Beruflich Dokumente
Kultur Dokumente
By:
March 2018
APPROVAL SHEET
Banca” has been prepared and submitted by Prince Kyle G. Abanid, Carla Jean E. Parba,
and WrynzlerWyrken Toni R. Timbal in partial fulfillment of the requirements for the
ii
ACKNOWLEDGEMENT
It is with great pleasure that the researchers would like to express their heartfelt
The researchers are indebted to their adviser, Engr. Ali Maihob, for his
The researchers are thankful for their instructor, Engr. Jacklyn Antolihao, for
imparting her knowledge and guiding the researchers throughout the process.
The researchers greatly appreciate the presence of the panel members, for
scrutinizing the study and providing a constructive criticism, in the improvement of the
study.
Finally and most importantly, to the Lord Almighty for granting the light and
wisdom to the researchers in the completion of the project study. His immense love and
iii
TABLE OF CONTENTS
TITLE PAGE i
APPROVAL SHEET ii
ACKNOWLEDGEMENT iii
TABLE OF CONTENTS iv
LIST OF TABLES vi
ACRONYMS ix
ABSTRACT xi
Chapter 1: INTRODUCTION
2.1 Introduction 9
iv
Chapter 3: METHODOLOGY
3.8 Design 30
APPENDICES 53
BIBLIOGRAPHY 129
RESUME 130
v
LIST OF TABLES
vi
LIST OF FIGURES
(Isometric View) 30
vii
LIST OF APPENDICES
viii
ACRONYMS
AP After Perpendicular
BL Baseline
BM Transverse Metacenter
!# Deadweight Coefficient
DWT Deadweight
FP Forward Perpendicular
GA General Arrangement
GM Metacentric Height
KB Center of Buoyancy
KG Center of Gravity
ix
LWT Lightship Weight
Regulations
SM Section Modulus
WL Waterline
x
ABSTRACT
The Philippines, being the second largest archipelagic country in the world,
provides living through fishing and other means of income through tourism. About one
million Filipinos or about 5% of the country’s labor force has been provided by the
livelihood of fishing through the aid of the Banca, which allows the people to spread culture
and connect one island to another. Over the years, the Philippines has been facing the
challenge of lack of innovation putting the country behind when it comes to creativity,
design, and functionality. In order to adapt the fast pace advancement of technology, the
researchers developed a modified design of the traditional Banca which will aid the
livelihood of fishermen and at the same time, a source of water transportation for tourists
who wish to move from one island to another. The study does not only seek to innovate
but also to re-engineer the structure of the vessel through the re-enforcement of fiberglass
as the main material to lengthen its lifespan thereby improving its efficiency and durability.
Additionally, the study aids to respond climate change impacts and maritime accidents or
properties compared to that of the traditional Banca which lacks the fundamental
requirements of stability.
xi
Chapter 1
INTRODUCTION
RATIONALE
Progress lies not only in enhancing what is, but also in advancing towards
what will be. The Philippines has long been facing the challenge of lack of innovation
putting the country behind when it comes to creativity, design, and functionality. It is but
time to stir the sense of creativity and innovation in the maritime industry through the
innovation is the inner core of the concept. That despite the lack of facilities and equipment,
the research manages to improve the technological sophistication of the country through a
vessel which will propel the innovation and resourcefulness of Filipinos. Inspired by the
traditional Filipino wooden boat, Banca, the researchers designed a contemporary vessel
which does not only enhance the safety of the existing Banca but also improve the
livelihood of fishermen and at the same time, promoting the tourism of the country. With
the Philippine Banca re-engineered, the design would not only improve but the
safety of the passengers are the primary concerns of the researchers. Not just focusing on
the external structure of the perspective but also in the internal configuration of the whole
design. The vaka (main hull) is primarily made up of fiber glass reinforced by the carbon
1
fiber to strengthen the structure of the hull leaving a durable output. Meanwhile, the ama
(wings or the outrigger) is supplemented by customized FRP stabilizers for the purpose of
prompted to design a modern Banca which will aid the livelihood of fishermen and at the
same time, a source of water transportation for tourists who wish to move from one island
a futuristic design with outriggers which increase the stability compared to that of the
2
STATEMENT OF THE PROBLEM
For years, environmental crisis has always been a global problem, and only
global action will resolve it. Raising awareness on the most pressing environmental issues
in the recent time is more important than ever. Each year, the Philippines loses about
and a roof of bamboo for its outrigger, is mainly resourced from the forest and the marine
ecosystem. Knowing that the generation today is continually facing serious environmental
issues, the researchers are aware of the high necessity of finding ways to preserve the nature
a beast of burden, a source of income, a ride home. According to Rappler, an online social
news network, Fisheries provide livelihood to about one million Filipinos, or about 5% of
the country’s labor force. Fish consumption in the Philippines is also high at 28.5 kilograms
per capita yearly. Fish comprise about half of Filipinos’ protein diet.
Visayas on November 8, 2013, destroyed some 30,000 bancas – depriving some 146,700
With more than 40% of the small-scale fishers living below the poverty line,
3
Yolanda’s strength and fury will be the new normal. More storms will come. More boats
will be damaged.
Thus, the research aims to resolve and give an alternative solution to such
issues concerning the environment and others aspects. In line with this, the researchers
c.) Is the design efficient and functional to withstand climate change impacts, strong
d.) Is the design concerned with the longevity of lifespan and the improvement of
e.) Does the vessel have the potential to replace the existing Philippine Banca?
4
Objectives of the Study
This study generally aims to modify the traditional wooden boat of the Philippines,
Banca, into a contemporary vessel which will adapt to the changing weather conditions of
the country especially climate change impacts. Furthermore, the modified vessel could
potentially replace the existing Philippine Banca as the study incorporates innovative and
a.) Design a vessel which is efficient, safe, and futuristic without compromising its
b.) Improve the livelihood of fishermen especially those affected by the typhoon
5
SIGNIFICANCE OF THE STUDY
imagined at the time, and creates its own uses. The roots of great innovation are never just
in the technology itself. It would not be held by those who lack the imagination to exploit
its use, but will be swept along by the creative members of society for the good of others.
vast convenience in relation to safety, lifespan and practical choices. Essential contribution
of this study could be highly significant and beneficial specifically to the following:
Fishermen: This study is mainly beneficial to the fishermen especially those Bancas
ravaged by the typhoon Yolanda. This will help them create a higher quality and modified
Banca which can withstand bad weather conditions that is safe and efficient. Furthermore,
it would be a great investment to the fisherman as the vessel would not be easily worn out
having a higher lifespan compared to that of the traditional one. Thus, it will help the
fishermen who were affected by the typhoon to get back on their feet.
Economy: The importance of the fishery sector in the economic development of the country
cannot be under-rated. It plays a major role in the sustainable livelihoods and poverty
reduction in several households and communities. This study ensures that the operation in
fishing which were previously hampered will keep up and be more modernize and as
productive as the other countries who have a well-designed and a well-equipped vessel.
Travelers: This study will benefit specifically to the travelers or tourists. The comfort and
convenience run by the vessel is one of the main objective. One of the local transportation
in the Philippines is the banca, also known as "banca" or "pumped boat" depending the
6
region. Researchers are providing a design that could meet the requirements of convenience
and safety for the travelers. Providing assurance that they are safe and the ride is
convenient.
The Researchers would like give the exact point of its scope and limitation
regarding the project study “MANTA 419E” and this would comprise the following:
a.) The project study aims to implement new modern transformation of the Philippine
b.) The project study aims to develop new essential design that would offer a more
c.) The project study aims to give a practical choice for individual fisherman to invest
with Manta 419E and would enjoy the return of investment for a long time and with
d.) Manta 419E offers a lot of things and the above said are the main point of the study
and the researchers would like to extend the study for more information.
7
DEFINITION OF TERMS
a.) Ama- the term ama is a word in the polynesian and micronesian languages to
describe the outrigger part of a canoe to provide stabilitywhich is the side hull of
the vessel.
b.) Banca - a type of outrigger boat native to the philippines, also called baroto.
c.) Boat Builder- refers to a person or entity duly licensed by the Administration to
construct/build a motor-bancas.
resin matrix.
h.) Outrigger- a beam, spar, or framework projecting from or over the side of a ship
or boat, a float or secondary hull fixed parallel to a canoe or other boat to stabilize
it
i.) Re-engineering- the process of changing and improving the design of a product or
system.
8
Chapter 2
2.1 Introduction
studies that shows improvement, innovation and development of the existing Banca. The
Researchers gathered some review of related literature of the study that could strengthen
In this section, the need of improvising the existing banca due to the recorded loss
from the past banca accident. Other researchers mention the need to find new materials
that could double the strength and durability of the banca. The researcher with the other
researchers coordinated with one mission and vision to produce a proposal that could
MANILA, Philippines – Boats connect islands, spread culture, and allow people to
harvest the sea’s bounty. A boat for a fisherman is what a carabao is for a farmer – a beast
of burden, a source of income, a ride home – and so has it been for thousands of years. As
the world’s second largest archipelago with 36,289 kilometers of coastline, the Philippines
is home to sons and daughters of the sea whose lives are inextricably linked to the water.
9
Among the indigenous watercraft our Filipino mariners have used to ply seas, no
canoe. “It is a perfect design, honed through thousands of years of trial and error,” said
country’s labor force. Fish consumption in the Philippines is also high at 28.5 kilograms
per capita yearly. Fish comprise about half of Filipinos’ protein diet.
November 8, 2013, destroyed some 30,000 bancas – depriving some 146,700 small-scale
With more than 40% of our small-scale fishers living below the poverty line, it is
capacity.
strength and fury will be the new normal. More storms will come. More boats will be
damaged.
In the storm’s aftermath in November 3-11, 2013, the World Wide Fund for Nature
(WWF-Philippines) created the blueprint for Bancas for the Philippines to restore food
security among local fisherfolk and establish resilience in coastal communities that stand
10
To veer away from band-aid solutions and dole-outs, the program teaches
fishermen who lost their boats how to build their own fiberglass bancas and replicate boat
Since its launch in February 2014, Bancas for the Philippines has completed the
training of local fishermen and boat builders from at least 8 population nodes in Leyte and
The fishermen and boat-builders, who received training for a week, can then
transfer their knowledge and skills to fellow mariners in their coastal communities. Key
resources like boat moulds, tools, and training modules are provided to sustain the building
that small-scale fishermen will be among the hardest-hit sectors. “Just looking at the swath,
“Fiberglass boats are faster, cheaper, and easier to make,” explained Binamira, who
designed the Bancas for the Philippines standard boat model, which is 15 feet long and 14
inches wide, weighing approximately 30 kilograms. Easily lifted by one to two fishers, the
fiberglass banca can swiftly be hauled inland for safekeeping whenever a super typhoon
While aware of the challenges of helping fishermen get back on their feet, Binamira
11
climate-smart alternative to build bancas for artisanal fisherfolk. “Fiberglass is now widely
available, relatively cheap, and easy to build boats from,” Binamira adds.
Fiberglass has been used as a boatbuilding material in North America since the late
1940s. In the Philippines, fiberglass has been available for over 50 years. Because they are
watertight, fibreglass boats prevent leaks and reduce maintenance. Unlike their wooden
counterparts, fiber-reinforced plastic (FRP) hulls are one continuous piece, preventing
When laid up in the sun, fiberglass boats do not shrink. In contrast, wooden hulls
shrink or swell when brought out of the water and laid up. Because fiberglass is non-
organic, the boats become rot-proof and resistant to shipworms and other marine borers.
Provided that they are cared for properly, fiberglass boats last longer than wooden bancas.
Binamira estimates that the boat’s fiberglass hull is at least thrice more puncture-resistant
Onsite training
Amador Linde is among the Leyte-based fishermen who joined Pedrero at an onsite
training session on fiberglass boat-making last May. He shares that a sturdier banca made
“After the storm, I immediately looked for scrap plywood to make my own boat
and get back in the water. But I know that this is only a temporary solution. I will need a
stronger banca so I can be assured that I can feed my family every day.”
12
He adds that a fiberglass banca will afford him food and livelihood security. “I have
been fishing in the waters of Palo with my father since I was 9. I belong to the sea. Working
The boats of the future, fiberglass bancas allow for simpler and more efficient
construction through open-access technology. One mold can be used to make at least 20
banca hulls. The trainees will also learn how to make new moulds to sustain fibreglassboat-
For these reasons, Bancas for the Philippines offers a platform to make a climate-
smart technology – mass-based. In turn, more fishermen boost their resilience, self-
More importantly, fibreglass boats also help protect fragile forest and marine
ecosystems.
The Philippines loses about 157,000 hectares of forest cover each year. To rebuild
the 30,000 boats lost to Haiyan from wood threatens to upscale deforestation. A fiberglass
banca will curb the country’s dependence on wood as a major boatbuilding component.
helps reduce pressure on our dwindling fishing stocks by promoting artisanal and small-
scale fishing.
13
“Our goal is to meld the old with the new – modernizing the way we build a boat
whose design was already refined by generations of fishers,” concluded Binamira. “Bancas
for the Philippines empowers our coastal communities to weather the storms of the future.”
Aside from the annual 60-minute switch-off, there will also be a crowd-funding
MANILA, Philippines – This year's Earth Hour Philippines will help Filipino
fishermen affected by Typhoon Yolanda (Haiyan) get back to sea in brand new fiberglass
boats.
The annual 60-minute switch-off of lights and appliances will take place as usual
on March 29 from 8:30 pm to 9:30 pm, but this time, organizer World Wide Fund for
Nature has added a new crowd-funding platform for environmental causes called Earth
Hour Blue.
One of the featured causes is a project that aims to provide 60 fiberglass boats to
fishermen in Eastern Visayas and Northern Palawan by mid-April. The initiative will cost
Yolanda, which hit the Philippines on Nov 8, 2013, destroyed at least 30,000
according to WWF-Philippines.
14
With the support of donors, the project hopes to provide boat molds, materials and
training to selected fishing communities who will then be able to build their own boats.
“By enhancing the traditional banca design and providing fisherfolk with the
resources to build new boats, we will minimize our growing dependence on local and
Compared to wooden boats, fiberglass boats are lighter, easier, faster and cheaper
to build and maintain – with repairs as simple as patching up cracks and holes with epoxy
or fiberglass. Unlike wood, fiberglass is completely watertight and does not expand when
wet.
It also takes less time to build a fiberglass boat since construction only involves the
use of a mold. Up to 20 boats can be made from a single mold. The mold can also be
modified by the fishermen based on designs that would suit them best.
The use of fiberglass will lessen the use of hardwood trees to make boats. It will
also lessen the likelihood of overfishing in the area because the boats are designed to be
less than 20 feet in length and will be propelled mainly by sails or paddles thereby
15
WWF-Philippines hopes the popularity of Earth Hour will translate into support for
“The Philippines has been one of the movement’s strongest supporters, having
topped town and city participation levels from 2009 to 2013. In light of Typhoon Yolanda,
it is now time for Earth Hour to work for us Filipinos," said Earth Hour Philippines Director
Gia Ibay.
for solutions to climate change. Today, it has become the largest global environmental
16
Traditional Filipino boat gets makeover
Manila: The banca — the hardy Philippine wooden boat known as an all-round
workhorse that provides a livelihood as well as transport for the coastal and river
In use since the ancient times, the all-wood boat’s basic design and structure have
change, the traditional boat is being reinvented using fibreglass, a synthetic material, to
Fibreglass has been used as a boatbuilding material since the late 1940s.
In the Philippines, the material has been available for over 50 years.
Watertight and relatively easier and less time-consuming to construct than wood,
When Typhoon Haiyan struck the Philippines on November 8, 2013, leaving a trail
of destruction, coastal communities in the Visayas and Palawan were among those who
bore much of the super storm’s wrath. Some 30,000 bancas were destroyed.
17
For fishermen like Benjamin Pedrero, from Tacloban City, the loss of his banca not
only meant the loss of property, but also his source of income.
Some 146,700 small-scale fishermen like him were affected by the disaster.
Now, with the help of the World Wildlife Fund (WWF), the fishermen are getting
aware of the challenges of helping fishermen to recover from their losses, also saw
“Fibreglass is now widely available, relatively cheap, and easy to build boats from,”
Binamira said.
“It is time to think and act beyond relief,” WWF-Philippines vice-chair and CEO
Jose Ma Lorenzo Tan said. “By enhancing the traditional banca design and providing
fisherfolk with the resources to build new boats, we will minimise our growing dependence
WWF-Philippines created the blueprint for Bancas for the Philippines to restore
food security among local fisherfolk and establish resilience in coastal communities that
the project, called “Bancas for the Philippines” has completed the training of local
fishermen and boat builders from at least eight population nodes in Leyte and Northern
18
The fishermen and boatbuilders, who received training for a week, can then transfer
their knowledge and skills to fellow mariners in their coastal communities. Key resources
like boat moulds, tools, and training modules are provided to sustain the building of
involved rebooting social software. This project is about building skills, creating
Experts said such approaches are critical for countries like the Philippines, which
are susceptible to the effects of climate change. They said the project embodies the “Build
everyday life was necessary for people to confront the challenges of climate change.
“Over the last three decades, the cost of natural disasters have quadrupled. From
$50 billion [Dh183 billion] in average per year in the 80s to $200 billion on average per
year in the last decade. But we can do something about it. We can build preparedness in
19
Chapter 3
METHODOLOGY
RESEARCH DESIGN
The applied research used the conclusive means to answer all research questions.
The study used reliable online portals (official web site of MARINA) in collecting the data.
A deductive approach will explore the known theory or phenomenon of this study and then
RESEARCH PHASE
This research will involve the variables and parameters of this study’s in re-
engineering the Philippine Banca. These include the proposed design, material use,
durability and stability compared to the existing Banca nowadays. Moreover, the complete
Manta 419E plan will also be made in so far as the purpose of this study stated see
Appendices.
c) Evaluation of the proposed design which include the CAD plans and
stability requirements.
20
RESEARCH COVERED AREAS
The researchers sought to study an area where a dense number of Bancas are
situated. The Olango Island Group is a group of islands found in the Central Visayas region
of the Philippines and is a part of Cebu Province. It comprises Olango island and 6 satellite
islets namely: Sulpa, Gilutongan, Nalusuan, Caohagan, Pangan-an, and Camungi. Olango
Island and its neighboring islets has a total land area of approximately 1,030 ha (2,500
acres). The island group is divided under the jurisdiction of the city of Lapu-Lapu and
the municipality of Cordova. It lies 5 km (3.1 mi) east of Mactan Island and is a major
tourist destination in Cebu. Thus, the island is an epitome of an area where a number of
21
CONCEPTUAL FRAMEWORK
DATA
GATHERING
ANALYSIS OF
DATA
PROPOSED
POSSIBLE
SOLUTION
THEORETICAL SOFTWARE
DESIGN
CALCULATION DESIGN
COST ANALYSIS
22
DATA GATHERING
The researchers carried out the data gathering during schooldays, weekends,
and holidays. The primary data was collected from the online portals government agencies
associated with the regulations and operations of Bancas such as MARINA. The data
collected includes the number of Banca tragedies and its type of accident/incident based
on the statistical reports tabulated by MARINA for the past six years (2011-2016).
Furthermore, the researchers collected the secondary data through a descriptive way of
“Olango” in Lapu-Lapu City, Cebu to further strengthen the primary data. In that way, the
researchers would affirm whether the data provided on the online portals conform to the
actual setting.
DATA ANALYSIS
Data analysis will be performed through the figures, tables, bar graphs and
other dataaccumulated from the government agencies and the researcher’s actual
observation. Data analyzed will be the basis for possible solution. This will be carried out
to the office of government agency for review and approval. The request proposal for
MARINA.
23
Primary Data:
(YEAR 2011-2016)
TYPE OF
2011 2012 2013 2014 2015 2016
ACCIDENT
Aground 31 35 46 36 35 37
Sunk 3 12 5 7 5 1
Collision 7 1 3 9 4 4
Caught Fire 2 0 4 2 6 12
Capsized 1 0 8 3 7 3
Missing 1 0 0 0 1 1
Drifted/Engine
46 59 69 33 31 74
Trouble
Flooding 2 2 0 1 0 0
Rammed 2 9 8 7 6 23
Others 14 13 16 5 15 5
accidents succeeded by the year 2013 when the ravage of typhoon Yolanda was felt. It
could be implied that the number of accidents per year has shown no significant change or
24
Secondary Data
The researchers conducted an interview to the owner, operator, and even the boat-
builder of the Banca through descriptive questionnaires on the Island of Olango in Lapu-
Lapu City where a significant number of Banca operations are observed. The interview
included the specifications of the vessel such as particulars, cost, age, engine, maintenance,
speed, capacity including the advantages and disadvantages of the Banca. Furthermore, the
interviewees also discussed the common problems encountered by the Banca and how they
The results of these data are being interpreted and one of the basis in having
Rough Estimation Cost of Banca per package: 1.1 Million Pesos (the package includes
25
Summary:
Edilberto &
Owner: Roque Wagwag
PablitoOmpad
26
Edilberto &
Owner: Roque Wagwag
PablitoOmpad
engine ( each
overhaul cost
a.) The hull is easily
15,000 and last for
worned out because
2 days )
of the plywood.
of nylon ( use to
hold outrigger)
27
a.) Modernized design a.) Modernized design
Epoxy varied
Fiberglass varied
Table 5 . List of the common materials with the corresponding quantity in building the
Banca.
the notable disadvantage of the existing Philippine Banca is the materials used in the hull
construction. Since the plywood, the main material used in the shell plating is not
watertight. Consequently, it must be checked regularly as water could easily seep in which
28
PROPOSED POSSIBLE SOLUTION
Based on the data accumulated, the researchers ought to innovate and improve the
performance and design of the current structure of the Philippine Banca to address such
accidents/incidents. Re-engineering the Philippine Banca with its improved hydrostatic and
hydrodynamic properties, will upgrade the performance of the vessel as the design would
primarily focus on improving its stability and performance. Furthermore, such vessel
would be reinforced with fiberglass as the main material to lengthen its lifespan thereby
improving its efficiency and durability. Because fiberglass are watertight, it prevent leaks
and reduces maintenance. Unlike the current Banca, fiber-reinforced plastic (FRP) hulls
29
DESIGN
With the aid of Computer Aided Design (CAD) Software such as Rhinoceros and
AutoCAD Software, the researchers modified the design of the traditional Philippine
Banca by improving the ship geometry and strength, performance, hydrostatic properties
and stability requirements. Furthermore, a stability booklet was also calculated by the
researchers which include the hydrostatic calculations, Bonjean Curves, Cross Curves, etc.
The vessel’s scantlings and section modulus are based on the book, The Elements of Boat
Strength Scantling Systems by Dave Gerr, CEng FRINA. Meanwhile, a rough estimation
for the cost analysis would be done as prices of equipment and machineries are subjected
to change.
30
Figure 4. Prototype of the Re-engineered Philippine Banca (left side and rear view)
Figure 5. Prototype of the Re-engineered Philippine Banca (right side and front view)
31
Chapter 4
In this chapter, the findings of the study will be based on the primary and secondary
data collected by the researchers. The primary data which were gathered from online
portals were made sure to be reliable and comprehensive. The researchers used these to
show the causes of motor vessel accidents in the maritime setting which could be linked to
poor performance, stability requirements, and hydrostatic properties and there has been a
On the other hand, the secondary data which was gathered through a descriptive
interview conducted by the researchers. These was done in order to support the primary
data and to gather information based on the actual setting. In this way, the researchers
The findings of the primary and secondary data would be discussed in this chapter.
The sources of data presentation and discussions are information gathered from the data
collected in the third chapter of this book. Furthermore, implications of the data gathered
32
4.1 Results and discussions of Primary and Secondary Data
Primary Data
maritime accidents/incident for the past six years, the year 2016 and 2013 tallied the highest
values with 160 and 159 accidents respectively. The year 2013 could be associated with
the ravage of typhoon Yolanda where a significant number of casualties were recorded
while the year 2016 was recorded to have 6 super typhoons to hit the country with a peak
that ranges from 200-215 km/hr which could be linked to the reason why the year 2016 has
33
DRIFTED/ENGINE TROUBLE (2011-2016)
80 74
69
70
59
60
50 46
40
33 31
30
20
10
0
2011 2012 2013 2014 2015 2016
Figure 7. Number of Motor Vessels Involved in Drifted/Engine Trouble Incident for the past 6 years
AGROUND (2011-2016)
50 46
45
40 36 37
35 35
35 31
30
25
20
15
10
5
0
2011 2012 2013 2014 2015 2016
Figure 8. Number of Motor Vessels Involved in Aground Incident for the past 6 years
34
OTHERS (2011-2016)
18
16
16 15
14
14 13
12
10
8
6 5 5
4
2
0
2011 2012 2013 2014 2015 2016
Figure 9. Number of Motor Vessels Involved in Other Incidents for the past 6 years
RAMMED (2011-2016)
25 23
20
15
9
10 8
7
6
5
2
0
2011 2012 2013 2014 2015 2016
Figure 10. Number of Motor Vessels Involved in Rammed Incident for the past 6 years
35
SUNK (2011-2016)
14
12
12
10
8 7
6 5 5
4 3
2 1
0
2011 2012 2013 2014 2015 2016
Figure 11. Number of Motor Vessels Involved in Sunk Incident for the past 6 years
The researchers picked out the five types of accidents with the highest values
which show significant number of accidents for the past six years. Based on the data
Rammed, etc., who tallied or accumulated the highest values could be associated with
For the past six years, there has not been a significant change or drop in the number of
accidents recorded. In fact, the year 2016 has been recorded to have the most number of
accidents for the past six years in the maritime industry. Thus, the need to design a
contemporary vessel which will address such problems is gained of great importance.
36
Secondary Data:
Based on the data gathered by the researchers on the interview, it has been found
out that in order to lessen the cost of the vessel, the engines of the banca are not of the
marine type but of engines from motor vehicles which ranges only from one hundred
thousand to three hundred thousand pesos. This could be linked as to why drifted/engine
the main disadvantage of using these engines is that it would regularly undergo repair
In terms of materials used in the construction, it has also been found out that one
of the notable disadvantages of the hull of the banca is that it is easily worned out
because the main material used in the construction is wood wherein water could easily
seep in. the outrigger, which is mainly resourced from bamboo tree, could easily break as
it is subjected to violent waves. In addition, the coating of the hull must be monitored
regularly for maintenance and the thread used to hold the outrigger must be regularly
changed.
The researchers also gathered recommendations from the operators of the banca
as they have been involved with the daily operations. These operators have suggested to
modify the design of the hull especially the forward part and to improve the stability of
the vessel.
37
4.2 Design Specifications
The researchers designed a modified traditional Banca named MANTA 419E, a re-
stability requirements and structural geometry and strength. The researchers came up with
However, the researchers include only the most essential designs in making the
MANTA 419E, a re-engineered Philippine Banca and limits these following plans listed
below that will be further shown in the Appendices. The types of plans are as follows.
38
h. Emergency Escape Plan (Appendix K)
In line with the researchers’ objective to provide a stable and sea-worthy vessel that
would adapt changing weather conditions, the safety and comfort of the passengers was
primarily considered so the researchers ought to include the stability information of the
vessel.
This data provides the summary of values plotted on the hydrostatic curve
shown in Appendix B. This table shows the displacement, center of flotation, center
of buoyancy, KB, TPC, MCTC, KM and the coefficients at the assigned draft.
These values are used to quickly assess the drafts and certain conditions of the
initial stability of the vessel. The lightship of this vessel dealt with three conditions
39
Data Units WL 2 WL4 WL6
Molded Volume m3 6.4640 20.7804 52.3141
Displacement Sea Water (tonnes) 6.6256 21.2999 53.6219
Displacement Fresh Water (tonnes) 6.4640 20.7804 52.3141
KB meter 0.4447 0.9291 1.3669
LCB meter -2.6254 -1.0975 -1.0471
Area of biggest section at WL m2 0.6479 1.3950 2.7017
Calculation (F) of biggest section meter 0.0000 0.6479 2.0429
Total Area of biggest section (Am) m2 0.6479 2.0429 4.7446
Waterplane Area at WL m2 10.1389 37.6279 41.7328
TPC t/cm 0.1039 0.3857 0.4278
40
Data Units WL 8 WL 10
Molded Volume m3 89.764004 146.058132
Displacement Sea Water (tonnes) 92.0081041 149.7095853
Displacement Fresh Water (tonnes) 89.764004 146.058132
KB meter 1.798744814 2.224956328
LCB meter -0.968459079 -0.520813824
Area of biggest section at WL m2 3.402106667 4.516746667
Calculation (F) of biggest section meter 4.744613333 8.14672
Total Area of biggest section (Am) m2 8.14672 12.66346667
Waterplane Area at WL m2 58.39229 76.50643
TPC t/cm 0.598520973 0.784190908
Cb 0.250195119 0.325680942
Cp 0.66778319 0.699019331
Cm 0.374665195 0.465911209
Cw 0.520813343 0.682377238
41
4.3.2 Bonjean Curve
This data provides the summary of values plotted on the Bonjean curve
shown in Appendix C. Bonjean values are the transverse areas immersed below the
waterline in every section of the hull. It is plotted on a graph of the value of the area
against the draft. Since the shape of the hull is a not a regular curve, the method of
Station AP S1 S2 S3 S4 S5
/Waterline
42
Station S6 S7 S8 S9 FP
/Waterline
1 177.4866667 161.4333333 0 0 0
2 404.4533333 340.9866667 0 0 0
43
4.3.3Cross Curves of Stability
This is the summary of values plotted on the KN curve shown in Appendix D. The
KN cross curve plan shows the usual plot values of a righting lever against the displacement
15o 30o
WATERLIN DISPLACEMEN KN DISPLACEMEN KN
E T (tonnes) (meters) T (tonnes) (meters)
3.18159550 3.16949450
1 5.4742997 8.764558036
3 8
3.20949859 3.10229565
2 7.026845285 11.17459514
2 6
2.04819757 2.53286336
3 12.16760104 20.15208623
1 1
1.16122183 2.13523219
4 26.00234359 35.29973375
5 4
1.84416609
5 43.54516842 0.87631709 56.30818932
3
0.83263926 1.72435851
6 61.8388098 79.53329136
9 9
0.86978480 1.68361378
7 81.62266784 101.6558259
5 1
0.92725193 1.61158481
8 105.2100481 118.9240988
7 3
0.89479328 1.54307860
9 128.7568789 132.3735248
3 9
0.77948518 1.42024649
10 145.8242681 144.4158535
2 6
Table 9. Cross Curve Data
44
45o 60o
DISPLACEMENT KN DISPLACEMENT KN
WATERLINE
(tonnes) (meters) (tonnes) (meters)
1 15.07879719 3.150659327 33.19945394 3.071248445
2 24.88593738 2.948258201 50.38227379 2.885546426
3 40.70769576 2.703554637 70.89868897 2.691270662
4 60.40901889 2.514253964 90.56138551 2.662912276
5 82.07938844 2.409119464 106.4135576 2.613880964
6 100.5290925 2.31828989 117.2334885 2.60240369
7 115.9581485 2.195551795 124.2428351 2.582682442
8 127.3097503 2.102214689 123.515318 2.466876125
9 136.8239089 2.012275999 144.7257644 2.358111496
10 147.0840302 1.928692026 151.622632 2.317489765
Table 9. Cross Curve Data (continued)
75o 90o
DISPLACEMENT KN DISPLACEMENT KN
WATERLINE
(tonnes) (meters) (tonnes) (meters)
1 63.52703656 2.853581072 95.27978528 2.647340172
2 82.72481376 2.781468245 111.7266525 2.650520333
3 100.4514986 2.734553403 124.4351479 2.667425329
4 114.9441879 2.714308101 127.5678738 2.692759357
5 123.3257537 2.729943499 131.8203977 2.720593781
6 126.6613781 2.744239023 137.0417018 2.744184369
7 131.5508162 2.752588195 143.3667349 2.755552914
8 142.1894256 2.663494864 152.173823 2.681900076
9 152.9730196 2.578447851 153.9745498 2.660025179
10 153.974553 2.578696028 153.9745535 2.660025205
45
4.3.4 Scantlings
These are the summary of the interpolated values of standard lengths and
j.) Topsides And Deck Longitudinals Tabbing Run Out: Used: 4 inches
k.) Topsides And Longitudinals Spacing (Not More Than): Used: 32 inches
46
4.4 Cost Analysis
COST ESTIMATE
47
SWBS 500 Auxiallary Machinery and System
ITEM BRAND PRICE
QUANTITY NAME MANUFACTURER $ P
1 2 Pumps 375 37500
2 2 Fire Extinguishing Systems 100 10000
3 4 Deck Drains 50 10000
SUBTOTAL 57500
48
INFLOW:
OUTFLOW:
49
Terminal fee: Php 5,000/month
NET PROFIT:
2,890,800)
2,456,788 – 5,424,:88
ROI = Php ( ) * 100
5,424,888
ROI = 49.89 %
50
Chapter 5
5.1 Conclusion
Philippine banca is outdated. The aim of this study was to explore the range and nature of
influences on safety of Banca. The researchers have come up to an idea that shows
modernization of the banca and have concluded that this project study will enhance and
give more benefits than the existing banca. To support this statement, this project study
deals with the strength, durability and the efficiency of the design. The design shows a
way better than the existing banca, a design that follows a standard and basing it in class
rules. The researchers also found violation of the builders of the banca of not basing their
design of what is issued in Marina. The current design for the existing banca is being
compared by this project proposal. In relation to the design this will again lead to a better
performance. Researchers also introduce and applied materials that are proven to be
durable, with this it would lead to a longer lifespan than the existing banca.
The main purpose of this study is to enhance the existing banca of this generation.
From its design, stability, and down to its performance. This project study shows that in
modern world, the banca that is operating right now is outdated and with the help of this
MANTA 419E Philippines can say that re-engineering would lead to a better
performance, longer lifespan and a more stable banca. The researchers could say that the
price issued for this banca would be feasible for the client as it assures the best
51
performance it could offer and can assure that it will stay longer and can return the
Lastly, this project study will be the key in unlocking the Philippines from being
incompetent to standard rules and the quality of fishing vessel. This will show and
provide an efficient result regarding stability and durability in a longer period of time.
This project study will be the way to show new modern picture and a better banca.
5.2 Recommendation
In the light of the above, the researcher wishes to make some recommendations,
which, if taken into consideration, might bring some positive changes to the current
approach. Towards the future researchers who are interested in developing and further
1. It is highly recommended to consider class rule in putting any improvement with the
design.
2. With regards to engine it is better to provide this project study a heavy duty marine
brand of propulsion (do not use Car Engine like existing banca does).
3. In line to the main purpose of banca which aim to earn profit, this project study must
The main purpose of the researcher is to give efficient ideas that will help future
researchers to keep in line with the vision and mission of the project
52
APPENDICES
53
PARTICULARS
APPENDIX B : HYDROSTATIC CURVE LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
CB CM CPv CW CP KMt LCF LCB DISPLACEMENT FW DISPLACEMENT SW
KB
4
3.6
3.2
2.8
2.4
1.6
1.2
.8
TPC MCTC BMt BML KML
.4
KMt 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 TM/CM
BMT 0.4 0.8 1.2 1.6 2.0 2.4 2.8 3.2 3.6 4.0 4.4 METERS
MCTC 0 0.2 0.4 0.6 0.8 METERS
TPC ( SW ) 0 0.2 0.4 0.6 0.8 1.0 TONNES
BML , KML 0 5 10 15 20 25 30 METERS
LCF , LCB AFT ( - )
-3.0 -2.7 -2.4 -2.1 -1.8 -1.5 -1.2 -0.9 -0.6 -0.3 0 0.3 0.6 0.9 1.2 1.5 1.8 2.1 2.4 2.7 3.0
FWD ( + )
METERS
MANTA 419E
CONTENT :
HYDROSTATIC CURVE
HYDROSTATIC CALCULATIONS
WATERLINE 2
TABLE A-1
WATERLINES
0 1 2
STATIONS SM SM S f (A) f (V) LEVER f (M)
1 4 1
H-ORD f(AREA) H-ORD f(AREA) H-ORD f(AREA)
0 0 0.4485 0.4485 0.025 0.025 1.819 -9.095
AP 1
0 1.794 0.025 1.819 -5
0.1952 0.7808 0.4281 1.7124 0.5221 2.0884 9.7188 -38.8752
STATION 1 4
0.1952 1.7124 0.5221 2.4297 -4
0.1952 0.3904 0.4044 0.8088 0.5215 1.043 4.6686 -14.0058
STATION 2 2
0.1952 1.6176 0.5215 2.3343 -3
0.1952 0.7808 0.3723 1.4892 0.4977 1.9908 8.7284 -17.4568
STATION 3 4
0.1952 1.4892 0.4977 2.1821 -2
0.1952 0.3904 0.3329 0.6658 0.4508 0.9016 3.9552 -3.9552
STATION 4 2
0.1952 1.3316 0.4508 1.9776 -1
0.1952 0.7808 0.2929 1.1716 0.392 1.568 7.0352 0
STATION 5 4
0.1952 1.1716 0.392 1.7588 0
0.1952 0.3904 0.2506 0.5012 0.319 0.638 3.0332 3.0332
STATION 6 2
0.1952 1.0024 0.319 1.5166 1
0.1952 0.7808 0.2107 0.8428 0.2406 0.9624 5.1144 10.2288
STATION 7 4
0.1952 0.8428 0.2406 1.2786 2
0 0 0 0 0 0 0 0
STATION 8 2
0 0 0 0 3
0 0 0 0 0 0 0 0
STATION 9 4
0 0 0 0 4
0 0 0 0 0 0 0 0
STATION FP 1
0 0 0 0 5
∑ƒ(A) ∑ƒ(A)
4.2944 4.2944
7.6403 7.6403
9.2172 9.2172 ∑ƒ(V)h 44.0728 ∑ƒ(V)h
∑ƒ(M)A 44.0728
-83.388 ∑ƒ(M)A -83.388
SM SM 1 41 14 1 ∑ƒ(V)s 44.0728 ∑ƒ(V)s
∑ƒ(M)F 44.0728
13.262 ∑ƒ(M)F 13.262
ƒ(V) ƒ(V)
4.2944 4.2944
30.5612 30.5612
9.2172 9.2172 CFWD 0 CFWD
Net ∑ƒ(M) 0
-70.126 Net ∑ƒ(M) -70.126
Lever Lever 0 10 21 2 Meanƒ(V) 44.0728 Meanƒ(V) 44.0728
ƒ(M) ƒ(M) 0 0
30.5612 30.5612
18.4344 18.4344 CFWD 0 CFWD 0
∑f(M) ∑f(M) 48.9956 48.9956 LWL LWL
13.307 Total f(M) 13.307
-70.126 Total f(M) -70.126
CFWD CFWD 0 0 WL sp(s) 0.4 WLSP(h)
Sta. sp(s) 0.4
1.65 Sta. SP(h) 1.65
∑f(M)-WL2 ∑f(M)-WL2 48.9956 48.9956 dWL 0.8 dWL
BWL 0.8
6.795 BWL 6.795
TABLE B- 1
STATIONS SM H-Ord ƒ(A) Lever ƒ(M) Lever ƒ(I)L SM (H-Ord)^3 ƒ(I)T
STATION AP 1 0.025 0.025 -5 -0.125 -5 0.625 1 1.56E-05 1.56E-05
STATION 1 4 0.5221 2.0884 -4 -8.3536 -4 33.4144 4 0.142318 0.569274
STATION 2 2 0.5215 1.043 -3 -3.129 -3 9.387 2 0.141828 0.283657
STATION 3 4 0.4977 1.9908 -2 -3.9816 -2 7.9632 4 0.123283 0.493132
STATION 4 2 0.4508 0.9016 -1 -0.9016 -1 0.9016 2 0.091612 0.183224
STATION 5 4 0.392 1.568 0 0 0 0 4 0.060236 0.240945
STATION 6 2 0.319 0.638 1 0.638 1 0.638 2 0.032462 0.064924
STATION 7 4 0.2406 0.9624 2 1.9248 2 3.8496 4 0.013928 0.055712
STATION 8 2 0 0 3 0 3 0 2 0 0
STATION 9 4 0 0 4 0 4 0 4 0 0
STATION FP 1 0 0 5 0 5 0 1 0 0
∑ƒ(A) 9.2172
56
∑ƒ(M)A -16.4908Total ∑ƒ(I)L 56.7788 Total ∑ƒ(I)T1.890882
∑ƒ(M)F 2.5628
Net ∑ƒ(M) -13.928
TABLE C-1
1 Molded Volume(m^3) 6.464010667
2 Displacement (tonnes)sw 6.625610933
3 Displacement (tonnes)fw 6.464010667
4 KB 0.444678804
5 LCB -2.625381187
6 Area of biggest section at WL2 0.64792
7 Calculation (F) of biggest section 0
8 Total Area of biggest section (Am) 0.64792
9 Waterplane Area at WL2 10.13892
10 TPC(sw) 0.10392393
11 CB 0.089359856
12 CP 0.74972246
13 CPv 0.796930377
14 CM 0.119190581
15 CW 0.112130066
16 Awp 10.13892
17 LCF -2.493295144
18 IĽ 170.0383113
19 Transfer formula correction factor 3.922399326
20 IL 166.115912
21 BML 25.69858259
22 KML 26.14326139
23 MCT (1cm) 0.127954317
24 IT 24.9516477
25 BMT 3.860087644
26 KMT 4.304766448
57
WATERLINE 4
TABLE A-2
WATERLINES
2 3 4
STATIONS SM SM S f (A) f (V) LEVER f (M)
1 4 1
H-ORD f(AREA) H-ORD f(AREA) H-ORD f(AREA)
0.025 0.025 0.9871 0.9871 1.0687 1.0687 5.0421 -25.2105
AP 1
0.025 3.9484 1.0687 5.0421 -5
0.5221 2.0884 0 0 1.161 4.644 6.7324 -26.9296
4
STATION 1 0.5221 0 1.161 1.6831 -4
0.5215 1.043 0.459 0.918 1.1463 2.2926 7.0076 -21.0228
2
STATION 2 0.5215 1.836 1.1463 3.5038 -3
0.4977 1.9908 0.5223 2.0892 1.5293 6.1172 16.4648 -32.9296
4
STATION 3 0.4977 2.0892 1.5293 4.1162 -2
0.4508 0.9016 0.5024 1.0048 1.631 3.262 8.1828 -8.1828
2
STATION 4 0.4508 2.0096 1.631 4.0914 -1
0.392 1.568 0.4455 1.782 1.608 6.432 15.128 0
4
STATION 5 0.392 1.782 1.608 3.782 0
0.319 0.638 0.36 0.72 1.4137 2.8274 6.3454 6.3454
2
STATION 6 0.319 1.44 1.4137 3.1727 1
0.2406 0.9624 0.9724 3.8896 1.101 4.404 20.9248 41.8496
4
STATION 7 0.2406 3.8896 1.101 5.2312 2
0 0 0.5059 1.0118 0.6287 1.2574 5.3046 15.9138
2
STATION 8 0 2.0236 0.6287 2.6523 3
0 0 0.2861 1.1444 0.4423 1.7692 6.3468 25.3872
4
STATION 9 0 1.1444 0.4423 1.5867 4
0 0 0 0 0.1327 0.1327 0.1327 0.6635
1
STATION FP 0 0 0.1327 0.1327 5
TABLE B- 2
STATIONS SM H-Ord ƒ(A) Lever ƒ(M) Lever ƒ(I)L SM (H-Ord)^3 ƒ(I)T
STATION AP 1 1.0687 1.0687 -5 -5.3435 -5 26.7175 1 1.220583 1.220583
STATION 1 4 1.161 4.644 -4 -18.576 -4 74.304 4 1.564936 6.259745
STATION 2 2 1.1463 2.2926 -3 -6.8778 -3 20.6334 2 1.506242 3.012485
STATION 3 4 1.5293 6.1172 -2 -12.2344 -2 24.4688 4 3.576663 14.30665
STATION 4 2 1.631 3.262 -1 -3.262 -1 3.262 2 4.338723 8.677445
STATION 5 4 1.608 6.432 0 0 0 0 4 4.157748 16.63099
STATION 6 2 1.4137 2.8274 1 2.8274 1 2.8274 2 2.825347 5.650694
STATION 7 4 1.101 4.404 2 8.808 2 17.616 4 1.334633 5.338533
STATION 8 2 0.6287 1.2574 3 3.7722 3 11.3166 2 0.248502 0.497005
STATION 9 4 0.4423 1.7692 4 7.0768 4 28.3072 4 0.086527 0.346107
STATION FP 1 0.1327 0.1327 5 0.6635 5 3.3175 1 0.002337 0.002337
58
TABLE C- 2
1 Molded Volume(m^3) 20.78043733
2 Displacement (tonnes)sw 21.29994827
3 Displacement (tonnes)fw 20.78043733
4 KB 0.929127665
5 LCB -1.097499308
6 Area of biggest section at WL4 1.394986667
7 Calculation (F) of midship section 0.64792
8 Total Area of midship section (Am) 2.042906667
9 Waterplane Area at WL2 37.62792
10 TPC(sw) 0.38568618
11 CB 0.115840733
12 CP 0.616484573
13 CPv 0.345163202
14 CM 0.187905323
15 CW 0.335611479
16 Awp 37.62792
17 LCF -1.116448292
18 IĽ 637.1941554
19 Transfer formula correction factor 36.38146321
20 IL 600.8126922
21 BML 28.91241809
22 KML 29.84154575
23 MCT (1cm) 0.373232127
24 IT 45.59447663
25 BMT 2.19410573
26 KMT 3.123233395
59
WATERLINE 6
TABLE A-3
WATERLINES
4 5 6
STATIONS SM SM S f (A) f (V) LEVER f (M)
1 4 1
H-ORD f(AREA) H-ORD f(AREA) H-ORD f(AREA)
1.0687 1.0687 1.0824 1.0824 1.0824 1.0824 6.4807 -32.4035
AP 1
1.0687 4.3296 1.0824 6.4807 -5
1.161 4.644 1.1785 4.714 1.1813 4.7252 28.2252 -112.901
STATION 1 4
1.161 4.714 1.1813 7.0563 -4
1.1463 2.2926 1.1719 2.3438 1.1798 2.3596 14.0274 -42.0822
STATION 2 2
1.1463 4.6876 1.1798 7.0137 -3
1.5293 6.1172 1.5824 6.3296 1.736 6.944 38.3796 -76.7592
STATION 3 4
1.5293 6.3296 1.736 9.5949 -2
1.631 3.262 1.6669 3.3338 1.8328 3.6656 20.2628 -20.2628
STATION 4 2
1.631 6.6676 1.8328 10.1314 -1
1.608 6.432 1.6654 6.6616 1.8377 7.3508 40.4292 0
STATION 5 4
1.608 6.6616 1.8377 10.1073 0
1.4137 2.8274 1.4816 2.9632 1.6159 3.2318 17.912 17.912
STATION 6 2
1.4137 5.9264 1.6159 8.956 1
1.101 4.404 1.1645 4.658 1.2152 4.8608 27.8968 55.7936
STATION 7 4
1.101 4.658 1.2152 6.9742 2
0.6287 1.2574 0.6758 1.3516 0.7683 1.5366 8.2004 24.6012
STATION 8 2
0.6287 2.7032 0.7683 4.1002 3
0.4423 1.7692 0.5136 2.0544 0.4911 1.9644 11.9512 47.8048
STATION 9 4
0.4423 2.0544 0.4911 2.9878 4
0.1327 0.1327 0.2216 0.2216 0.2177 0.2177 1.2368 6.184
STATION FP 1
0.1327 0.8864 0.2177 1.2368 5
TABLE B- 3
STATIONS SM H-Ord ƒ(A) Lever ƒ(M) Lever ƒ(I)L SM (H-Ord)^3 ƒ(I)T
STATION AP 1 1.0824 1.0824 -5 -5.412 -5 27.06 1 1.268129 1.268129
STATION 1 4 1.1813 4.7252 -4 -18.9008 -4 75.6032 4 1.648468 6.593873
STATION 2 2 1.1798 2.3596 -3 -7.0788 -3 21.2364 2 1.642197 3.284393
STATION 3 4 1.736 6.944 -2 -13.888 -2 27.776 4 5.231776 20.92711
STATION 4 2 1.8328 3.6656 -1 -3.6656 -1 3.6656 2 6.156661 12.31332
STATION 5 4 1.8377 7.3508 0 0 0 0 4 6.206173 24.82469
STATION 6 2 1.6159 3.2318 1 3.2318 1 3.2318 2 4.21933 8.438659
STATION 7 4 1.2152 4.8608 2 9.7216 2 19.4432 4 1.794499 7.177997
STATION 8 2 0.7683 1.5366 3 4.6098 3 13.8294 2 0.453516 0.907032
STATION 9 4 0.4911 1.9644 4 7.8576 4 31.4304 4 0.118443 0.473772
STATION FP 1 0.2177 0.2177 5 1.0885 5 5.4425 1 0.010318 0.010318
60
TABLE C- 3
1 Molded Volume(m^3) 52.31407867
2 Displacement (tonnes)sw 53.62193063
3 Displacement (tonnes)fw 52.31407867
4 KB 1.366857674
5 LCB -1.04709552
6 Area of midship section at WL6 2.701706667
7 Calculation (F) of midship section 2.042906667
8 Total Area of midship section (Am) 4.744613333
9 Waterplane Area at WL2 41.73279
10 TPC(sw) 0.427761098
11 CB 0.194416864
12 CP 0.668242067
13 CPv 0.522311899
14 CM 0.290937781
15 CW 0.372223694
16 Awp 41.73279
17 LCF -0.975759313
18 IĽ 684.9547279
19 Transfer formula correction factor 40.78068376
20 IL 644.1740441
21 BML 12.31358863
22 KML 13.6804463
23 MCT (1cm) 0.400168724
24 IT 48.86131416
25 BMT 0.933999325
26 KMT 2.300856999
61
WATERLINE 8
TABLE A-4
WATERLINES
6 7 8
STATIONS SM SM S f (A) f (V) LEVER f (M)
1 4 1
H-ORD f(AREA) H-ORD f(AREA) H-ORD f(AREA)
1.0824 1.0824 1.0824 1.0824 1.141 1.141 6.553 -32.765
AP 1
1.0824 4.3296 1.141 6.553 -5
1.1813 4.7252 1.1814 4.7256 1.24 4.96 28.5876 -114.35
STATION 1 4
1.1813 4.7256 1.24 7.1469 -4
1.1798 2.3596 1.1814 2.3628 1.5871 3.1742 14.985 -44.955
STATION 2 2
1.1798 4.7256 1.5871 7.4925 -3
1.736 6.944 1.907 7.628 2.2189 8.8756 46.3316 -92.6632
STATION 3 4
1.736 7.628 2.2189 11.5829 -2
1.8328 3.6656 2.1059 4.2118 2.5015 5.003 25.5158 -25.5158
STATION 4 2
1.8328 8.4236 2.5015 12.7579 -1
1.8377 7.3508 2.1053 8.4212 2.495 9.98 51.0156 0
STATION 5 4
1.8377 8.4212 2.495 12.7539 0
1.6159 3.2318 1.899 3.798 2.3996 4.7992 23.223 23.223
STATION 6 2
1.6159 7.596 2.3996 11.6115 1
1.2152 4.8608 1.4058 5.6232 2.0587 8.2348 35.5884 71.1768
STATION 7 4
1.2152 5.6232 2.0587 8.8971 2
0.7683 1.5366 0.9028 1.8056 1.5213 3.0426 11.8016 35.4048
STATION 8 2
0.7683 3.6112 1.5213 5.9008 3
0.4911 1.9644 0.3552 1.4208 0.8683 3.4732 11.1208 44.4832
STATION 9 4
0.4911 1.4208 0.8683 2.7802 4
0.2177 0.2177 0 0 0.4003 0.4003 0.618 3.09
STATION FP 1
0.2177 0 0.4003 0.618 5
TABLE B-4
STATIONS SM H-Ord ƒ(A) Lever ƒ(M) Lever ƒ(I)L SM (H-Ord)^3 ƒ(I)T
STATION AP 1 1.141 1.141 -5 -5.705 -5 28.525 1 1.48544622 1.485446
STATION 1 4 1.24 4.96 -4 -19.84 -4 79.36 4 1.906624 7.626496
STATION 2 2 1.5871 3.1742 -3 -9.5226 -3 28.5678 2 3.99772462 7.995449
STATION 3 4 2.2189 8.8756 -2 -17.7512 -2 35.5024 4 10.9247923 43.69917
STATION 4 2 2.5015 5.003 -1 -5.003 -1 5.003 2 15.6531419 31.30628
STATION 5 4 2.495 9.98 0 0 0 0 4 15.5314374 62.12575
STATION 6 2 2.3996 4.7992 1 4.7992 1 4.7992 2 13.8170892 27.63418
STATION 7 4 2.0587 8.2348 2 16.4696 2 32.9392 4 8.7252764 34.90111
STATION 8 2 1.5213 3.0426 3 9.1278 3 27.3834 2 3.52082627 7.041653
STATION 9 4 0.8683 3.4732 4 13.8928 4 55.5712 4 0.65465035 2.618601
STATION FP 1 0.4003 0.4003 5 2.0015 5 10.0075 1 0.06414411 0.064144
∑ƒ(A) 53.0839 ∑ƒ(M)A -57.8218 Total ∑ƒ(I)L 307.6587 Total ∑ƒ(I)T 226.4983
∑ƒ(M)F 46.2909
Net ∑ƒ(M) -11.5309
62
TABLE C-4
1 Molded Volume(m^3) 89.764004
2 Displacement (tonnes)sw 92.0081041
3 Displacement (tonnes)fw 89.764004
4 KB 1.798744814
5 LCB -0.968459079
6 Area of midship section at WL8 3.402106667
7 Calculation (F) of midship section 4.744613333
8 Total Area of midship section (Am) 8.14672
9 Waterplane Area at WL2 58.39229
10 TPC(sw) 0.598520973
11 CB 0.250195119
12 CP 0.66778319
13 CPv 0.480393066
14 CM 0.374665195
15 CW 0.520813343
16 Awp 58.39229
17 LCF -0.358413474
18 IĽ 921.3608918
19 Transfer formula correction factor 58.26382978
20 IL 863.097062
21 BML 9.615180068
22 KML 11.41392488
23 MCT (1cm) 0.536166357
24 IT 67.21539922
25 BMT 0.748801259
26 KMT 2.547546073
63
WATERLINE 10
TABLE A-5
WATERLINES
8 9 10
STATIONS SM SM S f (A) f (V) LEVER f (M)
1 4 1
H-ORD f(AREA) H-ORD f(AREA) H-ORD f(AREA)
1.141 1.141 1.141 1.141 1.141 1.141 6.846 -34.23
AP 1
1.141 4.564 1.141 6.846 -5
1.24 4.96 1.1419 4.5676 1.5094 6.0376 29.268 -117.072
STATION 1 4
1.24 4.5676 1.5094 7.317 -4
1.5871 3.1742 1.9501 3.9002 2.0423 4.0846 22.8596 -68.5788
STATION 2 2
1.5871 7.8004 2.0423 11.4298 -3
2.2189 8.8756 2.4626 9.8504 2.6115 10.446 58.7232 -117.446
STATION 3 4
2.2189 9.8504 2.6115 14.6808 -2
2.5015 5.003 2.8636 5.7272 2.9425 5.885 33.7968 -33.7968
STATION 4 2
2.5015 11.4544 2.9425 16.8984 -1
2.495 9.98 2.8729 11.4916 2.9512 11.8048 67.7512 0
STATION 5 4
2.495 11.4916 2.9512 16.9378 0
2.3996 4.7992 2.8322 5.6644 2.9159 5.8318 33.2886 33.2886
STATION 6 2
2.3996 11.3288 2.9159 16.6443 1
2.0587 8.2348 2.628 10.512 2.7324 10.9296 61.2124 122.4248
STATION 7 4
2.0587 10.512 2.7324 15.3031 2
1.5213 3.0426 2.2534 4.5068 2.3897 4.7794 25.8492 77.5476
STATION 8 2
1.5213 9.0136 2.3897 12.9246 3
0.8683 3.4732 1.7204 6.8816 1.8473 7.3892 38.3888 153.5552
STATION 9 4
0.8683 6.8816 1.8473 9.5972 4
0.4003 0.4003 1.0543 1.0543 1.2223 1.2223 5.8398 29.199
STATION FP 1
0.4003 4.2172 1.2223 5.8398 5
∑ƒ(A) ∑ƒ(A)
53.0839 65.2971
53.0839 69.5513
65.2971 69.5513 ∑ƒ(V)h 383.8236 ∑ƒ(M)A
∑ƒ(V)h 383.8236
-371.124 ∑ƒ(M)A -371.124
SM SM 1 41 14 1 ∑ƒ(V)s 383.8236 ∑ƒ(M)F
∑ƒ(V)s 416.0152
383.8236 ∑ƒ(M)F 416.0152
ƒ(V) ƒ(V)53.0839 261.1884
53.0839 261.1884
69.5513 69.5513 CFWD 612.0273 Net CFWD
∑ƒ(M) 612.0273
44.8912 Net ∑ƒ(M) 44.8912
Lever Lever 0 10 21 2 Meanƒ(V) 995.8509 Meanƒ(V) 995.8509
ƒ(M) ƒ(M) 0 261.1884
0 139.1026
261.1884 139.1026 CFWD -359.2263 CFWD -359.2263
∑f(M) ∑f(M) 400.291 400.291 LWL 16.5 Total
LWL f(M) -314.3351
16.5 Total f(M) -314.3351
CFWD CFWD 660.8168 660.8168 WL sp(s) 0.4 Sta.
WLSP(h)
sp(s) 1.65
0.4 Sta. SP(h) 1.65
∑f(M)-WL10 ∑f(M)-WL10 1061.1078 1061.1078 dWL 4 BWL
dWL 6.795
4 BWL 6.795
TABLE B-5
STATIONS SM H-Ord ƒ(A) Lever ƒ(M) Lever ƒ(I)L SM (H-Ord)^3 ƒ(I)T
STATION AP 1 1.141 1.141 -5 -5.705 -5 28.525 1 1.48544622 1.48544622
STATION 1 4 1.5094 6.0376 -4 -24.1504 -4 96.6016 4 3.43884845 13.7553938
STATION 2 2 2.0423 4.0846 -3 -12.2538 -3 36.7614 2 8.51841143 17.0368229
STATION 3 4 2.6115 10.446 -2 -20.892 -2 41.784 4 17.8102531 71.2410123
STATION 4 2 2.9425 5.885 -1 -5.885 -1 5.885 2 25.4770661 50.9541323
STATION 5 4 2.9512 11.8048 0 0 0 0 4 25.7037167 102.814867
STATION 6 2 2.9159 5.8318 1 5.8318 1 5.8318 2 24.7923605 49.5847209
STATION 7 4 2.7324 10.9296 2 21.8592 2 43.7184 4 20.4001251 81.6005003
STATION 8 2 2.3897 4.7794 3 14.3382 3 43.0146 2 13.6467788 27.2935575
STATION 9 4 1.8473 7.3892 4 29.5568 4 118.2272 4 6.30394319 25.2157728
STATION FP 1 1.2223 1.2223 5 6.1115 5 30.5575 1 1.82613733 1.82613733
∑ƒ(A) 69.5513 ∑ƒ(M)A -68.8862 Total ∑ƒ(I)L 450.9065 Total ∑ƒ(I)T 442.808363
∑ƒ(M)F 77.6975
Net ∑ƒ(M) 8.8113
64
TABLE C-5
1 Molded Volume(m^3) 146.058132
2 Displacement (tonnes)sw 149.7095853
3 Displacement (tonnes)fw 146.058132
4 KB 2.224956328
5 LCB -0.520813824
6 Area of midship section at WL2 4.516746667
7 Calculation (F) of midship section 8.14672
8 Total Area of midship section (Am) 12.66346667
9 Waterplane Area at WL2 76.50643
10 TPC(sw) 0.784190908
11 CB 0.325680942
12 CP 0.699019331
13 CPv 0.477274041
14 CM 0.465911209
15 CW 0.682377238
16 Awp 76.50643
17 LCF 0.209034842
18 IĽ 1350.352241
19 Transfer formula correction factor 76.46273443
20 IL 1273.889506
21 BML 8.721797883
22 KML 10.94675421
23 MCT (1cm) 0.791355602
24 IT 87.1852385
25 BMT 0.596921495
26 KMT 2.821877823
65
PARTICULARS
APPENDIX C : BONJEAN CURVE LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
WL 9.
STA. 6
WL 8.
W WL 7.
A
WL
T 6.
E WL 5.
R
L WL 4.
I
N WL 3.
E
WL 2.
WL 1.
500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 9000 9500 10000 10500 11000 11500 12000 12500 13000 13500 14000 14500 15000 15500 16000
AREA’S
MANTA 419E
CONTENT :
BONJEAN CURVE
PARTICULARS
APPENDIX D : CROSS CURVE LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
3
KN (METERS)
90
75
60
2
45
30
1
15
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
DISPLACEMENT (TONNES)
MANTA 419E
CONTENT :
CROSS CURVE
CROSS CURVE DATA
LENGTH BETWEEN PERPENDICULARS: 16.5 m
COMMON INTERVAL: 1.65 m
WATERLINE 1
15
STATION SM AREA f(V) I f(M)
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
DISPLACEMENT 5.4742997
WATERLINE 2
15
STATION SM AREA f(V) I f(M)
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
DISPLACEMENT 67 7.026845285
15
STATION SM AREA f(V) I f(M)
FP 1 0 0 0 0
DISPLACEMENT 12.16760104
WATERLINE 4
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 26.00234359
68
WATERLINE 5
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 43.54516842
WATERLINE 6
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 61.8388098
69
WATERLINE 7
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 81.62266784
WATERLINE 8
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 105.2100481
70
WATERLINE 9
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 128.7568789
WATERLINE 10
15
STATION SM AREA f(V) I f(M)
DISPLACEMENT 145.8242681
71
WATERLINE 1
30
STATION SM AREA f(V) I f(M)
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
DISPLACEMENT 8.764558036
WATERLINE 2
30
STATION SM AREA f(V) I f(M)
9 4 0 0 0 0
FP 1 0 0 0 0
DISPLACEMENT 11.17459514
72
WATERLINE 3
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 20.15208623
WATERLINE 4
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 35.29973375
73
WATERLINE 5
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 56.30818932
WATERLINE 6
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 79.53329136
74
WATERLINE 7
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 101.6558259
WATERLINE 8
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 118.9240988
75
WATERLINE 9
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 132.3735248
WATERLINE 10
30
STATION SM AREA f(V) I f(M)
DISPLACEMENT 144.4158535
76
WATERLINE 1
45
STATION SM AREA f(V) I f(M)
9 4 0 0 0 0
FP 1 0 0 0 0
DISPLACEMENT 15.07879719
WATERLINE 2
45
STATION SM AREA f(V) I f(M)
FP 1 0 0 0 0
DISPLACEMENT 24.88593738
77
WATERLINE 3
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 40.70769576
WATERLINE 4
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 60.40901889
78
WATERLINE 5
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 82.07938844
WATERLINE 6
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 100.5290925
79
WATERLINE 7
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 115.9581485
WATERLINE 8
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 127.3097503
80
WATERLINE 9
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 136.8239089
WATERLINE 10
45
STATION SM AREA f(V) I f(M)
DISPLACEMENT 147.0840302
81
WATERLINE 1
60
STATION SM AREA f(V) I f(M)
FP 1 0 0 0 0
DISPLACEMENT 33.19945394
WATERLINE 2
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 50.38227379
82
WATERLINE 3
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 70.89868897
WATERLINE 4
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 90.56138551
83
WATERLINE 5
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 106.4135576
WATERLINE 6
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 117.2334885
84
WATERLINE 7
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 124.2428351
WATERLINE 8
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 123.515318
85
WATERLINE 9
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 144.7257644
WATERLINE 10
60
STATION SM AREA f(V) I f(M)
DISPLACEMENT 151.622632
86
WATERLINE 1
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 63.52703656
WATERLINE 2
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 82.72481376
87
WATERLINE 3
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 100.4514986
WATERLINE 4
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 114.9441879
88
WATERLINE 5
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 123.3257537
WATERLINE 6
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 126.6613781
89
WATERLINE 7
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 131.5508162
WATERLINE 8
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 142.1894256
90
WATERLINE 9
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 152.9730196
WATERLINE 10
75
STATION SM AREA f(V) I f(M)
DISPLACEMENT 153.974553
91
WATERLINE 1
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 95.27978528
WATERLINE 2
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 111.7266525
92
WATERLINE 3
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 124.4351479
WATERLINE 4
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 127.5678738
93
WATERLINE 5
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 131.8203977
WATERLINE 6
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 137.0417018
94
WATERLINE 7
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 143.3667349
WATERLINE 8
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 152.173823
95
WATERLINE 9
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 153.9745498
WATERLINE 10
90
STATION SM AREA f(V) I f(M)
DISPLACEMENT 153.9745535
96
PARTICULARS
APPENDIX E.1 : GENERAL ARRANGEMENT LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
OUTBOARD PROFILE
AP 5 10 15 20 25 30
TOILET
NAVIGATION SIDE SEATS SIDE SEATS
M
OO
GR
RIN
EE
ST
OM
E RO
GIN AC
E ER
) EN .T SP CK
&S F.O ID LO
(P VO IN
HA
INBOARD PROFILE
.T
F.W C
L.O TANK
W.B.T 2 ( P&S )
AP 5 10 15 20 25 30
MANTA 419E
CONTENT :
GENERAL ARRANGEMENT PLAN
PARTICULARS
APPENDIX E.2 : GENERAL ARRANGEMENT LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
S
SEAT SIDE SEATS
SIDE
MAIN DECK
ENGINE ROOM SIDE SEATS
TOILET
NAVIGATION
PASSENGER STOARGE
AP 5 10 15 20 25 30
TOILET
SIDE SEATS
SIDE
SEAT SIDE SEATS
S
VOID SPACE 2 (
P)
TANK TOP
M, W.B.T
ER
,
OM
OO (P) E
AC
CK
RO
ER .T
GIN SP
G
LO
F.O
.T RIN
EN .T ID
( S ) 25VO
N
AP
F.WTEE
5 L.O
10 15 20 30
AI
.T
W.B
S
CH
VOID SPACE 2 (
S)
MANTA 419E
CONTENT :
GENERAL ARRANGEMENT PLAN
PARTICULARS
APPENDIX F : CAPACITY PLAN LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
TOILET
OUTBOARD PROFILE
AP 5 10 15 20 25 30
W.B.T 1 ( P&S )
SIDE SEATS
MAIN DECK
ENGINE ROOM
TOILET
NAVIGATION
PASSENGER STOARGE AFT ( - ) , FWD ( + ) LUBE OIL TANK ( .6986 tonnes / m³ ) S(+),P(-)
AP 5 10 15 20 25 30
VOID SPACE 2 (
P)
TANK TOP
, W.B.T
ER
,
OM
OM
(P) E
RO AC
CK
RO
E
GIN
.T SP
G
LO
F.O
.T RIN
EN .T ) 25 OID
AIN
AP 5 10 15 20 30
F.WTEE
L.O .T ( S V
W.B
S
CH
VOID SPACE 2 (
S)
MANTA 419E
CONTENT :
CAPACITY PLAN
SIDE HULL
SIDE HULL
APPENDIX G : SHELL EXPANSION PLAN
LONGITUDINALS
LONGITUDINALS
AP
WEB FRAMES WEB FRAMES
AP
AP
5
5
10
10
WEB FRAMES
15
WEB FRAMES
FLAT KEEL BAR
FLAT KEEL BAR
15
15
WEB FRAMES
WEB FRAMES
20
20
20
25
25
BLKHD
30
30
OUTRIGGER OUTRIGGER
WEB FRAMES WEB FRAMES
FP
CONTENT :
DRAFT
DEPTH
MAIN HULL
BREADTH
LENGTH B.P
LENGTH O.A
MANTA 419E
SHELL EXPANSION PLAN
PARTICULARS
2.79 M
16.5 M
6.8 M
18 M
4M
PARTICULARS
APPENDIX H : MIDSHIP SECTION PLAN LENGTH O.A 18 M
LENGTH B.P 16.5 M
CL BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
500
500
500
00
10
500
500
00
500
10
4000
500
500
2790
500
500
1000
MANTA 419E
CONTENT :
MIDSHIP SECTION PLAN
PARTICULARS
APPENDIX I : PASSENGER ACCOMMODATION LENGTH O.A 18 M
LENGTH B.P 16.5 M
BREADTH 6.8 M
DEPTH 4M
DRAFT 2.79 M
OUTBOARD PROFILE
AP 5 10 15 20 25 30
S
SEAT SIDE SEATS
SIDE
PASSENGER STOARGE
AP 5 10 15 20 25 30
TOILET
SIDE SEATS
SIDE
SEAT SIDE SEATS
S
MANTA 419E
CONTENT :
PASSENGER ACCOMMODATION
APPENDIX L: ENGINE AND POWER SELECTION
Total power
106
107
APPENDIX M: PROPELLER SELECTION
108
APPENDIX N: SCANTLING CALCULATION
109
APPENDIX O: SECTION MODULUS
A= (350 + 5L) mm
A = (350 + 5*17.585)
A= 437.925 mm
USE: 400 mm
110
Woven:
Woven:
ᵟbB = 502( 0.50)2+ 106.8 N/ mm2
ᵟbB = 232.3 N/ mm2
Woven:
ᵟdB = 150 ᴪ + 72 N/ mm2
ᵟdB = 147 N/ mm2
τB = 80(0.50) + 38
τB = 78 N/mm2
111
6. Shear Modulus
G = (1.7 ᴪ + 2.24) 103 N/mm2
G = 2750 N/mm2
Woven:
Speed:
Vmax = 12 (∜ L) Kn
Vmax = 12 (∜17.585) Kn
Vmax = 24.5735 Kn
Use 25 Kn
2. Side Shell
FV S= (0.024 (V/√LWL) + 0.91)*(1.018-0.0024 L) ≥ 1.0
FVS = (0.024 (25/ √17.17) + 0.91)*(1.018-0.0024 *17.585)
FVS = 1.0293
112
3. Internal Structural Member Floors
FVF = (0.78 (V/√LWL) – 0.48) (1.335-0.01 L) ≥ 1.0
FVF = (0.78 (25/√17.17) – 0.48) (1.335-0.01 (17.585))
F VF = 1.6644
FVSL = 1.2217
• Shell Bottom
a. PdBS = 3.29 L - 1.41 fore
PdBS = 3.29 (17.585) – 1.41
• Shell Side
a. PdSS = 2.06 L – 2.94 fore
PdSS = 2.06 (17.585) – 2.94
PdSS = 33.2851 kN/m2
113
b. PdSS = 1.65 L – 2.35 aft
PdSS = 1.65 (17.585) – 2.35
PdSS = 26.6653 kN/m2
Section Modulus
114
4. Floor in way of Transverse Frames
WB = 2.72 e K42 PdBS 10-3 1.44 ≥ Ws
WB = 2.72 (0.5) (1.4430)2 (56.44465) (1.44)
WB = 184.146 cm3
115
Individual Layer thickness of laminate (section 1, B, 3.3)
1. Shell Bottom:
t= 0.001 W {(1/ρF) + (1- ᴪ / ᴪ * 1/ ρH)}mm
W = 3305.704 g/m2
t= (0.001) (3305.704) {(1/2.6) + (1-0.3/0.3) (1/1.2)}
t= 9.31 mm or 4.87 mm in case ᴪ = 0.5
Shell thickness in way of the keel is to be 50% greater than the bottom sjell, and
in way of the shaft and skegs 100% greater (3-2-4. 5.1.1)
2. Shell Side:
t= 0.001 W {(1/ρF) + (1- ᴪ / ᴪ * 1/ ρH)}mm
W= 3045.124 g/m2
t= (0.001) (3045.124) {(1/2.6) + (1-0.3/0.3) (1/1.2)}
t= 9 mm or 5 mm in case ᴪ = 0.5
= 0.025 ( 75 ) + 1.10 mm
= 2.975 mm
= 3 mm
7.ℎ10+9:.ℎ23000;(1+100(<−7)100.<.9:.ℎ)
f = 3mm*103.048
f = 3.09144 cm²
F = 1000 mm * 10
F = 100 cm²
>.?@∗BC >∗.BCE D??(D??F>.?@DGG)
SM = + ;(1 + )
D? >??? D??∗D??∗>.BC
HIJ
116
APPENDIX P: POWER REQUIREMENT
Rf = f * A * v1.825
2.533+2.68)
f = 1.5
WSA= 2.56 P3
Rt = Rf + Rr
but, Rr = 13% Rt
so, Rt = 132.1850659v1.825 + 13% Rt
132.1850659W1.8250.87
PE = Rt * v
132.1850659W1.8250.87) *v
T: *(1 XRQ90.5144 T/:)
v = 22 knots
APPENDIX Q: FUEL CONSUMPTION
117
\ ^M:: Q7 7_S` aQR:_TSb OSU ℎQ_U
Y<Z[ ( )=
X]ℎ cQ]SU
Where, SFOC 260 g/kwh based on the engine specifications
PE=149.2 KW
No. of hours operating = 4.5 hrs/day
f
de? ∗DG@.d jkl
ghi
Mass of fuel consumed per hour =
D??? m
gf
>n.B@d ∗G.C lpq/rst
io
=
D??? jm
De.C z|ÅÅù
Endurance = .ûü†°¢† çàââÖä
èêë
rúqõsòñî
Time=
qöîîr
118
Gross Tonnage
GT = K * V
V=ship’s total volume in cubic meters (use 146.058132m3)
K=multiplier based on the ship’s volume
= 0.2 + 0.2[log10 (V)]
= 0.2 + 0.2[log10 (146.058132m3)]
=0.2433
GT= (0.2433) (146.058152)
GT= 35.55 tonnes = 35 tonnes
Number of Passengers
Number of Passengers= 50 passengers
No. of crews based on PMMRR (engaged on coastwise voyage under class A: Passenger
Ships)
Deck Department for 35 gt and below Engine Department for 200 Kw and
below
1 Master 1 Chief Engineer Officer
1 Deck Rating 1 Engine Rating
Total= 50 passengers + 4 crew = 54 persons
Weight allowance per person
Weight per person= 72 kg
Luggage per person = 8 kg
Total = 80 kg
1 9QRRS1000 X\) = 4.4 tonnes
Net Tonnage
NT= K*GT , K=0.7
NT= 0.7 (35.55 tonnes)
NT= 24.885 tonnes
119
LIGHTSHIP AFT ( - ) , FWD ( + )
TALLY OF WEIGHTS WEIGHTS LCG L-MMT VCG V-MMT
MAIN DECK STRUCTURE 2.25 0.43537161 0.979586123 2.87 6.4575
OUTRIGGER HULL 4.89 -0.56366964 -2.75634454 1.56 7.6284
MAIN HULL 2.79 0.813 2.26827 2.88 8.0352
OUTRIGGER STRUCTURE 5.83 -0.56366964 -3.286194001 1.56116773 9.101607866
TOTAL 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787
120
HYDROSTATIC DATA
121
LIM. IMO CRITERIA
Legend :
Comply Didn't Comp.
Description IMO CRITERIA (minimum) Actual Margin Remarks
1. Area from 0 deg to 30 deg (m-rad) Not less than 0.055 0.543 0.488 Comply
2. Area from 0 deg to 40 deg or flood (m-rad) Not less than 0.090 0.858 0.768 Comply
3. Area from 30 deg to 40 deg or flood (m-rad) Not less than 0.030 0.315 0.285 Comply
4. Maximum GZ (m) Atleast 0.200 1.785 1.585 Comply
5. Heel @ max. GZ (deg) Atleast 30.000 60.000 30.000 Comply
6. GM at equilibrium (m) Not less than 0.150 1.521 1.371 Comply
122
LOADING CONDITION FULL LOAD DEPARTURE 100% CONSUMABLES
Intact Stability Assessment( IMO Criteria) :
HYDROSTATIC DATA
LCB - 1.0137 m
KB 1.5785 m
BG - 0.2655 t-m
MCTC 0.4579 m
KMT 2.3858 m
KML m
KG 1.963914327 m
GM 0.4218 m
GGv 0 m
GvM 0.42 m
123
AREAS UNDER RIGHTING AND HEELING ARM CURVES
AREA UNDER GZ CURVE
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80 90 100
124
LOADING CONDITION FULL LOAD DEPARTURE 50% CONSUMABLES
Intact Stability Assessment (IMO Criteria)
HYDROSTATIC DATA
125
AREAS UNDER RIGHTING AND HEELING ARM CURVES
AREA UNDER GZ CURVE
1.2
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80 90 100
126
LOADING CONDITION FULL LOAD ARRIVAL 15% CONSUMABLES
Intact Stability Assessment (IMO Criteria)
HYDROSTATIC DATA
127
AREAS UNDER RIGHTING AND HEELING ARM CURVES
AREA UNDER GZ CURVE
1.4
1.2
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80 90 100
128
APPENDIX S: INCLINING EXPERIMENT
PENDULUM LENGTH
FWD- 300mm
AFT- 300 mm
1 w1 to stbd 50.00 90.00 0.00 4,500.00 4,500.00 80.00 80.00 0.26667 0.26667 0.266666667 16,875.00
2 w2 to stbd 50.00 90.00 4,500.00 4,500.00 9,000.00 140.00 140.00 0.46667 0.46667 0.466666667 19,285.71
3 w1 to prt 50.00 -90.00 9,000.00 -4,500.00 4,500.00 80.00 80.00 0.26667 0.26667 0.266666667 16,875.00
4 w2 to prt 50.00 -90.00 4,500.00 -4,500.00 0.00 0.00 0.00 0.00000 0.00000 0
5 w3 to prt 50.00 -90.00 0.00 -4,500.00 -4,500.00 -80.00 -80.00 -0.26667 -0.26667 -0.26666667 16,875.00
6 w4 to prt 50.00 -90.00 -4,500.00 -4,500.00 -9,000.00 -150.00 -150.00 -0.50000 -0.50000 -0.5 18,000.00
7 w3 to stbd 50.00 90.00 -9,000.00 4,500.00 -4,500.00 -80.00 -80.00 -0.26667 -0.26667 -0.26666667 16,875.00
8 w4 to stbd 50.00 90.00 -4,500.00 4,500.00 0.00 0.00 0.00 0.00000 0.00000 0
104,785.71
average slope = 17,464.29
129
BIBLIOGRAPHY
130
RESUME
131
Prince Kyle G. Abanid
Contact No.: (032) 238-6685; 0920-900-7621
Personal Data
Educational Background
Tertiary:
University of Cebu
Sanciangko St., Cebu City, 6000 Philippines
BS Naval Architecture and Marine Engineering
Student
Secondary:
University of San Carlos
J.Alcantara Street, Cebu City
Graduated 2013
Elementary:
University of San Carlos
J.Alcantara Street, Cebu City
Graduated 2009
132
Carla Jean E. Parba
Contact No.: (032) 260-7707; 0942-463-8716
Personal Data
Educational Background
Tertiary:
University of Cebu
Sanciangko St., Cebu City, 6000 Philippines
BS Naval Architecture and Marine Engineering
Student
Secondary:
Abellana National School
Osmena Blvd. Cebu City
Graduated 2013
Elementary:
Kalunasan Elementary School
Upper Kalunasan Cebu City
Graduated 2009
133
Wrynzler Wyrken Toni R. Timbal
Contact No.: (032) 490-6415; 0926-653-1083
Personal Data
Educational Background
Tertiary:
University of Cebu
Sanciangko St., Cebu City, 6000 Philippines
BS Naval Architecture and Marine Engineering
Student
Secondary:
Minglanilla National Science High School
Poblacion Ward I, Minglanilla Cebu, Philippines
Graduated 2013
Elementary:
Virgen de las Escuelas Pias School
Lawaan I, Talisay City, Cebu, Philippines
Graduated 2009
134