Perhitungan Konstruksi Kapal (Sekat- Sekat dan Gading Kapal)

Julai 21, 2016

Konstruksi Kapal

BAB V

PERHITUNGAN KONTRUKSI

5.1.Perhitungan Dasar Ganda

Menurut ketentuan BKI 1989 Volume II Bab VIII
Tinggi double bottom (h) tidak boleh kurang dari :
h = 350 + 45B (mm) dimana B = 10,500 m
= 350 + 45(10,5)
= 822.5 mm (diambil 0,85 m)
Untuk kapal tanker, tinggi double bottom minimum adalah B / 15, tapi tidak boleh kurang dari
1000 mm dan tak boleh melebihi 3000 mm.
Dasar Ganda pada Kamar Mesin
Pada perencanaan ini diambil peninggian konstruksi pondasi motor diatas dasar ganda pada
kamar mesin sebesar 1500 mm dari base line kapal, harga tersebut berdasarkan
pertimbangan kelurusan antara center line boss propeller dengan center line pada main
engine.

5.2.Perencanaan Sekat dan Jarak Gading

a. Jarak Gading (ao)
Jarak gading atau Frame Spacing merupakan jarak antara 2 gading yang terletak antara
Sekat Ceruk Buritan (After Peak Bulkhead) dengan Sekat Tubrukan (Collision
Bulkhead).Jarak tersebut dapat dihitung dengan persamaan sebagai berikut :
a0 = L / 500 + 0,48 ( m ).......(BKI vol II 1989 sec 9. A 1.1)
 = 66/500+0,448
= 0,6 m
Harga a0 diambil sebesar 0,60 meter. (Dipilih jarak yang lebih kecil atau sama dengan jarak
maksimum yang telah ditentukan oleh kelas berdasar hasil perhitungan).
Jarak Gading di Depan Sekat Tubrukan Dan di Belakang Sekat Ceruk Buritan
Menurut BKI vol II section 9 A.1.1.2, jarak antara 2 gading yang terdapat di belakang Sekat
Ceruk Buritan dan di depan Sekat Tubrukan tidak boleh melebihi 600 mm.
Dalam perencanaan ini diambil jarak gading sebesar 600 mm.
b. Perhitungan Sekat Kedap Air
Setiap kapal harus mempunyai sekat - sekat kedap air yang meliputi :
• Sekat tubrukan.
• Sekat tabung buritan
• Sekat kamar mesin.
Berdasarkan ketentuan - ketentuan BKI vol II tentang jumlah sekat minimal
termasuk sekat diatas adalah :
L ≤ 65 m adalah 3 sekat
65 L ≤ 85 m adalah 4 sekat
L > 85 m adalah 4 sekat + 1 ( untuk setiap kelipatan sampai 20 m )
Maka direncanakan pemasangan sekat kedap air untuk tipe kapal cargo ( 87,084 m ) adalah
sebagai berikut :
1 buah : Sekat Ceruk Buritan
1 buah : Sekat Tubrukan
1 buah : Sekat depan Kamar Mesin
1 buah : Sekat antar Ruang Muat

Sekat Tubrukan
Menurut peraturan BKI yang tercantum pada buku peraturan konstruksi lambung , untuk
semua kapal barang dengan L≤ 200 m, sekat tubrukan diletakkan tidak kurang dari 0,05 L dari
FP dan tidak boleh lebih dari 0.08 L dari FP. Syarat minimum letak sekat tubrukan di belakang
FP adalah 0,05 L.
0,05 L = 0,05 (66 m) dimana L = 66 m
= 3,3 m ~ diambil 3,6 m
Syarat maximum letak sekat tubrukan di belakang FP adalah 0,08 L.
0,08 L = 0,08 (66 m) dimana L = 66 m
= 5,28 m ~ diambil 6 m
Sehingga diambil letak sekat tubrukan 3,6 m di belakang FP atau pada frame no. 104.
Kemudian Sekat Ceruk Buritan sekurang-kurangnya berjarak 3 jarak gading dari ujung boss
 propeller atau 5 - 15% Lpp dihitung dari AP. Direncanakan jarak antara sekat ceruk buritan
ke AP adalah :

Jarak sekat buritan adalah 5 - 15% Lpp dihitung dari AP.

Sekat tubrukan:
5% Lpp = 0,05 x 66 m
= 3,3 m ~ diambil 3,6 m
Agar terdapat kecukupan ruang dalam memasang poros antara di buritan kamar mesin, pada
kapal ini diambil jarak 3,6 m sehingga sekat ceruk buritan terletak di frame no. 6.

Sekat Kamar Mesin

Jarak sekat kamar mesin diletakkan dengan mempertimbangkan banyak hal antara lain :
• Panjang mesin
• Poros
• Jarak untuk peletakan peralatan di depan mesin induk
Dalam hal ini panjang kamar mesin diusahakan seminimal mungkin sesuai dimensi
permesinan yang ada agar ruang muat menjadi maksimal. Yang meggunakan pendekatan
15- 18 fs atau bisa menggunakan pendekatan grafik SHPmax, jenis mesin yang digunakan,
dan volume ruang mesin utama
Pada perencanaan ini panjang kamar mesin diambil sebesar kurang lebih 13 m, atau gading
no. 6 sampai 28.

Traditional OUTFITTING VS Current OUTFITTING on Ships

Oktober 28, 2016
1. Introduction
If shipyards wish to become successful and competitive in the world shipbuilding market,
they have to build quality ships along with decreasing costs of the production process and
shortening of delivery time of the ship. hortening the time of the shipbuilding process by
using the modular outfitting concept is one way of reducing total ship production time, thus
improving efficiency and cost performance.
Advanced outfitting may be regarded as fitting to the ship structure, before and after
erection, on the building berth, of outfit items as a significantly early time in the building
sequence. The concept can be categorised into three types, namely:

• on unit
• on block
 • on board (either on berth or afloat).

Hot outfitting, such as welding work, takes place before the ship is painted. Cold outfitting
is the addition of parts after the ship is painted.

2. Outfitting
A. Traditional Practice
In the past, the tendancy has been to separate various trades and to commence
outfitting only after a significant proportion has been erected. The principal features is this
mode of work where the ship spending a relatively short time at the assembly/fabrication
stage and comparatively long periods on the building berth and in the basin.

2.1 Traditional Sequence of Production Events

Typical steps for accommodation Outfitting in 1n the past work following approximate
completion of steelwork as listed below:

1. make pipe/trunk/electrical penetrations

2. fair buckled plate
3. install airports/windows
4. perform hose testing
 5. paint steelwork
6. fit insulation/wiring/ducts pipes
7. fit joiner partitions/bulkheads
8. install plumping fixtures
9. lay floor covering
10. install built-in furniture/doors/fixtures
11. complete painting
12. fit carpets/curtains
13. install portable furniture.

Although it appears simple, this manner of work has a number of disadvantages

associated with it:
(1) longer build time
(2) uneven labour requirement
(3) larger space requirements
(4) extensive re-work
(5) uncomfortable work environment
(6) difficult to plan
(7) access problems

B. Current Practice
The commercial situation today is gloomy and compoetition between shipyards is fierce.
From a financial viewpoint there is pressure on the yards to maintain lower levels of stock.
There is a need to reduce production time and increase productivity. This has been the
primary factor enhancing the use of advanced outfitting. The approach is illustrated in
Figure 2.1. The main features of the work are relatively longer time in the fabrication and
module shops and relatively short times on the berth and in the wet basin.
Figure 2.2. Current Sequence of Production Events

The concept advanced outfitting can be categorised into three types,

1. On-Unit
“On-unit” advanced outfitting involves construction of packages of equipment on bundles of
pipe and other systems on a common foundation. The work is performed in a shop
environment. The packages will typically include utilised foundations and/or support bases,
equipment, small tanks, pipe fittings, controllers, electric cables, etc. and are almost
completely painted. Where required and possible, the packages are tested before
installation “on-block” or “on-board”.
 2.3 Pipework package

2.4 Pipework Module

2. On-Block
“On-block” advanced outfit involves installation of “units” (or equipment modules), pipe
bundles, foundations, etc on a structural assembly before it is erected on the building berth.
Structural assemblies may be erected as assemblies or joined to other
assemblies/modules to form an erection module.

2.5 Aft Engine Room Module

2.6 Cabin Module

3. On-Board
“On-board” advanced outfitting consists of installing “units” or individual pieces of
equipment into the ship as it is on the building berth or afloat. a pre-outfitted cabin which is
ready to be installed on the ship. A special approach here is the “open deck” or “blue sky”
method: a complete compartment such as a machinery space is left open (with the deck
off) until all the equipment is installed.

2.7 “Blue Sky” Outfitting

The possible restrictions and requirements for implementation are:

• number of berths or dock time may be limited (economic problem as to whether hull
erection sequence modified or launch date delayed to facilitate outfitting).
• a limited launch weight or overall distribution of weights (eg. main engines,
accommodation block, etc).
• limited crane capacity (eg. in the case of heavy machinery or complete deck house).
• sub-contractors items required at much earlier stage.
• large storage areas may be required to complete outfitting and painting prior to
erection.
• dependent on early and efficient planning and a good liaison between hull steel and
outfit departments in order to integrate the two functions.