MyIEM Jurutera E-Bulletin - February 2019 by myiem

RE-ENGINEERING THE MARITIME INDUSTRY

The Solution to Sustainability in Concrete Structures

The Bailonggang WWTP is recognized as the largest plant of its type in Asia. This plant, located in Shanghai’s southern suburbs close to the estuary of the Yangtze River, began operating in 1999. In 2008 it was upgraded and expanded, and a further expansion in 2012 increased the plant’s capacity to 740 million gallons or 3.36 billion litres per day. The facility now processes more than half of the wastewater from Shanghai, China’s most populous city.

After a comprehensive survey of many options, Xypex was selected by the construction project group to waterproof, protect and enhance the durability of the eight Anaerobic Sludge Digesters, a Sludge Drying and Disposal Facility and Disposal Facility. All internal concrete faces of the eight digesters were treated with Xypex Concentrate. In areas where anaerobic activity and a highly aggressive chemical environment were anticipated, an acid-resistant lining was applied. However, the designers specified that Xypex also be applied to these specific areas as well, not only to provide secondary protection for the concrete but also to enhance the performance and durability of the primary acid-resistant lining.

For more informa�on on how our solu�ons can provide sustainable beneﬁts for your concrete assets, please visit our website at www.xypex.com.au or LinkedIn Page.

Tel: +603-51928186 Fax: +603-51926826

Email: support@waterproofing.com.my www.waterproofing.com.my

IN BRIGHT COLOUR ALL DAY, ALL NIGHT

Hikvision DarkFighterX Using Dual-Sensor Imaging to Provide Full Colour Images

Hikvision has taken its DarkFighter technology up to the next level with the DarkFighterX Series PTZ and Bullet Cameras. Using single-lens, dual-sensor technology, each full HD DarkFighterX Camera mimics human eyes to render bright, full-colour images. How? By fusing two discrete light spectra: an IR sensor captures brightness, and a visible light sensor captures colour – even under 0.001 lux.

Install Hikvision’s DarkFighterX in city streets, public spaces, and critical travel nodes for the most critical protection. In colour – all day, all night.

For more information about how Hikvision DarkFighterX can benefit your business, please visit the Hikvision stand #7301 at IFSEC to learn more.

JURUTERA

Number 02, FEBRUARY 2019IEM Registered on 1 May 1959

MAJLIS BAGI SESI 2018/2019 (IEM COUNCIL SESSION 2018/2019)

YANG DIPERTUA / PRESIDENT

Ir. David Lai Kong Phooi

TIMBALAN YANG DIPERTUA / DEPUTY PRESIDENT

Ir. Ong Ching Loon

NAIB YANG DIPERTUA / VICE PRESIDENTS

Ir. Prof. Dr Ruslan bin Hassan, Ir. Lai Sze Ching, Ir. Lee Boon Chong, Ir. Prof. Dr Norlida bt Buniyamin, Ir. Prof. Dr Jeffrey Chiang Choong Luin, Ir. Ellias Saidin, Ir. Gopal Narian Kutty

SETIAUSAHA KEHORMAT / HONORARY SECRETARY

Ir. Mohd Khir bin Muhammad

BENDAHARI KEHORMAT / HONORARY TREASURER

Ir. Dr Tan Chee Fai

BEKAS YANG DIPERTUA TERAKHIR / IMMEDIATE PAST PRESIDENT

Ir. Dr Tan Yean Chin

BEKAS YANG DIPERTUA / PAST PRESIDENTS

Y.Bhg. Academician Tan Sri Dato’ Ir. (Dr) Hj. Ahmad Zaidee bin Laidin, Y.Bhg Dato’ Ir. Dr Gue See Sew, Y.Bhg. Dato’ Paduka Ir. Prof. (Dr) Haji Keizrul bin Abdullah, Y.Bhg. Academician Dato’ Ir. Prof. Dr Chuah Hean Teik, Ir. Choo Kok Beng

WAKIL AWAM / CIVIL REPRESENTATIVE

Ir. Dr Lee Yun Fook

WAKIL MEKANIKAL / MECHANICAL REPRESENTATIVE

Ir. Fam Yew Hin

WAKIL ELEKTRIK / ELECTRICAL REPRESENTATIVE

Ir. Lim Kim Ten

WAKIL STRUKTUR / STRUCTURAL REPRESENTATIVE

Ir. Dr Ng Soon Ching

WAKIL KIMIA / CHEMICAL REPRESENTATIVE

Ir. Prof. Dr Lee Tin Sin

WAKIL LAIN-LAIN DISPLIN / REPRESENTATIVE TO OTHER DISCIPLINES

Ir. Roznan bin Abdul Rashid

WAKIL MULTIMEDIA DAN ICT / ICT AND MULTIMEDIA REPRESENTATIVE

Ir. Dr David Chuah Joon Huang

WAKIL JURUTERA WANITA / WOMAN ENGINEERS REPRESENTATIVE

Ir. Mah Siew Kien

AHLI MAJLIS / COUNCIL MEMBERS

Ir. Assoc. Prof. Dr Ahmad Kamil bin Arshad, Ir. Dr Tan Kuang Leong, Ir. Vincent Wong Khien

Ngie, Y.Bhg. Lt. Jen. Dato’ Wira Ir. Ismail bin Samion (Ret. RMAF), Y. Bhg. Dato’ Ir. Hj. Anuar bin Yahya, Ir. Mah Way Sheng, Ir. Gunasagaran a/l Kristnan, Ir. Chen Harn Shean, Ir. Mohd Aman bin Hj. Idris, Ir. Wong Chee Fui, Ir. Prof. Dr Leong Wai Yie, Ir. Razmahwata Mohd Razalli, Ir. Abdul Razak Yakob, Ir. Yau Chau Fong, Y. Bhg. Dato’ Ir. Foong Choy Chye, Y. Bhg. Dato’ Ir. Kisai bin Rahmat, Y. Bhg. Dato’ Ir. Nor Hisham bin Mohd. Ghazali, Ir. Toh Chin Kok, Ir. Dr Jeyanthi Ramasamy, Ir. Dr Wang Hong Kok, Ir. Yam Teong Sian, Y. Bhg. Dato’ Ir. Hj. Fakharazi bin Hj. Wahijan, Ir. Yasotha Ramachandran Chetty, Ir. Mohmad Asari bin Daud, Ir. Dr Lai Khin Wee, Ir. Ng Beng Hooi

WAKIL BAHAGIAN JURUTERA SISWAZAH / YOUNG ENGINEERS SECTION

REPRESENTATIVES

Yew Weng Kean, Addison Koh, Tony Ong, Kuugan Thangarajoo, Cheah Khai Chun PENGERUSI CAWANGAN / BRANCH CHAIRMAN

1. Pulau Pinang: Ir. Yau Ann Nian

2. Selatan: Ir. Teo Ki Yuee

3. Perak: Ir. Abdul Razak bin Ali

4. Kedah-Perlis: Ir. Haji Abdullah bin Othman

5. Negeri Sembilan: Ir. Dr Oh Seong Por

6. Kelantan: Ir. Abrizan bin Abdul Kadir

7. Terengganu: Ir. Atemin bin Sulong

8. Melaka: Ir. Sreedaran a/l Raman

9. Sarawak: Ir. Haidel Heli

10. Sabah: Ir. James Yong Hon Min

11. Miri: Ir. Prof. Dr Lau Hieng Ho

12. Pahang: Y. Bhg. Dato’ Ir. Sharuddin bin Mohd Simin

AHLI JAWATANKUASA INFORMASI DAN PENERBITAN / STANDING COMMITTEE ON INFORMATION AND PUBLICATIONS 2018/2019

Pengerusi/Chairman: Ir. Prof. Dr Ruslan Hassan Naib Pengerusi/Vice Chairman: Ir. Dr Lee Yun Fook Setiausaha/Secretary: Ir. Lau Tai Onn

Ketua Pengarang/Chief Editor: Ir. Prof. Dr Ruslan Hassan Pengarang Buletin/Bulletin Editor: Ir. Abdul Razak Yakob Pengarang Prinsipal Jurnal/Principal Journal Editor: Ir. Dr David Chuah Joon Huang

Pengerusi Perpustakaan/Library Chairman: Ir. C.M.M. Aboobucker

Ahli-Ahli/Committee Members: Ir. Ong Guan Hock, Ir. Yee Thien Seng, Ir. Chin Mee Poon, Ir. Dr Oh Seong Por, Ms. Michelle Lau Chui Chui, Ir. Prof. Dr Abdul Aziz bin Abdul Samad, Ir. Dr Wang Hong Kok, Ir. Razmahwata bin Mohd Razalli, Dato’ Ir. Nor Hisham Mohd Ghazali, Ir. Yasotha Ramachandran Chetty, Dr Sudharshan N. Raman

LEMBAGA PENGARANG/EDITORIAL BOARD 2018/2019

Ketua Pengarang/Chief Editor: Ir. Prof. Dr Ruslan Hassan Pengarang Buletin/Bulletin Editor: Ir. Abdul Razak Yakob Pengarang Jurnal/Journal Editor: Ir. Dr David Chuah Joon Huang

Ahli-ahli/Committee Members: Ir. Lau Tai Onn, Ir. Ong Guan Hock, Ir. Yee Thien Seng, Ms. Michelle Lau Chui Chui, Ir. Dr Oh Seong Por, Ir. Dr Wang Hong Kok, Ir. Dr Lee Yun Fook, Ir. Yasotha Ramachandran Chetty, Dr Sudharshan N. Raman

Secretariat: Janet Lim, May Lee

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

COVER STORY Re-engineering Shipbuilding & Ship Repair Sector

PRESIDENT’S CORNER

VOLUNTEERISM: MY PERSPECTIVE “We Make A Living by What We Get But We Make A Life by What We Give…” 12 - 13

FEATURE ARTICLES MARITIME INDUSTRY MALAYSIA Naval Ships Construction and Improving Local Content .....................................15

Role of Marine Technology Centre in UTM in Maritime Research, Training and Education .......22

Bringing Malaysian Engineering SMEs Global with MATRADE ...................................................26

ENGINEER’S LENS Tanjung Tualang Tin Dredge

Insight into Electrical System on Board a Ship

Metocean Technology and Its Importance in Ocean Sustainability ...........................................28 The Evolution of Marine Coating Technology ......32 15 - 34 ENGINEER’S ADVENTURES Sailing Between Two Continents

Interview

Front Cover: Photo courtesy of OMAHAMS Corporation Sdn. Bhd.

The Institution of Engineers, Malaysia

IEM 60th Annual Dinner and Awards Night 2019 Programme Book IEM

We are pleased to inform that IEM will be holding the 60th Annual Dinner and Awards Night 2019 on 20 April, 2019. Dimension Publishing has been appointed to put together the Annual Dinner Programme Book which will be circulated to all 1,200 guests on that night at Sunway Resort Hotel & Spa, Petaling Jaya

It is an annual event organised by IEM to present awards to winners of projects and to announce the new committee for year 2019/2020. Special guests of honour will be invited to officiate at the event.

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ROBERT MEBRUER

cover note

RE-ENGINEERING THE MARINE INDUSTRY

PATRICK LEUNG

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Sby Ir. Roznan Abdul Rashid Chairman, Marine Engineering & Naval Architecture Technical Division

hips play a vital role in the marine industry and are used to transport cargo, passengers, containers, oil and liqueﬁed natural gas. They are also used to obtain food from the ocean such as ﬁsh and other seafood.

Since our country is surrounded by sea, the Navy needs ships to patrol and defend our waters. Ships also play a vital role in supporting offshore O&G platforms in terms of transportation for crew and supply,maintenance, drilling and production as well as in research and hydrography in the ocean.

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without the prior written permission of IEM and the Publisher.

Even for leisure, there are cruise ships for those who like to holiday at sea.To maintain existing ships, build new ships to replace old vessels, ship building and ship repair (SBSR) is an important part of the marine industry. Without this, our ships may not be able to operate and modern ships may not be added to our existing ships. Even though the market has slowed down due to global oil price, SBSR is still important and it is possible to reengineer the industry in term of process,manpower skill and technology.

In this issue, First Admiral Dato’ Ir. Hj. Ahmad Murad bin Hj. Omar (Rtd), Vice President (Marine Related Industries) of the Association of Marine Industries Malaysia (AMIM), talks about how we can re-engineer SBSR in readiness for Industry Revolution 4.0.

editor’s note

Salam & Hello All IEMers,

Shortest month of the year, but we have so much to do before the new year.... yes, the Chinese New Year. We, Malaysians only go full throttle after.

This month,the Marine & Naval Architecture Technical Division’s theme, “Re-engineering the Marine Industry”, takes a good look at how we prepare ourselves for IR4 from the industry’s point of view.

The election of council members has started; please exercise your right to choose. You voted last year for the government and made a colossal impact, so let’s vote for IEM now. These will be people you entrust to take care of you, be your voice and continue to make IEM great. We are sophisticated people. We will not let bad politics stand in the way of the running of our organisation. We will continue to nurture young engineers, help the nation to develop and ensure high standards of engineering in all aspects.

20 April, 2019, is an important date, with IEM-AGM in the morning and Annual Dinner at night. Hope to see all of you there! The April issue of JURUTERA will also be a special and exciting issue to commemorate our 60th Anniversary.

On behalf of the Editorial Board,I take this opportunity to wish everyone a Happy Chinese New Year. May we continue to ﬂourish with excellent health,prosperity and happiness.

Let’s continue to engineer our country to a greater height!

Ir. Razak Yakob Bulletin Editor

Re-engineering Shipbuilding & Ship Repair Sector

The Malaysian shipbuilding and ship repair sector (SBSR) needs a boost to improve its performance and, with the advent of the 4th Industrial Revolution worldwide, to prepare it to use and adopt current and new technologies.

Although this industrial sector of Malaysia’s marine industry has been around for more than a century, it needs a bigger push to survive today’s rough waters.

The sector, however, continues to contribute to the economy,employing over 15,000 people and recording a total trade of RM6.1 billion in 2017,which is less than 1% of the total marine trade of RM1.5 trillion.

There are about 100 shipyards in the country, of which only one-third is located in Peninsular Malaysia as most shipbuilders are based in Sabah and Sarawak.

In fact, the sector has its roots in Sarawak with the establishment of the Brooke Dockyard about 100 years ago. Since then, local shipbuilders have been selling vessels to all over the world.

The SBSR sector’s core production and construction group comprises ship builders and repairers as well as marine equipment manufacturers. It supports activities in the shipping industry, including naval architecture and system design,parts and components manufacturing, system integration and other marine equipment production as well as ﬁsheries, oil and gas,

ports operation and tourism-related activities (leisure/recreational).

EYE ON LOCAL ISSUES

While SBSR is well-entrenched in the local marine industrial landscape, with adequate infrastructures, particularly in the building and repair of small/medium-sized vessels, Malaysia only ranks 18th on the list of the world’s largest shipbuilding countries in terms of gross tonnage produced (2015 statistics from Malaysian Industry-Government Group for High Technology – MIGHT), behind Vietnam, Myanmar and The Philippines.The top three countries on the list are China in the pole position, followed by South Korea and Japan.

According to Dato’ Ir. Ahmad Murad bin Omar, Vice President (Marine Related Industries) of the Association of Marine Industries of Malaysia (AMIM), our ranking dropped even further to 24th position in 2017. He says the SBSR sector is still troubled by long-standing local issues, which are also impacted by the global situation of economic slump and ﬂuctuating oil prices in recent years which caused a plunge in orders, including a drop in charter hires.

He says some of the issues that continue to plague the SBSR sector include ill-equipped infrastructure for shipyards,medium-levelofautomation in shipyards, as well as high repair and maintenance costs and lack of support from ﬁnancial institutions. Banks charge high interest rates of up to 8.25% of the base lending rate. Reduced orders and slow payments from clients have forced the players in the sector to stall payments to the banks.

He adds that government interventionhasalsonotbeenvibrant. The situation is compounded by the current slow-down on government tenders and reduced funds which haveresultedinlessnewbuildvessels, while existing vessels are ageing and requiremorerepairs,thecostofwhich areontheriseastheservicelifeofthe vessels are continued.

However, the SBSR sector

COVER STORY

has received a lifeline from the government in terms of special incentives under IncomeTaxAct 1967 and the exemption of paying Sales & Service Tax (SST) for ship repair and certain types of ships.

Another issue the sector faces concerns human capital with its heavy reliance on foreign labour. While Malaysia has the numbers, there are not enough skillsets among local workforce to meet requirements. For instance, foreign ship designers are preferred over local designers.

It was highlighted that although Malaysian ship owners spend US$9 billion for acquisition of new build, only 5.5% are captured by local builders while the rest go abroad. Shipbuilders and repairers in neighbouring countries have the pull factor including lower costs (labour, build and repair), as well as a faster turnaround time.

However, locally-built ships, including ferry boats, barges, yachts, tug boats and ﬁshing vessels, are accepted by international markets, such as USA,UK,UAE,India,Singapore and Indonesia.Ninety per cent of the exported vessels are built in Sabah and Sarawak, while the rest are from the peninsula.

MISSED TARGETS OF STRATEGIC PLAN 2020

Toaddressthekeyissuesaffectingthe SBSRsector,thegovernmentlaunched in2010,theShipbuilding&ShipRepair Strategic Plan 2020 which outlined 7 key strategies:

1. Capture 80% of local new build market.

2. Capture 2% of global new build market.

3. Capture 3% of market shipping vesselsplyingtheStraitsofMelaka.

4. Capture 80% of South China Sea offshore repair market.

5. Focus development initiatives on niche market involving vessels shorter than 120m in length.

6. Achieving the above,the maritime industry aims to penetrate RM6.35 billion in gross national income.

7. Provide 55,000 jobs by 2020, and making the number sustainable.

Ship docked utilising Floating Dock

It has been some eight years since the launch of the SBSR Strategic Plan. MIGHT reports that progress of the plan has been off target with only 60% achieved overall. With 2020 only a year away and with the current lacklusterperformanceofthesector,it is unlikely that the remaining 40% can be achieved.

4IR & SHIPBUILDING 4.0

The focus has moved away from the SBSR Strategic Plan and MIGHT is now placing greater emphasis on the sector’s awareness and readiness to face 4IR.In line with this,the government has jumped on the bandwagon to develop 4IR with the creation of the National Policy on Industry 4.0, led by the Ministry of International Trade & Industry. Launched in October last year, the policy advocates the use and adoption of high technology products and processes.

SBSR sector players are also expected to evolve from the conventional methods of building and repairing to using and adopting current technologies, namely 4IR disruptive technologies, such as Big Data Analytics, Artiﬁcial Intelligence, 3D Design andAugmented Reality;all are regarded as Shipbuilding 4.0.

MIGHT’s deﬁnition of Shipbuilding 4.0 can be characterised by the adaptability, resource efﬁciency and close interaction between ship owners and shipbuilders, with real-time monitoring where the design, shipbuilding, operation and maintenance are automated and digitised.

Companies in SBSR have been encouraged to keep track of technology trends in shipbuilding (see table below) and to adopt 4IR technologies and processes in order to reduce their dependency on foreign labour,to improve productivity andtoenhancetheircompetitiveness.

SHIPBUILDING – TECHNOLOGY TRENDS

Trend #1 Big DataAnalytics (digitalisation of shipyards)

Trend #2 Cloud Computing (connect with previous and potential clients in digital space)

Trend #3 Internet ofThings (digitalisation of monitoring construction process)

Trend #4 Cybersecurity (network security)

Trend #5 Augmented Reality andVirtual Reality (training and design virtualisation)

Trend #6 Advance Manufacturing (supporting manufacturing parts and components e.g. 3D printing propeller

Trend #7 Autonomous Robot (spider autonomous robot crawls for blasting,painting and welding ship surface; and autonomous ship)

Trend #8 Smart sensors (RFID for inventory and process control)

Trend #9 Advanced Materials (metallic,ceramic and composite in nano scale for building materials)

COVER STORY

Trend #10 Simulation (optimisation of process and technology in shipbuilding)

Trend #11 System Integration (digital integration across system/value chain)

Trend #12 Energy Efﬁciency (propulsion system: hybrid technology and renewable energy

(Source: Malaysian Shipbuilding/Ship Repair Industry: Positioning In The Industry 4.0, MIGHT Report, 2018)

SBSR TECHNOLOGIES

MIGHT has also identiﬁed SBSR technologies related to Industry 4.0 which can be spread across the sector.These are:

• Robotics–weldingrobots,inspection and monitoring, cleaning and rust removing,andequipmentsorting.

• Internet of Things – safety management platform, safe navigation and satellite communication to improve ship and shore communication.

• Cloud Computing – transmission of digital information.

• VirtualReality&AugmentedReality – training and simulation (lifesaving,cabin simulation,complex operational training, ship motion control testing to moderate the magnitude of oscillation of ships, information and entertainment, ship design – to improve the quality of construction, operation, maintenance and job design and equipment for shipping.

• 3D Printing – method to print the whole vessel and research on materials suitable for 3D printing application in the context of SBSR.

• Big Data – to improve communication system e.g. traffic command, ship and shore interconnection, acquisition efficiency, traffic control ship ad hoc network, monitoring ship system and energy efficiency,data processing and storage and structure for managing ship materials.

Though the local SBSR sector is exposed to developments in international shipping and SBSR industries worldwide, it is still behind in terms of sophistication and technological advancement when compared to the world’s major shipbuilding nations. Malaysia’s leading shipyards can build fairly sophisticated mid-sized vessels, offshore support vessels (OSV) for clients as far as the United States, Europe, Australia and New Zealand as well as service large-sized vessels. Our top shipyards have cutting edge equipment such as plasma cutters and Computer Numerical Control (CNC) machines which use computers to execute preprogrammed sequences of machine control commands.

Some players, however, still lack understanding of 4IR and so, may miss the opportunities that it brings. There are also resistance towards technologies, conservative business strategies, lack of regulatory and policy push, and absence of ﬁnancing to invest in assets,solutions and human capital.

STAKEHOLDERS’ ROLES

AMIMwillalsofocuson4IR,inaddition to 6 other factors affecting the sector, namely government tariff for ships and boats, sales and service tax, government procurement policy, ﬁshing boat design development, maritime training and development of the yachting industry.

Dato’ Ir. Ahmad Murad says the variousstakeholdersintheSBSRsector must play their respective roles. The governmentcanfacilitatefundingand subsidies, emphasise on localisation of shipbuilding and shipping industry, provide regulatory and protection for local players, advance technology and engineering for the sector as well as further develop supporting industries.

In terms of incentives to support growth, AMIM has suggested exemption from SIRIM inspection of imported raw materials which have been certiﬁed by class rule, implementation of the Industry

YOUR PARTNER FOR CUSTOMIZED SOLUTIONS IN SHIPBUILDING

Sika provides direct glazing, teak decking, exterior and interior sealing and bonding, as well as acoustic flooring systems in the manufacturing and repairing of leisure boats, commercial vessels and offshore platforms. Our elastic bonding and sealing solutions are designed with the harsh marine environment in mind: resistance to water, sun, cleaning chemicals and fatigue. Sika offers a range of flooring products, each of which have a levelling and smoothing aspect, as well as varying degrees of noise and vibration reduction properties. All this, coupled with fire performance, assures that the requirements of both ship owners and regulatory bodies are met.

Collaboration Programme for government acquisitions to provide avenues for the development of the SBSR sector as well as efforts to boost SBSR outsourcing; for example, government-procured vessels must be built in Malaysia while repair for the country’s defence ﬂeet must be outsourced to Malaysian companies.

AMIM will continue efforts to engage with ﬁnancial institutions for better packages and terms for SBSR sector players and to urge ship owners to buy local and encourage the development of local contents by Malaysian producers and designers. AMIM will also continue to monitor the exemption from SST for vessels such as ferries,ﬁshing vessels,tugs and yachts as well as the special incentives accorded to the SBSR sector under IncomeTax Act 1967.

COMPETITIVE EDGE & SUSTAINABILITY

In meeting future requirements, there should be greater use of robotics in manufacturing and shipbuilding, autonomous and safe operation on IoT platform, transmission of digital information through Cloud Computing, TRG and simulation, ship design and production design process under Virtual Reality and Augmented Reality,various dynamics and walk-throughs under 3D Printing and improved communication and data processing under Big Data.

Dato’ Ir. Ahmad Murad says the focal point should be ship design and engineering (customisation, speed,

COVER STORY

accuracy, optimisation in view of competitiveness), ship construction (automation, modular, robotics and virtual reality), value chain management (computerised project management) and ship service and support (integrated logistics support, supply chain and data linking).

As for future human capital skill requirements, ﬁve areas have been singled out, namely production and management control, software development,data security and data management, digital production plant/cyber security and digitised marketing.

According to Dato’ Ir. Ahmad Murad, there is still a mismatch in some areas between the actual requirements of the marine industry and the courses and skills training provided by institutions of higher learning,including those carrying out Technical and Vocational Education &Training (TVET) programme.

“Though TVET educational institutions are getting the needed resourcestocarryouttheprogramme, most of the planners do not have clarity as to the increasing skills needed. Even if they do, they cannot get support from the established bureaucracy nor change the mindset in these institutions.There is also a lack offocusamongTVETinstitutionsanda lack of proper co-ordination between the public and private sectors to produce local skilled workers,” he explains,adding that the educational streams for universities and other training facilities are focused on

differentlevelsofskillsetswhicharenot necessarily required by the industry.

The key questions to ask are:Is the curriculum appropriate? Are skillsets taught relevant? Are peripheral skills, such as interpersonal skill, project management,safety and health and business acumen basics, taught as well?

He laments that unless the mismatch is addressed, the marine sector in the country will continue to face a dearth in workers with the required industry skills.

It is now even more crucial to change and update training requirementsaspartofpreparationsfor 4IR and in particular,Shipbuilding 4.0.

The waves of digitalisation have already swept in.Resisting change will be futile. The industry cannot afford to maintain conservative ways of doing business and expect to remain competitive. Already, SBSR is suffering from the downturn which forces players to scale back, downsize and focus only on investing in assets that are central to their business.

They are not readily adopting new technologies in the context of 4IR and arequestioningwhethertheadoption of such technologies will result in real economic value and competitive advantage. What is needed from stakeholders is to educate lead agencies and industry associations about 4IR, its issues, challenges, threats and opportunities. Industry players must swim with the tide of 4IR if they want to stay competitive and sustainable for the long haul.

Floating Dock in operation in Geoje, South Korea

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VOLUNTEERISM: MY PERSPECTIVE

“WE MAKE A LIVING BY WHAT WE GET BUT WE MAKE A LIFE BY WHAT WE GIVE…”

REFLECTIONS ON MY JOURNEY

Ihave often been asked why I spend so much time,effort and even my own money on volunteerism. Like most people, I did not do volunteer work in my early years. Instead, I was chasing success in the normal economic parlanceofaccumulatingwealth.However,Ididparticipate in IEM activities;I was a member of IEM as the afﬁliation was necessary for my professional work. I did not realise then that IEM would be my introduction to voluntary work later in life.

That was 30 years ago.Besides IEM,I was also a Rotarian and did a 6-year stint as a Councillor with the Ipoh City Council where my voluntary services took on a new dimension,that of serving the public at large instead of just engineering professionals in IEM.

Today, as I reﬂect on my long journey with IEM and the Ipoh City Council, I often wonder if it is all worth the while. Certainly, there have been numerous challenges along the way but through the trials and tribulations,I have learnt that by giving to and serving a good cause,we help make the world a better place.That in itself, is a reward of immeasurable value and well worth the sacriﬁces made.

WHY VOLUNTEERISM MATTERS

Volunteerism is a basic expression of human relationships.It is about one’s need to participate in society and to feel that one matters to others. The social relationship intrinsic to

volunteer work is critical for individual and community wellbeing. In addition, the ethos of volunteerism is infused with values such as solidarity,reciprocity,mutual trust,belonging and empowerment, all of which contribute to a better quality of life.

Our economic system prescribes the social structure for how we work and what it means to succeed in a world of limited resources. It is premised on values of self-interest and competition to achieve maximum satisfaction.It won’t meet expectations of higher values that we seek once our basic survival needs are met.However,volunteerism is able to address this as it focuses on values, consultation and cooperation as well as allows for the human spirit to thrive.

VOLUNTEERISM IN IEM

Volunteerism has always come naturally to me and my passion to serve has seldom swerved from the noble

It takes hard work and persistence to build good rapport between IEM and the Perak State government. With Ir. Simon Yeong, Vice Chairman of Perak Branch (left) and Dato Seri Ir. Nizar bin Jamaluddin, Perak State Exco for Investment & Corridor Development (right)

Braving the sun to help build a better community for the residents is part and parcel of a Councillor’s voluntary role with the Ipoh City Hall

PRESIDENT'S CORNER

objectives of the posts that I have been entrusted with. However,for many volunteers,there is often a disconnection between what they are trying to achieve and what the organisationistryingtoaccomplish.Thiscausesdisharmony, creates animosity and detracts from the overall objectives. In some cases, protractors realise their folly, retreat to correct their approaches and perhaps come back with more appropriate actions. In other cases, they continue to champion personal agendas, oblivious to other opinions and so, often inﬂict serious or permanent damage along the way.

In voluntary organisations,a diversity of opinions ensures that individuals do not dominate or supplant the common good.There are rules and regulations, standard operating procedures,accepted practices and even simply traditions to guide the process of decision-making and how things are done.Altruism lies at the heart of volunteerism.This means we work by consensus, cooperation and compassion, not by competition,conﬂict and confrontation.

Perhaps the problem is that not everyone has had the opportunity to experience the joys of giving, sharing

and knowing that good deeds, no matter how small, can bring about positive changes and betterment to others. Admittedly, it can be a rather big jump in faith for those whose lives are conditioned by competition and to take and keep what is ours, to a life where we give back to society without any apparent reward.

IN RETROSPECT

What then is it that makes us serve IEM members and indirectly, the engineering community at-large, though volunteerism? Are we truly altruistic or are we simply indulging in personal gloriﬁcation/gratiﬁcation? Are our efforts aligned with the IEM’s aspirations or are we simply championing our own individual agenda?

These are questions I constantly ask myself. I’m sure other volunteers too ask themselves the same questions. Our answers may not be the same or be right but these questions will guide us to be cognisant of the basic tenets of volunteerism.

I end with a quotation: “Volunteers do not necessarily have the time; they just have the heart.”

Sitting as President of IEM requires serious deliberations and tough decisions. In deep thought with IEM Deputy President Ir. Ong Ching Loon at CAFEO36 in Singapore

“Building bridges” to the Federal government: Current and future leaders of IEM pay a courtesy visit to Y.B. Puan Yeoh Bee Yin, Minister in Ministry of Energy, Science, Technology, Environment & Climate Change (MESTECC)

IEM office bearers have light moments too. Happy faces at the end of a long work session. From left: Ir. James Yong (Chairman, Sabah Branch), Ir. Mohd. Khir (Hon Secretary), Ir. Choo Kok Beng (Past President), Ir. David Lai (President), Ir. Ong Ching Loon (Deputy President) and Ir. Abdul Razak (Chairman, Perak Branch)

FEATURE

MARITIME INDUSTRY MALAYSIA

NAVAL SHIPS CONSTRUCTION AND IMPROVING LOCAL CONTENT

The Royal Navy (RN): In the early 1990s, the RN was a force designed for the Cold War; the main purpose of the fleet at that time was to search and, if required, destroy Soviet forces in the North Atlantic. The Falklands War demonstrated a requirement for an expeditionary force capability and indeed it was an incredible demonstration of sea-poweri

Of the 75 commissioned vessels in the RN, 20 are major surface combatants (with strike capabilities destroyers, frigates and aircraft carrier),10 nuclear powered submarines as strategic assets and others are support and patrol vessels. One of the oldest navies in the world,dating all the way to Vice Admiral Horatio Nelson’s days battling the Spaniards and French combined ﬂeet at the Battle ofTrafalgar in 1805, the RN has been a reference for many navies throughout itsdevelopment,includingtheRoyalMalaysianNavy(RMN).

Recently,“a Freedom of Information request”conﬁrmed that more foreign shipyards than British ones attended a Ministry of Defence industry day for those interested in the £1bil contract to construct three new“solid support ships” for the Royal FleetAuxiliary”ii

To add to the news release above, Defence Ministry ofﬁcials were quoted as saying that seven foreign companies – from Germany,Italy,the Netherlands,Poland, South Korea and Spain – were at the event, compared to just ﬁve UK-based shipbuilders. The UK is heading for change from its role as a ship building nation.

RMN ASSET ACQUISITION AT A GLANCE

RMNProgressiveAssetAcquisition: In1996,theRMNplanned to acquire a total of 27 New Generation Patrol Vessels (NGPV) to fulﬁll its planning requirement. The German Bhlom & Voss MEKO 100-based design was selected and a contract for 6 NGPVs was signed in 2003. However, due to management failure of the main contractor, PSC-Naval Dockyard Sdn. Bhd. (PSC-ND), progression was seriously delayed and led the programme into crisis.Then Boustead Naval Shipyard Sdn. Bhd. (BNSSB) took over from PSC-ND, thus regaining momentum for the programme.After a long waitof18months,theﬁrst2hulls, KD Kedah and KD Pahang, were commissioned in June and August 2006 respectively. As of July 2009, all 6 ships had been constructed and delivered,2 in Germany and 4 in country.While this project wasinprogress,theRMNstarteditssubmarineprocurement programme.

Two SCORPENE submarines were ordered by the RMN on 5 June 2002 under a €1.04 billion (about RM4.78 billion) contract. The 2 submarines were built jointly by

Over time, the Royal Navy (RN) began a series of projects to improve its ﬂeet. The Royal Navy is the principal naval warfare service branch of the British Armed Forces. As of November 2018, there are 75 commissioned ships, of which 20 are major surface combatants (6 guided missile destroyers, 13 frigates and 1 aircraft carrier) and 10 are nuclearpowered submarines (4 ballistic missile submarines and 6 ﬂeet submarines). In addition, the RN possesses two amphibious transport docks, 13 mine countermeasuresvessels,23patrolvessels,foursurvey vessels, one icebreaker and two historic warships (Victory and Bristol).

French shipbuilder DCNS and its Spanish partner,Navantia. These vessels are classiﬁed as Perdana Menteri Class, in service with RMN. Both submarines were constructed and delivered in France and Spain. RMN has an outstanding requirementforaMultiRoleSupportShip(MRSS)toreplace KD Inderapura but to date,nothing has materialised.

The RMN still needed a vessel replacement programme and,in 2014,Malaysia signed a contract agreement worth RM9 billion (US$2.2 billion) which was awarded to BNSSB to build 6 frigate class ships under the Littoral Combatant Ship (LCS) programme.The ships will be built based on the ‘Gowind’ 2500 corvette designed by French shipbuilder DCNS.All 6 are to be constructed in Malaysiaiii (to date the RMN is yet to take delivery of any).

In 2016,Malaysia and China agreed to jointly develop a Littoral Mission Ship (LMS) where 2 ships would be built in China by China Shipbuilding & Offshore International Co (CSOC) and the remaining 2 would be built in Malaysia by BNSSB.A total of 18 ships of this class has been planned. The ﬁrst will be delivered by 2019,the second and third by 2020andthefourthby2021fortheﬁrstbatch.Thefollow-on batches have yet to be announced as part of the RMN 15 to 5 expansion programmne.

The above are just some of RMN’s experience in the acquisition of naval ships programmes. Some ships were

First Admiral Dato’ Ir. Ahmad Murad bin Omar

FEATURE

designed and built overseas but others were designed by foreign designers, built by them and partially built in country. Finally, for LCS, all 6 frigates will be constructed in country but designed by a foreign designer.

MALAYSIAN MARITIME INDUSTRY

Local Market Outlook: To analyse the RMN experience, in particular the naval ships acquisition programme, and to afford some improvements in local content, ﬁrst the areas of improvement need to be identiﬁed, most importantly

https://en.wikipedia.org/wiki/Future_of_Royal Navy

how the programme can be brought closer to home. According to research by Malaysian Industry-Government Group for High Technology (MiGHT) in its publication, “Industry Report 2017/2018”, the Malaysian Shipbuilding & Ship Repair Industry (SBSR) is well clustered on both sides of the peninsula with 31 shipyards and Sabah & Sarawak registering 68 shipyardsiv. Going further into the industry outlook, in coping with the slump of oil prices and plunge in orders, many shipbuilders are making restructuring plans and struggling for survival. Localising to commercial versus government revenue for SBSR,only 67% are from the commercial segment and 33% from the government. By approximation,naval construction is under the government segment.

In 2016,industry revenue was estimated at RM5.56 billion as a result of global economic turmoil. From the graph in Fig 1,there seem to be a downturn in revenue from 2013 to 2016v. This demonstration of trending in revenue includes commercial and naval ships,both in repair and newly-built.

Government Incentives: The Government is rather concerned over this trend and, in an effort to give the industry an upward lift, introduced several incentives via guiding policies. Among them are exemption from SIRIM testing, Industry Collaboration Program (ICP), Government procured vessel to be built in Malaysia and ship repair for defence to be outsourced to local companies, exemption on import duty, special tax incentives and zero-rated GST. (See Fig 2)vi

Revenue Turn-Over: The Malaysian Maritime Industry is closely watched by the Government and incentives are in place to support local industrial players.But what is obvious

is that revenue turnover for SBSR industry is still showing a decline. Focusing on naval ship building in particular, are there areas of improvement that may support the industry and eventually give rise to the revenue turnover for local shipbuilders? Continuing to build ships and to use foreign designs will only push the Ringgit out of Malaysia rather than keep it in the country.

NAVAL SHIP PROCUREMENT MOVING CLOSER TO LOCAL CONTENT

Local Design: Pushing the Malaysian SBSR community and forcing them to be more self-reliant but not without

HMS Queen Elizabeth (Aircraft Carrier). Picture courtesy of

Figure 1: SBSR industry revenue

Figure 2: Government incentives in supporting SBSR industry

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FEATURE

Government intervention will not be wise.The ﬁrst step is to encourage local design content.There are many local design companies which have proven their capabilities. In testimony, these companies have designed and local shipyards have built ships and boats even for local and foreign market (including naval ships).

So it is just a matter of giving them the opportunity,starting with the simpler LMS to the more complex frigates.The issue is whether the local designs can meet the stringent RN standards.With proper guidance,gradual improvements and exposure for these local companies can advance them in good time to be at par with if not even surpass foreign designers. In the RN experience mentioned earlier (where the new support ships acquisition contract worth £1bil was seen to attract foreign designers/builders),since the United Kingdom is a world leading naval ship builder,such a project should have been a local contract. So, this is proof that Malaysia may, one day, be able to take on the challenge and bid for foreign naval ship building contracts.

Elements of Local Content: Local content does not only include design. The design may be the beginning and issues like incorporating the latest technologies in the design would be welcome,such as improved‘survivability’ which is vital in a naval ship construction, using fuel saving technology by employing engine manufacturers which make engines maximising fuel burning and reducing emission and advanced hull polishing anti-fouling paint which reduces resistance when the hull is cutting through water.

Others may be propulsors where designers have developed optimised propellers with ﬂow assistors and the“Hybrid”as in the RN Type 23 frigates with CODLAG (Combined Diesel and Electric and Gas) propulsion system. The approach of “picking the low-lying fruit then gradually moving to the higher reaching ones” as an initial strategy is something that local SBSR designers may consider. Simple elements that can be incorporated in the design and which are readily available in the country – such as ‘outﬁtting’, fabrication technique, skill sets related to shipbuilding that are available amongst locals, local manufactured products and local assembled products – should be given priority.

Local SBSR players should be clustered in production related groups, such as hull, outﬁtting, marine propulsion, auxiliaries, electrical generation and power, distribution, communication system and navigation aids, weapons and weapon systems.Once the clusters have been formed,they must then be nurtured to work in sync with the development of local content for the naval ship programme.The designers and clusters then move as one in achieving the local content agenda.

Government Intervention: So far it is the industry participation and initiatives that have been discussed, not government intervention.Naval ships programmes are, all the time, contracted by governments, starting with the open tender as opposed to directly awarding to designated Government Linked Company (GLC), followed by tender evaluation and subsequently contract award. It is at these early stages that the government and the incollaboration with the end-user agency (RMN) determine the specifications of the intended naval asset to be acquired fit-for-purpose and economically priced and compliant to local-content agenda. Close discussions with SBSR cluster groups are also encouraged at this phase.Once the awarding is done and the government project supervising team appointed, then the project takes off on the right footing.The government funding must first be available and the government supervision team appointed must be one equipped with skill-sets to allow them to become ‘enablers’ rather than show-stoppers. Such examples of experience and skill-sets are:

• Engineering knowledge

• Operational knowledge

• Project management

The end result will be a supervising team and shipbuilder/s (with SBSR cluster) working together, each having a common goal of achieving on-time delivery of the intended naval asset meeting operational requirements in functionality and satisfying local-content agenda at the right pricing and return of investment fulﬁlled meeting the National Economic Policy.This should be the objective of a naval asset acquisition programme for Malaysia which,although not exhaustive but is close enough. This approach is a major departure from the traditional

This article started by providing an insight into the process of naval asset acquisition of the old and seasoned Naval Fleet of the United Kingdom. It demonstrated that even the age-old RN admitted that changes were necessary for progress.Then came an assessment of the Malaysian naval ﬂeet development till this day and the involvement of both local GLCs and foreign entities.The study carried out by MiGHT showed that in the past seven years (especially 2013-2016), there was a decline in SBSR revenue despite government incentives in support of SBSR.One of the approaches to boost the revenue is for current and future naval ships acquisition to make local content one of fundamental overriding factors. Local content,when looked at objectively and with stringent government-led implementation policies, can ensure a delivery system that matches the needs and requirements of the end-user agency and, at the same time, satisfy the nation-building efforts to up-skill SBSR clusters by providing them with employment opportunities to develop and become global competitors of the future. It will also achieve economic growth as well as contain the Ringgit,

FEBRUARY 2019 FEBRUARY 2019

2 Day Course on “Fire Control Concepts & Design of Active Systems”

Date:18 – 19 February 2019 (Monday - Tuesday) Time:8.30 a.m. to 5.30 p.m.

Venue:Wisma IEM

Approved CPD :13

Speaker:Ir. Gary Lim Eng Hwa

Awareness Talk & PI Workshop on Enhanced Process

Date:23 February 2019 (Saturday) Time:9.00 a.m. to 1.00 p.m.

Venue:Wisma IEM

Approved CPD :3

Speaker:Ir. Chen Harn Shean

“Marine Professional” Institution of Marine Engineering Science & Technology, January 2019 (pp12-13)

ROLE OF MARINE TECHNOLOGY CENTRE IN UTM IN MARITIME RESEARCH, TRAINING AND EDUCATION

The Marine Technology Centre (formerly known as Marine Technology Laboratory) was established in 1996 and officially opened by our 4th Prime Minister, Tun Dr Mahathir bin Mohamad in 1999. It was upgraded by the Minister of Higher Education (MOHE) in 2003. It is the only hydrodynamic centre in the country and fulfills the following functions:

• Provides teaching facilities for Marine Technology undergraduate students.

• Facilitate R&D work for academic staff and postgraduate students.

• Serves the Marine Technology needs of the marine industry by providing ship and ﬂoating structures model testing and associated services.

The centre, a member of the International Towing tank Conference (ITTC) since 1998, is one of the recognised hydrodynamic testing facilities in region. Its capability is tailored to become the premier teaching, research and consultancy institution in the ﬁeld of Marine Technology in the region.As a Centre of Excellence to the University,Marine Technology Centre has made signiﬁcant contributions to the growth of the maritime industry in Malaysia.

RESEARCH GROUP

There are 4 major research groups as follows:

• Marine & Offshore Design.

• Marine & Offshore Hydrodynamic.

• Marine &Transport Management.

• Marine Environment & Renewable Energy.

LIST OF SERVICES

Apart from research, MTC also provides a number of services meant to be delivered to maritime related communities upon request.These include:

• Ship Resistance / Drag Measurement.

• Ship Powering Prediction.

• Ship PropulsionTest.

• Ship Manoeuvring Simulation.

• Sea keeping Behaviour in Waves.

FACILITIES

There are a number of facilities available at MTC to support the activity.The 4 major ones are as follows:

Principal dimensions: Length 120m (Useful Length 90m); Width 4m;Water Depth 2.5m

1. TOWING CARRIAGE

The towing carriage tows the ship models at speeds of up to 5m/s.

Figure 1: Towing Tank

Figure 2: Towing Carriage

Ir. Prof. Dr Ab Saman bin Abd Kader

FEATURE

2. WAVE GENERATOR

The wave generator consists of a hinged dry back type ﬂap, hydraulically driven and computer controlled. The wave generator of the basin is capable of generating regular and irregular waves over a wave period range of 0.5 sec to 2.5 sec.The irregular waves, characterised by a JONSWAP or Pierson-Moskowitz spectrum, can be generated up to a signiﬁcant height of 0.44m, while it is also possible to generate irregular wave according to a wave spectrum of an arbitrary form.

3. DATA ACQUISITION SYSTEM

i. The function of a Data Acquisition System and Analysis System (DAAS).

ii. Collects measurement data from the instrumented channels in the model test set-up.

iii. Stores the measured information and performs the preliminary analysis.

iv. Offers real time on-screen information.

4. PLANAR MOTION MECHANISM

The Planar Motion Mechanism (PMM) consists of two electromechanical actuators which can be mounted vertically or horizontally to the test frame of the carriage. The maximum stroke of each actuator is 600 mm. The applicable oscillation frequencies range from 0.02 Hz to 2 Hz,whereby up to 0.133 Hz the full stroke can be utilised.

5. MOTION CAMERA

With optical motion capture technology, models remain completely unaffected by heavy sensors, hence even very small and light models can be used.Traditionally, this was accomplished with potentiometer systems attached to a model or with bulky and expensive gyroscopes and accelerometers. Tracking vessel motion under different wave, current or wind conditions, is a fundamental task at hydrodynamics lab or naval test site.This system offers an easy way to obtain accurate 3D and 6DOF position in realtime.

6. SHIP MODEL MILLING MACHINE

Models of parafﬁn wax, wood or foam materials can be machined by means of the ship model milling machine. The machine can also be used to accurately measure ship model.

7. CAE FACILITIES

The Computer-Aided Engineering Unit provides services

Figure 3: Wave Generator

Figure 6: Motion Camera

Figure 7: Ship Model Milling Machine

Figure 4: Data Acquisition and Analysis instruments

Figure 5: Data Acquisition System (DAAS)

FEATURE

and facilities to foster the intelligent and efﬁcient use the computing technologies in ship model testing at the MTC. This includes providing a variety of resources for researchers and students. CAE provides access to over 20 non-commercial design tools such as ship hydrodynamics and some commercial software. This software has been installed on two super workstations and can be accessed using wireless and wired communication throughout the MTC building.

SHORT COURSES

On top of research, publication of research materials, services and supervision of post graduate students, MTC also provides short courses as part of continuing education programmes offered for the working community.They are:

i. Basic Hydrostatics and Stability.

ii. Ship Stability.

iii. Ship Structure and Strength Analysis.

iv. Ship Resistance and Propulsion.

v. Freeboard andTonnage Calculations.

vi. Ship Drawing.

vii. GRP Boat Construction.

viii. Damage Stability.

ix. Ship Design.

x. Ship Constructions Process.

xi. Contract Management for Engineers.

xii. Small Craft Survey.

xiii. Small Craft Design.

xiv. Small Boat Repair and Maintenance.

MAJOR INDUSTRIAL PARTNERS

The following are some global players which have collaborated with MTC.

i. Marine Department Malaysia.

ii. Boustead Heavy Industries Corporation Sdn.Bhd.

iii. Kiswire Sdn.Bhd.

iv. Petroleum Geo-Services.

v. Shell Malaysia.

vi. BureauVeritas,France.

vii. MISC Berhad,Malaysia.

viii. Lloyd’s Register,London.

ix. Technip,Malaysia.

x. Lembaga Pelabuhan Johor,etc.

CONSULTANCY

A number of consultancy works have been carried out at MTC (seeTable 1).

Tension Leg PlatformMotion

18M Cathedral Hull & 20M Catamaran Resistance and Seakeeping

18M Cathedral HullVessel Resistance and Paint Smear

OBM (Honda GX390) Thrust &Torque

16oFT Jack UpVessel Resistance in Wave

ACADEMIC PARTNERS

MTC has, in the past, received a number of local and foreign visitors for MOUs or collaboration.They are:

i. Kobe University,Japan.

ii. Monash University,Malaysia.

iii. University of Indonesia.

iv. IDEC,Hiroshima University,Japan.

v. UniKL MIMET,Malaysia.

vi. University of Khartoum,Sudan.

vii. InstituteTeknologi Surabaya (ITS).

viii. Australian Maritime College,University ofTasmania.

CONCLUSION

MTC will still be around as the preferred provider of marine hydrodynamics facilities in the country for years to come. It will go global, given sufﬁcient support in term of space, time,ﬁnance and recognition.

In future, more foreign post-graduate students will be attached to MTC for more challenging research and journal publications.

MTC will expand its development in other areas of research if it can be equipped with more facilities such as cavitation tunnel and manoeuvring basin.

Author's Biodata

Figure 8: Design Outputs

VESSEL TEST TYPE

Table 1: List of past consultancy works

Ir. Prof. Dr Ab Saman bin Abd Kader is a professor at Marine Technology Centre, Universiti Teknologi Malaysia, Skudai, Johor.

BRINGING MALAYSIAN ENGINEERING SMES GLOBAL WITH MATRADE

The Institution of Engineers Malaysia (IEM) is a learning institution that provides networking opportunities and platforms for Malaysian engineers to obtain local and global exposure. With respect to international opportunities, IEM is the secretariat for the ASEAN Engineering Register, APEC (Asia-Pacific Economic Cooperation) and International Professional Engineer Register. This position provides a unique opportunity to promote Malaysian engineering products and services worldwide.

EAM & CAFEO 36

One recent prospect for IEM to promote Malaysian engineering services and products to a wider engineering fraternity was its collaboration with Malaysia External Trade Development Corporation (MATRADE) in the Conference of ASEAN Federation of Engineering Institutions (CAFEO 36), which saw 10 companies associated with IEM members, participating as delegates.

The 2018 conference edition was organised around two distinct themes, ‘Engineering Rail Connectivity’ and ‘Fostering Excellence in Engineering Education’.This event provided a platform for cooperation amongst member countries to build engineering capacity and excellence across ASEAN and the Asia Paciﬁc region. CAFEO 36 attracted about 1,000 participants from the government sector,engineeringorganisations,railownersandoperators, engineering deans, academics, leaders of accreditation bodies and industry and solution providers from nearly 30 countries around the world.

The MATRADE-IEM partnership in jointly managing the Export Acceleration Mission (EAM) on Engineering Services to Singapore in conjunction with 36th CAFEO,took place on

11-14 November,2018.The mission was led by Datin Rusiah Mohamed, MATRADE’s Director of Construction & Business Services and was coordinated by both Nur Fatihah Anis and MATRADE’s Southern Regional Director, Encik Zuaziezie Zulkiﬂi. IEM’s support team came from AER Exco members, ﬁrmly backed by the IEM Vice President, ASEAN Engineers Register (AER) Ir. Prof. Dr Norlida Buniyamin, who is also the AER Commissioner.

The broad objective of the EAM is to assist Malaysian Service Providers (MSPs), speciﬁcally in the ﬁeld of engineering to increase exports of Malaysia's services as well as to brand and promote Malaysian engineering capabilities in the ASEAN region.The mission also served to gather insights on the export potential in Singapore.

The EAM provided multiple opportunities to promote Malaysian engineering products and services, as other than showcasing Malaysian engineering expertise at a trade show setting under a Malaysian pavilion, the EAM also provided technical visits to Singapore’s Building & Construction Authority and to M+S Pte Ltd (the project owner for DUO & Marina One),as well as targeted individual business pitching and one-on-one business matching sessions.

Opportunities for networking was on-going throughout the event, either through potential buyer visits to the Pavilion or business prospects provided by CAFEO 36 to promote the EAM during the conference. In the business pitching session,Malaysian delegates were given the stage to present their business proposals to foreign potential clients as well as to their own Malaysian mission members for potential future collaboration. The business matching sessions held on the other hand, were tailored sessions arranged by MATRADE for each individual company in the delegation. With the support from MATRADE, Malaysian SMEs (Small and Medium Enterprises) can advance and grow their businesses globally.

MATRADE services are not limited to trade promotion, event facilitation and coordination support. The national trade promotion organisation also provides commercial

Ir. Razak Yakob (IEM)Mr. Shawn Sim (MATRADE)

FEATURE

assistance in the form of support facilities.For international trade missions, trade shows and conferences, eligible SMEs can obtain reimbursable matching grants under MATRADE’s Market Development Grant (MDG) on the approved cost of eligible claims, subject to current terms and conditions. IEM members are encouraged to register with MATRADE and learn more about the services offered. MATRADE’s website: www.matrade.gov.my is a good starting point. Jurutera will also help provide updates to members from time to time.

CAFEO EAM is just one of the many programmes that Malaysian engineering SMEs can participate together with MATRADE. There are many other opportunities out there.

UPDATE ON BUSINESS SETUP RULES IN KINGDOM OF SAUDI ARABIA (KSA)

One of the most interesting recent developments is Saudi Arabia’s new ruling that now allows 100% foreign ownership of engineering consultancy ﬁrms in KSA.

In light of Saudi Arabia’s ‘Vision 2030’ strategy, the country has allowed foreign investment in the ﬁeld of engineering consultancy as of August 2017. Prior to this decision, engineering companies were established in the KSA under the form of a ‘professional company,’ required to be a ‘general partnership’ and governed by the Professional Companies Law.

Theestablishmentofaforeignengineering company was subjected to certain limitations and conditions, including the level of: (i) its ownership structure, requiring a minimum ownership shareholding participation of twenty ﬁve percent (25%) by a KSA licensed engineer; (ii) the required type of company being a 'general partnership', and (iii) the Ministry of Commerce and Investment along with the Saudi Council of Engineers being the only two authorities in charge of the licensing and incorporation, excluding Saudi Arabian General Investment Authority (SAGIA).

With the latest decision and with SAGIA being KSA's licensing authority for foreign investment, engineering companies are now able to operate in the KSA as a limited liability type of company. After a year of discussion and consultation, the Ministry of Commerce and Investment, as well as SAGIA has announced that they will now allow 100% foreign ownership of an engineering consultancy ﬁrm.

Inthisnewpolicy,someoftherequirements before the issue of a foreign investment license for 100% ownership include: The foreign engineering entity must have 10 years’ experience in the ﬁeld of engineering consultancy and that the entity must already

be operating in at least four (4) international markets, not includingtheKSA.Thepolicyappearstofavourmultinational ﬁrms with strong international track experience and this is reasonable, as the KSA wants to ensure the quality of new entrants.This does not mean that all hope is lost for smaller ﬁrms,as SAGIA has the prerogative to waive this condition if they consider the entrant’s presence in the country to be in the best interests of the kingdom.

This market liberation offers fresh opportunities for IEM members to explore work projects in KSA. Members can approach MATRADE for assistance to explore and pursue potential in Saudi Arabia or any Middle Eastern economy.

IEM continues to collaborate and actively partner with MATRADE and future projects planned for 2019 include organising a strong Malaysian participation at CAFEO 37 in Jakarta, Indonesia, on 11-14 September, 2019. Interested IEM members are advised to keep a keen look-out for announcements and future updates on this collaboration and possibly many more with MATRADE. Together, let’s go global!

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METOCEAN TECHNOLOGY AND ITS IMPORTANCE IN OCEAN SUSTAINABILITY

Nur Syazana Mohd Shahib

“Adetailed understanding of the weather is fundamental to the planning and success of a project. Reliable and timely availability of the metocean data are invaluable to the offshore industry and can be vital in situations when response decisions need to be made swiftly."

Oil & Gas is a dominant force in current world energy production. Based on the 2018 Statistical Review of World Energy(1), it accounts for more than 50% of energy sources, with natural gas as the fastest growing source of energy in the recent years.With Paris climate goals on the horizon and renewable energy still facing uncertainties and challenges, man has turned to oil and gas for sustainable energy sources that require new discoveries and production, leaving ocean sustainability at stake.

Hence, advanced metocean knowledge and technology are extremely essential in oil and gas so that while we are working hard to meet the ever-growing demand of the energy hungry world, the well-being of our environment will be ﬁrmly safeguarded for our next generation.

WHAT IS METOCEAN?

“Met” comes from the word meteorology which means the study of the atmosphere and “ocean” is from the word oceanography,which is the study of the ocean.Metocean addresses meteorological and physical oceanographic matters which refer to the combined conditions of wind, waves and currents, which can affect a wide range of activities in offshore oil and gas operations.

METOCEAN CONCERNS

All offshore activities are affected by metocean conditions. The weather presents major risks to the development of an offshore ﬁeld at every stage of an offshore facility’s lifecycle. Because of that, a detailed understanding of metocean conditions is needed at the areas of concern. As exploration by the offshore industry has extended its ﬁeld of activities to deeper offshore areas (where metocean conditions are more extreme and challenging,the currents are stronger, the bathymetry is deeper and the wave and wind environments are rougher), a more thorough and

detailed study of the development areas is more important than ever.

In order to design and operate offshore installations in a safe and efﬁcient manner, it is essential that good knowledge is available of the metocean conditions to which an installation may be exposed. Of greatest importance are wind,wave,current and tidal conditions at the location of installation.However,at some locations and for speciﬁc types of operations, other parameters (e.g. air and sea temperature,visibility and ice conditions) may also be important.

For design purposes,it is the metocean conditions that may occur in 100 years which may be required. In order to plan a weather sensitive offshore operation, it is the metocean conditions which may be expected to occur during the course of the operation,that are of interest.All in all, metocean data is needed at all stages of the lifecycle which include ﬁeld acquisition, feasibility study, design, construction, installation, operation and maintenance as well as decommissioning.

METOCEAN IMPORTANCE

The provision of high quality and reliable metocean data is fundamental to the success of marine projects.Daily (as well as extreme) conditions have to be taken into account to establish design conditions. The major signiﬁcance of the use of metocean data in a project is to contribute to optimum design and efﬁcient operations, while assisting with improved safety and reduced costs. “Under-design” of offshore structures may result in structural failure while “over-design” may result in excessive use of materials in fabrication. Therefore, it is important that the structure design guarantees conservatism of the metocean data used while optimising to reduce cost.

Likewise, marine operations also rely heavily on high quality statistical metocean data to predict available

FEATURE

weather windows.There is a wide range of causes that may pose potential incidents in an offshore operation.Squalls,extreme waves and tropical storms are examples of environmental conditions which may put operations safety at risk.To ensure a safe, efﬁcient and cost-effective operation, it is essential to identify the best time to carry out speciﬁc weather-dependent offshore operations such as seismic surveys, offshore installations, drilling operations and heavy lifting.

On a large scale, the ability to accurately monitor and predict weather and oceanographic conditions can have great beneﬁts such as avoiding loss of lives at sea,maritime accidents and pollution.

WEATHER MONITORING SYSTEM (WMS)

A large amount of metocean data is collected in situ by installing sensors at a ﬁxedlocationonthefacilitieswithsampleddatarepresentedwithaGraphical User Interface (GUI). A complete WMS consists of both meteorological and oceanographic sensors with a processing system. The data can be accessed real time,and remotely from other places.

A vast range of equipment is available for collecting metocean data and the choice depends on the requirements of a project,which include duration, water depth and the location of the field. Standard sensors installed at the platforms are ultrasonic wind sensor (anemometer) which measures wind speed and direction,multi parameter meteorological sensor which measures barometric pressure,relative humidity and air temperature,wave radar which measures wave height, period and direction and Acoustic Doppler Current Profiler (ADCP)(2) which measures ocean current speed and at different layers of the water profile.

Asthesensorsdeliveron-the-spotupdatesinreal-time,thesemeasurements are essentially used to support on-site decision making during operations.

However, continuous data gathering also enables the analysis of shortand long-term trends of weather patterns which aids our understanding on global climate, which is vital in addressing pollution as well as to plan mitigation activities.

WEATHER FORECAST TECHNOLOGY

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As observation is the fundamental core to all metocean-related support, weather forecasts are also prepared, based upon information acquired via metocean observation systems.The data is fed as input to numerical weather prediction models, where local and global forecasts are generated. The weather forecast for up to seven days in advance can be provided with high precision.As these forecasts are vital for the planning of a project,especially during unfavourable weather conditions, good data input is imperative to ensure output data is accurately predicted.There is an old saying that says “garbage in, garbage out”; the forecasts can only be as good as the data received. A Nehemiah Group of Companies www neusynthetics com

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The analysis of a suitable weather window for the installation phase of a project is crucial to support the sensitive work of the lifting process which is limited by the wind, wave and current threshold for the crane and barge operation

Wave rider buoy being prepared for deployment at site

FEATURE

For producing more accurate and reliable forecasts, the recent advancement in weather forecast technology is the use of AI that is trained using deep learning model. The learning process ofAI is akin to that of a human,where a human will reason from past experiences and generalise into knowledge. AI does the same, but with the ability to process information at a higher dimension,by using more input parameters. However, without proper guidance, the learning process can be tainted or done in an inefﬁcient manner.This is why experienced meteorological experts are needed to guide the development of the AI system (3)

MODELLING/SEAFINE HINDCAST

Apart from in situ measured data, metocean data is also typically based on hindcasts, where atmospheric and ocean models are run for a historical period to develop

climate speciﬁcation. SEAFINE (SEAMOS-South Fine Grid Hindcast)(4) is an example of a full-scale hindcast study that covers the South China Sea.The Joint Industry Project (JIP) is initiated by Oceanweather with the participation of various oil & gas players in the industry.This study is currently being used widely for data analysis, coupled and validated with the measured data for improved accuracy and consistency.

SUMMARY

Meteorology and oceanography have a major impact on design and operations in all elements of the offshore industry. The ability to accurately monitor and predict weather, climate and oceanographic conditions can offer great beneﬁts in offshore oil and gas operations.

From a business perspective, it is imperative that users of metocean information in the offshore oil and gas as well as marine renewable industries, are fully aware of the implications that the weather, waves, currents and water levels can have on their operations or design work. Experience has shown that if they are not, things can go wrong, with serious health, safety and economic consequences. Extreme weather at sea has become a stimulus for most oil & gas companies to improve the provision of Metocean data services.

An old seaman’s saying goes:“There is only one way to beat the weather – stay one step ahead of it”.Technology can now provide us with the greatest means to keep one step ahead of the weather.

REFERENCES

[1] BP Statistical Review of World Energy, June 2018.

[2] Teledyne RD Instruments, www.teledyne.com.

[3] Akirakan Marine Technology Sdn. Bhd, weather@akirakan.com

[3] Oceanweather inc., www.oceanweather.com

Author's Biodata

SEAFINE data points that cover the South China Sea

SEAFINE Coarse and Fine Production Grids

Nur Syazana Mohd Shahib joined PETRONAS in 2008 as a Metocean Engineer. With a degree in Physics from Universiti Sains Malaysia (USM), she furthered her studies in Oceanography in University of Southampton, United Kingdom.

FEATURE

THE EVOLUTION OF MARINE COATING TECHNOLOGY

The evolution of the global marine coating market can be attributed to the continuous growth of the shipbuilding and offshore engineering industries in emerging economics. The market is expected to reach US$5.29 billion by 2022.

Nevertheless,increasing environmental regulations and the inconsistent price of the raw materials have proved to be major challenges for the global marine coating market.

TYPES OF MARINE COATING

Three major challenges – ice resistance, corrosion and fouling effects – need to be solved with respect to the cost of raw materials and the environmental regulations. In this matter, anti-corrosion, anti-ice and anti-fouling coatings dominate the industry (Figure 1). The United States and Japan are fulﬁlling 60% of the global needs in marine coating, apart from the contributions of The Netherlands, Norway,Denmark,and Germany.

ANTI-FOULING COATING

Unlike other marine coatings, anti-fouling coating has a unique history in the evolution of the marine coating industry.It has been used since ancient times for ships and vessels,either to prevent fouling or to protect the wood from shipworms.A number of natural materials such as tar,wax or asphalt have been used for this purpose.The history of antifouling coating began with invention of an arsenic trisulﬁde and oil mixture (Figure 2).Due to the severe corrosion of the iron components in ships,lead sheathing was abandoned in the 17th century and copper was introduced for underwater practices of wooden ships.The development of iron ships in the 18th century saw various materials such as canvas, rubber, ebonite, paper, glass, cork, glaze, enamel, tiles and felt being used to prevent anti-fouling (Figure 3).

To prevent corrosion, the isolation technique was introduced between iron and copper layers. Plain brown paper, rubber, felt and cork soaked in tar were also used for Isolation purposes.The invention of wooden sheathing in the 19th century was found to be not only compatible with copper sheathing but also cost effective.The evolution of anti-fouling coating began with an invention of biocidestoxic compounds incorporated with paints in the middle

of the 19th century.This coating system was amalgamated with anti-foulants such as copper oxide, arsenic and mercury oxide. Meanwhile the solvents were mostly turpentine oil, naphtha and benzene. Finally, the binders were linseed oil,shellac varnish and tar.These systems were

Figure 1: Three major wheels of the marine coating system working together to solve ice resistance, corrosion and fouling challenges in shipbuilding and offshore engineering industries

Ir. Assoc. Prof. Dr Ching Yern Chee

Figure 2: The evolution of the revolution of marine coating technology

FEATURE

very expensive and had a short lifespan. The improved versions of these systems were developed in the early 20th century by changing the anti-foulants and solvents or were embedded with other biocide-additives.

In the 21st century, experts headed in other directions, which were environmental regulations, eco-friendly compounds and cost effective materials. Since 2008,

all tributyltin (TBT) and triorgonotin derivatives based anti-fouling coatings on ships and vessels were banned worldwide because of toxicity and the bioaccumulation of tin observed in some marine organisms.

The demand for oil and gas is increasing in tandem with ongoing urbanisation and industrialisation.This,in turn, has fuelled the demand for large cargo vessels in the Asia Paciﬁc region.

The evolution of green technology in the anti-fouling coating market has also continuously increased and is projected to reach US$5.29 billion by 2022 (Figure 4). The new era of the marine coating starts with respect to biocide-released (Figure 5) and non-biocide released base anti-fouling coating approaches.

Source:Scienceofthetotalenvironment Vol., 650, Part 2, 2499, 2019

ANTI-CORROSION COATING

The Asia Paciﬁc region is expected to lead the marine coating market, owing to increased shipbuilding activities in emerging economies such as China, India and South Korea. A ship is composed of 90% steel. It is estimated that approximately 25% of the world’s steel production is destroyed by corrosion,in other words,5 tons per second.

Anti-corrosion coating is a highly expected marine coating segment as this enhances the quality of structures or surface.The coating isolates the surface from aggressive corrosive agents including acids, salts and moisture. Among the resins available, epoxy resin is widely used for coating purposes, not only in the shipbuilding industries but also in offshore engineering due to its anti-corrosive and mechanical properties.

Figure 3: View of fouling effect under vessel

Source: pixabay.com/CCO

Figure 6: Emphasis on oxide maintenance being required for successful operation of coatings

Figure 4: The factors affecting the antifouling marine coating market at 21st century GLOBLE ANTIFOULING MARKET

Figure 5: The biocide-released based anti-fouling coating and fouling release mechanism

FEATURE

Epoxy marine coating can prevent corrosion in parts of ships that are continuously exposed to ultraviolet (UV) rays and seawater. The major challenge is that the industry is aiming for zero defects and zero failures but 85% of coatings fail within the ﬁrst three years of service.

ANTI-ICE COATING

Anti-ice or ice resistant coating was developed to solve challenges such as operating in ice,abrasion resistant and friction resistant. On the other hand, the ice-class market estimates that the Arctic region has 22% of the world’s available oil and gas.

The focused areas of this region – such as Baltic, Northern Russia and Sakhalin Island – are estimated to hold approximately 90 billion barrels of oil and 1,500 trillion cubic feet of natural gas. Therefore, the development of anti-ice marine coating is expected to solve the challenges.

Operating on Ice:The ice-class market faces challenges including:

• Extreme low temperatures.

• Ice adhesion to the outside shell.

• Severe abrasion.

Abrasion: Ice can easily damage and detach coatings.

• Corrosion cells will form rapidly to attack unprotected steel.

• Increased O2 solubility in cold water.

Ice adhesion:

• Adds weight and impedes stability.

• Unsafe environment.

REMARKS

• Anti-fouling coatings are dominated by the global marine market. This is due to the increase in ship repairs and maintenance activities, consumption of commercial vessels, passenger ships, yachts and cargo as well as a growing demand from the oil & gas industry.

• The global marine coatings market is segmented into North America,Europe,South America,Asia-Paciﬁc and Middle-East. China accounts for the largest share of marine coatings in the Asia-Paciﬁc region.

• The technological advances, lower costs and artistry levels of the marine coating industry will dominate the global marine coating market.

Author's Biodata

Ir. Assoc. Prof. Dr Ching Yern Chee has over 18 years’ experience in Materials Engineering and Polymer Technology in both industry and academia. She has published over 78 research articles in various ISI/WoSand Scopus-listed publications.

Figure 7: Highly effective anti-corrosion epoxy spray coatings with selfassembled clay in smectic order

Figure 8: An ice-class cargo ship in the Arctic region

Figure 9: Ice-adhesion phenomena on the way of ice-class market

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TANJUNG TUALANG TIN DREDGE

Ir. Dr Oh Seong Por

Tanjung Tualang Tin Dredge, also known as TT5, is located at Batu 5, Jalan Tanjung Tualang, Batu Gajah, Perak.The ﬂoating tin mine and factory was made in England in 1938 by F.W Paynes & Son for Southern Malayan Tin Dredging Ltd.

It weighed 4,500 tons and was supported by a pontoon measuring 75m long, 35m wide and 3.1m deep. The original coal-ﬁred steam engine was, in 1963, replaced by an electric engine with an output of 2,247 hp and

dredging capacity of 358,000 cubic metres.

After operating for 44 years,TT5 was decommissioned in 1982 due to high operating costs and the falling price of tin. The front part of TT5 comprises 115 buckets, each weighing 2 tons.These were used to scoop up soil and an oscillating drum extracted the tin ore.The waste material was discharged at the rear via chutes. In 2015, the Perak government took over and restored TT5, dedicating it to the tin mining heritage of Perak.

INSIGHT INTO ELECTRICAL SYSTEM ON BOARD A SHIP

MARINE ENGINEERING & NAVAL

ARCHITECTURE TECHNICAL DIVISION & ELECTRICAL ENGINEERING TECHNICAL DIVISION

reported by

On 20 December, 2018, the IEM Marine Engineering & Naval Architecture Technical Division (MNATD) and Electrical Engineering Technical Division (EETD) jointly organised a technical visit to Boustead Naval Shipyard (BNS) in Lumut.

The focus was on the electrical system on board a ship. The group of 13 participants left Bangunan Ingenieur, IEM, for Lumut at 9 a.m. Upon arrival at 12.15 p.m., they were treated to lunch hosted by BNS. At 2.00 p.m., there was a safety brieﬁng,followed by a brief lecture by Ir.Lau from BNS, on the electrical installation system on a Royal Malaysia Navy Littoral Combat Ship.The characteristics of a typical electrical installation are as follows:

1. 3 phase,440 V,60 Hz

2. 3 phase,230 V,60 Hz

3. 1 phase,230 V,60 Hz

4. 3 phase,115 V,60 Hz

5. 24 VDC

3 phase, 440 V, 60 Hz is meant to power huge loads such as submersible pumps whereas 1 phase 230 V is typically meant for smaller loads such as internal lighting and pantry area. The design concept of electrical installation on ships is as follows:

1. The ﬁrst step is estimating the total power requirement and this is usually estimated based on a sister ship of similar performance requirement.

2. The second step is to come up with the 3-stage conceptual design on main power requirement which typically should cover power requirement for plain sailing on hotel facilities, safety of life at sea (SOLAS), navigation, communication, manoeuvrability, defence station (powering up to be ready to combat) and action station (actual ﬁring for combatting).All of these should take up about 85% of the total load demand.

3. Finally, the requirement for emergency power supply should be at least sufﬁcient for the ship to safely return to the harbour.

This Littoral Combat Ship (LCS) is powered by 4 diesel generators rated at 790kW and 1800 rpm. On the other hand, the emergency diesel generator is rated at 323 kW and 450 V. Another consideration is the cables arrangement. Factors such as height and width of cable tray,vertical and horizontal displacement are crucial.

After the lecture, the participants visited the naval shipyard.The ﬁrst stop was at the ship assembly area where they were briefed on the parts and construction processes of the LCS. The participants were also shown around the facilities and complexes within the shipyard compound. The ﬁnal stop was at the weaponry room where participants were shown the controls of a ship gun.The visit concluded with an exchange of tokens between IEM and BNS.

Group photo of the participants

Rear Admiral Dato’ Pahlawan Ir. Hj. Jasan Ahpandi bin Sulaiman (Rtd)

Dr Siow Chun Lim

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ENGINEER'S ADVENTURES

SAILING BETWEEN TWO CONTINENTS

Ir. Dr David Chuah Joon Huang

Ir. Dr David Chuah Joon Huang serves in the IEM as a Council Member (ICT and Multimedia Representative) and also the Principal Journal Editor. He currently lectures at the Department of Electrical Engineering, University of Malaya and is Head of VIP Research Group.

My 12-year-old son says he’s like the magniﬁcent country of Turkey, which has a smaller part of its land in Europe (West) and the bigger part in Asia (East).He had spent a few years of his early childhood education in Europe and more years later in Asia. He occasionally feels as if he is standing between the two continents, metaphorically. His two siblings, however, had never lived in Europe, so to let them experience that same feeling, I brought my family on a trip to Turkey and to sail along the Bosphorus Strait,between the two continents.

Jetlag kicked in brutally on our arrival in Istanbul. But knowing that we were going sailing, my 3 young children woke up on time and quickly ate their breakfast, washed down with Aryan,a refreshingTurkish yoghurt drink.

The weather was fantastic as we walked to Besiktas Pier which was 10 minutes from our hotel and we boarded a ferry operated by Sehir Hatlari, for the 6-hour voyage. It cost us 25TL (equivalent to RM20) per adult for a 2-way ticket.Two of mychildrenwereunder6yearsofageandsocouldsailforfree.

The ferry started its way across the continents.Awed by the historical charm of the Strait,we literally lost track at times as to which continent we were on. Sailing past Ortokoy Mosque, we were completely hynotised by the baroque architecture. Built in the 19th century, it was formerly the Grand Imperial Mosque under Sultan Abdulmecid, ruler of Ottoman Empire.

Before we could see enough of Ortokoy Mosque, the BosphorusBridgecaughtourattention.Extendingacrossthe Bosphorus Strait, this six-lane bridge, 1,560m long, is one of three suspension bridges which connect Europe and Asia. It is the ﬁrst bridge built across the strait and some 200,000 vehicles pass through it daily.

While enjoying the gentle breeze, we found ourselves at Rumeli Hisari or Rumeli Fortress, on the left side of the Strait. This medieval fortress is a hidden gem. Directly across the Strait is a sister fortress called Anadolu Hisari, one of the oldest standing Turkish structures.These two fortresses assisted the then 21-year-old Ottoman Sultan Mehmed II, fondly known as Mehmed the Conqueror,to occupy Constantinople (Istanbul),bringing a tragic end to the Byzantine Empire in 1453.This is commonly referred asThe Fall of Constaninople.

Then we saw the second bridge on our cruise. The eight-lane Second Bosphorus Bridge or Fatih Sultan Mehmet Bridge, was the 5th longest suspension bridge in the world when it was completed in 1988. Linking Hisarustu (Europe) and Kavicik (Asia),it is one of Istanbul’s best skyline constructions, with a height of 105m and a total length of 1,510m.

At Anadolu Kavagi, we could immediately smell the wonderful aroma from the seafood restaurants there. This small historical ﬁshing village has only 2,000 inhabitants. Interestingly, this is said to be the point where Bosphorus meets the Black Sea. We took a 20-minute stroll to Yoros Castle (Yoros Kalesi) ruins. Located on a hill, this Byzantine castle offers a panoramic view of the Bosphorus Strait.

We had lunch at one of the seafood restaurants and the owner offered us complimentary Turkish tea which I could not resist.The mussels and calamari left us wanting more.

After lunch, we went to the town where the shops sold souvenirs at prices lower than that in Istanbul.After buying some clothing and purses, we rushed back to the pier to catch the ferry which then sailed south to a busier part of Istanbul.I could feel the urge to further immerse myself in the historical and cultural legacy of this beautiful city that had been able to withstand the test of time.

AstheferryapproachedKarakoy,wefellunderthecharm of GalataTower.Finally,we docked at Eminonu,the ﬁnal stop, where we disembarked and continued our discovery of old Istanbul.

Sailing along Bosphorus Strait with a spectacular view of Black Sea in the horizon

Admiring the grandeur of Fatih Sultan Mehmet Bridge while sailing past

Kepada Semua Ahli,

TEMUDUGA PROFESSIONAL

Tarikh: 9 Januari 2019

SENARAI CALON-CALON YANG LAYAK MENDUDUKI TEMUDUGA PROFESIONAL TAHUN2018

Berikut adalah senarai calon yang layak untuk menduduki Temuduga Profesional bagi tahun 2018.

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 2018.

SekiranyaterdapatAhliKorporatyangmempunyaibantahanterhadap 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. Mohd Khir bin Muhammad FIEM, PEng Setiausaha Kehormat, IEM (Sessi 2018/2019)

PERMOHONAN BARU

NamaKelayakan

KEJURUTERAAN AWAM

ALDRICH CHAN TSE KEENBE HONS (SWINBURNE) (CIVIL, 2011)

DAVE SINTIBE HONS (UTM) (CIVIL, 2013)

HASMADI BIN HAMIDBE HONS (UTM) (CIVIL, 2003)

IBRAHIM BIN ESABE HONS (UTM) (CIVIL, 1991)

NURULAIN HANINA BINTI MOHAMAD FODZI BE HONS (UTM) (CIVIL, 2008)

SIA KIE DINGBE HONS (SOUTH AUSTRALIA) (CIVIL & WATER, 2000) ME (ADELAIDE) (CIVIL & ENVIRONMENTAL, 2008)

SUFIYAN SAFWAN BIN ABDUL HAMIDBE HONS (UTHM) (CIVIL, 2010)

WAN FADLI BIN WAN MOHAMADBE HONS (UiTM) (CIVIL, 2001)

WAN RIZANA BINTI WAN MUHAMMADBE HONS (UTM) (CIVIL, 2006)

KEJURUTERAAN ELEKTRONIK

MOHD ZAIDI BIN NORDINBE HONS (UiTM) (ELECTRICAL, 2006)

KEJURUTERAAN GEOTEKNIK

GOH KOK BINGBE HONS (MALAYA) (CIVIL, 2008)

PERPINDAHAN AHLI

No. Ahli NamaKelayakan

KEJURUTERAAN AWAM

99359ASMA FARAH BT ISMAILBE HONS (UTP) (CIVIL, 2009)

41315AZRIZAN BIN MOHAMEDBE HONS (UiTM) (CIVIL, 2008)

50961 CHONG TECK NAN BE HONS (USM) (CIVIL, 2014)

94337JURY @ JERRY GUNGATBE HONS (UKM) (CIVIL & ENVIRONMENTAL, 1998)

76195 LAU ZI THIAM BE HONS (UMP) (CIVIL, 2014)

66827 LEONG CHORNG YI BE HONS (UTAR) (CIVIL, 2010) MSc (LONDON SOUTH BANK) (CIVIL, 2011)

48896LOH WEI LUNBE HONS (UMS) (CIVIL, 2010)

76836MOHD ZULKHALID BIN AFANDIBE HONS (MALAYA) (CIVIL, 2013)

72499NICKY WAI-LUN NGBE HONS (UKM) (CIVIL & STRUCTURAL, 2014)

37368NOR AZIZAH BINTI MOHAMMED RUM BE HONS (UTHM) (CIVIL, 2010)

45549OOI ZI XUNBE HONS (USM) (CIVIL, 2014)

96876RIDZWAN BIN ZAKARIAH BE HONS (UTM) (CIVIL, 2015) ME (UTHM) (CIVIL, 2018)

23350SITI SAIMAH BINTI ABDUL RAHMAN BE HONS (UiTM) (CIVIL, 2006) ME (UTM) (CIVIL-GEOTECHNICS, 2015)

38863YAP WERN YIAN, MICHAELME HONS (IMPERIAL COLLEGE LONDON) (CIVIL, 2009)

26818YAW SIEW KINBE HONS (UPM) (CIVIL, 2004)

93701ZURHIJJAS BIN RABIEEBE HONS (UNIMAS) (CIVIL, 2011)

KEJURUTERAAN ELEKTRIKAL

87049NAZMI BIN ZULKIFLI BE HONS (MALAYA) (ELECTRICAL, 2010) ME (MALAYA) (POWER SYSTEM, 2013)

KEJURUTERAAN ELEKTRONIK

60032MUHAMMAD SYAHIR BIN BADRUDDIN BE HONS (UPNM) (ELECTRICAL & ELECTRONIC (COMMUNICATION), 2012)

KEJURUTERAAN MEKANIKAL

43438CHU SOON HONBE HONS (MALAYA) (MECHANICAL, 2010)

KEJURUTERAAN STRUKTUR

50961 CHONG TECK NAN BE HONS (USM) (CIVIL, 2014)

PERMOHONAN BARU / PERPINDAHAN MENJADI AHLI KORPORAT

NamaKelayakan

KEJURUTERAAN KIMIA

28697LOH KWONG FEIBE HONS (UPM) (CHEMICAL, 2009)

KEJURUTERAAN ELEKTRIKAL

62002NAZARUDIN BIN NASSIRIBE HONS (UTM) (ELECTRICAL, 2010)

KEJURUTERAAN MEKANIKAL

13171JOHAN BIN ABDUL JALILBE (NEW SOUTH WALES) (MECHANICAL, 1989)

1 - Day Short Course on “Rainfallinduced Slope Failures: Analyses, Monitoring and Preventive Measures”

Date:5 March 2019 (Tuesday)

Time:8.30 a.m. to 6.00 p.m.

Venue:Four Points Hotel, Puchong

Approved CPD:7.5

Speakers:Professor Harianto Rahardjo

MARCH 2019 MARCH 2019

2 - Day Course on “Advanced Project Estimation and Cost Control”

Date:5 – 6 March 2019 (Tuesday - Wednesday)

Time:9.00 a.m. to 5.00 p.m.

Venue:Wisma IEM

Approved CPD :14.5

Speakers:Mr. Robert Gan

Half Day Course on “Design, Selection And Improving Efficiency Of Precision Cooling System For New And Existing Data Centre”

Date:13 March 2019 (Wednesday)

Time:9.00 a.m. to 1.00 p.m.

Venue:Wisma IEM

Approved CPD :4

Speakers:Ir. Eric Chang

KEAHLIAN

CONTINUATION LIST FROM JANUARY JURUTERA 2019 ISSUE

PERMOHONAN

MENJADI AHLI SISWAZAH No. Ahli NamaKelayakan

KEJURUTERAAN AERONAUTIKAL

101063ZAMARA BIN MUSTAPHA B.E.HONS.(UNI. OF LONDON) (AERONAUTICAL, 1989) M.Sc.(LELAND STANFORD JUNIOR UNI.)(1991)

KEJURUTERAAN ALAM SEKITAR

100676TEO PING JIE B.E.(WESTERN AUSTRALIA) (ENVIRONMENTAL, 2012)

KEJURUTERAAN ARKITEK

100676TEO PING JIE B.E.(WESTERN AUSTRALIA) (ENVIRONMENTAL, 2012)

KEJURUTERAAN AWAM

100899LO VUI KIONG, ALAN B.E.(QUT)(CIVIL, 2015)

101041MUHAMMAD ASYRAF BIN ROSLI

B.E.(UNI. OF NEWCASTLE) (CIVIL, 2014)

100828 YAP JUNE YONG B.E.HONS.(CURTIN UNI.)(CIVIL & CONSTRUCTION, 2017)

100673WAI KHAI LOONB.E.HONS.(CURTIN UNIVERSITY)(CIVIL & CONSTRUCTION, 2017)

100680HO KAE LUENB.E.HONS.(INTI INT. UNI.) (CIVIL, 2017)

101027TEO JUN KANGB.E.HONS.(IUKL)(CIVIL, 2017)

101031CHUA KIONG HING B.E.HONS.(KLIUC)(CIVIL, 2010)

101054SOON KIM HIOHB.E.HONS.(KLIUC)(CIVIL, 2011)

101020ASRIZAL BIN JASNI B.E.HONS.(MALAYA)(CIVIL, 2008)

99526 SU YEE LOONG B.E.HONS.(MALAYA)(CIVIL, 2012)

100682NAZMIR BIN ZULBADLI B.E.HONS.(MALAYA)(CIVIL, 2013)

100683MUHAMMAD SYAMIL BIN DZULFIDA B.E.HONS.(MALAYA)(CIVIL, 2014)

100716OI SIOK ZHENB.E.HONS.(MALAYA)(CIVIL, 2017)

101035CHEAH UI KEEB.E.HONS.(RMIT)(CIVIL & INFRASTRUCTURE, 2013)

100896 WAN AMIR HISYAM WAN ZAKARIAH

B.E.HONS.(RMIT)(CIVIL & INFRASTRUCTURE, 2013) M.Sc.(ICL)(SOIL MECHANICS, 2016)

100798LING DAOQIB.E.HONS.(RMIT)(CIVIL, 2013)

101053LIU SIE CHING, AMELIA

100894MELDA EPPAH ANAK MESA

B.E.HONS.(SWINBURNE UNI. OF TECH.)(CIVIL, 2011)

B.E.HONS.(SWINBURNE UNI. OF TECH.)(CIVIL, 2017)

100805 CHIN YIT YUNG B.E.HONS.(SWINBURNE UNI. OF TECH.)(CIVIL, 2017)

100781CHONG KET PING

100685MOHAMAD RAZMI BIN A. RAHMAN

99519AZRUL BIN ZULWALI KIFLI

100797 NOOR AZIZAH BINTI KADAR BAWA

100809FAZILA BINTI MD IDRIS

101023ZGYMERRO NOER LITAK

100718 NUR ANISA ATHIRAH BINTI ROSLI

101038 NUR AZRIEN BINTI ABDUL AZIZ

B.E.HONS.(THE UNI. OF QUEENSLAND)(CIVIL, 2011)

B.E.HONS.(UiTM)(CIVIL, 2009)

B.E.HONS.(UiTM)(CIVIL, 2009) M.E.(UNIMAS)(CIVIL, 2012)

B.E.HONS.(UiTM)(CIVIL, 2011)

B.E.HONS.(UiTM)(CIVIL, 2012)

B.E.HONS.(UiTM)(CIVIL, 2013)

B.E.HONS.(UiTM)(CIVIL, 2017)

B.E.HONS.(UiTM)(CIVILINFRASTRUCTURE, 2017)

101036CHUAH RUN ENB.E.HONS.(UKM)(CIVIL & ENVIRONMENTAL, 2015)

100882MOHD NAZRI BIN NGAH

100878AMALL RAIHAN BINTI ABDUL RAZAK

101017LIM JIA JUN, OWEN

101022 YAPP WEI TING, WESLEY

B.E.HONS.(UNI. OF BRISTOL)(CIVIL, 2014)

M.E.(UNI. OF MELBOURNE) (STRUCTURAL, 2016)

101052LIM WEE MINGB.E.HONS.(UNI. OF LEEDS)(CIVIL & ENVIRONMENTAL, 2016)

M.Sc.(UNI. OF LEEDS) (ENVIRONMENTAL & PROJECT MANAGEMENT, 2017)

101050MA CHI HANGB.E.HONS.(UNI. OF SOUTHAMPTON)(CIVIL, 2010)

100826 KOAY JYE YUEH

100790YONG LEONG KONG

100829CHAN KHIN THUNG

100670AHMAD NAJMUDDIN BIN ABDUL HAMID

100669AUNI MAHSURI BINTI ZABUDIN

101064LIM CHUI MUN, MICHELLE

99521MOHAMMAD FAKHRI BIN AZIZ

100929ANG CHUNG CHERN

100928 AU YOUNG WENG LONG

M.Sc.(UNI. OF SOUTHAMPTON)(CIVIL, 2012)

B.E.HONS.(UniMAP)(CIVIL, 2017)

B.E.HONS.(UNIMAS)(CIVIL, 2012)

B.E.HONS.(UNITEN)(CIVIL, 2003)

B.E.HONS.(UNITEN)(CIVIL, 2015)

B.E.HONS.(UNITEN)(CIVIL, 2017)

B.E.HONS.(UTAR SG LONG) (CIVIL, 2018)

100918LIAN WEI KANGB.E.HONS.(UTAR SG LONG) (CIVIL, 2018)

100915LIM JACK HOONG

100908 TAN WEI YEE

B.E.HONS.(UTAR SG LONG) (CIVIL, 2018)

100904WILLIP LIMB.E.HONS.(UTAR SG LONG) (CIVIL, 2018)

100901YONG VUI FAH, NELSON

100820CHEN WEI HANG

100817 LOW ZE YANN

100808MOHD KHAIRUL NAJMI BIN MOHD KAMARUDIN

101059NOOR BAYZURA BINTI MOHD KASHIM

100810HAYTHEM MOHSEN MOHAMMED

100695MOHD IDRUS BIN DIN

100715 WONG TSUEY FEN

100687NUR MOHD FAIRUS BIN ABDULLAH

100780WAN MOKHTAR BIN WAN ISMAIL

100666DR. NORHIDAYAH ABDUL HASSAN

100895UMMI KALTHUM BINTI ISMAIL

100679IZAM ZAIRIE BIN ISHAK

100782NUR IZZATI BINTI ABDUL AZIZ

B.E.HONS.(UTAR SG LONG) (CIVIL, 2018)

B.E.HONS.(UTAR)(CIVIL, 2011)

B.E.HONS.(UTAR)(CIVIL, 2018)

B.E.HONS.(UTHM)(CIVIL, 2006)

B.E.HONS.(UTHM)(CIVIL, 2011)

B.E.HONS.(UTM)(CIVIL, 2013)

B.E.HONS.(UTM)(CIVIL, 1987)

B.E.HONS.(UTM)(CIVIL, 1998)

B.E.HONS.(UTM)(CIVIL, 2001)

B.E.HONS.(UTM)(CIVIL, 2003)

B.E.HONS.(UTM)(CIVIL, 2005)

M.E.(UTM)(CIVILTRANSPORTATION & HIGHWAY, 2007)

PhD.(NOTTINGHAM)(2013)

B.E.HONS.(UTM)(CIVIL, 2010)

B.E.HONS.(UTM)(CIVIL, 2011)

M.Sc.(MALAYA)(PROJECT MANAGEMENT, 2017)

101060TAN BOON KAIB.E.HONS.(UTM)(CIVIL, 2012)

99525LAU HUI HIE

100804HAMID MANSOOR ALI BADY

B.E.HONS.(UKM)(CIVIL & STRUCTURAL, 2006)

B.E.HONS.(UKM)(CIVIL & STRUCTURAL, 2008) M.E.(UTM)(CONSTRUCTION MANAGEMENT, 2018)

B.E.HONS.(UMP)(CIVIL, 2015)

100871AZROL EFFENDI BIN MOHAMAD

100803PERWIRA BIN KHUSAIRI RAHMAN

101033UMMU NAJWA BINTI LADZIM

100885 MAS ELINA BINTI CHE JAMIL

B.E.HONS.(UTM)(CIVIL, 2016)

B.E.HONS.(UTM)(CIVIL, 2017)

B.E.HONS.(UTP)(CIVIL, 2008)

100788WONG CHOON HWA B.E.HONS.(UTP)(CIVIL, 2017)

100822 NURULAFIQAH BINTI MOHAMAD ARBA'I B.E.HONS.(UTP)(CIVIL, 2017)

100668TEO SZE MENGB.Sc.(SOUTH DAKOTA STATE UNI.)(CIVIL, 1999)

100784ABDUL RAZAK BIN ABDUL LATIP B.Sc.(THE UNI. OF ALABAMA) (CIVIL, 1987)

100721TEOH SHENG LIM.E.(THE UNI. OF MELBOURNE)(CIVIL, 2017)

101049NG ZHAO LUNM.E.HONS.(THE UNI. OF NOTTINGHAM)(CIVIL, 2018)

100870 SAW YONG XIANG M.E.HONS.(THE UNIVERSITY OF SHEFFIELD)(CIVIL, 2015)

KEJURUTERAAN BAHAN

101058YAP HUI CHEK B.E.HONS.(USM)(MATERIALS, 2009)

KEJURUTERAAN BIO-MEDICAL

101032 LEE CHING YEE B.E.HONS.(UTAR)(BIOMEDICAL, 2015)

KEJURUTERAAN ELEKTRIKAL

100815DR. SATHIABAMA T. THIRUGNANA B.E.(NAGAOKA UNI. OF TECH.)(ELECTRICAL & ELECTRONIC SYSTEMS, 2000) M.E.(NAGAOKA UNI. OF TECH.)( ELECTRONIC, 2002) PhD.(WASEDA UNI.)(2015)

100697 MOHD TARMIZI BIN SALIM B.E.(UMP)(ELECTRICALPOWER SYSTEMS, 2009)

100723 LEOW HAN YOU B.E.HONS.(CURTIN UNI. OF TECH.)(ELECTRICAL POWER, 2016)

100665LEE CHEE LEONG B.E.HONS.(LIVERPOOL JOHN MOORES UNI.) (MICROELECTRONICS, 2007) M.E.(UTAR)(ELECTRICAL, 2017)

100827NURUL SHUHADA BINTI PAUZAI

B.E.HONS.(MALAYA) (ELECTRICAL, 2014)

100663SAN WEI JIANB.E.HONS.(MALAYA) (ELECTRICAL, 2017)

100792WONG JIN WEI, DANIEL B.E.HONS.(SWINBURNE UNI. OF TECH.)(ELECTRICAL & ELECTRONIC, 2016)

100872 WONG SZE YEE, HANNAH B.E.HONS.(SWINBURNE UNI. OF TECH.)(ELECTRICAL & ELECTRONIC, 2016)

100877DR. NURFADZILAH BINTI AHMAD

100821MOHD FADZLI BIN MOHD NOOR

100791MUHAMMAD HAFIZ BIN ISMAIL

100698MUHAMMAD ASYRAFF BIN SURTAN ADAM

100720GOH CHONG HEEN

100795KUMARHESHAN VELLIAN

B.E.HONS.(UiTM) (ELECTRICAL, 2010) PhD.(UiTM)(ELECTRICAL, 2015)

B.E.HONS.(UiTM) (ELECTRICAL, 2013)

B.E.HONS.(UiTM) (ELECTRICAL, 2016)

B.E.HONS.(UiTM) (ELECTRICAL, 2017)

B.E.HONS.(UKM)(ELECTRICAL & ELECTRONIC, 2012)

B.E.HONS.(UMS)(ELECTRICAL & ELECTRONICS, 2008)

B.E.HONS.(UTM)(CIVIL, 2012)

M.E.(UTM)(CIVIL-STRUCTURE, 2013)

B.E.HONS.(UTM)(CIVIL, 2013)

101045MOHD HAFIS BIN AHMAD

100879DAING MOHD HAFIZI BIN KHAIRI

100660 EDRI AZLAN BIN MOHD AZNAN

B.E.HONS.(UTM)(CIVIL, 2014) MPM.(UTM)(PROJECT MANAGEMENT, 2017)

B.E.HONS.(UTM)(CIVIL, 2015)

101044LIONEL JOSLINB.E.HONS.(UMS)(ELECTRICAL & ELECTRONICS, 2009)

100696MUHAMMAD IZZAT LUQMAN BIN SHAHDAN

101055INTAN FAZLINA BINTI YAHAYA

100900MOHAMAD ZULFADLI BIN ABDOL HALIM

100876MOHAMMAD FARHAN BIN HALIM

B.E.HONS.(UNI. OF WOLLONGONG)(ELECTRICAL, 2016)

B.E.HONS.(UniMAP) (ELECTRICAL SYSTEM, 2009)

B.E.HONS.(UniMAP) (ELECTRICAL SYSTEMS, 2012)

B.E.HONS.(UniMAP) (ELECTRICAL SYSTEMS, 2013)

101002RAM SURENDRA PRAKESH

B.E.HONS.(UNITEN) (ELECTRICAL & ELECTRONICS, 2009) MEM.(UPM)(ENGINEERING, 2011)

100887MOHAMAD

SHAHID BIN

SUHAIMI

100785ASHWINIKA KUMARAN

100819MOHAMMAD NURZAKWAN BIN NORAYEEN

99530MUHAMAD KHAIRI BIN MOHD KHALID

101025 SAKTHIVELA/L GANESON

B.E.HONS.(UNITEN) (ELECTRICAL & ELECTRONICS, 2016)

B.E.HONS.(UNITEN) (ELECTRICAL & ELECTRONICS, 2017)

B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2011)

B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2012)

B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2015)

101056MADHU SUTHARN RAJENTHRAN B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2016)

100867ADAM BIN

ZAINUDIN SABAI

B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2017)

100813 DASHENI A/P PALANYCHAMY B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2017)

100806 TAMARAI A/P B GANADARAN B.E.HONS.(UNITEN) (ELECTRICAL POWER, 2017)

99533LEE CHEAN YONG

101019RIDZWAN HAFIDZ BIN HAYAZI

99527MOHD FIKERI BIN RASIDI

B.E.HONS.(UPM)(ELECTRICAL & ELECTRONICS, 2017)

B.E.HONS.(UPNM) (ELECTRICAL & ELECTRONICPOWER, 2012)

B.E.HONS.(USM)(ELECTRICAL, 2012)

100923JONG SHENG KEE, ANTHONY B.E.HONS.(UTAR SG LONG)(ELECTRICAL & ELECTRONICS, 2018)

100917LIM CHIA CHUNB.E.HONS.(UTAR SG LONG)(ELECTRICAL & ELECTRONICS, 2018)

99534MOHAMMAD AFIF BIN SHARANI

B.E.HONS.(UTeM) (ELECTRICAL-INDUSTRIAL POWER, 2013)

99524NOORHISHAM BIN MOHD NOR B.E.HONS.(UTeM) (ELECTRICAL-POWER ELECTRONIC & DRIVE, 2007)

100787ABDUL HADI BIN AMRAN

B.E.HONS.(UTHM) (ELECTRICAL, 2011)

100667 SOW SEE YEAN B.E.HONS.(UTHM) (ELECTRICAL, 2013)

100688MUHAMMAD ASYRAF AFIQ BIN AZMI

101001AZAZUDIN BIN OMAR

100692MUHAMMAD HAFIZ BIN TOOHA

B.E.HONS.(UTHM) (ELECTRICAL, 2015)

B.E.HONS.(UTM)(ELECTRICAL, 2003)

B.E.HONS.(UTM)(ELECTRICAL, 2014)

Note: Continuation of the Transfer Graduate, Graduate, Incorporated, Affiliate and Associate would be published in March 2019. 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-124

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.iem. org.my atau menghubungi secretariat di +603-7968 4001/5518 untuk maklumat

lanjut. Senarai penyumbang untuk bulan November 2018 adalah seperti jadual di sebelah:

NO. NO. AHLI NAMA

124382 IR. MOHAMAD YUSRI BIN MOHAMAD YACOB

204812 IR. ARIFFIN LEE BIN ABDULLAH @ LEE KIM SENG, FRANCIS

325758MR. WONG KING HONG

415178IR. LEE YIN HOE

521740IR. CHUNG CHOW PIN

694704MR. RINGO LIM

715831MR. TAN KAI BOON

815810IR. PANG KENG LEE

996026 MR. MUHAMMAD MU'AZ BIN AMRAN

1086300MR. SIP MING FEI 11 38728IR. AU MAAN WAH

1226932SDR. SHAFULRIZAL BIN ZAINOL

1314484MR. KHAIRUDIN BIN AHMAD

1425259MR. NG SENG YEW

1516258IR. LIEW AUN LEONG, DAVID

1611047IR. GOH KAE WAN

1711423 IR. HARBHAJAN SINGH S/O UTTAM SINGH

1822350IR. R. TIAHGU A/L RAMAN

1999379 SDR. MUHAMAD AMIRUL IZZAT BIN BANIAMIN

2033778 MR. CHUA KOK LIANG @ HENRY CHUA

2152447MR. LENSUS ANAK MET

2224450 MR. YOONG WOEI YEH

2313505SDR. CHUA BOON HWEE

2424205 MR. CHONG YIN SHIK, BERNARD

2522410 EN. AZALI BIN ARDY @ AZALI AH SIONG

2646865MR. GOH SU KIN

2720197MS. HANI ZAIDA BINTI ISMAIL

2874322 MR. ABHIRAM PRATIBHAYANAND GOPINATH

2907334SENATOR DATO' IR. HIANG A LI

3008989IR. WONG KAI CHEONG

3136835 MR. WAN MOHD FAUZI BIN WAN SULAIMAN

3240025 MR. ZAINALABIDIN BIN ABDUL HAMID

3324170 IR. MOHD SALLEH BIN NGAH MAT DRUS

3466769MR. WILLIAM WERA LUKAM

3527491MR. LIEW GUAN DUT

3626936MR. LAU YING LEE

3716805MS. NORAZLINA BT ABDULLAH

3816194IR. TAY KU WAH

3913420IR. TEONG CHOO CHEING

4029059MR. SOPHIAN BIN RAIS

4103016IR. ANG LEE HUAT

4245867 IR. LEE FEI HAN @ LEE KOT CHUEN, LENIOR 4323694 IR. AUGUSTINE MARIA AROKIASAMY

4457548 MS. NURULAZWANI

4611588IR. POOK FONG FEE

4764630MS. EDWINA BINTI HAMZAH

4833876IR. DR KENNETH A/L SUNDARAJ

4954115MR. RAZALI BIN DAMAN

5025634MR. DAVID ROBERT PARKS

5105692MR. YAP HENG CHUAN

5296930EN. FAIZAL BIN MAHAMUD

5307277 MR. MOHD. RAHIM BIN KAWANGIT

5426497MR. CHEW OOI TECK

5587693 MR. V SARAVANA KUMAR A/L VEERIAH

5614439IR. ZURAIDAH BTE IDRIS

5716926 IR. TENG YIEN CHEN

5807231MR. SAM MAN KEONG

5919275IR. YAH KEM CHUI

6017352IR. NG CHNG BOON

6145812 IR. AMIR HASDI BIN FAUZI @ MAT RAWI

6243083MR. LING SIE ONG

6307943 DATO' IR. MUHAMMAD BUSHRO BIN MAT JOHOR

6410084IR. HJ. TAIB BIN ABU BAKAR

6508955IR. TAN GEEM ENG

66100981 MR. MOHD FIRDAUS BIN BASIRON

6775371IR. HASRIN BIN HASHIM

6817608 IR. MOHD ZAHIDI BIN MOHD YAZID

6934338 MS. FARIDAARYANI BINTI KAMARUDIN

7018015MR. MOHD. TAJUDIN BIN REJAB

7171674MS. NORIAH BINTI YUSOFF

7251553 MR. ABDUL MUID BIN MOHD SALEH

7392139MR. NGUI WEI LIANG

7421223MS. SOO WAI YEE

7515346IR. RAMAYAA/L RAMAN

7678454 DR. ZAINORIZUAN BIN MOHD JAINI

7715414 MR. KAMARULZAMAN BIN ABU HASSAN

7879571MR. NORIZAN BIN MOHAMAD

7964855IR. SHAHARIN BIN HAMID

8025271MR. TAN SOON LIANG

8179284 MR. MUSTAFFA BIN MOHAMMED

8214432MR. ZULKIFLY BIN YUSOF

8323881IR. LEE SHING SHYANG

8410928 DATIN IR. NOR ASIAH BT. OTHMAN

8515357IR. HOO CHEE SIAN

8622659MR. HABIL BIN MD. NOOR

8703902 IR. AB. MAJID BIN AZIZ

8836364MS. HARTINI BINTI ALI

8906397IR. NG KOK HWA

9020372MR. LAI YEE KEIN

9124542 MR. V. PARANJOTI A/L VEERAPPAN

URUTERJ A

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