Info - UniKL | Malaysian Institute Of Industrial Technology

MITEC RESEARCH COLLOQUIUM 2013
(Series 2)
UniKL MITEC
DARUL TAKZIM LECTURE THEATRE
11 DECEMBER 2013
Organized by “Research and Innovation” department
MITEC RESEARCH COLLOQUIUM 2013
Dear Participants
Welcome to MCR2013,
Participating MRC2013 you will have real experience on writing papers and
presenting results, producing posters, sharing ideas and knowledge, learning
from others. It will be great exercise for those who are going to participate in
bigger scientific events, such as national and international conferences,
symposiums, congresses etc. It will be good motivation for staffs and students on
doing research, in collaborating with others, publishing papers and Promoting
UniKL brand. This event will help academic staffs to fulfil their KPA/KPI
requirements in terms of research, and will play significant role in increasing
number of publications as well as recognitions of UniKL MITEC. Participants
will be awarded by prizes and certificates. For students it will open new page in
their life – doing RESEARCH, which will bring them into high levels in their
further study as well as in professional career. This event also will improve their
presentation skills, teamwork skills, research skills, problem solving and critical
thinking skills. It leads to create new row in your CV so called “Publications”.
We do hope that you all will get something from MCR 2013 and this event will
be continued successfully in next years.
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Objectives
-
To enhance research culture;
-
To bring researcher under one roof and to motivate doing research;
-
To exercise and improve research elements such as writing and presentation
skills etc;
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To support in increasing number of publications in Indexed journals;
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To expand UniKL MITEC reputation by publishing more papers.
Organizing Committee
Mr Mohd Amran Mohd Daril
Head of Research and Innovation
UniKL MITEC
Dr Ikrom Rikhsiboev
Research Coordinator
UniKL MITEC
Azrina Arshad
Innovation Coordinator
UniKL MITEC
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Table of content
Papers
No
1
2
3
4
5
6
7
Authors
ADNAN
BAKRI
Title
HJ.
Total Productive Maintenance: Issues and
Direction for Future Research
Page
5
RAYNER TAN
WING SHING
Public Transport in Malaysia
MAZLAN MD.
ZAHID
“Accessible Public Transport” Transport
Provision for Disabled people in Malaysia
22
Analysis of lightning transient effect on a
transformer substation
35
Assessment on the Utilization of Current
Halal Certification Technologies by Halal
Industry Players in Malaysia
47
Information Communication
Technology Adoption Process for
Malaysia Halal Transportation
61
NUR FAZIRA
HARIS
ZUHRA
JUNAIDA
MOHAMAD
HUSNY
ZUHRA
JUNAIDA
MOHAMAD
HUSNY
FAHRUL
IRFAN ISHAK
Ilmu Logistik Menurut Perspektif Islam:
Suatu Kajian awal menurut Al-Quran dan
As-Sunnah
15
76
3
Posters
No
1
Authors
SHAIFUL
ANWAR
ISMAIL
2
LATIPAH
NORDIN
3
RAHIMAH
KASSIM
4
AZRINA
ARSHAD
5
MOHD AZIZI
MAJID
6
NOORUL
HIDAYAH
OMAR
AIFA
SHAHESRA
RAHAYU
BINTI
SHAHABUDIN
JIMISIAH
JAAFAR
7
8
9
JAMILAHTUN
MD GHAZALI
Title
An improvement of production leveling to
meet customer order variation using lean
manufacturing approach(case study at Onilux
Sdn Bhd)
Page
Learners Perception vs. Experience Towards
Poster Presentation
The acceptance of Moodle application in
teaching and learning mashup: an application
of technology acceptance model (TAM)
Application of Taguchi Method in
Optimization of Process Parameter for
Shielded metal arc welding (SMAW).
Development ergonomic workstation at
injection moulding machine.
Design improvement of umbrella
Design Improvement for class chair in Unikl
MITEC
The study on effect of soft skill
entrepreneurship training towards emotional
intelligence and entrepreneur culture among
Johor Bahru Bumiputra SMEs
Benefits Study of Ulu Tiram Interchange,
Johor, Malaysia
4
TOTAL PRODUCTIVE MAINTENANCE: ISSUES AND DIRECTION
FOR FUTURE RESEARCH
Adnan Hj. Bakria, Widya Kartini Mohd Razalia, Mohd Zul-Waqar Mohd Tohida,
Shaiful Anwar Ismaila and Mohd Fadzali Daudb
a,
Facilities Maintenance Engineering Department,
b,
Industrial Logistics Department,
Universiti Kuala Lumpur – Malaysian Institute of Industrial Technology,
Johor, Malaysia.
ABSTRACT
This paper aims to review on the community of research design employed to
investigate the various issues in TPM implementation. Concurrently, it is also
aimed to analysis the contribution from Malaysian –based researchers towards
increasing the literature of TPM. Attempt was made to discuss the available
literature related to TPM published from year 1992 until 2012. The outcomes
from this review would serve as useful guideline for the future research in TPM
particularly for Malaysian researcher.
KEYWORDS: Total productive maintenance; case study, automotive industry,
1. INTRODUCTION
The nascent growth in the manufacturing industry has boosted the
utilization of automation and mechanization of equipment. As an impact, the
controls on the production processes are becoming more complex either for
equipment or human. Towards competitiveness in the globalization economy, the
manufacturing industry must be supported by effective and efficient quality
control system and maintenance (Bamber et al.,1999 ; Ahmed et al.,2004; Graisa
and Al-Habaibeh, 2011). A superb quality system must be supported by well
maintained or reliable manufacturing equipment (Madu, 2000; Kutucuoglu et al.,
2001; Lazim and Ramayah, 2010). The process of maintaining the equipment
and processes for its efficiency and reliability, becomes the main priority for the
organization, as it has direct impact on quality, cost and delivery of the services
or product produced .Reliable equipment and processes is part of the key
business success in any organization (Jostes and Helms,1994; Kutucuoglu et al.,
2001).
The manufacturing industries in the Western adopted the total
productive (TPM) alongside with other techniques such as total quality
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management (TQM), just in time (JIT) and lean production as part their strategy
for the world class performance. The careful adoption of TPM methodology in
those industries has proven to make significant contribution to company
profitability through increased production efficiency, improved the product
quality, lowering operating cost, timely delivery to customers, ensured safety of
the workplace and improved morale of the employees (Cigolini and Turco,1997;
Bamber et al.,1999; Labib,1999; Konecny and Thun, 2011).
Such impressive highlights in the west have motivated the authors to
further investigate the phenomenon of TPM implementation within the domestic
manufacturing industry. Subsequently, the following questions are aroused:
What is the common design used in TPM research? How is the contributions
from Malaysian –based research towards increasing the literature in TPM ?. This
paper aims to review on the common research design employed to investigate the
various issues in TPM implementation. Concurrently, it is also aimed to analysis
the contribution from Malaysian –based researchers towards increasing the
literature of TPM.
2. LITERATURE REVIEW
2.1 Total Productive Maintenance
Total Productive Maintenance (TPM) is an innovative approach
employs to maximize equipment effectiveness by establishing a comprehensive
productive-maintenance system covering the entire life-span of the equipment
(Nakajima, 1988). TPM brings maintenance as a vital part of the business. It
involves a synergistic relationship among all of operational hierarchy in the
organization towards maximizing the effectiveness of the equipment and
processes (Jostes and Helms,1994; Eti et al., 2004). A more comprehensive
definitions could be referred to paper wrote by Bamber et al. (1999) and Ahuja
and Khamba (2008).
The ultimate goals of TPM are zero breakdowns, zero defects, zero
accidents and zero waste (Nakajima, 1988). In a more wider scope, its strives to
maximize the manufacturing priorities namely
productivity (P), quality of
products (Q), competitive operational and products cost (C), timely delivery to
customers (D), safety of operations (S) and improve employee morale (M) The
basic practices of TPM are called the pillars of TPM, specifically : autonomous
maintenance; focused improvement; quality maintenance; planned maintenance;
development management; education and training; office TPM, and safety,
health and environment (Nakajima, 1988; Cooke, 2000; Hansson and Backlund,
2003; Bamber et al., 2004; Ahmed et al., 2005; Ahuja and Khamba, 2008).
3. RESEARCH METHODOLOGY
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This paper briefly reviews a range of literature related to TPM
published from 1994 to 2012. The main databases used were Scopus and
Emerald, while the main keywords used were “TPM implementation”, “TPM
issues”, and “research design in TPM”. Some related papers were also obtained
by studying the references listed in the literature. A total of 75 papers were
studied. The review process starts by studying and identifying the common
research design in TPM. Concurrently, the Malaysian –based researches were
noted. The graph and table were used as part of tools for review process.
4. REVIEW RESULTS AND DISCUSSION
4.1 Research Design TPM
The issues discussed in TPM literature are varied and diverse, generally
evolves on various activities related to TPM development, implementation,
evaluation critical success factors, integration of TPM with other quality
initiatives and continuous improvement activities (Yamashina, 1995; Ben-Daya
and Duffuaa, 1995; Blanchard, 1997; Ollila and Malmipuro, 1999; McKone et
al., 1999; Tsang and Chan, 2000; Ireland and Dale, 2001; Ferrari et al., 2002;
Sun et al.,2003; Konecny and Thun, 2011; Graisa and Al-Habaibeh, 2011). The
summary of the research method apply by previous researchers were tabulated in
the Appendix.
An extent review on the literature revealed that case study is the most
widely used research methodology to investigate the various issues in TPM
implementation. A case study research represents a portion of 56.3 percent
from overall research activities in TPM. A review paper activity, in which
classified as historical research and survey research represent a portion of 23.9
percent and 19.7 percent respectively. Figure 1 shows the breakdown of
research method applies by the previous researchers and Figure 2, shows the
focused industry in the previous case study. This figure exposes that the
automotive industry is the most popular industry focuses in the case study.
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Figure 1: Research design employs in TPM
Figure 2: Focused industry in TPM case studies.
4.2 Contribution from Malaysian-based Research
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A review of literatures revealed that there was little research done to
address the TPM implementation issue in Malaysia. The TPM research in
Malaysia is still in its infancy and relatively unsaturated (Chong et al., 2012).
The first publication on TPM issue by the Malaysian-based researcher was
started in year 2002 (Ramayah et al.,2002). Since then, numerous of Malaysian
researchers have engaged in studying the TPM. The available TPM research in
Malaysia are mostly using survey and quite broad in addressing the issue of
TPM implementation (Ramayah et al., 2002; Ahmed et al., 2004; Seng et al.,
2006; Batumalay and Santhapparaj, 2009; Lazim and Ramayah, 2010).
The survey study was aimed at obtaining the baseline data for the status
of TPM implementation as well as obtaining empirical evidence for the effect of
independent variables towards successful of TPM implementation. The common
independents variables identified were the role of management, the role of
training and education, the effect of employee participation, team work
management, formation of autonomous maintenance (AM) and structured
planned maintenance ( Ramayah et al., 2002 ; Seng et al, 2006 ; Lazim and
Ramayah, 2010). The empirical evidences provided by the previous studies are
useful as starting point for further exploration in TPM research. Each of the
independent variables identified could be further investigated by applying a case
study method for an in-depth information (Yin, 2009). Only a few Malaysian
researchers employ the case study method in their research (Ahmed et al., 2005;
Lazim et al., 2008 and Chong et al., 2012).
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Figure 3: Malaysian-based research in TPM
About 62.5 percent from Malaysian based research were conducted in
non-specific industry (Ramayah et al., 2002; Ahmed et al., 2004; Seng et al.,
2006 ; Batumalay and Santhapparaj, 2009 ; Lazim and Ramayah, 2010 ). The
number of researchers focused on a specific industry, relatively still small (37.5
percent). Lazim et al.,( 2008) and Chong et al., (2012) focused their study on
automotive companies whereas Ahmed et al., (2005) focused on semiconductors
company.
Malaysian automotive industry has grasped attention for this research
activities since it is considered one of the vital industries to support the vision of
Malaysian government to be a developed nation by 2020. Automotive industries
are known to be very competitive since the companies have to meet both internal
and external pressures like stringent customer requirements, competitive pricing,
lead time, zero defects and new advance manufacturing technology adaptation
etc. Moreover, the companies have to follow strict government regulations and
policies on health, safety and environmental issue (Lazim et al., 2008).
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Nonetheless there is a lack of study relating to TPM implementation in
Malaysian automotive industry.
Chong et al., (2012) conducted a case study in the automotive supply
chain by examining on how the automotive manufacturer transferring the TPM
practices to its vendors. They reported that the manufacturer obtained a
predictably impacts from those vendors performing TPM. Vendors on the other
side enjoyed the improvements benefits mainly on their machine availabilities,
product qualities, safety requirements, and plant cost effectiveness levels thus
they are able to satisfy and fulfill the requirement from manufacturer. However,
the study by Chong et al., (2012) only analyzed the TPM implementation at the
vendor’s site. The information on how successful the manufacturer in
implementing TPM before transferring their experience and knowledge to the
vendors was not presented.
Another study focused on the automotive industry was the one by
Lazim et al., (2008) who conducted a study on TPM implementation in one of
the leading suppliers of various automotive components. Their study only
focused mainly on two out of main pillars of TPM, namely autonomous
Maintenance (AM) and planned maintenance (PM). Other vital pillars such as
training and education, focused improvement, quality maintenance, early
management, safety, health and environment were not addressed.
CONCLUSIONS
TPM methodology promised to yield efficient support to the
organization for competiveness, in terms of quality product, reasonable
operational cost as well as timely delivery to the customers. (Ben-Daya and
Duffuaa, 1995; Blanchard, 1997; Bamber et al., 1999; Ollila and Malmipuro,
1999; Kutucuoglu et al., 2001; Williamson, 2006 ).
This short review uncovered that the case study approach is the most
preferred research design for investigating a various issues in TPM. On the other
hand, the contribution from Malaysian researcher towards increasing the TPM
literature is relatively low. It is clear that, there are a lot of opportunities for
Malaysian researcher to further investigate the actual phenomenon in TPM
implementation. By the lively research activity, the Malaysian researchers could
further contribute to the overall worldwide research in TPM.
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[26] Nakajima, S (1988): Introduction to TPM, Productivity Press, Cambridge, MA.
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14
PUBLIC TRANSPORT IN MALAYSIA
Tan Wing Shing (Rayner), Mazlan Bin Md. Zahid and
Mohd Hilmi Bin Abd. Rahman
Industrial Logistics Section, UniKL – Mitec,
Jalan Persiaran Ilmu, Seri Alam, Johor Bahru, Johor.
ABSTRACT
The paper reviews the history and standing of Public Transport in Malaysia
in terms of the development, the current state, policies, provisions and the
network systems. The case of Klang Valley is taken as an example other
growing cities and its development for a sustainable environment and
efficient transport system. The potential for development of modern public
transport in Malaysia is strong due to the rapid economic transformation.
The emergence of new objectives for the public transport function has
created a need for a development that identifies and organizes
transportation infrastructure in an integrated modern structural system.
KEYWORDS – Public Transport – Road Networks – Sustainable Transport
Systems
1.
INTRODUCTION
Public Transport can be defined as the comprising of all transport systems in
which the passengers do not travel in their own vehicles. In some states, it is also
called public transit or mass transit. In general it could be meant a rail or bus
services, LRT, MRT or etc. i.e. any system that transports members of the
general public. The term rapid transit refers to fast public transport in and around
the city centre, such as metro systems. This paper focuses on the land-based
public transport system in Malaysia in particular, the issue of public transport
facilities for the urban areas or city.
The Malaysian economic transformation has propelled a structural
development in transportation sectors. Several factors accelerate the
phenomenon of this progress. This movement requires a comprehensive
sustainable transport policy that is basically committed to the highly
improvement of public transport corridors. Public transport corridor can be
defined as particulars routes along, which there is a concentration of bus, train or
other forms of public transport (Root and Fielding, 1996). The field of public
transportation needs in a wide area of research subjects. Marketing, economic,
15
social, political, and psychology development are major fields involved in the
development of public transportation (Osif, 2000)
Public ‘s movements are pointless without the accompaniment of excellent
transportation planning and execution. The transportation planning should be
benefited to the public once over the alternate forms of transportation to reduce
problems relate to traffic accidents, congestion, air, water, and noise pollution,
and suburban sprawl due to high level of auto-mobility (Balsas, 2001).
Importantly, the transport planning has to meet the needs of the social, economic,
and political development of the country.
The question that arises to mind is how true are those issues? Can the
transport sector rested on the claims that things are functioning just fine? A
review of the Malaysia-based websites available on the internet that deal with
public transport facilities in Malaysia particularly those in Kuala Lumpur
generally tell of how ‘extremely reliable’ the various systems are.
2.
A BRIEF HISTORY
There is little historical record regarding the beginnings of the public
transport in this country. Amongst the two modes of rail and bus, the rail system
is the oldest and has a clear beginning in the annals of Malaysia transport. The
British first installed a rail line from Port Weld (now Kuala Sepetang) to
Taiping in 1884. By 1903, a continuous line running from Johor Bahru in the
South to Bukit Mertajam in the north was completed on the West Coast. With the
completion of the Causeway to Singapore in 1923, an uninterrupted rail link
from Singapore to Thailand for passengers train service was established. In the
early days those who can afford transport services would utilize the rickshaw,
trishaw or horse carriages. In 1892, experiments with suburban steam-tramway
line from Singapore to Johore were conducted. The electric tram system was
introduced in Penang in 1906. In 1959, five London Trolley buses were
dispatched to Georgetown, Penang for commercial passenger services.
3.
CURRENT SCENARIO
Currently in Malaysia, although public transportation development has
always been characterized by the government’s efforts to adapt to the needs of
national development, the essence of public transportation development, as in
other development countries, has always needs to be improved to provide better
services. But to what extend is the development for the improvement of public
transportation for better services, especially in the Klang Valley areas is always
questionable. In Malaysia case, long distance travel are being catered for by what
is called the ‘ Express Bus’ service-intercity trips made by scheduled buses by
16
numerous companies serving every destination in West Malaysia. Since these
buses virtually go to the doorsteps of the hometown of their passengers, the
system is very popular. Town buses though are not as successful as their long
haul counterpart. Specialized services such as school and factory buses have
pushed town buses into greater difficulty in maintaining a profitable service.
The rail system has not changed greatly for long haul travel. A route of the
Keretapi Tanah Melayu Berhad (KTMB) is virtually unchanged from the
original Malayan Railway of the 1900’s. The greatest change for rail-based
travel though occurred when Kuala Lumpur adopted the Light Rail Transit
(LRT) system in the form of STAR and PUTRA services. KTMB’s own
‘Komuter’ Train serving the Klang Valley area is a huge contributor to public
transport utilization in Malaysia.
4.
USER NEEDS
Travel by bus is usually the preferred option of public transport. There are
public buses, which operate on the shorter routes as well as the longer trips. In
big cities, today, a fleet of big modern buses is replacing the overcrowded,
poorly maintained and recklessly driven minibus service. Although the bus
services have been improved, in the Klang Valley areas bus patronage has
declined due to the competition from private cars and under-investment with the
fewer of new buses. The extra cars on the road have caused congestion, which
has damaged bus reliability, causing more bus passengers to turns to cars. Due to
this factor bus fares is rising comparing with last few years to cover the
escalating costs and low demand from passenger. Thus bus operators are
struggling to achieve a strong financial footing to support further investment and
innovation in their services. Nevertheless, the scenario is different at rural at
rural areas and small cities where there is a monopolistic competition of public
bus services, which has make it fares become more expensive and infrequent
services. In Kuala Lumpur only 16% of commuters make use of public transport
as their main mode of travel, thus doing little to ease traffic congestion in the
city. This percentage is far off from the 60:40 modal split set for public transport
and own transport users in Kuala Lumpur 2020 Structure Plan draft. Among the
shortfalls are the lack of facilities such insufficient parking spaces, poor
interconnectivity, hassle in ticket purchasing and incomprehensive route
coverage. In Penang, similar situation arise mainly because the services are not
good enough to satisfy the demand. The rising trend of owning a personal
transport, in this case the motorcycle, is another factor that has exacerbate the
declining use of public transport in Penang. Thus government has taken a
necessary step by the lauching of Rapid Penang recently as to accommodate the
commuters needs. Various other issues such as lack of comfort, uncertain service
intervals, slow moving and not accessible to the required destinations all render
17
the choice for public transport less likely for a majority of the would be users
everywhere.
In the middle of 1990s, although rail travel in Malaysia is common, the
routes are quite limited. Since the routes are limited and the office and homes are
far away from train stations, this encourages citizens to drive to work rather than
take commuter or light rail transit. With a little investment to improve
infrastructure, Malaysia’s inter-city trains move at a slow and out-of-date
compared with the high-speed trains found in Japan and Europe. The citizens of
big cities in Japan such as Tokyo and Kobe are highly use public transport for
work trips. In UK for example, the use of transport hubs as alternative
workplaces in a well-established practice is very common particularly for
employees using mobile technology such as laptop computers(McLennan and
Bennetts, 2003). Also the citizens of Asian cities include Singapore, Tokyo,
Hong Kong, and Seoul ,most travel by rail-based transit (Kenworthly, 1995).
Although, rail transport corridors could increase modes choice for citizen to use
public transport but they were not found to be affordable by some groups.
Edvardsson (1998) state that the dominant problem in the traffic planning
category is defects in the co-ordination of bus services, both buses and other
means of transport such as trains or light rail lack of this tangled and integration
is particularly apparent in some areas. For examples, timetables that are difficult
to read or poor information in conjunction with frequent changes in the timetable
also created problems for the passengers.
5.
THE CASE OF KUALA LUMPUR
The fast pace of development of Kuala Lumpur has taken a toll on public
transport. The declining trend in public transport use is worrisome. A need for
better public transport resources and infrastructure is required to shorter the leadtime and haulage time especially in the Klang Valley. Tallman (1991) contends
that the concept of the firm’s resources provides important insight on the
determinants of a firm’s performance. If this trend is not halted and reversed, the
city of Kuala Lumpur will find itself unsustainable in terms of mobility and
consequently render business opportunities less and less attractive. Kuala
Lumpur has pride itself as being the commercial center of the country
particularly now that Putrajaya is poised to be the administrative center in totally.
While efforts to build more and more roads, the modern transportation structure
there should be minimal amount of employee contact experienced during the
delivery of service. These types of service are also heavily dependent on the
functionality of equipment and infrastructure. What might actually occur in
Kuala Lumpur is that more traffic will be generated-what transport researchers
call ‘Induced Traffic’. Many new roads that were built and are still being built to
solve the Klang Valley traffic problem. It should be noted that the amount of
18
money spent for road building would have been able to provide significant
facilities for public transport. The important point here is that more people would
have reaped the benefit of a comprehensive public transport systems than just the
section of the population for whom the highways were built. In the mean time,
public transport continues to decline in its use despite the provision of modern
intra-urban public transport facilities such as the KL monorail, STAR and
PUTRA light rail systems.
6.
BETTER LINKAGE AND INTEGRATION
Government should emphasize on key steps to implement policies on the
improvement of public transport. Cooperation and coordination among all
parties, such as government agencies, transport operators and users, including
consumer groups, self-help organizations, and non-governmental organizations
(NGOs), would ensure the development of adequate public transportation in
Malaysia modern society will meet universal needs (Ta et al., 2000). The
alliances of NGOs should work together for the improvement of the existing
inadequate public transport system. NGOs could play an active role in sharing a
concern over the lack of a comprehensive sustainable public transport policy.
Also, the establishment of the Land Transport Commission would enables a
better integration and coordination in planning, regulating and monitoring of
public transport services to ensure safety, convenience and accessibility for all
passengers particularly in Klang Valley areas.
One way to develop for a better linkage and integration among the public
transport, the demand for the bus services should be improved. For example, bus
fares could be reduced and the authorities should allow multiple bus company to
operate on the same route. Bus services also need to be given effective,
enforceable priority in the traffic system in the form of bus-only lanes and busactuated signal priority. Buses could generate patrons for the rail system,
completing the virtuous circle to cover its operating cost (Mees, 1995). Since
many bus routes now act as rail feeders, bus system and pedestrian walkways
need to be enhanced over time especially in linking to light rail transit hubs for a
better-integrated system (Tripp and Drea, 2002). Light trains and commuter have
the ability to attract the highest proportion of those who could use a car. One
opportunity exists for extending the range of accessibility of rail services via
connecting bus services, which is that the changing legislative structure will
allow more combined bus services ownership in the same geographical area,
something which was not allowed under previous regulations.
19
7.
CONCLUSION
We hope Kuala Lumpur will come to materialize the futility of her public
transport attractiveness all these years, we wish to remind the new and upcoming
conurbations such as Seremban-Nilai, Sungai Petani-Gurun, Melaka-Alor Gajah,
Seberang Perai-Kulim and Johor Bahru-Senai to be wary of building roads as a
means of reducing congestion. Before huge investments are poured into road
building it would be wise to consider seriously how we can produce a
manageable transport system that are efficient, safe and reliable. Good
transportation systems can increase country’s competitiveness and ability to
attract tourist to conveniently travel in Malaysia. Although Malaysia has not
reached the level of logistics excellence that the USA, Japan, Korea, and some of
Asian countries have achieved, it is promising to note some of the developments.
In conclusion, we believe timely and policy driven support for public transport
by all sectors of our society may yet save us all from the sprawling traffic
uncertainty in the country. We must also learn from the bitter experiences of
others. We should not let the history of inappropriate policies terms of urban
road expansion be repeated elsewhere in Malaysia. Successful in today public
transportation required a broad view of transportation management’s role and
responsibilities of its share holders.
REFERENCES
[1]. Balsas, C.J.L. (2001).Towards more sustainable transportation.
International Journal of Sustainability in Higher Education, 2(4), 316328.
[2]. Edvardsson, B. (1998). Causes of customer dissatisfaction-studies of
public transport by the critical-incident method, Managing Service
Quality, 8(3),189-197.
[3]. Kenworthy, J. (1995). Automobile dependence in Bangkok: an
international comparison with implications fro planning policies, World
Transport Policy & Practice, 1(3), 31-41.
[4]. McLennan. P, & Bennets, M. (2003). The journey to work: a
descriptive UK ease study.Facilities, 21(7/8), 180-187.
[5]. Mees, P. (1995). Urban transport policy paradoxes in Australia.World
Transport Policy & Practice, 1(1), 20-24.
[6]. Osif, B.A. (2000). International transportation literature: an analysis of
citation patterns, availability and research implications to the
transportation community. The International Journal on Grey
Literature,1(4), 149-156.
20
[7]. Root, A., & Fielding, W.J. (1996). Placebo or panacea? Rural transport
corridors:some social and environmental issues. World Transport
Policy & Practice,2(4), 20-27.
[8]. Ta, H.P.,Choo, H.L., & Sum, C.C. (2000). Transportation concerns of
foreign firms in China. International Journal of Physical Distribution &
Logistics Management, 30(1), 35-54.
[9]. Tallman, S.B. (1991). Strategic management models and resourcesbased strategies among MNEs in a host market. Strategic Management
Journal, 12, 60-82.
[10]. Tripp, C., & Drea, J.T. (2002). Selecting and promoting service
encounter elements in passenger rail transportation, Journal of Services
Marketing, 16(5), 432-442.
21
‘ACCESSIBLE PUBLIC TRANSPORT’
TRANSPORT PROVISION FOR DISABLED PEOPLE IN MALAYSIA
Mazlan Md. Zahid, Tan Wing Shing (Rayner), Mohd Nasir Bin Alias
Industrial Logistics Section, UniKL – MITEC,
Jalan Persiaran Ilmu, Seri Alam, Johor Bahru, Johor.
ABSTRACT
Disabled people are still marginalized in all areas of their lives including
education, employment and social support services. This paper looks at the
situation of disabled people and the transport provision in facing the future
challenges. Malaysia has a population of 27.17 million people. A total of
197,519 disabled people have registered with the Department of Social Welfare
Malaysia (DSW) at the end of 2006. This figure is not a true reflection of the
number of disabled people as registration is voluntary. At the moment there is no
anti-discrimination law. A proposed Persons with Disability Act drafted in 2002
has not been sent to the Parliament yet. The medical model of disability is deeply
entrenched in the mindset of Malaysians. Disability is viewed as other people’s
problems rather than the collective problem of society. There is a strong
prejudice towards disability and disabled people. The general perception is that
people are disabled by their conditions rather than by structural and attitudinal
barriers. Since 2006, there has been an increase in high-profile advocacy
activities on disability issues. These include advocacy on accessibility in the
built-environment and public transport, and a call to the government to expedite
the passing of the Persons with Disabilities Bill in the Parliament to remove
discrimination and protect the rights of disabled people in Malaysia. The
support extended by Japan International Cooperation Agency (JICA) and the
Human Care Association since 2005 in organizing trainings for disabled leaders
coupled with the current advocacy activities have created a greater awareness
among disabled people on their rights and concepts of Independent Living (IL).
The time is ripe now for the establishment of IL Centres in Malaysia as to align
with the development of the transport sector as well. Subsequent to the setting up
of the two Independent Living Centres, an umbrella body can be formed to
regulate the standards of living for the disabled person as to accommodate their
day-to-day activities. To ensure the sustainability of this transport provision, it is
essential to get support in term of the the transport strategies and policies to be
established by the government. To this end the disabled people associations have
to actively engage the government and push for the recognition of their
fundamental human right of living in the community with full support from the
government. This is an exciting time for disabled people in Malaysia. The
country aspires to become a developed nation by 2020. The government is
22
working on building human capital to power this aspiration. Disabled people in
Malaysia would like to see the phrase “human capital” to include disabled
people too. Recent high-profile advocacy activities have made the government
aware of the problems faced by disabled people especially in their day-to-day
movement. In a way, by creating of demand therefore the government has no
choice but to supply. The beginning may be difficult. The first few baby steps are
always challenging but by taking the first step in a journey of one thousand miles
could be benefited in the future to come.
Keywords: Transport Policy, Comprehensive Transport Planning, Transport
Technologies, Best practices, developing countries.
1.
INTRODUCTION
A total of 197,519 disabled people have registered with the Department
of Social Welfare Malaysia (DSW) at the end of 2006, whilst 170,455 disabled
persons have been registered with the Women, Family and Community
Development Ministry as of last year. The figures by states are showing in the
Table 1.
TABLE 1.
State
Selangor
Johor
Perak
Kuala Lumpur
Kelantan
Kedah
Sabah
Penang
Trengganu
Sarawak
Negeri Sembilan
Melaka
Pahang
Perlis
Labuan
Total Number of Disabled People
Registered
22,332
21,232
18,382
15,831
15,214
11,577
11,083
10,961
10,714
10,549
7,910
6,825
4,007
3,395
443
Source: Women, Family and Community Development Ministry, Malaysia.
23
A total of 66,130 of them had learning disability while the other categories were
physical 56, 738, hearing 26, 294, sight 16, 302 and other 4,991. Over the
years, the disabled people organization in Malaysia have been striving hard to
fight for the rights to live like other non-disabled persons. Disabled persons
should be respected as complete human beings. Emphasis should be given to
create a conducive environment for cross disability program so that people with
different disabilities can understand each other. There must be a conducive
environment for the disabled to develop their potential to the fullest extent.
Disabled persons must enjoy full education so as to develop their minds to
compensate their disabilities. Disabled persons must have full access to the
public transport that is useful in their day-to-day movement. Therefore the
disabled persons, senior citizens, pregnant women, children and all who are
physically weak should be completely barrier-free in accessing public transport
facilities.
Recently the Transport Minister Datuk Seri Chan Kong Choy has
mentioning that the committee, chaired by deputy secretary general Iplanning)
Long See Wool, would also have representatives from agencies such as Malaysia
Airlines, RapidKL, KTM Berhad, City Hall and the Commercial Vehicle
Licensing Board. Disabled groups will get their say in public transport policy,
with the setting up of a government committee to look into their grouses. With
the establishment of this committee, they will have a platform to allow them a
voice and an exchange of views on all public transport planning, without them
having to go to the individual companies. This is a better way for them to
overcome any issue that arises. The formed committee would discuss ways to
make the public transport system more disabled friendly as well as future plans.
It will also recommend how transport companies can improve their services. The
mindful is the disabled persons need to have access to public transport to
commute. Beside that the groups had also requested the government to include
the master plan for public transport facilities in the cities, which had been
commissioned by the Cabinet committee. Having disabled-friendly access to
public transport will not only benefit the targeted group but senior citizens as
well. The formed of this committee is vital for disabled groups and for them to
continue fight for more access to public transport, particularly on buses operated
for example by RapidKL, which currently served merely for trunk road .
In conjunction of the comprehensive transport planning the policy has to be set
up for the transport provision for disabled groups. For example ‘The National
Car Policy’ which encourages each home to have at least a car and as a result in
the case of Penang in the last five years, they had recorded an increasing of 11%
of cars registration. Transport facilities play an important part in achieving the
desired urban quality living for everybody. In this paper the transport provision
strategies and policies that are used in the developing country could be useful to
be adapted to our Malaysia context in enhancing our disabled groups need.
24
The objectives of this paper is to identify in Malaysia context what should
be made in providing the transport provision for disabled persons, to identify
where gaps in accessible transport provision, to assess whether any
improvements have been made currently, to ascertain ‘what works’ to provide
transport accessibility, and to identify cases of good practice from developing
country transport operators can learn. In many cases the questions that always
came into mind on what problems facing by the disabled groups in improving
the current public transport could be listed as follows:i.
ii.
iii.
iv.
v.
What are the key barriers face in using public transport
How do these impact on their life
Identify any examples of good practice in terms of accessible
transport provision
What has changed so far.
What needs to be changed.
In 1998, the then Scottish Office commissioned Reid-Howie Associates to carry
out a piece of research to examine transport provision for disabled people in
Scotland. (1) That work had five main purposes:
i.
ii.
iii.
To identify the needs of disabled people in relation to public transport
To identify the provision of public transport for disabled people
To compare the provision to the needs identified
From the researched the findings were found that the disabled people need to
be able to board vehicles easily, and in manner which does not compromise their
safety, and to be able to use appropriate facilities independently and privately.
There was a need to ensure that the built environment allows access to transport,
and that the facilities and waiting areas are accessible to all disabled people,
disabled people need clear information in a range of appropriate formats. In term
of access to services and facilities, relating to all modes of transport studied, staff
within the public transport system need to have an understanding of disability
issues and consultation between disabled people and transport and infrastructure
providers and policy makers was identified as being critical. The Disability
Discrimination Act should be established in conjunction to policy issues relating
to transport provision for disabled people.
2.
DISABLED PEOPLE AND TRANSPORT
The key difference is self definition. Many people who would be
considered disabled under the terms of the Act have no particular difficulty in
using public transport, but conversely, many who are not may face
25
insurmountable barriers. An example of this would be an individual who endures
a periodic illness or impairment which significantly impairs his or her ability to
use public transport. A more intangible issue is where an individual may face a
complete loss of confidence either in their own abilities, or in a mode of
transport, for example following a fall on a bus. In no sense is this individual
“disabled” under the terms of the Act, but they are prevented from using public
transport by a range of factors which can, generally, be overcome. It is also
worth bearing in mind that many people who might otherwise be classified as
disabled under the terms of the legislation would not classify themselves as such.
A further issue is that, to some extent, the legal definition treats disability as a
constant factor, whereas, in reality, the impact of an individual’s impairment or
impairments may vary considerably on day to day basis. An obvious example of
this is an individual with mobility impairment who, on some days can manage to
walk with sticks, while on other days may require to use a wheelchair. The
impacts of these variations on individuals’ ability to use public transport are
obvious. In this context the extent to which transport providers address the needs
of disabled people varies considerably.
2.0
Accessible Transport Strategies
The term accessible transport is now in common usage. For the most part, it
is taken to mean physically accessible, however, this is clearly only part of the
issue. There are a range of factors which contribute to making transport
accessible to disabled people, four factor conditions which impact on this; safety,
physical accessibility; reliability and affordability. The common impact on the
ability of disabled people to travel were summarized by the research studied in
developing countries as follows’
i.
ii.
iii.
iv.
v.
vi.
vii.
to know about the facilities
to have the confidence to try it
to be able to get to it
to be able to get on it
to be able to afford it
where you want it to go
go when you want it
In the developing country the Disability Rights Commission (DRC), which
formed has set out several principles in relation to the transport provision for
disabled persons.e.g. Enjoy the same rights, choice and opportunities to use the
whole transport and travel environment as non-disabled people, not encounter
discrimination or disadvantage when making journeys and be able to travel and
to use transport services with as much confidence as non-disabled people.
DPTAC provides the following definition of accessible transport ‘An accessible
26
transport system is one that recognizes the need for every stage in the journey to
be accessible to disabled people. It sets out to include as many people as
possible. It does not attempt to meet every single need. Rather, by considering
people’s diversity, accessible transport systems try to break down unnecessary
barriers and exclusion. In doing so it will often achieve superior solutions that
benefit everyone.’ There is little point, for instant, in operating a low floor bus to
a terminus where the only exit requires the negotiation of steps. This is an issue
which is also particularly problematic. In developing countries succeeding
generations of carriage design have allowed these to be accessible to more and
more disabled people, and even thought ramps now carried on trains make access
to the vehicles much easier than before. Much of the current thinking in relation
to accessible transport relates to whole journey or chain solutions. These require
disabled people to be able to access vehicles within a viable distance from their
homes, to be transported safely to a destination which is barrier free, and
returned in similar way. A common analogy used relates to the movement of
parcels. In this sense, a disabled person is a parcel, which requires be collecting
from an origin and delivering to a destination. The parcel industry does this in a
seamless network of operatives, vans, trains, aero planes and depots.
2.1
Local Transport Strategies
It is clear in research studied was conducted in developing country that
there are substantial variations in the extent to which disabled people travel, and
the modes of transport which they use. The most obvious finding is that there is
no such thing as a typical disabled person, a factor which clearly has
considerable significance in transport planning. Local authorities should propose
the transport strategies to the state government and to the Federal as well. As part
of the role the assessment should be undertaken to identify any strands relating to
accessibility for disabled people in their areas. All contained at least some
specific reference to disabled people, recognizing them as a group with specific
needs, and some included a discreet section setting out, for example, guiding
principles and initiatives to address barriers. In terms of general content, all the
strategies included measures related to bus services and pedestrians, and
included other mode of transport services as well. A common issue arises is the
provision of low floor buses. In most of the strategies which discussed accessible
buses, the main objective concerned is the introduction of such vehicles. In
Edinburgh, for example, some authorities who acknowledge the importance of
accessible buses were, however, less confident about the likelihood that, post
deregulation, operators would invest in significant numbers of accessible
vehicles in advance of the authorities requirement. Highland Council’s strategy,
for example, was explicit about the limitations on major improvements to bus
fleet accessibility. The main constraints identified in a number of strategies were
that, firstly, improvements would only come as old vehicles were replaced by
27
new vehicles. Infrastructure measures, particularly raised kerbs to allow
wheelchair users to board low floor buses, were also frequently mentioned. The
local authorities should have a strong support to introduce the bus boarders
which project into the road as a preferred means of address this. All authorities
should give priority to the integration of public transport, which includes a range
of initiatives; the physical integration of networks among the public transport
providers. Most frequently these referred to bus and train services. For example
the city of Edinburgh Council stated that “ all new and upgraded transport
projects will have accessibility built in” as to ensure that the needs of disabled
people are “integral to technical thinking and planning of any part of the city”.
3.
POLICY INITIATIVES
There have been a range of policies in Malaysia, which related to the
transportation i.e;
i.
Transport demand / Supply Driven and Infrastructure Facilities.
ii. Integrated transport planning policies requiring greater coordination,
strategic review and implementation.
iii. Improve management and operational productivity
iv. Improve efficiency and facilitation through harmonization,
simplification, transparency and liberalization
The prime objective of the transport policy will be to ensure easily
accessible, safe, affordable, quick, comfortable, reliable and sustainable mobility
for all. The function of Regulatory Bodies that shown in the organizations
structures in Figure 1,2 and 3 are as following:i.
ii.
iii.
iv.
v.
vi.
To formulate transport policies and strategies
To plan short and long term development projects
To coordinate and monitor the implementation of projects and
activities of the departments
To issue guidelines and directives from time to time
To ensure the proper enforcement of transport legislation
To ensure and promote safe transport.
Our constitution entrusts the responsibility for the management of urban
areas to the State government question, therefore, arises as to why a policy is
required and would be more appropriate. It is true that the management of urban
areas is primarily a responsibility of the state government. However, several key
agencies that would play an important role in urban transport planning work
under the central government, with no accountability to the state government.
Besides, several Acts and Rules, which have important implication in dealing
with urban transport issues, are administered by the Central Government. Thus,
the Central Government controls:28
i.
ii.
iii.
iv.
v.
The Road Transport Act 1987
The Motor Vehicles Act
The Environment Protection Act
The Police Act
The Urban Development Act
As against this, the state government can independently control only:i.
ii.
iii.
iv.
v.
Local land use policies
Bus systems and other road based transport modes
Motor Vehicles Tax and sales tax rates
Policies for private sector participation
Pricing Policies for road based public transport
Given the considerable impact that the Central Government’s policies can
have on the plans and programs of any State Government, with regard to urban
transport planning, a national policy would be appropriate, to set the framework
in overcome the need of transport provision for the disabled persons. This would
enable a state government to formulate a state level policy within the overall
framework of the national policy. This policy, thus, seeks to spell out the
approach that the Central government would adopt with regard to the specific
areas that are under its control. It also seeks to offer guidelines for the State
governments in respect of areas that are within the competence of the states.
Several elements of this policy have already been incorporated. However, this
statement seeks to offer a comprehensive framework for future action in
mitigating the emerging problems of urban transport especially in meeting the
disabled persons transport requirements.
The respective departments in the Central, States or Local i.e. Ministry
of Work, Ministry of Transport, Ministry of Science, Technology and
Innovation, Ministry of Finance, State Government, Town Council and etc. were
restructured into five core functions, namely development planning and
facilitation, transportation planning and management, environmental
management, development management as well as technical support and project
management, which they have an important roles to play in improving our
transport infrastructure and planning for the disabled groups.
29
Figure 1.
ORGANISATION STRUCTURE
DEPARTMENTS AND AGENCIES UNDER MINISTRY OF
TRANSPORT
MINISTRY OF TRANSPORT
ROAD TRANSPORT
DEPARTMENT
PUSPAKOM
(ELECTRONIC VEHICLE
INSPECTION)
DEPARTMENT OF CIVIL
AVIATION
DEPARTMENT OF
RAILWAY
RAILWAY ASSET
CORPORATION
MARINE DEPARTMENT
KPA/KCT/KPM/KMT
JPA/JPSB/PTP
KTMB
STAR
MAB AND MAS AIRLINES
PPA/PPSB/BPSB
BPA
PUTRA
LRT
KPA
Figure 2.
ORGANIZATION STRUCTURE MINISTRY OF TRANSPORT
MINISTER
DEPUTY
MINISTER
PARLIAMENTAR
Y SECRETARY
SECRETARY
GENERAL
DEPUTY
SECRETARY
GENERAL
DEPUTY
SECRETARY
GENERAL
FINANCE DIVISION
MANAGEMENT SERVICE
DIVISION
INTERNATIONAL DIVISION
MARITIME DIVISION
AVIATION DIVISION
LAND TRANSPORT
DIVISION
30
Figure 3.
ORGANIZATION STRUCTURE
NATIONAL DEVELOPMENT AND PLANNING MACHINERY
PARLIAMENT
CABINET
NATINAL
ECONOMIC
NATIONAL
DEVELOPMENT
COUNCIL
COUNCIL
NATIONAL DEVELOPMENT
PLANNING COMMITTEE
NATIONAL DEVELOPMENT
IMPLEMENTATION
COMMITTEE
ECONOMIC PLANNING
UNIT
EMPLEMENTATION
COORDINATION UNIT
INTER AGENCY PLANNING
GROUP
SENIOR OFFICIALS
COORDINATING
COMMITTEE
STATE
MINISTRY
STATE
MINISTRY
In accordance to the National Transport Policy the integrated transport planning,
which covers public transport system is needed to facilitate the disabled and nondisabled persons in their future planning. The network with other regulatory
bodies will become an important element in determining factor for issuing
licenses and the manner to public transport operators. The benefit of the
intelligence or comprehensive planning will benefit to everyone.
31
4.
RECOMMENDATIONS
Currently, the key priorities identified in the context to facilitate the disabled
persons in Malaysia should be focused on the following needs:i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
5.
The need for accessible transport vehicles, particularly buses.
The need for accessible transport facilities
The need for the attitudes and approach of transport staff to be
appropriate and positive.
The need for the attitudes and approach of non-disabled persons to
be appropriate and positive.
The need for the wider built environment to be accessible.
Reserved points located close to main entrances for dropping off or
picking up disabled persons at terminal buildings.
Adequate car parking facilities for wheelchair users and protected
passageways to facilitate their movement between car parking areas
and terminal buildings.
Means of dispersing information to the hearing and vision
impaired.
Adapting all facilities and services to the needs of elderly and
disabled persons.
CONCLUSIONS
Flexible and accessible forms of transport can provide a cost-effective
service that offers disabled people independence, security and he means to
access mainstream public transport. Shop mobility and other community
transport or’para-transit services play a crucial role in providing a basic level of
mobility for disabled people who cannot access other forms of public transport.
In order for existing mainstream public transport system to meet the needs of all
disabled people, the community transport sector needs to be fully integrated with
mainstream services. found that 51% of disabled people currently unable to use
mainstream bus services, would be able to use a more penetrative service based
on the Swedish Service Route Traffic (SRT) concept. This is a public transport
system designed to meet the needs of elderly and disabled people., and consists
of small low-floor buses with ramps and personal assistance from the driver.
Recent research into the attitudes of disabled people to community transport
(DPTAC, 2002) found that overall awareness and knowledge about community
transport across England and Wales was low, but that those who used these
services found them easier to use than mainstream public transport. Availability
was also perceived to be low and this was the main factor which affected
32
whether or not disabled people used community transport services, as a quarter
of respondents said that no form of community transport was available in their
area. Although useage of community transport was found to be low, disabled
people said that they would like to use community transport for more journeys,
particularly for medical appointments. The key factor that would encourage
greater use of community transport services was better and more information
about these service. There is a significant business case for operators to make
services more accessible. Disabled and older people represent a growth market
and planners, designers, manufacturers and operators and all levels of
government should be aware of the market size and ways to meet needs. It is
essential that those responsible in making the policies and they have a clear
understanding of the implications for accessibility of each decision that moves
the solution further away from the ideal. They need to be aware that this is not
just about whether or not someone can board a bus, but that failure in any of the
various elements of the systems will mean that they are condemning someone to
be unable to reach the objective of their journey. Engineers, architects, designers
and other professionals need to be skilled in accessibility issues. Transport
planning should be based on need rather than demand. In order to create a
transport system and policies that meets the needs of disabled people, the supply
industry for accessible transport needs to be developed alongside legislation and
awareness of the needs of current and potential disabled users. Transport
operators are coming round to the view that accessibility is something that
cannot be ignored. Clear, the Federal, states, local government, private sectors,
general public and NGO’s all are the share holders, which having an obligation
to plan, assist and deliver flexible services that meet the needs of disabled
people. This is an exiting time for disabled people in Malaysia. The country
aspires to become a developed nation by 2020. The government is working on
building human capital to power this aspiration. Disabled people in Malaysia
would like to see the phrase “human capital” to include disabled people too.
Recent high-profile advocacy activities have made the government aware of the
problems faced by disabled people. In a way, by creating a demand and the
government has no choice but to supply. Disabled people too have to keep up
with the advocacy activities. The beginning may be difficult. The first few baby
steps are always challenging. By putting our hearts into it can slowly bring about
changes in the journey of one thousand miles.
REFERENCES
[1].
[2].
DETR (2000) “ Older people” Their transport needs and requirements”
DETR, London
DETR (2001) “ Attitudes of Disabled People to Public Transport” DETR,
London.
33
[3].
[4].
[5].
[6].
[7].
[8].
[9].
[10].
[11].
[12].
[13].
[14].
[15].
Disability Right Task Force (1999) “From Exclusion to Inclusion”
Cabinet Office, London.
DPTAC (2002) “ Inclusive Mobility” Department of Transport, London.
DRC (2002) “Disability in Scotland; Key Facts and Figures” DRC,
Edinburgh.
http://www.bernama.com.my
http://www.dsw.com.my
http://www.jpj.com.my
http://www.mot.gov.my
http://www.mow.gov.my
http://www.mof.gov.my
http://www.mpjb.com.my
http://www.petertan.com/blog
http://www.pdrm.com.my
http://www.wfcdm.gov.my
34
ANALYSIS OF LIGHTNING TRANSIENT EFFECT ON A
TRANSFORMER SUBSTATION
Nur Fazira Haris1,, Nur Hazasha Shamsudin2 and
Ab Halim Abu Bakar3
UNIKL MITEC, Johor, Malaysia. [email protected],
Universiti Teknikal Malaysia Melaka, Malaysia. [email protected]
University of Malaya, Kuala Lumpur, Faculty of Engineering.
[email protected]
ABSTRACT
When designing the large scale of the transmission line, the risk of the lightning
strikes is very important. Lightning strikes have been proven to be the major
cause of overhead transmission line outage in Malaysia especially for 275kV line
and below. Lightning is a major cause of faults on typical transmission lines. The
aim of the study of this paper is to measure the voltage level at the particular
points in substation to gain the result of the lightning stresses. The Basic
Insulation Level (BIL) of transformer is calculated with reference of IEEE Std
1313.2-1999. The simulation results are compared with the suggested BIL.
Analytical studies are also performed to compare the calculated results with the
results obtained from the simulation.
KEYWORDS: Substation, Lightning, Basic Insulation Level (BIL), ATP/EMTP.
I.
INTRODUCTION
Lightning interference has been a major cause of transmission line
tripping and power outage in Malaysia due to severe lightning environment [1].
Power quality concerns have created more interest in lightning. Improved
lightning protection of overhead transmission lines against faults is being
considered as a way of reducing the number of over voltages.
Malaysia country has the highest annual average number of lightning
storms. This is called isokeraunic level for an area. On average, Malaysia
received 180 – 260 days per annum [2, 3]. There are two kinds of lightning
interrupting in substation: one is direct lightning stroke from the power line and
the other one is back flashover of transmission tower by the lightning stroke on
35
top of the tower. The commercial transmission line has ground wire to prevent
lightning stroke, so that in this project only will consider the back flashover case.
From day to day, the power demand keeps increasing, so call the apparatus
and the protection equipment also increasing. Most of substation equipment is
designed to match with the insulation coordination. To prevent the outage of the
substation, the protection is needed. So to diminish this, the lightning arrester has
to be place in front of the protected equipment and protected zone. Proper
selection of the lightning arrester significantly results in optimum lightning
protection.
II.
LITERATURE REVIEW
The scope for this project has been narrowed down to focus only on
analyzing the BIL of the transformer at the substation. This project aims to
investigate the use of arrester before the transformer substation and measure the
BIL of the transformer itself. ATP/EMTP software is a computer aided design
has been used to model double circuit 132kV transmission line, towers and also
the substation for this study. Some of the major components involved in the
modeling stage are phase conductor, shield wire, insulator string and tower
footing resistance. Modeling of line surge arrester based on frequency dependent
model is also conducted for the purpose of improving transmission line lightning
performance.
Lightning is a natural phenomenon involving transient high current
discharge in the atmosphere. Lightning is one of the major concerns that cause of
the transmission line tripping and power outage here in Malaysia. The lightning
phenomenon produces the travelling wave and overvoltage in the power systems.
The voltage will damage the transmission line and the connected devices.
III. MODELING TOWERS MODELLING OF 132kV OVERHEAD
TRANSMISSION LINES AND SUBSTATION
ATP-EMTP software has been used for modeling of 132kV overhead
transmission line to simulate back flashover pattern recognition. The software is
known to be one of the best tools for analysis of power-system transient
problems. However, modeling the real 132kV overhead transmission line in
ATP-EMTP software for back-flashover simulation is not so easy, as past
researchers were more interested on modeling higher-voltage (above 275kV)
transmission-line system rather than lower-voltage transmission-line system
36
(below
275kV).
Substation
Figure 1 Span of five towers
Tower and Line Parameters
A transmission tower modeling is one of the important aspects that need to be
considered in lightning surge analysis for the electric power system. Previous
studies conducted have proposed variety of transmission tower modeling
approaches[4]. The 132kV tower model with two ground wire is considered with
two ground wire transmission line system. The transmission lines is construct by
six towers with 300m span each as shown in Figure 1.
This work modelled a 132kV double circuit with two overhead ground wire
transmission towers. The phase conductor and ground wire are explicitly
modelled between the towers; five tower spans were used. This was done by
terminating the phase conductor with AC operation voltages, and by grounding
the shield wire. Figure 1 shows the span of five towers, with line termination at
each side of the model. At the end of the tower, it is connected to the substation
system.
The system developed in the ATP/EMTP software includes the actual
representation of a transmission tower together with the cross arm and insulator
string models. The towers are also constructed geometrically similar to that of
the physical steel lattice tower as shown in Figure 2.
A. Cross Arm Model
The purpose of cross arm feature in transmission tower system is to
improve lightning performance of the line due to its high impulse level and good
arc quenching characteristics. Cross-arms model in ATP-EMTP is expressed
basically by wave impedance and calculated via the formula :
 2h 
Z AK  60 ln  
 rA 
(1)
37
h is height of the cross- arms,
rA is radius of the cross- arms.
Width of the arms at junction point, for upper, middle, and lower, phases of
conductor, is the same, and the three conductors have the same wave-impedance
value. Width of the arms at junction point for shield wire is different from
conductor’s width, resulting in a different wave-impedance value.
B.
Insulator Model
In ATP there is no specific insulator model, however, it can be modelled in
several ways. For this discussion, a voltage controlled switch is used. The
insulator flashover voltage can be set as the voltage at which the switch conducts
if it closed. The switches are connected between the phase conductors and the
tower arms.
4.42m
1.4m
2.4m
1.1m
1.3m
3.7m
1.97m
1.2m
1.17m
1.3m
1.17m
1.3m
STRUCTURE HEIGHT = 28.22M
3.7m
1.2m
Figure 2 132kV transmission tower model
38
C.
Lightning Source Model
The lightning source model selected for this study is the Heidler type.
Heidler lightning source model can be used as a current-type or voltage-type
surge source. Here the source is modeled as an impulse current parallel with
lightning-path impedance; see Figure 3. The resistance value selected is
400Ω[5].
I
H
V
60kA
Strike
Figure 3 Lightning model in ATP/EMTP
D.
Substation Model
The station contain step down transformer, TR2 from 132kV to 11kV. The
transformer is protected with a 98kV MCOV arrester. Each of the transformers
also has a circuit breaker between it and the line terminal. The station is shielded
which makes direct strikes to phase conductor is impossible in the station. The
line terminal for the station is a steel A-frame that supports and insulator if
desired.
E.
Transformer Model
From a lightning study perspective, the transformer can be represented purely by
a capacitance. For 132/11kV transformers the suggested capacitance is 3nF.
132/11
BCT
V
Y
Y
3nF
Figure 4 Transformer Model
39
F.
Arrester Model
The best method of modelling arresters is to use the non-linear resistor
model. The settings of the arresters are as per voltage-current characteristics.
Figure 5 Arrester Model
IV. SIMULATIONS AND RESULTS
A. Lightning Surge Simulation for 132kv transmission lines
Lightning surge event is simulated on the double circuit 132kV overhead
transmission line modelled in the previous chapter. The transmission line and
towers are constructed together as waist towers using the distributed lossless
parameter line model. Five towers with total height of 28.22m each are modelled
in this study. The span length of the transmission line is taken to be 300m.
Lightning surge current simulated in this study is modelled based on the
standard IEC triangular wave shape. Peak lightning current of different
magnitudes have been used to investigate effects of shielding failure
phenomenon on arrester discharge energy. Transmission line shielding failure
tends to occur for low current levels in the lightning strike even, ranging from
10,000 amps to 20,000 amps[6]. Hence, the phenomenon is simulated by
injecting single stroke of 10kA, 13kA, 15kA, 17kA and 20kA to a line phase
conductor of the third tower. Time to rise, tr, is taken to be 1.2μs while time to
half, tf , is 50μs . Discharge energy of the arrester installed in parallel with the
40
insulator string of the first phase conductor is measured during lightning strike
event. A comparative study between the calculated and simulated results is then
performed to investigate the arrester energy absorption capability in withstanding
the discharge energy from lightning current.
B. Simulation result
Surge enters the substation from a backflash on tower 38 due to 60kA
surge to the shield. No arresters are installed either on the line or at the
transformer.
60
[kA]
47
34
21
8
-5
0
3
6
9
12
[us]
15
(file Substation_Lightning_Study_Tower.pl4; x-var t) c:XX0071-STRIKE
Figure 6 Lightning strike current waveform
3.00
[MV]
2.25
1.50
0.75
0.00
-0.75
-1.50
0
5
(file Substation_Lightning_Study.pl4; x-var t) v:T38RC
10
v:T37RC
v:T35RC
15
v:RENDC
20
[us]
25
v:TR3C
Figure 7 Surge voltage along the line and substation
Following the surge:
1. Red – The voltage on C phase at tower 38. After the insulator flash over, the
voltage continues to rise on the phase conductor due to the ground resistance
of the tower.
41
2. Green – The voltage at tower 37 on C phase is delayed by the transmission
line and lower in amplitude.
3. Blue – The same surge now one tower away from the substation.
4. Brown – The surge on the right bus
5. Violet – The surge has risen back to 1 million volts due to reflection of the
surge at the transformer
As seen in Figure 7, the surge starts out high, decreases as it travels to the
substation and then increase again in the substation due to reflection from the
transformer. This voltage rise is the reason for installing arresters at the
transformer.
1.2
[MV]
1.0
0.8
0.6
0.4
0.2
0.0
0
5
10
15
20
[us]
25
Figure 8 Voltage across
phase C insulator (lowest phase on tower) shows drop to zero indicating a flashover
(file Substation_Lightning_Study.pl4; x-var t) v:XX0006-38RC
42
400
[kV]
300
200
100
0
-100
-200
-300
0
5
(file Substation_Lightning_Study.pl4; x-var t) v:RENDC
10
15
[us]
20
25
v:TR2C
Figure 9 Voltage on Bus and T2 after arrester is installed
In Figure 9, 98kV MCOV arrester is installed 10ft in front of the
transformer T2. Note the voltages as far back as the A-Frame is lowered by the
arrester. In Figure 9, shows that the voltage at transformer and on the bus are
examined closer.
2000
[A]
1500
1000
500
0
-500
-1000
-1500
0
5
10
15
20
[us]
25
(f ile Substation_Lightning_Study .pl4; x-v ar t) c:A2GND -
Figure 10 The current through all three arresters at T2
Figure 10 The current through all three arresters at T2 shows that the
current through the arresters total is only 1.5 kA from the original 60kA
lightning strokes.
43
Parameters used in the modelling (transmission-line and tower models,
cross-arms model, insulator-strings model, AC voltage source, tower surge
impedance, tower-footing resistance, arrester, substation and lightning-strike
current model) were based on reliable references.
500
[kV]
280
60
-160
-380
-600
0
5
(file Substation_Lightning_Study.pl4; x-var t) v:TR2A
10
v:TR2B
15
20
25
[us]
v:TR2C
Figure 11 Voltage at the transformer when CT=4nF
500
[kV]
280
60
-160
-380
-600
0
5
(file Substation_Lightning_Study.pl4; x-var t) v:TR2A
10
v:TR2B
15
20
[us]
25
v:TR2C
Figure 12 Voltage at the transformer when CT=2nF
The value from the simulation and the calculation is tabulated in the
Table 1:
Table 1 Comparison of results for single line station
Calculated, Et
437.11 kV
Digital Transient Program
CT=2nF
CT=4nF
464 kV
432 kV
44
From Table 1 Comparison of results for single line station, the voltages at
the transformer are higher than the voltages found by the simulation in
ATP/EMTP, i.e : 0% to 6.5%. The selected BIL is shown in Table 2. The BIL
produced by calculation are listed under “Req’d BIL”. These are usually nonstandard values. The next highest standard BIL is selected from 4.6 of IEEE Std
1313.1-1996and listed under “Std BIL” in Error! Reference source not found..
The final “Selected BIL” is taken from the relevant apparatus standards.
Table 2 Selection BIL for single line station
Crest,
Req’d BIL,
Std BIL,
Selected BIL,
kV
kV
kV
kV
437.1
456.98
550
550
Voltage
Et
The next standard BIL from 4.6 [7] of IEEE Std 1313.1-1996 is 450 kV.
From the applicable apparatus standard, the minimum BIL is 550 kV.
However, to permit the impulse test of the transformer the BIL of the
transformer, the BIL of the external insulation should be equal or greater than the
internal BIL. Therefore, the selected BIL for the external and internal insulation
is 550kV.
V.
CONCLUSION
For economic reason, the objective of the design is to select the minimum
insulation strength. This is not to permit one criterion to dictate the design. In the
case of the station design, if the lightning or switching surge criterion dominated
the design, measures such as additional arrester may be considered. Further study
and improvements are needed to have a clear assessment about the surge arrester
energy duty capability and performance on lightning protection of a transmission
line system. For example, an arrester with a higher energy absorption capability
which exceeds design requirement of a system will definitely reduce the risk of
failure but will result in an increased installation cost. Hence, proper selection of
surge arrester is essential so that it can provide required degree of protection for
any specific application.
45
VI. REFERENCES
[1]. Sardi, J., et al. Backflashover analysis for 132 kV Kuala Krai-Gua
Musang transmission line. in Power and Energy Conference, 2008.
PECon 2008. IEEE 2nd International. 2008.
[2]. National Lightning Safety, U. 2010.
[3]. L.M. Ong, a.H.A., Lightning Air Terminals Performance Under
Conditions Terminals Performance Under ConditionsWithout
Ionization And With Ionization. Institute Of High Voltage And High
Current 2003.
[4]. Nagaoka, M., A Development of Frequency-Dependent Tower Model.
Vol. 111-B. 1991, Japan: Trans. Inst. Elect. Eng. Japan.
[5]. Su, S.-p. and Q.-f. Deng. Study of lightning surge over-voltage at
substation. in Electric Utility Deregulation and Restructuring and
Power Technologies (DRPT), 2011 4th International Conference on.
2011.
[6]. Chowdhuri, P. Parameters of lightning strokes and their effects on
power systems. in Transmission and Distribution Conference and
Exposition, 2001 IEEE/PES. 2001.
[7]. IEEE Guide for Improving the Lightning Performance of Electric
Power Overhead Distribution Lines. IEEE Std 1410-2004 (Revision of
IEEE Std 1410-1997), 2004: p. 0_1.
46
ASSESSMENT ON THE UTILIZATION OF CURRENT HALAL CERTIFICATION
TECHNOLOGIES BY HALAL INDUSTRY PLAYERS IN MALAYSIA
Partnering and Alliances in Higher Education
Zuhra Junaida Mohamad Husny1,
Univesiti Kuala Lumpur, Malaysian Institute of Industrial Technology, Johor Bahru
[email protected]
Mohd Iskandar Illyas Tan2, Iziati Saadah Ibrahim3, Mohd Zaidi Abd Rozan4
2
Faculty of Computing, Universiti Teknology Malaysia, Johor Bahru
Abstract—The purpose of this paper is to present the utilization level of
current Halal certification technology among Malaysian Halal business operators
covering various Halal industry sectors. A set of questionnaire was used to elicit
responses using convenience sampling technique as to ensure equal population
being selected. A total of 35 valid questionnaires was obtained from a total of 80
sets of questionnaire were distributed during the 9th International Halal
Showcase (MIHAS) 2012 at Kuala Lumpur Convention Centre, KLCC
Malaysia. The study finds that the highest technology usage among Halal
industry players was e-Halal JAKIM and the lowest was HDC iPhone Apps.
Keywords—Halal Certification Technology, Halal Certification Process, Halal
Industry, Technology Adoption
1.
INTRODUCTION
INFORMATION technology can be a very helpful tool to Halal certification
process in the Halal certification system in order for Malaysia to be one step
forward in today’s digital economy as the problems with current Halal logo is
still questionable and unconvincing. Securing Halal certification is not an easy
process. The authorities must conduct a thorough background check of
manufacturers requesting Halal certification. This long process forces local
manufacturer to be creative in packaging food products and simply imitating the
Halal logo is more economical and adds to a manufacturer’s competitive
advantage. Halal logo imitations have led to consumer confusion. To avoid
uncertainty, some consumers will call the authorities to ask about the validity of
a Halal logo. In the worst case scenario, consumers will opt not to purchase a
product (Nasir, Norman, Fauzi, & Azmi, 2011).
As technology has evolved, many application systems have been built to
support the overall Halal certification process. These include mobile phone
technology, web based technology and machine technology. Therefore, this
47
paper was aimed to focus on the current Halal certification technologies
utilization among Halal business operators where those
technologies were then being ranked according to their familiarity.
2.
LITERATURE REVIEW
Halal Certification
There are many definitions of Halal certification being declared and used by
other researchers. The definition may cover various Halal important aspects such
as raw materials, ingredients, handlings, quality, sanitary and safety
considerations. Table 1 below shows the various definitions of Halal certification
derived from other Halal researchers.
TABLE I
HALAL CERTIFICATION DEFINITION
Year
Definition
(IKM)
Author
2009
(Mian N.
Riaz)
2010
(Riaz &
Chaudry)
2004
A process where a credible organization certifies that the
products and or services offered by a company meet the
specified Halal standard. In the case of Halal food
certification, every stage of food processing is examined
“from farm to table”
A document issued by an Islamic organization, certifying
the products it covers meet the Islamic dietary guidelines,
comprising, but not limited to, the following: the product
does not contain pork or its by-products; the product does
not contain alcohol; the product does not contain prohibited
food ingredients of animal origin; the product has been
prepared and manufactured on clean equipment; and meat
and poultry components are from animals slaughtered
according to Islamic law.
A document issued by an Islamic organization certifying
that the products listed on it meet Islamic dietary guidelines,
as defined by that certifying agency.
(Yusoff)
2004
Examination of food processes in its preparation,
slaughtering, and cleaning, processing, handling,
disinfecting, storing, transportation and management
practices. The application of Halal should apply to all stages
of processing "from farm to table".
48
(Talib, Ali, &
Jamaludin,
2008)
2008
A total quality health and sanitary system that involves
adopting procedures for slaughtering process and other
related operations as prescribed by Islamic rules. This
certifies raw materials, ingredients and products based on
quality, sanitary and safety considerations. This broad-based
certification system is not only limited to meat and poultry
products, but also cut across other consumer items such as
pharmaceuticals, toiletries, cosmetics and confectionery
It can therefore be assumed that Halal certification can be defined as a
document issued by an authorized Islamic organization such as JAKIM certifies
that the products or services listed meets the Syariah law. It starts from the
source of the raw material until the stage where ready to be consumed by the
consumer known as “farm to fork”. The examination of the products includes the
source of raw material, ingredients, slaughtering, production, storing, and
transportation, packaging, handling, quality and sanitary process. The validity
period for each Halal certificate is two years for every Halal certificate
application.
Current Halal Certification Technology
Due to the rising awareness of Muslim consumers towards the importance of
Halal certification and Halal logo, Information Technology (IT) has opened up
exciting new channels for Halal certification to be one step in advance. Based on
that, currently there are eight technologies that have been introduced for Halal
certification.
To summarize, those eight current Halal certification technologies can be
divided into three main categories namely mobile phone technologies, web based
technologies and machine technologies.
There were four applications developed using mobile phone based technology.
These include MyMobiHalal 2.0, HDC Nokia Apps, SMS JAKIM 15888 and
HDC iPhone Apps. Next category was application development using web based
consist of two applications called e-Halal by JAKIM and Halal Widget by
HDC.Lastly was a machine based technology. There were only two applications
currently available known as HDC iKiosk developed by HDC and HaFYs
Technology developed by Universiti Putra Malaysia.
3.
METHODOLOGY
Research Objective
The objective of the research was to study the usage of existing Halal
certification technologies. To achieve this objective, overall there were five steps
involved. Specific reviews on current Halal certification technologies were done
49
concurrently with the mapping process of at which stage or subtask does those
technologies support the overall Halal certification process flow. After that, a
development of a questionnaire instrument was taking place to study the current
Halal certification technologies usage among Halal business operators. The
questionnaire evaluation by the Halal business operators was done during
MIHAS 2012. The valid questionnaires were then being analyzed using SPSS
20.
1
Review of literature on current Halal certification technologies
2
Study and mapped current Halal certification technologies support stage
3
Development of questionnaire instrument to study the current Halal
certification technologies usage
4
Evaluation of current Halal certification technologies by Halal business
operators
Objective
achievement
QUESTIONNAIRE
5
Analysis of the questionnaire responses
Fig. 1. Research Process
Reason for Conducting Survey
The questionnaire survey was conducted as it is to help the researcher to
discover the level of IT implementation and usage of current Halal certification
technologies among Halal business operators in supporting Halal certification.
By choosing questionnaire survey, it can ensure greater anonymity as it
increased the likelihood of obtaining accurate information while minimizing the
time, human and financial resources.
Sampling and Population
In this research, the samples are the Halal business operators such as
manufacturer or producer, repacking manufacturer, logistics, cosmetics,
pharmaceuticals, consumable products and slaughter house. Convenience
sampling technique was chosen as the researcher will have the opportunity to the
given population equally for being selected from the frame or list where
members of the target population are selected one at a time and independently.
50
As the exact number of exhibitors participation was known, a sample of 299
exhibitors was drawn from the 9th International Halal Showcase (MIHAS 2012)
directory that was divided into two categories namely from Malaysia and
internationally. The international exhibitors came from 22 countries.
The questionnaire was given to the respective respondents due to his or her
specific knowledge and the ability in utilizing as well as using any current Halal
certification technology as stated in the questionnaire instrument. Therefore, he
or she is in a unique position to report on the phenomena being studied. Table II
shows the population size of overall exhibitor participants.
TABLE II
TOTAL POPULATION SIZE
Country
Australia
Belgium
China
France
India
Indonesia
Iran
Japan
Korea
Kuwait
Malaysia
Netherlands
Pakistan
Philippines
Poland
Russia
Singapore
Sri Lanka
Taiwan
Thailand
Turkey
UAE
United Kingdom
Total
Number
3
11
4
6
1
14
8
1
7
1
206
1
1
7
1
1
6
3
4
1
8
3
1
299
Percentage
1.003
3.678
1.337
2.006
0.334
4.682
2.675
0.334
2.341
0.334
68.896
0.334
0.334
2.341
0.334
0.334
2.006
1.003
1.337
0.334
2.675
1.003
0.334
100
Since this research was focused on Malaysia Halal certification process so 93
international exhibitors came from 22 other countries could not participate in this
questionnaire survey. However, from 206 Malaysian exhibitors, researcher only
managed to randomly distribute the questionnaire to be answered to only 80
exhibitors.
This is due to several circumstances such as the respondents who is at the
booth is not qualified to answer because he or she is the sales representative of
the company, they not willing to answer because the questionnaire is in English
51
while they only focusing on the sales during at the time. Moreover, some
respondents have limited their ability to answer the questionnaire in a day due to
so many questionnaires was distributed that came from other universities and
research institutes.
Pre Testing
The pre-testing was conducted for eleven days starting from 6 th March 2012
until 16th March 2012. A total of six selected respondents were all among the
lecturers at the Faculty of Computer Science and Information Systems from two
different departments namely Department of Information System and
Department of Industrial Computing and Modelling. By these numbers, two
were female lecturers while the rest were male lecturers. This feedback was used
to modify the original questionnaires.
Actual Survey
During the actual study, the questionnaire was distributed to ten different
types of respondents which have been divided according to the different Halal
industry sector. They consist of manufacturer or producer, sub-contract
manufacturer, repacking manufacturer, food premise, slaughter house, logistics,
cosmetics, hotel or resort, pharmaceutical and consumable products Halal
business operators.
The questionnaire was distributed during the 9th International Halal Showcase
(MIHAS) 2012 at Kuala Lumpur Convention Centre, KLCC Malaysia. The
actual study was conducted for two days starting from 4 th April 2012 until 5th
April 2012. A total of 80 questionnaires were distributed to randomly selected
respondents by referring to the show directory provided by the organizer to each
registered participant.
4.
RESULTS
Response Rate
Based on Table III, it can be seen that of 35 questionnaires (43.75 percent)
were returned from 80 sets were distributed which their products are totally
Halal certified from Malaysia Halal authority. However, two sets of collected
questionnaire need to be dropped due to their Halal certificate are awarded from
Singapore and Iran. In total, 43 sets of questionnaire representing 53.75 percent
non-refundable. Failure to return questionnaires that were distributed is due to
difficulties in this study in obtaining cooperation from respondents who were
chosen to answer questionnaires. The analysis of this study is based on
information obtained from questionnaires that were returned immediately.
52
TABLE III
RESPONSE RATE OF DISTRIBUTED QUESTIONNAIRE
Status
Returned Questionnaire (Halal
certified by Malaysian Halal
authority)
Returned Questionnaire (Halal
certified by International Halal
authority)
Not Returned
Total
5.
Number
(Set)
35
Percentage
43.75
2
2.5
43
80
53.75
100
DISCUSSION
Current Halal Certification Technology Comparison
From Table IV it can be summarized that from the eight current Halal
certification technologies there is a lack in the system or application. Most of the
technologies only support the phased whereby after the Halal certificate and
Halal logo already been issued. All the technologies gave more advantages to the
end consumers rather than the Halal authority. It is also clearly seen that there
are no technologies currently being used that can help the authority during the
evaluation phase in order to select the application.
On the other hand, we found that the majority of the respondents usually used
or familiar with e- Halal system and HDC Halal widget. Besides that, from eight
current technologies listed in our questionnaire survey, 2 technologies namely
HaFys and MyMobiHalal 2.0 were not being used by the respondents. These are
not a commercialized technology and only applicable at the university for
research and development only.
53
TABLE IV
COMPARISON HALAL CERTIFICATION TECHNOLOGY
Types of
Technolo
gy
Technology
Category
e-Halal
Malaysia
History
Advantages
Disadvantages
Web Based
Technology
Introduced by JAKIM
and fully implemented
by end of 2007
 All the Halal
certified products,
services and
premises are
listed in the
database.
 Easier Halal
certification
application
system
JAKIM
My SMS
15888
Mobile
Phone
Technology
Introduced by JAKIM
and fully implemented
on 3rd May 2010
HaFYS
Technolo
gy
Machine
Technology
Founded by Yaakob
Che Man, Shuhaimi
Mustafa and Adam
Din from Universiti
Putra Malaysia
(UPM). 1st launced on
25th June 2010 by
Halalysis Sdn. Bhd
MyMobi
Halal 2.0
Mobile
Phone
Technology
Founded by Syahrul
N. Junanini and Johari
Abdullah
Specially design to
check the of Halal
certificate
application.
Applicant can check
their application
status or their Halal
certificate status
 Portable in the
field or in the lab.
 Rapid (1 hour)
 Reliable for
animal speciation.
 Direct without
DNA extraction
and indirect with
DNA extraction
PCR testing.
 Easy to operate
by unskilled
operators
Using MMS which
can include the
official Halal logo
 Halal products,
premises and
abattoirs
information are
not well
organized and
complicated.
 Available in
Malay language
only
 The database is
not up to date
Limited to plaintext
representation only.
Phased
Covere
d
1
1
The cost for one
machine is RM
50,000 and the cost
for one cartridge is
RM 200. Each test
requires one
cartridge.
2
 Lower than one
mega pixel
resolution
camera it will
result in
inaccuracy
rendering the
barcodes.
4
54
HDC
Halal
Widget
Web based
Technology
Introduced by HDC on
31 August 2009
 Easier and faster
directory search
by investors and
industry operators
around the world.
 Bloggers and
website owner
can place the
widget on their
website.
HDC iKiosk
Machine
Technology
Introduced by HDC
and still in the testing
period by putting the
Kiosk at the
Alamanda, Putrajaya
and Mydin USJ.
HDC
Nokia
Apps
Mobile
Phone
Technology
First introduced by
HDC specifically on
the Nokia platform.
 Consumers can
check the status
of Halal products
being purchased
 An advantage to
traders who wish
to obtain legal
status of raw
material supply
 Easy reference to
locate Halal food
premises using
GPS and Google
maps within
15km radius.
 Can access the
validity of the
Halal status of
products,
premises and
abattoirs.
 If the barcode is
sent is not clear,
reply sent to
customer
mentioning
invalid barcode
entry.
 The product
dropdown list is
not available.
The user has to
enter it manually.
Limitation only
given to the
industry size and
state only. No
limitations of
displayed
information at
one time.
 More time
needed for the
search process as
the user needs to
think and enter
keyword before
searching
Need to know the
functions to operate
the i-Kiosk
correctly.
Limited to Nokia
users only
4
4
4
55
HDC
iPhone
Mobile
Phone
Technology
First introduced by
HDC specifically on
the iPhone platform.
 Feeds user with
the latest news
and events
revolving around
Halal industry
and a list of
ingredients and
food additives (E
numbers).
 Easy reference to
locate Halal food
premises using
GPS and Google
maps within
15km radius.
 Can access the
validity of the
Halal status of
products,
premises and
abattoirs.
 Users can rate the
cleanliness of
food premises.
 The "Locator"
application is
only applicable
to iPhone users
only because it
requires the GPS
assistance.
 Limited for
iPhone, iPod
Touch and iPad
users only.
4
Demographic Information
Table V presents the demographic information of the respondents. Out of 35
respondents, 23 respondents were male and 12 respondents were female. On the
other hand, majority of the respondents were between 21-30 and 41-50 years old.
Both shares same number of respondents with 10 respondents. Second highest were
9 respondents between 31-40 years old. Less than 20 years old with only 4
respondents and only 2 respondents were more than 50 years old.
For the industry sector, the highest with 21 respondents was manufacturers.
However, 4 industries shared a same number of respondents. Repacking
manufacturers and pharmaceutical both with 2 respondents while slaughterhouse and
logistics both with 1 respondent. Cosmetics with 3 respondents and lastly
consumable products with 5 respondents. On the other hand, all 35 respondents were
aware of the technology being used in Halal certification when all of them answered
yes.
56
The highest medium used by the respondents in obtaining information about Halal
certification technology were using newspapers and attending Halal campaign with a
total of 16 respondents. Second highest were 6 respondents prefer to search from
websites. A total of 8 respondents using radio and social media to search for Halal
certification technology information. Lastly 5 respondents may refer to brochure to
know about Halal certification technology.
In the past 6 months, most of the respondents claimed that they only used those
mentioned technologies once with 11 respondents. However, 20 respondents said
they only used those technologies twice or 3 times. Only very few respondents used
those technologies 4 times between the past 6 months.
TABLE V
RESPONDENTS CHARACTERISTICS
Category
Gender
Age
Industry Sector
Awareness
Information
Availability
Frequency of
Technology
Usage
Characteristics
Male
Female
Less than 20
21-30
31-40
41-50
More than 50
Manufacturer
Repacking Manufacturer
Slaughterhouse
Logistics
Cosmetics
Pharmaceutical
Consumable Products
Yes
No
Newspaper
Websites
Radio
Social Media
Brochure
Halal Campaign
1
2
3
4
Number of
Respondents
23
12
4
10
9
10
2
21
2
1
1
3
2
5
35
0
8
6
4
4
5
8
11
10
10
4
57
Technology Ranking
Table VI presents the total number of respondents with 6 technologies that have
been used by the Halal business operators. The majority of the respondents were
familiar with e-Halal JAKIM. 19 respondents choose to use e-Halal system. The
second highest was Halal widget with 10 respondents. Surprisingly, HDC Nokia
Apps and SMS JAKIM 15888 shared a same number of respondents with the total of
18 respondents. HDC iKiosk had 7 respondents Lastly was HDC iPhone Apps with
only 6 respondents From here, the total numbers of respondents were more than 35
because one respondent may answered more than one technology that they had used.
TABLE VI
TECHNOLOGY RANKING
Technology
e-Halal JAKIM
HDC Halal Widget
HDC Nokia Apps
SMS JAKIM 15888
HDC iKiosk
HDC iPhone Apps
6.
Number of
Respondents
19
10
9
9
7
6
Ranking
1
2
3
4
5
6
CONCLUSION AND RECOMMENDATION
The research was undertaken to investigate the successfulness of current Halal
certification technology deployment by Halal business operators in various
industries. The motivation is driven by the evidence that no research was done in
exploring the usage of current Halal certification technology.
With regards to the use of Halal certification technology among Halal business
operators, it is good to educate and build up the awareness on the importance of
having Halal certification to their products or services. Familiarity on the existence
of current technology also is important to maintain the high frequency of usage and
consistency between those developed technologies. It is important to highlight that
the given statistical analysis in this research presenting a lack as we do not
investigate on the reason that contribute to the unfamiliarity of those systems. Based
on our question on the selection of technologies have been used most of the
respondents answered e-Halal system and HDC Halal widget only.
On the other hand, the findings from the questionnaire survey valid only for 35
respondents. Therefore, with only 35 returned and valid questionnaires, our study
could not be considered as truly represent all Malaysian Halal business operators.
58
This is because we cannot generalize our results to the all listed industry sectors
mentioned in the questionnaire. It will be good to study on the usage of current Halal
certification technology focusing on the Halal authority side in the future to see the
similarities and differences in technology utilization from both Halal business
operators and Halal authorities.
REFERENCES
[1] HDC. (2009). Introducing the World's First Halal Directory Widget. HDC
VIBE, 19.
[2] HDC. (2010a). Halal App Now Available for iPhone. Retrieved 20 July
2010, 2010, from http://www.hdcglobal.com/publisher/bu_hdc_iphone_app
[3] HDC. (2010b). HDC i-Kiosk. Retrieved 22 July 2010, 2010, from
http://www.hdcglobal.com/publisher/ci_hdc_i_kiosks
[4] HDC. (2011). HDC Nokia Application. from
http://www.hdcglobal.com/publisher/cu_hdc_nokia_application
[5] IKM, B. (September 2009). The Need for Accreditation of Halal
Certification Bodies. 12-13. Retrieved from
http://www.ikm.org.my/downloads/Sept09_dsm.pdf
[6] JAKIM. (2010). SMS: FACILITY CHECKING APPLICATION STATUS.
Retrieved 15 July 2010, 2010, from
http://www.halal.gov.my/v2/index.php?ty=content_view&id=ANN20100503105536&type=ANN
[7] Junaini, S. N., & Abdullah, J. (2008, May 13-15 2008). MyMobiHalal 2.0:
Malaysian Mobile Halal Product Verification using Camera Phone
Barcode Scanning and MMS. Paper presented at the Proceedings of the
International Conference on Computer and Communication Engineering
2008, Kuala Lumpur, Malaysia.
[8] Man, Y. C., & Mustafa, S. (2010). Updates on Halal Product
Authentication. Retrieved 5 July 2010, 2010, from
http://whr.hdcglobal.com/paper/19)%20Prof%20Dr%20Yaakob%20Che%2
0Man.pdf
[9] Mian N. Riaz. (2010). Fundamentals of Halal Foods and Certification.
Retrieved from
http://www.halalfocus.com/artman2/publish/USA/Fundamentals_of_Halal_
Foods_and_Certification.shtml
59
[10] Nasir, M., Norman, A., Fauzi, S., & Azmi, M. (2011). An RFID-Based
Validation System for Halal Food. The International Arab Journal of
Information Technology, Vol. 8(No. 2), 204 - 211.
[11] Noordin, N., Noor, N. L. M., & Samicho, Z. (2008). An Empirical
Evidence of Halal Portal. Jurnal Halal, 113-135.
[12] Talib, H. H. A., Ali, K. A. M., & Jamaludin, K. R. (2008, 21– 23 May
2008). Quality Assurance in Halal Food Manufacturing in Malaysia: A
Preliminary Study. Paper presented at the Proceedings of International
Conference on Mechanical & Manufacturing Engineering (ICME2008),
Johor Bahru, Malaysia.
[13] Yusoff, H. M. (2004). Halal Certification Scheme. Vol. 11(No. 4), 4-5.
Retrieved from http://www.sirim.my/f_corp/july04.pdf
[14] Zulkifli. (2006). Apa Itu e-Halal? (Artikel Siaran Akhbar Sempena
Pelancaran e-Halal pada 8 Februari 2006). Retrieved 25 August 2010,
2010, from
http://www.pesima.net/index.php?name=News&file=article&sid=89
60
INFORMATION COMMUNICATION TECHNOLOGY ADOPTION
PROCESS FOR MALAYSIA HALAL TRANSPORTATION
Partnering and Alliances in Higher Education
Mohd Iskandar Illyas Tan1, Raziah Noor Razali2, Mohd Ishak Desa3,
Faculty of Computing, Universiti Teknology Malaysia, Johor Bahru
Zuhra Junaida Mohamad Husny4
Univesiti Kuala Lumpur, Malaysian Institute of Industrial Technology, Johor Bahru

Abstract—The purpose of this paper is to propose the Information
Communication Technology (ICT) adoption process for Malaysia Halal
Transportation. Three leading Halal Logistic Service Providers (Halal LSPs) in
Malaysia, which have technology adoption experience for monitoring Halal in
transportation and logistics, were interviewed. The assent degree by interviewer on
the adoption and the utilization of ICT that complies with Halal transportation
standard in their services provided were evaluates. The study finds that the three
important element that is considered an important step when deciding to adopt ICT
for Halal transportation which are a)
Assessing the Halal Transportation’s
requirement b) Validating the need for technology specifically for Halal
Transportation Controls and c) Assessing organizational capabilities or readiness activate halal transportation critical controls through ICT assistance. The result is
expected to provide better understanding of the Halal transportation requirements,
ICT characteristics and components, internal and external factors on technological
adoption among Halal LSPs in Malaysia.
Keywords—Halal Transportation, Halal Transportation Process, Halal Logistic
Service Providers, Halal Logistic
1.
INTRODUCTION
INFORMATION Communication Technology (ICT) plays an important role in
monitoring Halal in transportation. According to Tierman (2009), the use of ICT
may increase the effectiveness and organization of the Halal supply chain. The
61
potential benefits that an organization can obtain when it utilizes ICT in logistic are
extensive. Benefits can take a number of forms, such as efficiency gains (e.g. the
visibility of information – real time tracking in product handling), increased
management effectiveness (e.g. in decision making), and improved Halal business
performance (e.g. by entering into strategic alliances with other firms).
However, it appears through a critical review of the literature that the evaluation
of ICT adoption has not been widely studied in Halal transportation in logistic and
also in Halal LSPs, and as such research literature around it remains limited.
Therefore, Halal LSPs are in seeking answers for the effect of ICT adoption, as it
will assist them in understanding the factors such as benefits, barriers and cost that
influence the adoption of ICT. The reasons for limited research on ICT adoption in
Halal transportation operation may also due to many of LSPs each differing in size,
with distinct in serving requirements, distinct organizational structures and functions
and, encompassing incoherent levels of IT capacity and capabilities (human and IT
infrastructure aspects). This disparity may be attributed to the organizational
readiness towards adopting ICT. Besides, their awareness to provide extra value
added services that are Halal services that influenced their decision-making process
in adopting and deploying versatile ICT-based solutions is high. The disparity
among and within LSPs in their organizational operations and functioning,
illustrates that there are no specific guidelines available specifically for Halal LSPs
regarding the importance of prioritizing specific Halal related factors in ICT
adoption process (Tierman, 2006, 2010). Thus, the decision-making process for
adopting ICT for Halal transportation controls in logistic are more complex. The
lack of guidelines for adopting ICT might be the reason why LSPs or even Halal
LSPs do not adopt advanced technology although they have the intention to adopt
and realize the potential of ICT in improving Halal services.
Therefore, this paper was aimed to focus on the current Halal transportation
technology adoption and utilization process among Halal Logistic Service Providers
(Halal LSPs) where those intergrated process were then being studied starting from
the decision making process up until the ICT implementation process.
2.
LITERATURE REVIEW
Halal Transportation
There are many definitions of Halal transportation being discussed in literature
and used by other researchers. Table 1 below shows the various definitions of Halal
Transportation.
62
TABLE I
HALAL TRANSPORTATION DEFINITION
Author
Halalan Toyyiban
Forum
Halal
Development
Corporation, HDC
Halal Journal –
Marco Tierman
(Tierman, 2008)
Year
(2010)
Definition

Guarantee halal supply chain
‘farm to fork’
 Cross contamination avoidance.
 Third party Halalan-Toyyiban
process verification
(2009) "The movement by any type of mode
of transport of materials, parts and
finished inventory in compliance with
the general principles of Shariah Law”
2008
“The basic principle of halal
Transportation is to ensure physical
segregation of halal cargo from nonhalal cargo in transport. This is to
avoid cross contamination, avoiding
the possibility of making mistakes and
ensure that the transportation system
is aligned with the expectation of the
various Muslim consumers ”
Table 1 above shows principle or definition of Halal Transportation which take
into consideration same fundamentals but with different definition, objective, and
activities within cross contamination and segregation needs. As a conclusion, the
author conclude as randomly, the principle of Halal Transportation covers main
aspect that is all Halal products must segregated (physical separation) with nonHalal product to avoid cross contamination that may occur for ensuring the integrity
of the product at the point of consumption and comply with the Syariah law.
Halal Transportation Controls
Halal control in transportation is the process of controlling the ‘Halal’ status
during transporting Halal goods to consumer using various type of road of
transportation (e.g trucks, lorries, van, etc). According to Husny (2010), for halal
goods delivered using any transportation modes, there are risks of these Halal goods
can turn into non-halal during the transportation process. Therefore, the words
‘control’ is monitoring the Halal status in transportation activities as to avoid the
63
risk towards Halal is compromised. Figure 1 below illustrates the flow of Halal
control in transportation in general. This figure is adapted from Tierman, (2010).
CCP1 is stand for critical control point 1.
Figure 13: Halal Controls in Transportation
Many dialogues have been held with the industry and halal authorities in Europe,
the Middle East and Asia- Pacific with technical committees and working groups
under the auspices of International Halal Integration Alliance (IHIA). Important
conclusions can be drawn from these discussions: (Tieman, 2009)
1. No mixing of halal goods with non-halal goods in one container/common
transportation vehicle in case of bulk shipments.
2. No mixing of halal unitized shipments with severe najis (like pork meat) in
container/common transportation storage in case of refrigerated transport.
3. No mixing of halal and non-halal goods one load carrier and the use of tertiary
packaging to protect the halal load, not only during transport but throughout
the entire supply chain.
4. Physical segregation of halal can also be facilitated through containerization at
a lower level.
Those principles can be applied in conducting halal control in transportation. As
Malaysia setting itself up to be the world hub for halal products and the leading edge
on halal supply chain logistics, there’s a need to avoids comprising the integrity of
halal products by taking control of the entire process from production, storage and
64
transport, and through the supervision over the local suppliers it uses for certain
products.
Current ICT Adoption Process for Halal Transportation Controls –InnovationDecision Process Theory (Roger’s 1995)
In this study, author decided to apply Roger’s Innovation-Decision Process
Theory to study the adoption of innovation, specifically on ICT adoption in Halal
transportation within Halal LSPs.
The innovation-decision process theory by Roger’s (1995) is base on time
and five distinct stages. The first stage is knowledge. Potential adopters must first
learn about the innovation. Second, they must be persuaded as to the merits of the
innovation. Third, they must decide to adopt the innovation. Fourth, once they adopt
the innovation, they must implement it. Fifth, they must confirm that their decision
to adopt was the appropriate decision. Once these stages are achieved, then diffusion
results (Rogers, 1995). Figure 2 below shows the technological innovation adoption
process, portions from Roger’s Innovation-Decision Process Theory.
Figure 14: Innovation-Decision Process Theory (Roger’s 1995)
The author has conducted early data collection to review the adoption process.
This data explained in the following is based on literature and also non-formal
interview. Based on this review, the author will develop and the ICT Adoption
Process for Halal Transportation Controls.
65
3.
METHODOLOGY
Research Objective
The objective of the research was to study ICT adoption process for Malaysia
Halal Transportation. To achieve this objective, overall there were five steps
involved. Specific reviews on current Halal transportation process were done
according to Roger’s theory. Three leading Halal Logistics Service Providers in
Malaysia (CsA, CsB, CsC) have been chosen to be the cases. The data is gained
from eight interviews conducted separately at both premises comprising of corporate
and operation managers from those three LSPs.
Qualitative Data
The research strategy for this research is based on interviewing 12 experts in the
field of information system in logistic and also Halal logistic. Case study data were
collected primarily through structured face-to-face interviews with managers of
Halal LSPs companies. However, when necessary, telephone interview with other
executives in the firms were conducted to supplement the information gathered
during the personal interviews. To enhance answer validity, respondents verified the
summaries of major findings of each interview after the end of each interview
session. Furthermore, to ensure consistency and reliability, structured guidelines
were used for all interviews.
Data Collection and Analysis
The data collection was conducted from February 2010 until April 2012. The data
gathered through extensive interviews with Head of Halal operations, Head of
Logistics Infrastructure and ICT manager. The data interview later is transcript. The
codes extracted from the interview transcripts interpreted and arranged in order to
understand the issues of adoption process, which surrounding participants
experience in adopting and deploying ICT in monitoring Halal transportation’s
controls. Apart from interviews, author conducts a comprehensive observation about
how technology being use and applied for monitoring Halal controls during
transportation process. The author has the opportunity to see how technologies were
applied. Both step of interviews and observation activities are based on proposed
ICT adoption process in Table II and following from literature. The analysis and
discussion for every phase as elucidated below.
66
4.
PROPOSED ICT ADOPTION FOR MALAYSIA HALAL
TRANSPORTATION PROCESS
Development of ICT Adoption Process
This section discusses the proposed ICT adoption process by Malaysian Halal
LSPs. In this section, the author will explain the process of adoption in four phases
proposed. These four phases are:
 Recognizing the Halal transportations requirements and characteristics
 Recognizing the needs of ICT and its characteristics
 Recognizing the internal technological organizational factors i.e.
Organization readiness or capabilities, Technology strategy, Technology
culture and People
 Recognizing external technological environmental factors i.e. sources of
technologies, government and non-government support agencies, assistance
from vendors and consultants and etc
Upon recognizing elements critical, to be integrated in the process of technology
adoption among Halal LSPs in Malaysia, a process flow based on the discussion
above is constructed as in Table II and the explaination for every phase will be
discused in the following section.
ICT Adoption Process for Halal Transportation Proposed
-
Phase 1: Identification of Halal Transportations Critical Control and
Requirement
67
This refers to the knowledge of Halal transportations requirements. In this
stage, the manager and the staff becoming aware of an innovation in logistic
where the syariah (Halal requirements) is being applied along the supply chain
(farm to fork) and being interested in understanding how it functions. During the
data collection activities, the authors have identify some questions that can help
authors identify the level of LSP’s knowledge (prior conditions) in Halal
transportations operations before they make a decision to adopt technological
innovation for improving their Halal services. Among the important questions is
‘what are the Halal transportations requirements and practice?’
Three Halal LSPs (CsA, CsB, CsC) has determined what are the requirements and
the resource needs to support incident response during the Halal transportation’s
operations. Besides, all Halal LSPs has identified existing guidelines or standard
available to support response and recovery operations regarding Halal
Transportations Critical Controls.
-
Phase 2: Identification of Technology Characteristics and Requirement
LSPs generally deal with a large amount of goods and data. Data collection and
exchange are critical for logistics information management and control (Lin, 2007).
In the case of Halal transportation services, good quality in data collection can help
Halal LSPs not only deliver customers’ Halal goods more accurately and efficiently
but the Halal integrity also can be maintained at the end of consumptions. Figure 3
the RFID application in CsA warehouses. The importance of technological
innovation towards Halal transportation monitoring is a crucial as expressed by the
following participants:
“Our Halal Tracking Product System will be monitored 24 hours. As the integrity
of Halal product has to be maintained, the movements of product will be monitored,
not only when it being delivered to customer (outside) but also in our warehouse.
This concern is to avoid the Halal
68
TABLE II
ICT ADOPTION PROCESS FOR HALAL TRANSPORTATION CONTROLS
PROPOSED
Phase
1
2
Activities
Identification of
Halal
Transportations
Critical Control and
Requirement
1.
Identification of
Technology
Characteristics and
Requirements
(Adapted
from
Mierka and Zans,
2008)
1.
2.
2.
3.
4.
3
Internal Evaluation
1.
2.
3.
4.
Identify existing standard
available on Halal critical
controls in transportations
operations
Determine resources needs to
support Halal transportation
critical controls
Identify the technological
innovation factors and its
attributes.
Identifying the technologies
and the components (the
criteria for selection to cater
Halal
transportation
requirement above)
Rating
the
technology
according
to
specific
requirements
Rating the importance of each
attribute
Assessing organizational
readiness
Technological readiness
Resource capabilities
Quality of human resource
Key Output
 Analyzing a particular process
(the critical controls points
and the important stage) where
it can be observe how those
technologies are put in place to
assist the monitoring process.
 Considered as an important
element that drive other
aspects of technology adoption
since the Halal integrity status
of a goods can only be confirm
as ‘Halal goods’ if they are
Shariah compliance.
 An evaluation of a list of all
possible technologies that are
related to Halal transportations
controls
process,
Halal
performances efficiency in
transportations operations and
the competitive advantage of a
firm.
 Considered as an important
requirement as technology can
only produce a value when it is
integrated with other key
performance
indicators
/factors.


An evaluation of current
status of organization and
technology applications.
Considered as an important
element that drives other
aspects of technology
adoption since organization
readiness could determine the
gap between current
condition and desired
condition (desired ICT
features for Halal
transportation controls).
69
4
External Evaluation
Identify the supports in nurturing
technology adoption among Halal LSPs
in Malaysia.
1. Competitive pressure
2. Suppliers/buyers (transport
logistic company)
3. Public policy (Halal
transportation standard)
4. Government’s role
Identification of supports related
to technology adoption in
Malaysia, which includes the
government support mechanism,
consultancy
form
vendors,
relevant incentives, and many
more.
goods mixed with non-halal goods. This is where the system and technology were
used.” CsA
Figure 3: CsA Warehouses and their RFID Application
-
Phase 3: Internal Evaluation
70
In phase 3, an evaluation of status of organization and technology applications has
been proposed. This phase is considered as an important element that drives other
aspects of technology adoption since organization readiness could determine the gap
between current condition and desired condition (desired ICT features for Halal
transportation controls). Among the questions is ‘What is the level of ICT adoption
in your company in providing services to customer and what is your strategy for ICT
implementations?
Halal LSPs has initiated internal capabilities available and current organization’s
readiness support for Halal Transportations operations. Before planning to adopt an
ICT for their Halal services, CsA and CsB have identified their ICT readiness and
current condition organizations. Because one of the primary functions of the
logistics service providers is to provide a communication network that links the
customers and the manufacturers, the nature of logistics service today demands that
firms can interact with their customers and manufacturers instantaneously. The
common problems that face logistics service providers are how to improve their
efficiency and effectiveness in managing the information flow in the supply chain.
Accordingly, to the logistics activities, logistics information systems include the
application of data collection systems, data acquisition technologies (RFID, GPS),
decision support systems and the application of the Internet (Lin, 2007).
“We believe that we can utilize RFID Technology as suitable alternatives than
Barcode Technology to monitor halal goods” CsC
“The need for particular type of ICT that can help the company in replacing
Barcode Technology has been analysed” CsC
“We also aware that our company did not possessed sufficient manpower to
handle neither complex IT system nor Halal integrity monitoring in warehouse
and transportation activities at that time. So we outsourced to vendors” CsA
At the same time, they also make sure that their organization capabilities
meet ongoing Halal Transportation Critical Control needs through appropriate ICT
solution application. Among the capabilities is to make sure that system is
established and in place to monitor Halal controls during transportation process.
“This automated system (STAR KN System), will track all incoming and outgoing
human and materials resources is in place to include provider resource and
recipient resources.”CsA
71
“Tracking system applied in our Halal services is established to track document
resource type, where resources is needed (physical location), who requested,
point of contact, resources immediate supplier and estimate time of arrival (ETA)
of delivery.” CsB
TABLE III
VALIDATING THE NEED FOR TECHNOLOGY
SPESIFICALLY FOR HALAL TRANSPORTATION CONTROL
(ACTIVITY 2)
No
Task (sub-activities)
Summary Findings
1.1
Identify
technological
components involved
in;
 Inbound
transportation
 Outbound
transportation
1.2
Gain an information
from secondary
resources (e.g
reports, standard)
 Location tracking – System to
determine location of Halal goods
being delivered to customer (e.g.
DGPS, RFID)
 Identification product – System
to identify the information of
goods. (i.e history from immediate
supplier), which in the basic form,
automatic identification
technologies help to collect the
shipment identification number
and information, and provide this
information as an input to the rest
of the system. (e.g. RFID,
Barcode, OCR)
 Data communication Technologies to access and deliver
the information (e.g. ECommerce, Internet etc)
Process Characteristic
In Halal transportation requirement,
all inbound and outbound
transportation services shall be
described in documents to the extent
needed to conduct the risk analysis;
the Halal transportation critical
control point:

Identify Halal
Transportation
process
characteristic

Identify Process
Flow
a) Description of containers and
equipment (trucks, van, etc)
b) Mode of transportation
c) Placement, stacking and storage
condition
d) Conduct check list prior to
dispatch and receiving
e) Handling and distribution
72
1.3
 Identify
transportation
activities (key
activities in
monitoring Halal
activities
f) Acceptance criteria or
specifications appropriate for the
transportation services
g) The information shall be kept
updated
Process Flow
Malaysian Halal LSPs shall prepare
a complete flow of diagrams of the
process covered by the Halalan
Toyiban standard, shall be clear,
accurate include the following:
a) The sequence and interaction of
all steps in the operation
b) Any agents and/or assigns involve
c) Where inbound and outbound
goods, and intermediate goods are
released
d) Where inbound and outbound
goods intermediate goods enter
the flow. Where human contacts is
involved
Where the Halal transportation
critical controls points are identified
Transportation Activities
a) Customer instruction
b) Identification and separation on
non-Halal products
c) Incoming goods subjects to
integrity checks
d) Goods transfer to warehouse
e) Unload goods to pick face
location
f) Storage at cold room location
(frozen and chilled products)
g) Storage at ante room (for ambient
products)
h) Maintenance of cold chain
i) Sorting of goods according to
customers order (SO)
j) Supplier monitoring
k) Custom or authorities inspection
Data Item or Information Involved
a)
Container number
b)
Container location
c)
Weigh & Load type
d)
Hazardous Placards
e)
Seal check results
f)
Damage inspection
73
transportations
controls)
 Identify data
involved for
technology
requirements
-
results
g)
Empty inspection results
h)
Truck identification
i) External drivers personal
identification
j) Container handling equipment
identification & vehicle
positioning
Phase 4: External Evaluation
The findings from data collection found that an external support from
government, vendors and consultants are an important factors involved during the
ICT implementation process. ICT vendors and consultant were introduced into the
ICT adoption process by Halal LSPs to assist with the technical implementation.
The study found that during the implementation stage, the role of IT vendors and
consultants became more apparent as they were responsible for acquisition,
installation, and training for the manager and staff to use such systems.
“The upgrading module system for Halal services was made in a month and then
the IT Vendors were visiting us daily after that to resolve any issues that arose
during the first week application.” CsC
A result discussion from phase 1 and 2 gives an important finding about necessary
activities that need to be done during the earlier process of ICT adoption. What
distinguishes between applying technological innovations for Halal transportations
critical control is to identify what is the requirement and how technology plays a
role in meeting those needs?
5.
CONCLUSION
The research was undertaken to investigate the process of ICT adoption for Halal
Transportation controls among Halal Logistic Service Providers. The motivation is
driven by the evidence that no research was done in exploring the usage of ICT in
Halal transportation.
As conclusion, the research has discussed on the data collection findings and
discussion on the importance of ICT adoption process as a competitive resource for
Halal LSPs. Four phases were proposed as a process to identify technology adoption
process among Halal LSPs in Malaysia. The result is expected to provide better
74
understanding of the Halal transportation requirements, ICT characteristics and
components, internal and external factors on technological adoption among Halal
LSPs in Malaysia. Output from these findings has raised the idea for authors to
propose a guideline that explain the process flow and the steps that are needed for
ICT adoption in Halal transportation’s operation controls.
REFERENCES
[1] Halal Development Corporation (HDC). (2009). Support Infrastructure - Halal
Logistics.
Retrieved
4
Aug,
2009,
from
http://www.hdcglobal.com/portal/mainpage.php?module=Maklumat&kategori
=49&id=242&papar=1&id2=4&menu=168
[2] Husny, Z. J. (2010). The Needs of Halal Transportation Control in Malaysia: A
Multiple Case Study Approach. Universiti Teknologi Malaysia, Skudai, Johore.
[3] Lin, C.-Y. (2007). Factors affecting innovation in logistics technologies for
logistics service providers in China. Technology Management in China, 2 (1),
22-37.
[4] Standard, D. M. (2010). Halalan-Toyyiban Assurance Pipeline - Management
system requirements for transportation of goods and/or cargo chain services
[5] Tieman, M. (2009). Halal Logistics. Part 2/3: The building blocks of a halal
transportation system. The Halal Journal, January and February, 30-31.
[6] Tierman, M. (2006). The Future of Halal Logistics Solutions. The Halal
Journal.
[7] Tierman, M. (2008). Halal Transportation - The building blocks of a Halal
transportation system The Halal Journal - Jan/Feb 2009.
[8] Tierman, M. (Producer). (2009) Part 2/3: The Building Blocks of A Halal
Transportation System. Halal Logistic Series
[9] Tierman, M. (2010). Halal Logistics -Logistics Insight Asia, 1/1/2010.
Logistics Insight Asia. Retrieved from http://www.logasiamag.com/article1744-halallogistics-LogisticsAsia.html
75
ILMU LOGISTIK MENURUT PERSPEKTIF ISLAM: SUATU KAJIAN
AWAL MENURUT AL-QURAN
Irfan IS
Universiti Kuala Lumpur, Malaysian Institute of Industrial Technology (MITEC)
[email protected]
Abstrak
Kertas kerja ini menjelaskan hubungan ilmu logistik moden dengan pandangan
Islam berdasarkan sumber utamanya Al-Quran. Terdapat banyak tempat di dalam
Al-Quran yang menyentuh berkenaan ilmu logistik. Kajian ini mengkhususkan dua
bidang utama ilmu logistik iaitu pengangkutan dan pergudangan. Koding logistik,
pengangkutan, pergudangan, makruf dan mungkar digunakan dengan menggunakan
perisian Atlas.ti, menyenaraikan ayat-ayat Al-Quran terjemahan yang menyentuh
berkaitan dua bidang tersebut. Makruf dan mungkar menjadi dua nilai kualitatif
daripada perbahasan Al-Quran Dua aspek utama ini menjadi kajian awal ilmu
logistik menurut perspektif Islam.
Kata carian : Logistik, Pengangkutan, Pergudangan, Logistik menurut Islam.
Pengenalan
Logistik merupakan suatu bidang yang semakin berkembang mutakhir ini.
Perdagangan dan perhubungan secara global dan interaktif menyebabkan bidang
logistik semakin penting dan perlu diperkembangkan. Islam sebagai sebuah agama
merangkumi semua aspek kehidupan manusia. Segala perbahasan berkenaan Islam
bersumberkan kepada rujukan utama agama Islam iaitu Al-Quran dan As-Sunnah.
Kertas kerja ini menghuraikan perspektif Al-Quran berkenaan ilmu logistik dalam
aspek pengangkutan dan pergudangan.
Objektif
1. Menghuraikan perspektif Al-Quran berkenaan ilmu logistik.
2. Menganalisis nilai makruf dan mungkar dalam ayat-ayat logistik menurut
Al-Quran.
Kajian Literatur
Logistik merupakan istilah moden yang digunakan dalam ilmu pengurusan dan
industri kini. Secara umumnya logistik merangkumi perkara yang berkaitan dengan
pengurusan, pengangkutan, pergudangan, pengedaran, bisnes, pembungkusan dan
76
peruncitan. Mengurus dan mentadbir merupakan salah satu daripada tugas utama
manusia diciptakan oleh Allah dalam agama Islam. i
Ilmu logistik telah disebut di dalam sumber-sumber Islam seperti di dalam surah AlIsra’ ayat 70 yang menerangkan bahawa Allah memuliakan bangsa manusia dan
diberikan kurniaan kenderaan di daratan dan di lautan. Ini menunjukkan bahawa
ilmu logistik pengangkutan secara jelas disebutkan dalam Al-Quran.ii
Ilmu logistik berkaitan pergudangan pula dihuraikan dengan bersandarkan kepada
kisah-kisah para Nabi di dalam Al-Quran. Contohnya kisah Nabi Yusof yang
menjadi menteri kewangan dan perbendaharaan Mesir. Ini dikisahkan dalam surah
Yusuf ayat 62 hingga 63, 76, dan 79. Selain itu pergudangan dikaitkan dengan
kemewahan Qarun (surah Al-Qasas 76-84) dan juga Firaun (surah Asy-Syu’araa’
57-59) sehingga ia menjadi pusaka dan artifak sejarah masa kini.
Penulisan berkaitan dengan logistik Islam lebih menjurus kepada ilmu pengurusan
Islam, pelanconganiii, hospitaliti dan halal logistik. Halal logistik telah
diperkembangan menjadi satu standard kebangsaan dalam tiga bidang logistik iaitu
pengangkutan, pergudangan dan peruncitan. Kini, bidang logistik antara industri
yang semakin berkembang dan meningkatkan ekonomi sesebuah negara. iv
Walaupun logistik adalah terminologi yang masih baru diperkenalkan dalam bidang
industri dan pendidikan, berdasarkan ayar-ayat Al-Quran jelas menunjukkan bahawa
Islam menyentuh bidang ini dengan keterangan-keterangan tertentu. Hal ini sesuai
dengan kesyumulan Islam seperti yang dinyatakan dalam surah Al-Maidah ayat
ketiga.v
Kertas kerja ini merupakan satu kajian awal logistik menurut perspektif Islam.
Kajian berdasarkan elemen-elemen logistik yang disebut di dalam Al-Quran serta
peristiwa-peristiwa yang dirakamkan dalam kisah-kisah para Nabi dan Rasul.
Metodologi
Al-Quran dan As-Sunnah merupakan panduan utama dalam segala ilmu
pengetahuan menurut agama Islam. vi Dalam menghuraikan ilmu logistik menurut
perspektif Islam, ayat-ayat Al-Quran dan hadis-hadis disenaraikan dan
diklasifikasikan menurut elemen-elemen ilmu logistik moden. Bagi mendapatkan
senarai dan klasifikasi ini, penggunaan pengaturcara Atlas.ti versi 7.6 bagi
membahagikan kajian awal ini kepada 5 kod iaitu logistik, pengangkutan,
pergudangan, makruf dan munkar.vii Dokumen utama yang digunakan ialah
senarai ayat-ayat Al-Quran yang telah menggunakan kata dasar dan kata terbitan
kenderaan, pengangkutan, simpan, kapal, dan tunggang. Terjemahan Al-Quran
adalah diambil daripada terjemahan yang digunakan oleh Guideways Technologies
Ltd iaitu pembekal software kepada Iphone.
Skop Kajian
77
Kajian ini mengehadkan kajian dalam ilmu logistik berkaitan dengan pengangkutan
dan pergudangan. Dua (2) nilai diambil iaitu nilai makruf dan nilai mungkar bagi
menerangkan aspek yang dipaparkan oleh ayat-ayat Al-Quran berkenaan
pengangkutan dan pergudangan dalam ilmu logistik.
Istilah-istilah Logistik di dalam Al-Quran
Pengangkutan
No
Kata Nama
Bilangan Tempat di dalam Al-Quran
1
Kenderaan
10 tempat 9 ayat
Mengenderai
2 tempat 2 ayat
2
Pengangkutan
1 tempat 1 ayat
3
Kapal
33 tempat
4
Perahu
3 tempat
5
Bahtera
28 tempat
6
Ternak
49 tempat (13 berkaitan dengan logistik)
7
Menunggang
6 tempat
Pergudangan
8
Simpan
20 tempat
9
Peti
3 tempat
10
Persinggahan (pelabuhan) 65 tempat
Lain-Lain
11
Darat
14 tempat
12
Laut
65 tempat
13
Haji
22 tempat
14
Umrah
4 tempat
Hasil Kajian
Ayat-Ayat Al-Quran Berkaitan Dengan Pengangkutan
78
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
Ali Imran 3:14
Al-An’am 6:142
At-Taubah 9:92
Yunus 10:22
Yusuf 12:62
Yusuf 12:70-79
Ibrahim 14:32
An-Nahl 16:8
Al-Isra’ 17:66
Isra’ 17:70
Al-Kahfi 18:71-79
Al-Hajj 22:27-28
Al-Hajj 22:65
Al-Mu’minun 23:22
Ar-Rum 30:46
Luqman 31:31
Fathir 35:12
Yasin 36:41-44
As-Soffaat 37:140
Saad 38:31-33
Ghafir 40:79-80
Asy-Syura 42:32-34
Az-Zukhruf 43:12-15
Al-Jathiyah 45:12
Az-Zariyat 51:3
Ar-Rahman 55:24
Al-Hasyr 59:6
79
120
100
80
60
40
20
0
Series1
P 1: AYAT
LOGISTIK.docx
TOTALS:
Logistik
11
11
Makruf
29
29
Mungkar
28
28
Pengangkutan
36
36
104
104
TOTALS:
Graf dan jadual di atas menunjukkan konsep umum logistik disebut
pada 11 tempat di dalam Al-Quran, 36 tempat bagi bidang
pengangkutan, 29 daripadanya menyentuh tentang nilai makruf dan
28 nilai mungkar.
Ayat-ayat Al-Quran Berkaitan dengan Pergudangan
1.
Yusuf 12:62
2.
Yusuf 12:63
3.
Yusuf 12:76
4.
Yusof 12:79
5.
Al-Qashas 28:76-84
6.
Asy-Syu’araa’ 26:5759
7.
Al-Muthoffifin 83:8-9
80
100
80
60
40
Series1
20
0
P 1: AYAT
LOGISTIK.docx
TOTALS:
Logistik
11
11
Makruf
29
29
Mungkar
28
28
Pergudangan
16
16
TOTALS:
84
84
Graf dan jadual di atas menunjukkan konsep umum logistik disebut pada 11
tempat di dalam Al-Quran, 16 tempat bagi bidang pengangkutan, 29
daripadanya menyentuh tentang nilai makruf dan 28 nilai mungkar.
Kesimpulan
Kajian awal ini merupakan perintis dalam mengekplorasi ilmu logistik
berdasarkan perspektif Al-Quran. Dua nilai makruf dan mungkar
menunjukkan keseimbangan risiko kebaikan dan keburukan dalam bidang
logistik. Hakikatnya logistik merupakan suatu ilmu kurniaan dan peluang
oleh Allah untuk hambanya bersyukur dan mentadbir di atas muka bumi ini
dengan panduan wahyu.
Hasil dapatan ini juga memberikan suatu faedah kepada pemain logistik
khususnya daripada Muslim agar melihat aktiviti logistik suatu yang diiktiraf
dalam Islam. Bahkan industri logistik memberikan petanda kepada nilai-nilai
makruf dan munkar yang membezakan antara pendekatan Islam dan
konvensional.viii
81
Rujukan
[1]. Muhammadul Bakir Yaakub, Khatijah Othman (____), Pengurusan
Islam Pemangkin Ekonomi Ummat, Jabatan Bahasa dan Kesusateraan
Arab, Universiti Islam Antarabangsa Malaysia, Gombak Selangor.
[2]. Maryam Abdul Latif (2011), Malaysian Standards of Halal Logistics –
Integrating The Halal Value Chain. Currently lecturer at Universiti
Malaysia Sabah.
[3]. Zairin Akma Zolkapli et.al (2013), Taman Tamadun Islam Sebagai
Produk Pelancongan Islam: Persepsi, Kepuasan dan Jangkaan
Pelancong, Prosiding PERKEM VIII, Jilid 1, muka surat 179-190.
[4]. Abdul Ghani Samsudin (2004), Pembangunan Ekonomi Islam :
Perspektif Malaysia, Persatuan Ulama Malaysia, Klang.
[5]. Hasan Al-Banna Mohamed et.al (2013), Sistem Pengurusan Islam yang
Berkualiti Mampu Menjamin Kepuasan Pekerja: Suatu Realiti dan
Cabaran Masa Hadapan, Global Jurnal Al-Thaqofah, Kolej Universiti
Islam Sultan Azlan Shah Kuala Kangsar.
[6]. Mohd Yunus Sharum (2012), Mengkaji Ilmu Duniawi Daripada AlQuran.
[7]. Al-Quran Al-Karim Miracle The Reference Ensiklopedia 22 (2010),
Sygma Publishing, Bandung Indonesia.
[8]. Nor ‘Azzah binti Kamri (2002), Jurnal Syariah 10:2 Universiti Malaya,
Kuala Lumpur, muka surat 43-66.
82