A D VA N C E D S O F T WA R E E N G I N E E R I N G

MINI PROJECT:

NFC Based Integrated Ticketing System

G R O U P M E M B E R S :

M A S T E R O F S C I E N C E

( C O M P U T E R S C I E N C E )

( C S 7 0 7 )

KAMARUL ARIFIN ABDUL WAHID 2014207316

ARIEF EZMEE JUMODI 2014467958

MOHAMED FAHRULNIZAM BIN MAZURA@HASSAN 2014285684

MUHAMMAD FAIZ MAT SEMAN 2014457824

MUHAMMAD ROAZIZI BIN ROZAK 2014110603

Table of Contents

1 Introduction........................................................................................................................................3

2 Current Issues......................................................................................................................................5

3 Proposed System.................................................................................................................................7

3.1 The Idea.......................................................................................................................................7

3.2 The Approach..............................................................................................................................7

3.2.1 NFC (Near Field Communication)...................................................................................7

3.2.2 Waze...................................................................................................................................8

3.2.3 Benefits and advantage of the combination..................................................................9

3.3 The Architecture........................................................................................................................10

3.3.1 Three Layer Architecture................................................................................................10

3.3.2 Structure...........................................................................................................................10

3.3.3 Benefits.............................................................................................................................11

3.4 Use Case Diagram......................................................................................................................13

3.5 Activity Diagram.........................................................................................................................15

3.5.1 Registration......................................................................................................................15

3.5.2 Update Profile..................................................................................................................16

3.5.3 Check Balance................................................................................................................16

3.5.4 Balance Top-up...............................................................................................................17

3.5.5 Walk-in Ticket..................................................................................................................18

3.6 Sequence Diagram.....................................................................................................................19

3.6.1 Registration......................................................................................................................19

3.6.2 Update Profile..................................................................................................................20

3.6.3 Check Balance................................................................................................................20

3.6.4 Balance Top-up...............................................................................................................21

3.6.5 Walk-in Ticket..................................................................................................................21

4 Conclusion.........................................................................................................................................22

5 References.........................................................................................................................................23

1 Introduction

Government Transformation Programme (GTP) which was launched by Malaysia

prime minister Dato’ Sri Najib Tun Razak in April 2009 is one of the continous and

ongoing efforts made in order to increase or improve the quality of life of the average

citizen in accordance with the principles of 1Malaysia, People First, Performance Now.

There are large number of areas that are covered by the programme and one of them is

improving the urban public transport (UPT) which is also listed as one of the elements in

the National Key Results Area (NKRA).

Public transport such as taxi and buses, commuter and trains are considered as

one of the perennial irritants for urban Malaysians nowadays. During peak periods,

more than 40% of KTM Komuter trains suffer from congestion and operating under

over-capacity state. Its services are often unreliable where delays and cancellations

were frequently experienced by the public. Other than that,  poor connectivity between

modes in certain areas and poor access to other type of public transport services are

also some of the factors that contribute to the downfall of public transport modal share

in Klang Valley where it has fallen from 20% in 1997 to 10-12% today. Combined with

the continued growth in the number of private vehicles, it  has further worsened the

traffic condition in main roads and highways making the task of commuting from home

to workplace and vice versa is hectic and time consuming.

The main aims of the UPT-NKRA programme are to;

Raise the modal share to 13% by 2010 and to 25% by 2012 during the morning

peak period of 7 AM to 9 AM in Klang Valley.

Improve reliability and journey times

Enhance comfort and convenience

Improve accessibility and connectivity such that the percentage of the population

living within 400 metres of a public transport route increases from 63% to 75% in

2010.

The UPT-NKRA programme is carried out in two separate phases where the first phase

which is called GTP1.0 is for the period of 2010 to 2012 while the second phase,

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GTP2.0 is for 2013 to 2015 period. Table 1 below summarizes the key initiatives

planned in both phases.

Table 1: Key initiatives of GTP1.0 and GTP2.0GTP 1.0 (2010 – 2012) GTP 2.0 (2013 – 2015)

Increasing Capacity of Inter-and Intra-City Trains Enhancing the Bus SystemEnhancing the Bus Experience Enhancing the Rail SystemRefurbishing and Re-Designating Pudu Sentral Transforming Malaysia’s Taxi System

Introducing Terminal Bersepadu SelatanEnhancing the Integration of the UPT SystemManaging Travel DemandUPT Enabling Projects

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2 Current Issues

Commuting within Kuala Lumpur and the Greater Klang Valley means tense to

everybody who face it everyday. Eventhough there are many highways such as AKLEH,

BESRAYA, MEX, LDP, MRR2, GCE LKSA it seems not entirely solve the traffic jams

problems. A lot of massive investment in public transport infrastructure such as three

major rail systems in Klang Valley: the Putra LRT (Light Rail Transit) system (now

known as the Kelana Jaya Line), the Star LRT system (now known as the Ampang Line)

and the Monorail system has being established since 1990’s.

However, in recent years, our cities have come under tremendous pressure from

continued economic and population growth. Public transport is now one of the major

woes of urban people with a direct impact on their daily lives [1]. Developing more

highways doesn’t solve the congestions issues [2]. Public is not enamored by the

existing system; buses are packed, plying their routes on congested roads, and trains

are slow, feeding few communities, with the last mile being under-catered. The

consequence is that cars ferrying just the drivers to and from work — carpooling has not

taken off, despite efforts to promote it — make even toll roads staggeringly slow when

traffic flow is high. The objective of any transport planning for cities, therefore, must be

to take these cars off the roads and passengers on to more effective modes of public

transport .

Integration initiatives towards the services of public transport has been start early

in 2003, by the restructuring the Klang Valley transport industry by consolidating the

majority of rail and bus systems under a single company, Syarikat Prasarana Negara

Berhad (Prasarana). However, as far as we concern, the issue of popularity of the

public transportation usage by the public still didn’t show any much improvement [1].

Changing the mindset of the public to extremely supporting the public transportation is

quite challenging. Issues like high congestion during peak periods, unreliable service

with frequent delays and cancellations and poor access to public transport services

always makes the public to think twice to use the mode of public transportation as a

their choice to commute. Furthermore, complete lack of formal interchange between the

different bus services, taxi services and other forms of public transport, and no common

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ticketing system is only a delusion to establish a “world-class public transport system”

[3]. Unless public transportation is efficient, affordable, clean, comfortable and

convenient, people would otherwise resort to drive to their destinations [4].

Holden (2015) in his paper also state that the most important step (the first step

in its list) is to prevent the private car becoming the default mode of transport by

implementing common electronic ticketing, such as the Oyster card in London, and

major intermodal transfer points. It will ensure the integrated transport system where

there is constant change between all the different modes of transport, occurs as

efficiently as possible. An integrated ticketing system is not a new concept to be

practice. Netherlands’s ‘Strippenkaart’ has been introduced since 1982 and Hong

Kong’s Octopus cards, ‘OVChipkaart’, has been place since 1997 [5]. A study also

being done by Preston (2012) that proof the benefits of implementing the integrated

ticketing results which produce a highly Benefit Cost Ratio (BCR) [6]. European

Commission seems recently to be thinking that fare or ticket integration could be a good

thing and even a necessary feature. This could then help to prevent the perverse

concentration effects and barriers to entry that appeared in the local bus markets in

Britain [7].

For all the study that have been done, we realize that an integrated ticketing

system is one of the main focus to be cater in order to grab the attention of the public to

change for public transportation. Seamless connectivity between multi public transport

will ensure a smooth connection for them to commute to the require destination.

Because of that, we are here to propose an integrated ticketing system that will provide

a less hassle and easy to manage ticketing system.

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3 Proposed System

3.1 The Idea

We aim to establish an integrated ticketing system for the public to be used as an

access for various public transports. These ideas have been stated in the GTP Agenda

but we are here to introduce the best practice to implement it based on the existing

technology nowadays.

3.2 The Approach

We will use a combination of NFC and Waze to create an integrated ticketing system

which handles the process of using the public transport more convenience by the user.

NFC based ticketing will provide the user a practical way of buying a ticket and on the

same time will minimize the queue process of buying the ticket. Most people dislike

being in the long queue especially when it is in the peak hours of going to and going

back from work. The Waze will provide the user a personalize experience to control and

manage their travel. An intelligent apps that support by most major mobile platform such

as Android and IOS, Waze have been the most practical and stable application being

the trusted ready-to-integrate mobile application to be used by us.

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3.2.1 NFC (Near Field Communication)

It's a method of wireless data transfer that detects and then enables technology

in close proximity to communicate without the need for an internet connection. It's easy,

fast and works automagically. The tech involved is deceptively simple. Evolved from

radio frequency identification (RFID) tech, an NFC chip operates as one part of a

wireless link. Once it's activated by another chip, small amounts of data between the

two devices can be transferred when held a few centimeters from each other. It is fast

and easy. No pairing code is necessary to link up and because it uses chips that run on

very low amounts of power (or passively, using even less), it's much more power-

efficient than other wireless communication types. At its core, NFC works to identify us

by our enabled cards and devices (and by extension, our bank accounts and other

personal info.)

NFC chips stocked inside credit cards for contactless payments are nothing new.

But a more recent and admittedly more enticing use case for NFC is with our

smartphone, which can digitize our entire wallet. It can be use as an access to our funds

for contactless payments. The list of compatible devices is staggering and growing with

time. It's safe to say, if you've purchased a smartphone in the last year or two, you

should be ready to go. A few examples of recent NFC-equipped smartphones: Nexus 6,

Sony Xperia Z3, iPhone 6, Samsung Galaxy Note 4, LG G3, HTC One M9. Same goes

to the tablet like Google Nexus 9, iPad Mini 3 and iPad Air 2 each have the capability

out of the box.

3.2.2 Waze

Like other mapping services, Waze offers voice-guided GPS navigation with turn-by-

turn directions. But what's really unique about the app is its social layer: Waze's active

community of users share real-time traffic and road information. That means it gives you

a heads-up about reported obstacles on your route (e.g. road closures, accidents, police

traps), and can then redirect you to your destination. Waze also learns the routes that

users prefer to take towards frequent destinations. Users have to option to report

information via hands-free voice control, which is activated by waving your hand in front

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of your smart phone screen (and initiating the phone's proximity sensor). Saying

prompts such as "report traffic" triggers the app to provide alerts on traffic flow.

Users can also contribute by editing Waze's maps to fix problems they may see. The

more a user drives and edits, the higher their clout as a Waze editor, and the more their

editing permissions expand. The app also eliminates the need for "I'm-five-minutes-

away" texts to friends. That's because users can see live updates of their buddies who

use Waze, as they travel towards an event or meeting spot.

3.2.3 Benefits and advantage of the combination

NFC chip being bundled in the most smart phone nowadays. So there will no

need to have any extra or additional device to be use in order to implement this

project

Integration with Waze application will provide us a trusted community-based

mapping software that will get user attention whom are using the smart phone.

Smart is almost a must to the public nowadays. So, as long you have the smart

phone, you will be entitle to use this integrated ticketing facility.

Touch ‘n Go concept will be use in order to topup the money

By using only our own telephone, we entitle to use any public transport facilities

Minimizing queue time to buy a ticket

Information such as train schedule, bus ETA and fastest route is much more

easy to get since it can be access just by using our smart phone

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3.3 The Architecture

3.3.1 Three Layer Architecture

The architecture that will be implemented in this project is three-tier architecture.

The three-tier architecture is client-server architecture which describes the separation of

functionality such as presentation, application processing and data management into

different layers with each segment being a tier that can be located on a physically

separate computer (Atwi, 2011). Besides, three-tier architecture is an architectural

deployment style that evolved through the component-oriented approach which

generally using platform specific methods for communication instead of a message-

based approach. This architecture has different usages with different applications. It can

be used in web applications and distributed applications (Atwi, 2011). In this project, we

only used mobile application.

3.3.2 Structure

By using this architecture, the software is divided into 3 different tiers which are

Presentation tier/view layer, Logic tier/business layer and Data tier/data layer.

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Figure 1 : three-layer architecture design

3.3.2.1 Presentation tier/ view layer

The presentation tier/view layer provides and represents how the system will

interacts with the users. According to Atwi (2011), the view layer involves the use of

graphical user interface for smart client interaction and web based technologies for

browser based interaction. The view layer communicates with other layer by view the

result to the view layer and all other layer in the network. In this project, the view layer

will display the information that related to the services such as browsing and purchasing

the ticket.

3.3.2.2 Logic tier/ business layer

The business layer is pulled out from the view layer and its own layer. It controls

an application’s function by performing detailed processing. Hill et al. (2010) stated that

the business layer is the heart of the system where all the processing of the data takes

place. In this layer, the mission-critical business problems are solved. In order to assist

in resource sharing, the components that make up this layer can exist on a server

machine. This layer contains business rules such as business algorithm and legal or

governmental regulations, and data rules which are designed to keep data structures

consistent with the databases (Atwi, 2011).

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3.3.2.3 Data tier/ data layer

The data layer provides the access to the external systems such as database.

According to Atwi (2011), the data layer can be assessed through the business layer. In

this layer, all the information collected will be stored and retrieved from the database.

Besides, this data layer also keeps the data neutral and independent from the

application servers or business logic (Atwi, 2011).

3.3.3 Benefits

There are several benefits of using the three-layer architecture. The benefits of

using the three-layer architecture are maintainability, scalability, flexibility, availability,

security and performance (Atwi, 2011)(Kumar, 2011). The three layer architecture has

high maintainability because each layer is independent of the other layer. So, the

updates and changes process can be easily carried out as it does not affect the others

layer (Kumar, 2011). The other benefit of three layer architecture is scalability because

the tiers are based on the deployment of the layers. Any scaling out an application is

reasonably straightforward.

Atwi (2011) also stated that availability is one of the benefits of three-layer

architecture. This is because the applications can exploit the modular architecture of

enabling systems using easily scalable components which increases availability. In

addition, this architecture also has high flexibility as each of the layers can be managed

and scaled independently so that it increased its flexibility. Moreover, three-layer

architecture also has high security as the separated presentation allows implementing

security at various layers. Last but not least, this architecture has high in performance

as the layers over multiple physical tiers improve the fault tolerance and performance of

the software system (Kumar, 2011).

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3.4 Use Case Diagram

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Figure 1: Use Case Diagram

The use case diagram in Figure 3 illustrates there will be user and staff as the actors.

User is the public those who will use the public transportation. By using their smart php

phone which is NFC’s equipped, the user can use as a medium that act as the ticket to

use the public transportation services. As they pass through the registration process,

they can choose either manage and update profile, manage ticketing process such ass

get a ticket, top up and checking their balance. They also capable, by using the Waze

integration have the capabilities to check the route and also manage a problem which

indirectly supporting social integration of the software within other user. This kind of

integration will increase the feels towards the usage of the application.

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3.5 Activity Diagram

3.5.1 Registration

Figure 4: Registration

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3.5.2 Update Profile

Figure 5: Update Profile

3.5.3 Check Balance

Figure 6: Check Balance

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3.5.4 Balance Top-up

Figure 7: Top Up

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3.5.5 Walk-in Ticket

Figure 8: Walkin Ticket

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3.6 Sequence Diagram

3.6.1 Registration

Figure 9: Registration

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3.6.2 Update Profile

Figure 10: Update Profile

3.6.3 Check Balance

Figure 11: Check Balance

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3.6.4 Balance Top-up

Figure 12: Balance Topup

3.6.5 Walk-in Ticket

Figure 13: Walk in ticket

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4 Conclusion

NFC implementation can leads to the improvement of popularity of the public

transport usage for the public. The features that have been built on smart phone will

encourage their feel experience to get a try to use the system themselves. Using a

smart phone as the medium to establish this approach will ensure the participation from

the target user in its highest ratio. This is because of the current trends that shows,

owns a smart phone is not a luxury lifestyle anymore but it has being a must to the

people especially for those who stay on Kuala Lumpur and Klang Valley – The place

where this project being proposed. This NFC will be control by special apps that will

handle such process like balance checking, update the value of the tickets, updating

their profile and others.

Combine with a stable, fully featured application, Waze will boost the desire of its

user to participate in the use of the public transport thus will make the private vehicle

being the second choice of transportation to the public. Waze, a mapping application

that have been recognize as one of the best on its genre, will create a situation where

people will feel they owns their own public transport. User will have the capabilities to

arrange their travelling experience within a smartphone.

We are very confident with this proposal, it will help the government to establish

their NKRA target to encourage the public to support the public transport that have been

provided thus will eliminate the jam problem that have been faced by the people of

Kuala Lumpur and Klang Valley for such a long time.

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5 References

[1] PEMANDU, Prime Minister Office, P. (2010). Chapter 11 Improving Urban Public Transport. In 1 Government Transformation Programme. The Roadmap (Vol. 1, p. 199). Putrajaya: Unit Pengurusan Prestasi dan Pelaksanaan (PEMANDU), Jabatan Perdana Menteri.

[2] Lai, A. (2015, May 17). Azmin: Kidex not a solution to public transportation problem. The Star Online. Retrieved from http://www.thestar.com.my/News/Nation/2015/05/17/Azmin-Kidex-public-transport/

[3] Holden, R.,Pr Eng. (2015). Integrated transport. Civil Engineering : Magazine of the South African Institution of Civil Engineering, 23(2), 64-66. Retrieved from http://search.proquest.com.ezaccess.library.uitm.edu.my/docview/1681255248?accountid=42518

[4] K., J. (2011). Robust models for the utilization of public bus transport services in Malaysia. African Journal of Business Management Afr. J. Bus. Manage.

[5] Veeneman, W., & Velde, D. (n.d.). Developments in public transport governance in the Netherlands: A brief history and recent developments. Research in Transportation Economics, 41-47.

[6] Preston, J. (2012). INTEGRATION FOR SEAMLESS TRANSPORT. (). Paris: Organisation for Economic Cooperation and Development (OECD). Retrieved from http://search.proquest.com.ezaccess.library.uitm.edu.my/docview/1184495701?accountid=42518

[7] Velde, D. (n.d.). Market initiative regimes in public transport in Europe: Recent developments. Research in Transportation Economics, 33-40.

[8] Tarhini, A. (2011, January 22). Concepts of Three-Tier Architecture. Retrieved June 26,

2015, from https://alitarhini.wordpress.com/2011/01/22/concepts-of-three-tier-architecture/

[9] Hill, J. D., Kruth, A. R., Salisbury, J., & Varga, S. (2010). Software architecture in banking.

Retrieved from https://www.rose-hulman.edu/Users/faculty/young/CS-Classes/csse477/

handouts_377/HillTermPaper_FINAL.pdf

[10] Kumar, B. A. (2011). Software architecture for Fiji National University campus information system. Indian Journal of Computer Science and Engineering, 2(2), 255-261.

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