Madi Madi, Muhammad Gufran Nurendrawan Bangsa, Bintari Citra Kurniawan, Andi Andi, Fathan Hafiz, Putty Yunesti, Amelia Tri Widya, Asfarur Ridlwan, Daniel Epipanus
The Indonesian Ocean Energy Association has ratified the potential for ocean wave energy in Indonesia with a theoretical potential of 141,472 Megawatts. Unfortunately, this vast potential has not yet been utilized optimally in the Indonesian seas. Ocean wave energy technology has developed rapidly in various countries worldwide. One of the most famous ocean wave power generation technologies is the Oscillating Water Column (OWC), which utilizes airflow from ocean waves oscillating movement. Inspired by OWC, an innovative ocean wave power generation technology model was designed using a simpler fan turbine because it is directly integrated with an electric dynamo and an internal flow system in a venturi tube which can increase airspeed based on the concept of continuity theory. The experiment's results succeeded in creating up and down movements of ocean waves with a high tide of 15 cm and a low tide of 12 cm. Ocean wave oscillations can produce gusts of air with a speed of 1.56 m/s. The final result is obtained by model performance with an average turbine rotation speed of 42.191 rpm, an average electric voltage of 0.809 volts, and a more optimal turbine efficiency of 67.9%.
{"title":"Experimental Study of The Fan Turbine Performance in Oscillating Water Column with Airflow System in Venturi Directional","authors":"Madi Madi, Muhammad Gufran Nurendrawan Bangsa, Bintari Citra Kurniawan, Andi Andi, Fathan Hafiz, Putty Yunesti, Amelia Tri Widya, Asfarur Ridlwan, Daniel Epipanus","doi":"10.55981/wave.2023.819","DOIUrl":"https://doi.org/10.55981/wave.2023.819","url":null,"abstract":"The Indonesian Ocean Energy Association has ratified the potential for ocean wave energy in Indonesia with a theoretical potential of 141,472 Megawatts. Unfortunately, this vast potential has not yet been utilized optimally in the Indonesian seas. Ocean wave energy technology has developed rapidly in various countries worldwide. One of the most famous ocean wave power generation technologies is the Oscillating Water Column (OWC), which utilizes airflow from ocean waves oscillating movement. Inspired by OWC, an innovative ocean wave power generation technology model was designed using a simpler fan turbine because it is directly integrated with an electric dynamo and an internal flow system in a venturi tube which can increase airspeed based on the concept of continuity theory. The experiment's results succeeded in creating up and down movements of ocean waves with a high tide of 15 cm and a low tide of 12 cm. Ocean wave oscillations can produce gusts of air with a speed of 1.56 m/s. The final result is obtained by model performance with an average turbine rotation speed of 42.191 rpm, an average electric voltage of 0.809 volts, and a more optimal turbine efficiency of 67.9%.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"46 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135619304","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In previous studies by Saputra, the use of straight Hull Vane® increased ship's resistance. Based on hypothesis, this was caused by lifting force from Hull Vane® being too large, so that ship experienced bow trim. To reduce bow trim, smaller Hull Vane® was made including Hull Vane® with AR = 8.5, AR = 22.9 and AR = 28.94 with speeds which were 11 knots (Fn = 0.34), 17 knots (Fn = 0.53), 20 knots (Fn = 0.62) and 26 knots (Fn = 0.8). From simulation results, it was found that use of a straight Hull Vane® in every aspect ratio variation on vessel was only effective at 11 knots speed which could reduce ship's resistance up to 17%. For speeds above 11 knots, increased in aspect ratio can reduce resistance but resistance on ships with straight Hull Vane® was still greater than on ships without Hull Vane® because lift force by Hull Vane® at ship stern was still too large, so the bow of ship was more submerged than ship without Hull Vane®. This caused value of the wetted surface area (WSA) and value of hydrodynamic pressure more increased than ships without Hull Vane®, so value of ship's resistance also increased.
{"title":"Analysis of The Effect of Hull Vane Lifting Force on Fast Vessel Resistance: Straight Hull Vane","authors":"Nafiri Muhammad Kautsar, None I Ketut Suastika","doi":"10.55981/wave.2023.926","DOIUrl":"https://doi.org/10.55981/wave.2023.926","url":null,"abstract":"In previous studies by Saputra, the use of straight Hull Vane® increased ship's resistance. Based on hypothesis, this was caused by lifting force from Hull Vane® being too large, so that ship experienced bow trim. To reduce bow trim, smaller Hull Vane® was made including Hull Vane® with AR = 8.5, AR = 22.9 and AR = 28.94 with speeds which were 11 knots (Fn = 0.34), 17 knots (Fn = 0.53), 20 knots (Fn = 0.62) and 26 knots (Fn = 0.8). From simulation results, it was found that use of a straight Hull Vane® in every aspect ratio variation on vessel was only effective at 11 knots speed which could reduce ship's resistance up to 17%. For speeds above 11 knots, increased in aspect ratio can reduce resistance but resistance on ships with straight Hull Vane® was still greater than on ships without Hull Vane® because lift force by Hull Vane® at ship stern was still too large, so the bow of ship was more submerged than ship without Hull Vane®. This caused value of the wetted surface area (WSA) and value of hydrodynamic pressure more increased than ships without Hull Vane®, so value of ship's resistance also increased.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"110 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135309776","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Sail boat is a type of sail boat with the main mover in the form of a sail that utilizes the wind to generate thrust so that it can go according to the desired speed. Although the type of sail propulsion has been found since time immemorial, research on sails and their effects on sailboats is very rarely done. In general, research only focuses on calculating the size of the sail so that the sailboat is able to go at the desired speed without considering other things that might happen to the sailboat if the sail is used. Therefore, the researcher intends to analyze the force on the sail with variations of the sail and ring and its effect on the sailboat. Based on the results of the research conducted, taking into account the wind conditions in the coastal area of Banyuwangi, the results of the data analysis are as follows, including the size of the main sailing vessel that is suitable for having a length of 5 meters, a width of 2 meters and a height of 1 meter and a water laden depth of 0 ,5 meters. The best wind direction is at 180° or behind the sail boat. The optimum wind speed that can be used is 30 knots or 15 m/s. And the maximum heeling degree that can be tolerated before the sail boat is 25° Direction of port side and right.
{"title":"A Comprehensive Study of Wave Angels and their Influence on Sail Boats","authors":"Jangka Rulianto, Anggra Fiveriati, IGNB Catra Wedarma","doi":"10.55981/wave.2023.226","DOIUrl":"https://doi.org/10.55981/wave.2023.226","url":null,"abstract":"Sail boat is a type of sail boat with the main mover in the form of a sail that utilizes the wind to generate thrust so that it can go according to the desired speed. Although the type of sail propulsion has been found since time immemorial, research on sails and their effects on sailboats is very rarely done. In general, research only focuses on calculating the size of the sail so that the sailboat is able to go at the desired speed without considering other things that might happen to the sailboat if the sail is used. Therefore, the researcher intends to analyze the force on the sail with variations of the sail and ring and its effect on the sailboat. Based on the results of the research conducted, taking into account the wind conditions in the coastal area of Banyuwangi, the results of the data analysis are as follows, including the size of the main sailing vessel that is suitable for having a length of 5 meters, a width of 2 meters and a height of 1 meter and a water laden depth of 0 ,5 meters. The best wind direction is at 180° or behind the sail boat. The optimum wind speed that can be used is 30 knots or 15 m/s. And the maximum heeling degree that can be tolerated before the sail boat is 25° Direction of port side and right.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"288 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136381218","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Khairunnisa, Priyambodo Nur, Ardi Nugroho, Kharis Abdullah
The scarcity of materials due to the impact of the pandemic has caused the price of shipbuilding materials is increased and the production costs to become more expensive. So, optimization steps need to be taken to reduce production costs but still ensure the quality of the coal carrier pontoons. One of the optimization steps that can be done is by changing the frame distance. In this study, two variations of the frame distance, 600 and 650 mm, will be carried out to obtain the optimal value from the initial design of 610 mm. In the numerical calculation, each construction model will be analyzed for the magnitude of the stress using finite element method software in still water conditions, sagging, and hogging. From the calculation results, the profile size of the frame distance of 600 mm is smaller than the frame distance of 650 mm; this happens because the modulus value is smaller. In the stress analysis, the highest allowable stress value was obtained from the sagging condition at a frame distance of 610 mm with a value of 84.87 MPa.
{"title":"Stress Analysis of 91.5 Metre Coal Carrier Pontoon with Variations of Frame Distance","authors":"Khairunnisa, Priyambodo Nur, Ardi Nugroho, Kharis Abdullah","doi":"10.55981/wave.2023.223","DOIUrl":"https://doi.org/10.55981/wave.2023.223","url":null,"abstract":"The scarcity of materials due to the impact of the pandemic has caused the price of shipbuilding materials is increased and the production costs to become more expensive. So, optimization steps need to be taken to reduce production costs but still ensure the quality of the coal carrier pontoons. One of the optimization steps that can be done is by changing the frame distance. In this study, two variations of the frame distance, 600 and 650 mm, will be carried out to obtain the optimal value from the initial design of 610 mm. In the numerical calculation, each construction model will be analyzed for the magnitude of the stress using finite element method software in still water conditions, sagging, and hogging. From the calculation results, the profile size of the frame distance of 600 mm is smaller than the frame distance of 650 mm; this happens because the modulus value is smaller. In the stress analysis, the highest allowable stress value was obtained from the sagging condition at a frame distance of 610 mm with a value of 84.87 MPa.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"8 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2023-07-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139362475","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This paper discusses the prediction of ship stability before sailing. This study aims to determine the stability value of the water ambulance in specific operating scenarios. The method used in this study is the B-splines mathematical equation and the optimization method using Maxurf software, which varies ship loading by 100% DWT, 50% DWT, and 25% DWT. The results of the study showed that 100% DWT had a maximum GZ value of 40 degrees and an initial GM of 1.240 meters; 50% DWT conditions had a maximum GZ value of 41.8 degrees and an initial GM of 0.711 meters; and 25% DWT conditions had a maximum GZ value of 43.2 degrees and an initial GM of 0.653 meters. The initial GM value increases with an increasing DWT value. Meanwhile, the maximum GZ value decreased as the DWT value increased. All operational scenarios are determined to meet HSC 2000 Annex 8 monohull criteria.
{"title":"Stability Study of Water Ambulance in East Kalimantan Inland Waterways","authors":"None Alamsyah, Ardhi Hidayatullah, Wira Setiawan, None Suardi, None Habibi, Samsu Dlukha Nurcholik, Wardina Suwedy","doi":"10.55981/wave.2023.186","DOIUrl":"https://doi.org/10.55981/wave.2023.186","url":null,"abstract":"This paper discusses the prediction of ship stability before sailing. This study aims to determine the stability value of the water ambulance in specific operating scenarios. The method used in this study is the B-splines mathematical equation and the optimization method using Maxurf software, which varies ship loading by 100% DWT, 50% DWT, and 25% DWT. The results of the study showed that 100% DWT had a maximum GZ value of 40 degrees and an initial GM of 1.240 meters; 50% DWT conditions had a maximum GZ value of 41.8 degrees and an initial GM of 0.711 meters; and 25% DWT conditions had a maximum GZ value of 43.2 degrees and an initial GM of 0.653 meters. The initial GM value increases with an increasing DWT value. Meanwhile, the maximum GZ value decreased as the DWT value increased. All operational scenarios are determined to meet HSC 2000 Annex 8 monohull criteria.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135806856","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-05DOI: 10.29122/jurnalwave.v16i2.5545
Hariyono Hariyono
Riset ini bertujuan untuk menganalisa kegagalan struktur ladder pada Kapal Isap Produksi Timah 19 yang telah mengalami patah ladder mengakibatkan beberapa komponen dan peralatan ladder seperti cutter hilang di dasar laut, salah satu penyebabnya yaitu pengaruh model bracing yang dipasang pada konstruksi pondasi katrol ladder sehingga menimbulkan biaya yang sangat besar untuk perbaikan ladder yang patah. Riset dilaksanakan menggunakan Finite Element Analysis dengan pemodelan menggunakan bantuan software Ansys. Model ladder dibuat sesuai aktual dengan panjang ladder 59 m. Kemudian dibuat masing-masing model diagonal bracing dan x-bracing khusus pada konstruksi pondasi katrol. Beban yang bekerja pada ladder untuk 2 model sama yaitu berat pipa dan lumpur sebesar 1,42 x 105 N, berat cutter sebesar 0,57 x 105 N dan torsi cutter sebesar 0,67 x 108 Nmm. Hasil analisa menunjukkan bahwa tegangan maksimum terjadi pada komponen strut tepat dibawah pondasi katrol untuk model diagonal bracing sebesar 57,32 N/mm2 dibandingkan dengan model x-bracing sebesar 25,44 N/mm2. Hasil ini menunjukkan bahwa konstruksi brace yang dipasang pada area katrol ladder sangat mempengaruhi nilai tegangan sehingga untuk meminimalisir kegagalan struktur ladder khususnya pada area katrol sebaiknya menggunakan konstruksi x-bracing karena memiliki nilai tegangan minimum dibandingkan konstruksi diagonal bracing yang terpasang saat ini pada Kapal Isap Produksi.
{"title":"ANALISIS KEGAGALAN STRUKTUR LADDER PADA KAPAL ISAP PRODUKSI","authors":"Hariyono Hariyono","doi":"10.29122/jurnalwave.v16i2.5545","DOIUrl":"https://doi.org/10.29122/jurnalwave.v16i2.5545","url":null,"abstract":"Riset ini bertujuan untuk menganalisa kegagalan struktur ladder pada Kapal Isap Produksi Timah 19 yang telah mengalami patah ladder mengakibatkan beberapa komponen dan peralatan ladder seperti cutter hilang di dasar laut, salah satu penyebabnya yaitu pengaruh model bracing yang dipasang pada konstruksi pondasi katrol ladder sehingga menimbulkan biaya yang sangat besar untuk perbaikan ladder yang patah. Riset dilaksanakan menggunakan Finite Element Analysis dengan pemodelan menggunakan bantuan software Ansys. Model ladder dibuat sesuai aktual dengan panjang ladder 59 m. Kemudian dibuat masing-masing model diagonal bracing dan x-bracing khusus pada konstruksi pondasi katrol. Beban yang bekerja pada ladder untuk 2 model sama yaitu berat pipa dan lumpur sebesar 1,42 x 105 N, berat cutter sebesar 0,57 x 105 N dan torsi cutter sebesar 0,67 x 108 Nmm. Hasil analisa menunjukkan bahwa tegangan maksimum terjadi pada komponen strut tepat dibawah pondasi katrol untuk model diagonal bracing sebesar 57,32 N/mm2 dibandingkan dengan model x-bracing sebesar 25,44 N/mm2. Hasil ini menunjukkan bahwa konstruksi brace yang dipasang pada area katrol ladder sangat mempengaruhi nilai tegangan sehingga untuk meminimalisir kegagalan struktur ladder khususnya pada area katrol sebaiknya menggunakan konstruksi x-bracing karena memiliki nilai tegangan minimum dibandingkan konstruksi diagonal bracing yang terpasang saat ini pada Kapal Isap Produksi.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126420719","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-05DOI: 10.29122/jurnalwave.v16i2.5430
Nafiri Muhammad Kautsar, I Ketut Suastika
Dalam studi sebelumnya, penggunaan Hull Vane® lurus mengakibatkan peningkatan nilai resistance kapal. Berdasarkan hipotesa, hal ini disebabkan oleh gaya angkat yang diberikan Hull Vane® terlalu besar sehingga kapal mengalami trim haluan. Untuk mengurangi trim haluan maka dibuat ukuran Hull Vane® yang lebih kecil antara lain Hull Vane® dengan AR = 8.5, AR = 22.9 dan AR = 28.94 dengan kecepatan uji pada 11 knot (Fn = 0.34), 17 knot (Fn = 0.53), 20 knot (Fn = 0.62) dan 26 knot (Fn = 0.8). Dari hasil simulasi yang dilakukan, didapatkan bahwa penggunaan Hull Vane® lurus di setiap variasi aspect ratio pada kapal uji hanya efektif pada kecepatan 11 knot dimana mampu mengurangi resistance kapal hingga 17%. Untuk kecepatan di atas 11 knot, peningkatan aspect ratio mampu untuk mengurangi hambatan namun resistance pada kapal dengan Hull Vane® lurus masih lebih besar dibandingkan dengan kapal tanpa Hull Vane® yang disebabkan nilai lift force oleh Hull Vane® lurus pada buritan kapal masih terlalu besar sehingga haluan kapal lebih banyak tercelup dibandingkan kapal tanpa Hull Vane®. Hal tersebut mengakibatkan nilai wetted surface area (WSA) dan nilai hydrodynamic pressure meningkat dibandingkan kapal tanpa Hull Vane® sehingga nilai resistance kapal pun bertambah.
{"title":"Analisis Pengaruh Gaya Angkat Hull Vane terhadap Hambatan Kapal Cepat Hull Vane Lurus","authors":"Nafiri Muhammad Kautsar, I Ketut Suastika","doi":"10.29122/jurnalwave.v16i2.5430","DOIUrl":"https://doi.org/10.29122/jurnalwave.v16i2.5430","url":null,"abstract":"Dalam studi sebelumnya, penggunaan Hull Vane® lurus mengakibatkan peningkatan nilai resistance kapal. Berdasarkan hipotesa, hal ini disebabkan oleh gaya angkat yang diberikan Hull Vane® terlalu besar sehingga kapal mengalami trim haluan. Untuk mengurangi trim haluan maka dibuat ukuran Hull Vane® yang lebih kecil antara lain Hull Vane® dengan AR = 8.5, AR = 22.9 dan AR = 28.94 dengan kecepatan uji pada 11 knot (Fn = 0.34), 17 knot (Fn = 0.53), 20 knot (Fn = 0.62) dan 26 knot (Fn = 0.8). Dari hasil simulasi yang dilakukan, didapatkan bahwa penggunaan Hull Vane® lurus di setiap variasi aspect ratio pada kapal uji hanya efektif pada kecepatan 11 knot dimana mampu mengurangi resistance kapal hingga 17%. Untuk kecepatan di atas 11 knot, peningkatan aspect ratio mampu untuk mengurangi hambatan namun resistance pada kapal dengan Hull Vane® lurus masih lebih besar dibandingkan dengan kapal tanpa Hull Vane® yang disebabkan nilai lift force oleh Hull Vane® lurus pada buritan kapal masih terlalu besar sehingga haluan kapal lebih banyak tercelup dibandingkan kapal tanpa Hull Vane®. Hal tersebut mengakibatkan nilai wetted surface area (WSA) dan nilai hydrodynamic pressure meningkat dibandingkan kapal tanpa Hull Vane® sehingga nilai resistance kapal pun bertambah.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"55 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129495335","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-01-05DOI: 10.29122/jurnalwave.v16i2.5432
Siwi Woro Herningsih
Kemampuan berkomunikasi dan penggunaan kode isyarat internasional merupakan kemampuan interaksi yang dimiliki oleh individu atau seseorang di atas kapal untuk dapat berinteraksi dan bersosialisasi dengan individu atau orang lain. Tujuan penelitian ini adalah untuk mengetahui pengaruh komunikasi berkomunikasi dan penggunaan kode isyarat internasional terhadap tingkat keselamatan pelayaran kapal. Pendekatan yang digunakan dalam penelitian ini adalah kuantitatif. Analisis data yang digunakan pendekatan struktural Equation Model (SEM) berbantuan aplikasi smart PLS. Responden dalam penelitian ini adalah 68 awak kapal yang ada di Pelabuhan Merak. Hasil penelitian menunjukkan bahwa terdapat pengaruh kemampuan berkomunikasi terhadap tingkat keselamatan pelayaran, selain itu kemampuan penggunaan kode internasional terhadap tingkat keselamatan.
{"title":"PENGARUH KEMAMPUAN BERKOMUNIKASI DAN PENGGUNAAN KODE ISYARAT INTERNASIONAL TERHADAP TINGKAT KESELAMATAN PELAYARAN KAPAL DI PELABUHAN","authors":"Siwi Woro Herningsih","doi":"10.29122/jurnalwave.v16i2.5432","DOIUrl":"https://doi.org/10.29122/jurnalwave.v16i2.5432","url":null,"abstract":"Kemampuan berkomunikasi dan penggunaan kode isyarat internasional merupakan kemampuan interaksi yang dimiliki oleh individu atau seseorang di atas kapal untuk dapat berinteraksi dan bersosialisasi dengan individu atau orang lain. Tujuan penelitian ini adalah untuk mengetahui pengaruh komunikasi berkomunikasi dan penggunaan kode isyarat internasional terhadap tingkat keselamatan pelayaran kapal. Pendekatan yang digunakan dalam penelitian ini adalah kuantitatif. Analisis data yang digunakan pendekatan struktural Equation Model (SEM) berbantuan aplikasi smart PLS. Responden dalam penelitian ini adalah 68 awak kapal yang ada di Pelabuhan Merak. Hasil penelitian menunjukkan bahwa terdapat pengaruh kemampuan berkomunikasi terhadap tingkat keselamatan pelayaran, selain itu kemampuan penggunaan kode internasional terhadap tingkat keselamatan.","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115835961","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-12-30DOI: 10.29122/jurnalwave.v16i2.5471
Rodlitul Awwalin
Kepulauan Kangean merupakan wilayah bagian dari Kabupaten Sumenep, Pulau Madura, Jawa Timur. Jumlah penduduk di Kepulauan Kangean berjumlah 116.946 jiwa pada tahun 2021, dengan tingkat kepadatan penduduk sebesar 1,397 orang per km2. Aktifitas perekonomian antar pulau, masyarakat secara umum menggunakan transportasi laut berupa kapal pelayaran rakyat (Pelra), kapal penyeberangan berukuran kecil dan kapal perintis. Pada penelitian ini dilakukan studi konseptual perencanaan fasilitas transportasi laut berupa waterbus yang bertujuan untuk meningkatkan kemudahan akses kegiatan ekonomi masyarakat kepulauan kangenan. Metode yang digunakan pada penelitian ini berupa studi lapangan untuk mengetahui pola operasi kapal serta menggunakan data kapal pembanding yang beroperasi di Kepulauan Kangean. Berdasarkan hasil studi lapangan diperoleh bahwa mayoritas kapal yang melayani pelayaran di kepulauan kangenan adalah kapal pelayaran rakyat. Hasil regresi linear diperoleh ukuran utama kapal Waterbus adalah L=15 m, B=4 m, H=1,71 m, T=0,86 m, GT=16,71 ton. Selanjutnya diperoleh pola operasi kapal Waterbus untuk Kepulauan Kangean yang terdiri dari dua titik, yaitu titik pertama di Pelabuhan Batugulok Kecamatan Arjasa ke pulau sekitarnya, dan titik kedua di Pelabuhan Sapeken Kecamatan Sapeken ke pulau sekitarnya.
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Pub Date : 2022-12-14DOI: 10.29122/jurnalwave.v16i2.4728
Ahmad Yasim, Nandiko Rizal, W. Widodo
Perkembangan energi terbarukan mengalami peningkatan pesat seiring menipisnya cadangan bahan bakar fosil. Arus laut adalah sumber energi terbarukan yang memiliki potensi besar di Indonesia namun didominasi oleh kecepatan arus rendah. Vertical Axial Tidal Current Turbine (VATCT) adalah teknologi yang cukup efektif mengkonversi energi arus laut rendah menjadi energi listrik. NACA 63(4)021 adalah jenis hidrofoil yang sedang trend digunakan karena dapat menghasilkan efisiensi yang lebih baik. Oleh karena itu, dilakukan studi numerik hidrofoil NACA 63(4)021 berdasarkan kondisi kecepatan arus rendah. Studi numerik menggunakan model 2D dengan variasi sudut serang dan initial condition Re 200.000. Dari hasil studi, diketahui nilai Cl maksimal 1,16 pada AoA 15?, sedangkan nilai Cd cukup rendah pada AoA antara 0? hingga 10?. Nilai Cl/Cd maksimal adalah 25.5 pada AoA 8?. Dengan demikian, direkomendasikan sudut ideal hidrofoil NACA 63(4)02 pada VATCT adalah 8? (untuk turbin fixed pitch) atau pada rentang sudut 5? hingga 10? (untuk turbin active-passive pitch).
{"title":"STUDI NUMERIK KARAKTERISTIK HIDROFOIL NACA 63(4)021 SEBAGAI PENGEMBANGAN BILAH TURBIN ARUS LAUT KECEPATAN RENDAH","authors":"Ahmad Yasim, Nandiko Rizal, W. Widodo","doi":"10.29122/jurnalwave.v16i2.4728","DOIUrl":"https://doi.org/10.29122/jurnalwave.v16i2.4728","url":null,"abstract":"Perkembangan energi terbarukan mengalami peningkatan pesat seiring menipisnya cadangan bahan bakar fosil. Arus laut adalah sumber energi terbarukan yang memiliki potensi besar di Indonesia namun didominasi oleh kecepatan arus rendah. Vertical Axial Tidal Current Turbine (VATCT) adalah teknologi yang cukup efektif mengkonversi energi arus laut rendah menjadi energi listrik. NACA 63(4)021 adalah jenis hidrofoil yang sedang trend digunakan karena dapat menghasilkan efisiensi yang lebih baik. Oleh karena itu, dilakukan studi numerik hidrofoil NACA 63(4)021 berdasarkan kondisi kecepatan arus rendah. Studi numerik menggunakan model 2D dengan variasi sudut serang dan initial condition Re 200.000. Dari hasil studi, diketahui nilai Cl maksimal 1,16 pada AoA 15?, sedangkan nilai Cd cukup rendah pada AoA antara 0? hingga 10?. Nilai Cl/Cd maksimal adalah 25.5 pada AoA 8?. Dengan demikian, direkomendasikan sudut ideal hidrofoil NACA 63(4)02 pada VATCT adalah 8? (untuk turbin fixed pitch) atau pada rentang sudut 5? hingga 10? (untuk turbin active-passive pitch).","PeriodicalId":263381,"journal":{"name":"Wave: Jurnal Ilmiah Teknologi Maritim","volume":"80 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-12-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133909653","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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