Performance-Based Cycle Time Analysis for Improving the Operational Productivity of the Hauling Fleet at PT Rogomos Tapind Group
DOI:
https://doi.org/10.59431/ijer.v6i3.1015Keywords:
Cycle Time, Hauling, Productivity, Turnaround Control, Driver KPIAbstract
PT Rogomos Tapind Group (PT RTG) provides wood-harvesting and hauling services in support of industrial plantation forestry; however, its hauling operations have not been profitable. Cycle time, defined as the time required for a single truck to complete one haul cycle, directly affects trip frequency, fleet utilization, and revenue. Yet PT RTG has neither a cycle-time standard nor dispatch discipline governing the start of successive cycles. This study analyzes the sources of unstable cycle time and low fleet productivity at PT RTG and proposes a conceptual control framework. The study applies a Business Process Improvement (BPI) approach using descriptive-quantitative analysis of unloading-ticket and GPS data from seven active hauling units. Cycle time is measured as the interval between two consecutive unloading tickets for the same unit, based on 763 unloading tickets recorded from January to October 2025, yielding 756 calculable cycles. GPS movement and parking records from May to October 2025 are decomposed by duration and location to identify non-productive time. Cycle time has a median of approximately 47 hours, close to an implicit 48-hour ideal, but a mean of about 63 hours. Approximately 53% of cycles were completed within 48 hours, while a small number of extreme cycles increased the average. GPS decomposition shows the fleet moving for only about 27% of monitored time and parked for about 73%, with prolonged parking and inter-cycle turnaround at mill and base areas as the main sources of waste. Current productivity averages about 10.9 trips per unit per month, below the fleet’s demonstrated capacity.
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