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Vol. 27（2022），93 ～ 111

Design of Multi‐Purpose Waste Management Ship forIndonesian Waters (Case Study: Barito River)Rizky IRVANA*1.2. and Abdul Rokhim3*1 Center for Maritime Studies at Darma Persada University, Faculty of Ocean Technology
South Malacca Park Street, East Jakarta, DKI Jakarta, 13450. Indonesia*2 Department of Marine Engineering, Faculty of Ocean Technology, Darma Persada University
South Malacca Park Street, East Jakarta, DKI Jakarta, 13450. Indonesia*3 Department of Naval Architect, Faculty of Ocean Technology, Darma Persada University
South Malacca Park Street, East Jakarta, DKI Jakarta, 13450. Indonesia

Abstract
The number of activities from human activities not infrequently make material in the form of residues which
continuously and will make piles in nature, residues or residues from human activities, namely waste, industry,or remnants of natural processes in the form of solids or liquids. Organic and inorganic that can be decomposedand cannot be decomposed also can no longer be used and disposed of in the environment. The Barito River isthe largest and longest river in South Kalimantan, whose springs originate from the interior of Central
Kalimantan and empties into South Kalimantan, namely the Java Sea. The Barito River has a status of heavily
polluted Water Quality Index (IKA). From the above problems, it is necessary for ships that can overcome andreduce solid or liquid waste; therefore, to design a multipurpose catamaran waste management ship that cansolve the above problems, with equipment for handling waste, oil spill waste, and waste. Sedimentation. To
design the ship, this Final Project uses a linear regression method with a size of L = 20 m, B = 8.25 m, H = 3.8
m, T = 1.3 m, and the number of crew members is 5 people. This ship uses 16 solar panels, with 4 charge
controller units, 2 battery units, and 2 inverter units to support the ship's electricity. The analysis of resistanceanalysis was obtained using the Holtrop method of 3.9 kN. This ship stability method uses criteria that refer to
IMO A.749 (18) Code On Intact Stability Chapter 3 Design Criteria Applicable To All Ships, with the results
fulfilling the requirements.
Key words : Catamaran Ship, Pollution Reduction, Ship Design, Ship Waste Management, Solar Energy, Solar
Panel,

1. Introduction
Numerous huge marine oil spills have occurred thus far, and each one has had disastrous effects on the marine
and coastal ecosystem as well as the nearby fishing and tourist businesses. Every day there is a greater chance of anoil spill. The risk cannot be greatly decreased, not even with the adoption of double-hull tankers (Clauss et al., 2022).
Human health, marine life, natural resources, and the country's economy are all seriously harmed by oil spills. Everynational government takes action to stop oil spills and remove them if they become a hazard. For the containment andcontrol of an oil spill, there are better options. Quick to react and with good organization (Manivel & Sivakumar,2020). The risk of accidents of light duty and over tankers (with or without spillage) grew from 0.025 to 0.066 between
2008 and 2017, nearly tripling. Thus, it is anticipated that there would progressively be an increase in the danger of* Date of Manuscript Acceptance 2023.1.11

E-mail of corresponding author: rizky4568@gmail.com

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Rizky IRVANA and Abdul ROKHIM

oil spills carried to Indonesia by ships (Zhang, 2021). These 44 cases can be divided into six categories, based on thecause of the accident:• Ship to ship collisions 22 (50.0%)• Ship grounding 17 (38.6%)• Onshore storage tanks ruptured 2 (4.5%)• Ship collision with wharf 1 (2.3%)• Incorrect loading and unloading operations 1 (2.3%)• The ship sank while on the way 1 (2.3%)
Ship-to-ship collisions or ship aground incidents, which frequently involve a human aspect, are to blame for the
majority of significant oil spills (Shirai, 2005). The production of diverse machinery and equipment is accelerating astechnology nowadays. Modern engineering and equipment design that can withstand a variety of weather and sea
conditions. Oil spill response plans will also be improved by the utilization of local chemical and oil laboratories. The
behavior of oil spills is influenced by ocean conditions, which also affect how well countermeasures work. Oil's
chemical and physical characteristics gradually alter when it is spilt on water.
Pollution of the marine environment is an event that can cause harm to the marine tourism sector, the fisheries
sector, the agriculture and livestock sector, the bird life sector, and the marine animal sector. Marine pollution bytankers can be in the form of oil spills (oil spills) due to accidents, leaks and tanker washing water (ballast). Marine
pollution from oil spills is responsible for 12% of the total marine pollution, but marine pollution from ship spills
attracts high public attention due to the consequences of oil spills by ships, which are generally caused by ship
accidents. Pollution originating from the sea can be grouped into two, namely pollution originating from ships (vesselsourced) and pollution originating from offshore oil exploitation activities (off-shore drilling). Oil spills (Oil Spill) are
one of the marine pollution incidents that can result from the results of tanker operations (ballast water), repair andmaintenance of ships (docking), mid-ocean loading and unloading terminals, bilge water (water, oil and lubricant
drains), scrapping ships, and what often happens is tanker accidents/collisions. In addition to having a bad taste andsmell, spilled oil harms the ecosystem by polluting the air, water, and nearby plants and animals (Manivel &Sivakumar, 2020).
The operational range of current oil skimming vessels is restricted to waves having a wavelength of 25 m and awave height of 1 m. Beyond these sea conditions, it is impossible to ensure safe oil recovery operations since theaccompanying motion, structural strains, and loads might seriously harm the ship and its subsystems (Klaus andKuhnlein, 1992). Additionally, the skimming system's effectiveness rapidly declines since less oil is skimmed as aresult of the breaking waves' process of mixing oil, water, and air with air. A considerable wave height of 1.5 meters,
which obviously surpassed the oil fleet's working restrictions, was the most likely sea state in the North Sea. The
capabilities of current oil skimming systems must be enhanced to function safely and effectively in more challenging
circumstances in order to fulfill the high transit requirements, operational conditions, and viability (Clauss et al.,2022).
Due to the rapidly expanding marine oil spill accident, there are already significant regions of contamination in
the relevant sea area when the oil leak is properly controlled, making the process of cleaning up the oil spill challenging
and inefficient. This class of engineering ships can be built to respond quickly to unexpected oil spills at sea, to block
when pollution has not yet spread widely, and to efficiently tackle the Pollution barrier area, which will enormously
prevent or minimize harmful emissions due to oil spill accidents and save on maintenance costs. These problems
include the rapid spread of marine oil spills, huge pollution, and difﬁculty in cleaning up (Zhang, 2021). The cost ofoil spills has been the subject of several studies. According to (Yamada,2009) has a recent review of the area. Operating
expenses for oil spill cleaning, however, which are mentioned as one of the top cost categories in relation to the overall
cost of oil spills, do not yet receive the credit they merit. For instance, see (Liu, 2066 and Wirtz, 2009). The reader isreferred to (Psarros et al., 2011) for a more in-depth explanation. In addition, the majority of the current models are
based on historical data from previous oil spills gathered from IOPCF statistics, which are passive by definition.

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)95

Fig. 1 Historical review of oil spill related events.

It is therefore extremely dubious to use such models for extrapolation outside of this range because they are
constructed using data on spill sizes that fall within a certain range, typically with modest median values for spills(Kontovas et al., 2010). Only two models allow for cost assessment of oil spill cleanup in the scientific literature. One
has been put up by (Etkin - Etkin, 1999 and 2000) and is deterministic but permits a rather open interpretation of thecost element in question. (Shahriari and Frost, 2008) have put out another deterministic paradigm that leaves no spacefor interpretation. In terms of the expenses associated with a worldwide oil leak, both models' projections are accurate,
but none has a very high spatial precision. As a result, because local circumstances are not adequately reflected, themodel cannot be used for thorough risk management or to optimize the oil combat fleet. Additionally, because of thespecial characteristics of the examined sea region, which the International Maritime Organization (IMO) has
designated as a Specially Sensitive Ocean Area (PSSA), oil might quickly reach the coast with disastrous results, forinstance (Lecklin et al, 2011). In other words, it is very hard to stop an oil leak from reaching the coast once it happensat sea (see Hietala and (Lampela, 2009 and Aps et al. 2007). The coastline is scattered with tiny islands, which makes
it difficult for the cleaning boats to sail in certain areas even if the depth of the sea would permit, which makes thecleanup operation much more difficult.
Other element that sets the HELCOM agreement apart from other marine areas is that it forbids the use of chemical
dispersants or in situ burning as oil fight methods, and cleaning is mostly done mechanically (HELCOM, 2012). Allof this illustrates the intricacy of the topic and the limits of the cleaning cost estimating methods that are currently
available. The source of each expenditure, which together make up the entire operational cost of oil spill cleanup,
should thus be considered. According to research by (Richards, 1972) the impurity combination in the oil-water
mixture has to be separated before the waste particles are separated from the water using a conveyor. These conveyors
are also employed to remove floating and decayed items from mixes. By rotating the drum clockwise, oil is absorbedby the drum and subsequently removed by a scrapper that is mounted next to the drum, according to research by

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Rizky IRVANA and Abdul ROKHIM(Kaylor et al, 1993). Finally, the collected oil enters the separate oil tank from the skimmer. Belt oil skimmers'
environmental factors and known characteristics were researched by (Walczyk et al., 2044) Belt speed and wave height
are examples of environmental parameters. The belt material must be changed for each type of application based on
the oil combined with water in order to determine the current oil concentration in the combination and the rate of oilremoval in the mixture. Conveyor systems for moving items from one location to another have been examined by(Hammond et al., 2011), including surface conveyors that carry a number of significant flight members along specified
trajectories. The conveyor surface may move freely along the rollers positioned on and off the conveyor loop for arange of applications thanks to the pivoting flight section.
(Patel et al, 2015) In this essay, we investigate oil skimmers' design enhancements and various skimmer design
characteristics, after which we discuss the findings. Shaft size, rope type, scrapper design, system placement speed,
and scrapper material are some of the modified design elements. Because of this design element, the oil skimmer's
efficiency has been somewhat increased. It has also been possible to examine various degreasing system types andidentify them from one another using certain metrics. (Patil et al., 207) have indicated that the separation of oils isbased on surface tension, specific gravity, and viscosity. Limitations of each approach must be addressed. He observed
how oil skimmers operated in a variety of belt locations, including the slanted, vertical, and horizontal axes of the oiltank.
The majority of solid oil booms are currently set up by tugboats for anti-proliferation management of maritime
oil spill pollution, and oil spill recovery ships are subsequently dispatched out to conduct recovery operations.
However, the response time to accidents is lengthy, only one engineering device serves more than one purpose, andcooperation effectiveness is poor. Pollutant diffusion is a problem that cannot be solved fast and efficiently.
Additionally, the solid oil explosion won't just obstruct the ship's path; it will also disturb marine life's usual activities,
and the layout range is constrained. Consequently, an oil spill recovery and rescue ship showed up.

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
to get 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 four stages, namely concept design, preliminary design, contract design, and detaildesign (Watson, 1998)

Fig. 2 Spiral Design.

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)97

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
estimates that aim to get estimates of construction costs, ship machinery costs, and ship equipment and supplies costs.
These design concept stage results are generally drawings or sketches, either partially or wholly.

2.1.2 Preliminary design
The second stage in the design process is the preliminary design. Preliminary design is a further technicalendeavour that will detail 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 havea significant impact on the ship, including the initial approach to the costs that will be required. Examples of adding
details are the calculation of the ship's longitudinal strength, the development of the midship section of the ship, amore accurate calculation of the weight and centre 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, developing ship design in a moredetailed form that allows shipbuilders to understand the ship to be built and accurately estimate all shipbuilding costs.
The primary purpose of the design contract is to create a document that describes the ship to be built. Furthermore,
the document will base the contract or development agreement between the shipowner 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
for the ship's construction and operation process. The bulk of this work is the production of working drawings required
for the production process.

2.2 Linear Regression
The method used in linear regression is the Least Squares Method. This method aims to make the errors that occur
as small as possible, as shown below. The trick is to square the error (D 2), where;222
𝐷𝐷2 = (𝑦𝑦1 − 𝑓𝑓(𝑥𝑥1)) + (𝑦𝑦2 − 𝑓𝑓(𝑥𝑥2)) + (𝑦𝑦𝑦𝑦 − 𝑓𝑓(𝑥𝑥𝑥𝑥))(1)
From the regression form :𝑌𝑌 = 𝑎𝑎 + 𝑏𝑏𝑏𝑏
(2)
2
a and b must be made such that for D to be a minimum, so that:
𝜕𝜕𝐷𝐷2 /𝜕𝜕𝜕𝜕 = 0(3)
𝜕𝜕𝐷𝐷2 /𝜕𝜕𝜕𝜕 = 0
(4)
𝑏𝑏 =

𝑛𝑛 ∑ 𝑥𝑥𝑥𝑥𝑥𝑥𝑥𝑥−∑ 𝑥𝑥𝑥𝑥 ∑ 𝑥𝑥𝑥𝑥
𝑛𝑛 ∑ 𝑥𝑥𝑖𝑖 2 −(∑ 𝑥𝑥𝑖𝑖)2

(5)

(6)
𝑎𝑎 = 𝑦𝑦 − 𝑏𝑏𝑏𝑏
After obtaining a and b, enter them into the regression equation y = a + bx. To predict whether the regression linethat we have made already has the slightest possible error, it is necessary to calculate the correlation 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:

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Rizky IRVANA and Abdul ROKHIM

𝐷𝐷𝑡𝑡 2 −𝐷𝐷

𝑟𝑟 = √(7)

𝐷𝐷𝑡𝑡 2

Where :
𝐷𝐷𝑡𝑡 2 = ∑𝑛𝑛𝑖𝑖=1(𝑦𝑦𝑦𝑦 − 𝑦𝑦)2𝐷𝐷2

= ∑𝑛𝑛𝑖𝑖=1(𝑦𝑦𝑦𝑦 − 𝑎𝑎 − 𝑏𝑏𝑏𝑏𝑏𝑏)2

(8)
(9)

2.3 Ships stability

To calculate the ship's stability was designed using the A.N-Krylov method to obtain relevant results using thestandards provided by IMO. On a ship, whether in an upright position or tilted to an angle, two forces act: The ship's
weight (W) and the buoyant force (Fb) are equal but act in opposite directions. The weight of the ship is thegravitational force measured in Newtons. The buoyant force, 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 volumeof the hull, called the volumetric displacement, the symbol ∇ is used. (A.N-Krylov)(10)
𝐹𝐹𝐵𝐵 = g∆= ρg∇
The initial metacentric height equals the difference between the metacentric radii and the distance between thecentre of buoyancy (B) and gravity G.
𝐺𝐺𝐺𝐺0 = 𝐵𝐵𝐵𝐵0 − 𝐺𝐺𝐺𝐺
(11)
The transverse metacentre radius at each inclination is also called the metacentre difference.
𝑑𝑑𝑑𝑑
𝑟𝑟𝜑𝜑 = 𝐵𝐵𝜑𝜑 𝑀𝑀𝜑𝜑 =  𝑊𝑊𝑊𝑊
(12)
𝑑𝑑∇

The transverse metacentric radius for the upright position is:𝐼𝐼
𝑟𝑟0 = 𝐵𝐵𝐵𝐵0 =  𝑊𝑊𝑊𝑊∇

Where: Iwl = moment of inertia of the waterplane.
The relationship between the two equations is:
𝑑𝑑𝑑𝑑
𝑟𝑟𝜑𝜑 = 𝑟𝑟0 + ∇ 0
𝑑𝑑∇

(13)

(14)

The static stability arm can be calculated using the following equation:
𝐺𝐺𝐺𝐺 = 𝑦𝑦𝐵𝐵𝐵𝐵 cos 𝜑𝜑 + (𝑧𝑧𝐵𝐵𝐵𝐵 − 𝑍𝑍𝐵𝐵 )𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 − 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺(15)Where : 𝑦𝑦𝐵𝐵𝐵𝐵, 𝑧𝑧𝐵𝐵𝐵𝐵 are the coordinates of the centre of buoyancy.
The equation BN = 𝑦𝑦𝐵𝐵𝐵𝐵 cos 𝜑𝜑 + (𝑧𝑧𝐵𝐵𝐵𝐵 − 𝑍𝑍𝐵𝐵 )𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 is called the righting arm of form, and BC = BG sinφ iscalled the righting arm of weight. The formula can also calculate GZ:
𝐺𝐺𝐺𝐺 = 𝑦𝑦𝐵𝐵𝐵𝐵 cos 𝜑𝜑 + 𝑍𝑍𝐵𝐵𝐵𝐵 − 𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾(16)
The relationship between GZ and the inclined angle is assumed to be directly proportional for a slight inclination
angle. Then the erection moment can be calculated by:
𝑀𝑀𝑅𝑅 = g∆𝐺𝐺𝐺𝐺0 𝜑𝜑(17)
The above formula is called the metacentre formula of stability. For all angles of inclination, the erection moment
can be calculated by:
𝑀𝑀𝑅𝑅 = g∆GZ(18)
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 must match the slope angle m. The difference between the straighteningarm and the angle of inclination is called the generalized metacentre height:ℎ𝜑𝜑 = 𝑑𝑑(𝐺𝐺𝐺𝐺)
𝑑𝑑𝑑𝑑= 𝐵𝐵𝜑𝜑 𝑀𝑀 − 𝑦𝑦𝐵𝐵𝐵𝐵 𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 + 𝑍𝑍𝐵𝐵𝐵𝐵 𝑐𝑐𝑐𝑐𝑐𝑐𝑐𝑐 − 𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾𝐾(19)Geometrically, this is equal to the distance between the metacentre M and the projection of G in the direction of
the buoyant force, Z
𝜑𝜑𝜑𝜑
𝐸𝐸𝑅𝑅 =  ∫0 𝑀𝑀𝑅𝑅 𝑑𝑑𝑑𝑑 = g∆ ∫0 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 (20)Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)99

Fig. 3 GZ Curve.

2.3 Ships resistanceTo find out the total resistance of the designed ship, this study uses the Insel & Molland method and the slenderbody in the maxsurf program which then the results obtained will be compared. Manual calculations by using thefollowing formula:
The total resistance of the ship for each catamaran hull:
𝐶𝐶𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 = (1 + 𝛽𝛽𝛽𝛽) × 𝐶𝐶𝐶𝐶 + 𝜏𝜏 × 𝐶𝐶𝐶𝐶
(21)
Where :𝐶𝐶𝐹𝐹
= Friction Resistance
1 + βk= Catamaran viscous resistance interference

𝐶𝐶𝑊𝑊= wave resistanceτ= Catamaran wave resistance interference

For Catamaran Viscous Resistance Interference :1 + 𝛽𝛽𝛽𝛽= [𝛽𝛽 × (1 + 𝑘𝑘)] − 𝛽𝛽 + 1
To calculate the total resistance of the catamaran used the following formula:
𝑅𝑅𝑅𝑅 = 0,5 𝑥𝑥 𝜌𝜌 𝑥𝑥 2 𝑥𝑥 𝑊𝑊𝑊𝑊𝑊𝑊 𝑥𝑥 𝑉𝑉 2 𝑥𝑥 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶

(22)
(23)

2.4 Number of solar panels

To calculate the need for how many solar panels are used on board, the calculation below is used:
𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑠𝑠ℎ𝑖𝑖𝑖𝑖(𝑤𝑤ℎ)𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 =(𝑤𝑤)
𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆𝑆 𝑝𝑝𝑝𝑝𝑛𝑛𝑛𝑛𝑛𝑛 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝 𝑝𝑝𝑝𝑝𝑝𝑝𝑝𝑝

𝑥𝑥 𝑠𝑠𝑠𝑠𝑠𝑠 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 (ℎ)(24)

The duration of solar radiation is estimated to be five 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)
The amount of power generated by all the solar panels in 5 hours is:Amount of Power 1 h × Duration of irradiation for five h = … (Wh)(26)

2.5 The energy produced by solar panels

Solar PV (Photovoltaic) energy is defined as solar energy generated by Solar PV modules.
𝐸𝐸𝐸𝐸𝐸𝐸(𝑡𝑡) =𝑃𝑃𝑃𝑃𝑃𝑃1000. 𝜂𝜂𝜂𝜂. 𝜂𝜂𝜂𝜂. 𝑥𝑥1.

𝐼𝐼𝐼𝐼𝐼𝐼(𝑡𝑡)
𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺; 𝑡𝑡 = 0,1,2, … 24

(27)

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 ofcharging Solar PV energy to the battery, and x1 is the number of Solar PV modules.

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2.6 Number of battery
To calculate the need for how many batteries are used onboard, the calculation below is used:
𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡𝑡 𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒𝑒 𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛𝑛 𝑜𝑜𝑜𝑜 𝑡𝑡ℎ𝑒𝑒 𝑠𝑠ℎ𝑖𝑖𝑖𝑖(𝑘𝑘𝑘𝑘)
𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁𝑁 𝑜𝑜𝑜𝑜 𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 =2.6 Battery Energi

𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵𝐵 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 (𝑘𝑘𝑘𝑘)(28)

Other factors that affect battery capacity, such as temperature, charging current, or discharging, are not considered.
𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸𝐸 =𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉.𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶.𝑥𝑥2(29)

1000.𝜂𝜂𝜂𝜂

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

3. Data
3.1 Research data location
The Barito River or the Dusun River (or also called the Banjar Besar River (groote rivier Bandjer) or the
Banjarmasin River in its lower reaches) is an area along the Barito River Basin (DAS). The name Barito is taken basedon the name Tanah Barito (formerly Onder Afdeeling Barito) which is upstream including the province of Central
Kalimantan, but is often used to name the entire watershed of this river down to its estuary in the Java Sea in South
Kalimantan which is called Muara Banjar/Kuala Banjar, The largest and longest river in South Kalimantan is the
Barito River. In the Hikayat Banjar, the Barito River is also called the Banjar River and some call it the China Riverbecause of the many activities of Chinese traders on this river in ancient times.
The upper reaches of the Barito River are in the Schwaner mountains, stretching from the Central Kalimantan
region in the northern part of Borneo Island to empties into the Java Sea, approximately 1,000 kilometers long. The
average width of the Barito River is between 650 and 800 meters with an average depth of 8 meters. The width of theriver at the funnel-shaped estuary reaches 1,000 meters, making the Barito River the widest river in Indonesia. Lately,
sedimentation or siltation in the Barito River has gotten worse due to the increasingly widespread conversion of land
from tropical forest/bamboo forest to oil palm/rubber land and reduced land cover in South Kalimantan and Central
Kalimantan.

Fig. 4 Kalimantan island.

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)101

Trisakti Harbor is the largest and busiest port in Kalimantan which is located in Banjarmasin. For the depth of theriver around Trisakti Port, Banjarmasin City, which is found in Navionics, it is estimated that the depth of the river isbetween 1-13 m. Based on the BMKG (Meteorology Climatology And Geophysics Council) Maritime Map, the wave
height around the Barito River that will be passed is still in the calm category(0.1 – 0.5m). This is the operational routeof the Multipurpose Waste Management vessel, starting from the Trisakti Port of Banjarmasin in the direction of South
Kalimantan to the Java Sea, this route covers a distance of ± 40 nautical miles

Fig. 5 Barito River.

Trisakti Port is the largest and busiest port in Kalimantan which is located in Banjarmasin. This port serves as agateway for the flow of goods in and out of export-import as well as goods between islands. This port is a class IA
port within Pelindo III. Within the Pelindo III environment, this port is in second place after the Tanjung Perak Portin Surabaya.

3.2 Ship Data

Ship data, main size correction and ship stability are still the same, taken from previous research (Preliminary
Design of Multi-Purpose Waste Management Ship for Indonesian Waters).

3.3 Ships Electrical
Table 1. Electrical ships data

No
1
2
3
4
5
6
7
8
9
10
11
12

Name
Conveyor Motor
Echo Sounder
RadarsMagnetic Compass
GPS
Radio
Main Lamp
Side Lamp
Anchor Lamp
Morse Lamp
Flashing Light
Spotlight

Watt
15
24
240
24
9
15
12
5
8
500
8
50

Amount
2
1
1
1
1
1
10
2
2
1
1
4

Total (Watt)
30
24
240
24
9
15
120
10
16
500
8
200

102

Rizky IRVANA and Abdul ROKHIM

13
14
15
16
17
18
19

Navigation Lamp
100
Stren Light
25
Ballast Pump
750
Fuel Oil Pump
750
Lubricating Oil Pump 1500
Fresh Water Pump
750
Sewage Pump
750
Total (Watt)
Total (Kw)

2
1
1
1
1
1
1

200
25
750
750
1500
750
750
5921
5,921

3.3 Solar irradiation data
The following is data on the length of sunlight at the location of the City of Banjarmasin, Province of South
Kalimantan, Indonesia. Map Coordinates -03.31875°,114.592583° / -03°19'07", 114°35'33". Time zone: UTC+08,
Asia/Makassar [WITA].

Fig. 6 Total photovoltaic power output map.

4. Result and discussion
4.1 Main dimension calculation

The main size is still the same, there are no changes as shown in table 1. The results of equations 1-8 are expressedin graphical form using the help of ms. Excel. The L/H, L/B, and B/T ratio charts are three charts. Each of these ratios
will produce the main dimensions of the ship. There are length, width, height, and draft. Then the primary dimension
is corrected against the criteria. If it meets the criteria, the calculation can continue to the next stage. If it does notmeet the criteria then the main dimension calculation is repeated. The other main dimensions and the ship's weight arecalculated using the Maxsurf software, presented in the table below.
Table 2. Main dimension of ship

Dimension
L
B

Value
20,000
8,250

Unit
m
m

103

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)

H
T
Cb
Cp
Cw
Cm
Weight

3,800
1,300
0,422
0,734
0,802
0,576
53

m
m

Ton

After the main size is obtained, the size must be corrected based on the standard . If it does not meet the standard,
the size can be changed until it meets the standard that has been set.
Table 3. Main dimension of ship correction

Parameter
L/B1
B/H
S/L
S/B1
B1/T
B1/B

MethodInsel & Molland
Insel & Molland
Insel & Molland
Insel & Molland
Insel & Molland
Insel & Molland

Ratio
5,9 - 15
0,7 - 4,1
0,19 - 0,51
0,9 - 4,1
0,9 - 3,1
0,15 - 0,3

Design
7,143
2,171
0,279
1,989
2,154
0,3

RemarkFulfilled
Fulfilled
Fulfilled
Fulfilled
Fulfilled
Fulfilled

4.2 ResistanceIn calculating the design resistance of the catamaran waste recycling ship using maxsurf software with criteria
from Insel & Molland (1992) for catamaran type ships. The following is the result of the obstacle analysis
Table 4. Ship resistance analysis results

.No
.
1
2
3
4
5
6
7
8
9
10

Speed (Kn)Power (kW)

No.

0
0,15
0,3
0,45
0,6
0,75
0,9
1,05
1,2
1,35

-0
0,002
0,008
0,018
0,034
0,057
0,088
0,129
0,181

11
12
13
14
15
16
17
18
19
20

Speed
(Kn)
1,5
1,65
1,8
1,95
2,1
2,25
2,4
2,55
2,7
2,85

Power
(kW)
0,244
0,321
0,411
0,516
0,638
0,776
0,932
1,107
1,301
1,517

No.
21
22
23
24
25
26
27
28
29
30

Speed
(Kn)
3
3,15
3,3
3,45
3,6
3,75
3,9
4,05
4,2
4,35

Power
(kW)
1,753
2,012
2,294
2,6
2,931
3,287
3,669
4,078
4,514
4,979

No.
31
32
33
34
35
36
37
38
39
40

Speed
(Kn)
4,5
4,65
4,8
4,95
5,1
5,25
5,4
5,55
5,7
6

Power
(kW)
5,473
5,996
6,549
7,134
7,75
8,399
9,081
9,796
10,547
12,157

From the table above for a ship speed of 6 knots, a total resistance of 3.9 kN is obtained with a power of 12.157
kW. Based on the results of the calculation of resistance and driving force, the selection of the main engine used is asfollows.
 Engine Name
: Yanmar 1GM10C Engine
 Type: Vertical 4-cycle water-cooled diesel engine

104










Rizky IRVANA and Abdul ROKHIM

Number of Cylinders
Bore and Stroke
Cooling System
Rated output power
Rated Speed
Alternator
SFOC
Dimensions
Engine Weight with Marine Gear

:1
: 75 mm x 72 mm (2.91 in. x 2.83 in.)
: Direct seawater cooling: 6.7 kW (9.1 hp) x 2: 3600rpm: 12V - 40A: 215 g/KWh: 554mm x 410mm x 485mm: 75 kg (167 lb)

Fig. 7 Main engine.

4.3 Displacement
4.3.1 Light Weight Ton

LWT or called Light Weight Tonnage is the physical weight of the ship and is the measure used when the ship issold as scrap metal. Light Weight Tons are often also referred to as ship displacement when the ship is empty and only
contains the standard equipment required (if there is fuel and water only to start the engine and water to fill the boiler).
1.

2.

Hull Weight
Hull Area= 376 m2 (from maxsurf)
Plate Thickness= 6 mmShip's Steel Weight= 7,850 Ton/m3
Plate Volume = Hull Area x Plate Thickness = 376m2 x 6 mm
= 2.256 m3
Hull Steel Weight= Ship Steel Weight x Plate Volume= 17.710 tons
Deck Weight
Deck Area= 136 m2 (from autocad)
Plate Thickness= 6 mmShip's Steel Weight= 7,850 Ton/m3
Plate Volume= Deck Area x Plate Thickness

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)

Hull Steel Weight3.

4.

Hull Frame Construction Weight
Weight of Steel Hull + Ship Deck
20% of the ship's steel weight
Superstructure Weight
Deck Area
Plate Thickness
Ship's Steel Weight
Plate Volume

Hull Steel Weight5.

Roof Weight (Deck 1)
Deck Area
Plate Thickness
Ship's Steel Weight
Plate Volume

Hull Steel Weight6.

Roof Weight (Deck 2)
Deck Area
Plate Thickness
Ship's Steel Weight
Plate Volume

Hull Steel Weight= 136 m2 x 6 mm
= 0.816 m3= Ship Steel Weight x Plate Volume= 6.406 tons
= 24.115 Tons
= 4.823 tons

= 86.4 m2 (from autocad)= 3 mm
= 7,850 Ton/m3= Deck Area x Plate Thickness= 86.4 m2 x 3mm= 0.259 m3= Ship Steel Weight x Plate Volume= 2.035 tons
= 42.5 m2 (from autocad)= 3 mm
= 7,850 Ton/m3= Deck Area x Slab Thickness= 42.5 m2 x 3 mm
= 0.128 m3= Ship Steel Weight x Plate Volume= 1.001 tons
= 12.5 m2 (from autocad)= 3 mm
= 7,850 Ton/m3= Deck Area x Slab Thickness= 12.5 m2 x 3 mm
= 0.075 m3= Ship Steel Weight x Plate Volume= 0.589 tons

7.

Super Structure Construction Weight
Superstructure Weight + Roof Weight= 3.624 Tons
20% of the ship's steel weight= 0.725 tons
The overall LWT weight of the ship is shown in the table below:
Table 5. Total LWT

No
1
2
3
4

Item
Hull Weight
Deck Weight
Hull Contructions
Super Structure

LWT
Weight (kg)
17710
6406
4823
2035

Number-Total (kg)
17710
6406
4823
2035

105

106

Rizky IRVANA and Abdul ROKHIM

5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42

Roof Weight (Deck 1)
Roof Weight (Deck 2)
Super Structure Construction
Main Engine
Conveyor
Motor Conveyor
Hydrolic
GarbageNet
Oil Skimmer
Oil Absorbent Roll
Oil Absorbent Socks
IBC Tank
Oil Transfer Pump
Hydraulic Power Pump Diesel
Solid Floating Boom
Hose Reel
DredgerDredger Pump
Spuds
Ladder and Swing Winches
Crane
Echo Sounder
Radar
Magnetic Compass
GPS
Radio
Fire Extinguisher
HT
Life Jacket
Life Buoy
Lamp
Pump
Solar Panel
Charge Controler
Battery
Intverter
Medical Supplies

1001
589
725
75
750
5
4
989
0,5
150
0,20
1,50
70
67
975
87,5
650
1200
15
1000
360
1000
3
3
7,5
0,89
2
8
0,3
0,74
2,5
20
10
28,9
2,6
254
9,8
1
Total

4.3.2 Dead Weight Ton

2
1
2
2
1
2
1
2
6
4
1
1
20
2
1
2
2
1
1
1
1
1
1
1
7
5
5
2
5
16
4
2
2
-

1001
589
725
150
750
10
8
989
1
150
0,4
9
280
67
975
1750
1300
1200
30
2000
360
1000
3
3
7,5
0,89
2
52,5
1,5
3,7
5
20
50
462,4
10,4
508
19,6
1
45468,890

DWT or called Deadweight tonnage is the total weight that can be transported by a ship including cargo, fuel,clean water, ballast water, equipment and ship equipment. DWT is also interpreted as a measure of how heavy a ship
can be loaded (max load) up to the summer draft at the Plimsoll mark at the water line with a specific gravity of 1,025(water in which the ship floats) so everything that can be loaded: the weight of the crew, supplies, fresh water, fuel,reply water also if there is. The total weight of all cargo that rides on the ship is called DWT. But not including theweight of the ship.
Dead Weight Tonnage or DWT is the overall weight of the ship in a state of full load and ready to sail minus theweight of the empty ship including engines, machinery and piping. So, DWT is dead weight which contains the sumof the weight of the cargo, fuel, lubricating oil, fresh water, ballast, provisions (supplies), goods in the form of
consumption, passengers and crew (ABK). Overall DWT weight can be displayed in the table below:

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)107

Table 6. Total DWT

No
1
2
3
4
5
6

DWT
Item
Fuel Oil Main Engine
Fuel Oil Genset
Lubricating Oil
Fresh Water
Crew
Oil Spill and Waste
Total

Weight (Kg)
80
31
2
260
725
5516
6614

4.4 Design, equipment, and facility

Fig. 8 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, where the ship's steering wheel islocated. 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 on the navigation deck is the Echo Sounder Radio,
Compass, Radar, GPS, etc. 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 equipped with abattery by following equation (1) the battery capacity is 2x30 kWh. Like with solar panels, the capacity of this battery
can change according to the electricity needs on the ship. The tool for picking up the waste uses a conveyor belt witha power of 0.5 kW at 20m/min speed. The ship is equipped with a garbage bin with a capacity of 27m 3 for one trip. If
it is complete, it will be dumped at the nearest port.

108

Rizky IRVANA and Abdul ROKHIM

Fig. 9 Design of ship.

There is a warehouse behind the navigation deck for storing oil booms, oil skimmers, and dispersants. The oilboom is used to widen the oil spill inside the ship. Where the suction capacity of the oil skimmer is 10l/m. An oilskimmer 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 capacityof the dredging itself is 1m3/h. The capacity of the oil spill storage tank is 1000l for one trip. This ship is equippedwith a powerful 330 HP engine for a maximum speed of 15 knots. When picking up trash, which is only 6 knots withthe required power is 15 HP.

Fig. 10 Design of ship.

This is another one-of-a-kind design. Several cranes help operate the oil boom, and other cranes can assist withgarbage collection. If the oil and garbage tanks are complete, they must be disposed of at the nearest port. A reception
facility is a place in the port to store the remains and waste from the ship. The following viewpoints and design criteria
for future oil skimming systems are a result of operational issues and decreased efficiency caused by the inappropriatehydrodynamic design of existing oil recovery vessels. High transit speed: An oil recovery operation needs to getstarted as quickly as feasible following an accident, so a reasonable transit speed is essential. The oil is first highly
concentrated close to the source. Currently, the oil recovery system in place is quite effective at removing a significant
amount of surface water, which prevents the polluted area from spreading further. Additionally, it stops the primary
oil body from deteriorating, which would make operation more difficult. Consequently, a vessel used for oil skimming
must be able to operate in both a particular transit mode and a suitable oil skimming configuration. With a lot of
construction work, two alternate arrangements for the SHORV were made possible. Using the vessel in two distinct
orientations, optimal one for transit and the other for skimming service, or altering the draft by raising the skimming
module above the waterline while transiting, are other alternatives for obtaining fast transit speeds.
Design of the bow and intake zone: Because a thin oil film is typically dispersed over a sizable oil recovery

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)109

region, the system needs to have a wide intake opening to ensure efficient functioning. If the vertical bow enables theoil skimmer to directly contact the vessel's leaking sidewall and so provide a barrier (such as the catamaran's hull) for
the spreading oil. The best technique to cope with oil spills brought on by leaking or even damaged tankers is probably
to do this. It was necessary to create unique flexible arc fenders to further increase this barrier effect. high effectivenessacross all operating speeds For the whole working speed range, the hydrodynamic performance of the real oilskimming device must be optimized. Since thin oil films must be gathered at relatively high speeds (> 3 kN), theefficiency of the skimming operation shouldn't be restricted to calm sea conditions. While the ship is directly over aleaky tanker, for instance, the oil recovery system must still function well even when the ship is moving at a slow oreven idle pace. Artificial currents must be created by extra pumps or the ship's propulsion system since the majorityof oil skimming vessels need to sail at a minimum speed to give a steady feed from the skimming gear.
Hull hydrodynamic optimization: Vortices and breaking waves are two flow disturbances that greatly affect theoil recovery process. A couple of vertical counter-rotating vortices may occur as a result of flow separation from thehull structures caused by poorly constructed skimming devices or the sidewalls of the intake sections. By removing
the surface oil layer from the entrance in front of the oil skimming module, the ensuing horseshoe vortex systemsignificantly hinders oil removal. Because the center of the created vortex is squeezed beneath the surface of the water,
it behaves like an oil sump, drawing stored oil down the vessel and directing it away from the real oil skimming
mechanism. By redirecting the incoming flow via a dividing vane type grating and redirecting the strong vertical
downward flow, one may avoid the induction of energetic vortices as shown in oil recovery vessel MODs. This createsa smooth flow pattern in the horizontal direction.
Streamline skimming device: The majority of oil skimming techniques perform well in still water, which issimilar to lab settings. The skimming device must be continuously tuned to the water level, which necessitates a far
greater building effort, in order to maximize the ratio between the quantity of oil separated and the amount of liquidcollected overall and so enhance efficiency in actual sea conditions. By adding a series of buoyancy-controlledhydrofoil type blades immediately below the waterline, oil recovery boats based on the float ramp principle can be
improved. The water flow is channeled underneath the hull while the horizontal blades perfectly follow the curves ofthe ocean, cutting just the polluted layer from the water's surface and sending it into the oil reservoirs. The quantity ofwater that gathers is significantly decreased by this rough pre-separation of oil and water at the front of the ramp. In
generally, it can be said that the oil needs to be carefully directed to the area where it will be eliminated from thewater's surface. Due to the huge volume of water that gathers on the high seas, oil recovery boats based on the holein-water concept (SHORV, Neuwerk) in particular do not adequately satisfy this need.
Blockage effect: Maintaining a thin oil film flow rate via the large entrance is important to continuously feed theskimming device with oil that has spilled. When the flow in the intake region is blocked, the stagnation area grows
and dirty water is diverted to the surface near the ship. Only the top layer of the water discharge needs to be filteredin order to minimize this passing effect, and the majority of the water discharge needs to be sent through or below theoil recovery system with the least amount of resistance feasible. Correct seakeeping conduct: High waves in front ofoil weirs or skimming modules can have a substantial impact on how well oil recovery systems function on the highseas. Incoming waves are constantly reflected off the vertical side walls, especially in the upstream sea. Within theintake region, the superposition of the original and reflected wave fields creates a chaotic three-dimensional seaway,
leading to a high surface elevation just in front of the oil weir. The ensuing breaking waves encourage the combiningof oil and water, greatly increasing the amount of toxic water that must be eliminated. In order to reduce the highsurface elevation in front of the oil weir without disrupting the flow field on the water's surface or impairing the ship's
mobility, vertical wave dampers positioned on the inner side walls of the intake area are the ideal solution. Additional
dynamic stresses caused by waves must be considered in the design of the oil skimmer's moving parts, along with allother service circumstances, such as transportation, operation, and survival. maneuverability of the ship.

4.5 Ships stability
Calculation of Ship Stability using Maxsurf Stability software. With reference to the criteria of Intact Stability

110

Rizky IRVANA and Abdul ROKHIM(IS) High Speed Craft (HSC) 2000 Annex 7 Multihull and IMO A.749 (18) Chapter 3. This calculation is carried out
on several loadcase criteria with the following analysis results.
3,5Stability

3.1.2.4: Initial GMt GM at 0,0 deg = 10,123 m

GZ
3.1.2.4: Initial GMt GM at 0,0 deg = 10,123 m
Max GZ = 2,092 m at 20 deg.

3
2,5
Max GZ = 2,092 m at 20 deg.

GZ m

2
1,5
1
0,5
0
-0,5
-1

0

10

20

30
40
50
60
Heel to Starboard deg.

70

80

90

Fig. 11 Curve stability.

The image above shows the stability curve of the designed ship. The results show that the curve meets the shipstability criteria as shown in the table below:
Table 7. Stability criteria

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

Value Units Actual Status

Margin%3.1.2.1: Area 0 to 30

3,1513 m.deg 46,3894

Pass+1372,07

3.1.2.1: Area 0 to 40

5,1566 m.deg 60,5441

Pass+1074,113.1.2.2: Max GZ at 30 orgreater

0,200

m

1,658

Pass

+729,00

3.1.2.4: Initial GMt

0,150

m

10,123

Pass+6648,67

Criteria

5. 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 criteriawith a crew of 3 people. The main size estimates are as follows Length 20 m, Breadth 8.25 m, Height 3.8
m and 1.3 m
2. The results of the calculation of the ship's resistance at a speed of 6 knots is 3,9 KN and the required power
is 12,157 with 2 engine.
3. Calculation of ship stability has met the standardaccording to the rules of IMO (Internasional Marine
Organization) Code on Intact Stability.
4. Alternative renewable energy not only uses solar energy with solar panels but can also use other energies.

Design of Multi‐Purpose Waste Management Ship for Indonesian Waters (Case Study: Barito River)111

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