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All Journal TEKNIK JST ( Jurnal Sains Terapan ) JTT (Jurnal Teknologi Terpadu) INVOTEK: Jurnal Inovasi Vokasional dan Teknologi Turbo : Jurnal Program Studi Teknik Mesin INOVTEK POLBENG IJOCE (International Journal of Offshore and Coastal Engineering) Jurnal Teknik Pertanian Lampung (Journal of Agricultural Engineering) Wave: Jurnal Ilmiah Teknologi Maritim JURNAL SAINTIS Specta Journal of Technology International Journal of Marine Engineering Innovation and Research Zona Laut : Jurnal Inovasi Sains dan Teknologi Kelautan Jurnal Techno Bahari JMES: The International Journal of Mechanical Engineering and Sciences Indonesian Journal of Maritime Technology or abbreviated (ISMATECH) Collaborate Daily Book Series Media Elektrik WAVE: Jurnal Ilmiah Teknologi Maritim
Alamsyah
Institut Teknologi Kalimantan
Agriculture, Biological Sciences & Forestry Automotive Engineering Chemical Engineering, Chemistry & Bioengineering Civil Engineering, Building, Construction & Architecture Computer Science & IT Control & Systems Engineering Decision Sciences, Operations Research & Management Earth & Planetary Sciences Electrical & Electronics Engineering Energy Engineering Environmental Science Industrial & Manufacturing Engineering Materials Science & Nanotechnology Mathematics Mechanical Engineering Physics Social Sciences Transportation Other

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Characteristics of Lateral Acceleration and Vertical Acceleration of the Position of the Vehicle on the Ferry Ro-Ro Car Deck Alamsyah; Wira Setiawan; Daeng Paroka; Nurbaya; Handika Sanjaya Sitanggang; Muh. Reza Fachrul Jaya
International Journal of Marine Engineering Innovation and Research Vol. 8 No. 3 (2023)
Publisher : Department of Marine Engineering, Institut Teknologi Sepuluh Nopember

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.12962/j25481479.v8i3.5175

Abstract

Ferry accidents in Indonesia happen not just once or twice, but more than that. This is reinforced by statistical data on shipping transportation accidents. Shifting or overturning of the vehicle to the side of the ro-ro ferry has a big hand in causing the ship to capsize, and eventually an accident occurs. This study aims to determine the characteristics of the lateral and vertical acceleration of vehicles based on their location on the car deck under the influence of side waves. The method used is strip theory with the help of Maxurf software, which adheres to the B-spiline mathematical equation. The results of the study detected that vehicle positioning on the ro-ro ferry car deck significantly affects the value of vertical acceleration and lateral acceleration due to rolling motion. This is one of the parameters that can cause a vehicle to roll over.
Strength Analysis with Variation of Construction Transverse Watertight Bulkhead On Ship Container 8842 DWT Using Finite Element Method Amalia Ika Wulandari; Suardi; Alamsyah; Aknul Ciptiandi
International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023)
Publisher : Department of Marine Engineering, Institut Teknologi Sepuluh Nopember

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.12962/j25481479.v8i2.5193

Abstract

Container ship are commonly employed in a variety of countries, particularly in archipelagic countries like Indonesia. It is a construction that is very important to consider when building a transverse watertight bulkhead ship because it serves as a compartment divider when the ship has a leak and also as a transverse strength of the ship. The purpose of this research is to see if various construction modifications of a transverse watertight bulkhead can bear the working load. The finite element method was employed in this study. Five different constructions of the transverse watertight bulkhead were used in this analysis. The highest stress value in the corrugated watertight bulkhead is 252.44 MPa, with a maximum deformation of 7.6433 mm, whereas the maximum stress value in the transverse plane watertight bulkhead with "angle stiffener" is 330.71 MPa, with a maximum deformation of 12,072 mm. on transverse plane watertight bulkhead with “Tee stiffener” The maximum voltage value of 301.56 MPa and value maximum deformation of 11,025 mm, on transverse plane watertight bulkhead with “bulb stiffener” maximum stress value of 331.98 MPa and value of maximum deformation of 13,421 mm, on transverse plane watertight bulkhead with “flat stiffener” maximum stress value is 484.94 MPa and value of maximum deformation of 16.13mm. According to the safety factor calculation, corrugated watertight bulkheads, transverse plane watertight bulkheads with "Angle stiffener," transverse plane watertight bulkheads with "TEE stiffener," and transverse plane watertight bulkheads with "Bulb stiffener" are all considered safe.
Numerical Investigation of the Laying of Airbag Arrangements on Launching Barges Alamsyah; Christian Hendra Gonawan; Rodlian Jamal Ikhwani; Taufik Hidayat; Habibi; Wardina Suwedy
International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023)
Publisher : Department of Marine Engineering, Institut Teknologi Sepuluh Nopember

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.12962/j25481479.v8i2.5445

Abstract

Ship-launching technology is developing rapidly in an effort to reach a point of economic efficiency, time efficiency, security, and flexibility. On the one hand, risks to the process of launching ships using airbags are still present and can occur. Exploding airbags due to the inability to withstand the load has implications for structural damage. Excessive pressure on the airbags can cause structural deformation. This study aims to determine the effect of airbag pressure on the strength of the ship's structure. This study uses finite element-based software to analyze stresses and deformations in ship construction when interacting with airbags. From this study, it was found that the number of airbags used in the two-row layout and cross-over arrangement was 14, with the status of the airbags in terms of load distribution being safe (not broken). The maximum stress value obtained from the simulation on the two-row arrangement layout is 11.62 MPa when it is right in the frame and 9.83 MPa when it is between frames. As well as in the cross-over arrangement layout, the maximum stress is 20.24 MPa when in the frame and 13.84 MPa when in between frames. This phenomenon occurs because of the stress concentration in the frame.
Patrol Ship Design to Guard the Natuna Seas Suardi Huda; Amalia Ika Wulandari; Muhammad Uswah Pawara; Alamsyah; Taufik Hidayat
International Journal of Marine Engineering Innovation and Research Vol. 7 No. 3 (2022)
Publisher : Department of Marine Engineering, Institut Teknologi Sepuluh Nopember

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.12962/j25481479.v7i3.5610

Abstract

Natuna is one of the regencies in the Riau Archipelago Province, the area of Natuna Regency is 224,684.59 km2 with a land area of 2,000.85 km2 and an ocean area of 222,683.74 km2. According to the Ministry of Maritime Affairs and Fisheries, Natuna occupies the first position for the purpose of exporting fishery products from the SKPT location (Integrated Marine and Fishery Centers in Small Islands and Border Areas), namely marine fisheries resources reaching more than 1 million tons per year. The extent of Natuna waters and the large potential of existing capture fisheries resources cause the Natuna waters to be included in the Fisheries Management Area (WPP 711) which is prone to illegal fishing activities. It has been proven recently that in the waters of North Natuna there are coast guard ships from foreign countries escorting fishing vessels belonging to their countries that are carrying out illegal, unreported, and unregulated fishing activities. The purpose of this research is to design a patrol ship to carry out security missions around the Natuna waters. The method used in this design is the Parent Design Approach method. This method is known in designing ships, namely by taking a comparison ship that has the same characteristics as the ship to be designed. The main dimensions of the ship obtained in this final project are Lwl = 50.2 m, B = 9.32 m, H = 4.45 m, T = 3.5 m, Vs (max) = 25 Knots, Crew = 40 Indonesian navy. Armaments used on this ship are Oto-Melara 76/62SR 76 mm, Oerlikon Millennium 35 mm, RWS Machine Gun, and SS1-V1 Kal hand rifle. 5.56 mm.
Effect of Methanol–NaOH Catalyst Variations on the Properties and Engine Performance of B50 Biodiesel from Waste Cooking Oil Suardi Suardi; Hariyono Hariyono; Faisal Mahmuddin; M. Rusydi Alwi; Muhammad Uswah Pawara; Alamsyah Alamsyah; Wira Setiawan
Jurnal Teknik Pertanian Lampung (Journal of Agricultural Engineering) Vol. 15 No. 1 (2026): February 2026
Publisher : The University of Lampung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.23960/jtepl.v15i1.79-89

Abstract

The growing demand for environmentally friendly fuels has encouraged the use of biodiesel as an alternative to fossil diesel. This study explores the production of B50 biodiesel derived from waste cooking oil using the transesterification method, with two catalyst variations: (1) 1000 mL methanol + 25 g NaOH and (2) 1200 mL methanol + 30 g NaOH per 5 liters of feedstock. The research aimed to evaluate the effects of catalyst concentration on the physical properties of biodiesel (density, viscosity, and calorific value), as well as its impact on engine performance metrics, including torque, specific fuel consumption (SFC), thermal efficiency, and exhaust gas opacity. Experimental testing was conducted using a four-stroke diesel engine at varying loads and speeds. Results showed that both fuel blends met the Indonesian standards for density, while only the 1200 mL + 30 g NaOH blend met the standard for viscosity. The biodiesel prepared using 1000 mL methanol and 25 g NaOH demonstrated superior engine performance, with a maximum torque of 8.92 Nm, minimum SFC (406.90 g/kWh), and highest thermal efficiency (21.28%) at 1000 RPM and 4000 W load. Additionally, the biodiesel prepared using 1200 mL methanol and 30 g NaOH produced lower exhaust opacity. In conclusion, while increased catalyst dosage improves fuel cleanliness and compliance with standards, the lower catalyst yields the best balance of performance metrics, making it a promising for biodiesel application in diesel engines.
Respon struktur akibat perubahan jarak stiffener pada car deck Kapal Ferry Ro-Ro Alamsyah Alamsyah; Septiany Tri Pangestu; Amalia Ika Wulandari
TURBO [Tulisan Riset Berbasis Online] Vol 10 No 2 (2021): TURBO: Jurnal Program Studi Teknik Mesin
Publisher : Universitas Muhammadiyah Metro

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.24127/trb.v10i2.1705

Abstract

Ro-Ro type trans ships have a Car Deck which is useful for accommodating cargo in the form of vehicles. The construction of the deck must be strong enough so that it does not suffer structural damage when working with a certain load. In this case the stress strain becomes very important as an element of deck strength. As for what affects the strength of the deck construction, one of which is the stiffener distance. This purpose of research to determine the response of the car deck structure with variations in stiffener distance to the stress-strain value. The method used is the Finite Element Method. The results of detected the maximum stress value at a stiffener distance of 550 mm 325.471 N/mm2 with a maximum strain of 3.33 x 10-2 mm, for a stiffener distance of 650 mm the maximum stress was 407.521 N/mm2 and a maximum strain of 3.35 x 10-2 mm, a stiffener distance of 750 mm the maximum stress generated is 444.129 N/mm2 with a maximum strain of 3.36 x 10-3 mm, a stiffener distance of 850 mm, the maximum stress generated is 448.469 N/mm2 with a maximum strain of 3.43 x 10-3 mm. For a stiffener distance of 950 mm, the maximum stress is 452.567 N/mm2 with a maximum strain of 3.53 x 10-3 mm.
Analisis getaran lambung kapal patroli 28 meter Amalia Ika Wulandari; Alamsyah Alamsyah; Muhammad Fikri Fadlurrahman
TURBO [Tulisan Riset Berbasis Online] Vol 11 No 2 (2022): TURBO : Jurnal Program Studi Teknik Mesin
Publisher : Universitas Muhammadiyah Metro

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.24127/trb.v11i2.2006

Abstract

The ship's vibration is something that has a considerable influence on the structural resistance and comfort of the crew. Vibration analysis needs to be done to ensure the durability of the ship's construction. Ship construction that is unable to withstand the vibrations it experiences is at great risk of structural failure. Vibration on the ship is also something that can only be suppressed and cannot be completely eliminated. The objectives to be achieved in this final project are to get the value of the ship's resistance and get the root-mean-square value of the maximum vibration speed that occurs on the ship. The calculation of the value of the ship's resistance is carried out using the Holtrop resistance calculation method, while the determination of the root-mean-square maximum speed of vibration is carried out using the Ansys Workbench. The resistance value obtained on this ship is 7,165 kN. The root-mean-square value of the greatest maximum vibration velocity occurs at a frequency of 47.2 Hz at 76.71906943 m/s. Due to the limit value of r.m.s for aluminum vessels is 15 mm/s, then the value of r.m.s at a frequency of 47.2 Hz that occurs on ships does not meet class standards.
Analisis kekuatan struktur ramp door haluan pada kapal Ferry Ro-Ro 1500 GT dengan variasi beban menggunakan Finite Element Method Alamsyah Alamsyah; Amalia Ika Wulandari; Muhammad Uswah Pawara; Muhammad Yusuf Al-Hafidz
TURBO [Tulisan Riset Berbasis Online] Vol 11 No 2 (2022): TURBO : Jurnal Program Studi Teknik Mesin
Publisher : Universitas Muhammadiyah Metro

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.24127/trb.v11i2.2161

Abstract

Ramp Door is a door to put a vehicle into a Ro-Ro ship or any other type of ship that transports vehicles. The use of Ramp Door is needed to facilitate the process of unloading and loading vehicles from the crossing dock to the ship and vice versa. This study aims to analyze the strength of Ramp Door structure with load variations from various types of vehicles in order to compress the maximum stress results and safety factors. The method used is the FEM method with the help of an element-based application up to. The results of the study obtained the maximum stress value of Ramp Door Bow with MPV vehicle type at an even load is 43.26 MPa. In this type of SUV vehicle, the maximum stress with an even load is 50.37 MPa. In sedan vehicle type the maximum stress with an even load is 37.61 MPa. in commerial vehicle type the maximum stress with an even load is 45.70 MPa. In this type of small truck vehicle, the maximum stress with an even load is 81.53 MPa. In large truck vehicles the maximum stress with an even load is 302.48 MPa. In this type of vehicle, the maximum stress bus with an even load is 178.08 MPa. For the largest safety factor value is a type of Commercial vehicle with a value of 8.91. While the smallest safety factor value is the type of Big Truck vehicle with a safety factor value of 1.01.
Bottom Slamming ; Deck Wetness; Analisis Dinamika Kapal Ikan Berlambung Katamaran terhadap Fenomena Bottom Slamming dan Deck Wetness Chris Jeremy Verian Sitorus; Wira Setiawan; Alamsyah; Muhammad Anjas Syam; Cindy Lionita Agusty; Jusma Wahidah; Hariyono; Harlian Kustiwansa; Husein Syahab; Fernanda Wahyu Pratama; Irham Bahri
Techno Bahari Vol. 12 No. 1 (2025): Maret
Publisher : Politeknik Negeri Madura

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.52234/tb.v12i1.346

Abstract

The lack of consideration for safety in fishing boat design, as builders primarily focused on maximizing catch. It was necessary to calculate deck wetness and bottom slamming to prevent dangerous conditions in rough weather. This study aimed to determine the RAO values of a catamaran fishing boat at wave angles of 0°, 90°, 135°, and 180°, and to calculate the probability of bottom slamming and deck wetness. The RAO calculation used an optimization method with Maxsurf software for load variations of 25% DWT, 50% DWT, and 100% DWT. The results showed that the highest heave amplitude occurred at 100% DWT, 6.45 knots, and a 0° wave angle, measuring 0.131 meters. The highest pitch amplitude was 2.02 degrees under the same conditions, while the highest roll amplitude occurred at 50% DWT, 6.45 knots, and a 90° wave angle, reaching 3.43 degrees. The probability of deck wetness was 0.24%, and bottom slamming was 0.0000000014996%, both meeting NORDFORSK 1987 standards.
The Impact of Adding Stringer Elements to Barge Decks on Global Stress Values Cindy Lionita Agusty; Alamsyah; Amalia Ika Wulandari; Wahyu Dhono Saputra
Techno Bahari Vol. 12 No. 2 (2025): Oktober
Publisher : Politeknik Negeri Madura

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.52234/tb.v12i2.352

Abstract

Ship construction includes three main types of construction, namely longitudinal construction, transverse construction, and mixed construction. The longitudinal construction of the ship is subjected to truss loads and is depicted in the rigid transverse joints of the ship with the aid of longitudinal beams. Senta side or stringer is a longitudinal support made of profile steel and faceplate, mounted on both sides of the inside of the ship's hull. There was a case of a barge with a broken hull because it did not have a side beam or stringer. This study aims to determine the maximum stress due to the addition of a side beam or stringer to the barge. The method used is finite element with the help of Ansys Mechanical Research software. In this study, the maximum stress that occurred on the 1 stringer barge was 96.96 N/mm² (hogging) and 62. 20 N/mm² (sagging). While on the 2 stringer barge it is 96.86 N/mm² (hogging) and 62.71 N/mm² (sagging). The percentage of voltage drop after the addition of a stringer is ± 30% with a safety factor in the range of 1.55 ~ 2.41.
Co-Authors Abrari Noor Hasmi Ade Ray Siahaan Adhy Rahmat Agus Budianto Aknul Ciptiandi Alan Dicky Swans Saragih Amalia Ika Wulandari Amalia Ika Wulandari Amalia Ika Wulandari Andi Mursid Nugraha Arifuddin Andi Mursyid Nugraha Arifuddin Anggoronadhi Dianiswara Ardhi Hidayatullah Ardhi Hidayatullah Arif Nur Iskandar Arwis Irmandana Asram Dio Pratama Bebeto Fandi Birana Bimo Harseno Ramadhan Chris Jeremy Verian Sitorus Christian Hendra Gonawan Cindy Lionita Agusty Cindy Lionita Agusty Cindy Lionita Agusty Daeng Paroka Daeng Paroka Destyariani Liana Putri Dimas Fajar Prasetyo Elyazha D. C. Faisal Mahmuddin Faisal Mahmuddin Faisal Mahmuddin Fernanda Wahyu Pratama Feston Sandi Paribang Habibi Habibi Habibi Habibi Habibi Habibi Handika Sanjaya Sitanggang Handika Sanjaya Sitanggang Harifuddin Harifuddin Hariyono Hariyono Hariyono Hariyono Harlian Kustiwansa Husein Syahab Husein Syahab Irfan Fadillah Irham Bahri Irvan Setiawan Ivan Fadilah Jamal Jamal Jusma Wahidah M. Rusydi Alwi M. Uswah Pawara Mangapoi E.H.A. Purba Merlistyo Driantama Arwan Muh. Reza Fachrul Jaya Muh. Reza Fachrul Jaya Muhammad Anjas Syam Muhammad Anjas Syam Muhammad Dipo Nugroho Muhammad Fikri Fadlurrahman Muhammad Nuzhand Muhammad Syarif Muhammad Yusuf Al-Hafidz Nurbaya Nurbaya Nurbaya Raditya, Muhammad Yogi Rifai, Muhammad Rizky Risaldo Rodlian Jamal Ikhwani Ryan Raruk Ryo Herlambang Samsu Dlukha N Samsu Dlukha Nurcholik Septiany Tri Pangestu Setiawan, Wira Sherly Clara Suardi Huda Suardi Suardi Suardi Suardi Taufik Hidayat Wahyu Dhono Saputra Wardina Suwedy Widya Yulia Astin Wira Setiawan Wira Setiawan Wira Setiawan Wira Setiawan Zen Zulkarnaen