7

PERLENGKAPAN KAPAL II
MATERI PERKULIAHAN
1. PENGENALAN PERMESINAN BANTU
2. KONSEP PERANCANGAN PERMESINAN BANTU
3. PERALATAN PENGGERAK KAPAL
4. PERALATAN KEMUDI
5. PERALATAN TAMBAT DAN LABUH
6. PERALATAN BONGKAR MUAT
7. PERALATAN STABILITAS KAPAL
8. Ujian Tengah Semester
9. PERALATAN BOW THRUSTER
10. PERALATAN DESALINATION
11. PERALATAN NAVIGASI DAN KOMUNIKASI
12. PERALATAN TREATMENT MINYAK
13. PERALATAN ANTI KEBAKARAN & PENANGGULANGANNYA
14. PERALATAN KESELAMATAN PELAYARAN
15. PERALATAN PENGENDALIAN EMISSI DAN POLUSI
16. Ujian Akhir Semester
PERALATAN STABILITAS
Roll motion stabilization can be achieved in
conventional ships by changing their hull forms,
however, reduction in roll amplitudes are possible by
other means as well.

Stabilization systems can be broadly classified into:

– Passive Systems: In which no separate source of power
is required and no special control system like the Bilge
keel, anti – rolling tanks (passive), fixed fins & passive
moving weight system.

- Active Systems: In which the moment opposing roll is

produced by moving masses or control surfaces by
means of power like the active fins, Anti – rolling tanks
(active), active moving weight & the gyroscope.
Before start to describe the stabilizer system in general,
and those that were employed onboard Michelangelo
and Raffaello, it is necessary to clearly distinguish the 2
main types of motions that involve all ships.

1) PITCHING: are the movements of the ship in the

prow-stern direction.

2) ROLLING: are the movements

of the ship in lateral (left-right)
direction. Ships extending much
more in the length direction than
in width, are prone to more
lateral movements. The rolling
motions are the main cause of the
seasickness, especially when travel
in slightly bad sea conditions.
TERIMA KASIH
To reduce the seasickness and improve the comfort of passengers, some
liners were equipped with an anti-rolling system, just as some ships today.In
reality, anti-rolling systems were invented for quite different reasons, they
were employed on military ships. In fact, reducing the rolling movements of
the ship, made it possible to aim the cannons and artillery more easily to the
enemy ship. Who aimed better, survived.
ANTI-ROLLING
SYSTEMS:
Let's examine the different
systems, starting from the older.
BILGE KEELS: They are the most popular and are fitted to the great
majority of ships. They are plates projecting from the turn of bilge and
extending over the middle half to two-thirds of the ship’s length. To
avoid damage they do not normally protrude beyond the ship’s side
or keel lines, but they need to penetrate the boundary layer around
the hull. They cause a body of water to move with the ship and
create turbulence thus dampening the motion and causing an
increase in period and reduction in amplitude. Although relatively
small in dimension, they have large levers about the rolling axis and
the forces on them produce a large moment opposing the rolling.
Their effect is generally enhanced by ahead speed. They are aligned
with the flow of water past the hull in still water to reduce their drag in
that state. When the ship is rolling the drag will increase and slow the
ship a little.
PASSIVE WINGS: They are slightly extended out profiles,
running along the lower edges of the hull, mostly in the
central part of the hull. It is the more inexpensive and
system, used also on very small size boats. The efficacy
increases with the increasing both of the ships speed
and the rolling motions speed. Anyway it is not an
efficient system. In the photo is visible the right passive
wing of the liner "Cristoforo Colombo" the twin of the
Andrea Doria.
The bilge keel is an early 20th-century predecessor.
Although not as effective at reducing roll, bilge keels are
cheaper, easier to install, and do not require dedicated
internal space inside the hull.
LOAD REPARTITION: Originating in the Roman times, but on some
occasions where it is needed, it is still used nowadays. It consists of
stowing the load, especially when it is about half or slightly less of
the full load, on the sides of the higher decks. In doing so, the
weight of the load applies strengths that work as a
counterbalance, contrasting the strengths that cause the rolling
movements. This system also affects, though very little, the pitching
motions.
ANTI-ROLLING CASES: Working similar to the load repartition system,
but in this case the weight is obtained by tanks built inside of the
hull and filled with water or mineral oil. These tanks can extend long
the entire length of the hull. The disadvantage of this system is that
wide liquid surfaces are free to move, consistently reducing the
properties of stability of the ship
GYROSCOPIC SYSTEM: It uses the physic principles of the gyroscope, where
one rotating mass produces a major opposition against an external strength,
working to alter its motion direction.It is realized by 2 or 3 enormous spinning
"tops", of which their rotation axles move under the directions coming from
a sensor that detects the lateral inclination of the ship. The force of inertia of
the spinning tops create an opposition strength to the motion of the ship.
GYROSCOPIC ROLL DAMPING SYSTEM
The gyroscopes had their drawbacks. In extremely rough seas, they were unable to
effectively counter the ship’s rolling, and in fact helped to exaggerate it. This caused the
Conte di Savoia to actually maintain her severe list longer than similar vessels without any
stabilization technologies. Their general ineffectiveness, coupled with the enormous
machinery spaces needed and high maintenance costs contributed to their demise as a
viable technology.
ACTIVE STABILIZER WINGS: It is the more advanced
and efficacious system, it was installed on
Michelangelo and Raffaello as well on several ships
nowadays. It is based on the hydrodynamic thrust
generated by one or more couple of "wings"
protruding from the hull under sea level. Their extension
can be from 1/2 to 1/4 of the hull width, and their width
vary from 0,4 to 1,2 meters. The wings work similarly to
the wings of an airplane, but their inclination is
commanded by a sensor that detects the lateral
bending of the ship.

Naturally, the efficacy of the wings is proportional to

their surface and to the speed of the ship. The weight
of the complex is about 1/4 of the gyroscopic system.
As was on Michelangelo and Raffaello, the wings
could be retracted inside of the hull when not
Active Fins: With active fins a sensitive gyro system senses the rolling motion
of the ship and sends signal to the actuating system which, in turn, causes
the fins to move in a direction such as to cause forces opposing the roll. The
actuating gear is usually electro-hydraulic. The fins, which may be capable
of retraction into the hull, are placed about the turn of bilge in order to
secure maximum leverage for the forces acting upon them. A flap from the
trailing edge may be used to enhance the lift force generated. The
capacity of a fin system is usually expressed in terms of the steady angle of
heel it can cause with the ship moving ahead in still water at a given speed.
The force on a fin varies in proportion to the square of the ship speed,
whereas the GZ curve for the ship is independent of speed. However, a fin
system is not likely to be very effective at speeds below about 10 knots.
Ship stabilizers are
fins or rotors
mounted beneath
the waterline and
emerging laterally.
In contemporary
vessels, they may
be gyroscopically
controlled active
fins, which have the
capacity to change
their angle of attack
to counteract roll
caused by wind or
waves acting on the
ship.
Fins work by producing lift or downforce when the vessel
is in motion. The lift produced by the fins should work
against the roll moment of the vessel. To accomplish this
two wings installed on the ship side underwater are used
(for retractable stabilizers-> cruise and ferry vessels).
Stabilizers can be: RETRACTABLE all medium and big
cruise and ferry ship have the possibility to retract the fin
in a space inside the hull in order to avoid extra fuel
consumption when the use of fins are not needed. NON-
RETRACTABLE this is the case of very small ship, as for
example yacht.
Stabilizers movement is similar at the air plane
stabilizers. Some type of fins, especially the ones
installed on bigger ships are provided with flaps, that
increase the fin lift of about 15%. Stabilizers control
needs to keep in consideration different variables that
changes quickly, as wind, waves, ship motion, draft,
etc.. Thus, fins are vastly more efficient at higher
velocities.[1] Stabilization solutions at anchor or at low
speed include actively-controlled fins (such as the
Stabilisation at rest system developed by Rolls Royce[2]
that oscillate to counteract wave motion), and rotary
cylinders employing the Magnus effect (developed by
Quantum Med Marine under the MagLift™ Zero Speed™
name). The latter two systems are also retractable,
allowing for a thinner vessel profile when docking, and
reducing drag while cruising. Different type of stabilizers
controls, capable to be interfaced with any stabilizers
RETRACTABLE FIN STABILIZERS, TYPE S
Our retractable Simplex-Compact fin stabilizers provide
an ideal solution for many kinds of merchant vessels,
such as ferries, cruise ships and yachts.For vessels with
a low to medium service speed and a demand for high
roll reduction performance, we have developed a
special tail flap which increases the roll reduction
efficiency up to 15% compared with conventional two-
part fin stabilizers. This so-called Ultra High Lift Fin is
protected by an international patent.

Benefits:- Compact and proven design- Equipped with

the Anti-Vortex-Tip- Ecodyn hydraulic power system for
a highly dynamic response without peaks in demand-
Fin box fitted with a flow-off recess to minimize the flow
resistance- Unit is delivered ready for operation- Fitted
with rotary vane actuators for powerful and reliable
operation- Easy handling with intuitive operating
NON-RETRACTABLE FIN Benefits:
STABILIZER TYPE FZ Rotary vane fin actuator: Extremely
compact, powerful and highly reliable;
torque transmission is free of
Non-retractable fin unbalanced forces on the fin, avoiding
stabilizer for zero speed additional loads on the bearings and
ensuring high fin movement precision,
and under way
enabling ± 60° working angleBenefits of
stabilization for all kinds of ± 60° working angle in zero speed
vesselsRotary vane fin mode:increased lift: better roll
reductionsmoother force transmission:
actuator± 60° working
reduced jerking effect, increased
angleFin area range from comfortsmaller fin area: reduced
2,7 to 12,4 m² resistance under wayAccumulator-
supported hydraulic system: reduced
size of motors and pumps, lower
demand on electrical current, lower
peak load on power supply,
decreased noise level, faster dynamic
system response, serves as a hydraulic
power source for secondary
equipmentCompliance with
classification societies regulations,
SOLAS and MARPOL 73/78 convention
CONTROL SYSTEM "PINFABB" is a ship
stabilizer control system that reduces
rolling to create a stable vessel for
passengers' comfort. It minimizes the
structural stress and cargo damages,
giving to the crew a smooth
environment to work in.
RUDDER ROLL STABILIZATION (RRS)
Owing to its fast rudder rates, the Simplex-Compact rotary vane steering
gear is well suited to stabilizing ships through rudder action. Today, there
are 22 units in operation on ships of the Netherlands, Korean and German
Navies.

In collaboration with our longstanding partners, we

offer turnkey systems that include the rudder and
autopilot with integrated RRS control.

Benefits:
- Substantial roll-damping performance with
unrestricted
manoeuvrability
- Small size and weight
- Low capital expenditure
- Reduced installation and life cycle costs
- High system reliability and availability
Ship steering gear system / with Rudder Roll Stabilization
system - RRS
TERIMA KASIH