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The use of containers in the world is increasing every year in line with international trade flows. In very complex container terminal operations, the risk of work accidents is inevitable and can happen at any time. Therefore, this paper aimed to identify accidents and potential risks occurring in the container terminals. For the case study, the analysis was used the data of accidents during five years in one of the major container terminals in Indonesia. Risk assessment is carried out using the risk matrix method to get the level of risk. The risk that has the highest level is analyzed by using the Fault Tree Analysis method. From the results of the risk assessment shows the container fell to the berth when loading and unloading have the highest risk value. While the results of the Fault Tree Analysis show that traffic accidents are the biggest potential risk, which is 41.8% compared to other accidents. Moreover, human factors especially due to the negligence in operating vehicles or equipment as well as the damage of equipment were the highest common causes of accidents in the container terminal. Based on these results the contribution offered is the risk control options for terminal operators to reduce the possibility of safety failure in the container terminal.

Increase as much as 87 o C every year. Nowadays, 90% of the transportation for industry is done by sea. There are two components sharing the most vital role in sea transportation, i.e. ships and ports. This research focused on the calculation of the emissions in the whole process in the ports, which covered berthing, the unloading processes, transfer from piers to stacking spots, stacking and vice-versa. The method of this research involved collecting the data of the ports' performances for one year, which covered berthing, equipment and utility, fuel consumption, and electricity. The researched port was Belawan International Container Terminal (BICT), Medan, Indonesia. The emission factor used for fuel was based on the policy issued by the Ministry of Environment that has ratified IPCC 2006, and, as for the electricity, the emission factor of the Java Madura Bali power plant was used, i.e. 0.844 kg of CO2/KWH. It was found out that the fewest emissions in terms of the emissions from the whole equipment were those in BICT, as many as 15.93 kg of CO2/TEU. As for the emissions produced by fuel or direct emissions in a port, those in BICT as many as 15.38 kg of CO 2 /TEU. In respect of the emissions from the whole process in a port, from berthing to taking containers out of the port, the emissions in JICT as many as 29.08 kg of CO 2 /TEU. A huge number of emissions were produced from berthing. With the use of power on shore, this number will shrink, and it will eventually considerably lessen the number of the whole emissions in the port.

In recent years, the use of small-scale liquefied natural gas (LNG) has grown alongside demand from industrial users of natural gas. Small-scale LNG is an alternative to the supply of natural gas to remote areas with a cost-effectiveness challenge. To address this challenge, five mobile power plants located in remote areas with limited depth of water level in western Indonesia are used here as a case study. The objective of this paper is to optimize LNG distribution using small-scale LNG carriers and carry out an economic analysis in this region. The capacitated vehicle routing problem model was used to optimize the maritime routing of a small-scale LNG supply chain. The maximization of the volume cargo with a given LNG vessel capacity set as the objective function was therefore provided with the optimum inventory routing and economic analysis of the transport of LNG. Cluster 1 serves three power plants with a total demand of 966 m 3 /day and a distance is 913 Nautical Miles, while cluster 2 serves two power plants with a total demand of 690 m 3 /day and distance of 1,483 Nautical Miles. Economic analysis of the two clusters shows that there is a minimum difference in the margin rate needed to make it worth the investment, which is 3 USD/MMBTU for cluster 1 and 4 USD/MMBTU for cluster 2. Thus, this paper concludes that the cost of LNG transportation depends on the amount of cargo demand and shipping distances.

Stern foil is an innovation that can be used on high-speed vessel craft. This innovation uses the same principles as interceptor but using hydrofoil. Interceptor are used to reduce the wetted surface area of the transom by making vortex under the transom, this kind of change will increase speed and reduce the total resistance of the ship. The mechanism on how the stern foil reduces the total resistance is an interesting question in term of ship hydrodynamics. This study aims to analyse the resistance reduction on high-speed patrol vessel by application of stern foil using simulation model. The study was carried out using computational fluid dynamics (CFD) with hydrodynamic parameters using a variation of the angle of attack 3˚ and 0˚ on Froude number range 0.6-1.3 with service load at 2 kg. The simulation result was obtained the optimal work for stern foil is at service load (2 kg) is a reduction in the total resistance of about 26,70% with the angle of attack is 0˚ in Froude number 0.9.

Ministry of Transportation of the Republic of Indonesia has conducted a feasibility study for conversion plans with the use of 60% LNG fuel on its 3200 DWT passenger ship using LNG ISOtank type T75 size 20 feet (1 TEU), but only limited to economical study. To verify that the conversion plan is really profitable, analysis of physical exergy characteristics i.e. the rate of exergy transfer and destruction through tank wall due to heat transfer, boil-off rate and boil-off gas from stored LNG is conducted by a closed system exergy balance approach with specified shipping conditions parameters, using the empirical equations of the literature and physical model of the three tank options offered, designed using COMSOL Multiphysics 5.1. The results show a positive correlation between exergy destruction rate with BOR and BOG values, depending on the total thermal resistance value R tot due to material variation of shell and insulation of tank wall affecting the value of heat leak on the inner and outer surface of the tank wall. Quality scale is presented to summarize the analysis parameters that can be measured by cost, i.e. the exergy cost and operating costs required by forced vaporizer to achieve the required BOR.

The Kyoto Protocol came into effect in 2005, and actions for prevention of global warming are strongly desired in container terminals. Although energy saving will be significant impact on reduction in CO 2 emissions, electric power consumption by stored reefer container seems to make up about 50% of total power consumption in a container terminal. To reduce heat penetration on walls of reefer container by a load of strong solar insolation in summer will enable an improvement of energy consumption of reefer container. In this paper, we clarify the effect of reducing energy consumption of reefer container due to installing of roof shade that covers the reefer container storage yard to protect from solar insolation.

In the marine industry, specifically fast patrol boats, the important objectives are reducing resistance and improving the efficiency of ships' propulsion systems. The aim of this research was to investigate the application of a stern foil on a patrol boat through experimental and simulation methods. The stern foil used to generate a lift force was an asymmetrical National Advisory Committee for Aeronautics (NACA) foil. In the experiment, the stern foil was installed below the transom of a ship model and positioned parallel to the keel direction (3°towards x-axis). This position created a resultant force, which had an angle to the x-axis. There were variables in this experiment, such as the stern foil application, Froude number (Fr) and hull loads. Those combinations of variables generated sufficient data to analyse the effect of the stern foil working in various conditions. At an optimal load condition (half full load, 2 kg) and Fr 1.1 in the experiment and simulation, the ship model had a resistance reduction of as much as 22.3% and 23.3% in stern foil applications. In addition, with different setups of the stern foil (0°towards the x-axis) in the simulation, a resistance reduction of about 26.7% occurred at Fr 0.9.