TANK OPTIMIZATION FOR A MARINE MAMMAL RESCUE AND

REHABILITATION VESSEL

A Proposal Presented to the School of Undergraduate Studies in

Partial Fulfillment of the Requirements for the Degree of

Bachelor of Science in Naval Architecture

and Marine Engineering

University of Cebu

by

Lawrence Dane Z. Balili

Raymond C. Espina

John Carlo U. Ranoco

March 2019

i
 Approval Sheet

This thesis paper entitled “Tank Optimization for a Marine Mammal

Rescue and Rehabilitation Vessel” has been prepared and submitted by
Lawrence Dane Z. Balili, Raymond C. Espina, and John Carlo U. Ranoco 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. FEDERICO AVES JR .

Chairman of Panelists

ENGR. LYNDON HANZ P. PERNITES

Adviser

ENGR.JACKLYN ANTOLIHAO-DESCARTIN ENGR. CHRISTAKHIS NIŇO L. NODALO

Panel Member Panel Member

ENGR. MAXIMO C. TANGENTE JR.

Panel Member

ENGR. FEDERICO AVES JR. .

Research Coordinator, College of Engineering

ii
 ACKNOWLEDGEMENT

This study would not have been possible without the support of the faculty
of the University of Cebu – Naval Architecture and Marine Engineering
Department. The never-ending support, both moral and financial, from these
people has been very critical and much appreciated. A very special thanks to Sir
Johann Friedrich C. Tejada, the Marine Biologist of BFAR VII, who spearheaded
the formulation of idea of this Marine Mammal Rescue and Rehabilitation Vessel.
Likewise, we are indebted to the past Researchers, specially the Philippine
Marine Mammal Stranding Network for giving us the access on their data with
regards to marine mammal stranding.

The researchers are grateful to all those with whom we have had the
pleasure to work with. To Engr. Lyndon Hans Pernites who, along our journey,
showcased and shared his skills and knowledge which helped us in the
completion of the necessary calculations. To Engr. Ali Maihob and Engr. Jacklyn
R. Antolihao-Descartin who spent extra effort to assure the accuracy and
credibility of our work.

We also want to extend our sincerest gratitude to all our colleagues who at
some point of this study imparted their talents and expertise. It is also rightful to
pay tribute to our parents for their ample amount of understanding and support
given to make this study possible. This is a very long list of people to thank and
we apologize for any inadvertent omissions.

The researchers have endured many tests and challenges. This would not
have been possible without the aid of the Almighty. For that, may His name be
forever praised and glorified.

Daghang salamat!

Researchers

iii
 ABSTRACT

There has been an increasing case of stranding worldwide. In the

Philippines, the occurrence of stranding has given a total of 713 recorded events

between 2005 and 2016. However, the response to stranding still needs to be

improved and a venue for rehabilitation needs to be provided. With that said, this

study was conducted for the purpose of having an optimized tank fit to be

installed in a Marine Mammal Rehabilitation Vessel without jeopardizing its

stability.

Different tank ideas were collated by the researchers ranging from a baffle

design, gyroscopic mechanisms and tank shape, until we arrived at a decision as

to work on a spherical tank for the marine mammal rescue and rehabilitation

vessel as the main object of study. By the comparison of Rectangular and

Spherical tanks, it was found that it is more efficient to use Spherical tank for the

accommodation of the marine mammal. With regards to stability, the researchers

tested their theory of maintaining the minimal free surface effect of the tank due

to its spherical shape by solving and comparing its FSE. Results showed little to

no change in the free surface effect of the tank having a maximum of 0.9%

difference. Finally, to address the noise and vibration, the researchers applied a

viscoelastic polymer insulation on significant areas and surfaces of the tank and

hull to reduce its noise and vibration.

Having calculated and tested the proposed tank, the researchers arrived

on a design with specifications and features which addresses the notable stated

problems. We, the researchers, have concluded on a tank design fit for a marine

mammal rescue and rehabilitation vessel.

iv
 Table of Contents

Approval Sheet ii

Abstract iii

Acknowledgment iv

Table of Contents v

List of Tables ix

List of Figures x

Chapter 1- PROBLEM AND ITS SCOPE

(Introduction) 1

1.1 Rationale 1

1.2 Theoretical Background 3

1.2.1 Free Surface Effect 3

1.2.2 Sloshing 6

1.2.3 Existing Interventions 8

1.2.4 Proposed Tank Design 9

1.2.5 Tank Shape and Center of Gravity 12

1.2.6 Vibration Reduction 14

v
1.3 Research Framework 14

1.3.1 Block Diagram 16

1.4 Statement of the Problem 17

1.5 Significance of the Study 17

1.6 Acronyms and Symbols 18

1.7 Definition of Terms 20

1.8 Research Methods 25

1.9 Research Environment 26

1.10 Data Analysis 27

Chapter 2 PRESENTATION OF RESULTS, ANALYSIS

AND INTERPRETATION 29

2.1 Stranding Cases 29

2.2 Tank Size 31

2.3 Centroid of Tanks 33

2.3.1 Data gathered by AutoCAD 33

2.3.2 Manual Calculation 37

vi
2.4 Centroid and Inertia of the Optimized Tank 42

2.5 Baffles 43

2.6 Free-surface Effect 46

2.7 Vibration and Noise Insulation 47

2.8 Vessel Specifications 50

2.9 Tank Specifications 51

2.10 Marine Mammal Rescue and Rehabilitation Vessel Operation 52

Chapter 3 SUMMARY, FINDINGS, CONCLUSIONS

AND RECOMMENDATIONS 54

3.1 Conclusion 54

2.9 Recommendations 55

APPENDICES 56

Appendix A - Number of stranding events in Region VII 57

Appendix B - Stranding events by season in Region VII 57

Appendix C - Stranding density in Region VII 58

vii
Appendix D - Stranding frequency of species 59

Appendix E - Calculation of Centroids x and y 60

Appendix F - Calculation of Centroids x' and y' 64

Appendix G - Calculation for the Centroid of the tank 66

Appendix H - Calculation for Damping Ratio 70

Appendix I - Free-surface Effect Calculation 76

Appendix J - Cost Estimates 78

Appendix K - Power Estimates 82

Appendix L - Engine Specifications 83

Appendix M - Gross Tonnage Calculations 84

Appendix N - Scantling Calculations 85

Appendix O - Hydrostatic Curves 90

Appendix P - Cross Curves 91

Appendix Q.1 - Bonjean Curves 92

Appendix R - Form Coefficient Curves 93

Appendix S - Lines Plan 94

Appendix T - General Arrangement Plan 95

viii
Appendix U - Shell Expansion Plan 96

Appendix V - Capacity Plan 97

Appendix W - Midship Section Plan 98

Appendix X - Tank Section 99

Appendix Y - Engine Section 100

Appendix Z - Tank Plan Drawing 101

REFERENCES 102

RESUME

ix
 LIST OF TABLES

Title Page

Table 2.1 Summary of marine mammal stranding events from 2005 31

-2016

Table 2.2 Sizes of the top five most frequent stranded specie 33

Table 2.3.2a Centroids x and y of Rectangular Tank (First FoR) 40

Table 2.3.2b Centroids x' and y' of Rectangular Tank (Second FoR) 40

Table 2.3.2c Centroids x and y of Spherical Tank (First FoR) 41

Table 2.3.2d Centroids x' and y' of Spherical Tank (Second FoR) 41

Table 2.4a Values of LCG, TCG, VCG 42

Table 2.4b Values of Inertia about x, y, and z axes 43

Table 2.5 Values of the Damping ratios in various fill level in 45

corresponding angles of inclination.

Table 2.6 Free surface effect values 46

Table 2.7 Specification of Vibration and Noise Insulation Sheet 48

x
 LIST OF FIGURES

Title Page

Figure 1.2.1(a) Vessel at Stable Condition 5

Figure 1.2.1(b) Vessel at an angle θ. The weight is shifted to the 5

lower side of the vessel making the center of

gravity and center of buoyancy shift parallel to the

shift of the weight.

Figure 1.2.2(a) A slack tank in upright position. No occurrence of 6

sloshing.

Figure 1.2.2(b) A slack tank inclined 15° starboard side. This 7

condition gives a greater chance for sloshing to

occur .

Figure 1.2.2(c) A slack tank inclined 15° portside. This condition 7

gives a greater chance for sloshing to occur .

Figure 1.2.4.1 Isometric view of the proposed tank 10

Figure 1.2.4.2 Transverse view of the proposed tank 10

Figure 1.2.4.3 Top view of the proposed tank 11

Figure 1.2.4.4 Vertical and Horizontal slosh baffles 11

Figure 1.2.5.1 The inclination of rectangular tank to different 13

xi
 degrees (a)0, (b) 10, (c) 20, (d) 30.

Figure 1.2.5.2 The inclination of spherical tank to different 13

degrees (a) 0, (b) 10, (c) 20, (d) 30.

Figure 2.1a Annual frequency of stranding events from 2005 to 29

2016

Figure 2.1b Disposition (alive, dead, mixed ,unknown) of 30

stranded animals per region.

Figure 2.2a Frequency of stranding events (n=713) by age 31

class

Figure 2.2b Most frequent to least frequent species that 32

stranded from 2005 to 2016

Figure 2.3.1a Values of transverse wetted-surface area of a 34

rectangular and spherical tanks in different angles

of inclination.

Figure 2.3.1b Location of centroid (x and y) in a Rectangular tank 35

at different angles of inclination.

Figure 2.3.1c Location of centroid (x and y) in a Spherical tank at 36

different angles of inclination.

xii
Figure 2.3.2a First Frame of Reference [1] Cross-section of a 37

rectangular tank; [2] Cross-section of a spherical

tank

Figure 2.3.2b Second Frame of Reference[1] Cross-section of a 38

rectangular tank; [2] Cross-section of a spherical

tank

Figure 2.5 Ring Baffles 44

Figure 2.8 Unconstrained Tile Insulation Applied to Hull Side 48

Figure 2.10a Inner and Outer radii of the tank 51

Figure 2.10b Ring baffle heights 51

xiii
 CHAPTER 1

THE PROBLEM AND ITS SCOPE

INTRODUCTION

1.1 Rationale

There has been an increasing case of stranding worldwide. In the

Philippines, the occurrence of stranding has given a total of 713 recorded events

between 2005 and 2016. Out of which, 638 cases compromised mainly on single

stranding, mass stranding was recorded to be 31, 15 cases are found to be out of

habitat, and unusual mortality events were known to be about 29 cases. The

range of the annual frequency of recorded stranding events was 24 (2005) to 111

(2016), with an average of 59 stranding events per year. It can be remarkably

observed that the response to stranding cases improved as attributed by the

increase of number trained volunteers nationwide, however challenges are never

negligible. One of the major challenges arising is the lack of accessible pond or

enclosure used as holding pens for rehabilitation of stranded marine mammals

in remote areas. Thus, the innovation of both rehabilitation center and rescue

vessel for these animals is a concept that has become a necessity. With that

outlook, the proponents intend to design a vessel for rescue and rehabilitation.

The said vessel is incorporated with a large tank which will be used to

accommodate the stranded marine mammal. The inclusion of this tank could

result in an increase of free surface effect, thus, jeopardizing the ship’s stability.

1
 The totality of the design should be based on the Principles of Naval

Architecture alongside with the consideration of the necessities of the stranded

mammal. Stranded marine mammals are warm blooded and the cooler

temperature of saltwater is essential for their survival. Furthermore, the body type

mammals are not designed to hold its weight outside a buoyant environment.

Having that said, it is necessary for the tank to be filled with water to prevent the

mammals from overheating and from crashing because of its weight. However,

the free surface effect produced by the inclusion of the tank needs significant

action. The Free Surface Effect (FSE) has a direct impact on the rolling of the

ship and is one of the causes of instability and capsizing therefore must always

be kept at a minimum. A way to prevent FSE is to fully empty or fill up tanks; FSE

may also be reduced by increasing tank division and fitting wash plates but these

do not apply to tanks that are to accommodate living animals.

Designing tanks is not new to the field of Naval Architecture. Ballast tanks,

fuel oil tanks, bilge tanks are the most common tanks considered in designing a

vessel, however, the need for a large and open tank for the rescue and

rehabilitation vessel calls for a different kind of in depth analysis for the comfort

of the marine mammal, more so the FSE it may cause. The proponents of this

study have seen a necessity to mitigate the large FSE and other parameters

such as sloshing and vibration from the rehabilitation tank to ensure the comfort

of the marine mammal and have decided to make it as one problem linked to the

stability and safety in the design of a marine mammal rescue and rehabilitation

vessel.

2
 Having all of this information said, the researchers would like to propose a

tank design which could regulate the rise of FSE.

1.2 Theoretical Background

For many years, tanks have been used variously in ships to perform different

operations effectively. Most are used for holding liquid cargoes; whilst others are

used to improve the stability of the ship through ballasting. In this study, A

specific tank is used as a temporary rehabilitation facility for stranded marine

animals. In this case, the stability of the vessel holding such would experience an

increase of free-surface effect and of sloshing.

1.2.1 Free Surface Effect

In relation to the safety of the vessel, one of the critical features

which needs to be considered is her transverse stability. Ship stability

is a term used to describe the tendency of a ship to return back to

equilibrium when she is inclined from an upright position [1]. The ship’s

stability is affected by the distribution of weights. When the ship is

heeled, the liquid inside a partially-filled tank would move on the lower

part of the vessel thus free-surface effect is produced.

FSE is the virtual loss of metacentric height (GM) due to the rise of

Center of Gravity (G). When a vessel is heeled as shown in Figure

1.2.1b , the fluid in a slack tank flows from the high side to the low side

following the direction of the heel, together with that is the production

3
of a righting moment (GZ) due to the shift of the center of buoyancy

(B).Considering the concept of the shifting of weights, the center of

gravity of the vessel moves away from the weight removed and

towards the weight added. In the case of slack tank, there is a shift of

the wedge of water and the center of gravity of the tank is brought

away from the high side of the tank towards the low side. This

phenomenon eventually pulls the overall center of gravity (G) of the

vessel off the centerline (G1), and lessens the righting lever (G 1Z1). To

derive the effects of the shift of the center of gravity (GG1), a vertical

line is projected upward and the point of intersection to the centerline

(Gv). This vertical movement of the center of Gravity is the so called

the virtual rise of the center of gravity and may lead to negative GM,

although, in this case, the righting lever (GvZv) distance remains the

same. The decrease of GM is a consequent to the increase of KG. A

low GM makes the vessel tender and causes a long rolling period,

making the vessel more comfortable but less safe in relation to ship

stability. The increase in the angle of heel (α) of the ship due to the

shifted weight is also influenced by FSE.

Free surface allows the fluid to rush from portside to starboard side

and vice versa. This phenomenon puts the vessel to a deeper rolling

and gives her a possibility to capsize. FSE can never be the sole

cause of the capsizing of ships, the dynamical moment it produces

makes a manageable situation more dangerous.

4
Figure 1.2.1(a) Vessel at stable condition.

Figure 1.2.1(b) Vessel at an angle θ. The weight is shifted to the

lower side of the vessel making the center of gravity and center of

buoyancy shift parallel to the shift of the weight.

5
1.2.2 Sloshing

The liquid sloshing is a free-surface fluctuation of the liquid when its

container is excited by external vibrations. Liquid sloshing may cause

various engineering problem, for example, instability of ships in aero

engineering and ocean engineering, failures on structural systems of

the liquid container [2]. Slosh could interact with the voyage in an

undesired manner, in a slack tank, the liquid easily moves from side to

side, creating a sloshing phenomenon (shown in Figure 1.2.2). This

amplifies the forces exerted by the inside fluid on the walls of a

container and could possibly cause major damage on its structure; the

massive force brought by the shifted liquid could further result to the

deformation of the tank.

Figure 1.2.2 (a) A slack tank in upright position. No occurrence of

sloshing.
6
Figure 1.2.2 (b) A slack tank inclined 15° starboard side. This

condition gives a greater chance for sloshing to occur .

Figure 1.2.2 (c) A slack tank inclined 15° portside. This

condition gives a greater chance for sloshing to occur .

7
 According to the Mariners' Alerting and Reporting Scheme [MARS] 2012

Official Report No. 7008, the occurrence of high free surface effect in vessels

would often lead to distress on the stability of the vessel. One of the factors

contributed to the unstable condition of the vessel and her subsequent capsize

and sinking is that there was no allowance made for free surface effect when

calculating the original GM of the vessel.

Development of sloshing and free surface effect reduction methods has

been experimentally and analytically done through the years. Various

interventions have been repeatedly done and theories have been formulated for

these phenomena to be lessened and mitigated.

1.2.3 Existing Interventions

One of the more common ways on mitigating FSE is the

filling/emptying of the tanks. Performing this method eliminates the

FSE of the tank for when full, the fluid will be compact and shifting of

liquid won’t be possible. FSE can also be reduced by increasing the

number of the tank compartments. In this manner, the shifting of

weights are to be divided by the compartments thus the shift of the

center of gravity of the ship will significantly be lessened. Another way

of reducing sloshing and FSE is fitting of baffles. Aside from providing

additional structural strength for tanks, baffles also gives a delay on the

flow of the fluid from one to the other side of the tank.

8
1.2.4 Proposed Tank Design

The researchers propose a Rescue and Rehabilitation Vessel for

Stranded Marine Mammals. The said vessel is equipped with a tank

specifically designed to hold the animal for a period of time with

consideration of the state and demand of the animal. The free surface

effect is at a maximum when it extends across the breadth of the

vessel and having a wide tank on a vessel could comprise its stability

due to the occurrence of a large FSE. Mentioned above are some of

the solutions/methods which can be used to reduce FSE, however,

most of the said interventions cannot be incorporated on the inclusion

of this huge tank. The researchers propose an optimized design of the

tank to reduce the amount of FSE. The optimized tank is of spherical in

shape and is intended to have a minimal FSE and sloshing effect.

Since frequency is one of the most important slosh characteristics [3],

the tank is provided with baffles to achieve the structural integrity of the

tank at the same time suppressing the effects of sloshing in the tank. A

horizontal baffle is also attached near the bottom of the tank which

serves as its floor where the animal can rest and at the same time

provides a platform for accessibility during the care and treatment for

the animal, and during check-up and maintenance of the tank. Vertical

baffles are also attached below the floor to help in suppressing the flow

of the water.

9
Figure 1.2.4.1 Isometric view of the proposed tank

Figure 1.2.4.2 Transverse view of the proposed tank

10
Figure 1.2.4.3 Top view of the proposed tank

11
Figure 1.2.4.4 Vertical and Horizontal slosh baffles

1.2.5 Tank Shape and Centers of Gravity

The magnitude of sloshing and FSE depends on the tank geometry.

In order to maintain low amount of FSE, the proponents’ propose to

design a spherical tank. The sphere is the most efficient shape with

regards to maintaining FSE. Consider a rectangular tank filled

halfway, it can be observed that the center of gravity of the liquid

inside the tank, transversely, is at the center. When this tank is tilted

to one side, the shape of the water inside the tank will be triangular

forming a wedge (shown in Figure 1.2.5.1). The centroid of the water

will move towards the low side, thus creating a virtual rise of G. In a

spherical tank, when observed transversely, it can be observed that

the shape of the water inside the tank will remain constant (shown in

Figure 1.2.5.2) thus preventing the virtual rise of G and maintaining

the ship’s metacentric height.

12
 (a) (b)

(c)
(d)

Figure 1.2.5.1 The inclination of rectangular tank to different degrees (a)0,

(b) 10, (c) 20, (d) 30.

(a) (b)

13
 (c) (d)

Figure 1.2.5.2 The inclination of spherical tank to different degrees (a) 0,

(b) 10, (c) 20, (d) 30.

1.2.6 Vibration Reduction

The presence of vibration in ships is unavoidable. This is mostly

caused by the operations in the engine and the rotation of the

propeller. Vibration on board gives disturbance to the crew and

passenger thus, its magnitude must be kept minimum. In the case of

having a stranded marine mammal in a vessel, vibration should

relatively be lessened even more for the animals not to be stressed. In

this regard, the researchers propose to incorporate a damper to the

tank design. These dampers, aside from having the purpose of

reducing the effect of vibration, also provide an added mass to the

lower part of the tank thus lowering the height of the center of gravity

of the tank.

1.3 Research Framework

Input

14
 The primary concern of the researchers after the identification of

the problem is to indicate the tank component which needs to be manipulated

for optimization as well as to distinguish an efficient hull form for the said vessel.

The researchers then proceed to the gathering of related information in order

have an in-depth understanding about the identified problem.

Process

After the collection of data, gathered information and related

studies are then to be analyzed. Data analysis must be done to determine the

necessary procedures to be done to arrive at a certain result. Experimentation

will follow. With the aid of Rhinoceros and AutoCAD, the researchers identify the

centroids of the tanks and conduct a comparison between Rectangular and

Spherical tanks heeled at different angles. These data are to be compared with

the calculated centroids using the rotational matrix. Subsequently, gathered data

from the experiment will be analyzed and further be used as a basis in

conceptualizing the design of the vessel. After having all the equipment

incorporated with the design, calculation of FSE will follow. FSE calculation

including the different calculations such as Hydrostatic, Cross curves, Bonjean

curves, Scantlings and the like will be made with the help of Microsoft Excel,

Rhinoceros, AutoCAD, and Maxsurf. Design ergonomics will be observed.

Output

15
 Results accumulated from various calculations and experimentation

will be examined thoroughly and then be consolidated for final results. All

considerations and specification will be summed up in a design of a marine

mammal rescue and rehabilitation vessel incorporated with the optimized tank.

1.3.1 Block diagram:

Analysis of Gathered information

and related studies

Identification of tank dimensions

Comparison rectangular and spherical

tanks

Conceptualization of tank
design

Pre Designing Phase

(Vessel with the tank)

Software Design and

Calculations

Ergonomic and Function design

and modifications

16
 Final design of the vessel with the
tank

Free-surface effect
calculation

Data analysis

Conclusion

1.4 Statement of the Problem

The proponents decided to make a vessel which could accommodate a

living mammal in distress for its rescue and rehabilitation. The main problem

of this vessel is the Free Surface Effect, which will be produced by this huge

tank.

In line with this, the researchers would like to respond to the following

questions:

1. What is the most effective tank design for the marine mammal’s

accommodation?

2. How can the tank design be incorporated to reduce the free surface

effect and sloshing?

3. How can the vibration and noise in the tank be reduced?

17
1.5 Significance of the Study

The research aims to provide a marine mammal rehabilitation vessel

which is first of its kind here in the country. This study focused on maintaining

the FSE produced by a wide tank, which is to contain a marine mammal, at

minimum. The maritime industry will benefit from this study for this could be

used as a reference, especially in the field of Naval Architecture. It will help

Naval Architects by becoming a benchmark in designing tanks which would

require special consideration. The study further provides new option with

regards to the mitigation of FSE and to the enhancement of ship’s stability.

Moreover, the study and the provision of the said vessel could help in the

conservation of the maritime environment.

1.6 Acronyms and Symbols

This list of the principal symbols was made to ensure that each symbol

used in this study would be fully understood.

ABS American Bureau of Shipping

AC Admiralty Coefficient

B center of buoyancy

BM metacentric radius

DWT deadweight

18
FSE free-surface effect

FoR frame of reference

G center of gravity

GG shift of the center of gravity

GM initial metacentric height

GT gross tonnage

GZ righting lever

I inertia about the centerline

K keel

KG transverse center of gravity

KM height of metacenter

LBP length between perpendicular

LGU local government unit

LCG longitudinal center of gravity

LOA length overall

M point of metacenter

NASA National Aeronautics and Space Administration

Pb brake power

19
 TCG transverse center of gravity

TWA transverse wetted-surface area

V volume of the ship

v speed of the ship

VCG vertical center of gravity

W displacement of the ship

w width of slosh baffle

x location of centroid on the x-axis on first FoR

x' centroid x based on the second FoR

y location of centroid on the y-axis on first FoR

y' centroid y based on the second FoR

γ damping ratio

d fill level

R radius of the tank

α fractional part of the blocked cross-sectional area

ŋ height of water when tilted

ρ density

1.7 Definition of Terms

20
Aft at near or towards the back part of a ship

Analysis System is general purpose software, used to simulate

interactions of all disciplines of Physics,

structural, vibration, fluid dynamics, heat

transfer and electromagnetic for engineers

Baffles a device used to interrupt and prevent swirling

of a -fluid in a tank.

Ballast it is a material used to provide stability on a

ship

Cargo goods carried on a ship

Center of Gravity is an imaginary point of a body where the total

weight of the body may be thought to be

concentrated

Center of Buoyancy is an imaginary point of a submerged body

where the weight may be thought to be

concentrated

Centroid the center of mass of a geometric object of

uniform density.

Cofferdam a type of enclosed or void space provided for

extra safety which separates two tanks

containing different liquids.

21
Coordinates a group of numbers used to indicate the

position of a point, line or plane.

Cross-links a small region in a macromolecule from which

at least four chains emanate.

Damping a reduction of the amount and effects of

energy.

Free Surface Effect is the virtual loss of the ship’s metacentric

height which is a change in the stability of a

ship

Frame of Reference an arbitrary set of axes with reference to which

the position or motion of something is

described or physical laws are formulated.

Forward front part of a ship

Inertia a quantity expressing a body's tendency to

resist angular acceleration. It is the sum of the

products of the mass of the particle in the body

with the square of its distance from the axis of

rotation.

Initial Metacentric Height also known as the Transverse Metacentric

Height. It is the measure of the ship’s initial

22
 stability. The distance between the center of

gravity and the point of metacenter.

Insulation the process of applying a delay of the transfer

of sound and vibration.

Insulator used to absorb energy from vibrating

structures.

Heel leaning or tilting to starboard side or portside

due to external forces

Height of Metacenter is the distance between the keel and the point

of metacenter.

List leaning or tilting to starboard side or portside

due to internal forces

Longitudinal a shell, deck, or bulkhead stiffener which runs

from forward to aft.

Marine Mammal is a collective term that refers to animals that

have evolved anatomical features and

physiological adaptations to live in the aquatic

environment.

Noise Any undesired sound or any erratic,

intermittent, or statistically random oscillation.

Oscillation movement back and forth at a regular speed

23
Portside the left-hand side of a vessel looking aft.

Polymer a substance that has a molecular structure

consisting chiefly or entirely of large number of

similar units bonded together.

Righting Arm is known as the righting lever; the horizontal

distance between the center of gravity and the

new center of buoyancy when the ship is

inclined.

Rolling the rotation of the vessel about its centerline.

Slack Tank a tank which is not completely full or empty.

Sloshing periodic oscillations of the free surface of a

liquid in a partially filled container due to

external disturbances'

Slosh Frequency the number of occurrences of a sloshing event

per unit time

Sounding is the measured height of the fluid from the

surface of the fluid to the bottom of the tank.

Starboard Side the right-hand side of a vessel

Stranding an event where in an individual or group is

beached or run aground in a helpless situation

24
 and are not able to return to their natural

habitats.

Transverse Center of Gravity it is the distance or height of the center of

gravity from the keel.

Unvulcanized rubber a type of rubber which only has polymer chain

and do not have cross-links and intermolecular

networks.

Ullage is the void space in the tank measured from

the top of the tank to the upper surface of the

liquid.

Vibration is a relatively small amplitude oscillation about

a rest position.

Vulcanizing agent a substance which forms bridges between

individual polymer molecule.

1.8 Research Methods

To obtain the data needed to produce an output which is a tank

specifically designed for a marine mammal rescue and rehabilitation vessel with

reduced free surface effect these methods are to be taken:

Data from a comparative experiment on using rectangular and spherical

shape tanks taking different inertias are to be gathered and considered as a

25
basis to obtain different physical properties of the tank designs. Through

computer aided programs, the centers of gravities of each shape, its values of

inertias, volumes, weights and surface areas are to be taken. Formulas and the

data on inertia obtained from the computer aided design programs are to be used

in solving the Free Surface Effects of each tank and compare them with each

other to prove and conclude which tank design produces the least Free Surface

Effect.

Data analysis obtained from previous related studies is to be used in

arriving to a conclusion on which material and inclusions to be added on the tank

to make a more effective and suitable for the marine mammal. The researchers,

will be producing a model design with similar or scaled properties of the ship with

the proposed tank and have it simulated using Maxsurf to obtain significant and

usable data. Other Naval Architectural procedures like taking the ships’

hydrostatic properties, damage and intact stabilities and producing necessary

plans will be included as well to support the study.

1.9 Research Environment

This research covers part of naval architecture principles which mainly

concentrates on a specialized tank design. Its timeline covers from the present

up to the future, as tank design progresses in time. This study may serve as a

basis or as a reference for future specialized tank specifically designed to hold

marine mammals and other related purposes. This study’s scope covers the vast

26
international industry of naval architecture, although the pioneering proponent of

the marine mammal rescue and rehabilitation vessel where the tank study is

based on will be the Philippines. Having that said, the researchers wish to help in

the mitigation of the marine mammal stranding by designing the said vessel.

Marine mammal stranding is a recurring problem among the locality of the

Philippines and having the rescue and rehabilitation vessel will alleviate the

problem of having only one land based rehabilitation facility.

Taking the Naval architectural aspect of the study; the free surface effect

is not a local maritime problem and tank design is not a local study, therefore the

research environment if this thesis covers a global aspect. The researchers hope

to take an international problem and create a stepping stone towards a

progressive specialized tank design by providing a solution with the hopes of

being able to provide valuable information to future tank design endeavors.

1.10 Data Analysis

Averaging

Statistics regarding marine mammal stranding were considered.

The average length for the most frequent stranded marine mammal was

made basis in obtaining the dimensions of the huge tank. Having the tank

dimensions, the researchers were able to have the Breadth of the vessel. The

value of the Breadth of the vessel alongside with the Dimension Ratios of a

Special Purpose Ship were used to identify the ship particulars.

27
Comparison

As to the identification on what the shape of the tank was used, the

researchers will conduct a comparison between the shift of the center of

gravity of Rectangular and Spherical tanks. This comparison will be done with

the aid of various mathematical principles.

Software Utilization

Various software was used to obtain the basic properties of the

vessel. Rhinoceros and AutoCAD were used for the design of ship plans.

Maxsurf was used to obtain the hydrostatic properties of the vessel as well as

the moment of inertia of the spherical tank.

28
 CHAPTER 2

PRESENTATION OF RESULTS, ANALYSIS AND INTERPRETATION

Data and figures presented below are used by the researchers as bases

for the procurement of this marine mammal rescue and rehabilitation vessel

as well as for the tank design concept specifically the tank shape and

dimensions. These data are combinations of tabular values gathered by the

help a government agency and data obtained from the calculations of the

researchers.

2.1 Stranding Cases

29
Figure 2.1(a) Annual frequency of stranding events from 2005 to 2016

Figure 2.1(b) Disposition (alive, dead, mixed ,unknown) of stranded animals

per region.

These figures present the trend of marine mammal stranding cases in the

country. The trend shows that the annual frequency of stranding has

increased and it shows that these five years: 2011, 2013, 2014, 2015, 2016

comprised 61% of all stranding cases. It can also be observed, based on

Figure 1.10.1(b) that sixty percent (say 6 out of 10) of the stranding events

involved live animals, however, based on the study of The Philippine Marine

Mammal Stranding Network [4] , the current success rate for rehabilitation is

30
23%. This is due to lack of rescuers and facilities. These data made the

researchers persistent to design and help in the provision of the said vessel.

Table 2.1 Summary of marine mammal stranding events from 2005 to 2016

This marine mammal rescue and rehabilitation vessel is intended to have only

one large tank. Having only one tank to accommodate stranded animal is a

reasonable decision; based on the above shown table, it can be seen that

out of 713 stranding cases, 638 or roughly 89.48% of it involves single

stranding. Single stranding refers to an individual or a mother and her calf is

stranded at the same time. This simply means that it is of high probability that

cases of single stranding may occur compared to cases of mass stranding.

2.2 Tank size

31
Figure 2.2(a) Frequency of stranding events (n=713) by age class

32
Figure 2.2(b) Most frequent to least frequent species that stranded from 2005

to 2016

Table 2 .2 Sizes (adult) of the top five most frequent stranded specie

Specie Size Range

Spinner dolphin 1.29 m to 2.35 m
Fraser's dolphin about 2m
Risso's dolphin 3.00 m to 3.80 m
Melon-headed whale Male : up to 2.7 m
Female : up to 2.6 m
Pantropical spotted dolphin 1.80 m to 2.1 m

The dimension of the tank is to be 5 meters in diameter and 3 meters

deep. The selection of the said diameter was based on the data presented

above. Figure 2.2 shows that most of the stranding cases involve animals on

their adult stage and based on Table 2.2, among the top five most frequent

stranded species, Risso's dolphin is the longest having an average adult

length of 3.00 to 3.80 meters. Thus, the proposed diameter of the tank would

be appropriate to accommodate stranded marine mammals here in the

country.

2.3 Centroid of Tanks

2.3.1 Data gathered from AutoCAD

33
 Presented below are data regarding the areas and centroids of a

rectangular and spherical tanks tilted in various angles accumulated by the

use of AutoCAD.

Transverse Weted-surface area (m2)

8

7 7.08 7.08 7.08 7.08

6
5.29
5 4.93 Rectangular tank
4.64 4.71
Spherical tank
4

0
0 degrees 10 degrees 20 degrees 30 degrees

Figure 2.3.1 (a) Values of transverse wetted-surface area of a rectangular

and spherical tanks in different angles of inclination.

It can be observed from the figure above that there is no significant

change in the TWA in a rectangular tank even when inclined at various angles.

As the rectangular tank tilts, the water moves to the lower side of the tank

resulting in a loss in the TWA area on the high side of the vessel; however, this

loss is compensated with the area covered by the shifted water. On the other

hand, it is also noticeable that there is a change in the TWA of a spherical tank

when inclined at different angles. This minimal change in TWA, as the angle of

34
inclination increases, is the result of having a segment of a sphere as tank and

taking the center of rotation offset below the original center of gravity of the

sphere.

Transverse Weted-surface area (m2)

8

7 7.08 7.08 7.08 7.08

6
5.29
5 4.93 Rectangular tank
4.64 4.71
Spherical tank
4

0
0 degrees 10 degrees 20 degrees 30 degrees

Figure 2.3.1 (b) Location of centroid (x and y) in a Rectangular tank at different

angles of inclination.

The location of centroid of a rectangular tank changes as it is inclined. The

shift of the water inside the tank, as the angle of inclination increases, will

coincide with the direction of the tilt, resulting to a centroid concentrating on the

lower side of the tank allowing the centroid x and centroid y to increase and

decrease respectively.

35
 Object 11

Figure 2.3.1 (c) Location of centroid (x and y) in a Spherical tank at different

angles of inclination.

It can be observed that centroid x does not change location; however, the

location of centroid y changes as the angle of inclination increases. The change

of the location of centroid y is due to the increase of the height of the water in the

the tank as the angle of inclination increases.

36
 2.3.2 Manual Calculation

For manual calculation, the cross section of the water in the tilted tank is

taken into an upright position, this serves as the first Frame of Reference.

[1]

[2]

Figure 2.3.2 (a) First Frame of Reference [1] Cross-section of a rectangular tank;

[2] Cross-section of a spherical tank

37
 [1]

[2]

Figure 2.3.2 (b) Second Frame of Reference[1] Cross-section of a rectangular

tank; [2] Cross-section of a spherical tank

38
 Location of centroid (x, y) based on the first FoR (Figure 1.10.3.2 a) are

then calculated using the equations:

Locaton of Centriod (m)

1.4

1.2 1.1 9

1
C entroid x
0.8 0.7 6 C entroid y
0.75 0.72
0.6 0.6 2

0.4 5
0.4 0.38

0.2

0 0
0 degr ees 10 degr ees 2 0 degrees 3 0 degrees

Object 15

To be able to find the coordinates of the centroid (x' ,y') based on the

second FoR (Figure 1.10.3.2 b), the researchers make use of a principle given by

the rotation matrix. It can be obtained by multiplying the centroid (x ,y) from the

first FoR with this rotational matrix;

Object 17

The coordinate (x', y') taken from the second FoR can further be defined

by the following matrix multiplication,

Object 19

thus,

L o ca t on o f C e nt ri od (m )
1.2

1
0.96
0 .88 0.89 0.92
0.8
Centroid x
Centroid y
0.6

0.4

0.2

0 0 0 0 0
0 deg rees 1 0 deg rees 20 deg rees 30 deg rees

This principle was used to calculate the centroid of the water inside the

tank tilted 10,20, and 30 degrees. Listed below are the values of the centroids x

39
and y of a rectangular and a spherical tank based on the first and second frames

of reference. Calculations are provided in the Appendix E and F.

Table 2.3.2(a) Centroids x and y of a Rectangular Tank (First FoR)

RECTANGULAR TANK

Angle of
CENTROID X (m) CENTROID Y(m)
Inclination

0 0 0.750

10 0.245 0.772

20 0.506 0.842

30 0.802 0.982

Table 2.3.2(b) Centroids x' and y' of a Rectangular Tank (Second FoR)

RECTANGULAR TANK
Angle of
CENTROID X (m) CENTROID Y (m)
Inclination

0 0 0.750

10 0.375 0.717

20 0.763 0.618

30 1.185 0.449

40
Table 2.3.2(c) Centroids x and y of a Spherical Tank (First FoR)

SPEHRICAL TANK

Angle of
CENTROID X (m) CENTROID Y(m)
Inclination

0 0 0.881

10 -0.154 0.876

20 -0.313 0.861

30 -0.479 0.829

Table 2.3.2(d) Centroids x' and y' of a Spherical Tank (Second FoR)

SPEHRICAL TANK

Angle of CENTROID Y
CENTROID X (m)
Inclination (m)

0 0 0.881

10 0 0.890

20 0 0.916

30 0 0.956
41
 The proponents performed various of procedures to come up with an

optimized design of tank. Presented below are the results and calculations

together with the corresponding underlying principle.

2.4 Centroid and Inertia of the Optimized Tank

The centroid of the tank is calculated to obtain the location of its center of

gravity; TCG, VCG, LCG. The tabulated values of centroids presented below are

obtained using Maxsurf. Actual tabular values from Maxsurf can be found in the

Appendix

Table 2.4 (a) Values of LCG, TCG, VCG

Location of the Centers of Gravity of the Tank

LCG 3.58 m forward of amidships
TCG 0
VCG 2.2 m above the keel

The moment of inertia of the tank is identified as well. The values

tabulated below are taken from the three major axis (x, y, and z) using Maxsurf.

For the calculation of the FSE produced by the tank, I x will be considered for the

study is focused on the transverse location of the center of gravity.

42
Table 2.4 (b) Values of Inertia about x, y, and z axes

Moment of Inertia of the tank

Ix 70.3911 m4
.Iy 70.3963 m4
Iz 100.6475 m4

2.5 Baffles

Ring baffles, as presented in Figure 2.5, are attached to the inner wall of

the tank at a distance d below the equilibrium free surface. These will serve as

vertical and horizontal baffles which will be used to suppress the effects of

sloshing. These baffles gives a damping effect which is evident through the

calculation of the damping ratio of the tank. The formula for the damping ratio of

a spherical tank is calculated by the derivation of the Miles equation based on

the study conducted by NASA [5]. The damping ratio of the tank is defined by the

equation:

Object 23

where the fractional part of the tank cross-sectional area blocked by the baffle is

defined as:

43
 Object 25

(a)

(b)
(c)

Figure 2.5 Ring Baffles (a) Transverse view, (b) Isometric view, (c) Top view

44
 The damping ratio varies directly with the fill level. Presented below are

the tabular values of damping ratios on various fill levels. Calculations for the

damping ratio can be found in Appendix H.

Table 2.5 Values of the Damping ratios in various fill level in corresponding

angles of inclination.

FILL LEVEL ANGLE OF INCLINATION (°)

(m)

5 10 15

0.2 1.163 x 10-3 1.657 x 10-3 2.041 x 10-3

0.7 1.627 x 10-3 2.317 x 10-3 2.854 x 10-3

1.2 1.812 x 10-3 2.580 x 10-3 3.178 x 10-3

1.7 1.886 x10-3 2.685 x 10-3 3.307 x 10-3

Contained in the table shown above are the values of the damping ratio

calculated based on the various fill levels. Damping ratio is the ratio between the

actual and the critical periods of oscillation decay; therefore it is favorable if the

tank will have a damping ratio close to 1. If a tank without baffles will be

considered, the value of the damping ratio of the tank will be equal to zero. This

is due to the absence of the factor or material which will give a delay on the

oscillation of the water inside the tank. It can be observed in the table shown

above that the values of the damping ratio of the tank increases as the fill level

45
and the angle of inclination increases. This indicates that there is a significant

effect given by the baffle to suppress the flow of the water.

2.6 Free-surface effect

It is a nature of marine mammals to breathe air that is why it is necessary

for the tank to have an enough amount of ullage. This requirement would result

to a slack tank which produces FSE. The researchers would want to maintain the

amount of FSE produced by the tank. Presented below are various angles of

inclination with the corresponding values of FSE. Computations are presented in

Appendix I.

Table 2.6 Free-surface effect values

ANGLE OF
MOMENT OF %
INCLINATION
It FSE
INERTIA (IX) DIFFERENCE
(°)

0 70.3911 m4 0.19494968 m

5 70.3923 m4 0.19495300 m 0.0017

10 70.5185 m4 0.19530252 m 0.1809

15 71.0318 m4 0.19672412 m 0.9102

is

shown in the table above that the change of the values of the FSE is at minimum.

This is further attested by the value of the percent difference which is relatively

small.

46
2.7 Vibration and Noise Insulation

It is important, especially in a marine mammal rehabilitation vessel, to

keep the vibration to a minimum during the voyage. The researchers propose to

have the tank semi isolated. The location of the tank will be in between

cofferdams installed. The walls of these cofferdams will be attached with a

vibration absorbing insulation sheet; this technique is standardized based on

ABS - Noise and Vibration Control. Each insulation sheet is mainly made of

viscoelastic polymer. Viscoelastic composition of this polymer is particularly

effective in a constrained layer insulation because of its cross-linking property [6].

This cross-linking property can be obtained by combining unvulcanized rubber,

accelerators, softener and vulcanizing agent. Having this combination improves

the ability of the material to suppress vibration and noise; the effectiveness of this

viscoelastic material can be on its maximum for it has the ability to follow curved

surfaces and areas thus increasing its vibration insulator ability. The same

viscoelastic material will be coated on the tank to ensure the comfort and safety

of the confined mammal.

47
Figure 2.8 Unconstrained Tile Insulation Applied to Hull Side (from ABS

Guidance Notes on Noise and Vibration Control for Inhabited Spaces)

Presented below are the specifications of the insulation sheet chosen by

the researchers.

Table 2.7 Specification of Vibration and Noise Insulation Sheet

SORBOTHANE INSULATION SHEET

Part Number 0212010-40-10
Thickness 6.35 mm
Dimension 63.5 x 63.5 mm
Noise absorbed 4 dB / 1.016 mm
Vibration absorbed 50% of frequencies ranging from 10 - 30 kHz

Based on the ABS Guidance Notes on Noise and Vibration Control for

Inhabited Spaces, the range of noise levels which can be measured on the

modern vessel is between 30 and 130 dB. The threshold of marine mammal in

terms of noise tolerance would range from 30 to 50 dB [7] . In the case of having

an insulation sheet of 63.5 x 63.5 x 6.35 mm with a noise absorption rate of 4

dB per 1.016 mm thickness, a maximum of 25 dB can be reduced. Considering

that the two bulkheads of the cofferdam will be installed with insulation sheets

and taking 130 dB as the maximum noise measured in the ship, the residual

noise level of the ship will be :

48
 Maximum Noise Level : 130 dB
Noise Absorbed : 75 dB
First Bulkhead : 25 dB
Second Bulkhead : 25 dB
Tank : 25 dB
Residual Noise : 55 dB

Figure 2.7b Noise reduction diagram

2.8 Vessel Specifications

Presented below are the vessel specifications of the proposed Marine

Mammal Rehabilitation Vessel. Necessary calculations can be found in the

Appendices.

LOA : 32.00 m

LBP : 30.00 m

49
 B : 8.00 m

d : 2.2 m

D : 3.0 m

Wdraft : 370.1 tonnes

DWT : 243.54 tonnes

GT : 290.58 m3

Cost : 456,775 USD

Pb : 826.48 kW

Maximum Speed : 18 knots

Service Speed : 16 knots

Fuel Rate :211.9 L/hr

Engine speed : 1400 rpm

2.9 Tank Specifications

50
Figure 2.9 a Inner and Outer radii of the tank

Tank inner diameter : 4.60 m

Tank outer diameter : 4.20 m

Height of the floor : 1.00 m

Fill level : 2.00 m

Figure 2.9 b. Ring baffle heights

The optimized tank was shaped sphere to maintain the FSE even when

heeled at different angles. The tank was also installed with horizontal and vertical

baffles with 0.2 meters width (Figure 2.10 a) at different fill levels to suppress the

sloshing inside the tank. ( Figure 2.10 b). It is also attached with holed-floor for

ease of maintenance and accessibility. The tank was located between

cofferdams to produce an insulation effect of vibration. Viscoelastic polymer was

used to coat the surface of the tank to further reduce the effects of vibration.

51
2.10 Marine Mammal Rescue and Rehabilitation Vessel Operation

In a case of marine mammal stranding, trained local personnel and

responders in the area will perform first aid for the mammal in the form of a towel

bath and will contact the nearest BFAR office for immediate rescue. Upon

receiving the report, the office will send their resident veterinarian together with

the assistants unto the site of the stranding on board the vessel. On the arrival of

the vessel on the site, the mammal will be put on board the vessel by the use of

a stretcher which will be carried by trained volunteers and then be pulled

towards the tank by the use of a pulley. In the case of having a low tide, the

mammal will be delivered to the vessel with the help of a pump boat. Having the

mammal onboard, the vessel will travel ideally at least 1.7 nautical mile from the

shore based on the International regulations and guidelines to prevent

grounding. The veterinarian will then check the condition of the mammal and

identify injuries which need immediate care and attention. When identified, these

injuries will be treated inside the clinic. During the time of the treatment, the

remaining crew of the vessel will start filling up the tank with saltwater. After the

treatment, the mammal will then be placed inside the accommodation tank for

rehabilitation and observation. By the time the mammal is completely healed, the

52
mammal will be released unto the ocean and the vessel go back to the near the

office of BFAR.

CHAPTER 3

SUMMARY, FINDINGS,CONCLUSIONS AND RECOMMENDATIONS

Various tests and calculations were conducted. Considerations were also

made. After accumulating and analyzing relevant data the researchers found that

there are various parameters that needs to be taken into consideration to

optimize the tank in a Marini Mammal Rescue and Rehabilitation Vessel.

3.1 Conclusion

Moments of inertia of Spherical tank at various heeling angles were tallied

and further used to calculate the FSE produced by the tank. After the calculation

it was proved that the FSE was kept to minimum and obtained a highest percent

difference of 0.9012 % (Table 2.6).

Baffles were also proved to have a significant effect on the reduction of

sloshing. This was attested by the calculated values damping ratio (Table 2.5 ).

For the vibration insulation, the researchers chose to use Viscoelastic

polymer. This material was chosen because of its elastic property which is

essential for the coating of the Spherical tank. The insulation sheet has a noise

reduction rate of 4 dB per 1.016 mm thickness, thus reducing the overall noise

level by 75 dB.

53
3.2 Recommendation

For the enhancement of related studies in the future, the researchers

came up with these recommendations;

Since values of damping ratio are relatively smaller. Try to make use of

slosh baffles with higher baffle width, limiting to 10% of tank radius.

This study is only limited to theoretical analyses. Interested researchers

are recommended to try an actual simulation tests on the tank or make use of

simulation softwares.

It is also essential for the future researchers to conduct a Vibration

Analysis to have an in-depth accuracy on the estimation of the insulation

distribution and actual vibration reduction.

54
APPENDICES

55
Appendix A - Number of stranding events per month in Region VII from

2005 to 2016

Appendix B - Stranding events by season in the provinces of Region VII

SW - Southwest Monsoon NE - Northeast Monsoon

56
IM - Inter-Monsoon

Appendix C - Stranding density along the coasts of Region VII from 2005 to

2016

57
Appendix D - Stranding frequency of species that stranded in Region VII

58
Appendix E - Calculation of the location of centroid x and y by using the

Principle of moments.

For Rectangular Tank

Assuming a 5m 3m Rectangular tank with a fill level of 1.5m tilted at -10°

Object 27

A2
Object 29

Calculating for A1 (Area of a triangle):

bh
A1 =
2

5×0.8816
A1 =
2

Object 39

Calculating for Object 41

(Area of a rectangle):

Object 43

Object 45

59
 Object 47

Calculating for the location of centroid:

Object 49

Object 51

Object 53

Object 55

Object 57

Object 59

60
For Spherical Tank

Assuming a 5m diameter Spherical tank with a fill level of 1.5m tilted at -10°

Object 61

Object 63

Calculating for Object 65

:

For triangle:

Object 67

4.5259 . 0.798
At =
2

A1

For spandrel:

bh
A1 =
2

61
 Object 75

Object 77

For A1 :

Object 79

Object 81

Object 83

Calculating for Object 85

:

Object 87

Calculating for the location of centroid:

Object 89

Object 91

Object 93

62
 Object 95

Object 97

Object 99

The same process will be used to find the centroids x and y of tanks tilted in 20

and 30 degrees.

Appendix F- Calculation of centroids x' and y' by using translational matrix

For rectangular tank tilted in -10°

Having the centroids x=0.2449 and y= 0.7716, x' and y' is given by:

Object 101

Object 103

thus,

Object 105

Object 107

Object 109

63
 Object 111

Object 113

Object 115

For spherical tank tilted in -10°

Having the centroids x=-0.155 and y= 0.876, x' and y' is given by:

Object 117

Object 119

thus,

Object 121

Object 123

Object 125

Object 127

Object 129

Object 131

The same process will be used to find the centroids x' and y' of tanks tilted in 20

and 30 degrees.

64
Appendix G - Tabular values for the Centroid of the optimized tank

For 0 degree inclination

65
For 5 degrees inclination

66
For 10 degrees inclination

67
For 15 degrees inclination

68
Appendix H - Calculation for Damping Ratio

Damping ratio can be calculated using the derived Mile's equation based on the

study conducted by NASA [ H.Q Yang and Jeff West " Validity of Miles Equation

in Predicting Slosh Damping in Baffled Tanks"] . It can be calculated using the

equation:

Object 133

Calculation for Damping ratio for the spherical tank with the following parameters:

fill level : 0.2 meters

R : 2.5 meters

69
 ŋ : 0.2179 meters (5 degrees)

w : 0.2 meters

α is calculated using the formula:

Object 135

4.5259 . 0.798
At =
2

Object 139

For Damping ratio:

For 5 degree inclination:

Fill level of 0.2

Object 141

Object 143

Object 145

Fill level of 0.7

70
 Object 147

Object 149

Object 151

Fill level of 1.2

Object 153

Object 155

Object 157

Fill level of 1.7

Object 159

Object 161

Object 163

For 10 degree inclination

71
Fill level of 0.2

Object 165

Object 167

Object 169

Fill level of 0.7

Object 171

Object 173

Object 175

Fill level of 1.2

Object 177

Object 179

Object 181

72
Fill level of 1.7

Object 183

Object 185

Object 187

For 15 degrees inclination

Fill level of 0.2

Object 189

Object 191

Object 193

Fill level of 0.7

Object 195

73
 Object 197

Object 199

Fill level of 1.2

Object 201

Object 203

Object 205

Fill level of 1.7

Object 207

Object 209

Object 211

74
Appendix I - Free-surface effect Calculation

The free-surface of the tank can be calculated by the formula,

Object 213

The inertia of the tank is obtained with the aid of Maxsurf. Having the value of the

inertia of the tank as 70.3931 m4 FSE can be defined as:

Object 215

For 0 degree inclination

Object 217

Object 219

For 5 degrees inclination

70.3923
FSE= ×1.025
370.1

Object 223

For 10 degrees inclination

75
 Object 225

Object 227

For 15 degree inclination

Object 229

Object 231

For percent difference,

% = [(FSEinclined - FSEupright) / FSEupright ] * 100

For 5 degrees inclination

% = [(0.19495300- 0.19494968) / 0.19494968 ] * 100

% = 0.0017

For 10 degrees inclination

% = [(0.19530252- 0.19494968) / 0.19494968 ] * 100

% = 0.1809

For 15 degrees inclination

% = [(0.1967212 - 0.19494968) / 0.19494968 ] * 100

% = 0.9102
76
Appendix J - Cost Estimates

Hull Structure
SWBS No. Category Cost
101 Shell Plating 24000 USD
116 Framings 20400 USD
131 Main Deck 125 USD
141 Superstructure 95 USD
152 Watertight Doors 2000 USD
161 Structural Castings, Forgings and etc. 650 USD

Propulsion Machinery
SWBS No. Category Cost
202 Main Engine 100000 USD
241 Propulsion Reduction Gears 1000 USD
242 Clutches and Couplings 300 USD
245 Propulsors 1975 USD

Electrical Power
SWBS No. Category Cost
311 Generator Set 5125 USD
321 Ship Service Power Cable 275 USD
331 Lighting Distribution 350 USD
332 Lighting Fixtures 250 USD

77
Communication and Control
SWBS No. Category Cost
405 Antenna Requirements 900 USD
411 Data Display Group 1000 USD
414 Interface Equipments 1500 USD
421 Non- Electronic Navigation Aids 825 USD
423 Electronic Navigation System 725 USD
436 Alarm, Safety and Warning Systems 850 USD

Auxiliary Machinery and System

SWBS No. Category Cost
503 Pumps 400 USD
509 Thermal Insulations 225 USD
512 Ventilation System 300 USD
516 Refrigeration System 275 USD
526 Scuppers and Deck Drains 90 USD
545 Tank Heating 65 USD
555 Fire Extinguishing System 2500 USD
561 Steering and Driving Control 350 USD
581 Anchor Handling 750 USD
593 Environmental Pollution 225 USD

78
Outfit
SWBS No. Category Cost
611 Piping 500 USD
612 Rails 350 USD
622 Anchor 500 USD
625 Windows 150 USD
631 Painting 1560 USD
632 Lifejackets 40 USD
634 Life Saving Buoy 50 USD
641 Mooring Bollard 75 USD
651 Toilet Bowl 100 USD
652 Trash Bins 15 USD
662 Television Set 450 USD

Labor Cost 220860 USD

Category Unit Cost
Construction Workers 149 214560 USD
Foreman 2 3600 USD
Supervisor 1 2700 USD

Additional Equipment 79600 USD

Category Unit Cost
Surgical Table 1 3000 USD
Lavatory 5 350 USD
Fixtures 1000 USD
Viscoelastic Polymer 75000 USD
Refrigerator 1 250 USD

79
SWBS No. Category Cost
100 Hull Structure 47270 USD
200 Propulsion Machinery 103275 USD
300 Electrical Power 6000 USD
400 Communications and Control 5800 USD
500 Auxiliary Machine and System 5180 USD
600 Outfit 3790 USD

Additional Costing
Category Cost
Equipment Cost 79600
Labor Cost 220860
Total Cost: 471775 USD

80
Appendix K - Power Estimates

Below is the calculation of the Brake power of the ship based on Ship Design

Performance for Masters and Mates, Dr. C.B. Barrass

Object 233

and the Admiralty Coefficient is given by

Object 235

Object 237

Object 239

having the AC as 390.828, Wdraft = 370.1, v = 18 knots then,

2
370.13 × 183
Pb=
363.745

P b = 826.48 kW

81
Appendix L - Engine Specifications

82
Appendix M - Gross Tonnage Calculation

The Gross Tonnage is given by the equation

GT= K 1 ×V m 3

where,

V=a 3 (LOA ×B ×D)

and

Object 249

Object 251

Object 253

then,

Object 255

Object 257

Object 259

and

Object 261

83
 Object 263

Object 265

thus,

Object 267

Object 269

Object 271

Appendix N - Scantling Calculations

LOA : 32 m

LBP : 30 m

B :8m

D :3m

d : 2.2 m

Scantling Length

Object 273

Object 275

Object 277

84
Frame Spacing ( ABS SVR - 3-2-5/1.7)

S= 2.08L+436 mm

Object 281

Object 283

Object 285

Bottom Shell Plating ( ABS U90 3-2-2/3.3)

Object 287

Object 289

Object 291

Object 293

Side Shell Plating (ABS U90 3-2-2/5.1)

Object 295

Object 297

85
 Object 299

Object 301

Forecastle Side Plating (ABS U90 3-2-2/5.7.1)

Object 303

Object 305

Object 307

Object 309

Poop Side Plating (ABS U90 3-2-2/5.7.2)

Object 311

Object 313

Object 315

Object 317

MINIMUM SECTION MODULUS CALCULATION for MEMBERS

Bottom Girders

Object 319

86
 Object 321

Object 323

Dimension: 200 x 12 mm W + 90 x 12 mm F

Frames

Transverse and Longitudinal frames clear of tanks

Object 325

Object 327

Object 329

Dimension: 250 x 8 mm W + 50 x 8 mm F

Transverse and Longitudinal frames clear and in way of tanks

Object 331

Object 333

Object 335

Dimension: 350 x 8 mm W + 50 x 8 mm F

Deck Girders

87
 Object 337

Object 339

Object 341

Dimension: 200 x 12 mm W + 150 x 12 mm F

Bottom Longitudinals

Object 343

Object 345

Object 347

Dimension: 135 x 80 x 8 mm

Deck Longitudinals

Object 349

Object 351

Dimension: 120 x 80 x 8 mm

88
 BODY PLAN PARTICULARS:
5 4 3 2 1 AP FP 9 8 7 6 5

LOA: 32 m
LBP: 30 m
BL 3 BL 2 BL 1 BL 2 BL 3
BREADTH:8 m
DEPTH: 3 m
PROFILE PLAN DRAFT: 2.2 m
BL 3
BL 2 BL 1
WL 6
WL 5
WL 4
WL 3
WL 2
WL 1
BL
STA 1 STA 2 STA 3 STA 4 STA 5 STA 6 STA 7 STA 8 STA 9 STA 10 STA 11

HALF BREADTH PLAN

WL 0
WL 1
WL 2
WL 3
WL 4
WL 5
WL 6

BL 3
STA 9 STA 10 STA 11
BL 2

STA 1 STA 2 STA 3 STA 4 STA 5 STA 6 STA 7 STA 8

STA
WL AP 1 2 3 4 5 6 7 8 9 FP
6 3.79 3.98 3.99 4 3.98 3.89 3.62 3.12 2.36 1.38 0

5 3.81 3.98 3.99 3.99 3.98 3.86 3.55 3.06 2.32 1.34 0

4
3
3.81

3.38
3.98

3.97
3.99

3.99
3.99

3.99
3.98

3.98
3.83

3.82
3.50

3.44
2.98

2.83
2.19

1.98
1.22

1.07
0

0
MV INCIPERE
2 - 3.89 3.97 3.98 3.97 3.78 3.31 2.56 1.72 0.91 - LINES PLAN
1 - 3.12 3.54 3.60 3.60 3.39 2.87 2.14 1.42 0.73 - BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.
0 - - 0 0 0 0 0 0 0 0 -

APPENDIX S PAGE 94
 PARTICULARS:

LOA: 32 m
LBP: 30 m
BREADTH:8 m
DEPTH: 3 m
DRAFT: 2.2 m

-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10111213141516171819
10 11 12 13 14 15 16 17 18 19 20
2021222324252627282930313233343536373839
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
404142434445464748495051525354555657585960616263646566
41 42 43 44 45 46 47 48 4950 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67

PROFILE PLAN

NECROPSY/CLINIC
ROOM 1 AREA

-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10111213141516171819
10 11 12 13 14 15 16 17 18 19 20
2021222324252627282930313233343536373839
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
404142434445464748495051525354555657585960616263646566
41 42 43 44 45 46 47 48 4950 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67
ROOM 2 ROOM 3 STORAGE

MAIN DECK

CAPTAIN'S
ROOM WHEEL
HOUSE

NAVIGATION BRIDGE DECK

AFTER ENGINE ROOM CHAIN

PEAK REHABILITATION TANK
LOCKER
TANK VOID FOREPEAK
OIL TANKWATER BALLAST
FRESH WATER SPACE TANK
TANK
&
SULLAGE

-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10111213141516171819
10 11 12 13 14 15 16 17 18 19 20
2021222324252627282930313233343536373839
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
404142434445464748495051525354555657585960616263646566
41 42 43 44 45 46 47 48 4950 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67

PROFILE PLAN (with tanks)

SULLAGE

WATER BALLAST
TANK REHABILITATION TANK VOID FOREPEAKCHAIN
AFTER OIL TANK SPACE TANK LOCKER
PEAK
TANK
-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10111213141516171819
10 11 12 13 14 15 16 17 18 19 20
2021222324252627282930313233343536373839404142434445464748495051525354555657585960616263646566
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67

FRESH
WATER

BOTTOM PLAN

MV INCIPERE
GENERAL ARRANGEMENT PLAN
BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX T PAGE 95
 PARTICULARS:

LOA: 32 m
LBP: 30 m
BREADTH:8 m
DEPTH: 3 m
DRAFT: 2.2 m
A-1 A-2
7
A-3 7 A-4 7
A-5 8
A-6
7 8
7 7 7 8
A-7
B-1 B-2 B-3 B-4 B-5 8
7
8 B-6 A-8
8 C-1 8 8 C-2 C-3 8 8
C-4 B-7
7
A-9
7 7
P-1 D-1 8 8 D-2 8 D-3 8
D-4 8
8 C-5 7
D-5 8 B-8 7 B-10
7
E-1 8 E-2 8 E-3 8
E-4 8 C-6 B-9 8
8 8 C-10
8
E-5 D-6 8 C-9 8
F-1 8 8 F-2 8 F-3 8 F-4 8
8 F-5
8
E-6 D-7 C-7
8
C-8
8 8 8 8
F-4 F-5 8 8
E-6 8
D-7 C-8 8
F-1 F-2 F-3 8 E-5 D-6 C-7
8
8
C-9
8
8 8 8
E-4 8 C-10
E-1 E-2 E-3 D-5 8 C-6 B-9
8 B-87 7 7 B-10
P-1 D-1 8 8
8 8
D-4 8 C-5
D-2 D-3 7 7
8
8 C-4 B-7 7 A-9
8 8
C-1 8
C-2 8 C-3
8
B-6 7
A-8
B-1 B-2 7 B-3 B-4 8
B-5
7 7
8 A-7
7
7 8
A-1 A-2 A-3 7
A-4 7
A-5 A-6

MV INCIPERE
SHELL EXPANSION
BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX U PAGE 96
 PARTICULARS:
SULLAGE

WATER BALLAST
LOA: 32 m
AFTER
PEAK
OIL TANK
TANK REHABILITATION TANK VOID
SPACE
FOREPEAK CHAIN
TANK LOCKER LBP: 30 m
TANK
-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 BREADTH:8 m
FRESH
DEPTH: 3 m
WATER
DRAFT: 2.2 m

AFTER
CHAIN
PEAK REHABILITATION TANK LOCKER
ENGINE
TANK WATER VOID FOREPEAK
ROOM OIL
BALLAST SPACE TANK
TANK WATER
TANK &
SULLAGE

-4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67

TANK NAME SIDE FRAME DENSITY VOLUME CAPACITY VCG TCG LCG
WATER BALLAST TANK C 16TO24 1.025 58.05 59.50 1.8 0 -5.21
WATER TANK S 24TO28 1.000 6.61 6.61 6.6 -2.2 -2.5
FORE PEAK TANK C 60TO65 1.025 20.66 21.1765 11.5 0 11.5
AFT PEAK TANK C -4TO-1 1.025 12.72 13.038 C 0 -15.24 MV INCIPERE
FUEL OIL TANK C 13TO15 0.8 58.05 58.05 C -0.375 -7.9 CAPACITY PLAN
SULLAGE TANK P 24TO28 0.721 6.61 4.766 0.74 2 -2.5 BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX V PAGE 97
 PARTICULARS:

LOA: 32 m
LBP: 30 m
BREADTH:8 m
DEPTH: 3 m
DRAFT: 2.2 m
DECK GIRDER (200x12 W + 150x12 F)
DECK LONGITUDINALS (120x80x8) DECK LONGITUDINALS (120x80x8)

SIDE STRINGER (200x12 W + 150x12 F) SIDE STRINGER (200x12 W + 150x12 F)

SIDE LONGITUDINALS (135x80x8)

FRAMES (350x8 W + 50x8 F)
FRAME 28 FRAME 30 SIDE LONGITUDINALS (135x80x8)

BOTTOM LONGITUDINALS (135x80x8) BOTTOM LONGITUDINALS (135x80x8)

BOTTOM GIRDER (200x12 W + 90x12 F)

MV INCIPERE
MIDSHIP SECTION
BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX W PAGE 98
 PARTICULARS:

LOA: 32 m
LBP: 30 m
DECK GIRDER (200x12 W + 150x12 F) BREADTH:8 m
DEPTH: 3 m
DECK LONGITUDINALS (120x80x8) DRAFT: 2.2 m

SIDE STRINGER (200x12 W + 150x12 F)

FRAME 19
SIDE LONGITUDINALS (135x80x8)

BOTTOM LONGITUDINALS (135x80x8)

MV INCIPERE
ENGINE SECTION
BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX Y PAGE 100

 PARTICULARS:

LOA: 32 m
LBP: 30 m
BREADTH:8 m
DEPTH: 3 m
DRAFT: 2.2 m
DECK LONGITUDINALS (120x80x8)
DECK GIRDER (200x12 W + 150x12 F)

FRAME 40 SIDE STRINGER (200x12 W + 150x12 F)

SIDE LONGITUDINALS (135x80x8)

BOTTOM LONGITUDINALS (135x80x8)

BOTTOM GIRDER (200x12 W + 90x12 F)

MV INCIPERE
TANK SECTION
BALILI, LAWRENCE DANE Z.
ESPINA, RAYMOND C.
RANOCO, JOHN CARLO U.

APPENDIX X PAGE 99
Appendix O - Hydrostatic Curves

90
Appendix P - Cross Curves

91
Appendix Q - Bonjean Curves

92
Appendix R - Form Coefficient Curves

93
References:

[1] Stability and Safety of Ships, Volume 9 (Kobyliński &Kastner 2003).

[2] Sloshing reduction effect of Splitting Wall in Cylindrical Tank (D.Takabatake,

S.Sawada et al.)

[3] Lee, A. Y., Strahan,A., Tanimoto, R., and Casilas, A., " Preliminary Characterization

of the Altair Lunar Lander Slosh Dynamics and Some Implications for the Thrust Vector

Control Design" , Proceedings of the AIAA Guidance, Navigation, and Control

Conference, and Exhibit, Toronto, Ontario, Canada, August 2-5, 2010.

[4] Aragones et.al 2017 The Philippine Marine Mammal Strandings 2005 to 2016

PMMSN Technical Report

[5] H.Q Yang & Jeff West "Validity of Miles Equation in Predicting Propellant Slosh

Damping in Baffled Tanks at Variable Slosh Amplitude"

[6] F. Konsevich, United States Patent 1986, "Vibration Damping Stiffener"

[7] www.geoexpro.com

Other References:

 C. Bhavya, Sanya Maria Gomez and R. Krishnakumar " Design and FE Analysis

of Anti-Slosh Baffles for Fourth Stage of PSLV" ISSN 2277-5056 | © 2013

Bonfring

 Johnson et. al, US Patent, 1986 "Vibration Damper having extended temperature

range and low temperature shock resistance"

102
 T. Okuda et al, US Patent, 1999 " Vibration Damper Material Comprising a

viscoelastic layer of unvulcanized rubber"

 www.nmfs.nora.gov/pr/acoustics/publicmeeting2014.presentation.pdf

103
LAWRENCE DANE Z. BALILI
Contact Details:
Contact No.: 09435317080
Email Address: lawrencebalili27@gmail.com
Address: Zone Litob, Brgy. Kalawisan
Lapu-lapu City, Cebu

Personal Data
______________________________________________________________

Birthdate : December 26, 1997 Place of Birth : Lapu-lapu City

Citizenship : Filipino Religion : Roman Catholic

Civil status : Single

Educational Attainment
______________________________________________________________

Tertiary
Bachelor of Science in Naval Architecture and Marine Engineering
University of Cebu–Main Sanciangko St., Cebu City, Cebu
2014 - 2019

Secondary
Saint Alphonsus Catholic School
Lapu-lapu City, Cebu
2010 - 2014

Elementary
Science and Technology Education Center
Basak, Lapu-lapu City
2004 - 2010
RAYMOND C. ESPINA
Contact Details:
Contact No.: 09993636758
Email Address: mon.espina@gmail.com
Address: Umpad St. Brgy. Poblacion
Lapu-lapu City, Cebu

Personal Data
______________________________________________________________

Birthdate : April 23, 1997 Place of Birth : Lapu-lapu City

Citizenship : Filipino Religion : Roman Catholic

Civil status : Single

Educational Attainment
______________________________________________________________

Tertiary
Bachelor of Science in Naval Architecture and Marine Engineering
University of Cebu–Main Sanciangko St., Cebu City, Cebu
2014 - 2019

Secondary
Saint Alphonsus Catholic School
Lapu-lapu City, Cebu
2010 - 2014

Elementary
Saint Alphonsus Catholic School
Lapu-lapu City, Cebu
2004 - 2010
JOHN CARLO U. RANOCO
Contact Details:
Contact No.: 09471857216
Email Address: johnranoco2193@gmail.com
Address: Purok 7, Brgy. Camambugan
Ubay, Bohol

Personal Data
______________________________________________________________

Birthdate : July 21, 1998 Place of Birth : Cagayan de Oro City

Citizenship : Filipino Religion : Roman Catholic

Civil status : Single

Educational Attainment
______________________________________________________________

Tertiary
Bachelor of Science in Naval Architecture and Marine Engineering
University of Cebu–Main Sanciangko St., Cebu City, Cebu
2014 - 2019

Secondary
Ubay National Science High School
Fatima, Ubay, Bohol
2010 - 2014

Elementary
Camambugan Elementary School
Camambugan, Ubay, Bohol
2004 - 2010