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ISSN 2354-7065Vol.17, March.2015

Journal of Ocean, Mechanical and Aerospace -Science and Engineering-

Vol.17: March 20, 2015

ISOMAse

International Society of Ocean, Mechanical and Aerospace -Scientists and Engineers-

Contents

About JOMAse

Scope of JOMAse

Editors

Title and Authors PagesReviewed on Combustion Modelling of Marine Spark-Ignition Engines

Mohammad Javad Nekooei, Jaswar Koto, A.Priyanto, Zahra Dehghani

1 - 4

Non-Linear Inversion Method to Derive Bathymetry from Video Images Muhammad Zikra, Noriaki Hashimoto,

Kojiro Suzuki, Nathaniel G. Plant

5 - 11

Delivery Issues in Traditional Ship Production Surhan Jamil Haron, Siti Munirah,

C.L.Siow, Nofrizal

12 - 15


Vol.17: March 20, 2015

ISOMAse


About JOMAse

The Journal of Ocean, Mechanical and Aerospace -science and engineering- (JOMAse, ISSN: 2354-7065) is an online professional journal which is published by the International Society of Ocean, Mechanical and Aerospace -scientists and engineers- (ISOMAse), Insya Allah, twelve volumes in a year. The mission of the JOMAse is to foster free and extremely rapid scientific communication across the world wide community. The JOMAse is an original and peer review article that advance the understanding of both science and engineering and its application to the solution of challenges and complex problems in naval architecture, offshore and subsea, machines and control system, aeronautics, satellite and aerospace. The JOMAse is particularly concerned with the demonstration of applied science and innovative engineering solutions to solve specific industrial problems. Original contributions providing insight into the use of computational fluid dynamic, heat transfer, thermodynamics, experimental and analytical, application of finite element, structural and impact mechanics, stress and strain localization and globalization, metal forming, behaviour and application of advanced materials in ocean and aerospace engineering, robotics and control, tribology, materials processing and corrosion generally from the core of the journal contents are encouraged. Articles preferably should focus on the following aspects: new methods or theory or philosophy innovative practices, critical survey or analysis of a subject or topic, new or latest research findings and critical review or evaluation of new discoveries. The authors are required to confirm that their paper has not been submitted to any other journal in English or any other language.


Vol.17: March 20, 2015

ISOMAse


Scope of JOMAse

The JOMAse welcomes manuscript submissions from academicians, scholars, and practitioners for possible publication from all over the world that meets the general criteria of significance and educational excellence. The scope of the journal is as follows:

• Environment and Safety • Renewable Energy • Naval Architecture and Offshore Engineering • Computational and Experimental Mechanics • Hydrodynamic and Aerodynamics • Noise and Vibration • Aeronautics and Satellite • Engineering Materials and Corrosion • Fluids Mechanics Engineering • Stress and Structural Modeling • Manufacturing and Industrial Engineering • Robotics and Control • Heat Transfer and Thermal • Power Plant Engineering • Risk and Reliability • Case studies and Critical reviews

The International Society of Ocean, Mechanical and Aerospace –science and engineering is inviting you to submit your manuscript(s) to [email protected] for publication. Our objective is to inform authors of the decision on their manuscript(s) within 2 weeks of submission. Following acceptance, a paper will normally be published in the next online issue.


Vol.17: March 20, 2015

ISOMAse


Editors

Chief-in-Editor

Jaswar Koto (Ocean and Aerospace Research Institute, Indonesia) Universiti Teknologi Malaysia, Malaysia)

Associate Editors

Ab. Saman bin Abd. Kader (Universiti Teknologi Malaysia, Malaysia) Adhy Prayitno (Universitas Riau, Indonesia) Adi Maimun (Universiti Teknologi Malaysia, Malaysia) Agoes Priyanto (Universiti Teknologi Malaysia, Malaysia) Ahmad Fitriadhy (Universiti Malaysia Terengganu, Malaysia) Ahmad Zubaydi (Institut Teknologi Sepuluh Nopember, Indonesia) Ali Selamat (Universiti Teknologi Malaysia, Malaysia) Buana Ma’ruf (Badan Pengkajian dan Penerapan Teknologi, Indonesia) Carlos Guedes Soares (University of Lisbon, Portugal) Cho Myung Hyun (Kiswire Ltd, Korea) Dani Harmanto (University of Derby, UK) Harifuddin (DNV, Batam, Indonesia) Hassan Abyn (Persian Gulf University, Iran) Iis Sopyan (International Islamic University Malaysia, Malaysia) Jamasri (Universitas Gadjah Mada, Indonesia) Mazlan Abdul Wahid (Universiti Teknologi Malaysia, Malaysia) Mohamed Kotb (Alexandria University, Egypt) Moh Hafidz Efendy (PT McDermott, Indonesia) Mohd. Shariff bin Ammoo (Universiti Teknologi Malaysia, Malaysia) Mohd Yazid bin Yahya (Universiti Teknologi Malaysia, Malaysia) Mohd Zaidi Jaafar (Universiti Teknologi Malaysia, Malaysia) Musa Mailah (Universiti Teknologi Malaysia, Malaysia) Priyono Sutikno (Institut Teknologi Bandung, Indonesia) Sergey Antonenko (Far Eastern Federal University, Russia) Sunaryo (Universitas Indonesia, Indonesia) Sutopo (PT Saipem, Indonesia) Tay Cho Jui (National University of Singapore, Singapore)

Journal of Ocean, Mechanical and Aerospace -Science and Engineering-, Vol.17

March 20, 2015

1 Published by International Society of Ocean, Mechanical and Aerospace Scientists and Engineers

Reviewed on Combustion Modelling of Marine Spark-Ignition Engines

Mohammad Javad Nekooei,a Jaswar Koto,a,b,* A.Priyanto,a and Zahra Dehghani,a

a)Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia b)Ocean and Aerospace Engineering Research Institute, Indonesia c)Department of Mechanical Engineering, Safashahr branch ,Islamic Azad University, Safashahr ,Iran *Corresponding author: [email protected] and [email protected] Paper History Received: 1- March- 2015 Received in revised form: 18-March-2015 Accepted: 19-March-2015 ABSTRACT This research reviewed combustion modelling of marine spark-ignition engine using mass fraction burned based on Wiebe function approach. In the paper, firstly, the cylindrical pressure is discussed and correlated function of engine operation condition. The cylinder pressure signal was constructed as a function of crank angle over an engine operational map. The parameters of the cylindrical pressure model were calibrated with s-curve matching techniques. The objectives of the research was to construct a combustion model on the cylindrical pressure suitable for control oriented model. KEY WORDS: SI Engine; Cylindrical Pressure; Wiebe Function. NOMENCLATURE

Spark Ignition Top Dead Center Bottom Dead Center Revolution-Per-Minute Maximum Brake Torque Mass Fraction Burned

1.0 INTRODUCTION The emissions from ships engaged in international trade in the seas surrounding ports take a part in the environmental pollution. Exhausts caused by marine engines contains high level of carbon dioxides ( 2), nitrogen oxides ( ), sulfur dioxide ( ), and other of particles due to the heavy fuel oil used for combustion. For example in Europe, AirClim was estimated to have been 2.3 million tonnes of sulfur dioxide and 3.3 million tonnes of nitrogen oxides a year in 2000. The standard improvement on combustion of engine is required to control exhaust emissions from the engines and evaporative emissions from fuel.

Jaswar (2002) stated that Environment in forms of air pollution due to , and , global warming due to 2, and water pollution becomes an essential issue on societies’ point of view. The governments in industrialized and developing countries consider not only economical issue, but also an environmental issue. Antonić et.al (2011) reported that The Kyoto Protocol (1997) has been a turning point for the future economic and environmental policies in both industrialized and developing countries.

The impact of environmental sea conditions to the system is significant to be considered by researchers which were starting from the phases of ship construction and building to the stage of ship’s control system design and implementation. The task becomes crucial for design optimization of the single propulsion system and the whole ship as in the fact that the propulsion system is a key aspect of the global behavior of all the ships. This paper reviewed combustion of SI marine engine. 2.0 SPARK-IGNITIONI MARINE ENGINE The spark-ignition marine engines are mostly using gasoline, methanol, compressed natural gas, liquid petroleum gas, bio-


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fuels, hydrogen and propane. The SI marine engine is designed to make power from the energy that is contained in its fuel. The fuel contains chemical energy and together with air, this mixture is burned to output mechanical power. Modeling of a whole SI engine is an extremely significant and difficult procedure since nonlinear, multi inputs-multi outputs and time variant engines. Precise modeling aims to keep expansion expenses of real engines and decreasing damaging risk of an engine during controller designs validation. Boiko, et al., 2007 stated that a small model can be designed, implemented and validated and then can be used for a bigger problem. SI engines dynamic modeling is deployed to explain the performance of this system aligned with model based controller designing and also for simulation.

The association among nonlinear output formulation to electrical or mechanical source and the meticulous dynamic impacts to system behavior can be described using dynamic modeling.

A four cylinder SI engine has been selected for the case study. Experimental test will complete with E-dynamometer, suitable sensors and data gaining equipment is employed for the collection of data set for the calibration of the dynamics modeling. 2.1 Engine Operating Cycle It is common for an internal combustion engine that a piston goes up and down in a cylinder transferring power using a connecting rod connected to a crank shaft. Engine cycle is known as frequent piston motion and crank shaft rotation when fuel and air go in and out from the cylinder using the Ingestion and tire out valves. Otto engine developed by Nicolaus A. Otto in 1876 is the first and best internal combustion machine [Nekooei, 2013]. These strokes are:, Intake stroke, Compression stroke, Expansion stroke and Exhaust stroke as shown in figure.1.

Figure 1: The four stroke engine cycle (Nekooei, 2013).

Through the intake stroke, the piston begins at top-dead-center (TDC) and ends at bottom-dead-center (BDC). An air and gasoline mixture enters the cylinder through the intake valve and in some instances this valve opens slightly prior to the intake stroke begins to permit more air-fuel mixture to the cylinder [Xiao, 2013].

Throughout the compression stroke, the intake and exhaust valves are closed and the mixture is compressed to a really small fraction of its initial volume. The compressed mixture is then ignited by a spark evoking the pressure to go up very rapidly. through the expansion stroke, the piston begins at TDC. Because of the high pressure and temperature gases in the cylinder, the piston has become pushed down, evoking the crank to rotate. Whilst the piston approaches BDC the exhaust valve opens. through the exhaust stroke, the burned gases exit the cylinder as a result of high cylinder pressure and low exhaust pressure and also

as a result of piston moving up towards TDC. The cycle starts again following the exhaust valve closes [B. Siciliano, 2008].

With models for each one of these processes, a simulation of complete engine cycle could be developed and be analyzed to supply info on engine performances. These ideal models that describe characteristic of every process are proposed. Though the calculation needs information from each state as shown in Fig.2

Figure 2: Pressure-volume and Temperature-Entropy diagram of Otto cycle [B. Siciliano, 2008] An entire engine cycle is split into 720 crank angle degrees, where in fact the crank angle is involving the piston connecting rod at TDC and the connecting rod far from TDC which means that the piston will go up and down in the cylinder twice during one complete engine cycle. Because there are two revolutions in a single engine cycle, time duration (in seconds) of just one engine cycle is found given the revolution-per-minute (RPM). As an example, at 1500 RPM, an engine cycle lasts 80 milliseconds (ms) and at 3000 RPM an engine cycle lasts 40 ms.

Although, the Otto cycle was created many years back, it remains a commonly used engine design. As stated, the modeling of the whole process of the SI engine is really a very complicated one, which involves modeling of thermal dynamics. This research intent is to produce an easy cylinder pressure model that can be utilized in real-time simulation for controller design and validation purposes. 2.2 Cylinder Pressure The pressure in the cylinder is an essential physical parameter that may be analyzed from the combustion process. The pressure in the cylinder reaches a particular point (in the lack of} combustion) since the air-fuel mixture within the cylinder is compressed. Right after the flame develops, the cylinder pressure steadily rises (in the presence of combustion), reaches a maximum point after TDC, and finally decreases through the expansion stroke once the cylinder volume increases. Enough time at that the electrical discharge from the spark plug occurs is essential to the combustion event and should be designed to happen at the peak cylinder pressure which occurs very near to top dead center. This is performed so the maximum power or torque could be obtained. Consequently, this optimum timing is known as Minimal advance for the maximum brake torque (MBT) timing. The spark timing will often be advanced or retarded because of various operating conditions, including engine speed and load, and this can lead to reduce output torque or power.

The prefect spark timing (or MBT timing) can be determined using cylinder pressure signals and mass fraction burned (MFB) based on the cylinder pressure. Recently years, two important


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criteria have now been found using in-cylinder pressure signals: peak cylinder pressure occurs around 15 degrees after TDC and 50% mass fraction burned occurs at 8 to 10 degrees after TDC as shown Fig.3 [Xiao, 2013].

Figure .3: Combustion phasing description [Xiao, 2013]

The velocity and acceleration of combustion could be obtained

by taking the very first and second derivatives of the MFB signal, which is often parameterized with a so called Wiebe function [Nekooei, 2013]. Utilizing the peak cylinder pressure location, 50% MFB location, and maximum acceleration of MFB as a closed loop control criterion, the MBT spark timing could be optimized in real-time. 3.0 CYLINDER PRESSURE MODEL Since cylinder pressure is essential to the combustion event and the engine cycle in SI engines, the development of a model that creates the cylinder pressure for every crank angle degree is necessary. 3.1 Wiebe Function As previously stated, peak cylinder pressure is essential in determining the perfect spark timing occurring during combustion. The optimum timing for MBT is located in accordance with the peak cylinder pressure. If the timing is advanced or retarded out of this peak pressure, the engine will produce lower output power and torque. The combustion process can be looked at as both a chemical and physical process described by the MFB in the cylinder. MFB signifies simply how much and how quickly chemical energy is released throughout the combustion cycle and could be parameterized by the Wiebe function. Thus, the Wiebe function can be used to mathematically represent the MFB vs. crank angle curve and has been recognized to model the engine combustion process perfectly [Hsueh, et al., 2009]. A normal MFB vs. crank angle includes a smooth curve that's "s-shaped." Figure.4 shows a normal MFB vs. crank angle curve.

Figure 4: A typical MFB vs. crank angle curve [Hsueh, et al., 2009]

The Wiebe function is given by the formula,

1∆

(1) Where is the mass fraction burned, is the start of the combustion, ∆ is the combustion duration ( 0 to 1), and and are calibration parameters [B. Siciliano, 2008]. Modifying the values of and can significantly change the form of the s-curve. The is commonly called as spark timing or ignition timing, that will be the time (or crank angle) where in fact the air-fuel mixture is ignited. Figure .5 shows a MFB curve that has been generated by the Wiebe function.

Figure 5: MFB vs. crank angle (Wiebe function: 0 = 340, ∆ = 50, a = 5, m = 2) [B. Siciliano, 2008] 3.2 Wiebe Function Calibration Although the Wiebe function can be used to represent MFB, it must be calibrated at various engine operational conditions to provide an accurate MFB representation. To achieve this, a port fuel injection gasoline engine has to be tested at various combinations of engine speeds, loads, and air-to-fuel ratios.

The data from these tests allowed us to calculate the actual MFB for the various operating conditions. The speed of the engine will be measured in rotation per minute (RPM), the load, which is a percent measurement of how hard an engine is working, ranged from zero to one, and finally the λ - (Lambda), which is calculated by dividing air-to-fuel ratio by stoichiometric.

The actual MFB is then plotted vs. crank angle to obtain "s-curves" that could be represented using the Wiebe function. The


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for each engine test will known and could be used in the Wiebe function equation. The other parameters a, m, and ∆ were unknown and had to be found. To determine these values, the actual MFB plot at a certain engine speed, load, and air-to-fuel ratio was compared to a Wiebe function plot for that operating condition. The correct values for a, m, and ∆ were found by matching the actual MFB curve with the Wiebe function plot, which is a trial and error process done using Matlab.

Once all the parameters for the Wiebe function had to determine for the engine operating conditions, the MFB will known for these engine operating conditions. Thus, by giving the engine speed, load, and air-to-fuel ratio, the MFB ( ) can be found via the Wiebe function. 3.3 Cylinder Pressure Model Simulation After locating the equation for the cylinder pressure that’s given above, the implementation of the sum total cylinder pressure model in Matlab Simulink had to begun. The target of the model is to calculate the cylinder pressure at each crank angle.

The cylinder pressure model in Matlab had the ability to output the cylinder pressure at any crank angle, engine speed, engine load, A/F ratio, crank angle, and spark timing ( ) are used as the inputs.

More specifically, the peak value of the cylinder pressure that is calculated varies over each engine cycle due to the variance of Wb, which causes the combustions variations to be modeled very well. 4.0 CONCLUSION SI engines dynamic modeling is deployed to explain the performance of this system aligned with model based controller designing and also for simulation. The association among nonlinear output formulation to electrical or mechanical source and the meticulous dynamic impacts to system behavior can be described using dynamic modeling. In this research we explained the most significant dynamics modelling of SI marine engine by wiebe function such as cylindrical pressure which is very important to designing SI engine controller. ACKNOWLEDGEMENTS The authors would like to convey a great appreciation to Faculty of Mechanical, Universiti Teknologi Malaysia, Ocean and Aerospace Engineering Research Institute, Indonesia for supporting this research. REFERENCE 1. Air Pollution and Climate Secretariat (AirClim), Air

pollution from ships, http://www.airclim.org/air-pollution-ships

2. B. Siciliano and O. Khatib, (2008), Springer handbook of robotics: Springer-Verlag New York Inc.

3. Boiko, et al., (2007) Analysis of chattering in systems with second-order sliding modes, IEEE Transactions on Automatic Control, vol. 52, pp. 2085-2102.

4. Jaswar and Yoshiho Ikeda. (2002). A Feasibility Study on a Podded Propulsion LNG Tanker in Arun, Indonesia–Osaka, Japan Route, Proceedings of The Twelfth International Offshore and Polar Engineering Conference, Kitakyushu, Japan, May 26–31.

5. Nekooei, Mohammad Javad, Jaswar Koto, and Agoes Priyanto. (2013) Designing Fuzzy Backstepping Adaptive Based Fuzzy Estimator Variable Structure Control: Applied to Internal Combustion Engine, Applied Mechanics and Materials. Vol.376: 383-389

6. Mohammad Javad Nekooei , Jaswar, A. Priyanto, 2014, Review on Combustion Control of Marine Engine by Fuzzy Logic Control Concerning the Air to Fuel Ratio, Jurnal Teknologi, 66:2, 103-106.

7. R. Antonić, A. Cibilić, I. Golub, Z. Kulenović, V. Tomas. 2011. Impact of the Environmental Sea Conditions to Ship’s Propulsion Engine Dynamics, The 15th International Research/Expert Conference Trends in the Development of Machinery and Associated Technology-TMT.

8. Saad, Charbel, et al. (2013), Combustion Modeling of a Direct Injection Diesel Engine Using Double Wiebe Functions: Application to HiL Real-Time Simulations, Assessment: 03-18.

9. Xiao, Baitao. Ph.D Theses. (2013), Adaptive model based combustion phasing control for multi fuel spark ignition engines, ProQuest® Dissertations & Theses (2013): 383-389.

10. Y. C. Hsueh, et al., (2009) Self-tuning sliding mode controller design for a class of nonlinear control systems, 2009, pp. 2337-2342.


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Non-Linear Inversion Method to Derive Bathymetry from Video Images

Muhammad Zikra,a,*, Noriaki Hashimoto,b, Kojiro Suzuki,c and Nathaniel G. Plant,d

a)Department of Ocean Engineering, Faculty of Marine Technology, Institut Teknologi Sepuluh Nopember (ITS), Surabaya, Indonesia b)Department of Urban and Environmental Engineering, Faculty of Engineering, Kyushu University, Japan c)Marine Observations Group, Port & Airport Research Institute, 3-1-1 Nagase, Yokosuka, 239-0826, Japan d)U.S. Geological Survey, Florida Integrated Science Center, USA *Corresponding author: [email protected] Paper History Received: 23- February- 2015 Received in revised form: 10-March-2015 Accepted: 12-March-2015 ABSTRACT

This study investigates the capabilities of optical remote sensing to monitor bathymetry in nearshore area using video images. The technique is designed to extract wave number components based on variation of intensity of brightness at each pixel in the images using cross-spectral correlation approach. This approach is based on pixel array analysis that utilizes a nonlinear inverse method ‘Levenberg-Marquardt’. The technique is applied to the data collected at Hasaki beach in Japan from August to December 2006. The results indicate that the cross-spectral correlation approach have the capability to derive wave number estimate from time series data of video images with small rms errors (0.0342-0.0421). Also, the estimate of nearshore bathymetry is proved reasonable accurate near shoreline and breaking area where the differences between estimated and survey water depth are less than 10-30 cm. KEY WORDS: Video Image; Bathymetry; Waves; Inversion 1.0 INTRODUCTION

Bathymetry information is very important for coastal and marine engineers to understand the coastal process in nearshore area.

Some nearshore activities such as recreation, fishing, navigation, beach nourishment and dredging require the knowledge of bathymetry. Good quality bathymetry information is hence required in order to make clear the physical processes that are taking place. However, combination of traditional in situ survey methods and advanced techniques such as global positioning system and modern ship vehicles are time consuming, and high cost, especially in shallow coastal water area.

The various remote sensing techniques have been applied to derive bathymetry estimate from images. These include measurement of water depth from aerial photograph (Weigel and Fuchs, 1953), synthetic aperture radar (SAR) (Greidanus, 1997), X band radar (Bell, 1999) and SPOT (satellite) images (Leu et al, 1999) where the sequence of these images can provide a way to record information about changes in seabed topography. Recently, the invention of new digital technology of images form video camera system now can provide and improve an additional capability of automated data collection (Holman and Stanley, 1991). This automated data collections have much greater range of time and spatial scales. Also, this technology is suitable for measuring hazardous coastal areas such as surf zone area, where the operations of ship vehicle have limitation on maneuvers.

In these video image data it is possible to see the interaction of the incident wave field with the bathymetry (i.e. wave shoaling and refraction); hence this information can be used to obtain estimates of bathymetry (Holman et al, 1991; Stockdon and Holman 2000). The approach for estimating bathymetry is based on wave kinematics utilize the depth dependence of the wave speed (or, equivalently, the wavelength and frequency via c=f/k, where c is the wave phase speed, f is the wave frequency and k is the wave number = 1/L, and L is the wavelength). Overall, this approach requires image sequence (or time series of brightness intensity at discretely sampled locations).


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Thus, the objective of this research is to investigate the capabilities of optical remote sensing to monitor bathymetry in the nearshore area using video images. The technique is designed to extract wave number components based on variation of brightness intensity at each pixel in the images using cross-spectral correlation approach. This approach based on the pixel array analysis utilizes a nonlinear inverse method ‘Levenberg-Marquardt’ to find the optimal wavenumber estimate from a model with the observation data set. In this research, the video images measured at Hasaki beach in Ibaragi prefecture in Japan is used to investigate the applicability of the model. In the following sections, we will first review data conditions measured at Hasaki beach area. Next, we summarize mathematical formation of wave number model and inversion method. Finally, we apply the methods to the data, and then draw some conclusions. 2.0 STUDY AREA

In this research, observation was carried out with video camera at Hasaki beach, Japan. The Hasaki beach is located on 120 km east of Tokyo facing the North Pacific Ocean. In general, Hasaki beach is known as straight sandy coast stretching from north to south with length around 17 km long. Since 1986, many coastal studies have been conducted in this location especially around the pier which is known as HORS (Hasaki Oceanographical Research Station).

Wave data were obtained from NOWPHAS (Nationwide Ocean Wave information network for Port and HArborS, Japan) which measure at Kashima site (35o55'37" N and 140o44'00" E) as shown in Figure 2. Figure 2 shows wave data record for significant wave height (black line) and wave period (blue line) during August until December, respectively. During 2006, the

yearly average significant wave height (H1/3) is about 1.06 m with corresponding wave period (T1/3) of 8.4 seconds. In normal conditions, waves approach the coast most often from the East and South East directions. The average of the tidal range is about 1.60 m. 3.0 VIDEO CAMERA SYSTEM

The video camera system in Hasaki site was first installed on August 16, 2006. The data sets of video images were collected from single camera network Canon VB-C50iR on 10 m height above the ground level to generate images with the resolution of 640 x 480 pixels. In this video camera system, snapshot images were collected at interval 1 second every hours using single camera as shown in Figure 1.

In the image analysis, the procedures consist of image rectification and timestack image analysis in which the main aim is to obtain physical information from timestack images. In the Hasaki site, the camera took successive snapshot images around Hasaki pier at the interval of 1 second. To extract pixel lines from successive snapshot images, the image coordinate of pixel (u,v) on the snapshot image need to convert on the real coordinate system (x,y,z). In this rectification, the relationship between image coordinate and real coordinate as described by Holland et al, 1997 was used. The result of rectification image from snapshot image is shown in Figure 3 (middle image).

Then timestack images were collected hourly at each point in the array which can be expressed as I (xi,yi,t), where xi,yi are the spatial coordinate of the ith image pixel, and t is discrete sampling time. An example of time series of brightness intensity of pixel for cross-shore at y = 120 m is presented in Figure 3 (right image).

Figure 1: Methodology of bathymetry monitoring using video images

Wave number Model Cross-spectral correlation analysis

Depth Inversion Model Dispersion relation equation

Images Server

Field station Camera

Images

Control

Download

Image Analysis


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Figure 2: Wave data record for significant wave height (thick lines/black lines) and wave period (thin lines/blue lines). Gray areas indicate storm/typhoons event during wave record at Hasaki beach.

a) August, b) September, c) October, d) November and e) December 2006.


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Figure 3: Rectified image from snapshot image on 25/08/2006 at 07.00 around pier area with five cross-shore arrays and eight long-shore

arrays (shown with dots pixel) 4.0 A NON-LINEAR INVERSION METHOD

In the present research we are interested in the estimation of nearshore bathymetry from video images. The technique is based on wave number component where it can be derived from the intensity of the brightness at each pixel in the images by using cross-spectral correlation approach (Plant et al, 2008). The mathematical formulation for cross-spectral correlation model between two pixels is described by

( ), , , , , ,1

exp 2 1 cosM

MODELi j f i j m m f m f

m

C x D kπ α=

⎧ ⎫⎪ ⎪= Δ −⎨ ⎬⎪ ⎪⎩ ⎭

∑ (1)

where f is wave frequency, ∆x is spacing between pixels, D is design matrix defined on both sample domain (xi, xj), α (wave direction) and k (wave number) as unknown model parameters. The sample design matrix, D is designed as basis function:

, , ,'

j

i j m i mi i

D a=

= ∑ (2)

where ai,m is smoothing weight of Hanning filter

( ){ }2

, ,( ) 1 cos 0.5 1i m i ma r rπ ⎡ ⎤= − +⎣ ⎦ 1

,i m i m xr x x L−= − (3) where Lx is smoothing lengths scale. Using observation data from timestack images, cross-spectral observation data can be acquired by applying discrete Fourier transform to the observation to compute the cross-spectra between two pixels (sensors pair) (Bendat and Piersol, 2000).

( ) ( )~ ~

, , , * ,OBSi j f i jC I x f I x f= (4)

where the tildes indicate the Fourier transform, the asterisk indicates complex conjugate, angle brackets indicate ensemble or band averaging. Since the wave number is nonlinearly related to the cross-spectral correlation as shown by equation above, a non-linear inversion method Levenberg-Marquardt (Press, et al, 1992) is used to minimize the weighted squared difference between successive estimates of the model and the observations.

( ){ }, , , , , ,, ,MODEL OBS

i j f i j f i j fi j fC C Cττ γΔ = − (5)

where, at each iteration τ, the model-observation mismatch is weighted by the observed coherence, γi,j,f. The minimization of cross-spectral function with Levenberg-Marquardt (LM) method consists on constructing an iterative procedure that starts with an initial value guess ko. Then, a new estimate of wave number model is obtained with: 1

, , ,f m f m f mk k kτ τ τ+ = + Δ (6)

where the variation of ,f mkτΔ calculated from

1

, , ,T T

f m i j fk R R I R Cτ τ τ τ τ τλ−

⎛ ⎞⎡ ⎤ ⎡ ⎤Δ = + Δ⎜ ⎟⎣ ⎦ ⎣ ⎦⎝ ⎠ (7)

where τλ is the damping parameter, I is the identity matrix and R is sensitivity matrix for the cross-spectral correlation as describe:

( ), , , , , ,1 MODEL

i j f i j m i j fR D C xττ γ= − Δ (8)

The iteration procedure to calculate ,f mkτΔ and 1,f mkτ + from Eq.6

and 7 is continued until the convergence criterion

,f mkτ εΔ < (9)

is satisfied, where ε in this model is 10-6


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5.0 INVERSION OF BATHYMETRY

The bathymetry inversion method based on timestack method computes water depth by relating wave number parameters k using a suitably accurate dispersion equation. Water depth h is related to local wave number k and frequency f through the dispersion relationship in the linear wave theory (Dean and Dalrymple, 1991)

( )22 tanh( )f gk khπ = (10) where g is gravitational acceleration and h is local water depth.

Given a value for f (sample wave frequencies) and an initial depth, h, this equation can be solved iteratively for wave number. The Levenberg-Marquardt non-linear inverse method was used again to minimize error between the wave number predicted by Eq.10 and the wave number estimated form images derived from Eq.6 6.0 RESULT AND DISCUSSION This technique was applied using timestack data collected on August 25, 2006. Using this timestack, the wave number estimate was computed at a series of wave frequencies ranging from 0.08 Hz to 0.11 Hz. It is expected to find suitable frequency from those wave frequency resolutions; the optimum wave component will give strong signal for the analysis of brightness intensity of pixel time series. On this date, the peak wave period based on field measurement was 9.1 sec; the wave direction was approach from 81 degree from North direction; and the significant wave height was 1.11 m.

Using the measured bathymetry and the tidal level at the time of the image collection, the wave number estimate was computed for each frequency. The non-linear inversion method of

Levenberg-Marquardt was applied to the sample cross-spectral correlation at each frequency over entire array.

Figure 4 shows the results of the wave number estimates for each sample frequency. The best of wave number estimates were obtained at frequency 0.09 Hz which showed highest coherence with rms error 0.0342 m-1 as shown in Table 1. This frequency, 0.09 Hz corresponds with the peak period based on field measurement.

Table 1. Coherence and RMS Error Wave number

No Frequency Coherence RMS wave number error

1 0.08 128.745 0.0358

2 0.09 132.153 0.0342

3 0.10 131.161 0.0354

4 0.11 118.333 0.0421

The result of bathymetry inversion using video images data collected on August 2006 is shown in Figure 5. The average bathymetry value estimated by inverted all frequency shows that the Hasaki beach have sand bar at x = 200-200 m. To evaluate bathymetry inversion model, the result is compare to the survey measurement data. It shows that the performance of the prediction is most accurate near shoreline and sand bar, where the differences between estimated water depth and survey water depth is less than 10-30 cm.

Based on the calibration result, the model was used more extensively to monitor long term observation of bathymetry evolution along Hasaki beach as shown in Figure 6. Figure 6 shows that sand bar was eroded and changed due to several typhoons that attacked Hasaki beach during 2006 as shown in Figure 2.

Figure 4: Wave number estimates using cross-spectral correlation from snapshot image at 25/08/2006


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Figure 5: Comparison between cross section profile in situ survey (dash line) and bathymetry inversion (solid line) from video images collected on August 2006

Figure 6: Time series of depth profile estimated at y = 200 m from September to December 2006 along Hasaki beach.


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7.0 CONCLUSION An algorithm for video images sequence analysis was presented to monitor bathymetry in nearshore area using non-linear inversion method to convert image pixel brightness values into depth estimates. The method consists of wave number inversion model which is based on cross-spectral correlation technique and bathymetry inversion which is based on wave dispersion model. The capability of video image technique was tested using data from Hasaki beach in Japan from August 2006 to December 2006.

The results indicated that cross-spectral correlation approach have the capability to derive wave number estimate from time series of brightness intensity at each pixels to estimate bathymetry. The model showed relatively small rms errors between 0.0342-0.0421. Correlation coefficient between the estimated wave number and that from linear wave theory is 0.93.

The result of nearshore bathymetry estimates provides reasonably accurate depth estimate near shoreline and breaking area with rms 0.44. This result indicates that nearshore bathymetry estimates can be derived from video images sequence. By using optical remote sensing of video images, monitoring of nearshore evolution can be assessed periodically for long period with very cheap cost compared to traditional measurement method.

ACKNOWLEDGEMENTS The authors would like to thank Port and Airport Research Institute (PARI), Japan for their data support during this study. REFERENCES 1. Wiegel, R.L. and R.A. Fuchs. (1952). Wave velocity method

of depth determination for non-uniform short crested wave system by aerial photography, Rep. 74-9, Univ. of Calif., Berkeley.

2. Greidanus, H. (1997). The use of radar for bathymetry in shallow seas, Hydrographic j., 83, 13-18.

3. Bell, PS. (1999). Shallow water bathymetry derived from an analysis of X-band marine radar images of waves, Coastal Eng, 37, 513-527.

4. Leu, L.G., Y.Y Kuo, and C.T. Lui. (1999). Coastal bathymetry from the wave spectrum of SPOT images, Coastal Eng. J, 41, 21-41.

5. Holman, R.A and J. Stanley. (1991). The history and technical capabilities of Argus, Coastal Engineering, 54, 477-491.

6. Holman, R.A., T.C. Lippmann, P.V. O'Neill, and K. Hathaway. (1991). Video estimation of subaerial beach profiles, Marine Geology, 97, 225-231.

7. Holland, K.T, R.A. Holman, T.C. Lipmann, J. Stanley and Plant, Practical use of video imagery in nearshore oceanography. (1997). IEEE J. Oceanic Engineering, 22(1), pp.81-92.

8. Nathaniel Plant, K. Todd Holland and Merrick C. Haller (2008). Ocean Wavenumber Estimation From Wave-

Resolving Time Series Imagery, IEEE Transactions on Geoscience and Remote Sensing, Vol. 46, No. 9

9. Bendat, J.S., and A.G. Piersol. (2000). Random Data: Analysis & Measurement Techniques, 566 pp., Wiley Intersci., New York.

10. Press, W.H, Teukolsky, S.A, Vetterling, W.T, and Flannery, B.P. (1992). Numerical Recipes in C: The Art of Scientific Computing, 2nd ed, Cambridge University Press.

11. Stockdon, H.F. and Holman, R.A. (2000). Estimation of wave phase speed and nearshore bathymetry from video imagery, Journal of Geophysical Research 105, pp. 22015-22033.

12. Dean, R.G., and R. A. Dalrymple. (1991). Water Waves Mechanics for Engineer and Scientist, 353 pp., World Sci., River Edge, N.J.


March 20, 2015


Delivery Issues in Traditional Ship Production

Surhan Jamil Haron,a, Siti Munirah,a and Abd Khair Junaidi,b,*

a)Department of Aeronautics, Automotive and Ocean Engineering, Faculty of Mechanical Engineering, Universiti Teknologi Malaysiai b)Ocean and Aerospace Engineering Research Institute, Indonesia *Corresponding author: [email protected] and [email protected] Paper History Received: 10- February- 2015 Received in revised form: 18-March-2015 Accepted: 19-March-2015 ABSTRACT A study regarding the factor contribute toward the delivery issues of traditional ship production process in Malaysia was conducted with aims to identify the factor contributing to the issues and also offer some suggestion and recommendation to overcome the issues. This study was conducted based on literature material available from many resources such as the Malaysia timber council, journal publication, reports, magazines and other. The factors derived that can contribute to delivery of traditional ship building product are the issues of availability of the raw material, law that exist to protect the material and its trade, the production process, the issues of the worker’s skill and availability, the diminishing number of master shipbuilder and the payment methods. Some suggestion in overcoming the issues also been proposed like special permit to traditional shipbuilder for easier material obtain and the need of documentation of the traditional ship production process itself so that the actual problem existed can be further examine and solve. KEY WORDS: Ship Design; Traditional Shipbuilding. NOMENCLATURE

National Forestry Council Permanent Reserved Forest Forest Management Plan

1.0 INTRODUCTION Traditional ship building had been existed since the ancient times. Nowadays, it’s no longer hold the same degree of importance toward its function in modern society but more toward the historical value it hold especially in Malaysia and Indonesia culture heritage (Ingram K. 2007, Chin M. P. 2009). Traditional ship numbers and its builders are diminishing all around the world, some even lost against the progression of today’s advance technology. However, in some country, for example, Malaysia and Indonesia, wooden ship is still widely used, albeit with the used of modern machinery as a way of propulsion and operation. Most wooden ship in South East Asia countries like Malaysia, Indonesia are used in inland waterways transportation and for fisheries activities.

Traditional wooden ships in Malaysia and Indonesia are mostly constructing out of Chengal tree or Ironwood, Neobalanocarpus heimii,and Resak tree, a type of heavy hardwood timber with incredible durability and among the strongest timber in the wood. The construction process follow the skill of master shipwright or shipbuilder that were handed down from generation to generation and can be trace back towards the time of Protomalay migration that colonize this archipelago area.

Although there are many issues related with the traditional shipbuilding, this investigation aim to focus on the delivery issues of traditional shipbuilding, it is contributing factors and suggestion to overcome the issues. This is because, delivery of a product hold the same degree of importance as other steps in ship building process, what’s good for a product that couldn’t be deliver on necessary time, hence prompting the rise of some problem such as cost efficiency and other.

There are delivery issues in traditional ship production that causes delay in traditional ship production to produce it product, thus give rise to other issues such as the credibility of the shipwright and in some cases, increasing the cost needed. Current research seeks to highlight the issues exist in delivery system for traditional ship production and to offer some suggestion to deal with the delivery issues


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2.0 MALAYSIA FORESTRY MANAGEMENT In Malaysia, matters related to forest management are manage and/or handled at the federal level by two ministries-the ministry of natural resources and environment, and the ministry of plantation industries and commodities. Figure 1 shows location of Malaysia. Although each of the state of Malaysia had their autonomy on their resources, they all adopted common set of laws and regulations for forest management with National Forestry Council (NFC) who act as facilitator to coordinate this particular matter (Malaysia Timber Council, 2010).

Figure 1: Map of Malaysia.

Malaysia is one of the highest percentages of forested land

among developing countries such as Brazil, Indonesia, Philippines and Thailand with 74% or 14.29 million hectares of the forest are enlisted as Permanent Reserved Forest (PRF) under the National Forestry Act 1984 and relevant state enactments and ordinances. Another 1.83 million hectares outside PRF are considered as national parks and wildlife sanctuaries under various legislations. Only 78% within PRF is designated as production forest where commercial of timber on a predetermined rotational cycle is permitted, making only 57% of total forested area are compromise of production forest (Malaysia Timber Council, 2007).

Each state in Malaysia is required to draw up Forest Management Plan (FMP) using the concept of rational land use and multiple function of the forest which cover up the conservation of forest area, safeguarding water supplies, sound climatic conditions and other. Through these means, Malaysia capable of safeguarding its valuable national reserve and forest (Malaysia Timber Council, 2010).

Logging and associated activities are under the control of each of the state forestry departments through district forest offices and these rights to logging were given to companies under license in accordance with National Forestry Act 1984, rules and regulation. The licenses may be granted by the state authority by means of invited tenders, negotiated agreement or such other manner that fit with the circumstances of any particular case (Rusli M., Amat R. Y., 2001). However this particular license can be revoke at any time if the license holder committed any wrong doing while carried out the logging activities (Traffic International, 2004). 2.1 Chengal, Neobalanocarpus heimii Chengal (Malaysia), penak-bunga, penak-tembaga, penak-sabut (Indonesia), takian chan (Thailand) or the ironwood, scientific name Neobalanocarpus heimii is a type of endemic tree that can be found in Malaysia, Thailand and Indonesia (CIRAD, 2012). Endemic tree means that it can be only found in certain place in Malaysia (Tnah L. H, et al, 2011).

Chengal trees are very tall tree with height can be more than 60 meter and with 1 meter or more in diameter. The bole is straight and branchless for 30 meter while the young twigs are lenticellate, resinous, with prominent bitterness. The bark can be characterized as dark and scaly, exuding an almost colorless resin. The tree is a slow growing type which requires many years to grow that is 75 years to achieve 64 cm in diameter (Orwa C, et al, 2009).

After freshly cut, it is called a sinker as it is denser than the water itself. Chengal is a type of heavy hardwood timber that have incredible resistant, regarded as one of the strongest timber in the world with breaking strength several time higher than oak and can last up to 100 years. Chengal trees nowadays are heavily overexploited either by illegal and legal logging, has poor regeneration and in need for conservation especially in Malaysia (Orwa C, et al, 2009).

Due to it incredible resistant and durability, Chengal is mostly used in construction of traditional ship, bridges, heavy carpentry, industrial or heavy flooring, railway sleeper and other (Orwa C, et al, 2009, CIRAD, 2012). As it reputation as one of the strongest timber and also its multiple usage, Chengal become one of the most expensive timber in Malaysia which is more than MYR15000 per tonne nowadays (Tony N., 2011). 3.0 MALAYSIA TRADITIONAL SHIPBUILDING The traditional shipbuilding in this archipelago area is already existed since the migration of Protomalay which colonize this region (Ismail A., 2009). The technique is passed down from generation to generation of shipwright master. In the early days, wooden ship were widely use by the Malay communities to travel the region and with the craftsmanship of their ship, they can travel up to Madagascar island in the west and the Polynesian islands in the east, a feat that show how much seaworthy their ship can be (Naga Pelangi II – History, 2011).

There are many type of Malay ship, among them were big ship or called perahu besar that can be further categorize such as Pinis and Bedar of Terengganu type, Phinisis of Indonesia, and also the small one which is called perahu. Most traditional shipyard nowadays tend to focus more in producing the smaller perahu and fishing vessels as the role of perahu besar were taken over by modern ship and cruise yacht, moreover the production of perahu besar required more time and money to be finish up.

Wooden ship is still widely use in Malaysia and Indonesia, mainly for inland transportation and near shore fishing activities although more and more boat and ship made out of fiberglass and composite material begin to replace this kind of wooden ship, especially the transportation boat. Traditional wooden ship nowadays, although retain most of its traditional features, some modification are still being made that is the usage of engine for propulsion purposes (Pisol M., 2003). 3.1 Workers The worker involve in traditional shipbuilding usually will be lead by a master called the master shipbuilder or master shipwright or master craftsman. He alone will have the plan inside his head by usually do consult with other experience worker and owner to ensure the ship they want to build will not


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only satisfied the owner but also capable of sailing (Mohd Y. A, 2002, Pisol M., 2003, Naga Pelangi II – History, 2011).

The worker assisting him will consist of a very many different of type, some were merely carpenter, hired to help him, some were friends, with knowledge and capabilities almost rival him, and some can even be inexperience family members or friends who wishes to master the art of shipbuilding. The inexperience worker however, will be under full supervision of the master to ensure everything will go accordingly.

This however, are not usually be the case, sometimes, the work also been done cooperatively with the villagers, for example moving heavy mast to be submerge into the river, if no machinery present, the log will be transfer using solely manpower and some traditional technique, same with lifting heavy planks and so on. However, safety wise, most traditional shipbuilder didn’t follow many safety requirements in building ship, exposing them to high risk of being injured (Naga Pelangi II – History. 2011). 3.2 Availability of Raw Materials and Price Chengal tree is slow growing type of tree. It takes almost 75 years to reach the diameter of 64 cm plus with its endemic nature, protection measure had been taken by Malaysian government in preserving the number of the tree. Various law and regulation had been implemented so that Chengal tree lumbering is conducted in manners that will not harm the future of this tree species. However these measures do affect the traditional shipbuilding as its result the low number of raw material available in the market.

Availability of raw material is one of factors contribute toward the delivery issues. As Chengal numbers begin to decrease because of over exploited and also its endemic nature, most Chengal trees nowadays can only be easily found in the protective area that is the national park, virgin forest reservation and other sort of sanctuary. This give rise to the scarcity of the material, making finding a suitable Chengal tree to build a ship will consume a lot of time; some even go as far as importing the material, mainly from Thailand or Indonesia. When the availability of the raw material is low, it also gives rises to new problems and also one of the contributing factors in delivery issue, which is the price.

Nowadays, Chengal timber is one of the most expansive timbers that priced MYR15000 per tonnage. This increase in price tends to give difficulties for many traditional shipbuilders to actually obtain the said material. More time are needed to actually search for material that provide both quality and good price suitable with the financial capability of the shipbuilders. This search consume a lot of time which may later result in delivery delays of the product. 3.3 Traditional Shipbuilding Process The traditional shipbuilding process follow a certain unique procedure, a procedure which been handed down from generation and generation. However, certain flaw does exist in these procedures. Among the procedures involve, there were step where after the timber being cut into planks, it will be dry out under the sun for almost one year.

The procedures itself are weather dependent thus making the time needed to finished up the process become inconsistent as the weather itself is always changing. To make matter even worse, Chengal wood itself, according to Malaysian Timber council is highly exposed to risk of distortion, meaning if the procedure

hadn’t been done carefully, distortion in planks can easily occur. If distortion does occur, then time will be wasted to search for replacement material and as discuss in previous sub chapter, the material itself is not easily found and can be very expensive and not to mention that the procedure do require a very long time to finish up.

To change the procedure does not always means to change what being handed and practice from generation to generation but it can sometime be an improvement from the previous method. The previous generations of shipbuilder does have the luxury of today’s technology thus forcing them to use whatever method available to them to carry out the process so that they can finish up the construction of the ship.

Modern technology nowadays however, does allow the method to be carried out differently that is by simulating the process in a room instead of just drying outside under the sun. This allows a better and consistent result as the process can be fully controlled. However this way as an alternative to solve the factor contributing to delivery issues might give rise to another issue that is the production cost. 3.4 Master Shipbuilder and Worker Master shipbuilder is the person which led the construction team of the ship. No design, blueprint and other planning, just relying on his experience, he started from the very beginning that is the material selection until the delivery of the ship to the owner. Helping him is a few trustworthy workers which the master employed to help him build the ship.

Nothing wrong with how the operation were conducted but this kind of operation required dedicated master shipbuilder with high discipline to pull off this kind of operation, meaning that if something do happen to the master, the whole operation might be in risk of delay. The workers also do serve as factor in the delivery issue that is the skill they possessed and the status of their job either part or full time.

Some of the workers are only working part time, helping the master ship builder to construct the ship thus resulting in inconsistent of number of worker available in constructing the ship. This may result some work that require many man power will need to be delay. This particular operation also requires the master shipbuilder to be fully involved at the work site and may cause fatigue toward the master shipbuilder. 3.5 Contract and Payment Methods The main problem regarding traditional ship production contract and payment method that it is mainly based on trust, something that very easily been manipulated nowadays. Unlike the modern counterpart who will first assess the capability of each side that is the capability of the shipyard to actually build the ship and the capability of the owner to pay for the ship, traditional way of handling things are a bit risky.

Based on trust means there are no guaranteed that both side will have benefit from the agreement. If somehow one side betray the trust, the delay in production of the ship will almost likely to happen as without money, the project could not be carry on and without worker to built it, the project could not be carry on also.

However, seeing how other big projects were successfully carried out in the past means this method is not a total failure and its credibility although can be questionable, seems pretty high. All they lack is the some sort of improvement in the method where


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the well being of both party are being guaranteed so that this industry’s credibility will be far better than what it is now. 4.0 CONCLUSION AND RECOMMENDATION This study manage to identify some of the factor contribute toward the delivery issues of traditional ship production process. However, the study itself cannot be consider as complete as it lacking much more information to derived various other factor which contribute to this issue and further study and researcher is highly recommended to ensure this issues can somehow be overcome or minimize.

Nowadays, in Malaysia alone, the number of master shipbuilder is less than 20. Their number is diminishing, threatening their skill and knowledge to extinction, so a proper documenting of how exactly the traditional ship being construct should be done, avoiding this heritage from dying out and preserving it.

With this step taken, everything will be much clearer, the process, the planning, and the design, hence allowing easier allocation of any flaws that can be improved so that this issues can be better improve and solve. Certain measure can be taken, especially by the government such as special permit for traditional shipbuilder so that they can obtain the raw material easier as protecting the heritage that well defined Malaysia should be as important as protecting the flora and fauna of Malaysia.

Certain rule and regulation in meeting with the delivery time can be established to protect the customer right and also as an enhancement to improve the work etiquette of traditional ship builder but this recommendation should be carried out carefully to avoid discouragement toward the traditional shipbuilder. The establishing of school or training center in producing well skilled worker is also recommended so that every work can be done effectively. ACKNOWLEDGEMENTS The authors would like to convey a great appreciation to Faculty of Mechanical Engineering, Universiti Teknologi Malaysia and Ocean and Aerospace Engineering Research Institute, Indonesia for supporting this research. REFERENCE 1. CIRAD. (2012), Chengal Database Sheet, Tropix 7 Report. 2. Chin M. P. (2009), Travel-Traditional Shipbuilding in

Terengganu, Jurutera, 32p. 3. Ingram K. (2007), Keeping the Tradition of Boat Building

Alive, Professional Skipper, 70-72p. 4. Ismail A., (2009), Culture of Outrigger Boat in the Malay

Archipelago: A Maritime Perspective, International for Historical Studies, 1 (1).

5. Isabelle F., (2007), Silolona: Sailing in Indonesia, Light Mediation.

6. Malaysia Timber Council, (2010), FAQs on Malaysia Forestry and Trade.

7. Malaysia Timber Council, (2007), Malaysia: Sustainable Forest Management.

8. Mohd Y. A, (2002), Bilbo: One of the Last Malay Junks for OceanTramping with Family, The Story of the Construction Following Ancient Traditions of the Master Craftsmen, and it’s Ocean Voyage towards the Mediterranean.

9. Naga Pelangi Project: From Rainforest to Sea. (2007), Education and Cooperation in Vocational and Technical, 50 Years Publication, 118-119p.

10. Naga Pelangi II – History. (2011), Diethelm Travel Malaysia, Malaysia.

11. Orwa C, Mutua A, Kindt R, Jamnadass R, Simons A. (2009), Agrofores tree Database: A Tree Reference and Selection Guide Version 4.0.

12. Pisol M., (2003), Tukang Timbal Membina Perahu: Tradisi dan Inovasi, Sari 21, 39-56p.

13. Rusli M., Amat R. Y., (2001), Overview of Forest Law Enforcement in Peninsular Malaysia, Illegal Logging in East Asia Workshop, Indonesia.

14. Tnah L. H., Lee S. L., Ng K. K. S., Bhassu S., Othman R. Y., (2011), Phylogeography and Refugia of the Penisular Malaysian Endemic Timber Species Neobalanocarpus heimeii (Dipterocarpaceae), Forest Research Institute Malaysia.

15. Tony N., 2011, Special Report, timber + Design International Australasia: Sustainable Building Solution, 28-30p.

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