CHAPTER 1: INTRODUCTION

1.1 Introduction

The class of a shipyard is not an indication of how many ships or what tonnage it can
build at a time. A Class B ship yard can have dozens of ships of various types and
tonnage. It is not a case of one ship to the yard at a time. The numbers will reflect
need and manpower available. All the tech in the universe will not overcome the
manpower issue.

1.2 Research Background

Ever since the early days of the shipbuilding industry ship launching procedure is one
of the most important techniques of the entire ship development process. The ship
launching slipway a structure consisting of a sloping way down to the water from the
shipyard is a necessary thing of the ship launching procedure and has been
significantly used for launching newly made or repaired ships. Ship launching
procedures is a description of how the launch of the new ship into the water. In this
launching procedure, new vessels can slide into the water and according to the
requirements of the International Association of Classification Societies (IACS).

The whole of the ship’s launch can be done with some technique such as water
bags launching, the benefits that provide a lasting foundation, hazard, and cost. The
airbags help to the frame of the ship, air packs moving movement take a vessel
dispatch into the water. In this way, it is ostensibly more secure than different choices
like sideways propelling. Moreover, synchro-lift is a framework for pontoon and ship
out of the water for maintenance or repair work. The ship was transferred to the sinking
support lifted by cranes or winch arrangements. This ship can be used when it set up
or it tends to be moved in the interior. So that the pressure on the synchro-lift can be
freed for other uses. The slipways are built to allow the ship to be connected to the
water for the transmission to the side. However, the launch of shipbuilding is needed
to support the ship and this action as a weakness. Calculations should be made to
check the stability of the vessel during the launch as it avoids any problems when
launched on the surface of the water. Therefore, another launch is dry-docked of a
narrow basin or flooded vessel to allow stable floating loads when the water production
process in the area is safe. It's facilities the process of construction, maintenance,
repair of boats, boats and another watercraft.

1.2.1 Different types of ship launching methods

Last few years have seen a few developments in the field of ship launching systems
to improve the safety and stability of the ship in the water. So, ship launching in the
water is done using four main types of methods. These methods are:
i. Gravitational type launching.
ii. Floating-out type launching.
iii. Mechanical type launching
iv. Airbag launching.

1.2.1.1 Gravitational type launching

This launching system is further divided into three types which are:
i. Longitudinal Oiled Slipway Launching

Figure 1.0: Longitudinal Oiled Slipway Launching

The longitudinal oiled slide-way launching is one of the oldest forms of launching
systems. Using this system, the ship slides on a slide-way and under its own weight
enters the water. Oil or wax is used to assist the sliding process. The main advantage
of this method is that it uses simple equipment and can be used for vessels with
different tonnage and types. However, the coating of oil which is used to slide the ship
smoothly can pollute the water. There is also the danger of huge pressure on the front
part of the ship during the launch.

ii. Longitudinal Steel- Roller Slideway Launching

Figure 1.1: Longitudinal Steel- Roller Slideway Launching

In this type of ship launching method steel rollers are used instead of oil to reduce
friction during sliding. This method uses high-intensity steel rollers, security devices,
and steel board for the launching. The steel plate on the wooden slide helps in the
sliding process and the slide rails help them to protect from steel balls. Net bags are
used at the end of the slide to collect the steel balls so that they can be used again.
This method is most effective and easy to start. However, the initial installation charges
are high.
iii. Side Oiled Slideway launching

Figure 1.2: Side Oiled Slideway launching

The side oiled slideway launching system is also one of the most widely used ship
launching systems. This type of system is mainly of two types. In the first type, the
slideway extends into the water and the ship slides into the water using the slideway.
In the second method, the slideway doesn’t go until the water and the ship along with
the frame slides into the water.

1.2.1.2 Floating-Out Type Launching

The floating out type launching is carried out for ships which are built in dry-docks and
are launched by filling the dock with water. The floating -out type launching system is
a simple, effective, and safe procedure. This type of method is most widely used by
shipbuilders. (Technically this is not a ship launching procedure)

Figure 1.3: Floating-Out Type Launching

1.2.1.3 Mechanical Type Launching
The mechanical type ship launching system can be divided into the following types:
i. Longitudinal mechanized slideway launching
ii. Two points longitudinal mechanized chute launching.
iii. Wedge-shaped mechanized vehicles launching.
iv. Slope change transverse area mechanized chute launching.
v. High-low track slide mechanization launching.
vi. Lifting ship equipment.

All the above-mentioned system requires a mechanical feature to launch a ship.

The construction and maintenance expenditure is high, whereas the mobility and
controlling factors of the systems are not up-to-the-mark. All these methods are mainly
used for smaller size vessels and cannot be used for large and high tonnage ships.

Figure 1.4: Mechanical Type Launching

1.2.1.4 Air Bags Launching

Launching ships using airbags is an innovative and safe technique to launch
ships in the water. These airbags are usually cylindrical in shape with hemispherical
heads at both ends. They are made of reinforced rubber layers and have high load
capacity. This method can easily be used in all types and sizes of vessels.
 Figure 1.5: Air Bags Launching

1.2.2 International Association of Classification Societies (IACS)

Thirteen largest marine classification societies in the world are the members of
the International Association of Classification Societies (IACS). IACS was founded in
Hamburg, Germany on September 11, 1968. The classification standards set by the
thirteen-member societies of IACS are covering more than 90% of the world's cargo
carrying ships’ tonnage. Origins of the IACS are dating from the International Load
Line Convention of 1930 and its recommendations. The convention recommended
collaboration between classification societies to secure as much uniformity as possible
in the application of the standards of strength upon which freeboard. Following the
Convention, RINA hosted the first conference of major societies in 1939 attended by
ABS, BV, DNV, GL, LR, and NK (which agreed on further cooperation between the
societies). A second major class society conference, held in 1955, led to the creation
of working parties on specific topics and, in 1968, to the formation of IACS by seven
leading societies.

In 1969, IACS was given consultative status by the IMO. Its membership has
increased since that time to the current thirteen members. IACS provides guidance
and technical support and develops unified interpretations of the international statutory
regulations developed by the member states of the IMO. Once adopted, these
interpretations are applied by each IACS member society, when certifying compliance
with the statutory regulations on behalf of authorizing flag States. IACS has
consultative status with the IMO and remains the only non-governmental organization
with status as the observer which also develops and applies technical rules that are
reflective of the aims embodied within IMO conventions. The connection between the
international maritime regulations, developed by the IMO and the classification rule
requirements for a ship’s hull structure and essential engineering systems is codified
in the International Convention for the Safety of Life at Sea (SOLAS).

On the Council, each Member of IACS is represented by a senior management

executive. The position of Chairman of the Council is rotated between the members
on an annual basis. Reporting to the Council is the General Policy Group (GPG), made
up of a senior management representative from each member society. The GPG
develops and implements actions giving effect to the policies, directions and long-term
plans of the Council. The chair of GPG is taken by the Member holding the Council
chair. Much of the technical development work of IACS is undertaken by a number of
working parties (WP), the members of which are drawn from the technical,
engineering, surveyor quality management staff of the member societies.
1.2.2.1 Scope of Classification

Implementing the published Rules, the classification process consists of:

i. A technical review of the design plans and related documents for a new vessel
to verify compliance with the applicable Rules.
ii. Attendance at the construction of the vessel in the shipyard by a Classification
Society surveyor to verify that the vessel is constructed in accordance with the
approved design plans and classification Rules.
iii. Attendance by a Classification Society surveyor at the relevant production
facilities that provide key components such as the steel, engine, generators,
and castings to verify that the component conforms to the applicable Rule
requirements.
iv. Attendance by a Classification Society surveyor at the sea trials and other trials
relating to the vessel and its equipment prior to delivery to verify conformance
with the applicable Rule requirements.
v. Upon satisfactory completion of the above, the builder’s/ship owner’s request
for the issuance of a class certificate will be considered by the relevant
Classification Society and if deemed satisfactory of class may be approved and
a certificate of classification issued.
vi. Once in service, the owner must submit the vessel to a clearly specified
program of periodical class surveys, carried out onboard the vessel, to verify
that the ship continues to meet the relevant Rule requirements for continuation
of class.
1.2.2.2 The list of Classification society’s member of IACS:

Logo Name Abbr Founded Headquarters

American
Housten,
Bureau of ABS 1862
Texas, USA
Shipping

Bureau Neuilly-sur-
BV 1828
Veritas seine, France

China
Classificatio CCS 1956 China
n Society

Croatia
Register of CRS 1949 Split, Croatia
Shipping

Det Norske Baerum,

DNV 1864
Veritas Norway

Germanisch Hamburg,
GL 1867
er Lloyd Germany

Indian
Register of IRS 1975 Mumbai, India
Shipping
 Korean
Daejeon,
Register of KR 1960
Korea
Shipping

London,
Lloyd’s
LR 1760 United
Register
Kingdom

Nippon Kaiji NK/Clas

1899 Tokyo, Japan
Kyokai sNK

Polish
Gdansk,
Register of PRS 1936
Poland
Shipping

Registro
Italiano RINA 1861 Genoa,Italy
Navale

Russian Saint
Maritime Petersburg,
RS 1913
Register of Russian
Shipping Federation

Table 1.0: Members of the International Association of Classification Societies

(IACS)
 Classification societies certify that the construction of a vessel comply with
relevant requirements and carry out regular surveys in the provider to ensure
continuing compliance with the standards. Ship classification provides a point of
reference for ship safety and reliability. It is represented by way of Class A, entered
on classification and transcribed in the register of ships posted periodically by way of
society. This service includes approval of drawings, inspection of materials and
equipment, and surveys for the duration of the building of the ship. As ships grow to
be large and more complex, the crucial technical skills to look into and survey
operation with a fairly able global network. A single Class A shipyard can have dozens
of ships in the ways. It is now not cases of one ship to the yard at a time, which means
these shipyards Classes A has the capacity to build the biggest and highest tech ships
(can build anything).

In addition, the entire launch of the vessel necessarily involves an analysis of

the cost of benefits. The cost of this benefit is described as a procedure to estimate all
costs involved and potential profits even through qualitative or quantitative factors for
value analysis for cost ratio projects and in addition to the indicators used.

1.2.3 A Cost-Benefit Analysis of Various Ship Launching Procedure

Cost-benefit analysis (CBA) is a technique used to compare the total costs of a

project with its benefits, using a common metric (most common monetary units). This
enables the calculation of the net cost or benefit associated with the ship launching
procedure. As a technique, it is used most often at the start of a project when different
options or courses of action are being appraised and compared, as an option for
choosing the best approach. It can also be used, however, to evaluate the overall
impact of a project in quantitative terms.
CBA adds up the total costs of a project or activity and compares it against its
total benefits. The technique assumes that a monetary value can be placed on all the
costs and benefits of a project including tangible and intangible returns to other people
and organizations in addition to those immediately impacted. As such, a major
advantage of cost-benefit analysis lies in forcing people to explicitly and Decisions are
made through CBA by comparing the net present value (NPV) of the project’s costs
with the net present value of its benefits. Decisions are based on whether there is a
net benefit or cost to the approach is total benefits fewer total costs.

1.2.3.1 Breaking Down

Before taking on a new project, a cost-benefit analysis to evaluate all the

potential costs and revenues a company may be generated if upon completing the
project. The outcome of the analysis will determine whether the project is financially
feasible or if the company should pursue another project.

1.2.3.2 The Cost-Benefit Analysis Process

The first step in this process is to compile a comprehensive list of all costs and
benefits associated with the project or decision. The cost should include the direct and
indirect costs, costs are not significant, the cost of opportunity, cost and potential risk.
Benefits should include all direct and indirect revenue and intangible benefits, such as
increased production from the increased security and the spirit of the workers. The
analyst then should use monetary measurement unit common to all items in the list,
taking special attention to not underestimate costs or benefits that are too high. The
conservative approach with conscious to avoid subjective bias when calculating
estimates is most appropriate when providing value to both costs and benefits for the
cost-benefit analysis in the marine industry. The final step was to compare the results
of the cost and benefits of aggregate quantitative basis to determine whether benefits
exceed.

1.3 Problem Statement

The problem statement of this project is:

There is a general lack of proven data on the cost benefits of various ship
launching procedures could affect the profit margins of shipyard operations in Malaysia
that leads to problem cost beneficial mode of ship launching should be used based on
available facilities such as airbags launching, side launching, end launching, synchro-
lift, graving dock and etc. Therefore, more studies are thus required to be done, such
as either through qualitative or quantitative means in order to get information.

1.4 Research Objectives

This research aims to achieve the following objectives:

a. To review/study current ship launching procedures in Class B shipyards of

Malaysia.
b. To compare the studies done and come up with the best cost beneficial
recommendations.

1.5 Research Question

This research question used in this study is based on a ship launching

procedure in Malaysia for the large class ship. The questions are related to the internal
factors of the company, namely its strength and weaknesses, and the external factors,
namely the opportunity and threats it faces.

1.6 Significance of Research

A study on launching ship procedure is a process that is time-consuming as

well as being costly. It would certainly have a great significance towards helping meet
a company’s project quality needs and also issue for shipyard operations in Malaysia.
It is because choosing the most appropriate and most cost-beneficial one among the
launching procedures would give an advantage when compared to other similar
company within the same industry. Although availability and capability play a role in
determining the best launching procedures, other considerations may need to be
considered. From this, it helps the other company to develop a better quality of the
ship launching procedure.

The study also significantly provides a deeper understanding of the concept of

ship launching procedure for the large class ship. Therefore, based on the findings of
this research, it could help the company to create the strategies and can make better
profits. Other than that, the ship launching procedure is evaluated in terms of various
performance criteria.

1.7 Scope of Research

The scopes of research are listed below:

i. Conduct a literature review on ship launching procedures in class B shipyard

according to classification society rules.
ii. Comparison study based on information derived from shipyards and come up
with best results.

1.8 Limitation of Research

The limitations of the research are the biggest challenge to all researchers in
completing the work, thesis or report. As for this research, the limitations are as
follows:

i. Time
Study about all the materials was not possible because of the time limit as the study
on the research were only given 17 weeks due to that the study could not retrieve
as many details as needed. Therefore, the research for ship launching procedure
usually takes more than 17 weeks to get a correct and more efficient data for the
large class ship.

ii. Information
Ship launching procedure in Class B shipyards of Malaysia usually needs accurate
data in order to get a complete and detailed analysis. Without accurate data, it is
difficult to determine the good method of ship launching for the company. The
shipbuilding in Malaysia is very extensive to conduct research on every company.
Therefore, the company will not be willing to give information freely to anybody
 especially on its internal weaknesses since the information is private and
confidential.

iii. Financial

One of the factors that contribute to a successful research is financial. The lack
of financial resources would affect the progress of the research. It is because more
to the internal of the company and not be willing to get more information.

1.9 Expected Outcome

The expected outcome for this project is to expect that more information can be
shared for the benefit of the whole shipyard industry in Malaysia. This launching
procedure should estimate a cost benefit for each industry or make a comparison in
shipbuilding that needs to be considered.

1.10 Chapter summary

In this chapter, seven sections have been presented: background information, problem
statement, research objectives, the significance of research, and scope of the study,
limitation, and expected outcome of the study.
 CHAPTER 2: LITERATURE REVIEW

2.1 Introduction

Launching operation is vital process since launching stage is time consuming process as well
as being high cost. The result are evaluated in terms of various performance criteria by means
of an integrated method including Analytic Hierarchy Process (AHP), Technique for Order
Performance by Similarity to Ideal Solution (TOPSIS), and Strengths, Weaknesses,
Opportunities, and Threats (SWOT) analyses (Murat Ozkoka and Selcuk Cebi 2014)

Large ships are built in docks and are launched down inclined and cambered ways
one end, usually the stern enters the sea first. Because, the stern of the ship is more buoyant.
Sliding ways are built around the ship, the gap separating them from the fixed ground ways is
filled by a layer of grease to which the weight of the ship is transferred from the building blocks

The ship might be insufficiently strong locally or longitudinally or the ways may
collapse. The breaking effects of the drags might be too much or too little. The ship
might be unstable at some instant. Calculations are carried out before arranging the
launch to investigate each one of these anxieties.

An assessment must be made of the weight and center of gravity position at

the time of launch (see Figure 1). As the ship enters the water, the waterline at various
distances down the ways can be noted on the profile. The immersed sectional areas
can be read off from the bon-jean curves, and the buoyancy and its longitudinal center
are computed. The ship will continue until the moment of weight about the fore poppet
equals to the moment of buoyancy about the same point. The data are usually
presented as a series of curves called the launching curves (Figure 3). Thus, a set of
six curves is prepared to predict the behavior of the ship during the launch in a safe
condition.
 d
a
c Fore
weigh poppet
b
t

Graund
G
buoyancy ways

The Sliding ways

Aft
popp After end of
et ways

Figure 2.1 Ship and ways geometry.

W
Bon-
Jean
Curves
G

Figure 2.2 Bon-jean curves for the immersed sectional areas.

These curves plotted against distance of the travel down the slip and the
important features of these curves, are as follows:
i. The weight (W) will be constant,
ii. The buoyancy (FB) which increases as the ship travels down the ways,
iii. The moment of weight about fore poppet (W.a) which is also constant,
iv. The moment of buoyancy about fore poppet (FB.d),
 v. The moment of weight about the after end of the ways (W.b),
vi. The moment of buoyancy about after end of the ways (FB.c)
vii. At the point at which the moment of buoyancy about the fore poppet
equals the moment of weight about the fore poppet, the stern lifts.
viii. The difference between the weight and buoyancy curves at the position
of stern lift is the maximum force on the fore poppet.
ix. The curve of moment of buoyancy about the after end of the ways must
lie wholly above the curve of moment of weight; the least distance
between the two curves of moment gives the least moment against
tipping about the end of ways.
x. Crossing of the weight and buoyancy curves before the after end of
ways, indicates that the fore poppet will not drop off the end of the ways.

Moment of weight about Moments

f.p.
Forces
Weight
Max. Moment of buoyancy
Force about f.p.

Buoyanc
Least y
moment
Moment of buoyancy about
against
AEW Moment of weight about
AEW
Ship Stern lifts C.G Travel down
over
AEW
Figure 2.3 Typical launching curves.
2.2 Sideway launching

When the ship is small, or water front space is not a great premium, ships may
be built on an even keel broadside on to the water and consigned to the water
sideways. There are three common methods of sideways launching:
 i. The ship slides down the ways which are built well down under the water.

ii. The ship tips or drops off the end of the ways into the water.

iii. The ship is built on piles which are made to collapse by a sideways push to
allow the ship to fall into the water.

In all of these methods, the ship takes to the water violently and may roll heavily-on
entry, the ship may roll thirty degrees or more. Stability at large angles and water
tightness are therefore important considerations. Waves may cause damage on
adjacent shares. Conventional calculations are not performed. Declivity of ways is
usually of the water of 1 in 8 in order to give a high speed of launch to clear the end of
the ways.

2.3 Docking

The repair and maintenance of the underwater hull, openings and sea connected
systems of ships are often necessary to perform in drydock. The object of dry docking
is to properly support the ship while it is out of the water. When a ship enters a
drydock, it must have a positive initial GM. On entering the drydock the ship is lined
up with its centerline vertically over the centerline of the keel blocks.

As the water level falls after pumping out commences in the drydock, there is
no effect on the ship`s stability so long as the ship is completely waterborne, but after
the stern lands on the blocks the draft aft will decrease. This will continue until the
ship takes the blocks overall throughout its length. The interval of time between the
stern landing on the blocks and the ship taking the blocks overall is referred to as the
`critical period`. During this period, part of the weight of the ship is being borne by the
blocks, and this creates an up thrust at the stern. The up thrust causes a virtual loss
of metacentric height and it is essential that positive effective metacentric height be
maintained during the critical period.
There are three distinct phases to drydocking: preparation, docking and undocking.
An error during any phase may lead to catastrophe: ship tilting, hull structural damage
etc.
i. Preparation is critical to the success of all phases. The dock master must
carefully evaluate the type of ship to be docked and where to place the
support on the ship.
ii. Docking is a slow evaluation. The ship is carefully pushed or pulled into the
dock by tugs, workboats and dockside lines. Once the ship is in the correct
position over the blocks, pumping of the drydock can commence. Landing
the ship on the blocks is a critical step and its carefully approached. As the
ship lands (usually stern first), part of the ship is supported by the blocks(P)
and part of the ship is supported by the buoyant force. This causes a virtual
rise in the center of gravity and a decreased metacentric height.
 M

φ
W1L1 Gv

x G0

B0 B1

The main purpose is to calculate the effective metacentric height for any instant during
the drydocking process. Now consider a transverse section of the ship which has
been inclined to a small angle by an external force. The weight of the ship (W) acts
downwards through the center of gravity (G0). The force `P` acts upwards through the
keel (K) and is equal to the weight being borne by the blocks. For equilibrium the force
 
of buoyancy must now be (W  P ) and will act upwards through the initial metacenter
 
`M`. Their resultant force (W  P ) acting downwards through the virtual center of

gravity `Gv` such that,

 
W  y  P  x or ,
 
W  G0 Gv  sin   P  KGv  sin 

  
W  G0 Gv  P  KGv  P  KG0  G0 Gv 


P  KG0
G0 Gv   
W P

The virtual height of the center of gravity of the ship is then,

 
KG0  P KG0  W
KGv  KG0      
W P W P
The virtual metacentric height of the grounded ship is,


KG0  W
Gv M  KM   
W P

The upward force at the keel due to docking or grounding causes a loss of
stability. Therefore, the righting moment at inclination ‘’ before the application of ‘P’
 
  
is ( W  G0 M  sin  ). After application, the righting moment is, W  P  Gv M  sin 

 Undocking can be just a precarious as the docking phase if not done carefully.
Additionally, the hull and its openings must be tested for watertight integrity
before the ship is floated and leaves the dock. Undocking follows some basic
procedures as docking, but in reverse.
 CHAPTER 3: METHODOLOGY

3.1 Introduction

This chapter discusses about the methodology used in this study. At initial stage of the
research, need to understand the topic that is being researched. Therefore, the progress of
this research will be much more systematic. This chapter also describes about the methods
used for the data collection, sampling method been used throughout the research and also
the data analysis procedures. Subsequent section interprets the conducted survey
questionnaires to investigate current ship launching procedures in Class B shipyards of
Malaysia at selected shipyard.
This research study was carried out based on the methodology. This methodology plays a
crucial part in implementing this research study accordingly. The information of the
methodology is described in detail in this chapter.
Research methodology is related to collective term for structured process of conducting
research. This part of research will describe the method used to collect the primary data and
related information with the research. The research also discusses on how the researcher
design and what are the instruments used in conducting the study. Research methodologies
can be qualitative or quantitative. Ideally, comprehensive research should try to incorporate
both qualitative and quantitative methodologies, but this is not always possible, usually due to
time and financial constraints
3.2 Methodology Flowchart

Figure :3.2.1: Methodology Flow Chart

3.3 Data Collection Method

3.3.1 Participants
Data were collected through surveys that were mailed out to verify and certify before
conducting the surveys. The survey form will be distributed to 60 respondents. The method of
performing the research is determined and been finalized. Two sets of questionnaires have
been adapted to cater the scope been focused on. There are two categories of respondent
been chosen, which is the Inventory Personnel itself and the Maintenance crew. For the
inventory personnel, the importance of inventory management as well the practice of inventory
management been applied is surveyed. In comparison, the maintenance personnel while in
the field are being surveyed the importance, effectiveness, implementation and overall
effectiveness of current ship launching procedures of the shipyards.
A significant percentage of respondents are members of department dedicated specifically to
the field, which is 20 respondents in inventory department, and 40 respondents from
maintenance department.

3.3.2 Materials

Sources of information varied depending on the issue which was addressed. Firstly, the usage
of materials that will give more accurate information on launching procedure. For instance,
needed to word a questionnaire based on certain standards upon the level of professionalism
and scope of the targeted individual or group.

3.3.3 Techniques for Data Analysis (Steps)

This study describes a methodology to solve practical problems. Qualitative approach is used
for this research. The data is to describe and focus on a precise issue in time and provide
details on what the respondents were doing, thinking, and, as well as what they are feeling.
From there, the discussion broadens and finally, the process of doing this qualitative work is
to discover trends or patterns that had not previously been considered.
To supplement their qualitative analysis of the inventory management practices, simple
graphs are tabulated according to the data been gathered and graphed to make the qualitative
description of the groups or situation more complete. These numbers are derived from the
rating scales and from percentages.
After tabulating the graphs, problems can be detailed according to response rate. Through
observations, results obtained by comparing situation on the issues and implementation of
new strategy discussed and simple solution proposed to solve the problem.

3.4 Design of Questionnaire

A set of questionnaires is made and design. Then it was distributed to the target respondent,
finding out the information needed and related with to objective of the research. The questions
are used to make the connection of between enhancing the effectiveness of Inventory
Management at selected shipyard. The questionnaire consists three parts:
Part A: General Information
This section consists of general information about the respondents such as age, gender,
experience level and position in the company.

Part B: Close-Ended Question

A closed-ended question is a question format that limits respondents with a list of answer
choices from which they must choose to answer the question. The respondents of the survey
will be asked to decide how true each of these statements by using seven-point scale.
(Wai Ching Leung, 2001) Closed format question is easy and quick to be filled in. It is also
minimizing the discrimination against the less literate in self administrated questionnaire or
less articulate in interview questionnaire. Other than that, it easy to be coded, recorded,
analyze results quantitatively and easy to report the results.

Part C: Open-Ended Question

These types of questions required respondents to answer based on their knowledge and
opinions. (Wai Ching Leung, 2001) It allow the exploration of the range of possible themes
arise from the issue and can be used as a comprehensive range of alternative choices cannot
be compiled together. Opening question sometimes it should be easy to answer however
sometimes gives threat to the respondents.

3.5 Method of Research

3.5.1 Structured questionnaire

On this research the author will use a survey method to collect a data by asking some question
to the respondents and it come with questionnaire form. The author will used questionnaire
and be conducted around selected shipyard. This research involves process of collecting data
from respondents. The questionnaire may be included with information of the inventory
management.

The respondents will be informed regarding the objective of this research before the
author asking them a question. From the survey the author will identify how to enhance the
effectiveness if inventory management in Boustead Naval Shipyard. By carry out this survey
the researcher will achieve his objective of his research about the enhancing the effectiveness
of inventory management at Boustead Naval Shipyard.
3.6 Conclusion

This study was designed to enhancing the best launching procedures at selected Shipyard.
Through this surveys and interview, an organization could have an opportunity to identify the
performance implemented within the management. Besides that, an organization could
improve the service at their very best according to workers’ opinions.

Furthermore, this study was conducted to identify whether the employer and employee
were collaborative enough in giving their piece of mind regarding to the place where they work.
So, these survey acts as the platform for the employee to express opinions and may also to
dedicate thing to be improved within the company or organization.
achieve his objective of his research about the enhancing the effectiveness