MARINE FRONTIER - MIMET

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MIMET Technical Bulletin Volume 1 (2) 2010

l CHIEF’S EDITOR MESSAGE l

Feature 1 l DIRECTIONAL STABILITY ANALYSIS IN SHIP MANOEUVRING l

Page 3‐14

Feature 2 l A WATER FUELLED ENGINE FOR

FUTURE MARINE CRAFT l Page 15‐25

Feature 3 l SHIP REGISTERED IN THE PAST DECADE AND THE TRENDS IN SHIP

REGISTRATION IN MALAYSIA: THE

PREDICTION FOR THE NEW BUILDING AND

DESIGN DEMAND IN THE NEXT FIVE YEARS l

Page 26‐61

Feature 4 l FEASIBILITY STUDY ON THE USAGE OF PALM OIL AS ALTERNATIVE NON

PETROLEUM‐BASED HYDRAULIC FLUID IN

MARINE APPLICATION l

Page 62‐68

Feature 5 l JOINING OF DISSIMILAR

MATERIALS BY DIFFUSION BONDING/

DIFFUSION WELDING FOR SHIP APPLICATION l

Page 69‐73

Feature 6 l DEVELOPMENT OF LEGAL

FRAMEWORK GOVERNING THE CARRIAGE OF

LIQUIFIED NATURAL GAS (LNG) WITHIN

COASTAL WATER FROM CARRIER ASPECT

(OPERATIONAL PROCEDURE) l

Page 74‐82

Feature 7 l OBSERVATION ON VARIOUS TECHNIQUES OF NETWORK

RECONFIGURATIONl

Page 83‐95

Feature 8 l MOVING FORWARD TO BE A HIGH

PERFORMANCE CULTURE ORGANIZATION: A

CASE OF UNIVERSITY KUALA LUMPURl Page 96‐105

Feature 9 lTIME‐DOMAIN SIMULATION OF

PNEUMATIC TRANSMISSION LINEl Page 106‐112

Feature 10|REQUIREMENTS OF

INTERNATIONAL MARITIME LAWS IN THE

DESIGN AND CONSTRUCTION OF A CHEMICAL

TANKER|

Page 113‐118

EDITORIALEDITORIAL CHIEF EDITOR

Prof. Dato’ Dr. Mohd Mansor Salleh

EXECUTIVE EDITOR

Dr. Mohd Yuzri Mohd Yusop

COORDINATING EDITOR

Pn. Nurshahnawal Yaacob

EDITOR

En. Aminuddin Md Arof

En. Atroulnizam Abu

En. Ahmad Azmeer Roslee

En. Iwan Zamil Mustaffa Kamal

En. Hamdan Nuruddin

En. Aziz Abdullah

Pn. Nik Harnida Suhainai

EDITORIAL MEMBERS

En. Kamarul Nasser Mokri

En. Sy Ali Rabbani Sy Bakhtiar Ariffin

En. Rohaizad Hafidz Rozali

UniKL MIMET Dataran Industri Teknologi Kejuruteraan Marin

Bandar Teknologi Maritim, Jalan Pantai Remis, 32200 Lumut, Perak Darul

Ridzuan

+(605)- 6909000(Phone)

+(605)-6909091(Fax)

[email protected]

http://www.mimet.edu.my

R&D ACTIVITIESR&D ACTIVITIES Page 119‐120

lUNIKL MIMET & ASM SDN. BHD. PROJECTl

lPLASTIC TECHNOLOGY CENTER AT SIRIMl

PLASTIC TECHNOLOGY

mailto:[email protected]

http://www.mimet.edu.my

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2 MIMET Technical Bulletin Volume 1 (2) 2010

Dear Readers,

Welcome to the second issue of Marine Frontier@UniKL!

We are happy that we are keeping to our targeted publication plan i.e the second issue is to be published in

October 2010 after the first issue in July 2010. It shows the strong commitment of the academic staff of MI‐

MET towards research and consultancy activities. I would like to congratulate the Editorial group under the

able leadership of coordinating editor, Pn. Nurshahnawal Yaacob for the excellent work of getting the second

issue out on time.

As the journey progresses, we are now going

to embark on improving quality, after getting

the quantity! We will improve as we go along

our journey so that “Marine Frontier@UniKL”

will be a quality journal after a full year of pub‐

lication. We will be looking at clustering the

articles under different research areas grouped

within the Departments or sections of MIMET.

We are going to cast our net wider for research

articles from within Malaysian Universities and

research bodies or even international. Anything

related to maritime studies including education

is within our ambit and are welcome.

I am glad to inform that we have already ob‐

tained our ISSN Number recently: ISSN 2180‐

4907. This means that our Marine Fron‐

tier@UniKL can and will be distributed widely.

We would like to receive feedback from our

dear readers so that we can keep improving

our technical bulletin. Intending authors are

welcome to send in contributions. A guide for

authors is also given at the end of this issue.

Once again, congratulations to the Editorial

group for a job well done.

Happy Reading!

Mohd Mansor Salleh Chief Editor

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Feature Article 1

DIRECTIONAL STABILITY ANALYSIS IN SHIP MANOEUVRING

ASSOC. PROF. IR MD SALIM KAMIL*

Department of Marine Design Technology

Malaysian Institute of Marine Engineering Technology, Universiti Kuala Lumpur

Received: 20 May 2010; Revised: 8 July 2010 ; Accepted: 7 October 2010

ABSTRACT

The directional stability analysis method presented is useful for solving directional instability problems of a vessel during

the feasibility studies and design stage of a new construction or for operational ships. The governing equations and the

influences of trim, rudder and skeg on the stability criteria are briefly derived. The computation of the analysis is per‐

formed using a simple program written in FORTRAN. Extracts from the computation output based on a known ship’s data

are shown. One could provide recommendations for the solution of the directional instability problem of the vessel from

the typical output. Apart from the stability criteria, a measure of manoeuvrability could also be investigated based on

the turning radii evaluated.

Keyword: Directional stability, manoeuvring

*Corresponding Author:

Assoc. Prof. Ir Md Salim Kamil CEng, CMarEng, PEng, FIMarEST, MIEM, was once the Dean and Head of Campus of Universiti Kuala Lumpur Malaysian Insti‐

tute of Marine Engineering Technology and a retired Commander of the Royal Malaysian Navy. He graduated with an MSc in Naval Architecture (London

University ), a BSc (Hons) in Naval Architecture and Ocean Engineering (Glasgow University), a Diploma in Naval Architecture (University College London)

and a Diploma in Mechanical Engineering (Universiti Teknologi Malaysia). He is currently pursuing a PhD course at St Petersburg State Marine Marine Tech‐

nical University, Russia.

Email: [email protected] Tel:+605‐6909000

INTRODUCTION

Manoeuvring performance is one of the

many technicalities normally checked by the

ship designers during the initial stage of the

design of a new construction. Corrections of

directional instability can be made during or

after the model tests phase. The standard

tests on the particular free model are neces‐

sary to be carried out to determine the ap‐

propriate manoeuvring derivatives. The stan‐

dard tests to determine the manoeuvring

derivatives carried out utilizing models in

special manoeuvring tanks are oblique, ro‐

tating arm and planar motion mechanism

tests. The planar motion mechanism tests

which are necessary to be conducted for this

purpose include the pure sway and pure yaw

tests. The options available to solve the in‐

stability problem without changing the ship

hull form include altering the design trim,

addition of a skeg, changing the rudder size

or the rudder effectiveness and any combi‐

nation of the above options.

The Directional Stability Criteria

The derivatives of the linearised non‐

dimensionalised equations of yaw and sway

motions are derived based on the Taylor’s

Theorem. Taking into consideration of small

deviation or variation, the roll, surge and

heave motions and the second derivatives

are neglected. The linearised equations of

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motions of yaw and sway are simplified as fol‐

low:

where

m’ ‐ Non‐dimensionalised mass.

‐ Non‐dimensionalised first derivative

of sway force with respect to sway

acceleration.

‐ Non‐dimensionalised first derivative of

sway force with respect to sway

velocity.


of sway force with respect to helm

angle.


of yaw moment with respect to

turning acceleration.


of yaw moment with respect to sway

velocity.

‐ Non‐dimensionalised first derivative of

yaw moment with respect to rate

of turning.


of yaw moment with respect to helm

angle.

v' ‐ Non‐dimensionalised sway velocity.

‐ Non‐dimensionalised sway accelera‐

tion.

R ‐ Radius of curvature.

‐ Non‐dimensionalised turning accel‐

eration.

‐ Helm angle.

‐ Non‐dimensionalised helm angle.

‐ Non‐dimensionalised turning rate.

‐ Non‐dimensionalised second mo‐

ment of inertia of mass.

Equations (1) and (2) can be written as follow:

Yv'

vY

Y

r

N

vN

Nr

N

v

r

R

L

U

Lxr

I I

R

L

U

Lxr

r

v

N

Nr

vN

r

N

Y

vY

Yv'

Yrmv

Yvv

Yvv

Ym ' (1)

NrNvNrNI rvr

(2)

3

2

1L

m

YYmrYDYmv vv

v)( (3)

NDNINrNv

rrv )( (4)

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Equation (5) is a second order equation in the

form of;

(AD2 + BD + C) x = 0, x = v or r

For a ship, A and B are always positive, there‐

fore the directional stability criteria requires C

> 0. Hence,

Equation (6) can be written as follow to show

the relationship between the levers of sway

and yaw forces in the directional stability cri‐

teria:

Where

‐ Non‐dimensionalised first deriva‐

tive of sway force with respect to

turning rate.

Effect of Trim, Rudder and Skeg Effectiveness

The effects on the hull derivatives due to

trim, rudder and skeg effectiveness are as fol‐

low;

Due to Trim; Due to Trim;

YrYr

(5)

(6)

02 vvrvOvOrOO YmNNYDIYmNDIm

The determinant from equations (3) and (4) above equals to zero for zero control input, that is:

v

o Ymm '

r

'o NII

0 mYNNY vvrv

0

v

v

r

r

Y

N

mY

N(7)

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Table 1 ‐ Results of Stability Criteria and Manoeuvrability with Effects of Trims, Rudder and

Skeg Effectiveness

Trim Rudder

Effectivenes

Skeg

Effectivenes

Y’R N’R Y’V N’V Directional

Stability Criteria Turning

Radius(m)

‐0.50 1.00 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.107 304.938 ‐0.50 1.00 0.5 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.084 241.076 ‐0.50 1.00 1.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.061 177.378 ‐0.50 1.00 1.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.039 113.844 ‐0.50 1.00 2.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.017 50.473 ‐0.50 1.00 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.004 ‐12.735 ‐0.50 1.00 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.025 ‐75.781 ‐0.50 1.25 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.082 187.404 ‐0.50 1.25 0.50 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.059 136.384 ‐0.50 1.25 1.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.037 85.495 ‐0.50 1.25 1.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.015 34.738 ‐0.50 1.25 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.007 ‐15.889 ‐0.50 1.25 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.028 ‐66.387 ‐0.50 1.25 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.049 ‐116.755 ‐0.50 1.50 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.057 109.047 ‐0.50 1.50 0.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.034 66.589 ‐0.50 1.50 1.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.012 24.240 ‐0.50 1.50 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.009 ‐18.000 ‐0.50 1.50 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.030 ‐60.131 ‐0.50 1.50 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.051 ‐102.155 ‐0.50 1.50 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.072 ‐144.071 ‐0.50 1.75 0.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.032 53.079 ‐0.50 1.75 0.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.010 16.736 ‐0.50 1.75 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.012 ‐19.513 ‐0.50 1.75 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.033 ‐55.669 ‐0.50 1.75 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.054 091.733 ‐0.50 1.75 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.074 ‐127.703 ‐0.50 1.75 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.095 ‐163.582 ‐0.50 2.00 0.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.008 11.102 ‐0.50 2.00 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.014 ‐20.654 ‐0.50 2.00 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.035 ‐52.329 ‐0.50 2.00 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.056 ‐83.922 ‐0.50 2.00 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.077 ‐115.434 ‐0.50 2.00 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.097 ‐146.865 ‐0.50 2.00 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.118 ‐178.215 ‐0.50 2.25 0.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.016 ‐21.546 ‐0.50 2.25 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.038 ‐49.735 ‐0.50 2.25 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.059 ‐77.852 ‐0.50 2.25 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.079 ‐105.896 ‐0.50 2.25 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.100 ‐133.868 ‐0.50 2.25 2.50 0.002 ‐0.001 ‐0.006 ‐0.001 0.120 ‐161.768 ‐0.50 2.25 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.140 ‐189.597 ‐0.50 2.50 0.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.040 ‐47.665 ‐0.50 2.50 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.061 ‐73.000 ‐0.50 2.50 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.082 ‐98.270 ‐0.50 2.50 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.102 ‐123.475 ‐0.50 2.50 2.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.123 ‐148.615 ‐0.50 2.50 2.50 0.002 ‐0.001 ‐0.006 ‐0.001 0.143 ‐173.691 ‐0.50 2.50 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.163 ‐198.702

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The Program

The computation was performed using a simple program written in FORTRAN or it can also be cal‐culated using COTS spread sheet software;

C THIS PROGRAM CALCULATES DIRECTIONAL

C STABILITY CRITERIA AND NON‐DIMENSIONAL

C TURNING RADII

REAL NVB

REAL NRB

REAL M

REAL NV(7,7,7)

REAL NR(7,7,7)

REAL NVR(7)

REAL NRR(7)

REAL NRS(7)

REAL NVS(7)

REAL NVT(7)

REAL NRT(7)

REAL NDEL(7)

DIMENSION TR(7)

DIMENSION REFF(7)

DIMENSION SEFF(7)

DIMENSION YVR(7)

DIMENSION YVS(7)

DIMENSION YRS(7)

DIMENSION YVT(7)

DIMENSION YRT(7)

DIMENSION YDEL(7)

DIMENSION YRR(7)

DIMENSION YV(7,7,7)

DIMENSION YR(7,7,7)

DIMENSION S(7,7,7)

DIMENSION RAD(7,7,7)

L=115

T=3.92

DISP=3708

XR=50

XS=45

RO=1.023

DEL=25*3.1416/180

YVB=‐.00495

YRB=.000973

NRB=‐.000754

NVB=‐.00165

CLR=.00045

CLS=CLR/2

M=2*DISP/(RO*L**3)

XRR=XR/L

XSS=XS/L

WRITE(1,*)’RESULTS OF STABILITY CRITERIA

AND MANOEUVRABILITY

$ WITH EFFECTS OF TRIM, RUDDER AND SKEG

EFFECTIVENESS’

WRITE(1,*)

WRITE(1,*)’ TRIM REFF SEFF YR

NR YV NV

$ STAB T/RAD(m)’

WRITE(1,*)

DO 10 I=1,7

TR(I)=(I‐3)/4.0

YVT(I)=YVB*(1+(2*TR(I)/(3*T)))

YRT(I)=YRB*(1+(.8*TR(I)/T))

NVT(I)=NVB*(1‐(.27*TR(I)/(T*NVB/YVB)))

NRT(I)=NRB*(1+(.3*TR(I)/T))

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DO 20 J=1,7

REFF(J)=1+((J‐1)*1.5/6.0)

YDEL(J)=CLR*REFF(J)

YVR(J)=‐YDEL(J)

YRR(J)=XRR*YDEL(J)

NDEL(J)=‐XRR*YDEL(J)

NVR(J)=XRR*YDEL(J)

NRR(J)=‐XRR**2*YDEL(J)

DO 30 K=1,7

SEFF(K)=(K‐1)/2.0

YVS(K)=‐CLS*SEFF(K)

YRS(K)=‐XSS*YVS(K)

NVS(K)=‐XSS*YVS(K)

NRS(K)=XSS**2*YVS(K)

NV(I,J,K)=NVT(I)+NVR(J)+NVS(K)

NR(I,J,K)=NRT(I)+NRR(J)+NRS(K)

YV(I,J,K)=YVT(I)+YVR(J)+YVS(K)

YR(I,J,K)=YRT(I)+YRR(J)+YRS(K)

S(I,J,K)=(NR(I,J,K)/(YR(I,J,K)‐M))‐(NV(I,J,K)/YV

(I,J,K))

RAD(I,J,K)=(L*((YV(I,J,K)*NR(I,J,K))‐(NV(I,J,K)*

(YR(I,J,K)

$ ‐M))))/(DEL*((NV(I,J,K)*YDEL(J))‐(YV(I,J,K)

*NDEL(J))))

WRITE(1,5)TR(I),REFF(J),SEFF(K),YR(I,J,K),NR

(I,J,K)

$ ,YV(I,J,K),NV(I,J,K),S(I,J,K),RAD(I,J,K)

5 FORMAT(1X,F5.2,2X,F5.2,2X,F5.2,X,

F6.3,2X,F6.3,2X,F6.3,2X

$ ,F6.3,2X,F6.3,2X,F8.3

30 CONTINUE

20 CONTINUE

10 CONTINUE

STOP

END

Ship’s Data

The above program was run based on the

following ship’s input data as shown in Table 2;

Table 2: Ship’s input data

Distance of rudder center from

Longitudinal Centre Gravity

(LCG), a

50m aft of LCG

Distance of skeg center from

LCG, b 45m aft of LCG

Length between Perpendiculars

(LBP), L 115m

Draught, T 3.92m

Longitudinal position of the

centre of buoayancy, LCB ‐5.0m

Density, ρ 1.023 tonnes/m3

Trim, t ‐0.5m < t < 1.0m

Rudder Effectiveness, Reff 1.0 < (δCL/δα)r < 2.5

Skeg Effectiveness, Seff 0.0 < (δCL/δα)s < 3.0

Non‐dimensionalised first

derivative of sway force of the

bare hull with respect to sway

velocity, 0vY

‐0.00495


derivative of sway force of the

bare hull with respect to turning

rate, 0rY

0.000973


derivative of yaw moment of

the bare hull with respect to

sway velocity, 0vN

‐0.00165


derivative of yaw moment of

the bare hull with respect to

rate of turning, 0rN

‐0.000754

Rudder effectiveness factor,

(δCL/δα)r 0.00045

Skeg effectiveness factor, (δCL/

δα)s (δCL/δα)r/2

Displacement 3708 tonnes

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Computation Output

Extracts from the computation output based on the ship’s data input for t = ‐0.5, 1.0 < Reff < 2.5 and 0.0 <

Seff < 3.0 are given below;

Directional Stability

00.5

11.5

22.5

33.5

-0.057 -0.034 -0.012 0.009 0.03 0.051 0.072

Directional Stability Criteria

Ske

g E

ffec

tive

nes

st=-0.5, Reff=1.5


0

0.5

1

1.5

2

2.5

3

3.5

-0.032 -0.01 0.012 0.033 0.054 0.074 0.095


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=1.75

(a)

(b)


0

0.51

1.5

2

2.53

3.5

-0.008 0.014 0.035 0.056 0.077 0.097 0.118


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2

(c)

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(d)

(e)

Figure 1: Directional Stability (a) at t = ‐0.5, Reff = 1.5 (b) at t = ‐0.5, Reff = 1.75 (c)

at t = ‐0.5, Reff = 2 (d) at t = ‐0.5, Reff = 2.25 (e) at t = ‐0.5, Reff = 2.5


0

0.51

1.52

2.53

3.5

0.016 0.038 0.059 0.079 0.1 0.12 0.14


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2.25


0

0.51

1.5

2

2.53

3.5

0.04 0.061 0.082 0.102 0.123 0.143 0.163

Directional Stablity Criteria

Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2.5

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Turning Circle Radius

0

0.51

1.5

2

2.53

3.5

304.94 241.08 177.38 113.84 50.47 -12.74 -75.78

Turning Circle Radius (m)

Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=1


0

0.51

1.5

2

2.53

3.5

187.40 136.38 85.50 34.74 -15.89 -66.39 -116.76


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=1.25


0

0.5

1

1.52

2.5

3

3.5

109.05 66.59 24.24 -18.00 -60.13 -102.16 -144.07


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=1.5

(a)

(c)

(b)

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(d)

(f)

(e)


0

0.51

1.5

2

2.53

3.5

53.08 16.74 -19.51 -55.67 91.73 -127.70 -163.58


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=1.75


0

0.5

1

1.52

2.5

3

3.5

11.10 -20.65 -52.33 -83.92 -115.43 -146.87 -178.22


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2


0

0.51

1.52

2.53

3.5

-21.55 -49.74 -77.85 -105.90 -133.87 -161.77 -189.60


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2.25

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Figure 2: Turning Circle Radius (a) at t = ‐0.5, Reff = 1 (b) at t = ‐0.5, Reff = 1.25 (c)

at t = ‐0.5, Reff = 1.5 (d) at t = ‐0.5, Reff = 1.75 (e) at t = ‐0.5, Reff = 2 (f) at t = ‐0.5,

Reff = 2.25 (g) at t = ‐0.5, Reff = 2.5

(g)


0

0.51

1.52

2.53

3.5

-47.67 -73.00 -98.27 -123.48 -148.62 -173.69 -198.70


Ske

g E

ffec

tive

nes

s

t=-0.5, Reff=2.5

Conclusion

It can be concluded that the ship’s directional

stability improves as the trim moves towards

positive values and so do with increasing rudder

and skeg effectiveness. As the ship trimmed

more by the stern (positive trims) and with

increasing rudder and skeg effectiveness, the

wetted surface area of the ship becomes larger.

Therefore by virtue of its position, the centroid

of the wetted surface shifts towards aft, the

directional stability increases. The magnitude of

the stability criteria is an indicative of the degree

of the directional stability. The ship is more

directionally stable with numerically higher

values of stability criteria. The negative values of

the stability criteria indicate that the ship is

directionally unstable. The lower the negative

values of the stability criteria, the more unstable

directionally the ship is. It can be deduced that

the ship manoeuvrability increases with

increasing directional stability, turning radius,

positive trim, rudder effectiveness and skeg

effectiveness.

References:

1. R.K Burcher (1971) Development in Ship Manoeuvrability,

Royal Institutions of Naval Architects (RINA).

2. Inou, Hirano and Kajima (1981) Hydrodynamic Derivatives

on Ship Manoeuvring, International Shipbuilding

Progress,

Vol. 20.

3. E. C Tupper (2004) Introduction to Naval Architecture, 4th

Edition, 253‐261.

4. K.J Rawson and E.C Tupper (2001) Basic Ship Theory, Vol.

2, 5th Edition, 539‐578

5. Toshio ISEKI (2005) Ship Manoeuvrability, Theory and

Assessment, Advanced Topics for Marine Technology by,

Tokyo University of Science and Technology, Japan.

6. Eda H. (1972‐1979) Directional Stability and Control of

Ships in Waves, Journal of Ship Research, Vol. 16, Issue

No. 3, Society of Naval Architects and Marine

Engineers, 205‐218

7. N. Minorsky (2009) Directional Stability of Automatically

Steered Bodies, Journal of the American Society of the

Naval Engineers, Vol. 34, Issue 2, 280‐309 8. Haw L. Wong, Cross Flow Computation for Prediction of Ship Directional Stability, Hydrodynamics, Theory and Application, Department of Mechanical Engineering, University of Hong Kong, Vol. 1, 285‐290

9. B. V. Korvin‐Kroukovsky (2009) Directional Stability and Steering of Ships in Oblique Waves, Journal of the American Society of the Naval Engineers, Vol. 73, Issue 3, 483‐487.

10. Ship Factors that affect Manoeuvring, SHIPS SALES.COM

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Feature Article 2

A WATER FUELLED ENGINE FOR FUTURE MARINE CRAFT

AZMAN ISMAIL*, BAKHTIAR ARIFF BAHARUDIN

Department of Marine Construction and Maintenance Technology


Received: 23 May 2010; Revised: 19 July 2010 ; Accepted: 22 July 2010

ABSTRACT

The search for alternative energy is active in replacing the depletion of the reserve petroleum. The increase of oil price

makes it more critical and suitable for new technology development. Therefore there is a need to develop a new and cost

‐saving technology especially for marine applications that meet severe regulations for environmental protection. The

need for environment‐friendly engines is high to cater to this requirement nowadays. For whatever application, the cost

competitiveness remains the most important. The water‐fuelled engine is the best solution. Water is available every‐

where and no need to worry about the rising oil price. While reducing emissions, it can save money and time, give more

profit and at the same time keeping environment clean and preventing global warming.

Keyword: Alternative energy, water fuel, hydrogen, electrolysis, environmental‐friendly.

*Corresponding Author: Tel.: +605‐6909055

Email Address: [email protected]

INTRODUCTION

The price of oil keeps increasing but the re‐

serve oil keeps reducing and surely one day it

will diminish. Therefore more research and

development are needed to explore for new

alternative energy to run the ships effectively

at lower cost with abundant supply.

Solar can be used as alternative sources, but

there will be no light during night, therefore it

cannot guarantee a constant supply. If wind is

used, sometimes it blows well but sometimes

it does not blow so much. Sometimes it can

cause havoc (typhoon). In addition, the same

problem can happen if using current (water/

wave) as energy sources. The water itself can

be used as the main source of energy. Fur‐

thermore, the greenhouse effect will melt the

iceberg in the Artic and Antarctica thus pro‐

ducing a lot of water. Good resource man‐

agement is needed to prevent more dry land

being flooded by this enormous source of wa‐

ter. This water can be used as fuel for internal

combustion engine and at the same time pre‐

venting the disaster from happening.

Water covers 70% of the earth. Water con‐

tains two atoms of hydrogen and one atom of

oxygen, H2O. By electrolysis process, water

breaks into two parts of hydrogen and one

part of oxygen gases. The hydrogen is used as

fuel and release oxygen to the environment

thus can prevent greenhouse effect. In order

to enable hydrogen as fuel, a customised en‐

gine system is needed. The objective of the

study is to expose and look at the possibility

of water‐fuelled engine for future marine

craft.


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Methodology

In this case, water is used as fuel for in‐ternal combustion engines in marine craft with minimal adjustment or changes. The equipment such as electrolysis chamber, control circuit and the water tank are the only changes needed to convert a petrol/diesel burning engine into a wa‐ter burner. The existing battery and electrical system can be used to run this system easily. It requires no fancy storage or plumbing.

Internal combustion is defined as a thermo‐vapor process since no liquid is in‐volved in the reaction. Most people are un‐aware that most of the petrol/diesel in a stan‐dard internal combustion engine is actually consumed, (cooked, and finally, broken down) in the catalytic converter after the fuel has been partially burnt in the engine. This means that most of the fuel consumed is used only to

cool down the combustion process, a pollution‐ridden and inefficient means of doing that.

A water‐fuelled engine system is shown

in the Figure 1.0. From the water tank, water

will be channeled to the electrolysis chamber.

The water is pumped sufficiently to replenish

and maintain the liquid level in the electrolysis

chamber. The water level in the electrolysis

chamber is set and controlled so that it well

submerses the stainless steel pipe electrodes

and yet leave some headroom for the hydro‐

gen/oxygen vapor pressure to build up. The

electrolysis chamber will vary in size with the

size of the engine being used. For example, a

quarter capacity is big enough for the ordinary

car type engine (small engine).

Fig. 1 : A water‐fuelled engine system.

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Stainless steel pipes are used as elec‐trodes in the electrolysis chamber while making sure it has a symmetric 1 to 5 mm gap in between these two pipes. The closer it is to 1mm gap the better. The electrodes are vibrated with a 0.5 to 5A electrical pulse which breaks the water into its component gases which is oxygen and hydrogen. The theoretical power required to produce hydro‐gen from water is 79 kW per 1,000 cubic feet of hydrogen gas.

The key can be turned on when the pres‐

sure reached 30 to 60 psi to start the engine. High pressure could increase electrolysis efficiency. By pushing the throttle, more energy is sent to the electrodes thus produces more vapors to the cyl‐inders (i.e. fuel vapor on demand). Then the idle max‐flow rate is set to get the most efficient use of power.

The heat from exhaust is used to heat the seawater in the desalination tank, which will re‐move the salt from seawater. The steam con‐denses in the process and is pumped to the water tank. Larger diameter of pipelines for exhaust is required to produce more fresh water.

This hydrogen fuel does not need oxygen from the atmosphere to burn, which is an im‐provement over fossil fuels in saving the oxygen in the air supply. However, in this case, the hydro‐gen and oxygen are combined and ignited in the motor cylinder. The resultant flame is extremely hot and force is produced to move the piston. In fact, when hydrogen burns perfectly, the only product produced is water.

The water contains hydrogen and hydrox‐ide ion which can be represented as equation be‐low:

H2O → H+ + OH‐ …………………………....(1)

Reaction at cathode:

2H+ + 2e‐ → H2 ……………………………...(2)

Reaction at anode:

4OH‐ → 2H2O + O2 + 4e‐ ………………….(3)

Or can be simplified as:

2(H2O) → 2H2 + O2 ………………………..(4)

This means that two parts of hydrogen and one part of oxygen gases are produced during the electrolysis process. Hydrogen is collected at the negative pole (cathode, Eq.2) and oxygen at the positive (anode, Eq.3). The hydrogen and oxygen are introduced directly into the electrolysis cham‐ber plus water. It is dangerous to store com‐pressed hydrogen in tank. As a result, the hydro‐gen is only produced in real time based on the system requirement. Only a certain amount of hydrogen is allowable in the electrolysis chamber to maintain constant flow of supply to the engine. This will prevent the problems associated with storing pressurized hydrogen.

For extra safety precaution, a flashback arrestor unit is installed before the engine for accidental backfire protection for the electrolysis chamber. This will prevent the ignition from the engine from transferring to the electrolysis chamber which can cause explosion. All vapor/duct junc‐tions must be air‐tight and can hold full pressure without leakage. This system is considered suc‐cessful and properly adjusted when full power range at lower temperature and minimum vapor flow is obtained without blowing the pressure safety valve.

This type of engine can give instantaneous start‐ing in any weather, elimination of fire hazards, cooler motor operation and fulfilling all motor requirements in power and speed. The engine would run for as long as water flows over the sys‐tem and regular maintenance will ensure this sys‐tem runs effectively. The technology can be en‐joyed for many years at very low expense as it is one of the most practical free‐energy devices, marked by extraordinary simplicity and effective‐ness. This system used low electricity out of the ship's battery, to separate water into gas, burn efficiently and provide tons of energy as needed.

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An engine (as with all internal combustion engines) turns heat energy into mechanical en‐ergy. The mechanical energy is used to turn the electric generator which changes mechanical en‐ergy into electrical energy. Since the water‐fuelled engine also produces mechanical energy, it can also be used to run as an electric generator.

The advantages for water‐fuelled engine are:

No more bunkering is needed therefore save time and money. ‘Bunkering of wa‐ter’ can be done during travelling from one port to another port. Water is avail‐able everywhere.

Increase ship’s mileage with longer dis‐tance at no cost thus increases transport efficiency and minimising the operation costs all the way.

When burned, the only product is water without harmful chemicals emitted from this system thus cleaning up emissions that are hazardous to health. The overall effect is a dramatic reduction in harmful emissions.

Hydrogen burns completely therefore no

carbon deposits is produced and this pre‐vents future carbon build up.

The water produced will cool the engine via heat transfer thus protecting the envi‐ronment and the engine. This will greatly enhance the engine power and perform‐ance.

A calmer, quieter and much smoother engine & gearshifts. This is due to the ef‐fect of water has on the combustion cycle inside the engine.

Enjoy a longer life expectancy of engine, especially pistons, valves, rings and bear‐ings.

In today's high fuel prices, this simple technology will become more valuable asset.

No more oil spill thus keeping the sea clean.

Fig. 2: General arrangement

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Current development Hydrogen Oceanjet 600

Ivo Veldhuis and Howard Stone, together with Dr Neil Richardson and Dr Steve Turnock of Southampton's Ship Science Department are working on a container ship capable of 65 knots and powered by hydrogen fuel. The re‐search started in the late nineties. It is a brave new approach to an established industry in order to cater worldwide fuel shortages and the increasing demand of manufacturers to deliver their products to the consumers faster. Smaller and faster is the mantra associated with car manufacturers, and those in the con‐sumer of electronics industry but it is not the main factor when designing a container ship which travel thousands of nautical miles laden with cargo. In the world of seaborne freight, the bigger is better.

The future of sea freight lie in a new breed of container vessels which travel two and half times the speed of their traditional counterparts but carry less containers, allow‐ing for more sailings between busy ports and therefore delivering cargo within a smaller time frame. At 8,500TEU (one TEU equates to one 20ft container), current container ships are leviathans of the ocean at 335m long. This size is reduced to just 600TEU per ship thus increased the present maximum speed of 25 knots (46.3 kph) to a whopping 65 knots (120.4 kph).

Ship Design

The design can be qualified by achievable engineering. In order to prove the concept, a new ship design must capable of completing the 18,000km roundtrip from Yokohama to L.A in half the time, thus allowing for double the amount of sailings per week. Hydrogen Ocean‐jet 600 is a work in progress which is fuelled exclusively by liquid hydrogen and powered by four gas turbine engines. The Oceanjet repre‐sents an ambitious new set of thinking and

offers real solutions to an industry to the new business improvements.

Speed of 65 knots requires an extremely high level of propulsion power for the size of the craft proposed (175m/600TEU). With this in mind, Oceanjet will utilised gas turbine engines derived from similar turbine engines as those found on a Boeing 747, each capable of 49.2 MW of propul‐sive power when fuelled by hydrogen. This pro‐pulsive power has to be translated into forward speed, and waterjets is used to give a high propul‐sive efficiency at this high speed.

The design proposed allows for four such 2.5m‐wide waterjets, two inside each demi‐hull transoms of each catamaran hull. This type of pro‐pulsion system is capable of rotating the outgoing waterjet flow and so the entire propulsion force is utilised to steer the ship at 65 knots.

The schematic layout of the ship design, is a catamaran with long and twin hulls known as a 'semi SWATH' (Small Water plane Area Twin Hull), an ideal shape to avoid unwanted wave resis‐tance. A significant part of the vessel's buoyancy is located beneath the waterline. As a result there is limited wave interaction and this translates into reduced wave resistance.

Crucially, this type of design creates an aero‐foil‐shaped air cavity for running the ship with minimal foil friction. The hydrofoils create a verti‐cal lift force that reduces the draught of the cata‐maran and consequently reduces the ship's sur‐face area exposed to seawater. At such high‐speeds frictional resistance between seawater and the ship's hull surface is the biggest resistance component. By reducing the draught via the hy‐drofoils, the frictional resistance is reduced. An additional advantage from using the hydrofoils is damping of the ships motions.

Another benefit of the catamaran layout lies in the speed of loading and unloading it creates. Whereas conventional mono‐hulled container ships require cargo to be loaded vertically, via cranes, this design will allows for horizontal 'drive on and drop' container delivery, making the proc‐ess a lot swifter.

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Fuel system In maintaining such a speed for a long time

about 3,000 tonnes diesel are required on‐board. That is about the same weight as the cargo. Methanol and ethanol are also too heavy. Therefore hydrogen is used in the fuel system. It releases a lot more energy per kilo‐gram than conventional fuels, and the fuel de‐livery system devised can use both liquid and gaseous hydrogen, so no fuel is wasted.

0.86kg of liquid hydrogen per second is required in order to operate the turbines at speed of 64 knots. This means 176 m³ of hydro‐gen burned every hour. For a ship to travel the distances required, it would therefore require a fuel storage capability of 14,500 m³. The design of the Oceanjet allows for ten separate but in‐terconnected fuel tanks, with a total storage capacity of 1,001 tonnes of liquid hydrogen.

Safety first

Naturally, the use of liquid hydrogen raises a number of key safety questions, not least how volatile a liquid fuel can be inside a ship travel‐ling in excess of 60 knots. Because of hydrogen behaves differently compared to other conven‐tional fuels, it requires a different approach al‐together. Current shipbuilding regulations do not allow for the use of liquid hydrogen as a fuel source.

The liquefied hydrogen is kept at ‐253°C for safety reason. A safety system can vent the

hydrogen quickly in the event of an accident. Liquid hydrogen turns to gas instantaneously when in contact with the air and does not linger and burn longer like other fuels such as kero‐sene.

SMART H‐2 Project

The progress within the SMART‐H2 has been excellent. Already launched is an auxiliary engine on board a whale watching ship “Elding”. The opening ceremony was held at the harbour of Reykjavik, Iceland on April 24th 2008 when media and guests were invited on the first trial run of using hydrogen on board a commer‐cial vessel.

Fig. 3: Hydrogen Oceanjet 600

Fig. 4 “Elding”

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Car industry

A small group of local scientists in Malaysia have invented a technology called Hydrogen Fuel Technology (HFT) which could reduce petrol con‐sumption up to 50 percent. The HFT system was designed to fit all types of cars with particular em‐phasis on national cars, namely Proton Perdana, Proton Waja, Proton Wira, Proton Iswara, Proton Saga and Perodua Kancil. The prototype has been tested in Proton Waja for a period of over two years and Perodua Kancil for one month. For every 10 li‐tres of petrol, the system uses 20 litres of water to generate a fuel capacity of 20 litres. The mixture of petrol, hydrogen and oxygen will flow into the carburettor and the engine, enabling the car to run as usual.

Besides that, a foreign car manufacturer Ford had introduced the Ford Focus H2RV which used an internal combustion engine powered by hydrogen, boosted by a supercharger, with a Ford patented Modular Hybrid Transmission System (MHTS) which incorporates a 300‐volt electric motor for full hybrid operation. The MHTS system can be used interchangeably. Hy‐drogen engines have logged thousands of hours on dynamometers, and more than 10,000 miles on the road.

Table 1: H2RV vehicles specifications

In comparison, the basis for the H2RV is its hydrogen‐powered internal combustion engine which is regarded as a transition or "bridging" strategy to stimulate the hydrogen infrastruc‐ture and related hydrogen technologies includ‐ing on‐board hydrogen fuel storage, hydrogen fuel dispensing and hydrogen safety sensors.

Table 2: H2RV performance

Hydrogen producing ship.

The Hydrogen Challenger GmbH devel‐oped a worldwide patented wind‐hydrogen‐production ship. Several wind turbines with dif‐ferent heights and power outputs are installed and operating on a ship. This ship may anchor in some areas with strong wind for instance in Bremerhaven or Helgoland, and the ship can produce hydrogen and oxygen gases from the regenerative energy (wind energy). The ex‐tracted electricity will be applied into the elec‐trolysis of water, which will split the water molecule into hydrogen and oxygen, and these gases will be continuously compressed into the high‐pressure storage tanks on the ship. With fully loaded storage tanks, the gases are sold to the customer.

Discussion

Problems associated and possible solution with hydrogen as fuel;

Hydrogen embrittlement. In an internal combustion engine, one of the problems with the burning of hydrogen is embrittlement which occurs when the walls of the cylinder become saturated with hydrogen ions. This will cause loss of ductility of metals due to corrosion as a result of intergranular at‐tack which may not readily be visible. The metal becomes fragile or porous and can shatter or fracture upon impact, thus damaging the en‐gine.

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As to embrittlement, the acidity of water has been found to have great effect on the speed and the degree to which a material can be dissolved. A metal corrodes because of the acidity of the solution in which it is immersed due to an interchange of hydrogen ions in the solution with the atoms of the exposed metal. When the solution is in liquid form, the metal is dissolved into the solution and hydrogen tends to plate out on the piece. Once a hydrogen film has deposited on the exposed surfaces, the dis‐solving of the metal will cease. Oxygen plays an important part in this process since the oxygen that dissolved in water will react with the film of hydrogen to eliminate it by forming water which allows the corrosion process to proceed.

This problem can be solved by coating the

pistons/cylinders ceramic. It cannot be delayed as these items will rust, either by sheer use or by neglect (i.e. letting it sits) and fitted with a stainless steel exhaust.

Frosting. Some places such as in Europe are colder

than Malaysia climate. In colder condition, the water inside the system can be easily getting frosted and disturb the system. In order to solve this problem, the heating coils to prevent water from freezing in the system.

Hydrogen storage.

Pure hydrogen is dangerous to be stored in high‐pressure tanks. Like all fuels, hydrogen has inherent hazards and must be handled care‐fully. In fact, hydrogen has been used for years in industrial processes and as a fuel by NASA, and has earned an excellent safety record. Like other fuels, hydrogen can be handled and used safely.

In this case, hydrogen and oxygen were generated. All hydrogen and oxygen produced get consumed by the engine instantly. The suit‐able size of tank for certain pressure is needed to maintain constant flow of supply to the en‐gine. The presence of oxygen and water vapour

in the system makes hydrogen very safe. The mixture of hydrogen and oxygen give a power‐ful combustible gas but it is not explosive com‐pared to pure hydrogen. It does not need cool‐ing and will be ignited only by the strong spark inside the engine. The hydrogen can be com‐pressed into a crystal matrix form in order to make it safer but it is not so cost‐effective.

Speed control.

In getting the right speed at the right time and to maintain a constant supply, a control circuit is attached to the electrolysis chamber. This circuit (Figure 5.0) will produce square pulse signal which 'plays' the stainless steel electrodes like a tuning fork. The faster speed is needed, the wider the pulses go into the elec‐trolysis chamber to create more hydrogen gases as needed. So when the throttle is pushed, it will electrically create more hydrogen gases for immediate consumption. On demand, low‐high flow rate is needed, from idle to maximum power. This signal is the input to the circuit as the primary control (i.e. throttle level = pulse width = gas rate).

For carburettor, the built‐in vents need to

be sealed and making a single way air‐intake. The throttle circuit is set in order to maintain minimum gas flow at idle and maximum gas flow at full power without blowing the pressure relief valve. In this way, the mixture is con‐trolled by the strength of the pulse (i.e. “width” at the optimum pulse frequency). If there is in‐sufficient power at any throttle setting, some variables need to be changed such as the pulse frequency, the gap between the electrodes, the size (bigger) of the electrodes, or make a higher output pulse voltage (last resort).

Excess heat. Excess heat due to combustion of hydrogen and oxygen can be rectified by recent material achievements and when the hydrogen is burned, water is produced thus cool down the engine down via heat transfer.

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Big oil companies. For business survival, big oil companies may

stop the emergence of this technology. These companies can buy the patent and keep the secret quietly. Many claims they have the tech‐nology but not many has come forward to prove this. The rest have either been threat‐ened, sold out or keep the secret to themselves. Apparently, it is not a good idea to threaten big oil companies. Nowadays, with the increase of oil price and soon the depletion of the fossil fuel, this technology will have a better chance.

Recommendation

Water can be fully utilised. A lot of benefit can be extracted from it. There were some recommenda‐tions regarding a water fuelled engine;

This technology must be developed for the benefit of all. Big oil companies will cover up this innovation but with the current situation such as higher oil price, the depletion of oil in future, and higher coal price, it will strongly push the ship owners for other al‐

ternative which is water as fuel. There are a lot of benefits can be get from this technol‐ogy.

Thorough research and development must be done to design and optimise the engine capability to accept water as fuel so as to fully utilise this technology at lower cost, meet owner requirement to get maximum profit and most importantly make it safe for all.

Reliable data analysis and statistics must be recorded persistently for future reference

thus the design can be simplified and impro‐vised. This will con‐vince the ship owners to use this water‐fuelled engine on‐board of their ship. It is the right time to make a mindset shift for water fuelled en‐gine.

Reduce petroleum demand and economy dependability since water is available for free everywhere and only a little of it is used. Global warming provides more than enough water supply. It is the ultimate solu‐tion for non depend‐ency on fossil fuels.

Eliminate harmful exhaust emissions that pollute the environment and contribute to global warming. This clean‐burning fuel will add only water and oxygen into the atmos‐phere instead of polluting it.

The engine that run on water could be an interesting project, thus give a great reward of never having to pay for petrol/diesel for‐ever and helping humanity at the same time.

Fig. 5: Electric circuit diagram for control unit

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Financial assistance is needed to make this engine into a reality. This will be a test run project in order to get the prototype and fi‐nally get the practical design which is afford‐able for all.

Conclusions

Based on the discussion, water is the solu‐tion to energy problems as petrol dependency is a national security hazard. Petrol will increase in price and soon will deplete. Therefore, water is the best alternative. Water‐fuelled engines offer a cost effective and immediate solution to the en‐ergy crisis and pollution nowadays. In some de‐sign aspects, a thorough research and develop‐ment is needed to get a better practical design and free energy is hard to believe until it is actu‐ally happens.

Nowadays, the industry has been tightly controlled by industrialists with political allies that have exploited mainly the transporta‐tion industry including shipping through cabotage or cartell practices. The key to overcoming this stronghold is the public enlightenment alterna‐tives and making these alternatives available to the public. This water‐fuelled engine could be‐come a threat to those who already well estab‐lished in the petroleum business.

Water is universal and a very powerful source of energy. It is an ideal fuel of the future. This fuel is re‐useable and does not give off any toxic chemicals. Therefore, diesel /petrol as a fuel are not necessary now. It is just an option. When water is used, it creates new opportunities, both economic and in ship design. It will become more investment in greener fuel production to fuel fu‐ture marine craft. The transition to a water‐fuelled engine is going to be a huge national and international challenge. Good support from all parties is needed to realise this technology for future used.

Acknowledgement

Thanks to Pn. Puteri Zarina Megat Khalid for checking my writing aspect, Mr. Fauzuddin

Ayob, Dr. Mohd Yuzri Mohd Yusof, Pn. Nurshah‐nawal Yaakob and Mr. Ahmad Azmeer Roslee for their constructive opinion in reviewing my paper. Big thanks to Mr. Fuaad Ahmad Subki for his guid‐ance and invaluable knowledge. Their expert ad‐vice proved invaluable.

References

Documents;

1. En Fuaad Ahmad Sabki, Advanced Marine De‐sign Lecture Notes, 2008, UTM.

2. Klaas Van Dokkum, Ship Knowledge: Covering Ship Design, Construction and Operation, 3rd Edition, 2006, DOKMAR, Netherland.

3. B.R.Clayton and R.E.D.Bishop, Mechanics of Marine Vehicles, 1981, University College Lon‐don.

4. Robert Boylested and Louis Nashelsky, Elec‐tronic Devices and Circuit Theory, 6th Edition, 1996, Prentice Hall, New Jersey.

5. Joseph J.Carr, Elements of Electronic Instrumen‐tation and Measurement, 3rd Edition, 1997, Prentice Hall, Singapore.

6. Stephen Chambers, Apparatus for Producing Orthohydrogen and/or Parahydrogen, US Pat‐ent 6126794, uspto.gov.

7. Stanley Meyer, Method for the Production of a Fuel Gas, US Patent 4936961, uspto.gov

8. Creative Science & Research, Fuel From Water, fuelless.com

9. Carl Cella, A Water‐Fuelled Car, Nexus Maga‐zine Oct‐Nov 1996

10. Peter Lindemann, Where in the World is All the Free Energy, free‐energy.cc

11. George Wiseman, The Gas‐Saver and HyCO Series, eagle‐research.com

12. C. Michael Holler, The Dromedary Newsletter and SuperCarb Techniques

13. Stephen Chambers, Prototype Vapor Fuel System, xogen.com

http://www.free-energy.cc/

http://www.eagle-research.com/

http://www.xogen.com/

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16. http://www.able2know.org/forums/about26695.html; 9.35am, 23 Mac 2008.

17. http://www.btimes.com.my/Current_News/BT/Saturday/Corporate/BT548344.txt/Article/; 2.00pm, 30 April 2008.

18. http://www.autoworld.com.my/forum/allposts.asp?summary=1&Forum=ap469682640&access=1&sta

tus=1&subject=Hydrogen+Fuel+Tech+By+Malaysia%3F; 2.00pm, 30 April 2008.

19. http://www.autointell.com/News‐2003/August‐2003/August‐2003‐2/August‐13‐03‐p1.htm; 2.00pm, 30 April 2008.

20. http://www.focaljet.com/allsite/content/h2rv.html; 2.10pm, 30 April 2008.

21. http://fuelcellsworks.com/Supppage37.html; 2.10pm, 30 April 2008.

22. http://www.theage.com.au/news/environment/benvironmentb‐iceland‐aims‐to‐be‐free‐of‐fossil‐fuels/2008/01/25/1201157669193.html?page=3; 2.10pm, 30 April 2008.

23. http://www.soton.ac.uk/ses/news/stories/hydrogenship.html; 2.20pm, 30 April 2008.

24. http://www.newenergy.is/naha/; 2.20pm, 30 April 2008.

25. http://www.greencarcongress.com/2008/01/whale‐watching.html; 2.20pm, 30 April 2008.

26. http://www.hydrogen‐challenger.de/index_english.htm; 2.30pm, 30 April 2008.

27. http://www.accagen.com/p‐electrolyzers.htm; 2.30pm, 30 April 2008.

http://www.schatzlab.org/h2safety.html

http://www.angelfire.com/sd/ZSPdomain/HydrogenHomepage/Cprop.html




http://en.wikipedia.org/wiki/Hydrogen

http://media.uow.edu.au/news/2005/1104c/index.html




http://www.spiritofmaat.com/archive/feb2/carplans.htm




http://en.wikipedia.org/wiki/Solar_Powered_Desalination_Unit




http://www.raindancewatersystems.com/desalinators.html




http://www.gas-water-car.com/

http://jalopnik.com/cars/alternative-energy/water-engine




http://www.eetimes.com/news/latest/showArticle.jhtml?articleID=199601111




http://www.dimewater.com/desalination.html

http://www.dolphindesalinators.com/operations.html




http://www.ingentaconnect.com/content/els/01968904/1997/00000038/00000010/art00161









http://books.google.com.my/

http://www.fuellesspower.com/water2.htm

http://www.able2know.org/forums/about26695.html




http://www.btimes.com.my/Current_News/BT/Saturday/Corporate/BT548344.txt/Article/




http://www.autoworld.com.my/forum/allposts.asp?summary=1&Forum=ap469682640&access=1&status=1&subject=Hydrogen+Fuel+Tech+By+Malaysia%3F

























http://www.autointell.com/News-2003/August-2003/August-2003-2/August-13-03-p1.htm




http://www.focaljet.com/allsite/content/h2rv.html




http://fuelcellsworks.com/Supppage37.html

http://www.theage.com.au/news/environment/benvironmentb-iceland-aims-to-be-free-of-fossil-fuels/2008/01/25/1201157669193.html?page=3









http://www.soton.ac.uk/ses/news/stories/hydrogenship.html




http://www.newenergy.is/naha/

http://www.greencarcongress.com/2008/01/whale-watching.html




http://www.hydrogen-challenger.de/index_english.htm




http://www.accagen.com/p-electrolyzers.htm

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Feature Article 3

SHIP REGISTERED IN THE PAST DECADE AND THE TRENDS IN SHIP REGISTRATION

IN MALAYSIA: THE PREDICTION FOR THE NEW BUILDING AND DESIGN DEMAND

IN THE NEXT FIVE YEARS

SAMSOL AZHAR ZAKARIA* Department of Marine Design Technology



ABSTRACT

Malaysia marine industry has been one of the key stepping stones to economic growth and prosperity all along its history.

In recent years, the shipping sector has expanded considerably. There has been a considerable increase in the number of

ships in operation, both in the international and domestic markets. Unfortunately, the economic crisis arrives at a mo‐

ment in time when the Malaysian shipping sector is starting to boom and facing multiple challenges, including fierce

competition from companies, human factor, piracy and terrorist threats of the international trade system. This paper

describes the trend in ship registration in Malaysia. Also, from the analysis the prediction for new building and design

demand in future is presented.

Keywords Ship registration, shipbuilding, shipping


Email address: [email protected]

INTRODUCTION

Malaysia’s fleet, which was ranked in

21st position with the largest registered

deadweight tonnage at the beginning of

2006, has dropped to 23rd position at begin‐

ning of 2009 under the UNCTAD Maritime

Review as shown Table 1. [1]

A major national fleet expansion is espe‐

cially taking place in the petroleum and gas

tankers sector. Among the ship owners

ahead with their expansion drive in the off‐

shore shipping includes Bumi Armada

Bhd,Tanjung Offshore,Alam Maritim Re‐

sources Bhd, Scomi Marine Bhd and Petra

Perdana Bhd. In the tanker sector, MISC Bhd,

Gagasan Carrier Sdn Bhd, Malaysian Bulk

Carrier Bhd, Nepline Berhad, Global Carrier

Bhd and Swee Joo Shipping have placed or‐

ders for more ships, including Very Large

Crude Carriers (VLCC). [2]

The global financial crisis really started

to show its effects in the middle of 2007 and

into 2008. Around the world stock markets

have fallen, large financial institutions have

collapsed or been bought out, and govern‐

ments in even the wealthiest nations have

had to come up with rescue packages to bail

out their financial systems. In this conjunc‐

tion, growth in international seaborne trade

decelerated in 2008, expanding by 3.6 per

cent as compared with 4.5 per cent in 2007. [1]Furthermore, the fall down in global dem‐

mand has significant impacted growth in the

world trade merchandise. In Malaysia, the

situation directly affects some 14 shipping

lines, which has caused them to reduce the

number of vessels they have in service.

Some orders for new ships have also been

cancelled.

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Table 1: Global maritime Fleet Ranking (as of 1 January

2009), Source: [1]

2.0 Malaysian Shipping: An Overview.

The Malaysian economy contracted moder‐

ately by 1.7% in 2009 as recovery strengthened

in the second half of the year. [3] The demand for

ocean transportation in Malaysia’s international

trade is very high and this is largely because of

the size of the country’s external trade sector

and its high dependence on foreign trade. The

shipping industry in Malaysian comprises in two

sector:

1. International Shipping

2. Domestic Shipping

2.1 Regulatory Aspects of Shipping

Shipping is under the jurisdiction of the Ministry

of Transport. The Maritime Division of the Ministry

is the administrative body responsible for the over‐

all development of the shipping industry, while Ma‐

rine Department is responsible for acting as registry

of ships besides enforcing rules and regulations re‐

lating to standards and safety of shipping in Malay‐

sia. Shipping in Malaysia is regulated by the Mer‐

chant Shipping Ordinance (MSO) 1952 that was ex‐

tended to both Sabah and Sarawak.

In order to own a Malaysian ship the person

must be a Malaysian citizen or corporations which

satisfy the requirement such as:

1. incorporation is incorporated in Malaysia

2. the principal office of the corporation is in

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Malaysia

3. the management of the corporation is car‐

ried out mainly in Malaysia

4. the majority, or if the percentage is deter‐

mined by Minister, then the percentage so

determined , of the directors of the corpora‐

tion are Malaysia citizen

2.2 Ship Registration

Registration of ships in Malaysia follow an

almost identical practices as in United Kingdom

from which much of existing Malaysian mari‐

time laws and administrative practices are in‐

volved. The Merchant Ship Ordinance (1952)

provides for registration of ships in Malaysia.

Port of Registries for national flag vessels are

Port Klang, Penang, Kuching and Kota Kinabalu.

The registry provision of MSO 1952 were ex‐

tended to Sabah and Sarawak by the Merchant

Shipping(Amendment and Extension) Act 1977

(Act A393) on June 1991.While, Labuan offers

registration of non national flags as part of an

International Registry subject to specific condi‐

tion .

2.3 List of ship registered in the past decade in

Malaysia (1996 – 2006)

Compilation of this data mainly refers to

Marine Department Malaysia [4] and Malaysian

Maritime Yearbook 2007‐2008 (from Malaysian

Shipowner’s Association) [2]. This general data

was segregate based on type of vessel, name of

vessel, shipowner, GRT and year of registration.

(Appendix 1 – Table 2 to Table 10)

Table 2: Number of Ships Registered in Malaysia by

Type (New Classification) and weight, 2001‐2006

Table 3 : Tug boat Registered in Malaysia(1996‐2006)

Table 4 : Barge Registered in Malaysia (1996‐2006)

Table 5 : General Cargo Carrier Registered in Malay‐

sia (1996‐2006)

Table 6 : Anchor Handling Tug & Supply Registered

in Malaysia(1996‐2006)

Table 7 : LNG Registered in Malaysia (1996‐2006)

Table 8: Tankers Registered in Malaysia(1996‐2006)

Table 9 : Bulk Carrier Registered in Malaysia (1996‐

2006)

Table 10: Passenger Ship Registered in Malaysia

(1996‐ 2006)

Table 11: Container Ships Registered in Malaysia

(1996‐ 2006)

3.0 Trends in ship registration in Malaysia (2001

‐2006)

From the analysis shown in Figure 1, it

clearly shows that Malaysian merchant fleet has

grown at a modest pace over the years with 284

vessels was registered in 2006 with GRT reach to

33,238,000 tons. This is mainly due to the policy

of government, to actively involve in develop‐

ment of Malaysian merchant fleet to reduce de‐

pendence on foreign shipping services and em‐

phasizing on greater self sufficient in shipping

services.

The domestic shipping services and its chain

which comprises shipping lines such as tug

boat, barges, passenger ships, also show the

positive growth with increasing number of ves‐

sels registered in 2006 ,where tug boats and

barge dominates the numbers and tonnage in

registration (Figure 2 and Figure 3). It is esti‐

mated that there are about 300 Malaysian ship‐

ping lines owning or operating about 3500 ships

totaling 9.09 million GRT in Peninsular Malaysia,

Sabah and Sarawak [4].

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Total Number of Barge Registered in Malaysia (2001-2006)

42

31

45

5755

62 11991

8489704551

0

10

20

30

40

50

60

70

2001 2002 2003 2004 2005 2006Year

No.

of Ship

s

0

2000

4000

6000

8000

10000

12000

14000

GR

T ('0

00)

No. of ships GRT

Total Ship Registered in Malaysia (2001-2006)283 284

251

229

131

170

33238

338286 639 1181 1357

0

50

100

150

200

250

300

2001 2002 2003 2004 2005 2006Year

No.

of

Sh

ips

0

5000

10000

15000

20000

25000

30000

35000

GR

T (

'000

)

No. of Ships GRT

Figure 1: Total Ship Registered

in Malaysia (2001‐2006)

Figure 3 : Total Number of Barge Registered


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MIMET Technical Bulletin Volume 1 (2) 2010

The domestic shipping sector also consists of

liner shipping services and non‐liner services es‐

pecially in the transportation of general and bulk

cargo. Non‐ liner service is more important com‐

ponent due to its covers the oil & gas sector, off‐

shore supply vessel, and also crude oil & product

tankers serving between local refineries and con‐

sumption centers. For example, the LNG vessels

registered in 2001‐2006 show that the constant

growth and reaching to 194000 ton GRT (see

Figure 5). In term of GRT , for LNG and LPG are

stagnant with around 190,000 GRT per year from

2003 until 2006. The AHTS as part of offshore

support vessel show the rapid growth, where in

2005 the total registered vessels by local mari‐

Total Number of Tug Boat Registered in Malaysia(2001-2006)

3336

5964

58

68

1211964

1469

0

10

20

30

40

50

60

70

80

2001 2002 2003 2004 2005 2006

Year

0

200

400

600

800

1000

1200

1400

1600

No. of ships GRT

Total Number of LNG & LPG Registered in Malaysia (2001-2006)

1

3

2

3

2

1

0

93

191194

189190

0

0.5

1

1.5

2

2.5

3

3.5

2001 2002 2003 2004 2005 2006Year

No. of Ship

s

0

50

100

150

200

250

GRT('00

0)

No. of ships GRT

Figure 5 : Total Number of LNG &

LPG Registered in Malaysia (2001‐2006)

Figure 4 : Total Number of Tug Boat Registered


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time players is 30. The demand for oil tankers

increase in 2005 and gradually reduced in the

following years in 2006 (see Figure 6). The de‐

mand for Bulk, Grain, Ore, Log carrier however

seems decreasing over the years. This pattern

also followed by full container ship with an ex‐

ception of the year 2006 where it hits 118,000

GRT on that year.

4.0 Prediction for new building in next five years.

Based on the analysis, ship registered in

Malaysia its show that the domestic and coastal

trade is have a significant structural changes

which are also having positive effects on local

ports including by generating greater volume of

trade and widening shipping connectivity ant its

chain likes barges and tugs. The changes and

trends is predict to be accentuate over the next

five years with strong implications to develop‐

ment of shipping and ports in this region. An‐

other significant development is that, aside

from expansion in the volume of trade, coastal

shipping companies, especially liner operators,

are now expanding market outreach by linking

their domestic shipping services with calls at

regional port. Local ports such as Northport,

Westport , Port of Tanjung Pelepas, Penang

Port, Bintulu are among the ports which have

recorded increased ship calls ( source [5] : Fed‐

eration of Malaysian Port Operating Companies

‐FMPOC). Cargo volumes at the nation's ports

are expected to increase further due to the im‐

plementation of an ambitious free‐trade agree‐

ment (FTA) between the Association of South‐

east Asian Nations (ASEAN) and China. In Janu‐

ary 2010, the ASEAN‐5 (Malaysia, Singapore,

Philippines, Thailand and Indonesia) and Brunei

signed an FTA with China, creating the world's

third‐largest trade block. The agreement elimi‐

nates tariffs on 90% of goods traded between

the countries and China and is expected to

boost volumes of trade between them. Four

other states, Laos, Cambodia, Vietnam and

Myanmar, are on course to join the trade bloc

in 2015.[6]

Several container liner operators have in

recent years started to introduce new and addi‐

tional service at regional ports such as Ho Chi

Minh, Bangkok, Yangoon, Cittagong as well as

Jakarta. Therefore, parallel with this widening

outreach the prediction for new building and

Total Number of Petroluem Tankers Registered in Malaysia(2001-2006)

4

1

5

3

0

7

67

92

0

23

513

0

1

2

3

4

5

6

7

8

2001 2002 2003 2004 2005 2006Year

No. of sh

ips

0

10

20

30

40

50

60

70

80

90

100

GRT('00

0)

No. of ships GRT

Figure 6 : Total Number of Petroleum Tankers

Registered in Malaysia(2001‐2006)

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design demand in next five years is of course

the deployment of bigger container ship both to

provide more space as well as to meet the need

faster ships to cover longer journey. Ports also

play a role in this development by providing

appropriate facilities and services aimed at re‐

gional trade. It is important to highlight that the

implementation of Cabotage policy

(implemented in Malaysia on 1 January 1980)

marked the beginning of an important phase in

the development of shipping in Malaysia. This

will also reflected the growth of national ship‐

ping fleet and the growth Malaysian shipping

companies

Malaysia's largest shipping line, MISC Ber‐

had, launching its 10th owned chemical tanker,

the Bunga Allium, which sailed from South Korea

to the port of Pasir Gudand. MISC is expanding

heavily into the chemical shipping sector, an

area that expects to be a strong source of

growth for shipping lines. The ship was the third

in a series of eight chemical tanker new‐builds

ordered from the shipbuilder. The delivery is

part of a rapid expansion of the company's

chemical fleet, which expects to receive 15 addi‐

tional ships between 2010 and 2012. Tankers

design characteristics such as bigger L/B ratio

(remains around 5 to 6) as maneuverabil‐

ity ,stability, safety and economically are the

main concern apart from speed still remain. But,

it will be significant changes in size and tonnage

of the tankers are predicted to be bigger in the

future and double hull vessel. With the new

resolution or requirement by IMO to implement

only double hull tankers in world fleet by 2010, it

seems there will be potential in new building for

the next five years by Malaysian maritime player.

Also the non‐liner sector such as require‐

ment bigger and economical AHTS, LNG and

tankers have a good potential in new building

from local maritime player .Our LNG fleet is the

largest in the world while the tanker fleet is

among the top three in the world. It is expected

that there is a surge of order in the years to

come for AHTS and supply vessel. Average day

rates for larger AHTS vessel in the world market

have increase substantially, from less than £

8000/ day (RM 38,211.12/day) during 1999 to

over £ 51000/ day (RM 243,667.37/day) during

2007.

The growth of tourism industry sector and

Malaysian government is targeting 25.5 million

tourists for 2008 and hope to bring in foreign

revenue of RM50billion [6]. By 2010, the minis‐

try hopes to achieve half of the tourists from

SEA and the rest from other parts of the world.

The passenger ferries trend also keep increasing

showing there is a demand for these kind of

public transportation such as route from Malay‐

sia to Indonesia. The accident of passenger

ferry at Langkawi and Mersing may be give an

impact on the requirement of the new vessels

completes with navigation and safety features.

The enforcement form government agencies to

strictly follow the rules and regulation are the

main reason a requirement of new vessel by

local maritime players.

Malaysia has strong potential to grow its

maritime and shipbuilding industry in the global

front with the partnering of international ship‐

ping company from a big maritime nation. Part‐

nership is a big opportunity for Malaysia to go

further in the maritime industry while proving

the local company's capability and ability to the

point of engaging the trust of a foreign country.

Finally, the Malaysian marine industry is

hoping that the industry rebounds in 2010,

when the global economy begins to recover

from the current recession.

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References

[1] UNCTAD, Review Maritime Transport 2009,

[2] Malaysian Shipowners’ Association, Malaysian Maritime

Yearbook 2007‐2008, page 123‐216,

[3] Bank Negara Malaysia‐ Annual Report 2009,

[4] Marine Department of Malaysia –Registration,

[5] Federation of Malaysian Port Operating Companies –

FMPOC Magazine,

[6] Business Monitor International, Malaysia Shipping Report

Q2 2010.

Internet source :

[1] www.mot.gov.my

[2] www.lloydslist.com

[3] www.malaysianshipowners.org

[4] www.marine.gov.my

[5] www.portsworld.com

http://www.mot.gov.my/

http://www.lloydslist.com/

http://www.malaysianshipowners.org/

http://www.marine.gov.my/

http://www.portsworld.com/

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Type of ship

2001 2002 2003 2004 2005 2006

BIL No.

GRT ( '

000)

NRT ( '

000)

DWT ( '

000)

BIL No.

GRT ( '

000)

NRT ( '

000)

DWT ( '

000)

BIL No.

GRT ( '

000)

NRT ( '

000)

DWT ( '

000)

BIL No.

GRT ( '

000)

NRT ( '

000)

DWT ( '

000)

BIL No.

GRT ( '

000)

NRT ( '

000)

DWT ( '

000)

BIL No.

GRT ( ' 000)

NRT ( ' 000)

DWT ( ' 000)

Oil Tanker 11 14 7 15 4 6 3 10 4 161 101 305 13 722 436 1,362 14 561 341 108 5 9 4 11,473

LNG, LPG Carrier 1 ‐ ‐ ‐ 1 93 28 76 3 190 57 155 2 189 57 152 3 194 58 55 2 191 57 2

Chemical/Petroleum Tanker

4 67 28 111 1 5 2 8 5 23 13 39 3 13 8 24 7 92 37 29 ‐ ‐ ‐ ‐

Bulk, Grain, Ore, Log Carrier

5 96 54 155 2 32 17 52 2 32 17 50 2 56 34 103 1 47 27 10 1 13 7 19

General Cargo, Semi Container

19 26 13 29 10 31 17 35 7 11 2 2 7 5 2 5 1 1 1 ‐ 10 2,264 1,174 9

Passenger, General/Passenger Ship

27 2 ‐ ‐ 8 3 1 1 26 7 2 20 21 6 2 0 21 4 2 23 35 26 96 ‐

RO‐RO ‐ ‐ ‐ ‐ 1 11 4 4 2 49 15 ‐ ‐ ‐ ‐ ‐ 1 9 3 4 1 9 3 280

Full Container 4 12 5 5 10 64 32 87 1 5 3 7 1 4 2 4 4 23 12 14 5 118 68 95

Anchor Handling Tug & Supply (AHTS)

9 3 1

6 4 1 3 9 8 2 57 18 16 5 15 30 41 12 148 16 21 6 433

Barge 42 51 19 38 31 45 14 47 45 70 22 3 57 89 30 143 55 84 26 12 62 11,991 3,657 4,386

Landing Craft 5 2 ‐ ‐ ‐ ‐ ‐ ‐ 7 4 1 ‐ 8 5 2 3 7 4 1 5 8 5 2 ‐

Tug Boat 33 4 1 ‐ 36 6 1 ‐ 59 9 3 ‐ 64 11 3 1 58 12 4 90 68 1,469 444 59

Fisshing Vessel ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 7 ‐ ‐ ‐ 5 1 0 ‐ 18 2 1 8 21 25 1 ‐

Pleasure Vessel 4 ‐ ‐ ‐ ‐ ‐ ‐ ‐ 5 ‐ ‐ ‐ 2 0 0 ‐ 3 ‐ ‐ 2 3 16 9 ‐

Government Ship ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 7 ‐ ‐ ‐ 12 1 0 ‐ ‐ ‐ ‐ ‐

Others 6 9 3 ‐ 21 38 11 11 40 70 21 25 36 65 20 27 60 284 155 81 47 17,081 8,268 10,259

Total 170 286 131 353 131 338 131 334 229 639 261 663 251 1,181 600 1,839 283 1,357 678 590 284 33,238 13,796 27,015

Table 2: Number of Ships Registered in Malaysia by Type (New Classification) and weight, 2001‐2006

Appendix 1

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NO SHIP NAME OWNER/OPERATOR GRT DWT NRT LENGTH

(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Bosta Kayung No 11 Borneo Shipping & Timber Agencies Sdn bhd

61.00 1996


61.00 ‐

17.00 21.56 6.77 2.59 1996


163.00 1996


64.00 1996

5 Canggih 7 Canggih Shipping sdn bhd 99.00 1996

6 Canggih No 1 Canggih Shipping sdn bhd 91.00 1996

7 Cathay 28 Oriental Grandeur Sdn Bhd 43.18 ‐ 10.71 16.38 4.88 1.83 1996

8 Costal 45 Coastal Transport (Malaysia) Sdn Bhd 60.00 1996

9 Continental No 1 Tung Yuen Tug Boat Sdn Bhd 70.88 1996

10 Dai Feng Hang Hock Peng Furniture & General Contractor Sdn Bhd

42.77 1996

11 Delta 3 United Orix Leasing Bhd 100.00 ‐ 8.00 22.71 6.70 2.43 1996

12 Dikson 4 Dickson Marine Co Sdn Bhd 18.00 1996

13 Ever commander Pengagkutan Kekal Sdn Bhd 91.70 ‐ 33.64 20.12 5.88 2.20 1996

14 Ever Plying Pengangkutan Kekal Sdn Bhd 38.71 1996

15 Ever Profit Pengangkutan Kekal Sdn Bhd 38.71 1996

16 Ever Star Pengangkutan Kekal Sdn Bhd 75.00 1996

17 Ever Sunny Pengangkutan Kekal Sdn Bhd 38.71 1996

18 Ever Trust Pengangkutan Kekal Sdn Bhd 38.71 1996

19 Flora Ocarina Development Sdn Bhd 155.00 ‐ 47.00 23.61 7.60 3.20 1996

20 Hung Ann No 2 WTK Realty Sdn Bhd 81.00 1996

21 Jaysiang 1 Jaysiang Shipping Sdn Bhd 36.00 ‐ 9.69 15.15 4.75 2.44 1996

22 Kencana Murni Lunar Shipping Sdn Bhd 107.00 ‐ 6.41 22.06 6.70 2.90 1996

23 Kendredge 3 Kendredge Sdn bhd 104.73 ‐ 25.53 20.91 6.68 1.98 1996

24 Kionhim 99 LKC Shipping Line Sdn Bhd 186.00 ‐ 55.00 24.36 7.92 3.65 1996

25 Power 6 Natural Power Sdn Bhd 95.52 ‐ 35.53 20.48 6.10 2.44 1996

26 Promex 16 Penguin Maritme Sdn Bhd 95.00 ‐ 18.00 20.74 6.10 2.75 1996

27 Rajang 2 Tristar Shipping & Trading Sdn Bhd 41.00 ‐ 9.00 15.75 4.57 2.13 1996

28 Rebecca No 1 Laut Sepakat Sdn Bhd 123.00 1996

29 Rising No 2 Rising Transport Sdn Bhd 78.00 1996

30 Sang Collie Sang Muara Sdn Bhd 228.00 1996

31 Shin Yang 25 Shin Yang Shiping Sdn Bhd 58.00 ‐ 8.00 18.48 5.09 2.44 1996

32 Shin Yang 26 Shin Yang Shiping Sdn Bhd 58.00 ‐ 8.00 18.48 5.09 2.44 1996

33 Shin Yang 33 Shin Yang Shipping Sdn Bhd 58.00 1996

34 Sing Meu 2 KingLory Shipping Sdn Bhd 93.00 ‐ 28.00 19.41 6.07 2.71 1996

35 Smooth Trend No 5 United Orix Leasing Bhd 84.00 1996

36 Surplus Well 1 Surplus Well Sdn Bhd 94.15 ‐ 28.48 20.27 6.03 2.44 1996

37 Timberwell No 1 Timberwell Enterprise Sdn Bhd 85.00 1996

38 Tong Seng No 10 Mee Lee Shipping Sdn Bhd 100.00 1996

39 Tung Yuen 16 Shin Yang Shipping Sdn Bhd 33.41 ‐ 7.39 16.37 4.01 1.98 1996

40 Brantas 25 Brantas Sdn Bhd 144.00 ‐ 44.00 22.04 7.30 3.20 1997

41 Cathay 8 United Orix Leasing Malaysia Berhad 59.91 ‐ 12.87 16.82 4.88 2.29 1997

42 Chico United Orix Leasing Berhad 88.45 ‐ 13.70 19.28 6.40 3.05 1997

43 Chiong Hin No 8 Chung Sie Chiong 90.00 1997

44 Crystal No 2 Hong Leong Leasing Sdn Bhd 49.00 1997

45 Destiny Empayar Semarak Sdn Bhd 152.00 170.83 46.00 23.13 7.60 3.50 1997

46 East Ocean 2 Samsilamsan Shipping Sdn Bhd 191.00 1997

47 Fordeco 19 Fordeco Sdn Bhd 98.00 37.00 20.73 6.40 2.65 1997

48 GHKO No 1 GHKO Shipping Company Sdn Bhd 86.00 1997

49 Global I Kai Lee Shipping Sdn Bhd 99.00 ‐ 10.00 23.10 6.10 2.75 1997

50 Hin Leong 98 Puh Tye Shipping Sdn Bhd 78.00 115.22 19.00 20.92 5.49 2.44 1997

Table 3 : Tug boat Registered in Malaysia(1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

51 Ilham Tiga Ilham Marine Services Sdn Bhd 46.00 27.70 13.00 16.75 5.00 2.13 1997

52 Jayatung No 3 Rajang Palmcorp Sdn Bhd 120.96 1997

53 Jimi Huak 96 Lea Wah Enterprise Sdn Bhd 56.07 ‐ 15.44 18.74 4.88 2.32 1997

54 Jinway No 21 Bonworld Shipping Sdn Bhd 36.00 1997

55 King Rich 96 Trans‐Sungai Development Sdn Bhd 114.81 ‐ 32.27 21.76 6.98 2.90 1997

56 Kresna Raya I See Song & Sons Sdn Bhd 60.96 1997

57 Kuari Rakyat No 8 Kuari Rakyat Sdn Bhd 90.32 1997

58 Puh Tye No 5 Puh Tye Shipyard Sdn Bhd 76.00 1997

59 Rank No 1 Multi Rank Sdn Bhd 28.00 1997

60 Riki 15 Perkapalan Pelayaran Sdn Bhd 96.00 ‐ 33.00 20.66 6.19 2.36 1997

61 Ronmas No 6 Ronmas Shipping Sdn Bhd 81.00 1997


63 Sabahtug No 9 Cowie Marine Transportation Sdn Bhd

55.73 1997

64 Sarinto 2 Samlimsan Shipping Sdn Bhd 191.00 1997

65 Seawell 9 Seawall Sdn Bhd 60.00 1997

66 Seraya No 3 GoodWood (Sabah) Sdn Bhd 97.00 1997

67 Sili Suai No 6 KTS Equiment Rental Sdn Bhd 70.00 1997

68 Sili Suai No 8 KTS Equiment Rental Sdn Bhd 59.00 1997

69 Sin Matu 18 Sin Matu Sdn Bhd 106.00 1997


71 Sing Hong 97 Lee Siew Hee 81.00 1997

72 Solid Marigin No 1 Solid Margin Sdn Bhd 91.00 1997

73 Swee Swee Joo Coastal Shipping Sdn Bhd 117.00 1997

74 Ta Ho No 1 Chieng Lee Hiong 93.00 1997

75 Tai Feng Long Wang Nieng Lee Holdings Berhad 43.00 1997

76 Togo Super Kim Huak Trading Sdn Bhd 67.09 1997

77 Transspacific 1 Merit Metro Sdn Bhd 186.00 1997

78 Trumpco Satu Trumpco Sdn Bhd 83.20 1997


136.00 1998


66.31 1998

81 Cathay 38 United Orix Leasing Malaysia Berhad 59.91 ‐ 12.87 16.82 4.88 2.29 1998

82 Cormorant 1 Penguin Maritime Sdn Bhd 104.00 ‐ 32.00 20.26 6.70 2.90 1998

83 Dikson 8 Dickson Marine Co Sdn Bhd 123.28 1998

84 Ever Splendid Pengangkutan Kekal Sdn Bhd 38.71 1998

85 Haggai 1 Brantas Sdn Bhd 99.00 ‐ 29.10 22.56 6.46 2.44 1998

86 Juara Juara Marin Sdn Bhd 172.00 ‐ 51.00 22.85 7.60 3.70 1998

87 Klih 1 Kuala Lumpur Indholding Bhd 109.00 ‐ 33.00 20.31 6.80 3.43 1998

88 Poh lee hong 3 Hock Peng Furniture & General Contractor Sdn Bhd

69.00 1998

89 Poh Thai No 1 Ngie Lee Dockyard Sdn Bhd 40.09 1998

90 Seawell 83 Double Dynasty Sdn Bhd 178.00 ‐ 54.00 24.26 7.60 3.50 1998

91 Sharon WTK Realty Sdn Bhd 82.00 ‐ 23.00 18.45 5.88 2.29 1998

92 Silvia WTK Realty Sdn Bhd 77.00 ‐ 21.00 18.45 6.10 2.44 1998

93 Singawan Bunga Shing Liang Shipping Sdn Bhd 105.00 1998


66.31 1999

95 Brantas 22 Brantas Sdn Bhd 144.05 1999

96 Bumban Jaya Mega shipping Sdn Bhd 87.71 1999



99 Haggai 1 Vital Focus Shipping Sdn Bhd 99.26 ‐ 29.10 22.56 6.46 2.44 1999

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(B) DEPTH (D)

YEAR OF REGISTRY

100 Highline 1 Highline Shipping Sdn Bhd 192.00 1999

101 Hongdar 99 Hung Leong Shipping Sdn Bhd 132.00 1999

102 Kendredge 2 Kendredge Sdn bhd 136.00 1999

103 Keng Seng Yoe Tian Sang 41.63 ‐ 12.10 15.35 4.88 2.31 1999

104 Kuantan Kuantan Port Consortium Sdn Bhd 319.00 ‐ 95.00 28.46 9.60 4.36 1999

105 Sin Matu No 23 Sin Matu Sdn Bhd 135.00 1999

106 Teknik Juara Lunar Offshore Sdn Bhd 253.00 1999


108 Coastal 55 Coastal Transport (Sandakan) Sdn Bhd

60.00 ‐

11.00 18.60 5.90 2.40 2000

109 Ever Achieve Pengagkutan Kekal Sdn Bhd 63.76 2000

110 Fordeco 30 Fordeco Sdn Bhd 103.00 ‐ 31.00 23.04 6.82 3.63 2000

111 Haggai 3 Vital Focus Shipping Sdn Bhd 115.00 2000

112 Highline 21 Highline Shipping Sdn Bhd 102.46 ‐ 31.33 20.76 6.55 2.44 2000

113 Kendredge Kendredge Sdn bhd 144.00 2000

114 Reignmas No 1 Reignmas Shipping Sdn Bhd 136.97 2000


81.00 2000

116 Syukur Northport (Malaysia) Bhd 169.00 2000

117 Teraya 1 Huang Teck Soo Sdn Bhd 45.69 2000

118 Teraya 11 Huang Teck Soo Sdn Bhd 36.64 2000

119 Transcend 1 Maju Kidurong Shipping 91.00 2000

120 Botany bay Friendly Avenue Sdn Bhd 75.22 ‐ 12.61 19.51 6.30 2.92 2001

121 Cathay 26 Oriental Grandeur Sdn Bhd 66.39 2001


123 Destiny No 4 Destiny Shipping Agency (M) Sdn Bhd 165.00 2001

124 Inai Teratai 122 Inai Kiara Sdn Bhd 149.00 2001

125 Jaya Raya LKC Shipping Line Sdn Bhd 91.00 2001

126 Jayaraya LKC Shipping Line Sdn Bhd 91.00 2001

127 Kismet 11 Bontalia Shipping Sdn Bhd 88.73 2001

128 Robin 6 Robin Welding & Engineering Sdn Bhd

153.00 ‐

7.78 13.02 3.32 1.04 2001


144.00 2001

130 Sapah No 51 Cowie Marine Transportation Sdn Bhd

49.00 2001

131 Sapah No 52 Cowie Marine Transportation Sdn Bhd

55.73 2001

132 Serdadu Jaya Kionhim Shipping Sdn Bhd 2001

133 Shinta Perkasa Lee Teng Hooi & Sons Trd Sdn Bhd 92.35 2001

134 Singawan Wira Shing Liang Shipping Sdn Bhd 105.06 2001

135 Suria Permata Pengangkutan Kekal Sdn Bhd 125.00 2001

136 Triwise Lau Hua Ching 80.79 ‐ 26.96 19.42 5.37 2.23 2001


138 Danum 2 Ajang Shipping Sdn Bhd 475.00 2002

139 Destiny No 3 Destiny Shipping Agency (M) Sdn Bhd 432.00 2002

140 Fonlink 1 Fonlink Shipping Sdn Bhd 85.12 2002

141 Gerak Cekap Fast Meridian Sdn Bhd 171.00 2002

142 GerakPantas Fast Meridian Sdn Bhd 171.00 2002

143 Gerak Tegas Fast Meridian Sdn Bhd 164.00 2002

144 Gunung Damai 1 Gunung Damai Shipping Sdn Bhd 265.00 2002

145 Gunung Damai 1 LKC Shipping Line Sdn Bhd 265.00 2002



148 Hilal Bintulu Port Sdn Bhd 242.00 65.40 73.00 24.00 9.60 3.60 2002

149 Hock Mew XII Seawell Sdn Bhd 76.22 2002


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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

151 Jemaja Wang Nieng Lee Holdings Berhad 110.00 2002

152 Jin Hwa 8 Yimanda Corporation Sdn Bhd 52.71 2002

153 Kantan Mesra Kantan Jaya Marine Services (Pg) Sdn Bhd

232.00 2002

154 Kismet 12 Bontalia Shipping Sdn Bhd 83.29 2002

155 Sinar Pelutan 1 Woodman Avenue Sdn Bhd 256.00 2002

156 Spring Star 1 Daily Venture Corporation Sdn Bhd 141.36 2002

157 Sungai Silat 1 Woodman Mewah Sdn Bhd 271.00 2002

158 Triple Light Inai Kiara Sdn Bhd 149.00 2002

159 Tuton Fast Meridian Sdn Bhd 171.00 2002


239.00 2003



163 Chin Ung 1 Sawai Jugah Sendirian Berhad 46.83 2003

164 Danum 11 Shin Yang Shipping 89.00 ‐ 27.00 22.00 6.10 2.70 2003

165 Danum 6 Shin Yang Shipping Sdn Bhd 89.00 ‐ 27.00 22.00 6.10 2.70 2003

166 Danum 8 Shin Yang Shipping Sdn Bhd 475.00 ‐ 143.00 34.92 11.40 4.95 2003

167 Dolson Zengo corporation Sdn Bhd 139.50 2003

168 Dolxin Zengo corporation Sdn Bhd 137.20 2003

169 Dolyi Zengo corporation Sdn Bhd 138.60 2003

170 Epic Challenger Epic OffShore (M) Sdn Bhd 404.00 2003

171 Ever Armada Pengagkutan Kekal Sdn Bhd 131.87 2003

172 Fonlink No 2 Fonlink Shipping Sdn Bhd 120.90 2003

173 Fordeco 25 Fordeco Shipping Sdn Bhd 202.00 2003

174 Fordeco 33 Fordeco Shipping Sdn Bhd 83.00 2003

175 Godri Satu Godrimaju Sdn Bhd 120.00 2003

176 Grand Marine No 1 Grand Marine Shipping Sdn Bhd 434.00 2003

177 Highline 29 Highline Shipping Sdn Bhd 271.00 ‐ 82.00 28.21 8.60 4.12 2003





182 Indah Abadi 1 Woodman Indah Sdn Bhd 267.00 81.00 28.83 8.54 3.80 2003

183 Jin Hwa 10 Wong Sie Tuong 114.00 2003

184 Kendredge 5 Kendredge Sdn bhd 127.00 2003

185 Kinsing Jaya Kionhim shipping Sdn Bhd 56.48 2003

186 Kline 1 Tenaga Shipping Sdn Bhd 246.00 2003

187 Poly 7 Omni Maritme Sdn Bhd 139.80 2003

188 Reignmas 3 Reignmas Shipping Sdn Bhd 155.00 2003

189 Royco 119 Royston Cole Marine Sdn Bhd 194.00 2003

190 Salik Elik Sdn Bhd 86.25 2003

191 Sing Hong 98 Lee Ting Hock 86.25 2003

192 Sung Fatt Sung Fatt Shipping Sdn Bhd 54.39 ‐ 26.87 19.51 5.18 2.13 2003

193 Sung Tahi lee 3 Sung Tahi Lee Sdn Bhd 144.00 2003

194 Sungai Julan 1 Woodman Layun Sdn Bhd 271.00 2003

195 Target Target Shipping Sdn Bhd 220.00 2003

196 Taurians Three Bonafile Shipbuilders & Repairs Sdn Bhd

171.00 2003

197 Tobi 9 James Lau King Wee 102.46 2003

198 Tri zip Lau Hua Ching 60.00 2003

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(B) DEPTH (D) YEAR OF

REGISTRY

199 Cahaya 5 Straight Ace Sdn Bhd 117.00 ‐ 36.00 21.96 6.10 3.05 2004



202 Epic Sasa Epic Industri (M) Sdn Bhd 229.00 2004

203 Epillars Eastern Pillars Shipping Sdn Bhd 122.00 2004

204 Ever Master Pengangkutan Kekal Sdn Bhd 101.28 2004

205 Everbright 9 Midas Choice Sdn Bhd 253.00 2004

206 Fordeco 35 Fordeco Sdn Bhd 194.00 2004



209 Goldlion Baker Marine Sdn Bhd 391.00 2004

210 Harbour Aquarius Harbour Agencies(Sibu) Sdn Bhd 150.00 2004


212 Jin Hwa 12 Teck Sing Hing Shipping Sdn Bhd 128.00 2004

213 Jin Hwa 15 Gimhwak Enterprise Sdn Bhd 128.00 2004

214 Kentjana No 6 Sawai Jugah Sdn Bhd 52.26 2004

215 Rembros 21 Scyii Brothers Shipyard Sdn Bhd 114.00 2004

216 Sabahtug No 12 Cowie Marine Transportation Sdn Bhd 144.00 2004

217 Se Mariam 1 Se Mariam Sdn Bhd 247.00 2004

218 Se Mariam 2 Se Mariam Sdn Bhd 247.00 2004

219 Searights Satu Right Attitude Sdn Bhd 177.00 2004

220 Sungai Layun 1 Woodman Enterprise Sdn Bhd 261.00 ‐ 79.00 28.82 8.54 3.80 2004

221 Texaron 1 Brantas Sdn Bhd 62.91 ‐ 24.50 17.88 4.90 2.36 2004

222 Ever Venus Pengangkutan Kekal Sdn Bhd 133.20 ‐ 46.88 21.30 6.70 2.90 2005

223 Johan Pioneer 1 Johan Shipping Sdn Bhd 269.00 ‐ 81.00 28.07 8.60 4.12 2005

26293.40

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NO

SHIP NAME OWNER/OPERATOR GRT DWT NRT LENGTH

(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Bangga Ocean Contract Sdn Bhd 2,132.00 1996

2 Bestvic 11 Hong Leong Sdn Bhd 1317.00 ‐ 376.00 67.30 18.29 4.27 1996

3 Bestco 98 Ling Peng Noon Shipyard Sdn Bhd 602.00 1996

4 Bonggoya 83 Syarikat Pengangkutan Bonggoya Sdn Bhd 1,097.00 1996

5 Bonspeed Bonspeed Shipping Sdn Bhd 703.00 ‐ 211.00 54.88 17.07 3.05 1996

6 Boo Hin No 26 Hong Leong Leasing Sdn Bhd 1,368 1996

7 Canggih 8 Canggih Shipping Sdn Bhd 839.00 ‐ 252.00 52.67 17.07 3.66 1996

8 Dimensi 1 WTK heli‐Logging Sdn Bhd 256.00 612.00 77.00 35.11 12.19 2.44 1996

9 Econ 9 Akasuria Sdn Bhd 635.00 1996

10 Fel 7 Mee Lee Shipping Sdn Bhd 909.00 ‐ 1293.00 69.49 19.20 3.66 1996

11 Fordeco No 26 Fordeco Sdn Bhd 644.00 1996



14 Fordeco No 2301 Fordeco Sdn Bhd 927.00 ‐ 589.00 57.60 22.00 4.00 1996

15 Gantisan Satu Lembaga Letrik Sabah 1961.00 ‐ 589.00 57.60 22.00 4.00 1996

16 King Rich 168 Trans‐Sungai Development Sdn Bhd 849.00 ‐ 265.00 52.68 17.07 3.66 1996

17 Kingglory 8 Kinglory Shipping Sdn Bhd 1273.00 1996

18 Kingglory 9 Kinglory Shipping Sdn Bhd 1273.00 1996

19 Labu Jaya Omni Maritime Sdn Bhd 702.00 ‐ 211.00 52.67 17.07 3.05 1996

20 Legendary 1 Kii Ek Ho 522.00 ‐ 157.00 43.89 15.24 3.05 1996

21 Legendary 2 Kii Ek Ho 522.00 ‐ 158.00 43.89 15.24 3.05 1996

22 Legendary 3 Rimbunan Hijau Sdn Bhd 251.00 ‐ 189.00 35.12 12.19 1996

23 Legendary 4 Mrloh Shiiung Ming 499.00 150.00 42.14 1524.00 3.05 1996

24 Liga No 2 Liga Muhibbah Sdn Bhd 829.00 1996

25 Linau 26 Shin Yang Shipping Sdn Bhd 1223.00 ‐ 367.00 69.66 18.30 3.66 1996




29 Lingco 151 Tekun Enterprise Sdn Bhd 410.00 ‐ 123.00 43.89 12.19 3.05 1996

30 MAC PB 3 Muhibbah Engineering (M) Bhd 188.00 ‐ 56.00 26.33 12.19 2.44 1996

31 Malian Maju Ma Lien Shipping Sdn Bhd 841.00 ‐ 253.00 52.67 17.07 3.66 1996

32 Manjung Damai United Orix Leasing Berhad 616.00 ‐ 185.00 52.67 15.24 3.05 1996

33 Mayong No 10 Mayong (S)Sdn Bhd 243.00 1996

34 Mayong No 2 United Orix Leasing Bhd 482.00 1996

35 Mee Le No 9 Mee Lee Shipping Sdn Bhd 836.00 1996

36 Megakina 9 Megakina Shipping Sdn Bhd 943.00 ‐ 283.00 58.52 17.07 3.66 1996

37 Meranti 35 Shin Yang Shipping Sdn Bhd 1444.00 ‐ 433.00 69.66 18.29 4.27 1996

38 Nan Hai Wehaai Shipping Sdn Bhd 1093.00 ‐ 328.00 58.52 17.07 4.27 1996

39 One Up 36 Syarikat One Up Sdn Bhd 722.00 1996

40 Otimber V Hornbilland Bhd 750.00 1996

41 Power 3 Natural Power Sdn Bhd 763.00 1996

42 Rakan Daya I Hong Leong Leasing Sdn Bhd 710.00 1996

43 Rising No 1 Rising Transpot Sdn Bhd 507.00 1996

44 Sea Kite RS&L Marine Sdn Bhd 37.03 1996

45 Sebangun II Borneo Shipping& Timber Agencies Sdn Bhd 1349.00 1996

46 Sigma 2 Sigma Ray Shipping Sdn Bhd 1277.00 1996

47 Sin Lian No 5 Hong Leong Leasing Sdn Bhd 642.00 1996

48 Singa Besar 10 United Orix Leasing Bhd 291.00 1996

49 Singamas Ngang Hock Kung 443.00 1996

50 Support Station 3 Amble Strategy Sdn Bhd 6135.00 1996

Table 4 : Barge Registered in Malaysia (1996‐2006)

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NO

SHIP NAME OWNER/OPERATOR GRT DWT NRT LENGTH

(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

51 SYN Kiong No5 Cowie Marine Transportation Sdn Bhd 702.00 1996

52 Tristar II Daily Venture Sdn Bhd 833.00 1996

53 Vision 8 Next Corporation Sdn Bhd 2132.00 1996



56 Wah Hai Satu Wah Hai Marine Supplies (M) Sdn Bhd 498.00 1996

57 Wang Hin Lee No 2 Hoo Chong Yiang 322.00 1996

58 Warisan 2 Lembing Megah Sdn Bhd 741.00 1996

59 Yan Yan 5 Marine Quest Sdn Bhd 839.00 1996

60 Bestvic 18 Hong Leong Sdn Bhd 1446.00 1997

61 Blue Sky 99 Blue Sky Shipping Sdn Bhd 838.00 ‐ 251.00 52.70 17.07 3.66 1997

62 Bonspeed Tiga Bonspeed Shipping Sdn Bhd 914.00 ‐ 275.00 52.70 18.30 3.66 1997

63 Borneo Lighter 21 Kionhim Shipping Sds Bhd 519.00 ‐ 156.00 43.90 15.22 3.00 1997


65 Cathay 18 Oriental Grandeur Sdn Bhd 259.00 600.00 77.00 35.11 12.19 2.44 1997


67 Dong Feng Jaya 1 Dong Feng Gravel Merchant Sdn Bhd 730.00 ‐ 219.00 55.34 15.72 2.75 1997

68 Dynaroy Empayar Semarak Sdn Bhd 1625.00 2462.08 488.00 70.23 19.51 4.57 1997

69 EK Soon Ching 99 Reignmas Shipping Sdn Bhd 341.00 ‐ 103.00 38.90 12.15 2.42 1997

70 Entimau No 9 Globular Sdn Bhd 844.00 1997

71 Faedah Mulia dua Faedah Mulia Sdn Bhd 553.00 ‐ 166.00 46.82 15.24 3.05 1997

72 Fauna Ocarina Development Sdn Bhd 553.00 1997



75 Fortuna No 9 John Wong Su Kiong 839.00 1997

76 Ging lee No 1 Dragonic Shipping Sdn Bhd 633.00 1997

77 Kian Lee No 7 Lee Ling Timber Sdn Bhd 838.00 1997

78 Kiong Min I Pengangkutan Kiong Min Sdn Bhd 664.00 1997

79 Kkong Thai No 1 Umas Sdn Bhd 477.00 1997

80 Kong Thai No3 Umas Sdn Bhd 477.00 1997

81 Kong Thai No 5 Umas Sdn Bhd 477.00 1997

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NO SHIP NAME OWNER/OPERATOR GRT DWT NRT LENGTH (L)

BREADTH (B)

DEPTH (D)

YEAR OF REGISTRY

82 Kong Thai No 7 Umas Sdn Bhd 477.00 1997

83 Kuari Rakyat No 7 Kuari Rakyat Sdn Bhd 838.00 1997

84 Lee Wah No 2 Kim Huak Trading Sdn Bhd 833.00 1997

85 Longchyi 97 WTK Realty Sdn Bhd 302.00 1997

86 Manjung Setia Lee Teng Hooi & Sons Trd Sdn Bhd 632.00 1997

87 MEB C8 Muhibbah Engineering (M) Bhd 264.00 1997

88 Meda Liziz 1 Kumpulan Meda Liziz Berhad 623.00 1997

89 Meranti No 5 Shin Yang Shipping Sdn Bhd 45.00 1997

90 Navacso Navasco Shipping Sdn Bhd 486.00 1997



93 Palma 5 Instant Bloom Sendirian Berhad 640.00 1997

94 Pline 3 Metroco Timber Trading Sdn Bhd 1358.00 1997

95 Prime Delta 1 Mega Shipping Sdn Bhd 1176.00 1997

96 Profit 188 United Orix Leasing Berhad 604.00 1997

97 Puh Tye No 6 Puh Tye Shipyard Sdn Bhd 493.00 1997


99 Sabahlight Tiga Laut Sepakat Sdn Bhd 270.00 1997

100 Sanbumi B3 Sanbumi Sawmill Sdn Bhd 642.00 1997

101 Sealine 1 Vector Omega Sdn Bhd 833.00 1997

102 Seng No 2 Mbf Finance Berhad 605.00 1997

103 Sinbee 2 Seawise Shipping Sdn Bhd 526.00 1997

104 Singawan Maju Shing Liang Shipping Sdn Bhd 1078.00 1997

105 Solid Marging No 2 Solid Margin Sdn Bhd 1165.00 1997

106 Soon Hing No 3 Kini Abadi Sdn Bhd 758.00 1997

107 Soon Hing No 32 Kini Abadi Sdn Bhd 1362.00 1997

108 Sunlight 97 United Orix leasing Berhad 498.00 1997

109 Vector 3 Vector Omega Sdn Bhd 833.00 1997

110 Venus II Ladyang Shipping Sdn Bhd 78.00 1997

111 Vistama 99 Vistama Shipping Sdn bhd 624.00 1997

112 Winbuild 1608 Syarikat One Sdn Bhd 555.00 1997

113 Winbuild 6 Phua Soon Heng Sdn Bhd 443.00 1997

114 Yan Yan 3 Rajang Palmcorp Sdn Bhd 1232.00 1997

115 Ying Li 11 Hi‐Trade (Sarawak) Sdn Bhd 526.00 1997

116 Yong Hoe 10 Hi‐Trade (Sarawak) Sdn Bhd 346.00 1997

117 Yu Lee 20 Hock Seng Lee Bhd 796.00 1997




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DEPTH (D)

YEAR OF REGISTRY

121 Carrier 1 Equal Tranport Sdn Bhd 256.00 1998


123 Cathay 181 United Orix Leasing Malaysia Sdn Bhd 630.00 1998

124 Ekoon No 8 Dong Guan Enterprise Sdn Bhd 164.00 1998

125 Ketara Tiga Port Klang Offshore Pilling Sdn Bhd 639.00 1998

126 Labroy 149 LKC Shipping Line Sdn Bhd 948.00 1998

127 Low Kim Chuan 1 Lkc Shipping Line Sdn Bhd 865.00 1998

128 Lucky Star Miri Housing Development Realty Sdn Bhd

1998

129 MAC PB 9 Muhibbah Engineering (M) Bhd 502.00 1998

130 MEB B 15 Muhibbah Engineering (M) Bhd 516.00 1998

131 Petrobiz Satu Kembang Suci Sdn Bhd 158.00 1998

132 Thompson No 1 Omni Maritime Sdn Bhd 553.00 1998

133 Tidalmarine Perkasa Tidalmarine Engineering Sdn Bhd 44.00 1998

134 Wantas 1 Wantas Shipping (Langkawi) Sdn Bhd 399.00 1998

135 Atilla 23 Tinjar Transport Sdn Bhd 1067.00 1999

136 Barges Island 19 Tristar Navigation Company 616.00 1999

137 Benzoil No 1 Banzoil Shipping Sdn Bhd 604.00 1999

138 Bersama Abadi 2201 Megah Mewah Shipping Sdn Bhd 1279.00 1999


140 MEB B22 Muhibbah Engineering (M) Bhd 2920.00 1999

141 Reignmas No 2 Reignmas Shipping Sdn Bhd 838.00 1999

142 Teknik Mutiara TI Jaya Sdn Bhd 20.56 1999

143 Tidalmarine Putra Tidalmarine Engineering Sdn Bhd 799.00 1999

144 Tidalmarine Putri Tidalmarine Engineering Sdn Bhd 799.00 1999

145 Vger 4 lee Teng Hooi & Sons Trd Sdn Bhd 1171.00 1999

146 Well Leader No 3 Katas Credit Leasing Sendirian Berhad 158.00 1999

147 Asiapride 102 Bonafile Shipbuilder & Repair Sdn Bhd 3137.00 2000

148 Bebas Jaya Tiga Nam Hua Shipping Sdn Bhd 1,368.00 2000

149 Big Fair DB1 Hong Lian Shipping Sdn Bhd 811.00 2000


151 Golden Peace Hung Tung Trading (Sarawak) Sendirian Berhad

259.44 2000

152 Golden Sea No 29 Tawau Tug Service Sdn Bhd 627.00 2000


154 Golden Sea No 41 Cowie Marine Transportation Sdn Bhd 868.00 2000


156 Kiong Nguong 106 Koinhim Shipping Sdn Bhd 1078.00 2000

157 Linau 46 Shin Yang Shipping Sdn Bhd 1829.00 2000

158 Low Kim Chuan 8 Lkc Shipping Line Sdn Bhd 1434.00 2000

159 MAC PB 15 Muhibbah Engineering (M) Bhd 466.00 2000

160 MEB JB2 Muhibbah Engineering (M) Bhd 735.00 2000

161 Sealink Pacific 108 Sealink Pacific Sdn Bhd 1368.00 2000

162 Singa Besar 3 Rong Rong Marketing Sdn Bhd 1168.00 2000

163 Singa Besar 5 Tropical Energy Sdn bhd 1692.00 2000

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DEPTH (D)

YEAR OF REGISTRY

164 Singa Besar 11 Yong Yong Trading Sdn Bhd 259.00 2000

165 Singa Besar 15 Singa Cerah Sdn Bhd 260.00 2000

166 Sung Thai Lee 2 Sung Thai Lee Sdn Bhd 1002.00 2000

167 Zambatek 88 Focus Fleet Sdn Bhd 1899.00 2000

168 Alliance 88 Dickson Marine Co Sdn Bhd 181.00 2001


170 Atilla 25 Tinjar Transport Sdn Bhd 1,067.00 2001

171 Bagusia No1 Bagusia Sdn Bhd 522.00 2001

172 Bosta Jaya 18 Borneo Shipping & Timber Agencies Sdn Bhd

799.00 2001

173 Dunga 2302 LKC Shipping Line Sdn Bhd 1811.00 2001

174 Entimau No 2 Globular Sdn Bhd 512.00 2001




178 Malindo No 2 Msgear Shipping Sdn Bhd 1218.00 2001

179 Monarch 39 Castalia Sdn Bhd 1073.00 2001

180 Sane No 1 Syarikat Sebangun Sdn Bhd 2132.00 2001


182 Singawan Raya Shing Liang Shipping Sdn Bhd 1069.00 2001

183 Tairen II W & Y Enterprise Sdn Bhd 666.00 2001

184 Togo Satu Globular Sdn Bhd 519.00 2001

185 Bonggoya 90 Syarikat Pengangkutan Bonggoya Sdn Bhd

1,368.00 2002

186 Dynaroy No 3 Destiny Shipping Agency(m) Sdn Bhd 3072.00 2002

187 Pelepas Trainer Pelabuhan Tanjung Pelepas Sdn Bhd 256.00 2002

188 Reignmas Jaya Reignmas Shipping Sdn Bhd 1416.00 2002

189 Serafine 02 Bonafile Shipbuilders & Repairs Sdn Bhd 1352.00 2002




193 Azimat 1 Azimat Engineering Services Sdn Bhd 256.00 2003

194 Botany 1203 Friendly Avenue Sdn Bhd 256.00 2003



197 Modermott Derrick Barge No 26

Barmada Modermott (L) Limited 11213.00 2003

198 Penaga Warni LKC Shipping Line Sdn Bhd 2142.00 2003

199 Pulau Keladi Pekerjaan Piasau Konkerit Sdn Bhd 930.00 2003

200 Sealink Pacific 202 Sutherfield Resources Sdn Bhd 2641.00 2003

201 Sealink U285 Sealink Sdn Bhd 2641.00 2003

202 Sealink U286 Euroedge Sdn Bhd 2641.00 2003

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DEPTH (D)

YEAR OF REGISTRY

203 Sin Tung 120 CB Industrial Product Sdn Bhd 258.00 2003



206 Tai Hin 13 Lee Sooi Sean 256.00 2003

207 Tian Li 28 John Wong Su Kiong And Fong Nyet Len 728.00 2003




211 Botany 1801 Friendly Avenue Sdn Bhd 634.00 2004


213 Emerald Ampangship & Marine Sdn Bhd 4472.00 2004


215 Forest Prime No 2 Sipoh Shipping & Exporter Sdn Bhd 1446.00 2004

216 Gainline No 5 Gainline Enterprise Sdn Bhd 702.00 2004

217 Lucky Way Coastal Transport(Sandakan)Sdn Bhd 896.00 2004

218 Mariam 281 Se Mariam Sdn Bhd 3327.00 2004

219 Muhibbah B25 Muhibbah Engineering 1217.00 2004

220 Mihibbah B26 Muhibbah Engineering (M) BHd 634.00 2004

221 Muhibbah B27 Muhibbah Engineering (M) BHd 634.00 2004

222 Pertiwi VII Pertiwi Shipping Sdn Bhd 468.00 2004

223 Sealink Pacific 288 Sutherfield Resources Sdn Bhd 2987.00 2004

224 Sealink Pacific 382 Navitex Shipping Sdn Bhd 2641.00 2004

225 Silversea No 1 Makjaya Sdn Bhd 947.00 2004



228 Silversea No 4 Cowie Marine Transportation Sdn Bhd 835.00 2004

229 Silversea No 5 Cowie Marine Transportation Sdn Bhd 1298.00 2004

230 Sinar Samudera Alam Kejora Sdn Bhd 1271.00 2004

231 Singa Besar I Rong Rong Marketing Sdn Bhd 1252.00 2004



234 Soon Hing No7 Kini Abadi Sdn Bhd 737.00 2004

235 Sonn Hing No 168 Kini Abadi Sdn Bhd 737.00 2004

236 Taclobo 1 Kwantas Oil Sdn Bhd 1342.96 2004

237 Taclobo 3 Kwantas Oil Sdn Bhd 109.62 2004

238 Wantas V Wantas Shipping (Langkawi) Sdn Bhd 629.00 2004

239 Asiapride 23117 Fast Meridian Sdn Bhd 1338.00 2005

240 Luna Jaya Lunar Shipping Sdn Bhd 1981.00 2005

241 Luna Mulia Lunar Shipping Sdn Bhd 8484.00 2006

96320.58

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Able Ensign Tauladan Gigih Sdn Bhd 3898 98.66 16.33 8.4 1996

2 Amanah Amanah International Finance

Sdn Bhd 3007

5119 89.5 16.2 7.2 1996

3 Bahagia Maju Ngee Tai Shipping Sdn Bhd 498 40.35 11.57 3.7 1996

4 Bintang Harapan Fajar Lawas Sdn Bhd 494 1996

5 Budi Suryana Budisukma Sdn Bhd 3007 5115.52 89.5 16.21 7.2 1996

6 Gee Hong Fokus Marine Sdn Bhd 9896 1996

7 Ginhoting Ginhotin Sdn Bhd 305 1996

8 Golden line Rasa Shipping Sdn Bhd 118.00 1996

9 Hiap Kin No 2 Hiap Kian Enterprise Sdn Bhd 162.00 1996

10 Hung Ann No 3 WTK Realty Sdn Bhd 69.00 1996

11 Hung Lee vl Hung Lee shipping Sdn Bhd 1593.00 1996

12 Ing Hua Seng Ing Hua Seng Shipping Sdn Bhd 497.00 1996

13 Ing Hua Soon 96 Ling Liong Kiik 180.00 1996

14 Joy 97 Bendindang Ak Manjah 301.00 1996

15 Kahing dua Tetap Sugih Sdn Bhd 1220.00 1996

16 Kedah Cement l Jumewah Shipping Sdn Bhd 10508.00 1996

17 Kim Ma No 2 Welldone Shipping Sdn Bhd 233.00 1996

18 Kim Yuen 95 Tang Siong Tiang 241.00 1996

19 Kong Jun No 2 Malsuria Holding (M) Sdn Bhd 1,773.00 1996

20 Lada Kargo l Belait Shipping Co Sdn Bhd 1,023.00 1996

21 Lee Ung Su Tung Jem 127.00 1996

22 Mega Harapan Hua Tai Shipping Sdn Bhd 427.00 1996

23 Otimber 111 Hornbilland Bhd 699.00 1996

24 Petu 9 Pito Shipping Sdn.Bhd 738.00 1996

25 Qian Feng Wang Hin Leong Shipping Sdn.Bhd

499.00

1996

26 Raja Balleh Pelangi Sakti Sdn.Bhd 80.00 1996

27 Rinwood Jaya No11

Ling Kiong hua 666.00

1996

28 Riverbank Star Riverbank Shipping Sdn.Bhd 528.00 1996

29 Riverbank Riverbank Shipping Sdn.Bhd 495.00 1996

30 Ronsan 88 Premier Fairview Sdn.Bhd 149.00 1996

31 Salura Salura Sdn Bhd 200.00 1996

32 San Tai Lee 1 Lau Kiing Ling 198.00 1996

33 Senari Harvest Venture Sdn.Bhd 1476.00 1996

34 Shinline 4 Shinline Sdn.Bhd 5,615.00 1996

35 Song Kian Baru Soon Hai Kee Shipping Sdn.Bhd 381.00 1996

36 Song Yong Wang Ling Soon Chiong 182.00 1996

37 Soon Thai Crest Enrich sdn.Bhd 397.00 1996

38 Superior Star Yong Hung Shipping Sdn.Bhd 1523.00 1996

39 Swee Joo Satu Swee Joo Coastal Shipping Sdn.Bhd

638.00

1996

40 Transallied Maju Trans‐Allied Sdn.Bhd 374.00 1996

41 Unity II Golden Dollars Shipping Sdn.Bhd

876.00

1996

42 Wei Ling Hong Yang Shipping Sdn.Bhd 408.00 1996

43 Yiaw Yang Dunmas Shipping Sdn.Bhd 5577.00 1996

44 Vistama 96 Vistama Shipping Sdn.Bhd 311.00 1996

45 Able Fusilier Tauladan Gigih Sdn Bhd 5691 1997

46 Buana Indah Roundtree Shipping Sdn Bhd 439 43.42 9.76 3.18 1997

47 Builder Fortune Chong Fui Shipping &

Forwarding Sdn Bhd 2679

80.22 14 8.7 1997

48 Demak Indah 1 Wang Nieng Lee Holdings

Berhad 439

43.42 9.76 3.18 1997

49 Eco Charger Charger Shipping Sdn Bhd 138.52 1997

50 Etlee Ling Yeo Tung 259 1997

Table 5 : General Cargo Carrier Registered in Malaysia (1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

51 Fonwell Fonwell Shipping Sdn Bhd 291 1997

52 Gihock Irama Marine Sdn Bhd 6377 111.39 18.6 10.2 1997

53 Ging San Hon Ging San Hon Shipping Sdn Bhd 498 1997

54 Hung Lee ll Wah Leang Shipping Sdn Bhd 362.12 1997

55 Ing Hua Seng 2 Ing Hua Seng Shipping Sdn Bhd 731.00 1997

56 Ing Kua Seng 2 Ing Hua Seng Shipping Sdn Bhd 731.00 1997

57 Jamaliah West‐Mall Corporation Sdn Bhd 479.00 1997

58 Jin Hwa Tele Kenyalang Engineering Sdn Bhd

5359.00 754.22 44.55 12.18 2.71 1997

59 Kahing Tiga Tetap Sugih Sdn Bhd 1224.00 1997

60 Lian moh No 1 Chiu Nik Kiong 720.00 1997

61 Lick Teck Fonwell Shipping Sdn Bhd 291.00 1997

62 Lipan Burau Lipan Enterprise & shipping Sdn Bhd

433.00

1997

63 Maju Borneo Swee Joo Coastal Shipping Sdn Bhd

581.00

1997

64 Megaline No 1 Borneoply Shipping Sdn Bhd 347.00 1997

65 Melati Mas Timor Offshore Sdn Bhd 3960.00 6414 90.41 20 7.7 1997

66 Moh Hin No 2 GHwoods Sdn Bhd 193.00 1997

67 Mulia Abadi Nam Hua Shipping Sdn Bhd 499.00 1997

68 Ngie Tai No 5 Nutrajaya Shipping(M)Sdn.Bhd 3084.00 1997

69 Pioneer 87 Chieng Tiew Sing 26.00 1997

70 Riki 13 Riveron Shipping Sdn.Bhd 560.00 1997

71 Ronmas No 8 Ronmas Shipping Sdn.Bhd 732.00 1997

72 San Shun San Sun Shipping Sdn.Bhd 445.00 1997

73 Selamat Bahagia United Orix Leasing Bhd 498.00 1997

74 Senayong Jaya Senayong Jaya Sdn.Bhd 428.00 1997


76 Sigma 1 Sigma Ray Shipping Sdn.Bhd 636.00 1997

77 Sin Moh Soon Tiang Chiong Ming 288.00 1997

78 Sri Nam Hua 8 Virgo Metro Sdn.Bhd 499.00 1997

79 Surya Baru Chua Eng Seng 462.00 1997

80 Teck lee Sanleean Shipping Sdn.Bhd 339.00 1997

81 Tiasa indah 96 Wong Sii Kieng 66.00 1997

82 Transources Cargo 18

Transport Resources Sdn.Bhd 308.00

1997

83 Transources Cargo 19

Transport Resources Sdn.Bhd 308.00

1997

84 Vertexto 22 Compass Transport Sdn.Bhd 1142.00 1997

85 Yong Hing 12 Tan Tiew Yong 556.00 1997

86 Yung Fah Satu Yung Fah Sdn.Bhd 418.00 1997

87 Zimyin Zim Yin Shipping Sdn.Bhd 526.00 1997

88 Zuria Bonkinmas Shipping Sdn.Bhd 481.00 1997

89 Bersatu Abadi Nam Hua Shipping Sdn Bhd 497 1998

90 Foresline 3 Shinera Shipping Sdn Bhd 453 1998

91 Ingtai Ing Tai Shipping Sdn Bhd 344.00 1998

92 Lai Lai No 51 Lai Lai Development Sdn Bhd 89.00 1998

93 Lian seng hin 3 swee Joe Coastal shipping Sdn Bhd

586.00

1998

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(B) DEPTH (D)

YEAR OF REGISTRY

94 Marineline No 1 Sin Min Shipping Sdn Bhd 181.00 1998

95 Megaline No 7 Tropical Vision Sdn Bhd 350.00 1998

96 Nepline Teratai Nepline Berhad 2696.00 1998

97 Singawan Timbul Lau Hui Lee 88.00 1998

98 Sung Hing No 2 Tang Sing Kian 384.00 1998

99 Thailine 8 Thailine Sdn.Bhd 6,178.00 94.59 18.8 13 1998

100 Thailine 8 Thailine Sdn.Bhd 6,178.00 1998

101 Yong Hua 2 Yong Hua Marine Sdn.Bhd 2359.00 80.29 21.34 4.88 1998

102 Fortuneline 2000 Master Ace Territory Sdn Bhd 383 37 10.2 3.8 1999

103 Guan Hoe Huat No 3

Guan Hoe Huat Fishmeal Co Sdn Bhd

250.00

1999

104 Ing Soon Lee No 1 Ing Soon Lee Shipping Sdn Bhd 569.00 1999

105 Lian Soon Ting Yew kun 196.00 1999


107 Megaline No 9 Tropical Vision Sdn Bhd 336.00 1999

108 MMM Belinda Pan Pacific Shipping Sdn Bhd 5922.00 1999

109 Santa Suria Bendera Mawar Sdn.Bhd 10889.00 15746 139.35 21.2 12.4 1999

110 Shing Lian No 2 Shing Lian Realty Sdn.Bhd 231.00 1999

111 Shinline 6 Shinline Sdn.Bhd 5,555.00 91.87 18.8 12.9 1999


113 Crystal No 1 Ing Tai Shipping Sdn Bhd 235 2000

114 Galactic Dolphin E & W Freights & Logistics Sdn

Bhd 4477 2000

115 Mas Sutra Metro Prominent Sdn Bhd 609.20 2000

116 New Time 1 Yasmore Timbers Sdn Bhd 444.00 839.7 37.6 11.08 3.65 2000


118 Transveneer 200 Empayar Semarak Sdn.Bhd 434.00 37.54 11.08 3.65 2000

119 Transveneer Jaya Empayar Semarak Sdn.Bhd 434.00 37.54 11.06 3.65 2000

120 Transveneer Pearl Oriental Evermare Sendirian Berhad

436.00 37.81 11.08 3.66 2000

121 Wave Ruler Chromis Import & Export Sdn.Bhd

956.00

2000

122 Bonsonic Zim Yin Shipping Sdn Bhd 712 2001

123 Falcom Wise‐Synergy Sdn Bhd 27 2001

124 Fonwell No 2 Fonwell Shipping Sdn Bhd 255 2001

125 Lawas Mewah united orix Leasing Bhd 996.00 2001

126 Lawas Venture Katex Shipping Sdn Bhd 356.00 2001

127 Lee Chiong Hing No 3

Tie Teck Yew 494.00

2001

128 Lee Hong Sii Tiung Lok 181.00 2001

129 Mee Nguong 2 Chiew Tieng Ping 135.00 2001


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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY



133 New Time 2 Oriental Evermore Sendirian Berhad

418.00

2001

134 Nikka Bonai Shipping Sdn.Bhd 1886.00 2001

135 Rena Asas Mewah Sdn.Bhd 1238.00 65.01 11 5.7 2001

136 Riverbank Emas Pansutria Sdn.Bhd 492.00 2001

137 Riverbank Rainbow

Pansutria Sdn.Bhd 492.00

2001

138 Sentosa Jaya JP Lines Sdn.Bhd 1,660.00 2001



141 Tina Kusin Jaya Sdn.Bhd 1673.00 3865 68.01 13 7 2001

142 Alica Realink Sdn Bhd 1591 2002

143 Cora 1 Coralink Shipping Sdn Bhd 206 2002

144 Rampai Rampai Kembara Sdn.Bhd 671.00 2002

145 Santa Suria II Samudera Sempurna Sdn.Bhd 10598.00 16767 136.24 22.3 12.18 2002

146 Sinmah Ting Pin Lu 641.00 2002


148 Transveneer Glory Oriental Evermare Sendirian Berhad

474.00

2002

149 Transveneer United

Oriental Evermare Sendirian Berhad

468.00

2002

150 Cathay SP 1 OG Marine Sdn Bhd 457 2003


152 Marugawa Marugawa Sdn Bhd 1643.00 64.3 14 5.4 2003

153 Meu Huat Meu Huat Navigation Sdn Bhd 706.00 2003

154 New Primeline Mathew Apoi Njau 153.00 2003

155 Sinlehinn Rajang Line Sdn.Bhd 229.00 2003


157 Malayan Progress Malayan Navigation Co Sdn Bhd 1193.00 1605 64.4 11.5 6.3 2004

158 Malayan succes Malayan Navigation Co Sdn Bhd 997.00 2004

159 Man Kee 88 Perkapalan Man Kee (88) Sdn Bhd

330.00

2004

160 Maricom No 5 Maricom Shipping Sdn Bhd 713.00 2004

161 MV Borcos Sabhan 1

Syarikat Borcos Shipping Sdn Bhd

219.00

2004



219.00

2004



219.00

2004



219.00

2004

165 Psalm 23 Jaya Coastal Transport Sdn.Bhd 134.00 2004

166 Bima Lima Sribima (M) Shipping Sdn Bhd 243 2005

4486.00

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Dickson 4 Dickson Marine Co sdn Bhd 18.00 1996

2 Jetta 7 Clamshell Dredging Sdn Bhd 99.38 0.00 54.15 17.14 6.71 2.44 1996

3 Kencana Murni Lunar shipping sdn BHd 107.00 0.00 6.41 22.06 6.70 2.90 1996

4 Sealink Maju Sealink Sdn Bhd 223.00 0.00 66.00 27.08 8.60 4.35 1996

5 Setia Cekal Alam Maritim (M) Sdn Bhd 994.00 750.00 299.00 56.89 12.80 4.88 1996

6 Jetta 8 Clamshell Dredging Sdn Bhd 87.67 92.30 25.95 18.00 6.71 2.44 1997

7 Suria I Lunar Shipping Sdn Bhd 86.00 0.00 14.15 19.82 6.52 2.93 1997

8 Armada Merak Bumi Armada Navigation Sdn Bhd

75.00 ‐

22.00 19.94 6.00 2.60 1997

9 Armada Mutiara Bumi Armada Navigation Sdn Bhd

75.00 ‐

22.00 19.94 6.00 2.60 1997

10 Armada Tuah 6 Bumi Armada Navigation Sdn Bhd

663.00 0.00 199.00 39.59 11.60 4.96 1998

11 Jetta 16 See Yong & Son Construction sdn Bhd

8765.00 0.00 21.41 18.30 6.71 2.44 1998

12 Oliserve Beta Oilerve Marine Sdn Bhd 443.00 1998

13 Oliserve Beta Oilerve Marine Sdn Bhd 443.00 1998

14 Ajang Harapan Ajang Shipping Sdn Bhd 3757.00 2920.00 1127.00 70.81 18.29 8.27 1998


493.00 45.00 7.66 16.50 5.18 2.13 1999

16 MV Setia Jaguh Alam Maritim (M) Sdn Vhd 2023.00 2024.76 609.00 59.65 15.00 6.80 1999

17 MV Shema Seri Mukali Sdn Bhd 339.00 1999

18 Shema Seri Mukali Sdn Bhd 339.00 1999


799.00

2000

20 Sealink Maju 2 Sealink Sdn Bhd 223.00 176.00 77.00 27.01 9.00 4.25 2000

21 Armada Hydro Bumi Armada Navigation Sdn Bhd

353.00 302.69 106.00 34.80 8.50 3.80 2000




8,671,00 0.00 25.02 17.57 6.71 2.44 2001

25 Armada Tuah 9 Bumi armada Navigation Sdn Bhd

1,178.00 ‐

353.00 55.55 13.80 5.50 2001

26 Sealink Cassandra Sealink Sdn Bhd 490.00 580.00 147.00 45.31 11.00 3.50 2001

27 Tugau Bintulu Port Sdn Bhd 33.00 ‐ 10.00 13.16 4.60 2.30 2001

28 Ajang Ikhlas Ajang Shipping Sdn Bhd 475.00 143.00 34.92 11.40 4.95 2002


1,173,00 1382.33 353.00 54.69 13.80 5.50 2002


1,178,00 1382.33 353.00 55.55 13.80 5.50 2002

31 Ella Deli‐Boyee Sdn Bhd 339.00 2002

32 MV Ella Deli‐Boyee Sdn Bhd 339.00 2002

33 Armada Salman Bumi Armada Navigation Sdn Bhd

2,83.00 2,400.00 851.00 61.27 20.00 6.50 2002

34 Armada Tugas 1 Bumi armada Navigation Sdn Bhd

499.00 ‐

149.00 45.31 11.00 3.50 2002

35 Borcos Tasneem 1 Syarikat Borcos Shipping Sdn Bhd

1,369.00 ‐

410.00 52.90 13.80 5.50 2002

36 MV Setia Gagah Alam Maritim (M) Sdn Bhd 1,188.00 860.00 356.00 55.00 13.30 6.00 2002

37 MV Setia Handal Alam Maritim (M) Sdn Bhd 681.00 ‐ 204.00 45.64 11.58 4.20 2002


1,178,00 0.00 353.00 54.69 13.80 5.50 2003

39 Permint Indah Jasa Merin (Malaysia) Sdn Bhd

1075.00

2003

40 Permint Perkasa Jasa Merin (Malaysia) Sdn Bhd

1075.00 0.00 352.00 55.58 13.80 5.50 2003

41 Armada Firman Bumi Armada Navigation Sdn Bhd

3,351.00 2,977.00 1,005.00 68.16 20.00 6.50 2003


1,178.00 ‐

696.00 66.04 16.00 6.50 2003


846.00 889.00 253.00 46.81 13.80 4.50 2003

44 Borcos Takdir Syarikat Borcos Shipping Sdn Bhd

1,369.00

2003

45 Royco 99 Royston Cole Marine Sdn Bhd 381.00 2003

46 Sarku Santubong Sarku Resources Sdn Bhd 2,999.00 ‐ 899.00 75.09 17.25 7.00 2003

47 Saz Supply Ajang Shipping Sdn Bhd 492.00 ‐ 147.00 42.74 11.00 3.43 2003

48 Sealink Vanessa 3 Sealink Sdn Bhd 496.00 575.00 149.00 45.31 11.00 3.50 2003

49 Sealink Victoria 3 Sealink Sdn Bhd 1,058.00 976.00 299.00 56.69 12.19 5.18 2003

50 Statesman Service Tidewater Offshore Sdn Bhd 999.00 2003

Table 6 : Anchor Handling Tug & Supply Registered in Malaysia(1996‐2006)

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(B) DEPTH (D)

YEAR OF REGISTRY

51 Tanjung Jara Forsayth Offshore Pteltd 1,495.00 2003


1,333,00 1457.00 399.00 55.54 15.00 5.50 2004

53 Inai Lily 1 Inai Kiara sdn bhd 69.00 2004

54 MV Epic Sasa Epic Industri (M) Sdn Bhd 229.00 0.00 69.00 27.03 8.53 4.27 2004

55 MV Setia Emas Alam Maritim (M) Sdn Vhd 964.00 2004

56 Perkasa II Tidalmarine Engineering Sdn Bhd

1927.00

2004

57 Sealink Maju 6/Sealink Maju 7

Sealink Sdn Bhd 254.00

2004

58 Ajang Safa Ajang Shipping Sdn Bhd 297.00 ‐ 89.00 27.88 9.50 3.80 2004


1,333.00 1,458.15 399.00 55.54 15.00 5.50 2004


1.333.00 1,458.15 399.00 55.54 15.00 5.50 2004


499.00 ‐

149.00 45.31 11.00 3.50 2004


491.00 ‐

147.00 37.86 11.40 4.93 2004

63 Dayang Pertama Desb Marine Services Sdn Bhd 3,387.00 ‐ 1,016.00 69.36 20.00 6.50 2004

64 Gulf Fleet No 63 Tidewater Offshore Sdn Bhd 738.00 2004

65 Inlet Amble strategy Sdn Bhd 1,241.00 2004

66 Mutiara Lestari Marine Sdn Bhd 1,512.00 2004

67 Palmas Service Jasa Merin (malaysia) Sdn Bhd 722.00 2004

68 Permint Aman Jasa Merin (malaysia) Sdn Bhd 1,210.00 3,703.00 216.00 51.61 12.19 4.27 2004

69 Ajang Ikhtiar Ajang Shipping Sdn Bhd 803.00 0.00 241.00 42.04 12.60 5.30 2005

70 Ajang Indah Ajang Shipping Sdn Bhd 496.00 0.00 149.00 37.95 11.40 4.95 2005

71 M.V Tanjung Huma Tanjung Offshore Servies Sdn Bhd

1,601.00 0.00 480.00 56.39 16.00 5.50 2005

72 MVSetia Fajar Alam Maritim (M) Sdn Vhd 1,470.00 0.00 441.00 54.12 14.60 5.50 2005

73 MV Setia Indah Alam Maritim (M) Sdn Vhd 1365.00 2005

74 MV Setia Lestari Alam Maritim (M) Sdn Vhd 1470.00 0.00 441.00 58.70 14.60 5.50 2005

75 MV Setia Mega Alam Maritim (M) Sdn Vhd 496.00 0.00 149.00 37.81 11.40 4.95 2005

76 MV Setia Nurani Alam Maritim (M) Sdn Vhd 1523.00 0.00 441.00 54.11 14.60 5.50 2005

77 Permint damai Jasa Merin (Malaysia) Sdn Bhd

1212.00 0.00 363.00 55.58 13.80 5.50 2005

78 Sealink Maju 21 Sealink Sdn Bhd 499.00 0.00 149.00 35.01 11.80 4.80 2005

79 Sealink Maju 4/Sealink Maju 5

Sealink Sdn Bhd 248.00 0.00 76.00 28.03 8.60 4.11 2005


1,333.00 ‐

399.00 55.54 15.00 5.50 2005

81 Bima Lima Sribima (M) Shipping Sdn Bhd 243.00 ‐ 72.00 36.00 8.00 3.30 2005

82 M.V. Tanjung Manis Tanjung Offshore Services Sdn Bhd

915.00 ‐

274.00 41.36 12.60 5.20 2005

83 MV Setia Kasturi Alam Maritim (M) Sdn Bhd 1,443.00 ‐ 431.00 54.92 13.30 6.00 2005

84 Sealink Vanessa 4 Sealink Sdn Bhd 496.00 ‐ 149.00 45.31 11.00 3.50 2005


1333.00 0.00

399.00 55.54 15.00 5.50 2006


1333.00 0.00

399.00 55.54 15.00 5.50 2006

87 Madindra Langkawi Viva Omega Sdn Bhd 1,356.00 2006

88 MV Setia Padu Alam Maritim (M) Sdn Vhd 1470.00 1361.71 441.00 54.12 14.60 5.50 2006

89 MV Setia Rentas Alam Maritim (M) Sdn Vhd 1470.00 0.00 460.00 54.12 14.60 5.50 2006

90 Ajang Hikmah Ajang Shipping Sdn Bhd 3,351.00 ‐ 1,005.00 68.16 20.00 6.50 2006

91 Dayang Seri Viva Omega Sdn Bhd 780.00 2006

92 Permint Murni Jasa Merin (malaysia) Sdn Bhd 1,210.00 2006

93 JMM Hadhari Jasa Merin (Malaysia) Sdn Bhd

1212.00 0.00

363.00 52.30 13.80 5.50 2007

94 JMM Seri Besut Jasa Merin (Malaysia) Sdn Bhd

1212.00

2007

95 Redang Dickson Marine Co Sdn Bhd 441.00 ‐ 128.00 32.59 10.00 4.90 2007

21,032.64

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Puteri Zamrud MISC Bhd 86205 73519 25861 263 43 22 1996

2 Aman Sendai MISC Bhd 16336 9201 4901 125 26 13 1997

3 Puteri Firus MISC Bhd 86205 73519 25861 263 43 22 1997

4 Aman Hakata MISC Bhd 16336 9201 4901 125 25 13 1998

5 Armada Puteri Bumi Armada Navigation Sdn Bhd 2856 2000

6 Puteri Delima Satu MISC Bhd 94430 76190 28329 266 43 21 2002

7 Puteri Intan Satu MISC Bhd 94430 76190 28329 266 43 21 2002

8 Puteri Nilam Satu MISC Bhd 94446 76197 28333 268 43 26 2003

9 Puteri Firus Satu MISC Bhd 94446 76197 28333 268 43 26 2004

10 Puteri Zamrud Satu MISC Bhd 94446 76197 28333 268 43 26 2004

11 Puteri Mutiara Satu MISC Bhd 94446 76197 28333 268 43 26 2005

12 Seri Alam MISC Bhd 95729 83483 28718 272 43 21 2005

13 Seri Amanah MISC Bhd 95729 83483 28718 272 43 21 2005

14 Seri Anggun MISC Bhd 95729 83483 28718 272 43 21 2006

15 Seri Angkasa MISC Bhd 83483 83483 28718 272 43 21 2006

1145252.000

Table 7 : LNG Registered in Malaysia (1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Eagle 8 Sempurna Bunkering Services(M) Sdn Bhd

49.00

1996

2 Eagle Baltimore MISC Bhd 57456.00 1996

3 Eagle Beaumont MISC Bhd 57456.00 1996

4 Eagle Boston MISC Bhd 57456.00 1996

5 Kah Soon Baru 95 Lau Ngee Leong 5500.00 0.00 30.00 28.69 4.60 1.98 1996

6 Million Line 1 Kau Siong Sdn Bhd 61.00 0.00 29.00 27.90 4.81 2.17 1996

7 MMM Jackson Pan Malaysian Marine Services Sdn Bhd

4409.00

1996

8 Nepline Delima Nepline Berhad 4,629,00 1996

9 Nis Hin 96 Nishin shipping Sdn Bhd 57.00 0.00 33.00 28.97 4.53 2.10 1996

10 Petro Ranger Enerfrate Sdn Bhd 6,718,00 1996

11 Seng Seng No 1 Patroleum Master Seng Sdn Bhd

92.00

1996

12 Suhaila Synergy Point Sdn Bhd 659.00 1996

13 Tung Shing Master Petrobiz Sdn Bhd 49.00 0.00 21.00 24.02 4.92 1.53 1996

14 Armada Perkasa Bumi Armada Navigation Sdn Bhd

32665.00

1997

15 Bunga Kelana Dua MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1997

16 Bunga Kelana Satu MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1997

17 Bunga Melati Dua MISC Bhd 22254.00 32126.00 8766.00 168.98 30.00 15.20 1997

18 Bunga Melati Satu MISC Bhd 22254.00 32126.00 8766.00 168.98 30.00 15.20 1997

19 Catherine Kamakura Sdn Bhd 140.00 0.00 75.00 34.55 6.09 2.25 1997

20 Domino SS Shipping Sdn Bhd 672.00 0.00 313.00 57.00 9.20 4.00 1997

21 Eagle Birmingham MISC Bhd 57456.00 1997

22 Eagle Charlotte MISC Bhd 57949.00 1997

23 Eagle Colombus MISC Bhd 57949.00 1997

24 Geruda Satu Geruda Shipping Sdn Bhd 210.00 0.00 101.00 38.75 7.93 2.44 1997

25 Gloryang Kaikura Services Sdn Bhd 270.00 0.00 156.00 40.89 7.93 2.89 1997

26 Mandat Bersama Mandat Bersama Sdn Bhd 4242.00 1997

27 Metro One Metro Sedia Transport Sdn Bhd

217.00 0.00 111.00 34.99 7.96 2.86 1997

28 Mewah Jaya Eusolid Sdn Bhd 158.00 0.00 81.00 33.75 6.80 2.30 1997

29 MMM Houston Malaysian Ocean Line Sdn Bhd

4509.00

1997

30 Princess Amelia SMT Transport Sdn Bhd 187.00 0.00 81.00 36.07 7.30 2.44 1997

31 Ramai Dua Chen Yii Shipping Sdn Bhd 214.00 0.00 116.00 34.91 7.92 2.58 1997

32 Selendang Mutiara Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1997

33 Selendang Permata

Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1997

34 Venice Rejang Venice Sdn Bhd 367.00 0.00 176.00 41.40 8.54 3.66 1997

35 Bunga Kelana 3 MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1998

36 Eagle Albany MISC Bhd 57929.00 1998

37 Eagle Austin MISC Bhd 58156.00 1998

38 Eagle Pneonix MISC Bhd 65346.00 1998

39 Hoe Hup 99 Harvesville Sdn Bhd 323.00 520.00 153.00 44.00 7.00 3.00 1998

40 Hoe Hup No 5 Sri Similaju Corporation Sdn Bhd

206.00

1998

41 Laju Jaya No 1 Bantumaju Sdn Bhd 382.00 1998

42 M T Sun Diamond Sun Up Shipping Co Sdn Bhd 5340.00 1998

43 Mesra 128 Perkapalan Mesra Sdn Bhd 2688.00 0.00 807.00 87.12 14.40 6.50 1998

44 Miri Cheery Semua Shipping Sdn Bhd 1358.00 1998

45 Nova Nova Adiwarna Sdn Bhd 459.00 1998

46 Selendang Gemala Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12272.00 176.37 32.26 18.90 1998

47 Selendang Kencana

Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1998

48 Selendang Ratna Wawasan Shipping Sdn Bhd 29,965,00 45363.00 11997.00 176.37 32.26 18.90 1998

49 Selendang Sari Wawasan Shipping Sdn Bhd 29,965,00 45363.00 11997.00 176.37 32.26 18.90 1998

50 Selendang Tiara Tiara Navigation Sdn Bhd 39,755,00 1998

Table 8 : Tankers Registered in Malaysia(1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

51 Semua Bersatu Semua Shipping Sdn Bhd 3,878,00 5810.00 1741.00 97.47 16.50 8.50 1998

52 Sun Diamond Sun Up Shipping Sdn Bhd 5,340,00 1998

53 Alam Bitara Bitara Shipping Sdn Bhd 28932.00 45513.00 11802.00 173.10 32.20 18.80 1999




57 Bunga Melati 3 MISC Bhd 22116.00 31983.00 8678.00 168.98 30.00 15.20 1999



60 Eagle Anaheim MISC Bhd 57929.00 1999

61 Eagle Atlanta MISC Bhd 57929.00 1999

62 Eagle Augusta MISC Bhd 58156.00 1999

63 Hoe Hup No 7 Hoe Hup Seven Sdn Bhd 185.00 1999

64 Jasa Maju 1 Semua Shipping Sdn Bhd 3166.00 4998.00 1790.00 93.06 15.40 7.80 1999

65 Laju Jaya No 2 Meroni(buntulu) Sdn Bhd 258.00 1999


67 Sibu Glory Grolite Shipping Sdn Bhd 673.00 ‐ 380.00 54.37 11.58 3.65 1999

68 Bunga Kenanga MISC Bhd 40037.00 73096.00 20900.00 220.68 32.24 20.20 2000



71 Central Star 2 Mujur Suria Sdn Bhd 307.00 2000

72 Hoe Hup 18 Holiday Park Sdn Bhd 95.00 110.79 32.00 31.71 5.48 2.37 2000

73 Hoe Hup No 6 Hoe Hup Six Shipping Sdn Bhd

174.00

2000

74 Jasa Ketiga Semua Shipping Sdn Bhd 3321.00 4999.00 1858.00 95.01 15.60 7.80 2000

75 Penrider Progresif Cekap Sdn Bhd 740.00 ‐ 341.00 54.78 11.00 4.50 2000

76 Petro Foremost Shipet Maritime Sdn Bhd 7,678,00 12632.61 3852.00 118.91 21.50 11.00 2000

77 Petro Venture Shipet Maritime Sdn Bhd 4,974,00 2000

78 Sejati Mohamad Umar Bin Ahmat 626.00 ‐ 38.82 20.15 4.88 1.83 2000

79 Alam Bistari Bistari Shipping Sdn Bhd 28539.00 47172.00 12385.00 173.10 32.20 19.10 2001

80 Alam Budi Alam Budi Sdn Bhd 28539.00 47065.00 12385.00 173.10 32.20 19.10 2001

81 Cathay Tk1 Oriental Grandeur Marine Sdn Bhd

369.00

2001

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

82 Domino No3 Meroni(buntulu) Sdn Bhd 482.00 772.00 201.00 42.73 12.20 3.05 2001

83 Metro No 2 Metro Sedia Transport Sdn Bhd

497.00

2001

84 Sutra Dua Sutrajaya Shipping Sdn Bhd 4,521,00 2001

85 Tuba No 5 Marine Teamwork Sdn Bhd 140.00 2001

86 Wec 9 WEC Transport Service Sdn Bhd

927.00 ‐

573.00 68.12 11.00 5.00 2001

87 Danum Yayasan Sabah Dua Shipping Sdn Bhd

4792.00 7959.00 2430.00 103.06 18.20 8.95 2002

88 Eagle Tacoma MISC Bhd 58166.00 2002

89 Eagle Vermont MISC Bhd 161223.00 2002

90 Eagle Virginia MISC Bhd 161233.00 2002

91 Oriental Glory Glow Quest Sdn Bhd 1,824,00 2997.83 730.00 79.60 13.40 6.80 2002

92 Samudra Dua Prosperline Shipping Sdn Bhd

276.00 ‐

129.00 38.16 9.22 2.60 2002

93 Ajang Medina Ajang Shipping Sdn Bhd 487.00 ‐ 147.00 42.86 10.50 3.20 2003

94 Atlantic Ocean Special Pyramid Sdn Bhd 1992.00 2003

95 Bunga kasturi MISC Bhd 156967.00 299999.00 99493.00 317.69 60.00 29.70 2003

96 Eagle Tampa MISC Bhd 58166.00 2003

97 Eagle Toledo MISC Bhd 58166.00 2003

98 Eagle Trenton MISC Bhd 58166.00 2003

99 Eagle Tucson MISC Bhd 58166.00 2003

100 Jasa Maju 2 Semado Maritim Sdn Bhd 4999.00 2003

101 Kelisa BHL Marine(M) Sdn Bhd 294.00 301.00 90.00 37.70 7.50 3.60 2003

102 Lynn Lau Hue Kuok & Sons Sdn Bhd

204.00 ‐

112.00 39.29 7.34 2.76 2003

103 Senawang Azam Fowarding & Trading Sdn Bhd

3,120,00

2003

104 Sutra Empat Sutrajaya Shipping Sdn Bhd 4,599,00 2003

105 Tuah Sejagat Victory Supply Sdn Bhd 198.00 537.95 155.00 41.47 8.00 3.50 2003





110 Eagle Vienna MISC Bhd 161233.00 2004

111 Gagasan Melaka Gagasan Carriers Sdn Bhd 4464.00 7744.27 2450.00 99.00 18.20 8.80 2004

112 Hailam Satu Zengo Marine Sdn Bhd 166.00 2004

113 Maritime Kelly Anne

Wawasan Shipping Sdn Bhd

29211.00 44488.00 11658.00 173.40 32.20 18.70 2004

114 Maritime Tuntiga Wawasan Shipping Sdn Bhd

29211.00 44488.00 11658.00 173.40 32.20 18.70 2004

115 Mewah Sejati Victory Supply Sdn Bhd 480.00 1000.00 314.00 57.00 10.00 4.50 2004

116 MMM Ashton Malaysian Merchant Marine Bhd

2479.00

2004

117 Tuah Kuatan Victory Supply Sdn Bhd 195.00 2004

118 Bunga Kasturi Dua

MISC Bhd 157098.00 298100.00 99808.00 317.69 60.00 29.70 2005

119 Eagle Valencia MISC Bhd 160046.00 2005

120 Eagle Venice MISC Bhd 160046.00 306997.70 109299.00 318.40 58.00 28.55 2005

121 Maritime North Wawasan Shipping Sdn Bhd

29174.00

2005

122 Bunga Kasturi Tiga

MISC Bhd 157300.00 300325.00 99363.00 316.00 60.00 29.70 2006

123 Bunga Kasturi Empat

MISC Bhd 157300.00 300325.00 99363.00 317.69 60.00 29.70 2006

124 Sealink Pacific 330

Sealink Sdn Bhd 6,638,00 ‐

1991.00 96.62 34.00 7.31 2006

125 Sealink Pacific 389

Sealink Sdn Bhd 4,598,00

2006

1281377.00

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Selendang Mayang Mayang Navigation Sdn Bhd 18,507.00 28,260.00 165.92 26.02 14.20 1996

2 Cathay 12

United Orix Leasing Malaysia Berhad

259.00

1997

3 Eco Champion Ecochamp Shipping Sdn Bhd 12,859.00 1997

4 MMM Diana Ample Remark Sdn Bhd 76,515.00 1997

5 Nerano PNSL Berhad 15,847.00 1997

6 Selendang Intan Intan Navigation Sdn Bhd 28,097.00 47,290.00 181.10 31.00 16.60 1997

7 Selendang Kasa Kasa Navigation Sdn Bhd 18,507.00 28,260.00 165.92 26.00 14.00 1997

8 Selendang Nilam Nilam Navigation Sdn Bhd 28,097.00 1997

9 Selendang Ayu Ayu Navigation Sdn Bhd 39,755.00 1998

10 Seri Ibonda

Palmbase Maritime (M) Sdn Bhd

16,311.00 27,272.00 162.77 26.60 13.50 1998

11 Bunga Saga 9 MISC Bhd 38972.00 73127.00 218.70 32.25 19.00 1999

12 Alam Aman II Katella Sdn Bhd 27306.00 47301.00 182.11 31.00 16.70 2001

13 Eco Vigour Vigour Shipping Sdn Bhd 17,265.00 2001

14 Eco Vision Vision Shipping Sdn Bhd 17,264.00 2001

15 Handy Islander MISC Bhd 15,833.00 2002

16 Pacific Selesa MISC Bhd 16,041.00 2002

17 Sea Maestro MISC Bhd 15,888.00 2002

18 Sea Maiden MISC Bhd 15,888.00 2002

19 Gangga Negara MISC Bhd 15,880.00 2003

20 Handy Gunner MISC Bhd 16,041.00 2003

21 Handy Roseland MISC Bhd 16,041.00 2003

22 Marquisa MISC Bhd 16,041.00 2003

23 Pacific Mattsu MISC Bhd 16,041.00 2003

24 Alam Maju MBC Maju Sdn Bhd 27986.00 2004

25 Alam Mutiara MBC Mutiara Sdn Bhd 27986.00 2004

555,227.00

Table 9 : Bulk Carrier Registered in Malaysia (1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Bahagia Baru 96 Trillion Leader Sdn Bhd 68 1996

2 Ban Hock Soon Ling Heng Ang 31 1996

3 Bobo Chiong Wee Kiong 31 1996

4 Campur Campur Sunrise Entity Sdn Bhd 95 36.71 3.95 1.83 1996

5 Duta Pangkor 8 Pangkor‐Lumut Ekspres Feri Sdn Bhd

107 36.78 4.35 2.1 1996

6 Flying Eagle Ling Kong Mou 44 1996

7 Husqvarna Sarawak Hock Ghim Enterprise Sdn Bhd 76 1996

8 King Soon Balleh 96 Hu Moi Ngiok 55 1996

9 Layang Indah Sealink Sdn Bhd 95 24.12 5.94 2.84 1996

10 Pertama Speed Ling Kui Sunn 27 1996

11 Sing Ann Lai 2020 Tan Jiak Kean 59 1996

12 Srijaya Wong Lang Kiew 44 1996

13 Supersonic No 5 Law Yong Keng 59 1996

14 Tinjar No 3 Huong Tuong Siew 31 1996

15 Tuto Express No 10 Tuto Express Shipping Sdn Bhd 26 1996

16 Tuto No 12 Tuto Express Shipping Sdn Bhd 27 1996

17 Usahasama Syarikat Feri Usahasama Sdn Bhd 111.69 19.1 9.14 2.35 1996

18 Vision 2005 Miri River Travel Enterprise Sdn Bhd

19 1996

19 Vovo Express Chiong Chung Hong 31 1996

20 Wahwah Speed Swegim Enterprise Sdn Bhd 34 1996

21 Zon 1 Langkawi Ferry Services Sdn Bhd 178.27 53.17 21.96 8.4 2.5 1996

22 Zon 2 Langkawi Saga Travel & Tours Sdn Bhd

178.27 1996

23 Asean 97 Peter Lau Hieng Wung 35 1997

24 Bahagia 2020 Lim Kuok Chuong 60 33.94 3.23 1.74 1997

25 Bahagia No 1 Ekspres Bahagia Sdn Bhd 82 1997

26 Begawan Laju Lau Oi Phen 33 1997

27 Benuong Shorewell Shipping Sdn Bhd 198 20.4 9.8 2.45 1997

28 Beruit No 1 Kong Kim Sien 35 1997

29 Champur Baru Debon Enterprise Sdn Bhd 107 1997

30 Ekspres Bahagia II Ekspres Bahagia (Langkawi) Sdn Bhd

178 46.58 40.4 5.33 2.17 1997

31 Good Success 818 Thang Nam Hoi 56 1997

32 Hocksoon Wong Lang Kiew 43 1997

33 Hope King 168 Hock Ghim Enterprise Sdn Bhd 61 35.47 3.3 1.71 1997

34 Husqvarna Kita Swegim Enterprise Sdn Bhd 60 36.04 3.21 1.67 1997

35 Impian 2 Langkawi Ferry Services Sdn Bhd 118 28.25 5.5 3.2 1997

36 Impian 3 Langkawi Ferry Services Sdn Bhd 60 18.69 24.05 5.5 2.1 1997

37 Kawan Express No 1 Kawan Laut Sdn Bhd 315 41.7 6.1 1.9 1997

38 Lambaian 1 Langkawi Ferry Services Sdn Bhd 118 30.26 28.25 5.5 3.2 1997

39 Laris Rohana Binti Hujil 41 1997

40 Maju Balleh Ting Chuo Won 42 1997

41 Nurshah Zamboanga Penang Shipbuilding Corporation Sdn Bhd

78 34.5 3.68 2 1997

42 Pan Silver 1 Pan Silver Ferry Sdn Bhd 56 1997

43 Pertama Voyage Ong Bon Chong 42 1997

44 Pioneer 97 Kong Shaw Hock 57 1997

45 Public Express No 11 Law Yong Keng 30 1997

46 Punan Rajah Tukang Ak Pichang 33 1997

47 Rasa Sayang 1 Sanergy Marine Sdn Bhd 142 23.06 8.17 2.15 1997

48 Tinjar No 2 Mrhuong Tuong Kee 29 1997

49 Tung Kiong No 7 Tan Jiak Kean 28 1997

50 Wanlee No 1 Standrich Sdn Bhd 77 37.65 3.68 1.64 1997

Table 10: Passenger Ship Registered in Malaysia(1996‐2006)

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

51 Bobo 6 Chiong Wee Luk 33 1998

52 Bon Voyage Ling Siew Sung 28 26.09 3.41 1.24 1998

53 Concorde 98 Yong Hie Sieng 45 1998

54 Ekspres Bahagia 5 Ekspres Bahagia (Langkawi) Sdn Bhd

35 1998

55 Hubungan 1 Sun Power Ferry Sdn Bhd 82 21.7 4.8 1.9 1998

56 Kudat Express Wong Leong Kee & Son Sdn Bhd 116 34.5 4.12 1.6 1998

57 Lambaian 3 Langkawi Ferry Services Sdn Bhd 118 1998

58 Leisure World 1 Luxury Solution Sdn Bhd 4,077 1998



61 Penaga Penang Port Sdn Bhd 279 1998

62 Pertama Rejang Chua Chun Keong 35 1998

63 Pintas Samudra 2 Yong Choo Kui Shipyard Sdn Bhd 136 35.48 4.52 2.1 1998

64 Salbiah Dua Yiing Hee Ing @ Yung Hee Ing 33 1998

65 Seagull Express 3 Sea‐Gull Express & Accommodation Sdn Bhd

121 29.2 4.87 2.8 1998

66 Tomcat Eksklusif Anggun Sdn Bhd 41 13.56 5.7 1.85 1998

67 Tomcat 2 Eksklusif Anggun Sdn Bhd 48 4.75 15.3 5.7 1.85 1998

68 Yanmarline Express Yanmarline Express Sdn Bhd 73 36.15 3.63 1.9 1998

69 Angel Ekspress Rowvest Sdn Bhd 111 1999

70 Ekspres Bahagia III Ekspres Bahagia (Langkawi) Sdn Bhd

135 34.04 36.07 4.12 1.45 1999

71 Ekspres Bahagia 6 Fast Ferry Ventures Sdn Bhd 92 1999


97 1999

73 Feri Wawasan Belait Shipping Co Sdn Bhd 445 1999

74 Indomal Express 88 Damai Ferry Service Sdn Bhd 90.06 17.22 21.12 4.62 1.95 1999

75 Kenangan 1 Langkawi Ferry Services Sdn Bhd 81 1999

76 Kenangan 2 Langkawi Ferry Services Sdn Bhd 144 28 5.8 1.9 1999

77 Kenangan 3 Langkawi Ferry Services Sdn Bhd 156 24.4 29.7 6.25 1.65 1999

78 Pelican Eksklusif Anggun Sdn Bhd 41.39 1999

79 Weesam Express 5 Sunrise Energy Sdn Bhd 231 37.4 5.5 1.85 1999

80 Alaf Baru 1 Fast Ferry Ventures Sdn Bhd 118.71 21.27 5.3 1.4 2000

81 Alaf Baru 2 Langkawi Ferry Services Sdn Bhd 115 2000

82 Bo Bo No 2 Chiong Wee Yiing 33 2000


111 2000

84 Jupiter Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000

85 Labuan Express Lima Syarikat Lista Sdn Bhd 179 37.72 4.72 2.05 2000

86 Marine Star 3 Sun Power Ferry Sdn Bhd 82 28.71 3.66 1.6 2000

87 Mars Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

88 New Frontier Express No 2

Ling Heng Seek 87 32.97 3.66 1.34 2000

89 Pan Silver 5 Pan Silver Ferry Sdn Bhd 120 36.8 4.95 2.13 2000

90 Pluto Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000

91 Putai Jaya Ting Chuo Won 56 2000

92 Zuhairi Capital Surge Sdn Bhd 119.92 23.4 8.3 2.85 2000

93 Bahagia 2002 Lim Kuok Chuong 51 2001

94 Bo Bo No 5 Chiong Wee Yiing 33 2001

95 Cinta Baru Kong Kim Sien 36 2001


91 2001

97 Fortune Express 1 Jferry Services Sdn Bhd 99 33.37 4.12 2.13 2001

98 Fortune Express 2 Jferry Services Sdn Bhd 99 2001

99 Jaya Express Ting Chu Kee 30 2001

100 Kenangan 6 Langkawi Ferry Services Sdn Bhd 170 29.3 6.8 1.43 2001

101 Langkawi Coral 2 Langkawi Saga Travel & Tours Sdn Bhd

175 28.85 6.8 1.65 2001

102 Langkawi Coral 3 Langkawi Saga Travel & Tours Sdn Bhd

53.42 2001

103 New Frontiers No 3 Sunrise Entity Sdn Bhd 99 2001

104 Puteri Jentayu Salang Indah Resorts Sdn Bhd 74 2001

105 RS Express Yong Choo Kui 200 37.26 5 2.04 2001

106 Sejahtera Pertama Jetacorp Sdn Bhd 99 2001

107 Sofu Rasa Sayang Lee In Jee 51.09 2001

108 Soon Hua Hong Soon Hua Hong Enterprise Sdn Bhd

298 2001

109 Tawindo No 1 Osin Motor Sdn Bhd 94 2001

110 Yieng Hee No 1 Tiong Chiong Ming 29 2001

111 Yieng Hee No 2 Tiong Chiong Ming 26 2001

112 Yieng Lee No 1 Tiong Chiong Ming 29 2001

113 Coral Island 1 Ekspres Bahagia (Langkawi) Sdn Bhd

332 35.1 7.95 3 2002


43.82 2002

115 Excel Express 1 Ekspres Bahagia (Langkawi) Sdn Bhd

99 2002

116 Malaysia Express 1 Tunas Rupat Follow Me Express Sdn Bhd

194 32.5 7 3.5 2002

117 Mas Indera Kayangan Masindra Shipping (M) Sdn Bhd 1,065 2002

118 Mid‐East Express No 1 Mid‐East Transport Sdn Bhd 119 34.8 4.22 1.5 2002


120 Alaf Baru 3 Langkawi Ferry Services Sdn Bhd 123.25 2003

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(L) BREADTH

(B) DEPTH

(D)

YEAR OF REGISTRY

121 Alaf Baru 6 Langkawi Ferry Services Sdn Bhd 123.25 2003

122 Asian Vision Sri Jaya Shipping Sdn Bhd 42 2003

123 Bahagia 20 Bahagia 2020 Sdn Bhd 56 2003

124 Bahagia No 8 Ekspres Bahagia Sdn Bhd 132 2003

125 Duta Pangkor 1 Pangkor-Lumut Ekspres Feri Sdn Bhd 149 2003



128 Ekspres Nusa Satu Nusantara Ferry Services Sdn Bhd 106 2003

129 Excel Express 2 Ekspres Bahagia (Langkawi) Sdn Bhd 132 2003

130 Excel Express 3 Ekspres Bahagia (Langkawi) Sdn Bhd 132 2003

131 Kapit Boleh 168 Swegim Enterprise Sdn Bhd 52 2003

132 Labuan Express Enam Double Power Sdn Bhd 144 39 4.2 2.3 2003

133 Labuan Express Tujuh Hwong Lee (M) Sdn Bhd 158 35.8 4.42 1.86 2003

134 Labuan Express Lapan Hwong Lee (M) Sdn Bhd 99 2003

135 Mid-East Express No 2 Mid-East Transport Sdn Bhd 126 2003

136 Nasuha Capital Surge Sdn Bhd 119.92 23.4 8.3 2.85 2003


138 Pulau Payar Penang Port Sdn Bhd 16.47 2003

139 Pulau Pinang Penang Port Sdn Bhd 16.47 2003

140 Sarawak Boleh 168 Swegim Enterprise Sdn Bhd 87 32.94 3.91 1.85 2003



143 Weesam Express 6 Yong Choo Kui Shipyard Sdn Bhd 215 2003

144 Achilles 2 Yong Choo Kui Shipyard Sdn Bhd 63 2004

145 Bo Bo Satu Chiong Chung Heng 42 2004

146 Coral Island 3 Ekspres Bahagia (Langkawi) Sdn Bhd 133 36.74 4.28 1.5 2004


148 Khai Kiong Express Sim Meng Hiang 36 2004

149 Lady Yasmin Yasmin Marine Technology Sdn Bhd 21.94 2004

150 Pintas Samudera 8 Inmiss Shipping Sdn Bhd 92 2004

151 Sejahtera 2 Jetacorp Sdn Bhd 187 37.7 4.76 1.5 2004

152 Sejahtera 3 Jetacorp Sdn Bhd 161 2004

153 Wawasan Perdana Labuan Ferry Corporation Sdn Bhd 1,101 2004

154 Sri Labuan Lima Trans-Link Sdn Bhd 137 36.76 4.28 1.5 20706.94

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(L) BREADTH

(B) DEPTH (D)

YEAR OF REGISTRY

1 Balt Harmoni Balt Orient Lines Sdn Bhd 14,135.00 1996

2 Able Helmsman Tauladan Gigih 4,337.00 6,596.00 98.00 16.50 8.40 1997

3 Budi Aman Budi Sukma Aman Sdn Bhd 11,982.00 1997

4 Budi Teguh Budi Sukma Teguh Sdn Bhd 11,982.00 1997

5 Bunga Mas Lima MISC Bhd 8,957.00 8,775.00 121.26 22.70 10.80 1997

6 Bunga Mas Enam MISC Bhd 8,957.00 1997

7 Bunga Mas Tujuh MISC Bhd 8,957.00 1997

8 Bunga Mas Lapan MISC Bhd 8,957.00 1998

9 Bunga Mas 9 MISC Bhd 9,380.00 12,550.00 134.00 22.00 11.00 1998

10 Bunga mas 10 MISC Bhd 9,380.00 1998

11 Bougainvilla Chatlink Sdn Bhd 4,226.00 5,788.00 99.99 16.00 8.45 1999

Table 11: Container Ships Registered in Malaysia (1996‐ 2006)

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Feature Article 4

FEASIBILITY STUDY ON THE USAGE OF PALM OIL AS ALTERNATIVE NON

PETROLEUM‐BASED HYDRAULIC FLUID IN MARINE APPLICATION

AZRI HAMIM AB ADZIS*

Department of Advance Science & Advance Technology



ABSTRACT

Most hydraulic applications on land or sea utilize petroleum‐based hydraulic fluid as the working fluid. Fluid leakages are

quite common and in marine application fluid are easily leaked into sea water causing pollutions. An alternative hydraulic

fluid with similar properties as petroleum‐based fluids at lower cost is required to be used in marine applications to mini‐

mize impact on the environment. Water‐based or synthetic fluids such as water‐glycol, phosphate ether and synthetic

esters are expensive and have certain disadvantages compared with petroleum‐based fluid such as relatively low operat‐

ing temperature, viscosity changes with temperature fluctuation and corrosive against rubber seal. An alternative fluid

may inhibit some of the above weaknesses but can be acceptable if the cost is lower. The purpose of this case study is to

determine the suitability of palm oil mixture as hydraulic fluid with similar capabilities with petroleum based fluid. (Data

on palm oil properties are to be obtained from literature research and a comparison with petroleum based fluid will be

made). Suitability will be determined from the fluids’ suitability to maintain viscosity at very high pressure and varying

temperature and also its impact on the environment. Further research on palm oil characteristic in high pressure pumps

and hydraulic equipments compatibility is needed.

Keyword: Hydraulics fluid, palm oil, marine, alternative



1. INTRODUCTION

Hydraulics always leaks! It may sound like a

catchy commercial but most hydraulic users

will testify on the truthfulness of the state‐

ment. As the most common hydraulic fluid

base is mineral oil or petroleum based oil, any

leakage can be considered as a potential envi‐

ronmental disaster related to petroleum

products. These petroleum products and

other additive in the hydraulic fluids can harm

the marine life and wreck havoc to the eco‐

system. Experience from past incidents of

petroleum spills shows that irreparable harm

to the environment as seen in the Exxon Val‐

dez oil spill where thousands of marine ani‐

mals were killed [1]. While a disaster of such

magnitude may not be a suitable comparison

with leaks of hydraulics fluids, the fact re‐

mains that petroleum byproducts are harmful

to the environment.

The problems with petroleum based hydraulic

fluids are the non‐biodegradability of the fluid

and the harmful effect it has on the environ‐

ments. Any spills can kill of marine life or con‐

taminate the environments making the spillage

site to be inhabitable for a long period.

Additionally, the toxicity of most hydraulic

fluid additives and the occupational health

and safety issue, lead to an environmentally

safer alternative of petroleum based fluids in

environmental sensitive areas.

The New York State Department of Environ‐

mental Conservation, NYSDEC, legally required

the reporting of any petroleum products spill‐

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age and appropriate steps must be taken to con‐

tain the spillage from polluting soils or under‐

ground water sources. The seriousness of the

regulation can be demonstrated by a spill incident

at a site own by the Brookhaven National Labora‐

tory (BNL) in New York. A ruptured hydraulic hose

has resulted in the removal of 50 cubic yards of

contaminated soil and disposed as toxic material.

This incident has led BNL to adopt the usage of

environmentally safer hydraulic fluid based from

canola oil [2].

In order to make a hydraulic fluid to be safer for

the environment the hydraulic fluid must be read‐

ily biodegradable or in other word the fluid must

be able to be completely converted to carbon

dioxide and water quickly and naturally by diges‐

tion or consumption process by naturally occur‐

ring organism in water, oil and soil systems [2].

Any spillage can then be cleaned up normally

without the added cost of hazardous material

handlings.

To obtain the biodegradable features, previous

researches has lead to the application of synthetic

base fluid such as synthetic esters and polyglycols

(organophosphate and polyalphaolefin). These

synthetics base fluids were developed mainly for

high temperature and/or fire risk operations and

are able to biodegrade easily compared to petro‐

leum based fluids [3]. The synthetics based fluids

perform better compared to petroleum based

fluids in term of viscosity at low and high tem‐

peratures, volatility, pour point, wear protections

and oxidations [3]. However, synthetic esters are

expensive to produce and even for their superior

lubrication performance, the high costs limit its

usage. Polyglycols are less costly but can be quite

toxic to living organisms especially when mixed

with lubricating additives [3,4].

Thus, a cheaper non toxic alternative to be used is

vegetable oil as the base oil for hydraulic fluids.

Among vegetable oils which has been researched

and developed as hydraulic fluids are the canola oil,

rapeseed oil, soybean oil and palm oil.

Properties of Hydraulic Fluid

Primary purpose of hydraulic fluids is to maintain

lubrication and fluid characteristics while in use

within the system so as to maintain appropriate

pressure to operate hydraulic actuators (cylinders

and motors) assemblies in machineries on demand.

An ideal hydraulic fluid will have the following char‐

acteristics [3, 5,6]:

1. Constants viscosity at all temperature range

2. High anti‐wear characteristics

3. Thermal stability

4. Hydrolytic stability

5. Low chemical corrosiveness

6. Low cavitation tendencies

7. Long life

8. Fire resistance

9. Readily biodegradable

10. Low toxicity

11. Low cost

Viscosity

For hydraulic fluids, the temperature effect on

viscosity is very important. A good fluid can main‐

tain a minimum required viscosity at high operat‐

ing temperature yet does not become too viscous

at lower temperature. Too much viscosity may

result in difficulty for the fluid to transmit hydrau‐

lic power at low temperature especially at system

start.

Anti Wear

The ability of the fluid to coat moving metal parts

with a thin protective oil film. The oil film will re‐

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duce wear due to metal‐to‐metal contact thus

prolonging the life of the equipments. Most hy‐

draulic fluids have anti‐wear additive added to it

to obtain anti wear properties.

Most common anti wear additive for petroleum

based fluid is the zinc dithiophosphate (ZDP)

which is a highly toxic substance. As it is soluble in

water, its introduction to marine environment

can be hazardous.

Corrosion

A good hydraulic fluid has good hydrolytic stabil‐

ity i.e. able to prevent any water which may enter

the fluid from causing rust to metal. Usually, a

rust inhibitor is added to the fluid to obtain good

rust protection.

Oxidation

The presence of water and oxygen (air) in the

fluid may cause fluids to oxidize and further in‐

crease the chance of rust formation. Oxidize fluid

will also cause chemical corrosions due to in‐

crease in acidity.

Flammability

A high flash point (the maximum temperature

before ignition) is necessary for hydraulic fluid as

most fluid works at high temperatures. Petro‐

leum based fluid have a relatively high flash

point of around 150oC. For extreme environ‐

ments, a fire resistant fluid is required to prevent

accidental ignitions.

Effect of Mineral Based Fluid on Marine Environ‐

ment

Hydraulic fluids can enter the environment

from spills and leaks in machines and from leaky

storage tanks. When these fluids spilled on soil,

some of the ingredients in the hydraulic fluids

mixture may stay on the top, while others may

sink into the groundwater. In water, some in‐

gredients of hydraulic fluids will transfer to the

bottom and stay there. Marine organism that

live near spillage area may ingest some hydrau‐

lic fluid ingredients. Some organism may die

from the poisoning and some will have traces of

the hydraulic fluid in their system causing defor‐

mations or poisoning the upper food chains.

Eventually, the hydraulic fluids will degrade in

the environment, but complete degradation

may take more than a year and continue to af‐

fect living organism during the degradation

process [7]. Prolong contact with human can

increase cancer risk especially on skin [8]. The

International Convention for the Prevention of

Pollution From Ships, 1973 (MARPOL 73/78)

forbid the discharge of oily waste to the sea

which cover all petroleum products in any

forms [9].

Vegetable‐based Fluid

In order to be accepted as a fluid of choice for

hydraulic application, vegetable based fluid must

have similar characteristics as the commonly

used petroleum based hydraulic fluid. As men‐

tioned earlier, the purpose of the hydraulic fluids

is to maintain appropriate pressure to operate

actuators and at the same time lubricate and

protect moving mechanical parts from wear and

corrosion. To maintain the pressure, the fluids

are constantly pumped thus creating a built up

of heat, subjecting the fluid to temperature

variations and also constant mechanical stresses

[4].

Vegetable oil provides better anti‐wear perform‐

ance and generally exhibit lower friction coeffi‐

cient and are easily biodegradable. These prop‐

erties are due to the composition of the oils

which contain unsaturated hydrocarbons and

naturally occurring esters. The problems are that

there are prone to oxidize rapidly, changes in

viscosity at the lower and upper temperature

range and low water resistance. Vegetable es‐

ters oils based on polyunsaturated fatty acid

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tends to oxidize rapidly, even at a moderately

increased operating temperature. As the tem‐

perature increases, the oils thicken due to its

tendency to enter into viscosity‐increasing reac‐

tions in the presence of atmospheric oxygen.

Similar reaction occurs when the temperature

drops as the oil will begin to solidify. Rapeseed

oil, corn oil, and sunflower oil have a solidifica‐

tion point of ‐16oC, ‐20oC and ‐17oC respectively

[4, 7, 10]. Palm oil is even worst, solidifying at a

relatively high temperature of 34.1oC [11]. Even

as the temperatures drop and approaching the

solidification temperatures, the oils will experi‐

enced a marked increase in viscosity and may

cause problem in cold weather [8]. These prob‐

lems however can be easily fixed by mixing the

vegetable oil with synthetic esters and/or by

adding additives to improve its anti oxidant and

pour point properties [7]. While the cost of syn‐

thetic ester is very high, by mixing it with vegeta‐

ble oil base will bring the total cost of the base

oil down compared to a fully synthetic solution.

New antioxidants that are suitable for vegetable

oil yet harmless to the environment are also

needed as current antioxidants are designed for

mineral oils and some are quite toxic.

Oxidative stability is dependant on the predomi‐

nant fatty acids present in the vegetable oil. Oils

containing mostly saturated fatty acids will have

good oxidative stability compared to a vegetable

oil containing oleic acid or other monounsatu‐

rated fatty acids. Oils that contain mostly poly‐

unsaturated fatty acids exhibit poor oxidative

stability [8]. In other words, the oxidative stabil‐

ity is inversely proportional to the degree of un‐

saturation. The three most cultivated vegetable

oils, the palm oil, soybean oil, and the rapeseed

oil consist mainly of monounsaturated and poly‐

unsaturated fatty acids. These lead to a general

consensus of vegetable oils poor oxidative stabil‐

ity compared with petroleum based oil and also

the fully saturated synthetics such as synthetic

esters, organophosphate and polyalphaolefin

(PAOs) [8]. So as to provide for comparable per‐

formance, vegetable oils formulations generally

require higher doses of antioxidants [6]. Due to

the oxidative instability of these major vegetable

oils, vegetable oils with high saturated acids is to

be used due to the high solidification points.

On the positive side, vegetable oils offer excel‐

lent lubricity and have a high intrinsic viscosity

and extreme‐pressure properties. Well‐

formulated vegetable oil‐based hydraulic fluids

can pass the demanding Vickers 35VQ25 or Deni‐

son T5D‐42 vane pump wear tests. Vegetable oil

can perform satisfactorily for years under mild

climate and operating conditions, provided the

oil are kept free of water contamination [10].

Klein et al suggested that vegetable oil used as

hydraulic fluid base oil can exhibit better low‐

temperature stability without the need for the

addition of pour point depressant or synthetic

esters by adding ethylene oxide and/or propyl‐

ene oxide into the base oil. Among the base oil

tested for this process are the coconut oil, palm

oil, palm kernel oil, peanut oil, cotton oil, soy‐

bean oil, sunflower oil and rapeseed oil. The

resultant mixture produced ethoxylated and/or

propoxylated base oil has been proven to have

better pour point characteristic. This develop‐

ment can result in inexpensive base oil for hy‐

draulic fluid as fewer additives are needed to

make the fluid suitable for hydraulics applica‐

tions [7].

Aside from chemical processes to increase the sta‐

bility of the vegetable oils, there is an alternative

method where genetic modifications is employ on

oil producing crops. Recent advances in genetic

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engineering and hybrid breeding technology

have made it possible to alter the physical prop‐

erties of vegetable oils by changing their fatty

acid profiles. This has allowed an improvement

of the oxidation stability by increasing the oleic

content of the oil. The resulting high oleic base

stock oils with additional antioxidants have

been shown to be as good as or better than

petroleum oils in oxidation stability trials [10].

Examples of the usage of vegetable oil based

hydraulic fluids are the Sawfish logging robot

deployed by the Triton Logging, a Canadian

company, in Lois Lake, British Columbia. The

underwater robot harvested submerged trees

using a hydraulic grappling pincer and electric

chain saw. The hydraulic grappler is powered

with vegetable oil instead of petroleum based

or synthetic based hydraulic fluids. The com‐

pany aim is to harvest the dead but well pre‐

served submerged forest thus eliminating the

need to cut down living trees onshore and at

the same time did not pollute the aquatic envi‐

ronment of the lake [12].

Feasibility of Palm‐Oil Based Fluid

Many research and developments of hydraulic

fluids made from vegetable oils has been done in

Europe and the United States focusing on rape‐

seed, soybean and canola oils by various inde‐

pendence and government sponsored laborato‐

ries such as the New York’s Brookhaven National

Laboratory, Albuquerque’s Sandia National Labo‐

ratory and the University of Iowa as early as

1991 [2,6]. These researches and the subsequent

commercial products show that rapeseed and

soybeans oils are suitable for hydraulic fluids

base oils and with its additives, able to perform

almost equally with petroleum based and syn‐

thetic fluids. However, these oils are sources and

processes in Europe or the United States and to

utilize these environmentally friendly oils in the

South East Asia region will be costly in term of

imports and transportation. Further with the

region own petroleum reserves especially in Ma‐

laysia, it is more economic to continue using pe‐

troleum based hydraulic fluids rather than im‐

porting the bio fluids from overseas.

As one of the world top vegetable oil, palm oil

can be a possible choice for further development

as a base oil for hydraulic fluids especially since

palm oil can be found in abundance in Malaysia.

Palm oil contains over 40% oleic acid and around

35% palmitic acid. Almost 60% of fatty acids of

the oil are unsaturated while stearic, palmitic

and myristic are saturated [13]. The suitability of

palm oil as hydraulic fluid base oil is compared

with other vegetable oil through the melting

point and iodine values as shown in table 1 be‐

low.

Table 1: Common vegetable oil melting

points and iodine values [11]

The iodine value is a measure of unsaturation of

vegetable oil. The saturated property of the oil

imparts a strong resistance to oxidative rancid‐

ity. Thus the thermal and oxidative of the oil can

be improved if the oil has lower iodine value. A

high iodine value indicates that the oil needs to

be mix with ethylene oxide and/or propylene

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oxide or other anti‐oxidant additives [8]. The

melting point indicates at which temperature

the oil will start to solidify thus making it useless

as hydraulic fluid base oil. A high melting point

will require the oil to be treated with more addi‐

tives to reduce its melting point to practical val‐

ues. Table 1 showed that the palm kernel oil and

palm oil have relatively low iodine values com‐

pared to other vegetable oils. This indicates that

palm kernel oil and palm oil have better anti‐

oxidant properties compared to rapeseed oil and

soybean oil hence require less anti‐oxidant addi‐

tive. The downside is that the melting points are

relatively high at 24oC for the kernel oil and 35oC

for the palm oil. More additives are required to

bring down the melting points of palm oils to be

comparable with rapeseed oil and soybean oil.

Researchers from Universiti Malaysia Tereng‐

ganu have experimented crude palm oil mixed

with Irgalube 343 additive for a hydraulic test rig

using the mixed fluid to actuate hydraulics linear

and rotary cylinders. It is reported that after

more than 100 hours of continuous testing, the

fluid mixture demonstrate an increased of vis‐

cosity. Obviously, further experiments with

other types of additives are necessary to obtain

palm oil mixture which is capable to sustain its

viscosity after hours of usage [13].

Another palm oil based hydraulic fluid research

was done by the Malaysian Palm Oil Board

(MPOB) under the Ministry of Plantation Indus‐

tries and Commodities. The result was a success‐

ful production of a hydraulic fluid with viscosity

grade ISO 46 with good viscosity index and mod‐

erately low pour point. The properties of the

palm based hydraulic fluid developed by MPOB

compared with typical petroleum based fluid are

given in table 2 [14] .

Table 2: Properties of the MPOB Palm Based Hydraulic Fluid,

Hy‐Gard Petroleum Based Fluid and AMSOIL Synthetics [14]

Based from the researches of MPOB, palm oil

based hydraulic fluid is reported feasible espe‐

cially for use in temperate climate i.e. in tropical

countries. Comparing palm oil based hydraulic

fluid with petroleum based hydraulic fluid and

AMSOIL synthetic esters hydraulic fluid for com‐

mon hydraulic applications, palm based fluid

have similar properties except for its low pour

point.

Conclusion

The feasibility of using vegetable oil based hy‐

draulic fluids has already been proven with the

development and commercial availability of

rapeseed oil and soybean oil based hydraulic

fluids in Europe and the United State. Comparing

the properties of raw, unprocessed palm oil with

other major vegetable oil indicates the possibil‐

ity of utilizing palm oil as base oil for hydraulics

fluid for temperate climate due to the high melt‐

ing point and pour point of palm oil compared

with other vegetable oils (rapeseed, canola, soy‐

beans etc). Several researches has been done by

Malaysian researchers on the palm based hy‐

draulic fluid and its suitable additive.

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The technology to produce hydraulic fluid from

palm oil is already available. What is needed is

the capability to manufacture the fluid in size‐

able quantities at an acceptable cost to pro‐

mote usage especially in the maritime field. Fur‐

ther step to be taken is the will of the Malaysian

government to regulate the usage of environ‐

mentally unsafe hydraulic fluids in Malaysian

waters. Legislation has played a major role in

Europe in promoting vegetable oil based fluid in

high risk area. Germany for example mandated

the use of environmentally friendly fluid in its

waterways by prohibiting the use of petroleum

based fluid on its inland waters. The legislation

resulted in Germany having 45% market share

of vegetable based fluids and lubricants in

Europe mainly produced from rapeseed oil [10].

If similar legislation can be applied in Malaysia,

more interest can be expected in producing

palm based hydraulic fluids for use in Malaysian

waters.

References:

1. Skinner, Samuel K; Reilly, William K. (May 1989) (PDF).

The Exxon Valdez Oil Spill. National Response Team. (online)

http://www.akrrt.org/Archives/Response_Reports/

ExxonValdez_NRT_1989.pdf (Accessed March 9, 2008).

2. Brookhaven National Laboratory. “Biobased Hydraulic

Fluid Use at Brookhaven National Laboratory.” (online)

http://www.bnl.gov/esd/pollutionpreve/docs/P2%

20Award%20Nominations/Biobased%20Hydraulics.pdf

(Accessed March 9, 2008)

3. Honary, Lou A. T. “Soybean Based Hydraulic Fluid.”

United States Patent Number 5,972,855. 26 Oct 1999

4. Isbell, A. T. “Agricultural Research Series: Biodegradable

Plant‐Based Hydraulic Fluid.” USDA News and Event. Nov 1998.

http://www.ars.usda.gov/is/AR/archive/nov98/oil1198.htm

United State Department of Agriculture (1998)

5. Johnson, Glenn. Ed. “Environmentally Safe Hydraulic Oils

Part 1 & 2. Articles posted on Feb 20, 2008. http://

www.processonline.com.au/articles/749‐Environmentally‐safe‐

hydraulic‐oils‐Part‐1

6. Rose, B and Rivera P. “Replacement of Petroleum Based

Hydraulic Fluids with a Soybean Based Alternative.” United

State Department of Energy. http://www.er.doe.gov/epic/docs/

soypaper.htm

7. Klein et al. “Triglyceride‐Based Base Oil for Hydraulic Oils.”

United States Patent Number 5,618,779. 8 April 1997

8. Rudnick, R.L. “Synthetics, Mineral Oil, and Bio‐Based Lubri‐

cants: Chemistry and Technology.” CRC Press. 2005

9. IMO (1997). “MARPOL 73/78, Consolidated Edition 1997.”

London. International Maritime Organization.

10. Nelson, J. “Harvesting Lubricants.” The Carbohydrate Econ‐

omy. Vol 3, Issue No. 1. Fall 2000

11. Calais, P. and Clark, A.R. “Waste Vegetable Oil as Diesel

Replacement Fuel.” (2004) Murdoch University and Western

Australia Renweable Fuels Association, Western Australia

12. Tenenbaum, J.D. “Underwater Logging: Submarines Redis‐

covers Lost Woods.” Environmental Health Perspectives. Vol‐

ume 112, Number 15. November 2004.

13. Wan Nik, W.B, Ani F.N., and Masjuki, H.H. “Rheology of

Environmental Friendly Hydraulic Fluid: Effect of Aging Period,

Temperature and Shear.” Proceedings of the 1st International

Conference on Natural Resources Engineering & Technology

2006 24‐25th July 2006, Putrajaya, Malaysia.

14. Yeong, S.K; Ooi, TL and Salmiah A. “Palm‐Based Hydraulic

Fluid.” MPOB TT No. 281. MPOB Information Series, June 2005

http://www.bnl.gov/esd/pollutionpreve/docs/P2%20Award%20Nominations/Biobased%20Hydraulics.pdf




http://www.ars.usda.gov/is/AR/archive/nov98/oil1198.htm

http://www.processonline.com.au/articles/749-Environmentally-safe-hydraulic-oils-Part-1









http://www.er.doe.gov/epic/docs/soypaper.htm




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Feature Article 5

JOINING OF DISSIMILAR MATERIALS BY DIFFUSION BONDING/ DIFFUSION

WELDING FOR SHIP APPLICATION

FAUZUDDIN AYOB*

Department of Marine Design Technology


Received: 20 September 2010; Revised: 27 October 2010 ; Accepted: 28 October 2010

ABSTRACT

The diffusion bonding process is normally used to fabricate parts that require high quality and strong welds, involving

intricate parts that are costly or impossible to manufacture by conventional means or when the materials used are not

suitable in a conventional fabrication process. This specialized welding process has found considerable acceptance in the

manufacturing of aerospace, nuclear and electronics components.

Explosion bonding/ welding is being applied in the mass production of ‘triclad’ of aluminum and steel joining which used

as transition joints for ship of steel hull and aluminum superstructure and other ship applications. Some disadvantages of

this process are it requires high energy explosive materials to be used and have to be conducted remotely as it produces

incredible noise. Diffusion bonding shall be explored as the alternative process to the production of these transition

joints.

Keywords: Diffusion, bonding, welding, explosion bonding



DEFINITION AND PRINCIPLE OF DIFFUSION

BONDING

Referring to the “AWS Master Chart of Weld‐

ing Processes” of American Welding Society, a

relationship between diffusion bonding/ diffu‐

sion welding with other solid state welding

processes as well as other available welding

processes was derived as in Fig. 1

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Diffusion bonding is a joining process between

materials wherein the principal mechanism for

joint formation is solid state diffusion. Coales‐

cence of the faying surface is accomplished

through the application of pressure at evevated

temperature. No melting and only limited macro‐

scopic deformation or relative motion of the parts

occurs during bonding. Microscopic deformation

followed by recrystallization occurs. Near the

bond zone, self diffusion in the same materials

and inter diffusion between the materials takes

place simultaneously. New crystalline forms of the

original elements and inter‐metallic compounds

may grow during the process (Paulonis, “Diffusion

Welding and Brazing”).

Other terms which are sometimes used synony‐

mously with diffusion bonding include diffusion

welding, solid state bonding, pressure bonding,

isostatic bonding , and hot press bonding.

A three‐stage mechanistic model, as de‐

scribed by Paulonis (“Advanced Diffusion Weld‐

ing Process”), shows the weld formation by diffu‐

sion bonding. See Fig. 2

OBJECTIVE

To describe the concept of diffusion bonding/

welding on the joining of dissimilar materials

such as aluminum alloy and steel of various car‐

bon contents for ship applications.

OUTCOMES

The expected outcomes of this brief paper are:

The influences of the bonding process parame‐

ters such as bonding pressure, temperatures,

holding time (duration of pressure), vacuuming

and the effect of the post‐bond heat treatment

on the mechanical and metallographic proper‐

ties of aluminum and steel joining would be

able to be analyzed, discussed and established.

The effect of various carbon contents in steel and

aluminum alloys on the joints properties will also

be able to be analyzed, discussed and established.

Optimum conditions and parameters of diffusion

bonding that would result in ultimate strength and

quality characteristics of diffusion bonded steel to

aluminum alloy are able to be determined.

The above expected outcomes would make possi‐

ble for the industrial production of aluminum and

steel joining by diffusion bonding for ship applica‐

tions

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METHODOLOGY

Description of Apparatus

To achieve the desired outcomes, various

apparatus are required, namely for diffusion

bonding and post‐bond heat treatment.

Apparatus for Diffusion Bonding

The apparatus for diffusion bonding is de‐

signed to provide compressive loading (pressing)

and heating in a vacuum at the interface of a

specimen to be joined. The configuration of the

working part of the apparatus is shown at Fig. 3.

Apparatus for Post‐Bond Heat Treatment

This apparatus is designed to carry out post‐

bond heat treatment for further diffusion

processes to takes place in the diffusion cou‐

ples obtained by diffusion bonding. A sche‐

matic drawing of the annealing furnace, vac‐

uum chamber, specimen and its mounting is

shown in Fig. 5.

Materials and Specimen Preparation for Diffu‐

sion Bonding.

Materials used in this study as parent metals

are commercial grade aluminum and steel with

various carbon contents. These materials are

cut in a lathe to cylindrical specimen of sizes;

12 mm diameter by 10 mm length, and 14 mm

diameter by 20 mm length for metallographic

observation and tensile test specimens respec‐

tively. This specimen and their assembly are

shown in Fig. 6 and Fig.7 respectively. 4.3

Bonding Procedure

The specimens are positioned in the apparatus

as shown in Fig. 3. The temperature used for the

metallographic specimens is 600°C and for tensile

specimen are 500°C, 550°C and 600°C. The bonding

of these specimens is conducted under a dynamic

vacuum pressure of the order of 10‐2 Torr for 30

minute with bonding pressure of 0.5 kgf/mm.

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Heat Treatment Procedure

Specimens for metallographic observations,

after diffusional bonded, are sectioned axially

into two halves and each half is mounted in the

apparatus for post‐bond heat treatment, as

shown in Fig 5.

Metallographic Preparation and Examinations

After diffusion heat treatment, the speci‐

mens are prepared for metallography. Photo‐

graphs of the prepared metallographic speci‐

mens, in the vicinity of diffusion zones, along

the bonding interface are then taken by optical

microscope.

From the microphoto‐

graphs the microstructures

of the diffusion zone are

examined and the diffusion

layer thickness measured

directly. Electron probe

analysis (EPMA) is also per‐

formed on some of these

specimens to determine

composition.

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Preparation and procedure for Mechanical

Properties Testing

Tensile test are carried out at a crosshead

speed of 1.0 mm/min at room temperature. The

ultimate strength and location of fracture are

determined. The fractured surfaces are analyzed

by X‐ray diffractometer using Cu‐k radiation.

Fractured surfaces are observed by Scanning

Electron Microscope (SEM) and fractographs ex‐

amined. SEM photographs of these interface

fractured specimens are also taken.

The metallographic specimens are also used

for hardness testing. In this test, the microhard‐

ness tester of the Vickers hardness testing ma‐

chine is employed with loads of 5 and 10 grams.

The hardness is measured across the bonding

interface.

BENEFITS OF DIFFUSION BONDING/ WELDING

The diffusion bonding process is normally used

to fabricate parts, when highly‐quality and high‐

strength welds are required, where part shapes

are intricate and would be costly or impossible

to manufacture by conventional means or when

the materials used possess unique properties

that interfere with, or area difficult to maintain

during conventional fabrication processing. This

specialized welding process has found consider‐

able acceptance in the manufacturing of aero‐

space, nuclear and electronics components.

Further research of this concept would be

beneficial at University level as it will focus on

the development and validation of new joining

techniques specifically for the dissimilar materi‐

als such as between steel and aluminum alloy.

The potential success of a possible research will

contribute enormously to the development of a

new welding technology and scientific knowl‐

edge to the university and as an alternative fab‐

rication and production methods in the marine

and other related industries. Joining of alumin‐

ium superstructure to steel deck and aluminium

decks (or even bulkheads) to steel hulls and

other ship’s components fabrication, fitting and

mounting are examples of possibility of utilizing

diffusion bonding technique in marine construc‐

tion.

CONCLUSION AND RECOMMENDATION

Realizing the important and benefits of the diffu‐

sion bonding/ welding as mentioned above, it is

recommended that further research to be con‐

ducted at UniKL MIMET that would benefit the aca‐

demic fraternity in particular and the related indus‐

tries in general.

REFERENCES

1.AWS. 1938. “The AWS Master Chart of Welding Process”.

AWS Welding Handbook American Welding Society, Miami,

Florida

2.D.F. Paulonis, “Diffusion Welding and Brazing”, Pratt and

Whitney Aircraft Group, United Technologies, USA.

3. D.F. Paulonis, “Advanced Diffusion Welding Process”, Pratt

and Whitney Aircraft Group, United Technologies, USA.

4.Tadashi Momono, 1990. “Diffusion Bonding of Cast Iron to

Steel under Atmospheric Pressure”, Casting Science and Tech‐

nology, The Japan Foundrymen Society, Japan.

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Feature Article 6

DEVELOPMENT OF LEGAL FRAMEWORK GOVERNING THE CARRIAGE OF LIQUIFIED

NATURAL GAS (LNG) WITHIN COASTAL WATER FROM CARRIER ASPECT

(OPERATIONAL PROCEDURE)

ASMAWI BIN ABDUL MALIK*

Department of Marine Construction & Maintenance Technology


Received: 12 July 2010; Revised: 2 August 2010 ; Accepted: 18 August 2010

ABSTRACT

The inevitable LNG evolution into coastal waters had reflected the lack and absence of clear guidelines on legal frame‐

work for governing the carriage of liquefied natural gas (LNG) within coastal water. IMO (Agenda item 21, MSC 83/

INF.3/2007) does not pay much attention to sustainable coastal water transport development due to the novelty of such

industry and the traditional procedures of UN developmental bodies, that normally needs sufficient time to consider new

and emerging phenomenon in their agenda of work. Thus it is a major source of inefficiency and unsafe operation of the

LNG carriage along the coast line. To date, there is no extension for LNG carriage within coastal waters on every estab‐

lished rules and regulation. The main purpose of this study is to develop a legal framework model for the LNG transporta‐

tion and carriage by using the IDEF0 structured modeling technique. The modeling process is divided into three phases,

(i) the information gathering, (ii) the model development and (ii) the experts’ evaluation and validation. In the first phase,

information on existing current legal practices were obtained through the literature study from applicable rules, regula‐

tions, conventions, procedures, policies, research papers and accident cases. In the second phase, a process model was

drafted through an iterative process using the IDEF0 and the questionnaire is developed. From the questionnaire pilot

test, each question blocks has shown an acceptable Cronbach’s Alpha value which is above 0.70. In the third phase, the

preliminary of legal framework model is tested through forty five (45) potential respondents from various fields in legal

practices and thirty eight (38) responded. A promising result was obtained where data exhibit normal distribution trend,

even though every group has their own stand on the legal framework. The ANOVA output has generated P‐values of

0.000. If P is less than or equal to the a‐level, one or more mean value are significantly different. Through data correla‐

tion test, the correlated element blocks show a range of 0.0 to 0.4. A legal framework model for the LNG carriage within

coastal water was constructed in the stand alone mode covering each aspect.

Keywords: Legal framework model, LNG carriage, structured modelling technique definition, Cronbach’s Alpha, ANOVA and Correlation.



INTRODUCTION

In tandem with the increasing Liquefied Natu‐

ral Gas (LNG) production in the emerging mar‐

ket, the LNG is depleting fast and will be re‐

quired on a major scale to feed the world’s

biggest gas market. Therefore, attention is

needed to focus largely on the safety and secu‐

rity of LNG transported by marine transporta‐

tion at commercial facilities near populated

areas. As the nation’s LNG facility become de‐

veloped, there is no special framework for the

LNG coastal transportation. In response to the

overall safety and security environment re‐

quirement, it is wise to seek a coastal water

legal framework covering a broader under‐

standing of hazardous chemical marine ship‐

ments and efforts to secure them. Recognizing

these fatal factors is important in promoting

for a legal framework for LNG transportation in

coastal water.

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Objective of the Research

The research on development of legal frame‐

work governing the carriage of LNG within

coastal water is expected to derive:

relevant element(s) for a legal framework

on the carriage of LNG within coastal water

3.0 Research Statement

In order to create relevant legal framework ele‐

ment (s), several situations identified are to in‐

fluence factors for safe transportation. The

situations are as follows:

Liberalization of importers power and gas

market.

Number of receiving or discharging

Geographical topography that reduces the

ability of LNG transportation.

The high cost of pipeline network and de‐

gasification area development and invest‐

ment.

As people keep pace with the development,

energy plans faces high resistance of NIMBY

and BANANA which stand for Not In My

Backyard (NIMBY) and Build Absolutely

Nothing Anywhere Near Anything

(BANANA), are being highlighted from the

end user perspective where people per‐

ceive the LNG storage as a time bomb.

Imbalance in demand and supply of the LNG.

Methodology

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Background and Problem Statement

The paper (Industries Energy, Utilities & Mining,

2007) has highlighted as the following:

The situation has indirectly rerouted the

existing LNG system into a new market regime

especially on its facilities from onshore to the

coastal trend. It has induced the market player

to get into this particular regime as it requires

no land requisition. Thus a real ‘new world gas

market’ began to emerge. However a ‘world gas

market’ should not be confused with the much

more flexible world oil market (Jensen, 2004).

The Industries Energy, Utilities & Mining (2007)

also highlighted on the regulatory aspects fol‐

lows:

Although several frameworks have

been developed by the LNG players such as Ball

et al, (2006), who proposed a legal framework

for the Taiwanese government it is specifically

for procurement activities in Taiwan. As in Not‐

teboom et al (2004), the only focused area in

Snøhvit project Norway is on LNG port manage‐

ment. There is no formal framework to govern

the carriage of this particular dangerous goods

carriage. Hence, a special attention on the de‐

velopment of the Legal Framework on the

Coastal Water for LNG transportation and appli‐

cation is required.

The immediate sign of market demand is

the clear indication that LNG transportation will

centre on the downstream activities as compared to

the upstream. Product distribution which cover the

following aspects:

Overcoming problems associated with the trans‐

portation of LNG by land.

Towards cost effective LNG transportation in

downstream market activities.

Provision of a healthy, safe and secure environ‐

ment of LNG transportation /carriage within

coastal water.

Morimoto (2006) estimated the world LNG

consumption exponentially rises from 139 m/tons

to 286 m/tons in his JGC Fiscal Interim Result. The

above prediction is supported by Nilsen (2007),

research on LNG Trade Volume, where momen‐

tous growth of short‐term trade from 1998 to

2006 as shown in Figure 2.1. Thus, existing facili‐

ties need to be tripled by 2020 by all means and

sizes as in Figure 2.2.

“Many companies are struggling to optimize their LNG portfolio of assets and contracts in a way that maximizes value. Opportunities

for ‘arbitrage’ profits require ever more clever valuation and modeling. The compa-nies that identify, assess and manage the

increasingly complex interdependencies and uncertainties in the evolving LNG market will be the ones who take the profits. LNG relies on two vital ingredients – infrastructure and

gas”

“Taking account of regulatory risk “LNG op-erations are spreading to many new loca-

tions. The maturity and format of regulatory frameworks vary considerably. The economic viability of an LNG chain can be influenced significantly by national or regional regula-tion, particularly on regasification facilities.”

“Many companies are struggling to optimize their LNG portfolio of assets and contracts in a way that maximizes value. Opportunities

for ‘arbitrage’ profits require ever more clever valuation and modeling. The compa-nies that identify, assess and manage the

increasingly complex interdependencies and uncertainties in the evolving LNG market will be the ones who take the profits. LNG relies on two vital ingredients – infrastructure and

gas”

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Figure 2.1: LNG Trade Volume 1998, 2002 & 2006

(Nilsen, 2007)

Figure 2.2: Outlook for World LNG Demand (Morimoto 2006)

The future LNG export terminals will be

larger as to cater the needs and supply, based

in remote locations with no infrastructure and

subjected to extreme weather conditions.

Therefore, conventional construction ap‐

proaches will no longer be cost and time effec‐

tive. The direction for future development has

been reinforced by the few inventions of sub‐

players of the Oil & Gas Company such as the

following and in Figure 2.3.

Proposed development of smaller scale re‐

gasification terminals.

Proposed development of Liquefaction hubs.

Alternative source and uses of LNG.

Gas storage for peak sharing.

Proposed development of Shipboard regasi‐

fication.

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Figure 2.3 Illustration of Future Expansion in Coastal Water (Kaalstad, 2006).

Traditionally, the regulation of maritime

transport operations by seafaring countries has

been motivated by the desire to establish and

maintain:

Standards as regards maritime safety and

the protection of the marine environment;

Participation of national fleets in the trans‐

port of its trade (although by and large in the

OECD there exists unrestricted market ac‐

cess);

Commercial regulations aimed at facilitat‐

ing the orderly conduct of business; and

The ability of sea carriers to operate tradi‐

tional co‐operative liner services despite

the presence of laws in many countries

aimed at preventing anti‐competitive be‐

haviors.

As mentioned by Luketa, A. et al (2008); such,

the risk mitigation and risk management ap‐

proaches suggested in the 2004 report are still

appropriate for use with the larger capacity

ships. Proactive risk management approaches

can reduce both the potential and the hazards

of such events. The approaches could include:

Improvements in ship and termi‐

nal safety/security systems,

Modifications to improve effec‐

tiveness of LNG tanker escorts, vessel

movement control zones, and safety

operations near ports and terminals,

Improved surveillance and

searches, and

Improved emergency response

coordination and communications

with first responders and public

safety officials.

In this particular project research, the quanti‐

tative survey technique is being applied. The

result from the quantitative input, will be

tested through descriptive statistic and the

interference statistic. The descriptive statistic

will interrogate the sample characteristic and

the interference will drill into sample popula‐

tion.

Results on Carrier Aspect – Operational Proce‐

dure

Table 3.1 shows the analysis on the sur‐

vey data obtained from the block of question‐

naires aimed at confirming ‘Operational Proce‐

dure’ as an element of the legal framework. The

table shows an overall mean of 4.0683 and an

overall standard deviation of 0.3869. Question

1, 2, 8, 9 and 10 return with individual means

above 4.0. Question 10 “LNG ships handling

procedures while in harbour and restricted ba‐

sin are more stringent” scores the highest mean

4.526 with standard deviation of 0.647. The rest

of the questions (question 3, 4, 5, & 7) return

with individual means lower than 4.0. Question

6 “Coastal LNG ships require more crew than

deep sea LNG ships” returns with the lowest

mean of 3.368 and with standard deviation of

1.207.

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Table 3.1: Carrier Aspect – Operational Procedure

Figure 3.1: B1 Graphical Summary

Figure 3.1 shows the graphic plot of the

analysis on this block of data. It shows p‐value is

0.378. As the level of significance is above 0.05,

the data is in normal distribution. The variance is

0.1497. The skewness is ‐0.499290 indicating

that the distribution is left‐skewed. The confi‐

dence intervals at 95% confident level are:

µ (mean) is between 3.7915 and 4.3451.

σ (standard deviation) is between

0.2661 and 0.7063.

the median is between 3.7534 and

4.4294.

4 .64 .44 .24 .03 .83 .63 .4

M e d i a n

M e a n

4 .44 .34 .24 .14 .03 .93 .8

A n d e r s o n - D a r l i n g N o r m a l i t y T e s t

V a r i a n c e 0 . 1 4 9 7S k e w n e s s - 0 . 4 9 9 2 9 0K u r t o s i s - 0 . 8 8 1 5 3 7N 1 0

M in im u m 3 . 3 6 8 4

A - S q u a r e d

1 s t Q u a r t i l e 3 . 7 6 3 2M e d ia n 4 . 1 1 8 43 r d Q u a r t i l e 4 . 4 2 6 8M a x im u m 4 . 5 2 6 3

9 5 % C o n f i d e n c e I n t e r v a l f o r M e a n

3 . 7 9 1 5

0 . 3 6

4 . 3 4 5 1

9 5 % C o n f id e n c e I n t e r v a l f o r M e d ia n

3 . 7 5 3 4 4 . 4 2 9 4

9 5 % C o n f id e n c e I n t e r v a l f o r S t D e v

0 . 2 6 6 1 0 . 7 0 6 3

P - V a lu e 0 . 3 7 8

M e a n 4 . 0 6 8 3S t D e v 0 . 3 8 6 9

9 5 % C o n f i d e n c e I n t e r v a l s

S u m m a r y f o r B 1 A v e r a g e o f Q u e s t i o n

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Figure 3.2: Probability Plot of B1 Data

Discussion on Result

The result discussion will cover on demo‐

graphic of the respondents, data distribution and

ANOVA and also correlation. The raw data is exe‐

cuted by using Minitab Software and SPSS Statis‐

tical Software

Demographic

Significantly, the majority of the feed‐

back by the respondents are on the ‘positive

mode or positive inclination’ toward the re‐

search hypothesis. The returned status of the

questionnaire is 84.4%. The respondents are

92.1% men which reflect oil and gas industry

practice where they usually prefer male em‐

ployees.

The 81.6% respondents are over 30

years of age, which indicates the respondents

have enough experience to be involved in this

survey and all of the respondents have formal

education. It means that they have been

equipped with relevant knowledge on the oil and

gas operation. Above 75% said that they are well

aware of the LNG business development.

Distribution

To expand the idea of a drawn up legal

framework, every legal aspect needs to be veri‐

fied through the survey. Questionnaires need to

be developed from the hypothesis legal frame‐

work, then each of it need to be correlated. Be‐

fore proceeding into the data collection, the

questionnaires need to be subjected through

pilot test so that only effective questionnaires

are sent out. Selective target groups who have

legal knowledge will be taken into considera‐

tion. Based on Kreijie and Morgan,(1970), De‐

termine Sample Size for Research Education

and Physiological Measurement, the author has

selected the 45 number of sample size. Then as

referred to Nazila (2007), she quoted Abdul

Ghafar (1999), when samples came from one

population it is categorized as case study sam‐

ple. In relation with current project, selected

group is being considered which have know

how knowledge on the LNG carriage. The data

collection and compilation is needed during the

second phase of project. The data is collected

according to requirement of the application

where it is able to represent to the situation

required.

B 1 A v e r a g e o f Q u e s t io n

Perc

ent

5 . 04 . 54 . 03 . 53 . 0

9 9

9 5

9 0

8 0

7 0

6 05 04 03 0

2 0

1 0

5

1

M e a n

> 0 .1 0 0

4 .0 6 8S tD e v 0 .3 8 6 9N 1 0R J 0 .9 6 7P - V a lu e

P r o b a b i l i t y P l o t o f B 1 A v e r a g e o f Q u e s t i o nN o r m a l

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From the result in Table 3.1, it shows that the

mean value have ‘Relevant’ status. The differ‐

ence between mean and variance is ± 0.3869

which is 9.51%. The result is way above the alpha

value (5%) is mainly due to Q3 to Q6. These

questions are about ‘Manning’ issue. It is under‐

standable because there are 84.21% not directly

involved on the operation. They may not truly

understand the basic requirement of LNG crew

task. From the highest mean of question 10, it

shows the majority of the respondents agreed

on the coastal LNG operation demands for detail

LNG ship operation procedure and handling.

Closing Remarks

The legal framework on the LNG car‐

riage within coastal water is the extended ver‐

sion of the current legal guide. As it is a new

revolution that LNG carriage will inevitable

come to the coastal zones, there is no literature

of what have been done previously. This is high‐

lighting the new milestone of the legal develop‐

ment. Hence, this study was conducted to iden‐

tify the legal framework component as to en‐

sure safe and secure coastal water operation.

This study shows that legal framework is re‐

quired in term of carrier aspect as identified at

Figure 8.1. However, from this study we also

know that the most important factor is safe

handling. The legal framework is expected to

reduce the implication and impact to the sur‐

rounding in the event of mishandling or any

mishaps.

Figure 8.1 Legal Framework for Coastal LNG Carriage

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Recommendations and Suggestions

Based on the finding of the study, here are some

recommendation and suggestion in the hope to

assist future researcher and for the benefit of all

LNG group of people. Based on the intended set‐

ting of the study, it would be fruitful for future

researcher to get more elements included in the

framework. It can be done with further research

and conference involvement. Collaboration with

oil and gas companies such as MISC, PETRONAS

and SHELL would bring about greater point of

view. Experience in admiralty cases would pro‐

duce greater impact on the legal framework de‐

velopment. Future researchers have to look into

the possibility to expand the components.

References

1. Industries Energy, Utilities & Mining, (2007), Value and

Growth in the liquefied natural gas market. [Brochure].

Price Water House Coopers

2. Kaalstad, J.,P., (2006), Offshore LNG Terminals Capital Mar‐

kets Day, APL Incorporation

3. Krejcie, R., V., and Morgan, D., W., (1970), Determining

Sample Sizes for Research Activities: Educational and Psy‐

hological Measurement, 30(3): 607 – 610

4. Koji Morita (2003), “LNG: Falling Prices and Increasing

Flexibility of Supply—Risk Redistribution Creates Contract

Diversity,” International Institute of Energy Economics,

Japan.

5. Luketa, A., M., and Michael, H., Steve A., (2008), Breach

and Safety Analysis of Spills Over Water from Large Lique‐

fied Natural Gas Carriers, Sandia Report

6. Maritime Safety Committee, (2007), Formal Safety Assess‐

ment of Liquefied Natural Gas (LNG), Carriers, Interna‐

tional Maritime Organization (IMO)

7. Morimoto, S., (2006), Fiscal 2006 Interim Result Briefing,

JGC Corporation

8. Nazila Abdullah (2007), Kajian Terhadap Kaedah Mengajar,

Kefahaman, dan Pandangan Guru Terhadap Konsep Seko‐

lah Bestari di Sebuah Sekolah di Daerah Kulai, Universiti

Teknologi Malaysia

9. Revised Draft EIR (2006), Cabrillo Port Liquefied Natural

Gas Deepwater Port

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Feature Article 7

OBSERVATION ON VARIOUS TECHNIQUES OF NETWORK RECONFIGURATION

WARDIAH DAHALAN*

Department of Marine Electric and Electronics Technology


Received: 27 May 2010; Revised: 2 August 2010 ; Accepted: 12 October 2010

ABSTRACT

The shipboard power system supplies energy to sophisticated systems for weapons, communications, navigation, and

operation. After a fault is encountered, reconfiguration of a shipboard power system becomes a critical activity that is

required to either restore service to a lost load or to meet some operational requirements of the ship. Reconfiguration

refers to changing the topology of the power system in order to isolate system damage and/or optimize certain charac‐

teristics of the system related to power efficiency. When finding the optimal state, it is important to have a method that

finds the desired state within a short amount of time, in order to allow fast response for the system. Since the reconfigu‐

ration problem is highly nonlinear over a domain of discrete variables, various techniques have been proposed by the

researchers. The main tasks of this thesis include reviewing the shipboard power system characteristics, studying and

reviewing shipboard power system integrated protection, shipboard power distribution systems and typical loads of ship‐

board power system. A variety of techniques used in previous works have been explained in methodologies review.

Many criteria and concepts are used as the basis for consideration in order to achieve the desired objectives.

Keyword: Reconfiguration, Fault Location, Service restoration, Distribution Power System



INTRODUCTION

The Navy ship electric power system supplies

energy to the weapons, communication sys‐

tems, navigation systems, and operation sys‐

tems. The reliability and survivability of a Ship‐

board Power Systems (SPS) are critical to the

mission of a ship, especially under battle condi‐

tions. SPS are geographically spread all along

the ship. They consist of various components

such as generators, cables, switchboards, load

centres, circuit breakers, bus transfer switches,

fuse and load.

The generators in SPS are connected in ring

configuration through generator switchboards

[1]. Bus tie circuit breakers interconnect the

generator switchboards which allow for the

transfer of power from one switchboard to

another. Load centers and some loads are

supplied from generator switchboards. Load

centers in turn supply power to power panels

to which different loads are connected. Feed‐

ers then supply power to load centers and

power panels. The distribution of loads is ra‐

dial in nature. For vital loads, two sources of

power (normal and alternate) are provided

from separate sources via automatic bus

transfers (ABTs) or manual bus transfers

(MBTs). Further, vital loads are isolated from

non‐vital loads to accommodate load shed‐

ding during an electrical system causality.

Circuit breakers(CBs) and fuses are provided at

different locations in order to remove faulted

loads, generators or distribution systems from

unfaulted portions of the system. These faults

could be due to material causalities of individual

loads or cables or due to widespread system

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fault due to battle damage. Because of the

faults and after isolating the fault, there are

unfaulted sections which are left without sup‐

ply. It is required to quickly restore supply to

these unfaulted sections of the SPS. This is ac‐

complished by changing the configuration of

the system by opening and/or closing some

switches (CBsMBTs/ABTs) to restore supply to

maximum load in the unfaulted section of SPS

to continue the present mission [28].

Shipboard Power System Characteristics

Today’s SPS generally use three‐phase power

generated and distributed in an ungrounded

configuration. The ungrounded systems can

keep equipment in continued operations in the

event of the single‐phase ground fault. Un‐

grounded systems mean all cabling are insulated

from the ship hull. Thus, it optimizes continuity

of power (increase equipment reliability).

SPS have different characteristics from typical

utility power systems in overall configuration

and load characteristics. Some of the unique

characteristics of the SPSs are as follows: [38]

There is very little rotational inertia relative

to load in SPS.

SPS are geographically smaller than utility

power systems.

SPS is an isolated system with no power

supply from outside power system.

SPS has a wider frequency range compared

to the terrestrial power system.

Shipboard prime movers typically have

shorter time constant than prime movers in

terrestrial power systems.

Due to the limited space on shipboard, SPS

does not have a transmission system.

The electric power in SPS is transmitted

through short cables. It leads to less power

loss and voltage drop as copared to terrestrial

power systems.

There is a large portion of nonlinear loads rela‐

tive to the power generation capability.

In SPS, a large number of electric components

are tightly coupled in a small space.

A fault happens in one part of the SPS may af‐

fect other parts of the SPS.

A large number of electronic loads, such as

combat, control and communication

sensors, radiators, and computers are sensitive

to power interruptions and power quality.

Some electrical components, which affect the

reconfiguration process, are unique to SPS such

as Automatic Bus Transfers (ABT), Manual Bus

Transfers (MBT), Low Voltage Protection de‐

vices (LVPs), and Low Voltage Release devices

(LVRs).

Due to these unique characteristics of the SPS,

some of the mathematical expediencies used in

terrestrial power system analysis may not be appli‐

cable to SPS accordingly. For example, infinite

buses and slack buses do not have manifestations

in SPSs. Constant voltage, constant frequency, and

constant power simplifications are usually invalid in

SPS. Also, the SPSs are tightly coupled both electri‐

cally and mechanically, requiring integrated model‐

ling of both systems [44]. A brief overview of the

loads in the SPS is explained in the following sec‐

tion.

Loads in the SPS

The loads in the SPS provide various services to

the ship. According to the importance of the ser‐

vices being provided, the loads in the SPS can be

classified into non‐vital, semi‐vital, and vital‐loads

in increasing priority order as follows:

Non‐vital (Non‐essential) ‐ Readily sheddable

loads that can be immediately secured without

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adversely affecting ship operations, survivability,

or life. Examples are hotel loads such as heating

and galley; ship, avionics, and ground support

equipment shops; aircraft fueling systems; refrig‐

eration systems; and other loads that can be

shut down for a short time until full electric

power capability is restored.

Semi‐vital (Semi‐essential) ‐ Loads important to

the ship but that can be shut down or switched

to the alternate plant in order to prevent total

loss of ship’s electrical power. Examples include

aircraft and cargo elevators, assault systems,

some radar, communications, and seawater ser‐

vice pumps.

Vital (Essential) – Non‐sheddable loads that af‐

fects the survivability of ship or life. Power to

these loads is not intentionally interrupted as

part of a load shedding scheme. Examples of vi‐

tal loads are generators, boilers, and their auxil‐

iaries; close‐in weapon systems; electronic coun‐

termeasures; tactical data system equipments

with volatile memories; medical and dental op‐

erating rooms; and primary air search radar.

The vital loads are required to be connected to

two independent power sources in the SPS. If a

load is classified as vital load at any major mis‐

sion of the ship, such as propulsion system, it has

to be connected to the SPS through Automatic

Bus Transfer (ABT). ABT is a device that can

sense the loss of power from normal power

source. When normal power is absent, ABT can

automatically disconnect the load from the nor‐

mal power and switch the load’s power flow

from an alternate power source. ABTs are de‐

signed to transfer loads very quickly. If a load is

classified as a vital load in some missions and a

non‐vital load in other missions, such as the

lighting system, the load is connected to its SPS

through a Manual Bus Transfer (MBT). MBT is a

device, like an ABT, that can connect loads either

to a normal power source or to an alternate

power source. But unlike the ABT, the MBT must

be shifted manually by an operator when the

operator notices that the load’s primary source

of power becomes unavailable. Loads that are

classified as non‐vital loads in any missions are

connected to only one power source in the SPS.

The electric loads are hard wired to their source

(s) at the time of ship construction. How “vital”

they are is determined at that time and does not

change unless the power system hardware is

modified [36]. One of the important aspects in

considering loads in SPS is Protection and inte‐

grated power system is one type of protection in

SPS.

Integrated Power System (IPS)

The IPS design is applied because it is simpler

and cheaper, and better to centrally produce a

commodity such as electricity, than to locally

produce it with the user of commodity. In the

IPS, the ship service and the propulsion loads are

provided by a common set of generators. The

integrated power systems are currently used for

a wide range of ship applications. The primary

advantage of using integrated power systems is

the flexibility to shift power between the propul‐

sion and mission‐critical loads as needed. The

integrated power system can also improve the

survivability and reliability of the SPS. It has been

identified as the next generation technology for

SPS platform and an important step to achieve

the all‐electric ship initiative [44].

In SPSs, different faults may occur because of

equipment insulation failures, over voltages

caused by switching surges, or battle damage.

Shipboard power protection systems are re‐

quired to detect faults and undesirable condi‐

tions and quickly remove the faults from the

power system.

Shipboard power protection systems are also

required to maintain power balance for the re‐

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maining part of the power system automatically

and quickly. Therefore, an integrated power pro‐

tection system is necessary for SPSs to maximize

service continuity and minimize loss‐of‐load

caused by accidental system abnormal behaviour

or hostile damage. Special characteristics of the

shipboard power system, such as short cable

length, high impedance grounding, and multiple

possible system operation configurations, im‐

pose unique challenges on designing the protec‐

tion system for shipboard power systems. A well

‐designed protection system should protect the

overall power system from the effect of system

components that have been faulted and should

adapt to the power system reconfiguration prac‐

tices without any human intervention [39].

The integrated power system has two essential

functions: fault detection and post‐fault recon‐

figuration. Currently, there are three available

fault detection schemes including over‐current,

distance, and differential schemes. The over‐

current fault detection scheme is difficult to co‐

ordinate for minimizing the fault isolation of

power systems having multiple sources at differ‐

ent locations, such as shipboard power systems.

The distance fault detection scheme is also not

suitable for a shipboard power system with short

transmission and distribution lines. On the other

hand, the differential fault detection scheme is

faster and more reliable for shipboard power

systems with system level measurements. Ship‐

board power system fast fault detection can be

implemented by the dynamic‐zone‐selection

based differential protection scheme, which trips

only the required circuit breakers to isolate the

fault. Shipboard power post‐fault reconfigura‐

tion function, also called fast reconfiguration

function, will evaluate the outcome of the fault

and reconfigure the unfaulted part of the power

system to minimize the loss‐of‐load.

The main objective of Shipboard power distribu‐

tion systems are designed to minimize the size

and weight, save money, and improve the surviv‐

ability of the vessel. Additionally, shipboard

power distribution systems are desired to pos‐

sess the ability to continually transfer power to

vital systems during and after fault conditions.

There are two possible types of shipboard power

distribution architecture radial and zonal.

Radial electric Power Distribution

Distribution lines are usually radial and operate

at low‐level voltages in a radial shipboard power

system. Current shipboard radial electric power

distribution systems have multiple generators

(typically three or four), which are connected to

switchboards. The generators could be steam

turbine, gas turbines, or diesel engines. The gen‐

erators are operated either in a split plant or a

parallel configuration. The 450V, 60Hz three

phase ac power is then distributed to load cen‐

ters. Each load is classified as being nonessential,

semi‐essential, or essential . If there is any gen‐

eration capacity loss, a load shedding algorithm

will be initiated based on load priority

In a current navy ship power system, three‐

phase step‐down power transformers are nor‐

mally used. Both the transformer primary and

secondary windings are connected in a delta,

resulting in no reliable current path from the

power lines to the ship’s hull. Therefore, the sys‐

tem has a high impedance ground and will not

be affected by single phase grounded fault.

Zonal electric power distribution

The zonal power distribution system consists of

two main power distribution buses running lon‐

gitudinally along the port and starboard side of

the ship. One main bus would be positioned well

above the waterline while the other would be

located below the waterline, which maximizes

the distance between buses and improves the

survivability [47]. The effects of damage to the

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distributed system and other equipment should

not disturb generators. The zonal architecture is

flexible and saves the cost for short switchboard

feeder cables and elimination of distribution

transformers. A zonal distribution system also

allows for equipment installation and testing

prior to zone assembly [46].

Need for Reconfiguration

Faults in a shipboard power system may occur

due to material casualties of individual loads or

widespread fault due to battle damage. In addi‐

tion to load faults, casualties can happen to ca‐

bles, power generating equipment, or power

distribution buses. If the fault is severe, such as a

generator fault, it may cause a power deficiency

to the remaining power system, system load

generation unbalance, and even an entire sys‐

tem collapse. After the fault has occurred, pro‐

tective devices operate to isolate the faulted

section. But, this may lead to unfaulted sections

that are not getting supplied. Therefore, it is re‐

quired to restore supply automatically and

quickly to these un‐faulted sections of the ship‐

board power system to improve the system sur‐

vivability. This can be achieved by changing the

configuration of the system by opening and/or

closing switches to restore supply to maximum

load in the un‐faulted sections of the shipboard

power system. Reconfiguration can be aimed at

supplying power to high priority loads and/or

supplying power to maximum amount of loads

depending upon the situation. The need recon‐

figuration is also proposed to maintain power

balance of the remaining power system parts

after fault detection and isolation. Fast recon‐

figuration is necessary for a shipboard power

system considering the unique shipboard power

system characteristics.

Methodologies Reviews

In recent years, several reconfiguration method‐

ologies have been proposed for power systems.

With the advancement in the power system, the

topology of power systems has become more

complicated. However, in previous reconfigura‐

tion methodologies, no generic methodology was

proposed for the reconfiguration of a power sys‐

tem with a complicated topology. Most of the

previous reconfiguration methodologies are to‐

pology dependent. New reconfiguration method‐

ologies need to be researched and developed for

power systems with large scale and complicated

topologies [44].

There are slight differences between reconfigu‐

ration of terrestrial power system and shipboard

power system.

Reconfiguration of terrestrial power system

The reconfiguration approach for power system

can be implemented in centralized manner or in

decentralized manner. In centralized approach,

various methods are applied to the reconfigura‐

tion approach, such as evolutionary program‐

ming, heuristic method, artificial intelligent

method, etc.

The main advantage of the centralized ap‐

proaches for power system reconfiguration is that

it is easy for the central controller to access re‐

quired information for reconfiguration reasoning.

The central controller in a centralized approach

can directly gather data from the sensors

throughout the entire system. When there are

changes in the system, the central controller

can easily update its database for reconfigura‐

tion. The disadvantage of the centralized ap‐

proach for reconfiguration is that it may lead to

the single point of failure in the system if the

system lacks redundancy.

The main advantage of the decentralized ap‐

proach for power system reconfiguration is the

robustness. The decentralized approach is im‐

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mune to the single point of failure because

there is no central controller in the approach.

Also the decentralized approach has more flexi‐

bility and scalability compared to the central‐

ized approach. However, the controllers in the

decentralized system have limited access to the

information of the system for control decisions.

So, compared to the centralized approach, it is

harder for the decentralized system to achieve

the global optimal solution based on the limited

information each controller has.

Many of the proposed automatic reconfiguration

methodologies are developed for distribution

system reconfiguration. The distribution system

is usually reconfigured for restoring the loads in

the distribution system, decreasing the power

loss in the distribution system, stabilizing the

distribution system, etc.

Schmidt et al [3] put forward a fast integer pro‐

gramming based reconfiguration methodology

to minimize the power loss in a distribution sys‐

tem. The power loss in the distribution system is

the electric power that is consumed by transmis‐

sion equipments, such as transformers, cables,

wires, etc. This methodology is only applicable to

radial power systems.

Tzeng et al [4] proposed a feeder reconfiguration

methodology for the distribution system. In that

particular research, dynamic programming is

used to find the optimal switching actions for

load balancing in a distribution system. In a

power system, the loads get electric power sup‐

ply from load feeders. The load feeders that sup‐

plies more loads need more current injections

than those load feeder supplying lesser loads.

This will cause the imbalanced current distribu‐

tion in the power system. With the same loads

supplied in the power system, the imbalanced

current distribution in the power system leads to

more power loss than balanced current distribu‐

tion in the power system. The imbalanced cur‐

rent in the power system also leads to the over

current problem and stability problem. The load

feeders in the power system need to be bal‐

anced by switching the circuit breakers and

other switching devices so that the current dis‐

tribution in the power system can be balanced..

Gomes et al [5] proposed a heuristic reconfigura‐

tion methodology to reduce the power loss in a

distribution system. In this work, the optimal

power flow and sensitivity analysis are used to

find the reconfiguration solution. This reconfigu‐

ration methodology is only applicable to radial

power systems.

Hsu et al [6] proposed a reconfiguration method‐

ology for transformer and feeder load balancing

in a distribution system. When the number of

loads that are supplied through a load feeder

increases, the current injection to the load

feeder increases. The current that flows through

the transformer is connected to the load feeder

increases, too. It may lead to the risk of over cur‐

rent on the transformers and the transmission

lines in the system. The proposed reconfigura‐

tion methodology is based on heuristic search.

Another heuristic search based reconfiguration

algorithm was proposed by Wu et al [51]. In the

research, the reconfiguration methodology was

applied to the radial power system for service

restoration, load balancing, and maintenance of

the power system. Zhou, et al [7] put forward a

heuristic reconfiguration methodology for distri‐

bution system to reduce the operating cost in a

real time operation environment. The operation

cost in the power system is the power loss in the

distribution system. The operation cost reduc‐

tion is based on the long term operation of the

power system.

The knowledge based systems, such as expert

systems, have also been applied to the recon‐

figuration of power systems for a long time.

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Knowledge based system is a computer system

that is programmed to imitate human problem‐

solving by means of artificial intelligence and

reference to a database of knowledge on a par‐

ticular subject .Jung et al [8] proposed an artifi‐

cial intelligent based reconfiguration methodol‐

ogy for load balancing in a distribution system.

An expert system was applied to the heuristic

search in order to reduce the search space and

reduce the computational time for the recon‐

figuration.

Wu et al [9] proposed a Petri net based recon‐

figuration methodology for restoration of the

power system. A token passing and a backward

search processes are used to identify the se‐

quence of restoration actions and their time.

This method can help to estimate the time re‐

quired to restore a subsystem and obtain a sys‐

tematical method for identification of the se‐

quence of actions. Y.L.Ke [10] proposed a Petri

net base approach for reconfiguring a distribu‐

tion system to enhance the performance of the

power system by considering the daily load char‐

acteristics and the variations among customers

due to the temperature increase in the power

system.

Jiang and Baldick [11] proposed a comprehen‐

sive reconfiguration algorithm for distribution

system reconfiguration. They employed simu‐

lated annealing to optimize the switch configura‐

tion of a distribution system. The objective of

the reconfiguration is to decrease the power loss

in the distribution system. Matos and Melo [12]

put forward a simulated annealing based multi

objective reconfiguration for power system for

loss reduction and service restoration. A recon‐

figuration for enhancing the reliability of the

power system was proposed by Brown [13]. A

predictive reliability model is used to compute

reliability indices for the distribution system and

a simulated annealing algorithm is used to find a

reconfiguration solution.

Shu and Sun [14] proposed a reconfiguration

methodology to maintain the load and genera‐

tion balance during the restoration of a power

system. An ant colony optimization algorithm

was used to search the proper reconfiguration

sequence based on the Petri net model. Daniel

et al [16] proposed an ant colony based recon‐

figuration for a distribution system. The objec‐

tive of the reconfiguration was to reduce the

power loss in the power system.

Salazar et al [16] proposed a feeder reconfigura‐

tion methodology for distribution system to

minimize the power loss. A reconfiguration algo‐

rithm was proposed based on the artificial neu‐

ral network theory. Clustering techniques to de‐

termine the best training set for a single neural

network with generalization ability are also pre‐

sented in that work. Hsu and Huang [17] put for‐

ward another artificial neural network based

reconfiguration for a distribution system. The

reconfiguration can achieve service restoration

by using artificial neural network and pattern

recognition method.

Wang and Zhang [18] proposed a particle swarm

optimization algorithm based reconfiguration

methodology for distribution system. A modified

particle swarm algorithm has been presented to

solve the complex optimization problem. The

objective of the methodology was to minimize

the power loss in the power system. Jin et al [19]

introduced a binary particle swam optimization

based reconfiguration methodology for distribu‐

tion system. The objective of the reconfiguration

was load balancing. The reconfiguration method‐

ology proposed in that work can only be applied

in the power system with radial configuration.

Heo and Lee [20] proposed MAS based intelli‐

gent identification system for power plant con‐

trol and fault diagnosis. The proposed methodol‐

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ogy can achieve the online adaptive identifica‐

tion for control in real time power plant opera‐

tion and offline identification for fault diagnosis.

Enacheanu et al [21] proposed a distribution sys‐

tem architecture that can make the reconfigura‐

tion in the power easy to achieve. The reconfigu‐

ration in that work is to locate and isolate the

faults in the power system. A remote agent is

used in that work as a central controller for the

reconfiguration of power systems.

Nagata et al [22] proposed MAS based restora‐

tion methodology for power systems. The MAS

proposed was composed of bus agents and a

single facilitator agent. The bus agent decides a

suboptimal target configuration after faults oc‐

cur. A facilitator agent was developed to act as a

manager for the decision process. The existence

of the facilitator agents make the methodology

centralized. Liu et al [37] put forward another

restoration method for the power system. How‐

ever, this method is also centralized because the

restoration decision is made with the help of

coordinating agents that have global information

in the MAS.

Nagata et al [50] improved the method proposed

in [22]. In the MAS proposed in [50], the coordi‐

nation functions were distributed to several fa‐

cilitator agents instead of one facilitator agent.

The facilitator agents coordinate with each other

autonomously. However, each facilitator agent

works as centralized coordinator in the local

area. So the MAS proposed in that work is not

completely decentralized. The proposed restora‐

tion can only be applied to a radial power sys‐

tem. Also, the reconfiguration method was

tested on a small power system simulated on a

PC. The agents’ performance in the restoration

for a large power system was not provided.

Wang et al [24] proposed a fuzzy logic and evolu‐

tionary programming based reconfiguration

methodology for distribution systems. In this

research, a fuzzy mutation controller is imple‐

mented to adaptively update the mutation rate

during the evolutionary process. The objective of

the reconfiguration is to reduce the power loss

in the distribution system. Zhou et al [25] put

forward another fuzzy logic based reconfigura‐

tion methodology for distribution system. A

fuzzy logic based reconfiguration was developed

for the purpose of restoration and load balanc‐

ing in a real‐time operation environment. Kuo

and Hsu [26] proposed a service restoration

methodology using fuzzy logic approach. In this

research, the fuzzy logic based approach was

estimated the loads in a distribution system and

devised a proper service restoration plan follow‐

ing a fault.

Various methods have been applied to the re‐

configuration process of the terrestrial power

system. However, most of the reconfiguration

methodologies are centralized. A central control‐

ler is a requirement to gather data from the

power system, make reconfiguration decisions

after calculation and analysis.

Shipboard Power System Reconfiguration

Compared to the terrestrial power systems, the

SPS has its unique characteristics. Based on the

unique characteristics of the SPS, some recon‐

figuration methods have been proposed. Some

of the significant literature of the SPS reconfigu‐

ration process of the SPS is reviewed below.

Butler and Sarma [27] propose a heuristics based

general reconfiguration methodology for

AC radial SPSs. The reconfiguration process is

applied to the SPS for service restoration. The

reconfiguration process is based on the initial

configuration and desired configuration details

of the system, such as the list of load con‐

nected /disconnected to the SPS, list of available

component (cables, circuit breakers, etc) in the

SPS, etc.

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Again Butler and Sarma [28] put forward an opti‐

mization method that can be applied to the re‐

configuration of SPS. The objective for reconfigu‐

ration is to maximize the load restored in the

SPS. A commercial software package is used for

solving the optimization problem in the recon‐

figuration process. Butler and Sarma [29] im‐

prove the reconfiguration methodology pro‐

posed in [28]. The reconfiguration methodology

is similar to the reconfiguration methodology

proposed in [28]. However, in this work, more

constraints, such as voltage constraints for buses

in the SPS, are applied to the reconfiguration

compared to the work in [28]. In [27] and [28],

the reconfiguration methodology is imple‐

mented by using a commercial optimization soft‐

ware, which cannot provide a real time perform‐

ance.

Srivastava and Butler [32] proposed an auto‐

matic rule based expert system for the recon‐

figuration process of an SPS. The objective of the

reconfiguration process is to supply the de‐

energized loads after battle damage or cascading

faults. In the event of battle damage or cascad‐

ing faults, a failure assessment (FAST) system

detects faults, identifies faulted components in

damaged sections, and determines de‐energized

loads. The reconfiguration method uses the out‐

put of a FAST system, real time data, topology

information and electrical parameters of various

components to perform reconfiguration for load

restoration of an SPS.

Again Srivastava and Butler [33] proposed a

probability based pre‐hit reconfiguration

method. In this research, the reconfiguration

actions are determined on the estimation of the

damage that a weapon hit may cause before the

weapon hit happens. The objective of the recon‐

figuration in this work is to restore the service in

SPS and reduce the damage caused by weapon

hit. This probabilistic reconfiguration methodol‐

ogy has two major modules: weapon damage

assessment (WDA) module and pre‐hit recon‐

figuration module. The main goal of the WDA is

to compute the expected probability of damage

(EPOD) value for each electrical component in an

SPS. The pre‐hit reconfiguration module takes

the EPOD calculated by WDA as the input, and

determines the reconfiguration actions to re‐

duce the damage to the SPS that may be caused

by the weapon hit.

Again the same author, Butler and Sarma [34] pro‐

posed automated self‐healing strategy for recon‐

figuration for service restoration in Naval SPS. A

model of the 3‐D layout of the electrical network of

shipboard power system using a geographical infor‐

mation system was explained. A self‐healing system

is a system that when subjected to a contingency

(or threat) is able to access the impact of the contin‐

gency, contain it and then automatically perform

corrective action to restore the system to the best

possible (normal) state to perform its basic func‐

tionality.

In recent years, Multi Agent System (MAS) tech‐

nologies have been applied to the reconfigura‐

tion process in SPS. Srivastava et al [30] pro‐

posed MAS based reconfiguration methodology

for automatic service restoration in the SPS. In

this work, the overall function of the MAS is to

detect and locate the fault(s), determine faulted

equipments, determine de‐energized loads, and

perform an automated service restoration on

the SPS to restore de‐energized loads. The MAS

also gives an output list of restorable loads and

switching actions required to restore each load.

The restoration methodology proposed in this

research work is not completely decentralized.

Feliachi et al [35] proposed a new scheme for an

energy management system in the form of the

distributed control agents for the reconfigura‐

tion of the SPS. The control agents’ task is to en‐

sure supply of the various load demands while

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taking into account of system constraints and

load priorities. A graph theoretic self‐stabilizing

maximum flow algorithm for the implementation

of the agents’ strategies has been developed to

find a global solution using load information and

a minimum amount of communication. Although

a simulation platform is developed to implement

parts of the reconfiguration system, the simula‐

tion platform proposed in [35] is not a real time

solution and cannot provide bandwidth require‐

ment and latency performance of the system.

Solanki et al [34] proposed an MAS reconfigura‐

tion methodology for SPS. In this work the re‐

configuration process can isolate the fault and

restore the power supply quickly and autono‐

mously. Also, this reconfiguration methodology

can be applied only to radial SPS. Solanki and

Schulz [36] demonstrated the MAS for the re‐

configuration of the SPS and the implementa‐

tion of the MAS. In the simulation of the recon‐

figuration process in [36] and [34], the MAS and

SPS are implemented on the same PC. The com‐

munication bandwidth of the MAS cannot be

researched by using this simulation platform.

Sun et al [37] put forward a complete reconfigu‐

ration methodology for the reconfiguration of

the SPS. The objective of the reconfiguration is

to restore the loads in the SPS. The research is

no central controller in the MAS. Each agent

works independently and autonomously. The

reconfiguration methodology proposed in this

research, cannot be applied to SPSs with ring

and mesh structure.

E.J. William [48] proposed an Artificial Neural

Network Algorithm (ANN) to determine fault

locations on shipboard Electrical Distribution

System (EDS). It traces the location of the fault

on SPS. The EDS is protected when faults are lo‐

cated and isolated as quickly as possible. The

goal is to increase the availability of shipboard

EDS by locating and isolating faults by using

Power system CAD (PSCAD) and ANN analysis.

However the only problem with this is that the

fault path accuracy is unpredictable and require

sensitive current measurement device.

Kai Huang and Srivastava [42] proposed a novel

Algorithm for agent Based Reconfiguration of

Ring‐structured Shipboard Power System. The

goal of this research is to avoid the redundant

information accumulation (RIA) problem in a

multi‐agent system during the reconfiguration

process of SPS. The RIA problem is like a posi‐

tive feedbacks loop and makes the information

flow in the system unstable. Thus, the authors

use the spanning tree protocol to detect and

break the ring structure in an agent system.

Discussion

The literature review has revealed some impor‐

tant points which most of the reconfiguration

methodologies for terrestrial power system and

SPS are centralized solutions. Also, the simula‐

tion scenarios in these researches are not in real

time and cannot provide the bandwidth require‐

ment latency performance of the system. From

the analysis, the number of the researcher for

terrestrial power system is greater than ship‐

board power system (SPS). There are only a few

numbers of researchers who explore in the area

of shipboard power system. Most of the cases

are studied by the same researchers like Sarma,

Buttler and Sarasvarti. The number of researches

which focus on reconfiguration on fault location

for shipboard power system is very few as com‐

pared to the terrestrial power system.

From the literature, several approaches and

methods have been proposed in the reconfigura‐

tion process for SPS. They vary in term of func‐

tions and applications. Many classical techniques

have been employed for the solution of the re‐

configuration problem such as genetic algo‐

rithms (GA)[44,45], simulated annealing [12],

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particle swarm optimization (PSO)[13,18] tabu

search[21], Multi Agent System (MAS) [20‐22]

and etc. Generally, most of the techniques apply

sensitivity analysis and gradient based optimiza‐

tion algorithms by linearizing the objective func‐

tion and the system constraints around an oper‐

ating point [51]. The results reported in the lit‐

erature were promising and encouraging for fur‐

ther research in this direction [51].

More recently, a new evolutionary computation

technique, called Differential Evolutionary (DE)

algorithm has been proposed and introduced [8].

The algorithm is inspired by biological and socio‐

logical motivations and can take care of optimal‐

ity on rough, discontinuous and multi‐modal sur‐

faces. The DE has three main advantages: it can

find near optimal solution regardless the initial

parameter values, its convergence is fast and it

uses few number of control parameter. In addi‐

tion, DE is simple in coding, easy to use and it

can handle integer and discrete optimization.

The performance of DE algorithm was compared

to that of different heuristic techniques. It is

found that the convergence speed of DE is sig‐

nificantly better than GA[10]. Meanwhile in [12],

the performance of DE was compared to PSO.

The comparison was performed on suite of 34

widely used benchmark problems. It was found

that, DE is the best performing algorithm as it

finds the lowest fitness value for most of the

problems considered in that study. Also, DE is

robust: it is able to reproduce the same results

consistently over many trials, whereas the per‐

formance of PSO is far more dependent on the

randomized initialization of the individuals [12].

In addition, the DE algorithm has been used to

solve high dimensional function optimization (up

to 1000 dimensions) [12]. It is found that, it has

superior performance on a set of widely used

benchmark functions.

Conclusion

From the observation of the previous works,

most of the reconfiguration objectives in meth‐

odology are almost similar even the methods

utilized are different. Among the most familiar

objectives are minimizing the fuel cost, maximize

the load restored, improving the voltage profile

and enhancing power system voltage stability in

both normal and contingency conditions. The

results are compared to those reported in the

literature. Among the methods proposed, DE

algorithm seems to be promising approach for

engineering problem due to the great character‐

istics and its advantages. A novel DE‐based ap‐

proach is proposed to solve the reconfiguration

for service restoration problem in shipboard

power system in recent year. However, GA algo‐

rithm and MAS algorithm are still applicable in

the system.

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Conference, 1999, vol. 2, pp. 11‐16.

[29] Butler, K. L, Sarma, N.D.R., Nov. 2001. “Network Recon‐

figuration for Service Restoration in Shipboard Power Sys‐

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Systems, vol. 16, pp. 653‐661.

[30] S. K. Srivastava, H. Xiao, and K. L Butler‐Purry, Nov.

2002. “Multi‐Agent System for Automated Service Restora‐

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ference on Computer Applications in Industry and Engineer‐

ing (CAINE‐2002), San Diego, CA, 7‐9.

[31] Butler, K. L, Sarma, N.D.R., Jul. 2003. “Intelligent Net‐

work Reconfiguration of Shipboard Power Systems”, IEEE

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13‐17.

[32] S. Srivastava, K. L. Butler‐Burry, “Expert System

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253‐260

[34] S. K. Srivastava, K. L. Butler, 2005. “A Pre‐hit Probabilis‐

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tems”, IEEE Electric Ship Technologies Symposium, pp. 99‐

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[35] J. M. Solanki, N. N. Schulz, W. Gao, Oct. 2005.

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[36] A. Feliachi, K. Schoder, S. Ganesh, H. J. Lai, Jun. 2006.

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Feature Article 8

MOVING FORWARD TO BE A HIGH PERFORMANCE CULTURE ORGANIZATION:

A CASE OF UNIVERSITY KUALA LUMPUR

AZIZ ABDULLAH*

Department of Marine Construction and Maintenance Technology


Received: 6 September 2010; Revised: 28 September 2010; Accepted: 28 September 2010

ABSTRACT

This brief paper seeks to expound the move forward undertaken by University Kuala Lumpur (UniKL) to be a high perform‐

ance culture organization within a significant short period of time since its inception in early 2002. It further explores

organizational sharing of shared core values held by members that help distinguish it from other similar organizations

that offer a wide range of engineering technology courses in the higher education sector. It seeks to show that high per‐

formance culture of UniKL is made possible through a strong commitment by all members to excel in whatever they aspire

to achieve.

Keyword: Core Values, High Performance Culture, Commitment, Integrity, Innovation, Teamwork, Excellence



INTRODUCTION

University Kuala Lumpur (UniKL) was estab‐

lished in 2002 with the vision to make it a

leading technical entrepreneurial university in

Malaysia and the region. To realize this vision

it focuses on the ‘hands on’ that stresses

more on the application of knowledge. Its

mission, thus, is to produce enterprising

global technical entrepreneurs in specific

technical areas of specialization namely, Com‐

puter Engineering and Telecommunication,

Aviation, Automotive, Product Design and

Manufacturing, Chemical and Bioengineering

Technology, Medical Sciences and Marine

Engineering Technology.

UniKL is wholly owned by MARA under the

Ministry of Rural and Regional Development

and mandated by the government to upgrade

the status of technical education in Malaysia.

It has ten (10) branch campuses offering vari‐

ous diplomas, foundation, undergraduate

and postgraduate programmes, that focus on

providing strong technological knowledge

and entrepreneurial skills to fulfill the de‐

mands of industries. It practices the concept

of ‘One Campus, One Specialization’, eg

UniKL MIMET (Lumut branch campus) spe‐

cializes in marine engineering technology

with focus on ship design and construction,

while UniKL MIAT (Sepang branch campus)

specializes in aviation technology.

In ensuring the knowledge and capabilities of

its graduates meet local industry needs it ac‐

tively collaborates with various ministries and

agencies such as the Ministry of Entrepre‐

neur and Co‐operative Development (MECD);

marine, civil aviation and transport depart‐

ments, as well as other related local and in‐

ternational relevant organizations that deal,

among others, in aviation and maritime ac‐

tivities to help ensure standards of gradu‐

ates’ proficiency and skills match the indus‐

try’s specific needs.

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Positive transformation from its traditional or‐

ganizational culture towards a performance‐

driven culture helps UniKL’s success in remaining

competitive and excelling in the areas of techni‐

cal entrepreneurship. This success was mani‐

fested through the Ministry of Higher Educa‐

tion’s announcement on July 12, 2010 with re‐

spect to the rating for Institutions of Higher

Learning (Setara) that extolled UniKL as one of

the top 18 universities of Malaysia to attain the

‘Excellent’ rating. This high rating is attributable

to its entrepreneurial achievements driven by a

strong organizational performance–driven cul‐

ture. This culture refers to an accepted set of

organizational core values that serve as the foun‐

dation for the transformation process.

LITERATURE REVIEW

In transforming UniKL’s traditional culture to‐

wards a performance ‐ driven culture the need

to understand organizational structure and man‐

agement styles across cultures was further ex‐

plored (Dimitrov, 2005). Issues on culture, dif‐

ferences, motivation, and diversity were ex‐

plored in order to gain further understanding

with regards to similar issues at UniKL.

Exploring of culture dimensions (Hofstede,

1980a) that identified dimensions along which

organizational cultures differ, namely individual‐

ism, uncertainty avoidance, power distance and

masculinity help provide a glimpse of how those

dimensions fit into UniKL’s culture transforma‐

tional drive. It was observed that the cultural

dimensions as expounded by Hofstede were pre‐

sent within the organizational culture of UniKL

but they were within a positive context namely,

there is a high degree of collectivism, low uncer‐

tainty avoidance, low power distance and equal

balance of gender responsibility. These observa‐

tions would help inculcate stronger bonding

among organizational members of UniKL.

Examining the relationship between organiza‐

tional culture and transformational leadership

(Xenikou and Simosi, 2006) revealed that trans‐

formational leadership of organizational culture

influences organizational performance. The

group further explored the findings to help it

rationalize UniKL’s transformation from its tradi‐

tional culture towards one that extols a perform‐

ance driven organizational culture.

UniKL’s organizational culture is uniquely differ‐

ent from other institutions of higher learning

because it focuses more on application of knowl‐

edge (the hands‐on), without reducing the im‐

portance of knowledge acquisition itself. Thus,

further review (Rchildress and Esenn, 2006) on

findings concerning the combination of knowl‐

edge and skill that can be shared along the same

parallels with UniKL’s transformation towards a

performance‐driven culture was sought. It re‐

vealed, among other things, a finding that in or‐

der to achieve high performance, the secret lies

in developing personal core values and behaviors

that can help unlock the potential power of high‐

performance teams through individuals, which in

turn, can help produce winning organizations.

SIGNIFICANCE OF PAPER

This paper is significantly important be‐

cause it involves, among others, a specific study

on the organizational culture of a local university

that collectively bears part of a crucial common

responsibility with other universities in helping

to sustain Malaysia as a competitive nation in

producing qualified and capable professionals

through its training and educational system to

meet the increasing demands of Malaysia’s busi‐

ness and industrial growth. In exploring further

on how organizational culture may influence to

help achieve competitive advantage in an educa‐

tional organization that produces qualified and

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capable professionals to meet Malaysia’s indus‐

try needs, it has been decided that the focus

should be on a local technical university. Uni‐

versity Kuala Lumpur (UniKL), that was founded

through a national agenda to upgrade the status

of technical education in Malaysia to a level that

can help meet the needs of local industries and

sustain Malaysia’s economic growth towards a

developed‐nation status by year 2020 is consid‐

ered suitable for this study. A study of the or‐

ganizational culture of UniKL was chosen be‐

cause it is a good example of an educational or‐

ganization that has managed to go through an

organizational culture transformation from a

traditional to a performance‐driven culture. It is

therefore most appropriate that lessons learnt

from this transformation be shared for the bene‐

fit of everyone.

UNDERSTANDING OF HIGH PERFORMANCE

CULTURE (HPC)

Organizational Culture, in simple term, is the way

organizational members do things in their or‐

ganization. It is a system of shared meaning held

by members that distinguishes the organization

from other organizations (Robbins and Judge,

2009). Culture drives an organization, its actions

and results. It guides how employees think, act

and feel. It is the "operating system" of the

company, the organizational DNA. A perform‐

ance culture is based on discipline. This disci‐

pline promotes decisiveness and standards of

excellence and ensures direct accountability.

Such discipline is a main reason why commit‐

ments and expectations are always clear. As

such, high performance organization is one that

gives more focus and commitment to achieve

better results through a performance ‐ driven

culture.

MAKING HIGH PERFORMANCE CULTURE WORK

Four basic factors that contribute towards making

high performance culture works at UniKL have been

identified. Although these factors are commonly

found in most organizations, it is appropriate that

they are further elaborated for better understand‐

ing. The factors are as follows;

Openness and trust:

When there is openness and trust, frankness

prevails. Frankness is encouraged because it

implies a willingness to speak the unspeakable.

An environment of trust reduces defensiveness

when issues are raised. People react more hon‐

estly, ask questions more frequently, and are

more spontaneous with their comments and

ideas. The organization derives greater value

from its talent, and employees get to develop

their competence and contribute to success.

Managed differences:

Interpersonal differences result in conflicts. Con‐

flicts are addressed and unfulfilled commitments

are exposed. This results in better ability to

learn from the conflicts and take proactive action

to correct potential differences. Alternatives and

options are looked at without a pre‐determined

outcome when people become less presumptu‐

ous. People express real opinions and move be‐

yond the perceived "safe talk." Issues can then

be resolved more effectively.

Simplicity and focus:

Making things simple, less complex and being

more focused ensures precise focus is directed

towards implementation of objectives with clar‐

ity and precision that define what needs to be

accomplished and how to accomplish it. There is

a commitment at all levels to remove, not add,

complexity from the way of doing business. Be‐

ing result‐driven and having fun are not seen as

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mutually exclusive, but rather compatible and

dependent on one another. Changes occur, as do

positive results.

Playing to people's strengths:

Leaders know their people and effectively match

talent and task. Matching talent and task helps

reduce wasted talent. Overly talented people

may however complement those less talented to

help in the smooth running of departments

within UniKL. Leaders understand their people's

strengths and how best to elicit these strengths

from them. These organizational members focus

more on building synergies, learning and build‐

ing on strengths and opportunities that help re‐

duce internal weaknesses and neutralizing exter‐

nal threats rather than on merely closing gaps

that may only help address current problems,

not potential or future problems.

CORE VALUES AND STANDARDS BEHAVIOR OF

EXCELLENCE (SBE)

Core values are the primary or dominant

values that are accepted throughout the organi‐

zation. In striving for high performance culture,

UniKL had chosen a strong culture that has a

greater impact on employee behavior. It is ob‐

served that UniKL’s strong culture results in the

organization’s core values being both intensely

held and widely shared by organizational mem‐

bers. Consistently, a strong culture can have a

great influence on the behavior of its members

because its high degree of sharing and intensity

creates an internal climate of high behavioral

control.

The five (5) primary or dominant core values that

are intensely held and widely shared by organ‐

izational members throughout the organization

are identified as commitment, integrity, team‐

work, innovation and excellence. These core val‐

ues form the basis for the performance appraisal

of organizational members with respect to the

Key Performance Index (KPI) of UniKL. Under

each core value UniKL further itemizes three (3)

sub‐performance dimensions known as Stan‐

dards Behavior of Excellence (SBE) that provides

a measurement on a Scale of 1 to 5. Thus, the

performance of every organizational member of

UniKL can be measured and weaknesses cor‐

rected to ensure that UniKL’s quest for high per‐

formance culture organization can be achieved

and maintained by its organizational members.

The core values and their sub‐performance di‐

mensions are as listed below;

Commitment

Punctual.

Gets things done

Delivers results

Integrity

Honest.

Honors promises.

Complies with rules and regula‐

tions.

Teamwork

Cooperative.

Provides support.

Puts organization first

Innovation

Competitive.

Generates and shares ideas.

Makes things better

Excellence

Passionate.

Performs beyond expectation.

Strives to be the best

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Commitment

This core value refers to the willingness to do or

act beyond the normal call of duty. Objectives

are pursued until they are achieved. Organiza‐

tional members shall never give up and shall

overcome all obstacles or challenges to achieve

the organizational objectives. Nothing less than

success is acceptable. In other words, commit‐

ment is not just the willingness to work due to

some form of motivation but rather the willing‐

ness to do something for the love of doing it,

for the joy and fun of doing it. The reward or

satisfaction is when the job is completed with

the highest quality. Table 1 shows the meas‐

urements for ‘Commitment’.

Integrity

This is a trait in us which makes us completely trust‐

worthy in all situations, at all times and everywhere.

A person with integrity will not succumb to tempta‐

tions, carnal desires, self‐gratification or personal

ambition. He values his honour more than anything

else. Integrity is higher than ethics in that one may

be ethical in office or home but not so outside the

office or home. A person of integrity on the other

hand will be ethical all the time, in all situations and

everywhere. Table 2 shows the measurements for

‘Integrity’.

Table 1. Measurements for Commitment

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Table 2. Measurements for Integrity

Table 3. Measurements for Teamwork

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Teamwork

This trait refers to the “I” versus “We”. A team

player is selfless and is always concerned about

the whole team rather than his own self. In‐

deed, others are looked upon as either equals

or even more important than his own self. A

team player is usually more open‐minded,

ready to acknowledge his own weaknesses in

order to turn them into strengths. One who

cannot admit mistakes are either foolish, igno‐

rant, arrogant or egoistic. Such people cannot

be a team player, unless he or she is prepared

to change. Table 3 shows the measurements

for ‘Teamwork’.

Innovation

Innovative spirit refers to a readiness to look for

better ways of doing things. A better way could

be a faster way or a cheaper way or more effi‐

cient way of doing things. An innovative person

is never satisfied with the status quo. He is not

complacent and will always feel that the room

for improvement is the largest in the world. One

of Matsushita’s engineers told him that he could

no longer improve the design of the face of the

TV they were producing. Matsushita told him,

“how come the human face can have billions of

different features on much smaller size than the

face of a TV. I am sure you can create new de‐

signs given that the face of the TV is much bigger

than the face of a human being”. Table 4 below

shows the measurements for ‘Innovation’.

Table 4. Measurements for Innovation

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Table 5. Measurements for Excellence

Excellence

Excellence is the highest or the best quality one

can achieve. According to a Hadith, the Holy

Prophet was reported to have said, “Whatever

you do, you must do well”. In other words, a

Muslim cannot be doing anything that is not of

high quality. Unfortunately, most often the qual‐

ity of our work is always low. The Qur’an uses

the word “al‐ihsan” to mean excellence which is

higher than that required to be “just” or “fair”.

Indeed, justice or fairness is the minimum stan‐

dard that is required by the Qur’an. This is be‐

cause Islam does not allow us to be unfair or un‐

just. “To excel” means to extol the virtues of “al‐

ihsan” which in one definition “to do something

as though you see Allah, and since you cannot

see Allah, know that He sees you”. Table 5 be‐

low shows the measurements for ‘Excellence’.

SUCCESS FACTOR OF HIGH PERFORMANCE

CULTURE

Success of High Performance Culture is attrib‐

uted to the fact that when an organization has

clearly articulated strategic intent and core val‐

ues, along with disciplined people, it needs less

hierarchy. When organizational members have

disciplined thought, they need less bureaucracy.

When they have disciplined action and strong

leadership capability, they need less excessive

controls. This is especially true with a reduced

hierarchy within the organization of UniKL. The

top management is easily reachable by all organ‐

izational members, more so in this era of im‐

proved means of communication that brought

about advances in Information and Communica‐

tion technology.

Although the organizational structure of UniKL is

far from the flattened or contemporary structure

commonly found in typical dynamic organiza‐

tions, the structure itself creates less bureauc‐

racy that requires less excessive controls. It is

observed that the main factor contributing to‐

wards the success of UniKL becoming a high per

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Figure 1. UniKL transforming its traditional culture to a per‐formance‐driven culture

formance culture organization is the transforma‐

tion from its traditional culture towards a per‐

formance‐driven culture organization as charac‐

terized by the following Figure 1.

Looking at the attributes of a performance–

driven culture a critical point that can be ob‐

served is the focus on the external. Focusing on

the external includes external stakeholders such

as the customers as well as own family mem‐

bers. UniKL’s most important customer, namely

the students, is the actual drivers who drive or‐

ganizational members to become high perform‐

ance workers through the embrace of a positive

work culture.

The role of high‐performance workers would not

be sustainable without balancing work and fam‐

ily lives. Proper balancing of work and family

lives by organizational members that is well sup‐

ported by management helps sustain high per‐

formance‐driven culture in the organization. On

the contrary, traditional organizational work cul‐

ture would have focused on the internal, which

is directed more towards own self, while neglect‐

ing important external stakeholders.

Sourcing on issues concerning balancing work

and family (Peter Berg et al., 2003) revealed that

the culture of the workplace can have a signifi‐

cant impact on the ability of workers to balance

their work and family lives. The article further

examined the effects of high‐performance work

practices on workers’ views about whether the

company helps them balance work and family.

Based on previous surveys the article managed

to show that a high‐commitment work environ‐

ment characterized by high‐performance work

practices and intrinsically rewarding jobs posi‐

tively influences workers’ perceptions that the

organization is helping them achieve this work

and family balance. This finding is in line with

what exists at UniKL with regards to work life

balance, rewards and recognition.

Like in any other organizational culture, making

it succeed and maintaining its success would

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have become a major issue without manage‐

ment’s commitment with regards to rewards

and recognition, and UniKL is no exception. Con‐

versely, high performance culture comes with a

conviction that without management’s commit‐

ment with regards to rewards and recognition

UniKL may not be able to sustain its high per‐

formance‐driven culture.

Evaluation of organizational members’ core val‐

ues and overall performance measurements as

translated through the organizational KPI results

in the following rewards and benefits;

Annual Increment

Promotion

Recognition & Awards

Merit Increment

Merit Performance Reward/Bonus

Special Incentives , that include Umrah,

Vacation, Training

Retirement Benefits, that include golden

handshake, gratuity, higher employer

contribution of EPF

CONCLUSION

The change from UniKL’s traditional organ‐

izational culture to a performance ‐ driven

culture helps transform the university to be‐

come a high performance culture organiza‐

tion within a short period of time since in‐

ception in 2002.

Organizational sharing of shared values held

by members helps distinguish it from other

similar organizations that offer a wide range

of engineering technology courses in the

higher education sector.

High performance culture of UniKL is made

possible by a strong commitment by mem‐

bers to excel in whatever they aspire to

achieve. Strong commitment is reinforced

through effective and transparent evaluation

of organizational members’ core values and

overall performance measurements as trans‐

lated through annual organizational KPI that

results in fair rewards and benefits.

Within the context of UniKL’s organizational

members who extol the virtues of “al‐ihsan”

which means “to do something as though

you see Allah, and since you cannot see Al‐

lah, know that He sees you” it implies that

they are taking their commitment towards

their work to a spiritual level beyond nor‐

mal ethical dimensions.

REFERENCES

1. Berg, P., Kalleberg, A., and Appelbaum, E. (2003). Balanc‐

ing Work and Family: The Role of High‐Commitment Envi‐

ronments, Journal of Industrial Relations, Vol 42 Issue 2,

Blackwell Publishing Ltd.

2. Dimitrov, D. (2005). Cultural Differences for Organizational

Learning and Training. International Journal of the Diver‐

sity, Vol 5, No 4, Common Ground Publishing.

3. Hofstede, G (1980a). Culture’s Consequences. Beverly Hills,

CA: Sage

4. Robbins, S.P and Judge, T.A.(2009). Organizational Behav‐

ior. 13th Edition. Pearson Prentice Hall, USA.

5. Rchildress, J and Esenn, D. (2006). Secret of A Wining Cul‐

ture: Building High‐Performance Teams. Prentice Hall,

India.

6. Xenikou, A and Simosi, M, (2006). Organizational Culture

and Transformational Leadership as Predictors of Business

Unit Performance. Journal of Managerial Psychology, Vol

21 Issue 6, Emerald Group Publishing Ltd.

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Feature Article 9

TIME‐DOMAIN SIMULATION OF PNEUMATIC TRANSMISSION LINE

MOHD YUZRI MOHD YUSOP*

Deputy Dean Academic & Technology


Received: 28 October 2010; Revised: 2 November 2010; Accepted: 2 November 2010

ABSTRACT

Pneumatic equipment is widely used in industries for transferring energy or signal. Efficient modelling and simulation in

time domain for gas filled transmission line is of great importance that will provide the foundation for complex pneu‐

matic systems. The basic physical relationships in pneumatics are well established. In this paper, the finite difference

model combined with the lumped model is used to simulate the dynamics of air filled polyurethane pneumatic transmis‐

sion line in time domain. Compared with the experimental data, the simulation results show certain consistency, espe‐

cially in the response frequency. The radial expansion of the transmission line due to high working pressure is also con‐

sidered in the simulation algorithm.

Keywords: Pneumatic, transmission line, time‐domain simulation, finite‐difference, lumped modelling.



INTRODUCTION

In recent decade, there has been great devel‐

opments and interest in utilising pneumatic

system as a transmission medium. Advan‐

tages of pneumatic systems are that pneu‐

matic components are relatively cheap reli‐

able and can be easily and cheaply main‐

tained. It is also much cleaner than hydraulic

systems. However, the elastic nature of the

compressed air will pose difficulties in achiev‐

ing high accuracy control.

There are mature theories on steady state

analysis of pneumatic systems but the dy‐

namic analysis of pneumatic systems still re‐

quires further research. Manning (1968) used

the method of characteristics for pneumatic

line flows. The perfect gas state equation and

the isentropic relations, together with the

perfect gas relation for sonic velocity are used

to replace the density and pressure in the

continuity and momentum equations by using

the velocity terms. For simplicity, the heat

transfer, viscosity, three‐dimensional effects

and local changes in entropy across travelling

pressure waves are neglected. The determi‐

nation of characteristic lines is the key point

of this method. Separating the transmission

line into sections and treating each of them as

a volume in time‐domain simulation has pre‐

viously been investigated by Krus (1999) and

(Xue and Yusop, 2005).

Krus (1999) established the distributed model

according to the state principle of thermody‐

namics. (Xue and Yusop, 2005) meanwhile

utilise the equation of flow passing through

an orifice to calculate the mass flow rate.

Considering the transmission line as an elec‐

tric circuit, the time domain models were

established by Franco (2004). This paper in‐

vestigates the time domain simulation of a

pneumatic transmission line. The one‐

dimensional Navier‐Stokes equations are

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used to model the pneumatic transmission line

Tannehill et al. (1997), which combines the

lumped model (Xue and Yusop, 2005) to simulate

the air dynamics in the transmission line. The

experiment set‐up is shown in Figure 1.

Figure 1: Experiment Set‐Up

The valve is opened until the transmission line

reaches a steady state. The valve is then closed

and the system is allowed to reach a different

steady state. Pressure transducers are used to

record the pressure during this process. At the

same time a mass flow meter is used to record

the steady state mass flow rate. The simulation

is then performed to verify the transient proc‐

ess of the fluid in the transmission line after the

valve is fully closed.

The blocked transmission line is considered to

have N number of segments. Hence N numbers

of pressure transducers are needed to capture

the changes in air pressures along a 4m polyure‐

thane pneumatic transmission line which has an

internal diameter of 5.0mm and a thickness of

1.5mm. The change in system temperature is not

considered in this study and the temperature is

assumed to be constant at an ambient tempera‐

ture of 20°C. The change in transmission line di‐

ameter due to high system pressure is consid‐

ered during the simulation.

MATHEMATICAL MODEL

For a general three‐dimensional Navier‐Stokes

equation, the following assumptions are made:

1. The swirl of the working fluid in each cross sec‐

tion along the transmission line is omitted.

2. The change in fluid properties along the radial

direction is omitted.

3. Perfect gas is considered ‐

The equations are then reduced to one‐dimensional

format as follows:

For continuity equation:

(1)

and for momentum equation:

(2)

where ρ is the density, ux being the velocity

along the axial direction, p is the pressure, R is

the gas constant, T is the system temperature

and μ is the dynamic viscosity.

RTp

0

xuxt

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In order to update the boundary conditions, the

first and the last segments are considered as

two volumes (Xue and Yuzri, 2005).

The equation used to calculate the mass flow rate

passing through the orifice is used, which is:

(3)

where the mass flow parameter is as shown below

in equation (4).

(4)

is the mass flow rate passing the orifice

while Cd is the discharge coefficient. A is the ori‐

fice cross‐sectional area, Pu is the upstream stag‐

nation pressure (absolute), Tu is the upstream

stagnation temperature (absolute), γ is the spe‐

cific heat ratio and Pvc is the static pressure at the

vena contracta or throat.

Equation 4 is only valid when

Otherwise the flow is considered to be choked and

Cm will be constant at a value of 0.0405. Note that

the ratio of specific heats g for air is 1.4.

EXPERIMENT AND SIMULATION

The transmission line diameter is first calibrated

by experiment to determine the influence of the

system pressure onto changes in its radial dimen‐

sion. Highly incompressible liquid (water) is in‐

jected into a polyurethane transmission line

which is blocked at one end. Different pressures

are then applied to the other end. By recording

changes in the liquid height, the transmission line

diameter changes can then be determined. Ex‐

periment results are listed in Table 1.

Table 1: Transmission Line Diameter Calibrations

It is assumed that the high pressure applied only ex‐

pands the transmission line along the radial direction

and do not influence the dimension along the axial

direction. The initial volume occupied by the water is

m3. Based on the assumption above,

the relationship between the applied pressure and

the internal diameter of the transmission line is as

shown in Figure 2.

uumdd TPACCM

12

1

2

u

vc

u

vcm P

P

P

P

RC

Pressure [bar] Liquid Height [mm]

0 95.82

1 94.46

2 93.72

3 92.32

4 91.59

5 90.85

6 89.27

7 88.37

61088.1

dM

528.0s

vcP

P

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Figure 2: Transmission Line Diameter Calibrations

The relationship between the transmission line

di‐ ameter and the

applied pres‐

sure is as shown in equation (5).

(5)

The valve is first opened until the transmission

line reaches a steady state. N pressure trans‐

ducers are used to record pressures corre‐

sponding to the N segments, and a mass flow

meter is used to record air mass flow rate under

the steady state condition. All these recorded

values are then used as the system initial condi‐

tions for the simulation. The transient pressure

values recorded by the pressure transducers at

different positions along the transmission line

when the valve is closed are as shown in Figure

3.

005.0103 5 pd

Figure 3: Experiment Results for Blocked Transmission

Line (PT=Measured Pressure by Pressure Transducer)

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The dynamic viscosity in equa‐

tion (2) can be presented as shown below:

(6)

where ν is the kinematic viscosity.

Before the simulation is

conducted, the kinematic viscosity needs to be

determined and this is done by utilising equation

(7) as shown below:

(7)

Note that is the pressure drop along a segment, and

l is the segment length.

By means of measured steady state pressure values,

the calculated kinematic viscosity ν is identified as

0.00011m2/s.

For solving the partial differential equations (1) and

(2), the rational numerical discrete method is used.

Here, upwind method is used to discretize the

4

128

d

lMp d

p

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PDE equations (1) and (2). Comparisons between

simulation and experiment results are as shown in

Figure 4. Figure 4: Comparisons between Simulation and Experiment

Results (PS=Simulated Pressure)

DISCUSSION

The transmission line diameter calibration experi‐

ment shows that the relationship between the di‐

ameter and the exerted pressure is close to linear.

This is then applied to the simulation algorithm to

investigate the influence of the working pressure

on the transmission line diameter expansion as

shown in Figure 2.

Figure 3 shows the pressure response in the

transmission line after the valve is closed. When

the valve is fully closed, the air will continue to

flow downstream of the transmission line due to

the presence of higher pressure and momentum

at the upstream of the transmission line. There‐

fore the pressure downstream of the transmis‐

sion line will continue to increase until it reaches

a peak value at which the velocity downstream is

close to zero. The fluid then starts to flow in the

opposite direction in the transmission line since

the pressure downstream is larger than the pres‐

sure upstream. When the upstream pressure

reaches new peak value, the fluid flows down‐

stream again. This process repeats itself though

the peak pressure values reached as the time

progresses at different transmission line posi‐

tions will gradually decreases due to the viscosity

effect imposed on the travelling air. Finally, the

system reaches a new steady state in which all

the pressures along the transmission line arrived

at a same constant value.

A combined transmission line model is proposed

in this paper. The simulation is based on the com‐

bination of finite difference model McCloy (1980)

and lumped model (Xue and Yusop, 2005). The

lumped model is used to update the boundary

conditions, which is then applied to the first and

the last segments. The parameters for the other

segments are updated by means of finite differ‐

ence model in the simulation algorithm.

Simulation results show good consistency com‐

pared with the experiment data especially in the

pressure frequency response. The simulation re‐

sults also show that the air in the transmission

line took a longer time to reach a new steady

state compared with the experiment results. This

is due to the fact that perfect gas is assumed. Per‐

fect gas assumes that the force between the at‐

oms or molecules in the gas is negligible. The oc‐

cupied volume of the atoms or molecules in the

gas is also omitted under perfect gas conditions.

On the other hand, under real gas conditions, due

to the existence of the aforementioned factors,

the influence of friction on the working fluid is

larger. Furthermore when the atoms or molecules

in the air hit the blocked end of the transmission

line with a certain momentum, some of these at‐

oms or molecules are bounced back from the

blocked end of the transmission line which is in

the opposite direction of the air flow. The direct

influence of this is a reduction in the total air en‐

ergy and this result in an earlier dissipation of the

pressure wave in the captured data compared to

the simulated results.

CONCLUSION

A time domain model describing the dynamics of air

in a pneumatic transmission line is presented by con‐

sidering changes in air density, pressure and mass

flow rate. The combined models are proposed to

simulate the dynamics of trapped air in a blocked

transmission line. In order to update the boundary

conditions, the first and the last segments are consid‐

ered as two lumped volumes and these are then con‐

nected to the transmission line segments using an

orifice model. The transmission line segments are

expressed by means of finite difference model. The

effectiveness of the proposed model is depicted

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through comparisons of simulated pressure re‐

sponses against pressures measured by practical ex‐

periments. The simulated results can be concluded to

be successful since it does match well with the cap‐

tured experimental data though the simulated results

show longer system transient state.

REFERENCES

1. Franco, W. and Sorli, M. (2004). Time‐domain Models for

Pneumatic Transmission Lines. Power Transmission and

Motion Control (PTMC 2004). 257‐269.

2. Krus, P. (1999). Distributed Modelling for Simulation

of Pneumatic Systems. 4th JHPS International Sympo‐

sium. 443‐452.

3. Manning, J.R. (1968). Computerized Method of Char‐

acteristics Calculations for Unsteady Pneumatic Line

Flows. Transactions of the ASME, Journal of Basic

Engineering. 231‐240.

4. McCloy, D. (1980). Control of Fluid Power: Analysis

and Design. 2nd Edition, John Wiley & Sons.

5. Tannehill, J.C., Anderson, D.A. and Pletcher, R.H.

(1997). Computational Fluid Mechanics and Heat

Transfer. 2nd Edition. Taylor & Francis.

6. Xue Y. and Yusop M.Y.M. (2005). Time Domain Simula‐

tion of Air Transmission Lines. 8th International Sympo‐

sium on Fluid Control, Measurement and Visualization

(FLUCOME). Paper 277.

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Feature Article 10

REQUIREMENTS OF INTERNATIONAL MARITIME LAWS IN THE DESIGN AND CON‐STRUCTION OF A CHEMICAL TANKER

AMINUDDIN MD AROF*, FIRDAUS TASNIM CHE PA, ISMAIL FAHMI JAMHURI, A’DLIN RAJA YAHYA

Department of Marine & Design Technology

BET Naval Architecture & Shipbuilding


Received: 28 October 2010; Revised: 2 November 2010; Accepted: 2 November 2010

ABSTRACT

A Chemical tanker is a ship that carries chemical products with a high degree of purity and corrosiveness. These types of

cargoes are different from other cargoes in that they have a lot more potential for danger to men and the environment.

Such dangers could include flammability, toxicity and corrosive properties of extreme nature. In order to reduce the risk

of accident, adherence to safety regulations and practices is extremely important. In ensuring safety of chemical tankers

at sea, ship builders and ship owners need to observe all legal requirements through various international conventions

and codes that have been introduced by IMO to enable their ships meet the qualification for the award of a Certificate of

Class for Hull and Machinery issued by recognized Classification Societies on behalf of their flag states.

Keywords: IMO, SOLAS, MARPOL



INTRODUCTION

The industrial use of chemical grew

massively as the wings of globalisation and

trade spread over the past several decades.

Since the sea surface is the only avenue for

transporting goods in bulk quantities across

the oceans, the trade of chemicals via the wa‐

ter‐route is of vital importance for the indus‐

try and global trade. Apart from the different

types of ships, there are ships which special‐

ize in carrying dangerous chemicals and they

are commonly known as chemical tankers. A

Chemical tanker is a ship that carries chemical

products with a high degree of purity and cor‐

rosiveness. It is generally smaller than prod‐

uct carriers and has many compartments

within the cargo tank to enable the simulta‐

neous transportation of various chemical

products. Each cargo tank is composed of

separate pipelines to prevent pollution of the

cargo. These types of cargoes are different

from other cargoes in that they have a lot

more potential for danger to men and the

environment as compared to other cargoes.

Such dangers could include flammability, tox‐

icity and corrosive properties of extreme na‐

ture. Hence, in order to reduce the risk of ac‐

cident, a strict adherence to safety regula‐

tions and practices is extremely important.

Safety is the state or condition of being

protected against physical, social, psychological,

technical, economical or other types of conse‐

quences of failure, damage, error or harm that

may either affect human, things or the environ‐

ment. Excellent safety of the ship, her crew and

the marine environment starts with a good

ship’s structural design. Different ships are sub‐

jected to different risks and for a chemical

tanker, the risk is very high.

http://www.brighthub.com/engineering/marine/articles/37431.aspx





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LEGAL REQUIREMENTS AND CONSTRAINTS

In ensuring safety of chemical tankers at

sea, ship builders and ship owners need to ob‐

serve all legal requirements imposed through

various conventions and codes by the Interna‐

tional Maritime Organization (IMO). This will en‐

able their ships meet the qualification for the

award of a certificate of Class for Hull and Ma‐

chinery issued by designated classification socie‐

ties. The IMO divides chemical tanker into three

(3) groups namely vessels designed to carry the

most hazardous cargo; vessels designed to carry

less hazardous cargo than the first; and the ves‐

sels designed to carry the least hazardous chemi‐

cals (ICS, 2002). Among IMO’s conventions, the

International Convention for the Prevention of

Pollution from Ships, 1973 (MARPOL) and the

International Convention for the Safety of Life at

Sea, 1974 (SOLAS) are the most important trea‐

ties implemented to ensure the safety of chemi‐

cal tankers.

The main criterion for the safety of a

chemical tanker is the ship needs to be con‐

structed in double hull. MARPOL was amended

in 1992 to make mandatory for tankers of 5,000

dead‐weight‐tonnes (DWT) and above to be fit‐

ted with a double hull after July 1993. Double

hull is a hull design and construction method

where the bottom and sides of the ship have two

complete layers of watertight hull surface. The

outer layer acts as the normal hull of the ship,

and the inner hull forms a redundant barrier to

seawater in case the outer hull is damaged.

Figure 1: Different types of Hull

The space in between the two hull layers is

often used as storage tanks for fuel or ballast water.

Double hulls are a more extensive safety measure

than double bottoms, which have two hull layers

only at the bottom of the ship and not the sides. In

low energy casualties, double hulls can prevent

flooding beyond the penetrated compartment.

MARPOL Annex 1 Chapter 4 Regulation 14 had in‐

troduced the requirement to have segregated bal‐

last tanks for all tankers. This means that the ballast

tanks which are empty when carrying the cargo and

only loaded with ballast water for the return leg

must be positioned where the impact of collision

likely to be the greatest. The ship should also be

included with cofferdam type segregation or bulk‐

head of the sandwich type. The sandwich type bulk‐

head between two adjoining tanks must be at least

760 mm but are usually broader to make it practical

for human entry.

Class 1 vessels need to be constructed with

the emphasis on the prevention of cargo escaping

as a result of collision or stranding. The construction

specification requires all cargo tanks to be shielded

by ballast tank, double bottom and cofferdams. As a

result, actual cargo tank bulkheads are protected by

void spaces or other tanks. Stability is also taken

into account as a result of flooding of one or more

wing tanks or void spaces as a result or standing.

Vessels in Class 2 must be designed along similar

lines, but the criterion is less stringent in some ar‐

eas. Vessels in Class 3 are judged to carry cargo

which is less hazardous and are currently not re‐

quired to have an inner and outer skin as in Class 1

and 2. The main restriction

appears to be the limited

dimensions of any one cargo

tank. New vessels over 5000

DWT are required to have

double hulls.

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Since chemical products have high pu‐

rity and corrosiveness, corrosion protection and

prevention is very important. The popular types

of chemical tanker plate material is made from

special types of stainless steel with a high resis‐

tant to corrosion from acid. Stainless steel used

for bulkheads can be solid stainless steel or mild

steel clad with stainless steel. Rubber is some‐

times used to line tanks carrying products

mainly acids, which are unsuitable for use with

stainless steel or coating. Zinc silicate is fre‐

quently used in tanks designed to carry alcohol

as well as some types of solvents and other

chemicals. It is necessary to inspect zinc coated

bulkhead after they have been dried to ensure

the coating has not been softened or otherwise

damaged.

The requirement for coating application

is under MARPOL Annex II (Regulations for the

Control of Pollution by Noxious Liquid Sub‐

stances). Before coating application, the steel

temperature and relative air humidity in the tank

are two basic factors to observe in ensuring the

correct coating application. The application of

coating starts from the bottom of the tank to the

ceiling, because during application the evapo‐

rated solvents may flow to the bottom of the

tank. Hence, the air in the tank is both renewed

and dehumidified to keep clean atmosphere and

steady temperature and humidity conditions.

Figure 2: Application of coating

The sequence of coating application also plays an

important rule. If we consider a coating system of

two parts (2 coatings), then we should apply the

first coating to all tank surfaces for a specific dry

film thickness. At this stage, as we approach the

ceiling we must cover the tank bottom to avoid any

overspray.

Figure 3: Coating application sequence

Some cargoes are required to be carried at

certain temperatures. For that reason, heating coils

are installed in the cargo tanks to keep the cargo at

the required temperature. The heating substance is

oil or water coming from a heat exchanger, so en‐

able the cargo to be carried at a desired range of

temperatures (ExxonMobil, 2002). Chemical tankers

must have a system for tank heating in order to

maintain the viscosity of certain cargoes. Typically

this system consists of a boiler which pumps pres‐

surized steam through so‐called “heating coils”

made from stainless steel pipes in the cargo tanks,

thus transferring heat into the cargo, which circu‐

lates in the tank by convection.

In SOLAS Chapter II‐2, Regulation 4 Para‐

graph 5.5, tankers are also required to be fitted with

an inert gas system. With the inert gas system, the

protection against a tank explosion is achieved by

keeping the oxygen content low. It will reduce the

hydrocarbon gas concentration of tank atmosphere

to a safe proportion. The problem is that impurities

such as carbon and moisture are normally present

in flue gases and it is difficult to use a conventional

inert gas system with some chemical.

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Figure 4 : Typical arrangement of Inert Gas System

Besides that, IMO also introduced emer‐

gency towing arrangement to enable vessels to

be operated and controlled in cases of mechani‐

cal failures. Under SOLAS Chapter II‐1, Regulation

3‐4, as for any other ships, navigational equip‐

ment of tankers needs to be duplicated. All new

tankers of 20,000 DWT and above have to be

fitted with an emergency towing arrangement

fitted at both end of the ships.

Figure 5: Emergency towing arrangements

In ensuring the safety of personnel and

navigation, personal life saving appliances and radio

communication system are very important. Under

SOLAS Chapter 3 Part B, there is a requirement for

at least one lifebuoy on each side of the ship to be

fitted with a buoyant lifeline equal in length to not

less than twice the height at which it is stowed

above the waterline at any time or 30 meters,

whichever is greater. Not less than half of the life‐

buoys must have self‐igniting

lights, not less than two of which

must be provided with self activat‐

ing smoke signals which must be

capable of quick release from navi‐

gating bridge. Besides that, a suf‐

ficient number of survival craft

shall be carried for persons on‐

board and must be placed at areas

that are readily accessible. En‐

closed lifeboat must be provided

and for all chemical tanker. Life‐

boats must be equipped with self‐

contained air support system (if

the cargo emits toxic gases). In addition, these life‐

boats must afford protection against fire for at least

eight minutes (where the cargo is flammable).

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Figure 6: Enclosed life boat with self contained air support system

For safety of navigation, installation of

radio communication equipment is important.

At least three (3) two‐way VHF radiotelephone

apparatus shall be provided on every cargo ship

of 500 gross tonnage and upwards. Furthermore,

ships also need to be fitted with a Global Mari‐

time Distress and Safety System (GMDSS) for the

purpose of providing a maritime mobile service

identity. In this case, INMARSAT identity and

ship’s serial number may be transmitted by the

ship’s equipment and used to identify the ship in

emergency situation (SOLAS Regulation 2).

Figure 7: Layout cargo pump‐room with carbon dioxide fire‐extinguishing system

A chemical tanker is a vessel that has high

risk of explosion. Chemical tanker Kemal Ka suffered

explosion on board on 13th June 2010, 13 nautical

miles off Almedina, near Chipiona and on 29th Feb‐

ruary 2004, a chemical tanker The Bow Mariner

sinks after an explosion off the coast of Virginia. As

a result, under SOLAS Chapter II‐2 Regulation 7, fire

detection and alarm system must be installed in the

tanker especially at places periodically unattended

such as machinery spaces, the main propulsion and

associated machinery. Smoke detector should be

fitted at all stairways, corridors and escape routes.

Under regulation 10, ships constructed on or after

1st July 2002, are required to be fitted with suitable

fire fighting systems that can be operated from a

readily accessible position outside the pump‐room.

Cargo pump‐rooms shall be provided with a system

suitable for machinery spaces for ships in category

A. In this case, a carbon dioxide (CO2) fire‐

extinguishing system complying with the provisions

of the Fire Safety Systems Code, such as the alarms

giving audible warning of the release of fire extin‐

guishing medium shall be safe for use in a flamma‐

ble cargo vapour/air mixture. A notice shall be ex‐

hibited at the controls stating that, due to the elec‐

trostatic ignition hazard, the system is to be used

only for fire extinguishing and not for inerting pur‐

poses. The extin‐

guishing method of

CO2 gas is based on

the reduction of the

oxygen level in air to

a certain level of CO2

concentration. Com‐

bustion cannot be

sustained in an at‐

mosphere containing

a minimum of 34% of

CO2.

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When transporting a bulk cargo which is

liable to emit a toxic or flammable gas, or cause

oxygen depletion in the cargo space, an appro‐

priate instrument for measuring the concentra‐

tion of gas or oxygen in the air shall be provided

together with detailed instructions for its use

(SOLAS Chapter 6, Regulation 3). In Chapter VII of

SOLAS (Carriage of Dangerous Goods) the chemi‐

cal tanker which carries dangerous and hazard‐

ous cargoes are required to carry an appropriate

document as evidence of such compliance. The

document of compliance is normally issued by a

classification society at the same time as the

safety equipment certificate is issued.

CONCLUSION

In a nutshell, each class of vessel needs

special requirements due to its unique opera‐

tion. All safety requirements are very important

in the process of designing any ship. This is to

ensure the vessels to be in seaworthy condition

and safe for navigation as well as to avoid any

threat either to the crew or goods being carried.

The rules and regulations are made after de‐

tailed examinations on the causes of previous

accidents at sea. However, these conventions

are soft laws and only impose minimum require‐

ments. Flag states, port states, ship classification

societies and other law enforcement bodies will

then enforce their regulations after adopting the

conventions into their own laws or standards.

Shipowners will strive to minimize cost and maxi‐

mise profit in the operation of chemical tankers

and other vessels. The various legal require‐

ments imposed by IMO will inherently result in

higher acquisition and operating costs. Neverthe‐

less, the safety assurance provided by the imple‐

mentation of the various provisions from the

IMO conventions should never be underesti‐

mated.

REFERENCES

1. Baptist, C. (2000), Tanker Handbook for Deck Officers,

8th Edition, Brown, Son & Ferguson Ltd, Glasgow.

2. ExxonMobil (2002), Marine Environmental & Safety

Criteria for Industry Vessels in Exxonmobil Service,

Exxonmobil.

3. IMO (2004), SOLAS, Consolidated Edition, IMO

Publication, London.

4. IMO (2006), MARPOL, Consolidated Edition,

IMOPublication, London.

5. ICS (2002), Tanker Safety Guide Chemicals, Third

Edition, International Chamber of Shipping, London.

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UNIKL MIMET AND ALAM SHIP MANAGEMENT SDN BHD (ASMSB)

RESEARCH COLLABORATION

STEERING COMMITTEE MEETING 21ST JUNE 2010

UniKL MIMET and Alam Ship Management Sdn Bhd (ASMSB) Collaboration lead to the first

Steering Committee Meeting that was attended by nine UniKL MIMET representatives and

seven from ASMSB. Two project titles were proposed: Ship Control and Monitoring System

(SCAMS) and Testing and Commissioning (T&C) System. Project Technical Team was

formed and the MOU contents were reviewed during the meeting. Progress follow up was

done through the Project Meeting on the 1st August 2010 whereby UniKL MIMET validated

the SCAMS system and on the 18th August 2010 UniKL MIMET reviewed the documents

provided by ASMSB.

R & D ACTIVITIES

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INDUSTRIAL VISIT

R & D ACTIVITIES

PLASTIC TECHNOLOGY CENTER,

SIRIM HEADQUARTERS, S.ALAM 10TH AUGUST 2010

Industrial visit to Plastic Technology Centre, SIRIM Head Quarters in Shah Alam on the 10th August

2010 is to discuss the possibilities of utilizing Rice Husk Bio‐Composite material as an alternative

to natural wood for marine application. UniKL MIMET delegations consist of Deputy Dean, Dr.

Mohd. YuzriMohdYusop, R&D Coordinator, Mrs. NurshahnawalYaacob and three other lecturers,

Mr. Asmawi Abdul Malik, Mr. ZulzamriSalleh and Mrs. SyajaratunnurYaakup given the opportunity

to observe the production of the Rice Husk Bio‐Composite material and made a conclusion on ex‐

ploring further of the bio panel (in terms of capability and durability) in marine application espe‐

cially on wooden boat building and composite boat building.

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CALL FOR PAPERS

To inculcate the research culture amongst academics, Universiti Kuala Lumpur Malaysian Institute of Marine Engineer-ing Technology (UniKL MIMET) is publishing the Marine Frontier@UniKL Research Bulletin. For a start, the bulletin will be published four times a year, in January, April, July and October. Original research papers, which have not been pub-lished or currently being considered for publication elsewhere, will be considered.

Accepted Types of Research

The papers accepted for the bulletins must be based on any of the following types of research:

Basic research (pure basic research and strategic basic research)

Applied research

Experimental development

Critical review

Pure basic research is experimental and theoretical work undertaken to acquire new knowledge without looking for long-terms benefits other than advancement of knowledge.

Strategic basic research is experimental and theoretical work undertaken to acquire new knowledge directed into specified broad areas in the expectation of useful discoveries. It provides the broad base of knowledge necessary for the solution of recognised practical problems.

Applied research is original work undertaken primarily to acquire new knowledge with a specific application in view. It is undertaken either to determine possible use for the findings of basic research or to determine new ways of achieving some specific and predetermined objectives.

Experimental development is systematic work, using existing knowledge gained from research or practical experience that is directed to producing new materials, products or devices, to installing new processes, systems and services, or to improving substantially those already produced or installed.

Critical review is a comprehensive preview and critical analysis of existing literature. It must also propose a unique lens, framework or model that helps understand specific body of knowledge or address specific research issues.

Condition of Acceptance

The editorial board considers all papers on the condition that:

They are original

The authors hold the property or copyright of the paper

They have not been published already

They are not under consideration for publication elsewhere, nor in press elsewhere

They use non-discriminatory language

The use of proper English (except for manuscripts written in Bahasa Melayu-applicable for selective only)

All papers must be typed on A4 size page using Microsoft Words. The complete paper must be approximately 3, 000 to 7, 000 words long (excluding references and appendixes). The format is described in detail in the next section.

All papers are reviewed by the editorial board and evaluated according to:

Originality

Significance in contributing new knowledge

Technical adequacy

Appropriateness for the bulletin

Clarity of presentation

All papers will be directed to the appropriate team and/or track. The papers will be reviewed by reviewer(s) and/or editor. All review comments and suggestions should be addressed in the final submission if the paper is accepted for publication, copyright is transferred to the bulletin.

Please submit your paper directly to the Chief Editor- [email protected] or the Executive Editor- [email protected] for publication in the next issue of the Marine Frontier@UniKL.



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