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Peningkatan kualitas keamanan dan keselamatan pelayaran Kementerian Perhubungan telah mencanangkan zero accident dengan mengeluarkan standar yang terkait dengan teknologi kapal, kelengkapan peralatan keselamatan di kapal, dan sertifikasi awak kapal. Untuk menjamin keselamatan pelayaran, maka kapal harus dinyatakan laik laut jika ingin belayar. Walaupun demikian tingkat kecelakaan kapal di laut masih tinggi. Dalam rangka meningkatkan keselamatan pelayaran untuk mengatasi tingginya angka kecelakaan fatal maka diperlukan sarana pendidikan kepelautan yang memadai. Peningkatan mutu pendidikan formal dan sosialisasi tentang keselamatan pelayaran perlu disosialisasikan lebih luas dan lebih baik. Kecelakaan kapal sering disebabkan oleh tidak dilakukannya penataan muatan yang sistematis dan tidak dilakukannya perhitungan stabilitas secara akurat. Dengan alat perencanaan muatan berbasis komputer, maka perhitungan stabilitas kapal yang akurat dan otomatis dapat digunakan untuk meningkatkan pemahaman dan kesadaran arti pemuatan dan stabilitas kapal pada operasi muat kapal. Kegiatan yang akan dilakukan dalam program ini adalah membuat prototipe materi pelatihan dan pendidikan keselamatan kapal secara sistematis dan terstruktur dengan perangkat lunak yakni iStow. Urgensi peningkatan keselamatan kapal sangat tinggi, mengingat kecelakan kapal sering kali bersifat fatal. Sehingga dapat mengganggu kehidupan sosial dan kegiatan perekonomian. Pemanfaatan teknologi tinggi akan dapat berkontribusi dalam meningkatkan keselamatan pelayaran dan kesejahteraan awak kapal.

Implementasi UU No 1 tahun 2014 dan UU No 23 tahun 2014 terlihat dalam pengelolaan kawasan hutan mangrove berada di bawah kewenangan Provinsi Jawa Timur. Namun demikian, masyarakat pesisir selatan Kabupaten Bangkalan dapat memanfaatkan sesuai dengan peraturan dan perundangan yang berlaku. Penerapan Perpres No 80 tahun 2019 dapat menjadi pendorong terbangunnya kawasan wisata di pesisir Kecamatan Modung melalui pemanfaatan sumberdaya alamnya. Pesisir Selatan Kabupaten Bangkalan berupaya membangun desa pesisir dengan zona-zona wisata. Perencanaan pengelolaan kawasan mangrove di pesisir selatan Kabupaten Bangkalan dalam revisi RTRW tahun 2020 ini diharapkan dapat dilakukan kolaborasi antara pemerintah kabupaten dan pemerintah propinsi sebagai bentuk implementasi UU No 1 tahun 2014 dan UU No 23 tahun 2014 dengan konsep pembangunan yang berkelanjutan dan terintegrasi.

Squall is the occurrence of a sudden sharp increase in wind speed, thus amplifies sea environmental loads. In the South of Natuna Sea, squall can reach an intensity of up to 50 m/s or close to 100 knots. In this water, the Belida FSO operates at a water depth of 77.0 m, tethered to the seabed by a spread mooring system. Squall’s impacts on the FSO mooring system has been examined by implementing time-domain simulations accommodated in a numerical model based on the 3-D wave diffraction theory. The simulations were performed by varying the squall duration of escalation, i.e. 2.5, 5.0, and 10.0 minutes, for the load cases of 1-year extreme operational and 100-year extreme survival conditions propagating at 0°, 45°, 90°, 135°, 180°. The three squall durations of escalation substantially increase the significant wave height Hs by averagely 60%, 50% and 34%, respectively. The largest of the maximum mooring tension due to the sea load directions is found to be brought about the 45° load when magnified by the squall with a 2.5-minute duration of escalation. In this respect, the largest intensities of the operational and survival tension loads may reach some 2,027 kN and 3,318 kN, respectively, which are eventually far below the MBL of 7,685 kN. The largest x-axis offsets in operational and survival conditions are 3.94 m and 10.21 m, respectively. Whereas the largest y-axis offsets for operational and survival loads are found to be 13.31 m and 15.48 m. These y-axis offset intensities are larger than the limiting criteria, i.e. 15% of the water depth or 11.55 m.

Penerapan floating crane barge memiliki potensi besar untuk operasi pengangkatan struktur dalam mendukung decommissioning anjungan lepas pantai pasca operasi. Respon gerak floating crane barge dalam perairan bergelombang selama operasi pengangkatan struktur di laut menjadi faktor penting dalam menunjang operasional yang aman. Pada penelitian ini, respon gerak dinamis floating crane barge terhadap gelombang dilakukan dengan simulasi eksperimen di laboratorium maneuvering ocean basin. Model uji barge yang dilengkapi dengan struktur crane boom sederhana dibuat dengan perbandingan skala 1:28. Respon gerak model uji dievaluasi dengan kondisi gelombang reguler dan gelombang irreguler. Karakteristik gerak amplitudo dijasikan dalam grafik RAO yang mana hasilnya menunjukkan kesesuaian antara gelombang reguler dan irreguler. Respon gerak terhadap gelombang acak mengalami peningkatan secara signifikan terjadi dari kondisi gelombang Hs = 0.50 m, Tp = 4.00 s ke kondisi gelombang Hs = 1.00 m, Tp = 5.50 s untuk heave sebesar 2.8 kali, untuk roll sebesar 2.5 kali dan untuk pitch sebesar 1.5 kali.

Wooden boats operating throughout an archipelagic country play an important role in connecting in particular remote areas and small islands. Those boats are deployed by traditional merchant shipping, also known as Pelra, abbreviated from Pelayaran Rakyat meaning Pelople’s Shipping. They carry nearly all types of cargoes, and usually a family business. Efforts to alleviate its role are necessary, from various aspects. The duration of shipments of cargo by using Pelra ships is long, the impacts on the cashflow of many parties are immediately afected. The growth of internet usage open a window of opportunity to improve this situation, by introducing e-Payment system. This paper outlines this effort by applying the Intelligent Transpotation System (ITS) architecture. A Pelra route Surabaya-Bima serves a case study to investigate the viability of the e-payment. The study concludes that introduction of an e-payment system is promising.

Sehubungan dengan kestabilan dan pengendalian dari pesawat WISE L8, maka perlu didefinisikan bahwa wahana terbang tersebut sudah memenuhi beberapa persyaratan prestasi terbang agar dapat kontiniu take off dari permukaan air. Pada paper ini diperlihatkan hasil perhitungan dengan penggunaan program Matlab terhadap keseimbangan gaya gaya dan momen momen hidrodinamika dan aerodinamika yang bekerja pada tata acuan koordinat sumbu benda Xb Zb di fase hydro planing dan mengudara. Besarnya gaya propulsi yang seimbang sangat menentukan agar wahana terbang dalam kondisi stabil, sehingga hidung tidak mendongak ke atas saat lift off dari permukaan air. Hal ini merupakan salah satu kriteria terbang yang dibutuhkan agar Pesawat WISE L8 selalu berada pada ketinggian terbang stasioner surface effect. Pada paper ini, ditampilkan kurva beberapa parameter sebagai fungsi waktu, di mana pemodelan matematika diambil alih oleh teknik Pilot dan diperlihatkan sebagai kurva diskontiniu. Data parameter hidrodinamika dan aerodinamika diperlukan untuk membuat lintasan terbang pesawat WISE L8 berdasarkan referensi.

Installation and decommissioning activities of offshore structures often applied a floating crane barge for a lifting operation. The excessive movement response of lifted module affected by the motion of floating crane barge in waves can increase a large amplitude. However, the coupled motions of a floating crane barge and lifted module are not easy to predict accurately due to the dynamic movement of a lifted module and the complex coupling system. The coupled motion responses of a floating crane barge and a lifted module during lifting operation were investigated based on time domain by experimental method in this study. The model tests are carried out at Manoeuvring and Ocean Basin of Indonesian Hydrodynamic Laboratory, BRIN. The experimental conditions include the load cases of without and with a load of lifted module in crane tip, and the lifting operation was evaluated under irregular wave conditions. The experimental results show in that the phenomena of shift resonant frequency for the dynamic responses are clearly observed on the coupled motion of multibody system. The dynamic oscillations of the lifted module have a significant effect on the motion response of the floating crane barge. And the hoisting of lifted module has an obstructed effect on the rolling motion of crane barge.

Evaluation is carried out on the operability of a 87,900 ton Sevan Stabilized Platform (SSP) functioned as an FPSO in the hypothetical operational site of Masela Block. This is to observe the critical conditions when side-by-side (SBS) offloading is performed between the SSP and a 35,000 DWT shuttle tanker. The first stage of analysis conducted on the moored SSP as a single floating body indicates the capability to withstand a 100-year wave, designated by the significant height of 8.0 m. Largest motions are experienced when SSP contains 75% load capacity, resulting in the mooring tension range from 2,000 kN up to 7,000 kN, portraying ample safety factors of 2.0 up to 3.0. The second stage of analysis is conducted for execution of SBS offloading from SSP to shuttle tanker, positioned in a 3.3 m distance. Observation is made when SSP is loaded with 100%, 83%, and 75% capacities correlated to the shuttle tanker loading of 10%, 60%, and 90% capacities. This reveals critical conditions arise when the wave exceeds 2.0 m in height, or the operability level of some 88.5%. Safer operation and higher operability level could be achieved by increasing the distance of SSP and shuttle tanker.

The purpose of this study is to select the appropriate high quality-strong-durable type of glue for bamboo laminated composite to substitute Teak wood as an alternative material for fishing boat construction. Tape Test and Pull Off Test according to ASTM D3359 and ASTM D4541 are applied on substrates of Betung laminated bamboo (Dendrocalamus Asper species) in order to determine the strength level of adhesiveness. Four types of glue are applied to bamboo laminated substrate. Having analyzed the experiment results, it indicates that Epoxy Polyamide has the highest adhesion value comparing to others. The Tape Test grades for Epoxy Polyamide are 5A (no glue peeling) and 5B (0% glue chipped extension) as well as the score of Pull Off Test is 7.92 MPa. In terms of construction cost for building fishing boat 20GT (laminated bamboo) using epoxy polyamide is a half compared to Teak wood material.

Crane vessel is a floating structure equipped with accommodation facilities and one or more cranes to do work in the field. Crane vessel continue to be developed so that they can lift large structures and operate safely in certain environmental conditions. The work that is usually done by crane vessel is to lift heavy or light loads from land to ship, from ship to land, from ship to sea, from sea to ship, and from ship to ship. The process of moving loads carried out by a crane vessel usually called the lifting process. In carrying out its work, a crane vessel is limited by certain criteria for safety reasons. One of them is the criterion that limits the heave motion at the end of the crane boom and roll and pitch motion of the crane vessel. In this final project, an experimental study and numerical analysis of crane operability were carried out on catamaran hulled crane vessel. Experiments were carried out at the Balai Teknologi Hidrodinamika BPPT and numerical analysis using the MOSES software. According to the criteria used, namely Operational Limitations of Offshore Crane Vessels, cranes on floating crane catamaran have the highest operability when the vessel heading is 0 o to the direction of the incoming waves, which is up to H s 1.45 m.

This journal explains the fatigue life analysis of anchor chain in the stand-alone single point mooring by comparing the 4x1 asymmetric and symmetrical mooring system configurations to determine whether the effect of the asymmetrical mooring system configuration on the fatigue life of the anchor chain is related to the length of the mooring lines, the pretensions of the mooring lines, and the angle of spread. The analysis was reviewed on the condition of ULS and FLS environmental loading based on API RP 2 SK code using Orcaflex with 3 hours of time- domain simulation. In the ULS condition, the symmetrical configuration can withstand environmental loads better in the direction of 0 o and 180 o with the generated maximum tension and maximum offset value smaller than the result from asymmetrical configuration. While the asymmetrical configuration can withstand environmental loads better in the direction of 90 o and 270 o with the generated maximum tension and maximum offset value smaller than the result from symmetrical configuration. In the FLS condition, the asymmetrical configuration has a longer minimum fatigue life and design life of anchor chain than the symmetrical configuration. This happens because of the spread angle of the mooring line, the length of the mooring line, and the pretension of the mooring line

The surface effect flight adaptive flight control system design has been analyzed by root locus method and gain scheduling on Tune PID controller in the low speed, V and surface effect altitude, h. The several parameters in the Single Input Single Output (SISO) system that has been analyzed and gave the good level stability. The verification of the adaptive flight control system on this paper has been done during cruise phase by using back propagation computational technique on the neural networks by using the elevator deflection, δe as input control and pitch angle, θ as output response in the longitudinal mode of WISE L8. The pitch angle, θ as output response is easier than others parameter due to the hardware instrument sensory as feedback on the closed loop of adaptive control system as Pitch Attitude Hold. Rancangan sistem kendali terbang adaptif efek permukaan telah diananlisis sebelumnya dengan menggunakan metoda root locus dan gain scheduling pada kontroler Tune PID pada ketinggian, h dan kecepatan, V di surface effect. Beberapa parameter pada sistem Single Input Single Output (SISO) telah dianalisis dan memberikan respons stabilitas dengan berbagai tingkatan kestabilan yang lebih baik. Verifikasi sistem kendali terbang adaptif yang dilakukan pada tulisan ini menggunakan metoda neural networks dengan komputasional back propagation terhadap parameter defleksi elevator, δe sebagai input dan defleksi sudut pitch, θ sebagai respons output pada gerak matra longitudinal pesawat WISE L8. Hal ini disebabkan, parameter sudut pitch, θ sebagai respons output yang mudah dalam hal pemasangan peralatan instrumentasi, sebagai sensor yang digunakan dalam perancangan sistem umpan balik kendali terbang adaptif sebagai Pitch Attitude Hold.

Aktivitas instalasi pipa bawah laut memerlukan tingkat keandalan yang tinggi agar tidak mengalami kegagalan. Maka dari itu banyak faktor harus dipertimbangkan saat proses desain sebelum kegiatan instalasi. Metode instalasi adalah salah satu faktor utama yang harus dipertimbangkan. Terkait dengan itu kajian tentang pengaruh konfigurasi penambatan terhadap tegangan pipa dan operabilitas pada saat instalasi pipa bawah laut menggunakan pipelay barge dengan fixed stinger telah dilakukan. Kajian meninjau 4 konfigurasi catenary spread mooring yang berbeda, yakni 4 tali, 8 tali, 6 tali (4 depan dan 2 belakang), dan 6 tali (2 depan dan 4 belakang) dengan dan tanpa pengaturan pretension. Dengan mempertim­bangkan tegangan yang terjadi, konfigurasi yang menggunakan pengaturan pretension akan lebih aman digunakan dan memenuhi kriteria DNV OSF-101 dan API RP2SK, di mana tegangan pipa maksimal yang terjadi 391.5 MPa dan mooring tension 730 kN. Selanjutnya, semua konfigurasi yang menggunakan pengaturan pretension memiliki nilai operabilitas mencapai 100%. Dari seluruh konfigurasi yang dievaluasi, konfigurasi 4 tali direkomendasikan untuk digunakan, dengan mem­pertimbangkan aspek tegangan yang terjadi, operabilitas, jumlah tali, serta waktu operasi dan biaya.

When ships reached the end of their operational life, they are required to be dismantled in a safe and environmentally friendly manner. However, current ship recycling process in Indonesia is not compliant with the standard of existing rules and is not environmentally friendly and dangerous to the safety of the workers. In this paper, a comprehensive gap analysis was conducted through the comparison of the current process with the standard of international regulations from health and safety perspective. The analysis is based on the expert judgement technique that combined the field observation and questionnaire to assess the current process as well as to identify the process related gaps compared to the current regulations. This has been achieved through these major steps: (1) Identification of ship recycling process, (2) Established an expert team, (3) Development of ideal process (4) Field observation (5) Development of observed process flow (6) Identify the gap.

Ship recycling is gaining attention in Indonesia due to the increase in end-of-life ships and uneconomical nationally flagged ships, and is considered a prospective source of economic development and employment opportunity, and yet conceivably poses a threat to the health and safety of workers and the environment. There are international and national regulations that govern ship-recycling activities to ensure that the hazardous impacts of the industry are minimized. We investigated the disparity between current ship-breaking practices in Indonesia and the requirements of related international and national regulations, with the findings intended for use as a stepping stone to proposing a strategy to establish a green and sustainable ship-recycling industry. A benchmark study of the world’s leading ship-recycling countries was conducted, and a gap analysis was performed by comparing existing international and national regulations with current ship-breaking practices in Indonesia. We identified two types of ship-breaking practices in Indonesia: Conventional environmentally unfriendly ship-breaking method, conducted by most Indonesian ship-breaking yards, and a rather modern, more environmentally friendly method, conducted by ship-repair yards. However, neither of the practices met the requirements of the regulations, and improvements are therefore needed to make the ship-recycling industry more green and sustainable, and to gain international recognition.

Mooring systems are used to moored ships at a particular area. One of its type is SPM by using a buoy. The system generally uses chains used to tie buoys to the seabed. However, chains that are used continuously can experience degradation in the diameter of the chain connection. The degradation experienced by the connections between the chains will certainly affect the local ( von Mises stress). According to ABS rules, the amount of local stress or von Mises stress that occurs on an object must not exceed 90% of the yield strength of the material. Therefore, it is necessary to do a local stress analysis to determine the extent of degradation of the diameter of the chain connection so that the local stress value does not exceed that allowed. The largest mooring tension value that occurs in the mooring system is 1838,252 kN. The results show that if the chain connection is subject to a tension of 1838,252 kN, the diameter degradation that occurs in the chain connection must not exceed 15% of the initial diameter so that the local or von Mises stress does not exceed 369 MPa (90% of the yield strength of the material 410 MPa).

Recent years have shown the increasing number of SPAR offshore floating platforms built and delivered worldwide. This eventually is strongly related to the generic potential of such platforms, in term of economy and performance aspects, especially for the operation in deep water. For operation in harsh sea environment previous SPAR investigations suggested the addition of heave plate on its keel to enhance the heave motion quality. This paper reports an experimental study conducted on SPAR model, scaled 1: 125 from the full size, installed with a heave plate sized 1.3 of hull diameter. Results of the study demonstrate the additional of heave plate may reduce the heave reaction force due to wave excitation approximately 35% in comparison with that without heave plate. This in turn leads to the decreasing of heave response by as much as 54%. Evaluations suggest the reductions in heave reaction force and response are induced by the escalation of heave damping in the order of 49% generated by the heave plate. The experimental results are well verified by the outcomes of computations based on analytical method and strip theory.

Safety is a major issue in sea transportation. Improving safety is an important thing that should be conducted. It is to support the achievement of objectives in the fields of transportation, industry, business and so on. In this paper, the research area is Maratua Island. This island is one of the tourist islands in Indonesia. Safety of marine traffic should be developed in this island. It will support the development of the island as an area of marine tourism. The safety of sea transportation also very important to support the development of marine tourism on this island. This paper has established the FMEA methodology for getting RPN number on risk evaluation. Hazard identification is carried out in this study as a first step to determine the level of safety. Furthermore, risk analysis is carried out to determine the level of risk and useful for making decisions for improving safety.

Stowage planning is a tedious job. It involves technical and administrative tasks. Evolving data along the process and information completeness should be considered, when dealing with the updating of stowage plans. Recent IMO Regulations have brought forward a set of advanced stability criteria, far beyond the computation of metacentric height. The paper outlines the challenges on the implementation of proper stowage planning practices from the perspectives of safety and operational efficiency.

The 60m Fast Missile Boat (FMB 60m) with a full load displacement of 467T draft 2.6m uses a 3900Kw engine and a maximum speed of 28 knots. In this research, it will be designed using the Gawn series. Choice of the Gawn series is because Gawn has a P / D of 0.4-2.0 and a maximum KT of 1.1. Powering calculations, performed using the MARIN DESPPC method. Based on the calculation results, the KTR and JDesaign value will be obtained, then all Gawn series propellers that meet the required engine power will be calculated. From the calculation of thrust requirements and the availability of engine power, the Gawn-series propeller is suitable for the propulsion of 60m fast missile boat.

When pipelaying activity is carried out, the most influential factor is the significant wave height. In this final project, the maximum significant wave height allowed for the PLB during the pipelaying process was analyzed with the variation of pipe diameters, which are 8 inches, 10 inches, and 12 inches; variations in the direction of coming waves namely 0 o , 45 o , 90 o , 135 o , and 180 o ; and stinger angle variations. First, static analysis was performed using OFFPIPE software Then, Pipe Lay Barge (PLB) Hafar Neptune modelled with MOSES software and validated with ABS MODU codes. The output was RAO from the Hafar Neptune PLB. Next, dynamic analysis was performed with OFFPIPE software, where the input is static analysis, RAO of Pipe Lay Barge Hafar Neptune, and JONSWAP wave spectrum formulation. The result of the analysis was the significant wave height that could hit the PLB when pipelaying is 3 meters for all pipe diameter variations. For variations in the direction of the wave data, the maximum Hs were 3 meters for 0 ° and 180 °, 2.5 meters for 45 °, 1.5 meters for 90 ° and 135 °.

This study was conducted to analyse of the operability of mooring buoy initially designed for offloading operation of 35,000 DWT shuttle tankers enhanced to serve the offloading operations of shuttle tankers with 50,000 DWT, 75,000 DWT, and 111,000 DWT capacities. Operability is reviewed in term of mooring line tensions induced by each new variation of tanker capacity under environmental conditions of 1-year, 10-year, and 100-year recurrence. The governing criteria is that the safety factor should meet the appropriate limit as stated in the API RP2SK. Tension on the mooring line increases in parallel with the increasing of tanker capacity. For the case of 35,000 DWT and 50,000 DWT shuttle tankers the operation can be performed in all environmental conditions. For the case of 75,000 DWT shuttle tanker with full load and 67% DWT capacity can fully operate in all environmental conditions, but with 47% DWT capacity could not be operated in the 100-year environmental condition with significant wave height 3.31 m for the direction of inline-L1, inline-L2, and between line-L1&L4. For the case of 111,000 DWT shuttle tanker at all capacity conditions can fully operate in the 1-year environmental condition with significant wave height up to 1.48 m.

An FPU operated at a gas field in Madura Strait is designed to be the main process component of the gas processing facilities for a service life 20 years. This vessel using a catenary mooring system which made up of 12 points mooring divided into 4 groups of 3 mooring lines. This vessel is necessary to be analyzed its mooring tension to ensure safety while operation. The mooring line tension is analyzed by using 3D-Diffraction Calculation. This study presents the result of the dynamic mooring line tension conducted for full load condition of FPU in extreme wave condition. The mooring analysis compliance is based on DNV GL’s technical standards, as well as an international accredited registrar and classification society. Verification of computed line tension against acceptance criteria has been carried out for the current condition of the mooring system. Results of the analysis indicate that mooring line tension meets the safety factor from DNVGL OS E301 with the Maximum tension of all mooring lines value is about 159.3 t, which happened in Line 4 by heading 67.5°.

The optimisation of high-speed fishing boats is different from the optimisation of other displacement type vessels as, for high-speed fishing boats, the wave-making resistance decreases while the splashed resistance increases sharply. To reduce fuel consumption and operating costs in the current economic climate, this paper presents a fishing boat optimisation approach using a Computational Fluid Dynamics (CFD) technique. The RANS-VoF solver was utilised to calculate total resistance, sinkage and trim for a fishing boat in calm water. The Arbitrary Shape Deformation (ASD) technique was used to smoothly alter the geometry. A hybrid algorithm was presented to solve the complicated nonlinear optimisation problem. Herein, a Design of Experiments (DoE) method was applied to find an optimal global region and a mathematical programme was employed to determine an optimal global solution. Under the same displacement with the original hull, two optimisation loops were built with different design variables. After completion of the optimisation, two optimal hull forms were obtained. The optimisation results show that the optimisation loop presented in this study can be used to design a suitable fishing boat in the reduction of the total resistance in calm water.