Ship Motions Manual

WOLFSON UNIT
FOR MARINE TECHNOLOGY &

INDUSTRIAL AERODYNAMICS

SHIPMOTIONS USER MANUAL

Version 7/8/00

University of Southampton, Highfield, Southampton, SO17 1BJ, U.K.
Tel: +44 (0)23 8058 5044 Fax: +44 (0)23 8067 1532
wumtia@soton.ac.uk http://www.wumtia.com

CROWN COPYRIGHT 2000
The material contained in this manual remains the property of the Crown and is Crown Copyright. It
may only be used in accordance with the terms of Agreement No. A72B/5071.

WOLFSON UNIT
FOR MARINE TECHNOLOGY AND INDUSTRIAL AERODYNAMICS

1
TABLE OF CONTENTS

PACKAGE CONTENTS ...................................................................................................................................... 3
PROTECTION SYSTEM ..................................................................................................................................... 3
SINGLE USER OPTION ........................................................................................................................................... 3
NETWORK OPTION................................................................................................................................................ 3
CONFIGURING THE SYSTEM ......................................................................................................................... 4
SHIPMOTIONS HELP SYSTEM ....................................................................................................................... 4
INTRODUCTION ................................................................................................................................................. 5
SCOPE OF PROGRAM ............................................................................................................................................ 6
SHIP DEFINITION .............................................................................................................................................. 8
SHIP PARTICULARS .............................................................................................................................................. 8
HULL DEFINITION ................................................................................................................................................ 8
SECTION DEFINITION ......................................................................................................................................... 10
STATION DEFINITION ......................................................................................................................................... 11
APPENDAGE DEFINITION ............................................................................................................................. 13
A-BRACKET ....................................................................................................................................................... 13
BILGE KEEL ....................................................................................................................................................... 15
FINS ................................................................................................................................................................... 16
PROPELLER SHAFT ............................................................................................................................................. 18
RUDDER ............................................................................................................................................................. 18
SKEG.................................................................................................................................................................. 20
STABILISING TANK ............................................................................................................................................. 21
MOTION CALCULATIONS ............................................................................................................................. 22
WAVES AND SEA SPECTRA ................................................................................................................................ 22
VERTICAL MOTIONS .......................................................................................................................................... 23
LATERAL MOTIONS ............................................................................................................................................ 24
MOTION CALIBRATION ...................................................................................................................................... 26
TOTAL MOTIONS ................................................................................................................................................ 27
SUBJECTIVE MOTIONS ....................................................................................................................................... 29
SUSTAINED SPEED ............................................................................................................................................. 31
TIME SERIES ...................................................................................................................................................... 33
TIPS AND HINTS ............................................................................................................................................... 37
ORDER OF WORKING ......................................................................................................................................... 37
WORKING WITH PARABOLAE ............................................................................................................................. 38
TRAPEZOIDAL VS PARABOLIC ............................................................................................................................ 39
REDUCING MEMORY OVERHEAD ....................................................................................................................... 39
DIGITIZER SETUP AND CONFIGURATION ............................................................................................................. 40
FILE BACKUP ..................................................................................................................................................... 40
GLOSSARY ......................................................................................................................................................... 41
APPENDIX A - TABLE OF CONSTANTS ...................................................................................................... 48
APPENDIX B - USING TANKS, FINS AND RUDDERS ............................................................................... 48
APPENDIX C - DETERMINATION OF ROLL STABILISATION CONTROLLER COEFFICIENTS .. 49
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APPENDIX D - SERVO COEFFICIENTS ....................................................................................................... 52
APPENDIX E - WORKED EXAMPLE ............................................................................................................ 52
APPENDIX F - AUTOPILOT COEFFICIENTS ............................................................................................. 54
APPENDIX G - REFERENCES ........................................................................................................................ 56
APPENDIX H - FILE TYPES AND FORMATS ............................................................................................. 57
INI FILES ........................................................................................................................................................... 57
LFH FILES ......................................................................................................................................................... 57
HLH/HLD FILES ............................................................................................................................................... 58
EXPERIMENTAL RAO DATA FILES (*.DAT) ......................................................................................................... 58
SMR FILES ........................................................................................................................................................ 58
PLOT WINDOW DATA FILES (*.DAT) .................................................................................................................. 58
VER FILES ......................................................................................................................................................... 58
LAT FILES ......................................................................................................................................................... 60
INPUT FILES ....................................................................................................................................................... 63
OUTPUT FILES .................................................................................................................................................... 64
ERROR FILES ..................................................................................................................................................... 67

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PACKAGE CONTENTS

In addition to the manual there is one 3" disc supplied with this package. New users will be
provided with a hardware key or Dongle for software protection.

Instructions for installing the programs onto the hard disc are given in the section entitled
Configuring The System. For additional protection, it is advisable to perform configuration using a
copy of the original disc supplied in this package. Always ensure that the write protect tab is in place
on the original master discs.

PROTECTION SYSTEM
Single user option
This program utilises a hardware key or DONGLE which fits into the Printer port of the computer,
the printer lead then plugs into the back of the key. The individual programs check for the presence
of this key. If it is not found, a warning is given, place the DONGLE in the port before continuing.

Network option
The Wolfson Unit's Network Protection System allows for a single Dongle to be placed either on the
file server (for Networks which allow access to the DOS Segment) or on a suitable Workstation (with
rights to save files on the \HYDRO directory), rather than on the workstations which will run the
software. This allows any workstation on the network to operate the Wolfson programs.

On the installation disc is the file NETDOM.EXE. This file should reside on the file server and must
be run either by the file server each day, if the Network system allows, or by a logged workstation
with rights to the appropriate subdirectory on the file server. NETDOM creates the file
WOLFSON.SYS, which is in turn interrogated by the Wolfson Unit programs to ensure that the
Dongle has been read.

The syntax for running NETDOM is: NETDOM <Path>

Path is a valid MS-DOS name to the subdirectory on which the Wolfson Unit files reside, e.g.
NETDOM F:\PUBLIC\WOLFSON\

Separate commands should be made for each subdirectory containing Wolfson files, thus a
network running Hydrostatics, Ship Motions, Resistance & Propulsion, and ShipShape in separate
subdirectories would require four calls to NETDOM.

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CONFIGURING THE SYSTEM

Configuration of the system is performed by a files on the program discs entitled SHIPMOTIONS
DISK 1 and SHIPMOTIONS DISK 2. Before undertaking the configuration however, take a backup
copy of the disc supplied, and then follow this procedure with the backup copy :-

1. Place the SHIPMOTIONS DISK 1 into drive A.

2. From the File Manager run SHIPMOT1 from the floppy.

3. Follow the installation prompts. The sub-directory onto which the program will be installed
defaults to C:\Progarm Files\Wolfson\ShipMotions, and the Windows group file defaults to
Wolfson. These may be changed if required.

4. The installation will automatically add the device drivers required for the dongle.

5. Place SHIPMOTIONS DISK 2 into drive A.

6. From the File Manager run SHIPMOT2 from the floppy.

7. Follow the installation prompts.

The program may then be run from the program manager as normal.

The main ShipMotions manual can be found in the ShipMotions help file by activating the context
sensitive help by pressing the F1 key or via the help menu during the program execution. Particular
pages from this manual can be printed if paper references are required.

SHIPMOTIONS HELP SYSTEM

ShipMotions has a comprehensive on line help system. It describes the functionality of all commands,
windows and dialogs together with all the information supplied in this help manual. The on line
system can be activated using the help menu on the main ShipMotions window. Context sensitive
help can be also activated by pressing F1 at any time. This will start the help system and display any
pertinent information about the current window or dialog that is active.
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INTRODUCTION

The Ship Motions Program is a program for predicting regular wave responses and statistical
information from an initial hull geometry. The motion can be calculated with five degrees of freedom;
heave, sway, roll, yaw and pitch. Different types of spectra may be used to generate the statistics, and
wave spreading may be invoked. The wave angles may be from any direction between ahead and
astern. The Ship Motions Program is written for Windows 95/98 operating systems.

The Ship Motions Program has been derived from a set of programs that have been developed over
the past twenty years by the Department of Ship Science at the University of Southampton for the
M.O.D. The program results are constantly being validated against full-scale ship trials and, when
appropriate, against model tests in regular and irregular seas.

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SCOPE OF PROGRAM

The Ship Motions Program is applicable to conventionally shaped monohulls at displacement speeds.

Specifically, the limitations are:
Froude Number less than 0.3
L/B and L/T greater than 5
No multihulls or tunnel hulls
Planing lift is negligible
Viscous effects other than roll damping are negligible
Ship response is a linear function of wave amplitude - no wave breaking

Up to two rudders, five bilge keels and five propeller shaft A-brackets can be defined.

Up to ten wave spectra can be specified, but they must all be of the same type - Pierson-Moskowitz,
ITTC Two-Parameter or JONSWAP. In addition, each wave spectrum is defined by its type,
significant height and mean frequency, if needed.

The prediction of ship motions relies on several calculation routines. The core routines are vertical
and lateral motions, the data from these routines are used to calculate Total Motions, Subjective
Motions, Time Series and Sustained Speed. When using these methods the program allows a set of
building blocks to create a flow diagram for the program to run.

The function and scope of these calculation methods is discussed later.

The Ship Motions Program calculates motions from an initial hull geometry. When calculating
lateral motions the existence of a skeg, bilge keels, stabiliser fins or tanks, rudders and shaft brackets
may be included. If desired the fins and rudders may be actively controlled, thus modelling the real
ship case.

The geometry is derived from a set of sections. These sections can be entered from the keyboard,
digitiser, mouse, or loaded from a file.

Once the principal particulars are defined together with draught and trim, 20 stations are derived for
the underwater form. The program uses a strip theory summation of responses at a series of defined
stations through the length of the ship. It assumes that a linear superposition of all of the individual
station responses equals the total ship response, and that the ship is perfectly rigid between stations.
At each station the response is defined by the vertical and lateral added mass and damping
coefficients, calculated in one of two ways, according to which motions are to be computed. For
vertical motions Lewis forms are derived from the beam, draft and sectional area of the station. The
vertical added mass and damping coefficients are computed from the potential flow about the
oscillating 2-D Lewis Form cylinder. For lateral motions the Frank close fit method is used to derive
pulsating potential sources on the hull surface. Lateral added mass and damping coefficients are
calculated from the potential flow solution on the hull surface.

Appendage particulars are defined in a similar method to stations and can be edited using the
keyboard or mouse

In addition to the hull forces, the effects of bilge vortex formation, and the lift and drag of bilge keels,
skegs, rudders and propeller shaft brackets are included in the calculations of lateral motions. Active
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roll and yaw suppression by rudders and fin stabilisers is modelled, as is passive roll suppression by
stabilising tanks.

When data are available from tank tests or full-scale trials, they can be incorporated to provide a
calibration for the numerical results and consequently provide a more accurate prediction of motion
for all speeds and headings.

Once the hull geometry and appendages have been defined a set of operating conditions can be set.
Three types of sea spectra are available - Pierson-Moskowitz, ITTC two-parameter and JONSWAP.
The waves can be modelled as unidirectional (long-crested) or spread, with a user-defined wave
spreading function.

The excitation wave spectrum is defined by the wave amplitude at a series of discrete frequencies. For
each combination of wave frequency, ship heading and ship speed the wave encounter frequency is
computed and used as the ship excitation frequency.

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SHIP DEFINITION

The ship definition encompass the ship particulars,hull form, appendages, operating conditions and
calculation points. The following should be read in order to obtain a better understanding of the ship
definition within the Ship Motions Program.

Ship Particulars
The ship particulars define the hydrostatic and inertial properties of the ship.

The definition of the underwater shape of the ship is defined by the forward and aft draught marks to
set a trim .This sets the profile waterline and the positions of the aft and forward perpendiculars for
calculation of underwater stations. Displacement, LCG and VCG are also set and calculated results of
Displacement and LCB are compared to these values.

waterline
baseline
AP FP
draught
f orward
draught
af t
cg

The transverse metacentric height is set.

The inertial properties of the ship are defined by the radii of gyration about an axis:
2
mk I = , where
I is the mass inertia, m is the mass or displacement of the ship and k is the radius of gyration.

Kxx is the roll radius of gyration and a typical value is 0.35*Ship Beam.
Kyy is the pitch radius of gyration and a typical values is 0.25*Ship Length.
Kzz is the yaw radius of gyration and a typical value is 0.25*Ship Length.

The number of propeller shafts are set and is used when adding a-bracket struts to the ship.

The ship speeds are used in all the Motion Calculations and are defined in Knots.

The ship motion points are the points used to obtain results at a particular point used in the Motion
Calculations. The points are defined as an absolute X,Y,Z point in space.

Hull Definition
The axis system used in the Ship Motions Program can be seen with the station definition in the
following figure:
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Z
Y
Z
X
X
Y
waterline
baseline
Station 21 Station 1

In the terminology of the Ship Motions Program there are three levels of definition for ship frames.
These are termed sections, intermediate sections and stations.

The sections are the principal form of hull definition from which the other types are derived. The hull
form is defined by inputting planar sections at any spacing along the ship length. 21 intermediate
sections are then interpolated at the necessary station spacing determined by the fore and aft
perpendiculars set by the the waterline position. Finally the stations are calculated up to the load
waterline from the intermediate sections and with 8 points.

The definition of the frame types are as follows:
Sections
Planar frames from the baseline up to the shear or deck line at any X spacing over the full length of
the ship. For further information see Section Definition.

I ntermediate Sections
21 planar frames defined from the baseline to the shear or deck line. Extending from the aft
perpendicular to the forward perpendicular up to the height of the defined sections with the same
number of points as the sections.

Stations
21 planar frames with 8 points each, defined from the baseline to the height of the local waterline.
Stations are at the same longitudinal locations as intermediate sections again extending from the aft
perpendicular to the forward perpendicular. For further information see Station Definition.

The following figure is a representation of a ship showing example section positions and subsequent
intermediate sections and stations for a particular draught.

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waterline
baseline
Station 21 Station 1
Intermediate
Sections
Stations
Sections
AP FP

The hull for the calculation of ship motions is defined by 21 equally spaced stations numbered
sequentially, starting at the aft perpendicular (station 1) and ending at the forward perpendicular (station
21) and up to the local waterline. The station at the forward perpendicular is never defined, since this is
always assumed to be zero. These are derived from the intermediate sections.

Intermediate sections are used as a way of checking the quality of the interpolated ship. If it is necessary
to edit station points after calculation, the intermediate sections are useful for referring back to the
original hull sections as the stations will most probably not lie on the input sections. For the interpolation
of the intermediate sections the input sections must all have the same number of points. There are tools
available for the process of equalizing section points and for more information see the Ship Details
Window.

The 8 point sections are derived from the intermediate sections by setting points on the station below the
waterline at the same location as the intermediate points. If the intermediate section below the waterline
has greater or less than 8 points, points will be inserted or deleted as appropriate depending on the point
deletion method (See Station Derivation Method dialog).

The basic process for defining a hull then follows:
1) Define sections by entering points from the keyboard, mouse, digitizer tablet or alternatively load
sections from a file (see File Types and Formats).
2) Ensure sections have the same number of points and that there is point continuity between sections
(e.g. point number 5 is the chine on two adjacent sections).
3) Define waterline position
4) Calculate intermediate sections
5) Calculate stations
6) Edit stations to ensure correct definition and, if the ship has bilge keels, ensure that a station point lies
on the bilge keel/hull location (See Bilge Keel Definition).

Section Definition
A section is defined by a number of points, starting on the centreline and moving around the section
to the shear, deck or any point above the floatation waterline.

Points should be spaced around the section so that regions of high curvature (e.g. turn of bilge) have
points closer together. Where a section has a flat of bottom or straight rise of floor a point should be
placed at the turn of bilge.

Skegs, bilge keels, and brackets should not be defined as part of the section data co-ordinate information.
There are various types of appendage definition and these can be seen in the Appendage Definition
section.

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A defined section must have the waterline values and offset values for subsequent points greater than the
previous points. It follows from this that only normal ship sections may be defined, the program will not
allow: tunnel hulls, a section with a bossing, multi-hulls, cathedral hulls and the like.

The sections are the curves from which the ship stations are derived. It is important to have good section
definition to ensure that stations can be derived without much further manipulation to the station point
co-ordinate definition. One of the principal factors in good section definition is longitudinal continuity.

Longitudinal Continuity
The ShipMotions program interpolates intermediate sections and stations on a point to point basis using
a parabolic curve over three sections. The interpolation will therefore use the same point number on each
curve to derive a parabola. It is desirable to have sections defined with generally good longitudinal point
continuity. Consider 2 adjacent sections with 7 points on each curve. If the point continuity is bad the
lines between points will generally be skewed to the section as can be seen in the following figure.

By redistributing points along each section a much better longitudinal continuity can be defined.

It is also important that hard points on the ship section such as chines have the same point number on the
curve to ensure that these are defined correctly in the stations.

In general time spent on the section definition saves time in manipulating stations, particularly for
several displacement conditions.

Longitudinal continuity can be viewed using the View Options Dialog in the Ship Details Window.

Station Definition
A station is defined by 8 co-ordinate points, starting on the centreline at the local station keel, point 1,
and moving around the section to the load waterline, point 8, (local section draft). Thus the section is
defined only on one side of the centreline. For calculating station areas, the program uses trapezoidal
integration.

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Points should be spaced around the station so that regions of high curvature (eg. turn of bilge) have
points closer together. Where a station has a flat of bottom or straight rise of floor a point should be
placed at the turn of bilge.

A defined station must have the waterline values for subsequent points greater than for previous points,
except for the first two points on a station, which may have identical waterline values. It follows from
this that only normal ship stations may be defined, the program will not allow: tunnel hulls, a station
with a bossing, multi-hulls, cathedral hulls and the like.

When a station has a bilge keel crossing it (see Appendage Definition), it should be noted that the bilge
keel must lie on one of the 8 defined co-ordinate points.

The hull is defined up to the flotation waterline. Portions of the hull above the flotation waterline must
not be included. Normally the flotation waterline will be coincident with the load waterline, thus the
perpendiculars will mark the ends of the hull. When there is a change of draft or trim it is necessary to
re-space the stations, and change the ship length, so that the perpendiculars are correct once more.

At the aft perpendicular, when a hull does not have a cruiser stern, it will be necessary to enter a station
that has no contribution to buoyancy. The eight points will still be required by the program, in this
instance all the beams entered should be zero, and the waterlines should start at the local load draft and
be spaced 0.01 units apart.

1
2
3
4
5
6
7
8
Y Offset
Z Waterline
Draft
Beam/2
1
2
3
4
5
6
7
8
1
2
3
4
5
6
7
8
Typical Station Definitions

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APPENDAGE DEFINITION
A-Bracket
An A-Bracket strut is added to the ship using the Appendage Add command in the Ship Details
window, this will activate the Appendage Tool dialog where its properties can be edited.

An A-Bracket consists of two parts, (except those on a centreline propeller shaft), outboard and inboard.
Each shaft may have more than one bracket along its length and there may be more than one shaft. The
position of the A-Bracket is defined in the normal ship axis system. Symmetry is assumed port and
starboard.

For the correct calculation of the effect of A-brackets on the ship motions, the number of propeller shafts
must be defined explicitly in the Ship Particulars dialog. More information can be seen in the Propeller
Shaft section.

An A-Bracket on a centreline shaft is created by adding just one A-Bracket strut with positive dihedral,
where the position of the shaft is on or near the centreline (Y=0).

X Co-ordinate (unit)
The longitudinal position of the A-Bracket is defined as the station number at the root mid chord.

Y Co-ordinate (unit)
The horizontal offset of the A-Bracket is defined as the position where the mid position of the root chord
meets the hull surface.

Z Co-ordinate (unit)
The vertical level of the A-Bracket above the base line is defined as the position where the mid position
of the root chord meets the hull surface.

Y1
Z
1
Dihedral

An A-Bracket on an offset shaft (e.g. a ship with 2 or 3 shafts) is created by adding two A-Bracket
struts, the outer-most with positive dihedral and the innermost with negative dihedral. These struts must
have exactly the same longitudinal X position.
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Dihedral 1
Dihedral 2

For a shaft with more than one A-bracket along its length the bracket must have struts defined at each X
location.

For a ship with more than one propeller shaft a bracket must exist at an X-location for every shaft.

Root Chord (unit)
The root chord is the width of the A-Bracket at its root, (the part of the A-Bracket next to the hull
surface), ie. the straight line distance from the leading to trailing edge.

Tip Chord (unit)
The tip chord is the width of the A-Bracket at its tip, (the part of the A-Bracket away from the hull
surface), ie. the straight line distance from the leading to trailing edge.

Span (unit)
The span is the length of the A-Bracket from root to tip at the mid chord positions.

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Root Chord
Tip Chord
Span

Dihedral Angle (deg)
The dihedral angle is the angle of the A-Bracket with reference to the horizontal.

Lift Curve Slope (rad^-1)
This is the constant that defines the coefficient of lift as a function of the A-Bracket angle of attack. It
has units of radians^-1 and will be calculated automatically by the program if a zero is entered.

Bilge Keel
A maximum of five bilge keels may be entered. A bilge keel is defined by its end point positions. For
each station that the bilge keel crosses, the program requires the breadth and co-ordinate point position
on the station, i.e. the bilge keel must lie on one of the eight defining co-ordinate station points.

Co-ordinate station points can be edited in the Ship Details window using the Station Tool dialog to set
the nearest point on the station to the exact position of the bilge keel crossing point.

The bilge keel breadth protrudes from the hull at 90 degrees to the hull surface at the defined station
point.

The motion calculations will adjust a bilge keel such that it will always cross at least one station, even if
the defined start and end points lie between the same pair of stations. In this case the bilge keel will be
located on the station immediately forward of it and distributed evenly about the station. Similarly a
bilge keel entered as starting at station 4.9 and ending at station 5.8 will be evenly distributed about
section 5 and have an adjusted start point at station 4.55 and end point at station 5.45

Start X (unit)
The longitudinal aftermost position of the bilge keel.

End X (unit
The longitudinal foremost position of the bilge keel.

Start X End X
Stations

Station Point (integer 1-8)
The point number on the station at which the bilge keel crosses.
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Bilge Keel Breadth (unit)
The amount by which the bilge keel at a defined section protrudes from the hull surface is known as the
breadth.

Breadth
Stn. Point

Fins
Up to five pairs of roll stabiliser fins may be defined for the ship. For each fin pair the geometry and
hydrodynamic coefficients need to be defined. A fin may be active or passive. An active fin requires the
relevant control coefficients to be defined. The position of the fin is defined in the normal ship axis
system.

For more information see Using Tanks, Fins & Rudders and Roll Control Coefficients.

The longitudinal position of the fin is defined at the fin mid root chord position.

X Posi ti on
Stations

The horizontal offset of the fin is defined as the position where root mid-chord point meets the hull
surface.

The vertical level of the fin above the base line is defined as the position where root mid-chord point
meets the hull surface.

Span
Dihedral Angle
Y
Z

Root Chord (unit)
The root chord is the width of the fin at its root, (the part of the fin next to the hull surface), ie. the
straight line distance from the leading to trailing edge.

Tip Chord (unit)
The tip chord is the width of the fin at its tip, (the part of the fin away from the hull surface), ie. the
straight line distance from the leading to trailing edge.
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Span (unit)
The span is the length of the fin from root to tip at the mid chord positions.

Root Chord
Tip Chord
Span

Dihedral Angle (deg)
The dihedral angle is the angle of the fin with reference to the horizontal.

Fin Fractional Flap Lift
A roll stabiliser fin may have a flap on its trailing edge. Assuming the lift due to the fin alone is 'L' then,
if the increase in lift due to the flap is .1L, the fractional flap lift will be 0.1.

This is the constant that defines the coefficient of lift of the unflapped fin as a function of the fin angle
of attack. It has units of radians^-1 and will be calculated automatically by the program if a zero is
entered.

Nominal Fin Angle (deg)
This is the nominal angle (null position that the fin will adopt when inactive or the ship is not rolling) of
the roll stabiliser fin with respect to the bilge keel ahead of it. It will be in the range 0 to 30 degrees,
where 10 degrees would normally be recommended. When the fin has no bilge keel ahead of it, this
angle will normally be zero (aligned with the local flow).

Roll Gain (deg/deg)
Fin sensor angle gain is the coefficient by which the measured roll angle is multiplied in order to derive
the controller input roll angle sensitivity.

Roll Velocity Gain (deg/[deg/sec])
Fin sensor velocity gain is the coefficient by which the measured roll velocity is multiplied in order to
derive the controller input roll velocity sensitivity.

Roll Acceleration Gain (deg/[deg/sec^2])
Fin sensor acceleration gain is the coefficient by which the measured roll acceleration is multiplied in
order to derive the controller input roll acceleration sensitivity.

Roll Demand Angle Gain {a1}(deg/deg)
Roll Demand Velocity Gain {a2}(deg/[deg/sec])
Roll Demand Acceleration Gain {a3}(deg/[deg/sec^2])
These three coefficients form the fixed controller transfer function relating the scaled measured roll
angle to the demanded fin angle. The transfer function is assumed to be of the form:-
F(s)= 1/(a
1
+a
2
s+a
3
s^2), where s is the Laplacian operator.
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Roll Servo Gain {b1}(deg/deg)
Roll Servo Velocity Gain {b2}(deg/[deg/sec])
Roll Servo Acceleration Gain {b3}(deg/[deg/sec^2])
These three coefficients form the fin servo transfer function relating the demanded fin angle to the
achieved fin angle. The transfer function is assumed to be of the form:-
F(s)= 1/(b
1
+b
2
s+b
3

Shi p
Rol l Gyro
Fi n Control l er Fi n Servo
Fi n Servo
rol l angl e
measured
rol l angl e
demanded
fi n angl e
actual fi n
angl e
fi n rol l
wave exci ted rol l

Propeller Shaft
The ship may have between zero and five propeller shafts. Each shaft may have associated with it up to
five 'A' brackets. The information required by the program are the geometries of the A-bracket only.

Rudder
The ship may have up to two rudders. The position of the rudder(s) is defined by the rudder stock in the
normal ship axis system. Where the 'Y' co-ordinate of the rudder stock is non-zero the ship will have two
identical rudders. The rudder may be used actively (to simulate an auto-pilot and or a roll stabiliser)
whilst calculating the ship motions, if this is desired.

For more information see Using Tanks, Fins & Rudders and Roll Control Coefficients.

The longitudinal position of the rudder is defined at the rudder mid root chord position.

X Posi ti on Stations

The horizontal offset of the rudder stock is defined as the position where the rudder stock root chord
meets the hull surface. A ship with a single rudder will have this value set to zero. For a ship with twin
rudders this will be non zero. (twice this value will be the distance that the rudders are apart)

The vertical level of the rudder above the base line is defined as the position where the rudder stock root
chord meets the hull surface.
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Span Z
Span
Y
Z
Twin
Rudders
Single
Rudder

Root Chord (unit)
The root chord is the width of the rudder at its root, (the part of the rudder next to the hull surface), ie.
the straight line distance from the leading to trailing edge.

Tip Chord (unit)
The tip chord is the width of the rudder at its tip, (the part of the rudder away from the hull surface), ie.
the straight line distance from the leading to trailing edge.

Span (unit)
The span is the height of the rudder from root to tip at the mid chord positions.

Root Chord
Tip Chord
Span

This is the constant that defines the coefficient of lift as a function of the rudder angle of attack. It has
units of radians^-1 and will be calculated automatically by the program if a zero is entered.

Autopilot Gain (deg/deg)
Autopilot sensor angle gain is the coefficient by which the measured yaw angle is multiplied in order to
derive the controller input angle sensitivity.

Autopilot Velocity Gain (deg/[deg/sec])
Autopilot sensor velocity gain is the coefficient by which the measured yaw velocity is multiplied in
order to derive the controller input velocity sensitivity.

Autopilot Acceleration Gain (deg/[deg/sec^2])
Autopilot sensor acceleration gain is the coefficient by which the measured yaw acceleration is
multiplied in order to derive the controller input acceleration sensitivity.

Autopilot Demand Angle Gain {c1}(deg/deg)
Autopilot Demand Velocity Gain {c2}(deg/[deg/sec])
Autopilot Demand Acceleration Gain {c3}(deg/[deg/sec^2])
These three coefficients form the fixed controller transfer function relating the scaled measured yaw
angle to the demanded rudder angle. The transfer function is assumed to be of the form:-
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F(s)= 1/(c
1
+c
2
s+c
3

Rudder Roll Gain (deg/deg)
Rudder sensor roll angle gain is the coefficient by which the measured roll angle is multiplied in order to
derive the roll controller input roll angle sensitivity.

Rudder Roll Velocity Gain (deg/[deg/sec])
Rudder sensor roll velocity gain is the coefficient by which the measured roll velocity is multiplied in
order to derive the roll controller input roll velocity sensitivity.

Rudder Roll Acceleration Gain (deg/[deg/sec^2])
Rudder sensor roll acceleration gain is the coefficient by which the measured roll acceleration is
multiplied in order to derive the roll controller input roll acceleration sensitivity.

Rudder Roll Demand Angle Gain {d1}(deg/deg)
Rudder Roll Demand Velocity Gain {d2}(deg/[deg/sec])
Rudder Roll Demand Acceleration Gain {d3}(deg/[deg/sec^2])
These three coefficients form the fixed roll controller transfer function relating the scaled measured roll
angle to the demanded rudder angle. The transfer function is assumed to be of the form:-
F(s)= 1/(d
1
+d
2
s+d
3

Rudder Servo Gain {e1}(deg/deg)
Rudder Servo Velocity Gain {e2}(deg/[deg/sec])
Rudder Servo Acceleration Gain {e3}(deg/[deg/sec^2])
These three coefficients form the rudder servo transfer function relating the demanded rudder angle to
the achieved rudder angle. The transfer function is assumed to be of the form:-
F(s)= 1/(e
1
+e
2
s+e
3

Shi p
Rol l Gyro
Rudder Rol l
Control l er
Rudder Servo
Rudder
rol l angl e
measured
rol l angl e
demanded
rudder angl e
actual rudder
angl e
rudder rol l & yaw
wave exci ted rol l
wave exci ted yaw
Yaw Gyro
yaw angl e
Rudder Yaw
Control l er
measured
yaw angl e

Skeg
A skeg is defined by the aft end position, its length, depth and thickness. When defining a ship for
vertical motion calculations only, the skeg should not be included in the draft and the section area
coefficient. When defining a section for the combined vertical and lateral motions route, the skeg should
not be included in the co-ordinate points.

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X Position
X at Depth
Depth
Length

Thickness

Stabilising Tank
A stabilising tank is defined by its section geometry, length, vertical and longitudinal location in the
ship, and tank valve ratio. The tank valve ratio is defined as the (unrestricted / total duct cross-section
area) and must therefore lie in the range 0 - 1, where 0 represents closed and 1 represents fully open.

For more information see Using Tanks, Fins & Rudders.

The vertical location and the longitudinal location in units, is with reference to the ship axis system. The
S.G. of the fluid is with reference to fresh water, thus if sea water were in the tank the value would be
1.025. The free surface loss must be accounted for separately in GMT input in the Ship Particulars
dialog.

Fluid Level
Fluid
Depth
Tank
Length
Height of
Duct
Connecting Duct Width
Width
Bottom of
Vertical
Leg
Angle of Tank
Outside Wall

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MOTION CALCULATIONS

The main building blocks of the motion calculations are the vertical motions calculation, for the
predictions of heave and pitch, and the lateral motions calculation, for the prediction of roll, yaw and
sway. The vertical and lateral motions methods calculate the non-dimensional Response Amplitude
Operators (RAOs) for vertical (heave and pitch) and lateral (roll, yaw and sway) motions at a series of
discrete wave encounter frequencies for each speed and wave angle. For each wave spectrum, the ship
responses are output as RMS amplitudes of displacement, velocity and acceleration for the entire wave
spectrum.

The other methods in the Ship Motions Program use the data from the vertical and lateral motions
calculations to predict total motions at specified points on the ship, effects of ship motions on shipboard
personnel, maximum sustained speed and quiescent periods in the ship's motion.

Waves and Sea Spectra
If waves are travelling in more than one direction (short-crested) the ship heading is assumed to be
relative to a predominant wave direction. The energy contained in any other direction, u, is assumed to
be given by a wave spreading function of the form E*cos(u-u
P
)
n
, where n is even. The influence of all
headings from -90 to +90 from the predominant direction are summed to compute the overall response
in a short-crested sea.

The sea spectrum is defined by its type (Pierson-Moskowitz, ITTC two-parameter or JONSWAP), its
significant wave height, and if ITTC or JONSWAP, its mean wave period. If a short-crested sea is used
the exponent n in the cosine spreading function defined above must be given.

The wave spectra to be used are defined, both with the derived (calculated) values and the input values,
together with the spectral ordinates at each frequency. A comparison of the input and derived values
enables a check to be made on how well the spectrum used matches the one required. At the bottom of
the spectrum are the statistics of the spectrum as amplitudes.

Output Data
The wave spectra used are output. As a check on the range of wave frequencies used, the required values
of significant wave height and mean period are presented together with those values calculated from the
spectrum used.

When wave spreading has been invoked, the short crested sea data are output for each speed. For the
special case of head seas, only one value of short crested sea answers is given. In general however, short
crested results are presented at each of the predominant wave angles in the range 0 - 180 degrees.

Plot Data
Wave frequency (rad/sec)
Spectral ordinate
Input sig. wave height (m)
Input mean wave period (sec)
Calc. sig. wave height (m)
Calc. mean wave period (sec)
Speed
Wave Heading
Spread Wave Heading
Encounter frequency (rad/sec)
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Wavelength/Ship length

Vertical Motions

Introduction
The vertical motions methods calculates the heave and pitch response of the ship to a unit amplitude
wave at each encounter frequency. The dimensional ship response is a combination of non-dimensional
RAO and wave spectrum. The program thus assumes that the ship response is a linear function of wave
amplitude, with no coupling between frequencies.

Input Data
To compute vertical motions, the required input for the ship hull consists of the displacement, LCG,
pitch radius of gyration, and the waterline beam, draft and immersed sectional areas of 21 equally-
spaced stations along the hull.

The vertical motions calculation uses the section data information to derive Lewis form sections and
subsequently to calculate the two dimensional properties of added mass and damping for each section.
The intermediate values of regular waves are calculated for the range of speeds and wave angles and the
statistical information relating to the sea state.

Output Data
The output consists of results for each combination of ship speed, ship heading and sea spectrum. The
results are presented over the speed range for each of the heading angles. At each angle of heading,
heave and pitch RAO information are presented over the range of wave frequencies 0.05 - 2.55 radians
per second.

At each wave frequency the following data are output:
the wave length to ship length ratio
the wave encounter frequency
the heave RAO
the phase of the heave motion with respect to the wave
the dimensional pitch RAO per unit wave amplitude
the phase of the pitch motion with respect to the wave
the non-dimensionalised pitch RAO

The frequency of encounter for waves abaft the beam may be negative, which indicates that due to the
combination of wave frequency, ship speed and heading, the waves are being overtaken by the ship.
When encounter frequencies are close to zero, it is sometimes necessary to use a smoothing process to
fair out this singularity.

The statistical responses at each speed and wave angle are given for the wave spectra chosen. The RMS
responses for heave and pitch are given for the displacement, velocity and acceleration terms.

Plot Data
Heave RAO
Heave phase angle (deg)
Pitch RAO
Pitch phase angle (deg)
Pitch angle (deg)
Heave displacement (m)
Pitch displacement (m)
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Heave velocity (m/sec)
Pitch velocity (deg/sec)
Heave acceleration (m/sec^2)
Pitch acceleration (deg/sec^2)

Lateral Motions

Introduction
The lateral motions method calculates the roll, sway and yaw response of the ship to a unit amplitude
wave at each encounter frequency. The dimensional ship response is a combination of non-dimensional
RAO and wave spectrum. The program thus assumes that the ship response is a linear function of wave
amplitude, with no coupling between frequencies.

Input Data
To compute lateral motions, the required input is displacement, LCG, radii of gyration in roll and yaw,
GMt and section data at 21 equally-spaced stations along the hull. Each section is defined by the co-
ordinates of eight points along the section from keel to waterline.

The lateral motions calculates the added mass and damping coefficients using the Frank Close Fit
method. This method replaces a segment of a hull section with a pulsating source at its mid-point. The
forcing functions are calculated using the long wave approximation, which saves a substantial amount of
computer time by replacing some of the moment and force calculations by simple additions of the added
mass and damping. The program then calculates the regular wave responses, followed by the statistical
results.

The data defining the hull are output for the first twenty sections, the last section being assumed to be
zero. The eddy making parameter is calculated automatically.

The geometry of lifting surfaces, such as rudders, bilge keels, stabiliser fins, propeller shaft A-brackets
and skegs is defined by their location, span, chord lengths and respective lift curve slope. Stabilising
tanks are defined by their location, section geometry, length, valve ratio, and the specific gravity of the
fluid inside.

For active roll and yaw suppression input is required for the angle, velocity and acceleration gains
between the measured roll or yaw angle and the demanded appendage angle, and the gains for demanded
to actual appendage angle. The lateral motion calculation can be used to assist in designing a suitable
controller.

Output Data
The output consists of results for each combination of ship speed, ship heading and sea spectrum. The
results are output over the speed range for each of the heading angles. At each angle of heading, heave
and pitch RAO information are presented over the range of wave frequencies 0.05 - 2.55 radians per
second.

At each wave frequency the following data are output:-
the wave encounter frequency
the wave length to ship length ratio
the sway RAO including the effect of the centripetal acceleration due to yaw
the phase of the sway motion with respect to the wave
the non-dimensionalised roll RAO
the phase of the roll motion with respect to the wave
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the non-dimensionalised yaw RAO
the phase of the yaw motion with respect to the wave
the non-dimensionalised fin RAO
the phase of the fin motion with respect to the wave
the non-dimensionalised rudder RAO
the phase of the rudder motion with respect to the wave
the non-dimensionalised tank RAO
the phase of the tank motion with respect to the wave

The frequency of encounter for waves abaft the beam may be negative, which indicates that due to the
combination of wave frequency, ship speed and heading, the waves are being overtaken by the ship.
When encounter frequencies are close to zero, it is sometimes necessary to use a smoothing process to
fair out the singularity.

It is possible, particularly when stabiliser fins are active, for roll RAO responses to start increasing at
higher frequencies. This is due to mathematical inaccuracies of small numbers. When the program
perceives this to be happening, the values calculated for a particular frequency are set to be the same as
the values for the previous frequency.

Plot Data
Sway RAO
Sway phase angle (deg)
Roll RAO
Roll phase angle (deg)
Yaw RAO
Yaw phase angle (deg)
Rudder RAO
Rudder phase angle (deg)
Fins RAO
Fins phase angle (deg)
Tank RAO
Tank phase angle (deg)'
Sway velocity (m/s)
Sway acceleration (m/sec^2)
Roll displacement (deg)
Roll velocity (deg/sec)
Roll acceleration (deg/sec^2)
Yaw displacement (deg)
Yaw velocity (deg/sec)
Yaw acceleration (deg/sec^2)
Rudder displacement (deg)
Rudder velocity (deg/sec)
Rudder acceleration (deg/sec^2)
Fins displacement (deg)
Fins velocity (deg/sec)
Fins acceleration (deg/sec^2)
Tank displacement (deg)
Tank velocity (deg/sec)
Tank acceleration (deg/sec^2)

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Motion Calibration

Introduction
The motion calibration method calibrates the calculated ship motion results to an experimental set of
results. The calibration adjusts, by scaling, the calculated non-dimensional Heave, Pitch and Roll
Response Amplitude Operators (RAOs) to an experimental RAO value.

The calibration data consists of an RAO scale factor for a particular encounter frequency over a range
of frequencies.

Application
Where experimental data are known for a particular wave angle they can be compared against the
calculated results from the Vertical Motions and Lateral Motions calculations and any differences in
the calculated RAO can be scaled to give the correct results. Consider a set of experimental tests
where the following is known:

Heave RAO for Head Seas (180 degrees)
Pitch RAO for Head Seas (180 degrees)
Roll RAO for Beam Seas (90 or 270 degrees)

The experimental RAO curve is overlayed on top of the calculated RAO curve. If the experimental
response is greater than the calculated response the scale factor is greater than 1. If the experimental
response is less than the calculated response the scale factor is less than 1. The scale factors may vary
with encounter frequency and at high and low frequencies the factor should return to unity.

Large scale factors should be avoided. Scale factors in general should not be greater than 2 and not
less than 0.5.

Once the scale factors for each RAO curve have been established these factors are then applied to all
calculated RAO results for all wave angles and speeds on a frequency of encounter basis.

Process Description

When a roll RAO is available it is possible to determine the natural roll period from the curve. This
period should be used in conjunction with the centre of gravity data to calculate the effective roll
gyradius of the ship using the Lateral Motions calculation. This ensures that the calculated RAO
results have the same roll period as the measured data since this is fundamental for good calibration.
The calculated roll gyradius thus takes into account the true roll inertia of the hull plus the added
inertia of entrained water.

For calibration each of the RAO curves, i.e. heave, pitch, roll, is scaled independently and where all
of the curves have not been measured by experiment, the missing curve(s) will have its scale factors
set to 1.0. Due to the limitations of experimental facilities and test techniques it is not possible to
define the low and high frequency ends of the RAO curve with any certainty. However, at zero
frequency the RAO must be 1.0 and at high frequency the RAO must be 0.0. Using this information
and the measured data it is possible to fair through by hand a curve that is reasonably accurate for the
purposes of calibration.

In most instances the RAO curve for roll will be obtained at zero speed. It is best to derive the RAO
curves for heave and pitch at some ahead speed which is normally the design or cruising speed.
Whilst it is normal to plot RAO curves against encounter frequency, for calibration purposes, it is
often easier to plot the RAO curves against wave frequency and make a note of the speed. Since the
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roll RAO is obtained in beam seas the encounter frequency will always be identical to the wave
frequency. When generating the calculated RAO data from the Motions program it is important to
remember that the input ship speed for the roll results will normally be zero and the input ship speed
for the heave and pitch results must be the speed at which the experimental results were obtained, e.g.
cruising speed.

Plot Data
Calibration Encounter frequency (rad/sec)
Heave RAO Multiplier
Pitch RAO Multiplier
Roll RAO Multiplier

Total Motions

Introduction
The Total Motions calculations uses the non-dimensional Response Amplitude Operators (RAOs) and
sea spectrum output from the vertical motions and lateral motions calculations to compute total motions
at specified points on a ship. The motions are given as absolute (relative to earth) and relative to the
wave surface.

Using data generated by the vertical motions calculation or data from both the vertical and lateral
motion calculations, this module calculates the absolute and relative motions at a point. When data
are available (and used) from both motion results, the vertical response is the vertical motion due to
the combination of motions in three degrees of freedom (heave, pitch, and roll). When data are used
only from the vertical motions calculations, the vertical response is the vertical motion due to the
combination of motions from two degrees of freedom (heave and pitch). The lateral response is the
lateral motion due to the combination of motions in three degrees of freedom (sway, roll and yaw).

The total motion at a point is computed from the rigid body translations and rotations of the ship. Heave
and Sway are assumed to be vertical and lateral translations of the ship's centre of gravity. Pitch, yaw
and roll are assumed to be rotations about the centre of gravity. For any frequency the magnitudes of
these motions are a combination of non-dimensional RAO and wave spectrum. The influence of each
motion on any point in space is then derived from the magnitude of the motion and location of the point
relative to the ship's centre of gravity. The total motion at any point is the summation of the motions
produced by all five degrees of freedom.

The transfer functions needed for calculation of total motion are computed in the vertical and lateral
motions methods, and read in by the total motions calculations. At least one of these programs must
be run before total motions. If vertical motions data is only available, it allows only vertical motions
to be computed, and if it finds only lateral motions data it allows only lateral motions to be computed.
If both vertical and lateral data exist the total motions will be the combined motions.

At a given frequency the seakeeping behaviour of the ship is characterised by transfer functions
relating the response in heave, sway, roll, yaw and pitch to a unit wave spectral density at that
frequency. Given the wave spectral density and the motion transfer functions the amplitude of the
above motions can be derived. From the translations of the ship's LCG (heave, sway) and rotations
about the LCG (roll, yaw and pitch) the motion of any point on the ship can be calculated using
standard dynamical equations.

The excitation wave is assumed to be a purely vertical sinusoidal motion, so by subtracting the
absolute motion of the sea surface from the absolute motion of the point on the ship the calculation
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arrives at the relative motions of the point and sea surface. Since the wave is assumed to be a purely
vertical motion the relative lateral motion is the same as the absolute lateral motion.

Input Data
The total motions will compute the vertical, lateral or the combined motions at selected points. If
vertical motions alone are computed the motions at the point are assumed to be purely vertical and
produced only by the heave and pitch of the ship. If lateral motions alone are computed the motions
are assumed to be purely lateral and produced by the sway, yaw and roll of the ship. If combined
motions are computed all types of motion are used to compute both vertical and lateral motions at the
point. Note that if vertical motions alone are computed, then, the coupling between, e.g. roll and
vertical motion is not taken into account.

Up to 16 co-ordinate points (each specifying X, Y and Z data) may be selected, at which the
displacement, velocity and acceleration are calculated.

The ship is assumed to be symmetrical about its centreline, so by reversing the sign of the Y
coordinate the motion of the symmetric point on the opposite side of the centreline is computed.

The Total Motions calculation requires the RAO data and sea spectrum data from the Vertical and/or
Lateral Motions. If only Vertical Motions data are available the total motion computed is the response to
combined heave and pitch. If both types of output are available the total motion is the combined motion
due to all five degrees of freedom.

Applications/Limitations
A rigid hull is assumed, so that motions at a point can be computed from the rigid-body motion of the
ship about its centre of gravity. No distortion effects are included.

The amplitude of each motion is assumed to be a linear function of wave amplitude, and the motions at
any given point are assumed to be a superposition of the motions due to each motion separately.

Total motions can be computed at up to 16 points on the ship.

Output Data
At each point, for each combination of wave spectrum, ship speed and ship heading, the Total Motions
calculation outputs the vertical absolute, vertical relative and lateral absolute displacement, velocity and
acceleration. The motions are given as the RMS of the response to the entire wave spectrum.

Long Crested Seas (No Wave Spreading)
The total motions calculation outputs blocks of motion data for each combination of ship speed and
heading angle. For each point selected, the absolute vertical, relative vertical and absolute lateral
motions of the points for each spectrum are output. The absolute vertical motions are the motions
relative to the fixed reference frame. The relative vertical motions are relative to the vertical motion
of the sea surface. Since the sea surface is assumed to be a pure vertical oscillation, only values for
absolute lateral motions are given. The lateral motion with respect to the deck, takes into account the
acceleration due to gravity arising from the roll angle. This deck acceleration is in effect the
overturning acceleration as perceived by an object on the deck, providing sufficient friction prevents
it from moving. These responses are the RMS values of the displacement, velocity and acceleration
spectra at the specified point on the ship.

If a point is not on the centreline of the ship and the wave angle is not 0 deg. or 180 deg. the RMS
responses for the symmetric point will also be included. This output is the response of the symmetric
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point on the opposite side of the centreline, which is the same as the response at the point itself for the
symmetric wave angle.

If the spreading power of the wave system is zero (long crested seas) this long-crested output is all
that is output.

Short Crested Seas (Wave Spreading Invoked)
If the wave spreading power is greater than zero (short crested seas), for each ship speed the long
crested output described above and the short crested results is output for that speed. The long crested
results are output for each wave angle used in the summation of the spread responses. These angles
range from 0 to 180 degrees or from 90 to 180 degrees, at 10 or 15 degree increments, depending on
the wave angle options.

The long crested output is followed by a similar block of output for the wave angles that have spread
responses. The spread response at any predominant wave angle is a weighted sum of the responses at
all angles from -90 to +90 degrees relative to the predominant direction. Thus if the wave angles
range from 0 to 180 degrees the spread responses can be computed for all angles, since the symmetry
assumption allows the computation of responses for angles from 180 to 360 degrees. If the wave
angles range from 90 to 180 degrees (head seas only) the spread response can only be computed at
180 deg., since there is no information on responses in following seas.

Plot Data
RMS Pitch Displacement (deg)
RMS Roll Displacement (deg)
Vertical Absolute Displacement (m)
Vertical Absolute Velocity (m/s)
Vertical Absolute Acceleration (m/sec^2)
Vertical Relative Displacement (m)
Vertical Relative Velocity (m/s)
Vertical Relative Acceleration (m/sec^2)
Lateral Absolute Displacement (m)
Lateral Absolute Velocity (m/s)
Lateral Absolute Acceleration (m/sec^2)
Deck Acceleration (m/sec^2)

Subjective Motions

Introduction
The subjective motions method uses the data from the total motion calculations to estimate the impact of
vessel heave and pitch response on the work effectiveness of crew members and the likelihood of
seasickness among passengers.

The subjective criteria describe the motion-induced performance degradation of the crew and the
statistical likelihood of passenger seasickness, and are based purely on the vertical accelerations. Purely
lateral motions may induce seasickness and/or degradation of performance, but these are not taken into
account.

The calculation can be performed for any position on the ship. At each position the program computes
the unweighted vertical acceleration and characteristic period together with the Subjective Motion
Parameter (SMP) and British Standard Incidence of Seasickness (BSI%).

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Input Data
Using data from the total motions calculation only the vertical motion at any point is taken into
consideration. This vertical motion is the vector combination of vertical and the appropriate lateral data.

The subjective motions calculation uses the same X, Y and Z coordinates of the points defined in the
total motions calculation to calculate the subjective criteria.

Output Data
At each position the root mean square value and mean frequency of the vertical acceleration spectrum
are computed. The mean period of the vertical motion, is also calculated. i.e. the average period of the
displacement peaks and is defined as 2p (m2/m4) where m2 is the variance of vertical velocity and m4
is the variance of the vertical acceleration.

The subjective motions calculation produces data of the unweighted vertical acceleration, characteristic
period, SMP and BSI% at each position for each combination of ship speed, heading and wave
spectrum.

The SMP is a measure of the impact of vertical motions on the work effectiveness of experienced
crewmen. It is derived from experiments on which experienced US Air Pilots were subjected to
sinusoidal oscillations of varying frequencies and amplitudes. Their subjective responses to the
excitations were then recorded on a scale of zero to about thirty. The results were found to depend on
frequency as well as amplitude, there being a peak in sensitivity at about 1.07 radians/sec (0.17 Hz.)
and a minimum at about 6 radians/sec (0.95 Hz.). Above that frequency sensitivity rises. The results
are adapted to irregular seas by using the root mean square value of the vertical motion spectrum for
amplitude and the mean frequency of the spectrum for frequency. The following table is an
approximate guide to the relationship between SMP and the affect of motion on the crew:

0 - 5 Moderate
5 - 10 Serious
10 - 15 severe : necessary to 'hang on' all the time
15 - 20 Hazardous
> 20 Intolerable

Several points should be kept in mind when using the SMP to evaluate seakeeping behaviour. First, the
results refer to work effectiveness of experienced, acclimatised personnel. They do not indicate the
prevalence of seasickness among the passengers or, even, the crew themselves. Second, as previously
mentioned, only the vertical motions due to heave and pitch (or heave, pitch and roll) are accounted for
in this model. Thus it does not measure, for example, the lateral accelerations that will cause people to
lose their balance and fall. The meaning of the absolute SMP value may be somewhat ambiguous, like
all subjective parameters, but it is a useful relative guide for comparing the seakeeping behaviour of
different ships.

The BSI% is a prediction of the percentage of passengers likely to be seasick. It is derived using the
method described in BS6841:1987 and is based upon measurements and data from mixed groups of
passengers on ferries. The value is based on the filtered and weighted vertical acceleration integrated
with time to give a dose value. The percentage of passengers who may vomit during the time period is
some constant * dose value. The constant varies with the type of population but for a mixed
population of unadjusted male and female adults, is assumed to be one third. This value has been used
in the calculations

The Subjective Motions Program gives the SMP and BSI% at specific positions on the hull, but the ship
owner is probably more concerned with the overall affect of the ship motions on the crew or passengers.
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To get the overall picture, a weighting is usually applied to the values. The weighting at each position is
proportional to the number of passengers or crew likely to be at the given position. The overall SMP and
BSI% for the ship is then a weighted average of the SMPs and BSI%s at each position on the ship.

Plot Data
RMS Acceleration (m/sec^2)
RMS Acceleration (g)
Period (sec)
SMP
BSI (%)

Sustained Speed

Introduction
The sustained speed method calculates the maximum sustainable speeds for a ship in head seas, based on
the limiting factors of vertical acceleration, slamming, deck wetness and emergence.

Using data generated by the vertical motions calculation, sustained speed computes the limiting speed at
a point on the centreline of the ship. Each of the four factors that are assumed to limit the speed have an
associated probability. These four factors are: slamming, wetness, bow emergence and vertical
acceleration. Up to ten combinations of factors and associated probabilities may be synthesised at one
time.

Data from the Vertical Motions calculation is used to compute the pitch and heave statistics for the ship
at a series of forward speeds. By combining these statistics with the rigid body dynamics of the ship
about its centre of gravity, the vertical motion displacement, velocity and acceleration statistics, and
exceedance probabilities of the above limiting factors, are computed at selected stations along the
centreline of the ship. For each limiting factor, these results are then searched to find the highest ship
speed that produces exceedance probabilities less than specified allowable limits.

The limiting speeds for each factor are then searched, to find the lowest one. The lowest speed found is
then the maximum sustainable speed.

In the case of slamming, two conditions have to be met. The local section has to emerge totally from the
water and the associated relative velocity as it re-enters the water, must be greater than an assumed
threshold. The threshold velocity assumed by the method is the value ascribed to Ochi 1964:-threshold
velocity = 0.093*sqrt(gravity*shiplength). The Rayleigh distribution is used as a base for all the
probability calculations. Since the probability of slamming is assumed to be the mutual occurrence of
two separate events (exceedance of both velocity and heave), their combined probability of occurrence is
calculated from the multiplication of their individual probabilities.

Input Data
The sustained speed calculation uses, as input, vertical motions RAO data from the vertical motions
calculation.

The locations of a series of stations, at which the limiting seakeeping factors are to be computed, are
specified. At each station the freeboard, maximum allowable acceleration level, and allowable
probabilities of slamming, acceleration exceedance, wetness and emergence are set.

Each limiting factor at each location has an associated probability, which must not be exceeded. The
probability relates to a period of motion of a duration of one hour. At each location three probabilities
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are required, the probability of slamming, acceleration exceedance and wetness or emergence. When the
freeboard is positive the probability and associated calculations will relate to deck wetness, and when
negative to emergence.

Usually it is more convenient to run a special case in order to generate the required data for sustained
speed. This is so, since the data required consist of one heading angle and a large range of speeds,
whereas it is usual to require many heading angles and a few speeds.

The program checks that a sufficient range of data have been calculated. If the data are incorrect the
program halts with an appropriate message. A heading angle of 180 degrees (head seas) must have been
calculated. At least five speeds must have been calculated, the lowest of which must be less than one
knot. The speeds must be calculated in ascending order and the difference between consecutive speeds
must not be greater than a quarter of the highest speed and five knots.

The number of locations at which limiting factors are to be evaluated are set. This number must be less
than or equal to 10. At each location the method requires values for the longitudinal position (X value),
freeboard and permitted acceleration level. The location can be any real number between -1.0 and 23.0,
1.0 being the aft perpendicular and 21.0 being the forward perpendicular of the ship. Slamming
calculations are not performed on locations outside the perpendiculars. The freeboard may be either
positive or negative, where a positive value indicates a wetness calculation and a negative value
indicates an emergence calculation. The freeboard is with respect to the local waterline. The acceleration
level must be positive.

Up to ten sets of allowable exceedance probabilities for the limiting seakeeping factors may be specified.

The calculations are performed only for head seas, and only vertical motions are used.

Output Data
The sustained speed calculation produces a table of data of the limiting speed for each limiting
seakeeping factor at each combination of wave spectrum and ship station. The overall limiting speed,
limiting factor and limiting station for each wave spectrum are also listed.

The calculation uses the heave and pitch data from the output of the vertical motions calculation. For
each of the probability sets, for each spectrum the method calculates the limiting speed for each factor.
The limiting speeds are searched to find the lowest speed that limits the motion. The lowest speed found
is the maximum sustainable speed, for the given spectrum and probability of occurrence. It is possible
for there to be no speed limitation or the vessel to be limited at all speeds, these conditions are noted in
the output.

Following the input data are tables of results for each of the probability data sets. There are five tables
for each set of probability data. The first table relates to speed limitation due to slamming, and gives
results for each of the sea spectra defined. Data are presented for the speed limit at each location and in
addition the lowest speed limit of these data and its associated location. The limiting speed is usually a
value in knots. There are cases when regardless of speed reduction the required probability is still
exceeded, in this instance the limiting speed is set to 'all', indicating that for the whole range of speeds,
right down to below one knot the vessel will slam excessively. Similarly there are cases, where no speed
reduction is required to avoid exceeding the probability of slamming, in this instance the limiting speed
is set to 'none'. It may be that there is some higher speed beyond the range of speeds calculated that
exceedance occurs, but these data cannot show this. Where a location lies outside of the perpendiculars
no slamming calculation is performed, this is indicated in the output by a '-' in the appropriate column.

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The second table presents the speed limitation due to wetness, in a similar manner to slamming. Where a
given freeboard was negative (an emergence calculation) the data for that location will not be calculated
and a '-' will appear in the column. When all of the freeboards are negative, no table for wetness will be
calculated and a single line will be printed 'No WETNESS values required'.

The third table presents the speed limitation due to emergence, in a similar manner to wetness. Where a
given freeboard was positive (a wetness calculation) the data for that location will not be calculated and
a '-' will appear in the column. When all of the freeboards are positive, no table for emergence will be
calculated and a single line will be printed 'No EMERGENCE values required'.

The fourth table presents the speed limitation due to acceleration, in a similar manner to slamming.

The fifth table is a summary of all the previous tables and again is laid out in a similar manner to
slamming. For each of the spectra the limiting speed at each location is tabulated, in this instance each
location limiting speed is the lowest of all the factors. The lowest speed limit which is tabulated
separately is the lowest of the location limiting speeds and has an identifying character to indicate
whether the overall limit was due to slamming, wetness, emergence or acceleration.

These five tables for the first probability set are followed by further sets of tables for each probability.

Time Series

Introduction
Using data generated by the vertical or lateral or both motion calculations in conjunction with the total
motions calculation, this method calculates quiescent periods at defined points on the ship. The
calculation can use up to six different criteria simultaneously as limits, outside of which, the motion is
not quiescent. These criteria may be any or all of heave, sway, roll, pitch and yaw, associated with a
motion type (displacement, velocity or acceleration). Time durations of up to three hours may be
searched for any resulting quiescent periods.

The time series method computes the occurrence and duration of quiescent periods at specified points on
a ship. Quiescent periods are defined as those periods of time during which motion of one or more types
does not fall outside specified limits. Limits can be imposed on the displacement, velocity and
acceleration levels for heave, pitch, roll, yaw and sway. The program uses output from the Total Motions
calculation and, depending on the motions included in the total motions calculation, output from the
Vertical Motions and/or Lateral Motions.

The quiescent periods calculated are periods of time when the vessel does not exceed some desired
motion parameters and could be used for example of assessing the likelihood of a safe landing of a
helicopter on deck.

The time history of each motion type is generated by combining the motion in the frequency domain
with a random phase. These motions are then combined to give vertical and lateral displacements, along
with roll, yaw and pitch angles, at a set of specified points. These time histories are then searched to find
periods when the motions of concern fall within specified limits. If limits are imposed on more than one
motion type quiescent periods are defined to be times when all of the motions are quiescent.

Input Data
The method uses data from the total motions calculation and, depending on the motions included in the
total motions calculation, output from the Vertical Motions and/or Lateral Motions.

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The transfer functions needed for calculation of the time series are computed in the vertical, lateral and
total motions methods. The time series calculations allows only vertical quiescent motions to be
computed, and if it finds only lateral motions data it allows only lateral quiescent motions to be
computed. If both vertical and lateral data exist it will allow any combination of motions to be
computed. It should be remembered in this case that the heave motion is the absolute heave motion at the
location, ie. the vector combination of heave due to heave, heave due to pitch and heave due to roll and
not just the vertical motion due to heave and pitch.

The motion types for which quiescent periods will be searched and the limits defining quiescence are
required. Quiescent periods can be lumped together into bands of duration time. These bands can be
specified, as can the duration time below which quiescent periods are ignored. The total simulation time
is also required.

Random Number Seed
In order that the time series generated by the program is representative of a real ship motion, the
individual motions at each wave frequency are combined with a random phase relationship. The initial
random number seed is used to start the series of random phases. The random number sequence will
always be the same for a given starting seed. Random number seeds in the range 0 to 999 are allowed.
The seed value is used (and hence the sequence is identical) for each calculation of the time series,
(every change in speed, wave angle, location and spectra) except for the special case of the seed value
equal to zero. In this instance the random number sequence continues throughout all the calculations,
with no reseeding.

Simulation Time
The simulation time is the time period of the motion during which occurrences of quiescent periods are
searched. The chosen period must lie in the range six minutes to three hours. Using the entered value, the
program calculates the simulation time such that the number of frequencies used is a power of two. The
calculated simulation time will never be greater than the entered value. The actual time periods are
dependent upon the highest frequency in the sea spectra, thus for a high value of 2.5 radians per second
the longest time is 2*PI*4096/2.5/60 = 171.6 minutes. The shortest time is 2*PI*128/2.5/60 = 5.4
minutes.

Ignored Quiescent Periods
When quiescent periods are calculated it often happens that a significant number of them are very short,
particularly if only one variable is used in the search. In order to ignore these values a minimum time
limit may be set. This limit must be in the range 1 to 999 seconds.

Number of Time Ranges
The calculated quiescent periods are presented in two ways, as a list in chronological order of
occurrence in the time domain simulation, and, lumped together as a bar chart. The bar chart is split into
a number of time ranges, based upon the quiescent lengths, for the groupings. The time ranges are
defined by the range increment. The number of time ranges entered may be reduced by the program, in
order to ensure that no time band is longer than the total time simulation.

Range Increment
The range increment defines the width of the groupings in the bar chart. Thus with an increment of 2
minutes, the first range would be expected to contain quiescent periods lasting from 0 - 2 minutes
duration, the second from 2 - 4 minutes duration, the third from 4-6 minutes duration etc., for the entered
number of ranges. However the first time range is always adjusted by the ignored quiescent period.
When the ignored quiescent period spans more than one range, then the spanned ranges are ignored.
When the number of ranges multiplied by the range increment is less than the simulation time, then the
last range is increased to encompass the simulation time. For example:
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simulation time = 30 minutes
ignored periods = 90 seconds
no. time ranges = 10
range increment = 1 minutes

first range = 1.5 - 2.0 minutes
next range = 2.0 - 3.0 minutes
last range = 9.0 - 30.0 minutes

Number of Mutual Thresholds
A quiescent period is defined as the time when a specified motion lies within a specified range. The
program has the ability to search for quiescent periods using up to six parameters concurrently, each
with their own specified range limits. When more than one motion parameter is selected, a time series
for each motion is generated. These several time series of motion are then searched for mutually
occurring quiescent periods. When at a given time all of the parameters are within their individual range
limits, then the motion is quiescent. Subsequently, when one or more parameters lie outside their limits
the quiescent period is at an end.

Having completed this menu, the default variables, motion types and thresholds are displayed ready for
editing. Values are edited, by first selecting the row in which they appear and then editing the values in
that row, now presented as a table, until editing is complete.

Variable Type
There are five different variables that may be used in the program: heave, pitch, sway, roll and yaw.
When vertical motions only are used, only heave and/or pitch may be specified. When lateral motions
only are used, only sway, roll and/or yaw may be used. The type of calculation is dictated by the Total
Motions program.

Motion Type
The three types of motion allowed are displacement, velocity and acceleration. For heave and sway the
units are metres (feet), metres/second and metres/second2. For pitch, roll and yaw the units are degrees,
degrees/second and degrees/second2.

Upper Threshold
The upper threshold defines the higher of two limits of a parameter, above which the motion is no longer
quiescent. The upper threshold must always be greater than the lower threshold. The thresholds do not
have to be spaced symmetrically about zero.

Lower Threshold
The lower threshold defines the lesser of two limits of a parameter, below which the motion is no longer
quiescent. The lower threshold must always be less than the upper threshold. The thresholds do not have
to be spaced symmetrically about zero.


Simulation time can range from six minutes to three hours.

Concurrent quiescent times for up to six motion types can be computed.

Output Data
For all combinations of speed, wave angle, spectra and location, the time series method calculates a
times series for each parameter from regular motion data. The regular motion data are combined with a
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sea spectrum and the fourier coefficients calculated. The assumption being made that the motion
spectrum is idealised by a series of sine waves of different frequencies. The number of sine waves in the
series is defined by the simulation time.

The series of sine waves are then recombined with a random phase relationship to produce the time
domain motion. It is important to note that a different randomisation will give a different time domain
motion and thus different answers.

The output from the time series calculation consists of tabulated output of quiescent periods at each
location. These are presented, first, as a data table of the total number of quiescent periods within each
duration time band. Secondly, a chronological list of quiescent periods, showing the duration of each, is
presented.

Headers
At the start of the data is the ship title, followed by the date and the spectra that are to be used. After
these lines, are lines indicating the motions that have been computed at each point, whether vertical only,
lateral only, or both, followed by the quiescent periods ignored and random number seed. Three lines
describing the units used to define the X, Y and Z coordinates of the selected locations are followed by a
list of the location indices and coordinates. Finally in the general heading information is the table
defining the quiescent motion parameters and thresholds.

Output Tables
Following the header information there follows a series of tables at each speed, wave angle, location and
spectra combination. Each table is preceded by a sub-heading giving speed (knots), wave angle
(degrees), location X (stations forward of aft perp.), Y (metres or feet off centreline), Z (metres or feet
above baseline), spectrum significant height (metres or feet) and mean period (seconds).

The second block in each table is a summary of the results, giving the simulation time, total quiescent
time (the sum of all the quiescent periods that are longer than the ignored period) and the duration of the
longest quiescent period.

The third block contains the quiescent periods presented in their range bands, giving the number of
quiescent periods in each band, together with the percentage that this number represents as a proportion
of the total number.

Finally, the quiescent periods are printed in order of occurrence with their associated durations in
seconds and in minutes.

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TIPS AND HINTS

Every regular user of the ShipMotions package will find their own working methods and the software
allows freedom to work in the most comfortable mode. Included in this section are some tips and hints
on working methods. There are several tips to allow ShipMotions users to understand and obtain the
maximum from the program. There are also some important tips and hints detailed in the Ship
Definition section

Order Of Working
The following section describes a generalised order of working for getting results from the ShipMotions
program. This is not a strict working order and each individual will have different working methods.

For more information on determining control coefficients and other working methods refer to the
Appendices.

Ship Details Window
1) Set ship particulars, displacement condition and ship inertial properties. See Ship Particulars and the
Ship Particulars dialog.

2) Define or import sections. See Hull Definition, Section Definition and the Section Tool dialog.

3) Equalize section points. See Equalize Points dialog.

4) Interpolate intermediate sections, See Hull Definition.

5) Interpolate stations, See Hull Definition and Station Definition. and Station Derivation Method
dialog.

6) Inspect hydrostatics and compare against entered ship particulars. See Hydrostatics Report dialog.

7) Define appendages. See Appendage Definition and Appendage Tool dialog.

Flow Diagram Window
8) Set motion flow diagram. See Flow Diagram Window and New Flow Diagram dialog.

9) Vertical and Lateral Motions: Set waves and sea spectra and set ship speeds. See Waves and Sea
Spectra, Vertical Motions, Lateral Motions, Sea Spectra dialog and Ship Speeds dialog.

10) Calibration: set heave, pitch and/or roll RAO calibration. See Motion Calibration and Calibration
dialog.

11) Total Motions and Subjective Motions: Set motion points. See Total Motions
, Subjective Motions and Motion Points dialog.

12) Sustained Speed: Set limiting locations and probability combinations. See Sustained Speed and
Sustained Speed dialog.

13) Time Series: Set quiescent periods, time ranges and mutual thresholds. See Time Series and Time
Series dialog.
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14) Run motion flow diagram

Plot Window
15) Add a plot or data page to the plot window. See Page Setup.

16) Print, save and/or export results.

Working with Parabolae
If using a parabolic curve fit (set using the Section, Curve Fit Basis command in the Ship Details
window) there are certain rules and methods.

As with any calculations on ship geometry, the hull must first be defined for the computer. The method
of hull definition has an important bearing on subsequent calculations. The hull definition used in these
programs enables both traditional shapes and more complex forms to be defined easily, with a relatively
small number of points.

The hull is defined by a series of transverse sections which may have any desired spacing between them,
smaller spacing indicating a more rapid change of shape. Sections start at the Aft end of the vessel and
work Forward.

Longitudinal Integrations
When integrating section properties along the length of the ship, the program fits a parabola through the
values for three consecutive sections, and then integrates analytically for the area etc. of the parabola.
When the sections are evenly spaced, this is precisely the same as using Simpson's 1st Rule. The portion
of hull over which this parabola extends is called an interval, and the hull may be thought of as a series
of intervals placed end to end. As the program works its way forward, the contributions of volume etc.
from each interval is added to the sum. Where sections are progressing towards the stern, i.e. a negative
interval, those contributions are subtracted.

Section Definition
Each section of the hull is defined to the computer by giving the vertical and transverse co-ordinates of a
sequence of points around the section. As with the longitudinal integration, a section is defined as a
series of intervals consisting of three consecutive data points, thus every odd numbered point around the
section is an interval end point. Intervals must always be selected with constantly increasing or
decreasing Z Values, as the Z data are taken to be the independent variables when fitting parabolas.
Thus every local minimum or maximum point must be placed at the end of an interval. Intervals which
do not conform to this rule are said to contain a turning point. The data defining a section need not be
spaced in a regular manner around the section, but placed to suit the detailed section shape. Generally
this means closer spacing on curves of small radii. Points should also be placed closer together on
curved portions of the section which are nearly horizontal. Data points are required for one side of the
centreline only, since symmetry is assumed port and starboard. The first point of a section will normally
be the lowest portion of the section to cross the centreline, although it does not have to be the lowest
point of the section. If any section so defined is completely out of the water or submerged in any
condition, the program correctly takes this into account.

Sections are assumed to be continuous round the contour, but section slopes may be discontinuous at any
interval end. Thus all corners on the section e.g. chines, deck edges etc., must lie on interval ends.
Interval end points must be placed wherever a horizontal tangent ( i.e. a local minimum or maximum) is
met.

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General points
The hull should always be defined first, starting at the stern and proceeding towards the bow. The stern
sections will have negative X values and the bow sections will have positive X values. The position of
X = 0 will be close to midships, as convenient, it need not lie on a defined section, but often it does.

Z values defining the section will be negative when below the vertical datum and positive when above
the datum. Y values must always be positive, regardless of whether the section is drawn on the left or
right of the centreline. Where there is a discontinuity of slope or curvature, that point must be at an
interval end (i.e. an odd numbered point), otherwise the resulting parabolas fitted to them will show
large deviations from the true section shape. Similarly careful attention should be paid to areas of the
section where the lines run close to the horizontal. When examining the hull data for the defined points,
the final bonjean in each section must never be negative. If it is negative an error must have been made.
All other section area values may be either positive or negative, but generally for simple sections they
will be positive.

Section spacing
The sections forming an interval may be spaced irregularly i.e. the half interval lengths may be unequal.
Similarly the intervals forming the total ship may also be of unequal lengths.

The number of intervals defining a ship has a direct bearing on the accuracy of the results, normally the
more sections input the higher the accuracy. Bearing this in mind it is recommended that even a
rectangular pontoon should have at least five intervals in the main hull.

Within an interval it is recommended that the spacing of each half interval is not more than twice the
length of the other half. The interval will be rejected when one half is more than three times the other.
Normally the more even they are the better.

Trapezoidal vs Parabolic
There are two ways in which sections are drawn and hydrostatics calculated. The sectional basis types
are trapezoidal and parabolic.

Parabolic curve fits have been discussed in detail in the Working with Parabolae section. A parabolic
curve fit is useful when a lower number of section definition points are used, for example when
digitizing a ship. The method of curve fitting forms a better fit to a ships surface for low number of
points. Parabolic curve fits also have limitations with certain point numbering conventions and
distribution of points over a section.

The Trapezoidal method fits straight lines between sectional points. A trapezoidal sectional basis is
useful where a high number of points are used over the ships surface, for example from CAD output.
The use of straight lines quickly converges to the parabolic curve fit for a higher number of points. The
trapezoidal fit has much more flexibility in point numbering and the distribution of points over a section.

The sectional basis can be altered using the Section, Curve Fit Basis command in the Ship Details
window.

Reducing Memory Overhead

ShipMotions is written to be as memory friendly and non-aggressive as possible such that it does not
require a large memory overhead to run. To give an insight into ShipMotions and its use of the
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computers memory it is best to describe the breakdown of allocation of memory, at what point is
allocated and what affects the memory overhead.

ShipMotions first of all has memory associated with the executable program and the static data within
that program. Examples of this are toolbars, permanent dialogs, windows and internal settings. All other
memory is allocated dynamically when needed and thus deallocated when not needed. For example most
dialogs and their associated memory are created when needed and when the user closes the dialog, the
memory for that dialog is destroyed leaving more memory space for other dialogs and objects.

A large amount of the dynamically allocated memory is associated with sections and the derived stations
from the ship. All of these require memory and the more points associated with these curves the larger
the memory overhead. Once curves are created, including derived curves they are generally stored in
memory until the user changes the memory requirement (i.e. adds more points or curves). These are
stored in memory for viewing and calculating data such as hydrostatics. This allows ShipMotions to
rapidly recalculate derived data without the need to calculate the fundamental ships surface again and
again.

The user can easily increase the number of curves and points in ShipMotions and thus rapidly increase
the memory requirement. If you do not have much memory left on the machine this can create problems
such that ShipMotions cannot dynamically create curves, dialogs, or any other objects that require
memory additional to that already used. There are several ways of resolving this. The first and foremost
is to close any other programs that are running on the machine. If this is not possible then the next step is
to reduce the amount of memory ShipMotions is using. Reduce the plot density in the View Options
dialog. This has the effect of reducing the number of interpolated point to reduce the total memory
required to display curves. These tips are aimed at reducing the number of interpolated points over a
ship. In general if the options available to the user are used wisely then there should be no memory
problems associated with ShipMotions.

Digitizer Setup and Configuration

ShipMotions uses its own drivers via the COM ports on your machine to communicate with digitizer
tablets. It does not require WinTab or any other similar drivers and these should not be loaded.

Digitizer settings are accessed via the Digitizer Setup dialog this has various options to match the
settings on the digitizer tablet.

As ShipMotions expects a constant stream of information from the digitizer tablet the information from
the digitizer should be setup to be streaming constantly rather then when a digitizer pointer button is
pressed.

File Backup

A backup of a file is created when a file is saved. This file is created and is the version of the file before
the current saved one. This way a copy of the file before the one saved is always available. Should a
backup file need to be loaded the user should select all files in the Open dialog file type and search for
the name of the file with the .WH~ extension.

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GLOSSARY

A
absolute motion is the motion of a point in an earth fixed axis system and is the motion that would be
felt by passengers or equipment.

average value of a spectrum is the mean of all the peak values. See statistical values.

axis system For the axis system in general, longitudinal values are measured in stations rather than
units. The ship length is divided into 21 stations, station 1 is at the aft perpendicular and station 21 at the
forward perpendicular. Thus a section is shiplength/20 units long. Athwartships values are negative
when to port of the centreline and positive when to starboard of the centreline. Vertical values are
positive upwards and negative downwards. The vertical datum is defined as the underside of keel at
midships, i.e. at station 11.

Wave direction is defined as being zero when the waves are directly astern, ninety degrees when on the
starboard beam and one hundred and eighty degrees when from right ahead.

B
beam is defined as the total beam at the waterline for a given section, not the offset from the centreline
on one side only.

B Min, B Max, the minimum and maximum Y co-ordinates of the hull, B Max - B Min equals the
total beam of the hull.

buttock, a curve that has a constant y value.

C
CAD, Computer Aided Design.

CB, block coefficient = (submerged moulded volume) / (reference length * reference beam *
(waterline - keel position)).

CM, midship section coefficient = (area of reference section) / (reference beam * (waterline - keel
position)).

CP, prismatic coefficient = (submerged volume) / (area of reference section * reference length).

CW, waterplane coefficient = (area of waterplane at waterline) / (reference length * reference beam).

curvature, second derivative with respect to U. e.g. d
2
X/dU
2
,. d
2
Y/dU
2
,. d
2
Z/dU
2

D
deck acceleration is the lateral motion with respect to the deck, takes into account the acceleration due
to gravity arising from the roll angle. This deck acceleration is in effect the overturning acceleration as
perceived by an object on the deck, providing sufficient friction prevents it from moving.

dialog, a window with input and output.

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displacement is used by the programs to check that the displacement calculated from the section data
correctly define the hull. If the entered displacement is more than 1.5% different from the calculated
value an error message is output. The displacement is a combination of the hull and skeg displacements.

draft is defined as the height of the load waterline at the given section, above the vertical datum.

F
full displacement, the displacement of the ship including the shell thickness in weight units. It is the
enclosed volume plus the shell thickness multiplied by the specific gravity of water.

frank close fit, method is used by the lateral motions program to calculate a section. A hull section is
replaced by up to 18 segments with a pulsating source at their mid points.

freeboard, the position above or below (negative freeboard) the local waterline in units, of a location for
wetness or emergence calculations.

G
GMT, refer to Transverse Metacentric Height.

GZ, righting lever, the transverse distance between the centre of buoyancy and the centre of gravity.

H
heave motion is the response of the ship in the vertical direction. Heave is positive downwards and is
defined at the LCG.

heel, the rotation angle of the ship in degrees around the X axis of the ship.

I
immersion, the amount of displacement increment per unit increase in draught at the particular
displacement waterline.

intermediate curve, a curve that has been interpolated at station positions to the full height of the
sections.

K
keel position, the position used to calculate the minimum point of the draught (i.e. draught =
waterline - keel position).

KMl, longitudinal metacentric height, relative to the keel position.

KMt, transverse metacentric height, relative to the keel position.

L
lateral motions The three lateral motions calculated by the program are roll, yaw and sway.

LCB, longitudinal centre of buoyancy, relative to X=0.

LCF, longitudinal centre of flotation, relative to X=0.

L Min, L Max, the minimum and maximum X co-ordinates of the hull, L Max - L Min equals the
total length of the hull.

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long crested seas, when waves come from a single direction they are known as long crested and the
power of the wave spreading function is zero.

longitudinal centre of gravity is used by the program to check that the LCG calculated from the section
data correctly define the hull. If the entered LCG is more than 1.5% of the shiplength different from the
calculated value an error message is output. The LCG is calculated from a combination of the hull and
skeg. The LCG position is defined in stations.

long wave approximation in the lateral motions program the forcing functions are calculated using the
long wave approximation, which saves a substantial amount of computer time by replacing some of the
moment and force calculations by simple additions of the added mass and damping.

M
MCT, the moment to change trim.

mean square is the area under the spectrum curve, statistical values.

midship position, the longitudinal, X position that defines the mid point of the ship and where the
lines in the body plan are reflected to indicate that they are aft of this position.

moulded displacement, the displacement of the ship NOT including the shell thickness in weight
units. It is the enclosed volume multiplied by the specific gravity of water.

N
nominal beam is calculated by the program from the section data. It is defined as the beam at section
11, ie. the section at midships. It is used by the program in conjunction with the Roll Radius of Gyration
to calculate the roll inertia.

O
offset is the local half beam, ie. from the centreline to the ship side, at a co-ordinate point. Eight co-
ordinate points are used to define a section for the lateral motions programs.

orthogonal plane, a plane that is defined with a constant x-value, y-value or z-value to derive a
section, buttock or waterline respectively.

P
phase is defined in relation to the maximum wave slope being at midships. Wave positive is upwards.
Thus for very long waves the phase angle for heave is 180.0 degrees.

pitch, the rotation angle in degrees of the ship around the Y-axis. If the ship is defined with the bow
having a greater X value than the stern a positive pitch angle will result in a bow down attitude. The
pitch motion is the angular response of the ship about an athwartships axis. Bow up pitch is positive.

pitch radius of gyration in the pitch mode and is defined as a ratio of the length of the ship, and has a
typical value of about 0.25.

plot density, the number of points derived between each defined point for plotting to the screen or
printer. For example a three point curve with a plot density of 10 will have 30 segments.

Q
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44
quiescent period, A quiescent period during the motion of a ship in a seaway, is defined as the time
when the motion does not exceed some proscribed motion parameter(s). ie. given an upper bound and
lower bound for a motion parameter, quiescent motion is when these bounds are not exceeded.

R
RAO, response amplitude operator is the response of the ship as a ratio of the exciting wave at that
frequency. For displacement responses, the wave amplitude is used, and for angular responses the wave
slope is used.

reference section, This section is used as the basis for the calculation of CP and CM.

relative motion is the motion of a point relative to the sea surface and would be used to assess deck
wetness or slamming.

R.M.S is the statistical quantity of a spectrum is the square root of the mean square value.

roll motion is the response of the ship about a longitudinal axis. Roll to starboard is positive.

roll natural frequency of the ship in roll has units of radians/second. If a non-zero value for roll radius
of gyration has been entered then the natural roll frequency will be calculated from this value,
irrespective of the entered roll natural frequency. If a zero value for roll radius of gyration has been
entered then it is calculated from the roll natural frequency.

roll radius of gyration is defined as a ratio of the nominal beam of the ship, and has a typical value of
about 0.38. The nominal beam of the ship is defined as the beam found from the section defined at
midships (Section 11). If a value of 0.0 is entered for roll radius of gyration, it is calculated from the roll
natural frequency. If a non-zero value of roll radius of gyration is entered then the roll natural frequency
is calculated from this roll radius of gyration.

S
section, a curve in the transverse or vertical direction.

sectional area for a given section is defined as the area for the total section, both port and starboard of
the centreline.

shell thickness, the thickness of the shell used to calculate the full displacement from moulded
displacement and wetted surface area.

shiplength is the assumed length of the ship between perpendiculars in units. It is used to space the hull
defining sections the correct distance apart. When the ship is at a significantly lighter or deeper draught
than the design waterline, it will be necessary to re-space the sections, so the forwardmost section is
coincident with the forward waterline. Thus the sections will now not be at the design stations. For small
changes in draught this realignment is unnecessary, but the sections must be defined up to the new
waterline.

short crested seas are when wave spreading has been invoked, waves are assumed to come from more
than one direction. These seas are known as short crested.

significant amplitude of a spectrum is the average of the one third highest values. See Statistical
Values.
significant 1/10 value of a spectrum is the average of the one tenth highest values. See Statistical Values
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45
slope, first derivative with respect to U. e.g. dX/dU, dY/dU or dZ/dU.

slamming, Two conditions need to be met for a section to slam. The local section has to emerge totally
from the water and the associated relative velocity as it re-enters the water, must be greater than an
assumed threshold. The threshold velocity assumed by the program is the value ascribed to Ochi 1964:-
threshold velocity = 0.093*sqrt(gravity*shiplength). The Rayleigh distribution is used as a base for all
the probability calculations. Since the probability of slamming is assumed to be the mutual occurrence of
two separate events (exceedance of both velocity and heave), their combined probability of occurrence is
calculated from the multiplication of their individual probabilities.

specific gravity, specific gravity of water in which the ship is assumed to float, 1.0 being fresh water.

speeds The programs are able to perform the calculation of ship motions for up to ten speeds in any one
run. The speeds are in knots and may include zero. If the Sustained Speed Program is to be used a
sufficiently wide range of speeds should be entered so that the interpolations may be carried out.

station, the hull is defined by sections at 21 equally spaced stations, over the ship length. The station
length is therefore shiplength/20. The stations are numbered from aft to forward, from 1 to 21.

statistical values, a spectrum is normally categorised in relation to its statistical properties of significant
height or amplitude, and mean period. Other statistical properties are also used to compare spectra. The
statistical properties for ship motion spectra are assumed to have a fixed relationship, using as a base the
RMS value.

R.M.S. * 1.25 = Average
R.M.S. * 2.00 = Significant
R.M.S. * 2.55 = Significant 1/10

sway motion is the response of the ship in an athwartships direction. Sway to starboard is positive and is
defined at the LCG.

symmetric value, up to ten locations may be used in the program at which the total motions are
required. When any of these locations is off the centreline (Y value not equal to 0) symmetric locations
are generated and the total motions calculated at these as well, provided the wave angle is not 0 or 180
degrees. These symmetric locations have the same X and Z values but the Y value will be of the opposite
sign.

T
transverse metacentric height, this GM is the fluid GM of the ship. The program calculates the solid
GM from the section data and the VCG. The program uses the fluid GM unless the entered value is 0.0,
in which case the calculated GM is used. The fluid GM must include any stability tank free surface.

U
units used by the programs are user selectable, either metric or Imperial. Once a given system of units is
chosen then all subsequent entries must use the same system.

V
VCB, vertical centre of buoyancy, relative to the vertical datum.

vertical centre of gravity, VCG is the height above the vertical datum of the centre of gravity of the
ship.

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vertical datum is defined as the USK at station 11.

vertical motions calculated by the program are heave and pitch.

view, three standard views are available, body plan, plan and profile each being a different angle
projection. A 3-D projection is also available.

voyage length, the number of people seasick increases as the voyage duration gets longer. After about
six hours the increase is negligible, and voyages longer than this are assumed to cause the same
proportion of passenger seasick.

W
waterline,.The waterline is the height of a co-ordinate point above the vertical datum.

wave angles should lie in the range 0 to 180 degrees, where 0 represents stern seas and 180 degrees
represents the head sea case. A maximum of twenty five angles are allowed. When wave spreading is
invoked the increment between wave angles will be either ten or fifteen degrees.

wave encounter frequency of the ship in waves is dependent on wave frequency, ship speed and
heading. When the wave direction is abaft of the beam, wave angles in the range 0.0 to < 90.0 degrees, it
is possible due to the combination of speed, heading and frequency for the encountered waves to be
coming from ahead of the beam. These encounter frequencies are tabulated as negative values.

wave slope is used to non-dimensionalise angular properties. It is defined as 360/wavelength per unit
wave amplitude and has units of (degrees/metre)/metre (or foot as appropriate).

wave spectra, three different types of wave spectra are available, these are 'Pierson-Moskowitz', 'ITTC
Two-Parameter' and 'JONSWAP'. These are defined by the Significant Wave Height. The ITTC and
JONSWAP also require the Mean Wave Period to be defined, whilst with the P-M spectrum this is
intrinsic to it. The type of spectrum to use will depend upon the region for which the motion calculations
are required. If the ship's area of activity is the open ocean where the seas are fully developed, then P-M
or ITTC spectra should be used. Where the seas have a limited fetch as in an enclosed sea or the weather
side of an open ocean, then the JONSWAP spectrum should be used.

wave spreading, when the waves do not come from a single direction, they are said to be short crested.
The motion of the ship in these short crested seas can be calculated by the programs, by assuming a
predominant direction and adding to this the influence of the waves spread either side of this direction.
The amount of energy coming from these spread waves is controlled by the wave spreading function.
The spreading function is assumed to be an even power of the cosine function. For a predominant
direction 'P', the wave energy at any angle 'Q' will be multiplied by 'R'*(COS(Q-P))^N, where N is the
even powered spreading function invoked and 'R' is a constant, such that the sum of all the factors used
is 1.0. For each predominant direction, waves in the range +/-90 degrees are used, the resulting motions
are summed over this range.

Wave spreading will be invoked when the power to which the cosine spreading function is raised is non-
zero. This power will always be an even number. For all except one case, wave spreading will be applied
to each of the wave angles in turn, in the range 0 to 180 degrees. The exception is the special case of
head seas where the wave spreading is only output at 180 degrees.

weight units,. units of measurement for displacement. Can be tonnes, Kg, Tons or Lbs.

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wetted surface area (WSA),. the integration of all underwater girth contributions. The value does
not include transoms.

X
X,. the longitudinal position of defined points, relative to the longitudinal datum.

X value of a location for the total motion calculation is the horizontal position with respect to the aft
perpendicular (station 1) defined in stations and may lie in the range -1.0 to 23.0

Y
Y,. the horizontal position of defined points, relative to the horizontal datum. Y=0 is generally
assumed to be at centreline of the hull.

Y value of a location for total motion calculation is the horizontal distance off the centreline, measured
in units and is positive to starboard.

yaw motion is the response of the ship about a vertical axis. Yaw, with the bow going to starboard is
positive.

yaw radius of gyration is defined as a ratio of the length of the ship, and has a typical value of about
0.25.

Z
Z,. the vertical position of defined points, relative to the vertical datum. Z=0 is generally assumed to
be the baseline or the design waterline.

Z value of a location for total motion calculation is the vertical distance measured in units above the
vertical datum.

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APPENDIX A - TABLE OF CONSTANTS

Specific Gravity of Sea Water 1.025
PI 3.14159

Metric Imperial

Length 0.3048 metres 1 foot
Gravity 32.174*0.3048 metres/sec/sec 32.174 feet/sec/sec
1 Knot 1.6889*0.3048 metres/sec 1.6889 feet/sec
Mass 1.01605 tonnes1 ton

Note. The knot as used by the programs is the UK knot (6080 feet/hour), which is 0.06% greater than the
metric knot (1852 metres/hour).

APPENDIX B - USING TANKS, FINS AND RUDDERS

The motion calculations for a ship that has rudders, stabilising fins or tanks should always be done with
these appendages properly controlled where possible. It is not normally an easy matter to find suitable
data with which to drive the active appendages, since often autopilot and fin control manufacturers are
either loathe to part with their data, or the control algorithms used are incompatible with the type of
controller used in the program.

For more information see Roll Control Coefficients.

Tanks
Generally it is found that a satisfactory degree of stabilisation can be achieved if the weight of liquid in
the tank is of the order of 2% - 5% of the ship displacement. To achieve the best from the tank it is
necessary to tune the tank parameters to the ship, within the given constraints. Reference 1 gives a good
insight into tank dynamics.

The tank natural frequency should be equated to the ship natural roll frequency, both of these parameters
are printed in the output. The fluid depth should set to be half way up each vertical leg, to ensure the
tank can operate at its maximum angle. The stabilising moment can be maximised by locating the tank
high in the ship, with the duct being as close as possible to the centre of gravity. Tank damping can be
adjusted using the valve ratio. Optimum tank damping can only be achieved by reference to one given
speed, heading angle and sea state. Often this optimisation is not convenient, and damping is optimised
at one desired speed, a heading of 90
o
and a representative sea state.

Fins
It is normal to optimise the fin control at a heading of 90
o
and at the ship natural frequency. The
ShipMotion program can be used to assist in establishing the fin control algorithms. A route using fin
forced roll calculations is used to provide some of the information. The procedure is as follows:

1. Take the force roll route, using the required fin geometry. From the 'Lateral' results, note natural
frequency (wn) and roll phase (Ps).

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49
2. For the servo gains (b1,b2,b3) calculate Pf=tan
-1
(b2*wn/(b1-b3*wn
2
)). Typical values for b1, b2, b3
might be 1, 0.28, 0.0781

3. For the demand gains (a1,a2,a3) calculate Pc=tan
-1
(a2*wn/(a1-a3*wn
2
)). Typical values for a1, a2, a3
might be 1, 0.43, 0.043

4. Calculate A=wn/tan(0.8*(Pf+Pc-Ps)), B=wn/tan(0.2*(Pf+Pc-Ps))

5. Roll Gain = A*B, Roll Velocity Gain = A+B, Roll Acceleration Gain = 1

6. Re-run 'Lateral' motions using fixed fins, for a heading of 90
o
and the desired speed, to obtain the roll
response at the natural frequency (by interpolating in the frequency range if necessary).

7. Re-run 'Lateral' motions using active fins, with the three sets of coefficients developed above.
Compare this roll response with the fixed fin roll response. Generally, it is possible to achieve a ratio of
the order of 0.2 - 0.3. If for example, on the real ship the fins can achieve a ratio of 0.2, adjust the
coefficients calculated in 5. above until this ratio is achieved by successive runs of 'Lateral' motions. It is
important that all three coefficients are altered by the same ratio each time. Plotting the value of the roll
acceleration gain against response ratio, will enable a solution to be obtained quickly.

It is possible that at some sea states and headings the fin motion becomes excessive. On the ship there
will be some mechanical fin angle limit, the program does not model this. Experience suggests that a
good compromise, where fin motion is excessive, is to limit the RMS fin motion to the (maximum fixed
limit)/2.55. ie. the significant 1/10 fin motion is equal to the limit. The fin motion is limited by adjusting
the coefficients in 5. above downwards as in 7. above, until the significant 1/10 fin motion is at the limit.

Rudders
The choice of coefficients for the autopilot algorithms for active rudders is not simple. Data about the
real ship are required before a reasonable choice can be made, particularly if the ship is not inherently
directionally stable. Generally therefore, it is often best to use fixed rudders.

APPENDIX C - DETERMINATION OF ROLL STABILISATION
CONTROLLER COEFFICIENTS

To determine a set of coefficients that calculates the performance characteristics of a roll stabilisation
controller that uses a roll gyro to sense the
ship movement, requires the following described procedure.

a) The ship is required to be forced rolled in calm water using the fin stabilisers to produce the rolling
moment. The fin motion is sinusoidal with constant frequency and amplitude. This is possible by
suitable choices of data that is used in the lateral motion program.

b) After the phase angle of the roll natural frequency has been determined from a) above, then the
overall control coefficients can be calculated so that the overall phase in the system at roll natural
frequency is zero.

Method

The response of the ship to a forcing function at its roll natural period is to produce a phase lag that is
typically in the region of 40 to 80. The exact value of this phase angle depends upon the actual
WOLFSON UNIT

50
configuration of the fin control system in terms of their longitudinal position and the preset angle of
depression. The roll natural frequency is e
n
and the ship response phase angle is defined to be
S
.

The next set of coefficients that need to be determined are the fin sero coefficients. From experience
the phase lag of the servo is typically 10.

Define the fin servo phase lag as
f
. The fin servo controller transfer
function is considered to be of the form:

( )
2
3 2 1
1
s a s a a
a
s F
+ +
=

where s is the Laplacian operator. In terms of the frequency response s is replaced by je.

After a small amount of algebraic manipulation, the fin servo phase lag is defined to be
f
, where:

)
`
=

2
3 1
2 1
tan
n
n
f
a a
a
e
e

Typical values of fin servo controller coefficients are given in Using Tanks, Fins & Rudders. It must
be stressed that if trial results are available then these values should be used in preference to those of
Using Tanks, Fins & Rudders.

The final problem remaining is to determine the controller coefficients. The following example is for
the Admiralty Engineering Laboratory (AEL) design. Alternate controllers can be used if the transfer
function can be determined.

The mathematical model of the performance of the fin controller. is detailed in the theory of the
lateral motion programme manual. The control is via a three term controller, defined to be

( )
( )
2
3 2 1
2
3 2 1
s b s b b
s k s k k
K K
RollAngle
FinDemand
G SP
+ +
+ +
=

This mechanism produces an overall gain of
T
. This overall phase is the sum of the ship response, fin
servo and the controller
C
, phase lags.

From Reference 4 the AEL controller transfer function in the "stabilise to vertical mode" has the
following form.

2
3
1
3
2 2
5 4 3
043 . 0 43 . 0 1
06 . 6
2376 . 0
s s
K
K
s
K
K
s K K K
RollAngle
FinDemand
+ +
|
|
.
|
\
|
+ +
=

where
K
1
is the angle switch setting
K
2
is the velocity switch setting
K
3
is the acceleration switch setting
WOLFSON UNIT

51
K
4
is the overall gain
K
5
is the speed dependent gain.

Thus with typical values for the fin controller

b
1
= 1.0 b
2
= 0.43 b3 = 0.043

allows the fin phase lag to be calculated from

)
`
=

2
1
043 . 0 1
43 . 0
tan
n
n
C
e
e

Comparing the form of equation 4 with 3 produces:

k
1
= K
1
k
2
= 6.06 K
2
k
3
= K
3

It is the values k
1
, k
2
and k
3
that are used in the lateral motions programme.

With the AEL controller K
1
, K
2
and K3 all have a finite set of settings namely from 1 to 10 in steps of
1. Other controllers may not have this characteristic. From (3) possible values of K
1
, K
2
and K
3
can be
determined by simple factorintion. In fact

k
1
= o| and k
2
= o+|

The values of o and | need determining but possible values are 0.8
T
and 0.2
T.
Thus the only
remaining coefficients that need determining is the overall gain K
SP
K
G
.

The gain of the controller at e
n
is K
C
where

( ) ( )
( )
2
2 2
2 2
2
d b
ad cb cd ab
K
C
+
+ +
=

where
n
n
n
n
b d
k c
b b b
k k a
e
e
e
e
2
2
2
3 1
2
3 1
=
=
=
=

The gain that was calculated from the forced roll is G
s
at e
n.

If the reduced roll response is defined to be

G
duction
+
=
1
1
Re

The value of G can be in the range 2 to 12.

Thus the overall response is related at, e
n
to be
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52

G K K G
SP G s
= Check this formula....

Thus,

C S
SP C
K G
G
K G =

Thus for the AEL controller

5 4
2376 . 0 K K K K
G SP
=

K
4
is used to scale the overall system since K
4
is also limited to the range 1 to 10.

APPENDIX D - SERVO COEFFICIENTS

Typical values of fin stabilizer controller servo coefficients are:
a
1
= 1.00
a
2
= 0.28
a
3
= 0.0781

APPENDIX E - WORKED EXAMPLE

Using the data from the Fin Servo Coefficients and Forced roll and the Using Tanks, Fins & Rudders
section, the following shows the calculation of K
1
, K
2
, K
3
for a ship which has a phase lag of
C
= 40
and a roll natural period of 0.6 rad/sec. The roll response/fin amplitude is 0.55.

Thus to use the terminology, G
S
= 0.55

=
)
`
=

81 . 9
6 . 0 * 0781 . 0 1
6 . 0 * 28 . 0
2
1
tan
F

is the servo lag.

The controller lag
S
is

=
)
`
=

68 . 14
6 . 0 * 043 . 0 1
6 . 0 * 28 . 0
2
1
tan
C

The total phase lag is

Initial guesses for
o
and
|
are 0.8
T
and 0.2
T.

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53
( )
04109 .
8 . 0 tan
6 . 0
= =
T
o

( )
425 . 2
2 . 0 tan
6 . 0
= =
T
|

Therefore,

0 . 1
8359 . 2
9964 . 0
3
2
1
=
= + =
= =
k
k
k
| o
o|

Therefore,

0 . 1
468 . 0
06 . 6
9964 . 0
3
2
2
1
=
= =
=
K
k
K
K

The nearest coefficients that are in this ratio are

2
1
2
3
2
1
=
=
=
K
K
K

Thus using these values

2
06 . 6
2
3
2
1
=
=
=
K
K
K

with

043 . 0
43 . 0
1
3
2
1
=
=
=
b
b
b

Therefore

( )
258 . 0
636 . 3
985 . 0
28 . 1
2
3 1
=
=
=
= =
d
c
b
k k a
n
e

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54
( ) ( )
( )
2
2 2
2 2
2
d b
ad cb cd ab
K
C
+
+ +
=

8305 . 2 =
C
K

854 . 3
55 . 0 * 8305 . 2
= =
G
K K
G SP
with G=6 (say)

44 . 32
* 2376 . 0
854 . 3
5
4
= =
K
K if K
5
=0.5

The maximum of K
4
is 10. This dividing K
4
by 4 will give K
4
value of 8.
Thus multiply K
1
, K
2
and K
3
by 4

8
4
8
3
2
1
=
=
=
K
K
K

and
0 . 8
24 . 24
0 . 8
3
2
1
=
=
=
k
k
k

APPENDIX F - AUTOPILOT COEFFICIENTS

Use of the autopilot is essential in order to suppress spurious very large lateral plane motions at or
near zero encounter frequency, commonly experienced in quartering and following seas, even if the
ship under analyisis is not fitted with one (the ship will have a helmsman who will steer the ship in a
similar way to an autopilot).

If the autopilot settings for the particular ship under analysis are known then these values should be
used. The method for tuning autopilots requires the rudder demand to yaw response of the ship
tabulated over a range of frequencies.

For Known AutoPilot Settings
The transfer function of the autopilot is in the form

(
+
+
+
=
s T s T
Ls T
RK
or HeadingErr
nd RudderDema
2 1
1
1
1
1

where
s is the Laplace transform
R is a constant (approximately 1.0)
K is the rudder gain quantity
L is the phase advance lift
T1 is the pphase advance time constant
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55
T2 is the weather helm integrator constant

This representation is allied to the actual form of the autopilots used in HM Ships.

Autopilot Angle Gain K1 = RK
Autopilot Velocity Gain K2 = RK(T1+T2)
Autopilot Acceleration Gain K3 = RK T1 T2 L
Autopilot Demand Gain B1 = 0
AutoPilot Demand Velocity Gain B2 = T2
Autopilot Demand Acceleration Gain B3 = T1 T2

Values for a number of different HM Ships are as follows:

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APPENDIX G - REFERENCES
1) A.R.J.M. Lloyd, Seakeeping, Ship Behaviour in Rough Weather, Ellis Horwood Limited,
ISBN 0-7458-0230-3

2) W.G. Price and R.E.D. Bishop, Probabilistic Theory of Ship Dynamics, Chapman and Hall,
IBN 0-412-12430-0

3) K.J. Rawson and E.C. Tupper, Basic Ship Theory, Vols. 1 and 2, Longman Higher
Education; ISBN: 0582219221

4) AEL Roll Stabiliser: Determination of Controller Function in Terms of K Values. AEL
Internal memo. No. MACO 327, June 1976.

5) The Selection of Roll Stabiliser Controller Coefficients, W.B. Marshfield. AMTE(H) Report
80006.

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APPENDIX H - FILE TYPES AND FORMATS

INI Files

The ASCII INI file stores all user information and preferences such as line settings, font settings,
previously used files, digitizer setup and window setup.

The format of the file can vary depending on many parameters and is therefore too extensive to
describe in the context of this manual and should never be edited manually.

LFH Files

LFH files are an ASCII format file specified by the Wolfson Unit for Marine Technology and Industrial
Aerodynamics. The format is used to describe a set of orthogonal sections that describe the surface of a
ship or yacht.

Only one half of the ship is defined in the LFH file format with the sections defined from most aft to
most forward and the X and Y values of the sections are defined from bottom to top.

The format is described with the following example:

Example Yacht Title of Ship or Yacht
21 Number of Sections in the File
-5.000000 Longitudinal or X Position of 1st Section
5 Number of Points on 1st Section
0.008000 0.000000 1st Point of 1st Section (Z,Y separated by space(s) or tab)
0.008802 0.106723 2nd Point of 1st Section (Z,Y separated by space(s) or tab)
0.011716 0.203514 ........
0.015711 0.271432
0.015711 0.000000
-4.500000 Longitudinal or X Position of 2nd Section
24 Number of Points on 2nd Section
-0.039002 0.000000 1st Point of 2nd Section (Z,Y separated by space(s) or tab)
-0.032259 0.113125 2nd Point of 2nd Section (Z,Y separated by space(s) or tab)
-0.023557 0.216692 ........
-0.012308 0.311496
0.002052 0.398296
0.006741 0.421438
0.020062 0.477814
0.042235 0.550735
0.069052 0.617706
0.100956 0.679338
0.138336 0.736216
0.181526 0.788911
0.220151 0.828182
0.262015 0.864823
0.306349 0.898429
0.352359 0.928595
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58
0.399230 0.954907
0.446122 0.976945
0.457779 0.981749
0.492176 0.994285
0.536517 1.006499
0.578278 1.013166
0.616626 1.013877
0.616626 0.000000
Longitudinal or X Position of 3rd Section
Number of Points on 3rd Section
1st Point of 3rd Section (Z,Y separated by space(s) or tab)
2nd Point of 3rd Section (Z,Y separated by space(s) or tab)
........ Continue with definition until all 21 Sections have been defined.

HLH/HLD Files

HLH/HLD files are binary section definition files for use with the Wolfson Unit Hydrostatics
package.

Experimental Rao Data Files (*.Dat)

Number of Frequencies
I=1 to Number of Frequencies
Encounter frequency[I] (rad/s), if Heave Heave RAO[I], if Pitch Pitch RAO[I], if Roll
Roll RAO[I]

SMR Files

SMR Files are used for loading and saving all the current set of calculated results for importing into the
Plot Window for comparing data.

Plot Window Data Files (*.Dat)

Plot window data files are ASCII text files of the data displayed in the same format as the plot window
page text. Each set of data is saved as an individual file with headers and the data in columnar format.

If for example the filename is set to test.dat the individual data files will be test_1.dat, test_2.data,
test_3.dat..........etc.

VER Files

Vertical Motions File
Motion Calculation Designation
LONGTIT
LONGDAT
IZZ
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59
IA, IB, IC, ID1, IE, IF, IG, IH, II, IJ, IL, IM, INN,IP, N
BPL, GAMMA, GRAV, DISP
BEAM[I], SECOE[I], DRAFT[I], ZBAR {I=1 to 21 Consecutive Lines}
RADGYR*BPL, CGL {if IB=0}
DWEIGH[I], ZBAR,ZBAR,ZBAR {or if B<>0}
MIN, MAX, INC
FR1, FR2, DFR
NSP
ICY
VV[I] {I=1 to NSP Same Line}
WANGI, WANGA, DWANG
NSEA
HSW[I] {I=1 to NSEA Same Line}
TSW[I] {I=1 to NSEA Same Line}
NPOS
IR
WB
NP

Vertical Motions File Nomenclature
Motion Calculation
Designation
Description
LONGTIT ShipTitle
LONGTIT Date
IZZ, IA, IC = 1
IG = -1
IE Motion Calculation: IE=0 if vertical, IE=1 if vertical and lateral
INN = 3
IF Wave Spreading, Even Power of Cosine
ID1 Wave Spectrum Type: 2=Pierson-Moskowitz, 3=I.T.T.C. 2-Parameter,
4=J.O.N.S.W.A.P.
IB, IH, II, IJ, IL, IM, IP = 0
N Number of Stations
BPL Length on Waterline in units
GAMMA if units are metric =1.025 else 0.02857
GRAV Gravity: if metric units then GRAV=9.806, if imperial units GRAV=32.174
DISP Displacement in units (Tonnes or Tons)
BEAM[I] Beam at station I in units where I=1 to 21
SECOE[I] Sectional Area Coefficient at station I where I=1 to 21
DRAFT[I] Draft at station I in units where I=1 to 21
ZBAR = 0
RADGYR Pitch radius of Gyration/LBP
CGL Longitudinal Centre of Gravity about midships in units where positive is
forwards.
DWEIGH[I] = 0.0
MIN = 11
MAX = 11
INC = 1
WA = 1.00
FR1 = 0.05
FR2 = 2.55
DFR = (FR2-FR1)/50 = 0.05
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60
NSP = Number of Speeds
ICY = 0
VV[I] Speeds in knots where I=1 to NSP
WANGI Initial wave angle in degrees
WANGA Final wave angle in degrees
DWANG Angle Increment in degrees
NSEA Number of sea spectra
HSW[I] Significant wave height in units where I=1 to NSEA
TSW[I] Mean wave period in seconds where I=1 to NSEA
NPOS = 0
IR = 0
WB = -1.00

LAT Files

Lateral Motions File
Motion Calculation Designation
LONGDAT
IZZ
IR
IFIN, ALG, CONV
DISP, CGL, TSKEG, ROLLMX, DUM2, DUM3, DUM4
ID1, IF, ID, IE
EL, HCG, GMIN, RNF, RRG, YRG
NSP
WANGI, WANGA, DWANG
DRAFT[I] {I=1 to 8 Same Line}
VV[I] {I=1 to NSP Same Line}
NFR, FR1, FR2
IFT
NSEA, NPOS
HSW[I], TSW[I] {I=1 to NSEA Same Line}
NST
XA[I], EDDY[I] {I=1 to NST Consecutive Lines}
YA[I,J] {J=1 to 8 Same Line}
ZA[I,J] {J=1 to 8 Same Line}
NBKP
NFBK[I], NSBK[I] {I=1 to NFBK Consecutive Lines}
YBK[I], ZBK[I], BBK[I], ELBK[I] {I=1 to Spans Consecutive Lines}
XSK, BSK, ELSK
NFP, FCK1, FCK2, FCK3, FCB1, FCB2, FCB3, FSA1, FSA2,
FSA3
{IF IFT=1}
BETNOM, FLINC
NSH, NOA
X[I], Y[I], Z[I], B[I], CR[I], CT[I], CLA[I], GAM[I] {I=1 to Fin Pairs + A-Bracket Pairs +
Rudders Consecutive Lines}
RCK1Y, RCK2Y, RCK3Y, RCB1Y, RCB2Y, RCB3Y, RSA1,
RSA2, RSA3,

RCK1R, RCK2R, RCK3R, RCB1R, RCB2R, RCB3R
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61
BETNOM, FLINC
TANK1, TANK7, TANK8, DUMT, TANK[I] {I=1 to 3 Same Line} {IF IFT=2}
TANK[I] {I=4 to 10 Same Line} {IF IFT=2}
IE
INDC
IFILE, ICY
NEXT

Lateral Motions File Nomenclature
Motion Calculation
Designation
Description
LONGTIT ShipTitle
LONGTIT Date
IZZ = 0
IR = 0
IFIN IFIN=1 if forced roll, IFIN=0 if no forced roll
ALG 10.0
CONV Conversion Factor: CONV=-0.3048 if in metres, CONV=1 if in feet
DISP Displacement in units Tonnes if metric or Tons if imperial
CGL Longitudinal Centre of Gravity about midships in units where positive is
forwards.
TSKEG Average skeg thickness in units
ROLLMX = 1.0
DUM2, DUM3, DUM4 = 0.0
ID1 Function of Wave Spectrum Type: 1=Pierson-Moskowitz, 2=J.O.N.S.W.A.P.,
3=I.T.T.C. 2-Parameter
IF Wave spreading, Even power of cosine (i.e. 0,2,4,6,8,10 etc.)
ID Wave Spectrum Type: 1=Pierson-Moskowitz, 3=I.T.T.C. 2-Parameter,
2=J.O.N.S.W.A.P.
IE Motion Calculation: IE=0 if vertical, IE=1 if vertical and lateral
EL Length on Waterline in units
HCG Vertical centre of gravity below waterline in units at midships (negative is
downwards)
GMIN Transverse Metacentric Height (GMT)
RNF Roll natural frequency (rads/sec)
RRG Roll radius of gyration/Beam
YRG Yaw radius of gyration/LBP
NSP Number of speeds
WANGI Initial wave angle in degrees
WANGA Final wave angle in degrees
DWANG Angle Increment in degrees
DRAFT[I] Draft in units at station I where I=1 to 21 from forward to aft
VV[I] Speeds in knots where I=1 to NSP
NFR = 51
FR1 = 0.05
FR2 = 2.55
IFT Stabilising Flag: 0 if no fins or tanks, 1 include fins, 2 include tanks
NSEA Number of sea spectra
NPOS = 0
HSW[I] Significant wave height in units where I=1 to NSEA
TSW[I] Mean wave period in seconds where I=1 to NSEA
NST Number of stations (i.e. 20)
WOLFSON UNIT

62
XA[I] X position of station in stations where I=2 to 21 and therefore XSS[I]=I
IEDDY[I] Eddy flag at station I where I=2 to 21.It is calculated with the following
values:
where Ac[I]=sectional area coefficient at station I and B/D[I]=Breadth to
Depth Ratio at station I
if Ac[I]>.9 then IEDDY[I]=3
if Ac[I]<0.7 and I<12 then IEDDY[I]=1
if B/D[I]<6 and Ac[I]<0.7 and I>11 then IEDDY[I]=2
all other cases IEDDY[I]=0
YA[I,J] Y offset of waterline at station I and at point J where I=2 to 21 and J=1 to 8
ZA[I,J] Waterline at station I and at point J where I=2 to 21 and J=1 to 8
NBKP Number of bilge keels
NFBK[I] First station the bilge keel crosses where I=1 to NBKP
NSBK[I] Number of station the bilge keel crosses in total including first and last station
where I=1 to NBKP
YBK[I] Y waterline offset of bilge keel position (this must be coincident with a station
point) where I=1 to NSBK[I]
ZBK[I] Waterline of bilge keel position (this must be coincident with a station point)
where I=1 to NSBK[I]
BBK[I] Breadth of bilge keel where I=1 to NSBK[I]
ELBK[I] Length of bilge keel over station where I=1 to NSBK[I]
XSK Skeg X position in stations
BSK Depth of skeg in units
ELSK Length in units
NFP Number of Fin Pairs
FCK1, FCK2, FCK3 Fin Roll Angle Gain, Velocity Gain and Acceleration Gain respectively
FCB1, FCB2. FCB3 Fin Demand Roll Angle Gain, Velocity Gain and Acceleration Gain
respectively
FSA1, FSA2, FSA3 Fin Servo Roll Angle Gain,. Velocity Gain and Acceleration Gain respectively
BETNOM Nominal Fin Angle
FLINC Fin fractional lift (0=Unflapped)
NSH Number of propeller shafts
NOA Number of A-brackets per shaft
X[I] X position of fin, bracket or rudder in stations where I=1 to NFP to
NOA*NSH to Rudder (i.e. no.of fin pairs + no. of A-brackets + a rudder)
Y[I] Y waterline offset of fin, bracket or rudder in units where I as above.
Z[I] Z waterline of fin, bracket or rudder in units where I as above.
B[I] Span of fin, bracket or rudder in units where I as above
CR[I] Root chord of fin, bracket or rudder in units where I as above
CT[I] Tip chord of fin, bracket or rudder in units where I as above
CLA[I] Lift curve slope of fin, bracket or rudder in CL/rad where I as above
GAM[I] Dihedral angle of fin, bracket or rudder in degrees where I as above
RCK1Y, RCK2Y,
RCK3Y
Rudder Auto Pilot Angle Gain, Velocity Gain and Acceleration Gain
respectively
RCB1Y, RCB2Y,
RCB3Y
Rudder Auto Pilot Demand Angle Gain, Velocity Gain and Acceleration Gain
respectively
RSA1, RSA2, RSA3 Rudder Servo Angle Gain, Velocity Gain, and Acceleration Gain respectively
RCK1R, RCK2R,
RCK3R
Rudder Roll Stabiliser Angle Gain, Velocity Gain and Acceleration Gain
respectively
RCB1R, RCB2R,
RCB3R
Rudder Roll Demand Angle Gain, Velocity Gain and Acceleration Gain
respectively
TANK1 Length in stations
WOLFSON UNIT

63
TANK7 Z position in units
TANK8 Tank LCG in stations
TANK[I] where I=1 to 10 and I= 1=Length, 2=Duct Width, 3=Vertical Width, 4=Fluid
Depth, 5=Wall Angle, 6=Duct Height, 7=VCG-Z, 8=LCG-Ship LCG,
9=Specific Gravity, 10=Area Ratio all in units.
INDC INDC=0 for vertical motions only, INDC=1 for vertical and lateral motions
IFILE = -1
ICY = 0
NEXT = -1

Input Files

VERLAT.INP
Filename
Source Drive
Destination Drive

TOTAL.INP
Filename
Source Drive
Destination Drive
Results Type (0=Vertical and Lateral, 1=Vertical, 2= Lateral)
UseCalibration Data (-1=Yes, 0=No)
Number of Motion Points
I=1 to Number of Motion Points
X[I], Y[I], Z[I]
Number of Calibration Points (Only if Use Calibration Data is 1)
I=1 to Number of Calibration Data (Only if Use Calibration Data is 1)
Encounter Frequency[I], Heave RAO Multiplier[I], Pitch RAO Multiplier[I], Roll RAO
Multiplier[I]
Accept Locations ? (0= Yes)
Wave Spectral Index (0=No Change)
Accept Wave Spectra ? (0=Yes)

SUBJ.INP
Filename
Source Drive
Destination Drive
Use of TOTAL data results (0=Yes)
Wave Spectra Index (0=No Change)
Accept spectra (0=Yes)
Voyage length (in hours)

TIMES.INP
Filename
Source Drive
Target Drive
Random No. Seed, Simulation Time(mins), Ignore Quiescent Periods < (secs), No. of Time
Ranges,
Range Increment(mins), No. of Mutual Thresholds
WOLFSON UNIT

64
Accept Parameters (0=Yes)
I=1 to Number of Mutual Thresholds
Variable Type[I], Motion Type[I], Upper Threshold[I], Lower Threshold[I]
Accept Limits (0=Yes)

SPEED.INP
Filename
Source Drive
Destination Drive
Use Vertical and Lateral as Appropriate (0=Yes)
Wave Spectra Index (0=No Change)
Accept Spectra (0=Yes)
Number of Limiting Locations (Max=10)
I=1 to Number of Locations
X[I]
Freeboard[I]
Acceleration Limit[I}
Accept Locations (0=Yes)
Number of Probability Combinations (Max=10)
I=1 to Number of Probabilities
Probability of Slamming
Probability of Wetness or Emergence
Probability of Acceleration
Accept Probabilities (0=Yes)
Use Data Generated by Total (0=Yes)

Output Files

SPECT.DAT FORMAT FOR SPECTRUM RESULTS
Number of Frequencies, Spectra index, Number of Spectra
I=1 to Number of Frequencies
Wave Frequency (rad/s), J=1 to Number of Spectra: Spectral Ordinate[J]

VERT1.DAT FORMAT FOR VERTICAL MOTION RESULTS
Number of Speeds, Number of Wave Angles, Number of Frequencies,
I=1 to Number of Speeds
J=1 to Number of Wave Angles
Speed[I], Wave Angle[J]
K=1 to Number of Frequencies
One line: Wave frequency (rad/s), Encounter frequency (rad/s), Wavelength/Ship
length, Heave RAO, Heave phase angle (deg), Pitch RAO, Pitch phase
angle (deg), Pitch Angle (deg)

VERT2.DAT FORMAT FOR VERTICAL MOTION RESULTS
Number of Speeds, Number of Wave Angles, Spectra Index, Number of Spectra,

I=1 to Number of Spectra: Input Significant Wave Heights[I]
If Spectra Index=3 or 4,I=1 to Number of Spectra: Input Mean Wave Periods[I]
I=1 to Number of Spectra: Calculated Significant Wave Heights[I]
I=1 to Number of Spectra: Calculated Mean Wave Periods[I]
WOLFSON UNIT

65

K=1 to Number of Spectra
One line: Heave displacement (m), Pitch displacement (deg)
One line: Heave velocity (m/s), Pitch velocity (deg/s)
One line: Heave acceleration (m/s
2
), Pitch acceleration (deg/s
2
)

LAT1.DAT FORMAT FOR LATERAL MOTION RESULTS
Forced Roll Flag, Number of Speeds, Number of Wave Angles, Number of Frequencies, Fins or
Tanks
Speed, Wave Angle
K=1 to Number of Frequencies
One line: Wave frequency(rad/s), Encounter frequency(rad/s), Wavelength/Ship
length, Sway RAO, Sway phase angle(deg), Roll RAO, Roll phase
angle(deg), Yaw RAO, Yaw phase angle (deg), Rudder RAO, Rudder
phase angle (deg), Fins RAO, Fins phase angle (deg)
or Tank RAO, Tank phase
angle (deg)
LAT2.DAT FORMAT FOR LATERAL MOTION RESULTS
One line: Number of Speeds, Number of Wave Angles, Spectra Index, Number of Spectra,
Fins


One line: Sway displacement (m), Sway velocity (m/s), Sway acceleration (m/s
2
),
One line: Roll displacement (deg), Roll velocity (deg/s), Roll acceleration (deg/s
2
)
One line: Yaw displacement (deg), Yaw velocity (deg/s), Yaw acceleration (deg/s
2
)
One line: Rudder displacement (deg), Rudder velocity (deg/s), Rudder acceleration
(deg/s
2
)
One line: Fins displacement (deg), Fins velocity (deg/s), Fins acceleration (deg/s
2
)
or Tank displacement (deg), Tank velocity (deg/s), Tank acceleration
(deg/s
2
)

TOTAL1.DAT FORMAT FOR TOTAL MOTION RESULTS
One line: Number of Speeds, Number of Wave Angles, Spectra index, Number of Spectra,
Number of Positions, Number of Calibration Points, Wave Spreading Power,
Which Motions (0=Vert+Lat,
1=Vert,
2=Lat)
WOLFSON UNIT

66

I=1 to Number of Positions
X[I], Y[I], Z[I]
I=1 to Number of Calibration Points
Encounter Frequency[I], Heave RAO Multiplier[I], Pitch RAO Multiplier[I], Roll RAO
Multiplier[I]
One line: RMS Pitch , RMS Roll
K=1 to Number of Positions
L=1 to Number of Spectra
One line: Vertical Absolute (Displacement, Velocity, Acceleration), Vertical
Relative (Displacement, Velocity, Acceleration), Lateral Absolute
(Displacement, Velocity, Acceleration), Deck Acceleration

TOTAL2.DAT FORMAT FOR SPREAD TOTAL MOTION RESULTS
This file only exists if Wave Spreading in TOTAL.DAT is non-zero
One line: Number of Speeds, Number of Wave Spreading Angles, Number of Spectra,
Number of Positions
J=1 to Number of Wave Spreading Wave Angles
One line: RMS Pitch, RMS Roll
K=1 to Number of Positions
L=1 to Number of Spectra
One line: Vertical Absolute (Displacement, Velocity, Acceleration), Vertical
Relative (Displacement, Velocity, Acceleration), Lateral Absolute
(Displacement, Velocity, Acceleration), Deck Acceleration

SUBJ.DAT FORMAT FOR SUBJECTIVE MOTION RESULTS
One line: Number of Speeds, Number of Wave Angles, Spectral Index, Number of Spectra,
Number of Positions, Voyage Duration(hrs)


I=1 to Number of Positions
X[I], Y[I], Z[I]
L=1 to Number of positions
One line: RMS Acceleration (m/s
2
), RMS Acceleration (g), Period (s), SMP,
BSI (%)
WOLFSON UNIT

67
Error Files

VERTICAL
SHORT0.ERR
SHORT1.ERR
SHORT2.ERR

LATERAL
LAT.ERR

TOTAL
TOTAL.ERR

SUBJECTIVE
SUBJ.ERR

TIME SERIES
TIMES.ERR

SUSTAINED SPEED
SPEED.ERR

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