111

ＯＴＥＣ
Vol. 26（2021），111 ～ 123

Preliminary Design of Multi‐Purpose Waste Management
Ship for Indonesian Waters
Rizky IRVANA*1,2, Abdul ROKHIM*1,2 and Arif FADILLAH*1,2*1 Department of Naval Architect, Darma Persada University
Taman Malaka South Street, East Jakarta, Jakarta, 13450, Indonesia*2 Darma Persada Maritime Research Center
Taman Malaka South Street, East Jakarta, Jakarta, 13450, Indonesia

Abstract
The increasing number of people and their activities have an impact on the marine environment. The sea
becomes vulnerable to the threat of pollution originating from human activities, such as waste, either industrial
or household waste, oil spills, or bad behavior in disposing of waste. Currently, the world is faced with the
problem of plastic waste pollution in the sea. Indonesia is one of the largest plastic waste contributor countries
in the world after China. 80 percent of the plastic waste enters through the river and the remaining 20 percent isdue to the behavior of throwing garbage directly into the sea. If there is no serious handling, marine pollution
will increasingly have an impact on the economic and tourism sectors, disrupting the life of marine biota,
ecosystems, and human health. As an archipelagic country, Indonesia requires extraordinary efforts to monitor
the ocean territory. One of the most important things is to keep the waters free from litter. Of course, this ideal
condition is difficult to achieve because of the large amount of water activity, both on the high seas and the ports.
As many as 400 million tons of plastic are produced worldwide annually for various purposes, including as awrapping material because it is lightweight and functional. This was quoted from a report by the World Economic
Forum entitled White Paper on Plastics Circular Economy and Global Trade published in July 2020.
Unfortunately, most of the plastic ends up as waste and has the potential to damage the environment, including
in waters. The total waste entering the sea in 2020 is estimated to reach 521,540 tons, of which around 12,785
tons came from activities in the Indonesian sea. This number has taken into account waste leakage data from
activities at sea which is calculated through the approach to the number of trips for passenger ships and fishingboats. One of the important factors in controlling marine debris is activities at the port. Not only from land
activities but activities from passing ships also contribute to the problem of marine pollution and even oil spills
from the ship. From the problems above, a ship is needed that can reduce solid or liquid waste. Therefore, theauthor plans to design a multipurpose waste management ship that can solve them. The hull of the garbage ship
is made using a catamaran hull because apart from being more efficient in terms of resistance and stability, theship's deck will also have a wider width than a monohull hull so that it can load more equipment.
Key words : Catamaran Ship, Garbage Ship, Multi-Purpose Ship, Waste Ship, Waste Management Ship

1. Introduction
The number of activities from human activities does not infrequently produce material in the form of residual objects
continuously and will make piles in nature. Waste objects that are not useful and unwanted in the long term will be aserious problem that must be prevented and taken seriously. The remaining objects that are disposed of by nature can becalled garbage (Law No. 8 of 2018). The staggering rate of waste generation due to industrialization, urbanization, andpopulation growth has raised a pressing problem regarding environmental damages and human health hazards, especiallyin developing nations. Nowadays, due to the lack of proper infrastructural services and serious effort by responsible
authorities and governments, many cities in the world are overwhelmed by Municipal Solid Waste (MSW) problems
Received date: 2021.11.30
E-mail of corresponding author: rizky4568@gmail.com

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Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH(Tsai et al., 2020). Accelerating industrialization (Zhao et al., 2016), urbanization (Singh, 2019), population (Muneeb etal., 2018) and economic growth and change in lifestyle and consumption patterns lead to a tremendous increase in thegeneration of MSW (Yao et al., 2019). Based on forecasting, the global MSW generation may increase from 1.3 billion t
per year in 2010 to 2.2 billion t per year by 2025 (Hoornweg and Bhada-Tata, 2012).
In addition to waste on the surface, there is also a lot of garbage at the bottom of the water which causes shallow
water depths due to the accumulation of so much garbage in one place, but the main source of this buildup is soil erosion
caused by high rainfall or waves and also can result in sedimentation in the form of mud at the bottom of these waters.
As the shipping industry develops and the process of globalization accelerates, shipping has become one of the mostimportant means of transportation for many countries, assuming an important role in global cargo transportation. 90% of
the volume of world trade is transported by ships (Oliveira et al., 2019). Ships produce pollution that damages the aquatic
environment and the surrounding atmosphere (Martin et al., 2019).

Fig. 1

River contamination in Indonesia.

The main pollution includes oil pollution, air pollution, domestic waste pollution, and waste pollution. According tostatistics, 11% of waste discharged into the ocean comes from shipping (Sherrington et al., 2016), and ship waste is a
substantial part of ship-sourced pollution (To and Kato, 2017). Ship waste is generated during ship operations, navigation,and berthing, including packaging materials, plastic products, food scraps, and domestic waste. The amount and categoryof ship waste vary greatly during a voyage, as does the amount of ship waste during the delivery of different types ofcargo. For example, when transporting general cargo, the waste is mainly packaging material, for every 100–150 tonnesof cargo transported, 1 tonne of waste is generated. When transporting bulk cargo, for every 100 tons of cargo transported,
70 kg of waste is generated. Marine pollution is an important environmental problem of our time. Different pollutants
such as oil, sewage, plastics, and hazardous chemicals enter the marine environment and affect marine organisms,
ecosystems, human health, and the economy (Beiras, 2018). It is estimated that about 80% of marine debris is on land
(UNEP, n.d.a), with regional fluctuations; at the same time, marine-based sources are receiving increasing attention, bothbecause of their quantity, but also because of the damage to marine life and its negative impact on the economy(GESAMP, n.d.)Preliminary Design of Multi‐Purpose Waste Management Ship for Indonesian Waters

Fig. 2113

Oil spill along the coastline in Indonesia.

Ship waste mainly comes from wrapping and binding materials during cargo transportation, waste during daily ship
repair and maintenance, and domestic waste during the daily life of ship crews. According to the estimates of a Chinese
scholar, the monthly amount of shipwreck generated by a 14,100 TEU container ship with 23 crew on the route from far
east to northwest Europe is estimated as follows: (1) The amount of plastic waste generated per person per day isapproximately 0.005 m3 ( mainly including compressed purified water bottles, beverage bottles, and self-purchased foodpackaging bags, etc.), it is estimated that the crew generates about 0.115 m3 of plastic waste per day and 3.45 m3 of plastic
waste per month (30 days), food plastic bags produced by the kitchen and plastic packaging materials produced by thedeck, engine room, and other departments is about 1.0 m3 per month. This means that the total plastic waste generated
by the ship is 4.45 33 per month. (2) The vessel generates approximately 0.7 m3 of compressed ship waste per month,including empty paint buckets, empty chemical buckets, empty cleaning buckets (plastic), empty cooking bottles, winebottles, and used batteries, etc. According to calculations, the total amount of ship waste generated by the ship is about
8.6 m3 per month.
Ship waste can cause major damage to the ocean. Toxic substances contained in ship waste can affect the survival of
aquatic organisms and the waste itself can degrade water quality and disrupt the water purification process itself. In
addition, some of the ship's waste will be deposited on the seabed, thus changing the living conditions of aquaticorganisms (Basar et al., 2018). Plastics in ship waste are the most dangerous for marine organisms and very dangerous
for the oceans (Alfonso et al., 2021). Plastic is very difficult to decompose and can be mistaken for food by marine
animals (Basu, 2017). Only by taking action to manage, control, and recycle waste, its access to the marine environment
can be greatly reduced (Rangel-Buitrago et al., 2020). Marine pollution caused by shipwrecks is getting worse. How todeal with it is no longer a problem that must be faced by only one country, but a problem that must be a concern of theworld. Passenger ships operate in all the oceans of the planet, often in pristine coastal waters and sensitive marine
ecosystems. They tend to concentrate their activities in certain coastal areas and repeatedly visit the same ports, creating
significant cumulative impacts on a local scale due to population density (Toneatti et al., 2020). A passenger ship is a
floating city that accommodates more than 300 passengers and crew members to serve passengers and maintain the ship.
Currently, there is a trend of increasing ship size (Cerveny et al., 2020). Passenger ship operators provide facilities totheir passengers like hotels. Consequently, passenger ships have the potential to generate all kinds of waste (EPA, 2008;
Sanches et al., 2020). Copeland (2011) calculated the average waste production for a cruise ship with 3000 people duringa voyage during a week as follows: 795 m3 of waste, 3785 m3 of greywater, 95 m3 of oily water, and 8 tonnes of solid
waste.

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Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH

This study aims to design a mode of water transportation, namely ships that can overcome or reduce solid or liquid
waste from land, sea, or ship waste, therefore the author plans to design a multipurpose catamaran waste management
ship that can solve the above problem. This research chose a ship design with a catamaran hull because the catamaran
compared to a monohull ship has a wider deck, has better stability, is more comfortable because the angle of swing issmaller (Herijono, 2017). The design of a ship with a catamaran hull because the catamaran compared to a monohull ship
has a wider deck, has better stability, more comfortable because the angle of swing is smaller. (Nugraha, 2017). To reduce
air pollution or water pollution produced from this ship, one of them is to use renewable energy sources, one of which is
sunlight as an energy supporting lighting on ships. Solar energy is one of the energies that can create a Zero Emission
Vehicle (ZEV) because it can be converted into several forms of energy, one of which is the helioelectrical process. The
Helioelectrical process is the process of converting solar energy into direct electrical energy by using photovoltaic devices
or solar panels made of semiconductor materials, electric power is one of the best candidates for reducing air pollution
and marine pollution. (Sardi, 2019).

2. Methodology
2.1 Spiral Design
The process of making a ship design is an iterative process, which must go through every stage that must be met toget a good and optimal ship design. This design is described in the spiral design (the spiral design). The spiral design
divides the entire process into 4 stages, namely concept design, preliminary design, contract design, and detail design(Watson, 1998)

Fig. 3

Spiral Design.

2.1.1 Concept design
Concept design or ship design concept is an advanced stage after the Owner's requirement. The concept of ship
design is the task or mission of the designer to define an object to meet mission requirements and comply with existing
constraints or problems. Concepts can be made using approach formulas, curves, or experience to make initial estimatesthat aim to get estimates of construction costs, ship machinery costs, and ship equipment and supplies costs. The results

Preliminary Design of Multi‐Purpose Waste Management Ship for Indonesian Waters

115

of this design concept stage are generally in the form of drawings or sketches, either partially or completely.

2.1.2 Preliminary design
The second stage in the design process is the preliminary design. Preliminary design is a further technical endeavorthat will give more detail to the design concept. Concerning the spiral diagram, this preliminary design is the second
iteration or can be said to be the second path on the spiral diagram. What is meant by detail includes features that have asignificant impact on the ship, including the initial approach to the costs that will be required. Examples of adding details
are the calculation of the longitudinal strength of the ship, the development of the midship section of the ship, a moreaccurate calculation of the weight and center of gravity of the ship, draft, stability, and others.

2.1.3 Contract design
The contract design stage is an advanced stage after preliminary design, namely the stage of developing ship designin a more detailed form that allows shipbuilders to understand the ship to be built and accurately estimate all shipbuilding
costs. The main purpose of the design contract is the creation of a document that describes the ship to be built.
Furthermore, the document will be the basis of the contract or development agreement between the ship-owner and the
shipyard.

2.1.4 Detail design
Detail design is the last stage of the ship design process. At this stage, the results from the previous stages aredeveloped into a more detailed working drawing as a whole. This stage includes all the plans and calculations needed forthe ship's construction and operation process. The bulk of this work is the production of working drawings required forthe production process.

2.2 Linear Regression
The method used in linear regression is the Least Squares Method. The purpose of this method is to make the errorsthat occur as small as possible, as shown below. The trick is to square the error (D2), where;��𝐷𝐷 � � ��1 � ��𝑥𝑥1�� � ��2 � ��𝑥𝑥2�� � ��𝑥𝑥 � ��𝑥𝑥𝑥𝑥��

From the regression form:�

(1)� � 𝜕𝜕 � 𝜕𝜕𝑥𝑥(2)𝜕𝜕𝜕𝜕 � /𝜕𝜕𝜕𝜕 � 0(3)

a and b must be made such that for D2 to be a minimum, so that:𝜕𝜕𝜕𝜕 � /𝜕𝜕𝜕𝜕 � 0𝜕𝜕 �� ∑ �����∑ �� ∑ ��� ∑ �� � ��∑ ����

(4)
(5)

𝜕𝜕 � � � 𝜕𝜕𝑥𝑥(6)

�� � ��

(7)

After obtaining a and b, then enter them into the regression equation y = a + bx. To predict whether the regression
line that we have made already has the smallest possible error, it is necessary to calculate a coefficient called thecorrelation coefficient (r). The correlation coefficient has a value from 0 - 1. The closer the value to 1, the better r. The
formula for calculating r is:���

Where:�� �

𝐷𝐷𝐷𝐷 � � ∑������� � ���

(8)

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Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH

𝐷𝐷 � � ������𝑦𝑦� � � � �����

(9)

2.3 Ships stability
To calculate the stability of the ship designed using the A.N-Krylov method to obtain appropriate results using thestandards provided by IMO. On a ship, whether in an upright position or tilted to an angle, two forces act: The weight ofthe ship (W) and the buoyant force (Fb) are equal but act in opposite directions. The weight of the ship is the gravitational
force measured in Newtons, the buoyant force which is also measured in Newtons is also called the displacement (force).
For the displacement (mass) of the ship, measured in tons the symbol Δ is used. For the underwater volume of the hull,called the volumetric displacement, the symbol ∇ is used. (A.N-Krylov)
𝐹𝐹� � g∆� �g∇(10)

𝐺𝐺𝐺𝐺� � 𝐵𝐵𝐵𝐵� � 𝐺𝐺𝐵𝐵

(11)

The initial metacentric height is equal to the difference between the metacentric radii and the distance between thecenter of buoyancy (B) and gravity G.

The transverse metacenter radius at each inclination is also called the metacenter difference.
𝑟𝑟� � 𝐵𝐵� 𝑀𝑀� �

����

(12)

�∇

The transverse metacentric radius for the upright position is:𝑟𝑟� � 𝐵𝐵𝐺𝐺� ����𝑟𝑟� � 𝑟𝑟� � ∇

���

(13)

∇

Where: Iwl = moment of inertia of the waterplane.
The relationship between the two equations is:
(14)

�∇

The static stability arm can be calculated using the following equation:
𝐺𝐺𝑍𝑍 � 𝑦𝑦�� cos 𝜑𝜑 � �𝑧𝑧�� � 𝑍𝑍� ����𝜑𝜑 � 𝐺𝐺𝐵𝐵���𝜑𝜑

(15)

Where : 𝑦𝑦�� , 𝑧𝑧�� are the coordinates of the center of buoyancy.

The equation BN = 𝑦𝑦�� cos 𝜑𝜑 � �𝑧𝑧�� � 𝑍𝑍� ����𝜑𝜑 is called the righting arm of form and BC = BG sinφ iscalled the righting arm of weight. GZ can also be calculated by the formula:
𝐺𝐺𝑍𝑍 � 𝑦𝑦�� cos 𝜑𝜑 � 𝑍𝑍�� � �𝐺𝐺���𝜑𝜑

(16)

𝑀𝑀� � g∆ 𝐺𝐺𝐺𝐺� 𝜑𝜑(17)

𝑀𝑀� � g∆ GZ

(18)

�����

(19)

For a small inclination angle, the relationship between GZ and the inclined angle is assumed to be directly
proportional, then the erection moment can be calculated by:
The above formula is called the metacenter formula of stability. For all angles of inclination, the erection moment
can be calculated by:
The curve of the straightening arm must match the appropriate characteristics. An example of the GZ value at theslope angle GZ200, GZ300, GZ400, GZ 0m, from the slope angle m must match. The difference between the straighteningarm and the angle of inclination is called the generalized metacenter height:
ℎ� �

��

� 𝐵𝐵� 𝐺𝐺 � 𝑦𝑦�� ���𝜑𝜑 � 𝑍𝑍�� ���𝜑𝜑 � �𝐺𝐺���

Geometrically, this is equal to the distance between the metacenter M and the projection of G in the direction of thebuoyant force, Z��𝐸𝐸� � �� 𝑀𝑀� 𝑑𝑑𝑑𝑑 � g∆ �� 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺(20)Preliminary Design of Multi‐Purpose Waste Management Ship for Indonesian Waters

Fig. 4117

GZ Curve.

2.3 Ships resistanceTo find out the total resistance of the designed ship, this study uses the Insel & Molland method and the slender bodyin the maxsurf program which then the results obtained will be compared. Manual calculations by using the following
formula:The total resistance of the ship for each catamaran hull:𝐶𝐶����� � �1 � ��� � 𝐶𝐶𝑜𝑜 � � � 𝐶𝐶𝑃𝑃

(21)

Where:𝐶𝐶� = Friction Resistance1 � �kτ𝐶𝐶�= Catamaran viscous resistance interference= Catamaran wave resistance interference= wave resistance

For Catamaran Viscous Resistance Interference:
1 � ��= �� � �1 � ��� � � � 1(22)

�𝐶𝐶 � 0,5 𝑥𝑥 𝜌𝜌 𝑥𝑥 2 𝑥𝑥 𝑊𝑊𝑊𝑊𝑊𝑊 𝑥𝑥 𝑉𝑉 � 𝑥𝑥 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶(23)

To calculate the total resistance of the catamaran used the following formula:

2.4 Number of solar panel
To calculate the need for how many solar panels are used onboard the calculation below is used:
𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 𝑃𝑃𝑆𝑆𝑃𝑃𝑁𝑁𝑆𝑆 ������ ����������� ����� �� ��� ��������

����� ����� ����� ���� ��� � ��� �������� ���� ���(24)

The duration of solar radiation is estimated to be 5 h. The amount of power produced by all solar panels in 1 h is:
Number 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 �Pieces� � 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 Peak 𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 �W) = ... (Wh)(25)

Amount of Power 1 h � Duration of irradiation for 5 h � … �Wh�(26)

The amount of power generated by all the solar panels in 5 hours is:

2.5 The energy produced by solar panels

Solar PV (Photovoltaic) energy is defined as solar energy generated by Solar PV modules.

118

Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH

𝐸𝐸𝐸𝐸𝐸𝐸�𝑡𝑡� �

���

����

. 𝜂𝜂𝜂𝜂. 𝜂𝜂𝜂𝜂. 𝑥𝑥1.

������
����

(27); 𝑡𝑡 � 0,1,2, … 24

Where PPV is the Solar PV module's peak wattage in watts; Irr is solar radiation in kW/m2 and GSTC is radiation atstandard test conditions equal to 1 kW/m2. 𝜂𝜂𝜂𝜂 is the efficiency of the Solar PV system which is the energy loss due toconverters, cables, temperature, etc. 𝜂𝜂𝜂𝜂 is the charging efficiency which is the energy loss due to the process of charging
Solar PV energy to the battery, and x1 is the number of Solar PV modules.

2.6 Number of battery
To calculate the need for how many batteries are used onboard the calculation below is used:
𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 ��𝑡𝑡𝑡𝑡𝑁𝑁𝑁𝑁� ������ ����������� ����� �� ��� ��������

(28)������� �������� ����2.6 Battery Energy
Other factors that affect battery capacity such as temperature, charging current, or discharging are not considered.
𝐸𝐸𝑁𝑁�𝑡𝑡𝑡𝑡 ������.�����.��

(29)

����.��

Where Vbatt is the nominal battery voltage in volts and Cbatt is the battery capacity in Ampere-hours, 𝜂𝜂𝜂𝜂 is thebattery discharging efficiency which represents energy loss during the energy discharge process, and x2 is the number ofbatteries.

4. Data
4.1 Comparison ship data
Ship data is needed to find the main dimension of the ship to be designed. With the data of the existing ship, it will
be converted from Eq. (1) to (8). The following provides 20 comparison ship data:
Table 1.

Data of comparasion ship

Ship Dimension
L (m)

B (m)

H (m)

T (m)

L/H

Ratio
B/T

12

5,5

1,8

0,5

6,667

11,000

2,182

13,6

7,7

2,7

1,1

5,037

7,000

1,766

3 BT A-307
4 Bahia 46

12,8

6,7

2,4

1,3

5,333

5,154

1,910

14

1,3
1,1

5,385

2,000

14,3

2,9
2,8

4,828

5 Salina 48 Evolution
6 Nautitch 47

7
7,7

5,107

7,000

1,857

14,5

7,6

3

1,2

4,833

6,333

1,908

7 Yellow Cat II
8 Fastford

14,9

6,7

2,2

1,1

6,773

6,091

2,224

12

4,5

1,8

1,2

6,667

3,750

2,667

9 Whitemorph
10 Gulftslansd

14,8

5,4

1,8

1,2

8,222

4,500

2,741

14,6

6,7

2,1

1,1

6,952

6,091

2,179

11 Gulfts Urveyor
12 Ikatere

14,6
14,2

5,2

1,9

1,3

7,684

4,000

2,808

5,7

2,4

1,2

5,917

4,750

2,491

13 Deodar II
14 Bobkat1250

14,5

6,9

1,9

0,8

7,632

8,625

2,101

12

5

1,5

0,5

8,000

10,0002,400

NoName of Ship

1 The aqua View
2 BT T 405

L/B

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Preliminary Design of Multi‐Purpose Waste Management Ship for Indonesian Waters

15 Clipper III
16 Catamaran Ha1245

14,4

6,6

1,8

0,7

8,000

9,429

2,182

12,5

4,4

1,5

0,4

8,333

11,0002,841

17 Catamaran ferry
18 Passenger Ferry

10,5

5

1,7

0,5

6,176

10,000

2,100

8,76

4

1

0,4

8,760

10,0002,190

19 19 m catamaran ferry
20 Cat Taxi

16

6,9

2

1

8,000

6,900

2,319

9,8

5,8

1

0,3

9,800

19,333

1,690

The ship data taken is combined data from a commercial ship in the form of a catamaran hull. There is also a garbage
ship that uses the catamaran hull in the data above.

4.2 Main dimension correction
After the main dimension of the ship is obtained, then corrections are made to the main size with values taken fromthe table below.
Table 2.

Main Size Correction

Correction

Method

Value

L/B1

Insel & Molland

5,9 - 15

B/H

Insel & Molland

0,7 - 4,1

S/L

Insel & Molland

0,19 - 0,51

S/B1

Insel & Molland

0,9 - 4,1

B1/T

Insel & Molland

0,9 - 3,1

B1/B

Insel & Molland

0,15 - 0,3

If the correction does not meet, then the calculation of the main dimension of the ship must be repeated until allcomponents are met

4.3 Stability Criteria
This is a correction standard for calculating ship stability from the IMO (International Maritime Organization). If
several criteria are not met, the calculation will be repeated by improving the placement of the equipment on the ship
until it gets a good center of gravity.
Table 3.

Stability Criteria

Code

Criteria

Value

Units

A.749(18) Ch3 - Design criteria applicable to all ships

3.1.2.1: Area 0 to 30

3,1513m.deg

A.749(18) Ch3 - Design criteria applicable to all ships

3.1.2.1: Area 0 to 40

5,1566m.deg

A.749(18) Ch3 - Design criteria applicable to all ships

3.1.2.1: Area 30 to 40

1,7189m.deg

A.749(18) Ch3 - Design criteria applicable to all ships

3.1.2.2: Max GZ at 30 or greater

0,200

m

A.749(18) Ch3 - Design criteria applicable to all ships

3.1.2.3: Angle of maximum GZ

25,0

deg

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Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH

5. Result and discussion
5.1 Main dimension calculation

(b)

(a)

(c)
Fig. 5 (a), (b), (c) Resul of linear regression.

The results of the calculation of equations 1-8 are expressed in graphical form using the help of Ms. excel. There are
3 charts, namely the L/H, L/B, and B/T ratio charts. Each of these ratios will produce the main dimensions of the ship,
there are length, width, height, and draft. Then the main dimension is corrected against table 2. If it meets the criteria,then the calculation can be continued to the next stage. If it does not meet the criteria in table 2, then the main dimension
calculation is repeated. The other main dimensions and the weight of the ship are calculated using the Maxsurf software
which is presented in the table below.
Table 4.

Main dimension of ship

Dimension

Value

Unit

L

20,000

m

B

8,250

m

H

3,800

m

T

1,300

m

Cb

0,422

Cp

0,734

Cw

0,802

Cm

0,576

Weight53

Ton

Preliminary Design of Multi‐Purpose Waste Management Ship for Indonesian Waters

121

5.2 Design, equipment, and facility

Fig. 5 Design of ship.

Since this research is still in the early design stage, there will be several design options. Each design has a different
capacity but has the same function. The front of the ship has a navigation deck, which is where the ship's steering wheel
is located. Just like other commercial ships, this ship also follows the international rules in terms of safety, namely SOLAS(Safety of Life at Sea). According to SOLAS, the equipment that must be on the navigation deck is the Echo SounderRadio, Compass, Radar, GPS, etc. By using equation (1) this ship is equipped with a solar panel with a capacity of 1.8
kWh. Depending on the placement of the solar panels and the number of them, the capacity may vary. Also equippedwith a battery by following equation (1) the battery capacity is 2x30 kWh. Just like with solar panels, the capacity of thisbattery can change according to the electricity needs on the ship. The tool for picking up the waste uses a conveyor beltwith a power of 0.5 kW at a speed of 20m/min. The ship is equipped with a garbage bin with a capacity of 27m3 for one
trip. If it is full it will be dumped at the nearest port.

Fig. 6

Design of ship.

Behind the navigation deck, there is a warehouse for storing oil booms, oil skimmers, and dispersants. The oil boom
is used to widen the oil spill that occurs from inside the ship. where the suction capacity of the oil skimmer is 10l/m. An
oil skimmer is a tool to suck up oil spills. If the spill is too dense, an oil dispenser can be used first. It was explained
earlier that this ship is a multipurpose ship, this ship is also equipped with a cutter section type dredger. The capacity ofthe dredging itself is 1m3/h. The capacity of the oil spill storage tank is 1000l for one trip. This ship is equipped with apowerful 330 HP engine for a maximum speed of 15 knots. The speed when picking up trash, which is only 6 knots withthe required power is 15 HP.

122Rizky IRVANA, Abdul ROKHIM, Arif FADILLAH

Fig. 7

Design of ship.

This is another one-of-a-kind design. There are several cranes to help operate the oil boom, and other cranes can
assist with garbage collection. If the oil and garbage tanks are full, they must be disposed of at the nearest port. A reception
facility is a place in the port where to store the remains and waste from the ship.

6. Conclusion
From the results of the research above, several conclusions can be drawn
1. The results of the calculation of the main dimensions of the vessel meet all the specified correction criteria witha crew of approximately 3 to 4 people. The main dimension of the ship can still be changed according to theneeds and capacity because this is still an early design.
2. The results of the calculation of the ship's resistance at a speed of 15 knots is 32 Kn and the required power is319 HP.
3. The available designs are still subject to change because this is an initial design including the existing facilities
on the ship.
4. The stability of the ship will be made into 2 conditions when the condition is a full load and the condition is anempty load and the results will be corrected according to the rules of the IMO (International Marine
Organization) Code on Intact Stability.
5. Alternative renewable energy not only uses solar energy with solar panels but can also use other energies.

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