The strength of transversal structure of the ship has a great effect on the safety of ship. Shipswill experience conditions that affect the strength of the ships structure. A deck-container ships are the ships that all container are loaded on deck such as MV. Khendaga Nusantara series ships. The transversal strength of the ships is loaded mainly by the weight of cargolaying on deck.. This research aims to determine the transverse strength of a deck-container ship due to the all container loads on deck. The research was done by usingfinite element method throughmodeling transverse ship structure, the simulation is conducted by varying the amount and lay-out of containers on dec). The loads appliedto the model are side loads, bottomloads, and deck loads in according to BKI rules. The results shows that the stress that occurred in the web frame was 140,63 N/mm2due to the placement of the entire container on the deck(full loading). For ship structure response, a deformation of 2,86 mm occurred in the web frame area at maximum loading. Stress ratio that occurs in all ship’s structuredoes not exceed 1 in other words the working stress does not exceed the allowedstress according to BKI rules.

Currently, the ship container generation has allowed for the carriage of containers on deck up to four tiers high. The container loads in tiers high affect on deck structure. Consequently, an insert plate is used and located on the top of the ship deck structure for placing the container corner fitting. Sometimes container fitting is placed between longitudinal deck beams under without supporting construction such as pillar or carling. Therefore, this matter should be analyzed to obtain the strength behavior of the insert plate. This study describes the strength analysis using the finite element method (FEM) through ANSYS software. Based on the simulation results, the maximum Von Mises stress of the insert plate was obtained exceeds 181 N/mm2 and 235 N/mm2 in the initial condition, whereas the insert plate could support only 15% loads per corner fitting (three tiers high). Then, the thickness addition of the insert plate until 24 mm reduced the stress, however, the reduction was a small magnitude. By adding two carling construction is similar to the size of a transverse deck beam, under the insert plate, the stress was obtained 138.54 N/mm2.

No abstract

As its main material, specific timbers for supporting boat structure are required in the construction of traditional wooden fishing boat in Indonesia. The requirements for the specific timbers are vary such as it must be water resistant for ship skin planking and must be in the specific form for the boat frames in which the curvature will be different according to the specific curvature of each transversal boat section along the boat length. Currently, the required specific form of timbers for the boat frames are becoming difficult to be acquired especially in the midship area of the ship which requires extreme curvature. The difficulty to acquire the specific curvature form of frames as required have threaten the sustainability of wooden boat construction process in Indonesia. Hence, an alternative material for replacing the wooden material for boat frames is needed. The requirements for the alternative material are as follows; it must be easy to be formed according to the boat transversal section form along the boat length and must be strong enough to support the strength of the wooden boat hull. This research is conducted in order to analyse the feasibility of steel frame application for replacing wooden frame in the construction of traditional wooden fishing boat. Some alternatives of different steel frame dimensions with specific profile forms are analysed to determine the appropriate steel frame construction for certain type of wooden fishing boat. In the end, a recommendation of the steel frame dimensions for replacing wooden frame on a certain traditional wooden fishing boat is proposed.

Traditional wooden fishing boats are still being produced by most of the traditional wooden shipyards in Indonesia specifically in the area of South Sulawesi. Nevertheless, the traditional wooden boat craftsman facing the difficulty of wooden log supply as the main wooden boat material especially for wooden frame construction despite the increasing demand for wooden material for the boat construction. The difficulty to acquire the specific wooden for wooden frame caused by the specific requirements of each wooden frame. They must be in the specific shape according to the specific curvature of each transversal boat section along the boat length. Hence, for the sustainability of wooden boat construction process, alternative material is needed for replacing the certain wooden boat construction component, especially for wooden frames. Fortunately, research relating to the use of alternative material for wooden boat construction have been conducted. The focus of the research is on the use of steel frame to replace the wooden frame on the wooden boat construction. This paper discusses the cost comparison for the fabrication and installation process as well as the material cost of the steel frame to the wooden boat construction with wooden frame to the wooden boat construction. The result shows that the cost for fabricating and installing steel frame is 13% higher to compare to the wooden frame. However, if the total wooden boat construction cost is being considered, the total difference is only 3%.