The Usage of Automatic Identification System (AIS) Data for Safety during Navigation

Estimation of safety on navigation by using safety distance formulation of sea transport is possible with by using data from the Automatic Identification System (AIS). Based on AIS data can be calculated the safety distance and actual distance of the target ship and also closest ship Calculation of safety distance and actual distance of the ship using AIS data closer to the real condition because AIS data provide ship data (time and location) as real-time. This study showed that calculation of safety distance is able to cover all speed more than 5 knots. The results show several ships from 295 total numbers of ships through the Strait of Malacca on 15th November 2013, 8.00 pm until 9.00 pm in danger condition but need to refer to the type of the ship also by using the information from the references website. The ships under the Singapore flag contribute the highest values from the total quantity of the marine traffic on 15th November 2013, 8.00 pm until 9.00 pm follow by Panama, Liberia and Marshall Island. The most high-risk time which danger to the marine transportation and shipping traffic in the Strait of Malacca

Feasibility study of wing-in-ground for marine rescue operation

This study aims to investigate performance of current rescue facilities and position based on statistic data of sea accident between 2010 and 2011 in Kepulauan Riau. Current rescue facilities are located at the latitude 0.93105 and longitude 104.44359. Using the statistic data, an optimal recue location and facilities in Kepulauan Riau are determine based on International Maritime Organization (IMO) standard. International Maritime Organization requirement, an emergency, passengers should be able to leave the ship with time 60 minutes. The optimal position and rescue facilities are determined using Great Circle Distance-Spherical Trigonometry and Statistical of Standard Error methods. In this study, simulation code is developed using visual basic 2010 language. Results of simulation show current rescue facility requires a lot of time to reach the accident location which is up to 12.5 hours. In order to meet IMO requirement, this study proposes wing in ground for rescue operation. Using current rescue location, wing in ground also does not meet the IMO standard which is up to 3.04 hours. Additional, this study divides the Kepulauan Riau into two regions of rescue operation. The optimal for rescue facilities of region 1, at the latitude 0.74568 and longitude 104.36256, and based on the distribution of the accidents in Kepulauan Riau 2010-2011, current rescue facility required up to 5.6 hours to reach the accident area, while the wing in ground facilities required up to 1.3 hours. The optimal for rescue facilities of region 2, at the latitude 3.00338 and longitude 107.79373, current rescue facility required up to 5 hours to reach the accident area, while the wing in ground facilities required shorter time that is up to 1.2 hour

A simple fuzzy logic diagnosis system for control of internal combustion engines

Fuzzy logic (FL) systems are widely established as a technology offering an alternative system to tackle compound and ill defined problems. They can be trained from examples, are fault tolerant in the sense that they are capable to grip noisy and deficient data, are able to deal with non-linear problems, and once trained can perform prediction and generalization at high speed. in this paper a simple fuzzy logic control has been developed which is used for defining engine system faults and control and maintain them in a normal range without use any complicated mathematical equation and any fault sensor

Load characteristics of cold water pipe based on fibreglass-filled HDPE composites

Cold water pipe (CWP) which is used in ocean thermal energy conversion stationary surface platform should be able to keep water at a temperature of ~5°C, with the result that cold water could be used to liquefy ammonia vapor from a turbine generator to generate electricity. CWP has an inner diameter of about 3m to 4m that reach to 500m water depth. CWP on the stationary platform will experience stresses due to current and wave loads and the weight of the pipe itself. This paper will explain the loading that occurs. Seawater currents generate movement of CWP in the horizontal direction which causes the pipe to be subjected to bending stress. Bending loading fluctuates with different wavelengths and angles each time. In addition, seawater currents lead vortex-induced vibration. The properties of pipe material used should be lightweight, flexible and strength that subjected to wave and current loads. HDPE material is suitable for CWP than other polymeric materials. Because of lightweight and flexible. For the strength, it is filled with short fiberglass in order to withstand low temperature and corrosion. The CWP bending due to seawater current causes the structure of the pipe material to experience repetitive tensile and compressive loading. And due to waves occurs axial tensile load. So that the main load on the CWP is the tension and pull loading that occurs repeatedly or fluctuating in sinusoidal shape and the resistance of the CWP will be more accurately known by fatigue testing alternating load

Buckling criteria for subsea pipeline

Oil and gas production in subsea operation continues to the extreme depth. Harsh environment and severe operation of oil and gas transportation due to high pressure and temperature become crucial for pipeline transportation. Consequently, The pipelines will deform to buckle shape which affect to integrity of pipeline. This phenomenon should be considered in design of pipeline to provide reliability of pipeline operation during time life period. The design result of pipelines is according to DNV F 101 whereas the magnitude of pipeline curvature will validate by ANSYS 14 to ensure pipeline reliability

Wave exciting forces of a free floating semi submersible in regular waves

Drilling and production of oil by semi submersible take place in many locations throughout the world. Generally, floating structures play an important role in exploring the oil and gas from the sea. The force and motion prediction of offshore structures may be carried out using time domain or frequency domain models or model tests. In this paper the frequency domain analysis used because it is the simplified and linearized form of the equations of motion. The time domain analysis, unlike frequency domain models, is adequate to deal with non-linearities such as viscous damping and mooring forces, but it requires sophisticated solution techniques and it is expensive to employ. In this paper, the wave exciting forces of a free floating semi-submersible were carried out using 3D source distribution method within the scope of the linear wave theory. The results obtained from computations were also compared with the results obtained using commercial software MOSES and WAMIT

Marine education and research development in Malaysia

The development of local capabilities and research and development is one of the most challenges of the shipbuilding and offshore industries in Malaysia. The Industrial Master Plan has proposed five strategies thrusts for the long term viability of the marine transport sub-sector to overcome the challenges. As the shilbuilding and offshore industries in Malaysia rapidly grow, the characteristics of higher education and institution has changed in field and expertise, upgrading curriculum and cocuricullum, accreditation system, to responded the industrial need. Universiti Teknologi Malaysia as the only one university run in ship and offshore engineering has runned several programmes to meet the demand such Global Outreach Programme, Student Tranning Programme, Shipyard Visit, and research collaboration with shipyards and other international universities around the worl

Ice resistance performance analysis of double acting tanker in astern condition

An optimum procedure of hull form design for ice ship going "Double Acting Tanker" is introduced. The procedure orderly consist of hull form design, analyses of performance of a ship in open water and ice condition, maneuverability performance, ice loading effect on propeller and torsional shaft, and economical and environmental societies. In the present study, only two topics are mainly discussed, which are hull form design and then continued with performance analysis in ice condition and open water. For the hull form design the objective parameter are considered as follows; stem and the stern angles, upper and lower fore bulbous angles, entrance angles, and spreading angles. All those angles are investigated for both full loaded and ballast condition in ahead and astern. Special concern is needed for stern part due to existing propeller effect on ice breaking performance. The hull form is firstly investigated without installation of propeller to avoid the effect of pressure from propeller and then continued by installation of propeller to find the optimum propeller design and propeller immersion. Research in ice condition is compromised with open water. The optimum hull form, propeller design and propeller immersion is when the hull form gives better performance for both open water and ice condition. The selected hull form then is compared with existing DAT tanker "Tempera"

Prediction of CO2 emitted by marine transport in Batam-Singapore channel using AIS

Global warming and air pollution have become one of the important issues to the entire world community. Exhaust emissions from ships has been contributing to the health problems and environmental damage. This study focuses on the Strait of Malacca area because it is one of the world's most congested straits used for international shipping where located on the border among three countries of Indonesia, Malaysia and Singapore. This study will predict CO2 emission from the marine transport. This is accomplished by developed a ship database in the Straits of Malacca by using the data which obtained from Automatic Identification System (AIS). From the database, MEET methodology is used to estimate the CO2 emission from ships

Performance of VLCC ship with podded propulsion system and rudder

Podded propulsion system becomes common installed in ships due to high maneuvering. The purpose of this paper is to discuss performance of both VLCC ships with podded propulsion and rudder. As initial offset data, published ship (SR221A) was used for generating hull form of a podded propulsion ship using Maxsurf software by maintaining the principal dimension: length, breadth, and draft. In order to suit installation of podded house, the stern part was modified. The hydrostatic data of both ships with podded propulsion and rudder are transferred to Ship Resistance and Propulsion Simulation software to determine the running speed by given same power. It was found that running speed produced by a ship using pod propulsion system lower than the speed produced by a ship using rudder