This document summarizes an academic visit to coastal areas in northern Peninsular Malaysia. The visit included observing coastal erosion, structures like breakwaters and groynes, and environmental conditions. Samples were collected to analyze beach material and erosion levels. The objectives were to assess shoreline conditions, observe protection structures, and identify successful mitigation methods. Common coastal protection measures discussed include breakwaters, groynes, revetments, and jetties.

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Ocean and Coastal Academic Visit at Kuala Perlis,
Langkawi and Kuala Kedah
Sharifah Nur Ainiza Binti Khaidzi
Civil Engineering Department
University Teknologi Petronas
Bandar Seri Iskandar
31750 Tronoh,Perak
sharifahainiza@gmail.com
Abstract – Academic visit was conducted in three (3) different
places which are Kuala Perlis, Langkawi, and Kuala Kedah. This
academic visit was done in order to provide good field exposure
for student about several interesting features that can be observed
including coastal erosion, various coastal protection structures,
unique ‘piled’ breakwater, groyne, breakwater, geo-bag, and geo-
tube and beach nourishment. In addition, during this academic
visit, various example of related structures that can be found
constructed in the coastal area such as jetty and facility in marina.
On the other hand, several sample of beach material also have
been grabbed in certain visited places to determine the overall
shoreline condition besides environment condition such as the
condition of the waves including wave height, wave period and
wave direction also have been observed at each site. Thus, this
paper discuss the site assessment of selected coastal places that
have been visited during the academic visit such as Langkawi
Islands and two marina harbors.
I. INTRODUCTION
A. LOCATION OF ACADEMIC VISIT
Coastal zone is a place where a significant part of
world economic potential is concentrated since 70% of the
Earth is covered by water and along coastlines and it is clear as
a bell that coastal zone has several aspects of that have high
value of socio-economic activity leading to a significant growth
of population density in coastal zones. Coastal zone is actually
the interface between the land and water besides it is also be
defined as a spatial zone where interaction of the sea and land
processes occurs which are important because a majority of the
world's population inhabit such zones.
Due to the dynamic interaction between the oceans
and the land, it resulting in continual changing of coastal zones.
Waves and winds along the coast are both eroding rock and
depositing sediment on a continuous basis, and rates of erosion
and deposition vary considerably from day to day along such
zones.
Location of the academic visit

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Thus, in order to study the result of deposited sediment
on a continuous basis, and the rates of erosion and deposition
from day to day along such zones academic visit were done in
three different place located at North of Peninsular Malaysia
which are Kuala Kedah, Kuala Perlis, and Langkawi Island.
The first place that have been visited during the
academic visit are Kuala Perlis. As reported by Thia-Eng et al.
(2000), during 1985, 1972 km of West Coast Malaysia
coastline, includes from Kuala Perlis to Sungai Udang, West
Johor and Northern Kuala Selangor coast had been affected by
critical erosion. In addition, Thia-Eng et al. also stated that the
rate of shoreline erosion were increased due to mangrove
extraction activities and lands conversion for agricultural
purposes besides also effected by the natural and human
activities such as deforestation, dredging, and land reclamation
which lead to the sedimentation problems to the Straits.
Besides Kuala Perlis, Kuala Kedah also have been
visited during this academic visit. Kuala Kedah were located at
the mouth of the Kedah River. Initially, it was a transit centre
along the India-China route in past. Besides, Kuala Kedah is a
town and parliamentary constituency in Kedah, Malaysia. It is
a fishing port, located at the mouth of the Kedah River, and
serves as a terminus for ferries to the tourist island
of Langkawi.
In this report, several locations in Kuala Kedah had
been visited and protection measure in that location had been
observed. For example, one of the Malaysian Maritime
Enforcement Agency’s coastal protection measures which
called as Marina Harbour. This coastal protection measures
shows an example of the failure marina harbour. Some
measurement at site was taken for some analysis in order to
understand more details about coastal processes.
Third place that have been visited is Langkawi which
actually an archipelago of islands located in the state of Kedah,
Malaysia. The island is located near the Kedah shoreline and
adjacent to the Thailand border. This island consists of 99
islands on Malaysia-s west coast where Langkawi Island itself
as the largest island followed by Pulau Dayang Bunting, Pulau
Tuba and other smaller islands that located around the
Langkawi Island. Kuah town is the capital of Langkawi as the
largest town. Besides that, Langkawi were actually surrounded
by turquoise sea, the interior of the main island is a mixture of
picturesque paddy fields and jungle-clad hills.
In this report, several locations in Langkawi Island had
been visited in order to study about protection measures in that
location such as Tanjung Rhu, Pantai Chenang, Pantai Kuala
Muda, Langkasuka Breakwater, Kuala Triang, Pantai Kok, and
Telaga Harbor Marina.
B. COASTAL PROTECTION MEASURES
With the objective of preventing shoreline erosion and
flooding of the hinterland, coastal structures are continually
used in coastal defense schemes. Besides used as a shoreline
erosion prevention and flooding mitigation method, coastal
structures also have another objectives include sheltering of
harbor basins and harbor entrances against waves, stabilization
of navigation channels at inlets, and protection of water intakes
and outfalls.
Basically, there are several main concept of coastal
protection measures. Firstly is do nothing. Do nothing is the
concept applied when the erosion phenomena causes no
problem wether to the people or to the environmental
respectively. Second is take away the cause of the problem.
These kind of concept are theoretically the best thing to do but
not always feasible for example the application of groynes. The
construction of groynes along the coast where the erosion is
caused by the longshore transport but useless if the erosion due
to cross-shore transport. Next is supply sediment. This concept
is cures nothing and may go on forever but os often a good
measure besides very feasible and sits well in environment
strategies.
The other concept of coastal protection measures are
reduce the loads and increase the strength. For reduce the loads
concept, it could be done by constructing breakwater in front of
eroding coast. For increase the strength concept, it is suitable
when there is a lot of pressure to prevent the available spec and
sometimes can lead to more erosion in adjacent areas.
Moreover, there are also an alternatives measures that
were used recently which are called hard-measures and soft-
measures. Soft structures measures is a solution approach that
does not required any construction of additional structures such
as do nothing, beach nourishment, and accommodation or
retreatment. Soft engineering is a more sustainable, long-term
and potentially cheaper approach to coastal defense, working
with natural processes to protect the shoreline.
However, the coastal protection development at
coastal area had disturbed natural processes and facing erosion
problem. The lack of sediment budget a long shore transport as
there a disturbance in updrift sediment supply will resulting
erosion phenomena happened. In addition, erosion may also can
occur when the changes in local wave climate due to dredging
activities as the wave climate become higher than before.
There are several coastal protection measures that
have been done at Kuala Perlis in order to mitigate the erosion

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impact. For example, dredging work which involved the basin
dredging at Kuala Perlis passenger jetty, Perlis and also
deepening the basin of Kuala Perlis jetty, Perlis.
In order to maintain the depth of ferry, boat and
shipping channel the marine sediment of estuary of Perlis River
has to be dredged out of the basin. However, these dredged
sediments were dumped back to the sea as marine disposal. This
lead to increasing in term of due to the rapid sedimentation that
happens lately at Kuala Perlis. Besides the flooding that
frequently happen at Perlis, due to located at the bay area of
Langkawi Island, these had been one of the contribution that
lead to the rapid sedimentation because this could drive the
problem of dumping sediment returns to the river mouth in a
short time and also depend on the wave flow.
For Langkawi Island, there were also some places that
also implement the coastal protection measures. There coastal
protection measures include the construction of marina and
jetty and dredging work. the implementation of these method
have been implied in several tourism places such as River
dredging at Sungai Kisap, Sungai Temoyong and Sungai
Teriang, Langkawi, Kedah, Deepening the existing river at
Pulau Langkawi, Kedah, Passenger jetty and a cargo jetty at
Teluk Bujur, Pulau Tuba, Langkawi, Kedah and Passenger jetty
at Pulau Dayang Bunting, Langkawi.
Next, for Kuala Kedah, a lot of mitigate method have
been applied in order to mitigate and reduce the erosion and
sediment transport affect at the shore. For example, reclamation
of two Islands inclusive of rock revetment work and beach
nourishment at Pantai Kok, Kedah, Basin Dredging at Kuala
Kedah Marina, Marine, Passenger Jetty and Structural
Construction at Kuala Kedah,Kedah.
C. COASTAL EROSION PROBLEM
Technically, this report will discuss on the overall
condition of the shoreline for all visited sites located at
Langkawi. The potential causes of the eroding beach and the
extent of the erosion has reach inland will be discussed.
Erosion problem has becoming a threat to this unique island.
The erosion problem causing damage to the loveliness beaches
and nearby structure such as resort and hotel. Basically, coastal
erosion is divided into three categories which are;
1. Category I: Areas suffering from serious coastal
erosion where shore-based facilities are in imminent
danger of loss/damage.
2. Category II: Areas where shore-based facilities are
expected to be endangered within 5 to 10 years if no
remedial action is taken. Area suffering form
significant erosion.
3. Category III: An acceptable Erosion areas generally
undeveloped with consequent minor economic loss if
erosion continues unabated.
Several beaches in Langkawi Island are categorized under
Category 1 of coastal erosion. In order to protect the beaches,
government has come out with appropriate mitigation.
Mitigation building or known as coastal protection structures
such as revetments, breakwaters, groynes, supported by beach
nourishment are implemented to the affected coastal area. The
selection of coastal protection structure and its design is
specifically depends on the location and problem faced.
Samples of beach material at every site are collected
to analyze for Particle Size Distribution (PSD) test. This test is
performed to determine the percentage of different sizes
contained within a soil. This is because the distribution of
different grain sizes affects the engineering properties of soil.
Suspended sand is sampled at several heights and positions on
a beach and fore dune, providing detailed insight into the
Dredging work at Kuala Perlis Jetty
Sand Reclamation at Kuala Kedah

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vertical and horizontal variation in sand content in the air during
landward transport.
II. OBJECTIVES
Technically, there are five main objectives of this academic
visit. The first objective of the visit is to assess overall condition
of the shoreline in three different places. Second is to observe
the environment condition including the condition of the wave
in term of wave height, wave direction and wave period at each
site. Next, the objective of the visit is also to conduct beach
profile survey at the identified project site besides to get an
exposure to the coastal protection structures either by using
hard structures or soft structures or even by using non-
engineering method such as mangrove plantation method.
Lastly, the objective of the visit is also to observed and identify
the successful and non-successful method that being used in
order to mitigate the erosion problem.
III. SCOPE OF STUDY
In order to make sure the listed objective are successfully
achieved, there are several scope of study have been point out
which are as stated below:
 To collect sample of beach material and analyze for
Particle Size Distribution (PSD) test.
 To plot and analyze the variation and condition of the
beach profile
 To assess all the protection measures either hard
structures or soft structures at the project site
 To assess successful and non-successful coastal
protection method
 To analyze characteristic of the beach material through
sieve analysis test.
IV. LITERATURE REVIEW
As mentioned earlier, 70% of the Earth is covered by
water which may lead coastal zones a place of significant part
of world economic potential. However, coastal erosion is a
threat to sea-bordered nations where it damages coastal
resources, property and infrastructure along the coastline,
affecting the livelihoods of coastal communities
(Saengsupavanich, 2013). Hence, immediate and effective aid
is needed to prevent further coastal erosion or else more several
kilometers of the beach will be destroy if no action is taken.
There are several coastal structures that can be considered as a
mitigation to save coastline from further erode or siltation.
A. Breakwater
Breakwaters, also called bulkheads, reduce the intensity of
wave action in inshore waters and thereby reduce coastal
erosion or provide safe harbourage. As stated by Bill Deane
(2008), breakwaters is actually a hard-structures that built
parallel to a shoreline to protect an anchorage from the effects
of weather and long shore drift. Generally, there are several type
of breakwater being used conventionally such as Detached
Breakwater, Reef Breakwater, Floating Breakwater, Rubble
Mound Breakwater, and Vertical Front Breakwater.
According to Magor Karsten (2013), detached
breakwater are used in many function such as as a shore or as a
coast protection measures. Detached breakwater is a coast-
parallel structure located close to the surf-one which provides
shelter from the waves whereby the littoral transport behind the
breakwater is decreased and also modified the transport pattern
adjacent to the breakwater thus its securing coastal profile
against erosion. If the breakwater are designed in long sized,
will be lead to the development of tombolo. In the mean while,
the trapped sand comes from the adjacent beaches, which
means that both the upstream and downstream beach will suffer
from erosion during the development of a salient or a tombolo.
When a tombolo has been formed, the adjacent beaches are
influenced in a way similar to that of a groyne with upstream
accretion and lee side erosion.
Example of Breakwater
B. Groyne
Another method that being used world widely is
Groyne which are built to stabilize a stretch of natural or
artificially nourished beach against erosion that is due primarily
to a net longshore loss of beach material that function only
when longshore transport occurs. Groynes is also built to absorb
the energy produced from the shore resulting in reducing the
impact of the energy impact on the coast. In addition, an

5. 5
accretion of beach material on the up drift side and erosion on
the down drift side could be occurred due to the effect of a
single which both effects extend some distance from the
structure.
However, use groynes as a mitigation measure is not
very practical since they will caused soil erosion due to disturb
the seabed from having the sufficient sediments deposited there.
The example of the groynes structure can be seen from Figure
2.2.
Graphically, groynes structures can be classified as
either long or short, depending on how far across the surf zone
they extend. Groyne would be considered as long when
transverse the entire surf zone, whereas those that extend only
part way across the surf zone are considered short structures.
Most groins are designed to act as short structures during severe
sea states and as long structures under normal conditions
Example of Groyne
C. Revetments
Next, revetments also one of the famous method used
in order to protect coastal erosion which is actually an onshore
structures with the principal function of protecting the shoreline
from erosion. Besides, revetment structures typically consist of
many material such as cladding of stone, concrete, or asphalt to
armour sloping natural shoreline profiles. It is also a much
cheaper alternative compared to groynes. There are a few types
of revetment, such as rock revetment and interlocking flex
revetment.
Interlocking flex slab is good to be introduced at the
area with the acceptable and significant category of erosion.
The advantage of using interlocking flex slab revetment is they
are interlock to each other. Hence, if one of the interlocking
broken, it will affect the other interlock.
Interlocking flex slab revetment
D. Jetties
Jetties which is a shore-connected structures are also
method used in coastal protection measures to stabilization of
navigation channels at river mouths and tidal inlets. Jetties are
generally built on either one or both sides of the navigation
channel perpendicular to the shore and extending into the
ocean. It is possible to reduce channel shoaling and decrease
dredging requirements by confining the stream or tidal flow.
Moreover, another function of the jetties is also to arrest the
crosscurrent and direct it across the entrance in deeper water
where it represents less hazard to navigation.
Besides, in order to stabilize the channel where
harbors, rivers, lagoons and estuaries open out into the ocean a
pair of jetties are built. When extended offshore of the breaker
zone, jetties improve the manoeuvring of ships by providing
shelter against storm waves. Jetties are constructed similar to
breakwaters. For example, this allows boats and ships to safely
enter the channel into a harbor. In addition, jetties are used to
protect and stabilize man-made constructions such docks, piers
and other maritime works. Harbors, rivers, lagoons and
estuaries typically have entrances that migrate through time.
E. Mangrove
Other than all mentioned method, mangroves are also
being used to re-establishment of habitats (structure) and
functions such as coastal protection, contribution to fishery
production, enhancement of aesthetic quality of the landscape
that have been lost. Technically, mangrove are a salt-tolerant
group of tropical plants that occupy the inter-tidal zones of the
sheltered coasts such as estuaries and lagoons. They are
variously adapted to cope with the unfavorable environmental
conditions for growth and reproduction resultant by inundation
with salt water, unstable soils due to tidal flow and lack of
freshwater.
In addition, mangroves are capable of reducing erosive
forces of waves, tidal currents and consolidating sediment, thus
check coastal erosion which with their characteristics root

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system. Besides, the superiority of mangroves against
engineering structures are able to withstand high wave energies
and protecting coastal areas for example during the incident of
Indian Ocean tsunami in 2004.
V. SITE ASSESSMENT
As mentioned at the beginning of the report, there are
three different place that have been visited during this academic
visit. Therefore, there are several beaches being visited at these
mentioned places such as Pantai Tanjung Rhu which located at
Langkawi Islands, Pantai Chenang, Pantai Kok and many more.
This academic visit involved such kind of several
beaches that located at different place is actually to provide
good field exposure in order to study about the features that
already implement besides to observe these feature. The
observation of the feature would include coastal erosion,
various coastal protection structures, and knowing successful
method and un-successful method such as mangrove.
A. Jetty Structure, Kuala Perlis
The first site location that have been visited during the
academic visit is Kuala Perlis Passenger Jetty, Perlis. This jetty
is actually a main jetty that being used by people to get to the
Langkawi Island through jetty as a transportation. Malaysian or
non-Malaysian can choose either to bring along their car to the
island by using Ro-Ro ferries transportation or just take the jetty
without their car. Ro-Ro are actually a vessels designed to carry
wheeled cargo, such as automobiles, trucks, semi-trailer trucks,
trailers, and railroad cars, that are driven on and off the ship on
their own wheels or using a platform vehicle, such as a self-
propelled modular transporter.
During the observation about the jetty structures, it
could be observed that the jetty used the absorber in order to
mitigate the direct impact of big vessel to the jetty structures.
The absorber usually called dock fender. In boating, a dock
fender is a bumper used to absorb the kinetic energy of a boat or
vessel berthing against a jetty, quay wall or other vessel. This
kind of bumper are used to prevent damage to boats, vessels and
berthing structures because this fenders usually have high
energy absorption and low reaction force.
B. Chenang Beach
The second location during the academic visit is Pantai
Cenang. Pantai Cenang is undoubtedly the main hub of
Langkawi and is the most developed western coastal area in the
whole of Malaysia. It takes only about 15 minutes to reach
Pantai Cenang area from the Langkawi International Airport.
This is the first area to get filled up during the high season even
though Pantai Cenang area has the largest concentration of
hotels. Besides, due to that it has lead serious erosion and
sediment problem happened at the Pantai Cenang.
Due to that, to encounter erosion and sedimentation
problem breakwaters had been built at Pantai Chenang as
shown in Figure 2.6. Type of breakwater used in this location
is pile breakwater where it resist wave and allow some sediment
to pass through (Figure 2.7). The implementation of
breakwater there had encouraged sedimentation. The sheet pile
breakwater where it is perpendicular to the shore and extend
into the water. All of these sheet piles are installed with respect
to the Low Admiralty Tide (LAT) level.
Dock Fender
Pile Breakwater

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Sheet pile breakwater at Pantai Chenang
C. Kuala Sungai Cenang
After observing the pile breakwater constructed at the
Pantai Cenang, this visit also involved the survey and
observation for the geo-tube and groynes structures near the
Kuala Sungai Cenang. Geotextile tube is lay as construction of
breakwater at the river mouth of Chenang River. Geo tube had
been used to form a groin to resist sedimentation from blocking
river mouth which is important for navigation route of local
fishermen.
In addition, geotextile tubes are large tube like
structures fabricated from high strength geotextile with soil-in-
fills. Basically, to enable retention of the soil-infill, geotextile
were used to make geotextile tubes and bags has fine pore sizes
besides also has high permeability to enable easy exit of water
during the hydraulic filling stage. It also has high tensile
strength to enable it to resist the tensile stresses occurring
during hydraulic filling and maintain its structure shape. The
groyne is introduced to trap the sediment from the sea and to
avoid from erosion to go beyond to the nearby resort. It is as an
alternative to save the resort from destroyed due to the coastal
erosion.
From the observation, it shown the failure of the
groynes application. This is because, this time being the
groynes structures are no function at all either to avoid erosion
or sediment problem. Besides, the application of breakwater
also seems got erosion until at the end of the breakwater.
Geotextile tube breakwater
D. Pantai Tanjung Rhu, Langkawi
Tanjung Rhu (meaning cape of pines) is the north
western coastal area of Langkawi and Teluk Yu (meaning Shark
Bay) is an area along the northern coast line. Tanjung Rhu are
located in the northwest of Peninsular Malaysia. It is a narrow
spit with the beautiful Andaman Sea on one side and a lagoon
on the other. However, during mid 90’s, this beach had been
experiencing critical coastal erosion. The erosion had gone
beyond up to the border of the hotel building that located near
to the Tanjung Rhu beach. The erosion problem may be cause
by construction of breakwater at updrift of Tanjung Rhu where
the sediment supplement to Tanjung Rhu beaches had been cut
off.
Hence, to mitigate the erosion problem, coastal
engineering practitioners had come up by considering beach
nourishment after properly designed and placed in an
appropriate location by expanding the beach about 20 meters to
25 meters. Insensitive area of the beach has been chosen to be
the sacrificial part to be eroded for the mitigation during the
process of beach nourishment. On the other hand, some volume
of sand was filled which extended several kilometer from
beach. This reclaimed area is allowed to erode for several
kilometers for some period of year. However, regular

8. 8
maintenance needs to be done in some period of year to repair
back the allowed erosion area.
Pantai Tanjung Rhu
During the academic visit, students were divided into
4 different group that consist about 10-11 member per group.
These group will measured the slope of the beach for four
different locations of the beach to predict and study the distance
that affected during mean high water spring (MHWS) and mean
low water spring (MLWS) by using “Predicted Tide: Kuah
Langkawi” Tidal Information obtained from the Tide Tables for
Malaysia 2015 published by Royal Malaysian Navy to obtain
the predicted tide at Tanjung Rhu with respect to Mean Sea
Level (MSL) at that respective time (9.30am).
After getting the sample of 3 different levels for each
four different locations, the prediction discussion would be
done by comparing the result of sieve analysis test. Besides that,
these locations also compared in term of beach slope. The
comparison done between these different locations are actually
to analyze wither there are the different between those location
and observe the possible reasons.
Furthermore, to study the beach materials that have
been used during the beach nourishment at the area, a few
samples of beach materials are taken along the shoreline. Three
different level involving MLWS, MSL, and MHWS were being
collected at each group location point aligned vertically from
beach towards the sea. Then, it will undergo particle size
distribution analysis for Tanjung Rhu shoreline assessment.
Below is the sketch of the slope measurement in order to predict
the MHWS and MLWS at that particular location.
Slope measurement
E. Langkasuka Breakwater
Langkasuka Breakwater also one of the breakwater
structure that have been visited during the visit. It is located near
to Langkawi International Airport which is under LADA
development. This breakwater structures at the location is to
resist wave and protect reclamation of airport all beaches inside.
This breakwater had protected Langkawi airport and beaches
inside from high wave during tsunami incidence at 2004. For
the time being, there are two type of breakwater which is rubble
mould breakwater and double sheet pile breakwater. Rubble
mould breakwater are attached to the land and connected with
double sheet pile.
There also a few kilometers of double sheet pile that
unattached to the land which makes an opening to allow water
exchange between inside and outside of breakwater. The huge
breakwater is built to give a calm area to the proposed project
as mentioned above. The width of the breakwater is about 9.9m.

9. 9
Langkasuka Breakwater
F. Kuala Muda
Next location of the academic visit is located at Kuala
Muda that is located just adjacent to the Langkasuka
breakwater. It is a 4 km long breakwater which divided into two
parts and consist of 2km each.The estimated cost for the
breakwater is RM200 million. Upfront of Kuala Muda, 80
hectare reclamation development is going to be developed.
However, Pantai Kuala Muda had experienced erosion
problem. As Kuala Muda had been affected from the disaster,
at 2009, to protect river mouth from sedimentation, lay
geotextile bag along the coastline were suggested by coastal
engineering practitioners for about 30 meters long with 30-
40cm thickness, 1.3 meter width and 2m length for a bag as
embankment. This method were chosen as an alternative in
order to prevent the loss of fine particles besides the geotextile
bag has aesthetic value to blend with nature. There are about 7
layer of geotextile bag per column. Generally, the geotextile
bags are fills with sand and also called as soft rock continental
bed where all of it was arrange with slope 4:5.
Laying geotextile bag as an embankment
Dimension of geotextile bag used
During the academic visit, the geotextile bag seems to
be destroyed in a few places due to bad and serious erosion
problem besides there were several point that experiencing
serious erosion which can be refer to figure shown below. Even
though Kuala Muda are located inside the range of breakwater,
but serious erosion problem still occurred. Therefore, this create
a needs of further study regarding the assessment of the erosion
problem at Kuala Muda.
Serious erosion at Kuala Muda
E. Kuala Triang
Next visited located is called Kuala Triang.
Previously, Kuala Triang is also one of the beaches sandy beach
with little mud located at Langkawi Island. However, after the
tsunami disaster in 2004, it has changed the beach profile of
Kuala Triang into muddy. Currently, the location is facing
worst sedimentation problem.
In 2006, the plantation of mangrove were proposed in
order to protect resident from receiving high impact from

10. 10
similar incident in future. However, after a few years, the
mangrove plantation at Kuala Triang started to erode and causes
50% of the planted mangroves were failed. Hence, geotextile
tubes are placed in between pole adjacent to the mangrove and
breakwater in order to protect the mangrove from the diffraction
wave coming from the breakwater. Furthermore, they re-
planting the mangrove at 2010 but unfortunately, the result of
re-planting the mangrove were the same and remain as a failure
of the coastal protection measures until the time our academic
visit.
In a total, there are 10 000 mangrove trees they have
planted at Kuala Triang. Figure 3.5 and Figure 3.51 shows the
sedimentation problem at Kuala Triang and the dump
navigation channel after the area had been shallower and turns
to sedimentation. Based on the explanation by the villager who
stay near the Kuala Triang, the failure of the mangrove
plantation might be due to the Langkasuka breakwater structure
that has change the coastal process at the area. The breakwater
lead the serious sedimentation problem happened at Kuala
Triang. Although the main objective of the breakwater
construction is achieved but then it affects and leads to
sedimentation issues at the adjacent area which is Kg. Teriang.
Hence, the new mangroves cannot survive because the soil
condition is not suitable with the increasing mud from time to
time.
: Kuala Triang faces a worst sedimentation after tsunami on
2004
F. Pantai Kok
Next is the project site also covered the most beautiful
beach called Pantai Kok. The beach along Pantai Kok is
dominated by mostly high-end upscale resorts like the Sheraton
and Tanjung Sanctuary. The beach is a very beautiful made up
with clean sands and clear waters thus it become one of the
tourist attractions, because of the beach has a secluded bay area
with wonderful serene view of the water, lush greenery and lot
of forested land along mountain slope that offers great nature
walks. Graphically, the beach lies on the western coast of
Langkawi and about 12kms north of Pantai Cenang Area.
The view of Pantai Kok sceneries
However, coastal erosion problem also happens at Pantai Kok
which have been believed that it is due to the Port Langkasuka
development breakwater becoming one of the contributing
factor. Scientifically, increased cross-shore erosion at opposite
coastline, Pantai Kok were resulted from incoming wave
reflection by Langkasuka hard breakwater structures. Initially
detached breakwater at Pantai Kok was constructed to protect
Pantai Kok from the incoming wave reflection from Port
Langkasuka breakwater. Moreover, the detached breakwater
are then becoming artificial islands for tourism purposes.
G. Telaga Harbor Marina
Last location at Langkawi Island is called Telaga
Harbour Marina. Telaga Harbour Marina is one of the only two
marinas in Langkawi (the other being in Kuah) where sailing
yachts can clear in and out. Originally, the marina has Harbor
Master, Customs and Immigration offices. In addition, Telaga
Harbor Park once used to be a sleepy fishing village. A modern
and sophisticated marina with comprehensive berthing facilities
and added Perdana Quay which is a harbor-side complex having
a boardwalk with several waterside restaurants, bars and shops
to make it a great attraction for both yachters and tourists has
been built by LADA (Langkawi Development Authority). It
covers a total area of 32 acres.
Conventionally, Telaga Harbour Marina is a places
where many yachts plying the region and act a gateway. Telaga
Harbour Marina also offered safe and sheltered harbour that has
Detached Breakwater

11. 11
evolved from a small fishing village, feature a self-contained
township accessible both by road and sea. Besides, the facilities
and services available also make it an ideal destination for
transient and home base to yachts of various sizes including
mega yachts. The on water activity and yachts berthed at the
harbour will provide picturesque background to the harbour,
creating a lifestyle and attracting tourism.
Telaga Harbor Marina
Telaga Harbour Marina are designed for the yachts
and boats to park as the area is calm and protected from the
wave actions. Poonton system is used for the jetty platform to
goes up and down accordingly. Hence, the jetty height is
adjustable depends on the water level of the sea. When high tide
is happening, the platform will increase to the high of water
level while during low tide water levels, the height of the
platform will be lowered. The water levels inside the harbour
need to be calm enough, in order to avoid the boats and the
yachts from colliding of each other.
However, growth of barnacles as per Figure 3.71 can
be seen live at the floaters at the marina jetty is disturbing the
fascinating view at the marina harbour. Barnacles are
exclusively marine, and tend to live in shallow and tidal waters,
typically in erosive settings. However, these barnacles can be
removed using chemical.
Barnacles at the jetty floaters
H. Marina Harbour at Kuala Kedah
The last project visit during the academic visit is
Marina Harbour which located at Kuala Kedah. It is actually
one of the failed marina harbors at Malaysia. However, it now
sits idly and has not been operational due to defects to its
structure and the serious siltation problem it faces. . Originally,
the purpose of this marina is actually for maritime terminal
where yachts, ships and boats docked but now it is operating as
an office of Malaysian Maritime Enforcement Agency
(MMEA)
Initially, Marina Harbour were completed in 2004
where the palatial appearance of the castle-like structure belies
its woes. Unfortunately, after a few years, the surrounding
Kuala Kedah river mouth has suffered decreasing navigation
depths, predominantly as a result of severe siltation from river
mouth sedimentation which renders it inaccessible to boats.
This Kuala Kedah Marina which suffers from severe
siltation that lead on difficulty to operate as usual where ship
and boat not able to park inside the marina. This problem causes
the losses to the agency where they need to park ship and boat
at another location. Other than that, siltation also causes some
cracking around the building base where there are weak soil to
withstand the loading.

12. 12
Siltation problem at the opening of breakwater
IV. RESULTS & DISCUSSION
A. Tanjung Rhu
: Tanjung Rhu sedimentation transport
Based on the site visit at Tanjung Rhu, Breakwater
seems to be the current coastal protection measures used in
order to mitigate the erosion and sediment transport problem.
But as refer to the figure above, there are serious erosion
problem happened at Tanjung Rhu. Thus, to reduce the erosion
impact, several beach management alternatives could be taken
such as beach nourishment. Beach nourishment is a process
involved sand replacing at the erosion point to create a new
sandy shoreline where the beach is eroding. The sand may come
from inland dunes or coastal plains. Restoring and protecting
dunes could also be done in order to reduce the erosion impact.
The restoring the damaged dunes usually involved erection of
fences that help traps windblown sand. Thus, replant native
vegetation on the growing dunes are necessary because native
dune plants have dense root systems and spreading vegetation
that trap even more windblown sand.
Sieve analysis test were done for all the samples taken
during the academic site visit at Tanjung Rhu. Generally, during
the site visit, there were 4 different group which consists of 10-
11 members. Each group will take 3 different samples from
different level which are at Mean Low Water Spring (MLWS),
Mean Sea Level (MSL) and Mean High Water Spring
(MHWS).
Besides that, Particles Size Distribution (PSD)
analyses also have been conducted by using the sample
collected during the project visit. PSD is a mathematical
function that defines the relative amount, typically by mass, of
particles present according to size. The analysis of PSD are
using the sieve analysis test conducted at lab which the sample
are separated on sieves of different sizes.
In junction, there are a few advantages and
disadvantages of using sieve analysis in order to analyse overall
shoreline condition and also analyse the characteristics of the
collected beach sample at Tanjung Rhu. For example, the
advantage of using sieve analysis are this technique is well-
adapted for bulk materials besides a large amount of materials
can be readily loaded into 8-inch-diameter (200 mm) sieve
trays. For the disadvantages, there are a few disadvantages that
could be listed out from using sieve analysis techniques. As
what to be concerned is about when it is involving particles
which are too small thus lead to a concerned for separation by
sieving. Generally, a very fine sieve, such as 37 μm sieve, is
exceedingly fragile, and it is very difficult to get material to pass
through it.
In addition, in order to determine the aggregate or
sample gradation, some of the descriptive terms used in
referring to aggregate gradations are:
 Coarse Aggregate: All the materials retained on and
above the 2.36 mm sieve
 Fine Aggregate: All the material passing the 2.36 mm
sieve.
Besides testing or sieve analysis, to analyse the overall
shoreline condition, average beach slope and beach width were
also calculated for every point where the samples are collected.
On the other hand, based on the sample taken, beach profile
survey were also done at the identified project site which using
3 different level on comparing the beach profiling including all
the samples from others group. The graph of these different
level were then plotted and be analysed in term of variation and
condition of the respective beach profile.

13. 13
Tick Group
Tanjung Rhu (MLWS) 0 Chainage
Those group which consist of 4 groups besically required to do
beach profiling according to their designated selected points
which is 100 meters apart from another group.
TR A to TR C and TR D to TR G is the point from sea
further up to landward section starting from the left.
Left hand side section (TR A to TR C):
Tanjung Rhu (MSL) 0 Chainage
= Mean Low Water Spring (MLWS)
= Mean Sea Level (MSL)
= Mean High Water Spring (MHWS)
Triangle Group (300 Chainage)
Star Group (200 Chainage)
Circle Group (100 Chainage)
Tick Group (0 Chainage)
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 469.65 543.31 73.66 0 0.0 100.0
1.18 428.42 558.63 130.21 73.66 12.8 87.2
0.6 402.98 516.53 113.55 203.87 35.4 64.6
0.425 378.59 424.77 46.18 317.42 55.1 44.9
0.3 358.04 419.31 61.27 363.6 63.1 36.9
0.212 345.87 426.53 80.66 424.87 73.7 26.3
0.15 310.9 372.02 61.12 505.53 87.7 12.3
0.063 410.06 419.71 9.65 566.65 98.3 1.7
Pan 391.39 391.43 0.04 576.3 100.0 0.0

14. 14
Tanjung Rhu (MSL) 0 Chainage
Tanjung Rhu (MHWS) 0 Chainage
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 469.65 524 54.35 0 0.0 100.0
1.18 428.42 517.52 89.1 54.35 11.0 89.0
0.6 402.98 475.35 72.37 143.45 29.0 71.0
0.425 378.59 393.53 14.94 215.82 43.6 56.4
0.3 358.04 402.42 44.38 230.76 46.6 53.4
0.212 345.87 443.77 97.9 275.14 55.6 44.4
0.15 310.9 409.22 98.32 373.04 75.4 24.6
0.063 410.06 433.48 23.42 471.36 95.3 4.7
Pan 391.39 527.35 135.96 494.78 100.0 0.0
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 469.65 477.86 8.21 0 0.0 100.0
1.18 428.42 440.95 12.53 8.21 1.7 98.3
0.6 402.98 416.71 13.73 20.74 4.4 95.6
0.425 378.59 391.28 12.69 34.47 7.3 92.7
0.3 358.04 397.9 39.86 47.16 10.0 90.0
0.212 345.87 563.13 217.26 87.02 18.5 81.5
0.15 310.9 462.71 151.81 304.28 64.6 35.4
0.063 410.06 425.34 15.28 456.09 96.8 3.2
Pan 391.39 391.53 0.14 471.37 100.0 0.0
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Tanjung Rhu (0 Chainage)
MLWS
MSL
MHWS

15. 15
Circle Group
Tanjung Rhu (MLWS) 100 Chainage
Tanjung Rhu (MSL) 100 Chainage
Tanjung Rhu (MHWS) 100 Chainage
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 469.52 512.58 43.06 0 0.0 100.0
1.18 428.47 463.81 35.34 43.06 12.6 87.4
0.6 403.02 452.91 49.89 78.4 23.0 77.0
0.425 378.63 395.99 17.36 128.29 37.7 62.3
0.3 358.02 376.62 18.6 145.65 42.8 57.2
0.212 346.02 386.6 40.58 164.25 48.2 51.8
0.15 310.9 446.53 135.63 204.83 60.2 39.8
Pan 391.44 552.18 160.74 340.46 100.0 0.0
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 469.52 469.78 0.26 0 0.0 100.0
1.18 428.47 428.68 0.21 0.26 0.1 99.9
0.6 403.02 404.37 1.35 0.47 0.1 99.9
0.425 378.63 383.2 4.57 1.82 0.4 99.6
0.3 358.02 385.43 27.41 6.39 1.4 98.6
0.212 346.02 585.74 239.72 33.8 7.4 92.6
0.15 310.9 495.16 184.26 273.52 59.7 40.3
Pan 391.44 432.92 41.48 457.78 100.0 0.0
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
2 471.08 488.72 17.64 0 0.0 100.0
1.18 425.45 469.12 43.67 17.64 3.6 96.4
0.6 405.65 504.98 99.33 61.31 12.6 87.4
0.425 368.95 418.47 49.52 160.64 33.1 66.9
0.3 357.35 433.9 76.55 210.16 43.3 56.7
0.212 345.03 470.75 125.72 286.71 59.1 40.9
0.15 333.65 406.2 72.55 412.43 85.0 15.0
Pan 523.3 538.43 15.13 484.98 100.0 0.0

16. 16
Star Group
Tanjung Rhu (MLWS) 200 Chainage
Tanjung Rhu (MLS) 200 Chainage
0.0
20.0
40.0
60.0
80.0
100.0
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Tanjung Rhu (100 Chainage)
MLWS
MSL
MHWS
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.75 552.35 68.6 0 0.0 100.0
2 469.66 556.68 87.02 68.6 13.8 86.2
1.18 425.46 502.06 76.6 155.62 31.3 68.7
0.6 405.63 471.45 65.82 232.22 46.8 53.2
0.425 296.27 326.85 30.58 298.04 60.0 40.0
0.3 357.36 416.84 59.48 328.62 66.2 33.8
0.212 345.94 430.95 85.01 388.1 78.1 21.9
0.15 310.9 334.45 23.55 473.11 95.3 4.7
PAN 391.21 394.68 3.47 496.66 100.0 0.0
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.75 500.89 17.14 0 0.0 100.0
2 469.66 480.17 10.51 17.14 3.5 96.5
1.18 425.46 441.32 15.86 27.65 5.6 94.4
0.6 405.63 448.75 43.12 43.51 8.9 91.1
0.425 296.27 342.97 46.7 86.63 17.7 82.3
0.3 357.36 457.17 99.81 133.33 27.2 72.8
0.212 345.94 525.26 179.32 233.14 47.5 52.5
0.15 310.9 388.81 77.91 412.46 84.1 15.9
PAN 391.21 401.6 10.39 490.37 100.0 0.0

17. 17
Tanjung Rhu (MHWS) 200 Chainage
Triangle Group
Tanjung Rhu (MLWS) 300 Chainage
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.75 488.19 4.44 0 0.0 100.0
2 469.66 469.79 0.13 4.44 1.0 99.0
1.18 425.46 425.66 0.2 4.57 1.0 99.0
0.6 405.63 406.36 0.73 4.77 1.0 99.0
0.425 296.27 300.15 3.88 5.5 1.2 98.8
0.3 357.36 383 25.64 9.38 2.1 97.9
0.212 345.94 569.23 223.29 35.02 7.7 92.3
0.15 310.9 510.08 199.18 258.31 56.5 43.5
PAN 391.21 433.75 42.54 457.49 100.0 0.0
0.0
20.0
40.0
60.0
80.0
100.0
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Tanjung Rhu (200 Chainage)
MLWS
MSL
MHWS
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.85 530.96 47.11 0 0.0 100.0
2 469.53 529.43 59.9 47.11 9.4 90.6
1.18 428.38 482.56 54.18 107.01 21.4 78.6
0.6 403 459.3 56.3 161.19 32.2 67.8
0.425 378.6 417.18 38.58 217.49 43.4 56.6
0.3 357.99 437.3 79.31 256.07 51.1 48.9
0.212 345.9 461.02 115.12 335.38 67.0 33.0
0.15 310.91 353.9 42.99 450.5 90.0 10.0
PAN 391.27 398.48 7.21 493.49 98.6 1.4

18. 18
Tanjung Rhu (MSL) 300 Chainage
Tanjung Rhu (MHWS) 300 Chainage
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.85 485.34 1.49 0 0.0 100.0
2 469.53 471.66 2.13 1.49 0.3 99.7
1.18 428.38 433.52 5.14 3.62 0.7 99.3
0.6 403 418.56 15.56 8.76 1.7 98.3
0.425 378.6 404.84 26.24 24.32 4.9 95.1
0.3 357.99 454.52 96.53 50.56 10.1 89.9
0.212 345.9 572.16 226.26 147.09 29.4 70.6
0.15 310.91 423.46 112.55 373.35 74.6 25.4
PAN 391.27 406.17 14.9 485.9 97.0 3.0
SIEVE
SIZE
(mm)
MASS
OF
PAN
(g)
MASS OF
PAN +
SIEVE (g)
MASS OF
SIEVE (g)
CUMULATIVE MASS
RETAINED (g)
CUMULATIVE
PERCENT
RETAINED (%)
PERCENT
PASSING (%)
3.35 483.85 485.64 1.79 0 0.0 100.0
2 469.53 478.21 8.68 1.79 0.4 99.6
1.18 428.38 455.75 27.37 10.47 2.1 97.9
0.6 403 486.71 83.71 37.84 7.6 92.4
0.425 378.6 442.6 64 121.55 24.3 75.7
0.3 357.99 455.25 97.26 185.55 37.0 63.0
0.212 345.9 481.87 135.97 282.81 56.5 43.5
0.15 310.91 380.91 70 418.78 83.6 16.4
PAN 391.27 403.41 12.14 488.78 97.6 2.4
0.0
10.0
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Particle Distribution Size
MLWS
MSL
MHWS

19. 19
Based on the result from sieve analysis test, it could be observed
that all the samples from Tanjung Rhu Beaches consisted of
sandy material, with high percentage of the sand consisting
from 0.212mm to 1.18mm. In addition, at chainage of 000
which is the location of TICK Group, The beach slope was
determine to be 1:10 which is around 5.7˚. It is considered as a
fairly flat beach.
According to the logarithm PSD graph at 000 chainage, it can
be seen that the majority percentage of sediment size is between
0.2mm to 1mm. besides, it could be conclude that the sand is
very fine sand which has higher backwash of sediment due to
being less permeable because all the material passing the 2.36
mm sieve which lead could help in analysis the beach slope.
Due to the sand is a very fine sand, it could be concluded that
the sloping of the beach is close to flat. Thus, the result of the
beach sloping is expected to have small value of slope.
Besides plotting the graph for each point, the result of the test
are then plot in combining all the result of 4 different groups in
order to make a comparison and analyse the different. Thus,
below are the graph plotted by combining all the result but
divided into level. The graph plotted into different level is
because to make analyses of the result to be easier by focusing
on one type of level only.
From the plotted graph, it shows that at Mean Sea Level (MSL)
seems to have a significant different between the group.
Sediment may increase as it move towards the point of
TRIANGLE group which located a bit far from the located of
breakwater as compared to TICK Group that located
perpendicular to the detached breakwater.

20. 20
Based on the plotting graph of beach profiling, below
are the slope obtained based on the location of each group.
GROUP CHAINAGE SLOPE,m
TICK 0 0.1
CIRCLE 100 0.6
STAR 200 0.4
TRIANGLE 300 0.6
From the data obtained from the Beach Profiling at
Tanjung Rhu, it was found that the TICK group has the highest
slopping beach, this is mainly because this particular section is
located in front of the Four Season Resort. The sloping is the
high due to the fact that there is some plantation at the higher
section of the beach. The roots of the plant is able to hold the
sand in place and acts as a natural barrier against erosion during
high tide. It was also found that the section of the beach consist
of mostly fine sand.
Next, CIRCLE group obtain a slope value of 0.06. The
tremendous drop in from 22m-24m from the shoreline shows
that erosion constantly happen at this section mainly due to the
fact that the sand is really fine compared to the sand found at
location 26m onwards. Furthermore, from 26 meters onwards
from the shoreline, vegetation were present that is like a dune.
Therefore the roots and the vegetation present acts like natural
barrier against erosion.
0
0.5
1
1.5
2
2.5
3
3.5
0 5 10 15 20 25 30 35
Height(m)
Distance (m)
Slope of Beach Profilling
TICK group
CIRCLE group
TRIANGLE group
STAR group

21. 21
3 out of the 4 groups had almost a similar sloping till 15
meters inwards from the shoreline. Only the CIRCLE group
was tremendously low. It is maybe because there is a small river
that is flowing to the sea from the thick vegetation above. The
TICK group was able to obtain the highest elevation because, it
is a developed area. A resort was present further up and heavy
vegetation was present at elevation 3.1m.
B .Cenang Beach
Cenang Beach Sieve Analysis
During the academic visit, there were two samples
taken at Pantai Cenang in order to analyze the overall beach
condition and beach profile of Pantai Cenang. The samples
were taken near the pile breakwater (Location 1) and also near
the geotextile bag (Location 2). These samples were taken at
different location because to analyze wither the characteristic
of the beach are different or not and also to analyze the location
differently.
It can be concluded that the percent passing is highest
between the last 3-2 sieve where more the 50% passed showing
that the send size at the section is extremely fine. Beach
nourishment that was carried out has to be higher than of the
native material. The breakwater location at this section is
crucial. The breakwater helps the beach to retain the sand from
being washed away or lost in deep sea.
Based on the sieve analysis result, it shows that sand near the
pile breakwater are very fine sand as compared to sand located
at the geotextile bag. Thus, the erosion and sediment problem
would occurred more serious near the pile breakwater.
v. CONCLUSION
Academic visit has gave a very good exposure to the
students. This is because the academic visit was conducted at
many different places that involved many kind of coastal
protection measures that already applied in Malaysia generally
at Northwest Malaysia. Besides, this academic visit gave huge
benefit to student in order to get knows more details and in real
life about the influencing environmental factors and coastal
processes while got to know more interesting knowledge about
causes of coastal erosion or coastal sedimentation which
happened in different places. all of the location exposure also
include the knowledge of management coastal zone in
respecting the principles of sustainability while also include the
analyse of overall shoreline condition, observing environmental
condition, observing the caused of mangrove plantation failure
at Kampung Triang and last but not least, student able to get
more detail exposure about the jetty and marina facility
function.
VI. ACKNOWLEDGEMENT
The author would like to thank the lecturer, Assoc.
Prof. Mustafa for bringing the big of coastal student for this
academic visit assessment. Gratitude is also expressed to all
dedicated Universiti Teknologi PETRONAS‟s technician for
their hard works during the assessment.
VII. REFERENCES
[1 ]N. Ramli, M. Haji Jumali and W. Wan Salim,
'Fundamental Characterisation of Dredged Marine Sediments
from Kuala Perlis Jetty by XRF, XRD and FTIR', AMR, vol.
620, pp. 469-473, 2012.
[2] T. Karambas, 'DESIGN OF DETACHED
BREAKWATERS FOR COASTAL PROTECTION:
DEVELOPMENT AND APPLICATION OF AN
ADVANCED NUMERICAL MODEL', Int. Conf. Coastal.
Eng., vol. 1, no. 33, 2012.
[3] A. Wickramasinghe, 'Tsunami: Building the nation
through reciprocity while reconstructing the affected areas in
0.0
20.0
40.0
60.0
80.0
100.0
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Particle Distribution Size
Location 1
Location 2

22. 22
Sri Lanka', Local Environment, vol. 10, no. 5, pp. 543-549,
2005.
[4] M. Gül, A. Özbek, F. Karayakar and M. Kurt,
'Biodegradation effects over different types of coastal rocks',
Environmental Geology, vol. 55, no. 7, pp. 1601-1611, 2007.
[5] Environment.sa.gov.au, 'Groynes and breakwaters -
Department of Environment, Water and Natural Resources
(DEWNR)', 2015. [Online]. Available:
http://www.environment.sa.gov.au/our-
places/coasts/Adelaides_Living_Beaches/Managing_the_
Adelaide_coast/Groynes_breakwaters. [Accessed: 25-
Nov- 2015].
[6] A. Jackson, 'Coastal Management', Geographyas.info,
2015. [Online]. Available:
https://geographyas.info/coasts/coastal-management/.
[Accessed: 16- Nov- 2015].

23. 23

24. 24
Based on from the PSD results, TRB have the finest
grain among the 3 point selected with coarser grain at TRC to
the landward.
Right hand side section (TR D to TR G):
TR F that located up to landward give the finest grain
compared to the grain at TRD that located further down to the
sea.
From these two results comparison, it concludes that
coarse-grained clastics like sand are usually deposited in
nearshore, high-energy environments.
Grains size at point TR A is finer compared to grains
at TR D. Wave deposits from the larger particles to the finer
particles. Hence, from the PSD results on these two points, we
can conclude that the longshore current move from right to the
left.
Figure 4.1: Point of study at Tanjung Rhu
B. Pantai Kok

25. 25
PK1 to PK4 and PK5 to PK7 is the point further up to
landward section starting from the left.
Left hand side section (PK 1 to PK 4):
As per Pantai Tanjung Rhu, PK1 to PK4 is the section
further up to landward section. Based on from the PSD results
above, PK4 have the finest grain among the 4 section with
coarser grain at PK1 at shoreline.
Right hand side section (TR D to TR G):
PK 4 that located up to landward give the finest grain
compared to the grain at PK 1 that located further down to the
sea.
Grains size at point PK 1 is finer compared to grains
at PK 5. Wave deposits from the larger particles to the finer
particles. Hence, from the PSD results on this two points, we
can conclude that the long shore current at that particular
location are moving from right to left.
Figure 4.2: Point of study at Pantai Kok
0
10
20
30
40
50
60
70
80
90
100
0.01 0.1 1
Percentagepassing(%)
Seive size (mm)
Particle Distribution Size
PK 1
PK 2
PK 3
PK 4
0.00
20.00
40.00
60.00
80.00
100.00
0.01 0.1 1 10
Percentagepassing(%)
Seive size (mm)
Particle Distribution Size
PK 5
PK 6
PK 7

26. 26
V. CONCLUSION AND RECOMMENDATIONS
Ultimately, a beach eroded when the supply of the beach
at the particular area should receive is not sufficient. Even
though several of mitigation measures had been applied to cure
the erosion problem, the erosion at that area that intended to
cure may be successfully settled down. However, at a certain
area down drift the treated beach previously may be affected
due to the some of changes have been made to the beach. Even
human actions intended to save or improve the coast may
inadvertently increase erosion without they realized it. For
example, introduced breakwater at river mouth improves
navigation, but at the same time it alters the shoreline processes.
It can be see from the example of faile marina harbour at Kuala
Kedah. Hence, in future, coastal engineer has to look for a wider
scope of view when suggesting any mitigation measure; at the
up drift and also at down drift of the coast to ensure they are not
affected after the remedy had been done.
REFERENCES
[1] C. Saengsupavanich, "Detached breakwaters:
Communities' preferences for sustainable coastal
protection," Journal of Environmental Management,
vol. 115, pp. 106-113, 2013.
[2] S.M.Arens, J.H.Van Boxel and J.O.Z.Abuodha, "John
Wiley & Sons, Ltd," 22 March 2002. [Online].
Available:
http://www.duinonderzoek.nl/publicaties/2002_Arens_
vBoxel_Abuodha_ESPL.pdf. [Accessed 4 July 2014].