Nahumariri, Mochamad Gizza Gaeta (2019) Analisis Teknis Terbaliknya KMP. Kayong Utara di Sungai Banyuasin, Sumatera Selatan. Undergraduate thesis, Institut Teknologi Sepuluh Nopember.
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Abstract
Pada tanggal 20 Februari 2018, terjadi kecelakaan KMP. Kayong Utara yang terbalik di Sungai Banyuasin, Sumatera Selatan saat berlayar dari Pelabuhan Muntok, Bangka menuju Pelabuhan Tanjung Api-Api, Sumatera Selatan. Kapal memuat 8 truk sedang, 1 kendaraan kecil, dan 2 sepeda motor serta 9 penumpang dewasa dan 1 penumpang anak-anak. Perlu dilakukannya investigasi untuk mengetahui penyebab kecelakaan agar fenomena serupa tidak terulang kembali. Analisis dilakukan berdasarkan hasil temuan lapangan dari KNKT. Analisis dimulai dari pemodelan kapal dengan toleransi selisih displacement, LCG, dan volume tiap tangki kurang dari 0.2%. Selanjutnya dilakukan analisis stabilitas pada saat kapal berangkat, setelah kapal berlayar 3 jam 40 menit, sesaat kapal setelah bebas dari kandas, saat kendaraan akan bergeser, dan kapal terbalik. Berdasarkan hasil temuan lapangan, kapal berangkat dengan keadaan tegak dengan sarat 1.7 m sehingga didapatkan displacement 356.4 ton, LCG 14.245 m, dan hasil pemeriksaan kriteria stabilitas adalah tidak memenuhi. Setelah berlayar selama 3 jam 40 menit, didapatkan konsumsi bahan bakar adalah 0.6025 ton serta konsumsi air tawar setidaknya 12.856 ton sebelum kapal kandas dengan kondisi miring 4˚ ke kiri dan sedikit trim buritan. Hasil pemeriksaan kriteria stabilitas setelah berlayar adalah tidak memenuhi. Dilakukan upaya pembebasan dengan cara pemindahan 4 truk belakang dan air tawar sehingga kemiringan kapal berukurang 0.5˚. Namun sesaat setelah bebas dari kandas, kapal terapung dan hasil pemeriksaan kriteria stabilitas adalah tidak memenuhi. Kapal terus miring ke kanan hingga kendaraan bergeser ke kanan pada sudut heel 5.71˚ diakibatkan bekerjanya momen penegak dan tidak seimbangnya tangki air tawar. Kombinasi dari ketiga kondisi tersebut ternyata masih belum cukup untuk menyebabkan kapal terbalik dan rebah 90˚. Terdapat 2 kemungkinan tambahan yang mendukung terbaliknya kapal yaitu isi tangki air kiri dikurangi menjadi 62% = 32.164 ton dan atau VCG lightship yang naik menjadi 1.8 m sehingga kapal dapat terbalik. Agar kejadian tidak terulang kembali maka dapat diantisipasi dengan penanganan muatan dan pemindahan isi tangki dengan hati-hati, melengkapi kapal dengan dokumen-dokumen yang terbaru dan akurat, serta meningkatkan pengetahuan ABK tentang stabilitas kapal.
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On the twentieth of February, 2018 KMP. Kayong Utara was capsized in Banyuasin River, South Sumatra while sailing from Port of Muntok, Bangka to Port of Tanjung Api-Api, South Sumatra. The ship carried 8 medium trucks, 1 small vehicle, 2 motorbikes, and 9 adult passengers and 1 child passenger. Therefore, an investigation is needed to find out the cause of the accident in order to prevent the similar accident. The findings from KNKT are analyzed in terms of stability. The process starts from creating a ship model with a tolerance of displacement, LCG, and each volume of the tank difference is not exceed 0.2%. Analysis continues with a stability analysis starting from the ship departing, the ship after sailing 3 hours 40 minutes, the ship shortly after being free of aground, the ship when the vehicle will shift right, and the ship capsize. Based on findings, the ship departs with an upright condition and the mean draught is 1.7 m. The stability analysis results showed that the stability curve of the GZ arm is positive but did not meet the stability criteria. After the ship sails for 3 hours 40 minutes, the fuel consumed is 0.6025 tons and the fresh water consumed is is at least 12,856 tons before the ship before the ship runs aground with a heel angle is 4˚ to the left and a little trim by stern. The result of stability analysis showed that the stability curve of the GZ arm is also positive but did not meet the stability criteria. Floating efforts are carried out by moving 4 rear trucks and fresh water to starboard side tank so that the heel angle the ship decreases by 0.5˚. But shortly after the ship free from aground, the ship is afloat and the result of stability analysis showed that the stability curve of the GZ arm is positive but did not meet the stability criteria. The ship tilts to the right until the vehicle shifts at the heel angle 5.71˚. The combination of the three conditions is still not enough to cause the ship to capsize. So there are 2 possibilities to cause the ship to capsize. Firstly, the contents of fresh water at the port side tank reduced to 62% = 32,164 tons. And secondly is increasing VCG of lightship up to 1.8 m so that the ship does not have enough righting moment as indicated by the value of the stability curve of the GZ arm is always negative. So, in order to prevent the accident to happen again, it can be anticipated by handling cargo and transferring the contents of the tank carefully, equipping the vessel with the latest and accurate documents, and improving the knowledge of the crew about ship stability.
| Item Type: | Thesis (Undergraduate) |
|---|---|
| Additional Information: | RSPe 623.881 Nah a-1 2019 |
| Uncontrolled Keywords: | investigasi kecelakaan kapal, stabilitas, terbalik, GZ negatif |
| Subjects: | V Naval Science > V Naval Science (General) V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM163 Hulls (Naval architecture) V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM293 Shipping--Indonesia--Safety measures V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM297 Ships Designs and drawings V Naval Science > VM Naval architecture. Shipbuilding. Marine engineering > VM761 Stability of ships |
| Divisions: | Faculty of Marine Technology (MARTECH) > Naval Architecture and Shipbuilding Engineering > 36201-(S1) Undergraduate Thesis |
| Depositing User: | Mochamad Gizza Gaeta Nahumariri |
| Date Deposited: | 25 Nov 2021 01:38 |
| Last Modified: | 25 Nov 2021 01:38 |
| URI: | http://repository.its.ac.id/id/eprint/61583 |
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