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EDITORIAL
CHIEF’S EDITOR MESSAGE
CHIEF EDITOR
THE EFFECTIVENESS OF PORT
STATE CONTROL REGIME ON BULK
SHIPPING
Page 1 - 9
TEMPERATURE MONITORING
SYSTEM FOR CAN COOLER
THERMOELECTRIC TECHNOLOGY
USING PERIPHERAL INTERFACE
CONTROLLER (PIC)
Page 10 - 17
MAINTAINING OF SHIPS:
THE IN-SERVICE SUPPORT
APPROACH
Page 18 - 29
BALLAST WATER TREATMENT
SYSTEM. 1. AN INTRODUCTION
Page 30 - 37
HIGH TEMPERATURE
COMPARTMENT WITH
TEMPERATURE CONTROLLER
SYSYTEM USING PERIPHERAL
INTERFACE CONTROLLER (PIC)
Page 38 - 45
OPTIMIZATION OF QUALITY
IMPLEMENTATION IN OFFSHORE
STRUCTURE CONSTRUCTION
TOWARDS GREATER
COMPETITIVENESS
Page 46 - 59
INTERNATIONAL MARITIME
REGULATIONS ON DYNAMIC
POSITIONING SYSTEM
Page 60 - 67
DEVELOPMENT OF LEGAL
FRAMEWORK GOVERNING THE
CARRIAGE OF LIQUIFIED NATURAL
GAS (LNG) WITHIN COASTAL
WATER FROM MANAGEMENT AND
ENFORCEMENT ASPECT
Page 68 - 77
TREND ANALYSIS OF SEA LEVEL
RISE FOR WEST COAST OF
PENINSULAR MALAYSIA (LUMUT)
Page 78 - 89
DESIGN OF INTEGRATED FLUID
PARAMETRIC ANALYSIS
WORKBENCH
Page 90 - 115
Prof. Dato’ Dr. Mohd Mansor Salleh
EXECUTIVE EDITOR
Assoc. Prof. Dr. Mohd Yuzri Mohd
Yusop
COORDINATING EDITOR
Dr. Siti Habibah Shafiai
EDITORS
Assoc. Prof. Aminuddin Mohd Arof
Mr. Ahmad Azmeer Roslee
Mrs. Fauziah Ab Rahman
Mr. Hamdan Nuruddin
Mr. Aziz Abdullah
Dr. Redzuan Zoolfakar
Mrs. Shareen Adleena Shamsuddin
Mrs. Wan Suhailaliza Wan Mohd
Hussin
EDITORIAL MEMBERS
Mrs. Norfadhlina Khalid
Mrs. Maziah Mohd Ali
Engr. Nurshahnawal Yaacob
GRAPHIC EDITORS
Mr. Azzahari Hamid
Mr. Mohd Khairuddin Abdul Karim
MIMET Technical Bulletin | Volume 3 (1) 2012
© 2012 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 transmitted 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
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MIMET Technical Bulletin | Volume 3(1) 2012
Research in Marine Engineering
As a direct result of the 1 National Marine Industries Forum (INMIF) held in 2010, the Malaysian Shipbuilding/
Ship Repair Strategic Plan 2020 (SBSR 2020) was promulgated by MIGHT (Malaysian Industry Government Group for
High Technology) with inputs from all the relevant personnel from the various private sector groups and government
agencies through its Maritime Interest Groups.
st
The plan, which sets the national agenda for the marine industry up to 2020, targets to capture 80% of the local market and 2% of the global new- build market, up from 50% and 1% respectively. For ship repair, the plan has set
its sights on capturing 3% vessel plying the Straits of Malacca and 80% of the South China Sea offshore repair market.
The estimated industry growth rate and the employment growth rate for the next 10 years are 10% and 6% respectively. It is expected to contribute a revenue of RM19 billion and 55,000 new jobs.
It has been almost a year since the SBSR 2020 was launched by the Prime Minister in LIMA 2011 (Langkawi International Maritime & Aerospace Exhibition). Since then we have had another National Forum (the 2NMIF), the 2 nd
National Marine Industries Forum on 2nd October 2012.
The 2NMIF was to follow up and discuss issues on achievements, developments and to suggest solutions to
problems that could hinder the achievements of the SBSR. Unfortunately, the forum was too short for proper in-depth
discussions to be carried out. Questions and answer sessions with one or two disjointed queries to agencies will not
contribute to achieving strategic objectives.
It is hoped that more in- depth discussions and deliberations can be done for the next NMIF. Alternatively,
working groups should be set up immediately to monitor and suggest improvements, if necessary, so that the targets of
SBSR 2020 would be achieved. A concerted effort by all concerned is needed to ensure that the hard work put in by
MIGHT Marine Interest Group should be realized. In terms of Human Capital Development, UniKL- MIMET is ever willing
to contribute fully.
Within UniKL –MIMET we have the technical expertise to help realise the aims and targets of SBSR 2020. Our
programs of training involve both technical streams of Marine Engineering (to quality for CoC examinations later), Naval
Architecture, Marine Electrical and Electronics as well as the management streams of Maritime Operations. All these
are at degree levels except for Marine Engineering. MIMET is also preparing to offer in not too distant future, degree
Marine Engineering and Offshore Structures. Our academic staff are industry- experienced and dedicated to produce
quality human capital for the maritime industry.
THE EFFECTIVENESS OF PORT STATE CONTROL REGIME ON BULK SHIPPING
AMINUDDIN MD AROF¹, MUHAMMAD HELMI ZULKIFLY²
¹Department of Marine and Design Technology
²Bachelor of Maritime Operations
Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology
Recieved 10 July 2012; Revised 21 August 2012; Accepted 31 August 2012
ABSTRACT
Port State Control (PSC) is the inspection of foreign ships in other national ports. It is meant to verify the competency of
the master and officers onboard and ensure the condition of a ship and her equipment comply with the requirements of
international maritime conventions. It was introduced in 1982 through the Paris Memorandum of Understanding (MOU)
in Europe. Ten years after the Paris MoU was formed, another regional MOU, which is known the Asia-Pacific (Tokyo)
MOU came into being and enforced in the Asia Pacific region. Malaysia is one of the state parties to Tokyo MOU that is
meant to ensure the compliance of various International Maritime Organization (IMO) conventions among foreign ships
visiting her ports. Port State Control Officers (PSCOs) are responsible to carry out port state control (PSC) inspections on
ships on behalf of their governments. The aim of this research is to determine the effectiveness of PSC regime on bulk
shipping in Malaysian Ports. In order to determine the effectiveness and perform a statistical analysis of the PSC regime in
Malaysian ports, data collection using a cross-sectional survey has been chosen. The data gathered are compared with the
data available from Tokyo MOU annual reports and online database. It is hoped that this study would contribute to the
small pool of research involving the PSC regime on bulk shipping in Malaysian ports.
Keywords: Port State Control (PSC), Flag State, Tokyo MOU, PSC Officer (PSCO), International Maritime Organization
(IMO), SOLAS, MARPOL.
___________________________________________
Corresponding author: [email protected]
1
The flag flown by the ship determines the national law that governs the ship and how and where an action can be
enforced in relation to that ship. The flag state is expected to enforce applicable international rules and standards
concerning safety of ships and persons on board, as well as the prevention of marine pollution. In normal circumstances,
authorised classification societies would survey vessels on behalf of the flag state to ensure that it meets the registration
and certification requirements.
By and large, international law does not provide a port state with jurisdiction over foreign vessels except in some
exceptional circumstances. Unfortunately, not all flag states have been willing or able to implement the prescribed
standards and safety codes introduced through the various international conventions. As a result, it was reported that
there were an average of 276 total losses of vessels annually since 1950 claiming an unacceptable number of human life
world wide. (Clarke, 1994) Hence, the port states were left with no other choice other than taking active steps to help
themselves.
THE PORT STATE CONTROL REGIME
For a considerable period of time, international conventions have been created and developed on the basis of the
safety of the ships being regulated by the flag states. The International Maritime Organization (IMO), a specialized agency
of the United Nations, started to develop international treaties and other legislation concerning safety and marine
pollution prevention in the 1950s in order to develop international standards that would replace the multiplicity of
national legislations existed earlier. IMO has produced many legislations relating to merchant shipping activities over the
years where majority of the countries of the world are members to these conventions. Nevertheless, althougth the
conventions were ratified by their flag states, it is still possible to find shipowners who purposely risk the health and lives
of their seafarers onboard ships that are not safe by not complying with the requirements of international conventions.
Enforcement of international conventions has nevertheless, raises many problems. They may take a long time to
be incorporated into the national legal system of each state. The coming into force of a convention does not necessarily
mean its effective enforcement. The shipping community also relied on the flag states to provide overall control. This has
been very difficult to achieve especially with the popularity of the flags of convenience countries that did not impose strict
enforcement on their vessels. Over the years, flag states have also gradually relied more and more on classification
societies to regulate and control the standards laid down by the IMO. However, the control mechanisms applied by some
of the flag states and classification societies have proven to be adequate enough to enable the removal substandard
vessels from the oceans.
2
The origin of PSC rests upon the memorandum of understanding (MoU) between eight North Sea States signed at
The Hague in 1978. The background of this memorandum can be traced back to a maritime session of the International
Labour Conference that adopted the Merchant Shipping (Minimum Standards) Convention in 1976, which is known as ILO
Convention No. 147. This Convention was aimed to inspect vessels that entered the ports of member states. On March
2nd, 1978, the Hague Memorandum was signed by the maritime authorities of the eight countries with the aim of
conducting surveillance on seagoing ships to ensure the requirements stated under the ILO Convention No. 147 were
successful. This MoU was further enhanced when its members together with the representatives of the Commission of the
European Communities, IMO and the International Labour Organization (ILO) met in Paris in December 1980 to begin
drafting the Paris MoU on Port State Control that was finally adopted in January 1982.
The Memorandum of Understanding on Port State Control in the Asia-Pacific Region 1993 (Tokyo MOU)
The Asia-Pacific PSC regime is patterned after the Paris MOU regime. The success shown by the Paris MOU has
led to the initiation of a similar arrangement for the Asia-Pacific region. In December 1993, 19 maritime authorities of the
Asia-Pacific region met in Tokyo to sign the Asia-Pacific Memorandum of Understanding on PSC (Tokyo MOU). The parties
agreed that the maritime authority of each of the signatories would establish and maintain an effective system of PSC,
determine an annual percentage of individual foreign merchant ships to be inspected and consult, as well as cooperate
and exchange information on vessels with other authorities.
Table 1: Signatories of the Tokyo MoU
3
With the dedicated efforts and contributions by the 19 member countries, the Tokyo MOU enjoys continued
success and achievements. In its Annual Report of Asia Pacific PSC 2010, it was highlighted that the total number of PSC
inspections by the Tokyo MOU exceeded 25,000 for the first time. Inspite of the increase in the number of inspections, the
detention rate has declined during the past two years. For some ships that are repeatedly detained with no effort or
improvement, the Tokyo MOU has its own strategy, which is to publish a list of “under-performing ships”. This data may
accessible through their online database, to immediately warn flag states and companies that their ships will be inspected
by port states at each and every port of call within the region. Such effort in combination of other initiatives introduced by
Tokyo MOU would hopefully reduce the number of sub-standard ships from the Asia Pacific waters.
The Scope of Port State Control
Unlike Flag State Control that could be delegated to classification societies, PSC is enforced by the Port State
Control Officers (PSCOs). The PSCO’s powers are derived from the sovereign state which employs them. A PSCO should be
an experienced person qualified as a flag state surveyor and able to communicate with the master and key crew members
in English. However, the PSCO may not have any seagoing experience. In principle, he should not have any commercial
interest in the port, the ship or be employed by or on behalf of a classification society. In addition, all PSCOs must carry an
identity card issued by their maritime authorities as evidence of the authority given to carry out inspections. Inspections
may be carried out by a single or by a team of PSCOs depending to some extent on the size and type of ship and the
resources available on any particular day. A PSCO may impose the following courses of action on a ship:
i.
Rectification of deficiencies prior to departure.
ii.
Rectification of deficiencies in the next port, under specific conditions.
iii. Rectification of (minor) deficiencies (only) within 14 days.
iv. Detention of the ship. (Ozcayir, 2001)
Port State Control Regime on Bulk Shippping
Bulk carrier is a merchant ship used to transport unpackaged bulk cargo such as cereals, coal, ore, and cement.
Bulkers must be carefully designed and maintained to withstand the rigors of their work. They may carry cargo that is very
dense, corrosive, or abrasive, and they are especially exposed to the dangers of cargo shifting which can cause a ship to
capsize. Hence all enforcement bodies should be concerned on the inspection of the bulk carriers and have to keep in
mind of safety precautions in order to avoid any incident happens. An initial survey of a bulk carrier by a PSCO might
identify possible suspected areas requiring inspection. IMO resolution A744(18) requires a specific survey programme that
includes access arrangements and the requirements for a detail survey and thickness measurements.
4
The survey report file held onboard should therefore consist of (Hoppe, 2002) :
i.
Reports of structural surveys.
ii.
Condition evaluation reports.
iii. Thickness measurement reports and survey planning documentation.
In order to ensure the inspection run smoothly, the impression of hull maintenance, the general state on deck,
the condition of items such as ladders, hatches, air pipes, guard rails and any visible evidence of previously effected
repairs could influence the PSCOs decision. Among the common defects found onboard bulk carriers were under the
categories of fire safety measures, life saving appliances, load lines, safety of navigation and propulsion and auxiliary
machinery (Lloyd Register, 2005).
METHODS TO DETERMINE THE EFFECTIVENESS OF PSC
According to Li and Zheng (2008), three methods could be used to measure the effectiveness of the PSC regime.
First and foremost is the reduction of the total loss number. From their analysis, they have determined that the total loss
number has a reduced trend during the period of 1973-2003 with the total loss number per year decreased by a rate of
almost 5%. The second method used is reduction of the total loss rate where the total loss rate steadily reduced during
the same period, from 6.09 per thousand ships in 1973 to only 1.61 in 2003. Another method identified is the
improvement of safety record (Li & Zheng, 2008). According to them, the improvement of the maritime safety level is
shown by the manifestation of the total loss number and the total loss rate. However, the improvement in safety record
can also be determined from the actions taken through PSC enforcement such as the percentage of ships detained as
compared to the number of inspections conducted. For this research, it is proposed that the effectiveness of PSC
enforcement is determined from the improvement of safety record using the data obtained from Tokyo MOU as well as
through a cross-sectional survey conducted among PSCOs in Malaysia.
5
RESEARCH METHODOLOGY
In order to conduct a cross-sectional survey, the population was identified involving PSCOs and other marine
department officers involved in the implementation of PSC. There are seven regions of Marine Department in Malaysia
which are Central, Northern, Southern, East Coast, Sabah, Sarawak and Labuan regions. This research has been conducted
in three selected regions using the cluster sampling method. The samples selected were 70 PSCOs from the Central,
Northern and Southern regions from a total population of around 120 for the whole country.
From 70 survey forms that have been disseminated, only 48 feedbacks were received from the respondents.
Questionnaire administered was divided into 3 sections which are general information, structured questions and lastly the
open-ended questions. The survey forms have been administered through face-to-face sessions, e-mail and as well as by
post.
Table 2: Marine Department offices involved in the survey
ANALYSIS
First Research Question: Why is Port State Control necessary?
From the questionaire given, 42 out of 48 respondents or 87.6% agreed that despite the enhancement in PSC
enforcement over the years, there are still some numbers of substandard ships that entered our ports.Hence, PSC is still
relevance and necessary to ensure that substandard ships are continuously monitored and prevented from going out to
sea.
6
Only 1 respondent (2.1%) did not agree with the statement whilst 5 others (10.4%) were unsure.
Table 3: Marine Department offices involved in the survey
The importance of continuing with the PSC regime can also be demonstrated from the data obtained through the
Tokyo MOU Annual Reports, which show that the number of deficiencies observed during inspections carried by the PSCO
in Malaysian ports has increased from 1040 in 2008 to 1855 in 2011 (Tokyo MoU, 2009-2012). The increase in the number
of defiencies observed on ships visiting Malaysian ports is a reflection on the seriousness of the Malaysian authorities in
enhancing their PSC enforcement. However, it could also be used as an indication that without PSC enforcement, the
deficiencies may be left unchecked and could exacerbate into the existence of more substandard ships roaming around
the world’s waterways.
Second & Third Research Questions: Are PSC inspections on Bulk shipping in Malaysian ports effective and What is the
suitable methodology to be utilized to determine the effectiveness of PSC regime in Malaysia?
According to the data obtained from Tokyo MOU database, PSC inspections on bulk shipping visiting Malaysian
ports were arguably effective since there was only one bulk carrier from a total number of 12 ships detained in 2011. This
is a marked improvement from 2010 where two bulk carriers were detained from a total detention of 12 vessels (Tokyo
MoU, 2012). Most of the ships detained in Malaysian ports were General Cargo/Multi Purpose vessels with 9 ships in 2011
and another 9 vessels in 2010 forming 75% of the number of ships detained in both years. In comparing the statistics
between the two years, a detention-inspection rate (DIR) will be used to determine the effectiveness.
7
In determining whether there is a relationship between PSC inspections and improvement in ship safety at sea,
the data involving the number of PSC inspections on ships in Malaysian ports will be analysed against the accident
statistics.
Table 4: No of PSC Inspections versus No of Ships’ Accidents in Malaysia
In analyzing the above table, we can see that when the number of PSC inspections was reduced by 10.5% in 2009,
the number of accidents has increased by 39.5%. On the contrary, when the number of inspections was increased by
79.8% in 2010, the number of accidents has reduced by 9.7%. The number of accidents has continued to decline by 16.7%
in 2011 when the number of PSC inspections was raised by 28.5%. Hence, there is a negative correlation between PSC
inspections in Malaysian ports and the improvement of ship safety at sea albeit not at significant level due to the limited
data available.
CONCLUSION
In retrospect, it has been established that the PSC regime has shown its effectiveness in Malaysian ports both in
term of the reduction of sub-standard ships visiting our ports and the reduction in the number of ship accidents when the
annual PSC inspections were increased. Although bulk carriers have continued to remain among the popular type of ships
to be detained in ports of Tokyo MUU member countries, the number of bulk carriers detained in Malaysian ports over
the last four years was at minumum level and was below the annual detention average for the Asia Pacific region, which
stood at about 5%. This would not be achieved without the serious efforts taken by the Malaysian governments in the
continuos improvement of their enforcement efforts both in terms of quantity as well as quality, that among others
involved continuos training provided to their PSCOs. Besides strict enforcement by the Malaysian authorities, other
factors such as quick transmission of data on defects and detention of ships on the Tokyo MoU database as well as flag
state enforcement efforts could also be the contributing factors in the reduction in the number of substandard ships
particularly bulk-carriers calling at Malaysian ports.
8
REFERENCES
Ademuni-Odeke (1997), Port State Control and UK Law, Journal of Maritime Law and Commerce, Vol.28, No.4, Oct. 1997,
Heinonline, pp 657-665.
Bell, Douglass (1993), Port State control v flag State control: UK government position, Marine Policy, Vol 17, Isue 5, Sep
1993, Elsevier, pp 367-370.
Cariou, P., Mejia Jr., M.Q, Wolff, F. (2007). An econometric analysis of deficiencies noted in port state control inspections.
Maritime Policy and Management, Vol 34, No 3, Jun 2007, Routledge, pp 243-258.
Cariou, P., Mejia Jr., M.Q., Wolff, F., (2008) On the effectiveness of port state control inspections. Transportation Research
Part E 44: pp 491-503 at www.elsevier.com/locate/tre. [Retrieved on September 29,2011]
Chiu, R. H., Yuan, C. C. & Chen, K. K. (2008). The implementation of Port State Control in Taiwan. Journal of Marine Science
and Technology, Vol. 16, No. 3, National Taiwan Ocean University, pp 207-213.
Clarke, A. (1994). Port State Control or sub-standard ships: Who is to blame? What is the cure? Lloyd’s Maritime and
Commercial Law Quarterly 2 (May), Informa Law, pp 202–209.
Hoppe, Heike (2002), Guideline on the enhanced programme of inspections during surveys of bulk carriers and oil tankers
(IMO Resolution A.744 (18) as amended), IMO at http://www.imo.org/blast/blastDataHelper.asp (Retrieved on June 1st,
2012)
Intercargo (2000), Port State Control: A guide for ships involved in the dry bulk trades at http://www.mardep.gov.hk/en/
others/pdf/psguide.pdf [Retrieved on October 2nd, 2011]
Kasoulides, G.C., (1993). Port state control and jurisdiction: Evolution of the Port State regime, Martinus Nijhoff
Publishers, London (ISBN : 0-7923-2281-9).
Knapp, Sabine, Franses, Philip Hans (2007). A global view on port state control - econometric analysis of the differences
across port state control regimes, Maritime Policy and Management Vol 34, No 5, Oct, Routledge, pp 453-483.
Knapp Sabine, Franses, Philip Hans (2007). Econometric analysis on the effect of port state control inspections on the
probability of casualty, Marine Policy Vol 31, Issue 4, Elsevier, pp 550-563.
Li, Kevin X. & Zheng, Haisha (2008), Enforcement of law by the Port State Control (PSC), Maritime Policy and
Management, February 2008. Vol. 35, No. 1, Routledge, pp 61–71.
Lloyd’s Register (2005), Bulk Carrier Focus, Technical News and Information on Bulk Carriers at http://www.lr.org/Images/
BulkCarrierFocus.pdf (Retrieved on May 12th, 2012)
Marine Department of Malaysia (2012), Ringkasan Laporan Kemalangan kapal Seluruh Malaysia Yang Dilaporkan Dari
Tahun 2008 Hingga 2011 at www.marine.gov.my/service/statistik.htm (Retrieved on July 5th, 2012)
Ozcayir, Z. Oya (2001), Port State Control, a paper presented at a seminar on The impact of Caspian oil and gas
developmenton on Turkey and challenges facing the Turkish straits at the Marmarra Hotel, Istanbul, 9th November, 2001.
Tokyo MOU Secretariat (2009). Annual Report on Port State Control in the Asia Pacific Region, 2008. URL: http://
www.tokyo-mou.org/ANN8.pdf [Retrieved on September 22nd, 2011]
Tokyo MOU Secretariat (2010). Annual Report on Port State Control in the Asia Pacific Region, 2009. URL: http://
9
TEMPERATURE MONITORING SYSTEM FOR CAN COOLER THERMOELECTRIC TECHNOLOGY USING PERIPHERAL INTERFACE CONTROLLER (PIC)
MHD ASLAN YAHYA, MUHAMAD FADHLI GHANI
Department of Marine Engineering & Electrical Technology
Malaysian Institute of Marine Engineering Technology Universiti Kuala Lumpur,
Malaysia
Received: 17 july 2012; Revised: 15 August 2012; Accepted: 13 September 2012
ABSTRACT
Research on thermoelectric technology on cooling effect has been quite intensive in the past decade. The difficulties associated with predictions of the cooling temperature. Traditional method was incapable to predict at high level of accuracy.
Hence, in the present study, an alternative temperature monitoring system using PIC and temperature sensor was proposed to observe the cooling temperature. The observation of cooling temperature was investigated at a range above of
0° Celsius. The results show that the system is capable to observe and display the real time cooling temperature. Good
quality results with the trial and previous studies reveal the multidisciplinary applications of the present project.
Keywords: Cooling effect, temperature monitoring system, cooling temperature.
INTRODUCTION
Process control is an efficient term of improving the operation of a process, the productivity of a plant, and the
quality of products. Nowadays, the demand for accurate temperature monitoring and control has conquered many of industrial domains such as process heat, alimentary industry, automotive, industrial spaces or office buildings where the air
is cooled in order to maintain a comfortable environment for its occupants. One of the most important distress involved in
heat area consist in the desired temperature completion and consumption optimization.
___________________________________________
10
To fulfil such a challenge one should endorse suitable control strategies. In the last decade, extensively research
has been made with respect to temperature control for different types of processes. Yang et al. (2008) proposed a fuzzy
proportional–integral–derivative (PID) thermal control system for a casting process and Rousseau (2008) designed an indirect adaptive general predictive temperature control of a class of passive high-voltage alternating current (HVAC) system.
Real time PID control for water heating system using PIC16F887 microcontroller was designed and implemented
by Ibrahim (2002). Kadirkamanathan et al. (2009) designed application with PIC18F4620 was useful in predictive control
research for embedded controller. Moreover, in recent years, Bouhenchir et al. (2001) reported that the requirements for
the quality of control design in process increased due to the computing power high complexity.
HARDWARE
This project will require following main hardware:
i.
1 x PIC16F876A
ii.
1 x LCD
iii. 1 x Temperature Sensor (LM35)
PIC16F876A
This project used PIC16F876A show in Figure 1 as the main controller. PIC provided with internal Analogue to
Digital Converter (ADC) to read the signal from temperature sensor and display it on Liquid Crystal Display (LCD). The
PIC16F876A is easy to program with using 256 bytes of EEPROM data memory. The PIC16F876A features:
i.
2 Comparators
ii.
5 channels of 10-bit Analog-to-Digital (A/D) converter
iii. 2 capture/compare/PWM functions
iv. The synchronous serial port can be configured as either 3-wire Serial Peripheral Interface (SPI™) or the 2-wire
Inter-Integrated Circuit (I²C™) bus
v.
A Universal Asynchronous Receiver Transmitter (UART)
11
Figure 1 The Output Pins of PIC16F876A
LCD (2x16 character)
The 16 header pin should be soldered to the LCD first. The following Table 1 shows the LCD pins connection and
function. The Figure 2 shows the schematic of the LCD.
Table 1 LCD Pins Function
12
Figure 2 LCD Schematic
Temperature sensor (LM35)
The LM35 series shows in Figure 3 are precision integrated-circuit temperature sensors, whose output voltage is
linearly proportional to the Celsius (Centigrade) temperature. The LM35 does not require any external calibration or trimming to provide typical accuracies of ±1⁄4 ˚Celsius at room temperature and ±3⁄4 ˚Celsius over a full −55 to +150 ˚Celsius
temperature range.
Low cost is assured by trimming and calibration at the wafer level. The LM35’s low output impedance, linear output, and precise inherent calibration make interfacing to readout or control circuitry especially easy. It can be used with
single power supplies, or with plus and minus supplies. As it draws only 60 µA from its supply, it has very low self-heating,
less than 0.1 ˚Celsius in still air. The LM35 is rated to operate over a −55 ˚Celsius to +150 ˚Celsius temperature range.
13
Figure 3 LM35 temperature sensors
FINDINGS, DISCUSSIONS AND RESULTS
The LM35 series are precision integrated -circuit temperature sensors, where the output voltage is linearly proportional to the Celsius temperature. The LM35 thus has an advantage over linear temperature sensors calibrated in °
Kelvin, as the user is not required to subtract a large constant voltage from its output to obtain convenient Centigrade
scaling. Furthermore, the temperature is displayed using Liquid Crystal Display (LCD). A simple controller has been developing using PIC to control the cut-off power supply at temperature range 5° Celcius to 50° Celcius.
The aim is to prevent overheating at the hot side of thermoelectric and set of temperature from 5 ˚Celcius to 50
˚Celcius by using PIC. LM35 sensor used to detect the current temperature at the hot and cold junction of thermoelectric
by placing it at heat and cold sink. A 12V Direct Current brushless motor is used for ventilation system for recycling the air
in the interior section of cold box and also ventilation system at hot junction for the outer section.
If the temperature at the hot junction of thermoelectric is higher than 50 ˚Celcius or less than 5 ˚Celcius at the
cold junction, the PIC will send the signal to the relay to energize and cut-off the supply. The red LED will light up as the
indicator and until the hot junction cool down to 45 ˚Celcius or the cold junction rise the temperature to 10 ˚Celsius. The
output temperature of can cooler thermoelectric is shown in Table 2.
14
Table 2 Thermoelectric Temperature Result
When the power supply is ON, green LED is light up. Generally, this entire component is controlled by the PIC
system shown in Figure 4. The PIC system is like a brain for this project, But we made two compartment of circuit one for
PIC control circuit and another one for cooling system and ventilation system to function as a back-up system in case the
PIC circuit fails, the cooling system of thermoelectric module and ventilation system will not be affected.
15
Figure 4 The Overall Schematic of Temperature Monitoring System
Figure 5 shows the actual product with temperature monitoring system and the system work automatically.
When both LM35 for cold and hot junction of thermoelectric detect the changing in temperature, it will collaborate with
PIC16F876A to give the reading of current temperature to LCD display. PIC16F876A will convert analog signal from LM35
to digital signal that is important for display in LCD. LM35 will detect the changing in voltage. The increase voltage value by
Vref produce by output voltage LM35, the increase temperature reading until achieve at maximum point. The typical rate
voltage output produce by LM35 sensor is 10.0mV per degree Celsius.
Figure 5 Actual Product
16
CONCLUSION
In this paper a low cost application for temperature monitoring system using PIC16F876A was designed and developed. From this project, the experience on how to construct and operate a cooling system by applying all technical
skills and theory was acquired. Besides that, the knowledge in PIC system and application in thermoelectric technology
were very useful and can be used for further applications. For the result, it will benefit in gaining new knowledge and also
generate new creativity.
REFERENCES
Bouhenchir H., Cabassud M., Le Lann M., Casamatta V.G. (2001). A General Simulation Model and a Heating–Cooling Strategy to Improve Controllability of Batch Reactors. Trans IchemE, Part A, 79, 641–654, 2001.
Imbrahim D. (2002). Microcontroller Based Temperature Monitoring and Control. Newnes, 2002.
Kadirkamanathan V., Halauca C., Anderson S. (2009). Predictive Control of Fast-Sampled Systems Using the Delta-Operator.
International Journal of Systems Science, 40, 7, 745−756, 2009.
Rousseau T. (2008). Structure Design and Indirect Adaptive General Predictive Temperature Control of a Class of Passive
HVAC. Journal WSEAS Transactions on Systems and Control, Vol. 3, 6, June 2008.
Yang T., Xiang C., Henry H. (2008). A Fuzzy PID Thermal Control for Die Casting Processes. 22Nd IEEE International Symposium on Intelligent Control, 2008.
17
MAINTAINING OF SHIPS: THE IN-SERVICE SUPPORT APPROACH
AZIZ ABDULLAH
Department of Marine Construction and Maintenance Technology
Malaysian Institute of Marine Engineering Technology, Universiti Kuala Lumpur
Received: 8 December 2011; Revised: 3 August 2012; Accepted: 8 August 2012
ABSTRACT
The high cost of maintaining ships’ availability, coupled with the rapid growth of sophistication and technological content
of maintenance work, has turned the tasks of maintaining a ship into a very complicated phenomenon. This difficulty has
its effect on organizations (such as the Navy, Marine Police, Coastguard and Marine Department) that deal with maintaining and operating of ships. The main goal of these organizations is to provide operational availability, but is constrained by
factors that relate to maintenance, logistics support and operability of equipment and systems onboard. Current and projected future reductions in upkeep funding due to economic constraints are seemingly compelling issues of ships’ maintenance support to be rethought. These involve changes to maintenance philosophy, and some of these changes may consider outsourcing through a contemporary concept of In-Service Support as a means to resolving some of the issues arising
out of maintaining support for the ships. Identifying and choosing the right support provider throughout the service life of
ships have now become a concern of paramount importance to marine asset holders or ship owners worldwide.
Keywords: Outsourcing, In-Service Support, Ship owner, Maintenance services, Supply, Training.
___________________________________________
18
INTRODUCTION
Getting ships out from a shipyard within the period allocated for its maintenance, minimizing downtime and
maintaining the highest level of operational preparedness of ship and its manpower has become the main challenges to
maintenance as well as logistics managers. Today’s environment of reduced maintenance or upkeep funding, coupled
with the rapid increase in technology and wide range of equipment to maintain, increases the magnitude of this challenge.
Effective logistics and maintenance management are the keys to meeting these challenges. Service ship owners, such as
the Royal Malaysian Navy, Marine Police, Coastguard, Marine Department as well as merchant ship owners, that operate
and maintain ships are continually faced with unexpected problems that relate, among others, to excessive maintenance
downtimes, escalated maintenance costs, uncertain delivery times of spares and inefficient shipboard operators. All these
factors would contribute adversely towards operational availability of ships.
The author, having spent many years dealing with operation and maintenance of naval ships and related marine
assets, had encountered various ships’ operational availability problems that could have been triggered by factors namely
equipment maintenance problems, spares issues or operator deficiencies. Looking conventionally, a ship’s operation
would normally be operated based solely on operational requirements, while maintenance would be based on practicality
that may vary between ship owners and service providers. A naval ship would normally undergo planned or routine maintenance based on prior in-house planning. Additionally, any corrective maintenance would require surveys and tests by
ship owner’s appointed representative prior handing over of ship to any service provider.
Merchant ships, for instance, would require periodic surveys and maintenance, usually in accordance to specified
Classification Rules. Maintenance could be done anywhere and by any party. There is no provision for a dedicated service
provider; as such operational availability of ship can never be determined due to lack of coordinated maintenance planning arising from ever changing service providers. Having a dedicated service provider to look after all maintenance
needs, whether planned or corrective, while a ship is in home port would guarantee some degree of reliability in terms of
operational availability. Even if ship needs maintenance away from home port a dedicated service provider would help
guarantee a certain degree of operational availability because it is contractually bonded to provide an acceptable degree
of ship availability, say 80 percent, as could be specified in an In-Service Support contract. Realizing the importance of
ship’s operational availability to ship owners it is appropriate that the author’s past tussle with ship’s availability issues be
further discussed and reflected as remedial views to help alleviate these problems.
19
After leaving naval service and later joining the marine private sector, the author was directly involved in a contemporary new concept of maintaining of ships, known as the In-Service Support approach. This new concept had never
before been practiced in Malaysia and was seen as the best trial platform to remedy existing ships’ operational availability
issues, especially affecting naval vessels but could later be applicable for merchant ships.
The fundamentals of the In-Service Support concept is generically derived from a well-known philosophy of support known as the Integrated Logistic Support (Wikipedia 2011) that looks into various possible requirements of support
from ‘cradle’ to ‘grave’. Under this approach the non-core support functions of a ship would be provided to a ship by a
dedicated support provider throughout a contractual period and within allocated budget. Alternatively, support to a new
-built ship would be provided upon its handing over by the ship builder to the ship owner.
This concept of support would help ensure operational commitments are met, co-ordination and control of all
support activities while maintaining cost of support within budget. The gist of this In-Service Support concept would thus
cover mainly the provisions of Maintenance Services, Supply and Storage of Materials, and Provision of Training by a
dedicated In-Service Support provider, throughout a contractual period and within allocated budget.
PROBLEM STATEMENT
Operational availability of ships is being compromised by ship owners who manage their ships quite unsystematically. Low operational availability of naval vessels and merchant ships may affect national defense as well as commercial
ship owners’ bottom line respectively. There is a strong need to relook into a more systematic method of providing support to ships in order to improve their reliability and operational availability.
OBJECTIVE
The aim of this paper is to reflect on the option for an effective new maintenance support concept of ships that
can be specifically tailored to meet a ship owner’s operational availability requirements.
20
LITERATURE REVIEW
Outsourcing, being a vital prelude to In-Service Support, creates a deeper awareness that prompts the seeking of
further information on strategic outsourcing (Soutiman 2004) that shows it makes sense for an organization to outsource
in order to save cost while focusing on core business needs. Outsourcing, thus, provides a competitive strategy benefit in
a number of ways to an organization. It allows ease of management, reduction in cost, lesser manpower, and frees up
internal resources to focus on core activities. Further benefits of outsourcing has paved the way for the marine industry,
in particular, to come up with effective and practical solutions that help make this In-Service Support concept workable.
Anderson (2008) argues that it is logical for companies to focus at what they are good at and outsource the rest
to someone who is better at it. Thus, this argument is seemingly in line with the contemporary practice of outsourcing the
non-core functions on board a ship to someone else who is better at doing it, while leaving the core functions, such as
fighting a war, to the ship’s crew.
A detailed overview was provided in Outsourcing (2011) that depicts the contracting out of a business function,
which is previously performed in-house, to an external provider. In this sense, two organizations may enter into a contractual agreement involving an exchange of services and payments. Organizations that outsource are thus seeking to realize
many positive benefits that are synonymous when implementing an In-Service Support approach in maintaining a ship.
Babcock International Group (2011) details its involvement as the sole In-Service Support provider for the Royal
Navy’s (UK) submarine flotilla, and operator of the navy’s submarine support facilities at Devonport and Clyde. Babcock’s
workforce works on all aspects of the submarines’ technical engineering, maintenance, repair and upgrades, from hull and
systems, nuclear reactor and secondary propulsion plant, to combat and strategic weapons systems, covering all facets of
In-Service Support.
Babcock’s submarine In-Service Support is one of its major core business streams. The willingness of one of the
world’s top navies to entrust a private enterprise to undertake a long-term multi-million dollar military project on all aspects of technical and material support speaks well on the viability of this contemporary new approach to maintaining
critical military assets and proves that there is vast potential to be explored between marine asset holders of both military
and non-military entities and the private In-Service Support providers.
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SIGNIFICANCE OF PAPER
This paper is significantly important because it involves the issue of a contemporary new concept of maintaining
ships or other marine assets. Traditionally, maintaining a ship on an ‘as and when required’ basis without a comprehensive support framework has its drawbacks and is increasingly becoming expensive and a burden to ship owners due to a
ship’s increasing sophistication in design, equipments fitted and systems interface on board.
Ship owners, such as the Royal Malaysian Navy, not only have to worry about operating ships but also maintaining them. As their core competency is in operating the ships, focusing on non-core functions such as maintenance, provision and storage of spares and providing training to ship operators would seriously compromise their core competency of
getting prepared for contingencies such as war or sea conflicts. As such their core capabilities should always be honed to
face any contingency without having to worry about the hassles of non-core functions such as maintenance and repairs,
logistics support and training of shipboard operators that can be effectively out-sourced to the private enterprise.
Modern western navies have gradually moved away from traditional modes of vessel upkeep to a more contemporary approach that greatly focuses on the marine private sector undertaking the non-core functions of the ships while
leaving the main core function of operating the ships to the navy people. This paper will attempt to reflect on the prospects of outsourcing of non-core functions of a ship, namely the Maintenance Services, Supply and Storage of Materials,
and Provision of Training to the private enterprise while retaining the core operating functions to the ship’s crew.
Naval vessels, being uniquely different from merchant ships in their roles and functions, would be most suitable
to adopt the concept of In-Service Support through outsourcing of their non-core functions. Moreover, naval vessels do
not require annual or special surveys as compared to merchant ships that must be surveyed periodically according to Classification Rules.
Having to perform civil sea faring duties and undergo periodic surveys and subsequent maintenance would make
the concept of in-service support of merchant ships quite impractical, as compared to naval vessels that need to perform
only non-civil functions such as fighting a war or engaging in sea conflicts and only later retuning to home ports to perform
normal civil works of maintenance, provisioning of stores and training. Hence, for practical reasons the scope of this paper will focus mainly on naval vessels.
22
CURRENT PRACTICE IN MAINTAINING OF SHIPS
Ships that ply the seas are often subjected to the harsh natural elements, and coupled with gradual wear and tear
of various equipments fitted on board would eventually cause the equipments to break down, just as humans do when
usage exceeds our normal body limits. The never ending cycle of operation, and downtimes caused by planned maintenance and breakdown repairs has now become a common trend facing ship owners worldwide. Ship owners are continually finding ways to alleviate the rising costs of maintaining their assets. Their most common complaint is concerning defects that arise beyond the usual warranty period, either after maintenance or repairs, when they need to engage a new
repairer or re-engage a former one to handle the defects.
Most would admit that having a dedicated maintainer who can provide continuous support over a contracted
period of time and never having to worry about any post-warranty defects would be a most ideal situation that would free
them the hassle of worrying about the non-core maintenance functions and instead allowing them to focus solely on core
operational functions. Some ship owners, though, have engaged contractors to handle the maintenance services of their
assets over an agreed contractual period. This limited scope of contract is often to ensure that ship owners can still have
major control of their assets rather than limiting to control of operational matters. This is quite true when some ship owners are still doubtful about the capabilities of support providers in areas of logistics and ship board operators’ training support, other than the usual maintenance support. This negative perception would need redress especially by support providers to increase the confidence of ship owners and help create a win-win situation in the outsourcing business of the
marine industry.
This paper will focus on the big picture of support covering maintenance services, logistics as well as training support through the concept of In-Service Support by a dedicated support provider, within an allocated budget for an agreed
duration of time. Logistics support that covers supply and storage of materials, and also training support for ship board
operators are importantly generic with the maintenance element that makes up the package of In-Service Support. As
such, where maintaining of ships is concerned, a ship owner should look at the big picture of an In-Service Support package that covers Maintenance Services, Supply and Storage of Materials, and Provision of Training to ensure continuous
operational availability of ship can be maintained through a continuous and unimpeded support by a dedicated In-Service
Support provider. These support elements, when effectively managed by a dedicated support provider, were proven to
improve operational availability of naval vessels under author’s previous own In-Service Support project.
23
THE IN-SERVICE SUPPORT APPROACH
The In-Service Support approach is basically contracting out or outsourcing of the non-core functions of a ship,
which are previously performed in-house by a ship’s crew after an operational period at sea, to a dedicated external support provider within a mutually agreed duration of time and allocated budget. In this sense, two organizations may enter
into a contractual agreement involving an exchange of services and payments. Organizations that outsource are thus
seeking to realize many positive benefits that are synonymous when implementing an In-Service Support approach in
maintaining a ship.
The dedicated In-Service Support provider shall provide the elements of Maintenance Services, Supply and Storage of Materials, and Provision of Training, preferably at ship owner’s own location or other locations as mutually agreed
between both parties.
MAINTENANCE SERVICES
Prior to carrying out maintenance services by the dedicated In-Service Support provider, the condition of a ship
must be monitored periodically by ship’s crew during a ship’s operation. Any maintenance required shall then be recorded by ship’s crew and relayed to the dedicated In-Service Support provider for implementation upon ship’s return to
home port. Tracking of maintenance required would be done by ship’s crew on regular basis to detect any defect that
occurs and a detailed requirement shall be relayed early to the In-Service Support provider through an effective shipshore communication system to ensure maintenance support is readily available upon ship’s return to port.
The ship’s chief engineer shall be the experts who will determine any specific maintenance work to the InService Support provider. Thus, the control and monitoring of quality on work done by In-Service Support provider rests
with the ship’s crew, while implementing of maintenance as well as tests and trials rest with the In-Service Support provider. To avoid mishaps at sea, such as involving correct operation of equipment, will require both parties to closely collaborate in areas of equipment-user training and carry out maintenance audits. Totally depending on the In-Service Support provider for maintenance without a ship’s crew closely monitoring the results of maintenance done, such as on tests
and trials, would spell disaster to a ship’s operation at sea.
24
Based on lessons learnt from author’s involvement in own In-Service Support project a dedicated In-Service Support provider must have the capability and experience to provide the following maintenance services;
i.
Preventive maintenance that shall be carried out in accordance with the prescribed routine maintenance
plan as proposed by the In-Service Support provider and agreed by ship owner
ii.
Corrective maintenance that shall be carried out to restore defective items whenever necessary
iii. Predictive maintenance through condition-based monitoring to predict expected renewal of component or
bearing based on vibration and trending analysis
iv. Intervention on ship’s equipment based on feedbacks from ship’s control and monitoring system (SCAMS),
if SCAMS is fitted on board
v.
Modification works that shall be carried out to overcome any shortcomings, rectify omissions or improve
reliability and maintainability or reduce cost of upkeep
vi. Addition and alteration works that shall be carried out to improve performance or changes made to structures of ship in order to sustain or to improve safety and habitability, and
vii. Other general services such as provision of crane facilities, ship’s husbandry, tank and bilge cleaning while
ship is alongside.
SUPPLY AND STORAGE OF MATERIALS
Proper implementation of supply and storage of materials is crucial in achieving the desired In-Service Support
capability. A dedicated In-Service Support provider must have the infrastructure for warehousing and global supply network to source and supply items to meet maintenance and stockholding requirements.
In line with the concept of predictive maintenance, if employed, shall require a reliable system of spares procurement long before the generic equipment actually breaks down. In a nut-shell support capability should cover the acquisition of support items and spare parts; cataloging, receiving, storing and warehousing of the received items; transferring
the items to where they are needed; issuing the items; disposing of secondary items; providing for initial support of the
system; distributing and replenishing the inventory, both on board as well as home port supply depot.
25
PROVISION OF TRAINING
Having equipment and systems fully available on board a ship is still inadequate. Without personnel with the
right level of skill and knowledge behind every equipment and system would consequently reduce the operational readiness of a ship. Many organizations face this constraint in view of high turnover of personnel resulting from redeployment, inherent career structure and retention problem. Hence, there is a need for necessary training to be emplaced
such as pre-joining training and enhancement training whenever there is a change of equipment or system on board.
Training is therefore an essential component of In-Service Support and support providers must have the capability to provide this element to ensure ship’s crew are always competent to handle all equipment on board. The InService Support provider must have the support capability to cover processes, procedures, techniques, training devices,
and equipment to train the ship’s personnel to operate and support available system on board. This element defines
qualitative and quantitative requirements for the training of operators throughout the life cycle of the relevant systems
on board.
INTEGRATION OF SUPPORT
The In-Service Support provider needs to manage the support elements through an integrated approach within
its own organization. Integrated approach is essential if operational commitments of asset holders are to be constantly
met. By managing the various parts of the support spectrum separately, there bound to be occasions when one part of
the organization fails to keep another properly informed.
This leads to duplication of effort and extra cost. Integration of the support functions can best be achieved by
having a single organization that plays a central coordinating role to manage the ship or class of ships and act as the link
between the various support parties and ship owner involved.
26
JUSTIFICATION ON CHOICE OF IN-SERVICE SUPPORT PROVIDER
In justifying the choice for an In-Service Support provider it is appropriate that the ship owner should firstly look
at the following attributes and then make a market survey to seek the best choice based on relevant industry data. A market survey is meant to safeguard a ship owner from wrongly committing with an In-Service Support provider that do not
measure up to professional expectations and resulting in costly work blunders that are not easy to undo. The areas that
should be considered are;
i.
Corporate structure that is neither too traditional or rigid
ii.
Strong financial standing
iii. Adequate infrastructure and facilities
iv. Skilled and experienced human resource
v.
Global supply network
vi. Modern and user friendly In-Service Support computerized technologies
BENEFITS OF IN-SERVICE SUPPORT APPROACH
The In-Service Support package should result in distinct benefits to both the In-Service Support provider as well
as the ship owner. Specifically, it provides the single point of contact essential for ease of control relating to support of
non-core activities while playing a central coordinating role to help ensure a ship’s operational commitments are met.
It is a ‘one-stop-shop’ that should provide the solution to ensure a ship’s highest operational readiness requirement can be met. In a nut-shell some of the benefits that were derived from author’s own involvement as a dedicated InService Support provider to naval vessels are as follows:
27
i.
Intensifying focus and overall improvement on non-core support functions by support provider may help
reduce reworks and warranty defects, thus increasing mean times between repairs (MTBR) that may
significantly result in overall reduction of downtimes and improving the operational availability of ships
ii.
Improving overall planning and intensifying focus by shipboard operators on core functions may help reduce
costly operational wastages, such as voyage delays and uneconomical fuel usage
iii. Improvement in operational efficiency when shipboard operators become more competent when
specializing only on their specific operational role
iv. Enhancing ship board operating knowledge possibly through a more focused functional specialization
v.
Legally binding In-Service Support contract that provides continuous support and warranty of service to ship
owners and business sustainability to support providers
vi. Better focus by shipboard operators on necessary organizational development and change
vii. Enhancing the capacity for innovation, both by the In-Service Support provider as well as ship owner, when
both parties become more focused on their assigned roles
viii. Improving assets availability through more effective and timely maintenance planning;
ix. Reducing through-life cost of owning the ship;
x.
Outsourcing of maintenance, supply functions and training support enable ship owners to solely focus on
operational matters;
xi. Opportunity to re-deploy ship personnel to overcome any current manpower shortage;
xii. Improving awareness of high operational requirement helps ship owners to value the philosophy of
maintenance management.
CONCLUSION
The In-Service Support approach is the only way ahead for ship owners to overcome organizational limitations,
such as maintenance delays, maintenance cost escalation and lack of maintenance skill, in meeting a ship’s operational
availability requirements. With the increasing costs of ship upkeep a new and contemporary approach through the InService Support concept by the marine support industry and a paradigm shift in the role of ship personnel to focus solely
on operational matters are seriously needed that not only benefit the bottom line of the marine support industry in expanding and sustaining its business activities but also relieves the ship owners of the unnecessary burden of non-core
activities and instead to focus solely on operating of ships.
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RECOMMENDATION
The importance of the In-Service Support concept cannot be downplayed as ship owners must focus more on
operational availability of their ships with little time left to do their much required but often postponed maintenance,
spares sourcing and procurement as well as equipment training. Ship owners should discard their old paradigm of doing
everything at the expense of ship’s operational availability and welfare of ship’s crew. Ship’s crew definitely needs ample
rest and recreation after a long sea time, hence the In-Service Support concept helps realize a better work-life balance for
the ship’s crew while providing much needed business to the marine industry. As far as In-Service Support approach in
maintaining of ships is concerned the end result would be a win-win situation for both ship owners as well as dedicated InService Support provider from the marine industry.
REFERENCES
Wikipedia (2011), Integrated Logistics Support. Available at:
www.en.wikipedia.org/wiki/Integrated logistics support.htm (Accessed 24 Nov 2011)
Soutiman, D. G. (2004), Following the Outsourcing Trail. Available at: www.networkmagazineindia.com/200410/
coverstory01.shtml (Accessed 20 Nov 2011)
Anderson, D.M (2008), Built to Order & Mass Customization. Available at: www.halfcostproducts.com/book.htm (Accessed
19 Nov 2011)
Outsourcing (2011), Outsource Magazine. Available at: www.outsourcemagazine.co.uk (Accessed 23 Nov 2011)
Babcock International Group 2011, A Unique Approach to Supporting Navies, UK. Available at: www.defpro.com/daily/
details/881/ (Accessed 22 Nov 2011)
29
BALLAST WATER TREATMENT SYSTEM. 1. AN INTRODUCTION
MD. REDZUAN ZOOLFAKAR1, NURSHAHNAWAL YAACOB2,
ARIF SHARIFUDDIN MOHAMAD NAZIR3
1
Marine Engineering Technology Section,
2
Applied Science and Advance Technology Section,
3
Bachelor of Engineering Technology in Naval Architecture and Ship Building,
Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology
Received 10 July 2012; Revised 3 August 2012; Accepted 27 September 2012
ABSTRACT
Ballast water is not just about balancing the ship when trimming but rather maintaining the stability and structural
strength of the ship. However, ballast water contains mixture of non-indigenous species that can cause environmental
harm due to some species may survive and thrive in their new environment. Since that, ballast water becomes a concern
to groups such as the Group of Experts on the Scientific Aspects of Marine Environmental Protection - Ballast Water Working Group (GESAMP-BWWG). Thus, this paper will focuses on introducing Ballast Water Pollution prevention while minimizing pollution of the seas.
Keywords: Ballast water, Ballast Water Treatment System (BWTS), Marine Pollution
INTRODUCTION
The natural environment provides the basic conditions without which humanity could not survive. The natural
environment encompasses all those aspects of our world that exist outside the artificial constructs of the human hand and
which remain essential to our beginning of life. The environment is encompasses the atmosphere, ecosystems, water,
plant and animal life. Viewing each of these aspects in isolation reinforces their individual importance.
___________________________________________
30
The natural environment beauty will be affected by the occurrence of many contaminants such as water pollution, air pollution, soil pollution and more, where it will have a devastating effect on life in this world. Pollution is the introduction of contaminants into a natural environment that causes instability, disorder, harm or discomfort to the ecosystem as physical systems or living organisms. One of the environmental pollution is coming from maritime industry.
Marine pollution is a broad term that describes the condition in which pollutants such as chemicals enter oceans
or seas and create harmful effects to nearby environment. Marine pollution is usually the result of land based pollutants
such as agricultural runoff. Shipping is also a big source of marine pollution, especially in cases of oil spill accidents. Our
seas and oceans are the biggest dumping grounds on our planets where thousands of ships each year dump enormous
quantities of illegal waste. The human population keeps growing so will the marine pollution.
One widespread contamination occurred in the shipping industry is water pollution which comes from the ballast
water in the process of stabilizing the ship. The release of ballast water introduces non-native organisms or nonindigenous species. Typically, not many organisms are able to survive in new surroundings because of temperature, food,
and salinity is less than optimal. However, the few that do survive establish a population that has the potential to cause
ecological and economic harm. Jamie Clark, Director of U.S. Fish and Wildlife Service said recently “invasive species tend
to be adaptive, aggressive and resilient, once they are established we are unlikely to ever completely eradicate them”.
In many cases, organisms have been able to flourish in their new surroundings to the detriment of indigenous
species. Economically, non-indigenous species such as zebra mussels as shown in Figure 1 most likely arrived in the U.S.
through ballast water have caused billions of dollars in damage to water intake systems (Penny Herring and John Natale,
2009). Ecologically, non-indigenous species often compete with local populations for available food, disrupting the food
chain, and in some cases result in catastrophic declines of native species.
Figure 1 Cluster of zebra mussels (Penny Herring and John Natale, 2009)
31
Commonwealth Scientific and Industrial Research Organization (CSIRO) reported that ballast water dumped from
a single ship can contain hundreds of species of phytoplankton, zooplankton, larval fish and invertebrates. Although the
effects remain largely unmeasured, it is clear that some invaders have human-health consequences and significant economic and ecological impacts. Globally, it is estimated that about 10 billion tonnes of ballast water is taken on board ships
and dumped each year. Countries such as Australia, Brazil, Canada, South Africa and the U.S. that export large amounts of
minerals or crops are particularly exposed as a large bulk carrier can discharge up to 80,000 tonnes of water ballast into
port waters on each trip (www.csiro.au, 2011).
Higher rates of species transfer have been attributed to an increase in ship numbers, the amount of ballast carried per ship, the amount of water being transported, and ship speeds with shorter voyage times and higher survival rates.
All these factors create a greater opportunity for the introduction of non-indigenous organisms in new locations. This can
lead to disastrous consequences for regional ecosystems that include commercial fish and endangered species. Dr
Thresher of CSIRO said "This represents about 10% to 20% of the species in the Bay, a figure that does not include the
plankton, which we suspect contains many exotic species but for which we cannot yet even begin to estimate numbers
and rates of introduction."
The number of exotic species found reflects the diversity of trade into the bay, the range of habitats and the research effort expanded examining the area. Figure 2 shows the foreign marine species carry out by ship of used ballast
system.
Figure 2 Translocation of aquatic species across biogeographically boundaries (www.bawapla.com, 2011)
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BALLAST WATER
One of the important ship’s systems is the ballast water system. Ballast water is serves to balance the ship in any
trimming situation and also to maintain its stability and structural strength. In general, a vessel takes on ballast water as it
unloads cargo and discharges ballast water as it loads cargo. In addition, a vessel may take on ballast water as it enters a
harbor to safely pass under bridges and discharges ballast to safely cross shoals on the bottom of the waterway. Ballast
water is essential for the safe and efficient operation of ocean going ship. Initially ships only used ballast water in ballasting and de-ballasting process without any water treatment process and this phenomenon invites negative effects to the
maritime environment.
The concern on ballast water started when non-indigenous species became a growing problem throughout the
United States. Through a number of transmission methods, various types of plant life, insects, animals and other organisms have been introduced into unprepared environments and some have caused economic or environmental harm. Nonnative aquatic species may be carried in the ballast water of International oceangoing vessels. More than 99 percent of
U.S. overseas trade (by weight) is moved by ship (American Association of Port Authorities, 2008).
Ballast water contains a variety of organisms including bacteria and viruses, larval stages of the many marine life,
coastal plants and animals. While the vast majority of such organisms will not survive to the point when the ballast is discharged but some may survive and thrive in their new environment. If the non-native species becomes established, it can
cause a serious ecological, economic and public health impact on the receiving environment. The marine environment is
vulnerable to non-indigenous species being carried in ship’s ballast water. This includes anything that is small enough to
pass through a ship’s ballast water intake ports and pumps, such as small invertebrates and the eggs, cysts and larvae of
various species, as well as bacteria and other microbes (American Association of Port Authorities, 2008).
Since that, several meeting of the Group of Experts on the Scientific Aspects of Marine Environmental Protection
- Ballast Water Working Group (GESAMP-BWWG) was held at International Maritime Organization (IMO) Headquarters.
GESAMP is the joint of experts on the scientific aspects of marine environment protection. The main purpose of this meeting was to evaluate the remaining four proposals for approval of ballast water management systems. March 2010 IMO
having the final approval of Ballast Water Treatment System (BWTS) at Marine Environment Protection Committee
(MEPC) 60th session.
33
BALLAST WATER TREATMENT SYSTEM (BWTS)
Ballast Water Treatment System (BWTS) is a treatment process of the ballast water that comply with the IMO
regulations to protect the world's oceans and waterways from harmful aquatic plants and animals. The main purpose of
BWTS is every ballast water need to impenetrate water treatment process first before going to ballasting or de-ballasting
process. They have several treatment methodologies of ballast water such as physical, mechanical, and chemical method.
BWTS is able to minimize the risk of spreading aquatic nuisance species and reduce pollutions.
Marpol 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973 as modified by the
Protocol of 1978 is one of the most important international marine environmental conventions. It was designed to minimize pollution of the seas. The country where a ship is registered is responsible for certifying the ship’s compliance with
MARPOL’s pollution prevention standards. Its stated object is to preserve the marine environment through the complete
elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances.
Main Components of BWTS
There are three main components in the ballast water treatment system which is pumps, filters, and treatment
unit. All components are related to each other by using the piping system to facilitate the treatment process. Water will
be sacked by using ballast pump through the sea chest, the first screening process is the strainer. Strainer serves to filter
out larger particles of micro-organisms from sea water and after that ballast water will go through the pump.
Ballast pump is selected according to the power consumption and capacity that is needed by the system as
shown in Figure 3. After passing the pump, ballast water need to go through the filtration process where the role of the
filter mesh is to prevent the smaller particle of micro-organisms in ballast water from entering the system. Filters are parallel assembly of many disk and screen filter units with grade down to 100/50/20 μm which remove sediments and particles. Figure 4 shows the filter unit of BWTS.
34
Figure 3 Ballast Pump (www.seadogs-reunited.com)
Figure 4 Filter Unit (Gloen-Patrol, 2011)
35
The filter mesh as shown in Figure 5 has different sizes and the size is chosen according to the type of system.
Every steps of filtration are very important in order to minimize the non-indigenous aquatic species from breeding in ballast water. Before ballast water well transferred into ballast tank it should go through the treatment unit in order to ensure the water is completely clean from any non-indigenous species not even small bacteria are allowed to pass through.
Figure 5 Filter Mesh (Gloen-Patrol, 2011)
The treatment unit chosen depends on the type of treatment process used. The treatment process is divided into
three types which are of mechanical, physical and chemical type. All the treatment process is functional to control the
water pollution that comes from ballast water in order to avoid sea and ocean ecosystems from biological damages.
CONCLUSION
Preventing the marine environment from penetration of foreign species through ballast water is a challenging
factor. Hence, Ballast Water Treatment System (BWTS) is useful to minimize the risk of spreading aquatic nuisance species
and reduce pollutions
36
REFERENCES
Penny Herring, John Natale. The Coast Guard Tackles Non-Indigenous Species with Ballast Water Management: U.S. Coast
Guard Research and Development Center 2009.
Commonwealth Scientific and Industrial Research Organisation (CSIRO), www.csiro.au, retrieved on September 25, 2011,
2:15.
Sustainable Ballast Water Management Plant, www.bawapla.com, retrieved on September 25, 2011, 09:45.
American Association of Port Authorities. Ballast Water Management: March 2008.
Tev Canberra – P&O Cruise ship, www.seadogs-reunited.com, retrieved on September 25, 2011, 10:15.
Ballast Water Management System GloEn-Patrol, Panasia Co Ltd, www.mwt.no, retrieved on September 25, 2011, 1:13.
37
HIGH TEMPERATURE COMPARTMENT WITH TEMPERATURE CONTROLLER
SYSTEM USING PERIPHERAL INTERFACE CONTROLLER (PIC)
MUHAMAD FADHLI GHANI
Department of Marine Engineering & Electrical Technology
Malaysian Institute of Marine Engineering Technology Universiti Kuala Lumpur, Malaysia
Received: 24 July 2012; Revised: 2 August 2012; Accepted: 15 August 2012
ABSTRACT
A temperature control system is a programmable thermostat that can keep the home or office at a desired temperature
regardless of fluctuating exterior conditions. The advantage of having a temperature control system over a common thermostat is that it can save energy and money by automatically maintaining different temperatures at different times of the
day and night. A temperature control system consists of a small digital device, wired to a heating and cooling system.
About the size of a traditional wall-mounted thermostat, a temperature control system contains a circuit board and memory chip. After setting the temperature control system to a desired temperature, known as a set point, the system will
utilize the heater or air conditioning as needed to maintain that setting for the duration programmed. During the day, a
classroom at the school has different temperature of external and internal. The external temperature usually ranged from
24°C to 27°C while internal temperature for the class usually ranged from 16°C to 24°C whether using air conditioning or
not and usually operates in manual. By using a temperature control system, it will not waste money by forgetting to turn
the air conditioning or heater off. Hence, an economic and reliable temperature control system is to be developed in order to control the temperature and that could guarantee the efficient temperature changing in a small compartment.
Keywords: Temperature, Temperature control system, Air conditioning, Thermostat.
___________________________________________
38
INTRODUCTION
A control system is a device or set of devices to manage, control, direct or adjust the performance of other devices or systems. The term control system may be applied to the essentially manual controls that allow an operator, for
example, to close and open a hydraulic press, maybe including reason so that it cannot be moved unless safety guards are
in place. An automatic sequential control system may cause a series of mechanical actuators in the correct sequence to
perform a task. Temperature control is a process in which change of temperature of a space (and objects together there
within) is measured or otherwise detected, and the way of heat energy into or out of the space is adjusted to get a desired
average temperature. A home thermostat is an example of a closed control loop. It always assesses the current room temperature and controls a heater and/or air conditioner to increase or decrease the temperature according to user-defined
settings.
A simple (low-cost, cheap) thermostat only switches the heater or air conditioner either on or off, and temporary
pass and undershoot of the desired average temperature must be expected. A more expensive thermostat varies the
amount of heat or cooling provided by the heater or cooler, depending on the difference between the required temperature and the actual temperature. To overcome such a challenge one should approve appropriate control strategies like
Yang et al. (2008) suggested a fuzzy PID thermal control system for a casting process and Rousseau (2008) designed an
indirect adaptive general predictive temperature control of a class of passive HVAC system. Kadirkamanathan et al. (2009)
designed application with PIC18F4620 was useful in predictive control research for embedded controller. Moreover, in
recent years, the requirements for the quality of control design in process increased due to the computing power high
complexity.
OBJECTIVE
The main objectives for this project are to study, design and develop a small compartment temperature control
system. This project focuses on the:
i.
Study of temperature sensor and comparator circuit.
ii.
Design and development of a simple controller using Programmable Interface Controller (PIC) to control the
small compartment temperature range 50°C to 100°C.
iii. Used LM35 sensor and variable resistor
iv. Displayed data using Liquid Crystals Display (LCD).
39
EXPECTED CONTRIBUTION OF THE PROJECT
It is expected that the work provides several contributions as follow:
i.
The design and development of an effective temperature controller allowing it to operate effectively.
ii.
The study and design of an efficient controller especially for temperature control system can save energy and
money by automatically maintaining desire temperatures.
METHODOLOGY
The flow process of this project is shown in Figure 1. The first main critical issue is the preparation of proposal
then followed by approval decision whether the project meet the specification or below specification. If the proposal
meet requirement and had been approved, the process of software and hardware construction were started.
Figure 1: Flow Chart of Project
40
To construct printed circuit board (PCB) and simulate electronic circuit, computer-aided software called PROTEUS
is used. This software is highly capable in producing and simulating electronic circuit and industrial single layout of PCB.
Main component of hardware is the compartment. To design this object with details and meet specifications, AutoCAD
software-aided is used. The main material for the compartment is wood.
After the construction and installation processes were finished, the product will go through the testing and modification processes. If the product was able to meet the specifications and the process of system verification by experiments and trials were began. Lastly, all the procedures and result will be reported and presented.
RESULTS AND DISCUSSIONS
Figure 2(a) shows the premilary design using AutoCAD software while Figure 2(b), 2(c), 2(d) and 2(e) the construction processes in wood workshop which using plywood and nails as the man material. Three computer fans were used and
installed on the plywood plate as the main blower for the compartment ventilation system. All the activities were supervised by the workshop assistant in order to keep the safety. The complete product with controller box is shown in Figure 2
(f). The product was exactly following the specification given by the premilary design by AutoCAD software. The product
was painted with blue colour in order to make it more attractive. All components were installed on the compartment and
the wiring system was completed successfully.
Figure 2: Design and Construction Process of Compartment
41
Figure 3 show the power supply circuit. Voltage range of power source given for this circuit board is between 7V
and 15V. Higher input voltage will produce more heat at LM7805 voltage regulator. Typical voltage is 12V. LM7805 (1A
maximum) will regulate the given voltage to 5V (Vcc) for supplying to the PIC16F877A and pull-up the push button (input).
Figure 3: LM7805 Voltage Regulator
A simple controller has been developed using software aided called Proteus shown in Figure 4(a) to control the
small compartment temperature range 50°C to 100°C. The set of temperature and real time temperature are displayed
using Liquid Crystals Display (LCD). The main target is to equalize the temperature in the small compartment and set of
temperature from 50˚C to 100˚C by using Programmable Interface Controller (PIC). LM35 sensor used to detect the current temperature in the small compartment and give the signal to the PIC. PIC will processed the signal and display the
data on LCD. PIC also evaluates the activities which were set in the program.
Figure 4(b) and (c) show the premilary construction of controller circuit on training white board. These processes
were very important in order to test the circuit utility and efficiency before t fabricating the PCB. Figure 4(c) shows the
finish product of the controller system.
42
Figure 4: Temperature Controller Design and Construction
Figure 5 show the calibration result of LM35 sensor. The LM35 series are precision integrated-circuit temperature
sensors, whose output voltage is linearly proportional to the Celsius (Centigrade) temperature. The LM35 thus has and
advantage over linear temperature sensors calibrated in Kelvin, as the user is not required to subtract a large constant
voltage from its output to obtain convenient Centigrade scaling. Furthermore, we have using a variable resistor to set the
fix temperature. The function is to enable the user of a piece of equipment, to alter the value of a resistor and change the
operation of the workings, without dismantling it.
43
Figure 5: Data of Temperature Vs Voltage Output of LM35
Coil oven are used as a heater and three blowers as a cooling system to cool down the small compartment. If the
temperature in small compartment is higher than set of temperature, the coil oven will turn OFF, red LED will light up and
the blower will start running to cool down the small compartment. If the temperature in small compartment is lower than
set of temperature, yellow LED will light up. Blower is turn OFF and coil oven will start the action to maintain the temperature. When the temperature in small compartment is equal to set of temperature, green LED will light up. Generally, this
entire component is controlled by the PIC system. The PIC system is like a brain for this project.
CONCLUSION
In this project, a control system is a device or set of devices to manage, command, direct or regulate the behavior
of other devices or systems. A temperature control system is a programmable thermostat that can keep the home or office at a desired temperature regardless of fluctuating exterior conditions. The advantage of having a temperature control
system over a common thermostat can save energy and money by automatically maintaining different temperatures at
difference times of the day and night.
44
REFERENCES
Kadirkamanathan V., Halauca C. (2009), Anderson S., Predictive Control of Fast-Sampled Systems Using the Delta-Operator,
International Journal of Systems Science, Vol. 40(7): 745−756.
Rousseau T.(2008), Structure Design and Indirect Adaptive General Predictive Temperature Control of a Class of Passive
HVAC. Journal WSEAS Transactions on Systems and Control, Vol. 3(6).
Yang T., Xiang C., Henry H. (2007), A Fuzzy PID Thermal Control for Die Casting Processes. 22Nd IEEE International Symposium on Intelligent Control, 1-3 Oct. 2007, Singapore.
45
OPTIMIZATION OF QUALITY IMPLEMENTATION IN OFFSHORE
STRUCTURE CONSTRUCTION TOWARDS GREATER COMPETITIVENESS
FAUZUDDIN BIN AYOB¹, NURSYUHADA BINTI RAZALI²
Department of Marine Design Technology¹
Bachelor of Maritime Operations²
Malaysian Institute of Marine Engineering Technology, Universiti Kuala Lumpur
Received: 29 June 2012; Revised: 22 July 2012; Accepted: 15 August 2012
ABSTRACT
This is a survey based research with the objectives to discover Quality problems and Quality practices that are currently
being faced and employed by the industry, the correlations between Quality practices and Quality problems, and to recommend the best Quality practices for the companies towards continual improvement and greater competitiveness. The
study employed quantitative method of survey based questionnaire on Malaysian offshore structure fabrication yards.
The data collected was analysed by using mean analysis as to explain the comparison of Quality problems and Quality
practices between companies, while inferential statistics of Spearman Correlation (SPSS) was employed to investigate relation between Quality practices and Quality problems. The finding shows that one of the serious matters in Quality problems currently faced by the industry is high cost associated with project delay. This is mainly due to the high frequency of
product reworks, which also mean high cost of reworks. While the most inefficient Quality practice is Quality being
treated as separate initiative. This is when Quality is mainly been limited to the responsibility of Quality department’s personnel only. These conclude that lack of Quality practices resulted in the rising of Quality problems such as high cost of
poor Quality. Since most of the yards have implemented ISO 9001, it is argued that a more comprehensive method such as
to consider the good practices of Total Quality Management (TQM) as an enhanced Quality tool be employed in order to
optimize Quality implementation within Malaysian offshore structure construction yards.
Key Words: Quality, Quality Problems, Quality Practices, Quality Optimization, Offshore Construction
___________________________________________
46
INTRODUCTION
Malaysia has moved forward to become known as a serious player in the maritime industry which includes shipbuilding, ship repairing, offshore construction, support services, and maritime leisure industry. The shipbuilding industry
that includes offshore structure construction provides the backbone in the development of maritime industry. Since that,
in the Third Industrial Master Plan 2006 – 2020 (IMP3), this industry has been identified as a strategic industry by the Malaysian government. IMP3 has outlined strategic thrust particularly for offshore construction as to boost its growth and
development such as expanding activities in the fabrication of offshore structures. In fact, the activities have grown
throughout the years. Due to the rapid growth, priority for Quality has been neglected. Quality problem is not only associated with the poor quality of product itself, but late delivery and high cost also lay close together. In order to minimize or
eliminate those problems, companies must prioritize or optimize their quality practices.
OBJECTIVES
The objectives of the research are:
i.
To assess the size of the Quality problems such as poor Quality, high cost and late delivery faced by the
Malaysian offshore structure fabrication yards.
ii.
To discover and document the Quality practices that are currently being employed by the companies.
iii. To determine the relationship of the Quality problems and the Quality practices.
iv. To highlight the quality problems, determine and recommend the best quality practices for the industry as a
continual improvement towards improved quality and greater competitiveness.
LITERATURE REVIEW
Basically three major elements will be involved in this review. They are the product, Quality problems and Quality
practices. ‘Product’ refers to the offshore structure or the process of offshore structure construction, Quality problems are
the matters related to poor Quality, while Quality practices are quality systems, methods, quality tools and quality initiatives currently being employed by the company.
47
Product - Offshore structure
Offshore platform or oil rig is a heavy structure which is used as a stage for offshore oil and natural gas exploration. It is commonly used as a place for the employees, machinery and accommodation for drilling and extracting oil and
natural gas. Basically a typical offshore structure is divided into two structural parts, which are substructures and topsides.
Topside is the upper part of a platform while substructure is the lower part of the topside, i.e. jacket. These structures
may be made of steel, reinforced concrete or a combination of both.
The offshore structures are generally made of various grades of steel, from mild steel to high-strength steel, although some of the older structures were made of reinforced concrete (Sadeghi, 2007). Even though the structure is to
be located at deep sea, the main construction of the structure is built on land. Since the construction of the offshore structures involves a lot of space and materials, the fabrication would normally be divided into several phases. Otherwise it can
be said that the construction is more or less similar to the modular construction in shipbuilding. Many inspections have
been involved during the construction process so as to maintain its Quality.
Quality problem
In this research, Quality problems refer to the product’s poor Quality, high cost and late delivery. Customers or
clients would be dissatisfied if they accounted any one of these; hence it is called quality problems. One of the examples
of poor Quality is defect. Defect can be defined as any deviation from the customer's requirements, or it can be classified
as non conformance to the standard or specifications. When defect happens, the products must either be reworked or
scrapped. These would result in the rise in cost as well as late delivery of the product. The yards would be fined for the
delay of the project. Both yards and customers or clients would suffer a loss from these quality problems.
Quality Cost
Quality Cost is the cost of total Quality and is tracked into four categories, which are appraisal, prevention, internal failures and external failures (Stout, 2010). For appraisal and prevention, they are called as costs of achieving good
Quality, while internal failures and external failures are costs of poor Quality. However, the most significant issue is the
cost of poor Quality. Internal failure is when product fails to meet quality requirements prior to the transfer of ownership
to the customer.
48
Internal failure costs include rework, scrap and retesting. On the other hand, external failure costs are the results
of warranty, claims and penalties. According to Quality Gurus’ Juran (2000) and Deming (2008), most of the cost of waste
(including reworks and defects) amounted between 30 to 50 percent of the project’s cost. The cost is associated to the reinspection, operator payments (overtime) and material costs.
Quality practices
Quality practices are the Quality systems, Quality tools and the Quality initiatives that are employed by a company to minimize or eliminate those Quality problems. ISO 9000 is one of the common quality management systems being
practiced by Malaysian local companies. Juran’s Quality managerial processes such as Quality planning, Quality control
and Quality improvement and other Quality initiatives such as Total Quality Management (TQM), Six Sigma, Benchmarking
and Statistical Process Control are examples of other quality initiatives which are widely used by world class companies.
Nevertheless those Quality initiatives are less utilised or not employed by the local companies.
Despite being among ISO 9000 certified companies, local companies are still suffering from the quality problems
of poor quality, high cost and late delivery. Only few companies are optimizing the quality practices of ISO 9000 and other
quality initiatives in order to achieve greater quality, customer satisfaction and high competitiveness. Thus, generally it
can be assumed that poor Quality in Malaysia offshore structure construction is due to the lack of Quality practices.
Therefore a research is to be conducted to ascertain this presumption and provides inputs for the optimization of
Quality implementation in Malaysia offshore structure construction towards greater competitiveness. For this research,
the elements of the lack of Quality practices had been identified and categorised into four causal factors/ areas as depicted in the Figure 1: Conceptual framework below.
Conceptual framework
The intermediate effects to the lack of Quality practices are Quality problems known as dependent variables
which are dependent to the causal factors i.e. lack of Quality practices. If the Quality practices are not optimized, the
Quality problems will be high, thus the company will not be able to remain competitive in future.
49
Figure 1: Conceptual framework
METHODOLOGY
This study employed a survey research methodology using a cross sectional survey. The survey instruments are
questionnaire and interview. The questionnaire consists of structured and unstructured questions. Structured part is used
to indicate how true each of those statements about their organization by using a five-point scale (1 = strongly disagree, 2
= disagree, 3 = neither agree nor disagree, 4 = agree, 5 = strongly agree). Since the statements are worded negatively thus,
a higher mean rating implies a more significant problem. While for unstructured part, it is used to specify respondent’s
perspective regarding Quality matters.
Population
There are six main offshore structure construction yards (fabrication yards) involved in this research;
i.
Kencana HL Sdn Bhd (Lumut)
ii.
Malaysia Marine &Heavy Engineering Sdn Bhd (MMHE Pasir Gudang)
iii. Ramunia Fabricators Sdn Bhd (Selangor)
iv. Boustead Heavy Industries (Penang)
v.
Brooke Dockyard & Engineering Works Corporation (Kuching)
vi. Labuan Shipyard Engineering (Labuan)
The respondents are divided into three categories; first party (Quality professionals of yards / Project Management Team), second party (Client / Customer) and third party (Ship classification surveyors/ external auditors)
50
RESULT AND DISCUSSION
A Total of 97 Questionnaires was sent to the respondents. However only 40 Questionnaires from 4 companies
were completed and returned to the researchers. They were from Malaysia Marine & Heavy Engineering Sdn Bhd, Kencana HL Sdn Bhd, Ramunia Fabricators Sdn Bhd and Boustead Penang Shipyard. The respondents were among Quality professionals and project management team (PMT), that are classified as the first party. In this section, the name of the yards
involved will not be disclosed. Instead Company A, B, C and D are used as to protect their confidentiality. Basically the results and discussion are divided into four areas; Quality problem, Quality practices, Quality tool, and correlation between
Quality practices and Quality problems.
Quality problem
Most significant Quality problems are identified and highlighted under each part involving poor Quality, high cost,
late delivery and the overall Quality problem.
Poor Quality
From the survey conducted, the most significant problem identified is ‘high frequency of products’ reworks’. For
Company D, 80 percent of the respondents rated that there was intermediate level of products’ rework. While for Company C, 60 percent agreed with that statement, which is high frequency of reworks. In contrast with Company B, 50 percent of respondents disagreed with that statement. This indicates that the frequency of products’ reworks for Company B
is low. In comparing the level of product’s rework among the four companies, Company C was experiencing quite a high
frequency of product’s rework relative to other companies.
Figure 2: Histogram of respondents’ agreement for ‘high frequency of product reworks’
51
High Cost
Based on the mean rating, the most significant problem in this area is ‘Cost associated with project delay is high’.
Comparing the rating between these companies, almost 70 percent of Company D’s respondents and 50 percent of the
Company A’s respondents agreed with that statement. It shows that the problem is highly experienced by them. Thus, it
can be said that the delay of the project is also associated with the reworks. In addition to the high cost due to project
delay, high frequency of rework has also been rated by the respondents. Hence, the relation between high frequency of
products’ reworks and high project’s cost has been demonstrated.
Figure 3: Histogram of respondents’ agreement for ‘Cost associated with project delay is high’
Late Delivery
The highest mean is for ‘Production project often on delay’. In comparing the rating between the companies surveyed, almost 60 percent of respondents from Company D agreed that they always delay on project. In contrast, 60 percent of the respondents from Company B disagreed with that statement. This contrast indicates that in term of product’s
delivery, Company B is always on time as compared with the others.
52
Figure 4: Histogram of respondents’ agreement for ‘Production project often on delay’
Overall Quality Problems
Regarding the overall size of Quality problems between yards, Table 1 below indicates the mean differences between yards involved. In comparing the size of Quality problems within these companies, the mean rating for all questions
has been processed. Overall, Company B can be seen with the lowest mean, which indicates that Company B has the
smallest size of quality problems. Company C has the highest mean, which reflects that the Quality problems faced was
much bigger or serious than other companies.
Table 1: Mean comparison between companies
Company
N
Mean
Company A
10
2.81
Company B
10
2.44
Company C
10
3.20
Company D
10
2.83
53
Quality practices
The elements of the lack of Quality practices are categorised into four areas: lack of planning for Quality, lack of
customer focus, lack of leadership/management for Quality, and Inadequate employees’ development.
Lack of planning for Quality
Here, the most significant element for the lack of planning for Quality is ‘Strategic plans do not emphasize on
Quality goals’. 60 percent of the respondents from Company C and Company A agreed that their strategic plans do not
emphasize on Quality goals. This happened because most of the companies tend to plan their projects based on the time
frame or duration, instead of Quality achievement.
Due to this practice, the consequence problem may arise, as example when project is running but neglecting the
Quality aspects, there will be a potential for work to fail and be rejected, due to failures during inspection. So the reworks
must be done and the project could be delayed. Therefore this practice must be corrected accordingly where the company
should emphasize on Quality in their planning basically.
Figure 5: Histogram of respondents’ agreement for ‘Strategic plans do not emphasize on Quality goals’
54
Lack of customer focus
‘Strategic plan is not customer driven’ is the most significant feedback received under the lack of customer focus.
As to compare the companies’ rating, 40 percent of Company A respondents agreed that Strategic plan is not customer
driven in their company. More than 50 percent of respondents from Company B, C and D rated ‘neither agree nor disagree’. Hence it can be argued that these companies did not strongly emphasize on their customers’ requirement in their
strategic plan.
Figure 6: Histogram of respondents’ agreement for ‘Strategic plan is not customer driven’
Lack of leadership for Quality
‘Quality is treated as a separate initiative’ is the most significant feedback received under the lack of leadership
for Quality. 60 percent of respondents from Company D disagreed with this statement. This shows that Company D’s employees have good Quality perception towards their work. It means that there were good cooperation between Quality
Department and Project team. In contrast with Company B, 60 percent agreed that employees treated Quality as a separate thing. This shows that they still believed Quality is the pre-occupation of Quality Department only. Supposedly, Quality practices should be part and parcel of the production process. Thus, the production team must be aware that they
must do it ‘right at the first time’.
55
Figure 7: Histogram of respondents’ agreement for ‘Quality is treated as a separate initiative’
Inadequate employees’ development
‘Employees are not trained in problem identification techniques’ is the most significant feedback for inadequate
employees’ development. Comparatively, 50 percent of Company B’s respondents agreed that employees are not trained
in problem identification techniques. It indicates that was less emphasis on employees’ development in Company B. Companies that wish to pursue Quality need to develop their employees accordingly.
Employees need to be trained in group discussion and communication techniques, the basic tools of quality and
process improvement, and problem identification/ problem-solving skills.
56
Figure 8: Histogram of respondents’ agreement for ‘Employees are not trained in problem identification techniques’
Quality tools
Through the survey, none of these companies have implemented specific Quality tools such as TQM and Six
Sigma. Nevertheless, they have implemented QA/QC Department, ISO 9001, and Quality plan. With those practices supposedly the quality problem could be minimized. However, they were still arising and affecting the companies. These indicate that the Quality implementations are not fully utilised and efficient.
Correlation between Quality Practices and Quality Problems
Pearson Correlation has been employed as to find the relation between these variables, the result as in Table 2
below.
Table 2: Result of Pearson Correlation
57
The Pearson’s r is 0.176, means it closes to ‘0’ rather than ‘1’, thus a weak relationship between two variables. It
shows the variables are not strongly correlated. The Sig. (1-Tailed) is 0.138 > 0.05, it shows no statistically significant correlation. This is because of the small size of samples or the amount of data processed was small, thus moderate correlations
misleadingly not reach significance. However, through the cause and effect analysis that was explained earlier, the correlation visibly can be seen.
Figure 9: Correlation between variables
Figure 9 shows that high cost with project delay is due to the lack of management for Quality, in fact the lacking is
when the Quality is treated as separate initiative. Thus it can be said that the effect, which is high cost of project delay
only can be minimized if the causal factor, which is Quality becomes everyone’s responsibility. When everyone takes Quality implementation seriously, poor Quality and late delivery could be minimized. In fact, the cost of projects could also be
reduced.
CONCLUSION AND RECOMMENDATION
Generally ‘Costs associated with project delay is high’ is the most serious problem faced by the yards surveyed.
This problem reflects that cost as a serious matter in industry perspective. In reality, the cost rises due to late delivery. In
fact, late delivery is caused by delay during project stage. While the delay is due to the reworks that keep happened.
These reworks are part of poor quality. Therefore, it can be concluded that the poor quality, high cost and late of delivery
are finally related to each other. These Quality problems are due to the lack of Quality practices. Most of the yards have
less emphasis in Quality practices particularly in term of management for Quality. The main cause is when ‘Quality is
treated as a separate initiative’ which is very common in most Malaysian companies whereby quality mainly lies on the
shoulders of Quality department’s personnel. Quality must be built into the whole processes. Thus the Quality practices
must be developed in everyone perspective.
58
Despite all the above problems, all the organisations surveyed have adopted ISO 9001 as their quality practices.
ISO 9001 is an international generic standard and apply to all type of organizations. The certification requires only meeting
the minimum standard requirements. ISO strengths lie in the documentation and audits systems. Within the local organization’s culture, value and belief, the trend shows that the management and the workers mainly concerned on documentation and audits as to maintain the certification.
As audits are also not that frequent and auditors have their limitations, thus ISO practices in reality are not that
effective within our local industries. To optimize quality implementation towards greater competitiveness, therefore it is
recommended for our local companies to combine it with other quality practices or tool. It is arguably a more comprehensive approach to consider TQM as a Quality tool. TQM is suitable to be adopted since it concerns on the total quality practices in the organization and emphasizes on employees participation. TQM organizations are more customer-oriented
than non-TQM companies. Since our industries are becoming more customers driven, TQM could be one of the best options available.
REFERENCES
Deming. (2008). Deming Total Quality Management. Retrieved October 20, 2011, from Business Excellence: http://
www.bexcellence.org/deming-total-quality-management-philosophy.html
Juran, J. M. (2000). Juran's Quality Handbook. McGraw-Hill Publishing Co.
Kencana
(2010).
Retrieved
October
1,
2011,
from
Invest
Malaysia
Conference:
http://
www.investmalaysiaconference.com/media/presentation_slides2011/Day1/Kencana%20Petroleum%20Bhd.pdf
Kencana HL (2011, September 10). General construction of the offshore structure at fabricator yard. Perak, Malaysia.
Maritime Standards. Retrieved October 10, 2011, from Marinelink: http://www.marinelink.com/article/maritimestandards
Rose Sebastianelli, N. T. (2003). Understanding the Obstacles to TQM Success. Quality Management Journal, University of
Scranton.
Sadeghi, K. (2007). Introduction to offshore structure. An Overview of Design, Analysis, Construction and Installation of
Offshore Petroleum Platforms Suitable for Cyprus Oil/Gas Fields, GAU Journal, Social & Applied Sciences.
Stout, L. (2010). Quality cost. Retrieved October 1, 2011, from QC Inspect: http://www.qcinspect.com/article/
qualitycost.htm
59
INTERNATIONAL MARITIME REGULATIONS
ON DYNAMIC POSITIONING SYSTEM
FIRDAUS TASNIM CHE PA¹, AMINUDDIN MD AROF²
¹Bachelor of Naval Architecture and Shipbuilding
²Department of Marine and Design Technology
Received 1 November 2011; Revised 28 August 2012; Accepted 1 September 2012
ABSTRACT
Dynamic positioning systems have been developed since 1961 particularly for offshore activities. As the oil and
gas exploration move into deeper waters, the DP system would become standard equipment in vessels’ navigation systems that are commonly tasked to operate in a high precision environment. Although the DP system is not mandatory
onboard seagoing vessels, those fitted with such equipment must comply with the International Maritime Organization
(IMO), Maritime Safety Committee (MSC) Circular 645 that is further elucidated by the various ship classification societies
such as the Bureau Veritas that articulates the rules regarding the DP system in their Rules for the Classification of Steel
Ships Part E (Additional Class Notations) under Dynamic Positioning (DYNAPOS).
Keywords: Dynamic positioning system, IMO, Bureau Veritas
INTRODUCTION
Since its inception in 1950’s, the Dynamic Positioning System application has strengthened its technology into the
marine industry after more than 50 years of development in the oil and gas industry. This navigational technology was
commercially utilised in 1961 for offshore drilling purposes. As the oil exploration effort begun to move into deeper waters, drilling process using Jack-up barge was becoming limited by the depth of water and anchoring using the anchor handling tugs became less economical.
___________________________________________
60
A new solution was found in 1961, when the drill ship Cuss 1 (Continental, Union, Shell & Superior oil consortium)
was launched for the Mohole Project in the United States. Fitted with four steerable propellers and working within a radius of 180 metres, the Cuss 1 was able to drill a number of holes with the deepest being in 3500 metres of water. The
operator controlled the vessel by using the radar and sonar ranging technology (with joystick control and acoustic transponders) to determine position.
The first true Dynamic Positioning (DP) vessel was launched by Shell also in 1961, which was Eureka. Eureka was
equipped with thrusters fore and aft which make her capable to rotate through 360 degrees. She was also equipped with
an analogue controller and a basic Taut Wire, known then as Tilt Meter. Howard Shatto, an engineer with Shell was the
one that pioneered the idea of Dynamic Positioning and remains active in its regulation until today.
Figure 1: Plans of Eureka, the first true DP-vessel (Source: gcaptain.com)
61
The first DP vessel had analogue controllers and lacked redundancy. However, since then vast improvements
have been made. In 1980, there were around 65 DP capable vessels operating in the offshore industry. Dynamic Positioning nowadays is not only used in the oil industry, but also on various other types of ships. In addition, Dynamic Positioning
is not limited to maintain a fixed position anymore. The other usage of Dynamic Positioning is for sailing on exact track,
useful for cable laying, pipe laying, survey and other tasks.
WHAT IS DYNAMIC POSITIONING SYSTEM
Dynamic positioning system is a computer-controlled system to automatically maintain a vessel’s position and
direction by using its own propellers and thrusters, countering strong effects of water, wind and other environmental
forces. IMO defines Dynamic Positioning System as the complete installation necessary for dynamically positioning a vessel comprising the power system, thrusters system and DP-control system (IMO, 1994). The system will allow the vessel to
stay in one place (within a few metres) or if required, move unerringly along a path, improving its ability to deploy or operate. Most of the vessels that used dynamic positioning systems are drill ships, cable-laying vessels, crane vessels, cruise
ships, diving support vessels, anchor handling tugs, floating production storage and off-loading (FPSO) platform, flotels,
mine sweepers, platform supply vessels, rock dumping vessels and supply ships.
HOW DYNAMIC POSITIONING SYSTEM WORKS
Large massive waves in the ocean will impact the position and the manoeuvring of a vessel. Thus, the propellers,
rudders and thrusters of the dynamic positioning system will withstand the external forces like wind, waves, wrecks and
current. The thrusters are located on the front and back, as well as at both sides of the vessel to maintain the position of
the vessel from every direction. A computerized system will automatically employ the thrusters to ensure the vessel is in
its position and track. Information about the position of the vessel is communicated from the transponders placed on the
ocean floor to the SONAR transducer placed in the ship’s hull.
The satellite communications, weather and wind information will be transmitted to the computer system, to help
control the movements of the vessel. By using the information provided, the computer will automatically engage the
thrusters to overcome any changes in the location of the vessel and control the vessel in the horizontal plane either surge
(movement forward and backward), sway (movement from side to side) or yaw (temporarily swerving off course).
62
Figure 2: Dynamic Positioning System- Basic forces and motions acted on the vessel (Source: Kongsberg)
Dynamic positioning systems necessarily must be installed with the following systems:-
i.
Power system that includes prime movers with necessary auxiliary systems including piping, generators
switchboards and the distributing system (cabling and cable routing);
ii.
Thrusters system including drive units and necessary auxiliary systems including piping, main propellers and
rudders (if these are under the control of the DP-system), thrusters control electronics, manual thrusters
controls and associated cabling and cable routing;
iii. The DP- control system that consists computer system, sensor system, display system, autopilot, position
reference system and associated cabling and routing (IMO, 1994).
63
Figure 3: Typical DP control system in the wheelhouse (Source: Kongsberg)
Figure 4: Typical DP control system in the wheelhouse (Source: Kongsberg)
64
IMO AND BUREAU VERITAS GUIDELINES FOR VESSELS WITH DYNAMIC POSITIONING SYSTEMS
The installation of a dynamic positioning system is not compulsory for all vessels since there is no legal requirement concerning the installation of the system onboard ships. However, it is preferably fitted to vessels that are related to
offshore activities due to high precision required in offshore activities. Notwithstanding the preceding statement, a vessel
that is designed to be fitted with a dynamic positioning system must comply with the International Maritime Organization
(IMO), Maritime Safety Committee (MSC) Circular 645. One of the world’s top ship classification societies, Bureau Veritas
articulates the rules regarding the dynamic positioning system in their Rules for the Classification of Steel Ships Part E
(Additional Class Notations) under Dynamic Positioning (DYNAPOS).
IMO MSC Circular 645 provides an international standard for dynamic positioning systems on all types of new
vessels that were built after 1st July 1994 with the purpose to recommend the design criteria, necessary equipment, operating equipment and a test and documentation system for dynamic positioning systems. The purpose is to reduce the risk
to personnel, the vessel, other vessels or structures, subsea installations and the environment while performing operations under dynamic positioning control.
A dynamic positioning system consists of components and systems that act together to achive sufficiently reliable
position keeping capability. The necessary reliability is determined by the consequence of a loss position keeping
capability. The larger the consequence, the more reliable the dynamic positioning system should be. In order to achieve
this philosophy, IMO divides dynamic positioning systems into 3 equipment classes; Class 1, Class 2 and Class 3, where
each equipment class is defined by its worst case failure modes (IMO, 1994). For vessels that use dynamic positioning
system for the purpose of keeping their vessels’ position on track, it will be stated in their classification notations. For example, vessel that is classified by Bureau Veritas, the classification notation for the vessel fitted with a dynamic positioning
system is DYNAPOS. Bureau Veritas rules state that this classification notation is to be completed by one or more optional
symbols according to the operational mode of the installation.
There are 3 modes of installations which are SAM (semi-automatic mode), AM (automatic mode) where the position keeping is automatic and AT (automatic tracking), which means the unit is maintained along a pre-determined path
with the speed and the heading pre-set. Bureau Veritas defines dynamic positioning equipment Class 1 with DYNAPOS
AM/AT. In this class, loss of position may occur in the event of a single fault. Vessels with notation DYNAPOS AM/AT are to
be fitted with an automatic control and a standby manual control. They are also required to be provided with a calculation
unit including a reference clock and peripheral equipment for visualisation and printing.
65
The system has additional optional notations which is R or redundancy. Redundancy means the ability of a component or system to maintain or restore its function, when a single failure has occurred. A single failure maybe caused by
a thrusters failure, generator failure, control computer failure or position reference system failure. Redundancy can be
achieved by installation of multiple components, systems or alternatives means of performing a function. For Class 1,
there is no redundancy in the power system and the control system (IMO, 1994) (BV, 2011).
The Class 2 equipment is denoted as DYNAPOS AM/AT R, where it has a redundancy so that no single fault in an
active system will cause the system to fail. A loss of position should not occur in the event of a single failure in any active
component or system. A single failure criteria need to be applied to any active component or system such as generators,
thrusters, switchboards but failure may occur after failure of a static component such as cables, pipes and manual valves
(IMO, 1994) (BV, 2011).
The power system is to be divisible into two or more systems, so that in the event of failure of one system, the
other system may still be available for operation. The power system is to be arranged with bus tie breakers to separate
the systems automatically upon failures, in order to prevent the transfer of failure of one system to another. In this class,
the control system should consist of at least two independent computer systems (IMO, 1994).
Equipment Class 3 is required for DYNAPOS AM/AT RS. In this class of equipment the DP-control system is to
consist of at least two independent computer systems with self-checking and alignment facilities. Common facilities such
as self-checking routines, data transfer arrangements and plant interfaces are not to be capable of causing failure of both
or all systems. In addition, one backup DP-control system should be arranged. An alarm should be initiated if any
computer fails or is not ready to take control.
Equipment in Class 3 has to withstand fire or flood in any one of the compartment without the system failing (BV,
2011). The power system of Class 3 is to be divisible into two or more systems such that in the event of failure of one system, at least one or more systems will remain in operation. The divided power systems need to be located in different
spaces separated by A-60 class divisions. If the power system is located below the operational waterline, the separation
needs to be watertight (IMO, 1994).
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CONCLUSION
Dynamic positioning systems have been developed since 1961 particularly for offshore activities. As the oil and
gas exploration move into deeper waters, the dynamic positioning system would become a standard in vessel’s navigation
system on order to operate in high precision. With the advent of new technology, it would also help to reduce cost and
the time of operation by enabling the vessel to continuously remain on its track. With the dynamic positioning system, the
manoeuvring of a vessel would not only be excellent but would facilitate for an easy adjustment of the vessel’s position
with the thrusters at the bow and stern. Comparing to other position keeping options such as jack-up barge and anchoring, the dynamic positioning system is not limited by obstructions on the seabed such as pipelines, wrecks and cables.
With continuous improvement in marine and off-shore technology, many more marine operations that were not feasible
before would be made possible by the dynamic positioning system. This is further assisted by the falling costs of dynamic
positioning products utilizing newer and cheaper technology.
REFERENCES
Bureau Veritas (July 2011), Dynamic Positioning (DYNAPOS) in M. D. Bureau Veritas, Rules for the Classification of Steel
Ships (Part E Additional Class Notations), BV, France.
International Maritime Organisation (1994), IMO MSC Circular 645 (Guidelines for Vessels with Dynamic Positioning Systems), IMO, London.
Sean (August 2009), A Brief History of Dynamic Positioning at http://gcaptain.com/history?9952 (accessed Sep 11th, 2011)
Kongsberg, Dynamic positioning - basic principle at
http://www.km.kongsberg.com/ks/web/nokbg0240.nsf/AllWeb/BD306BBB3E7DA73FC1256DAB00353083?
OpenDocument (accessed Sep 14th, 2011)
67
DEVELOPMENT OF LEGAL FRAMEWORK GOVERNING THE CARRIAGE OF
LIQUIFIED NATURAL GAS (LNG) WITHIN COASTAL WATER FROM
MANAGEMENT AND ENFORCEMENT ASPECT
ASMAWI ABDUL MALIK
Marine Construction and Maintenance Technology, Universiti Kuala Lumpur
Malaysian Institute of Marine Engineering Technology
Received 20 September 2012; Revised 24 September 2012; Accepted 2 October 2012
ABSTRACT
The LNG evolution into coastal waters reflected the absence of clear guidelines on legal framework in governing the carriage of liquefied natural gas (LNG) within coastal water. International Maritime Organization (IMO) does not pay much
attention to sustainable coastal water transport development. The novelty of such industry and the traditional procedures
of UN developmental bodies, normally need sufficient time to consider new and emerging phenomenon in their agenda of
work. Thus it has become a major source of inefficiency and unsafe operation of the LNG carriage along the coast line. To
date, there is no extension for LNG carriage within coastal waters on every established rules and regulation. The main purpose of this study is to develop a legal framework model for the LNG transportation and carriage by using the IDEF 0 structured modeling technique. The modeling process is divided into three phases, (i) the information gathering, (ii) the model
development and (ii) the experts’ evaluation and validation. A legal framework model for the LNG carriage within coastal
water was constructed in the stand alone mode covering each aspect.
Keywords: Legal framework model, LNG carriage, structured modelling technique definition, Cronbach’s Alpha,
ANOVA and Correlation.
___________________________________________
68
INTRODUCTION
In occurrence with the increasing Liquefied Natural Gas (LNG) production in the emerging market, the LNG is depleting fast and will be required on a major scale to feed the world’s biggest gas market. Therefore, attention is needed to
focus largely on the safety and security of LNG transported by marine transportation at commercial facilities near populated areas. Although the nation’s LNG facilities have become developed, there is no special framework for the LNG
coastal transportation. In response to the overall safety and security environment requirement, it is wise to seek a coastal
water legal framework covering a broader understanding of hazardous chemical marine shipments and efforts to secure
them. Recognizing these fatal factors are important in promoting for a legal framework for LNG transportation in coastal
water, serious efforts in the development of such framework should be undertaken.
OBJECTIVE OF RESEARCH
The research on development of legal framework governing the carriage of LNG within coastal water is expected
to derive the relevant element (s) for a legal framework on the carriage of LNG within coastal water.
RESEARCH STATEMENT
In order to create relevant legal framework element (s), several situations that could be influent factors for safe
transportation have been identified. The situations are as follows:
i.
Liberalization of importers power and gas market
ii.
Number of receiving or discharging
iii. Geographical topography that reduces the ability of LNG transportation.
iv. The high cost of pipeline network and degasification area development and investment.
v.
As people keep pace with the development, energy plans faces high resistance of NIMBY and BANANA which
stand for Not In My Backyard (NIMBY) and Build Absolutely Nothing Anywhere Near Anything (BANANA), are
being highlighted from the end user perspective where people perceive the LNG storage as a time bomb.
vi. Imbalance in demand and supply of the LNG.
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METHODOLOGY
Figure 1: Research Methodology
BACKGROUND AND PROBLEM STATEMENT
A real ‘new world gas market’ has begun to emerge. However a ‘world gas market’ should not be confused with
the much more flexible world oil market. The Industries Energy, Utilities & Mining (2007) also highlighted on the regulatory aspects follows:
70
Although several frameworks have been developed by the LNG players such as Ball et al, (2006), who proposed a
legal framework for the Taiwanese government it is specifically for procurement activities in Taiwan. As in Notteboom et
al. (2004), the only focused area in Snøhvit Project Norway is on LNG port management. There is no formal framework to
govern the carriage of this particular dangerous goods. Hence, a special attention on the development of the Legal
Framework on the Coastal Water for LNG transportation and application is required. The immediate sign of market demand is the clear indication that LNG transportation will centre on the downstream activities as compared to the upstream. Product distribution which cover the following aspects:
i. Overcoming problems associated with the transportation of LNG by land.
ii. Towards cost effective LNG transportation in downstream market activities.
iii. Provision of a healthy, safe and secure environment of LNG transportation /carriage within coastal water.
Morimoto (2006) estimated the world LNG consumption exponentially rises from 139 m/tons to 286 m/tons in his
Fiscal Interim Result. The above prediction is supported by Nilsen (2007), research on LNG Trade Volume, where momentous growth of short-term trade from 1998 to 2006 as shown in Figure 2. Thus, existing facilities need to be tripled by
2020 by all means and sizes as in Figure 3.
Figure 2: LNG Trade Volume 1998, 2002 & 2006 (Nilsen, 2007)
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Figure 3: Outlook for World LNG Demand (Morimoto, 2006)
The future LNG export terminals will be larger as to cater the needs and supply, based in remote locations with
no infrastructure and subjected to extreme weather conditions. Therefore, conventional construction approaches will no
longer be cost and time effective. The direction for future development has been reinforced by the few inventions of subplayers of the Oil & Gas Company such as the following and in Figure 4.
i.
Proposed development of smaller scale degasification terminals.
ii.
Proposed development of Liquefaction hubs.
iii. Alternative source and uses of LNG
iv. Gas storage for peak sharing
v.
Proposed development of Shipboard degasification
Figure 4: Illustration of Future Expansion in Coastal Water (Kaalstad, 2006)
72
Traditionally, the regulation of maritime transport operations by seafaring countries has been motivated by the
desire to establish and maintain:
i.
Standards as regards maritime safety and the protection of the marine environment;
ii.
Participation of national fleets in the transport of its trade (although by and large in the OECD there exists
unrestricted market access);
iii. Commercial regulations aimed at facilitating the orderly conduct of business; and
iv. The ability of sea carriers to operate traditional co-operative liner services despite the presence of laws in
many countries aimed at preventing anti-competitive behaviors.
As mentioned by Luketa, A. et al. (2008); the risk mitigation and risk management approaches suggested in the
2004 report are still appropriate for use with the larger capacity ships. Proactive risk management approaches can reduce
both the potential and the hazards of such events. The approaches could include:
i.
Improvements in ship and terminal safety/security systems,
ii.
Modifications to improve effectiveness of LNG tanker escorts, vessel movement control zones, and safety
operations near ports and terminals,
iii. Improved surveillance and searches, and
iv. Improved emergency response coordination and communications with first responders and public safety
officials.
In this particular project research, the quantitative survey technique is being applied. The result from the quantitative input will be tested through descriptive statistic and the interference statistic. The descriptive statistic will interrogate the sample characteristic and the interference will drill into sample population.
Results on General Administrative Procedure – Management & Enforcement
Table 1 shows the analysis on confirming ‘Management & Enforcement’ as an element of the legal framework.
The overall mean indicated of 4.5368 and an overall standard deviation of 0.0757. Questions 1, 2, 3, 4, 5,6, 7, 8, 9 and 10
were returned with individual means above 4.0 and none was below than 4.0. Question 3 “State’s marine enforcement
system (including rules & regulation) should be empowered to monitor and control LNG activities in its coastal water”
scores the highest mean 4.6316 with standard deviation of 0.5891. Question 2 “State’s coast guards should be equipped
to handle its LNG cases” returns with the lowest mean of 4.3947 and with standard deviation of 0.8555.
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Table 1: General Administrative Procedure – Management & Enforcement
74
Figure 5 and figure 6 shows the graphic plot on this block of data. The p-value is 0.537. As the level of significance is above 0.05, the data is in normal distribution. The variance is 0.0057. The skewness is -0.677377 indicating that
the distribution is left-skewed. The confidence intervals at 95% confident level are:
i.
µ (mean) is between 4.4827 and 4.5910.
ii.
σ (standard deviation) is between 0.0520 and 0.1381.
iii. The median is between 4.4820 and 4.6053.
Figure 5: D2 Graphical Summary
Figure 6: Probability Plot of D2 Data
75
RESULT AND DICUSSION
The result discussion will cover on demographic of the respondents, data distribution and ANOVA and also correlation. The raw data is executed by using Minitab Software and SPSS Statistical Software. 81.6% of the respondents are
over 30 years of age, which indicates the respondents have enough experience to be involved in this survey and all of the
respondents have formal education. It means that they have been equipped with relevant knowledge in the oil and gas
operation. Above 75% said that they are well aware of the LNG business development.
In expanding the idea of a drawn up legal framework, every legal aspect needs to be verified through the survey.
Questionnaires need to be developed from the hypothesis legal framework, then each of it needs to be correlated. Before
proceeding into the data collection, the questionnaires need to be subjected through a pilot test so that only effective
questionnaires are sent out. Selective target groups who have legal knowledge will be taken into consideration. Based on
Kreijie and Morgan (1970), the author has selected 45 number of sample size. Then as referred to Nazila (2007), who
quoted Abdul Ghafar (1999), when samples came from one population it is categorized as case study sample. In relation
with the current project, selected group considered is among those who have the know how on LNG carriage.
The data collection and compilation are needed during the second phase of the project. The data is collected according to requirement of the application where it is able to represent the situation required. From the result in 6.0, the
mean value indicates of ‘Relevant’ status. The difference between mean and variance is ± ±0.0757 which is 1.67%. The
result is in the alpha value (5%) which reflects the agreement that the ‘Management & Enforcement’ should be implemented in the new framework on LNG carriers while entering the coastal waters. In Figure 4.20, the trend can be described as a negative skew.
However, it is still well within the normal distribution because the Anderson-darling Test value is 0.200. This indicates that the data validity fall in a range of mean,µ which is between 4.4827 and 4.6053, standard deviation, σ (0.0520 0.1381) and the median is (4.4820 - 4.6053) at the 95% confidence intervals. Therefore the D2 block, is relevant to the
hypothesis in confirming the ‘Management & Enforcement’ as an element of the legal framework.
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CONCLUSION
The legal framework on the LNG carriage within coastal water should be extended version of the current legal
guide. As it is a new evolution that LNG carriages will inevitable come to the coastal zones, there is still no literature of
what have been done previously. Hence, this study was conducted to identify the legal framework component as to ensure safe and secure coastal water operation. This study shows that legal framework is required in term of carrier aspect
as identified at Figure 7. However, from this study we also know that the most important factor is safe handling. The legal
framework is expected to reduce the implication and impact to the surrounding in the event of mishandling or any mishaps.
Figure 7: Legal Framework for Coastal LNG Carriage
REFERENCES
Industries Energy, Utilities & Mining, (2007), Value and Growth in the liquefied natural gas market. [Brochure].
Price Water House Coopers
Kaalstad, J.,P., (2006), Offshore LNG Terminals Capital Markets Day, APL Incorporation
Krejcie, R., V., and Morgan, D., W., (1970), Determining Sample Sizes for Research Activities: Educational and
Psychological Measurement, 30(3): 607 – 610
Maritime Safety Committee, (2007), Formal Safety Assessment of Liquefied Natural Gas (LNG), Carriers,
International Maritime Organization (IMO)
Morimoto, S., (2006), Fiscal 2006 Interim Result Briefing, JGC Corporation
Nazila Abdullah (2007), Kajian Terhadap Kaedah Mengajar, Kefahaman, dan Pandangan Guru Terhadap Konsep
Sekolah Bestari di Sebuah Sekolah di Daerah Kulai, Universiti Teknologi Malaysia
77
TREND ANALYSIS OF SEA LEVEL RISE FOR WEST
COAST OF PENINSULAR MALAYSIA (LUMUT)
AZURA AHMAD RADZI1, HADIBAH ISMAIL2
1
Applied Sciences & Advanced Technology Department,
Universiti Kuala Lumpur - MIMET,
2
Coastal and Offshore Engineering Institute, Faculty of Civil Engineering,
Universiti Teknologi Malaysia
Received 26 July 2012; Revised 3 September 2012; Accepted 23 September 2012
ABSTRACT
Future sea level rise would be expected to have a number of impacts, particularly on Malaysia coastal systems such as
flooding and inundation, coastal erosion and salt water intrusion. This study analyzes the trend variation of sea level rise
for selected locations along the West Coast of Peninsular Malaysia. Furthermore, rate of future SLR at selected station
which is in Lumut, Perak will be predicted in the year 2050 and 2100. This study also examines the trend of sea level rise
throughout the Straits of Malacca. The historical mean sea level data from the selected stations were used in the trend
analysis. In this study, the non-parametric Mann Kendal test was carried out to determine trends in sea level rise. From
the analysis, the result shows that the SLR rate Lumut, Perak is in incremental trend. The future projections of the trend
line for an estimate SLR in the year 2050 and 2100, for all the selected station exhibit an increment in sea level rise. In
2050, the incremental SLR is 9.175 cm. Subsequently, in 2100 the highest increment in SLR is 19.595 cm. The trend analysis and the future projection also have proven that the Straits of Malacca will experience a rise in sea level in 2050 and
2100.
Keywords: Sea level rise, trend analysis, prediction, Straits of Malacca
___________________________________________
78
INTRODUCTION
The changes in the shape of the ocean basins, the total mass of water and the water density may result in the
alteration of the sea level. Global mean sea level (MSL) has been rising since the end of the last ice age almost 18,000
years ago. Factors leading to sea level rise (SLR) under global warming include both increases in the total mass of water
from the melting of land-based snow and ice, and changes in water density from an increase in ocean water temperatures
and salinity changes.
As the world's oceans rise, low-lying coastal areas will disappear. Flooding of coastal areas will become more
common and more severe as storm surges have easier access to these lower-lying areas. The occurrence of extreme high
water events related to storm surges, high tides, surface waves, and flooding rivers will also increase. Flooding and loss of
land will have significant impacts on humans, wildlife, and entire ecosystems.
PROBLEM STATEMENT
The major towns, ports, large agriculture and aquaculture projects of Malaysia’s coast contribute significantly to
the nation’s economic development. It is anticipated that the physical and economic impact for the whole nation of a
greenhouse-induced sea level rise could be devastating.
According to J.E Ong (2000) as quoted from Geyh et.al (1972), Kamaludin (1989) and Peltier & Tushingam (1989),
there is good geological evidence that showed over the last 5,000 years, sea level around Malaysian coast has been falling
at a mean rate of about 1 mm/yr and the global tidal level is dropping at 2.4 ± 0.9 mm/yr. Meanwhile, the sedimentation
rate which appears to be playing a critical role in relative sea level change in Malaysia is in the region of a few millimeters
per year. In more recent finding, Malaysia sea level has risen at an average rate of 1.25 mm/yr over 1986 to 2006 (Initial
National Communication, 2000 and National Coastal Vulnerability Index Study, DID, 2007). All of the above findings are
signals to show that Malaysia coastal system might be vulnerable to SLR.
Therefore, there is an indication of the urgency for Malaysia as one of the coastal nations to begin the progression of adapting to sea level rise not because there is an awaiting catastrophe, but because there are opportunities to
avoid unpleasant impacts by acting now, that may be lost if the process is delayed. Unfortunately, there is lack of official
indication or measurement that has been done in Malaysia on SLR. Hence, how should Malaysians prepare for sea level
rise? Thus, this particular study is required to analyze the trend variation of SLR for selected locations along the West
Coast of Peninsular Malaysia and to predict SLR in the year 2050 & 2100 so that the consequences of SLR can be reduced
through a proper management and implementation of adaptation and mitigation measures.
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OBJECTIVE OF STUDY
The objectives of this study are:
i.
To analyze the trend variation of sea level rise for Lumut, Perak.
ii.
To predict sea level rise for this location in the year 2050 and 2100.
SCOPE OF THE STUDY
The scope of this study can best be described as follows:
i.
A review of all literatures related to trend analysis methodologies and to apply the most suitable technique
in the analysis for Lumut, Perak Station.
ii.
Collection of data (tidal records) for all selected stations will be used for the purpose of trend analysis.
iii. Conducting the sea level rise trend analysis and prediction for the year 2050 and 2100.
STUDY AREA
In this study, six locations along the West Coast of Peninsular Malaysia are selected for the purpose of trend
analysis. The locations are Langkawi, Penang, Lumut, Port Klang, Tanjung Keling and Kukup. The locations are selected
based on the existing tidal gauge stations along the West Coast of Peninsular Malaysia. Figure 1.2 below shows the selected locations. However, this paper will focus on Lumut, Perak.
Figure 1: Study area locations
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LITERATURE REVIEW
THE CONCEPTUAL UNDERSTANDING OF SEA LEVEL RISE
Sea level rise is due to a number of causes, some of which may exert a more regional influence than others. These include:
i.
Thermal expansion – As seawater becomes warmer it expands. Heat in the upper layer of the ocean is re
leased quickly into the atmosphere. However, heat absorbed by the deeper layers of the ocean will take
much longer to be released and therefore, will be stored in the ocean much longer and have significant im
pacts on future ocean warming.
ii.
Freshwater inputs – Increase in freshwater inputs from mountain glaciers, ice sheets, ice caps, and sea ice,
as well as other atmospheric and hydrologic cycles due to rising global surface and ocean temperatures.
iii. Physical forces – Subsidence and lifting are associated with tectonic activity and the extraction of water and
resources such as gas and oil. These types of forces do not actually change the volume of the ocean, only the
relative sea level. However, these changes do affect movement over land, as well as estimates from satellite
altimetry.
iv. Ocean current variations – Large, regional ocean currents which move large quantities of water from one
location to another also affect relative sea level without changing the actual volume of the ocean. For exam
ple, el Niño moves water from one side of the Pacific to the other every three or four years. These large-scale
variations also affect the relative sea level of certain areas. In normal conditions, trade winds blow across the
Pacific toward the west.
v.
Atmospheric pressure influences sea level by impacting the surface itself. This only affects relative sea level
as the water pushed out of one place will move to another.
THE IMPACTS OF SEA LEVEL RISE
The sea level rises due to the global warming might cause certain physical change and the possible reactions are:
i.
The low lying coastal line will be inundated with water, causing damage to houses, industries and crops.
ii.
Low level islands could sink and disappear.
iii. The quality and salinity will drop when fresh water from the melted ice caps drain into the ocean.
81
iv. The water levels in rivers will increase and cause flooding in the low level area.
v.
River water temperature and the ocean water temperature will also change accordingly.
vi. The river water will mix with salt water from the ocean making it unsafe for human consumption.
vii. The total water density will also change and it changes the freeboard length of the ship. This is danger
especially on the large cargo vessel as it has lesser distance from the deck to the vessel water line.
iv. The marine life, like fish and even coral will have to migrate as to find waters that are more suitable
or perish.
iv. Topography of the respective affected country will change and the country’s size can decrease.
v.
Millions of money need to be allocated as to mitigate the global warming reaction especially on the sea
level rise.
TREND ANALYSIS
Trend analysis is a forecasting technique in which (1) a baseline scenario is constructed using trend extrapolation,
(2) future events that may affect this scenario are identified and evaluated on the basis of their probability of occurrence
and degree of impact, (3) the combined effect of these events is applied to the baseline scenario to create future scenarios. Trend studies are valuable in describing long-term changes in a population. They can establish a pattern over time to
detect shifts and changes in some event.
METHODOLOGY
DATA COLLECTION
The data collection is an important element in this study. In order to do the trend analysis of sea level rise, the
mean sea level historical data (tidal data) is necessary. The data for the selected locations was obtained from the Malaysia
Survey and Mapping Department (MSMD). The detailed information of the location as per Table 1 (below).
Table 1: Station Information
82
Figure 2: Methodology Flowchart
DATA ANALYSIS
Basically an analysis will be conducted on the collected data. Data analysis consists of two types of analyses,
which is trend analysis and statistical analysis.
83
Statistical Test (Non-parametric) – Seasonal Mann-Kendall
Mann Kendall test is a specific tool for seasonal data that able to compare all pairs of observations, counts the
number where values are increasing, subtracts the number decreasing and calculates a probability. The robust macro
function that does not require specific distribution, less sensitive to extreme values, less sensitive to missing values and
able to validate data for further investigation and analysis.
Trend Analysis
In the trend analysis, raw data were transferred into Minitab Software (Trial Version), which is a statistics package. It was developed at the Pennsylvania State University by researchers Barbara F. Ryan, Thomas A. Ryan, Jr. and Brian L.
Joiner in 1972. Minitab began as a light version of OMNITAB, a statistical analysis program by National Institute of Standards and Technology.
Based on the trend line plotted, the fitted linear regression model was determined. The equation demonstrates
whether the trend has increased or decreased over time, and if it has, how quickly or slowly the increase or decrease has
occurred. There after, by making future projection using the equation, an estimate of the SLR rate in the year 2050 and
2100 will be obtained.
DATA ANALYSIS AND RESULTS
Introduction
The analysis of sea level rise trend for West Coast of Peninsular Malaysia has exposed the actual trend of sea
level rise according to the selected tidal station. The results were obtained from the analysis of historical mean sea level
data at Lumut, Perak tidal station. The mean sea level data for Lumut, Perak (1985 - 2008) were processed and analyzed
accordingly using statistical package.
Statistical Test (Non-parametric) – Seasonal Mann-Kendall
The Non-parametric tests of Mann-Kendall were carried out using Minitab as a statistical package on Lumut,
Perak. An example of the Non-Parametric test is discussed under the following sub-title.
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Non-parametric tests (Mann-Kendall):- Lumut, Perak
Figure 3 shows the results of Mann-Kendall Test on Lumut, Perak MSL data for the year 1985 – 2008. From the
test, it has indicated enough evidence to determine that there is an upward trend at confidence level 95% or alpha, α =
0.05. The p-value of the significant upward trend is 0.0037386 and the calculated z value is 2.67481.
Figure 3: Mann-Kendall Test for Lumut, Perak
Trend Analysis of Mean Sea Level
From the non-parametric Mann-Kendall test, for Lumut, Perak trend analysis, and prediction test exhibit of upward trend. The slope is at 0.0100656 in Lumut, Perak. The summary of the mean sea level trend is summarized as in Table 2. The plot for Lumut, Perak tidal station stations are illustrated in Figure 4.
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Table 2: Summary of Mean Sea Level Trend Analysis
Figure 4: Trend analysis of MSL for Lumut, Perak
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Sea Level Rise (SLR) Prediction
Trend lines of mean sea level for the selected station are extrapolated for an estimate SLR in the year 2050 and
2100 as in Figure 5. Table 3 summarized the Predicted Sea Level Rise (SLR) in year 2050 and 2100 for the selected station.
In year 2050, Lumut, Perak will encounter a 5.758 cm incremental of SLR and in year 2100, Lumut, Perak will encounter of
12.079 cm incremental of SLR which is based on 221.826cm Means Sea Level (MSL) in the year of 2006.
Table 3: Predicted Sea Level Rise (SLR) in year 2050 and 2100 for selected stations on Lumut, Perak,
West Coast of Peninsular Malaysia
Figure 5 shows the actual, fits and predicted/forecasts graph line for Penang MSL data. The trend is seconded by
the following linear trend model equation;
The red line indicates the fitted rate of mean sea level from the historical actual data, while the green line indicates the future projection of mean sea level. The graph shows that in year 2050, Lumut’s mean sea level is increase to
227.584 cm and in year 2100 is increase to 233.905 cm.
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Figure 5: Graph of predicted MSL for Lumut, Perak in year 2050 and 2100
Meanwhile, Figure 6 indicates the four-in-one residual plot (i.e. normal probability plot of residuals, histogram of
residuals, residuals versus fitted values and residuals versus order of the data) for Lumut, Perak. Overall, the figure shows
that the data are generally normally distributed, the variance is constant and only four outliers exist in the data. Even
though there are outliers existing in the data set, the result may still be considered reliable because the non parametric
Mann-Kendall test is robust to the effects of outliers and gross data errors, and within the 95% confidence level.
Figure 6: Residual plots for Lumut, Perak
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CONCLUSION AND RECOMMENDATION
From the analysis, the result shows that Lumut, Perak has an upward trend of sea level rise based on 95% Confidence Interval. The rate of SLR lies between 0.829 mm/yr to 2.021 mm/yr. This value is still within the IPCC global SLR rate
for the 20th century which is 1.7 ± 0.5 mm/yr.
The future projections of the trend line for an estimate SLR in 2050 and 2100, for the selected station exhibit an
increment in sea level rise. In 2050, the increment value in SLR is 5.758 cm. Subsequently, in 2100 the increment value in
SLR is 12.079 cm.
The trend analysis and the future projection also have proven that the Straits of Malacca will experience a rise in
sea level in 2050 and 2100. As a conclusion, the results of this study impose a signal of SLR threat to the Lumut, Perak and
should lead the state government to come out with a National Plan on adaptive measures to mitigate the SLR impacts.
REFERENCES
Bates, B.C. et.al Bates, B.C., Z.W. Kundzewicz, S. Wu and J.P. Palutikof, Eds. (2008). Climate Change and Water. Technical
Paper of the Intergovernmental Panel on Climate Change, IPCC Secretariat, Geneva.
Bindoff, N.L., J. Willebrand, V. Artale, A, Cazenave, J. Gregory, S. Gulev, K. Hanawa, C. Le Quéré, S. Levitus, Y. Nojiri, C.K.
Shum, L.D.Talley and A. Unnikrishnan (2007). Observations: Oceanic Climate Change and Sea Level. In: Climate Change
2007: The Physical Science Basis. Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change.
Burkay Seseogullari, Ebru Eris and Ercan Kahya (2007). Trend Analysis of Sea Levels Along Turkish Coast. Hydraulic Division,
Civil Engineering Department, Istanbul Technical University.
Deborah Rosenberg (1997). Trend Analysis And Interpretation; Key Concepts And Methods For Maternal And Child Health
Professionals. Division Of Science, Education And Analysis Maternal And Child Health Bureau.
Douglas C. Montgomery, George C. Runger and Norma Faris Hubele (2004). Engineering Statistic, Third Edition. John Wiley
and Sons Inc.
James G. Titus (1998) Rising Seas, Coastal Erosion, And The Takings Clause: How To Save Wetlands And Beaches Without
Hurting Property Owners. Volume 57, Number 4, Maryland Law Review.
89
DESIGN OF INTEGRATED FLUID PARAMETRIC
ANALYSIS WORKBENCH
ISHAK MOHMAD ALI¹, PROF. DR. SHAMSUDDIN SULAIMAN²
¹Department of Applied Science and Advance Technology Section
Universiti Kuala Lumpur Malaysian Institute Marine Engineering Technology,
²Department of Mechanical Engineering, Faculty of Engineering, Universiti Putra Malaysia
Received: 15 January 2012; Revised: 16 July 2012; Accepted: 14 August 2012
ABSTRACT
This paper describe the desigining of integrated fluid parametric workbench for varity of experiments. Fluid parametric
analysis is to identify potential fluid and to see other applications that can be practiced in the industry. This involved in
fluid physical analysis such as fluid density, the volume and weight of the fluid. The experiments will varify the theorical of
fluid law and the application in the real practice, that requires tools or workbench. The design concept refers to a variety
of parametric analyzer and to combine them into an integrated workbench. This require the research literature, analysis
of design, material selection and employment components. The estimated project cost is RM20K (Ringgit Malaysia:
Twenty thousand only) and fully funded by the Universiti Kuala Lumpur Malaysian Institute of Marine Engineering and
Technology (UniKL-MIMET). This design will be considered as a potential research project to be developed as well as
further research on the fluid medium in the future. Hopefully it can provide the knowledge and useful to researchers.
Keywords: Integrated workbench, fluid parametric, static fluid, fluid flow, fluid force
___________________________________________
Corresponding author:
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INTRODUCTION
Fluid analysis is critical at identifing characteristic of fluid where the data will be used as information to design
the several functions in machine operations. The parametric of fluid should be analyzed so that the limitation or capability
of the fluid is known specifically. The nature some of parametric with the practical knowledge is advantage to
understanding for other applications.
The important parameters are pressure, density, temperature, viscosity, compressibility, etc These parameters
are considered as fluid properties and are required to be studied to identify the ability of fluid performance in engineering
application. In most of the experiments in fluid laboratory, hydraulic bench will be used to determine the flow rate of
water through various sets of apparatus. The purpose of the present experiment is to gain some familiarity with the use of
a hydraulic bench to study several fluid parameters.
The fluid laboratory is required to conduct tests on fluid properties, fluid parametric, and fluid flow. On-site tests
can be conducted to estimate the quantity of pipe and channel flows. It is used for Fluid Mechanics study. Special
instruments are needed for the study Basic Hydraulic Benches, Water Jet Apparatus, Flow Meter & Current Meter,
Ventury Meter Apparatus, Pipe Friction Apparatus, Loose fixtures and shapes in Piping (Bends) Apparatus, Flow through
An Orifice & Jet Apparatus, Centrifugal Pumps, Rainfall Measuring Equipments and Run-Off Measuring Devices. The
laboratory with specialized equipment are required for the analysis, collection and display of descriptive and coordinate
information.
Through lab work, students can learn theoretical aspects of fluid engineering environment. A good lab should be
equipped with Digital Theodalites, Total Stations, Automatic Levels, Surveyor’s Compass, Digital Planimeters, and
Computer Hardware & Software for plotting and printing survey plans. The preparation of the equipment will incur high
cost as an example, the hydraulic properties workbench produced by GUNT Hamburg cost RM95,000.00 (ringgit Malaysia;
ninety five thousand) net per unit.
This cost is quiet expensive even though the fluid parameter can be tested in a basic parameter of flow rate
measuring for various pipe diameter. The economic value is unreasonable. In this study, several parameter tests are
integrated into one workbench and it’s to be more cost effective.
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METHODOLOGY
The methodology used in the project will be reviewed such as to measures include a project work on the theoretical study of the existing workbench and then followed by a sketch in accordance with the requirements of the selected
experiments. Next, engineering calculations to determine the validity of the workbench and view the capabilities and
choice of materials can be made. Some items included as structure strength, the ability of control experiments were also
analyzed Workbench. The method in these fluid parametric analysis were use the Design of Experiments (DOE) method,
where the various analysis method will be define from the existing method and the method design will be setting base on
the simple practice, broad of experience and produce an accuracy results. The various experimental will be design according to the parameter to be analyzed such as the experiment to determine the volume flow rate and mass flow rate, is different in parameter however the workbench will be share with minimum adjustment is required.
Then, the experiment test bench is design after the experiment method has selected, where the bench will consist of components and fittings for various parameter identification such as pipe diameter for volume and mass flow, pipe
length for flow friction and continuity flow, various fitting type for flow regime, friction factor and losses in pipe. The experiment will be carried out on the bench and the data produced is required to be verified whether these data are accurate. Therefore, the reference data is required for the experiment and the prior study on that particular parameter is
need. The reference need in these verify experimental such as components materials and fittings method, pipeline route,
and various data for fluid parametric. In the final result of the study, the analysis fluid parametric will be to customize the
experimental workbench and method, respectively. The customizing of these is to ensure that the standard of methodological is correct and the experiment workbench is valid for the fluid parametric analysis in future.
RESULT AND DISCUSSION
In this chapter, results and discussion will be made on the study design the integrated Fluid Analysis Workbench.
This discussion will touch on matters such as design calculations, material selection in design, selection and layout components. The design calculations included of the estimation of the tank volume and weight, the total volume of fluid in the
pipeline system and its weight, water pump capacity, the amount of friction in the pipeline and the amount of head loss,
and count on the workbench structure strength. The selection of materials refers to the ability of corrosion, the strength
of the pressure in the system, material that is easy to run and in the current market price. Layout selection is also dependent on the type of experiment to be carried out the concept of integration in experimental and operator comfort Workbench.
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DESIGN CALCULATIONS
Design calculation is needed in designing the project as required so that it is safe to use and can be operated according to specification requirements. The calculations involved are to calculate water volumes in the system for determine the water tank capacity, the estimations weight of the components in the system for calculate the structure reliability, water pump capacity, pressure in pipe line, fluid force due to water impacts, and structure analysis. Some components
will go through this process as follows:
Water Tank Capacity
Water tanks are used to store water used as medium in the workbench. There are two types of tank specifically
bottom tank and top tank. Bottom tank is used as a collector and supplier of the medium, refer to Figure 1. Top tank is
used as a system tank, where the medium being discharged into it and will be used by the system during the operations,
refer to Figure 2. The design calculations performed on the tank design includes the total volume of water collected and
the volume of water used in the system. Tank size is designed based on several factors which need the volume of water in
the system, collecting the water in the system during a shutdown, reducing the storing space and cost of construction of
the tank. The water level set 0.05m from the top of the tank is to act as buffer spacing in the event of failure, such as level
indicator system failed to shows the actual level of water in the tank, pump switch breakdown and so forth.
Specifications of Bottom Tank
Length; L = 750mm (0.75m)
Width; W = 500mm (0.50m)
High; H = 250mm (0.25m)
Water Level, h = 200mm (0.20m)
Bottom Tanks Volumetric;
VBT = L X W X h
= 0.75 X 0.50 X 0.20
= 0.075m³
Water Density, ρ as at 30ºC = 996 kg/m³ (refer Appendix 1: Water Properties)
Water mass in tank (kg); WwBT = VBT X ρ
= 0.075 X 996 = 74.70 kg
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Tank mass without load; Wtl = 30 kg (mass measured by the estimation on the materials density-fibreglass)
Total mass of water tank,
∑WT1 = WwBT + Wtl
= 74.70 + 30
= 104.7 kg
Specifications of Top Tank
Length; L = 500mm (0.5m)
Width; W = 300mm (0.3m)
High; H = 350mm (0.35m)
Water Level, h = 300mm (0.3m)
Top Tanks Volumetric; VTT= L X W X h
= 0.5 X 0.3 X 0.3
= 0.045m³
Water Density, ρ as at 30ºC = 996 kg/m³ (refer Appendix 1: Water Properties)
Water mass in tank (kg);
WwTT = VTT X ρ
= 0.045 X 996 = 44.82 kg
Tank mass without load; Wt2 = 25 kg (mass measured by the estimation on the materials density-fibreglass)
Total mass of water tank, ∑WT = WwTT + Wt2
= 44.82 + 25 = 69.82 kg
Pipeline Capacity
Pipeline is used for draining medium that can be done on the experimental medium in accordance with the prescribed procedure. The selection of the size of the pipe design is made based on the needs of the experiment to be conducted such as Fluid Static experiments, Fluid Flow experiments and Fluid Force experiments. Apart from the experimental
factors, the selection of pipe size and material refers to the limited space and reducing construction costs, respectively.
The design calculation is performed on the pipeline is to calculate the volume of water is contained and the total weight of
each pipe. The pipeline design is divided into four groups of Supply Pipeline, Pipeline Delivery, and Pipeline Return System.
The pipeline sketch is shown and the specification is discussed in this section.
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Specifications of Supply Line
Supply Pipeline installed to connect the supply to the medium of Bottom Tank Top Tank. Figure 3 shows a sketch
of the supply pipeline and selected materials are PVC material. The pipe size selection is made on several factors, the water should be channeled into the Tank Top, Tank Top position 2.5m above the water pump and it refers to the Fluid Static
experimental requirements.
Specifications of Delivery Line
Delivery Line is a pipeline system that connects Tank Top with Pipeline System. Figure 4 illustrate the delivery
line, where it was divided into two connections of Delivery Line 1 is connected to the side Top Tank, while the Delivery
Line 2 is connected at the bottom of the Tank Top and the materials selected are PVC material. The size selection of the
pipe design is made based on the needs of the experiment to be conducted Fluid Static tests.
Specifications of System Line
Pipeline system is connected to the Delivery Line, so that experiments can be performed on the medium. Some
equipment such as valves, check valves, pressure gauge, flow meter, piezometer and jet apparatus has been installed. This
installation is in accordance with the manufacturer specification.
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Figure 5 shows the Pipeline System, which is divided into two connections that are System Line 1 connected to
the Delivery Line 1 and System Line 2 connected to the Delivery Line 2. Two connections are used to test the medium at
two different experiments. System Line 1 used in the experiments Fluid Flow, where the numbers of connections and
equipment have been made, such as globe valves, elbows, straight connectors, tee-connector, reducer-enlarge connector,
flow meters, pressure gauges and manometers-tap ports. System Line 2 used in the Fluid Force experiments, where the
pipeline will be connected directly to the Impact Jet Apparatus.
Specifications of Return Line
Pipeline which connects System Line 1 and Measuring Container is called Return Line 1 and the connection between the Measuring Container to Bottom Tank is called Return Line 2. The Return Pipeline size selections are based on
the position of the Jet Impact Apparatus for R/L 1 and Measuring Cylinder for R/L 2. Figure 6 shows the schematic of Return Line 1 and Return Line 2.
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Specifications of Overflow Line
The Over-flow pipeline is connected between the Top Tank and the Bottom Tank and the schematics of pipeline
is as Figure 7. The pipeline diameter designed as dia.32mm due to requirement of avoiding any obstacle on over flow water into bottom tank.
Design Calculation for Pipeline [1]
Pipe Group / Length;
Table 1: Pipeline design length (m)
Pipe inside diameter, di = 20mm (0.020m)
Water volumetric in Pipeline;
Vp = A X ∑Ln
= (π X D²)/4 X ∑Ln
From Table 1, the ∑Ln is 13.95m, thus;
= (π X 0.020²) / 4 X 13.95 = 4.382E-03 m³
Water mass in pipeline;
Wpl = ρ X Vp
= 996 X 4.382E-03 = 4.36 kg
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Empty pipeline mass, Wep = 5.50 kg
Total pipeline mass, ∑Wp = Wpl + Wep
= 4.36 + 5.50 = 9.86 kg
Water Pump Calculation [1]
Water flow rate, Q = 25 l/min (0.417 l/s @ 4.17E-4 m³/s) – estimate the quantity requirements by the system due
to pump in and return line flow rate. Pressure supply, P1 = 0.25Mpa (2.5bar.g) – estimate from the static pressure for the
top tank high from datum is 2.5m. So that from the formula; pump power describe as the equations show are; Pump
power, Pf = m g HPL (Watt) [1].
Where;
m – mass flow rate (kg/s)
g – gravity (9.81 m/s²)
HPL – pump head (m) or total head loss in pipe due to pipe fittings/connections and fluid flow.
Head Loss due to pipe fitting, HPL = (f L/d + ∑K) v²/2g
Where; f – friction factor due to fluid flow in pipe, use Moody Graph
L – pipe length (m)
d – pipe diameter (m)
∑K – Total K factor due to fitting/connection
v – Average velocity in pipe (m/s)
To determine friction factor, f by using Moody Graph.
Step 1; calculate flow regime by define Reynolds number Re = vdρ / μ, where v – fluid velocity (m/s) in pipe, d – pipe
diameter (m), ρ – fluid density at temperature (kg/m³) and μ – dynamics viscosity (Pas).
Re = 0.955 X 0.02 X 996 / 0.80E-3
= 23,779.5 @ 2.4E4 (turbulent flow)
Step 2; define Relative Roughness, μR = μ / d, where μ - absolute roughness (mm) and d – pipe diameter (mm), refer to
Appendix 2.
μR = 0.00015 / 20 = 0.0000075
Step 3; Plot the Re and μR in Moody Graph and define the friction factor, f by intersect line meet. Result from chart,
f = 0.022
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To determine total K factor due to pipe fitting/connection, ∑K. Refer to table K Factors for common fittings.
Step 1; identify the fittings / connections type
Step 2; proved the table with fitting particulars and K factor for every fittings / connections by referring to Figure 8: Pipe
fitting and connection for System Line 1.
Table below shows the quantity of fitting components and K factor.
Table 2: K factor result for pipe fitting & connection.
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Determine the average velocity in pipe, v;
v = Q/A1 = 0.417E-3 / (πD1²/4)
= 0.417E-3 / (π(20E-3)²/4) = 1.327 m/s
Head Loss due to pipe fitting, HPL = (f L/d + ∑K) v²/2g
= [(0.022 X 13.95/0.02) + 42.45)] X [1.327²/2(9.81)]
= (57.795) X (0.0898)
= 5.190 m
Pump power, Pf = m’g HPL (Watt)
= (0.417E-3 X 996) (9.81) (5.190)
= 21.15 Watt @ 22 Watt
Power surge & impact demand require to consider the safety factor, Fs = 0.5, So that the Water pump power
required is ; 22 + (22 X 0.5) = 33 Watt.
The results of the calculation was found that the water pump require the following characteristics of the flow
rate 25 l/min and power should be more than 35 watts.
Pressure in Pipeline; Use Bernoulli’s Equations [1]
Head loss due to fluid flow, HL = H2 – H1, where apply the Bernoulli’s equations;
HL = [P2/ρg + v2²/2g + h2] – [P1/ρg + v1²/2g + h1],
Where; h1 – datum line and h2 – 2.5m
To calculate velocity;
v1 = Q/A1 = 0.417E-3 / (πD1²/4)
= 0.417E-3 / (π(20E-3)²/4)
= 1.327 m/s
v2 = Q/A2 = 0.417E-3 / (πD2²/4)
= 0.417E-3 / (π(15E-3)²/4)
= 2.360 m/s
HL =
=
[0.25E6/(996X9.81) + 2.360²/(2X9.81) + 2.5] – [0.25E6/(996X9.81) + 1.327²/(2X9.81) + 0]
2.694 m (not use in pump power calculation due to lower than 5.190m)
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Force Generated by the nozzle [1];
The force associated with a change in velocity given as;
F = m´(v2 – v1)
- fluid dynamics force
Where; F – force on the fluid in N
m´ - mass flow rate of the fluid in kg/s
v2 – final velocity of the fluid in m/s
v1 – initial velocity of the fluid in m/s
In the workbench design, the nozzle diameter is 10mm and the delivery line diameter is 20mm. Water flow rate, Q = 18 l/
min (0.3 l/s or 0.3E-3 m³/s)
To calculate velocity;
v1 = Q/A1 = 0.3E-3 / (πD1²/4)
= 0.3E-3 / (π(20E-3)²/4)
= 0.955 m/s
v2 = Q/A2 = 0.3E-3 / (πD2²/4)
= 0.3E-3 / (π(10E-3)²/4)
= 3.820 m/s
To calculate mass flow rate; m´ = Q X ρ
So,
m´ = 0.3E-3 m³/s X 996 kg/m³
= 0.299 kg/s
The force generated by the nozzle; F = 0.299 (3.820 – 0.955) = 0.856 N
Structure Analysis:
Design Workbench framework is shown as Figure 9. Material selection is based on the involvement of the frame
with a medium of water, so the frame should be made to prevent rust. Preferred materials are stainless steel and the size
of the angle iron, 50 x 50 x 3.5 mm. The joining of structures members made by bolting and some spot weld at critical
points. Steel wheels mounted on the frame structure to facilitate Workbench transferred where the two wheels have selflocked for security and stability of the Workbench. The design calculation of the structure has shown as follows;
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Structure Mass
The frame cross-sections area, A(m²) is shows in Figure 9. The area calculation is important to determine the
strength magnitude in the framework structure. The magnitude will be used to define the capability of structure in loading
the experiment components and apparatus. The cross sections area calculations as below;
A = (0.050 X 0.0035) + (0.0465 X 0.0035)
= 1.75E-4 + 1.6275E-4
= 3.3775E-4 m²
Figure 9: Cross Section Stainless Steel Angle Bar
Ln – frame length (m) identification by referring to Figure 10.
Frame mass; FWn = ρ X (A X ∑Ln)
= 8450 X (3.3775E-4 X 37.10)
= 105.88 kg @ 106 kg
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Table 3: Frame length (m) measurement
Force at Steel Wheel 1 & 2
The drawings of workbench structure as shown in Figure 10. The figure shows the distribution of forces acting on
the structure of the workbench. Design calculation is performed to determine the size of the selection meets the requirements of structural stability. It is also used to obtain the forces acting on the steel wheel mounted at the bottom of the
workbench frame.
The analysis began by drawing a diagram of the structure of Free Body Diagram, as shown in Figure 11 to determine the mass acting on the steel wheel.
From equilibrium equation;
∑Fy = 0;
W1 + W2 – {70(9.81) + 68(9.81) + 120(9.81) + 27(9.81) + 106(9.81)} = 0
W1 + W2 = 3835.71 N ...................... (1)
∑MW1 = 0;
W2 (1.60) – {120(9.81)(0.80) + 27(9.81)(1.40) + 68(9.81)(1.00) + 106(9.81)(0.45)} = 0
W2 (1.60) = 2447.60 Nm
W2 = 1529.75 N @ 1530 N
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Figure 10: Structure of Workbench Frame
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Figure 11: Free Body Diagram (F.B.D)
So, submit into equation (1);
W1 = 3835.71 – 1529.75 = 2305.96 N @ 2306 N
Where;
W1 and W2 are Steel Wheel (self-locked – 2set) and Steel Wheel (freely – 2set) respectively. So the mass will be
support by each steel wheel is;
W1 = 2306/9.81(2) = 117.5 kg @ 120 kg – selection for purchase.
W2 = 1530/9.81(2) = 77.98 kg @ 80 kg – selection for purchase.
WORKBENCH DESIGN - Preliminary
Based on the performed calculations, a design concept of the workbench was produced as shown in Figure 12:
Workbench Illustration.
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Figure 12: Workbench Illustration
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SUMMARY
In the summary, the discussion on the final design drawings and circuit diagrams, the expected performance, the
estimated construction costs, and potential for commercialization. This will provide an overview of the success of the project design and raised the Workbench development proposals as it deems necessary for the future.
Engineering Drawing
The restructuring of the pipeline is made after taking into account several factors, namely the composition of the
installation of pipeline and pipeline junction to avoid and reduce unnecessary connections. In addition, the measurement
of the workbench dimensional structure and the addition of equipment for experiments have been made to adjust the
workbench to be more reliable. The result of the restructuring of the concept design has been successfully performed. In
addition, the circuit diagram of the workbench is also adjusted to enable the operator to understand the operation of the
workbench. Circuit diagram is shown in Figure 13 where the number of symbols used to indicate the equipment is installed in the workbench. Through this circuit diagram, the operator can make the arrangement of the experiment and
determine the type of experiment to be conducted. This will facilitates the user to understand the actual operation of
workbench and the correct order to avoid mistakes choosing experimental equipment.
Circuit Diagram
Figure 13: Circuit Diagram
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Circuit diagram generated from the workbench engineering drawing sketches as shown in Figure 13. It is very
important to show the flow of medium operations in the workbench system.
Expected Performance
The workbench is expected designed to handle experiments on Static Fluid, Fluid Flow and Fluid Force. The Fluid
Static study start when the water is pumped up to the Top Tank until full. Then the water is drained to the bottom pipeline
by gravity through a pipeline system is constructed, according to specification of the test. The information to be obtained
is the total pressure at the outlet of the Top Tank and at the end of the pipeline at 2.4 meters below from the Top Tank.
This pressure information can be used to understand the theory of Fluid Static parameters.
Studies on Fluid Flow begins when the water is circulating in the pipe system and through some connections such
as Elbows 90°, Tee Connector, Reducer and Enlargement connector and some equipment such as Strainer, Globe Valve,
Manometer Port-tap, Pressure Gauge and Flow Meter. Water flow will be collected in a measuring container. Information
such as total pressure, flow volume and the time available will be used to understand the theory of fluid flow in pipes.
Fluid Force experiment requires the use of Impact Jet Apparatus (IJA). Water is pumped into the piping system
and distributed to IJA, where the total power generated is measured by the weight attached. These weights represent the
amount of power generated from the water jet to push the IJA Cone. The information obtained will help in understanding
the strength of the pressurized fluid to produce mechanical power such as used in hydro electric power generator.
EXPECTED COST
In this topic, discussed the structure of the workbench products are specified by sub-components and the total
estimated construction cost.
Product Structure:
Based on the structure of workbench frame, as shown in Figure 10 and preliminary design of workbench as
shown in Figure 12 the preparation and fractional part refers to the level of product structure can be made. This is important in scheduling the project as an assessment of the cost of ordering the equipment, stocking and installation.
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Bill of Materials (BOM)
According to the explanation of the product structure, then the list of components and equipment can be made
as shown in Table 4: Components and Apparatus List. This information is required for calculating the actual cost of purchase of components and equipment, so that no excess or deficiency occur when the installation work and construction
commences. In addition, it is also used for acquisition scheduling and project management.
Table 4: Components and Apparatus List
109
Through the list, quotation of the purchase to be made in accordance with the correct specification and can be
seen in the cost of components and equipment purchases as shown in Table 5.
110
Table 5: Cost of Acquisition Components and Apparatus
The construction and installation costs are listed in Table 6. These cost estimates only for the purpose of obtaining the estimated total cost of Workbench to compare with the current market price for such workbench can be made.
This is one of the objectives of the project design was implemented. The total of workbench construction cost is estimated
at RM 20,000.00 (Ringgit Malaysia; Twenty thousand only).
Table 6: Jobs and wages list for construction work.
Commercial Potential
Significant benefit to user since workbench is able to handle three separate experiments simultaneously at any
one time. The equipment installed is simple and easy to control. This allows all levels of user to use the workbench.
111
CONCLUSION
The experiment on the fluid is a current need in the field of mechanical engineering. The most often carried out
experiments on fluid properties, fluid flow in the pipeline and impact force of the fluid. All three tests and experimental
procedure are different, but using the same basic equipment such as water tanks, valves, pressure gauges, pipeline
system, and measuring cylinder.
Therefore, the construction of experimental workbench that combines these three experiments to increase the
use of basic equipment usage and cost. Other savings are obtained as experimental equipment purchase cost savings,
reduction of spacing, time saving on equipment preparation and expedite the collection of information on the
experimental results that there was no repetition of the same procedure for each experiment.
The workbench design which consist the basic of fluid analysis experiments as stated in this project objective had
been successfully achieved. The integrated of fluid experiment into one workbench had been designed and the number of
apparatus of experimental unit had been reduced, so these will be affected in reducing the fabrication cost.
The project had been provided the engineering drawing and fabrication drawing for the individual pipeline
system and also provided the circuit diagram of the designed workbench. The design calculations involved are water tanks
and pipeline capacity, water pump selection, and structure analysis. Based on the design of the workbench project
objectives have been achieved and it has been shown in Table 7.
Materials used in construction workbench is made up of PVC material for pipeline systems and connectivity,
fiberglass materials for water tanks, stainless steel angle bar for the framework for Workbench and other components, the
materials used are in accordance with manufacturer specifications and the reliability of the confirmatory test will be done
to meet the required standards.
If research continues to improve, this will increase the value added to the experimental device and will also
attract researchers to learn more about engineering fluid. It is hoped that ongoing efforts will produce researchers who
can produce a better experiment tools, including the use of software and the visual in future.
112
Table 7: Comparison between existing workbenche against the proposal workbench.
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RECOMMENDATION
This project should proceed with some of the workbench is necessary so that the combined cost and time savings
can be made without prejudice to the objective of experiments carried out. The equipment used in the new design, such
as Impact Jet Apparatus can be modified to reduced cost and to simplify some of the components such as electronic
system for reading the results of the experiment. The design need to be registered as the Intellectual Property prior to
fabrication to avoid cases of pirated products.
This project continues into the second part of the manufacture and installation of equipment and makes
commissioning operations workbench. Verification of the workbench can also be done and doing experiments to verify
the effectiveness of the trial of this workbench. Provides procedures to conduct experiments and develop experimental
methods that are combined and adjusted to the ability workbench can be tested and repaired if necessary.
REFERENCES
Roger Kinsky 1996. Thermodynamics & Fluid Mechanics –Introduction. Basic Properties of Fluids, page: 179 – 282. McGraw
-Hill Book Company Australia Pty Limited, 4 Barcoo Street, Roseville NSW 2069, Australia.
GUNT Hamburg, 1984. Fluid Mechanics and Hydrology - Fundamentals of Fluid Mechanics. http://www.gunt.de/static/
s12_1.php?p1=&p2=&pN=. Accessed on 12th February 2010.
McGraw-Hill Professional, April 2007 – Scientific and Technical Terms. http://www.answers.com/topic/globe-valve.
Accessed on 10th February 2010
Landis, Scott (1987). The Workbench Book, page: 211-220. Taunton Press.
Pipeline Engineering & Supply Co. Ltd, North Yorkshire, DL10 7JQ,United Kingdom, 2006 – Pipeline Engineering. http://
www.pipelineengineering.com. Accessed on 10th February 2010.
DOE, August 31, 2005 - Hydrogen Pipeline. Working Group Workshop. www1.eere.energy.gov/hydrogenandfuelcells.
Accessed on 5th March 2010.
Needham, Joseph (1986). Science and Civilization in China: Volume 4, Part 2. Taipei: Caves Books Ltd. Page 33.
114
McGraw-Hill Professional (2006) – Architecture diagram shows disc- globe valve with bolted bonnet. http://
www.answers.com/topic/globe-valve. Accessed on 15th March 2010.
CORTEC Manfiold Systems Production and Drilling Equipment, 2006 Globe Valve Disks http://www.tpub.com/content/
doe/h1018v2/css/h1018v2_37.htm. Accessed on 21st March 2010.
THERM EXCEL - Properties of Fluids - Physical characteristics of water; http://www.thermexcel.com/english/tables/
eau_atm.htm. Accessed on 9th October 2010.
THE ENGINEERING TOOL BOX – Roughness and Surface Coefficient of Ventilations Duct; http://
www.engineeringtoolbox.com/surface-roughness-ventilation-ducts-d_209.html. Accessed on 9th October 2010.
Wikipedia, the free encyclopaedia – Viscosity; http://en.wikipedia.org/wiki/Viscosity. Accessed on 17th March 2010.
Wikipedia, the free encyclopaedia – Friction; http://en.wikipedia.org/wiki/Friction. Accessed on 17th March 2010.
Meriam, J. L.; L. G. Kraige (2002). Engineering Mechanics (fifth ed.). John Wiley & Sons. Page: 328.
Wikipedia, the free encyclopaedia – Pipeline Transport; http://en.wikipedia.org/wiki/Pipeline_transport. Accessed on 17th
March 2010.
Wikipedia, the free encyclopaedia – Mass flow rate; http://en.wikipedia.org/wiki/Mass_flow_rate. Accessed on 20th
March 2010.
Wikipedia, the free encyclopaedia – Volumetric flow rate; http://en.wikipedia.org/wiki/Volumetric_flow_rate. Accessed
on 20th March 2010.
Wikipedia, the free encyclopaedia – Load cell; http://en.wikipedia.org/wiki/Load_cell. Accessed on 20th March 2010.
Omega Engineering Technical Reference – Introduction to Load Cell; http://www.omega.com/prodinfo/loadcells.html.
Accessed on 22th March 2010.
Omega Engineering Technical Reference – Introduction to Flow Meter; http://www.omega.com/prodinfo/
flowmeters.html. Accessed on 22th March 2010.
Wikipedia, the free encyclopaedia – Flow Measurement; http://en.wikipedia.org/wiki/Flow_measurement. Accessed on
20th March 2010.
William J.Stevenson & Sum Chee Chuong, Ninth Edition @ 2010. Operation Management (An Asian Perspective) – MRP &
ERP, Chapter 14; page: 649 – 691. The McGraw-Hill Education (Asia).
115
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 four times a year, in
January, April, July and October. Original research papers, which have not been published or currently being considered for publication
elsewhere, will be considered.
Accepted Types of Research
The papers accepted for the bulletins must be based on any of the following types of research:
Basic research (pure basic research and strategic basic research)
Applied research
Experimental development
Critical review
Pure basic research is experimental and theoretical work undertaken to acquire new knowledge without looking for long-terms benefits
other than advancement of knowledge.
Strategic basic research is experimental and theoretical work undertaken to acquire new knowledge directed into specified broad areas
in the expectation of useful discoveries. It provides the broad base of knowledge necessary for the solution of recognised practical problems.
Applied research is original work undertaken primarily to acquire new knowledge with a specific application in view. It is undertaken
either to determine possible use for the findings of basic research or to determine new ways of achieving some specific and predetermined objectives.
Experimental development is systematic work, using existing knowledge gained from research or practical experience that is directed to
producing new materials, products or devices, to installing new processes, systems and services, or to improving substantially those
already produced or installed.
Critical review is a comprehensive preview and critical analysis of existing literature. It must also propose a unique lens, framework or
model that helps understand specific body of knowledge or address specific research issues.
Condition of Acceptance
The editorial board considers all papers on the condition that:
They are original
The authors hold the property or copyright of the paper
They have not been published already
They are not under consideration for publication elsewhere, nor in press elsewhere
They use non-discriminatory language
The use of proper English (except for manuscripts written in Bahasa Melayu-applicable for selective only)
All papers must be typed on A4 size page using Microsoft Words. The complete paper must be approximately 3,500 words long
(excluding references and appendixes). The format is described in detail in the next section.
All papers are reviewed by the editorial board and evaluated according to:
Originality
Significance in contributing new knowledge
Technical adequacy
Appropriateness for the bulletin
Clarity of presentation
All papers will be directed to the appropriate team and/or track. The papers will be reviewed by reviewer(s) and/or editor. All review
comments and suggestions should be addressed in the final submission if the paper is accepted for publication, copyright is transferred
to the bulletin.
Please submit your paper directly to the Chief Editor- [email protected] or the Executive [email protected] for publication in the next issue of the Marine Frontier@UniKL.
116

click here to - UniKL MIMET Official Website

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