MyIEM Jurutera E-Bulletin - December 2023 by myiem

DECEMBER 2023

Decarbonising of Marine Transport

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Number 12, DECEMBER 2023

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MAJLIS BAGI SESI 2023/2024 (IEM COUNCIL SESSION 2023/2024) YANG DIPERTUA / PRESIDENT Ir. Prof. Dr Norlida bt Buniyamin TIMBALAN YANG DIPERTUA / DEPUTY PRESIDENT Ir. Prof. Dr Jeffrey Chiang Choong Luin NAIB YANG DIPERTUA / VICE PRESIDENTS Ir. Mohd Khir bin Muhammad, Ir. Ts. Prof. Dr Tan Chee Fai, Ir. Abdul Razak bin Yakob, Ir. Yau Chau Fong, Ir. Dr Siti Hawa binti Hamzah, Ir. Fam Yew Hin, Ir. Chen Harn Shean SETIAUSAHA KEHORMAT / HONORARY SECRETARY Ir. Prof. Dr Zuhaina binti Zakaria BENDAHARI KEHORMAT / HONORARY TREASURER Ir. Assoc. Prof. Dr David Chuah Joon Huang BEKAS YANG DIPERTUA TERAKHIR / IMMEDIATE PAST PRESIDENT Ir. Ong Ching Loon BEKAS YANG DIPERTUA / PAST PRESIDENTS Y.Bhg. Academician Tan Sri Datuk Ir. (Dr) Ahmad Zaidee bin Laidin, Y.Bhg. Dato’ Paduka Ir. Hj. (Dr) Keizrul bin Abdullah, Y.Bhg. Tan Sri Dato’ Seri Academician Ir. Professor Emeritus Dr Chuah Hean Teik, Y.Bhg. Dato’ Ir. Lim Chow Hock, Ir. Dr Tan Yean Chin WAKIL AWAM / CIVIL REPRESENTATIVE Ir. Tu Yong Eng WAKIL MEKANIKAL / MECHANICAL REPRESENTATIVE Ir. Ng Yong Kong WAKIL ELEKTRIK / ELECTRICAL REPRESENTATIVE Ir. Mohd. Aman bin Hj. Idris WAKIL STRUKTUR / STRUCTURAL REPRESENTATIVE Ir. Dr Tan Kuang Leong WAKIL KIMIA / CHEMICAL REPRESENTATIVE Ir. Dr Chong Chien Hwa WAKIL LAIN-LAIN DISPLIN / REPRESENTATIVE TO OTHER DISCIPLINES Ir. Assoc. Prof. Dr Wong Yew Hoong WAKIL MULTIMEDIA DAN ICT / ICT AND MULTIMEDIA REPRESENTATIVE Ir. Assoc. Prof. Dr Lai Khin Wee WAKIL JURUTERA WANITA / WOMEN ENGINEERS REPRESENTATIVE Ir. Noorfaizah binti Hamzah WAKIL BAHAGIAN JURUTERA SISWAZAH / YOUNG ENGINEERS SECTION REPRESENTATIVES Mr. Muhammad Ashiq Marecan bin Hamid Marecan, Grad. IEM, Mr. Lim Yiren, Mr. Darshan a/l Balasubramaniam, Grad. IEM, Mr. Ooi Wei Chien, Grad. IEM, Ms. Ong Ye Shian, Grad. IEM AHLI - AHLI MAJLIS / COUNCIL MEMBERS Ir. Dr Vigna Kumaran a/l Ramachandaramurthy (casual vacancy for Ir. Dr Siti Hawa binti Hamzah for 1 session), Ir. Assoc. Prof. Dr Lee Tin Sin, Ir. Mah Way Sheng, Ir. Sreedaran Raman, Ir. Lee Cheng Pay, Ir. Dr Kannan a/l M. Munisamy, Ir. Dr Siow Chun Lim, Ir. Wong Chee Fui, Ir. Ts. Assoc. Prof. Dr Hum Yan Chai, Ir. Tiong Ngo Pu, Ir. Rusnida binti Talib, Ir. Prof. Dr Lau Hieng Ho, Ir. Dr Muhammad Azmi bin Ayub, Ir. Arul Hisham bin Abdul Rahim (casual vacancy for Ir. Fam Yew Hin - for 2 sessions), Ir. Razmahwata bin Mohd Razalli, Ir. Simon Yeong Chin Chow, Ir. Dr Chan Seong Phun, Ir. Yam Teong Sian, Ir. Kwok Yew Hoe, Ir. Dr Lee Choo Yong, Ir. Sharifah Azlina binti Raja Kamal Pasmah, Ir. Ts. Dr Wan Syakirah binti Wan Abdullah, Ir. Dr Mui Kai Yin, Ir. Shamil bin Abu Hassan, Ir. Wan Rizaluddin Abdullah bin Wan Ali, Ir. Prof. Dr Lam Wei Haur (casual vacancy for Ir. Prof. Dr Zuhaina bt Zakaria for 3 sessions) AHLI - AHLI MAJLIS JEMPUTAN / COUNCIL MEMBERS BY INVITATION Ir. Lai Sze Ching, Ir. Gopal Narian Kutty, Y.Bhg. Dato’ Prof. Ir. Dr Mohd Hamdi bin Abd Shukor PENGERUSI CAWANGAN / BRANCH CHAIRMAN 1. Pulau Pinang: Ir. Chan Wah Cheong 2. Selatan: Ir. Thayala Rajah s/o Selvaduray 3. Perak: Ir. Assoc. Prof. Dr Nursyarizal bin Mohd Nor 4. Pahang: Ir. Ab Rahman bin Hashim 5. Kedah-Perlis: Ir. Roshasmawi bin Abdul Wahab 6. Negeri Sembilan: Ir. Shahrin Amri bin Jahari 7. Kelantan: Ir. Ts. Hj. Abrizan bin Abdul Kadir 8. Terengganu: Ir. Mazlan bin Che Ku Ahmad 9. Melaka: Ir. Ong Yee Pinn 10. Sarawak: Ir. Sim Hui Kheng, Stephanie 11. Sabah: Ir. Chin Tet Fu, Willy 12. Miri: Ir. Chong Boon Hui

AHLI JAWATANKUASA INFORMASI DAN PENERBITAN/ STANDING COMMITTEE ON INFORMATION AND PUBLICATIONS 2023/2024 Pengerusi/Chairman: Ir. Abdul Razak bin Yakob Naib Pengerusi/Vice Chairman: Ir. Dr Siow Chun Lim Setiausaha/Secretary: Ir. Ts. Assoc. Prof. Dr Hum Yan Chai Ketua Pengarang/Chief Editor: Ir. Abdul Razak bin Yakob Pengarang Prinsipal Buletin/ Principal Bulletin Editor: Ir. Razmahwata bin Mohamad Razalli Pengarang Prinsipal Jurnal/Principal Journal Editor: Ir. Ts. Assoc. Prof. Dr Teo Fang Yenn Pengerusi Aplikasi Mudah Alih IEMGo/IEMGo Mobile Application Chairman: Ir. Dr Bhuvendhraa Rudrusamy Pengerusi Penglibatan Ahli/Members Engagement Chairperson: Ir. Rusnida binti Talib Pengerusi Pusat Sumber/Resource Centre Chairman: Ir. Dr Kannan a/l M. Munisamy Ahli-Ahli/Committee Members: Ir. Ong Guan Hock, Ir. Lee Chang Quan, Ir. Lau Tai Onn, Ir. Dr Oh Seong Por, Ir. Yee Thien Seng, Ir. Dr Lee Choo Yong, Ir. Ts. Dr Tan Kim Seah, Ir. Assoc. Prof. Dr Lee Tin Sin, Dr Sudharshan N. Raman, Grad. IEM, Ms. Michelle Lau Chui Chui, Grad. IEM, Ir. Tu Yong Eng, Ir. Dr Nor Ilia Anisa binti Aris, Mr. Muhd Ashiq Marecan bin Hamid Marecan, Grad. IEM, Mr. Chuah Pei Lim, Grad. IEM LEMBAGA PENGARANG/EDITORIAL BOARD 2023/2024 Ketua Pengarang/Chief Editor: Ir. Abdul Razak bin Yakob Pengarang Prinsipal Buletin/ Principal Bulletin Editor: Ir. Razmahwata bin Mohamad Razalli Ahli-ahli/Committee Members: Ir. Dr Siow Chun Lim, Ir. Lau Tai Onn, Ir. Ong Guan Hock, Ir. Yee Thien Seng, Ir. Dr Oh Seong Por, Ir. Ts. Assoc. Prof. Dr Teo Fang Yenn, Dr Sudharshan N. Raman, Ir. Tu Yong Eng, Ir. Lee Chang Quan, Ir. Dr Lee Choo Yong, Ir. Ts. Dr Tan Kim Seah, Ms. Michelle Lau Chui Chui, Grad. IEM Secretariat: Janet Lim, Nurul Aida binti Mustafa, Nur Illyarnie binti Rosman

THE INSTITUTION OF ENGINEERS, MALAYSIA

Bangunan Ingenieur, Lots 60 & 62, Jalan 52/4, P.O. Box 223, (Jalan Sultan), 46720 Petaling Jaya, Selangor Darul Ehsan. Tel: 603-7968 4001/4002 Fax: 603-7957 7678 E-mail: sec@iem.org.my Homepage: http://www.myiem.org.my

Contents Cover Note & Editor’s Note

05 06 - 13

Cover Story Decarbonising The Marine & Shipping Industry

16 - 27

Features

Underwater Inspection of Port and Jetty Structure Decarbonising Marine Transportation Welding Procedure Development Concept (Quality, Safety & Metal 3D Printing Perspective)

Forums

29 - 33

Inculcating First-Class Maintenance Culture Exploring the Depths: A Day at Subsea Rover (SSR) Sdn. Bhd.

Campus News

Sustainable & Integrated Engineering Student Research e-Poster Competition

Engineer’s Adventures Exploring Thailand in Ancient City (Muang Boran)

Perspective

39 - 40

Why High Performance is Important and How to Sustain it

Pink Page Blue Page

42 43 - 44

COVER NOTE

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Decarbonising Marine Transport

ecarbonising marine transport is an imperative step towards mitigating climate change and reducing the by Ir. Ts. Abdul Malik Hussein environmental impact of the shipping industry bin Abdul Jalil Chairman, Marine Engineering & as this sector is responsible for a significant Naval Architecture Technical Division portion of global greenhouse gas emissions, primarily due to the use of fossil fuels in its vessels. To achieve decarbonisation, various strategies are being pursued. First and foremost is the transition to alternative fuels and propulsion technologies. This includes the adoption of cleaner options such as Liquefied Natural Gas (LNG), biofuels and hydrogen as well as the development of electric and hybrid propulsion systems. Additionally, optimising vessel design and improving operational efficiency can significantly reduce emissions. International regulations, like the International Maritime Organisation’s (IMO) strategy to reduce greenhouse gas emissions, are pushing the industry to embrace these changes. Carbon pricing mechanisms and incentives for sustainable practices are also being considered. Collaboration among industry stakeholders, governments and researchers is essential for the successful decarbonisation of marine transport. With innovation, regulation and cooperation, the shipping sector can play a pivotal role in achieving global climate goals while ensuring the continued movement of goods across the oceans. This month’s JURUTERA features Ts. Hazrool Rizal bin Abdul Rahim, Senior Assistant Director of the Maritime Industry Control Division, Malaysia Marine Department (MMD). Enjoy!

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EDITOR’S NOTE by Ir. Razmahwata bin Mohamad Razalli Principal Bulletin Editor

Roads? Where We’re Going, We Don’t Need Roads!

he IT Department in IEM comprises four staff members who handle everything related to IEM’s computing infrastructure. They also do forward-facing interfaces and processes for members and the public which include the website, social media, balloting and forms. The COVID pandemic forged them into virtual space maestros as this was critical to move IEM quickly into the virtual arena as well as to arrange hybrid meetings and IEM IT Department activities. In addition, they have also become a source of income for IEM by outsourcing their expertise in arranging hybrid events with external organisations. “Nos salutant vos” (We salute you).

DECEMBER 2023

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Decarbonising The Marine & Shipping Industry In 2018, the International Maritime Organisation set an ambitious goal to cut greenhouse gas (GHG) emissions in ships by at least 50% by 2050. Ships emit more than one billion tons of GHG or nearly 3% of emissions worldwide, so maritime decarbonisation is critical to decarbonising the global economy as a whole. To do this means steering away from the use of standard petroleum-based fuels such as diesel in favour of LNG and biofuels.

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THE INSTITUTION OF ENGINEERS, MALAYSIA

In May 2019, the Norwegian government and the IMO established the Green Voyage 2050 Project to move the industry to a lowercarbon future and Malaysia was accepted as a Pioneer Pilot Country. Ts. Hazrool Rizal bin Abdul Rahim, Senior Assistant Director of the Maritime Industry Control Division, Malaysia Marine Department (MMD), tells JURUTERA that though Malaysia is on the right track in maritime decarbonisation, a lot remains to be done.

Ts. Hazrool Rizal bin Abdul Rahim is Senior Assistant Director at Malaysia Marine Department’s Maritime Industry Control Division. He oversees maritime governance, inspections, issuance of statutory certificates, and ensuring safety compliance. As a frequent representative at IMO conferences, he ensures adherence to international maritime standards. He is a distinguished speaker at various maritime conferences locally and internationally. With a pivotal role in ship assessment, pollution prevention, and service quality, Hazrool is a dedicated professional.

Ts. Hazrool Rizal bin Abdul Rahim

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Can you provide an overview of the status of GHG emissions from the marine and shipping industry in Malaysia and the ASEAN region? In 2022, the Malaysia Marine Department (MMD) joined the Green Voyage 2050 (GV2050) Project as a Pioneer Pilot Country. Other participating countries are Azerbaijan, Belize, China, Cook Islands, Ecuador, Georgia, India, Kenya, Malaysia, Solomon Islands, South Africa and Sri Lanka. The project was established in May 2019 as a collaboration between the Norwegian government and the International Maritime Organisation (IMO) to move the industry to a lower-carbon future (https://greenvoyage2050.imo.org/ partnering-countries/). The Ministry of Transport will focus on sustainable energy transition for the shipping industry as part of efforts to achieve net zero emissions by 2050. On 22 June 2023, the Task Force GV2050 presented the Report on the Implementation of GV2050. Malaysia’s GV2050 journey began after the Port of Tanjung Pelepas (PTP) in Gelang Patah, Iskandar Puteri, Johor, was picked to spearhead the Green Tug and Pilot Boat as a pioneer pilot project for the country. There are four main components. 1. Developing global tools to support the implementation of the initial IMO GHG Strategy. 2. Capacity building, policy and National Action Plan development. 3. Strategic partnership development. 4. Technology cooperation, innovation and pilot demonstrations. MMD is also joining MEPSEAS in Phase 2 of the IMO-Norad (Norwegian Agency for Development Cooperation) collaboration to protect the seas from the negative effects of ships and shipping by working with 7 countries in SouthEast Asia. MEPSEAS envisaged that countries would implemented their chosen convention by the end of the project in 2021 and to put longterm plans in place to ensure the protection of the seas in South-East Asia in the future.

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GHG Emissions: The marine and shipping industry is a significant contributor to global GHG emissions. It primarily emits carbon dioxide (CO2) but also releases other pollutants such as sulphur dioxide (SO2) and nitrogen oxides (NOX). Malaysia’s Marine & Shipping Industry: Malaysia has a substantial shipping industry due to its strategic location in South-East Asia and its reliance on maritime trade. The Malaysian Maritime Enforcement Agency (MMEA) and the MMD are responsible for regulating and overseeing maritime activities in its waters. Major ports such as Port Klang, Penang Port and Johor Port handle a significant portion of regional trade. The Green Port Policy was implemented by the Johor Port Authority (https://www. lpj.gov.my/index.php/en/corporate/ green-port-policy). ASEAN: There are 10 member countries: Brunei, Cambodia, Indonesia, Laos, Malaysia, Myanmar, the Philippines, Singapore, Thailand and Vietnam. The maritime industry plays a crucial role in facilitating trade and economic development in ASEAN countries and the region is a vital hub for global trade, with many busy shipping routes. GHG Emissions: The industry contributes to global GHG emissions, but the exact contribution depends on factors such as the type of ship, fuel used and the volume of shipping activities. Shipping emissions are often measured in terms of “bunker fuels” and are a significant source of CO2 emissions globally. The industry faces growing pressure to reduce GHG emissions and efforts to do so include initiatives such as the IMO’s sulphur cap regulations and the push for cleaner, more efficient ship designs. In November 2020, PETRONAS launched its Liquefied Natural Gas (LNG) bunkering business by completing its first LNG bunkering operation in Pasir Gudang, Johor. Collaborating with Titan LNG, a leading LNG bunkering solution provider in Europe, this involved a ship-to-ship LNG bunkering transfer from MV Avenir Advantage, its first LNG Bunkering Vessel (LBV) to SIEM Aristotle.

DECEMBER 2023

Scope of MMD: The MMD is responsible for maritime functions, including vessel registration, maritime safety, navigation and enforcement of maritime laws. It played a role in implementing and enforcing international regulations related to emissions reduction, such as the IMO’s MARPOL Annex VI regulations, which set emission standards for ships. It also comes up with notices i.e. for the implementation of Green Align with IMO: 1. Scrubber: chrome-extension:// efaidnbmnnnibpcajpcglclefindmkaj/https://www.marine.gov.my/ jlm/admin/assets/uploads/files/notis/e6094-msn072019.pdf 2. BWMC: chrome-extension://efaidnbmnnnibpcajpcglclefindmkaj/ h t t p s : / / w w w. m a r i n e. g ov. my / jlm/admin/assets/uploads/files/ notis/27991-npm082017.pdf 3. EEXI & CII: chrome-extension:// efaidnbmnnnibpcajpcglclefindmkaj/https://www.marine. gov.my/ jlm/admin/assets/uploads/files/ notis/60b96-msn082023.pdf What are the key challenges for the maritime sector in its decarbonisation efforts? Like many other regions globally, the maritime sector in Malaysia faces several key challenges such as: High Capital Costs: Transitioning to cleaner and more sustainable technologies in the maritime sector often requires significant upfront investments in new vessels, technologies, and infrastructure. Many shipowners and operators may be reluctant to make these investments due to the high capital costs involved. Lack of Incentives: The availability of financial incentives and subsidies for adopting green technologies and practices is limited in many regions, including Malaysia. Without proper incentives, shipowners may be less motivated to invest in decarbonisation efforts. Limited Infrastructure: There is limited infrastructure supporting alternative fuels and technologies, such as LNG bunkering facilities or electric charging stations for ships.

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DECEMBER 2023

some vessels may lack the harmonising regulations related to the necessary equipment or maritime sector. systems to do so. What are the on-going initiatives or To address these, projects aimed at reducing carbon the MMD and industry emissions in the maritime industry stakeholders can within Malaysia and the ASEAN consider implementing a region? combination of regulatory ASEAN countries often collaborate on measures, incentives and environmental issues, including GHG industry initiatives such emissions reduction in the shipping as providing financial Inside the MV Polaris with Ts. Hazrool Rizal in the front row industry. The IMO has introduced a incentives for green (wearing cap and second from left) series of regulations to reduce GHG investments, developing Expanding this will require significant emissions from the global shipping infrastructure for alternative fuels, investment and planning. industry, i.e., Marpol Annex VI (CII) streamlining regulatory compliance, Regulatory Challenges: Adhering and Malaysia is required to adhere to promoting research and development to international and domestic these regulations. in green technologies and fostering regulations related to emissions and Meanwhile, shipping companies international cooperation to align environmental standards can be and organisations in the region decarbonisation efforts. complex and costly. Shipowners must are implementing the Ship Energy navigate a web of regulations and nonAre there existing regulations or Efficiency Management Plan (SEEMP) compliance may result in penalties. policies in Malaysia or ASEAN to as per IMO requirements. SEEMPs Technological Readiness: Many address carbon emissions from the are designed to improve the energy green technologies, such as hydrogen shipping industry? efficiency of vessels and these involve or ammonia-powered ships, are still in There have been efforts made in measures such as optimising ship speed, hull cleaning and using energythe experimental stages. Stakeholders Malaysia and ASEAN countries to efficient technologies. They have also may be hesitant to adopt these address carbon emissions from begun exploring the use of LNG and technologies until they are proven to the shipping industry. However, the biofuels as these produce fewer GHG be reliable and cost-effective. effectiveness of these regulations and Cultural Resistance: There may emissions than traditional fuels. policies may have changed since then. be resistance within the industry On shore, ports are upgrading In 2018, IMO introduced the Initial to change long-standing practices infrastructure to accommodate IMO GHG Strategy, which defines the and to adopt new technologies and more energy-efficient vessels and objectives, tools, pace of work and operational procedures. to reduce waiting times while guiding principles as the framework Trade-Offs with Efficiency: research institutions and industry for Member States to decarbonise Improving environmental performance stakeholders are conducting R&D shipping. ASEAN countries are often comes with trade-offs in terms expected to align with of operational efficiency. Shipowners these regulations. may be concerned that adopting Malaysia has been cleaner technologies will reduce the working to implement competitiveness and profitability of and enforce regulations their vessels. related to the protection Global Nature of Shipping: The of marine environments. global nature of the industry means While some may not that international cooperation explicitly address carbon and coordination are essential for emissions, they contribute Ship Control Navigational Bridge effective decarbonisation efforts. The indirectly to reducing the lack of a unified global approach may environmental impact of slow down progress. shipping operations. Economic Uncertainty: Fluctuating MMD has also conducted fuel prices and market conditions seminars addressing make it challenging for shipowners to environmental issues, commit to long-term investments in including carbon emissions. green technologies. ASEAN nations have Data Collection & Reporting: cooperated on various Monitoring and reporting emissions environmental initiatives Second engineer Shargu explaining how the data accurately can be challenging; and there are discussions on Shaft Generator works to IEM visitors

10 DECEMBER 2023 projects focused on improving the energy efficiency of ships, developing cleaner propulsion technologies and exploring innovative solutions to reduce emissions. To track and manage carbon emissions, some shipping companies have implemented emissions monitoring and reporting systems to help them to identify areas for improvement and to reduce their carbon footprint. How are industry stakeholders collaborating to promote decarbonisation efforts? It is important that stakeholders, such as shipowners, operators and ports, collaborate to promote decarbonisation efforts; various initiatives and partnerships have emerged to address this challenge, including using low-sulphur fuel, slower travel time, incorporating a ballast free system, using LNG, implementing exhaust scrubber system/sulphur scrubber system, using a speed nozzle to save fuel, applying the best anti-fouling hull paint and using wind energy with the Kite-Sail and Rig-Sail systems. IMO has been working closely with member states and industry stakeholders to implement measures such as Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII) to improve ship efficiency and reduce emissions. It will be implemented globally in July 2024. Associations such as Malaysia Shipowners’ Association represent the interests of shipowners and operators. They actively engage in discussions and initiatives related to decarbonisation and advocate for industry-wide commitments and actions. Ports play a crucial role and many are investing in infrastructure to support the charging and refuelling of low-carbon or electric ships. They are also working on optimising operations to reduce emissions within their boundaries. Financial institutions are also considering the environmental criteria when approving loans/investments. Conferences, working groups and publications facilitate the sharing of

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best practices, data and experiences among industry stakeholders. This helps accelerate the adoption of decarbonisation measures. Successful collaborations include the adoption of LNG as a transitional fuel, the development of hydrogen-powered vessels and the increased use of windassisted propulsion technologies. However, it’s important to note that challenges remain, such as the high cost of green technologies and the need for regulatory harmonisation on a global scale. Name technological advancements or innovations to make vessels and shipping operations more environmentally friendly The following initiatives are primarily driven by the need to reduce GHG emissions, improve fuel efficiency and minimise the environmental impact of maritime transportation. a. LNG-Powered Ships: LNG is a cleaner alternative to traditional fuels, emits fewer pollutants and has lower GHG emissions. b. Hybrid and Electric Propulsion: Some ships are adopting hybrid or fully electric propulsion systems using batteries and electric motors, particularly in smaller vessels and ferries (https://www.manifoldtimes. com/news/malaysias-first-hybridbattery-offshore-supply-vessel-willbe-designed-to-abs-rules/). c. Wind-Assisted Propulsion: Technologies such as Feltner rotors and sail-assisted propulsion systems are being developed to harness wind power and reduce reliance on fossil fuels. d. Alternative Fuels: Research is ongoing into alternative fuels for maritime application. e. Energy-Efficient Hull Design: Innovations in hull design, including air lubrication systems and advanced coatings, help reduce resistance through water, improving fuel efficiency. f. Emission Reduction Systems: Exhaust gas cleaning systems, also known as scrubbers, are being used to remove sulphur and other pollutants from ship emissions, making them compliant with

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stricter regulations. g. Digital Technologies: Advanced sensors, data analytics and machine learning are used to optimise operations, route planning and cargo loading. h. Cold Ironing and Shore Power: Ports are increasingly providing power facilities, allowing ships to turn engines off and use electricity from shore, thus reducing air pollution. i. Emissions Monitoring & Reporting: Regulations are pushing for improved monitoring and reporting of emissions, which encourages shipping companies to reduce their carbon footprint. j. Autonomous Shipping: Autonomous vessels can optimise routes, speed and operations more efficiently, potentially reducing fuel consumption and emissions. k. Ballast Water Treatment: Technologies to treat ballast water, which can introduce invasive species and pollutants to new environments, are becoming more advanced and environmentally friendly. l. Container Design/Optimisation: Innovative container designs and stacking methods help maximise cargo capacity, so fewer trips are needed which reduces emissions. m. Environmental Certification & Standards: Organisations such as the IMO have established standards and regulations to promote environmentally friendly practices and technologies. All these reflect a growing commitment to sustainability in the maritime sector, driven by environmental concerns and regulatory pressures to reduce the carbon footprint. Many are being adopted gradually to achieve sustainable and eco-friendly shipping in the long term. What roles do alternative fuels and energy sources play? Liquefied Natural Gas (LNG): LNG is a relatively cleaner fuel with less GHG emissions, sulphur oxides (SOX) and particulate matter. By using LNG, ship operators can comply with

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increasingly stringent emissions regulations such as the IMO’s sulphur cap regulations. Retrofitting existing vessels to run on LNG and incorporating LNG propulsion systems in new ship designs are viable options to reduce emissions and developing LNG bunkering infrastructure is essential to support the adoption of LNG as a maritime fuel. Hydrogen: When produced from renewable sources or through electrolysis using renewable energy, hydrogen is a zero-emission fuel that can be used to generate electricity for electric propulsion systems, providing a clean and efficient power source for ships. Thus, it is crucial to establish infrastructure for hydrogen production, storage and distribution to enable the adoption of hydrogen as fuel. Electric Propulsion: Electric propulsion systems, including battery-electric and hybrid-electric systems, can help reduce emissions by using electricity from clean sources or stored energy during lowload operations. Electric propulsion systems offer higher energy efficiency and lower maintenance costs than internal combustion engines. Developing shore power infrastructure will enable ships to connect to the grid and reduce their emissions while docked. To effectively decarbonise the maritime sector, several factors must be considered. Governments and industry stakeholders must invest in research and development, infrastructure and incentives to make alternative fuels and electric propulsion economically viable. It is essential to develop and implement regulatory frameworks that promote the use of cleaner fuels and technologies while ensuring safety and compliance and to build infrastructure for alternative fuel production, storage and distribution as well as establishing LNG bunkering and hydrogen refuelling facilities at ports. Collaboration among governments, shipowners, shipbuilders and technology providers is crucial to drive the adoption of alternative fuels and propulsion systems just as training

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and educating maritime professionals on the benefits and operation of alternative fuels and technologies is essential for successful implementation. In conclusion, LNG, hydrogen and electric propulsion can significantly reduce carbon emissions in the maritime sector. However, these require a coordinated effort involving all stakeholders and the government. How does the shipping industry align with the UN SDGs? We align with the UN SDGs by addressing environmental, social and economic challenges. a. SDG 13 (Climate Action): This is one of the most relevant SDGs as the maritime and shipping industry contributes to GHG emissions from the burning of fossil fuels. We need to adopt cleaner fuels, improve vessel efficiency and explore alternative propulsion technologies. b. SDG 7 (Affordable & Clean Energy): To achieve this we must transition to cleaner energy sources (energyefficient technologies and renewable energy such as wind and solar power). c. SDG 9 (Industry, Innovation & Infrastructure): Improving infrastructure and fostering innovation can lead to more sustainable practices and technologies. Investments in cleaner and more efficient vessels, port facilities and transportation infrastructure can support this goal. d. SDG 14 (Life Below Water): Sustainable practices such as preventing oil spills, reducing pollution and protecting marine ecosystems, contribute to the conservation and sustainable use of marine resources. e. SDG 15 (Life on Land): Reducing the environmental impact of shipping operations by minimising invasive species transportation and preventing pollution, aligns with efforts to protect terrestrial ecosystems. f. SDG 12 (Responsible Consumption & Production): We can support this SDG by optimising cargo loads, reducing waste as well as

DECEMBER 2023

adopting sustainable materials and practices in shipbuilding and maintenance. g. SDG 11 (Sustainable Cities & Communities): Ports are often located in or near urban areas. Sustainable port operations and integrated transportation systems can contribute to more sustainable and resilient cities and communities. h. SDG 8 (Decent Work & Economic Growth): Improvements in labour conditions and worker safety align with this goal. i. SDG 17 (Partnerships for the Goals): Collaboration between governments, industry stakeholders and international organisations is essential for achieving all the SDGs, including the maritime sector. Partnerships foster knowledge sharing, innovation and the implementation of sustainable practices. It’s important to note that the alignment of the maritime and shipping industry with the SDGs requires a multi-faceted approach involving regulatory changes, technological advancements and industry-wide collaboration. As climate change and sustainability become pressing concerns, the industry’s decarbonisation efforts play a pivotal role in achieving several SDGs, with SDG 13 being the most immediate and impactful focus area. Are there any financing mechanisms or incentives to support sustainable and low-carbon shipping practices in the region? There are but the availability and specifics of these mechanisms vary from one region to another. Businesses can consult relevant government agencies, industry associations and financial institutions. International organisations and funds, such as the IMO and the Green Climate Fund, may provide financial support for projects aimed at reducing emissions and promoting sustainable shipping practices. Some governments offer subsidies and grants for shipping companies to invest in cleaner, more sustainable

12 DECEMBER 2023 technologies such as retrofitting vessels with emission-reducing technologies or for the construction of more eco-friendly ships. Apart from this, governments and organisations do provide funding for research and development projects related to sustainable shipping technologies. Businesses can access these resources to develop and test new low-carbon solutions. Financial institutions, including banks and development organisations, may also provide specialised loan products with favourable terms for projects that contribute to sustainability. These loans will help shipping companies purchase cleaner and more efficient vessels. Tax credits and deductions can be provided to shipping companies which adopt sustainable practices or invest in low-carbon technologies. These incentives will reduce the tax burden and make green investments more attractive. Some ports offer fee discounts or incentives to ships that meet specific environmental criteria, such as using cleaner fuels or reducing emissions. These will help lower operating costs for shipping companies. However, to access these resources and incentives, businesses need to meet eligibility criteria and to follow application processes established by the relevant authorities or organisations. But as policies and incentives can change over time, it’s

The Shaft Generator

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THE INSTITUTION OF ENGINEERS, MALAYSIA

essential that businesses stay informed of the latest developments. What are the most critical steps or initiatives that need to be undertaken to accelerate the decarbonisation of the marine and shipping industry in Malaysia and ASEAN region, particularly in terms the SDGs? Here are some critical steps and initiatives that need to be undertaken to accelerate decarbonisation in this industry: R&D: Invest in R&D for cleaner and more efficient maritime technologies, including alternative fuels as well as support the development of energyefficient ship designs and propulsion systems, such as wind-assist technologies and electric propulsion. Renewable Energy: Encourage the use of renewable energy sources in port operations, such as solar panels and wind turbines to power port facilities and docked ships as well as provide financial incentives, tax breaks or subsidies for the adoption of renewable energy solutions. Green Ports and Infrastructure: Develop green ports with shore power facilities to enable ships to connect to electricity while in port, thus reducing the need for onboard generators. Implement sustainable port infrastructure and practices, including efficient cargo handling and reduced emissions from port equipment. Regulatory Frameworks: Establish and enforce stringent emissions regulations for ships operating in ASEAN waters, including limits on sulphur and nitrogen oxide emissions. Consider implementing carbon pricing mechanisms, such as a carbon tax or emissions trading scheme. Building & Training: Provide training and capacity-building programmes for maritime professionals to operate and maintain cleaner and more efficient technologies. Develop educational programmes to raise awareness of the importance of decarbonisation.

Engine room of the MV Polaris

Foster Collaboration: collaboration among ASEAN countries to create a unified approach to decarbonisation. Engage with international organisations and partnerships focused on sustainable shipping, such as the IMO and the Getting to Zero Coalition. On the global platform, engage with international partners to address cross-border issues related to shipping emissions and pollution and participate in global efforts to develop and implement low-carbon shipping technologies and practices. Financial Support and Incentives: Establish green financing mechanisms and incentives for shipowners to invest in cleaner vessels or to retrofit older ones. Promote green bonds and other financial instruments to fund sustainable shipping projects. Data and Monitoring: Develop a comprehensive data collection and reporting system for tracking emissions in the maritime sector. Use digital technologies like IoT and AI for real-time monitoring of emissions and fuel efficiency. Public Awareness: Raise public awareness of the environmental impact of shipping and the benefits of decarbonisation. Encourage consumers to choose products and services that prioritise sustainable shipping practices. A multifaceted approach involving government policies, industry collaboration, technology innovation and public engagement is required to accelerate decarbonisation in the industry. Aligning these efforts with the SDGs can help ensure a

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sustainable and prosperous future for the region. How will international collaborations and partnerships contribute to decarbonisation goals? International collaborations and partnerships can play a huge role in reducing emissions and transitioning to a more sustainable maritime industry. Through collaboration, countries and organisations can share data, research and best practices related to maritime emissions reduction as well as information on policy measures and incentives while nations learn from each other’s experiences and adopt effective policies more quickly. This will help identify effective strategies and technologies for reducing carbon emissions. It will also facilitate joint research and development efforts to create innovative, lowcarbon technologies, including the development of cleaner propulsion systems, alternative fuels and more energy-efficient ship designs. Collaborative efforts can help align international regulations and standards to ensure a level playing field for all stakeholders and to reduce the potential for regulatory arbitrage. It can lead to joint R&D projects to solve common challenges such as projects focused on reducing emissions, enhancing energy efficiency and improving vessel design. Developing countries or regions may lack the expertise and resources needed to adopt lowcarbon technologies. International partnerships can provide training and capacity-building programmes to help them transition to cleaner maritime practices. International collaboration can attract funding and investments from multiple sources, including governments, international organisations and the private sector to support the development and deployment of green technologies and infrastructure. Collaborative efforts can also lead to economies of scale in the production and deployment of green technologies.

MV Polaris

This can reduce costs and make it more affordable for the maritime sector to transition to cleaner options. It will also enable the establishment of international monitoring and reporting mechanisms for maritime emissions which will ensure that countries and organisations are held accountable for their emissions reduction commitments. Tell us some success stories of effective decarbonisation in the shipping industry from Malaysia or ASEAN, especially with respect to alignment to SDGs a. Malaysia’s Green Ship Programme: This programme aims to incentivise shipowners to adopt more environmentally friendly technologies and practices, such as cleaner fuels and energyefficient technologies. Aligning with SDG 13, this initiative focuses on reducing the carbon footprint of the industry. b. Singapore’s Maritime Green Initiative: The Maritime & Port Authority of Singapore (MPA) has launched the Maritime Singapore Green Initiative, which promotes sustainable shipping practices. It includes incentives for ships that meet specific environmental performance standards such as EEXI and CII. This initiative aligns with SDG 13. c. Indonesia’s Biodiesel in Maritime Transport: Indonesia has been working on utilising biodiesel in its maritime transport sector. Biodiesel from sustainable sources can significantly reduce GHG

emissions. By promoting the use of sustainable biodiesel, Indonesia is making strides in SDGs 13 and 7. d. ASEAN Framework on Sustainable Shipping: ASEAN is working on a regional framework for sustainable shipping practices aimed at harmonising regulations and standards across member nations, promoting environmental sustainability and supporting SDG 14s and 17. e. R&D Collaborations: Various universities and research institutions in ASEAN countries are collaborating with international partners to develop and test innovative technologies for decarbonising the shipping industry. These collaborations contribute to advancing SDGs 9 and 17. f. Green Port Initiatives: Several ports in ASEAN have initiated green port programmes focused on reducing emissions, optimising energy use and promoting sustainable practices within the port facilities. These align with SDGs 13 and 11. It’s important to note that the success of these initiatives and best practices depends on various factors, including government policies, industry collaboration and technological advancements. As global focus on decarbonisation continues to grow, these examples serve as starting points for addressing sustainability challenges in the maritime and shipping industry in the ASEAN region while aligning with the UN SDGs.

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Nippon Paint Expands Protective Coatings for Oil and Gas (O&G) Industry, Collaborates with PETRONAS - Q&A 1. Can you please elaborate on the expansion of your business into the oil and gas sector? Nippon Paint has been providing protective coatings solutions for various industries for over 100 years. The sectors include original equipment manufacturing (OEM), oil and gas, power, infrastructure and industrial, as one of the few companies globally to achieve this milestone. We have certified inspectors by the Institute of Materials Malaysia (IMM) and the Association for Materials Protection and Performance (AMPP). To compete in the market, we have increased our innovative research and development (R&D) to invent solutions. In total, we have 15 R&D centers across Asia, with over 56 years of innovative research.

2. The construction sector contributes a significant impact on social and economic. Does Nippon Paint have any plan to collaborate with organisations in order to penetrate and fulfill the sector? Recently, we just entered into collaboration with PETRONAS and their Advanced Materials team to use ProShield+, its graphene-based paint additive to expand and improve the quality of our protective coatings for Oil and Gas industry use.

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In addition, Nippon Paint has a range of products that conform to the PETRONAS Technical Standards (PTS), while catering to the needs of new construction, maintenance and repair. We hope that this collaboration will not only widen Nippon Paint’s presence in the coating industry but strengthen its position as a Total Coating & Construction Solutions (TCCS) provider. Moving forward, we look forward to working together with other major corporations in the future.

As part of our effort to strengthen the protective coatings business, Nippon Paint offers a new range of products called Nippon Paint 9049 GR which is infused with GrapheneTec+ Technology powered by ProShield+. The product has been launched under a new technology called GrapheneTec+, which anchors on the additive’s ultra-high barrier properties proven capable of strengthen coating’s corrosion resistance against harsh weather conditions and doubling the lifespan of the average coated steel.

GrapheneTec+

is built for the Oil & Gas and heavy industries with excellent corrosion resistance, improved wear resistance and superior thermal stability against harsh weather conditions.

3. Can you explain how the collaboration with PETRONAS in the Advanced Materials space brings value to the oil and gas industry? We believe that this collaboration with PETRONAS raises the bar in product innovation to cater to the oil and gas industry’s demands. Through this collaboration, Nippon Paint foresees that it can increase its competitive edge in new markets by enhancing its product innovation to meet evolving market demands. For instance, with the advanced technology in our new product offering Nippon Paint 9049 GR infused with GrapheneTec+ powered by ProShield+, we are able to reduce the cost of repainting as the additive is formulated for a superior performance of 3x higher corrosion resistance, 3x higher abrasion resistance and 2x longer lasting. We hope that our product innovation will be able to contribute more value to the oil and gas industry. 4. With the recent collaboration with PETRONAS, how does Nippon Paint contribute to the market segment? Through our collaboration with PETRONAS, Nippon Paint aims to increase its market share in the B2B Business from 42% to 60% by 2025. This is driven by higher performance and quality coating.

Following that, Nippon Paint aims to enter the global oil & gas market as well as offer a real chance for productivity gains, efficiency improvements, and innovation within this industry. 5. What are the long-term goals of this cooperation with PETRONAS and the prospects presented by Nippon Paint? The collaboration between Nippon Paint and PETRONAS marks an exciting milestone in the realm of protective coatings for the oil and gas industry, particularly through our innovative GrapheneTec+ technology. The long-term goals of this cooperation are to revolutionise and enhance the performance of protective coatings used in the oil and gas sector. By leveraging our expertise in coatings and PETRONAS’ extensive knowledge of the industry, we aim to develop coatings that provide unmatched durability, corrosion resistance, and operational efficiency, ensuring enhanced protection for critical infrastructure. Since this is our first collaboration with PETRONAS, we aim to collaborate on programs that are successful and will change the way Nippon Paint scales and expands. Nippon Paint is prepared to lay the proper basis for success that will enable us to grow exponentially and provide PETRONAS and its clients with greater value.

Mr. Tay Sze Tuck General Manager of Nippon Paint Malaysia

Disclaimer: IEM and Dimension do not give any warranty as to the completeness or accuracy of any information, instruction, advice and/or opinion stated in this Publication and IEM and/or Dimension shall not held responsible for the outcome of any action or decision based on such information, instruction, advise and/or opinion. Unless specified, nothing herein shall be deemed to be an endorsement of any product or opinion by IEM or Dimension.

16 DECEMBER 2023

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Underwater Inspection of Port and Jetty Structure Written and Prepared by: Ir. Ts. Prof. Dr Mohd Rizal bin Arshad With USM since 1999, Ir. Ts. Prof. Dr Mohd Rizal Arshad’s fields of expertise are Robotics & Industrial Automations, Measurement & Instrumentation Techniques, Biomedical Electronics & Medical Imaging and Underwater Robotics Technology.

Assoc. Prof. Dr Ahmad Faisal bin Mohamad Ayob Associate Professor at the Faculty of Ocean Engineering Technology & Informatics in Universiti Malaysia Terengganu since 2008, Director of International Centre and Managing Director of VSG Labs Sdn. Bhd.

Encik Ahmad Faris bin Ali 8 years’ experience in design and development robotics systems for Underwater Inspection and Culvert/Sewerage Inspection.

utonomous surface vehicles (ASVs) and sophisticated data handling and visualisation modules offer a comprehensive solution for port structure inspections. Port inspection refers to the examination of surface structures that are inaccessible for inspection due to location and positioning of the port/ jetty platform. Because of this, there will be limitations for manual inspections. ASVs are equipped with advanced sensors that improve their efficiency, accuracy and safety. Using them also eliminates the risks and expenses of manual inspections. In addition, their ability to navigate difficult terrain and access remote locations will ensure a more thorough examination, decreasing potential oversights and raising overall operation safety. By incorporating the artificial intelligence (AI) module, an assurance of enhanced accuracy and reliability in data representation is achieved. The processed data, along with accompanying information, will be translated into a 3D digital model. This model will feature a virtual reality (VR) simulator designed for the ASV and a virtual version of the actual data. The implementation of intelligent ASV systems will not only optimise operational efficiency but will also elevate the overall performance and longevity of maritime assets.

Challenges of Conventional Port Inspection

Regular inspections of port structures are essential to ensure the safety, functionality and durability of these maritime assets. When inspections are conducted regularly, potential structural problems can be identified and fixed

quickly. This proactive approach is vital for keeping the infrastructure strong and preventing accidents which, in turn, safeguards both workers and vessels. Moreover, inspections are instrumental in spotting early signs of wear and tear, allowing for timely repairs and maintenance. Addressing issues early on helps prevent expensive and disruptive emergency repairs. Traditionally, inspecting ports involved using boats operated by humans to take pictures and videos with cameras but this had several significant drawbacks. One major concern was the potential for human error which could compromise the accuracy and reliability of the inspections. Moreover, this method had limitations in terms of coverage as certain areas might be inaccessible, leaving potential security threats unnoticed. Additionally, the process was time-consuming due to the manual operation and capturing of images, which could slow down the inspection process and result in delays in addressing issues. Safety was also compromised as there were risks associated with operating boats in busy port environments, particularly during high tide when accessing certain areas of port structures became challenging and dangerous. Furthermore, the traditional method lacked scalability as it relied heavily on human resources. Ensuring consistency in the inspection process across different operators was a challenge. The physical limitations and fatigue experienced by personnel could hinder the effectiveness of the inspections. Inefficient coverage and the possibility of missing hazards collectively undermined the overall safety of the port.

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The pros and cons of both the traditional method and using an unmanned vehicle for underwater inspection depend on the specific task and environment in which it is performed. Tables 1 and 2 show the advantages and disadvantages of both methods. Table 1: Traditional Method

Advantages

Disadvantages

• Real-time decision-making • Physical interaction

• Safety issues and risk to inspectors • Hazardous environment (harsh weather)

• Limited data collection • Cost-effective

Our products:

Table 2: Autonomous Surface Vehicles (ASVs)

Advantages

Disadvantages

• • • • • •

• Limited physical interaction • Data processing requirements

Safety issue Remote operation Cost efficiency Reduced downtime Consistent data collection Continuous operation

ASVs for Port & Jetty Inspection

In response to these challenges, advanced technologies have emerged as promising alternatives. These include using AI and digital twins, along with automated methods such as ASVs. This innovative approach holds the potential for enhancing accuracy, coverage and efficiency while giving top priority to the safety of personnel during inspections. By adopting these new inspection methods, managements of ports and jetties can overcome the limitations of the traditional approach and ensure a comprehensive enhancement of security and operational effectiveness for their structures. Incorporating AI technology empowers ASVs to process and understand the collected data autonomously, adding an extra layer of accuracy and efficiency to the inspection process. Furthermore, ASVs offer a solution by combining automation, advanced technology and AI to ensure comprehensive assessments, improved safety and efficient maintenance practices.

Integrating AI for Enhanced Analysis

Enhancing ASVs for the inspection of port structures entails the use of AI technologies. These adept computers proficiently identify issues in the images, such as cracks or damage. AI can analyse patterns and disparities to detect any anomaly. ASVs capture data (images and videos), offering valuable insights into the structures. This enhancement helps predict potential issues to ensure the durability of structures in ports and jetties. With AI integration, ASVs have become invaluable for thorough port inspections, ensuring accuracy and reducing reliance on human assistance.

Digital Twins & Virtual Reality

Digital twins and VR are revolutionising industries with their groundbreaking applications. Pictures are used to create a 3-D digital replica of real-world structures such as ports and jetties. With digital twins, potential issues can be identified and analysed without the need for on-site visits. Meanwhile, VR will immerse users, enabling them to navigate these structures (similar to that in a game), enhancing operator training for ASVs. These technologies not only streamline inspections but also make training engaging and bolster the longevity of infrastructure like ports and jetties. At its core, a digital twin is a virtual replica of a physical object, process or system. The architecture of a digital twin is multi-layered but it fundamentally rests on three pillars.

No. 45-3, Jalan PJU 5/20 The Strand, Kota Damansara 47810 Petaling Jaya Selangor Darul Ehsan Tel Fax Email Email

: 603 6142 6638 : 603 6142 6693 : jasonklc@nehemiah-grp.com : julia@nehemiah-grp.com

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collecting and fewer operational interruptions, highlight their critical role in upgrading inspection processes. While human inspectors have the advantage of real-time decision-making and physical interaction, safety hazards are evident challenges. ASVs with AIdriven image processing analysis have demonstrated their abilities in accurate data collection and predictive maintenance, together Figure 1: Combination of a real-time VR environment of an ASV and its surroundings with the use of digital twin (Photo courtesy of Mathworks) approach and VR representations. 1. The real-world entity can range from a simple object to As technology advances, a combination of human skills a complex system. and technical innovation will pave the way for a more 2. There’s digital representation of this entity in the virtual balanced and effective approach to ensuring the integrity world. and durability of critical port and jetty infrastructure. 3. Finally, and perhaps most crucial, is the data, the conduit that ensures that the digital representation is REFERENCES always in sync with its physical counterpart. [1] Kang, H., Kim, S., and Yoon, K. (2016). Autonomous Surface Vehicle The intricate interplay between the 3 components for Harbor Surveillance. Journal of Navigation and Port Research, 40(6), 445-451. makes the concept of digital twins so transformative. The digital twin has a very distinctive feature: Real-time [2] Watson, J., and Raimondi, A. (2018). Integrated Autonomous Surface and Underwater Vehicle for Port Security. IEEE Transactions on data synchronisation. With a digital twin, every nuanced Intelligent Transportation Systems, 19(11), 3662-3673. change in the physical entity, no matter how minute, [3] Li, J. et al. (2020). AI-Based Autonomous Navigation for ASVs in Port is immediately mirrored in the virtual representation. This Environments. IEEE Transactions on Robotics, 36(4), 1073-1088. dynamic relationship means that as operations evolve and [4] Truong, M.T.N. and Sanghoon, Kim. (2018).Automatic Image proceed, both the tangible and virtual entities always remain Thresholding Using Otsu’s Method and Entropy Weighting Scheme for in tandem, painting a consistent and harmonised picture. Surface Defect Detection. Software Computing. Vol. 22. pp. 4197-4203. Figure 1 shows an example of digital twin and use of VR. [5] A.Norhairi, A.N. et.al (2021). Detection of Void Regions in Single Pad X-ray Images Using Image Processing Approach. Proceedings VR offers a simulated experience that utilises physical of International Conference on Robotics, Vision, Signal Processing, pose tracking and near-eye displays, immersing users in and Power Applications. 5 – 6 April 2021. Penang, Malaysia. a meticulously constructed virtual world. Unlike ordinary [6] Majeed, S.H. (2022) New Modified Histogram Equalization Based digital experiences, it intricately mirrors the surroundings, Local Contrast Enhancement Methods. PhD Thesis. USM permitting the user to remain stationary while still [7] Saad, N. H., M. Isa,N.A., and M. Saleh, H.(2021). Nonlinear Exposure engaging wholly with the encompassing environment. This Intensity Based Modification Histogram Equalization for Non-Uniform Illumination Image Enhancement. IEEE Access. Vol 9. pp. 93033 – advanced technology has found its application in diverse 93061. Paper No 9465139 sectors. There are other notable variants, such as augmented [8] Saad, N. H. (2022).Nonlinear Exposure Intensity-Based Histogram reality (AR) and mixed reality (MR). Unlike traditional VR, these Equalization for Non-Uniform Illumination Image. PhD Thesis. USM. technologies combine the real and virtual worlds. [9] V.D. Oord,A., Dieleman,S., and Schrauwen.B. (2013). Deep content-based They superimpose digital information onto the music recommendation. In Proc. 26th Int. Conf. Neural Inf. Process. Syst. immediate environment and facilitate a dual interaction, (NIPS), Lake Tahoe, NV, USA, vol. 2, 2013, pp. 2643–2651. allowing users to engage with their physical surroundings and the augmented layers simultaneously. The advanced applications of VR technologies, including AR and MR, have Upcoming Activities significantly enhanced control and visualisation processes. Such advancements pave the way for a more harmonised Workshop on Dispute Avoidance No. 7 (Physical) human-computer interaction and set the stage for the - Rescheduled from 23 September 2023 future of port and jetty structure inspection.

Conclusion

In underwater structure inspection at ports and jetties, the use of ASVs instead of humans, is a considerable step forward in terms of efficiency and technological progress. The benefits of ASVs, such as increased safety, reliable data

Date Time Venue Approved CPD Speakers

: 9 December 2022 (Saturday) : 9.00 a.m. – 12.00 p.m. : Wisma IEM :3 : Ir. Zafrul bin Mahmood, Ir. Leon Weng Seng, Ir. Ho Kin Wing, Ir. Ang Kok Keng

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Decarbonising Marine Transportation Written and Prepared by: Lieutenant Commander Ir. Ts. Azim bin Azmi RMN The Staff Officer of System & Equipment Development at the Engineering Department Headquarters of the Royal Malaysian Navy, started his career as an Engineering Officer in 2011.

he transportation sector is a critical area of growth for our national economy. Every year, it makes a significant contribution to Malaysia’s gross domestic product by creating high-skilled jobs, playing a role in international trade and being a major source of fiscal income for national treasury. However, this sector is also the third largest contributor of CO2 emissions with approximately 23% (Figure 1) of annual global figure1. These emissions contribute significantly to global warming and climate change.

in average sea level, variations in climate conditions and rainfall patterns. If higher concentrations of CO2 are inhaled, humans and animals may suffocate. Plants too will react significantly to these changes. Plants are important for photosynthesis, which is the key to sustaining the entire life system on the planet. Figure 2 shows five categories of risk and impact global warming correlated to future temperature increase 2.

Figure 1: Global CO2 emissions by sectors

Maritime transportation in global logistics has also been increasing steadily, resulting in an increase of emissions rates which is now a cause for great concern. Shipping vessels depend heavily on fossil fuels which produce harmful greenhouse gases (GHG). Shipping accounts for about 3% of total CO2 emissions worldwide. These emissions are attributed to the use of heavy fuels, which accounts for more than 50% of the operating costs in shipping. In essence, the type of fuel used for sea freight forwarding is of paramount importance to environment.

The Consequences

The global increase in CO2 emissions increases the gas barrier around the world, resulting in global warming. This leads to a chain of catastrophic events such as changes

Figure 2: Risks and impacts of global warming in years to come

MARPOL (Annex VI)

The maritime industry relies largely on heavy fuel oil which is more accessible and cheaper than other resources. However, heavy fuel contains sulphur and other environmentally harmful impurities as it is a residue of oil refining. In 1997, an annexe was added to the International Convention for the Prevention of Pollution from Ships (MARPOL). The Regulations for the Prevention of Air Pollution from Ships (Annex VI) seeks to minimise airborne

20 DECEMBER 2023

Nehemiah Prestress 1140945-A

Nehemiah-OVM provides the following products and services: - Post-tensioning solution provider - Carpark Flat Slab - Transfer Plate - Beams, Box Girders - Alternative design solutions - Cable systems (stay cable, main cable, hanger)

- Bridge bearing and expansion joint

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emissions from ships and carbon intensity of global shipping to eliminate its contribution to local and global air pollution and environmental problems. It was enforced on 19 May 2005 and since then it has been continuously changing in line with the commitment that Member States made within International Maritime Organisation (IMO) to limit the harmful effects of air pollution and GHG emissions from international shipping on human health and the environment. IMO works in 3 ways to achieve the goals. These aspects are defined as levels of ambitions in the strategy: 1. Declining the carbon intensity of ships with the help of the Energy Efficiency Existing Ship Index (EEXI) (Figure 3). 2. To reduce the Carbon Intensity Indicator (CII) of international shipping (Figure 4). 3. For the GHG emissions from international shipping to peak and decline. Shipping companies need to use better (and therefore more expensive) fuel with diesel-like components. For comparison, the Euro5 environmental diesel, which is currently used for land-based transportation in most developed and developing countries in the world, has a lower sulphur content. The sulphur content of fuel oil predominantly used in large bulk vessels, is higher than diesel fuel of the highest environmental standards available. So in 2016, IMO initiated the transition of the entire world civil fleet from January 2020 to use marine fuel with lower sulphur content.

- Construction solutions (heavy lifting, ILM, etc) - Monitoring, repairing and strengthening for structures

Figure 3: EEXI improving the technical performance of existing ships

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Organization for Technical Approval

Figure 4: CII improving the operational performance of existing ships

Amendments to MARPOL Annex VI entered into force on 1 November 2022. Under the IMO Strategy on Reduction of GHG in 2018, these amendments require ships to improve their energy efficiency in the short term to reduce their GHG emissions. All ships must calculate their attained EEXI to measure

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their energy efficiency, and initiate collection of data to report their operational CII and CII rating. The IMO target is to reduce the carbon intensity of all ships by 40% in 2030 compared to the 2008 baseline.

Towards a Cleaner Future

Many ship operators face the challenge of managing the available choices and adapting to the requirements of the IMO. Special Exhaust Gas Purifier-Scrubbers: This is a piece of equipment that filters (or scrubs) harmful sulphur oxides in exhaust gases from main engines and generators. This way, high-sulphur fuel can be used and yet, at the same time, comply with standard for harmful substances in exhaust gases3. Today, more and more vessels are equipped with this equipment.

Figure 5: Exhaust gas scrubber

New Formulated Fuel: Most shipping companies are now using a special very low sulphur fuel oil4 with a sulphur content that is 7 times lower and thus, IMO compliant. Green Energy: The shipping industry is not only shifting to cleaner fuels based on oil but is also considering alternative sources of energy such as solar and wind power. Other innovative developments are more efficient systems, such as higher engine efficiency and better water cooling (which dramatically reduces the environmental impact), Kite-Sail and Rig-Sail systems. At the moment, Kite-Sail has yet to be utilised in any ship, probably due to its low Return on Investment (ROI).

Figure 6: Model of a Green Ship

An optimised cooling system can save on use of electricity and fuel. Greener engines can minimise NOx output and up to zero SOx emission (with the use of scrubbers). The industry is also focusing on the use of solar panels in ships to reduce fuel consumption and attain zero harmful emissions. Newly developed propellers also can reduce fuel consumption. Moreover,

DECEMBER 2023

22 DECEMBER 2023 the speed injector, which improves efficiency at high speeds also can reduce fuel consumption. The same goes for new body paint technologies which can reduce friction and positively affect fuel consumption. Fuel Optimisation System: This system collects data from sensors on the ship, satellites and embedded trackers and processes the information using machine learning algorithms. Then it presents recommendations on the optimal route in terms of economy as well as statistical and analytical reports for management decisions on when to clean and repaint and when to carry out preventive or corrective maintenance. Battery Storage: Progress in energy storage such as all-electric ships, will hasten decarbonisation. Norway has launched its first ship upgraded to a battery-hybrid model. The Yara Birkeland, the world’s first net-zero, batterypowered autonomous container ship, was delivered to Norwegian fertiliser company Yara Norge AS in November 2020. It is currently in the Norwegian port of Horten, where it is undergoing preparation for operation.

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REFERENCES [1] K. A. Ali, M. I. Ahmad, and Y. Yusup (2020). Issues, Impacts, and Mitigations of Carbon Dioxide Emissions in the Building Sector, Sustainability (Switzerland), Vol. 12, No. 18, Sep. 2020. Doi: 10.3390/ Su12187427. [2] U. Shahzad (2017). Global Warming: Causes, Effects and Solutions. [Online]. Available: https://www.researchgate.net/ publication/316691239. [3] H. Winnes, E. Fridell, and J. Moldanová (2020). Effects of Marine Exhaust Gas Scrubbers on Gas and Particle Emissions, J Mar Sci Eng, Vol. 8, No. 4, Apr. 2020.Doi: 10.3390/Jmse8040299. [4] A. Davinić, R. Pesic, D. Taranović, S. Milojević, and R. Pešić (2015) .The Use of Modern Fuels in Diesel Engines of the Older Generation. [Online]. Available: https://www.researchgate.net/ publication/323970377

Upcoming Activities Virtual 2-Day Course on Understanding Construction Contracts - Failures and Remedies Date Time Venue Approved CPD Speaker

: 12 - 13 December 2022 (Tuesday - Wednesday) : 9.00 a.m. – 5.30 p.m. : Digital Platform : 14 : Ir. Lai Sze Ching

Virtual One-Day Course on Government Asset Management - Building Performance Assessment Figure 7: The battery-powered Yara Birkeland

Internal Management Control (IMC): To comply with the IMO regulations, ships will be audited by Recognised Organisations (RO) appointed by the Malaysia Marine Department. From the audit review, the ship’s crew will do the IMC to prevent air pollution (carbon emission). The IMC includes slowing down the speed to reduce shipping emissions, avoiding unnecessary loads such as empty containers and using the latest technologies.

Conclusion

There are various methods to implement carbon reduction in the shipping industry. If proper methods and processes are followed, it will indirectly affect surrounding conditions, especially in terms of the safety for flora and fauna. Reducing carbon emissions will positively impact the maritime industry as more and more ships will be involved in transportation, thus enhancing economy of our country.

Date Time Venue Approved CPD Speaker

: 14 December 2022 (Thursday) : 9.00 a.m. – 5.00 p.m. : Digital Platform : 14 : Ir. Ts. Dr Mohamad Adzizulrohim bin Abd Malek

FEATURE

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JURUTERA

DECEMBER 2023

Welding Procedure Development Concept (Quality, Safety & Metal 3D Printing Perspective) Written and Prepared by: Ir. Teo Eu Jin 10 years’ experience in sheet metal and heavy steel fabrication. He manages site construction activities in a multinational corporation based in offshore oil and gas facilities in Terengganu.

elding is a process where two or more parts of “parent material” are fused together via heat and/or pressure to form what is referred to as “weldment”. Some welding processes require consumables (flux or filler materials) while others do not, such as “resistance spot welding”. Current welding technology available can be applied on metals, thermoplastics and even wood. However, utilising the welding process on steel is still the most common today. Many small and medium size fabricators in Malaysia treat welding as a simple manufacturing process without referring to specific codes or standards. Nonetheless, it all depends on customer requirements and the needed quality assurance on product. So, how does one produce a weldment of reasonable quality meeting a specific standard? The answer is by utilising a Welding Procedure Specification (WPS). Basically, WPS is a formal internal document that welding companies use to instruct welders or welding operators on how to achieve production weld that meets the relevant code requirement and this is usually associated with quality. The following section illustrates the steps to creating a WPS.

Welding Procedure Quality Aspect

A good quality weldment can be long lasting and depends on various factors to achieve. For repeatable purpose, a systematic approach is used in qualifying the welding procedure and welder which is referred to as Welding Procedure Specification and Welder Qualification Test respectively. In order to develop a good quality weld, we need to understand the end use and the best way to find out is through engineering drawings. The technical drawing itself will most likely spell out the design specification which will subsequently allow one to determine the governing welding code and standard. If not, one may

communicate with the stakeholder/customer directly to determine the requirement. Should the governing welding code not be known, the fabricator or contractor may propose to the stakeholder the closest welding code or standard available in the market. With the information in-hand, a proposed or preliminary Welding Procedure Specification (pWPS) can be developed based on the preferred welding process, base metal type, welding consumable selection, and other key factors. All these factors which will affect the quality outcome of the weldment are classified as Essential Variables. For instance, the welding consumable selected needs to be compatible with the welding process and be suitable for the base metal, both in terms of physical and chemical properties in order to deliver the expected outlook. With the pWPS finalised, a Welding Procedure Qualification Test (WPQT) can be conducted where the welding is done on a test coupon, in accordance with the pWPS guidelines and predetermined variables. Subsequently, the prepared test coupon will undergo NonDestructive Testing (NDT) before it is sent to a recognised laboratory for physical testing (and a chemical test, if needed). In the event that the laboratory test result does not meet the anticipated outcome, the pWPS will have to be revised and the WPQT repeated until the desired outcome is achieved. Any change in the variables observed during the WPQT needs to be recorded for post-mortem failure root cause study. • A WPQT Test Coupon NDT usually comprises radiographic testing and Magnetic Particular Inspection (MPI)/Dye Penetration Inspection (DPI) to ensure no rejected defect exists in the test coupon, internally and externally. • Examples of physical test are tensile test, bend test, charpy impact test, hardness test, etc.

24 DECEMBER 2023 Some customers (particularly those in the oil & gas industry) may request for an independent third party to witness the WPQT and laboratory test, including endorsing the PQR and WPS for quality assurance purpose. All industries rely on proper recording to maintain repeatability for a good process system and the same goes for welding processes. The Procedure Qualification Record (PQR) serves this purpose, where all variables in the WPQT are transferred to the PQR after passing the laboratory test. Subsequently, the data in the PQR will be used to develop the WPS. Basically, WPS makes references to the PQR but it offers some flexibility according to the code and standards. In other words, the WPS is a recipe for welding to produce the desired quality weldment. Once the WPS is ready, the next step to consider is the qualification of welders or welding operators for the job. This step is simpler. It begins by selecting a potential candidate to undergo the Welder Qualification Test (WQT) where the test coupon is subjected to visual inspection followed by a non-destructive test (mostly radiographic test) and/or bend test. Like WPS, essential variables exist in the WQT process but with less criteria. Once the welders or welding operators pass the test, the Certificate and Pass may be issued based on the Company Quality Assurance Programme. Welders or welding operators who partake in the WPQT process and pass will automatically be qualified. In general, the WPS process is to ensure that the recipe for welding is fit for use and meets the usage purpose. Similarly, the WQT is to ensure that personnel assigned to the job are competent and are able to provide a good weldment. There are many International Welding Codes in the industry, such as AWS D1.1 (Structural Welding Code – Steel), ASME Section IX (ASME Boiler & Pressure Vessel Code), API 1104 (Welding of Pipeline), etc. Based on stakeholder requirements, there may also be additional customer specifications on top of these international standards, to further enhance quality assurance of the final product.

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organisation.

Figure 2: Sample "Welding Procedure Specification" and "Welder Qualification Test" Flow Chart

Safety Highlight (Historical Flashback & Local Legislation)

Quality and safety may sound different as well as vary in meaning. Nonetheless, they are closely associated. A quality product will eventually lead to better product safety or, in other words, quality improves safety. It is crucial that companies perform the necessary analysis to balance safety, quality and profit appropriately. This section shares a safety related incident due to poor quality weldment during fabrication (and most likely without a proper WPS in-hand). With respect to the ship that broke into halves, one might wonder if there was any legislation to govern engineering associated industries to prevent such incidents from occurring. Fortunately, in 1994, the Malaysian Parliament approved an Act that addressed this concern. Per OSHA 1994 Section 20, a plant should be safe, without risk to health, when put to use in terms of design and construction, including carrying out the necessary testing and providing adequate information to the users. Moreover, the definition of “Plant” in this Act includes any machinery, equipment, appliance, implement or tool, any component thereof and anything fitted, connected or appurtenant. Figure 1: Typical Industrial Method to Determine Heat Input for Welding

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Example of ship that broke into halves

Figure 3: Photo from TWI-Global, Media and Event, Schenectady T2 tanker

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FEATURE

THE INSTITUTION OF ENGINEERS, MALAYSIA

The Liberty ships built during World War II by the Western Allies were produced much faster by using welding than the conventional riveting method. However, some of these ships suffered significant brittle fractures at the hull; in the worst case, a ship broke into 2 parts. Since then, scientists and engineers had put major effort into studying the metal characteristic (e.g. fracture mechanics) and improved the design, including weldment properties, to prevent such occurrences in the future. The root cause was due to Ductile-Brittle Transition Temperature of the specific metals, where the weldment became brittle in relatively cold environments, meaning a lack of Charpy Toughness properties in resisting physical impact prior to fracture.

OCCUPATIONAL SAFETY AND HEALTH ACT 1994 (OSHA 1994) Section 20. General duties of manufacturers, etc. as regards plant for use at work. 1. It shall be the duty of a person who designs, manufactures, imports or supplies any plant for use at work(a) to ensure, so far as is practicable, that the plant is so designed and constructed as to be safe and without risks to health when properly used (b) to carry out or arrange for the carrying out of such testing and examination as may be necessary for the performance of the duty imposed on him by paragraph (a) and (c) to take such steps as are necessary to secure that there will be available in connection with the use of the plant at work adequate information about the use for which it is designed and-has been tested, and about any condition necessary to ensure that, when put to that use, it will be safe and without risks to health.

Metal 3D Printing Perspective

Recently there has been a growing interest in 3D printing, notably in metal associated materials. Previously 3D printing was popular but only with thermoplastics products. However, with advancements in science and technology, the material range for 3D printing has expanded, making it more attractive to the engineering industry. History has taught us that without proper quality control, accidents can occur. The same lesson can be applied to current and future technologies where, prior to actual application, the new products must be thoroughly scrutinised from the aspects of quality and safety. The notion can be like WPS development for 3D printing. In theory, 3D printing can transform digital 3D software models into 3D solid objects via the additive manufacturing process, meaning the products are made layer by layer, sequentially. This method differs from the conventional subtractive manufacturing process of cutting larger blocks of material to form the final product. There are advantages in 3D printing for metal products such as the relatively short time to produce complex-shaped parts and generating little if any material waste. Nonetheless, there are downsides, including higher production costs due to the equipment and raw material (metal powder) and size of parts limited by the build volume of the machine itself. Basically, there are three types of 3D printing technology – Sintering (using heat below melting point), Melting (fusing materials at high temperatures) and Stereolithography (a photopolymerisation method). Regardless of the manufacturing technique, it is crucial to ensure that the metal product from 3D printing is fitfor-purpose in terms of material characteristics. This can

be verified through laboratory testing on the 3D printing specimen and data evaluation. For example, stainless steel parts produced through 3D printing can be compared to standard industrial reference (e.g. A240 316) to determine equivalent per design prior to use. This concept has similarities to WPS development as shown below.

Figure 4: Bow Tie Concept in Developing Welding Procedure Specifications (WPS)

Conclusion

In conclusion, all market products depend on supply and demand, including the element of profit. Though the supplier or fabricator is duly responsible for product safety and quality, it will be advantageous if the end user is aware of the product risk (if this exists) in order to take the necessary mitigation steps. Welded products for critical usage where failure can lead to disaster ought to have an additional quality control barrier established on top of the WPS, such as Batch Sample Destructive Testing, NonDestructive Testing (VI, MPI, DPI, UT, RI), Pressure Test, etc.

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Most of these quality safeguards are company initiative per industrial standard but nonetheless some are regulatory requirements. For instance, the Malaysian law on Factories & Machinery (Steam Boiler & Unfired Pressure Vessel) Regulations 1970, Clause 72, calls for a hydrostatic test on this pressurised equipment before it is put into service. Note: VI = Visual Inspection; MPI = Magnetic Particle Inspection; DPI = Dye Penetration Inspection; UT = Ultrasonic Inspection; RI = Radiographic Inspection Appendix

BH GIRDER The BH Girder is an innovative and enhanced version of PSC Girder that utilizes the Bulb-T shape integrated with Half Slab which enables it to be applied over a span of longer than 60m. By adopting the latest cutting-edge technologies and innovation, the BH Girder has been designed to achieve the ultimate goals of “Cost Effectiveness”, “Rapid Construction”, “Aesthetics” and “Safety”. Half Slab ►Integrated slab girder for improving constructability

APPENDIX

Enhancement of Aesthetics ► Stream lined shape Intermediate Tendon ► Maximization of prestressing efficiency

Sample Welding Job

Sample of Welding Protection (Safe Habitat)

Bulb-T Shape ►Structural efficiency can be optimized

ADVANTAGES Straight Tendon ►Friction loss can be minimized

ADVANTAGES

Qualified welder performing welding using Shielded Metal Arc Welding (SMAW) process on a carbon steel pipe-toglange joint connection.

Example of safe habitat being used as a protection in certain high-risk explosion/ fire related facilities during hot work activities such as welding in an offshore oil & gas platform complex. Fundamentally, the safe habitat extracts air from the safe zone and maintains positive pressure inside the barrier to prevent external potential flammable medium from entering the hot work vicinity, thus creating a safe working environment. As a precaution, extra fixed and portable gas detectors with alert system are normally utilised as additional safeguards to detect ingress of flammable gas inside the safe habitat.

Source: Sample photos taken from Malaysian oil & gas industry

● Maximization of prestressing efficiency ● Minimization of prestressing friction loss

Eﬃciency

● Reduction of substructure cost ● Reduction of slab cost by half slab girder

Economics

● Omission of deck slab formwork and shoring work by half slab girder ● Shorter construction period Constructability

PROFESSIONAL SERVICES (Free of charge)

● Design computations and analysis ● Construction drawings ● Material and construction specifications ● Cost estimates ● Technical advice and construction assistance BH Girders (60m long) launched on double decker portal piers at Setiawangsa Pantai Expressway

REFERENCES [1] The American Society of Mechanical Engineers, Process Piping (ASME B31.3), 2014 [2] The American Society of Mechanical Engineers, Boiler and Pressure Vessel Code, Section IX (ASME BPVC.IX), 2017 [3] American Petroleum Institute, API Standard 1104, Welding of Pipelines and Related Facilities, 2013 [4] LAWS OF MALAYSIA, ACT 514, Occupational Safety and Health Act 1994. [5] LAWS OF MALAYSIA ACT 139, Factories and Machinery (Steam Boiler and Unfired Pressure Vessel) Regulations 1970. [6] www.twi-global.com/media-and-events/press-releases/2015-11-the-50-year-view-offracture (Accessed on 28/Apr/2023) [7] www.twi-global.com/media-and-events/insights/schenectady-t2-tanker (Accessed on 28/ Apr/2023) [8] www.twi-global.com/technical-knowledge/faqs/what-is-3d-printing/can-3d-printing-usemetal (Accessed on 30/Jun/2023) [9] www.twi-global.com/technical-knowledge/faqs/what-is-3d-printing (Accessed on 30/Jun/2023)

NEHEMIAH TOWOONG BRIDGETECH SDN. BHD. No. 45-3, Jalan PJU 5/20, The Strand, Kota Damansara 47810 Petaling Jaya, Selangor Darul Ehsan. Tel Tel Fax

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JURUTERA

DECEMBER 2023

Inculcating First-Class Maintenance Culture Written and Prepared by:

Rear Admiral Datuk Ir. Ts. Mohd Shaiful Adli Chung

quipment, infrastructure and facilities will remain in optimal condition if they are well maintained. But the question is, “what does well-maintained mean?”. Certainly, there are numerous interpretations and perspectives surrounding this term. In general, well-maintained assets follow a regime implemented within a robust maintenance ecosystem and cultivated as a first-class maintenance culture, rather than being task driven. In order to instill first-class maintenance culture, the importance of maintenance should be ingrained early on at the asset acquisition stage. The current practice of acquiring assets without forecasting and considering maintenance requirements, particularly cost, needs to be re-visited. A common reason given for such practices is that the intended assets are not listed in the inventory, leading to the oversight. Thus, to inculcate first-class maintenance culture, the procurement process needs to take into account the life-cycle cost elements of the asset, including in-service maintenance expenses. Otherwise, while the procurement cost may be low, the in-service support budgetary requirement may prove burdensome. In the end, there is a high chance of neglected maintenance resulting in poorly maintained assets. Maintenance issues often become a topic of interest when incidents of equipment malfunction hamper day-today operations. To prevent this, an efficient and systemic maintenance regime needs to be in place, based on the philosophy that prevention is better than cure. Achieving this aspiration requires formulating and diligently implementing a sound maintenance system. Practising good maintenance culture in our daily activities is a crucial initial step toward inculcating a firstclass maintenance culture. Displaying maintenance records, such as toilet cleaning logs, hospital facility and elevator inspections, exemplifies this practice. Expanding this culture can lead to best practice that extend to high-valued assets. Under certain circumstances, it is undeniable that equipment maintenance adopts a “run to failure” approach, where replacement occurs once an item malfunctions. This approach is mainly suitable for non-complex equipment with high spares availability and low parts acquisition cost such as light bulbs and simple digital control circuits. Therefore, the

concept of repair by replacement, coupled with a “just-intime” approach for spare parts, suits such instances. Besides having a good maintenance regime, sustaining a maintenance culture over the long-term poses another challenge that needs to be properly addressed. Sustainability usually involves policy matters and an enabling implementation environment. As a matter of fact, policies lay out specific directives as well as the methodologies that need to be used while enforcement of maintenance should span across all levels, from leadership to frontline roles. This holistic approach within the maintenance ecosystem will yield high and safe operational availability in the long run. In certain aspects, a strict maintenance regime may be considered excessive or “over-maintaining”. Alternatively, an alternative philosophy of maintenance, popularly known as “condition-based maintenance” has emerged where maintenance requirement is centred on prediction using monitored and gathered operating parameters data. Even though different in thoughts and ways, these approaches can complement each other, particularly with equipment and parts that are subjected to heat, stress and wear. By combining both methodologies, it acknowledges the potential to achieve optimal maintenance practices, cost-effectiveness and heightened operational availability. The journey to a first-class maintenance culture is an arduous task for any entity. This culture needs to be inculcated, understood, applied and expanded. Since it is very challenging, awareness, incentive, training, enforcement and application of technology need to be in the maintenance culture ecosystem. One major conclusion that can be drawn from the maintenance spectrum outlined in this article is that the right maintenance culture must be deeply embedded in our society as the norm and elevated to a top priority by leaders and managers alike. Such an approach will ensure that assets in any organisation are impeccably maintained, optimising their condition for optimal performance and service delivery to both customers and stakeholders. However, inculcating a first-class maintenance culture is a journey that need to be embarked on at all levels in our daily life through unceasing dedication and passion.

32 DECEMBER 2023

MARINE ENGINEERING & NAVAL ARCHITECTURE TECHNICAL DIVISION FORUM JURUTERA • THE INSTITUTION OF ENGINEERS, MALAYSIA

Exploring the Depths: A Day at Subsea Rover (SSR) Sdn. Bhd. Written and Prepared by:

Ir. Prof. Dr Mohd Rizal bin Arshad

ur journey into the fascinating world of remotely operated vehicles (ROVs) began with a warm welcome at Subsea Rover (SSR) Sdn. Bhd. facility in Pasir Gudang, Johor, on 23 September 2023. About 20 participants from both industry and government sectors arrived at the facility at 11.00 a.m. on Saturday and were greeted enthusiastically by the SSR team. This set the stage for an exciting half-day of exploration and learning.

Unveiling ROV Technology

The highlight of our visit was an in-depth presentation on ROV technology. The experts at SSR Sdn. Bhd. guided us through the various facets of these remarkable underwater modules and the associated components, providing us with valuable insights into their capabilities and significance.

Next, we were taken on a journey through the history of ROVs, exploring their evolution and their crucial roles in underwater exploration and intervention. This journey into the past provided context for the innovations we were about to witness. The presentation then shifted to real-world case studies, where we delved into the practical applications of ROVs across various industries. These case studies underscored the significance of ROVs in conducting inspections, maintenance and repair activities. Our minds were blown away by the advanced technologies used in ROVs. We marvelled at the cutting-edge yet practical sensing module, imaging systems, powerful propulsion mechanisms, and robust control and communication capabilities which had enabled these machines to explore the vastness of our oceans. The design principles governing ROV design and development were revealed in meticulous detail. The importance of hydrodynamics, material selection and structural integrity was emphasised, which helped us appreciate the engineering precision behind these machines. Safety and environmental considerations were

Presentation by SSR Sdn. Bhd. expert on the ROV technology

Journey through ROV Technology

It started with an introduction to Subsea Rover (SSR) Sdn. Bhd. The first step into the world of ROVs left us in awe of the technology. Oceans had always posed multiple challenges to explorers as they ventured into the depths of the oceans. The major parameters, such as water pressure, salinity and temperature variations were discussed in length. The complexities of oil and gas exploration were unveiled as we navigated through the challenges that the industry faced. We were shown how ROVs played a pivotal role in overcoming these challenges and helped facilitate critical exploration activities.

Guided tour of SSR Sdn. Bhd.

FORUM MARINE ENGINEERING & NAVAL ARCHITECTURE TECHNICAL DIVISION THE INSTITUTION OF ENGINEERS, MALAYSIA

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also a core part of the presentation. SSR Sdn. Bhd.’s commitment to responsible practices in ROV operations and its awareness of the environmental impact demonstrated its dedication to sustainability. Our deep-sea journey concluded with a glimpse into the future of ROV technology. We pondered over the potential of autonomous systems, deeper dives and integration with artificial intelligence, highlighting the ever-evolving nature of this field.

Interactive Exchange

Following the enlightening presentation, a question and answer session allowed participants the opportunity to interact with the SSR team as the former sought clarifications, engaged in discussions and gained deeper insights into ROV technology. This interactive exchange of knowledge and ideas further enriched our understanding of the subject.

Tour of Innovation

Our adventure continued with a guided tour of SSR Sdn. Bhd. Participants had the opportunity to witness the practical aspects of ROV manufacturing and operations up close as it included visits to the SSR warehouse, gantry engineering, SSR Yard 1 and SSR Yard 2. Each stop offered us a unique perspective on ROV production and deployment.

MNATD Chairman receiving a souvenir from an SSR Sdn. Bhd. representative

Group photo

Upcoming Activities Virtual 2-Day Course on Effective Project Management Date Time Venue Approved CPD Speaker

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DECEMBER 2023

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CAMPUS NEWS

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Sustainable & Integrated Engineering Student Research e-Poster Competition Written and Prepared by:

Ir. Assoc. Prof. Dr Ching Yern Chee

he 2023 Sustainable & Integrated Engineering Student Research e-Poster Competition, organised by the Marine Engineering & Naval Architecture Technical Division (MNATD) of The Institution of Engineers, Malaysia (IEM), exemplifies the values of innovation and excellence in the ever-evolving world of engineering and technology. This annual event has consistently nurtured innovative ideas and celebrated excellence among a diverse range of student participants. Led by MNATD Chairman Ir. Ts. Abdul Malik Hussein bin Abdul Jalil and Chief Judge Ir. Assoc. Prof. Dr Ching Yern Chee, the competition provided a platform for students to present their research findings and gain well-deserved recognition. The dedicated panel of judges, including YBhg. Dato’ Pahlawan Ir. Jasan Ahpandi bin Sulaiman, Ir. Lim Leong Bok, Ir. Assoc. Prof. Dr Ab. Saman bin Abdul Kader, Ir. Teoh Hai Teh and Ir. Roznan bin Abdul Rashid (moderator), ensured fair and rigorous evaluations. The competition stood out for its celebration of research excellence across a wide spectrum of technical disciplines, from naval architecture to computer science and automation control engineering. It encouraged innovation and cross-disciplinary collaboration and showed that groundbreaking discoveries often occurred at the intersection of different fields. There were two rounds in the competition and the winners of the first round were honoured on August 19, 2023. The initial phase saw 33 individual participants and 9 group participants, representing an impressive pool of talent. Top individuals and groups advanced to the final presentation round, which was the highlight of the event. Participants had 15 minutes to present their research projects, with a rigorous judging criteria covering clarity, organisation, delivery, time management and the ability to respond to questions. At the grand finale, which took place in a virtual setting on August 26, 2023, enthusiasts joined the participants on Zoom. Participants were required to be present throughout, underscoring the event’s significance and sense of community.

Group photo of the judges and participants during the finale e-Poster Competition

There were outstanding performers in both individual and group categories. The top three individuals were Lim Seen Ye (UCSI), Shah Faizal (APU) and Walisijiang Tayier (Segi). In the group category, the honours went to Cheah Yi Tong & Kee Chai Ying (USM), Kelvin Voo Tze Yung, Sim Chai Ying & Maverick Yang Kouk Yung (Unimas) and Muhammad Fathurizqullah, Adibah Fatihah binti Mohd Yusof, Nursahliza binti Muhamat Yain & Jauhari Khairuddin bin Tahir (UTM). Cheah Yi Tong and Kee Chai Ying also received a special prize for Best Poster Presenter. In summary, the 2023 Sustainable & Integrated Engineering Student Research e-Poster Competition embodied innovation and excellence in engineering research. It celebrated originality and brilliance across various engineering and technical disciplines, contributing to the advancement of sustainable and integrated engineering practices. Beyond recognising the winners, the competition also inspired innovation and fostered strong bonds among the participants. It stands as a pivotal event in the realm of engineering research and education, inspiring future engineers to reach for the stars. It remains a guiding light for those seeking to push the boundaries of innovation and excellence in engineering and technology.

38 DECEMBER 2023

JURUTERA

Exploring Thailand in Ancient City (Muang Boran)

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ENGINEER’S ADVENTURES

THE INSTITUTION OF ENGINEERS, MALAYSIA

Written and Prepared by: Ir. Ts. Nur Azhani binti Mohamad Rosli She works in the Oil & Gas Industry, specialising in Reliability & Asset Management, Instrument & Control and Telecommunication.

fter the AFEO Midterm Governance Board Meeting in Bangkok, I travelled to the Samut Prakan province, 75 minutes outside of central Bangkok, to visit the Ancient City also known as Muang Boran in Thai language. This open-air park museum in the shape of Thailand has architectural structures, art monuments, replicas and reconstructed historical structures located at the “actual geographical location”, so that visitors can experience exploring the whole country in just 4 hours. The initial plan was to build a golf course with iconic models showcasing important national sites of Thailand but, as the owners loved art and had a desire to contribute to the community, they changed it to a tourism destination instead. They started to do research with the collaboration of the Thailand National Museum after they noticed that some of the ancient sites had deteriorated as they were not properly maintained. Visitors to the park can walk around or rent a bike to take part in fun and relaxing activities such

Replicas of Dusit Maha Prasat Palace (left) and Sanphet Prasat Palace (right)

as renting a Thai costume for an Instagram-worthy picture or hop onto a golf cart or tram for a quick tour. The Ancient City was built according to eras. From 1963 to 1972, the focus was on the early years of Siam history and culture, so replicas of ancient ruins were constructed. These included Dusit Maha Prasat Palace, Sanphet Prasat Palace, and The Footprint of the Lord Buddha.

The Phra Kaew Pavilion from the Ayutthaya Period

The next phase (1973-1992) showcased the Middle Ages with wooden structures which reflected local community cultural identity, economic trade and the daily lifestyle of the Siamese. Some were built according to original designs and others from dismantled pieces of deteriorated original structures transported to the Ancient City such as The Phra Kaew Pavilion, Northern Thai Village and other Thai houses and floating markets. The Creative Era (1993-2000) had unique structures with their own identity and meaning. Since the 316-acre park is huge, maintaining and preserving the structures is the hardest part of the museum operations. From 2001 to 2016 the organisation focused on taking care and planning for future sustainability. When both the owners of Ancient City passed away, it was a challenge to maintain their legacy and aspirations. There are plans to grow and maintain the park as a reference for future education on historical structures and ancient sites of Thailand.

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DECEMBER 2023

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Why High Performance is Important and How to Sustain it Written and Prepared by:

Ir. Yasotha Chetty

Why High Performance is Important for Consulting Engineers

High performance is crucial for consulting engineers as it ensures the delivery of exceptional work, enables the ability to influence the industry, wins projects based on merit and drives positive change within the field.

How to Sustain High Performance

We achieve and maintain high performance by fostering a spirit of excellence. Excellence should not be confused with perfection. The key distinction lies in the condition of the heart. Here’s what this means: • Excellence is internally motivated, focused on personal growth. Perfection is externally driven, seeking validation and emphasising performance. • Excellence appreciates and enjoys the journey; perfection fixates on outcomes and unhealthily strives for them.

•

Excellence works towards outstanding results, understanding their value and purpose, while perfection tends to criticise and judge. • Excellence acknowledges the inevitability of mistakes but remains committed to continuous growth and improvement. Perfection is an intolerance for errors. John Maxwell, a well-known leadership expert wrote this: “Excellence is the gap between average and exceptional. It’s the ability to exceed expectations and consistently deliver superior quality. In developing habits of excellence, leaders gain influence and stand out from the crowd. By cultivating a culture of excellence, a business attracts customers and wins their loyalty.” This quote encapsulates well the spirit of excellence. As with anything, it requires aligning our perspectives and attitudes and implementing systems that promote the desired habits.

40 DECEMBER 2023 Practical Examples of Applying This in Your Work Quality of Deliverables Engineers often prioritise the technical aspects of their work while neglecting the production of high-quality deliverables. If this applies to you, it’s essential to cultivate a spirit of excellence in this area: • Understand why high-quality deliverables are crucial and allow the “why” to drive you. • Familiarise yourself with your firm’s branding styles and established practices. • Assess the steps necessary to develop your abilities to produce high-quality deliverables. • Create systems that support your development and the consistent application of this habit. Paying Attention to Details Paying attention to details is paramount in fostering a spirit of excellence. Develop systems that facilitate the cultivation of this habit. Lifelong Learning Continuously learn, grow and hone your technical and non-technical skills. The pursuit of growth, knowledge and skill refinement is a lifelong journey shared among professionals across various fields. The 120% Rule Is it sufficient to aim for 80-20, aim for 80% correctness, accuracy, quality etc.? No, it is not. Settling for 80% is akin to aiming for the treetops rather than reaching for the stars. It breeds complacency and does not reflect high performance. As humans, we are bound to make errors. Thus, if we acknowledge that errors are inevitable and yet only strive for 80%, the actual outcome will be lower than 80%. The saying goes: “Aim for the stars and you will land on the treetop.” By aiming for 120%, we get closer to achieving 100%. From the perspective of excellence, 100% is not an unreasonable goal or target. Unfortunately, the world’s pursuit of perfection has tainted the significance of aiming for 100%. But is 120% attainable? Yes, with a spirit of excellence, it becomes a matter of habit and adopting the right mindset, for instance, understanding the whys and deriving enjoyment from going above and beyond expectations. An interesting fact: When executing martial arts techniques, practitioners aim beyond the target surface (i.e. 120%, not just 100%). This approach necessitates imagination in martial arts and, in our context, it requires the right perspective and attitude. This technique also applies to how we approach high performance. The article was first published on www.ohrengineering.com

JURUTERA

•

PERSPECTIVE

THE INSTITUTION OF ENGINEERS, MALAYSIA

42 DECEMBER 2023

JURUTERA

Tarikh: 21 November 2023

Kepada Semua Ahli,

SENARAI CALON-CALON YANG LAYAK MENDUDUKI TEMUDUGA PROFESIONAL TAHUN 2023 Berikut adalah senarai calon yang layak untuk menduduki Temuduga Profesional bagi tahun 2023. Mengikut Undang-Undang Kecil IEM, Seksyen 3.8, nama-nama seperti tersenarai berikut diterbitkan sebagai calon-calon yang layak untuk menjadi Ahli Institusi, dengan syarat bahawa mereka lulus Temuduga Profesional tahun 2023. Sekiranya terdapat Ahli Korporat yang mempunyai bantahan terhadap mana-mana calon yang didapati tidak sesuai untuk menduduki Temuduga Profesional, surat bantahan boleh dikemukakan kepada Setiausaha Kehormat, IEM. Surat bantahan hendaklah dikemukakan sebulan dari tarikh penerbitan dikeluarkan.

Ir. Prof. Dr Zuhaina binti Zakaria Setiausaha Kehormat, IEM Nama KEJURUTERAAN AWAM

PERMOHONAN BARU Kelayakan

TEMUDUGA PROFESSIONAL •

THE INSTITUTION OF ENGINEERS, MALAYSIA

65772

MOHAMMAD AIMAN BIN ROSLI

BE HONS (UTM) (CIVIL, 2014)

31225

MOHD NOORAFFANDY BIN HARIS

BE (UTM) (CIVIL, 2009)

96914

TAN YU ZHE

BE HONS (UMP) (CIVIL, 2016)

KEJURUTERAAN ELEKTRIKAL 72447

AMSYAR BIN ALWI

BE HONS (UTHM) (ELECTRICAL, 2012)

99367

KHO CHUN JIE

BE HONS (NOTTINGHAM) (ELECTRICAL AND ELECTRONIC, 2015) MSc (CURTIN) (ELECTRICAL, 2017)

57021

LIM YANN SIANG

BE HONS (UNITEN) (ELECTRICAL AND ELECTRONIC, 2011)

81423

RAMESH A/L VIJAYAN

BE HONS (UTAR) (ELECTRONICS AND COMMUNICATIONS, 2013) ME (UNITEN) (ELECTRICAL, 2021)

85271

TARMIZI BIN OMAR RAMIH

BE HONS (UTeM) (ELECTRICAL (CONTROL, INSTRUMENTATION & AUTOMATION), 2016)

KEJURUTERAAN ELEKTRONIK 56581

NORHAMIMI BINTI HAMDAN

BE (UTM) (ELECTRICAL, 2002) MSc (UTM) (TELECOMMUNICATION AND INFORMATION ENGINEERING, 2014)

KEJURUTERAAN MEKANIKAL 78832

ADAM ALBAKRI BIN HISHAM ALBAKRI

BE HONS (UTP) (MECHANICAL, 2019)

87371

FOONG NIX SUN

BE HONS (ADELAIDE) (MECHANICAL, 2010)

119912

MOHD HAFEZ BIN AB KARIM

BE HONS (UNITEN) (MECHANICAL, 2001)

PERPINDAHAN MENJADI AHLI KORPORAT

MOHD FAKHIRIN BIN SAADON

BE HONS (UTM) (CIVIL, 2015)

No. Nama Ahli KEJURUTERAAN AWAM

MOHD ZAIDI BIN CHE IDRIS

BE HONS (UKM) (CIVIL AND ENVIRONMENTAL, 2007)

79547

CHEAM KOK SENG

BE HONS (UTAR) (CIVIL, 2015)

SYAIDIE BIN SAFIEE

BE HONS (UTHM) (CIVIL (CONSTRUCTION), 2007)

89483

LIEW TZE YEAN

BE HONS (KLiUC) (CIVIL, 2010)

58692

MOHD KHAIRUN HAFIZ BIN BAHARUDIN

BE HONS (UMP) (CIVIL, 2009)

33218

MOHD RHAZEF BIN CHE SORI

BE HONS (UTM) (CIVIL, 2010)

KEJURUTERAAN ELEKTRIKAL NGU SIE YOONG, ERIC

BE HONS (UTP) (ELECTRICAL AND ELECTRONICS, 2018)

SUHANA BINTI RASHID

BE HONS (UNITEN) (ELECTRICAL POWER, 2005) ME (UNITEN) (ELECTRICAL, 2016)

KEJURUTERAAN PEMBUATAN SYUKRAN BIN ZAINOL

BE (UniMAP) (PRODUCT DESIGN, 2010) ME (UTeM) (MANUFACTURING, 2019)

ZAILANI BIN MUHAMMAD

BE HONS (UKM) (MANUFACTURING, 2002) ME (UTeM) (MANUFACTURING, 2015)

KEJURUTERAAN BAHAN MUHAMAD SHAHIRUL BIN MAT JUSOH

BE (UTM) (MECHANICAL, 2004) ME (UTM)(MECHANICAL, 2010) PhD (UTM) (2019)

PERMOHONAN MENJADI AHLI KORPORAT

Nama KEJURUTERAAN PERTANIAN

Kelayakan

LOW CHOON MENG

BE (UPM) (AGRICULTURAL, 1998) MSc (UUM) (OCCUPATIONAL SAFETY AND HEALTH MANAGEMENT, 2010)

KEJURUTERAAN KIMIA YONG WAI FEN

BE (UPM) (CHEMICAL, 2006) PhD (NATIONAL UNIVERSITY) (2014)

KEJURUTERAAN AWAM AKRAM BIN MOHAMAD JAMIL

BE HONS (UTM) (CIVIL, 2008) MSc (UTM) (GEOTECHNIQUE, 2013)

ASYRAN BIN SHAMSUDDIN

BE HONS (UTM) (CIVIL, 2005)

BIBI SABRENA BINTI SAKANDAR KHAN

BE HONS (UTM) (CIVIL, 2004) MSc (UTM) (FACILITIES MANAGEMENT, 2009)

NADZHATUL SYAMIRU USMAIZA BINTI OTHMAN

BE HONS (UTM) (CIVIL,2011) MSc (UTM) (STRUCTURES, 2014)

NURUL HAFEEZA BINTI MOHAMED

BE HONS (UTM) (CIVIL, 2002) MBA (UTM) (BUSINESS ADMINISTRATION, 2015)

No. Nama Ahli KEJURUTERAAN KIMIA 90376

KEJURUTERAAN ELEKTRIKAL 119656

KEJURUTERAAN ELEKTRONIK

PERPINDAHAN AHLI

LEE WUI SIANG, WILSON

Kelayakan

BE HONS (CURTIN) (CHEMICAL, 2008)

108208 NG TZE SHYAN

BE HONS (MONASH) (CHEMICAL, 2017)

58670

BE HONS (UTM) (CHEMICAL, 2007) MSc (UTM) (PROCESS PLANT MANAGEMENT, 2017)

RABIATUL AZLIN BINTI MOHAMAD SUPUAN

KEJURUTERAAN AWAM 58885

LIM MING LEEP

BE HONS (UTHM) (CIVIL, 2016)

56668

MOHAMED 'AZAM ISAM BIN ISA

BE HONS (UTM) (CIVIL, 2011)

Kelayakan

LIM MIN CHONG, DAVID

BE (UTM) (ELECTRICAL, 2001)

KEJURUTERAAN BAHAN 54577

YEW MING CHIAN

BE (UM) (MATERIALS, 2008) MSc (UM) (MATERIAL, 2011) PhD (UM) (2015)

GUIDELINE FOR PI UNDER MATERIAL ENGINEERING DISCIPLINE Material Engineering Technical Division (MaTD) The guideline was endorsed by Council on 16th January 2023. Material Engineering plays a critical role in shaping the world we live in. Material Engineers are responsible for development, characterization and overall performance of the materials. Given the importance of their work, it is essential that engineers adhere to a set of professional code of conducts to ensure the safety and well being of the public and environment. The engineering fraternity in Malaysia has a long history of establishing and enforcing ethical standards and professional guidelines. The Material Engineering Technical Division (MaTD) has developed an IEM Professional Interview Guideline for Materials Engineers seeking to obtain their Professional Engineering status. These guidelines which is inline with the existing IEM Competency Standard for Professional Interview will provide a framework of integrity, professionalism and accountability for future engineers. The guideline will focus on the general and specialist engineering knowledge and ability for engineers to apply the theoretical knowledge for engineering solutions in Material engineering. The guideline can be request via email to Secretariat at: pi-submission@iem.org.my.

KEAHLIAN

THE INSTITUTION OF ENGINEERS, MALAYSIA

CONTINUATION FROM NOVEMBER ISSUE 2023 PERMOHONAN MENJADI AHLI SISWAZAH No. Nama Kelayakan Ahli KEJURUTERAAN MEKANIKAL

118944 MOHD RAHIMI AFIF MOHD RAZALI 118939 MOHD ABD SHAFIQ BIN MOHD SA'AD 118449 AZHARISYAM BIN ABU BAKAR 118995 MOHAMAD SHIRAZI BIN DAUD 119022 MUHAMAD NAQIUDDIN BIN RAZAK 119023 WAN NURUL NADIAH BINTI WAN NOR ALAMSHAH 119758 KELVIN CHONG KIAN VOON 119755 NG SOO SIEN 119754 SOH JIE QI 119753 TAN SENG WAH 118988 LEE WEI ZHEN 118568 THINESHWARAN A/L SUBRAMANIAM 118662 SYED MAHDZAR B. SYED MOHAMED 118857 AMIR BIN NORDIN 118978 TEOH CHIA YANG 118977 NURUL NABILAH HUSNA ZULKIFLEE 119029 CHEN ZHI SHEN 118961 MUHAMAD AMEER IZZAT BIN KAMARUDIN 119009 PHILIP TAN SHIEN MING 118420 Dr CHANG KAI MING

BE HONS (UNITEN) (MECHANICAL, 2015) BE HONS (UNITEN) (MECHANICAL, 2019) BE HONS (UPNM) (MECHANICAL, 2013) BE HONS (UPNM) (MECHANICAL, 2019) BE HONS (UPNM) (MECHANICAL, 2020) BE HONS (UPNM) (MECHANICAL, 2020) BE HONS (UTAR SG LONG) (MECHANICAL, 2022) BE HONS (UTAR SG LONG) (MECHANICAL, 2022) BE HONS (UTAR SG LONG) (MECHANICAL, 2022) BE HONS (UTAR SG LONG) (MECHANICAL, 2022) BE HONS (UTAR) (MECHANICAL, 2019) BE HONS (UTM) (MECHANICAL, 2013) BE HONS (UTM) (MECHANICAL, 2014) BE HONS (UTM) (MECHANICAL, 2019) BE HONS (UTP)(MECHANICAL, 2014) BE HONS (UTP)(MECHANICAL, 2018) ME HONS (UNI. OF BRISTOL) (MECHANICAL, 2020) ME HONS (UNI. OF MANCHESTER) (MECHANICAL, 2021) ME HONS (UNI. OF NOTTINGHAM)(MECHANICAL, 2016) ME HONS (UNI. OF SOUTHAMPTON)(MECHANICAL - MECHATRONICS, 2012) MSc (UNI. OF SOUTHAMPTON) (BIONANOTECHNOLOGY, 2014) PhD (UNI. OF SOUTHAMPTON) (ELECTRONIC & ELECTRICAL, 2018)

KEJURUTERAAN PEMBUATAN

119761

CHUWA SHENG YU

119019

MUHAMMAD RAZIF BIN MAHBOOB ALI

BE HONS (UTAR SG LONG)(MATERIALS & MANUFACTURING, 2022) BE TECH HONS (UniMAP) (MECHANICAL ENRG. TECH-PRODUCT DEVELOPMENT, 2020) ME (UTeM)(MECHANICAL, 2021)

KEJURUTERAAN PERLOMBONGAN

118661

CHIN CHEAN YEEN

BE HONS (USM)(MINERAL RESOURCES, 2008)

KEJURUTERAAN PETROLEUM

118432

SITI AISYAH BINTI SHAMSUL

BE HONS (UCSI)(PETROLEUM, 2021)

KEJURUTERAAN POLIMER

118963

MOHAMMAD MUZAKKIR SYAFIQ BIN ABDULLAH

BE HONS (USM) (POLYMER, 2017)

PERMOHONAN KEPADA AHLI "ENGINEERING TECHNOLOGIST GRADUATE MEMBER" No. Nama Ahli KEJURUTERAAN AWAM

118658

118411

DAYANG NURASHREEN MUNEERA BT AWG MAHMUD CHIN KAI LOON

Kelayakan

B TECH HONS (PUO)(CIVIL, 2017) B TECH HONS (UTHM) (CONSTRUCTION, 2020)

KEJURUTERAAN BANGUNAN

118410

JUMATLI BIN ABD HAMID

BSc (UTM) (HOUSING, BUILDING & PLANNING, 1999)

KEJURUTERAAN ELEKTRIKAL

118660

SURENTHAR MUNUSAMY

B TECH HONS (MSU) (ELECTRICAL & ELECTRONIC, 2021)

•

DECEMBER 2023

JURUTERA

KEJURUTERAAN KIMIA

118659

EWIE ASFAHANIE BINTI ABDUL HALIM

B TECH HONS (PUO) (CHEMICAL, 2018)

PERMOHONAN KEPADA AHLI "ENGINEERING TECHNICIAN GRADUATE MEMBER" No. Nama Kelayakan Ahli KEJURUTERAAN MECHATRONIC

118657

AHMAD HAZIM BIN MOHAMED RIDZUAN

No. Nama Ahli KEJURUTERAAN AWAM

118654

TEO GECK HENG

Kelayakan

LEE HAN RICK

118409

TAN YU LIONG

PERMOHONAN MENJADI AHLI 'AFFILIATE'

118653

NURUNNIZA BINTI ZAINAL ABIDIN

BSc HONS (UPM) (ENVIRONMENTAL & SAFETY HEALTH, 2002)

KEJURUTERAAN GEOLOGICAL

118408

AISYAH AFIFAH BINTI SELAMAT

BSc (UMS)(GEOLOGY, 2013)

KEJURUTERAAN KOMPUTER

BSc (NATIONAL CHENG KUNG UNI.)(CIVIL, 1981)

BSc Hons (APU)(SOFTWARE, 2013) BSc HONS (STAFFORDSHIRE UNI.)(SOFTWARE, 2013)

KHAMARRUL AZAHARI BE HONS (UTM)(GEOMATICS, BIN RAZAK 2002)

No. Nama Kelayakan Ahli KEJURUTERAAN ELEKTRIKAL

118710

KEJURUTERAAN KOMPUTER

118655

KEJURUTERAAN SISTEM MAKLUMAT

118300

DIPLOMA (PUO) (MECHATRONIC,2019)

PERMOHONAN MENJADI AHLI 'INCORPORATED'

BAVANI SUBRAMANIAM

BSc HONS (UM)(COMPUTER & COMMUNICATION, 2002)

PERMOHONAN MENJADI AHLI 'ASSOCIATE' No. Nama Kelayakan Ahli KEJURUTERAAN TELEKOMUNIKASI

118314

AMEIRUL BIN ABD KARIM

DIPL. TECH. (MMC) (TELECOMMUNICATION, 2014)

44 DECEMBER 2023

JURUTERA

•

KEAHLIAN

THE INSTITUTION OF ENGINEERS, MALAYSIA

PERMOHONAN BARU / PEMINDAHAN AHLI

Persidangan Majlis IEM yang ke-434 pada 16 Januari 2023 telah meluluskan sebanyak 1,936 ahli untuk permohonan baru dan permindahan ahli. Berikut adalah senarai ahli mengikut disiplin kejuruteraan: GRED KEAHLIAN SISWAZAH

“ENGINEERING TECHNOLOGIST GRADUATE MEMBER”

“ENGINEERING TECHNICIAN GRADUATE MEMBER”

Aeronautikal

Aeroangkasa

DISIPLIN

FELO

SENIOR

AHLI

Automotif

“SENIOR GRADUATE”

“INCORPORATED”

“AFFILIATE”

“ASSOCIATE”

SISWA

JUMLAH

Biokimia Bioperubatan

Kimia Awam

Komputer

112

Pembinaan

154

178

592

763

Elektrikal & Elektronik

Elektrikal

104

183

Elektronik

188

212

Alam Sekitar

Proses

Proses & Makanan

Geoteknik

Pembuatan

2 1

Marin

Bahan

Mekanikal

Mekatronik

3 2

295

391

Perlombongan

Arkitek Naval

Petroleum Polimer Telekomunikasi

1 3

Integrated JUMLAH

Sumber Mineral

1 2

122

271

1505

1936

Senarai nama ahli dan kelayakan adalah seperti di bawah. Institusi mengucapkan tahniah kepada ahli yang telah berjaya.

Ir. Prof. Dr Zuhaina binti Zakaria

Setiausaha Kehormat, Institusi Jurutera Malaysia, Sesi 2022/2023 PERMINDAHAN AHLI KEPADA AHLI FELLOW No. Nama Kelayakan Ahli KEJURUTERAAN AWAM

17503 18782

Ir. CHANG TOONG WHO BE. HONS (UTM) (CIVIL) (2000) Ir. CHONG CHEE YEN BE. HONS (UTM) (CIVIL) (2001) MSc (UPM) (2003)

PEMINDAHAN KEPADA AHLI 'SENIOR' No. Nama Kelayakan Ahli KEJURUTERAAN AWAM

54501

SREERAMALU A/L NAMATHEVAN

BE HONS (UTM)(CIVIL, 2005)

PEMINDAHAN AHLI KEPADA AHLI KORPORAT No. Nama Kelayakan Ahli KEJURUTERAAN AUTOMOTIF

49372

RIFQI IRZUAN BIN ABDUL JALAL

KEJURUTERAAN AWAM

36869

AZRI BIN SAFLIE

21189 54085 93542

CHAN YORK LIN CHEONG WAI KEONG CHIA YING SIM

61932

CHUA CHIEN MING

97437 CHUA PENG YANG 101993 LAU CZE HIENG, BRYAN

BE HONS (OKAYAMA) (MECHANICAL, 2008) PhD (LOUGHBOROUGH) (2018)

99525

LAU HUI HIE

69784

LEONG GEOK TENG

23201

LIM CHEE SENG

114770 LIM JIA YIN 37095

MOHD HAZRUL FAEZ BIN RAHIAM MUHAMMAD AKRAM BIN AMIRUDDIN 35621 MUHAMMAD ALI FATHULLAH BIN ABDULLAH 54418 MUHAMMAD QAYYUM BIN AMRAN 85499 QUAH KEN YONG 105239 ROSLEE BIN ISMAIL 112826 STRIPRABU A/L STRIMARI 116024 TAN JIA XIANG 53605

57624 BE HONS (UKM) (CIVIL & STRUCTURAL, 2002) BE HONS (UTM) (CIVIL, 2003) BE HONS (UNIMAS) (CIVIL, 2010) ME HONS (LEEDS) (CIVIL & STRUCTURAL, 2011) BE HONS (KINGSTON) (CIVIL, 2011) MSc (SURREY) (STRUCTURAL, 2013) BE (UMP) (CIVIL, 2013) BE HONS (CURTIN) (CIVIL & CONSTRUCTION, 2016)

45224 37252 41754 52568

BE HONS (UTM) 9CIVIL, 2012) ME (UTM) (CIVIL-STRUCTURE, 2013) BE HONS (UNIMAS) (CIVIL, 2017) ME (UNIMAS) (2019) BE HONS (NANYANG) (CIVIL, 1999) MSc (NANYANG) (INTERNATIONAL CONSTRUCTION MANAGEMENT, 2004) BSc HONS (NATIONAL TAIWAN UNIVERSITY) (CIVIL, 2013) BE HONS (UTHM) (CIVIL, 2011) BE HONS (UKM) (CIVIL & STRUCTURAL, 2013) BE HONS (UiTM) (CIVIL, 2005)

BE HONS (UiTM) (CIVIL (INFRASTRUCTURE), 2014) BE HONS (UTHM) (CIVIL, 2011) BE HONS (UNISEL) (CIVIL, 2009) BE HONS (UNIMAS) (CIVIL, 2012) PhD (UNIMAS) (2018) BE HONS (CURTIN) (CIVIL & CONSTRUCTION, 2012) TAN ZHI HOWE BE HONS (UTM) (CIVIL, 2013) MSc (NANYANG) (CIVIL, 2021) WIRA AZIZI BIN KADER BE HONS (UTP) (CIVIL, 2011) WONG BAK SHIIUN BE HONS (UTP) (CIVIL, 2008) WONG PU YING BE HONS (UKM) (CIVIL & STRUCTURE, 2012) YEW PHAIK KHUAN, BE HONS (UTM) (CIVIL, 2010) LINDA

KEJURUTERAAN ELEKTRIKAL

61141

AMIN SHAHARUDDIN BIN IBRAHIM

BE HONS (USM) (ELECTRICAL, 2010) ME (MALAYA) (POWER SYSTEM, 2015)

52904 48635

ARNOLD VIC CHANDLER JUILY GANESH DEVAN A/L SUBRAMANIAM

BE HONS (USM) (ELECTRICAL & ELECTRONICS, 2014) BE HONS (UTHM) (ELECTRICAL, 2013)

Note: Continuation would be published in January 2024. For the list of approved “ADMISSION TO THE GRADE OF STUDENT”, please refer to IEM web portal at http://www.myiem.org.my.

Pengumuman yang ke-181 SENARAI PENDERMA KEPADA WISMA DANA BANGUNAN IEM Institusi mengucapkan terima kasih kepada semua yang telah memberikan sumbangan kepada tabung Bangunan Wisma IEM. Ahli-ahli IEM dan pembaca yang ingin memberikan sumbangan boleh berbuat demikian dengan memuat turun borang di laman web IEM http:// www.myiem.org.my atau menghubungi secretariat di +603-7968 4001 / 5518 untuk maklumat lanjut. Senarai penyumbang untuk bulan Oktober 2023 adalah seperti jadual di bawah: NO.

NO. AHLI

NAMA

102460

MR. MOHD HASSAN BIN AHMAD

38756

MS. WAFTY BINTI ABD RAHMAN

12374

MR. DZULAIDIN TASRIN BIN OTHMAN

116119

MR. PETDRAL CARLOS ANAK RINGIN

21570

Ir. DR GOVINDARAJAN S/O VEERAPPAN

90740

MR. KUEK CHAI JIAN

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Updated May 2018