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\title{The Configuration of Solar Sail Catamaran Fishing Vessel}
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             \author[1]{Pramudya Imawan  Sanntosa}

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\date{\small \em Received: 10 December 2018 Accepted: 2 January 2019 Published: 15 January 2019}

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\begin{abstract}
        


Currently, the catches of fishing vessels supplies the daily food needs and sustains the food security of millions people in the world. In the field of shipping, consumption of fossil fuel is quite large, especially as fuel to drive ship-engines. The high fuel price is not at all beneficial to the shipping industry and fishermen as users of ship-engines. The use of fuel for ship-engines is not only un-economical but also not environmentally friendly. The more expensive fuel is anticipated by wind and solar energy in the form of Solar-Sail Vessels (SSV) as Fishing Vessels. This paper presents a study on the efficient use of fuel in SSV as a driver that does not utilize fuel to develop of environmentally friendly fishing vessels. There is a potential savings in the use of fuel 90% almost.

\end{abstract}


\keywords{fishing vessel, solar-sail vessels, wind energy, solar energy, efficiency}

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\let\tabcellsep& 	 	 		 
\section[{INTRODUCTION}]{INTRODUCTION}\par
he mission of a fishing boat is to catch fish from the sea to get fish that meet the quality in appropriate ways and deliver the fish to land or to another vessel for further processing, \hyperref[b0]{[1]}. The fishing activities have an impact on the increase of air pollution levels (such as CO 2 , SO 2 and NO X ) in the atmosphere, especially on fish boats that use diesel engines. The impact of the activities is one of the most crucial problems in the world, thus many efforts have been done to look for solutions that the operation of fishing vessels become environmentally friendly, \hyperref[b1]{[2]}.\par
In general, the operation of a fishing vessel is always associated with economic and environmental issues. Economic factor is the cost of fuel, while the environmental factor is related to the level of pollution produced.\par
Economic problems and strong environmental pressures forcing the ship designers and owners to create more efficient vessels to minimize the use of ship propulsion. Reduced magnitude of ship propulsion (and fuel requirements) can be fulfilled since the ship design stage by creating more efficient hull design and propulsion systems as well as ship operational activities including ship operations, such as: Solar Sail Vessels (SSV), \hyperref[b2]{[3]}. T Figure \hyperref[fig_0]{1}. shows the configuration of the vessel with the solar-sail driver. The concept of energy conversion in the ship's configuration is to convert wind and solar energy into the required thrust force of the ship through the propeller (electric motor) and sail. The thrust (T) force generated from one or more of the ship's propulsion sources operates simultaneously or together known as the hybrid system \hyperref[b0]{[1]}.\par
Environmentally friendly vessels that have ever been built in the world Foscat32 catamaran tourism boat, the concept of a hybrid drive that combines diesel motors, sail and Figure \hyperref[fig_1]{2}. shows the configuration of the Foscat32 catamaran tour boat equipped with hybrid propulsion which, in this case, the screen and solar panel are placed vertically above the ship's navigation space as the screen whose placement is adjusted according to: stability, load space requirements, vessel operations and energy requirements to drive the ship. Foscat32 (Folding Solar Catamaran) is a folding sailboat utilizing natural energy from wind and sun, has a length of 32 meters and a height of 52 meters with a solar panel (95 m2) placed on the main pole and has two electric motors placed on the hull. This ship has high performance because it uses a lightweight system, which is a combination of the power of the sun and wind by reducing CO2 to almost zero during sailing. While what is meant by a hybrid engine is a diesel engine that is equipped with an electric motor that can work alternately or simultaneously. Hybrid engine and sail will work alternately or simultaneously. The thrust force used to drive this ship is generated from the propeller and sail. The New York Horn blower passenger vessel, the "San Francisco Horn blower Hybrid" ship made in 2008 and the "New York Horn blower Hybrid" vessel in April 2011, is a passenger vessel with a capacity of 600 passengers equipped with a combination of diesel engines, solar power and power turbines. wind (New york Horn blower, 2015).\par
? Greenpeace Rainbow Warriors, this eco-friendly vessel is actively carrying out a campaign to save the environment by sailing around the world (Greenpeace, 2015).\par
? solar panels (Foscat32,2015)\par
Figure  {\ref 4}: Hybrid passenger ship (Newyork hornblower, 2015)\par
Figure  {\ref 4}: shows the configuration of a hybrid passenger ship by utilizing natural energy from wind and solar because this ship will run its diesel engine if needed as additional power. The wind will drive wind power turbines to produce electricity, while solar power will be converted into electricity as well.\par
? Norwegian fishing boats, Eld by, (2014), in their article writing about the collaboration of Norwegian fishermen and SINTEF researchers, have succeeded in simulating small fishing boats equipped with a battery-driven electric (as shown in Figure \hyperref[fig_3]{5}, the results show that the energy consumed about 60 to 70\% of total energy during the time of operation of the fishing vessel. Furthermore, the idea of developing an innovative hybrid catamaran fishing vessel design is intended to produce a fuel-efficient, environmentally friendly and well-performing vessel, which is a proposal for the concept of a future fishing vessel. Whereas the relevance of this research is related to efforts to create an efficient ship and save fuel and the possibility of its contribution to the layout of the catamaran vessel space which is more flexible in the application of fishing vessels. 
\section[{II.}]{II.} 
\section[{Literature Review}]{Literature Review} 
\section[{? Ship Moving Theory}]{? Ship Moving Theory}\par
The vessel may move forward due to a sufficient thrust to resist ship resistance at a certain service speed \hyperref[b3]{[4]}. Based on the above concept, then requirement of ship can move.T > R T o r T -R T > 0 (1)\par
where:T is Thrust (kN), R T is Resistance (kN)\par
? Ship Resistance The total vessel resistance (R T ) is calculated according to Equation (2) where ? is the sea water mass, CT is the total resistance coefficient, WSA is the wet surface area, and V is the velocity of the vessel, \hyperref[b3]{[4]} 2) ( 2 1 V WSA C R T T ? = (2) Thrust (T) = R T /(1-t) (3)\par
? Thrust Thrust (T) is the energy or force required to drive the vessel and can be expressed as Eq. (  {\ref 3}), \hyperref[b3]{[4]}.\par
where: t is thrust deduction factor For double screw \hyperref[b2]{[3]}:t = k R . wt\textbf{(4)}\par
where: k R is 0.5 for thin rudder. To move itself, the thrust (T) force generated through the propeller and the sail must be greater than the existing total vessel resistance (), mathematically expressed in (  {\ref 5}), \hyperref[b3]{[4]}.T propeller + T sail > R T Propeller thrust, T propeller = K T .?.n 2 .D 4\par
where: thrust coefficient (K T ), Salt water density (?), Propeller Rpm (n), Propeller diameter (D) Sail thrust, T sail = q . As \hyperref[b6]{(7)} where: Dynamic wind pressure (q) = ½ x ? x £ x V w 2 (ton/m 2 ), Air mass density (?) = ?/g, Weight per unit volume (?) = 1.2265 t/m 3 , g = 9.81ms -2 , £ = wind pressure coef. (1.1), wind speed (V w ), sail area (As). 
\section[{? Powering}]{? Powering}\par
Engine conventional is the prime mover of the vessel which works by converting the fuel energy to rotate the blades thereby producing sufficient thrust to resist ship resistance at certain service speeds. One of the most fundamental methods of power sharing in this conventional driving force is to distinguish between the effective power (PE) required to drive the ship and power delivered (PD) on the ship propulsion unit, \hyperref[b3]{[4]}.\par
The formulations used according to \hyperref[b3]{[4]} are as follows:\par
Effective power (PE) = R T x V s ( The concept of solar vessel energy conversion is converting solar energy into the driving force required by vessels through solar panels, batteries, electric motors, transmissions and propellers at a certain speed. In detail can be explained as follows: Solar panels function to capture solar energy and convert it into electrical energy, then stored in a battery. Power stored in the battery will be used to supply the electric motor and rotate the propeller. So that the vessels can move forward due to the thrust force produced by the propeller (Tp).\par
Since 2002 research on the technology of combined use of wind and solar power in the form of a Solar sail has been developed in the USA, (Her beck et al., 2002). Solar sail is made of thin Mylar or Kapton films with a thickness of 7.6 mm and has a broad density (defining the weight of the material divided by the area of material) about 11 g / m 2 as shown in Fig. \hyperref[fig_7]{7}. The solar sail has 2 functions, namely: 1) As a propeller vessel, 2) As a system of Photovoltaic technology that converts sunlight into electrical energy. The existence of an efficient combination between the use of the sail and the solar panel if applied to the ship will be able to save the use of the deck of the ship. Besides functioning as a booster of vessel (in the form of sail), Solar Sail can also function as a solar panel that collects electrical energy and is very suitable to be applied as an environmentally friendly vessel. Sail is one of the propeller props without a propeller on the ship that can work due to the wind force (catch the wind) on the surface of the screen, resulting in a drifting force on the ship at a certain speed. The Sail is one of the propulsion devices on the ship. As with other propulsion devices such as propellers, the sail is attempted to produce an optimal thrust force, in order to produce maximum velocity of the ship. The forces on the Sailing Ship, as the ship moves due to the thrust of the propeller or sail there will be a lift that will lift the hull from the water. In addition, obstacles caused by the aerodynamic resistance of the sail are the forces acting on the sailboat, \hyperref[b4]{[5]}.\par
) Determination of Sail Area almost as a comparison of sail area (As) with wetted surface area (WSA) is between 2.0 and 2.5. Comparison of sail area (As) with wetted surface area (WSA) known as sail ratio (SR), \hyperref[b5]{[6]}. There is another way according to \hyperref[b6]{[7]}, where the determination of SR depends on the LWL of the ship by using the graph shown in Fig. \hyperref[fig_7]{7}. In its operation a fishing vessel must be completely safe (very seaworthy indeed), in bad weather even the ship must work. All work on the fishing boat must be done quickly, starting from the process of catching until the processing of the catch is a function of time. The slow catching process causes the fish to run all (migration), while the sluggish processing of the catch causes the fish to be damaged, \hyperref[b0]{[1]}. 
\section[{III.}]{III.} 
\section[{Material and Result}]{Material and Result}\par
This research is a continuing research that has been done in \hyperref[b2]{[3]}. All material data and information using the results of previous research to support scientific / academic and its application.   ? Test result: Table \hyperref[tab_1]{2} shows the experimental results of catamaran Resistance in towing tanks. Furthermore, from this data will be developed as a basis for designing the concept of catamaran fishing boat with a combination of engine-sail, \hyperref[b0]{[1]}, \hyperref[b7]{[8]}.\par
Powering calculation result: Effective power (PE) 32,435 kW, quasi-propulsive coefficient (?D) 0.664, delivered power (PD) 50.21 kW, transmission losses (?T) 0.98 without gearbox, service power (Ps) 51.235 kW and installed power (PI) of 60 kW with total efficiency (PE / PI) is 54\%. Engine specifications used 2 x 43 hp or 2 x 30 kW as shown in Fig. \hyperref[fig_9]{9}.\par
The result of Sail Area determination: Boats with 14.5 m LWL (47.56 feet) obtained approximately 125 m 2 . The calculation results of Thrust is obtained for 6.685 kN with thrust deduction factor (t) of 0.038. Propeller thrust (Tp) is achieved at the speed of the ship's service (Vs) of 9.8 knots while the thrust force (Ts) is reached at wind speed (Vw) of 19.2 knots. The results of the above calculation are then used to create Hybrid Curve Charts as shown in Figure \hyperref[fig_3]{5}. This curve can be used to calculate ESV efficiency.\par
Figure \hyperref[fig_9]{9} : The Layout of SSV Fig. \hyperref[fig_6]{6} shows the arrangement of fish holds and area for crew activities on the main deck, The wider space area for fishing activities on main deck is the main concern for the commercial fishing industry now. The Data's of Solar sail Catamaran Fishing Vessel (SSCFV) is LWL=14.5m, B=7.118 m, H=1.44 m, T=0.694 m, Tonnage 15 GT, Fish hold 1.723 ton, Electric power 2 x 30 kW at 2800 rpm.\par
The relationship between propeller thrust (T P ), see Equation (  {\ref 3}) and sail thrust (T S ), see Equation (  {\ref 7}) is shown in Figure \hyperref[fig_0]{11}, namely T P -T S curve. Meanwhile, the relationship between wind speed (V W ) with the sail thrust (T S ) is shown in Figure \hyperref[fig_6]{6}, namely the V W -T S curve. Likewise, the relationship between ship service speed (V S ) and propeller thrust (T P ) is also shown in Figure \hyperref[fig_6]{6}, namely the V S -T P curve. The relationship between wind speed (V W ) and ship service speed (V S ) is called the V W -V S curve.  IV. 
\section[{DISCUSSION}]{DISCUSSION}\par
Service speed (Vs) on fishing boats is a major requirement because fishing vessels must arrive at the fishing ground as quickly as possible so as not to lose the right time to catch fish. This fishing vessel operates with service speed of around 9.8 knots. At this speed the ship will experience a drag force (RT) of 6,423 kN with the need for thrust (T) of 6,685 kN. To meet the needs of the thrust force is supplied from propeller propulsion (Tp) with a 2x30 kW electric motor and sail (Ts) with an area (As) 125 m 2 . 
\section[{V. conclusion}]{V. conclusion}\par
Application of hybrid technology use a combination Solar-Sail has potency to save fuel usage until 90\%. It is very useful when applied to catamaran fishing vessels and hence reduce emission of greenhouse gases. The present work apparently portraits of study into the development of more energy efficient and less polluted fishing vessel.\begin{figure}[htbp]
\noindent\textbf{1}\includegraphics[]{image-2.png}
\caption{\label{fig_0}Figure 1 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{2}\includegraphics[]{image-3.png}
\caption{\label{fig_1}Figure 2 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{32}\includegraphics[]{image-4.png}
\caption{\label{fig_2}Figure 3 :Figure 2 .}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{5}\includegraphics[]{image-5.png}
\caption{\label{fig_3}Figure 5 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{}\includegraphics[]{image-6.png}
\caption{\label{fig_5})}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{6}\includegraphics[]{image-7.png}
\caption{\label{fig_6}Figure 6 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{7}\includegraphics[]{image-8.png}
\caption{\label{fig_7}Figure 7 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{8}\includegraphics[]{image-9.png}
\caption{\label{fig_8}Figure 8 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{9}\includegraphics[]{image-10.png}
\caption{\label{fig_9}Figure 9 .}\end{figure}
  \begin{figure}[htbp]
\noindent\textbf{1} \par 
\begin{longtable}{}
\end{longtable} \par
 
\caption{\label{tab_0}Table 1 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{2} \par 
\begin{longtable}{P{0.04636363636363636\textwidth}P{0.15196969696969698\textwidth}P{0.1339393939393939\textwidth}P{0.26015151515151513\textwidth}P{0.12878787878787878\textwidth}P{0.12878787878787878\textwidth}}
Run No.\tabcellsep V (knots)\tabcellsep Fr\tabcellsep \multicolumn{3}{l}{Catamaran Resistances (kN) S/L=0. S/L=0.2 S/L=0.3 4}\\
1\tabcellsep 5.788\tabcellsep 0.250\tabcellsep 1.821\tabcellsep 1.659\tabcellsep 1.659\\
2\tabcellsep 6.218\tabcellsep 0.268\tabcellsep 2.141\tabcellsep 1.851\tabcellsep 2.061\\
3\tabcellsep 6.677\tabcellsep 0.288\tabcellsep 2.443\tabcellsep 2.239\tabcellsep 2.348\\
4\tabcellsep 7.051\tabcellsep 0.304\tabcellsep 2.852\tabcellsep 2.678\tabcellsep 2.947\\
5\tabcellsep 7.560\tabcellsep 0.326\tabcellsep 3.460\tabcellsep 3.568\tabcellsep 3.547\\
6\tabcellsep 8.032\tabcellsep 0.347\tabcellsep 4.467\tabcellsep 3.954\tabcellsep 3.766\\
7\tabcellsep 8.384\tabcellsep 0.362\tabcellsep 4.844\tabcellsep 4.345\tabcellsep 4.341\\
8\tabcellsep 8.818\tabcellsep 0.380\tabcellsep 5.149\tabcellsep 4.790\tabcellsep 4.662\\
9\tabcellsep 9.233\tabcellsep 0.398\tabcellsep 5.807\tabcellsep 5.592\tabcellsep 5.515\\
10\tabcellsep 9.813\tabcellsep 0.423\tabcellsep 7.101\tabcellsep 6.448\tabcellsep 6.138\end{longtable} \par
 
\caption{\label{tab_1}Table 2 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{3} \par 
\begin{longtable}{P{0.15420353982300886\textwidth}P{0.1654867256637168\textwidth}P{0.0827433628318584\textwidth}P{0.14668141592920353\textwidth}P{0.30088495575221236\textwidth}}
Sail\tabcellsep \tabcellsep \multicolumn{2}{l}{Propeller}\tabcellsep \\
Vw (Knots)\tabcellsep Ts (kN)\tabcellsep Tp (kN)\tabcellsep Electric motor Rpm\tabcellsep Prime mover\\
0.0\tabcellsep 0\tabcellsep 6.685\tabcellsep 1700\tabcellsep Propeller\\
4.0\tabcellsep \multicolumn{2}{l}{0.5 6.185}\tabcellsep 1550\tabcellsep Propeller-sail\\
8.0\tabcellsep \multicolumn{2}{l}{1.2 5.485}\tabcellsep 1480\tabcellsep Propeller-sail\\
12.0\tabcellsep \multicolumn{2}{l}{2.4 4.285}\tabcellsep 1300\tabcellsep Propeller-sail\\
16.0\tabcellsep \multicolumn{2}{l}{5.4 1.285}\tabcellsep 1000\tabcellsep Propeller-sail\\
\multicolumn{2}{l}{19.2 6.685}\tabcellsep 0\tabcellsep 0\tabcellsep Sail\end{longtable} \par
 
\caption{\label{tab_2}Table 3 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{4} \par 
\begin{longtable}{}
\end{longtable} \par
 
\caption{\label{tab_3}Table 4}\end{figure}
 			\footnote{© 2019 Global Journals} 			\footnote{© 2019 Global JournalsThe Configuration of Solar Sail Catamaran Fishing Vessel} 		 		\backmatter  			 
\subsection[{Acknowledgment}]{Acknowledgment}\par
The author wished to thank the Ministry of Research, Technology and Higher Education (Kemenristekdikti) under BBPS Research Scheme to fund the current research. Furthermore, the first author, in particular, expressed his gratitude to YPTS-ITATS for the continuous support of the development of marine renewable energy on ship.			 			  				\begin{bibitemlist}{1}
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