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Proceedings of the 7th International Conference on Asian and Pacific Coasts

(APAC 2013) Bali, Indonesia, September 24-26, 2013

NEW CONCEPT OF SOLAR- POWERED CATAMARAN FISHING VESSEL

IKAP Utama1, PI Santosa1, R-M Chao2, A Nasiruddin2

ABSTRACT: It has been considered that the availability of fossil fuels is getting rare and hence becoming more
expensive. Its exploration has moved from onshore to offshore together with advanced technology involved thus
causing higher cost to the fuels to be ready to use. This fact has caused (in particulars) the fishermen cannot afford to
buy the fuel so that they are vulnerable to live in poverty. Recent survey shows that more than 50% of fishing boats,
owned by traditional and low economic income of Indonesian fishermen, has been grounded. In addition, the use of
fossil fuels has caused the increase of green house gas (GHG) effects thus its continuous use is not environmentally
friendly. The current paper describes the development of catamaran fishing vessel as a part of academic contribution to
help the Indonesian fishermen. Earlier work proposed the design of catamaran fishing (cat-fish) vessel using the
conventional diesel engine, whilst the new design introduces the use of combination of diesel engine together with the
use of solar power. Discussion includes the explanation of lay out arrangement, ship stability and seakeeping
characteristics, and energy index due to the use of two power system. The later item has now become a serious matter
under IMO (International Maritime Organization) regulation in order to reduce GHG effect. Economic review of the
possible development of the novel concept is also taken into consideration because the investment cost of the solar
powered boat is predicted to be more expensive than the diesel powered vessel but its operational cost is cheaper hence
it is promising in long-term use.

Keywords: cat-fish, solar powered, stability, seakeeping, GHG.

.

INTRODUCTION around the world such as carried out by Satchwell (1989)

It has been known currently that the availability of dan Molland et al (2009).
fossil fuels is getting rare and hence becoming more The use of catamaran for fishing vessel provides
expensive. The increase cost and the scarcity of fuel oil wider space to put fishing equipment on deck as well as
used for fishing vessels have caused significant terrible to store the catching fishes as reported by Setyawan et al
impact to maritime sector in Indonesia including to the (2010). The catamaran vessel has better transverse
fishermen (Daniel and Chandra, 2010). Recent report stability; this is one of the main reasons why catamaran
showed that there was an increase of about 6% on the becomes more popular compared to other types of vessel
construction of fishing vessels between 2001 and 2005 in (Utama and Molland, 2001). Moreover, the seakeeping
Indonesia, but approximately 50% of those vessels were characteristics of catamaran can be as good as that of
not operated in the last two years attributed to the monohull in certain sea states such as reported by
scarcity and high cost of fuel oil (Santosa and Utama, Molland et al (2000) and Murdijanto et al (2011).
2012).
Many efforts have been made to help the fishermen EARLIER CAT-FISH DESIGN
especially in order to reduce the use of fuel oil. A
number of power systems have been developed such as Resistance Characteristics
combination of engine and sail which is later known as One design of catamaran fishing (cat-fish) vessel was
sail assisted engine (Daniel and Chandra, 2011). The proposed by Setyawan et al (2010). The design was
powering vessel without using engine and fuel oil has developed using database obtained from experimental
later become more popular considering environmental model tests and CFD analysis.
issues known as green economy concept. There are Three models were built for the purpose of
several choices of power systems such as the use of sail, experimental test: (1) hard-chine of single hull, (2)
solar powered boat, wave power mechanism and the round-bilge of single hull and (3) symmetric catamaran
combination of those two and three power systems. as can be seen in Figs. 1-3. The main particulars are
Despite the results of those developments are still far shown in Tables 1-3.
from economic benefits, research and development of
those power systems has been carried out very intensive

1 Department of Naval Architecture and Shipbuilding Engineering, ITS, Surabaya 60111, INDONESIA
2 Department of Mechatronics and Marine System Engineering, National Cheng Kung University, Tainan, TAIWAN

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 IKAP Utama, et al.

Table 1: Particular of hard-chine monohull and Molland (1992). The hull of catamaran contains 2
isolated demihulls. It produces wave and viscous
LOA=12.9m LBP=11.8m B=3.0m resistance interaction and expressed as:
H=1.5m T=0.6m Vs=8 knots
CT  1   k  CF   CW (1)

Where CT is total resistance coefficient; CF is frictional

resistance coefficient, obtained from ITTC-1957
correlation line; CW is wave resistance coefficient of
isolated demihull; (1+k) is form factor value of isolated
demihull; ø is used to estimate the change of pressure
around demihull; σ represents additional velocity
between demihulls and calculated from the summation
of local frictional resistance around wetted surface area.
In reality, the factors of ø and σ are difficult to
measure hence for practical point of view, the two
Fig. 1 Hard-chine monohull factors can be combined to form viscous resistance
   
interference factor β where 1   k   1   k hence:

Table 2. Particular of round-bilge monohull CT  1   k CF   CW (2)

LOA=12.9m LBP=11.8m B=3.0m
H=1.5m T=0.6m Vs=8 knots Where for monohull or demihull in isolation the value of
β=1 and τ =1.
The resistance results of these hull forms were
compared to know whether the power efficiency of
catamaran could be gained for the development of
catamaran fishing vessels. This power efficiency will in
turn, save the use of fuel energy.
Results of the tank tests are tabulated in Tables 4-6,
which explain the correlation between resistance and
speed (and hence Froude numbers).

Table 4. Resistance of hard-chine monohull

Run Speed Froude Resistance
Fig. 2 Round-bilge monohull Number (knots) Number (kN)
1 5 0.239 0.64
2 6 0.287 1.13
3 7 0.335 2.28
Table 3. Particular of symmetrical catamaran 4 8 0.382 2.97
5 9 0.430 5.24
LOA=12.9m LBP=11.85m B=4.0m
6 10 0.478 8.37
H=1.5m T=0.7m Vs=8 knots
Table 5. Resistance of round-bilge monohull
Run Speed Froude Resistance
Number (knots) Number (kN)
1 5 0.239 0.84
2 6 0.287 1.28
3 7 0.335 1.93
4 8 0.382 2.52
5 9 0.430 4.01
6 10 0.478 5.79

Table 6. Resistance of symmetrical catamaran

Run Speed Froude Resistance (kN)
Number (knots) Number S/L=0.2 S/L=0.3 S/L=0.4
Fig. 3. Symmetrical catamaran 1 5 0.239 1.11 1.12 1.12
2 6 0.287 1.59 1.59 1.59
3 7 0.335 2.30 2.28 2.26
4 8 0.382 2.96 2.94 2.92
The most popular formulation to estimate the 5 9 0.430 4.06 4.00 3.95
resistance of catamaran is the method proposed by Insel 6 10 0.478 5.50 5.37 5.28

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 New Concept of Solar- Powered Catamaran Fishing Vessel

It can be seen from Tables 4 and 5 that hard-chine of gravity and center of buoyancy of vessels and how
monohull has slightly higher resistance than roound- these interact. When a ship hull is designed, stability
bilge one at higher speed (Froude number above 0.30) calculations are performed for the intact and damaged
and this is believed to be due to the existence of spray states of the vessel (Rawson and Tupper, 1994). Intact
and wave breaking at higher speed. This is in agreement stability calculations are relatively straightforward and
with the facts found by Hogben and Standing (1975) and involve taking all the centers of mass of objects on the
Utama et al (2008). Meanwhile, the catamaran shows its vessel and the center of buoyancy of the hull. Cargo
potency to produce less resistance at the same speed as arrangements and loadings, crane operations, and the
the monohull (see Table 6). It is apparently shown that design sea states are usually taken into consideration.
the higher S/L ratio the lower the resistance of catamaran Meanwhile, damage stability calculations are much more
and this is in a good agremeent with the work done by complicated than intact stability. Finite element analysis
Insel and Molland (1992), Utama and Molland (2001) is often employed because the areas and volumes can
and Jamaluddin et al (2013). This is a good indication, if quickly become tedious and long to compute using other
applied as cat-fish, to produce vessels with lower methods.
resistance (and hence less power). Thus, this is believed Among others, catamaran or twin-hull vessel has
to be very useful to the fishermen in term of low better transverse stability compared to monohull vessel.
consumption of fuels as well as to the environment in Fig. 6 shows that GZ value of catamaran is higher than
connection with lower emission caused by smaller that of the monohull and this is an indication of better
engines. stability. This is one of the main reason why catamaran
Layout arrangement of the monohull and catamaran becomes more popular compared to other types of
fishing vessels are shown in Figs. 4 and 5. It is obvious vessel. This vessel type has been applied successfully as
that the catamaran provides wider deck area hence gives passenger carriers, oceanographic research vessels, and
more freedom to set-up the layout arrangement on the leisure boats (Utama, 1999). Recent work shows that
deck of ship such as having more space for fish hold and catamaran is feasible as fishing vessel, particularly for
putting more fishing equipment. coastal waters operation as reported by Setyawan et al
(2010).

Fig. 4 GA of monohull fishing vessel

Fig. 6 Comparison of GZ (Setyawan, 2010)

Seakeeping ability is a measure of how well-suited a

watercraft is to conditions when underway (Lloyd,
2001). A ship or boat has good seakeeping ability is said
to be very seaworthy and is able to operate effectively
even in high sea states. St. Denis, in Lewis (1988),
suggested four principal terms needed to describe a
seakeeping performance and these include the mission of
ship, environmenal conditions, ship responses, and
seakeeping performance criteria. It is obviously that a
passenger ship and a fishing vessel have different
missions and operated in different environments. The
Fig. 5 GA of cat-fish vessel performance criteria will be different as well. Both may
be considered seaworthy, although for different reasons
based on different criteria. Furthermore, seakeeping
Stability and Seakeeping
directly impacts the design of a vessel. Ship motions are
Ship stability is an area of naval architecture that
considered when determining the principal dimensions
deals with how a ship behaves at sea, both in still water
of the ship and in developing the general arrangements
and in waves. Stability calculations focus on the center

905
 IKAP Utama, et al.

of the ship’s internal spaces. For example, in most

vessels the far forward parts of the ship experience the
worst ship motions and are commonly un-acceptable for
berthing passengers or crew.
Overall, ship stability and seakeeping evaluation are
considered for fishing vessels because of the placement
of sail and (later) solar panel can reduce the ship stability
and seakeeping qualities. Also, fishing vessels are
usually operated in more open sea hence this vessels are
prone to capsize.
Several surveys indicated that fishing vessel has
reached the highest accident rates among othe types of Fig. 9 Rolling motion characteristics
vessel (Rawson and Tupper, 1994). Dynamic stability
analysis, which is known as seakeeping has been carried
out by Murdijanto et al (2011) which demonstrated that
SOLAR POWERED BOAT
the catamaran mode shows almost similar motion
The use of solar energy as a clean source of energy
characteristics as compared to the monohull type. This is
true for sea state up to 3 which then indicated that has been well-known for more than 20 years. This has
catamaran is as comfortable as the monuhull. In detail, it been used to power water heater at homes, road lights,
was reported that heave and pitch motions of catamaran and so on. This is later developed to power small ships
are more excessive under following sea condition (see under a combined power known as hybrid engine. In this
Figs. 7 and 8), whereas the roll motion is more extreme case, the boat is powered by battery and the solar power
under quartering and beam sea conditions. The responses is applied to charge the battery during the operational of
of roll motions of catamaran was given in Fig. 9
the boat at sea. The first electric boat powered by solar
indicating that catamaran has slightly better rolling
motion that than of the monohull. It implies that energy, was developed in England in the 1970s (Santosa
catamaran is, in fact, slightly more comfortable than the and Utama, 2013). Further developments have been
monohull. carried out around the world. One of the most
phenomenal progress was the launching of PlanetSolar,
the biggest solar powered vessel so-far owned by
Switzerland. It has length up to 31 m and sails around
the world successfully.
The development of a small solar power boat in
Indonesia was reported by Chandra and Daniel (2010).
Body of catamaran is used due to its advantages such as
providing wider deck area and having better transverse
stability (Insel and Molland, 1992). The solar panel was
situated above the hull as canopy as can be seen in Fig.
10. An electric engine of 6 HP was installed at the stern
Fig.7 Heaving motion characteristics part in order to investigate the successful combination of
solar panel and electric engine (see Fig. 11).

Fig. 8 Pitching motion characteristics

Fig. 10 (Chandra and Daniel, 2010)

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 New Concept of Solar- Powered Catamaran Fishing Vessel

Tabel 7 Comparison of monohull fishing vessel

L B H T Deck Area
No GT
(m) (m) (m) (m) (m2)
1 19 17.5 3.8 1.8 1.1 46.55
2 20 18 3.8 1.9 1.2 47.88
3 20 18 3.8 1.8 1.2 47.88
4 20 18 3.9 1.9 1.2 49.14
5 20 18 3.8 2 1.2 47.88
6 20 18.2 3.7 1.8 1.2 47.14

Fig. 11 (Chandra and Daniel, 2010) The wider space area for fishing activities on main deck
is the main concern for the commercial fishing industry
Further progress was conducted by Ko and Chao now. The space area on main deck for catamaran is
(2012) on the development of photovoltaic (PV) mostly related to the separation length ratio (S/L).
generation as one of the most essential renewable energy Therefore this ratio need to be investigated and discussed
resources. This invention demonstrates plentiful merits into the resistance performance to estimate the ship
such as cleanness, low cost of repair and no noise. speed and power required. The large deck space is a key
Several applications utilizing this technology have been feature of catamaran fishing vessel, which provides an
developed such as satellite power systems, solar power incredible amount of spaces for accommodation, bridge,
generation, solar battery charging station, and solar engine room and massive fish storage.
vehicles such as cars, ships and airplanes.
Measurement of Emission
NEW DESIGN OF CAT-FISH International Maritime Organization (IMO) adopted
a new chapter to MARPOL annex VI in order to reduce
GHG emission from international shipping by improving
the energy efficiency for ships. The hull design,
propulsion techniques and operational practices are
expected technology that can be improved in order to
increase the energy efficiency for ships. The Marine
Environment Protection Committee (MEPC) approved
the interim guidelines on the method of calculation of
Energy Efficiency Design Index (EEDI) towards
determining minimum energy efficiency level for new
ships. It is mandatory to all merchant ships of 400 GT
and above regardless the nationality of the owners IMO
(2000). However, it is considered in the near future to
apply to other type of vessels using fossil fuels.
Furthermore, the EEDI formula provides a specific
Fig. 12 GA of solar-powered cat-fish vessel figure for an individual ship design, as proposed by IMO
(Guidelines on the Method of Calculation of the Attained
A study about solar powered catamaran fishing Energy Efficiency Design Index (EEDI) for new ships
vessel was developed and still carried out in ITS. Body resolution of the Marine Protection Environment
of catamaran was selected attributed to its attractive Committee (2012), IMO. Guidelines on Survey and
benefits such as providing wider deck area and having Certification of the Energy Efficiency Design Index
better transverse stability. Environment Committee (2012), as given in Equation
The result of recent study is the layout of catamaran (3):
fishing vessel are presented in Fig. 12. The solar panel
was placed above the hull as canopy with an electric P  sfc  C F
engine of 2 x 55 kW was installed at the stern part in EEDI  gm CO2 /tonne mile (3)
order to investigate the effectiveness of solar-cell panel C V
Where P is power (kW), sfc is specific fuel
and electric engine combination. The principle
consumption (gm/kW.hr), CF is a CO2 conversion (tonne
particulars of the boat are: LOA =18 m, BOA = 5.6 m, B-
CO2/tonne fuel), C is the capacity of the ship (DWT or
demihull = 1.9 m, H = 2.25 m, T = 1.2 m, deck area
GT) and V the speed (knots). As such, EEDI can be seen
about 75.2 m2, Disp = 31 ton, GT = 48.5 ton, Hold 1 = 2
as a measure of a ship’s CO2 efficiency.
x 20.21 m3, Hold 2 = 2 x 23.09 m3), The service speed of
When considering the overall form of EEDI, it is
boat is 10 knots (Fr = 0.38) and its total resistance is
clear that in order to reduce the index for a given ship at
18.56 kN. This catamaran provides wider deck space and
a given speed, a decrease in propulsive power must be
bigger volume capacity compared to the monohull, see
achieved and/or improvements made in engine efficiency
Table 7.

907
 IKAP Utama, et al.

with a reduction in sfc. The EEDI formula can later be vessel that can produce lower resistance and hence lower
simplified to Equation (4): power of engine. The current research shows that
catamaran is not only efficient but also causes less
EEDI = CO₂ emission / transport work (4)
emission compared to the monohull with the same
The CO₂ emission represents total CO₂ emission displacement.
from combustion of fuel at design stage, including Development of alternative energy is another
propulsion and auxiliary engines, taking into account the possibility to reduce the use of fossil fuels and hence
carbon content of the fuels in question. If shaft minimize GHG effect. However, the complete
generators or innovative mechanical or electrical energy replacement of engine and fossil fuels seems to be
efficient technologies are incorporated on board a ship, impossible at present. The use of the combination of
these effects are deducted from the total CO₂ emission. those energy resources is the appropriate choice hence it
If wind or solar energy is used to board a ship, the
can satisfy both high efficiency and low carbon emission
energy saved by such measures will also be deducted
from the total CO₂ emissions, based on the actual
efficiency of the system. The transport work is ACKNOWLEDGEMENTS
calculated by multiplying the ship’s capacity as designed The authors would like to thank DP2M-Dikti of the
(DWT for cargo ships and GT for passenger vessels) Ministry of Education and Culture of the Republic of
with the ship’s design speed measured at the maximum Indonesia for funding the research under a research
design load condition and at 75% of the rated installed scheme called International Research Collaboration.\
shaft power. Speed is the most essential factor in the
formula and may be reduced to achieve the required
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