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EDITORIAL 

CHIEF EDITOR 

Prof. Dato’ Dr. Mohd Mansor Salleh 

EXECUTIVE EDITOR 

Dr. Mohd Yuzri Mohd Yusop 

COORDINATING EDITOR 

Pn. Nurshahnawal Yaacob 

EDITOR 

En. Aminuddin Md Arof 

En. Atroulnizam Abu 

En. Ahmad Azmeer Roslee 

En. Iwan Zamil Mustaffa Kamal 

En. Hamdan Nuruddin 

En. Aziz Abdullah 

Pn. Nik Harnida Suhainai 

EDITORIAL MEMBERS 

En. Kamarul Nasser Mokri 

En. Sy Ali Rabbani Sy Bakhtiar Ariffin 

En. Rohaizad Hafidz Rozali 

UniKL MIMET 

Dataran Industri Teknologi Kejuruteraan Marin 

Bandar Teknologi Maritim, 

Jalan Pantai Remis, 32200 Lumut, Perak Darul 

Ridzuan 

+(605)- 6909000(Phone) 

+(605)-6909091(Fax) 

enquiries@mimet.unikl.edu.my 

Page 119‐120 

http://www.mimet.edu.my 

R&D ACTIVITIES 

lUNIKL MIMET & ASM SDN. BHD. PROJECTl 

lPLASTIC TECHNOLOGY CENTER AT SIRIMl 

PLASTIC TECHNOLOGY 

MIMET Technical Bulletin Volume 1 (2) 2010 

l CHIEF’S EDITOR MESSAGE l Page 2 

Feature 1 l DIRECTIONAL STABILITY ANALYSIS 

IN SHIP MANOEUVRING l 

Feature 2 l A WATER FUELLED ENGINE FOR 

FUTURE MARINE CRAFT l 

Feature 3 l SHIP REGISTERED IN THE PAST 

DECADE AND THE TRENDS IN SHIP 

REGISTRATION IN MALAYSIA: THE 

PREDICTION FOR THE NEW BUILDING AND 

DESIGN DEMAND IN THE NEXT FIVE YEARS l 

Feature 4 l FEASIBILITY STUDY ON THE USAGE 

OF PALM OIL AS ALTERNATIVE NON 

PETROLEUM‐BASED HYDRAULIC FLUID IN 

MARINE APPLICATION l 

Feature 5 l JOINING OF DISSIMILAR 

MATERIALS BY DIFFUSION BONDING/ 

DIFFUSION WELDING FOR SHIP APPLICATION l 

Feature 6 l DEVELOPMENT OF LEGAL 

FRAMEWORK GOVERNING THE CARRIAGE OF 

LIQUIFIED NATURAL GAS (LNG) WITHIN 

COASTAL WATER FROM CARRIER ASPECT 

(OPERATIONAL PROCEDURE) l 

Feature 7 l OBSERVATION ON VARIOUS 

TECHNIQUES OF NETWORK 

RECONFIGURATIONl 

Feature 8 l MOVING FORWARD TO BE A HIGH 

PERFORMANCE CULTURE ORGANIZATION: A 

CASE OF UNIVERSITY KUALA LUMPURl 

Feature 9 lTIME‐DOMAIN SIMULATION OF 

PNEUMATIC TRANSMISSION LINEl 

Feature 10|REQUIREMENTS OF 

INTERNATIONAL MARITIME LAWS IN THE 

DESIGN AND CONSTRUCTION OF A CHEMICAL 

TANKER| 

Page 3‐14 

Page 15‐25 

Page 26‐61 

Page 62‐68 

Page 69‐73 

Page 74‐82 

Page 83‐95 

Page 96‐105 

Page 106‐112 

Page 113‐118 

| MARINE FRONTIER @ UniKL

Dear Readers, 

Welcome to the second issue of Marine Frontier@UniKL! 

We are happy that we are keeping to our targeted publication plan i.e the second issue is to be published in 

October 2010 after the first issue in July 2010. It shows the strong commitment of the academic staff of MI‐ 

MET towards research and consultancy activities. I would like to congratulate the Editorial group under the 

able leadership of coordinating editor, Pn. Nurshahnawal Yaacob for the excellent work of getting the second 

issue out on time. 

As the journey progresses, we are now going 

to embark on improving quality, after getting 

the quantity! We will improve as we go along 

our journey so that “Marine Frontier@UniKL” 

will be a quality journal after a full year of pub‐ 

lication. We will be looking at clustering the 

articles under different research areas grouped 

within the Departments or sections of MIMET. 

We are going to cast our net wider for research 

articles from within Malaysian Universities and 

research bodies or even international. Anything 

related to maritime studies including education 

is within our ambit and are welcome. 

I am glad to inform that we have already ob‐ 

tained our ISSN Number recently: ISSN 2180‐ 

4907. This means that our Marine Fron‐ 

tier@UniKL can and will be distributed widely. 


We would like to receive feedback from our 

dear readers so that we can keep improving 

our technical bulletin. Intending authors are 

welcome to send in contributions. A guide for 

authors is also given at the end of this issue. 

Once again, congratulations to the Editorial 

group for a job well done. 

Happy Reading! 

Mohd Mansor Salleh 

Chief Editor 

| MARINE FRONTIER @ UniKL 

2

DIRECTIONAL STABILITY ANALYSIS IN SHIP MANOEUVRING 


ASSOC. PROF. IR MD SALIM KAMIL* 

Department of Marine Design Technology 

Malaysian Institute of Marine Engineering Technology, Universiti Kuala Lumpur 

Received: 20 May 2010; Revised: 8 July 2010 ; Accepted: 7 October 2010 

Feature Article 1 

ABSTRACT 

The directional stability analysis method presented is useful for solving directional instability problems of a vessel during 

the feasibility studies and design stage of a new construction or for operational ships. The governing equations and the 

influences of trim, rudder and skeg on the stability criteria are briefly derived. The computation of the analysis is per‐ 

formed using a simple program written in FORTRAN. Extracts from the computation output based on a known ship’s data 

are shown. One could provide recommendations for the solution of the directional instability problem of the vessel from 

the typical output. Apart from the stability criteria, a measure of manoeuvrability could also be investigated based on 

the turning radii evaluated. 

Keyword: Directional stability, manoeuvring 

INTRODUCTION 

Manoeuvring performance is one of the 

many technicalities normally checked by the 

ship designers during the initial stage of the 

design of a new construction. Corrections of 

directional instability can be made during or 

after the model tests phase. The standard 

tests on the particular free model are neces‐ 

sary to be carried out to determine the ap‐ 

propriate manoeuvring derivatives. The stan‐ 

dard tests to determine the manoeuvring 

derivatives carried out utilizing models in 

special manoeuvring tanks are oblique, ro‐ 

tating arm and planar motion mechanism 

tests. The planar motion mechanism tests 

which are necessary to be conducted for this 

*Corresponding Author: 

Assoc. Prof. Ir Md Salim Kamil CEng, CMarEng, PEng, FIMarEST, MIEM, was once the Dean and Head of Campus of Universiti Kuala Lumpur Malaysian Insti‐ 

tute of Marine Engineering Technology and a retired Commander of the Royal Malaysian Navy. He graduated with an MSc in Naval Architecture (London 

University ), a BSc (Hons) in Naval Architecture and Ocean Engineering (Glasgow University), a Diploma in Naval Architecture (University College London) 

and a Diploma in Mechanical Engineering (Universiti Teknologi Malaysia). He is currently pursuing a PhD course at St Petersburg State Marine Marine Tech‐ 

nical University, Russia. 

Email: mdsalim@mimet.unikl.edu.my Tel:+605‐6909000 

purpose include the pure sway and pure yaw 

tests. The options available to solve the in‐ 

stability problem without changing the ship 

hull form include altering the design trim, 

addition of a skeg, changing the rudder size 

or the rudder effectiveness and any combi‐ 

nation of the above options. 

The Directional Stability Criteria 

The derivatives of the linearised non‐ 

dimensionalised equations of yaw and sway 

motions are derived based on the Taylor’s 

Theorem. Taking into consideration of small 

deviation or variation, the roll, surge and 

heave motions and the second derivatives 

are neglected. The linearised equations of 


3

motions of yaw and sway are simplified as fol‐ 

low: 

� � � 

� � � � � � � � � � � � � 

� � � 

�m 

� Y � � � v Y v Y m r Y 

�� 

� 

v v 

v � 

' (1) 

� 

�I� � N�� 

� r � N�v� 

� N�r� 

� N� 

�� 

v r 

r 

where 

m’ ‐ Non‐dimensionalised mass. 

Y� v ' Y� v ' 

‐ Non‐dimensionalised first derivative 

of sway force with respect to sway 

acceleration. 

Y �� 

v 

‐ Non‐dimensionalised first derivative of 

sway force with respect to sway 

Y Y�� 

N �� 

r 

N �� 

v 

velocity. 


of sway force with respect to helm 

angle. 

� 

�� 

� 

� 

�� 

1 

2 

m 

� L 


of yaw moment with respect to 

turning acceleration. 


of yaw moment with respect to sway 

velocity. 

(2) 


3 

� 

�� 

� 

� 

�� 

N Nr r 

N N� � � 

� 

‐ Non‐dimensionalised first derivative of 

yaw moment with respect to rate 

of turning. 


of yaw moment with respect to helm 

angle. 

v' ‐ Non‐dimensionalised sway velocity. 

v � 

v� � 

‐ Non‐dimensionalised sway accelera‐ 

tion. 

R ‐ Radius of curvature. 

� 

� 

r ‐ Non‐dimensionalised turning accel‐ 

eration. 

� 

� � 

I � 

‐ Helm angle. 

‐ Non‐dimensionalised helm angle. 

�� 

L L 

r� L L 

r�� 

x �� 

U R 

‐ Non‐dimensionalised turning rate. 

‐ Non‐dimensionalised second mo‐ 

ment of inertia of mass. 

Equations (1) and (2) can be written as follow: 

�m��Y�� ( m� 

� Y � � �� 

� ) D Y � r� 

Y 

�� 

v 

v �� 

v v 

� � 

��N��r��N��I��N�) D� 

� �� 

(3) 

v� 

� 

v 

� N 

�� 

r ( 

�� 

� (4) 

r 


4

The determinant from equations (3) and (4) above equals to zero for zero control input, that is: 

2 �mI��D��N�m��Y�I��D��Y�N��N��m��Y��0 Equation (5) is a second order equation in the 

form of; 

(AD 2 + BD + C) x = 0, x = v or r 

For a ship, A and B are always positive, there‐ 

fore the directional stability criteria requires C 

> 0. Hence, 

Equation (6) can be written as follow to show 

the relationship between the levers of sway 

and yaw forces in the directional stability cri‐ 

Where 

Y r r�� 

� O O 

r O v O 

v r v 

v 

mo ' 

I 

' 

o 

� m� 

� Y�� 

teria: 

‐ Non‐dimensionalised first deriva‐ 

tive of sway force with respect to 

turning rate. 

Effect of Trim, Rudder and Skeg Effectiveness 

The effects on the hull derivatives due to 

trim, rudder and skeg effectiveness are as fol‐ 

low; 

Due to Trim; Due to Trim; 

v 

� I � � N �� 

r 

�Y��0 �N� � N� 

m 

Yv r v v 

N � r � 

Y � � m � 

r 

N � v 

Y � 

v 

� 

0 

(6) 

(7) 


(5) 


5



6

Table 1 ‐ Results of Stability Criteria and Manoeuvrability with Effects of Trims, Rudder and 

Skeg Effectiveness 

Trim Rudder 

Effectivenes 

Skeg 

Effectivenes 


Y’R N’R Y’V N’V Directional 

Stability Criteria 

Turning 

Radius(m) 

‐0.50 1.00 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.107 304.938 

‐0.50 1.00 0.5 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.084 241.076 

‐0.50 1.00 1.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.061 177.378 

‐0.50 1.00 1.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.039 113.844 

‐0.50 1.00 2.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.017 50.473 

‐0.50 1.00 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.004 ‐12.735 

‐0.50 1.00 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.025 ‐75.781 

‐0.50 1.25 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.082 187.404 

‐0.50 1.25 0.50 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.059 136.384 

‐0.50 1.25 1.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.037 85.495 

‐0.50 1.25 1.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.015 34.738 

‐0.50 1.25 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.007 ‐15.889 

‐0.50 1.25 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.028 ‐66.387 

‐0.50 1.25 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.049 ‐116.755 

‐0.50 1.50 0.00 0.001 ‐0.001 ‐0.005 ‐0.002 ‐0.057 109.047 

‐0.50 1.50 0.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.034 66.589 

‐0.50 1.50 1.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.012 24.240 

‐0.50 1.50 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.009 ‐18.000 

‐0.50 1.50 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.030 ‐60.131 

‐0.50 1.50 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.051 ‐102.155 

‐0.50 1.50 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.072 ‐144.071 

‐0.50 1.75 0.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.032 53.079 

‐0.50 1.75 0.50 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.010 16.736 

‐0.50 1.75 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.012 ‐19.513 

‐0.50 1.75 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.033 ‐55.669 

‐0.50 1.75 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.054 091.733 

‐0.50 1.75 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.074 ‐127.703 

‐0.50 1.75 3.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.095 ‐163.582 

‐0.50 2.00 0.00 0.001 ‐0.001 ‐0.005 ‐0.001 ‐0.008 11.102 

‐0.50 2.00 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.014 ‐20.654 

‐0.50 2.00 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.035 ‐52.329 

‐0.50 2.00 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.056 ‐83.922 

‐0.50 2.00 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.077 ‐115.434 

‐0.50 2.00 2.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.097 ‐146.865 

‐0.50 2.00 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.118 ‐178.215 

‐0.50 2.25 0.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.016 ‐21.546 

‐0.50 2.25 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.038 ‐49.735 

‐0.50 2.25 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.059 ‐77.852 

‐0.50 2.25 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.079 ‐105.896 

‐0.50 2.25 2.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.100 ‐133.868 

‐0.50 2.25 2.50 0.002 ‐0.001 ‐0.006 ‐0.001 0.120 ‐161.768 

‐0.50 2.25 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.140 ‐189.597 

‐0.50 2.50 0.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.040 ‐47.665 

‐0.50 2.50 0.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.061 ‐73.000 

‐0.50 2.50 1.00 0.001 ‐0.001 ‐0.006 ‐0.001 0.082 ‐98.270 

‐0.50 2.50 1.50 0.001 ‐0.001 ‐0.006 ‐0.001 0.102 ‐123.475 

‐0.50 2.50 2.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.123 ‐148.615 

‐0.50 2.50 2.50 0.002 ‐0.001 ‐0.006 ‐0.001 0.143 ‐173.691 

‐0.50 2.50 3.00 0.002 ‐0.001 ‐0.006 ‐0.001 0.163 ‐198.702 


7

The Program 

The computation was performed using a simple 

program written in FORTRAN or it can also be cal‐ 

culated using COTS spread sheet software; 

C THIS PROGRAM CALCULATES DIRECTIONAL 

C STABILITY CRITERIA AND NON‐DIMENSIONAL 

C TURNING RADII 

REAL NVB 

REAL NRB 

REAL M 

REAL NV(7,7,7) 

REAL NR(7,7,7) 

REAL NVR(7) 

REAL NRR(7) 

REAL NRS(7) 

REAL NVS(7) 

REAL NVT(7) 

REAL NRT(7) 

REAL NDEL(7) 

DIMENSION TR(7) 

DIMENSION REFF(7) 

DIMENSION SEFF(7) 

DIMENSION YVR(7) 

DIMENSION YVS(7) 

DIMENSION YRS(7) 

DIMENSION YVT(7) 

DIMENSION YRT(7) 

DIMENSION YDEL(7) 

DIMENSION YRR(7) 

DIMENSION YV(7,7,7) 

DIMENSION YR(7,7,7) 

DIMENSION S(7,7,7) 

DIMENSION RAD(7,7,7) 


L=115 

T=3.92 

DISP=3708 

XR=50 

XS=45 

RO=1.023 

DEL=25*3.1416/180 

YVB=‐.00495 

YRB=.000973 

NRB=‐.000754 

NVB=‐.00165 

CLR=.00045 

CLS=CLR/2 

M=2*DISP/(RO*L**3) 

XRR=XR/L 

XSS=XS/L 

WRITE(1,*)’RESULTS OF STABILITY CRITERIA 

AND MANOEUVRABILITY 

$ WITH EFFECTS OF TRIM, RUDDER AND SKEG 

EFFECTIVENESS’ 

WRITE(1,*) 

WRITE(1,*)’ TRIM REFF SEFF YR 

$ STAB T/RAD(m)’ 

WRITE(1,*) 

DO 10 I=1,7 

TR(I)=(I‐3)/4.0 

NR YV NV 

YVT(I)=YVB*(1+(2*TR(I)/(3*T))) 

YRT(I)=YRB*(1+(.8*TR(I)/T)) 

NVT(I)=NVB*(1‐(.27*TR(I)/(T*NVB/YVB))) 

NRT(I)=NRB*(1+(.3*TR(I)/T)) 


8

DO 20 J=1,7 

REFF(J)=1+((J‐1)*1.5/6.0) 

YDEL(J)=CLR*REFF(J) 

YVR(J)=‐YDEL(J) 

YRR(J)=XRR*YDEL(J) 

NDEL(J)=‐XRR*YDEL(J) 

NVR(J)=XRR*YDEL(J) 

NRR(J)=‐XRR**2*YDEL(J) 

DO 30 K=1,7 

SEFF(K)=(K‐1)/2.0 

YVS(K)=‐CLS*SEFF(K) 

YRS(K)=‐XSS*YVS(K) 

NVS(K)=‐XSS*YVS(K) 

NRS(K)=XSS**2*YVS(K) 

NV(I,J,K)=NVT(I)+NVR(J)+NVS(K) 

NR(I,J,K)=NRT(I)+NRR(J)+NRS(K) 

YV(I,J,K)=YVT(I)+YVR(J)+YVS(K) 

YR(I,J,K)=YRT(I)+YRR(J)+YRS(K) 

S(I,J,K)=(NR(I,J,K)/(YR(I,J,K)‐M))‐(NV(I,J,K)/YV 

(I,J,K)) 

RAD(I,J,K)=(L*((YV(I,J,K)*NR(I,J,K))‐(NV(I,J,K)* 

(YR(I,J,K) 

$ ‐M))))/(DEL*((NV(I,J,K)*YDEL(J))‐(YV(I,J,K) 

*NDEL(J)))) 

WRITE(1,5)TR(I),REFF(J),SEFF(K),YR(I,J,K),NR 

(I,J,K) 

$ ,YV(I,J,K),NV(I,J,K),S(I,J,K),RAD(I,J,K) 

5 FORMAT(1X,F5.2,2X,F5.2,2X,F5.2,X, 

F6.3,2X,F6.3,2X,F6.3,2X 

$ ,F6.3,2X,F6.3,2X,F8.3 

30 CONTINUE 

20 CONTINUE 

10 CONTINUE 

STOP 

END 


Ship’s Data 

The above program was run based on the 

following ship’s input data as shown in Table 2; 

Table 2: Ship’s input data 

Distance of rudder center from 

Longitudinal Centre Gravity 

(LCG), a 

50m aft of LCG 

Distance of skeg center from 

LCG, b 

45m aft of LCG 

Length between Perpendiculars 

(LBP), L 

115m 

Draught, T 3.92m 

Longitudinal position of the 

centre of buoayancy, LCB 

‐5.0m 

Density, ρ 1.023 tonnes/m 3 

Trim, t ‐0.5m < t < 1.0m 

Rudder Effectiveness, Reff 1.0 < (δCL/δα)r < 2.5 

Skeg Effectiveness, Seff 

Non‐dimensionalised first 

derivative of sway force of the 

0.0 < (δCL/δα)s < 3.0 

bare hull with respect to sway 

Y � v0 

velocity, 


derivative of sway force of the 

‐0.00495 

bare hull with respect to turning 0.000973 

rate, 

Y � r0 


derivative of yaw moment of 

the bare hull with respect to 

sway velocity, 

N � v0 


derivative of yaw moment of 

the bare hull with respect to 

N � r0 

‐0.00165 

‐0.000754 

rate of turning, 

Rudder effectiveness factor, 

(δCL/δα)r 

0.00045 

Skeg effectiveness factor, (δCL/ 

δα)s 

(δCL/δα)r/2 

Displacement 3708 tonnes 


9

Computation Output 

Extracts from the computation output based on the ship’s data input for t = ‐0.5, 1.0 < Reff < 2.5 and 0.0 < 

Seff < 3.0 are given below; 



3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 



3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

Directional Stability 

t=-0.5, Reff=1.5 

-0.057 -0.034 -0.012 0.009 0.03 0.051 0.072 

Directional Stability Criteria 

(a) 


t=-0.5, Reff=1.75 

-0.032 -0.01 0.012 0.033 0.054 0.074 0.095 


(b) 


t=-0.5, Reff=2 

-0.008 0.014 0.035 0.056 0.077 0.097 0.118 


(c) 


10



3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 



t=-0.5, Reff=2.25 

0.016 0.038 0.059 0.079 0.1 0.12 0.14 


(d) 


t=-0.5, Reff=2.5 

0.04 0.061 0.082 0.102 0.123 0.143 0.163 

Directional Stablity Criteria 

(e) 

Figure 1: Directional Stability (a) at t = ‐0.5, Reff = 1.5 (b) at t = ‐0.5, Reff = 1.75 (c) 

at t = ‐0.5, Reff = 2 (d) at t = ‐0.5, Reff = 2.25 (e) at t = ‐0.5, Reff = 2.5 


11




3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 


Turning Circle Radius 

t=-0.5, Reff=1 

304.94 241.08 177.38 113.84 50.47 -12.74 -75.78 

Turning Circle Radius (m) 

(a) 


t=-0.5, Reff=1.25 

187.40 136.38 85.50 34.74 -15.89 -66.39 -116.76 


(b) 


t=-0.5, Reff=1.5 

109.05 66.59 24.24 -18.00 -60.13 -102.16 -144.07 


(c) 


12





3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 


t=-0.5, Reff=1.75 

53.08 16.74 -19.51 -55.67 91.73 -127.70 -163.58 


(d) 


11.10 -20.65 -52.33 -83.92 -115.43 -146.87 -178.22 


(e) 

(f) 

t=-0.5, Reff=2 


t=-0.5, Reff=2.25 

-21.55 -49.74 -77.85 -105.90 -133.87 -161.77 -189.60 



13

Conclusion 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

(g) 

Figure 2: Turning Circle Radius (a) at t = ‐0.5, Reff = 1 (b) at t = ‐0.5, Reff = 1.25 (c) 

at t = ‐0.5, Reff = 1.5 (d) at t = ‐0.5, Reff = 1.75 (e) at t = ‐0.5, Reff = 2 (f) at t = ‐0.5, 

Reff = 2.25 (g) at t = ‐0.5, Reff = 2.5 

It can be concluded that the ship’s directional 

stability improves as the trim moves towards 

positive values and so do with increasing rudder 

and skeg effectiveness. As the ship trimmed 

more by the stern (positive trims) and with 

increasing rudder and skeg effectiveness, the 

wetted surface area of the ship becomes larger. 

Therefore by virtue of its position, the centroid 

of the wetted surface shifts towards aft, the 

directional stability increases. The magnitude of 

the stability criteria is an indicative of the degree 

of the directional stability. The ship is more 

directionally stable with numerically higher 

values of stability criteria. The negative values of 

the stability criteria indicate that the ship is 

directionally unstable. The lower the negative 

values of the stability criteria, the more unstable 

directionally the ship is. It can be deduced that 

the ship manoeuvrability increases with 

increasing directional stability, turning radius, 

positive trim, rudder effectiveness and skeg 

effectiveness. 




t=-0.5, Reff=2.5 

-47.67 -73.00 -98.27 -123.48 -148.62 -173.69 -198.70 


References: 

1. R.K Burcher (1971) Development in Ship Manoeuvrability, 

Royal Institutions of Naval Architects (RINA). 

2. Inou, Hirano and Kajima (1981) Hydrodynamic Derivatives 

on Ship Manoeuvring, International Shipbuilding 

Progress, 

Vol. 20. 

3. E. C Tupper (2004) Introduction to Naval Architecture, 4 th 

Edition, 253‐261. 

4. K.J Rawson and E.C Tupper (2001) Basic Ship Theory, Vol. 

2, 5 th Edition, 539‐578 

5. Toshio ISEKI (2005) Ship Manoeuvrability, Theory and 

Assessment, Advanced Topics for Marine Technology by, 

Tokyo University of Science and Technology, Japan. 

6. Eda H. (1972‐1979) Directional Stability and Control of 

Ships in Waves, Journal of Ship Research, Vol. 16, Issue 

No. 3, Society of Naval Architects and Marine 

Engineers, 205‐218 

7. N. Minorsky (2009) Directional Stability of Automatically 

Steered Bodies, Journal of the American Society of the 

Naval Engineers, Vol. 34, Issue 2, 280‐309 

8. Haw L. Wong, Cross Flow Computation for Prediction of 

Ship Directional Stability, Hydrodynamics, Theory and 

Application, Department of Mechanical 

Engineering, University of Hong Kong, Vol. 1, 285‐290 

9. B. V. Korvin‐Kroukovsky (2009) Directional Stability and 

Steering of Ships in Oblique Waves, Journal of the 

American Society of the Naval Engineers, Vol. 73, Issue 3, 

483‐487. 

10. Ship Factors that affect Manoeuvring, SHIPS SALES.COM 


14

A WATER FUELLED ENGINE FOR FUTURE MARINE CRAFT 


AZMAN ISMAIL*, BAKHTIAR ARIFF BAHARUDIN 

Department of Marine Construction and Maintenance Technology 


Received: 23 May 2010; Revised: 19 July 2010 ; Accepted: 22 July 2010 


ABSTRACT 

The search for alternative energy is active in replacing the depletion of the reserve petroleum. The increase of oil price 

makes it more critical and suitable for new technology development. Therefore there is a need to develop a new and cost 

‐saving technology especially for marine applications that meet severe regulations for environmental protection. The 

need for environment‐friendly engines is high to cater to this requirement nowadays. For whatever application, the cost 

competitiveness remains the most important. The water‐fuelled engine is the best solution. Water is available every‐ 

where and no need to worry about the rising oil price. While reducing emissions, it can save money and time, give more 

profit and at the same time keeping environment clean and preventing global warming. 

Keyword: Alternative energy, water fuel, hydrogen, electrolysis, environmental‐friendly. 

INTRODUCTION 

The price of oil keeps increasing but the re‐ 

serve oil keeps reducing and surely one day it 

will diminish. Therefore more research and 

development are needed to explore for new 

alternative energy to run the ships effectively 

at lower cost with abundant supply. 

Solar can be used as alternative sources, but 

there will be no light during night, therefore it 

cannot guarantee a constant supply. If wind is 

used, sometimes it blows well but sometimes 

it does not blow so much. Sometimes it can 

cause havoc (typhoon). In addition, the same 

problem can happen if using current (water/ 

wave) as energy sources. The water itself can 

be used as the main source of energy. Fur‐ 

thermore, the greenhouse effect will melt the 

iceberg in the Artic and Antarctica thus pro‐ 

*Corresponding Author: Tel.: +605‐6909055 

Email Address: azman@mimet.unikl.edu.my 

ducing a lot of water. Good resource man‐ 

agement is needed to prevent more dry land 

being flooded by this enormous source of wa‐ 

ter. This water can be used as fuel for internal 

combustion engine and at the same time pre‐ 

venting the disaster from happening. 

Water covers 70% of the earth. Water con‐ 

tains two atoms of hydrogen and one atom of 

oxygen, H2O. By electrolysis process, water 

breaks into two parts of hydrogen and one 

part of oxygen gases. The hydrogen is used as 

fuel and release oxygen to the environment 

thus can prevent greenhouse effect. In order 

to enable hydrogen as fuel, a customised en‐ 

gine system is needed. The objective of the 

study is to expose and look at the possibility 

of water‐fuelled engine for future marine 

craft. 


15

Methodology 

In this case, water is used as fuel for in‐ 

ternal combustion engines in marine craft with 

minimal adjustment or changes. The equipment 

such as electrolysis chamber, control circuit and 

the water tank are the only changes needed to 

convert a petrol/diesel burning engine into a wa‐ 

ter burner. The existing battery and electrical 

system can be used to run this system easily. It 

requires no fancy storage or plumbing. 

Internal combustion is defined as a 

thermo‐vapor process since no liquid is in‐ 

volved in the reaction. Most people are un‐ 

aware that most of the petrol/diesel in a stan‐ 

dard internal combustion engine is actually 

consumed, (cooked, and finally, broken down) 

in the catalytic converter after the fuel has 

been partially burnt in the engine. This means 

that most of the fuel consumed is used only to 


cool down the combustion process, a pollution 

‐ridden and inefficient means of doing that. 

A water‐fuelled engine system is shown 

in the Figure 1.0. From the water tank, water 

will be channeled to the electrolysis chamber. 

The water is pumped sufficiently to replenish 

and maintain the liquid level in the electrolysis 

chamber. The water level in the electrolysis 

chamber is set and controlled so that it well 

submerses the stainless steel pipe electrodes 

and yet leave some headroom for the hydro‐ 

gen/oxygen vapor pressure to build up. The 

electrolysis chamber will vary in size with the 

size of the engine being used. For example, a 

quarter capacity is big enough for the ordinary 

car type engine (small engine). 

Fig. 1 : A water‐fuelled engine system. 


16

Stainless steel pipes are used as elec‐ 

trodes in the electrolysis chamber while making 

sure it has a symmetric 1 to 5 mm gap in between 

these two pipes. The closer it is to 1mm gap the 

better. The electrodes are vibrated with a 0.5 to 

5A electrical pulse which breaks the water into its 

component gases which is oxygen and hydrogen. 

The theoretical power required to produce hydro‐ 

gen from water is 79 kW per 1,000 cubic feet of 

hydrogen gas. 

The key can be turned on when the pres‐ 

sure reached 30 to 60 psi to start the engine. High 

pressure could increase electrolysis efficiency. By 

pushing the throttle, more energy is sent to the 

electrodes thus produces more vapors to the cyl‐ 

inders (i.e. fuel vapor on demand). Then the idle 

max‐flow rate is set to get the most efficient use 

of power. 

The heat from exhaust is used to heat the 

seawater in the desalination tank, which will re‐ 

move the salt from seawater. The steam con‐ 

denses in the process and is pumped to the water 

tank. Larger diameter of pipelines for exhaust is 

required to produce more fresh water. 

This hydrogen fuel does not need oxygen 

from the atmosphere to burn, which is an im‐ 

provement over fossil fuels in saving the oxygen 

in the air supply. However, in this case, the hydro‐ 

gen and oxygen are combined and ignited in the 

motor cylinder. The resultant flame is extremely 

hot and force is produced to move the piston. In 

fact, when hydrogen burns perfectly, the only 

product produced is water. 

The water contains hydrogen and hydrox‐ 

ide ion which can be represented as equation be‐ 

low: 

H2O → H + + OH ‐ …………………………....(1) 

Reaction at cathode: 

2H + + 2e ‐ → H2 ……………………………...(2) 

Reaction at anode: 

4OH ‐ → 2H2O + O2 + 4e ‐ ………………….(3) 


Or can be simplified as: 

2(H2O) → 2H2 + O2 ………………………..(4) 

This means that two parts of hydrogen and one 

part of oxygen gases are produced during the 

electrolysis process. Hydrogen is collected at the 

negative pole (cathode, Eq.2) and oxygen at the 

positive (anode, Eq.3). The hydrogen and oxygen 

are introduced directly into the electrolysis cham‐ 

ber plus water. It is dangerous to store com‐ 

pressed hydrogen in tank. As a result, the hydro‐ 

gen is only produced in real time based on the 

system requirement. Only a certain amount of 

hydrogen is allowable in the electrolysis chamber 

to maintain constant flow of supply to the engine. 

This will prevent the problems associated with 

storing pressurized hydrogen. 

For extra safety precaution, a flashback arrestor 

unit is installed before the engine for accidental 

backfire protection for the electrolysis chamber. 

This will prevent the ignition from the engine 

from transferring to the electrolysis chamber 

which can cause explosion. All vapor/duct junc‐ 

tions must be air‐tight and can hold full pressure 

without leakage. This system is considered suc‐ 

cessful and properly adjusted when full power 

range at lower temperature and minimum vapor 

flow is obtained without blowing the pressure 

safety valve. 

This type of engine can give instantaneous start‐ 

ing in any weather, elimination of fire hazards, 

cooler motor operation and fulfilling all motor 

requirements in power and speed. The engine 

would run for as long as water flows over the sys‐ 

tem and regular maintenance will ensure this sys‐ 

tem runs effectively. The technology can be en‐ 

joyed for many years at very low expense as it is 

one of the most practical free‐energy devices, 

marked by extraordinary simplicity and effective‐ 

ness. This system used low electricity out of the 

ship's battery, to separate water into gas, burn 

efficiently and provide tons of energy as needed. 


17

An engine (as with all internal combustion 

engines) turns heat energy into mechanical en‐ 

ergy. The mechanical energy is used to turn the 

electric generator which changes mechanical en‐ 

ergy into electrical energy. Since the water‐ 

fuelled engine also produces mechanical energy, 

it can also be used to run as an electric generator. 

The advantages for water‐fuelled engine are: 

�� No more bunkering is needed therefore 

save time and money. ‘Bunkering of wa‐ 

ter’ can be done during travelling from 

one port to another port. Water is avail‐ 

able everywhere. 

�� Increase ship’s mileage with longer dis‐ 

tance at no cost thus increases transport 

efficiency and minimising the operation 

costs all the way. 

�� When burned, the only product is water 

without harmful chemicals emitted from 

this system thus cleaning up emissions 

that are hazardous to health. The overall 

effect is a dramatic reduction in harmful 

emissions. 

�� Hydrogen burns completely therefore no 


Fig. 2: General arrangement 

carbon deposits is produced and this pre‐ 

vents future carbon build up. 

�� The water produced will cool the engine 

via heat transfer thus protecting the envi‐ 

ronment and the engine. This will greatly 

enhance the engine power and perform‐ 

ance. 

�� A calmer, quieter and much smoother 

engine & gearshifts. This is due to the ef‐ 

fect of water has on the combustion cycle 

inside the engine. 

�� Enjoy a longer life expectancy of engine, 

especially pistons, valves, rings and bear‐ 

ings. 

�� In today's high fuel prices, this simple 

technology will become more valuable 

asset. 

�� No more oil spill thus keeping the sea 

clean. 


18

Current development 

Hydrogen Oceanjet 600 

Ivo Veldhuis and Howard Stone, together 

with Dr Neil Richardson and Dr Steve Turnock 

of Southampton's Ship Science Department 

are working on a container ship capable of 65 

knots and powered by hydrogen fuel. The re‐ 

search started in the late nineties. It is a brave 

new approach to an established industry in 

order to cater worldwide fuel shortages and 

the increasing demand of manufacturers to 

deliver their products to the consumers faster. 

Smaller and faster is the mantra associated 

with car manufacturers, and those in the con‐ 

sumer of electronics industry but it is not the 

main factor when designing a container ship 

which travel thousands of nautical miles laden 

with cargo. In the world of seaborne freight, 

the bigger is better. 

The future of sea freight lie in a new 

breed of container vessels which travel two 

and half times the speed of their traditional 

counterparts but carry less containers, allow‐ 

ing for more sailings between busy ports and 

therefore delivering cargo within a smaller 

time frame. At 8,500TEU (one TEU equates to 

one 20ft container), current container ships 

are leviathans of the ocean at 335m long. This 

size is reduced to just 600TEU per ship thus 

increased the present maximum speed of 25 

knots (46.3 kph) to a whopping 65 knots (120.4 

kph). 

Ship Design 

The design can be qualified by achievable 

engineering. In order to prove the concept, a 

new ship design must capable of completing 

the 18,000km roundtrip from Yokohama to L.A 

in half the time, thus allowing for double the 

amount of sailings per week. Hydrogen Ocean‐ 

jet 600 is a work in progress which is fuelled 

exclusively by liquid hydrogen and powered by 

four gas turbine engines. The Oceanjet repre‐ 

sents an ambitious new set of thinking and 


offers real solutions to an industry to the new 

business improvements. 

Speed of 65 knots requires an extremely high 

level of propulsion power for the size of the craft 

proposed (175m/600TEU). With this in mind, 

Oceanjet will utilised gas turbine engines derived 

from similar turbine engines as those found on a 

Boeing 747, each capable of 49.2 MW of propul‐ 

sive power when fuelled by hydrogen. This pro‐ 

pulsive power has to be translated into forward 

speed, and waterjets is used to give a high propul‐ 

sive efficiency at this high speed. 

The design proposed allows for four such 

2.5m‐wide waterjets, two inside each demi‐hull 

transoms of each catamaran hull. This type of pro‐ 

pulsion system is capable of rotating the outgoing 

waterjet flow and so the entire propulsion force is 

utilised to steer the ship at 65 knots. 

The schematic layout of the ship design, is a 

catamaran with long and twin hulls known as a 

'semi SWATH' (Small Water plane Area Twin Hull), 

an ideal shape to avoid unwanted wave resis‐ 

tance. A significant part of the vessel's buoyancy 

is located beneath the waterline. As a result there 

is limited wave interaction and this translates into 

reduced wave resistance. 

Crucially, this type of design creates an aero‐ 

foil‐shaped air cavity for running the ship with 

minimal foil friction. The hydrofoils create a verti‐ 

cal lift force that reduces the draught of the cata‐ 

maran and consequently reduces the ship's sur‐ 

face area exposed to seawater. At such high‐ 

speeds frictional resistance between seawater 

and the ship's hull surface is the biggest resistance 

component. By reducing the draught via the hy‐ 

drofoils, the frictional resistance is reduced. An 

additional advantage from using the hydrofoils is 

damping of the ships motions. 

Another benefit of the catamaran layout lies 

in the speed of loading and unloading it creates. 

Whereas conventional mono‐hulled container 

ships require cargo to be loaded vertically, via 

cranes, this design will allows for horizontal 'drive 

on and drop' container delivery, making the proc‐ 

ess a lot swifter. 


19

Fuel system 

In maintaining such a speed for a long time 

about 3,000 tonnes diesel are required on‐ 

board. That is about the same weight as the 

cargo. Methanol and ethanol are also too 

heavy. Therefore hydrogen is used in the fuel 

system. It releases a lot more energy per kilo‐ 

gram than conventional fuels, and the fuel de‐ 

livery system devised can use both liquid and 

gaseous hydrogen, so no fuel is wasted. 

0.86kg of liquid hydrogen per second is 

required in order to operate the turbines at 

speed of 64 knots. This means 176 m³ of hydro‐ 

gen burned every hour. For a ship to travel the 

distances required, it would therefore require a 

fuel storage capability of 14,500 m³. The design 

of the Oceanjet allows for ten separate but in‐ 

terconnected fuel tanks, with a total storage 

capacity of 1,001 tonnes of liquid hydrogen. 

Safety first 

Fig. 3: Hydrogen Oceanjet 600 

Naturally, the use of liquid hydrogen raises 

a number of key safety questions, not least how 

volatile a liquid fuel can be inside a ship travel‐ 

ling in excess of 60 knots. Because of hydrogen 

behaves differently compared to other conven‐ 

tional fuels, it requires a different approach al‐ 

together. Current shipbuilding regulations do 

not allow for the use of liquid hydrogen as a 

fuel source. 

The liquefied hydrogen is kept at ‐253°C 

for safety reason. A safety system can vent the 


hydrogen quickly in the event of an accident. 

Liquid hydrogen turns to gas instantaneously 

when in contact with the air and does not linger 

and burn longer like other fuels such as kero‐ 

sene. 

SMART H‐2 Project 

The progress within the SMART‐H2 has 

been excellent. Already launched is an auxiliary 

engine on board a whale watching ship 

“Elding”. The opening ceremony was held at the 

harbour of Reykjavik, Iceland on April 24th 2008 

when media and guests were invited on the first 

trial run of using hydrogen on board a commer‐ 

cial vessel. 

Fig. 4 “Elding” 


20

Car industry 

A small group of local scientists in Malaysia 

have invented a technology called Hydrogen Fuel 

Technology (HFT) which could reduce petrol con‐ 

sumption up to 50 percent. The HFT system was 

designed to fit all types of cars with particular em‐ 

phasis on national cars, namely Proton Perdana, 

Proton Waja, Proton Wira, Proton Iswara, Proton 

Saga and Perodua Kancil. The prototype has been 

tested in Proton Waja for a period of over two years 

and Perodua Kancil for one month. For every 10 li‐ 

tres of petrol, the system uses 20 litres of water to 

generate a fuel capacity of 20 litres. The mixture of 

petrol, hydrogen and oxygen will flow into the 

carburettor and the engine, enabling the car to run 

as usual. 

Besides that, a foreign car manufacturer 

Ford had introduced the Ford Focus H 2 RV which 

used an internal combustion engine powered 

by hydrogen, boosted by a supercharger, with a 

Ford patented Modular Hybrid Transmission 

System (MHTS) which incorporates a 300‐volt 

electric motor for full hybrid operation. The 

MHTS system can be used interchangeably. Hy‐ 

drogen engines have logged thousands of hours 

on dynamometers, and more than 10,000 miles 

on the road. 

Table 1: H 2 RV vehicles specifications 

In comparison, the basis for the H 2 RV is its 

hydrogen‐powered internal combustion engine 

which is regarded as a transition or "bridging" 

strategy to stimulate the hydrogen infrastruc‐ 

ture and related hydrogen technologies includ‐ 

ing on‐board hydrogen fuel storage, hydrogen 

fuel dispensing and hydrogen safety sensors. 


Table 2: H 2 RV performance 

Hydrogen producing ship. 

The Hydrogen Challenger GmbH devel‐ 

oped a worldwide patented wind‐hydrogen‐ 

production ship. Several wind turbines with dif‐ 

ferent heights and power outputs are installed 

and operating on a ship. This ship may anchor in 

some areas with strong wind for instance in 

Bremerhaven or Helgoland, and the ship can 

produce hydrogen and oxygen gases from the 

regenerative energy (wind energy). The ex‐ 

tracted electricity will be applied into the elec‐ 

trolysis of water, which will split the water 

molecule into hydrogen and oxygen, and these 

gases will be continuously compressed into the 

high‐pressure storage tanks on the ship. With 

fully loaded storage tanks, the gases are sold to 

the customer. 

Discussion 

Problems associated and possible solution with 

hydrogen as fuel; 

Hydrogen embrittlement. 

In an internal combustion engine, one of 

the problems with the burning of hydrogen is 

embrittlement which occurs when the walls of 

the cylinder become saturated with hydrogen 

ions. This will cause loss of ductility of metals 

due to corrosion as a result of intergranular at‐ 

tack which may not readily be visible. The metal 

becomes fragile or porous and can shatter or 

fracture upon impact, thus damaging the en‐ 

gine. 


21

As to embrittlement, the acidity of water 

has been found to have great effect on the 

speed and the degree to which a material can 

be dissolved. A metal corrodes because of the 

acidity of the solution in which it is immersed 

due to an interchange of hydrogen ions in the 

solution with the atoms of the exposed metal. 

When the solution is in liquid form, the metal is 

dissolved into the solution and hydrogen tends 

to plate out on the piece. Once a hydrogen film 

has deposited on the exposed surfaces, the dis‐ 

solving of the metal will cease. Oxygen plays an 

important part in this process since the oxygen 

that dissolved in water will react with the film 

of hydrogen to eliminate it by forming water 

which allows the corrosion process to proceed. 

This problem can be solved by coating the 

pistons/cylinders ceramic. It cannot be delayed 

as these items will rust, either by sheer use or 

by neglect (i.e. letting it sits) and fitted with a 

stainless steel exhaust. 

Frosting. 

Some places such as in Europe are colder 

than Malaysia climate. In colder condition, the 

water inside the system can be easily getting 

frosted and disturb the system. In order to solve 

this problem, the heating coils to prevent water 

from freezing in the system. 

Hydrogen storage. 

Pure hydrogen is dangerous to be stored in 

high‐pressure tanks. Like all fuels, hydrogen has 

inherent hazards and must be handled care‐ 

fully. In fact, hydrogen has been used for years 

in industrial processes and as a fuel by NASA, 

and has earned an excellent safety record. Like 

other fuels, hydrogen can be handled and used 

safely. 

In this case, hydrogen and oxygen were 

generated. All hydrogen and oxygen produced 

get consumed by the engine instantly. The suit‐ 

able size of tank for certain pressure is needed 

to maintain constant flow of supply to the en‐ 

gine. The presence of oxygen and water vapour 


in the system makes hydrogen very safe. The 

mixture of hydrogen and oxygen give a power‐ 

ful combustible gas but it is not explosive com‐ 

pared to pure hydrogen. It does not need cool‐ 

ing and will be ignited only by the strong spark 

inside the engine. The hydrogen can be com‐ 

pressed into a crystal matrix form in order to 

make it safer but it is not so cost‐effective. 

Speed control. 

In getting the right speed at the right time 

and to maintain a constant supply, a control 

circuit is attached to the electrolysis chamber. 

This circuit (Figure 5.0) will produce square 

pulse signal which 'plays' the stainless steel 

electrodes like a tuning fork. The faster speed is 

needed, the wider the pulses go into the elec‐ 

trolysis chamber to create more hydrogen gases 

as needed. So when the throttle is pushed, it 

will electrically create more hydrogen gases for 

immediate consumption. On demand, low‐high 

flow rate is needed, from idle to maximum 

power. This signal is the input to the circuit as 

the primary control (i.e. throttle level = pulse 

width = gas rate). 

For carburettor, the built‐in vents need to 

be sealed and making a single way air‐intake. 

The throttle circuit is set in order to maintain 

minimum gas flow at idle and maximum gas 

flow at full power without blowing the pressure 

relief valve. In this way, the mixture is con‐ 

trolled by the strength of the pulse (i.e. “width” 

at the optimum pulse frequency). If there is in‐ 

sufficient power at any throttle setting, some 

variables need to be changed such as the pulse 

frequency, the gap between the electrodes, the 

size (bigger) of the electrodes, or make a higher 

output pulse voltage (last resort). 

Excess heat. 

Excess heat due to combustion of hydrogen 

and oxygen can be rectified by recent material 

achievements and when the hydrogen is burned, 

water is produced thus cool down the engine 

down via heat transfer. 


22

Big oil companies. 

For business survival, big oil companies may 

stop the emergence of this technology. These 

companies can buy the patent and keep the 

secret quietly. Many claims they have the tech‐ 

nology but not many has come forward to 

prove this. The rest have either been threat‐ 

ened, sold out or keep the secret to themselves. 

Apparently, it is not a good idea to threaten big 

oil companies. Nowadays, with the increase of 

oil price and soon the depletion of the fossil 

fuel, this technology will have a better chance. 

Recommendation 

Fig. 5: Electric circuit diagram for control unit 

Water can be fully utilised. A lot of benefit can be 

extracted from it. There were some recommenda‐ 

tions regarding a water fuelled engine; 

�� This technology must be developed for the 

benefit of all. Big oil companies will cover up 

this innovation but with the current situation 

such as higher oil price, the depletion of oil 

in future, and higher coal price, it will 

strongly push the ship owners for other al‐ 


ternative which is water as fuel. There are a 

lot of benefits can be get from this technol‐ 

ogy. 

�� Thorough research and development must 

be done to design and optimise the engine 

capability to accept water as fuel so as to 

fully utilise this technology at lower cost, 

meet owner requirement to get maximum 

profit and most importantly make it safe for 

all. 

�� Reliable data analysis and statistics must be 

recorded persistently for future reference 

thus the design can be 

simplified and impro‐ 

vised. This will con‐ 

vince the ship owners 

to use this water‐ 

fuelled engine on‐ 

board of their ship. It 

is the right time to 

make a mindset shift 

for water fuelled en‐ 

gine. 

Reduce petroleum 

demand and economy 

dependability since 

water is available for 

free everywhere and 

only a little of it is 

used. Global warming 

provides more than 

enough water supply. 

It is the ultimate solu‐ 

tion for non depend‐ 

ency on fossil fuels. 

�� Eliminate harmful exhaust emissions that 

pollute the environment and contribute to 

global warming. This clean‐burning fuel will 

add only water and oxygen into the atmos‐ 

phere instead of polluting it. 

�� The engine that run on water could be an 

interesting project, thus give a great reward 

of never having to pay for petrol/diesel for‐ 

ever and helping humanity at the same time. 


23

�� Financial assistance is needed to make this 

engine into a reality. This will be a test run 

project in order to get the prototype and fi‐ 

nally get the practical design which is afford‐ 

able for all. 

Conclusions 

Based on the discussion, water is the solu‐ 

tion to energy problems as petrol dependency is a 

national security hazard. Petrol will increase in 

price and soon will deplete. Therefore, water is 

the best alternative. Water‐fuelled engines offer a 

cost effective and immediate solution to the en‐ 

ergy crisis and pollution nowadays. In some de‐ 

sign aspects, a thorough research and develop‐ 

ment is needed to get a better practical design 

and free energy is hard to believe until it is actu‐ 

ally happens. 

Nowadays, the industry has been 

tightly controlled by industrialists with political 

allies that have exploited mainly the transporta‐ 

tion industry including shipping through cabotage 

or cartell practices. The key to overcoming this 

stronghold is the public enlightenment alterna‐ 

tives and making these alternatives available to 

the public. This water‐fuelled engine could be‐ 

come a threat to those who already well estab‐ 

lished in the petroleum business. 

Water is universal and a very powerful 

source of energy. It is an ideal fuel of the future. 

This fuel is re‐useable and does not give off any 

toxic chemicals. Therefore, diesel /petrol as a fuel 

are not necessary now. It is just an option. When 

water is used, it creates new opportunities, both 

economic and in ship design. It will become more 

investment in greener fuel production to fuel fu‐ 

ture marine craft. The transition to a water‐ 

fuelled engine is going to be a huge national and 

international challenge. Good support from all 

parties is needed to realise this technology for 

future used. 

Acknowledgement 

Thanks to Pn. Puteri Zarina Megat Khalid 

for checking my writing aspect, Mr. Fauzuddin 


Ayob, Dr. Mohd Yuzri Mohd Yusof, Pn. Nurshah‐ 

nawal Yaakob and Mr. Ahmad Azmeer Roslee for 

their constructive opinion in reviewing my paper. 

Big thanks to Mr. Fuaad Ahmad Subki for his guid‐ 

ance and invaluable knowledge. Their expert ad‐ 

vice proved invaluable. 

References 

Documents; 

1. En Fuaad Ahmad Sabki, Advanced Marine De‐ 

sign Lecture Notes, 2008, UTM. 

2. Klaas Van Dokkum, Ship Knowledge: Covering 

Ship Design, Construction and Operation, 3 rd 

Edition, 2006, DOKMAR, Netherland. 

3. B.R.Clayton and R.E.D.Bishop, Mechanics of 

Marine Vehicles, 1981, University College Lon‐ 

don. 

4. Robert Boylested and Louis Nashelsky, Elec‐ 

tronic Devices and Circuit Theory, 6 th Edition, 

1996, Prentice Hall, New Jersey. 

5. Joseph J.Carr, Elements of Electronic Instrumen‐ 

tation and Measurement, 3 rd Edition, 1997, 

Prentice Hall, Singapore. 

6. Stephen Chambers, Apparatus for Producing 

Orthohydrogen and/or Parahydrogen, US Pat‐ 

ent 6126794, uspto.gov. 

7. Stanley Meyer, Method for the Production of a 

Fuel Gas, US Patent 4936961, uspto.gov 

8. Creative Science & Research, Fuel From Water, 

fuelless.com 

9. Carl Cella, A Water‐Fuelled Car, Nexus Maga‐ 

zine Oct‐Nov 1996 

10. Peter Lindemann, Where in the World is All 

the Free Energy, free‐energy.cc 

11. George Wiseman, The Gas‐Saver and HyCO 

Series, eagle‐research.com 

12. C. Michael Holler, The Dromedary Newsletter 

and SuperCarb Techniques 

13. Stephen Chambers, Prototype Vapor Fuel 

System, xogen.com 


24

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1. http://www.schatzlab.org/h2safety.html; 9.00am, 

23 Mac 2008. 

2. http://www.angelfire.com/sd/ZSPdomain/ 

HydrogenHomepage/Cprop.html; 9.05am, 23 Mac 

2008. 

3. http://en.wikipedia.org/wiki/Hydrogen; 9.10am, 

23 Mac 2008. 

4. http://media.uow.edu.au/news/2005/1104c/ 

index.html; 9.15am, 23 Mac 2008. 

5. http://www.spiritofmaat.com/archive/feb2/ 

carplans.htm; 9.15am, 23 Mac 2008. 

6. http://en.wikipedia.org/wiki/ 

Solar_Powered_Desalination_Unit; 9.15am, 23 

Mac 2008. 

7. http://www.raindancewatersystems.com/ 

desalinators.html; 9.20am, 23 Mac 2008. 

8. http://www.gas‐water‐car.com/; 9.20am, 23 Mac 

2008. 

9. http://jalopnik.com/cars/alternative‐energy/water 

‐engine; 9.20am, 23 Mac 2008. 

10. http://www.eetimes.com/news/latest/ 

showArticle.jhtml?articleID=199601111; 9.20am, 

23 Mac 2008. 

11. http://www.dimewater.com/desalination.html; 

9.30am, 23 Mac 2008. 

12. http://www.dolphindesalinators.com/ 

operations.html; 9.30am, 23 Mac 2008. 

13. http://www.ingentaconnect.com/content/ 

els/01968904/1997/00000038/00000010/ 

art00161; 9.30am, 23 Mac 2008. 

14. http://books.google.com.my9.30am, 23 Mac 

2008. 

15. http://www.fuellesspower.com/water2.htm; 

9.35am, 23 Mac 2008. 

16. http://www.able2know.org/forums/ 

about26695.html; 9.35am, 23 Mac 2008. 

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Saturday/Corporate/BT548344.txt/Article/; 

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18. http://www.autoworld.com.my/forum/ 

allposts.asp? 

summary=1&Forum=ap469682640&access=1&sta 


tus=1&subject=Hydrogen+Fuel+Tech+By+Malaysia 

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2003/August‐2003‐2/August‐13‐03‐p1.htm; 

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2.10pm, 30 April 2008. 

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2.30pm, 30 April 2008. 


25



SHIP REGISTERED IN THE PAST DECADE AND THE TRENDS IN SHIP REGISTRATION 

IN MALAYSIA: THE PREDICTION FOR THE NEW BUILDING AND DESIGN DEMAND 

IN THE NEXT FIVE YEARS 

SAMSOL AZHAR ZAKARIA* 




ABSTRACT 

Malaysia marine industry has been one of the key stepping stones to economic growth and prosperity all along its history. 

In recent years, the shipping sector has expanded considerably. There has been a considerable increase in the number of 

ships in operation, both in the international and domestic markets. Unfortunately, the economic crisis arrives at a mo‐ 

ment in time when the Malaysian shipping sector is starting to boom and facing multiple challenges, including fierce 

competition from companies, human factor, piracy and terrorist threats of the international trade system. This paper 

describes the trend in ship registration in Malaysia. Also, from the analysis the prediction for new building and design 

demand in future is presented. 

Keywords Ship registration, shipbuilding, shipping 

INTRODUCTION 

Malaysia’s fleet, which was ranked in 

21 st position with the largest registered 

deadweight tonnage at the beginning of 

2006, has dropped to 23 rd position at begin‐ 

ning of 2009 under the UNCTAD Maritime 

Review as shown Table 1. [1] 

A major national fleet expansion is espe‐ 

cially taking place in the petroleum and gas 

tankers sector. Among the ship owners 

ahead with their expansion drive in the off‐ 

shore shipping includes Bumi Armada 

Bhd,Tanjung Offshore,Alam Maritim Re‐ 

sources Bhd, Scomi Marine Bhd and Petra 

Perdana Bhd. In the tanker sector, MISC Bhd, 

Gagasan Carrier Sdn Bhd, Malaysian Bulk 

Carrier Bhd, Nepline Berhad, Global Carrier 

Bhd and Swee Joo Shipping have placed or‐ 

ders for more ships, including Very Large 

Crude Carriers (VLCC). [2] 


Email address: samsolazhar@mimet.unikl.edu.my 

The global financial crisis really started 

to show its effects in the middle of 2007 and 

into 2008. Around the world stock markets 

have fallen, large financial institutions have 

collapsed or been bought out, and govern‐ 

ments in even the wealthiest nations have 

had to come up with rescue packages to bail 

out their financial systems. In this conjunc‐ 

tion, growth in international seaborne trade 

decelerated in 2008, expanding by 3.6 per 

cent as compared with 4.5 per cent in 2007. 

[1] Furthermore, the fall down in global dem‐ 

mand has significant impacted growth in the 

world trade merchandise. In Malaysia, the 

situation directly affects some 14 shipping 

lines, which has caused them to reduce the 

number of vessels they have in service. 

Some orders for new ships have also been 

cancelled. 


26

Table 1: Global maritime Fleet Ranking (as of 1 January 

2009), Source: [1] 

2.0 Malaysian Shipping: An Overview. 

The Malaysian economy contracted moder‐ 

ately by 1.7% in 2009 as recovery strengthened 

in the second half of the year. [3] The demand for 

ocean transportation in Malaysia’s international 

trade is very high and this is largely because of 

the size of the country’s external trade sector 

and its high dependence on foreign trade. The 

shipping industry in Malaysian comprises in two 

sector: 

1. International Shipping 

2. Domestic Shipping 


2.1 Regulatory Aspects of Shipping 

Shipping is under the jurisdiction of the Ministry 

of Transport. The Maritime Division of the Ministry 

is the administrative body responsible for the over‐ 

all development of the shipping industry, while Ma‐ 

rine Department is responsible for acting as registry 

of ships besides enforcing rules and regulations re‐ 

lating to standards and safety of shipping in Malay‐ 

sia. Shipping in Malaysia is regulated by the Mer‐ 

chant Shipping Ordinance (MSO) 1952 that was ex‐ 

tended to both Sabah and Sarawak. 

In order to own a Malaysian ship the person 

must be a Malaysian citizen or corporations which 

satisfy the requirement such as: 

1. incorporation is incorporated in Malaysia 

2. the principal office of the corporation is in 


27

Malaysia 

3. the management of the corporation is car‐ 

ried out mainly in Malaysia 

4. the majority, or if the percentage is deter‐ 

mined by Minister, then the percentage so 

determined , of the directors of the corpora‐ 

tion are Malaysia citizen 

2.2 Ship Registration 

Registration of ships in Malaysia follow an 

almost identical practices as in United Kingdom 

from which much of existing Malaysian mari‐ 

time laws and administrative practices are in‐ 

volved. The Merchant Ship Ordinance (1952) 

provides for registration of ships in Malaysia. 

Port of Registries for national flag vessels are 

Port Klang, Penang, Kuching and Kota Kinabalu. 

The registry provision of MSO 1952 were ex‐ 

tended to Sabah and Sarawak by the Merchant 

Shipping(Amendment and Extension) Act 1977 

(Act A393) on June 1991.While, Labuan offers 

registration of non national flags as part of an 

International Registry subject to specific condi‐ 

tion . 

2.3 List of ship registered in the past decade in 

Malaysia (1996 – 2006) 

Compilation of this data mainly refers to 

Marine Department Malaysia [4] and Malaysian 

Maritime Yearbook 2007‐2008 (from Malaysian 

Shipowner’s Association) [2]. This general data 

was segregate based on type of vessel, name of 

vessel, shipowner, GRT and year of registration. 

(Appendix 1 – Table 2 to Table 10) 

Table 2: Number of Ships Registered in Malaysia by 

Type (New Classification) and weight, 2001‐2006 

Table 3 : Tug boat Registered in Malaysia(1996‐2006) 

Table 4 : Barge Registered in Malaysia (1996‐2006) 

Table 5 : General Cargo Carrier Registered in Malay‐ 

sia (1996‐2006) 


Table 6 : Anchor Handling Tug & Supply Registered 

in Malaysia(1996‐2006) 

Table 7 : LNG Registered in Malaysia (1996‐2006) 

Table 8: Tankers Registered in Malaysia(1996‐2006) 

Table 9 : Bulk Carrier Registered in Malaysia (1996‐ 

2006) 

Table 10: Passenger Ship Registered in Malaysia 

(1996‐ 2006) 

Table 11: Container Ships Registered in Malaysia 

(1996‐ 2006) 

3.0 Trends in ship registration in Malaysia (2001 

‐2006) 

From the analysis shown in Figure 1, it 

clearly shows that Malaysian merchant fleet has 

grown at a modest pace over the years with 284 

vessels was registered in 2006 with GRT reach to 

33,238,000 tons. This is mainly due to the policy 

of government, to actively involve in develop‐ 

ment of Malaysian merchant fleet to reduce de‐ 

pendence on foreign shipping services and em‐ 

phasizing on greater self sufficient in shipping 

services. 

The domestic shipping services and its chain 

which comprises shipping lines such as tug 

boat, barges, passenger ships, also show the 

positive growth with increasing number of ves‐ 

sels registered in 2006 ,where tug boats and 

barge dominates the numbers and tonnage in 

registration (Figure 2 and Figure 3). It is esti‐ 

mated that there are about 300 Malaysian ship‐ 

ping lines owning or operating about 3500 ships 

totaling 9.09 million GRT in Peninsular Malaysia, 

Sabah and Sarawak [4]. 


28

No. of Ships 

No. of Ships 

300 

250 

200 

150 

100 

50 

70 

60 

50 

40 

30 

20 

10 

0 

0 

170 

Total Number of Barge Registered in Malaysia (2001-2006) 

42 

51 

Total Ship Registered in Malaysia (2001-2006) 


31 

131 

45 

45 

229 

70 

2001 2002 2003 

Year 

2004 2005 2006 

No. of ships GRT 

57 

251 

89 

55 

84 

283 284 

286 338 

639 1181 1357 

2001 2002 2003 2004 2005 2006 

Year 

No. of Ships GRT 

Figure 1: Total Ship Registered 

in Malaysia (2001‐2006) 

Figure 3 : Total Number of Barge Registered 


33238 

14000 

62 11991 

12000 

10000 

8000 

6000 

4000 

2000 

0 

35000 

30000 

25000 

20000 

15000 

10000 

5000 

0 

GRT ('000) 

GRT ('000) 


29

The domestic shipping sector also consists of 

liner shipping services and non‐liner services es‐ 

pecially in the transportation of general and bulk 

cargo. Non‐ liner service is more important com‐ 

ponent due to its covers the oil & gas sector, off‐ 

shore supply vessel, and also crude oil & product 

tankers serving between local refineries and con‐ 

No. of Ships 

�� 

3.5 

3 

2.5 

2 

1.5 

1 

0.5 

0 

80 

70 

60 

50 

40 

30 

20 

10 

0 

Total Number of Tug Boat Registered in Malaysia(2001-2006) 

33 

4 

36 

59 


6 

9 

2001 2002 2003 2004 2005 2006 

Figure 4 : Total Number of Tug Boat Registered 


Year 

64 

11 


58 

12 

68 

1469 

1600 

1400 

1200 

1000 

800 

600 

400 

200 

sumption centers. For example, the LNG vessels 

registered in 2001‐2006 show that the constant 

growth and reaching to 194000 ton GRT (see 

Figure 5). In term of GRT , for LNG and LPG are 

stagnant with around 190,000 GRT per year from 

2003 until 2006. The AHTS as part of offshore 

support vessel show the rapid growth, where in 

2005 the total registered vessels by local mari‐ 

Total Number of LNG & LPG Registered in Malaysia (2001- 

2006) 

1 

1 

93 

3 

190 

0 

2001 2002 2003 

Year 

2004 2005 2006 

2 

189 


3 

194 

Figure 5 : Total Number of LNG & 

LPG Registered in Malaysia (2001‐2006) 

2 

191 

0 

0 

�� 

250 

200 

150 

100 

50 

GRT('000) 

| MARINE FRONTIER @ UniKL

time players is 30. The demand for oil tankers 

increase in 2005 and gradually reduced in the 

following years in 2006 (see Figure 6). The de‐ 

mand for Bulk, Grain, Ore, Log carrier however 

seems decreasing over the years. This pattern 

also followed by full container ship with an ex‐ 

ception of the year 2006 where it hits 118,000 

GRT on that year. 

No. of ships 

8 

7 

6 

5 

4 

3 

2 

1 

0 

4.0 Prediction for new building in next five years. 

Based on the analysis, ship registered in 

Malaysia its show that the domestic and coastal 

trade is have a significant structural changes 

which are also having positive effects on local 

ports including by generating greater volume of 

trade and widening shipping connectivity ant its 

chain likes barges and tugs. The changes and 

trends is predict to be accentuate over the next 

five years with strong implications to develop‐ 

ment of shipping and ports in this region. An‐ 

other significant development is that, aside 

from expansion in the volume of trade, coastal 

shipping companies, especially liner operators, 

are now expanding market outreach by linking 

their domestic shipping services with calls at 


regional port. Local ports such as Northport, 

Westport , Port of Tanjung Pelepas, Penang 

Port, Bintulu are among the ports which have 

recorded increased ship calls ( source [5] : Fed‐ 

eration of Malaysian Port Operating Companies 

‐FMPOC). Cargo volumes at the nation's ports 

are expected to increase further due to the im‐ 

plementation of an ambitious free‐trade agree‐ 

ment (FTA) between the Association of South‐ 

Total Number of Petroluem Tankers Registered in 

Malaysia(2001-2006) 

4 

67 

1 

5 

5 

23 

2001 2002 2003 2004 2005 2006 

Year 


Figure 6 : Total Number of Petroleum Tankers 

Registered in Malaysia(2001‐2006) 

3 

13 

7 

92 

east Asian Nations (ASEAN) and China. In Janu‐ 

ary 2010, the ASEAN‐5 (Malaysia, Singapore, 

Philippines, Thailand and Indonesia) and Brunei 

signed an FTA with China, creating the world's 

third‐largest trade block. The agreement elimi‐ 

nates tariffs on 90% of goods traded between 

the countries and China and is expected to 

boost volumes of trade between them. Four 

other states, Laos, Cambodia, Vietnam and 

Myanmar, are on course to join the trade bloc 

in 2015. [6] 

Several container liner operators have in 

recent years started to introduce new and addi‐ 

tional service at regional ports such as Ho Chi 

Minh, Bangkok, Yangoon, Cittagong as well as 

Jakarta. Therefore, parallel with this widening 

outreach the prediction for new building and 

0 

0 

100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 

GRT('000) 


31

design demand in next five years is of course 

the deployment of bigger container ship both to 

provide more space as well as to meet the need 

faster ships to cover longer journey. Ports also 

play a role in this development by providing 

appropriate facilities and services aimed at re‐ 

gional trade. It is important to highlight that the 

implementation of Cabotage policy 

(implemented in Malaysia on 1 January 1980) 

marked the beginning of an important phase in 

the development of shipping in Malaysia. This 

will also reflected the growth of national ship‐ 

ping fleet and the growth Malaysian shipping 

companies 

Malaysia's largest shipping line, MISC Ber‐ 

had, launching its 10 th owned chemical tanker, 

the Bunga Allium, which sailed from South Korea 

to the port of Pasir Gudand. MISC is expanding 

heavily into the chemical shipping sector, an 

area that expects to be a strong source of 

growth for shipping lines. The ship was the third 

in a series of eight chemical tanker new‐builds 

ordered from the shipbuilder. The delivery is 

part of a rapid expansion of the company's 

chemical fleet, which expects to receive 15 addi‐ 

tional ships between 2010 and 2012. Tankers 

design characteristics such as bigger L/B ratio 

(remains around 5 to 6) as maneuverabil‐ 

ity ,stability, safety and economically are the 

main concern apart from speed still remain. But, 

it will be significant changes in size and tonnage 

of the tankers are predicted to be bigger in the 

future and double hull vessel. With the new 

resolution or requirement by IMO to implement 

only double hull tankers in world fleet by 2010, it 

seems there will be potential in new building for 

the next five years by Malaysian maritime player. 

Also the non‐liner sector such as require‐ 

ment bigger and economical AHTS, LNG and 

tankers have a good potential in new building 

from local maritime player .Our LNG fleet is the 


largest in the world while the tanker fleet is 

among the top three in the world. It is expected 

that there is a surge of order in the years to 

come for AHTS and supply vessel. Average day 

rates for larger AHTS vessel in the world market 

have increase substantially, from less than £ 

8000/ day (RM 38,211.12/day) during 1999 to 

over £ 51000/ day (RM 243,667.37/day) during 

2007. 

The growth of tourism industry sector and 

Malaysian government is targeting 25.5 million 

tourists for 2008 and hope to bring in foreign 

revenue of RM50billion [6] . By 2010, the minis‐ 

try hopes to achieve half of the tourists from 

SEA and the rest from other parts of the world. 

The passenger ferries trend also keep increasing 

showing there is a demand for these kind of 

public transportation such as route from Malay‐ 

sia to Indonesia. The accident of passenger 

ferry at Langkawi and Mersing may be give an 

impact on the requirement of the new vessels 

completes with navigation and safety features. 

The enforcement form government agencies to 

strictly follow the rules and regulation are the 

main reason a requirement of new vessel by 

local maritime players. 

Malaysia has strong potential to grow its 

maritime and shipbuilding industry in the global 

front with the partnering of international ship‐ 

ping company from a big maritime nation. Part‐ 

nership is a big opportunity for Malaysia to go 

further in the maritime industry while proving 

the local company's capability and ability to the 

point of engaging the trust of a foreign country. 

Finally, the Malaysian marine industry is 

hoping that the industry rebounds in 2010, 

when the global economy begins to recover 

from the current recession. 


32

References 

[1] UNCTAD, Review Maritime Transport 2009, 

[2] Malaysian Shipowners’ Association, Malaysian Maritime 

Yearbook 2007‐2008, page 123‐216, 

[3] Bank Negara Malaysia‐ Annual Report 2009, 

[4] Marine Department of Malaysia –Registration, 

[5] Federation of Malaysian Port Operating Companies – 

FMPOC Magazine, 

[6] Business Monitor International, Malaysia Shipping Report 

Q2 2010. 

Internet source : 

[1] www.mot.gov.my 

[2] www.lloydslist.com 

[3] www.malaysianshipowners.org 

[4] www.marine.gov.my 

[5] www.portsworld.com 



33

Table 2: Number of Ships Registered in Malaysia by Type (New Classification) and weight, 2001‐2006 

Type of ship 

BIL 

No. 

GRT 

( ' 

000) 

2001 2002 2003 2004 2005 2006 

NRT 

( ' 

000) 

DWT 

( ' 

000) 

BIL 

No. 

GRT 

( ' 

000) 

NRT 

( ' 

000) 

DWT 

( ' 

000) 

BIL 

No. 

GRT 

( ' 

000) 

NRT 

( ' 

000) 

Oil Tanker 11 14 7 15 4 6 3 10 4 161 101 305 13 722 436 1,362 14 561 341 108 5 9 4 11,473 

LNG, LPG Carrier 1 ‐ ‐ ‐ 1 93 28 76 3 190 57 155 2 189 57 152 3 194 58 55 2 191 57 2 

Chemical/Petroleum 

Tanker 

4 67 28 111 1 5 2 8 5 23 13 39 3 13 8 24 7 92 37 29 ‐ ‐ ‐ ‐ 

Bulk, Grain, Ore, Log 

Carrier 

5 96 54 155 2 32 17 52 2 32 17 50 2 56 34 103 1 47 27 10 1 13 7 19 

General Cargo, Semi 

Container 

Passenger, 

19 26 13 29 10 31 17 35 7 11 2 2 7 5 2 5 1 1 1 ‐ 10 2,264 1,174 9 

General/Passenger 

Ship 

27 2 ‐ ‐ 8 3 1 1 26 7 2 20 21 6 2 0 21 4 2 23 35 26 96 ‐ 

RO‐RO ‐ ‐ ‐ ‐ 1 11 4 4 2 49 15 ‐ ‐ ‐ ‐ ‐ 1 9 3 4 1 9 3 280 

Full Container 4 12 5 5 10 64 32 87 1 5 3 7 1 4 2 4 4 23 12 14 5 118 68 95 

Anchor Handling 

Tug & Supply (AHTS) 

9 3 1 

6 4 1 3 9 8 2 57 18 16 5 15 30 41 12 148 16 21 6 433 

Barge 42 51 19 38 31 45 14 47 45 70 22 3 57 89 30 143 55 84 26 12 62 11,991 3,657 4,386 

Landing Craft 5 2 ‐ ‐ ‐ ‐ ‐ ‐ 7 4 1 ‐ 8 5 2 3 7 4 1 5 8 5 2 ‐ 

Tug Boat 33 4 1 ‐ 36 6 1 ‐ 59 9 3 ‐ 64 11 3 1 58 12 4 90 68 1,469 444 59 

Fisshing Vessel ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 7 ‐ ‐ ‐ 5 1 0 ‐ 18 2 1 8 21 25 1 ‐ 

Pleasure Vessel 4 ‐ ‐ ‐ ‐ ‐ ‐ ‐ 5 ‐ ‐ ‐ 2 0 0 ‐ 3 ‐ ‐ 2 3 16 9 ‐ 

Government Ship ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ 7 ‐ ‐ ‐ 12 1 0 ‐ ‐ ‐ ‐ ‐ 

Others 6 9 3 ‐ 21 38 11 11 40 70 21 25 36 65 20 27 60 284 155 81 47 17,081 8,268 10,259 

Total 170 286 131 353 131 338 131 334 229 639 261 663 251 1,181 600 1,839 283 1,357 678 590 284 33,238 13,796 27,015 


DWT 

( ' 

000) 

BIL 

No. 

GRT ( 

' 

000) 

NRT 

( ' 

000) 

DWT 

( ' 

000) 

BIL 

No. 

GRT ( 

' 

000) 

NRT 

( ' 

000) 

DWT 

( ' 

000) 

BIL 

No. 

GRT ( ' 

000) 

Appendix 1 

NRT ( ' 

000) 

DWT ( 

' 000) 


34

Table 3 : Tug boat Registered in Malaysia(1996‐2006) 

NO SHIP NAME OWNER/OPERATOR GRT DWT NRT 

LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Bosta Kayung No 11 Borneo Shipping & Timber Agencies 

Sdn bhd 

61.00 1996 


Sdn bhd 

61.00 

‐ 

17.00 21.56 6.77 2.59 1996 


Sdn bhd 

163.00 1996 


Sdn bhd 

64.00 1996 

5 Canggih 7 Canggih Shipping sdn bhd 99.00 1996 

6 Canggih No 1 Canggih Shipping sdn bhd 91.00 1996 

7 Cathay 28 Oriental Grandeur Sdn Bhd 43.18 ‐ 10.71 16.38 4.88 1.83 1996 

8 Costal 45 Coastal Transport (Malaysia) Sdn Bhd 60.00 1996 

9 Continental No 1 Tung Yuen Tug Boat Sdn Bhd 70.88 1996 

10 Dai Feng Hang Hock Peng Furniture & General 

Contractor Sdn Bhd 

42.77 1996 

11 Delta 3 United Orix Leasing Bhd 100.00 ‐ 8.00 22.71 6.70 2.43 1996 

12 Dikson 4 Dickson Marine Co Sdn Bhd 18.00 1996 

13 Ever commander Pengagkutan Kekal Sdn Bhd 91.70 ‐ 33.64 20.12 5.88 2.20 1996 

14 Ever Plying Pengangkutan Kekal Sdn Bhd 38.71 1996 

15 Ever Profit Pengangkutan Kekal Sdn Bhd 38.71 1996 

16 Ever Star Pengangkutan Kekal Sdn Bhd 75.00 1996 

17 Ever Sunny Pengangkutan Kekal Sdn Bhd 38.71 1996 

18 Ever Trust Pengangkutan Kekal Sdn Bhd 38.71 1996 

19 Flora Ocarina Development Sdn Bhd 155.00 ‐ 47.00 23.61 7.60 3.20 1996 

20 Hung Ann No 2 WTK Realty Sdn Bhd 81.00 1996 

21 Jaysiang 1 Jaysiang Shipping Sdn Bhd 36.00 ‐ 9.69 15.15 4.75 2.44 1996 

22 Kencana Murni Lunar Shipping Sdn Bhd 107.00 ‐ 6.41 22.06 6.70 2.90 1996 

23 Kendredge 3 Kendredge Sdn bhd 104.73 ‐ 25.53 20.91 6.68 1.98 1996 

24 Kionhim 99 LKC Shipping Line Sdn Bhd 186.00 ‐ 55.00 24.36 7.92 3.65 1996 

25 Power 6 Natural Power Sdn Bhd 95.52 ‐ 35.53 20.48 6.10 2.44 1996 

26 Promex 16 Penguin Maritme Sdn Bhd 95.00 ‐ 18.00 20.74 6.10 2.75 1996 

27 Rajang 2 Tristar Shipping & Trading Sdn Bhd 41.00 ‐ 9.00 15.75 4.57 2.13 1996 

28 Rebecca No 1 Laut Sepakat Sdn Bhd 123.00 1996 

29 Rising No 2 Rising Transport Sdn Bhd 78.00 1996 

30 Sang Collie Sang Muara Sdn Bhd 228.00 1996 

31 Shin Yang 25 Shin Yang Shiping Sdn Bhd 58.00 ‐ 8.00 18.48 5.09 2.44 1996 

32 Shin Yang 26 Shin Yang Shiping Sdn Bhd 58.00 ‐ 8.00 18.48 5.09 2.44 1996 

33 Shin Yang 33 Shin Yang Shipping Sdn Bhd 58.00 1996 

34 Sing Meu 2 KingLory Shipping Sdn Bhd 93.00 ‐ 28.00 19.41 6.07 2.71 1996 

35 Smooth Trend No 5 United Orix Leasing Bhd 84.00 1996 

36 Surplus Well 1 Surplus Well Sdn Bhd 94.15 ‐ 28.48 20.27 6.03 2.44 1996 

37 Timberwell No 1 Timberwell Enterprise Sdn Bhd 85.00 1996 

38 Tong Seng No 10 Mee Lee Shipping Sdn Bhd 100.00 1996 

39 Tung Yuen 16 Shin Yang Shipping Sdn Bhd 33.41 ‐ 7.39 16.37 4.01 1.98 1996 

40 Brantas 25 Brantas Sdn Bhd 144.00 ‐ 44.00 22.04 7.30 3.20 1997 

41 Cathay 8 United Orix Leasing Malaysia Berhad 59.91 ‐ 12.87 16.82 4.88 2.29 1997 

42 Chico United Orix Leasing Berhad 88.45 ‐ 13.70 19.28 6.40 3.05 1997 

43 Chiong Hin No 8 Chung Sie Chiong 90.00 1997 

44 Crystal No 2 Hong Leong Leasing Sdn Bhd 49.00 1997 

45 Destiny Empayar Semarak Sdn Bhd 152.00 170.83 46.00 23.13 7.60 3.50 1997 

46 East Ocean 2 Samsilamsan Shipping Sdn Bhd 191.00 1997 

47 Fordeco 19 Fordeco Sdn Bhd 98.00 37.00 20.73 6.40 2.65 1997 

48 GHKO No 1 GHKO Shipping Company Sdn Bhd 86.00 1997 

49 Global I Kai Lee Shipping Sdn Bhd 99.00 ‐ 10.00 23.10 6.10 2.75 1997 

50 Hin Leong 98 Puh Tye Shipping Sdn Bhd 78.00 115.22 19.00 20.92 5.49 2.44 1997 



35


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

51 Ilham Tiga Ilham Marine Services Sdn Bhd 46.00 27.70 13.00 16.75 5.00 2.13 1997 

52 Jayatung No 3 Rajang Palmcorp Sdn Bhd 120.96 1997 

53 Jimi Huak 96 Lea Wah Enterprise Sdn Bhd 56.07 ‐ 15.44 18.74 4.88 2.32 1997 

54 Jinway No 21 Bonworld Shipping Sdn Bhd 36.00 1997 

55 King Rich 96 Trans‐Sungai Development Sdn Bhd 114.81 ‐ 32.27 21.76 6.98 2.90 1997 

56 Kresna Raya I See Song & Sons Sdn Bhd 60.96 1997 

57 Kuari Rakyat No 8 Kuari Rakyat Sdn Bhd 90.32 1997 

58 Puh Tye No 5 Puh Tye Shipyard Sdn Bhd 76.00 1997 

59 Rank No 1 Multi Rank Sdn Bhd 28.00 1997 

60 Riki 15 Perkapalan Pelayaran Sdn Bhd 96.00 ‐ 33.00 20.66 6.19 2.36 1997 

61 Ronmas No 6 Ronmas Shipping Sdn Bhd 81.00 1997 


63 Sabahtug No 9 Cowie Marine Transportation Sdn 

Bhd 

55.73 1997 

64 Sarinto 2 Samlimsan Shipping Sdn Bhd 191.00 1997 

65 Seawell 9 Seawall Sdn Bhd 60.00 1997 

66 Seraya No 3 GoodWood (Sabah) Sdn Bhd 97.00 1997 

67 Sili Suai No 6 KTS Equiment Rental Sdn Bhd 70.00 1997 

68 Sili Suai No 8 KTS Equiment Rental Sdn Bhd 59.00 1997 

69 Sin Matu 18 Sin Matu Sdn Bhd 106.00 1997 


71 Sing Hong 97 Lee Siew Hee 81.00 1997 

72 Solid Marigin No 1 Solid Margin Sdn Bhd 91.00 1997 

73 Swee Swee Joo Coastal Shipping Sdn Bhd 117.00 1997 

74 Ta Ho No 1 Chieng Lee Hiong 93.00 1997 

75 Tai Feng Long Wang Nieng Lee Holdings Berhad 43.00 1997 

76 Togo Super Kim Huak Trading Sdn Bhd 67.09 1997 

77 Transspacific 1 Merit Metro Sdn Bhd 186.00 1997 

78 Trumpco Satu Trumpco Sdn Bhd 83.20 1997 


Sdn bhd 

136.00 1998 


Sdn bhd 

66.31 1998 

81 Cathay 38 United Orix Leasing Malaysia Berhad 59.91 ‐ 12.87 16.82 4.88 2.29 1998 

82 Cormorant 1 Penguin Maritime Sdn Bhd 104.00 ‐ 32.00 20.26 6.70 2.90 1998 

83 Dikson 8 Dickson Marine Co Sdn Bhd 123.28 1998 

84 Ever Splendid Pengangkutan Kekal Sdn Bhd 38.71 1998 

85 Haggai 1 Brantas Sdn Bhd 99.00 ‐ 29.10 22.56 6.46 2.44 1998 

86 Juara Juara Marin Sdn Bhd 172.00 ‐ 51.00 22.85 7.60 3.70 1998 

87 Klih 1 Kuala Lumpur Indholding Bhd 109.00 ‐ 33.00 20.31 6.80 3.43 1998 

88 Poh lee hong 3 Hock Peng Furniture & General 

Contractor Sdn Bhd 

69.00 1998 

89 Poh Thai No 1 Ngie Lee Dockyard Sdn Bhd 40.09 1998 

90 Seawell 83 Double Dynasty Sdn Bhd 178.00 ‐ 54.00 24.26 7.60 3.50 1998 

91 Sharon WTK Realty Sdn Bhd 82.00 ‐ 23.00 18.45 5.88 2.29 1998 

92 Silvia WTK Realty Sdn Bhd 77.00 ‐ 21.00 18.45 6.10 2.44 1998 

93 Singawan Bunga Shing Liang Shipping Sdn Bhd 105.00 1998 


Sdn bhd 

66.31 1999 

95 Brantas 22 Brantas Sdn Bhd 144.05 1999 

96 Bumban Jaya Mega shipping Sdn Bhd 87.71 1999 



99 Haggai 1 Vital Focus Shipping Sdn Bhd 99.26 ‐ 29.10 22.56 6.46 2.44 1999 



36


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

100 Highline 1 Highline Shipping Sdn Bhd 192.00 1999 

101 Hongdar 99 Hung Leong Shipping Sdn Bhd 132.00 1999 

102 Kendredge 2 Kendredge Sdn bhd 136.00 1999 

103 Keng Seng Yoe Tian Sang 41.63 ‐ 12.10 15.35 4.88 2.31 1999 

104 Kuantan Kuantan Port Consortium Sdn Bhd 319.00 ‐ 95.00 28.46 9.60 4.36 1999 

105 Sin Matu No 23 Sin Matu Sdn Bhd 135.00 1999 

106 Teknik Juara Lunar Offshore Sdn Bhd 253.00 1999 


108 Coastal 55 Coastal Transport (Sandakan) Sdn 

Bhd 

60.00 

‐ 

11.00 18.60 5.90 2.40 2000 

109 Ever Achieve Pengagkutan Kekal Sdn Bhd 63.76 2000 

110 Fordeco 30 Fordeco Sdn Bhd 103.00 ‐ 31.00 23.04 6.82 3.63 2000 

111 Haggai 3 Vital Focus Shipping Sdn Bhd 115.00 2000 

112 Highline 21 Highline Shipping Sdn Bhd 102.46 ‐ 31.33 20.76 6.55 2.44 2000 

113 Kendredge Kendredge Sdn bhd 144.00 2000 

114 Reignmas No 1 Reignmas Shipping Sdn Bhd 136.97 2000 


Bhd 

81.00 2000 

116 Syukur Northport (Malaysia) Bhd 169.00 2000 

117 Teraya 1 Huang Teck Soo Sdn Bhd 45.69 2000 

118 Teraya 11 Huang Teck Soo Sdn Bhd 36.64 2000 

119 Transcend 1 Maju Kidurong Shipping 91.00 2000 

120 Botany bay Friendly Avenue Sdn Bhd 75.22 ‐ 12.61 19.51 6.30 2.92 2001 

121 Cathay 26 Oriental Grandeur Sdn Bhd 66.39 2001 


123 Destiny No 4 Destiny Shipping Agency (M) Sdn Bhd 165.00 2001 

124 Inai Teratai 122 Inai Kiara Sdn Bhd 149.00 2001 

125 Jaya Raya LKC Shipping Line Sdn Bhd 91.00 2001 

126 Jayaraya LKC Shipping Line Sdn Bhd 91.00 2001 

127 Kismet 11 Bontalia Shipping Sdn Bhd 88.73 2001 

128 Robin 6 Robin Welding & Engineering Sdn 

Bhd 

153.00 

‐ 

7.78 13.02 3.32 1.04 2001 


Bhd 

144.00 2001 

130 Sapah No 51 Cowie Marine Transportation Sdn 

Bhd 

49.00 2001 

131 Sapah No 52 Cowie Marine Transportation Sdn 

Bhd 

55.73 2001 

132 Serdadu Jaya Kionhim Shipping Sdn Bhd 2001 

133 Shinta Perkasa Lee Teng Hooi & Sons Trd Sdn Bhd 92.35 2001 

134 Singawan Wira Shing Liang Shipping Sdn Bhd 105.06 2001 

135 Suria Permata Pengangkutan Kekal Sdn Bhd 125.00 2001 

136 Triwise Lau Hua Ching 80.79 ‐ 26.96 19.42 5.37 2.23 2001 


138 Danum 2 Ajang Shipping Sdn Bhd 475.00 2002 

139 Destiny No 3 Destiny Shipping Agency (M) Sdn Bhd 432.00 2002 

140 Fonlink 1 Fonlink Shipping Sdn Bhd 85.12 2002 

141 Gerak Cekap Fast Meridian Sdn Bhd 171.00 2002 

142 GerakPantas Fast Meridian Sdn Bhd 171.00 2002 

143 Gerak Tegas Fast Meridian Sdn Bhd 164.00 2002 

144 Gunung Damai 1 Gunung Damai Shipping Sdn Bhd 265.00 2002 

145 Gunung Damai 1 LKC Shipping Line Sdn Bhd 265.00 2002 



148 Hilal Bintulu Port Sdn Bhd 242.00 65.40 73.00 24.00 9.60 3.60 2002 

149 Hock Mew XII Seawell Sdn Bhd 76.22 2002 




37


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

151 Jemaja Wang Nieng Lee Holdings Berhad 110.00 2002 

152 Jin Hwa 8 Yimanda Corporation Sdn Bhd 52.71 2002 

153 Kantan Mesra Kantan Jaya Marine Services (Pg) Sdn 

Bhd 

232.00 2002 

154 Kismet 12 Bontalia Shipping Sdn Bhd 83.29 2002 

155 Sinar Pelutan 1 Woodman Avenue Sdn Bhd 256.00 2002 

156 Spring Star 1 Daily Venture Corporation Sdn Bhd 141.36 2002 

157 Sungai Silat 1 Woodman Mewah Sdn Bhd 271.00 2002 

158 Triple Light Inai Kiara Sdn Bhd 149.00 2002 

159 Tuton Fast Meridian Sdn Bhd 171.00 2002 


Sdn bhd 

239.00 2003 



163 Chin Ung 1 Sawai Jugah Sendirian Berhad 46.83 2003 

164 Danum 11 Shin Yang Shipping 89.00 ‐ 27.00 22.00 6.10 2.70 2003 

165 Danum 6 Shin Yang Shipping Sdn Bhd 89.00 ‐ 27.00 22.00 6.10 2.70 2003 

166 Danum 8 Shin Yang Shipping Sdn Bhd 475.00 ‐ 143.00 34.92 11.40 4.95 2003 

167 Dolson Zengo corporation Sdn Bhd 139.50 2003 

168 Dolxin Zengo corporation Sdn Bhd 137.20 2003 

169 Dolyi Zengo corporation Sdn Bhd 138.60 2003 

170 Epic Challenger Epic OffShore (M) Sdn Bhd 404.00 2003 

171 Ever Armada Pengagkutan Kekal Sdn Bhd 131.87 2003 

172 Fonlink No 2 Fonlink Shipping Sdn Bhd 120.90 2003 

173 Fordeco 25 Fordeco Shipping Sdn Bhd 202.00 2003 

174 Fordeco 33 Fordeco Shipping Sdn Bhd 83.00 2003 

175 Godri Satu Godrimaju Sdn Bhd 120.00 2003 

176 Grand Marine No 1 Grand Marine Shipping Sdn Bhd 434.00 2003 

177 Highline 29 Highline Shipping Sdn Bhd 271.00 ‐ 82.00 28.21 8.60 4.12 2003 





182 Indah Abadi 1 Woodman Indah Sdn Bhd 267.00 81.00 28.83 8.54 3.80 2003 

183 Jin Hwa 10 Wong Sie Tuong 114.00 2003 

184 Kendredge 5 Kendredge Sdn bhd 127.00 2003 

185 Kinsing Jaya Kionhim shipping Sdn Bhd 56.48 2003 

186 Kline 1 Tenaga Shipping Sdn Bhd 246.00 2003 

187 Poly 7 Omni Maritme Sdn Bhd 139.80 2003 

188 Reignmas 3 Reignmas Shipping Sdn Bhd 155.00 2003 

189 Royco 119 Royston Cole Marine Sdn Bhd 194.00 2003 

190 Salik Elik Sdn Bhd 86.25 2003 

191 Sing Hong 98 Lee Ting Hock 86.25 2003 

192 Sung Fatt Sung Fatt Shipping Sdn Bhd 54.39 ‐ 26.87 19.51 5.18 2.13 2003 

193 Sung Tahi lee 3 Sung Tahi Lee Sdn Bhd 144.00 2003 

194 Sungai Julan 1 Woodman Layun Sdn Bhd 271.00 2003 

195 Target Target Shipping Sdn Bhd 220.00 2003 

196 Taurians Three Bonafile Shipbuilders & Repairs Sdn 

Bhd 

171.00 2003 

197 Tobi 9 James Lau King Wee 102.46 2003 

198 Tri zip Lau Hua Ching 60.00 2003 



38



LENGTH 

(L) 

BREADTH 

(B) 

DEPTH (D) 

YEAR OF 

REGISTRY 

199 Cahaya 5 Straight Ace Sdn Bhd 117.00 ‐ 36.00 21.96 6.10 3.05 2004 



202 Epic Sasa Epic Industri (M) Sdn Bhd 229.00 2004 

203 Epillars Eastern Pillars Shipping Sdn Bhd 122.00 2004 

204 Ever Master Pengangkutan Kekal Sdn Bhd 101.28 2004 

205 Everbright 9 Midas Choice Sdn Bhd 253.00 2004 

206 Fordeco 35 Fordeco Sdn Bhd 194.00 2004 



209 Goldlion Baker Marine Sdn Bhd 391.00 2004 

210 Harbour Aquarius Harbour Agencies(Sibu) Sdn Bhd 150.00 2004 


212 Jin Hwa 12 Teck Sing Hing Shipping Sdn Bhd 128.00 2004 

213 Jin Hwa 15 Gimhwak Enterprise Sdn Bhd 128.00 2004 

214 Kentjana No 6 Sawai Jugah Sdn Bhd 52.26 2004 

215 Rembros 21 Scyii Brothers Shipyard Sdn Bhd 114.00 2004 

216 Sabahtug No 12 Cowie Marine Transportation Sdn Bhd 144.00 2004 

217 Se Mariam 1 Se Mariam Sdn Bhd 247.00 2004 

218 Se Mariam 2 Se Mariam Sdn Bhd 247.00 2004 

219 Searights Satu Right Attitude Sdn Bhd 177.00 2004 

220 Sungai Layun 1 Woodman Enterprise Sdn Bhd 261.00 ‐ 79.00 28.82 8.54 3.80 2004 

221 Texaron 1 Brantas Sdn Bhd 62.91 ‐ 24.50 17.88 4.90 2.36 2004 

222 Ever Venus Pengangkutan Kekal Sdn Bhd 133.20 ‐ 46.88 21.30 6.70 2.90 2005 

223 Johan Pioneer 1 Johan Shipping Sdn Bhd 269.00 ‐ 81.00 28.07 8.60 4.12 2005 

26293.40 


39

Table 4 : Barge Registered in Malaysia (1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

N 

O 

SHIP NAME OWNER/OPERATOR GRT DWT NRT 

1 Bangga Ocean Contract Sdn Bhd 2,132.00 1996 

2 Bestvic 11 Hong Leong Sdn Bhd 1317.00 ‐ 376.00 67.30 18.29 4.27 1996 

3 Bestco 98 Ling Peng Noon Shipyard Sdn Bhd 602.00 1996 

4 Bonggoya 83 Syarikat Pengangkutan Bonggoya Sdn Bhd 1,097.00 1996 

5 Bonspeed Bonspeed Shipping Sdn Bhd 703.00 ‐ 211.00 54.88 17.07 3.05 1996 

6 Boo Hin No 26 Hong Leong Leasing Sdn Bhd 1,368 1996 

7 Canggih 8 Canggih Shipping Sdn Bhd 839.00 ‐ 252.00 52.67 17.07 3.66 1996 

8 Dimensi 1 WTK heli‐Logging Sdn Bhd 256.00 612.00 77.00 35.11 12.19 2.44 1996 

9 Econ 9 Akasuria Sdn Bhd 635.00 1996 

10 Fel 7 Mee Lee Shipping Sdn Bhd 909.00 ‐ 1293.00 69.49 19.20 3.66 1996 

11 Fordeco No 26 Fordeco Sdn Bhd 644.00 1996 



14 Fordeco No 2301 Fordeco Sdn Bhd 927.00 ‐ 589.00 57.60 22.00 4.00 1996 

15 Gantisan Satu Lembaga Letrik Sabah 1961.00 ‐ 589.00 57.60 22.00 4.00 1996 

16 King Rich 168 Trans‐Sungai Development Sdn Bhd 849.00 ‐ 265.00 52.68 17.07 3.66 1996 

17 Kingglory 8 Kinglory Shipping Sdn Bhd 1273.00 1996 

18 Kingglory 9 Kinglory Shipping Sdn Bhd 1273.00 1996 

19 Labu Jaya Omni Maritime Sdn Bhd 702.00 ‐ 211.00 52.67 17.07 3.05 1996 

20 Legendary 1 Kii Ek Ho 522.00 ‐ 157.00 43.89 15.24 3.05 1996 

21 Legendary 2 Kii Ek Ho 522.00 ‐ 158.00 43.89 15.24 3.05 1996 

22 Legendary 3 Rimbunan Hijau Sdn Bhd 251.00 ‐ 189.00 35.12 12.19 1996 

23 Legendary 4 Mrloh Shiiung Ming 499.00 150.00 42.14 1524.00 3.05 1996 

24 Liga No 2 Liga Muhibbah Sdn Bhd 829.00 1996 

25 Linau 26 Shin Yang Shipping Sdn Bhd 1223.00 ‐ 367.00 69.66 18.30 3.66 1996 




29 Lingco 151 Tekun Enterprise Sdn Bhd 410.00 ‐ 123.00 43.89 12.19 3.05 1996 

30 MAC PB 3 Muhibbah Engineering (M) Bhd 188.00 ‐ 56.00 26.33 12.19 2.44 1996 

31 Malian Maju Ma Lien Shipping Sdn Bhd 841.00 ‐ 253.00 52.67 17.07 3.66 1996 

32 Manjung Damai United Orix Leasing Berhad 616.00 ‐ 185.00 52.67 15.24 3.05 1996 

33 Mayong No 10 Mayong (S)Sdn Bhd 243.00 1996 

34 Mayong No 2 United Orix Leasing Bhd 482.00 1996 

35 Mee Le No 9 Mee Lee Shipping Sdn Bhd 836.00 1996 

36 Megakina 9 Megakina Shipping Sdn Bhd 943.00 ‐ 283.00 58.52 17.07 3.66 1996 

37 Meranti 35 Shin Yang Shipping Sdn Bhd 1444.00 ‐ 433.00 69.66 18.29 4.27 1996 

38 Nan Hai Wehaai Shipping Sdn Bhd 1093.00 ‐ 328.00 58.52 17.07 4.27 1996 

39 One Up 36 Syarikat One Up Sdn Bhd 722.00 1996 

40 Otimber V Hornbilland Bhd 750.00 1996 

41 Power 3 Natural Power Sdn Bhd 763.00 1996 

42 Rakan Daya I Hong Leong Leasing Sdn Bhd 710.00 1996 

43 Rising No 1 Rising Transpot Sdn Bhd 507.00 1996 

44 Sea Kite RS&L Marine Sdn Bhd 37.03 1996 

45 Sebangun II Borneo Shipping& Timber Agencies Sdn Bhd 1349.00 1996 

46 Sigma 2 Sigma Ray Shipping Sdn Bhd 1277.00 1996 

47 Sin Lian No 5 Hong Leong Leasing Sdn Bhd 642.00 1996 

48 Singa Besar 10 United Orix Leasing Bhd 291.00 1996 

49 Singamas Ngang Hock Kung 443.00 1996 

50 Support Station 3 Amble Strategy Sdn Bhd 6135.00 1996 


40


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

N 

O 

SHIP NAME OWNER/OPERATOR GRT DWT NRT 

51 SYN Kiong No5 Cowie Marine Transportation Sdn Bhd 702.00 1996 

52 Tristar II Daily Venture Sdn Bhd 833.00 1996 

53 Vision 8 Next Corporation Sdn Bhd 2132.00 1996 



56 Wah Hai Satu Wah Hai Marine Supplies (M) Sdn Bhd 498.00 1996 

57 Wang Hin Lee No 2 Hoo Chong Yiang 322.00 1996 

58 Warisan 2 Lembing Megah Sdn Bhd 741.00 1996 

59 Yan Yan 5 Marine Quest Sdn Bhd 839.00 1996 

60 Bestvic 18 Hong Leong Sdn Bhd 1446.00 1997 

61 Blue Sky 99 Blue Sky Shipping Sdn Bhd 838.00 ‐ 251.00 52.70 17.07 3.66 1997 

62 Bonspeed Tiga Bonspeed Shipping Sdn Bhd 914.00 ‐ 275.00 52.70 18.30 3.66 1997 

63 Borneo Lighter 21 Kionhim Shipping Sds Bhd 519.00 ‐ 156.00 43.90 15.22 3.00 1997 


65 Cathay 18 Oriental Grandeur Sdn Bhd 259.00 600.00 77.00 35.11 12.19 2.44 1997 


67 Dong Feng Jaya 1 Dong Feng Gravel Merchant Sdn Bhd 730.00 ‐ 219.00 55.34 15.72 2.75 1997 

68 Dynaroy Empayar Semarak Sdn Bhd 1625.00 2462.08 488.00 70.23 19.51 4.57 1997 

69 EK Soon Ching 99 Reignmas Shipping Sdn Bhd 341.00 ‐ 103.00 38.90 12.15 2.42 1997 

70 Entimau No 9 Globular Sdn Bhd 844.00 1997 

71 Faedah Mulia dua Faedah Mulia Sdn Bhd 553.00 ‐ 166.00 46.82 15.24 3.05 1997 

72 Fauna Ocarina Development Sdn Bhd 553.00 1997 



75 Fortuna No 9 John Wong Su Kiong 839.00 1997 

76 Ging lee No 1 Dragonic Shipping Sdn Bhd 633.00 1997 

77 Kian Lee No 7 Lee Ling Timber Sdn Bhd 838.00 1997 

78 Kiong Min I Pengangkutan Kiong Min Sdn Bhd 664.00 1997 

79 Kkong Thai No 1 Umas Sdn Bhd 477.00 1997 

80 Kong Thai No3 Umas Sdn Bhd 477.00 1997 

81 Kong Thai No 5 Umas Sdn Bhd 477.00 1997 


41


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

82 Kong Thai No 7 Umas Sdn Bhd 477.00 1997 

83 Kuari Rakyat No 7 Kuari Rakyat Sdn Bhd 838.00 1997 

84 Lee Wah No 2 Kim Huak Trading Sdn Bhd 833.00 1997 

85 Longchyi 97 WTK Realty Sdn Bhd 302.00 1997 

86 Manjung Setia Lee Teng Hooi & Sons Trd Sdn Bhd 632.00 1997 

87 MEB C8 Muhibbah Engineering (M) Bhd 264.00 1997 

88 Meda Liziz 1 Kumpulan Meda Liziz Berhad 623.00 1997 

89 Meranti No 5 Shin Yang Shipping Sdn Bhd 45.00 1997 

90 Navacso Navasco Shipping Sdn Bhd 486.00 1997 



93 Palma 5 Instant Bloom Sendirian Berhad 640.00 1997 

94 Pline 3 Metroco Timber Trading Sdn Bhd 1358.00 1997 

95 Prime Delta 1 Mega Shipping Sdn Bhd 1176.00 1997 

96 Profit 188 United Orix Leasing Berhad 604.00 1997 

97 Puh Tye No 6 Puh Tye Shipyard Sdn Bhd 493.00 1997 


99 Sabahlight Tiga Laut Sepakat Sdn Bhd 270.00 1997 

100 Sanbumi B3 Sanbumi Sawmill Sdn Bhd 642.00 1997 

101 Sealine 1 Vector Omega Sdn Bhd 833.00 1997 

102 Seng No 2 Mbf Finance Berhad 605.00 1997 

103 Sinbee 2 Seawise Shipping Sdn Bhd 526.00 1997 

104 Singawan Maju Shing Liang Shipping Sdn Bhd 1078.00 1997 

105 Solid Marging No 2 Solid Margin Sdn Bhd 1165.00 1997 

106 Soon Hing No 3 Kini Abadi Sdn Bhd 758.00 1997 

107 Soon Hing No 32 Kini Abadi Sdn Bhd 1362.00 1997 

108 Sunlight 97 United Orix leasing Berhad 498.00 1997 

109 Vector 3 Vector Omega Sdn Bhd 833.00 1997 

110 Venus II Ladyang Shipping Sdn Bhd 78.00 1997 

111 Vistama 99 Vistama Shipping Sdn bhd 624.00 1997 

112 Winbuild 1608 Syarikat One Sdn Bhd 555.00 1997 

113 Winbuild 6 Phua Soon Heng Sdn Bhd 443.00 1997 

114 Yan Yan 3 Rajang Palmcorp Sdn Bhd 1232.00 1997 

115 Ying Li 11 Hi‐Trade (Sarawak) Sdn Bhd 526.00 1997 

116 Yong Hoe 10 Hi‐Trade (Sarawak) Sdn Bhd 346.00 1997 

117 Yu Lee 20 Hock Seng Lee Bhd 796.00 1997 






42


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

121 Carrier 1 Equal Tranport Sdn Bhd 256.00 1998 


123 Cathay 181 United Orix Leasing Malaysia Sdn Bhd 630.00 1998 

124 Ekoon No 8 Dong Guan Enterprise Sdn Bhd 164.00 1998 

125 Ketara Tiga Port Klang Offshore Pilling Sdn Bhd 639.00 1998 

126 Labroy 149 LKC Shipping Line Sdn Bhd 948.00 1998 

127 Low Kim Chuan 1 Lkc Shipping Line Sdn Bhd 865.00 1998 

128 Lucky Star Miri Housing Development Realty Sdn 

Bhd 

1998 

129 MAC PB 9 Muhibbah Engineering (M) Bhd 502.00 1998 

130 MEB B 15 Muhibbah Engineering (M) Bhd 516.00 1998 

131 Petrobiz Satu Kembang Suci Sdn Bhd 158.00 1998 

132 Thompson No 1 Omni Maritime Sdn Bhd 553.00 1998 

133 Tidalmarine Perkasa Tidalmarine Engineering Sdn Bhd 44.00 1998 

134 Wantas 1 Wantas Shipping (Langkawi) Sdn Bhd 399.00 1998 

135 Atilla 23 Tinjar Transport Sdn Bhd 1067.00 1999 

136 Barges Island 19 Tristar Navigation Company 616.00 1999 

137 Benzoil No 1 Banzoil Shipping Sdn Bhd 604.00 1999 

138 Bersama Abadi 2201 Megah Mewah Shipping Sdn Bhd 1279.00 1999 


140 MEB B22 Muhibbah Engineering (M) Bhd 2920.00 1999 

141 Reignmas No 2 Reignmas Shipping Sdn Bhd 838.00 1999 

142 Teknik Mutiara TI Jaya Sdn Bhd 20.56 1999 

143 Tidalmarine Putra Tidalmarine Engineering Sdn Bhd 799.00 1999 

144 Tidalmarine Putri Tidalmarine Engineering Sdn Bhd 799.00 1999 

145 Vger 4 lee Teng Hooi & Sons Trd Sdn Bhd 1171.00 1999 

146 Well Leader No 3 Katas Credit Leasing Sendirian Berhad 158.00 1999 

147 Asiapride 102 Bonafile Shipbuilder & Repair Sdn Bhd 3137.00 2000 

148 Bebas Jaya Tiga Nam Hua Shipping Sdn Bhd 1,368.00 2000 

149 Big Fair DB1 Hong Lian Shipping Sdn Bhd 811.00 2000 


151 Golden Peace Hung Tung Trading (Sarawak) Sendirian 

Berhad 

259.44 2000 

152 Golden Sea No 29 Tawau Tug Service Sdn Bhd 627.00 2000 


154 Golden Sea No 41 Cowie Marine Transportation Sdn Bhd 868.00 2000 


156 Kiong Nguong 106 Koinhim Shipping Sdn Bhd 1078.00 2000 

157 Linau 46 Shin Yang Shipping Sdn Bhd 1829.00 2000 

158 Low Kim Chuan 8 Lkc Shipping Line Sdn Bhd 1434.00 2000 

159 MAC PB 15 Muhibbah Engineering (M) Bhd 466.00 2000 

160 MEB JB2 Muhibbah Engineering (M) Bhd 735.00 2000 

161 Sealink Pacific 108 Sealink Pacific Sdn Bhd 1368.00 2000 

162 Singa Besar 3 Rong Rong Marketing Sdn Bhd 1168.00 2000 

163 Singa Besar 5 Tropical Energy Sdn bhd 1692.00 2000 



43


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

164 Singa Besar 11 Yong Yong Trading Sdn Bhd 259.00 2000 

165 Singa Besar 15 Singa Cerah Sdn Bhd 260.00 2000 

166 Sung Thai Lee 2 Sung Thai Lee Sdn Bhd 1002.00 2000 

167 Zambatek 88 Focus Fleet Sdn Bhd 1899.00 2000 

168 Alliance 88 Dickson Marine Co Sdn Bhd 181.00 2001 


170 Atilla 25 Tinjar Transport Sdn Bhd 1,067.00 2001 

171 Bagusia No1 Bagusia Sdn Bhd 522.00 2001 

172 Bosta Jaya 18 Borneo Shipping & Timber Agencies Sdn 

Bhd 

799.00 2001 

173 Dunga 2302 LKC Shipping Line Sdn Bhd 1811.00 2001 

174 Entimau No 2 Globular Sdn Bhd 512.00 2001 




178 Malindo No 2 Msgear Shipping Sdn Bhd 1218.00 2001 

179 Monarch 39 Castalia Sdn Bhd 1073.00 2001 

180 Sane No 1 Syarikat Sebangun Sdn Bhd 2132.00 2001 


182 Singawan Raya Shing Liang Shipping Sdn Bhd 1069.00 2001 

183 Tairen II W & Y Enterprise Sdn Bhd 666.00 2001 

184 Togo Satu Globular Sdn Bhd 519.00 2001 

185 Bonggoya 90 Syarikat Pengangkutan Bonggoya Sdn 

Bhd 

1,368.00 2002 

186 Dynaroy No 3 Destiny Shipping Agency(m) Sdn Bhd 3072.00 2002 

187 Pelepas Trainer Pelabuhan Tanjung Pelepas Sdn Bhd 256.00 2002 

188 Reignmas Jaya Reignmas Shipping Sdn Bhd 1416.00 2002 

189 Serafine 02 Bonafile Shipbuilders & Repairs Sdn Bhd 1352.00 2002 




193 Azimat 1 Azimat Engineering Services Sdn Bhd 256.00 2003 

194 Botany 1203 Friendly Avenue Sdn Bhd 256.00 2003 



197 Modermott Derrick Barge 

No 26 

Barmada Modermott (L) Limited 11213.00 2003 

198 Penaga Warni LKC Shipping Line Sdn Bhd 2142.00 2003 

199 Pulau Keladi Pekerjaan Piasau Konkerit Sdn Bhd 930.00 2003 

200 Sealink Pacific 202 Sutherfield Resources Sdn Bhd 2641.00 2003 

201 Sealink U285 Sealink Sdn Bhd 2641.00 2003 

202 Sealink U286 Euroedge Sdn Bhd 2641.00 2003 



44


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

203 Sin Tung 120 CB Industrial Product Sdn Bhd 258.00 2003 



206 Tai Hin 13 Lee Sooi Sean 256.00 2003 

207 Tian Li 28 John Wong Su Kiong And Fong Nyet Len 728.00 2003 




211 Botany 1801 Friendly Avenue Sdn Bhd 634.00 2004 


213 Emerald Ampangship & Marine Sdn Bhd 4472.00 2004 


215 Forest Prime No 2 Sipoh Shipping & Exporter Sdn Bhd 1446.00 2004 

216 Gainline No 5 Gainline Enterprise Sdn Bhd 702.00 2004 

217 Lucky Way Coastal Transport(Sandakan)Sdn Bhd 896.00 2004 

218 Mariam 281 Se Mariam Sdn Bhd 3327.00 2004 

219 Muhibbah B25 Muhibbah Engineering 1217.00 2004 

220 Mihibbah B26 Muhibbah Engineering (M) BHd 634.00 2004 

221 Muhibbah B27 Muhibbah Engineering (M) BHd 634.00 2004 

222 Pertiwi VII Pertiwi Shipping Sdn Bhd 468.00 2004 

223 Sealink Pacific 288 Sutherfield Resources Sdn Bhd 2987.00 2004 

224 Sealink Pacific 382 Navitex Shipping Sdn Bhd 2641.00 2004 

225 Silversea No 1 Makjaya Sdn Bhd 947.00 2004 



228 Silversea No 4 Cowie Marine Transportation Sdn Bhd 835.00 2004 

229 Silversea No 5 Cowie Marine Transportation Sdn Bhd 1298.00 2004 

230 Sinar Samudera Alam Kejora Sdn Bhd 1271.00 2004 

231 Singa Besar I Rong Rong Marketing Sdn Bhd 1252.00 2004 



234 Soon Hing No7 Kini Abadi Sdn Bhd 737.00 2004 

235 Sonn Hing No 168 Kini Abadi Sdn Bhd 737.00 2004 

236 Taclobo 1 Kwantas Oil Sdn Bhd 1342.96 2004 

237 Taclobo 3 Kwantas Oil Sdn Bhd 109.62 2004 

238 Wantas V Wantas Shipping (Langkawi) Sdn Bhd 629.00 2004 

239 Asiapride 23117 Fast Meridian Sdn Bhd 1338.00 2005 

240 Luna Jaya Lunar Shipping Sdn Bhd 1981.00 2005 

241 Luna Mulia Lunar Shipping Sdn Bhd 8484.00 

96320.58 

2006 



45

Table 5 : General Cargo Carrier Registered in Malaysia (1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Able Ensign Tauladan Gigih Sdn Bhd 3898 98.66 16.33 8.4 1996 

2 

Amanah Amanah International Finance 

Sdn Bhd 

3007 

5119 89.5 16.2 7.2 

1996 

3 Bahagia Maju Ngee Tai Shipping Sdn Bhd 498 40.35 11.57 3.7 1996 

4 Bintang Harapan Fajar Lawas Sdn Bhd 494 1996 

5 Budi Suryana Budisukma Sdn Bhd 3007 5115.52 89.5 16.21 7.2 1996 

6 Gee Hong Fokus Marine Sdn Bhd 9896 1996 

7 Ginhoting Ginhotin Sdn Bhd 305 1996 

8 Golden line Rasa Shipping Sdn Bhd 118.00 1996 

9 Hiap Kin No 2 Hiap Kian Enterprise Sdn Bhd 162.00 1996 

10 Hung Ann No 3 WTK Realty Sdn Bhd 69.00 1996 

11 Hung Lee vl Hung Lee shipping Sdn Bhd 1593.00 1996 

12 Ing Hua Seng Ing Hua Seng Shipping Sdn Bhd 497.00 1996 

13 Ing Hua Soon 96 Ling Liong Kiik 180.00 1996 

14 Joy 97 Bendindang Ak Manjah 301.00 1996 

15 Kahing dua Tetap Sugih Sdn Bhd 1220.00 1996 

16 Kedah Cement l Jumewah Shipping Sdn Bhd 10508.00 1996 

17 Kim Ma No 2 Welldone Shipping Sdn Bhd 233.00 1996 

18 Kim Yuen 95 Tang Siong Tiang 241.00 1996 

19 Kong Jun No 2 Malsuria Holding (M) Sdn Bhd 1,773.00 1996 

20 Lada Kargo l Belait Shipping Co Sdn Bhd 1,023.00 1996 

21 Lee Ung Su Tung Jem 127.00 1996 

22 Mega Harapan Hua Tai Shipping Sdn Bhd 427.00 1996 

23 Otimber 111 Hornbilland Bhd 699.00 1996 

24 Petu 9 Pito Shipping Sdn.Bhd 738.00 1996 

25 Qian Feng 

Wang Hin Leong Shipping 

Sdn.Bhd 

499.00 

1996 

26 Raja Balleh Pelangi Sakti Sdn.Bhd 80.00 1996 

Rinwood Jaya 

27 

No11 

Ling Kiong hua 666.00 

1996 

28 Riverbank Star Riverbank Shipping Sdn.Bhd 528.00 1996 

29 Riverbank Riverbank Shipping Sdn.Bhd 495.00 1996 

30 Ronsan 88 Premier Fairview Sdn.Bhd 149.00 1996 

31 Salura Salura Sdn Bhd 200.00 1996 

32 San Tai Lee 1 Lau Kiing Ling 198.00 1996 

33 Senari Harvest Venture Sdn.Bhd 1476.00 1996 

34 Shinline 4 Shinline Sdn.Bhd 5,615.00 1996 

35 Song Kian Baru Soon Hai Kee Shipping Sdn.Bhd 381.00 1996 

36 Song Yong Wang Ling Soon Chiong 182.00 1996 

37 Soon Thai Crest Enrich sdn.Bhd 397.00 1996 

38 Superior Star Yong Hung Shipping Sdn.Bhd 1523.00 1996 

39 Swee Joo Satu 

Swee Joo Coastal Shipping 

Sdn.Bhd 

638.00 

1996 

40 Transallied Maju Trans‐Allied Sdn.Bhd 374.00 1996 

41 Unity II 

Golden Dollars Shipping 

Sdn.Bhd 

876.00 

1996 

42 Wei Ling Hong Yang Shipping Sdn.Bhd 408.00 1996 

43 Yiaw Yang Dunmas Shipping Sdn.Bhd 5577.00 1996 

44 Vistama 96 Vistama Shipping Sdn.Bhd 311.00 1996 

45 Able Fusilier Tauladan Gigih Sdn Bhd 5691 1997 

46 Buana Indah Roundtree Shipping Sdn Bhd 439 43.42 9.76 3.18 1997 

Builder Fortune 

47 

Chong Fui Shipping & 

Forwarding Sdn Bhd 

2679 

80.22 14 8.7 

1997 

Demak Indah 1 

48 

Wang Nieng Lee Holdings 

Berhad 

439 

43.42 9.76 3.18 

1997 

49 Eco Charger Charger Shipping Sdn Bhd 138.52 1997 

50 Etlee Ling Yeo Tung 259 1997 



46


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

51 Fonwell Fonwell Shipping Sdn Bhd 291 1997 

52 Gihock Irama Marine Sdn Bhd 6377 111.39 18.6 10.2 1997 

53 Ging San Hon Ging San Hon Shipping Sdn Bhd 498 1997 

54 Hung Lee ll Wah Leang Shipping Sdn Bhd 362.12 1997 

55 Ing Hua Seng 2 Ing Hua Seng Shipping Sdn Bhd 731.00 1997 

56 Ing Kua Seng 2 Ing Hua Seng Shipping Sdn Bhd 731.00 1997 

57 Jamaliah West‐Mall Corporation Sdn Bhd 479.00 1997 

58 Jin Hwa 

Tele Kenyalang Engineering Sdn 

Bhd 

5359.00 754.22 44.55 12.18 2.71 1997 

59 Kahing Tiga Tetap Sugih Sdn Bhd 1224.00 1997 

60 Lian moh No 1 Chiu Nik Kiong 720.00 1997 

61 Lick Teck Fonwell Shipping Sdn Bhd 291.00 1997 

62 Lipan Burau 

Lipan Enterprise & shipping Sdn 

Bhd 

433.00 

1997 

63 Maju Borneo 

Swee Joo Coastal Shipping Sdn 

Bhd 

581.00 

1997 

64 Megaline No 1 Borneoply Shipping Sdn Bhd 347.00 1997 

65 Melati Mas Timor Offshore Sdn Bhd 3960.00 6414 90.41 20 7.7 1997 

66 Moh Hin No 2 GHwoods Sdn Bhd 193.00 1997 

67 Mulia Abadi Nam Hua Shipping Sdn Bhd 499.00 1997 

68 Ngie Tai No 5 Nutrajaya Shipping(M)Sdn.Bhd 3084.00 1997 

69 Pioneer 87 Chieng Tiew Sing 26.00 1997 

70 Riki 13 Riveron Shipping Sdn.Bhd 560.00 1997 

71 Ronmas No 8 Ronmas Shipping Sdn.Bhd 732.00 1997 

72 San Shun San Sun Shipping Sdn.Bhd 445.00 1997 

73 Selamat Bahagia United Orix Leasing Bhd 498.00 1997 

74 Senayong Jaya Senayong Jaya Sdn.Bhd 428.00 1997 


76 Sigma 1 Sigma Ray Shipping Sdn.Bhd 636.00 1997 

77 Sin Moh Soon Tiang Chiong Ming 288.00 1997 

78 Sri Nam Hua 8 Virgo Metro Sdn.Bhd 499.00 1997 

79 Surya Baru Chua Eng Seng 462.00 1997 

80 Teck lee Sanleean Shipping Sdn.Bhd 339.00 1997 

81 Tiasa indah 96 Wong Sii Kieng 66.00 1997 

Transources Cargo 

82 

18 

Transport Resources Sdn.Bhd 308.00 

1997 

Transources Cargo 

83 

19 

Transport Resources Sdn.Bhd 308.00 

1997 

84 Vertexto 22 Compass Transport Sdn.Bhd 1142.00 1997 

85 Yong Hing 12 Tan Tiew Yong 556.00 1997 

86 Yung Fah Satu Yung Fah Sdn.Bhd 418.00 1997 

87 Zimyin Zim Yin Shipping Sdn.Bhd 526.00 1997 

88 Zuria Bonkinmas Shipping Sdn.Bhd 481.00 1997 

89 Bersatu Abadi Nam Hua Shipping Sdn Bhd 497 1998 

90 Foresline 3 Shinera Shipping Sdn Bhd 453 1998 

91 Ingtai Ing Tai Shipping Sdn Bhd 344.00 1998 

92 Lai Lai No 51 Lai Lai Development Sdn Bhd 89.00 1998 

93 Lian seng hin 3 

swee Joe Coastal shipping Sdn 

Bhd 

586.00 

1998 



47


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

94 Marineline No 1 Sin Min Shipping Sdn Bhd 181.00 1998 

95 Megaline No 7 Tropical Vision Sdn Bhd 350.00 1998 

96 Nepline Teratai Nepline Berhad 2696.00 1998 

97 Singawan Timbul Lau Hui Lee 88.00 1998 

98 Sung Hing No 2 Tang Sing Kian 384.00 1998 

99 Thailine 8 Thailine Sdn.Bhd 6,178.00 94.59 18.8 13 1998 

100 Thailine 8 Thailine Sdn.Bhd 6,178.00 1998 

101 Yong Hua 2 Yong Hua Marine Sdn.Bhd 2359.00 80.29 21.34 4.88 1998 

102 Fortuneline 2000 Master Ace Territory Sdn Bhd 383 37 10.2 3.8 1999 

103 

Guan Hoe Huat No 

3 

Guan Hoe Huat Fishmeal Co Sdn 

Bhd 

250.00 

1999 

104 Ing Soon Lee No 1 Ing Soon Lee Shipping Sdn Bhd 569.00 1999 

105 Lian Soon Ting Yew kun 196.00 1999 


107 Megaline No 9 Tropical Vision Sdn Bhd 336.00 1999 

108 MMM Belinda Pan Pacific Shipping Sdn Bhd 5922.00 1999 

109 Santa Suria Bendera Mawar Sdn.Bhd 10889.00 15746 139.35 21.2 12.4 1999 

110 Shing Lian No 2 Shing Lian Realty Sdn.Bhd 231.00 1999 

111 Shinline 6 Shinline Sdn.Bhd 5,555.00 91.87 18.8 12.9 1999 


113 Crystal No 1 Ing Tai Shipping Sdn Bhd 235 2000 

114 

Galactic Dolphin E & W Freights & Logistics Sdn 

Bhd 

4477 2000 

115 Mas Sutra Metro Prominent Sdn Bhd 609.20 2000 

116 New Time 1 Yasmore Timbers Sdn Bhd 444.00 839.7 37.6 11.08 3.65 2000 


118 Transveneer 200 Empayar Semarak Sdn.Bhd 434.00 37.54 11.08 3.65 2000 

119 Transveneer Jaya Empayar Semarak Sdn.Bhd 434.00 37.54 11.06 3.65 2000 

120 Transveneer Pearl 

Oriental Evermare Sendirian 

Berhad 

436.00 37.81 11.08 3.66 2000 

121 Wave Ruler 

Chromis Import & Export 

Sdn.Bhd 

956.00 

2000 

122 Bonsonic Zim Yin Shipping Sdn Bhd 712 2001 

123 Falcom Wise‐Synergy Sdn Bhd 27 2001 

124 Fonwell No 2 Fonwell Shipping Sdn Bhd 255 2001 

125 Lawas Mewah united orix Leasing Bhd 996.00 2001 

126 Lawas Venture Katex Shipping Sdn Bhd 356.00 2001 

127 

Lee Chiong Hing 

No 3 

Tie Teck Yew 494.00 

2001 

128 Lee Hong Sii Tiung Lok 181.00 2001 

129 Mee Nguong 2 Chiew Tieng Ping 135.00 2001 




48


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 



133 New Time 2 

Oriental Evermore Sendirian 

Berhad 

418.00 

2001 

134 Nikka Bonai Shipping Sdn.Bhd 1886.00 2001 

135 Rena Asas Mewah Sdn.Bhd 1238.00 65.01 11 5.7 2001 

136 Riverbank Emas Pansutria Sdn.Bhd 492.00 2001 

137 Riverbank 

Rainbow 

Pansutria Sdn.Bhd 492.00 

2001 

138 Sentosa Jaya JP Lines Sdn.Bhd 1,660.00 2001 



141 Tina Kusin Jaya Sdn.Bhd 1673.00 3865 68.01 13 7 2001 

142 Alica Realink Sdn Bhd 1591 2002 

143 Cora 1 Coralink Shipping Sdn Bhd 206 2002 

144 Rampai Rampai Kembara Sdn.Bhd 671.00 2002 

145 Santa Suria II Samudera Sempurna Sdn.Bhd 10598.00 16767 136.24 22.3 12.18 2002 

146 Sinmah Ting Pin Lu 641.00 2002 


148 


Transveneer Glory 

Berhad 

474.00 

2002 

149 Transveneer 

United 


Berhad 

468.00 

2002 

150 Cathay SP 1 OG Marine Sdn Bhd 457 2003 


152 Marugawa Marugawa Sdn Bhd 1643.00 64.3 14 5.4 2003 

153 Meu Huat Meu Huat Navigation Sdn Bhd 706.00 2003 

154 New Primeline Mathew Apoi Njau 153.00 2003 

155 Sinlehinn Rajang Line Sdn.Bhd 229.00 2003 


157 Malayan Progress Malayan Navigation Co Sdn Bhd 1193.00 1605 64.4 11.5 6.3 2004 

158 Malayan succes Malayan Navigation Co Sdn Bhd 997.00 2004 

159 Man Kee 88 

Perkapalan Man Kee (88) Sdn 

Bhd 

330.00 

2004 

160 Maricom No 5 Maricom Shipping Sdn Bhd 713.00 2004 

161 

MV Borcos Sabhan 

1 

Syarikat Borcos Shipping Sdn 

Bhd 

219.00 

2004 

162 


2 


Bhd 

219.00 

2004 

163 


3 


Bhd 

219.00 

2004 

164 


4 


Bhd 

219.00 

2004 

165 Psalm 23 Jaya Coastal Transport Sdn.Bhd 134.00 2004 

166 Bima Lima Sribima (M) Shipping Sdn Bhd 243 

4486.00 

2005 



49

Table 6 : Anchor Handling Tug & Supply Registered in Malaysia(1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Dickson 4 Dickson Marine Co sdn Bhd 18.00 1996 

2 Jetta 7 Clamshell Dredging Sdn Bhd 99.38 0.00 54.15 17.14 6.71 2.44 1996 

3 Kencana Murni Lunar shipping sdn BHd 107.00 0.00 6.41 22.06 6.70 2.90 1996 

4 Sealink Maju Sealink Sdn Bhd 223.00 0.00 66.00 27.08 8.60 4.35 1996 

5 Setia Cekal Alam Maritim (M) Sdn Bhd 994.00 750.00 299.00 56.89 12.80 4.88 1996 

6 Jetta 8 Clamshell Dredging Sdn Bhd 87.67 92.30 25.95 18.00 6.71 2.44 1997 

7 Suria I Lunar Shipping Sdn Bhd 86.00 0.00 14.15 19.82 6.52 2.93 1997 

8 Armada Merak Bumi Armada Navigation Sdn 

Bhd 

75.00 

‐ 

22.00 19.94 6.00 2.60 1997 

9 Armada Mutiara Bumi Armada Navigation Sdn 

Bhd 

75.00 

‐ 

22.00 19.94 6.00 2.60 1997 

10 Armada Tuah 6 Bumi Armada Navigation Sdn 

Bhd 

663.00 0.00 199.00 39.59 11.60 4.96 1998 

11 Jetta 16 See Yong & Son Construction 

sdn Bhd 

8765.00 0.00 21.41 18.30 6.71 2.44 1998 

12 Oliserve Beta Oilerve Marine Sdn Bhd 443.00 1998 

13 Oliserve Beta Oilerve Marine Sdn Bhd 443.00 1998 

14 Ajang Harapan Ajang Shipping Sdn Bhd 3757.00 2920.00 1127.00 70.81 18.29 8.27 1998 


sdn Bhd 

493.00 45.00 7.66 16.50 5.18 2.13 1999 

16 MV Setia Jaguh Alam Maritim (M) Sdn Vhd 2023.00 2024.76 609.00 59.65 15.00 6.80 1999 

17 MV Shema Seri Mukali Sdn Bhd 339.00 1999 

18 Shema Seri Mukali Sdn Bhd 339.00 1999 

19 Armada Tuah 7 

Bumi Armada Navigation Sdn 

Bhd 

799.00 

2000 

20 Sealink Maju 2 Sealink Sdn Bhd 223.00 176.00 77.00 27.01 9.00 4.25 2000 

21 Armada Hydro Bumi Armada Navigation Sdn 

Bhd 

353.00 302.69 106.00 34.80 8.50 3.80 2000 




sdn Bhd 

8,671,00 0.00 25.02 17.57 6.71 2.44 2001 

25 Armada Tuah 9 Bumi armada Navigation Sdn 

Bhd 

1,178.00 

‐ 

353.00 55.55 13.80 5.50 2001 

26 Sealink Cassandra Sealink Sdn Bhd 490.00 580.00 147.00 45.31 11.00 3.50 2001 

27 Tugau Bintulu Port Sdn Bhd 33.00 ‐ 10.00 13.16 4.60 2.30 2001 

28 Ajang Ikhlas Ajang Shipping Sdn Bhd 475.00 143.00 34.92 11.40 4.95 2002 


Bhd 

1,173,00 1382.33 353.00 54.69 13.80 5.50 2002 


Bhd 

1,178,00 1382.33 353.00 55.55 13.80 5.50 2002 

31 Ella Deli‐Boyee Sdn Bhd 339.00 2002 

32 MV Ella Deli‐Boyee Sdn Bhd 339.00 2002 

33 Armada Salman Bumi Armada Navigation Sdn 

Bhd 

2,83.00 2,400.00 851.00 61.27 20.00 6.50 2002 

34 Armada Tugas 1 Bumi armada Navigation Sdn 

Bhd 

499.00 

‐ 

149.00 45.31 11.00 3.50 2002 

35 Borcos Tasneem 1 Syarikat Borcos Shipping Sdn 

Bhd 

1,369.00 

‐ 

410.00 52.90 13.80 5.50 2002 

36 MV Setia Gagah Alam Maritim (M) Sdn Bhd 1,188.00 860.00 356.00 55.00 13.30 6.00 2002 

37 MV Setia Handal Alam Maritim (M) Sdn Bhd 681.00 ‐ 204.00 45.64 11.58 4.20 2002 


Bhd 

1,178,00 0.00 353.00 54.69 13.80 5.50 2003 

39 Permint Indah 

Jasa Merin (Malaysia) Sdn 

Bhd 

1075.00 

2003 

40 Permint Perkasa Jasa Merin (Malaysia) Sdn 

Bhd 

1075.00 0.00 352.00 55.58 13.80 5.50 2003 

41 Armada Firman Bumi Armada Navigation Sdn 

Bhd 

3,351.00 2,977.00 1,005.00 68.16 20.00 6.50 2003 


Bhd 

1,178.00 

‐ 

696.00 66.04 16.00 6.50 2003 


Bhd 

846.00 889.00 253.00 46.81 13.80 4.50 2003 

44 Borcos Takdir 


Bhd 

1,369.00 

2003 

45 Royco 99 Royston Cole Marine Sdn Bhd 381.00 2003 

46 Sarku Santubong Sarku Resources Sdn Bhd 2,999.00 ‐ 899.00 75.09 17.25 7.00 2003 

47 Saz Supply Ajang Shipping Sdn Bhd 492.00 ‐ 147.00 42.74 11.00 3.43 2003 

48 Sealink Vanessa 3 Sealink Sdn Bhd 496.00 575.00 149.00 45.31 11.00 3.50 2003 

49 Sealink Victoria 3 Sealink Sdn Bhd 1,058.00 976.00 299.00 56.69 12.19 5.18 2003 

50 Statesman Service Tidewater Offshore Sdn Bhd 999.00 2003 



50


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

51 Tanjung Jara Forsayth Offshore Pteltd 1,495.00 2003 


Bhd 

1,333,00 1457.00 399.00 55.54 15.00 5.50 2004 

53 Inai Lily 1 Inai Kiara sdn bhd 69.00 2004 

54 MV Epic Sasa Epic Industri (M) Sdn Bhd 229.00 0.00 69.00 27.03 8.53 4.27 2004 

55 MV Setia Emas Alam Maritim (M) Sdn Vhd 964.00 2004 

56 Perkasa II 

Tidalmarine Engineering Sdn 

Bhd 

1927.00 

2004 

Sealink Maju 

57 

6/Sealink Maju 7 

Sealink Sdn Bhd 254.00 

2004 

58 Ajang Safa Ajang Shipping Sdn Bhd 297.00 ‐ 89.00 27.88 9.50 3.80 2004 


Bhd 

1,333.00 1,458.15 399.00 55.54 15.00 5.50 2004 


Bhd 

1.333.00 1,458.15 399.00 55.54 15.00 5.50 2004 


Bhd 

499.00 

‐ 

149.00 45.31 11.00 3.50 2004 


Bhd 

491.00 

‐ 

147.00 37.86 11.40 4.93 2004 

63 Dayang Pertama Desb Marine Services Sdn Bhd 3,387.00 ‐ 1,016.00 69.36 20.00 6.50 2004 

64 Gulf Fleet No 63 Tidewater Offshore Sdn Bhd 738.00 2004 

65 Inlet Amble strategy Sdn Bhd 1,241.00 2004 

66 Mutiara Lestari Marine Sdn Bhd 1,512.00 2004 

67 Palmas Service Jasa Merin (malaysia) Sdn Bhd 722.00 2004 

68 Permint Aman Jasa Merin (malaysia) Sdn Bhd 1,210.00 3,703.00 216.00 51.61 12.19 4.27 2004 

69 Ajang Ikhtiar Ajang Shipping Sdn Bhd 803.00 0.00 241.00 42.04 12.60 5.30 2005 

70 Ajang Indah Ajang Shipping Sdn Bhd 496.00 0.00 149.00 37.95 11.40 4.95 2005 

71 M.V Tanjung Huma Tanjung Offshore Servies Sdn 

Bhd 

1,601.00 0.00 480.00 56.39 16.00 5.50 2005 

72 MVSetia Fajar Alam Maritim (M) Sdn Vhd 1,470.00 0.00 441.00 54.12 14.60 5.50 2005 

73 MV Setia Indah Alam Maritim (M) Sdn Vhd 1365.00 2005 

74 MV Setia Lestari Alam Maritim (M) Sdn Vhd 1470.00 0.00 441.00 58.70 14.60 5.50 2005 

75 MV Setia Mega Alam Maritim (M) Sdn Vhd 496.00 0.00 149.00 37.81 11.40 4.95 2005 

76 MV Setia Nurani Alam Maritim (M) Sdn Vhd 1523.00 0.00 441.00 54.11 14.60 5.50 2005 

77 Permint damai Jasa Merin (Malaysia) Sdn 

Bhd 

1212.00 0.00 363.00 55.58 13.80 5.50 2005 

78 Sealink Maju 21 Sealink Sdn Bhd 499.00 0.00 149.00 35.01 11.80 4.80 2005 

79 Sealink Maju 

4/Sealink Maju 5 

Sealink Sdn Bhd 248.00 0.00 76.00 28.03 8.60 4.11 2005 


Bhd 

1,333.00 

‐ 

399.00 55.54 15.00 5.50 2005 

81 Bima Lima Sribima (M) Shipping Sdn Bhd 243.00 ‐ 72.00 36.00 8.00 3.30 2005 

82 M.V. Tanjung Manis Tanjung Offshore Services 

Sdn Bhd 

915.00 

‐ 

274.00 41.36 12.60 5.20 2005 

83 MV Setia Kasturi Alam Maritim (M) Sdn Bhd 1,443.00 ‐ 431.00 54.92 13.30 6.00 2005 

84 Sealink Vanessa 4 Sealink Sdn Bhd 496.00 ‐ 149.00 45.31 11.00 3.50 2005 


Bhd 

1333.00 

0.00 

399.00 55.54 15.00 5.50 2006 


Bhd 

1333.00 

0.00 

399.00 55.54 15.00 5.50 2006 

87 Madindra Langkawi Viva Omega Sdn Bhd 1,356.00 2006 

88 MV Setia Padu Alam Maritim (M) Sdn Vhd 1470.00 1361.71 441.00 54.12 14.60 5.50 2006 

89 MV Setia Rentas Alam Maritim (M) Sdn Vhd 1470.00 0.00 460.00 54.12 14.60 5.50 2006 

90 Ajang Hikmah Ajang Shipping Sdn Bhd 3,351.00 ‐ 1,005.00 68.16 20.00 6.50 2006 

91 Dayang Seri Viva Omega Sdn Bhd 780.00 2006 

92 Permint Murni Jasa Merin (malaysia) Sdn Bhd 1,210.00 2006 

93 JMM Hadhari Jasa Merin (Malaysia) Sdn 

Bhd 

1212.00 

0.00 

363.00 52.30 13.80 5.50 2007 

94 JMM Seri Besut Jasa Merin (Malaysia) Sdn 

Bhd 

1212.00 

2007 

95 Redang Dickson Marine Co Sdn Bhd 441.00 

21,032.64 

‐ 128.00 32.59 10.00 4.90 2007 



51

Table 7 : LNG Registered in Malaysia (1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Puteri Zamrud MISC Bhd 86205 73519 25861 263 43 22 1996 

2 Aman Sendai MISC Bhd 16336 9201 4901 125 26 13 1997 

3 Puteri Firus MISC Bhd 86205 73519 25861 263 43 22 1997 

4 Aman Hakata MISC Bhd 16336 9201 4901 125 25 13 1998 

5 Armada Puteri Bumi Armada Navigation Sdn Bhd 2856 2000 

6 Puteri Delima Satu MISC Bhd 94430 76190 28329 266 43 21 2002 

7 Puteri Intan Satu MISC Bhd 94430 76190 28329 266 43 21 2002 

8 Puteri Nilam Satu MISC Bhd 94446 76197 28333 268 43 26 2003 

9 Puteri Firus Satu MISC Bhd 94446 76197 28333 268 43 26 2004 

10 Puteri Zamrud Satu MISC Bhd 94446 76197 28333 268 43 26 2004 

11 Puteri Mutiara Satu MISC Bhd 94446 76197 28333 268 43 26 2005 

12 Seri Alam MISC Bhd 95729 83483 28718 272 43 21 2005 

13 Seri Amanah MISC Bhd 95729 83483 28718 272 43 21 2005 

14 Seri Anggun MISC Bhd 95729 83483 28718 272 43 21 2006 

15 Seri Angkasa MISC Bhd 83483 

1145252.000 

83483 28718 272 43 21 2006 



52

Table 8 : Tankers Registered in Malaysia(1996‐2006) 



LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Eagle 8 

Sempurna Bunkering 

Services(M) Sdn Bhd 

49.00 

1996 

2 Eagle Baltimore MISC Bhd 57456.00 1996 

3 Eagle Beaumont MISC Bhd 57456.00 1996 

4 Eagle Boston MISC Bhd 57456.00 1996 

5 Kah Soon Baru 95 Lau Ngee Leong 5500.00 0.00 30.00 28.69 4.60 1.98 1996 

6 Million Line 1 Kau Siong Sdn Bhd 61.00 0.00 29.00 27.90 4.81 2.17 1996 

7 MMM Jackson 

Pan Malaysian Marine 

Services Sdn Bhd 

4409.00 

1996 

8 Nepline Delima Nepline Berhad 4,629,00 1996 

9 Nis Hin 96 Nishin shipping Sdn Bhd 57.00 0.00 33.00 28.97 4.53 2.10 1996 

10 Petro Ranger Enerfrate Sdn Bhd 6,718,00 1996 

11 Seng Seng No 1 

Patroleum Master Seng Sdn 

Bhd 

92.00 

1996 

12 Suhaila Synergy Point Sdn Bhd 659.00 1996 

13 Tung Shing Master Petrobiz Sdn Bhd 49.00 0.00 21.00 24.02 4.92 1.53 1996 

14 Armada Perkasa 

Bumi Armada Navigation 

Sdn Bhd 

32665.00 

1997 

15 Bunga Kelana Dua MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1997 

16 Bunga Kelana Satu MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1997 

17 Bunga Melati Dua MISC Bhd 22254.00 32126.00 8766.00 168.98 30.00 15.20 1997 

18 Bunga Melati Satu MISC Bhd 22254.00 32126.00 8766.00 168.98 30.00 15.20 1997 

19 Catherine Kamakura Sdn Bhd 140.00 0.00 75.00 34.55 6.09 2.25 1997 

20 Domino SS Shipping Sdn Bhd 672.00 0.00 313.00 57.00 9.20 4.00 1997 

21 Eagle Birmingham MISC Bhd 57456.00 1997 

22 Eagle Charlotte MISC Bhd 57949.00 1997 

23 Eagle Colombus MISC Bhd 57949.00 1997 

24 Geruda Satu Geruda Shipping Sdn Bhd 210.00 0.00 101.00 38.75 7.93 2.44 1997 

25 Gloryang Kaikura Services Sdn Bhd 270.00 0.00 156.00 40.89 7.93 2.89 1997 

26 Mandat Bersama Mandat Bersama Sdn Bhd 4242.00 1997 

27 Metro One Metro Sedia Transport Sdn 

Bhd 

217.00 0.00 111.00 34.99 7.96 2.86 1997 

28 Mewah Jaya Eusolid Sdn Bhd 158.00 0.00 81.00 33.75 6.80 2.30 1997 

29 MMM Houston 

Malaysian Ocean Line Sdn 

Bhd 

4509.00 

1997 

30 Princess Amelia SMT Transport Sdn Bhd 187.00 0.00 81.00 36.07 7.30 2.44 1997 

31 Ramai Dua Chen Yii Shipping Sdn Bhd 214.00 0.00 116.00 34.91 7.92 2.58 1997 

32 Selendang Mutiara Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1997 

33 Selendang 

Permata 

Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1997 

34 Venice Rejang Venice Sdn Bhd 367.00 0.00 176.00 41.40 8.54 3.66 1997 

35 Bunga Kelana 3 MISC Bhd 57017.00 105400.00 32719.00 235.81 42.00 21.00 1998 

36 Eagle Albany MISC Bhd 57929.00 1998 

37 Eagle Austin MISC Bhd 58156.00 1998 

38 Eagle Pneonix MISC Bhd 65346.00 1998 

39 Hoe Hup 99 Harvesville Sdn Bhd 323.00 520.00 153.00 44.00 7.00 3.00 1998 

40 Hoe Hup No 5 

Sri Similaju Corporation Sdn 

Bhd 

206.00 

1998 

41 Laju Jaya No 1 Bantumaju Sdn Bhd 382.00 1998 

42 M T Sun Diamond Sun Up Shipping Co Sdn Bhd 5340.00 1998 

43 Mesra 128 Perkapalan Mesra Sdn Bhd 2688.00 0.00 807.00 87.12 14.40 6.50 1998 

44 Miri Cheery Semua Shipping Sdn Bhd 1358.00 1998 

45 Nova Nova Adiwarna Sdn Bhd 459.00 1998 

46 Selendang Gemala Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12272.00 176.37 32.26 18.90 1998 

47 Selendang 

Kencana 

Wawasan Shipping Sdn Bhd 29,965,00 46000.00 12354.00 176.37 32.26 18.90 1998 

48 Selendang Ratna Wawasan Shipping Sdn Bhd 29,965,00 45363.00 11997.00 176.37 32.26 18.90 1998 

49 Selendang Sari Wawasan Shipping Sdn Bhd 29,965,00 45363.00 11997.00 176.37 32.26 18.90 1998 

50 Selendang Tiara Tiara Navigation Sdn Bhd 39,755,00 1998 


53


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

51 Semua Bersatu Semua Shipping Sdn Bhd 3,878,00 5810.00 1741.00 97.47 16.50 8.50 1998 

52 Sun Diamond Sun Up Shipping Sdn Bhd 5,340,00 1998 

53 Alam Bitara Bitara Shipping Sdn Bhd 28932.00 45513.00 11802.00 173.10 32.20 18.80 1999 




57 Bunga Melati 3 MISC Bhd 22116.00 31983.00 8678.00 168.98 30.00 15.20 1999 



60 Eagle Anaheim MISC Bhd 57929.00 1999 

61 Eagle Atlanta MISC Bhd 57929.00 1999 

62 Eagle Augusta MISC Bhd 58156.00 1999 

63 Hoe Hup No 7 Hoe Hup Seven Sdn Bhd 185.00 1999 

64 Jasa Maju 1 Semua Shipping Sdn Bhd 3166.00 4998.00 1790.00 93.06 15.40 7.80 1999 

65 Laju Jaya No 2 Meroni(buntulu) Sdn Bhd 258.00 1999 


67 Sibu Glory Grolite Shipping Sdn Bhd 673.00 ‐ 380.00 54.37 11.58 3.65 1999 

68 Bunga Kenanga MISC Bhd 40037.00 73096.00 20900.00 220.68 32.24 20.20 2000 



71 Central Star 2 Mujur Suria Sdn Bhd 307.00 2000 

72 Hoe Hup 18 Holiday Park Sdn Bhd 95.00 110.79 32.00 31.71 5.48 2.37 2000 

73 Hoe Hup No 6 

Hoe Hup Six Shipping Sdn 

Bhd 

174.00 

2000 

74 Jasa Ketiga Semua Shipping Sdn Bhd 3321.00 4999.00 1858.00 95.01 15.60 7.80 2000 

75 Penrider Progresif Cekap Sdn Bhd 740.00 ‐ 341.00 54.78 11.00 4.50 2000 

76 Petro Foremost Shipet Maritime Sdn Bhd 7,678,00 12632.61 3852.00 118.91 21.50 11.00 2000 

77 Petro Venture Shipet Maritime Sdn Bhd 4,974,00 2000 

78 Sejati Mohamad Umar Bin Ahmat 626.00 ‐ 38.82 20.15 4.88 1.83 2000 

79 Alam Bistari Bistari Shipping Sdn Bhd 28539.00 47172.00 12385.00 173.10 32.20 19.10 2001 

80 Alam Budi Alam Budi Sdn Bhd 28539.00 47065.00 12385.00 173.10 32.20 19.10 2001 

81 Cathay Tk1 

Oriental Grandeur Marine 

Sdn Bhd 

369.00 

2001 



54


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

82 Domino No3 Meroni(buntulu) Sdn Bhd 482.00 772.00 201.00 42.73 12.20 3.05 2001 

83 Metro No 2 

Metro Sedia Transport Sdn 

Bhd 

497.00 

2001 

84 Sutra Dua Sutrajaya Shipping Sdn Bhd 4,521,00 2001 

85 Tuba No 5 Marine Teamwork Sdn Bhd 140.00 2001 

86 Wec 9 WEC Transport Service Sdn 

Bhd 

927.00 

‐ 

573.00 68.12 11.00 5.00 2001 

87 Danum Yayasan Sabah Dua 

Shipping Sdn Bhd 

4792.00 7959.00 2430.00 103.06 18.20 8.95 2002 

88 Eagle Tacoma MISC Bhd 58166.00 2002 

89 Eagle Vermont MISC Bhd 161223.00 2002 

90 Eagle Virginia MISC Bhd 161233.00 2002 

91 Oriental Glory Glow Quest Sdn Bhd 1,824,00 2997.83 730.00 79.60 13.40 6.80 2002 

92 Samudra Dua Prosperline Shipping Sdn 

Bhd 

276.00 

‐ 

129.00 38.16 9.22 2.60 2002 

93 Ajang Medina Ajang Shipping Sdn Bhd 487.00 ‐ 147.00 42.86 10.50 3.20 2003 

94 Atlantic Ocean Special Pyramid Sdn Bhd 1992.00 2003 

95 Bunga kasturi MISC Bhd 156967.00 299999.00 99493.00 317.69 60.00 29.70 2003 

96 Eagle Tampa MISC Bhd 58166.00 2003 

97 Eagle Toledo MISC Bhd 58166.00 2003 

98 Eagle Trenton MISC Bhd 58166.00 2003 

99 Eagle Tucson MISC Bhd 58166.00 2003 

100 Jasa Maju 2 Semado Maritim Sdn Bhd 4999.00 2003 

101 Kelisa BHL Marine(M) Sdn Bhd 294.00 301.00 90.00 37.70 7.50 3.60 2003 

102 Lynn Lau Hue Kuok & Sons Sdn 

Bhd 

204.00 

‐ 

112.00 39.29 7.34 2.76 2003 

103 Senawang 

Azam Fowarding & Trading 

Sdn Bhd 

3,120,00 

2003 

104 Sutra Empat Sutrajaya Shipping Sdn Bhd 4,599,00 2003 

105 Tuah Sejagat Victory Supply Sdn Bhd 198.00 537.95 155.00 41.47 8.00 3.50 2003 





110 Eagle Vienna MISC Bhd 161233.00 2004 

111 Gagasan Melaka Gagasan Carriers Sdn Bhd 4464.00 7744.27 2450.00 99.00 18.20 8.80 2004 

112 Hailam Satu Zengo Marine Sdn Bhd 166.00 2004 

113 Maritime Kelly Wawasan Shipping Sdn 29211.00 44488.00 11658.00 173.40 32.20 18.70 2004 

Anne 

Bhd 

114 Maritime Tuntiga Wawasan Shipping Sdn 

Bhd 

29211.00 44488.00 11658.00 173.40 32.20 18.70 2004 

115 Mewah Sejati Victory Supply Sdn Bhd 480.00 1000.00 314.00 57.00 10.00 4.50 2004 

116 MMM Ashton 

Malaysian Merchant 

Marine Bhd 

2479.00 

2004 

117 Tuah Kuatan Victory Supply Sdn Bhd 195.00 2004 

118 Bunga Kasturi 

Dua 

MISC Bhd 157098.00 298100.00 99808.00 317.69 60.00 29.70 2005 

119 Eagle Valencia MISC Bhd 160046.00 2005 

120 Eagle Venice MISC Bhd 160046.00 306997.70 109299.00 318.40 58.00 28.55 2005 

121 Maritime North 

Wawasan Shipping Sdn 

Bhd 

29174.00 

2005 


Tiga 

MISC Bhd 157300.00 300325.00 99363.00 316.00 60.00 29.70 2006 


Empat 

MISC Bhd 157300.00 300325.00 99363.00 317.69 60.00 29.70 2006 

124 Sealink Pacific 

330 

Sealink Sdn Bhd 6,638,00 

‐ 

1991.00 96.62 34.00 7.31 2006 

125 

Sealink Pacific 

389 

Sealink Sdn Bhd 4,598,00 

1281377.00 

2006 



55

Table 9 : Bulk Carrier Registered in Malaysia (1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Selendang Mayang Mayang Navigation Sdn Bhd 18,507.00 28,260.00 165.92 26.02 14.20 1996 

2 

Cathay 12 

United Orix Leasing Malaysia 

Berhad 

259.00 

1997 

3 Eco Champion Ecochamp Shipping Sdn Bhd 12,859.00 1997 

4 MMM Diana Ample Remark Sdn Bhd 76,515.00 1997 

5 Nerano PNSL Berhad 15,847.00 1997 

6 Selendang Intan Intan Navigation Sdn Bhd 28,097.00 47,290.00 181.10 31.00 16.60 1997 

7 Selendang Kasa Kasa Navigation Sdn Bhd 18,507.00 28,260.00 165.92 26.00 14.00 1997 

8 Selendang Nilam Nilam Navigation Sdn Bhd 28,097.00 1997 

9 Selendang Ayu Ayu Navigation Sdn Bhd 39,755.00 1998 

10 

Seri Ibonda 

Palmbase Maritime (M) Sdn 

Bhd 

16,311.00 27,272.00 162.77 26.60 13.50 1998 

11 Bunga Saga 9 MISC Bhd 38972.00 73127.00 218.70 32.25 19.00 1999 

12 Alam Aman II Katella Sdn Bhd 27306.00 47301.00 182.11 31.00 16.70 2001 

13 Eco Vigour Vigour Shipping Sdn Bhd 17,265.00 2001 

14 Eco Vision Vision Shipping Sdn Bhd 17,264.00 2001 

15 Handy Islander MISC Bhd 15,833.00 2002 

16 Pacific Selesa MISC Bhd 16,041.00 2002 

17 Sea Maestro MISC Bhd 15,888.00 2002 

18 Sea Maiden MISC Bhd 15,888.00 2002 

19 Gangga Negara MISC Bhd 15,880.00 2003 

20 Handy Gunner MISC Bhd 16,041.00 2003 

21 Handy Roseland MISC Bhd 16,041.00 2003 

22 Marquisa MISC Bhd 16,041.00 2003 

23 Pacific Mattsu MISC Bhd 16,041.00 2003 

24 Alam Maju MBC Maju Sdn Bhd 27986.00 2004 

25 Alam Mutiara MBC Mutiara Sdn Bhd 27986.00 

555,227.00 

2004 



56

Table 10: Passenger Ship Registered in Malaysia(1996‐2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Bahagia Baru 96 Trillion Leader Sdn Bhd 68 1996 

2 Ban Hock Soon Ling Heng Ang 31 1996 

3 Bobo Chiong Wee Kiong 31 1996 

4 Campur Campur Sunrise Entity Sdn Bhd 95 36.71 3.95 1.83 1996 

5 Duta Pangkor 8 Pangkor‐Lumut Ekspres Feri Sdn 

Bhd 

107 36.78 4.35 2.1 1996 

6 Flying Eagle Ling Kong Mou 44 1996 

7 Husqvarna Sarawak Hock Ghim Enterprise Sdn Bhd 76 1996 

8 King Soon Balleh 96 Hu Moi Ngiok 55 1996 

9 Layang Indah Sealink Sdn Bhd 95 24.12 5.94 2.84 1996 

10 Pertama Speed Ling Kui Sunn 27 1996 

11 Sing Ann Lai 2020 Tan Jiak Kean 59 1996 

12 Srijaya Wong Lang Kiew 44 1996 

13 Supersonic No 5 Law Yong Keng 59 1996 

14 Tinjar No 3 Huong Tuong Siew 31 1996 

15 Tuto Express No 10 Tuto Express Shipping Sdn Bhd 26 1996 

16 Tuto No 12 Tuto Express Shipping Sdn Bhd 27 1996 

17 Usahasama Syarikat Feri Usahasama Sdn Bhd 111.69 19.1 9.14 2.35 1996 

18 Vision 2005 Miri River Travel Enterprise Sdn 

Bhd 

19 1996 

19 Vovo Express Chiong Chung Hong 31 1996 

20 Wahwah Speed Swegim Enterprise Sdn Bhd 34 1996 

21 Zon 1 Langkawi Ferry Services Sdn Bhd 178.27 53.17 21.96 8.4 2.5 1996 

22 Zon 2 Langkawi Saga Travel & Tours 

Sdn Bhd 

178.27 1996 

23 Asean 97 Peter Lau Hieng Wung 35 1997 

24 Bahagia 2020 Lim Kuok Chuong 60 33.94 3.23 1.74 1997 

25 Bahagia No 1 Ekspres Bahagia Sdn Bhd 82 1997 

26 Begawan Laju Lau Oi Phen 33 1997 

27 Benuong Shorewell Shipping Sdn Bhd 198 20.4 9.8 2.45 1997 

28 Beruit No 1 Kong Kim Sien 35 1997 

29 Champur Baru Debon Enterprise Sdn Bhd 107 1997 

30 Ekspres Bahagia II Ekspres Bahagia (Langkawi) Sdn 

Bhd 

178 46.58 40.4 5.33 2.17 1997 

31 Good Success 818 Thang Nam Hoi 56 1997 

32 Hocksoon Wong Lang Kiew 43 1997 

33 Hope King 168 Hock Ghim Enterprise Sdn Bhd 61 35.47 3.3 1.71 1997 

34 Husqvarna Kita Swegim Enterprise Sdn Bhd 60 36.04 3.21 1.67 1997 

35 Impian 2 Langkawi Ferry Services Sdn Bhd 118 28.25 5.5 3.2 1997 

36 Impian 3 Langkawi Ferry Services Sdn Bhd 60 18.69 24.05 5.5 2.1 1997 

37 Kawan Express No 1 Kawan Laut Sdn Bhd 315 41.7 6.1 1.9 1997 

38 Lambaian 1 Langkawi Ferry Services Sdn Bhd 118 30.26 28.25 5.5 3.2 1997 

39 Laris Rohana Binti Hujil 41 1997 

40 Maju Balleh Ting Chuo Won 42 1997 

41 Nurshah Zamboanga Penang Shipbuilding Corporation 

Sdn Bhd 

78 34.5 3.68 2 1997 

42 Pan Silver 1 Pan Silver Ferry Sdn Bhd 56 1997 

43 Pertama Voyage Ong Bon Chong 42 1997 

44 Pioneer 97 Kong Shaw Hock 57 1997 

45 Public Express No 11 Law Yong Keng 30 1997 

46 Punan Rajah Tukang Ak Pichang 33 1997 

47 Rasa Sayang 1 Sanergy Marine Sdn Bhd 142 23.06 8.17 2.15 1997 

48 Tinjar No 2 Mrhuong Tuong Kee 29 1997 

49 Tung Kiong No 7 Tan Jiak Kean 28 1997 

50 Wanlee No 1 Standrich Sdn Bhd 77 37.65 3.68 1.64 1997 



57


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

51 Bobo 6 Chiong Wee Luk 33 1998 

52 Bon Voyage Ling Siew Sung 28 26.09 3.41 1.24 1998 

53 Concorde 98 Yong Hie Sieng 45 1998 

54 Ekspres Bahagia 5 Ekspres Bahagia (Langkawi) Sdn 

Bhd 

35 1998 

55 Hubungan 1 Sun Power Ferry Sdn Bhd 82 21.7 4.8 1.9 1998 

56 Kudat Express Wong Leong Kee & Son Sdn Bhd 116 34.5 4.12 1.6 1998 

57 Lambaian 3 Langkawi Ferry Services Sdn Bhd 118 1998 

58 Leisure World 1 Luxury Solution Sdn Bhd 4,077 1998 



61 Penaga Penang Port Sdn Bhd 279 1998 

62 Pertama Rejang Chua Chun Keong 35 1998 

63 Pintas Samudra 2 Yong Choo Kui Shipyard Sdn Bhd 136 35.48 4.52 2.1 1998 

64 Salbiah Dua Yiing Hee Ing @ Yung Hee Ing 33 1998 

65 Seagull Express 3 Sea‐Gull Express & 

Accommodation Sdn Bhd 

121 29.2 4.87 2.8 1998 

66 Tomcat Eksklusif Anggun Sdn Bhd 41 13.56 5.7 1.85 1998 

67 Tomcat 2 Eksklusif Anggun Sdn Bhd 48 4.75 15.3 5.7 1.85 1998 

68 Yanmarline Express Yanmarline Express Sdn Bhd 73 36.15 3.63 1.9 1998 

69 Angel Ekspress Rowvest Sdn Bhd 111 1999 

70 Ekspres Bahagia III Ekspres Bahagia (Langkawi) Sdn 

Bhd 

135 34.04 36.07 4.12 1.45 1999 

71 Ekspres Bahagia 6 Fast Ferry Ventures Sdn Bhd 92 1999 


Bhd 

97 1999 

73 Feri Wawasan Belait Shipping Co Sdn Bhd 445 1999 

74 Indomal Express 88 Damai Ferry Service Sdn Bhd 90.06 17.22 21.12 4.62 1.95 1999 

75 Kenangan 1 Langkawi Ferry Services Sdn Bhd 81 1999 

76 Kenangan 2 Langkawi Ferry Services Sdn Bhd 144 28 5.8 1.9 1999 

77 Kenangan 3 Langkawi Ferry Services Sdn Bhd 156 24.4 29.7 6.25 1.65 1999 

78 Pelican Eksklusif Anggun Sdn Bhd 41.39 1999 

79 Weesam Express 5 Sunrise Energy Sdn Bhd 231 37.4 5.5 1.85 1999 

80 Alaf Baru 1 Fast Ferry Ventures Sdn Bhd 118.71 21.27 5.3 1.4 2000 

81 Alaf Baru 2 Langkawi Ferry Services Sdn Bhd 115 2000 

82 Bo Bo No 2 Chiong Wee Yiing 33 2000 


Bhd 

111 2000 

84 Jupiter Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000 

85 Labuan Express Lima Syarikat Lista Sdn Bhd 179 37.72 4.72 2.05 2000 

86 Marine Star 3 Sun Power Ferry Sdn Bhd 82 28.71 3.66 1.6 2000 

87 Mars Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000 



58


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

88 New Frontier Express 

No 2 

Ling Heng Seek 87 32.97 3.66 1.34 2000 

89 Pan Silver 5 Pan Silver Ferry Sdn Bhd 120 36.8 4.95 2.13 2000 

90 Pluto Superstar Express Sdn Bhd 183 29.7 6.4 2.2 2000 

91 Putai Jaya Ting Chuo Won 56 2000 

92 Zuhairi Capital Surge Sdn Bhd 119.92 23.4 8.3 2.85 2000 

93 Bahagia 2002 Lim Kuok Chuong 51 2001 

94 Bo Bo No 5 Chiong Wee Yiing 33 2001 

95 Cinta Baru Kong Kim Sien 36 2001 


Bhd 

91 2001 

97 Fortune Express 1 Jferry Services Sdn Bhd 99 33.37 4.12 2.13 2001 

98 Fortune Express 2 Jferry Services Sdn Bhd 99 2001 

99 Jaya Express Ting Chu Kee 30 2001 

100 Kenangan 6 Langkawi Ferry Services Sdn Bhd 170 29.3 6.8 1.43 2001 

101 Langkawi Coral 2 Langkawi Saga Travel & Tours 

Sdn Bhd 

175 28.85 6.8 1.65 2001 

102 Langkawi Coral 3 Langkawi Saga Travel & Tours 

Sdn Bhd 

53.42 2001 

103 New Frontiers No 3 Sunrise Entity Sdn Bhd 99 2001 

104 Puteri Jentayu Salang Indah Resorts Sdn Bhd 74 2001 

105 RS Express Yong Choo Kui 200 37.26 5 2.04 2001 

106 Sejahtera Pertama Jetacorp Sdn Bhd 99 2001 

107 Sofu Rasa Sayang Lee In Jee 51.09 2001 

108 Soon Hua Hong Soon Hua Hong Enterprise Sdn 

Bhd 

298 2001 

109 Tawindo No 1 Osin Motor Sdn Bhd 94 2001 

110 Yieng Hee No 1 Tiong Chiong Ming 29 2001 

111 Yieng Hee No 2 Tiong Chiong Ming 26 2001 

112 Yieng Lee No 1 Tiong Chiong Ming 29 2001 

113 Coral Island 1 Ekspres Bahagia (Langkawi) Sdn 

Bhd 

332 35.1 7.95 3 2002 


Bhd 

43.82 2002 

115 Excel Express 1 Ekspres Bahagia (Langkawi) Sdn 

Bhd 

99 2002 

116 Malaysia Express 1 Tunas Rupat Follow Me Express 

Sdn Bhd 

194 32.5 7 3.5 2002 

117 Mas Indera Kayangan Masindra Shipping (M) Sdn Bhd 1,065 2002 

118 Mid‐East Express No 1 Mid‐East Transport Sdn Bhd 119 34.8 4.22 1.5 2002 


120 Alaf Baru 3 Langkawi Ferry Services Sdn Bhd 123.25 2003 



59



LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

121 Alaf Baru 6 Langkawi Ferry Services Sdn Bhd 123.25 2003 

122 Asian Vision Sri Jaya Shipping Sdn Bhd 42 2003 

123 Bahagia 20 Bahagia 2020 Sdn Bhd 56 2003 

124 Bahagia No 8 Ekspres Bahagia Sdn Bhd 132 2003 

125 Duta Pangkor 1 Pangkor-Lumut Ekspres Feri Sdn Bhd 149 2003 



128 Ekspres Nusa Satu Nusantara Ferry Services Sdn Bhd 106 2003 

129 Excel Express 2 Ekspres Bahagia (Langkawi) Sdn Bhd 132 2003 

130 Excel Express 3 Ekspres Bahagia (Langkawi) Sdn Bhd 132 2003 

131 Kapit Boleh 168 Swegim Enterprise Sdn Bhd 52 2003 

132 Labuan Express Enam Double Power Sdn Bhd 144 39 4.2 2.3 2003 

133 Labuan Express Tujuh Hwong Lee (M) Sdn Bhd 158 35.8 4.42 1.86 2003 

134 Labuan Express Lapan Hwong Lee (M) Sdn Bhd 99 2003 

135 Mid-East Express No 2 Mid-East Transport Sdn Bhd 126 2003 

136 Nasuha Capital Surge Sdn Bhd 119.92 23.4 8.3 2.85 2003 


138 Pulau Payar Penang Port Sdn Bhd 16.47 2003 

139 Pulau Pinang Penang Port Sdn Bhd 16.47 2003 

140 Sarawak Boleh 168 Swegim Enterprise Sdn Bhd 87 32.94 3.91 1.85 2003 



143 Weesam Express 6 Yong Choo Kui Shipyard Sdn Bhd 215 2003 

144 Achilles 2 Yong Choo Kui Shipyard Sdn Bhd 63 2004 

145 Bo Bo Satu Chiong Chung Heng 42 2004 

146 Coral Island 3 Ekspres Bahagia (Langkawi) Sdn Bhd 133 36.74 4.28 1.5 2004 


148 Khai Kiong Express Sim Meng Hiang 36 2004 

149 Lady Yasmin Yasmin Marine Technology Sdn Bhd 21.94 2004 

150 Pintas Samudera 8 Inmiss Shipping Sdn Bhd 92 2004 

151 Sejahtera 2 Jetacorp Sdn Bhd 187 37.7 4.76 1.5 2004 

152 Sejahtera 3 Jetacorp Sdn Bhd 161 2004 

153 Wawasan Perdana Labuan Ferry Corporation Sdn Bhd 1,101 2004 

154 Sri Labuan Lima Trans-Link Sdn Bhd 137 36.76 4.28 1.5 

20706.94 


60

Table 11: Container Ships Registered in Malaysia (1996‐ 2006) 


LENGTH 

(L) 

BREADTH 

(B) 

DEPTH 

(D) 

YEAR OF 

REGISTRY 

1 Balt Harmoni Balt Orient Lines Sdn Bhd 14,135.00 1996 

2 Able Helmsman Tauladan Gigih 4,337.00 6,596.00 98.00 16.50 8.40 1997 

3 Budi Aman Budi Sukma Aman Sdn Bhd 11,982.00 1997 

4 Budi Teguh Budi Sukma Teguh Sdn Bhd 11,982.00 1997 

5 Bunga Mas Lima MISC Bhd 8,957.00 8,775.00 121.26 22.70 10.80 1997 

6 Bunga Mas Enam MISC Bhd 8,957.00 1997 

7 Bunga Mas Tujuh MISC Bhd 8,957.00 1997 

8 Bunga Mas Lapan MISC Bhd 8,957.00 1998 

9 Bunga Mas 9 MISC Bhd 9,380.00 12,550.00 134.00 22.00 11.00 1998 

10 Bunga mas 10 MISC Bhd 9,380.00 1998 

11 Bougainvilla Chatlink Sdn Bhd 4,226.00 5,788.00 99.99 16.00 8.45 1999 



61



FEASIBILITY STUDY ON THE USAGE OF PALM OIL AS ALTERNATIVE NON 

PETROLEUM‐BASED HYDRAULIC FLUID IN MARINE APPLICATION 

AZRI HAMIM AB ADZIS* 

Department of Advance Science & Advance Technology 



ABSTRACT 

Most hydraulic applications on land or sea utilize petroleum‐based hydraulic fluid as the working fluid. Fluid leakages are 

quite common and in marine application fluid are easily leaked into sea water causing pollutions. An alternative hydraulic 

fluid with similar properties as petroleum‐based fluids at lower cost is required to be used in marine applications to mini‐ 

mize impact on the environment. Water‐based or synthetic fluids such as water‐glycol, phosphate ether and synthetic 

esters are expensive and have certain disadvantages compared with petroleum‐based fluid such as relatively low operat‐ 

ing temperature, viscosity changes with temperature fluctuation and corrosive against rubber seal. An alternative fluid 

may inhibit some of the above weaknesses but can be acceptable if the cost is lower. The purpose of this case study is to 

determine the suitability of palm oil mixture as hydraulic fluid with similar capabilities with petroleum based fluid. (Data 

on palm oil properties are to be obtained from literature research and a comparison with petroleum based fluid will be 

made). Suitability will be determined from the fluids’ suitability to maintain viscosity at very high pressure and varying 

temperature and also its impact on the environment. Further research on palm oil characteristic in high pressure pumps 

and hydraulic equipments compatibility is needed. 

Keyword: Hydraulics fluid, palm oil, marine, alternative 

1. INTRODUCTION 

Hydraulics always leaks! It may sound like a 

catchy commercial but most hydraulic users 

will testify on the truthfulness of the state‐ 

ment. As the most common hydraulic fluid 

base is mineral oil or petroleum based oil, any 

leakage can be considered as a potential envi‐ 

ronmental disaster related to petroleum 

products. These petroleum products and 

other additive in the hydraulic fluids can harm 

the marine life and wreck havoc to the eco‐ 

system. Experience from past incidents of 

petroleum spills shows that irreparable harm 

to the environment as seen in the Exxon Val‐ 

dez oil spill where thousands of marine ani‐ 

mals were killed [1]. While a disaster of such 

magnitude may not be a suitable comparison 


Email address: azri@mimet.unikl.edu.my 

with leaks of hydraulics fluids, the fact re‐ 

mains that petroleum byproducts are harmful 

to the environment. 

The problems with petroleum based hydraulic 

fluids are the non‐biodegradability of the fluid 

and the harmful effect it has on the environ‐ 

ments. Any spills can kill of marine life or con‐ 

taminate the environments making the spillage 

site to be inhabitable for a long period. 

Additionally, the toxicity of most hydraulic 

fluid additives and the occupational health 

and safety issue, lead to an environmentally 

safer alternative of petroleum based fluids in 

environmental sensitive areas. 

The New York State Department of Environ‐ 

mental Conservation, NYSDEC, legally required 

the reporting of any petroleum products spill‐ 


62

age and appropriate steps must be taken to con‐ 

tain the spillage from polluting soils or under‐ 

ground water sources. The seriousness of the 

regulation can be demonstrated by a spill incident 

at a site own by the Brookhaven National Labora‐ 

tory (BNL) in New York. A ruptured hydraulic hose 

has resulted in the removal of 50 cubic yards of 

contaminated soil and disposed as toxic material. 

This incident has led BNL to adopt the usage of 

environmentally safer hydraulic fluid based from 

canola oil [2]. 

In order to make a hydraulic fluid to be safer for 

the environment the hydraulic fluid must be read‐ 

ily biodegradable or in other word the fluid must 

be able to be completely converted to carbon 

dioxide and water quickly and naturally by diges‐ 

tion or consumption process by naturally occur‐ 

ring organism in water, oil and soil systems [2]. 

Any spillage can then be cleaned up normally 

without the added cost of hazardous material 

handlings. 

To obtain the biodegradable features, previous 

researches has lead to the application of synthetic 

base fluid such as synthetic esters and polyglycols 

(organophosphate and polyalphaolefin). These 

synthetics base fluids were developed mainly for 

high temperature and/or fire risk operations and 

are able to biodegrade easily compared to petro‐ 

leum based fluids [3]. The synthetics based fluids 

perform better compared to petroleum based 

fluids in term of viscosity at low and high tem‐ 

peratures, volatility, pour point, wear protections 

and oxidations [3]. However, synthetic esters are 

expensive to produce and even for their superior 

lubrication performance, the high costs limit its 

usage. Polyglycols are less costly but can be quite 

toxic to living organisms especially when mixed 

with lubricating additives [3,4]. 


Thus, a cheaper non toxic alternative to be used is 

vegetable oil as the base oil for hydraulic fluids. 

Among vegetable oils which has been researched 

and developed as hydraulic fluids are the canola oil, 

rapeseed oil, soybean oil and palm oil. 

Properties of Hydraulic Fluid 

Primary purpose of hydraulic fluids is to maintain 

lubrication and fluid characteristics while in use 

within the system so as to maintain appropriate 

pressure to operate hydraulic actuators (cylinders 

and motors) assemblies in machineries on demand. 

An ideal hydraulic fluid will have the following char‐ 

acteristics [3, 5,6]: 

Viscosity 

1. Constants viscosity at all temperature 

range 

2. High anti‐wear characteristics 

3. Thermal stability 

4. Hydrolytic stability 

5. Low chemical corrosiveness 

6. Low cavitation tendencies 

7. Long life 

8. Fire resistance 

9. Readily biodegradable 

10. Low toxicity 

11. Low cost 

For hydraulic fluids, the temperature effect on 

viscosity is very important. A good fluid can main‐ 

tain a minimum required viscosity at high operat‐ 

ing temperature yet does not become too viscous 

at lower temperature. Too much viscosity may 

result in difficulty for the fluid to transmit hydrau‐ 

lic power at low temperature especially at system 

start. 

Anti Wear 

The ability of the fluid to coat moving metal parts 

with a thin protective oil film. The oil film will re‐ 


63

duce wear due to metal‐to‐metal contact thus 

prolonging the life of the equipments. Most hy‐ 

draulic fluids have anti‐wear additive added to it 

to obtain anti wear properties. 

Most common anti wear additive for petroleum 

based fluid is the zinc dithiophosphate (ZDP) 

which is a highly toxic substance. As it is soluble in 

water, its introduction to marine environment 

can be hazardous. 

Corrosion 

A good hydraulic fluid has good hydrolytic stabil‐ 

ity i.e. able to prevent any water which may enter 

the fluid from causing rust to metal. Usually, a 

rust inhibitor is added to the fluid to obtain good 

rust protection. 

Oxidation 

The presence of water and oxygen (air) in the 

fluid may cause fluids to oxidize and further in‐ 

crease the chance of rust formation. Oxidize fluid 

will also cause chemical corrosions due to in‐ 

crease in acidity. 

Flammability 

A high flash point (the maximum temperature 

before ignition) is necessary for hydraulic fluid as 

most fluid works at high temperatures. Petro‐ 

leum based fluid have a relatively high flash 

point of around 150 o C. For extreme environ‐ 

ments, a fire resistant fluid is required to prevent 

accidental ignitions. 

Effect of Mineral Based Fluid on Marine Environ‐ 

ment 

Hydraulic fluids can enter the environment 

from spills and leaks in machines and from leaky 

storage tanks. When these fluids spilled on soil, 

some of the ingredients in the hydraulic fluids 

mixture may stay on the top, while others may 

sink into the groundwater. In water, some in‐ 

gredients of hydraulic fluids will transfer to the 


bottom and stay there. Marine organism that 

live near spillage area may ingest some hydrau‐ 

lic fluid ingredients. Some organism may die 

from the poisoning and some will have traces of 

the hydraulic fluid in their system causing defor‐ 

mations or poisoning the upper food chains. 

Eventually, the hydraulic fluids will degrade in 

the environment, but complete degradation 

may take more than a year and continue to af‐ 

fect living organism during the degradation 

process [7]. Prolong contact with human can 

increase cancer risk especially on skin [8]. The 

International Convention for the Prevention of 

Pollution From Ships, 1973 (MARPOL 73/78) 

forbid the discharge of oily waste to the sea 

which cover all petroleum products in any 

forms [9]. 

Vegetable‐based Fluid 

In order to be accepted as a fluid of choice for 

hydraulic application, vegetable based fluid must 

have similar characteristics as the commonly 

used petroleum based hydraulic fluid. As men‐ 

tioned earlier, the purpose of the hydraulic fluids 

is to maintain appropriate pressure to operate 

actuators and at the same time lubricate and 

protect moving mechanical parts from wear and 

corrosion. To maintain the pressure, the fluids 

are constantly pumped thus creating a built up 

of heat, subjecting the fluid to temperature 

variations and also constant mechanical stresses 

[4]. 

Vegetable oil provides better anti‐wear perform‐ 

ance and generally exhibit lower friction coeffi‐ 

cient and are easily biodegradable. These prop‐ 

erties are due to the composition of the oils 

which contain unsaturated hydrocarbons and 

naturally occurring esters. The problems are that 

there are prone to oxidize rapidly, changes in 

viscosity at the lower and upper temperature 

range and low water resistance. Vegetable es‐ 

ters oils based on polyunsaturated fatty acid 


64

tends to oxidize rapidly, even at a moderately 

increased operating temperature. As the tem‐ 

perature increases, the oils thicken due to its 

tendency to enter into viscosity‐increasing reac‐ 

tions in the presence of atmospheric oxygen. 

Similar reaction occurs when the temperature 

drops as the oil will begin to solidify. Rapeseed 

oil, corn oil, and sunflower oil have a solidifica‐ 

tion point of ‐16 o C, ‐20 o C and ‐17 o C respectively 

[4, 7, 10]. Palm oil is even worst, solidifying at a 

relatively high temperature of 34.1 o C [11]. Even 

as the temperatures drop and approaching the 

solidification temperatures, the oils will experi‐ 

enced a marked increase in viscosity and may 

cause problem in cold weather [8]. These prob‐ 

lems however can be easily fixed by mixing the 

vegetable oil with synthetic esters and/or by 

adding additives to improve its anti oxidant and 

pour point properties [7]. While the cost of syn‐ 

thetic ester is very high, by mixing it with vegeta‐ 

ble oil base will bring the total cost of the base 

oil down compared to a fully synthetic solution. 

New antioxidants that are suitable for vegetable 

oil yet harmless to the environment are also 

needed as current antioxidants are designed for 

mineral oils and some are quite toxic. 

Oxidative stability is dependant on the predomi‐ 

nant fatty acids present in the vegetable oil. Oils 

containing mostly saturated fatty acids will have 

good oxidative stability compared to a vegetable 

oil containing oleic acid or other monounsatu‐ 

rated fatty acids. Oils that contain mostly poly‐ 

unsaturated fatty acids exhibit poor oxidative 

stability [8]. In other words, the oxidative stabil‐ 

ity is inversely proportional to the degree of un‐ 

saturation. The three most cultivated vegetable 

oils, the palm oil, soybean oil, and the rapeseed 

oil consist mainly of monounsaturated and poly‐ 

unsaturated fatty acids. These lead to a general 

consensus of vegetable oils poor oxidative stabil‐ 

ity compared with petroleum based oil and also 


the fully saturated synthetics such as synthetic 

esters, organophosphate and polyalphaolefin 

(PAOs) [8]. So as to provide for comparable per‐ 

formance, vegetable oils formulations generally 

require higher doses of antioxidants [6]. Due to 

the oxidative instability of these major vegetable 

oils, vegetable oils with high saturated acids is to 

be used due to the high solidification points. 

On the positive side, vegetable oils offer excel‐ 

lent lubricity and have a high intrinsic viscosity 

and extreme‐pressure properties. Well‐ 

formulated vegetable oil‐based hydraulic fluids 

can pass the demanding Vickers 35VQ25 or Deni‐ 

son T5D‐42 vane pump wear tests. Vegetable oil 

can perform satisfactorily for years under mild 

climate and operating conditions, provided the 

oil are kept free of water contamination [10]. 

Klein et al suggested that vegetable oil used as 

hydraulic fluid base oil can exhibit better low‐ 

temperature stability without the need for the 

addition of pour point depressant or synthetic 

esters by adding ethylene oxide and/or propyl‐ 

ene oxide into the base oil. Among the base oil 

tested for this process are the coconut oil, palm 

oil, palm kernel oil, peanut oil, cotton oil, soy‐ 

bean oil, sunflower oil and rapeseed oil. The 

resultant mixture produced ethoxylated and/or 

propoxylated base oil has been proven to have 

better pour point characteristic. This develop‐ 

ment can result in inexpensive base oil for hy‐ 

draulic fluid as fewer additives are needed to 

make the fluid suitable for hydraulics applica‐ 

tions [7]. 

Aside from chemical processes to increase the sta‐ 

bility of the vegetable oils, there is an alternative 

method where genetic modifications is employ on 

oil producing crops. Recent advances in genetic 


65

engineering and hybrid breeding technology 

have made it possible to alter the physical prop‐ 

erties of vegetable oils by changing their fatty 

acid profiles. This has allowed an improvement 

of the oxidation stability by increasing the oleic 

content of the oil. The resulting high oleic base 

stock oils with additional antioxidants have 

been shown to be as good as or better than 

petroleum oils in oxidation stability trials [10]. 

Examples of the usage of vegetable oil based 

hydraulic fluids are the Sawfish logging robot 

deployed by the Triton Logging, a Canadian 

company, in Lois Lake, British Columbia. The 

underwater robot harvested submerged trees 

using a hydraulic grappling pincer and electric 

chain saw. The hydraulic grappler is powered 

with vegetable oil instead of petroleum based 

or synthetic based hydraulic fluids. The com‐ 

pany aim is to harvest the dead but well pre‐ 

served submerged forest thus eliminating the 

need to cut down living trees onshore and at 

the same time did not pollute the aquatic envi‐ 

ronment of the lake [12]. 

Feasibility of Palm‐Oil Based Fluid 

Many research and developments of hydraulic 

fluids made from vegetable oils has been done in 

Europe and the United States focusing on rape‐ 

seed, soybean and canola oils by various inde‐ 

pendence and government sponsored laborato‐ 

ries such as the New York’s Brookhaven National 

Laboratory, Albuquerque’s Sandia National Labo‐ 

ratory and the University of Iowa as early as 

1991 [2,6]. These researches and the subsequent 

commercial products show that rapeseed and 

soybeans oils are suitable for hydraulic fluids 

base oils and with its additives, able to perform 

almost equally with petroleum based and syn‐ 

thetic fluids. However, these oils are sources and 

processes in Europe or the United States and to 

utilize these environmentally friendly oils in the 

South East Asia region will be costly in term of 


imports and transportation. Further with the 

region own petroleum reserves especially in Ma‐ 

laysia, it is more economic to continue using pe‐ 

troleum based hydraulic fluids rather than im‐ 

porting the bio fluids from overseas. 

As one of the world top vegetable oil, palm oil 

can be a possible choice for further development 

as a base oil for hydraulic fluids especially since 

palm oil can be found in abundance in Malaysia. 

Palm oil contains over 40% oleic acid and around 

35% palmitic acid. Almost 60% of fatty acids of 

the oil are unsaturated while stearic, palmitic 

and myristic are saturated [13]. The suitability of 

palm oil as hydraulic fluid base oil is compared 

with other vegetable oil through the melting 

point and iodine values as shown in table 1 be‐ 

low. 

Table 1: Common vegetable oil melting 

points and iodine values [11] 

The iodine value is a measure of unsaturation of 

vegetable oil. The saturated property of the oil 

imparts a strong resistance to oxidative rancid‐ 

ity. Thus the thermal and oxidative of the oil can 

be improved if the oil has lower iodine value. A 

high iodine value indicates that the oil needs to 

be mix with ethylene oxide and/or propylene 


66

oxide or other anti‐oxidant additives [8]. The 

melting point indicates at which temperature 

the oil will start to solidify thus making it useless 

as hydraulic fluid base oil. A high melting point 

will require the oil to be treated with more addi‐ 

tives to reduce its melting point to practical val‐ 

ues. Table 1 showed that the palm kernel oil and 

palm oil have relatively low iodine values com‐ 

pared to other vegetable oils. This indicates that 

palm kernel oil and palm oil have better anti‐ 

oxidant properties compared to rapeseed oil and 

soybean oil hence require less anti‐oxidant addi‐ 

tive. The downside is that the melting points are 

relatively high at 24 o C for the kernel oil and 35 o C 

for the palm oil. More additives are required to 

bring down the melting points of palm oils to be 

comparable with rapeseed oil and soybean oil. 

Researchers from Universiti Malaysia Tereng‐ 

ganu have experimented crude palm oil mixed 

with Irgalube 343 additive for a hydraulic test rig 

using the mixed fluid to actuate hydraulics linear 

and rotary cylinders. It is reported that after 

more than 100 hours of continuous testing, the 

fluid mixture demonstrate an increased of vis‐ 

cosity. Obviously, further experiments with 

other types of additives are necessary to obtain 

palm oil mixture which is capable to sustain its 

viscosity after hours of usage [13]. 

Another palm oil based hydraulic fluid research 

was done by the Malaysian Palm Oil Board 

(MPOB) under the Ministry of Plantation Indus‐ 

tries and Commodities. The result was a success‐ 

ful production of a hydraulic fluid with viscosity 

grade ISO 46 with good viscosity index and mod‐ 

erately low pour point. The properties of the 

palm based hydraulic fluid developed by MPOB 

compared with typical petroleum based fluid are 

given in table 2 [14] . 


Table 2: Properties of the MPOB Palm Based Hydraulic Fluid, 

Hy‐Gard Petroleum Based Fluid and AMSOIL Synthetics [14] 

Based from the researches of MPOB, palm oil 

based hydraulic fluid is reported feasible espe‐ 

cially for use in temperate climate i.e. in tropical 

countries. Comparing palm oil based hydraulic 

fluid with petroleum based hydraulic fluid and 

AMSOIL synthetic esters hydraulic fluid for com‐ 

mon hydraulic applications, palm based fluid 

have similar properties except for its low pour 

point. 

Conclusion 

The feasibility of using vegetable oil based hy‐ 

draulic fluids has already been proven with the 

development and commercial availability of 

rapeseed oil and soybean oil based hydraulic 

fluids in Europe and the United State. Comparing 

the properties of raw, unprocessed palm oil with 

other major vegetable oil indicates the possibil‐ 

ity of utilizing palm oil as base oil for hydraulics 

fluid for temperate climate due to the high melt‐ 

ing point and pour point of palm oil compared 

with other vegetable oils (rapeseed, canola, soy‐ 

beans etc). Several researches has been done by 

Malaysian researchers on the palm based hy‐ 

draulic fluid and its suitable additive. 


67

The technology to produce hydraulic fluid from 

palm oil is already available. What is needed is 

the capability to manufacture the fluid in size‐ 

able quantities at an acceptable cost to pro‐ 

mote usage especially in the maritime field. Fur‐ 

ther step to be taken is the will of the Malaysian 

government to regulate the usage of environ‐ 

mentally unsafe hydraulic fluids in Malaysian 

waters. Legislation has played a major role in 

Europe in promoting vegetable oil based fluid in 

high risk area. Germany for example mandated 

the use of environmentally friendly fluid in its 

waterways by prohibiting the use of petroleum 

based fluid on its inland waters. The legislation 

resulted in Germany having 45% market share 

of vegetable based fluids and lubricants in 

Europe mainly produced from rapeseed oil [10]. 

If similar legislation can be applied in Malaysia, 

more interest can be expected in producing 

palm based hydraulic fluids for use in Malaysian 

waters. 

References: 

1. Skinner, Samuel K; Reilly, William K. (May 1989) (PDF). 

The Exxon Valdez Oil Spill. National Response Team. (online) 

http://www.akrrt.org/Archives/Response_Reports/ 

ExxonValdez_NRT_1989.pdf (Accessed March 9, 2008). 

2. Brookhaven National Laboratory. “Biobased Hydraulic 

Fluid Use at Brookhaven National Laboratory.” (online) 

http://www.bnl.gov/esd/pollutionpreve/docs/P2% 

20Award%20Nominations/Biobased%20Hydraulics.pdf 

(Accessed March 9, 2008) 

3. Honary, Lou A. T. “Soybean Based Hydraulic Fluid.” 

United States Patent Number 5,972,855. 26 Oct 1999 

4. Isbell, A. T. “Agricultural Research Series: Biodegradable 

Plant‐Based Hydraulic Fluid.” USDA News and Event. Nov 1998. 

http://www.ars.usda.gov/is/AR/archive/nov98/oil1198.htm 

United State Department of Agriculture (1998) 

5. Johnson, Glenn. Ed. “Environmentally Safe Hydraulic Oils 

Part 1 & 2. Articles posted on Feb 20, 2008. http:// 

www.processonline.com.au/articles/749‐Environmentally‐safe‐ 

hydraulic‐oils‐Part‐1 

6. Rose, B and Rivera P. “Replacement of Petroleum Based 

Hydraulic Fluids with a Soybean Based Alternative.” United 


State Department of Energy. http://www.er.doe.gov/epic/docs/ 

soypaper.htm 

7. Klein et al. “Triglyceride‐Based Base Oil for Hydraulic Oils.” 

United States Patent Number 5,618,779. 8 April 1997 

8. Rudnick, R.L. “Synthetics, Mineral Oil, and Bio‐Based Lubri‐ 

cants: Chemistry and Technology.” CRC Press. 2005 

9. IMO (1997). “MARPOL 73/78, Consolidated Edition 1997.” 

London. International Maritime Organization. 

10. Nelson, J. “Harvesting Lubricants.” The Carbohydrate Econ‐ 

omy. Vol 3, Issue No. 1. Fall 2000 

11. Calais, P. and Clark, A.R. “Waste Vegetable Oil as Diesel 

Replacement Fuel.” (2004) Murdoch University and Western 

Australia Renweable Fuels Association, Western Australia 

12. Tenenbaum, J.D. “Underwater Logging: Submarines Redis‐ 

covers Lost Woods.” Environmental Health Perspectives. Vol‐ 

ume 112, Number 15. November 2004. 

13. Wan Nik, W.B, Ani F.N., and Masjuki, H.H. “Rheology of 

Environmental Friendly Hydraulic Fluid: Effect of Aging Period, 

Temperature and Shear.” Proceedings of the 1 st International 

Conference on Natural Resources Engineering & Technology 

2006 24‐25 th July 2006, Putrajaya, Malaysia. 

14. Yeong, S.K; Ooi, TL and Salmiah A. “Palm‐Based Hydraulic 

Fluid.” MPOB TT No. 281. MPOB Information Series, June 2005 


68



JOINING OF DISSIMILAR MATERIALS BY DIFFUSION BONDING/ DIFFUSION 

WELDING FOR SHIP APPLICATION 

FAUZUDDIN AYOB* 



Received: 20 September 2010; Revised: 27 October 2010 ; Accepted: 28 October 2010 

ABSTRACT 

The diffusion bonding process is normally used to fabricate parts that require high quality and strong welds, involving 

intricate parts that are costly or impossible to manufacture by conventional means or when the materials used are not 

suitable in a conventional fabrication process. This specialized welding process has found considerable acceptance in the 

manufacturing of aerospace, nuclear and electronics components. 

Explosion bonding/ welding is being applied in the mass production of ‘triclad’ of aluminum and steel joining which used 

as transition joints for ship of steel hull and aluminum superstructure and other ship applications. Some disadvantages of 

this process are it requires high energy explosive materials to be used and have to be conducted remotely as it produces 

incredible noise. Diffusion bonding shall be explored as the alternative process to the production of these transition 

joints. 

Keywords: Diffusion, bonding, welding, explosion bonding 

DEFINITION AND PRINCIPLE OF DIFFUSION 

BONDING 

Referring to the “AWS Master Chart of Weld‐ 

ing Processes” of American Welding Society, a 


Email address: fauzuddin@mimet.unikl.edu.my 

relationship between diffusion bonding/ diffu‐ 

sion welding with other solid state welding 

processes as well as other available welding 

processes was derived as in Fig. 1 


69

Diffusion bonding is a joining process between 

materials wherein the principal mechanism for 

joint formation is solid state diffusion. Coales‐ 

cence of the faying surface is accomplished 

through the application of pressure at evevated 

temperature. No melting and only limited macro‐ 

scopic deformation or relative motion of the parts 

occurs during bonding. Microscopic deformation 

followed by recrystallization occurs. Near the 

bond zone, self diffusion in the same materials 

and inter diffusion between the materials takes 

place simultaneously. New crystalline forms of the 

original elements and inter‐metallic compounds 

may grow during the process (Paulonis, “Diffusion 

Welding and Brazing”). 

Other terms which are sometimes used synony‐ 

mously with diffusion bonding include diffusion 

welding, solid state bonding, pressure bonding, 

isostatic bonding , and hot press bonding. 

A three‐stage mechanistic model, as de‐ 

scribed by Paulonis (“Advanced Diffusion Weld‐ 

ing Process”), shows the weld formation by diffu‐ 

sion bonding. See Fig. 2 

OBJECTIVE 

To describe the concept of diffusion bonding/ 


welding on the joining of dissimilar materials 

such as aluminum alloy and steel of various car‐ 

bon contents for ship applications. 

OUTCOMES 

The expected outcomes of this brief paper are: 

The influences of the bonding process parame‐ 

ters such as bonding pressure, temperatures, 

holding time (duration of pressure), vacuuming 

and the effect of the post‐bond heat treatment 

on the mechanical and metallographic proper‐ 

ties of aluminum and steel joining would be 

able to be analyzed, discussed and established. 

The effect of various carbon contents in steel and 

aluminum alloys on the joints properties will also 

be able to be analyzed, discussed and established. 

Optimum conditions and parameters of diffusion 

bonding that would result in ultimate strength and 

quality characteristics of diffusion bonded steel to 

aluminum alloy are able to be determined. 

The above expected outcomes would make possi‐ 

ble for the industrial production of aluminum and 

steel joining by diffusion bonding for ship applica‐ 

tions 


70

METHODOLOGY 

Description of Apparatus 

To achieve the desired outcomes, various 

apparatus are required, namely for diffusion 

bonding and post‐bond heat treatment. 

Apparatus for Diffusion Bonding 

The apparatus for diffusion bonding is de‐ 

signed to provide compressive loading (pressing) 

and heating in a vacuum at the interface of a 

specimen to be joined. The configuration of the 

working part of the apparatus is shown at Fig. 3. 

Apparatus for Post‐Bond Heat Treatment 

This apparatus is designed to carry out post‐ 

bond heat treatment for further diffusion 

processes to takes place in the diffusion cou‐ 

ples obtained by diffusion bonding. A sche‐ 

matic drawing of the annealing furnace, vac‐ 

uum chamber, specimen and its mounting is 

shown in Fig. 5. 


Materials and Specimen Preparation for Diffu‐ 

sion Bonding. 

Materials used in this study as parent metals 

are commercial grade aluminum and steel with 

various carbon contents. These materials are 

cut in a lathe to cylindrical specimen of sizes; 

12 mm diameter by 10 mm length, and 14 mm 

diameter by 20 mm length for metallographic 

observation and tensile test specimens respec‐ 

tively. This specimen and their assembly are 

shown in Fig. 6 and Fig.7 respectively. 4.3 

Bonding Procedure 

The specimens are positioned in the apparatus 

as shown in Fig. 3. The temperature used for the 

metallographic specimens is 600°C and for tensile 

specimen are 500°C, 550°C and 600°C. The bonding 

of these specimens is conducted under a dynamic 

vacuum pressure of the order of 10‐2 Torr for 30 

minute with bonding pressure of 0.5 kgf/mm. 


71

Heat Treatment Procedure 

Specimens for metallographic observations, 

after diffusional bonded, are sectioned axially 

into two halves and each half is mounted in the 

apparatus for post‐bond heat treatment, as 

shown in Fig 5. 


Metallographic Preparation and Examinations 

After diffusion heat treatment, the speci‐ 

mens are prepared for metallography. Photo‐ 

graphs of the prepared metallographic speci‐ 

mens, in the vicinity of diffusion zones, along 

the bonding interface are then taken by optical 

microscope. 

From the microphoto‐ 

graphs the microstructures 

of the diffusion zone are 

examined and the diffusion 

layer thickness measured 

directly. Electron probe 

analysis (EPMA) is also per‐ 

formed on some of these 

specimens to determine 

composition. 


72

Preparation and procedure for Mechanical 

Properties Testing 

Tensile test are carried out at a crosshead 

speed of 1.0 mm/min at room temperature. The 

ultimate strength and location of fracture are 

determined. The fractured surfaces are analyzed 

by X‐ray diffractometer using Cu‐k radiation. 

Fractured surfaces are observed by Scanning 

Electron Microscope (SEM) and fractographs ex‐ 

amined. SEM photographs of these interface 

fractured specimens are also taken. 

The metallographic specimens are also used 

for hardness testing. In this test, the microhard‐ 

ness tester of the Vickers hardness testing ma‐ 

chine is employed with loads of 5 and 10 grams. 

The hardness is measured across the bonding 

interface. 

BENEFITS OF DIFFUSION BONDING/ WELDING 

The diffusion bonding process is normally used 

to fabricate parts, when highly‐quality and high‐ 

strength welds are required, where part shapes 

are intricate and would be costly or impossible 

to manufacture by conventional means or when 

the materials used possess unique properties 

that interfere with, or area difficult to maintain 

during conventional fabrication processing. This 

specialized welding process has found consider‐ 

able acceptance in the manufacturing of aero‐ 

space, nuclear and electronics components. 

Further research of this concept would be 

beneficial at University level as it will focus on 

the development and validation of new joining 

techniques specifically for the dissimilar materi‐ 

als such as between steel and aluminum alloy. 

The potential success of a possible research will 

contribute enormously to the development of a 

new welding technology and scientific knowl‐ 

edge to the university and as an alternative fab‐ 

rication and production methods in the marine 

and other related industries. Joining of alumin‐ 


ium superstructure to steel deck and aluminium 

decks (or even bulkheads) to steel hulls and 

other ship’s components fabrication, fitting and 

mounting are examples of possibility of utilizing 

diffusion bonding technique in marine construc‐ 

tion. 

CONCLUSION AND RECOMMENDATION 

Realizing the important and benefits of the diffu‐ 

sion bonding/ welding as mentioned above, it is 

recommended that further research to be con‐ 

ducted at UniKL MIMET that would benefit the aca‐ 

demic fraternity in particular and the related indus‐ 

tries in general. 

REFERENCES 

1.AWS. 1938. “The AWS Master Chart of Welding Process”. 

AWS Welding Handbook American Welding Society, Miami, 

Florida 

2.D.F. Paulonis, “Diffusion Welding and Brazing”, Pratt and 

Whitney Aircraft Group, United Technologies, USA. 

3. D.F. Paulonis, “Advanced Diffusion Welding Process”, Pratt 

and Whitney Aircraft Group, United Technologies, USA. 

4.Tadashi Momono, 1990. “Diffusion Bonding of Cast Iron to 

Steel under Atmospheric Pressure”, Casting Science and Tech‐ 

nology, The Japan Foundrymen Society, Japan. 


73



DEVELOPMENT OF LEGAL FRAMEWORK GOVERNING THE CARRIAGE OF LIQUIFIED 

NATURAL GAS (LNG) WITHIN COASTAL WATER FROM CARRIER ASPECT 

(OPERATIONAL PROCEDURE) 

ASMAWI BIN ABDUL MALIK* 

Department of Marine Construction & Maintenance Technology 


Received: 12 July 2010; Revised: 2 August 2010 ; Accepted: 18 August 2010 

ABSTRACT 

The inevitable LNG evolution into coastal waters had reflected the lack and absence of clear guidelines on legal frame‐ 

work for governing the carriage of liquefied natural gas (LNG) within coastal water. IMO (Agenda item 21, MSC 83/ 

INF.3/2007) does not pay much attention to sustainable coastal water transport development due to the novelty of such 

industry and the traditional procedures of UN developmental bodies, that normally needs sufficient time to consider new 

and emerging phenomenon in their agenda of work. Thus it is 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 estab‐ 

lished rules and regulation. The main purpose of this study is to develop a legal framework model for the LNG transporta‐ 

tion and carriage by using the IDEF0 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. In the first phase, 

information on existing current legal practices were obtained through the literature study from applicable rules, regula‐ 

tions, conventions, procedures, policies, research papers and accident cases. In the second phase, a process model was 

drafted through an iterative process using the IDEF0 and the questionnaire is developed. From the questionnaire pilot 

test, each question blocks has shown an acceptable Cronbach’s Alpha value which is above 0.70. In the third phase, the 

preliminary of legal framework model is tested through forty five (45) potential respondents from various fields in legal 

practices and thirty eight (38) responded. A promising result was obtained where data exhibit normal distribution trend, 

even though every group has their own stand on the legal framework. The ANOVA output has generated P‐values of 

0.000. If P is less than or equal to the a‐level, one or more mean value are significantly different. Through data correla‐ 

tion test, the correlated element blocks show a range of 0.0 to 0.4. 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. 

INTRODUCTION 

In tandem with the increasing Liquefied Natu‐ 

ral Gas (LNG) production in the emerging mar‐ 

ket, the LNG is depleting fast and will be re‐ 

quired on a major scale to feed the world’s 

biggest gas market. Therefore, attention is 

needed to focus largely on the safety and secu‐ 

rity of LNG transported by marine transporta‐ 

tion at commercial facilities near populated 

areas. As the nation’s LNG facility become de‐ 

veloped, there is no special framework for the 


Email address: asmawiam@mimet.unikl.edu.my 

LNG coastal transportation. In response to the 

overall safety and security environment re‐ 

quirement, it is wise to seek a coastal water 

legal framework covering a broader under‐ 

standing of hazardous chemical marine ship‐ 

ments and efforts to secure them. Recognizing 

these fatal factors is important in promoting 

for a legal framework for LNG transportation in 

coastal water. 


74

Objective of the Research 

The research on development of legal frame‐ 

work governing the carriage of LNG within 

coastal water is expected to derive: 

�� relevant element(s) for a legal framework 

on the carriage of LNG within coastal water 

3.0 Research Statement 

In order to create relevant legal framework ele‐ 

ment (s), several situations identified are to in‐ 

fluence factors for safe transportation. The 

situations are as follows: 

�� Liberalization of importers power and gas 

market. 

�� Number of receiving or discharging 

�� Geographical topography that reduces the 

ability of LNG transportation. 

�� The high cost of pipeline network and de‐ 

gasification area development and invest‐ 

ment. 

�� 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 per‐ 

ceive the LNG storage as a time bomb. 

�� Imbalance in demand and supply of the LNG. 


Methodology 


75

Background and Problem Statement 

The paper (Industries Energy, Utilities & Mining, 

2007) has highlighted as the following: 

“Many companies are struggling to optimize 

their LNG portfolio of assets and contracts in 

a way that maximizes value. Opportunities 

for ‘arbitrage’ profits require ever more 

clever valuation and modeling. The companies 

that identify, assess and manage the 

increasingly complex interdependencies and 

uncertainties in the evolving LNG market will 

be the ones who take the profits. LNG relies 

on two vital ingredients – infrastructure and 

gas” 

The situation has indirectly rerouted the 

existing LNG system into a new market regime 

especially on its facilities from onshore to the 

coastal trend. It has induced the market player 

to get into this particular regime as it requires 

no land requisition. Thus a real ‘new world gas 

market’ began to emerge. However a ‘world gas 

market’ should not be confused with the much 

more flexible world oil market (Jensen, 2004). 

The Industries Energy, Utilities & Mining (2007) 

also highlighted on the regulatory aspects fol‐ 

lows: 

“Taking account of regulatory risk “LNG operations 

are spreading to many new locations. 

The maturity and format of regulatory 

frameworks vary considerably. The economic 

viability of an LNG chain can be influenced 

significantly by national or regional regulation, 

particularly on regasification facilities.” 

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 Not‐ 

teboom et al (2004), the only focused area in 

Snøhvit project Norway is on LNG port manage‐ 

ment. There is no formal framework to govern 


the carriage of this particular dangerous goods 

carriage. Hence, a special attention on the de‐ 

velopment of the Legal Framework on the 

Coastal Water for LNG transportation and appli‐ 

cation 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: 

�Overcoming problems associated with the trans‐ 

portation of LNG by land. 

�Towards cost effective LNG transportation in 

downstream market activities. 

�Provision of a healthy, safe and secure environ‐ 

ment 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 JGC Fiscal Interim Result. The 

above prediction is supported by Nilsen (2007), 

research on LNG Trade Volume, where momen‐ 

tous growth of short‐term trade from 1998 to 

2006 as shown in Figure 2.1. Thus, existing facili‐ 

ties need to be tripled by 2020 by all means and 

sizes as in Figure 2.2. 


76

Figure 2.1: LNG Trade Volume 1998, 2002 & 2006 

(Nilsen, 2007) 

Figure 2.2: 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 ap‐ 

proaches will no longer be cost and time effec‐ 

tive. The direction for future development has 

been reinforced by the few inventions of sub‐ 

players of the Oil & Gas Company such as the 

following and in Figure 2.3. 


�� Proposed development of smaller scale re‐ 

gasification terminals. 

�� Proposed development of Liquefaction hubs. 

�� Alternative source and uses of LNG. 

�� Gas storage for peak sharing. 

�� Proposed development of Shipboard regasi‐ 

fication. 


77

Figure 2.3 Illustration of Future Expansion in Coastal Water 

(Kaalstad, 2006). 

Traditionally, the regulation of maritime 

transport operations by seafaring countries has 

been motivated by the desire to establish and 

maintain: 

�� Standards as regards maritime safety and 

the protection of the marine environment; 

�� Participation of national fleets in the trans‐ 

port of its trade (although by and large in the 

OECD there exists unrestricted market ac‐ 

cess); 

�� Commercial regulations aimed at facilitat‐ 

ing the orderly conduct of business; and 

�� The ability of sea carriers to operate tradi‐ 

tional co‐operative liner services despite 

the presence of laws in many countries 

aimed at preventing anti‐competitive be‐ 

haviors. 

As mentioned by Luketa, A. et al (2008); such, 

the risk mitigation and risk management ap‐ 

proaches 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: 


�� Improvements in ship and termi‐ 

nal safety/security systems, 

�� Modifications to improve effec‐ 

tiveness of LNG tanker escorts, vessel 

movement control zones, and safety 

operations near ports and terminals, 

�� Improved surveillance and 

searches, and 

�� Improved emergency response 

coordination and communications 

with first responders and public 

safety officials. 

In this particular project research, the quanti‐ 

tative 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 popula‐ 

tion. 

Results on Carrier Aspect – Operational Proce‐ 

dure 

Table 3.1 shows the analysis on the sur‐ 

vey data obtained from the block of question‐ 

naires aimed at confirming ‘Operational Proce‐ 

dure’ as an element of the legal framework. The 

table shows an overall mean of 4.0683 and an 

overall standard deviation of 0.3869. Question 

1, 2, 8, 9 and 10 return with individual means 

above 4.0. Question 10 “LNG ships handling 

procedures while in harbour and restricted ba‐ 

sin are more stringent” scores the highest mean 

4.526 with standard deviation of 0.647. The rest 

of the questions (question 3, 4, 5, & 7) return 

with individual means lower than 4.0. Question 

6 “Coastal LNG ships require more crew than 

deep sea LNG ships” returns with the lowest 

mean of 3.368 and with standard deviation of 

1.207. 


78

Mean 

Median 

Table 3.1: Carrier Aspect – Operational Procedure 

3.4 

3.8 

3.6 

3.9 

Figure 3.1: B1 Graphical Summary 

Figure 3.1 shows the graphic plot of the 

analysis on this block of data. It shows p‐value is 

0.378. As the level of significance is above 0.05, 

the data is in normal distribution. The variance is 

0.1497. The skewness is ‐0.499290 indicating 

that the distribution is left‐skewed. The confi‐ 


3.8 

4.0 

4.0 

4.1 

4.2 

4.2 

dence intervals at 95% confident level are: 

Summary for B1 Average of Q uestion 

9 5 % C o n f id e n c e I n t e r v a ls 

4.4 

4.3 

4.6 

4.4 

A n d e rs o n -D a rlin g N o rm a lity T e s t 

A -S q u a re d 

0.36 

P -V alue 0.378 

M ean 4.0683 

S tD ev 0.3869 

V ariance 0.1497 

S kew ness -0.499290 

K urtosis -0.881537 

N 1 0 

M inimum 3.3684 

1st Q uartile 3.7632 

M edian 4.1184 

3rd Q uartile 4.4268 

M aximum 4.5263 

9 5 % C o n fid e n ce I n te rv a l fo r M e a n 

3.7915 

4.3451 

9 5 % C o n fid e n ce I n te rv a l fo r M e d ia n 

3.7534 4.4294 

9 5 % C o n fid e n ce I n te rv a l fo r S tD e v 

0.2661 0.7063 

�� µ (mean) is between 3.7915 and 4.3451. 

�� σ (standard deviation) is between 

0.2661 and 0.7063. 

�� the median is between 3.7534 and 

4.4294. 


79

Percent 

99 

95 

90 

80 

70 

60 

50 

40 

30 

20 

10 

5 

1 

3.0 

Discussion on Result 

Figure 3.2: Probability Plot of B1 Data 

The result discussion will cover on demo‐ 

graphic of the respondents, data distribution and 

ANOVA and also correlation. The raw data is exe‐ 

cuted by using Minitab Software and SPSS Statis‐ 

tical Software 

Demographic 

Probability Plot of B1 Average of Q uestion 

Norm al 

3.5 

Significantly, the majority of the feed‐ 

back by the respondents are on the ‘positive 

mode or positive inclination’ toward the re‐ 

search hypothesis. The returned status of the 

questionnaire is 84.4%. The respondents are 

92.1% men which reflect oil and gas industry 

practice where they usually prefer male em‐ 

ployees. 

4.0 

4.5 

B1 A verage of Question 

The 81.6% 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 on the oil and 

gas operation. Above 75% said that they are well 

aware of the LNG business development. 


Distribution 

5.0 

Mean 4.068 

S tD ev 0.3869 

N 10 

RJ 0.967 

P-Value >0.100 

To expand the idea of a drawn up legal 

framework, every legal aspect needs to be veri‐ 

fied through the survey. Questionnaires need to 

be developed from the hypothesis legal frame‐ 

work, then each of it need to be correlated. Be‐ 

fore proceeding into the data collection, the 

questionnaires need to be subjected through 

pilot test so that only effective questionnaires 

are sent out. Selective target groups who have 

legal knowledge will be taken into considera‐ 

tion. Based on Kreijie and Morgan,(1970), De‐ 

termine Sample Size for Research Education 

and Physiological Measurement, the author has 

selected the 45 number of sample size. Then as 

referred to Nazila (2007), she quoted Abdul 

Ghafar (1999), when samples came from one 

population it is categorized as case study sam‐ 

ple. In relation with current project, selected 

group is being considered which have know 

how knowledge on the LNG carriage. The data 

collection and compilation is needed during the 

second phase of project. The data is collected 

according to requirement of the application 

where it is able to represent to the situation 

required. 


80

From the result in Table 3.1, it shows that the 

mean value have ‘Relevant’ status. The differ‐ 

ence between mean and variance is ± 0.3869 

which is 9.51%. The result is way above the alpha 

value (5%) is mainly due to Q3 to Q6. These 

questions are about ‘Manning’ issue. It is under‐ 

standable because there are 84.21% not directly 

involved on the operation. They may not truly 

understand the basic requirement of LNG crew 

task. From the highest mean of question 10, it 

shows the majority of the respondents agreed 

on the coastal LNG operation demands for detail 

LNG ship operation procedure and handling. 

Closing Remarks 

The legal framework on the LNG car‐ 

riage within coastal water is the extended ver‐ 


sion of the current legal guide. As it is a new 

revolution that LNG carriage will inevitable 

come to the coastal zones, there is no literature 

of what have been done previously. This is high‐ 

lighting the new milestone of the legal develop‐ 

ment. Hence, this study was conducted to iden‐ 

tify the legal framework component as to en‐ 

sure safe and secure coastal water operation. 

This study shows that legal framework is re‐ 

quired in term of carrier aspect as identified at 

Figure 8.1. 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 sur‐ 

rounding in the event of mishandling or any 

mishaps. 

Figure 8.1 Legal Framework for Coastal LNG Carriage 


81

Recommendations and Suggestions 

Based on the finding of the study, here are some 

recommendation and suggestion in the hope to 

assist future researcher and for the benefit of all 

LNG group of people. Based on the intended set‐ 

ting of the study, it would be fruitful for future 

researcher to get more elements included in the 

framework. It can be done with further research 

and conference involvement. Collaboration with 

oil and gas companies such as MISC, PETRONAS 

and SHELL would bring about greater point of 

view. Experience in admiralty cases would pro‐ 

duce greater impact on the legal framework de‐ 

velopment. Future researchers have to look into 

the possibility to expand the components. 

References 

1. Industries Energy, Utilities & Mining, (2007), Value and 

Growth in the liquefied natural gas market. [Brochure]. 

Price Water House Coopers 

2. Kaalstad, J.,P., (2006), Offshore LNG Terminals Capital Mar‐ 

kets Day, APL Incorporation 

3. Krejcie, R., V., and Morgan, D., W., (1970), Determining 

Sample Sizes for Research Activities: Educational and Psy‐ 

hological Measurement, 30(3): 607 – 610 

4. Koji Morita (2003), “LNG: Falling Prices and Increasing 

Flexibility of Supply—Risk Redistribution Creates Contract 

Diversity,” International Institute of Energy Economics, 

Japan. 

5. Luketa, A., M., and Michael, H., Steve A., (2008), Breach 

and Safety Analysis of Spills Over Water from Large Lique‐ 

fied Natural Gas Carriers, Sandia Report 

6. Maritime Safety Committee, (2007), Formal Safety Assess‐ 

ment of Liquefied Natural Gas (LNG), Carriers, Interna‐ 

tional Maritime Organization (IMO) 

7. Morimoto, S., (2006), Fiscal 2006 Interim Result Briefing, 

JGC Corporation 

8. Nazila Abdullah (2007), Kajian Terhadap Kaedah Mengajar, 

Kefahaman, dan Pandangan Guru Terhadap Konsep Seko‐ 

lah Bestari di Sebuah Sekolah di Daerah Kulai, Universiti 

Teknologi Malaysia 

9. Revised Draft EIR (2006), Cabrillo Port Liquefied Natural 

Gas Deepwater Port 



82



OBSERVATION ON VARIOUS TECHNIQUES OF NETWORK RECONFIGURATION 

WARDIAH DAHALAN* 

Department of Marine Electric and Electronics Technology 


Received: 27 May 2010; Revised: 2 August 2010 ; Accepted: 12 October 2010 

ABSTRACT 

The shipboard power system supplies energy to sophisticated systems for weapons, communications, navigation, and 

operation. After a fault is encountered, reconfiguration of a shipboard power system becomes a critical activity that is 

required to either restore service to a lost load or to meet some operational requirements of the ship. Reconfiguration 

refers to changing the topology of the power system in order to isolate system damage and/or optimize certain charac‐ 

teristics of the system related to power efficiency. When finding the optimal state, it is important to have a method that 

finds the desired state within a short amount of time, in order to allow fast response for the system. Since the reconfigu‐ 

ration problem is highly nonlinear over a domain of discrete variables, various techniques have been proposed by the 

researchers. The main tasks of this thesis include reviewing the shipboard power system characteristics, studying and 

reviewing shipboard power system integrated protection, shipboard power distribution systems and typical loads of ship‐ 

board power system. A variety of techniques used in previous works have been explained in methodologies review. 

Many criteria and concepts are used as the basis for consideration in order to achieve the desired objectives. 

Keyword: Reconfiguration, Fault Location, Service restoration, Distribution Power System 

INTRODUCTION 

The Navy ship electric power system supplies 

energy to the weapons, communication sys‐ 

tems, navigation systems, and operation sys‐ 

tems. The reliability and survivability of a Ship‐ 

board Power Systems (SPS) are critical to the 

mission of a ship, especially under battle condi‐ 

tions. SPS are geographically spread all along 

the ship. They consist of various components 

such as generators, cables, switchboards, load 

centres, circuit breakers, bus transfer switches, 

fuse and load. 

The generators in SPS are connected in ring 

configuration through generator switchboards 

[1]. Bus tie circuit breakers interconnect the 

generator switchboards which allow for the 

transfer of power from one switchboard to 

another. Load centers and some loads are 


Email address: wardiah@mimet.unikl.edu.my 

supplied from generator switchboards. Load 

centers in turn supply power to power panels 

to which different loads are connected. Feed‐ 

ers then supply power to load centers and 

power panels. The distribution of loads is ra‐ 

dial in nature. For vital loads, two sources of 

power (normal and alternate) are provided 

from separate sources via automatic bus 

transfers (ABTs) or manual bus transfers 

(MBTs). Further, vital loads are isolated from 

non‐vital loads to accommodate load shed‐ 

ding during an electrical system causality. 

Circuit breakers(CBs) and fuses are provided at 

different locations in order to remove faulted 

loads, generators or distribution systems from 

unfaulted portions of the system. These faults 

could be due to material causalities of individual 

loads or cables or due to widespread system 


83

fault due to battle damage. Because of the 

faults and after isolating the fault, there are 

unfaulted sections which are left without sup‐ 

ply. It is required to quickly restore supply to 

these unfaulted sections of the SPS. This is ac‐ 

complished by changing the configuration of 

the system by opening and/or closing some 

switches (CBsMBTs/ABTs) to restore supply to 

maximum load in the unfaulted section of SPS 

to continue the present mission [28]. 

Shipboard Power System Characteristics 

Today’s SPS generally use three‐phase power 

generated and distributed in an ungrounded 

configuration. The ungrounded systems can 

keep equipment in continued operations in the 

event of the single‐phase ground fault. Un‐ 

grounded systems mean all cabling are insulated 

from the ship hull. Thus, it optimizes continuity 

of power (increase equipment reliability). 

SPS have different characteristics from typical 

utility power systems in overall configuration 

and load characteristics. Some of the unique 

characteristics of the SPSs are as follows: [38] 

�� There is very little rotational inertia relative 

to load in SPS. 

�� SPS are geographically smaller than utility 

power systems. 

�� SPS is an isolated system with no power 

supply from outside power system. 

�� SPS has a wider frequency range compared 

to the terrestrial power system. 

�� Shipboard prime movers typically have 

shorter time constant than prime movers in 

�� terrestrial power systems. 

�� Due to the limited space on shipboard, SPS 

does not have a transmission system. 

�� The electric power in SPS is transmitted 

through short cables. It leads to less power 


loss and voltage drop as copared to terrestrial 


�� There is a large portion of nonlinear loads rela‐ 

tive to the power generation capability. 

�� In SPS, a large number of electric components 

are tightly coupled in a small space. 

�� A fault happens in one part of the SPS may af‐ 

fect other parts of the SPS. 

�� A large number of electronic loads, such as 

combat, control and communication 

�� sensors, radiators, and computers are sensitive 

to power interruptions and power quality. 

�� Some electrical components, which affect the 

reconfiguration process, are unique to SPS such 

as Automatic Bus Transfers (ABT), Manual Bus 

Transfers (MBT), Low Voltage Protection de‐ 

vices (LVPs), and Low Voltage Release devices 

(LVRs). 

Due to these unique characteristics of the SPS, 

some of the mathematical expediencies used in 

terrestrial power system analysis may not be appli‐ 

cable to SPS accordingly. For example, infinite 

buses and slack buses do not have manifestations 

in SPSs. Constant voltage, constant frequency, and 

constant power simplifications are usually invalid in 

SPS. Also, the SPSs are tightly coupled both electri‐ 

cally and mechanically, requiring integrated model‐ 

ling of both systems [44]. A brief overview of the 

loads in the SPS is explained in the following sec‐ 

tion. 

Loads in the SPS 

The loads in the SPS provide various services to 

the ship. According to the importance of the ser‐ 

vices being provided, the loads in the SPS can be 

classified into non‐vital, semi‐vital, and vital‐loads 

in increasing priority order as follows: 

Non‐vital (Non‐essential) ‐ Readily sheddable 

loads that can be immediately secured without 


84

adversely affecting ship operations, survivability, 

or life. Examples are hotel loads such as heating 

and galley; ship, avionics, and ground support 

equipment shops; aircraft fueling systems; refrig‐ 

eration systems; and other loads that can be 

shut down for a short time until full electric 

power capability is restored. 

Semi‐vital (Semi‐essential) ‐ Loads important to 

the ship but that can be shut down or switched 

to the alternate plant in order to prevent total 

loss of ship’s electrical power. Examples include 

aircraft and cargo elevators, assault systems, 

some radar, communications, and seawater ser‐ 

vice pumps. 

Vital (Essential) – Non‐sheddable loads that af‐ 

fects the survivability of ship or life. Power to 

these loads is not intentionally interrupted as 

part of a load shedding scheme. Examples of vi‐ 

tal loads are generators, boilers, and their auxil‐ 

iaries; close‐in weapon systems; electronic coun‐ 

termeasures; tactical data system equipments 

with volatile memories; medical and dental op‐ 

erating rooms; and primary air search radar. 

The vital loads are required to be connected to 

two independent power sources in the SPS. If a 

load is classified as vital load at any major mis‐ 

sion of the ship, such as propulsion system, it has 

to be connected to the SPS through Automatic 

Bus Transfer (ABT). ABT is a device that can 

sense the loss of power from normal power 

source. When normal power is absent, ABT can 

automatically disconnect the load from the nor‐ 

mal power and switch the load’s power flow 

from an alternate power source. ABTs are de‐ 

signed to transfer loads very quickly. If a load is 

classified as a vital load in some missions and a 

non‐vital load in other missions, such as the 

lighting system, the load is connected to its SPS 

through a Manual Bus Transfer (MBT). MBT is a 

device, like an ABT, that can connect loads either 

to a normal power source or to an alternate 


power source. But unlike the ABT, the MBT must 

be shifted manually by an operator when the 

operator notices that the load’s primary source 

of power becomes unavailable. Loads that are 

classified as non‐vital loads in any missions are 

connected to only one power source in the SPS. 

The electric loads are hard wired to their source 

(s) at the time of ship construction. How “vital” 

they are is determined at that time and does not 

change unless the power system hardware is 

modified [36]. One of the important aspects in 

considering loads in SPS is Protection and inte‐ 

grated power system is one type of protection in 

SPS. 

Integrated Power System (IPS) 

The IPS design is applied because it is simpler 

and cheaper, and better to centrally produce a 

commodity such as electricity, than to locally 

produce it with the user of commodity. In the 

IPS, the ship service and the propulsion loads are 

provided by a common set of generators. The 

integrated power systems are currently used for 

a wide range of ship applications. The primary 

advantage of using integrated power systems is 

the flexibility to shift power between the propul‐ 

sion and mission‐critical loads as needed. The 

integrated power system can also improve the 

survivability and reliability of the SPS. It has been 

identified as the next generation technology for 

SPS platform and an important step to achieve 

the all‐electric ship initiative [44]. 

In SPSs, different faults may occur because of 

equipment insulation failures, over voltages 

caused by switching surges, or battle damage. 

Shipboard power protection systems are re‐ 

quired to detect faults and undesirable condi‐ 

tions and quickly remove the faults from the 

power system. 

Shipboard power protection systems are also 

required to maintain power balance for the re‐ 


85

maining part of the power system automatically 

and quickly. Therefore, an integrated power pro‐ 

tection system is necessary for SPSs to maximize 

service continuity and minimize loss‐of‐load 

caused by accidental system abnormal behaviour 

or hostile damage. Special characteristics of the 

shipboard power system, such as short cable 

length, high impedance grounding, and multiple 

possible system operation configurations, im‐ 

pose unique challenges on designing the protec‐ 

tion system for shipboard power systems. A well 

‐designed protection system should protect the 

overall power system from the effect of system 

components that have been faulted and should 

adapt to the power system reconfiguration prac‐ 

tices without any human intervention [39]. 

The integrated power system has two essential 

functions: fault detection and post‐fault recon‐ 

figuration. Currently, there are three available 

fault detection schemes including over‐current, 

distance, and differential schemes. The over‐ 

current fault detection scheme is difficult to co‐ 

ordinate for minimizing the fault isolation of 

power systems having multiple sources at differ‐ 

ent locations, such as shipboard power systems. 

The distance fault detection scheme is also not 

suitable for a shipboard power system with short 

transmission and distribution lines. On the other 

hand, the differential fault detection scheme is 

faster and more reliable for shipboard power 

systems with system level measurements. Ship‐ 

board power system fast fault detection can be 

implemented by the dynamic‐zone‐selection 

based differential protection scheme, which trips 

only the required circuit breakers to isolate the 

fault. Shipboard power post‐fault reconfigura‐ 

tion function, also called fast reconfiguration 

function, will evaluate the outcome of the fault 

and reconfigure the unfaulted part of the power 

system to minimize the loss‐of‐load. 

The main objective of Shipboard power distribu‐ 


tion systems are designed to minimize the size 

and weight, save money, and improve the surviv‐ 

ability of the vessel. Additionally, shipboard 

power distribution systems are desired to pos‐ 

sess the ability to continually transfer power to 

vital systems during and after fault conditions. 

There are two possible types of shipboard power 

distribution architecture radial and zonal. 

Radial electric Power Distribution 

Distribution lines are usually radial and operate 

at low‐level voltages in a radial shipboard power 

system. Current shipboard radial electric power 

distribution systems have multiple generators 

(typically three or four), which are connected to 

switchboards. The generators could be steam 

turbine, gas turbines, or diesel engines. The gen‐ 

erators are operated either in a split plant or a 

parallel configuration. The 450V, 60Hz three 

phase ac power is then distributed to load cen‐ 

ters. Each load is classified as being nonessential, 

semi‐essential, or essential . If there is any gen‐ 

eration capacity loss, a load shedding algorithm 

will be initiated based on load priority 

In a current navy ship power system, three‐ 

phase step‐down power transformers are nor‐ 

mally used. Both the transformer primary and 

secondary windings are connected in a delta, 

resulting in no reliable current path from the 

power lines to the ship’s hull. Therefore, the sys‐ 

tem has a high impedance ground and will not 

be affected by single phase grounded fault. 

Zonal electric power distribution 

The zonal power distribution system consists of 

two main power distribution buses running lon‐ 

gitudinally along the port and starboard side of 

the ship. One main bus would be positioned well 

above the waterline while the other would be 

located below the waterline, which maximizes 

the distance between buses and improves the 

survivability [47]. The effects of damage to the 


86

distributed system and other equipment should 

not disturb generators. The zonal architecture is 

flexible and saves the cost for short switchboard 

feeder cables and elimination of distribution 

transformers. A zonal distribution system also 

allows for equipment installation and testing 

prior to zone assembly [46]. 

Need for Reconfiguration 

Faults in a shipboard power system may occur 

due to material casualties of individual loads or 

widespread fault due to battle damage. In addi‐ 

tion to load faults, casualties can happen to ca‐ 

bles, power generating equipment, or power 

distribution buses. If the fault is severe, such as a 

generator fault, it may cause a power deficiency 

to the remaining power system, system load 

generation unbalance, and even an entire sys‐ 

tem collapse. After the fault has occurred, pro‐ 

tective devices operate to isolate the faulted 

section. But, this may lead to unfaulted sections 

that are not getting supplied. Therefore, it is re‐ 

quired to restore supply automatically and 

quickly to these un‐faulted sections of the ship‐ 

board power system to improve the system sur‐ 

vivability. This can be achieved by changing the 

configuration of the system by opening and/or 

closing switches to restore supply to maximum 

load in the un‐faulted sections of the shipboard 

power system. Reconfiguration can be aimed at 

supplying power to high priority loads and/or 

supplying power to maximum amount of loads 

depending upon the situation. The need recon‐ 

figuration is also proposed to maintain power 

balance of the remaining power system parts 

after fault detection and isolation. Fast recon‐ 

figuration is necessary for a shipboard power 

system considering the unique shipboard power 

system characteristics. 

Methodologies Reviews 

In recent years, several reconfiguration method‐ 


ologies have been proposed for power systems. 

With the advancement in the power system, the 

topology of power systems has become more 

complicated. However, in previous reconfigura‐ 

tion methodologies, no generic methodology was 

proposed for the reconfiguration of a power sys‐ 

tem with a complicated topology. Most of the 

previous reconfiguration methodologies are to‐ 

pology dependent. New reconfiguration method‐ 

ologies need to be researched and developed for 

power systems with large scale and complicated 

topologies [44]. 

There are slight differences between reconfigu‐ 

ration of terrestrial power system and shipboard 

power system. 

Reconfiguration of terrestrial power system 

The reconfiguration approach for power system 

can be implemented in centralized manner or in 

decentralized manner. In centralized approach, 

various methods are applied to the reconfigura‐ 

tion approach, such as evolutionary program‐ 

ming, heuristic method, artificial intelligent 

method, etc. 

The main advantage of the centralized ap‐ 

proaches for power system reconfiguration is that 

it is easy for the central controller to access re‐ 

quired information for reconfiguration reasoning. 

The central controller in a centralized approach 

can directly gather data from the sensors 

throughout the entire system. When there are 

changes in the system, the central controller 

can easily update its database for reconfigura‐ 

tion. The disadvantage of the centralized ap‐ 

proach for reconfiguration is that it may lead to 

the single point of failure in the system if the 

system lacks redundancy. 

The main advantage of the decentralized ap‐ 

proach for power system reconfiguration is the 

robustness. The decentralized approach is im‐ 


87

mune to the single point of failure because 

there is no central controller in the approach. 

Also the decentralized approach has more flexi‐ 

bility and scalability compared to the central‐ 

ized approach. However, the controllers in the 

decentralized system have limited access to the 

information of the system for control decisions. 

So, compared to the centralized approach, it is 

harder for the decentralized system to achieve 

the global optimal solution based on the limited 

information each controller has. 

Many of the proposed automatic reconfiguration 

methodologies are developed for distribution 

system reconfiguration. The distribution system 

is usually reconfigured for restoring the loads in 

the distribution system, decreasing the power 

loss in the distribution system, stabilizing the 

distribution system, etc. 

Schmidt et al [3] put forward a fast integer pro‐ 

gramming based reconfiguration methodology 

to minimize the power loss in a distribution sys‐ 

tem. The power loss in the distribution system is 

the electric power that is consumed by transmis‐ 

sion equipments, such as transformers, cables, 

wires, etc. This methodology is only applicable to 

radial power systems. 

Tzeng et al [4] proposed a feeder reconfiguration 

methodology for the distribution system. In that 

particular research, dynamic programming is 

used to find the optimal switching actions for 

load balancing in a distribution system. In a 

power system, the loads get electric power sup‐ 

ply from load feeders. The load feeders that sup‐ 

plies more loads need more current injections 

than those load feeder supplying lesser loads. 

This will cause the imbalanced current distribu‐ 

tion in the power system. With the same loads 

supplied in the power system, the imbalanced 

current distribution in the power system leads to 

more power loss than balanced current distribu‐ 

tion in the power system. The imbalanced cur‐ 


rent in the power system also leads to the over 

current problem and stability problem. The load 

feeders in the power system need to be bal‐ 

anced by switching the circuit breakers and 

other switching devices so that the current dis‐ 

tribution in the power system can be balanced.. 

Gomes et al [5] proposed a heuristic reconfigura‐ 

tion methodology to reduce the power loss in a 

distribution system. In this work, the optimal 

power flow and sensitivity analysis are used to 

find the reconfiguration solution. This reconfigu‐ 

ration methodology is only applicable to radial 


Hsu et al [6] proposed a reconfiguration method‐ 

ology for transformer and feeder load balancing 

in a distribution system. When the number of 

loads that are supplied through a load feeder 

increases, the current injection to the load 

feeder increases. The current that flows through 

the transformer is connected to the load feeder 

increases, too. It may lead to the risk of over cur‐ 

rent on the transformers and the transmission 

lines in the system. The proposed reconfigura‐ 

tion methodology is based on heuristic search. 

Another heuristic search based reconfiguration 

algorithm was proposed by Wu et al [51]. In the 

research, the reconfiguration methodology was 

applied to the radial power system for service 

restoration, load balancing, and maintenance of 

the power system. Zhou, et al [7] put forward a 

heuristic reconfiguration methodology for distri‐ 

bution system to reduce the operating cost in a 

real time operation environment. The operation 

cost in the power system is the power loss in the 

distribution system. The operation cost reduc‐ 

tion is based on the long term operation of the 

power system. 

The knowledge based systems, such as expert 

systems, have also been applied to the recon‐ 

figuration of power systems for a long time. 


88

Knowledge based system is a computer system 

that is programmed to imitate human problem‐ 

solving by means of artificial intelligence and 

reference to a database of knowledge on a par‐ 

ticular subject .Jung et al [8] proposed an artifi‐ 

cial intelligent based reconfiguration methodol‐ 

ogy for load balancing in a distribution system. 

An expert system was applied to the heuristic 

search in order to reduce the search space and 

reduce the computational time for the recon‐ 

figuration. 

Wu et al [9] proposed a Petri net based recon‐ 

figuration methodology for restoration of the 

power system. A token passing and a backward 

search processes are used to identify the se‐ 

quence of restoration actions and their time. 

This method can help to estimate the time re‐ 

quired to restore a subsystem and obtain a sys‐ 

tematical method for identification of the se‐ 

quence of actions. Y.L.Ke [10] proposed a Petri 

net base approach for reconfiguring a distribu‐ 

tion system to enhance the performance of the 

power system by considering the daily load char‐ 

acteristics and the variations among customers 

due to the temperature increase in the power 

system. 

Jiang and Baldick [11] proposed a comprehen‐ 

sive reconfiguration algorithm for distribution 

system reconfiguration. They employed simu‐ 

lated annealing to optimize the switch configura‐ 

tion of a distribution system. The objective of 

the reconfiguration is to decrease the power loss 

in the distribution system. Matos and Melo [12] 

put forward a simulated annealing based multi 

objective reconfiguration for power system for 

loss reduction and service restoration. A recon‐ 

figuration for enhancing the reliability of the 

power system was proposed by Brown [13]. A 

predictive reliability model is used to compute 

reliability indices for the distribution system and 

a simulated annealing algorithm is used to find a 


reconfiguration solution. 

Shu and Sun [14] proposed a reconfiguration 

methodology to maintain the load and genera‐ 

tion balance during the restoration of a power 

system. An ant colony optimization algorithm 

was used to search the proper reconfiguration 

sequence based on the Petri net model. Daniel 

et al [16] proposed an ant colony based recon‐ 

figuration for a distribution system. The objec‐ 

tive of the reconfiguration was to reduce the 

power loss in the power system. 

Salazar et al [16] proposed a feeder reconfigura‐ 

tion methodology for distribution system to 

minimize the power loss. A reconfiguration algo‐ 

rithm was proposed based on the artificial neu‐ 

ral network theory. Clustering techniques to de‐ 

termine the best training set for a single neural 

network with generalization ability are also pre‐ 

sented in that work. Hsu and Huang [17] put for‐ 

ward another artificial neural network based 

reconfiguration for a distribution system. The 

reconfiguration can achieve service restoration 

by using artificial neural network and pattern 

recognition method. 

Wang and Zhang [18] proposed a particle swarm 

optimization algorithm based reconfiguration 

methodology for distribution system. A modified 

particle swarm algorithm has been presented to 

solve the complex optimization problem. The 

objective of the methodology was to minimize 

the power loss in the power system. Jin et al [19] 

introduced a binary particle swam optimization 

based reconfiguration methodology for distribu‐ 

tion system. The objective of the reconfiguration 

was load balancing. The reconfiguration method‐ 

ology proposed in that work can only be applied 

in the power system with radial configuration. 

Heo and Lee [20] proposed MAS based intelli‐ 

gent identification system for power plant con‐ 

trol and fault diagnosis. The proposed methodol‐ 


89

ogy can achieve the online adaptive identifica‐ 

tion for control in real time power plant opera‐ 

tion and offline identification for fault diagnosis. 

Enacheanu et al [21] proposed a distribution sys‐ 

tem architecture that can make the reconfigura‐ 

tion in the power easy to achieve. The reconfigu‐ 

ration in that work is to locate and isolate the 

faults in the power system. A remote agent is 

used in that work as a central controller for the 

reconfiguration of power systems. 

Nagata et al [22] proposed MAS based restora‐ 

tion methodology for power systems. The MAS 

proposed was composed of bus agents and a 

single facilitator agent. The bus agent decides a 

suboptimal target configuration after faults oc‐ 

cur. A facilitator agent was developed to act as a 

manager for the decision process. The existence 

of the facilitator agents make the methodology 

centralized. Liu et al [37] put forward another 

restoration method for the power system. How‐ 

ever, this method is also centralized because the 

restoration decision is made with the help of 

coordinating agents that have global information 

in the MAS. 

Nagata et al [50] improved the method proposed 

in [22]. In the MAS proposed in [50], the coordi‐ 

nation functions were distributed to several fa‐ 

cilitator agents instead of one facilitator agent. 

The facilitator agents coordinate with each other 

autonomously. However, each facilitator agent 

works as centralized coordinator in the local 

area. So the MAS proposed in that work is not 

completely decentralized. The proposed restora‐ 

tion can only be applied to a radial power sys‐ 

tem. Also, the reconfiguration method was 

tested on a small power system simulated on a 

PC. The agents’ performance in the restoration 

for a large power system was not provided. 

Wang et al [24] proposed a fuzzy logic and evolu‐ 

tionary programming based reconfiguration 

methodology for distribution systems. In this 


research, a fuzzy mutation controller is imple‐ 

mented to adaptively update the mutation rate 

during the evolutionary process. The objective of 

the reconfiguration is to reduce the power loss 

in the distribution system. Zhou et al [25] put 

forward another fuzzy logic based reconfigura‐ 

tion methodology for distribution system. A 

fuzzy logic based reconfiguration was developed 

for the purpose of restoration and load balanc‐ 

ing in a real‐time operation environment. Kuo 

and Hsu [26] proposed a service restoration 

methodology using fuzzy logic approach. In this 

research, the fuzzy logic based approach was 

estimated the loads in a distribution system and 

devised a proper service restoration plan follow‐ 

ing a fault. 

Various methods have been applied to the re‐ 

configuration process of the terrestrial power 

system. However, most of the reconfiguration 

methodologies are centralized. A central control‐ 

ler is a requirement to gather data from the 

power system, make reconfiguration decisions 

after calculation and analysis. 

Shipboard Power System Reconfiguration 

Compared to the terrestrial power systems, the 

SPS has its unique characteristics. Based on the 

unique characteristics of the SPS, some recon‐ 

figuration methods have been proposed. Some 

of the significant literature of the SPS reconfigu‐ 

ration process of the SPS is reviewed below. 

Butler and Sarma [27] propose a heuristics based 

general reconfiguration methodology for 

AC radial SPSs. The reconfiguration process is 

applied to the SPS for service restoration. The 

reconfiguration process is based on the initial 

configuration and desired configuration details 

of the system, such as the list of load con‐ 

nected /disconnected to the SPS, list of available 

component (cables, circuit breakers, etc) in the 

SPS, etc. 


90

Again Butler and Sarma [28] put forward an opti‐ 

mization method that can be applied to the re‐ 

configuration of SPS. The objective for reconfigu‐ 

ration is to maximize the load restored in the 

SPS. A commercial software package is used for 

solving the optimization problem in the recon‐ 

figuration process. Butler and Sarma [29] im‐ 

prove the reconfiguration methodology pro‐ 

posed in [28]. The reconfiguration methodology 

is similar to the reconfiguration methodology 

proposed in [28]. However, in this work, more 

constraints, such as voltage constraints for buses 

in the SPS, are applied to the reconfiguration 

compared to the work in [28]. In [27] and [28], 

the reconfiguration methodology is imple‐ 

mented by using a commercial optimization soft‐ 

ware, which cannot provide a real time perform‐ 

ance. 

Srivastava and Butler [32] proposed an auto‐ 

matic rule based expert system for the recon‐ 

figuration process of an SPS. The objective of the 

reconfiguration process is to supply the de‐ 

energized loads after battle damage or cascading 

faults. In the event of battle damage or cascad‐ 

ing faults, a failure assessment (FAST) system 

detects faults, identifies faulted components in 

damaged sections, and determines de‐energized 

loads. The reconfiguration method uses the out‐ 

put of a FAST system, real time data, topology 

information and electrical parameters of various 

components to perform reconfiguration for load 

restoration of an SPS. 

Again Srivastava and Butler [33] proposed a 

probability based pre‐hit reconfiguration 

method. In this research, the reconfiguration 

actions are determined on the estimation of the 

damage that a weapon hit may cause before the 

weapon hit happens. The objective of the recon‐ 

figuration in this work is to restore the service in 

SPS and reduce the damage caused by weapon 

hit. This probabilistic reconfiguration methodol‐ 


ogy has two major modules: weapon damage 

assessment (WDA) module and pre‐hit recon‐ 

figuration module. The main goal of the WDA is 

to compute the expected probability of damage 

(EPOD) value for each electrical component in an 

SPS. The pre‐hit reconfiguration module takes 

the EPOD calculated by WDA as the input, and 

determines the reconfiguration actions to re‐ 

duce the damage to the SPS that may be caused 

by the weapon hit. 

Again the same author, Butler and Sarma [34] pro‐ 

posed automated self‐healing strategy for recon‐ 

figuration for service restoration in Naval SPS. A 

model of the 3‐D layout of the electrical network of 

shipboard power system using a geographical infor‐ 

mation system was explained. A self‐healing system 

is a system that when subjected to a contingency 

(or threat) is able to access the impact of the contin‐ 

gency, contain it and then automatically perform 

corrective action to restore the system to the best 

possible (normal) state to perform its basic func‐ 

tionality. 

In recent years, Multi Agent System (MAS) tech‐ 

nologies have been applied to the reconfigura‐ 

tion process in SPS. Srivastava et al [30] pro‐ 

posed MAS based reconfiguration methodology 

for automatic service restoration in the SPS. In 

this work, the overall function of the MAS is to 

detect and locate the fault(s), determine faulted 

equipments, determine de‐energized loads, and 

perform an automated service restoration on 

the SPS to restore de‐energized loads. The MAS 

also gives an output list of restorable loads and 

switching actions required to restore each load. 

The restoration methodology proposed in this 

research work is not completely decentralized. 

Feliachi et al [35] proposed a new scheme for an 

energy management system in the form of the 

distributed control agents for the reconfigura‐ 

tion of the SPS. The control agents’ task is to en‐ 

sure supply of the various load demands while 


91

taking into account of system constraints and 

load priorities. A graph theoretic self‐stabilizing 

maximum flow algorithm for the implementation 

of the agents’ strategies has been developed to 

find a global solution using load information and 

a minimum amount of communication. Although 

a simulation platform is developed to implement 

parts of the reconfiguration system, the simula‐ 

tion platform proposed in [35] is not a real time 

solution and cannot provide bandwidth require‐ 

ment and latency performance of the system. 

Solanki et al [34] proposed an MAS reconfigura‐ 

tion methodology for SPS. In this work the re‐ 

configuration process can isolate the fault and 

restore the power supply quickly and autono‐ 

mously. Also, this reconfiguration methodology 

can be applied only to radial SPS. Solanki and 

Schulz [36] demonstrated the MAS for the re‐ 

configuration of the SPS and the implementa‐ 

tion of the MAS. In the simulation of the recon‐ 

figuration process in [36] and [34], the MAS and 

SPS are implemented on the same PC. The com‐ 

munication bandwidth of the MAS cannot be 

researched by using this simulation platform. 

Sun et al [37] put forward a complete reconfigu‐ 

ration methodology for the reconfiguration of 

the SPS. The objective of the reconfiguration is 

to restore the loads in the SPS. The research is 

no central controller in the MAS. Each agent 

works independently and autonomously. The 

reconfiguration methodology proposed in this 

research, cannot be applied to SPSs with ring 

and mesh structure. 

E.J. William [48] proposed an Artificial Neural 

Network Algorithm (ANN) to determine fault 

locations on shipboard Electrical Distribution 

System (EDS). It traces the location of the fault 

on SPS. The EDS is protected when faults are lo‐ 

cated and isolated as quickly as possible. The 

goal is to increase the availability of shipboard 

EDS by locating and isolating faults by using 


Power system CAD (PSCAD) and ANN analysis. 

However the only problem with this is that the 

fault path accuracy is unpredictable and require 

sensitive current measurement device. 

Kai Huang and Srivastava [42] proposed a novel 

Algorithm for agent Based Reconfiguration of 

Ring‐structured Shipboard Power System. The 

goal of this research is to avoid the redundant 

information accumulation (RIA) problem in a 

multi‐agent system during the reconfiguration 

process of SPS. The RIA problem is like a posi‐ 

tive feedbacks loop and makes the information 

flow in the system unstable. Thus, the authors 

use the spanning tree protocol to detect and 

break the ring structure in an agent system. 

Discussion 

The literature review has revealed some impor‐ 

tant points which most of the reconfiguration 

methodologies for terrestrial power system and 

SPS are centralized solutions. Also, the simula‐ 

tion scenarios in these researches are not in real 

time and cannot provide the bandwidth require‐ 

ment latency performance of the system. From 

the analysis, the number of the researcher for 

terrestrial power system is greater than ship‐ 

board power system (SPS). There are only a few 

numbers of researchers who explore in the area 

of shipboard power system. Most of the cases 

are studied by the same researchers like Sarma, 

Buttler and Sarasvarti. The number of researches 

which focus on reconfiguration on fault location 

for shipboard power system is very few as com‐ 

pared to the terrestrial power system. 

From the literature, several approaches and 

methods have been proposed in the reconfigura‐ 

tion process for SPS. They vary in term of func‐ 

tions and applications. Many classical techniques 

have been employed for the solution of the re‐ 

configuration problem such as genetic algo‐ 

rithms (GA)[44,45], simulated annealing [12], 


92

particle swarm optimization (PSO)[13,18] tabu 

search[21], Multi Agent System (MAS) [20‐22] 

and etc. Generally, most of the techniques apply 

sensitivity analysis and gradient based optimiza‐ 

tion algorithms by linearizing the objective func‐ 

tion and the system constraints around an oper‐ 

ating point [51]. The results reported in the lit‐ 

erature were promising and encouraging for fur‐ 

ther research in this direction [51]. 

More recently, a new evolutionary computation 

technique, called Differential Evolutionary (DE) 

algorithm has been proposed and introduced [8]. 

The algorithm is inspired by biological and socio‐ 

logical motivations and can take care of optimal‐ 

ity on rough, discontinuous and multi‐modal sur‐ 

faces. The DE has three main advantages: it can 

find near optimal solution regardless the initial 

parameter values, its convergence is fast and it 

uses few number of control parameter. In addi‐ 

tion, DE is simple in coding, easy to use and it 

can handle integer and discrete optimization. 

The performance of DE algorithm was compared 

to that of different heuristic techniques. It is 

found that the convergence speed of DE is sig‐ 

nificantly better than GA[10]. Meanwhile in [12], 

the performance of DE was compared to PSO. 

The comparison was performed on suite of 34 

widely used benchmark problems. It was found 

that, DE is the best performing algorithm as it 

finds the lowest fitness value for most of the 

problems considered in that study. Also, DE is 

robust: it is able to reproduce the same results 

consistently over many trials, whereas the per‐ 

formance of PSO is far more dependent on the 

randomized initialization of the individuals [12]. 

In addition, the DE algorithm has been used to 

solve high dimensional function optimization (up 

to 1000 dimensions) [12]. It is found that, it has 

superior performance on a set of widely used 

benchmark functions. 


Conclusion 

From the observation of the previous works, 

most of the reconfiguration objectives in meth‐ 

odology are almost similar even the methods 

utilized are different. Among the most familiar 

objectives are minimizing the fuel cost, maximize 

the load restored, improving the voltage profile 

and enhancing power system voltage stability in 

both normal and contingency conditions. The 

results are compared to those reported in the 

literature. Among the methods proposed, DE 

algorithm seems to be promising approach for 

engineering problem due to the great character‐ 

istics and its advantages. A novel DE‐based ap‐ 

proach is proposed to solve the reconfiguration 

for service restoration problem in shipboard 

power system in recent year. However, GA algo‐ 

rithm and MAS algorithm are still applicable in 

the system. 

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1586. 


95



MOVING FORWARD TO BE A HIGH PERFORMANCE CULTURE ORGANIZATION: 

A CASE OF UNIVERSITY KUALA LUMPUR 

AZIZ ABDULLAH* 

Department of Marine Construction and Maintenance Technology 


Received: 6 September 2010; Revised: 28 September 2010; Accepted: 28 September 2010 

ABSTRACT 

This brief paper seeks to expound the move forward undertaken by University Kuala Lumpur (UniKL) to be a high perform‐ 

ance culture organization within a significant short period of time since its inception in early 2002. It further explores 

organizational sharing of shared core values held by members that help distinguish it from other similar organizations 

that offer a wide range of engineering technology courses in the higher education sector. It seeks to show that high per‐ 

formance culture of UniKL is made possible through a strong commitment by all members to excel in whatever they aspire 

to achieve. 

Keyword: Core Values, High Performance Culture, Commitment, Integrity, Innovation, Teamwork, Excellence 

INTRODUCTION 

University Kuala Lumpur (UniKL) was estab‐ 

lished in 2002 with the vision to make it a 

leading technical entrepreneurial university in 

Malaysia and the region. To realize this vision 

it focuses on the ‘hands on’ that stresses 

more on the application of knowledge. Its 

mission, thus, is to produce enterprising 

global technical entrepreneurs in specific 

technical areas of specialization namely, Com‐ 

puter Engineering and Telecommunication, 

Aviation, Automotive, Product Design and 

Manufacturing, Chemical and Bioengineering 

Technology, Medical Sciences and Marine 

Engineering Technology. 

UniKL is wholly owned by MARA under the 

Ministry of Rural and Regional Development 

and mandated by the government to upgrade 

the status of technical education in Malaysia. 

It has ten (10) branch campuses offering vari‐ 

ous diplomas, foundation, undergraduate 

and postgraduate programmes, that focus on 


Email address: azizabdullah@mimet.unikl.edu.my 

providing strong technological knowledge 

and entrepreneurial skills to fulfill the de‐ 

mands of industries. It practices the concept 

of ‘One Campus, One Specialization’, eg 

UniKL MIMET (Lumut branch campus) spe‐ 

cializes in marine engineering technology 

with focus on ship design and construction, 

while UniKL MIAT (Sepang branch campus) 

specializes in aviation technology. 

In ensuring the knowledge and capabilities of 

its graduates meet local industry needs it ac‐ 

tively collaborates with various ministries and 

agencies such as the Ministry of Entrepre‐ 

neur and Co‐operative Development (MECD); 

marine, civil aviation and transport depart‐ 

ments, as well as other related local and in‐ 

ternational relevant organizations that deal, 

among others, in aviation and maritime ac‐ 

tivities to help ensure standards of gradu‐ 

ates’ proficiency and skills match the indus‐ 

try’s specific needs. 


96

Positive transformation from its traditional or‐ 

ganizational culture towards a performance‐ 

driven culture helps UniKL’s success in remaining 

competitive and excelling in the areas of techni‐ 

cal entrepreneurship. This success was mani‐ 

fested through the Ministry of Higher Educa‐ 

tion’s announcement on July 12, 2010 with re‐ 

spect to the rating for Institutions of Higher 

Learning (Setara) that extolled UniKL as one of 

the top 18 universities of Malaysia to attain the 

‘Excellent’ rating. This high rating is attributable 

to its entrepreneurial achievements driven by a 

strong organizational performance–driven cul‐ 

ture. This culture refers to an accepted set of 

organizational core values that serve as the foun‐ 

dation for the transformation process. 

LITERATURE REVIEW 

In transforming UniKL’s traditional culture to‐ 

wards a performance ‐ driven culture the need 

to understand organizational structure and man‐ 

agement styles across cultures was further ex‐ 

plored (Dimitrov, 2005). Issues on culture, dif‐ 

ferences, motivation, and diversity were ex‐ 

plored in order to gain further understanding 

with regards to similar issues at UniKL. 

Exploring of culture dimensions (Hofstede, 

1980a) that identified dimensions along which 

organizational cultures differ, namely individual‐ 

ism, uncertainty avoidance, power distance and 

masculinity help provide a glimpse of how those 

dimensions fit into UniKL’s culture transforma‐ 

tional drive. It was observed that the cultural 

dimensions as expounded by Hofstede were pre‐ 

sent within the organizational culture of UniKL 

but they were within a positive context namely, 

there is a high degree of collectivism, low uncer‐ 

tainty avoidance, low power distance and equal 

balance of gender responsibility. These observa‐ 

tions would help inculcate stronger bonding 

among organizational members of UniKL. 


Examining the relationship between organiza‐ 

tional culture and transformational leadership 

(Xenikou and Simosi, 2006) revealed that trans‐ 

formational leadership of organizational culture 

influences organizational performance. The 

group further explored the findings to help it 

rationalize UniKL’s transformation from its tradi‐ 

tional culture towards one that extols a perform‐ 

ance driven organizational culture. 

UniKL’s organizational culture is uniquely differ‐ 

ent from other institutions of higher learning 

because it focuses more on application of knowl‐ 

edge (the hands‐on), without reducing the im‐ 

portance of knowledge acquisition itself. Thus, 

further review (Rchildress and Esenn, 2006) on 

findings concerning the combination of knowl‐ 

edge and skill that can be shared along the same 

parallels with UniKL’s transformation towards a 

performance‐driven culture was sought. It re‐ 

vealed, among other things, a finding that in or‐ 

der to achieve high performance, the secret lies 

in developing personal core values and behaviors 

that can help unlock the potential power of high‐ 

performance teams through individuals, which in 

turn, can help produce winning organizations. 

SIGNIFICANCE OF PAPER 

This paper is significantly important be‐ 

cause it involves, among others, a specific study 

on the organizational culture of a local university 

that collectively bears part of a crucial common 

responsibility with other universities in helping 

to sustain Malaysia as a competitive nation in 

producing qualified and capable professionals 

through its training and educational system to 

meet the increasing demands of Malaysia’s busi‐ 

ness and industrial growth. In exploring further 

on how organizational culture may influence to 

help achieve competitive advantage in an educa‐ 

tional organization that produces qualified and 


97

capable professionals to meet Malaysia’s indus‐ 

try needs, it has been decided that the focus 

should be on a local technical university. Uni‐ 

versity Kuala Lumpur (UniKL), that was founded 

through a national agenda to upgrade the status 

of technical education in Malaysia to a level that 

can help meet the needs of local industries and 

sustain Malaysia’s economic growth towards a 

developed‐nation status by year 2020 is consid‐ 

ered suitable for this study. A study of the or‐ 

ganizational culture of UniKL was chosen be‐ 

cause it is a good example of an educational or‐ 

ganization that has managed to go through an 

organizational culture transformation from a 

traditional to a performance‐driven culture. It is 

therefore most appropriate that lessons learnt 

from this transformation be shared for the bene‐ 

fit of everyone. 

UNDERSTANDING OF HIGH PERFORMANCE 

CULTURE (HPC) 

Organizational Culture, in simple term, is the way 

organizational members do things in their or‐ 

ganization. It is a system of shared meaning held 

by members that distinguishes the organization 

from other organizations (Robbins and Judge, 

2009). Culture drives an organization, its actions 

and results. It guides how employees think, act 

and feel. It is the "operating system" of the 

company, the organizational DNA. A perform‐ 

ance culture is based on discipline. This disci‐ 

pline promotes decisiveness and standards of 

excellence and ensures direct accountability. 

Such discipline is a main reason why commit‐ 

ments and expectations are always clear. As 

such, high performance organization is one that 

gives more focus and commitment to achieve 

better results through a performance ‐ driven 

culture. 


MAKING HIGH PERFORMANCE CULTURE WORK 

Four basic factors that contribute towards making 

high performance culture works at UniKL have been 

identified. Although these factors are commonly 

found in most organizations, it is appropriate that 

they are further elaborated for better understand‐ 

ing. The factors are as follows; 

Openness and trust: 

When there is openness and trust, frankness 

prevails. Frankness is encouraged because it 

implies a willingness to speak the unspeakable. 

An environment of trust reduces defensiveness 

when issues are raised. People react more hon‐ 

estly, ask questions more frequently, and are 

more spontaneous with their comments and 

ideas. The organization derives greater value 

from its talent, and employees get to develop 

their competence and contribute to success. 

Managed differences: 

Interpersonal differences result in conflicts. Con‐ 

flicts are addressed and unfulfilled commitments 

are exposed. This results in better ability to 

learn from the conflicts and take proactive action 

to correct potential differences. Alternatives and 

options are looked at without a pre‐determined 

outcome when people become less presumptu‐ 

ous. People express real opinions and move be‐ 

yond the perceived "safe talk." Issues can then 

be resolved more effectively. 

Simplicity and focus: 

Making things simple, less complex and being 

more focused ensures precise focus is directed 

towards implementation of objectives with clar‐ 

ity and precision that define what needs to be 

accomplished and how to accomplish it. There is 

a commitment at all levels to remove, not add, 

complexity from the way of doing business. Be‐ 

ing result‐driven and having fun are not seen as 


98

mutually exclusive, but rather compatible and 

dependent on one another. Changes occur, as do 

positive results. 

Playing to people's strengths: 

Leaders know their people and effectively match 

talent and task. Matching talent and task helps 

reduce wasted talent. Overly talented people 

may however complement those less talented to 

help in the smooth running of departments 

within UniKL. Leaders understand their people's 

strengths and how best to elicit these strengths 

from them. These organizational members focus 

more on building synergies, learning and build‐ 

ing on strengths and opportunities that help re‐ 

duce internal weaknesses and neutralizing exter‐ 

nal threats rather than on merely closing gaps 

that may only help address current problems, 

not potential or future problems. 

CORE VALUES AND STANDARDS BEHAVIOR OF 

EXCELLENCE (SBE) 

Core values are the primary or dominant 

values that are accepted throughout the organi‐ 

zation. In striving for high performance culture, 

UniKL had chosen a strong culture that has a 

greater impact on employee behavior. It is ob‐ 

served that UniKL’s strong culture results in the 

organization’s core values being both intensely 

held and widely shared by organizational mem‐ 

bers. Consistently, a strong culture can have a 

great influence on the behavior of its members 

because its high degree of sharing and intensity 

creates an internal climate of high behavioral 

control. 

The five (5) primary or dominant core values that 

are intensely held and widely shared by organ‐ 

izational members throughout the organization 

are identified as commitment, integrity, team‐ 

work, innovation and excellence. These core val‐ 

ues form the basis for the performance appraisal 


of organizational members with respect to the 

Key Performance Index (KPI) of UniKL. Under 

each core value UniKL further itemizes three (3) 

sub‐performance dimensions known as Stan‐ 

dards Behavior of Excellence (SBE) that provides 

a measurement on a Scale of 1 to 5. Thus, the 

performance of every organizational member of 

UniKL can be measured and weaknesses cor‐ 

rected to ensure that UniKL’s quest for high per‐ 

formance culture organization can be achieved 

and maintained by its organizational members. 

The core values and their sub‐performance di‐ 

mensions are as listed below; 

�� Commitment 

�� Punctual. 

�� Gets things done 

�� Delivers results 

�� Integrity 

�� Honest. 

�� Honors promises. 

�� Complies with rules and regula‐ 

tions. 

�� Teamwork 

�� Cooperative. 

�� Provides support. 

�� Puts organization first 

�� Innovation 

�� Competitive. 

�� Generates and shares ideas. 

�� Makes things better 

�� Excellence 

�� Passionate. 

�� Performs beyond expectation. 

�� Strives to be the best 


99

Commitment 

Table 1. Measurements for Commitment 

This core value refers to the willingness to do or 

act beyond the normal call of duty. Objectives 

are pursued until they are achieved. Organiza‐ 

tional members shall never give up and shall 

overcome all obstacles or challenges to achieve 

the organizational objectives. Nothing less than 

success is acceptable. In other words, commit‐ 

ment is not just the willingness to work due to 

some form of motivation but rather the willing‐ 

ness to do something for the love of doing it, 

for the joy and fun of doing it. The reward or 

satisfaction is when the job is completed with 


the highest quality. Table 1 shows the meas‐ 

urements for ‘Commitment’. 

Integrity 

This is a trait in us which makes us completely trust‐ 

worthy in all situations, at all times and everywhere. 

A person with integrity will not succumb to tempta‐ 

tions, carnal desires, self‐gratification or personal 

ambition. He values his honour more than anything 

else. Integrity is higher than ethics in that one may 

be ethical in office or home but not so outside the 

office or home. A person of integrity on the other 

hand will be ethical all the time, in all situations and 

everywhere. Table 2 shows the measurements for 

‘Integrity’. 


100

Table 2. Measurements for Integrity 

Table 3. Measurements for Teamwork 



101

Teamwork 

This trait refers to the “I” versus “We”. A team 

player is selfless and is always concerned about 

the whole team rather than his own self. In‐ 

deed, others are looked upon as either equals 

or even more important than his own self. A 

team player is usually more open‐minded, 

ready to acknowledge his own weaknesses in 

order to turn them into strengths. One who 

cannot admit mistakes are either foolish, igno‐ 

rant, arrogant or egoistic. Such people cannot 

be a team player, unless he or she is prepared 

to change. Table 3 shows the measurements 

for ‘Teamwork’. 


Innovation 

Innovative spirit refers to a readiness to look for 

better ways of doing things. A better way could 

be a faster way or a cheaper way or more effi‐ 

cient way of doing things. An innovative person 

is never satisfied with the status quo. He is not 

complacent and will always feel that the room 

for improvement is the largest in the world. One 

of Matsushita’s engineers told him that he could 

no longer improve the design of the face of the 

TV they were producing. Matsushita told him, 

“how come the human face can have billions of 

different features on much smaller size than the 

face of a TV. I am sure you can create new de‐ 

signs given that the face of the TV is much bigger 

than the face of a human being”. Table 4 below 

shows the measurements for ‘Innovation’. 

Table 4. Measurements for Innovation 


102

Table 5. Measurements for Excellence 

Excellence 

Excellence is the highest or the best quality one 

can achieve. According to a Hadith, the Holy 

Prophet was reported to have said, “Whatever 

you do, you must do well”. In other words, a 

Muslim cannot be doing anything that is not of 

high quality. Unfortunately, most often the qual‐ 

ity of our work is always low. The Qur’an uses 

the word “al‐ihsan” to mean excellence which is 

higher than that required to be “just” or “fair”. 

Indeed, justice or fairness is the minimum stan‐ 

dard that is required by the Qur’an. This is be‐ 

cause Islam does not allow us to be unfair or un‐ 

just. “To excel” means to extol the virtues of “al‐ 

ihsan” which in one definition “to do something 

as though you see Allah, and since you cannot 

see Allah, know that He sees you”. Table 5 be‐ 

low shows the measurements for ‘Excellence’. 


SUCCESS FACTOR OF HIGH PERFORMANCE 

CULTURE 

Success of High Performance Culture is attrib‐ 

uted to the fact that when an organization has 

clearly articulated strategic intent and core val‐ 

ues, along with disciplined people, it needs less 

hierarchy. When organizational members have 

disciplined thought, they need less bureaucracy. 

When they have disciplined action and strong 

leadership capability, they need less excessive 

controls. This is especially true with a reduced 

hierarchy within the organization of UniKL. The 

top management is easily reachable by all organ‐ 

izational members, more so in this era of im‐ 

proved means of communication that brought 

about advances in Information and Communica‐ 

tion technology. 

Although the organizational structure of UniKL is 

far from the flattened or contemporary structure 

commonly found in typical dynamic organiza‐ 

tions, the structure itself creates less bureauc‐ 

racy that requires less excessive controls. It is 

observed that the main factor contributing to‐ 

wards the success of UniKL becoming a high per 


103

Figure 1. UniKL transforming its traditional culture to a per‐ 

formance‐driven culture 

formance culture organization is the transforma‐ 

tion from its traditional culture towards a per‐ 

formance‐driven culture organization as charac‐ 

terized by the following Figure 1. 

Looking at the attributes of a performance– 

driven culture a critical point that can be ob‐ 

served is the focus on the external. Focusing on 

the external includes external stakeholders such 

as the customers as well as own family mem‐ 

bers. UniKL’s most important customer, namely 

the students, is the actual drivers who drive or‐ 

ganizational members to become high perform‐ 

ance workers through the embrace of a positive 

work culture. 

The role of high‐performance workers would not 

be sustainable without balancing work and fam‐ 

ily lives. Proper balancing of work and family 

lives by organizational members that is well sup‐ 

ported by management helps sustain high per‐ 

formance‐driven culture in the organization. On 


the contrary, traditional organizational work cul‐ 

ture would have focused on the internal, which 

is directed more towards own self, while neglect‐ 

ing important external stakeholders. 

Sourcing on issues concerning balancing work 

and family (Peter Berg et al., 2003) revealed that 

the culture of the workplace can have a signifi‐ 

cant impact on the ability of workers to balance 

their work and family lives. The article further 

examined the effects of high‐performance work 

practices on workers’ views about whether the 

company helps them balance work and family. 

Based on previous surveys the article managed 

to show that a high‐commitment work environ‐ 

ment characterized by high‐performance work 

practices and intrinsically rewarding jobs posi‐ 

tively influences workers’ perceptions that the 

organization is helping them achieve this work 

and family balance. This finding is in line with 

what exists at UniKL with regards to work life 

balance, rewards and recognition. 

Like in any other organizational culture, making 

it succeed and maintaining its success would 


104

have become a major issue without manage‐ 

ment’s commitment with regards to rewards 

and recognition, and UniKL is no exception. Con‐ 

versely, high performance culture comes with a 

conviction that without management’s commit‐ 

ment with regards to rewards and recognition 

UniKL may not be able to sustain its high per‐ 

formance‐driven culture. 

Evaluation of organizational members’ core val‐ 

ues and overall performance measurements as 

translated through the organizational KPI results 

in the following rewards and benefits; 

�� Annual Increment 

�� Promotion 

�� Recognition & Awards 

�� Merit Increment 

�� Merit Performance Reward/Bonus 

�� Special Incentives , that include Umrah, 

Vacation, Training 

�� Retirement Benefits, that include golden 

handshake, gratuity, higher employer 

contribution of EPF 

CONCLUSION 

�� The change from UniKL’s traditional organ‐ 

izational culture to a performance ‐ driven 

culture helps transform the university to be‐ 

come a high performance culture organiza‐ 

tion within a short period of time since in‐ 

ception in 2002. 

�� Organizational sharing of shared values held 

by members helps distinguish it from other 

similar organizations that offer a wide range 

of engineering technology courses in the 

higher education sector. 

�� High performance culture of UniKL is made 

possible by a strong commitment by mem‐ 

bers to excel in whatever they aspire to 

achieve. Strong commitment is reinforced 

through effective and transparent evaluation 

of organizational members’ core values and 


overall performance measurements as trans‐ 

lated through annual organizational KPI that 

results in fair rewards and benefits. 

�� Within the context of UniKL’s organizational 

members who extol the virtues of “al‐ihsan” 

which means “to do something as though 

you see Allah, and since you cannot see Al‐ 

lah, know that He sees you” it implies that 

they are taking their commitment towards 

their work to a spiritual level beyond nor‐ 

mal ethical dimensions. 

REFERENCES 

1. Berg, P., Kalleberg, A., and Appelbaum, E. (2003). Balanc‐ 

ing Work and Family: The Role of High‐Commitment Envi‐ 

ronments, Journal of Industrial Relations, Vol 42 Issue 2, 

Blackwell Publishing Ltd. 

2. Dimitrov, D. (2005). Cultural Differences for Organizational 

Learning and Training. International Journal of the Diver‐ 

sity, Vol 5, No 4, Common Ground Publishing. 

3. Hofstede, G (1980a). Culture’s Consequences. Beverly Hills, 

CA: Sage 

4. Robbins, S.P and Judge, T.A.(2009). Organizational Behav‐ 

ior. 13 th Edition. Pearson Prentice Hall, USA. 

5. Rchildress, J and Esenn, D. (2006). Secret of A Wining Cul‐ 

ture: Building High‐Performance Teams. Prentice Hall, 

India. 

6. Xenikou, A and Simosi, M, (2006). Organizational Culture 

and Transformational Leadership as Predictors of Business 

Unit Performance. Journal of Managerial Psychology, Vol 

21 Issue 6, Emerald Group Publishing Ltd. 


105



TIME‐DOMAIN SIMULATION OF PNEUMATIC TRANSMISSION LINE 

MOHD YUZRI MOHD YUSOP* 

Deputy Dean Academic & Technology 


Received: 28 October 2010; Revised: 2 November 2010; Accepted: 2 November 2010 

ABSTRACT 

Pneumatic equipment is widely used in industries for transferring energy or signal. Efficient modelling and simulation in 

time domain for gas filled transmission line is of great importance that will provide the foundation for complex pneu‐ 

matic systems. The basic physical relationships in pneumatics are well established. In this paper, the finite difference 

model combined with the lumped model is used to simulate the dynamics of air filled polyurethane pneumatic transmis‐ 

sion line in time domain. Compared with the experimental data, the simulation results show certain consistency, espe‐ 

cially in the response frequency. The radial expansion of the transmission line due to high working pressure is also con‐ 

sidered in the simulation algorithm. 

Keywords: Pneumatic, transmission line, time‐domain simulation, finite‐difference, lumped modelling. 

INTRODUCTION 

In recent decade, there has been great devel‐ 

opments and interest in utilising pneumatic 

system as a transmission medium. Advan‐ 

tages of pneumatic systems are that pneu‐ 

matic components are relatively cheap reli‐ 

able and can be easily and cheaply main‐ 

tained. It is also much cleaner than hydraulic 

systems. However, the elastic nature of the 

compressed air will pose difficulties in achiev‐ 

ing high accuracy control. 

There are mature theories on steady state 

analysis of pneumatic systems but the dy‐ 

namic analysis of pneumatic systems still re‐ 

quires further research. Manning (1968) used 

the method of characteristics for pneumatic 

line flows. The perfect gas state equation and 

the isentropic relations, together with the 

perfect gas relation for sonic velocity are used 

to replace the density and pressure in the 

continuity and momentum equations by using 


Email address: myuzri@mimet.unikl.edu.my 

the velocity terms. For simplicity, the heat 

transfer, viscosity, three‐dimensional effects 

and local changes in entropy across travelling 

pressure waves are neglected. The determi‐ 

nation of characteristic lines is the key point 

of this method. Separating the transmission 

line into sections and treating each of them as 

a volume in time‐domain simulation has pre‐ 

viously been investigated by Krus (1999) and 

(Xue and Yusop, 2005). 

Krus (1999) established the distributed model 

according to the state principle of thermody‐ 

namics. (Xue and Yusop, 2005) meanwhile 

utilise the equation of flow passing through 

an orifice to calculate the mass flow rate. 

Considering the transmission line as an elec‐ 

tric circuit, the time domain models were 

established by Franco (2004). This paper in‐ 

vestigates the time domain simulation of a 

pneumatic transmission line. The one‐ 

dimensional Navier‐Stokes equations are 


106

used to model the pneumatic transmission line 

Tannehill et al. (1997), which combines the 

lumped model (Xue and Yusop, 2005) to simulate 

the air dynamics in the transmission line. The 

experiment set‐up is shown in Figure 1. 

Figure 1: Experiment Set‐Up 

The valve is opened until the transmission line 

reaches a steady state. The valve is then closed 

and the system is allowed to reach a different 

steady state. Pressure transducers are used to 

record the pressure during this process. At the 

same time a mass flow meter is used to record 

the steady state mass flow rate. The simulation 

is then performed to verify the transient proc‐ 

ess of the fluid in the transmission line after the 

valve is fully closed. 

The blocked transmission line is considered to 

have N number of segments. Hence N numbers 

of pressure transducers are needed to capture 

the changes in air pressures along a 4m polyure‐ 

thane pneumatic transmission line which has an 

internal diameter of 5.0mm and a thickness of 

1.5mm. The change in system temperature is not 

considered in this study and the temperature is 

assumed to be constant at an ambient tempera‐ 

ture of 20°C. The change in transmission line di‐ 

ameter due to high system pressure is consid‐ 

ered during the simulation. 


MATHEMATICAL MODEL 

For a general three‐dimensional Navier‐Stokes 

equation, the following assumptions are made: 

1. The swirl of the working fluid in each cross sec‐ 

tion along the transmission line is omitted. 

2. The change in fluid properties along the radial 

direction is omitted. 

3. Perfect gas is considered ‐ 

The equations are then reduced to one‐dimensional 

format as follows: 

For continuity equation: 

�� 

� 

�t 

� 

�x 

��u��0 x 

and for momentum equation: 

p � � RT 

where ρ is the density, ux being the velocity 

along the axial direction, p is the pressure, R is 

the gas constant, T is the system temperature 

and μ is the dynamic viscosity. 

(1) 

(2) 


107

In order to update the boundary conditions, the 

first and the last segments are considered as 

two volumes (Xue and Yuzri, 2005). 

The equation used to calculate the mass flow rate 

passing through the orifice is used, which is: 

M� � C � C � A � P 

d 

m 

where the mass flow parameter is as shown below 

in equation (4). 

C 

m 

� 

d 

2� 

R 

��1� M d is the mass flow rate passing the orifice 

while Cd is the discharge coefficient. A is the ori‐ 

fice cross‐sectional area, Pu is the upstream stag‐ 

nation pressure (absolute), Tu is the upstream 

stagnation temperature (absolute), γ is the spe‐ 

cific heat ratio and Pvc is the static pressure at the 

vena contracta or throat. 

� 

Equation 4 is only valid when 

Otherwise the flow is considered to be choked and 

Cm will be constant at a value of 0.0405. Note that 

the ratio of specific heats g for air is 1.4. 

EXPERIMENT AND SIMULATION 

u 

�� 

P 

� 

� 

� 

�� 

� P 

vc 

u 

T 

The transmission line diameter is first calibrated 

by experiment to determine the influence of the 

system pressure onto changes in its radial dimen‐ 

sion. Highly incompressible liquid (water) is in‐ 

jected into a polyurethane transmission line 

which is blocked at one end. Different pressures 

are then applied to the other end. By recording 

changes in the liquid height, the transmission line 

u 

� 

� 

� 

� 

2 � 

� P 

� � 

� 

� P 

��1� (3) 

(4) 


P 

vc 

vc 

u 

P 

s 

� 

� 

� 

� 

� � 

� 0 . 528 

� 

� 

�� 

diameter changes can then be determined. Ex‐ 

periment results are listed in Table 1. 

Pressure [bar] Liquid Height [mm] 

Table 1: Transmission Line Diameter Calibrations 

It is assumed that the high pressure applied only ex‐ 

pands the transmission line along the radial direction 

and do not influence the dimension along the axial 

direction. The initial volume occupied by the water is 

1. 

88 

�10 

m 3 . Based on the assumption above, 

the relationship between the applied pressure and 

the internal diameter of the transmission line is as 

shown in Figure 2. 

0 95.82 

1 94.46 

2 93.72 

3 92.32 

4 91.59 

5 90.85 

6 89.27 

7 88.37 

�6 


108

Figure 2: Transmission Line Diameter Calibrations 

The relationship between the transmission line 

di‐ ameter and the 

�5 d � 3�10 

p � 0. 

005 applied pres‐ 

sure is as shown in equation (5). 

(5) 

The valve is first opened until the transmission 

line reaches a steady state. N pressure trans‐ 


ducers are used to record pressures corre‐ 

sponding to the N segments, and a mass flow 

meter is used to record air mass flow rate under 

the steady state condition. All these recorded 

values are then used as the system initial condi‐ 

tions for the simulation. The transient pressure 

values recorded by the pressure transducers at 

different positions along the transmission line 

Figure 3: Experiment Results for Blocked Transmission 

Line (PT=Measured Pressure by Pressure Transducer) 

when the valve is closed are as shown in Figure 

3. 


109

� � 

�� 

The dynamic viscosity in equa‐ 

tion (2) can be presented as shown below: 

(6) 

where ν is the kinematic viscosity. 

128 M� 

�p 

� 

�d 

�p 

d 

4 

l� 

Before the simulation is 

conducted, the kinematic viscosity needs to be 

determined and this is done by utilising equation 

(7) as shown below: 


(7) 

Note that is the pressure drop along a segment, and 

l is the segment length. 

By means of measured steady state pressure values, 

the calculated kinematic viscosity ν is identified as 

0.00011m 2 /s. 

For solving the partial differential equations (1) and 

(2), the rational numerical discrete method is used. 

Here, upwind method is used to discretize the 


110

PDE equations (1) and (2). Comparisons between 

simulation and experiment results are as shown in 

Figure 4. 

Figure 4: Comparisons between Simulation and Experiment 

Results (PS=Simulated Pressure) 

DISCUSSION 

The transmission line diameter calibration experi‐ 

ment shows that the relationship between the di‐ 

ameter and the exerted pressure is close to linear. 

This is then applied to the simulation algorithm to 

investigate the influence of the working pressure 

on the transmission line diameter expansion as 

shown in Figure 2. 

Figure 3 shows the pressure response in the 

transmission line after the valve is closed. When 

the valve is fully closed, the air will continue to 

flow downstream of the transmission line due to 

the presence of higher pressure and momentum 

at the upstream of the transmission line. There‐ 

fore the pressure downstream of the transmis‐ 

sion line will continue to increase until it reaches 

a peak value at which the velocity downstream is 

close to zero. The fluid then starts to flow in the 

opposite direction in the transmission line since 

the pressure downstream is larger than the pres‐ 

sure upstream. When the upstream pressure 

reaches new peak value, the fluid flows down‐ 

stream again. This process repeats itself though 

the peak pressure values reached as the time 

progresses at different transmission line posi‐ 

tions will gradually decreases due to the viscosity 

effect imposed on the travelling air. Finally, the 

system reaches a new steady state in which all 

the pressures along the transmission line arrived 

at a same constant value. 

A combined transmission line model is proposed 

in this paper. The simulation is based on the com‐ 

bination of finite difference model McCloy (1980) 

and lumped model (Xue and Yusop, 2005). The 

lumped model is used to update the boundary 


conditions, which is then applied to the first and 

the last segments. The parameters for the other 

segments are updated by means of finite differ‐ 

ence model in the simulation algorithm. 

Simulation results show good consistency com‐ 

pared with the experiment data especially in the 

pressure frequency response. The simulation re‐ 

sults also show that the air in the transmission 

line took a longer time to reach a new steady 

state compared with the experiment results. This 

is due to the fact that perfect gas is assumed. Per‐ 

fect gas assumes that the force between the at‐ 

oms or molecules in the gas is negligible. The oc‐ 

cupied volume of the atoms or molecules in the 

gas is also omitted under perfect gas conditions. 

On the other hand, under real gas conditions, due 

to the existence of the aforementioned factors, 

the influence of friction on the working fluid is 

larger. Furthermore when the atoms or molecules 

in the air hit the blocked end of the transmission 

line with a certain momentum, some of these at‐ 

oms or molecules are bounced back from the 

blocked end of the transmission line which is in 

the opposite direction of the air flow. The direct 

influence of this is a reduction in the total air en‐ 

ergy and this result in an earlier dissipation of the 

pressure wave in the captured data compared to 

the simulated results. 

CONCLUSION 

A time domain model describing the dynamics of air 

in a pneumatic transmission line is presented by con‐ 

sidering changes in air density, pressure and mass 

flow rate. The combined models are proposed to 

simulate the dynamics of trapped air in a blocked 

transmission line. In order to update the boundary 

conditions, the first and the last segments are consid‐ 

ered as two lumped volumes and these are then con‐ 

nected to the transmission line segments using an 

orifice model. The transmission line segments are 

expressed by means of finite difference model. The 

effectiveness of the proposed model is depicted 


111

through comparisons of simulated pressure re‐ 

sponses against pressures measured by practical ex‐ 

periments. The simulated results can be concluded to 

be successful since it does match well with the cap‐ 

tured experimental data though the simulated results 

show longer system transient state. 

REFERENCES 

1. Franco, W. and Sorli, M. (2004). Time‐domain Models for 

Pneumatic Transmission Lines. Power Transmission and 

Motion Control (PTMC 2004). 257‐269. 

2. Krus, P. (1999). Distributed Modelling for Simulation 

of Pneumatic Systems. 4 th JHPS International Sympo‐ 

sium. 443‐452. 

3. Manning, J.R. (1968). Computerized Method of Char‐ 

acteristics Calculations for Unsteady Pneumatic Line 

Flows. Transactions of the ASME, Journal of Basic 

Engineering. 231‐240. 

4. McCloy, D. (1980). Control of Fluid Power: Analysis 

and Design. 2 nd Edition, John Wiley & Sons. 

5. Tannehill, J.C., Anderson, D.A. and Pletcher, R.H. 

(1997). Computational Fluid Mechanics and Heat 

Transfer. 2 nd Edition. Taylor & Francis. 

6. Xue Y. and Yusop M.Y.M. (2005). Time Domain Simula‐ 

tion of Air Transmission Lines. 8 th International Sympo‐ 

sium on Fluid Control, Measurement and Visualization 

(FLUCOME). Paper 277. 



112



REQUIREMENTS OF INTERNATIONAL MARITIME LAWS IN THE DESIGN AND CON‐ 

STRUCTION OF A CHEMICAL TANKER 

AMINUDDIN MD AROF*, FIRDAUS TASNIM CHE PA, ISMAIL FAHMI JAMHURI, A’DLIN RAJA YAHYA 

Department of Marine & Design Technology 

BET Naval Architecture & Shipbuilding 


Received: 28 October 2010; Revised: 2 November 2010; Accepted: 2 November 2010 

ABSTRACT 

A Chemical tanker is a ship that carries chemical products with a high degree of purity and corrosiveness. These types of 

cargoes are different from other cargoes in that they have a lot more potential for danger to men and the environment. 

Such dangers could include flammability, toxicity and corrosive properties of extreme nature. In order to reduce the risk 

of accident, adherence to safety regulations and practices is extremely important. In ensuring safety of chemical tankers 

at sea, ship builders and ship owners need to observe all legal requirements through various international conventions 

and codes that have been introduced by IMO to enable their ships meet the qualification for the award of a Certificate of 

Class for Hull and Machinery issued by recognized Classification Societies on behalf of their flag states. 

Keywords: IMO, SOLAS, MARPOL 

INTRODUCTION 

The industrial use of chemical grew 

massively as the wings of globalisation and 

trade spread over the past several decades. 

Since the sea surface is the only avenue for 

transporting goods in bulk quantities across 

the oceans, the trade of chemicals via the wa‐ 

ter‐route is of vital importance for the indus‐ 

try and global trade. Apart from the different 

types of ships, there are ships which special‐ 

ize in carrying dangerous chemicals and they 

are commonly known as chemical tankers. A 

Chemical tanker is a ship that carries chemical 

products with a high degree of purity and cor‐ 

rosiveness. It is generally smaller than prod‐ 

uct carriers and has many compartments 

within the cargo tank to enable the simulta‐ 

neous transportation of various chemical 

products. Each cargo tank is composed of 

separate pipelines to prevent pollution of the 

cargo. These types of cargoes are different 


Email address: aminuddin@mimet.unikl.edu.my 

from other cargoes in that they have a lot 

more potential for danger to men and the 

environment as compared to other cargoes. 

Such dangers could include flammability, tox‐ 

icity and corrosive properties of extreme na‐ 

ture. Hence, in order to reduce the risk of ac‐ 

cident, a strict adherence to safety regula‐ 

tions and practices is extremely important. 

Safety is the state or condition of being 

protected against physical, social, psychological, 

technical, economical or other types of conse‐ 

quences of failure, damage, error or harm that 

may either affect human, things or the environ‐ 

ment. Excellent safety of the ship, her crew and 

the marine environment starts with a good 

ship’s structural design. Different ships are sub‐ 

jected to different risks and for a chemical 

tanker, the risk is very high. 


113

LEGAL REQUIREMENTS AND CONSTRAINTS 

In ensuring safety of chemical tankers at 

sea, ship builders and ship owners need to ob‐ 

serve all legal requirements imposed through 

various conventions and codes by the Interna‐ 

tional Maritime Organization (IMO). This will en‐ 

able their ships meet the qualification for the 

award of a certificate of Class for Hull and Ma‐ 

chinery issued by designated classification socie‐ 

ties. The IMO divides chemical tanker into three 

(3) groups namely vessels designed to carry the 

most hazardous cargo; vessels designed to carry 

less hazardous cargo than the first; and the ves‐ 

sels designed to carry the least hazardous chemi‐ 

cals (ICS, 2002). Among IMO’s conventions, the 

International Convention for the Prevention of 

Pollution from Ships, 1973 (MARPOL) and the 

International Convention for the Safety of Life at 

Sea, 1974 (SOLAS) are the most important trea‐ 

ties implemented to ensure the safety of chemi‐ 

cal tankers. 

The main criterion for the safety of a 

chemical tanker is the ship needs to be con‐ 

structed in double hull. MARPOL was amended 

in 1992 to make mandatory for tankers of 5,000 

dead‐weight‐tonnes (DWT) and above to be fit‐ 

ted with a double hull after July 1993. Double 

hull is a hull design and construction method 

where the bottom and sides of the ship have two 

complete layers of watertight hull surface. The 

outer layer acts as the normal hull of the ship, 

and the inner hull forms a redundant barrier to 

seawater in case the outer hull is damaged. 

Figure 1: Different types of Hull 


The space in between the two hull layers is 

often used as storage tanks for fuel or ballast water. 

Double hulls are a more extensive safety measure 

than double bottoms, which have two hull layers 

only at the bottom of the ship and not the sides. In 

low energy casualties, double hulls can prevent 

flooding beyond the penetrated compartment. 

MARPOL Annex 1 Chapter 4 Regulation 14 had in‐ 

troduced the requirement to have segregated bal‐ 

last tanks for all tankers. This means that the ballast 

tanks which are empty when carrying the cargo and 

only loaded with ballast water for the return leg 

must be positioned where the impact of collision 

likely to be the greatest. The ship should also be 

included with cofferdam type segregation or bulk‐ 

head of the sandwich type. The sandwich type bulk‐ 

head between two adjoining tanks must be at least 

760 mm but are usually broader to make it practical 

for human entry. 

Class 1 vessels need to be constructed with 

the emphasis on the prevention of cargo escaping 

as a result of collision or stranding. The construction 

specification requires all cargo tanks to be shielded 

by ballast tank, double bottom and cofferdams. As a 

result, actual cargo tank bulkheads are protected by 

void spaces or other tanks. Stability is also taken 

into account as a result of flooding of one or more 

wing tanks or void spaces as a result or standing. 

Vessels in Class 2 must be designed along similar 

lines, but the criterion is less stringent in some ar‐ 

eas. Vessels in Class 3 are judged to carry cargo 

which is less hazardous and are currently not re‐ 

quired to have an inner and outer skin as in Class 1 

and 2. The main restriction 

appears to be the limited 

dimensions of any one cargo 

tank. New vessels over 5000 

DWT are required to have 

double hulls. 


114

Since chemical products have high pu‐ 

rity and corrosiveness, corrosion protection and 

prevention is very important. The popular types 

of chemical tanker plate material is made from 

special types of stainless steel with a high resis‐ 

tant to corrosion from acid. Stainless steel used 

for bulkheads can be solid stainless steel or mild 

steel clad with stainless steel. Rubber is some‐ 

times used to line tanks carrying products 

mainly acids, which are unsuitable for use with 

stainless steel or coating. Zinc silicate is fre‐ 

quently used in tanks designed to carry alcohol 

as well as some types of solvents and other 

chemicals. It is necessary to inspect zinc coated 

bulkhead after they have been dried to ensure 

the coating has not been softened or otherwise 

damaged. 

The requirement for coating application 

is under MARPOL Annex II (Regulations for the 

Control of Pollution by Noxious Liquid Sub‐ 

stances). Before coating application, the steel 

temperature and relative air humidity in the tank 

are two basic factors to observe in ensuring the 

correct coating application. The application of 

coating starts from the bottom of the tank to the 

ceiling, because during application the evapo‐ 

rated solvents may flow to the bottom of the 

tank. Hence, the air in the tank is both renewed 

and dehumidified to keep clean atmosphere and 

steady temperature and humidity conditions. 

Figure 2: Application of coating 


The sequence of coating application also plays an 

important rule. If we consider a coating system of 

two parts (2 coatings), then we should apply the 

first coating to all tank surfaces for a specific dry 

film thickness. At this stage, as we approach the 

ceiling we must cover the tank bottom to avoid any 

overspray. 

Figure 3: Coating application sequence 

Some cargoes are required to be carried at 

certain temperatures. For that reason, heating coils 

are installed in the cargo tanks to keep the cargo at 

the required temperature. The heating substance is 

oil or water coming from a heat exchanger, so en‐ 

able the cargo to be carried at a desired range of 

temperatures (ExxonMobil, 2002). Chemical tankers 

must have a system for tank heating in order to 

maintain the viscosity of certain cargoes. Typically 

this system consists of a boiler which pumps pres‐ 

surized steam through so‐called “heating coils” 

made from stainless steel pipes in the cargo tanks, 

thus transferring heat into the cargo, which circu‐ 

lates in the tank by convection. 

In SOLAS Chapter II‐2, Regulation 4 Para‐ 

graph 5.5, tankers are also required to be fitted with 

an inert gas system. With the inert gas system, the 

protection against a tank explosion is achieved by 

keeping the oxygen content low. It will reduce the 

hydrocarbon gas concentration of tank atmosphere 

to a safe proportion. The problem is that impurities 

such as carbon and moisture are normally present 

in flue gases and it is difficult to use a conventional 

inert gas system with some chemical. 


115

Figure 4 : Typical arrangement of Inert Gas System 

Besides that, IMO also introduced emer‐ 

gency towing arrangement to enable vessels to 

be operated and controlled in cases of mechani‐ 

cal failures. Under SOLAS Chapter II‐1, Regulation 

3‐4, as for any other ships, navigational equip‐ 

ment of tankers needs to be duplicated. All new 

tankers of 20,000 DWT and above have to be 

fitted with an emergency towing arrangement 

fitted at both end of the ships. 

Figure 5: Emergency towing arrangements 


In ensuring the safety of personnel and 

navigation, personal life saving appliances and radio 

communication system are very important. Under 

SOLAS Chapter 3 Part B, there is a requirement for 

at least one lifebuoy on each side of the ship to be 

fitted with a buoyant lifeline equal in length to not 

less than twice the height at which it is stowed 

above the waterline at any time or 30 meters, 

whichever is greater. Not less than half of the life‐ 

buoys must have self‐igniting 

lights, not less than two of which 

must be provided with self activat‐ 

ing smoke signals which must be 

capable of quick release from navi‐ 

gating bridge. Besides that, a suf‐ 

ficient number of survival craft 

shall be carried for persons on‐ 

board and must be placed at areas 

that are readily accessible. En‐ 

closed lifeboat must be provided 

and for all chemical tanker. Life‐ 

boats must be equipped with self‐ 

contained air support system (if 

the cargo emits toxic gases). In addition, these life‐ 

boats must afford protection against fire for at least 

eight minutes (where the cargo is flammable). 


116

Figure 6: Enclosed life boat with self contained air support 

system 

For safety of navigation, installation of 

radio communication equipment is important. 

At least three (3) two‐way VHF radiotelephone 

apparatus shall be provided on every cargo ship 

of 500 gross tonnage and upwards. Furthermore, 

ships also need to be fitted with a Global Mari‐ 

time Distress and Safety System (GMDSS) for the 

purpose of providing a maritime mobile service 

identity. In this case, INMARSAT identity and 

ship’s serial number may be transmitted by the 

ship’s equipment and used to identify the ship in 

emergency situation (SOLAS Regulation 2). 

Figure 7: Layout cargo pump‐room with carbon dioxide fire‐ 

extinguishing system 


A chemical tanker is a vessel that has high 

risk of explosion. Chemical tanker Kemal Ka suffered 

explosion on board on 13 th June 2010, 13 nautical 

miles off Almedina, near Chipiona and on 29 th Feb‐ 

ruary 2004, a chemical tanker The Bow Mariner 

sinks after an explosion off the coast of Virginia. As 

a result, under SOLAS Chapter II‐2 Regulation 7, fire 

detection and alarm system must be installed in the 

tanker especially at places periodically unattended 

such as machinery spaces, the main propulsion and 

associated machinery. Smoke detector should be 

fitted at all stairways, corridors and escape routes. 

Under regulation 10, ships constructed on or after 

1 st July 2002, are required to be fitted with suitable 

fire fighting systems that can be operated from a 

readily accessible position outside the pump‐room. 

Cargo pump‐rooms shall be provided with a system 

suitable for machinery spaces for ships in category 

A. In this case, a carbon dioxide (CO2) fire‐ 

extinguishing system complying with the provisions 

of the Fire Safety Systems Code, such as the alarms 

giving audible warning of the release of fire extin‐ 

guishing medium shall be safe for use in a flamma‐ 

ble cargo vapour/air mixture. A notice shall be ex‐ 

hibited at the controls stating that, due to the elec‐ 

trostatic ignition hazard, the system is to be used 

only for fire extinguishing and not for inerting pur‐ 

poses. The extin‐ 

guishing method of 

CO2 gas is based on 

the reduction of the 

oxygen level in air to 

a certain level of CO2 

concentration. Com‐ 

bustion cannot be 

sustained in an at‐ 

mosphere containing 

a minimum of 34% of 

CO2. 


117

When transporting a bulk cargo which is 

liable to emit a toxic or flammable gas, or cause 

oxygen depletion in the cargo space, an appro‐ 

priate instrument for measuring the concentra‐ 

tion of gas or oxygen in the air shall be provided 

together with detailed instructions for its use 

(SOLAS Chapter 6, Regulation 3). In Chapter VII of 

SOLAS (Carriage of Dangerous Goods) the chemi‐ 

cal tanker which carries dangerous and hazard‐ 

ous cargoes are required to carry an appropriate 

document as evidence of such compliance. The 

document of compliance is normally issued by a 

classification society at the same time as the 

safety equipment certificate is issued. 

CONCLUSION 

In a nutshell, each class of vessel needs 

special requirements due to its unique opera‐ 

tion. All safety requirements are very important 

in the process of designing any ship. This is to 

ensure the vessels to be in seaworthy condition 

and safe for navigation as well as to avoid any 

threat either to the crew or goods being carried. 

The rules and regulations are made after de‐ 

tailed examinations on the causes of previous 

accidents at sea. However, these conventions 

are soft laws and only impose minimum require‐ 

ments. Flag states, port states, ship classification 

societies and other law enforcement bodies will 

then enforce their regulations after adopting the 

conventions into their own laws or standards. 

Shipowners will strive to minimize cost and maxi‐ 

mise profit in the operation of chemical tankers 

and other vessels. The various legal require‐ 

ments imposed by IMO will inherently result in 

higher acquisition and operating costs. Neverthe‐ 

less, the safety assurance provided by the imple‐ 

mentation of the various provisions from the 

IMO conventions should never be underesti‐ 

mated. 


REFERENCES 

1. Baptist, C. (2000), Tanker Handbook for Deck Officers, 

8th Edition, Brown, Son & Ferguson Ltd, Glasgow. 

2. ExxonMobil (2002), Marine Environmental & Safety 

Criteria for Industry Vessels in Exxonmobil Service, 

Exxonmobil. 

3. IMO (2004), SOLAS, Consolidated Edition, IMO 

Publication, London. 

4. IMO (2006), MARPOL, Consolidated Edition, 

IMOPublication, London. 

5. ICS (2002), Tanker Safety Guide Chemicals, Third 

Edition, International Chamber of Shipping, London. 


118

UNIKL MIMET AND ALAM SHIP MANAGEMENT SDN BHD (ASMSB) 


RESEARCH COLLABORATION 

STEERING COMMITTEE MEETING 21 ST JUNE 2010 

UniKL MIMET and Alam Ship Management Sdn Bhd (ASMSB) Collaboration lead to the first 

Steering Committee Meeting that was attended by nine UniKL MIMET representatives and 

seven from ASMSB. Two project titles were proposed: Ship Control and Monitoring System 

(SCAMS) and Testing and Commissioning (T&C) System. Project Technical Team was 

formed and the MOU contents were reviewed during the meeting. Progress follow up was 

done through the Project Meeting on the 1 st August 2010 whereby UniKL MIMET validated 

the SCAMS system and on the 18 th August 2010 UniKL MIMET reviewed the documents 

provided by ASMSB. 

R & D ACTIVITIES 


119

PLASTIC TECHNOLOGY CENTER, 

SIRIM HEADQUARTERS, S.ALAM 


INDUSTRIAL VISIT 

R & D ACTIVITIES 

10 TH AUGUST 2010 

Industrial visit to Plastic Technology Centre, SIRIM Head Quarters in Shah Alam on the 10 th August 

2010 is to discuss the possibilities of utilizing Rice Husk Bio‐Composite material as an alternative 

to natural wood for marine application. UniKL MIMET delegations consist of Deputy Dean, Dr. 

Mohd. YuzriMohdYusop, R&D Coordinator, Mrs. NurshahnawalYaacob and three other lecturers, 

Mr. Asmawi Abdul Malik, Mr. ZulzamriSalleh and Mrs. SyajaratunnurYaakup given the opportunity 

to observe the production of the Rice Husk Bio‐Composite material and made a conclusion on ex‐ 

ploring further of the bio panel (in terms of capability and durability) in marine application espe‐ 

cially on wooden boat building and composite boat building. 


120


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, 000 to 

7, 000 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- drmansor@mimet.unikl.edu.my or the Executive Editor- 

myuzri@mimet.unikl.edu.my for publication in the next issue of the Marine Frontier@UniKL. 


121

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