Innovation in Marine Technology
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COVER NOTE &
6 - 12 COVER STORY
NOTE A Naval Engineer’s Perspective on Malaysia’s Shipbuilding and Ship-Repair Industry
FEATURE
RMN Obsolescence Programme (OP): An Innovative and Unique Project Spearheading SBSR in Malaysia
The Thing About Control
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COVER NOTE
INNOVATION IN MARINE TECHNOLOGY
by Ir. Ts. Abdul Malik Hussein bin Abdul Jalil Chairman, Marine & Naval Architecture Engineering Technical Division
In this past decade, we have seen new and emerging technologies being implemented in various industries. Embedded in the way we work, these technologies have proven to be efficient and have provided cost savings in the long run. The COVID-19 pandemic that is happening worldwide has also changed our way of life as well as the way some of these technologies are being used to assist us today.
It‘s no different in the marine world. With the implementation of automation of processes, IoT and others, we are able to be more self-sufficient in our everyday routines. As the International Maritime Organisation (IMO) is imposing stricter rules and regulations, operators are racing to find ways to implement these new technologies, either at sea or on shore.
The theme for this month’s JURUTERA is Innovation In Marine Technology. There are feature articles by experts in automation and ship design. We also interviewed the Chief Engineer of the Royal Malaysian Navy, Laksamana Muda Datuk Ir. Ts. Mohd Saiful Adli Chung, to get insights into the practices of engineers in the RMN. I hope you will enjoy the articles and do stay safe.
EDITOR’S NOTE
INNOVATION & NATION BUILDING
by Ir. Prof. Dr Zuhaina binti Zakaria Principle Bulletin Editor
The keyword of this month’s JURUTERA is innovation, which is crucial to a nation’s development. Empirical studies show that there is a significant correlation between the development of innovations and economic growth. New technologies, products and processes are the outcomes of innovation and are aimed at improving efficiency and productivity.
As we celebrate our country’s National Day this month, let us reflect on how the Malaya of the 1950s has transformed to present day Malaysia. Our economy has transitioned from being “primary commodity dependent” to “knowledge and innovation driven”. Among others, science and technology have contributed hugely to this transformation and engineering is the main driver in the process. Different disciplines of engineering have helped in the building of our country’s infrastructures and become the backbone of all sectors of the economy, from telecommunications to finance.
So, as we proudly fly the Jalur Gemilang this month, we can also be proud that engineering professions have contributed to the nation’s development and will continue to do so for many years to come. Happy 64th Independence Day, Malaysia!
A Naval Engineer’s Perspective on Malaysia’s Shipbuilding and Ship-Repair Industry
Rear Admiral Datuk Ir. Ts. Adli Chung has been Chief Engineer of the Royal Malaysian Navy (RMN) since 2018. He is also Head of Maritime Working Group Secretariat of the Malaysian Industry Council for Defence, Enforcement and Security (MIDES). In 2017, Bureau Veritas Paris appointed him a Board Member for BV Naval Ship Committee, based on his expertise, experience and knowledge of the maritime industry. He has authored 2 books, including one related to ship-repair guidelines for RMN vessels.
He holds a Bachelor’s Degree in Mechanical Engineering with First Class Honours from University of Technology Malaysia and a Master’s Degree with Distinction in Engineering Science from the University of New South Wales, Australia.
ARoyal Malaysian Navy (RMN) Chief Engineer since 2018, Rear Admiral Datuk Ir. Ts. Mohd Shaiful Adli Chung’s role lies mainly in three aspects. The first is to oversee policy matters and engineering conduct pertaining to engineering aspects and their implementation to ensure the upkeep of RMN assets so that they are at high operating readiness. These assets include helicopters, surface warships, submarines and offshore stations.
Then, as Chief Engineer, he manages the financial aspect of RMN assets maintenance and repairs for contracts, major schedule routine maintenance, repairs and so on. He also supervises engineering personnel in RMN to ensure each of the more than 30 professional engineers, 200 engineers and approximately 2,500 technicians under him, attained career development and progress.
RMN’S CONTRIBUTION TOWARDS SBSR
With regards to the local shipbuilding and ship-repair (SBSR) industry, Datuk Adli Chung believes that RMN is one of the major players and contributors to the sector. “RMN allocates approximately RM300-RM400 million annually for ship repairs in shipyards in Malaysia through open tenders – both in the peninsula as well as in Sabah and Sarawak,” he said. “This is to ensure that each shipyard in Malaysia can continue to operate, do business, progress further and survive. It will also prevent monopoly by any one company.”
RMN can also be considered big cheese in the development of shipbuilding. Currently, there are close to 100 shipyards in Malaysia, with the majority in Sarawak and one third in Peninsular Malaysia. Datuk Adli Chung said that about 20 of these are registered under the Ministry of Defence (MinDef). These shipyards are mostly small ones, with only around 15 per cent having a medium level of automation.
MAKING A MARK IN MALAYSIA’S GDP
Shipyards in Malaysia contribute significantly towards the national economy (GDP) through shipbuilding and ship-repairs.
According to the Malaysian Shipbuilding/Ship-repair Industry report (2017/2018), Malaysia’s revenue from the SBSR industry was RM8.66 billion. This included revenue from various sub-sectors such as shipyards, manufacturing and design houses.
Malaysia’s shipbuilding export also experienced an upward trend from 2015. In 2017, export was RM1.08 billion compared to RM0.78 billion in 2016.
Datuk Adli Chung said that since Malaysia is a maritime nation, it is vital that the shipbuilding and shiprepair sector be strengthened.
“As 95% of Malaysian commerce is carried out through sea lines, it makes sense for us to ensure that our shipping industry is bolstered. Otherwise, we will see an outflow of resources,” he explained.
In 2019, Malaysia ranked 24th in terms of ships built by country. This was based on a report by the United Nations Conference on Trade & Development (UNCTAD). Malaysia also ranked 7th in the world for offshore support vessels (OSVs) built with combined BHP (Brake Horse Power).
CHALLENGES IN MALAYSIAN SBSR INDUSTRY
Although the outlook for the Malaysian SBSR industry is bright, it is not free from challenges. Among the main challenges are those related to policy matters such as the non-implementation of an effective blueprint as well as tax on certain raw materials and equipment.
“Malaysia lacks a policy on the use of Malaysian-built vessels in Malaysian waters, unlike countries such as Indonesia,” said Datuk Adli Chung, adding that there should be a policy to state that vessels operating
in Malaysian waters must be owned and built by Malaysians or different charges or rates of services would be imposed otherwise.
On a positive note, he noted that Petroliam Nasional Bhd (PETRONAS) recently set a few requirements for new offshore support vessel (OSV) contracts. One of these was that the new OSVs had to be built in the local shipyards and that the bidders had to obtain financing locally, including from foreign banks operating in Malaysia.
“The other challenge that our SBSR industry faces is that it does have an active long-term blueprint but one formulated in 2013/2014. Thus, the said blueprint required inputs, updates, new assessments and pledges from all relevant stakeholders and needed to be sound in order for it to reach certain milestones,” said Datuk Adli Chung.
Another major concern which can be a challenge for the industry is that the tax imposed on raw materials has short term exemption. Because of this, shipyards find it difficult to stay competitive in the shipbuilding and ship-repairing business. “Right now, the government has provided a bona fide status (tax exemption) for raw materials until 2022. However, shipbuilding takes time and current projects are expected to exceed the time period provided. When that happens, Malaysian shipyards will not be able to compete on an equal level playing field with other nations,” he said.
INITIATIVES TO BOOST THE INDUSTRY
Datuk Adli Chung said that in order to drive our SBSR industry further, there are several initiatives that can be carried out. One is the establishment of a so-called Backyard Industry, where peripheral services that support SB and SR are collocated within a certain vicinity or region in the country. The placing of these at strategic locations will ensure a shorter service time by
Si ka te chn ol og ies have bee n u sed in t h e co ns truc tion o f ma n y of the w orl d’s ta ll es t bui l ding s , long est t unn el s a n d most s pe cta cu lar b rid ges. The rol l cal l a l so in clu de s the se c ond Penang Br idge , the lo ngest br id g e i n Sou th east As ia. S ika Hydrop ho bi c Imp r egnatio n p rotects e c ie ntl y ove r lon g time the concret e a g ain s t ch l orid e penet rat i on. T h e bridg e has been b ui lt t o last 1 20 year s without majo r main tenance.
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these shipyards and in a more cost-effective manner. He said such Backyard Industries eco-systems are common in South Korea and certain European countries as well.
The next initiative is for the government to separate design and construction into two different exercises when tendering the building of a new vessel. This will create a lot of spillover in the SBSR industry and also in higher education.
He said: “Once these are split, it is possible to impose a policy that states that the design must be done locally and by a local design house. Right now, since there is no separation and as we do not have certain capabilities in terms of construction, everything is taken up by foreign shipyard companies.”
Another idea to boost Malaysian SBSR is to focus on the building of niche vessels which can capture the international market. These include offshore supply vessels, fishing vessels and certain offshore platforms for oil and gas operations.
“We should not try to venture into types of vessels that other countries are better at producing. Instead, we should focus on what we are good at producing. For example, we cannot compete with China or South Korea when it comes to building oil
tankers or cargo ships,” said Datuk Adli Chung. “Last but not least, there is an innovative initiative that has just been started by the RMN, known as the Obsolescence Programme (OP).”
He said RMN is the first agency in Malaysia (and in Asia) to embark on this type of programme where old vessels are awarded to a shipyard for refitting and in lieu, are being re-hulled instead of being repaired.
“Some parts which are considered to be capital equipment, such as guns, will be salvaged and reused because they are very costly to purchase,” explained Datuk Adli Chung, adding that the vessels generally get to maintain their capabilities but are fitted with new configurations.
This programme is currently ongoing with one vessel being almost completed in Terengganu. Two more vessels will be joining the programme soon. Eligible shipyards are required to participate in the tender for the OP of these vessels.
The Repowering Programme is another initiative along the same lines as the OP, said Datuk Adli Chung. This is currently being carried out in Sandakan, Sabah and Perak (Lumut).
“Here too, we are the first agency in Malaysia and Asia to carry out work on the replacement of both propulsion system and power generation system in a dedicated project. In this programme, the propulsion system of a vessel, which includes the engine, gearbox, propeller, shaft line and power generation system such as generator set, together with the entire associated equipment, is replaced,” he said.
Malaysian Shipbuilding/Ship-repair Industry report 2017/2018
1st Malaysian Designed OSV (Artist Impression)
Source: The Malaysian Shipbuilding/Ship-repair Industry report 2017/2018
A floating dock is one of the Water Depth Solution for shipyards in Malaysia
Source: The
Since the programme started in 2017, at least five shipyards have benefitted from normal refitting tenders, giving the RMN high returns of investments (ROI) and helping to boost the SBSR industry in the country. Initially, the timeframe for each refitting was 7 months as it was usually hard to obtain the spare parts needed. “These spare parts had to be sourced from various places around the world and, where they couldn’t be found, they had to be manufactured,” said Datuk Adli Chung, adding that they have now succeeded in reducing the timeframe to only 4 months.
He said that repowering a vessel had been found to be a far more competitive method than overhauling as maintaining old equipment
was expensive. “To ensure that the speed and reliability of a vessel are guaranteed after repowering, the Navy employs naval architects to conduct power prediction, speed evaluation, stability assessment and verification. Otherwise, the shipyard could be subjected to a penalty,” he said.
INTEGRATION WITH ACADEMIA
In order to guarantee the future of the SBSR industry, it is important to have integration with the academia. According to Datuk Adli Chung, a few developed countries have managed to do so and these may provide Malaysia with an idea of how it can be implemented.
“One way is to put in place internship programmes,” he said, adding that the RMN had collaborated with a few universities in the past to expose students to the SBSR industry from early on.
Another way is to have engineering working groups where academicians can assist the industry with issues and challenges that they face. Academicians should also engage with design houses which have the capabilities and use programmes that are not subjected to copyright issues. “One example is MTCMS (a good design house for the modification or ship-design of vessels) which universities such as University of Technology Malaysia (UTM) or UniKL can collaborate with,” he said.
Whatever the case, there needs to be a structured framework instead of individual initiatives in order to encourage and enhance further the education programmes for the betterment of the industry in the future.
THE WAY FORWARD
In order for the Malaysian SBSR industry to progress and prosper, a few action plans need to be set up and carried out by the industry and the government.
“Firstly, the tender price at our shipyards must be competitive compared to that of our neighbouring countries, besides producing good quality,” said Datuk Adli Chung. He said that for this to happen, there needs to be an optimisation of resources at all levels. This means shipyards need to learn to be efficient and cost effective in their operations and production. He added that our shipyards can learn a lot from South Korean shipyards which optimise their human capital efficiently, use a lot of optimisation of resources during
production and in certain areas, use robotics instead.
“Malaysian shipyards need to be in line with 4IR concepts and to employ data analyses in their work,” said Datuk Adli Chung. “Our shipyards must also produce quality work and create a brand name for themselves and the country.”
He said a few shipyards, including small and medium enterprises, had been successful in doing so. It is only in this way, he added, that Malaysia can compete globally in the future and uplift the SBSR industry significantly
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RMN OBSOLESCENCE PROGRAMME (OP): AN INNOVATIVE AND UNIQUE PROJECT SPEARHEADING SBSR IN MALAYSIA
The Malaysian shipbuilding and ship-repair (SBSR) industry will celebrate its 110th anniversary soon. It had grown significantly from its humble start in 1912 when the Brooke Shipyard was established in Sarawak. Currently, there are 99 shipyards registered in the country, of which 68 are located in Sabah and Sarawak.
In 2015, our SBSR industry was ranked 18th largest in the world. However, with the recent downturn in the oil and gas industry and Covid-19 pandemic outbreak, it is now facing tough challenges and a more uncertain future. The Malaysian SBSR boom-and-bust trend in recent decades needs to be addressed and evaluated to ensure the industry’s survival.
To ensure sustainable and continuous shipbuilding activities, innovative and creative approaches are needed to spur the industry, particularly programmes that have a huge spillover effect on the local marine industry. With this in mind, the Royal Malaysian Navy (RMN) recently introduced its latest Obsolescence Programme (OP) which would help spearhead and boost the local SBSR industry.
Through OP, scheduled maintenance of naval vessels are carried out in-lieu of refit, but using a different methodology, one involving the replacement of the entire hull (re-hull) and equipment, including propulsion and power generation systems. Legacy equipment that is not obsolete will be “salvaged”, refurbished and reassembled into the new hull. In other words, with OP, a new vessel will be built using certain legacy equipment.
Currently, KD Perkasa is undergoing OP at Geliga Shipyard in Kemaman, Terengganu, and RMN plans to place 2 more ships in the programme through an open tender procurement process. OP made history as the first programme of its kind to be implemented in the Asian region for both war and merchant ships.
The implementation of OP on RMN vessels has received due attention from the Economic Planning Unit (EPU) in the Prime Minister’s Department. If successful, EPU intends to extend the programme to other relevant agencies because:
1. The cost of Maintenance, Repair & Overhaul is almost equal in value to the cost of OP but the latter has a higher Return of Investment.
2. On completion of OP, future Operating Expenditure is expected to be less burdensome since the Mean Time Between Outages of new equipment is longer.
3. Ship lifespan and logistical support for the next 15 years at least are guaranteed.
4. There is no risk of Variation Order since the scope of work for OP is all inclusive.
For further details and enquiries on OP, kindly email the author at shaifuladlichung@navy.mil.my
Author’s Biodata
Rear Admiral Datuk Ir. Ts. Mohd Shaiful Adli Chung is Chief Engineer of the Royal Malaysian Navy and Head of Maritime Working Group Secretariat, of Malaysian Industry Council for Defence, Enforcement & Security. He is a Committee Member of IEM’s Marine Engineering & Naval Architecture Technical Division for 2021/2022.
by Rear Admiral Datuk Ir. Ts. Mohd Shaiful Adli Chung
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Joining tank to Top Deck for Block U3
Full weld for Block U5
THE THING ABOUT CONTROL
CONTROL FREAK
Our urge to control our environment is so strong that we often feel uneasy when placed in an unfamiliar environment. This may be due to the “fight or flight” instinct or perhaps it is just an innate urge to exercise control over others. We do it to both inanimate objects and living beings. We are the inadvertent and willing master of the universe.
Well, if we can arrange things according to our whims, we would like very much to be king and make others subservient to us. Alas, the world is not totally cooperative in this. We are inherently weak though we have the power of intellect which allows humans to have a sense of control over the world. Through this natural equilibrium, man has learnt to adapt his needs to what he can actually acquire. He is now more pragmatic from the control point of view.
We may not be able to acquire everything, but surely we can acquire something. And while we may not be able to control everything, we can surely control some things. The main aim is to be able to control the most important parameters. With this, the control urge can somewhat be realised and fulfilled.
BUILDING BLOCKS
Any system can be represented as a control system block. Unless it is an open loop system, there will always be a
feedback loop which will link the output stage to the desired input stage. A system or plant will be one major block in either an open or closed-loop control system representation. The parameters of the plant can be either fixed or dynamic, i.e. it varies with time. This time variant or invariant system will be crucial in understanding the behaviour of the system to input response. The plant can then be represented in a mathematical model, either in the transfer function mode or state-space representations. The number of input and output will also affect the way a particular system is analysed (SISO, MIMO, SIMO & MISO).
A sensor block in the feedback loop is represented by an array of internal and external sensor modules. The accuracy and sensitivity of the sensors are critical to ensure the system time response is acceptable. This time factor is also termed as sampling time. Another important block is the controller block which handles the error (difference between desired and output values) and ensures that input to the system will bring the output nearer to the desired value or that they will converge.
Various control approaches have been proposed and will continue to be developed in order to handle external disturbance and non-linearity components of the plant. The most practical system is inherently non-linear and the disturbances are mostly non-deterministic. The accuracy of the plant and variable input models will be pertinent to the reliability of the chosen control approach.
THE LAW
A control designer is always obsessed about accurate modelling of the real system being controlled. He strives hard to understand all the constraints and limitations of the current system model. The more information he has, the more controllable is the system. Real appreciation of the external disturbances is also important and many methods have been proposed to ensure desired performances are achieved. The important thing is to arrive at the best control law that will reduce errors to zero.
by Ir. Prof. Ts. Dr Mohd Rizal Arshad
A Generic Feedback Control System Representation
It may be very taxing and time consuming to design, analysis and test the control approach on a real or actual system as the actual system complexity increases. Hence, mathematical and simulation approaches in controller design will be crucial and cost-effective. Because of this dependence on mathematical representations or model of the system, the methods for extracting model must be considered carefully.Various methods to implement the developed control law, i.e. by injecting input triggers and disturbance are conducted. These are done in order to test the controller robustness and frequency response.
At the same time, new control theories are continuously being developed while the more implementable control methods are realised. Control laws in living organisms are continuously being emulated to man-made systems. Some hybrid control methods have also been investigated. Three main aims of a control system are stability, tracking and regulating applications. These cover most of the man-made applications and, as long as new machines and system are invented, new and more innovative control methods will always be developed.
FUNDAMENTAL KNOWLEDGE
The progress of the modern civilisation has boosted the need for newer and more reliable control algorithms. As the system complexity increases and more unique applications are invented, unique and more cost-effective controllers are required. A complex control system normally requires very complex hardware implementations and as such, generalisation is not desirable since the set-up will not be sustainable. The challenge is in being able to utilise simple control laws for complex control applications and with simple hardware implementations. This is a utopian aim but one that will boost and encourage more research work in control theories and control algorithms. Probably a fundamental shift of how we look at control methods is required.
Our approach to novel control design is strictly bounded by accepted control theories and accepted constraints. Hopefully, one day, these unquestioned boundaries will be reconsidered and new control laws will emerge. One thing for sure, the variances in human needs are unlimited and so are control requirements.
“Authority is nothing without power and power is nothing without control” – m.rizal.
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Ir. Prof. Ts. Dr Mohd Rizal Arshad is a full professor and Deputy Vice Chancellor in Academic & International at Universiti Malaysia Perlis (UniMAP). His areas of specialisation are ocean robotics and instrumentation, control and intelligent system.
Author’s Biodata
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RESISTANCE & SEAKEEPING BEHAVIOURS OF SEMI-SWATH
by Prof. Dr Adi Maimun bin Abdul Malik
The applications of twin-hull vessels, particularly the Small Waterplane Area Twin Hull (SWATH) and conventional Catamaran vessels, are shown in Figures 1 and 2. Both types of vessels provide better seakeeping quality than mono-hull vessels. In the early days, twin-hull high-speed vessels had a reputation for poor seakeeping performance when encountering head sea at high forward speed. This bad reputation was due to their tendency for larger pitch motions or even bow diving and more severe dynamic structural loads than mono-hull vessels. Consequently, these became a direct threat to vessel comfortability and safety.
According to [2], the inherent advantages of SWATH vessels, as compared to the conventional catamaran, are in its smaller waterplane area which provides smaller wave excitation forces, lower amplitude motion associated with its lower acceleration responses and better seakeeping performance. Furthermore, due to its smaller waterplane area, SWATH vessels have a larger natural period which is twice as long as the natural periods of roll, pitch and heave of a mono-hull of comparable size. The advantages of conventional catamaran features, as compared to SWATH vessels, are shallower draft and lower cost of construction. The larger waterplane areas catamaran as compared to the SWATH vessel has increased stiffness which results in an improved longitudinal stability.
Conversely, the drawbacks of SWATH vessels and conventional catamarans due to their geometrical
designs, cannot be neglected. It can be shown that the SWATH vessel, with its small waterplane area, performs better in large pitch motion due to low stiffness as the speed increases. According to [3], and [4], the low value of this parameter is linked to its insufficient values of longitudinal metacentric height (GML). Consequently, this will lead to pitch instabilities and cause slamming, deckwetness, excessive trim or even bow diving and degrade the passenger comfort.
Having considered some extensive reviews of several obtainable advantages from both SWATH and conventional catamaran hull forms, an alternative hull form design is proposed which overcomes or minimises the drawbacks. The proposed design concept is a combination of conventional catamaran and SWATH hull features. Based on the reviews for both SWATH and catamaran vessels, a new design concept which satisfies the design requirements, has been developed. In addition, this new modified hull form configuration emphasises variable draught operations i.e. shallow and deep draughts. This is the Semi-SWATH vessel. See Figure 3.
[5] and [6] are investigations into the hybrid design hull form. The Semi-SWATH configurations generally offer two traits which make the most of the benefits of the SemiSWATH vessel. Firstly, the primary premise is to maintain good seakeeping quality. Secondly, it is intended to prevent the bow diving phenomena at high speeds. This means the maturity of the Semi-SWATH vessel is an improvement on the conventional Catamaran and SWATH vessel performances considerably.
Figure 1: Conventional SWATH vessel profile and section [1]
Figure 2: Catamaran vessel profile and section [1]
FEATURE
HULL RESISTANCE OF SEMI-SWATH
This study was carried out on the Semi-SWATH model in two different modes: Catamaran and SWATH. These modes are classified according to the different draught (T) of the vessel, which are 0.12m and 0.16m for the Catamaran and SWATH modes respectively. Figure 4 shows the plots of resistance coefficients of Cf (Friction), Cr (Residual) and Ct (Total) against Froude number (Fn). The total resistance is shown to have a maximum at around 0.5 Fn and reduces with further increase of the Fn. This is due to the lift created by the hull and fins, hence reducing the wetted surface area of the vessel. Figure 5 shows the comparison of total resistance coefficient, Ct between catamaran and SWATH modes. The SWATH mode has higher total resistance coefficient due to the deeper draught and larger waterplane area as compared to catamaran mode.
SEMI-SWATH WITH FINS STABILISER THROUGH CFD
The model used in this study was the Semi-SWATH with fixed fin at fore and adjustable fin at aft of the hull; the positions of the fins are shown in Figure 6.
Figure 7 shows the validation of total resistance for the model test with simulation results at different angle of attack of the fins stabiliser at aft. It was found that the computational result showed up to 11% maximum average error. According to [7], this error is caused mainly by the limitation of the computational tools in producing good computational grid and simulating the turbulence free surface flow in the complex hull form.
Figure 7: Comparison curve between the computational and experimental results of the Semi-SWATH total resistance for case (a) AftFin0deg (b) AftFin5deg (c) AftFin15deg (d) AftFin-15deg [7]
Figure 4: Resistance coefficient of Semi-SWATH in Cat Mode
Figure 5: Resistance coefficient of Semi-SWATH at different modes
Figure 6: Location of fore fin and aft fin on the model
Figure 3: Profile of the Semi-SWATH as coastal passenger ferry
The total resistance of the Semi-SWATH was computed by computational fluid dynamics (CFD) simulation from summation of the calculated forces which were pressure resistance and friction resistance. The resistances were numerically computed for all cases of bare hull only and bare hull with fins. It was agreed that the set-up and physical conditions for simulation of appended hull cases were applicable to simulation for cases which were not performed via the experiment. The comparison between the pressure resistance and friction resistance coefficient of bare hull and appended Semi-SWATH is presented in Figures 8 and 9. Note that the friction resistance coefficient from simulation has almost similar values for all cases as a result of the applied even keel condition in the steady state simulation. The effect of dynamic condition on friction resistance is not obtained from the steady state simulation.
The comparisons in Figure 8 and 9 display the smallest resistance coefficient values of the Bare Semi-SWATH case at all speeds, in contrast to other cases. The higher generated resistance produced by Semi-SWATH with fin stabilisers revealed the fin installation increase for both pressure and friction resistance. This finding suggests that the appendage stabilising system is not applicable to reducing the resistance of Semi-SWATH in all speed conditions in the fixed fin configuration, which differ from the findings of [8] and [9].
The pressure resistance coefficient values of AftFin15deg were the highest among others until Fr=0.58. Dramatic resistance changes of AftFin15deg case caused the resistance coefficient value of the case to be the highest at Fr >0.58, replacing the resistance of AftFin15deg. The resultant
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Figure 8: The pressure resistance coefficient curve from CFD simulation for the bare hull Semi-SWATH and with different aft fin angle
Figure 9: The friction resistance coefficient curve from CFD simulation for the bare hull Semi-SWATH and with different aft fin angle
FEATURE
forces produced from the incoming flow through the fins greatly influenced the Semi-SWATH resistance by the changing of the fin angle.
WAKE WASH ANALYSIS FOR SEMI-SWATH
This study deals with the wave profile around a Semi-SWATH hull as shown in Figure 10, which is an important aspect to be analysed in predicting wake wash. Experimental work may not offer accurate wave patterns due to the environmental condition. Better wave profiles can be obtained by using a CFD simulation tool. Patterns of wave amplitude of the hull depend on the pressure distribution. Similar patterns with wave profile at same Froude number (Figure 11) show that pressure distribution contributes to wave pattern around the hull [10].
SEAKEEPING PERFORMANCE
The proposed design concept presented in this paper is a combination of the catamaran and SWATH hull features which will lead to a reduction in bow diving but still
maintain good seakeeping and stability capabilities. This design is now called the Semi-SWATH vessel. In addition, the full design of this vessel is equipped with fixed fore fins and controllable aft fins attached to each lower hull.
In research work conducted by [1], the seakeeping performance of the Semi-SWATH was evaluated using a time-domain simulation approach. The effect of fin stabiliser on the bare hull performance is considered. The validity of numerical evaluation is then compared with model experiments as shown in Figures 12 and 13 for heave and pitching respectively. Generally, the comparison between a simulation programme and experimental results, gives the confidence to develop seakeeping prediction by utilising the simulation programme.
Figure 10: Isometric view for Semi-SWATH model (hull)
Figure 11: Wave profile and pressure distribution of Semi-SWATH (Catamaran mode) at Froude number 0.68 [10]
Figure 13: RAOs validation of pitch at fin angle; aft
with fore
Figure 14: Seakeeping test at Marine Technology Centre, UTM
Figure 12: RAOs validation of heave at fin angle; aft
The model test was carried out in the towing tank at the Marine Technology Laboratory, UTM (Figure 14). According to [1], the results of the model tests (Figure 15) for various fixed fins angles as compared to bare hull vessel at T = 2.0 m and Vs = 15 knots showed that the heave and pitch motions were reduced by a maximum of 32.14% (heave) and 37.95% (pitch).
CONCLUSION
Based on several studies on the hydrodynamic performance of the Semi-SWATH used in this article, it has been briefly evaluated in terms of resistance and seakeeping behaviour. The Semi-SWATH hull design shows improvement in terms of acceleration and endurance capability in the waves especially with foils attached. In addition, the development of computer technology has provided the easiest way to perform an analysis using CFD. Nowadays, CFD has become a powerful tool for solving hydrodynamics problems. However, validation is still a very important part where the percentage of error needs to be minimised. This is to ensure that the analytical data is reliable.
REFERENCES
[1] Fitriadhy, A. (2007). Seakeeping evaluation of semi-SWATH vessel in head-seas using time domain simulation (Master dissertation, UTM, Malaysia).
[2] Rahimuddin. (2013). Seakeeping Performance of Semi-SWATH in Following Sea Using Controlled Fins Stabilizer (Doctoral dissertation, UTM).
[3] Djatmiko, E. B., (2004). “Effect of Stabilising Fins on The SWATH Ship Heave and Pitch Motion Characteristics”, Malaysia, Martech 4th Regional Conference. (4), 14-40.
[4] Dubrovskiy, V. A., and Lyakhoviyskiy, A., (2001). “Multi-Hull Ships”, Backbone Publishing Company United States of America, USA, 225.
[5] Holloway, D. S. (1999). A high Froude number time domain strip theory applied to the seakeeping of semi-SWATHs (Doctoral dissertation, University of Tasmania).
[6] Holloway, D. S., & Davis, M. R. (2003). Experimental Seakeeping of Semi-SWATHs at Intermediate to High Froude Numbers. The University of Tasmania, 1-18.
[7] Ali, A. (2017). Effects of Fin Stabilisers Configurations on SemiSWATH Resistance (Doctoral dissertation, UTM).
[8] Salas, M., & Tampier, G. (2013). Assessment of appendage effect on forward resistance reduction. Ciencia y tecnología de buques, 7 (13), 37-45.
[9] Ram, B. R. R., Surendran, S., & Lee, S. K. (2015). Computer and experimental simulations on the fin effect on ship resistance. Ships and Offshore Structures, 10 (2), 122-131.
[10] Ali, A., Maimun, A., & Ahmed, Y. M. (2014). Numerical Simulation on Wave Interference of Catamaran with Fin Stabilizer. Jurnal Teknologi, 66 (2).
Author’s Biodata
Prof. Dr Adi Maimun bin Abdul Malik is Head of Marine Offshore & Hydrodynamics Research Group, Marine Technology Centre, Faculty of Mechanical Engineering, UTM. He is also a Committee Member of the Marine Engineering & Naval Architecture Technical Division.
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Figure 15: RAOs of heave and pitch for bare hull vessel and with various angles of fins
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LEG ROWING IN NORTH VIETNAM
Rowing a boat means to propel it through the water by using oars.
A rower normally uses the hands to move the oar to displace water; this creates propulsion and enables the boat to ply through the water. However, at Tam Coc Village in North Vietnam, the villagers use their feet to row the boat. It is a unique rowing technique and it comes with several good ergonomic values.
Firstly, the rower uses his feet to control the oars, somewhat similar to pedalling a bicycle. As he moves his legs, the oar bars press and slide within the bared foot bottom. This creates a reflexology effect on the feet and offer a fair share of relaxation while rowing.
Secondly, the rower sits with his back resting on a support and only uses his strong leg muscles. There is no unnecessary strain on the back. In contrast, with the conventional hand rowing method, the back bends and twists, which means it is subjected to stress and this may lead to backache.
Thirdly, leg rowing allows the rower to sit back with a head-up position and look straight at the front view or where the boat is heading. It also frees the rower’s hands for handling other tasks like answering a phone call, holding an umbrella or snapping a photo, all of which are not possible if one is using the hands to row.
Ir. Dr Oh Seong Por is the immediate past chairman of IEM Negeri Sembilan Branch.
Ir. Dr Oh Seong Por
SENSOR & INSTRUMENTATION FOR OCEAN APPLICATIONS
by Ir. Ts.
On 9 March 2021, the Marine Engineering & Naval Architecture Technical Division (MNATD) organised a webinar titled Sensor & Instrumentation for Ocean Applications. The talk was delivered by Ir. Prof. Dr Mohd Rizal bin Arshad, Deputy Vice Chancellor of academic and international office at University Malaysia Perlis (UniMAP), Malaysia. His areas of specialisation are ocean robotics and instrumentation, control and intelligent systems. The objective of the talk was to describe the concepts of sensors and instrumentations and to discuss advantages as well as constrains of such technology implementations for ocean applications.
First, Prof. Mohd Rizal gave an overview of the different types of sensors and their functionalities. A sensor acquires a physical quantity and converts it into a signal suitable for processing (e.g. optical, electrical or mechanical). An active element of sensor is called a transducer which converts one form of energy into another. Prof. Mohd Rizal then talked about the different types of commonly detectable phenomena experienced by various types of sensors such as biological, chemical, electrical etc. The commonly
measured quantities were also further described (e.g. acoustic, magnetic, electrical etc). The important factors of influence when selecting any particular sensor was further emphasised as shown in Table 1.
The different types of sensors could be categorised into motion sensors, strain gauges, temperature sensors, capacitance transducers, accelerometers, light sensors, magnetic field sensors and ultrasonic sensors. There were 3 different types of temperature sensors available in the market today: Bimetallic strips (thermostat), resistance temperature device (RTD) and thermistors.
Applications of sensors could be found in various industries such as aerospace, automotive, personal electronics (cell-phones and digital devices) etc. Biologyinspired sensing and measurements such as night vision goggles were also described. Explanation centred on deep waters where sunlight could not penetrate, so various forms of life here had to adapt to the darkness and developed capabilities to “see” in the dark.
He further described the definition of Sonar (So – sound, Na – navigation and R – ranging) where a sensor was used to detect objects using high or low frequency sound waves.
Susceptibility
Abdul Malik
Hussein bin Abdul Jalil
Table 1: Choosing a Sensor
Figure 1: Scope of Acoustical Engineering
Figure 1 described the scope of acoustical engineering and showed the various types of sensor applications plotted against the frequency ranges and acoustic wavelengths. The different types of sensors applications were governed by their limitations to perform, based on their characteristics and must be selected accordingly.
Prof. Mohd Rizal talked about the various types of acoustic wavelengths such as electromagnetic, microwave, infra-red etc. He described typical dimensions of various ocean depths in relation to the various bands, wavelength spans and frequency spans. For further information, see Table 2.
the multitude of other sounds that existed in the ocean. Sonar was first used during the World War II to detect submarines; today, its wide range of applications included detecting icebergs and finding water depth.
He concluded the talk by explaining the different types of sonar mapping and how these were done according to the various applications. Some different types of sonar applications were mapping of the seabed, underwater imaging which can be further categorised as side-scans sonar systems, single-beam sonar systems and multi-beam sonar systems. The advantages and disadvantages of these systems were also presented and discussed.
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Date : 18 August 2021 (Wednesday)
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Prof. Mohd Rizal described in detail the concept of sound and sonar. He said the sound listening problem by the operator was normally caused by learning to distinguish between the sounds emitted by another ship’s machineries through the hull and from the propeller and
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Table 2: A Sonar Frequencies Convention
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INLAND WATERWAYS MANAGEMENT IN RELATION TO INLAND WATER TRANSPORTATION ACTIVITIES
by Maziah Suraya Abd Majid
The Marine & Naval Architecture Technical Division (MNATD) of the Institute of Engineers, Malaysia (IEM) organised a talk on 17 February 2021, titled Inland Waterways Management in relation to Inland Water Transportation Activities. The talk was delivered by Prof. Ir. Dr Ab Saman bin Abd Kader, an academician in marine transport system at the Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Skudai, Johor.
He said rivers and lakes occured naturally due to geographical terrain while canals were constructed by humans. There were a number of elements within the marine and water environments in which the effects of transportation activities might be felt. He highlighted direct and indirect impacts from the inland watercraft and how they were operated. He then discussed the effects of inland watercraft propulsion systems on inland waterways on the sediments and banks on aquatic habitats and the way forward for better management of the system. Inland waterways such as rivers, canals and lakes provided numerous benefits to the human wellbeing.
Prof Ir. Dr. Ab Saman talked about the advantages of an inland water transport system, which could be regarded as a natural mode of transport, as having less visual intrusion, better safety, bigger capacity (economies of scale), better energy efficiency, able to enhance natural habitats & landscapes, had lower environmental impacts on noise, vibration, erosion and emission, was sustainable, had relatively low maintenance as well as caused less congestion and had a lower fatality rate.
Besides that, he also talked about impacts from inland waterways transportation system such as propeller wake, riverbank erosion, turbidity and
suspended sediments, waterways fish, wildlife habitat disturbance, waterfowl, water pollution and engine emissions.
He said it was necessary to rehabilitate the riverbed in order to improve river health and water quality as well as to provide a habitat for native species and increase soil stability. River rehabilitation is the restoring of environmentally degraded rivers to their original condition as far as possible. River rehabilitation entailed the identification of problems and initiation of action plans to rehabilitate the water quality, hydraulic regime, stream morphology and ecological characteristics of a degraded river. It was imperative to develop customised rehabilitation techniques to meet the different rehabilitation requirements of the degraded rivers.
There were various factor affecting the freshwater environment for inland watercrafts. In order to minimise bottom sediment suspension and vegetation loss, motorised boats should be restricted to water depths where the propeller or jet drive was at least 2m above the sediment surface. The specified access channels between shallow and deeper water should be minimised in order to take into consideration the wake imposed. Any boat with a cross-sectional area greater than 5% of a channel should not be permitted to use the channel at any speed to prevent bank erosion, sediment re-suspension and destruction of marginal vegetation. Water crafts travelling at displacement speeds should be restricted to minimal velocities since they produce maximal wake at highdisplacement speeds.
Navigation activities by boat, such as fishing at breeding habitats and during critical seasons, should be restricted to protect fish, waterfowl and other wildlife. Boat
FORUM
speed should not produce any wake in order to minimise erosion at shoreline and bottom erosion by re-suspension of sediments and reducing shallow water vegetation at narrow channels.
The discharge of oily bilge water could be minimised by using absorbent pads placed underneath the engine installation. These could be cleaned regularly or replaced to ensure the bilge water is not unduly contaminated.
Adequate refuge areas of the various types of required habitat must be set aside for waterfowl use; the latter must be looked upon as equal stakeholders in resource management and allocation decisions.
Prof. Ir. Dr Ab Saman ended his talk by taking questions from participants which were mostly related to the current challenges in preserving the inland waterways as the most viable water transportation mode.
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VIRTUAL MEETING - 8th Annual General Meeting of Women Engineers Section (WE), IEM - rescheduled from 10 July 2021
Date : 21 August 2021 (Saturday)
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Virtual One-Day Course on “Project Scheduling using Opensource Tool: Project Libre”
Date : 25 August 2021 (Wednesday)
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Speaker : Ir. Dr Abang Annuar Ehsan
Webinar Talk on “Water Quality Monitoring and Analysis: Getting It Right”
Date : 28 August 2021 (Saturday)
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Venue : Digital Platform
Approved CPD : TBA
Speaker : Ir. Dr Zaki Zainuddin
Webinar Half-Day Course on “Fluid Flow and Hydraulics of Pipes, Fittings, Orifices, Control Valves”
Date : 28 August 2021 (Saturday)
Time : 9.00 a.m. – 1.00 p.m.
Venue : Digital Platform
Approved CPD : 4
Speaker : Mr. Wiroon Tanthapanichakoon
Webinar - Half-Day Virtual Workshop on Introduction to Plant Maintenance
Date : 4 September 2021 (Saturday)
Time : 9.00 a.m. – 1.00 p.m.
Venue : Digital Platform
Approved CPD : 4
Speaker : Ir. Faridul Farhan bin Abd Wahab
Webinar - The Technology, Design, Features and Evaluation of Protective Relay
Date : 4 September 2021 (Saturday)
Time : 2.00 p.m. – 4.00 p.m.
Venue : Digital Platform
Approved CPD : 2
Speaker : Ir. Tay Siang Hui
DESIGN & CONSTRUCTION OF FOUR SEASONS PLACE, KUALA LUMPUR
by Dr Chua Yie Sue
The Civil & Structural Engineering Technical Division (CSETD) organised a webinar titled Design & Construction of Four Seasons Place, Kuala Lumpur on 22 January 2021. The speaker was Ir. Dr Lim Boon Tiong, Managing Director of Meinhardt Malaysia, who had over 30 years of experience in the design of civil & structural engineering and building works.
The talk was moderated by Ms. Wong Ai Ming, a committee member of CSETD, and was attended by 236 participants comprising engineers from engineering consultancies, contracting firms, government agencies and local authorities as well as faculty members from local institutions of higher learning.
First, Ir. Dr Lim introduced the Four Seasons KL project, a 77-storey hotel with an aspect ratio of 12.5. For the structural design, 3D ETABS analysis was performed. A wind tunnel test was conducted by RWDI to obtain the wind loads applicable to this project. Outrigger shear walls were implemented in this building to address the extreme slenderness issue.
One of the challenges in this project was its proximity to Wisma Central. The construction of the diaphragm wall and the excavation works had to take into account the need to minimise any potential damage to adjacent buildings. The piles were constructed in 2008, after which construction work stopped for 7 years. The new gridlines and final pile locations were different than in the previous layout and additional piles had to be added. A 3D Plaxis analysis was carried out on the foundation design involving 286 piles. Limestone was encountered at the project site. Fortunately, it was localised, so the appropriate ground improvement work was carried out.
The lateral system of the building consisted of podium blade columns, transfer walls, fin walls and a belt truss. Column and wall shortening due to elastic stress, creep and shrinkage were checked using time-dependant analyses. Column and wall shortening were relatively high and had to be compensated by 20mm and 15mm
respectively, at every 10 floors during the design stage. Construction sequencing was carried out at every 5 floors using ETABS.
Ir. Dr Lim then described the construction of the substructure. Partial top-down construction was deployed for the podium area due to the proximity to Wisma Central. The tower was constructed using a similar topdown method. A hand-duct caisson was built before the raft foundation work commenced for the section with very deep old piles.
Logistics for the concreting work played a very important role during the raft construction. The concrete mix used was a triple blend comprising GGBS with a low-heat polymer-modified Portland cement-based mortar. Thermocouple sensors were used to monitor the temperature during concreting. A Hot Block was performed before carrying out the mock-up to simulate the adiabatic condition.
Before the webinar ended, Ir. Dr Lim responded to questions related to various aspects of the project from the participants.
Key Project Parameters (screenshot of slide)
ADAPTIVE UPDATING OF SOIL PROPERTIES THROUGH MONITORING DATA FOR IMPROVED PREDICTION OF EXCAVATION RESPONSE
by Ir. Dr Gue Chang Shin
It was an honour for the Geotechnical Engineering Technical Division (GETD) of IEM, to have Dr Andy Leung, Associate Professor at the Hong Kong Polytechnic University (PolyU) and Secretary General of Hong Kong Geotechnical Society, deliver a webinar on Adaptive Updating of Soil Properties Through Monitoring Data for Improved Prediction of Excavation Response. Held on 7 April 2021, the webinar was attended by 119 participants.
Dr Leung talked about the main challenges in geotechnical engineering, such as uncertainties in soil properties and soil boundaries (geological profile). These can have a substantial impact on system response or accuracy of predictions. The common practice now is to use “moderately conservative estimates” of soil properties from soil investigation data and field measurements (response data) and checked them against predictions.
Soil data provides information on the spatial uncertainty of material properties, while data from measured response provides additional “hints” on both the spatial and model uncertainties. A rational combination of these information allows better judgement and levels of confidence.
Dr Leung introduced an adaptive model updating approach for deep excavations which considered various sources of uncertainties that could lead to discrepancies between predicted and actual excavation responses. This approach utilised field monitoring data to update the model bias and spatial variability features in soil stiffness and strength parameters. Based on the updated parameters, subsequent predictions on excavation responses and levels of uncertainty could be continuously refined as construction progressed. To reduce the computational demands associated with the algorithm, the approach incorporated machine learning techniques.
Dr Leung stressed that the goal of the approach was not to bypass physics or mechanics theories; instead, it refined the elements associated with uncertainties that could not be captured by conventional soil mechanics. He then shed light on the use of random field modelling and surrogate modelling techniques to improve our level of confidence during construction stage. Random field modelling utilised mathematical tools to model the inherent soil variability and surrogate modelling was to simulate the response by approximating between the system response and soil properties. These were illustrated through two cases, where the approach provided an efficient modelling tool to facilitate data-driven decision making. See diagram which shows the approach in a nutshell.
Finally, Dr Leung summarised the benefits of the approach in dealing with uncertainties in geotechnical engineering, where the techniques presented could make better use of the available soil data and improve the confidence level during construction.
Nutshell of presented approach (extracted from Dr Leung’s slide)
IEM MELAKA PRE-AGM TALK & 34TH ANNUAL GENERAL MEETING
The Melaka Branch of the Institution of Engineers Malaysia (IEM) held a talk before its Annual General Meeting (AGM) on 20 March 2021. The talk on the COVID-19 pandemic and how we can ensure safety and health at the workplace, was delivered by Ir. Ts. Mohd Fairuz bin Mohd Rashid. Held via the Zoom online platform, it was attended by 40 participants.
To ensure that workplace safety and health are well managed during the pandemic, the managements of companies should have action plans to prevent and reduce COVID-19 infections as part of their business continuity plan.
The Ministry of Human Resources, through the Department of Safety & Health (DOSH), has issued sector-specific Standard Operating Procedures (SOPs) to control and limit COVID-19 infections. Although the SOPs are currently just guidelines, companies should ensure compliance, as not doing so may lead to the revocation of operating permits, constitute a breach of the Occupational Safety & Health Act 1994 or even provide the basis for a negligence claim by a third party negatively affected by a company which does not comply with the SOPs.
After the talk, the IEM Melaka Branch held its 34th AGM. Also participating in the online event was IEM President Ir. Ong Ching Loon who, in a pre-recorded opening speech video, thanked all members who attended.
The AGM began with the confirmation of the minutes of the previous AGM. It was followed by a presentation of the Annual Report 2020/2021, the presentation of financial statements, the dissolution of committee members for 2020/2021 and the appointment of new committee members for 2021/2022.
In his closing remarks, Ir. Ong urged branch members to be active and supportive of the activities carried out by IEM. He said IEM needed to maintain a good performance record so as to be known as a successful organisation.
by Ir. Mohd Fairuz bin Mohd Rashid
Talk delivered by Ir. Ts. Mohd Fairuz
Screenshot of the webinar talk
Some of the online participants at the AGM
VIRTUAL TOWER CRANE COMPETITION 2021
by Mr. Afiq Syahmi Ms. Tan Wei Ling
The Virtual Tower Crane Competition 2021, held on Saturday, 27 March, was aimed at enhancing the knowledge of students in the design and construction of models with good structural properties which contribute to the sound mechanism and stability of the tower crane.
Taking part were 9 teams from six universities, namely Universiti Malaysia Sabah, Universiti Sains Malaysia, Curtin University Malaysia, Universiti Teknologi Mara Pahang, Universiti Teknologi Mara Shah Alam and Universiti Malaysia Pahang.
The teams were given one week to complete a video and a poster to showcase their tower crane designs. They were also required to demonstrate their respective projects before a panel of judges comprising Dr Lim Kar Sing, Ir. Dr Chin Siew Choo (both from Universiti Malaysia Pahang) and Ts. SK Muiz bin Abdul Razak (UniMAP).
The teams were assessed on their design skills as well as marketing skills as they were also required to devise ways to get “Likes” for their designs which were posted on the event social media account. The number of “Likes” was also used to determine the winner.
Team Ramen Kaiseki from Universiti Sains Malaysia was declared the winner and received a cash prize of RM150, an e-certificate and official merchandise. The 1st and 2nd runners-up were teams Big Giant Crane (Universiti Malaysia Pahang) and Two Over The Five (Universiti Malaysia Sabah) respectively.
https://youtu.be/QGXRrGSFSSo?list=PLvp
The champion, Team Ramen Kaiseki, from Universiti Sains Malaysia
1st Runner-up, Team Big Giant Crane, from Universiti Malaysia Pahang
2nd Runner-up, Team Two Over The Five, from Universiti Malaysia Sabah
Champion: Team Ramen Kaiseki from Universiti Sains Malaysia.
1st Runner Up: Team ‘Big Giant Crane’ from Universiti Malaysia Pahang.
2nd Runner Up: Team ‘Two Over The Five’ from Universiti Malaysia Sabah.
TRAIN RIDE TO THE END OF THE WORLD
Ushuaia is a seaport in Argentina.
Located at the southern tip of South America, it is the world’s southernmost city. Situated in a region of Argentina and Chile known collectively as Tierra del Fuego (Land of Fire), it is the launching point for most cruises bound for Antarctica
My first trip to Ushuaia was a brief stopover, when my wife and I were boarding the cruise ship, Marco Polo, for a 10-day exploration of the Antarctic Peninsula. It was a sunny day in February 2005 when we flew in from Buenos Aires to Ushuaia airport for our transfer to the cruise ship terminal. As Ushuaia looked very charming from the sundeck of the ship, I promised to be back for a proper visit.
Fourteen years later, I was finally able to do so. In early April 2019, after my wife and I, together with my two brothers and their spouses, had spent a month exploring much of Chile and Argentina, we undertook an 11-hour, 629km journey by bus from Punta Arenas in Chile to Ushuaia, crossing a strait by ferry, passing through two border checkpoints and changing buses at Rio Grande.
Ushuaia has a wide range of attractions and outdoor activities to cater to different visitors. We decided to spend three nights exploring the city and its surrounds and had allocated the entire second day to ride the famous Train to the End of the World and to pay a visit to the Land of Fire National Park.
The morning after our arrival, we boarded a shuttle at the waterfront
to go to the End of the World Station, 10km west of the city. The station was situated in a river valley beside the main road, inside a very attractive building. There were 3 departures daily and we chose the morning train which left at 9.30 a.m.
My impressions of the train journey would not be complete without a brief account of the railway’s colourful history. In the late 19th Century, prisoners were held near present-day Ushuaia and a crude wooden railway line was constructed at the turn of the century to facilitate the transportation of timber and other building materials for the construction of the prisoners’ quarters and other amenities. The line was upgraded a few times and it eventually ended up as a 7km long, 500mm gauge track from the End of the World Station to the Park Station located within the Land of Fire National Park. The train service then was commonly referred to as the Prisoners’ Train. The penal colony was, however, closed in 1947 and an earthquake in 1949 caused significant damage and blockages to the railway track. The track was subsequently repaired but
civil
who derives a great deal of joy and satisfaction from travelling to different parts of the globe, capturing fascinating insights of the places and people he encounters and sharing his experiences with others through his photographs and writing.
the train service was discontinued in 1952. Service was eventually restored in 1994 as a Heritage Railway, with 2 steam and 3 diesel locomotives as well as new carriages.
Our train, a Camila steam locomotive with 4 green carriages, chugged its way forward in the scenic river valley at the pace of a Sunday morning saunter. Less than 15 minutes later, it pulled into La Macarena Station for a 20-minute stop, while another train departed in the direction of Ushuaia. From the station, concrete steps up a hill slope led to a small waterfall bearing the same name. Staff members manning the station were dressed in the prisoner’s blue-striped khaki outfit to remind passengers of the railway’s not so glamorous origin.
Continuing our journey, we entered the Land of Fire National Park which had spectacular views of the river valley which we could not see in the earlier part of our journey. In the distance, horses grazed in open fields.
Our journey came to an end at Park Station. However, there were not many facilities or places of interest here and the National Park Visitors Centre was 6.5km away. We took a park shuttle from a nearby bus stop to get to the Visitors Centre where we gathered more information on the attractions and facilities in the park. Although we stayed on to appreciate the beauty of nature, most of the other passengers returned to Ushuaia on the same train.
Ir. Chin Mee Poon is a retired
engineer
Ir. Chin Mee Poon
CALL FOR NOMINATIONS
The Sub-Committee of Engineering Hall of Fame under the auspices of the Standing Committee on Professional Practice is proud to invite nominations for the IEM Engineering Hall of Fame Award 2022.
It is timely and expedient to induct and to record the accomplishments of engineers in the country who have or had demonstrated particularly outstanding professional achievements and provided excellent services to the Institution, the engineering industry and the Nation.
The IEM Engineering Hall of Fame is established with the aim to confer recognition and to celebrate the accomplishments of members of the IEM:
• Who have demonstrated outstanding professional achievements.
• Who have made significant contributions to the engineering profession, the Institution of Engineers, Malaysia (IEM) and the Nation.
• Who have rendered valuable service to the Community.
The Engineering Hall of Fame will serve as the focal point or showcase of outstanding Malaysian engineers, past and present, who had or have made great contributions to the engineering profession and to the quality of life in Malaysia. Engineers honoured in the Engineering Hall of Fame will also serve as a beacon and as role models for young engineers as well as create greater interest in engineering
in general and awareness of the contributions made by outstanding engineers in the country.
Nominations for the Award are open to Malaysian citizens who are or have been Corporate Members of the IEM.
The closing date for receipt of nominations for IEM Engineering Hall of Fame Award is 31 October 2021.
Please submit nominations to:
Honorary Secretary
The Institution of Engineers, Malaysia Bangunan Ingenieur, Lots 60&62 Jalan 52/4, 46720 Petaling Jaya, Selangor.
The nomination form can be downloaded from the IEM website at www.myiem.org.my
For further details, kindly contact IEM Secretariat at 03-7968 4001/2
IEM AWARD FOR CONTRIBUTIONS TO THE ENGINEERING PROFESSION IN MALAYSIA 2022
To encourage an interest in engineering and to recognise important services or contributions to engineering in Malaysia, the IEM Award for Contribution to the Engineering Profession in Malaysia is to be presented to the person(s), who has:
• Contributed to the advancement of engineering in Malaysia, and/or
• Designed and constructed an original engineering device or system of merit and applicability to industry.
This Award is open to all Malaysian citizens and permanent residents.
NOMINATIONS
• Nominations will be invited annually. The
closing date for receipt of nominations for each year is 30 September.
• Nominations shall be made through a member of the Institution. Each member is restricted to one nomination per year.
• Each nomination shall be accompanied by a brief write up of the services rendered or contributions made or system designed and/or constructed together with relevant photographs and other documents.
AWARD
• The Award is to be made by the Council upon recommendation by the Awards Committee.
• The Award shall comprise a metal plaque, a scroll and a sum of RM1,000.
The closing date for nominations is 31 October 2021.
Please submit nominations to:
Honorary Secretary
The Institution of Engineers, Malaysia Bangunan Ingenieur, Lots 60&62 Jalan 52/4, 46720 Petaling Jaya, Selangor.
The nomination form can be downloaded from the IEM website at www.myiem.org.my
For further details, kindly contact IEM Secretariat at 03-7968 4001/2
IEM OUTSTANDING ENGINEERING ACHIEVEMENT AWARD 2022
The IEM Outstanding Engineering Achievement Award is created to confer recognition to an organisation or body for outstanding engineering achievements within Malaysia. The award will be given to an organisation or body responsible for an outstanding engineering project in the country.
The basis for the award shall be an engineering achievement that demonstrates outstanding engineering skills which has made a significant contribution to the profession and to the quality of life in Malaysia. In making the selection, the following criteria will be given special consideration:
1. Contribution to the well-being of people and communities,
2. Resourcefulness in planning,
3. Creativity in the solution of design problems,
4. Pioneering use of materials and methods,
5. Innovations in planning, design and construction,
6. Unusual aspects and aesthetic values.
Engineering achievements which include, interalia, the following can be submitted for consideration:
• Bridges, Tunnels, Waterways Structures, Roads
• Telecommunications of national/ international character, Power Transmission and Transportation
• Dams and Power Stations
• Ports and Harbours
• Building and Structures
• Airports
• Water Supply, Waste Disposal Projects
• Military projects such as bases, launching units, harbour facilities
• Drainage, Irrigation and Flood Control Projects
• Local design and manufacture of high technology products
• Energy, Heat, Mass Transfer
• Outstanding work in engineering research and development
• Chemical processing of indigenous raw resources such as rubber, palm oil and various other local plants
• Innovative use of local engineering materials
• Outstanding contribution in engineering education
• Original discovery of useful engineering theory
Nominations are invited from all members of the Institution. Each nomination submitted should contain a brief summary/write-up of the project in approximately 1,000 to 2,000 words together with full relevant reports on the project and three copies of supporting documentation including photographs. A project or component part thereof which has received an earlier award, from IEM does not qualify for nomination.
• The award in the form of a metal plaque, naming the achievement shall be given to the organisation or body responsible for the project for permanent display.
• The award shall be presented with due ceremony at an appropriate function of the IEM.
The closing date for nominations is 31 October 2021.
Please submit nominations to:
Honorary Secretary
The Institution of Engineers, Malaysia Bangunan Ingenieur, Lots 60&62 Jalan 52/4, 46720 Petaling Jaya, Selangor.
The nomination form can be downloaded from the IEM website at www.myiem.org.my
For further details, kindly contact IEM Secretariat at 03-7968 4001/2
The objective of the Award is to encourage interest in engineering and to recognise potential among young engineers in Malaysia. The Award will be presented to the person who has shown outstanding ability and leadership qualities, either i. in the design and/or construction of an engineering device or system of merit; or ii. in the research and development or teaching of engineering.
In any one year, the Award may be made in either one or both of the categories mentioned above. If the Award is to be made in only one of the two category may be made in the year. The Award is open to candidate who are:
IEM YOUNG ENGINEER AWARD 2022
i. Registered member with the Board of Engineers, Malaysia and under 35 years of age
ii. Malaysian citizens or permanent residents of Malaysia
iii. Graduate or Corporate Members of IEM.
The Proposer may or may not be a member of IEM. However, each nomination shall be supported by a brief recommendation from two Referees who are Corporate members of IEM. If the Proposer himself is a Corporate member of IEM (or higher), then he may also act as one of the two required Referees.
The Award will comprise a cash prize of
IEM WOMAN ENGINEER AWARD 2022
RM500.00, a scroll and plaque, to be presented with due ceremony to each recipient of the Award.
The closing date for nominations is 31 October 2021.
Please submit nominations to:
Honorary Secretary
The Institution of Engineers, Malaysia Bangunan Ingenieur, Lots 60&62 Jalan 52/4, 46720 Petaling Jaya, Selangor. The nomination form can be downloaded from the IEM website at www.myiem.org.my
For further details, kindly contact IEM Secretariat at 03-7968 4001/2
The primary objective of the Award is to recognise the contributions by women engineers. This Award may also incidentally encourage interest in engineering among women and encourage them to strive towards greater excellence. The Award will be presented to the woman engineer who has shown outstanding ability and leadership qualities, or has been a pioneer in any more of the following areas:
• In the design and/or construction of an engineering device or system, structural system, planned development, environmental improvements or,
• In the research and development of engineering device, systems, processes and/or materials, publication of paper or,
• In the teaching of engineering or,
• In the management of engineering projects,
• Entrepreneurship in the commercial sector.
In making the selection, the following criteria
will be given special consideration:
• Contribution to the well-being of people and communities
• Resourcefulness in planning and in the solution of design problems
• Pioneering in use of materials and methods
• Innovations in planning, design and construction
• Unusual aspects and aesthetic values
The Award is opened to candidates who are:
• Registered members of the Board of Engineers, Malaysia,
• Malaysian citizens or permanent residents of Malaysia,
• Graduate or Corporate Members of The Institution of Engineers, Malaysia.
The Proposer may or not be a member of IEM or BEM, or an engineer. However, each nomination shall be supported by a brief recommendation from two Referees who are Graduate or Corporate member of IEM. If
the Proposer is herself either a Corporate or Graduate member of IEM (or higher), then she may also act as one of the two required Referees.
The Award shall comprise a cash prize of RM800.00, a scroll and plaque, to be presented with due ceremony to each recipient of the Award.
The closing date for nominations is 31 October 2021.
Please submit nominations to:
Honorary Secretary
The Institution of Engineers, Malaysia Bangunan Ingenieur, Lots 60&62 Jalan 52/4, 46720 Petaling Jaya, Selangor. The nomination form can be downloaded from the IEM website at www.myiem.org.my For further details, kindly contact IEM Secretariat at 03-7968 4001/2
Pengumuman yang ke-153
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.iem.org.my atau menghubungi secretariat di +603-7968 4001 / 5518 untuk maklumat lanjut. Senarai penyumbang untuk bulan Jun 2021 adalah seperti jadual di bawah:
SENARAI PENDERMA KEPADA WISMA DANA BANGUNAN IEM
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