International Journal of Marine Engineering Innovation and Research
International Journal of Marine Engineering Innovation and Research (IJMEIR) is an open-access journal, which means that visitors all over the world could publish, read, download, cite and distribute papers published in this journal for free of cost. IJMEIR journal has a vast group of visitors, a far-reaching impact and pretty high citation. IJMEIR adopts a peer-review model, which insured fast publishing and convenient submission. IJMEIR now cordially inviting you to contribute or recommend quality papers to us. This journal is geared towards the dissemination of original innovation, research and practical contributions by both scientists and engineers, from both academia and industry. Theses, dissertations, research papers, and reviews associated with all aspects of marine engineering, marine sciences, and marine technology are all acceptable for publication. International Journal of Marine Engineering Innovation and Research (IJMEIR) focus and scopes are preserve prompt publication of manuscripts that meet the broad-spectrum criteria of scientific excellence. Areas of interest include, but are not limited to: Automotive Biochemical Biology Biomedical science Biophysics and biochemistry Chemical Chemistry Combat Engineering Communication Computer science Construction Energy Energy storage Engineering geology Enterprise Entertainment Environmental Environmental Engineering Science Environmental Risk Assessment Environmental technology Financial Engineering Fire Protection Engineering Fisheries science Fishing Food Science and Technology Health Care & Public Health, Health Safety Health Technologies Industrial Technology Industry Business Informatics Machinery Manufacturing Marine Engineering Marine sciences Marine technology Marine biology Marine economic Marine engines Marine fisheries Marine fuel Marine geology Marine geophysic Marine management Marine oil and gas Marine policy Material sciences Materials science and engineering Mathematics Mechanics Medical Technology Metallurgical Micro-technology Military Ammunition Military Technology Military Technology and equipment Mining Motor Vehicles Naval Engineering Neuroscience Nuclear technology Ocean Robotics and Automation Safety Engineering Sanitary Engineering Space Technology Statistics Traffic Transport Visual Technology
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<![CDATA[Strength Analysis with Variation of Construction Transverse Watertight Bulkhead On Ship Container 8842 DWT Using Finite Element Method ]]>
<![CDATA[Amalia Ika Wulandari]]>;
<![CDATA[Suardi]]>;
<![CDATA[Alamsyah]]>;
<![CDATA[Aknul Ciptiandi]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5193
<![CDATA[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.]]>
<![CDATA[Effects of Collision with a Self-Propeller Oil Barge Ship on a Navigational Buoy ]]>
<![CDATA[Wilma Amiruddin]]>;
<![CDATA[Ahmad Firdhaus]]>;
<![CDATA[Hartono Yudo]]>;
<![CDATA[Firmansyah Aulia Rakhman]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5195
<![CDATA[A navigation buoy is a navigational aid tool that is very important in supporting the safety of shipping lanes. However, navigation buoys are often lost and damaged, caused by several factors, one of which is being hit by a ship. Therefore, it is essential to conduct this research to determine the damaging effect on the navigation buoy after being hit by a vessel and to determine the effectiveness of using medium-density polyethylene material in the navigation buoy structure. This study uses a finite element numerical simulation method by making three variations of speed, as well as two variations of the angle of impact, namely 0° and 45°, which lasted for 0.1 seconds and was assisted by FEA software. The simulation results indicate that the largest maximum deformation occurs when the ship strikes the buoy with a speed of 7 m/s at an angle of 0° of 0.6 m. In this scenario, there is also a significant damage condition that results in tearing the buoy shell's surface by as many as 413 elements, or 1.24 m. The most extraordinary kinetic and internal energy produced occurred at a speed of 7 m/s with an angle of 45° of 147.15 kJ and 45.70 kJ. Therefore, it can be stated that the amount of buoy damage caused by a ship collision is dictated or impacted by the starting speed of the ship and the angle of impact state the most important part of your findings and achievements.]]>
<![CDATA[Strength Analysis of LCT Lady Primus 39.5 m Ramp Door Structure Due to Changes in Tilt Angle Variations and Load Variations ]]>
<![CDATA[Hartono Yudo]]>;
<![CDATA[Kiryanto]]>;
<![CDATA[Alji Fadilla Adha]]>;
<![CDATA[Riyanto Wibowo]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5196
<![CDATA[Of the several cases of accidents, the fall of a vehicle from a ship during loading and unloading occurred due to a break in the clevis ramp door. This study focused on the construction of the ramp door of the ship LCT Lady Primus 39.5 m. The purpose of this study is to determine the voltage characteristics that occur in ramp door construction, determine the location of the most critical components in ramp door construction, and determine the safety factor value in ramp door construction under each loading condition. This research uses the finite element method (FEM) and refers to the Indonesian Classification Bureau (BKI) rules. The vehicle loads used in this study were the Uro Vamtac, Panser Anoa, APC Komodo, and BMP 3F Tanks. The variations given are in the form of angular conditions of +108, 08, and -108. Validation was carried out on the model by comparing the results of simulation calculations with analytical calculations, and an error value of 2.8% was obtained. The material used is KI-A36, with a yield voltage of 235 Mpa. The results of the FEM analysis (finite element method) obtained a maximum stress of 82.31 Mpa located on a stiffener length 3 precisely at node 1249. The most considerable strain of 1.929 mm is located on the top plate at node 20495. The research results on cargo variations and tilt angles of the LCT Lady primus 39.5 m ship ramp door have met the criteria of the Indonesian Classification Bureau (BKI) rules.]]>
<![CDATA[Multi-Mold Design For Fishing Boats Southern Coastal Region of Java ]]>
<![CDATA[Budianto]]>;
<![CDATA[Priyambodo Nur Ardi Nugroho]]>;
<![CDATA[Ruddianto]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5197
<![CDATA[In general, molding or FRP ship molds can only produce 1 (one) hull shape. This is of course, contrary to the production of ships which are mostly of the customize type (based on consumer demand) and very rarely in the form of mass products to produce sister ships. The high cost in the allocation of molding certainly makes economic considerations regarding the cost of shipbuilding. With the aim of a friendly fishing boat price, of course, it can make a mainstay and ease the burden on the answer to the high demand for fishing boats in the coastal community or the South Coast of Java. Multi-mold is a ship molding solution for FRP ship material that can produce more than one hull shape. This of course, will reduce the cost of producing a ship or boat. The cost budget plan is determined in detail through a survey of material prices and conducting a price determination study with an engineering estimate approach. In the multi-mold system or components, there are the main shell structure, reinforcement frame and suppot or mold holder. The shape of the multi-mold is carefully designed which can be knocked down each constituent component. The multi-mold disassembly process is accompanied by operational instructions and 3D simulation of the multi-mold assembly. The structural strength of the multi-mold components is also analyzed so that an effective and efficient multi-mold design is obtained.]]>
<![CDATA[Hydrodynamic Model Simulation at the Port of Tanjung Rhu Belitung ]]>
<![CDATA[Sujantoko]]>;
<![CDATA[Pramudya Adhi Pangestu]]>;
<![CDATA[Dony Saputra]]>;
<![CDATA[B. P. Putra Ekianto]]>;
<![CDATA[Hasanudin Ekianto]]>;
<![CDATA[Nani Kurniati]]>;
<![CDATA[Rindi Kusumawardhani]]>;
<![CDATA[Dody Hartanto]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5198
<![CDATA[Ports around Belitung Island have an essential role in supporting inter-island shipping activities, which positively impact economic growth. So that predictions to find out the condition of the waters need to be made early to anticipate disruption to the ship's shipping lanes. This study's prediction of these waters was carried out with a hydrodynamic model. Model accuracy (calibration) compares model results with survey data. Based on several iterations, the tidal model and current velocity are obtained with an accuracy rate of 5% and 7%, respectively. These results indicate the model's relatively good level of accuracy because it is below 10%. The model results also found that current velocity and wave height are always higher during high tide conditions than during low tide. In addition, along the Tanjung Rhu shipping channel, the current speed at point A1 experiences a significant difference during high tide conditions, namely 0.285 m/s at high tide, 0.102 m/s at low tide, 0.072 m/s at low tide, and 0.033 m/s s when heading for high tide, because of the narrowing of the water area due to the crush of two landmasses. In addition, areas far from shipping lanes (A1 and A2) have the lowest wave height compared to areas close to shipping lanes (A3). Because the surrounding land slightly covers the two points (A1 and A2), the wave height is smaller than point A3 in more open waters.]]>
<![CDATA[Flettner Rotor Modification through Adding Ridges and Fins with Results Comparison to Base Model ]]>
<![CDATA[Nowar Deeb]]>;
<![CDATA[Achmad Baidowi]]>;
<![CDATA[Adi Kurniawan]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5199
<![CDATA[Oceans are the most crucial factor in maintaining global environmental equilibrium. Researchers are looking into the possibility of capturing wind power for shipping. Ship builders and owners provide several solutions based on the use of electrical power, low-polluting fuels, solar energy, and wind energy. The goal of this research is to learn more about using Flettner rotors as alternate sources of power and to create a new operational model for the rotor that could generate more power output from the currently available base model. Due to the sluggish market and glut of tonnage, the global shipping industry is now having difficulties. Only a few ships have wind-assisted technologies to help them save money on fuel. For the research, we created a base model in the 3D program from the available data about the commercially used Flettner rotor, then we modified a number of variations for the model and compared the results we reached from the CFD software to find an outcome that is better than the current output of the base model, and the results have shown improvement for the lower wind speeds.]]>
<![CDATA[Design a Phinisi-Type Tourist Ship to Increase Tourist Interest in Vacationing at Taka Bonerate National Park ]]>
<![CDATA[Suardi]]>;
<![CDATA[Adhy Rahmat]]>;
<![CDATA[Wira Setiawan]]>;
<![CDATA[Muhammad Uswah Pawara]]>;
<![CDATA[Alamsyah Pawara]]>;
<![CDATA[Andi Mursid Nugraha Arifuddin]]>;
<![CDATA[Taufik Hidayat]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5200
<![CDATA[Tourism ship with the Phinisi ship concept for the Selayar Islands tourist area are designed to increase the number of tourist attractions in the area. With beach tourism destinations and coral reefs, the Selayar region is very possible to become an alternative tourist destination in Indonesia besides Bunaken, Raja Ampat, Labuan Bajo, and the island of Bali. This ship is designed with wood materials and carries the theme of the traditional Phinisi ship which is the hallmark of ships made by the Bugis-Makassar tribe since 3000 years ago and has been recognized by UNESCO as one of the world's cultural heritage (Art of Boatbuilding in South Sulawesi). This study aims to obtain a tourist ship design that can be an attraction for tourists to vacation in the Selayar Islands. The method used in this study is the parent ship design approach method, this method is very commonly used in the ship design process, namely by using a comparison ship as a reference in the design of a new ship. The main ship dimensions obtained from this research are Loa = 26 m, B = 6.1 m, H = 2.48 m, T = 1.6 m, Vs (max) = 10 Knots, and Crew = 6 persons. The room on the ship is made like a classy hotel room and other services can pamper tourists.]]>
<![CDATA[Systematic Review of Solar and Wind Power Plants for 14-Meter Fishing Boats ]]>
<![CDATA[Nanang Setiyobudi]]>;
<![CDATA[Agoes Santoso]]>;
<![CDATA[Eddy Setyo Koenhardono]]>;
<![CDATA[Achmad Baidowi]]>;
<![CDATA[Dian Purnamasari]]>;
<![CDATA[Teguh Muttaqie]]>;
<![CDATA[Muryadin]]>;
<![CDATA[Fariz Maulana Noor]]>;
<![CDATA[Ari Budi Setiawan]]>;
<![CDATA[Ari Kuncoro]]>;
<![CDATA[Zarochman]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5201
<![CDATA[The use of fossil fuels is becoming increasingly expensive, and the amount is limited. Utilizing wind and solar energy sources onboard fishing vessels during operation is one of the solutions to reduce operational costs. This article presents a study on applying solar photovoltaic (PV) and wind turbines for a 14-meter BSC (Blue Swimming Crab) fishing vessel in Rembang Regency, Indonesia. This study discusses the use of renewable energy sources that can be applied to meet onboard electricity needs and their economic impact. This analysis considers to operating system scenario for seven days catching the BSC in the Java Sea. The calculation results show that the solar PV and wind turbine energy that can be utilized as electrical energy are 22,960-Watt h. The required battery is 20 units at 100 Ah 12 Volts and an investment cost of USD 21,084. The advantage of applying this technology is an operational cost saving of 16%, which can increase fishermen’s income by 11%. The challenge of a hybrid or electric propulsion system is fantastic, using the serial configuration of the power topology, and the result of preliminary estimates of the investment value is approximately 173,277 USD.]]>
<![CDATA[Motions Analysis Investigation of a 12 Meter Catamaran Tourism Boat on Passenger Comfort Criteria Case Study "MV Garuda Ngelayang" ]]>
<![CDATA[Yeddid Yonatan Eka Darma]]>;
<![CDATA[Hery Inprasetyobudi]]>;
<![CDATA[Rochmad Eko Prasetyaning Utomo]]>;
<![CDATA[Galih Hendra Wibowo]]>;
<![CDATA[Ahmad Hidayat]]>;
<![CDATA[Albert Daniel Saragih]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5202
<![CDATA[Bangsring Beach is one of the leading tourist destinations in Banyuwangi Regency. Bangsring Beach which focuses on underwater tourism (Bangsring Underwater) is a coral reef-based tourism that can only be accessed by diving and snorkeling. But only in that way to enjoy Bangsring Underwater tourism, the construction of a 12 m catamaran with a bottom glass is carried out so that tourists who cannot dive and snorkel can enjoy the beauty of Bangsring Underwater. To ensure the comfort and safety of passengers, a simulation analysis of the movement of the existing 12-merter catamaran is carried out. This simulation was carried out with the general design of a catamaran modeled 1:1 with a LOA of 12 m, B 5.6 m, H 1.85 m, and Vs 10 knots. On the 1:1 ship, an exsisting process is carried out at each ship station to get a line plan for the Garufa Ngelayang ship then 3D modeling is carried out based on the reference from the line plan drawing. Ship motion simulations are carried out to determine the ship's response when hit by waves from various directions which are presented in the RAO (Response Amplitude Operator) graph using the CFD method which is based on a 3D model. Simulations were carried out with a wave height of 1.25 m in Bangsring waters with a fully loaded ship with a wave direction of 0o following sea; Stern Quarter 45o, 315o; Beam Sea 90o, 315o; Bow Quarter 135o, 225o; and Head Sea 180o. With a comfortable ship condition with 2.052 s of ship shaky period.]]>
<![CDATA[Delays Analysis Of TRANSKO Tawes 11.3 DWT Mooring Boat Development Project Based On Risk Management ]]>
<![CDATA[Imam Pujo Mulyatno]]>;
<![CDATA[Samuel]]>;
<![CDATA[Feri Adi Mukhlisin]]>;
<![CDATA[Syaiful Tambah Putra Ahmad]]>
<![CDATA[ International Journal of Marine Engineering Innovation and Research Vol. 8 No. 2 (2023) ]]>
Publisher : <![CDATA[Department of Marine Engineering, Institut Teknologi Sepuluh Nopember ]]>
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DOI: 10.12962/j25481479.v8i2.5203
<![CDATA[In shipbuilding projects, it is often the case that the project completion time exceeds the planned target time. Risk is an important factor in estimating the project schedule. If risk occurs in a project, it is certain that the project duration will increase. Therefore, risk analysis and mitigation are needed in the risk management of shipbuilding projects. The case study in this research is the 11.3 DWT TRANSKO Tawes mooring boat construction project owned by PT Pertamina Trans Kontinental which is experiencing delays. With data in the form of the project main schedule, risk analysis uses Primavera Risk Analysis software integrated with the Monte Carlo method to analyze risks to the schedule and provide an estimate of the exact project completion time. By randomly decreasing the uncertainty variable for 201 iterations, the results show that the percentage value of project delays is 11.38% of the target project construction duration of 167 days so that the project is estimated to experience a maximum delay of 19 days from the planned target duration so that the project is completed in 186 days or 1 day longer than the actual duration of the project which is completed in 185 days. In the TRANSKO Tawes 11.3 DWT mooring boat construction project, 12 risks were obtained that affected the project with details of 3 high category risks, 2 medium category risks, and 7 low category risks. As for the actual duration of the project, there is an increase in productivity compared to the duration of the simulation results, which is 0.0001 DWT/mandays.]]>
