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APRIL 2018 - VOLUME 1 NO 01

EUREKA MONTHLY NEWSLETTER & JOURNAL FOR MTDF


01

April 2018 Volume 1

NEWS AND MORE Updates, events, and more. Start your year well-informed.

HERE'S WHAT'S NEW: Welcome to the New Year! - 1 School Updates - 2 Job Opportunities - 3

THE 1ST MTDF

Marine Engineering is a scientific discipline that covers a wide and growing aspect in line with the development of maritime sector in Indonesia. To be able to develop ideas, concepts or ideas in this field, we need a forum that can collect ideas, concepts and ideas that can be discussed together for the benefit of the nation and state. With all the dynamics of thought and its activities, the alumni of Marine Engineering Institute of Technology Sepuluh Nopember Surabaya feels the need to develop ideas, concepts and ideas that exist in the minds of each individual to be collected and communicated together for the benefit to the wider of the community. This study forum is a venue that can be used to accommodate, discuss and communicate all ideas, concepts, thoughts of the all of us. First event has been held in April 7th, 2018. The theme of the discussion will be The Inland Waterways Infrastructure Building in Indonesia. It is going to be the place to discuss some technical aspects to support the infrastructure building of inland waterways in Indonesia. Inland Waterways/CBL development will utilize the river canal route as an alternative logistics transportation. This optimalization will connect the off-the-road area in Tanjung Priok Seaport with the hinterland area. In phase 1, the canal transportation system will utilize the existing canal developed by Ministry of Public Works and Public Housing, which is Cikarang Bekasi Laut (CBL) through Marunda, North Jakarta. In phase 2, PT Pelindo II plans to add the canal route from Tanjung Priok to Cikampek where the canal will connect the logistics stream from Tanjung Priok to the Cibitung-Cikarang industrial area in Bekasi as well as in Cikampek, Karawang. The venue of discussion is TMT Building 1, Jl. Cilandak KKO No. 1 Jakarta Selatan, Indonesia. For more information can be found at www,marinetech-forum.com


02 April 2018 Volume 1

NEWS AND MORE Updates, events, and more. Start your year well-informed.

HERE'S WHAT'S NEW: Welcome to the New Year! - 1 School Updates - 2 Job Opportunities - 3

The theme of 1st MTDF is "Inland Waterways, The Evolving Role of National Development". This event attended by more than 100 participants from the regulator, industry, educational institution and others stkeholder. MTDF 1 presented 6 (six) main speaker. First speaker was Adi Priyatmono with paper entitled of " Improving Hinterland Connectivity with Inland Waterway". Following speaker from Transportation Ministry of Indonesia Government which presented "Transformation of Indonesia Connectivity: Move to Integrated Intermodal Transport Connectivity" by Rio. The third interesting presentation coming from Dr. Saut Gurning represented Marine Engineering Department Institute of Technology Sepuluh Nopember Surabaya. His presentation  compared the inland waterways transportation in the world and some recommendation for CBL. Class regulation for inland waterways was also presented by Eko Permodo from Bureau Veritas (BV) Indonesia. Ship automation topic presented by Redatu Keris  from PT Palka sarana Utama as maritime industry representation in  this forum. Last presentation was from Heru Hermawan, came from PT Trakindo Utama as  another industry representation in this forum. Heru's presentation  title was "Optimizing Design of Ship Propulsion for Inland Waterways CBL : Concept Compariton between Mechanical, Hybrid and Diesel Electric Propulsion" which more discussed about the ship propulsion option for inland waterways vessel in CBL. Discussion summary of 1st MTDF were as following : 1. Strategic role of inland waterways as a good transportation channels is to reduce the logistic cost in Indonesia. 2. Integrated connectivity of intermodal transportation is the efficient way to reduce logisctic cost in Indonesia. 3. Further feasibility study is required for inland waterways in CBL since initial study showed   unfeasible.  Capital expenditures should be borne by government or shared between IPC if this project should be immediately  executed. Others entity should be involved for regulator, canal maintenance management, funding/bank /insurance and industry consortium as customer. 4. Class regulation for inland waterways transportation is available. 5. Logistic cost efficiency can be also achieved by ship system based automation technology. 6.Diesel Electric Propulsion is best option in term of fuel efficiency for inland waterways vessel in CBL.


CIKARANG BEKASI LAUT (CBL) INLAND WATERWAYS y

In order to improve the connectivity of Tanjung Priok Port with its hinterland area, an alternative mode of transportation is highly required. This connections currently are limited to tollroad and railway, but we propose a more modern and cost effective alternative to both modes of transportation in the form of an inland waterway network by using barges. CBL Inland Waterways shall connect the Port of Tanjung Priok with industrial estates around Cibitung, Cikarang, and Karawang, by utilizing the current CBL Canal.

Development of CBL Inland Waterway, with a total length 25km, shall consist of canal width enlargement and dredging and also includes construction of an Inland Waterway Terminal in the vicinity of Cikarang Industrial Estate. We envisage this development as a solution to reduce heavy traffic density in tollroads  pleading to Cibitung, Cikarang, and Karawang, and also providing a more cost effective and efficient logistic solution.

CBL Inland Waterway is expected to increase container volume flows toward the Port of Tanjung Priok from Cibitung, Cikarang, and Karawang area, with total capacity in full operational phase of 3 million TEUs annually. (sources : http://www.portdevco.com/?portfolio=cikarang-bekasi-lautproject)


Optimizing Design of Ship Propulsion for Inland Waterways CBL : Concept Comparison between Mechanical, Hybrid and Diesel Electric Propulsion BY HERU HERMAWAN PRESENTED AT MTDF 1, APRIL 7TH 2018 I. INTRODUCTION

Diesel Electric Propulsion arrangement consist of the diesel genset as prime mover and electric motor

The biggest contributor of operational expenses of the

connected to the screw propellers. The electrical

machinery in a vessels throughout the lifetime of the

distribution will involve the main switchboard,

vessel is the fuel expenses. As such, we need to

transformer and the variable frequency drive. The

optimize the fuel cost in order to reduce the

prime mover which is mostly is diesel engine supply a

operational expense of the vessel and then to reduce

power to generator that generates electricity. The

the logistic cost. Optimizing the fuel expenses can be

power lost between generator and electric motor is

achieved by an optimum design of the propulsion

mechanical and electrical lose which gives

systems or power plant at vessel based on the

temperature and heat increase in equipment and

operational mode of the vessel operates day to day.

ambient.

We will explore and discuss the power plant designs

The hybrid propulsion combines the concept of

within inland waterways vessel operated in Cikarang

mechanical propulsion and diesel electric propulsion.

Bekasi Laut (CBL) canal. We will compare the fuel

In hybrid propulsion, we need to put motor in order to

consumption within all the design.

harness the electricity energy generated from the

The conventional power plant or propulsion systems in

genset. This motor used as booster to mechanical drive

vessels is the mechanical drive using diesel engine.

propulsion systems when the higher load demanded.

Meanwhile, another concept of power plant in vessels

When higher load is not present, the mechanical drive

is the use of diesel electric propulsion (DEP)and Hybrid

will serve as main driver to propeller.

systems that also getting more popular in now days. The methodology used in this paper to analyze the

III. OPERATIONAL MODE OF INLAND WATERWAYS

power plant concept in are as follow :

VESSEL IN CBL

1. To determine operational profile of inland waterways vessel in CBL.

Every ship has its own mission. Definition of mission is

2. To determine electrical/mechanical power

a set of operational profiles of the ship. The

consumption for each operational mode.

operational profile performed by a ship are related to

3. To determine the fuel consumption for each

its services and capabilities installed on board. On the

operational mode using Diesel Engine Performance

design stage, it is important to define a set of

Data .

operational profile or it called mission of the ship. By

4. Compare the total fuel consumption between the

definition, at each moment of time, a ship has to be

conventional system, hybrid systems and DEP.

performing one and only one operational profile. The total time of the mission is thus the sum of the time

II. MARINE PROPULSION SYSTEMS CONCEPT

spent in each of the operational profiles. The each of operational profiles has its own

Mechanical drive propulsion is mostly used in the

operational states that can be changed for each

vessels technology. This arrangement is a simple with

operation that ship is performing. Each of the

the relatively high the efficiency compare to others.

operational states consist of its fuel consumption.

Mechanical drive propulsion consist of the diesel

Total length of CBL canal is 16 nautical miles and from

engine drives the screw propeller through the shaft.

CBL to Tanjung Priok port is 6.2 miles of sea. Inside

The marine gear box is used to reduce the rotation of

I FOUND WISDOM I FOUND HOPE the engine since the most efficient rotation of screw propellers is the between for thethat tugwhat is the feeling Wisdom is beauty 200 of – 300 rpm vessels meanwhile the rotation of commercial wanted can bediesel had or holiness. that events will 750 turn rpm out engine is ranging from medium speed engine for the to 900 rpm till high speed engine which hasbest. revolution from 1600 rpm to 1800 rpm.

canal the max allowable speed is 4 knots. We will

I explore FOUND FAMILY mode using I FOUND LOVE the operational container barge towed tug vessels. particular of only They are by ourafoundation of The mainOur love is not container barge will be 70 meters of length, 10.4 support, They comfort us and conditional, it is also meters and 3.5 meters in mercurial.  draft. The tug even putin usbreadth, in our place. boat wiil have 28 meters in length, 8.5 meters in breadth, and 3.5 meters in draft. The container barge's pay load is 81 TEUS.


The full draft of the container barge is attained when

aving operational mode and operational state of tug

the boat sailing from Cikarang to Tanjung Priok port as

boat operate to tow the container barge in CBL inland

all the container is fully loaded. But if the boat sailing

waterways, we can now find out the total fuel

from Tanjung Priok to Cikarang, she carries a empty

consumption on every trip. The prediction of fuel

loaded container. The operational profile of the tug

consumption is based on the power requirement on

boat based on above description can be found out in

each mode of operational. We use Caterpillar diesel

Fig 1 below. There are 4 operational mode of inland

engine performance curve to determine the specific

waterways container barge in CBL, i.e. fully loaded at

fuel consumption (in liters per hour) on each power

canal, fully loaded in sea, no load in sea, and no load at

requirement and multiplied by trip operating hours of

canal. Each of the operational mode has its own brake

operation to determine total fuel consumption in liters.

power requirement to attain the specific speed and

Following is the summary of the fuel consumption per

specific load. Since the maximum allowable speed at

trip for every propulsion systems type :

canal is 4 knots, the brake power required to propel the boat is quite low compare to the power

Hybrid Propulsion :

requirement when the vessel sailing at free sea.

   - Towing at fully loaded    : 315 liters/trip     - Towing at no load            : 223.4 liters/trip

III. FUEL CONSUMPTION COMPARISON

   - Total Fuel Consumption  : 538.5 liters/trip Mechanical Propulsion :

Having the operational mode and its operational state,

 - Towing at fully loaded    : 310.6 liters/trip

we can now determine the total fuel consumption for

 - Towing at no load            : 243.8 liters/trip

every trip from cikarang to tanjung priok and back to

 - Total Fuel Consumption  : 554.4 liters/trip

cikarang again. First of all, we need to select the model

Diesel Electric Propulsion :

of the diesel genset and or diesel engine on every

  - Towing at fully loaded    : 303.2 liters/trip

propulsion concept we analyzed here.

 - Towing at no load            : 226.6 liters/trip

For mechanical propulsion, we select 2 units of

 - Total Fuel Consumption  : 529.8 liters/trip

Caterpillar diesel engine C18 with the power of 447 bkW each as main driver and 2 units Caterpillar genset

IV.ANALYSIS

with capacity of 51 ekW each. For hybrid propulsion, we select 2 units of Caterpillar diesel engine C18 with the

Based on fuel consumption prediction between three

power of 447 bkW each as main driver and 2 units

concept of propulsion system, we can conclude that

Caterpillar genset with capacity of 86 ekW each. For

diesel electric propulsion will give the lowest fuel

diesel electric propulsion, we select 2 units Caterpillar

consumption over the other propulsion systems. Fuel

diesel generating set, i.e. C9 with capacity of 150 ekW

saving gained by diesel electric propulsion is 4.4%

and C32 with capacity of 830 ekW.

against mechanical propulsion while hybrid propulsion fuel consumption saving is 2.9%. Hybrid propulsion has lowest fuel consumption among others while operating in no load condition. But the saving of fuel consumption in no load condition is not significant enough to reduce total fuel consumption compare to diesel electric propulsion. This is because the loading point of diesel engine at DEP configuration is at the optimum point which is ranged between 80 - 85% of maximum power. Mechanical propulsion systems gives us the highest fuel consumption because the operating point of main diesel engine fall into the non-optimum area. When sailing with no load condition for mechanical propulsion systems, the main diesel engine will operate on 9% load which is unfavorable in term of specific fuel consumption. The nature of diesel engine is that they is an optimum operating point which give the best fuel eficientcy, i.e. 80 - 85 % maximum load.


The better fuel consumption on inland waterways CBL

V. CONCLUSION AND RECOMMENDATION

transportation vessel with diesel electric propulsion against mechanical drive propulsion is gain because of the diesel

Diesel Electric Propulsion has the best efficiency in fuel

engine operated at the best efficiency point at each of mode of

consumption over the mechanical and hybrid. This is

operation. Because of the significant variance of power

mainly because of the operating point of diesel electric

requirement between mode of operation, diesel engines in the

propulsion fall into the best efficiency point on the specific

mechanical drive propulsion are not able to operate at the best

model of the diesel engine for this specific operational load

efficiency point on each mode of operation. Neither the hybrid

profile for inland waterways CBL. Opportunities for further

propulsion systems.

study should be on the investment analysis comparison for this three concept and also the reduction amount of NOx on gas emission for these three concept.

********************************

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LET'S POWER THE FUTURE

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Eureka vol 1 no 1 april 2018  

EUREKA MAGZ VOl.1 menggulas launching perdana Forum Diskusi Teknologi Kelautan dengan mengangkat beberapa topik terhangat sangat ini. Dipadu...

Eureka vol 1 no 1 april 2018  

EUREKA MAGZ VOl.1 menggulas launching perdana Forum Diskusi Teknologi Kelautan dengan mengangkat beberapa topik terhangat sangat ini. Dipadu...

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