standardization of traditional boat and supply chain...

LAPORAN AKHIR PENELITIAN

BASIC RESEARCH

Standardization of traditional boat and supply chain

reengineering of traditional shipyard in Indonesia

Tahun ke-2 dari rencana 3 tahun

RESEARCH TEAM Principal of Researcher:

Yugowati Praharsi, S.Si., M.Sc., Ph.D (NIDN 0628088101)

Member of Researchers:

Dr. Eng. Mohammad Abu Jami’in, S.T., M.T (NIDN 0030057503)

Ir. Gaguk Suhardjito, M.MT (NIDN 0014016107)

International Partner :

Prof. Dr. Hui-Ming Wee

POLITEKNIK PERKAPALAN NEGERI SURABAYA

DESEMBER, 2019

LAPORAN KEMAJUAN PENELITIAN

1. IDENTITAS PENELITIAN(diisikan sesuai dengan proposal)

A. JUDUL PENELITIAN

Standardization of traditional boat and supply chain reengineering of traditional shipyard in Indonesia

B. BIDANG, TEMA, TOPIK, DAN RUMPUN BIDANG ILMU

Bidang Fokus RIRN/

Bidang Unggulan

Perguruan Tinggi

Tema Topik (jika ada) Rumpun Bidang Ilmu

Small craft

technology/Teknologi

kapal kecil

Kemaritiman Standarisasi kapal ikan

tradisional dan

merekayasa ulang

rantai pasokan

galangan kapal

tradisional di Indonesia

Manajemen Industri

C. KATEGORI, SKEMA, SBK, TARGET TKT DAN LAMA PENELITIAN

Kategori

(Kompetitif

Nasional/

Desentralisasi

/ Penugasan

Skema

Penelitian

Strata (Dasar/

Terapan/

Pengembangan)

SBK (Dasar/

Terapan/

Pengembangan)

Target

Akhir

TKT

Lama Penelitian

(Tahun)

Kompetitif

nasional Riset Dasar Dasar Dasar 3 1

2. IDENTITAS PENGUSUL

Nama, Peran

Perguruan

Tinggi/

Institusi

Program

Studi/ Bagian Bidang Tugas ID Sinta H-Index

Yugowati

Praharsi

Politeknik

Perkapalan

Negeri

Surabaya

Manajemen

Bisnis

Analyze lean

management,

six sigma,

and supply

chain in

building

traditional

boats

5991504 1

Mohammad

Abu Jami’in

Politeknik

Perkapalan

Negeri

Surabaya

Teknik

Otomasi

Analyze

product

modularity

and mass

customization

of traditional

boats,

5976038 5

analyze

technology to

modernize

fishing boats

Gaguk

Suhardjito

Politeknik

Perkapalan

Negeri

Surabaya

Manajemen

Bisnis

Analyze

product

modularity

and mass

customization

of traditional

boats,

analyze

technology to

modernize

fishing boats

6036068 -

3. MITRA KERJASAMA PENELITIAN (JIKA ADA)

Mitra Nama Mitra

Chung Yuan Christian University, Taiwan Prof. Hui-Ming Wee

4. LUARAN DAN TARGET CAPAIAN

Luaran Wajib

Tahun

Luara

n

Jenis

Luara

n

Status

Target

Capaian

(accepted,

published

, terdaftar

atau

granted,

atau

status

lainnya)

Keterangan (url dan nama jurnal, penerbit, url paten, keterangan

sejenis lainnya)

2019 Jurnal Published Jurnal Ocean Engineering, Elsevier,

https://www.sciencedirect.com/science/article/pii/S002980181831992

9

Luaran Tambahan

Tahun Luaran Jenis Luaran

Status Target Capaian

(accepted, published,

terdaftar atau granted,

atau status lainnya)

Keterangan (url dan

nama jurnal, penerbit,

url paten, keterangan

sejenis lainnya)

2019 Conference proceeding

IEOM ada 3 artikel Published

Penerbit: IEOM

Society

5. KEMAJUAN PENELITIAN

Ringkasan penelitian berisi latar belakang penelitian, tujuan dan tahapan metode penelitian, luaran

yang ditargetkan, serta uraian TKT penelitian yang diusulkan.

A. RINGKASAN

The stability test of traditional fishing boats in East Java, Indonesia based on the International Maritime

Organization Standard

East Java province is the one of shipbuilding industry cluster in Indonesia. Traditional fishing boats have been

widely used by most fishermen in East Java. In this study, we aim to test the stability of traditional fishing

boats according to the International Maritime Organization (IMO) standard. The results show that there are

four types of traditional fishing boats, namely: ijon-ijon, perahu, pursein, and ethek-ethek. The stability test

shows that all these types of traditional fishing boats has confirmed to the IMO standard, except the ethek-

ethek boat. In order to fulfill the IMO standard, the bilge keel can be used to modify the ethek-ethek boat.

Six Sigma Implementation and Analysis - An Empirical Study of a Traditional Boat Building Industry in

Indonesia

There are several traditional boat building industries in East Java, Indonesia. However, the performance of

these industries has not been measured yet. We aim to measure and boast the performance of traditional

boat building industries using Six Sigma. The results showed that the existing performance measured by sigma

value is 2.84. There are some critical factors to quality such as: the error of cutting, crack due to assembly, and

crack due to burning for wood bending. Analyzing the potential causes by fishbone diagram and ranking it by

risk priority number values, we propose some improvements such as: developing facilities of automatic

machines, sorting material at the time of purchasing, creating training program for burning and assembly, and

brainstorming with some experts especially in wood bending.

Lean Management and Analysis - An Empirical Study of a Traditional Shipbuilding Industry in

Indonesia

Indonesian shipbuilding industry is a labor intensive business. There are several stages and activities in

shipbuilding that needs process efficiency and cost reduction. In this study, we implement the lean

management to eliminate waste and create value. We start by identifying the critical wastes in the traditional

shipbuilding industry. Subsequently, we prioritize the waste using analytical hierarchy process and investigate

the source and reason by fishbone diagram. The result showed that the process of dropping the ship into the

sea that causes the bottom of the ship breaking down is the most critical waste. Several root causes are

analyzed by fishbone diagram, such as: men, material, method, and environment. Based on the results of the

Risk Priority Number assessment, it can be inferred the highest priority of broken-down vessel that is the rocky

environmental conditions when the ship drops to sea. The lowest priority is the limitation of equipment, which

causes the process of dropping ships to sea not straight. Furthermore, all the main causes are given an

improvement proposal in order to minimize the risk of the bottom of the ship breaking down during the

process of dropping ship to sea.

Hasil penelitian berisi kemajuan pelaksanaan penelitian, data yang diperoleh, dan analisis yang telah

dilakukan

B. HASIL PENELITIAN

The stability test of traditional fishing boats in East Java, Indonesia based on the International Maritime Organization Standard

Table 2. The measurement results of stability test

The boat

types

Tilted

angle

Ijon-Ijon Perahu Purseine Ethek-Ethek

Loadc

ase 1

Loadc

ase 2

Loadc

ase 3

Loadc

ase 1

Loadc

ase 2

Loadc

ase 3

Loadc

ase 1

Loadc

ase 2

Loadc

ase 3

Loadc

ase 1

Loadc

ase 2

Loadc

ase 3

0°-30° 0.291 0.272 0.236 0.267 0.259 0.244 0.304 0.303 0.290 0.059 0.068 0.054

0°-40° 0.456 0.439 0.390 0.437 0.428 0.410 0.488 0.484 0.468 0.106 0.116 0.086

30°-40° 0.165 0.166 0.153 0.169 0.168 0.165 0.184 0.180 0.177 0.046 0.047 0.032

Results PASS PASS PASS PASS PASS PASS PASS PASS PASS PASS PASS FAIL

The ijon-ijon, perahu and purseine boat types passed the stability test for load case 1, 2, and 3. All the

criteria fulfilled the IMO standard, such as: 1) the tilted angle at 0°-30° is not less than 0.055, 2) the tilted angle

at 0°-40° is not less than 0.099, and 3) the tilted angle at 30°-40° is not less than 0.03. Meanwhile, the ethek-

ethek boat types did not pass the stability test in load case 3. Ethek-ethek fails the stability test because the

area under the GZ curve from 0 ° to 30 ° is less than 0.055 meters radian. Moreover, the area under the GZ

curve to a slope of 40 ° is also less than 0.099 m-radians.


Indonesia

We have implemented six sigma measured the performance of traditional boat building industry in East

Java, Indonesia. The existing performance shows the sigma value of 2.84. It was found that there were 3

CTQ, such as: the error of cutting, crack due to assembly, and crack due to burning for wood bending.

These main problems were analyzed using fishbone diagram. The results showed that the potential

causes of cutting error are no record of cutting size and traditional cutting measurement method.

Meanwhile, the potential causes of assembly crack are lack quality of the supporting material used and

no wood assembly training yet. Finally, the potential causes of combustion crack are no calculation of

slope measurement for wood bending and no combustion training yet. Several improvements are

proposed ranked by RPN values such as: developing facilities of automatic machines, sorting material at

the time of purchasing, creating training program for burning and assembly, and brainstorming with

some experts. We expect that in control stage, the proposed improvement are monitored and evaluated

so that the boat building industry performance can be boasted through six sigma.


Indonesia

We have described the waste activities in building traditional boats. All of waste activities are classified into 6

wastes. By using AHP, we found that the process of dropping the ship into the sea that causes the bottom of

the ship breaking down is the most critical waste. Several root causes are analyzed by fishbone diagram, such

as: men, material, method, and environment. Based on the results of the RPN assessment, it can be prioritized

the main cause of broken-down vessel that is the rocky environmental conditions when the ship drops to sea.

The lowest priority is the limitation of equipment, which causes the process of dropping ships to sea not

straight. Furthermore, all the main causes are given an improvement proposal in order to minimize the risk of

the bottom of the ship breaking down during the process of dropping ship to sea. The future research can be

done by implementing the lean-six sigma to improve the performance of building traditional ships.

Status Luaran berisi status tercapainya luaran wajib yang dijanjikan dan luaran tambahan (jika ada).

Uraian status luaran harus didukung dengan bukti kemajuan ketercapaian luaran dengan bukti tersebut

di bagian Lampiran

C. STATUS LUARAN

The stability test of traditional fishing boats in East Java, Indonesia based on the International Maritime

Organization Standard

Sudah publish di IEOM conference in Pilsen, Czech Republic, 2019. Link:

http://ieomsociety.org/pilsen2019/papers/344.pdf


Indonesia

Sudah publish di IEOM conference in Toronto, 2019. Link: http://ieomsociety.org/toronto2019/proceedings/


Indonesia

Sudah publish di IEOM conference in Toronto, 2019. Link: http://ieomsociety.org/toronto2019/papers/255.pdf

Modeling a traditional fishing boat building in East Java, Indonesia

Sudah publish di jurnal Ocean Engineering, Vol. 189, hal. 1-12, 2019. Penerbit Elsevier. Link:

https://www.sciencedirect.com/science/article/pii/S0029801818319929

The Supply chain performance of Traditional Shipyard in Indonesia

Disubmit di Jurnal: Supply Chain Management.

Link: https://www.scimagojr.com/journalsearch.php?q=23644&tip=sid&clean=0

Peran Mitra (untuk Penelitian Terapan, Penelitian Pengembangan, PTUPT, PDUPT serta KRUPT)

berisi uraian realisasi kerjasama dan realisasi kontribusi mitra, baik in-kind dan in-cash.

D. PERAN MITRA

……………………………………………………………………………………………………………

……………………………………………………………………………………………………………

………………………………………………………………………………………………

Kendala Pelaksanaan Penelitian berisi kesulitan atau hambatan yang dihadapi selama melakukan

penelitian dan mencapai luaran yang dijanjikan

E. KENDALA PELAKSANAAN PENELITIAN

Kendala yang dihadapi yaitu saat mengedit/memperbaiki paper sesuai dengan komentar reviewer.

Kami harus kembali lagi ke lapangan untuk mengumpulkan data dan mengolah data serta

menganalisisnya

Rencana Tahapan Selanjutnya berisi tentang rencana penyelesaian penelitian dan rencana untuk

mencapai luaran yang dijanjikan

F. RENCANA TAHAPAN SELANJUTNYA

Tahapan selanjutnya yaitu menunggu hasi dari reviewer dan mengedit sesuai dengan permintaan

reviewer untuk paper The Supply chain performance of Traditional Shipyard in Indonesia di Jurnal

Supply Chain Management. Sedangkan untuk penelitian tahun ketiga kami akan membuat Developing a

Circular Economy for a Sustainable Shipbuilding Industry in Indonesia.

Daftar Pustaka disusun dan ditulis berdasarkan sistem nomor sesuai dengan urutan pengutipan.

Hanya pustaka yang disitasi pada laporan kemajuan yang dicantumkan dalam Daftar Pustaka.

G. DAFTAR PUSTAKA

Biran, A., Ship Hydrostatics and Stability, Butterworth-Heinemann, 2002.

Paroka, D., Karakteristik geometri dan pengaruhnya terhadap stabilitas kapal ferry ro-ro Indonesia, Kapal:

Jurnal Ilmu Pengetahuan dan Teknologi Kelautan, Februari 2018, Vol. 15, No. 1, pp. 1-8, 2018.

Praharsi, Y., Jami’in, M.A., Suhardjito, G., and Wee, H.-M., Product quality characteristics for the

standardization of traditional boats in East Java, Indonesia, Proceedings of the International Conference

on Industrial Engineering and Operations Management, Pretoria/Johannesburg, South Africa, October

29-November 1, 2018.

Resolution A.749(18), Code on intact stability for all types of ships covered by IMO instruments, adopted on 4

November 1993

Rizaldo, M.F., Chrismianto, D., and Manik, P., Analisis intact stability dan damage stability pada kapal Ro-Ro

ukuran besar di perairan Indonesia berdasarkan IS CODE 2008, Kapal: Jurnal Ilmu Pengetahuan dan

Teknologi Kelautan, Juni 2019, Vol. 16, No. 2, pp. 65-73, 2019, Available:

http://ejournal.undip.ac.id/index.php/kapal.

Santoso, B., Abdurrahman, N., and Sarwoko, Analisis teknis stabilitas kapal LCT 200 GT, Jurnal Rekayasa

Mesin, Vol. 11, No. 1, pp. 26-31, 2016.

Setiawan, B.T., Modul Pembelajaran Mata Kuliah Teknik Bangunan Kapal, Shipbuilding Institute of Polytechnic

Surabaya, 2015.

Taury, H.A., and Zakki, A.F., Normal modes analysis of global vibration pada kapal ikan tradisional tipe purse

seine daerah Batang, Kapal: Jurnal Ilmu Pengetahuan dan Teknologi Kelautan, Februari 2018, Vol. 15,

No. 1, pp. 33-37, 2018, Available: http://ejournal.undip.ac.id/index.php/kapal

Wongngernyuang, S., and Latorre, R., Development of ship course stability diagrams for deep and shallow

water with the influence of trim, Ocean Engineering, Vol. 16, No-5-6, pp. 493-503, 1989.

Praharsi, Y., Jami’in, M. A., Suhardjito, G., and Wee, H.-M., Product quality characteristics for the

standardization of traditional boats in East Java, Indonesia, Proceedings of the International Conference

on Industrial Engineering and Operations Management, Pretoria/Johannesburg, South Africa, October

29th -November 1st, 2018.

http://ejournal.undip.ac.id/index.php/kapalhttp://ejournal.undip.ac.id/index.php/kapal

Praharsi, Y., Jami’in M.A., Suhardjito, G., and Wee, H.-M., Modeling a traditional fishing boat building in East

Java, Indonesia, Ocean Engineering, Vol. 189, Available:

https://doi.org/10.1016/j.oceaneng.2019.106234, 1 October 2019.

Garza-Reyes, J.A., Al-Balushi, M., Antony, J., and Kumar, V., A lean six sigma framework for the reduction of

ship loading commercial time in the iron ore pelletising industry, Production Planning and Control, Vol.

27, No. 13, 2016.

Cherrafi, A., Elfezazi, S., Govindan, K., Garza-Reyes, J.A., Benhida, K., and Mokhlis, A., A framework for the

integration of green and lean six sigma for superior sustainability performance, International Journal of

Production Research, Vol. 55, No. 15, pp. 4481-4515, 2017.

Ridwan, A., and Noche, B., Model of the port performance metrics in ports by integration six sigma and system

dynamics, International Journal of Quality and Reliability Management, Vol. 35, No. 1, pp. 82-108, 2018.

Zu, X., Zhou, H., Zhu, X., and Yao, D., Quality management in China: the effects of firm characteristics and

cultural profile, International Journal of Quality and Reliability Management, Vol. 28, No. 8, pp. 800-821,

2011.

Babur, F., Cevikcan, E., and Durmusoglu, M.B., Axiomatic design for lean-oriented occupational health and

safety system: an application in shipbuilding industry, Computers and Industrial Engineering, vol. 100,

pp.88-109, 2016.

Cherrafi, A., Elfezazi, S., Garza-Reyes, J.A., Benhida, K., and Mokhlis, A., Barriers in green lean implementation:

a combined systematic literature review and interpretive structural modelling approach, Production

Planning and Control, vol. 28, no. 10, pp. 829-842, 2017.

Garza-Reyes, J.A., Kumar, V., Chaikittisilp, S., and Tan, K.H., The effect of lean methods and tools on the

environmental performance of manufacturing organisations, International Journal of Production

Economics, vol. 200, pp.170-180, 2018.

Ishikawa, K., Introduction To Quality Control, JUSE Press Ltd, Japan, 1994.

Sharma, S., and Gandhi, P. J., Scope and impact of implementing lean principles and practices in shipbuilding,

Procedia Engineering, vol. 194, pp. 232-240, 2017.

Villarreal, B., Garza-Reyes, J.A., and Kumar, V., Lean road transportation-a systematic method for the

improvement of road transport operations, Production Planning & Control, vol. 27, no. 11, pp. 865-877,

2016.

Lampiran berisi bukti pendukung luaran wajib dan luaran tambahan (jika ada) sesuai dengan target

capaian yang dijanjikan

H. LAMPIRAN

https://doi.org/10.1016/j.oceaneng.2019.106234

Ocean Engineering 189 (2019) 106234

Available online 4 September 20190029-8018/© 2019 Elsevier Ltd. All rights reserved.

Modeling a traditional fishing boat building in East Java, Indonesia

Yugowati Praharsi a,*, Mohammad Abu Jami’in a, Gaguk Suhardjito a, Hui-Ming Wee b

a Shipbuilding Institute of Polytechnic Surabaya, Jl. Teknik Kimia, Kampus ITS, Sukolilo, Surabaya, 60111, Indonesia b Department of Industrial and System Engineering, Chung Yuan Christian University, Chung Pei Road No. 200, Chungli City, 32023, Taiwan

A R T I C L E I N F O

Keywords: Traditional fishing boat Wooden boat Modeling Linear regression Indonesia

A B S T R A C T

Indonesia being an archipelago country have a long fishing industry history. Even in the modern age, there are still a lot of traditional boats that are being utilized, while researches onto modeling them are limited. In this paper, we try to model the tasks for building traditional boat. The stages for building a traditional fishing boat are separated into the following: cutting wood, hull construction, frame installation, hatches installation, the wheelhouse building installation, engines installation, painting, and sea trial. While the resources that are being used are the man hours, raw materials required, the material cost, and the labor cost. With the manhours and material requirement are in direct correlation of their ship tonnage. Modeling for the ships are done in a multivariate linear regression and simple linear regression based on the material requirement and the manhours needed. Furthermore, improvements on the construction of the ship itself were proposed with the model vali-dation error of 5.72% and 5.78% for multivariate and linear regression respectively, providing proof that the validation error is not over fitting with the model error being 8.9% and 6.06% respectively.

1. Introduction

Shipbuilding is considered a tradition in Indonesia, where handmade wooden boats are built through techniques passed down by their an-cestors (Jokosisworo and Santosa, 2015; Trimulyono et al., 2015). The traditional shipbuilding technique are also passed down without any standardized calculations and are being built in contrary to modern shipbuilding logic, where the hull would be made prior to the ships frame. Stipulating the process of architectural heritage of shipbuilding experiences rather than knowledge.

In this study, insights from several prior studies would be used to provide the underlying theories. Son and Kim (2014) provided the business process management based on job assignment that could be used as an estimate to the man hours needed. Montwill et al., (2018), Sharma and Gandhi (2017), and Liu et al. (2018) provided insights into the importance of key phases in shipbuilding, the effects of lean prin-ciples in shipbuilding, and design of the bilge keel in Indonesia’s East Java boats which contributes to their safety performance.

Using the insights provided by prior studies, the model being pro-posed by this research would include the man hours, materials required, their cost, and the total labor cost needed. Subsequently, the costs involve could be determined by the number of required materials and the total man hours needed for each types of ship tonnage, otherwise

known as Gross Tonnage (GT). Furthermore, the research would also be conducted in two parts, research and modeling, with the conclusion, limitations, and future directions of the research provided at the end. Further elaboration on the research would also be discussed based on the result of sample profiles, ship characters and their production pro-cess, materials and man hours.

2. Research methodology

2.1. Research design

Based on Fig. 1, first the research would start by conducting a survey and observation on traditional shipyard, providing a sequential pro-duction process that is required in building a ship. Secondly, the char-acteristic profile of each vessel would be collected, based on the eight product quality dimension. The data collected would include the size of the vessels and hatches. Furthermore, if the team leader/project man-ager do not know of the size, direct measurement would be taken, providing a data on their GT and hatches size. Material cost, labor hours and cost would also be calculated at this step. Third, the materials required would be calculated using a linear regression analysis based on the tonnage of the vessel. The outcome provided would be the building time of each vessel and the model for multivariate linear regression of

* Corresponding author. E-mail addresses: [email protected] (Y. Praharsi), [email protected] (M.A. Jami’in), [email protected] (G. Suhardjito), [email protected] (H.-M. Wee).

Contents lists available at ScienceDirect

Ocean Engineering

journal homepage: www.elsevier.com/locate/oceaneng

https://doi.org/10.1016/j.oceaneng.2019.106234 Received 10 October 2018; Received in revised form 11 June 2019; Accepted 19 July 2019

https://doi.org/10.1016/j.oceaneng.2019.106234http://crossmark.crossref.org/dialog/?doi=10.1016/j.oceaneng.2019.106234&domain=pdf


2

the materials required to build the vessel, based on their GT. Finally, to ensure practicality and data validation for management use, an error forecast would be done on the resulting data gathered through all steps of observations and analysis.

2.2. Research sample

The purposive sampling was applied to collect the data. A total of fourteen vessels from eight different traditional shipyards in Lamongan were selected as samples. Fourteen samples were taken because there are merely few traditional shipyards which manufacture the new vessel. Most of the traditional shipyards are vessel repair. In addition, the data has been representatives. The minimum vessel is 16 GT and the maximum one is 64 GT. All the vessels have ijon-ijon type which the hull construction shape is U and the vessels do not have a taper pole. The ijon- ijon type is the uniqueness of hull construction in Lamongan regency and East Java province. In this study, we use seven data of traditional fishing boats as a regression model. Subsequently, we validate the model with other data of 7 traditional fishing boats with the same hull construction and fish catching tool. The description of each vessel is presented in Fig. 2.

The LOA, the breadth, and the height for each boat are then calcu-lated by using the equation (Admiralty and Maritime Law Guide, 1969):

GT ¼ k1 �V (2.1)

where:

k1 ¼ 0.2 þ 0.02 � Log(V) V¼LOA � Bm �Hm � 0.5 LOA: Length over all Bm: Breadth molded

Hm: Height molded

The calculation of GT size is summarized in the Table 1.

2.3. Data collection

Data collection starts with an interview on the project team leader for each vessel type. The question are semi structured to record the shipbuilding process. Other aspects such as worker skill, the numbers of workers, daily wage, working hours, and material required are also gathered in this process. The characteristic profile for each vessel are collected based on their product quality dimension, i.e. durability, performance, reliability, serviceability, features, aesthetics, perceived quality and conformance.

Furthermore, to properly measure the quality criteria, the measure-ments of each factor will be explained in greater detail, starting from the durability, where the durability of the vessel is based on the length of time the vessel are being used in comparison to their size, or gross tonnage. The performance index is represented by the number of en-gines, the gearbox ratio, engine horsepower, the engine RPM (Rotations per Minute), engine brand and type, engine position (inboard/ outboard), propeller diameter, boat speed, fuel capacity and the number of generator and accumulator. The reliability is stated by the travel distance, boatload, hatches capacity and the holding capacity of ice blocks. The serviceability factor is described by the suppliers place of engine, propeller, wood type and number of crew needed to operate the vessel. The features are determined by the availability of different fishing tools, capacity of the net, and additional equipment such as lamp, multimedia, and GPS. The aesthetics of the vessel is described as the shape of hull construction, while the perceived quality is reflected by ship owner’s quality control. Finally, the conformance is the product assurance to the defined specification.

Fig. 1. The research stages.

Y. Praharsi et al.


3

2.4. Characteristics profile

The vessels being observed in this research are narrowed down to

four different sizes with their characteristics displayed in Table 2. In observation, it is observed that each of the four types have three engines each, two working to drive the boat, while one is a reserve should any of

Fig. 2a. Vessel in 53 GT

Fig. 2b. Vessel in 31 GT

Fig. 2c. Vessel in 22 GT

Fig. 2d. Vessel in 16 GT

Y. Praharsi et al.


4

the other engine happen to fail. The engine RPM are at 2400, with Mitsubishi and Yanmar being the manufacturers behind the engines, with propeller diameters of 20/30, 32/20, or 38/36 and speed under full load of 5 miles/hour, 6 miles/hour, or 7 miles/hour. Their boatload, number of ice blocks, number of hatches and their size varies depending on gross tonnage, with maneuvering characteristic varied between 16 and 28 m in diameter and fuel capacity is linearly correlated to the GT. On average, the crew needed to operate the vessels is 12, but this is dependent on the types of tools they use to fish, i.e. trawl. This would subsequently affect the size of the wheelhouse.

2.5. Correlation

Correlation coefficient (r) is a quantitative measure to indicate the relationship between two variables. The relations could start with totally unrelated, � 1, weakly related or unrelated, with coefficient values near 0 and highly related with values nearing þ1 or at þ1, representing both

positive and negative relationship between variables. The general equation of correlation coefficient is (Lind et al., 2013):

r¼nðP

xiyiÞ � ðP

xiÞðP

yiÞffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffin

nðP

x2i Þ � ðP

xiÞ2on

nðP

y2i Þ � ðP

yiÞ2or (2.2)

Where:

r: coefficient correlation xi: independent variable yi: dependent variable

We used correlation to measure the relationship between the man hours and the GT sizes. Besides, we also measure the relationship be-tween the GT sizes and the number of material used.

2.6. Simple linear regression

Regression equation represents the linear relationship between two variables. Simple linear regression involves one independent variable. The general form of simple linear regression is as follows (Kutner et al., 2008):

bY ¼ aþ bx (2.3)

where:

bY : The estimation of Y value for each chosen x value a: the intercept of Y b: the gradient x: independent variable

In this study, simple linear regression is used to model the

Table 1 The calculation of GT size.

No Size (Loa � Bm �Hm) V K1 Size (GT) Type

1 16 m � 8 m x 4 m 256 0.248165 64 Ijon-ijon 2 18 m � 7.6 m x 3.7 m 253.08 0.248065 63 Ijon-Ijon 3 15 m � 8 m x 4 m 240 0.247604 59 Ijon-Ijon 4 16 m � 6.8 m x 4 m 217.6 0.246753 54 Ijon-Ijon 5 16 m � 6.7 m � 4 m 214.4 0.246624 53 Ijon-Ijon 6 14 m � 6.5 m x 4.25 m 193.375 0.245728 48 Ijon-Ijon 7 17 m � 7 m x 3 m 178.5 0.245033 44 Ijon-Ijon 8 15 m � 7 m x 3 m 157.5 0.243946 38 Ijon-Ijon 9 16 m � 6 m � 2.7 m 129.6 0.242252 31 Ijon-Ijon 10 14 m � 5 m x 3.5 m 122.5 0.241763 30 Ijon-Ijon 11 12 m � 6 m x 3.5 m 126 0.242007 30 Ijon-Ijon 12 15 m � 5.5 m x 3 m 123.75 0.241851 30 Ijon-Ijon 13 13 m � 5 m � 2.8 m 91 0.239181 22 Ijon-Ijon 14 12 m � 4.5 m � 2.5 m 67.5 0.236586 16 Ijon-Ijon

Table 2 The characteristics profile of each vessel.

Indicator The Type of Ijon - Ijon (53 GT) The Type of Ijon - Ijon (31 GT) The Type of Ijon - Ijon (22 GT) The Type of Ijon - Ijon (16 GT)

Size 16 � 6,7 � 4 16 � 6 x 2,7 13 � 5 x 2,8 12 � 4,5 � 2,5 GT Size 53 GT 31 GT 22 GT 16 GT Fish Capacity 26.4 ton 18 ton 7.2 ton 5 ton The Number of Engine 3 3 3 3 Gear Box Ratio 3 : 1 3 : 1 3 : 1 3 : 1 Maximum Continuous

Rating (MCR) Center: 160 PS ¼ 118 kW Center: 160 PS ¼ 118 kW Center: 125 PS (92 kW) Center: 125 HP (92 kW) Side: 2 x @125 PS (92 kW) Side: 2 x @125 PS (92 kW) Side: 2 x @30 PS (22 kW) Side: 2 x @30 HP (22 kW)

Engine Speed (rpm) 2400 rpm 2400 rpm 2400 rpm 2400 rpm Brand and Type of Engine Main Engine: Mitsubishi Fuso MB

70 Main Engine: Mitsubishi Fuso D16 Main Engine: Mitsubishi 4D PS 32 Main Engine: Mitsubishi PS 125

Side: Mitsubishi MB 40 Side: Mitsubishi PS 125 Side: Yanmar 30 PK Side: Yanmar 30 PK Inboard or Outboard

Engine Inboard Inboard Inboard Inboard

Propeller (radius/width at 70% radius)

Center: 38/36 Center: 32/20 Center: 20/30 Center: 20/30 Side: 32/24 Side: 32/20 Side: 32/34

Speed (Full and Empty) (knots)

Empty: 7 knots Empty: 9 knots Empty: 8 knots Empty: 5 knots Full: 6 knots Full: 7 knots Full: 7 knots Full: 5 knots

Maneuvering radius 16 Meter 28 Meter 20 Meter 20 Meter Fuel Capacity 22 Drum @200 L/Drum 20 Drum @200 L/Drum 10 Drum @200 L/Drum 5 Drum @200 L/Drum Generator Electricity Inverter Inverter and Solar Cell Electricity inverter Dump Inverter Accumulator (Battery) 4 Accumulator @150 AH 3 Accumulator @ 120 AH 4 Accumulator 2 x @120 AH, 2 x

@100 AH 2 accumulator 100 AH and accumulator 150 AH

The Capacity of Ice Block 1584 Ice Blocks (31680 kg) 1125 Ice Blocks (22500 kg) 400 Ice Blocks (8000 kg) 120 Ice Bloks (2400 kg) Number of Crew 12-18 Persons 12 Persons 10-12 Persons 12 Persons Sailing radius 320 Miles 200 Miles 200 Miles 120 Miles Type of fishing method Trawl Trawl Trawl Trawl Fishing Gear Mitsubishi 30 HP (22.38 kW) Mitsubishi 30 HP (22.38 kW) Yanmar 30 HP (22.38 kW) Yanmar 30 HP (22.38 kW) Hatch Center: 9 Hatch, with size @

(105 � 95 � 300 cm) Center: 9 Hatch, with size @ (120 � 90 � 270 cm)

Center: 4 Hatch, with size @ (110 � 75 � 240 cm)

Center: 4 Hatch, with size @ (120 � 80 � 150 cm)

Side Long: 6 Hatch, with size @ (95 � 60 � 260 cm)

Side: 6 Hatch, with size @ (120 � 120 � 220 cm)

Side: 4 Hatch, with size @ (80 � 60 � 185 cm)

Wheelhouse Size 3,2 � 2,2 � 2,1 Meter 4 � 2 x 2,2 Meter 2,5 � 1,7 � 1,8 Meter 3 � 1,6 � 2 Meter Equipment Lamp, gps, radio, pump Lamp, gps, radio, pump Lamp, gps, radio, pump Lamp, gps, radio, pump

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relationship between the GT sizes (Y) and the man hours in shipbuilding (x).

2.7. Multivariate linear regression

The general form of multivariate linear regression is (Kutner et al., 2008):

by¼ aþ b1x1 þ b2x2 þ b3x3 þ…þ bkxk (2.4)

where:

a: the intercept-y bj: the delta-y when xj increasing one unit with other independent variables are constant k: the number of independent variables

If there are only two independent variables, the multivariate linear regression equation will be

by¼ aþ b1x1 þ b2x2 (2.5)

In this study, multivariate linear regression is used to model the relationship between the GT sizes (y) and the number of teak wood (x1) and the number of mahogany wood (x2).

2.8. Standard deviation of error estimation

The forecasting result of linear regression is measured by using standard error estimation. Estimating standard error is dispersion measurement from the observed value around linear regression for each x value. The equation of standard error estimation is as follows (Lind et al., 2013):

sy:x¼

ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiPðy � byÞ2

n

s

(2.6)

sy:x: The standard error estimation by: Predicted value of dependent variable y: Actual value of dependent variable

The standard deviation of error estimation is used to measure the error of forecast by simple and multivariate linear regressions. As a result, any data that were not utilized in generating the regression equations would be validated.

3. Results and discussions

3.1. Production process of traditional boat

Based on Fig. 3, the production process starts from wood cutting, requiring four persons, with 7m3/day of lumber processed with a width of �4 cm. Next is the hull construction which is done using no specifi-cations, rather using time old knowledge and experience. Following that is the placement of the frame. The unusual process of hull before frame once again, is the indication of tradition rather than specification and production process that have to be passed down through generations of shipbuilders bypassing the need for formal education to some degree.

After the construction of the hull and frame, the next step is the installation of the hatches, with their numbers depended on the size or GT of the vessel. Afterwards, is the installation of the wheelhouse, their size depended on the boat size and the types of tools available for the fishermans. After the shipyard finishes the installation of the wheel-house, the ship are then given to a third party service for the installation of both the driving and net engines. Afterwards, the final painting and sea trials are conducted by the workers from the shipyard themselves. After finishing the sea trials, the fishing vessel are delivered directly to the customers.

3.2. Man-hours consumed in traditional boat building process

After the interview done with the shipbuilding leader, the man hours necessary for producing a ship is separated into seven activities, they are wood cutting, hull construction, frame construction, hatch installation, main engine installation, net engine installation, and wheelhouse building. On average, the number of workers working at the same time on the project varies between 2 and 7 people and the time taken to finish a section between 2 and 7 days, with the most time spent in the hull, frame, and hatch construction and installation. Furthermore, the man hours needed for the construction are calculated as a multiplication of workers number times the number of day and working hours per day, with the working hours starts at 8 a.m. and finishes at 4 p.m., including a break of 1 h.

This resulted in a standard production rate, a rate of production in which the ships are being deployed in a unit of ship/months, which is the number of hours divided by total working day, 6 days a week with the assigned number of workers, a 53 GT vessel in 7826 h or equal to 7.3 months per ship, a 31 GT vessel in 7040 h or equal to 7.9 months per ship, a 22 GT vessel in 5194 h or equal to 4.9 months per ship and the 16 GT vessel in 3904 h or equal to 3..4 months. It should also be noted that the reason the 31 GT vessel took longer to finished is caused by the lack of manpower assigned to the vessels construction, while the 16 GT have an 8 h per day workshifts, resulting in a faster production time than other vessels. A full description of the observations could be seen on Table 3, with the overall man hours consumed for each vessel are

Fig. 3. Tasks in the traditional boat building process.

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summarized in Table 4.

3.3. The labor cost in the building process of traditional boat

In this section, this study goes into further detail by separating the cost of labour into three categories, beginner, medium, and expert, with the cost components represented for each of the production processes. The range of daily wages also differs between each steps and the level of expertise is not necessarily come from the time spent working with the ship building company. For greater detail on the amount of salary for all types of vessel, it could be seen in Table 5 through 8.

For the dataset on Table 8, it should be noted that the values are taken from another site for ship building, which is the Lamongan site, Brondong sub-district, which is different from the construction site for the 22 to the 53 GT vessels. Furthermore, a summary of total labor cost is also given in Table 9.

3.4. The material cost in the building process of traditional boat

For the material costing, the wood cutting division chosen as the observation sample is the Brondong sub-district, Lamongan. There are 4 classes for each types of wood which is divided by their diameters and length, with name assignments of A1, A2, A3 and A4. There are also two types of wood being used, teak and mahogany, with the sample of the wood with a length of 2 m on average each. Each wood sample have a diameter ranging from smaller than 20 cm to more 40 cm and the price

range of 7.000.000 to 13.000.000 IDR and 1.200.000 to 4.000.000 IDR for Teak and Mahogany respectively, with the details explained in Table 10. Furthermore, the usage of different types of woods in each vessel type is due to the cost saving factor, making the use of teak wood for the hull below the water line and mahogany being used as part of the hull above the water line and the wheelhouse. Further detail on wood usage and their quantity is detailed in Table 11.

The reason for the difference in wood type is because teak is waterproof and the fibers would not crack easily under bending pres-sure, with mahogany being a type of wood that is comparatively cheaper than teak.

3.5. Modeling of the GT size and the composition of wood material type

Prior to modeling with linear regression, the correlation between the GT size and the number of material was calculated. The results show that R2 ¼ 0:98 or r ¼ 0:99. It can be inferred that there is a high correlation between the GT size and the number of teak and mahogany woods. Subsequently, the linear regression between the GT size and the composition of wood material type can be calculated by using the multivariate linear regression. The data to generate the model is sum-marized in Table 12. By using the multivariate linear regression in equation 2.5, we obtained the model:

by ¼ 3.64 þ 1.2131 x1 þ 0.318 x2 (3.1)

where:

by: the GT size x1: the number of teak wood x2: the number of mahogany wood

The output of multivariate linear regression using Minitab version 17.0 is summarized in Table 13.

To validate the multivariate linear regression model, the data as

Table 3 Man-hours consumed of boat “53 GT”,“31 GT”, “22 GT” and “16 GT”.

Vessel Tonnage Number of Worker Number of Days Man – Hours Consumed Time In Calender Month

53 GT Cutting Woods 4 9 252 175 Days ¼ 7.3 Months Hull Construction 7 60 2940 Frame Installation 7 18 882 Hatch Installation 7 72 3528 Driving Engine Installation 2 5 70 Net Engine Installation 2 1 14 The Wheelhouse Building Installation 2 10 140 Total 175 7826 h

31 GT Cutting Woods 4 8 256 189 Days ¼ 7.9 Months Hull Construction 5 72 2880 Frame Installation 5 6 240 Hatch Installation 5 84 3360 Driving Engine Installation 2 6 96 Net Engine Installation 2 1 16 The Wheelhouse Building Installation 2 12 192 Total 189 7040 h

22 GT Cutting Woods 4 5 140 118.5 Days ¼ 4.9 Months Hull Construction 7 24 1176 Frame Installation 7 65 3185 Hatch Installation 7 10 490 Driving Engine Installation 2 4.5 63 Net Engine Installation 2 3 42 The Wheelhouse Building Installation 2 7 98 Total 118.5 5194 h

16 GT Cutting Woods 4 3.5 112 82.5 Days ¼ 3.4 Months Hull Construction 7 24 1344 Frame Installation 7 36 2016 Hatch Installation 4 8 256 Driving Engine Installation 2 2 32 Net Engine Installation 2 1 16 The Wheelhouse Building Installation 2 8 128 Total 82.5 3904 h

Table 4 Summary of man-hours consumed.

GT Size Man-hours consumed (hours)

16 GT 3904 22 GT 5194 31 GT 7040 53 GT 7826

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Table 5 Total labor cost of boat “53 GT”.

Activities The worker skill and the number of worker StandardCost of Labour Number Of Days Total Cost

Beginner Medium Expert Beginner Medium Expert

Cutting Woods 1 2 1 Rp 90.000 Rp 100.000 Rp 110.000 9 Rp 3.600.000 Hull Construction 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 60 Rp 64.500.000 Frame Installation 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 18 Rp 19.350.000 Hatch Installation 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 72 Rp 77.400.000 Driving Engine Installation (3 Engines) 1 1 1.800.000/Engine 5 Rp 5.400.000 Net Engine Installation 1 1 Rp 750.000 1 Rp 750.000 The Wheelhouse Building Installation 1 1 Rp 125.000 Rp 150.000 Rp 200.000 10 Rp 3.500.000 Total 175 days Rp 174.500.000


Activities The worker skill and the number of worker StandardCost of Labour Number of Days Total Cost


Cutting Woods 1 2 1 Rp 90.000 Rp 100.000 Rp 110.000 8 Rp 3.200.000 Hull Construction 4 1 Rp 175.000 Rp 200.000 72 Rp 64.800.000 Frame Installation 4 1 Rp 175.000 Rp 200.000 6 Rp 5.400.000 Hatch Installation 4 1 Rp 175.000 Rp 200.000 84 Rp 75.600.000 Driving Engine Installation (3 Engine) 1 1 Rp. 1.500.000/Engine 6 Rp 4.500.000 Net Engine Installation 1 1 Rp 750.000 1 Rp 750.000 The Wheelhouse Building Installation 1 1 Rp 175.000 Rp 200.000 12 Rp 4.500.000 Total 189 days Rp 158.750.000


Activities The worker skill and the number of worker StandardCost of Labour Number of Days Total Cost


Cutting Woods 1 2 1 Rp 90.000 Rp 100.000 Rp 110.000 5 Rp 2.000.000 Hull Construction 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 24 Rp 25.800.000 Frame Installation 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 65 Rp 69.875.000 Hatch Installation 1 5 1 Rp 125.000 Rp 150.000 Rp 200.000 10 Rp 10.750.000 Driving Engine Installation (3 Engine) 1 1 Rp. 1.000.000 4.5 Rp 3.000.000 Net Engine Installation 1 1 Rp 750.000 3 Rp 750.000 The Wheelhouse Building Installation 1 1 Rp 125.000 Rp 150.000 Rp 200.000 7 Rp 2.450.000 Total 118.5 days Rp114.625.000

Table 9 Summary of total labor cost.

GT Size The number of workers The estimation of total labor cost

16 GT 7 Rp. 73.800.000 22 GT 7 Rp. 114.625.000 31 GT 5 Rp. 158.750.000 53 GT 7 Rp. 174.500.000

Table 10 The material price.

Class Diameter Teak woods (per m3) Mahogany woods (per m3)

A4 �40 cm Rp. 13.000.000 Rp. 4.000.000 A3 30–39 cm Rp. 12.000.000 Rp. 3.000.000 A2 20–29 cm Rp. 11.000.000 Rp. 1.800.000 A1 �20 cm Rp. 7.000.000 Rp. 1.200.000

Source: Survey to the traditional shipyard (August 2018)


Activities The worker skill and the number of worker StandardCost of Labour Number Of Days Total Cost


Cutting Woods 1 2 1 Rp 90.000 Rp 100.000 Rp 110.000 3.5 Rp 1.400.000 Hull Construction 1 5 1 Rp 125.000 Rp 150.000 Rp 175.000 24 Rp 25.200.000 Frame Installation 1 5 1 Rp 125.000 Rp 150.000 Rp 175.000 36 Rp 37.800.000 Hatch Installation 3 1 Rp 125.000 Rp 150.000 Rp 175.000 8 Rp 5.000.000 Driving Engine Installation (2 Engine) 1 1 Rp. 600.000/Engine 2 Rp 1.200.000 Net Engine Installation 1 1 Rp 600.000 1 Rp 600.000 The Wheelhouse Building Installation 1 1 Rp 125.000 Rp 150.000 Rp 175.000 8 Rp 2.600.000 Total 82.5 days Rp 73.800.000

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described in Table 14 are used. The data consists of 7 vessels with ijon- ijon type. The data were selected by purposive sampling to the tradi-tional shipyards in Lamongan regency.

Moreover, the standard error estimation of the multivariate linear regression (by) is calculated by using Equation (2.6). The result of error and validation models is shown in Tables 15 and 16.

By dividing the standard deviation (sx:y) to the average of gross tonnage, the measurement error is attained. The error estimation in validating the multivariate linear regression is 5.72%. Comparing to the error of model data i.e. 8.90%, the error of validation is less than the model. It can be inferred that the model of the number of material is not over fitting. Moreover, the data also shows that from 14 samples is that the usage of teak wood at least 22%–57% of the total number of mate-rial. Meanwhile, the rest of the material is mahogany wood, which is approximately 43%–78%. When the owner has a higher capital, the use of teak wood could be more than 57%.

3.6. Modeling of the GT size and the man hours

In order to get the simple linear regression between GT size and man hours, the data as described in Table 17 are used. The output of simple linear regression by using Minitab 17.0 is described in Table 18.

The results show that R2 ¼ 0:95 or r ¼ 0:97. It means that there is a significant correlation between GT size and man hours. Subsequently, the linear regression between the GT size and the man hours was modeled by using simple linear regression equation. Thus, the model was obtained as follows:

by ¼ 2822 þ 110 x (3.2)

where:

by: the man hours (hour) x: the GT size

To validate the simple linear regression model, the other seven data as described in Section 3.8 are used and then summarized in Table 19.

Subsequently, the estimation error of the simple linear regression (by) was measured by dividing the standard error estimation to the average of man hours. The result of error estimation in model and validation is displayed on Tables 20 and 21.

The error estimation in validating the simple linear regression is 5.78%. Comparing to the error of model data i.e. 6.06%, the error of validation is less than the model. It can be inferred that the model of man hours is not over fitting. Moreover, in traditional shipyard, delays could come due to many reasons, especially in rainy season where a delay can last for one to two months. other reasons for delay could also come from delay in wood shipments, failed wood processing, painting process and caulking time. The reason why rainy season hampers work on vessel is due to electrical machinery used on the making of the vessel are being done outdoors, while delay in wood shipment comes from inventory shortages from the suppliers side. There are also red tape, hampering wood orders from the forestry department which in turn increase lead

Table 11 The material cost.

Size Material Standard Cost Total Cost

Teak (m3)

Mahogany (m3)

Teak Mahogany

53 GT 28 35 Rp 13.000.000

Rp 4.000.000

Rp 504.000.000

31 GT 15 40 Rp 11.000.000

Rp 1.800.000

Rp 237.000.000

22 GT 7 25 Rp 13.000.000

Rp 4.000.000

Rp 191.000.000

16 GT 7 18 Rp 12.000.000

Rp 3.000.000

Rp 108.000.000

Table 12 Data to generate the model of material.

GT size

The number of teak wood (m3) (x1)

The number of mahogany wood (m3) (x2)

16 7 18 22 7 25 31 15 40 38 18 32 48 25 40 59 35 35 64 43 32

Table 13 Minitab output of multivariate linear regression.

Model Summary

S R-sq R-sq(adj) R-sq(pred) 2.91824 98.28% 97.43% 92.56%

Coefficients Term Coef SE Coef T-Value P-Value VIF Constant 3.64 4.89 0.74 0.498 teak 1.2131 0.0994 12.20 0.000 1.31 mahogany 0.318 0.171 1.86 0.137 1.31 Regression Equation GT ¼ 3.64 þ 1.2131 teak þ0.318 mahogany

Table 14 Data to validate the model of material.

GT size

The number of teak wood (m3) (x1)

The number of mahogany wood (m3) (x2)

30 12 28 30 12 30 30 15 27 44 23 37 54 28 42 53 28 35 63 40 30

Table 15 Standard error estimation of the model of material.

GT (y) x1 x2 by ðy � byÞ2

16 7 18 17.8557 3.443622 22 7 25 16.4417 30.8947 31 15 40 34.5565 12.64869 38 18 32 35.6518 5.514043 48 25 40 46.6875 1.722656 59 35 35 53.5885 29.28433 64 43 32 65.9793 3.917628

Sx:y 3.534032 error 0.088986

Table 16 Standard error estimation of the validation of material.

GT (y) x1 x2 by ðy � byÞ2

30 12 28 27.1012 8.403041 30 12 30 27.7372 5.120264 30 15 27 30.4225 0.178506 44 23 37 43.3073 0.479833 54 28 42 48.7368 18.17487 53 28 35 50.9628 9.224584 63 40 30 61.704 1.679616

Sx:y 2.485981 error 0.057243

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time. The failings in wood processing, which in turn increase delay, is due to the fact that most treatment are being done traditionally using fire and manual labor, while the painting and caulking processes takes time because of the amount of detail and general time needed for trying.

In terms of paint type, there are specific guidelines provided by Indo-nesian Classification Bureau, which specified the standards of paints to be used in the making of the vessel. Furthermore, it should be noted that equations (3.1) and (3.2) are specifically used for fishing vessel above 15 GT and uses trawl as their fishing tool.

3.7. The optimization of man hours

The function of time consumption (btc ) of building traditional boats to the GT size is modeled by Equation (2.7):

btc ðc1;c2;c3; GTÞ¼a1 GT

ec1þ

a2 GTec2þ

a3 GTec3þ

a4 GT

eðc1þc2Þ

2

þa5 GT

eðc1þc3Þ

2

þa6 GT

eðc2þc3Þ

2

þa7 GT

eðc1þc2þc3Þ

3

(2.7)

where:

c1 : The number of beginner worker c2 : The number of medium worker c3: The number of expert worker

Exponential is used in the model because there are data without any beginner worker as in Table 6, from the hull construction stage to the wheelhouse building installation. To avoid the division by zero, we use an exponential number. Each own worker performs theirs capability as described in exponents of c1, c2, c3. Besides, the interaction among beginner, medium, and expert also influences another worker. For example, the beginner gets a guidance from the expert or medium workers in hull construction process. Therefore, the exponent with the combination of c1 and c2; c1 and c3, c2 and c3; and c1; c2; c3 are used in the model.

The optimization of labor cost is multiplication of btc , the labor cost in each skill level, and the number of worker as given in Equation (2.8):

cLC ¼ btc Bc1 c1 þ btc Bc2 c2 þ btc Bc3 c3 (2.8)

where:

cLC : Labor cost Bc1 : the labor cost of beginner per day Bc2 : the labor cost of medium per day Bc3 : the labor cost of expert per day

With c1; c2; c3 is the number of beginner, medium, and expert worker, respectively.

In this study, we set the daily wage of beginner, medium, and expert levels by Rp. 125.000,00; Rp. 150.000,00; and Rp. 200.000,00, respectively.

Finally, the total labor cost (TLC) is the summation of labor cost and the cost of woods cutting as presented in Equation (2.9):

dTLC ¼ cLC þ 85000 GT (2.9)

The cost of woods cutting —Rp. 85.000,00 per GT—is obtained by average cost of cutting from Tables 5–8 divided by total GT sizes.

The data of model and observation of determining btc and dTLC is presented in Table 22.

Table 22 shows the combination of c1; c2; c3 in determining btc and dTLC for several measurements of 53 GT, 31 GT, 22 GT, and 16 GT. The coefficients model of a1, a2, …, a7 as in Eq. (2.7) are 2.26, 7.54, 7.12, � 8.15, � 7.26, � 12.69, 34.81, respectively. Thus, the average error of btc is 4.46% and dTLC is 4.76%. These average errors are in tolerance threshold of less than 5% significance level.

Figs. 4 and 5 shows the time consumption (btc ) and the labor cost (dTLC) between observation and model output with respect to error,

Table 17 Data to generate the man hour model.

GT size The man hours

16 3904 22 5194 31 7040 38 7344 48 8064 59 9216 64 9568

Table 18 Minitab output of simple linear regression.

Model Summary

S R-sq R-sq(adj) R-sq(pred) 515.540 94.76% 93.71% 88.84%

Coefficients Term Coef SE Coef T-Value P-Value VIF Constant 2822 499 5.65 0.002 GT 110.0 11.6 9.51 0.000 1.00 Regression Equation Man hours ¼ 2822 þ 110.0 GT

Table 19 Data to validate the man hour.

GT Size The man hours

30 6016 30 5952 30 6016 44 7008 53 7826 54 8484 63 9712

Table 20 Standard error estimation of the model of man hour.

x y (hours) by (hours) ðy � byÞ2

16 3904 4582 459684 22 5194 5242 2304 31 7040 6232 652864 38 7344 7002 116964 48 8064 8102 1444 59 9216 9312 9216 64 9568 9862 86436

435.7116 error 0.0606

Table 21 Standard error estimation of the validation of man hour.

x y (hours) by (hours) ðy � byÞ2

30 6016 6122 11236 30 5952 6122 28900 30 6016 6122 11236 44 7008 7662 427716 53 7826 8652 682276 54 8484 8762 77284 63 9712 9752 1600

420.9255 error 0.057758

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respectively. In searching the minimum labor cost, we do the numerical example

for traditional fishing boat with the size of 53 GT. We assume that the maximum number of expert worker is 2 persons. The time consumption (btc ) for single expert worker (c3 ¼ 1) is presented in Table 23.

Based on the Table 23 and Fig. 6, the highest btc is obtained at 461 days with one beginner, one medium, and one expert workers. Mean-while, the lowest btc is attained at 115 days with six beginner, two me-dium, and one expert workers. However, the lowest btc does not guarantee to achieve the lowest total labor cost (dTLC).

Based on Table 24 and Fig. 7, the lowest total labor cost (dTLC) is

obtained by Rp.148.260.000,00 with six beginner, two medium, and one expert workers. On the other hand, the highest total labor cost is resulted by Rp. 246.860.000,00 with six beginner, six medium, and one expert workers. It can be inferred that the lowest time consumption and the lowest total labor cost for building traditional boats of 53 GT is at 115 days and at the set of six beginner, two medium, and one expert workers, respectively.

Based on Table 25 and Fig. 8, the highest btc is obtained at 334 days with one beginner, one medium, and two expert workers. Moreover, the lowest btc is attained at 49 days with six beginner; alternative of four, five, or six medium; and two expert workers. Again, the lowest btc could not guarantee for providing the lowest total of labor cost.

Table 22 Model and observation data of ctc and.dTLC

Sample (s) c1 c2 c3 tc (day) GT btc (day) TLC (Rp) dTLC (Rp) Error of btc Error of dTLC

1 1 5 1 150 53 168 165.755 185.105 18 19.35 2 2 5 2 86 53 76 124.905 110.905 10 14 3 0 5 2 152 53 155 179.305 182.755 3 3.45 4 3 2 2 135 53 132 149.63 146.405 3 3.225 5 4 2 2 108 53 104 134.105 129.305 4 4.8 6 3 4 2 72 53 62 103.505 89.755 10 13.75 7 3 3 2 138 53 139 173.555 174.78 1 1.225 8 2 3 1 203 53 212 187.205 195.305 9 8.1 9 4 1 1 217 53 223 188.955 194.055 6 5.1 10 4 2 1 169 53 171 173.505 175.505 2 2 11 3 3 2 103 53 97 130.68 123.33 6 7.35 12 5 3 2 70 53 63 107.755 97.43 7 10.33 13 5 5 2 60 53 54 111.005 100.355 6 10.65 14 0 4 1 162 31 156 132.235 127.435 6 4.8 15 2 2 1 152 31 154 116.635 118.135 2 1.5 16 3 1 1 162 31 165 120.085 122.26 3 2.175 17 2 2 1 151 31 154 115.885 118.135 3 2.25 18 2 1 1 197 31 210 120.835 128.635 13 7.8 19 0 2 2 184 31 187 131.435 133.535 3 2.1 20 1 2 1 188 31 196 120.135 125.135 8 5 21 2 2 2 106 31 99 103.335 96.685 7 6.65 22 3 1 2 126 31 125 119.185 118.26 1 0.925 23 4 1 1 131 31 131 113.985 113.985 0 0 24 0 4 2 117 31 114 119.635 116.635 3 3 25 3 2 1 125 31 123 112.01 110.26 2 1.75 26 3 3 1 109 31 105 114.36 110.26 4 4.1 27 4 2 1 103 31 100 105.635 102.635 3 3 28 1 4 1 104 22 86 98.07 81.42 18 16.65 29 2 2 2 77 22 70 75.02 68.37 7 6.65 30 3 1 2 93 22 89 87.895 84.195 4 3.7 31 4 1 1 96 22 93 83.47 80.92 3 2.55 32 0 5 1 91 22 87 88.32 84.52 4 3.8 33 2 2 1 111 22 109 85.12 83.62 2 1.5 34 3 1 1 118 22 117 87.42 86.695 1 0.725 35 5 1 1 78 22 74 77.92 74.02 4 3.9 36 3 2 2 61 22 55 67.445 60.995 6 6.45 37 4 2 1 75 22 71 76.87 72.87 4 4 38 3 3 1 77 22 74 80.795 77.72 3 3.075 39 1 5 1 68 16 51 74.46 56.185 17 18.28 40 2 3 2 44 16 37 49.76 42.06 7 7.7 41 2 2 1 83 16 79 63.61 60.61 4 3 42 3 1 1 89 16 85 65.885 62.985 4 2.9 43 0 3 1 106 16 104 70.26 68.96 2 1.3 44 0 2 2 100 16 97 71.36 69.26 3 2.1 45 2 1 1 110 16 108 67.36 66.16 2 1.2 46 1 2 1 102 16 101 65.11 64.485 1 0.625 Average 117 108.9436 5.2 5.184

Model accuracy of time consumption (btc ) Mean of abs(error) ¼ 5.195652 Mean of time consumption (day) ¼ 116.5 Average error (%) ¼ 4.459787

Model accuracy of Labour cost (dTLC) Mean of abs(error) ¼ 5.184239 Mean of labour cost (million) ¼ 108.9436 Average error (%) ¼ 4.758646

Y. Praharsi et al.


11

Based on Table 26 and Fig. 9, the lowest dTLC is achieved at Rp. 86.110.000,00 with six beginner, three medium, and two expert workers. Meanwhile, the highest dTLC is resulted at Rp. 229.960.000,00 with one beginner, one medium, and two expert workers. It can be inferred that the lowest btc for double expert workers did not provide the lowest total labor cost/dTLC. The set of six beginner, three medium, and

two expert workers is the best combination for building traditional boats of 53 GT in 51 days and achieving the lowest labor cost of Rp. 86.110.000,00.

By comparing the total labor cost (TLC), as shown in Table 27, the use of two experts have proven to lower the labor cost, for all combi-nations of workers, beginner, medium and experts. The minimum total labor cost that is the most optimum being 86,110,000.00 IDR with a combination of six beginners, three medium and two experts.

Fig. 4. the time consumption between observation and model output.

Fig. 5. The labor cost between observation and model output.

Table 23 Time consumption for single expert worker (days).

c1;c2 1 2 3 4 5 6

1 461 335 260 208 168 137 2 359 263 212 179 154 134 3 282 211 179 160 146 134 4 223 171 153 145 140 134 5 177 140 133 134 134 133 6 142 115 117 124 129 131

Fig. 6. Time consumption for single expert worker.

Table 24 The total labor cost for single expert worker (million IDR).

c1;c2 1 2 3 4 5 6

1 223.48 213.88 206.01 196.91 185.11 172.33 2 219.91 201.76 195.31 192.46 189.31 185.41 3 208.96 189.13 187.98 192.51 197.96 202.16 4 194.06 175.51 180.46 193.01 207.51 218.91 5 177.08 162.01 174.08 195.46 215.56 233.93 6 160.71 148.26 168.31 196.71 223.81 246.86

Fig. 7. The total labor cost for single expert worker.

Table 25 Time consumption for double expert workers (days).

c1;c2 1 2 3 4 5 6

1 334 225 165 127 98 77 2 264 170 123 96 76 62 3 214 132 97 78 66 56 4 175 104 78 66 59 54 5 144 82 63 56 54 51 6 120 65 51 49 49 49

Fig. 8. Time consumption for double expert workers.

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4. Conclusion and future research

Based on the result of the research, it is shown that each tonnage type of vessels has different characteristics and in turn, they require different amounts of labor and material requirements. The process that is observed in this research are separated into wood cutting or processing, hull construction, frame installation, hatches installation, wheelhouse installation, engines installations, in which they are outsourced to a third party provider, and finally the painting and sea trials. There are four types of vessels being observed, 53 GT, 31 GT, 22 GT and 16 GT, with 7826, 7040, 5194and 3904 total labor hours needed to construct each ship respectively. Furthermore, with the resulting multivariate linear regression for the time and expenses validation error being 5.72%, below the model error of 8.9%, the result is not over fitting.

The characteristics profiles of traditional boats in 53, 31, 22, and 16 GT are presented based on the dimension of product quality. Several tasks in the building process, i.e.: cutting wood, hull construction, frame installation, hatches installation, the wheelhouse building installation, enginery installation, painting, and sea trial has been discussed. The man hours of all tasks for each vessel have been estimated. The results show that the man hours are 7826, 7040, 5194, and 3904 h for 53, 31, 22, and 16 GT, respectively. The number of wood material needed and subsequently forecasted in accordance to the GT size. The results pro-vide the multivariate linear regression with the validation error

estimates of 5.72%. The validation error is lower than model error of 8.9%. It means that the multivariate linear regression model is not over fitting. The remarkable data of eight different traditional shipyards is that the owner will use the teak wood at least 22%–57% of the total number of material. Meanwhile, the rest of material is mahogany wood which is approximately 43%–78%. Thus, the material cost is corre-spondingly increasing to the GT size. Furthermore, the man hours are estimated based on the GT size. The results reveal the simple linear regression with the validation error estimates of 5.78%. The validation error is lower than model error of 6.06%. It means that the simple linear regression model is not over fitting. In addition, the project can be finished in delay for one month to two months due to the rainy seasons, the delay of wood material arrival, failing in wood bending, and the painting and caulking times. Besides, the labor cost is directly propor-tional to the GT size. This research provides significant contribution to the building of traditional fishing boat that the GT size is larger than 15 GT, the type of fish catching tool is trawl, and the type of hull con-struction is ijon-ijon.

The optimization how many beginner, medium, and expert workers are needed to finish all the tasks to minimize the labor cost and time consumption in building traditional fishing boat has been addressed. The modeling of time consumption and total labor cost (dTLC) give the average error of 4.46% and 4.76%, respectively. Subsequently, we also do the numerical example of 53 GT and we use the assumption of maximum 2 expert workers. The results show that the double expert workers provide the lower labor cost for any combination of the number of beginner and medium workers. Furthermore, the lowest time con-sumption and labor cost of 53 GT is attained at 51 days and at Rp. 86.110.000,00 with the set of six beginner, three medium, and two expert workers. This study gives managerial insight to the traditional shipyard in minimizing the labor cost and estimating the time to build the traditional boats.

Acknowledgements

This research was supported by Directorate General of Research and Development, Ministry of Research, Technology, and Higher Education, Indonesia under grant International Research Collaboration and Scien-tific Publication in 2018, No. 1675/PL19/LT/2018.

Appendix A. Supplementary data

Supplementary data to this article can be found online at https://doi. org/10.1016/j.oceaneng.2019.106234.

References

Admiralty and Maritime Law Guide International Conventions, 1969. International Convention on Tonnage Measurement of Ships. London.

Jokosisworo, S., Santosa, A.W.B., 2008. Technical Analysis of Putra Bimantara III According to the Wooden Boat Regulation of Indonesian Classification Bureau, vol. 5. Ship Journal-Diponegoro University, pp. 6–14. No. 1.

Kutner, M.H., Nachtsheim, C.J., Neter, J., 2008. Applied Linear Regression Models. Graw Hill, Mc.

Lind, D.A., Marchal, W.G., Wathen, S.A., 2013. Statistical Techniques in Business and Economics. Salemba Empat.

Liu, Y., Demirel, Y.K., Djatmiko, E.B., Nugroho, S., Tezdogan, T., Kurt, R.E., Supomo, H., Baihaqi, I., Yuan, Z., Incecik, A., 2018. Bilge keel design for the traditional fisihing boats of Indonesia’s East Java. Int. J. Nav. Archit. Ocean. Eng. 1–16.

Montwill, A., Kasinska, J., Pietrzak, K., 2018. Importance of key phases of the ship manufacturing system for efficient vessel life cycle management. Procedia Manuf. 19, 34–41.

Sharma, S., Gandhi, P.J., 2017. Scope and impact of implementing lean principles & practices in shipbuilding. Procedia Eng. 194, 232–240.

Son, M.-J., Kim, T.-W., 2014. Business process management-based job assignment in ship hull production design. Ocean. Eng. 88, 12–26.

Trimulyono, A., Amiruddin, W., Purwanto, E.D., Sasmito, B., 2015. The application program of traditional boat design in the shipyard of Batang regency. Ship J. Diponegoro Univ. 12 (3).

Table 26 The total labor cost for double expert workers (million IDR).

c1;c2 1 2 3 4 5 6

1 229.96 190.13 165.38 147.38 129.46 114.23 2 215.71 166.01 139.81 124.51 110.91 100.61 3 202.46 146.41 123.33 111.76 105.16 98.31 4 188.26 129.31 109.81 103.51 101.86 101.71 5 173.71 113.16 97.43 95.51 100.36 102.68 6 160.51 98.76 86.11 90.26 97.61 104.96

Fig. 9. The total labor cost for double expert workers.

Table 27 The optimal labor cost (in million IDR).

c1;c2; c3 6,1,1 6,2,1 6,3,1 2,4,1 1,5,1 1,6,1

dTLC 160.71 148.26 168.31 192.46 185.11 172.33

c1;c2; c3 6,1,2 6,2,2 6,3,2 6,4,2 6,5,2 3,6,2 dTLC 160.51 98.76 86.11 90.26 97.61 98.31

Y. Praharsi et al.

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Proceedings of the International Conference on Industrial Engineering and Operations Management, Pilsen, Czech Republic, July 23-26, 2019

© IEOM Society International

The stability test of traditional fishing boats in East Java, Indonesia based on the International Maritime Organization

Standard

Yugowati Praharsi, Mohammad Abu Jami’in, Gaguk Suhardjito Shipbuilding Institute of Polytechnic Surabaya

(Politeknik Perkapalan Negeri Surabaya) Jl. Teknik Kimia Kampus ITS, Sukolilo

Surabaya 60111, Indonesia [email protected], [email protected]

Hui-Ming Wee Department of Industrial and System Engineering

Chung Yuan Christian University Chung Pei Road No. 200, Chung Li City 32023, Taiwan

[email protected]

Abstract

East Java province is the one of shipbuilding industry cluster in Indonesia. Traditional fishing boats have been widely used by most fishermen in East Java. In this study, we aim to test the stability of traditional fishing boats according to the International Maritime Organization (IMO) standard. The results show that there are four types of traditional fishing boats, namely: ijon-ijon, perahu, pursein, and ethek-ethek. The stability test shows that all these types of traditional fishing boats has confirmed to the IMO standard, except the ethek-ethek boat. In order to fulfill the IMO standard, the bilge keel can be used to modify the ethek-ethek boat.

Keywords Traditional fishing boats, stability test, IMO standard, Indonesia

1. Introduction

Traditional fishing boats or wooden boats have been used widely by fishermen in East Java, Indonesia. Basedon the survey, there are 4 types of traditional fishing boats in East Java, namely: ijon-ijon, perahu, purse seine, and ethek-ethek. These boat type names are adopted from the local language. Each boat has difference in the shape of pole, but has the same hull construction. The stability of these boats is necessary since there is a regulation from the International Maritime Organization (IMO) standard.

The study from Rizaldo et al. (2019) showed that roll the in-roll out ferry boat in Indonesia has fulfilled the intact and damage stabilities according to the IMO standard. Paroka (2018) studied the relationship between geometry and roll in-roll out ferry boat characteristics. The analysis revealed that the stability of the ship is linear to the width and ladder ratios. As the ratios are greater, the ship has been more stable. Wongngernyuang and Latorre (1989) studied the development of ship course stability diagrams for deep and shallow water with the influence of trim. Taury and Zakki (2018) discussed normal modes analysis of global vibration on traditional fishing boat with purse seine type in Batang regency, Indonesia. This study is motivated by their initiatives.

In this study, we aim to test the stability of traditional fishing boats with 4 types, namely ijon-ijon, perahu, purse seine, and ethek-ethek. All these vessel types are adopted from local language. We will use the standard of IMO for stability criteria. We use 3 types of load case measurement such as when the ship departs for sailing, the

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Proceedings of the International Conference on Industrial Engineering and Operations Management, Pilsen, Czech Republic, July 23-26, 2019

© IEOM Society International

ship is sailing, and the ship is returning to the port. It is expected that all the stability tests criteria are fulfilled in these 3 types of load case measurement for each boat.

The remaining papers are organized as follows. Section 2 presents the literature review. Section 3 discusses the research methodology including the research stages and load case design measurement. Section 4 discusses the survey results of traditional fishing boats, the lines plan of sampling measurement, and the stability test of all the sampling. Finally, section 5 presents the conclusions, limitations, and future research directions derived from this paper.

2. Literature Review

2.1 The stability centre of the ship

The stability of the ship is the equilibrium of the ship. When it is floated, it is not tilted left or right. When the ship is lured by waves or wind in the sailing, the ship can re-erect. There are 3 centres of the ship stability, i.e.: the centre of gravity, the centre of buoyancy, and the centre of metacentric. Figure 1 shows the three centres of the ship stability. The centre of gravity, known as the point G of a ship, is the catch point of all forces pressing down on the ship. The location of the point G can be seen by reviewing all the weight divisions on the ship. The more weights placed at the top, the higher the location of the point G. The centre of buoyancy, known as point B of a ship, is the catch point of the resultant forces which press upright from the part of the ship that is immersed in water. The centre of metacentric, also known as point M of a ship, is a false point of the boundary where point G cannot pass over it so that the ship still has positive stability (Biran 2002).

Figure 1. The position points affect the ship stability

2.2 The types of stability

There are three types of stability, namely: positive, neutral, and negative stability. Positive stability is a condition where the G point is above the point M. It means that a ship has a steady stability. When it is shaken, it must have the ability to re-erect. Neutral stability is a state in which the point G coincides with point M. The enforcement moment of ships that has a neutral stability equals to zero. It means that the neutral stability does not have the ability to re-erect w

standardization of traditional boat and supply chain...

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