International University

INTERNATIONAL UNIVERSITY - VIETNAM NATIONAL UNIVERSITY

School of Industrial and Engineering Management

REPORT
COURSE: INTRODUCTION TO LOGISTICS AND SUPPLY
CHAIN MANAGEMENT

TITLE: SIMULATION PARKING SYSTEM

Supervisor: MSc. Nguyen Hoang Huy
Lab Manager Specialist: M.Eng Pham Tuan Anh
GROUP 8

No. Student’s name Student’s ID

1 Đào Ngọc Thùy Linh IELSIU19187
2 Nguyễn Hải Triều IELSIU19293
3 Đoàn Lập Quốc IELSIU19248
4 Chu Hà My IELSIU19203
5 Nguyễn Hoài Thuận IELSIU19279

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TABLE OF CONTENTS
LIST OF TABLES...........................................................................................................................3
LIST OF TABLES...........................................................................................................................4
CHAPTER 1. INTRODUCTION................................................................................................. 6
1.1. Background....................................................................................................................... 6
1.2. Problem statements........................................................................................................... 6
1.3. Objectives..........................................................................................................................6
1.4. Scope and Limitation........................................................................................................ 7
1.4.1. Scope..........................................................................................................................7
1.4.2. Limitation.................................................................................................................. 7
CHAPTER 2. METHODOLOGY.................................................................................................8
2.1. Simulation study............................................................................................................... 8
2.2. Model Conceptualization................................................................................................ 10
2.3. Data Collection and Analysis..........................................................................................14
2.3.1. Resource and Layout............................................................................................... 14
2.3.2. Data analysis............................................................................................................16
2.4. Model Translation........................................................................................................... 24
2.4.1. Module in arena....................................................................................................... 26
2.4.2. Animation................................................................................................................ 39
CHAPTER 3. VERIFICATION AND VALIDATION.............................................................. 41
CHAPTER 4. OUTPUT ANALYSIS AND SUGGESTION..................................................... 45
4.1. Output analysis................................................................................................................45
4.2. Suggestion.......................................................................................................................48
4.2.1. Alternative 1............................................................................................................ 48
4.2.2. Alternative 2............................................................................................................ 50
4.3. Conclusion...................................................................................................................... 52
CHAPTER 5. REFERENCE.......................................................................................................53

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LIST OF TABLES

Table 2.1: Data collection of arrival entities................................................................................. 16

Table 2.3: Create module table...................................................................................................... 27

Table 2.4: Process module table.................................................................................................... 28

Table 2.5: Process module table.................................................................................................... 29

Table 2.6: Decide module table..................................................................................................... 30

Table 2.7: Assign module table..................................................................................................... 31

Table 2.8: Process module table.................................................................................................... 32

Table 2.9: Delay module table.......................................................................................................33

Table 2.10: Store module table...................................................................................................... 35

Table 2.11: Unstore module table..................................................................................................35

Table 2.12: Route module table.....................................................................................................37

Table 3.1: Paired comparison test of entities out...........................................................................41

Table 3.2: Paired comparison test of waiting time........................................................................ 42

Table 3.3: Paired comparison test of time in system..................................................................... 43

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LIST OF TABLES

Figure 2.1: Step of a simulation study............................................................................................. 9

Figure 2.2: Model conceptualization............................................................................................. 11

Figure 2.3: Inputs of the model......................................................................................................11

Figure 2.4: Content of the model...................................................................................................12

Figure 2.5: Outputs of the model...................................................................................................12

Figure 2.6: 2D parking layout........................................................................................................15

Figure 2.7: Arrival rate of customer from 4pm to 6pm................................................................. 18

Figure 2.8: Arrival rate of customer from 6pm to 8pm................................................................. 18

Figure 2.9: Arrival rate of customer from 8pm to 10pm............................................................... 19

Figure 2.10: Processing time of customer from 4pm to 6pm........................................................ 20

Figure 2.11: Processing time of customer from 6pm to 8pm........................................................ 20

Figure 2.12: Processing time of customer from 8pm to 10pm...................................................... 21

Figure 2.13: Parking time of customer from 4pm to 6pm............................................................. 22

Figure 2.14: Parking time of customer from 6pm to 8pm............................................................. 23

Figure 2.15: Parking time of customer from 8pm to 10pm........................................................... 23

Figure 2.16: Simulation Arena in parking zone A.........................................................................24

Figure 2.17: Simulation Arena in parking zone B......................................................................... 25

Figure 2.18: Simulation Arena in parking zone C......................................................................... 25

Figure 2.19: Simulation Arena in parking entrance.......................................................................26

Figure 2.20: Simulation Arena in parking exit.............................................................................. 26

Figure 2.21: Create module in Arena............................................................................................ 26

Figure 2.22: Dispose module in Arena.......................................................................................... 27

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Figure 2.23: Decide module in arena.............................................................................................28

Figure 2.24: Process module table.................................................................................................29

Figure 2.25: Assign module in Arena...........................................................................................30

Figure 2.26: Process module in Arena...........................................................................................32

Figure 2.27: Delay module in Arena............................................................................................. 33

Figure 2.28: Store module in Arena.............................................................................................. 34

Figure 2.29: Unstore module in Arena.......................................................................................... 35

Figure 2.30: The connection between three modules.................................................................... 36

Figure 2.31: Route module in Arena............................................................................................. 36

Figure 2.32: Station module in Arena............................................................................................37

Figure 2.33: Computerized model................................................................................................. 38

Figure 2.34: 3D parking layout from the left view........................................................................ 39

Figure 2.35: 3D parking layout from the right view......................................................................39

Figure 2.36: Application 3D parking layout in Arena................................................................... 40

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CHAPTER 1. INTRODUCTION

1.1. Background

A system is a unified whole that includes interrelated components. It runs a transformation

process in which a set of inputs is converted into a set of outputs so as to gain a common target.
The motorbike parking system is similar. The main application of this motorbike parking system
is to provide parking space for customers when they go to the mall to cater for their needs.
Nowadays, the society is more and more developing, leading to the motorbike parking becoming
popular and widely. So, we can usually see this parking system everywhere such as malls, offices,
and schools.

GIGAMALL Trade Center, located on Pham Van Dong Street, Thu Duc District, Ho Chi
Minh City, officially went into operation on January 12, 2019. There are 2 parking slots for
customers to go shopping, enjoy the meal, have relaxation, and it shows some advantages and
disadvantages of a typical parking lot.

1.2. Problem statements

According to this motorbike parking system, there are some main problems that shown:

- The amount of vehicles is high at the peak hour which is from 6 pm to 9 pm everyday
especial on Fridays, Saturdays, and Sundays. Depending on the amount of vehicles and
the parking time of customers, the motorbike parking system can be properly arranged so
as not to run out of available space or not.

- According to the parking system, why zone A and zone C are more crowded than zone B.

1.3. Objectives

The principle purpose of this project is to show us the common process of the parking system
(consisting of getting a card, choosing a parking space and leaving).

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- We can know what period with how many vehicles entering, the customers will choose
which areas to park, how long they will park, and how they come out so we can find
ways to improve the parking systems more convenient for customers.

- In case of a top hour, the parking system needs to have a back-up area or increase the
amount of the available spaces in each zone for avoiding running out of space.

- In addition, the issue of areas A and C is always more crowded than area B because of
the advantages that the area brings to customers. Each customer always wants to park in
the areas which are near elevators and exits. So, the priority order is zone A, zone C, and
zone B, respectively.

- We practice how to run a model system, what are inputs and outputs, so we develop the
real system with satisfactory solutions, after that applying the solution for implement the
real process.

1.4. Scope and Limitation

1.4.1. Scope

We will simulate the operation of the motorbike parking’s GiGaMall at Pham Van Dong
Street, Thu Duc District, Ho Chi Minh City from 4PM to 10PM.

1.4.2. Limitation

There also occur some special situations in reality, which are not considered in the simulation
such as a lack of human resources and not enough time for collecting data.

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CHAPTER 2. METHODOLOGY

2.1. Simulation study

To successfully finish a simulation research project, many phases are done step by step
represented by the flowchart below. The first essential step is problem definition which consists
of defining the purpose of the study and what problem needs to be solved. Observations and care
should be taken by a system of individual or organizational needs to decide whether simulation
can be the applicable tool for the problem. Since then, building the project planning, the small
tasks for the accomplishment of the project are divided into each person who is responsible for
the assigned work and completes it. Besides, the schedule and deadline are necessary to promote
work productivity. In the next step, based on simulation goals, we define the process of the
actual system and assemble data of the real system. On this basis, building a conceptual model
that represents the basic nature of the system shows how the system operates and how variables
of the system interact. For data, we have to determine what type of data to collect. Data is fitted
to theoretical distributions.

Next, we have to check the preciseness and validation of this model. If the conceptual model
has the wrong part, we must collect more data and recreate the principle model. After completing
the conceptual model with appropriate data, we start to create a simulation model on the
computer by tools and software of simulation. When finishing the model by simulation program,
we have to do verification which ensures that the model behaves as intended and validation
which ensures that no significant difference exists between the model and the real system and
that model reflects reality. If the model is not satisfied, we go back to collect more data and
rebuild the conceptual model. If the model goes through the test successfully by meeting the
requirements, we move on to experimentation and analysis phrases that execute the simulation
runs and statistically compare the simulation system performance with that of the real system.
After that, we write a report to show the result of the research study. Moving to the final step, we
implement changes and enhancements into the real system to solve the problem mentioned.

In conclusion, all steps can be categorized into four main phases of a process. The first phase
is defining the problem and setting objectives (step 1 to 2). The second phase focuses on

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conceptual models and data collection (step 3 to 7). The next phase, step 8 to 10, concerns
running and analyzing the model. In the final phase, we handle reporting and implementation
(step 11 to 12).

Figure 2.1: Step of a simulation study

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2.2. Model Conceptualization

A conceptual model is a representation of a motorbike parking system, made of the elements

of concept (include Inputs, Outputs, Content). Furthermore, it also has resources. Thereby, we
can imagine what that system has, how that system is, and how that system runs.

Inputs: Customers with car or motorbike (entities) enroll in the motorbike parking main
system.

Outputs: Customers return cards and then they move out.

 Resource:
1.Total capacity: 1700

2.Total area: 10200m2 with width: 85m and length: 120m

3.Total row: 17 rows from A to Q with each row has 100

4.Total zone : Zone A, Zone B, Zone C

- Zone A: Width: 85m, Length: 50m

7 rows from A to G

Total capacity: 700

- Zone B: Width: 85m, Length: 35m

5 rows from H to L

Total capacity: 500

- Zone C: Width: 85m, Length: 35m

5 rows from M to Q

Total capacity: 500

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Figure 2.2: Model conceptualization

Figure 2.3: Inputs of the model

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Figure 2.4: Content of the model

Figure 2.5: Outputs of the model

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Firstly, customers with cars or motorbikes enroll in the car parking. We will have two cases,
depending on the number of vehicles entering.

Case 1: In the crowded period, the amount of motorbikes entering increases, leading to the
motorbikes will be moved into the waiting queue. Then, the motorbikes will move to the card-
receiving area to get a card, and come to the parking lot.

Case 2: In another period of time, the amount of motorbikes entering has a normal standard.
Therefore, customers only need to go to the card-receiving area to take a card, and enter the
parking lot without having to move to the waiting queue like in the former case.

Secondly, there will be the parking selection process. Based on the conditions of each
parking area, we will divide it into two cases.

Case 1: Customers choose A area (near elevator and near entrance)

With the conditions of A area, it will have approximately 90% of the amount of vehicles that
enter this area. Then, they continue to pick row for parking. If they pick row 1, they park, and
then they go to the exit. It will have about 90% of the amount of customers picking this row. By
contrast, they choose another rows to park (about 10%). Out of those 10%, they continue with
the process which is similar to picking row 1. But if there is no available position, customers will
be transferred to next areas.

Case 2: Customers choose B area (near elevator) and C area (near entrance)

Given the conditions of each area, the percentage of customers entering is the same, each
area is 5%.

If customers choose B area, the process will be the same as in A area.

If customers choose C area, the process will be similar to A area. But if there is no available
space, customers will log out.

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Finally, there is the log out process. The parking has two exits, which include exit A (near A
zone and C zone) and exit C (near B zone), so we will divide into two cases.

Case 1: It has approximately 90% customers who pick exit A to go out due to its advantage
conditions. Then, if it is at crowded time, customers will be moved into the waiting queue, they
return cards and pay fees after. By contrast, they only need to return the card and pay fees. After
paying fees, they move out.

Case 2: The remaining 10% of customers who choose exit C to get out because they park in
B zone and another area near exit C. Then, if it is at crowded time, customers will be moved into
the waiting queue, they return the card and pay fees after. By contrast, they only need to return
the card and pay fees. After paying fees, they move out.

2.3. Data Collection and Analysis

Data was collected within 6 hours on whole days of the week, from 4:00 PM to 10:00 PM
which is the time period of a full working day of the parking.

Time is measured in the second unit, except the parking time measured in the minute unit.

Data form

Time No. Arrival Time Waiting Time Processing Time Parking Time

2.3.1. Resource and Layout

 Resource:

- Total capacity: 1700

- Total area: 10200m2 with width: 85m and length: 120m

- Total row: 17 rows from A to Q with each row has 100

- Total zone: Zone A, Zone B, Zone C

- Zone A: Width: 85m, Length: 50m

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7 rows from A to G

Total capacity: 700

- Zone B: Width: 85m, Length: 35m

5 rows from H to L

Total capacity: 500

- Zone C: Width: 85m, Length: 35m

5 rows from M to Q

Total capacity: 500

 Layout

Figure 2.6: 2D parking layout

The objective that we construct a simulation system is based on the Gigamall floor B car
parking area which has an area of nearly 1700 m . This platform obtains 1 card receiving area
2

located near the entrance position, 3 main zones for parking, 2 elevators among 3 zones and 2
ways of logging out: the first one placed on the opposite side to the entrance whereas the other is
located in the lower right corner of the whole area. It can be seen that each zone owns from 5 to
7 rows, meanwhile each row has the capacity of 100 cars. To be more specific, zone A has a
capacity of 700, zone B has a capacity of 500 as the same as zone C, each zone has an area of
4250m , 2975m , 2975m respectively.
2 2 2

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2.3.2. Data analysis

 Arrival Rate:

- Definition: The number of customers arriving in the parking per unit time. The arrival rate
of customers during 6 hours of simulation is scheduled as the number of the customers arriving
in the parking in each minute.

- As the arrival time, it is counted from the moment customers come in the parking and get
pass the first speed bump of the parking lot entrance.

- Distribution of arrival rate is Poisson which is a discrete distribution that represents the
number of random events occurring in a fixed interval of time. [1]

Table 2.1: Data collection of arrival entities

Time
Sundays 16h-18h 18h-20h 20h-22h

A number of A number of A number of

Minute
motors in 1 minute motors in 1 minute motors in 1 minute

1 1 9 6
2 4 10 5
3 2 15 5
4 2 8 2
5 4 13 4
6 12 9 2
7 7 14 4
8 7 10 4
9 6 12 3
10 5 14 5
11 5 13 4
12 4 8 3
13 9 10 2
14 6 15 3
15 5 8 4

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16 9 12 4
17 7 9 1
18 7 12 4
19 10 11 3
20 13 12 2
21 11 13 1
22 10 14 2
23 18 18 3
24 9 17 1
25 14 17 2
26 7 22 1
27 14 23 1
28 16 18 1
29 11 21 3
30 15 17 0
31 9 1
32 13 1
33 2
34 0
35 0
36 1

+ 4pm - 6pm

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Figure 2.7: Arrival rate of customer from 4pm to 6pm

- Distribution: Arrival rate data from 4pm to 6pm follows Poisson distribution POIS(8.5)
with p-value=0.17

+ 6pm - 8pm

Figure 2.8: Arrival rate of customer from 6pm to 8pm

- Distribution: Arrival rate data from 6pm to 8pm follows Poisson distribution POIS(13.5)
with p-value=0.253

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+ 8pm - 10pm

Figure 2.9: Arrival rate of customer from 8pm to 10pm

- Distribution: Arrival rate data from 8pm to 10pm follows Poisson distribution POIS(2.5)
with p-value=0.215

 Processing Time

- Definition: the total time customers receive the parking card.

- As the processing time, it is counted from the moment customers stand in the counter and
finish receiving the parking card to check out the counter.

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+ 4pm-6pm

Figure 2.10: Processing time of customer from 4pm to 6pm

- Distribution: Processing time data from 4pm to 6pm follows Erlang distribution
5+ERLA(0.873, 5) with p-value=0.613

+ 6pm-8pm

Figure 2.11: Processing time of customer from 6pm to 8pm

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- Distribution: Processing time data from 6pm to 8pm follows Normal distribution
NORM(9.81,2.5) with p-value=0.176

+ 8pm-10pm

Figure 2.12: Processing time of customer from 8pm to 10pm

- Distribution: Processing time data from 8pm to 10pm follows Beta distribution 7 + 6 *
BETA(2.14, 2.21) with p-value>0.75

 Parking Time

- Definition: the total time customers are parked in parking lot.

- As the parking time, it is counted from the moment customers’ motorbike is exactly parked
to the moment customers start to go to the out counters.

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+ 4pm-6pm

Figure 2.13: Parking time of customer from 4pm to 6pm

- Distribution: Parking time data from 4pm to 6pm follows Uniform distribution
UNIF(38,141) with p-value=0.617

+ 6pm-8pm

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Figure 2.14: Parking time of customer from 6pm to 8pm

- Distribution: Parking time data from 6pm to 8pm follows Beta distribution
16+169*BETA(0.946,0.783) with p-value=0.448

+ 8pm-10pm

Figure 2.15: Parking time of customer from 8pm to 10pm

- Distribution: Parking time data from 8pm to 10pm follows Beta distribution 15 + 87 *
BETA(1.07, 1.04) with p-value=0.465

Data summary:

Period Arrival time (per minute) Processing time (second)

POIS(8.5) 5+ERLA(0.873, 5)
4pm-6pm
p-value=0.17 p-value=0.613
POIS(13.5) NORM(9.81,2.5)
6pm-8pm
p-value=0.253 p-value=0.176
POIS(2.5) 7 + 6 * BETA(2.14, 2.21) p-
8pm-10pm
p-value=0.215 value>0.75

Period Time parking (minute)

4pm-6pm UNIF(38,141) p-value=0.617

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6pm-8pm 16+169*BETA(0.946,0.783) p-value=0.448

8pm-10pm 15 + 87 * BETA(1.07, 1.04) p-value=0.465

The accuracy of the data is based on Chi-square test which measures the exactness of the
model compared to actual observed data with a large enough sample size (n>50). [2] If p-value
of Chi-square test is greater than or equal to 0.05 because of a 0.95 confidence level, the data is
more accurate. [3]

2.4. Model Translation

- Arena Definition: Arena is a simulation software product that provides an integrated

framework for building simulation models in a wide variety of applications.

- Parking system SIMULATION with Arena (divided by zone):

Figure 2.16: Simulation Arena in parking zone A

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Figure 2.17: Simulation Arena in parking zone B

Figure 2.18: Simulation Arena in parking zone C

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Figure 2.19: Simulation Arena in parking entrance

Figure 2.20: Simulation Arena in parking exit

2.4.1. Module in arena

 Basic process module:

1. Create Module: used to create entities which are defined to be Giga Mall’s customers
is this case study.

Distribution attaching to Module: Poisson

Figure 2.21: Create module in Arena

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Application: Create module is defined as Vehicle in Parking system to account the amount of
motorbike that come in the Parking system

Table 2.3: Create module table

Expression: POIS(8.5 ) * (TNOW <= 6) + POIS(13.5) * (6 < TNOW < 8) + POIS(2.5) *

(TNOW >=8)

2. Dispose Module: used to dispose of created entities as Giga Mall’s customers have
finished their time cycle in the parking system and get away from it.

Figure 2.22: Dispose module in Arena

Application: Dispose module is set as End in Parking system to dispose.

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3. Decide Module: used to perform decision – making processes of customers.

Figure 2.23: Decide module in arena

Application: Decide module after getting a parking card and decide whether the motorbike
parks in Zone A or Zone B or Zone C.

Table 2.4: Process module table

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Application: Decide module after finding out a slot and decide whether the motorbike parks
or not (The crowd is 90% of the capacity row). If not, the motorbike will move to the next row.

Figure 2.24: Process module table

Table 2.5: Process module table

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Application: Distribute the number of vehicles to which aisles to receive the cards.

Table 2.6: Decide module table

4. Assign Module: used to assign motorbike and people pictures for the entities have
been created; and to attribute specific time (waiting time, processing time, parking
time) to each entity and parking system.

Figure 2.25: Assign module in Arena

Application: Assign module is set as Input/Output in Parking System to assign attribute of

motorbike into Parking system.

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Table 2.7: Assign module table

Assignments:

- Attribute, Parkingtime, UNIF(38,141) * (TNOW<=6) + (16 + 169 * BETA (0.946,0.783)) *

(6<TNOW<8) + (15+87*BETA(1.07,1.04)) * (TNOW>=8)

- Attribute, Time in, TNOW

- Variable, Current, Current + 1

- Attribute, Capacity, 1700

- Variable, RemainCapacity, Capacity – Current

5. Process Module: used to define the resources in the simulation system, including
costing information and resource availability. Resources may have a fixed capacity
that does not vary over the simulation run or may operate based on a schedule.
Resource failures and states can also be specified in this module.

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Figure 2.26: Process module in Arena

Application: Process modules are set as “Processing time IN/OUT” to define time that
motorbike getting the card to enter the parking system.

Table 2.8: Process module table

Expression: (5+ERLA(0.873,5)) * (TNOW <= 6) + NORM(9.81,2.5) * (6 < TNOW<8) +

(7+6*BETA(2.14,2.21)) * (TNOW>=8)

6. Schedule module: used in conjunction with the Resource module to define an

operating schedule for time parking, processing time, waiting time or with the Create
module to define an arrival schedule. Additionally, a schedule may be used and
referenced to factor time delays based on the simulation time.

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7. Queue module: to change the ranking rule for a motorbike queue. The default ranking
rule for all queues is First In, First Out unless otherwise specified in this module.
Another field is that allows the queue to be defined as shared.

 Advanced process module:

1. Delay Module: used to delay an entity by a specified amount of time. The time delay
expression is set up according to recorded data. Motorbikes remain at the position in
the parking system for the resulting time period.

Figure 2.27: Delay module in Arena

Application: Delay module set as “Delay A” in Parking system to determine the delay time
(parking time) at position A in Row A

Table 2.9: Delay module table

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Application: Delay modules are set as “Waiting time IN/OUT” in Parking System to evaluate
the time motorbike be in queue.

2. Store Module: used adds an entity (motorbike) to storage. When motorbikes arrive at
the Store module, the storage specified is incremented, and motorbikes immediately
move to the next module in the system.

Figure 2.28: Store module in Arena

Application: Store module is set as “Store A” in Parking System to add a motorbike into
position A in Row A that the motorbike wants to park.

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Table 2.10: Store module table

3. Unstore Module: used to remove the entity from the storage. When motorbikes arrive
at the Unstore module, the storage specified is decreased and motorbikes immediately
move to the next module in the system.

Figure 2.29: Unstore module in Arena

Application: Unstore module is set as “Unstore A” in the Parking system to remove

motorbike from the position A in row A that the motorbike has been parked.

Table 2.11: Unstore module table

4. Storage Module: used to create by any module that references the storage (Store &
Unstore). The only time this module is needed is when a storage is defined as a
member of a storage set or specified using an attribute or expression.

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Figure 2.30: The connection between three modules

 Advanced transfer module:

1. Route Module: transfers an entity to a specified station or the next station in the
station visitation sequence defined for the entity. Motorbike will be sent to the next
processing location through the way that can be drawn using the route module.

Figure 2.31: Route module in Arena

Application: Route module is set as “Route 5” to transfer motorbike to Row A or others

station.

Application: Route module is set as “Distribution” distribute where the motorbike get to ( A
Zone, B Zone, C Zone).

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Application: Route module is set as “Exit Area” to transfer motorbike to next zone to park or
to Scanner out of A to move out the parking system.

Table 2.12: Route module table

Expression : DISC(0.7, AZone, 0.95, BZone, 1.0, CZone)

2. Station Module: used to define a position where the motorbikes have kept or distinct
areas such as entrance/exit. It can also be used to perform the starting point and the
ending point of customers.

Figure 2.32: Station module in Arena

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Application: Station modules are set as “Scanner in”, “Row A”, “A Zone”, “Scanner out
A/C” to define the position that motorbikes are kept or passed.

Figure 2.33: Computerized model

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2.4.2. Animation

Figure 2.34: 3D parking layout from the left view

Figure 2.35: 3D parking layout from the right view

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Figure 2.36: Application 3D parking layout in Arena

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CHAPTER 3. VERIFICATION AND VALIDATION

Table 3.1: Paired comparison test of entities out

THE NUMBER OF ENTITIES OUT

No. Sample No. Sample
Model Real Model Real
Replication Difference Replication Difference
1 2191 2133 58 16 2218 2123 95
2 2225 2298 -73 17 2213 2114 99
3 2231 2149 82 18 2203 2134 69
4 2192 2275 -83 19 2211 2101 110
5 2204 2328 -124 20 2178 2112 66
6 2196 2259 -63 21 2191 2239 -48
7 2221 2183 38 22 2208 2317 -109
8 2194 2110 84 23 2217 2158 59
9 2190 2218 -28 24 2222 2119 103
10 2200 2256 -56 25 2228 2273 -45
11 2209 2317 -108 26 2215 2286 -71
12 2206 2268 -62 27 2212 2332 -120
13 2200 2246 -46 28 2205 2247 -42
14 2211 2316 -105 29 2215 2256 -41
15 2221 2236 -15 30 2215 2233 -18

Hypothesis testing is applied to validate the output:

 Null hypothesis (Ho): number of motorbikes out of the simulation model (µ1) and the
real system (µ2) are equal.

 Alternative hypothesis (H1): number of motorbikes out of the simulation model (µ1)
and the real system (µ2) are not equal.

�0 : �1 − �2 = � = 0
�1 : �1 − �2 = � ≠ 0

Sample size n=30

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Mean sample difference � = -13.133

Mean standard deviation SD = 76.862

Test statistic zt = (� - D)/(SD/ �)= -

0.936

 Level of significant is α = 0.05, and according to z-table ±z0.025 = ±1.96

 As -1.96 < zt < 1.96, do not reject Ho

Table 3.2: Paired comparison test of waiting time

WAITING TIME (second)

No. Sample No. Sample
Model Real Model Real
Replication Difference Replication Difference
1 4.525 5.5 -0.975 16 5.355 4.2 1.155
2 4.975 5.47 -0.495 17 4.355 4.45 -0.095
3 5.32 5.53 -0.21 18 4.595 3.54 1.055
4 4.638 6.23 -1.592 19 5.86 4.37 1.49
5 5.66 6.21 -0.55 20 4.945 5.22 -0.275
6 4.886 4.42 0.466 21 4.995 4.42 0.575
7 4.735 4.91 -0.175 22 5.165 5.04 0.125
8 4.23 5.62 -1.39 23 5.29 4.55 0.74
9 5.095 5.5 -0.405 24 4.61 4.52 0.09
10 5.345 4.53 0.815 25 5.445 7.03 -1.585
11 4.805 5.21 -0.405 26 4.645 5.46 -0.815
12 4.8 6.58 -1.78 27 5.525 4.54 0.985
13 5.255 4.9 0.355 28 5.165 5.36 -0.195
14 4.45 5.02 -0.57 29 5.41 5.45 -0.04
15 5.14 5.08 0.06 30 4.685 6.37 -1.685

Hypothesis testing is applied to validate the output:

 Null hypothesis (Ho): waiting time out of the simulation model (µ1) and the real
system (µ2) are equal.

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 Alternative hypothesis (H1): waiting time out of the simulation model (µ1) and the
real system (µ2) are not equal.

�0 : �1 − �2 = � = 0
�1 : �1 − �2 = � ≠ 0
Sample size n=30

Mean sample difference � = -0.178

Mean standard deviation SD = 0.883

Zt = (� - D)/(SD/ �)= -
Test statistic
1.104

 Level of significant is α = 0.05, and according to z-table ±z0.025 = ±1.96

 As -1.96 < zt < 1.96, do not reject Ho

Table 3.3: Paired comparison test of time in system

TIME IN SYSTEM (minute)

No. Sample No. Sample
Model Real Model Real
Replication Difference Replication Difference
1 73.48 93.2 -19.724 16 128.48 159.13 -30.654
2 80.05 90.9 -10.855 17 150.15 147.83 2.319
3 96.52 92.8 3.722 18 138.06 113.23 24.827
4 96.96 95.1 1.855 19 153.5 141.42 12.083
5 103.86 97.4 6.462 20 148.72 105.58 43.135
6 89.55 108.9 -19.353 21 163.12 185.21 -22.092
7 123.21 129.3 -6.086 22 143.12 159.29 -16.168
8 119.02 87.2 31.818 23 159.39 138.12 21.271
9 112.21 154.47 -42.264 24 147.4 109.43 37.966
10 117.61 177.68 -60.073 25 144.32 125.18 19.138
11 141.07 185.257 -44.191 26 170.7 114.05 56.652
12 127.71 136.187 -8.481 27 181.91 138.46 43.445
13 135.13 173.81 -38.682 28 168.64 147.35 21.289
14 181.91 148.66 33.245 29 176.14 140.66 35.476

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15 127.75 161.38 -33.635 30 205.24 137.59 67.649

Hypothesis testing is applied to validate the output:

 Null hypothesis (Ho): waiting time out of the simulation model (µ1) and the real
system (µ2) are equal.

 Alternative hypothesis (H1): waiting time out of the simulation model (µ1) and the
real system (µ2) are not equal.

�0 : �1 − �2 = � = 0
�1 : �1 − �2 = � ≠ 0
Sample size n=30

Mean sample difference � = 3.6698

Mean standard deviation SD = 32.537

Zt = (� - D)/(SD/ �)=
Test statistic
0.6178

 Level of significant is α = 0.05, and according to z-table ±z0.025 = ±1.96

 As -1.96 < zt < 1.96, do not reject Ho

Conclusion: The simulation model is at 95% of confidence.

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CHAPTER 4. OUTPUT ANALYSIS AND SUGGESTION

The model is set up to run for 30 replications simulating 1 day to consider all the variabilities
associated with the model and each replication with 6 hours of operation each day from 4PM –
10PM.

4.1. Output analysis

The category overview uncovers a key performance indicator which is the amount of entities
out. In this model, there are 2208 customers driving out from the parking lot.

The table below illustrates the proportion of the work productivity of each POS machine.
Comparing between two machines of the same function, the performance of two POS IN
machines is nearly equal because of the same location, and the output of two POS OUT
machines has a big difference. In fact, parking customers tend to come out in the POS OUT 1
since it is located at zone A, and the POS OUT 2 in zone C which is far away from 2 entrances
has the lowest productivity.

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According to the data in the table below which represents the performance of each zone in
the parking, we can see that the quantity of customers parking in zone A and the zone B is higher
than the zone C. Especially, in row E, F, G, H, and I the number of entities is significantly high
because these rows are located nearest the entrance and the elevator. In addition, the following
rows from row J also decrease similar data of the table.

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The Queue table below gives information about the waiting time of each POS in the parking.
On average, a customer has to wait approximately 5 seconds in two POS IN machines, about 73
seconds in POS OUT 1, and 0.42 seconds in POS OUT 2. Therefore, the problem defined is the
high amount of queue time in POS OUT 2 because people tend to check out at zone A. Hence,
we aim to shorten the amount of waiting time of the study object and increase the performance of
each machine in the parking.

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4.2. Suggestion

4.2.1. Alternative 1

The first suggestion is that we will close the out entrance in zone C and set up the new one in
zone A, which included two check-in and one check out entrances, to maximize the work
productivity of each machine. We will not waste any resources and that solution also is a
balanced way for each machine to support each other. The improvement of resources’
performance and customers ’waiting time are shown below.

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Generally, this technique results in a decline in the waiting time for customers and a balance
in the performance for all machines. Nevertheless, the quantity of entities is parking in zone C
still very low because customers tend to park near the entrance and the lift at zone A and B,
which does not guarantee the optimal solution for the system’s problem.

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4.2.2. Alternative 2

Another solution that we find more effective than the aforementioned one is we will separate
four POS machines for zone A and zone C, which means each zone will have one check-in
entrance and one check-out entrance. The method also solves our problem as alternative 1,
moreover, avoiding the congestion in one place when all machines are put in zone A. The
improvement of resources’ performance and customers ’waiting time are shown below.

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In this way, the waiting time is decreased and all machines work effectively. The difference
from alternative 1 is the maximum usage of the parking capacity. The table above shows that the
number of customers is stable and nearly equal between each zone.

Furthermore, we also encourage the parking to add more staff on peak days such as
Saturdays and Sundays. With a large number of customers, a suitable number of employees help
to reduce waiting time and avoid congestion. They also have the task of arranging and guiding
customers to enter the reasonable parking space.

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4.3. Conclusion

Hypothesis testing is applied to validate the output:

 Null hypothesis (Ho): mean value sample of model arena (µ1) is lower than or equal
mean value sample of proposed model (µ2).

 Alternative hypothesis (H1): mean value sample of model arena (µ1) is higher than
mean value sample of proposed model (µ2).

Sample Type Null Hypothesis p-value α = 0.05 α = 0.1

Storage �0: �1 ≤ �2 0.5019 Not reject Not reject
Usage �0: �1 ≤ �2 0.4857 Not reject Not reject
Waiting time �0: �1 ≤ �2 0.0864 Not reject Reject

In this project, the Giga Mall parking in Thu Duc district, Ho Chi Minh City is modelled
using Arena Simulation Software in an attempt to discover the ultimate methods to resolve the
parking’s deficiencies in waiting time and productivity of resources.

Data is collected from real-world observation. Raw data is initially handled in Excel. Then,
different pieces of software provided by Arena are used to design the inputs and analyze the
outputs. Animation is created based on Arena resource and SketchUp 3D design software at most.

Through validation and interpretation of result, we come to the conclusion that the parking
system can be promoted by changing the entrance like the solution mentioned above, moreover,
adding manpower to serve customers well in the parking.

There are other modifications that can be applied to help the model achieve better
performance and those aforementioned methods are only one of the best ways taking into
consideration our assumptions when building this model.

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CHAPTER 5. REFERENCE

[1]. Arena simulation book

http://www.efos.unios.hr/poslovne-simulacije/wp-
content/uploads/sites/180/2013/09/Arena_Basic_Edition_User_s_Guide11.pdf
[2]. Chi-square test
https://www.investopedia.com/terms/c/chi-square-statistic.asp
[3]. Confidence level of Chi-square test

https://www.statisticssolutions.com/using-chi-square-statistic-in-
research/#:~:text=There%20are%20a%20number%20of,difference%20will%20ap
pear%20statistically%20significant.
[4] Sample report of previous class’ students in International University in 2020
https://drive.google.com/drive/u/0/folders/1NPy6HoL4HYdnlGrL0iJb6C4AWQto
ZO0t

[5]. Lecture slide Simulation & Modelling in IE - Assoc.Prof Ho Thanh Phong

Individual Contribution

No. Student’s name Student’s ID Contribution

1 Đào Ngọc Thùy Linh IELSIU19187 100%

2 Nguyễn Hải Triều IELSIU19293 100%

3 Đoàn Lập Quốc IELSIU19248 95%

4 Chu Hà My IELSIU19203 100%

5 Nguyễn Hoài Thuận IELSIU19279 100%

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