marine frontier @ unikl - mimet

MARINE FRONTIER @ UniKL

MIMET TECHNICAL BULLETIN

VOLUME 7 EDITION 1 2016

MIMET TECHNICAL BULLETIN VOLUME 7 EDITION 1 2016

MARINE FRONTIER


MARINE FRONTIER


MARINE FRONTIER


MARINE FRONTIER

© 2016 Marine Frontier @ UniKL MIMET Technical Bulletin. This publication is

copyright under Malaysian Institute of Marine Engineering Technology Universiti

Kuala Lumpur.

All rights reserved.

No part of this publication may be reproduced, stored in a retrieval system or transmit-

ted without the prior permission of the copyright owner. Permission is not, however,

required to copy abstracts of papers or of articles on condition that a full reference to

the source is shown.

Published by:

UniKL MIMET

Dataran Industri Teknologi Kejuruteraan Marin

Bandar Teknologi Maritim

Jalan Pantai Remis

32200 Lumut

Perak Darul Ridzuan

+(605)- 6909000(Phone)

+(605)-6909091(Fax)

[email protected]

http://www.mimet.edu.my

mailto:[email protected]

http://www.mimet.edu.my


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MESSAGE FROM ASSOC. PROF. ZAINORIN MOHAMAD

THE CHIEF EDITOR OF MARINE FRONTIER

i

WINDMILL WATER PUMPING SYSTEM FROM RECYCLE ITEMS by M.A.N.A

HAMID, M.Z. NURIJAN, M.S.M ARRIF AND AMIRRUDIN YAACOB 1-15

DESIGN AND CONSTRUCT THE GEAR BEARING SYSTEM FOR HARVEST-ING THE FREE ENERGY by MOHAMAD ALIFF B ISMAIL, NURUL NAJWA B

MOHD DIN AND AHMAD MAKARIMI ABDULLAH

16-19

DESIGN AND CONSTRUCTION OF DIY MINI ROV USING 3D PRINTER by AHMAD MAKARIMI ABDULLAH, MUHD AMIRUL AFIQ B JESMIN , MUHD AZRI

RAHMAN B KHASIM , ARMAN B MOHD ARSHAD

20-23

INFLUENCE OF NUMBER OF BLADES CHARACTERISTIC ON EFFECTIVE-NESS OF WIND TURBINE by M.A. ISHAK, A.R.M. FIRDAUS, S. SULAIMAN,

Z.N. ISMARRUBIE, B.T.H.T. BAHARUDIN, A.R.M. ZAKI

24-29

THE PRELIMINARY ANALYSIS IN THE DEVELOPMENT OF UNIKL MIMET DEEPWATER OFFSHORE WAVE TANK by M.A.A. WAHAP, F.A. ADNAN, I.

MUSTAFFA KAMAL

30-40

STUDENTS’ DISCOURSE PERFORMANCES IN THE SECOND LANGUAGE CLASSROOM by NURAIN BINTI JAINAL

41-46

STABILITY ASSESSMENT OF SMALL TRADITIONAL WOODEN FISHING BOAT IN KEDAH IN COMPLIANCE WITH IMO SAFETY RECOMMENDATION ANNEX 2 BY SHAMSUL EFFENDY ABD HAMID, MUHAMMAD NASUHA

MANSOR AHMAD AZMEER ROSLEE

47-59

USAGE OF INTELLIGENT CONTROL FOR AUTOMATIC SHIP BERTHING by

YASEEN ADNAN AHMED 60-77

THE STRANDED ROHINGYA REFUGEES ‘BOAT PEOPLE’: MALAYSIA, ASEAN AND INTERNATIONAL RESPONSE THROUGH DIPLOMACY AP-PROACH by AIZAT KHAIRI, AMIRRUDIN YAACOB AND SARAH NADIAH RASHIDI

78-93

DETERMINANTS OF A SUCCESSFUL SHORT SEA SHIPPING OPERATION:

LESSONS FOR INDONESIA-MALAYSIA-THAILAND GROWTH TRIANGLE by

AMAYROL ZAKARIA

94-111

INSIDE THIS ISSUE:

CHIEF EDITOR:

Assoc. Prof. Zainorin Mohamad

EXECUTIVE EDITOR:

Dr. Puteri Zarina Megat Khalid / Mrs. Fauziah Ab Rahman

EDITORS:

Assoc. Prof. Cmdr. (Rtd.) Dr. Aminuddin Mohd Arof

Assoc. Prof. Dr. Mohd Yuzri Mohd Yusop

Assoc. Prof. Ir. Dr. Md Salim Kamil

Mrs. Aminatul Hawa Yahaya

Mr. Aziz Abdullah

Mr. Hamdan Nurudin

Ms. Shahida Ishak

Mrs. Hanisah Johor

Mrs. Shareen Adleena Shamsuddin

Mrs. Fatin Zawani Zainal Azaim

Mrs. Zaifulrizal Zainol

EDITORIAL MEMBERS:

Mrs. Norfadhlina Khalid

Mrs. Puteri Zirwatul Nadila Megat Zamanhuri

Mrs. Nor Hafidah Haliah

GRAPHIC EDITORS:

Mr. Mohd Fadzly Abdul Aziz

EDITORIAL


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MESSAGE FROM

Assoc. Prof. Zainorin Mohamad

The Chief Editor of Marine Frontier

All praises to Allah, it is my great pleasure to once again welcome readers to this 1st edi-

tion of 2016 Marine Frontier which has entered its 7th year. With the increase in PhD holders

amongst the academic staff and the new We4Asia Protocols laid down, Marine Frontier is poised

to play a more significant role and become an important platform for faculty members and re-

searchers to publish and share their marine related research work and studies.

The papers included in this issue are windmill water pumping system from recycle items,

design and construct of gear bearing system for harvesting free energy, design and construction of

DIY Mini ROV using 3D printer, influence of number of blades on wind turbine effectiveness, the

preliminary analysis in the development of deep water offshore wave tank, stability assessment of

small traditional fishing boats and the use of intelligent control for automatic ship berthing.

This issue also features studies in teaching and learning including topics on students’

discourse performances in the second language classroom and the stranded Rohingya refugees

‘boat people’: Malaysia, ASEAN and International response through diplomacy approach. I hope

the knowledge shared through these papers will create interest for readers and spur new research

ideas and initiatives.

Currently there are 15 Master degree students and 2 PhD students pursuing their studies

by research in UniKL MIMET and their numbers is expected to grow in the coming years. UniKL

will also continue to raise the percentage of PhD holders amongst its faculty members through

recruitment and further studies scheme. Both these developments augur well for the improvements

of Marine Frontier as more papers are expected to be featured in future issues of Marine Frontier.

I would like to take this opportunity to express my sincere gratitude and appreciation

Dr. Puteri Zarina Megat Khalid, the former Executive Editor and I wish a very warm welcome to

Mdm. Fauziah Ab Rahman, the new Executive Editor of Marine Frontier. I also wish to extend my

appreciation to all paper contributors, editors, reviewers, editorial and technical support team for

the publication of this issue. Thanks for all your hard work, dedication and commitment in produc-

ing this 1st edition of 2016 Marine Frontier.

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ABSTRACT

Wind energy can be extracted by using the suitable wind turbine with the correct wind speed at few

observed location in Malaysia. Generally, Malaysia has a potential to used wind energy as alterna-

tive energy because the wind speed can reached until 12 meter per second in Malaysia and this is

advantages to exploit the wind power to drive the windmill for water pumping system. Calcula-

tions have been made on the energy wind speed value which is required for the system to work. If

wind speed is low, the windmill can be adjusted by placing the connecting rod closer to the center

of the rotation where it requires less work to function. As a result, the volume of water per stroke

will decrease and it will take longer time to fill the tank. The test has been performed under the

circumstances where the performance of the windmill is consistent with the theoretical calcula-

tions. This model was designed by using Computational Aided Design AutoCAD 2D and 3D.

Keywords: Wind Pump, Green Energy, Recycle Items.

INTRODUCTION

Nowadays efficiently and quality service in the industry become an attraction, especially with the

increasing innovation in the windmill system. For buyers, they offer the best service to deliver

fresh ideas and reliable supply capable of competing. The benefit of wind energy as the mechanism

is to water pump system is that increase requirement for livestock and irrigation tend to coincide

with the seasonal increase of incoming wind energy.

WINDMILL WATER PUMPING SYSTEM FROM RECYCLE ITEMS

M.A.N.A HAMID1, M.Z. NURIJAN, M.S.M ARRIF AND AMIRRUDIN YAACOB1, 2

1Section of Design Technology,

Malaysian Institute of Marine Engineering Technology,

Universiti Kuala Lumpur, 32200 Lumut, Perak, Malaysia

2Department of Aeronautics, Automotive and Ocean Engineering,

Faculty of Mechanical Engineering,

Universiti Teknologi Malaysia, Johor Bahru, Malaysia

[email protected]

___________________________________________

Corresponding author: [email protected]

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This system can also give in significant for long-term cost saving and a smaller environmental

footprint compared to another systems. Wind pump is a pumping machine that is used to pump

water for irrigation in the agriculture sector or any domestic use in houses. The water pumping

system is beneficial to farming sectors as well as promoting green energy that is free from pollu-

tion. Most of the existing wind pumps use piston as a medium for suction. The long piston rod

with the vertical up and down motions produces discontinuous water flow and a pulsating flow of

water discharged. So the purpose of this project is to develop a wind pump by centrifugal action to

overcome the disadvantages of the pump.

WIND ENERGY

Wind energy had been used for many centuries but the discovery of the internal combustion en-

gine and development of electrical grids had reduced the use of wind energy to generate electricity

or used energy. Wind energy is usually used for water supply and irrigation using the wind pumps,

and electrical generation using wind generators.

Figure 1. Example of Wind Energy

WINDMILL SYSTEM

Wind is often used as an energy source to operate pumps and supply water to livestock. Because

of the large amount of water needed for crops, wind power is rarely used for irrigation. As larger

or more efficient wind turbines are developed, groups of these wind turbines or the single wind

turbine are expected to be able to generate enough electricity to be used for irrigation projects.

Wind generators are also used to charge batteries and to provide electricity for small communities.

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However, from the ship owner’s perspective cost escalations may have been a result of poor

asset maintenance during the operational life of a ship, hence any underlying problem would not

have revealed earlier on, but would have surfaced unexpectedly during a refit or slipping pro-

gram, thus becoming a ship owner’s liability.

With regards to maintenance management, ship repair is an inherently difficult business to

manage. Variously described as complex, dynamic, fast-moving and chaotic, the business of ship

repair is undoubtedly difficult to plan and then manage. Ship repairers are often of the firm belief

that processes of ship repair cannot be planned in the conventional sense, and that any control is

limited to short term management. Kattan (n.d) further argues that, for basic process improve-

ments, cost has to be reflected in both design and production, while man-hours costing can only be

controlled through good management systems and stable processes. Thus, a good management

system may help improve man-hour costing.

Additionally, Yardley et. al (2006) acknowledged that unfortunately, many ship owners are

still in a reactive mode of operation. Their main objective is to maximize the use of their assets’

operation. If the ship’s equipment breaks down, they fix it as quickly as possible and then run it

until it breaks down again, hence overlooking the aspects of preventive measures.

PROBLEM STATEMENT

There are currently issues relating to a general perception of shipyards’ inability to achieve

maintenance efficiency, possibly due to poor planning, poor overseeing, lack of leadership or lack

of control and monitoring of repair process that results in cost escalations of planned refits or slip-

ping of ships.

Negative perception is similarly casted on ship owner’s improper maintenance of their assets

during normal operation that may have exaggerated any underlying technical problems resulting in

unexpected breakdowns, hence incurring additional cost on unexpected repairs during planned

refits or slipping.

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The use of mechanical equipment to convert wind energy to pump water goes back many

years. By the late nineteenth century there were more than 30,000 windmills operating in Western

Europe, many of the Dutch “tower” mill design. In 1854, Daniel Halliday invented the American

multi blade windmill using wooden blades. By 1915, Aeromotor Company of Chicago had patent-

ed the first self-oiling machine, with the open gears enclosed in a water resistant case. Windmills

are classified as vertical or horizontal axis machines depending on the axis of rotation of the rotor.

Vertical axis windmills can obtain power from all wind directions whereas horizontal axis wind-

mills must be able to rotate into the wind to extract power.

Windmills are also classified as either electrical power generators or water pumpers.

Power generators are typically horizontal axis “propeller” type blade designs or vertical axis “egg

beater” designs. Power generators typically operate at high rotational speeds with low starting tor-

ques, appropriate for generators. Based on Figure 1 direct water pumping windmills are character-

ized by the “old west” style of a multi blade, horizontal axis design set over top of the well. Water

pumping requires a high torque to start the pump and this is supplied by the multi blade design.

Figure 2 shows the typical design of wind turbine that pumps the underground water or water from

well to the stock tank. The design consist of major parts of the typical wind pump design such as

rotor, gearbox, pump and its structural body. In Malaysia, this potential energy has been quite

widely used. The potential for wind energy generation in Malaysia depends on the availability of

the wind resource that varies with location. Understanding the site specific nature of wind is a cru-

cial step in planning wind energy project.

Figure 2. American Windmill Iron Man

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FUNCTION OF WINDMILL

A windmill's function is to harness the power of the wind to generate useful energy for humans. In

the past, people used this energy to grind grain or pump water. More modern windmills turn wind

energy into electrical power. People in ancient China used windmills to pump water, while Persian

and Middle Eastern farmers and merchants used vertical windmills to grind grain. Brought back to

Europe after the Crusades, the windmill caught on quickly, becoming an integral part of the econ-

omy. The most famous windmills were in the Netherlands, where people used them to grind grain

and to drain lakes and marshes. Dutch innovators created the modern wind turbine to generate

electricity in the 1890s. Since then, scientists have made wind turbines that generate as much pow-

er in some regions as fossil fuels do, making them the fastest growing source of energy in the

world, according to the Department of Energy.

Figure 3. Wind Turbine Configuration

HISTORY OF WIND PUMP TECHNOLOGY

Wind pumps were used to pump water since at least the 9th century in what is now Afghanistan,

Iran and Pakistan. The use of wind pumps became widespread across the Muslim world and later

spread to China and India. Windmills were later used extensively in Europe, particularly in the

Netherlands and the East Anglia area of Great Britain, from the late Middle Ages onwards, to

drain land for agricultural or building purposes. Simon Stevin's work in the water street involved

improvements to the sluices and spillways to control flooding. Windmills were already in use to

pump the water out but in Van de Molens (On mills), he suggested improvements including the

idea that the wheels should move slowly and a better system for meshing of the gear teeth. These

improvements increased the efficiency of the windmills used to pump water out of the polders by

three times. He received a patent on his innovation in 1586.

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Figure 4. Charles Brush’s Windmill of 1888

Eight- to ten-bladed windmills were used in the Region of Murcia, Spain, to raise water

for irrigation purposes. The drive from the windmill's rotor was led down through the tower and

back out through the wall to turn a large wheel known as a noria. The noria supported a bucket

chain which dangled down into the well. The buckets were traditionally made of wood or clay.

These windmills remained in use until the 1950s, and many of the towers are still standing.

Technology of wind pump is brought by the New World early immigrants to the Europe.

Great Plains at United State, mostly the farm there used wind pump to pump water from their well

for their cattle. In California and some other states, the windmill was part of a self-contained do-

mestic water system including a hand-dug well and a redwood water tower supporting a redwood

tank and enclosed by redwood siding (tank house). In 1854, the self-regulating farm wind pump

was invented by Daniel Halladay.

The multi-bladed wind pump or wind turbine stop a lattice tower made of wood or steel

hence became, for many years, a fixture of the landscape throughout rural America. These mills,

made by a variety of manufacturers, featured a large number of blades so that they would turn

slowly with considerable torque in low winds and be self-regulating in high winds. A tower-top

gearbox and crankshaft converted the rotary motion into reciprocating strokes carried downward

through a rod to the pump cylinder below. Today, rising energy costs and improved pumping tech-

nology are increasing interest in the use of this once declining technology.

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HISTORY OF WIND ENERGY TECHNOLOGY

Over 5,000 years ago, the ancient Egyptians used wind power to sail their ships on the

Nile River. Later, people built windmills to grind their grain. The earthiest known windmills were

in Persia (Iran). These windmill looked like large paddle wheels. Centuries later, the people of

Holland improved the basic design of the windmill. They gave it propeller-type blades made of

fabric sails and invented ways for it to change direction so that it could continually face the wind.

Windmills helped Holland become one of the world's most industrialized countries by the 17th

century. American colonists used windmills to grind wheat and corn, pump water, and cut wood.

As late as the 1920s, Americans used small windmills to generate electricity in rural areas without

electric service. When power lines began to transport electricity to rural areas in the 1930s. Local

windmills were used less and less, even though they can still be seen on some Western ranches

1181. The oil shortages of the 1970s changed the energy picture for the country and the world. It

created an environment more open to alternative energy sources, paving the way for the re-entry of

the windmill into the American landscape to generate electricity [IS]. Wind turbines come in all

different tower heights and rotor sizes. The worlds largest is in Ontario, Canada, at 117 m (384 ft)

high, with a 39 m (128 ft) blades.

HISTORY OF WINDMILL IN MALAYSIA

Malaysia had taken a baby step on harnessing the energy in its country by develop the

wind turbine and hybrid solar generator at the heart of Pulau Perhentian. The project costing

RM12.6million was jointly funded by the Federal and state governments while Tenaga Nasional

Berhad (TNB) through his subsidiary Tenaga Nasional Energy Services (TNES) Sdn Bhd was

commissioned to complete the task. Micheal Cheang, reporter from The Star reported that the pro-

ject, at an estimated cost of RM12.67 million was financed through a project funding initiative

under the Federal Government Electricity Supply Industrial Trust Account together with the Ter-

engganu State.

Government was undertaken by TNB Energy Services (TNB-ES) Sdn Bhd. This unique

electricity generation system uses a combination of wind, solar, battery and diesel as fuel where

the wind and solar source are primary sources that enable power to be generated in an optimum

and environment friendly manner. The system has a 100kW solar capacity comprising two wind

turbines, each generating 100kW. The battery connected to the system can store 480kWh of elec-

trical power. To ensure continuity of supply in the event of a lack of wind or solar source or when

the stored power is low, the standby generator connected to the system is able to provide 550kW

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TNB completed the construction of this nation’s first solar and wind turbine hybrid sys-

tem project on 2008. TNB has already built similar solar hybrid systems in six islands neighbour-

ing Mersing comprising Pulau Pemanggil, Pulau Aur, Pulau Sibu, Pulau Besar and Pulau Tinggi.

The system was also built in the Orang Asli village of Kampung Denai in Rompin, Pahang. TNB

with the cooperation of the Terengganu Government launched the solar hybrid system in Pulau

Kapas on June that year.

DEVELOPMENT OF WIND ENERGY PROJECT IN MALAYSIA

Many countries worldwide recognize that the current energy trends are not sustainable

and that a better balance must be found between energy security, economic development and pro-

tection of the environment including in Malaysia. One of these sources is wind energy. In Malay-

sia, the potential energy has been quite widely researched. The potential for wind energy genera-

tion in Malaysia depends on the availability of the wind resource that varies with location. Under-

standing the site-specific nature of wind is a crucial step in planning a wind energy project. Malay-

sia has tropical weather, influenced by monsoonal climate because of its latitude and longitude.

Tropical climate here gives hot summer that is accompanied with high humidity level. But the

weather in general in Malaysia is without extremities. Malaysia's climate is hot and humid with

relative humidity ranging from 80 - 90 percent, except in the highlands. The temperature averages

from (20-34ºC) throughout the year. Monsoon comes twice a year. Due to the country’s locations,

winds over the area are generally light. The strongest wind only occurs on the East coast of Penin-

sular Malaysia during the Northeast monsoon. Therefore, the assessment of wind energy potential

in Peninsular Malaysia can be performed.

DATA COLLECTION OF WIND SPEED DISTRIBUTION

Located in Southeastern Asia, Malaysia is an island nation that forms a part of the Malay-

sian Peninsular. Bordered by Thailand, Indonesia and Brunei, the geography of Malaysia is divid-

ed into two major parts which is Peninsular Malaysia (latitude 04°N and longitude 102°' E) and

East Malaysia. The South China Sea and the Straits of Malacca are the other two prominent fea-

tures of Malaysian geography. The researchers from Universiti Sains Malaysia had made research

on the five selected regions in Peninsular Malaysia. Wind speed data variations from Meteorologi-

cal Station of year 2005 until year 2009 were obtained at five selected regions in Peninsular Ma-

laysia.

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The regions are Langkawi, Penang, Kuala Terengganu, Kota Bharu and Mersing These

wind speed data were recorded every minute using anemometer meanwhile the wind direction

were measured using wind vane. The data comprise monthly, average hourly wind speed, wind

direction, temperature, and humidity. The elevations of anemometer for each region are different

which is depending on the geographical aspect. The wind speed will be measured in meter per sec-

ond unit (see Table 1) present the description of the selected regions in Peninsular Malaysia which

consist of latitude, longitudes elevation of anemometer at population.

Table1: Description of the Selected Regions in Peninsular Malaysia

ANALYSIS ON SUITABLE LOCATION OF WIND ENERGY DEVELOPMENT IN

MALAYSIA

In this analysis of the past feasibility study, the potential of wind energy were investigat-

ed at Langkawi Island, Penang, Kuala Terengganu, Kota Bharu and Mersing. The results of wind

speed obtained from Mauritius Metrological Services (MMS) presented that the corresponding

annual mean speed in Langkawi Island within five year in is approximately 1.76m/s. Meanwhile in

Penang, it is approximately 1.15m/s whilst Kuala Terengganu having annual wind speed around

1.69m/s. The highest annual mean wind speed happened at Mersing with approximately 2.65m/s

and Kota Bharu obtaining the lower of annual mean wind speed which is about 1.58m/s. Further

work is conducted at Mersing as it has the potential for used wind in generating energy. Accord-

ingly, the annual and monthly wind speed variation at Mersing has been performed and it is view-

ing in table 2.2. As can be seen, the development annual and monthly mean wind speed in 2005

until 2009 is similar. It is established that the stronger mean wind speed at Mersing was occurred

during the Northeast monsoon season from November to February. It was range roughly 2m/s to

5m/s. During this region, the wind northeast monsoon blowing and dominate this region.

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Table 2. Annually Monthly Mean Wind Speed at Mersing

It is also expected that there is a heavy rainfall occurred. In contrast, the worst wind

speed had been experience from March until October. Mostly during the months, the mean wind

speed remains constant between 1.94m/s to 3.6m/s. From this result, it can perceive that the annu-

ally and monthly mean wind speed at Mersing is higher and more unwavering than other regions.

From example, in April until October 2005, the mean wind speed remains constant at 2.22m/s

except August. This is almost similar in 2006 until 2008.

WINDMILL WATER PUMPING SYSTEM DEVELOPMENT PROCESS

The development process divided into few stages. The first stages was the design

development. The research have been done about the design of windmill water pumping system.

The AutoCAD Mechanical 2010 can generate the design, visualize and communicate the ideas

with ease and efficiency. Creating mechanical designs in AutoCAD Mechanical 2010 is easy and

has many new software features that make plotting, publishing and scaling so much easier and

quicker. Its new user interface makes commands easy to find and allows users to be trained easily

and quickly. This basic concepts course provides the user with the skills needed to develop the

AutoCAD knowledge to a competent user level, giving the ability to plot, publish and scale with

ease, impressing your customers and colleagues. The windmill water pumping system project

begin from 9/9/15 until 22/12/15 and total duration hours is about 599 hours to be completed in-

cluded presentation of FYP and submitted report to supervisor.

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The project begins from group making to the research the assessment project (windmill

water pumping system) such as internet, documentation, you tube, and etc. After research is

completed, though to the design making phase, from sketching on the paper go to the primary de-

sign and the last is conformation design by using AutoCAD. The next step is selection of material

from recycle item such as break disc, crank bike and etc. The cutting process is needed after selec-

tion of material and after that go through the fabrication process to assemble all partition that al-

ready. The main phase is, testing the project and collected needed data such measured project ca-

pability. Based on the positive result, the project can go to the last phase is finishing, if resulting

is negative back to the fabrication phase. The finishing process is about to make project more val-

uable and have commercial potential.

Figure 5. 2D and 3D View of Windmill Water Pumping System

THE CONSTRUCTION OF WHEELS AND GEARS

The screw was assembled to the disc for gear construction. The first gear need to com-

bine to the windmill then the second gear with crank bike need to attach to the windmill by using

PVC pipe. The scope of work for this stages completed by attached of the silicon to the gear.

Figure 6. The construction of Disc for Windmill

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THE INSTALLATION OF FIBERGLASS WIND BLADES

The construction of the blade which made form fiberglass is the recycle items. The half cut or re-

cycle plywood also was used as part of the wind blades. After the installation of the fiberglass

blades to the plywood, the sand paper need to be used as the mechanism to smooth the surface of

the plywood. Then the curve of fiberglass blades can be shape by using cable ties.

Figure 7. The Wind Blades

THE CONSTRUCTION OF PVC WATER PUMP

The connection of the gear to the pump needs PVC pipes with diameter of 1 inch and the

valve combined to male socket adapter by using super PVC glue and white tape. The valve and the

pump need to attach together for the installation of water pumping system.

Figure 8. Pump holder and Windmill Stand

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WIND MILL WATER PUMPING SYSTEM ASSEMBLY PROCESS

All the parts from the previous process need to maintains and ensure there is no damaged

to outside factors. After the assembly process has been completed, the test need to be done just to

ensure that the construction of the windmill water pumping system are successfully.

Figure 9. Windmill Assembly Process

RESULT AND DISCUSSION

From the experiment, the project needs wind about more than 40km/h to be function

efficiently. The measurement of wind speed and how identify what types of wind can be used is

based on the anemometer and also Beaufort scale.

Figure 10. Wind Speed by Anemometer

To operated normally, the windmill system need Beaufort force level 5, which is fresh

breeze which Beaufort force level 5 is normally in sea area. To make this project operated normal-

ly without strong wind, few recommendations can be made which are first is bigger and lighter

blade for easy to move event a normal wind, using bearing could increase the efficiency of work

done by the projects, add height level of the tower cause normally at height at 5 to 6 feet velocity

of wind faster than under 5 feet and lastly increase the diameter of windmill blade to operate faster.

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Figure 11. Beaufort Scale

CONCLUSION

The green technology is a not a new thing in the Global but it is still new in Malaysia. As

the time goes by, the demand for green technology in Malaysia is growth bigger daily. The current

situation like lack of water and high electricity bill also the factor of the important to use green

technology such as to use wind power to pump out the water from underground by using a wind-

mill water pumping. The wind speed factor is the most crucial in selected windmill water pumping

type. It is because the wind in Malaysia is low speed wind. The most suitable for design the wind-

mill water pumping is the American Multi-blade type of windmill. From the calculation, it does

prove with using wind speed data in Malaysia, the windmill water pumping can fully operate and

usable.

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REFERENCES [1] A.G. Drachmann, Heron's Windmill, Centaurus, 7 (1961)

[2] Siti Khadijah Najid, Azami Zaharim, Ahmad Mahir Razali, Mohd Said Zainol, Kamarul-

zaman Ibrahim & Kamaruzzaman Sopian), Analyzing the East Coast Malaysia Wind

Speed Data, Issue 2, Volume 3, 2009.

[3] The Incredible Guy, Water Pumping Windmill, http://www.studymode.com/essays/Water

-Pumping-Windmill-798462.html retrieved 2.11.2015.

[4] Water Resources , http://en.wikipedia.org/wiki/Water_resources retrieved 29.10.2015

[5] DIY Wind-Powered Water Pump by flyingpuppy http://www.instructables.com/id/

DIYWind-Powered-Water-Pump. Retrieved 4.11.2015.

[6] Acid Rain, http://en.wikipedia.org/wiki/Acid_rain retrieved 29.10.2015.

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ABSTRACT

Nowadays, an idea of “one house, one independent power generation system” is created to help in

supplying electrical energy to those who live in rural and remote areas. This system or idea is

ingenious especially in helping low-income community and every household in rural areas which

has not receive a stable and enough power supply. It will help daily activities to be done efficiency

and give more comfortable life to the consumer. It would be a good alternative to provide a free

energy by using green technology system. In Malaysia, there are still areas which has poor electri-

cal supply. Thus, the concept of wind turbine system has a transmission system that helps in trans-

ferring energy .Gear bearing system is used to connect from wind turbine to the generator. Be-

sides, it also can stabilize the speed of wind. Design a good gear bearing must be done to produce

more energy than its experience.

Keywords: Power generation, Power supply, Wind turbine, Gear bearing.

INTRODUCTION

This project produced a prototype of gear bearing system from the integration of wind turbine

concept. The development in the real gear bearing system in wind turbine concept for making the

integration working efficiency as well as with its design. It also can maintain the speed of the

transferred energy by stabilize the rotation of both of blades turbine and the magnetic flux. Thus,

this project has being designed and constructed the prototype by using 3D printer.

___________________________________________


DESIGN AND CONSTRUCT THE GEAR BEARING SYSTEM FOR

HARVESTING THE FREE ENERGY

1MOHAMAD ALIFF B ISMAIL, 2NURUL NAJWA B MOHD DIN AND

3AHMAD MAKARIMI ABDULLAH

1 2 3Section of Marine Electrical & Electronic Technology,,



[email protected]

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It required low cost in construction and its parts are easily to assemble. Integration of free energy

concepts by combination of physics and mechanical principles is an advantages.

MATERIALS AND METHODS

Figure 1 shows the basic flow of design gear bearing system. Software was used to design

and simulate the specification of the project. The design process creates gear bearing system in a

wind turbine concepts while collecting data and info of the general review. A Scaffler design of

wind turbine as it is among the best in world. It was then converted to solid works software. It is

because we can be able to transfer the design into the 3D printing software by change it into stl

file.

Figure 1. The Basic Flow of Design Gear Bearing System

After that, it was proceeded by printing design by loading it into the 3D printer software that is

Cura. Other than that, the software has so many guidelines on the gearing parts and it helps us to

go through our design completely. After that, we have to assemble the gear bearing parts to check

either the design is well function or not. Lastly, the prototype will be clean up as a finishing. Fig-

ure 2, 3, 4 and 5 shows the equipment and materials used in producing the 3D prototype. The re-

sults were observed and recorded in the next chapter.

Figure 2. Assemble view of Gear Bearing System

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Figure 3. Parts view of Gear Bearing components

Figure 4. Material for 3D printing - Clear Scent™ ABS

Transparent Dark Blue 1.75mm

Figure 5. 3D Printer is used to produce the prototype

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RESULT

The gear bearing is compatible with the reducer and adjuster gearing to achieve a smooth required

rotations. Besides, the design has been printed using the 3D printer based on the sketched design

and function as expected. The prototype design can be integrated with variable of size options.

Thus, the prototype can move and the objective is achieved as shown in Figure 6.

Figure 6. Final Design of Gear Bearing System

CONCLUSION

This prototype of gear bearing system project can be construct by emphasize its design. So that, it

can produce an optimum energy. In a wind turbine system, gear bearing is the most suitable to use

as it can produce an efficiency movement of gearing. This concepts also would be a good alterna-

tive to provide a free energy by using green technology system. The development and improve-

ment of gear bearings system need to be done to create a better energy.

REFERENCES

[1] Analysis and design machine equipment, Vijay Kumar Jordan, 2010.

[2] Scaeffler Germany, sector key and industry wind turbine, 2011.

[3] Techtips - ring and pinion selection for optimal efficiency.

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ABSTRACT

The objective of this project is to design Remote-Operated-Vehicle (ROV) on a mini scale and to

construct with fabrication using 3D Printer while also make it easy to Do-It-Yourself (DIY). This

DIY Mini ROV can be a platform for a student and lecturer to understand the basic function of

ROV and incorporate knowledge of marine engineering. Furthermore, DIY Mini ROV can be ex-

ploit its function, such as for underwater exploration, inspection and also for Remote-Control en-

thusiast. Student and lecturer can also learn the knowledge of 3D Printer since the chassis of ROV

is fully fabricated using 3D Printer.

Keywords: Remotely-Operated-Vehicle (ROV), 3D printer, Underwater Exploration, Remote

Control.

INTRODUCTION

Remotely Operated Vehicle (ROV) is a tethered underwater vehicle which is commonly

used in deep water industries. ROV are unoccupied, highly maneuverable and operated by a crew

on a land using control room or onboard the vessel. It is linked by either a neutrally buoyancy teth-

ered or a load-carrying umbilical cord when working in rough condition or in deeper water. The

umbilical cable is an armored cable that contains an electrical conductor and fiber optic that carry

electrical power, video and data signal.

DESIGN AND CONSTRUCTION OF DIY MINI ROV

USING 3D PRINTER

1AHMAD MAKARIMI ABDULLAH, 2MUHD AMIRUL AFIQ B JESMIN ,

3MUHD AZRI RAHMAN B KHASIM AND 4ARMAN B MOHD ARSHAD

1 2 3 4Section of Marine Electrical & Electronic Technology,,



[email protected]

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3D Printer also known as additive manufacturing (AM) is a process of making three

dimensional solid objects from a digital file. The creation of a 3D printed object is achieved using

additive processes. In an additive process an object is created by laying down successive layers of

material until the entire object is created. Each of these layers can be seen as a thinly sliced hori-

zontal cross-section of the eventual object. The purpose of this project is to enhance the previous

model of ROV with effective cost. Furthermore, using raw material will limit the design of ROV

because lack of facilities in UniKL MIMET to fabricate material to construct ROV.

MATERIALS AND METHODS DIY Mini ROV is design by using SolidWorks Software while fabricate using 3D Printer.

The materials being used to fabricate is Acrylonitrile butadiene styrene (ABS) filament. It start

with making a design of the Mini ROV. Then, the drawing will be save as Stereo Lithography

(STL) file which is a file format native to the software created by 3D Systems. This file format is

supported by many other software packages, it is widely used for rapid prototyping, 3D printing

and computer-aided manufacturing. STL files describe only the surface geometry of a three-

dimensional object without any representation of color, texture or other common CAD model at-

tributes. Afterwards, print out the design using 3D Printer and assemble it as shown in Figure 1

and Figure 2. The process of assemble is easy because of DIY natures.

Figure 1. Design in SolidWorks

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Figure 2. Assembly View of Mini ROV

Figure 3. ABS Filament - Material for Mini ROV Prototype

Figure 4. Printing Process using 3D Printer

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Figure 5. Final product of Mini ROV

RESULT

From the project there are several processes being done and they are shown in Figure 3,

Figure 4 and Figure 5. Those hardware are being printed out using 3D printer, means there is no

fault in the design. Besides, the project is capable to assemble and disassemble certain parts of

Mini ROV, waterproof and able to function.

CONCLUSION

At the end of the project, it is measure to be successful by testing the working prototype

as planned. Its only problem is tolerance with 3D Printing. The tolerance of 3D Printing does ef-

fect only marginal of our dimension. With full commitment and team work from group members

were managed to achieve the objectives. From this project, the team acquired the experience on

how to design using SolidWorks, operate a 3D Printing, and knowledge about ROV. The project

are the first batch in UniKL MIMET that utilize 3D Printing and the team capable to complete the

project without failure. For the result, it will benefit us in gaining new knowledge and also gener-

ate students creativity. Moreover, this project will benefit the marine industries, since this project

literally breakdown the limitation of design, fabrication and able to cut down the cost when com-

paring with current market Mini ROV.

REFERENCES

[1] Lipson, H., & Kurman, M. (2013). Fabricated: The new world of 3D printing.

[2] Lygouras, J. N. (1999). DC thruster controller implementation with integral anti-wind up

compensator for underwater ROV. Journal of Intelligent and Robotic Systems, 25(1),

79-94.

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ABSTRACT

The purpose of this study is to look on how the number of blades character on the turbine blade

will influence the rotation of the blades. Turbine blade design and engineering is one of the most

complicated and important aspects of rotation machinery technology. The structural integrity of

all rotating components is the key to successful operation of any machinery. There were four ma-

jor factors that will affect the rotation of the blades which are pitch angle, blade area ratio

(including blade thickness and blade width), number of blades and blade diameter. This study will

determine the number of blades factor on designing and producing the ideal turbine blade design.

This study also will be use the reverse engineering method which involving the scanning process,

designing process and fabrication process. Fabrication process will be carry out by using the Rap-

id Prototype machine to produce the model of blade. The model of blades will be tested by using

the simple concept of wind turbine. From the experiment, data will be collected and used to find

another data through calculation method. Some of the result had been getting from the calculation

and will be compared with an experiment data and these shows that the number of blades will ef-

fected the quantity of power generation. Some modification can be used in order to get the better

result for further study on this project.

___________________________________________


INFLUENCE OF NUMBER OF BLADES CHARACTERISTIC ON EF-

FECTIVENESS OF WIND TURBINE

*1M.A. ISHAK, 2A.R.M. FIRDAUS, 3S. SULAIMAN, 4Z.N. ISMARRUBIE,

5B.T.H.T. BAHARUDIN, 6A.R.M. ZAKI

1,2 Section of Technical Foundation,


Universiti Kuala Lumpur, 32200 Lumut, Perak, Malaysia.

3,4,5Department of Mechanical and Manufacturing Engineering,

Faculty of Engineering, Universiti Putra Malaysia,

43400 UPM Serdang, Selangor, Malaysia

6Section of Technical Workshop,

Malaysian Spanish Institute, Universiti Kuala Lumpur,

Kulim Hi-Tech Park, 09000 Kulim, Kedah, Malaysia

[email protected]

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INTRODUCTION

The number of blades in each row and in moving rows in particular is closely linked to

the airfoil shape. Most turbine manufactures rely on a library of standard airfoil section shapes

that are selected to match the desired flow angle determined by the velocity diagram for each

stage. Once the basic airfoil shape has been selected, the turbine designer can then “scale” the

airfoil to an appropriate size for a particular stage. In this way, the turbine designer can fine-tune

the number of blades in the row and the strength of individual blades and can optimize the propor-

tions of the flow passages bounded by the blades. Note that both the axial and tangential directions

must be scaled by the same factor and the basic airfoil section shape (importantly, the inlet angle

and exit angle) will be changed.

The optimum solidity for a stage using a specific airfoil shape depends primarily on the

inlet and exit angles of the airfoil, but also on the passage area and relative flow velocities. Since

the number of blades is also inversely proportional to the scale factor, relative bending strength of

a given airfoil section increases with the square of the scale factor, so a small increase in airfoil

chord results in a large increase in bending strength. The objective of these studies has to be con-

sidered to ensure the blades comply with the standard requirement by determine the best number

of blades characteristic which will result in maximum output and to identify the whole blade fabri-

cation process from design stages to fabrication stages. The scope of research are to produce a

model and to conduct an experiment and to ensure the analysis from the experiment is valid and

applicable, determination of scope of research has to be considered.

METHODOLOGY

The study started to review the manufacturing books related to the sand casting mold

method for the various products aims to the symmetric shape such as piping, ring, bottle and etc.

The previous researches had been used as a guideline in order to complete this study. All of infor-

mation about blade geometry, fabrication process, blade materials, and the detail design had been

highlighted in this study. On this stage, the reverse engineering process will be used as the initial

process or the foundation of the blade design. The benchmark blade’s complete with all the param-

eters to be calculated. In scanning process, the benchmark blade was scanned by using a scanner

machine, GOM ATOS Operating Technical Scanner. The modification process performed using

solid-works 2014 software. The modification was only covered on number of blades. The other

parameter remains unchanged.

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The number of blades was adjusted to 3 blades, 4 blades and 5 blades. The material used in the

blade fabrication is Acrylonitrile butadiene styrene (ABS). The blade fabrication by Rapid Proto-

type (RP) Machine. The example of model blades are shown in Figure 1. The data collection of

blade testing by developing of small wind turbine tunnel model will consist of rotor, blade and

ammeter. The experiment will be conducted for testing in wind tunnel experimental unit.

Figure 1: Model of Turbine Blade - 5 Blades

RESULT AND DISCUSSION

This chapter describes the results that have been obtained from experiments were defined

by the different outcome of the electrical potential of the blade model. In this experiment, there

were three types number of propeller which is 3 blades propeller, 4 blades propeller, and 5 blades

propeller that need to be tested to find which blade to be the more effective. The experiment was

carried out by using wind tunnel unit. The data collected are number of blades, wind speed in m/s,

voltage produced in Volt (V), and current generated in Ampere (A). The power consumption was

calculated by summing the equation of; Power (Watts) = Potential difference (V) X Current (A).

From the experiment, the result are shown as Table 1, result for Wind Tunnel Unit. The experi-

mental result showed that the 3 blades model produced the highest voltage at every level of wind

speed and at both condition of experiments. While, the 5 blades model produced the lowest volt-

age at every level of wind speed and at both condition of experiments. The resistance was set to be

fixing as using the same motor at 6.3Ω. The current was measured by using the Ohm’s Law for-

mula, V = IR. All the data from the experiment were taken after one minute rotation of the blade

model.

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The wind speed applied to the blade model was set at the low speed fan table (3.0 m/s),

middle speed (4.5 m/s) and high speed (6 m/s). This experiment identified the behavior of the

blade when applying wind to the blade model.

Table 1: Data collected from the testing

The graph of voltage versus number of blades are shown in Figure 2 was illustrates how

changing the number of blades affects the voltage produced in different wind speeds.

Figure 2: Graph of Voltage (V) vs Number of Blades

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These showed that the voltage generated by the propeller are gradually decreased when

the number of blades are increased. These happened for all wind speed and showed that the num-

ber of blades will effect the voltage production. The relations with the total number of blades is

inversely proportional to the voltage production. In Figure 3, that showed the relations of power

output versus wind speed.

Figure 3: Graph of Power Output (W) vs Wind Speed (m/s)

CONCLUSION

The number of blades the wind turbine will affect the power output generated. The

experimental was carried out to study the effect of blades number by developing a simple model of

3, 4 and 5 blades of turbine propeller. The experiment was successful and the data had been col-

lected for analysis. The result showed that the lowest number of blades will generated highest volt-

age (V) or power output (W) in any wind speed. The hypothesis stated that as the number of

blades less, the wind speed increases and the power output or voltage increased. In the experi-

ment, it was found out that the optimal number of turbine blades is three. The amount of voltage

produced by three blades keep increased as the wind speed increased. So, the three turbine bladed

represents the best combination of high power output with optimum wind speed.

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REFERENCES

[1] Anish Bhattacharya (2010). The Effect of Blade Angle and Size on Wind Turbine

Performance - 8th grade Unity Point School District 140.

[2] Brondsted P (2005). A Composite material for wind power turbine blades.

[3] F.Manwell, Jon G, McGowan & Anthony L, (2002). Wind Energy Explained.

Theory Design and Application.

[4] George Lucas, Professional Engineer, PE (2012), Blade Design & Analysis for Steam

Turbine.

[5] Giguere P and Selig M.S, (2000). Blade Geometry Optimization of Wind Turbine Rotors.

ASME Wind Energy Symposium Reno – New Jersey.

[6] Jakson K L and Migliore P G (1987). Design of Wind Turbine Blades Employing

Advanced Airfoils – San Francisco, CA.

[7] James L Tangler, (2000). Conference paper “American Wind Energy Association”.

The Evolution of Rotor and Blade Design.

[8] Laura Levanen (2011). The effect on Power Output of a Wind Turbine when Changing

the Pitch Angle of The Blades.

[9] Leon Mishnaevsky Jr, (2012), Composite Material in Wind Energy Technology, Thermal to

Mechanical Energy Conversion: Engine and Requirement, Technical, University of

Denmark, Roskilde, Denmark.

[10] Qiyue Song, (2012), Master of Applied Science in Engineering, Design, Fabrication,

and Testing of a New Small Wind Turbine Blade, University of Guelph.

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ABSTRACT

This paper presents the preliminary analysis of a proposed UniKL MIMET deepwater offshore

wave tank. The tank will be equipped with a set of wave generator which able to generate bidirec-

tional regular and irregular wave. It is a benchmarking approach which utilise Universiti Teknolo-

gi Malaysia (UTM) towing tank specifications as the main reference, combining with few others

existing model testing facilities specifications around the globe. Based on the breadth model

(Bmodel) to breadth tank (Btank) ratio, several analyses were performed to determine the range of full

scale offshore platform suitable to the range of scale ratio used in model testing. The analyses are

model wave estimation, model size determination and suitable tank length for adequate constant

speed measurement period. The analyses show that the proposed UniKL MIMET deepwater off-

shore wave tank of 10 m wide is capable of running a wide range of offshore model testing. The

scale factor used can be varied from a scale factor of 9 to 200. In conclusion, the wave height, Hw

recommended for MIMET’s wave tank is at a maximum of 0.5m. The recommended wave period,

Tw is from 0.5 to 2.0secs.

Keywords: Deepwater offshore wave tank, benchmarking analysis, constant speed

measurement length, model wave characteristics.

INTRODUCTION

Universiti Kuala Lumpur – Malaysian Institute of Marine Engineering Technology

(UniKL-MIMET) has plan to develop a deep-water offshore wave tank for testing ship and off-

shore platform models. This deep-water wave tank is considered as an essential facility for the

newly proposed Bachelor Engineering Technology in Offshore Engineering (BET Offshore Engi-

neering).

___________________________________________


THE PRELIMINARY ANALYSIS IN THE DEVELOPMENT OF UNIKL

MIMET DEEPWATER OFFSHORE WAVE TANK

1M.A.A. WAHAP, 2F.A. ADNAN, 3I. MUSTAFFA KAMAL

1Section of Marine Design Technology,



[email protected]

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This new programme is planned to be delivered in 2017. The proposed size of the deep-

water tank is 30m in length, 10m in breadth and having 6m of water depth (the tank is 7.5m in

height). The tank is planned to be equipped with a set of wave generator which able to generate

bi-directional regular and irregular wave. Figure 1 shows the proposed tank’s layout, complete

with a wave generator which able to produce regular wave height, Hw, up to 0.5m in height and

irregular wave up to 0.25m significant wave height, Hsig for wave periods, Tw, from 0.5secs to

2.5secs.

A preliminary analysis on the tank specification is therefore required. This analysis is

important in determining the final tank dimensions and the required capability of the wave genera-

tor. The preliminary analysis used the Universiti Teknologi Malaysia (UTM) towing tank parame-

ter as a benchmark reference. The benchmark reference is not limited to UTM’s towing tank pa-

rameter but also including few others existing model testing facilities parameter around the globe.

Therefore few analyses were carried out according to the proposed tank dimensions and the re-

quired wave characteristics.

There are plans in the future to add a towing carriage for slow speed seakeeping model

tests. Therefore a suitable tank length that permits for a slow speed seakeeping test need to be de-

termined. The analyses are as the followings:

a. Model waves estimation based on UTM’s wave generator benchmarking for a range of

scale factor.

b. Model size determination based on the estimated wave generator characteristics.

c. Suitable tank length and available data acquisition measurement period for slow speed

seakeeping test based on UTM Tank’s parameters.

Figure 1. Proposed UniKL MIMET deepwater offshore tank complete with wave generator

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ESTIMATION OF WAVE CHARACTERISTICS

The benchmark reference which is the UTM’s towing tank (Maimun et al., 2007), has a

dimension of length, Ltank at 120 m, its breadth, B tank at 4 m, and its tank water depth, Dwater at

2.5m. They has years of experience in conducting offshore model testing with scale ratio ranging

from 70 up to 80. Therefore, the estimations of the wave characteristics of MIMET’s deep-water

wave tank were based on UTM’s wave characteristics. UTM’s largest offshore model is a model

with a breadth of 1.2m, therefore the calculated blockage effect, Bmodel/ Btank, is 0.3. Using a simi-

lar blockage effect of 0.3 for MIMET’s tank, therefore the maximum model size or the model

breadth suitable for MIMET’s wave tank should be at 3.0 m, where the blockage effect of 0.3 mul-

tiplies with 10m of MIMET’s tank breadth.

Using a similar maximum scale factor of 80 as the biggest scale ratio used in UTM, then

a series of full scale size platform, full scale wave characteristics and model scale wave character-

istics are calculated as in Table 1. A sea-state of 10 or Beaufort Number 10 is taken as the rough-

est possible operating environment used to calculate the model scale wave characteristics. The

scale factor was then expanded in order to give a wider range of testing capability.

In Table 1, the full scale offshore platform breadth between 60 m to 600 m were scaled to

3 m breadth of the model, therefore the range for MIMET’s tank Hw and Tw are calculated to be

from 0.0625m to 0.625m and from 0.5294 secs to 1.674 secs respectively. Comparing to UTM’s

wave characteristics, MIMET’s tank wave frequency is still within reasonable range since UTM’s

maximum Tw is 2.5 secs which equivalent to 2.513 rad/s. Applying the same Tw of 2.5 secs for

MIMET’s wave tank, this will give the smallest scale factor of 8.97. Furthermore, the number of

wave cycle generated along the 30 m length of the tank will reflect to the number of platform re-

sponse during measurement period.

It is worth to note that the model scale wave characteristics used for model testing do not

necessary need to follow the same scale factor of the model. The wave characteristics can be as-

signed in any scale during testing, as long as it able to give enough motion response that can be

measured by the data acquisition and analysis system (DAAS). The relationship between motion

response and wave characteristics are normally presented in terms of Response Amplitude Opera-

tor (RAO), which is a transfer function describing the relationship between motion response and

wave characteristics (Tupper and Rawson, 2001). From this dimensionless RAO, any further full

scale environment (sea state condition) can be easily calculated.

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International Towing Tank Conference (ITTC) recommended procedure in conducting

seakeeping experiment for ship in moving condition (ITTC, 2002), recommended that the test

should cover an average of 10 wave cycles. Table 1 also highlighted the number of wave cycle

according to their own scale throughout the 30 m length of the MIMET’s tank. But in this case, the

offshore structure is in static condition, where the speed forward, V forward is 0 m/s. Therefore the

larger the wave generated inside the tank, the shorter the period of the data recording. For model

tested in irregular waves for measurement of rarely occurrence events such as slamming, the mini-

mum measurement period recommended by ITTC (2002) is three hours full scale.

Table 1. Model scale wave estimation for a range of scale factor with fixed model breadth of 3.0m

Table 2. Existing wave generator capability compared to water depth and tank breadth

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ESTIMATION OF MODEL SIZE

In determining the suitable model scale wave characteristics, existing wave tank and tow-

ing tank around the globe as listed in Table 2 were used as a guideline. All the tanks as listed in

Table 2 shared almost similar water depth and tank breadth, except for UTM’s towing tank. Based

on these references as in Table 2, it was decided that UniKL MIMET’s deepwater offshore wave

tank should be able to generate Hw up to 0.5 m. Initially, the range for the wave period, Tw was

decided to be from 0.5 to 5.0 secs. However, Table 1 shows that the model scale wave period from

0.5 secs to 2.5 secs is already adequate to cover a scale factor ranging from 8.97 to 200.

Based on the 0.5 m maximum model scale wave height and full scale environment condi-

tion of sea state 10 with its maximum wave height Hw at 12.5 m, the calculations for suitable scale

factor were performed. The full scale platform rig length was set to be at 240 m, referring to UTM

as explained previously. The ranges of offshore platform model scale that can be tested in

MIMET’s tank are as tabulated in Table 3. But as the model wave height, Hw was decided to be

maximum at 0.5 m for MIMET’s tank, the range of scale factor that can be performed in

MIMET’s tank had to be limited from 25 to 250.

Table 3. Range of offshore platform model scale according to wave generator specifications

THE REQUIRED LENGTH FOR TESTING MODELS MOVING AT A CONSTANT

SPEED

There is another intention to make use of MIMET’s wave tank facility for seakeeping and

calm water resistance test for the University’s teaching and learning purposes. Therefore it is

necessary to estimate the adequate tank’s length for a model moving at a constant speed allowing a

reasonable measurement period.

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Table 4 shows the UTM Towing Tank towing carriage specifications. It should be noted

that, item (d), (e) and (f) are calculated values. Acceleration and deceleration length are assumed

to be the same at both end of the tank. The profile of the UTM’s carriage speed movement in

achieving maximum speed of 0.5 m/s is shown in Figure 2.

Table 4. UTM towing carriage specifications

With MIMET’s relatively shorter tank of 30 m in length, it was decided to restrict the

ship model testing to low speed testing only. With a maximum full scale ship speed at 25 knots

and using a scale ratio of 80, this corresponded to 1.44 m/s in model speed. With the same acceler-

ation of 1.0 m/s2 as in UTM’s tank, the acceleration length and effective constant speed measure-

ment length for MIMET’s wave tank were estimated as shown in Table 5. The acceleration length

was estimated based on the carriage speed to acceleration length ratio.

Figure 2. UTM towing carriage specifications

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Assuming both acceleration and deceleration will have the same distance and period and

with maximum model speed of 1.5 m/s, MIMET’s wave tank has only has 18 m effective constant

speed measurement length with 27 seconds of constant speed measurement period. Therefore, in

the design consideration in the development of MIMET’s wave tank, the wave generator and the

wave absorber need to be outside the 30 m length of the wave tank. Otherwise it will reduce the

total measurement period of the moving model during a seakeeping or a calm water resistance

test.

Table 5. Estimation of MIMET deepwater wave tank carriage specifications

Figure 3. Estimation of UniKL MIMET Wave Tank carriage specifications

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DISCUSSION

Figure 4 shows the plot of the wave height, Hw and wave period, Tw and full scale plat-

form dimensions with respect to the scale factor. In other words, it is a graphical illustration of

UniKL MIMET Deepwater Offshore Wave Tank capability. A scale ratio of 80, which is the maxi-

mum scale ratio used by UTM, is used as the reference. As the scale factor increases, towards the

left side of the graph, the smaller the model size, the wave height and the wave period will be. It

should be noted that the smaller the model size, the larger the scale effect will be. On the other

hand, with a larger scale ratio means a larger dimension of full scale platform can be tested in the

tank.

The merit of using a smaller scale factor is that a larger wave height, Hw and a longer

wave period, Tw, can be used. However, a larger wave relative to the model size may give unfa-

vourable effect to the model itself and the measurement equipment especially the transducers due

to the larger response. Figure 5 shows the plot of the model wave frequency with respect to the

scale factor. It is noted that the smaller model size (towards the left side of the graph) requires a

higher model wave frequency, considering both are using the same scaling factor. The requirement

of a higher model wave frequency will certainly influence the selection of wave generator which

requires a wave generator that capable of producing a higher frequency of flap movement. Howev-

er, it is not compulsory for the wave to have similar scale factor.

Fig. 4. Relationship between Scale Factor, Wave Characteristics, Hw and Tw

and Full Scale Platform size

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Table 6 is a combination of different full scale platform size with a series of scale factors.

This table and the chart in Figure 3 can be used as a guideline to determine a suitable scale factor

and model size. For example if the wave tank is limited to a 10.0 m breadth, and the model size is

set to 3.0 m either in breadth or in length, as the maximum size based on UTM blockage effect, the

test performed shall be able to model a full scale platform size from 60.0 m in either breadth or

length, to 450.0 m in either breadth or length. It is worth to note that for testing models in irregular

waves where the same test condition may be needed to be repeated for a few times in order to

achieve the total required time.

Figure 5. Relationship between Scale Factor and Model Wave Frequency

Table 6. Combination of various full scale size platform and scale factor.

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Figure 6. Combination of various full scale size platform and scale factors against model size

CONCLUSION

The preliminary analysis in the development of UniKL MIMET deepwater offshore wave

tank has been described. The analyses show that the proposed UniKL MIMET deepwater offshore

wave tank of 10 m wide is capable of running a wide range of offshore model testing. The scale

factor used can be varied from a scale factor of 9 to 200. However, the smaller the model size, the

larger the scale effect will be. In terms of the required tank length for allowing an adequate con-

stant speed measurement length, the 30 m length of the tank is adequate for a 27 seconds constant

speed measurement running at a maximum model speed of 1.5 m/s. This was estimated by assum-

ing of using a scale factor of 80. In the design consideration in the development of MIMET’s wave

tank, the wave generator and the wave absorber need to be outside the 30 m length of the wave

tank. Otherwise it will reduce the total measurement period of the moving model during a sea-

keeping or a calm water resistance test. For the proposed MIMET’s 30m length wave tank, testing

models in irregular waves may be needed to be repeated for a few times in order to achieve the

total required time.

In conclusion, the wave characteristics recommended for MIMET’s wave tank are as follows:

a. Wave height, Hw = 0.5 m (maximum)

b. Wave period, Tw = 0.5 – 2.0 secs.

This wave height and the wave period recommended above are adequate for a minimum

scale factor of 20. It is not recommended to use a smaller scale factor than 20 as a smaller scale

factor used will further increase the wave length thus reducing the number of wave cycle through-

out the 30 m length of the tank. This will directly affect the average of the motion response meas-

urements.

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RECOMMENDATIONS

It is recommended to conduct an analysis to determine the model scale irregular wave

based on the regular wave characteristics. During the commissioning it is recommended to con-

duct a benchmarking model test with other institution model testing facilities using the same ship

and model characteristics to validate MIMET’s tank accuracy.

REFERENCES

[1] ITTC. (2002). Testing and Extrapolation Methods: Loads and Responses, Sea Keeping

Experiments. Rev. 01. New Jersey: SNAME.

[2] ITTC. (2002). Testing and Extrapolation Methods Loads and Responses, Seakeeping

Experiments on Rarely Occurring Events. Rev. 01. New Jersey: SNAME.

[3] ITTC (2011). The Seakeeping Committee Final report and recommendations to the

26th. Paper presented at 26th ITTC Conference, Rio de Janeiro, Brazil.

[4] Lloyd, A. R. J. M. (1989) Seakeeping Ship Behavior in Rough Weather. United King

dom: Ellis Horwood.

[5] Maimun, A., Adnan, F. A. and Priyanto, A., (2007) Marine Technology Education in

Malaysia – The UTM Experience, proceeding of Marine Science and Technology

Conference MARSTEC 2007, 22-23 February 2007.

[6] Massey, B. S. (1986) Measured in Science and Engineering, their expression, relation and

interpretation. Chichester: Ellis Horwood.

[7] Rawson, K. J. and Tupper, E. C. (2001) Basic Ship Theory Vol 2. United Kingdom:

Butterworth-Heinemann.

[8] Balai Teknologi Hidrodinamika, Institut Teknologi Sepuluh Nopember, Indonesia.

Retrieved October 26, 2016 from http://bth.bppt.go.id/fasilitas/towing-tank.

[9] ITTC. Retrieved October 26, 2016 from http://www.ittc.info/.

[10] Marine Technology Research Institute Italy (INSEAN). Retrieved October 26, 2016

from http://www.insean.cnr.it/.

[11] Maritime Research Institute Netherlands (MARIN). Retrieved October 26, 2016

from http://www.marin.ml.

[12] Norwegian University of Science and Technology Marine Norway. Retrieved October

26, 2016 from www.ntnu.edu/imt/lab/towing.

40

http://bth.bppt.go.id/fasilitas/towing-tank

http://www.ittc.info/

http://www.insean.cnr.it/

http://www.marin.ml

http://www.ntnu.edu/imt/lab/towing


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ABSTRACT

The purpose of this chapter is to provide a relevant review of literature throughout the study

conducted. This chapter will include all the reviews of literature connected with the research study

such as gender roles, classroom discourse, communication in the second language learning class-

room, roles of students in the language classroom, discourse analysis and coding. The term linguis-

tic performance was used by Noam Chomsky in 1960 to describe “the actual use of language in

concrete situations”. It is used to describe both the production, sometimes called parole, as well as

the comprehension of language. Performance is defined in opposition to “competence”; the latter

describes the mental knowledge that a speaker or listener has of language. Part of the motivation

for the distinction between performance and competence comes from speech errors despite having

a perfect understanding of the correct forms, a speaker of a language may unintentionally produce

incorrect forms. This is because performance occurs in real situations, and so is subject to many

non-linguistic influences. As for an example, distractions or memory limitations can affect lexical

retrieval (Chomsky 1965:3), and give rise to errors in both production and perception or distrac-

tions. Such non-linguistic factors are completely independent of the actual knowledge of language,

and establish that speakers' knowledge of language or their competence is distinct form their actu-

al use of language or in simpler words, their performance.

Keywords: Discourse analysis, Coding, MUET, CDA.

___________________________________________


STUDENTS’ DISCOURSE PERFORMANCES IN THE SECOND LAN-

GUAGE CLASSROOM

NURAIN BINTI JAINAL

1Section of Student Development and Campus Life Style,



[email protected]

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INTRODUCTION

The ability to speak in public is given high value by all people, as evidenced by the num-

ber of speech contests for both Mandarin and English. English majors are required to take a course

in oral presentation. However, students may not be called upon after graduation to give after din-

ner speeches, they may indeed have to use English in their future professions to detail a procedure,

investigate the cause of a problem, or put forth a solution. Ability to express and explain their ide-

as is a necessary skill for the students to acquire, a skill that can be enhanced by the use of a video

camera. It is crucial to enhance students to become critical of their own content and presentation.

In addition, above all, remember to mention the good points of the speech. No matter how bad a

speech is, there must be something good about it.

Observing all students' speeches in class is not a good idea, especially if the class is large

and if the speeches are longer and more serious. Both students and teacher will be bored watching

the same twenty speeches again. Students want to see their won and maybe that of their best

friend. Students sometimes come in small groups to watch their speeches and with that way they

can make suggestions to each other. Small group meetings give teacher and students a chance to

get to know each other better; students are more likely to voice their feelings about public speak-

ing or anything else. Discourse analysis does not presuppose a bias towards the study of either

spoken or written language.

In fact, the solid character of the categories of speech and writing has been widely chal-

lenged, especially as the gaze of analysts’ turns to multi-media texts and practices on the Internet.

Similarly, one must ultimately object to the reduction of the discursive to the so-called “outer lay-

er” of language use, although such a reduction reveals quite a bit about how particular versions of

the discursive have been both enabled and bracketed by forms of hierarchical reasoning which are

specific to the history of linguistics as a discipline as an example, discourse analysis as a reaction

against and as taking enquiry beyond the clause-bound “objects” of grammar and semantics to the

level of analysing “utterances”, “texts” and “speech events”. Proposed in the 1950s by Noam

Chomsky, generative grammar is an analysis approach to language as a structural framework of

the human mind. In transformational generative grammar theory, Chomsky distinguishes between

two components of language production: competence and performance. Competence describes the

mental knowledge of a language, the speaker's intrinsic understanding of sound-meaning relations

as established by linguistic rules. Performance, which is the actual observed use of language in-

volves more factors than phonetic-semantic understanding.

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Performance requires extra-linguistic knowledge such as an awareness of the speaker,

audience and the context, which crucially determines how speech is constructed and analyzed. It is

also governed by principles of cognitive structures not considered aspects of language, such as

memory, distractions, attention, and speech errors.

GENDER ROLES

The development of gender roles often begins as early as infancy. Being at the centre,

gender manifests itself in any subtle and trivial aspect of our social life. Since childhood, it is ever

present in any aspect of our life, in conversation, humour, conflict and so on. The overwhelming

studies on the differences between males and females’ speech style represent the significance of

the issue. Keeping that in mind, this paper applies discourse analysis framework in discussing the

classroom pedagogical discourse practices of English as the second language lessons at a universi-

ty level in Malaysia. The pedagogical discourse in the classroom was observed, video recorded,

and analysed.

The aims were to identify the students’ discourse performances in the second language

classroom. Discourse performances refer to how well the students are able to speak using English

language during a speaking activity in a classroom context. This research focused on the students’

performance to speak English in a speaking activity prepared by the teacher who was also, a re-

searcher for this case study. The study incorporated a speaking activity based on a MUET textbook

entitled ‘MUET Ace Textbook’. This textbook was chosen because it was used as one of the teach-

ing materials in the real classroom. The students were also familiar with exercises given in the

textbook. This speaking activity would not only benefit the students but also, the researcher to

complete her case study together with her group members.

CLASSROOM DISCOURSE

Classroom discourse refers to the type of language use that is found in classroom situa-

tions. Apart from classroom discourse, this student-teacher discourse is also known as pedagogic

discourse, and according to Richards (1992), it is different in form and function from language

used in other situations due to the distinct social roles of students, teachers and the activities they

engage in. Generally, having an effective classroom discourse is vital, especially to students, as

they should be the focus in every lesson.

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COMMUNICATION IN THE SECOND LANGUAGE LEARNING CLASSROOM

According to Walsh (2006), the communication patterns found in language classrooms

are different from those found in content-based subjects. Communication is distinctive because the

linguistic forms utilized are often the aim of a lesson and the means of achieving those aims. In the

L2 classroom, it is common that teacher controls both the content and the procedure of the learn-

ing-process.

As for Cazden (in Walsh, 2006) some of the features of L2 classroom are: teachers con-

trol the topic of discussion; teachers control who can participate and when; students take their cues

from teachers; role relationships among teachers and learners are lopsided; teachers are responsi-

ble for managing the interaction which occurs; teachers talk more. Any L2 lesson can be perceived

as a dynamic and complex series of interrelated contexts, in which interaction is essential to teach-

ing and learning. Class-based L2 learning is often improved when teachers have a detailed under-

standing of the relationship between teacher talk, interaction and learning opportunity (Walsh,

2006).

ROLES OF STUDENTS IN THE LANGUAGE CLASSROOM

As from the previous study done locally by Rosniah, Idris, Teo and Noorizah (2011), it

revealed that in English language classrooms, the teaching and learning of English language in

Malaysia is still teacher oriented. Students were only given the opportunities to answer one word

answer and to repeat after the teacher. In other local study done by Rosniah and Idris (2006) it can

be concluded that the classroom discourse analysed in this study is embedded with teacher domi-

nation practice. As a result of this control, the role of the student as the main target of education

process seems to be relegated, and instead it is the teacher who plays central role.

DISCOURSE ANALYSIS

Discourse Analysis has to do with analyzing the relationship among language and the

contexts in which it is used. It is also being applied in various researches such as in applied

linguistics, and second language learning and teaching. As such, discourse analysts investigate

language in use: all types of written texts and spoken data, from conversation to highly institution-

alized types of talk. Critical discourse analysis (CDA) provides the theoretical framework for this

study. It seems to provide autonomy and opportunity to teaching and learning interaction between

student-teacher and student-student; on a superficial level it appears pedagogically to be a social

process that is par excellence.

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Such classroom discourse makes possible situations in which learning becomes more fun,

student participation is active and teaching-learning activities are effective. Moreover, such situa-

tions also allow teachers to fine-tune their speech according to students’ progress. Chouliaraki

(1998) asserts that fine-tuning is essential in learning since it improves students’ understanding.

Discourse analysis helps us in understanding how real people use real language, as op-

posed to studying artificially created sentences. It is therefore of immediate interest to language

teachers because we need to consider how people use language when we design teaching materials,

or when we engage learners in exercises and activities aimed at making them proficient users of

their target language, or when we evaluate a piece of commercially published material before de-

ciding to use it (Michael McCarthy, 2002). Analysis of classroom discourse is useful when exam-

ining the effectiveness of teaching methods and the types of student-teacher interaction (Richards,

Platt, & Platt, 1992) Classroom discourse refers to the type of language use that is found in class-

room situations. This student-teacher discourse is also referred to as pedagogic discourse, and it is

different in form and function from language used in other situations due to the distinct social roles

of students, teachers and the activities they are engaged in (Richards et. al., 1992; Rosniah & Idris,

2005).

CODING

The term ‘discourse’ is used in different ways by different people and on different occa-

sions. In the present context, ‘discourse’ refers to communication that is both dialogic and linguis-

tically based. It therefore includes written discourse as well as spoken, and inner as well as social

discourse. However, in both phylogenetic and ontogenetic development, face-to-face interaction

precedes discourse in other modes, and speech serves as the medium in which other modes of

meaning-making are most frequently planned, interpreted and discussed. As for this reason, the

following assumptions are formulated with respect to spoken discourse. They will certainly need to

be modified when considering other modes.

CONCLUSION

In general, discourse in the classroom, as in other settings, does not occur as an end in

itself, but as a means of carrying out some activity in which the participants are jointly involved. It

is best understood, therefore, as functioning within a larger framework of mediated social activity

(Wertsch, 1994).

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On this basis, it is proposed (Wells, 1993, 1996) that the scheme of analysis should be

constructed on the basis of an articulation of activity theory (Leont'ev, 1981; Engestrom, 1991)

and systemic linguistics (Halliday, 1978, 1993).

Furthermore, spoken discourse is only one of several mediational means, including action

with material objects, drawing, reading, writing, etc., that are employed to achieve the goals of

classroom activities. Episodes of spoken discourse can therefore be thought of as co-occurring or

alternating with, and thereby complementing, other forms of semiotic behaviour in operationaliz-

ing the tasks that make up those activities. The relationship between discourse and the goal of ac-

tivity varies. In some cases, the activity goal is constituted and achieved solely through the dis-

course such as constructing a theoretical or explanation of something. In other cases, a proposed,

ongoing, or past activity forms the topic of the discourse; in yet others, the discourse takes place in

parallel with a non-verbal activity, which is the primary focus of attention. In all cases, however,

discourse may also play a ‘meta’ role in negotiating or renegotiating the goal of the activity or

task, and in monitoring and evaluating progress toward it.

REFERENCES

[1] Chouliaraki, L. 1998. Regulation in “progressive” pedagogic discourse:

individualized teacher-pupil talk. Discourse & Society. 9 (1): 5-32.

[2] Halliday, M. K., (1993). Towards a language-based theory of learning. Linguistics and

Education, 5(pp. 93-116).

[3] Leont'ev, A.N. (1981) The problem of activity in psychology. In Wertsch, J.V. (Ed.)

The concept of activity in Soviet Psychology. Armonk, NY: Sharpe.

[4] Noam Chomsky. (2006).Language and Mind Third Edition. Cambridge University Press.

[5] Rosniah, Mustaffa & Idris Aman. (2005). A Critical Discourse Analysis of the

Teaching and Learning of L1 in Malaysia.

[6] Walshaw, M., Anthony, G. (2008). The teacher’s role in classroom discourse: a review of

recent research into mathematics classrooms. Review of Educational Research, 78(3),

516-551.

[7] Wells, G. (1996). Using the tool-kit of discourse in the activity of learning and teaching.

Mind, Culture, and Activity, 3 (2): 74-101.

[8] Wertsch, J.V. (1994) The primacy of mediated action in sociocultural studies. Mind,

Culture, and Activity, 1 (4): 202-207.

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Abstract.

International Maritime Organisation (IMO) Safety Recommendation ANNEX 29 is devised to

address the safety concerns regarding decked fishing vessels less than 12 metres in length and un-

decked fishing vessels. This is due to the increasing case of fatality case among fishermen working

this type of vessel in global. The code laid a clear guidelines in term of a safe design and stability

of a fishing vessels. However, fishermen in Malaysia are not clearly briefed on the importance to

adopt the guidelines and they still maintain the status quo. The usage of aging vessels based on the

traditional design posed a main concern among the regulatory bodies but there are no clear justifi-

cation can be drawn to prevent this practice. The traditional fishing vessels are built based on ex-

perience without any numerical value and design guideline that can be used for evaluation purpos-

es. Hence, it is vital to render the actual vessel into a form that can be easily assessed. The fishing

vessels are re-modelled into Maxsurf and stability conditions based on hydrostatics properties are

evaluated against the code. Kedah is chosen to be a case study venue as it housed one of the most

traditional fishing vessels that falls into the code jurisdiction in Malaysia.

Keywords: tr aditional fishing vessel, IMO Safety Recommendation ANNEX 29, stability

assessment,

___________________________________________


STABILITY ASSESSMENT OF SMALL TRADITIONAL WOODEN FISH-ING BOAT IN KEDAH IN COMPLIANCE WITH IMO SAFETY RECOM-

MENDATION ANNEX 29

SHAMSUL EFFENDY ABD HAMID1, MUHAMMAD NASUHA MANSOR2 AHMAD

AZMEER ROSLEE3

1Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology, sef-

[email protected], [email protected], [email protected]

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INTRODUCTION

Apart from being utilized as a fishing vessels, they are also used to transport goods and people.

These vessels, which is mostly made out wood, have a modern touch with a diesel or petrol out-

board engine attached to it. By having passengers and vessels that are not design to be equipped

with modern technology, the possibility of fatal accident significantly increase. In August 2016,

Malaysia maritime Enforcement Agency (MMEA) rescued 3 fishermen who floated for 8 hours

after their vessel are wrecked by strong waves (1). Regulatory bodies warning on marine condition

may prevent the fatality incident but this has taken another tolls where Malaysian government

have to introduce a monthly allowance to help ease the fishermen burden who cannot go to work.

Therefore, a more convincing way need to be formulated to create a sustainable solutions for all

parties.

Malaysian fishermen lived in a small village located remotely from a well-developed

suburb. They value their experience in conducting their daily routine business and very hard to be

convinced to get involve in new practices. Various strategy are developed such as promoting bet-

ter scheme to own a bigger and better designed fishing vessels but it has not enticing enough. Jus-

tification basing on IMO code to tempt them also failed as no proves to demonstrate the vessels

are not safe readily available. The moves to digitalize the design of these traditional fishing vessels

serves two purposes. The first purpose is to study the stability of these vessels and how its stand

against IMO code whilst the second purpose is to increase its safety level without interfering too

much with its traditional values. Thus, it is very important to highlight the significance of IMO

stability and safety requirement in the best possible way to convince the vessels builder and fisher-

men to adopt the code.

The statistics produced by Malaysian Department of Fisheries indicate that there still

have a significant number of small wooden fishing boats being used at present. In 2015, there are

1294 registered fishing vessels in Kedah which accumulated about 18% of the total boats in Penin-

sular Malaysia. There are more than 13,000 fishermen in Kedah which equivalent of 14.2% of

total fishermen in Peninsular Malaysia (2). With these statistics, Kedah region is preferable and

appropriate place to initiate the stability assessment of traditional fishing boats and its compliance

with IMO Safety Recommendation ANNEX 29.

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TRADITIONAL FISHING VESSELS

It is very hard to clearly define a traditional fishing vessels in general. It can be defined as a wood-

en boat that are constructed to serve the fishermen performing their daily routine. This includes

commuting and running errands as previously mentioned. However, several factors traditionally

contribute to their own signature design. The design are varies depending on the other factors in

their region such as the operational circumstances faced, sociocultural and economic issue

(Helfrich, 1975). For example in Malaysia, with different environment and sea condition, leads to

a different design between the east (South China Sea) and the west coast (Straits of Malacca)

(Chua, 1998). Although, the trends start to diminish, but due to geographical condition, where

Malaysia is surrounded by water and inland waterways are easily accessible, the practice is still

well preserved. Commonly known as Sampan, it can be divided into several other category that

are defined by its shape such as Sekoci, Bedar, Kolek , Lepap and Bot Melayu (Azmeer,

2015).Hoever, the classification of the shape and its name would not be discussed in this research.

Wooden boat constructions are still alive in Malaysia due to several factors. Firstly, the

traditional boat builders are being trained since young age. They worked based on the experience

of the elders or master craftsmen without any well documented data (Rosyid, 2005). This practice

developed a habit to preserve the traditional design among traditional boat builders and reject any

changes needed. Lack of formal education and access to knowledge might also contribute to this

situation (Rosyid, 2005). On the other hand, without any documentation to back up their design,

regulatory bodies found very hard to vindicate the necessary changes are beneficiary. Benchmark-

ing against stability requirement by IMO may answer the performance of these traditional fishing

vessels.

In the meantime, traditional boat builders do not have capability and experience to deal

with the construction using glass fibre reinforced plastic (GFRP). They also cannot afford to invest

in GFRP manufacturing tools and equipment. The same things can be said with aluminium and

steel as vessels material. With the obvious labour, maintenance and repair cost sided with the tra-

ditional wooden construction, newly introduced design should be low cost, and have longer work-

ing life to ensure it possess great advantage in the eyes of the traditional fishing vessels builders.

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ANNEX 29: Safety on Stability Recommendation Guidelines

The safety of any vessels is the highest priority and one of the major aspect that need to be high-

lighted is the stability. Concerning the safety issue, stability related accidents have been reported

causing more fatalities, mostly in a group of less than 24 meters long vessel. In 2012 Míguez Gon-

zález et al. found that capsizing cases due to poor stability contributed up to 42% in maritime acci-

dents of Galician fishing vessels.

IMO played a big roles as a governance body over the decades in providing the standard

guidelines particularly on the stability requirement. Due to the increasing cases of unfavourable

incident with regards of safety in fishing sector, the IMO is placing increased emphasis on fishing

boat safety. By taking into account the inputs from Maritime Safety Committee (MSC), the AN-

NEX 29; Safety Recommendations for Decked Fishing Vessels of Less than 12 Metres in Length

and Undecked Fishing Vessels was approved in prioritizing this group of vessels. Its early publi-

cation is made in 2011 and is mainly categorized by 4 groups of design, as shown in Table 1.0.

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For this particular study, Category C has been chosen since it is the nearest category

available for stability assessment of small wooden fishing boat from Kedah. Due to that, for stabil-

ity assessment, an approximate formula for the minimum metacentric height GMmin, was suggest-

ed accordingly, based on the provision:

“3.3.2.1 For decked vessels for which, by reason of insufficient stability data, 3.2.1 cannot be ap-

plied, the following approximate formula for the minimum metacentric height GMmin, in metres,

for all operating conditions should be used as the criterion.”

(1)

According to 3.4.3, this approximate formula is also applicable for the undecked vessels,

where the calculated value of GMmin then will be compared with actual GM values of the boats.

Based on the data collection, the undecked vessel type is the preference design among the fishing

boat in Kedah region.

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Principle of Stability Assessment

Study have been highlighted that stability for small fishing vessels having more possibility of cap-

sizing risk comparing to the conventional fishing vessel (Webster & Sampson, 2006). Molyneux

in 2007 also addressed the similar point of review, mentioning that there is a need for calculating

the hydrostatics stability, particularly for small fishing boat. These reviews reflected to the main

aim, which is to assess the stability of small fishing boat. And due to that, IMO Safety Recommen-

dation ANNEX 29 is used as the guideline. Referring to the equation (1), the variables is mainly

from principle dimensions and some other additional parameters can be directly measured from

the boat. The minimum metacentre height (GM)min basically is a main criteria in assessing the

minimum requirement of stability for this study. The calculated value using the recommended

formula for each boat subsequently need to be compared with the actual GM of the boat. By this

comparison, the stability competency of each boat can be determined. Beforehand, all the meas-

ured boats need to re- modelled in Maxsurf Bently. Together with main dimensions and other

boats details such as weight and vertical centre of gravity (VCG), the hydrostatics data and stabil-

ity characteristics (GM) can be calculated. The GM value is important as it will be compared to

the minimum requirement provided by ANNEX 29 of Safety Recommendations for Decked Fish-

ing Vessels of Less than 12 Metres in Length and Undecked Fishing Vessels.

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METHODOLOGY

All the boats in this selected region were the experienced based, either design or construction. Due

to that, the first process involved in this study is to re- measure the existing real size boats. Manual

measuring processes have been used such as levelling, marking and zoning for each boat. This is

by mean of gaining the offset data. These offset data next will be the main input for three- dimen-

sional (3D) hullform development purpose. Maxsurf Modeller is used as a tool in developing the

hull form/ lines plan. Management of control points is a critical part in order to have a good lines

and curves for the model. A very cautious measure need to be given at this stage to ensure the size

at every station is according the offset data and the surfaces developed is fair and smooth. Once

the hull forms are modelled, the other details of the boats such as the materials used, frames spac-

ing, thickness of the planking and frames are define in the Maxsurf Structure.

This is needed in order to finalize the lightship and their longitudinal center of gravity

(LCG) for weight estimation purpose. Prior to that, a General Arrangement drawing is developed

for every single boats to get the details location of those CG. However, some of the data were old

and not fully available. This leads to some assumption based on the similar types, size and opera-

tional area. Based on the defined resultant weight and their centroids, the final hydrostatics data

and stability parameters can be calculated using Maxsurf Stability module. The hydrostatics data is

used to evaluate the hull form characteristics while the boat in stationary condition, especially for

underwater part. This is basically the most important data for any designers before they proceed

with further analysis such as stability, resistance and powering. The stability parameters such as

distance from keel to CG (KG) and distance from CG to metacentre (GM) then will be the main

input for assessment of stability of the boats. The value gained will be analysed and compared to

the Safety Recommendations for Decked Fishing Vessels of Less Than 12 Meters in Length and

Undecked Fishing Vessels provided by Maritime Safety Committee (MSC) under ANNEX 29.

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Result and Discussion

Looking back these traditional wooden boats design and construction process, which is purely

from experience and without technological and theoretical knowledge, the stability performance of

the overall result can be considered as acceptable. In Figure 1.0, out of 94 boats assessed, 46 in

number or 49% fall into the compliance group. It is a good to note that nearly half of these boats

theoretically can be considered as seaworthy and comply with the minimum IMO safety require-

ment. However, the most important issue regarding to this result is the concern of the other half of

the boats and improvement plan that should be noted.

Figure 1.0 Traditional fishing vessels stability performance against IMO Safety Recommendation

ANNEX 29

The generalization of weights on some of the boats during modelling process is one of the reasons

of this non- compliance result. The process of data taken is done onto the old boats and mostly

without the assistant of the boat builder. This leads to some assumption and generalization of a

few input data such as the specific type of wood, thickness for every frames, side planking, rail,

keel, stem and seat. This factors will slightly contribute to the percentage increase of non- compli-

ance result onto some of the boats. For example, if generalization of keel and frames using hard-

wood such as Balau as its type of wood which almost 30 % denser than Meranti certainly will in-

crease the weight of boat and as well as the GM. With the increase value of GM significantly will

increase the number of compliance fishing boat.

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As previously mentioned, the stability of the vessels are being judged with is metacentric value

(GM). The GM value of the failed or non-compliance vessels can be seen in Table 2.0.

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From Table 2, it can be derived that 20 non-compliance boats or 42% achieved 75% or more

against the IMO stability benchmarking and only 10 number of boats (21%) have 50% and below

as also can be seen in Figure 2.0. Clearly, existing traditional fishing vessels need to undergo only

little modification to ensure its stability compliance hence more safe to operate.

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Figure 2.0 Distribution of Percentage of Failure

CONCLUSION

The assessment of traditional fishing vessels performance against IMO Safety Recommendation

ANNEX 29 in Kedah shows that there is potential in utilising traditional design while keeping

safety requirements at its utmost regards. Although only half of the fishing vessels undergo the

evaluation process failed the compliance assessment, but most of them practically have been used

for many years and still can be considered fit its purpose. An assessment on the degree of failure

for the non-compliance vessels also demonstrated that 38 out of 48 achieved more than 50% of the

required GM. The values showed that existing vessels does not have to undergo major modifica-

tion. However, the details of the modification to increase its stability hence its safety need to be

addressed individually.

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On top of that, the most important is the safety awareness, which is need to be raised

among the fishermen sooner. It is essential to convince them to upgrade their vessels to accommo-

date the safety requirements. Furthermore, this awareness also need to be extended to the govern-

ment agency as a policy maker. Some aggressive initiatives are need for improvement, either on

existing boats or new design. A proactive effort is something to be expected especially in develop-

ing the procedure and guidelines in design and construction for new fishing boat, particularly for

Malaysia operational environment.

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REFERENCES

[1] Embun M., (2016, August 26). Fishermen rescued after eight hours adrift at sea following

boat capsize. New Straits Times. Retrieved from http://www.nst.com.my

[2] Omar Y., Farah E. H., Mohd R. J. & Muhammad A. M. (2015), ‘ Stability, Seakeeping

and Safety of Small Fishing Boats Operating in Southern Coast of Peninsular Malaysia’,

Journal of Sustainability Science and Management, 2, 50-56

[3] Shamsul E. H., Muhammad N. M., Ahmad A. R., (2015),’ Comparison of the Hull Form

Design for Small Wooden Fishing Boat Between Perak and Terengganu’, Marine

Frontier, (2) 139-148

[4] Rosyid D. M, Jonhson R. M. (2005),’ Developing Sustainable Fishing Vessels for a

Developing Country In the 21st Century’, Transactions of the International Journal of

Small Craft Technology, 147, 144

[5] Department of Fisheries Malaysia, ‘Perangkaan Tahunan 2015’, http://www.dof.gov.my/i

ndex.php/pages/view/2614 [24 August 2016]

[6] Míguez G. M., Caamaño S. P., Tedín A. R., Díaz C. V., Martínez L. A., & López P.

F. (2012). ‘Fishing Vessel Stability Assessment System’, Ocean Engineering, 41: 67-78.

[7] Molyneux, D. (2007). The Safety of Small Boats (Including Fishing Boats) Against Cap

size: A Review. Retrieved from nparc.cisti-icist.nrc-cnrc.gc.ca

[8] Webster, A. B. & Sampson, R. (2006). Suitability of Stability Criteria Applied to

Small Fishing Vessels and Associated Survivability Report No . 557 Report Control

Sheet Report Title: Research Project 557 - Suitability of Stability Criteria Applied to

Small Fishing Vessels and Associated Su (1-74).

[9] Helfrich P. (1975), ‘Small Boat for Pacific Islanders’, The proceedings of the ICLARM

Conference on Small Boat Design, No.2 1.

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ABSTRACT

Automation in ship operation is getting everybody’s attention as the specialised knowledge of

workers continues to decline. Classical control system like PD for track keeping or course chang-

ing has widely been used by on-board autopilot system. However, there are number of sophisticat-

ed ship manoeuvres, where the classical control systems fail. This paper describes one of such

manoeuvres where the intelligent controller works effectively to attain its goal, which is automatic

ship berthing. Ship berthing is a highly nonlinear multi input-multi output (MIMO) phenomenon.

To deal with such system, this paper presents two separate consistently trained multi-layered feed

forward neural networks for controlling the ship rudder and speed separately. Importance of creat-

ing consistent teaching data to ensure better learning of ANN has also been described. Finally, the

proposed controller is verified under gust wind disturbances with simulation and experiment re-

sults.

Keywords: Intelligent Control, Automatic Ship Ber thing, Ar tificial Neural Network (ANN),

PD Control

USAGE OF INTELLIGENT CONTROL FOR AUTOMATIC SHIP

BERTHING

YASEEN ADNAN AHMED

Section of Marine Design Technology, Malaysian Institute of Marine Engineering Technology,

Universiti Kuala Lumpur, 32200 LUMUT, Perak, Malaysia [email protected]

___________________________________________


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INTRODUCTION

The ever-increasing modern technologies often demand a promising solution of highly demanding

control problems. The evolution in the control area has been fuelled by three major needs. One for

the need to deal with increasingly complex systems, second for accomplishing increasingly de-

manding design requirements and the last one for the need to attain these requirements under in-

creased uncertainty. Although the conventional approaches have been proposed for such control

problems, successful applications can only be found within well-constrained environment. As a

result, numerous advancements have been made in developing the intelligent systems. One of them

is inspired by human’s central nervous system called artificial neural network (ANN). Since ANN

consists of several interconnected simple nonlinear systems which are typically modelled by the

transfer function, it has the capability to replicate human brains and perform the same action that a

human brain does in any particular situation. Regarding the potential of neural network for learn-

ing complicated behaviour of any non-linear system, researchers from several disciplines are now

designing ANN to solve different problems in pattern recognition, prediction, optimization, associ-

ative memory or control. Considering the application of ANN as a controller, it was first started by

Yamato et al. (1990) for automatic ship berthing. Later on, Fujii and Ura (1991) confirmed the

effectiveness of ANN as a controller using both supervised and non-supervised learning system for

AUVs. After him, ANN had been tried as a controller in different controlling aspects like tempera-

ture control, paper mill wastewater treatment control, engine air/fuel ratio control, process control,

arc welding control etc.

Ship berthing under environmental disturbances is one of such sophisticated manoeuvring

processes where any small mistake may lead to catastrophe. Therefore, the automation should have

been given some preferences during such berthing operation. To attain that purpose after Yamato

et al., Hasegawa and Kitera (1993) and IM and Hasegawa (2001, 2002) had continued the re-

search. Hasegawa and Kitera proposed ANN combined with expert system to assist ANN, while

Im and Hasegawa proposed separate controllers instead of a centralized one for command rudder

and propeller revolution output respectively. Both proposals played a vital role individually for

further development of this research.

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But in the presence of wind disturbances, the ANN often failed to guide the ship. In the mean-

while, Ohtsu et al. (2007) proposed a new minimum time ship manoeuvring method using nonline-

ar programming. Using his proposed method, the user can set desired equality and non-equality

constraints for any type of ship manoeuvres. By taking this advantage in creating consistent teach-

ing data, a unique concept named ‘virtual window’ was proposed by Ahmed and Hasegawa (2012,

2013a), the authors of this paper for the first time. Such window is consists of gradually changing

ship’s position as well as ship’s heading. To ensure minimum time manoeuvre, a ship with its ini-

tial heading is expected to start from the desired starting point of that window. Then by taking the

calculated rudder as proposed by the optimization method, it is guaranteed for each ship with dif-

ferent heading to reach the so called imaginary line. Such line is usually imagined by most ship

operators during berthing manoeuvre to ensure safe guidance of their ships. For the first time Kose

et al. (1986) mentioned about such strategy in his paper when he analysed the manoeuvring of

ships in harbours. This imaginary line is served as a goal during optimization and will also act as a

reference line for further descent. In this research, four of such virtual windows are constructed for

minimum time course changing. Each window has its limitation of maximum usage of rudder an-

gle used as non-equality constraint during optimisation. Following the imaginary line, ship will

drop propeller revolution according to speed response equation and stop at the end of it. Being

known the effect of wind disturbances during slow speed running along the imaginary line, in this

research a modified version of PD controller is chosen to deal with it. Such controller can correct

not only ship’s heading, but also the distance between the ship’s CG and the imaginary line. Final-

ly, by combining such course changing and track keeping trajectories, a complete set of consistent

teaching data is created. Using the set of teaching data, two multi-layered feed forward neural net-

works have been trained and several simulations and experiments are done to judge the effective-

ness of trained controller, considering wind up to 1.5 m/s for an Esso Osaka model ship which

would be 15 m/s for full scale considering the same Froude number.

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RESEARCH OVERVIEW

In this research, to ensure a safe and appropriate berthing manoeuvre, the manoeuvring plan is

divided into three basic elementary manoeuvres that are course changing, step deceleration and

propeller reversing. For course changing manoeuvre, using NLP method a concept named ‘virtual

window’ is introduced. Such window consists of gradually changing ship position as well as ship

heading. To ensure minimum time manoeuvre, a ship with its initial heading is expected to start

from a desired starting point of that window. Then, by taking the calculated rudder as proposed by

the optimal method, it is guaranteed for each ship with different heading to reach the so-called

imaginary line well ahead, which is 15 times of ship length (according to the IMO standard) from

berthing goal point. Such line is usually imagined by most ship operators during the berthing ma-

noeuvre to ensure safe guidance of their ships. This imaginary line, then serves as a goal during

the optimisation and acts as a reference line for further descent. In this research, virtual window is

constructed by considering four different rudder angles ±10°, ±15°, ±20° and ±25° as non-equality

constraints for minimum time course changing. Thus, each case has its limitation of maximum

usage of rudder angle during the optimisation.

After merging to the imaginary line, the ship is commanded to go straight by following

the sequential telegraph order made by maintaining the speed response equation. Finally, the en-

gine idling, which is followed by propeller reversing is tuned to stop the ship as close as possible

to the berthing goal point. During the berthing manoeuvre, there is a known fact that the ship ma-

noeuvrability reduces drastically in low speed. Therefore, whenever the ship runs straight along

with the imaginary line and its velocity gradually reduces due to the drop in propeller revolution,

the effect of wind disturbances becomes severe. If a ship motion is considered as signal and envi-

ronmental disturbances as noises, then in low speed straight running the signal-noise ratio be-

comes low enough for any controller to separate the noises from actual ship motion. Thus, even

ANN is trained to deal with wind disturbances, the differences in ship motion during regular speed

and low speed is quiet large and uncertain due to such high noises. As a result, instead of ANN, a

more sophisticated feedback controller is preferable to take an adequate rudder angle to guide the

ship in such situation. In this research, among different types of controllers, a modified version of

PD (proportional-derivative) controller is chosen to deal with it.

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Such controller can correct not only ship heading, but also the distance between the ship’s

CG (centre of gravity) and the imaginary line. As a result, even be a conventional PD controller, it

plays a significant role and works effectively than any other controller or rule based adjuster as IM

et al. (2002) used during low speed running. Finally, by combining such course changing and

track keeping trajectories, a complete set of consistent teaching data is created.

Using the consistent teaching data, two separate feed-forward multi-layered ANN con-

trollers have been investigated to find the suitable number of hidden layers together with the ap-

propriate number of neurons in each layer for rudder angle and propeller revolution outputs, re-

spectively. Such suitability is determined by considering the minimum squared error (MSE) as

evaluation function. The famous back propagation that is gradient descent algorithm is used during

training process where the network weights move along the negative of the gradient of the evalua-

tion function.

After proper training, several simulations are done for different staring points on virtual

window to judge the effectiveness of the trained controller, considering gust wind up to 1.5 m/s for

an Esso Osaka model ship (15 m/s for full scale considering the same Froude number). However,

in real cases, it would be extremely difficult to navigate a ship through a given starting point under

environmental disturbances to start the berthing approach. Therefore, the networks are also tested

for ship staring from some unexpected point within the constructed virtual window area. It means

that the ship may start from any point on virtual window that belongs to different initial heading or

from any arbitrary point as well. Since the ANN has its inherent interpolation ability and teaching

data are consistent in nature, it is expected for the controller of rudder angle to take adequate ac-

tion even the ship faces any unexpected situation. It is natural that some errors may remain after

course changing in such cases. However, the PD controller is believed to make further corrections

for heading and minimise the distance between the ship and imaginary line as well throughout its

decent. Such cases are investigated in this research.

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MODEL SHIP AND MATHEMATICAL MODEL

In this research among the different types of model available, ‘Esso Osaka’ 3-m model is chosen.

The main reason of choosing this model is the availability of large amounts of captive model test

results. The Esso Osaka model ship model scaled as 1:108.33. Its details are given in Table 1.

A modified version of mathematical model based on MMG (23rd ITTC meeting) is used for de-

scribing the ship hydrodynamics in three degrees of freedoms. In such MMG model not only hull,

propeller and rudder forces are considered separately, but their interactions are also taken into ac-

count. This MMG model can predict both forward and astern motion of ship for any particular

rudder angle and propeller revolution. The corresponding equations of motions at CG (center of

gravity) of the ship are expressed in the following form where the right side includes the hydrody-

namic forces and moment term due to hull, propeller, rudder and wind disturbances respectively.

WRPHZZZZ

WRPHxy

WRPHyx

NNNNrJI

YYYYurmmvmm

XXXXvrmmumm

)(

)()(

)()(

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where, X H, YH, NH are hydrodynamic forces and moments acting on a hull, X R, YR, NR are hydrody-

namic forces and moments due to rudder, X P, YP, NP are hydrodynamic forces and moments due to

propeller and X W, YW, NW are aerodynamic forces and moments due to wind. To consider the wind

disturbances, Fujiwara wind model (1998) is adopted and instead of steady wind, gust wind is con-

sidered (Davenport, 1967).

METHODOLOGY

Berthing Plan and Execution

Ship berthing is a combination of course changing and track keeping. Moreover, proper timing of

speed reduction is also very important. To execute any particular berthing operation, different ship

operators may have a different plan. In this research, similar to aircraft landing, the berthing ma-

noeuvre is planned to make first course changing from any given initial heading to a final desired

ship heading. This final heading with no sway speed and angular velocity will align the ship to a

reference line known as imaginary line. To imagine such reference line during berthing operation

is usually a common practice for most ship operators. After merging to this line, the ship will keep

its path and drop its speed according to the speed response equation as proposed by Endo et al.

(2003). In this research, the imaginary line is assumed to be 15L of length according to the IMO

standard. The berthing goal point is also considered at a distance of 1.5L from the actual pier as

proposed by Kose et al. (1986) while analysing the manoeuvring procedure followed by the ship

operator in case of real large ship to ensure safety. Figure 1 shows the details of the co-ordinate

system used in this research together with other valuable information.

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Figure 1. Co-ordinate system and other assumptions during berthing

Virtual Window Concept for Course Changing

Maintaining consistency in the course changing trajectories while training neural network, would

be a key factor to increase the robustness of the controller. In this research, NLP method for mini-

mum time course changing manoeuvre is utilized to do so. Then, considering the repeated optimi-

sation techniques as explained by Ahmed and Hasegawa (2013), several course changing trajecto-

ries for ship’s different initial heading and one particular final heading which is 240º with no sway

and angular velocity are got as seen in Figure 2(a). Here, the final heading 240º means making an

angle 30º with the pier i.e. the ship will align with the imaginary line after course changing.

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Figure 2. Idea of Virtual Window

During the optimization process, the time is set as objective function and rudder angle as optimal

variable. Moreover, four different rudder angles ±10º, ±15º, ±20º and ±25º are used as non-

equality constraints. Thus, for each constraint rudder angle, similar set of trajectories has got. The

repeated optimization technique used in this research is to generate the course changing trajecto-

ries by altering only the initial heading and keeping the same starting point. So, the plot of consec-

utive trajectories would be the same as shown in Fig. 2 (a), i.e., each trajectory ends with a differ-

ent end point. But, by following the reshuffling process as shown in Fig. 2(b), it is possible to

align the trajectories for a particular end point which will coincide with the imaginary line. There-

fore, after course changing, the ship continues to go straight along the line by gradually dropping

its propeller revolution. Such reshuffling process results a new set of starting points, each belongs

to a particular ship heading and it is possible to draw a curvature through such points. Such curva-

ture is named as ‘virtual window’. In this research, four different windows are constructed, each

result due to the constraint rudder angle used during the optimization technique. In order to predict

the manoeuvring motion, the MMG model mentioned in the previous section is used.

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Track Keeping using PD Controller

After making a proper course change using the calculated command rudder for minimum time

manoeuvre, the ship is expected to go straight if there would no wind disturbances. But, in real

cases such disturbances exist. Therefore, after merging to the imaginary line while reducing the

speed gradually, slight wind may cause drastic course changes if no action is taken to compensate

such disturbances. Considering the difficulties in maintaining course, especially in low speed un-

der environmental disturbances, in this research as a feedback controller PD is used which is men-

tioned in following expression. The first term of such expression provides the necessary correction

for maintaining the particular ship heading, second term belongs to minimizing the yaw rate and

the third term is for compensating ship’s deviation from the pre-set imaginary line. The coeffi-

cients used in the expression were tuned on a trial basis to ensure earlier response of the controller

in any slight disturbances.

where : desired heading angle, : ship’s current heading, : yaw rate, d1: deviation

from imaginary line, C1, C2, C3: coefficients

Maintaining a proper telegraph order is also important to stop the ship within an available

distance. This will also provide some inherent consistency while using the teaching data for train-

ing ANN for propeller revolution output. The sequence of telegraph maintained here is half ahead

during course changing, then it is followed by show ahead, dead slow ahead, engine idling and at

last propeller reversing. To judge the proper timing of telegraph order without damaging the en-

gine and propeller shaft, a time constant Tp of the ship speed response equation is used which is

mentioned below:

d

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where U(t) : ship velocity, n(t) : Propeller revolution, Tp : Time constant, Kp : Gain

Teaching Data Creation and Training of ANN

Combining the course changing and track keeping trajectories along the imaginary line, the whole

set of teaching data is created. In order to include the wind effect in teaching data, each successful

ship berthing trajectory is considered under 3 different wind velocities which are 0.2m/s, 0.6m/s

and 1.0 m/s for model ship. Each velocity is again considered for 4 different wind directions which

are 45º, 135º, 225º and 315º. Therefore, instead of using the wind information directly as input neu-

ron, the influence of wind is considered in way of somewhat deviated ship trajectories and at the

same time using the PD controller to correct them during low speed running. The resulting set of

teaching data considering the wind effect is given in Figure 3. Here it is noted that, the effects of

wind during course changing are not so severe. This is due to having a comparatively higher ship

speed than that of wind.

Figure 3. Teaching data including wind influence

)()()(

tnKtUdt

tdUT PP

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The above mentioned teaching data are then divided for left hand side (LHS) and right hand

side (RHS) approach to ensure similar course changing pattern (port or starboard). Using these

two sets of teaching data, two multilayer feed forward neural networks are constructed using Lav-

enberg-Marquardt algorithm as training function and mean squared error (MSE) as an evaluation

function for each case. Figure 4 shows the constructed networks for command rudder and propel-

ler revolution output.

Figure 4. Construction of ANNs

Considering figure 4, input parameters for command rudder output are u: surge velocity, v: sway

velocity, r: yaw rate, : heading angle, (x, y): ship’s position, : actual rudder angle,

d1:distance to imaginary line, d2: distance to berthing point. For propeller revolution, input param-

eters are u: surge velocity, : heading angle, (x, y): ship’s position, d1:distance to imaginary

line, d2: distance to berthing point.

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SIMULATION RESULTS

As a next step after successful training of ANNs, several simulations are done in different aspects

to judge the effectiveness of the controller in practical usage. Here it is noted that, although several

simulations are done (Ahmed and Hasegawa, 2012 and 2013) by assuming the ship successfully

passes through its desired virtual window point, but in a real situation considering the existing dis-

turbances, it is extremely difficult to do so. Therefore, it is usual that the ship may miss its ex-

pected staring point and start from its nearby point. Thus, to judge the controllers’ suitability in

real ship operation, the networks are needed to be tested for staring point flexibility i.e. starting

from arbitrary point.

Figure 6 illustrates the result for the ship starting with initial heading 160º, 180º and 200º

respectively, but from the same point on virtual window. Here, the point desired for heading 140º

on virtual window for rudder constraint ±15º is chosen. In case of initial heading 160º as shown in

the first row of the figure, the ANN first decides to take a port turn. Later on, it starts its expected

starboard turn but gradually. Therefore, the ship follows a long way and there exists a large gap

between the ship and imaginary line after course changing. This is a quiet unusual phenomenon

and may sometimes occur due to starting from unexpected point. However, the PD controller

works effectively to minimise such existing gap and at last, the ship successfully stops within the

expected zone. For the other two cases, the ANN controller takes proper decision and after a slight

port turn, the ship starts its expected starboard turn. Therefore, it takes a shorter path to travel as

well as less time to complete the berthing process. The wind disturbances considered in all three

cases are the same, which is average wind velocity of 1.5 m/s from 315º wind direction.

On the other hand, figure 7 illustrates the simulation results for ship starting with initial

heading 280º, but from three different arbitrary points. In all three cases, the controller takes differ-

ent decisions based on surrounding situation and succeeded to guide the ship up to the expected

safety zone. The wind disturbances considered in all three cases are the same, which is average

wind velocity of 1.5 m/s from 180º wind direction.

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Figure 6. Ship with different initial headings and same initial point

Figure 7. Ship with same heading and different

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EXPERIMENT RESULTS

Free running experiment system

To validate any research studies on autonomous navigation, it is very important to do the model

ship experiment first. Doing such experiments in a basin, often raises questions about the limita-

tion of basin size to fully testing the ship’s performances. Therefore, researchers are very keen to

do such navigational tests in open spaces like a pond or river that allows the model ship to face the

real environmental disturbances, which is known as free running experiment. This unique system

usually consists of several sensors that provide ship’s navigational information i.e. ship’s speed,

positions, turning rate etc. Figure 8 shows the total configuration of such system to have a brief

idea.

Figure 8. Free running experiment system

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Berthing experiments

In this research, the teaching data are categorised into two, depending on the left hand side (LHS)

and right hand side (RHS) approach of a ship and the networks are trained based on their ap-

proaching pattern. Therefore, two different types of experiments are carried out. One is for LHS

approach and another is for RHS approach. Initially, the experiments are carried out by assuming

the ship starting from its desired point on virtual window. Later on, the controller is also tested for

the ship starting from arbitrary point. Figure 9 shows the experiment results for LHS and RHS

approach while starting from different arbitrary points.

Figure 9. Berthing experiments for arbitrary starting point

Finally, the experiment results found in this research provide strong evidence that the proposed

ANN-PD controller is robust enough to ensure promising results in spite of the ship starting from

any unexpected or arbitrary point within constructed virtual window area. During these experi-

ments, the wind disturbance was one of the key factors to ensure the success of the controller. If

the wind blows beyond the permitted limit that is 15 m/s for full scale or 1.5 m/s for model ship,

then the results may vary drastically.

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CONCLUSION

This research starts with an intention to bring automatic berthing in real ship operation. To do that,

creating consistent teaching data for better learning of ANN controller is considered as a prime

concern. Using nonlinear programming (NLP) method, the problem is solved and a set of con-

sistent teaching data is ensured that contains not only variations in ship heading and starting point

but also in operating rudder angle. In order to increase the tolerance to cope with wind disturb-

ances in low speed running, as a feedback controller, PD is proposed to use. Combining these two

techniques, the whole set of teaching data is then utilized for training two separate ANNs for rud-

der and propeller revolution outputs, respectively to guide the ship up to a temporary berth. Fur-

ther on, simulations and experiments are conducted for the Esso Osaka model ship to judge the

effectiveness of the proposed controller.

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REFERENCES

[1] Ahmed, Y. A. and K. Hasegawa (2013). Automatic Ship Berthing using Artificial Neural Net-

work Trained by Consistent Teaching Data using Non-Linear Programming Method. Journal

of Engineering Applications of Artificial Intelligence, vol. 26, issue 10, pp.2287-2304.

[2] Ahmed, Y. A. and K. Hasegawa (2013). Implementation of Automatic Ship Berthing using

Artificial Neural Network for Free Running Experiment. Proc. of the 9th IFAC Conference on

Control Applications in Marine Systems, Osaka, Japan.

[3] Ahmed, Y. A. and K. Hasegawa (2012). Automatic Ship Berthing using Artificial Neural Net-

work Based on Virtual Window Concept in Wind Condition. Proc. of the 13th IFAC Symposi-

um on Control in Transportation Systems, pp.359-364. Sofia, Bulgaria.

[4] Davenport, A.G. (1967). The Dependence Wind Loads on Meteorological Parameters. Proc.

Of Conference on Wind Effects on Buildings and Structures.

[5] Endo, M. et al. (2003). Passage Planning System for Small Inland Vessels Based on Standard

Paradigms and Manoeuvres of Experts. MARSIM’03, vol._, pp.RB-19-1-RB-19-9.

[6] Fujiwara, T. et al. (1998). Estimation of wind forces and moment acting on ships. Journal of

the Society of Naval Architecture of Japan , vol. 183, pp.77-90.

[7] Fujii T. and T. Ura (1991). Neural-Network-Based Adaptive Control Systems for AUVs.

Journal of Engineering Applications of Artificial Intelligence, vol. 4, pp.309-318.

[8] Hasegawa, K. and K. Kitera (1993). Automatic Berthing Control System using Network and

Knowledge-base. Journal of Kansai Society of Naval Architects of Japan, vol. 220, p.135-143.

(in Japanese)

[9] IM N.K. and K. Hasegawa (2001). A Study on Automatic Ship Berthing Using Parallel Neu-

ral Controller. Journal of Kansai Society of Naval Architects of Japan, vol. 236, pp. 65-70.

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Abstract

This article describes the issues of Rohingya refugees who fled from their homeland using

boats when their rights are denied by the Myanmar government. The boat service was offered by

smuggler agents to the Rohingya refugees at a very high price. During the journey, the agents left

the Rohingyas because they were aware of the presence of local enforcement authorities. Thus, the

Rohingyas were left stranded in the middle of sea, particularly in the Straits of Malacca area. This

situation has forced them to live in limbo and face starvation and other health issues. Initially, the

nearby governments like Malaysia and Indonesia as well as Thailand took the responsible to save

them when they arrived at their shore. Despite the landing hands, these governments failed to

acknowledge the status of Rohingya as refugees due to the nationals’ interests. However, after

some advocacy process from the international body, these governments have organized diplomatic

meeting in order to look into this issue. Using the ASEAN platform, other countries like the Unit-

ed States, Japan and Turkey as well as international body show their support in handling this issue

too. This process can be described by the model of the two-track diplomacy which focus on the

ASEAN platform through external diplomacy as well as internal diplomacy. Based on the two-

track diplomacy, the issue of Rohingya refugees ‘boat people’ in Straits of Malacca cannot be

solved without the diplomacy initiative and collaboration between the involving countries in

ASEAN and international community.

Keyword: ASEAN, International Community, Malaysia, Rohingya, Diplomacy

THE STRANDED ROHINGYA REFUGEES ‘BOAT PEOPLE’: MALAY-SIA, ASEAN AND INTERNATIONAL RESPONSE THROUGH DIPLO-

MACY APPROACH

AIZAT KHAIRI, AMIRRUDIN YAACOB AND SARAH NADIAH RASHIDI

Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology,

[email protected]; [email protected]; [email protected]

___________________________________________

Corresponding author: [email protected];

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INTRODUCTION

In the year of 2015, the rights of Rohingya people from Myanmar are still in denied and

persecuted (Khin, 2015). Due to the lack of justice and recognition from the government of Myan-

mar, the long-building discriminatory policies have caused them to flee from their hometown to

uncertain destinations. Malaysia is one of the most common destination for Rohingya refugees to

escape to by boats due to the sea route (Equal Rights Trust, 2014). Diagram 1 shows the sea route

which the Rohingya refugees have embarked. Their escape tracked from Rakhine State in Myan-

mar towards the Bangladesh’s shore before heading to the south, probably Australia (McBeth,

2015). The diagram also shows that the Rohingyas were not only reaching Malaysia, but Thailand

and Indonesia as well.

The issue of the persecution of Rohingyas has been the highlight of 2015. In Myanmar,

their rights were initially denied when the military ruler took over the civil political power and

launch the martial law in 1962 (Mathieson, 2009). Then, in 1974, the military junta created a new

Immigration Act and has since denied the Rohingyas as part of Myanmar’s people. Following the

Act, in 1977, there was a massive operation called Dragon Min to eliminate the illegal people who

were deemed not Myanmar citizens (Htut, 2003). This marked the first mass exodus for the Roh-

ingya people under the junta operation. About 200,000 Rohingyas were forced to leave their coun-

try and majority of them managed to cross to Bangladesh and settle down at a camp. The second

mass exodus happened in 1991 when the Myanmar’s government created the 1982 Myanmar Citi-

zenship Law which totally denied the citizenship right for the Rohingyas (Min, 1992).

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Figure 1: Sea route by Rohingya ‘boat people’

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THE ROHINGYA ‘BOAT PEOPLE’ IN MALAYSIA

The previous exodus of Rohingya refugees happened in 2012 because of the ethnic crisis

between Rohingya and the local Buddhist in Myanmar (Habibollahi, McLean and Diker, 2013).

Similar situation reoccurred in 2015 because the Myanmar’s government has been officially per-

sisting in the denial of Rohingyas’ rights as citizens. As a result from the Myanmar’s official state-

ment, there were about 25,000 Rohingyas who left Myanmar in the first quarter of this year to

seek refuge. During the period from March to May, thousands of Rohingya left Myanmar with the

help of human traffickers by boat. According to the report of the International Organization for

Migration (IOM), about 8,000 Rohingya were stranded at the sea, left by human traffickers (IOM,

2015). The IOM’s official named Jeffrey Labovitz said :

“The Arakan Project, which monitors the Rohingya refugee situation and maritime move-

ments in Bangladesh, Thailand and Malaysia, has provided the figure of 8,000 which IOM be-

lieves is credible. With disembarkations in both Indonesia's Aceh and Malaysia's Langkawi we are

seeing a confirmation of boats stranded at sea. It is estimated that a journey can take four to six

weeks. With an estimated 7,800 departures in March and a further 5,000 in April it follows that

there will be a sizable number that remain off shore” (Dominguez, 2015).

The first ‘boat people’ was found at the area between Andaman Sea and Straits of Malac-

ca. About 575 or nearly 600 Rohingya refugees have been rescued from two wooden boats strand-

ed off the coast of northern Aceh province in Indonesia. A report from North Aceh police chief

Achmadi reveals that many of them were in starvation and exhausted because they were left about

seven days and some of them died during the journey (Medhora, 2015). The diagram below shows

the reported chronology of Rohingya ‘boat people’ who were stranded at sea:

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Figure 2: The reported chronology of Rohingyas ‘boat people’

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There was a boat consisting of approximately 2,000 people landed in Langkawi Island, Malaysia

on 10th May 2015. Based on local authority report, not all the ‘boat people’ were Rohingya, but

there were also Bangladeshis. All of them have been brought to the Malaysia’s immigration deten-

tion center located in Belantik, Kedah. The Malaysian government intends to send them back to

their country of origin but the decision is still yet to be made. The Malaysian government is wait-

ing for the result of a meeting involving related enforcement agencies chaired by the Home Minis-

try (Free Malaysia Today, 2015).

THE RESPONSE OF MALAYSIAN GOVERNMENT AND ITS PARTICULAR NEIGH-

BORS TOWARDS THE ROHINGYA ‘BOAT PEOPLE’ ISSUE

In the first place, the government refused to take responsibility towards the stranded ‘boat peo-

ple’ due to security reasons. Malaysian former Deputy Home Minister, Wan Junaidi Jafaar stated

“We have been very nice to the people who broke into our border. We have treated them humanely

but they cannot be flooding our shores like this” (The Guardian, 2015). According to Chris Lewa

(2015), one of the activist group of Arakan Project, while the European countries strive to make an

effort to stop North African migrants from drowning in the Mediterranean, Myanmar’s neighbor-

ing countries are reluctant to provide any assistance to the Rohingya ‘boat people’. Several inter-

national organizations as well as local non-governmental organizations have urged the Malaysian

government to save the Rohingya refugees. For example, Human Right Watch (HRW) has advised

Malaysia and others neighboring countries like Thailand and Indonesia to stop from playing a

deadly game in refusing stranded ‘boat people’ from landing on their shores (Human Rights

Watch, 2015). The UN secretary general, Ban Ki-moon, requested these involving countries to

open their sea borders in order to help the ‘boat people’ and at the same time reminded the local

authorities to keep the sense of humanity and responsiveness in providing assistance aid and to

respect the international ban on expelling prospective refugees (Kipgen, 2015).

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Phil Robertson, Deputy Asia Director for HRW stated that Thailand, Malaysia and Indonesia

should not worsen the situation by holding on cold-hearted policies to push back those ‘boat peo-

ple’. These policies are putting thousands of lives at risk; along with the constant persecution of

the Rohingyas by the Burmese government. He added other governments are advised to urge those

three governments to work together to rescue these desperate refugees and offer them humanitari-

an aid, help in processing claims, and resettlement places for those in need of international protec-

tion (Human Rights Watch, 2015). Furthermore, IOM has also pleaded to those governments to

save the ‘boat people’ in the name of humanity (BBC News, 2015).

Several days later, there was an immediate diplomatic meeting as mentioned by Malaysia

Foreign Minister, Anifah Aman together with his counterpart from Thailand and Indonesia about

the stranded ‘boat people’ issue (The Star, 2015). As a result from the meeting, only Malaysia and

Indonesia have agreed to help to those ‘boat people’. Malaysian Prime Minister Najib Razak has

ordered Royal Malaysian Navy (RMN) and Malaysia Maritime Enforcement Agency (MMEA) to

assists local NGO, Mercy Malaysia to conduct search and rescue efforts on Rohingya boats and

provide humanitarian assistance (News Straits Times, 2015).

Although Malaysia and Indonesia has agreed to help in bringing the rickety boats ashore,

both countries already made an official statement that the humanitarian assistance is only tempo-

rary. This policy shift by the Malaysian and Indonesian governments enabled the refugees to re-

ceive temporary shelter. This action is align with the international humanitarian law which enables

assistance to be channeled to the Rohingya refugees who were in crisis. However, both countries

made a clear statement that the international community could not expect them to administer the

problem again should there be another influx in the future (Jiji, 2015).

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DIPLOMACY AND TWO-TRACK DIPLOMACY

Henry Kissinger (2004) describes that diplomacy has often been seen as the art of resolv-

ing negotiations peacefully, or more generally, of identifying the national interest beyond the con-

straints and lack of visions expressed by elected politicians. In addition, Watson (2004) defines

diplomacy as the process of dialogue and negotiations by which states in a system conduct their

relations and pursue theirs purposes by means short of war. Both scholars attempted to elaborate

‘diplomacy’ as a process from negotiation activity through information gathering to communica-

tions matters. Meanwhile, Sharp (2009) states that diplomacy does not take place simply between

states but wherever people live in different groups. However, Kaye (2007) argues that diplomacy

is a way to ensure peaceful relations and to safeguard the interests of government in respective

countries abroad. Based on the definition above, diplomacy is an effort between countries in order

to seek mutual understanding for their interest and the process should be done in peaceful man-

ners.

According to Landsberg (2004), the two-track diplomacy should focus on internal and

external level to approach the regional political problems through some modification from the

certain perspective. Therefore, the problem of Rohingya ‘boat people’ issue which took place in

the region of South East Asia could be resolved with the role of Association of Southeast Asian

Nations (ASEAN) as a platform to organize possible solution. The two-track diplomacy can be

used through the ASEAN platform in dealing with the Rohingya refugees ‘boat people’ issue. It

can be done by focusing on two perspectives, which are the internal collaboration of affected

countries like Malaysia, Indonesia and Thailand and external support towards the role of ASEAN

in handling the issue. Nonetheless, the diplomacy action could not be implemented if there is no

driving factor towards it. Thus, the non-state actor can be seen as a push-factor to bring the two-

track diplomacy in action (Kupinska, 2010). So, this two-track diplomacy could be used in order

to handle the Rohingya ‘boat people’ issue in Straits of Malacca.

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THE INVOLVEMENT OF ASEAN ON THE ROHINGYA ‘BOAT PEOPLE’ ISSUE

To put the burden of solving the issues of ‘boat people’ solely on Malaysia, Indonesia

and Thailand is unreasonable. Therefore, the ASEAN global solution through its network of mem-

ber states should take part in handling the Rohingya refugees’ crisis before it gets worse. For ex-

ample, Malaysian Prime Minister, Najib Razak stated that Malaysia should not to be blamed re-

garding this issue, instead the problem was emerged at another place. He also added:

“We are very sympathetic to them (refugees) who are adrift in the open sea. Many were

killed, including children and so on… We will not allow, is pleased with this. That is why we re-

ceive some for landing and provide humanitarian assistance to them, but Malaysia is not supposed

to be charged with this issue because thousands more waiting to escape from their regional ar-

ea…” (Malaysiakini, 2015).

In stating Malaysia’s stand on the efforts to resolve the ‘boat people’ problem, the Prime

Minister, who is also the ASEAN chairman agrees with the statement made by United Nations

(UN) secretary-general Ban Ki Moon and Australian Prime Minister Tony Abbott (Vatsyayana,

2015). Although they respect the ASEAN principles about non-interference policy in any ASEAN

countries, exemption shall be made to certain issues which have spread across the countries.

ASEAN leaders should seat together and cooperate to find possible solution towards the rising

issues. Meanwhile, the Malaysian former Deputy Prime Minister, Muhyiddin Yassin said this du-

rable problem should be solved by Myanmar internally as this country is the source of problem

(Bernama, 2015), not solely by neighbouring countries like Malaysia, Indonesia and Thailand.

Malaysian Foreign Minister Anifah Aman has advised Malaysia and his counterparts

(Thailand and Indonesia) to work out a collective proposal under ASEAN and discuss it with My-

anmar to resolve the issue (Vanar, 2015). He hopes that Myanmar will agree to find solutions to-

gether before they take it to the international level. Meanwhile, Singapore agrees with the role of

ASEAN to solve the Rohingya ‘boat people’ issue. Its Foreign Affairs Minister, K. Shanmugam

said that the Singapore government is willing to solve this problem through ASEAN by offering

$200,000 as contribution (Mokhtar, 2015).

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The amount is part of an ASEAN-led initiative and Singapore would consider if there is

any specific request in the future to solve this problem. Singapore has given full support and wel-

comes the initiatives of Malaysia and Indonesia to provide temporary shelters for Rohingya refu-

gees as this country is unable to receive them due to the limited land. Singapore also stated that

Myanmar should be held accountable for this issue and ASEAN as well as international communi-

ty need to cooperate effectively to come up with better solutions.

THE INTERNATIONAL COMMUNITY RESPONSE

While ASEAN countries strives to find possible solution towards the stranded ‘boat peo-

ple’, the issue has attracted the attention from international community. Turkish President, Recep

Tayyip Erdoğan took the initiative on this issue by sending off the Turkish Navy to the coast of

Thailand and Malaysia to reach Rohingya Muslims who are stranded on boats (Putrajaya, 2015).

In addition, Prime Minister Ahmet Davutoğlu said that Turkey’s government is considering to

donate $1 million to IOM and the United Nations High Commissioner for Refugees (UNHCR) in

providing humanitarian assistance (Beawiharta, 2015). The efforts carried out by Turkey were

praised by the Malaysian Government as Minister in the Prime Minister's Department, Shahidan

Kassim said more nations should follow what Turkey has done in order to lighten the burden on

Malaysia and its neighbours to resolve the Rohingya ‘boat people’ issue (The Sun, 2015).

On the other hand, the United State of America (US) have played a role in trying to re-

solve this issue. The State Department’s Spokeswoman Marie Harf said that this is a part of inter-

national obligation for the United States to take a leading role in any humanitarian effort and will

cooperate with the United Nations refugee agency in order to resettle the Rohingya ‘boat peo-

ple’ (Bangkok Post, 2015). On the other perspective, Anne Richard, US Assistant Secretary of

State for population, migration and refugees, said that even if the United States assists in the Roh-

ingyas’ resettlement, it is not an effective solution for refugees. She advised Myanmar to cooper-

ate with other nations to find a better solution (Huffington Post, 2015).

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Japan as one of the Asian country offered their help in solving the Rohingya ‘boat peo-

ple’ issue. Japan’s Prime Minister Shinzo Abe stated that Japan is ready to help the Rohingya refu-

gees by using the platform of ASEAN network as a total solution (Rajoo, 2015). After several

meetings between ASEAN representatives and Japan’s government, Foreign Minister Fumio Ki-

shida has announced $2.2 million as emergency aid to IOM and UNHCR in dealing with the Roh-

ingya ‘boat people’ issue (United Nations University, 2015). Kishida added that the money will be

used to provide food and temporary shelter as well as to fund data analysis of Rohingyas’ move-

ments on the sea. Japan hopes that Myanmar's government will be committed in solving humani-

tarian crisis involving the Rohingya Muslims (Japan Today, 2015).

CONCLUSION

The Rohingya refugees who flew from Myanmar because they want to avoid persecution and to

look for better life opportunity. But, lives as refugees not as easy regarding to risk that they will

faced. The Rohingya use the help of agent to bring them out of the country to another place, but

they always been cheated and detain by the agent who forced them to pay at the high price. Fur-

thermore, the Rohingya are also the victims of human trafficking activity because human traffick-

ers are trying to smuggle them while they are on a journey to potential place in order to have a

better life. However, the human traffickers left Rohingya refugees because they were aware of the

presence of local enforcement authorities. Thus, the Rohingyas were left stranded on the boat in

the middle of sea, particularly in the Straits of Malacca area. This situation has forced them to live

in limbo and face starvation and other health issues.

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The two-track diplomacy through the ASEAN platform shows the issue of the Rohingya

refugees ‘boat people’ in the area of Straits of Malacca can be handled positively. Through inter-

nal diplomacy (track one), affected countries like Malaysia, Indonesia and Thailand have agreed to

allow the Rohingya refugees ‘boat people’ to their shore on temporary basis. These governments

have made a clear statement that the assistance is just for a short period and have requested the

international community to share the responsibility in dealing with this humanitarian problem.

Therefore, the external diplomacy initiative, through the ASEAN platform (track two) seems to be

a better medium for international community to support the efforts of handling the Rohingya refu-

gees ‘boat people’ issue. They can offer resettlement and repatriation initiative to help the refu-

gees as Malaysia, Indonesia and Thailand are unable to provide permanent shelters due to policy

resistance and nationals’ interests.

The issue of Rohingya stranded ‘boat people’ has influenced the Malaysian government’s

policy. Initially, Malaysia and its neighbors were reluctant to allow the refugees to enter their

shores. However, with the external pressure from the international community, as well as local

NGOs, these governments have opened their doors temporarily for the ‘boat people’. The policy

shifted from rejecting to receiving them and providing short-term shelter. The international com-

munity has assisted Malaysia and its neighbors by spending some amount of money and organiz-

ing the resettlement program to another country. The cooperation between Malaysia and interna-

tional community is initiated by the platform of ASEAN. Through ASEAN, all the particular

states’ members will be able solve the problems together by discussions and negotiations.

The issues of ‘boat people’ was not only for Malaysia and its neighbor to be responsible,

but it involve the international community as well to put the effort in solving this problems. All

parties like state government, international and local NGOs as well as regional cooperation like

ASEAN should cooperate to find the best solution by the approach of diplomacy and negotiations.

Hopefully, the problems that been faced by Rohingya people will not getting more bad compare to

the current situation and they can lives like other people in the world peacefully.

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ACKNOWLEDGEMENT

We would like to express our thanks to Universiti Kuala Lumpur Malaysian Institute of Marine

Engineering Technology (UniKL MIMET) for the support and encouragement.

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http://www.thestar.com.my/news/nation/2015/05/17/malaysia-rohingya-migrant-crisis/

https://www.theguardian.com/world/2015/may/14/malaysia-turns-back-migrant-boat-with-more-than-500-aboard

https://www.theguardian.com/world/2015/may/14/malaysia-turns-back-migrant-boat-with-more-than-500-aboard


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DETERMINANTS OF A SUCCESSFUL SHORT SEA SHIPPING

OPERATION: LESSONS FOR INDONESIA-MALAYSIA-THAILAND

GROWTH TRIANGLE

AMAYROL ZAKARIA

Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology,

[email protected]

ABSTRACT

Short sea shipping (SSS) hereafter plays a significant role in conforming sustainable movement

from the logistics perspective. Over the years, numerous studies have attempted to look into the

SSS requirements and to classify the SSS lines which are economically practicable. Notwithstand-

ing the efforts made to develop successful SSS operations, there still exists a great potential which

has yet to be used or not exploited enough for various reasons. This paper aims to review the key

factors which may contribute to Short Sea Shipping (SSS) operation that is currently beginning to

regain its popularity across the globe, by means of a comprehensive review of literature. Although

a myriad of important factors identified by means of empirical studies, particularly in Europe, the

United States and Southeast Asia, has been reported in the literature, a counter argument is that the

important determining factors which are required for a particular route or area may not be applica-

ble to another. In Europe, SSS was introduced to divert road freight transportation away from the

congested roads as its main purpose, whereas in Southeast Asian countries, SSS has been part of

the initiative to ensure the attainment of a well-connected Association of Southeast Asian Nations

(ASEAN) community. Hence, although important lessons can be learned from the European expe-

rience, more comprehensive studies need to be conducted before any SSS endeavour is initiated to

ensure the important determining factors for its success are identified. This would enable SSS in-

vestors along with local authorities of the countries involved to utilize their limited resources on

ensuring the success of their SSS undertaking.

Keyword: Short Sea Shipping (SSS), Association of Southeast Asian Nations (ASEAN), IMT -GT.


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INTRODUCTION

The globalisation of business and trade has gradually intensified over the years. It has been

formed by dislocated structures of procurement, production and distribution, thus resulting in sig-

nificant demands observed in the routine of logistics systems (Daduna et al., 2012) [11]. Presently,

the landscape of logistics has extremely transformed into a direct rival of other modes and thus it

is now subject to evaluation by regulatory disintegration and considerable bureaucratic hurdles,

which impede the formation of an accurate single market for shipping around the world (Paixao &

Marlow, 2009) [25].

Essentially, Short Sea shipping (SSS) as a transport mode has been encouraged by the

European Union (EU) as a practical alternative to road transport (European Commission, 2001)

[15]. On record, the rise of short sea shipping has been on the EU agenda since the early 1990s.

Despite many noble initiatives being undertaken, quite a number of long-standing problems not

being resolved in a timely manner has resulted in the market share of short sea shipping to fester.

Therefore, this paper has critically reviewed and for ease of reference, tabulated the significant

determinants, which have reportedly empowered feasible SSS operations in the notable contexts

of Europe, USA, and Canada in order to provide a framework for future research on SSS particu-

larly, among nations of the connected IMT-GT Sub-Region as well as the Association of South-

east Asian Nations (ASEAN).

Short sea shipping has presently begun to draw global attention from governments

around the world. This could be because most of the governments now attempt to find ways and

means to reduce both greenhouse gases and traffic congestion. In July 2003, Canada and the Unit-

ed States signed a Memorandum of Cooperation (MOC) on sharing Short Sea Shipping experi-

ence and information. Subsequently, the federal government of the USA engaged in an assessment

of short sea shipping through a series of workshops (Brooks & Frost, 2004) [6]. On the other

hand, over the past years, a significant attention has been paid for the expansion of short sea ship-

ping services in both Europe and North America. Besides, some recent studies by scholars have

also looked into the potential for short sea shipping activities on the east coast of Canada and the

USA (Brooks & Trifts, 2008) [7]. Notwithstanding the significant number of studies on SSS car-

ried out in Europe, North America and other parts of the world, a recent review of such published

works on SSS by Arof (2015) [2] revealed that it was still limited in numbers.


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This paper aims to identify important determinants which may facilitate the introduction

of a feasible SSS operation by means of a comprehensive review of related recent literature, main-

ly from the contexts of Europe, North America along with other parts of the world, if any. It is

hoped that such a review may significantly contribute to a better understanding of the density of

the variables involved and ensuring the efforts in relation to SSS translates into reality, particularly

among the member countries of IMT-GT Sub-Region that are embarking on their own interstate

SSS to ensure the accomplishment of a well-connected ASEAN Economic Community.

RESEARCH PROBLEM

Although SSS is by and large, considered as low cost, environmentally friendly and a safe means

of transportation (Arof & Nair, 2014) [3], in the case of IMT-GT sub-region, it has yet to achieve

significant level of recognition in terms of its market share (IMT-GT Blueprint, 2012-2016) [20].

In this regard, if SSS were to be an efficient alternative to road transport, it is required to achieve a

significant level of d recognition from both the public and private sectors. It is along these lines

that the researcher intends to investigate the key determinants that must be addressed first by the

IMT-GT interstate Ro-Ro SSS stakeholders and potential investors to ensure the success of their

SSS endeavours. While quite a number of determinants have been reported in the previous studies,

particularly in the contexts of Europe and North America, it can be argued that each area or corri-

dor may require separate studies owing to the key determinants between these corridors may not

be similar (Trujillo et al., 2011) [32].

LITERATURE REVIEW

Definition of Short Sea Shipping

In a comprehensive review of literature, it can be discovered that there is neither a clear definition

of SSS within the academic literature nor a common understanding among the professional mari-

time institutions. As in the case of academic literature, the term Short Sea Shipping (SSS) has

often been operationalized without any reference being made to its previous use. Nevertheless, by

means of a focused research, it is possible to identify various definitions. The European Commis-

sion defines SSS as ‘the carriage of goods by ships among the ports located within the geograph-

ical region of Europe or among these ports which are located in non-European countries with a

coastline on the enclosed seas around Europe (Capineri & Leinbach, 2007) [8]. Besides, Yonge &

Henesey (2005) [33] argued SSS can be considered as the shipping of cargo or for relatively short-

er distances or even to nearby coastal ports.


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Another definition provided by Stopford (2009) [31] is, SSS is considered as a distribution service

from regional main cargo ports to other ports.

Generally, SSS has been known under an assortment of names. For exploration purposes,

this study operationalized the definition of SSS as propagated by the European Commission i.e.,

the movement of cargo and passengers by sea among ports which are situated within the geo-

graphical region of Europe or among those ports which are situated in non-European countries

with a coastline on the enclosed seas bordering Europe. Short-range maritime transport usually

covers both national and international maritime transports, as well as feeder services, along the

coast and the islands, rivers and lakes (European Commission, 1999) [14].

The strengths of Short Sea Shipping

The geographical environment of the EU which can be considered as the simplistic accessibility of

ports (Islam et al., 2011) [21] along with the longest EU coastline, exceeding 67,000 km (Paixao

& Marlow, 2002) [26] may serve as a strategic situation for SSS, hence a major strength of it too.

Additionally, Paixao & Marlow (2002) [26] revealed that between an estimated 60 % to 70 % of

all industrial and production centres of the EU are located within 150 to 200 km of the coastline.

Another big strength of SSS is the capacity of it to carry relatively higher volumes of

goods than that of other modes which may culminate in a better use of economies of scale (Islam

et al., 2011) [21]. These economies of scale may in turn allow SSS to offer services at lower

freight rates and exploit the capacity which is underused without incurring high capacity-related

investment costs. Rojon & Dieperink (2014) [28] described SSS as the only transport mode, mak-

ing it possible to carry goods and raw materials at an affordable price range. This may have impli-

cations for door-to-door transportation of certain cargo types, namely the dry and wet bulk by

coastal sea and river vessels (Paixao & Marlowm, 2002) [26]. Based on its geographical advantage

and its capacity to carry high volumes of goods, SSS is able to foster the integration, cohesion and

economic development of remote areas within the EU or even beyond.

Considering the fact that SSS is an extremely capital-intensive industry, the market has

relatively higher entry barriers than for example, the road transport. This may serve as an added

advantage for the key players who have already been on the market as they can develop transport

systems in which, the most capital intensive mode is already present (Paixao & Marlow, 2002)

[26].


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While there can be congestion and space limitations in land modes, the capacity of the

sea on the other hand is virtually unlimited and the demands of infrastructural maintenance or ex-

tension is by far lower, too. SSS does not require sea lanes, but only a superstructure along the

coast that may ensure the safety of navigation (Islam et al., 2011). They also opined that the in-

vestment in infrastructure can also be seen as an investment in SSS, for example, a vessel traffic

management information system may help mitigate the effects of the broken transport chain.

Paixao and Marlow (2002) [26] also echoed a similar view in relation to this by stating that the

cost incurred for port maintenance and port investments is considered lower compared to all the

other land transport modes, especially due to the external costs involved; congestion and pollution.

The only external cost incurred in the business of SSS and this may be brought by the

participants who are not directly involved in an adequate port infrastructure, which is necessary to

control the entry and exit of goods to avoid congestion. This, however, has to be organised on a

mutual basis along with the involvement of different stakeholders to prevent the existence of bot-

tlenecks in transport chains. According to Paixao & Marlow (2002) [26], this situation implies that

SSS does not require innovation in the form of new investments in infrastructure, but the perfor-

mance can be easily increased by the cooperation of SSS and business related players. The imple-

mentation of a new philosophy may increase the flexibility, creativity, integrity, leadership and

openness to learning, which may help handle the market uncertainties and new logistical challeng-

es like Just-in-Time (JIT). In relation to capital intensity, which may give the SSS players’ busi-

ness a competitive advantage, there is also the level of skills and knowledge of players that may

equally act as entrance barriers (Paixao & Marlow 2002) [26].

As another external cost, Paixao & Marlow (2002) [26] referred to the average daily con-

gestion of 4,000 km within the road networks in the heart of Europe. This congestion, which is

associated with social cost, can only be removed or reduced by investing in new infrastructure

which in turn, may need to be made for the expenses of another social cost.

Additionally, Islam et al. (2011) [21] enlisted much lower CO2 emission per ton-km as

one of the big strengths of SSS. Thus the external cost can also be added to the smallest emission

of CO2, which SSS reportedly have on all transport modes. Paixao & Marlow (2002) [26] went

on to say that there is now an increasing environmental regulatory pressure imposed on industries

such as SSS which is fostering businesses to be innovative.


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In addition to bearing the cost of these regulations, such pressures may also help increase

the number of quality businesses, which will in the long run may offset costs incurred. Lastly, by

conserving the environmental friendliness of SSS, the number of fatalities related to SSS may be-

come relatively lower in comparison with the other modes, in particular, the road.

The advantages of SSS can also be seen from the economic point of view (Paixao & Mar-

low, 2002) [26]. The intra-European ship industry can actively contribute to their knowledge and

skills and to the success of SSS in relation to the adaptation of the ship design in SSS business.

Presently, an estimated 50 % of all ships manufactured in Europe are set for this particular market

(European Commission, 1999) [14]. This means that the comprehensive knowledge is not lost,

despite the pressure to reduce the cost arising from the Far East. The value of Knowledge, Infor-

mation, and Skills are actually seen as the most valuable asset of companies based on the fact that

it is not easy to be imitated and can be acquired only over time (European Commission, 2001)

[15].

Additionally, the advantages of SSS are the highest safety levels of dangerous goods,

based on the long distance of this cargo to humans, which may not be the case when using road

transports. Furthermore, SSS is capable of carrying large indivisible heavy unit loads which may

turn out to be a problem for other transport modes. Finally, SSS is one of two transport modes

which leave space for a higher and intense capacity usage behind the rail mode (European Com-

mission, 2007) [16].

Short Sea shipping markets

In terms of industry, Paixao & Marlow (2002) [26] distinguished SSS into three main areas which

are the feeder market, the pure intra-European market and the cabotage market. Paixao &Marlow

(2002) [26] argued that the feeder market can be seen as an extension of the ocean shipping mar-

ket in the form of a hub and spoke system of maritime transportation within the transportation

industry. Therefore, the feeder market may suffer from a similar mode of competition burdens as

faced by the ordinary pure European shipping market. However, the feeder services are seen as a

supplement to door-to-door services. Paixao & Marlow (2002) [26] retained their description with

the third category of SSS, i.e., the cabotage market, which can be incorporated into the previous

categories as pure domestic and island trade. It is, therefore, possible to recap the three different

possible types of SSS into one big market. SSS is a shipping market, which is either pure intra-

European transport in which, the final destination is already reached, or a feeding extension, na-

tional (cabotage) or transnational (Paixao & Marlow 2002) [26].


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An evaluation by Gouvernal, Slack, & Franc (2009) [19] examined the physical and or-

ganisational characteristics of maritime consignments, by comparing those sent by deep sea ship-

ping (DSS) with those sent by Short Sea Shipping (SSS). They also developed a very detailed sur-

vey that identifies individual shipments and contains information on the mode, routeing, and or-

ganisations involved. The findings indicated that most of the Deep sea consignments passed

through the major ports, but the SSS market was shown to be much more diverse. In general, SSS

traffic is considered as a means of helping these secondary ports survive (Gouvernal, Slack, &

Franc, 2009) [25].

Paixao & Marlow (2009) [25] explored the reasons of the market players having the dis-

position to focus constantly on several issues which had already been addressed in numerous EU

communications on transport and short sea shipping and unfortunately, they have not provided any

solution. Despite the fact that there was a large effort made by the EU to shift goods from road to

sea, the short sea shipping usage is however below expectations and is still lagging behind road

transport. Paixao & Marlow (2009) [25] concluded that if the European industry decentralises its

facilities from northern Europe, then trade flows may in turn become more balanced and short sea

shipping, more efficient. Another critical inference is that short sea shipping does not get much

attention at the industrial market even though much is talked about at the policy level (Paixao &

Marlow, 2009) [25].

METHODOLOGY

This paper presents an evaluation of the related literature in relation to the focus of the study by

closely referring to various studies carried out elsewhere. This study also presents a theoretical

review on SSS and determinants, and discusses the relationship between both SSS and the deter-

minants. Lastly, a systematic summary of the theory, empirical substantiation and the gap that this

study intends to fill is presented.

RESULTS AND DISCUSSION

Determinants for a Successful SSS Endeavour

From the European experience, Paixao & Marlow (2009) [25] analysed the service attributes that

SSS must deliver in order to be integrated into multimodal logistic chains in a more competitive

way. Following are the factors in descending order of importance: (1) carrier logistic network de-

sign and speed (2) cost of service (freight rates) and reliability and quality (3) carriers, representa-

tives, sales and after-sales behaviour (4) involvement in the forwarding industry (5) service guar-

antee (6) corporate image (7) commercial and operational and (8) carrier shippers relationship

policies and investment policies.


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As Paixao & Marlow (2009) [25] suggested, the results point to the need to focus on the efficien-

cy of the transport network and the adoption of a relationship management approach in which,

partnerships or strategic alliances are the foundations of such relations.

Paixao & Marlow (2009) [25] also revealed that the right mix of logistics strategies may

certainly improve customer service and, at the same time strengthen the marketing and logistics

relationship. They have also provided SSS with the ability to develop dedicated multimodal

transport services that may fit within the logistics needs of SSS end users. Moreover, they also

contributed towards the development of internal capacities and the ability to adapt to changing

market needs and values. They also revealed the concentration on core competencies may help this

change and more often than not, the short sea-operator (SSOs) may be forced into developing stra-

tegic alliances or partnerships with the different players in an attempt to minimize the cost. Coor-

dination, visibility and synchronisation may contribute to streamlining operational procedures and

the lean port network ideas can be implemented and even more, SSS may by then, be considered a

reliable transport mode (Paixao & Marlow, 2009) [25] .

In a similar vein, Ng (2009) [24] reported that the factors for SSS can be more complicat-

ed since they include more than one mode which comprises two attributes, namely monetary cost

and time requirement, these attributes can be further divided into three other categories, namely

maritime, road and port. In the same study, drawing on the simulated results, it was discovered

that SSS became more competitive when the use of vessels occupied relatively a higher proportion

of the multimodal transportation route and serving coastal regions, whereas the road haulage con-

tinued its dominance within the inland regions.

Garcia & Feo-Valero (2009) [18] in their study indicated that variables such as how ac-

cessible port infrastructure is, the overland distance covered by the shipment, the relative value

added for the freight, the size of the shipment and the type of company are equally as important as

determinants of modal choice for the traditional cost and transit time variables. Two years on,

Douet & cappuccilli (2011) [12] demonstrated that a poorly defined object of intervention may

result in implementing ineffective public policies in which, the tools may not be in line with the

objectives. They also argued that the lack of a standard definition had been a subject of discussion

in the academic world for the last 25 years and worse still, although some criteria were already set

and compared, but no clear consensus has been reported yet.


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They also indicated that though the EU’s geographical definition may be accepted, but it

does not aptly correspond to the purposes of its programs which aim to promote a shift from roads

to the sea. Without avoiding the 1999’s definition, the EU may need to clarify its position by

means of any relevant policy (Douet & cappuccilli, 2011) [12]. This implies that improved better

evaluation for each segment of the SSS market is necessary. The EU may need to devote more

attention to this matter than at present. They also revealed a perceived misconception about the

trucking corridors patterns, i.e., France reportedly stated that shorter transit time and distance al-

ways favour truck transport and may efforts to transform cargos into ports may not be achieved

(Douet & cappuccilli, 2011) [12].

In the context of community policies aiming to achieve sustainable mobility, European

institutions have of late been promoting SSS as an alternative and at the same time, it may serve as

a complement to land transport. Indeed, the European Commission has catalogued it as the only

mode of transport which is capable of sustaining the rapid growth of the European Union and of-

fering real possibilities of achieving a transfer of freight from road, improving competitiveness,

reducing environmental costs incurred and favouring the cohesion of the European Union (López-

Navarro et al., 2011) [23].

In the same study, they also argued that SSS must be developed with a clear intermodal

vocation, forging bilateral ties between among the shipping companies that operate lines of this

nature and their customers and the international road transport firms. They also indicated that the

use of SSS implies a major readjustment in their traditional way of operating, making it difficult

for them to decide on the use of this mode of transport and therefore, a matter of confrontation

between road transport and sea transport, but of encouraging cooperation between the two modes,

so that competition may take place within multimodal transport chains. They also argued that the

success of SSS is based on the cooperation and trust established between road and sea transports,

and the best results can be shown when both compliment each other in a coordinated way. In fact,

the literature points out that cooperation and long-term partnership in the channel may lead to im-

proved performance (López-Navarro et al., 2011) [23].

In terms of infrastructure, Daduna et al., (2012) [11] argued the modal-related infrastruc-

ture plays a crucial role in relation to the design of transport corridors. They also argued the spatial

implementation (or availability) and the capacitive design of routes as well as their intermediate

network, the logistics facilities are essential and there is a need to cover different transportation

modes which demonstrate differentiated case-related benefits due to the general framework em-

ployed.


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In the same study, it was stated that with regards to the efficient organisation of opera-

tional processes, the field of partly mode-specific ICT (information and communication technolo-

gies) systems may have to be considered as another significant factor. This requires the use of high

-performance ICT-based systems for planning as well as for monitoring and control (Daduna et al.,

2012) [11].

Johnson & Styhre (2015) [22] reported that ships spend approximately 40% of their time

in ports and approximately half of that time in waiting for various processes to initiate. Reasons

for the waiting were divided into five categories. These were, ranked in order of importance, wait-

ing due to: (1) ports open hours, (2) early arrival, (3) congestion and clearance procedures, (4)

unspecific reasons and (5) waiting for the pilot (Johnson & Styhre, 2015) [22]. On the other hand,

they also indicated that there is a need for a different approach which may help increase the effi-

ciency of a port call, for instance, longer opening hours, and more time and better tools for plan-

ning the sea voyage.

Recently, Santos & Soares (2016) [30] presented a model for the evaluation of SSS trans-

portation demand, considering both transit time and costs for unimodal (road) and intermodal

transportation solutions. They also revealed that cargo amounts carried by road or SSS may vary

significantly in terms of sailing speeds, as these two parameters are the most important in compari-

son with the relative time and cost. They argued that the parameter which may impact time

(tolerance for extra transit time in SSS and sailing speed) was found to be more important than

those affecting costs. For ease of reference, a summary of significant factors in ensuring the suc-

cess of an SSS endeavour through studies conducted on European SSS operations is presented in

Table 1 and Table 2:

Table 1. Determinants of a successful SSS operation for European

Determinants [2] [25],

[26]

[18] [19] [23

]

Monetary cost and time requirement * * Sea-leg distances * * Market size and transportation demand Transport Policy * * Logistics chains and intermodal transportation * * * ICT (information and communication technolo-

gies) systems

Network Structures Design Framework Port infrastructure and efficiency *


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Table 2. Determinants of a successful SSS operation for European

From the experiences of the USA, the Department of Transportation (DOT) has made SSS a high

priority in its National Freight Action Agenda. The first SSS initiative was launched in November

2002. United States Maritime Administration (MARAD) currently leads the way in promoting the

idea of the SSS with its Marine Highway initiative (Perakis & Denisis, 2008) [27]. MARAD has

organised four conferences on SSS in the time span of 2002 to 2006. The main purpose was to

raise awareness among stakeholders on SSS and further boost short sea operations (Perakis &

Denisis, 2008) [27].

In their study, they indicated that the Short Sea Shipping Cooperative Program (SCOOP)

had funded three studies looking into SSS and the first study by the US Merchant Marine Acade-

my, presented an economic analysis of a proposed short sea service with a RO-RO vessel designed

to carry 80 tractor trailers. The estimation of the required freight rate revealed that this was lower

than the truck freight rate for distance which was beyond 200 miles. This analysis, however, did

not include the terminal costs and the port fees, which in the case of SSS can be a major part of the

total transportation cost. The study also presented the findings of a survey that was sent to various

industry stakeholders, such as port authorities, shippers, and ship owners. The results showed that

the market size and transportation demand for short sea services are the most critical factors for

them (Perakis & Denisis, 2008) [27].

Determinants [12] [11] [22] [30]

Monetary cost and time require-

ment

* * *

Sea-leg distances

Market size and transportation

demand

Transport Policy

Logistics chains and intermodal

transportation

* * *

ICT (information and communi-

cation technologies) systems

*

Network Structures *

Design Framework *

Port infrastructure and efficiency *


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Sańchez & Wilmsmeier (2005)[29] demonstrated that the potential for short-sea ship-

ping within Central America may depend to a great extent on tackling the physical geographical

situation and regional trade pattern. They also revealed that the integration of SSS in regional

transport policies and infrastructure development plans seems very important. In order to strength-

en the potential of SSS in CA, it is important to initiate a process for the involved actors to create

awareness for the need of combining transport policy measures with regional economic develop-

ment initiatives (Sańchez & Wilmsmeier 2005) [29].

In the same study, they also indicated that transport policy-makers have to create guide-

lines for the development of SSS transport corridors, focusing on corridors along the Caribbean

and the Pacific coast. Moreover, a re-planning of the current road network is necessary to solve the

prevalent substandard conditions of the road network and further to develop an appropriate net-

work under an innovative multimodal transport development framework. On the other hand, they

also revealed politicians from different political levels have to be aware of this process as that

would culminate in creating political will. The cost of sharing between private and public sources

may require a systemic view and it is of importance to treat different modes of transport equally

with regards to the evaluation of new investment projects (Sańchez & Wilmsmeier 2005) [29].

The characteristics of SSS services and its system’s internal advantages with regards to

environmental performance, or investment needs in comparison with the other modes, making this

transport mode highly attractive in the prevailing situation of terrestrial transport infrastructure

deficits and high overland transport costs (Sańchez & Wilmsmeier, 2005) [29].

From the experiences of Canada, Brooks & Trifts (2004) [7] identified a number of chal-

lenges to the development of short sea shipping in the country, including port interfaces, transit

time, demand, seasonality, the extra cargo handling costs, and institutional rules. Specifically, they

also revealed that workshop participants wanted the government levels to work toward addressing

the regulatory irritants, including fees and restrictions, to assist with port infrastructure, to invest

in maritime technology, and to promote North American economic development. They also opined

that the next steps may need to include the government’s support for studies to identify broad op-

portunities for Canadian participation, and to assess commodities with market potential and tech-

nologies that could be commercially made successful (Brooks & Trifts, 2004) [7].


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In another study, Brooks & Frost (2008) [6] indicated that with respect to the service

characteristics of transit time and price, there was convincing evidence that these factors were sig-

nificant. They also concluded that the more reliable the service, the more likely the mode will be

chosen. They also found that to the question of what factors may influence the respondents to con-

sider switching to SSS also revealed that the majority of them cited that price, reliability, and

transit times are key service characteristics of any service provider. For ease of reference, a sum-

mary of the significant factors in ensuring the success of an SSS endeavour through studies con-

ducted on US SSS operations is presented in Table 3 below:

Table 3. Determinants of a successful SSS operation for the US

Finally, from the experiences in ASEAN, in the East Asian region, the SSS is considered essential

elements of available transport services, due to the geographical conditions and the industrial loca-

tion structures (Ducruet et al., 2011) [13]. Thus, the SSS is for Japan is deemed a cornerstone of

the operational processes in relation to its national traffic, in which, there is predominantly RO-RO

transport (Baird, 2007) [5].

However, the improvement of the performance of the SSS due to shorter travel times also

may also cause a disproportionate rise in energy demand, which cannot only counteract the cost

targets but also may have a negative impact on the environmental situation. In addition, SSS ser-

vices to connect Korea and the Japanese industry as well as the Chinese mainland can turn out to

be significant over the coming years (Furuichi, 2005) [17]. Nevertheless, there are limited studies

of the key success factors for the SSS operations in the ASEAN region (Arof, 2015) [2].

Determinants [29] [6], [7] [27] Monetary cost and time requirement * *

Market size and transportation demand * *

Transport Policy * *

Logistics chains and intermodal transporta-

tion

* * *

ICT (information and communication tech-

nologies) systems

* *

Port efficiency *

Port pricing policy * *

Awareness of SSS * Political support *


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A recent study, carried out by Arof (2015) [2] employed a Delphi technique revealed that

there were several key success factors for the SSS which were adequate port facilities and equip-

ment, harmonization of administrative procedures among port, suitable ship type in relation to

payload, distance and speed and lastly, good intermodal links and government assistance at initial

period. For ease of reference, a summary of the significant factors in ensuring the success of an

SSS endeavour through studies conducted on ASEAN SSS operations is presented in Table 4 be-

low:

Table 4. Determinants of a successful SSS operation for BIMP-EAGA Sub-Region

Implication for ASEAN Countries

Referring to Table 1 and Table 2 above, the `*` specifies the researchers observed that the determi-

nants that have frequently been reported in European SSS studies are (1) Monetary cost and time

requirement, (2) logistic chains and intermodal transportation, (3) Sea-leg distances, and (4) Port

infrastructure and efficiency. On the hand, from Table 3 above, the `*` specifies the researchers

observed that the determinants that have frequently been reported in US SSS studies are: (1) lo-

gistic chains and intermodal transportation, (2) Monetary cost and time requirement, (3) Sea-leg

distances, (4) Transport Policy, (5) market size and transportation demand, and (6) ICT

(information and communication technologies) systems. In this regard, from Table 4 above, the `*`

specifies the researcher observed that the determinants that were listed in BIMP-EAGA Sub-

Region SSS studies are: (1) Adequate port facilities & equipment, (2) Harmonization of adminis-

trative procedures among ports, (3) Suitable ship’s type in relation to payload, distance & speed,

(4) Good intermodal links, and (5) Government assistance at initial period.

In term of discussion, even though quite recent studies were conducted within the

ASEAN region, but it is still considered limitedly concerning the key success factors for a feasible

SSS. As can be observed from Table 1 and Table 2, which are more comprehensive, those factors

could also be applicable to the ASEAN environment to guarantee the operation of a feasible SSS

in the sub-region.

Determinants [2]

Adequate port facilities & equipment * Harmonisation of administrative procedures among ports *

Suitable ship’s type in relation to payload, distance & speed *

Good intermodal links * Government assistance at initial period *


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Yet, since separate areas or routes may have their own particularities, a detailed study may howev-

er be required to ensure the main determinants which may influence the success of their SSS en-

deavour which have been identified (Arof, 2015) [2].

In addition to the earlier argument, due to the coastal nature and archipelagic of the

ASEAN region, most of the routes recognised would involve networks between the island and

mainland or involving an inter-island link for which, no other suitable alternative mode of trans-

portation, especially for freight movement is available (Arof, 2013) [1]. Definitely, lengthy and

inefficient cross-border procedures which may increase pointless frictions and costs to transport

operators and consumers, have been documented by some of the governments in the ASEAN re-

gion as an important challenge that need be recognised in order to achieve the aspired ASEAN

community (ASEAN, 2011) [4].

CONCLUSION

In conclusion, the argument by several scholars by means of their studies focusing on SSS in the

European context, the SSS operation for each route or area reportedly may have its particularity.

This has been found to be clearly supported by the views posited by other scholars upon a compre-

hensive review of literature of studies that have been focused on European SSS itself (Arof, 2015)

[2].

Based on the discussion in the foregoing sections, the present challenge being faced by

SSS is to determine the appropriate determinants in order to achieve the goal of SSS operation as

well as SSS services. Indeed, it seems highly unlikely that significant use of any alternative deter-

minants of feasible SSS may occur unless clear determinants are identified. By means of determin-

ing the appropriate determinants, SSS may therefore, be considered as an alternative to road

transport if it were to show some comparative advantage and if it were able to adapt to the needs

of the demand for transport by making door-to-door maritime services available to users, thereby

providing a real competitive alternative to road transport especially for the IMT-GT Sub-Region.

Intermodal transportation and logistics chains as the main activity of SSS may require some spe-

cial attention to the modes for which, there is an exchange from one mode to another.

To achieve a paradigm shift from roads to SSS, various interventions may have to be un-

dertaken. For this policy to work effectively and efficiently, it would have to redress some of the

major failures in the sector first. Numerous studies have shown how the inclusion of external costs

can effectively change the financial and social positions of SSS in relation to road freight

transport, and in so doing, the profile of SSS as a feasible freight movement alternative has to be

raised.


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Given the limited degree of internalisation of external costs, road transport still retains its competi-

tive advantage. However, the correct dimension of appropriate determinants of SSS for promoting

environmentally friendly transportation alternatives may ensure successful implementation of SSS,

thus highlighting the welfare gain for society as a whole.

RECOMMENDATIONS

It is the researcher’s view that, notwithstanding the limitations associated with the present review

study, it may still serve as a guide for future research. Future research of this kind may broaden the

scope of study concerning SSS operation, i.e., detailed observations on the practices and aware-

ness of SSS especially within the ASEAN region. In other words, a more rigorous and comprehen-

sive review of literature in this regard, is therefore absolutely necessary. Moreover, comprehensive

observations including gathering data from huge samples, as well as proper interviews to gain ac-

curate perspectives without distortion and dilution concerning this area of research are deemed

significant in future studies.

ACKNOWLEDGMENT

The author thanks to Cmdr (R) Dr. Aminuddin Md Arof, Assoc. Prof. at Universiti Kuala Lumpur

for the research guide; and the Universiti Kuala Lumpur, Malaysian Institute of Marine Engineer-

ing Technology for providing a favorable environment to conduct this research.

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CALL FOR PAPERS To inculcate the research culture amongst academics, Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology (UniKL MIMET) is publishing the Marine Frontier@UniKL Research Bulletin. For a start, the bulletin will be published two times a year, in March and September. Original research papers, which have not been published or cur-rently being considered for publication elsewhere, will be considered. Accepted Types of Research The papers accepted for the bulletins must be based on any of the following types of research:

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