This study focuses on the Strait of Singapore and Batam Waterways area because it is one of the world’s most congested straits used for international shipping. The study aims to estimate exhaust gas emission and the concentration of emission to several areas around the strait. This is accomplished by evaluating the density of shipping lanes in the strait by using the data which obtained by Automatic Identification System (AIS). MEET methodology is used to estimate emissions from ships. There were 1269 total number of ships through the strait on September 27, 2014 at 06.00 am-08.00 am produces total exhaust emission for NOx, CO, CO2, VOC, PM and SOx were about 12595.35 g/second (15.99%), 25725.19 g/second (32.66%), 11832.31 g/second (15.02%), 5973.23 g/second (7.58%), 443.71 g/second, (0.56%), 22185.57 g/second (28.17%), respectively. The ships under the Singapore flag contribute approximately 22.78% of total emissions in the Strait of Singapore and Batam Waterways followed by Panama, Indonesia and Malaysia 14.47%, 3.67%, 1.91%, respectively. Based on the total emission rates hips under Indonesia and Malaysia rank of seventh and eighth respectively.

Ocean thermal energy conversion is one of the promising renewable energy resources yet relatively unexplored due to its high capital cost for being utilized in commercial scale. In the aim to reduce the capital cost, this paper introduces a concept design of the floating structure from a converted oil tanker ship. To propose the design process, the general principles of designing a converted tanker FPSO is adapted and then modified to deal with ocean thermal energy conversion (OTEC) characteristic. In the design process, the arrangement of the OTEC layout is carried out by constraint satisfaction method and the prospective floating structure size is varied using Monte Carlo simulation. The variables in the design process consist of the velocities of cold water and warm water transport, the size of the plantship, and the location of the OTEC equipment to the seawater tank. Constraints are introduced as allowable border to determine the acceptability for particular case including the provided space and buoyancy, and the net power output estimation. The results show that the 'typical' size of a Suezmax oil tanker ship is the optimum one for the plantship with the velocity of the water transport of 2-3 m/s. The general arrangement is also conceptualized in this paper.

This paper proposes a three dimensional diffraction potential theory with heave viscous damping correction to predict motion response of multiple hulls semi-submersible structure. The heave viscous damping correction was applied in this paper to avoid the execution return an infinity value for heave motion when the heave motion is dominated by damping term. On previous stage, this method was shown it capability to apply on single hull structure. However, some modification is required to able the single hull diffraction potential theory applied to multiple hull structure. Upon this stage, the modification was made into the meshing system in purposes to able the numerical coding calculate the response of semi-submersible structure. This paper also presented the comparison between the result calculate by diffraction potential theory, commercial software-Hydrostar and experiment result in the selected semi-submersible model. In the comparison, it is obtained that the tendency between the numerical results and the experimental result is agreed between each other.

One of the main challenges for engineers in designing high-speed crafts is the evaluation of hydrodynamic loads during the impact of hull to wave's surface. This paper presents an experimental investigation on the pressure distribution on three wedge-sections with 15°, 20° and 30° deadrise during water-entry. Assessment of pressure distribution on the effects of parameters such as drop heights, deadrise angles and the weights of the models had done. Time histories of impact pressure were recorded. It was showed that, the maximum pressure for 20° wedge had increased 2.4 times in comparison with 30° wedge while this number is 1.23 time for the 15° wedge. But the effects of weight and drop height were not as much as deadrise angle. The results give an appropriate approximation of the maximum pressures by the model resembling high-speed craft's hull sections, which can be used to estimate impact loads in different operational condition. The condition of water level during the impact process has also been observed in each test. The nature of impact test with non-constant speed can clarify the real behavior of falling objects, which can be assumed as the significance of current study.

This paper presents the motions response of moored Round Shape FPSO model due to the wave effect. The proposed of this research is analyzed the possibility of model motion response affected by different mooring system attach to the model. Model experiment was applied in this research to collect motion data for the study. Besides, the numerical simulation using diffraction potential, diffraction potential with Morison Heave correction and ANSYS frequency domain study were also applied in this research to generate comparative data to the experimental results. To investigate the effect of the mooring system to motion response, the model experiment was firstly conducted by attached model scale catenary mooring lines to Round Shape FPSO model. After that, the experiment was repeated by attached model scale taut mooring lines to the same model. The results obtain from the regular wave experiment tests and numerical simulation test were presented in this paper. This research concluded that the mooring systems would not give significant effect to wave frequency motion response after compared the motion result obtain from model experiment conducted using different mooring system.