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Optimization of space under main deck on landing craft utility (LCU) ships to increase loading capacity

Sugeng S., Ridwan M., Sulaiman S., Khristyson S. F.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 1

99--103

EN

With this optimization, the cargo will increase and the ship's revenue will also be more. The LCU ship that we know so far is a ship whose cargo is always above the main and the space under the main is unused Void Space. The purpose of this study is to determine the optimization value of the use of space under the main deck of the Landing Craft Utility (LCU) ships. method used in this study is a comparison with several previous ship approaches to produce evaluation results from the addition of loading space under the main deck and calculation of stability using computational software approximation. LCU design of under main deck space with a maximum vehicle value can accept a vertical moment of 2750 mm. With a structural strength of 13150 tons. A series of numerical experiments show that the proposed method can effectively produce a satisfactory LCU ship design optimization plan for ship owners.

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Mechanical properties of small boat construction from HDPE blue drum scrap

Ridwan M., Sulaiman S., Sugeng S., Sarwoko S., Nies H.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 3

573--578

EN

This paper discusses the mechanical properties of alternative wood substitute materials in the construction of small boats (jukung/cadik type). Jukung/cadik boat as a small fishing boat with a length overall 6,400 m, design beam 1,530 m, design draft 0.380 m, displacement 2,442 tons, wetted surface area 15.58 m2, the pressure acting on the submerged hull needed minimum material used has a strength of 0.0039 MPa or 3.92 kN/m2. The replacement material used is the HDPE blue drum scrap, which has an average thickness of 3mm, then made into two layers as laminate. The laminate process uses welding. The results of HDPE laminate material from these two layers are tested for tensile and compressive strength to meet the material strength requirements for small ship hulls. They were testing the strength of HDPE welded joints with type A1 specimens. Tension and compression of the two-layer laminate material was tested with specimens of type A2, A3, and A4. The tensile test results for A1 specimens obtained for welding tests are pretty good at 17.1 MPa, then the results of compression tests for specimen type A2, A3, and A4 on average are 23.36 MPa, which is greater than the need for the strength of the jukung/cadik hull.

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Measurement of maximum vibration after the addition of the gorger construction to evaluate the side deck girder construction planning in the ship engine room

Sugeng S., Utomo B., Said S. D., Yusim A. K., Windyandari A., Khristyson S. F., Afrizal L., Jatmiko A. B., Sanjiwo Z. Z.

TransNav : International Journal on Marine Navigation and Safety of Sea Transportation

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2022

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Vol. 16 No. 2

337--340

EN

The greatest vibration occurs in the engine room, but all other parts of the ship also experience vibrations because it is propagating. Even though there are methods to reduce these vibrations such as engine beds, they can only reduce the damaging effects and cannot completely eliminate the vibrations themselves. The method used in this research is to compare the measurement of good vibrations in the conditions before the addition of construction and after the addition of construction for later comparison with numerical calculation data. The purpose of this study is to obtain the maximum vibration value in the conditions after the addition of the gorger construction before the addition of the side deck girder construction as a means of evaluating the side deck girder construction planning in the ship engine room ship 2000 DWT. The result consideration of adding construction becomes one or the alternative in providing reinforcement so that it can reduce the vibration that occurs. From analyze results after addition of a sized T profile FB 180 x 8 mm FP 75 x 10 mm, which ranges from 28 - 29 m/s2 for the x-axis vibration value, while for vibrations on the y-axis the maximum is 10-11 m/s2, and on the maximum z-axis. at 20-21 m/s2, this analyze vibration is based on the time between 0 - 15 seconds or per 15 second interval, able to reduce percentage of vibration in the ship engine room area is 34.91%.