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MIMET’S TECHNICAL JOURNAL VOLUME 8 EDITION 1 2017

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mailto:[email protected]

http://www.mimet.edu.my


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MESSAGE FROM ASSOC. PROF. DR. MOHD YUZRI MOHD YUSOP

THE CHIEF EDITOR OF MARINE FRONTIER

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EFFECT OF VACUUM CONDITION ON SHEAR TEST RESULT FOR DIFFUSION BONDING SPECIMEN OF MARINE GRADE STRUCTURAL 5083

ALUMINIUM AND ASTM A36 STEEL

by Abdul Aziz Abdul Rahim, Aziz Abdullah Fauzuddin Ayub, Asmawi Ismail,

Syajaratunnur Yaakub, Midzfar Abdurakman

1

SIMULATION OF TESTING THE CONVERGENCE OF INFLATION RATES: A

COMPARISON BETWEEN TWO ASEAN ECONOMIES

by Nazliah Mohd Ali , Nazwan Izzuddin Aminuddin

10

FACTORS OF CODE SWITCHING AND CODE MIXING OCCURENCES IN MARITIME ENGINEERING TECHNOLOGY COURSES

by Nurain Jainal

19

PROCEDURAL SAFETY STUDIES OF TRANSPORTATION MODES WITHIN A PORT VICINITY: THE CASE OF LUMUT PORT by Aziz Abdullah,, Ain Mohd Sidi

29

SHIP HULL UNDERWATER INSPECTION USING ROV (MAGNETIC CRAWL-ER) WITH PHASED ARRAY ULTRASONIC TESTING SYSTEM: A SURVEY ON INDUSTRIAL PLAYER IN MALAYSIA by N. F. Zainal , K. N. Mokri, S. N. K. Yaakop, S. A. Zakaria

45

EFFECTIVENESS IN MANAGING WASTE: THE CASE OF GRADE ONE MARINE SHIPYARD SDN BHD by Aziz Abdullah, Amalina Zamry

50

THE DEVELOPMENT OF IN-HOUSE WAKE ADAPTED PROPELLER DESIGN SOURCE CODE USING LIFTING LINE THEORY

by Farhana Ismail, Iwan Mustaffa Kamal

58

INSIDE THIS ISSUE:

CHIEF EDITOR:

Assoc. Prof. Dr. Mohd Yuzri Mohd Yusop

EXECUTIVE EDITOR:

Assoc. Prof. Cdr.(R) Dr. Aminuddin Md Arof

EDITORS:

Dr. Puteri Zarina Megat Khalid

Mrs. Fauziah Ab Rahman

Mrs. Aminatul Hawa Yahaya

Mr. Aziz Abdullah

Mr. Hamdan Nurudin

Ms. Shahida Ishak

Mrs. Hanisah Johor

Mrs. Shareen Adleena Shamsuddin

Mrs. Fatin Zawani Zainal Azaim

Mrs. Zaifulrizal Zainol

EDITORIAL MEMBERS:

Mrs. Norfadhlina Khalid

Mrs. Puteri Zirwatul Nadila Megat Zamanhuri

Mrs. Norhafidah Haliah

GRAPHIC EDITOR:

Mr. Mohd Fadzly Abdul Aziz

EDITORIAL


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MESSAGE FROM

Assoc. Prof. Dr. Mohd Yuzri Bin Mohd Yusop

The Chief Editor of Marine Frontier

In the Name of Allah, the Most Gracious and Most Merciful. I would like to take this opportunity to wish a very happy and prosperous new year to all readers and I wish to also welcome all readers to the 1st edition of 2017 Marine Frontier. In this issue of Marine Frontier, there are seven (7) articles ranging from marine engineering, marine technology management, maritime education as well as an article on inflation that is commonly linked to the economy at large including the marine industry. It is hoped that the published articles will entice readers to do further reading and investigation on the related research areas especially in light of the current “in-thing” called Industrial 4.0 or Industrial Revolution 4.0 (IR4.0) in some literatures.

Elaborating further on IR4.0, this term corresponds to the current trend of automation and data exchange in manufacturing technologies which is also known as “smart factory”. There are four (4) main components to this concept namely cyber-physical systems, the internet of things (in some literatures, this also include internet of people), cloud computing and cognitive computing.

In light of these technological advancements and coming back to the marine sector which is the niche of UniKL MIMET; it is expected that these emerging technologies will have a significant impact on the following areas specifically unmanned ships, smart shipping, green technology and energy management solutions.

No matter how favourable the advancement in technologies may seem, the technologies are still new in some aspects and its adoption in areas aforementioned requires significant breakthrough in overcoming some of the identified challenges. For example, the readiness of ports in accommodating unmanned ships; let alone the technological breakthrough required to develop the unmanned ship itself.

In this aspect, there are several issues concerning regulatory requirements, data security and even legal issues that need to be addressed. These challenges however provide numerous avenues for researchers to perform more research to further contribute towards the inevitable adoption of these technological advancement in the marine sector.

As such, I wish to invite all teaching staff to continue to support our Marine Frontier research bulletin (which is going to be changed to journal soon insya Allah) by submitting articles of academic significance for publication whilst we continue our effort to better improve the visibility of this avenue. I wish to also thank and congratulate the Marine Frontier editorial members and reviewers for the successful publication of this new issue as well as all the previously published issues.

i

ABSTRACT

In the present study, two sets of aluminium alloy 5083 was bonded to A36 carbon steel at same temperature of 600°C, and duration for 60 minutes through diffusion bonding. Uniaxial loads of 6 MPa were applied during the diffusion bonding and the condition of each set of specimens was set in vacuum condition and atmospheric condition respectively. Shear testing method confirmed the interface quality of the joints. The maximum shear strength of 2926 N was obtained for the specimen bonded in vacuum condition in comparison with 751 N in atmospheric condition.

Keywords: diffusion bonding, vacuum, atmospher ic

INTRODUCTION

Diffusion Welding or Diffusion Bonding is a method that joins the two materials in solid state condition which is the materials are not heated until melted. The joined materials could be the same material or different type of materials (Griffing, 1970). The specimens are prepared with flat surfaces and given pressure and heat in a certain time. Oxidation in diffusion welding is occurring during the elevated temperature where this oxidation can lead to poor welding quality. Material that is exposed in atmospheric condition is covered with contaminant layer such as oxide, oil, grease, etc. This layer can be eliminated by using a shielding gas or in a protected atmosphere. Since the bonding joint in diffusion welding is in micro size, the oxide layer may cause poor strength on the bonding joint. The study analysed the diffusion bond between aluminium and steel which will be conducted in two (2) types of condition which are; (i) atmosphere condition furnace, (ii) furnace with vacuum pressure. Diffusion bonding is normally carried out at high temperatures, about 50% - 70% of the absolute melting point of the parent material.


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EFFECT OF VACUUM CONDITION ON SHEAR TEST RESULT FOR DIFFUSION BONDING SPECIMEN OF MARINE GRADE STRUCTURAL 5083 ALUMINIUM AND

ASTM A36 STEEL

ABDUL AZIZ ABDUL RAHIM1 AZIZ ABDULLAH2 FAUZUDDIN AYUB3 ASMAWI ISMAIL4 SYAJARATUNNUR YAAKUB5 MIDZFAR ABDURAKMAN6

1,5Section of Technical Foundation, Malaysian Institute of Marine Engineering Technology,

Universiti Kuala Lumpur, 32200 LUMUT, Perak, Malaysia

2Section of Marine Construction and Maintenance Technology, Malaysian Institute of Marine

Engineering Technology, Universiti Kuala Lumpur, 32200 LUMUT, Perak, Malaysia

3,4,6Section of Marine Engineering Technology, Malaysian Institute of Marine Engineering Technolo-

gy, Universiti Kuala Lumpur, 32200 LUMUT, Perak, Malaysia

___________________________________________

Corresponding author: [email protected]

Typical pressure ranges are 5-10 MPa for carbon steels and 3-7 MPa for aluminium alloys. In diffusion welding application, time may vary from a few seconds to several hours. Practical factors may influence the time needed for diffusion welding. It should be just sufficient for an intimate contact to be formed and for diffusion processes to take place (Shirzadi, 1997). Diffusion bonding of most metals is conducted under a vacuum or in an inert atmosphere (normally dry nitrogen, argon or helium) in order to reduce detrimental oxidation of the faying surfaces (Nozue, 2005). The analysis of the joint will be through shear test. The analysis will compare the result of the two methods that were used to join the specimen. Expected outcome of this research is to get the result data on the conducted mechanical tests of specimens and to identify the best condition used in diffusion welding.

EXPERIMENTAL PROCEDURE

There are a number of similar and dissimilar combinations joined by diffusion welding in the past studies. Materials used for specimens in the experiments are A36 steel and aluminium 5000 series (ASTM A36 / A36M-14, 2014). Both of them are in marine grade. Table 1&2 shows the chemical composition of aluminium 5083 and A36 carbon steel. Specimens for the diffusion welding were prepared in the sizes of 10 mm in diameter and 10 mm in length. The prepared specimens were ground with abrasive papers of various grit sizes (200, 600 and 1200). Finally, all the specimens were cleaned by degreasing in acetone.

Table 1. A36 carbon steel composition & properties

Table 2. Aluminium 5083 composition & properties


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Diffusion welding was made in an atmospheric condition and vacuum condition (Aydin et al., 2012). Figure 1 and Figure 2 show the vacuum and atmospheric condition furnaces. On the other hand, Fig. 4 shows the dimensions of specimen to be welded and the welded specimen. 6 MPa pressure was applied during the diffusion bonding. For atmospheric condition the force applied using clamping jig and hydraulic press machine as shown in figure 3. Important diffusion bonding process parameters (bonding temperature and holding time) were identified in Table 3. Heating rates of 10°C/min as shown in graph 1 were employed during the heating. When the bonding process was completed, the specimens were cooled to room temperature in the furnace. Two specimens were made

for each bonding parameters.

Figure 1. Atmospheric condition furnace

Figure 2. Vacuum Condition Furnace


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Figure 3.Hydraulic press and clamping jig

Figure 4. Specimen dimension & welded specimen

Figure 5. Heating rate


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Table 3. Experiment Parameters

RESULT & DISCUSSION

The results were observed and gathered after carrying out the shear test. The shear test performed on the specimen to analyse the strength of bonding joint of specimen. Different condition of furnace shows different result of shear test. A special jig was designed and fabricated (Figure 5, 6, & 7) since the specimen is small. Shear test performed until the specimens or bonding joint fractured which will give the maximum load applied on the test. From the test conducted, the maximum load obtained is 751.1837 N under atmospheric condition and 2926.738 N under vacuum condition. Observation on the specimen upon shear test that was conducted found that the specimens were not fractured but the effect of shear test has made the bonding joint tore off. Shear test was carried out in accordance to ASTM B769 standard test method for shear testing of aluminum alloy (ASTM B769-94, 2014).

Figure 6. Shear Test Jig Design


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Figure 7. Fabrication of Shear Test Jig

Figure 8. Schematic Illustration of Shear Test Jig

The shear load comparisons illustrated in Graph 3 to compare each condition. Based on the test conducted, the following discussion and observation have been made to support the data that has been obtained. The discussions made by focusing on the effect of vacuum condition on diffusion welding.


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i. Surface that exposed in atmospheric condition covered by the layer of oxide and other

contaminant. The oxide layer creates a barrier on atomic particles to diffuse thus create lower strength of bond interface.

ii. Materials under vacuum or space condition have a tendency to cold welding. With addition of force and heat, the atomic particles start to diffuse, creating higher strength of bond interface.

iii. A research paper written by Kemal Aydin et al. in 2012 based on the experiment of diffusion welding of titanium to copper in Argon gas stated that the highest shear load obtained is 2171 N, which is 30% lower than the result obtained in this study. Thus, the vacuum condition creates higher strength of bonding compare than shielding gas.

Figure 9. Shear Load Graph under Atmospheric Condition

Figure 10. Shear Load Graph under Vacuum Condition


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Figure 11. Comparison of shear test result under atmospheric and vacuum conditions

CONCLUSION

From the result obtained through shear test during the project study, it can be concluded that the atmospheric condition affected the quality of bonding during the process of diffusion welding. The protected atmosphere creates a better joining in diffusion welding process. Thus, the vacuum condition is the best condition to conduct diffusion welding. However, there is a limitation in this research where the specimens are in the form of rod. The strength of bonding joint may not be applicable in ship structure. Thus, there are recommendations for future research to continue with this study. The following areas are recommended for future research to improve and enhance the current study.

i. Conduct experiment in the form of plate to relate it with shipbuilding industry.

ii. Conduct microscopic test on the specimen to obtain the material composition on the bonding joint.

iii. To conduct mechanical test (tensile) on plate.


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REFERENCES

[1] ASTM B209-14 (2014). Standard Specification for Aluminum and Aluminum-Alloy Sheet and Plate, ASTM International, West Conshohocken, PA, www.astm.org.

[2] ASTM A36 / A36M-14 (2014). Standard Specification for Carbon Structural Steel, ASTM International, West Conshohocken, PA, www.astm.org.

[3] ASTM B769-94 (2014). Standard Test Method for Shear Testing of Aluminum Alloys, ASTM International, West Conshohocken, PA, www.astm.org.

[4] Aydın, Kemal; Kaya, Yakup; Karahman, Nizamettin (2012). Experimental study of diffusion welding/bonding of titanium to copper. Karabuk, Turkey: Karabuk University.

[5] Clark, Denis E.; Mezia, Ronal E., Glazoff, Michael E. (2012). Diffusion Welding of Compact Heat Exchangers for Nuclear Applications. Idaho, USA: Idaho National Laboratory (INL).

[6] Griffing, Len (1970). Welding Handbook. New York, NY: American Welding Society (AWS).

[7] Nozue, Akira. (2005). Principle for Solid State Bonding Method: Projection Welding Method aided by the Ironing. Tokyo, Japan: Ohashi Technica Inc.

[8] Sales, Merstallinger, M. & Semerad, Sales E. (2009) Assessment Of Cold Welding Between Separable Contact Surfaces Due To Impact And Fretting Under Vacuum. Seibersdorf, Austria: Austrian Institute of Technology.

[9] Shirzadi, Amir A. (1997). Diffusion Bonding Aluminium Alloys and Composites: New Approaches and Modelling. Cambridge, United Kingdom: University of Cambridge.

[10] Tiwari, Santosh K. (2010). Nickel Nanoparticles Assisted Diffusion Brazing of Stainless Steel 316 for Microfluidic Applications. Oregon, USA: Oregon State University.


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ABSTRACT

This study is conducted to test the convergence in inflation rates across economies and over time, for two ASEAN countries, Thailand and Indonesia. Besides that, it is necessary to compare the speed of convergence across these two countries, types of price level and pre and post inflation targeting periods. From this research, the investigation is on how the inflation convergence policy can contribute to price stability and policy credibility in ASEAN countries, particularly in Indonesia and Thailand. To sum up, it is vital to find the contribution of this policy towards the economy of Thailand and Indonesia. For example, this policy is focused on achieving low and stable inflation. Furthermore, it facilitates in enhancing and improving the transparency and accountability of mone-tary policy decision making of both Indonesia and Thailand.

Keywords: convergence, convergence inflation, low and stable inflation

INTRODUCTION

The convergence is an economic policy taken by a country to reduce the inflation interest rate differentials with other countries. To measure and determine the degree and level of good market inte-gration, a country needs to adopt an economic policy which is called inflation convergence. During the 1998 Financial Crisis, countries such as Indonesia, Korea, the Philippines, and Thailand have adopted inflation targeting policy while non-inflation-targeting countries: Japan and Malaysia adopt-ed interest rate targeting and Singapore adopted an exchange rate targeting. Global markets integra-tion and alliance have reached significant and vital advantages such as cross-border capital and re-sources flow, monetary policy autonomy, and arbitrage trading. Hence, it is crucial to study the issues related to monetary policy and open-economy macroeconomic models by examining convergence in inflation rates and the policy implications for the economy of the countries which adopted this policy.


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SIMULATION OF TESTING THE CONVERGENCE OF INFLATION RATES: A COMPARISON BETWEEN TWO ASEAN ECONOMIES

NAZLIAH MOHD ALI1 , NAZWAN IZZUDDIN AMINUDDIN2

1,2

Section of Technical Foundation, Malaysian Institute of Marine Engineering Technology,


___________________________________________


In addressing the above issues, the research is carried out with the following objectives:

i. To test the convergence in inflation across economies of two Southeast Asian countries and over time (pre versus post inflation targeting periods).

ii. To compare the speed of convergence across Thailand and Indonesia, across types of price level, and across and pre and post inflation targeting periods.

The general research is conducted among Southeast Asian countries or ASEAN countries to satisfy the requirements for monetary union including:

1. The main focus is on the inflation rates and level, and if the level and rates of inflation are the same across ASEAN countries. For example, the Consumer Price Index (CPI) and inflation rates.

2. Moreover, the inflation level and rates respond and sensitive to common economic and monetary policy adopted by different countries.

3. Furthermore, in the presence of diverse inflation, the country prices will show the sign of convergence when country inflation is identical. When the initial inflation rates are different, inflation convergence does not take place.

4. Inflation convergence occurs when a country with high prices experiences low inflation. On the other hand, a low price country faces high inflation. The convergence of inflation will give some relief to policymakers even if there is a significant diversity of inflation, such as rice inconsistency and instability would be expected to happen in the future.

Thus, this paper will study the convergence of inflation policy toward achieving low inflation rates and price stability.

LITERATURE REVIEW

Karanasos et al. (2016) and Jun Nagayasu (2011) states that countries in a region should have similar levels of inflation. It is crucial to create a monetary union because only a single monetary policy can be executed for all countries in the union or association, for example, European Union (EU) or the Association of Southeast Asian Nations (ASEAN) in order to attain low and stable inflation. The ordinary inflation rates are vary across countries because the inflation percentage react differently according to their economic and monetary factors.

Mihai Gheorghea and Valentina Vasileb (2015) insist that the single common market creation increases the cooperation and integration of economic among countries in the union or association. Firstly, this policy leads to the adoption of a single currency and to the elimination of the exchange rate differentials among member states and countries. Secondly, the removal of technical, physical, and regulatory restrictions should be accomplished so that the union or association is able to realise a sustainable economic growth, price stability and low inflation rates. These two aims are usually monitored by economists, policymakers and indicators to measure the differentials of price levels among countries in the union or association. For example, the harmonised index of consumer prices and the price level index. For instance, after Romania enrolled into the EU, a speed-up of the market alliance and the improvement in efficiency of the economic and monetary policy by the inflation con-vergence policy have occurred.


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METHODOLOGY USED IN THE PREVIOUS WORK

Empirical results Elliott et al. (1996) have supported standard unit root tests, such as the Augmented Dickey- Fuller (ADF) test and these tests have been supported by the improved tests. The application of improved ADF testing procedure and process leads to the same conclusions. However, Pesaran (2007) argues that the inflation rates seem to have converged both among the inflation targeters and non-targeters. Pair convergence does not seem to happen to the countries that adopt a same monetary policy regime.

Convergence inflation

Barro and Sala-i-Martin (1991, 1992) have discovered that view of convergence is related to that of economic growth. Therefore, definitions and methodological approaches of convergence are important in inflation convergence literature. Perfect convergence will be achieved if different economies converge in the same way in long-term level. With inflation convergence, the economy of a country will grow in a steady state, depending on its monetary policy and economic factors. Measuring inflation convergence involves studying the dynamic properties of the inflation differential between two economies.

Panel unit root test

Levin et al. (2002) have pioneered the application of the ADF test to the panel framework and plan to investigate similar or difference rate of convergence across the countries. The standard panel unit root tests are meant to show the statistical analysis of the convergence inflation rates and the trends of the graph converging.

Data and empirical results

All data are gathered from the International Financial Statistics (IFS) of the International Monetary Fund (IMF). According to Hammond (2012), the ability to examine whether there is inflation convergence within each of the two countries is the difference in the monetary policy regime adopted by two different countries. Besides that, convergence within each country is expected to be shown in the results of the simulation of testing. So, it is vital to examine any pattern of convergence considering both inflation targeters and non-targeters countries. For example, countries are grouped together according to their monetary policy framework and plan. The simulation will show the existence of inflation convergence among countries according to their monetary policy.

METHODOLOGY

First Order Autoregressive AR (1) The First Order Autoregressive method is used in scientific analysis in order to analyse trends, moving average and regressions of the present, past and future value. This method is used to create for casts of future value and statistical trends. In the beginning of the study, the models for stationary processes are used in representing the dependency of the present values of a time series from the past values.


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The idea of regression is to produce the linear dependence between a dependent variable y (zt) and an explanatory variable x (zt−1), using the formula

zt = c + φzt−1 + at Where c and −1 < φ < 1 are constants, and c is a white noise process with variance σ2.

Unit Root Test (Augmented Dickey- Fuller)

To test the existence of convergence in inflation, the formula needs to be used is ADF Unit Root Test. This formula is use to confirm the economic and financial statistic trending behaviour or non-stationarity. The statistical properties studied in this research are mean, variance, and autocorrelation and the leading examples are asset prices, exchange rates and the levels of macroeconomic totals including the Gross Domestic Product (GDP).

The ADF Unit Root Test also used to investigate the presence of inflation rates between Indonesia and Thailand. The next investigation is to determine whether regional prices are converging during the specific period. While regional inflation may differ in ASEAN countries, there are signs of inflation convergence. This happens when low or high price countries experience unstable inflation. In this case, price convergence happens and the diversity in inflation becomes less serious. Therefore, it is important to study regional price behaviours as well as inflation.

The Process of Unit Root Test (Augmented Dickey- Fuller) is used in the application of the ADF test to the panel framework or plan that is used to investigate the inflation and the rate of convergence across Thailand and Indonesia. To test the average statistic across inflation rates of countries, several tests have been developed. The hypothesis have been produced from one of these tests to show that one of the data economically relevant to the study of the convergence among a group of countries. The tests are developed to show the convergence is existed across countries in a framework or plan and provides statistical analysis of the research.

The alternative formulation of the ADF test regression is:

Where ∆ is the difference operator and Ɛ is a random error.

Data This research is conducted by using data of the inflation rates from ASEAN-5 countries (Indonesia, Malaysia, The Philippines, Thailand and Vietnam). However, only Indonesia and Thailand are chosen for this study which are emerging and giant economies in the ASEAN countries. The data are collected from dataset from the International Monetary Fund (IMF) and World Bank.

tjt

J

j

jtt yyy

1

1


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Data Analysis and Findings

Data Analysis

By applying the following equations,

.100

and

.100 formulas, the inflation rates can be identified.

Summary Statistics

To summarise this data set, Descriptive Statistics method is used to identify the mean and standard deviation of inflation.

The purpose of using Descriptive Statistics are:

1. To indicate where the descriptive statistics that Excel calculates should be placed

2. To identify what statistical measures to be calculated and

3. To identify the mean and standard deviation. By identifying the mean and standard deviation, inflation rates can be identified and concluded.

Table 1 . Function of mean and standard deviation to measure inflation


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Variable CPI Inflation PPI Inflation

Country

Pre-

Inflation

Targeting

Post -

Inflation

Targeting

Pre-

Inflation

Targeting

Post-Inflation

Targeting

Indonesia

Mean 0.44 0.28 0.52 0.28

Standard deviation 0.7 0.37 1.33 0.37

Thailand

Mean 0.22 0.09 0.21 0.18

Standard deviation 0.33 0.25 0.49 0.62

Table 2. Variables and sample period

RESULTS

Descriptive Statistics

Table 3 illustrates the descriptive statistics for the inflation rates of CPI and PPI. The results show that the average inflation rates for all indices are the decline in the post –Inflation Targeting period in the two economies, indicating improvement in inflation rates after the inflation targeting implementation.

Comparing the average values at two price levels, the lowest average inflation rate exists can be seen in the table 3. In addition, the standard deviation for all series has declined in the post- IT period with the exception of PPI inflation of Thailand. The lower in standard deviation indicates smaller dispersion or deviation of the inflation rate over time.

It is observed that the dispersion of inflation rates of Thailand is significantly lower compared to Indonesia except for post-PPI-IT. Overall, the dispersion differs significantly across economies of two Asian countries.

Table 3. Descriptive Statistics of Inflation


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Statistic Description

Mean Obtained by adding all the Consumer Price

Index (CPI) and Producer Price Index (PPI)

Standard De-viation

The bigger the standard deviation is, the

bigger the volatility of inflation.

Country Inflation Pre-Inflation

Targeting

Period

Post-Inflation

Targeting

Indonesia CPI,PPI 1971M01-

1999M12

2000M01-

2011M12

Thailand CPI,PPI 1971M01-

1999M12

2000M01-

2011M12

Table 4. Descriptive Statistics of Inflation Differentials

Table 4 summarises the descriptive statistics for the inflation differentials. Looking at the average values across economies, Indonesia shows declined in standard deviation in both Pre- Inflation Targeting and Post-Inflation Targeting in CPI and PPI inflation, while Thailand shows a slight increase in standard deviation from Pre-Inflation Targeting to Post-Inflation Targeting in PPI inflation. In addition, the average inflation differential for Indonesia shows positive values for both pre- Inflation Targeting and post-Inflation Targeting periods. This indicates that the inflation series of Indonesia are larger than the mean inflation of the group.

Furthermore, we can see the results for standard deviation for all series between Pre-Inflation Targeting and Post-Inflation Targeting. The decline in standard deviation shows the series of differential inflation rate has lower fluctuation and more stable. Looking at the results, we can see the dispersion of inflation differential rate for CPI is more stable and has lower fluctuation since the results show the decline of dispersion value from pre-Inflation Targeting to post-Inflation Targeting for all economies. Moreover, the dispersion for inflation differential CPI also shows decreasing pattern which implies the smaller dispersion of inflation differential CPI is more stable. Overall, measured dispersion differs significantly across economies, across two level of price and across Inflation Targeting periods.

CONCLUSION AND RECOMMENDATION

In this research, it is proven that the inflation convergence existed. The dispersion differs significantly across economies, across two price levels and across Inflation Targeting periods. Based on the results, the lower in standard deviation indicates smaller dispersion or the deviation of inflation rate over time. It is observed that the dispersion of inflation rates of Thailand is significantly lower compared to Indonesia except for post-PPI-Inflation Targeting. It can be seen in the result for the standard de-viation for all series between Pre-Inflation Targeting and Post-Inflation Targeting. The decline in standard deviation shows the series of differential inflation rate has lower fluctuation and more stable.


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Variable CPI Inflation PPI Inflation

Country Pre-

Inflation

Targeting

Post -

Inflation

Targeting

Pre-

Inflation

Targeting

Post-Inflation

Targeting

Indonesia

Mean

Standard deviation

0.23

0.69

0.15

0.36

0.28

1.32

0.15

0.37 Thailand

Mean

Standard deviation

0.13

0.32

0.04

0.25

0.13

0.48

0.08

0.62

Besides that, the results show inflation convergence and inflation differential are achieved for all prices in both economies in pre and post inflation targeting periods. Based on the research, the stand-ard deviation for both pre-Inflation Targeting and post-Inflation Targeting in Indonesia for CPI and PPI prices are reduced. This means that this policy is effective to reduce the inflation rates for a country. The CPI inflation for Pre-Inflation Targeting and Post-Inflation Targeting in Thailand shows a decrease in value.

However, the PPI Inflation for Thailand for Post-Inflation Targeting shows a slight increase. Overall, the inflation rates become lower and stable in the post-Inflation Targeting period which means the inflation is improved after the implementation of inflation targeting regime. Besides that, for Indone-sia, both Pre-Inflation Targeting and Post-Inflation Targeting for CPI and PPI show a decrease in val-ue. It is proven that inflation convergence policy is effective and efficient to combat the increasing inflation rates of a particular country.

It can be concluded that the convergence of inflation of Indonesia and Thailand exists. In addition, inflation rates after the implementation of inflation targeting have decreased and the price of both CPI and PPI for Thailand and Indonesia has become more stable.

RECOMMENDATION

From this research, several recommendation can be made. The speed of convergence can be identified and analysed by applying methods such as linear regression and unit-root test. Sek, S. K. (2013) has applied unit-root test and the study shows an outstanding result. By conducting these tests, the results will reveal evidence of convergence inflation and inflation differentials in all cases. By comparing the speed of convergence, the different convergence speed across price indices and across the economies over time can be observed. The speed of convergence in inflation and inflation differential is below unity. Therefore, it can be proven that there is no existence of divergence. In addition, the future value of the inflation can be predicted and forecasted by using the inflation targeting and inflation conver-gence methods.


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REFERENCES

[1]. Ball, L., Sheridan, N., (2005). ‘’Does inflation targeting matter? In: Bernanke, B.S., Woodford, M. (Eds.), The Inflation TargetingDebate’’. University of Chicago Press, pp. 249–276. [2]Barro R.J. and X. Sala-i Martin. (2004). ‘’Economic Growth-2nd Edition. The MIT Press’’. Cam-bridge-Massachusetts. [3] Bernanke BS, T Laubach, FS Mishkin and AS Posen (1999), ‘’Inflation Targeting :Lessons From the International Experience’’, Princeton University Press, Princeton, New Jersey [4] Crowder, W.J., Phengpis, C., (2007). ‘’A Re-Examination Of International Inflation Convergence Over Modern Float’’. Journal of International Financial Markets, Institutions and Money 17, 125–139. [5] Dickey, D. F. Wayne, (1981), “Likelihood Ratio Statistics for Autoregressive Time Series with a Unit Root.” Econometrica, 49, 1057-72. [6] Elliot, G., Rothenberg, T., Stock, J. (1996). ‘’Efficient Tests For An Autoregressive Unit Root’’. Econometrica, 64(4), 813-836. [7] Enders W, Granger C (1998) ‘’Unit-Root Tests And Asymmetric Adjustment With An Example Using the Term Structure of the Interest Rates’’. J Bus Econ Stat 16(3):304–311 [8] Hammond, G., (2012). ‘’State of the Art of Inflation Targeting In’’: Centre for Central Banking Studies’, Handbook-No.2 9. Bank of England. [9] Han K, Lee Y (2010) ‘’East Asia Monetary Integration and the Composite Index of OCA Crite-ria’’. Korea World Econ 11(2):297–339 [10] Hu, Y. (2003) ‘’Empirical Investigations of Inflation Targeting’’, Working paper03-6, Washing-

ton: Institute for International Economics. [11] Johnson, D.R. (2003) ‘’The Effects of Inflation Targets on the Level of Expected Inflation in Five Countries’’, Review of Economics and Statistics, 55, 1076-1081. [12]. Karanasos, M., Koutroumpis, P., Karavias, Y., Kartsaklas, A., & Arakelian, V. (2016). Inflation

convergence in the EMU. Journal of Empirical Finance, 39, 241–253. [13]. Levin, A.T., Natalucci, F.M. and Piger, J.M. (2004) ‘’The MacroeconomicEffects of Inflation Targeting’’, Federal Reserve Bank of St.Louis Review(July/August), 51-80. [14]. Pesaran, M.H., (2007a) ‘’A Pair-wise Approach for Testing Output and Growth Convergence’’, Journal of Econometrics, 138, 312-355. [15]. Pesaran, M.H., (2007b) ‘’A Simple Panel Unit Root Test in the Presence of Cross-Section De-pendence’’, Journal of Applied Econometrics, 22, 265-312. [16]. Sek, S. K. (2013). Testing for inflation convergence: a panel unit-root approach. International Journal of Business and Globalisation, 10(1), 72-85.


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ABSTRACT The purpose of this chapter is to explore why code switching (CS) and code mixing (CM) occur in Marine Engineering Technology technical classrooms. The researcher aimed to investigate factors of CS and CM occurrences and their patterns in technical classrooms context by using the conversation analysis of classroom interactions, individual interviews and stimulated recall interviews as methods of data collection. The first step of the research involved 2-hour video recording lessons taught by the technical lecturers within the framework of their university’s Technical Course Syllabus. This was followed by individual interviews with the technical lecturers focusing on their factors of CS and CM practice during their teaching experience. The last stage involved stimulated recall interviews with the technical lecturers based on the selected extracts from their lessons chosen after an analysis of spoken interaction in their classes. The findings of this study suggest that CS and CM could practically be incorporated into technical education classrooms since the practice of CS and CM benefited not only the technical students but instructors in the technical field. Keywords: Code switching; Code mixing; technical classrooms

INTRODUCTION Technical education is a training which involves the transmission of technical skills to students while the technical skills are knowledge and abilities required to accomplish mathematical, engineering, scientific or computer-related to duties as well as other specific tasks. During this process, code switching (CS) and code mixing (CM) are used to ensure understanding among the technical students. According to Sert’s (2005) notion, in English Language Teaching (ELT) classrooms, teachers’ and students’ discourse involves CS and CM which leads to betterment of instruction by eliminating or dominating CS and CM use during the foreign language instructions. This notion suggests that educators and students benefit from the use of CS and CM in their teaching and learning process since CS and CM enhance the conveyance of information and supports teachers to justify meanings. Based on this assumption, this study investigates why CS and CM are used as devices to achieve the communicative intents and serve certain functions in Marine Engineering Technology technical classrooms. This particular study takes place in one of the private technical universities located in a suburban area of Perak. It is situated next to ‘Selat Dinding’ of Lumut in Perak.


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FACTORS OF CODE SWITCHING AND CODE MIXING OCCURENCES IN MARITIME

ENGINEERING TECHNOLOGY COURSES

NURAIN BINTI JAINAL

Section of Technical Foundation, Malaysian Institute of Marine Engineering Technology,


___________________________________________


This private technical university only allows English as the medium of teaching and learning however, CS and CM are incorporated in the teaching and learning process due to many factors. Hence, this study aims to explore why CS and CM occur in the technical classrooms. This study also intends to explore the patterns of CS and CM which occur in Maritime Engineering Technology courses of the private technical university. This chapter presents the introduction to the study which consists of the background of the study, statement of the problem, research objectives, research questions, significance of the study, limitations of the study and definitions of key terms.

Code Switching and Code Mixing to Introduce Workshop Items

The first category emerged during Marine Workshop Technology 1 course which is the introduction to workshop items. During this course, T1 used code switching and code mixing to introduce the workshop items to the students. The evidence for this statement is stated in lines 1-11 from the excerpt below. Based on the practice of code switching (CS) “Betul”, “Ingat lagi ke?”, “Dekat sekolah dulu?”, T1 tried to encourage the students to recall on their previous experience regarding the workshop items such as Piles and the one he was presenting during his technical teaching. The evidence is stated below in Excerpt 1: T1: There are various equipment and measurement tools available. Betul? Even if you look at on this table, you can see, you have piles, what is this ha? I think you have seen this before kan? Ingat lagi ke? Dekat sekolah dulu?

(Excerpt 1)

In addition, Excerpt 1 revealed that T1 used code mixing (CM) as in “I think you have seen this before kan?”. T1 tries to relate the workshop items with the students’ personal experience and background knowledge regarding the workshop items taught. This is in line with Fishman’s (1960, 1972) notion in which social meaning lies not within the act of switching itself, but in the perceived association between speech activities on the one hand, and norms of language choice on the other. It is the stable patterns of use that give meaning to individual choice. This is made obvious in Fishman’s (1960, 1972) key concept of domain, which he develops in relation to some corresponding typical role relationships. There is an example by Fishman (1971), in English/Spanish CS between a boss and his secretary whom both Puerto Ricans. In this example, the boss makes exclusive use of English as he dictates a letter to his secretary, but then switches to Spanish for an informal conversation with her about the addressee. The social meaning lies not within the act of switching here, but in the correlation between the type of activity and code choice such as Spanish for informal conversation versus Eng-lish for business. Based on Excerpt 1, T1 code switched when he started to relate the names of the workshop items such as Piles and Dribits with the students’ background knowledge as he stated “Ingat lagi ke? Dekat sekolah dulu?”. In this statement, T1 switched to BM to express an informal conversation with the technical students involved. Another clear evidence is stated below in lines 189-193 from Excerpt 2. T1 used CM to relate the type of the Dribit to the students’ general knowledge when he stated “Yang ni yang paling general yang awak nampak kat market”. Based on this state-ment, there was an informal conversation between T1 and the students.


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MIMET’S TECHNICAL BULLETIN JOURNAL 8 EDITION 1 2017

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T1: We have six items on the table. This is what we call Dribit. The most common type of dribit available in market. Twist type. Yang ni yang paling general awak nampak kat market. Sebenarnya dribit ada banyak jenis. Bergantung kepada penggunaan. Kalau awak tengok dribit kayu, walaupun ini twist tapi bentuk dia beza. Yang ni kita guna dribit untuk drill machine. Untuk drill besi.

(Excerpt 2)

However, it is clear that in both excerpts (Excerpt 1 & Excerpt 2), T1 only practise CS and CM to introduce the names of the workshop items but does not translate the terms of the workshop items such as Piles and Dribits to BM. Those terms are still in English as they are accepted as formal terms in the technical context which is again in line with Fishman’s (1971) notion where English is made exclusive. The term ‘exclusive’ here refers to formality in which T1 maintains both workshop items names, Piles and Dribits in English. Similarly in lines 33-40, T1 used both code switching and code mixing in his conversation. Based on Excerpt 3 presented below, the researcher used code mixing when he stated “…to refresh what we learn in the primary school dulu, saya nak sebut primary pun dah bukan primary secondary tertiary dah. Primary tu sekolah rendah bang. Sekolah menengah dulu ada belajar, kan?”. This intrasetential level interchanging of language occurred when T1 switched the formal conversation to informal. Again, this is in line with Fishman’s (1971) notion in CS and CM discussed previously and the name of the workshop item, Vernier Calliper is still in English. T1: So you know you have the ideas, this equipment is called a Vernier Calliper, to refresh what we learn in the primary school dulu, saya nak sebut primary pun dah bukan primary secondary ter-tiary dah. Primary tu sekolah rendah bang. Sekolah menengah dulu ada belajar, kan?

(Excerpt 3)

The practice of CS and CM in Marine Workshop Technology 1 course was expressed by T1 in the stimulated recall interview session as the technical lecturer suggested that in order to create a ‘comfortable learning atmosphere’, T1 had to use L1 instead of L2. The phrase ‘comfortable learning atmosphere’ refers to a successful learning process where the students are capable of grasping the technical knowledge taught by the technical lecturer, T1. This is in line with Zabrodskaja’s (2007) notion in which code-switching can be enjoyed in the class to assist learners overcome communication issues. Even though I think they will get used to it [the extensive usage of English] after a while, I still think the most important thing in technical teaching is to provide a comfortable atmosphere. To get the comfortable atmosphere, I need to use BM in the prefatory part. With that, students will be comfortable being in my technical class.

(SR: Excerpt 4)

This is supported by Cook’s (2001) notion which favours incorporating ‘some form of code-switching’. Cook believes code switching is a natural phenomenon and teachers should not discourage students from using it. Cook (2001) argues that the maximization of L2 in the classroom should not be interpreted as meaning that L1 should be avoided altogether and that, in fact, “the long-held tradition of discouraging the integration of L1 in the TL classroom has sharply limited the possibilities of language teaching” (p. 405).


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Code Switching and Code Mixing To Introduce Technical Procedure

The second category which emerged was to introduce the technical procedure. Based on the transcriptions collected from this study, T1 used code switching most of the time while explaining the technical procedure. Lines 166-173 from Excerpt 5 below revealed that T1 explained the technical procedure on fabricating using a milling machine in the workshop in BM. The incorporation of CS and CM in this technical procedure instruction was to ensure and encourage students’ comprehension on the technical procedure taught. T1:Ok as an example, I will give you one drawing I cannot call this as a product kan ni testing je ni, let’s say this is a product that you want to fabricate using milling machine. I will give you a drawing. Katakan from silinder, saya nak awak jadikan dia square. Contoh, daripada bulat, jadikan dia segiempat tepat, guna milling machine. For example jadikan dia bentuk sabun. Sabun buku cap kapak. Tau kan? Nampak dia punya petak ni macam mana kan? Exactly saya nak macam ni. Tapi raw material macam ni, bulat macam ni. Bentuk rod. Bukannya kosong. Hollow. Bentuk rod. Sebenarnya dalam tempoh 1 jam dah boleh siap dah. 2 jam dah siap.

(Excerpt 5)

The factor leads to the practice of CS and CM in Excerpt 5 supported by the stimulated recall interview in Excerpt 6 where T1 stated that he used CS and CM most of the times in his technical teaching to increase the students’ knowledge as presented below: Well, sometimes some of the students come up and say that they cannot fully understand everything I say. I can relate to this but there is also the possibility for them to get used to this. If I use BM, they will not try to understand me at all. This was a bit problematic. I believe sometimes students have misconceptions about understanding the instructions and other things I say in English. Sometimes they think they don’t have an idea but indeed they do. It’s a matter of process. They have to give themselves time to get used to it you know.

(SR: Excerpt 6)

These statements are in line with Macaro’s (1997) notion where Macaro also explored teachers’ beliefs and attitudes on L1 and L2 use and reports that most of the teachers believed that it is impossible to create an ‘L1-free’ classroom except with highly motivated classes. This suggests that L1 is used predominantly to give or clarify instructions, for translating and checking comprehension and lastly to give feedback, all of which are essential actions in the classroom. Classroom discourse refers to the type of language use that is found in classroom situations. Apart from classroom discourse, this student-teacher discourse is also known as pedagogic discourse, and according to Richards (1992), it is different in form and function from language used in other situations due to the distinct social roles of students, teachers and the activities they engage in. Generally, having an effective classroom discourse is vital, especially to students, as they should be the focus in every lesson.


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Code Switching and Code Mixing to Explain Calculation for Measuring Workshop Items The third category emerged in this course is, to explain calculation for measuring workshop items. Based on Excerpt 7, T1 used code switching and code mixing in lines 268-273 to teach technical calculation for measuring the workshop items such as a Plate and a Dribit. The excerpt below shows an evidence in which T1 used CS and CM in order to measure the thickness of a Plate. T1:Ketebalan. Thickness. So bila kita guna Plate, dia sebut thickness pula. Takda la pula kita sebut diameter. Ok lock dulu tarik keluar dan ambil bacaan. S1: 5.09. T1: 5.09? 5.90. 5.95 almost 6. Ok. In this case, I will say, it is five point nine zero. Five point nine zero. Betul? S2:Aaa betul la. Betul.

(Excerpt 7)

In Excerpt 7, T1 used the word ‘ketebalan’ to refer to the thickness of a Plate. Indeed, T1 directly switched the word thickness to BM in order to explain the meaning of thickness to the technical students. This is in line with Gysel’s (1992) notion which suggests code-switching can also be used to fill a linguistic or conceptual gap of the speaker. It is seen as a communication strategy where it provides continuity in speech to compensate for the inability of expressions. In addition, T1 used CS and CM to test the student’s calculation skills for measuring the thickness of a Plate as in “So bila kita guna Plate, dia sebut thickness pula. Takda la pula kita sebut diameter. Ok lock dulu tarik keluar dan ambil bacaan”. This is in line with Cook (2001) who describes several situations in which switching to L1 might be necessary. Cook (2001) suggested tha teachers could switch to L1 if it is obvious that insisting on using L2 would be inefficient or discouraging for the student. He also suggests using L1 while introducing topics, achieving classroom management, organizing tasks, using tests; in short whenever “the cost of the TL is too great” (p. 418). The points made by Atkinson and Cook are significant in terms of describing the roles of L1 use which might be observed in the lessons and reflected in the views of the technical lecturers in this study. T1 also used CS in the last line as in “Betul?” to verify the students’ comprehension towards the subject matter taught. This is in line with Macaro’s (1997) notion which suggests L1 is used predominantly to give or clarify instructions, for translating and checking comprehension and lastly to give feedback, all of which are essential actions in the classroom. Another evidence which is in line with Macaro’s (1997) notion is revealed in Excerpt 8 below. S2: Diameter, twelve point zero four mm. T1: One two zero four. Confirm? S2: Twelve point zero four mm.


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T1: Twelve point zero four mm? Apa kata awak tulis kalau tak sure. Saya baru tanya sikit macam tu dah confused. So kalau dah paham tak payah tulis main scale semua. So sekejap lagi saya akan bagi bacaan sikit. After that we have to identify dekat mana mistake kalau ada. If there is no mistake, we will continue to the next item. So, total readings 12.45mm. Now, give me the Dribit. Ok, here the tricks. If you want to measure a Dribit, you have to measure the upper part, body. Jangan measure kat bahagian curvy. Sebab nanti awak akan dapat yang berbeza. Walaupun kita tau diameter dia adalah something-something. Tapi dalam keadaan twist, nampak senget. Susahkan kita. So ambil je bahagian yang atas ni jangan terlampau atas sangat because some of Dribits, bahagian atas ni dia besar sikit. So the trick, nampak penghujung ni? Kita ambil ukuran kat situ. Kita ambil ukuran, locked. Now, bacaan saya, 12.5. Ok 0.05 punya ralat ok acceptable la. Erm, normal punya Dribit, we can purchase in hardware, dia punya scale, ataupun dia punya ukuran, 5,10,15,25,30,35,40. Dia selang lima. Dia takda point macam 0.05 ni. Jadi if you measure a Dribit, 12.45, maknanya awak dah tahu dah awak pegang Dribit yang berukuran 12.5. Settle yang pertama? Faham? Apa yang awak faham?

(Excerpt 8)

Based on this excerpt, T1 explained the procedure of measuring a diameter of a Dribit by using CS and CM in lines 205-222. The clarification of the procedure is conveyed by T1 using the mixture of English and BM to enhance comprehension. In the excerpt above, T1 stated “Faham? Apa yang awak faham?” to verify the students’ comprehension towards the technical procedure taught. It is crucial to change code in order to verify the technical students’ knowledge and this is again, in line with Macaro’s (1997) notion of L1 is used predominantly to give or clarify instructions, for translating and checking comprehension and lastly to give feedback, all of which are essential actions in the classroom. According to Walsh (2006), the communication patterns found in language classrooms are different from those found in content-based subjects. Communication is distinctive because the linguistic forms utilized are often the aim of a lesson and the means of achieving those aims. In the L2 classroom, it is common that teacher controls both the content and the procedure of the learning-process. As for Cazden (in Walsh, 2006) some of the features of L2 classroom are: teachers control the topic of discussion; teachers control who can participate and when; students take their cues from teachers; role relationships among teachers and learners are lopsided; teachers are responsible for managing the interaction which occurs; teachers talk more. Any L2 lesson can be perceived as a dynamic and complex series of interrelated contexts, in which interaction is essential to teaching and learning. Class-based L2 learning is often improved when teachers have a detailed understanding of the relationship between teacher talk, interaction and learning opportunity (Walsh, 2006). Assessment of the Course The fourth category emerged is assessment of the course. T1 used code switching and code mixing while informing the students regarding their course assessment. The evidence emerged in lines 183-187 from Excerpt 9 which T1 enlightened the technical students regarding the course assessment. This is in line with Cook (2001) who describes several situations in which switching to T1 might be necessary. According to Cook (2001), teachers could switch to the T1 if it is obvious that insisting on using the T2 would be inefficient or discouraging for the student. He also suggests using the T1 while introducing topics, achieving classroom management, organizing tasks, using tests; in short whenever “the cost of the TL is too great” (p. 418). The points made by Cook are significant in terms of describing the roles of the T1 use which might be observed in delivery of the course assessment information and reflected in the view of the technical lecturer in this study.


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T1: Mini project, practical test dan juga technical report 55% lah total. Jadi awak ada 40% lagi untuk score dalam practical exam. Kelas kita bukannya lulus dan juga fail. Kelas kita ada markah, markah semuanya praktikal. You do your assignment, you do your task, and then submit, ada markah.

(Excerpt 9)

The view of the technical lecturer 1 (T1) was clearly stated in the stimulated recall interview excerpt below which suggested that using solely English in teaching the technical course would cause frustrations among technical students. T2 stated as in “I did use solely English to teach Marine Workshop 1 for the last few semesters but I ended up with frustration when the students did not give me any feedback during class”. The view of T1 is related to Zabrodskaja’s notion (2008) in which code-switching can be enjoyed in the class to assist learners overcome communication issues. Indeed, T2 used code switching and code mixing to ensure the communication issues which lead to technical students’ frustration could be solved.

I did use solely English to teach Marine Workshop 1 for the last few semesters but I ended up with frustration when the students did not give me any feedback during class. I can see from their looks. Sometimes they look very confused and surprised. Sometimes they don’t react or nod. At those occasions, I feel like they are not following me. Of course this does not mean I am always fully aware of this situation. Even though English is the medium of teaching for this technical university and we as lecturers are required to use English, I don’t think that we can teach the technical course solely in English with ease. Code switching and code mixing are always needed.

(SR: Excerpt 10)

As from the previous study done locally by Rosniah, Idris, Teo and Noorizah (2011), it revealed that in English language classrooms, the teaching and learning of English language in Malaysia is still teacher oriented. Students were only given the opportunities to answer one word answer and to repeat after the teacher. In other local study done by Rosniah and Idris (2006) it can be concluded that the classroom discourse analysed in this study is embedded with teacher domination practice. As a result of this control, the role of the student as the main target of education process seems to be relegated, and instead it is the teacher who plays central role.

Assessment of Student’s Knowledge

The final category emerged is assessment of students’ knowledge. Technical lecturer 1 (T1) switched and mixed codes to assess the students’ comprehension towards the course taught for the particular day. In line 102 from the excerpt below, T1 stated “Boleh nampak tak?” showed that T1 used CS to verify the comprehension of the students. This statement is again, in line with Macaro’s (1997) notion of L1 is used predominantly to give or clarify instructions, for translating and checking comprehension and lastly to give feedback, all of which are essential actions in the classroom. T1:Yang tolak tambah tu masa kat sekolah dulu tu, ini ukuran dia. 0.05. 0.05 represents each scale yang ada kat sini. Boleh nampak tak? Setiap scale yang kecil ni.

(Excerpt 11)


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The phrases “Boleh baca dah? Boleh faham?” indicate that T1 was assessing the students’

comprehension of the procedure taught. The evidence is stated in lines 131-134 in Excerpt 12

presented below.

T1: Nampak satu line tegak, vertical. Kalau saya pandang dengan mata kat sini, saya nampak dekat 60. Antara 6 dengan 7. So dekat sini bacaan dia berapa? S2: 0.60

T1: Clear? Aiman? Boleh baca dah? Boleh faham?

(Excerpt 12)

Discourse Analysis has to do with analyzing the relationship among language and the contexts in which it is used. It is also being applied in various researches such as in applied linguistics, and second language learning and teaching. As such, discourse analysts investigate language in use: all types of written texts and spoken data, from conversation to highly institutionalized types of talk. Critical discourse analysis (CDA) provides the theoretical framework for this study. It seems to provide autonomy and opportunity to teaching and learning interaction between student-teacher and student-student; on a superficial level it appears pedagogically to be a social process that is par excellence. Such classroom discourse makes possible situations in which learning becomes more fun, student participation is active and teaching-learning activities are effective. Moreover, such situations also allow teachers to fine-tune their speech according to students’ progress. Chouliaraki (1998) asserts that fine-tuning is essential in learning since it improves students’ understanding. Discourse analysis helps us in understanding how real people use real language, as opposed to studying artificially created sentences. It is therefore of immediate interest to language teachers because we need to consider how people use language when we design teaching materials, or when we engage learners in exercises and activities aimed at making them proficient users of their target language, or when we evaluate a piece of commercially published material before deciding to use it (Michael McCarthy, 2002) Analysis of classroom discourse is useful when examining the effectiveness of teaching methods and the types of student-teacher interaction (Richards, Platt, & Platt, 1992) Classroom discourse refers to the type of language use that is found in classroom situations. This student-teacher discourse is also referred to as pedagogic discourse, and it is different in form and function from language used in other situations due to the distinct social roles of students, teachers and the activities they are engaged in (Richards et. al., 1992; Rosniah & Idris, 2005).


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CONCLUSION

The findings of this study revealed that there are code switching (CS) and code mixing (CM) occurrences in Marine Engineering Technology technical classrooms. In the literature, these occurences have been broadly discussed in terms of the functions they serve (Gumperz, 1982; Auer, 1998; Eldridge, 2006; Ayeomoni, 2006). Based on the findings of this study, the occurences of CS and CM in Marine Engineering Technology technical classrooms are categorized into technical procedure, introduction to workshop items, propulsion and ship engine monitoring, communication system monitoring, assessment of students’ knowledge, assessment of the course, and calculation for measuring workshop items. The findings of this study clearly show that technical lecturers practise CS and CM while clarifying the technical procedure such as fabricating using a milling machine in the workshop. Indeed, the most frequently occurrences of the technical lecturers’ CS and CM practice in this study are related to the teaching of the technical terms and procedures. During the introduction to workshop items session, T1 introduces the workshop items firstly in English and incorporates CS and CM in his conversations to relate the items to the technical students’ background knowledge by asking few questions. In addition, CS and CM occur in teaching propulsion and ship engine monitoring sessions in which T2 translates many English words and phrases to BM in order to highlight the main subjects of the topics taught. T2 also uses CS and CM to enhance the students’ interest towards the topics when he abruptly changes code to BM.

This practise assists in conveying the technical knowledge successfully in a way that the technical students are reminded towards the crucial technical terms and main subject matters of the topics taught. It also helps in maintaining the technical students’ attention towards the topics taught by the technical lecturers to the optimum level while the learning process takes place. REFERENCES [1] Arthur, J. & Martin, P. (2006). Accomplishing Lessons in Postcolonial Classrooms: Comparative Perspectives from Botswanaand Brunei Darussalam. Comparative Education, 42 (2), 177-202. [2] Auer, P. (1988). A conversational analytic approach to code-switching and transfer. In Monica Heller (ed.), Code switching: Anthropological and sociolinguistic perspectives, 187-213. Berlin: Mouton de Gruyter. [3] Auer, P. (1998). Code-switching in Conversation: Language, Interaction, and Identity. London: Routledge. [4]Blom, J. P. and Gumperz, J. J. (1972). Social meaning in linguistic structures? Code switching in Norway. In J. J. Gumperz, D. Hymes eds., Directions in 239 sociolinguistics. The ethnography of communication. New York: Holt, Rinehart and Winston, pp. 407-34. Borg, S. (1999). Studying teacher cognition in second language grammar teaching. System, 27, pp. 19-31. [5] Bloomberg, D. (2004). Code switching. Retrieved May 21, 2011 from http://www.usingenglish.com/weblog/archives/000157.html.. [6] Boyatzis, R.E. (1998). Transforming qualitative information: thematic analysis and code development. Sage.


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[7] Braun, V. and Clarke, V. (2006). Using thematic analysis in psychology. Qualitative Research in Psychology, 3, pp. 77-101. [8] Centeno, Cortes. (2004). Problem- solving Task in a Foreign Language: the Importance of the Private Verbal Thinking. International Journal of Applied Linguistic, 14, 7-35. [9] Cook, V. (2001). Using the first language in the classroom. The Canadian Modern Language Review, 52(3), 402-423. [10] Evans, M. (2009). Using stimulated recall to investigate pupils’ thinking about online bilingual communication: code- switching and pronominal address in T2 French. British Educational Research Journal, 35, 419-435. [11] Fishman, J. A. (1972). The Relationship between micro-and macro-sociolinguistics in the study of who speaks what language to whom and when. In Pride, J. B. & Holmes, J. (eds). Sociolinguistics. pp. 15-32. Harmondsworth: Penguin Books Ltd. [12] Gumperz, J. J. (1971). Language in Social Groups. Stanford, CA: Stanford University Press. [13] Macaro, E. (1997). Target language, collaborative learning, and autonomy. Clevendon: Multilingual Matters. [14] Macaro, E. (2005). Code switching in the T2 classroom: A communication and learning strategy. In Llurda (ed) Non-Native Language Teachers: Perceptions, Challenges and Contributions to the Profession. Springer, pp. 58-84. [15] Macaro, E. (2009). Teacher use of codeswitching in the second language classroom: Exploring ‘optimal’ use. In M. Turnbull and J. Dailey-O’Cain (eds.), First language use in second and foreign language learning. Bristol, UK: Multilingual Matters, pp. 35–44. [16] Martin Jones, M. (1995). Code- switching in the classrooms: Two decades of research. In Milroy, L. And Muysken, P. (eds). One speaker Two languages: Cross- disciplinary Perspectives on Code- switching. Cambridge: Cambridge University Press, pp. 90- 112. [17] Martin, P. (2005). Safe language practices in two rural schools in Malaysia. Tensions between policy and practice. In A.M. Lin and P.W. Martin (Eds.), Decolonisation, globalization: Language in education policy and practice, pp. 74-97, Clevedon, UK: Multilingual Matters. [18] Milroy, L. and Muysken, P. (1995). One Speaker, Two Languages: Crossdisciplinary Perspectives on Code-switching. Cambridge: Cambridge University Press. [19] Mustafa, Z. & Al- Khatib, M. (1994). Code mixing of Arabic and English in teaching science. World Englishes, 13 (2), 215 - 224. [20] Myers-Scotton, C. (1988). Self-enhancing codeswitching as interactional power. Language and Communication, 8(3): 199 - 211. [21] Sert, Olcay (2005). The Functions of Code Switching in ELT Classrooms. The internet TESL Journal XI, 8, http://iteslj.org/Articles/Sert-CodeSwitching.html.


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ABSTRACT

Handling of land transportation modes contribute the single largest cause of fatalities within a port vicinity. The sheer enormity of vehicular sizes and types cause a lot of damage when involved in accidents. An effective port safety management system with due focus on land transportation may yield many benefits such as improved driving safety performance with subsequent reduction in the number and severity of untoward incidents leading to a reduction in injuries, fatalities and related costs. The researcher provided a total of 30 questionnaires to the commercial drivers of Lumut Port area. The questionnaires were divided into four (4) sections, namely Section A, B, C and D. It comprised of general information, driving qualification and precautions, safety management system and awareness of safety procedures respectively. The findings of the research showed that safety, whilst on the road, is of significant importance and drivers must adhere to it while driving their commercial vehicles. Deficiencies arising out of the relationship between the manager and driver during the duration of work hours and relating to driver safety outcomes may be interpreted in several ways. A major source of problem that can potentially cause traffic accidents comes from a typical truck drivers’ own health issues. Additionally, poor condition of a truck drivers’ health may be attributed to the drivers’ own lifestyle, an unhealthy diet, as well as unbalanced meals that would adversely affect on personal health.

Keywords: Por t safety, Safety management system, Safety focus

INTRODUCTION Safety at any workplace is an important aspect to every employee. Employers must ensure that no accident occurs at the workplace. Accidents may result in breakdowns that affect company performance and cause damage or loss to life. Cost of replacing damaged assets and loss of lives can be detrimental to company’s performance. This study relates to safety of handling land mode transportation as an important aspect within a port vicinity because this mode of transport shares common routes with other port users while doing a variety of jobs. Safety at the port, thus, would involve various types of transportation being used such as containers, trucks, tanker trucks, fork lifts and so on. Each type of transportation mode may have its own operating system that require periodic inspection or routine maintenance to be done. Fatal accidents may occur in a crowded area, such as a port environment, without even the driver realizing it because of the sheer size enormity of the transportation mode itself and possible presence of blind spots.

___________________________________________

Corresponding author: [email protected].


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PROCEDURAL SAFETY STUDIES OF TRANSPORTATION MODES WITHIN A PORT

VICINITY: THE CASE OF LUMUT PORT

AZIZ ABDULLAH1 AND AIN MOHD SIDI2

1,2Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology,

These accidents could also be due to poor handling, lack of training, lack of focus, excessive speed or even emotional depression. Other causes could be attributed to poor maintenance, too large layout of port area and overloading of the transportation mode. Hence, companies are required to comply with existing Standard Operating Procedures regarding safety of the workers in handling of company assets as well as in controlling of employees’ activities to meet any job requirements.

LITERATURE REVIEW The literature reviewed for this study, among others, touched on the significance of licensing systems to the drivers as cited by Cooney R. (2013), with regards to drivers’ training and qualifications; the implementation of safety programs on land transports that may help prevent cases of deaths by accidents to workers through a safety management system involving monitoring system as reviewed by Retzer K. et al. (2014), and delving further into the major problems that can potentially cause traffic accidents that originate from truck drivers’ own health issues in line with studies conducted by Owen et al., (2011) that should help develop relevant guidelines on driving precautions and awareness on safety procedures with regards to modes of transportation used. These reviews helped provide further insights into findings on which relevant theoretical methodologies that were formulated, gathered and their relationships observed for applications in a port vicinity.

PROBLEM STATEMENT Safety is a pressing need in any port environment. There seem to be an apparent general lack of safety procedures on handling of land mode transportation in Lumut Port.

SIGNIFICANCE OF RESEARCH

An effective safety procedural system on handling of land transport in a port area may benefit the company in various ways. Among the benefits are those affecting human lives and costs. The cost to replace human lives such as skilled labour can be monumental. With an established safety procedural system in place the issue of costly non-compliance to legal requirements can be mitigated. There will be improved operational procedures and increased efficiency in transport usage. Employee motivation can be enhanced through training and recognition of their skills. There will be better selection and maintenance of vehicles, thus reducing pollution and enhancing of company’s image. When better vehicles are used, better training in place with resulting in improved competencies, personal stress can be reduced and overall possibilities of accidents can be minimized. Thus, this research attempts to explore findings to bring about a deeper understanding of creating a better safety procedural system within a port vicinity.

RESEARCH OBJECTIVES

The aim of this research is to identify the level of safety as practiced by drivers of land transportation modes in Lumut Port, to determine what safety procedures are available in the handling of the transportation modes, to evaluate whether current safety procedures are sufficient to meet the safety requirements of the transportation workers and to propose relevant improvement plans as applicable.


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RESEARCH QUESTIONS To help address the research objectives appropriate research questions were formulated that cover aspects on the level of safety being practiced by drivers at Lumut Port, the availability of safety procedures at the port area, as well as on the sufficiency of current safety procedures to meet safety requirement of transport workers. RESEARCH METHODOLOGY Data and information were collected via distribution of questionnaires. A set of questionnaires were developed based on the principle of Cronbach Alpha. Cronbach Alpha is a measure of internal consistency that reflects on how closely related a set of items are as a group. It is considered to be a measure of scale reliability. A high value for Alpha does not imply that the measure is unidimensional. If, in addition to measuring internal consistency, it provides evidence that the scale in question is unidimensional, additional analyses can be performed. Exploratory factor analysis is one method of checking dimensionally. This method was expounded through the works of the Institute for Digital Research and Education in 2015.

A total number of 30 respondents were randomly chosen to participate in the survey conducted in Lumut Port area. Data and information obtained were analyzed using the Statistical Package for Social Science (SPSS) software. SPSS is a statistical programme used for survey authoring and deployment, data analytical, text analytical, text analytics, statistical analysis and collaboration. The programme has a versatile capabilities and flexibilities of analyzing huge amount of data within a short time and generating various statistical outputs for the study. The ranges of outputs include simple and sophisticated statistical results, such as frequency distribution table, distribution, and correlation and regression analysis.

DATA ANALYSIS AND FINDINGS

Driving Qualification and Precautions

In order to have a better picture of the data collected, a set of tables which consists of mean and standard deviation for every question on driving qualification and precautions section was developed. The mean value from Table 1 as shown below reflects the average level of drivers’ evaluation.


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MIMET’S TECHNICAL VOLUME 8 EDITION 1 2017

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Table 1. Driving Qualification and Precautions


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N Min Max Mean Std. Deviation

The driver should have a

driving license for the class

of transport being operated.

30 1 2 4.70 0.466

The driver must attend any

driving training organized

by the authority related to

basic training about safety

30 1 2 4.77 0.430

Manager or supervisor

must prepare journey and

time schedule for driver

before start their work

30 1 2 4.70 0.466

The schedule must relevant

with hour for the driver and

co-driver

30 1 2 4.70 0.466

Driver should have the

right to refuse to drive

when they are not fully

rested

30 1 2 4.80 0.407

Valid N (list wise) 30

Research Question 1: What is the level of safety as practiced by dr ivers at Lumut Por t?

Figure 1. Level of Safety of Drivers

Fatigue is a state of exhaustion that can result from physical or mental exertion and it is one of the leading causes of human error in the work place (Moore-Ede, 2012). A long working period also contributes to injury problems, when the driver has limited activity while driving a truck and is exposed to health risks (Owen et al., 2011).

Safety Management System

Table 2 shows the higher mean of 4.80 which reflects respondents’ strong agreement to the importance of supervisors’ safety leadership in advancing of employees’ engagement towards safety and effective methods as given by company during induction training.


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Table 2. Safety Management System


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Land transport should install

a device tracker

30 1 2 4.27 0.691

GPS can avoid incident happened

during the journey

30 1 2 4.00 0.643

The driver always in control

during work progress

30 1 2 4.77 0.430

There is always an authority

monitoring every work progress 30 1 2 4.80 0.407

Effective safety training is

provided by the company 30 1 2 4.80 0.407

Safety officers and safety

committee always remind the

driver on safety

30 1 2 4.73 0.450


Research Question 2: Are safety procedures available at Lumut Por t?

Figure 2. There is always an Authority Monitoring Work Progress

The pie chart in Figure 2 represents the percentage of an authority always monitoring every work progress. As expected, majority which is 80% of the respondents strongly agreed that there must be someone to monitor and supervise every aspect of work progress. The management of the company should demonstrate their commitment to managing land transport operations in a safe, healthy and environmentally responsible manner. In addition, the manager or supervisor should also encourage safety promotions and employees’ suggestions to improve safety performance, and commend safe practice.

Awareness on Safety Procedures

Table 3 represents the mean of awareness on safety procedures. The higher mean, referring to ‘the transportation that does not meet legal requirements should be removed from service and repaired or replaced’ was recorded at 4.90. An accident could happen without any prior indication on the land transport condition before the start of the journey. Meanwhile, the lower mean referring to ‘the driver should make sure all cargoes that loaded onto the transport firmly before driving was recorded at 4.70.


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Table 3: Awareness on Safety Procedures


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The drivers do focus on

safety

30 1 2 4.90 0.305

Manager and supervisor

strictly check the driver to

wear, proper clothes, safety

shoes, seatbelt and so on.

30 1 2 4.87 0.346

Transportation that does not

meet legal requirements

should be removed from

service and repaired or

replaced.

30 1 2 4.80 0.407

Supervisor always monitor

load of cargo that

transported according to its

size and capacity.

30 1 2 4.83 0.379

The driver should make sure

all cargoes that loaded onto

the transport firmly before

driving.

30 1 2 4.70 0.466


Research Question 3: Are cur rent safety procedures sufficient to meet safety requirement of

transport workers in Lumut Port?

Figure 3. Safety Focus by the Driver

Figure 3 represents safety focus by the driver. In this situation, driving behaviour could be an important factor to maintain safety while working. Almost all respondents (90%) strongly agreed on ‘safety focus’. Distracted driving is driving while doing another activity that takes one’s attention away from actual driving. Distracted driving can increase the chance of a land transportation mishap.

CONCLUSION AND RECOMMENDATION This research has shown that safety on the road is important and driver should apply safety procedures while carrying out their driving activities, in particular within a port vicinity. The results obtained help strengthen the understanding that the level of safety as applied by the driver requires monitoring and controlling by their respective managers or supervisors. Drivers must be aware that good port safety performance is part and parcel of the responsibilities of managers or supervisors. Hence, the lack of a good overall relationship between the manager and driver during the duration of work hours with regards to driver safety outcomes is one of the contributing factors to the occurrence of mishaps in the port vicinity.

Managers or supervisors should demonstrate their commitment to managing land transport operations in a safe, healthy and environmentally responsible manner. They also should establish and support safe land transport working procedures and practices and to strive for an incident free port environment. Additionally, the company should maintain procedures to select, evaluate and implement measures to reduce risks. Risk mitigation measures should include steps to prevent escalation of any incidents that do occur through a relevant effective emergency response. Lastly, but not least, proper pre-training and an effective screening process should be in place to select prospective drivers with excellent driving records that reflect a history of safe driving behavior.


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REFERENCES

[1] Boyce, W. S. (2016). Does Truck Driver Health and Wellness Deserve More Attention? Journal

of Transport & Health, 3(1), 124-128.

[2] Cooney, C.R et al. (2013). Length of Activity Season Drives Geographic Variation in Body Size of a Widely Distributed Lizard. Ecology and Evolution, 3 (8), 2424-2442.

[3] Moore-Ede (2012). Fatique Risk Management in the Workplace. Journal of Occupational and Environmental Machine, 54(2), 231-258.

[4] Owen et al., (2011). The link Between Fatigue and Safety. Accident Analysis & Prevention, 43(2), 498-515.

[5] Retzer K., et.al. (2014). Making In-Vehicle Monitoring System Work. SPE 61089, 5th SPE International Conference on Health, Safety and Environment in Oil and Gas Exploration and Production, Stavanger, Norway.


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ABSTRACT A survey on Remotely Operated Underwater Vehicle (ROV) using modern technologies was first conducted in Malaysia, along with other countries such as China, Australia and the USA. The ROV, or alternatively called the crawler is a unique apparatus used for underwater inspection. This survey was meant to determine an awareness of modern technology on ship’s hull underwater inspection at Malaysian shipyards, and also to evaluate the perception on this technology used by the shipyards. Questionnaires were developed and distributed to 50 respondents of different background. Data collected were analyzed using the SSPS software to obtain findings in meeting the research objectives. The results showed that, on average, the respondents agreed that crawler system is used for underwater inspection because it is faster than divers and time saving can be achieved. The crawler can easily be employed without endangering the diver’s safety and health. Keywords: ROV, Underwater Inspection, Phased Array Ultrasonic Testing, Survey. INTRODUCTION Malaysia is among the countries that commonly employ underwater inspection in the maritime industry. Observations showed that Malaysia adopts the divers’ system as compared with other countries for underwater inspection. On the contrary, others countries adopt a modern technology, such as the Remotely Operated Underwater Vehicle (ROV). The underwater inspection is performed by qualified divers under the surveillance of the attending Surveyor. The diver hired by a firm is approved by the Classification Society (UWILD, 2007). Two methods commonly used are namely, using a diver, and a Remotely Operated Underwater Vehicle (ROV). Safety rules are required to examine and control every action of a diver because diving is a highly dangerous and high-risk activity (Rendell, 2017). Being a diver is not easy because they will be dealing with risks. The main risk that a diver has to bear is the sea depth. At great depth the nitrogen is absorbed into the blood system and the diver will begin to suffer from nitrogen narcosis. Narcosis will restrict the ability of divers to work safely (Rendell, 2017). Meanwhile, an ROV is controlled by a crew on board a ship and is capable of operating from a remote location. The ROV is also able to go as far as it wants to carry out underwater inspection operations. They are commonly used in deep-water industries such as offshore hydrocarbon extraction (Naresh, 2017).


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___________________________________________


SHIP HULL UNDERWATER INSPECTION USING ROV (MAGNETIC CRAWLER) WITH

PHASED ARRAY ULTRASONIC TESTING SYSTEM: A SURVEY ON INDUSTRIAL

PLAYER IN MALAYSIA

N. F. ZAINAL 1, K.N. MOKRI 2, S.N.K YAAKOP.3, S.A. ZAKARIA4

1,2,3,4Malaysian Institute of Marine Engineering Technology, University Kuala Lumpur,

32200 LUMUT, Perak, Malaysia.


The ROV is usually designed to explore the seabed. This system also serves as a tool to observe situations around ships in an area.

This research is also involved in a Non-Destructive Testing capacity, namely the Phased Array Ultrasonic System (PAUT). PAUT is a multi-channel ultrasonic system, which uses the principle of a time-delayed triggering of the transmitting transducer elements, combined with a time corrected receiving of detected signals (Kroning, 2006). This process is conducted individually and uses conventional investigations. It can be precisely manipulated and can provide accurate data on the tested material without changing the ultrasonic physics.

RESEARCH OBJECTIVES

The research objectives of this survey are: i) To determine an awareness of modern technology on ship’s hull underwater inspection at

Malaysian shipyards. ii) To evaluate the perception on Remotely Operated Underwater Vehicle (ROV) usage at

Malaysian shipyards. RESEARCH QUESTIONS The following research questions were developed to address issues in the objectives of this study. i) What is the level of awareness of modern technology in ship hull underwater inspection among

industry players of Malaysian shipyards? ii) What is the level of perception on ROV usage at Malaysian shipyards?

SIGNIFICANCE OF RESEARCH The significance of this study is to gauge the perception on this modern technology in Malaysia. This survey helps evaluate respondents’ confidence level towards ROV usage for hull underwater inspection. Additionally, this survey is conducted to see how far the industry has improved after applying this modern technology in the maritime industry.

LITERATURE REVIEW

According to Egido (1990), awareness is defined as an adaptive, externally directed consciousness

from the human factor perspectives. Most often, naturally people get information about others'

locations, activities, and intentions related to the tasks within a shared physical workspace, or a

"virtual" space within which people work remotely. This kind of awareness can enable people to do

something in collaboration, unite and get more effective results. In addition, awareness is also related

to the circumstances of the environment, how to communicate as well as to the accuracy contained in

space and time. So, this awareness should be taken, updated and maintained so that it can complete a

task well and smoothly.


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The next is about perception. Perception means the way to get information about the internal and external environment. This process is assessed through experience, appraisal, project interpretation and integration using memory and events that occur or not (Jay, E. 2003). Besides that, perception can also be meant by the ability to recognize something, hear and understand. In other words, the awareness of something can be felt through senses (Bharath, 2017). Perception is important due to the following reasons:

i) It is a physiological process through which everything is this world is interpreted and understood. ii) It is the way people perceive things that define their character and attitude. Kindness, hate, love

and all other emotions originate from one's perceptions about anything. iii) It is just perception which defines what happiness means to a person. For some earning money is

happiness, for some spending money is happiness.

Furthermore, industrial testing using nuclear technology has contributed to the competitiveness of Malaysia’s shipbuilding and construction sector (Plonsky, 2015). Manufacturers in neighboring countries have been offered non-destructive testing (NDT) with nuclear devices by Malaysia after it built an export base in Southeast Asia. According to a senior engineer at PETRONAS, “the fact that we can spend more money on inspections when we get NDT services with good quality at reasonable prices and thereby enhance our competitiveness and the safety of our plant” (Plonsky, 2015).

The Evolution of ROV i) 1982 – ROVs were already being used but were not yet prevalent. ii) 1986 – The focus soon turned to more effective tooling and ROVs were starting to influence

subsea equipment design. iii) 1988 – ROVs made a big time – the cover of the Underwater Technology Conference (UTC)

program. iv) 1990 - The ROV industry matured. The next challenge was looming: 400-1000m deep operations

had been achieved. v) Present - ROVs are now entering a new phase, one where ROVs were not designed just for their

function, but also for ease of use, just like iPhones and smart cars, using the latest computing technologies.

METHODOLOGY The data were collected in two ways, through questionnaires and interviews. The questionnaires were distributed to 50 respondents who were required to answer all the questions. For interviews, researchers would ask questions relating to questions in the questionnaires. Meanwhile, to analyze the data, the method used is the Statistical Package for Social Science (SPSS). Generally, SPSS is a statistical programme used for survey authoring and deployment, data analytical, text statistical analysis and collaboration. The programme has versatile capabilities and flexibilities of analyzing the huge amount of data within a short time and generating various statistical outputs for the study. The ranges of outputs include simple and sophisticated statistical results such as frequency distribution table, distribution and, correlation and regression analysis.


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RESULT AND DISCUSSION

Research Question 1

Table 1.Time savings can be achieved when running underwater inspection.

Based on Table 1 above, respondents prefer crawler than divers because the crawler is the faster way to do the inspection than divers and time saving can enable an inspection to be done within the ac ceptable duration. Research Question 2

Table 2. In your opinion, do you accept the entry of a new technology, such as ROV (magnetic crawler) with Phased Array Ultrasonic Testing system in Malaysia as an underwater inspection

tool?

As we can see in Table 2 above, respondents gave a positive perception of this survey because they chose to agree and strongly agree as compared to strongly disagree, disagree and neither agree nor disagree. For them, the crawler can make inspection easier and cannot endanger the diver’s safety and health.


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Frequencies

Divers Crawler

Strongly Disagree Disagree

Neither Agree nor Disagree Agree

Strongly Agree Total

8 14 8

14 6

50

0 7 2

21 20 50

Frequencies

Strongly Disagree

Disagree

Neither Agree nor Disagree

Agree

Strongly Agree

Total

0

6

2

20

22

50

CONCLUSION As a conclusion, this survey has successfully answered some of the questions and helped achieve the objectives specified. This survey has also examined the knowledge required on the usage of ROV or crawler in the marine industry of Malaysia. Generally, respondents agreed on using the crawler system for underwater inspection. The respondents' perception on the usage of ROV is also very acceptable and agreeable. The crawler saves time and energy. It also does not endanger health as compared to divers. RECOMMENDATIONS It is suggested that this research be extended to other related industries. This research can also be extended abroad for the benefit of industry players seeking the use of crawlers.

REFERENCES

[1] Bharath,V., (2017). What is perception and why is it important? Retrieved from https://

www.quora.com/What-is-perception-and-why-is-it-important (Retrieved: 02 June, 2017).

[2] Egido. K., (1990). A Survey for the Study of Awareness in Co-operative Systems. Retrieved from http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.6.4881&rep=rep1&type=pdf (Retrieved: 27 July, 2017)

[3] Jay, E. (2003). What is Perception? Retrieved from file:///C:/Users/user/Downloads/perception.pdf (Retrieved: 20 December 2017).

[4] Kroning, M., (2006) Sampling Phased Array A New Technique for Signal Processing and Ultra-sonic Imaging. Retrieved from http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.218.3412&rep=rep1&type=pdf (Retrieved: 27 July, 2017).

[5] Naresh, N. (2017). Real-Time Multi Sensor Data Retrieval for Cloud Robotic System. Retrieved from http://ijitech.org/uploads/132564IJIT13985-155.pdf (Retrieved: 20 December 2017).

[6] Plonsky, B. (2015). Non-Destructive Testing Helps Malaysia’s Competitiveness. Retrieved from https://www.iaea.org/newscenter/news/non-destructive-testing-helps-malaysias-competitiveness (Retrieved: 19 December 2017).

[7] Rendell (2017). Underwater Hull Inspection. Retrieved from http://navyadministration.tpub.com/134t/css/Underwater-Hull-Inspection-111.htm (Retrieved: 17 July 2017).

[8] UNDERWATER INSPECTION IN LIEU OF DRYDOCKING (UWILD) (2007). Retrieved from http://www.eagle.org/eagleExternalPortalWEB/ShowProperty/BEA%20Repository/Rules&Guides/Archives/SupplementalGuidesforOptlClassNot/UWILD_Guide (Retrieved: 03 June 2017)

[9] You, Y. (2000). A Survey for the Study of Awareness in Co-operative Systems. Retrieved from http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.6.4881&rep=rep1&type=pdf , pp 2 - 4. (Retrieved: 19 December 2017).


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ABSTRACT

Waste Management is about managing the collection, transportation, disposal or recycling and monitoring of waste and as cities build up and population grows, the need to have a proper waste management becomes increasingly vital. Particularly, within the shipbuilding industry, it incorporates the activities of construction, maintenance, and repair that undertake the generation and daily handling of a large amount of toxic materials, fumes and fluids. This paper focuses on the processes within a shipyard alongside its waste generation and the proper ways to manage it. Questionnaires were distributed to Grade One Marine Shipyard respondents in which they have to agree or disagree with the statements concerning waste management implementation and issues arising. Results showed that Grade One is implementing a proper waste management system well and in return has gained more benefit in different terms rather than perceiving waste management as something costly and trivial.

Keywords: shipyard, waste, waste management, hazardous

INTRODUCTION Waste can be simply defined as material that is not wanted; the unusable remains or the by-products of something. Waste comes from every part of human activities such as from a manufacturing process (industrial, commercial, mining or agricultural operations), from the community and household consumption. Hence, waste management is about managing the collection, transportation, disposal or recycling, and monitoring of waste.(Hassan & Awang, 2005). Building of ships largely depends on complex processes in which it can damage and affect the shipyard’s surrounding and eventually affecting our environment and human life (Kretzschmar, 2000). Those complex processes involve with materials that are hazardous and even if the original materials are not dangerous, the process of which the material will go through may result into hazardous material or hazardous waste generation. If not properly disposed, these wastes would eventually affect our environment and contribute to greenhouse gases (Taylor, 2006). The biggest concern is that the shipbuilding industry contaminates our water through waste disposal that is especially hazardous to the environment since shipyards are built alongside the coast in the vicinity of populated areas (Lau, 2004).


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EFFECTIVENESS IN MANAGING WASTE: THE CASE OF GRADE ONE MARINE SHIPYARD SDN BHD

AZIZ ABDULLAH1 AND AMALINA ZAMRY2

1,2Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology

___________________________________________


LITERATURE REVIEW

The literatures that were reviewed for this study covered the issues revolving improper waste management system and its impact, and the major contribution of a shipyard’s wastes, the best management practices for waste inside shipyard and the waste management in Malaysia. These reviews were later taken as the base of information extraction to construct the questionnaires for this case study.

PROBLEM STATEMENT

i) Ineffective waste management in shipyards is causing serious damage to the environment and

contributing to greenhouse effect.

ii) Lack of data is undermining the efforts to improve the shipyard’s waste management process

SIGNIFICANCE OF RESEARCH This research is intended to investigate the effectiveness on the current practice of waste management of a shipyard and to evaluate the consequences of practicing an improper waste disposal. Improper waste management inside a shipyard may cause different kinds of pollution to its vicinity in which within a span of time may result in gross consequences to the human health (Mohamad, 2013) (Papaioannou, 2003).

RESEARCH OBJECTIVES i) To identify waste management implementation effects on the environment.

ii) To identify whether waste management fluctuates cost and profit

iii) To investigate the implementation of proper waste disposal

iv) To identify whether people have awareness towards waste management

RESEARCH QUESTIONS i) Does implementation of waste management that Grade One applies contributes to environmental

pollution around Grade One working areas?

ii) Does waste management affect Grade One’s cost and profits?

iii) Does Grade One Marine Shipyard successfully implement proper waste disposal system around its working areas?

iv) What is the level of awareness towards the importance of waste management among Grade One’s workers?


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RESEARCH METHODOLOGY This research was done in particular on Grade One Marine Shipyard which specializes in ship repair, shipbuilding and oil & gas activities. Altogether eighty (80) sets of questionnaires were distributed to four departments of the shipyard. There were three sections in the questionnaires and each section had questions structured to gather different types of information. Section A was to gather general information about respondents, Section B was to know if the shipyard implements the proper waste management system, while Section C investigated on the issues relating to waste management implementation. The Statistical Package for the Social Science software (SPSS) was used to generate and analyze all of the data collected.

DATA ANALYSIS

From the 80 sets of questionnaires, only 52 were answered.

Figure 1. Percentage of respondents who answered the questionnaires

SectionB

This section was to investigate on whether there are any issues arising from waste management im-

plementation. The data analysis is as follows:


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Table 1. Level of Environmental Factors

Table 1 Shows response to first research question which is: Does implementation of waste management by Grade One contributes to environmental pollution around Grade One working areas?

-Overall, the environment in Grade One is in good condition with minimal pollution surrounding.


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Environment Level of Indicator Total

(%) Strongly

Disagree

Disagree Neutral Agree Strongly

Agree

i. Level of

ground pollution

in shipyard is

low

3.6 14.5 32.7 43.6 5.5 100

ii. Level of water

pollution around

shipyard is low

1.8 14.5 30.9 49.1 3.6 100

iii. Minimal

quantity of

waste in

workstations

0.0 5.1 36.4 49.1 9.5 100

iv.Level of air

quality is clean

in shipyard

premise

0.0 10.9 36.4 47.3 5.5 100

Table 2. Cost Associated with Waste Problem

Data taken above was in response to the second research question, which is: Does waste management affect Grade One’s cost and profit?

- It is safe to conclude that good waste management by Grade One has improved its cost and prof its since 2004. Positively, the company attains some portion of its profit, while reducing its cost through good implementation of waste management.

Section C This section was to know how waste management framework is conducted and to what extent is its implementation in Grade One shipyard.


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Cost Level of Indicator Total

(%) Strongly

Disagree


Agree

i.Scraps are

being reused or

recycle

0.0 9.1 32.7 50.8 7.4

ii.Cost

associated to

collect waste is

low

0.0 10.9 45.5 41.8 1.8

iii.Cost

associated with

pollution

damage is low

0.0 10.9 34.5 45.5 9.1

iv.Cost

associated with

lawsuit from

DOE is low

1.8 14.7 32.7 25.3 25.5

The data analysis is as follows:

Table 3. Waste Management Planning and Implementation

Table 3 shows response to the third research question which is: Does Grade One Marine Shipyard successfully implement proper waste disposal system around its working areas?

- Grade One Shipyard has implemented a proper waste disposal system inside the company as all the important aspects in waste disposal are being organized as it should be.


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Table 4.11: Waste Management Planning and Implementation

Environment Level of Indicator Total

(%) Strongly

Disagree


Agree

i. Company has

implemented a

waste

management

control system

in shipyard

0.0 3.6 21.8 47.3 27.3

ii. Company has

proper garbage

disposal area

0.0 1.8 18.2 61.8 18.2

iii. Garbage

truck comes to

collect wastes

regularly

0.0 3.6 18.2 52.7 25.5

iv. A framework

is set in case of

any accidents or

mismanage

happen in

shipyard

1.8 3.6 23.6 60.0 10.9

v. Facilities in

shipyard are

well maintained

to avoid oil spill

and leakage

1.8 7.3 32.7 54.5 3.6

Table 4. Waste management awareness

Table 4 had answered the fourth research question which is: What is the level of awareness towards the importance of waste management among Grade One’s workers?

- Most of Grade One’s workers are fairly informed about waste management awareness as well as they see a link between good waste management and customer focus

CONCLUSION Results showed Grade One has positively implemented a proper waste management system. The company has done its part in abiding with the rules of Scheduled Waste Management and in return, taking good care in preserving our environment. Waste management is an issue that is seldom dis-cussed enough but would become an issue due to its mismanagement. Though this research did not encounter any pressing issue, it is perhaps due to the limitation of this study that involved only one company. It is recommended that for future research the scope to be widen perhaps to include other companies other than limiting to just a shipbuilding company as industrial waste is a major issue that strikes the cord of an entire industrial spectrum, involving both human and industrial activities (Tey, 2013).


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REFERENCES

[1] Hassan, M. N. (2005). Economic instruments for managing industrial waste in Malaysia. Malaysi

an Journal of Environmental Management.

[2] Kretzschmar, R. (2000). Best management practices for Oregon shipyards. Tech. Report, Submitted to Oregon Department of Environmental Quality, USA. (pp. 90-110).

[3] Lau, V. L. (2004). Case study on the management of waste materials in Malaysia. In Forum Geookol Lau, V. L. Case study on the management of waste materials in Malaysia. In Forum Geookol . (Vol. 15, No. 2, pp. 7-14).

[4] Mohamad, Z. F. (2013). Opportunities and Challenges in Sustainable Waste Management Transition in Malaysia: A multi-level socio-technical perspective. In Globelics Seminar on Low Carbon Development.

[5] Papaioannou, D. (2003). Environmental implications, related to the shipbuilding and ship repairing activity in Greece. Pomorski zbornik, . 241-252.

[6] Taylor, R. &. (2006). Waste disposal and landfill: information needs.

[7] Tey, J. S. (2013). Current practice of waste management system in Malaysia: towards sustainable waste management.


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ABSTRACT

This research aims in developing an in-house propeller lifting line source code for Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology. The lifting line code was based on an algorithm which can be found in O’Brian (1962). The method proposed by O’Brian was chosen over other propeller lifting line methods based for its simplicity and the ability for wake adaption. The programming was done in MATLAB. To validate the code, two case studies were created using two existing standard propeller which were the US Navy 4148 propeller and the DTMB 4119 propeller. The code was validated against the experimental results of both of the propellers. In addition, the lifting line code were also compared with computations from OPENPROP, an open source vortex lattice lifting line code developed by Epps, et al. (2009) at the Massachusetts Institute of Technology (MIT). The in-house developed lifting line code was able to obtain hydrodynamic coefficient such as the thrust coefficient KT and the torque coefficient KQ at the design advance coefficient J. The results show that in the first case study using the DTMB 4119 propeller, there is a close agreement between the developed lifting line code with the experimental results. There are some discrepancies in the second case study using the US Navy 4148 propeller. There are also some discrepancies between the developed lifting line code and OPENPROP. The main reason for these discrepancies is due to different formulation used in the OPENPROP. Keywords: Propeller design; Lifting-line; MATLAB; computer code

INTRODUCTION

The approach in designing a marine propeller requires different steps compared to any other regular

machinery. There are two theoretical methods which are the approximate method and the second one

is rigorous method using the Lerbs (1952) induction factors. The theoretical application of propeller

design is applicable in two separate functions which are selecting the geometrical characteristics of

screw corresponding to specified design condition by computing design calculation and the second is

using the theory adapted to calculate the performance of a screw with given geometrical

characteristics over a range of operating conditions which fall under performance calculation.

Generally, the design of propeller can be divided into three separate categories which are

uniform flow optimum thrust loading, uniform flow arbitrary thrust loading, and non-uniform flow

with radially varying wake. These three separate categories can be seen by the differences in the

applied theory. The first step in producing an open water diagram is to use the lifting line theory to

characterize the propeller blades. The bound circulation on the lifting line is a function of the blade

geometry along with the blade velocity from both rotation and axial.


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THE DEVELOPMENT OF IN-HOUSE WAKE ADAPTED PROPELLER DESIGN SOURCE CODE USING LIFTING LINE THEORY

FARHANA ISMAIL1 AND IWAN MUSTAFFA KAMAL2

1,2Section of Marine Design Technology, Malaysian Institute of Marine Engineering Technology,


___________________________________________


The development of propeller theory can be seen from three separate approach and they are momentum, blade element and circulation concept where the circulation theory was adapted and hence lifting line theory was developed by Prandtl et al. (1918). In lifting line theory, the propeller blade is regarded as a lifting line operating in a non-viscous fluid. Other than for heavily loaded propeller, assumption can be made that there is no contraction, or reduction in diameter of the slipstream. By momentum theory, it can be shown that the components at this lifting line are one half their final values downstream. There are several methods developed from the theory of lifting line and the variation of formulation as well as the application differs from one method to the other. These different lifting line methods were evaluated using SWOT analysis in order to find a practical and a suitable method for the in-house propeller lifting-line code. The O’Brian (1962) method was chosen for this project and it is a modification of Eckhardt and Morgan (1955) method. The code was written using MATLAB software. In MATLAB, the ‘polyfit’ function was used in converting the Kramer diagram, the Goldstein correction factor, the Ludwig-Ginzel correction chart and the lift and drag ratio of the blade section into polynomial values. These polynomial values are used for the interpolation of the required variables in the lifting-line theory.

There are several problems encountered in writing the code. One of the problems encountered

was to compute the iteration for the ideal efficiency and the induced thrust coefficient to converge with the required value. Hence, MATLAB ‘while’ operation was used to compute the iterations of the ideal efficiency and the induced thrust coefficient. Besides that the process of applying the lifting-line method proposed by O’Brian (1962) is quite arduous as well as time consuming. Since calculation of the propeller lifting-line theory is a time-consuming process and a source code is needed for quick calculation.

LIFTING LINE THEORY FOR PROPELLER

Research by Prandtl et.al. (1918) introduced the Lifting Line theory for the wing section of blades. In

lifting line theory, the propeller blade is regarded as a lifting line operating in a non-viscous fluid.

Other than for heavily loaded propeller, assumption can be made that there is no contraction, or

reduction in diameter of the slipstream. By momentum theory, it can be shown that the components at

this lifting line are one half their final values downstream. However, replacement of blade by a lifting

line as shown in Figure 1 describes the angularity of the flow but gives no information about its

curvature, Propeller design using lifting line is always under pitch. This research is the basis for the

design for propeller lifting-line method applied.


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Figure 1. Lifting Line representation of a lifting line with horseshoe vortices calculated at each radius

fraction

The Kutta–Joukowski hypothesised by Kuethe and Schetzer (1959) is a crucial hypothesis of

streamlined features utilized for the figuring of the lift of an aerofoil and any two-dimensional bodies

incorporating circular cylinder interpreting in a uniform liquid at a consistent speed sufficiently

extensive so that the stream found in the body-fixed edge is steady and not separated. The hypothesis

relates the lift created by an aerofoil to the speed of the aerofoil through the fluid, the density of the

fluid and the circulation the aerofoil. The circulation is characterized as the line necessary around a

closed loop encasing the aerofoil of the segment of the speed of the fluid tangent to the loop.

The method described by Lerbs (1952) is used to determine the circulation and induced

velocity distributions using the hydrodynamic properties of the foil sections at specified radial

distances along the propeller blade. Lerbs (1952) took after the grouping of lifting line advancement

by proposing a strategy for examination for the moderately loaded propeller working in an inviscid

liquid. The moderately loaded supposition requires that the impact of the actuated speeds is

considered, and in that capacity the vortex sheets exuding from every blade contrast somewhat from

the true helical shape, this last frame just being valid for the lightly loaded propeller. A paper written by Hill (1949) explains the alternative form to Betz (1919) of grading curve

which incorporates lower thrust loading at critical region of the blades. It was considered as form of ideal thrust grading curve for designing a uniform flow arbitrary thrust loading screw propeller. The ordinates in Hill (1949) will give the same overall thrust as it is from optimum grading curve. It is considered as a combination of circulation theory as well as lift correction factors. The theory is only applicable to 3, 4 or 5 blades propeller for both optimum and arbitrary thrust loading uniform flow propeller. For optimum thrust loading uniform flow the Betz (1919) minimum energy loss condition is applied while for arbitrary thrust loading uniform, it uses Hill (1949) curve which modify thrust grading curve with the correct hydrodynamic pitch.


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The method is applied in making detailed screw performance calculations as the ideal efficiency

estimated using Kramer Chart and the method enables circulation theory to be modified by Goldstein

(1929) blade number factors to be applied in calculating the blade sectional element thrust, torque and

lift coefficients.

A research by Van Manen (1955) on propellers screws is only applicable to screw having 2-

5 blades, expanded ratio within 0.35-0.60 for minimum energy loss in uniform and non-uniform flow.

The calculation method involves a propulsion scale effect correction by reducing 3% rate of rotation

for both uniform and non-uniform flow. Chord ratio and lift correction are determined using Lerbs

(1955) theory, the blade section cavitation decreased by 20% and the method utilise Ludweig and

Ginzel (1944) curvature correction for curvature flow allowance. However, the use of Goldstein

(1929) blade number factors and Ludweig and Ginzel (1944) curvature correction in designing wake

adapted screw cause the efficiency overestimated and pitch underestimated. Similar to the author

project as both will apply Ludweig and Ginzel (1944) correction in the calculation of the propeller

pitch. The research by Eckhardt and Morgan (1955) gives approximation of relation for the integrated thrust ideal value with the required ideal thrust value. However, there will be discrepancy should the estimate of the overall drag lift ratio for the screw is not correct. The method is applicable to screw 3 – 6 blades and expanded blade area ratio of 0.4 – 1.2 and can be used to design for minimum energy loss in uniform and non-uniform flow or for arbitrary pitch distribution in uniform flow. This method utilised Lerbs (1952) lifting surface correction as well as theory for estimating stresses in the blade by Eckhardt and Morgan (1955). Result of calculation checked using induction factor from Lerbs (1952). For uniform flow, Betz (1919) minimum energy loss condition applicable same as Hill (1949) and Van Manen (1955) but for non-uniform flow Lerbs (1952) minimum loss condition applied.

The research by Benini (2003) which use the combination of momentum blade element and

compared them to Wageningen B series experimental data is similar to the proposed research. The

progression of the research is similar as it requires a method of calculation is this case it uses Blade

Element Momentum for programming. The research by Flood (2009) is a research for MATLAB

programming a propeller performance calculation using Lerbs Lifting Line theory. The propeller is

analyzed using non-dimensional curve that shown thrust, torque and efficiency as functions of the

propeller speed of advance. Based on the research, it shows good agreement with the experimental

data comparison.

SWOT ANALYSIS

In order to determine which theory to be used, the project analysed a few method that are available as described in the literature review using SWOT analysis by comparing O’Brian (1962) with Hill (1949), Van Manen (1955) and Eckhardt and Morgan (1955) method. All four methods were compared and analysed based on their strength, weakness, opportunity as well as threat.


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Table 1. SWOT analysis of the Lifting Line theory method for Eckhardt and Morgan (1955) and

O’Brian (1962)

Table 2. SWOT analysis of the Lifting Line theory method (Hill (1949) and Van Manen (1955)


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In Table 1 and Table 2, the result shows clearly that O’Brian (1962) has more strength as it is a modification of the Eckhardt and Morgan (1955) Lifting Line theory. The O’Brian (1962) method take into consideration of wake adapted fraction into the propeller design, a simpler curvature correction, give final value in terms of more common variables KT and KQ and it has pitch correction due to the thrust applied, which are not being utilised by Hill (1949), Van Manen (1955) and Eckhardt and Morgan (1955) method. Therefore, the method proposed by O’Brian (1962) was chosen over other propeller lifting line method based for its simplicity and the ability for wake adaption. METHODOLOGY To validate the code, two case study were created using two existing standard propeller which were the US Navy 4148 propeller and the DTMB 4119 propeller as shown in Figure 2 (a) and (b). The code were validated against the experimental results of both of the propeller. In addition, the lifting line code were also compared with computations from OPENPROP, an open source vortex lattice lifting line code developed by Epps, et.al. (2009) at the Massachusetts Institute of Technology (MIT). The project begins with the study of the algorithm as proposed by O’Brian (1962). However, there is modification for the comparison which is indicated in the dotted box in Figure 4.

Figure 2. 3-D Image for the (a) DTMB 4119 Propeller and (b) the US Navy 4148 Propeller

In MATLAB, the ‘polyfit’ function was used in converting the Kramer chart, the Goldstein

correction chart, the Ludwig-Ginzel correction chart and the lift and drag ratio of the blade section into polynomial values. The Kramer chart, the Goldstein correction chart and the Ludwig-Ginzel correction chart are shown in Appendix 1, 2 and 3 respectively. These polynomial values are used for the interpolation of the required variables in the lifting-line theory.

The computation steps, step 1 to step 39, required can be seen in the flow charts illustrated in Figure 3, 4 and 5. Step 1 to 13 involves the computation of the ideal thrust loading coefficient, ideal efficiency, radial wake variation for wake adapted design, advance angle, the ideal hydrodynamic pitch angle, the induced advance ratio, Goldstein correction factor, angular inflow factor, ideal thrust coefficient, ideal torque coefficient, the required ideal efficiency. The ideal efficiency were obtained from the interpolation of the Kramer diagram which depends on the number of propeller blades. Step 1 to 13 involves the iteration of the ideal efficiency until it converged with the required ideal efficiency. Step 14 to 27 involves the computation of the cavitation factor, lift chord product, ideal lift coefficient, chord ratio, lift force coefficient, ideal camber ratio, Ludwig-Ginzel curvature correction, viscosity lift factors and the lifting surface corrections.


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Three modifications were made to the original algorithm proposed by O’Brian (1962) which are (1)

the blade thickness to the propeller diameter ratio t/D which was based on selected blade design, (2)

the blade thickness to the chord ratio t/c which was based on selected blade design and (3) the drag

coefficient Cd which was based on either NACA series or Eppler series foil data. In this case NACA

series 16 was chosen. The modifications were marked as dotted boxes in Figure 4. Step 28 to 39

involves the computation of the pitch thrust correction factor, camber ratio, angle of incidence due to

viscosity correction, thrust coefficient in viscous flow, torque coefficient in viscous flow, the

geometric pitch angle, pitch of the expanded helix, the geometric pitch ratio, the induced axial

velocity, the induced tangential velocity and finally the non-dimensional circulation. The full

lifting-line code can be obtained from the first author’s final year dissertation in Ismail (2017).

Figure 3. Lifting Line computation step 1 to 13


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14

15

16

17

18

19

20

21

22

23

24

25

26

27

24

27



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28

29

30

31

32

33

34

35

36

37

38

39

RESULT AND DISCUSSION There are two different propeller blades used for the comparison which are the DTMB4119 propeller and the US Navy 4148 propeller. The result from the computation of the in-house developed propeller lifting-line code are presented in the form of graphical comparison between OPENPROP with DTMB 4119 geometry, OPENPROP with US Navy 4148 propeller geometry as well as experimental data as displayed in Figure 7, Figure 8, Figure 9, Figure 10 and Figure 11.

Iteration Process of Lifting Line Code

The iteration process in the code for the ideal efficiency was based on the ideal thrust efficiency obtained from the Kramer diagram as shown in Appendix 1. The iteration will stop once the value of the ideal efficiency converged with the value of the required ideal efficiency. This iteration step are shown in Figure 6. The programming contained iteration process for ideal thrust coefficient, KTI and ideal efficiency based on the blade design input. The iteration will continue until the ideal thrust coefficient and ideal efficiency accurately match the pre-determined data. The progression for the iteration formulation can be seen in Figure 6 where the ideal efficiency reach 0.6, and the iteration stop and proceed to the next operation, which is step 13 the computation of the cavitation factor.

Figure 6. Iteration for ideal efficiency based on ideal thrust coefficient


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Analysis based on Section Circulation The effect of the flow over and the circulation around the blade foil is meant to reduce the

velocity over the face and increase it over the back of the blade. If the reduction in pressure is too much in relation to the ambient pressure of the fluid, cavitation occurs and reduces propeller efficiency and increases noise.

The circulation computed by the lifting-line code using DTMB 4119 geometry data, OPENPROP using the DTMB 4119 geometry data, OPENPROP using the US Navy 4148 blade design were compared as shown in Figure 7. The lifting-line code produce higher circulation compared to the computation using the OPENPROP code was due to the different formulation used in calculating the circulation. The circulation in the lifting-line code was based on the angle of inflow as well as the Goldstein Blade Number while the circulation in the OPENPROP code was based on the lifting coefficient, CL and chord of the blade.

Figure 7. Comparison between the Lifting Line code, OPENPROP (DTMB4119) and OPENPROP (US NAVY 4148) for Non-Dimensional Circulation along sectional radius of the blade


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Figure 8. Comparison between the Lifting Line code, OPENPROP (DTMB4119) and OPENPROP

(US NAVY 4148) for flow angle, Beta along sectional radius of the blade.

Analysis based on Flow Angle

Local velocity vector creates a flow angle of attack on the section due to the propeller blade

were set at a given geometric pitch. Lift and drag of the section can be calculated using standard 2-D

aerofoil properties.

The value of the flow angle throughout the radial section of the blade obtained from the

lifting-line code is much higher compared to the flow angle computed using the OPENPROP code as

shown in Figure 8. This is due to the fact that the flow angle is utilising the induced advanced ratio in

the calculation of the flow angle while in OPENPROP, the off-design tip-speed ratio was used in the

formulation of the flow angle.

Analysis Based on Hydrodynamic Pitch Angle

In Figure 9, the hydrodynamic pitch angle produced by the lifting-line code is found to be

much higher than the computed values from the OPENPROP code. This is because the in-house

lifting line code used Lerbs (1952) relationship for hydrodynamic pitch angle based on the ideal

efficiency while OPENPROP code used the total resultant inflow velocity with magnitude to compute

the pitch angle.


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Figure 9. Comparison between the Lifting Line code, OPENPROP (DTMB4119) and OPENPROP (US NAVY 4148) for Hydrodynamic Pitch Angle, Betai along sectional radius of the blade

Analysis Based on Thickness ratio In Figure 10, the thickness ratio for the OPENPROP which is based on selected blade design is found to be lower than the thickness ratio obtained from the OPENPROP code. This is due to radius size limitation in the OPENPROP code is much higher compared to the radius limitation in the lifting-line code. The thickness ratio in the lifting-line code was based on the formulation for radial distribution of maximum thickness which can be found in Van Manen (1955).


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Figure 10. Comparison for thickness ratio between the Lifting Line code, OPENPROP (DTMB4119)

and OPENPROP (US NAVY 4148) data along sectional radius of the blade

Analysis Based on Induced Axial Velocity and Tangential Velocity In Figure 11 (a), the induced axial velocity obtained using the lifting-line code is found to be higher compared to the induced axial velocity obtained using the OPENPROP code .This is due to the circulation which varies radially in slipstream of the screw in the lifting-line code. However, the application of the Vortex Lattice Model (VLM) to compute axial induced velocity at control point by summing each horseshoe vortex in the OPENPROP code caused the value to be more accurate and much more lower compared to the values obtained using the in-house lifting-line code.

In Figure 11 (b), the induced tangential velocity obtained using the lifting-line code is found to be higher compared to the induced tangential velocity obtained using the OPENPROP code .This is due to the circulation which varies tangentially in slipstream of the screw in the lifting-line code. However, the application of Vortex Lattice Model (VLM) to compute tangential induced velocity at control point by summing each horseshoe vortex into OPENPROP code caused the value to be more accurate and much more lower compared to the values obtained using the in-house lifting-line code.


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Figure 11. Comparison for (a) Induced axial Velocity and (b) Induced tangential velocity between

DTMB4119, Lifting Line, and OPENPROP data along sectional radius of the blade

DISCUSSION

The comparison between the lifting-line code, OPENPROP code and the experimental results in terms of its final computation values of KT, KQ, and J are shown in Table 3. In Table 3, the final value of KT, KQ, and J based on the three different coding formulations for two propeller designs of DTMB4119 and US Navy 4148 propeller are shown. The big discrepancies are mainly due to the application of Vortex Lattice Method (VLM), which is an extension of Prandtl lifting line theory, where the wing of an aircraft is modelled as an infinite number of horseshoe vortices in the OPENPROP source code. The iteration process for obtaining the final value for KT, KQ, and J are based on a single value of advanced ratio. The other reason for the main discrepancies as shown earlier are due to different formulation were used in the computation in the lifting-line code and the OPENPROP code. In Table 5 the difference in term of the formulation for the induced axial velocity, the induced tangential velocity, the hydrodynamic pitch angle, non-dimensional circulation and the blade thickness fraction are listed. However, the lifting-line code still have a promising result where the values of the final thrust and torque coefficient has a close agreement with the experimental results as shown in Table 3.

Table 3. Final result for the Propeller US Navy 4148 and DTMB 4119


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US Navy 4148

J KT KQ η

Lifting Line Code 1.172 0.391 0.017 0.50

OpenProp 1.379 0.528 0.035 0.33

Experiment 1.300 0.380 0.018 0.70

DTMB 4119

J KT KQ η

Lifting Line Code 0.833 0.15 0.0283 0.70

OpenProp 0.833 0.15 0.0263 0.76

Experiment 0.833 0.15 0.0280 0.71

Table 4. Comparison of Formulation between Lifting Line Code and OPENPROP, DTMB4119

CONCLUSION

This paper presents a project which was entirely aiming in developing an in-house propeller lifting line code for Universiti Kuala Lumpur, Malaysian Institute of Marine Engineering Technology. The lifting-line code was based on the algorithm which can be found in O’Brian (1962). The O’Brian lifting-line method was chosen over other methods which are Van Manen (1955), Eckhardt and Morgan (1955) and Hill (1949) because it is practical and also for its simplicity. The analysis of choosing the suitable lifting-line method was done using SWOT analysis. The other merit of using the O’Brian method are its applicability in designing a wake adapted propeller design.

The code was written in MATLAB, where MATLAB’s ‘polyfit’ and ‘polyval’ functions were used in obtaining the polynomial coefficient for the Kramer chart, Goldstein correction chart and the Ludwig-Ginzell curvature correction chart. The code was validated against the experimental results of DTMB4119 and US Navy 4148 propeller. The code was also compared with an open-source lifting line code OPENPROP which was available from the MIT website. Most of the discrepancies in the computation of the circulation, the hydrodynamic pitch angle, the induced axial velocity, the induced tangential velocity and the blade thickness fraction are mainly due to different formulation used in the lifting-line code and the OPENPROP code. However, the lifting-line code still have a promising result where the values of the final thrust and torque coefficient have a close agreement with the experimental results.


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RECOMMENDATIONS It is recommended that the developed lifting-line code to be further validated with experimental data of other standard series propeller such as the Gawn and the KCA series before the code being used academically and commercially. It also recommended to include the ability of the code to design propeller with some skew. An algorithm that incorporated the skew geometry needs to be incorporated into the code as most modern propellers nowadays would relatively have some skew adapted in the propeller geometry as to minimise vibration and noise. The future plan is to embed the code with the MATLAB built in ‘Graphical User Interface’ (GUI), hence making the code more user-friendly so that the user can have the point and click control in using the code.

REFERENCES

[1] Benini, E. (2004). Significance of blade element theory in performance prediction of marine pro-

pellers. Ocean Engineering, 31(8-9), 957-974. doi: 10.1016/j.oceaneng.2003.12.001

[2] Betz, A. (1919). Ergebn aerodyn Vers Anst. Gottingen

[3] Boumediene, K., & Belhenniche, S. E. (2016). Numerical Analysis of the Turbulent Flow around

DTMB4119 Marine Propeller. International Journal of Marine and Environmental Sciences, 10

(2), 2016th ser., 347-351. doi:1307-6892/10003825

[4] Brendan, E. et.al. (2016.). Open Prop: An Open-source Parametric Design and Analysis Tool for

Propellers. Retrieved from http://openprop.mit.edu

[5] Carlton, J. (2017). Marine Propellers and Propulsion. S.L.: Butterworth-Heinemann Ltd.

[6] Eckhardt, M. K., & Morgan, W. B. (1955). A propeller design method. Trans SNAME.

[7] Epps, B.P., Stanway, M.J., & Kimball, R.W. (2009). OPENPROP: An open-source design tool

for propellers and turbines. SNAME 12th Propellers and Shafting Symposium Proceedings.

[8] Flood, K. (2009). Propeller Performance Analysis Using Lifting Line Theory. M. S. Thesis. MIT,

2009

[9] Goldstein, S. (1929). On the vortex theory of screw propeller. Proc Royal Soc, A, 123.

[10] Hill, J. G. (1949). The design of propellers. Trans.SNAME.

[11] Ismail, F. (2017). The development of computer programme to compute the propeller hydrody-

namic coefficient using Lifting-Line theory. B.Eng. Tech. Final year thesis. Universiti Kuala

Lumpur.

[12] Kuethe, A. M., & Schetzer, J. D. (1959). Foundations of aerodynamics (2nd ed.). John Wiley and

Sons

[13] Lerbs, H. W. (1952). Moderately loaded propellers with a finite number of blades and an arbi-

trary distribution of circulation. Trans.SNAME, 60

[14] Ludwieg, H., & Ginzel, J. (1944). Zur Theorie der Breitblattschranbe. Gottingen: Aerodyna-

mische Versuchsanst.

[15] Manen, V. J., & Lammeren, W. (1955). The design of wake-adapted screws and their behaviours

behind the ship. Trans IEES.

[16] Molland, A. F., & Turnock, S. R. (2007). Marine rudders and control surfaces: principles, data,

design and application. Amsterdam: Elsevier.


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[17] O’Brian, T. P. (1969). The design of marine screw propellers. London: Hutchinson Scientific and

Technical.

[18] Prandtl, Ludwig (1918). Königliche Gesellschaft der Wissenschaften zu Göttingen, ed.

Tragflügeltheorie.


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CALL FOR PAPERS To inculcate the research culture amongst academics, Universiti Kuala Lumpur Malaysian Institute of Marine Engineering Technology (UniKL MIMET) is publishing the Marine Frontier@UniKL technical Journal. For a start, the journal will be pub-lished twice a year, in June and December. Original research papers, which have not been published or currently being con-sidered for publication elsewhere, will be considered. Accepted Types of Research The papers accepted for the journal 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 before

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 papers only) All papers must be typed on A4 size page using Microsoft Words using Times New Roman font size 10. The complete paper must be approximately 3,500 words long (excluding references and appendices). The format currently used is the American Psychological Association (APA) style. 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 reviewed by 2 reviewers and editor. All reviews, comments and suggestions should be addressed in the final submission if the paper is accepted for publication. Copyright of all articles will be transferred to the journal. Please submit your paper to the Executive Editor– [email protected] or Editorial Staff—[email protected] for publication in the next issue of the Marine Frontier@UniKL.

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