1. Fungsi
2. Lingkungan
Faktor-faktor apakah yang akan ditentukan
oleh Fungsi BLTL ?
1. Kapasitas (operasi)
2. Konfigurasi dan ukuran
3. Permesinan dan peralatan
4. Pengawakan
5. Ekonomi
6. dll
Gambar 1. Berbagai jenis BLTL sebagai hasil inovasi untuk memenuhi tuntutan fungsi operasional
Apakah yang termasuk dalam aspek
Lingkungan yang harus dipertimbangkan ?
Constructed for ODECO in 1976 by Mitsubishi Heavy Industries in Hiroshima, Japan, Ocean
Ranger was 396 feet (121 m) long, 262 feet (80 m) wide, and 337 feet (103 m) high. It had twelve
45,000-pound (20,000 kg) anchors.[2] The weight was 25,000 tons. It was floating on two 122-
metre (400 ft) long pontoons that rested 24 metres (79 ft) below the surface.[3]
The vessel was approved for 'unrestricted ocean operations' and designed to withstand
extremely harsh conditions at sea, including 100-knot (190 km/h) winds and 110-foot (34 m)
waves. Prior to moving to the Grand Banks area in November 1980, it had operated off the
coasts of Alaska, New Jersey and Ireland.
The Sinking of Semi-sub Ocean Ranger (1/4)
On 26 November 1981, Ocean Ranger commenced drilling well J-34, its third well in the
Hibernia Oil Field. Ocean Ranger was still working on this well in February 1982 when the
incident occurred. Two other semi-submersible rigs were also drilling nearby: the Sedco 706, 8.5
miles (13.7 km) NNE, and the Zapata Ugland, 19.2 miles (30.9 km) N of Ocean Ranger. On 14
February 1982, the rigs received reports of an approaching storm linked to a major Atlantic
cyclone from NORDCO Ltd, the company responsible for issuing offshore weather forecasts.
The usual method of preparing for bad weather involved hanging-off the drillpipe at the sub-
sea wellhead and disconnecting the riser from the sub-sea blowout preventer. Due to surface
difficulties and the speed at which the storm developed, the crew of Ocean Ranger were forced
to shear the drillpipe after hanging-off, after which they disconnected the riser in the early
evening.
The Sinking of Semi-sub Ocean Ranger (2/4)
At about 19:00 local time, the nearby Sedco 706 experienced a large rogue wave which
damaged some items on deck and caused the loss of a life raft. Soon after, radio transmissions
were heard from Ocean Ranger, describing a broken portlight (a porthole window) and water in
the ballast control room, with discussions on how best to repair the damage. Ocean Ranger
reported experiencing storm seas of 55 feet (17 m), with the odd wave up to 65 feet (20 m), thus
leaving the unprotected portlight at 28 feet (8.5 m) above mean sea level vulnerable to wave
damage. Some time after 21:00, radio conversations originating on Ocean Ranger were heard
on the Sedco 706 and Zapata Ugland, noting that valves on Ocean Ranger's ballast control
panel appeared to be opening and closing of their own accord. The radio conversations also
discussed the 100-knot (190 km/h) winds and waves up to 65 feet (20 m) high. Through the
remainder of the evening, routine radio traffic passed between Ocean Ranger, its neighbouring
rigs and their individual support boats. Nothing out of the ordinary was noted.
The Sinking of Semi-sub Ocean Ranger (3/4)
At 00:52 local time, on 15 February, a Mayday call was sent out from Ocean Ranger, noting a
severe list to the port side of the rig and requesting immediate assistance. This was the first
communication from Ocean Ranger identifying a major problem. The standby vessel, the M/V
Seaforth Highlander, was requested to come in close as countermeasures against the 10—15-
degree list were proving ineffective. The onshore MOCAN supervisor was notified of the
situation, and the Canadian Forces and Mobil-operated helicopters were alerted just after 1:00
local time. The M/V Boltentor and the M/V Nordertor, the standby boats of the Sedco 706 and
the Zapata Ugland respectively, were also dispatched to Ocean Ranger to provide assistance.
At 1:30 local time, Ocean Ranger transmitted its last message: "There will be no further radio
communications from Ocean Ranger. We are going to lifeboat stations." Shortly thereafter, in
the middle of the night and in the midst of severe winter weather, the crew abandoned the rig.
The rig remained afloat for another ninety minutes, sinking between 3:07 and 3:13 local time.
The Sinking of Semi-sub Ocean Ranger (4/4)
All of Ocean Ranger sank beneath the Atlantic: by the next morning all that remained was a few buoys.
Her entire complement of 84 workers – 46 Mobil employees and 38 contractors from various service
companies – were killed.[4] While the rig was provided with an Emergency Procedures Manual which
detailed evacuation procedures, it is unclear how effectively the rig evacuation was carried out. There is
evidence that at least one lifeboat was successfully launched with up to 36 crew inside, and witnesses on
the M/V Seaforth Highlander reported seeing at least 20 crew members in the water at the same time,
indicating that at least 56 crew successfully evacuated the rig.[citation needed] The United States Coast
Guard report speculated that 'these men either chose to enter the water directly or were thrown into the
water as a result of unsuccessful lifesaving equipment launching'. Rescue attempts by the standby vessels
were hampered by the adverse weather conditions and the conclusion that the standby boats were
neither equipped nor configured to rescue casualties from a cold sea. As a result of the severe weather,
the first helicopter did not arrive on scene until 2:30 local time, by which time most if not all of Ocean
Ranger's crew had succumbed to hypothermia and drowned. Over the next week, 22 bodies were
recovered from the North Atlantic. Autopsies indicated that those men had died as a result of drowning
while in a hypothermic state.
In related activity the following day, the Soviet container ship Mekhanik Tarasov was struck by the same
weather conditions as Ocean Ranger, approximately sixty-five miles to the east. The battered Soviet
freighter listed dramatically for hours before sinking with a heavy loss of life.[4][5]
Kasus Kegagalan Total BLTL:
KMP Tampomas II
HASIL PENYELIDIKAN:
Menteri Perhubungan Roesmin Nurjadin dalam penjelasannya pada pers di kantor
Departemen Perhubungan, mengatakan tidak terjadi hal yang abnormal di ruang mesin.
Kelainan terjadi pada ruang geladak kendaraan, khususnya pada kendaraan roda dua yang
terletak di sebelah belakang. Karena guncangan gelombang laut yang cukup kuat
memungkinkan untuk timbul percikan api dan menyebar. Masinis III Tampomas II Wishardi
Hamzah mengatakan bahwa Tampomas II tidak memiliki sistem pendeteksi asap.
Penyelidikan yang dipimpin oleh Jaksa Bob Rusli Efendi Nasution sebagai kepala Tim Perkara
tidak memberikan hasil yang berarti, sebab semua kesalahan ditudingkan kepada para awak
kapal. Ada kesan bahwa kasus ini dengan sengaja ditutup-tutupi oleh pemerintah saat itu,
meskipun banyak suara dari parlemen yang menuntut pengusutan yang lebih serius.
Musibah KMP Tampomas II
(http://id.wikipedia.org/wiki/Musibah_KMP_Tampomas_II)
KORBAN
Seluruh penumpang yang terdaftar berjumlah 1054 orang, ditambah dengan 82 awak kapal.
Namun diperkirakan keseluruhan penumpang berjumlah 1442 orang, termasuk sejumlah
penumpang gelap. Tim penyelamat memperkirakan 431 orang tewas (143 mayat ditemukan
dan 288 orang hilang bersama kapal), sementara 753 orang berhasil diselamatkan. Sumber lain
menyebutkan angka korban yang jauh lebih besar, hingga 666 orang tewas. Dari catatan kapal
tangker Istana VI berhasil menyelamatkan 144 penumpang Tampomas dan 4 jenazah,
sementara KM Sengata menyelamatkan 169 orang dan 2 jenazah, kapal lain KM Sonne
tercatat menemukan 29 Mayat termasuk mayat Nakhoda KMP Tampomas II Kapten Abdul
Rivai. Odang Kusdinar Markonis KM Tampomas II selamat, ia ditemukan bersama 62
penumpang dalam sekoci di dekat Pulau Duang-Duang Besar, 240 km sebelah timur tempat
Tampomas tenggelam pada hari Jumat 30 Januari 1981 pukul 05.00
Catatan: Salah satu faktor utama banyaknya korban adalah tidak mampunya penyelamatan
dilakukan oleh kapal-kapal lain karena gelombang besar
Berapa kerugian musibah BLTL ?
Sangat Besar:
• Korban manusia,
• Korban nilai BLT,
• Dampak (lingkungan, sosial, hankam,
politik ...)
Kesimpulan
1. Gelombang adalah sumber utama eksitasi terhadap
BLTL yang akan mempengaruhi kemampuan
operasionalnya dan kemampuannya untuk selamat,
2. Perancang BLTL harus mampu melakukan analisis yang
akurat tentang perilaku BLTL di bawah pengaruh
eksitasi gelombang,
3. Oleh karena itu Perancang BLTL harus menguasai
pengetahuan dan ilmu hidrodinamika.
Prinsip Hidrodinamika
Σ
Dasar:
γ=ω ζ
Archimedes
Teori-teori:
- Bernoulli √φ
β
- Euler
- Navier-Stokes
π
Prinsip:
1.Identifikasi bentuk/pola Aliran
2.Komputasi Kecepatan Aliran
3.Komputasi Tekanan
integralkan
menjadi Gaya (beban; pada
struktur)
Gambar 6. Ilustrasi prinsip hidrodinamika
Materi Kuliah Hidrodinamika II
• Materi dalam mata kuliah ini dibagi menjadi empat bagian untuk dipelajari dan dipahami
oleh mahasiswa:
• Pertama adalah dinamika gerakan bangunan laut terapung dan lentur (motion dynamics of
floating and compliant marine structures), yang meliputi persamaan gerak dalam mode 1-
derajat dan 6-derajat kebebasan, komponen inersia, redaman, kekakuan dan eksitasi,
periode alami, beban gelombang berdasar teori Morison, teori strip dan teori difraksi,
respons dinamis gerakan akibat beban gelombang reguler, serta penyusunan kurva RAO
(Response Amplitude Operator).
• Kedua adalah topik gelombang acak (random waves), terdiri dari pembentukan gelombang
laut, klasifikasi kondisi laut, pengukuran gelombang laut, karakteristik dan parameter-
parameter gelombang acak, analisa statistik dan data gelombang laut kurun waktu pendek
dan kurun waktu panjang, spektra gelombang, prediksi gelombang ekstrem.
• Ketiga adalah respons gerakan struktur akibat gelombang acak, menyangkut fungsi
transfer, harga-harga stokastik respon gerakan struktur, kualitas respon gerakan struktur.
• Keempat adalah materi tentang operabilitas, yang meliputi kotak operasi, kriteria
operabilitas, dan analisis operabilitas bangunan laut terapung dan lentur.
Tugas 1
Susun uraian tentang kecelakaan bangunan laut sbb. Ditulis tangan, pada 2
@ 3 lembar kertas A4.
(Nilai: kejelasan, kelengkapan, kerapian, tepat waktu pengumpulan:
16/2/2015)
1. Semi-Submersible Alexander L Kielland – North Sea tahun 1980 (no
absen 1 – 5)
2. Seacrest Drillship – Gulf of Thailand tahun 1989 (no absen 6 – 10)
3. MS Estonia – Baltic Sea tahun 1994 (no absen 11 – 15)
4. Oil Tanker Prestige – Offcoast Galcia tahun 2002 (no absen 16 – 20)
5. Semi-Submersibe Thunder Horse – Mississippi Canyon tahun 2005 (no
absen 21 – 25)
6. Gryphoon Alpha FPSO – North Sea tahun 2011 (no absen 26 – terakhir)
Selamat Belajar