Packaging development study for archipelagic sea transportation

Reliable multimodal transportation system is absolutely necessary to maintain connectivity in a large archipelagic country such as Indonesia. A good multimodal transportation system is needed to distribute basic needs from Java Island especially to other regions in the country. With the government program “Sea Toll”, 20-ft containers are widely used to deliver basic needs. However, due to the limitations of existing infrastructure, container distribution cannot always reach the final destination (door to door service). Therefore, it is important to analyze the possibility of packaging development for multimodal transportation to enhance the efficiency of operational and cost aspects. In this respect a research has been conducted by considering the H-1 and T-5 route of Sea Toll program 2019, as well as the Pioneering ship R-33 route 2019 with the destination of Essang Port for study case. This research was conducted using a comparative method of operational and financial performance from 10 scenarios. These 10 scenarios are applied to the same route with different packaging alternatives. Where 1 packaging type is the existing packaging, 6 packaging types are from the previous research, and 3 packaging types are the new design. Results of this research suggest the combination of 20-ft container with packaging Design-1 is the best scenario. Compared to the 20-ft container only, combination of 20-ft container with packaging Design-1 can save 37.58% of logistics costs, 49.24% of repositioning costs and 19.35% of shipping time. However, for the opportunity cost, combination of 20-ft container with packaging Design-1 requires IDR 350,000 (USD 24.6) higher than the 20-ft container only.


Introduction
Every human being in the world must fulfill their basic needs to maintain their existence, and there is no exception for everyone who live in small islands scattered throughout the country of a large archipelagic such as Indonesia. The basic needs consist of clothing, food and housing. Nowdays, most of them, are still produced in big cities located on Java Island as the country's central business. Those basic commodities are then distributed to other islands including the regions defined by the government as the 3T area, namely Tertinggal (Left Behind), Terdepan (Frontier), Terluar (Outermost). Under the current government priority program of Sea Toll [1], 20-ft containers are widely used to deliver basic need commodities to the 3T area.
Because Indonesia is an archipelagic country, multimodal transportation is absolutely necessary to fulfill demand of the basic needs. To provide connectivity between land transport and sea transport, and reduce the time of loading and unloading at the port, the use of packaging as a support for ease of  [2]. However, the benefits of containers to make multimodal transportation easier have not been fully felt, this is due to several factors:  Total demand does not reach the maximum capacity of standard containers for one destination. Therefore, one container usually contain goods or commodities to be transported to more than one destination  Lots of demad variation.  Inequality of land and sea transportation facilities. Therefore, one must change the type of vehicle, both on land and sea transportation in the shipping process.  Imbalance of cargo to be distributed. If the cargo is not packed properly, the transfer of cargo between modes can lead to the potential for additional costs and delivery times.
To reduce logistics costs, the Indonesian Government evaluates the Sea Toll Program annually. In 2019, the government develops freight forwarding services, from port to port scheme to end to end scheme. To realize the development, there must be improvements to the multimodal transportation system. So the government created a new program, namely Container Masuk Desa or Container Entering Villages [3,4]. This program utilizes Pelindo Marine Service and Semen Indonesia Logistik's jointly developed new product designated as MiniCont. MiniCont is a sea transport packaging that has dimensions 1/3 smaller than a 20-ft container [5,6]. This packaging was chosen because of its small size, so it could be accommodated with a 20-ft container, perintis or pioneering ships, and Colt Diesel Engkel (CDE) truck. Therefore this packaging, can reach small islands in the 3T region. On 10 th April 2019, the Container Masuk Desa program has been launched. In this first operation, MiniCont transported 3 tons of rice to Essang District, Kepulauan Talaud Regency, North Sulawesi, as shown in Figure 1. By ignoring its transportation modes changing capabilities, MiniCont can reduce container capacity, from 20.8 tons, to 9 tons.
From the Container Masuk Desa program, the current research is prepared to review the possibility of using other packages to facilitate the shipment of cargo to the archipelagic area. This research also considers the change of land transportation to sea transportation in the process of shipping cargo. The case study for this research took 2 locations, Surabaya City and Essang District. Surabaya as the city of origin, while the Essang District as the destination. Cargo shipping from Surabaya City to Essang District in 2019 is served by three (3)

Research Methodology
In this research, primary data and secondary data and secondary data are applied. Primary data were collected by interviewing and field visits to related parties. Secondary data were obtained from previous researches and publications made available by several related institutions which could be openly accessed by public. In this research, some data has been explored such as cargo throughput, type of cargo, population in Talaud Regency, and fleet specifications [8].
The first stage of this research is conducting the demand analysis, then followed by analysis of packaging capacity based on type of goods and transportation modes changing capabilities [9]. After that, the scenario of packaging usage for the Surabaya-Essang shipping route was formed through the H-1 and T-5 2019 Sea Toll Routes 2019 and R-33 Pioneering Routes 2019. The next step is operational and cost analysis for each scenario. From the results of the analysis, it can then identify which aspects that can be improved from the current shipping conditions. From the results of identification, it is proposed a new design to improve the quality of the current shipping process. After the design is considered appropriate, then the analysis that has been done is iterated to come to the new packaging design which is considered as the best to meet the demand.
Results of the aforementioned analysis lead to four (4) criteria for assessing packaging performance. These criteria include operational time, logistics costs, repositioning costs and opportunity costs. Based on these criteria, all scenarios will be compared, and the most suitable packaging for shipping cargo to archipelagic area will be found [10,11].

Development of Sea Transport Packaging
To identify the types of packaging for sea cargo, they have been classified into two (2) groups, namely exterior containers and interior containers. Exterior containers, as shown in Figure 2, are tertiary packaging which can protect cargo during the transportation and loading/unloading process. From this figure, packagings which are already widely used are standard containers and nonstandard containers. Whereas the Mini Container Design 1 [12] and Mini Container Design 2 are still in the research development stage.

Figure 2. Exterior Containers
The interior containers, as shown in Figure 3, are packaging which are necessary and can be put in a standard container in the transportation process. In this figure a number of interior container types are illustrated. The Pelra Packaging A, B, and C are still in the research development stage [13].  Table 1 below.   Table 2 below. Based on sample manifest data from PT. Sarana Bandar Nasional, one of logistics companies in Indonesia, type of cargo which are often transported in sea toll vessels can be seen in Table 3. Notation FCL and LCL denote, respectively Full Container Load and Less than Container Load. Before the cargo is sent to Essang District, from Surabaya the cargo will be transhipped first to Port of Tahuna. Port of Tahuna itself is a feeder port for cargo destined to three archipelagic regencies located in North Sulawesi, one of them is Kepulauan Talaud Regency. Figure 4 in the following depicts the container throughput at Port of Tahuna. A moderate increase of throughput of cargo in took place from 2016 to 2017 amounted of some 250 TEUs to 300 TEUs, and higher increase occurred from 2017 to 2018 amounted of 300 TEUs to 550 TEUs. It could be expected more increases of cargo in would happen in the oncoming years. Unfortunately the increase of cargo out is notably small, which means local products are still much insignificant.

Problem Solution
The problem faced by most of the small islands scattered in Indonesia is the high price of basic needs. This high price is due to small demand and unbalanced cargo. Because the amount of cargo is small and varied, shipping companies are reluctant to facilitate cargo shipping which destined to small islands. Until 2015, the government launched the sea toll program aimed to strengthen shipping in Indonesia's remote, foremost and outermost regions. Sea toll vessels are programmed to serve regular and scheduled shipments.
In its realization, sea toll program uses container ships, to deliver sea cargo, therefore the cargo will be packed in ISO containers. The use of these ISO containers has the advantage of being able to facilitate  [14]. Good infrastructure means that containers can be shipped to the final destination. To deliver goods to small islands, it is necessary to make adjustments to transportation modes, both land and sea. The available modes of transportation to facilitate shipment in small island, such as Pioneering shipping vessels, traditional ships, CDE trucks, and pickup trucks.
Transportation mode changing, will affect cargo handling process. When the cargo is in the container, the cargo is well protected, but due to modal changes, the cargo has the risk of damage because the shipment to small and remote islands may be continued without using the containers.

Cargo Analysis
To assess the function of the packaging, one should know the cargo demand and the related shipping route to calculate cargo troughput. However, the shipping route to acrhipelagic regions in North Sulawesi always changing from year to year. Although the route is always changing, Port of Tahuna always be a feeder port to continuing the shipment until cargoes reach the port of destination in the small islands. Therefore the cargo troughput at Port of Tahuna illustrates the demand for cargoes supplied to three regencies in North Sulawesi archipelagic area. In this regards the demand in Essang District is estimated by comparing the percentage of the population [13,14]. From the results of the calculation that has been done, it is obtained the percentage of cargo demand as in Table 5. Furthermore, from the calculation of the sample manifest, it has been attained the number of cargo in every type with Port of Essang as the destination. This calculation results as shown in Table 6 will be used in the subsequent calculation analysis.

Packaging Evaluation in Operational and Cost Side
Packaging evaluation aims to determine the weaknesses and strengths of each package in terms of operational and cost. Furthermore, this evaluation also aims to determine additional costs from each scenario. In all scenarios Surabaya is taken as the city of origin and Essang District as destination, and cargoes will be transported by sea. To reach Essang District, cargoes must pass three sea routes, such as H-1 and T-5 Sea Toll Route 2019 and R-33 Pioneering Route 2019. Scenario #1 is defined as the existing condition, where ISO 20-ft containers are used, for Scenarios #2 and #3 the exterior containers are used, and for Scenarios #4 to #7 interior containers are used. Figure 5 illustrate the aforementioned scenarios.

Figure 5. Scenario Ilustration
Before evaluation of the packaging is performed, the number of containers needed for shipping at weight of 28.63 tons and volume of 28.865 m 3 should be identified. The results of this evaluation, as contained in Table 7, will have a major effect on logistics costs. On the operational side, the evaluation is related to the amount of time spent in each scenario to reach the destination or shortly termed as the delivery time. There are three major stages in the calculation of delivery time, include the door to port, port to port and port to door.  Cost calculation is derived from the operational activities of each scenario. The total costs generated by each scenario are shown in Table 9 below

Proposed Packaging Design-1
Packaging Design-1 is estableshed by considering the idea from Pelra C and Pelra B packages [13,15]. Adjustments are added at the height of the packaging and extra flexibility at the base. Two (2) stacks of this packages will fit in standard container height, thus reducing broken stowage when arranged in 20ft container. This packaging use wood an hollow alumunium for materials. The feature and dimensions of Design-1 are shown in Figure 6 and Table 10. A simulation has been conducted to arrange the number of various products in the packaging Design-1. Results of the simulation is summarized in Table 11. Further, the graph of Design-1 broken stowage of each cargo type is presented in Figure 7.
This package can be accommodated by 20-ft containers, CDE trucks, pickup trucks and Pioneering ships. One 20-ft container can hold 20 packages of Design-1, CDE trucks can accommodate 4 units of packaging Design-1, while pickup trucks can carry 2 units of packaging Design-1 and a Pioneering ship is able to transport 105 units of packaging Design-1 in every shipment.  Figure 6. Packaging Design-1

Proposed Packaging Design 2
In packaging Design-2 an improvement is made from Design-1. In Design-2 walls are added to protect goods from water and the presure from one side to the other side. From the simulation on packaging Design-2, the number and type of products that can be arranged in packaging Design-2 are listed in  Table 12. This packaging utilize HDPE for materials, with the feature as illustrated in Figure 8 and dimensions are listed in Table 13. In this regards the graph of packaging Design-2 broken stowage of each cargo type can be seen in Figure 9.

Proposed Packaging Design-3
In packaging Design-3 improvement is made from Design-1 and -2. In Design-3 improvement is made in the wall design, which consider repositioning packages. This package is designed by following the principle of pile bucket, so it can save loading space when the packaging is empty. This packaging use HDPE for materials. The packaging Design-3 can carry up to 384 kilograms of cargo. Figure 10 shows the packaging Design-3 in a single configuration (a), stacked empty packages (b), and stacked packages when fully loaded (c). The dimensions of packaging Design-3 are given in Table 14.  From the simulation that has been conducted the type and number of products that can be arranged in packaging Design-3 are revealed in Table 15. Subsequently the graph of packaging Design-3 broken stowage of each cargo type can be seen in Figure 11.

Comparison of Packaging Performance
This section will discuss the comparison of all scenarios in packaging. There are 10 scenarios are accounted in this study. Three scenarios using the proposed packaging developed in the current research. All scenarios are analyzed in with the same procedure. Summary of the total delivery time, total logistics cost, opportunity cost and repositioning cost of those scenarios are shown