International Journal of Civil Engineering and Technology (IJCIET) Volume 8, Issue 8, August 2017, pp. 251–263, Article ID: IJCIET_08_08_027 Available online at http://http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=8 ISSN Print: 0976-6308 and ISSN Online: 0976-6316
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MODEL DEVELOPMENT OF OPERATIONAL SERVICES OF MAJOR COMMERCIAL PORTS IN INDONESIA (CASE STUDY: MAKASSAR CONTAINER TERMINAL)
Muhammad Aksar Doctoral Student of Civil Engineering Department, Hasanuddin University, Makassar
Shirly Wunas Professor, Architectural Engineering Department, Hasanuddin University, Makassar
M. Saleh Pallu Professor, Civil Engineering Department, Hasanuddin University, Makassar
Misliah Idrus Associate Professor, Naval Engineering Department, Hasanuddin University, Makassar
ABSTRACT The port is the main commercial of Makassar in Indonesia that its operational by management PT Pelindo Region IV, standard service port operations refers to the decision of the Director General of Sea Transportation (UM. 002/38/18/DJPL-11 on December 5, 2011 standards performance indicator of operational services the port). In addition, a technical pattern his ministry implemented standard Operational procedures (SOP) in force in the port of Makassar. The research identified three (3) characteristics of the port of significant effect against the operational service in the commercial ports in Indonesia, namely; 1) Identify the operational management characteristics of Makassar's container port on ship service performance, service performance of container loading and unloading, utility facilities and port equipment; 2) Analyze the effect of the vessel time variables in the port on the minimum performance standard performance of port operational services of Makassar container ports; and 3) Model a relationship between ship's time at the port and the waiting time due to service preparedness factors and the time the vessel is tethered at the dock. Three factors are variable- variable crucial for the achievement of good value according to the standard indicator of operational performance in the set ports the Government based on the decision of the Director General of sea Transportation Ministry of transportation of INDONESIA. The results of analysis indicate; 1) value performance service of the ship; WT 0.88 (hours/ship), AT 0.89 (hours/ship), ET: BT 69.16 (%); 2) value the performance of loading and unloading; BCH 26.14 (box/cc/hours) productivity, Receiving 18.6 (minutes), Delivery 15.8 (minutes), and 3)
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facilities utilization value; BOR 55,13%, YOR 56.44% and operational readiness of equipment 61,95 %. Key words: indicators, performance, service, ship, port, container. Cite this Article: Muhammad Aksar, Shirly Wunas, M. Saleh Pallu and Misliah Idrus, Model Development of Operational Services of Major Commercial Ports in Indonesia (Case Study: Makassar Container Terminal). International Journal of Civil Engineering and Technology, 8(8), 2017, pp. 251–263. http://iaeme.com/Home/issue/IJCIET?Volume=8&Issue=8
1. INTRODUCTION Transport an important role in the economic, political, social, cultural, defense and security. Interregional relations occur more smoothly and saving time and costs that are beneficial to society. Excellent transportation service will improve transport services, it becomes easier to transact so that community needs can be satisfied. Sea transport is the backbone of world trade and pushing globalization, almost 80% of world trade in the transfer by sea (seaborne- sea). Along with the growth and development of science and technology, transport systems, ever increasing container for container transport has several advantages, including the security of goods and speed of loading and unloading process. Makassar Container Terminal (TPM) is one of the business segments PT. Pelindo IV (Persero) which is engaged in loading and unloading containers to and from ships at port Makassar. Services provided oriented to cost efficiency and time-effective as well as customer satisfaction, supported by efforts to increase the availability of modern facilities and equipment as well as implement a service system International standard (ISO 9002: 1994). Strategic issues in the field of transport in Indonesia is low productivity of port infrastructure and superstructure, limitations as well as the operating patterns of the harbor is not yet structured with maximum (Sudjatmiko, 2006). The objective conditions associated with low productivity of the port include the low readiness tool loading, low performance, operational time rush is not a maximum of 24 hours, the support infra and superstructure of the harbor is still low and very limited. 6,00,000 JUMLAH B/M BOX 5,00,000 JUMLAH 4,00,000 B/M TEUS
3,00,000 CALL KAPAL 2,00,000 STEVEDO RING 1,00,000 BOX STEVEDO
- RING %
Traffic Traffic BongkarMuat MEI
JULI HOULAG
JUNI
Total… APRIL
Rata2… E BOX
MARET
NOVEM…
SEPTEM…
DESEMB…
JANUARI
AGUSTUS OKTOBER FEBRUARI Source: Secondary Data (2016)
Figure 1 Traffic loading and unloading ships and visits petikemas in TPM period in 2015 The main problem discussed in this article are; 1) How characteristics of operational service of the port of Makassar petikemas reviewed the achievement of good value on standard port operational performance indicators; 2) How close to the performance of the
http://iaeme.com/Home/journal/IJCIET 252 [email protected] Model Development of Operational Services of Major Commercial Ports in Indonesia (Case Study : Makassar Container Terminal) operational service of the percentage of the port of Makassar petikemas indeed, compared to the performance targets set out in the performance standards of operational Services of the port. The results of this study would be useful both theoretically and practically on the increase and improvement of the level of achievement of good value national transportation service performance, contributing to the development of science and technology in general, and in particular in the field of port management and planning and development of the national sea transport management. Be input to the management of PT. Pelindo on the increase and improvement of the performance of Container Terminal.
2. RESEARCH METHODS Universally, performance opesional ports around the world almost the same apply by following the provisions made by UNCTAD. The operational performance is ; Ship service performance, service performance goods / unloading production, and utilization of facilities and equipment. This study refers to the operational service performance indicators set out in the decision of the Director General of Sea Transportation Number: UM.002 / 38/18 / DGLT-11 about Port Operational Service Performance Standard dated December 5, 2011, and technical services to the Standard Operating Procedure (SOP) at the Port of Makassar. Operasionl Service Performance Standard is the standard work of tiap- each service to be achieved by terminal operator / port in the implementation of port service included in the provision of port facilities and equipment. Operational Service Performance is measured on the work accomplished in implementing the Port of ship services, goods and facilities utilization and tools, within a certain period of time and units. While the Operational Service Performance Indicators are variable variable- services, use of facilities and port equipment (Article 1 point 4, 5 and 6 of chapter 1 Kep. Director General of Sea). Indicator performance of services related to port services, in this study is limited to three (3) segments include; 1) the operational performance of marine transport vessels overseas and domestic; 2) the performance of the loading and unloading of container and receiving / delivery; 3) utilization of facilities and equipment operation readiness. Methods and weight and performance assessment of each service segment used is based on the standard indicators of the performance and location of the port of Makassar, in Table 1.
Table 1 The value of the minimum standards of performance indicators in Makassar
Service Performance Indicators Ship Loading And Unloading Facilities KOP WT AT ET:BT UTPK Receiving Delivery BOR SOR YOR (%) (Hour) (Hour) (%) (Box/cc/Hour) (Minute) (Minute) (%) (%) (%) 1.00 2.00 70 25 30 45 70 65 70 80 Source : Kep. Dirjen Hubla No. UM.002/38/18/DJPL-11 Rate Indicator ET: BT, performance and readiness for operation of loading and unloading equipment classified either if its achievement over the standard 100%, good enough if the achievements of 90-100%, and less good if performance is less than 90%. Indicators WT, AT, BOR, Yor, SOR, and receiving / delivery of containers is considered good if the outcomes are smaller than standard, considered good if the achievements of 0-10% larger than the standard, and judged less Excellent if the achievement is greater 10% of the standard.
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Formulation of indicator- performance indicators used to measure the service level of port operations as follows.
2.1. Ships Service Performance TRT = WT+AT+BT (1) WT (gross) = WT (net) + Postpone Tome (PT) (2) BT = ET+ IT + NOT (3) ET+NOT = BWT sehingga BT = BWT + IT (4) The pier ship service time will affect the utilization indicators (utility), known as BOR. Because the whole of the service time indicator will be the basis for calculating the ratio of the use of the pier (BOR).
Source: Ports Education and Training Ditjenhubla BP2TL-2013
Figure 2 The total requirement of service time of ships in port. Pier usage ratio expressed in percent (%) provides information on how dense flow vessel mooring and unloading activities at the pier of a seaport.
Figure 3 Berth Throughput menurut Standar Konvensi UNCTAD. (Materi Pelatihan-Surveyor Indonesia)
2.2. Container Service Performance 1) The speed of the loading / unloading Per Vessel. (a) Speed unloading / Load in seaportn (Ton per Ship Hour in Port)
(Loading/Unloading _ per Ship) (5)
......
TSHP
TRT _ per ship
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where: TSHP = the speed of loading and unloading in the port (tons of hours). (b) Unloading Speed / Load at Berth (Ton per Ship Hour in Berth) Unloading / Load _ per Ship ( ) (6)
......
TSHB =
BWT _ per ship
Unloading / Load _ per Ship ( ) (7) ......
TSHB =
BT _ per ship where : TSHB = Speed of loading and unloading per shift inmoo ring (ton- hour) shift di mooring (ton-hour) 2) The performance of container terminals in the form of BOR, BTP and Yor calculated by the following equations: (a) Flow performance and mooring / pier (Berth Through-Put, BTP)
(Barang/TE U Satu Periode)
s (8)
BTP = Panjang Tambat DermG yang Tersedia
Where : BTP = amount of tons of goods in conventional dock or pier TEU's of containers in one period (month / year) which passes through pier are available by the meter. (b) The performance of the Pier (Berthing Occupancy Ratio, DRILL) The BOR is an indicator which reveals the level of utilization of dock pemaiakaian dock to the time available.Dermaga yang tidak terbagi atas several places overnight (continous berth), the calculation of the use of tethers is based on the length of the ship plus the 5 m as the front and back seat.
((Loa shipl +5) x Berth Time)
x100 % (9) BOR =
Long Bert x time available
Rated BOR, it is known that the density of a seaport. BOR is also an indicator that determines whether a seaport is still complied with to serve ships and goods or require the development and BOR also illustrates the productivity of seaport. (c) Performance Container Yard (Container Yard Occupancy Ratio) Usage levels of container stacking yard CYOR or Yor, a comparison of the amount of usage of container stacking yard were counted in one day or TEU per m² per day with stacking capacity available.
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2.2.1. Container Yard
S TEU x hari x100 % (10)
CYOR = Kapasitas CY x hari dalam 1 bulan/tahu n
Container Freight Station
S TEU x hari
CFSOR = x100 % (11) CFS capacity x days in 1 month/known
To overcome the critical condition (over load) and ensures smooth operation in field buildup petikemas, then it should be considered in the planning of field capacity buildup that can accommodate petikemas with a minimal amount of disesuaiakan in 3 working days (Kramadibrata S, 1985).
Table 2 BOR maximum (kinerja dermaga)
Number of berth Recommended maximum Bert in the group Occupancy ratio(%) 1 40 2 50 3 55 4 60
5 65 6-10 70 >10 80 Source : port development A Handbook for Planners in Developing Countries UNCTAD BIMCO (The Baltic and International Maritime Conference), the Assembly of the owners of the vessel which in this case represent UNCTAD make suggestions to avoid port congestion (Shipping Freight Intermodal Export Import by sea,R.P.Suyono, 2001). By providing services efficiently will have an impact on improvement of performance indicators (BOR), reduce the time ineffective or Waiting Time (Port Development A handbook for planners in developing countries, UNCTAD, 1985) From other references, obtained information that the provisions of BOR maximum is 70 % recommended by UNCTAD (Study of performance Measures Port facilities, BPP- Division. Project PPSTL- ITS). The collection of data used in this study is in the form of literature studies of secondary data sources associated with this research, especially originating from PT. Pelindo IV as port operators and other literature sources. The data is also strengthened by the results of direct observation to obtain primary data. Type of research is quantitative. The analytical method used in this research is qualitative analysis method with quantitative calculations based on the results of secondary data and primary data- obtained using SPSS (version 17). Variable- variables calculated were divided into three performance categories of port operations include ship service performance, service performance and productivity of container muata unloading containers, and utilization of facilities and equipment components. Analysis of actual value gains of operational services by using primary data during the 91 calendar days (April 1 till June 30) in Makassar Container Terminal.
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Method of Maston, petikemas transported by using a Crane to compiled in this method it takes more Cranes so CY needed smaller.
Figure 4 Matson method 3. RESULTS AND DISCUSSION Survey research data in the form of secondary data for the last five years (2011-2015) sourced from the Main Port Authority offices Makassar, Makassar Major Kesyahbandaran office, the office of PT. Pelindo IV Operational Services Division, Scouting and Container Services Division. While primary data obtained from direct observation in the field study site Makassar Container Terminal (TPM), during the 91 calendar days from the date of April 1 till June 30, 2016 (three months). Primary data were obtained by recording the start time of the ship arrived at the port until the container was sent down from the hatch and placed in the yard, and vice versa containers enter the TPM and arrived at the yard until the container in raising all boats depart palkah and leave the port. From the results if the primary and secondary data identified three (3) characteristics of the container port of Makassar operational services as follows;
3.1. Characteristics Port Location Makassar Port is located at coordinates 050 08 '00' 'LS AND 1190 24' 00 '' BT. location of seaport that are in the city provide dampat bottlenecks that affect the productivity and efficiency of service.
Figure 5 Characteristics of the location of seaport of Makassar
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Factor in geographic boundary lies between two rivers and streams Jenek Berang Tallo, potentially at high silting inflows and outflows and sidementasi an impact on the port operational service container port of Makassar.
3.2. Characteristics of Port Infrastructure Implementation of its activities, the TPM is supported by infrastructure and modern peralata as in Table 3 as follows :
Table 3 Makassar Container Terminal Facility, (TPM) Facilities Capacity Depth of the pond - 12 m lws Quay length 1000 meter The width of the pier 9 meter Spacious pier 7.650 m ² Spacious Container Yard (Pk/CY) 114.400 m ² Total block the buildup 10 blok Capacity per block row 6 row per blok Number of slot ground 2.292 ground slot Container stacking capacity 350.000 teus/tahun Versatile Field Size 15.000 m ² Warehouse cfs 1 buah Cfs warehouse area 4.000 m ² Cfs warehouse capacity 60 vak subdiscipline 750 m ² Equipment workshop area Reefer plug 36 plug Reefer plug Voltage 380 volt/unit Resevoir capacity 1.000 ton Fuel tanks (1,400 liters) 2 unit Gate & weigh bridge 4 unit Weigh bridge capacity 45 ton Genzet ( 325 kva ) 1 unit Source: Secondary Data (2016)
3.3. Characteristics of System Service Seaport Operational service container port of Makassar implemented a system of services International standard (ISO 9002: 1994) the service provided is oriented to cost efficiency and time-effective as well as customer satisfaction.
3.3.1. Ship Service Care system and berngkat boats arrive from and to seaport Makassar use patterns queue with perinsip firts come firts service (fofe) istila author. This service model is similar to the FIFO queue system (firts in firts out). pilotage and delays ship arrived and departed in visualized in Figure 6 and 7 as follows ;
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Figure 6 Characteristics of pilotage services
Figure 7 Services container arrival and departure of ships in seaport Makassar. Pilotage service time (Approach Time) for ships arriving and departing ships from and to seaport Makassar varied, with the total value of the average service time of 0.89 (h / MPA). This is shown in Figure 8 as follows ;
Figure 8 The distribution of the flow of the service time of arrival and departure container ships at the port of Makassar.
3.3.2. Service Container The services provided by the TPM (Makassar Container Terminal) is a type of business activity that is engaged in the loading and unloading of goods (type of container) and from ships in the port of Makassar, which includes; Handling, Container Shifting, Transshipment, and Open / Close Palka like Figure 9 as follows ;
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Figure 9 The totality of all activities at the port container services at the port of Makassar.
3.3.3. Service Truck Container Truck transport of containers from seaport hinterland go through the door (gate 3) across the weighbridge with a capacity of 45 tons to the Container Yard with an average distance of 300 meters. The total average time of service of truck transport container plus 26 minutes at an average waiting time / truck / day 80 seconds, as in Figure 10 below ;
Figure 10 Services arrivals and departures of truck freight containers at the port of Makassar The results of the analysis of the performance of the whole series of operational service container port of Makassar, since starting to ship and truck transport of containers arriving and departing leave the port during the period 1 April to 30 June 2016 are shown in Table 4 as follows ;
Table 4 Percentage performance achievement operational service container port Makassar Indicator April 2016 Mei Juni 2016 2016 Arrival rate (ship/day) 4,40 4,45 4,367 Waiting Time (hours/ship) 0.91 0.85 0.9 Approach Time (hours/ship) 0.75 1 0.93 Effective Time (ET:BT)% 71,37 66,47 69,66 Produktivitas (BCH)% 27,10 27,98 23,35 Receiving (menit) 30.5” 30.0” 29.57” Delivery (menit) 25.0” 25.07” 25.50” Berth Occupancy Ratio (BOR)% 54,09 53,25 58,07 Yard Occupancy Ratio, (YOR)% 58,01 53,25 58,07 Kesiapan Operasi Peralatan, (KOP)% 61.86 62,25 61,74
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Source: Results of the primary data analysis period April to June 2016.
Figure 11 Graphics performance evaluation results of operational service container port of Makassar. From Figure 11 above, it appears that the percentage of achievement of the performance level of operational services for the container port of Makassar in three categories according to the standard of performance of port operations. 1) Indicator category with good service performance is WT 0.88 (hours / ship), AT 0.89 (hours / ship), BCH 26.14 (box / cc / hours), BOR 55.13%, 56.44% and Delivery Yor 25.4 (minutes); 2) indicators of service performance good enough category is Receiving 30.0 (minutes), and 3) indicators of service performance in the unfavorable category ie ET: BT 69.16 (%); and the operational readiness of equipment 61.95%.
4. CONCOLLUSION AND RECOMMENDATIONS The study concluded that; 1) It has identified three (3) characteristics of the operational service container port of Makassar an effort to improve performance both in the indicator value standard port operational performance ;, namely; a) the characteristics of the location of the port; b) the characteristics of the port infrastructure, and c) the characteristics of the port service system. Three of these factors are variable variable- important for the achievement of good value according to standard operational performance indicator port in charge of government based on the Decree of Directorate General of Sea Transportation. 2) The percentage of the gains of the operational service container port of Makassar in fact, was divided into three categories according to performance standards of port operations, namely a) Indicator service performance categories well is WT 0.88 (hours / ship), AT 0.89 (hours / ship), BCH 26.14 (box / cc / hours), BOR 55.13%, 56.44% and Delivery Yor 25.4 (min); b) indicators of service performance good enough category is Receiving 30.0 (minutes), and c) indicators of service performance in the unfavorable category ie ET: BT 69.16 (%); and the operational readiness of equipment 61.95%. In an effort to improve performance category of value both to the operational performance of the port / container terminals, in particular for the management of TPM managers to make improvements and enhancing the achievement of optimal performance targets with a review and evaluation of the identified third factor.
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