Articles
<![CDATA[Hull Number Effect in Ship Using Conveyor on Ocean Waste Collection ]]>
<![CDATA[Sugianto, Erik]]>;
<![CDATA[Winarno, Arif]]>;
<![CDATA[Indriyani, Ratna]]>;
<![CDATA[Horng Chen, Jeng]]>
<![CDATA[ Kapal: Jurnal Ilmu Pengetahuan dan Teknologi Kelautan Vol 18, No 3 (2021): October ]]>
Publisher : <![CDATA[Department of Naval Architecture - Diponegoro University ]]>
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DOI: 10.14710/kapal.v18i3.40744
<![CDATA[The increase in ocean waste continues to grow from year to year, especially plastic and solid waste. Various ocean waste collection ships using conveyors exist, both in the form of designs and already in operation, but there has been no research on how many hulls are suitable for ocean waste collectors. This study aims to choose between the three-ship models, namely monohull type U, catamaran type inner flat hull, and trimaran type symmetrical. Assessment is based on ship resistance which relates to fuel consumption and flow distribution relates to ocean waste collection. This research uses Computational Fluid Dynamics (CFD) method which produces resistance, fluid flow velocity contours, and fluid flow patterns. Numerical simulation is based on Reynolds Averaged Navier Stokes (RANS). The turbulent model uses the standard k-epsilon equation. Then the volume of fluid sub-models used is open channel flow. The number of eulerian phases is two. Moreover, Â formulation of the volume fraction parameters used is an implicit body force. The results show that monohull type U is better than others in easiest to bring ocean waste closer to the conveyor and smallest resistance force. Then symmetric trimaran is faster than others in making ocean waste flow to the conveyor.]]>
<![CDATA[ANALISA PENGARUH HIDROFOIL DENGAN VARIASI PLANING HULL CHINE TERHADAP LAJU ALIRAN SPEEDBOAT ]]>
<![CDATA[Muhammad Anggara Pratama]]>;
<![CDATA[Arif Winarno]]>
<![CDATA[ JURNAL JALASENA Vol 3 No 2 (2022): FEBRUARI 2022 ]]>
Publisher : <![CDATA[Fakultas Sains dan Teknologi Universitas Karimun ]]>
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DOI: 10.51742/jalasena.v3i2.548
<![CDATA[A ship especially a fast ship with a small size when operated will experience a condition when the ship is stationary and moving at low speed, the fast ship (planing boat) has properties like a displacement hull. The problem that is often faced by ships so far is the problem of ship resistance or ship resistance. The ship's resistance can be reduced by varying the design of a slimmer hull shape and adding hydrofoil to the hull so that the friction of the hull with water can be significantly reduced. In principle, the greatest resistance of the ship lies in the surface area of the skin of the hull under water or often called the wet surface area (WSA = Wetted Surface Area). This study aims to determine the effect of adding hydrofoil on the flow rate of variations in the number of chines. In carrying out this research the author uses the Computational Fluid Dynamic (CFD) method and the calculation uses the Savitsky method for the settlement of resistance from the research objectives. From the results of the analysis and simulations carried out on the ship model, the lowest resistance value in the planing hull 3 chine model the resulting resistance is 262.27 kN and with the addition of hydrofoil the resulting resistance is 254.43 kN with a difference ratio of 3.6% it can be concluded with the addition of hydrofoil for each number of chines, it shows a reduction in the value of resistance in each model of the ship that uses hydrofoil by showing that the resulting transition flow is smoother for each model from the front of the hull to the back of the hull.]]>
<![CDATA[COMPUTATIONAL MODEL TAHANAN KAPAL UNTUK MENENTUKAN KEBUTUHAN DAYA KAPAL BULK CARRIER 8664 DWT ]]>
<![CDATA[Erik Sugianto]]>;
<![CDATA[Arif Winarno]]>
<![CDATA[ Jurnal Kelautan Vol 10, No 2 (2017) ]]>
Publisher : <![CDATA[Department of Marine Sciences, Trunojoyo University of Madura, Indonesia ]]>
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DOI: 10.21107/jk.v10i2.3411
<![CDATA[Faktor utama dalam menentukan daya mesin kapal adalah tahanan kapal. Umumnya, tahanan kapal dihitung menggunakan percobaan model pada towing tank. Namun biaya yang diperlukan sangat besar. Penelitian ini bertujuan menentukan tahanan total kapal dan memperkiraan kebutuhan daya mesin kapal bulk carrier 8664 DWT. Kapal dimodelkan menggunakan software perkapalan, kemudian perhitungan tahanan kapal dan kebutuhan daya kapal dilakukan. Selain itu dilakukan validasi hasil dengan perhitungan matematis Holtrop dan analisa perbandingan hasil dengan penelitian sebelumnya. Hasil analisa untuk kecepatan dinas maksimal 14 knots menunjukan tahanan total kapal adalah 286. 75 kN dan kebutuhan dayanya adalah 2950.31 kW. Sedangkan dengan perhitungan matematis Holtrop dihasilkan tahanan total 256.59 kN, ini terdapat selisih 10.52% dengan hasil permodelan komputer.Kata kunci: tahanan, model, daya, kapal]]>
<![CDATA[RANCANG BANGUN SIMULATOR SISTEM TREATMENT BAHAN BAKAR BIODISEL B20 PADA TANKI INDUK BAHAN BAKAR KRI YOS SUDARSO ]]>
<![CDATA[Hadi Prasutiyon]]>;
<![CDATA[Arif Winarno]]>;
<![CDATA[Edlyn Criptosan]]>
<![CDATA[ ROTOR Vol 13 No 2 (2020) ]]>
Publisher : <![CDATA[Jurusan Teknik Mesin Fakultas Teknik Universitas Jember ]]>
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DOI: 10.19184/rotor.v13i2.20586
<![CDATA[Biodiesel B20 is a mixture of 80% fossil diesel fuel and 20% biofuel. When using B20, the fuel has problems in the form of jelly or mud deposition, so it needs to be overcome by treatment. The treatment that is used today uses a circulation pump but has shortcomings and is not efficient so it needs to be modified using a stirrer. In this research, an analysis of the stirrer treatment using ANSYS software simulation method was carried out to determine the change of sediment before and after stirring, with stirring speed 150 rpm. The use of a stirrer simulation is to make 2 simulation models in the main tank as the largest volume and the daily tank as the smallest volume aims to determine the differences in the results of stirring in the largest and smallest tank.. At the time of stirring, the result is a decrease in sediment from 0 minutes to 4 minutes, then 4 minutes to 8 minutes, then 8 minutes to 12 minutes, then 12 minutes to 16 minutes, then 16 minutes to 20 minutes the fuel has decreased very much and the sediment is almost gone. When stirring is carried out for 20 minutes, the sediment in the fuel tank has not reached 0% so it needs to be stirred continuously until the deposit is 0%. After the fuel has not settled, the fuel is transferred to the main engine using a transfer pump.]]>
<![CDATA[Studi Pengaruh Variasi Bentuk Wave-Piercing Terhadap Hambatan Pada Kapal Katamaran Untuk Meningkatkan Efisiensi Pemakaian Bahan Bakar ]]>
<![CDATA[Gilang Andika Putra]]>;
<![CDATA[Arif Winarno]]>
<![CDATA[ Zona Laut : Jurnal Inovasi Sains Dan Teknologi Kelautan Volume 3, Nomor 1, Edisi Maret 2022 ]]>
Publisher : <![CDATA[Departemen Teknik Kelautan Universitas Hasanuddin ]]>
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DOI: 10.20956/zl.v3i1.19571
<![CDATA[The main variable to increasing the ship's fuel efficiency is the ship's resistance generated by the hull shape. The calculation of ship resistance can be done with software. This study aims to determine the total resistance of the ship and estimate the fuel requirements of the catamaran. The catamaran hull design uses a symmetrical catamaran, the same design as the ship model of Jamaluddin et, al. (2012) in the towing tank test. The model obtained is then calculated for ship resistance and fuel requirements. The method of calculating ship resistance is using the Holtrop method. The results of the analysis of ship resistance are obtained from several variations of the wave-piercing model to get a lower resistance value so that more optimal fuel efficiency is achievable. Based on the analysis and calculations using CFD, from 3 variations of the wave-piercing shape, it shows a 6.1% reduction in resistance on the MV6 model with a variation of fn 0.19-0.65. The MV6 model is obtained the resistance value, the most efficient motor fuel consumption of other wave-piercing types.Roman]]>
<![CDATA[ANALISA STABILITAS KAPAL RESCUE CRAFT YANG TELAH DIMODIFIKASI MENJADI KAPAL RIGID HULLED INFLATABLE BOAT. (STUDI KASUS KAPAL VELOCEAN DI PT. AVENIR) ]]>
<![CDATA[Ahmad Nur Hasim Alfiyan]]>;
<![CDATA[Arif Winarno]]>
<![CDATA[ INOVTEK POLBENG Vol 12, No 1 (2022): INOVTEK VOL.12 NO.1 2022 ]]>
Publisher : <![CDATA[POLITEKNIK NEGERI BENGKALIS ]]>
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DOI: 10.35314/ip.v12i1.2330
<![CDATA[Kapal rigid hulled inflatable boat (RHIB) merupakan transportasi laut yang digunakan untuk melakuan kegiatan pariwisata maupun sarana penyelamat. Di PT. Avenir melakukan modifikasi kapal rescue craft yang dijadikan kapal RHIB dengan penambahan rubber pada lambung kapal. Suatu kapal yang melakukan perubahan atau memodifikasi lambung mempengaruhi stabilitas kapal tersebut. Stabilitas merupakan persyaratan kapal untuk tetap melaut (a sea – going property of ship), dimana kapal menjamin keselamatan dan kenyamanan penumpang beserta muatanya. Kelayakan kapal diatur bedasarkan code dan regulasi sesuai dengan kriteria kapal antara lain IMO. Penelitian ini bertujuan untuk mengetahui stabilitas kapal rescue craft yang dimodifikasi jadi kapal RHIB pada kapal bermuatan kosong maupun berpenumpang, agar memungkinkan kapal tetap dapat beroperasi sesuai dengan kapasitasnya. Penelitian ini mengunakan metode perhitungan stabilitas dan simulasi mengunakan software maxsurf. Analisa perhitungan stabilitas kapal dengan kondisi lightship, dan bermuatan 1,3,6 penumpang. Hasil perhitungan akhir untuk kondisi fullload yang menampung 6 penumpang dan 6 barang diperoleh nilai lengan penegak GZ max sebesar 0,581 meter pada kemiringan 43,6 derajat (kualifikassi IMO tidak boleh kurang atau sama dengan 25º (deg). Sedangkan untuk periode oleng tertingi pada kondisi muatan fullload dengan respon waktu 1.48 second, memenuhi kriteria IMO Code A.749 (18) Ch 3 - design criteria applicable to all ship.]]>
<![CDATA[Planning of a Hybrid Propulsion System for Purse Seine Fishing Vessels in Mayangan, Probolinggo, East Java ]]>
<![CDATA[Hadi Prasutiyon]]>;
<![CDATA[Arif Winarno]]>;
<![CDATA[Semin Semin]]>;
<![CDATA[Toto Soeharmono]]>;
<![CDATA[Erik Sugianto]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol 8, No 3 (2023) ]]>
Publisher : <![CDATA[Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i3.15575
<![CDATA[The Mayangan Beach Fisheries Port (BFP) in Probolinggo City is a fishing port that was established using a combination of funds from the APBN, APBD of East Java province and APBD of Probolinggo city. Equipped with basic and functional facilities to support various fishing activities, fishing vessels generally use a mechanical propulsion system driven by a diesel engine. The results of the government's decision to increase fuel prices by 8,000 rupiah per liter, were then supported by a survey which showed that fishermen needed as much as 110 liters of fuel for a journey of approximately one hour for one trip, with these conditions making fishermen, especially in the Mayangan district, Probolinggo very objection by increasing the price of fuel that will be used to go to sea, so that with the problems complained of by fishermen on the Mayangan coast, Probolinggo about rising fuel prices, this refers to researchers planning a hybrid propulsion system to reduce consumption of the use of fuel that will be used for purse seine fishing boats. The results showed that the main engine specifications for the Mitsubishi ship were 6D24-Mpt (A) with 228 Kw power, then the Yanmar Ytg 15 Tlv generator, while the electric motor specifications that would be used were Weg Tru Metric 132 Kw / 175 HP, as well as batteries for storing battery energy which had specifications J185-Agm Vrla Agm / Non-Spillable. The difference in fuel consumption in the conventional system and the hybrid system looks quite significant. Using a hybrid propulsion system can produce fuel savings of up to 30% when compared to using a conventional engine.]]>
<![CDATA[The Effect Of Wave Length And Amplitude on The Hydrodynamic Characteristics of Waste Collection Vessels Using Computational Fluid Dynamics (CFD) ]]>
<![CDATA[Erik Sugianto]]>;
<![CDATA[Hadi Prasutiyon]]>;
<![CDATA[Arif Winarno]]>;
<![CDATA[Muhammad Khasroni Hamsah]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol 8, No 4 (2023) ]]>
Publisher : <![CDATA[Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i4.16102
<![CDATA[The continuous flow of marine debris in the sea has been a problem until now. Previous research on garbage collection vessels was conducted in calm water conditions, without waves and waves due to wind. This is different from the real conditions in the sea which are choppy and bumpy. In addition, research on the effect of wave length and amplitude on marine debris collection on garbage collection vessels does not yet exist. This study aims to determine the effect of wave length and amplitude on velocity contours, flow patterns, and ship resistance. The ship uses a circular hollow wing conveyor. Modelling using Rhinocheros software, then numerical simulation using Computational Fluid Dynamic (CFD). Verification of the simulation process uses grid independent by varying the mesh size, then validation of the results is done by comparing with previous experimental research. The results show that the best velocity contour in front of the conveyor is at a ship speed of 1.028 m/s (2 knots) using an amplitude of 0.5 T and a wavelength of 0.5 L. The velocity value in front of the conveyor is 1.551 m/s. This affects the speed of collecting marine debris. This affects the speed of collecting marine debris. The model that has a laminar flow pattern at the bow and at the stern is a speed of 1 knot at an amplitude variation of 0.1 T and a wavelength of 0.1 L. This is the best because it is easy to collect garbage. The smallest drag is the speed of 0.514 m/s (1 knot) at amplitude variation of 0.1 T and wavelength of 0.1 L. At this condition, the fuel consumption is the least. Thus, the greater the wavelength and amplitude of the waves the greater the drag and the smaller the speed.]]>
<![CDATA[Kajian Teknis Propeller Tipe B - Series Dan Kaplan Dengan Variasi Sudut Rake Pada Kapal Offshore Supply Vessel 80 (OSV 80) ]]>
<![CDATA[Arif Winarno]]>;
<![CDATA[Muhammad Alif Ridha Hermawan]]>
<![CDATA[ Zona Laut : Jurnal Inovasi Sains Dan Teknologi Kelautan Volume 4, Nomor 3, Edisi November 2023 ]]>
Publisher : <![CDATA[Departemen Teknik Kelautan Universitas Hasanuddin ]]>
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DOI: 10.62012/zl.v4i3.27637
<![CDATA[The propeller is one part of the ship that is driven by the engine, which has the function of obtaining thrust for the speed of the ship so that the propeller must be able to withstand the forces acting on the blade due to hydrodynamic loads. Propellers are divided into two types, one of which is the Fixed Pitch Propeller (FPP). The speed on the ship is inseparable from a good propeller design in order to get optimal thrust generated by the propeller motion. This research was conducted because of the frequent occurrence of losses and cracks in the propeller leaves. The purpose of this study is to determine the optimum propeller thrust value from the analysis of the rake angle variation model made so that it can be seen which model variation has the highest thrust and torque values and to determine the comparison of the thrust values resulting from the B-Series and Kaplan model variations. This research method uses Computational Fluid Dynamic (CFD) simulations. The hypothesis from the variation simulation study that the angle influences the thrust value of the ship as well as the thrust comparison value and the flow pattern and contours is obtained from the model with the same dimensional and rotation analysis parameters and the highest efficiency value is obtained on the B-Series and Kaplan propeller models. with maximum rake angle variation.]]>
<![CDATA[SISTEM KONTROL RUANG BALLAST SEBAGAI PENGATUR POSISI KEDALAMAN PADA REMOTELY OPERATED VEHICLE (ROV) ]]>
<![CDATA[Sulthon Rasidi]]>;
<![CDATA[M. Taufiqurrohman]]>;
<![CDATA[Arif Winarno]]>
<![CDATA[ SinarFe7 Vol. 1 No. 1 (2018): Sinarfe7-1B 2018 ]]>
Publisher : <![CDATA[FORTEI Regional VII Jawa Timur ]]>
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<![CDATA[Indonesia adalah negara yang terdiri dari daratan serta peraiaran, Terkandung berbagai macam sumber daya alam yang berguna untuk memenuhi segala kebutuhan hidup manusia. Namun dengan terbatasnya sumber daya manusia yang tersedia dan didorong dengan kebutuhan yang semakin meningkat. Kondisi ini mengharuskan kita untuk mampu menemukan solusi guna menjawab tantangan tersebut, salah satu instrument yang memegang peran penting dalam aktivitas tersebut adalah Remotely Operated Vehicle (ROV). Pada saat ROV melakukan observasi bawah laut dibutuhkan pengambilan data yang berbeda kedalamannya. Oleh karena itu perlu adanya system yang bisa mengatur kedalaman pada ROV. Salah satu metode untuk mengontrol kedalaman pada ROV adalah dengan menambahkan ruang ballast. Sistem ballast merupakan suatu sistem untuk memanipulasi berat benda di dalam air, agar benda mudah tenggelam. Dalam pengimplementasiannya diperlukan teori pendukung, yaitu Hukum Archimedis Sebuah benda yang tercelup sebagian atau seluruhnya ke dalam zat cair akan mengalami gaya ke atas yang besarnya sama dengan berat zat cair yang dipindahkannya. Sebuah benda yang tenggelam seluruhnya atau sebagian dalam suatu fluida akan mendapatkan gaya angkat ke atas yang sama besar dengan berat fluida fluida yang dipindahkan. Dari penelitian yang telah dilaksanakan, telah dihasilkan wahana bawah air yang lebih praktis dan memudahkan operator karena dapat menentukan kedalaman sendiri berdasarkan data input, serta dapat mempertahankan kedalamannya yang digunakan saat observasi agar pemgambilan datanya lebih baik.]]>
