating the operations of all
businesses using wireless transmission systems. Thus, an innovation-based economy driven by science,
technology and innovation is imperative for a country’s socio-economic growth, resilience and
competitiveness [9]. [10] mentioned with advanced communication technology the network
environment helps to provide better management of e-resources, especially on exchange, transfer and
provide information through a network to optimize the accessibility of the user.

Digital communication technology nowadays is pushing the boundaries of what we believe to be

possible. The new advancement of internet technology has made the communication sector to be more
efficient and thus, expedite the process of transferring information. National niche areas for ten socio-
economic drivers in Malaysia has been widely observed and analysed critically. Another aspect that
needs to be considered in communication technology is the energy sector (Ismail, 2021) which
underline renewable energy that helps to enhance innovation and creation of impactful technology
development in considering the environment. Patra (2017) mentioned this sector is constituted by a
complex and inter-related network of entities involved in the production, management and distribution
of energy to fuel the economy and improve the quality of life of the community. This includes both
renewable and non-renewable energy sources.

Hence, it is crucial to focus on the socio-economic transformation that will pave the way for the nation
to improve its innovative and creative capability in enhancing competitiveness and quality of life. This
framework serves as an integrative tool for everyone including government, researchers, innovators,
industry players and communities to work together to transform Malaysia into a harmonious,
progressive, prosperous and sustainable nation (Abbas, 2020). Abbas (2020) also addressed that this
framework enables key sectors involved to become more knowledge-intensive and innovation-driven.

Green Communication (GC) Approach

A lot of terms have been used while discussing green technologies and are often used and misused.
Carbon emissions currently receive the most attention due to the problem of global warming and climate
change. When considering the environmentally friendly solution, air pollution, water pollution and soil
quality, protection of the ozone layer, use of natural resources, waste reduction etc. have to be
considered as the main impact Viney and Rudresh (2018). Thus, carbon emissions are not the only
aspect to look into but considering all the aspects and initiatives which contributed to lessening the
energy consumption must be taken into action and consideration. Therefore, the summary of the ‘green
communication’ application and approach has been listed.

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As the world keeps growing with the advancement of this modern era, demands on electrical appliances
increase together with the depletion of natural resources. This can be categorized as the major challenge
which needs to be urgently addressed by the people (Lloret, Zhao & Gaol, 2018). Based on the summary
table above, most of the recent findings that focus on Green Communication do agree that energy
consumptions play a crucial role in order to reduce greenhouse gas emission. They do believe that the
implementation of new techniques, model and current technology can reduce the usage of energy and
thus helps to optimized the energy usage. Energy optimization can be seen through lessening the energy
consumption and thus reducing carbon emission.

Most of the previous research highlights the implementation of energy applications on communication
and networks usage and also the application by using either a system, model or network as their main
concern in terms of ‘green’ approaches. Unfortunately, less research was found highlights on the
implementation of cost reduction and time-saving application as their main concerns in applying this
‘green’ concept. Additionally, it was found that the main resources in applying green and sustainable
practices, is to look into renewable energy usage as a power like such as wind energy and solar power
to produce a sustainable communication network for users. Lloret et al., (2018) agree that new
technologies investigation must be thoroughly been done to reduced carbon footprints in technologies
application.

Communication Framework for Logistics Industry

Effective communication helps to support any decision-making process. A dynamic communication
framework on GC has been developed to introduce the key factors in the implementation of green
communication. In this framework, the green communications attributes have been identified. This
framework was designed to highlights the relationships of these attributes with green communication
to improve the energy-saving approach.

Figure 1. Green Communication Framework for Logistics Industry

Application of Communication with Energy

Communication technology has been shown rapid growth in this modern era. The fourth industrial
revolution (IR4.0) is expected to change how we communicate and thus change the business
environment that relies on the development and integration of the Internet of Things (IoT), cyber-
physical systems and associated services and process improvements (Boyle et al., 2017). Agreed to Ye
et al., (2005) communication is widely accepted to be the primary consumer of energy. Additionally,
the ability to connect and integrate communication processes and systems had caused high energy
usage. Boyle et al., (2017) mentioned that energy has become a major constraint for applications to
operate in a long period of time.

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It is assumed that monitoring and control of communication applications will require the use of devices
that operate without persistent energy availability. Therefore, new approaches and findings have been
found to focus on reducing energy consumption through the energy neutrality approach. Achieving
energy neutrality, ample research has been done many years ago. This include such as low-power
systems and devices (Gu & Stankovic, 2005; Marinkovic & Popovici, 2011), energy harvesting and
hybrid-storage systems (Magno et al., 2014), compressive and predictive sensing (Baraniuk, 2007;
Raza, 2012), and energy-efficient communications protocols (Heinzalman et al., 2000). The importance
of reducing energy usage is seen as a must in order to create a safe and preserve the environment.
Reducing energy use limits the number of carbon emissions in the environment. Therefore, taking steps
to reduce energy intake will contribute to healthier and safer living.

Application of Communication with Environment

The meaning of ‘Environment’ began to receive considerable attention when much research on
sustainability and green approaches started to expand. Interest regarding preserving the environment
and carbon emission have been discovered as one of the main concerns recently. This interest has
continued and indeed grown, since then. The meaning of ‘Environments’ appears that people react in
terms of the meaning the environment have for them (Rapoport, 1990).

Frequently it is unforeseen and not always intuitively obvious can see the relationships between
communication and the environment but it does exist. The importance of environmental concerns in
communication has been investigated and was found to be the key component in implementing
sustainable approaches. Studies from You et al. (2020), Hassan and Yuen (2019), Wu et al.(2021) many
more had highlighted environmental factors as one of the key components in the implementation of
green communication. This approach highlights the usage of renewable energy, reduction of carbon
emission and also reducing energy consumption in communication technology applied.

Hansen (2018) underlined the relationships between communication and the environment that focus on
analysing and understanding how communication about the environment is being influenced and
manipulated, with implications for how and indeed whether environmental challenges are being
addressed and dealt with. This highlight draws on the significant and continuing growth and advances
in the field of environmental communication research to show the increasing diversification and
complexity of environmental communication.

Application of Communication with Cost

Communication was seen as a key element of running a successful business. Communication cost
becomes significant where the costs of energy usage for communication purposes has been discovered.
Stated by Songhurst (1999) the communication cost of transferring control and management
information in a distributed system is a very important performance consideration. Additionally, Renee
(n.d.) mentioned that implementing cost-effective telecommunication systems into operational
procedures reduces a small-business owner's overhead expenses, improves customer service and
increases profit margins. Telecommunication systems such as mobile access, internet, live chat,
business email, landline, wireless, Voice over Internet Protocol (VoIP), Skype, personal digital
assistants (PDAs) Renee (n.d.) and many more shows significant relationships on cost reduction. The
way how communication system operates contributes to the effectiveness of the cost-saving application.
Hence, the company or organisation can generate more profit from the implementation of an effective-
communication application. A need for comparable reduction in telecommunication costs has led
studies such as Wu et al.,(2021) and Premalatha et al., (2015) to focus on costs reduction as the main
objective in implementing GC.

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Application of Communication with Technology

The role of technology in the evolution of communications has brought much attention.
Telecommunication technology has shown recent and rapid growth; the radio, telephone, television,
computers and including satellites were found to give huge impacts on communications. Defined by
Mitroupoulos (1983), development means connectivity. As communication technology needs to
develop in line with the increase of demand, the connectivity of the way communications systems can
provide must be considered and taken into action. Kumar and Kumar (2020) mentioned that the Internet
of Things (IoT) allows global connectivity to remote smart devices. With IoT application
communication technology will be expanded and thus, create significant connectivity and powerful data
analytic capabilities towards the way we work with minimal human intervention. Seeking alternatives
that can reduce cost focus on communication system had pushed into seeking best application and
looking once more into technological solutions. The impact of new technology applications will go far
beyond our ability in order to be connected simultaneously.

Application of Communication with Time Management

Communication delay was found to be one of the disturbances of system stability which brings in-depth
simulation studies for both constant and time-varying interaction environments (Liu, Guo & Poignet,
2018; Alimi et al., 2019). It is important to have a good communication system that helps with time
management and efficiency. It is vital to understand the communication process in every information
transmission in order to improve its productivity. There are many ways to communicate using
technology where the aim of it is to send information within a short period of time. Thus, monitoring
the delay can easily lead to the development of efficient processes and procedures. Since delay is
difficult to control, most of the studies found to implement various applications and techniques (Gao et
al., (2019); Zhang (2020); Huang et al.(2020) that helps to enhance productivity and performance. The
applicability of every approach is to overcome delay problems.

Conclusion

The reliance of society and the use of information had caused a speedy increase in demand for
communication applications that contributed to the high rise in energy consumption. Keeping in view
the challenges facing the communication technology application has been discussed. This includes
different kinds of techniques, models and technology proposed aimed at reducing energy consumption
with optimizing energy usage. This paper highlights the gap in the application of green communication
which highlights five attributes that are related to green communication which are energy, environment,
cost and time. These attributes play an important role in the implementation of green communication.
The adaptation and implementation of these factors help to reduce energy intensity and increase energy
efficiency while using communication applications. This paper also proposed a framework for the
implementation of green communication for improving energy efficiency. By providing digestible
information and findings on green communication helps to measure and analyse the performance and
effectiveness of the sustainable approach for its products and services.

Acknowledgements
Sincere gratitude expressed to Malaysia Institute of Transport (MITRANS), Universiti Teknologi
MARA (UiTM) for providing financial support through deLIMA grant in this study. The authors
sincerely thank those who were involved directly and indirectly in this work for their guidance and
encouragement.

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SUSTAINABLE PRACTICE FRAMEWORK OF FOOD WASTE MANAGEMENT

FOR MALAYSIA ONBOARD VESSEL

Tengku Nurul Aishah Tengku Aziz1,2*, Azuan Hakim Abdul Razak 1, Siti Ayu Jalil 1
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM),
40450 Shah Alam, Selangor, Malaysia
2
Faculty of Business and Management Puncak Alam Campus, Department of Technology and Supply
Chain Management Studies, Universiti Teknologi MARA Cawangan Selangor
42300 Bandar Puncak Alam, Selangor, Malaysia
*
Corresponding author: tengkunurul@uitm.edu.my

Abstract
Food waste has been considered a global problem. It has urged global attention across the world.
However, limited attention has been given to waste management in the maritime sector specifically for
onboard vessels. Current practices had permitted to disposal of food waste directly to the sea which has
become an issue for the onboard vessels in practising sustainability. This issue had rarely been discussed
and analyzed although it is vital in preserving the natural marine ecosystem chains. This research aimed
to develop a systematic review of understanding of the current sustainable food waste management
practices. A wide range of literature was mapped into a sustainable food waste management framework.
This review helps to provide a sustainable solution to the current food waste management practices for
an onboard vessel. There were 94 articles systematically gathered by using the keywords of sustainable
food waste management, vessel waste, vessel food waste, vessel waste management and food waste
management. Through this analysis, it provides a deeper understanding of food waste management
practices for the onboard vessel which helps in preserving the environment for the future.

Keywords: Food waste, sustainable food waste management, pollution control, waste disposal, vessel waste

Introduction

The paradox of food loss and waste has raised much attention all over the world recently. The
unprecedented pressures on the issues of the food supply chain have been one of the main concerns
with the disruptions of its supply process started from the farm, processing, transport and logistics and
lastly to the consumer. Due to this situation, lots of parties including organizations and individuals had
taken actions in reducing this problem. A strategic plan set up by the United nation on the
implementation of Sustainable Development Goals (SDG) has become the blueprint for the world to
move forward in achieving towards better and sustainable future (United Nations, 2020). Among the
SDGs listed that relates to this issue are Goal 12 (Responsible Production and Consumption), Goal 13
(Climate Action) and Goal 14 (Life below Water). These SDGs was seen as related to the study which
focuses on the implementation of sustainable food waste management for onboard vessels.

Many studies have been conducted which relates to food loss and waste problem (Ananno et al., 2021;
Cristóbal et al., 2018; Garcia-Garcia et al., 2016). These studies have focused on surplus food
distribution problems which highlight minimizing the wastage problems and reducing the waste level.
Although the food waste management problem has urged global attention for a sustainable mitigation
plan, it seems that most of the attention has excluded the food waste generation from the maritime
sector, specifically from the onboard vessel. Less attention was seen focusing on the people who lives
on the offshore platforms or rigs. The practices of food waste management were currently permitted to
disposed the food waste directly to the sea which follows MARPOL 73/78 regulations (International
Maritime Organization (IMO): https://www.imo.org/en/About/Conventions/Pages/International-
Convention-for-the-Prevention-of-Pollution-from-Ships-(MARPOL).aspx.). The effects of the current

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implementation are rarely discussed and analysed, although it is vital in preserving the natural marine
ecosystem chains. Hence this study explores a sustainable way of food waste management practices
specifically for onboard vessels. This is to help to achieve the SDGs and thus improves its current
practices that were not practical towards a sustainable future.

It has been reported by Slišković et al. (2018) that the amount of waste released in the ocean and sea
which is also known as marine debris has become an issue recently. Marine debris which has
deliberately or accidentally been released in the sea or ocean had caused harmful effects to marine life.
In addition, Pèrez et al. (2017) highlighted that it is estimated out of eight million pieces of garbage
were thrown daily into the sea which five million are from ships. This contamination has a clear impact
on human health, marine flora and fauna and tourism in coastal areas. Research conducted by Mobilik
et al. (2015), it has been identified that most the marine debris comes from food waste (33%) and cargo
residue (30%). This shows that the highest waste comes from food. Table 1 shows the summary of
shipborne garbage waste that has been identified by Mobilik et al. (2015).

Table 1. Mean summary of shipborne garbage waste

Category Mean of Shipborne Garbage Total of waste (%)
Waste (kg/vessel)
Plastic 136.4 11.52
Food waste 396.4 33.49
Domestic waste 130.6 11.03
Cooking oil 14.4 1.22
Incinerator ashes 68.2 5.76
Operational waste 86.6 7.32
Cargo residue 351.0 29.66
Mobilik et al. (2015)

Mobilik et al. (2015) also mentioned that food waste was the most dominant and difficult waste to
handle on a vessel. Since food waste is required to be managed in an urgent manner, the regulations
have permitted the vessel operator to discharge the waste to the sea in certain conditions. Various
methods have been implemented to transform the waste into a permissible condition that can be
discharged directly to the sea. This practice even though has been permitted to dispose of the waste in
the ocean, still caused harmful effects to marine life. Many researchers do agree that food waste itself
can produce several emissions which contributed to the Greenhouse gases such as methane which is
more powerful than carbon dioxide (Sciences et al., 1995; Nawadra, Polglaze, et al., 2002; Polglaze,
2003; Wilewska-Bien et al., 2016; Vaneeckhaute and Darveau, 2020). According to Polglaze (2003),
food waste that comes from the vessels can diminish water and sediment quality, adversely affect
marine biota, increase turbidity and elevate nutrient levels. Additionally, Polglaze (2003) also
mentioned that food waste components may be detrimental to fish digestion and health and have
unsuitable nutrient content. Regular and sufficiently large inoculations to an area may cause ecological
changes, which will affect marine biodiversity. This current practice of food waste disposal for the
onboard vessels will cause harmful effects and contributed to marine pollution and thus creating
disruptions to the food chain and its supply.

Literature Review

Current practices of food waste disposal methods

In line with the world agenda in moving towards sustainable living, the centric strategies of the food
supply chain have been highlighted. This is due to its important role in the food supply chain which
directly interfaces with health and safety matters. Chiffoleau and Dourian (2020) underlined that
developing a sustainable food system requires the enhancement of sustainability in the food supply
chain. Sustainable food waste management is contributed by the global issues raised from the food
waste itself which affects multiple aspects namely social, economic and environmental sustainability
(Papargyropoulou et al., 2014). The need to protect the interest of these three main sustainability pillars

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are mentioned by United Nations in their 2005 World Summit (United Nations, 2005). Therefore,
enhancing sustainability practices in the food supply chain focusing on onboard vessels is essential to
achieve the main agenda of the Sustainable Development Goals (SDGs). Several methods have been
implemented for the disposal of food. This paper highlights eight methods being used for disposal
practices which are incineration process, landfill, aerobic composting, anaerobic digestion, pyrolysis,
animal feed, biohydrogen and gasification. These methods are commonly being used for land waste
disposal methods. As for this study, these methods were verified and was being examined on their
implementation for the onboard vessels.

Incineration process
Incineration can be defined as the controlled combustion at extremely high temperatures of mixed solid
waste to reduce the volume of the waste (Jain et al., 2018). Traditionally, the incineration of food waste
was designed to reduce the volume of the waste and to destroy pathogens/hazardous substances but
with the rapidly evolving technology, waste incinerators nowadays have the ability to include energy
extraction from the combustion process.

According to Jain et al. (2018), an advantage of incineration and energy recovery is that food and other
waste streams are not required to be separated at source and this saves on collection costs. Incinerators
are able to reduce the volume of waste up to 70-90% and drastically reduce the amount of waste that
needs to be landfilled (Joshi et al., 2015; Wang et al., 2021). In addition, incineration with energy
recovery has the advantages in terms of creating a new energy element and at the same time reducing
the greenhouse gases effects (Joshi et al., 2015).

Landfill
Jain et al. (2018) defined a landfill as a site for the disposal of solid waste materials which are designed
to protect the environment from contaminants, which may be present in the waste stream. In addition,
over the course of history, landfills have been the most common method of organized waste disposal
and remain so in many places around the world.
The advantage of landfills which are cheaper than other food waste treatment/disposal technologies
both in terms of capital cost and operating is one of the reasons why many places prefer to use landfills
as their option to dispose of the waste. Furthermore, the landfill can take mixed waste, which does not
acquire its users to separate the waste and save their processing time (Jain et al., 2018).

Aerobic Composting
Aerobic composting or degradation is a bio-conversion process, in which aerobes process the organics
from food waste into humus through the fermentation process. The humus is then used as a soil
amendment or organic manure (Joshi & Visvanathan, 2019). According to Ma and Liu (2019), aerobic
composting is a process engaging aerobic microorganisms (e.g., bacteria, actinomycetes and fungus) to
decompose organic matter in food waste to compost under aerobic conditions. Food waste with
abundant organic matters and nutrients (e.g., nitrogen, phosphorus and potassium) can serve as an
excellent feedstock for aerobic composting. In fact, aerobic composting has many advantages of easy
operation, low cost and effective nutrient recovery (Ma & Liu, 2019). Aerobic composting also is a
simple technique that is easily adoptable even at the household level and this technique also enables the
users to achieve the concept of circular bio-economy (Mu’azu et al., 2018).

Anaerobic Digestion
Anaerobic digestion is one of the most promising techniques towards addressing rising concerns like
climate change and waste management where the source of food waste can be converted into valuable
energy (Sridhar et al., 2021). According to Paritosh et al. (2017), anaerobic digestion consists broadly
of three phases namely enzymatic hydrolysis, acid formation and gas production.

When compared to traditional technologies like landfill management and incineration, anaerobic
digestion requires less space and has the potential to produce renewable energy products, thus reducing
carbon emission and greenhouse gases (Sridhar et al., 2021). In addition, according to the research by

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Sakcharoen et al. (2021), over the past few decades, anaerobic digestion has gained recognition as a
relatively cost-effective alternative for recovering energy from food waste.

Pyrolysis
Jain et al. (2018) have defined pyrolysis as the heating of organic material in the absence of oxygen,
resulting in the decomposition of organic material into gases and charcoal. Compared to combustion,
pyrolysis has a lower process temperature, lower emissions of air pollutants and the scale of pyrolysis
are also more flexible than incineration plants. In addition to the above definition, the final products
obtained post-processing of waste involve biochar, bio-oil and gas (Sridhar et al., 2021).
In view of the advantages of pyrolysis, this technique can potentially operate at a smaller scale and no
additional oxygen is required for the process (Jain et al., 2018). Plus, a study by Sridhar et al. (2021)
shows that the pyrolysis technique also has the advantage of operating at a low cost and efficient
absorbent material.

Animal Feed
Food waste-based animal feed has been a practice for a long history since it is highly profitable (Wang
et al., 2021). According to Joshi and Visvanathan (2019), food waste is processed before feeding to the
animals to change the moisture content using three methods which are dehydration, ensiling and liquid
fermentation. Although it is a common practice of managing food waste, the animal feed technique has
received a backlash response from the public as the technique is related to the Foot and Mouth Disease
(FMD) and Bovine Spongiform Encephalopathy (BSE, commonly known as Mad Cow disease).

Biohydrogen
Biohydrogen for food waste management can be produced by two main biological methods namely
Photofermentation and Dark Fermentation. In photofermentation, photosynthetic bacteria utilize
sunlight to convert the carbon-based substances in the food waste that act as electron donors to produce
biohydrogen whilst in dark fermentation, anaerobic bacteria (in the absence of light) catalyze a series
of biochemical reactions that involve the conversion of carbon sources in the food waste into
biohydrogen (Habashy et al., 2021).
In the research from Habashy et al. (2021), biohydrogen has many features that make it more desirable
than other biofuels that are being produced. These features include elevated gravimetric density,
reduced emissions and greater effectiveness in raw material to energy conversion. Moreover, hydrogen
is highly efficient as an alternative fuel source compared with other fuel types.

Gasification
Gasification is a process that converts organic materials (e.g., biomass, food wastes) or combinations
of organics and inorganics into a combustible gas called syngas, by reacting the material at high
temperatures (>700oC) with a controlled amount of oxygen and/or steam. Gasification as a technology
has been slow to develop, with few waste gasifiers operating globally, especially at the scales required
to deal with municipal solid waste (Jain et al., 2018). According to the research from Jain et al. (2018),
World Energy Council has informed that both gasification and pyrolysis are more efficient and score
better in environmental impacts than incineration with energy recovery

Research Framework
This framework has been developed based on the literature. It has been identified that there are eight
main methods normally used for waste disposal.

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Figure 1. Sustainable food waste management for an onboard vessel.

Conclusion

It has been identified that although numerous measures, steps and initiatives were taken by global
parties to overcome the food waste problem, there is still a lack of attention focused on the maritime
industry specifically for onboard vessels. The current practice of food waste management methods for
onboard vessels was seen not applying the sustainable practice in reducing pollution and it has impacted
the marine ecosystem in many ways. Hence, this paper presents the proposed framework for sustainable
practices of food waste management for an onboard vessel that takes into account the three (3) main
pillars which are economic, social and environmental aspects. Thus, sustainable food waste
management is required to be implemented in the maritime industry.

Acknowledgements
Sincere gratitude is expressed to the Malaysia Institute of Transport (MITRANS), Universiti Teknologi
MARA (UiTM) for providing financial support in this study. The authors sincerely thank those who
involve directly and indirectly in this work for their guidance and encouragement.

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ROAD ACCIDENT PATTERN OF INTER-URBAN EXPRESSWAY IN KLANG

VALLEY

Sharifah Zuraidah Syed Abdul Jalil1*, S. Sarifah Radiah Shariff2, Saiful Aman Sulaiman1,
Hanafi Mohd Wazir1
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
Faculty of Computer Science and Mathematics, Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
*
Corresponding author: szurai.jalil@gmail.com

Abstract
An expressway was meant to avoid traffic and accidents. The increasing number of accidents on
Malaysian expressways indicates that the road transport system in Malaysia still needs improvement.
As a major transportation mode by most Malaysian, ensuring road safety on inter-urban expressways
has always been a great concern to the local authorities. In this study, the accident dataset was gathered
from Shah Alam Expressway from 2013 to 2017. This preliminary study aims to identify the pattern of
the accident at the expressway. The general approach of the study will undergo three steps which
include a description of the data, segmentation of data and identification of accident patterns. In a
conclusion, road accidents for Shah Alam Expressway frequently happened at toll plazas. Appropriate
countermeasures should be done by the local authority in order to reduce accidents in the mentioned
area.

Keywords: Road accident, pattern, expressway, inter-urban.

Introduction

Road safety is a sustainable development challenge for the whole world when road accident has become
a disaster and leading killer where more than 3000 people are killed every day due to it. Road accidents
had been recognized as a major public health issue as they contributed to the increasing road death rate
globally. World Health Organization (2018) reported that the number of road traffic death annually has
exceeded 1.35 million. Rapid growth in the economy has led to a serious problem with road safety for
most countries in the world. For developing countries in the ASEAN region, the road death rate grows
consistently with their rapid development in the economy. The Global Road Safety Report 2018
revealed that Thailand, Vietnam and Malaysia were the top three countries in the ASEAN region having
higher than the global road death rate of 18.2 deaths per 100,000 populations.

In Malaysia, the increase in accident numbers is at an alarming state. Department of Statistics Malaysia
reported that traffic accident was the top five major principal causes of death in Malaysia. Road traffic
accident in Malaysia seems to be gradually increasing each year and had shown an upward trend since
the past two decades. In 2019, the number of accidents showed an increase of 3.4% compared to the
previous year, where among road categories in Malaysia, expressways and highways had shown a
significant increase in the number of accident cases. This indicates that as a whole, the road safety
system in Malaysia still needs more improvement. In some expressways in Malaysia, the pattern of
accidents is not highlighted and some danger might be alarming. This might result in unawareness of
potential accidents.

It is of importance to identify the pattern of road accidents as a preliminary step before an accident
hotspot is implemented. Oyenuga et al. (2016) used a time plot of monthly accident data to identify the
pattern of road accidents at an expressway in Nigeria. The study included estimation of trend, seasonal
variation and random variation using the moving average method. The result from the analysis shows
that the accident series exhibited a trend and seasonal effects. The study has recommended an

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improvement in data collection of road accidents whereby it should include details at the accident
location. As for Malaysian expressways, the accident data provided by Royal Malaysian Police and
highway authority does include accident location. However, details at the accident location can only be
determined during the post-crash investigation at the scratch, as the details are not available in the police
report.

Many studies on road accident patterns use spatial analysis techniques. A study by Halim et al. (2017)
focused on the E1 of North-South expressway using spatial techniques namely Nearest Neighborhood
Hierarchical (NNH) Clustering and Spatial-Temporal Clustering (STAC). The study found that the
pattern of road accidents on the E1 resulted in a clustering pattern in which the accident was grouped
at a specific location. Another study was done for E1 and E2 of North-South Expressway by Manap et
al. (2019) focused on determining the spatial pattern of road accidents using Moran’s I and accident
hotspot using Getis-Ord Gi*. They also found that accidents occurred in a clustering pattern where 64%
of the accident hotspot occurred at an interchange, ramp, lay by, slip road or rest area.

This study focuses on identifying the pattern of road accidents of inter-urban expressways in Klang
Valley. The study uses an accident dataset of Shah Alam Expressway (known as E5) gathered from
KESAS Sdn. Bhd. The inter-urban expressway is a controlled-access highway that connects the major
industrial and residential areas within the Klang Valley including Cheras, Kuala Lumpur, Petaling Jaya,
Subang Jaya, Shah Alam and Klang. The expressway runs between Pandamaran in Klang, Selangor to
Sri Petaling in Kuala Lumpur. The six-lane expressway which spans a total length of 34.5 kilometres,
is the third east–west-oriented expressway in the Klang Valley after Federal Highway and New Klang
Valley Expressway and connects to three major expressways, namely North-South Expressway at Sri
Petaling interchange, Puchong-Damansara Expressway at Sunway interchange, and North-South
Expressway Central Link at Seafield interchange.

Expressways in Klang Valley were built due to the increasing size and population in Klang Valley, as
well as the development of new townships and industrial estates. As an alternative route to both east
and west bounds, the Shah Alam Expressway has been a popular travelling mode due to its high
accessibility to wide-ranging highway networks within the Klang Valley. It features 15 interchanges
with 3 toll plazas for each bound. Statistics have shown an increasing number of road accidents at
Malaysian expressways recently. Shah Alam Expressway is no exception. The straight and long
expressway has posted speed limit of 90 km/h which is slightly lower than the default speed limit for
Malaysian expressways of 110 km/h. This preliminary study aimed to identify the road accident pattern
at Shah Alam Expressway based on the accident location. This study can be used as a baseline to create
awareness to road users of the potential accident area at the expressway. In addition, a plan of action
can be developed to prevent road traffic accidents at the particular area on the expressway.

Methodology

This study involved three steps including data description, data segmentation and accident pattern
identification.

Data description
This study used secondary data acquired from the highway concession, KESAS Sdn. Bhd. It involves
data of road accidents of Shah Alam Expressway from 2013 to 2017. The daily accident data of five
consecutive years were investigated. The dataset encompasses information such as the accident
location, date and time of accident occurrence, type of vehicles involved, collision type, severity type,
causal factors, weather condition, and the property damage resulting from the accident. The data was
then organized into a Microsoft Excel spreadsheet and any missing data was discarded. Descriptive
statistics were done in order to investigate the pattern of road accidents along the expressway.

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Data segmentation
The accident dataset consists of accident locations in the form of a kilometre marker. This study
considers accidents at both routes of Shah Alam Expressway which are the east bound and west bound,
as well as at all intersections across the expressway. The locations have been divided into segments,
where 400-metre segmentation was used in this study with respect to the Interim Guide of Public Work
Department which takes into account scratches of 300 metres to 500 metres for road treatment around
the accident location. The 34.5-kilometre length expressway has been divided into 70 segments from
KM18 at Pandamaran to KM52.5 at Sri Petaling. Then, the number of the accident will be mapped
accordingly to its segment and route using a check sheet. Table 1 represents part of the segmentation of
location that has been prepared before mapping of the data can be done.

Table 1. Segmentation of location

Segment Location (KM)
1 18.0 – 18.4
2 18.5 – 18.9
3 19.0 – 19.4
⁞ ⁞
69 52.0 – 52.4
70 52.5 – 52.9

Accident pattern identification

In order to identify the pattern of accident distribution at the expressway, a scatter plot was used based
on data segmentation prepared in the previous step. A scatter plot is useful for identifying patterns in
data distribution. This study was used to determine whether the accident occurred at random places or
clustered at certain places. The data points are grouped and observed on how closely sets of points are
clustered together. Scatter plots can also show if there are any unexpected gaps in the data or any outlier
points. The outlier is determined by using equations (1) and (2).

Upper limit = Q3 + 1.5 (IQR) (1)

Lower limit = Q1 – 1.5 (IQR) (2)

Q1 and Q3 are quartile 1 and quartile 3 respectively, while IQR is the interquartile range of the data.
These values can be obtained from data analysis tools in Microsoft Excel. In this study, the plot was
done for the number of the accident based on the accident location. From the plots, the accident pattern
was observed whether the accident occurrence exist in a clustering pattern based on the outlier point. If
the plot falls above the upper limit, then it will be considered as an outlier where it indicates high
accident occurrence. For this study, we will only consider the upper limit in detecting outliers since our
interest is at accident pattern identification with high accident occurrence.

Results and Discussion

Data description
A total of 2,823 road accidents were recorded at the expressway for the period of 2013 to 2017. Figure
1 represents the breakdown of the total accident of the expressway by year. The highest number of road
accidents was in 2013 with 728 accidents were reported along the expressway. 2014 and 2015 showed
the greatest decline in the number of road accidents at about 30% lower than in 2013. However, the
number of accident had increased in 2016 and did not show much decline in 2017.

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Figure 1. Total reported road accident cases for Shah Alam Expressway (2013-2017)

The breakdown of total road accidents by route is shown in Table 2. Road accidents at the expressway
occurred at the east bound, west bound and intersections. A total of 1226 accidents had occurred at the
east bound from 2013 to 2017, while 1382 accidents occurred at the west bound. Meanwhile, for
intersections, 215 road accidents were reported over the 5 years.

Table 2. Road accident breakdown by route

Route
Year Total
East bound West bound Intersection
2013 330 330 68 728
2014 207 239 47 493
2015 203 244 49 496
2016 244 294 32 570
2017 242 275 19 536
Total 1226 1382 215 2823

Figure 2 represents the trend of road accidents at the expressway by the route. It can be seen that east
bound showed a similar trend with the total road accident trend whereas west bound showed quite a
similar trend with the total road accident. However, intersections showed a different trend from the total
road accident over the five years. Generally, quite a similar pattern can be seen between the east bound
and west bound but not for the intersection.

Figure 2. Road accident trend for Shah Alam Expressway

Data segmentation
The accident data has been mapped accordingly to the appropriate segment and route. This is done by
assigning each and every accident data into columns pertaining to the route using a segment that has

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been prepared. Total accidents for each segment at the east bound and west bounds as well as at the
intersection have been determined. Part of the summary of the breakdowns is shown in Table 3 as
represented below.

Table 3. Road accident breakdown by segment

Location 2013 2014 2015 2016 2017
Segment
(KM) E W I E W I E W I E W I E W I
1 18.0-18.4 2 1 0 0 0 1 0 1 0 0 0 0 1 1 0
2 18.5-18.9 4 2 3 0 1 0 1 2 3 2 2 2 4 0 1
3 19.0-19.4 1 3 0 1 3 0 1 1 0 1 0 0 2 2 0
⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞ ⁞
69 52.0-52.4 0 1 6 0 0 11 0 0 10 0 1 2 0 1 0
70 52.5-52.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
E: East bound, W: West bound, I: Interchange

Accident pattern identification

In order to identify the accident pattern at the east bound, west bound and intersection, a scatter plot
was used as a statistical tool to represent the distribution. Prior to accident pattern identification, the
outliers were determined using equations (1) and (2). Table 4 shows the summary statistics used to find
the upper and lower limits of the accident data.

Table 4. Summary statistics of east bound, west bound and intersection

Route Statistics 2013 2014 2015 2016 2017
East bound Quartile 1 (Q1) 2 1 1 1 1
Quartile 3 (Q3) 6 4.25 4 4 5
Interquartile range (IQR) 4 3.25 3 3 4
Upper limit 12 9.13 8.5 8.5 11
Lower limit -4 -3.88 -3.5 -3.5 -5
West bound Quartile 1 (Q1) 2 1 1 2 2
Quartile 3 (Q3) 7 4 4.25 6 5
Interquartile range (IQR) 5 3 3.25 4 3
Upper limit 14.5 8.5 9.13 12 9.5
Lower limit -5.5 -3.5 -3.88 -4 -2.5
Interchange Quartile 1 (Q1) 0 0 0 0 0
Quartile 3 (Q3) 3 4 3 3 1
Interquartile range (IQR) 3 4 3 3 1
Upper limit 7.5 10 7.5 7.5 2.5
Lower limit -4.5 -6 -4.5 -4.5 -1.5

From Table 4, the values of the upper limit for each year are considered in order to determine the outliers
in the scatter plots. The plot that falls above the upper limit will be considered as an outlier where it
indicates a clustering pattern due to high accident occurrences at a specific location. The values of lower
limits in Table 4 are all negatives. Since the accident data is a count data, the lower limit to be considered
is 0. For this study, only the upper limit will be used to determine the existence of the outliers in the
plots.

Figure 3 (a – e) are the scatter plots representing the pattern of the frequency distribution of 5 years of
accident data along the east bound of Shah Alam Expressway. Overall, all plots showed the same pattern
from 2013 to 2017. The outliers shown in the figure represents high accident number at a specific
location. This is determined by the values of the upper limit for east bound in Table 4. This indicates
that a clustering pattern did exist at those locations marked as outliers at the east bound.

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25 25
Outlier
20 20
Number of accident

Number of accident
Outlier
15 15

10 10

5 5

0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(a) (b)

25 25
Outlier
20 20
Number of accident

Number of aacident
Outlier
15 15

10 10

5 5

0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(c) (d)

25

20
Number of accident

Outlier
15

10

0
17.0 27.0 37.0 47.0
KM marker
(e)

Figure 3. Mapping of number of accidents at kilometre marker of east bound for

(a) 2013, (b) 2014, (c) 2015, (d) 2016, (e) 2017

The pattern of the frequency distribution of road accidents was also observed for the west bound of
Shah Alam Expressway. Figure 4 (a – e) show the scatter plots representing accident pattern along the
west bound. There are some outliers identified from the figures which also indicate that there is a
clustering pattern of road accidents at locations marked as outliers at the west bound. This was also
determined by the values of the upper limit for the west bound from Table 4.

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35 35
30 30
Outlier Outlier
Number of accident

Number of accident
25 25
20 20
15 15
10 10
5 5
0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(a) (b)

35 35
Outlier Outlier
30 30
Number of accident

Number of accident
25 25
20 20
15 15
10 10
5 5
0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(c) (d)

35
30
Outlier
Number of accident

25
20
15
10
5
0
17.0 27.0 37.0 47.0
KM marker
(e)

Figure 4. Mapping of number of accidents at kilometre marker of west bound for

(a) 2013, (b) 2014, (c) 2015, (d) 2016, (e) 2017

Figure 5 (a – e) show the scatter plots of road accident at intersections. It can be seen that many points
are lying on the x-axis. This is because we only consider accident data for intersection, thus other
locations were plotted as zeros. There are 15 intersections for Shah Alam Expressway. For outliers
calculation, the summary statistics shown in Table 5 were based on the data for locations at an
intersection only. There are some outliers identified from the figures which also indicate that there is a
clustering pattern of road accidents at the intersection for that year.

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16 16
Outlier
14 14
Outlier
Number of accident

Number of accident
12 12
10 10
8 8
6 6
4 4
2 2
0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(a) (b)

16 16
14 14
Outlier No outlier

Number of accidenr
Number of accident

12 12
10 10
8 8
6 6
4 4
2 2
0 0
17.0 27.0 37.0 47.0 17.0 27.0 37.0 47.0
KM marker KM marker
(c) (d)

16
14
12
Number of accident

10
Outlier
8
6
4
2
0
17.0 27.0 37.0 47.0
KM marker
(e)

Figure 5. Mapping of number of accident at kilometre marker for intersections for

(a) 2013, (b) 2014, (c) 2015, (d) 2016, (e) 2017

Table 5 represents the summary of locations with high accident occurrences along the east bound and
west bound of Shah Alam Expressway. It can be seen that for the 5 years, high accident number occurred
almost at the same location for both east and west bounds. For the east bound, three identical locations
have been identified having high accident numbers from 2013 to 2017, which are at KM 27.0 – KM
27.4, KM 40.5 – KM 40.9 and KM 47.5 – KM 47.9. Meanwhile, for the west bound, two identical
locations have been identified to have high accident occurrences. Accidents at the west bound frequently
happened at KM 40.5 – KM 40.9 and KM 49.0 – KM 49.5. Those locations with high accidents were
at the toll plaza areas of both bounds of Shah Alam Expressway.

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Table 5. Summary of locations with high accident occurrence for east bound and west bound
East bound West bound
Year Number of Location Total Number of Location Total
outliers (KM) accident outliers (KM) accident
27.0 – 27.4 22
2013 3 40.5 – 40.9 23 1 49.0 – 49.4 21
47.5 – 47.9 19
27.0 – 27.4 16 40.5 – 40.9 14
2014 2 2
47.5 – 47.9 14 49.0 – 49.4 24
40.5 – 40.9 18
40.5 – 40.9 15
2015 2 3 30.5 – 30.9 10
41.0 – 41.4 13
49.0 – 49.4 26
27.0 – 27.4 12
31.0 – 31.4 9
2016 4 1 49.0 – 49.4 32
40.5 – 40.9 22
47.5 – 47.9 18
27.0 – 27.4 11
27.0 – 27.4 12
2017 2 3 40.5 – 40.9 13
40.5 – 40.9 14
49.0 – 49.4 26

Table 6 represents the summary of locations with high accident occurrences for intersections of Shah
Alam Expressway. It can be seen that accidents over the 5 years also happened in clustering patterns.
Two identical locations have been identified to have high accident occurrences, which are at KM 38.5
– KM 38.9 and KM 52.0 – KM 52.5. As for overall, the number of accidents at these locations shows a
declining pattern over the years.

Table 6. Summary of locations with high accident occurence for intersections

Intersection
Year Number of Location Total
outliers (KM) accident
38.5 – 38.9 15
2013 2
44.5 – 44.9 11
2014 1 52.0 – 52.5 11
32.5 – 32.9 11
2015 2
52.0 – 52.5 10
2016 0 – –
38.5 – 38.9 6
2017 2
24.5 – 24.9 4

Conclusion

As a conclusion for this preliminary study, road accident at the selected expressway with high
accessibility and connectivity appears in clustering pattern at certain locations. Accidents frequently
happened at toll plazas of the east bound and west bound. In addition, a decreasing pattern of road
accidents can be seen for the intersections of the expressway. Appropriate countermeasures should be
done by the local authority in order to reduce accidents in the mentioned area. Future research may
consider looking into the attributes of road accidents at these specific locations and apply some spatial
statistical analysis to conform to the accident pattern.

Acknowledgements
The authors would like to thank the Malaysia Institute of Transport (MITRANS), UiTM for sponsoring
this presentation through Vanguard 2.0 grant allocation.

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References

Department of Statistics Malaysia (2019). Statistics on Causes of Deaths Malaysia, 2019.

https://www.dosm.gov.my/v1/index.php?r=column/pdfPrev&id=RUxlSDNkcnRVazJnakNCNVN2VG
grdz09. [Access online 14 October 2021].
Favour, O. I., Joshua, A. F., & Ismail, S. O. (2016). Statistical analysis of pattern on monthly reported road
accidents in Nigeria. Science Journal of Applied Mathematics and Statistics, 4(4), 119.
Halim, N. N. A., & Maad, H. A. (2017). Spatial analysis of fatal road accidents along the North-South expressway.
Journal of Engineering and Applied Sciences, 12(9), 8764-8769.
Manap, N., Borhan, M. N., Yazid, M. R. M., Hambali, M. K. A., & Rohan, A. (2019). Determining spatial patterns
of road accidents at expressway by applying Getis-Ord Gi* spatial statistic. International Journal of
Recent Technology and Engineering, 8, 345-350.
Montgomery, D. C. (2009). Introduction to statistical quality control. John Wiley & Sons, United States of
America: 220.
Transport and Road Research Laboratory (1995). Interim Guide on Identifying, Prioritizing and Treating
Hazardous Locations on Roads in Malaysia. Ministry of Public Works Malaysia.
World Health Organization. (2018). Global status report on road safety 2018: Summary. World Health
Organization, Geneva: 2.

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FACTORS AFFECTING MOTORCYCLIST ACCIDENT: PSYCHOLOGICAL,

ENVIRONMENTAL AND VEHICLE FACTORS

Fatin Najwa Mohd Nusa1,2*, Siti Zaharah Ishak1,2, Siti Hamidah Abdull Rahman2, Zulkifli Awang3,
Mimi Mohaffyza Mohamad4
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
School of Civil Engineering, College of Engineering, Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
3
Driving Licensing Division, Road Transport Department, Melacca State, Kompleks JPJ,
75990 Melaka Tengah, Bukit Katil, Melaka, Malaysia
4
Faculty of Technical and Vocational Education, Universiti Tun Hussein Onn Malaysia,
86400 Parit Raja Batu Pahat, Johor, Malaysia
*
Corresponding author: fatinnajwa@uitm.edu.my

Abstract
The highest contributor to road accidents and fatality in Malaysia involves motorcyclists. Recognizing
this fact, identifying the issues that cause motorcyclists’ accidents is essential for the government to
develop appropriate road safety strategies to address the problem. Factors associated with motorcyclist
accidents are generally related to motorcyclist riding behavior, road engineering and environments, and
vehicle factors. Possible reasons that caused motorcyclist fatalities are riding above the speed limit,
breaking traffic lights, following other vehicles closely, and the negligence of riders. This paper aims
to identify the main factors affecting fatal accidents among motorcyclists from the perspectives of 146
road transport officers’ ranking from the high to low order. Respondents involved in this study are staff
and officers who serve in the Malaysian Road Transport Department. This study adopted the Theory of
Planned Behavior (1985) and other factors influencing motorcyclists’ attitudes and behaviors. Using
Microsoft Excel, frequency analysis was used to rank all factors associated with motorcyclist accidents
in the questionnaire survey. Findings show that psychological factors were the main factors affecting
motorcyclist accidents.

Keywords: Motorcyclists, Fatal Accident, Road, Frequency Analysis, Psychological Factors.

Introduction

The number of road accident cases and fatality cases in Malaysia is highest compared to neighboring
countries in the ASEAN region (Idris et al., 2019). More than 1.35 million human lives were recorded
died each year due to road traffic crashes making it the 8th leading cause of death globally (WHO,
2018). Overall, 16,920 motorcycle fatalities crash cases were recorded as a substantial cause of death
in Malaysia (PDRM, 2019). Touahmia (2018) states that road traffic accidents are increasingly
recognized as one of the most significant public health issues, incurring heavy losses of human
resources and severe socioeconomic costs worldwide. Every day, thousands of people were killed and
injured on roadways across the world. The World Health Organization (WHO) estimated that over 1.25
million deaths and 50 million injuries occur worldwide due to road crashes each year. Statistics
anticipate road transport accidents to be the third among fifteen more frequent causes of death by 2020.
The indicator becomes more significant if compared to a developed country. Road accidents are a
phenomenon that the government should give serious attention.

The high rate of road accidents indicates an increase in road accident cases each year in Malaysia. The
number of accidents, especially fatal ones, was based on the Royal Police Department Malaysia
(PDRM) and Road Transport Department (JPJ) statistical reports. These statistics give every road user
a serious picture to prioritize safety and awareness to reduce the accident rate. In recent years, increases
in scooter and motorcycle sales have caused a corresponding increase in deaths and serious injuries

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caused to their riders, following a period of relative decline (Ishak & Rahim, 2020). Scooters have seen
a 16% rise in sales between 2002–2003; recent licensing data for larger motorcycles (above 500cc
engine capacity) shows that the stakeholders consider around half of all registered motorcycles, so this
pattern seems set to continue (Arévalo-Támara et al., 2020). Ishak & Rahim (2020) also claimed that
for the past eleven (11) years, 4,940,345 road accident crashes have resulted in 67,304 deaths.
Simultaneously, the overall motorcycle fatality accidents were worrying, with 41,979 or 62.3% the most
dominant group exposed to road traffic crashes. The researchers predicted the pattern to remain the
same in this decade. Due to the number of car occupants, motorcyclists and pedestrians are the riskier
user groups to expose to fatality accidents on Malaysian roadways.

Motorcycle accidents have somewhat different characteristics compared to other transport and road
users (Haque et al., 2009). In particular, stakeholders include 'right of way' accidents, accidents
involving loss of control on bends, and accidents caused by motorcyclists using the more frequent
overtaking and passing opportunities that this choice of transport affords them. There are THREE (3)
factors affecting fatality accidents among motorcyclists adapted in this research from the Theory of
Planned Behavior 1985 by Ajzen (1991), namely psychological factors, environmental factors, and
vehicle factors. This research paper will recommend ranking factors affecting fatal accidents among
motorcyclists from 146 road transport officers' points of view, from high to low order.

Literature Review

This research adopted the Theory of Planned Behavior (1985) by Azjen (1991) and other factors that
influence motorcyclists' attitudes and behaviors to explain the relationship between psychological
factors, environmental factors, and vehicle factors affecting fatal accidents among motorcyclists. The
theoretical framework used in this research was illustrated in Figure 1 as follows:

Figure 1: Theoretical Framework for Factors Affecting Fatal Accidents among Motorcyclists

Psychological Factors
According to data collected from Guangdong Province of China, psychological factors offer insights
into risk factors related to personal characteristics such as speeding, reckless driving and red light
violations resulting in severe injuries to the motorcyclists (Zhang et al., 2021). In some cases,
motorcyclists' attitudes, such as riding near-crash liabilities, happen between a motorcycle and other

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transport types such as cars, lorry, bicycles, buses, vans, and four-by-four vehicles. However, only some
cases of motorcycle fatalities occurring on roads are due to riding without a driving license and driving
under the influence of alcohol (Trung et al., 2020).

Factors such as gender also affect the psychological factors affecting motorcyclists' accidents. Helmet
non-use and red running offenses usually increase among female riders, riders wearing industrial
uniforms, carrying passengers, riding during the weekend, off-peak hours, clear weather, multi-lane
roads, and some T-junctions (Rusli & Salam, 2020).

Research finding from Goh & Leong (2020), reveals that there are positive effect and significant
positive relationship between risky behavior and motorcyclists’ behavior. The research stated that older
motorcyclists ranging between 36 to 55 years old are less likely to take part in riding behavior while
riding on the road than young motorcyclists ranging between 16 to 35 years old.
From the research findings, psychological factors are very significant to severe injuries and fatal
accidents among motorcyclists. Other than that, lack of awareness among motorcyclists affected the
riding behavior positively towards road safety plays an essential role in improving road safety
awareness among riders (Alvisyahri et al., 2020).

Environmental Factors
Environmental is one of the factors that affect motorcyclist’s injury severities. Research by Waseem et
al., 2019 found that the probability of fatality or severe injuries increases for vehicle crashes that involve
young and middle-aged riders ranging between 25 to 45 years old. Meanwhile, riders’ awareness about
frequently recorded accidents occurring on roads with a speed limit of 70 km/hr or higher with fixed
objects such as heavy vehicles is not at the desired level (Haque et al., 2009).

According to Arévalo et al., 2020, road environmental factors during dry and heavy rain weather
conditions also impact motorcycle accidents. There are three (3) types of high accident frequency
associated with weather conditions: early morning hours or late afternoon, or early evening hours. These
accident frequencies will depend on road segments and divided streets related to motorcycle accidents
with a posted speed limit of less than 50km/hr.

Researchers also stated that road engineering and infrastructure factors such as curves and collision
with roadside objects and road furniture serious attention (Santos & Dias, 2020). The effects of various
factors, including horizontal curves, speeds, and helmet use, require motor skills and balance identified
as essential mechanical protection, leading to motorcyclists being more prone to severe injuries
(Maistros et al., 2014). Flat terrain also has a higher crash frequency than rolling or mountainous terrain
(Arévalo-Támara et al., 2020). Furthermore, common road engineering and infrastructure problems
such as hazardous road conditions such as oily, sandy, potholes and unsafe roadways were reported
factors affecting motorcycle accidents.

Vehicle Factors
Fatalities in road accidents involving motorcyclists become crucial issues that the government needs to
address with the collaboration of all stakeholders. Researchers' statistical analysis reported that
motorcyclist’s faults such as riding a motorcycle in the median lane, motorcycle modification up to
higher engine capacity, and riding a motorcycle with a pillion passengers increased the likelihood of at-
fault crashes on roadways (Arévalo-Támara et al., 2020). Motorcyclists become more vulnerable during
nighttime on roadways. The presence of surveillance cameras significantly reduced the not-at-fault
crash involvement at roadway intersections during day and night.

Other than that, vehicle modification factors, malfunction of motorcycle brake and light system, worn
and damaged motorcycle tyre, wet-road surface, leaking fuel from others vehicle and collision with a
pedestrian was found to increase the likelihood of at-fault crashes at non-intersection with the effect of
a crash involving pedestrians higher at night (Haque et al., 2009). As cases recorded by Royal Police
Department (PDRM) recorded, motorcyclists are more likely to be victims in multi-vehicle crashes at
all locations. It does not matter young or old, male or female motorcyclists, negligence of all road users

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will cause fatal accidents and someone will be at-fault in crashes. From the research findings, vehicle
factors are very significant to severe injuries and fatal accidents among motorcyclists.

Methodology

Using a quantitative data collection method, an online survey questionnaire was designed to identify
the main factors affecting fatal accidents among motorcyclists from the perspectives of road transport
officers'.

Target Respondents and Sampling Design

The target respondents for this research were based on a purposive sampling frame provided by Road
Transport Department (JPJ) lists which consist of approximately 300 road transport department officers'
in Melacca state. These officers had grade positions of KP19 – KP28; AB19 – AB28, KP29 – KP40;
AB29 - AB40; KP41 – KP48 and KP49 – KP54. Using Raosoft sample size calculator of 5% margin
error and 95% confidence level, the sample size required for this study is 143 respondents. The equation
of sample size is given as follows:
Equations : x = Z(c/100)2r(100-r) (1)
n = N x/((N-1)E2 + x) (2)
E = Sqrt[(N - n)x/n(N-1)] (3)

Where N is the population size, r is the fraction of responses the study is interested in, and Z(c/100) is the
critical value for the confidence level c.
This study received 146 usable and completed questionnaires during the data collection period. The data
achieved 50% of the total respondents. This research is not experimental, the frequency analysis is used to
rank nominal level type of data (Yes and No question) (Kaur & Kumar, 2015).

Questionnaire Design
Questionnaires often seem logical and user friendly to collect information from people (Leedy &
Ormrod, 2005). The questionnaire design for this research was divided into TWO (2) sections. Part A
of the questionnaire survey was requested the demographic profiles of respondents. Part B was focused
on ranking the main factors affecting the motorcyclist's accidents. The respondents were asked to
determine the agreement level on the statement related to psychological factors, environmental factors
and vehicle factors that affects motorcyclist fatalities accidents based on their working experience.
Close-ended questions can be answered by a simple "yes" and "no" by the respondents conducted
through the online survey, which is the best and fast way to answer the research questions and purposes.
The flow of research methodology for this research is illustrated in Figure 2.

Data Collection

Factors Selected for the Theoretical Framework

By adopting the Theory of Planned Behavior (1985) and other factors that influence motorcyclist
attitudes and behaviors, this study began with the collection of literature reviews for the theoretical
framework constructs related to the motorcyclist's fatalities accidents. At this stage, identification of
similarities and differences among the decisive concepts, variables, elements and factors in
motorcyclist’s road safety area was done within the past five (5) years back literature (Taylor & Procter,
2008).

Online Questionnaire Survey

A quantitative research approach was carried out based on the purposive sampling of 146 respondents.
The primary data was gathered among the road transport officers' from 16 state namely, Johor, Kedah,
Kelantan, Kuala Lumpur, Labuan, Melaka, Negeri Sembilan, Pahang, Perak, Perlis, Pulau Pinang,
Putrajaya, Sabah, Sarawak, Selangor and Terengganu. Before the distribution of the online
questionnaire survey, the researcher conducted a pilot study to proofread the variables in the
questionnaire among ten 10 respondents consisting of road transport department officers having grade

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position KP19 – KP28; AB19 – AB28, KP29 – KP40; AB29 - AB40; KP41 – KP48 and KP49 – KP54
randomly.

Figure 2: Flow Chart of Research Methodology.

Data Analysis

Reliability Test
Reliability test was commonly used in the descriptive, statistical and psychometric analysis. Reliability
indicates the results' consistency when data or experiments are replicated under the same condition
(Rani et al., 2020). This research applied a reliability test to ensure good questions quality and the
reliability of this research are good and adequate. Table 1 shows the values of Cronbach's alpha obtained
for three (3) factors affecting motorcyclist accidents, namely psychological, environmental and vehicle
factors. The value tabulated indicates that the three variables have an adequate internal consistency
level, which shows that this research is reliable.

Table 1: Reliability Test (Cronbach's Alpha Value)

Independent Variables Cronbach's Alpha
Psychological Factors 0.733
Environmental Factors 0.794
Vehicle Factors 0.789
Note:
1. Coefficients of reliability should be in the range of 0 to 1, where "0" means too many errors, and "1" indicates
no error.
2. Alpha values higher than 0.8 indicate that the variables test are high in internal consistency
3. Alpha values of a minimum of 0.7 indicate that the variables test are adequate in internal consistency

Frequency Analysis
Data collected from the online questionnaire were organised and analysed using Microsoft Excel.
According to Theofilatos & Yannis, (2014), data patterns can be observed using descriptive, frequency
and a combination of the categorical analysis. At this stage, factors affecting motorcyclist accidents in
terms of percentages value were ranked from high to low order.

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Results and Discussion

Demographic Profile of Respondents

The demographic profiles of respondents are demonstrated in Figure 3. Figure 3 shows that the majority
(66%) of respondents for this study are male officers. The remaining 34% of female respondents
responded to this survey.

Figure 3 Respondent’s Gender. Figure 4 Respondent’s Grade Position.

The pie chart in Figure 4 shows that 68% of respondents are road transport officers having a grade
position of KP19 – KP28. Most of them are officers from the Driving Licensing Division of the Road
Transport Department in Malaysia. These officers were mainly involved in conducting enforcement
operations, preparing records and reports of operations and prosecutions, engaging with prosecutions
witnesses’ cases and other related work directed by superiors from time to time.

34% Johor

Kedah

Kelantan

Kuala
Lumpur
Labuan

Melaka

Negeri
Sembilan
Pahang

Perak
12% 12% Perlis

Pulau Pinang

6% 6% 7% Putrajaya
5%
4% Sabah
3% 2% 2% 2% 2% Sarawak
1% 1% 1%

Figure 5 Respondent’s Working State Department.

Next, Figure 5 shows the percentage distribution of respondents working state department. From the
results, the majority of the respondents (34%) worked in the Melacca state department. The following
section discusses respondents' feedback based on the frequency analysis of each motorcyclist's fatal
accident factors.

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Respondents' Feedback on the Main Factors Affecting Motorcyclist Accidents in terms of

Psychological, Environmental and Vehicle Factors
Data tabulated in Table 2 were analysed using frequency percentages gathered from road transport
department officers' points of view.

Table 2. High to Low Order Ranking of Respondents' Feedback on the Main Factors Affecting
Motorcyclist Accidents
Psychological Factors Frequency (%) Rank
Reckless driving 99 1
Red light violations 98 2
Influence of alcohol 84 11
Improper use of helmet 83 12
Speeding 79 14
Environmental Factors Frequency (%) Rank
Car making left-hand turns 97 3
Hazardous road condition 94 5
Lane splitting and corner turning 95 6
Weather condition 91 8
Head-on collision 82 13
Vehicle Factors Frequency (%) Rank
Malfunction brake and light system 96 4
Worn and damaged tyre 92 7
Collision with pedestrian 90 9
Vehicle modification 87 10
Leaking fuel 72 15

The respondent’s feedback listed in Table 2 was ranked from high to low order. The top five (5) factors
perceived by the respondents are reckless driving (99%); red light violations (98%); car making left-
hand turns (97%); malfunction brake and light system (96%) and hazardous road conditions (94%) were
the main factors that affect fatal accidents among motorcyclists. These findings show that psychological
factors were the main factors affecting motorcyclist accidents.

Conclusion

This study identified and ranked the main factors affecting fatal motorcyclist accidents based on 146
respondents' opinions and experiences from the Driving Licensing Division, Road Transport
Department officers in Malaysia. Reckless driving and red light violation are the highest-ranking
respondents' feedback on the main factors affecting motorcyclist accidents. It is essential to educate the
public, especially the motorcycle rider, that psychological, environmental and vehicle factors may
influence the likelihood of both crash and injury severity. This paper is limited to the road safety
research area focusing on motorcycle accident factors based on descriptive analysis using a quantitative
questionnaire survey. This paper's findings can help road safety officers and public awareness of
motorcycle fatal accident factors.

Acknowledgements
This research is a part of a completed thesis from the Executive Diploma in Transport Management and
Enforcement (DEPPP) program. The thesis entitled "Factors Affecting Motorcyclists Accidents from
Road Transport Officers' Point of View." The author would like to dedicate special thanks to the co-
authors, research assistant, Road Transport Department (JPJ), Malaysia Institute of Transport
(MITRANS) and School of Civil Engineering, College of Engineering, Universiti Teknologi MARA
(UiTM) for their help, contribution and support in completing this research.

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REMOTE SENSING FOR PAVEMENT ASSESSMENT: A REVIEW

Nurul Nabilah Mohd Norezan1*, Abd Manan Samad2, Saiful Aman Sulaiman3
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
Faculty of Architecture, Planning and Surveying, Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia

Corresponding author: saifulaman@uitm.edu.my

*

Abstract
The process of assessing the state of transportation infrastructure is expensive, time-consuming, and
labor-intensive. Damage and deterioration are typically assessed qualitatively and using point
measurements. Remote sensing technologies give non-destructive methods for analyzing road
conditions across wide areas. These tools enable transportation infrastructure surveys to be conducted
on a regular, thorough, and quantitative basis by taking full advantage of the sensors and their
processing capabilities, which swiftly allows a vast area of land to be covered in a short time.

Keywords: road surface condition, remote sensing technologies, survey

Introduction

Traditional road inspection techniques, such as manual and semi-automatic relief surveys or condition
surveys using specially equipped vehicles, provide a way to determine road conditions through
observation and recording. makes this road inspection cumbersome and less efficient. In fact, some of
these inspection-based periodic monitoring tasks are redundant, and some of them can cause delayed
detection of problems. As a result, this work increased the cost of monitoring and management of the
transportation infrastructure system and resulted in the loss of capital and energy.

The state of the freight transportation system and the accompanying overall costs are affected by the
qualities and intricate interactions of pavement, automobiles and freight. Improved pavement
maintenance reduces road authorities' long-term costs while also saving money for road users,
particularly freight traffic. Improved component management in the freight transport business can lead
to less variation in tyre loads and acceleration levels of vehicle components and freight. The response
and damage to the pavement, vehicle, and freight that would result from varying degrees of pavement
riding quality can be evaluated using V-PI analysis. (Steyn et al., 2012)

The fundamental challenge with early warning infrastructure fault detection is the installation of costly
in-situ distributed monitoring sensor networks. On the contrary, in recent years, the use of satellite data
has enabled the deployment of quick and low-cost approaches. Across this context, the potential of
spaceborne Synthetic Aperture Radar for critical infrastructure monitoring is proved in geographically
broad areas, even in the presence of clouds and in extremely harsh weather.

Table 1. Summary of needs influencing freight transport cost on a road network. (Adapted from
(Steyn et al., 2012)
Needs Drivers
Infrastructure Smooth durable safe roads Pavement condition
Vehicles More economical vehicles Lower Vehicle Operating Cost
Logistics Smooth route from cradle to grave Lowest total costs
Congestion Minimal congestion Time

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Visual testing, often known as visual examination, is a popular method that involves the operator
looking at the test component. Optical technologies such as magnifying glasses or computer-supported
systems (known as 'Remote Viewing') can help with this. Corrosion, misalignment, damage, cracks,
and other faults are detected using this method. Visual testing is used in most other NDT procedures
since it requires an operator to hunt for defects. The most evident advantage is that the items being
examined are not destroyed throughout the process, which enables them to be repaired rather than
replaced if any issues are discovered. It's also a relatively risk-free kind of testing for operators, as most
procedures aren't lethal to humans. Some examinations, such as radiographic testing, must, however,
be carried out under tight guidelines. By guaranteeing the safety of structures, components, and
machinery, this testing procedure can also help to prevent injuries or fatalities.

"Remote sensing" refers to any surveying device that does not require physical contact with the road
surface or subsurface. The goal of this study is not to suggest that remote sensing can completely replace
all existing in situ methods. If employed appropriately, remote sensing, on the other hand, could give
devices for rapidly surveying enormous areas. Specific conditions may necessitate the use of classic
road evaluation methods once problem areas have been identified. Remote sensing has become a crucial
approach for assessing damage to infrastructure and buildings during big disasters due to its ability to
rapidly collect data across large areas. Remote sensing can be utilized to examine the structure of a road
or its accessibility.

The main goal of remote sensing is to gather purposeful linguistics info and clarify the goals of interest
to know the general situation. (Patil & Jadhav, 2021) There are many intricate difficulties in extracting
road networks from remote sensing images, but they are worth exploring as roads are a fundamental
part of traffic, traffic management, town planning, GPS navigation, and updating maps. of the urban
transport system, it is necessary to extract the road network for real-time road mapping. Various road
detection methods have been proposed to extract road networks from high-resolution satellite images.
(Gecena & Sarpb, 2008) An analysis is also essential. For the examination of geographical information
in cities, high-resolution satellite imagery is a key research area. Government, industry and research
topics related to traffic management, road surveillance, GNSS navigation and map updating make
critical use of geospatial data.

In three different methods, remote sensing data can be used in a variety of ways. Agriculture, water
resource management, forest and ecosystem management, disaster management, infrastructure
development, atmospheric and oceanic sciences, and many more industries have proven the importance
of remote sensing applications. Microwave detection includes both active and passive distant sensing
techniques. As longer wavelengths are not easily impacted by atmospheric scattering and shorter
wavelengths are influenced by atmospheric dispersion, longer wavelength microwave radiation may
penetrate clouds, haze, dust, and all places except the heaviest downpour. Hence, this feature allows for
the detection of microwave energy in practically any weather or environmental state, allowing for data
collection at any time. Passive and active microwave remote sensing are the two types of microwave
remote sensing.

Application
Passive Microwave Remote Sensing
Thermal remote sensors are essentially comparable to passive microwave sensors. Microwave energy
is emitted by each and every single object, however, it is normally in extremely modest extents. In its
field of moisture qualities of the transmitting object or surface, a passive microwave sensor detects
naturally produced microwave radiation. Passive microwave sensors are often radiometers or scanners
that work similarly to the devices described above, except that they identify and record microwave
energy using an antenna. The microwave radiation measured by the passive sensor can be emitted from
the atmosphere, reflected from the surface, emitted from the surface or radiated from the ground. The
available energy is very minimal in comparison to the wavelength of light because the wavelength is
excessively long. In other to grasp enough energy to register the signal, the field of vision must be big.
As a result, most passive microwave sensors have a low spatial resolution.

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Figure 1. Active versus Passive microwave remote sensing. (No Title, n.d.)

Applications of passive microwave far off sensing encompass meteorology, hydrology, and
oceanography. By "penetrating" or "penetrating" the environment primarily based totally on
wavelength, meteorologists can use passive microwaves to degree atmospheric profiles and decide the
quantity of water and ozone within side the environment. Microwave to degree soil moisture as
microwave emissions are laid low with moisture content. Oceanographic programs encompass mapping
sea ice, ocean currents, and floor winds, in addition to detecting pollution together with oil spills.

Active Microwave Remote Sensing

The target is illuminated by active microwave sensors, which create their own source of microwave
radiation. Imaging and non-imaging active microwave sensors are the two types of active microwave
sensors. Radar is the most frequent imaging method for active microwave sensors. The word RADAR
stands for RAdio Detection And Ranging, and it describes the function and operation of the radar sensor.
The sensor detects backscattering by sending a microwave signal (radio signal) to the target. At distinct
targets, the intensity of the backscattered signal is measured, and the delay time between the transmitted
and reflected signals is distinguished between a specific distance (or range) of the target. Altimeters and
dispersometers are examples of non-imaging microwave sensors. In most situations, these are evaluated
by drawing the device's linear dimensions in relation to the image sensor's two-dimensional
representation. The radar altimeter transmits brief microwave pulses to the target and measures the time
it takes from the distance to the sensor to-be.

Methodology

Road Features
Road extraction qualities vary depending on the image’s road elements. The shape of the road is
intimately tied to the geometric elements. The brightness characteristic is similar to the grey or color of
the road. The topological properties and functions are straightforward, however, they are challenging
to implement in practice. The traffic parameters in the graphic are summarized from four different
aspects according to Vosselman and Knecht (1995). (Vosselman & de Knecht, 1995) The picture’s road
qualities can be stated as follows, according to their description:
A. Geometric properties
A road has a distinguish stripe, its width does not fluctuate abruptly and its length is not equal to its
breadth. The ratio is astronomically high. "Y" or "+" "T" signs are commonly used to signify
intersections.
B. Photometric characteristic
The photometric characteristic is also called the radiation characteristic. This means that there are two
obvious roadside lines and the edge gradient is larger. At the same time, the grey value or the color of

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the road is relatively constant and changes slowly, but differs greatly from adjacent off-road areas such
as trees and buildings.
C. Topological features
In general, roads have intersections. The road network is not suddenly interrupted.
D. Functional properties
Roads have specific functions in the real world. In order to be able to perform these functions, you must
have some restrictions.
E. Texture properties
The texture in the image has regional features, which is a visual feature that indicates image
homogeneity, it has nothing to do with the color and intensity information and the texture feature’s
essence. It determines the geographic distribution of grey pixels in the area. (Jianhua Wang et al., 2014)

Paved surfaces are easy to identify in images due to their geometric and spectral properties and are
generally the basic objectives of multitemporal analysis (Vassilakis, 2010) and study of urban land
cover (Novack et al., 2011). In addition, remote sensing of asphalt levelling can be a useful method of
optimizing road network management. This is mainly due to the need to use the latest and least time-
consuming techniques to scan large areas to meet safety standards and provide information on road
ageing and wear. (Mei et al., 2014)

Road Extraction by Spectral Reflectance

Oil or tar sands are made up of clay, asphalt (a complex matrix of polymerized hydrocarbons in various
forms), quartz particles, water, and a trace of minerals. Understanding the spectral features of asphalt is
crucial in a variety of applications, including image calibration and verification, land cover analysis,
and civil engineering. The employment of invariant spectra target applications, such as asphalt, aids in
the atmospheric correction of satellite photos. (Themistocleous et al., 2013) In general, there are three
forms of road estimation algorithms: contact measurement, non-contact measurement, and estimation
supported system reaction. The classic non-contact and non-contact measurement is the most essential
method for measuring the road profile everywhere the globe. (Cloutis, 1989) Roads are difficult to
extract from satellite imagery. The spatial and spectral resolution, weather conditions, sensor types,
light variations, and soil qualities all influence the picture attributes of road features. The road network
is built on a structural model. As a result, it is critical to examine and model the road's features. The
major qualities of the road are its geometric properties, photogrammetric properties, topological
properties, functions, and textural properties. (Patil & Jadhav, 2021)

There is a wide range of technical proposals, such as cameras, lidars or radars, to obtain visual
information related to ensuring driving tasks instead of drivers. Until now, the driver has been
monitoring the environment and obtaining information relevant to driving tasks within the visible range.
(Tu et al., 2019) The measurement of road roughness is critical to transportation authorities seeking to
take care of adequate vehicle ride quality. Taking into consideration the event of passive, semi-active
and active control suspension systems in engineering, road profile knowledge also provides information
for adjusting control parameters to enhance driving comfort and manoeuvrability. (Nguyen et al., 2019)
The road surface condition survey provides indications of the physical condition of the road surface,
including items of data collection, road surface condition rating and quality management.

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Figure 2. Asphalt, concrete and gravel spectra. (Mohammadi, 2012)

The spectral signature of any object and/or its condition comprises a set of values for its reflectance
and/or its emittance in different spectral bands. This directly or indirectly leads to the identification of
an object and/or its condition. There are four principal characteristics of spectral signature.

Table 2. Principal characteristics of Spectral Signature. (Adapted from (Ray et al., 2006)
Spectral Signature Characteristics
Spectral Variations Changes as a function of wavelength
Temporal Variations Diurnal and/or seasonal changes in reflectance
Spatial Variations Determined by the shape, size and texture of the target
Polarization variations Caused by the degree of polarization.

Fig 2 shows the spectra for asphalt, concrete and gravel. The physical properties (absorption, albedo,
reflection, etc.) of various chemical materials such as asphalt and gravel may be evaluated in detail
using the hyperspectral image. (Mohammadi, 2012) This property is helpful for recognizing and
extracting objects in cities, particularly those with comparable spectral qualities. Hyperspectral imaging
can identify elements on the paved surface more inexpensively than site assessments. Road marking is
done manually or semi-automatically; however, these procedures are time-consuming and expensive.
It can entail a big amount of fieldwork yet because of the analysis of aerial pictures, from which only
limited information is often gained.

Fig 3 below shows the road extraction using the hyperspectral sensor. Although hyperspectral data has
significant potential for automatic identification of road materials, there is currently no standard method
for mapping roadways and identifying the condition of roadway material. The majority of the existing
methods were designed to test minerals. Because pavement materials vary in relatively small areas, it
is difficult to use these methods to identify them. The ultraviolet and visible spectral ranges are affected
by changes in asphalt content. The point of minimum reflection shifts to longer wavelengths as asphalt
content increases. It is also useful to know the reflective properties of all wavelength objects by
combining technology.

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Figure 3. Road extraction using hyperspectral sensor. (a) Original test image. (b) Extracted road.
(Wang et al., 2016)

Discussion

The country's highway system is one component of a transportation network that provides mobility and
access to a diverse set of users. The roadway network not only contributes to the nation's overall
economic viability by facilitating the flow of freight and commodities, but it also has societal benefits
such as access to schools, services, and work; leisure travel; and general mobility. Pavements are an
important part of this transportation system. Pavements provide a smooth, long-lasting all-weather
travelling surface that accommodates a wide range of vehicles (cars, trucks, buses, bicycles) and users
(commuters, commercial motor carriers, delivery and service providers, local users, leisure travellers).

Experts now undertake comprehensive field observations on the Pavement Condition Index (PCI) based
on established features and physical factors including cracks, grooves and debris. Other technologies,
such as the use of Pavement Management Systems (PMS) which often combines GPS / GIS technology
with semi-automated on-site road condition surveys driven by ground trucks are also evolving. This
system has the ability to deliver data and information derived from novel technologies in the form of
information gathered, or made available to users of the road network, including enhanced connectivity
based on new location technologies and innovative information services.

Conclusion

The use of remote sensing technology opens up new possibilities for pavement managers in terms of
assessing big regions in a short amount of time. By applying specified parameters into a remote sensing
system, it allows the system to establish a threshold that points out those asphalt road sites on which a
check for a maintenance intervention is required. Therefore, this technique can supply local government
authorities with an efficient, rapid and repeatable road-mapping procedure providing the location of the
asphalt pavements to be checked. In addition, the use of remote sensing methods is not limited to the
identification and analysis of road surface defects and damage caused by the effects of the weather or
usage loads. There are many uses such as the collection of task data from aerospace platforms that allow
identification at the regional level. of destruction during and after natural or anthropogenic disasters.
Currently, the use of data from multiple and multispectral sources can provide better identification of
infrastructure destruction and timely information on the passing ability of road networks after a disaster.
Although remote sensing techniques will never be able to completely replace traditional geotechnical

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procedures, they can help to reduce the number and size of areas that require site visits or manual
approaches.

Acknowledgements
MiGO MITRANS; Transport Systems, Infrastructure and Intelligent Transport (TransIIT) [EK-ReNeU
Logistics & Transportation]; Automation & Robotics (AUROB) [ EK- ReNeU CyberTech]; Pixelgrammetry
and Al-Idrisi (Pi_ALiRG); Faculty of Architecture, Planning and Surveying and UiTM Shah Alam as well
as Mohd Badrul Hafiz bin Che Omar are greatly acknowledged.

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THE INFLUENCING FACTORS AND COUNTERMEASURES OF RESOURCE

ALLOCATION EFFICIENCY IN THE PROCESS OF CHINESE
MANUFACTURING INDUSTRY CHAIN

Shang Li Jing and Saifulaman Sulaiman

Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)

40450 Shah Alam, Selangor, Malaysia

Corresponding author:3099568327@qq.com
*

Abstract
The analysis of the comprehensive influencing factors based on the resource allocation in the
manufacturing chain has become an important research content of the manufacturing industry. This
research feature makes that in the development process of the allocation of resources, it is necessary to
explore and innovate the development process and comprehensive influencing factors of the new
industrial chain resources allocation in order to enhance the overall development level of the
manufacturing industry. Therefore, the content of this research and the strategies proposed in this article
have theoretical significance for the reform of resource allocation in the process of enriching the
manufacturing industry chain and have practical significance for the reform of improving the efficiency
of resource allocation in the process of the manufacturing industry chain. The main purpose of this
paper is to clarify the importance of resource allocation in the manufacturing chain and propose some
reform strategies to improve the development process of resource allocation in the manufacturing chain
and then promote the innovative development of China's manufacturing industry. Through the research
of resource allocation optimization in the process of the manufacturing industry chain, it can promote
the overall level of the development process of the manufacturing industry chain to a certain extent and
promote the high-quality development of the manufacturing industry chain.

Keywords: Industry Chain; Resource Allocation Process; Industrial Cluster; Industrial Internet

Introduction

At present, the development of the Chinese manufacturing industry is still in a relatively critical period.
The manufacturing industry is the most important support for the development of the national economy,
and the development level of manufacturing industry directly affects the development quality of the
national economy. At present, the overall technical level of the Chinese manufacturing industry needs
to be further improved: the lack of rationality of the industrial structure of the manufacturing industry,
the lack of perfection of relevant policies and other problems will seriously affect the improvement of
the efficiency of resource allocation development of Chinese manufacturing industry chain, resulting
in many technological products need to rely on imports to solve.

In the process of transforming the traditional form of manufacturing industry into the industrial chain,
the main development trend is mainly reflected in the following aspects: the manufacturing industry
pays more attention to the independent development ability of products and the innovation of production
technology; from independent production to a more reasonable industrial chain division of labor system
development, from separate production to a more reasonable industrial chain division system
development; from the basic and information completely separated from the transformation of
information development to establish close links. Nowadays, the resource allocation in the process of
manufacturing industry chain has gradually turned to the development of the new service industry.

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Methodology

The main factors affecting resource allocation efficiency in the process of the manufacturing industry
chain can be roughly divided into two categories.

External environmental factors

In the 12th Five-Year Plan, China has entrusted the manufacturing industry with important tasks, and
the country has also formulated many policies and regulations related to manufacturing, pointing out
the development direction for the development process of manufacturing resource allocation. These
supportive policies promote the development of resource allocation in manufacturing industry chain. In
the past long term, China's manufacturing industry has been paying more attention to the extension, the
investment projects are relatively scattered, and the problem of repetitive layout is serious. In the
process of manufacturing resource allocation, the establishment of industrial clusters actually takes an
industrial division of labor as the main basis and the interaction between various industries as the basic
principle， and it gradually evolves into the competitive development advantage of manufacturing
industry chain which can effectively promote the resource allocation efficiency in the process of
development of manufacturing industry chain. At present, manufacturing industry is in the era of global
economic information development. The integrated use of information technology can guide
manufacturing industry and information technology to a certain extent to closely combine development.
The combined application of information technology and manufacturing production technology can
more effectively promote the technology introduction of China's manufacturing industry in accordance
with advanced science and technology.

Internal factors
The relatively small scale of many manufacturing enterprises, less investment in research and
development funds, insufficient independent innovation ability of the industrial chain, less investment
in talent training and investment in fixed assets of the manufacturing industry will affect the efficiency
of resource allocation in the process of the manufacturing industry chain. If the development scale of
manufacturing industry and the investment of R&D are relatively large, the development speed of
manufacturing industry will be promoted.

If the manufacturing industry has relatively strong independent innovation ability, it basically reflects
that the manufacturing industry has many high-tech talents, which is actually very beneficial to the
technological innovation development of the manufacturing industry and can effectively promote the
manufacturing industry chain to high-speed development. The enterprise website of manufacturing
industry can provide a simulated network development platform for manufacturing industry. In fact, the
manufacturing industry will have a positive correlation with the development of the manufacturing
industry chain in the process of fixed asset investment.

Results and Discussion

On the whole, the focus of resource allocation in the process of the manufacturing industry chain is
actually technological innovation. The government can properly introduce some favorable policies and
regulations for the manufacturing industry to provide technical support for the resource allocation
development of the manufacturing industry chain. Manufacturing enterprises need to pay more attention
to the application of information technology and establish a relatively developed industrial chain
resource allocation system. For manufacturing enterprises, the manufacturing industry also needs to pay
attention to the cultivation and introduction of internal talents while strengthening technological
innovation in the manufacturing industry, which will improve the overall competitive advantage of
source allocation in the process of manufacturing industry chain to a certain extent.

Strengthen independent innovation to overcome bottlenecks in technology

In order to improve the efficiency of resource allocation in the process of the industrial chain, the
manufacturing industry needs to fully control the initiative of technological innovation development

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through independent innovation. In the process of industrial chain development, the manufacturing
industry should integrate machinery manufacturing, electronic technology, high-quality materials,
product information and product management, and new technologies into high-end manufacturing
products. Manufacturing enterprises need to constantly improve technological innovation, and make
the technology development centre of manufacturing enterprises develop key technologies and
complete sets of technologies suitable for the development of manufacturing chain as far as possible,
so as to facilitate the relevant staff to carry out technological updates, and basically achieve the goal of
optimizing resource allocation in the process of manufacturing industry chain.

Manufacturing enterprises need to enhance research and exploration on the technical bottlenecks that
affect resource allocation in the process of industrial chain development and need to enhance the support
for enterprise technology centers. Manufacturing enterprises can increase capital input, seek financing
preference, apply for tax exemption and accelerate asset depreciation and other measures to carry out
resource allocation transformation. The state needs to increase the funds for manufacturing and provide
preferential policies for manufacturing enterprises, such as improving the technical support for
manufacturing enterprises provided by the National Science Foundation.

The manufacturing industry can appropriately increase investment in research and development, and
set up a special problem-solving team within the enterprise so that the problem-solving team can focus
on the urgent problems in the development process of the manufacturing industry chain. The
manufacturing industry can further provide strong support for the optimization of manufacturing
resource allocation by establishing a bottleneck technology conquering team.

Increase policy support to improve manufacturing's technological innovation capacity

In order to promote the efficiency of resource allocation in the development of the manufacturing
industry chain, the state can set up some high-tech R&D fund awards and provide some technology
platforms for the R&D of experts and scholars in related fields with high-end technology. The
government can gradually transform its financial support to the manufacturing industry into support for
industrial research and development of competitive activities. In order to promote the efficiency of
resource allocation in the development of the manufacturing industry chain, the state can set up some
high-tech R&D fund awards and provide some technology platforms for the R&D of experts and
scholars in related fields with high-end technology. The government can gradually transform its
financial support to the manufacturing industry into support for industrial research and development of
competitive activities.

Such as the steel industry, the country can apply policy support to encourage the steel manufacturing
industry to promote technological innovation and the research process of new products in steel
manufacturing, further optimize the overall structure of the iron and steel products, thereby improving
the quality of steel products actually and can effectively increase the actual production capacity in
China's domestic demand the product which encourages more manufacturing enterprises to use more
advanced and applicable domestic manufacturing equipment to carry out manufacturing technology
innovation.

Introduce intelligent industrial internet to modernize production

In the process of intelligent industrial Internet production, an intelligent manufacturing network can
usually make the Internet intelligent manufacturing workshop into an intelligent production site, and
the interaction of some intelligent manufacturing data between the production lines in the production
workshop will usually form a manufacturing channel. In the process of intelligent network production
and application, the relevant staff can preset the scheme and design the processing scheme of the
industrial park by setting the industrial PON. In the solution of planning industrial PON, intelligent
network development and industrial intelligent manufacturing production can be promoted to a
relatively new field, so that the integration degree between the two can be improved.

Intelligent manufacturing network production and construction of the workshop is usually an important
foundation for intelligent manufacturing industry development goals, the intelligent manufacturing

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equipment placed in the intelligent manufacturing workshop, usually in full of cyberspace help to more
efficiently resolve model of intelligent manufacturing equipment, intelligent manufacturing network
interface and intelligent manufacturing network protocols exist a certain difference.

In the process of industrial park planning, the relevant staff usually takes the whole park as the object
of network service development, and the staff can directly rely on the modern 5G wireless network
development technology. A wireless dedicated line is connected in the industrial park area of the
industrial internet which to some extent can improve the overall flow of local data, so as to effectively
improve the operation state of the industrial Internet intelligent manufacturing system.

Intelligent network can be applied to the monitoring network in the process of industrial Internet
production. In fact, intelligent manufacturing monitoring of industrial intelligent production is an
important way to ensure the actual product quality and process monitoring of industrial Internet, which
can improve the application effect of intelligent artificial monitoring to a certain extent, monitoring
effect will be difficult to obtain an effective guarantee. Related staff will combine intelligent production
and manufacturing and industrial Internet network development to build a remote monitoring and
management system operating under the fully laid Internet system. Manual monitoring can often be
more comprehensive through the use of the industrial Internet to understand the intelligent
manufacturing process of data analysis and image display, to a certain extent, it can reduce the
probability of unqualified products.

In the application process of intelligent manufacturing platform management, it can effectively solve
the information communication effect and actual demand between each participant in the industrial
Internet production chain. The upstream of the industrial Internet production chain is usually the main
supplier of intelligent manufacturing materials and intelligent manufacturing equipment, and the
downstream of the production chain is mainly the consumer of intelligent manufacturing products of
the industrial Internet. Relevant staff will highly integrate industrial Internet intelligent manufacturing
technology into the operation and management of intelligent development platforms, which can
improve the overall value level of intelligent manufacturing development to a certain extent so that most
enterprises on the production chain can create greater industrial development value through
collaborative development. The reform of intelligent manufacturing architecture analysis and industrial
Internet application is not only an important way to promote the development of intelligent
manufacturing systems, but also an effective means to promote the overall development of architecture
analysis. Only by focusing on the analysis of intelligent manufacturing architecture and the application
of the industrial Internet can the comprehensive development level of intelligent manufacturing systems
be improved, which is of great significance to the reform and innovation of intelligent manufacturing
architecture. The manufacturing industry should pay attention to the improvement of its own intelligent
manufacturing ability, and then provide high-quality intelligent creation services for the industrial
Internet.

Attach importance to talent training and introduction, enhance cooperation between enterprises,
universities and research institutes
The development process of resource allocation of the industrial chain of manufacturing enterprises
needs high-tech talents to conduct optimization research on manufacturing technology. Talent reserve
is actually an important intangible asset of manufacturing enterprises. The manufacturing industry
needs to introduce researchers trained by manufacturing schools and research institutes directly into
manufacturing enterprises. In essence, colleges and universities are an important base for personnel
training. Colleges and universities need to constantly emphasize the construction of professional
disciplines so that students can not only fully master the key technical knowledge of manufacturing, but
also combine theory with practice to apply it together.

During the process of industry-university-research cooperation, the three parties may encounter many
things with constraints, for example, the ownership of the property rights of manufacturing technology,
the distribution of benefits generated by-product manufacturing, the investment of research and

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development funds, the sharing of economic risks and other issues, and resource allocation in the
process of industry-university-research cooperation will also appear such problems.

The government is not only a neutral party of the industry-university-research institute, but also can
formulate some policies and regulations from a relatively objective perspective. Cooperative
universities, manufacturing enterprises and relevant scientific research institutions will formally sign
the tripartite cooperation agreement after their respective risk assessment operations.

The government can invest some funds in the process of industry-university-research cooperation to
provide financial support for the tripartite cooperation, and also to encourage the tripartite parties to
maintain confidence in technological innovation and R&D. In the process of industry-university-
research cooperation, the manufacturing industry should pay attention to the implementation of
resource-allocation technology, industrial chain development, technological innovation and other
contents in practice, so as to further enhance the implementation of technological innovation by the
three parties of industry-university-research cooperation and avoid too much emphasis on form.

Foster a well-developed industrial division of labor and upgrade the development level of
manufacturing
If manufacturing enterprises want to further improve the processing level and production and
manufacturing level of the manufacturing industry, they need to promote the development of the
industrial chain between the raw material manufacturing industry and the final product manufacturing
enterprises in parts production and intermediate material manufacturing. By implementing this
relatively developed industrial division system, the manufacturing industry can effectively improve the
manufacturing capacity of manufacturing enterprises and provide more mature and advanced
manufacturing technology for the development scale of the manufacturing chain and manufacturing
production. Manufacturing enterprises can make full use of some virtual trading platforms to simulate
transactions to improve the visibility of manufacturing enterprises. Manufacturing enterprises need to
develop better backbone enterprises as the development goal, so as to further enhance the
comprehensive competitiveness of manufacturing industry, and then promote the cluster development
of manufacturing industry chain.

Conclusion

Through the analysis and research of this paper, it is known that the analysis of the comprehensive
influencing factors of the resource allocation process of the manufacturing industry chain is an effective
means to promote the high-quality development of the manufacturing industry. Several suggestions put
forward in this paper mainly focus on improving the efficiency of resource allocation in the process of
industrial chain development. Only by focusing on the analysis of the comprehensive factors affecting
the efficiency of resource allocation in the process of manufacturing industry chain can the
comprehensive development level of the manufacturing industry be better improved, which is of great
significance to the reform and innovation of resource allocation optimization in the process of
manufacturing industry chain. Under China's manufacturing industry development, there will be a
variety of industrial chains in the process of resource allocation method and the influence factors of
more effective analysis method, then for the analysis of the factors affecting the development of
manufacturing industry chain to provide quality of service, improve the efficiency of resource allocation
in the process of manufacturing industry chain, thus promoting the development of manufacturing
industry chain with high quality.

References

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Combes, P. P., Gobillon, L.(2015). The Empirics of Agglomeration Economies. Handbook of Regional & Urban
Economics, 2015(1):248－341.
Chen Shiyi, Liu Wenjie.(2021). Why is market allocation of factors so important for high-quality economic
development?. Journal of Economic Research,2021(8):1-11.
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A RAIL TOURISM APPROACH FOR INCREASING THE NUMBER OF KTMB

INTERCITY TRAIN SERVICES

Shahrul Azmal Jamaludin1, Shahrin Nasir2, Irwan Ibrahim3

1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
Faculty of Business Management, Universiti Teknologi MARA (UiTM)
3
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
*
Corresponding author: azmaljamaludin@gmail.com

Abstract
This study investigates the potential for intercity railway into the tourism initiative to increase its
number of ridership and revenue since the railway faces strong competition from road transport. Road
transport become dominant in transporting people and goods which resulted in the decline of railway
usage as a preferred form of transport. The study employed the qualitative approach utilizing field
surveys and focus group discussions with key informants. The findings highlight the significant
potential of the railway into the tourism approach for encouraging people to use the train to travel.
Community-Based Tourism will be used to promote the tourism destination and contributes toward
sustainable development.

Keywords: Railway, Transportation, Tourism, Community Based Tourism,

Introduction

Railway is a means of transporting people and goods. This transportation system commenced due to
the need for effective and efficient transport to assist the industrial revolution. It represented a
significant improvement in transport technology and significant changes in the mobility of people and
freight. Railway plays a major role as an enabler of economic development and a catalyst of humankind
development. It was a key component of the industrial revolution, which needs effective transport
network for the revolution to continue and provide further stimulus which helps to transform the
mobility, where it was peaking important in the early 1900s [1] and mass transportation in the 19th
century, assisting the Industrial Revolution [2] with the improvement of mobility and connectivity.

This transportation system has emerged as one of the most dependable modes of transport which has
crucially contributed to the positive development [3] in term of economic aspect [4] which brings
changes in the freight and passenger mobility, that facilitates smooth conveyance of both people and
goods [5] as it enables locational displacement for getting somewhere from somewhere else [6]. It is
essential component for the movement of people from one place to another, as people need transport
such as railway to get them to their business, homes and workplaces every day, which the system
contributes the quality of people live.

Meanwhile, on the other hand, railway enable goods to be moved to the place where it is required for
production. This mode of transport facilitates the movement of goods, to move the raw material from
where there are to the place it is required for production and also for the distribution of product to reach
the end user. The transport of goods by railway constitutes one of the most cost-effective transport
method [7] bridging the gap between production and consumption, industry and agriculture, mining and
manufacturing industry, economics regions and population [8] which has a significant impact on the
delivery process [9]. Railway system has played an importance role in development of humankind
civilization as human activities are very depend on the connectivity provided by the transport system
like railway for connectivity to access to jobs, education and social interaction, and for transporting
goods such to move the raw material for production and distribution process to reach the end user. This

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transportation system has greater impact on mobility as the system is closely associated with the concept
of mobility and accessibility [10].

Throughout history, railway has contribute greater mobility for people and goods. It has shaped the
layout of the city and contribute to the urban growth and development. Railway a catalyst for the
humankind development. The development of railway in the 19th century were key to the development
of transport network [11] which it is an integral part in the existence and social-economic development
of each local, zone, country, region and the world [12] that is concern with the process of transfer that
bridge the gaps between cities [13] which it is critical for economy.

Besides this mode of transport is crucial for tourism, the building of railway has led to the growing
number of people travelling as tourist [14] as transport it is crucial for the tourism industry to be
developed and the tourism industry will be disrupted if there poor transportation system. In Malaysia,
the railway system has been existed since 1885, with the first railway network developed by the British
colonial to transported tin from Taiping to Port Weld, later the rail network has evolved tremendously
and to this day, railway transportation has significant strategy for the national well-being. However,
this transportation mode declined due to the competition from road transport and aviation, as the road
transport become dominant in the relatively short haul passenger and freight, and the air transport in the
long-haul movement of passenger and high value, low volume freight, including postal service [1]
which resulted the declining of railway usage as a form of transport and consequently as a way of travel
[15].

Meanwhile, on the other hand, tourism it is the activities of people travelling and staying in a place
away from their home environment for leisure, business or other purposes. It is recognised as an
economic activity of global significance as it provides a good overview of the vertical and horizontal
interrelations between different sectors [16]. For many countries, tourism is an important sector, as this
industry contribute to the development of the country’s economy [17] as the development of tourism
industry brought the rise of job creation, the optimization of transportation, the enhancement of
resident’s income and the protection of various heritage [18], that arise from the entry, stay and
movement of tourist that generates capital of a country or region [19]. The leisure or recreation activities
and making use of the commercial services as all the related jobs and services existed to meet the need
of the tourist that will stimulate export and strengthens economic growth and development [20] globally
and competitive.

People are travelling to meet their individual need or other related factor such as satisfying their
psychological and physiological needs by mental rejuvenation or seeking medical treatment. And
tourism constantly deals with customers’ demands and thus need to respond to the market requirement
to remain competitive by providing high-quality tourist experience [21] for sustaining retails related to
tourism. Over the years, tourism has experienced growth and deepening diversification to become one
of the fastest growing industry which contribute positive impact on the economy development of any
country [22] which become one of the major players in the international commerce and at the same time
represent as a source of income for many country. According to the World Tourism Organization
(UNWTO), there are grew 5% of international tourist arrival in 2018 to reach the 1.4 billion mark and
the figure which have been recorded was reached two years ahead of UNWTO forecast. Meanwhile in
Malaysia, based on the Tourism Malaysia data, showed that there was increased 6.8% in the first half
2019 compare to the year 2018 which recorded RM41.69 million income generated from the tourist
spending.

Even though tourism remained robust and its development is crucial for economic development but it
has a negative impact to the environment and ecosystem. The mass model of tourism, the homogeneous
in nature which concern on standardized and uniform product for a large market segment, has led to the
deterioration of resources of many places, and finally decrease of their quality which causing on a series
of negative effects on the host destination [23]. The rapid growing of tourism has a negative impact that
led to unsustainable development. The increase number of tourist to the tourism destination has

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contribute to congestion of major street, pollution and overcrowding which lead to an adverse impact
that threaten the sustainability [24].

Today, most of the country are very concern on the damages impact from the tourism, as there are a
milestone in 2015 for global development as governments have adopted the 2030 Agenda for
Sustainable Development. In term of that, most of the destination are seeking preservation for the future
generation and exploring the sustainable development strategies for the conservation of the nature and
the preservation of indigenous culture, as well as protection of these resources for the use of future
generation [20]. An alternative tourism has been arise for being more sustainable approach in order to
balance the mass tourism. A niche tourism as an alternative to support the sustainable development, the
concept of how specific product can be tailored to meet the need of a particular audience or market
segment such as cultural, event and sport.

Taking Keretapi Tanah Melayu Berhad (KTMB) as a case study, there are two objective of this study.
The first objective is to access the potential of the railway to leverage on the tourism initiative to
increase its number of ridership as well as revenue for the intercity train services. KTMB is the main
rail operator in Malaysia and its transportation network connects all major cities and rural areas in
Peninsular Malaysia, providing accessibility and benefit to the community. And, the second objective
of this study is to look on the potential of railway in supporting the development of tourism particularly
the Community Based Tourism, the alternative tourism, where the social, environmental and economic
needs of local communities are met through the offering a tourism product with the objective is focused
upon conservation and sustainability by proper community.

The structure of this paper is organized as follow; firstly, the fundamental constructs are defined
between railway and tourism and the relationship between railway and tourism in the theoretical
background section. Subsequently, a framework combining railway and tourism was proposed for the
benefit of related parties, particularly for the railway for gaining ridership and revenue and lastly does
this combination will support the sustainable development on the whole. The methodology used for this
study, through the field research to explore real-life situation, behavior patterns and the reasons through
the eyes and from perspectives of those in the field. The descriptive research is used to accurately and
systematically describe the phenomenon for achieving the objective of the study, KTMB as a case study
for getting clear and better understanding the phenomenon. The literature review, the study on the
related topic purposely to gain knowledge and the real picture on the phenomenon related to railway
and tourism.

Theoretical Background

Railway and the Economic Development

Railway has improved the travel time, which offer reliable and consistent schedules that could be
included in the planning of economies activities such as for production and distribution. This mode of
transport has a strong economic rationale which making competitive for mobility of people and freight.
Railway has contribute to human development that facilitates the movement of goods and people to the
place where they are required. This transportation mode is crucial, and is an inseparable part of the
world country’s main traffic network [12] as it is an indicator and prerequisite of industrial [25] which
affected the industry and social life as the transport technology was needed to assist the industrial
revolution [2] to shortened the travelling times and to expand the market wider. The system also increase
the amount of opportunity reach for people, due to accessibility is one of the significant factors for both
households and firms [26], as the development of railway brought big changes to transport, economy
and society [14] that brings access to jobs, service, leisure, customers and business partners.

The railway system has hold an important role in national development as it has brought about major
changes in the economic sector and societal environment. The system provides connectivity between
places [27] which increase the range of reach for both people and goods, enabling a conducive
environment for trade to occur and it establishes civilization. The existence and socio-economic

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development for most are depending on its transportation system. The connectivity provided by the
transport system gives the country an opportunity to growth, generates jobs and economic scales
realization. Transportation is significant as it involves multilateral links with different forms of human
activity [28] for the people to obtain education outside region, interstate work requirement, business
purposes and medical treatment.

People need transport such as railway, as a means to achieve certain goals of individuals, organization
and communities to support the economic development and improving livability [29], due to railway
network connections have direct benefit to people, businesses and the overall economy. It is provides
accessibility that reduce commuting times and enable trade between people which is essential for the
development of civilizations. This is even more so in a global economy where economic opportunities
have been increasingly related to the mobility of people and goods that provide economic and social
opportunities and benefits that result in positive multiplier effects such as better accessibility to market,
employment and additional investment.

The Declining of Railway System

Railway volume has been decline for both freight and passenger services, finding it difficult to compete
with the increasing popularity of road and air transport. The declining of railway as a way of travel due
to growing trend of dependency on private transportation, particularly the automobiles has shift the way
of people travel. People tend to use of private car due to they feel convenient and flexible to move by
car which being completely as a mode of travel and become the current nature of commutation [30].
And on the other hand, the transportation of raw materials shifted from railway to truck [31] as trucks
can quickly load and unload of goods, and end to end shipment compared to railway, goods needs to be
moved to the rail terminal and shift from truck to train and then shift from train to truck at the destination
terminal to reach its end point causing railway losing its market share in freight transportation and can’t
stand the competition with transport [32]. The decline of railway usage due to the increase in automobile
and air transport led to reduction of frequency [15] or entire abandonment of services [33] as a
consequence many branch lines were permanently closed.

Railway in Tourism
Transportation system is the key condition of tourism development. The mobility and accessibility
provided by the transport system is one of the crucial destination factors that provide tourist satisfaction
and loyalty [34] due to transport and tourism are closely related economies activity as transport system
and infrastructure guaranteed efficiently mobility are usually seen as a contributing to the development
of tourism industry [35]. The development of tourism influenced by transportation system as the tourism
is a mass phenomenon which was needed for transport infrastructures and services. Railway has brought
big changes in transport, economy and society. The building of railway has improve the mobility and
accessibility, which facilitated the spatial connections and endowed the places with social and political
meaning [36] and this system has led to the growing number of people travelling as tourist. Therefore
as a mode of transport, railway is crucial for the increase of tourist flow, which contributed to the ease
of tourism flow and growth [37]. Railway in tourism is concern on the discovery of nature and
environment, used train as a mode of travel will give an opportunity to see views of the nature and
people along the route, safe and avoidance of road traffic.

Transportation system, such as a railway providing connectivity and accessibility for the tourist to move
from their residential area to the tourism attraction destination, and to move within the area [38]. It is
essential for the development of any tourism destination as the tourism requires people to travel from
their home [32], and the role of transport is to carry the tourist to the actual site where tourism are
performed. As transport move tourist, it creates traveling or movement [39] and the development of
transport technologies, such the development of railway system from the steam power era to the electric
power and now with high-speed rail, has speed up the development of tourism industry, which has
increased the flow of tourism development [40] and besides the role for carrying a tourist, transport
itself it is also a tourist attraction element such as cruising, train ride and boating.

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For tourism industry, transportation is crucial for the successful of the industry, due to tourism is all
about travel, and travel is unable to be performed or promoted without having an effective and efficient
transportation system. Transportation system established the link to transfer the tourist from the origin
to destination for leisure or business to meet the basic requirement of tourist. On the other hand, railway
is considered as more environmental-friendly and sustainable form of transport, as stated by
International Union of Railway (UIC), rail is the backbone for sustainable development, it is as the
environmental friendly mode of transport as less harmful to the environment [32] which consumes less
energy compare to the other mode of transport, as the growth of tourism industry will need more
transport to reach and move the tourist which has contribute to the increase number of vehicle in the
road that lead to traffic jam, noise, fragmentation of the landscape and consumption need for parking
space [41].

Overview of Tourism Industry

Tourism is one of the most fast-developing and highly-profitable branches of world economies. The
tourism industry contribute to the development of country’s economy. Travelling and consumption of
services or products throughout their travelling activities becomes the revenue to the visited placed of
host country. This industry involving a large group of industries which provide range of services and
product for the purpose to serve the needs of the tourist. And, this become a part of the economy made
up from a series of activities that arise from the various branches whose common function is to satisfy
tourists’ needs [42] that makes the tourism industry is an important sector for many countries and
regions and has a positive impact on the economy development [22].

The tourism business has become one of the major players in the international commerce and a source
of income for many countries. Based on the data from UNWTO, there are grew 5% of international
tourist arrival in 2018 to reach the 1.4 billion mark and the figure which have been recorded was reached
two years ahead of UNWTO forecast. In 2019, the international tourist arrival grew 4% in January to
March compared to the same period of time in 2018. This tourism industry has contributes 10% of
European Union GDP. Meanwhile, in Malaysia data showed by Tourism Malaysia , that was increased
6.8% in the first half 2019 compared to the 2018, and this recorded RM41.69 million income generated
from the tourist spending.

According to UNWTO, the international tourist grew 5% with the USD 1.7 trillion receipt in 2018,
increased of 4% compared to the previous year. It is also recorded, the Europe account for the largest
share of the international tourist arrival with 710 million arrival, increased of 5% compared to 2017
with USD 570 billion receipt. Asia and Pacific region become the second largest with 348 international
tourist arrival or 5% increased with total receipt USD 435 billion. Then followed by Americas which
recorded 2% increased to 216 million international tourist arrival and tourism receipt recorded USD
334 billion. The Africa recorded USD 38 billion of receipt together with 67 million international tourist
arrival, represent a 7% increased, and for Middle East, it was recorded 5% increased with 60 million
international tourist and tourism receipt USD 73 billion. For Malaysia, it is recorded RM86.1 billion
receipt with the 26.1 million of tourist arrival compared to 25.8 million in 2018. Tourism remained
robust and its development is crucial for economic development.

Impact of the Tourism Industry to the Host Country

Tourism is recognised as an economic activity of global significance, this industry brings a huge
economic potential for a destination which is arise from employment, currency exchange, import and
taxes are just a few of the ways that tourism can brings income into a tourism destination. This industry
recorded as extremely labor extensive and is a significant source of employment, whereby the global
direct job contribution by the tourism industry was 3.8% in 2017 [43]. The employment in tourism is
strictly related to goods and services that are acquired by tourist and produced by either tourism or
relevant industries for customers’ needs and satisfaction.

However, on the other side, tourism is also has the negative impact on the environment. It is about 8%
of global greenhouse gas emission is affiliated to tourism activities [43]. The development of
infrastructure to satisfy the tourist such as hotels, shops and amusement park lead to an increased in

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sustainable threats whereby loss of natural habitat and biodiversity is occurring rampantly. Besides, due
to the excessive traffic vehicles use to move the tourist make the air pollution on the rise. The improper
sewage disposal system by hotel and companies has pollute water, which raising a concern in preserving
water sources. Moreover, the host community are also prone to degradation and dilution of their cultures
and societal values since they need to continuously interact with tourist.

Community-Based Tourism
Community Based Tourism (CBT) is been develop to provide the community welfare and community
empowerment in working towards sustainable tourism [44]. It is an alternative tourism for sustainable
tourism and a program that been developed to strengthen the social and cultural aspects of the local
community through social and cultural exchanges with tourist [45]. CBT is a platform that provides the
local community an opportunity for generating income and jobs creation by offering their products to
the tourists. This product can be comprise lifestyles, natural resources and culture in attaining better
living conditions and reducing poverty in certain areas [46]. Since the local community is keen to share
their knowledge and culture with visitors from various background and identity [45], tourists will have
the opportunity to experience the local lifestyle and culture. This exchange is mutual since the local
community will benefit by promoting respect for their culture while being paid to do so. Through CBT
it has a great potential in fostering jobs creations and addition income [13] for the local community.
Thus, it allowing a rural communities to retain their tradition instead of moving to urban area for seeking
a job.

The primary aim of CBT for conserving natural resources while improving the livelihood of the host
community and encouraging a sustainable development plan. This concept of tourism is based on the
tourist desire to learn more about the different cultures, traditions and lifestyles. And, this will provides
a unique opportunity for both the host and visitor to partake in a cultural exchange that allows hands-
on experience and learning opportunities in local settings [47]. In Malaysia, CBT was introduced under
the 7th Malaysia Plan (1996 – 2000) upon the introduction of the homestay tourism. This is under the
initiative of the Rural Tourism Master Plan by the Ministry of Tourism, Art and Culture (MOTAC),
and the Malaysia Homestay Program was launched in 1995 with the aim to increase the rural
participation in the tourism sector to enhance local socio-economic development through providing
tourists with the opportunity experience local customs and lifestyle.

The Malaysia Homestay Program offers accommodation alongside with local activities to tourist, such
as folk sports, cultural events, festivals, and more. Tourists often reside with a local host family of the
rural community and experience the unique village-style living such as harvesting fruits at the orchard,
feeding livestock in the farm, and playing traditional games like top-spinning.

Proposed Framework and Discussion

Leveraging the Intercity Rail Services for connecting the rural area to support the CBT and aim for
the increase number of train ridership
The connectivity provided by the transport system such as railway prompted multiple benefit. The
connectivity providing an access for the rural community to expand their market chain and also increase
range of reach for their getting access to education and health care. Taking KTMB as an example,
through its railway network. It is connecting to various places, such as urban areas, rural areas, and
tourism destinations. KTMB intercity train services connect to all major cities and rural areas in
Peninsular Malaysia, which provides accessibility and benefits to the rural community. However, the
KTMB intercity train service has experienced a severe decline in ridership for its intercity train services
due to people are more likely to travel by private vehicle, which is the dominant mode of transportation
today. These scenarios imply the reduction in frequency. Besides the Electric Train Service (ETS) by
KTMB usage is only 64% occupancy. Despite the current condition, the connectivity provided by
railway can be utilized to leverage train services by providing access to rural areas, allowing tourists to
reach CBT destinations, particularly to areas inaccessible by car or other travel options [33], bringing
benefit both railway provides and CBT entrepreneurs. The combination of a leisurely trip via railway

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network and the taste of authentic rural lifestyle will benefit the railway in terms of increased ridership
while sustaining rural development.

The two different elements in one package

There is a significant need to shift people’s travel mindset from using personal cars to public rail since
it is generally a more environmentally friendly travel mode [4]. Therefore, an alternative model and
growth strategies are needed to implement sustainable practices to curb climate change in a manner that
accounts for the mobility requirements of the future generation. The mass tourism has dominated the
latter part of the 20th Century where despite generating wealth for the nation, it has caused massive
environmental adversities. However, an alternative growing trend in tourism is a form of tourism that
supports the sustainable development of tourism objectives [19]. Niche tourism is a tourism concept
which refers to a distinctive product such as sport, event and cultural that can be customized to meet
the needs of a particular audience depending on the motivation, behavior, and experience of both
production and consumption [19]. This approach is also deemed more sustainable to counter mass
tourism which is a potential threat in degrading the environment and diluting cultures [48].

Currently, most of the country in the world are concerning on the negative impact of tourism by strongly
establishing the roots of economic and social development with ecological foundation [49]. The niche
tourism approach embeds the sustainable principle in tourism development. CBT is considered a type
of niche tourism. This arrangement helps to preserve the local culture from being altered by the social
fabric of host communities and sustainable rural development [48]. As for tourists, customized products
that are more unique and personally meaningful can be delivered since most of them are tired of
packaged and mass-produced, lowering the standards and quality of a vacation [50]. Tourists are
increasingly defying the mainstream trend of mass tourism and proposing a more sustainable
alternative.

Railway and CBT are two different elements. While the railway provides a means of travel, the train
rides itself a form of tourism experience where tourist can enjoy scenic views along the journey.
Recently, the global revival of the railway due to significant socio-economic and environmental spatial
relation [51], has prompted tremendous efforts to increase its efficiency and provide better services.
Technological innovations have expanded the capabilities of the railway system in attaining faster
speed, greater capacity, and better safety, establishing the competitive edge for railways to remain in
the market. In contrast, CBT involves the local community engagement, particularly rural villagers, to
be involved in tourism as a source of income. For the past few decades, sustainable tourism has become
one of the most important agendas in tourism [52], where CBT can be an effective form of sustainable
tourism. It is seen as a viable model in conserving natural resources and improving the livelihoods of
the host community. Therefore, the railway and CBT could be combined to form a mutual relationship.
Since the railway is targeting to increase its volume of ridership, CBT encourages more tourists to
explore homestay options accessible via rail transport. This business innovation is not only
economically beneficial but also encourages sustainable development.

The Proposed Framework

A railway, taking KTMB as an example, is struggling to increase its number of ridership for the intercity
train services, and this is required for the revenue and income generation for the sake of the railway, to
ensure that is remains due to intercity rail transport market share is in decline, has led to the frequency
reduction, and a significant percentage of railway network been closed all over the world [11]. Railway
is important means of transport for long term. It eases congestion on roads and is less harmful to the
environment than road or air transport. The railway is possibly ‘greener’ and ‘environmental-friendly’
as it is proven that is consumes lesser energy than other means of transport [53] as the ability of railway
to move with a big volume of people and products in one time with less energy and play indispensable
role in society is not only in term of sustainable development but also creating low-cost and energy
efficient as well as improving quality of life.
Besides, there have a significant effect of using railway as part of the intermodal strategy for
sustainability. The combining use two or more modes of transport such as the railway and road
transport, where the trains are used for long-haul portions of the shipment meanwhile the road transport

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for feedering the first and last mile connection such as between the residential area to the railway station
or from the railway station to tourism attraction area with the objective to induce travelers not to use
their cars and thus reduce congestion and other externalities such as reduce pollution and environmental
damage.

Railway is also identify as the safest form of transport. There are minimum chances of accidents and
breakdown compared to other modes of transport. The railway operator should do the maintenance and
increase the security level as part of its operations that makes the rail transport is particularly demanding
when it comes to the safety of cargo and passengers [54].Thus, it is propose that railway to do innovation
in the railway business. Besides of concentrating purely to the passenger train services, railway should
come to business venture as an initiative to attract people to use railway to travel, such as the tourism
for attracting the tourist to use train to reach their destination. A rail tourism approach could be an
initiave by railway to attract people to travel by rail, as an effort to increase its number of ridership and
at the same time it will help the tourism destination particularly the CBT destination that located around
the railway network could be develop. And, promoting the sustainable tourism as the CBT is an effort
towards natural resources conservation while improving the quality of life of the local community.
Figure 1 presents the framework proposed in this study:

Figure 1. The illustration of rail tourism initiative

Conclusion

The data collections and analysis derived from KTMB, which stated that transportation system is very
crucial, as the system is providing mobility and accessibility that enable people and good to be move or
transfer to the place where their required. The transportation system facilitate the movement of people
for business, workplaces and homes. And, good to be moved to the place where it required for
production. Thus, transportation system is important for the economy development for any country.
Railway is crucial in providing bulwark upon which production and distribution stand which is resulting
directly from the transportation of people and goods. Throughout history, the development of railway
system, taking Malaysia as an example, the role has been played by the railway cannot be denied, due
to railway has contribute to the development of the economy of the country since the system has been
built in 1885. Railway has been used tremendously for movement of people and goods. The
development of railway has brought big changes to transportation system for the improvement in
mobility and range of reach for people and goods.

And, railway has plays a very important role in tourism industry, as the tourism industry will depends
on the transportation for smoothly operation. The tourism industry will required transportation system
such railway for mobility, to move tourist from their origin to the tourism destination and to move
within the destination. KTMB through its railway network providing accessibility, connecting to
various places, the city center and rural area, and also to the tourism attraction area. Thus, through its
railway network, railway will support the development of tourism, and of course to the development
CBT destination, due to some rural area have no other access besides rail. And, railway will also have
the benefit in term of ridership by transporting the tourist to tourism destination.

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Travelling by road transport particularly automobile, is a current common method of travelling, and
travelling by train it is something special and providing a unique experience, as train which are
beautifully decorated with fully equipped facilities, on which tourists can enjoy foods and drinks, and
entertainment and even socializing, while appreciating sceneries along the rail journey. KTMB is
currently plan for having an excursion train with specific theme for providing a unique tourism
experience to the tourist via rail, and also the rail tourism package for attracting tourist to travel by train,
and at the same time, aiming for increasing number of people to use train for travel. The rail tourism
package will collaborate with other related parties including the homestay operator for promoting
attractive package with homestay programmed. Therefore, an effort from KTMB, will support the CBT
development as long as promoting sustainable development.

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3D DATA ACQUISITION AND REPRESENTATION OF ROAD SURFACE

CONDITION USING TERRESTRIAL LASER SCANNING (TLS) AND AERIAL
PHOTOGRAMMETRY (UAV) APPROACH

Muhammad Zulhelmy Jamalulizam1, Wan Mazlina Wan Mohamed1, Ismail Maarof2, Mohd
Badrul Hafiz Che Omar3, Abd Manan Samad3
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia.
2
Faculty of Architecture, Planning and Surveying Universiti Teknologi MARA (UiTM)
02600 Arau, Perlis, Malaysia
3
Faculty of Architecture, Planning and Surveying Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia.

Corresponding author: dr_abdmanansamad@ieee.org

Abstract
For effective and efficient road maintenance, it is required to create an ecosystem that maintains 3D
data and maintenance information. Engineers should be able to use 3D data to realistically assess a
facility's design as well as analyze road maintenance operations and performance. As a result of the use
of 3D data, operations and maintenance will be more efficient. The primary goal of this study is to
combine point cloud data from terrestrial laser scanning (TLS) and unmanned aerial vehicles (UAV)
with photogrammetry to enhance road maintenance activities utilizing 3D data. The pavement and
landform of road infrastructure were surveyed using TLS and photogrammetry. This study looked at
how accurate TLS and photogrammetry were at using point cloud data for road repair. This method can
be used to check for potholes and surface imperfections on the pavement that management can easily
and quickly validate. We evaluate the 3D data with its design parameters and any survey related method
to assess and validate the correctness of 3D data of the road with existing survey measurement. The
structure is accurately described by the 3D data. The 3D data might be utilized to create a road
maintenance management system that collects information and references to inspection and repair
results. Inspection results and reconditioning information can be linked to point cloud data for display,
storage, and reference, making it easier to monitor road cracks and repair areas. To analyze 3D data
gathering and representation of the road surface, this study will be done in Selangor, which will
necessitate full-scale data collection on site as well as data processing and analysis in the laboratory.
For this project, Cyclone Leica will be utilized to analyze TLS data, while Agisoft Metashape will be
used to evaluate UAV data.

Keywords: Terrestrial laser scanning, Object recognition, Aerial Photogrammetry, Road Pavement, Road
Surface Maintenance

Introduction

Road transportation is a vital component of people's lives all over the world. It connects people and cities
for business and recreational purposes. Roads are also connecting urban and rural areas to a neighboring
country. Road and other transportation media are carefully designed and constructed to support the
migration of people, industrial products, and services, and to improve the quality of the entire network and
reduce harm such as death, injuries, and property damage (Guan et al. 2015). Accurate information about
the road condition is a key issue for the overall management of transportation infrastructure. In many
locations, public road networks are corroding as critical investments are postponed or eliminated. The
evaluation and geo-referenced mapping of road quality is an essential prerequisite for maintenance
management in order to organize available means in the most serviceable way (Miraliakbari et al. 2014).

The road is one of the most important things that everyone will utilize on a daily basis. As a result, roadways
must be kept safe and in good repair. For maintaining, repairing, and restoring roads, maintenance

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management is a critical operation that must be carried out efficiently. It is critical to safeguard roads from
large-scale damage and to do road repair in order to maintain public services. Furthermore, it is vital to
collect data generated throughout a road's full life cycle in order to analyze problems and remedies in
chronological order, as well as to maintain roadways strategically and effectively. Road fatalities in
Malaysia continue to be a source of worry. On average, 18 traffic accidents occur every day in Peninsular
Malaysia, resulting in one death per hour, a scenario that necessitates preventative measures. The
identification of numerous risk variables, including the road condition, is required for the creation of
efficient methods to decrease such deadly incidents (Musa MF et al., 2020).

Traditional land survey methods are typically used to acquire three-dimensional data on road quality
records. In most cases, information is captured in two categories: constructions and road symbols, and
road situation. GPS and total stations are used in field survey procedures to document the location of
various properties. Roadside equipment such as lampposts and sign boards can be recorded using GPS.
Manual survey procedures are quite exact in two-dimensional space but acquiring the third dimension
is difficult. These methods take a long time and cost a lot of money (Sairam et al. 2016).

It is well recognized that a country's road infrastructure is a prerequisite for its development (Sufiyan
and Zulakmal, 2009). Road surface crack detection plays an important role in assessing the road
condition and providing the necessary road maintenance. Cracks are common surface distress of asphalt
pavements, and they must be detected as soon as possible to save money on maintenance (Li et al. 2014)
Because roads are important artificial infrastructure that suffers from constant use, it is required to
maintain them in order to ensure accurate pavement performance (Henrique, 2009) In modern
civilizations, roads, particularly bitumen roads, have become key modes of transportation and
communication. The road surface suffers from distress from time to time as a result of weather
conditions and vehicle loads (Patrick et al. 2012).

Laser scanning and aerial mapping are now commonly used in geodetic applications as a supplement.
Both laser scanners and aerial scanning are becoming increasingly popular. The arrival of a high
precision terrestrial laser scanner means that the inspector/surveyor can be in a safer position, away
from high-speed traffic, and gather vast volumes of detailed data quickly and cost-efficiently (Schulz
et al. 2004). (Garry, 2007).

Recent motorcycle accidents involving riders who collided with potholes have highlighted the urgent
need to address a long-standing problem that has resulted in the loss of lives in the wrong places.
According to statistics, the trend is on the rise right now. In a 2017 study, it was shown that 840 people
died in road accidents caused by potholes between 2000 and 2011, with the number of fatalities peaking
at approximately 100 in 2011.

The third most common cause of fatalities in this category was potholes. They were responsible for 11.2
percent of the 7,486 traffic accident deaths caused by road defects throughout the course of the study
period. Despite the fact that total deaths due to road defects account for only 11.25 percent of the more
than 65,000 road traffic deaths recorded during the 12-year period, they nonetheless represent a
significant loss of life, and in the case of potholes, they are likely avoidable if action is taken to correct
them as soon as possible. And, as we will see later, in a right manner.

Generally speaking, excessive rainwater softens the underlying soil, causing it to fracture or sink and
resulting in cracks and potholes in the road surface. Another reason for road failure is poor resurfacing
after utility work has been completed. As a result of continued exposure to water from rainfall and
inadequate drainage, asphalt can deteriorate and rupture, with traffic loading causing minor holes and
tears to grow larger and more noticeable over time.

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Methodology

The study methodology consists of several fundamental processes, the most important of which are data
gathering, data processing, and statistical analysis. When it comes to data collecting, the High-
Resolution UAV image and Terrestrial Laser Scanning Point cloud data are the primary sources of
information. A number of strategies have been discussed in this chapter to aid in the data processing
process. The final phase of the project involves 3D data visualization of road maintenance from both
types of equipment. The processing and picture analysis methods used in this project are described
below. Figure 1 depicts a high-level overview of the process for road maintenance.

Figure 1: Methodology of road management system

For data collection equipment for Terrestrial Laser Scanning (TLS) for this research, the equipment
used is Leica Scan Station P20. The compact Leica Scan Station P20 can achieve ultra-high scan speeds
and low-noise performance at extended range thanks to an innovative combination of sophisticated
time-of-flight range measurement and contemporary Waveform Digitizing (WFD) technology (to 120
m). Leica Scan Station P20 delivers unmatched ultra-high-speed scan data quality for as constructed
and scene surveys, thanks to high-accuracy angular measurements and survey-grade tilt adjustment.
When very small-time windows are available for obtaining High-Definition Survey data or when ultra-
high density, full-dome scan data is required, the Leica Scan Station P20 is the right equipment.

For data collection equipment for Aerial Photogrammetry (UAV) for this research, the equipment used
is DJI Phantom 4 Pro V2. The onboard camera features a 1-inch 20MP CMOS sensor and a mechanical
shutter, eliminating rolling shutter distortion. An advanced sensor and impressive processing capture
every detail and provide the image data needed for advanced post-production. The Phantom 4 Pro V2.0
camera has an optimized f/2.8 wide-angle lens, ensuring consistently detailed photos and videos that
remain vivid and sharp while maintaining color accuracy.

Description of methodology for road maintenance

The methodology can be divided into five phases, namely phase 1, phase 2, phase 3 & phase 4. Phase
1 is about preparation stage which includes selection of the study area and information gathering. Phase
2 is about equipment preparation. while phase 3 is a data acquisition at two for the research. Phase 4 is
the processing and analysis. Figure 2 illustrates the research methodology for this study.

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Figure 2: Flowchart of research method

Description of methodology of terrestrial laser scanning (TLS)

Phase 1, phase 2, phase 3, and phase 4 are the four phases of the terrestrial laser scanning (TLS)
approach. Phase 1 is the planning stage, which includes deciding on a study location and selecting
equipment. The second phase focuses on data collecting and acquisition. Phase 3 is dedicated to the
research's data processing. The analysis is the fourth phase. The research technique for this study is
depicted in Figure 3.

Expected result and outcome

Terrestrial laser scanning and aerial photogrammetry are two different types of surveying techniques
that have significant characteristics in terms of survey time cost, scan range, and accuracy. Combining
various survey methods according to site conditions and structures can enable surveys for civil
infrastructure and the generation of 3D point cloud data that can be used in other fields of expertise, as
well as surveys for other types of infrastructure. Using point cloud data, the road maintenance system
may incorporate inspection findings and reconditioning information for display, storage, and reference.
This will make it easier to manage road maintenance and will reduce costs.

Terrestrial laser scanning and aerial photogrammetry are two different types of surveying techniques
that have significant characteristics in terms of survey time cost, scan range, and accuracy. Combining
various survey methods according to site conditions and structures can enable surveys for civil
infrastructure and the generation of 3D point cloud data that can be used in other fields of expertise, as
well as surveys for other types of infrastructure. As shown in Figure 5, the road maintenance system
can use point cloud data to integrate inspection findings and reconditioning information for display,
storage, and reference, making it easier to manage road maintenance. Point cloud data can also be used
in various 3D data analysis, such as in traffic flow modelling.

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Figure 3: Flowchart of research method of Terrestrial Laser Scanning (TLS)

Figure 5: Usage scene for 3D data (Satoshi Kubota et al.,2020)

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TLS and UAV 3D measurement

The TLS and UAV 3D measurement (Figure 6) is expected to produce a summary of the key findings
of the data collecting methods of terrestrial laser scanning (TLS) and aerial photogrammetry (UAV). It
is less critical to check accuracy using a large number of uniformly scattered control points because
both measurement processes yield point clouds as their final result. The study area will be well-
distributed with at least 8 ground control points (GCP) to aid in geometry correction during the image
processing phase, which will be necessary in order to create high-quality point clouds utilising the
photogrammetry approach. The acquired point clouds from both measurement procedures were
compared to the reference point clouds in order to compute mean deviations and precisions. When the
accuracy of reference point clouds was propagated, the mean deviations of both UAV photogrammetry
and TLS approaches were calculated using the law of propagation of variance (LOPOV) algorithm,
which was used to estimate the accuracy of the tested techniques. Taking into account the theories and
constraints of both approaches, it is determined that the accuracy results are consistent with the
measurement principles.

Figure 6: 3D Measurement accuracy of TLS and UAV (Satoshi Kubota et al.,2020)

Pavement surface measurement

TLS and aerial photogrammetry measurements will be taken on the paved surfaces along the major
route of the research area's primary route. Using the Cyclone Leica data processing programme, the
pavement surface will be measured 16 times at 20-meter intervals based on a 10-meter radius, and 3D
data will be generated from the measurements. It is planned to use Terrestrial Laser Scanning (TLS)
and Aerial Photogrammetry to analyse the three-dimensional data of the pavement (UAV). In order to
evaluate which technology offers the most accurate pavement surface measuring findings, the average
pavement inaccuracy from both TLS and UAV will be compared.

Road measurement
There will be TLS and UAV measurements carried out in the research zone. The traffic light system
(TLS) will be measured at six locations along the road, and data from pairs of diagonal points across
the road will be combined with 3D data from photographs taken by the UAV using Agisoft Metashape
software. The 3D data will be merged using TLS and UAV photogrammetry, among other techniques.
We will be able to build 3D data showing the length and width of the road as a result of the data obtained,
which will include data for abutment areas that were not included in the 3D data made from the two-
site TLS measurements. Comparing measurement findings in 3D data obtained from the six TLS
measurements with 3D data constructed from UAV measurements for road length and width revealed
that the TLS measurements were more accurate than the UAV measurements as in Figure 7.

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Figure 7: Road measurement accuracy from TLS and UAV (Satoshi Kubota et

GIS visualization
When combined with 3D point cloud data from the road pavement surface, a road maintenance
management system that collects data and refers to inspection findings and repair information in three
dimensions might be developed (Figure 8). This research project may result in the development of a
road maintenance information system. Based on the concept of an information system, the information
system that makes use of point cloud data is defined as follows: By definition, an information system
is a system that collects, processes, transfers, and uses data within a specific domain. The definition of
a road maintenance information system is depicted with the help of point cloud data. When considering
a road maintenance system, the definitions of an information system were employed as a guide. When
integrating inspection findings with reconditioning information for display, storage, and reference, the
road maintenance system may make use of point cloud data, making it easier to manage road fractures
and repair locations. Point cloud data will be used in future study to detect changes in the shape and
condition of damage through geographical and temporal management, and this will be done through
spatial and temporal management.

Figure 8: 3D visualization of road surface display system (Satoshi Kubota et al.,2020)

Conclusion

This paper presents the findings of a study into 3D data capture and representation of road surface using
both TLS and UAV to provide 3D data for road pavement, road measurement, and 3D GIS data
visualization for road maintenance. It is possible to display absolute coordinates on a 3D map, as well
as to store and reference inspection results at any place, using the 3D GIS data visualization. In addition
to increasing job productivity and providing safety to the surveyor/inspector by keeping them away
from high-speed traffic, both TLS and UAV technology can collect large volumes of detailed data in a
short period of time at a reasonable cost. TLS and UAV methods, while not completely replacing the
traditional approach, do assist in reducing the number of times data is collected, lowering the cost per
day and increasing the efficiency of work processes in general.

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Acknowledgement
I would like to acknowledge the Faculty of Architecture Planning and Surveying and Malaysia Institute
of Transport (MITRANS), Universiti Teknologi MARA Shah Alam, Selangor, Malaysia, for their
cooperation and support for this project.

Reference

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Ahmad, A., Hashim, K. A., Samad A. M (2010, August). Aerial Mapping using High Resolution Digital Camera
and Unmanned Aerial Vehicle for Geographical Information System. In 2010 IEEE 6th International
Colloquium on Signal Processing & Its Applications (CSPA). IEEE
Specht, C, Dabrowski, P.S, Specht, M (2020, June). 3D modelling of beach topography changes caused by the
tombolo phenomenon using terrestrial laser scanning (TLS) and unmanned aerial vehicle (UAV)
photogrammetry on the example of the city of Sopot. In Geo-Marine Letters
Fendi, K.G, Adam, S.M, Nick, K and Smith, M (2013). An approach to produce a GIS database for Road Surface
Monitoring. In 5th International Conference on Chemical, Biological and Environmental Engineering -
ICBEE 2013 & 2nd International Conference on Civil Engineering - ICCEN 2013
Lichti, D.D. (2007, January). Error modelling, calibration and analysis of an AM-CW terrestrial laser scanner
system. In ISPRS Journal of Photogrammetry and Remote Sensing, 200701
Ling, T. C., M.M, and Puan, O. C (2008). Automated Pavement Imaging Program (APIP) for Pavement Cracks
Classification and Quantification A photogrammetric Approach. In Proceedings of the International
Archives of the Photogrammetry Remote Sensing and Spatial Information Science, Beijing
Tiong, P.L.Y, Mustaffar, M and Hainin, M.R (2012, January). Road Surface Assessment of Pothole Severity by
Close Range Digital Photogrammetry Method. In World Appl. Science Journal
Udin, W.S, Hassan, A.F, Ahmad, A., & Tahar, K.N (2012, March), Digital Terrain Model extraction using digital
aerial imagery of unmanned aerial vehicles. In 2012 IEEE 8th International Colloquium on Signal
Processing and its Applications (pp.272.275). IEEE

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A CONCEPTUAL FRAMEWORK CONCERNING FACTORS INFLUENCING

WORK PERFORMANCE - A CASE STUDY ON ROAD TRANSPORT
DEPARTMENT ENFORCEMENT OFFICERS

Augustus Anak Chiak Heng 1, Adibah Shuib 2, 3 *

1
Kompleks Jabatan Pengangkutan Jalan Sarawak (Sarawak Road Transport Department (RTD), Lot 200,
KM 18.5, Jalan Kuching-Serian, 93250 Kuching, Sarawak, Malaysia
2
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
3
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA (UiTM), 40450 Shah
Alam, Selangor, Malaysia
*
Corresponding author: adibah253@uitm.edu.my

Abstract
Work performance of a personnel in any organization is reflected through his or her success in
performing duties and responsibilities assigned in which all personnel work performance
accumulatively affects the success of the organization they work with. However, work performance
may be subjected to various organization-related factors such as motivation, self-attitude and work
environment, and personal issues that include financial or family issues, complacency syndrome, and
health problems. Our study focuses on identifying factors that influence the work performance of
Malaysia Road Transport Department (RTD) personnel – a case study involving an RTD branch. Thus
far, studies concerning work performance-related issues particularly on RTD’s personnel are still
lacking. A review of related past studies, especially those related to the work performance of
enforcement officers, has been conducted. The review provides useful insights that reflect the research
gaps and problems concerning the study. This paper also presents the conceptual framework that
provides the direction and methods of our study.

Keywords: Work performance, organization-related factors, personal-related factors, Road Transport Department
enforcement officer, conceptual framework

Introduction

Work performance or job performance reflects how excellent or how bad a particular employee or a
group of employees performs duties and responsibilities given and their capability to work promptly all
tasks in best standard possible while adhering to the law, morals or ethics. Work performance has been
considered as among the most important and most studied variables especially in organizational
behaviour (Carpini et al., 2017). Work performance is defined as the degree to which an individual
executes his/her role with reference to certain specified standards set by the organization (Nayyar, 1994)
and the ability of an employee to achieve, attain, and accomplish the organizational goals (Ismail et al.
2009) through which an employee meets the general organizational performance expectations (Afzali
et al., 2014). Thus, work performance presents the achievement of the employee’s main objectives (final
outcome of all activities performed) effectively and efficiently (Al-Otaibi, 2020). Employees’
performance is known worldwide as the key determinant to the success of any organization. Employees
are the greatest asset and the competitive advantage for any organization such that having fully engaged
employees can be the most effective way for realizing outcomes, goals and success (Shaughnessy,
2017). These are employees who give their commitment to work, contributing towards achieving the
company’s targets, vision and mission. Work performance also refers to employees’ behaviour and
conduct which can be observed and measured that generates value for the organization (Campbell et
al., 1993) and impactful towards the organization’s goals (Campbell & Wiernik, 2015).

Employee’s engagement and commitment to work that leads to employee’s productivity and work
performance can be influenced by numerous organization-related or personal-related factors. Personal

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related factors include self-attitude, health and fitness problems, financial situation and family
problems, Meanwhile, work-related factors can be employee’s attitudes or responses towards duties,
instructions or work environment, lack of motivation and complacency syndrome. Periyasamy (2021)
listed key factors that influence employee performance, which are motivation, company culture,
performance appraisal, leadership, work-life conflicts, and compensation and rewards, as shown in
Figure 1. Other factors include satisfaction towards job, training and development opportunity,
employee engagement, goals and expectations, company culture, and relationship with co-workers and
superiors.

Figure 1. Key Factors that Influence Employee Performances

Source: Periyasamy (2021)

Work performance is essential for an organization to gain a competitive advantage and superior
productivity. To some organizations, work performance of employees or personnel is not just
contributing towards productivity but also reflecting the image and reputation of the organization. For
example, in Malaysia, personnel of enforcement organizations such as the Royal Malaysian Police
(PDRM), Immigration Department of Malaysia, Road Transport Department (RTD), Royal Malaysian
Customs Department, etc. are expected to carry out their duties in the highest discipline, integrity and
work ethics. However, some unethical conducts and integrity issues of officers from these agencies
were still among the public complaints. According to Public Complaints Bureau (2017), as described
in Kok and Hung Kee (2019), out of 1,111 cases through public complaints, PDRM received the highest
complaints (274 cases or (24.67%),) while on RTD are 89 cases (8.01%) and Immigration Department
is 84 cases (7.56%). As for RTD, the Director-general of Public Service, Datuk Seri Zainal Rahim
Seman in a mass media conference, reported in Harian Metro on 4 May 2017, said that as of 2017, 36
RTD officers had been dismissed for various disciplinary issues (Abdul Hamid, 2017). Meanwhile, The
Star, 24 July 2019, reported that five RTD enforcement officers and a former Land Public Transport
Commission (SPAD) personnel were charged in the Sessions Court with 63 counts of receiving bribes
amounting to RM73,600, in connection with the lorry driver protection racket in Penang (Bernama,
2019).

The Road Transport Department (RTD) Malaysia is a department under the Ministry of Transport of
Malaysia. RTD was first established in the Federated Malay States in 1937 under the Traffic Enactment
1937 of the British military law. Since then, the department went through various transformations when
more regulations and acts were imposed with further duties and responsibilities added. RTD is not only
responsible for providing counter services for licensing of vehicles and drivers, but also the enforcement
of all regulations and policies under all acts established where high-quality services are expected. Ten
divisions of RTD are management division, corporate and strategic planning, finance division, digital
technology division, enforcement division, automotive engineering division, licensing division, driver
licensing division, integrity division and revenue division. Given the importance of the duties of laws

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enforcement, the functions of the enforcement division, whose personnel wear blue uniforms, are to
plan, coordinate and monitor activities to improve the effectiveness of the law enforcement. The
enforcement division also manages activities related to blacklist, Demerit Points System for Traffic
Offences (KEJARA) records or revocation of a driver’s license and managing and maintaining
enforcement equipment (firearms, vehicles and uniforms). For RTD personnel, to perform their work
to meet the organization’s objectives, requirements and expectations, each personnel must have work
ethics and integrity. Work ethics refers to the ability of an employee to perform duties and
responsibilities with high moral standards and to maintain proper moral principles and values within
workplace. Integrity, on the other hand, is the quality of being honest and possessing moral concepts.
As emphasized in Zarim and Zaki (2016), work ethics and integrity affect an employee's work
performance and perception towards the organization.

Based on the literature review, studies on work performance of law enforcement personnel in Malaysia,
particularly on the RTD’s enforcement personnel, are still lacking. The objectives of our study include
to identify the main factors that could influence work performance, to investigate the relationship
between work performance and each of the selected factors, and to determine strategies in which these
factors can be improved for better work performance among the enforcement personnel. Our study is a
case study on the work performance among enforcement personnel in RTD Sarawak. The study focuses
only on the enforcement personnel in various units in RTD Sarawak. A quantitative research method is
employed where data are collected through survey. Descriptive and correlation analysis and multiple
regression analysis are data analysis techniques used to assess the relationship among independent
variables (the selected factors) and dependent variable (work performance). The findings of this study
will be shared throughout RTD and possibly other enforcement authorities through publications and
thus providing useful insights to all parties involved. Strategies proposed on potential improvement of
influential factors can enhance the performance of enforcement personnel of RTD. Excellent
performance of personnel ensures RTD’s objectives and mission to regulate motor vehicles and road
traffic safely and effectively through efficient, reputable and high technology enforcement and service
deliveries and to guarantee the welfare and professional growth of RTD staffs are achieved.

This paper aims to present a structured thematic review of related past studies including those related
to the work performance of enforcement officers, that highlights the research gaps and sets the key
components of our study. This paper also discusses the conceptual framework that provides the
direction and methods of our study which is established based on the findings of the review conducted.
The methodology and results are discussed next.

Methodology

The methodology involved and presented in this paper includes structuring the literature review
according to themes, identification of selected factors that could influence the work performance and
establishing the conceptual framework for our study. The themes for the literature review conducted
comprises of: i) definition and characteristics of work performance, ii) past studies related to factors
affecting the law enforcement officers' work performance, and iii) past studies related to factors
influencing work performance. Based on the findings of the review, factors that could influence
employee’s work performance are selected. Factors selected are categorized as the dependent variable
and independent variables for statistical analysis that determines whether the work performance of
personnel in RTD Sarawak is influenced by these factors. Then. the conceptual framework of the study
is established.

Definition and characteristics of work performance

Organizational performance is a symbol of the ability of an organization to achieve efficiently
individual objectives (Venkatraman and Ramanujam, 1986) measured through employees’ performance
(productivity level). Many past studies focused on the assessment of employees’ performance and
factors related to or influence it. Employee performance at the workplace, simply known as job or work
performance, is defined as the ability of any person to accomplish its targets and goals and perform

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instructions by superiors or contribute towards achievements of organizational goals. Organizational

performance is dependent on employee work performance (Otley, 1999). Work performance represents
the performance level of quality and quantity of job performed by an employee, the accuracy and speed
with which the job is performed, and the overall effectiveness of the person performing the job
(BCcampus, 2021). For many organizations, work performance is tracked and observed and determines
whether a person is promoted, rewarded with pay raises, given additional responsibilities, or fired from
the job. Work performance is also one of the main outcomes being focused on by past studies in the
field of organizational behaviour. According to Periyasamy (2021), work performance can be measured
through three sources which are the employee (self-evaluation on tasks assigned), the manager (rating
employee performance using a certain scale) and people who work with that employee (feedback on
teamwork). Work performance can be improved if the employer emphasizes on training and
development, employee engagement (clarify goals, provide right tools, listen to employee, and show
appreciation) and instilling the right culture that promotes employee’s satisfaction. Performance is
defined as behaviour exhibited or something done by the employee (Campbell, 1990). Ethics are the
fundamental principles that an individual holds to determine right and wrong doing, which dictates
course of action in daily lives. Past studies evidences indicated that strong work ethics contribute
towards good job performance (Meriac, 2012; Osibanjo et al., 2015; Salahudin et al., 2016; Sapada et
al., 2017), where work is viewed as a religious and moral obligation. In the context of law enforcement
officers, good work ethics promotes integrity and honest services resulting in a respectable reputation
of the organization and public trust.

Past studies related to Factors Affecting the Law Enforcement Officers Work Performance
There have been no studies found concerning factors influencing work performance of personnel in
road transport department or similar departments worldwide. However, there have been some studies
related to the work performance of police officers. A study by Ahmad et al. (2018) focused on
examining the influence of work stress, social support and emotional intelligence on the job
performance of police personnel in Selangor, Malaysia. The study used two-stage cluster random
sampling. Data were collected from 424 police officers using Police Stress Questionnaire (PSQ), Job
Content Questionnaire (JCQ), Emotional Intelligence Self-Description Inventory (EISDI) and Formal
Performance Appraisals. Analysis indicated that work stress, social support and emotional intelligence
were significantly correlated with police job performance. Based on the regression analysis, emotional
intelligence was the most significant predictor of job performance, thus highlighting the importance of
emotional intelligence in enhancing job performance among police personnel in Selangor. Nderi and
Kirai (2017) studied on the influence of the work environment on employee performance of police from
police headquarters in Nairobi County in Nairobi, Kenya. 733 police officers were involved as
respondents to questionnaires. Stratified random sampling technique and mixed quantitative-qualitative
approach were employed.

Data analysis was done using SPSS involving multiple regressions and inferential statistics. It was
found that health and safety facilities, interpersonal communication, housing condition and reward
management influenced employees’ performance. A study by Jonyo (2015) focused on the effects of
work stress on job performance of police officers in Nakuru Police Division, Kenya. Descriptive survey
research design and purposive, proportionate and simple random sampling techniques were used. The
study involved 91 respondents from a population of 269 police officers. Data were analyzed using SPSS.
Differences in work performance of the police officers by level of occupational stress were determined
using a t-test. It was found that police officers have high levels of occupational stress while their work
performance was rated as fair. The study also found that occupational stress negatively affects the police
work performance. Hammad et al. (2012) studied the effect of stress on employee performance among
traffic police personnel in the Traffic Police Department of Rawalpindi, Pakistan with a sample of 281
Traffic Police Wardens selected via convenient sampling. Data were collected through a survey using
a 5-point Likert scale questionnaire. Empirically, it was found that stress affects employees’
performance. However, stress faced by these wardens enhances performance levels mainly due to the
structured working environment of the department and coping mechanisms practised reduce stress
significantly.

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Past studies related to factors influencing work performance

A study concerning factors that influence job performance in Generation Y, triggered by concern over
high turnover rate of employment among generation Y in Malaysia, was carried out by Chang et al.
(2011). The relationship between personality, employees’ ability and job satisfaction (independent
variables) and job performance (dependent variable) was examined. Data gathered comprised of 404
completed questionnaires from 450 sets distributed. Four hypotheses were constructed and tested using
T-test, ANOVA test, multiple regression analysis and Pearson correlation analysis. Data were analyzed
using the Statistic Package for Social Science (SPSS). The correlation and multiple regression analysis
indicate all independent variables have significant and positive relationship with job performance. Khan
et al. (2014) studied on the influence of attitude on employees’ performance in a textile industry in
Punjab, Pakistan, where they examined attitude-related factors namely employee and leader behaviours,
job satisfaction, job commitment, motivation and training and their influence on employee performance.
Data were collected using questionnaires, with response rate of 83%. Results show all factors positively
affect employee performance with motivation and job commitment showing high significant impact.

Aarabi et al. (2013) conducted a study on employee motivation factors which are payment, job security,
promotion, freedom, friendly environment and training, set as independent variables, and their
relationship to job performance, the dependent variable, in Malaysian servicing organizations. Survey
using questionnaires was used in data collection and convenience sampling was employed as sampling
method. The sample include 130 employees of service organizations. Two variables were found to be
significant predictors of job performance, namely training, which contributed 40.4% to job performance
whereas promotion contributed 3% that indicates intrinsic motivational factors (promotion and training)
are more important in comparison to extrinsic motivational factors (payment, job security, and friendly
environment). Che Cob et al. (2017) proposed a theoretical framework to examine the relationship
between individual and group factors on work performance among the civil servants in Malaysia. Four
independent variables were identified which are personality traits, motivation, learner autonomy and
leadership style while the dependent variable is work performance.

Based on this study, an individual’s work performance can be improved if the four independent
variables are in good states or enhanced. Leadership is a critical success factor in any organization.
Iqbal et al. (2015) examined the effect of different leadership styles (autocratic, democratic, and
participative style) of organization and the effect on employee performance. The study used qualitative
approach (focus group interview) with secondary data collection of past studies articles integrated. The
findings include that autocratic leadership is useful in short term, democratic leadership style is useful
in all situation while participation leadership style is most useful in long term with positive effect on
employees.

Muda et al. (2014) investigated on determinants of employee performance in Islamic Banks in

Indonesia. Job stress, motivation and communication were identified as independent variables which
could influence employees’ performance. Quantitative method was employed where population of this
study was 47 respondents while sample size is 32. Data were collected using a Likert typed-scale
questionnaires and multiple regression method was used for data analysis. The value of determination
coefficient is 59.3 percent which indicated that employees’ performance is explained by the independent
variables. The F test shows these variables simultaneously influence employees’ performance. Based
on t test, job stress and motivation have no partial effects on employee performance as compared to
communication that has a partial effect on employee performance. Shaikh et al. (2017) also investigated
on same factors, job stress, motivation and communication, and the influence on individual employee’s
performance in Islamic Banks in Larkana city, Pakistan. Data were collected using questionnaires
through a survey involving 60 respondents. It was found that value of determination coefficient test is
60.1 percent, indicating employees’ performance is influenced by the factors. F test also supported that
all factors influence employees’ performance. However, t test performed indicated that job stress and
communication have inconclusive result while motivation has a partial effect on employee performance.

Meanwhile, study conducted by Aman and Abd. Shukor (2015) focused on determining the relationship
of staff motivation, commitment and work-related trainings to job performance of support staff in

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Selangor International Islamic University College (KUIS). Data were gathered using questionnaires
distributed to 100 respondents among KUIS staff. Data were analyzed using descriptive analysis,
correlation and simple linear regression analysis using SPSS. Results indicated only staff commitment
has significant relationship with job performance while the other two factors do not have positive
relations towards job performance. Selvanathan et al. (2016) analyzed influence of four factors which
are, working environment, motivation, personal problem and training, on employee performance. Data
were collected using questionnaires involving 175 employees from SEGi University. Based on analysis,
working environment and motivation have significant relationship on employees’ performance. The
study by Al-Omari and Okasheh (2017) concerned with the influence of work environment on job
performance involving 85 employees in an engineering company in Jordan. A quantitative method via
cross-sectional survey was used. The work environment factors comprised of various dimensions which
include noise, temperature, air, light and colour, space and employers’ satisfaction. Data analysis were
performed using SPSS. Results discovered that situational factors such as noise, office furniture,
ventilation and light, are major work environment conditions with negative influence on job
performance thus require employer’s immediate actions to improve these conditions to motivate
employees and consequently enhance employees’ performance. Hijry and Haleem (2017) carried out a
study to whether workplace environment, organizational structure, knowledge, skills, reward, and
attitude influence employee’s performance in Sunderland Steel factory, Saudi Arabia. Survey
questionnaires were distributed to randomly selected sample of 315 out of 700 employees, where only
258 workers responded. It was found that workplace environment, organization structure and attitude
influence employee performance while reward has significant influence on employee performance.

Dahlan and Dewasiri (2019) examined whether motivation, training and employee engagement,
influence employee’s performance through a study done at one of the largest conglomerates in Sri
Lanka. Quantitative approach using a random sampling technique involving 150 respondents was
implemented across eight sectors: Leisure, Property, Consumer Foods and Retail, Information
Technology, Transportation, Financial Services, Plantation, and Centre Functions. Bivariate and
multiple regression analyses were performed. The three variables were found to influence employee
performance and motivation has the strongest influence. Al-Jedaiaa and Mehreza (2020) assessed the
effect of performance appraisal (PA) on job performance in the governmental sector in Qatar and
emphasized on PA as a crucial tool for employees’ motivation that could leverage job performance.
Leading PA factors considered include PA purpose (PAP), PA criteria (PAC), PA leadership (PAL) and
PA methods of evaluations (PAE), which were examined in terms of their relationships to employees’
motivation and job performance. 294 responses were gathered from survey questionnaires distributed.
Analysis indicated that PAP and PAE had impacts on employee’s motivation and job performance while
PAC and PAL did not. A positive correlation between employee’s motivation and performance was
found which implies higher motivation results in better performance.

Results and Discussion

Based on the review of some past studies presented earlier, job performance has been viewed as the
crucial aspect in any organization’s success, where various factors were studied in terms of the influence
towards job performance.

Research Gaps
Table 1 presents the summary of related past studies that involved investigating factors that influence
employee performance which has been discussed earlier. Based on Table 1, there has been no studies
that investigated on job performance of the road transport department or any departments of similar
functions. Thus, this study will pursue investigating factors influencing job performance among RTD
enforcement personnel.

Table 2 displays all the factors that influence job performance which was included in the past studies
reviewed, where among factors that are frequently examined are motivation and motivation factors
(6+2), job stress (5), training (3), work environment (3), attitude/behaviour (2), communication (2), job

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satisfaction (2), job commitment (2) and personality traits (2). Motivation, in general, drives a person
towards accomplishing job’s objective and is a crucial factor for excellent job performance. Motivation
can be categorized as intrinsic motivation, which is driven by forces from within oneself, or extrinsic
motivation, which is driven by outside forces or the external outcomes of the task such as financial
rewards or incentives. Olusadum and Anulika (2018) stated that “Motivation and employees’ increased
performance are like two sides of one coin”, thus, the need of having both sides intact. Attitudes and
behaviour at the workplace are associated and normally depends on how one feels about being there at
work. The main factors that influence work attitude or behaviour, are job satisfaction and job
commitment. Work attitudes are worth tracking because they are often linked with certain outcomes
such as performance, cooperativeness and teamwork, absenteeism, and turnover. Rahiman and Kodikal
(2017) stated that “an employee with a positive attitude is well aware of dynamics of business, can fine-
tune to the organizational environment, thus leading to a holistic development in the performance and
productivity of the entire organization”. Selvanathan et al. (2016) stated that work environments in an
organization consisting of the social elements (groups of people - regulators, customers, suppliers and
other organizations) and material elements (natural resources and natural powers). The right work
environment may influence the personnel job performance. In addition, based on Ekpe et al. (2017),
leadership style is positively related to employee’s job commitment and performance.

Table 1: Variables considered by the reviewed past studies

Dependent
Authors Area / Industry Independent Variables
Variable
Chang et al. (2011) Job performance of Generation Y personality, employee’s ability, Job
job satisfaction Performance
Khan et al. (2014) Employees Performance of behaviours of employees and Employee
Textile Industry leaders, job satisfaction, job performance
commitment, motivation, training
Aarabi et al. (2013) Employees in Malaysian Service motivational factors: payment, job Job
Industry security, promotion, freedom, performance
friendly environment, training
Che Cob et al. Job Performance amongst Public personality traits, motivation, Job
(2017) Servants learner autonomy, leadership style performance
Iqbal et al. (2015) Employees’ performance in an leadership styles - autocratic, Employee
organization democratic, and participative performance
styles
Muda et al. (2014) Employees’ Performance in job stress, motivation, Employee
Islamic Banks of Indonesia communication performance
Shaikh et al. (2017) Employees’ Performance in job stress, motivation, Employee
Islamic Banks Pakistan communication Performance
Aman & Abd. Work performance of Support staff motivation, staff Work
Shukor (2015) Staff of KUIS commitment, job-related trainings performance
Selvanathan et al. Work performance of employees working environment, motivation, Employee
(2016) of SEGi University personal problem and training Performance
Al-Omari & Employee Job Performance in work environment dimensions Job
Okasheh (2017) Jordan’s Engineering Company (noise, temperature, air, light and performance
colour, space) and employers’
satisfaction
Hijry & Haleem Employees Performance in t Steel work environment, organization Employee
(2017) Factory, Saudi Arabia structure, knowledge, skill, performance
reward, attitude
Dahlan & Dewasiri Employee Performance in motivation, training, Employee
(2019) Leading Conglomerates of Sri employee engagement performance
Lanka
Al-Jedaiaa & Job Performance in Governmental employee’s motivation factors in Job
Mehreza (2020 Sector Performance Appraisal (PA) - performance
purpose, criteria, leadership, and
evaluations
Ahmad et al. (2018) Job performance of police l in work stress, social support and Job

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Selangor, Malaysia emotional intelligence performance

Nderi & Kirai Employee performance of police work environment Employee
(2017) officers in Nairobi County, Kenya performance
Jonyo (2015) Job performance of police officers work stress Job
in Nakuru Police Division, Kenya. performance
Hammad et al. Employee performance of traffic work stress Employee
(2012) police personnel in Rawalpindi, performance
Pakistan

Employees are humans whose outcomes are driven by their extrinsic or intrinsic rewards which dictate
their motivation. This applies to RTD’s personnel as well. In the case of the RTD enforcement
personnel, there is also a possibility that officers’ attitudes or behaviours are affected by issues such as
personal, family or health problems, or work issues such as unsatisfied with the assigned jobs, job
distribution or recognition by superiors and disagreement with certain leadership styles in the office.
Scenarios concerning work environment could also influence the RTD personnel’s performance, as
described by Yusuf et al. (2016) in their findings which is, “The work environment of the institutions
studied may not be too conducive for the staff but they tend to accept it and make do with what they
have”. In our study, motivation, self-attitude and work environment have been selected as factors whose
relationship to job performance are examined.

Table 2. Factors that influence job performance

Factors Freq. Factors Freq. Factors Freq.
Attitude / behaviour 2 Learner autonomy 1 Motivational factors - 1
Communication 2 Motivation 6 payment, job security,
Employee’s ability 1 Organization structure 1 promotion, freedom, friendly
Employee’s engagement 1 Personality Traits 2 environment, training
Emotional intelligence 1 Reward 1 Motivation factors in 1
Job satisfaction 2 Skills 1 Performance Appraisal (PA) -
Job commitment 2 Social support 1 purpose, criteria, leadership,
Job stress 5 Training 3 and evaluations
Knowledge 1 leadership styles: 1 Work environment 2
Leader’s behaviours 1 autocratic, Work environments (noise, 1
Leadership style 1 democratic, temperature, air, light, colour,
participative styles space), employers’ satisfaction

Conceptual Framework
Previous studies have shown that various factors influence work performance. Only three factors
namely motivation, working environment and self-attitude have been selected for our study where their
relationship to the work performance of RTD enforcement personnel will be examined. This research
tries to answer the questions on how the Independent Variables (motivation, working environment and
self-attitude) can influence the enforcement personnel work performance (the Dependent Variable).
The conceptual framework of our study is as illustrated in Figure 2, where items included under each
of the independent variables are as listed.

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Figure 2. Conceptual Framework of Our Study

The sets of hypotheses to be tested in our study are as the following:

Motivation
H0: There is no relationship between employee’s motivation and work performance
H1: There is a relationship between employee’s motivation and work performance

Self-Attitude
H0: There is no relationship between employee’s self-attitude and work performance
H1: There is a relationship between employee’s self-attitude and work performance

Work Environment
H0: There is no relationship between working environment and work performance
H1: There is a relationship between working environment and work performance

Conclusion

This paper presents the discussion on literature related to our study. The structured thematic review of
these past studies leads to the selection of the independent variables namely, motivation, self-attitude
and work environment are elaborated along with the justification of their selection that could influence
the work performance (the dependent variable) of RTD Sarawak enforcement personnel. This paper
also presents the conceptual framework of our study. Although there is an abundance of studies
investigating factors that influence work performance in different types of organizations, studies that
are concerned with factors affecting the work performance of law enforcement officers are limited to
police officers. Thus, our study would be significant in terms of providing insights towards
understanding the influence of selected factors on work performance of enforcement officers of RTD,
particularly the RTD Sarawak.

Acknowledgements
The authors would like to acknowledge the support provided by the Malaysia Institute of Transport
(MITRANS) of the Universiti Teknologi MARA (UiTM), Shah Alam, Selangor, Malaysia, Road
Transport Academy of Malaysia, Melaka, Malaysia and the Road Transport Department of Malaysia.

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CHALLENGES OF SUSTAINABLE URBAN E-GROCERY DELIVERY LOGISTICS

OPERATIONS AND THE TWO-ECHELON VEHICLE ROUTING PROBLEM
APPROACHES

Adibah Shuib * 1, 2, Nur Hazimah Basir 1, Rizauddin Saian 3, Azhana Othman 4,

Zuraida Alwadood 2, Zati Aqmar Zaharudin 5
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
3
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA (UiTM) Cawangan Perlis,
Kampus Arau, Arau, Perlis, Malaysia
4
Faculty of Business Management, Universiti Teknologi MARA (UiTM) Cawangan Melaka
Kampus Bandaraya Melaka, Malaysia
5
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA (UiTM) Cawangan
Negeri Sembilan, Kampus Seremban, Seremban, Negeri Sembilan, Malaysia

Corresponding author: adibah253@uitm.edu.my

*

Abstract
Continuous growth of e-commerce in cities has brought greater challenges in urban last-mile logistics
due to the high costs of customer services for home deliveries and greater environmental effects caused
by delivery vehicles. This paper sets out to identify challenges and issues in the e-grocery deliveries by
means of a review of related literature and from the perspective of operations management. This paper
also presents the two-echelon vehicle routing problem approaches for e-grocery distribution in realizing
a more sustainable e-groceries last mile in cities. The review and analysis are targeted towards providing
insights and research directions for our study which concerns the development of a two-echelon vehicle
routing problem with time windows based mathematical programming model for e-grocery delivery.
The study focuses on possible most practical approaches for e-grocery deliveries in an urban area that
would increase the effectiveness and efficiencies of the delivery operations involving users, costs, and
technology.

Keywords: urban last-mile logistics, two-echelon vehicle routing problem, mathematical programming model,
sustainable e-grocery delivery, transport operations management

Introduction

E-commerce is one of the fastest and dynamically growing industries globally that brings a massive
change in retail caused by various factors including changing demographics, increasing competition,
and rising customer expectations (Oliver Wyman, 2021). The total retail sales from e-commerce from
all retail sales worldwide have been rising from 7.4% in 2015 to 11.9% in 2018, 18% in 2020 and
expected to reach 21.8% in 2024 (Coppola, 2021) with global e-retail sales worldwide increasing from
3.5 trillion U.S. dollars in 2019 to 4.28 trillion US dollars in 2020 and projected to grow to 5.4 trillion
US dollars in 2022 (Chevalier, 2021). Meanwhile, e-grocery is one of the fastest-rising e-commerce
segments (Marcucci, 2021). E-grocery refers to online grocery shopping which is purchasing groceries
online and groceries delivered to homes via certain existing distribution networks (Ogawara et al.,
2003).

The steadily shifting world towards digitalization and unpredictable global pandemic COVID-19 has
had a massive impact on the speed and extent of the e-grocery. The Movement Control Order (MCO)
imposed that urged everyone to stay home and practice social distancing has caused grocery shopping
shifted to online and drives rapid growth of e-grocery. As a result, the online grocery market has
skyrocketed. For example, according to Coresight Research U.S. Online Grocery Survey 2020, online

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grocery sales in USA grew 22% in 2019 and, propelled by high demand from nationwide COVID-19
lockdowns, surged to 40% in 2020 (Supermarket News, 2020). Shifting to e-grocery led to major
behavior changes both in-person and online, retailers, brands and manufacturers. Within a year, the
online grocery market gained users and achieved sales that would have otherwise taken much longer to
accomplish. The forecasts show that this trend will likely continue even after the pandemic subsides.
E-grocery was introduced in the late 1990s when consumers started buying products online and grocery
was an early target of e-commerce. E-grocery has passed its grim beginning during 2001- to 2005 and
predicted to have explosive growth (Melis et al., 2016). The total market value projected to reach £197
billion by 2021 in Europe resulting it to be the most sought-after retail channel (Martin et al., 2015).

Three categories of business models exist related to grocery shopping. First, the “Brick and mortar” is
for traditional supermarkets or hypermarkets (Inc & Linsenmann, 2015). Advancement in digital
technology and e-commerce prevalence have resulted in supermarkets venturing into grocery online
channel to complement offline and traditional in-store shopping thus they are called the “multi-channel”
or ‘bricks and clicks’ retailers or “traders online and offline” through their offline chain store or
multichannel retailing (Fleisher & Bensoussan, 2015). The “pure-play”, “pure online” or ‘clicks’ are
used for online retailers or companies which are offering grocery products online with an e-fulfilment
option in-stores only, at dedicated sites only, or a combination of both in-stores and dedicated sites
(Flanc, 2014), The term e-grocers or e-grocery retailers usually refers to these ‘bricks and clicks’ and
‘clicks’ companies (Hays, Keskinocak, & de Lopez, 2005). Nowadays, many hypermarkets and major
supermarket chains offer 24-hour opening hours for online e-grocery stores enabling customers grocery
shopping anytime and choosing delivery time window via the supermarket’s website or applications.

Convenience and time-saving are prime factors that motivate people to opt for e-grocery beside product
price comparisons, home delivery option, no traveling, no carrying grocery bags and facilitative to
elderly people and those having mobility problems. E-grocery shopping become a better alternative
since it avoids hassles of doing groceries at store such as long lines, parking difficulties and crowded
spaces (Reitsma et al., 2017). As discussed in Saphores and Xu (2021), e-grocery is more attractive due
not only interesting, resourceful and easily navigable websites, but, most importantly, competitive
prices and delivery charges offered by e-grocers who continuously work on improving delivery
approaches that include innovations in e-grocery delivery services.

Last mile delivery plays a critical role in the entire e-commerce logistics chain. Kum et al. (2018)
defined last mile delivery as “a series of activities necessary for delivery from transportation hub to the
final destination in the delivery chain”. Bandeira et al. (2018) viewed last mile delivery from three
perspectives of stakeholders, that are: 1) demand side (demand for online goods described by individual
customers and companies), 2) supply (delivery of goods purchased online involving courier, express
and parcel companies – CEP and ecommerce services, producers and online shops) and 3) physical
environment regulated by local government. The choices of last mile delivery rely on stakeholders’
preference and expectations (Kiba-Janiak et al., 2021). As online shopping including e-grocery becomes
more and more popular, the need for home deliveries keeps on increasing. The impact of this increase
on road traffics and environment depend significantly on how last mile deliveries are structured. Urban
last mile delivery (ULMD) is often the most challenging to coordinate and expensive since it includes
vehicles, fuel, labour and technology costs, besides having to deal with readily congested urban areas
with frequent traffic jams, high population, huge areas for deliveries, and complex addresses and high-
rise buildings as destinations. Less-coordinated last-mile deliveries implies fluctuation in number of
delivery vehicles on road resulting in traffic congestion, parking shortages and pollutions. Systematic
optimization planning and approaches in ULMD of e-grocery deliveries is critical. Leyerer et al. (2020
emphasized that e-grocery retailers, parcel delivery services and city authorities should implement more
sustainable ULMD. Effective approaches such as systematic vehicle scheduling and routing, using
alternative vehicles, robots, drones or UAVs, or by introducing micro-hubs or pick-up points, or pick-
up at convenient stores, can result in substantial reduction in e-grocery deliveries’ operational costs
(Moore, 2019), reasonable delivery charges and a more sustainable e-grocery deliveries.

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Literature Review

The review of related past studies aims to identify challenges and issues and highlights trends and
innovative approaches in the e-grocery deliveries in the perspective of operations management.

E-grocery shopping
Statista (2019) revealed that people between the age of 25 and 34 is the largest customer group for e-
grocery shopping, followed by the age group of 45 to 54. The most common pitfall of e-grocery
shopping is identified as the inability to hold and touch the product while choosing them before purchase
is made. Groceries include food and household items and the deliveries of those items are part of the
domain city logistics. In e-grocery procurement, ordered goods are transported directly to end customers
(Leyerer et al., 2020). The delivery of goods to customers is last-mile distribution, the final section and
the most cost-intensive part of the supply chain (Gevaers et al., 2009). Fast-growing urbanization
worldwide has led to increasing demand for all types of goods and to serve this increasing demand of
customers, e-grocery has led to a high number of delivery activities and thus, increase road traffic on
the last mile (van Duin et al., 2016). Many countries aim at reducing the consequence of global warming
by enforcing stricter rules to lessen the greenhouse gases (GHG) effect and targeted for CO2-free city
logistics. Nevertheless, e-grocery orders and deliveries to customers is a continuously increasing
market. Many people enjoy the benefits of grocery online as it allows people to purchase food without
having to go to grocery stores. However, a high rate of failed deliveries due to customers’ absence cause
significant loss of logistics efficiency, especially for perishable food (Pan et al., 2017). As some grocery
items are perishable and sensitive, customer presence during delivery is critical. The threat of heat,
animals and theft are other factors requiring customer presence to receive the delivery.

Customer’s satisfaction
In the e-grocery business, one of the approaches to achieve customers satisfaction is by offering a
flexible delivery time window. However, Mkansi et al. (2018) revealed that maintaining competitive
delivery windows against demand and cost is a challenge to e-grocers. The reason is that customers’
influences on the delivery service and time window eventually cause actual delivery cost and mileage
to increase. Pressure from customers and competitors gives most e-grocers logistical challenges of
delivering within the time windows which include the limited number of vehicles and drivers, far
delivery locations and time constraints. Prioritizing on-time delivery would result in customers’
satisfaction at increased cost, but prioritizing costs sacrifices customers’ perception of the service
delivery. From operational aspects, challenges in e-grocery logistics include delivery vans’ safety,
vehicle breakdowns or malfunctioning freezers. Other possible factors are unexpected incidents such as
bad weather, roadblocks or road accidents which affect the delivery time. If delivery time is extended
too long, the quality of frozen products in the vehicles can be affected. Do et al. (2018) highlighted the
challenge of building a suitable system for customers for order placements. Customers usually choose
service providers with a better online experience. Thus, e-grocers need to have specialized target groups
of customers, retain and add value to services and identify the best approaches to present the products
that include an amazing layout of a web page, easy to navigate by any applications, display updated and
available stocks, and convenient for customers making purchases. Many e-grocers also face challenges
in inventory control, which include determining the level of inventory and safety stock, and reordering
point. Too much stock deteriorates the quality of goods before being sold, while stockout could lead to
a long delivery time. Our study strives to create a better understanding of challenges and issues in e-
grocery deliveries by means of a review of related literatures related to operations management. Issues
in e-grocery delivery include traffic congestion, carbon emissions, fuel consumption, delivery time,
delivery windows, customers’ satisfaction and expectations and other related aspects.

Vehicle routing problems and mathematical models for e-grocery delivery services
E-grocers aim to secure and maintain a competitive advantage by ensuring products’ availability,
fulfilling customers’ demand on-time, offering competitive delivery charges and prompt home delivery.
However, inefficient scheduling, less-coordinated deliveries and poor vehicle routing from distribution
center to final delivery point may cause delivery delays, customers’ unsatisfaction and jeopardizing the
quality of grocery items. Hence, optimization of vehicle routing and scheduling based on certain

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delivery time windows or without it is crucial in meeting the customers’ expectation and quality level
of services. Most e-grocery delivery problems have been formulated using mathematical programming
model. Delivering e-grocery goods requires optimal route choice, and several factors need to be
considered to reflect real-life scenarios, such as vehicle capacities, delivery time-windows, and
environmental considerations. García Jiménez & Gómez González (2011) enriched the conventional
VRP to suit the e-grocery industry by focusing on time-window delivery and warehouse operations.
The authors introduced the VRP with multiple depots along with time-windows (e-MDVRPTW) that
were tailored using Spain's e-grocery industrial network.

A study by Emeç et al. (2016) concerned with e-grocery Delivery Routing Problem (EDRP), a VRP
with two types of customer considerations, i.e., regular and premium customers, where both types of
customers are differentiated by vendor allocations and time-window settings. The problem was
formulated as Binary Integer Programming (BIP) model that minimizes total distance of vehicles in the
presence of precedence constraints, time windows and capacity constraints. Results indicated that the
proposed Adaptive Large Neighbourhood Search (ALNS) algorithm for solving the model can
practically be used as part of a routing and scheduling decision support system. Martins et al. (2019)
conducted a study to address issues on distribution of online ordered groceries in which they enable
retailers to transport products of different temperature requirements together product-oriented time
window assignment, known as the multi-compartment vehicle routing problems (MCVRPs) that tackles
a multi-period setting with a product-oriented time window assignment. The problem was formulated
using a Mixed Integer Programming (MIP) model. The proposed model, i.e., PTWA-MCVRP, that
combines a multi- period VRP for consistent deliveries with MCVRP, was solved using ALNS and
benchmark instances which results demonstrates a higher variety of possible delivery times for the
stores and combination of products that can be delivered jointly with fresh products.

Meanwhile, Carrabs et al. (2017) focused on solving the problem of delivering goods in urban areas as
the Street Constraints Vehicle Routing Problem (SCVRP). The proposed mixed integer linear
programming (MILP) model aims to minimize overall distribution costs where customer requirements
and vehicle capacity conditions have to be satisfied. A realistic case study of a grocery company of
Genoa, Italy with restriction on deliveries time-windows and type of vehicles used demonstrated that
solution of the model significantly lower the pollution. Pan et al. (2017) carried out a study that
concerned with utilization of customer-related data to enhance e-grocery home delivery to improve the
efficiency of e-grocery home delivery The study used an innovative approach involving two phases
which are data mining to estimate customer’s absence probability during delivery order to increase
distribution success rates and optimize transportation through transportation planning. The result of the
study shows that the proposed approach can decrease total travel distance by 3 to 20 percent and giving
effect of first-round delivery success rates by 18 to 26 percent. An agent-based simulation model was
used by Serrano-Hernandez et al. (2020) to track service quality of logistics operations for an e-grocery
network, focusing on horizontal cooperation on e-grocery deliveries where the authors introduced
"horizontal cooperation" that refers to several supermarkets sharing the same service, such as delivery
vehicles, and share the benefits (or risks). Heuristic was implemented for several scenarios that are built
based on the number of depots, time-windows, and horizontal cooperation on e-grocery deliveries.

Methods for current and sustainable e-grocery delivery logistics

Urban last mile delivery including e-grocery delivery services requires innovations and systematic
approaches by integrating the trends of urbanisation and digitalisation that can promote optimization of
resources and costs and sustainability of the industry and the cities. In recent years, e-grocers search for
innovative solutions to e-grocery delivery services when remarkable changes towards the use high-tech
deliveries can be observed. These include the use of autonomous delivery robots, autonomous delivery
vehicles (ADVs), drones, and electric vehicles to deliver e-groceries. The main goal is for reducing
traffic congestion, less carbon emissions, costs-savings and lesser pollutions and environmental impact
in general, thus gearing towards sustainability.

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Robots
Driverless delivery robots (DDRs) is an option for e-grocery delivery logistics. For example, Liu, Yan,
et al (2021) have developed a model for a multi-objective multi-depot two-tier location routing problem
with parcel transshipment (MOMD-2T-LRP-PT), in which vans and DDRs serve the two tiers,
respectively. Their model optimizes the economic costs and environmental effects, and customer
satisfaction of the delivery network. Another research on robots was performed by Liu et al. (2021). In
their research, they developed the multi-modal last mile system as a two-echelon location-routing
problem with mixed vehicles and mixed satellites1 (2E-LRP-MVMS). The model can determine the
location facilities, to optimize the number of parcels delivered to two echelons and routes at each level.
As an addition, the model will also consider reducing costs caused by carbon emissions.

ADVs
Reduction of transport cost and carbon emissions can also be achieved using autonomous delivery
vehicles (ADVs). For example, in research by Liu et al. (2020), they optimize a two-echelon distribution
network. They proposed a model that uses conventional vans for the delivery in the first echelon and
ADVs will serve the delivery in the second echelon. The model uses a two-step clustering-based hybrid
Genetic Algorithm and Particle Swarm Optimization (C-GA-PSO) algorithm. The hybrid GA-PSO
algorithm will solved the vehicle routing problem by clustering the customers to the intermediate depots
based on the minimized distance and maximized demand.

Drones
A drone is a small flying device that is controlled using a remote device and pilotless on board. Since
it produces a low humming sound like a male bee, it is called a drone. Drone is suitable for e-grocery
since it can deliver perishable foods, in a shorter time. Moreover, drone is a perfect choice for delivering
food to places that is hard for a human to access. An example of research that uses drones for e-grocery
is the study by Di Puglia Pugliese et al. (2021) where they combined the usage of trucks and drones for
e-grocery. The trucks carry drones that will perform the deliveries to the customers or depots. They
formulated a mixed integer linear program (MILP) model and proposed a heuristic procedure with
minimum cost, under time window, capacity, and flying endurance constraints. Another notable
research was performed by Gomez-Lagos et al (2021). Their model can identify where the truck will
park. Afterwards, the drones will fly to send the groceries to the customers. The model used MILP as
what the proposed model by Di Puglia Pugliese et al. (2021) did. However, this model uses a new
proposed GRASP metaheuristic which can solve instances of greater size. Finally, since drones are
battery powered devices, the limitation of the battery is something to ponder. Dell’Amico et al. (2021)
performed research in Italy that considers the battery endurance of the drones. In their model, for the
drone to deliver the grocery to the customers, the drone must launch and return when the truck is
stationary. Another research that studies the energy consumption of the drone for delivery was
performed by Luo et al. (2021). Their model considers the flight time, the self-weight of the drone and
the total weight of packages carried by the drone. The energy of the drone will be reduced throughout
the flight time. They implemented a multi-start tabu search (MSTS) algorithm to solve the mixed-
integer linear program (MILP) model. They claimed that their proposed model has reduce cost using
multi-visits and multi-drones.

Electric vehicles
Apart from drones, electric vehicles are one of the best alternatives for reducing air and noise pollution.
For example, in Germany, there has been a growth in the demand of e-grocery next to the United
Kingdom (Ehrler et al., 2021). In the study performed by Ehrler et al. (2021), they have found that
electric vehicles are a good alternative to reduce air and noise pollution. Finally, they have suggested
that for the success of the usage of electric vehicles for e-grocery, the government and regulatory bodies
must support the shift.

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Methodology, Analysis and Discussion

The review of past studies and analysis on issues, challenges and trends are targeted towards providing
insights and research directions for our study that concerns with the development of two-echelon vehicle
routing problem with time windows based mathematical programming model for e-grocery delivery.
Our study focuses on practical approaches for e-grocery deliveries in urban area that would increase the
effectiveness and efficiencies of delivery operations involving users, costs, and technology.

Delivery operations characteristics and requirements

The basic structure for most supply chains is raw materials move to the processing industry. Then it
will be stored in the warehouse (distribution center). From there, goods can be distributed in two ways
which are through traditional supermarkets and retail outlets, or through direct-to-consumer delivery.
The direct-to-consumer market is characterized by significant growth numbers as a result of constantly
rising e-commerce business. Ride-hailing was introduced as a new mode of transportation. Customers
who use a ride-hailing app can request a delivery service to come to their area and deliver their order to
their destination (home). Figure 1shows basic structure of supply chain proposed by Gevaers et al.
(2009). Figure 2 shows appropriate last mile sub flows for qualification of characteristics. By digging
deeper into the sorts of products transported, the primary distinctions in the last mile can be discovered.
Based on Figure 1 and Figure 2, last mile can be divided into three distinct sub-flows, each with its own
set of sub characteristics. Gevaers et al. (2009) presents a table (Figure 3.3) that shows the sub
characteristics which assigned to the three last mile sub flows where the authors stated that time frames
and very short lead times are most often troublesome (red cell) for the sub-flow of groceries, such as
food, when looking at the distinctive service level. This is because groceries are perishable and needs
to be delivered in the same day at certain time window compared to other types of products. However,
when comparing the percentage of failed deliveries, medium and high value goods have higher
percentage compared to groceries and food since the products have higher value. This is also because
of the goods are not delivered using unattended deliveries.

Figure 1: Basic structure of supply chain (Gevaers et al.,2009)

Figure 2: Typology for sub flows within the last mile (Gevaers et al., 2009)

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Figure 3: Assigning characteristics to products type/value (Gevaers et al., 2009)

Malaysia grocery stores delivery operations characteristics and requirements.

There are many grocery stores in Malaysia that provide delivery services for customers where orders
are collected in website database. Company’s website is an easy and convenient method for customers
to place orders anywhere at any time with internet connection. Customers can search for specific things
and add them to their online shopping cart instead of going around looking for them which takes much
time. With just a few clicks on grocery shopping applications, groceries can be done quickly. Customers
can choose either to pay on delivery or through secure online payment method. Every grocery store in
Malaysia has its own operations characteristics and requirements, which are presented in Table 3.2.
Based on Table 1, delivery charges could be different based on the type of vehicle used by the e-grocery
delivery company since the capacity and fuel consumption is different for each type. Moreover,
nowadays there are some p-hailing companies that can also provide grocery delivery services.

Table 1: E-grocery delivery operations and requirements.

Lotus (Tesco) Mydin Jaya Grocer Redtick
Type of vehicle Van Trucks Motorcycle Trucks
10am-10pm (7
Delivery time 10am-10pm 10am-9pm 9am-9pm
days a week)
2 hours delivery 2 hours delivery 1 hour delivery 2 hours delivery
Delivery windows
window window window window
10am-12pm, 10am-12pm,
10am-11am, 11am- 9am-11am, 11am-
12pm-2pm, 2pm- 12pm-2pm, 2pm-
12pm, 12pm-1pm, 1pm, 1pm-3pm,
4pm, 4pm-6pm, 4pm, 4pm-6pm,
Time slots 1pm-2pm, 2pm- 3pm-5pm, 5pm-
6pm-8pm, 8pm- 6pm-8pm, 8pm-
3pm, 3pm-4pm,… 7pm, 7pm-9pm (six
10pm (six time 10pm (six time
(eleven time slots) time slots)
slots) slots)
RM5-RM15
Delivery charges RM5-RM10 RM10 RM8 (orders under
RM150)
Fresh foods, frozen
Fresh market, Fresh market,
products and
Home and living bakery, chilled and chilled and frozen,
drinks, as well as
Delivery product Groceries and pets frozen, food bakery, food
health & beauty
Fresh essentials, cupboard,
and home
beverages. beverages.
essentials.

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Two-echelon VRP for e-grocery delivery

Efficacy in goods delivery in urban last mile delivery is crucial for e-grocers to retain competitive
market and sales. At operational level, efficient itineraries must be obtained for fleet of delivery vehicles
daily, in this case to reducing the travelled distance and environmental impacts. Meanwhile, at the
tactical level, the overall fleet size, vehicle dimensions, capacities and characteristics need to be
coordinated as well. Larger vehicles are more efficient in terms of cost per shipped quantity while
smaller size vehicles are preferred in urban areas since they emit less noise and requires smaller parking
space. Strategic locations for production sites, warehouses, and freight terminals are important aspects
to consider. Our study focuses on implementing the most practical approaches in e-grocery delivery by
emphasizing on determining good routes for delivery of e-grocery goods to customers where
intermediate facilities facilitate the switch from larger trucks to smaller city freighters. This is known
as the two-echelon routing problem (2E-VRP). Specifically, 2e-VRP represents two-level
transportation systems which aims is to produce vehicle itineraries to deliver goods to customers, with
transits through intermediate facilities. Finding integrated decisions for routing with transshipment is
significantly more difficult as compared to other VRP settings. A 2EVRP with only one satellite can be
seen as a VRP (Cuda et al., 2015). The first level of the 2EVRP reduces to a capacitated CVRP (CVRP)
with split deliveries whereas the structure of the second level is a multi-depot vehicle routing problem
(MDVRP), with depots correspond to the satellite locations (Jepsen et al., 2012). These two levels have
to be synchronized with each other. The different in costs per mile for large trucks in the first level of
2E-VRP and small city freighters in the second level must be distinguished since 2E-VRP is different
to homogeneous fleet VRP where mileage costs are identical for all vehicles. In addition, split deliveries
are not allowed at both levels.

Recent studies concerning two-echelon VRP include Liu et al. (2020) focused on two-echelons of e-
grocery delivery system, where mixed-vehicles were considered, i.e., conventional van at the first
echelon, and the autonomous delivery vehicles (ADVs) at the second echelon. The authors presented a
two-echelon VRP with mixed vehicles (2E-VRP-MV). The non-linear model was solved using the
proposed two-step clustering-based hybrid Genetic Algorithm and Particle Swarm Optimization (C-
GA-PSO) algorithm. Liu et al., (2021) proposed a similar background, but with parcel locker locations
consideration. The proposed multi-objective is based on a two-echelon location-routing problem with
mixed vehicles and mixed satellites (2E-LRP-MVMS) and was later solved by using a meta-heuristic
algorithm called the hybrid immune algorithm (HIA). The works of Liu et al., (2021) later extended by
Liu, Yan, et al. (2021). The proposed model is a multi-objective, multi-depots, two-tier vehicle routing
problem with parcel transshipment (MOMD-2T-LRP-PT). Both studies of Liu et al., (2021) and Liu,
Yan, et al. (2021) integrates total operational costs and environmental impact into the proposed
objective functions, Liu, Yan, et al. (2021) considered cost of customer satisfaction level. The MOMD-
2T-LRP-PT later solved by a hybrid artificial immune algorithm (HAIA).

Based on Lodni et al. (2021), grocery deliveries can be categorized into four categories. The first
category is the same-day home delivery for groceries gathered at the point-of-sale (POS), i.e., grocery
store or supermarket. As for the second category, it is still home delivery and same-day delivery but
groceries were compiled at distribution centre (DC). The third involves groceries compiled at POS, not
delivered to home and customers retrieve the groceries from certain pick-up points. The last category
refers to groceries gathered at DC and customers pick up groceries from pick-up points. Our study
embarks on the formulation of a Mixed Integer Goal Programming (MIGP) model and algorithm to
solve the e-grocery delivery problem in urban areas by means of heterogeneous fleet of vehicles (e-
grocers’ vehicles. p-hailing services or other logistics transport providers) considered.

A multi-objective Mixed Integer Linear Programming (MILP) model with four objective functions that
address the costs components and environmental aspects for sustainability is proposed. The model is
solved using goal programming method, thus, an MIGP model and metaheuristic algorithm is developed
to solve the model. Two-echelon vehicle routing problem with time windows (2E-VRPTW) is proposed
for the e-grocery delivery problem. The first echelon involves delivering e-groceries order from a depot
(either POS or DC) to satellite stations using e-grocer’s own vehicles (trucks, lorries or vans) while the

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second echelon deals with grocery delivery from each of the satellite stations to customers using cars,
motorcycles, alternative vehicles (electric cars, motorcycles or bicycles) or more advanced autonomous
vehicles (robots, drones, or ADVs) depending on type of areas (single or multi-storey houses,
apartments, high density, heavy traffic, etc.). Figure 4 shows the conceptual framework of our 2E-
VRPTW based e-grocery delivery model at certain delivery time window where an e-grocer usually
offers between five to ten delivery windows for deliveries. Since VRPTW is applied, for each delivery
time window, the depot and each of the customers have their service time windows.

Two-echelon Vehicle Routing

Problem with Time Windows (2E-
VRPTW) for E-Grocery Delivery
• Problem will be formulated as
multi-objective MILP model and
solved using pre-emptive goal
programming method.
• Four objective functions (goals)
will be pursued by considering
sustainability
• A metaheuristic algorithm will be
employed to solved the model.

Figure 4: Conceptual framework of the two-echelon VRPTW based e-grocery delivery system

Conclusion

Motivated by the growing demand for e-groceries home deliveries, this study pursues the goal of
developing model and approaches which could enhance the transportation system for the e-grocery
delivery. Discussion on structured review of past related studies on issues, challenges and recent trends
models and approaches has been presented. In this paper, we share our proposed conceptual framework
for the two-echelon VRPTW (2E-VRPTW) on determining good routes for home delivery of e-grocery
to customers with transit facilities to accommodate the switch from larger trucks to smaller city
freighters or advanced autonomous vehicles. The model and methods of our study are hoped to produce
good logistics strategies with high efficiency for e-grocery delivery transportation.

Acknowledgements
The authors gratefully acknowledge the financial support provided by the Malaysia Institute of
Transport (MITRANS), Universiti Teknologi MARA (UiTM) through the DeLIMA grant.

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SIMULATION MODELLING FOR CONFIGURATION THE PERFORMANCE OF

SERVICE SYSTEM

Noryanti Nasir1,2*, Siti Sarah Januri1, Haslinda Ab Malek1, Jaida Najihah Jamidin1, Isnewati
Ab Malek1 and Zaitul Anna Melisa Md Yasin1
1
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA Cawangan Negeri
Sembilan, Kampus Seremban, 70300, Seremban, Negeri Sembilan, Malaysia
2
Logistic Modelling Research Group, Faculty of Computer and Mathematical Sciences, Universiti
Teknologi MARA, UiTM, 40450, Shah Alam, Selangor, Malaysia
*
Corresponding author: noryantinasir@uitm.edu.my

Abstract
In today’s competitive world, service quality is one of the main factors influencing the success of
organizations in increasing customer satisfaction. Management in any service organization is most
concerned with the customer’s waiting times or the amount of time required to receive their service.
Queue length and waiting time are two critical factors in any organization’s customer perception of
service quality. As a result, the most important concern is providing the optimal service configuration
that satisfies both customers and service providers. Among different approaches in evaluating
alternatives, the simulation process has proven its high capability in modelling and evaluating such
situations. By computer-based simulation models, this study attempts to investigate and recommend the
best possible configuration. The purpose of this research is to describe the design and implementation
of a simulation model in a food and beverage service system. The model includes an animation of the
service process that allows the viewer to visualize the system performance. The result shows that the
average waiting in queuing for each counter is efficient since the time in the service system is less than
20 minutes.

Keywords: Simulation Model, Waiting Time, Queue Length

Introduction

The research topic of the food industry has attracted many kinds of research over many years. Research
in a self-service restaurant has grown significantly over the last 30 years (Rodríguez-López et al. 2020).
The popularity of self-service restaurants is increasing throughout the world. Self-service is activities
involved in the complete transaction by the customers without the presence of an employee (Globerson
& Maggard 1991). Sometimes, this system requires dishes to be available to diners who serve
themselves from a buffet and create their meal (Bernardo et al. 2015). Self-service restaurants are
immensely popular nowadays, people love to have self-service restaurants since the food is more
efficient, fun, tasty, and social interaction than other restaurants (Park 2004). Self-service restaurants
have begun to use self-service ordering systems, which combine e-menu, food ordering, food
production, and billing processes to provide customers with benefits such as improved service quality
and efficiency, shorter customer wait times, and decrease waiter-ordering errors (Yang et al. 2020). Any
self-service restaurants normally receive a lot of customers, especially during peak hours. However,
there are a few problems that arose and need to be faced by the management such as the service and
waiting time at the service counter. Normally customers need to wait in a long queue before they are
served. The waiting time is determined by the customer's arrival time and the service times of other
customers in the restaurant (Roy et al. 2016).

Queuing behaviour is common in crowded places and has been studied extensively for decades.
Customers use a queueing system when they arrive according to some process and must wait if
necessary, before receiving service from one or more servers. When a customer arrives, they are usually
attended to if there are available servers. Otherwise, they will leave the system immediately or wait for

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a set period until a server becomes available (Singh et al. 2021). Queueing systems require randomness
on the resources such as a random number of servers or random storage amount (Chakravarthy &
Rumyantsev 2020). Using queueing models to make decisions about the waiting line can lead to
increased productivity (Nithya & Haridass 2021). In order to forecast the performance and behaviour
of a process that strives to offer services for randomly generating demands, queueing theory in the
production process necessitates the study of queueing models. Due to economic factors, some
restaurants provide only three to four counters or less for ordering and payment. At the same time, the
restaurant staff needs to work faster and efficiently to provide good services. This problem affects
customer satisfaction at any self-service restaurant. Customer satisfaction has very strongly correlated
with the waiting time in the services. It is supported by Zhao et al. (2014) who stated that waiting time
affects perceived service quality and satisfaction. Understanding how customer expectations and
opinions of service are influenced by crowding in a waiting room will assist managers in creating a
great first impression of their business (Hwang et al. 2012). It leads to seeking profitably to achieve a
prominent level of customer satisfaction for the restaurants (Field et al. 1997).
Queuing analysis and computer simulation have become strong tools for resource planning in service
scenarios, whether it is individual service providers or facilities (Seal 1995), (Mat Tahar & Hussain
2000), (Mital 2010). The main limitation of simulation is complex; therefore, a simpler and faster
foundation should be taken (Cudney et al. 2019). Simulation is a method of creating a simulation model
of an existing process model and running it through a simulation engine (Peters et al. 2022). The basis
of a simulation study is the development or application of the model explaining and describing the
behaviour of a production system (Pop-Andonov, Mirakovski, & Despotov, 2012). It is not possible to
apply simulation modelling to obtain an analytical form of solution. Since these solutions are obtained
by experimenting with the system model, the result is a group of points, the value of the dependent
variable for a particular value of the independent variable. In the simulation, the modelling aspect needs
to be observed because the model is the basis of the simulation process. The simulation consists of
planning, modelling, applying, and analyzing the results.
One of the purposes of computer simulation is to overcome the limitations of analysis techniques and
to capture aspects and elements of the real system that cannot be stated analytically. The capacity to
capture the dynamic side of the system and sophisticated probabilistic relations is the essence of the
simulation method's contribution (Ďutková et al. 2019). Therefore, event simulation modelling was used
due to the randomness in the demand (Cudney et al. 2019). Even while simulation models do not always
produce the best results, they can allow understanding the impacts of changing system performance if
just a few options must choose from (Lim & Shiode 2011).
This study aims to develop a simulation model of the queuing system to solve the waiting time by
shortening the average waiting time of the customer. The most important function of queuing model is
to identify the bottleneck in operations and evaluate that portion of the operation in detail for optimal
solutions (Tyagi et al. 2021). After the simulation at the restaurant, there will be an opportunity to
reduce the waiting time and increase the quality of services. Psychological studies have shown that
shortening wait times improve customer satisfaction (Sakamoto 2020).

Methodology

Simulation is the process of constructing a system model or decision-making problem and

experimenting with a model to gain insight into the behaviour of the system or to help resolve the
decision-making problem. The model represents the system itself, while the simulation represents the
system's operation over time. There are five steps in developing a simulation model and the details are
as follows

a. Develop a conceptual model of the system or problem under study

This step begins with the identification of problems, the objectives, and the identification of significant
input variables and output measures. The goals and data collection were built based on the layout
requirements for a few hours and the replication of observations using ARENA software.

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The data were collected manually by observing the time taken by each customer at each checkpoint.
For this model, the input data was the inter-arrival times of each customer, waiting time, service facility
time at each counter, and dining place. The data were collected and observed at one of the self-service
restaurants in Negeri Sembilan.
The following assumptions were considered when the simulation model was constructed
i) the number of customers varies each day
ii) there is some problem in service at the counters
iii) waiting time is the time when a customer waits before being served and picks up the orders
iv) one staff working at the manual counter and both of pick order counter with two workers
v) the service and waiting times vary for different workers and customers

b. Build the simulation model

This step involves developing appropriate formulations, equations, formulating the design of the model,
collecting all the necessary data, and considering the constraints involved in the creation of the
simulation model. The probability distributions of uncertain variables and construct a format for
recording results were determined.

Figure 1 shows a flowchart of the Model Building for the data creation of the customer arrival. The
arrival time of the customer was measured in minutes.

Figure 1. Flowchart of the model

Figure 2. Create a module representing customer arrival.

Figure 2 shows the characteristics of the queuing system which are arrival, waiting line, and service
counter. The arrival characteristic consists of the size of the calling population, patterns of arrival at the
system, and the behavior of the arrivals. The waiting line characteristics are divided into the length of

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a line and queue discipline. Queue discipline forms into one only which is First in First Out (FIFO).
FIFO can be defined as the customers who arrive first will be served. The service facility characteristics
are divided into two which are the configuration of the service and the pattern of the service.

Figure 3. Example of Decide Sections

Figure 3 shows an example of a deciding section representing the customer’s possible choice since the
customer may not go through all sections. Customers may skip some sections of the restaurant because
they already have the intended section. The flowchart in Figure 1 is the first observation before the real
simulation took place, while Figure 5 shows the real observation. There were two processes been
through by the customer. First, look around the self-service restaurant where there will be five main
sections which are normal shelves, fridge area, ice cream corner, and fresh food shelves and noodles
corner. Second, decide which counter they want to use. If the customer decides to buy noodles, they
must use counter 1 but if not, they have another 2 counters. Then lastly, the customer decides whether
to dine in the dining area or leave the premises.

Figure 4. Example of Leave the System Sections

Figure 4 represents the module of that customer leaving the system. The model has now been fully
defined. All the processes of the model have been saved so that the simulation can be done.

c. Verify and validate the model

In this step, the simulation model is verified and validated to produce an accurate and credible model.
It is also to make sure any logical error is avoidable thus the simulation model can work properly. In
this study, the management set the service as efficient if the queue is not more than 20 minutes.

d. Design experiments using the model

This step involves designing an experiment to simulate a few replications of activities that happened.
Each element or section that made up the entire process has been included in the design of the
experiment. It includes the few decision-making processes that may happen during business hours as
shown in Figure 5.

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Figure 5. Arena Model

e. Perform the experiments and analyze the results

The data have been analyzed to extract the possible performance of the simulation process. The result
obtained will be documented to determine the validity and credibility of the decision-making process
to ensure the objective of this study can be achieved.

Figure 6. Setup process

Figure 6 shows the details in setting the simulation process and the model is now ready to be executed.
Hence, the results were generated at the end of the simulation process.

The Simulation Software

The ARENA modelling system is a flexible and powerful tool that enables analysts to create animated
simulation models that accurately represent virtually any system (Takus & Profozich, 1997). ARENA
represents an advance in simulation technology by allowing simulation across enterprises. This is a
systematic framework that deals with all phases of a simulation project, from input data analysis to
simulation output data analysis (Hammann. & Markovitch., n.d.). ARENA Simulation is used to
impersonate the length of the queue and the waiting duration for the customer. This imitation is to
explain the time cycle for the customer service observed at the restaurant. ARENA provides integrated
support for input data analysis, model building, interactive execution, animation, output analysis, and
many more. This model uses the facts and parameters that are available from the layout of the restaurant,

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management system, options of counter to prepare the skeleton of the model. SIMAN ARENA was
used as the simulation language for this study.

ARENA uses an object-oriented architecture for the creation of fully graphic models. Simulation
analysts position graphical objects called modules on a framework to describe components of the device
such as computers, operators, and equipment handling. The ARENA is based on the language used to
simulate SIMAN. After graphically constructing a simulation model, ARENA automatically generates
the underlying SIMAN model used for simulation runs.

Results and Discussion

The simulation process was modelled using Rockwell Arena Simulation Software version 14.0 to study
the average time taken and the number of customers in the system.

Table 1. Average Customer Waiting Time

Average
Counter Counter 1 Counter 2 Counter 3 waiting time
before serving
Time (Minutes) 0.00174 1.0142 1.1283 4.3304

The total number of customers who arrived at the restaurant for 8 hours was 170 customers. The SIMAN
Arena output was analyzed to study the average time taken of services. Based on Table 1, the average
waiting time of customers at each counter is less than 2 minutes. Meanwhile, the average waiting time
customers who need to wait until they can be served for all counters is less than 5 minutes (4.3304
minutes).

Table 2. Average Utilization of Workers

Average Utilization of
Worker Percentage (%)
Worker

Worker 1 0.61676 61.68

Worker 2 0.35396 35.40

Worker 3 0.32896 32.90

Worker 4 0.35044 35.04

Worker 5 0.15633 15.63

Based on Table 2, the highest average utilization of workers is observed in Worker 1 (61.68%)
compared to the lowest average utilization of workers observed in Worker 5 (15.63%). Customers are
unable to fully experience the best possible service that could be provided by the workers if the workers
were overwhelmed, thus rendering them unable to carry out their duties to the best of their abilities.
Management should introduce shifts at the payment counters that fully utilize the worker out of balance
to overcome the instability of workers’ utilization. For instance, Worker 5 should be assigned to work
together with Worker 1 in rush hours to reduce the overwhelmed experience by Worker 1. Thus,
supporting Worker 1 to provide the best customer experience until the end of the day. In addition, this
would help in increasing the business of this service and balance the utilization of the services by
reducing the waiting time in the long queues.

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Table 3. Average Number of Customers in Queue

Counter Average Number of Customer

Counter 1 2.1348E-04

Counter 2 1.107

Counter 3 0.134

Overall queue in the dining area 22.125

The average number of customers in the queue for the dining area to dine is more than 20 people
(22.125) and the average number of customers in the queue at each counter at a time is shown in Table
3. The hypothesis of the validation at alpha 0.05 significant levels is as follows:

Table 4. Result of validation

Queue Test Critical Decision
Hypothesis Conclusion
Line Statistic Value Rule
H0 = Average waiting time at order Average
food and drink is equal to 3.8791 waiting
Failed to
Counter 1 H1 = Average waiting time at order −1.50045 2.776 time is
reject H0
food and drink is not equal to equal
3.8791 3.8791
Average
H0 = Average waiting time at counter
waiting
2 is equal to 0.67705 Failed to
Counter 2 0.43630 2.776 time is
H1 = Average waiting time at reject H0
equal
counter 2 is not equal to 0.67705
0.67705
Average
H0 = Average waiting time at counter
waiting
3 is equal to 0.43191 Reject
Counter 3 3.15421 2.776 time is not
H1 = Average waiting time at H0
equal
counter 3 is not equal to 0.43191
0.43191

If the test statistic, t0 is less than the critical value, t0.05/2,4, then failed to reject H0. From the result of
validation and verification in Table 4, the test statistic (−1.50045) for counter 1 is less than the critical
value (2.776), the test statistic (0.43630) for counter 2 is also less than the critical value (2.776) while
for Counter 3 the test statistic (−1.50045) is more than the critical value (2.776). The average waiting
time for Counter 3 is not equal to 0.43191 as this counter serves multiple tasks including payment and
preparing last dishes. The management policy stated that the efficient service system should be less than
20 minutes. These 3 counters are considered as one system. Thus, it can be concluded that the service
system is efficient since it shows significantly less than 20 minutes.

Conclusion

Simulation can be used to analyze large and complex real-world situations that cannot be solved by
conventional quantitative analysis models. It enables anyone to examine the consequences of a variety
of events to identify which is most essential. Simulation has proven its high capability in modelling and
evaluating such situations. This study describes the design and application of a simulation model in a
food and beverage service system. The model includes an animation of the service process that allows
the viewer to visualize the system performance. The result shows that the average waiting in queuing
for all counters in the service system is less than 20 minutes. It can be concluded that the restaurant has
provided good satisfaction services.

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Nobody enjoys waiting in ignorance, exceptionally the customers. Waiting in ignorance creates a
feeling of powerlessness, which frequently results in visible irritation and rudeness on the part of the
customers (Maister, The Psychology of Waiting Lines, 1984). Imagine standing in line for a long time
on an empty stomach just to get a seat and eat freshly purchased food that is already cold. A sufficient
time limit should be set up for a dine in customers to reduce the waiting time for another customers.
Thus, the number of customers waiting to eat in the dining area can be reduced. The management could
also perhaps expand the dining area to accommodate more customers at a time.
Based on the results given, the best suggestion can be implemented to improve the system’s efficiency.
Waiting times can be reduced by providing customers with a mobile-optimized app or website. A handy
menu makes it easier for them to browse dishes and order their choice in advance and reduce the queuing
time. Customers can also customize their orders and request additional orders while they are in the
queue, all of which makes this happen faster. Customers do not have to worry about ordering items that
are out of stock or are no longer on the menu since the app is always updated. Moreover, customers will
be acknowledged for the meal they are ordering, which may lead to increased customer satisfaction.

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dine-in restaurant performance. Computers and Operations Research 65: 29–41.

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A STUDY ON E-HAILING DRIVERS’ AWARENESS ON THE E-HAILING

REGULATIONS – MOTIVATION, RESEARCH GAPS AND THE STUDY
FRAMEWORK

Alhafiz Saleh @ Yazid 1, Adibah Shuib 2, 3 *

1
Jabatan Pengangkutan Jalan Cawangan Besut, Kota Putra, 22200 Kampung Raja, Besut,
Terengganu.Malaysia
2
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
3
Faculty of Computer and Mathematical Sciences, Universiti Teknologi MARA (UiTM),
40450 Shah Alam, Selangor, Malaysia
*
Corresponding author: adibah253@uitm.edu.my

Abstract
Two types of cab services in Malaysia are categorized under intermediation business which are regular
taxi service and ride-hailing service, the one that is more famously known as e-hailing. E-hailing is a
mobility or ridesharing service where customer makes request for public transport services via
electronic applications and the ride-hailing company matches passengers with drivers of private
vehicles for hire. E-hailing vehicle is different than taxi since it cannot legally be hailed from the street.
Originally, despite being considered a new service which was not enshrined in any existing act, the
service has been expanding with growing number of e-hailing platforms throughout Malaysia. E-hailing
regulations in Malaysia came into effect on 12 July 2018 through soft-landing approach by the Road
Transport Department (RTD) of Malaysia. However, series of incompliances to these regulations have
been reported among the service providers and e-hailing drivers. This has motivated our study which
focuses on examining the level of awareness of e-hailing drivers on the e-hailing regulations. This
paper presents the review of related past studies concerning e-hailing services and its effects towards
the overall transportation system, e-hailing services in Malaysia, e-hailing regulations in other
countries, the newly enforced e-hailing regulations of Malaysia and in compliance reported. This paper
presents the research gaps identified based on the literature review conducted, which has been the basis
that sets the framework of our study. This paper aims to provide some description on recent e-hailing
services which include the scenarios on the services worldwide, the e-hailing drivers and e-hailing
regulations worldwide. It gives further insights on the Malaysia e-hailing services and regulations to
the public in general.

Keywords: public transport services, e-hailing, e-hailing drivers, e-hailing regulations, effects on transportation
system

Introduction

Two types of cab services in Malaysia are categorized under intermediation business (e-hailing), service
provided to book public transport services through electronic applications (Ministry of Transport
Malaysia, 2021). These cab services include regular taxi service and ride-hailing service which are well
known as e-hailing. E-hailing is a ride-hailing mobility service where customers make request for the
services via electronic applications and e-hailing company makes arrangement by matching passenger
to driver of private vehicle for hire. Each e-hailing driver will then pick up the passenger at a given
address. E-hailing services is called “ridesourcing” or “ride-hailing” in North America and Europe
(Shaheen et al., 2015). E-hailing vehicle is different than a taxi since it is not legal to be hailed from the
street. Taxi drivers are registered directly with the Road Transport Department (RTD) while e-hailing
drivers provide cab services under certain e-hailing service platforms. E-hailing drivers normally work
as part-time drivers for extra income due to its flexible working hours. Ride-hailing services have
expanded globally and the number of e-hailing platforms is growing in most countries. In Malaysia,
based on Land Public Transport Agency (APAD), beside Grab, 41 other e-hailing platforms exist that

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include MyCar, EzCab, EaziCar, Pickup2u, and PicknGo (Malay Mail, 2019). Grab, previously known
as GrabCar was launched in Malaysia in 2012 while Uber, which originated in San Francisco, was
introduced in Malaysia in 2013. In March 2018, Grab acquired Uber’s Southeast Asia regional
operations where Grab took over all Uber's assets and operations (Grab, 2021).

Shared mobility concept through e-hailing has brought changes to the urban mobility landscape,
creating an evolution in the entire public transportation industry in many countries of the world. The
advantages of e-hailing include transforming private cars from under-utilized assets into profitable
sharing between driver and passenger matched via e-hailing service platform. Passengers, drivers and
providers received the benefits from shared resources through the e-hailing services (Gargiulo, et al.,
2015). The e-hailing services have created economic opportunities for many Malaysians. The growth
in information and communications technology (ICT), wide access of internet and smartphone
applications contributed towards e-hailing existence and expansion characterized by improvement in
terms of trust, safety and security, cost, time and availability, and ease of payment in this service.

The Road Transport Department (RTD), also known as the Jabatan Pengangkutan Jalan (JPJ) Malaysia
in Malay, is a department under the Land Division, Ministry of Transport Malaysia (MOT). The primary
objectives of RTD are to establish and regulate registration and licensing of motor vehicles, to establish
and administer road the transport law, to enforce and administer road the transport law, and to monitor
and administer motor vehicle safety standards (Jabatan Pengangkutan Jalan Malaysia, 2021). RTD has
undergone many changes in terms of roles and functions since its inception in 1937 that include, since
1st April 1946, to be involved in coordinating all road transportation aspects throughout the nation. Its
roles, functions and responsibilities have been adapted according to current and necessary requirements
of the country. Like other organizations, RTD also face many challenges in its services. These include
long waiting times for counter services (Mohamad et al., 2019), issues concerning driver training and
driver licensing system (Mohd Jawi et al., 2015), road safety management (Eusofe & Evdorides, 2017),
and e-hailing regulations (Todd et al., 2018).

As mentioned, among the challenges of RTD Malaysia is in enforcing the e-hailing regulations. The e-
hailing service, despite its expansion throughout Malaysia, is new and has not been enshrined in any
existing act prior to 2018. The e-hailing regulations in Malaysia only came into effect on 12 July 2018
through soft-landing approach by the RTD. In 2019, RTD announced that current and future taxi and
ride-hailing drivers must register for a Public Service Vehicle (PSV) licence at authorized e-Hailing
Operator (EHO) driving institutes and training centres. To get the PSV licence, e-hailing drivers must
sit for a six-hour training course, which cost RM200, before July 12, 2019, when new rules are enforced
to regulate the ride-hailing industry equivalent to requirements for taxi drivers. Under the new
regulations, taxi and ride-hailing drivers must have a PSV licence as listed under Section 56 of the Road
Transport Act 1987. As stated by Todd et al. (2018), the e-hailing riders, drivers, operators and
traditional taxi industry will be affected from uncertainties of the regulations. However, the regulations
have to be enforced to ensure quality of the services which include the security aspect for the safety and
wellbeing of the e-hailing passengers. Former Transport Minister, Anthony Loke, stated that e-hailing
drivers need to follow these regulations in which they must acquire the PSV, E-hailing Vehicle Permit
(EVP), Puspakom check and an e-hailing sticker, starting from 12 October 2019 onwards (Jing et al.
(2020). A PSV permit is a type of vocational driving licence that allows the permit holder to drive any
sort of engine vehicle which is utilized to move or convey paying riders or passengers like taxis (Grab,
2020). Meanwhile, PSV is a motor vehicle having a seating capacity of four persons up to eleven
persons (including driver) used for carriage of any journey under a single or separate fare where
arrangement, booking or transaction and the fare are facilitated through an electronic mobile application
provided by the EHO. EVP is a licence which allows e-hailing drivers to continue driving for their
companies respectively. EVP is in digital form that could be incorporated into e-hailing drivers’ app.
E-hailing drivers must have both PSV and EVP licenses to drive their vehicles. E-hailing drivers must
also adhere to further rules, including to pass medical and criminal background checks, e-hailing
vehicles to undergo annual inspection at Computerised Vehicle Inspection Centres (PUSPAKOM),
contribute to Social Security Organization (SOCSO), purchase the e-hailing add-on insurance, and have
safety equipment including fire extinguisher ready in their cars (Chu, 2019). Only vehicles over three

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years old are expected to undergo routine examination at PUSPAKOM once a year. E-hailing drivers
must get e-hailing sticker and display it on front windshield and rear mirror of vehicle to enable
passengers to identify it as e-hailing vehicle and it is driven by a permit holder driver.

The Transport Minister also stated that despite unlicensed e-hailing drivers being given extra time to
get themselves licensed, enforcement towards operators and e-hailing drivers who did not follow the
regulations will be executed (The Star, 2019). RTD was to strictly enforce its new e-hailing regulations
by October 12, 2020 and stern action to be taken against non-compliant e-hailing drivers. However,
there are still noncompliance to regulations among e-hailing drivers and companies. For example, RTD
Johor took strict action against 96 e-hailing drivers over PSV issues through special operations
conducted from 15 until 21 December 2019 (The Sun Daily, 2019). In addition, RTD Penang arrested
11 drivers and seized of their vehicles in a two-day operation in June 2020 concerning the illegal
operations of e-hailing service (Dermawan, 2020). Since enforcement of the e-hailing regulations, there
have been many issues concerning awareness and compliance of e-hailing drivers towards the e-hailing
regulations. Thus, question that arises is whether these e-hailing drivers are aware of the e-hailing
regulations and what are the factors which may have caused the non-compliances. However, studies
concerning e-hailing services, e-hailing drivers and the e-hailing regulations are still lacking in the
context of Malaysia, especially concerning knowledge and awareness of e-hailing drivers towards the
e-hailing regulations. This has been the motivation for us to conduct our study focusing on awareness
on e-hailing regulations among e-hailing drivers. The objectives of our study are to determine the level
of knowledge of e-hailing drivers on e-hailing regulations, to evaluate the level of awareness of e-
hailing drivers on e-hailing regulations and to analyze the relationship between categories related to e-
hailing regulations and the awareness of e-hailing drivers on the regulations. This paper presents the
review of past studies on e-hailing services and the effects of e-hailing towards the overall transportation
system, e-hailing services in Malaysia, e-hailing regulations in other countries, and e-hailing regulations
of Malaysia. This paper presents the research gaps identified based on the literature review conducted,
which has been the basis that sets the framework of our study.

Methodology

The review presented in this paper is focused on related literatures concerning e-hailing services, e-
hailing drivers and the e-hailing regulations in Malaysia as well as the e-hailing services and e-hailing
drivers in other countries. Besides that, the review also discusses on past studies especially regarding
methods that can be implemented in our study.

Studies on e-hailing
Many people consider ride-hailing or ride-sharing services as the same and using the two terms
interchangeably. However, they are different. Ride-hailing is when a passenger “hails” or hires a
personal driver to drive him or her to certain destination in which vehicle is not shared with anyone else
or making any stops along the route (Ecolane, 2018). In contrast, ride-sharing is car-pooling where
passengers sharing a vehicle and there will be few stops to pick up all passengers. Nowadays ICT
enables reliable e-hailing services to be available at more locations, with less waiting times, and at a
cheaper cost than traditional taxi services or possibly other public transit. About 15% of adults across
the United States (U.S.) and 21% in major cities have personally used e-hailing services (NCST, 2018).
Based on NCST (2018), reduction in private vehicle auto ownership, improved trip generations for
those who cannot drive, and ride-hailing becoming first choice compared to other transport alternatives
due to overall lower time and costs and wide coverage, reflects the importance and success of e-hailing
services and its significant effects on transportation system, including congestion, total vehicle miles
travelled (VMT), and greenhouse gas emissions (GHGs).

Past studies concerning e-hailing services include understanding inequalities (racial bias, worker safety,
fairness to workers, and asymmetries of information and power) in ride-hailing services (Bokányi &
Hannák, 2020) and investigation on effects of ride-hailing on travel behaviour changes, modal
substitution and level of traffic externalities (Tirachini, 2019). Studies examining on who, what, why

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and when related to ride-hailing services indicate ride-hailing is more widely adopted among young,
well-educated and wealthier people (Alemi et al., 2018; Young & Farber ,2019) and those who do not
have higher education (Tang et al., 2019) and those who live in a high-density area or urban areas with
a higher frequency of ride-hailing use (Conway et al. 2018; Alemi et al. 2019). There have been studies
that determine whether socio-economic attributes, the built environment, and trip criteria are influential
determinants of ride-hailing services (Chen et al., 2017; Wang & Mu, 2018) and examine the factors
influencing matching of ride-hailing service (Do et al., 2019). Recent researches include analysis on the
impact of ride-hailing services on the use of private cars study (Zhong et al, 2020) and on travelers’
behavioural intention to adopt ride-hailing services (Lu and Wang, 2020).

Ride-Hailing Regulations in Other Countries

The study by Beer et al. (2017) concerned with qualitative analysis of ride-hailing regulations in major
U.S. cities. Driver regulations for ride-hailing in U.S. include: i) fingerprint-based background check,
ii) have in-state driver’s license, iii) have in-state vehicle registration, iv) have additional license/ permit
required, and, comply to v) external vehicle display requirements. Drivers must also have clean driving
record, pass annual drug test. obtain a Business Affairs and Consumer Protection (BACP) license and
complete an annual safety training to support a citywide initiative to eliminate deaths and serious
injuries from crashes. The ride-hailing vehicles must be registered with the City and pass annual
inspections while drivers must be above 21 years old with minimum one year driving experience and
have commercial insurance. Beer et al. (2017) also described the requirements imposed on ride-hailing
companies. Their study aims at systematically documenting and comparing regulations in 15 major
metropolitan areas in the U.S. Key findings from this study include opposition to driver fingerprint-
based background checks from ride-hailing companies since drivers are part-time workers and less
likely to cooperate in this time-consuming process. Some cities have passed regulations that require
ride-hailing companies to provide list of drivers and share trip data to enable the City to estimate how
many ride-hailing trips are made to decide whether or not limiting vehicles is an appropriate regulation.

Based on Joshi et al. (2019), in Toronto, Canada, the initial legislation set rules for data requirements,
drivers and consumers protective measures (including base fares), and preliminary accessibility
requirements. In June 2019, the regulations expanded upon accessibility and safety measure. The e-hail
service companies in Toronto must obtain licenses through the City’s Municipal Licensing and
Standards (ML&S) and to provide certain data required by City beside submitting driver and vehicle
information. The drivers must be licensed, pass a background check, have a minimum of one year
driving experience, and have a clean driving history while vehicles must pass annual inspections and
no older than seven years. To promote public and personal safety, the 2019 amendments raised
minimum driving experience from one to three years, along with mandatory training program to be
completed to enable drivers to be eligible for license renewal. Joshi et al. (2019) also describes the e-
hail regulations in London. Transport for London (TfL) receives over 1,000 applications for new e-hail
licenses every week. However, TfL collects very little data on overall e-hail services thus difficult to
address challenges on rapid rise of e-hail services. TfL only requests vehicle numbers and driver
licenses that carried out bookings enabling them to check on traffic volume and number of drivers
working for multiple companies. For drivers of e-hail services, TfL conducts criminal background and
driving history checks. Drivers need to submit medical clearances every three years while vehicle
inspections are conducted upon licensing, and vehicles must have commercial insurance coverage.

Compared to taxi drivers, e-hail drivers only have to complete simpler geographical test assessing their
map-reading skills. In 2016, amended regulations require: i) drivers pass an English proficiency test; ii)
passengers get guaranteed upfront price estimates; iii) photo and details of driver are made available to
passenger in advance; and iv) drivers increase their insurance limits. From April 2019, London daily
congestion charge is applied to e-hail vehicles also. As discussed in Joshi et al. (2019), based on 2016
national law, e-hail drivers in Beijing must be licensed by the City, have minimum three years of driving
experience and minimal number of traffic violations, and have no criminal record. E-hail drivers must
be residents of Beijing while vehicles registered to a Beijing address, less than eight years old and have
less than 600,000 kilometers (372,000 miles). E-hail services must collect and store trip data for up to
two years that include date, time, and location of pickups and drop-offs, ride fares as well as driver

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information. The 2016 national law empowers local governments to collect the data from e-hail service
companies. Table 1 summarizes ride-hailing regulations in selected cities based on literature discussed.

E-Hailing Services in Malaysia

E-hailing services is considered as an affordable on-demand service and continue to progress as a
favourite mode of transportation among urban commuters. In Malaysia, the most popular e-hailing
company, Grab, was introduced by Anthony Tan and Tan Hooi Ling who developed idea of building a
ride-hailing company while pursuing MBA at Harvard Business School where Grab was a college
project which bagged US$25,000 prize from the pitch contest organized (Entrepreneur Asia Pacific,
2021). Based on this project, MyTeksi was introduced in 2012, two years after Go-Jek was established
and a year before Uber launched its ride-hailing service in Singapore. MyTeksi expanded as GrabTaxi
in Philippines in August 2013, Singapore and Thailand in October 2019, in Ho Chi Minh City, Vietnam
in February 2014 and in Jakarta, Indonesia in June 2014. In January 2016, GrabTaxi was rebranded as
Grab to represent all the company's products (taxis, private cars, car-pooling, bicycle sharing, shuttle
services, and bike taxis) with more than 2.8 million drivers processing over six million ride orders
everyday (Pradhan, 2020). Uber Black was launched by Uber in Kuala Lumpur in October 2013 with
premium services where later it was replaced by Uber X with cheaper fare (Goh, 2014). In 2012, Grab
with app known as MyTeksi, as Uber’s competitor, claimed that Grab is the largest company that holds
more than 95 per cent lucrative taxi hailing market in Southeast Asia. (Baraniuk, 2016). Grab finally
acquired Uber’s Southeast Asia regional operations in March 2018 (Grab, 2021).

Table 1: Ride-hailing Regulations in Selected Cities

E-hailing Operators
Cities Regulating Body Rules & Regulation
(EHO) Establishment
New York Taxi & Limousine Uber (2011), Lyft (2014) Driver Regulations (Beer et al., 2017)
City (U.S.) Commission (TLC) Via (2013), Juno/Gett i) fingerprint-based background check; ii)
(2016) in-state driver’s license; iii) in-state vehicle
Chicago Chicago Business Uber (2011) registration; iv) additional license/ permit,
(U.S.) Affairs & Consumer Lyft (2013) and, v) external vehicle display.
Protection (BACP) Via (2015) Additional Requirements: clean driving
Los Angeles California Public Uber (2010) record, pass annual drug test, obtain BACP
& San Utilities Lyft (2012) license, complete annual safety training,
Francisco Commission above 21 years old, min. one year driving
(U.S.) experience, has commercial insurance.
Vehicle registered with City and pass the
yearly inspection.

Toronto City’s Municipal UberBlack (2012) Driver Regulations (Joshi et al., 2019)
(Canada) Licensing and UberX (2016) • Pass background check, minimum one
Standards (ML&S). Lyft (2017) year driving experience and clean driving
history. Vehicles pass annual inspection
and no older than seven years.
• 2019 amendments: the minimum driving
experience raised from one to three
years, and mandatory training program to
be eligible for license renewal.
London Transport for Uber (2012) Driver Regulations (Joshi et al., 2019)
(United London (TfL) Bolt (2019) i) criminal background and driving history
Kingdom) Ola (2019) checks, ii) submit medical clearances every
three years, iii) vehicle inspections upon
licensing, iv) vehicle commercial insurance
coverage, v) complete geographical test, vi)
pass English proficiency test; and vii)
increase the insurance limits.
Beijing Beijing Municipal DiDi Chuxing (2012) Driver Regulations (Joshi et al., 2019):
(China) Commission of Yidao (2010) Shouqi i) driver must be licensed by City, ii) min.
Transportation (2015) three years driving experience, iii) minimal

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number of traffic violations and no criminal

record, iv) resident of Beijing, v) vehicle
registered to Beijing address, less than
eight years old, and less than 600,000 km.

E-hailing industry gained more popularity contributed by the ability to address factors that can influence
customers’ choices that include: i) the traveler (background, household structure and income, vehicle
ownership, and availability of vehicle choice); ii) the trips (purpose, time, and distance); and iii) the
transport facility (travel duration, costs, quality of service, availability of transportation and parking
space) (Chuen et al., 2014). Transportation Network Companies (TNCs), an EHO, is a worldwide
company that offer “arranged and on-demand” transportation services for a return, linking drivers of
personally owned cars with passengers. In Malaysia, TNCs are also known by their legal term,
“Intermediation Business”, a business of facilitating arrangements, bookings or transactions of an e-
hailing vehicle whether, for any valuable consideration, money’s worth or otherwise (Government of
Malaysia, 2017). Establishment of TNC in Malaysia in 2016 was thought as positive sign for e-hailing
to continue to flourish and to complement existing public transportation system and change the way
people commute. Commuters prefer e-hailing services due to service quality (efficiency, convenience,
reliability, and attractive fare rates) as compared to conventional taxi service. The growth of TNCs
businesses in Malaysia reflects high level of acceptance among consumers. However, TNC retreated
from Malaysia’s market allowing Grab to dominate e-hailing service sector in Malaysia.

The regulatory concerns over ride-hailing services have been growing throughout the world over the
years (Ngo, 2015). Four challenges faced by the services worldwide, including Malaysia, include: a)
labour regulation; b) consumer protection; c) property rights; and d) discrimination of services (Baker,
2015; Fassbender, 2016). E-hailing service was once considered to be illegal in Malaysia (Sukumaran,
2015), since there has been no legal provision regulating the operation. The existence of e-hailing
services was disruptive as traditional public transportation services, especially taxis, were severely
affected when e-hailing service took away majority of taxi passengers (Clewlow & Mishra, 2017). The
government put a lot of effort in finding a balanced approach in managing e-hailing services since 2016.
APAD was given the responsibility to find a solution to address the illegal use of e-hailing services. An
amendment to the Land Public Transport Act was proposed and tabled in parliament (Government of
Malaysia, 2017). Government started to regulate the e-hailing industry on July 12, 2018 in which all e-
hailing companies must register with the Land Public Transport Commission (SPAD) and comply to
the regulations (Abas & Abd Mutalib, 2018). MOT also imposed similar regulations under the Land
Transport Act 2017 and Commercial Vehicle Licensing Board Act 2017 for taxi drivers to e-hailing
drivers. By July 2019, 44 e-hailing companies were allowed by APAD to operate legally (APAD, 2019)
which shows e-hailing industry in Malaysia was eventually accepted and legalized by the government.

The subject of e-hailing services, the drivers, and effects of the services have gained great attention of
researchers from multi-disciplinary areas in Malaysia whereby many studies have been conducted on
these topics. Study by Salim et al. (2020a) investigated the factors that influence the passengers’ in
choosing the e-hailing services. This study considers trusted, comfort, promotion and coupon
redemption and fare as independent variables while the passengers’ satisfaction being dependent
variable. A survey was conducted where 107 e-hailing users in Kuala Lumpur responded to the
questionnaire. Based on linear regression analysis, it is found that all independent variables provided
positive significant association with factors that influence passengers’ satisfaction. Comfort is the most
significant factor in passengers’ satisfaction with Cronbach’s Alpha of 0.892. A study was conducted
by Kurniawati et al. (2021) to determine whether the independent variables, economics, social and
environmental factors of sharing economy, influence the customers’ satisfaction (dependent variable)
of Grab users in Kuala Lumpur. 200 users responded to the survey’s questionnaires. Based on the
correlation and regression analysis, there is positive and significant correlation between the independent
variables and the dependent variable in which the environmental factor is the most influential predictor
to customers’ satisfaction followed by economics factor and lastly the social factor.

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Chow et al. (2020) carried out a study that investigate online sentiments (riders’ opinions) on social
media (Twitter) towards e-hailing services in Malaysia and Indonesia. Service Quality (SERVQUAL)
model was used as foundation to examine service quality of e-hailing service providers. The dimensions
considered were: ‘Availability’, ‘Accessibility’, ‘Information’, ‘Comfort’, ‘Safety’, and ‘Price’. Data
(tweets) gathered were categorized as positive or negative sentiment, and to respective dimensions, by
referring to keywords. ‘Comfort’ and ‘Availability’ ranked first in Malaysia and Indonesia respectively,
as the riders perceived that e-hailing service is available anywhere and anytime when they need it. Study
by Teo et al. (2018) aims at determining factors influencing passengers’ ride intention of e-hailing
services. Data were collected through interviews with a manager of an e-hailing company while self-
administered survey on 200 respondents was conducted online via convenience sampling.

Data analysis was done using Smart PLS that generate findings on perceived price, safety, convenience,
accessibility and content marketing as significant factors in predicting passengers’ ride intention. With
this scenario, e-hailing industry is expected to grow exponentially. Nevertheless, passengers’ safety and
security checking of drivers must be given attention by e-hailing companies to ensure sustainability of
this industry. Daud et al. (2021) conducted a study on the influence of job preferences, competency and
resilience on e-hailing services sustainability. The survey questionnaires were distributed to e-hailing
drivers in major cities of Malaysia through e-hailing associations with 372 completed questionnaires
being analyzed. Based on the results, job preferences and competency are found as significant predictors
for e-hailing service sustainability, while job resilience is not significant. These findings help e-hailing
companies to better understand what drivers look for in their employment while providing insights for
individuals who intend to become e-hailing drivers in this promising e-hailing industry. Thus far, only
one study has been found to concern about awareness of e-hailing regulations among e-hailing drivers.
Salim et al. (2020b) have carried out a study concerning the background of e-hailing drivers in Malaysia
and their awareness of the regulations. Their study focused on Grab drivers. A survey was done using
questionnaires with 175 respondents. Based on analysis, majority of the drivers are male of 30 – 49
years old, have full time jobs, have SPM/STPM qualifications, with monthly income between RM2000
- RM5000. They become e-hailing drivers to earn extra income. Descriptive analysis revealed that, out
of the 175 respondents, only 12 e-hailing drivers (6.9%) were not aware about the e-hailing regulations.

E-Hailing Regulations in Malaysia

The main contents of the e-hailing regulations enforced under the Land Public Transport Act 2010
(LPTA) described in Lai (2018) include the following: i) License to operate; ii) License to drive; iii)
Inspection of vehicles; iv) Vehicle model; v) Display of distinguishing mark; and vi) Insurance. Further
requirements on e-hailing drivers are as the following: E-hailing Vehicle Permit (EVP), Public Service
Vehicle (PSV) licence, medical examination, e-hailing Insurance on top of existing private motor
insurance policy, PUSPAKOM Inspection (s-hailing vehicles above three (3) years old must complete
initial PUSPAKOM inspection and annually thereafter), and e-Hailing sticker. The summary of these
regulations is given in Table 2.

Table 2. E-Hailing Regulations

License and 1. Acquired a Public Service Vehicle (PSV) license
Registration a) Malaysian Citizen; b) Not less than 21 years old; c) Hold a competent driving
license; d) No Criminal record; and e) Not blacklisted under Police, RTD) and APAD
2. Obtained Drivers Electronic Cards (EKP) from APAD
Vehicles 1. A vehicle with 3 Star rating under ASEAN NCAP
2. Vehicle within 4 to 11 seat capacity
3. Mandatory inspection for vehicle aged three years and above
4. Age of the vehicle must not exceed ten years
5. To display e-hailing identification signage
Other 1. Passed the mandatory Health screening
Requirements 2. Attend and passed the compulsory six hours training module
3. Registered and contribute to PERKESO
4. Insurance Coverage for vehicles, passenger and third-party
Source: Jaiz and Marzuki (2020) Synthesized from Land Public Transport Agency (APAD) E-Hailing Guidelines (2019)

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Results and Discussion

Research Gaps and the Conceptual Framework

Based on the review of literatures, past studies concerning e-hailing services in Malaysia are mostly
focusing on aspects like ride intention, travel behaviour and customers’ preference and satisfaction
while studies that look into e-hailing drivers’ awareness and particularly on knowledge on Malaysia e-
hailing regulations are lacking. There have been no studies carried out concerning the relationship
between knowledge on certain aspects of e-hailing regulations and the awareness of e-hailing drivers
towards the newly imposed Malaysian e-hailing regulations. Thus, this study aims at investigating on
factors influencing the awareness of e-hailing drivers towards the e-hailing regulations. There are six
(6) independent variables (IVs) considered in our study, namely, general knowledge on e-hailing,
general knowledge on requirements on e-hailing operators, knowledge on requirements on e-hailing
drivers, knowledge on requirements on e-hailing vehicles, knowledge on technology and applications
of e-hailing, knowledge on customer services. These six variables are based on the main components
included in the e-hailing regulations. Meanwhile, the dependent variable (DV) in this study is the
awareness of the e-hailing drivers towards Malaysia’s e-hailing regulations. The conceptual framework
for our study is illustrated in Figure 1. Six hypotheses are constructed and tested, specifically to examine
the relationship between each of the IVs and the DV.

Figure 1: Conceptual Framework

Research Framework
This study uses primary data and quantitative method in which the data are gathered through a survey.
A set of questionnaires in dual languages (Malay and English) are distributed online by sharing the link
to google form questionnaire written via WhatsApp to 400 e-hailing drivers. The study is conducted in
three phases, which are: i) data collection and analysis; ii) statistical analysis; and iii) analysis of results
and findings. The study aims this study aims at investigating the influence of six IVs on the DV which
is the awareness of e-hailing drivers towards the newly imposed Malaysian e-hailing regulations.

Conclusion

Effective by 12 October 2019, all e-hailing drivers must adhere to e-hailing regulations laid out by the
Ministry of Transport, which includes obtaining a PSV license, to purchase an e-hailing insurance,
mandatory health screening, annual vehicle checks, and more. The aims of the regulations are to create
a legal framework and to ensure consistent standard and safety of the e-hailing services. Reported
noncompliances to these regulations among e-hailing drivers has triggered the intention to conduct our

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study focusing mainly on examining the influences of some identified factors on the level of awareness
of e-hailing drivers on e-hailing regulations. A review of relevant past studies concerning e-hailing
services is presented in this paper. The identified research gaps set the basis for the framework of our
study. Discussion on scenarios of e-hailing services particularly on the e-hailing drivers and e-hailing
regulations provides the public with further insights on Malaysia e-hailing services and regulations.

Acknowledgements
The authors would like to acknowledge the support provided by the Malaysia Institute of Transport
(MITRANS) of the Universiti Teknologi MARA (UiTM), Shah Alam, Selangor, Malaysia, Road
Transport Academy of Malaysia, Melaka, Malaysia and the Road Transport Department of Malaysia.

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PORT PERSONNEL CRITERIA ASSESSMENT FOR ASEAN MARKET

Muhamad Safuan Shamshol Bahri1,2*, S.Sarifah Radiah Shariff1,3, Nazry Yahya3 , Yosi Pahala4

1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
2
School of Logistics, The Ship Campus, Peninsula College Northern Sdn Bhd, Penang, Malaysia
3
Centre for Statistics and Decision Science Studies, Faculty of Computer & Mathematical Sciences,
Universiti Teknologi MARA, Shah Alam, Malaysia
3
JP Skills Centre, Johor Port Berhad, Malaysia
4
Institut Transportasi dan Logistik Trisakti, Jakarta, Indonesia

Corresponding author:msafuansham@gmail.com
*

Abstract
With the growth of the marine logistics industry globally with 90% of global trade in Malaysia done
through sea transport, the need for talent and manpower to support the industry, especially in port
operations is also growing. In addition, with the current situation of the COVID-19 pandemic, a
competent professional in port operations is desperately needed to rehabilitate the industry after the
disaster as well as ensure its future growth and sustainability. This capability development encompasses
many criteria that reflect staff competencies that may have increased over time and can be adapted to
the global market. Literature review and opinions from experts were obtained to determine the
performance criteria. Therefore, the opinions of experts from several countries in ASEAN have been
taken into account to determine these performance criteria using the multicriteria decision method,
Analytical Hierarchy Process (AHP). The hierarchical structure of the three-level criteria, with three (3)
criteria at the first level, six (6) sub-elements at the second level and 18 sub-elements at the third level
(with 3 for each sub-element for the second level) was adjusted in the study. The results showed that
among the three criteria, Work Attitude was the most important element while Knowledge Sharing was
agreed by both groups of experts to be among the priorities. The advantage of AHP is that it can get
expert consideration and ensure it is consistent.
.
Keywords: Port Personnel, Criteria Assessment, Analytical Hierarchy Process

Introduction

With over billions of tons of products transported by sea each year, maritime transportation is one of
the most important modes of transportation of goods. Maritime transport, which accounts for more than
four-fifths of global goods trade by volume, remains the backbone of global trade and the manufacturing
supply chain, reflecting changes in the global economy and commercial activity. At a time when the
world is concerned about the global economy and related issues, the marine logistics industry
internationally is experiencing challenges and looking for greater business opportunities.

In this regard, delays in transit time at the port can undermine enterprise performance, affecting the
organization’s competitiveness. Consequently, ports are now seriously exploring the potential of
effective supply chain management concept as an essential strategy for enterprise success in global and
e-markets to get products to market faster and at a minimal total cost.

Malaysia's position in the heart of South Asia, bordering Singapore, Thailand and Indonesia, makes it
an important landing location especially from the South China Sea and the Straits of Malacca. Geo-
economic advantages especially national resources, space, temporal, capital and market significantly
make Malaysian ports important in marine trade activities in this particular region (Jeevan, 2019; ). The
trade volume being transported within ASEAN ports also shows substantial increment throughout the

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years (Figure 1) with Indonesia received the most total volume of international cargo in year 2017 with
1,172,091 thousand ton. However, by the year 2019 Indonesia received the smallest amount of cargo
with approximately 364,576 thousand tons of total cargo only (Aseanstat, 2019). The trend shown in
Figure 1 does not include the volume for the 2020 as most countries are affected due to the pandemic
Covid 19.

Figure 1: Trend of International Sea Cargo within ASEAN region (2004-2019)

As the marine logistics industry is predicted to be relivening the economy alas the pandemic Covid 19,
the need for competent manpower also arises. The economic strength of the country can be achieved by
improving the capacities of the ports (MOU, 2020). This leads to the need to build a skilled workforce
to empower the youths, strengthen their stand in a technology-driven future and accelerate the growth
of the maritime sector (Nguyen, 2020). Additionally, this will open opportunities within Malaysia and
in the international coastal lines for the nation workforce. As marine logistics industry is never a one
man-show as it involves several key players mainly the customers and the suppliers. At the same time,
competitors and stakeholders are also playing their own roles in enlivening the industry. Hence, in this
study, the criteria for port personnel are assessed based on the feedback from experts from the
neighbouring countries of Malaysia such as Indonesia, Singapore and those within ASEAN.

Methodology

Table 1 shows the criteria proposed to be considered as key indicators for port operator performance
namely Job Performance, Work Ability and Work Attitude as adapted from Qu et al. (2015). Due to the
performance of these Port operators can be divided into their specific duties as well as other
responsibilities. The proposed criteria can be further specific to the initial three as described in detail in
Table 1 and based on the general needs as a professional in the logistics sector (Bahri et al, 2021).

Table 1: Criteria for measuring performance of port personnel

Goal indicator Main indicators Secondary Indicators Tertiary indicators
Job Performance 𝑉𝑉1 Productivity(𝑉𝑉11 ) Job experience 𝑉𝑉111
Workplace (𝑉𝑉112
Organization Rule (𝑉𝑉113 )
Personnel Leadership(𝑉𝑉121 )
Behaviour(𝑉𝑉12 ) Work Culture(𝑉𝑉122 )
Effective
Communication(𝑉𝑉123 )
Work Ability (𝑉𝑉2 ) Social Influence(𝑉𝑉21 ) Reputation(𝑉𝑉211 )
Success Rate(𝑉𝑉212 )

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To determine the most Referral Centre(𝑉𝑉213 )

important criteria for Port Core Competence(𝑉𝑉22 ) Keen Insight and
Personnel Flexibility (𝑉𝑉221 )
Logical Thinking(𝑉𝑉222 )
Innovation Ability(𝑉𝑉223 )
Work Attitude (𝑉𝑉3 ) Team Cooperation (𝑉𝑉31 ) Sharing
Knowledge(𝑉𝑉311 )
Cooperation Spirit(𝑉𝑉312 )
Team Diversity(𝑉𝑉313 )
Job Satisfaction(𝑉𝑉32 ) Sense of
Responsibility(𝑉𝑉321 )
Enthusiasm for
Work(𝑉𝑉322 )
Discipline(𝑉𝑉323 )

The priority of each criterion is assessed using the Analytical Hierarchy Process (AHP), a multicriteria
decision-making (MCDM) approach (Qu et al., 2015; Li et al., 2020). The highlight of the AHP method
is to transform qualitative measures by the experts into a quantitative form while ensuring consistency
of the judgement.
The calculation is as follows:
(1) Evaluate the relative importance of various factors qualitatively and transform into its
quantitative index.
(2) Structure the goal as described in Table 1. The experts will evaluate the relative importance based
on Saaty’s scale from 1-9 and construct the judgment matrix.

𝑉𝑉1 𝑉𝑉2 𝑉𝑉3 𝑉𝑉4

𝑉𝑉1 1 𝐵𝐵12 𝐵𝐵13 𝐵𝐵14
𝑉𝑉2 1/𝐵𝐵12 1 𝐵𝐵23 𝐵𝐵24
� �
𝑉𝑉3 1/𝐵𝐵13 1/𝐵𝐵23 1 𝐵𝐵34
𝑉𝑉4 1/𝐵𝐵14 1/𝐵𝐵24 1/𝐵𝐵34 1

(3) Determine the priority of each indicator.

𝑒𝑒11 𝑉𝑉1 𝑉𝑉2 𝑉𝑉3 Priority vector

𝑉𝑉1 1 𝑟𝑟12 𝑟𝑟13 𝑊𝑊1 = 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎(1, 𝑟𝑟12 , 𝑟𝑟13 )

𝑉𝑉2 𝑟𝑟21 1 𝑟𝑟23 𝑊𝑊2 = 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 (𝑟𝑟21 , 1, 𝑟𝑟23 )

𝑉𝑉3 𝑟𝑟31 𝑟𝑟32 1 𝑊𝑊3 = 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎 (𝑟𝑟31 , 𝑟𝑟32, 1)

(4) Assess consistency of the judgement using the Consistency Ratio (CR) formula:
i. Determine a weighted sum by summing the multiples of the entries by the priority
of its corresponding (column) alternative, for each row of the pairwise comparison
matrix,
ii. Divide its weighted sum by the priority of its corresponding (row) alternative.
iii. Calculate the average, 𝜆𝜆𝑚𝑚𝑚𝑚𝑚𝑚 , of the results of step ii.
iv. Calculate the consistency index, CI, of the k alternatives by: CI = (𝜆𝜆𝑚𝑚𝑚𝑚𝑚𝑚 − 𝑘𝑘)/(k
- 1).
v. Refer the random index table for the RI value
n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
RI 0.00 0.00 0.58 0.90 1.12 1.24 1.32 1.41 1.45 1.49 1.51 1.48 1.56 1.57 1.59
where k = no. of items compared
vi. Determine the consistency ratio (CR) where CR = CI/RI

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(5) Determine the global weightage or priority for all the indicators.
(6) Assess the sub-indicators accordingly.

Data setting
In this study, questionnaires were disclosed online to port practitioners. However, it did not receive
adequate feedback due to the relatively complex structure of the AHP instrument. Therefore, several re
-broadcasts were held with port practitioners to ensure that the feedback obtained was appropriate and
adequate. Modifications and improvements to the framework and questionnaires were made to ensure
that the questionnaires were easy to understand and answer. The objective of the questionnaire was to
determine the weights of performance appraisal index indicators are applicable to domestic port
practitioners as well as in neighboring countries. For this purpose, respondents or port practitioners
were asked to compare the importance of each sub-element based on the level of importance of Saaty.

Several marine logistics experts especially those, port practitioners in ASEAN countries are contacted
for their views. Due to nature on of the online questionnaires which not all questions are seen on one
page, a closed-ended questionnaire in Words is sent through emails instead. With some explanation on
the content of the questionnaire, their thoughts and views on evaluation indicators or criteria for
assessing port employee performance are obtained through emails. The expert sample method is used
because it focuses on obtaining responses from a group of competent decision-makers with experience
and competence in the port logistics industry.

Results and Discussion

Table 2 shows profile of five (5) experts from Indonesia, two (2) experts from Vietnam, one (1) expert
from Philippine and five (5) experts from Malaysia. Those experts are coming from various ports
organisations and positions. Based on the data obtained from the respondents, it can be seen that the
experience of working in the logistics industry does not determine their positions and departments of
responsibility. This may be due to the expertise required in a particular field being more decisive in the
appropriate departments and functions especially for these port practitioners.

The weight and consistency ratio (CR) of each criterion and sub-criteria are calculated and summarised
in Table 3. All consistency ratio for Malaysia data set is below than 0.1. Thus, this means that the
judgements from the experts are consistent. The highest CR is 0.095 which respect to Personal
Behaviour (𝑉𝑉12 ). While the lowest CR is 0.00 for Job Performance, Work Ability and Work Attitude,
indicating that the judgements are perfectly consistent. While for ASEAN data set, there are two (2)
sub-criteria that have consistency ratio above 0.1. The sub-criteria that scored more than 0.1 are sub-
criteria that respect to Social Influence 𝑉𝑉21 and Job Satisfaction 𝑉𝑉32 which are 0.130 and 0.123
respectively. This means that the judgements are inconsistency between the experts, as any consistency
ratio that is higher than 0.1 should not be accepted. However, in this study, the consistency ration values
are less than 0.15 meaning that those are still consistent within 15 percent.

Table 2: Profile of Experts from ASEAN and Malaysia

Working Experiences
Experts Department Position Country
(in years)
Assistant Vice
R1 Human Resource 20 Indonesia
President
Senior Vice
R2 Cabang Makassar 27 Indonesia
President
R3 Human Resource Vice President 18 Indonesia
Terminal Management
R4 Division Manager 15 Philippine
Office

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R5 Operations General Manager 22 Vietnam

R6 Universitas Korporat Head Division 22 Indonesia
R7 Marketing General Manager 29 Vietnam
Executive Vice
R8 Corporate Secretary 20 Indonesia
President
Thought Partners Group Managing
R1 30 Malaysia
Group Consulting Partner
Group Managing
R2 Johor Port 27 Malaysia
Container

R3 Kuantan Port Chief of Operation 24 Malaysia

Assistant Group
R4 Port Tanjung Pelepas 19 Malaysia
Managing

R5 Johor Port Berhad Senior Manager 14 Malaysia

Table 3: Summary of each criterion and sub-criteria for Malaysia and ASEAN
Criteria Malaysia ASEAN
Local Global Consistency Local Global Consistency
Weightage Weightage Index Weightage Weightage Index
𝑉𝑉1 0.298 0.080 0.420 0.038
𝑉𝑉2 0.120 0.140
𝑉𝑉3 0.560 0.440
𝑉𝑉11 0.804 0.240 0.000 0.500 0.210 0.000
𝑉𝑉12 0.196 0.058 0.500 0.210
𝑉𝑉21 0.538 0.076 0.000 0.380 0.053 0.000
𝑉𝑉22 0.462 0.066 0.620 0.087
𝑉𝑉31 0.829 0.464 0.000 0.710 0.312 0.000
𝑉𝑉32 0.171 0.096 0.290 0.128
𝑉𝑉111 0.228 0.055 0.073 0.380 0.080 0.001
𝑉𝑉112 0.288 0.069 0.300 0.063
𝑉𝑉113 0.484 0.116 0.320 0.067
𝑉𝑉121 0.508 0.030 0.095 0.550 0.116 0.001
𝑉𝑉122 0.100 0.006 0.070 0.015
𝑉𝑉123 0.392 0.023 0.380 0.080
𝑉𝑉211 0.305 0.023 0.075 0.340 0.018 0.130
𝑉𝑉212 0.379 0.029 0.340 0.018
𝑉𝑉213 0.316 0.024 0.320 0.017
𝑉𝑉221 0.159 0.010 0.018 0.170 0.015 0.017
𝑉𝑉222 0.175 0.011 0.400 0.035
𝑉𝑉223 0.665 0.044 0.430 0.037
𝑉𝑉311 0.316 0.147 0.015 0.470 0.147 0.095
𝑉𝑉312 0.429 0.199 0.300 0.094
𝑉𝑉313 0.254 0.118 0.230 0.072
𝑉𝑉321 0.392 0.038 0.019 0.330 0.042 0.123
𝑉𝑉322 0.245 0.023 0.400 0.051
𝑉𝑉323 0.363 0.035 0.270 0.034

Table 4 shows the ranking order of sub-criteria for Malaysia and ASEAN countries. The highest rank
for Malaysia is Cooperation Spirit (𝑉𝑉312 ) with 0.199 of global weightage followed by Sharing of
Knowledge (𝑉𝑉311 ) and Team Diversity (𝑉𝑉313 ) with global weightage of 0.147 and 0.118 respectively.

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The lowest rank of sub-criteria is Work Culture (𝑉𝑉122 ) with just 0.006 of global weightage. While for
ASEAN countries, the higher rank of sub-criteria is Sharing of Knowledge (𝑉𝑉311 ) with 0.147 of global
weightage followed by Leadership (𝑉𝑉121 ) and Cooperation Spirit (𝑉𝑉312 ) with global weightage of
0.116 and 0.094 respectively. The lowest ranking of sub-criteria is Keen Insight and Flexibility (𝑉𝑉221 )
which only scored 0.0015 of global weightage. The results from Malaysia and ASEAN countries may
be different due to high consistency of ASEAN experts in answering the questionnaire.

Table 4: Ranking Order of Sub-Criteria for Malaysia and ASEAN

Malaysia ASEAN

Sub-Criteria Global Weight Rank Global Weight Rank

Job Experience 𝑉𝑉111 0.055 6 0.080 5
Workplace and Environmental Condition 0.069 5 0.063 8
(𝑉𝑉112
Comprehensive Organization Rule (𝑉𝑉113 ) 0.116 4 0.067 7
Leadership (𝑉𝑉121 ) 0.030 10 0.116 2
Work Culture (𝑉𝑉122 ) 0.006 18 0.015 17
Effective Communication (𝑉𝑉123 ) 0.023 13 0.080 4
Reputation in The Industry (𝑉𝑉211 ) 0.023 14 0.018 15
Success Rate (𝑉𝑉212 ) 0.029 11 0.018 14
Acts as Referral Centre (𝑉𝑉213 ) 0.024 12 0.017 16
Keen Insight and Flexibility (𝑉𝑉221 ) 0.010 17 0.015 18
Logical Thinking Ability (𝑉𝑉222 ) 0.011 16 0.035 12
Innovation Ability (𝑉𝑉223 ) 0.044 7 0.037 11
Sharing of Knowledge (𝑉𝑉311 ) 0.147 2 0.147 1
Cooperation Spirit (𝑉𝑉312 ) 0.199 1 0.094 3
Team Diversity (𝑉𝑉313 ) 0.118 3 0.072 6
Sense of Responsibility (𝑉𝑉321 ) 0.038 8 0.042 10
Enthusiasm for Work (𝑉𝑉322 ) 0.023 15 0.051 9
Discipline (𝑉𝑉323 ) 0.035 9 0.034 13

Conclusion

As the marine logistics industry has become an important component of commercial relations, the need
for talent and a performing workforce to support the industry is important and critical for the country.
This study proposes criteria for measuring performance for port practitioners in the eyes of port logistics
experts in ASEAN countries. The MCDM, AHP method is used to measure the importance of the
proposed criteria and rank based on their opinions. This method was chosen based on its ability to use
subjective judgment while ensuring that judgment is consistent. The results showed that the opinions
of experts from ASEAN countries also agreed with the opinions of experts from Malaysia considering
many criteria simultaneously as well as considering subjective considerations by participating experts
from neighboring countries, Indonesia, Vietnam, the Philippines and Malaysia. The results of the
analysis show that among the key elements, Work Attitude is the most considered criterion when
evaluating the performance of staff in port logistics at 0.560 and 0.440 respectively for Malaysia and
ASEAN. Further analysis of the results for the country on the importance of the sub -elements shows
that Knowledge Sharing is important to Malaysia as well as ASEAN. Further studies that involved more
experts from different port organizations across ASEAN countries should be done in order to identify

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the expectations from them. This can broaden the opportunity to port practitioners to work within the
ASEAN port at least.
At the same time, as AHP is a widely used criterion rating method used in many studies, more advanced
AHP can be adopted to the study on port personnel for more accurate results. For example, an adoption
of fuzzy elements as well as the scoring approach used in this study. The results from this AHP can also
be compared with other MCDM approaches such as Goal Programming (GP), techniques for order
priority according to equation with ideal solution (TOPSIS) and multi -objective optimization based on
ratio analysis (MOORA).

Acknowledgements
The authors would like to acknowledge Malaysia Institute of Transport (MITRANS) UiTM Shah Alam
for the opportunity of joining this conference.

References

Aseanstat.org. (2020). International sea cargo throughput in ASEAN countries (in Thousand ton),
Available at https://data.aseanstats.org/indicator/ASE.TRP.WTR.C.215
Bahri, M. S. S., Shariff, S. S. R., Zolkefley, N. S. I., & Yahya, N. (2021). A tri-level AHP approach for port
logistics personnel performance evaluation. In 11th Annual International Conference on Industrial
Engineering and Operations Management, IEOM 2021 (pp. 2209-2220).
Jeevan, J., Othman, M. R., Hasan, Z. R. A., Pham, T. Q. M., & Park, G. K. (2019). Exploring the development
of Malaysian seaports as a hub for tourism activities. Maritime Business Review.
Li, X., Zhao, X., & Bai, D. (2020). Marine transport efficiency evaluation of cross-border logistics based on
AHP-TOPSIS method. Journal of Coastal Research, 110(SI), 95-99.
MOU of Ministry of Ports, Shipping and Waterways, India (2020). Available at:
https://www.pib.gov.in/PressReleaseIframePage.aspx?PRID=16472
Nguyen, H. P. (2020). Human resource management of logistics in Vietnam: Status and policy solutions. Human
Resource Management, 11(3), 569-583.
Qu, Q., Chen, K. Y., Wei, Y. M., Liu, Y., Tsai, S. B., & Dong, W. (2015). Using hybrid model to evaluate
performance of innovation and technology professionals in marine logistics industry. Mathematical
Problems in Engineering, Volume 2015, 1-8.
Saaty, T. L. (1990). An exposition of the AHP in reply to the paper “remarks on the analytic hierarchy
process”. Management science, 36(3), 259-268.

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ROAD SAFETY STUDY ON STOPPING BEHAVIOUR OF P-HAILING RIDERS AT

SIGNALISED INTERSECTION

Nik Muhammad Faris Bin Azhari 1, Siti Zaharah Ishak1,2*, Fatin Najwa Mohd Nusa1,2, Siti Aimi
Sarah Zainal Abidin 2,3, Tey Li Sian 4
1
School of Civil Engineering, College of Engineering, Universiti Teknologi MARA
2
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA
3
Faculty of Applied Sciences, Universiti Teknologi MARA
40450 Shah Alam, Selangor, Malaysia
4
School of Civil Engineering, Universiti Teknologi MARA Pulau Pinang Branch
13500 Permatang Pauh, Pulau Pinang, Malaysia
*
Corresponding author: sitiza406@uitm.edu.my

Abstract
Couriers and food delivery services are one of the latest demands, especially in an urban area in
Malaysia. In this modern era of technology, everything can be accessed by using smartphones. The
demand for goods and foods are rapidly increased since the Restriction of Movement Control Order
(MCO) takes place due to Pandemic Covid-19 in Malaysia. The mode of delivery is very much
monopolized by motorcycle mode delivery on which in Malaysia the term P-Hailing is referred. Many
P-Hailing riders take up the delivery services at any time when they received the orders. Some of the
riders are competing among themselves taking orders in delivering the services within the stipulated
time and rushing for the next order to gain more benefits offered by delivery platforms that may give
some influence towards road safety cases. This paper highlighted the risk-taking by the P-Hailing riders
at signalized intersections. Their behaviour while stopping at signalized intersection with the rate of
compliance to signal timing was monitored. The traffic observation was collected at three (3) selected
signalized intersections in the Shah Alam during rush hours. The number of P-Hailing riders and other
motorcycles was observed in considering a few parameters such as their positioning, stopping behavior
at the stop line, and compliance with the traffic light phase.

Keywords: P-Hailing riders, Motorcycle, Road Safety, Signalized Intersection

Introduction

The rise of e-commerce in recent years has brought about unexpected changes, particularly in the
delivery services industry. Online food delivery is a service that allows the customers to order food
from their preferred restaurant via the internet. All of these orders are processed and delivered within a
certain time. Malaysia’s food delivery system has only recently begun to function actively. This is
demonstrated by the existence of FoodPanda, GrabFood, DeliveryEat, and other similar services. The
online purchase market in the country was estimated to be worth around RM1.8 billion in 2013, and it
is expected to grow to RM5 billion by 2015 (Yeo et al., 2017).

The most recent coronavirus outbreak, known as COVID-19, became the most recent December 2019
pandemic that ravaged the entire world. To break the chain of the COVID-19 pandemic, the Malaysian
government decided to implement the Movement Control Order (MCO) on March 18, 2020. The
delivery service industry has benefited from the COVID-19 pandemic. Because movement restrictions
keep people confined to their homes, everything from food and groceries can be delivered via online
services. P-hailing refers to services that use motorcycles to deliver food, drinks, and packages.

Referring to an infographic published by the Malaysian Institute of Road Safety Research (MIROS) on
p-hailing in Malaysia, 17 of the total instances recorded last year resulted in fatalities and within nine
months of the same year, a total of 2,576 deaths involving motorcycle riders were reported. The MIROS

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research has also shown that such riders had a significant percentage of traffic rule violations. According
to the MIROS, 70% of p-hailing riders were traveling dangerously, particularly during peak hours. The
survey stated that about 57% of riders were found to have stopped at yellow boxes or pedestrian
crossings, while 15% of riders were found to have run a red light.

Methodology

The research methodology flowchart was shown in Figure 1:

ROAD SAFETY STUDY ON

STOPPING BEHAVIOUR OF P-
HAILING RIDERS AT SIGNALISED
INTERSECTION

Primary Data Secondary Data

Observe the The data collected

behaviour & from the related
compliance of riders article and website
to the traffic light such as MIROS
rules

Figure 1. Research Methodology Flowchart.

Data Sources
For analysis methods, there are two types of data sources. Primary data and secondary data are two
types of data. Primary data and secondary data are defined as:
Primary data
For the primary data, the information is collected by doing the site observation regarding the proposed
location of the study. The researchers need to observe on their own to observe the situation that
happened and contributed to the problems. For example, the researchers need to observe the behavior
that showed by the delivery riders. The observation must be conducted by considering the behavior of
the riders that is related to traffic light compliance by riders at the signalized intersection. From this
observation, the data provided and being analyzed in terms of statistical data.
Secondary data
The sources such as articles, journals, newspapers, and books are the platform to collect the data.
Regarding the topic, the study is more focused on road safety situations shown by riders' behavior
during the pandemic COVID-19. It is because the demand for delivery services increase during the
pandemic COVID-19 which leads to the factor of increasing the number of courier and food delivery
services. Then, the study of the impact of COVID-19 due to riders' behavior at the signalized
intersection is also considered as the important thing that must be provided in the literature review
section. The secondary data is the first step from the study to collect the data because it is easier to get
the general information compared to primary data that consume more time before the result can be
obtained.

Data Collection
The data can be collected by doing some site observation at the location chosen. During the observation
process, the data that is considered is based on the real situation that happened, the event has occurred,
and the behavior shown by the subject such as the human attitude and their habit regarding the
surroundings at that place.

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The data can be collected from the site observation process. For this topic, the investigation aims to
observe the number of p-hailing riders and common riders, and their behaviors on the road at the
signalized intersection. Firstly, there is three signalized intersection that located nearby the Shah Alam
is selected for the observation process. The locations that chose are signalized intersection in front of
UiTM Shah Alam, in front of Hospital Shah Alam, and front of Concorde Hotel. The main focused of
the observation-only due to motorcycles as we know most of the delivery riders are riding the
motorcycles for delivery services. The observation is conducted during the weekdays which are on
Monday, Wednesday, and Thursday and it is done during the peak hours such as in the afternoon from
1.00 pm until 2.00 pm. From the observation, the objective of the study is to investigate the positioning
of the riders when stopped, the stopping behavior at the stopline, and the compliance of the riders with
traffic light rules.

Data Analysis Method

For this study, Microsoft Excel was used to analyze the data in terms of graphs. Then, the Statistical
Package for the Social Sciences (SPSS) is a software used by various kinds of researchers to analyze
complex statistical data. The data was further analyzed by using Statistical Package for the Social
Sciences (SPSS) method. The comparison between the numbers of motorcycles in terms of the
frequency by these two types of riders was provided by this analysis. To obtain data sources from online
platforms effectively, the usage of EzAccess (UiTM Library) and Google Scholar is very useful where
it is easy to find the published sources such as articles and journals.

Results and Discussion

The observation was conducted due to the behavior of the P-hailing riders and the common riders at the
signalized intersection.
The result obtained from observation has been divided into three (3) sections which are:

The positioning of the riders

The positioning of P-hailing riders from direction A, B, and C

12
10
Number of motorcycles

10
8 8
8 7 7 77
6 6 6
6 55 55 5 5 Left
4 44 4 Middle
4 3 3 3 3 3 Right
22 2
2 1 1

0
5 10 15 20 25 30 35 40 45 50
Time (min)

Figure 2. The positioning of P-hailing riders.

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The positioning of common riders from direction A, B, and C

20 18 18

Number of motorcycles
14 14 13 13
15
10 11 10 10 11 10 11
10 8 879 8 87 7 8 7 Left
6 6 6 6 6 6
4 Middle
5
Right
0
5 10 15 20 25 30 35 40 45 50
Time (min)

Figure 3. The positioning of common riders.

Based on Figures 2 and 3, the highest number of P-hailing riders and common riders were 10 and 18
respectively. As the result, the number of common riders was higher than the number of P-hailing riders
at the signalized intersection. From these bar charts, the total number of motorcycles from all positions
for P-hailing riders was 141 motorcycles and for common riders were 280 motorcycles. In terms of
percentage, the common riders were 66.5% and the P-hailing riders were 33.5%. The number of
motorcycles for common riders is about twice compared with the number of motorcycles for P-hailing
riders during the peak hour.

The stopping behaviour of the riders at the stopline

The stopping behaviour of P-hailing riders at the stopline from

direction A, B, and C
10
8
Number of motorcycles

8
6
6 5 55 5 5
4 4 4 4 4 4 4 Before
4 3 3 3 3 33 3
2 2 2 2 2 2 After (< 0.5m)
2 1 1 1
After (> 0.5m)
0
5 10 15 20 25 30 35 40 45 50
Time (min)

Figure 4. The stopping behaviour of P-hailing riders at the stopline

The stopping behaviour of common riders at the stopline from

direction A, B, and C
15 13
12
Number of motorcycles

11
10 9 9
8
77 7 7 7
6 6 Before
5 5
5 4 4 44 4
3 3 3 3 3 After (< 0.5m)
2 2
1 1 1
After (> 0.5m)
0
5 10 15 20 25 30 35 40 45 50
Time (min)

Figure 5. The stopping behaviour of common riders at the stopline

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From Figures 4 and 5, there was some comparison between the P-hailing riders and common riders by
the trend of stopping behavior at the stopline. The number of stopping behavior by common riders was
higher compare to delivery riders. The number of common riders observed at the signalized intersection
was 13 motorcycles while the P-haling riders were eight motorcycles. The total number of P-hailing
riders and common riders that showed in these bar graphs were 103 and 161 respectively. In terms of
percentage, the common riders were 61% and the P-hailing riders were 39%. From the data that was
analyzed, the result showed that most of the riders whether the P-hailing or common riders were
following the rules of road safety when reached the signalized intersection because the highest number
of motorcycles was stopping before the stopline.

The compliance of the riders with traffic light rules

Figure 6. The compliance of the P-hailing riders with the traffic light

Figure 7. The compliance of the common riders with the traffic light

From Figures 6 and 7 above, the total number of P-hailing riders and common riders was 141 and 280
motorcycles respectively. In terms of percentage, about 33.5% represented the P-hailing riders and
66.5% for common riders. This result showed that the number of common riders was higher than P-
hailing riders. The highest number that followed the traffic light was 17 motorcycles for P-hailing and
35 motorcycles for common riders. Regarding these bar charts, most of these riders had good behavior
because most of them were following the traffic light rules and compliance with the rules of road safety.

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The comparison between P-hailing riders and common riders using the SPSS method

Table 1. The descriptive analysis of the positioning of the riders

Frequency Percent (%) Valid Percent Cummulative
(n) (%) Percent (%)
P-hailing (left) 45 10.7 10.7 10.7
Common (left) 105 24.9 24.9 35.6
P-hailing (middle) 41 9.7 9.7 45.4
Common (middle) 63 15.0 15.0 60.3
P-hailing (right) 55 13.1 13.1 73.4
Common (right) 112 26.6 26.6 100.0
Total 421 100.0 100.0

Table 1 shows the result of descriptive analysis by using the SPSS method. From the result, the
frequency of P-hailing riders and common riders at the left, middle, and right positions was provided.
The percentage of common riders was higher compare to P-hailing riders at the left position. Then, for
the middle position, the frequency for common riders was 63, it was higher compare to P-hailing riders
that the frequency was 41. Next, the last position was at the right. The percentage for common riders
was 26.6% and for P-hailing riders was 13.1%. From these three positions, the number of common
riders was higher compare to P-hailing riders.

Table 2. The descriptive analysis of the stopping behavior by riders at the stopline
Frequency Percent (%) Valid Percent Cummulative
(n) (%) Percent (%)
P-hailing (before) 35 13.3 13.3 13.3
Common (before) 81 30.7 30.7 44.0
P-hailing (after <0.5) 35 13.3 13.3 57.3
Common (after <0.5) 51 19.3 19.3 76.6
P-hailing (after >0.5) 33 12.5 12.5 89.1
Common (after >0.5) 29 10.9 20.9 100.0
Total 264 100.0 100.0

From Table 2 above, the stopping behavior for the riders was before, after (less than 0.5m), and after
(more than 0.5m) at the stopline. From this descriptive analysis, the percentage for common riders was
higher than P-hailing riders that stopped before the stopline. Then, the percentage for common riders
was also higher compare to P-hailing riders that stopped after (less than 0.5m), but the percentage for
P-hailing riders was higher than common riders when stopping after (more than 0.5m) at the stopline.

Table 3. The descriptive analysis of the compliance by the riders with traffic light
Frequency Percent (%) Valid Percent Cummulative
(n) (%) Percent (%)
P-hailing (green) 109 25.9 25.9 25.9
Common (green) 243 57.7 57.7 83.6
P-hailing (red to green) 27 6.4 6.4 90.0
Common (red to green) 33 7.8 7.8 97.8
P-hailing (red) 5 1.2 1.2 99
Common (red) 4 1.0 1.0 100.0
Total 421 100.0 100.0

For table 3, the descriptive analysis data for the compliance of the riders with traffic lights were obtained
by using the SPSS method. From this table, the highest percentage for both riders was during the green
light. The percentage for common riders and P-hailing riders was 57% and 25.9% respectively.
Meanwhile, for common riders that move within red to green were 7.8% and for P-hailing riders were
6.4%. Lastly, the percentage for both common riders and P-hailing riders that broke the red light was
1.2% and 1.0%. As the result, the riders were following the traffic light rules.

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Conclusion

The objective and aim of this study were accomplished. All the behaviors of the delivery riders and
common riders had been listed in these studies. The parameter that considered during the study was the
positioning of the riders, the stopping behavior of the riders at the stopline, and the compliance of the
riders with the traffic light rules. This consideration was important to determine the behaviors of the
riders due to road safety. Besides, the crucial part of these studies was to observe the number of P-
hailing riders and common riders at the site locations. Despite that, the disadvantages of these activities
are increasing the number of road accidents among the delivery riders because most of them are
breaking the rules of road safety. The literature review from the previous chapter had been used to get
information about the delivery services during the pandemic COVID-19. So, the last part of this study
was to determine the proposed methods that be used in data analysis. These studies could be used to get
an overview of the number of riders to make sure the number of road accidents can be reduced
successfully.

Acknowledgement
We would like to express our gratitude and appreciation to the Malaysia Institute of Transport
(MITRANS), UiTM under Vanguard grant in supporting this paper submission. Special thanks to the
School of Civil Engineering, College of Engineering, UiTM for assisting students in completing their
Final Year Project (FYP).

References

Cai, R., & Leung, X. Y. (2020). Mindset matters in purchasing online food deliveries during the pandemic: The
application of construal level and regulatory focus theories. International Journal of Hospitality
Management, 91(August), 102677.
Farooq, D., & Moslem, S. (2020). Evaluation and ranking of driver behavior factors related to road safety by
applying analytic network process. Periodica Polytechnica Transportation Engineering, 48(2), 189–195.
https://doi.org/10.3311/PPtr.13037
Hobbs, J. E. (2020). Food supply chains during the COVID-19 pandemic. Canadian Journal of Agricultural
Economics, 68(2), 171–176. https://doi.org/10.1111/cjag.12237
Ismail, M. H., Ghazi, T. I. M., Hamzah, M. H., Manaf, L. A., Tahir, R. M., Nasir, A. M., & Omar, A. E. (2020).
Impact of movement control order (Mco) due to coronavirus disease (covid-19) on food waste generation:
A case study in Klang Valley, Malaysia. Sustainability (Switzerland), 12(21), 1–17.
https://doi.org/10.3390/su12218848
Katrakazas, C., Michelaraki, E., Sekadakis, M., & Yannis, G. (2020). A descriptive analysis of the effect of the
COVID-19 pandemic on driving behavior and road safety. Transportation Research Interdisciplinary
Perspectives, 7, 100186.
Vingilis, E., Beirness, D., Boase, P., Byrne, P., Johnson, J., Jonah, B., Mann, R. E., Rapoport, M. J., Seeley, J.,
Wickens, C. M., & Wiesenthal, D. L. (2020). Coronavirus disease 2019: What could be the effects on Road
safety? Accident Analysis and Prevention, 144(June), 105687. https://doi.org/10.1016/j.aap.2020.105687
Wang, Z., Jiang, G., Neitzel, R., Zheng, W., Wang, D., & Xue, X. (2020). Road safety situation of courier and
take-out food delivery electric bike riders: a cross-sectional study in one municipality in China. 1–13.
https://doi.org/10.21203/rs.3.rs-31421/v1
Zhao, Y., & Bacao, F. (2020). What factors determining customers' continued use of food delivery apps during
the 2019 novel coronavirus pandemic period? International Journal of Hospitality Management,
91(August), 102683. https://doi.org/10.1016/j.ijhm.2020.102683

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CHALLENGES FOR THE USE OF ELECTRIC VEHICLE IN-AIRPORT

OPERATION

Mustika Sari12*,Wan Mazlina Wan Mohamed1,Siti Ayu Jalil1

1
Malaysia Institute of Transport ,Universiti Teknologi MARA
40450 Shah Alam, Selangor, Malaysia
2
Trisakti Institute of Transportation and Logistics, Jakarta, Indonesia

*Corresponding author : Mustika0017@gmail.com

Abstract
This paper aims to compare Indonesian government regulation with the regulation of other countries in
the world on the use of electric vehicles for ground support activities in the aviation industry. As ground
handling companies have to invest billions of rupiah, it is important to explore and understand the best
practice of electrical vehicle usage among other ground handlers all over the world. This study adopted
the qualitative and quantitave methods by interviewing the airport stakeholders, specifically the ground
handlers, airlines, and airports experts. Based on the majority opinions of interview respondents, it was
proposed that the usage of the electric vehicles in airports helps in reduction of carbon dioxide emission,
and makes testing grounds available for mass production in Indonesia. Therefore, because stakeholders
support the use of these vehicles, the government must implement their use through the appropriate
ministries related to air and ground transportation.

Keywords: ground operation, electric vehicle, emission, airport

Introduction

An airport is a place where goods and people are exchanged and transported between domestic areas
and abroad. The increase in air passenger traffic has resulted in a corresponding rise in the frequency
of surface transportation to airports. This necessitates a demand for drastic and efficient solutions to the
problems of airport surface transportation(Gokasar & Gunay, 2017). Airline industry users undergo
unpleasant ordeals due to factors such as mechanical delays, air traffic control, service disruptions, and
weather. About 200 billion people traveled worldwide in the year 2010, and they did not expect to go
through such problems.

Airport companies or operators provide necessary facilities and services for the attainment of
afavourable reputation within the aviation sector/ industry. These include terminals, ground handling,
passenger luggage safety, and cargo movement between terminals. They also manage airport offices,
facilitate ground transport to and from the airport, parking spaces, surface access, and other necessary
factors that go beyond airport terminals(Graham, 2009).

Commercial airports must follow international technical standards and operational procedures to ensure
the safety of aircraft both within and outside of national borders. Airports have (a) airside facilities such
as runways, taxiways, aprons, aircraft maintenance areas, and traffic equipment, and (b) landside
facilities such as passenger buildings, cargo terminals, and other supporting facilities (Banhart & Odoni,
2003).

Ground handling operations encompass a wide range of services that aid in the support of airline /
aircraft operations. These services consist of technical operations (including freight handling,
maintenance, oil and fuel checks) and other necessary passenger services (check-in, arrivals, surface
transport, luggage control and security; comfort. With liberalization of air transportation, ground
handling improved security, timely performance, prevention of lagging while reducing average costs.

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Between airlines and ground handlers, there is a two-party service level agreement to enable both parties
perform seamlessly.
Ground handling is an operation that facilitates aircraft arrival with specialized gear for measurement
of accuracy, safety, security, and cost-effectiveness. The process requires operational collaboration with
other parties involved in aircraft landing. The mobility of ground handling gear requires diesel fuel
(ground handling gear is referred to as Ground Support Equipment, or GSE). However, efforts to be
made by GSE operators include implementation of electricity-powered automobiles and/or vehicles in
place of fossil fuels (Aerospace, 2012).

Catering, interior cleaning, fueling, maintenance, passenger handling, baggage handling, and other
services are handled by ground handling companies. As a result, improving ground handling operations
is a productive way to achieve a high on-time performance rate (Nugroho, I. A., Riastuti, U. H., &
Iridiastadi, 2012).

Ground Handling also function in complemening the efforts of airline to realize safety and timely
performance while satisfying airline customer. Their duties include servicing planes before and after
flights, as well as directing planes and passengers. Ground personnel handle passenger luggage, cargo
items, postal items, and ramp handling. Passenger and Baggage Handling, Mail and Cargo Handling,
Airplane Loading and Control, Air Side Management and Safety, Aircraft Movement Control, Standard
Ground Handling Agreement, Airport Handling are the nine standard services covered by ground
handling. The airside ground operation contributes significantly to emissions. Taxiing is one of the
operations that has the greatest impact on emissions during departure (Bubalo et al., 2017).

Land use in airports, noise problems, gaseous emissions, and energy consumption constitute a part of
the compelling problems in the environment associated with their operation. Therefore, airport
authorities need to combat these arising problems by inventing stable approaches for maximisation
of airport size with possibilities for improvement in the near future while minimizing adverse effects
resulting from such development (Sameh & Scavuzzi, 2016).

Ground support equipment activities produce exhaust emissions generated by vehicles when the vehicle
engine is started. The load factors are defined as the values of the average energy demand ratio on the
equipment that is required to reach the machine's maximum (peak) load (Airport Cooporative Research
Program, 2012).

The use of eco fuels by air transport companies is one of the Indonesian government's efforts to reduce
air pollution. Government regulations must regulate the provision and use of eco fuels to support
renewable energy, as required by Government Regulation No. 26 of 2008. Enforcement is also aimed
at assisting air transport for aircraft on the ground, also known as ground handling (Peraturan
Pemerintah Republik Indonesia Nomor 26 Tahun 2008, 2008).

Reduced carbon emissions from air transportation and airport operations have been included in
Indonesia's Action Plans through the implementation of renewable energy for airport facilities and the
ongoing implementation of eco-airport programs. As a result, in 2017, DGCA Indonesia issued a DG
Decree establishing an emissions reduction program for airport operations. The inclusion of the degree
requires Indonesian airports to report their carbon emissions, including both emissions production and
reduction, to the Director-General on a regular basis. The decree is intended to assess the effectiveness
of the eco-airport program's implementation and to track the progress of emissions reductions
(Indonesia Team, 2018).

The policy to provide green transportation in Indonesia is known as the three main pillars to support the
soft sustainable development system; the first is strengthening organizations (roles, functions and
responsibilities). The second priority is to improve the legal and regulatory framework, procedures,
guidelines, and management tools. The third component is human resource capacity building, which
includes green flights, green transitional spaces, and green airports (Wright & Rahmanulloh, 2015).

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Despite the existence of several policies, the ground handling company lacks clear regulations regarding
the use of eco-green fuel. Some ground support equipment can be the most polluting. Noise pollution
is caused by GSE aircraft and vehicles. The indicators generated by the environmental capacity can be
used as an instrument as part of the eco airport performance check during the evaluation, establishment,
and development of a relevant policy for airport noise control (Kusnoputranto & Kristanto, 2014).

The ministry of transportation has subjected the Decree of Minister of Transportation Number 91 of
2016 concerning age limits for ground support equipment (GSE) and operational vehicles operating on
the airside as the next challenge. The operation shortens the duration of GSE, and if it is implemented,
another challenge arises because ground handling companies will be required to spend billions of rupiah
on equipment rejuvenation(Sucipto, 2017).

The main advantage of electric GSE in airports lies in the complete absence of emissions whatsoever.
For non-electric GSE, the quantity of engine emissions for hazardous and medium air pollutants, and
greenhouse gases (GHGs) depends mainly on engine size, type of fuel (e.g., petrol gas), time required
for use, and cargo factor. The ground operations on the airside also produce significant emissions. Each
equipment has a level of dioxide emission, depending on engine size and operative capacity (Airport
Cooporative Research Program, 2012).

Despite the existence of several policies, the ground handling company lacks clear regulations regarding
the use of environmentally friendly fuel. Some ground support equipment is particularly polluting. GSE
aircraft and vehicles contribute to noise pollution. In the evaluation, establishment, and development of
a relevant policy for airport noise control, the indicators generated by environmental capacity can be
used as an instrument as part of the eco airport performance check.

Countries ahead of the curve, such as European countries and Singapore, have already implemented or
have a policy in place to reduce pollution, particularly at airports. However, Indonesia still lacks an
airport pollution reduction policy.

Methods

This research applied the qualitative and quantitative methods. The qualitative methods were applied
by comparing the regulations on airport emission activities in Indonesia with those in another country
which already has implemented the electric ground support equipment (e-GSE) and by interviewing the
informants from airlines, airport authority, and ground handling. Selection of the informants was based
on their expertise in their field. The interviews comes out with the ideas of the description on reducing
emission in ground handling activities. The quantitative data were from the result of the questionnaire
with the population of thirty people. The population in this research was determined by using non-
probability sampling with purposive sampling technique and involving an expert as a respondent.

Results and Discussion

The Directorate General of Civil Aviation, Ministry of Transportation, has enacted several policies
and implementation actions in line with the commitment of the President of the Republic of
Indonesia to participate in, fulfill, and contribute to International initiatives of mitigation on
climate change globally and reduction of greenhouse emissions by 26%, up to the year 2020
(statistics were based on emissions in 2005). These measures were considered according to the
ICAO global policy and guidelines (ICAO, 2013). Provision in the Presidential Regulation of the
Republic of Indonesia No. 61 Year 2011 to ensure a drop in greenhouse gas emissions in 2020 has not
been achieved due to an economic decline from 7% to 3.5% (drop by 2.5%) (Ministry Of Finance, 2015).

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After issuing the Presidential Regulation No. 55 of 2019, the Indonesian government is currently
completing 15 policies as a technical legal protection in implementing the development of electric motor
vehicles.

By 2020, the objective is to reduce the use of fossil fuels as well as harmful car emissions by 50% per
kilometer and to reduce unburnt hydrocarbons, NOx, and noise pollution and CO emissions
significantly, in accordance with the provisions of ICAO standards. Pollutants such as NOx have more
than doubled between 1990 and 2014, and are expected to rise by an additional 43% between 2014 and
2035. CO2 emissions increased by about 80% between 1990 and 2014 and are predicted to grow by an
extra 45% between 2014 and 2035. As a result of the enforcement and implementation of the
Environmental Management Legislation in the European Union, many airports become
environmentally compliant (European Commission, 2014).

China looks to develop an eco-city and a low-carbon city while planning to reach their urban
development goals in about 259 cities. These goals include improvement of traffic facilities for safe and
efficient movement of urban traffic and construction of reasonable road networks.The changing lifestyle
in transportation and the growth of environment awareness open the market of electric vehicles in
Indonesia (Azis, et.al., 2018). Electric vehicle is part of eco-city and can be applied to all type of
transportation.

Emissions arising from automobiles are presently the major cause of urban pollution, along side soot.
In the world’s biggest cities, emissions of CO, NOx, and HC pollutants from automobile were estimated
at 88%, 51%, and 49%. The accreditation programme was established by the Airport Council
International to encourage airports to scale back carbon emissions. The replacement of highly polluting
diesel tractors with 80 electric ones – which can be recharged at 26 charging points across the airport –
was introduced last year with the opening of Terminal 4(Tan et al., 2009).

The implementation of this policy was unsuccessful due to the failure of Changi Airport to
realize resource consumption while reducing waste generation and carbon emissions. The 2050 target
is to reduce net CO2 emissions by around 50% starting from 2005 (This programme is known as Energy
Efficient Design) (Lu, 2011). Malaysia is committed to this programme, as its government plans to
reduce emissions by 40% by the year 2020.Those air pollutants that consist of CO and NOx can increase
the cause of Vascular dimensia (Li, et.al, 2019) and increase risk of respiratory simptomp and lung
function (Suhaimi, 2020). Air pollution also bring a huge impact on the economy, especially because
of the health deteriorations it causes in Asia (Jaafar, et.al., 2018).

Table 1: Global Matrices From 2014 - 2035

Greenhouse Reduced Reduce Environmen
Renew Flights Energy
Gas NOx and Energy tal
able Increased Managemen
Country Emissions CO2 Consum Managemen
Electric by 80% t System
from 2020 Emission ption by t System
Energy from 2014 (ISO 50001)
until 2035 s 2020 (ISO 14001)
Indonesia - √ √ √ √ - -
Europe √ √ √ √ √ √ √
China - - √ √ - - -
Singapore √ √ √ √ √ - -
Malaysia - √ √ √ √ - √

Table 1 describes that Indonesia has proven to face significant drawbacks in nature conservation and
energy management systems, which, in some European countries, have been successfully implemented
(ISO 14001). In Asian countries, the same difficulties are encountered in the implementation of ISO
50001. The ISO comprises of international standards for airport organizations to adhere to for the
protection of the environment. Company can do risk assessment by using Plan Do Check Act to minimize
energy consumption (Usman, 2020). Indonesia plans to reach their target for reducing greenhouse gas
emissions by the year 2035; although the country faces an economic backdrop because of the effects of

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climate change. Also, Indonesia lacks the facilities for conversion of fossil fuels to electric in airports.
There is also the disclosure of information about the carbon emission from some companies that makes
the environmental protection and conservation plan difficult (Harymawan, 2020).

The interviews were mainly focused on the reduction of carbon emission during ground operations in
Indonesia. The analysis applied the indicator and evaluation model for estimation of airport performance.
Indicators help to show the research parameters and measurements for proper analysis. The first was the
conservation energy and CO2 reduction data during airport operations, of which the indicator accurately
shows. The second is renewable resource usage, where fossil fuels were replaced by other energy sources.
The third is airport environment sustainability.

Table 2: Interview Ideas for Stakeholders (Ground Handling Companies, Airlines, and Airport
Authority) (Chao, Lirn, 2017)
Ideas
Airport operations must conserve energy
and reduce carbon emissions.
Utilization of renewable energy
Environmental sustainability management
at airports
Descriptions
a. Setting up of airport surface management system
b. Utilization of ground power units
c. Utilization of automobiles with low emissions
d. Setting up of water-saving equipment
e. Energy-saving control
a. Use of renewable, accessible power supply
b. Use of wastewater after recycle
c. General recycling and reuse of waste, including
kitchen waste
a. Carbon emissions management
b. Aircraft noise management
c. Education and environment
d. Ecological conservation
e. Environmental innovations

Some of the ideas focused on stakeholders’ opinions on renewable energy. Minimal use of ground power
unit is necessary because it causes major emissions. The installation of energy-saving control is only
effective when stakeholders adopt it during airport operations. This ensures that renewable resources such
as recycled water and kitchen waste are used as energy sources.

The complementary ideas from stakeholders on airport environmental sustainability management centered
on the reduction of emissions during ground operations and others such as energy conservation, green
features, ecological effectiveness, and environmental innovations. Therefore, airports operators, airlines,
and ground handling companies have to follow the recommendations of stakeholders for emissions to be
reduced. This is healthier and easier, as emissions put employee health at risk, and cheaper maintenance
is guaranteed using electric GSE.

Table 3: Interview Ideas in Reducing Emissions in a Ground Operation

(Views from stakeholders; Ground Handling Company, Airlines, and Airport Authority) (Chao, Lirn,
2017)
Ground Handling Airport
Airlines
DESCRIPTIONS Company Authority
Yes No Yes No Yes No
a. Airport surface management
√ √ √
system installation
b. Use of Ground Power Units
√ √ √
(GPUs)
c. Low-emission vehicle use √ √ √
d. Water-saving device installation √ √ √
e. Energy-saving control √ √ √
f. Renewable power use √ √ √
g. Recycled water use √ √ √

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h. Recycling and reuse of waste √ √

i. Recycling of wastewater and
√ √ √
other kitchen waste
j. Management of carbon
√ √ √
compounds in aircraft
k. Noise management in airplanes √ √ √
l. Environmental education √ √ √
m. Ecological conservations √ √ √
n. Implementation of
√ √ √
environmental innovations

The result from the interview showed the ways emissions can be reduced in the Ground Power Unit. The
stakeholders had similar opinions on the use of electrical power for operational energy as well as low emission
vehicles. The three stakeholders also had similar opinions regarding recycling of water. However, although
they share the same opinions on environmental education, ecological conservation, green features,
environmental innovations, and energy-saving control, only the airline institutes implemented aircraft noise
management policies.

The President of the Republic of Indonesia enacted Presidential Regulation No. 55 of 2019 on the promotion
of electric vehicle use in airports in Indonesia (Presidential Regulation No.55/2019, 2019). This makes it a
good time to invest in the electric motor vehicle and the electric ground support equipment in airports. From
the interview table, stakeholders shared similar objectives of reducing emissions from airport environments
and supporting the government. Its main problem is that it requires lots of resources. To solve this problem, the
government and stakeholders need to invite domestic and foreign speakers to pitch on investment opportunities
for the development of the motor vehicle industry in Indonesia.

Table 4. Recapitulation of the questionnaire on emission reductions in ground operations

Result
No. Statement Σ Value �
𝒙𝒙
1 2 3 4 5
1 Airport surface management system installation 15 15 30 75 2.5
2 Use of Ground Power Units (GPUs) 15 15 30 135 4.5
3 Low-emission vehicle use 15 15 30 135 4.5
4 Water-saving device installation 15 15 30 75 2.5
5 Energy-saving control 15 15 30 135 4.5
6 Renewable power use 15 15 30 135 4.5
7 Recycled water use 15 15 30 75 2.5
8 Recycling and reuse of waste 15 15 30 75 2.5
9 Recycling of wastewater and another kitchen waste 15 15 30 75 2.5
10 Management of carbon compounds in aircraft 15 15 30 75 2.5
11 aircraft noise management 15 15 30 90 3.00
12 Environmental education 15 15 30 135 4.5
13 Ecological conservations 15 15 30 135 4.5
14 Implementation of environmental innovations 15 15 30 135 4.5
Total 90 105 120 105 420 1,485 49.5
Average 3.54

Based on the result of the questionnaire data recapitulation presented in Table 4, the respondents
answered strongly agree on the statement on ground power unit use, low emission use,energy saving
control, renewable power use, and environmental education. Ecological conservations and
implementation environmental innovations had x value of 4.5. For the airport surface management,
water-saving device installation, recycled water use, recycling and reuse of waste, recycling of
wastewater and another kitchen waste, management of carbon, the total x value was 2.5. The statement
about aircraft noise management obtained the total x value of 3.0. It can be seen that the average value
of all statement was 3.54 and almost all respondents strongly agreed to reduce energy saving control”?
But I cannot find statement about reduction of energy saving control.

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In addition, data from the Ministry of Energy and Mineral resources revealed that the energy consumption
needed in the transportation sector for the last three years is quite significant, as can be seen in the table
below. In 2018, electricity consumption in transportation sector was quite high, and in the following year,
it increased. In 2020, electricity consumption in transportation sector decreased due to the reduction in the
use of electric cars because battery charging stations are still rare in Indonesia.

Table 5. Energy Consumption in Transportation Sector

Type 2018 2019 2020
Fuel oil/kilo liter 65,545,577 67,964,176 59,521,147
Gas/mmscf 1,302 1,105 415
Electricity/gwh 274 301 292
(Ministry of Energy and Mineral Resources of the Republic of Indonesia, 2020)

Energy consumption in means of transportation that use fuel oil is quite high because many people in
Indonesia use motorcycle and car as their means of transportation rather than public transportation. As
shown in Table 5, fuel oil energy consumption increased from 2018 to 2019, but in 2020, the energy
consumption declined because of COVID-19 pandemic and many travel restrictions that caused people to
stay at home and work from home.

Conclusion

Air transportation aims to reduce emissions through the use of electrical ground support equipment during
aircraft landing. Indonesia is still lagging behind other countries in terms of lowering greenhouse gases
and in terms of environmental management standards, but has the same goal of reducing emissions from
transportation. There are common ideas from stakeholders that intensive efforts are needed to reduce
emissions at airports caused by the use of diesel-fueled vehicles. The Indonesian government created
incentive programs such as import and tax breakthroughs and established lithium battery manufacturing
and charging stations for the advancement of electric vehicle infrastructure.

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FRAMEWORK FOR MEASURING THE EFFECTIVENESS OF IT TOOLS IN

DRIVERS’ MONITORING

Hanafi Mohd Wazir2, S.Sarifah Radiah Shariff1,3*, Sharifah Zuraidah Syed Jalil1,3
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia
2
FGV Transport Services, Kuala Lumpur
3
Centre for Statistics and Decision Science, Faculty of Computer & Mathematical Sciences
Universiti Teknologi MARA (UiTM), 40450 Shah Alam, Selangor, Malaysia
3
Universiti Selangor (UNISEL), Shah Alam, Selangor, Malaysia
*
Corresponding author: shari990@uitm.edu.my

Abstract
In today’s digital age, control through technology is very effective and has a positive impact on a
company. In the transportation and logistics industry, to control all assets outside the premise is very
challenging, especially heavy vehicle controlled by the company’s driver. The use of IT systems is very
appropriate to control the attitude and way of driving by the driver. In this study, a framework in
measuring the effectiveness of IT system in monitoring the drivers’ behaviors while on the road is
proposed. The framework is proposed based on Data Envelopment Analysis (DEA) notion in
identifying the input and output as indicators to effectiveness. Data used in this study is from a selected
transport service company that already adopt three (3) transport management system since 2010. Part
of the system tracks the driver behaviour while driving which then allows management of the transport
company to evaluate the effectiveness of different routes taken by drivers, which can help produce a
more efficient schedule. In addition, individual driver assessments can be done more easily.
Management is able to track their competencies and provide feedback where improvement is needed.
Using of IT system for real-time tracking also provides great security benefits, especially in the event
of an accident.

Keywords: Driver Monitoring, Effectiveness of IT tools, Data Envelopment Analysis (DEA)

Introduction

In the income e-commerce transaction and revenue of service sector for the second quarter of 2021,
Department of Statistics Malaysia (DOSM) reported that the Information & Communication and
Transportation & Storage segment recorded a fall in revenue to RM59.5 billion or 0.6 per cent as
compared to the first quarter of 2021. The decrease was driven by Transportation & Storage (-RM0.4
billion; -1.9%). Meanwhile, for yearly comparison, revenue expanded by 14.7 per cent. Number of
persons engaged for this segment was dropped 0.29 per cent to record 451,340 persons as compared to
the previous quarter. Salaries & wages paid also dropped 1.5 per cent to RM4.4 billion. The drop can
be caused by the pandemic Covid 19 that impacted the whole nation economy. This leads to competition
among the transportation companies to survive and be sustainable.

The use of technology as the tools of ensuring the effectiveness of the transport operation is widespread
among the transportation companies. The usage of technological tools does not guarantee that a control
will be 100% effective. It depends on how it is monitored, the type and advantages of the technology
tool itself. Sometimes, the large expenses that have been spent do not bring about any change due to
the ineffectiveness of the technology or tools used. An Information Technology (IT) system that has
been spent should be measured and evaluated whether it can function as prescribed upon its
implementation. One of the common causes of road accidents in Malaysia is speeding. Speeding is also
based on road conditions, lighting, weather, and traffic areas. Even though the Malaysian government
has installed speed traps camera, this initiative still cannot overcome Malaysian drivers to speed up and

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drive in dangerous conditions. Therefore, to ensure that the behaviour of drivers can greatly monitor
and measure, also the performance of the driver will be more efficient, the effectiveness of
transportation management system should be examined and measure to ensure that the transportation
management systems using by the transportation company are very effective and comprehensive to
saving operational cost and reducing integrity issues of drivers (Khang, 2013; Khan & Lee, 2019; Bell
et al., 2017).

According to reports from the Royal Malaysian Police, PDRM (2006), 90% of road crashes occurred
due to humanity. The causes of road accidents are drivers who often disobey traffic safety laws,
including driving under the influence of alcohol, illegal racing, driving in dangerous conditions,
disturbing emotions, driving in tired conditions, and driving in high speed (The Star, 2019). In Malaysia,
the main cause of road crashes is because of the attitude and behaviour of people (Abdelfatah, 2016).
Hence, in this study, factors that contribute to the effectiveness of IT monitoring system for the behavior
of the driver while on the road such as driver attitudes such as speeding, dangerous driving, risking
other road users, driving that increase operating costs such as diesel, tires and vehicle maintenance are
determined.

Several methods in measuring the effectiveness of IT systems are being used by previous researchers.
Among which is Data Envelopment Analysis (DEA). Charnes, Cooper and Rhodes (CCR), first proposed
the Data Envelopment Analysis approach in 1978. The conclusions of these researchers were based on the
principle of productivity formulated by Debreu and Firrelle and interpreted as the quotient of a single
outcome and effort. In cases where there is more than one consequence and more than one effort, the DEA
strategy is used. The DEA method focuses on the analysis of the dependency between multiple input and
output levels. Without knowing the initial weights, the technical efficiency score is computed. The DEA
measurements are focused on finding weights that optimize the output of each item. Finally, the DEA method
enables the limiting curve of efficiency to be calculated. The DEA models can be used to evaluate
performance, but also, at times, to set benchmarks, to determine the advantages of size, to rank items, and
to find ways to enhance the efficiency and structure of optimal technologies for inefficient objects (Hajduk,
2017). In this study, the performance measurement using DEA will be used.

To obtain good discriminatory power from the CCR and BCC models Boussofiane et al. (1991) stipulate
that the lower limit on the number of Decision-Making Units (DMUs) should be a multiple of the
number of inputs and the number of outputs. This is because there is flexibility in the selection of
weights to be assigned to the input and output values in determining the efficiency of each DMU. where,
in an attempt to be efficient, the DMU can assign all its weights to one input or output. A DMU that
has one output to input ratio as the highest will give all its weight to that specific input and output to
look efficient. Thus, the number of possible inputs is the result of the number of inputs and the number
of outputs. Golany and Roll (1989) stated that the number of units should be at least twice the number
of inputs and outputs. But Bowlin (1998) estimates the need to have three times the number of DMUs
because there are input and output variables. Dyson et al. (2001) recommend a double sum of the
number of input and output variables. For example, with 3 inputs, 4 Golany and Roll output models
recommend using 14 DMUs, while Bowlin recommends 21 DMUs, and Dyson et al. recommend 24.
Therefore, this study proposes indicators for both inputs and outputs in the form of a research
framework.

Methodology

In order to measure the key performance effectiveness, the contribution factors are to be proposed and
summarized in Figure 1. Factors for independent variables are fuel consumption, tire cost, maintenance
cost, number of accident and driver integrity. These independent variables are the key factors to measure
the effectiveness of dependent variables which is transportation management system. The contribution
from the effectiveness of transportation management system can be seen in driver performance, driver
behaviour, depot performance and reduction in number of accidents involved.

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Figure 1: Model Framework of effectiveness IT system in monitoring driver behaviour.

Study Setting
FGV Transport Sdn Bhd is a leading logistics company in Malaysia that operates a supply chain for
Malaysian palm oil products. It is operating throughout Peninsular Malaysia including Sabah and
Sarawak and FGV Transport has a total of 509 personnel among truck drivers. It is the driver's
responsibility to carry assets worth almost RM500,000 on the road with cargo worth almost RM200,000
in a safe condition, various actions and controls must be provided and monitored by the company to
ensure the goods reach the destination in a safe condition.

Control over drivers on the road while driving depends only on the attitude and integrity of the
individual himself. They are exposed to the dangers of road accident risk, the desire to commit
irregularities, skipping work, stopping at prohibited places, selling carry-on items and so on. The
company had to spend high costs to curb these symptoms from being prevalent among drivers. These
symptoms if not controlled can lead to huge losses to the company which in turn impacts the company's
bad image in the market.

In this study, the data are on three main depots, namely Pasir Gudang depot, Kuantan Depot and Port
Klang Depot. Total number of staff from these three main depots are 495 staff, which include 102
persons from administrative office, 340 persons are drivers and 53 persons are mechanics. From these
three main depots, data was selected from two main operations, cargo operation and tanker operation.
In order to ensure that the collected data collected are reflecting the use of the transportation monitoring
system, only drivers that serve from 2010 to 2019, are considered in this study.

FGV Transport are using the following monitoring IT systems.

1. Integrated Logistics Distribution System (ILDS) - ILDS is a system developed internally by
one of FGV's subsidiaries, FGV Prodata. This system is integrated with other systems in FGV
subsidiaries to facilitate operational and financial matters. in this system there will be
information such as distance travelled, number of trips, driver details, vehicle details, travel
records and trip patterns taken by the driver.
2. Vehicle Maintenance System (VMS) -VMS is a system used to record all cost variables such
as diesel usage, tire usage and replacement records, repair and maintenance records, and
lubricating oil records. The system also records the history of accidents that occur to the vehicle.
Through this record, the effectiveness of cost control will be studied through comparison with

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previous records each year, targets and budgets from the company, recurring costs or repairs as
well as accident records.
3. Vehicle Tracking System (VTS) - All vehicles travel information are recorded through the VTS
system. This system will display the real time situation throughout the movement of the vehicle
starting the engine is started. Every movement will be recorded such as speed, travel route, and so
on.
All these three systems installed by the FGV Transport to monitor their vehicles and driver behaviour
For example, with a 3 input, 4 output model Golany and Roll recommend using 14 DMUs, while Bowlin
recommends 21 DMUs, and Dyson et al. recommend 24. In any circumstance, these numbers should
probably be used as minimums for the basic productivity models.

Method of analysis

In this study, DEA formula will be used to measure the effectiveness of transportation management
system used by FGV Transport. The effectiveness of transport management systems can be measured
as follows:

And the equation can be rewritten as:

Where n is the number of outputs for each dimension, m is the number of inputs for each dimension,
𝑦𝑦𝑟𝑟 is benefit (or additional profit) gained from the usage of the system r, 𝑢𝑢𝑟𝑟 is the weight of output for
benefit (or additional profit) r, 𝑥𝑥𝑖𝑖 is the quantity used by input, i and 𝑣𝑣𝑖𝑖 is the weight of input used, i.

Results and Discussion

The results for this study are divided into two phases.

Phase 1 – determining the number of input and output

As suggested by the previous researchers, with a 3 input, 4 output model Golany and Roll recommend
using 14 DMUs, while Bowlin recommends 21 DMUs, and Dyson et al. recommend 24. In any
circumstance, these numbers should probably be used as minimums for the basic productivity models.
Hence, in this study, we propose the following input and output as the indicators in Table 1. The number
of DMU will be the number of drivers at each depot.

Table 1: Indicators of input and output

Composition of Description Unit References
indicators
Inputs (4 items)
Capital 1. Fuel Consumption (km/litre) Ross, C. L. (1983).
Workforce 2. Maintenance Cost (RM) Measuring transportation
Energy 3. Tire Cost (RM) system effectiveness.
4. Number of trips (units) Journal of Urban Affairs,
5(4), 299-314.

Outputs (3 items) Yang, Z., Peng, J., Wu,

Social Output 1. Total distance travelled (KM) L., Ma, C., Zou, C., Wei,

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Economic Output 2. Number of summonses (units) N., ... & Mao, H. (2020).
Environmental Output 3. Number of accidents Speed-guided intelligent
involved transportation system
(units) helps achieve low-
carbon and green traffic:
Evidence from real-
world measurements.
Journal of Cleaner
Production, 268, 122230.

Phase 2 – descriptive statistics of data

As the initial results, the data profile of the selected ports is collected and summarized. Table 2 shows
the details of the three depots, Pasir Gudang, Kuantan and Port Klang. The three depots are selected
due to its huge volume of cargo being handled by the depots. Kuantan depot has the highest number of
lorries as well as it handled the largest volume of cargo at revenue amounted to RM43,371, 160. The
highest number of trips is also seen at Kuantan depot as well ass the number of kilomteres traveled by
the lorries amounted to 14,081,334 km.

Table 2: Data profile for selection of sample and data collection

Pasir
Depots Kuantan Port Klang
Gudang
Number of
132 140 92
Lorries
Volume of Cargo 1,214,040 1,224,154 685,683
Revenue (RM) 43,177,539 43,371,160 26,268,785
Number of trips 29,267 29,428 17,147
Number of
11,008,574 14,081,334 8,432,200
kilometres
(Data: 2019; FGV Transport Services Sdn Bhd)

Details data as per the input and output in Table 1 was collected and analysed using DEA.

Conclusion

In the ear of technological advances, the IT tools are used to help the transportation companies to
smoothen their operations as well as monitoring the movement of their products and services. Hence,
in this study, the framework for IT tools monitoring is presented and is planned to be analysed by using
DEA. DEA will provide not only the level of efficiency but also ways to improve if there is any. Every
system that is new in the industry must be trained to better understanding of the system before they can
be master. Lack of understanding of the system may become cause of the discrepancies of the system.
And other result of the study will be more explain in the next chapter.

Acknowledgements
We would like to acknowledge the Malaysia Institute of Transport (MITRANS) UiTM Shah Alam for
funding this presentation through Vanguard 2.0 grant.

References

Abdelfatah, A. (2016). Traffic fatality causes and trends in Malaysia. American University of Sharjah,
Massachusetts Institute of Technology.
Bell, J. L., Taylor, M. A., Chen, G. X., Kirk, R. D., & Leatherman, E. R. (2017). Evaluation of an in-vehicle
monitoring system (IVMS) to reduce risky driving behaviors in commercial drivers: Comparison of in-
cab warning lights and supervisory coaching with videos of driving behavior. Journal of safety research,
60, 125-136.

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Boussofiane, A., Dyson, R.G., and Thanassoulis, E. (1991) Applied Data Envelopment Analysis. European
Journal of Operational Research 52, 1-15.
Bowlin, W.F. (1998) Measuring Performance: An Introduction to Data Envelopment Analysis (DEA). Journal of
Cost Analysis 7, 3-27.
Charnes, A., Cooper, W.W., and Thrall, R.M. (1991) A Structure for Characterizing and Classifying Efficiency
and Inefficiency in Data Envelopment Analysis. Journal of Productivity Analysis 2, 197–237.
Dyson, R.G., Allen, R., Camanho, A.S., Podinovski, V.V., Sarrico, C.S., and Shale, E.A., (2001) Pitfalls and
Protocols in DEA, European Journal of Operational Research, 132, 245-259.
Golany, B. and Roll, Y. (1989) An Application Procedure for DEA. Omega 17, 237-250.
Hajduk, S. (2017). Measuring productivity of life quality in selected polish cities-application of DEA method.
Economic and Social Development: Book of Proceedings, 372-380.Eising, M., Cava, C. E., Salvatierra,
Kang, H. B. (2013). Various approaches for driver and driving behavior monitoring: A review. In Proceedings of
the IEEE International Conference on Computer Vision Workshops (pp. 616-623).
Khan, M. Q., & Lee, S. (2019). A comprehensive survey of driving monitoring and assistance systems. Sensors,
19(11), 2574.
Ross, C. L. (1983). Measuring transportation system effectiveness. Journal of Urban Affairs, 5(4), 299-314.
Services sector Second Quarter 2021 (2021). Available at :
https://www.dosm.gov.my/v1/index.php?r=column/cthemeByCat&cat=398&bul_id=N0lmN091L2w2
VmlYQTZtZGErczNWdz09&menu_id=b0pIV1E3RW40VWRTUkZocEhyZ1pLUT09
The Star: 14 Mei 2019; available at: https://www.thestar.com.my/lifestyle/health/2019/05/14/we-have-the-third-
highest-death-rate-from-road-accidents)
Yang, Z., Peng, J., Wu, L., Ma, C., Zou, C., Wei, N., ... & Mao, H. (2020). Speed-guided intelligent transportation
system helps achieve low-carbon and green traffic: Evidence from real-world measurements. Journal of
Cleaner Production, 268, 122230

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COMPARISON OF “UCUSTOMS” TO THE MANUAL CUSTOMS DECLARATION

IN MALAYSIA UPON ITS FAILURE

Mohd Azwanizam Mohd Hairi1, S.Sarifah Radiah Shariff1,2*, Wan Mazlina Wan Mohamed1
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA
2
Centre for Statistics and Decision Science, Faculty of Computer & Mathematical Sciences,
Universiti Teknologi MARA (UiTM), 40450 Shah Alam, Selangor, Malaysia
*
Corresponding author: shari990@uitm.edu.my

Abstract
As Malaysia is currently expected to relieve its economy after the effect of the Covid 19 pandemic, the
movement in the border is also expected to be hectic. The functions of Royal Malaysian Customs
(RMC) are becoming broader and more challenging. With the announcement of Ucustoms, an
automated declaration system, being a failure, research on the feasibility of a similar system should be
done. In this study, the impact of using Ucustoms by an organization is analysed in order to highlight
the importance of an automated system to facilitate the customs declaration process. The results show
that the port that implemented Ucustoms was able to handle more activities while reducing the penalty
such as demurrage cost from incurred. This study also highlighted several causes for failure.

Keywords: Customs declaration, automated system, system efficiency

Introduction

Malaysia’s economy is expected to improve in the upcoming months despite setbacks from the previous
quarter of 2021 due to the implementation of movement control order (MCO) in bid to cushion the
spread of Covid-19 infections. In the latest Malaysian Economic Statistics Review (MESR),
Department of Statistics Malaysia (DOSM) chief statistician Datuk Seri Mohd Uzir Mahidin said that
together with further resumption as the country’s transition to National Recovery Plan (NRP) continues,
businesses have started to gain confidence in the market after recording -0.3 per cent in confidence
indicator as compared to -21.3 per cent in the previous quarter.

This could signal a strong recovery momentum towards the fourth quarter of the year and into 2022
where Malaysia’s GDP (gross domestic product) is set to be on track to meet the three to four per cent
forecast growth, supported by the high vaccination rate of Malaysian population, continued policy
support and strong external demands. This also could signal high movement at the Malaysia borders
and Royal Malaysia Customs (RMC). RMC is responsible to collect revenue and provide trade
facilitation through enforcement of and compliance with applicable law to spur economic growth,
maintain national security and public welfare (Okafor & Teo, 2019; Zulkarnaen et al., 2020; Al-Zaqeba
and Rasshdan, 2020; Fesenko et al. 2020).

While customs and administrative procedure are required for smooth trade and other policies, they can
“thicken” the boundaries between trade partner if customs and administration procedures are more
stringent than necessary or inefficient (Wilson, 2007). Even though the customs procedure can run
smoothly, there are certain areas that have been examined that can cause the ineffectiveness of the
custom’s administrative procedure. Those 3 areas are vital point of each of the goods to across the
border.

Currently, in RMC, customs officers and administration staff have a broad task of customs duty to carry
out in daily compared to the past, in which customs function are only to collect duties and taxes on
imported goods (Truel, 2017). In 2013, the customs in Malaysia implemented Ucustoms that is
necessary for shippers or business owners to sign in and using that system. The implementation of the

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Ucustoms should be able to reduce the cost and significantly saving time for each shipment (Perumal
et al., 2020; Skender et al., 2020). However, due to improper handling, the system has been called off
and declared as a failure. Yet, in order to compete with other countries such as Singapore and any other
countries that already implemented their web-based system, Malaysia should have developed one
system that can link the shipper and customs directly.

In this study, the focus is on documentation preparation of the customs regulation that can lead to the
efficiency and inefficiency of the transshipment with and without the Ucustoms.

Methodology

The effect of Ucustoms on the efficiency of the custom related process can be assessed by comparing
the total volume handled by the ports. Since the system has been implemented only at certain port, the
difference can be evaluated.

Data Collection
In this study, the secondary data is used and collected from the annual report of the selected ports. The
comparison between ports in Malaysia (Port Klang, Johor Port and Penang port) is referred to the profit
and loss of the selected company X. In this case study, the data taken by the end of the year 2019 and
earlier 2020 where the implementation of the Ucustoms started to be implemented on December 2019.
Since, only Port Klang has implemented Ucustoms and the other ports is used as the control.

Results and Discussion

Data Collection and Overall resullts

As mentioned earlier, traditionally, customs have played a somewhat narrow role, focused primarily on
the collection of duties and taxes on imported goods. However, due to the globalization of supply chains,
the expansion of just-in-time (JIT) manufacturing, and the growth of e-commerce have stimulated
efforts toward customs reform. At present, more than half of all goods that cross international borders
are intermediate goods, reflecting the geographic fragmentation of production networks and an increase
in vertical specialization. There are a lot of differentiation between both manual declaration and
automation declaration such as documentation measurement, times metrics and signature metrics as
depicted in Figure 1. It shows that the number of documents remain the same however, the signature
metrics reduced significantly when declarations are done using Ucustoms. The times metrics also
reduced accordingly when applying the Ucustoms.

Figure 1: Difference between manual and Ucustoms (number of documents)

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The result from the changes nature of declaration, the cost and profit of the organization also can
enhance the net income of the organization. As per mention early on this chapter, the implementation
of the Ucustoms only take part in Port Klang, other port the manual declaration still as usual. Figure 2
depicts the comparison between profit and loss after the implementation of Ucustoms for Company X
at Port Klang, Johor Port (Pasir Gudang) and Penang Port.

Comparisons of three ports based on Port Activities

Figure 2 shows summary between the three main ports in Malaysia in terms of Export values in revenue
and job profit. Table 1summarises details of each value when it can be seen that the total revenue of
Port export operation worth’s of MYR 3,492,634.76 and total profit of MYR 505,113.52. With the
highest demand of the operation in Port Kelang, the authority in there should take initiative to ensure
they can catch up with the demand of the import and export at the Port Kelang. Even they have to ensure
the fast operation of the customs declaration they also have to make sure the minimal mistake the
shipper or the operation of the customs clearance will be minimized. Even though the GP margin quite
similar between three ports, the key point of the operation is the total revenue they can get in the port.
Highest revenue will be better because it tells the people how much they have to handle the operation
per month or years.

Figure 2: Comparison between port (Export)

Table 1: Summary of Shipment Profitability (Export)

Gross Profit
Branch Revenue (RM) Job Profit (RM)
Margin
Port Kelang 3,492,634.76 505,113.52 14%
Penang 524,288.46 111,529.82 21%
Pasir Gudang 554,376.68 93,593.83 17%
TOTAL 4,571,299.90 710,237.17 16%

The same comparison on the shipment profitability using the import value is done. This is because in
case of import, the item come from the outside of the country, it is subjected to paying duties and taxes
which is a bit different compared to the export. Customs need to ensure that all the documentation is
correct during the audit or it will be serious penalties to the shipper or importer.

Table 2 shows the comparison between revenue between the three ports as per mentioned before which
are Port Kelang, Penang Port and Johor Port. In this case, it is more focused on the import operation. It
is the total operation of the port based on the total revenue as per table below the highest total revenue
is from Port Kelang with the MYR 1,072,782.93 and total profit with MYR 162,017.63.

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Figure 2: Comparison between Ports (Import)

Table 2: Summary of Shipment Profitability (Import)

Gross profit
Branch Revenue (RM) Job profit (RM)
margin
Port Kelang 1,072,782.93 162,017.63 15%
Penang 274,328.77 26,961.39 10%
Pasir Gudang (Johor
180,778.36 29,414.49 16%
Port)
TOTAL 1,527,890.06 18,393.51 14%

Table 3 shows the total activities that Port Kelang for the month of January 2020, December 2019 and
January 2019. It compares between the previous month and the previous year for the same month in the
previous year. Among of the activities, it separated by the few conditions as Customs clearance, freight
and shipping, port/detention/demurrage, delivery and value added. All the activities that are stated in
the table determining the operation for the customs clearance in the port. Despite of that, all the
components must be made sure of the accuracy and the efficiency to avoid of penalty that shipper or
importer must pay if there is any mistake during the declaration process.

It also can be seen that with the introduction of Ucustoms, the added value increases on average of 22
percent in 2019 and 20 percent in year 2020. From that, the authority must have something that will be
help the importer and exporter doing their job. Other than that, the investor from the outside also can
invest more in our country if they are confident about the approach that authority give.

Table 3: Customs Activities at selected ports-Port Kelang

Financial Key Performance Indicator (KPI)

RM'000 Jan/20 Dec/19 Jan/19 YTD-20 YTD-19
Sales By Activity
Custom Clearance 615 753 497 7,003 7,593
Freight & Shipping 2,166 2,484 1,586 22,611 18,973
Port/Detention/Demurrage 292 258 247 3,082 3,364
Delivery 16 19 1,002 1,596 12,563
Value Added 370 150 185 3,014 4,225
3,459 3,665 3,517 37,307 46,719

- - - - -

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Gross Profit % By Activity

Custom Clearance 124% 94% 98% 151% 85%
Freight & Shipping -9% 0% 0% 8% 0%
Port/Detention/Demurrage 30% 0% 13% 44% 14%
Delivery #DIV/0! 4297% 13% -7% 17%
Value Added 43% 55% 44% 58% 24%
18% 20% 21% 20% 22%

PBT By Activity
Custom Clearance 13 166 14 978 1,749
Freight & Shipping (2) (1) 58 (4)
Port/Detention/Demurrage 4 4 31 152 469
Delivery (158) (161) 10 (1,464) 970
Value Added 85 72 81 879 1,005
(58) 80 137 604 4,189

Table 4 shows the detailed of the operation in Penang Port. The total number of the overall activity is
less than that of Port Klang. Total delivery in 2019 at Port Kelang was 12563 while there was only
7,666 deliveries handled by Penang Port. Similarly, the added value for Penang Port in 2019 was only
15 percent and 11 percent in 2020 respectively. Despite the lower operation volume as compared to
Port Kelang, but the amount of port/ detention/ demurrage is higher for that port. The
Port/Detention/Demurrage cost was 4774 in 2019 and 3233 in 2020 respectively. This is compared with
only 3364 in 2019 and 3082 in 2020 for Port Klang. Hence, it can be concluded that having the
electronics customs declaration the so called Ucustoms is relevant to the port operations in order to
avoid any consequence in the future for the shipper or importer and exporter. Additionally, it can help
improve the reputation of the forwarding and the shipper due to port detention and demurrage charges.

Table 4: Customs Activities at selected ports-Penang Port

Financial Key Performance Indicator (KPI)
RM'000 Jan/20 Dec/19 Jan/19 YTD-20 YTD-19
Sales By Activity
Custom Clearance 306 338 262 3,709 3,849
Freight & Shipping 3,721 3,747 2,552 35,291 30,646
Port/Detention/Demurrage 240 255 382 3,233 4,774
Delivery 38 27 573 368 7,666
Value Added 42 43 55 409 705
4,347 4,409 3,824 43,009 47,641
- - - - -
GP% By Activity
Custom Clearance 83% 87% 58% 82% 64%
Freight & Shipping 0% 0% 0% 0% 0%
Port/Detention/Demurrage 47% 46% 50% 39% 54%
Delivery 23% 1% 18% 16% 18%
Value Added 84% 87% 95% 78% 88%
10% 10% 13% 11% 15%

PBT By Activity
Custom Clearance (148) (111) (84) (936) 69
Freight & Shipping 7 5 5 93 47
Port/Detention/Demurrage 112 118 190 1,258 2,555
Delivery (97) (100) 37 (994) 721

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Value Added 35 37 52 319 622

(90) (51) 201 (261) 4,014
(0) (0) 0 (0) (0)

The next analysis is on the customs activities performance in Johor Port (Pasir Gudang). The total
operation is the lowest among the three analysed ports. Even though the operation in Johor port is lowest
among the three ports but as we can see that the gross profit margin is the highest among the three ports.
This can mean the operation in the port is highly accurate and effective in the ways they can do to
reduce the cost with the added value for both 2019 and 2020 are more than 40 percent. After the
implementation of the Ucustoms, the shipper and also the customs hope that the system would be
handier to them.

Table 5: Customs Activities at selected ports- Pasir Gudang ( Johor )

Financial KPI
RM'000 Jan/20 Dec/19 Jan/19 YTD-20 YTD-19
Sales By Activity
Custom Clearance 18 13 8 155 109
Freight & Shipping 28 20 29 437 349
Port/Detention/Demurrage 2 2 3 33 38
Delivery 7 5 33 92 401
Value Added 5 6 6 44 86
60 46 78 761 983

- - - - (0.00)
GP% By Activity
Custom Clearance 136% 133% 193% 0% 0%
Freight & Shipping 5% 2% 1% 0% 0%
Port/Detention/Demurrage 1% 8% 8% 0% 0%
Delivery 56% 45% 41% 0% 0%
Value Added 53% 56% 28% 0% 0%
54% 51% 41% 40% 42%

PBT By Activity
Custom Clearance 12 5 (16) 28 (122)
Freight & Shipping 1 11 6
Port/Detention/Demurrage 4 2
Delivery 1 (1) 6 (12) 93
Value Added 3 3 2 23 12
17 7 (8) 55 (8)

It clearly stated that the margin of the profitability of the company X come mostly at the Port Klang.
The comparison between the operation of company X at the three ports mostly come from the operation
side and the profitability of the company by the end of Dec 19 and January 2020. The most important
things to consider are the port chargers, detention and demurrage. The detention, demurrage and port
chargers are the crucial part of the transshipment. When it occurs to the financial report it means that
there is something that happen that cost the company. As discussed earlier in this study, the detention
and demurrage are where the situation cargo hold in the port by the certain reason.

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Discussions on failure of Ucustoms

The results in earlier sections have highlighted the ability of Ucustoms in elevating the efficiency in
customs declaration as well as supporting the port operations. However, as the implementation is costly,
the error will happen throughout the process. For example, the more frequent the deliveries at the port,
it can lead to more mistake in the documentation, especially customs declaration. To avoid the mistake
in keying-in the documentation, hence the U-customs was introduced. But the problem still exists even
though the implementation of the U-customs there (Choy et al., 2007; Kassim & Bakar, 2015).

The problem may come from below factors:

1) Human error
Human error is the most common thing that may happen daily. Sometimes when the job too many, human
error may occur. Human error can come from several factors such as error in planning and execute,
human error typology, skill – based error, mistake and etc.. when this happen to customs documentation
there are several parts that may lead to the additional chargers that chargers to the party that made a
mistake. Even though the electronics part, (Ucustoms) worker also have to fill up the form that based on
web before they can make a clearance.
2) Experience
Ucustoms is the new system that implement now days. Even the announcement of the customs, the
implementation of fully electronics system in customs declaration on December 2019, they cannot fully
implement because of experience of the agent to declare the system. The old-school agent that already
work with the manual declaration for a decade is highly decline the system.
3) Education
Education also essential part of the system. Without the education of the worker especially customs agent,
they cannot adapt the changes on the information technology system. Education level is the benchmark
of the efficiency of the worker.
4) Low understanding of the customs or logistics roles
Customs is concerned with both the import and export of material goods. To manage and supervise legal
and controlled import and export processes, national authorities may and will identify and establish one
or a limited number of customs authorities operating in the territory of the country concerned and enforce
national regulations. Therefore, the process related to the import and export of these goods depends on
the particular country and the officers in charge must be experienced and knowledgeable (Sun & Sheng,
2020)
5) Low understanding of the English
English is the medium of the communication between the system because and the user. All of the system
mainly in the English language. The non-understanding of the language hardly to explore the main
function of the system itself.
6) Awareness and attitude
Some of the worker have a trouble with their attitude can significantly lead to the discrepancies of the
information in the customs declaration. The ignorance of the cost that they have to pay that cause of the
discrepancies they didn’t realize.
7) Lack of training
Every system that new in the industry must be train to better understanding of the system before they can
be master. Lack of understanding of the system may become cause of the discrepancies of the system.
And other result of the study will be more explain in the next chapter.

Conclusion

As a conclusion, the Ucustoms did have improved the custom declaration process at the port namely
Port Klang. Despite several causes for its failure, having the system can be of advantages to all port
operators, shippers as well as freight forwarders. Further study on better implementation of system is
necessary as a support to significant growth of nation economy through seaport operations namely and
through the borders.

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Acknowledgements
We would like to acknowledge Malaysia Institute of Transport (MITRANS) UiTM Shah Alam for
funding this presentation through Vanguard 2.0 grant and to Company X for use of the data.

References

Al-Zaqeba, M. A. A., & Al-Rashdan, M. T. (2020). Extension of the TPB in tax compliance behavior: The role
of moral intensity and customs tax. Int. J. Sci. Technol. Res, 9(4), 227-232.’
Choy, K. L., Li, C. L., So, S. C., Lau, H., Kwok, S. K., & Leung, D. (2007). Managing uncertainty in logistics
service supply chain. International Journal of Risk Assessment and Management, 7(1), 19-43.
Fesenko, V., Vakulchyk, O., Guba, O., Ostapchuk, S., & Babich, I. (2020). The results of implementation of
European requirements in management of transfer pricing audit (experience of Ukraine). Independent Journal of
Management & Production, 11(9), 2417-2434.
Kassim, E. S., & Bakar, F. A. (2015). Malaysian government transformation towards effective supply chain
management: the case of IT-based trade facilitation. In Supply Chain Design and Management for
Emerging Markets (pp. 87-116). Springer, Cham.
Okafor, L. E., & Teo, W. L. (2019). 2018 WTO trade policy review of Malaysia. The World Economy, 42(12),
3447-3463.
Ong, K. Y., Zailani, S., & Kanapathy, K. (2020). Overview–Issues And Challenges For Freight Logistics Industry
In Malaysia. Journal of Technology and Operations Management, 15(2), 1-11.
Perumal, G., Subramaniam, M., Sinniah, S., & Mohd, R. K. (2020). Modeling Intention to Use Customs
Information System (CIS) in Malaysia. International Journal of Management, 11(9).
Skender, H. P., Ribarić, E., & Jović, M. (2020). An Overview of Modern Technologies in Leading Global
Seaports. Journal of Maritime & Transportation Sciences, 59(1).
Sun, Y., & Sheng, S. (2020, December). Research on the Teaching Reform of Customs Declaration Practice.
In 2020 6th International Conference on Social Science and Higher Education (ICSSHE 2020) (pp. 142-
145). Atlantis Press.
Truel, C. (2017). A short guide to customs risk. Routledge.
Wilson, N. (2007-01-26), “Examining the Trade Effect of Certain Customs and Administrative Procedures”,
OECD Trade Policy Papers, No. 42, OECD Publishing, Paris. http://dx.doi.org/10.1787/278266703766
Zulkarnaen, W., Erfiansyah, E., Syahril, N. N. A., & Leonandri, D. G. (2020). Comparative Study of Tax Policy
Related to COVID-19 in ASEAN Countries. International Journal of TEST Engineering &
Management, 83(2), 6519-6528.

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A COMPARATIVE STUDY ON E-SCM, A.I. MACHINE, ISLAMIC PERSPECTIVE

MANAGEMENT AND THE VALUE OF HALAL SCM COMPANIES IN
MALAYSIAN & BANGLADESHI

Abul Kalam Azad*,

Limkokwing University of Creative Technology, Malaysia

*
Corresponding author ak.azad55@gmail.com

Abstract
This study represents the articulated way of all the sections and contributes to the knowledge of halal
supply chain management. Previously, so many journals and articles were written on this topic, but we
are trying to add a new approach, something like electronic halal supply chain and artificial intelligence
use in HSCM industries (service sector). We also try to compare the halal supply chain management
industry between Malaysia and Bangladesh. And even the characteristics of the Islamic perspective in
HSCM will lead to haziness and unreliable conceptualization that prevents researchers from gaining
complete knowledge of the discipline and policy implementation issues. The absence of ethics
description, organized challenges, and the deficiency of knowledge of halal and haram in HSCM
business. In terms of theories, the theory of planned behavior, the theory of reasoned action, and the arc
of integration approach are the most common theories used for studying HSC. A conceptual outline
(model) has been developed and will be hypothesis tested, a descriptive research design and quantitative
research methods. With a sample size of 320 people and workers as the unit of analysis, we conducted
our research among supply chain management firms in Malaysia (private enterprises) and Dhaka
metropolitan region of Bangladesh. The data will be collected digitally through a Google survey form
with a Likert scale ranging from 1 to 5 stars. After undertaking data gating, data streaming, and data
analysis by SPSS 23.00 and Smart PLS 3.3.3 version.

Keywords: E-HSCM, A.I., Islamic perspective Management, Halal Supply Chain Management

Introduction

In Bangladesh's service industry, employee performance is a major issue, notably in the supply chain,
courier, and transportation industries. A clear correlation between the number of people employed in
service sectors and the quantity of productivity they produce. workers are highly sought-after assets
since they are always providing a service to customers. The effectiveness of a company's personnel
affects both the level of satisfaction received by its customers and its overall profit margin. The recent
opening of a drop-in service department has caused an increase in animosity among company owners
(Azad, Islam 2021). Electronic logistics refers to a set of online tools used by businesses that include
electronic platforms, an internet portal, an electronic catalogue, transaction systems, data repositories,
communication tools, and presentation systems, as well as purchases and bundles of various other
software programmes for planning, supply chains, digital maps, and electronic learning systems
(MahbubulHye, et. all 2020).

Malaysia was unable to effectively manage both commercial possibilities and logistical facilities
become a successful logistics hub in the Southeast Asian (SEA) region. However, Malaysia's neighbors,
such as Singapore, benefited from the Straits of Malacca's strategic location on the world's major sailing
routes in the Southeast Asian region. Thailand and Vietnam are two other countries that rank higher
than Malaysia despite having inferior physical locations. Thailand, Singapore (bin Mohamad Makmor,
et. all 2019). Industrial democracy, and job involvement in different corporate issues are all techniques
typically used by entrepreneurs who struggle with workforce management, particularly in the supply
chain industry (Islam, Azad 2021). Supply chain management (SCM) is a new paradigm that pulls
together all of the value-creating themes in supply, manufacturing, and distribution innovations from

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raw materials to end-user consumption. The internet enables for the quick upstream transmission of
end-user demands across the different supply chain processes at varying tiers (Ahmed et. all, 2018).
People are encouraged to do investigation for many reasons. This is a common issue among psychology
students deciding which courses to take and how to complete their undergraduate degree. It's easy to
dismiss a topic like this as trivial, but it's really an important one that students should explore. The
significant of a research effort must be established (Hedrick et al. 2018). Research is vital in many
sectors, including academia. As public health improves, jobs and lifestyles become more hygienic. This
activity is a desire for information and to better one's overall quality of life. It shows how to solve
problems using scientific and logical reasoning skills. It is a thorough process that occurs when new
information is uncovered. The study has benefited society, organizations, and the nation overall (Salvia
et. all., 2019).

In this study mainly focus on comparing Malaysian and Bangladeshi halal supply chain management
companies, how advance this two-country using artificial intelligence, electronic supply chain
management and Islamic perspective management, the knowledge of halal supply chain management
and so on. Because of covid 19 the scenario may be not same, especially in transportation, logistics,
and supply chain sectors (Service Industry). The study also finds out and compare between two
countries national GDP contribution and impact.

Research Objectives
1. To explore the role of E-scm, A. I. and Islamic perspective management and the value of halal
scm companies in Malaysia & Bangladeshi.
2. To identify the differ between two countries halal supply chain management systems in
Malaysia and Bangladesh.
3. To demonstrate the values of Halal supply chain management companies in Malaysia and
Bangladesh.

Literature Review and Hypothesis Development

The term "halal" comes from the Arabic language and relates to the Islamic idea that all things and
activities are permitted by Sharia (Islamic law) (Rejeb, 2018). "And consume what Allah has granted
you (which is) permissible and good, " Allah SWT said. And fear Allah, in whom you put your trust "
(Q.S. Al-Maidah verse 88). Another key word related to halal is "thoyyib," which means "wholesome
and good" in Arabic (Islam, et. all. 2020). Companies are increasingly investing in tools and solutions
that allow their processes, machines, employees, and even the products themselves to be integrated into
a single integrated network for data collection, data analysis, company development evaluation, and
performance improvement in the era of industrial digitalization ( Rasib, N. F. N. B. A., KalianiSundram,
V. P., & Noranee, S. 2021).The father of management , G. Elton Mayo made to management are
examined through a lens that is titrated to the sense of his time period. Understanding of Mayo and his
work, in addition to a more accurate picture illustrating his substantial influence on the field of HRM
(Muldoon et. all., 2020).

Theory development
By the year 2021, all theoretical advances area of information sciences will have been achieved,
signifying the conclusion of theoretical growth in the discipline. Unprecedented application of good
theoretical underpinnings in the real world has been achieved. Theory, can be threatening and
oppressive, particularly when it is portrayed as the one truth rather than many possible ends or outcomes
(Sonnenwald, D.H., 2021). We investigated two of our hypotheses in order to assess them and
discovered that they were both incorrect: There are two plausible reasons for this phenomenon, which
are as follows:

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Figure 1: Theory plan Behavior and Reasoned Action ( A )

Figure 2: Theory plan Behavior and Reasoned Action 2

Proposed Conceptual Framework

Figure 3: Conceptual Framework

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Hypothesis development
The most common starting point for research initiatives is the identification of a problem. For questions
and goals to be used as well as hypotheses to be developed, it is required to revise and clarify the issue
statement or study topic. Hypotheses that are not supported by evidence are those that propose an
explanation for a set of facts that may be investigated further via research. The formulation of
hypotheses should be in the form of statements rather than questions. A graph is a representation of the
connection between two or more variables that may be measured in one way or another. Testing
implications for all of the links supplied above should be immediately evident (Mourougan, 2017).
H1: E SCM has a positive effect on Halal Supply Chain Management.
H2 : A.I. and Machine has a positive effect on Halal Supply Chain Management.
H3 : Islamic Perspective Management has a positive effect on Halal Supply Chain Management .

Research Methodology

As a general rule, quantitative research is concerned with a systematic and empirical investigation of
phenomena. It also involves numerical data processing, which is performed via the use of statistics and
mathematics. Making educated guesses about numbers is a crucial step in quantitative research because
it bridges the gap between empirical evidence and mathematical articulation of the connection between
variables. It is common practice while doing quantitative research to choose and assess data in a
numerical format ( Basis., 2018). In most circumstances, the most common purpose of empirical
research is to achieve one of the two outcomes that have been identified. According to theoretician
Filippini, one may either postulate one's own theory or utilize empirical data to judge an existing or
newly presented theory that has been offered based on empirical evidence that has been offered by
others ( Soni,et. all., 2012). And also we selected quantitative method for this study.

Population, Sampling and Unit of Analysis

Study population is all Dhaka cities private Supply Chain Management companies and sample size 320
all executive employees. data collected by digitally online using google survey form. Measuring the
data use Likert scale 1 to 5.

Data Analysis Procedure

SmartPLS 3.3.3 was used to analyze the data. Nowhere else available program for creating route maps.
PATH MODELS are used to graphically represent the hypotheses and variable correlations that must
be evaluated while collecting data using a SEM (Anjum, et. all 2021). To deploy unobserved (latent)
variables, this program adds or deletes the structural model for them. The application calculates the
coefficients and includes them in the final plot design. Any number of data types and settings may be
dealt with. Exogenous or independent variables are assessed as latent variables in the structural model
using the PLS procedure (i.e. hidden variables). Workgroups, company stimulation, freedom, and
resources are some examples. Employers, supervisors, and demanding occupations are examples of
inhibitors. Instead, tension, involvement, and other difficult conditions are included in complexity
creation. Interdependence, heterogeneity, motivation, and mental health must all be addressed. It was
built with imagination (i.e., endogenous and dependent). A number of tools for evaluating algorithms,
bootstrapping, and techniques are available in SmartPLS. On identifies and creates model parameters
that maximize variance across dependent variables (Anjum, et. al 2021).

Results

This section examines statistical data and summarizes the intended study's conclusions. The popular
SmartPLS software application was used to analyze the statistical data using Structural Equation
Modelling. SEM is used to analyze things under a microscope (SEM). This method is now widely
employed in many fields, not only social work. It's also been employed in many other disciplines of
research (Anjum, et al., 2021).

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Table 1 shows that the number of male respondents (n 200) outnumbers the number of female
respondents (n 200). n 110 This is prevalent in Bangladesh, where women's participation in traditional
jobs is significantly lower than in the US (Islam & Kalimuthu, 2020). The most common age range for
answers is 26-45. Since they make up the majority of the population, this group is vital to the study's
success. The study received data from up to 65 percent of full-time workers, demonstrating they
prioritize the company's success above their own.

Partial Least Squared – Structural Equation Model Assessment

PLS-SEM can analyze data from both formative and reflective objects effectively, and it can recognize
things easily. Our research benefited greatly from the presence of second-order formative structures;
this intrapreneurial conduct was of both first and second orders, as in the prior study. The research
contained one item each for training and development, recruiting and selection, job stability, and
emotional commitment, totaling four items. Based on these findings, PLS-SEM was shown to be a
better statistical method than Covariance Based Structural Equation Modeling (CB-SEM) and should
be utilized to evaluate calculation model and structural formula assessments. The data gathered using
Smart-PLS software is analyzed using component-based SEM (PLS) in this research. Smart-PLS is a
software package with several applications in the social sciences. Smart-PLS is particularly useful for
exploring indirect effects of moderating and mediating variables. Smart-PLS is very beneficial in
studies of moderating and mediating variables ( Macias de Anda, E., 2018 ) .

Table 1: Respondent’s demographical profile.

Demographic Variables Description / Code Frequency Percent
Gender Male 200 62.50
Female 120 37.50
Age Up to 25 83 22.4
26 Years to 35 Years 176 47.6
36 Years to 45 Years 105 28.4
46 Years and above 6 1.6
Education Qualification HSC and Below 67 18.1
Undergraduate 89 24.1
Graduate 211 57.0
Postgraduate 2 .5
Others 1 .3
Employment Status Project Basis 22 5.9
Full Time 241 65.1
Part-Time 33 8.9
Contractual 59 15.9
Seasonal 15 4.1
Position HP Manager 36 36
Ass Manager 66 66
Sr executive 148 148
Jr Executive 88 88
Welfare officer / Analysist / others 32 32

Table 2: Cronbach Alpha, Composite Reliability and AVE report

Latent Constructs Cronbach's Alpha Composite Reliability AVE
E-SCM 0.917 0.935 0.706
A.I.& Machine 0.873 0.949 0.803
Islamic Perspective Management 0.943 0.942 0.714
Halal Supply management 0.910 0.930 0.690

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Table 3: HTMT report

Latent Constructs Com Mngt Sys EJP Motivation PDM
E-SCM
A.I. and Machine 0.710
Islamic Perspective Mgt 0.693 0.868
Halal SCM 0.767 0.889 0.876

Table 4: Predictive Relevance (Q2)

Latent Constructs SSO SSE Q²
A.I. 2220.000 2220.000
Islamic Perspective Management 1850.000 354.305 0.808
Halal SCM 1850.000 1850.000
E-scm 2220.000 2220.000

There are a number of metrics for evaluating a structural model's accuracy and predictability that may
be assessed using PLS Predict. The coefficient of determination suggests that the independent variables
have a total variance of 90% on the dependent variable with a r2 of 0.901 and a r2 of 0.900 after
adjustment. Table 6 shows the results. Latent motivation (f2 1.881), participatory decision-making (f2
0.066), and the compensation management system had no impact on the model. A SRMR value of
0.030, less than the threshold value of 0.800, and an NFI value of 0.946, more than the threshold value
of 0.800, show that the model met the goodness of fit criterion (see Table 7) (0.9).

PLS Predict was developed by Shmueli and colleagues to measure the structural model (2019).
PLSpredict is a holdout sample-based approach that employs holdout samples to predict endogenous
variable items at the case level. According to Shmueli and colleagues (2019), the predictive potential
of a research model should be considered in all research endeavors, including funding applications.
When assessing current results, it is important to consider the hypotheses and studies' ability to provide
predictions that can be tested. An overly narrow emphasis on a model's ability to forecast is an issue,
since perfect predictive models may not always be the best explanatory models. The PLS is expected
to split the data into two groups: training samples and holdout samples. Q2 predict values that are less
than zero indicate a poor ability to anticipate the future. PLS Mean Absolute Error (MAE) and linear
regression MAE are demonstrated in Table 8 to have a positive difference, which indicates that the
model properly predicts the influence of exogenous variables on the endogenous variable.

Table 6: f2 value
Independent Variables Dependent Variable (Employee Job Performance
Islamic Perspective Management 0.012
Halal SCM 1.881
A I and Machine 0.066

Table 7: Goodness of Fit (SRMR and NFI)

Saturated Model Estimated Model
SRMR 0.030 0.030
d_ULS 0.233 0.233
d_G 0.250 0.250
Chi-Square 532.736 532.736
NFI 0.946 0.946

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Table 8: Predictive Validity using PLS

Dependent Variable Items PLS MAE Q²_predict LM MAE Difference
HSCM_1 0.521 0.794 0.538 -0.017
HSCM_2 0.537 0.799 0.542 -0.005
HSCM_3 0.507 0.821 0.513 -0.006
HSCM_4 0.51 0.821 0.516 -0.006
HSCM_5 0.536 0.817 0.537 -0.001

Hypothesis Testing
PLS-SEM bootstrapping was used to test the researchers' hypothesis (see Table 9). According to H1, a
company's pay management system may have an impact on employee productivity. The null hypothesis
was not rejected in this research. According to the t-statistics, the path coefficient (0.049), and the P-value
are all within the acceptable range (p>0.05). As a result, H1 is shown to be unfounded. The route
coefficient for H2 is 0.156, the time is 3.982, and the significance level is 0.000. This shows that the null
hypothesis is more likely to be correct than the alternate. So, the H2 is able to function. Job performance
may be influenced by employees' level of motivation in H3. Table 8 demonstrates that the hypothesis is
supported by =0.783, t=5.053, and p=.000. The null hypothesis is rejected in favor of the alternative in
this research. H3 is alright, however. Consequently, research demonstrates that employee motivation
promotes work performance.

Table 9: Bootstrapping report

Hypothesis Path Standard
Path Relationship T Statistics P Values
number Coefficient Deviation

AI -> HSCM H1 0.049 0.027 1.787 0.074

IPM -> HSCM H2 0.156 0.039 3.982 0.000

Escm -> HSCM H3 0.783 0.049 5.053 0.000

Discussion and Conclusion

The scope of this investigation is wide open. The researcher had to use a deliberate sample because of
mobility restrictions, which limited the generalizability of the results. manufacturers' supply chain
integration plans. These various supply chain strategies can be empirically classified into at least five
valid types around the world, defined by their direction (towards or away from) (Frohlich, M. T., &
Westbrook, R.,2001). Only Halal Supply Chain Management, courier and transportation companies
were included in the study's sample. Future service-related research has been put out as a result of this
analysis. Organizational culture, cold supply chain management, employee’s engagement, job
happiness and manufacturing location all have a role in boosting halal supply chain management and
employee task performance by implementing of Strategies. The outcomes of this study might be tested
in government and non-government agencies in the future.

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THE EFFECTIVENESS OF ROAD SAFETY CAMPAIGN IN ENHANCING

AWARENESS AMONG MOTORCYCLISTS IN KOTA KINABALU

Nor Hafizan Mendi1*, Nur Farizan Tarudin2, Muhammad Firdaus Abd Rashid3
1
Malaysia Institute of Transport (MITRANS), Universiti Teknologi MARA (UiTM)
2
Faculty of Business and Management, Universiti Teknologi MARA (UiTM)
40450 Shah Alam, Selangor, Malaysia.
3
Commerce Department Politeknik Sultan Haji Ahmad Shah
Kuantan, Pahang, Malaysia.
*
Corresponding author: nurfarizan@uitm.edu.my

Abstract
Road traffic injuries are a major public health problem and a leading cause of death and injury around
the world. Throughout the world, each year about 1.35 million people are killed as a result of road traffic
crashes involving cars, buses, motorcycles, bicycles, trucks, or pedestrians. Road safety campaigns are
a platform for the delivery of information and knowledge about the importance of road safety to the
public. According to an article published by BH Online (2019), it states, "There are still a lot of students
under the age of 16 years old who are riding motorcycles without complying with the law, such as
without a license and not wearing a helmet." The population of this research is the residents that stay in
the Penampang area of Kota Kinabalu. Survey data were obtained from 107 respondents through a
survey questionnaire based on a questionnaire used by the Department of Road Safety (JKJR) covering
various fields and can be easily planned. The analysis uses a quantitative method, and the data collected
is in the form of words and numbers. After that, all the data will go through an analysis process using
the Microsoft Excel application. The factors used in this research have strongly influenced the
dependent variable, the effectiveness of road safety campaigns with information and motorcycle
attitude. This is due to the result of information obtained from the respondents showing a high
percentage.

Keywords: Road traffic injuries, Road safety campaign, Motorcyclist, Road traffic awareness, Road accident.

Introduction

Road safety campaigns are a platform for the delivery of information and knowledge about the
importance of road safety to the public. Apart from that, this campaign can create awareness among all
levels of the younger generation. Road safety campaigns are defined as purposeful attempts to inform,
persuade, and motivate a population to change their attitudes and behaviours to improve road safety.
This campaign will use organised communications involving specific media channels. It can have many
and multiple purposes, such as informing the public of new or little-known traffic rules, increasing
problem awareness, or convincing people to refrain from hazardous behaviours and adopt safe ones
instead (Hoekstra & Wegman, 2011).

The impact of the safety campaign will increase awareness among motorcycle riders and road users.
This campaign is very useful as it gives road users a sense of caution on the road and encourages them
to obey the rules of the road. Road accidents will be lower if road users comply with road rules. We
must strive to reduce the mortality rate in our country so that our country can grow. Let's not make our
family sad about our deaths. It is our responsibility to keep ourselves safe, especially on the road. We
do not know what will happen when we are on the road.

By having these safety campaigns, it will increase awareness among motorcycle riders and alert road
users about road safety. Collaboration from all the people of our country is vital to the success of this
campaign. The public should strive to reduce the death toll caused by road accidents. People must obey

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the rules of the road together in order to create a healthy society and live in a safe environment. Our
lives are our own responsibility. If it was not for us who obeyed our country's road rules, who else
would obey them?

The government and NGOs have organised a lot of activities and campaigns for road safety. According
to an article published by BH Online (2019), it states, "There are still a lot of students under the age of
16 who are riding motorcycles without complying with the law, such as without a license and not
wearing a helmet." Throughout the program, the Beach Valley Squad in My Heart, as the campaign
coordinator, will go to schools participating in the campaign to provide information on road safety.
Besides that, the parental guidance also plays a role in educating children about road safety awareness.
As stated in an article written by Othman and Ismail (2021) in BHOnline, "The level of awareness of
compliance with the safety aspects, especially the use of helmets, among students and parents who send
children to schools in the state is still poor and unsatisfactory."

Besides, according to New StraitsTimes articles, campaigns to reduce road accidents in the country
have failed. Deputy Minister of Transport, Datuk Ab Aziz Kaprawi, acknowledged this, explaining that
accidents are increasing every year even though the government, through various agencies, has
implemented many campaigns, efforts, and advocacy. “We have implemented various programs, not
fewer accidents, but more and more. So, what we did before failed, we have to admit we failed, and we
have to take this failure seriously. "

In response to these issues, researchers want to evaluate whether road safety campaigns are effectively
providing road safety awareness among motorcycle riders in order to reduce the number of road
accidents. In previous studies, through the adoption of approaches and behaviours that can increase the
impact of the road safety campaign in the short term and complement each campaign's impact in the
long run, it can be achieved through mass media (Phillips, et al., 2011). This statement is supported by
the study conducted by Rusli (2013). Facebook can be one of the mass media networks that enables
users to effectively obtain information through which mass media safety awareness campaigns can also
convey information about business, education, photo sharing, and video.

Besides that, the Road Safety Department of Malaysia (MIROS) intervention program, Redevelopment
of Road Safety Education (RSE), has been implemented in schools since 2007. The effort was supported
by the Ministry of Education as part of the long-term proactive action plan to increase awareness of
road safety among primary and secondary students. According to Alshehri (2019), when the institution
lacks a safety culture and safety education has not been embedded, students are involved in risky driving
behaviours.

In addition to that, the study conducted by D’Souza and Tay (2015) stated that the objective message
design states that will examine the influence of personality traits on the key messages of the behaviours
seen by drivers. Apart from that, Kim (2014) said that, based on his review, the major lesson for the
U.S. is to change the culture of community traffic safety where it encounters several factors: driver
factors, pedestrian factors, vehicle factors, environmental factors, and legal/educational
factors. Therefore, by looking at these previous studies' discussions, the researcher can say that the
future of road safety campaigns will move to new and alternative ways of influencing road user
behaviour. Furthermore, it can show a high percentage of awareness of road safety among road users
(Iipinge and Owusu-Afriyie, 2014).

This study is very important because the results will affect motorcyclists in Kota Kinabalu. Education
is an important and often under-rated component of effective road safety campaigns. While the ability
of a campaign message to capture and engage the attention of an audience is essential to increasing
awareness about an issue, the true success of a campaign is gauged by what people have learned and
how they have acted upon that new knowledge. It is for this reason that understanding the process of
learning and the various ways in which people retain information can provide local governments and
community partners with an important advantage in campaign development.

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Methodology

Sampling
There are many challenges due to time, money, and access that may prevent a researcher from collecting
data from the entire population of the study. Therefore, it is important to choose the right sampling
technique. Thus, it will give higher accuracy and faster results. The population of this research is the
residents that stay in the Penampang area of Kota Kinabalu, with an estimation of 93,616 people. The
researchers used the Roasoft Sample Size Calculator to calculate the suitable sample size for the data
collection. Then, based on the Raosoft Sample Size Calculator, the recommended sample size for this
study is 383 respondents. However, due to the time constraint, the researcher will focus on 107
respondents for data collection.

Method of Data Collection

Data collection involves the process of gathering information and data either from primary or secondary
data. The method of collecting data in this study consists of primary and secondary data. To obtain
standardised data from respondents, the researcher used methods of data collection by using a
questionnaire. The data obtained cannot be changed since it is only collected that has been answered by
the actual respondent.

The questionnaire survey was constructed based on the questionnaire used by the Road Safety
Department (JKJR). Questionnaire-based research is a popular form of research used by researchers as
it can cover a wide range of areas and can be easily designed. The questionnaire is divided into three
sections; the first section is section A: Demographics, which contains information about the respondents
such as age, gender, race, higher education level, and occupation. The second section is Section B,
which is about the measurement factor. The third section is section C, which is an evaluation of the
effectiveness of road safety campaigns on raising awareness among motorcyclists. Respondents were
given twenty minutes to answer. The questionnaire is more focused on obtaining data on respondents
and their evaluation of road safety campaign programs. The form of questions posed in this
questionnaire was closed-ended questions, and road safety campaign information was included. State
that all personal information is confidential. The secondary data that was used in this study is the
relevant online journal article from the previous study and also statistical records from the Road Safety
Department and Police Department, together with relevant articles from the websites.

Data Analysis
The data was analysed manually for this quantitative approach. The research question relates to the
selected methods and the type of analysis used by the researcher. For the quantitative approach, the data
collected was manually edited and coded for analysis processes after the data collection process. The
analysis uses a quantitative method, and the data collected is in the form of words and numbers. After
that, all the data will go through an analysis process using the Microsoft Excel application.

Results and Discussion

General Information
In this section, the results of the general information about the riding behaviours are described in Figure
1 and 2. Based on the data recorded through questionnaires, the majority of the respondents (82%) have
their own motorcycle as summarized in Figure 1. This data was tallied with the results in the types of
licenses that respondents have. 78% of those polled had a type B license, the highest percentage among
those polled. Apart from that, the majority of the respondents (54%) also have more than 10 years of
experience in riding motorcycles.

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Figure 1. General Information 1

Figure 2. General Information 2

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From Figure 2, it can be seen that the majority of the respondents (84%) said that they use the safety
equipment when they are riding a motorcycle. Then, the most common safety equipment that they
normally use is a helmet, with 80%, and it was followed by covered-shoes, with 11% of the respondents
saying that. The researcher focused on two issues in this section under general information, which are
road accident involvement and the road safety campaign. Based on the results of the analysis, there is a
balanced result between respondents that have had road accident involvement (motorcycle) and those
that have not been involved in the road accident, that is, each at (52% and 48%). However, in the past
2 years, there has been a good scenario for road accident issues. This is because, in the past 2 years, the
majority of the respondents (92%) were not involved in any road accident (involving motorcycles) in
their lives. According to the road safety rules, the majority of the respondents said that they have
knowledge of (99%) about these road safety rules and also comply (95%) with these rules. Besides that,
the majority of respondents also knew (94%) about the safety campaign in their area, and the majority
of them (76%) also attended this campaign.

Analysing The Effectiveness of Road Safety Campaign

Details result of each question under each factor that involved has been discussed further in this section.
It is discovered that the information factor played a major role in contributing to the effectiveness of
the road safety campaign based on an analysis of the effectiveness of road safety campaigns in
increasing awareness among motorcyclists. This result was proved by the data gathered as shown in
Figure 3 when most of the respondents agreed that the information given during this road safety
campaign enhanced their awareness of road safety and also the right actions that they needed to follow.
Besides that, motorcyclists' attitudes also slightly contributed towards the effectiveness of this road
safety campaign, with 54% of the respondents agreeing on this factor. The details of the information
factor are shown as below.

Figure 3. Effectiveness of Road Safety Campaign

Figure 4. Effectiveness of Road Safety Campaign - Information

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According to the data recorded and summarized in Figure 4, a majority of the respondents showed a
positive view of the information delivered in the road safety campaign. The data was validated when
90% of respondents stated that advertising helps them better understand the message of road safety. The
second question is whether advertising is a waste of time. However, most of the respondents (90%) do
not agree with the statement. There was a minority of respondents that agreed with the statement. Apart
from that, 68% of respondents feel that advertising materials in road safety campaigns are interesting
and effective in raising awareness and knowledge about road safety information. However, the
authorities cannot feel so comfortable. There is still a need for the improvement of their road safety
campaign to attract more people to attend and understand their objectives. This was supported by 82%
of respondents strongly agreeing that information materials and the content of road safety campaign
announcements need to be improved. This action can attract more attention from society and help them
understand more regarding road safety. Based on my observation, advertising can be a great benefit to
society in spreading awareness regarding road safety. It can help society to understand and be more
aware of rules and regulations, which can decrease accidents on the road.

Conclusion

The results obtained from this study can have an impact on road safety agencies in fulfilling the safety
awareness of motorcyclists. The department can use this research as a guide to making plans for the
success of a road safety campaign in reducing injuries and accidents. Furthermore, this research can
assist other researchers in furthering their research into the success of road safety campaigns,
particularly in Malaysia, where there is little information on motorcyclist attitudes. Several effective
recommendations can be made in order to improve the effectiveness of the road safety campaign not
just in Kota Kinabalu but also in other states in Malaysia. First of all, the government and related
authorities should emphasis the road safety campaign with the current technology to make this
campaign more relevant to the current situation and also attract the younger generation to participate in
this road safety program. To make sure the advertising materials in the road safety campaign are
interesting, effective, and need to be improved to make sure this road campaign is effective for the road
user, there should be regular educational campaigns for all motorcyclists in order to increase awareness
of the consequences of not following the traffic rules and regulations. Apart from that, an improvement
in educational campaigns will help to bring about attitude change as regards the use of motorcycle
helmets.

Acknowledgements
The authors gratefully acknowledge the Malaysia Institute of Transport (MITRANS) located at UiTM
Shah Alam for subsiding this paper under the Vanguard Grant. This study was also supported by the
Faculty of Business and Management, Universiti Teknologi MARA, 42300 Puncak Alam Campus,
Selangor.

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Editors
Aishah Bujang
Saiful Aman Hj Sulaiman
Malayisa Institute of Transport (MITRANS)
Universiti Teknologi MARA, Shah Alam
40450, Shah Alam, Selangor
MALAYSIA.

© Malaysia Institute of Transport (MITRANS), UiTM.

All Rights Reserved. No part of this publication may be reproduced, stored in a retrieval
system, or transmitted, in any form or by any means, electronic, mechanical, photocopying,
recording or otherwise, without the prior permission in writing from the Malaysia Institute of
Transport (MITRANS), Universiti Teknologi MARA, Shah Alam, 40450 Shah Alam,
Selangor, MALAYSIA.

Perpustakaan Negara Malaysia Cataloguing-in-Publication Data

Mitrans International Logistics and Transport Conference (3RD : 2021 : Online)

PROCEEDING : 2021 MITRANS INTERNATIONAL LOGISTICS AND
TRANSPORT CONFERENCE (MILTC2021) : TRENDS AND INNOVATION IN
SUSTAINABLE TRANSPORT, LOGISTICS AND SUPPLY CHAIN
MANAGEMENT, 1-2 December 2021, Virtual Conference, Universiti Teknologi
MARA, Shah Alam, Malaysia / Organised By : Malaysia Institute of Transport
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1. Business logistics--Congresses. 2. Logistics--Congresses. 3. Transportation--

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Hj Sulaiman. II. Aishah Bujang. III. Institut Pengangkutan Malaysia. IV. Institut
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