04/06/2025
ME184413 (3 SKS)
MODULE SEM 4
REGULAR CLASS 6
MARINE AUX. MACHINERY
(PERMESINAN BANTU)
Prof. Dr. Ir. H. Agoes Santoso MSc., MPhil. CEng. FIMarEST., MRINA
COURSES
1. INTRODUCTION TO MARINE AUXILIARY MACHINERY
2. DESIGN CONCEPT OF MARINE AUXILIARY MACHINERY
3. STEERING SYSTEM
4. ANCHOR AND MOORING SYSTEM
5. CARGO HANDLING SYSTEM
6. STABILIZERS
7. BOW THRUSTER
8. Ujian Tengah Semester
9. DESALINATION PLANT
10. PERALATAN NAVIGASI DAN KOMUNIKASI
11. PERALATAN TREATMENT MINYAK
12. PERALATAN ANTI KEBAKARAN & PENANGGULANGANNYA
13. PERALATAN KESELAMATAN PELAYARAN
14. PERMESINAN BANTU PADA KAPAL NON-CONVENTIONAL
15. PERMESINAN BANTU PADA OFFSHORE RIGS
16. Ujian Akhir Semester
1
04/06/2025
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.
2
04/06/2025
3
04/06/2025
Do we need stabilizer?
4
04/06/2025
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.
10
5
04/06/2025
Perbedaan Penggunaan Fins Stabilizer pada SWATH
11
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.
12
6
04/06/2025
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.
13
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.
14
7
04/06/2025
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.
15
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
16
8
04/06/2025
17
18
9
04/06/2025
19
20
10
04/06/2025
21
22
11
04/06/2025
23
24
12
04/06/2025
25
26
13
04/06/2025
AT ANCHOR STABILIZATION SYSTEM
27
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.
28
14
04/06/2025
GYROSCOPIC ROLL DAMPING SYSTEM
29
30
15
04/06/2025
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.
31
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
necessary. This decreased the water resistance and the fuel
consumption.
32
16
04/06/2025
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.
33
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.
34
17
04/06/2025
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.
35
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 ever produced, are produced
by the italian firm PINFABB srl.[3]
36
18
04/06/2025
37
38
19
04/06/2025
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
elements- Wear-resistant sensors to register the ship movements
39
40
20
04/06/2025
NON-RETRACTABLE FIN Benefits:
STABILIZER TYPE FZ Rotary vane fin actuator: Extremely compact,
powerful and highly reliable; torque
transmission is free of unbalanced forces on
Non-retractable fin stabilizer the fin, avoiding additional loads on the
for zero speed and under way bearings and ensuring high fin movement
stabilization for all kinds of precision, enabling ± 60° working
angleBenefits of ± 60° working angle in zero
vesselsRotary vane fin speed mode:increased lift: better roll
actuator± 60° working reductionsmoother force transmission:
angleFin area range from 2,7 reduced jerking effect, increased
comfortsmaller fin area: reduced resistance
to 12,4 m² 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 specificationsCompliant with
Vessel General Permit (VGP) 2013 regulations
41
42
21
04/06/2025
43
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.
44
22
04/06/2025
45
46
23
04/06/2025
47
48
24
04/06/2025
HYDRAULIC CONTROL OF RUDDER,
STABILIZING FINS, RUDDER-ROLL,
VARIABLE PITCH PROPELLER
The stabilization is obtained by applying
a steering torque against the roll, using
the same principle of a conventional
stabilizer fin, however, without affecting
the ability of the ship government.
49
50
25
04/06/2025
51
52
26
04/06/2025
53
54
27
04/06/2025
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
- Reduction of the underwater signature
55
Ship steering gear system / with Rudder Roll Stabilization system - RRS
56
28
04/06/2025
57
58
29
04/06/2025
59
“Maglift” stabilizers using rotary stabilizers that make use of the
so-called “Magnus effect”. These are perfect for my slow moving
trawler but, they currently only offered models that would also
require 4 stabilizers. While retractable, that still left me with
4 rotating stabilizers and maintainance was my main
concern. After all, we’re talking about 1-ft diameter “tubes” that
spin at up to about 700 rpm
MAGLIFT STABILIZERS
60
30
04/06/2025
61
A Comparison Calculation
Between the RotorSwing
and Fin Stabilizers
All in all, the advantage for the RotorSwing
relative to the fins is 1.24 * 2.1 = 2.6
This calculation thus shows that the roll
damping with a RotorSwing for this ship gives a
considerable improvement over a two fin
installation!
62
31
04/06/2025
63
PRINCIPLE OF HYBRID ROLL STABILIZERS THAT IHI PROPOSES
In a passive system, moving mass makes natural pendulum motions on the arc-
shaped rails when the ship rolls. This generates forces opposing the wave forces
to reduce the roll of the ship. In an active system, the weight is accurately
controlled by electric motors according to information on lateral rolling detected
by sensors to reduce the roll of the ship. The hybrid system combines the
features of the pendulum principle (passive system) and electric motor control
(active system) to provide excellent roll control for low power expenditure.
64
32
04/06/2025
Hybrid Roll Stabilizer for Large Ships
65
66
33
04/06/2025
67
68
34
04/06/2025
69
70
35
04/06/2025
71
72
36
04/06/2025
73
74
37
04/06/2025
75
TERIMA KASIH
76
38
