Planning on Perintis Shipping Rerouting By Utilizing Commercial Shipping: Case Study of Kupang, East Nusa Tenggara

Perintis shipping is an Indonesian government program that is a domestic subsidized shipping that connects islands in Indonesia to increase the connectivity, especially for underdeveloped, remote, and border areas, or called 3TP. As Perintis shipping services have grown, with more routes and voyages, subsidies have also increased. The aim of this paper is to explore possible solutions for reducing subsidies by analyzing routes that intersect with commercial shipping. The objective is to determine the optimal route by rerouting the current Perintis route and utilizing the commercial route. This involves analyzing various factors such as operational efficiency, technical and financial considerations to identify the most feasible routes. This research focuses on the Perintis shipping route in Kupang, East Nusa Tenggara. There are five Perintis shipping routes, but only three of them intersect with commercial shipping routes. There are four potential routes available, consisting of three options for R-23 and one option for R-24. Based on the analysis, it has been determined that the most feasible option is the first option of R-24. The chosen routes have witnessed a reduction in subsidies, with a total amount of IDR 30.56 million and commercial shipping has achieved a profit increase of IDR 809.70 million.


Introduction
Indonesia, being the largest archipelagic country in the world with over 18,000 islands and more than 80,000 km of coastline, requires efficient transportation facilities to connect different regions, especially remote areas.Transportation facilities in these remote areas are still scarce.Some islands are still not available at all, which can lead to social and economic disparities compared to regions or islands with more advanced and developed transportation infrastructure.Unequal pricing distribution in Indonesia's regions can be a concerning issue [1].The government has launched a subsidized shipping program called Perintis Shipping to increase connectivity in Indonesia.The program has predetermined routes to serve underdeveloped, remote, and border areas called 3TP that are usually not covered by commercial transportation [2] .Remote areas have very minimal economic activity, resulting in the development of these areas being left behind compared to other areas with high accessibility.As a result, an archipelagic 1298 (2024) 012030 IOP Publishing doi:10.1088/1755-1315/1298/1/012030 2 region has great challenges to maritime transportation and logistics [3].In 2017, Perintis Shipping had 96 routes.As of 2023, they have 116 routes with 42 home base ports and 562 feeder ports throughout Indonesia.These routes are currently served by 116 ships [4].With an increase in the number of Perintis shipping routes, the subsidies that the government must issue will undoubtedly increase.To support the Perintis shipping operations, the government continues to work on colonization and seek new solutions to reduce the operational costs of the Perintis shipping.One solution that can be used is to reduce the route or port of call that the Perintis ship must pass.The reduction of this route may involve commercial shipping in its implementation,ion considering that there are Perintis shipping routes that are cut off from commercial shipping routes.Route reduction can be done by analyzing routes that intersect between Perintis shipping and commercial shipping.From the results of this route intersection analysis, Perintis shipping no longer needs to go through the same route as commercial shipping.This will lead to reduced routes or ports of call that must be passed by the Perintis fleet, reducing the travel time of the Perintis fleet, which will affect the Perintis operational cost subsidies that must be spent.
Sea transportation plays a crucial role in the economic and regional development of archipelagic regions in maritime countries [5].Sea transportation activities will cause ship operational costs consisting of fixed costs and variable costs [6].It is essential to consider various expenses such as capital, operational, shipping, loading, and unloading costs when calculating shipping costs [7].In sea transportation, the cost is influenced by factors such as distance, transit time, and transport conditions [8].Indonesia, being a maritime country offers subsidies to sea transportation to promote fair development.Subsidies are provided when costs surpass income or consumer price [9].In providing subsidies, the optimal approach is for the government to provide them without calculating the distribution of incentives [10].The government subsidizes sea transportation in areas where commercial industries have not yet become profitable [11].As a result, the government should provide subsidies for marine transportation in the area.

Method
The study uses a comparative method to analyze available routes, considering cost and operational analysis.Different scenarios are created by involving commercial companies to determine the best option based on financial impact.

Rerouting Analysis
At this stage, the obtained data is processed for analyzing available route change scenarios.The following stages of analysis are carried out.

Intersection Routes Analysis
Analyzing the intersection of routes between Perintis and commercial fleets requires attention to compatibility, and generates route change scenarios.

Operational analysis
This analysis will examine Fleet Frequency, Round Trip Days (RTD), and the operational days of each merchant and Perintis fleet that has the potential to modify their routes.In order to conduct a frequency analysis, the commercial fleet must ensure that it does not surpass its maximum frequency while serving Perintis and that all Perintis cargo is serviceable.For scenarios that meet the requirements, a schedule is made to adjust the activity or time of arrival and departure of the Fleet so that it can find out the optimal time for activities or intersections at the port and also to exercise control over its operational activities.

Finacial Analysis
After conducting an operational analysis, a financial analysis will be carried out to compare subsidies and profits before and after route changes.Perintis Transport aims to minimize subsidies while maximizing income and cost differences, ultimately choosing the most profitable route scenarios.

Result and Discussion
East Nusa Tenggara Province is one of the archipelagic provinces in Indonesia, with Kupang as its capital.Based on its geographical location, the NTT region has a land area of 47,931 km2 with a coastline of 5,700 km.The province of NTT consists of many big and small islands [12].When viewed from the population and economic conditions, East Nusa Tenggara Province had a population of 2,733,236 people in 2022 with an average Gross Regional Domestic Product (GRDP) of 118.72 trillion rupiahs in 2022 which nominally has increased in value compared to 2021, which reached IDR 110.88 trillion rupiah [13].There are 2 large ports in Kupang, namely Tenau Port, which is a Perintis base port serving 5 routes, and there is also Bolok Port.Here are the shipping routes for Perintis and commercial ships in Kupang.Table 1, shows five routes for Perintis shipping (P-1 to P-5) and six routes for commercial shipping (C-1 to C-6).The P-5 route covers a distance of 1.468 nautical miles, which is the longest distance it covers.

Analysis of Intersection Routes
Route intersection analysis is carried out on each Perintis shipping route, which will be combined with available commercial shipping routes by taking into account several limitations, such as crossing at one transit port, being able to serve a minimum of three Perintis ports, and looking at the number of segments served.Based on the results of the analysis, it is known that there are four scenarios of route changes that can be carried out where three scenarios are on the P-1 line and one scenario is on the P-2 line.The following details the route intersections that occur in each scenario.

Scenario 2
Based on the illustration, the C-3 commercial fleet route intersects with the P-1 Perintis fleet route.By altering the P-1 route at the intersections, a new route can be formed: Sabu -Raijua -Ende -P, Ende -Maumbawa -Waiwole -Mamboro -Waingapu for the P-1 Perintis route and Kupang -Ndao -Sabu for the K-3 route as can be seen in Figure 2.

Scenario 3
As can be seen in Figure 3, there is an intersection of the routes of 2 commercial fleets, namely Route C-1, which is depicted as a dashed line, and Route C-3, which is defined as a chain line with the Perintising voyage P-1, which is ddescribed as a continuous line.By looking at the project cuts that occur, Scenario

Operational Analysis
To conduct an operational analysis, it is essential to have information on the specifications of the ships operating in the study area.Figure 5 shows an example of a Perintis ship, and Figure 6 shows an example of a Commercial Ship.The specifications of the Perintis and commercial ships that were analyzed can be seen in Table 2.  Once the specifications of each ship are known, it can be continued by carrying out an operational analysis of the existing scenarios.An analysis of each scenario's operational and technical will be carried out on Fleet Frequency, RTD, and Operational Days for each available scenario.The following is the result of the operational analysis that has been carried out.

Scenario 1
Scenario 1 is an intersection on the P-1 route with the C-1 Route commercial fleet.Based on the results of the operational analysis, the following results are obtained.According to Table 3, it is impossible to plan for rerouting as commercial shipping cannot transport all Perintis cargo.It would require 25 voyages to transport 1 Perintis cargo, which means 600 voyages would be needed to transport all Perintis cargo, exceeding the maximum frequency of commercial voyages of 110 voyages a year.Therefore, scenario 1 is not feasible.

Scenario 2
Scenario two is an intersection on the P-1 route with the commercial fleet on the C-3 route.Based on the results of the operational analysis, the following results are obtained.Rerouting can be planned without affecting total operational days, frequency, and number of commercial transports.Once the scenario is known, scheduling can proceed from scenario two at the intersecting ports to determine the number of simultaneous fleet arrivals.Based on the data above, it is known that there are 12 times the frequency of transshipment of the Perintis fleet to commercial and vice versa and there is no waiting time where the schedule between Perintis ships and commercial ships is synchronized.While the remaining 12 times the frequency occurs waiting due to differences in the arrival schedule of Perintis ships and commercial ships.Furthermore, the consequences of this waiting time will be analyzed at the financial analysis stage.

Scenario 3
Scenario 3 is the intersection of the P-1 route with two commercial fleets for the C-1 route and the C-3 route.Based on the results of the operational analysis, the following results were obtained.Planning for rerouting for Scenario 3 is not feasible as commercial transport on Route C-1 cannot carry all Perintis cargo.Eight voyages are required to carry one Perintis cargo, resulting in a need for 192 commercial voyages in a year.However, a maximum of 110 commercial voyages can be made in a year.Therefore, Scenario 3 cannot be implemented.

Scenario 4
Scenario 4 is an intersection on the P-2 route with the commercial fleet on the C-2 route.Based on the results of the operational analysis, the following results are obtained.Planning for rerouting can be done without affecting total operational days, frequency, and number of commercial transports.Once the scenario is known, scheduling can proceed from scenario 2 at the intersecting ports to determine the number of simultaneous fleet arrivals.Based on the data above, it is known that there are 8 times the frequency of transshipment of the Perintis fleet to commercial and vice versa and there is no waiting time where the schedule between Perintis ships and commercial ships is synchronized.While the remaining 16 times the frequency occurs waiting due to differences in the arrival schedule of Perintis ships and commercial ships.Furthermore, the consequences of this waiting time will be analyzed at the financial analysis stage.

Financial Analysis
After conducting an operational analysis, only Scenarios 2 and 4 can proceed to financial analysis.When analyzing the financial impact on Fleet operators, operational costs, Fleet revenue, and consequential costs due to route changes must be considered.The following is the result of the cost calculation of the scenario changes made.There are several cost assumptions used in making calculations for the  In calculating the cost of consequences there are several equations that can be used as follows.
• Cost Consequences of Waiting for Fleet Arrival In order to calculate the consequences, we can group them into several categories.The cost of handling waiting cargo and passengers can be found using equation (1) ,while the cost of waiting for the fleet to arrive can be found using equation (3).We can calculate the estimated income of lost passengers while waiting to determine the lost income.Additionally, the cost of using commercial can be found using equation (2).When implementing a route change, commercial passengers will be affected due to the longer journey, resulting in an impact cost that can be found by equation (3).The value of goods waiting will decrease, which can be calculated by determining the decrease per day at the present value.Finally, when the fleet is overloaded, costs can be calculated due to the length of time the goods are waiting to be transported using equations (1) and (3).
After the financial analysis, the following results (Table 8) were obtained for Scenario 2 of the P-1 Perintis route and Scenario 4 of the P-2 Perintis route.After analyzing the four existing scenarios, the following results are obtained for the Perintis and commercial scenarios and can be seen in Table 10.

Scenario 2
In the table sign (v) it can be interpreted as fulfilled where operationally, it is fulfilled if commercial shipping can serve Perintiss without affecting the day of operation.Financially it is declared fulfilled if it provides benefits to Perintiss or commercial.Sign (x) can be interpreted as non-compliance where operationally, it will not comply if commercial shipping cannot serve Perintiss and affects its operational days.Then, it is declared financially non-compliant if it does not provide benefits to Perintis or commercial.For the sign (-) it is stated that no analysis was carried out because the previous analysis did not meet the requirements to be carried out.From the table above it can be seen that Scenario 4 alone is eligible for the route change scheme because it provides benefits for both parties.

Summary
Based on the results of the analysis of the four calculated scenarios, the selected scenario is the fourth scenario 4 with the following specifications a. Scenario 4 on the intersection of the route on P-2 occurs at the Port of Wini with commercial transportation Route K-2.So that route P-2 serves 11 sections, namely Wini -Lirang -Ilwaki -Kisar -Romang -Leti -Lakor -Luang P, Kelapa -Sermata (Elo) -Tepa -Kroing -Saumlaki and route changes on route K-2 to remain three the segment, namely Kupang -Naikliu -Wini -Teluk Gurita which will only serve up to the port of Wini.
b. Based on the operational analysis, it can be seen that the effect of the route change in scenario 4 is that the number of fixed frequencies is 110 times by serving Perintiss 48 times to fulfill the entire Perintis load which still does not exceed the frequency of commercial ships in a year.

Figure 1 .
Figure 1.Illustration of the intersection of Route P-1 with Route C-1

Figure 2
Figure 2 Illustration of the intersection of Route P-1 with Route C-3 3 can be made to change the P-1 Perintis route by involving fleet routes C-1 and routes C-3.This route change will form a new route Ende -P, Ende -Maumbawa -Waiwole -Mamboro -Waingapu for the P-1 Perintis route, Kupang -Ndao -Sabu -Raijua for Route K-3 and Kupang -Ende for Fleet Route C-1.

Figure 3
Figure 3 Illustration of the intersection of Route P-1 with Route C-1 and C-3

Figure 4
Figure 4 Illustration of the intersection of Route P-2 with Route K-2

Figure 5 Ship Figure 6
Figure 5 Perintis Ship Figure 6 Commercial Ship

Figure 8
Figure 8 Frequency Intersect Scenario 4 Where  : Amount of Cargoes (Ton) or Number of Passengers Waiting (Pax)  :Waiting time for the arrival of the ship (day)  :Daily cost (Rp/day)

Table 1 .
Perintis and Commercial Shipping Routes

Table 2
Ship Specifications

Table 3
Results of Operational Changes to Perintis Shipping and Commercial Shipping for Scenario 1

Table 4
Results of Operational Changes to Perintis Shipping and Commercial Shipping for Scenario 2

Table 5
Results of Operational changes to Perintis Shipping and Commercial Shipping for Scenario 3

Table 6
Results of Operational changes to Perintis Shipping and Commercial Shipping for Scenario 4

Table 7
Consequential Cost Assumptions for Passengers and Goods

Table 8
Financial Analysis for Scenario 2

Table 9
Financial Analysis for Scenario 2 According to the table, making changes to Scenario 4 leads to a 1.01% decrease in costs or IDR 229.46 million and a 0.14% decrease in subsidies or IDR 30.56 million.Additionally, costs for commercial shipping increase by 0.42% or IDR 57.25 million, and profit increases by IDR 809.70 million from the initial amount.The results showed that both Perintis and commercial shipping were advantageous.