Executive Summary, #Final

This proposal describes a research project carried out by our team in response to a call for engineering problem-solution proposals. In this proposal, the team addresses the problems of the BYD K9 electric buses, such as its battery technology and plug-in charging system, which the Land Transport Authority (LTA) are using in a pilot study. The buses’ batteries are unsuitable for Singapore’s warm and humid climate, which reduces electric bus battery efficiency and shorten bus travel range. The plug-in charging cables and limited charging locations in the current system also prove inconvenient for bus drivers.  Having these problems would render the overall electric bus system inefficient.

The proposal details our team’s suggested modification to the current system and discusses its benefits and limitations. The team proposes a solution that uses the Shaped Magnetic Field In-Resonance (SMFIR) technology to enable electric buses to be charged wirelessly when stationary or while in motion. This technology allows smaller batteries to be utilised in electric bus, thus reducing the bus self-weight, and improves overall system efficiency and travel range.

The proposal also discusses the team’s objective, which is to recommend to LTA to conduct a pilot study in the Punggol Digital District on the usage of SMFIR in electric buses in order to assess its feasibility in Singapore.

Personal Statement, #Final

Umar Abdul Aziz graduated from Singapore Polytechnic with a diploma in architecture in 2015. His passion lies in the design of buildings and structures as well as mathematics. During his architectural internship stint, he has been involved in several projects including the construction of the Singapore Land Transport Authority Downtown Line 2 tunnel. At present, he is an undergraduate student in civil engineering at Singapore Institute of Technology.

Letter of Transmittal, #Final

S.U.N Team

Singapore Institute of Technology

10 Dover Drive

Singapore 138683

 

13th March 2018

 

Chew Men Leong

Land Transport Authority

1 Hampshire Road

Singapore 219428

 

Dear Mr. Chew,

 

Re: Proposal for Improvement of Electric Bus System in Singapore

 

Enclosed for your kind consideration is the following proposal for the improvement of the electric bus system in Singapore.

This proposal has been prepared in response to your letter of authorization calling for proposals. The proposal has been developed in light of the problem that the Land Transport Authority (LTA) is facing with electric vehicle while spearheading Singapore’s electric vehicle uptake in public transportation. Our team’s intention is to offer a systematic method that could more aptly address the problems associated with the present electric bus system and infrastructure.

 

The report consists of a review of the identified problems, the rationale behind our proposed solution, and a detailed summary of all related primary and secondary research. As potential electric bus users ourselves, we have provided information on the flaws of the current electric bus system, piloted by Go-Ahead Singapore, a case study of the potential solution and a detailed discussion on how the relevant agencies may improve on them.

We would like to express our gratitude to you for taking the time to read through the proposal. Your consideration of our suggestions to transform the public electric bus system into a more efficient and emission-free system is greatly appreciated.

 

Yours sincerely,

Teo Shu Min

S.U.N Team Representative

Summary Reader Response, #Final

The article “Porous Asphalt Is King of the Road,” on the website Pave Green (n.d.), stated that porous asphalt is advantageous to the environment, enhances safety and is cost-effective. Porous asphalt is manufactured such that gaps are present for water to pass through and to a filtration bed underneath. As a result, it prevents flooding, filters contaminants in the water and enhances water standard. The article also mentioned that water spatter from vehicles vanishes, hence improving visibility for motorists, and reducing traffic accidents. Maintenance during winter is low, in view that minimal salt is required to remove snow on roads since snow liquefies at a faster rate on porous asphalt. Consequently, the use of pollutive de-icing agents is eliminated. The article also stated that porous asphalt costs about the same as standard asphalt. However, the overall construction cost is lower due to the reduced need for building of pipes and ground excavation.

While the article addressed the boons offered by porous asphalt (PA) through mentioning the material’s extensive usage in the US and its contribution to road safety in winter, its susceptibility to climate change sullies its own reputation. There are several factors of climate change that can negatively affect PA’s behaviour, thus undermining the article’s claim to PA’s ‘King of the Road’ status.

A major factor of climate change that can affect PA is the increase in moisture due to heightened precipitation. Though the article noted the comparable functionality of PA pavements to storm drains, it overlooked a consequence of moisture on the material itself. Makkonen et al. (2007) forecasted that the most affected area where precipitation is likely to rise in Europe due to increased heavy rain spells is in northern European regions in contact with the Atlantic Ocean, and most especially mountainous and elevated areas. The impact of additional precipitation on PA will be dependent on the ability of the underlying mixture of the pavement. If this mixture is not well prepped and becomes impermeable, water underneath the surface will swell and cause scouring, which is the loss of soil, of the lower layer mixture (Solaimanian et al., 2003). Most importantly, stripping, which is the functional deterioration of a pavement mixture by the loss of adhesive bond between asphalt binder and aggregate surface due to moisture, will occur. This will threaten the strength and durability of the layer. In due time, PA pavements in these highly precipitated areas will incur damage as a result of climate change.

Another factor of climate change that can affect PA is the increase in temperature. The Pave Green article hinted at PA’s attribute in withstanding sub-zero temperatures, albeit without mentioning the effects of temperature increases. Thodesen and Hoff (2010) said that temperature rise may cause PA pavements to deform permanently if the pavement temperatures exceed the design temperatures. This may lead to uneven road compaction and the release of trapped water from within the air void structure. They also concluded that continued temperature fluctuations can lead to cyclic loading of the saturated pavement, hence leading to the development of heightened pore pressures and stripping in the layers underlying the porous section of the pavement when using porous pavements.

In conclusion, what the article did not mention regarding the careful attention given toward the behaviours of PA in light of climate change should not be overlooked. Ultimately, as with all other pavement types, the success of PA is dependent upon proper design and construction. When properly designed and built, the PA surface can be a viable option when working in tandem with an integrated pavement system to serve a more deserving recognition for the title of ‘King of the Road’.

(608 words)

References

Makkonen, L., Ruokolainen, L., Räisänen, J., & Tikanmäki, M. (2007). Regional climate model estimates for changes in Nordic extreme events. Geophysica, 43(1-2), 19-42. Retrieved February 19, 2018, from https://www.researchgate.net/profile/Lasse_Makkonen/publication/254947036_Regional_Climate_Model_Estimates_for_Changes_in_Nordic_Extreme_Events/links/02e7e534eb3c8e7ff7000000.pdf

Pave Green. (n.d.). Porous Asphalt Is King of the Road. Retrieved February 4, 2018, from http://www.pavegreen.org/index.php?option=com_content&view=article&id=58%3Aking-of-the-road&catid=35%3Aporous-asphalt&Itemid=110

Solaimanian, M., Harvey, J., Tahmoressi, M., & Tandon, V. (2003). Test Methods to Predict Moisture Sensitivity of Hot-Mix Asphalt Pavements. In Moisture Sensitivity of Asphalt Pavements – A National Seminar (pp. 77-110). San Diego, California, USA: Transportation Research Board. Retrieved February 19, 2018, from http://onlinepubs.trb.org/onlinepubs/conf/reports/moisture_seminar.pdf

Thodesen, C., & Hoff, I. (2010, June). Study of Water Effects on Asphalt and Porous Asphalt (Research Report No. 5). Retrieved February 4, 2018, from http://www.cedr.eu/download/other_public_files/research_programme/eranet_road/call_2008_climate_change/p2r2c2/08_Deliverable-N5.pd

Analytical Reflection

I feel that this small-scale 3-hour event is the epitome of the 12-week effective communication module. As the head of the organizing committee for the presentation showcase, I helped in coordinating the event and preparations from liaising directly with lecturers to coordinating the photographer, videographer, emcees as well as presentation slides. Thankfully, I did not need to micromanage the event because those involved in running the event were more skilled and experienced in their respective roles than I was. I am contented that CVE’s first presentation showcase was a success. If given the opportunity to prepare a similar event, I would want to undertake a different role to polish my communication skill such as becoming an emcee or a moderator.

On top of that, I was also a presenter in the showcase. While it was fearful to stand in front of a large audience, which consisted of the cohort, industry players and academics, I gained strength and confidence in the process. I think what mattered most was the courage to try. Thankfully, the judges applauded my team for our appealing presentation slides and professionalism in delivery. They also mentioned, however, that passion or excitement in convincing the audience of the noteworthiness of the content was lacking. Their comments proved to us that communication is a package that should be wholesome for it to be effective. While visuals and illustrations allowed the audience to better understand and follow incomprehensible concepts, the tone of delivery will also shape the overall package. This showcase has taught me that to be able to achieve effective communication, one must be passionate about the message and play the part skillfully.

Critical Reflection

Looking back at the goals I have set for myself at the start of the module, I am confident that I can communicate more effectively now. At the start of the module, I had two goals in mind: Expand my comfort zone while becoming a confident speaker, and enhance my writing skills.

While it was rather uncomfortable to leave my comfort zone at first, my classmates eased my path to bring down my walls and being bold in confronting my fears, from initiating minor conversations to facing a large audience, which I think is a good leap forward to communicating effectively.

I learnt that the most important aspect of a presentation is the respect a presenter shows to the content and his self. Because in spite of his fears or insecurities in presenting, the message and intention will determine how the content is packaged and how his audience perceives it, thus preordaining the success of the presentation. A good content can be delivered by anyone, but if I as the presenter am not forthright, my flawed intention will surely surface during delivery. I think this resonates through all aspects of communication, regardless if it is verbal, non-verbal or written. I think the only way I can improve is to practice. Not only that, I also have to be aware of my flaws by learning from constructive criticism and from others’ mistakes.

My favourite takeaway for this module is to relearn the idea on empathy. Through doing a group-based research and report process, I feel that I was constantly being reminded to empathise, and not simply sympathise those whom I worked with. It is especially so, since everyone who took this module is a student in the same year and course, carrying the same workload. While some may be more competent in dealing with the workload, others may be lacking in it. From this, I see the importance of putting myself in the shoes of others, understanding their difficulties and trying to encourage and assist them in anyway I can to make university life more bearable for everyone. I think my learning journey has been truly fulfilling and if I am consistent in treading this path, I can further improve in communicating more effectively.

Commented on: Irdina, Jasmine, Neng Wei

Final Report, Draft #2

1 Introduction
Singapore is ranked first in Asia, and second globally as the most sustainable city. However, Singapore accounts for 0.12% of global greenhouse gas emissions. Singapore aims to achieve 36% reduction goal in carbon emissions intensity by 2030 (Feng, 2015).
Does it show a proportional, write it in terms of Asia or ranking? Carbon emission per GDP
Singapore’s transportation sector contributes 15.32% to the total greenhouse gas emissions in 2016 (Feng, 2015). While the usage of electric vehicle (EV) is one way to reduce greenhouse emissions, the country is facing challenges to fully embrace the usage of EVs as the main means of commute. Challenges such as the high cost of EVs, Singapore’s limited EV infrastructure and the considerable safety aspects of plug-in EVs generally deter local consumers and Singapore’s public transport operators to consider the switch to EV. According to Kuttan (2017), EV drivers are afraid of travelling long distances with the risk of their vehicle batteries running flat. He added that the accessibility of fast chargers is the only factor that will encourage people to be more open to conventional EV.
Today, Singapore’s buses dominantly run on natural gas and diesel. With greater awareness on environmental sustainability, the LTA will be buying 50 new hybrid buses and 60 new pure-electric buses (CNA, 2017). The K9 pure-electric buses which will be tested by Go-Ahead Singapore needs five to 10 hours charging time to travel 250 km. These buses emit no greenhouse gas emission or noise, thus reducing air and noise pollution. Their traveling distance, however, will be reduced due to the warm and humid climate in Singapore with additional battery power used for cooling (Lim, 2016).
E-buses have zero emissions, run quieter than conventional buses, contribute less to the carbon footprint, require less maintenance, and are much cheaper in the long run, as compared to diesel buses. However, long travel distances, high turnover rate of buses in Singapore, limited charging periods, and heavy battery requirements make electric buses unsustainable in Singapore. To eliminate these problems, the usage of wireless charging technology in e-buses can be implemented.

 

2 Problem statement
An ideal pure-electric bus system in Singapore should be energy efficient, self-sustainable, and has good accessibility to charging points. However, the K9 electric buses which is tested by Go-Ahead Singapore needs five to 10 hours charging time to travel 250 km, is reduced because of the warm and humid climate in Singapore with additional battery power used for cooling (Lim, 2016). With the implementation of a wireless charging bus system, this will improve the accessibility of charging while reducing charging time.

3 Purpose Statement
The purpose of this report is to outline to LTA the advantages of the wireless charging technology for electric buses which tackles the challenges in the current system, and propose to them to conduct a pilot study to test the wireless charging system.

4 Proposed Solution
The solution to this problem is to use wirelessly charged electric buses. ‘Wireless charging technology’ or power transfer through magnetic induction has been tested since the early 2000s on electric buses in several countries like Italy, China, USA, Japan and Korea. Inductive charging requires a charging station which has an induction coil in it. This then produces the electromagnetic field which transfers the energy across the gap to corresponding induction coil in the device. The device then converts the energy from the magnetic field back into a useable electrical current which is then used to charge the battery (Thomson, 2014). These buses receive power without physical contact unlike the conventional usage of electric cables for plug-in EVs. The charging process is thus simplified as buses need not be charged only in the bus depot or interchange but instead, charged on the go.
An example for this technology was tested by Korea Advanced Institute of Science of Technology (KAIST). This technology granted electric buses to be charged while in motion. It eliminates the need for remote static charging stations and introduces charging infrastructure embedded in the roads. As a result of charging on-the go, the company’s e-buses utilised smaller, inexpensive batteries which in turn reduced the vehicle weight. With a lighter load, the buses expanded less energy. Moreover, wireless charging plates could be built beneath the roads without having any impact on the cityscape.
4.1 Case Study
KAIST is the first in the world to introduce Shaped Magnetic Field in Resonance (SMFIR) technology that safely deliver energy to an electric vehicle wirelessly while vehicle is in motion. It was developed as part of KAIST’s online electric vehicle (OLEV) project. By having energy transferred, the OLEV transport system is wirelessly powered by underground coils without any mechanical contact. A pickup device installed under the vehicle works to gather the magnetic field efficiently from power grids embedded in the road and convert it into electric energy for vehicle operation. The pickup coils are tuned to a 20kHz resonant frequency and are modelled to have maximised exposure to the generated magnetic field, as a result, the efficiency of the magnetic power transmission can be maximized while decreasing the magnetic field leakage (Suh, n.d.).

Figure 1: Simplified concept of power transfer using SMFIR (KAIST, n.d.)

According to the article “KAIST OLEV Transport System,” the usage of the SMFIR technology yields a power transmission efficiency of 83% at a ground height of 20cm and a 75kW of power capacity. This was by far the most efficient wireless power transfer system available for commercial deployment to e-buses. With the provision of power supply infrastructure embedded on five to 15 percent of the whole bus route, it is sufficient to wirelessly powered OLEV bus for its operation. The power strips that supply OLEV buses with electric power have been installed at bus stations, bus stops and traffic junctions which allows the battery of the OLEV bus to be recharged. With the SMFIR technology, OLEV buses have reduced battery size of 20% compared to a normal electric bus. OLEV complies with the international electromagnetic fields (EMF) standards of 62.5mG which is within the safety margin for human health. Segment technology is introduced to control the power supply by switching on when it detects OLEV buses, hence, it distinguish OLEV buses from other vehicles. As a result, it will prevent EMF exposure and standby power consumption to other road consumers.

Figure 2: Overview of power supply infrastructure (KAIST, n.d.)
4.2 Application of OLEV in Singapore
While the idea of revamping the public bus system in Singapore into wireless may seem challenging, a pilot study can be first be conducted to assess the feasibility of the OLEV technology on Singapore’s public buses. As part of the engineering design and development process, a bus route can be selected within the Punggol Digital District to apply the power supply infrastructure. The route will operate a couple of OLEV buses over a 6km one-way trip, which will take approximately 20 minutes for each trip. The objective is to design the most efficient and optimized power supply infrastructure. This includes identifying how long the powered track should be, where it should be installed, and what combination of the segments should be laid. As a rule of thumb, the powered track should be installed where the driving power exceeds the battery discharge capacity, so that the buses can have a enough power to be driven.

4.3 Benefits of Proposed Solution
1. The implementation of the OLEV system helps to simplify the charging process without the need of anyone handling heavy charger cables and plugs. (KAIST, n.d.)
2. The system can virtually run 24/7 with the increased accessibility to wireless charging segments that ensures the buses to be charged without stopping. It also prevent chances of battery from running flat. (Brian, 2013)
3. The OLEV system can be extended to cars, lorries and other vehicles. The usage of wireless charging vehicles will reduce the amount of carbon emission making Singapore’s land transportation more eco-friendly. (Fischer, 2016)
4. With technology advancement, the cost of batteries will become cheaper than conventional EV batteries. This will promote EV uptake in the and this will provide cheaper replacement cost. (KAIST, n.d.)
5. OLEV weight of batteries will be lighter, allowing e-buses to use less power to move the bus and batteries will be more efficient which reduces the frequency to charge. (KAIST, n.d.)
6. The need to build expensive recharge facilities can also be eliminated. This will reduce the space efficiency which can be put to other use. (Suh. I. S., n.d.)
7. This system significantly allows batteries to be smaller and reduces the amount of lithium used. (Whitlock, 2016)
8. OLEV technology ensures safety with their OLEVs and supplies it with electric power through pickup devices build under the vehicle’s body. (KAIST, n.d.)
9. The success of the system entails a promising return for Singapore to pioneer the advancement of electric vehicle systems in the tropics.
10. OLEV technology can be incorporated into autonomous vehicles to achieve Singapore’s 2030 Smart Nation goal.
11. A virtual fossil fuel-free urban transportation can be achieved with the increase in electric vehicle uptake and improved charging system and infrastructure.

4.4 Evaluation of Proposed Solution
1. The exact proposed locations of charging segments on Singapore’s roads have to be further considered and studied. Proposed locations could be the bus depots, bus stops and traffic junctions. These locations are ideal for charging e-buses but traffic junctions necessitate the usage of the GLIDE system which detects the presence of vehicles and pedestrians at the junctions of major roads. Little is known about the effect of magnetic coupling on the GLIDE system’s wire sensors.
2. The unpredictability of traffic conditions may cause buses to run out of power before reaching the nearest charging strip.
3. Given that Singapore would be the first tropical country to test wirelessly charged buses using the OLEV technology, little is known about its performance as Korea where this system had been tested is non-tropical climate.
4. It is challenging to pick a suitable bus route to work well with the bus as it determines the distance of the bus stops and to obtain maximum efficiency.
5. It will be hard to ensure drivers do not sway while driving on the road as the induction coil will be placed at the center of the road.
6. With the current technology, battery prices are still expensive and bulky which might bring conflict to the project.
5 Methodology
5.1 Primary Research
Primary research in the form of interviews were conducted with SIT-UoG’s Deputy Programme Director for Civil Engineering, Dr. Kum Yung Juan, and SIT’s Programme Director for Telematics (Intelligent Transportation Systems Engineering), Dr. Zheng Jianxin. The interviews enabled the team to gain insights and opinions from experts on electric vehicles and the feasibility of the wireless charging system for electric buses. The interview transcript with Dr. Kum and the summarised interview with Dr. Zheng can be found in Appendix A.1 and A.2 respectively.
5.2 Secondary Research
Online sources are used for the information of the different wireless charging technologies tested in other countries. After evaluating the different technologies, the OLEV technology by KAIST has been widely quoted in this report due to its extensive design information and its feasibility as a solution to the problem mentioned.

6 Conclusion
To conclude, the implementation of wirelessly charged e-buses for Singapore’s public bus system could be one way to solve the problems associated with electric buses, and potentially be a game changer in electric vehicle uptake. It will, however, take time for the pilot study to be completed and evaluated before LTA decides to implement the system fully into Singapore’s roads, and observe large-scale benefits to the economy, environment and local consumers.

Reference
Brian, M., (2013, August 7). Electric avenue: Korean buses now wirelessly charge as they drive. Retrieved from: https://www.theverge.com/2013/8/7/4596898/korea-wireless-charging-buses-kaist-olev
Fischer, M. (2016, July 7). Scandinavia’s first electric bus with wireless fast charging. Retrieved from: https://news.vattenfall.com/en/article/scandinavia-s-first-electric-bus-wireless-fast-charging
KAIST. (n.d.). KAIST OLEV Transport System. KAIST. Retrieved from: http://www.smfir.co.kr/20120323/sub02/KAIST_OLEV_en.pdf
Kim, D. J., (2015, May 15). Wireless Charging Electric Bus. Retrieved from: https://kmatrix.kaist.ac.kr/wireless-charging-electric-bus/
Lim, A., (2016, August 6). E-bus to ply public route in trail lasting six months. Retrieved from: http://www.straitstimes.com/singapore/e-bus-to-ply-public-route-in-trial-lasting-six-months
National Environment Agency. (2016). Singapore second biennial update report 2016. Retrieved from http://www.nea.gov.sg/docs/default-source/energy-waste/climate-change/second-biennial-update-report-(16-dec-2016).pdf
One Motoring, (n.d.). Green Link Determining (GLIDE) System. Retrieved from One Motoring Web site: https://www.onemotoring.com.sg/content/onemotoring/en/on_the_roads/traffic_management/intelligent_transport_systems/glide.print.html
Suh, I. S., (n.d.). Application of Shaped Magnetic Field in Resonance (SMFIR) technology to future urban transportation. Retrieved from: http://www.buspress.eu/wp-content/uploads/2013/08/CIRP-Design-2011-Paper34-Suh.pdf
Suh, N. P., Cho, D. H., & Rim, C.T., (n.d.). Design of On-Line Electric Vehicle (OLEV). Retrieved from: http://www.springer.com/cda/content/document/cda_downloaddocument/9783642159725-c1.pdf?SG
Thomson, K. (2014, August 29). Problems with Wireless Charging. Retrieved from: https://cambrionix.com/blog/problems-with-wireless-charging/
Whitlock, R. (2016, February 26). Wireless energy transfer strips for electric vehicles and buses. Retrieved from: https://interestingengineering.com/wireless-energy-transfer-strips-for-electric-vehicles-and-buses

Personal Statement, Draft #1

See Neng Wei

Neng Wei graduated from Singapore Polytechnic with a diploma in civil engineering with business in 2014. He has interests in architecture and structural design which led him to pursue civil engineering. He was involved in the tender process on Addition and Alteration of NUS science canteen during his polytechnic internship.

 

Umar Abdul Aziz Bin Ahmad Shamsuddin

Umar Abdul Aziz graduated from Singapore Polytechnic with a diploma in architecture in 2015. His passion lies in the design of buildings and structures, as well as mathematics. He has been involved in several designing and planning stages of buildings and underground structures, such as the construction of the Singapore LTA Downtown Line 2 tunnel, during his architectural internship stint.

 

Teo Shu Min

Shu Min graduated from Singapore Polytechnic with a diploma in civil engineering with business in 2017. Her passion lies in the structural design of buildings and their structural plans. She has been involved in drafting of construction drawings for a project located in Qurayyat, Oman for an independent water project during her internship.

Executive Summary, Draft #1

This report outlines the problems with current electric bus system in Singapore and the advantages of wireless charging technology for electric buses, whilst proposing to LTA to conduct a pilot study for this technology in resolving these problems. Electric buses have zero emissions, run quieter than conventional buses, contribute less to the carbon footprint, require less maintenance, and are much cheaper in the long run, as compared to diesel buses. However, the battery efficiency and range of the K9 electric buses tested by Go-Ahead Singapore are lowered due to the warm and humid climate in Singapore with additional battery capacity used for cooling. With the implementation of a wirelessly charged bus system, electric buses can be charged while in motion, hence improving the accessibility of charging and reducing charging time.

Letter of Transmittal, Draft #1

S.U.N Team – Civil Engineering Programme

Singapore Institute of Technology

10 Dover Drive

Singapore 138683

 

13th March 2018

 

Chew Men Leong

Land Transport Authority

1 Hampshire Road

Singapore 219428

 

Dear Mr. Chew,

 

Re: Proposal for Improvement of Electric Bus System in Singapore

 

Enclosed for your kind consideration is the following proposal for the improvement of the electric bus system in Singapore.

 

This proposal has been prepared in response to your letter of authorization calling for proposals. The proposal has been developed in light of the problem that the LTA is facing with electric vehicle while spearheading Singapore’s electric vehicle uptake in public transportation. Our team’s intention is to offer a systematic method that could more aptly address the problems associated with the present electric bus system and infrastructure.

 

The report consists of a review of the identified problems, the rationale behind our proposed solution, and a detailed summary of all related primary and secondary research. As potential electric bus users ourselves, we have provided information on the flaws of the current electric bus system, piloted by Go-Ahead Singapore, a case study of the potential solution and a detailed discussion on how the relevant agencies may improve on them.

 

We would like to express our gratitude to you for taking the time to read through the proposal. Your consideration of our suggestions for transforming the public electric bus system more efficient and emission-free is greatly appreciated.

 

Yours sincerely,

Teo Shu Min

(S.U.N Team Representative)