FINAL Thesis

“MANTA 419E: Re-engineered Philippine Banca”
A Project Thesis Presented to the Faculty of the College of Engineering
University of Cebu – Main Campus
Sanciangko Street, Cebu City 6000
In Partial Fulfillment of the Requirements for the Degree of
Bachelor of Science in Naval Architecture and Marine Engineering
By:
Abanid, Prince Kyle G.
Parba, Carla Jean E.
Timbal, WrynzlerWyrken Toni R.
March 2018
APPROVAL SHEET
This project thesis entitled “MANTA 419E: Re-engineered Philippine
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
Degree of Bachelor of Science in Naval Architecture and Marine Engineering and is
hereby examined, accepted and approved.
ENGR. ALI MAIHOB

Adviser
ENGR. DAVE TABORNAL ENGR. CHRISTAKHIS NIÑO NODALO

Member Member
ENGR. JACKLYN ANTOLIHAO-DESCARTIN

Engineering Research Coordinator
ENGR. GREG R. BELONGILOT

Dean, College of Engineering
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ACKNOWLEDGEMENT
It is with great pleasure that the researchers would like to express their heartfelt
gratitude to the people who made the project design possible.
The researchers are indebted to their adviser, Engr. Ali Maihob, for his
motivation, and great efforts to explain things explicitly and clearly.
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.
Moreover, the project wouldn’t be possible without the accommodation, financial
support and inspiration of the Abanid, Parba, and Timbal Family.
To their friends and colleagues, their enthusiasm and optimism provided an
environment that is fun and stimulating.
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
guidance made these things possible.
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TABLE OF CONTENTS
TITLE PAGE i
APPROVAL SHEET ii
ACKNOWLEDGEMENT iii
TABLE OF CONTENTS iv
LIST OF TABLES vi
LIST OF FIGURES vii
LIST OF APPENDICES viii
ACRONYMS ix
ABSTRACT xi
Chapter 1: INTRODUCTION
1.1 Background of the Study (Rationale) 1

1.2 Statement of the Problem 3
1.2.1 General Objectives 5
1.2.2 Specific Objectives 5
1.3 Significance of the Study 6
1.4 Scope and Limitations 7
1.5 Definition of Terms 8
Chapter 2: REVIEW OF RELATED LITERATURE
2.1 Introduction 9
2.2 Current Situation of Philippine Banca 9
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Chapter 3: METHODOLOGY
3.1 Research Design 20
3.2 Research Phase 20
3.3 Research Covered Areas 21
3.4 Conceptual Framework 22
3.5 Data Gathering 23
3.6 Data Analysis 23
3.7 Proposed Possible Solution 29
3.8 Design 30
Chapter 4: RESULTS AND DISCUSSION
4.1 Results and Discussions of Primary and Secondary Data 33
4.2 Design Specifications 38
4.3 Stability Information 39
4.4 Cost Analysis 47
Chapter 5: CONCLUSION AND RECOMMENDATIONS 51
APPENDICES 53
BIBLIOGRAPHY 129
RESUME 130
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LIST OF TABLES
Table No. Description Page
Table 1 Motor Vessels involved in maritime accidents 24
Table 2 List of the common specifications of the Banca 25
Table 3 Summary of the specifications of Banca as per owner 26
Table 4 Disadvantages, Violations and Recommendations of the
Banca as per operator 27
Table 5 List of the common materials with the corresponding 28
quantity in building the Banca
Table 6 Design Specifications of the Re-engineered Philippine Banca 38
Table 7 Hydrostatic Curve Data 40
Table 8 Bonjean Curve Data 42
Table 9 Cross Curve Data 44
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LIST OF FIGURES
Figure No. Description Page
Figure 1 Area of the Study 21
Figure 2 Conceptual Framework 22
Figure 3 Prototype of the Re-engineered Philippine Banca
(Isometric View) 30
(Left Side and Rear View) 31
(Right Side and Front View) 31
Figure 6 Number of Motor Vessels Involved in Maritime
Accidents/Incident Each Year 33
Figure 7 Number of Motor Vessels Involved in Drifted/Engine
Trouble Incident for the past 6 years 34
Figure 8 Number of Motor Vessels Involved in Aground Incident
for the past 6 years 34
Figure 9 Number of Motor Vessels Involved in Other Incidents
Figure 10 Number of Motor Vessels Involved in Rammed Incidents
Figure 11 Number of Motor Vessels Involved in Sunk Incidents
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LIST OF APPENDICES
Appendix A Lines Plan and Table of Offsets
Appendix B Hydrostatic Curve and Calculation
Appendix C Bonjean Curve
Appendix D KN / Cross Curve Calculation
Appendix E General Arrangement Plan
Appendix F Capacity Plan
Appendix G Shell Expansion Plan
Appendix H Midship Section Plan
Appendix I Passenger Accommodation
Appendix J Fire Fighting and Life-saving Plan
Appendix K Emergency Escape Plan
Appendix L Engine and Power Selection
Appendix M Propeller Selection
Appendix N Scantling Calculation
Appendix O Section Modulus
Appendix P Power Requirement
Appendix Q Fuel Consumption
Appendix R Statical Stability at Different Conditions
Appendix S Inclining Experiment
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ACRONYMS
AP After Perpendicular
BL Baseline
BM Transverse Metacenter
CAD Computer Aided Design Software
!" Block Coefficient
!# Deadweight Coefficient
DWT Deadweight
FP Forward Perpendicular
GA General Arrangement
GM Metacentric Height
GRT/GT Gross Tonnage
KB Center of Buoyancy
KG Center of Gravity
LBP Length between Perpendiculars
LOA Length Overall
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LWT Lightship Weight
MARINA Maritime Industry Authority
SFOC Specific Fuel Oil Consumption
PMMRR Philippine Merchant Marine Rules and
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
casualties by providing an improved performance, hydrostatic and hydrodynamic
properties compared to that of the traditional Banca which lacks the fundamental
requirements of stability.
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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
principles of Naval Architecture and Marine Engineering.
The researchers ought to promote a diverse entity of product where
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
performance and safety as well would be upgraded.
A practical, functional and futuristic design without compromising 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
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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
reassuring the weight to be flexible when subjected to external forces.
In order to adapt the fast pace advancement of technology, the researchers
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
to another since it is has not existed yet in the country.
Hence, the researchers designed Manta 419E, a contemporary Banca having
a futuristic design with outriggers which increase the stability compared to that of the
traditional Filipino Banca. Manta 419E serves as a channel in promoting livelihood,
tourism, and business venture to many Filipinos.
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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
157,000 hectares of forest cover.
The existing Banca in the Philippines, which is primarily made up of wood
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
to at least save something for the next generation.
In the Philippines, a boat for a fisherman is what a carabao is for a farmer –
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.
Unfortunately, Typhoon Yolanda (Haiyan), which ripped through the
Visayas on November 8, 2013, destroyed some 30,000 bancas – depriving some 146,700
small-scale fisherfolk of their main source of food and livelihood.
With more than 40% of the small-scale fishers living below the poverty line,
it is imperative that long-term, climate-smart solutions be introduced to boost their adaptive
capacity. We face a climate-defined future, where extreme weather events packing
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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
sought to answer the following questions:
a.) Is the research significant in securing the livelihood of fishermen?
b.) Is the research helpful in promoting the tourism of the country?
c.) Is the design efficient and functional to withstand climate change impacts, strong
waves and other maritime incidents?
d.) Is the design concerned with the longevity of lifespan and the improvement of
efficiency and durability?
e.) Does the vessel have the potential to replace the existing Philippine Banca?
f.) Will the cost of the vessel be feasible?
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
contemporary design of the vessel.
This study specifically seeks to:
a.) Design a vessel which is efficient, safe, and futuristic without compromising its
strength to withstand changing weather conditions.
b.) Improve the livelihood of fishermen especially those affected by the typhoon
c.) Aid the water transportation system of tourism
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SIGNIFICANCE OF THE STUDY
A significant innovation has effect that reaches much further than be
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.
The generalization of this present study would be a great contribution to the
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
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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.
SCOPE AND LIMITATIONS
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
Banca, from the structure down to its design.
b.) The project study aims to develop new essential design that would offer a more
stable and assure a sea worthy vessel.
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
its best service quality.
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.
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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.
d.) Durable- able to withstand wear, pressure, or damage; hard-wearing.
e.) Fiberglass- a reinforced plastic material composed of glass fibers embedded in a
resin matrix.
f.) Modernize- adapt (something) to modern needs or habits, typically by installing
modern equipment or adopting modern ideas or methods.
g.) Motor Banca- refers to a traditionally built watercraft, predominantly wooden-
hulled and propelled mechanically with or without an outrigger.
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.
j.) Seaworthy- in a good enough condition to sail on the sea
k.) Vaka- term vaka is the main hull.
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Chapter 2
REVIEW OF RELATED LITERATURE
2.1 Introduction
In order to compete with modernization, Philippine researchers have provided
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
the idea of the study.
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
help in improving the existing banca.
2.1 .Current Situation of Philippine Banca
Re-engineering the Philippine banca
Sophia Dedace and Gregg Yan, June 14, 2014
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.
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Among the indigenous watercraft our Filipino mariners have used to ply seas, no
boat is as familiar and well-loved as the Philippine banca, a durable double-outrigger
canoe. “It is a perfect design, honed through thousands of years of trial and error,” said
Ramon BinamiraJr, a naval architect and indigenous watercraft expert.
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.
Unfortunately, Typhoon Yolanda (Haiyan), which ripped through the Visayas on
November 8, 2013, destroyed some 30,000 bancas – depriving some 146,700 small-scale
fisherfolk of their main source of food and livelihood.
With more than 40% of our small-scale fishers living below the poverty line, it is
imperative that long-term, climate-smart solutions be introduced to boost their adaptive
capacity.
Shaping new platforms for resilience
We face a climate-defined future, where extreme weather events packing Yolanda’s
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
vulnerable to climate change impacts.
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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
moulds for future use, for succeeding generations.
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
Northern Palawan for the production of 600 fiberglass boats.
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
of fiberglass bancas for the long term.
Boat of the future
Days before Yolanda barreled through Samar to Northern Palawan,Binamira knew
that small-scale fishermen will be among the hardest-hit sectors. “Just looking at the swath,
I immediately knew that thousands of small boats would be destroyed.”
“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
approaches a coastal community.
While aware of the challenges of helping fishermen get back on their feet, Binamira
and WWF-Philippines also saw Yolanda’s destruction as an opportunity to introduce a
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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
water from seeping in.
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
than one with an 8 to 10 millimeter wooden frame.
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
of fiberglass allows him to weather tougher storms ahead.
“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.”
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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
on land is hard because I report to an employer. At sea, I am my own boss.”
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-
making in their communities.
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-
reliance, and self-sufficiency.
Safeguarding natural resources
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.
With Philippine seas already overexploited by commercial fishing, the initiative
helps reduce pressure on our dwindling fishing stocks by promoting artisanal and small-
scale fishing.
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“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.”
Earth Hour aims to give fiberglass boats to Haiyan fishermen
By Pia Ranada, February 19, 2014
Aside from the annual 60-minute switch-off, there will also be a crowd-funding
campaign to help fishermen get back to sea.
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
US$24,000, an amount to be raised using the online platform.
Yolanda, which hit the Philippines on Nov 8, 2013, destroyed at least 30,000
wooden boats or bancas, depriving around 145,000 fisherfolk of their livelihoods,
according to WWF-Philippines.
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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
foreign aid," according to WWF-Philippines CEO Lory Tan.
Benefits of fiberglass boats
Fiberglass is a type of plastic reinforced by the fibers of glass. It's known to be a
lightweight, extremely strong and durable material.
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.
Aside from helping fishermen pursue their livelihood, fiberglass boat-making
technology is also environment-friendly.
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
promoting small-scale fishing.
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WWF-Philippines hopes the popularity of Earth Hour will translate into support for
the crowd-funding project to help the fishermen.
“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.
Earth Hour began in 2007 in Sydney, Australia, as an awareness campaign calling
for solutions to climate change. Today, it has become the largest global environmental
mass-action with 154 of the world's 196 countries participating.
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Traditional Filipino boat gets makeover
By Gilbert P. Felongco, June 20, 2014
Fibreglass design reflects philosophy to ‘build back better’ after disaster
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
communities dotting the archipelago — is getting a makeover.
In use since the ancient times, the all-wood boat’s basic design and structure have
hardly changed over hundreds of years.
But that is about to change.
Against the backdrop of increasingly harsh weather, brought about by climate
change, the traditional boat is being reinvented using fibreglass, a synthetic material, to
make it more durable.
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,
fibreglass boats prevent leaks and reduce maintenance costs.
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.
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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
back on their feet in their shiny new boats made of fibreglass.
Indigenous watercraft expert Ramon BinamiraJr said WWF-Philippines, while
aware of the challenges of helping fishermen to recover from their losses, also saw
Haiyan’s destruction as an opportunity to introduce a smart alternative to building bancas.
“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
on local and foreign aid.”
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 vulnerable to climate change impacts.
Since February 2014 when it was launched, a crowd-sourcing endeavour to support
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
Palawan for the production of 600 fibreglass boats.
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
fibreglassbancas for the long term.
“Bancas for the Philippines went beyond physical re-engineering. In a sense, it
involved rebooting social software. This project is about building skills, creating
opportunities, and crafting new platforms for resilience,” said Tan.
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
Back Better” philosophy of resilience.
At the recent Asia-Europe Meeting (ASEM) Manila Conference on Disaster Risk
Reduction and Management, KristalinaGeorgieva, EU Commissioner for International
Cooperation, Humanitarian Aid & Crisis Response, said integrating preparedness in
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
everything we do,” she said.
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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
test if that theory is valid in a given circumstances.
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.
The elements of the study include:
a) The modification of design in terms of performance, safety, and
innovation derived from the traditional Philippine Banca.
b) The determination of the materials used in this research design.
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
Bancas are situated.
Figure 1. Area of the Study (Olango Group of Islands)
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
gathering such information. The researchers conducted an interview on the island 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
appointment will be sent to respective office of chairpersons of government agency-
MARINA.
23

Primary Data:
MOTOR VESSELS INVOLVED IN MARITIME ACCIDENTS/INCIDENT
(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
TOTAL 109 131 159 103 110 160

Table 1. Motor Vessels Involved in Maritime Accidents/Incident
Based on the tabulated data, the year 2016, accumulated the highest number of
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
drop as the values for each year are very close.
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
address each problem when the situation arises.
The results of these data are being interpreted and one of the basis in having
conclusion and discussion. A summary of the interview is shown below.
Rough Estimation Cost of Banca per package: 1.1 Million Pesos (the package includes
all set from structure down to propulsion)
List of the common specifications of the Banca.
Engine Estimated Length Hull Breadth Propeller

model Cost over all Breadth inc. diameter
Outrigger
4DR5 Php120,000 60 ft / 18 m 4 ft /1 m 42 ft / 13 m 17 inches

Mitsubishi
6D15 Php270.000 70 ft / 21 m 6 ft / 2 m 38 ft / 12 m 26 inches

Mitsubishi
Table 2. List of the common specifications of the Banca
25

Summary:
Edilberto &
Owner: Roque Wagwag
PablitoOmpad
Name of Banca: Super Jetro Sta. Rosa Ferry
Type or Category: Tourist Island Hopping Passenger
Capacity: 20 passengers 50 passengers
No. of years operating: 10 years 30 years
Cost: Approx. 1 million Approx. 1.6 million
Engine: 6BB1 ISUZU 4DR5 MITSUBISHI
Propeller Diameter: 22 in. 24 in.
Service Cost: 4,000 (9am-1pm) 9,000 (6am-6pm)
Table 3. Summary of the specifications of Banca as per owner
26

Edilberto &
Owner: Roque Wagwag
PablitoOmpad
a.) The outrigger easily
break due to waves.
b.) Regular repair of
engine ( each
overhaul cost
a.) The hull is easily
15,000 and last for
worned out because
2 days )
of the plywood.
c.) Operation will get

b.) The engine undergo
Disadvantages
affected for repairs
repair minimum of
(3 mos.) , d.) Need to change
maximum of (1 paint regularly to
year). protect hull
e.) Regular changing
of nylon ( use to
hold outrigger)
a.) Issued 20 passenger a.) Issued 50 passenger
Violation: capacity but loaded capacity but loaded
50 passenger. 100 passenger.
27

a.) Modernized design a.) Modernized design
for the hull for the hull
especially the especially the

Recommendations
forward part. forward part.
b.) To improve the main b.) To improve the

deck main deck
Table 4. Disadvantages, Violations and Recommendations of the Banca as per operator.
Name of Materials Quantity
Plywood (lawaan wood, santaclara and

50 pcs
magnium wood)
Bamboo tree 20 pcs
Large sized bamboo tree (outrigger) 4 pcs
Paint ( island paint) Varied
Epoxy varied
Fiberglass varied
Table 5 . List of the common materials with the corresponding quantity in building the
Banca.
According to Diosdado Gabisan Sr., a registered Banca builder in marina, one of
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
would cause the material to be word out.
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
are one continuous piece, preventing water from seeping in.
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.
Figure 3. Prototype of the Re-engineered Philippine Banca (Isometric view)
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
RESULTS AND DISCUSSION
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
need to modify or innovate the design of the Philippine Banca.
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
would affirm the viability of the primary data.
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
will be discussed in this chapter.
32

4.1 Results and discussions of Primary and Secondary Data
Primary Data
Number of Motor Vessels Involved in Maritime

Accidents/Incident Each Year
180 159 160
160
131
140
109 110
120 103
100
80
60
40
20
0
2011 2012 2013 2014 2015 2016
Series 1 Column1 Column2
Figure 6. Number of Motor Vessels Involved in Maritime Accidents/Incident Each Year
Based on the tabulated data on the number of motor vessels involved in
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
the most number of accidents.
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
DRIFTED/ENGINE TROUBLE Column1 Column2
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
AGROUND Column1 Column2
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
OTHERS Column1 Column2
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
RAMMED Column1 Column2
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
SUNK Column1 Column2
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
tabulated, it could be implied that the accidents, Aground, Drifted/Engine Trouble,
Rammed, etc., who tallied or accumulated the highest values could be associated with
performance, hydrostatic and hydrodynamic properties, stability and structural problems.
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
trouble accumulated the most number of accidents as tabulated by marina. Furthermore,
the main disadvantage of using these engines is that it would regularly undergo repair
with a minimum of 3 months and a maximum of 1 year.
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-
engineered Philippine Banca designed with improved performance, hydrostatic properties,
stability requirements and structural geometry and strength. The researchers came up with
the following particulars:
Length Overall (LOA) 18 m

Length Between Perpendiculars (LBP) 16.5 m
Breadth 6.8 m
Depth 4m
Draft 2.79 m
Maximum Service Speed 15 knots
Maximum Passenger Capacity 50 persons
Gross Tonnage 35.55 tonnes
Table 6. Design Specifications of the Re-engineered Philippine Banca
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.
a. Lines Plan and Table of Offsets (Appendix A)
b. General Arrangement Plan (Appendix E)
c. Capacity Plan (Appendix F)
d. Shell Expansion Plan (Appendix G)
e. Midship Section Plan (Appendix H)
f. Passenger Accommodation (Appendix I)
g. Fire-fighting & Life-saving Plan (Appendix J)
38

h. Emergency Escape Plan (Appendix K)
i. Engine & Power Selection (Appendix L)
4.3 Stability Information
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.
4.3.1 Hydrostatic Data
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
can be found in Appendix Q.
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
Cb 0.0894 0.1158 0.1944
Cp 0.7497 0.6165 0.6682
Cpv 0.7969 0.3452 0.5223
Cm 0.1192 0.1879 0.2909
Cw 0.1121 0.3356 0.3722
AWP m2 10.1389 37.6279 41.7328
LCF meter -2.4933 -1.1164 -0.9758
Il’ m4 170.0383 637.1942 684.9547
Transfer Formula Correction Factor m4 3.9224 36.3815 40.7807
IL m4 166.1159 600.8127 644.1740
BML meter 25.6986 28.9124 12.3136
KML meter 26.1433 29.8415 13.6804
MCT (1cm) 0.1280 0.3732 0.4002
IT m4 24.9516 45.5945 48.8613
BMT meter 3.8601 2.1941 0.9340
KMT meter 4.3048 3.1232 2.3009
Table 7 Hydrostatic Data
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
Cpv 0.480393066 0.477274041
Cm 0.374665195 0.465911209
Cw 0.520813343 0.682377238
AWP m2 58.39229 76.50643
LCF meter -0.358413474 0.209034842
Il’ m4 921.3608918 1350.352241
Transfer Formula Correction Factor m4 58.26382978 76.46273443

IL m4 863.097062 1273.889506
BML meter 9.615180068 8.721797883
KML meter 11.41392488 10.94675421
MCT (1cm) 0.536166357 0.791355602
4
IT m 67.21539922 87.1852385
BMT meter 0.748801259 0.596921495
KMT meter 2.547546073 2.821877823
Table 7. Hydrostatic Data (continued)
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
Simpson’s rule is used in finding the area under the waterline.
Station AP S1 S2 S3 S4 S5
/Waterline
1 237.5333333 258.5733333 246.0133333 229.9466667 233.9266667 195.1866667
2 485.0666667 647.9466667 622.5066667 580.8533333 570.0533333 469.0133333
3 722.28 913.83 1029.57 997.38 950.64 808.56
4 1829.626667 1096.8 1556.773333 1678.533333 1661.093333 1477.52
5 2414.093333 2466.496667 2687.276667 3189.993333 3268.853333 3086.666667
6 3557.813333 2978.506667 3427.12 4237.173333 4364.106667 4172.8
7 4145.933333 4355.963333 4572.85 5974.793333 6235.013333 6052.4
8 5305.28 4884.346667 5423.413333 7336.56 7765.973333 7573.973333
9 5947.2 6332.97 7036.83 9457.23 10173.93 9993.33
10 7130.853333 7130.666667 8471.493333 11251.38667 12271.09333 12090.24
Table 8. Bonjean Curve Data
42

Station S6 S7 S8 S9 FP
/Waterline
1 177.4866667 161.4333333 0 0 0
2 404.4533333 340.9866667 0 0 0
3 679.2 756.48 151.77 85.83 0
4 1250.4 1749.306667 707.28 423.12 35.28
5 2678.24 2554.053333 1137.503333 770.87 200.2133333
6 3638.8 3622.426667 1800.666667 1219.866667 364.9866667
7 5303.413333 4535.653333 2377.983333 1526.39 491.52
8 6734.906667 5932.026667 3269.626667 1832.96 529.7866667
9 9510.6 7555.35 4443.3 2510.88 1125.69
10 12701.70667 9949.44 6611.573333 4264.346667 2087.066667
Table 8. Bonjean Curve Data (continued)
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
at each assigned angle of inclination.
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
Table 9. Cross Curve Data (continued)
45

4.3.4 Scantlings
These are the summary of the interpolated values of standard lengths and
thicknesses of the structure of the re-engineered Philippine Banca based on The
Elements of Boat Strength Scantling System by Dave Gerr, CEng FRINA.
a.) Bottom Used: 0.7087 inches
b.) Topside Used: 0.5223 inches
c.) Deck Used: 0.4440 inches
d.) Engine Bed/Girder Core (Width and Height) Used: 6 inches
e.) Engine Bed/Girder Laminate Used: 0.4557 inches
f.) Engine Bed/Girder Tabbing Run Out Used: 6 inches
g.) Topsides And Deck Longitudinal Core:(Wide): Used: 5.8333 inches
h.) Topsides And Deck Longitudinals Core:(High): Used: 2.9167 inches
i.) Topsides And Deck Longitudinals Laminates: Used: 0.3977 inches
j.) Topsides And Deck Longitudinals Tabbing Run Out: Used: 4 inches
k.) Topsides And Longitudinals Spacing (Not More Than): Used: 32 inches
l.) Bulkhead And Ring Frame Spacing: Used: 73.1333 inches
m.) Floor Cores (Thickness): Used: 6 inches
n.) Floor Cores (Height): Used: 12.6667 inches
o.) Floor Laminate: Used: 0.6297 inches
p.) Keel Laminate (Extending) Used: 1.189 inches
q.) Keel Laminate (Either Of The Centerline) Used: 8.5833 inches
46

4.4 Cost Analysis
COST ESTIMATE
SWBS 100 Hull Structure

ITEM BRAND PRICE
QUANTITY NAME MANUFACTURER $ P
1 64 Fiber matt for main hull (50" X 5 yard ) ( 1 roll ) fibre glast development corporation 50 160000
2 64 Fiber matt for side hull (50" X 5 yard ) ( 1 roll ) fibre glast development corporation 50 160000
3 74 Gel Coat resin for main hull ( gal ) fibre glast development corporation 125 462500
4 54 Gel Coat resin for side hull ( gal ) fibre glast development corporation 125 337500
5 34 Fiber matt for supports (50" X 5 yard ) ( 1 roll ) fibre glast development corporation 50 85000
6 27 Gel Coat resin for supports fibre glast development corporation 125 168750
7 103 Plastic honeycomb for main hull Guangzho honicel honeycomb material Co. Ltd 5 25750
8 150 Plastic honeycomb for side hull Guangzho honicel honeycomb material Co. Ltd 5 37500
9 650 Plastic honeycomb for support Guangzho honicel honeycomb material Co. Ltd 5 162500
SUBTOTAL 1599500
SWBS 200 Propulsion Machinery

ITEM BRAND PRICE
1 2 Main Engine with gearbox and Propeller Xiamen Sitaiqi Industry & Trade Co., Ltd. 9300 930000
2 1 Clutches and Couplings Xiamen Sitaiqi Industry & Trade Co., Ltd. 1000 50000
SUBTOTAL 980000
SWBS 300 Electrical

ITEM BRAND PRICE
1 1 Electrical Power 100 5000
2 1 Lighting Distribution 200 10000
3 1 Lighting Features 200 10000
SUBTOTAL 25000
SWBS 400 Communication and Control

ITEM BRAND PRICE
1 1 Antenna requirements 800 40000
2 1 Data Display Group 900 45000
3 1 alarm safety and warning system 1000 50000
4 1 Steering and diving control 1500 75000
5 1 anchor handling 900 45000
SUBTOTAL 255000
47

SWBS 500 Auxiallary Machinery and System
ITEM BRAND PRICE
1 2 Pumps 375 37500
2 2 Fire Extinguishing Systems 100 10000
3 4 Deck Drains 50 10000
SUBTOTAL 57500
SWBS 600 Outfits

ITEM BRAND PRICE
1 1 Pipings 120 6000
2 2 Anchor 300 30000
3 50 Lifejackets 10 25000
4 2 Lifesaving Buoy 180 18000
5 2 Mooring Bollard 60 6000
6 2 Toilet 16 1600
7 5 Trashbins 2 500
8 1 Accomodation ladder 200 10000
SUBTOTAL 97100
LABOR SALARY/3 MONTH

30 90 WORKING DAYS 31500 945000
TOTAL AMOUNT = 3959100
Total Ship Cost Estimate= Php 3,959,100.00
Maximum no. of Passengers per trip 50 pax

Fare Php 25.00
Waiting Time 21 mins
Duration per trip 9 mins
Total time consumed per trip 30 mins
Total time of operation per day 4.5 hrs
Duration of working hours 15 hrs (5:00 AM – 9:00 PM)
No. of trips per day 30 trips
48

INFLOW:
Total Income per Day= Fare*No. Pax* No. trips
= Php 20.00*50 pax*30 trips
Total Income per Day =Php 30,000.00
Total Income in 1 Year = Total Income per day * 365 days
= Php 30,000.00* 365 days
Total Income in 1 Year = P 10,950,000
OUTFLOW:
Wages per month = No. of crew* Rate/Shift * No. of days
Where, No. of Crew=8 (4 -AM & 4 -PM)
Rate per Shift= Php 350.00
No. of Days=365 days
Wages per month (Officers) = 4*900*365
Wages per month (Officers) = Php 1,314,000/year
Wages per month (Crew) = 4*350*365
Wages per month (Crew) = Php 511,000/year
49

Terminal fee: Php 5,000/month
Terminal fee: Php 150,000/year
Maintenance: Php 150,000/year
Fuel Consumption: Php 7,920/day
Fuel Consumption: Php 2,890,800/year
NET PROFIT:
Net profit = Gross Profit– Operating Expenses
Net profit = Php 10,950,000 – (Php 1,314,000 + 511,000 + 150,000 + 150,000 +
2,890,800)
Net profit = Php 5,934,200
RETURN OF INVESTEMENT PER YEAR:
!"# %&'()#*+',# -( ./0",#1"/#

ROI =
+',# -( ./0",#1"/#
2,456,788 – 5,424,:88
ROI = Php ( ) * 100
5,424,888
ROI = 49.89 %
50

Chapter 5
CONCLUSION AND RECOMMENDATION
5.1 Conclusion
Today’s generation is competing against modernization, and the existing
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
investment for a shorter time.
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
enchancing this study should:
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
maintain to be a costwise vessel.
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
DISPLACEMENT 15 30 45 60 75 90 105 120 135 150 165 TONNES

KB 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 METERS
COEFFICIENTS 0.2 0.4 0.6 0.8 1.0
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
1 4 1
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
∑ƒ(A) ∑ƒ(A)9.2172 13.5469

9.2172 34.2072
13.5469 34.2072 ∑ƒ(V)h 97.612 ∑ƒ(M)A
∑ƒ(V)h -114.2753
97.612 ∑ƒ(M)A -114.2753
SM SM 1 41 14 1 ∑ƒ(V)s 97.612 ∑ƒ(M)F
∑ƒ(V)s 90.1595
97.612 ∑ƒ(M)F 90.1595
ƒ(V) ƒ(V)9.2172 54.1876
9.2172 34.2072
54.1876 34.2072 CFWD 44.0728 Net
CFWD
∑ƒ(M) 44.0728 Net ∑ƒ(M) -24.1158
-24.1158
ƒ(M) ƒ(M) 0 54.1876
0 68.4144
54.1876 68.4144 CFWD -70.126 CFWD -70.126
∑f(M) ∑f(M) 122.602 122.602 LWL 16.5 Total
LWL f(M) -94.2418
16.5 Total f(M) -94.2418
CFWD CFWD 48.9956 48.9956 WL sp(s) 0.4 Sta.
WLSP(h)
sp(s) 1.65
0.4 Sta. SP(h) 1.65
∑f(M)-WL4 ∑f(M)-WL4 171.5976 171.5976 dWL 1.6 BWL
dWL 6.795
1.6 BWL 6.795
TABLE B- 2
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
∑ƒ(A) 34.2072 ∑ƒ(M)A -46.2937Total ∑ƒ(I)L 212.7704 Total ∑ƒ(I)T61.94258

∑ƒ(M)F 23.1479
Net ∑ƒ(M) -23.1458
58

TABLE C- 2
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
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
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
1 4 1
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
∑ƒ(A) ∑ƒ(A)34.2072 34.2072

35.714 37.9389
35.714 37.9389 ∑ƒ(V)h 215.0021∑ƒ(M)A
∑ƒ(V)h -284.4085
215.0021 ∑ƒ(M)A -284.4085
SM SM 1 14 41 1 ∑ƒ(V)s 215.0021∑ƒ(M)F
∑ƒ(V)s 152.2956
215.0021 ∑ƒ(M)F 152.2956
ƒ(V) ƒ(V)34.2072 34.2072
142.856 142.856
37.9389 37.9389 CFWD 141.6848 Net
CFWD
∑ƒ(M) 141.6848 Net ∑ƒ(M) -132.1129
-132.1129
ƒ(M) ƒ(M) 0 142.856
0 142.856
75.8778 75.8778 CFWD -94.2418 CFWD -94.2418
∑f(M) ∑f(M) 218.7338 218.7338 LWL 16.5 Total
LWL f(M) -226.3547
16.5 Total f(M) -226.3547
WLSP(h)
sp(s) 1.65
0.4 Sta. SP(h) 1.65
∑f(M)-WL6 ∑f(M)-WL6 390.3314 390.3314 dWL 2.4 BWL
dWL 6.795
2.4 BWL 6.795
TABLE B- 3
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
∑ƒ(A) 37.9389 ∑ƒ(M)A -48.9452Total ∑ƒ(I)L 228.7185 Total ∑ƒ(I)T86.21929

∑ƒ(M)F 26.5093
Net ∑ƒ(M) -22.4359
60

TABLE C- 3
4 KB 1.366857674
5 LCB -1.04709552
6 Area of midship section at WL6 2.701706667
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
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
1 4 1
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
∑ƒ(A) ∑ƒ(A)37.9389 37.9389

41.0794 41.0794
53.0839 53.0839 ∑ƒ(V)h ∑ƒ(M)A
∑ƒ(V)h
255.3404 -310.2494
255.3404 ∑ƒ(M)A -310.2494
SM SM 1 14 41 1 ∑ƒ(V)s ∑ƒ(M)F
∑ƒ(V)s
255.3404 255.3404
177.3778 ∑ƒ(M)F 177.3778
ƒ(V) ƒ(V)37.9389 164.3176
37.9389 164.3176
53.0839 53.0839 CFWD 356.6869 Net
CFWD
∑ƒ(M) 356.6869 Net ∑ƒ(M) -132.8716
-132.8716
ƒ(M) ƒ(M) 0 164.3176
0 164.3176
106.1678 106.1678 CFWD -226.3547 CFWD -226.3547
∑f(M) ∑f(M) 270.4854 270.4854 LWL 16.5 Total
LWL f(M) -359.2263
16.5 Total f(M) -359.2263
WL SP(h)
sp(s) 1.65
0.4 Sta. SP(h) 1.65
∑f(M)-WL8 ∑f(M)-WL8 660.8168 660.8168 dWL 3.2 dWL
BWL 6.795
3.2 BWL 6.795
TABLE B-4
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
4 KB 1.798744814
5 LCB -0.968459079
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
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
1 4 1
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
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
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
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
4 KB 2.224956328
5 LCB -0.520813824
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
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
FP STA. 9 STA. 8 STA. 1 STA. 2 STA. 7 STA. 3 STA. 4

WL 10.
STA. 5
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)
AP 1 273687.905 273687.905 3140.55546 859532044.4
1 4 472454.913 1889819.652 3188.61945 6025915699
2 2 531450.753 1062901.506 3211.25868 3413251687
3 4 520538.138 2082152.552 3212.40552 6688718352
4 2 476254.325 952508.65 3197.60081 3045742431
5 4 417510.358 1670041.432 3174.87194 5302167681
6 2 345796.8 691593.6 3144.5719 2174765801
7 4 271951.037 1087804.148 3111.60745 3384819491
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
Total f(V) 9710509.445 Total f(M) 30894913186

TOTAL f(V) 9.710509445 TOTAL f(M) 30.89491319
DISPLACEMENT 5.4742997
MOMENT ARM 3.181595503
WATERLINE 2
15
AP 1 273729.764 273729.764 3140.25017 859579937.9
1 4 472454.913 1889819.652 3188.61945 6025915699
2 2 608617.556 1217235.112 3225.89331 3926670604
3 4 701195.676 2804782.704 3249.33176 9113669520
4 2 679302.681 1358605.362 3242.09711 4404730518
5 4 603492.995 2413971.98 3217.02479 7765807702
6 2 496075.581 992151.162 3180.43719 3155474454
7 4 378543.709 1514174.836 3138.90589 4752852311
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
Total f(V) 12464470.57 Total f(M) 40004700747

TOTAL f(V) 12.46447057 TOTAL f(M) 40.00470075
DISPLACEMENT 67 7.026845285

WATERLINE 3
15
AP 1 763521.897 763521.897 1049.48935 801308099.4
1 4 790564.773 3162259.092 1694.21173 5357536447
2 2 820357.519 1640715.038 2099.57255 3444800256
3 4 1008919.07 4035676.28 2457.47496 9917573405
4 2 1023469.11 2046938.22 2517.15458 5152459915
5 4 945468.462 3781873.848 2484.9172 9397643373
6 2 876894.22 1753788.44 2237.85785 3924729228
7 4 877230.024 3508920.096 1674.81339 5876786361
8 2 219976.684 439953.368 409.628579 180217473
9 4 112420.375 449681.5 342.164363 153864984
FP 1 0 0 0 0
Total f(V) 21583327.78 Total f(M) 44206919542

TOTAL f(V) 21.58332778 TOTAL f(M) 44.20691954
WATERLINE 4
15
AP 1 1762398.34 1762398.34 402.43272 709246757.7
1 4 1794235.61 7176942.44 672.83063 4828866703
2 2 1710357.19 3420714.38 946.405704 3237383601
3 4 2002483.06 8009932.24 1493.0594 11959304624
4 2 2030230.97 4060461.94 1600.18347 6497484077
5 4 1935148.49 7740593.96 1600.84646 12391502439
6 2 1885524.09 3771048.18 1367.48981 5156869959
7 4 1740824.16 6963296.64 1072.92861 7471120185
8 2 706011.912 1412023.824 420.390339 593601174
9 4 436544.403 1746177.612 395.307896 690277797.8
FP 1 60301.5108 60301.5108 404.833771 24412088.01
Total f(V) 46123891.07 Total f(M) 53560069407

TOTAL f(V) 46.12389107 TOTAL f(M) 53.56006941
68

WATERLINE 5
15
AP 1 2652573.55 2652573.55 431.34906 1144185107
1 4 2905102.82 11620411.28 439.77152 5110325932
2 2 2873455.56 5746911.12 529.56498 3043362872
3 4 3388726.87 13554907.48 1057.58115 14335414641
4 2 3467219.32 6934438.64 1186.85598 8230179968
5 4 3350971.55 13403886.2 1206.88974 16177012731
6 2 3137468.61 6274937.22 1084.80614 6807090424
7 4 2705137.61 10820550.44 893.654212 9669830477
8 2 1320067.39 2640134.78 591.829452 1562509520
9 4 842735.887 3370943.548 446.204201 1504129172
FP 1 222289.633 222289.633 469.791107 104429692.8
Total f(V) 77241983.89 Total f(M) 67688470537

TOTAL f(V) 77.24198389 TOTAL f(M) 67.68847054
WATERLINE 6
15
AP 1 3548637.64 3548637.64 470.99604 1671394276
1 4 3881443.19 15525772.76 477.68584 7416441803
2 2 3952153.88 7904307.76 487.70032 3854933424
3 4 4846965.34 19387861.36 933.334011 18095350408
4 2 5040072.02 10080144.04 1068.47826 10770414764
5 4 4907542.53 19630170.12 1091.72168 21430682302
6 2 4541687.09 9083374.18 1024.05474 9301872384
7 4 3782203.51 15128814.04 875.006154 13237805388
8 2 1985009.59 3970019.18 728.594055 2892532373
9 4 1256245.39 5024981.56 487.503934 2449698279
FP 1 407819.44 407819.44 521.455563 212659715.7
Total f(V) 109691902.1 Total f(M) 91333785116

TOTAL f(V) 109.6919021 TOTAL f(M) 91.33378512
69

WATERLINE 7
15
AP 1 4462875.19 4462875.19 521.50179 2327397400
1 4 4879193.69 19516774.76 527.111282 10287512164
2 2 5077851.71 10155703.42 588.594918 5977595422
3 4 6406194.45 25624777.8 926.016833 23728975585
4 2 6764198.88 13528397.76 1055.19395 14275083470
5 4 6616719.92 26466879.68 1076.3194 28486816057
6 2 6122636.4 12245272.8 1046.01814 12808777478
7 4 5042838.47 20171353.88 940.983418 18980909520
8 2 2761789.32 5523578.64 902.307217 4983964871
9 4 1651674.21 6606696.84 577.228243 3813572009
FP 1 482909.338 482909.338 541.261926 261380438.4
Total f(V) 144785220.1 Total f(M) 1.25932E+11

TOTAL f(V) 144.7852201 TOTAL f(M) 125.9319844
WATERLINE 8
15
AP 1 5390725.02 5390725.02 573.525509 3091718311
1 4 5925543.07 23702172.28 589.449716 13971238719
2 2 6336524.36 12673048.72 706.142806 8948982184
3 4 8172167.42 32688669.68 936.200399 30603145597
4 2 8678185.15 17356370.3 1060.1674 18400657974
5 4 8529481.08 34117924.32 1076.92169 36742332718
6 2 7936446.19 15872892.38 1076.57454 17088351812
7 4 6616567.34 26466269.36 1027.91009 27204945320
8 2 3953356.81 7906713.62 1072.03196 8476249699
9 4 2428699.09 9714796.36 823.001045 7995287556
FP 1 735780.417 735780.417 714.64108 525818911.8

TOTAL f(V) 186.6253625 TOTAL f(M) 173.0487288
70

WATERLINE 9
15
AP 1 6333740.91 6333740.91 623.155411 3946904920
1 4 7030749.59 28122998.36 655.550278 18436039393
2 2 7633561.55 15267123.1 761.145359 11620499893
3 4 9810294.28 39241177.12 876.79289 34406385094
4 2 10395073.2 20790146.4 959.5647 19949490593
5 4 10244619.4 40978477.6 971.292694 39802095904
6 2 9589833.66 19179667.32 981.671167 18828126401
7 4 8131249.62 32524998.48 968.986609 31516287985
8 2 5292926.85 10585853.7 1043.17957 11042946311
9 4 3468501.72 13874006.88 964.574417 13382512098
FP 1 1495386.91 1495386.91 958.781857 1433749839

TOTAL f(V) 228.3935768 TOTAL f(M) 204.3650384
WATERLINE 10
15
AP 1 6908500.69 6908500.69 622.729431 4302126704
1 4 7708045.77 30832183.08 639.543732 19718529433
2 2 8526308.11 17052616.22 697.738398 11898265123
3 4 10970565 43882260 761.207607 33403510124
4 2 11676562.7 23353125.4 812.513112 18974720594
5 4 11528247 46112988 820.265613 37824898369
6 2 10847014.6 21694029.2 827.14209 17944044653
7 4 9294450.53 37177802.12 819.325058 30460704878
8 2 6295316.43 12590632.86 875.082313 11017840125
9 4 4253184.9 17012739.6 840.150548 14293262498
FP 1 2051447.67 2051447.67 872.663673 1790223859

TOTAL f(V) 258.6683248 TOTAL f(M) 201.6281264
71

WATERLINE 1
30
AP 1 273687.905 273687.905 2931.38495 802284605.7
1 4 472454.94 1889819.76 3024.51767 5715793257
2 2 608617.555 1217235.11 3100.28708 3773778285
3 4 879732.262 3518929.048 3181.88216 11196817560
4 2 912025.727 1824051.454 3251.92496 5931678452
5 4 843394.567 3373578.268 3243.36597 10941748952
6 2 695945.604 1391891.208 3201.60461 4456285308
7 4 514423.779 2057695.116 3138.16622 6457389304
8 2 0 0 0 0
9 4 0 0 0 0
FP 1 0 0 0 0
Total f(V) 15546887.87 Total f(M) 49275775723

TOTAL f(V) 15.54688787 TOTAL f(M) 49.27577572
WATERLINE 2
30
AP 1 273729.764 273729.764 2297.06697 628775599.6
1 4 575935.545 2303742.18 2742.0399 6316952977
2 2 658753.873 1317507.746 2979.48431 3925493658
3 4 1092141.19 4368564.76 3186.15201 13918911391
4 2 1169932.2 2339864.4 3274.75383 7662479906
5 4 1106695.7 4426782.8 3274.71365 14496446061
6 2 930737.365 1861474.73 3178.36919 5916453930
7 4 716725.064 2866900.256 2976.22356 8532536086
8 2 31665.8101 63331.6202 1505.39735 95339253.22
9 4 0 0 0 0
FP 1 0 0 0 0
Total f(V) 19821898.26 Total f(M) 61493388860

TOTAL f(V) 19.82189826 TOTAL f(M) 61.49338886
72

WATERLINE 3
30
AP 1 1010071.4 1010071.4 1622.13677 1638473958
1 4 1070126.41 4280505.64 2073.51622 8875697874
2 2 1076017.01 2152034.02 2358.9712 5076586275
3 4 1698544.74 6794178.96 2824.63749 19191092604
4 2 1863338.97 3726677.94 2963.3497 11043449955
5 4 1800756.21 7203024.84 2955.40359 21287845471
6 2 1624296.1 3248592.2 2752.60493 8942090905
7 4 1365680.73 5462722.92 2312.61213 12633159288
8 2 484619.529 969239.058 1253.50122 1214942342
9 4 223852.011 895408.044 709.020889 634863007.4
FP 1 4039.39096 4039.39096 689.289245 2784308.745
Total f(V) 35746494.41 Total f(M) 90540985989

TOTAL f(V) 35.74649441 TOTAL f(M) 90.54098599
WATERLINE 4
30
AP 1 1907408.95 1907408.95 1296.92572 2473767726
1 4 1942843.64 7771374.56 1614.43977 12546416157
2 2 1893544.6 3787089.2 1849.3268 7003565552
3 4 2758635.08 11034540.32 2431.6948 26832634317
4 2 3047675.17 6095350.34 2620.70217 15974097863
5 4 2981179.59 11924718.36 2607.47348 31093386880
6 2 2815445.47 5630890.94 2386.62652 13438833649
7 4 2375747.16 9502988.64 2015.57377 19153974639
8 2 1163829.91 2327659.82 1297.3906 3019883970
9 4 626349.569 2505398.276 819.915269 2054214301
FP 1 128516.297 128516.297 846.482085 108786743

TOTAL f(V) 62.6159357 TOTAL f(M) 133.6995618
73

WATERLINE 5
30
AP 1 3061175.98 3061175.98 1015.77553 3109467654
1 4 3172047.88 12688191.52 1223.68831 15526391638
2 2 3222150.34 6444300.68 1450.54011 9347716617
3 4 4331467.88 17325871.52 2038.98645 35327217264
4 2 4751000.62 9502001.24 2275.37612 21620626714
5 4 4671386.32 18685545.28 2273.55766 42482664603
6 2 4399627.92 8799255.84 2139.29578 18824210886
7 4 3660117.5 14640470 1876.94255 27479321095
8 2 1996322.95 3992645.9 1477.33427 5898472616
9 4 1102835.73 4411342.92 966.048514 4261571273
FP 1 330687.939 330687.939 968.873119 320394654.9

TOTAL f(V) 99.88148882 TOTAL f(M) 184.198055
WATERLINE 6
30
AP 1 4197888.47 4197888.47 993.881558 4172203933
1 4 4533391.23 18133564.92 1072.27747 19444213114
2 2 4807029.76 9614059.52 1332.78668 12813490469
3 4 6101165.46 24404661.84 1846.57967 45065152407
4 2 6529495.47 13058990.94 2064.18084 26956118888
5 4 6423643.58 25694574.32 2075.95545 53340791595
6 2 6060440.52 12120881.04 2006.86727 24324999443
7 4 5121375.44 20485501.76 1850.11268 37900486562
8 2 3049261.34 6098522.68 1700.36855 10369736167
9 4 1696885.83 6787543.32 1234.43382 8378773029
FP 1 482820.263 482820.263 1045.57643 504825486.9

TOTAL f(V) 141.0790091 TOTAL f(M) 243.2707911
74

WATERLINE 7
30
AP 1 5224837.73 5224837.73 1099.51324 5744778261
1 4 5829496.16 23317984.64 1151.41558 26848690809
2 2 6341380.97 12682761.94 1317.868 16714206112
3 4 7669576.89 30678307.56 1708.21603 52405176747
4 2 8096150 16192300 1901.02944 30782039001
5 4 7970063.12 31880252.48 1919.52771 61195028037
6 2 7523082.46 15046164.92 1887.31422 28396841010
7 4 6432214.93 25728859.72 1798.52369 46273963723
8 2 4121163.46 8242326.92 1812.11994 14936084964
9 4 2625897.94 10503591.76 1813.646 19049797181
FP 1 823367.841 823367.841 1510.75023 1243903155

TOTAL f(V) 180.3207555 TOTAL f(M) 303.590509
WATERLINE 8
30
AP 1 6153286.87 6153286.87 1178.27344 7250254488
1 4 6810615.12 27242460.48 1213.64957 33062800447
2 2 7334457.19 14668914.38 1347.90312 19772275460
3 4 8892460.2 35569840.8 1594.99746 56733805729
4 2 9345312.29 18690624.58 1762.43879 32941081769
5 4 9198657.22 36794628.88 1785.21258 65686234353
6 2 8672126.22 17344252.44 1774.63754 30779761483
7 4 7444945.82 29779783.28 1721.91843 51278357671
8 2 4913584.59 9827169.18 1813.646 17823006075
9 4 3358896.22 13435584.88 1647.48914 22134980179
FP 1 1445292.53 1445292.53 1732.67434 2504221281

TOTAL f(V) 210.9518383 TOTAL f(M) 339.9667789
75

WATERLINE 9
30
AP 1 6740273.61 6740273.61 1196.51445 8064834771
1 4 7443305.37 29773221.48 1223.51658 36428030121
2 2 7989086.77 15978173.54 1342.10992 21444465212
3 4 9915575.46 39662301.84 1470.52347 58324345730
4 2 10402382 20804764 1618.68185 33676293880
5 4 10242682.5 40970730 1747.4295 71593462239
6 2 9641771.27 19283542.54 1642.83182 31679617287
7 4 8285606.62 33142426.48 1614.55672 53510327390
8 2 5553383.45 11106766.9 1733.51979 19253800224
9 4 3866316.64 15465266.56 1626.85889 25159806389
FP 1 1881446.15 1881446.15 1697.43252 3193627880

TOTAL f(V) 234.8089131 TOTAL f(M) 362.3286111
WATERLINE 10
30
AP 1 6957756.17 6957756.17 1195.91619 8320893250
1 4 7781963.05 31127852.2 1214.03128 37790186250
2 2 8559947.34 17119894.68 1295.28374 22175121210
3 4 10836262.2 43345048.8 1354.78976 58723428261
4 2 11419217.5 22838435 1476.26311 33715539081
5 4 11266458.9 45065835.6 1490.72776 67180892157
6 2 10612638 21225276 1498.81895 31812845888
7 4 9149211.09 36596844.36 1481.53194 54219393823
8 2 6265486.5 12530973 1582.12196 19825527563
9 4 4313089.36 17252357.44 1541.88182 26601096289
FP 1 2109755.19 2109755.19 1639.84025 3459661478

TOTAL f(V) 256.1700284 TOTAL f(M) 363.8245852
76

WATERLINE 1
45
AP 1 408604.749 408604.749 2183.55795 892212148.1
1 4 581734.859 2326939.436 2468.88914 5744955503
2 2 673677.157 1347354.314 2621.85101 3532562269
3 4 1452915.31 5811661.24 3138.95107 18242520268
4 2 1719875.21 3439750.42 3334.79382 11470858443
5 4 1657391.27 6629565.08 3355.88634 22248066892
6 2 1392592.01 2785184.02 3322.13079 9252745589
7 4 940707.12 3762828.48 3197.96473 12033392764
8 2 117712.173 235424.346 3628.99768 854354405.4
9 4 0 0 0 0
FP 1 0 0 0 0
Total f(V) 26747312.09 Total f(M) 84271668281

TOTAL f(V) 26.74731209 TOTAL f(M) 84.27166828
WATERLINE 2
45
AP 1 894707.681 894707.681 1819.28196 1627725544
1 4 1040476.83 4161907.32 2123.63233 8838360939
2 2 1114993.59 2229987.18 2319.67696 5172849883
3 4 2189296.36 8757185.44 3015.76802 26409639795
4 2 2619581.06 5239162.12 3266.81541 17115375549
5 4 2554029.46 10216117.84 3279.79008 33506721948
6 2 2268013.57 4536027.14 3208.50976 14553887350
7 4 1686492.78 6745971.12 2964.9079 20001183067
8 2 504390.405 1008780.81 2554.90597 2577340114
9 4 88430.7438 353722.9752 971.260028 343556986.8
FP 1 0 0 0 0

TOTAL f(V) 44.14356963 TOTAL f(M) 130.1466412
77

WATERLINE 3
45
AP 1 1702533.65 1702533.65 1674.78307 2851374533
1 4 1822866.33 7291465.32 1937.5306 14127437176
2 2 2016324.45 4032648.9 2213.88166 8927807441
3 4 3331951.28 13327805.12 2874.92119 38316389356
4 2 3791033.54 7582067.08 3091.5606 23440419851
5 4 3722083.34 14888333.36 3097.04174 46109789855
6 2 3442744.81 6885489.62 2997.88713 20641920716
7 4 2835744.37 11342977.48 2734.91886 31022123039
8 2 1413718.14 2827436.28 2336.75109 6607014809
9 4 562378.528 2249514.112 1371.9398 3086197941
FP 1 78502.0383 78502.0383 1145.0435 89888248.69

TOTAL f(V) 72.20877296 TOTAL f(M) 195.220363
WATERLINE 4
45
AP 1 2832470.13 2832470.13 1638.90271 4642142972
1 4 2990281.39 11961125.56 1877.47314 22456691963
2 2 3371501.7 6743003.4 2193.59568 14791423128
3 4 4693738.12 18774952.48 2692.60628 50553554954
4 2 5149221.23 10298442.46 2878.93687 29648565702
5 4 5076357.88 20305431.52 2879.84553 58476506198
6 2 4832510.78 9665021.56 2765.6401 26729971194
7 4 4102282.8 16409131.2 2552.38443 41882410985
8 2 2407715.64 4815431.28 2276.42531 10961969644
9 4 1260768.31 5043073.24 1756.00873 8855680635
FP 1 307604.784 307604.784 1357.89482 417694942.8

TOTAL f(V) 107.1556876 TOTAL f(M) 269.4166123
78

WATERLINE 5
45
AP 1 4075820.35 4075820.35 1704.47811 6947146567
1 4 4406926.39 17627705.56 1915.1506 33759710880
2 2 4798435.05 9596870.1 2138.65956 20524437985
3 4 6111379.29 24445517.16 2536.6883 62010657367
4 2 6566796.82 13133593.64 2702.48909 35493393525
5 4 6493865.1 25975460.4 2701.2109 70165196765
6 2 6214489.13 12428978.26 2618.80049 32549014357
7 4 5389974.77 21559899.08 2473.66517 53331971423
8 2 3596497.6 7192995.2 2299.037 16536962106
9 4 2231186.56 8924746.24 2043.50023 18237720994
FP 1 633781.534 633781.534 1894.06236 1200421748

TOTAL f(V) 145.5953675 TOTAL f(M) 350.7566337
WATERLINE 6
45
AP 1 5255610.8 5255610.8 1734.05795 9113533690
1 4 5649899.4 22599597.6 1879.27989 42470969292
2 2 6034358.14 12068716.28 2054.06163 24789887034
3 4 7344422.95 29377691.8 2402.04638 70566578241
4 2 7797227.47 15594454.94 2557.52852 39883263263
5 4 7722245.09 30888980.36 2556.31189 78961867764
6 2 7382405.35 14764810.7 2498.08171 36883703561
7 4 6439243.86 25756975.44 2392.60141 61626175755
8 2 4463996.08 8927992.16 2312.40192 20645106213
9 4 2978808.8 11915235.2 2162.24815 25763695268
FP 1 1172050.1 1172050.1 2301.58868 2697577243

TOTAL f(V) 178.3221154 TOTAL f(M) 413.4023573
79

WATERLINE 7
45
AP 1 6255252.82 6255252.82 1658.31375 10373171761
1 4 6754318.57 27017274.28 1755.93833 47440667480
2 2 7135188.19 14270376.38 1905.99214 27199225215
3 4 8436098.1 33744392.4 2236.49856 75469285011
4 2 8872245.83 17744491.66 2394.50753 42489318896
5 4 8776186.04 35104744.16 2402.35973 84334223702
6 2 8354007.2 16708014.4 2367.77097 39560751463
7 4 7264525.48 29058101.92 2293.80271 66653552932
8 2 5060400.12 10120800.24 2312.49733 23404323532
9 4 3514985.86 14059943.44 2196.83734 30887408747
FP 1 1607337.42 1607337.42 2359.62944 3792720696

TOTAL f(V) 205.6907291 TOTAL f(M) 451.6046494
WATERLINE 8
45
AP 1 6768186.92 6768186.92 1682.02975 11384291753
1 4 7457739.05 29830956.2 1705.0871 50864378597
2 2 7952641.4 15905282.8 1794.56656 28543088640
3 4 9281038.97 37124155.88 2102.28384 78045512980
4 2 9713824.5 19427649 2258.28506 43873169488
5 4 9596424.55 38385698.2 2272.90758 87247144402
6 2 9110850.82 18221701.64 2254.53348 41081436410
7 4 7916854.87 31667419.48 2201.86975 69727533014
8 2 5488491.52 10976983.04 2297.9009 25224019207
9 4 3899151.64 15596606.56 2195.27495 34238839686
FP 1 1921968.36 1921968.36 2344.78289 4506598526

TOTAL f(V) 225.8266081 TOTAL f(M) 474.7360127
80

WATERLINE 9
45
AP 1 6957832.57 6957832.57 1691.16544 11766845980
1 4 7748519.28 30994077.12 1711.99136 53061592241
2 2 8368404.79 16736809.58 1775.41239 29714739097
3 4 10153803.4 40615213.6 1954.66583 79389170202
4 2 10595641.8 21191283.6 2102.37388 44552001124
5 4 10426953.7 41707814.8 2127.51807 88734129647
6 2 9860420.94 19720841.88 2126.51325 41936631559
7 4 8554532.9 34218131.6 2094.6135 71673760394
8 2 5866868.93 11733737.86 2249.11856 26390567599
9 4 4179980.26 16719921.04 2169.98538 36281984212
FP 1 2107500.77 2107500.77 2317.59369 4884330486

TOTAL f(V) 242.7031644 TOTAL f(M) 488.3857525
WATERLINE 10
45
AP 1 6959205.8 6959205.8 1691.22978 11769616094
1 4 7837669.17 31350676.68 1712.47878 53687368553
2 2 8759254.83 17518509.66 1755.22932 30749001798
3 4 11048353.3 44193413.2 1851.74131 81834768852
4 2 11581158.6 23162317.2 1976.02502 45769318308
5 4 11422832.3 45691329.2 1994.84751 91147234283
6 2 10791749.5 21583499 2002.17339 43213907361
7 4 9366203.46 37464813.84 1985.1723 74374110660
8 2 6496633.88 12993267.76 2132.52135 27708420904
9 4 4467366.32 17869465.28 2129.0967 38045819558
FP 1 2116438.36 2116438.36 2316.08243 4901845700
Total f(V) 260902936 Total f(M) 5.03201E+11

TOTAL f(V) 260.902936 TOTAL f(M) 503.2014121
81

WATERLINE 1
60
AP 1 980335.787 980335.787 1742.78441 1708513926
1 4 1204573.56 4818294.24 2016.85207 9717786712
2 2 1252489.58 2504979.16 2084.19354 5220861383
3 4 3011080.42 12044321.68 3111.72308 37478593755
4 2 3469789.89 6939579.78 3267.84577 22677476430
5 4 3400294.03 13601176.12 3287.87023 44718902058
6 2 3044107.76 6088215.52 3284.3525 19995845864
7 4 2327531.26 9310125.04 3236.29664 30130326385
8 2 979678.786 1959357.572 3515.40191 6887929351
9 4 160999.759 643999.036 3619.20454 2330764235
FP 1 0 0 0 0

TOTAL f(V) 58.89038394 TOTAL f(M) 180.8670001
WATERLINE 2
60
AP 1 1941932.98 1941932.98 1956.57332 3799534258
1 4 2289406.65 9157626.6 2217.89952 20310695640
2 2 2770693.9 5541387.8 2539.60012 14072909122
3 4 4128349.23 16513396.92 2989.43322 49365697328
4 2 4583766.76 9167533.52 3119.63564 28599364300
5 4 4510832.06 18043328.24 3132.28029 56516761412
6 2 4178691.22 8357382.44 3089.78938 25822551508
7 4 3396234.55 13584938.2 2962.9439 40251409772
8 2 1829020.88 3658041.76 2924.19096 10696812646
9 4 836175.648 3344702.592 2499.94654 8361577672
FP 1 59615.9296 59615.9296 1403.05256 83644282.64

TOTAL f(V) 89.36988698 TOTAL f(M) 257.8809579
82

WATERLINE 3
60
AP 1 3243709.74 3243709.74 2085.64264 6765219346
1 4 3577034.03 14308136.12 2293.63997 32817712901
2 2 4015933.12 8031866.24 2508.75341 20149971818
3 4 5352558.16 21410232.64 2879.22597 61644897841
4 2 5807975.69 11615951.38 2990.62585 34738964469
5 4 5735041.86 22940167.44 2998.93006 68795957717
6 2 5458576.56 10917153.12 2936.95836 32063224123
7 4 4754782.96 19019131.84 2784.99746 52968233866
8 2 3111821.06 6223642.12 2708.0109 16853690699
9 4 1870819.58 7483278.32 1371.9398 10266607362
FP 1 569372.221 569372.221 2453.27476 1396826499

TOTAL f(V) 125.7626412 TOTAL f(M) 338.4613066
WATERLINE 4
60
AP 1 4553168.49 4553168.49 2110.00811 9607222440
1 4 4856512.33 19426049.32 2271.05638 44117653246
2 2 5257838.01 10515676.02 2439.0264 25648011427
3 4 6575224.53 26300898.12 2767.55367 72789147116
4 2 7030642.05 14061284.1 2866.81422 40311089209
5 4 6957708.99 27830835.96 2872.36078 79940201686
6 2 6708467.83 13416935.66 2808.0363 37675242368
7 4 5938096.7 23752386.8 2693.55807 63978433147
8 2 4179526.9 8359053.8 2647.04423 22126785130
9 4 2825306.89 11301227.56 2524.17925 28526324106
FP 1 1123522.77 1123522.77 2717.24255 3052883877

TOTAL f(V) 160.6410386 TOTAL f(M) 427.7729938
83

WATERLINE 5
60
AP 1 5599254.26 5599254.26 2138.54806 11974274335
1 4 5961758.7 23847034.8 2256.24584 53804773064
2 2 6351358.85 12702717.7 2391.92283 30383920470
3 4 7664350.96 30657403.84 2688.68754 82428179713
4 2 8119768.48 16239536.96 2779.05741 45130605524
5 4 8046835.24 32187340.96 2783.05769 89579226779
6 2 7731769.71 15463539.42 2739.85143 42367800593
7 4 6813151.96 27252607.84 2665.33564 72637346959
8 2 4882784 9765568 2651.93757 25897676672
9 4 3379436.97 13517747.88 2581.69046 34898640742
FP 1 1527439.25 1527439.25 2811.38838 4294224959

TOTAL f(V) 188.7601909 TOTAL f(M) 493.3966698
WATERLINE 6
60
AP 1 6284745.32 6284745.32 2175.61607 13673192914
1 4 6724715.67 26898862.68 2270.5208 61074427211
2 2 7112399.93 14224799.86 2386.7608 33951194694
3 4 8426248.98 33704995.92 2661.11269 89692792359
4 2 8881680.31 17763360.62 2745.1474 48763043221
5 4 8808746.49 35234985.96 2748.52087 96844094265
6 2 8415328.41 16830656.82 2718.88893 45760686513
7 4 7350281 29401124 2665.78863 78377182068
8 2 5336093.44 10672186.88 2662.79339 28417828681
9 4 3775396.32 15101585.28 2610.04058 39415750403
FP 1 1835669.53 1835669.53 2836.78054 5207391601

TOTAL f(V) 207.9529729 TOTAL f(M) 541.1775839
84

WATERLINE 7
60
AP 1 6694512.96 6694512.96 2174.46849 14557007487
1 4 7211184.46 28844737.84 2259.43331 65172761494
2 2 7594460.92 15188921.84 2368.22296 35970753439
3 4 8903982.34 35615929.36 2634.18235 93818852499
4 2 9354263.83 18708527.66 2716.38015 50819473171
5 4 9277283.44 37109133.76 2720.03751 1.00938E+11
6 2 8858368.81 17716737.62 2692.77277 47707148636
7 4 7747725.99 30990903.96 2641.90857 81875134764
8 2 5645278.51 11290557.02 2666.45059 30105712427
9 4 4044557.01 16178228.04 2621.38262 42409325806
FP 1 2048213.6 2048213.6 2838.41964 5813689709

TOTAL f(V) 220.3864037 TOTAL f(M) 569.1880952
WATERLINE 8
60
AP 1 6953852.25 6953852.25 2073.80091 14420905124
1 4 7722771.26 30891085.04 2134.61753 65940651647
2 2 8215736.6 16431473.2 2230.95789 36657924780
3 4 9522841.02 38091364.08 2501.99809 95304520174
4 2 9958167.85 19916335.7 2589.66614 51576660195
5 4 9856269.54 39425078.16 2600.12842 1.0251E+11
6 2 9400301.95 18800603.9 2581.91676 48541594308
7 4 8241111.41 32964445.64 2538.25365 83672124466
8 2 5895860.76 11791721.52 2660.36436 31370275675
9 4 428377.49 1713509.96 2616.86899 4484031078
FP 1 2116438.36 2116438.36 2836.61007 6003510365

TOTAL f(V) 219.0959078 TOTAL f(M) 540.482464
85

WATERLINE 9
60
AP 1 6959205.8 6959205.8 2071.325 14414776954
1 4 7837669.17 31350676.68 2097.34959 65753328881
2 2 8800738.14 17601476.28 2153.82342 37910471838
3 4 10793097.2 43172388.8 2316.63961 1.00015E+11
4 2 11202660.2 22405320.4 2408.00583 53952142146
5 4 11051636.7 44206546.8 2427.9955 1.07333E+11
6 2 10512535.7 21025071.4 2425.52273 50996788581
7 4 9227917.4 36911669.6 2400.74518 88615512878
8 2 6514662.73 13029325.46 2582.50586 33648309352
9 4 4485409.97 17941639.88 2604.60095 46730812276
FP 1 2116438.36 2116438.36 2836.61007 6003510365

TOTAL f(V) 256.7197595 TOTAL f(M) 605.3738159
WATERLINE 10
60
AP 1 6959205.8 6959205.8 2071.325 14414776954
1 4 7837669.16 31350676.64 2097.34959 65753328797
2 2 8835809.44 17671618.88 2154.50852 38073653439
3 4 11471552.9 45886211.6 2266.71156 1.04011E+11
4 2 12074336.7 24148673.4 2327.40704 56203792478
5 4 11918740.1 47674960.4 2346.7584 1.11882E+11
6 2 11273135.9 22546271.8 2359.20231 53191216512
7 4 9789056.2 39156224.8 2359.59384 92392786836
8 2 6750859.01 13501718.02 2565.67363 34641001884
9 4 4485417.8 17941671.2 2604.60086 46730892237
FP 1 2116438.36 2116438.36 2836.61007 6003510365

TOTAL f(V) 268.9536709 TOTAL f(M) 623.2973796
86

WATERLINE 1
75
AP 1 2689166.98 2689166.98 2303.34125 6194069233
1 4 3113179.93 12452719.72 2431.98748 30284858451
2 2 3605624.21 7211248.42 2643.39458 19062174988
3 4 4967848.32 19871393.28 2868.13229 56993784714
4 2 5423265.85 10846531.7 2957.4606 32078190149
5 4 5350329.87 21401319.48 2974.60611 63660495687
6 2 5004694.48 10009388.96 2966.57307 29693583736
7 4 4189015.7 16756062.8 2920.1946 48930964106
8 2 2596080.24 5192160.48 3060.28799 15889506359
9 4 1460129.26 5840517.04 2975.10573 17376155712
FP 1 416030.496 416030.496 3356.4669 1396392589

TOTAL f(V) 112.6865394 TOTAL f(M) 321.5601757
WATERLINE 2
75
AP 1 3904166.9 3904166.9 2351.09373 9179062319
1 4 4267634.82 17070539.28 2459.16847 41979331963
2 2 4722075.3 9444150.6 2628.39918 24822997693
3 4 6065444.02 24261776.08 2820.25195 68424321300
4 2 6520861.55 13041723.1 2897.88843 37793458479
5 4 6447926.34 25791705.36 2911.44106 75091029993
6 2 6152208.27 12304416.54 2887.22112 35525571304
7 4 5421278.39 21685113.56 2809.94799 60934041261
8 2 3817435.13 7634870.26 2864.6534 21871257049
9 4 2607499.55 10429998.2 2783.20082 29028779543
FP 1 1171786.26 1171786.26 2989.86603 3503483933

TOTAL f(V) 146.7402461 TOTAL f(M) 408.1533348
87

WATERLINE 3
75
AP 1 5117931.12 5117931.12 2351.11496 12032844420
1 4 5422089.88 21688359.52 2451.95453 53178871373
2 2 5838526.47 11677052.94 2598.64355 30344498306
3 4 7163039.72 28652158.88 2770.62188 79384298302
4 2 7618457.25 15236914.5 2840.04002 43273446961
5 4 7545522.81 30182091.24 2851.06169 86051004058
6 2 7298954.29 14597908.58 2816.16381 41110101845
7 4 6567856.22 26271424.88 2743.97012 72088004881
8 2 4822173.86 9644347.72 2809.94197 27100057432
9 4 3387870.77 13551483.08 2794.73369 37872786313
FP 1 1564803.99 1564803.99 3079.65254 4819052582

TOTAL f(V) 178.1844765 TOTAL f(M) 487.2549665
WATERLINE 4
75
AP 1 6149376.8 6149376.8 2368.85436 14566978044
1 4 6504161.39 26016645.56 2444.11168 63587587288
2 2 6894734.51 13789469.02 2574.05951 35494913869
3 4 8207618.86 32830475.44 2730.23428 89634889475
4 2 8663036.38 17326072.76 2793.4025 48398694963
5 4 8590102.33 34360409.32 2802.69046 96301591403
6 2 8281681.85 16563363.7 2781.18708 46065813124
7 4 7309798.11 29239192.44 2748.50386 80364033285
8 2 5323396.93 10646793.86 2838.23502 30218103184
9 4 3779003.97 15116015.88 2844.02353 42990304843
FP 1 1854314.59 1854314.59 3129.53854 5803148975

TOTAL f(V) 203.8921294 TOTAL f(M) 553.4260585
88

WATERLINE 5
75
AP 1 6645179.01 6645179.01 2415.06451 16048535990
1 4 7129451.44 28517805.76 2477.90135 70664309392
2 2 7517129.53 15034259.06 2595.63252 39023411730
3 4 8829987.96 35319951.84 2737.52448 96689232794
4 2 9282588.71 18565177.42 2796.17737 51911528972
5 4 9207534.12 36830136.48 2804.91025 1.03305E+11
6 2 8791678.52 17583357.04 2793.08525 49111815194
7 4 7687421.57 30749686.28 2769.53305 85162272430
8 2 5639307.68 11278615.36 2861.64762 32275422802
9 4 4045242.42 16180969.68 2875.30291 46525189208
FP 1 2054513.86 2054513.86 3156.24219 6484543325

TOTAL f(V) 218.7596518 TOTAL f(M) 597.2014892
WATERLINE 6
75
AP 1 6685517.89 6685517.89 2420.99751 16185622165
1 4 7345735 29382940 2500.84478 73482172120
2 2 7735635.78 15471271.56 2614.2182 40445279689
3 4 9047639.1 36190556.4 2749.96746 99522852459
4 2 9499274.84 18998549.68 2806.67021 53322663420
5 4 9422515.58 37690062.32 2815.27903 1.06108E+11
6 2 9002853.52 18005707.04 2804.20366 50491669582
7 4 7890817.1 31563268.4 2782.72962 87832041881
8 2 5832870.77 11665741.54 2876.08618 33551678023
9 4 4226612.26 16906449.04 2894.04107 48927957870
FP 1 2116438.36 2116438.36 3163.82743 6696045737

TOTAL f(V) 224.6765022 TOTAL f(M) 616.566025
89

WATERLINE 7
75
AP 1 6685517.89 6685517.89 2420.99751 16185622165
1 4 7365214.24 29460856.96 2503.09096 73743204730
2 2 8127034.87 16254069.74 2629.52392 42740465179
3 4 9445564.65 37782258.6 2756.9966 1.04166E+11
4 2 9889275.07 19778550.14 2811.44766 55606358509
5 4 9803841.77 39215367.08 2821.1267 1.10632E+11
6 2 9374583.89 18749167.78 2810.11931 52687398425
7 4 8251767.87 33007071.48 2790.86271 92118204960
8 2 6181390.51 12362781.02 2882.31146 35633385411
9 4 4484371.01 17937484.04 2904.94976 52107489957
FP 1 2116438.36 2116438.36 3163.82743 6696045737

TOTAL f(V) 233.3495631 TOTAL f(M) 642.3152527
WATERLINE 8
75
AP 1 6861360.43 6861360.43 2348.21303 16111935965
1 4 7616519.36 30466077.44 2410.38327 73434923364
2 2 8496110.21 16992220.42 2543.3955 43217936951
3 4 10450212.8 41800851.2 2652.4962 1.10877E+11
4 2 10899380.3 21798760.6 2704.90784 58963638449
5 4 10809199.9 43236799.6 2712.62704 1.17285E+11
6 2 10363860.8 20727721.6 2701.9924 56006146233
7 4 9212035.26 36848141.04 2677.42057 98657970787
8 2 6715334.37 13430668.74 2860.36072 38416557307
9 4 4485417.8 17941671.2 2905.05279 52121501977
FP 1 2116438.36 2116438.36 3163.82742 6696045716

TOTAL f(V) 252.2207106 TOTAL f(M) 671.7885674
90

WATERLINE 9
75
AP 1 6959205.8 6959205.8 2310.26284 16077594556
1 4 7837669.14 31350676.56 2339.28952 73338309122
2 2 8835809.44 17671618.88 2448.96341 43277148033
3 4 11564589.3 46258357.2 2526.01168 1.16849E+11
4 2 12247761.1 24495522.2 2574.21896 63056837682
5 4 12093087.2 48372348.8 2593.77859 1.25467E+11
6 2 11464973.1 22929946.2 2609.53072 59836399017
7 4 9934919.32 39739677.28 2623.89024 1.04273E+11
8 2 6756787.28 13513574.56 2861.31584 38666604944
9 4 4485417.8 17941671.2 2905.05479 52121537860
FP 1 2116438.36 2116438.36 3163.82743 6696045737

TOTAL f(V) 271.349037 TOTAL f(M) 699.6593416
WATERLINE 10
75
AP 1 6959205.8 6959205.8 2310.26284 16077594556
1 4 7837669.48 31350677.92 2339.2895 73338311676
2 2 8835809.44 17671618.88 2448.96341 43277148033
3 4 11565157.9 46260631.6 2525.9122 1.1685E+11
4 2 12475992.9 24951985.8 2573.9276 64224604925
5 4 12330118.9 49320475.6 2593.56799 1.27916E+11
6 2 11623452.5 23246905 2611.3642 60706135478
7 4 9948102.04 39792408.16 2624.46036 1.04434E+11
8 2 6756787.28 13513574.56 2861.31583 38666604808
9 4 4485417.8 17941671.2 2905.05479 52121537860
FP 1 2116438.36 2116438.36 3163.82743 6696045737

TOTAL f(V) 273.1255929 TOTAL f(M) 704.3078814
91

WATERLINE 1
90
AP 1 4634846.41 4634846.41 2425.40502 11241379750
1 4 5016511 20066044 2460.76731 49377865116
2 2 5479446.28 10958892.56 2515.56533 27567810179
3 4 6826192.43 27304769.72 2582.02123 70501495097
4 2 7281609.95 14563219.9 2665.26663 38814864025
5 4 7208673.66 28834694.64 2682.66132 77353719985
6 2 6902802.54 13805605.08 2688.42655 37115355236
7 4 6145737.47 24582949.88 2676.77978 65803143172
8 2 4555776.04 9111552.08 2842.42821 25898932669
9 4 3371654.25 13486617 2855.07355 38505283476
FP 1 1661514.32 1661514.32 3159.15523 5248981654

TOTAL f(V) 169.0107056 TOTAL f(M) 447.4288304
WATERLINE 2
90
AP 1 5808446.22 5808446.22 2445.88059 14206765868
1 4 6131629.06 24526516.24 2486.06084 60974411566
2 2 6557855.27 13115710.54 2530.20018 33185373169
3 4 7886388.46 31545553.84 2588.11179 81643419815
4 2 8341805.99 16683611.98 2665.67739 44473127239
5 4 8268870.44 33075481.76 2680.84514 88670244529
6 2 8011215.74 16022431.48 2677.33011 42897338237
7 4 7301469.58 29205878.32 2656.18503 77576216782
8 2 5405297.18 10810594.36 2831.07433 30605596185
9 4 3864376.5 15457506 2899.56442 44820034420
FP 1 1933018.67 1933018.67 3228.20484 6240180226

TOTAL f(V) 198.1847494 TOTAL f(M) 525.292708
92

WATERLINE 3
90
AP 1 6685517.89 6685517.89 2472.00506 16526634053
1 4 7192129.27 28768517.08 2510.31827 72218134027
2 2 7579807.11 15159614.22 2547.31662 38616337255
3 4 8893630.76 35574523.04 2598.21907 92430404169
4 2 9348919.73 18697839.46 2671.36914 49948831318
5 4 9275856.41 37103425.64 2684.93236 99620188168
6 2 8865420.97 17730841.94 2689.37435 47684871517
7 4 7761182.89 31044731.56 2693.314 83613210137
8 2 5709365.12 11418730.24 2872.17992 32796647707
9 4 4109028.47 16436113.88 2945.97231 48420336374
FP 1 2107680.08 2107680.08 3273.08826 6898622926

TOTAL f(V) 220.727535 TOTAL f(M) 588.7742177
WATERLINE 4
90
AP 1 6685517.89 6685517.89 2472.00506 16526634053
1 4 7365214.24 29460856.96 2537.49855 74756881818
2 2 7799807.62 15599615.24 2577.9742 40215405619
3 4 9111742.87 36446971.48 2623.12032 95604791492
4 2 9563292.96 19126585.92 2694.19633 51530777591
5 4 9486427.16 37945708.64 2707.44766 1.02736E+11
6 2 9066633.97 18133267.94 2712.34557 49183688967
7 4 7954436.72 31817746.88 2718.77253 86505216184
8 2 5896294.02 11792588.04 2900.0604 34199217588
9 4 4289794.86 17159179.44 2980.25627 51138752114
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 226.2844768 TOTAL f(M) 609.3296421
93

WATERLINE 5
90
AP 1 6685517.89 6685517.89 2472.00506 16526634053
1 4 7365214.13 29460856.52 2537.49853 74756880112
2 2 8152720.22 16305440.44 2617.97756 42687277178
3 4 9460508.51 37842034.04 2655.72596 1.00498E+11
4 2 9907508.04 19815016.08 2724.0947 53977980284
5 4 9825603.93 39302415.72 2736.92706 1.07568E+11
6 2 9400166.6 18800333.2 2742.73899 51564406893
7 4 8281547.27 33126189.08 2752.6921 91186198984
8 2 6215921.97 12431843.94 2935.41349 36492602407
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 233.8277565 TOTAL f(M) 636.1503402
WATERLINE 6
90
AP 1 6685517.89 6685517.89 2472.00506 16526634053
1 4 7365214.24 29460856.96 2537.49855 74756881818
2 2 8227191.97 16454383.94 2624.3039 43181303946
3 4 9993538.59 39974154.36 2688.9583 1.07489E+11
4 2 10432150.4 20864300.8 2754.59252 57472646919
5 4 10340780.1 41363120.4 2767.09286 1.14456E+11
6 2 9904433.76 19808867.52 2773.96796 54949163824
7 4 8771925.42 35087701.68 2787.41532 97803997206
8 2 6666240.07 13332480.14 2966.80642 39554887674
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 243.0894933 TOTAL f(M) 667.0823877
94

WATERLINE 7
90
AP 1 6685517.89 6685517.89 2472.00506 16526634053
1 4 7365214.24 29460856.96 2537.49855 74756881818
2 2 8227191.97 16454383.94 2624.3039 43181303946
3 4 10609164.1 42436656.4 2701.0581 1.14624E+11
4 2 11175688.4 22351376.8 2774.5868 62015835031
5 4 11083646.6 44334586.4 2786.21045 1.23525E+11
6 2 10647753.5 21295507 2792.96761 59477661290
7 4 9429623.65 37718494.6 2803.16983 1.05731E+11
8 2 6756787.26 13513574.52 2962.25213 40030614906
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 254.3090641 TOTAL f(M) 700.7620825
WATERLINE 8
90
AP 1 6863675.88 6863675.88 2419.0728 16603731629
1 4 7668836.38 30675345.52 2461.40718 75504515712
2 2 8624930.99 17249861.98 2537.57367 43772795572
3 4 11327743.7 45310974.8 2609.9213 1.18258E+11
4 2 12256692.4 24513384.8 2694.37938 66048358539
5 4 12192872.6 48771490.4 2704.28992 1.31892E+11
6 2 11592467.4 23184934.8 2709.03443 62808786631
7 4 9947510.26 39790041.04 2717.19876 1.08117E+11
8 2 6756787.24 13513574.48 2962.25213 40030614787
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 269.9313933 TOTAL f(M) 723.9290241
95

WATERLINE 9
90
AP 1 6959205.8 6959205.8 2391.76009 16644750691
1 4 7837669.16 31350676.64 2421.81071 75925404452
2 2 8835809.44 17671618.88 2494.18148 44076224532
3 4 11565157.9 46260631.6 2573.84473 1.19068E+11
4 2 12475992.9 24951985.8 2664.72593 66490203566
5 4 12330118.9 49320475.6 2685.05917 1.32428E+11
6 2 11623450.3 23246900.6 2703.4831 62847602899
7 4 9948102.07 39792408.28 2717.04131 1.08118E+11
8 2 6756787.24 13513574.48 2962.25213 40030614787
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 273.1255872 TOTAL f(M) 726.5209391
WATERLINE 10
90
AP 1 6959205.8 6959205.8 2391.76009 16644750691
1 4 7837669.16 31350676.64 2421.81071 75925404452
2 2 8835809.44 17671618.88 2494.18148 44076224532
3 4 11565157.9 46260631.6 2573.84473 1.19068E+11
4 2 12475992.9 24951985.8 2664.72593 66490203566
5 4 12330118.9 49320475.6 2685.05917 1.32428E+11
6 2 11623452 23246904 2703.48329 62847616508
7 4 9948102.87 39792411.48 2717.04137 1.08118E+11
8 2 6756787.24 13513574.48 2962.25213 40030614787
9 4 4485417.8 17941671.2 3007.53401 53960186330
FP 1 2116438.36 2116438.36 3275.43517 6932256639

TOTAL f(V) 273.1255938 TOTAL f(M) 726.5209638
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
VOID SPACE 2 ( P&S )
OUTBOARD PROFILE
AP 5 10 15 20 25 30
W.B.T 1 ( P&S )
AFT ( - ) , FWD ( + ) SEAWATER ( 1.025 tonnes / m³ ) S(+),P(-)
TANK FRAME NO. VOLUME ( m³ ) WEIGHT ( tonnes ) KG LCG TCG
NO.1 W.B.T ( P ) AP - 25 6.97 7.15 0.559 2.569 - 2.5
NO.1 W.B.T ( S ) AP - 25 6.97 7.15 0.559 2.569 2.5
TOILET NO.2 W.B.T ( P ) 19 - 32 3.45 3.53625 1.115 - 4.723 0

NAVIGATION SIDE SEATS SIDE SEATS
NO.1 W.B.T ( S ) 19 - 32 3.45 3.53625 1.115 - 4.723 0

OM
RO
RING
EE
ST
OM
E RO
GIN AC
E ER
) EN .T SP CK
&S F.O ID LO
(P VO AFT ( - ) , FWD ( + ) S(+),P(-)
AIN FRESH WATER( 1 tonnes / m³ )
INBOARD PROFILE
.T
F.W CH
L.O TANK
W.B.T 2 ( P&S ) TANK FRAME NO. VOLUME ( m³ ) WEIGHT ( tonnes ) KG LCG TCG
AP 5 10 15 20 25 30 F.W.T AP - 3 8.7 8.7 2.16 -7.871 0
AFT ( - ) , FWD ( + ) FUEL OIL TANK ( .991 tonnes / m³ ) S(+),P(-)
TANK FRAME NO. VOLUME ( m³ ) WEIGHT ( tonnes ) KG LCG TCG

S
SEAT SIDE SEATS
F.O.T 16 - 23 16.65 16.5 2.518 1.503 0
SIDE
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
TOILET TANK FRAME NO. VOLUME ( m³ ) WEIGHT ( tonnes ) KG LCG TCG

SIDE SEATS
L.O.T 3 - 16 6.1412 3.79 1.543 -3.496 0
SIDE
SEAT SIDE SEATS
S
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
WEB FRAMES WEB FRAMES
AP
AP
AP
WEB FRAMES 2.5 M

5
5
5

WEB FRAMES 2.5 M

10
10
10
WEB FRAMES
15
WEB FRAMES
FLAT KEEL BAR
FLAT KEEL BAR
15
15
WEB FRAMES
WEB FRAMES
20
20
20

25
25
25

30
BLKHD
30
30
SIDE LONGITUDINALS SIDE LONGITUDINALS

BLKHD
OUTRIGGER OUTRIGGER
FP
SIDE LONGITUDINALS SIDE LONGITUDINALS

OUTRIGGER WEB FRAMES WEB FRAMES OUTRIGGER
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
500 500 500 500 500 1240 1710

500
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
TOILET ENGINE ROOM

SIDE SEATS
MAIN DECK
NAVIGATION
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
POWER 74.6 KW 2 Engines
Total power
106

107

APPENDIX M: PROPELLER SELECTION
108

APPENDIX N: SCANTLING CALCULATION
Reference: Gerr Marine (Designers of Yachts and Commercial Vessels)
The Elements of Boat Strength Scantling System
By: Dave Gerr, CEng FRINA
29 ft FRP 74 ft FRP Interpolated

Single Skin Single Skin value of 59 ft
(inches) (inches) Vessel
(inches)
BOTTOM 0.378 0.874 0.7087
TOPSIDE 0.275 0.646 0.5223
DECK 0.234 0.549 0.4440
ENGINE BED/GIRDER CORE 3.5 7.25 6.0000

(WIDTH AND HEIGHT)
ENGINE BED /GIRDER LAMINATE 0.243 0.562 0.4557
ENGINE BED/GIRDER TABBING 2.5 7.75 6.0000

RUN OUT
TOPSIDES AND DECK 3.5 7 5.8333
LONGITUDINALS CORE:(WIDE):
TOPSIDES AND DECK 1.75 3.5 2.9167
LONGITUDINALS CORE:(HIGH):
TOPSIDES AND DECK 0.189 0.502 0.3977
LONGITUDINALS LAMINATES:
TOPSIDES AND DECK 2 5 4.0000
LONGITUDINALS TABBING RUN
OUT:
TOPSIDES AND LONGITUDINALS 32 32 32.0000
SPACING (not more than) :
BULKHEAD AND RING FRAME 58 80.7 73.1333
SPACING:
FLOOR CORES (thickness): 3.5 7.25 6.0000
FLOOR CORES (height): 7 15.5 12.6667
FLOOR LAMINATE 0.567 0.661 0.6297
KEEL LAMINATE (extending) 0.945 1.311 1.1890
KEEL LAMINATE (either of the 4.25 10.75 8.5833

centerline)
109

APPENDIX O: SECTION MODULUS
Reference book: Rules for Classification and Construction Ship Technology, 3

Special Craft, Yacht and Boats up to 24m (Germanischer Lloyd 2003)
• Mass and Volume Content of Glass Fiber (Section 1, B, 3.3)

FIBER MASS CONTENT Fiber Volume Content
Mat laminate sprayed ᴪ = 0.30 φ = 0.17
Woven roving laminate ᴪ = 0.50 φ = 0.32
Ψ: Glass Content laminate by weight
• Frame Spacing (section 1, B, 5.8)

A= (350 + 5L) mm
Scantling Length (section1, A, 1.5.1.3)

L = LOA + LWL
2
L= 18 + 17.17
2
L= 17.585 m
A= (350 + 5L) mm
A = (350 + 5*17.585)
A= 437.925 mm
USE: 400 mm
MATERIALS PROPERTIES {section1, B, 3.2}
1. Tensile Strength ( fracture):

ᵟzB =1278 (ᴪ)2 – 510(ᴪ) + 123 N/ mm2
= 1278(0.30) 2 – 510 (0.30) + 123
ᵟzB = 85.02 N/ mm2
110

Woven:
ᵟzB =1278 (ᴪ)2 – 510(ᴪ) + 123 N/ mm2

ᵟzB =1278 (0.50)2 – 510(0.50) + 123 N/ mm2
ᵟzB = 187.5 N/ mm2
2. Young’s Modulus (tension)
Ez = (37 ᴪ - 4.75) 103 N/mm2
Ez = (37 (0.30) - 4.75) 103 N/mm2
Ez = 6350 N/mm2
Woven:
Ez = (37 (0.50) - 4.75) 103 N/mm2

Ez = 13,750 N/mm2
3. Flexural Strength ( Fracture)

ᵟbB = 502(ᴪ)2+ 106.8 N/ mm2
ᵟbB = 502( 0.30)2+ 106.8 N/ mm2
ᵟbB =151.98 N/ mm2
Woven:
ᵟbB = 502( 0.50)2+ 106.8 N/ mm2
ᵟbB = 232.3 N/ mm2
4. Compressive Strength ( fracture )

ᵟdB = 150 ᴪ + 72 N/ mm2
ᵟdB = 117 N/ mm2
Woven:
ᵟdB = 150 ᴪ + 72 N/ mm2
ᵟdB = 147 N/ mm2
5. Shear Strength ( fracture )

τB = 80 ᴪ + 38 N/mm2
τB = 80(0.30) + 38
τB =62 N/mm2
Woven:
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:
G = (1.7 ᴪ + 2.24) 103 N/mm2

G =3090 N/mm2
7. Interlaminar Shear Strength

τiB = 22.5 – 17.5 ᴪ N/mm2
τiB = 22.5 – 17.5 (0.30)
τiB = 17.25 N/mm2
Woven:
τiB = 22.5 – 17.5 ᴪ N/mm2

τiB = 22.5 – 17.5 (0.50)
τiB = 13.75 N/mm2
Correction factors for speed (section 1, A, 1.9.3, table 1.2)
Speed:
Vmax = 12 (∜ L) Kn
Vmax = 12 (∜17.585) Kn
Vmax = 24.5735 Kn
Use 25 Kn
1. Shell Bottom {Chapter 3 P.4 }

FVB = 0.34 (V/√LWL) + 0.355 ≥ 1.0
FVB = 0.34 (25/√17.17) + 0.355
FVB =1.19
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
4. Web Frame at CL Bottom Longitudinal Frames

FVBW or FVL
FVL = 0.075 (V/ √LWL) + 0.73 ≥ 1.0
FVL = 0.075 (25 / √17.17) + 0.73
FVL = 1.1825
5. Transverse Frames Web at Side

FVSF or FVSW
FVSW = [0.1 (V/ √LWL) + 0.52 ] (1.19 -0.01 L ) ≥ 1.0
FVSW = [0.1 (25/ √17.17) + 0.52 ] (1.19 -0.01 (17.585)) ≥ 1.0
FVSW = 1.1392
6. Side Longitudinal Frames
FVSL = [0.14 (V/√LWL) + 0.47] (1.07 – 0.008 L) ≥ 1.0
FVSL = [0.14 (25/√17.17) + 0.47] (1.07 – 0.008 (17.585))
FVSL = 1.2217
Hull Loading (section 1, A, 1.9.2, table 1.1)
• Shell Bottom
a. PdBS = 3.29 L - 1.41 fore
PdBS = 3.29 (17.585) – 1.41
PdBS = 56.4447 kN/m2
b. PdBS = 2.63 (L) - 1.13 aft

PdBS = 2.63 (17.585) - 1.13 aft
PdBS = 45.11855 kN/m2
• 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
K4 = 0.065 L + 0.30 m or 0.60 m, larger value to be used “section 1, B, table

1.11”
K4 = 0.065 (17.585) + 0.30
K4 = 1.4430 m

1.12”
K5 = 0.01(17.585) + 0.7
K5 = 0.87585 m

1.13”
K6 = 0.065 (17.585) + 0.30
K6 = 1.443025 m
Section Modulus
Multiply factor, Basic Principles for scantling determination (section 1, B, 2.2)
For glass weight: 1.2
For section moduli: 1 .44
1. Transverse Frames (Section 1, B, table 1.11)

Ws(min) = 2.26 e k42 PdSS 10-3 (1.44) ≥ L
Ws(min) = 2.26 (0.4) (1.4430)2 ( 33.2851) (1.44)
Ws(min) = 90.23 cm3
2. Side Longitudinal Frames (Section 1, B, table 1.12)

WSL(min) = 2.16 e k42 PdSS 10-3 (1.44) ≥ L
WSL(min) = 2.16 (0.5) (1.4430)2 (33.2851) (1.44)
WSL(min) = 86.233 cm3
3. Bottom Longitudinal Frames (Section 1, B, table 1.12)

WBL = 1.82 e K52 PdBS 10-3 1.44≥ L
WBL = 1.82 (0.5) (0.87585)2(56.44465) (1.44)
WBL = 45.39166 cm3
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
5. Bulkhead (section 1, B, 7.6.2)

A double sided bulkhead is to be constructed in the way of the Sail Mast.
A Collision Bulkhead and Engine Room Bulkhead are to be constructed and
supported in a same manner.
WRM = 2.72 e K6 2 PdBS ≥ WRS
(e= web frame spacing = 2 m)
WRM = 2.72 (3) (1.443025)2 (56.44465) (1.44)
WB = 1381.093705cm3
6. Bulkhead Vertical Stiffeners (section 1, B, table 1.15)

(350+5L) or (a = 500)
WQV(min) = (6.0) (350+5L) FfV (10-3) (1.44)
= (6.0) (0.4) (1.0) (1.44)
= 3.456 cm3
7. Bulkhead Horizontal Stiffeners (section 1, B, table 1.15)

(350+5L) or (a = 500)
WQH(min) = (10.3) (350+5L) FfH (10-3) (1.44)
= (10.3) (0.4) (1.0) (1.44)
= 7.26768 cm3
Total Glass Weight of Shell Laminate (section 1, B, table 1.9)
1. Shell Bottom: (350+5L) or (a = 500)

GWB(min) = (1.10) (350+5L) √PdBS (1.2)
= (1.10) (350+5 x 17.585) √56.44465 (1.2)
= 3305.704 g/m2 = 4 kg/m2
2. Shell Side (350+5L) or (a = 500)

GWS(min) = (1.10) (350+5L) √PdSS (1.2)
= (1.10) (350+5 x 17.585) √33.2851 (1.2)
= 3045.124 g/m2 = 3.5 kg/m2
3. Keel and Tuck (350+5L) or (a = 500)

GWK = (1.70) (350+5L) (333 + 66.5) (1.2)
= (1.70) (350+5 x 17.585) 3.3 (17.585) + 66.5 (1.2)
= 9106 g/m2 = 9.106 kg/m2
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
3. Keel and Tuck:

t= 0.001 W {(1/ρF) + (1- ᴪ / ᴪ * 1/ ρH)}mm
W= 9106g/m2
t= (0.001) (9106) {(1/2.6) + (1-0.3/0.3) (1/1.2)}
t= 22 mm or 12 mm in case ᴪ = 0.5
tsmin = 0.025 ( h ) + 1.10 mm
= 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
Engine Power = 100 hp ( P475,000 )

746 LM99:1 NO)
=74,600 W * 2 units
=149,200 W
Rf = f * A * v1.825
2.533+2.68)
f = 1.5
WSA= 2.56 P3
WSA = 2.56 72.1125 9QRRS: ∗ 16.5 TS9SU:

WSA = 88.305 m2
V= speed (kts)
Rf = 1.5 * 88.305 * v1.825
Rf =132.1850659 * v1.825
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
= 0.174564 tonnes / day

uvwvxyz{ |} z~ ÄvÅÇ
Endurance= ÉÑÖÜ áàâäÑãåçéàâ
èêë
Where, Capacity of the Tank= 16.5 tonnes

íìîï ñóòqìôöõúóò õóòòîq
= 0.174564
rst rst
De.C z|ÅÅù
Endurance = .ûü†°¢† çàââÖä
èêë
Endurance = 94 days = 90 days before fuel
rúqõsòñî
Time=
qöîîr
Where, distance= 5.8 km or 3.132 nautical miles (from Lapu-lapu to Olango)

Speed=22 knots or nautical miles/hr
>.D>d òsìõúñsï ôúïîq
Time =
dd òsìõúñsï ôúïîq/lp
Time = 0.142 hrs =8.54 minutes

Time = 9 minutes
Capacity of the tank:

16.65 m3* 1000 Li = 16,650 liters
APPENDIX R: STATICAL STABILITY AT DIFFERENT CONDITIONS
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
FINAL KG OR VCG 1.981136286

FINAL LCG -0.177327565
LOADING CONDITION LIGHTSHIP

Intact Stability Assessment (IMO Criteria):
ITEM FRAME NO. WEIGHT LCG ( m ) L-MMT KG ( VCG ) V-MMT

TONNES F(+),A(-) tonnes - m m tonnes - m
LIGHTSHIP 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787
CREWS AND EFFECT ( 55 ) 0 0 0 0 0
PROVISIONS 0 0 0 0 0
NO. 1 W.B.T ( P ) AP − 25 0 0 0 0 0
NO. 1 W.B.T ( S ) AP − 25 0 0 0 0 0
NO.2 W.B.T ( P ) 19 − 32 0 0 0 0 0
NO.2 W.B.T ( S ) 19 − 32 0 0 0 0 0
F.W.T AP − 3 0 0 0 0 0
F.O.T 16 − 23 0 0 0 0 0
L.O.T 3 − 16 0 0 0 0 0
DEADWEIGHT 0 0 0 0 0
TOTAL DISPLACEMENT 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787
GGv = FREE SURFACE EFFECT

TANK SG ( t/m³ ) BREADTH LENGTH INERTIA ( m⁴ ) FSE ( m )
NO. 1 W.B.T ( P ) 1.025 0.513 13.483 0 0
NO. 1 W.B.T ( S ) 1.025 0.513 13.483 0 0
NO.2 W.B.T ( P ) 1.025 1.707 7.117 0 0
NO.2 W.B.T ( S ) 1.025 1.707 7.117 0 0
F.W.T 1 2.497 2.249 0 0
F.O.T 0.991 2.497 3.5 0 0
L.O.T 0.6986 2.497 6.5 0 0
TOTAL FSE 0
120

HYDROSTATIC DATA
DISPLACEMENT 15.76 TONNES

VOLUME DISPLACEMENT 15.37560976 m³
DRAFT @ LCF 1.3512 m
DRAFT @ FP 0.571394621 m
DRAFT @ AP 0.772430923 m DF = ((Draft-Trim)*((LBP/2)+LCF)))/LBD
DRAFT MEAN 0.18517916 m DA = ((Draft-Trim)*((LBP/2)-LCF)))/LBD
TRIM - 0.20 m TRIM = (Displ*BG)/(MCTC*100)
LCF - 1.2342 m 0.01

LCB - 1.2183 m
KB 1.9618 m
BG 0.0159 t-m
MCTC 0.3398 m
KMT 3.5023 m
KML m
KG 1.981136286 m
GM 1.5211 m
GGv 0 m
GvM 1.52 m
AREAS UNDER RIGHTING AND HEELING ARM CURVES

AREA UNDER GZ CURVE
ANGLE KN, KG=0 m KGSIN θ GZ FINAL A1 (0-30deg) A2 (0-40deg) A3(30-40deg)

(DEGREES) (ASSUMED 0) meter-rad meter-rad meter-rad
0 0 0 0
10 1.244955567 0.344020706 0.900934861 0.5431 0.8579 0.3149
20 1.972700433 0.677588516 1.295111917
30 2.7004453 0.990568143 1.709877157
VCG (KG) CORRECTION
40 2.9880141 1.273449858 1.714564242
50 3.254759167 1.517638443 1.737120724 Actual VCG (KG) Assumed KG Correction (GGv)
60 3.5006805 1.715714352 1.784966148 meter meter meter
70 3.425943833 1.861659149 1.564284685
80 3.327684167 1.951038374 1.376645793 1.9811 0.0000 1.9811
90 3.2059015 1.981136286 1.224765214
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
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
STATICAL STABILITY CURVE

2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80 90
122

LOADING CONDITION FULL LOAD DEPARTURE 100% CONSUMABLES
Intact Stability Assessment( IMO Criteria) :

TONNES F ( + ) , A( - ) tonnes - m m tonnes - m
LIGHTSHIP 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787

CREWS AND EFFECT ( 55 ) 4.95 3.397 16.81515 4.9 24.255
PROVISIONS 1 0 0 4 4
NO. 1 W.B.T ( P ) AP − 25 7.15 2.569 18.36835 0.559 3.99685
NO. 1 W.B.T ( S ) AP − 25 7.15 2.569 18.36835 0.559 3.99685
NO.2 W.B.T ( P ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
NO.2 W.B.T ( S ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
F.W.T AP − 3 8.7 -7.871 -68.4777 2.16 18.792
F.O.T 16 − 23 16.5 1.503 24.7995 2.518 41.547
L.O.T 3 − 16 3.79 -3.496 -13.24984 1.543 5.84797
DEADWEIGHT 56.3125 -0.653133984 -36.7796075 1.959094473 110.3215075
HYDROSTATIC DATA

DRAFT @ FP 1.458118698 m
DRAFT @ AP 1.748972736 m DF = ((Draft-Trim)*((LBP/2)+LCF)))/LBD
DRAFT MEAN 0.58363233 m DA = ((Draft-Trim)*((LBP/2)-LCF)))/LBD
TRIM - 0.29 m TRIM = (Displ*BG)/(MCTC*100)
LCF - 0.7482 m - 0.42
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
FREE SURFACE EFFECT

NO. 1 W.B.T ( P ) 1.025 0.513 13.483 0.151690151 0
NO. 1 W.B.T ( S ) 1.025 0.513 13.483 0.151690151 0
NO.2 W.B.T ( P ) 1.025 1.707 7.117 2.949961059 0
NO.2 W.B.T ( S ) 1.025 1.707 7.117 2.949961059 0
F.W.T 1 2.497 2.249 2.917855875 0
F.O.T 0.991 2.497 3.5 4.540905096 0
L.O.T 0.6986 2.497 6.5 8.433109465 0
TOTAL FSE 0
123

AREA UNDER GZ CURVE
ANGLE KN, KG=0 m GGV-SIN θ GZ FINAL A1 (0-30deg) A2 (0-40deg) A3(30-40deg)

( DEGREES ) ( ASSUMED 0 ) meter-rad meter-rad meter-rad
0 0 0 0
10 0.548014667 0.341030144 0.206984523 0.1837 0.3363 0.1526
20 1.146341333 0.67169826 0.474643074
30 1.744668 0.981957164 0.762710836
VCG (KG) CORRECTION
40 2.21524 1.262379796 0.952860204
70 2.788171833 1.845475801 0.942696032
80 2.827359667 1.934078056 0.893281611 1.9639 0.0000 1.9639
90 2.803519 1.963914327 0.839604673
LIM. IMO CRITERIA

Legend :
Comply Didn't Comp.
Statical Stability Curve

1.2
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)

LIGHTSHIP 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787
CREWS AND EFFECT ( 55 ) 4.95 3.397 16.81515 1.284 6.3558
PROVISIONS 0.5 0 0 4 2
NO. 1 W.B.T ( P ) AP − 25 7.15 2.569 18.36835 0.559 3.99685
NO. 1 W.B.T ( S ) AP − 25 7.15 2.569 18.36835 0.559 3.99685
NO.2 W.B.T ( P ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
NO.2 W.B.T ( S ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
F.W.T AP − 3 4.35 -7.871 -34.23885 2.16 9.396
F.O.T 16 − 23 8.25 1.503 12.39975 2.518 20.7735
L.O.T 3 − 16 1.895 -3.496 -6.62492 1.543 2.923985
DEADWEIGHT 41.3175 -0.201260664 -8.3155875 1.38751915 57.3288225
HYDROSTATIC DATA

DRAFT @ FP 1.15144824 m
DF = ((Draft-Trim)*((LBP/2)+LCF)))/LBD
DRAFT @ AP 1.4511759 m
DA = ((Draft-Trim)*((LBP/2)-LCF)))/LBD
DRAFT MEAN 0.42586029 m
TRIM = (Displ*BG)/(MCTC*100)
TRIM - 0.30 m
- 0.13
LCF - 0.9501 m
LCB - 1.0446 m
KB 1.4050 m
BG - 0.0945 t-m
MCTC 0.4067 m
KMT 2.3038 m
KML m
KG 1.896004178 m
GM 0.4077 m
GGv 0.344577952 m
GvM 0.06 m
FREE SURFACE EFFECT

NO. 1 W.B.T ( P ) 1.025 0.513 13.483 0.151690151 0.002724058
NO. 1 W.B.T ( S ) 1.025 0.513 13.483 0.151690151 0.002724058
NO.2 W.B.T ( P ) 1.025 1.707 7.117 2.949961059 0.052975517
NO.2 W.B.T ( S ) 1.025 1.707 7.117 2.949961059 0.052975517
F.W.T 1 2.497 2.249 2.917855875 0.051120947
F.O.T 0.991 2.497 3.5 4.540905096 0.078840821
L.O.T 0.6986 2.497 6.5 8.433109465 0.103217034
TOTAL FSE 0.344577952
125

AREA UNDER GZ CURVE

(DEGREES) (ASSUMED 0) meter-rad meter-rad meter-rad
0 0 0 0
10 0.495823167 0.32923767 0.166585496 0.1925 0.3690 0.1764
20 1.166288833 0.648471621 0.517817213
30 1.8367545 0.948002089 0.888752411
VCG (KG) CORRECTION
40 2.304331167 1.218727993 1.085603173
70 2.903712333 1.781661135 1.122051199
80 2.932699833 1.867199614 1.06550022 1.8960 0.0000 1.8960
90 2.8952375 1.896004178 0.999233322
LIM. IMO CRITERIA

Legend :
Comply Didn't Comp.

1.4
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)

LIGHTSHIP 15.76 -0.177327565 -2.794682418 1.981136286 31.22270787
CREWS AND EFFECT ( 55 ) 4.95 3.397 16.81515 1.284 6.3558
PROVISIONS 0.15 0 0 4 0.6
NO. 1 W.B.T ( P ) AP − 25 7.15 2.569 18.36835 0.559 3.99685
NO. 1 W.B.T ( S ) AP − 25 4.6125 2.569 11.8495125 0.559 2.5783875
NO.2 W.B.T ( P ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
NO.2 W.B.T ( S ) 19 − 32 3.53625 -4.723 -16.70170875 1.115 3.94291875
F.W.T AP − 3 1.305 -7.871 -10.271655 2.16 2.8188
F.O.T 16 − 23 2.475 1.503 3.719925 2.518 6.23205
L.O.T 3 − 16 0.5685 -3.496 -1.987476 1.543 0.8771955
DEADWEIGHT 28.2835 0.179977337 5.090389 1.108240511 31.3449205
TOTAL DISPLACEMENT 44.0435 0.052123618 2.295706582 1.42058711 62.56762837
HYDROSTATIC DATA

DRAFT @ FP 2.177868803 m
DF = ((Draft-Trim)*((LBP/2)+LCF)))/LBD
DRAFT @ AP 2.79195877 m
DA = ((Draft-Trim)*((LBP/2)-LCF)))/LBD
DRAFT MEAN 0.781889418 m
TRIM = (Displ*BG)/(MCTC*100)
TRIM - 0.61 m
- 0.03
LCF - 1.0194 m
LCB - 1.0494 m
KB 1.2642 m
BG - 0.0300 t-m
MCTC 0.3906 m
KMT 2.3433 m
KML m
KG 1.867137635 m
GM 0.4762 m
GGv 0.446550526 m
GvM 0.03 m
FREE SURFACE EFFECT

NO. 1 W.B.T ( P ) 1.025 0.513 13.483 0.151690151 0.003530201
NO. 1 W.B.T ( S ) 1.025 0.513 13.483 0.151690151 0.003530201
NO.2 W.B.T ( P ) 1.025 1.707 7.117 2.949961059 0.068652811
NO.2 W.B.T ( S ) 1.025 1.707 7.117 2.949961059 0.068652811
F.W.T 1 2.497 2.249 2.917855875 0.06624941
F.O.T 0.991 2.497 3.5 4.540905096 0.102172556
L.O.T 0.6986 2.497 6.5 8.433109465 0.133762536
TOTAL FSE 0.446550526
127

AREA UNDER GZ CURVE

( DEGREES ) ( ASSUMED 0 ) meter-rad meter-rad meter-rad
0 0 0 0
10 0.497024 0.324225048 0.172798952 0.2234 0.4314 0.2080
20 1.248303 0.638598682 0.609704318
30 1.999582 0.933568818 1.066013182
VCG (KG) CORRECTION
40 2.44171 1.200172938 1.241537062
70 3.035581 1.754535458 1.281045542
80 3.043965333 1.838771619 1.205193714 1.8671 0.0000 1.8671
90 2.985878 1.867137635 1.118740365
LIM. IMO CRITERIA

Legend :
Comply Didn't Comp.

1.6
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
VESSEL: MANTA 419E
INCLINING EXPERIMENT PLOT OF TANGENTS
PENDULUM LENGTH
FWD- 300mm
AFT- 300 mm
moment pendulum deflection tangents slope =

movement weight distance initial added total fwd aft fwd aft average mmt/tangent
GRAMS 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
Date of Birth: August 10, 1996

Place of Birth: Cebu City
Sex: Male
Civil Status: Single
Height: 6'
Weight: 70 kg.
Citizenship: Filipino
Religion: Roman Catholic
Home address: Phase 4, Block 5 Corona del Mar, Pook, Talisay City, Cebu
Email: princeabanid@yahoo.com
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
Date of Birth: February 08, 1997

Sex: Female
Height: 5’2”
Weight: 50 kg.
Home address: Lower Kalunasan Cebu City
Email: carlaparba@gmail.com
Tertiary:
University of Cebu
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
Date of Birth: June 29, 1996

Sex: Male
Height: 5’4”
Weight: 60 kg.
Home address: Blk. 5, Lot 9, Tali Plains, Dawis, San Roque, Talisay City,
Cebu
Email: twrynzler@gmail.com
Tertiary:
University of Cebu
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

FINAL Thesis

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“MANTA 419E: Re-engineered Philippine Banca”

A Project Thesis Presented to the Faculty of the College of Engineering

University of Cebu – Main Campus

Sanciangko Street, Cebu City 6000

In Partial Fulfillment of the Requirements for the Degree of

Bachelor of Science in Naval Architecture and Marine Engineering

Abanid, Prince Kyle G.

Parba, Carla Jean E.

Timbal, WrynzlerWyrken Toni R.

This project thesis entitled “MANTA 419E: Re-engineered Philippine

Degree of Bachelor of Science in Naval Architecture and Marine Engineering and is

hereby examined, accepted and approved.

ENGR. ALI MAIHOB

ENGR. DAVE TABORNAL ENGR. CHRISTAKHIS NIÑO NODALO

ENGR. JACKLYN ANTOLIHAO-DESCARTIN

ENGR. GREG R. BELONGILOT

gratitude to the people who made the project design possible.

motivation, and great efforts to explain things explicitly and clearly.

Moreover, the project wouldn’t be possible without the accommodation, financial

support and inspiration of the Abanid, Parba, and Timbal Family.

To their friends and colleagues, their enthusiasm and optimism provided an

environment that is fun and stimulating.

guidance made these things possible.

LIST OF FIGURES vii

LIST OF APPENDICES viii

1.1 Background of the Study (Rationale) 1

Chapter 2: REVIEW OF RELATED LITERATURE

2.2 Current Situation of Philippine Banca 9

3.1 Research Design 20

3.2 Research Phase 20

3.3 Research Covered Areas 21

3.4 Conceptual Framework 22

3.5 Data Gathering 23

3.6 Data Analysis 23

3.7 Proposed Possible Solution 29

Chapter 4: RESULTS AND DISCUSSION

4.1 Results and Discussions of Primary and Secondary Data 33

4.2 Design Specifications 38

4.3 Stability Information 39

4.4 Cost Analysis 47

Chapter 5: CONCLUSION AND RECOMMENDATIONS 51

Table No. Description Page

Table 1 Motor Vessels involved in maritime accidents 24

Table 2 List of the common specifications of the Banca 25

Table 3 Summary of the specifications of Banca as per owner 26

Table 4 Disadvantages, Violations and Recommendations of the

Banca as per operator 27

Table 5 List of the common materials with the corresponding 28

quantity in building the Banca

Table 6 Design Specifications of the Re-engineered Philippine Banca 38

Table 7 Hydrostatic Curve Data 40

Table 8 Bonjean Curve Data 42

Table 9 Cross Curve Data 44

Figure No. Description Page

Figure 1 Area of the Study 21

Figure 2 Conceptual Framework 22

Figure 3 Prototype of the Re-engineered Philippine Banca

Figure 4 Prototype of the Re-engineered Philippine Banca

(Left Side and Rear View) 31

Figure 5 Prototype of the Re-engineered Philippine Banca

(Right Side and Front View) 31

Figure 6 Number of Motor Vessels Involved in Maritime

Accidents/Incident Each Year 33