Trika Pitana

Fuzzy FMEA model for risk evaluation of ship collisions in the Malacca Strait: Based on AIS data

Maritime safety in the Malacca Strait is an important issue. The Strait of Malacca is the longest strait in the world (1120 km) and is classified as a high-risk area for navigation. The 800-km (500-mile) long Malacca Strait, linking Europe and the Middle East to the Asia-Pacific, carries about 40% of world trade. The strait is the main shipping channel between the Indian Ocean and the Pacific Ocean, linking major Asian economies such as those of India, China, Japan, and South Korea. In this paper, hazard identification and risk evaluation are established as steps of a formal safety assessment for ship collisions. The inputs of a fuzzification are obtained from a failure mode and effects analysis, which includes risk factors such as occurrence (O), severity (S), and detection (D). The risk factors O, S, and D are evaluated using the fuzzy method. The actual sea-traffic condition data are collected by means of Automatic Identification System equipment that is installed at Kobe University, Japan, and the Universiti Teknologi Malaysia (UTM) Johor, Malaysia. Those data are applied to establish the methods with the help of the Geographic Information System .

Estimation of exhaust emissions of marine traffic using Automatic Identification System data (case study: Madura Strait area, Indonesia)

The Madura Strait area is one of the busiest marine traffic regions in Indonesia. Many ships arrive, depart and travel through that area, thus influencing the air quality of the port environment. Furthermore, the Indonesian government has not yet ratified Marine Pollution (MARPOL) 73/78 Annex VI regarding the prevention of air pollution from ships and the absence of restricting regulations could have an influence on the level of air pollution. In this study, an Automatic Identification System (AIS) receiver is used to obtain ship data. AIS recognizes a vessels Maritime Mobil Maritime Identify (MMSI), speed of ship, initial position of ship and ship type. This data is used to evaluate the marine traffic density in the Madura Strait area. Information from ship databases and AIS data are combined for retrieving gross tonnage (GT) information, which is then used to estimate the ships air pollution emissions. Air pollution estimates also consider the ships operation modes such as berthing, maneuvering and hotelling. The basic aims of this study are to evaluate marine traffic contributions to the nitrogen oxides (NOx), sulfur oxides (SOx), particulate matter (PM), carbon monoxide (CO) and carbon dioxide (CO2) levels in the Madura Strait area, and to evaluate the possibility of using AIS data when estimating air pollution levels. The emission quantities of NOx, SOx, PM, CO (as indicators of air pollution) and CO2 (as a greenhouse gas) are shown in this paper. The process for estimating emissions using AIS is a potential decision-making tool when considering issues such as the effects of ship emissions on health is also evaluated.

Risk Analysis on Ship Wreck and Container Cargo to Ship Navigation

Wreck of a ship is an incident that must be avoided. Ship accidents are generally caused by a several cases, such as human error, natural disaster, technical errors, missed communication, poor condition of the ship, and many more. Ship wreckage have huge impact for ship navigation, environment, economics, and others. Those impact have many disadvantages for the shipowners, and also for environment. For examples the fuel spills that pollute the environment, make disturbance to sailing ship because the track for those navigation is blocked by the ship wreck and their cargo especially on shallow location (<50 m). These research will discuss the effect the container when it is floats on the sea and its interference other ships. The main objective of this study is to present a risk assessment on the environmental impact of the wreck and container cargo. Wrecks on the seabed is likely to pose a risk to passing ships. container and its contents as well as the possibility of refloat, and also their environmental risks emanating from the wreck and container cargo, such as fuels, lubricants, and chemical cargo. Variations scenario is a collision between ships that pass by floating containers. The frequency of refloating container, and the consequences of the passing ship depends on several factors, which will be the subject of research. However, because of the frequency of refloating containers is unlikely, then the risk is low and does not pose a danger to navigation. These risk assessment using risk matrix 5x5 which is the combined value of the frequency and consequences of the incident. The results of this study indicate the level of risk, whether the risk is accepted, not accepted or received by considering the costs and benefits (ALARP). To consequence, there are two parameters which energy is absorbed and the penetration occurs. The absorbed energy is divided into two, namely the energy absorbed by ship and the energy absorbed by containers. In this study were taken 5 groups based on the size of the vessel. In this cases any 5 size group of vessels is based on the size of the ships that pass in the shipping lanes at the site of the sinking. Assumed these vessels have speed 10 knots at the location. As well as speed drifting containers having 0 to 3 knots. http://www.transnav.eu the International Journal on Marine Navigation and Safety of Sea Transportation Volume 11

Seasonally Variation of Significant Wave Height for 25 Year Period Based on JMA/MRI-AGCM3.2 Wind Climate Data

The global ocean wave climate has long been of interest to the ocean engineering community because of the need for accurate operational wave data for applications such as vessel design, design of offshore and coastal structures or naval operations. Recently, there has been a major interest in wave climate changes as a result of global warming. Therefore, studies on predicting the effect of global warming on ocean wave climate are required. The objectives of this study are to analyze the accuracy and variability of global significant wave height hindcast for the 25 year period 1979-2003. This study describes the 25 year global significant wave height simulation derived from the Japan Meteorology Agency/Meteorology Research Institute (JMA/MRI)-AGCM3.2 wind climate data. The wind climate data were input into ocean wave model WAM with a global grid of spacing 1o in latitude by 1o in longitude. In situ wind and wave data sets from National Data Buoy Center (NDBC)-National Oceanic and Atmospheric Administration (NOAA) database were used to evaluate the hindcast accuracy. The validation showed good agreement both wind and waves data. The wave hindcast analysis show that the seasonal variability of significant wave height in the Northern Hemisphere is greater than in the Southern Hemisphere. Meanwhile, most of the equatorial regions are in calm condition all year.

Observation Study the Walking Speed and Distribution of Ship’s Passengers as Basis for Passenger Evacuation Simulation

Several marine accidents was occured in Indonesia. Passenger evacuation is considerd as the last defence, which is used for eliminating the consequences of marine accidents. According to the convention of Safety of Life at Sea (SOLAS), the passenger evacuation simulation shall be conducted for reviewing the evacuation route on ships. The pasenger evacuation time is limited 60 minutes for roro passenger ships and for passenger ship having three main vertical zone is limited less than 80 minutes. It is hipotesed that the walking speed and passenger distribution is not represented the character of all nation in the world. Therefore, this research focus on the observation walking speed and distribution in ferry, in order to ensure that whether the guideline (M.Sc. 1238) could be represented in the condition in Indonesia’s vessels or not. The results of research show that the diferences result of passenger evacuation simulation between Indonesia’s and guideline’s walking speed is much closed. On the contrary, the distribution of passenger on the ship in the guideline could not represent the real condition in Indonesia.