Qualitative On The Factors Influencing Industrial Supply Vessel Construction

QUALITATIVE ANALYSIS ON THE FACTORS INFLUENCING INDUTRIAL
SUPPLY VESSEL CONSTRUCTION
AMEIRUL HAFIFI BIN ZUL HARRIS

56267209174
A report submitted to fulfill the partial requirements for the Bachelor of Engineering
Technology in Naval Architecture and Shipbuilding
Universiti Kuala Lumpur

Malaysian Institute of Marine Engineering Technology
JANUARY 2013
i
DECLARATION OF THESIS / PROJECT PAPER AND COPYRIGHT
Authors name : AMEIRUL HAFIFI BIN ZUL HARRIS

IC /Passport No : 900110-14-6873
Title : QUALITATIVE ANALYSIS ON THE FACTORS INFLUENCING INDUSTRIAL
SUPPLY VESSL CONSTRUCTION
Academic Session : JANUARY 2013
I declare that this thesis is classified as:

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1972)*
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900110-14-6873 NURSHAHNAWAL BT. YAACOB

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STUDENTS DECLARATION
I declare that this report is my original work and all references have been cited adequately
as required by the University. This report has not been accepted for any degree/diploma and
is not concurrently submitted in candidature of any other degree/diploma.
Signature : ..
Name : AMEIRUL HAFIFI BIN ZUL HARRIS
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SUPERVISORS DECLARATION
I have examined this thesis entitled QUALITATIVE ANALYSIS ON THE

FACTORS INFLUENCING INDUSTRIAL SUPPLY VESSEL CONSTRUCTION
and verify that it meets the programme and University requirement for the Bachelor of
Engineering in Naval Architecture and Shipbuilding.
Signature :.
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iv
ACKNOWLEDGEMENT
All praise to Allah S.W.T. the Most Gracious and Most Merciful, Who has
created the mankind knowledge, wisdom and power. Being the best creation of Allah,
one still has to depend on other for many aspects directly and indirectly. This is,
however, not an exception that during the course of study the author receive so much
helps, cooperation and encouragement that need to duly acknowledgement.
In preparing this thesis, I was in contact with many people, academicians and
practitioner. They have contributed towards their understanding and thoughts. First and
foremost I would like to express my sincerest appreciation to my Supervisor, Engr.
Nurshahnawal Bt. Yaacob, who has supported throughout this analysis. Her invaluable
help of constructive comments and suggestion have contributed to success of this
research.
My special dedication and millions thanks to our beloved parents and family for
their care, understanding, patient, and support throughout this year. Most thanks and
appreciation to Mr Mazlan Muslim also, who helps a lot for this research to verify the
question of survey and gave his opinion and suggestion. To those indirectly contributed
in this analysis, your kindness means a lot to me. Thank you very much. May Allah
bless us.
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ABSTRACT
Supply vessel is one of the important vessels for the oil and gas industry. The
objective and aim of this research is to explore and find out the possibility factors
influencing Supply vessel construction in our marine industry regarding to its role. This
research was discussed the result of factors influencing industrial Supply vessel
construction by using Qualitative analysis which is inductive approach. Through this
research several aspects that have been cover through survey questionnaire, interview
and analysis the feedback of survey data by created the coding. The data that have been
gathering from the coding can analyzed the overall themes of the factors of analysis.
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TABLE OF CONTENTS
CHAPTER TITLE PAGE

TITLE PAGE i
DECLARATION OF THESIS ii
STUDENTS DECLARATION iii
SUPERVISORS DECLARATION iv
ACKNOWLEDGEMENT v
ABSTRACT vi
TABLE OF CONTENTS vii
LIST OF TABLE x
LIST OF FIGURE xi
1 INTRODUCTION 1
1.1 Construction of Supply Vessel 1
1.1.1 Discuss on the Current Market 1
1.1.2 Discuss the Level of the Construction Technology in 5
Supply Vessel
1.1.3 Discuss the Features of the Former and Latest 10
Constructed Supply Vessel
1.2 Problem Statement 12
1.3 Objective 13
1.4 Scope of Work 13
vii
2 LITERATURE REVIEW 14
2.1 Introduction 14
2.2 Construction of Ship 15
2.3 Qualitative Analysis 18
2.3.1 Reviewing the Data of Qualitative Analysis 21
2.3.2 Organizing the Data for Qualitative Analysis 21
2.3.3 Developing the Codes for Qualitative Analysis 22
2.4 Possible Factors Influencing Supply Vessel Construction 22
2.4.1 Economic Factors 23
2.4.2 Ergonomic Factors 25
2.4.3 Types of Ship Registered Under Malaysia Flag 28
2.5 Supply Vessel 30
2.5.1 Detail Information on Supply Vessel 30
2.5.2 Uniqueness of Supply Vessel 34
2.6 Amount of Supply Vessel Was Built According to Year 41
2.7 Amount of Supply Vessel Registered Under Malaysia 42
Flag Through Jabatan Laut According to Year
3 METHODOLOGY 43
3.1 Introduction 43
3.2 Research Methodology 45
3.2.1 Questionnaire 45
3.2.2 Interview 45
3.2.3 Data Analysis 46
3.3 Survey Preparation 46
3.4 Data Analysis and Data Gathering 47
4 RESULT AND DISCUSSION 48

4.1 Introduction 48
4.2 Result 49
4.2.1 Data Organization 50
viii
4.2.2 Data Coding 55
4.2.3 Data Analysis 56
4.3 Discussion 63
5 CONCLUSION AND RECOMMENDATIONS 65

5.1 Conclusion 65
5.2 Recommendations 66
REFERENCES 67
APPENDIX 69
I.Survey Questionnaire 69
II.Feedback of Survey Questionnaire from Respondents 78
III.Sorting of Survey Questionnaire According to Each Question 85
ix
LIST OF TABLES
TABLE NO. TITLE PAGE
1.1 Current Market for Anchor Handling Tug Supply 3

1.2 Current Market for Platform Supply Vessel 4
1.3 Typical Construction Period Required for Supply Vessel 9
1.4 Operators of Supply Vessel in Malaysia 11
1.5 Producer of Supply Vessel in Malaysia 12
2.1 Types of Vessel Registered with MDM 28
2.2 Fi-Fi Class Requirement 38
4.1 Lists of Shipyard and Operators that have been Sent the 51
Questionnaire
4.2 Table of Returned Survey Questionnaire from Eastern 53
Marine Shipbuilding
4.3 Example of Sorting Close Ended Question 54
4.4 Example of Sorting Open Ended Question 55
4.5 Coding Table 56
4.6 Theme Table Based on Each Respondent 63
4.7 Theme Description Table 64
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LIST OF FIGURES
FIGURE NO. TITLE PAGE
1.1 Modular Construction 8

1.2 Block Construction 8
1.3 Controllable Pitch Propeller 9
1.4 Azimuth Propeller 9
2.1 X-Bow and Conventional Bow 27
2.2 Platform Supply Vessel 31
2.3 Anchor Handling Tug Supply 32
2.4 Winch on AHTS 33
2.5 Dynamic Positioning System 35
2.6 External Fire Fighting System on Platform Supply Vessel 37
2.7 X-Bow Platform Supply Vessel 40
3.1 Research Methodology 44
4.1 Chart for Question 5 60
xi
CHAPTER 1
INTRODUCTION
1.1 Construction of Supply Vessel
1.1.1 Discuss on the Current Market
Usually, the markets of production for every vessel are based on the demands or
requests from the ship owner. Same well as the Supply Vessel as a vessel that I had
chosen for the Final Year Project that related to the title , the current market based on
the demands. As we know, Supply Vessel is categorized and divided into two types
which are Anchor Handling Tug Supply (AHTS) and Platform Supply Vessel. Each
type of Supply Vessel has their own request or demand according to the purposes of
vessel.
1
Of 11,514 vessels and 3,565 barges tracked by Marcon, 2,817 are Platform
Supply and Anchor Handling Tug Supply (AHTS) that are built worldwide. AHTS on
the market for sale have increased from 163 to 193 vessels since May 2011 till May
2012, but is down 1.05%, or two vessels from last February. Until May 2012, 54 AHTS
for sale were either built within the last 10 years or are newbuilding re-sales. 68.39% of
the AHTS are 25 years of age or over. Counter-balancing these old ladies are nine
newbuilding resales, in the range of 4,000 8,999 bhp, scheduled for delivery 2012. The
data was shown in Table 1.1 (Marcon International. Inc).
While, the number of Platform Supply Vessel for sale increased 16.22% from
111 to 129 since last year of May. There was a 16 vessel increase in Platform Supply
vessel on the sales market since the last market in February. Until May 2012, Marcon
has available 26 Platform Supply vessels built within last ten years, which includes four
newbuilding re-sales scheduled for delivery in 2012. 79 units or 61.24% PSVs, are 25
years of age or older, with oldest PSV listed built in 1966. The data for Platform Supply
vessel was shown in Table 1.2. Following is a breakdown of available PSV and AHTS
that Marcon International have as a shipbroker officially listed for sale worldwide
(Marcon International. Inc).
2
Table 1.1: Current Market for Anchor Handling Tug Supply (AHTS)
3
Table 1.2: Current Market for Platform Supply Vessel
4
1.1.2. Discuss the Level of the Construction Technology in Supply Vessel
The shipyard industry in Malaysia can be defined as those enterprises that are
involved in designing, building and constructing, repairing and maintaining, and
converting or upgrade the vessels as well as marine equipment. In this case, vessels
means various types of ships such as ocean going, near coastal, government, passenger,
offshore and fishing vessels, whereas marine equipment means parts and components
that are fitted and integrated to form the sub systems and systems of a vessel.
The shipbuilding industry as addressed in the Third Industrial Master Plan

(IMP3) is part and parcel of the marine transport sub-sector of the larger transport
equipment industry. Structurally, the shipbuilding industry serves the shipping industry
in terms of building and supplying new vessels and maintaining existing vessels
operated or owned by ship-owners. Essentially, ship repair is service-based whereas
shipbuilding is a manufacturing-based industry. Ship conversion is an entirely different
business segment which combines both shipbuilding and repair elements
(matrade.gov.my).
Shipbuilding industry in Malaysia has limited capacity and is mainly focused on

building small vessels for the oil and gas sector such as Platform Supply Vessel (PSV)
and Anchor Handling Tugs (AHT) to service the oil and gas platforms and tankers to
transport them from refineries to the market. Currently 40 % of the vessels on order with
Malaysian yards are for foreign clients.
5
There are around 70 shipyards operating in Malaysia which are engaged in the
following activities:
Construction of ocean-going vessels, tug boats, patrol vessels, supply

vessels, fishing vessels, landing craft, passenger ferries and boats, small
tankers and leisure craft
Construction of offshore structures for the oil and gas industries
Ship repairing, maintenance, upgrading, overhauling and refurbishing of
vessels
Conversion of ships
Heavy engineering
Fabrication of offshore structures, steel structures and cranes.
Top 4 shipyards in Malaysia in terms of capacity in building and repair are:
Malaysia Marine and Heavy Engineering Sdn Bhd (ships, vessels, FPSO -
Floating, Production, Storing & Offloading and FSO Floating, Storing &
Offloading)
Boustead Heavy Industries Corp. Bhd. (shipbuilding, ship repair and fabrication)
Labuan Shipyard & Engineering Sdn Bhd (shipbuilding, ship repair, naval craft
maintenance and oil and gas fabrication)
Muhibbah Marine Engineering Sdn Bhd (shipbuilding and ship repair)
(matrade.gov.my).
6
Actually, the level of the construction technology for Supply Vessel in Malaysia
compared to other country does not have the much different. But, we can compared the
level of the construction technology for Supply Vessel constructed in Malaysia and
overseas in a few factors or aspects such as design, method of the construction,
machinery and equipment used, and construction period to complete the construction.
The comparison of the construction technology hhas been made between the
Anchor Handling Tug Supply (AHTS) built by Grade One Marine Shipyard, Malaysia
and the Siem Amethyst AHTS built by Norwegian Shipbuilder Kleven Verft in Norway.
First, we can see the level of the construction technology on the design aspect. Mostly,
the vessel was built in Malaysia they bought the design or drawing to other companies.
For example this AHTS built by Grade One bought the design from Khiam Chuan
Marine Pte. Ltd. This is because of the lack of experience person in this sector. While,
the design for Siem Amethyst AHTS based on the VS 491 CD model, which was
developed by the Norwegian ship design group (ship-technology.com).
Next aspect is the construction method. Construction method can be divided into
two, which are Modular construction as shown in Figure 1.1 and Block construction as
shown in Figure 1.2. For Modular construction method where the vessel was divided
and built into a few module or block by block without the installation of wiring and
piping system together. After the construction of module finished and combined with
other module then the piping and wiring system are installed. For Block construction
where the vessel also built by block but at the same time the plumbing, wiring and
piping system pre-installed in the different module and combined or welded the entire
block to complete as a ship.
7
Figure 1.1: Modular Construction Figure 1.2: Block Construction
In Malaysia, Modular construction method mostly implemented in the shipyard

compared to others country of shipyard where Block construction are most
implemented. The Block construction needs more experience person to conduct the
construction and the cost also much higher compared to Modular construction
Machinery and equipment aspects also one of the construction technologies

applied in the construction of Supply Vessel. For the Siem Amethyst AHTS the most
important features is her capability to switch between different modes of propulsion.
(ship-technology.com). This has been made possible by Wartsila combined diesel electric
and diesel mechanical system. The vessel is also integrated with Low Loss Concept
(LLC), a diesel electrical power distribution system to reduce electrical losses and gain
fuel efficiency. This unique concept also contributes in increasing redundancy. For
AHTS built by Grade One Marine Shipyard only used one mode of propulsion which is
diesel mechanical system only.
Other than that, most of the shipyard in Malaysia still using the Controllable
pitch propeller as shown in Figure 1.3 for propulsion in Supply Vessel while in other
shipyard at other country has changed the propulsion with Azimuth propeller as shown
in Figure 1.4 for their Supply Vessel which is the latest technology was applied.
8
Figure 1.3: Controllable Pitch Propeller (CPP) Figure 1.4: Azimuth Propeller
Then the equipment fitted on the Siem Amethyst AHTS is more advance and
latest technology which are fitted with Integrated Automation System (IAS) and
Dynamic Positioning System (DPS) for the automatically vessel positioning and
heading compared to AHTS built by Grade One, the equipment was fitted for navigation
already the standard equipments that have in other vessels (ship-technology.com).
Last aspect that contributed to the level of the construction technology in Supply
Vessel is the construction period. The shipyards in Malaysia are capable of delivering a
minimum of 15 vessels a year, which come down to about 8 to 16 months per vessel
depending on the vessel size and complexity. Table 1.3 shows typical construction
period required for Supply Vessel in Malaysia (asiasealink.com).
Table 1.3: Typical Construction Period Required for Supply Vessel

Types of Supply Vessel Typical Construction Period Required
(Months)
AHTS 12 to 16
Platform Supply Vessel (PSV) 12 to 16
9
At the largest and modern shipyard they can decreased the typical construction
period required to 8 to 10 months only and can built 2 to 3 same vessels at the same
time. Most local yards focus on building small and low value vessels. Larger yard can
build or service ocean going vessel and fabricate offshore structures.
1.1.3. Discuss the Features of the Former and Latest Constructed Supply Vessel
Many latest features for Supply Vessel was developed and constructed for the
improvement system and technology compared to the formers. The development and
improvement of the latest features in Supply Vessel are needs to improve the marine
industry world.
The former features that constructed in Supply Vessel are:
Global Maritime Distress Safety System (GMDSS)

Gyro Compass
Echo Sounder Radars
Emergency Position Indicating Radio Beacon (EPIRB)
Navtex Receiver
Auto Pilot
Weather Fax
Speed Log
GPS Plotter
10
Nowadays, many latest features are developed and manufactured. Most of the
latest features constructed in Supply Vessel are mostly in improvement of navigation
system and deck features. Electronic Chart Display and Information System (ECDIS) is
one of the latest features in Supply Vessel for navigation system. ECDIS is digital
navigation system that replaces paper-based nautical chart processes by overlaying
positioning information from Global Positioning System (GPS), radar and Automatic
Identification System (AIS) onto Electronic Navigational Chart (ENCs) (zmags.com).
Other features of constructed Supply Vessel are Dynamic Positioning System

(DPS) which is uses satellite technology to enable the ship to automatically hold
position and heading, even in rough seas and the Sound Signal Reception System
(SSRS).
For the latest features constructed in Supply Vessel for deck system, Rolls
Royce was developed for PSVs the moveable deck system where two deck sections are
mounted at upper rail lever and can be moved fore and aft. This can increase deck area
by round 30% and can improve a variety of operation of ROV deployment and
personnel transfer, without diminishing main deck cargo capacity (rolls-royce.com).
Table 1.4 was shown the operators of Supply vessel in Malaysia while Table 1.5 shown
producers of Supply vessel in Malaysia.
Table 1.4: Operators of Supply Vessel in Malaysia

Operators of Supply Vessel State
Jasa Merin (Malaysia) Sdn. Bhd. Kemaman,Terengganu
Syarikat Borcos Shipping Sdn. Bhd Kemaman,Terengganu
Alam Maritim (M) Sdn. Bhd. Kemaman,Terengganu
Tanjung Offshore Berhad Kuala Lumpur
11
Table 1.5: Producer of Supply Vessel in Malaysia
Principal Producer of Supply Vessel State
Grade One Marine Shipyard Sdn. Bhd. Lumut,Perak
KencanaMarine Sdn. Bhd. Lumut,Perak
Port Shipyard & Engineering Sdn. Bhd Klang, Selangor
Muhibbah Marine Engineering Sdn. Bhd Klang, Selangor
NGV Tech Sdn. Bhd. Klang, Selangor
Selat Melaka Shipbuilding Corporation Sdn. Bhd. Klang, Selangor
Malaysia Marine and Heavy Engineering Sdn. Bhd Pasir
(MMHE) Gudang,Johor
Boustead Penang Shipyard Sdn. Bhd. Penang
MSET Shipbuilding Corporation Sdn. Bhd. Terengganu
Yong Choo Kui Shipyard Sdn. Bhd. Sibu,Sarawak
Eastern Marine Shipbuilding Sdn. Bhd. Sibu,Sarawak
Sealink Shipyard Sdn. Bhd. Sibu,Sarawak
Labuan Shipyard & Engineering Shipyard Labuan
1.2 Problem Statement
This study is limited to ship register under Malaysia flag. Information and
statistical data on construction of Supply vessel in Malaysia is limited compared to other
country. While data provided by the government authorities are somewhat restricted
with certain areas. Thus, this study own is to obtain as many information on the factors
influencing construction of Supply vessel which influence it role in Malaysia marine
industry.
12
1.3 Objective(s)
This analysis/research is carried out mainly:
To identify the factors influencing Supply Vessel construction through data

gathering.
To collect and analyze data pertaining to construction of Supply vessel.
To determine the themes and pattern emerge across the data through qualitative
analysis.
1.4 Scope of Work
To complete this analysis the first step was to extract the entire vessel that
registered with Marine Department of Malaysia as a Malaysia flags vessel from web
and directly ask the Marine Officer during interview. It is a way to see trend market of
vessel registered under Malaysians flag design and construction in Malaysia.
Specifically, for Supply vessel, it been group based on construction of Supply vessel to
see the factors and trend of market for construction. Literature review is the importance
in this analysis; it is the part to clarify what are needs inside this study: to know what is
the suitable analysis method to use in discussion section and to get the overview factors
of construction through survey questionnaire. Conduct survey session is another way to
gain information. Thus, it is necessary to conduct survey to determine factors
influencing industrial Supply vessel construction. Moreover, data analyzing is the last
part of this study using the selected method. Analyzed data used for discussion and
conclusion part.
13
CHAPTER 2
LITERATURE REVIEW
2.1 INTRODUCTION
Other than land and air transportation, ships also known as vessels are one of
very important transportation through the water such as sea, lake and river. Without the
water transportation human and goods cant cross through sea, river and so on. Before
land and air transportation was created or built, all the trade and transportation for
human move from a country to another country was done by using ships as water
transportation where sea or water was covered 70% of our world compared to the land
only 30%.
14
After the development of technology was changed from the previous century,
various types of modern ships or vessels was built and constructed. The types of vessels
were constructed or built based on their purpose and its function. There are around 80 to
90 types and categories of vessels and ships recognized around the world. Tankers, bulk
carrier, container ship, supply vessel, barges and tug boats are most popular types of
ships.
In Malaysia, from the records of Head Quarters of Malaysia Marine Department

(MMD) until June 2012, there are only around 75 types and categories of vessels were
registered under Malaysia Flag with Marine Department of Malaysia. Ice breaker, cruise
ship and a few types are examples of vessels that have no record registered under
Malaysia flag because never built at Malaysia and usually its purpose of ice breaker not
use in Malaysia.
2.2 CONSTRUCTION OF SHIP
Construction of ships is divided into three parts or stages which are preliminary
work, design and construction and lastly delivery. The period of time that takes for the
construction of ship depend on the size of the vessel, the method use for the
construction, the materials used of the vessel and the efficiently working procedure.
For the preliminary work, prior to the actual construction of the ship, the
shipping company, financer and future owners have already completed a trajectory of
negotiations and considerations. Unlike a car, a cargo ship is not ready for delivery in a
wide range of models, but it has to be constructed following the demands of the
15
shipping company. However, it is becoming increasingly popular to classify ships into
categories where their designs are then standardized. This makes mass-production
possible.
The shipping company first makes up an application for specification. This is a

list of demands which the ship has to fulfill. It specifies:
The desired carrying capacity and tonnage

Desired speed and top speed
Types of cargo the ship must be able to transport
Layout of the holds with fixed or movable bulkheads and tween-decks
System of hatches or an open hold
Necessity, strength and kind of cargo gear
Preferred suppliers of the engines, auxiliaries, navigation equipment, cargo gear
etc.
Number of crew and passengers to determine the number of cabins
Range to determine the size of the fuel tanks and storage compartments
Limitations to the size of the ship in respect to the routes it will navigate
The shipping company then submits the lists of demands to several shipyards.
The shipyards will then let the shipping companies know if they are interested in the
assignment. This will depend on:
The technical capability of the shipyard

Amount of material and manpower in the available time
Does the shipyard want to build such a type of ship?
Expected price level
16
Next stage of construction of ship is design and construction. The building time,
as agreed in the contract, comprises the design phase and the construction or building
phase. The design time varies from 6 to 18 months depending on the complexity of the
vessel. While, the construction time varies between 6 and 24 months. A construction
group is formed by the shipping company and the shipyard who both appoint people,
who are, each person in his or her own field of expertise, responsible for the entire
building process until the delivery.
A ship is constructed in various stages, which can sometimes overlap:
Pre-treatment
Building by panel
Building by block section
Building of hull and deckhouse
Painting of individual parts
Final painting layers outside hull
Launching
Fitting out and subsequent completion
Trials at the shipyard
Sea trial
Material use for the ship construction depends on the shipping company or
owner whether used the material of wood, steel, aluminium, fibre reinforced plastic
(FRP) and glass reinforced plastic (GRP). Automation of the steel construction has led
to more efficiency. The building of a ship used to begin with the placing of a keel plate.
The rest of the construction was then connected to this first item. Today, laying keel
means that the first bottom block is placed in the assembly hall. Subsequently, the other
blocks of the ship are then built to. At this stage, the production is well underway.
17
Some modern shipyards do the actual building in large indoor assembly halls
where they use pre-painted steel plates. After welding the plates, the joints are
immediately painted. Several factors determine where the ship will be finished. The
finishing is either done in the assembly hall or at the fitting-out dock.
Last stage of construction ship is delivery by doing sea trial. The shipping
company and certifying authorities will finally accept the ship subject to successful sea-
trial tests and the issue of the relevant certificates. During this short voyage the protocol
of consignment is signed, the shipyards flag will be exchange by the flag of shipping
company. Because there is usually a 12 month period of guarantee on the ship, the
shipping company usually requires a bank guarantee from the shipyard. This is called
upon when the shipyard cannot or refuses to comply with the guarantee. It is normal that
in the first month of a ships life a guarantee engineer from the shipyard is on board.
(Ship Knowledge 1st 2nd Edition)
2.3 QUALITATIVE ANALYSIS
Qualitative Research/Analysis is collecting, analyzing, and interpreting data by

observing what people do and say. While, quantitative analysis refers to counts and
measures of thing, qualitative research refers to the meaning, concepts, definitions,
characteristics, symbols, metaphors and description of things.
Qualitative research is more too subjective compared to quantitative research

and uses very different methods of data collecting information either an unstructured or
semi-structured techniques for examples mainly individual, in-depth interviews and
18
focus groups. The nature of this type of research is exploratory and open-ended. Small
numbers of people are interviewed in-depth or a relatively small number of focus groups
are conducted.
Participants are asked to respond to general questions and the interviewer or

group moderator probes and explores their responses to identify and define peoples
perception, opinions and feelings about the topic or idea being discussed and to
determine the degree of agreement that exists in the group.
The quality of the finding from qualitative research is directly dependent upon
the skills, experience and sensitive of the interviewer or group moderator. This type of
research is often less costly than surveys and is extremely effective in acquiring
information about peoples communications needs and their responses to and views
about specific communications.
Basically, quantitative research is objective; qualitative research is subjective.

Quantitative research seeks explanatory laws while qualitative research aims at in-depth
description. A qualitative research measure what is assumes to be a static reality in
hopes of developing universal laws. Qualitative research is an exploration of what is
assumed to be a dynamic reality. It does not claim that is discovered in the process is
universal, and thus, replicable. Common differences usually cited between these types
of research include (Imperial COE,2006).
19
In general, qualitative research generates rich, detailed and valid process data
that contribute to in-depth understanding of the context. Quantitative research generates
reliable population based and generalized data and is well suited to establishing cause-
and-effect relationships. The decision of whether to choose a qualitative or quantitative
design is a philosophical question. Which methods to choose will depend on the nature
of the project, the type of information needed the context of the study and the
availability of resources for example money, time and human.
Qualitative analysis is non-statistical and involves a continual interplay between

theory and analysis. In analyzing qualitative data, we seek to discover patterns such as
changes over time or possible causal links between variables. It is important to keep in
mind that these are two different philosophers, not necessarily polar opposites. In fact,
element of both designs can be used together in mixed-methods studies. Combining of
qualitative and quantitative analysis is becoming more and more common.
The objective or purpose of the qualitative research is to gain an understanding

of underlying reasons and motivations. Second objective is to provide insights into the
setting of a problem, generating ideas and hypotheses for later quantitative research.
Lastly, the objective is to uncover prevalent trends in thought and opinion. Usually a
small number of non-representative cases are used in qualitative research. The
respondents are selected to fulfill a given quota while in quantitative research usually a
large number of cases representing the population of interest and randomly selected
respondents (snapsurvey.com).
20
2.3.1 Reviewing the Data of Qualitative Analysis
Begin data analysis as soon as possible after you begin data collection. Read the
data with an eye themes, categories, relationships and patterns. Write analytic memos or
hold analytic meeting to capture the initial thinking and tentative ideas about the data.
These preliminary reviews may reveal areas that are being overlooked in the interviews.
The initial categories and themes that see in the data also inform the codes that will use
for a systematic analysis the data.
2.3.2 Organizing the Data for Qualitative Analysis
The most common forms of qualitative data that collect are transcript from
individual and group interviews including the focus group and responses to open ended
question from questionnaire. How to organize the data for analysis depends on whether
the data are grouped question-by-question and are woven throughout an interview. If
cannot easily separate the data question-by-question, needed to analyze the whole
interview for common themes, patterns, and categories. When qualitative questionnaire
responses to very structured interviews have, can organize responses question-by-
question. This makes it easier to analyze data and one of the following approaches to
organize the data in a word processing program.
21
2.3.3 Developing the Codes for Qualitative Analysis
Coding is a process for categorizing the data. Develop a set of codes using both
codes that are predefined and one that emerge from the data. Predefined codes are
categories and themes that expect to see. Emergent codes are those that become
apparent as review the data. Identify these, add to the table, and create a code for each.
This type of coding allows for the emergence of crucial but previously uncovered issues
and connections. Also be alert to specific terms that occur in the data and use these as
codes when appropriate.
Closely review and code the data. If possible, have more than one person code
the data to allow for different perspectives on the data. Remember that the coding in
order to gain an understanding of the inquiry issue, how respondents perceive the issue
under review, and the nature and types of relationships involved. Coding is a process of
reducing the data into smaller groupings so they are more manageable.
2.4 POSSIBLE FACTORS INFLUENCING SUPPLY VESSEL CONSTRUCTION
There are some possible factors influencing Supply vessel construction in marine
industry in Malaysia. The factors influencing Supply vessel construction are from the
researches that have been done. Others, the factors influencing Supply vessel
construction are from the view and development of Supply vessel construction
nowadays. The possible factors can be divided into two types which are economic
factors and ergonomic factors.
22
2.4.1 ECONOMIC FACTORS
Economic factors is the set of fundamental information that affects a business or

an investment's value. Various economic factors need to be taken into account when
determining the current and expected future value of a business or investment portfolio.
For a ship or vessel construction, the key economic factors include costs, labour,
shipyard capabilities, quality and the time taken. (businessdictionary.com)
Economic factors are all the units required in the economic activity of
production of goods and services with the effective and efficient utility of resources and
fulfill the consumption demand in any market and national economy. Economics is the
interaction of the functions of demand and supply on the market for the prudent usage of
scarce resources in order to arrive at a balanced curve.
First economic factor is costs that stated before for possible factors influencing
Supply vessel construction in marine industry. Here in vessel or ship construction terms
the costs are included the material cost and labour cost. Most of ship owner decided to
build their vessel in Malaysia because of the costs factor. In Malaysia the material cost
is much cheaper than other advanced country. The price of steel in Malaysia is quite
cheaper because they produced own steel and the technology cost used here is much
lower compared to other advanced country. For the labour cost also cheaper than other
country where in Malaysia they pay the low price to the workers and hired more
workers from Bangladesh and Nepal as a helper and pay them low.
A second economic factor is labour. Even the cost of Supply vessel construction
in Malaysia is cheaper than other country but the entire Project Management Team
(PMT) such as Executive, Senior Executive, Manager, and Senior Manager are mostly
23
experienced, expertise and specialize in their respective fields. Their experienced and
expertise of the PMT is able to convince the ship owner to deal with them because they
are proof before in previous project. One of the reason why the ship owner confident to
deal with them because most of the Project Management Team (PMT) members are
experienced more than 15 years in this field and specialized in Supply vessel
construction.
Next possible factors influencing Supply vessel construction in economic factor

is shipyard capabilities. Actually, the technology used in most shipyards in Malaysia is
similar to modern or advanced country. Although the technology used in local shipyard
is same with other shipyard out there but we can still give a best price. The latest
technologies used and implemented in our local shipyards for the construction of Supply
vessel are welding machine and CNC which is Computer Numerical Control. In modern
CNC systems, end-to-end component design is highly automated using computer-aided
design (CAD) and computer-aided manufacturing (CAM) programs. The programs
produce a computer file that is interpreted to extract the commands needed to operate a
particular machine via a postprocessor, and then loaded into the CNC machines for
production. While the modern technology applied in the construction of Supply vessel
are machinery, navigation, accommodation or equipments and propulsion system.
Quality of the construction is one of the economic factors for the possible factors
influencing Supply vessel construction. The quality of the construction for Supply
vessel in marine industry here is much better than construction from China and
Indonesia. The quality of the construction Supply vessel in China and Indonesia quite
messy and have not a proper finishing work. Sometimes our quality product are
comparable with others more advanced and modern shipyards. In relation between cost
and quality, with the best quality of production still can give a reasonable price for the
total costs of the Supply vessel construction in marine industry in Malaysia.
24
Last economic factor that influence the construction of Supply vessel in
Malaysia is time taken or period for the construction. Usually the time taken for the
completed of the construction for one vessel in Malaysia marine industry is around 7 to
12 months. Compared to others modern shipyards, in Malaysia to complete the
construction of vessels quite slow in terms of period of time. This is because most of
local shipyard can built 1 to 2 vessels in a time regarding to the size of yard. Other than
that, cause of late delivery of materials to the yard and cash flow in procurement
department.
2.4.2 ERGONOMIC FACTORS
Ergonomics is the scientific discipline concerned with the understanding of the

interactions among humans and other elements of a system, and the profession that
applies theoretical principles, data and methods to design in order to optimize human
well being and overall system performance. Ergonomic can simply be defined as the
study of work. Practitioners of ergonomics, ergonomists, contribute to the planning,
design and evaluation of tasks, jobs, products, organizations, environments and systems
in order to make them compatible with the needs, abilities and limitations of
people (iea.cc).
First factor of ergonomics that contribute to the factors influencing Supply vessel
construction is an increasing or development the offshore industry sector in Malaysia.
Nowadays, more source of oil was found in the middle of the sea. The latest source of
oil was found in the Northwest of Sabah was operated by Shell and can maintain
operability for its full service life of source around 30 years.
25
Cause of the increasing and development the offshore industry sector in
Malaysia the construction of Supply vessel increase. Construction of Supply vessel
needs for the installation of the rigs or platform. Supply vessel also is needed to carry
the equipments, accommodations for crew on the offshore platform and sometimes
bring on the crew itself by using Supply vessel. There are advantages by using Supply
vessel compared to helicopter. First, the costs for rent helicopter to transport the crew to
platform are higher than Supply vessel. Second, by using Supply vessel can transport
more and heavy equipment or accommodation to the platform.
Next ergonomic factor is demands from foreign ship owner and fuel company.
These ergonomic factors have relation with the increasing or development the offshore
industry sector and the cost. Demands of Supply vessel not comes from local only but
also from foreign ship owner and fuel company. Normally, the foreign fuel company
that always built their Supply vessel in Malaysia are Shell, Exxon Mobil and BHP but
mostly demands of the Supply vessel comes from the local ship owner. The reasons for
foreign ship owner and fuel company built their Supply vessel here because of the costs,
quality of the construction and have experienced worked together with local shipyard.
Last factor of ergonomic is on design aspect (Global Development). Mostly

nowadays in advanced shipyard they are produce and implemented to the latest type of
Supply vessel which the name is X-Bow. The different between the X-Bow and
conventional vessel is the bow shape. The principal characteristic for X-Bow is a novel
hull shape, with a redistributed foreship volume and substantially reduced flare. The
challenges experienced when combining wave-piercing technology with foreship
accommodations were solved by introducing a larger volume distribution which allows
for submersion. A backward-sloping bow slowly emerged on paper.
26
The shape of the hull has been optimised with a view to high top speeds, low
resistance and reduced fuel consumption. Great emphasis is placed on the crews
comfort and safety during work and rest periods. Others advantages of this X-Bow are
elimination of slamming and bow impact, soft entry in waves, low acceleration levels,
reduce vibration levels, and safer workplace due to smoother motions. On the
environment aspects the advantages are significantly more energy efficient shape in
waves, higher transit waves, reduce power consumption, improved fuel efficiency and
increased operational time. Feedback from the crew is very positive for the vessel which
can maintain higher speed in rough sea conditions.
The Figure 2.1 below shown comparison testing of equivalent offshore vessels
with the Ulstein X-Bow versus a conventional bow. The wave height is 2.8 metres, with
a wave period of 10.5 seconds and a speed of 15 knots. The photo to the left shows the
Ulstein X-Bow vessel. With a sharp hull shape, there is no spray and theres a soft entry
into the waves. As the waves are parted efficiently, wave energy transfer is minimised.
This means that speed losses are reduced. The photo to the right shows the conventional
bow vessel. The waves and speed are the same, but there is spray generation, high bow
impact and slamming, and a blunt hull shape.
Figure 2.1: Left-X-Bow, Right-Conventional bow
27
2.4.3 TYPES OF SHIP REGISTERED UNDER MALAYSIA FLAG
Table 2.1: Types of Vessel Registered with MDM

TYPES OF VESSEL QUANTITY
Accommodation & Pipe Lay
Barge 6
Accommodation Barge 22
Ambulance Boat 7
Ammonia Carrier 9
Amphibian Boat 1
Anchor Handling 24
Anchor Handling/Tug/Supply 68
Barge 870
Bulk Carrier 14
Buoy & Aid to Navigation Tender 5
Chemical Tender 17
Crane Barge 8
Crew Boat 42
Cruise Ship 1
Cutter Suction Dredger 3
Deck Cargo Barge 269
Derrick Pipe Lay Vessel 1
Dredger 35
Dumb Barge 338
Fishing Vessel 132
Flat Top Barge 82
FPSO/FSO/FSU 16
Full Container 34
Gas Carrier 1
General Cargo 514
General Passenger Ship 18
Geological Survey 1
Geotechnical Vessel 3
Government Ship 36
Government Service Ship 5
Hopper Barge 4
Jackup Barge 1
Landing Craft 119
LNG Carrier 27
LPG Carrier 4
28
MODU 1
Mooring Boat 4
MOPU 4
Naval Auxiliary 1
Naval Patrol Ship 2
Offshore Support 85
Oil Barge 46
Oil Tanker 205
Oil/Chemical Tanker 25
Others 104
Passenger Boat 201
Passenger RO-RO 8
Passenger Ship 191
Patrol Boat 17
Petroleum Tanker 1
Piling/Crane Barge 10
Piling Vessel 1
Pilot Boat 11
Pipe Lay Barge 1
Pleasure Craft 48
Product Tanker 16
Research Vessel 2
Self Propelled Barge 3
Self Propelled Oil Barge 1
Semi Container 4
Shuttle Tanker 2
Special Purpose Vessel 11
Split Hooper Barge 6
Standby Vessel 34
Steel Derrick & Pipelying Barge 1
Supply Vessel 103
Support Vessel 18
Survey Vessel 11
Tender Rig 1
Tug Boat 1079
Utility Crew Boat 11
Utility Vessel 18
Vehicle RO-RO 9
Well Testing Vessel 1
Workboat 26
TOTAL 5060
29
2.5 SUPPLY VESSEL
2.5.1 DETAIL INFORMATION ON SUPPLY VESSEL
Supply vessel is one of the ship types or categories of vessel that have in marine
industry. Sometimes Supply Vessel also known as Offshore Supply Vessel (OSV) as
father name of Supply Vessel and it purpose for offshore industry. As stated before in
Chapter 1, Supply Vessel was divided with another two categories or types under it
which are Platform Supply Vessel (PSV) and Anchor Handling Tug Supply Vessel
(AHTS).
A Platform Supply Vessel (PSV) as shown in Figure 2.2 is a vessel whose

primary purpose and specially designs is to supply and perform other tasks related to
offshore oil platforms. These vessels range from 20 to 100 meters (65 to 350 feet) in
length and accomplish a variety of tasks. The primary function for most of these vessels
is transportation of goods or supplies and personnel to and from offshore oil platforms
and other offshore structures. In the recent years a new generation of Platform Supply
Vessel entered the market, usually equipped with Class 1 or Class 2 Dynamic
Positioning System (DPS) (maritime-connector.com).
30
Figure 2.2: Platform Supply Vessel
There are having some capabilities on these Supply Vessels such as cargo and its
support purpose. The primary function of Platform Supply Vessel is to transport
supplies to the oil platform and return other cargo to shore. Cargo tanks for drilling mud,
pulverized cement, diesel fuel, potable and non-potable water, and chemicals used in the
drilling process comprise the bulk of the cargo spaces. It transports fuel, water and
chemicals required by oil platforms, and certain other chemicals that must be returned to
shore for proper disposal. However, PSV usually does not transport crude oil product
from the rig.
The large decks of these vessels usually carry common or specialty tools. Most
carry a combination of deck cargoes and bulk cargo in tanks below deck. Most are
constructed or re-fitted to perform a certain job such as deploying, monitoring and
retrieving seismic cables. Some of these vessels are equipped with firefighting
capability and monitors for assisting during platform fires. Some vessels are equipped
for oil containment and recovery during the cleanup of a spill at sea.
31
For the crew on Platform Supply Vessel can operate between the range from as
few as three or four on the smaller ones, up to 20 to 30 people depends on the size of the
vessels. Often half of the crews are specialists such as scientists, geologists or other
people involved in special jobs related to operations on the oil platforms.
Crews sign on to work and live aboard the Platform Supply Vessels for an
extended period of times, depending on the company and normally for 3 to 6 weeks and
often more. Work details on Platform Supply Vessel are organized into shifts of ups to
12 hours. Most of Platform Supply Vessel has a bridge area for navigation and operating
the ship, a machinery spaces, living quarters, and a galley area for cooking and eating.
The large main deck area of the ship can sometimes be used for portable housing
(maritime-connector.com).
Another vessel categorized under Supply Vessel is Anchor Handling Tug Supply
Vessel (AHTS) as shown in Figure 2.3. These vessels are mainly built and designed to
handle anchors for oil rigs, tow them to location, anchor them up and tow a ship. In a
few cases, serve as an Emergency Rescue and Recovery Vessel (ERRV).
Figure 2.3: Anchor Handling Tug Supply
32
AHTS vessels differ from Platform supply vessels (PSV) in being fitted with
winches shown in Figure 2.4 for towing and anchor handling operation, having an open
stern to allow the decking of anchors, and having more power to increase the bollard
pull. The machinery is specifically designed for anchor handling operations. They also
have arrangements for quick anchor release, which is operable from the bridge or other
normally manned location in direct communication with the bridge.
The reference load used in the design and testing of the towing winch is twice
the static bollard pull. Most of the Anchor Handling Tug Supply is versatile anchor
handler, while some are additionally equipped for specific tasks such as supporting
cable, ploughing operation, fire-fighting and pollution control (marineinsight.com).
On design aspect, Anchor Handling Tug Vessel or systems have a crane like
equipment (known as the winch) that can be attached to the oil rigs and then propelled
forth in the water and allowed to be sunk into the seawater in order to keep the rigs
steady. Technically, an AHTS is a very huge naval vessel, mainly because of the
equipments that it carries tugs and anchors along with the winches. Other than handle
anchor for oil rigs or platform AHTS also acts as a cargo-carrying barge.
Figure 2.4: Winch on AHTS
33
Another major feature of such anchor handling tug supply vessels is that they
also act as rescue vessels for other ships in times of some emergency. If a ship requires
immediate anchor handling or towing or tugging, and if an anchor handling tug is in the
oceanic vicinity, then they are a great source of help to such stranded vessels
(marineinsight.com).
Increase in usage of AHTS since oil drilling from the oceanic areas has been
increased and is a regular activity, the increase in demand of AHTS makes a lot of
relevance and sense. The anchor handling tug supply vessels have been an intrinsic part
of the oil-drilling industry right from the time drilling oil from oceans as an option was
raised.
2.5.2 UNIQUENESS OF SUPPLY VESSEL
Dynamic Positioning System (DPS) shown in Figure 2.5 is one of the

uniqueness that has in Supply Vessel. A Dynamic Positioning System is a system that
automatically controls a vessels position and heading exclusively by use of active
thrust. It enables a Supply Vessel to maintain heading and station, fixed or moving, by
use of propulsors to counteract the effect of displacing forces such as wind, current and
wave action. Through Dynamic Positioning, a vessel does not require the usage of
anchors to maintain it course in the deep waters and thus can carry out its main purpose
well (kongsberg.com).
34
Figure 2.5: Dynamic Positioning System
Dynamic Positioning Systems may be installed in single, dual or triple

configurations, depending upon the level of redundancy required. A single DP control
system provides no redundancy. A dual or two-computer system provides redundancy
and auto-changeover if the online system fails. A triple system provides an extra
element of security and an opportunity for 2-out-of-3 voting.
Single system non redundant

Dual System providing master / slave redundancy
Triple System providing triple modular redundancy (TMR) and
majority voting.
Dynamic Positioning System (DPS) when installed and operating correctly,

allows vessel operators to safely maneuver, position and hold a ship or floating structure
on location in dynamic environmental condition over longer sustained period of time.
The ability of well-designed DP System to maneuver, position and hold a ship in
extremes of weather and current is simply a technical marvel of computers, propulsion
systems, and machines all working in harmony with the vessel operators intent. A ship
enabled with Dynamic Positioning can get to know about the changes in the wind and
35
the waves and thus alter its course suitably without having to compromise on its main
purpose (docstoc.com).
The working of a Dynamic Positioning Ship is quite simple. There is a control

panel which notes the wind and the wave fluctuation and accordingly sends appropriate
signals to the propellers so as to enable the ship to steady and maintain its course. This
method of maneuvering, although simple, allows the system to control very complex
operations safely and efficiently (marineinsight.com).
Dynamic Positioning Systems are no longer an elective option in new build

specifications for deepwater operation. The types of DP Classification listing used in
IMO MSC Circ.645 to grade the equipment capability of DP vessel of comprising the
following classes which are DP Class 1, DP Class 2, and DP Class 3. A central feature
of MSC Circ.645 is to give guidance on DP equipment classification and redundancy
requirements. Equipment classes are defined by their worst case failure modes, in
accordance with the following IMO definitions:
CLASS 1: Lost of position may occur in the event of a single fault.

CLASS 2: Lost of position is not to occur in the event of a single fault in any
active component or system. Static components not considered for failure.
CLASS 3: Lost of position is not to occur in the event of a single fault including
a completely burnt fire sub-division or flooded watertight compartment
(DPS KONGSBERG.pdf).
The external Fire Fighting System also known as a (FI-FI System) is other
uniqueness that has in Supply Vessel compared to other types of vessel. Mostly, this
Fire Fighting System was equipped on Anchor Handling Tug Supply, Platform Supply
36
Vessel, and other vessel that related to offshore such as Platform, Floating Production
Storage and Offloading (FPSO), Floating Storage and Offloading (FSO) and of course
the Fire Fighting Vessels.
As shown in Figure 2.6 the external fire fighting system (Fi-Fi system), is fully
integrated with the vessel. Power source is very often the main engine to utilize the
vacant power during station keeping and maneuvering during fire fighting operations.
The power is transferred to the pumps via remote operated clutch and necessary
transmission. On ships with fixed propellers a dedicated diesel driver or electrical or
hydraulic driver may be used to avoid impact from ships operation to the Fi-Fi system.
The pumps are normally located in the engine room below water line for best
possible performance via suction line design. They deliver water to the discharge pipe
going all the way up to the monitor on top of the bridge or similar good position. The
water jet is created in the monitor outlet by pressing water at optimum speed trough the
special designed monitor nozzle. The system may also include self-protection deluge
system (Water Spray) with water taken from the Fi-Fi pumps and / or various types of
foam systems.
Figure 2.6: External Fire Fighting System on Platform Supply Vessel
37
Table 2.2 shown fire fighter 1, 2 or 3 class notations were granted to vessels built
and equipped in compliance with the relevant class requirements. These requirements
are based upon experience and an appraisal of future vessels, size of object to be
protected and available fire fighting equipment (fifisystems.com).
The following matters are covered by the classification:
The vessels fire fighting capability.

The vessels stability and its ability to keep position when the fire fighting
monitors are in operation.
The vessels ability for self protection
Table 2.2: Fi-Fi Class Requirement
Class
FiFi1 FiFi2 FiFi3
Notation
No. of 2
2 3 4 3 4
Monitors (DNV)
Monitor
2400/
capacity 1200 3600 2400 1800 3200
2500
(m3/h)
No. of
1-2 2 2-4 2 2-4
Pumps
Total
pump
9600/
capacity 2400 7200 7200 9600
10000
(m3/h)
Throw
180
length 180
120 150 (From 150
(from bow)
bow)
(m)
Throw height
45 110 at 70m 70 110 at 70m 70
(m)
38
A new hull design for Platform Supply Vessel was built by Ulstein Company
known as XBow hull shown in Figure 2.7. X-Bow is a novel hull shape with a
redistributed foreship volume and substantially reduced flare. A raised foreship, which
normally incorporates accommodation. By introducing a larger and smoother volume
distribution in the foreship, which allows for submersion, combined with a sharper bow
shape, the typical challenge of conventional bow shaped were solved. A continuous and
sharp bow shape, which smoothly divides both waves and calm water. Increased volume
above and up front allows the the vessel to efficiently respond to large waves.
The shape of the hull has been optimized with a view to high top speed, low
resistance and reduced fuel consumption. Great emphasis has been placed on the crews
safety and comfort. An X-Bow vessel is characterized by its slender hull water line and
smoother volume distribution in the foreship. The many benefits of the X-Bow hull line
design have been documented through tank tests performed by recognized maritime
institution and feedback from the owners and users of vessels with X-Bow (ULSTEIN
X-BOWlr.pdf).
Benefits of the X-Bow:
Higher transit speed

Reduced power consumption
Improved fuel efficiency
Reduced emission
Increased operational time
More energy-efficient shape in waves
Reduced vibration level
Soft entry in waves
39
Figure 2.7: X-Bow Platform Supply Vessel
40
2.6 AMOUNT OF SUPPLY VESSEL WAS BUILT ACCORDING TO THE YEAR
1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
YEAR OF BUILT - - - - - - - - - - - - - -
1949 1954 1959 1964 1969 1974 1979 1984 1989 1994 1999 2004 2009 2012
AMOUNT OF SUPPLY 1 0 1 2 6 6 4 10 0 10 3 11 46 3
VESSEL
50 1945-1949
45 1950-1954
1955-1959
40
1960-1964
AMOUNT OF SUPPLY VESSEL
35 1965-1969
1970-1974
30
1975-1979
25
1980-1984
20 1985-1989
1990-1994
15
1995-1999
10 2000-2004
5 2005-2009
2010-2012
0
Year of Register
2.7 AMOUNT OF SUPPLY VESSEL REGISTERED UNDER MALAYSIA FLAG THROUGH JABATAN LAUT
ACCORDING TO THE YEAR
1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
YEAR OF REGISTER - - - - - - - - - - - - - -
1949 1954 1959 1964 1969 1974 1979 1984 1989 1994 1999 2004 2009 2012
AMOUNT OF SUPPLY 0 0 2 0 0 0 0 2 17 15 2 8 42 15
VESSEL
45 1945-1949
1950-1954
40
1955-1959
35 1960-1964
AMOUNT OF SUPPLY VESSEL
1965-1969
30
1970-1974
25 1975-1979
1980-1984
20
1985-1989
15 1990-1994
1995-1999
10
2000-2004
5 2005-2009
2010-2012
0
Year of Register
42
CHAPTER 3
METHODOLOGY
3.1 INTRODUCTION
The Final Year Project (FYP) is about the Qualitative Analysis on the Factors
Influencing Industrial Supply Vessel Construction Towards Its Role in Marine Industry.
In this Methodology chapter will discuss about what information, how to get the
information and data also how to analyze and gathering the data of factors that
contribute to the construction of Supply Vessel of final project. That will provide the
information on how this research is performed. All processes involve in this
study/research will elaborate accordingly with the sequence processes where consists of
method of collecting the data or information and the document analysis. It shows the
research Methodology that was been use to support the analysis of this study. On Figure
3.1 shown the research design of methology.
43
Start
Literature Review
NO
Approval Proposal
YES
Problem Identification
Tools Identification Questionnaire &

Interview Question
Perform the Questionnaire & Conduct

the Survey or Interview
Data Collection Manual Data

Management
Data Analysis Inductive

Approach
Submit FYP Report
Figure 3.1: Research Methodology
44
3.2 RESEARCH METHODOLOGY
3.2.1 QUESTIONNAIRES
In this research and study, the questionnaires analysis is using. Through this
questionnaires, will be provided a few questions including close ended and open ended
question that relate to the influence of Supply Vessel construction in marine industry.
The purpose of questionnaires analysis is to study and potential information can be
collected about the factors that influence Supply Vessel construction. The questionnaire
will be distribute to the shipyard whole around Malaysia including Sabah and Sarawak,
and will be answer by technical person in shipyard and technical lecturer that have an
experience in marine field.
3.2.2 INTERVIEW
Other than questionnaire analysis, in this research interview session also will be
conduct and done. For the interview session will choose certain individuals from Head
Quarters of Malaysia Marine Department, certain shipyard around in Malaysia, and
lecturer in university itself. The suitable persons needs for the interview session to
answer the question especially experience person in technical field in marine industry
are needed. The interview session is done to gain information on a particular topic or a
particular area to be researched. Interviews are a useful method which can lead to
further study or research by using other methodologies such as an observation.
45
3.2.3 DATA ANALYSIS
Data analysis is the last stage that will be done to get the result after done the
questionnaire and interviewing. The data analysis is done based on the information data
that got from Marine Department of Malaysia, shipyard around Malaysia and lecturer
itself. The data analysis is done to gain the final result of the research.
3.3 SURVEY PREPARATION
For the survey preparation was prepared a few questions that need to be
answered. The question of course more focus on construction of Supply Vessel in
marine industry. The survey will be conducted at selected shipyards that have chosen.
Other than prepare the questionnaires for the survey, also need to confirm whose
are required to answer the entire questionnaires and make sure the individual that will
answer the questionnaires are in marine industry field itself or professional in these
sector. Lastly, preparation needed before the survey conduct is need to prepare the cover
letter that provide by university to send to the shipyard for the conduct of survey and
waiting for the answer whether the shipyard allow or reject.
46
3.4 DATA ANALYSIS AND DATA GATHERING
After get the result based on questionnaire surveys and interviews, data analysis
can be start and gathering all the important information through the qualitative analysis
that get from Marine Department of Malaysia, personnel that specialized in marine
industry field in shipyard, and lecturer. Data analysis and data gathering from the
questionnaires survey can be presented and also shows or form by developing the
coding to organize the data through the Qualitative Analysis by using inductive
approach as the results. Same as well as interview data analysis and data gathering
which can gain the final result for the research of factor that influence construction of
Supply Vessel in marine industry according to interviewing session.
47
CHAPTER 4
RESULTS AND DISCUSSION
4.1 INTRODUCTION
In this chapter, the factors influencing industrial Supply vessel construction in

marine industry in Malaysia will be discussed on how result can be obtained. In this
research, survey and interview methods are used as a tool to determine related
information about Supply vessel construction. Data and information obtained that
contribute towards the construction of industrial Supply vessel in marine industry will
be discussed.
This research was conducted in qualitative analysis from through descriptive

survey methodology which used questionnaires. Data was gathered by using
questionnaires which were circulated to respondents to seek relevant information related
48
to this research. There are around 20 relevant questions were provided related to the
factors of influencing industrial Supply vessel construction. Through the questionnaires
potential information can be collected from who may concern about this construction
field. The survey questionnaire is as in Appendix I.
The questionnaires were conducted in the chosen shipyard. For this research
there are 18 shipyards were chosen to conduct the survey where the shipyards have
related construction vessels regarding to the research. From chosen shipyard, the
respondents was only answered the questionnaire by Technical Executive and above or
any who are experienced and related to the field or industries. Besides questionnaires,
the survey also conducted by interview. Individuals have been chosen from the shipyard
or persons who experienced in this sector to discuss the factors influencing industrial
Supply vessel construction.
This is the important stage in this research. Through data analysis, there are
several factors of industrial Supply vessel construction will come out. This stage
involved manually and individually observation to coding the data.
4.2 RESULTS
After the data was collected, the data result can review or compiled and start to
analyze the data. These preliminary reviews may reveal areas that are being overlooked
in the survey. The initial themes and categories that show in the data also inform the
codes that will use for a systematic analysis of the data. The most common forms of
qualitative data that collect are transcripts from individual survey or interview and
49
responses to open ended questions from questionnaires to organize data for analysis.
When have qualitative questionnaire responses as well as responses to very structured
interviews, suggested to organize responses question-by-question. This makes it easier
to analyze the data.
4.2.1 DATA ORGANIZATION
The survey questionnaire was sent to 18 shipyards including the ship operators
that related to the Supply vessel construction and operation. From overall 18 surveys
was sent, 6 were gave their feedback and received the survey questionnaire back from
shipyard including ship operator. The 6 shipyards and operators that give their feedback
are Eastern Marine Shipbuilding, Grade One Marine Shipyard, Malaysia Marine and
Heavy Engineering (MMHE), MSET Shipbuilding Corporation, NGV Tech Sdn. Bhd.
and Yong Choo Kui Shipyard.
Another 12 shipyard and operators that not returned the questionnaire are Alam
Maritime, Boustead Penang Shipyard, Jasa Merin Sdn. Bhd, Kencana Marine Sdn. Bhd,
Labuan Shipyard, Muhibbah Marine Engineering, Port Shipyard and Engineering,
Sealink Shipyard Sdn. Bhd, Selat Melaka Shipbuilding Corporation, Sumber Samudra,
Syarikat Borcos Shipping and Tanjung Offshore Berhad.
50
Analysis of qualitative data can be facilitated by organizing the data in tables
that can be sorted by respondent, question, and other characteristics. Begin the
qualitative analysis by creating a three-column table. List all those to whom
questionnaires have been sent. Sort the list alphabetically, and assign a respondent
number to each person starting with 1 through the total number of respondents. Use
the third column to note when a completed questionnaire has been returned. As each
questionnaire is returned, write the persons respondent identification number at the top
of the first page of the questionnaire.
Below on Table 4.1 was shown the table of lists for the shipyards and operators
that have been sent the questionnaire. The third column with thick symbol was shown
that company returned the survey questionnaire.
Table 4.1: Lists of Shipyards and Operators that have been Sent the Questionnaires
Respondent ID # Respondent Name Received

1 Alam Maritime
2 Boustead Penang Shipyard
3 Eastern Marine Shipbuilding /
4 Grade One Marine Shipyard /
5 Jasa Merin Sdn. Bhd.
6 Kencana Marine Sdn. Bhd
7 Labuan Shipyard
8 Malaysia Marine & Heavy Engineering (MMHE) /
9 MSET Shipbuilding Corporation /
10 Muhibbah Marine Engineering
11 NGV Tech Sdn. Bhd. /
12 Port Shipyard & Engineering
13 Sealink Shipyard Sdn. Bhd.
14 Selat Melaka Shipbuilding Corporation Sdn. Bhd.
15 Sumber Samudra Sdn. Bhd.
16 Syarikat Borcos Shipping Sdn. Bhd.
17 Tanjung Offshore Berhad
18 Yong Choo Kui Shipyard /
51
Next create a four-column table. Column 1 is for the respondent ID number.
Column 2 is for the question number. Column 3 is for the response and column 4 is for
the code that assign during analysis. To begin entering the responses, enter the
respondent ID number. Lets say that want to key in first the responses of questionnaire
from Eastern Marine Shipbuilding, put a 3 in the first cell of Column 1 or ID Column.
Then in the first cell of column 2, put the first question number, in this case 2. In the
first cell of column 3 put the responses of the shipyard or company and the Code
column will be used later in the analysis.
Continue entering all the of Eastern Marine Shipbuildings responses. For each
response, first enter the respondent ID number, then the question number and then the
response. If they left a question unanswered, enter No Response means they do not
respond to the question. Continue in this fashion until all responses for all returned
questionnaires have been entered. On the next page on Table 4.2 was shown the table of
responses for survey questionnaire from Eastern Marine Shipbuilding. The table pattern
was same to another 5 table response for other 5 returned shipyards including operator.
Another response from other 5 shipyards is as in Appendix II.
52
Table 4.2: Table of Returned Survey Questionnaire from Eastern Marine Shipbuilding
ID# Q# Response Code

3 2 Director/Quality Manager
3 3 6-10 Years
3 4 More than 15
3 5 Experience, Management
3 6 Client Assign/Direct Nego
3 7 1-5 persons
3 8 No
3 9 More than 15 Years
3 10 More than 30
3 11 1-5 Units
3 12 Local ship-owner/company
3 13 Foreign oil & gas company
3 14 No
3 15 No response
3 16 Platform Supply Vessel
3 17 1001-2000 Tonnes
3 18 51-100 Meters
3 19 41-60 Persons
3 20 Block Construction
3 21 13-18 Months
3 22 No response
3 23 Welding Machine, CNC
3 24 Propulsion System, Machinery
3 25 No response
3 26 Increasing/Development of the offshore industry
3 27 Increase
3 28 Yes
3 29 Conventional Bow
3 30 No response
3 31 No response
Increase offshore industry will increase offshore
3 32 Supply vessel construction to fulfill the offshore
needs
3 33 No response
3 34 No response
3 35 Shortage of local skill
3 36 No response
53
After get back the returned survey questionnaire from the 5 shipyards and
operators that stated before and entered the responses according to the shipyard then,
sort them all by column 2 where is question number so that have all the responses to
each question together. Sorting by questions is easy to analyze the data and ready to
code. On the next page was gave an examples of two questions which is one from
Closed Ended question and another one Open Ended question that already was sorted
regarding to the question.
The first example is question No.12 shown on Table 4.3 where from Closed
Ended question, Who are the main customers? and second example is question No.32
shown on Table 4.4 was sorted where from Open Ended question, In your opinion, what
is the relationship between the increasing the offshore industry sector in Malaysia and
the construction of Supply Vessel in marine industry in Malaysia? Another completed
sorting of question that was already sorted is as in Appendix III.
Table 4.3: Example of Sorting Close Ended Question

11 12 Local ship-owner/company &
Foreign ship-owner/company
54
Table 4.4: Example of Sorting Open Ended Question
Increase offshore industry will increase offshore Supply
3 32
vessel construction to fulfill the offshore needs
4 32 Demands and local content
When increase the offshore industry automatically
8 32 construction of Supply increase because needs to
support the offshore operation
9 32 Demand depends on requesation of oil company to
fulfill their new requirement
The opening of new oil field create demand on the
11 32 number of Supply vessel to support the operation of the
new fields.
18 32 Demands of Supply vessel depends on oil company.
4.2.2 DATA CODING
Coding is a process for categorizing the data. Develop a set of codes using both
codes that are predefined and ones that emerge from the data. Predefined codes are
categories and themes that expect to see regarding on the prior knowledge or the survey
that have been done. Coding is a process of reduce the data into smaller group and also
helps to see relationships between these category and themes.
Emergent codes are those that become apparent as review the data. Identify
these, add them to the table, and insert or enter the code for each question regarding to
the categories. Table 4.5 is a Coding table that was created regarding to this analysis and
survey questionnaire. This coding is categorized based on the category of the survey
question. Then the code was entered in the Code column at every returned survey
questionnaire from the shipyards regarding to the response for every question and the
sorting of every question is as in Appendix II and Appendix III.
55
Table 4.5: Coding Table
Code Description of Code
IR Information of Respondent
ICS Information of Company/Shipyard
EOS Expectation and Opinion of Shipbuilder
TRC Track Record of Company/Shipyard
MU Main Users
TM Technology and Machinery
SVP Supply Vessel Particulars
SVC Supply Vessel Construction
QC Quality of Construction
DI Demands in Industry
DH Design of Hull
NR No Response
4.2.3 DATA ANALYSIS
After organized and coding the data completed then can proceed to analysis the
data or result of the survey questionnaire. The data or result was analyze by each
question to get the possible factors influencing construction of industrial Supply vessel
in marine industry. The data was analyzed based on the information of the respondents,
information and track record of the company or shipyard, Supply vessel particulars and
construction which is include in Appendix II and Appendix III. But these analyses give
more attention on construction parts or sectors regarding to the title of the analysis.
56
From the analysis that have done in this survey most of the respondents are
Technical Executive and above, that have experience in this field and mostly involved in
more than 15 projects as Project Management Team (PMT). Most of them have an
experience in this field around 6 to 10 years and a few of them more than 15 years
experience.
The shipyards that have been sent the survey questionnaire mostly have more
than 15 years involved in shipbuilding industry and built more than 30 vessels overall
and constructed 6 to 10 and more than 15 units of Supply vessels that get back the
feedback from the survey. The shipyards that have been sent the survey questionnaire
has sufficient equipment to build the vessel and half of them also involved in ship repair
except for ship operators. The result that get through the analysis, experience and
expertise or specialization are the factors for a client to assign the shipyard to build their
vessel and sometimes management also play a role factor for a client to assign. Usually,
the shipyard gained a contract through open tender and a few through clients assign or
direct negotiation.
For Supply vessel particulars both Platform Supply vessel and Anchor Handling
Tug Supply Vessel (AHTS) are familiar and mostly built in Malaysia according to its
function and purpose. According to the analysis that have done through the survey, the
most common range of weight (DWT) for Supply vessel built in Malaysia between
1000 tonnes to 3000 tonnes and the most common range of length for Supply vessel was
built is between 51 meters to 100 meters. The strength of crew commonly carried of
Supply vessel depends on the size of vessel and normally standard crew members are 1
to 20 persons on board.
57
Nowadays, block construction is commonly used for the construction of Supply
vessel because this method is much cheaper compared to modular construction.
Normally it took about 13 to 18 months to complete the construction of Supply vessel
on average of 50 to 60 meters vessel. Then, the factors that affect the exceed time taken
for Supply vessel construction in Malaysia normally because of the late delivery of
material or equipment, shortage of local skills and cash flow of the company but it also
depends on the shipyard. For example MMHE is big shipyard and they can complete the
construction of a Supply vessel within 1 to 6 months only. This is one of the factor
influencing construction of industrial Supply vessel in marine industry because the time
taken to complete the construction quite fast and same as modern shipyard.
On the construction aspects of analysis, the average cost for the construction of
complete Supply vessel normally more than RM 15 Million but it depends on the
equipments and accommodation equipped in the vessel and also depends on the
technology used to build the vessel. In the construction field now, welding machine and
CNC are the latest technologies are implemented at every shipyard for the construction
of Supply vessel. About the cost for the construction of Supply vessel compared to other
counties in terms of material and quality are same but in terms of labour the cost is
lower compared to other country. So, thats why the cost to build Supply vessel in
Malaysia is slightly lower compared to other country as our labour cost is cheaper.
Through the analysis also known that our local shipyards technological
capabilities are same with modern shipyards in other country but equipment such as
CNC need to widely used and shipyard willing to spent on the equipment and
technology. From the analysis that have been done propulsion system, machinery and
navigation are the modern technology which are mostly applied in Supply vessel
construction.
58
Mostly the main customer at local shipyard that assign for the Supply vessel
construction is from local ship-owner or company. The main users of Supply vessel in
Malaysia are Shell and Petronas where they are always chartered the Supply vessel from
the owner of the vessel because Shell and Petronas have a lot their offshore platform
around Malaysia sea water. Besides Shell and Petronas, Exxonmobil and other foreign
oil and gas company also charter to the local ship operators of Supply vessel. From the
analysis also get known that a few of Malaysian Supply vessel are operated at overseas.
Through the analysis from the survey questionnaire, all respondents gave the
same opinion which is increasing or development of the offshore industry and demands
from ship-owner or fuel company are the factors that influence the increase number in
the Supply vessel construction every year. Another opinion from the respondents for
Supply vessel construction is increasing in the future demand. Besides that the
relationship was analyzed between the increasing offshore industry sector in Malaysia
and the construction of Supply vessel in marine industry because the increasing the
opening of new offshore platform created demand on the number of Supply vessel
because needs to support the offshore operation or in easy term to fulfill the offshore
needs.
On the design aspect which is global development, the result that gets from the
analysis mostly agreed with X-bow is more efficient hull design for Supply vessel and
X-bow hull design will be widely implemented to all Supply vessels in future even X-
bow is more difficult and require higher cost to build. Technically, there are a few
advantages and differences between the X-bow design where mostly implemented to
Supply vessel nowadays compared to the previous Conventional bow design which are
more increasing in speed, reduce rolling and pitching and the most important is reducing
the resistance and fuel consumption.
59
Through the survey questionnaire, the percentage of answer that response by
respondents also can identify regarding to a few question that related to the possible
factors influencing industrial Supply vessel construction. For the first two question was
identify are question number 5 and number 10 which is related to the labour or skillful
persons in this field where mostly are experienced, expertise and specialization. 40% of
respondents answered factors for a client to assign the company to build their vessel
because of the experience, another 40% and 20% because of expertise or specialization
and management factor as shown in Figure 4.1. On Figure 4.2 shown around 67% of
respondents had built more than 30 vessels. Another 16% and 17% had built vessels
within 11-20 units and 1-10 units. Means most of the respondents have a lot of
experience in ship construction industry.
For another two questions was identified through the demands factor. The local
ship-owner or company is the main customer for Supply vessel where is 86% and
another 14% answer foreign ship-owner by respondents shown in Figure 4.3. While
Petronas is the main user of Supply vessel which is contributed 38% and other users of
Supply vessel in Malaysia are Shell by 37% and others is 25% as shown in Figure 4.4.
Others are Exxonmobil, BHP and other foreign fuel company. Most of the foreign fuel
company chartered our Supply vessel because of the low rental cost.
Question 5 Question 10
experience
17% > 30 Units
40% 40% management
16% 11-20 Units
67% 1-10 Units
experties/
20% specialization
Figure 4.1: Chart for Question 5 Figure 4.2: Chart for Question 10
60
14%
Local ship-
owner/company Shell
25% 37%
Petronas
86% Foreign ship- 38% Others
owner/company
Next is the analysis the survey questionnaire that related to shipyard capabilities
in terms of technology and machinery. Most of the latest technology used in shipyard
nowadays for the construction of Supply vessel is 45% by welding machine, 44% of
CNC and 11% is latest software shown in Figure 4.5. All this depends on the willing of
the shipyard to spend more on technology used. 50% of the respondents said our local
shipyard technologies capabilities is similar to other foreign and modern shipyard but
17% of respondents gave a response that our local shipyard are far behind compared to
them and another 33% have no response. The chart was shown in Figure 4.6.
11% Welding
Machine
17% Yes
45% CNC 33%
No
44% Latest Software 50% NR
61
Another analysis of the survey questionnaire of the respondents is related to the
design factor. 83% of the respondents agreed with X-Bow are more efficient hull design
for Supply vessel because more advantage on resistance, speed and fuel consumption
compared another 17% responded to Conventional hull as shown in Figure 4.7. While
on Figure 4.8, half of the respondents from the observation gave their opinion that X-
Bow hull design will be widely implemented to all Supply vessels in future compare to
33% not agreed with that and others 17% no response through this question.
In terms of time taken for the construction of Supply vessel, from the
observation was identified construction of Supply vessel on average of 50-60 meters
took around 13-18 months where is 67% and another 16% and 17% are 7 - 12 months
and 1- 6 months as shown in Figure 4.9. The time needed to complete the construction
depends on the technology and method used in the shipyard. On Figure 4.10 shown the
average cost for the construction of complete Supply vessel. 50% of the respondents
identified that the cost for the Supply vessel construction is more than RM 15 Million.
Both 17% for the cost for complete Supply vessel construction in the range of between
RM 11 to RM 15 Million and between RM 1 to RM 5 Million. 16% of the respondents
did not give responded to this question.
Conventional 17%
17% Yes
Bow
50% No
X-Bow 33% NR
83%
62
13-18 NR
17% Months 17% 16%
7-12 > RM 15 Mil.
16% 17%
Months
67%
1-6 Months 50% RM 1-5 Mil.
4.3 DISCUSSION
In this topic was discussed the themes that was found from the analysis. The
themes were explaining the overall review of the survey analysis from different
respondents. From here can know either the respondents agreed with the themes or not.
There are 8 themes that was found regarding to the analysis that have been done. Below
here on Table 4.6 was shown the table of themes including the description and the
analysis of each respondent regarding to the themes on Table 4.7.
Table 4.6: Themes Table Based on Each Respondent

Themes Themes Themes Themes Themes Themes Themes Themes
ID# 1 2 3 4 5 6 7 8
3 / / / /
4 / / / / / / /
8 / / / / / /
9 / / / / /
11 / / / / / / / /
18 / / / / / /
63
Table 4.7: Themes Description Table
Themes Description of themes
1 Increasing/ Development the offshore industry sector in Malaysia
2 Demands from foreign ship-owner/ fuel company
Design (Global Development) where is transformation/conversion from
3
Conventional bow to X-bow
Cost of the Supply vessel construction in terms of material, labour and
4 quality
5 Labour ( Experienced, Expertise & Specialize)
6 Shipyard capabilities-Technology and Machinery
7 Time taken for the construction
8 Quality for the Supply vessel construction
There are 8 themes was finalize from the analysis which are Themes 1 is
increasing or development the offshore industry sector in Malaysia, Theme 2 is demands
from foreign ship-owner or fuel company, Theme 3 is design ( Global Development)
where is conversion from Conventional bow to X-bow, Theme 4 is cost of the Supply
vessel construction, Theme 5 on labour aspect in terms of experienced, expertise and
specialize, Theme 6 is shipyard capabilities in terms of technologies and machineries,
Theme 7 is time taken of construction for vessel and last theme, Theme 8 is quality for
the Supply vessel construction.
From the Table 13 was shown 5 out of 6 respondents agreed with Theme 1 while
for Theme 2, 4 from 6 agreed with the theme. For the Theme 3, 4, and 6 only three
respondents agreed with that themes regarding to the analysis. Through the analysis
from all respondents, that was analyzed all of them satisfied with Theme 5, 7, and 8
which are labour aspect in terms of experienced, expertise and specialized, time taken
for the construction and quality for the Supply vessel construction are the main factors
of Supply vessel construction in our marine industry.
64
CHAPTER 5
CONCLUSION AND RECOMMENDATIONS
5.1 CONCLUSION
The conclusion that can be made from this analysis regarding to the chosen
shipyards and ship operator feedback where offshore industry and Supply vessel are
needed each other to fulfill the operation requirement. By using qualitative analysis is
much easier to analyze the data by the survey questionnaire.
From the analysis also can conclude and found the main factors influencing
industrial Supply vessel in our marine industry are because of increasing and
development of offshore industry sector in Malaysia, have an experienced, expertise and
specialized persons in this construction field. Another two main factors influencing the
construction and assigned the ship-owner to build the Supply vessel in our marine
65
industry are time taken needed to complete the construction and quality for the Supply
vessel construction here.
5.2 RECOMMENDATIONS
Regarding to the analysis that have been done based on this study and research a
few difficulty are identified. All the data for this analysis was key in and entered
manually by individual and it spent a lot of time just to key in the data from the survey
questionnaire feedback. The first recommendation to easy coding the data is needed
more than one person coding the data. Other alternative for easy coding the data by
using the Statistical Analysis Software (SAS) and adopt Computer Assisted Qualitative
Analysis Software (CAQDAS). By using this both types of software the data analysis
and coding the data are easier and faster.
66
REFERENCES
1. https://docs.google.com/viewer?a=v&q=cache:P_uPn1K2p1wJ:www.marcon.com/libra
ry/market_reports/2012/su05 , 4/9/2012, 10.15 p.m
2. http://www.ship-technology.com/projects/havila-fortune-platform-supply-vessel/
,6/9/2012, 9.30 P.M
3. http://www.ship-technology.com/projects/siem-amethyst-anchor-handling-tug-supply-
vessel/ ,6/9/2012, 10.00 p.m
4. http://www.emas.com/index.php/our-expertise/emas-marine/our-fleet-2/platform-
supply-vessels/ ,7/9/2012, 1.20 a.m
5. http://www.asiasealink.com/shipbuilding-division.php , 7/9/2012, 11.50 a.m
6. http://www.matrade.gov.my/en/foriegn-buyers-section/69-industry-write-up--
products/449- transport-equipment , 8/9/2012,10.30 p.m
7. http://www.rolls-royce.com/marine/products/deck_machinery/dm_offshore/dm_psv/ ,
10/9/2012, 10.30 p.m
8. http://viewer.zmags.com/publication ,12/9/2012, 3.20 p.m
67
9. http://www.marinelink.com/news/rollsroyce-designed-award347464.aspx ,12/9/2012,
9.45 p.m
10. http://maritime-connector.com/platform-supply-vessel/ ,26/9/2012, 11.25 p.m
11. http://www.maersksupplyservice.com/Activities/Fleet/Pages/AnchorHandlers.aspx ,
29/9/2012, 8.30 a.m
12. http://www.docstoc.com/docs/83394657/Platform-Supply-Vessel , 1/10/2012, 4.00 p.m
13. http://www.rollsroyce.com/marine/about/market_sectors/offshore/supply_service/psv.js
p ,3/10/2012, 10.00 a.m
14. http://www.marineinsight.com/marine/types-of-ships-marine/what-are-anchor-
handling-tug-vessels-aths/ , 4/10/2012, 10.50 p.m
15. http://www.km.kongsberg.com/ks/web/nokbg0240.nsf/ ,6/10/2012, 11.00 p.m
16. http://www.converteam.com/majic/pageServer/190400012f/en/Dynamic-Positioning---
Converteam.html , 7/10/2012, 2.10 a.m
17. http://www.marineinsight.com/marine/types-of-ships-marine/what-is-a-dynamic-
positioning-ship/ ,8/10/2012, 11.15 p.m
18. http://www.fifisystems.com/fificlass.html , 9/10/2012, 1.20 a.m
19. http://www.marine.gov.my/
20. Ship Knowledge 1st Edition A Modern Encyclopedia (K. van Dokkum) (2003)
21. Ship Knowledge 2nd Edition A Modern Encyclopedia (K. van Dokkum) (2005)
68
APPENDIX I
SURVEY QUESTIONNAIRE
69
CONFIDENTIAL
.
..
..
SURVEY FORM
FACTORS INFLUENCING INDUSTRIAL SUPPLY VESSEL CONSTRUCTION IN
MARINE INDUSTRY: A QUALITATIVE ANALYSIS STUDY
SURVEY YEAR 2012
(Please refer to the instruction before completing this form)
UNIVERSITI KUALA LUMPUR

MALAYSIAN INSTITUTE OF MARINE ENGINEERING TECHNOLOGY
University homepage: www.mimet.edu.my
Email contact: nurshahnawal@mimet.unikl.edu.my
Please complete the form and return to us before:

31 MARCH 2013
70
Survey endorsement
This survey is undertaken by Applied Science and Advance Technology

Section, Universiti Kuala Lumpur Malaysian Institute of Marine Engineering
Technology (UniKL MIMET). The return of this survey, duly filled in, is kindly
requested.
Purpose
This census survey will provide information on the status of research in A

Qualitative Analysis Study on the Factors Influencing Industrial Supply Vessel
Construction in Marine Industry. It will be used in analysis assessment by using
qualitative method specific to inductive approach.
Help available
Your response is very much important to us. If you have any questions or
concerns about completing the survey or about participating in this study, please
contact:
Nurshahnawal Yaacob
Email: nurshahnawal@mimet.unikl.edu.my
Or
Telephone number: 05-690 9000 ext 9056
Fax number: 05-690 9001
Thank you for your cooperation.
NURSHAHNAWAL YAACOB
Lecturer
Applied Science and Advance Technology Section
Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology
(UniKL MIMET)
Jalan Pantai Remis,
32200, Lumut
Perak
71
SECTION A: INFORMATION OF CONTACT PERSON AND ADDRESS
1. Details of person completing the survey ( this part is optional and will only be
used to assist survey documentation):
Name :
Company :
Industry :
Telephone No. : Fax No. : ..........
Email Address : Date :
SECTION B: Information about your position
*Please tick in the box
2. What is your position in the company?

Senior Manager Manager
Senior Executive Executive
Others:.
3. How long have you been involved in shipbuilding industry?

1 5 Years 6 10 Years
11 15 Years More than 15 Years
4. How many project(s) that had you involved as Project Management Team
(PMT)?
15 6 10
11 15 More than 15
72
SECTION C: Information about company current project
5. What is/are the factor(s) for a client to assign your company to build their
vessel?
Experience Expertise/Specialization
High Technology Equipment Management
Others:.
6. How does your company gained a contract?

Open Tender Client Assign/Direct Nego
Others:
7. Normal strength of members in PMT?

15 6 10
11 15 More than 15
8. Does the shipyard has sufficient equipment to build a vessel?

YES NO
SECTION D: Track record of company product
9. How long have your company involved in shipbuilding industry?

1 5 Years 6 10 Years
11 15 Years More than 15 Years
10. How many vessels that your company had built?

1 10 11 20
21 30 More than 30
11. How many Supply Vessel had been constructed?

15 6 10
11 15 more than 15
73
12. Who are the main customers?
Local ship-owner/company Foreign ship-owner/company
Others:.
13. Who are the main users of Supply Vessel?

SHELL PETRONAS
Others:.
14. Does this shipyard involved in ship repair of Supply Vessel?
YES NO
15. Which defective parts mostly found on Supply Vessel during repair work?
Machinery Propulsion System
Navigation Equipment/Accommodation
SECTION E: Supply Vessel Particulars
16. Which one is more familiar and mostly built in Malaysia?

Platform Supply Vessel
Anchor Handling Tug Supply Vessel (AHTS)
17. What is the most common range of weight (DWT) for Supply Vessel built in
Malaysia?
1 1000 Tonnes 1001 2000 Tonnes
2001 3000 Tonnes More than 3000 Tonnes
18. What is the most common range of length for Supply Vessel built in Malaysia?
1 50 Meters 51 - 100 Meters
101 150 Meters More than 150 Meters
74
19. What is the strength of crew commonly carried for various size of Supply
Vessel?
1 20 Persons 21 40 Persons
41 60 Persons More than 60 Persons
SECTION F: Supply Vessel Construction
20. What method is commonly used for the construction of Supply Vessel?
Modular Construction Block Construction
Others:.
21. How long does it take to complete the construction of Supply Vessel on average
of 50-60 meters vessel?
1 6 Months 7 12 Months
13 18 Months More than 18 Months
22. How much is the average cost for the construction of complete Supply Vessel?
RM 1 5 Mil. RM 6 10 Mil.
RM 11 15 Mil. More than RM 15 Mil.
23. What is the latest technology for the construction of Supply Vessel?
Latest Software
Please state the name of software used ..
Welding Machine
CNC Others:
24. What is/are the modern technology applied in Supply Vessel construction?
Navigation Machinery
Propulsion System Equiments/Accommodations
25. Is there any Malaysian Supply Vessel operated at overseas?

YES NO
If YES, who are the customers?
75
26. In your opinion, what are the factors that influence the increase in the Supply
vessel construction every year?
Increasing/Development of the offshore industry
Demands from ship-owner/fuel Company
To compete the number of construction with other shipyard
Others:.
27. In your opinion, what is the future demand for the construction of Supply
Vessel?
Increase Reduce
28. Does ship-owner satisfied with the quality of construction by local shipyard?
YES NO
29. Which is more efficient hull design for Supply vessel?

Conventional bow X-bow
30. In your opinion, will X-bow design be widely implemented to all Supply vessels
in future?
YES NO
31. Which is more difficult to build and require higher cost?

Conventional bow X-bow
32. In your opinion, what is the relationship between the increasing the offshore
industry sector in Malaysia and the construction of Supply vessel in marine
industry in Malaysia?

76
33. Describe about the cost for the construction of Supply vessel compared to other
country in terms of source of material, labour, and quality of the construction?

..
34. Are the technological capabilities in local shipyard far behind compared to
others foreign/modern shipyard in other countries? If yes, does it affect the
method of Supply vessel construction?

35. What are the factors that affect the time taken for the Supply vessel construction
in Malaysia?

36. Technically, what are the advantages and differences between the X-bow
design where mostly implemented to Supply vessel nowadays compared to the
previous Conventional bow desgn?

Kindly return duly completed form to:
Nurshahnawal Yaacob
Lecturer
Applied Science and Advance Technology Section
Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology (UniKL MIMET)
Jalan Pantai Remis,
32200, Lumut
Perak
77
APPENDIX II
Feedback of Survey Questionnaire from

Respondents
78
Response from Eastern Marine Shipbuilding

3 2 Director/Quality Manager IR
3 3 6-10 Years IR
3 4 More than 15 IR
3 5 Experience, Management EOS
3 6 Client Assign/Direct Nego ICS
3 7 1-5 persons ICS
3 8 No ICS
3 9 More than 15 Years TRC
3 10 More than 30 TRC
3 11 1-5 Units TRC
3 12 Local ship-owner/company MU
3 13 Foreign oil & gas company MU
3 14 No ICS
3 15 No response NR
3 16 Platform Supply Vessel SVP
3 17 1001-2000 Tonnes SVP
3 18 51-100 Meters SVP
3 19 41-60 Persons SVP
3 20 Block Construction TM
3 21 13-18 Months SVC
3 22 No response NR
3 23 Welding Machine, CNC TM
3 24 Propulsion System, Machinery TM
3 25 No response NR
3 26 Increasing/Developmentof the offshore industry DI
3 27 Increase EOS
3 28 Yes QC
3 29 Conventional Bow DH
3 30 No response NR
3 31 No response NR
Increase offshore industry will increase offshore Supply vessel
3 32 DI
construction to fulfill the offshore needs
3 33 No response NR
3 34 No response NR
3 35 Shortage of local skill SVC
3 36 No response NR
79
Response from Grade One Marine Shipyard

4 2 Senior Manager IR
4 3 6-10 Years IR
4 4 More than 15 IR
4 5 Experience, Expertise/Specialization &Management EOS
4 6 Open Tender & Client Assign/Direct Nego ICS
4 7 More than 15 ICS
4 8 Yes ICS
4 9 6-10 Years TRC
4 10 1-10 Units TRC
4 11 6-10 Units TRC
4 13 SHELL & PETRONAS MU
4 14 YES ICS
4 15 Machinery & Propulsion System TM
4 16 Platform Suply Vessel & Anchor Handling Tug Supply SVP
4 17 1001-3000 Tonnes SVP
4 22 More than RM 15 Million SVC
4 23 CNC TM
4 24 Propulsion System TM
4 25 Yes DI
4 26 Increasing/Developmentof the offshore industry & DI

Demands from ship-owner/fuel company
4 27 Increase EOS
4 28 Yes QC
4 30 No EOS
4 31 X-Bow DH
4 32 Demands and local content DI
4 33 Material and quality are similar but labor is different SVC
4 34 No, technology is similar TM
4 35 Equipment delivery lead time SVC
4 36 X-Bow suitable to rough sea like North Sea DH
80
Response from Malaysia Marine & Heavy Engineering (MMHE)

8 2 Senior Executive IR
8 3 1-5 Years IR
8 4 More than 15 IR
8 5 Expertise & Specialization EOS
8 6 Open Tender ICS
8 7 6-10 Persons ICS
8 8 Yes ICS
8 13 Petronas MU
8 14 No ICS
8 17 2001-3000 Tonnes SVP
8 18 101-150 Meters SVP
8 21 1-6 Months SVC
8 22 RM 1-RM 6 Million SVC
8 23 Welding Machine TM
8 24 Machinery TM
8 25 YES DI
8 27 Increase EOS
8 28 Yes QC
8 29 X-Bow DH
8 30 Yes EOS
8 32 construction of Supply increase because needs to support DI
the offshore operation
Cost of the material and quality are same to others country.
8 33 In terms of labour the cost is lower compared to other SVC
countries
Yes, but the method of construction still same. The
8 34 difference for example only on method of cutting the TM
plates/steels
8 35 Material and equipment late delivery SVC
Increase speed, reduce resistance and reduce fuel
8 36 DH
consumption
81
Response from MSET Shipbuilding Corporation

9 2 Executive IR
9 3 1-5 Years IR
9 4 1-5 Project IR
9 5 Experience EOS
9 6 Open Tender ICS
9 7 11-15 persons ICS
9 8 Yes ICS
9 10 11-20 Units TRC
9 11 1-5 Units TRC
9 13 EXXONMOBIL MU
9 14 Yes ICS
Machinery, Propulsion System, Navigation &
9 15 TM
Equipment/Accommodation
9 16 Platform Suply Vessel & Anchor Handling Tug Supply SVP
9 17 1-1000 Tonnes SVP
9 23 Latest Software (Autocad) TM
Navigation, Propulsion System, Machinery &
9 24 TM
Equipments/ Accommodations
9 25 Yes (SHELL) DI
9 26 Demands from ship-owner/fuel company DI
9 27 Increase EOS
9 28 Yes QC
9 29 Conventional Bow QH
9 30 No EOS
9 31 X-Bow DH
Demand depends on requesation of oil company to fulfill
9 32 DI
their new requirement
Labour cost in Malaysia higher than Indonesia /China and
9 33 the material cost in Malaysia higher than China but still SVC
cheaper than europe country
9 34 No, but equipment such as CNC need to widely use TM
9 35 Cashflow of company shipbuilding SVC
Reduce rolling & pitching, prevent passenger
9 36 discomfort/sea sick & slightly reduce in fuel consumption DH
82
Response from NGV Tech Sdn. Bhd.

11 2 Manager IR
11 3 More than 15 Years IR
11 4 More than 15 IR
11 5 Experience & Expertise/S[ecialization EOS
11 7 More than 15 Persons ICS
11 8 Yes ICS
11 9 11-15 Years TRC
11 12 Local ship-owner/company & Foreign ship-owner/company MU
11 14 No ICS
11 16 Anchor Handling Tug Supply SVP
11 17 1001-2000 Tonnes SVP
11 18 51-100 Meters SVP
11 24 Navigation, Propulsion System and Accommodations TM
11 25 Yes DI
Increasing/Developmentof the offshore industry &
11 26 DI
Demands from ship-owner/fuel company
11 27 Increase EOS
11 28 Yes QC
11 29 X-Bow DH
11 30 Yes EOS
The opening of new oil field create demand on the number
11 32 DI
of Supply vessel to support the operation of the new fields.
Cost to build Supply vessel in Malaysia is slightly lower
compared to other countries as our labour cost is cheaper.
11 33 In term of quality, Malaysian can produce a better quality SVC
product. Material are easily available in Malaysia or our
neighbour countries.
No. Our technology is as good as modern shipyard. The only
11 34 thing is that whether the shipyard is willing to spend or not TM
on the equipment and technology.
The main factor is the delivery of main equipment such as
11 35 SVC
main engine, genset engine, CPP, thruster and so on.
83
Simpler construction, improve speed, reduce resistance and
11 36 DH
fuel saving.
Response from Yong Choo Kui

18 2 Manager IR
18 5 Expertise/Specialization EOS
18 6 Open Tender ICS
18 8 Yes ICS
18 13 SHELL MU
18 14 Yes ICS
18 15 Machinery & Navigation TM
18 16 Anchor Handling tug Supply SVP
18 17 1-1000 Tonnes SVP
18 22 RM 11-15 Million SVC
18 24 Navigation & Propulsion System TM
18 25 Yes DI
18 27 Increase EOS
18 28 Yes QC
18 30 Yes EOS
18 31 X-Bow DH
18 32 Demands of Supply vessel depends on oil company. DI
18 33 No response NR
84
APPENDIX III
Sorting of Survey Questionnaire

According to Each Question
85
2. What is your position in the company?

3 2 Director/Quality Manager IR
4 2 Senior Manager IR
8 2 Senior Executive IR
9 2 Executive IR
11 2 Manager IR
18 2 Manager IR
3. How long have you been involved in shipbuilding industry?

3 3 6-10 Years IR
4 3 6-10 Years IR
8 3 6-10 Years IR
9 3 6-10 Years IR
4. How many project(s) that had you involved as Project Management Team (PMT)?

3 4 More than 15 IR
4 4 More than 15 IR
8 4 More than 15 IR
9 4 1-5 Project IR
5. What is/are the factor(s) for a client to assign your company to build their vessel?

3 5 Experience, Management EOS
4 5 Experience, Expertise/Specialization &Management EOS
8 5 Expertise & Specialization EOS
9 5 Experience EOS
11 5 Experience & Expertise/S[ecialization EOS
18 5 Expertise/Specialization EOS
86
6. How does your company gained a contract?

3 6 Client Assign/Direct Nego ICS
8 6 Open Tender ICS
9 6 Open Tender ICS
18 6 Open Tender ICS
7. Normal strength of members in PMT?

3 7 1-5 persons ICS
4 7 More than 15 ICS
8 7 6-10 Persons ICS
11 7 More than 15 Persons ICS
8. Does the shipyard has sufficient equipment to build a vessel?

3 8 No ICS
4 8 Yes ICS
8 8 Yes ICS
9 8 Yes ICS
11 8 Yes ICS
18 8 Yes ICS
9. How long have your company involved in shipbuilding industry?

4 9 6-10 Years TRC
11 9 11-15 Years TRC
87
10. How many vessels that your company had built?

4 10 1-10 Units TRC
11. How many Supply Vessel had been constructed?

3 11 6-10 Units TRC
4 11 6-10 Units TRC
12. Who are the main customers?

Local ship-owner/company &
11 12 MU
Foreign ship-owner/company
13. Who are the main users of Supply Vessel?

3 13 Foreign oil & gas company MU
8 13 Petronas MU
9 13 EXXONMOBIL MU
18 13 SHELL MU
88
14. Does this shipyard involved in ship repair of Supply Vessel?

3 14 No ICS
4 14 YES ICS
8 14 No ICS
9 14 Yes ICS
11 14 No ICS
18 14 Yes ICS
15. Which defective parts mostly found on Supply Vessel during repair work?

3 15 No response NR
Machinery, Propulsion System,
9 15 Navigation & TM
Equipment/Accommodation
18 15 Machinery & Navigation TM
16. Which one is more familiar and mostly built in Malaysia?

Platform Suply Vessel & Anchor
4 16 SVP
Handling Tug Supply
Platform Suply Vessel & Anchor
9 16 SVP
Handling Tug Supply
11 16 Anchor Handling Tug Supply SVP
18 16 Anchor Handling tug Supply SVP
17. What is the most common range of weight (DWT) for Supply Vessel built in
Malaysia?

3 17 1001-2000 Tonnes SVP
4 17 1001-3000 Tonnes SVP
8 17 2001-3000 Tonnes SVP
9 17 1-1000 Tonnes SVP
11 17 1001-2000 Tonnes SVP
18 17 1-1000 Tonnes SVP
89
18. What is the most common range of length for Supply Vessel built in Malaysia?

8 18 101-150 Meters SVP
11 18 51-100 Meters SVP
19. What is the strength of crew commonly carried for various size of Supply Vessel?

20. What method is commonly used for the construction of Supply Vessel?

21. How long does it take to complete the construction of Supply Vessel on average
of 50-60 meters vessel?

8 21 1-6 Months SVC
90
22. How much is the average cost for the construction of complete Supply Vessel?

3 22 No response NR
8 22 RM 1-RM 5 Million SVC
18 22 RM 11-15 Million SVC
23. What is the latest technology for the construction of Supply Vessel?

4 23 CNC TM
8 23 Welding Machine TM
9 23 Latest Software (Autocad) TM
24. What is/are the modern technology applied in Supply Vessel construction?

3 24 Propulsion System, Machinery TM
8 24 Machinery TM
Navigation, Propulsion System, Machinery &
9 24 TM
Equipments/ Accommodations
Navigation, Propulsion System and
11 24 TM
Accommodations
18 24 Navigation & Propulsion System TM
25. Is there any Malaysian Supply Vessel operated at overseas?

3 25 No response NR
4 25 Yes DI
8 25 YES DI
9 25 Yes (SHELL) DI
11 25 Yes DI
18 25 Yes DI
91
26. In your opinion, what are the factors that influence the increase in the Supply
vessel construction every year?

Increasing/Developmentof the offshore industry
4 26 DI
& Demands from ship-owner/fuel company
9 26 Demands from ship-owner/fuel company DI
Increasing/Developmentof the offshore industry
11 26 DI
& Demands from ship-owner/fuel company
27. In your opinion, what is the future demand for the construction of Supply Vessel?

3 27 Increase EOS
4 27 Increase EOS
8 27 Increase EOS
9 27 Increase EOS
11 27 Increase EOS
18 27 Increase EOS
28. Does ship-owner satisfied with the quality of construction by local shipyard?

3 28 Yes QC
4 28 Yes QC
8 28 Yes QC
9 28 Yes QC
11 28 Yes QC
18 28 Yes QC
29. Which is more efficient hull design for Supply vessel?

4 29 X-Bow DH
8 29 X-Bow DH
9 29 X-Bow DH
11 29 X-Bow DH
18 29 X-Bow DH
92
30. In your opinion, will X-bow design be widely implemented to all Supply vessels in
future?

3 30 No response NR
4 30 No EOS
8 30 Yes EOS
9 30 No EOS
11 30 Yes EOS
18 30 Yes EOS
31. Which is more difficult to build and require higher cost?

3 31 No response NR
4 31 X-Bow DH
8 31 X-Bow DH
9 31 X-Bow DH
18 31 X-Bow DH
32. In your opinion, what is the relationship between the increasing the offshore
industry sector in Malaysia and the construction of Supply vessel in marine
industry in Malaysia?

Increase offshore industry will increase offshore Supply
3 32 DI
vessel construction to fulfill the offshore needs
4 32 Demands and local content DI
8 32 construction of Supply increase because needs to DI
support the offshore operation
Demand depends on requesation of oil company to
9 32 DI
fulfill their new requirement
The opening of new oil field create demand on the
11 32 number of Supply vessel to support the operation of DI
the new fields.
18 32 Demands of Supply vessel depends on oil company. DI
93
33. Describe about the cost for the construction of Supply vessel compared to other
country in terms of source of material, labour, and quality of the construction?

3 33 No response NR
4 33 Material and quality are similar but labor is different SVC
Cost of the material and quality are same to others
8 33 country. In terms of labour the cost is lower compared SVC
to other countries
Labour cost in Malaysia higher than Indonesia /China
9 33 and the material cost in Malaysia higher than China but SVC
still cheaper than europe country
Cost to build Supply vessel in Malaysia is slightly lower
compared to other countries as our labour cost is
11 33 cheaper. In term of quality, Malaysian can produce a SVC
better quality product. Material are easily available in
Malaysia or our neighbour countries.
18 33 No response SVC
34. Are the technological capabilities in local shipyard far behind compared to others
foreign/modern shipyard in other countries? If yes, does it affect the method of
Supply vessel construction?

3 34 No response NR
4 34 No, technology is similar TM
Yes, but the method of construction still same. The
8 34 difference for example only on method of cutting the TM
plates/steels
9 34 No, but equipment such as CNC need to widely use TM
No. Our technology is as good as modern shipyard. The
11 34 only thing is that whether the shipyard is willing to TM
spend or not on the equipment and technology.
94
35. What are the factors that affect the time taken for the Supply vessel construction
in Malaysia?

3 35 Shortage of local skill SVC
4 35 Equipment delivery lead time SVC
8 35 Material and equipment late delivery SVC
9 35 Cashflow of company shipbuilding SVC
The main factor is the delivery of main equipment such
11 35 SVC
as main engine, genset engine, CPP, thruster and so on.
36. Technically, what are the advantages and differences between the X-bow design
where mostly implemented to Supply vessel nowadays compared to the previous
Conventional bow desgn?

3 36 No response NR
4 36 X-Bow suitable to rough sea like North Sea DH
Increase speed, reduce resistance and reduce fuel
8 36 DH
consumption
Reduce rolling & pitching, prevent passenger
9 36 discomfort/sea sick & slightly reduce in fuel DH
consumption
Simpler construction, improve speed, reduce resistance
11 36 DH
and fuel saving.
95
Academic Services
University Kuala Lumpur

Malaysia Institute of Marine Engineering Technology
DECLARATION OF E-REPORT PREPARATION
Title of the thesis: Qualitative Analysis on The Factors Influencing Industrial

Supply Vessel Construction
Course: BET in Naval Architecture and Shipbuilding
Department: Marine
Year: 2013
I, AMEIRUL HAFIFI BIN ZUL HARRIS,

Declare and verify that the copy of e-report submitted is in accordance to the
FYP Manual, UniKL MIMET.
_________________ ___________________
(Student Signature) (Supervisor Signature)
Permanent Address: Supervisor Name:
No 9, Jalan Bukit Indah 1/18, Engr. Nurshahnawal Binti Yaacob
Taman Bukit Indah,
68000 Ampang,
Selangor.
96

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QUALITATIVE ANALYSIS ON THE FACTORS INFLUENCING INDUTRIAL

SUPPLY VESSEL CONSTRUCTION

AMEIRUL HAFIFI BIN ZUL HARRIS

Universiti Kuala Lumpur

Authors name : AMEIRUL HAFIFI BIN ZUL HARRIS

I declare that this thesis is classified as:

I acknowledged that Universiti Kuala Lumpur reserves the right as follows:

900110-14-6873 NURSHAHNAWAL BT. YAACOB

I have examined this thesis entitled QUALITATIVE ANALYSIS ON THE

CHAPTER TITLE PAGE

4 RESULT AND DISCUSSION 48

5 CONCLUSION AND RECOMMENDATIONS 65

TABLE NO. TITLE PAGE

1.1 Current Market for Anchor Handling Tug Supply 3

FIGURE NO. TITLE PAGE

1.1 Modular Construction 8

1.1 Construction of Supply Vessel

1.1.1 Discuss on the Current Market

The shipbuilding industry as addressed in the Third Industrial Master Plan

Shipbuilding industry in Malaysia has limited capacity and is mainly focused on

Construction of ocean-going vessels, tug boats, patrol vessels, supply

Top 4 shipyards in Malaysia in terms of capacity in building and repair are:

In Malaysia, Modular construction method mostly implemented in the shipyard

Machinery and equipment aspects also one of the construction technologies

Table 1.3: Typical Construction Period Required for Supply Vessel

The former features that constructed in Supply Vessel are:

Global Maritime Distress Safety System (GMDSS)

Other features of constructed Supply Vessel are Dynamic Positioning System

Table 1.4: Operators of Supply Vessel in Malaysia

1.2 Problem Statement

This analysis/research is carried out mainly:

To identify the factors influencing Supply Vessel construction through data

1.4 Scope of Work

In Malaysia, from the records of Head Quarters of Malaysia Marine Department

2.2 CONSTRUCTION OF SHIP

The shipping company first makes up an application for specification. This is a

The desired carrying capacity and tonnage

The technical capability of the shipyard

A ship is constructed in various stages, which can sometimes overlap:

2.3 QUALITATIVE ANALYSIS

Qualitative Research/Analysis is collecting, analyzing, and interpreting data by

Qualitative research is more too subjective compared to quantitative research

Participants are asked to respond to general questions and the interviewer or

Basically, quantitative research is objective; qualitative research is subjective.

Qualitative analysis is non-statistical and involves a continual interplay between

The objective or purpose of the qualitative research is to gain an understanding

2.3.2 Organizing the Data for Qualitative Analysis

2.4 POSSIBLE FACTORS INFLUENCING SUPPLY VESSEL CONSTRUCTION

Economic factors is the set of fundamental information that affects a business or

Next possible factors influencing Supply vessel construction in economic factor

2.4.2 ERGONOMIC FACTORS

Ergonomics is the scientific discipline concerned with the understanding of the

Last factor of ergonomic is on design aspect (Global Development). Mostly

Figure 2.1: Left-X-Bow, Right-Conventional bow

Table 2.1: Types of Vessel Registered with MDM

2.5.1 DETAIL INFORMATION ON SUPPLY VESSEL

A Platform Supply Vessel (PSV) as shown in Figure 2.2 is a vessel whose

Figure 2.3: Anchor Handling Tug Supply

Figure 2.4: Winch on AHTS

2.5.2 UNIQUENESS OF SUPPLY VESSEL

Dynamic Positioning System (DPS) shown in Figure 2.5 is one of the

Dynamic Positioning Systems may be installed in single, dual or triple

Single system non redundant