Flagship: Visualsmp Users Manual

VisualSMP Users Manual
Part of the FlagShip™ System of Ship Design Software from
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COPYRIGHT NOTICE
Copyright  1999-2013 ALION Science & Technology. This computer software and all other
documentation contained herein are copyrighted, with all rights reserved by Alion. Under the
copyright laws, this computer software and documentation may not, in whole or in part, be copied,
photocopied, reproduced, translated or reduced to any machine readable form without prior
written consent from Alion.
The U.S. Government has a copyright license in this work pursuant to an Agreement with Alion.
GOVERNMENT PURPOSE RIGHTS
Cooperative Agreement: Executed between the Naval Sea Systems Command

And Alion Science
Contractor Name: Alion
Contractor Address: 4300 King Street
Alexandria, VA 22302
The Government’s rights to use, modify, reproduce, release, perform, display or disclose
this software are restricted by paragraph (b)(2) of the Rights in Noncommercial Computer
Software and Noncommercial Computer Software Documentation clause contained in the above
identified contract. No restrictions apply after the expiration date shown above. Any reproduction
of the software or portions thereof marked with this legend must also reproduce the markings.
Alion Science and Technology Corporation

4300 King Street
Alexandria, VA 22302
http://www.shipmotionsimulation.com
http://www.proteusengineering.com
Tel +1-703-933-6612
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Record of Change
Revisio Autho
n Date r Description Sections
Rev - all
Rev 11/20/06 Djk Updated to match Vsmp 2.2.4 11 & 12
2.2.4
Rev 2.5 02/24/07 Djk Updated manual for loads corrections. various
03/05/07 Djk Added information on new wave spectra file various
Rev 2.6 12/01/07 CBJ Graphic illustrations for geometry inputs for 5.1.4; 5.1.6
stations, bilge keels, fins, skegs, propellers, 5.1.7; 5.1.8
propeller shafts and struts.
5.1.9, 5.1.11
Rev 2.6 12/01/07 CBJ RAO definition, slamming threshold velocity, various
etc.
Rev 2.6 12/01/07 CBJ SEP Module Input File, 12.8
Rev 2.6 12/01/07 CBJ clarify the confusion between variable 5.1.4.4
geometry and modifying offsets by sink/trim; 12.3.2
Added MSI, MII inputs.
Rev 2.6 12/01/07 CBJ Rayleigh extreme statistical constants for a 2.2.4.2
Gaussian random process.
Rev 2.6 12/01/07 CBJ Correct interpretation of highest expected 2.2.4.2
response amplitude
Rev 2.6 12/01/07 CBJ Many other places various
Rev 2.7 01/05/08 CBJ Added functionalities and utilities 5.1.4.7
5.1.4.8
5.1.4.9
5.1.4.10
5.1.4.11
5.1.4.12
Rev 2.7 02/08/08 CBJ Ochi-Hubble 6 parameter spectra 12.3.2
Rev 2.7 02/09/08 CBJ Free surface input illustration in the user's manual 5.1.13
has been modified
12.4.5
Rev 2.7 02/20/08 CBJ GHS Style GF file input 5.1.4
12.11
Rev 2.7 02/22/08 CBJ STH 11.7
Rev 3.0 01/25/09 CBJ Added to Chapter 3 of this maual 3.2, 3.3
Rev 3.0 04/01/09 CBJ STH, cargo latching load calculation 11.7
Rev 3.0 05/05/09 CBJ STH, wave motions at an arbitrary point and the 11.7
relative motions of this point relative to wave
fluctuation. This is basically the functions of the
SMP’s old ACTH module.
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Rev 3.0 05/05/09 CBJ Revise or addition to calculation of MSI, MII,

Slamming pressure, longitudinal and lateral force
estimators, etc.
Rev 3.1 12/18/10 CBJ GZ curve (quasi-nonlinear roll hydrostatics) 5.1.3, 12.2.6
related changes
Rev 3.1 12/18/10 CBJ Speeds inputs 11.3, 12.2.4
Rev 3.1 12/18/10 CBJ Still water forces/moments 12.2.6
Rev 3.1 12/18/10 CBJ GZ curve input file 12.13
Rev 3.1 3/5/11 CBJ SEP Module Input File 12.8
Rev 3.2 2/10/12 CBJ Hull Offsets 5.1.4.1
Rev 3.2 2/10/12 CBJ Bilge Keels 5.1.6
Rev 3.2 2/10/12 CBJ Automatic Bilge Trace Generation 5.1.6.1
Rev 3.2 2/10/12 CBJ Automatic Calculation of the Bilge Angle 5.1.6.2
Rev 3.2 2/10/12 CBJ SEP Control Form 9.1.3

Rev 3.2 2/10/12 CBJ Polar plot 11.3.1
Rev 3.2 2/10/12 CBJ Operational Index (OI) 11.3.2
Rev 3.2 2/10/12 CBJ The Mechanism To Save, Reload And Modify 11.3.3
Polar Plot Conditions
Rev 3.2 2/10/12 CBJ Operation Index (OI) For A Subset Of Speeds and 11.3.4
Headings
Rev 3.3 2/20/13 CBJ STH 11.7
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TABLE OF CONTENTS
1 INSTALLATION AND TECHNICAL SUPPORT 2-1
1.1 INSTALLATION 2-1

1.2 TECHNICAL SUPPORT 2-1
2 INTRODUCTION AND BACKGROUND 2-1
2.1 INTRODUCTION 2-1

2.2 BACKGROUND 2-2
2.2.1SMP95 2-2
2.2.2SWATH MOTIONS 2-3
2.2.3SEAKEEPING EVALUATIONS 2-4
2.2.4TIME HISTORY 2-9
3 VISUALSMP ANALYSES PROCESS DESCRIPTION 3-1
3.1 PROGRAM STRUCTURE 3-1

3.2 RANGE OF VALIDATION 3-2
3.3 COMMON PROBLEMS 3-3
INPUT GEOMETRY 3-3
MATCHING ROLL 3-3
4 VISUALSMP USER INTERFACE AND DATA ENTRY 4-1
5 MONOHULL REGULAR WAVES MODULE 5-1
5.1 EDIT 5-1

5.1.1GENERAL INFORMATION 5-2
5.1.2HULL PARTICULARS 5-4
5.1.3LOAD PARTICULARS 5-5
5.1.4HULL OFFSETS 5-7
5.1.5SONAR DOME 5-17
5.1.6BILGE KEEL 5-17
5.1.7FINS 5-20
5.1.8SKEG 5-24
5.1.9PROPELLER SHAFT 5-25
5.1.10 PROPELLER STRUT 5-26
5.1.11 PROPELLER 5-27
5.1.12 RUDDER 5-28
5.1.13 PASSIVE STABILIZER 5-29
5.1.14 SINKAGE AND TRIM 5-34
5.1.15 WAVE PROFILE 5-35
5.1.16 ROLL DAMPING 5-35
5.2 VIEW 5-35
5.3 ACTIONS 5-35
5.4 WINDOW 5-36
5.5 HELP 5-36
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6 MONOHULL IRREGULAR WAVES 6-1
6.1 EDIT 6-2

6.1.2SEAWAY DESCRIPTION 6-3
6.1.3MOTIONS AT A POINT 6-4
6.1.4RELATIVE MOTIONS 6-4
6.1.5SHIP RESPONSES 6-5
6.2 VIEW 6-8
6.3 ACTIONS 6-8
6.4 WINDOW 6-9
6.5 HELP 6-9
7 SWATH REGULAR WAVES 7-1
7.1 EDIT 7-1

7.2 VIEW 7-2
7.3 ACTIONS 7-2
7.4 WINDOW 7-2
7.5 HELP 7-2
8 SWATH IRREGULAR WAVES 8-1
8.1 EDIT 8-1

8.2 VIEW 8-2
8.3 ACTIONS 8-2
8.4 WINDOW 8-2
8.5 HELP 8-2
9 SEAKEEPING EVALUATION PROGRAM 9-3
9.1 EDIT 9-3

9.1.2WAVE TYPE 9-4
9.1.3PROGRAM OPTIONS 9-4
9.1.4FIN STABILIZER 9-5
9.1.5POINT LOCATIONS 9-5
9.1.6CRITERIA 9-6
9.1.7SLIDE/TIP 9-6
9.1.8WETNESS AND SLAMMING 9-7
9.1.9DATABASE LOCATIONS 9-7
9.1.10 SPEED HEADING WEIGHTS 9-8
9.1.11 WIND ENVELOPE 9-9
9.1.12 WIND SPEED 9-10
9.1.13 SIGNIFICANT WAVE HEIGHT CONFIDENCE BANDS 9-11
9.2 VIEW 9-12
9.3 ACTIONS 9-12
9.4 WINDOW 9-12
9.5 HELP 9-12
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10 STANDARD TIME HISTORY 10-1
10.1 EDIT 10-1

10.1.1 GENERAL INFORMATION 10-2
10.1.2 WAVE POINT LOCATIONS 10-3
10.1.3 RUN OPTIONS 10-3
10.2 VIEW 10-5
10.3 ACTIONS 10-5
10.3.1 VALIDATION 10-5
10.4 WINDOW 10-5
10.5 HELP 10-5
11 POSTPROCESSOR 11-1
11.1 HPL SPLINED GEOMETRY FILE 11-1

11.2 RAO PLOTS 11-2
11.3 SPEED POLAR PLOTS 11-3
11.3.1 VARIOUS FORMS OF SPEED POLAR PLOTS 11-4
11.3.2 OPERATIONAL INDEX (OI) 11-8
11.3.3 THE MECHANISM TO SAVE, RELOAD AND MODIFY POLAR PLOT CONDITIONS 11-9
11.3.4 OPERATION INDEX (OI) FOR A SUBSET OF SPEED AND HEADING 11-10
11.4 LIMITING SIGNIFICANT WAVE HEIGHTS 11-11
11.4.1 LSWH HEIGHT VERSUS RELATIVE WAVE HEADING 11-11
11.4.2 PTO VERSUS SIGNIFICANT WAVE HEIGHT 11-11
11.5 PERCENT TIME OPERABILITY WORLD MAPS 11-12
11.6 MODULE TEXT OUTPUT FILES 11-13
11.7 STH VISUALIZATION UTILITY 11-13
12 APPENDICES 12-1
12.1 SMP95 MONOHULL REGULAR WAVE MODULE INPUT FILE DESCRIPTION 12-1
12.2 RECORD SET DESCRIPTION 12-2
12.2.1 RECORD SET 1: TITLE 12-3
12.2.2 RECORD SET 2: PROGRAM OPTIONS 12-3
12.2.3 RECORD SET 3: PHYSICAL UNITS 12-4
12.2.4 RECORD SET 4: HULL PARTICULARS 12-5
12.2.5 RECORD SET 5: LOADING PARTICULARS 12-6
12.2.6 RECORD SET 6: HULL GEOMETRY 12-6
12.2.7 RECORD SET 7: SONAR DOME PARTICULARS 12-10
12.2.8 RECORD SET 8: BILGE KEEL 12-10
12.2.9 RECORD SET 9: FIN PARTICULARS 12-11
12.2.10 RECORD SET 10: SKEG 12-12
12.2.11 RECORD SET 11: PROPELLER SHAFT PARTICULARS 12-13
12.2.12 RECORD SET 12: SHAFT BRACKETS – SEE FIG. 4-6. 12-13
12.2.13 RECORD SET 13: PROPELLER PARTICULARS 12-14
12.2.14 RECORD SET 14: RUDDER 12-15
12.2.15 RECORD SET 15: PASSIVE STABILIZERS 12-15
12.2.16 RECORD SET 16: SINKAGE AND TRIM 12-17
12.2.17 RECORD SET 17: WAVE PROFILE 12-17
12.2.18 RECORD SET 18: ROLL DAMPING MODEL SELECTION 12-18
12.2.19 RECORD SET 19: STOP 12-18
12.3 SMP95 MONOHULL IRREGULAR WAVE MODULE INPUT FILE DESCRIPTION 12-18
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12.3.1 SMP MONOHULL IRREGULAR WAVE INPUT RECORD OVERVIEW 12-18

12.3.2 RECORD SET DESCRIPTION 12-19
12.3.3 RECORD SET SUMMARY 12-27
12.4 SMP95 PASSIVE STABILIZER OPTION 12-28
12.4.1 OBJECTIVE 12-28
12.4.2 RANGE OF STABILIZER TYPES 12-28
12.4.3 APPROACH TO THE HYDROMECHANICAL SOLUTION 12-28
12.4.4 IRREGULAR WAVE PREDICTIONS 12-29
12.4.5 TANK STABILIZERS 12-29
12.4.6 MOVING WEIGHT STABILIZERS 12-35
12.4.7 REFERENCES 12-36
12.5 MONOHULL HORIZONTAL AND VERTICAL LOADS CALCULATIONS CORRECTIONS 12-37
12.5.1 BACKGROUND 12-37
12.5.2 BASELINE CLOSURE CHECK 12-38
12.5.3 SMP95, VERSION 11A, THE CLOSURE ERROR CORRECTIONS 12-43
12.5.4 CLOSURE DEMONSTRATION 12-49
12.6 SWMP96 SWATH REGULAR WAVE MODULE INPUT FILE 12-52
12.6.1 RECORD SET 1, TITLE 12-52
12.6.2 RECORD SET 2, TYPE OF RUN INDICATOR 12-52
12.6.3 RECORD SET 3, AVAILABILITY OF FILE INDICATOR. 12-52
12.6.4 RECORD SET 4, INPUT DATA UNITS INDICATOR. 12-53
12.6.5 RECORD SET 5, CONSTANTS. 12-53
12.6.6 RECORD SET 6, HULL FORM DEFINITION 12-53
12.6.7 RECORD SET 7, FIN DEFINITION 12-59
12.6.8 RECORD SET 8, OPERATING CONDITIONS 12-66
12.6.9 RECORD SET 9, PROGRAM CONSTANTS. 12-68
12.6.10 RECORD SET 10, PRINT OPTIONS. 12-68
12.7 SWMP96 SWATH IRREGULAR WAVE MODULE INPUT FILE 12-72
12.7.1 RECORD SET 1, TITLE 12-72
12.7.2 RECORD SET 2, UNITS 12-72
12.7.3 RECORD SET 3, MOTIONS AT A POINT 12-72
12.7.4 RECORD SET 4, GAINS 12-73
12.7.5 RECORD SET 5, SLIDE/TIPPING 12-74
12.7.6 RECORD SET 6, IRREGULAR WAVES 12-74
12.7.7 RECORD SET 7.0, PRINT CONTROL 12-75
12.8 SEP96 SEAKEEPING EVALUATION MODULE INPUT FILE 12-80
12.8.2 DESCRIPTION OF DATA FILES 12-93
12.9 STH97 STANDARD TIME HISTORY MODULE INPUT FILE 12-97
12.10 ACCESS TIME HISTORY PROGRAM, ACTH 12-100
12.11 IMSA IDF SPECIFICATION 3.03 12-106
12.11.1 IDF FILE GENERAL FORM 12-106
12.11.2 ENTITY #1: SECTIONAL DATA (SECTIONS) 12-108
12.11.3 ENTITY #2: SURFACE MESH DATA (MESH) 12-111
12.11.4 ENTITY #3: NURBS SURFACE DATA (NURBS) 12-113
12.11.5 ENTITY #4: HULL PARAMETER DATA (HYDRO) 12-115
12.11.6 ENTITY #5: SECTIONAL AREA DATA (AREA) 12-120
12.11.7 ENTITY #6: PROPELLER SECTIONAL DATA (PROPSECTS) 12-122
12.11.8 EXAMPLE OF PROPSECTS ENTITY IN UNITS OF METERS (SI): 12-124
12.12 GHS STYLE GEOMETRY INPUT FILE 12-127
12.13 GZ CURVE INPUT FILE 12-130
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1 Installation and Technical Support

1.1 Installation
Installing VisualSMP is a two-step process; first, the software itself is installed, and second, the
software driver for the hardware lock is installed. This driver is required for all versions of
Windows.
If you have previous version of VSMP installed on your computer, you probably
need to uninstall it by add/remove program in the Control Panel.
To install the software, insert the CD. If Autoplay is enabled on your system, the setup program
should begin automatically. If not, use Windows Explorer to navigate to the CD, and double-click
on setup.exe or VisualSmpSetup_v**.Exe. Follow the prompts in the installation program.
VisualSMP requires approximately 65 megabytes for a full installation, including the sample data.
Your data may require up to 30 megabytes per run.
VisualSMP uses the Sentinel Superpro hardware locks for license control. You may install the
software on as many computers as necessary, but the software will only run on the computer with
the hardware lock. Some important things to know about the hardware locks are:
• Removing the lock while the program is running will cause the program to stop,
and any data will be lost.
• The lock may not be stacked with other Alion hardware locks nor may it be
present if using a network-lock license for another Alion product FastShip.
• If a printer is connected to the hardware lock, the printer must be powered on in
order for the lock to be found.
In order for Windows to communicate with the hardware lock, a SuperPro driver must be
installed. The SuperPro drivers may not be automatically installed with the VisualSMP software.
In that case, the user will find a stand-alone SuperPro driver installation files are located on the
VisualSMP installation disk in the \Third Party\SuperPro directory for your reference, or its short-
cut on the desk top in Windows operating system.
The VisualSMP program can now be installed on any disk drive, and any directory location that
the user wishes. However, if the user elects to have the program installed to any place but the
default (c:\Program File\Proteus Engineering\VisualSMP) then the file SEP96.wav must be
edited. The last column in the file is the absolute path of the wave databases; it is up to the user
to update this path. Also the registry entry for “HKEY_CURRENT_USER\Software\Proteus
Engineering\VisualSMP/Settings/DataFilePath” must have the absolute path updated to point to
the SEP96.wav file; the path entered must end with “\” character.
For unknown reasons, the Regular Wave module and the SEP module of the Version 2.7 and
after do not work properly on some computers. If this happens, the user can run the
“depends.exe”, which is distributed with the new version of Visual SMP. In “Dependency”, open
file “visualSMP.exe” which is the folder “C:\Program Files\Proteus Engineering\VisualSMP\bin”.
Click main manu item “Profile”, and then “Start Profiling … F7”. Click “OK” and Visual SMP V3.1
will start. The user should ignore all the messages that “Dependency” has produced. Do not try to
debug or trace anything. For other modules and all the post-processing functions, the user should
use Version 2.7 or after directly and not running it inside Dependency.
1.2 Technical Support

If you have a valid VisualSMP license, you may contact in any of the following manners:
Telephone: Tel +1-703-933-6612
Email: cjiang@alionscience.com
http://www.proteusengineering.com http://www.shipmotionsimulation.com
1-1
2 Introduction and Background

2.1 Introduction
VisualSMP™ is a suite of tools used in the prediction and analysis of a ship's seakeeping
characteristics. Included in VisualSMP is the SMP95 monohull strip theory based seakeeping
program (the base module of the system), the SEP96 seakeeping analysis program, the STH97
time history program, and the SWMP96 SWATH strip theory based seakeeping program, all
developed by the US Navy. SEP96, STH97, and SWMP96 are available as separate modules in
the VisualSMP system. The US Navy has selected Alion to distribute these tools commercially,
and Alion has used its experience in seakeeping analysis and software development to integrate
and extend them, resulting in VisualSMP. VisualSMP adds an integrated framework that allows
seamless access to the graphical pre- and post-processor, execution of the seakeeping modules,
and tools to simulate and visualize the motion of the ship in a seaway.
SMP95 is a strip theory based frequency domain seakeeping program that provides predictions of
monohull ship motion (i.e. displacements, velocities, and accelerations) for a ship advancing at
constant speed, on arbitrary headings in both regular waves and irregular seas. The irregular
seas are modeled using either the two parameter Bretschneider, the three-parameter Jonswap,
or the six-parameter Ochi-Hubble wave spectral models. Both long-crested and short-crested
results are provided. Short-crested waves are generated using a cosine squared spreading
function. In addition to the 6 degree-of-freedom (DOF) responses, VisualSMP will predict the
absolute motion, velocity, and acceleration, as well as the relative motion and velocity for various
locations on the ship. VisualSMP will calculate the probabilities and frequencies of submergence,
emergence, and/or slamming occurrence, slamming pressure and sectional slamming forces for
various locations on the ship. VisualSMP will also evaluates the Motion Sickness Incidence (MSI)
and Motion Induced Interruption due to sliding and tipping. The acceleration of any specified point
can be calculated in the earth-fixed coordinates system. Cargo latching forces can also be
calculated for a user-defined deck surface normal. Recent innovations for calculating added
resistance have been integrated into VisualSMP.
VisualSMP input models consist of hull offsets, appendage dimensions, and controller
coefficients. The hull offsets are described by points on sections and the stem and stern profiles.
The current version of VisualSMP allows 70 stations and 70 points per station. The current list of
appendage types available to the analyst is:
Sonar Dome Bilge Keels Passive fins
Active Fins Shaft Brackets Propeller Shafting
Propeller struts Skegs Propellers
Rudders Various Types of Roll Motion Reduction Tanks
Alion has developed pre- and post-processor programs for VisualSMP using the Microsoft
Windows Graphical User Interface (GUI). These tools speed the data input process and provide
graphical tools to view the computed results. The pre-processor is integrated into the Regular
and Irregular Wave Modules and is used to input required geometry data, the seaway description,
loading conditions, and operating conditions through a series of dialogs, which the user interacts
with using the keyboard and mouse. All geometric information is graphically displayed for visual
verification that the input data is correct. The post-processor provides graphical tools for
browsing the VisualSMP irregular sea output data. The plots take the form of speed polar
diagrams, which show the ships response to a motion as a function of speed and heading, or
Response Amplitude Operator (RAO) plots.
VisualSMP requires at least a Pentium 4 processor running Windows 2000 or XP platform with
128 MB of RAM and 95 MB of disk space. VisualSMP will generate an additional 10-30 MB of
data per ship condition that is analyzed.
2-1
Note: VisualSMP has not been tested on the new Windows Vista platform. At this time we
do not know if it will run or produce results.
2.2 Background
In February 1999 a Cooperative Agreement was established between the Naval Sea Systems
Command and Alion for the commercialization of the US Navy Seakeeping tools. Alion
developed the architectural framework for the system that includes a graphical user interface,
seamless integration of the legacy seakeeping tools, neutral file exchange format capabilities,
and time histories/visualization to create VisualSMP.
VisualSMP has the ability to import data from International Marine Software Associates (IMSA)
Data File format (idf) files created by FastShip and other hull form definition software supporting
the standard. Section 12.11 documents the IMSA IDF specification.
VisualSMP also has the ability to import hull geometry through a GHS geometry file (*.gf) created
by General HydroStatics of Creative Systems Inc. Section 12.12 documents the .gf style file
specification.
2.2.1 SMP95
SMP95 is the successor to the long standing SMP(81, 87, and 91). It is the result of US Navy’s
over 30 years of research on linear ship motion. The differences between the previous versions of
SMP and SMP95 are the merging of research code, additional appendages types, and updating
the added resistance algorithm. SMP95 was also split into a regular wave module and an
irregular wave module similar to the implementation of the SWATH motions program. In 2007,
corrections to the vertical and horizontal forces and moments were incorporated into the core of
SMP95. Details of this recent development work are recorded in Section 12.5 Monohull
Horizontal and Vertical Loads Calculations Corrections.
The U.S. Navy Standard Ship Motion Program (SMP) provides predictions of the motions, i.e.
displacements, velocities, and accelerations for a ship advancing at constant speed, with arbitrary
heading. The program is divided into a regular wave module and irregular seas module. The
irregular seas are modeled using a two-parameter Bretschneider wave spectral model. Both
long-crested and short-crested results are provided. In addition to the six-degree-of-freedom
responses, the absolute motion, velocity, and acceleration, as well as the relative motion and
velocity for various locations on the ship, can also be obtained. The probabilities and frequencies
of submergence, emergence, and/or slamming occurrence for various locations on the ship are
also available.
SMP95 was written in modular form to simplify future updates. The hull and appendage input,
speed, heading, and sea condition calculation conditions, and statistical response output tables
have all been standardized. A new theory, associated with hull and appendage lift damping, has
been implemented for roll. Nonlinear predictions for roll in irregular seas are obtained using an
iterative procedure. Finally, interfacing with other programs required in the design process
(performance assessment program, speed polar graphical program, and time history generation
program) is provided by standard output files that can be saved by the user. Thus SMP need only
be run once for a particular ship and the results are saved as computer files for later use in other
programs.
By 1977 it was recognized that there was a need for a user-oriented, state-of-the-art ship motion
prediction tool that would be easy to use and maintain. This tool (SMP) would facilitate the
incorporation of seakeeping considerations into the hull design at the earliest possible stage. In
order to assure that this new tool would be of use to the design community, a planning committee
composed of members from the Naval Sea Systems Command (NAVSEA) and the Naval Surface
Warfare Center, Carderock Division (NSWC-CD) was formed to participate in the development of
SMP.
2-2
This planning committee developed the input/output requirements, calculation procedures, and
program structure for SMP. Most of the committee members were also involved in developing
theory providing source breakdown for the construction of SMP. Each task was headed by a
committee member who drew on laboratory and external contract sources in the development of
the task.
SMP95 currently provides the capability to obtain:
1. Rigid body motions- the rigid body responses include the displacements, velocities,
and accelerations of the six-degree-of-freedom responses, surge, sway, heave, roll,
pitch, and yaw.
2. Motions at a point- These responses include longitudinal, lateral, and vertical
displacements, velocities, and accelerations for up to ten arbitrary points. Various
Motion Induced Interruption (MII) calculations.
3. Relative motions and velocities for up to 10 arbitrary points- These points can be
different than the points used in the motion at a point calculation.
4. Probability and frequency of occurrence of slamming, emergence, and/or
submergence at the points where relative motion is calculated.
5. Vertical and horizontal forces and moments as a result of the combination of wave
action and ship motion.
6. Added resistance in waves.
7. Slamming pressures and forces.
2.2.2 SWATH Motions

The mathematical model for the motions of a Small Waterplane Twin Hull (SWATH) ship in waves
has been developed over a period of years by the US Navy. As described in “Assessing the
Seaworthiness of SWATH Ships” by McCreight, the mathematical modules used for the SWATH
responses to waves follow the strip theory of Salvesen, Tuck, and Faltisen. This theory was
applied to twin hull configurations and utilized an expression presented by Thwaites in
“Incompressible Aerodynamics” to develop a model for the cross flow drag and body lift
contributions to the forces. Hong introduced surge into the model in the paper “Improvements in
the Prediction of Heave and Pitch Motions for SWATH Ship” in 1980. Subsequently, McCreight
and Stahl developed semi-empirical expressions for the cross flow drag and lift contributions for
the vertical plane responses and added the effect of downwash on the lift of the aft stabilizers.
Accurate modeling of the vertical plane motions was the focus of this effort; no changes to Lee’s
mathematical model for the transverse plane motions were made at that time. The mathematical
model for transverse plane motions and appendages was modified in 1994 to include damping
terms that couples heave, pitch, and roll.
The remainder of this section will describe background evolution of the six degree-of-freedom
mathematical model for the motions of SWATH ships in waves as implemented in the VisualSMP
module, SwmpComponent. The solver in this component is SWMP96. With this model, only
geometric and mass properties are required in order to predict the six degree-of-freedom motions
of SWATH ships.
Whereas the Lee and Hong mathematical model used the Frank Close Fit Technique to evaluate
the velocity potentials, the SWMP software includes approximations. The velocity potentials are
not evaluated. Instead, the added mass and damping coefficients are approximated using
expressions developed and reported by Dalzell while at Stevens Institute of Technology. The
wave-excited forces and moments are approximated as a function of added mass and damping.
The approximation approach for the added mass and damping coefficients of SWATH
configurations was developed by Dalzell in the late 1970’s. This approach was advantageous
because it significantly reduced computer time compared to the Frank Close Fit Technique
2-3
calculations. Consequently, it facilitated evaluations of numerous hull forms in design studies.

The approximations assumed that the cross sections had wall sided struts centered over hulls
with elliptical cross sections; this corresponded to ship configurations at that time. Subsequent
advances in computers diminished the motivation for approximations and a wider variety of cross
sections was considered as the SWATH concept matured. Consequently, the Frank Close Fit
Technique was incorporated into the SWMP program, and was optionally utilized to calculate the
added mass and damping coefficients. However, since utilization of the velocity potentials for the
exciting forces and moments required a reorganization of the program, the wave-excited forces
and moments continue to be calculated as functions of the added mass and damping coefficients.
Predictions from SWMP for the vertical plane agreed well with model-scale experimental results
for all headings through moderate speeds, but predictions for the transverse plane responses
were not reliable. Fortunately, for many SWATH configurations, the roll natural period is in a
range where little wave energy occurs, resulting in little roll response.
The latest modifications to SWMP implement the mathematical model described in detail in
McCreight’s report “Predicting the Motions of SWATH Ships in Waves – A Validated
Mathematical Model” dated 1995. In SWMP96, exciting forces and moments are a function of the
velocity potentials, which are calculated using the Frank Close Fit Technique. The mathematical
model for the effects of appendages differs somewhat from the earlier model in SWMP.
Expressions to define the lift and drag coefficients for the transverse plane were developed.
These coefficients vary with the geometry of the ship and are determined within the program.
Corrections to Lee’s derivation for the cross flow drag and lift components for the transverse
plane were made. Consequently this resulted in the vertical velocities from the cross flow drag to
contribute to the forces, as well as new damping terms. This resulted in the coupling of the
transverse and vertical planes of motions.
SWMP96 currently provides the capability to obtain:
1. Rigid body motions- the rigid body responses include the displacements, velocities,
and accelerations of the six-degree-of-freedom responses: surge, sway, heave, roll,
pitch, and yaw.
2. Motions at a point- These responses include longitudinal, lateral, and vertical
displacements, velocities, and accelerations for up to ten arbitrary points.
2.2.3 Seakeeping Evaluations

The Seakeeping Evaluation Program (SEP) can be used to estimate the seaworthiness of
SWATH or monohull ships early in the design process. Estimation of the seaworthiness of ships
can be useful in several ways. In early design studies, prediction of the effect of hull form
modifications on ship motions can have an impact on the design, permitting the selection of a
seaworthy hull form from among those which meet other design requirements. The ability to
readily analyze the relationship between hull form modifications and seaworthiness can allow
consideration of many hull forms in a short period of time. When a ship has been built, estimation
of seaworthiness utilizing frequency domain prediction methods can facilitate prediction of the
potential ability of the ship to carry out a new mission. This can result in consideration of the
effect of hull form modifications on performance.
There are three major components used in the seakeeping evaluation: the rigid body motion
transfer functions for the particular hull form, the data which gives the probability of occurrence of
various sea conditions, and the seakeeping criteria which describe when performance is
degraded due to ship motions. The transfer functions must be generated using Visual Ship
Motion Program (SMP) for monohull ships or SWATH Motions Program (SWMP) for SWATH
ships.
Required input data for SEP includes motion transfer functions which have been generated by
either SWMP or SMP95, as well as data files which contain results from analysis of Spectral
Ocean Wave Model (SOWM) data. This data defines the joint probability of occurrence of
2-4
significant wave height, spectral modal (peak) period, and wind speed for various geographical
locations.
Although there are limitations to the analysis used in SEP, it provides the means of easily,
quickly, and consistently estimating the seaworthiness of hull forms for a range of missions,
giving consideration to a wide range of spectra and their probabilities of occurrence at a large
number of geographical locations. The method of predicting seaworthiness used here is useful in
comparing the performance of hull forms.
This chapter describes the use of SEP and the options available to the program user. The output
includes printed tables of operability. Various indices of seaworthiness and the tables used to
present them are discussed in the next section. A description of data files is given in Section 9.7.
2.2.3.1 Seakeeping Indices

The indices of seaworthiness developed in this seakeeping evaluation are based on a frequency
domain analysis utilizing long term wave statistics. The indices represent the average
performance of the hull form over a long period of time. The indices neither estimate the
seaworthiness of the hull form at a particular moment in time, nor give consideration to factors
such as duration of sea conditions.
The joint probability of occurrence of significant wave height, spectral modal (peak) period, and
wind speed is based on analysis of more than fifteen years of the U.S. Navy’s Spectral Ocean
Wave Model (SOWM)1 data, which was generated using historical data for barometric pressure
fields and resulting wind velocity fields. In applying this data, it is assumed that all spectra can be
represented using the Bretschneider wave spectrum. The cosine spreading function is used to
represent short-crested seas. It is also assumed that the wind and waves have the same
dominant direction, and that all directions are equally likely.
The criteria represent the level of ship response to waves at which performance will be degraded.
If any criterion is exceeded, it is assumed that performance would be degraded. The degradation
may be in the ability of the crew to perform its functions, in the integrity or performance of the
equipment, or in the integrity of the hull form.
2.2.3.2 Wind Effects

For air operations, the effects of wind can be included through the use of relative wind envelopes
which represent when the relative wind speed is acceptable for performing a particular mission;
other wind effects are not considered. When wind effects are used, SEP provides two wind
probability data alternatives. The SOWM database, which has joint probabilities of occurrence of
significant wave height, spectral modal period, and wind speed, can be accessed. Alternatively,
wind speed can be represented as a function of significant wave height and spectral modal period
can be accessed. In the latter case, absolute wind speed must be defined as a function of
significant wave height, using a polynomial which is defined in the input data.
2.2.3.3 Limitations
The indices of seaworthiness developed in SEP are estimates and are not presented as being an
absolutely accurate prediction. As noted above, a number of assumptions are made concerning
the character of the seaway. The Bretschneider wave spectrum does not represent all possible
spectral distributions. The cosine-squared spreading function does not represent all short crested
seas. There are currently unused probability distributions of wave direction and wind direction for
each set of significant wave height, spectral modal period, and wind speed. Further, all analysis
is done in the frequency domain which incorporates various assumptions about the statistics of
the seaway and the linearity of the responses of the ship.
1
Pierson, W.J., "The Spectral Ocean Wave Model (SWOM), A Northern Hemisphere Model for Specifying
and Forecasting Ocean Wave Spectra," DTNSRDC Report 82/001 (July 1982).
2-5
These limitations could be removed. The accessed wave probability database could be
expanded and responses to a wider range of seaways could be calculated. However, the size of
the database would consequently become large and computation time would increase. Time
domain analysis, which allows for consideration of a wider range of seaways and has the
potential for more accurate modeling of ship responses, could be used. However, due to the
computation time required and the amount of data produced, only a limited number of wave and
operating conditions could be considered using time domain analysis.
A higher level of analysis that incorporates some of these modifications should be carried out in
some cases. In any case, a balance in the level of sophistication should be maintained among
the various components in the analysis: the accuracy of the prediction of the ship motions, the
sophistication of the criteria and the representation of the wave and wind environment.
2.2.3.4 Seakeeping Evaluation Data

A number of seakeeping indices are generated by SEP. For each geographical location
specified, a series of tables may be printed. In addition, two summary tables are always printed.
A brief description of each table follows:
2.2.3.5 Limiting Significant Wave Heights (LSWH) Table

The LSWH table is an estimate of the largest significant wave height, at which none of the
specified seakeeping motion criteria is exceeded by the particular hull form. This table is given
only when the wave data does not include consideration of wind effects (i.e., WIND = NO WIND).
In this table, a value is given for each ship speed and relative wave heading. Responses to those
spectra which would occur at the indicated geographical location are used to calculate the LSWH.
In calculating the LSWH, the 95 percent and/or 50 percent modal period confidence bands (input
as JBAND) can be utilized. That is, for each significant wave height band of 0.5 meters, the
modal period which is most likely to occur, and a band surrounding it, which constitutes 95 or 50
percent of those spectra expected from the significant wave height band, are considered.
Consequently, for a specific ship speed and relative wave heading, the LSWH for JBAND = 50
will be equal to or greater than the LSWH for JBAND = 95, which is equal to or greater than the
minimum LSWH for all the spectra. Furthermore, the spectra considered will in general vary with
geographical location and season.
The LSWH is a conservative value since it is a minimum value, determined using a
representation of all spectra which might occur for the specified confidence band. It is possible
that the LSWH will be determined by the least probable spectrum. However, when the 95 percent
confidence band is used, the LSWH indicates that the performance will not be limited for
essentially all spectra which might be encountered which are less than or equal to the LSWH.
Consequently, when the LSWH is high, relative to the Sea State specified in the Operational
Requirements a hull form with a high LSWH would be a good choice, given that the criteria are
well chosen.
The LSWHs are especially useful when an operational requirement states that a hull form must
be able to perform a specific mission through a sea state at particular speeds and headings. In
this case, the LSWH must be at least as large as the significant wave height corresponding to the
specified sea state. The LSWH values should be interpreted carefully, in conjunction with the
Percent Time of Operation Table values (see 2.2.3.7).
For each ship speed, the LSWH values for all relative wave headings are averaged. Similarly, for
each relative wave heading, the LSWH values for all ship speeds are averaged. These average
values are not necessarily good indicators of seaworthiness. When LSWH values are very low
for some conditions and very high for others, the average values may be misleading since they
could be interpreted as indicating that the operability would be acceptable.
2-6
2.2.3.6 Limiting Seakeeping Factors Table

For each speed-heading combination a number identifying the criterion that limits operability and
is associated with the LSWH is given in this table. The identifying numbers are defined in the
Seakeeping Motion Criteria Table.
2.2.3.7 Percent Time of Operation (PTO) Tables

The PTO, or Percent Time of Operation, is an estimate of the percent of time a hull form could
operate in a given environment, given a set of motion criteria, and the specified geographical
location. The PTO values indicate the percentage of time (averaged over a long period of time)
that a hull form could operate in the particular region. Consequently, the PTOs do not represent
the percent of time a hull form would be operable in every possible time span.
The PTO values are given as a function of speed and heading. All spectra that might occur are
included in this calculation. The PTO is effectively calculated by determining whether a hull form
would exceed any of the limiting criteria in each of the wave spectra, which the wave statistics
indicate might be encountered for a specific geographical location and season. The probabilities
of occurrence of those spectra, for which none of the criteria is exceeded, are then summed in
order to calculate the total percentage of time a hull form could operate in the specified
environment within the specified operating constraints.
Three PTO tables may be printed. The first, which represents the PTO based on the motion
criteria only, is always printed. Following this table, the minimum and average of the values in the
table are given. In addition, a weighted average of the PTOs is given. The average utilizes the
speed-heading profile which is input as IHVWT(I,J.).
The second and third PTO tables will be printed whenever consideration is being given to wind
effects. These tables present the PTO, based on both motion criteria and absolute wind
envelopes. For each absolute wind speed, the wind envelopes identify the ship speeds and
relative wave headings for which a particular air operation could be performed without
degradation in performance. A weighted average PTO is also printed. The first of these two
tables presents the PTO, with consideration given to both the ship motion criteria and the wind
envelopes. The last table also indicates ship motions and the wind envelopes; however, these
results are normalized with respect to those conditions where wind does not limit operability.
2.2.3.8 Percent Time of Occurrence of Significant Wave Height and Percent Time of
Operation Table
Information is given for a particular geographical location in this table. Values are given as a
function of significant wave height band, where each band is 0.5 meters wide. Discrete and
cumulative percent time of occurrence of spectra and discrete and cumulative Percent Time of
Operation are printed as a function of significant wave height band. The “discrete” values are
relative to all of the spectra in each individual band, and the “cumulative” values are relative to all
of the spectra with significant wave heights up to the upper limit of the band. The PTO values are
the weighted average (according to the speed-heading weights, IHVWT(I,J)), presented as a
function of significant wave height. This information is very useful in evaluating the degree to
which a hull form meets the Operational Requirements. If the program user chooses values for
IHVWT(I,J) properly, an estimate of the percent time of operation through the specified sea state
can be obtained for the hull form.
When wind is not considered, as significant wave height increases, the cumulative PTO will
approach the weighted average PTO as given in the first table of PTOs as a function of ship
speed and heading. When wind is considered, there is an option regarding whether or not the
PTO will be normalized, relative to those conditions where wind does limit performance. If the
PTO is not normalized, then the PTO may be less than 100 at all significant wave heights. This
occurs when the wind conditions are unacceptable for all wind speeds for one or more ship
speed-wave heading combinations. In such a case, the cumulative PTO will approach the
average weighted PTO, which includes motion criteria and the wind envelope. If the PTO is
2-7
normalized, however, the PTO will not necessarily tend toward one of the average weighted
values. This has been shown to be correct analytically.
2.2.3.9 Percent Time Each Criterion Limits Operability

This table is printed only when the wind is considered. It is an estimate of the percent of the time
operability is limited due to each criterion. The percent considered is determined relative to the
likelihood of occurrence of those wind conditions during which operability is acceptable. For each
modal period-wind speed-ship speed-wave heading combination, the limiting criterion is
determined. The difference between the likelihood of the highest significant wave height and the
limiting significant wave height is determined. Average and weighted average PTOs are then
determined. This is an approximate measure, since no consideration is given as to whether
another criterion also would have limited operability at significant wave heights greater than the
limiting significant wave height. At any given condition, the limitation to operability is assumed to
be due to only the criterion which first limits operability.
2.2.3.10 Seakeeping Evaluation Table

The summaries of the Seakeeping Evaluation Table for the composite of the Ocean basin
selected and for each specified geographical location (grid point, sub-projection, latitude, and
longitude) are given. Also, when wind is not considered (i.e., WIND=NO WIND), the minimum
and average LSWH and corresponding confidence band (50% or 95%). The minimum, maximum,
minimum normalized, maximum normalized, average, weighted average, weighted average with
wind, and the weighted average normalized PTOs are listed.
2.2.3.11 Limiting Significant Wave Height Due to Ship Motions and Corresponding Failing
Criteria Table
This table is independent of geographical location and is the basis of the LSWH and PTO
calculations. The LSWH for each ship speed, relative wave heading, and spectral modal period
is given. A table of the corresponding limiting criteria is also given. This table can be useful in
analyzing performance characteristics of hull forms. For example, it can be readily seen if there
are large variations in performance as a function of speed, heading, and spectral modal period. In
addition, the speeds and headings at which a ship could operate without degradation in
performance can be determined for a Bretschneider wave spectrum of any significant wave
height which has any one of the modal periods listed. For each spectral modal period, speed,
and heading, the LSWH indicates the lowest significant wave height when performance is
degraded. Consequently, if a particular LSWH is larger than the significant wave height of the
spectrum of interest, performance would not be degraded for the spectrum of interest.
2.2.3.12 Range of Validation

The seakeeping Evaluation Program (SEP) can be used to estimate the seaworthiness of
SWATH or monohull ships.
Although data to validate this methodology is limited, it is encouraging that results for a destroyer
from SEP2 agree reasonably well with an operator’s assessments3 of operability.
2
McCreight, Kathryn K. and Ralph G. Stahl, "Recent Advances in the Seakeeping Assessment of Ships,"
Naval Engineers Journal (May 1985).
3
Kehoe, James W., Kenneth S. Brower, and Edward N. Comstock, "Seakeeping and Combat System
Performance -- the Operator's Assessment," Naval Engineers Journal (May 1983).
2-8
2.2.4 Time History

The Simulation Time History Computer Program, STH, has been developed at the Carderock
Division of the Naval Surface Warfare Center to provide realistic, random wave time histories of
the six-degree-of-freedom (6DOF) ship responses, i.e., surge, sway, heave, roll, pitch, and yaw.
The 6DOF "origin" time histories are developed using transfer functions obtained from the Navy
Standard Ship Motion Computer Program, SMP95. The random waves are simulated using any
of the wave spectral models available in VisualSMP. The random waves are represented as
either unidirectional (longcrested) or spread + - 90 degrees about a predominant direction
(shortcrested).
In 1981, NSWC-CD documented and released a frequency domain ship motion prediction
program called the Navy Standard Ship Motion Program, SMP81. This computer program, and
the subsequently updated versions, SMP84, SMP87, SMP91, and SMP 95 calculates the
translational and angular ship statistical responses in irregular (random) seas.
Although originally encompassed within the scope of the SMP developmental work, response
time history generation has never been formally documented as a computer tool. This section will
provide the documentation for generating origin time histories and a new access program for
utilizing them to obtain additional response time histories via VisualSMP.
The need for a time domain versus a frequency domain methodology lies in the phase
relationship between ship motions. Frequency domain analysis eliminates the phasing
information while developing a universe of single amplitude, statistical answers for ship
responses over a range of ship headings, ship speeds, and modal wave periods at specific wave
heights. Frequency domain answers, such as those predicted in SMP95, are independent, earth-
referenced, absolute or relative displacements, velocities, and accelerations at various locations
on the ship.
On the other hand, time domain analysis retains the phasing of one motion with respect to
another. Thus a database of origin time histories can be operated upon at any point in time to
obtain additional response time histories at various locations on the ship. It also allows for the
translation from an earth-referenced system to a ship-referenced system whereby the forces on
an object on the ship can be determined. This is required when evaluating forces, apparent in the
ship's body axis coordinate system, due to the component of gravity contributed by angular
displacements.
Applications for using time domain data are many and varied. For example, ship motion time
histories can be
• Input to flight simulators for launch and recovery of aircraft on moving decks;
• Used for determining forces/effects on equipment, aircraft, munitions, or anything on or in
the ship.
• Utilized for human factors considerations and the occurrence of Motion-Induced
Interruptions (MII).
• Helpful in developing/evaluating limitations on shipboard systems.
The theory necessary to develop ship response time histories in random seas is outlined in the
following sections. These response time histories are generated using regular wave response
transfer functions obtained from the Navy Standard Ship Motion Program, SMP95. A basic set of
six response time histories is generated at the longitudinal center of gravity of the ship by the
Simulation Time History module of VisualSMP, STH.
2-9
2.2.4.1 SHIP RESPONSES IN REGULAR WAVES

There is a basic set of six ship responses (surge, sway, heave, roll, pitch, and yaw) at the ship's
longitudinal center of gravity (LCG) from which motions at all other locations on the ship can be
developed. These responses are referred to as the six degrees of freedom (6DOF).
The strip theory of Salvesen, Tuck, and Faltinsen is used to obtain the 6DOF responses for a ship
advancing at constant forward speed with arbitrary heading in regular sinusoidal waves of unit
amplitude. This theory is implemented in the Navy Standard Ship Motion Computer Program
SMP81 and the subsequently updated versions.
The 6DOF responses are assumed to be small, linear, and harmonic with respect to a wave
whose maximum elevation is located at the origin of the x,y,z coordinate system shown in Fig. 1.
This right-handed coordinate system is moving at the constant mean forward speed with the
origin lying in the undisturbed free surface and located at the LCG.
It should be noted that a ship advancing through regular waves responds to the wave frequency
of encounter given by,
ω E = ω − (ω 2V / g ) cos( µ )
where, V is the mean forward speed of the ship, µ is the heading angle, and ω is the wave
frequency. The absolute value is taken to avoid using negative encounter frequencies. The
definition of heading angle is shown in Fig. 2 for waves advancing from the starboard side of the
ship.
Although the 6DOF ship responses are assumed to be linear, experiments with ship models in
regular waves show that the roll response exhibits nonlinear behavior with increasing wave
amplitude. In addition, experiments show that the roll damping coefficient of the equations of
motion at the natural roll frequency tends to be nonlinear with increasing roll angle. This nonlinear
behavior of roll is treated in SMP95 through modifications made to the roll damping coefficient
which is assumed to be a function of mean roll angle. SMP computes the lateral responses
(sway, roll, and yaw) for a set of eight mean roll angles, 0.5, 1, 2.5, 5, 10, 15, 25, and 40 degrees.
The 6DOF ship responses to regular sine waves are defined as ship origin transfer functions that
vary with wave frequency, ship speed, ship heading relative to the waves, and, in the case of the
lateral responses, mean roll angle. The SMP95 program outputs a file of the 6DOF origin transfer
functions (amplitude and phase) with respect to regular waves called the Origin file. This file is
used to provide a database of transfer functions that are used in the generation of time histories
of ship responses in random seas, which is discussed in a latter section.
2.2.4.2 SHIP RESPONSES IN RANDOM SEAS

The SMP95 program principally predicts the translational and angular ship statistical responses in
random (irregular) seas using calculations performed in the frequency domain. Two basic
assumptions are used in making ship motion predictions in “random seas", namely:
1. The random sea waves can be represented as a sum of simple sine waves whose
amplitudes are obtained from specified wave spectral densities and whose phases are
random with a uniform distribution; and
2. The responses of a ship to the random sea waves can be obtained as the sum of the ship
responses to the individual sine waves that compose the random sea.
The instantaneous wave elevations of the random seas have a narrow-banded Gaussian
distribution with zero mean. The wave single amplitudes (1/2 the peak to trough values) have a
Rayleigh distribution.
The responses of the ship in random seas represent a linear transformation applied to the
Gaussian random waves. Thus the instantaneous ship responses are assumed to be Gaussian
2-10
with zero mean and the ship response single amplitudes are assumed to have a Rayleigh
distribution.
Table 1 provides a set of single amplitude Rayleigh statistical constants which can be applied to
either a wave or ship response standard deviation to obtain estimates of various amplitudes such
as the average of the one-third highest amplitudes (significant value), the highest expected
amplitude in 200 cycles, etc.
The roll single amplitudes are assumed to have an underlying Rayleigh distribution, which is
modified by the nonlinear behavior of roll damping with increasing roll amplitude. SMP84 provides
roll predictions in random seas for a user-specified Rayleigh statistic, such as significant single
amplitude, see Table 1, and a specified significant wave height (average of the one-third highest
wave double amplitudes). The user is referred to the SMP95 user’s manual for more details
concerning the method used to obtain roll predictions in random seas.
Table 1 Rayleigh extreme statistical constants for a Gaussian random process
Single Amplitude Statistics

Root mean square amplitude, RMS 1.00σ
Average amplitude 1.25σ
Average of the highest 1/3 amplitudes, significant 2.00σ
Highest expected amplitude in 10 successive amplitudes 2.15σ
Average of the highest 1/10 amplitudes 2.55σ
Highest expected amplitude in N successive amplitudes sqrt(2ln(N)) σ
Definitions: σ^2 = Statistical variance of time history

N = number of successive amplitudes
Notes:
1. The Highest Expected Amplitude (HEA) in N amplitudes becomes equal to the Most
Probable Extreme Value (MPEV) for a large N.
2. In very large number of cycles, there is a 63.2% probability/chance that the Highest
Expected Amplitude (HEA) may be exceeded.
3. To obtain wave height or double amplitude statistics from RMS values, multiply single
amplitude constants by 2.0.
2-11
3 VisualSMP Analyses Process Description

3.1 Program Structure
Monohull Regular Wave Monohull Irregular Post-processor

Module Wave Module Outputs
General Information General Information Speed Polar Plots
Hull Particulars Seaway Description RAO Plots
Load Particulars Motions at a Point
Sections Relative Motions
Sonar Dome Ship Responses
Bilge Keel
Fins
Skeg
Propeller Shaft
Propeller Strut
Propeller
Rudder
Passive Stabilizer
Sinkage and Trim
Wave Profile
Roll Damping
SWATH Regular Wave SWATH Irregular Wave Post-processor

Module Module Outputs
General Information General Information Speed Polar Plots
Hull Particulars Seaway Description RAO Plots
Load Particulars Motions at a Point
Seakeeping Evaluation Post-processor

Outputs
General Information Percent Time

Operability
Wave Type Limiting Significant
Wave Heights
Program Options
Fin Stabilizer
Pt. Locations
Criteria
Slide/Tip
Wetness/Slamming
Database Locations
Weights
Wind Envelope
3-1
Wind Speed
Sig. Wave Ht. Bands
VisualSMP analyses are conducted in a logical, flow-oriented process. Once the basic hull form
type is determined (monohull or SWATH) the user will develop both regular and irregular wave
input files. The format for these files is significantly different in that there are separate input
menus for monohull and SWATH ships. The system uses the base part of the file name to link
different modules, therefore a particular ship analysis must have the same base name for the
regular, irregular, and evaluation input files, the output files will also be created using the same
base name.
Program output can be graphically viewed in the forms of speed polar plots, RAO plots, limiting
significant wave height plots, and percent time operability plots. There will also be text files
suitable for sending to a printer, or incorporating into reports.
VisualSMP System 1
Input
Input
Printed Output (IRG)
Input Printed Output (IRG)
Input (OUT)
(INP) (OUT)
(INP) Input Geometry
Input Geometry Monohull Irregular
Hydrostatics Monohull Irregular
Hydrostatics Wave Module Printed
Roll Damping Wave Module Printed
Roll Damping (smpirgw) Output
(smpirgw) Output
(OOT)
Monohull Regular (OOT)
Monohull Regular Slam Pressure, Loads,
Wave Module Slam Pressure, Loads,
Wave Module TANK AddedResistance
(smpregw) TANK AddedResistance
(smpregw) TF
TF Speed
Speed
Existing SMP Irreg Speed
Speed
Polar
Existing SMP Irreg Polar
Polar
Wave Functionality Polar
Plots
Wave Functionality Plots
Plots
Plots
Output File Effects of Active Fins RMS
Legend Output File Effects of Active Fins RMS
(ORG) andAnti-Roll Tanks (SPL)
(ORG) andAnti-Roll Tanks (SPL)
Input data,
Input data,
Executables Motion TF
Motion TF
Added Resis
Added Resis
Input files TF Lifetime Loads Input
TF Lifetime Loads Input
(SPECTRA7) (SEP)
(SPECTRA7) (SEP) SEP
Output files US Government Only SEP
US Government Only
VisualSMP LOADS
LOADS
TF LSWH
VisualSMP TF LSWH
Time Histories % LSWH
Operability
Output Plot Time Histories Visualization % LSWH
Operability
(sth) Visualization % Operability
Plots
(sth) % Operability
Plots
Plots
Plots
Input
Input
(SWMP) Printed Output
(SWMP) Printed Output Input
(OUT) Input
(OUT) (SWRSP)
Input Geometry (SWRSP) Fastship
Input Geometry Fastship
Hydrostatics Geometry
Hydrostatics Geometry
Roll Damping
SWATH Regular Roll Damping RMS
SWATH Regular RMS
Wave Module (RMS)
Wave Module SWATH Irregular (RMS)
(swmp) SWATH Irregular
(swmp) Wave Module
Wave Module
(swrsp)
Motion TF (swrsp)
Motion TF
Effects of active fins
Effects of active fins
The general structure and data flow of the VisualSMP system is shown in the diagram above.
Note that both monohull and SWATH calculated motions can be fed into the seakeeping
evaluation program.
3.2 Range of Validation

SMP95 provides a potential flow solution based on linearized strip theory. The assumptions
inherent in this theory are that ship length is large compared to beam and draft, and that hull
section and waterplane properties are represented by the calm water values. The latter
condition requires that ship motions be limited to small amplitudes. Accuracy will be reduced
for ships with low length-to-beam ratios (less than 5) where end effects are significant, and
3-2
for large amplitude motions (wave heights in excess of the draft) where non-linear effects are
significant.
Generally, pitch and heave motions computed by SMP are more accurate than roll. Despite
the implementation of non-linear roll damping, the peak value of the roll transfer function
can be inaccurate as roll is a lightly damped, narrow-banded motion and is consequently very
sensitive to estimated roll damping. Roll motions are also sensitive to roll moment of inertia.
The roll damping semi-empirical relations do not allow predictions for bilge radii of less than
3 feet. The roll damping effects due to hard chines can only be approximately modeled by
appendages. The validation studies were done with SMP81 and were not repeated for
SMP95.
3.3 Common Problems
Input Geometry
There are several critical features that need to be contained in the input geometry record set.
These features are outlined below:
a. Points on the station should be placed in equal girth increments, for best fit of the
splines used in SMP.
b. There should be at least three points in the bilge radius area for the correct
computation of the bilge damping terms.
c. Station 10 must be included.
d. Half-Breadth of the forward most station that pierces the free surface must be 0.
e. Skegs should be included in the station offsets.
Matching Roll
If the computed roll period does not match the expect value, the problem may be due
to several factors. First, the appendage record sets should be carefully checked to ensure that
they are correct. The second factor is a limitation in the ability of SMP95 to predict non-
linear roll. The user can make small adjustments in the bilge keel and skeg record sets to
correct the roll period prediction.
3-3
4 VisualSMP User Interface and Data Entry

VisualSMP data entry functions (pre-processor), analyses runs, and results output (post-
processor) are all controlled through a common Windows Graphical User Interface.
The File - Open menu allows the user to open the following existing file types. Each file type has
an associated menu structure and window type; the menu is specific to the actions that can be
performed on that file type. Each file type also has a window associated with it; some windows
are graphical, some are forms based, and some are text based.
The table below contains a description of the files that VisualSMP understands and identifies the
file extensions associated with these files. The user should uncheck the box next to “Hide file
extensions for known file types” in the View/Options dialog of Explorer in order to see these
extensions. This is highly recommended, as some systems have been known to display the
incorrect icon association for the VisualSMP file types.
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File Types File Extension

Monohull Regular Wave Input *.inp
Monohull Irregular Wave Input *.irg
SWATH Regular Wave Input *.in
SWATH Irregular Wave Input *.irr
Seakeeping Evaluation Input *.sep
Standard Time History Input *.sth
Standard Time History Cosine Files *.csn
VisualSMP Text Output Files *.out, *.oot, *.ovt, *.ost, *.log *.lgg
Monohull Splined Section File *.hpl
Monohull RAO file *.rpt
Speed Polar Plot files *.smr
SEP Limiting Significant Wave Heights *.plt
SEP Percent Time Operability *.map
SPC Wave Spectra file *.spc
NOTE: Not all file types will be available, as SWATH, STH and SEP modules are licensed
separately.
The File - New menu allows the user to create new, empty input files for the input files described
in Table 1 above. The file types a user is able to create is controlled by the hardware lock, if the
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user selects a file type not supported by the hardware lock a warning dialog will be displayed and
no action will be taken.
Data input for all input file types is through a series of dialog forms that are accessed through the
Edit menu.
Graphical output is controlled by toolbars or drop down lists in the display window.
Input, output and program control details are described below in the appropriate sections of this
manual.
Module Section
Monohull Regular Waves 5
Monohull Irregular Waves 6
SWATH Regular Waves 7
SWATH Irregular Waves 8
Seakeeping Evaluation 9
Time History 10
Post Processor 11
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5 Monohull Regular Waves Module

The monohull regular wave module of VisualSMP is run by either opening an existing monohull
regular wave input file (*.inp) or creating a new monohull regular wave run file. The standard
Windows File menu interface controls both actions.
The input to be developed for the Regular Wave Module consists of hull form data, loading data,
and appendage data. The actual input of this data into VisualSMP is accomplished via a series of
Windows dialog forms, which are accessed via the Edit menu. The data record sets required for
the monohull regular wave module are described below.
5.1 Edit
Inputs such as general project information, hull form data, loading, wave profile, and other project
and analysis data is provided to the monohull regular wave’s module of VisualSMP through the
Windows Edit menu on the main program toolbar.
The user can use the copy to clipboard function from the Edit menu or the toolbar. This option will
create an Enhanced Graphics Meta File and place it on the clipboard where the user can paste it
into any documentation tool that accepts Enhanced Meta Files.
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5.1.1 General Information
The general information dialog box provides for definition of the project, selection of run and
output options, and selection of units.
The first input box is the title for the project. Any name up to 80 characters may be entered for
the Run Title. The title usually includes the ship, project, date, and/or other parameters to identify
that run. This information will be output at the top of each printed page. For historical reference,
the user may desire to cite the ship's trim on the title record.
Run and output options are set in the second portion of the dialog box. Options are selected via
standard pull-down list boxes.
Program options.
♦ Hydrostatics - This selection runs hydrostatic calculations only. Output consists
of an input record “echo,” input record description, and tables of ship and
appendage particulars.
♦ Full Run - A full run of SMP for all motions. First part of the printout is the same
as for Hydrostatics. The following files are written: Origin Transfer Function file,
Root Mean Square (RMS)/Toe file, and a Speed Polar file. The Speed Polar file
is used for off-line plotting of the RSV data.
Response Amplitude Operator (RAO) options. RAO of a particular ship response is
defined to be the square of the amplitude of the regular wave transfer function at each frequency.
RAO’s are dimensional (response physical unit/wave physical unit), e.g., (deg/meter)2 for pitch.
The various response for which RAO’s are computed in SMP include the 6DOF displacements,
velocities, and accelerations, the “motion at a point” displacements, velocities, and accelerations,
and relative motion, and relative velocity. RAO data is created for the six-degree-of-freedom
motions for long-crested seas, and for each speed, heading, and wave frequency defined in
SMP95. It should be noted that the lateral motion RAO’s are nonlinear with sea state. The user
should also be aware of the large amount of data generated when this option is selected. An
RAO file is generated only when this option is selected. RAO output is created in the Irregular
Wave Module, but this option must be selected in order to create the required transfer functions.
♦ No Printout - No RAO output file created.
♦ Print - Generate RAO tables and RSV/Toe tables.
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Load RAO options. RAO output option for the vertical shear force and vertical bending
moment response amplitude operators (RAO) and phase angles. A load RAO file is generated
only when this option is selected. RAO output is created in the Irregular Wave Module, but this
option must be selected in order to create the required transfer functions.
♦ No Printout – No load RAO tables are created.
♦ Print RAO's– Load RAO tables are created.
ORG options. This options selects whether or not transfer functions are written to the
*.out file.
♦ No Printout
♦ Print
Velocity/Acceleration options. Because the standard SMP output is extensive, care
should be exercised when selecting this option. The RSV printout will triple when this option is
selected. The velocities and accelerations are always written out to the Speed Polar file, so the
user may prefer to plot this data rather than print it out.
♦ No Printout - No velocity and acceleration files are created.
♦ Print – Print out the velocity and acceleration RSV/Toe tables.
Roll Damping. This output is extensive. If RLDMPR > 0 then roll decay value "n" is
printed out. If RLDMPR < 0 then nondimensional B44 is printed. The later is also labeled "n",
although strictly speaking it is not.
♦ No Printout– No roll damping tables created.
♦ Print Summary - zero speed, forward speed, added mass and damping,
summary of roll damping.
♦ Print by Device - above plus damping and percent of total damping by device
(hull, bilge keel, etc).
♦ Print by Mechanism - above plus damping and percent of total damping by
physical mechanism (wave making, lift, etc)
Added Resistance. Option to turn on the added resistance calculation.
♦ No Printout – No Added resistance tables are created.
♦ Print RAO - Added resistance tables are created.
Variable Geometry. The variable geometry option, combined with trim, results in the hull
being distorted as the sections are simply moved vertically. Consequently, results will be best if
the trim is relatively small. Also, with the variable geometry option, segments are generated as
specified; the geometry input is separated from the segmentation specification. A rectangular
section, for example, requires only three input points, even if finely segmented. Sections may
enter or leave the water. It will work for "normal" monohulls, unusual shapes may result in
difficulty. The resulting immersed form must be a monohull. Sections must be simply connected;
a hull with a large protruding bulb and a large protruding above water bow will fail.
♦ No Sink & Trim– Existing Static stations definition.
♦ Allow Sink & Trim– Allow Sinkage and Trim.
The third portion of the dialog box allows the user to set the units to be used in the analyses.
Default units are length - FEET, Rho - 1.9905 slug/ft3, Gravity - 32.1725 ft/sec2, and Nu - 1.279e-
005 ft2/sec. Metric units are supported; values to be entered are length – METER, Rho - 1025.82
kg/m3, Gravity - 9.8062 m/sec2 and Nu - 1.19e-006 m2/sec. If results are desired for fresh water,
Rho and Nu values need to be set accordingly. Note, the valid inputs for units are “FEET”, and ”
METER” (case insensitive). “FOOT” or “METERS” are not valid.
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5.1.2 Hull Particulars
5.1.2.1 Principle Dimensions
The user inputs ship's length between perpendiculars, beam at waterline, draft at midships and
displacement in long tons if length units are feet, metric tons if length units are meters.
5.1.2.2 Model Characteristics
Model scale is used for scaling Reynolds number, skin friction and bilge keel calculations when
model results are desired (change Rho and Nu to fresh water values). Set Model Scale to zero
for full-scale calculations.
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5.1.2.3 Ship Speed
The user inputs the design speed and increment to establish speeds for the analysis. The user
then has the option to add, modify or delete the list of ship speeds to meet specific project
requirements. Ship speeds start with zero and step up by the speed increment until the design
speed has been reached or exceeded. For example, a design speed of 16 and speed increment
of 4 would result in ship speeds of 0, 4, 8, 12 and 16 being used in the calculations. A maximum
of 11 speeds may be run.
If a negative number is entered for the design speed, the user may enter or edit arbitrary values
for speeds, as long as they are in increasing order. To enter an arbitrary speed click on the Add
button, to modify a speed click on the speed in the list and click on the Mod button. A speed entry
can be deleted by clicking on the speed and then clicking on the Del button.
5.1.3 Load Particulars
5.1.3.1 Principle Loads
A nominal value for GM is entered, in the length units specified by the user, which should include
any free surface corrections. The actual value of GM used in SMP95 is computed as part of the
hydrostatic calculations. The nominal GM value is provided as a check only for the user on the
calculated GM value. However, the user should be aware that SMP95 uses the nominal GM to
compute a nominal value of roll period, which, in turn, determines the range of frequencies and
modal wave periods used in the motion calculations.
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The free surface correction, if any, is entered in the length units specified by the user. The free
surface correction is always positive and included in the nominal GM; it does not affect the
location of the metacenter (KM). If the user choose to use a GZ curve, the GZ curve should
include free surface correction. In such a case, this input for free surface correction will not affect
the roll motion calculation.
KG is the vertical center of gravity from the baseline. It is very important to give a correct KG
value. The KG value that is input corresponds to the uncorrected GM. The KG value output by
SMP95 in the hydrostatic table includes any free surface correction.
The user does not need to give a value for the longitudinal center of gravity (LCG). LCG is
assumed to be at the center of buoyancy, which is calculated by VSMP based on the geometry
inputs. As a result, VSMP assumes that the ship is at even trim if trim/sinkage option is not
invoked.
From Version 3.1 onwards, to increase accuracy, especially for low freeboard, tumble-home or
highly flared ships, VisualSMP offers a new option to use the GZ curve for quasi-nonlinear roll
hydrostatics (restoring force). The GZ curve is not automatically calculated by VisualSMP. The
user has to give a GZ curve in a text format file by clicking “Input GZ curve” button, which will
bring another dialog box for the user to specify/browse a file. The specification of the GZ file is
described in Section 12.13. The GZ curve may come from hydrostatics calculations and should
include the free surface correction. The user need to make sure the GZ curve does yield a GM
that matches KG and the hull form. If the GM calculated by VisualSMP and the given GZ curve do
not agree, VisualSMP may not work or may not work properly.
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5.1.3.2 Gyradius
The user enters the radii of gyration for pitch, roll and yaw. Pitch and yaw gyradii are entered as
a fraction of the length between perpendiculars; roll gyradius is entered as a fraction of beam. A
typical value of the pitch or yaw radius of gyration is 0.25. A typical value for the roll radius of
gyration is 0.35 – 0.40.
5.1.4 Hull Offsets

The underwater part of the hull is described in this record set by stations in the x direction and by
station offsets in the y and z directions using the Input Reference System as shown below. The
origin is the intersection of the ship's baseline and forward perpendicular at the centerline. The x-
axis is the baseline, with positive aft. Y is positive to port and Z is positive up.
y-axis
FP/ z-axis
Waterline
x-axis
x-axis
Origin
An important consideration in preparing the offsets is to include the skeg(s) when describing the
aft hull lines. In addition to perhaps losing a significant amount of displaced volume, elimination
of the skeg(s) from the hull description alters the computation of roll damping due to hull shape.
A general rule of thumb is to include the skeg in the offsets if it represents a large integrated
volume such as found on the DDG51. Slab sided skegs are usually defined only in the skeg
appendage record. Even if the skeg has been defined in the offsets, a separate input description
of the skeg(s) as an appendage will also be required (see 5.1.8) to determine lift damping.
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Stations may be added and modified manually by clicking the Add or Modify buttons.
SMP95 significantly increased the number of stations and the number of points per stations.
Knuckle points or breakpoints can be defined in each section. Even though the spline algorithm
was updated to include the knuckle points, the added mass and damping computations do not
make use of them. The knuckle points were added to SMP95 to make it easier to input uniformly
distributed points along a station
Stations should be defined along the hull in a uniform fashion. The following rules should be
followed while entering section data.
• Each station must have a minimum of three points
• Distribute points uniformly along the section
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5.1.4.1 Section Offsets
The stations are input in the order they occur along the ship, starting from the forward most
underwater station and ending at the aft most underwater station. Up to 70 stations may be
entered. Stations forward of the FP and aft of the AP are allowed. For example, -0.28, 0.25, 0.5,
1.0, 2.0,… 10.0,… 19.0, 20.0, and 20.5. Station 10 (midships) must always be included. Stations
forward of the FP are designated with negative station numbers, stations aft of the AP are
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designated with station numbers greater than 20. In addition to station 10, stations must be
entered that define the ends of the waterline. Only the portion of the stations below the waterline
may be considered. (Note: If using the Variable Geometry option, Stations defining the ends of
the waterline should be omitted to allow stem and stern profiles to be entered. See section
5.1.4.4 – Profile Offsets)
Station curves are defined by sets of Section Offset points. The Section Offsets for a station can
be viewed by double clicking on the Station number in the Station Definitions table. From the
Section Offsets dialog, points may be added, modified or deleted by clicking on the appropriate
button.
Note that when defining sections the user should not have two adjacent points defined as
knuckles. If the definition of the section warrants two knuckle points the user should enter
two non-knuckle points between them.
The user controls the location of added points by selecting a point in the Section Offsets dialog.
Clicking on the Add point button will add one or two points before the selected point based on the
state of the interpolate button. If the user does not select the interpolate button, the point
definition is take from the fields on the section point dialog. If the interpolate button is selected the
program will check the selected point and the previous point to see if they are knuckle points. If
the two points are knuckle points, two additional non-knuckle points will be added by linear
interpolation. If either one of the points is not a knuckle point the program will add one point by
linear interpolation.
From Version 3.2 and forward, VisualSMP GUI has a new feature to visually highlight the current
offset point in blue to distinguish it from other points. To try this new feature, first go to View, set
the view to Bodyplan. Then go to Edit -> Sections. Double click any station and anthor dialog box
will pop-up with all the offset points of the chosen station listed. These offset points will be
marked as red dots in the view. Click any offset point from the list, this current offset point will be
highlighted as a blue in the body plan view.
5.1.4.2 Read Offsets From IDF file

VisualSMP can read section offset data from an IDF file created using the 'write sections' option
from FastShip. To create the IDF file in FastShip, follow these steps:
1. Orient the hull so that the FP is at X=0, and the keel is at Z=0.
2. Delete all buttocks, waterlines, and other non-stations from the sections dialog.
3. Refine the sections (0.001 usually works well).
4. Clip the stations to the waterline (Sections/Post Process/Clip to WL)
5. Even space the points on the sections (Sections/Post Process/Even Space/Girth).
Use between 15 to 21 points per section (odd numbers work best). VisualSMP can
use up to 70 points per station, but the higher the number of points, the more chance
that the Frank Close Fit routine will fail.
6. Create the IDF file (File/Export). On the IDF Export dialog, be sure to select only
those surfaces that should be included, and CHECK THE COMPOSITE SECTIONS
BUTTON.
Reading an IDF file will create station numbers and offsets for the sections and station numbers
for the Weights input.
If the units of measure is set to ‘FEET’ for the SMP input file, the IDF file will use the units of the
idf file being imported to affect any units mismatch automatically.
Warning: Any data manually entered in Hull Offsets or Weight stations will be overwritten by the
IDF file data.
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To read data from an IDF file, click the 'Read Offsets from IDF or GHS GF file' button on the Hull
Offsets dialog, which brings up the IDF/GF to SMP conversion dialog. From this box, either enter
the IDF file name, with full path information, or use the 'Browse' button to locate and select the
file. The file must have an extension name of “.IDF” or “.idf”. Otherwise, it will be mistaken for
other formats and cause errors. Once the file is selected, click the 'Convert' button to read the IDF
data into SMP. The LBP and Draft must be entered prior to reading an IDF file.
Please refer to Section 12.11 IMSA IDF Specification 3.03 for details about IDF file.
Examples of IDF files can be found in:
C:\Program Files\Proteus Engineering\VisualSmp27\Samples\Tanker
5.1.4.3 Read Offsets From GHS GF file

VisualSMP can read in section offset data from a GHS style GF file. The file must have an
extension name of “.GF” or “.gf”. It can be edited from a GHS geometry file but it is not exactly the
same as a GHS geometry file. A VisualSMP *.GF file has two parts: header (lines 1~7) and offset
table (Line 8~beyond). The header lines have to be prepared manually according to the offset
table’s coordinate system. The offset table follows the exact format of a GHS geometry file.
A GHS geometry file can be generated using GHS model converter. To create a VisualSMP *.GF
file, the user needs to delete the first few lines of the GHS file, use only the offset table, add a few
header lines that a VisualSMP *.GF file requires.
Alternatively, the user may also edit a VisualSMP *.GF file using other means. One option is to
export a *.csv file from a spread sheet file and add the header lines required by the VisualSMP
*.GF file.
There are 7 header lines in a VisualSMP *.GF file. The first line specifies the positive x direction
in the offset table: 1 for x positive from bow to stern, -1 for x positive from stern to bow. The
second line specifies the x value of the forward perpendicular (FP) in the offset table’s
coordinates. The third line specifies the z value of the baseline/keel (BL) in the input offset table’s
coordinates (z is positive up). The 4th, 5th and 6th line specified the scale up factors in x, y and z,
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respectively. If the scale factor is greater than 1, the geometry will become bigger. The 7th line is
a comment line.
The offset table starts from the 8th line to the end, and may be taken directly from a GHS
geometry file. No comments are allowed anywhere in this section. The 8th line specifies the
number of sections in the offset table. From the 9th line and beyond, each line has two numbers
separated by a comman or a combinations of comma and spaces. Valid examples are:
0 , 3
0, 1.63
1.255,1.739
2.613 ,2.22
However, the following are not allowed:

0,3 x,#pts There cannot be any comments in the offset table
0 1.63 There must be a comma
1.255 1.739 3.0 There must be only two numbers
In both GF and IDF files, x value must be input as meters or feet. It will be converted to station
numbers by Visual SMP. Y values must be all positive.
Please refer to Section 12.12 GHS Style Geometry Input File for the detail description of a
VisualSMP *.GF file and how to prepare one. An example of such as VisualSMP *.GF file can be
found in:
C:\Program Files\Proteus Engineering\VisualSmp27\Samples\Tanker
A typical GHS file usually have offset points all the way upto the main deck or bulkhead deck.
This used to be a problem for earlier versions of VisualSMP (Verions 2.5 and ealier), but not
anymore. The user can now import a full depth offset table and use the ‘Modify Sections’ utility to
clip imported full depth sections to a desired waterline (this should be done before all the
appendage inputs). Please refer to Section 5.1.4.5 for details.
To read data from an GHS style GF file, click the 'Read Offsets from IDF or GHS GF file' button
on the Hull Offsets dialog, which brings up the IDF/GF to SMP conversion dialog. From this box,
either enter the GF file name, with full path information, or use the 'Browse' button to filter files
with *.GF option, locate and select the file. The file must have an extension name of “.GF” or
“.idf”. Otherwise, it will be mistaken for other formats and cause errors. Once the file is selected,
click the 'Convert' button to read the GF data into SMP. The LBP and Draft must be entered prior
to reading a GF file.
5.1.4.4 Weights
If vertical loads are to be calculated, weight information needs to be entered for each station to
define the ship's weight distribution. Weight data is needed for all stations, not just those
selected for load calculations. If loads are not going to be calculated, weights data does not need
to be entered.
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Station weight data is accessible by clicking the 'Weights' button in the Hull Offsets dialog box.
That will bring up a table of stations. Data for each station is entered by double clicking on the
station number in the Station Weights table, which brings up a data entry form for that station.
Data required is the weight associated with the station (long tons if length is in feet, metric tons if
in meters), Kg (cg from baseline) of the weight associated with the station, and roll gyradius
apportioned to the station. Starting with VisualSMP v 2.5 the roll gyradius must be a dimensional
value, it is no longer represented as a fraction of the ships beam.
Pitch and yaw gyradii are not currently used by SMP95 and do not need to be entered.
Checking the 'Load Station' box indicates loads are to be calculated for that station. If none of
‘Load Station‘ check boxes are checked, VSMP will assume that there will no load calculations
and no weight distribution information is necessary. As a result, none of the weight distribution
input will be saved.
Note: Please refer to Section 12.5 for a discussion on the changes to the loads calculation
that have been incorporated into VisualSMP since v2.5.
5.1.4.5 The ‘Modify Sections’ Utility

This dialog allows the user to modify the existing sections (offsets) by sinking and trim the hull
offsets from their initial values in the input file. All of the appendages are also adjusted when
using this feature to adjust sinkage and trim.
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Note: To avoid confusion, the user should reload the original input file before applying a new trim
value with this feature. Sinkage is applied in an absolute fashion, but trim is applied relative to
the current location of the offsets, which may cause some confusion if the user does not reload
the original offsets.
Warning: after the user “apply” the modifications (sinkage and trim), the original offsets will be
replaced by the modified ones. The original offsets information will be lost and cannot be
recovered after the user saves the *.inp file.
The user should not confuse this geometry modification using sink and trim with the variable
geometry option and related inputs (speed dependent trim and sinkage, see Sections 5.1.1 and
5.1.4.5).
A creative way to use this utility is to use it to clip imported or input full depth sections to a desired
waterline (this should be done before all the appendage inputs). In doing so, the user should use
a ‘Final draft at lcf’ slightly different from the Existing Hull ‘Draft’. If ‘Final draft at lcf’ is exactly the
same as the Existing Hull ‘Draft’ and the ‘trim’ angle is exactly 0, the utility will not do anything.
5.1.4.6 Profile Offsets

Stem and stern profiles are required input when 'Sink & Trim' is selected in the Variable
Geometry option of the Regular Waves General Information dialogs. Profile offsets are entered in
the same fashion as section offsets. The stem and stern profiles must be entered such that they
are discontinuous with the hull data; that is, the profiles must not overlap longitudinally with the
stations. When stem and stern profiles are required, the user should not enter stations to define
the ends of the waterline.
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5.1.4.7 Make Point Spacing Roughly the Same, to A User Specified Value --- A New Utility
This new utility will automatically delete points if they are too close together. It will automatically
add extra points wherever points are far apart. However, it will preserve all the points that are
marked as knuckle points even if a knuckle point is too close to other knuckle point(s). This utility
button resides in the ‘Section Offsets’ form, which can be invoked through in Edit->Section. The
user specifies his/her desired point spacing. The utility will delete and/or add points based on a
simple fuzzy logic algorithm. It will preserve the user’s initial offset point as much as possible. By
doing so, the resulted point spacings are not exactly equal. They are as equal as possibly could
with an aim to preserve as many user’s given points as possible. It applies to the present
station/section only.
Constructed in the above described way, this utility can be used iteratively by starting with a
smaller spacing and going up. However, this utility does not make any spline interpolation or
smoothening. The user must give enough points in the initial offset points to effectively and fully
describe the section shape. The user should not rely on this utility to design or guess the section
shape.
In combination with other utilities such as "Read IDF", “Read Offsets From GHS GF file” and
"Modify Sections" and the new utilities described in the next few subsections, this new utility
makes preparing offsets almost an automatic process. For example, the user may output the
offset table from FASTSHIP in an IDF format. Each section can have up to 70 points. These
points may concentrate in small curvature areas. The offset points may go above the waterline.
After IDF file is imported into VSMP, the user can use ‘Modify Sections’ to clip the sections to a
particular waterline, and then use this new utility section by section to make point distribution to
the user desired level.
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5.1.4.8 Add Extra Points to Have A Total of 70 Points --- A New Utility
This new utility will not delete any existing points. It simply adds a mid-point for the largest
segment in the present section until the maximum number of points reaches 70. It applies to the
present station/section only. If you have high density of points in small curvature area and you
don’t want to delete any of them, you may want to use this utility to add points in other low density
area so that the section can have more evenly distributed offset points. However, a normal
section usually does not necessarily need 70 points in order to have good hydrodynamic results.
5.1.4.9 Multiply All the Z’s (Except the WL Point) by A Specified Factor --- A New Utility
This new utility simply multiply the z-value of each point (except the waterline point) by a user
specified factor. It applies to the present station/section only.
5.1.4.10 Add A Point Station at A Specified Station Number --- A New Utility
This new utility simply add a point station at a STA # specified by the user. A "point station" has
only three closely spaced offsets points and is effectively a point section.
5.1.4.11 Delete all 'dry' stations --- A New Utility

This new utility will delete all the stations that have no offset point(s) on or below the waterline.
5.1.4.12 Add to 70 stations, 70 points each --- A New Utility

This new utility will first make all the existing stations (except for the point stations) with 70 points
each and then add new sections/stations to make a total number of 70 sections/stations including
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the points sections. For a normal mono-hull, less than 23-40 stations are usually accurate
enough. If there are closely spaced stations in some local areas while stations elsewhere are
more sparsely distributed, the user can use this utility to add more stations to achieve more even
station spacing.
Caution, the new stations created in the area of discontinuity may need some manual editing in
order to have the best result.
5.1.5 Sonar Dome
VisualSMP includes the option to add an SQS-26 type sonar dome to the hull form being
analyzed. Inputs required are the station of the forward most point of the dome, station of the
aftermost point of the dome, top of the dome (typically the baseline = 0.0), and the lowest point of
the dome. The sonar dome is assumed to be a standard SQS 26 type of dome, modeled as a
lifting surface with a lift curve slope from experiment. Only one per ship is allowed.
5.1.6 Bilge Keel
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Bilge keels information is entered in the Bilge Keels dialog box. Inputs are the forward and aft-
most stations of the bilge keels and the width of the bilge keels. The bilge keels are further
defined by entering trace data. For each station along the bilge keels, half-breadth and waterline
of the trace and the angle of the keels are entered. In SMP95, bilge keels are always assumed to
be in pairs. A bilge set consists of a pair of bilge keels, one on port, the other on starboard.
SMP95 allows the user to define more than one pair (set) of bilges on a hull form, and all sets
(pairs) of bilge keels are active at the same time. Multiple bilge keel sets are particularly useful if
the ship design has disjointed bilge keels.
In Version 2.6 and earlier, the limit on the number of stations crossed by the bilge keel is 15. This
could be extremely restrictive if the user uses more than 25 offset stations. In Version 2.7 and
beyond, this limit is lifted and the user can have the bilge keel cross all the stations.
5.1.6.1 Automatic Bilge Trace Generation

From Version 3.2 and forward, VisualSMP GUI has a new feature for creating (add) a bilge keel.
When a new bilge keel is added, VisualSMP will automatically add all the stations that are
inbetween the specified forward and aft bilge keel stations to the bilge keel trace list. It will set the
(halfwidth, waterline,angle) to (0,0,0). The user may use the next two new features to modify
these values visually and automatically.
5.1.6.2 Automatic Calculation of the Bilge Angle
From version 3.2 and forward, VisualSMP GUI will have a new feature which helps the user to
visually modify/define a bilge keel trace point and angle. The user will be able to visually specify
the bilge keel position (attachment point) for each station. The GUI will automatically calculate the
bilge keel angle, either along the local surface’s normal direction or along the line connecting the
attachment point and the roll center if the position of the roll center is specified.
5-18
Bilge keel has to be created before its trace point can be modified (Edit -> Bilge Keel, specify the
fwd Station and aft station, set the width to 0 for the time being. It will be reset once all the trace
points are modified); Edit -> Sections, double click the desired station number, the "Section
Offsets" window will pop-up; Click on any offset point from the list and the point will be
highlighted on the view.
Once the bilge point is chosen, click the 'Modify' button and the 'Section Point' window will pop-
up; Choose "Bilge Keel Normal to the Local Surface" or "Bilge Keel Through Roll Center". If the
later is chosen, the user has to specify a roll center height. Choose a bilge keel ID. The user may
also choose to change the offset point. If you presss the "OK" button, the bilge keel trace point at
this station will be modified to this particular point. The bilge keel angle at this station will be
automatically calculated.
If the user wants the bilge keel to be in the middle of two points, highlight the upper point, click
the 'Add' button and the 'Section Point' window will pop-up; check the 'Interpolate' box and click
'OK'. A new point will be added to the offset table and it will be the bilge keel trace point at this
station.
If one does not want to modify the bilge keel position at this station, one needs to make sure that
the 'No bilge keel at this point' be checked.
The bilge keel options, the roll center height and the bilge keel ID will remain the same until they
are changed. Presently, VisualSMP offers these different ways to automatically calculate the bilge
keel angle. However, the user may go to the bilge keel trace editing directly to specify another
value.
5-19
5.1.7 Fins
Fin control systems can be modeled in SMP95. The Active Fin check box indicates whether the
fins are active or passive. If active, the user will need to input system gains and controller
information as described below. SMP95 also allows lift curve slope information to be input as
described below. This information is usually available from the manufacturer.
The Automatic Gain Control feature requires inputs for fin angle limit and fin angle velocity limit
along with filling in the Gains and Controller coefficient tables.
5-20
Remaining inputs describe the fin's geometry and location on the hull. As with bilge keels,
multiple configurations may be modeled. In addition if the ship design has active rudder
stabilization the rudder would be described as an active fin, and not as a rudder. Passive fins and
rudders are treated identically in SMP95.
5.1.7.1 Fin Gain Coefficients
The table of Fin Gain Coefficients is viewed by clicking on the 'Gains' button. VisualSMP
automatically creates a point for each speed index that was entered in the ship speed tab of the
hull particulars input form. The Reduction Factor and Gain values are edited by double clicking
on the speed value in the table. The reduction factor, which is applied to the fin angle limit, and
the non-dimensional speed dependent gain are specified for each speed.
5-21
5.1.7.2 Fin Control System Coefficients
Clicking the 'Controller' button on the Fin Description form accesses the Fin Control System
Coefficients table. Entries in the table can be edited by double clicking on the index number of
the entry. Index 1 entries are proportional to roll angle, index 2 entries are proportional to roll
velocity, and index 3 entries are proportional to roll acceleration.
Nominal values of fin controller coefficients, Kj, Fin Servo Coefficients, aj, and Fin Controller
Compensation Coefficients, bj are provided below. These values are taken from the Brown
Brothers, Ltd. Active fin system installed on the FFG7 class ships starting with FFG37.
K1 = 1.0 a1= 1.0 b1 = 1.0

K2 = 2.5 a2 = 0.16 b2 = 0.025
K3 = 1.0 a3 = 0.63 b3 = 0.092
5-22
5.1.7.3 Fin Lift Curve Slope
Lift Curve Slope data is entered by checking the 'Input Lift Curve Slope' box and clicking the 'Lift
Curve' button on the Fin Description form. Points are provided for each speed index that was
entered in the ship speed tab of the hull particulars input form. The points are edited by double
clicking on the speed value in the table.
5-23
5.1.8 Skeg
Skegs are modeled in SMP95 by describing the skeg's geometry and location on the hull. As
with bilge keels, multiple configurations may be modeled.
5-24
5.1.9 Propeller Shaft
Propeller shaft information is input through the propeller shaft dialog box. The shaft geometry
number indicates which segment of the shaft line is being modeled. A propeller index indicates
the index of the associated propeller in a multi-screw configuration. This index should be
consistent with the data entered in the Propeller input dialog. Required inputs for each shaft
segment are the station, half breadth and waterline for the forward and aft ends of the shaft and
the propeller shaft diameter.
5-25
5.1.10 Propeller Strut
Shaft Strut geometry and location information is input through the Shaft Struts dialog box for each
strut on the hull.
Note: Propeller shafts and Propellers must be entered together, as in you can not have
one without the other. Also, the effect of these appendage pairs has been negligible on
test cases.
5-26
5.1.11 Propeller
Please see the illustration in Section 5.1.9 for propeller geometry inputs.
In addition to the location and diameter of the propeller, the following information is required:
♦ Thrust deduction factor,
♦ 1-torque based wake fraction,
♦ 1-thrust based wake fraction,
♦ Speed ratio of this shaft set speed to the reference set. This is relevant only if there is
more than one shaft. If the speed ratio is not zero, it is assumed there is a pair of
propellers equally spaced on either side of the centerline. If the propellers all turn at
the same rate, this ratio=1.
Coefficients for parabolic fits to the Kt and Kq curves are also required.
5-27
5.1.12 Rudder
Rudder geometry and location information is entered for each of the rudders. If active rudder roll
stabilization is being modeled, the rudders should be entered as active fins.
5-28
5.1.13 Passive Stabilizer
Passive stabilizers include such mechanisms as Anti-Roll tanks, Sliding Weights, or other
systems where the user can develop the requisite coefficients.
Up to three passive stabilizers may be modeled in SMP95. Required input data is listed below.
(Note: U-Tube and Free-Surface stabilizers can be added using geometric tank descriptions by
clicking the appropriate button near the bottom of the dialog as opposed to using the generic
“Add” and manually entering all values.)
♦ Stabilizer Type - U-tube and Free surface tanks are supported. Moving weights can
be modeled in SMP95 provided the coefficients are entered as described in the
Appendix.
♦ Longitudinal Location in meter or feet - The location of the stabilizer, positive aft of
the forward perpendicular.
♦ Specific Gravity - Specific gravity of the tank fluid relative to that of the water the ship
is floating in. For fresh water in the tank and the ship in sea water, specific gravity is
approximately 0.975.
♦ Waterplane Inertia - The transverse waterplane inertia of the tank liquid (feet4 or
meters4, depending on run units). Do not include the corresponding free surface
correction to GMT in the earlier input, as the dynamic solution takes care of it.
♦ Natural Frequency - The stabilizer natural frequency in radians/sec. This value can
be estimated by VSMP if tank geometry parameters are given (through “U-Tube” or
“Free-Surfac” button). However, accurate results can only be obtained by tests.
♦ RSC1 and RSC2 - The variables RSC1 and RSC2 define the effective vertical
location of the stabilizer relative to the vertical CG of the ship. Internally this height is
computed as RSC1-RSC2*KG, with KG found later from the other inputs for the ship.
Units of RSC1 are feet or meters, RSC2 is non-dimensional.
5-29
For U-Tube stabilizers:

RSC1-RSC2*KG = S"/2, half the classical coupling length.
For Free Surface type stabilizers:
RSC1=(distance of tank bottom above keel + half the water depth)
RSC2=1.0.
For Moving Weight type stabilizers:
RSC1=(distance of weight above keel)
RSC2=1.0
♦ Linear Damping Coeff - Empirical linear stabilizer damping coefficient, fraction of
critical. This value can be estimated by VSMP if tank geometry parameters are given
(through “U-Tube” or “Free-Surfac” button). However, accurate results can only be
obtained by tests.
♦ Quadratic Damping Coeff - Empirical nondimensional quadratic stabilizer damping
coefficient. Definition varies somewhat with stabilizer type (see passive stabilizer
background information in the Appendix). Value is estimated based on the. However,
accurate results can only be obtained by tests.
Note: Either, but not both of the damping coefficients may be zero.
♦ Lateral Offset, Vertical Fluid Motion - Used to define the location of the vertical
motion of the tank fluid that is used as the dynamic tank variable. Anti-roll devices are
always assumed to have a mean position (centered) at the CL. There is no exception
for any type of device, U-tube, free-surface tank or moving weight.
For free-surface type of tank, the user can specify a position for Lateral Offset. VSMP
will use the fluid fluctuation at this point as the 7th DOF. The default position, if the
user give a zero value in tank geometry input, will be ¼ of tank width from the outside
wall. The ¼ position on both sides of the tank is usually the position of the "picket
fences". The flow is controlled to some extent by "picket fences" which are ordinarily
placed near the quarter points of the tank.
For U-tube, it is the transverse center of wing tank, i.e., the transverse offset of center
of wing tank (feet or meters).
For moving weight stabilizers, use a value 1.0.
♦ Saturation Limit - For U-Tube and Free Surface tanks, tank depth – fluid depth. For
moving weight stabilizers, the limit of transverse motion of the weight.
5-30
5.1.13.1 U-Tube Anti-Roll Tank
The tank geometry input units must be the same as that used by other input forms. The U-Tube
anti-roll tank dialog is designed to convert a geometric description of a tank into the coefficients
used by SMP95. After entering the data, clicking on the OK button will calculate the coefficients
and add a new passive stabilizer entry in the previous dialog. If there is already a passive
stabilizer defined, the new one will be found in the Passive Stabilizer Number drop down list. The
following diagram shows the relationship of the dimensions to the geometry.
5-31
U-Tube Anti-Roll Tank
Athwartship Section
Tank Height
Fluid Depth
Tank Wall
Duct Height
Slope
Tank Length
Planform Section
Tank Width
Duct Width
Duct Length
Slope of outside wall of wing tank (degrees) is from vertical, positive flare out. Longitudinal
position is the position from FP, positive backwards, in meters or feet, not station number. The
Vertical location is the tank bottom above the BL.
5-32
5.1.13.2 Free Surface Anti-Roll Tank
The Free-Surface anti-roll tank dialog is designed to convert a geometric description of a tank into
the coefficients used by SMP95. After entering the data clicking on the OK button will calculate
the coefficients and enter a new passive stabilizer entry in the previous dialog. If there is already
a passive stabilizer defined, the new one will be found in the Passive Stabilizer Number drop
down list. The following diagram shows the relationship of the dimensions to the geometry.
5-33
Free surface tanks come in three flavors: “H" type, "C” type, and "Rectangular". Above
figure indicates the "H" type. In the C" type, one side or the other of the crossover channel is
aligned with the forward or aft end of the wing tanks, according to the location of the
transverse ship bulkhead against which the tank is placed. For present purposes there is no
difference between an "H" type tank and a "C" type. The Rectangular tank has no
constriction of the crossover channel (tank width=crossover width). The flow is controlled to
some extent by "picket fences" which are ordinarily placed near the quarter points of the
tank.
5.1.14 Sinkage and Trim
5-34
SMP95 uses sinkage and trim in the relative motions calculations. There is a default sinkage and
trim algorithm built into SMP95 that is based on a regression of destroyer type hull forms. The
purpose of this dialog is to allow the user to override the built in algorithm with either model test
data or results from potential flow CFD analysis.
Sinkage and Trim may be accounted for in the seakeeping analyses by checking the 'Use
Sinkage and Trim Curve' box and entering points for the curve. Enter points by clicking the 'Add'
button and filling in the dialog box for each point.
Sinkage at midships, positive down, is entered in the units specified in General Information. Trim,
also measured in the units specified in General Information, is defined as the difference between
the bow and stern sinkage, positive bow up. These values are interpolated over speed and
consequently do not need to be changed as requested speeds are changed. They must be in
ascending order of Froude number and should cover the entire speed range requested.
5.1.15 Wave Profile

This dialog has not yet been implemented, however the user can input the data into the *.inp file
by hand using the information supplied in the Appendix.
5.1.16 Roll Damping

This dialog is not available to users. It is only useful for research work.
5.2 View
The View menu provides standard Windows commands for hiding or displaying the Toolbar and
Status Bar. In addition, the user can set view options for displaying the bodyplan or profile view
of the hull and showing point markers, load curves and appendage outlines.
5.3 Actions
There are two available options under the Actions menu: Validate and Execute. The Validate
menu option will check the contents of the current file for many common problems and display a
Validation dialog similar to the one shown below. The Execute menu option runs the regular wave
seakeeping analyses.
5-35
5.4 Window
The Window menu provides standard Windows commands for arranging the display window.
5.5 Help
The Help menu provides standard Windows commands for help and general program
information.
5-36
6 Monohull Irregular Waves

The monohull irregular wave module is run by either opening an existing irregular wave run file
(*.irg) or creating a new irregular wave run file. If creating a new irregular wave run, the module
assumes that the regular wave input file, <filename.inp>, is located in the current directory. The
standard Windows File menu interface controls both actions.
The input to be developed for the monohull irregular wave module consists of seaway definitions
and point locations for motion calculations. The actual input of this data into VisualSMP is
accomplished via a series of Windows dialog forms, which are accessed via the Edit menu. The
data record sets required for the Irregular Wave Module is described below. Units used for the
monohull irregular wave input file must be consistent with those found in the regular wave file.
6-1
6.1 Edit
As with the Regular Waves module, data and information required for the analyses is entered
through a series of dialog boxes accessed through the Edit menu.
Output files from the irregular wave run are:
♦ filename.smr - Speed Polar Plot file for rigid body motions and relative motions.
♦ filename.spc – Wave Spectra output file.
♦ filename.rpt - RAO plot files.
♦ filename.oot - Irregular Wave Module output file.
♦ filename.lgg - Run history file.
The General Information dialog includes entry fields for the Run Title, selection of a number of
print and run options, and a drop down list of Roll Iteration Statistics.
Run options available are:
6-2
♦ RAO Print Option - Option to print ship response amplitude operators to a file.
♦ Load RAO Print Option - Option to print load response amplitude operators to a file.
♦ RSV Print Option - Option to print ship response statistical values to a file.
♦ RMS Vel/Acc Print Option - Option to print RMS velocities and accelerations to a file.
♦ Print Severe Motions Table - Option to print severe motion table to a file.
♦ Longcrested Seas - Option to select longcrested seas.
♦ Shortcrested Seas - Option to select shortcrested seas.
♦ TOE Print Option - Option to select encountered modal periods (TOE’s) for all responses.
The list of Roll Iteration Statistics provides a listing of a variety of summary data for the analyses
run.
6.1.2 Seaway Description
Seaway information is entered through a dialog box. VisualSMP supports Bretschneider,

Jonswap, and Ochi-Hubble 6 Parameter waveforms. After selecting the type of seaway to be
used for the analyses, wave heights and modal periods to be considered are entered using the
'Add' buttons. If applicable, Ochi-Hubble Spectrum Parameter inputs will be available for data
entry.
6-3
6.1.3 Motions at a Point
Absolute motions at specific points can be calculated by VisualSMP. Points to be evaluated are
entered by clicking the 'Add' button in the Absolute Motions at a Point dialog box. Data entered
includes a description of the point, e.g. 'bridge' and the coordinates of the point. Y and Z
coordinates are entered in terms of the length units set for the run, X coordinates are entered in
terms of station number.
6.1.4 Relative Motions
VisualSMP also calculates motions for a point relative to the water surface. This capability is
useful when checking a design for deck wetness or appendage emergence. Point information is
entered in the same fashion as with absolute motions. Relative motions are affected by the wave
profiles.
6-4
6.1.5 Ship Responses
The Ship Responses dialog box allows the user to set which motions, load responses and other
ship responses are to be determined during the analysis. For each of the six degrees-of-freedom
(DOF), displacement, velocity and acceleration responses can be calculated. Torsional
Moments, Horizontal Bending Moment, Vertical Bending Moment, Vertical Shear and Horizontal
Shear loads on the hull may also be calculated. Selecting Disable, Enable or Enable TOE's from
the drop down lists sets calculation of these responses.
6-5
6.1.5.1 Responses for Absolute Motion
If the run includes absolute motions at a point, a listing of points being evaluated will be in the
Ship Responses dialog box. Specific responses to be evaluated for a point are set by double
clicking on the point index in the Ship Responses dialog box. Options to Enable, Enable TOE's or
Disable will appear in the drop down lists as applicable. If Enable Toe's is set for Motion Induced
Interruption (MII) Induced by Sliding or MII Induced by Tipping, a Slide and Tip dialog box will
appear for entry of Object's CG and Object's Xmu.
6.1.5.2 Responses for Relative Motion
If the run includes relative motions, a listing of points being evaluated will be in the Ship
Responses dialog box. Specific responses to be evaluated for a point are set by double clicking
6-6
on the point index in the Ship Responses dialog box. Options to Enable, Enable TOE's or Disable
will appear in the drop down lists as applicable.
The default slamming relative velocity threshold is: 12*sqrt(Lpp/520) in feet or
3.66*sqrt(Lpp/158.5) in metric.
6-7
6.1.5.2.1 Slam Station Definition
For Extreme Slamming Pressure and Extreme Slamming Forces, a Slam Station Definition dialog
will be presented to the user. Variables to be entered are:
♦ Halfbreadth of FOB - half width of flat bottom at station.
♦ Deadrise Angle - deadrise angle in degrees at station. If the deadrise ange is less
than or equal to zero, Ochi's method is used to compute form factor from a station
description. The station description is from the keel to the deck edge and follows the
rules of section definition in the regular wave module. If the deadrise angle is greater
than zero, the truncated wedge method is used to compute form factor and no station
needs to be defined.
♦ Exceedance parameter - exceedance parameter for calculation of extreme slamming
pressure for design consideration. If the exceedance parameter is chosen to be 0.01,
then it is possible to estimate the extreme value with 99 percent assurance. In other
words, only one ship in 100 sister ships would suffer from a greater extreme pressure
value.
♦ Design Draft - Design draft or draft at station.
♦ Hours of Operation - number of hours of ship operation time.
♦ Slam Station - the station being evaluated.
♦ Knuckles - a flag to indicate whether or not there are knuckles on the station.
6.2 View
Status Bar.
6.3 Actions
There are two available options under the Actions menu, Validate and Execute. The Validate
menu item will scan through the current data set and look for common problems; the results are
displayed on the Validate Dialog. The Execute menu item runs the seakeeping analysis.
6-8
6.4 Window
6.5 Help
information.
6-9
7 SWATH Regular Waves
7.1 Edit
The SWATH Regular wave file is edited using the File/Edit with Notepad menu Item. VisualSMP
will open the current regular wave file using notepad. When the user is done editing the file it
must be saved in notepad and re-opened in VisualSMP to see the updates and/or changes.
7-1
7.2 View
Status Bar.
7.3 Actions
There is currently only one option available under the Actions menu: Execute. The Execute menu
item runs the seakeeping analysis. The Validate menu option will be added in a future release.
7.4 Window
7.5 Help
information.
7-2
8 SWATH Irregular Waves
8.1 Edit
The SWATH Irregular wave file is edited using the File/Edit with Notepad menu Item. VisualSMP
will open the current irregular wave file using notepad. When the user is done editing the file it
must be saved in notepad and re-opened in VisualSMP to see the updates and/or changes.
8-1
8.2 View
Status Bar.
8.3 Actions
There is currently only one option available under the Actions menu: Execute. The Execute menu
item runs the seakeeping analysis. The Validate menu option will be added in a future release.
8.4 Window
8.5 Help
information.
8-2
9 Seakeeping Evaluation Program

The SEP module is run by either opening an existing SEP run file (*.sep) or creating a new SEP
run file. If creating a new SEP wave run, the module assumes that the regular wave input file,
<filename.inp>, is located in the current directory. The standard Windows File menu interface
controls both actions.
The input to be developed for the SEP module consists of seaway definitions, environmental
information, and point locations for motion calculations. The actual input of this data into
VisualSMP is accomplished via a series of Windows dialog forms, which are accessed via the
Edit menu. The data record sets required for the SEP Module are described below. Units used
for the SEP input file must be consistent with those found in the regular wave file.
9.1 Edit
The edit menu allows the user to select a dialog for entering the data specific to the user’s
project. Generally the user will start with General Info and work down the menu; however the user
may enter data in any order.

The general information dialog requires the user to enter a title, hull form type, print options and
ocean data.
The ocean data section of the dialog tries to validate the combinations the user has selected with
the database files listed in the file “SEP96.wav”. The “SEP96.wav” file is located in the installation
directory and lists all of the geographic databases available to SEP.
Non-standard installations of VisualSMP may require editing the SEP96.wav file and adjusting the
paths to the wave databases.
NOTE: The program will warn the user if a combination can not be found, however, it will allow
the user to move forward. Invalid ocean combinations are the single largest user mistake when
working with SEP.
9-3
The user should review the contents of the “SEP96.wav” file to get a feeling for what
combinations are legal.
9.1.2 Wave Type

SEP can be run for either long or short crested seaways or both. Using the wave type dialog box,
the user selects what combination to run by clicking on the checkboxes.
9.1.3 Program Options

The program options dialog controls the units of the input and output data, as well as giving the
user the chance to stop the program after reading the data. If the program is stopped after
reading the data the program will print out only the parsed input files.
Clicking the Head Seas at 180 deg checkbox will rotate the wave headings so that 180 degrees is
head seas, otherwise 0 degrees will be head seas.
9-4
9.1.4 Fin Stabilizer

SEP will allow the user to work with fixed fins on both monohulls and SWATHs, or active fins on
SWATHs only. These options are exclusive, if the user wants to make SWATH runs with both
types of fins, two files should be created and run separately.
9.1.5 Point Locations

The point locations are the locations on the ship where various criteria will be applied, this data
will also be passed to the appropriate Irregular wave module by the GENINP module when it is
run.
Double clicking on a line in the list box will bring up the point location dialog, the user is reminded
of which point they are working on and are required to input the station, halfbreadth, and
waterline values for that point.
9-5
Pressing the cancel button will return the user to the previous dialog without making changes.
9.1.6 Criteria
The Limiting motion criteria are the seakeeping motion criteria values used by SEP to compute
the PTO’s. When a value of 0 is entered, default values are utilized. The default values are
given for a newly created file.
NOTE: In order to eliminate a criterion from consideration, set the appropriate value to a large
number such as 999.
Double clicking on a criterion in the above dialog will display the Single Criteria dialog as shown
below. The user can override the default values for the criteria by editing the numeric value.
Pressing the OK button will update the criteria’s value and display the new values on the previous
dialog.
9.1.7 Slide/Tip
The sliding and tipping algorithms require that the object’s CG above the deck be given as well as
the friction coefficient of the object with respect to the deck. The time interval for the computation
of MSI is also defined here.
9-6
9.1.8 Wetness and Slamming

The vertical clearances for slamming, wetness, and emergence are entered in this dialog. The
distances are relative to the calm waterline. The stern ramp sill height is also defined with this
dialog. The stern ramp submergence is a new criterion within SEP, and care should be taken in
interpreting the results.
9.1.9 Database Locations

Each of the wave and wind databases has many points defined within a given region. The user
can choose to have the evaluation done at all of the points or at any selected group of points. If
the user wants to use specific points they should run the program using all points. The output file
of SEP will contain a results table for each point in the database. The user can then edit the input
file and enter only the points that are of interest.
9-7
The wave databases are derived from two sources, the Statistical Ocean Wave Model (SOWM)
and the Global Statistical Ocean Wave Model (GSOWM). The SOWM data use the grid point and
grid sub-projection point to determine a particular point. The GSOWM data use the latitude and
longitude of the point to determine a particular point.
When the user clicks on the add button the program determines which database is being used
and presents the user with the correct dialog for entering the grid points.
9.1.10 Speed Heading Weights

SEP allows the user to specify if all speeds and headings are equally likely to occur for the
purposes of the calculations. If the weightings are equal then the user should click the Equal
Weighting checkbox. If the weights vary with speed or heading then the Equal Weighting
checkbox should be unchecked. The user will need to select the number of speeds in the
dropdown list; this must match the number of speeds in the Regular wave module. If the weights
are asymmetric port and starboard then the Asymmetric checkbox must be checked. This
requires that all 24 heading must be defined.
Finally, if the equal weighting checkbox is not checked, the user must enter an integer value for
each speed and heading in the grid cells. Note that the total for each column should add up to
100.
9-8
9.1.11 Wind Envelope

The variables OPHDG1 and OPHDG2 are used to represent a particular relative wind envelope
for the hull form. A relative wind envelope can be defined during a full-scale trial. It represents
the combination of the wind speed relative to the ship speed and the ship heading angle relative
to the wind angle, for which the hull form can carry out a particular air operation without
degradation in performance. This dialog and accompanying diagram show the definition of
OPHDG1 and OPHDG2, and provide a grid in which to enter the data.
OPHDG1 - Progressing clockwise, first heading of the ship relative to the heading of the wind, at
which the air operation can be carried out for relative wind speeds between 5*(I-1) and 5*I knots.
Given in degrees. (I represents the line number of the entry in the Wind Envelope dialog.)
OPHDG2 - Progressing clockwise, last heading of the ship, relative to the heading of the wind, at
which the air operation can be carried out for relative wind speeds between 5*(I-1) and 5*I knots.
Given in degrees. (I represents the line number of the entry in the Wind Envelope dialog.)
NOTE: OPHDG1 and OPHDG2 must be defined for relative wind speeds varying from 0 to 50
knots.
NOTE: 0 = head seas, 180 = following seas. Port beam is 270.
Example: For a particular relative wind speed, a particular air operation can be performed when
the relative heading is between port beam and starboard beam, including head winds. OPHDG1
(I) = 270. and OPHDG2 (I) = 90.
If the user does not select the Normalize PTO checkbox, then the PTO will be equal to 100 times
the sum of the joint probabilities of occurrence of significant wave height, spectral modal period,
and wind speed, where motion criteria are not exceeded and the wind envelope indicates that air
operations are possible (usual definition).
If checked, the PTO will be equal to 100 times the sum of the joint probabilities of occurrence of:
significant wave height, spectral modal period, and wind speed, where motion criteria are not
exceeded and the wind envelope indicates that air operations are possible; divided by the sum of
the joint probabilities of occurrence of those conditions, when the wind envelope indicates air
operations are possible.
(The difference between results obtained using NORM = 0 and NORM = 1 can be demonstrated
by an example. Assume all speeds and headings are equally weighted, that the wind envelopes
indicate that for all wind speeds air operations are possible for one ship-heading combination,
9-9
and that for that speed-heading, the motion limits are not exceeded for any spectra which might
occur. When NORM = 1, the PTO would be 100. When NORM = 0, the PTO would be 100
divided by the product of the total number of speeds and the total number of headings.)
9.1.12 Wind Speed

Defined only if WIND◆◆◆◆ and SOWMDAT = WAVE◆◆◆. These variables are used to define
absolute wind speed, Vw, as a function of significant wave height, ξ1/3. The following relationship
is used.
Vw = c0 + c1 ξ P1 1/3 + c2 ξ 1/3 P2
where Vw is in knots, ξ1/3 is in the meters, and co, c1, P1, c2, and P2 are defined by the input
variables CO, C1, P1, C2, and P2, respectively.
9-10
NOTE: This record set is obsolete; the wave wind databases are more accurate.
9.1.13 Significant Wave Height Confidence Bands

The user adds a number of confidence bands (i.e. 95 and/or 50), relating to determining the
LSWH. For each significant wave height band, the spectra considered would be those that
encompass 95 or 50 percent of the spectra that occur, including the most probable spectral
modal (peak) period.
The user presses the Add button to add entries to the list, or double clicks an item to modifiy an
existing value. The Add/Modify Jband dialog will be displayed for the user to enter values.
9-11
Pressing the OK button will update the previous dialog and input data file.
9.2 View
Status Bar.
9.3 Actions
There are four available options under the Actions menu, Execute Geninput, Execute Monohull
Irregular Wave module, Execute SWATH irregular wave module, and Execute SEP. The Validate
menu item will scan through the current data set and look for common problems; the results are
displayed on the Validate Dialog. The user must execute the Geninput program first, this program
generates either the monohull irregular wave file or the SWATH irregular wave file based on ship
type selected by the user. Geninput will sweep though the wave database selected and collect
the wave heights and modal periods that the irregular wave files will be run for.
Once the irregular wave file has been created the user must run the appropriate monohull or
SWATH module. The actual SEP calculation can be started when the irregular wave module
finishes.
Note: The SWATH connection to SEP is not operational at this time.
9.4 Window
9.5 Help
information.
9-12
10 Standard Time History
The Standard Time History (STH) module contains the US Navy’s STH program updated to work
with SMP95, and a User interface comprising a series of dialogs for entering the run data. The file
format has been changed slightly from the US Navy version to allow better integration into the
VisualSMP system. The STH program was also modified to include the cosine decomposition
output file (*.csn).
The main window of STH shows the run title and a summary of the data entered into the other
dialogs. The main window is updated whenever a data dialog is exited.
10.1 Edit
Selecting the edit menu will give the user the choice of editing the general information, wave point
locations, or the run options. The user should work from the top of the menu down.
10-1

The general information dialog requires a run title, the system units and the origin transfer
function file. The origin transfer function file is generated by the monohull regular wave module.
The units selected on the dialog must match the units in the origin transfer function file.
Please make sure the name of the *.org (origin transfer function) be concise and free of space
and other non-lette, non-number characters. If the STH crashes with an error message of not
being able to open a file, please check and make sure that the regular wave file has been run and
the *.org file does exist with a valids name.
10-2
10.1.2 Wave Point Locations
Pressing the Add button or selecting a line in the dialog list and pressing the Mod button on the
dialog will bring up the Add/Modify wave point locations dialog. Selecting a line in the dialog list
and pressing the Del button will delete the wave point location from the data file.
10.1.2.1 Add/Modify Wave Point Locations

The user must enter the location along the hull, where the calculation will be made. Each point is
given a name that will be used as a label in the printouts.
Pressing OK will return the user to the previous dialog and update the display.
10.1.3 Run Options

The run option dialog allows the user to specify the conditions for which the STH calculation will
be performed.
Pressing the Add button or selecting a line in the dialog list and pressing the Mod button on the
dialog will bring up the Add/Modify run option dialog. Selecting a line in the dialog list and
pressing the Del button will delete the run condition from the data file.
10-3
10.1.3.1 Add/Modify Run Options

The Add/Modify run option dialog allows the user to input the data required for the simulations.
Sample rate is input a number of samples per second. Speed is in knots and Heading is in
degrees, the speed and heading must be contained in the origin transfer function file.
STH can compute both the Bretschneider and JONSWAP spectra. Bretschneider is specified by
setting Gamma to 1.
The value for Statistics is given in the Irregular wave module.
Longcrested and Shortcrested seas are selected by using LC or SC.
The CSN file is generated when COSINES control contains the word COSINES. Any other value
will turn off the generation of the CSN file.
10-4
10.2 View
Status Bar.
10.3 Actions
There are two available options under the Actions menu, Validate and Execute. The Validate
menu item will scan through the current data set and look for common problems. The results are
displayed on the Validate Dialog. The Execute menu item runs the STH module.
10.3.1 Validation
The validation routine checks for common user mistakes, any problems will be reported to the
displayed list. The user should go back and edit any data sets to correct any problems reported.
10.4 Window
10.5 Help
information.
10-5
11 Postprocessor
When executed, VisualSMP creates several types of output files, depending on selections made
by the user in the General Information dialog forms. Output is dependant on the module being
executed, and the post-processing software is activated based on what modules the user has
licensed. File types created are:
♦ HPL Splined Monohull Geometry (*.hpl)
♦ Speed Polar Plots (*.smr)
♦ RAO Files (*.rpt)
♦ Limiting Significant Wave Height (*.plt)
♦ Percent Time Operability (*.map)
♦ Module Text Output file (*.out, *.oot, *.ovt, *.ost, *.log, *.lgg)
♦ STH Visualization Utility (*.csn)
Output files are viewed and printed through VisualSMP's main file menu. The post-processing
modules are controlled by a simple user interface. Each post-processing module will be
discussed in detail in the following sections. All of the post-processing modules support the copy
to clipboard command; any program capable of pasting an enhanced windows metafile will be
able to accept the graphical plots.
The figure below shows the main file open menu from VisualSMP.
11.1 HPL Splined Geometry File

Starting with VisualSMP version 2, the user is able to plot the splined sections used internally by
the monohull regular wave module (smpregwave). Using the section drop down list, the user can
11-1
highlight different sections and display the point distribution along the selected station. The figure
below shows a typical display.
Note: Some hull models will only display the stations forward of midships. The only
solution we have at this time is to view the hpl file with an HPGL viewing package.
11.2 RAO Plots

The monohull modules will produce either transfer functions or traditional Response Amplitude
Operators (RAO) depending on the options chosen in the regular wave module. The user must be
careful with this module since the post-processor does not make the distinction between transfer
functions and RAO’s.
11-2
RAO plots are selected via the two drop down lists under RAO Plot Information. The left list
offers selection of all combinations of speed, wave height, wave heading and modal period that
were input in the regular and irregular wave analyses for the project. The right hand list offers
selection of magnitude or phase for each of the six degrees-of-freedom. Once both selections
have been made, the plot is created on screen. The user can click in either of the drop down lists
and then use the up and down arrow keys to cycle through the list of options.
11.3 Speed Polar Plots

VisualSMP has convenient and extensive polar ploting functions. The speed polar functions are
available once the user open a speed polar file (*.smr).
The Speed Polar plotting module is used to plot the ship responses as a function of ship speed
and wave heading. This module will plot the results of the monohull and SWATH irregular wave
modules and from FREDYN.
11-3
11.3.1 Various Forms of Speed Polar Plots
Speed Polar Plots are available in Contours, Contours – Limits, Overlay Limits, and Color Filled
Contour formats by selecting the desired plot format from the menu.
Clicking the 'Conditions' button activates the form shown below. The user selects speed and
heading increments for the plot and creates a listing of wave height/modal periods and ship
responses to be available for plotting. Conditions are added to the list by selecting a wave
height/modal period and a ship response from the pull down menus and then clicking the 'Add'
button.
Once the conditions have been chosen, you may modify the limits and contour intervals to be
shown on the plot. Select the desired condition in the Speed Polar Plot Conditions, and click on
Modify. The dialog shown below will appear, and you can enter the following data (note that you
can select a different condition and ship response as well):
RSVMIN: The minimum response value to be plotted
RSVMAX: The maximum response value to be plotted
RSV Interval: Increment between contour lines
Lower Limit: The lower limit of the limiting criteria
Upper Limit: The upper limit of the limiting criteria
Include in Overlay: If you want this condition to be included in a composite plot with more
than one ship response, check this box.
11-4
After entering this data, click on OK, and then click on CLOSE in the Speed Polar Plot Conditions
dialog.
Polar plots have been updated as of version 2.2.2 to have the following behavior for the upper
and lower criteria limits.
• If the lower limit of a response condition is zero the lower limit is ignored and you end up with
2 color regions when plotting the Limiting Contours or the Overlaid contours.
o Green is less than the upper limit
o Red exceeds the upper limit, only speeds and headings that exceed the upper limit
are counted in the Operability index.
o The blue contour represents the upper limit
• If the lower limit is non-zero and less than the upper limit the polar plot showing the limits will
have 3 color regions
Green is less than the lower limit
Yellow is greater than the lower limit and less than the upper limit
Red exceeds the upper limit, only speeds and headings that exceed the
upper limit are counted in the Operability index.
The blue contours represent the upper and lower limits.
• If the lower limit is the same as the upper limit you get the same effect as if the lower limit
was set to zero.
11-5
If the lower limit exceeds the upper limit the lower limit will be set to the upper limit.
Once the list of plot conditions and limits has been created, each condition is available from the
right hand pull down list in the Speed Polar Plot Information form. Select the desired condition,
the data to be shown on the plot (Contours, Limits, or Overlay), and then clicking the 'Plot' button
to create the desired Speed Polar Plot. This plot may then be printed by selecting File/Print.
The screen shot below shows the polar plot with no limits imposed on the ships response in roll.
The speed polar plot below shows the same polar as above with the upper limit set on the roll
response.
11-6
The next example shows the use of the lower and upper limits to create green/yellow/red polar
plots.
Selecting the “Include in Overlay” checkbox on the response condition dialog will allow the
system to combine the results of one or more response polar and produce a plot similar to the
following, where Roll and Pitch limits have been included.
Finally the color filled contour polar plot is shown below, when using the color filled contours you
will not see the limiting criteria nor will the Operability index be calculated.
11-7
The capability to export the Speed Polar Response data to TecPlot is accessed through the File-
>Export TecPlot menu item as shown below. All the data in the currently displayed file will be
exported, one zone for each combination of ship response and wave condition. A TecPlot Macro
is generated to aid in reading the data in TecPlot, open/execute the generated macro to display
the basic data.
Once the basic polar is loaded in TecPlot, you can use any of the layout tools to create
presentation quality plots. You can switch the plotted response by changing the displayed zone.
11.3.2 Operational Index (OI)

In VisualSMP, the polar plot is divided into 24 headings (#heading=24). The number of speeds
(#speeds) is specified by the regular wave input file, i.e., the *.inp file. The Operational Index (OI)
11-8
in the “Contours-Limits” plot is for that particular ship motion response only, roll angle for
example. If the upper limit” for roll angle is 8 deg, all the (heading, Speed)s where the roll angle
exceeds 8 deg will be considered inoperationable. The Operational Index (OI) is simply the
number of operationable (heading, Speed) combinations divided by the total number of (heading,
Speed) combinations, which equals to #heading * #speeds.
In “Overlay Limits” plot, for a (heading, Speed) combination to be considered operation, all the
ship motion response items whose “include in overlay” box is checked will have to be within the
specified limits. The Operational Index (OI) is the number of operationable (heading, Speed)
combinations divided by the total number of (heading, Speed) combination.
In version 3.1 and earlier, 0 deg and 360 deg heading cases were doubled counted in
Operational Index (OI) calculations. In version 3.2 and later, 360 deg heading cases are excluded
because they are the same as these 0 deg heading cases.
11.3.3 The Mechanism to Save, Reload and Modify Polar Plot Conditions
In version 3.1 and earlier, the user would lose all of his/her polar plots and Operational Index (OI)
specifications once VisualSMP exited from polar plots. If the user wanted to reproduce the same
polar and OI plots for a different sea state, she/he had to repeat the same specifications all over
again. This lack of 'memory' of VisualSMP was sometime frustrating and annoying.
In version 3.2 and later versions, VisualSMP has a macro writing and reading capability to fix
that. VisualSMP allows the user to save his/her existing polar/OI specifications to a text file. The
user is able to open the text file to load the previously saved polar/OI specifications. For example,
for a certain operation that has limits on ship roll angle, pitch angle, vertical acceleration, deck
wetness and MII (Motion Induced Interruption), the user make these specifications once (for one
sea state) and save them in text file. If the user wants to do the same polar plots and OI
calculations for a different sea state, she/he can simply reuse them by opening the text file. This
file may also be used for any other ships.
11-9
The mechanism to save, reload and modify polar plot conditions is accomplished by the buttons
and text window in the upper right coner of the Speed Polar Plot Conditions window (see below).
The user can type in the file name (including path) or click the “Browse” button to pick a file. The
“Write Sea States and Response to File” button will write all the shown responses and related
information to the specifed file. The “Add SS+Responses From FIle” button will load/append all
the sea state and responses from the file. The “Add Response Only From File” button will
load/append the response only and the wave condition will use the one specified in the “Wave
Height and Modal Period” pull down combo box.
11.3.4 Operation Index (OI) For a Subset of Speed and Heading
In both “Contours-Limits” and “Overlay Limits” polar plots, the Operation Index (OI) on the polar
plot is calculated for all heading and speed combinations. Previous versions of VisualSMP
(Version 3.1 and earlier) could not calculate the OI for a subset of speeds or heading. In Version
3.2 and later, there is a new button "Cal OI for Specified Range". After click this button, a new
dialog box will pop-up, the user can specify a speed range and/or heading range and the OI will
be calculated for these ranges only. However, this does not change the OI on the polar plot,
which is still for all speeds and headings.
11-10
11.4 Limiting Significant Wave Heights

Limiting Significant Wave Height Plots are available for SEP runs that have no wind options
selected. The *.plt file contains two plot types. First is the Limiting Significant Wave Height
(LSWH) versus Relative Wave Heading, for all speeds defined in the run. The second type is the
Percent Time Occurrence/Operation (PTO) versus Significant Wave Height; it contains curves for
occurrence, operation, cumulative occurrence and cumulative operation data.
The user selects which set of curves to display via the LSWH/PTO drop down list. The grid point
to be displayed is controlled via the first drop down list.
11.4.1 LSWH Height versus Relative Wave Heading

The LSWH is the wave height where any one or more of the criteria set for that particular run has
been exceeded. This post-processing module plots the LSWH’s versus relative wave heading for
each database point selected for the solution.
11.4.2 PTO Versus Significant Wave Height

These plots show the discrete and cumulative percent time of occurrence for the wave heights at
the selected database point, and the discrete and cumulative percent time of operation. The
percent time of operation is based on the percent time the ship will be able to operate at this
database point based on the criteria the user input into the calculations.
11-11
11.5 Percent Time Operability World Maps

The PTO world maps show the PTO’s for all of the database points the user has selected for the
solution. Using the dropdown list the user can select the measure of merit to be plotted.
The plots show all of the grid points for an ocean basin with a number that represents one of the
following figures of merit:
1. Minimum PTO
2. Maximum PTO
3. Minimum PTO Normalized
4. Maximum PTO Normalized
5. Average PTO
11-12
6. Weighted Average PTO
11.6 Module Text Output Files

VisualSMP has a built-in text file viewer to display and print the FORTRAN formatted print files
generated by all of the modules. The viewer will replace FORTRAN page breaks with form-feed
characters. The viewer supports printing, print preview, and copying text to the clipboard. The
user can also select between portrait and landscape print modes.
11.7 STH Visualization Utility

The STH program generates a file containing the cosine decomposition of the time history for
each “run’ defined in STH. This post-processor will allow the user to read in the *.csn file for a
particular “run” and generate time histories of the wave elevation and the 6DOF motions using
any arbitrary time step and for any duration. The user must press the Calc button in order to
compute the time history after making changes. The results can be saved to a text file for use in
simulations.
The user may choose to calculate and output one channel at a time (Data Channel, Calc and
Write buttons) or to output to a file all the motions information using the “Output All Motions at the
Origin” button. This will output the time histories of velocities and accelerations of all 6DOFs in
addition to these of wave and displacements. The output file has 20 data channels:
time wave, surge, sway, heave, roll(deg), pitch(deg), yaw(deg), surgeVel,
swayVel, heaveVel, rollRate (deg/s), pitchRate (deg/s), yawRate (deg/s), surgeAccl, swayAccl,
heaveAccl, rollAccl (deg/s), pitchAccl (deg/s), yawAccl (deg/s).
The wave data is the wave elevation at the origin of the STH coordinates system. The STH
coordinates system is a right-handed coordinate system moving at the constant mean forward
speed. Its origin is at the undisturbed free surface (or mean water surface) and located at the
LCG longitudinally. LCG coincides with the longitudinal center of buoyancy. x is positive forward,
y is positive port, z is positive up (from the waterline). The origin is at the waterline, not at the
vertical center of buoyancy. The STH coordinate system doe not rotate with the ship. It is ‘fixed’
on earth if not for the mean forward motion. Due the forward motion of the ship, the wave
11-13
elevation is the encountered wave recorded by an observer in the forward moving STH
coordinates system. This is different from wave data recorded by an observer fixed on earth.
The ‘surge’, ‘sway’ and ‘heave’ data are the motion of a point on the ship which initially coincides
with the origin of the STH system. The ‘roll’, ‘pitch’ and ‘yaw’ date are the rotations of the ship
with respect to the STH coordinates system. Since the orientations of STH axes are fixed on
earth, the order of roll, pitch and yaw rotations does not make a difference in the orientation of the
ship. It must be emphasized that the STH coordinate system is the internal SMP calculation
coordinates system. It is different from the SMP geometry input coordinates system defined in
Section 5.1.4.1 Section Offsets.
If the user wants to calculate and output the motion information at an arbitrary point on the ship,
and/or the wave elevation and relative motion at this point, the user can simply specify the
desired point in the STH coordinate system and click the “Output All Motions at this point”. The
“surge, sway, heave, surgeVel, swayVel, heaveVel, surgeAccl, swayAccl, heaveAccl,
11-14
waveElv@point waveVel@pt waveAccl@pt RelZ@point RelVz@point RelAccl@point

XAcclDkSurf YAcclDkSurf ZAcclDkSurf’” time histories will be calculated and written to a user
specified file. These motions, velocities and accelerations are referenced to the earth-fixed
coordinate system. The “surge, sway, heave, surgeVel, swayVel, heaveVel, surgeAccl, swayAccl,
heaveAccl” columns contain information for the motion, velocity and acceleration of the specified
point in earth-fixed coordinates system. The “waveElv@point waveVel@pt waveAccl@pt
RelZ@point RelVz@point RelAccl@point” columns contain information for the wave surface
elevation, wave surface fluctuation velocity and wave surface fluctuation acceleration at the
specified point, the relative motion, velocity and acceleration of the specified point relative to the
fluctuating wave surface below it.
In order to estimate the cargo latching forces at the specified point, one needs to specify the deck
surface normal by inputing the coordinates of another point. The vector from the ‘motion point’ to
the ‘Surface Normal Definition Point’ will define the normal of the deck surface. The last three
columns ‘XAcclDkSurf YAcclDkSurf ZAcclDkSurf’ in the point motion time history output file is
the acceleration of the specified point decomposed onto a deck-fixed local coordinate system.
The deck surface rotates with the ship.
VSMP STH first calculates the rotations of the normal of the deck surface with the ship. All
rotations should be small so that linear theory can hold up. All rotations are with respect to the
earth-fixed coordinate system. Ship rotations are in the order of yaw, pitch and roll. Choosing a
different order of rotation is also valid but will change the result. However, if the rotations are
small, the variations should be small as well. A unit vector N0 with an initial value of (x0,y0,z0), after
the q, p, r linear (earth-fixed) rotations, will assume a unit value Nt=(xt,yt,zt):
(xt,yt,zt) = (x0,y0,z0) Rz(q) Ry(p) Rx(r)
i.e.,
(cos q sin q 0) (cos p 0 -sin p) (1 0 0 )
(xt,yt,zt) = (x0,y0,z0) (-sin q cos q 0) (0 1 0 ) (0 cos r sin r)
(0 0 1) (sin p 0 cos p) (0 -sin r cos r)
Or
(cq sq 0) (cp 0 -sp) (1 0 0 )
(xt,yt,zt) = (x0,y0,z0) (-sq cq 0) (0 1 0 ) (0 cr sr)
(0 0 1) (sp 0 cp) (0 -sr cr)
T
(xt,yt,zt) = (x0,y0,z0) M, (xt,yt,zt) = MT T
(x0,y0,z0)
Where
M =
MT =
To decompose the acceleration onto the a deck-fixed local coordinate system, will take two steps:
First rotate the earth-fixed coordinate system (X,Y,Z) around its X axis by α = −atan2(yt, zt). The
resulted coordinate system is denoted as (X’,Y’,Z’). The coordinate transformation matix Rx for
this operation is:
Where cosα = zt / sqrt(yt* yt + zt * zt)
11-15
sinα = −yt / sqrt(yt* yt + zt * zt)
Next, rotate the (X’,Y’,Z’) system around its Y’ axis by β = atan(xt,sqrt(yt* yt + zt * zt)). The
resulted coordinate system is denoted as (X’’,Y’’,Z’’). The coordinate transformation matix Ry for
this operation is:
Where cosβ = sqrt(yt* yt + zt * zt)

sinβ = xt
The above sequence of coordinate system rotations will guarantee that the Z’’ will be in the
positive normal direction. An earth-fixed vector (Fxt,Fyt,Fzt) will be projected to the rotated deck
surface, whose normal is (xt,yt,zt) in the earth-fixed system, as follows:
(Fxt_deck,Fyt_deck,Fzt_deck)T = Ry Rx (Fxt,Fyt,Fzt) T
To output the Origin Motion and Point Motion for all the *.csn files, Click the “Out Motions
For All CSN FIles” button as shown.
11-16
12 Appendices
12.1 SMP95 Monohull Regular Wave Module Input File Description
This section gives further information on the data that is entered in the Regular Wave input file. In
VisualSMP, this data is entered through dialogs as described in Section 4. However, the ASCII
file may be edited by hand (carefully), with data described here.
The input to be developed for the regular wave module consists of hull form data, loading data,
and appendage data. The data is made up of data record sets. The number of data record sets
required for the regular wave module is 19; however, the number of records within each set will
vary according to the individual ship particulars and user requirements. Table 4.1 summarizes
the 19 data record sets.
Table 4-1: Record Set Summary

Record Set Description
1 Title
2 Program Options
3 Physical Units
4 Hull Particulars
5 Loading Particulars
6 Underwater Hull Geometry
7 Sonar Dome Particulars
8 Bilge Keel Particulars
9 Fins Particulars
10 Skeg Particulars
11 Propeller Shaft Particulars
12 Propeller Shaft Bracket Particulars
13 Propeller Particulars
14 Rudder Particulars
15 Passive Stabilizers
16 Sinkage and Trim
17 Wave Profile
18 Roll Damping Model
19 STOP
12-1
Users should be aware that when using fixed file formats, integers must be keyed at the correct
location, i.e., right justified within their specified fields. Floating point (real) numbers and
character information may be placed anywhere within the specified fields (unless otherwise
indicated in the data record sets).
The reference system that is used for input data to SMP is illustrated in Figure 4-1. The origin for
this system is defined as the intersection of the ship’s forward perpendicular (Station 0) and the
baseline at the ship’s centerline. Station 20.0 is defined as the aft perpendicular. The y-
coordinate of this system is measured from the ship’s centerline with y positive to port. The z-
coordinate of this system is measured from the ship’s baseline with z positive up. The units of y
and z must be the same, but can be expressed in either feet or meters.
y-axis
FP/ z-axis
Waterline
x-axis
x-axis
Origin
This reference system is used to define the input values for the underwater hull geometry, hull
and loading particulars, appendage information, and point locations at which motions are
computed.
12.2 Record Set Description

This particular section on the description of the record sets is an illustrative formulation on how to
manually prepare a regular wave input file. It is an important section to which the user should
constantly refer for detailed information regarding the contents of the input file. Thus, careful
reading of this section is highly recommended.
Note that each data record set is made up of one or more records. Any specific data record set
that should not be used is represented by a blank record. It should also be noted that some
records within a data record set may be eliminated or skipped, depending on the user’s needs
and information. The method used here to describe each data record set is to list each record, its
FORTRAN format, and the variable(s) contained on it.
12-2
12.2.1 Record Set 1: Title

Record 1 – FORMAT (20A4)
- [TITLE] (Character) – columns 1-80, title information.
This is a one-record data set consisting of up to 80 characters. The title should be
centered on the record and usually includes the ship, date, project, and / or other parameters that
make this run unique. This information will be output at the top of each printed page. For
historical reference, the user may desire to site the ship’s trim on this title record.
12.2.2 Record Set 2: Program Options

This is a one-record data set, which enables the user to control the extent of program
execution and the amount of data printed. Five option variables are contained on this record set.
The first variable, OPTN, is the program run option. The amount of calculations and thus
the run time is controlled by this option. It is recommended that the first time OPTN=2 or 3 is
selected, that the user save (catalog) the Base Ship Coefficient file (COFFIL, TAPE3). The
remaining four option variables, VLACPR, RAOPR, RLDMPR, and LRAOPR select specific
output tables to be printed.
Record 1 – FORMAT (8I5)
- [OPTN] (Integer) – column 5, major program control option.
1 – Hydrostatic calculations only. Printout consists of an input record “echo,”
input record description, and tables of ship and appendage particulars.
2 – Full run of SMP for all motions. First part of printout is the same as for
OPTN=1. In addition, tables of Response Statistical Values / encounter
modal periods (RSV / Toe) are printed for the sea states specified by the
user in Data Record Set 14. The following files are written: Origin
Transfer Function file, and a Speed Polar file. The Speed Polar file is
used for off-line plotting of the RSV data.
If no value is selected for OPTN (i.e., OPTN=0), a full run of SMP is made as in OPTN=2.
- [VLACPR] (Integer) – column 10, velocity and acceleration print option. Because the
standard SMP output is extensive, care should be exercised when selecting this
option. The RSV printout will triple when this option is selected. The velocities and
accelerations are always written out to the Speed Polar file, so the user may prefer to
plot this data rather than print it out.
0 or blank – No velocity and acceleration printout.
1 – Print out the velocity and acceleration RSV / TOE tables.
- [RAOPR] (Integer) – column 15, Response Amplitude Operator (RAO) print option.
The RAO tables are printed for the six-degree-of-freedom motions for long-crested
seas (user specifies significant wave heights in Data Record Set 14), and for each
speed, heading, and wave frequency defined in SMP. It should be noted that the
lateral motion RAO’s are nonlinear with sea state. The user should also be aware of
the large amount of printout generated when this option is selected. An RAO file is
generated only when the RAOPR option is selected.
0 or blank – No RAO printout.
1 – Print out RAO tables in addition to the RSV / TOE tables.
2 – Print out RAO tables and RSV / TOE tables.
12-3
- [RLDMPR] (Integer) – column 20, roll damping print option. This printout is
extensive. If RLDMPR > 0 then roll decay value "n" is printed out. If RLDMPR < 0
then nondimensional B44 is printed. The later is also labeled "n", although strictly
speaking it is not.
0 or blank – No roll damping tables printed.
1 - Zero speed, forward speed, added mass and damping, summary of roll
damping.
2 - Above plus damping and percent of total damping by device (hull, bilge keel,
etc).
3 - Above plus damping and percent of total damping by physical mechanism
(wave making, lift, etc)
- [LLRAOPR] (Integer) – column 25, RAO print option. Print the vertical shear force
and vertical bending moment response amplitude operators (RAO) and phase
angles. A load RAO file is generated only when the LRAOPR option is selected.
0 or blank – No load RAO tables are printed.
1 – Print out the load RAO’s and generate a load RAO file
- [ADDR](Integer) – column 30, Option to turn on the added resistance calculation,
0 or blank – No Added resistance tables are printed.
1 – Print out Added resistance tables.
- [VGOPTN] (Integer) – Column 35, the variable geometry option combined with trim
results in the hull being distorted as the sections are simply moved vertically.
Consequently, results will be best if the trim is relatively small. Also, with the variable
geometry option, each segment is generated as specified; the geometry input is
separated from the segmentation specification. A rectangular section, for example,
requires only three input points, even if finely segmented. Sections may enter or
leave the water. It will work for "normal" monohulls; unusual shapes may result in
difficulty. The resulting immersed form must be a monohull. Sections must be simply
connected; a hull with a large protruding bulb and a large protruding above water
bow will fail.
0 – Existing Static stations definition.
1 – Allow Sinkage and Trim.
- [RDMSEL] (Integer) – column 40, Roll damping model selection option is for
developmental use only.
0 – No selection, use defaults.
1 – Read Options from record set 18.
12.2.3 Record Set 3: Physical Units

Record 1 – FORMAT (2A4,2X,2F10.4,F10.8)
- [PUNITS] (Character) – columns 1-8, allowable physical units, e.g., units of length:
FEET or METER. If METER does not appear in columns 1-5, SMP will default to
FEET.
- [RHO] (Real) – columns 11-20, mass density of water in PUNITS. For example, if
PUNITS=FEET, use a value of 1.9905 slugs/ft3; or, if PUNITS=METER, use a value
of 1025.82 kg/m3.
12-4
- [GRAV] (Real) – columns 21-30, acceleration of gravity in PUNITS. For example, if

PUNITS=FEET, use a value of 32.1725 ft/sec; or, if PUNITS=METER, use a value of
9.8062 m/sec.
- [NU] (Real) – columns 31-40, kinematic viscosity in PUNITS. For example, if
PUNITS=FEET, use a value4 of 0.00001279 ft/sec; or, if PUNITS=METER, use a
value of 0.00000119 m2/sec.
These values determine the physical constants used in the calculation of the pressures and
motions. The suggested magnitudes of these units were taken directly from the ITTC tables.
PUNITS has two allowable options (FEET and METER) which enable the user to specify whether
English or Metric units will be used for the input data.
12.2.4 Record Set 4: Hull Particulars

Record 1 – FORMAT (3F10.4,F10.2,3F10.4)
- [LPP] (Real) – columns 1-10, length between perpendiculars.
- [BEAM] (Real) – columns 11-20, beam at Station 10.
- [DRAFT] (Real) – columns 21-30, draft at midships.
- [DSPLMT] (Real) – columns 31-40, displacement in long tons (salt water) if
PUNITS=FEET or mass in metric tons if PUNITS=METER.
- [VKDES] (Real) – columns 41-50, design speed in knots. The design speed, in
conjunction with the next variable, VKINC, is used in determining the total number of
speeds and the maximum speed for which motions are computed. For example, for
VKINC=5 (default), the ship speeds used in the computations are:
0, 5, 10,… ,VKDES. In this case, if VKDES is not divisible by 5, the next highest
speed divisible by 5 is used as the maximum speed.
- [VKINC] (Real) – columns 51-60, increment for speed. If zero or blank, a default
value of 5 is assigned.
- [AMODL] (Real) – columns 61-70, model length. Used for Reynolds Number scaling
in scaling skin friction and bilge keel calculations when model results are desired
(change RHO and NU to fresh water values). Set AMODL to zero for full-scale
calculations.
The hull particulars are in PUNITS units and are printed in the hydrostatics output. The
displacement printed in the hydrostatic table is calculated from the hull geometry and should be
checked with the input value to see if it is within tolerance. The maximum number of speeds
used in the computations is 8; therefore (VKDES/ VKINC)+1 should always be <8. Zero knots is
always the first speed.
If VKDES is less than 0, then the following records 4B and 4C are read, otherwise omit.
Record 4B - FORMAT (I5)
4
Based on saltwater at one atmosphere, 15°C (59°F).
12-5
[NVK] (Integer) - columns 1-5, number of ship speed values, maximum of 8.

Record 4C - FORMAT (8F10.4)
[VK(I)] (Real) - columns 1-10, 11-20, . . . , 71-80, ship speeds in knots in ascending order.
In this case, an arbitrary array of speeds is read in, VKDES is further ignored and VKINC is
completely ignored. The speeds must be in ascending order, otherwise spline interpolations over
speed will fail.
12.2.5 Record Set 5: Loading Particulars

Record 1 – FORMAT (6F10.4)
- [GMNOM] (Real) – columns 1-10, nominal value of GM in PUNTIS, which should
include any free surface corrections. The actual value of GM used in SMP is
computed as part of the hydrostatic calculations. GMNOM is provided as a check for
the user on the calculated GM value. However, the user should be aware that SMP
uses GMNOM to compute a nominal value of roll period, which, in turn, determines
the range of frequencies and wave modal periods used in the motion calculations.
One set of frequencies and modal periods is selected for a nominal period < 15
seconds and a different set is selected for a nominal period > 15 seconds. The
nominal roll period is determined as,
2
1.25 × (KROLL × BEAM)
Tφ = 2π
GRAV × GMNOM
Where KROLL is input in this Record Set, BEAM is input in Record Set 4, and GRAV
is input in Data Record Set 3. GMNOM must always be > 0.
- [DELGM] (Real) – columns 11-20, free surface correction, if any, in PUNITS. Always
positive and included in GMNOM, DELGM does not affect the location of the
metacenter (KM). DELGM will not affect ship roll motion calculation if the user input
GZ curve is used.
- [KG] (Real) – columns 21-30, distance from the keel to the center of gravity at the
LCB in PUNITS. The KG value that is input corresponds to the uncorrected GM.
The KG value printed in the hydrostatic table includes any free surface correction.
(KG+DELGM).
- [KPITCH] (Real) – columns 31-40, pitch radius of gyration divided by LPP. A typical
value of KPITCH is 0.25.
- [KROLL] (Real) – columns 41-50, roll radius of gyration divided by BEAM. KROLL is
referenced to the vertical center of gravity. A typical value of KROLL for frigates is
0.35.
- [KYAW] (Real) – columns 51-60, yaw radius of gyration divided by LPP. A typical
value of KYAW is 0.25.
12.2.6 Record Set 6: Hull Geometry

The underwater part of the hull is described in this record set by stations in the x direction and by
station offsets in the y and z directions using the Input Reference System as described
previously. An important consideration in preparing the offsets is to include the skeg(s) when
describing the aft hull lines. In addition to perhaps losing a significant amount of displaced
volume, elimination of the skeg(s) from the hull description alters the computation of roll damping
due to hull shape. A separate input description of the skeg(s) as an appendage will also be
required in Record Set 8 to determine lift damping.
12-6
- [NSTATN] (Integer) – columns 4-5, number of stations (maximum of 70).

NEXT RECORDS ARE REPEATED FOR NSTATN STATIONS.
- [NLOADS] (Integer) – columns 9-10, number of stations where vertical loads are to
be calculated (maximum of 10).
- [NBB] (Integer) – column 11-15, Flag to denote the existence of a bulbous bow.
0 – no bow bulb
1 – large destroyer-type bow bulb.
- [LKNPF] (Integer) – (Integer) – columns 16-20, longitudinal knuckle or discontinuity
indicator.
0 - No longitudinal knuckles.
1 - Logitudinal knuckle flag read at each station.
- [LSTLW] (Integer) – column 21-25, Flag to indicate whether or not to include the still
water forces/moments in loads calculation. In VisualSMP 3.0, 2.7, 2.6 and 2.5,
the still water forces/moments are automatically included in loads calculation. In
version 3.1, the user has a choice not to include the still water forces/moments in
loads calculation by giving a negative LSTLW.
- [NONLINGZ] (Integer), if NONLINGZ >=2, there needs to be a Record 6BGZ to give
the GZ (m or ft) vs. roll angle (deg). NONLINGZ must be less than 20. For roll
angle less than 1 deg, the program uses its calculated GM based on offsets and
KG. For roll angle greater than 1 deg, the program will rely on the GZ curve to
calculate an equivalent GM, in which case the calculated GM will be ignored.
Therefore, the slope of the given GZ curve at 0 roll angle should be exactly GM.
Record 6BGZ, skip if NONLINGZ <=1. Have to be at least 2 points but less than 20:
rollvarGZ(*,1), (20F7.2) is roll angle input as degrees, the first angle must be 0.0
rollvarGZ(*,2), (20F7.2) is the GZ for that angle, input as meters or feet; the first GZ
must be 0.0 corresponding to 0 degree roll
Record 6BP – FORMAT (2I5) - Required only if VGOPTN .eq. 1
The maximum number of points on the bow profile is equal to the maximum number of
points on a station (without the reduction for VGOPTN = 1.)
- [NBP] (Integer) – columns 4-5, number of points for bow profile
- [KNFBP] (Integer) – column 10, flag to indicate if bow profile contains a knuckle
0 – no knuckles on bow profile
1 – read array of knuckle flags
Record 6BP-1 – FORMAT (10X,10F7.2) – Required only if NBP .gt. 0
Repeat each line for as many lines as required:
- [BPST(J)] – columns 11-17, 18-24,… , stations of points on the bow profile
- [BPWL(J)] – columns 11-17, 18-24,… , waterlines of points on the bow profile going
from the keel to the deck.
Record 6BP-2 – FORMAT (10X,10(6X,I1) – Required only if KNFBP .eq. 1

Repeat for as many lines as required:
12-7
- [KNPBP(J)] – columns 17, 24,… , flag to indicate a knuckle in the bow profile data.
Record 2 – FORMAT (F10.4,3I5)

- [STATN] (Real) – columns 1-10, station number.
The stations are input in the order they occur along the ship, starting from the forward
most underwater station and ending at the aft most underwater station. Stations
forward of the FP and aft of the AP are allowed. For example, -0.28, 0.25, 0.5,
1.0, 2.0,… 10.0, …19.0, 20.0, 20.5. Station 10 must always be included.
- [NSOFST] (Integer) – columns 14-15, number of station offsets (maximum of 70).
NSOFST is variable from station to station, with a value of 0 allowed if there are no
offsets at a particular station (usually the FP and AP). The minimum value of
NSOFST is 3 for stations with offsets. The maximum is 70 points per station, but
the higher the number of points, the more chance that the Frank Close Fit routine
will fail. Use between 15 to 21 points per section (odd numbers work best).
Stations such as the FP and AP with NSOFST=0 are included for purposes of
longitudinal integrations.
- [KNPF] (Integer) – column 20, indicator as to whether section contains knuckles.
0 – No Knuckles.
1 – Read knuckle array.
- [NPTOS] (Integer) – column 25, indicates at which point to cut the geometry off if
VGOPTN is set.
Record 3 – FORMAT (F10.4,10F7.2)

- [HLFBTH(i)] (Real) columns 11-17, 18-24,…, [(NSOFST – 1)*7+11], station y-
coordinates for NSOFST offsets (referenced to the centerline, always positive).
Record 4 – FORMAT (F10.4,10F7.2)

- [WTRLNE(i)] (Real) – columns 11-17, 18-24,…, [(NSOFST – 1)*7+11] –
[NSOFST*7+10], station z-coordinates for NSOFST offsets (referenced to the centerline, always
positive).
Record 5 – FORMAT (10x,10(6x,I1)) required if KNPF is equal to 1

- [KNP(i)] (Real) – columns 18,24,…, [(NSOFST – 1)*7+11] – [NSOFST*7+10], flag to
indicate a knuckle in the station data.
RECORD SET 6SP - required only if VGOPTN .eq. 1

- NSP, KNFSP 2I5
- NSP - Number of points for stern profile

- KNFSP - 0 no knuckles on stern profile
12-8
1 read array of knuckle flags
if NSP .gt. 0 then read
- (SPST(J),J=1,NSP) 10X,10F7.2
- (SPWL(J),J=1,NSP) 10X,10F7.2
where SPST are the stations of points on the stern profile and SPWL are the
waterlines of points on the stern profile, going from the keel to the deck.
if KNFSP .eq. 1 read
- (KNPSP(J),J=1,NSP) 10x,10(6x,i1), repeated for as may lines as required
The maximum number of points on the stern profile is equal to the maximum number of points on
a station (without the reduction for VGOPTN = 1 noted above.)
If NLOADS is greater than 0 then the following record is repeated NSTATN times to define the
ship weight distribution.
RECORD SET 6F
STATN,SWGHT,SKG,SKROLL,SKPITCH,SKYAW (6F10.2)
where
- STATN= the station number. Stations for this section of input must be exactly the
same stations as for the definition of the hull offsets.
- SWGHT= a lumped weight which represents an apportionment of the weight curve to
STATN. Note that weight is expected to be in long tons (force) if PUNITS="FEET", or metric tons
(mass unit) if PUNITS="METER".
- SKG= vertical location of the center of gravity of the weight apportioned to the
station, feet or meters, positive above baseline.
- SKROLL = the roll gyradius of the weight apportioned to the station, the roll gyradius
is entered as a dimensional value (feet or meters) for the purposes of this record set.
- SKPITCH= the pitch gyradius of the weight apportioned to the station, feet or meters.
- SKYAW= the yaw gyradius of the weight apportioned to the station, feet or meters.
**** SKPITCH and SKYAW values are not currently used but are included for future use.
RECORD SET 6G - required if NLOADS > 0 (XLDSTN(K),K=1,NLOADS) (8F10.4)

where
- XLDSTN = the station numbers at which loads are to be calculated.
12-9
Note that the specified station numbers must correspond exactly to one of the station numbers
specified earlier.
12.2.7 Record Set 7: Sonar Dome Particulars

RECORD 7A - always required:
NSDSET Integer I5Number of sonar domes - must be 0 or 1
RECORD 7B - required if NSDSET > 0:
SDFST,SDAST,SDRWL,SDTWL Real 4F10.4
Station of the forward most point of the dome, station of the aftermost point of the dome, top of
the dome (typically the baseline = 0.0), and the lowest point of the dome. The sonar dome is
assumed to be a standard SQS 26 type of dome, modeled as a lifting surface with a lift curve
slope from experiment. Only one per ship is allowed.
12.2.8 Record Set 8: Bilge Keel

Record 1 – FORMAT (15)
[NBKSET] (Integer) – column 5, number of sets of bilge keels (maximum of two sets
allowed).
NEXT RECORDS ARE REQUIRED FOR EACH BILGE KEEL SET, SKIP IF NBKSET=O.
Record 2 – FORMAT (15,5X,3F10.4)

[NBKSTN] (Integer) – column 5, number of stations crossed by this bilge keel set.
[BKFS] (Real) – columns 11-20, the forward point of the bilge keel set expressed as a
station number, e.g., Station 12.25.
[BKAS] (Real) – columns 21-30, the aftermost point of the bilge keel set expressed as a
station number, e.g., Station 12.25.
[BKWD] (Real) – columns 31-40, the span (width) of the bilge keel set in PUNITS.
Note: NBKSTN is the number of stations crossed by this bilge keel set, so that a bilge keel going
from Stations 7.75 to 12.25 will cross 5 stations, 8, 9, 10, 11, and 12 with NBKSTN=5 (see Figure
4-3a). In addition, if a bilge keel should start or end exactly at a station, that station must be
included.
NEXT RECORD REPEATED FOR THE NBKSTN STATIONS OF THIS BILGE KEEL SET.
[BKSTN] (Real) – columns 1-10, bilge keel station. Value for BKSTN must correspond
exactly to station numbers (STATN) input in Record Set 6.
[BKHB] (Real) – columns 11-20, y-coordinate (positive) where bilge keel attaches to hull.
[BKWL] (Real) – columns 21-30, z-coordinate (positive up) where bilge keel attaches to
hull.
[BKAN] (Real) – columns 31-40, angle (positive in degrees) that the bilge keel makes to
the horizontal.
These records specifically locate the bilge keel in the Input Reference System and define the
angle that the bilge keel is attached to the hull for each station.
12-10
12.2.9 Record Set 9: Fin Particulars
Modified from DATA CARD SET 11 NOTE: relative to SMP84/87, variables IAGC, FALIM
and FVLIM are new to Record a. The entire Record b is new.
RECORD 9A - always required

NFNSET,IACTFN,IFCLCS,IAGC,FALIM,FVLIM (4I5,2F10.5)
where NFNSET = Number of fin sets, maximum of 2.
If NFNSET is zero no further fin input is required, and the values of the remaining variables are
immaterial.
IACTFN = Active/passive fin flag.
IACTFN = 0 for passive fins.
IACTFN = 1 for active fins.
IFCLCS = Input effective lift curve slope flag.
IFCLCS = 0, no input of lift curve slope
IFCLCS = 1, input effective lift curve slope
IAGC = Automatic gain control flag.
IACG = 0, automatic gain control disabled.
IACG = 1, automatic gain control enabled.
FALIM = Fin angle limit for Automatic Gain Control.
FVLIM = Fin angle velocity limit for Automatic Gain Control.
RECORD 9B - required if NFNSET > 0 and IACTFN > 0

(FAREDUCT(IV),IV=1,NVK) (8f10.4)
where
FAREDUCT = Array of speed dependent reduction factors applied to the fin
angle limit for Automatic Gain Control. (nondimensional, one for each specified speed)
RECORD 9C - required if NFNSET > 0 and IACTFN > 0
(FGAIN(IV),IV=1,NVK) (8f10.4)
where FGAIN = Array of speed dependent fin fixed gain factors (nondimensional, one
for each specified speed)
RECORD 9D - required if NFNSET > 0 and IACTFN > 0

(FK(I),I=1,3) (8f10.4)
where FK = Array of fin controller coefficients, where FK(1) is proportional to roll angle,
FK(2) is proportional to roll velocity, and FK(3) is proportional to roll acceleration
RECORD 9E - required if NFNSET > 0 and IACTFN > 0

(FA(I),I=1,3) (8f10.4)
12-11
where FA = Array of fin servo coefficients.
RECORD 9F - required if NFNSET > 0 and IACTFN > 0

(FB(I),I=1,3) (8f10.4)
where FB = Array of fin controller compensation coefficients.
RECORD 9G - NFNSET records required if NFNSET > 0 and IFCLCS > 0

(FCLCS(IV,K),IV=1,NVK) (8f10.4)
where FCLCS = Array of speed dependent effective fin lift curve slopes for each fin set.
(one for each specified speed).
RECORD 9H - NFNSET pairs of records required if NFNSET > 0

RECORD h.1: Specify root of fin FNRFS,FNRAS,FNRHB,FNRFWL,FNRAWL (5f10.4)
where: FNRFS = forward station of root of fin set.
FNRAS = aft station of root of fin set.
FNRHB = y-coordinate, positive, of root of fin set.
FNRFWL= z-coordinate, positive up from baseline, of forward station of root.
FNRAWL= z-coordinate, positive up from baseline, of aft station of root.
RECORD h.2: Specify tip of fin FNTFS,FNTAS,FNTHB,FNTFWL,FNTAWL (5f10.4)
where: FNTFS = forward station of tip of fin set.
FNTAS = aft station of tip of fin set.
FNTHB = y-coordinate, positive, of tip of finset.
FNTFWL= z-coordinate, positive up from baseline, of forward station of tip.
FNTAWL= z-coordinate, positive up from baseline, of aft station of tip.
12.2.10 Record Set 10: Skeg
Offsets describing the skeg are required in Record Set 6.

[NSKSET] (Integer) – column 5, number of sets of skegs (maximum of two sets allowed).
NEXT RECORD REPEATED FOR EACH SKEG SET, SKIP IF NSKSET=O.

[SRFLS] (Real) – columns 1-10, forward station of this skeg set.
[SRALS] (Real) – columns 11-20, aft station of this skeg set (bottom of skeg).
[SRAUS] (Real) – columns 21-30, aft station of this skeg set (top of skeg).
[SKHB] (Real) – columns 31-40, y-coordinate of skeg set (zero for a skeg on the
centerline, see Figure 4-4b).
12-12
[SRFLWL] (Real) – columns 41-50, z-coordinate of the forward station of the skeg set
(positive up from baseline).
[SRALWL] (Real) – columns 51-60, z-coordinate of aft station (bottom) of skeg set.
[SRAUWL] (Real) – columns 61-70, z-coordinate of aft station (top) of skeg set.
For each skeg set, this record uniquely defines the x, y, z hull coordinates for the forward, top aft,
and bottom aft centerline of the skeg. (See Figure 4-4a).
12.2.11 Record Set 11: Propeller Shaft Particulars

RECORD 11A - always required:
NPSSET I5
Number of propeller shaft sets
RECORD 11B - NPSSET required if NPSSET > 0:

IPSPR,PSDIA,PSFST,PSAST,PSFWL,PSAHB,PSAHB,PSAWL I5,7F10.4
IPSPR - index of associated propeller
PSDIA - propeller shaft diameter
PSFST - station, half breadth, and waterline of forward end of shaft segment
PSAST - station, half breadth, and waterline of forward end of shaft segment
PSFWL - station, half breadth, and waterline of forward end of shaft segment
PSAHB - station, half breadth, and waterline of after end of shaft segment
PSAHB - station, half breadth, and waterline of after end of shaft segment
PSAWL - station, half breadth, and waterline of after end of shaft segment
12.2.12 Record Set 12: Shaft Brackets – See Fig. 4-6.

[NSBSET] (Integer) – column 5, number of sets of propeller shaft brackets (maximum of
two allowed).
NEXT TWO RECORDS REQUIRED FOR EACH BRACKET SET, SKIP IF NSBSET=0.

[SOBRFS] (Real) – columns 1-10, forward station of outside root of bracket set.
[SOBRAS] (Real) – columns 11-20, aft station of outside root of bracket set.
[SOBRHB] (Real) – columns 21-30, y-coordinate (positive) of outside root of bracket set.
[SOBRFW] (Real) – columns 31-40, z-coordinate (positive up) of forward station of root.
[SOBRAW] (Real) – columns 41-50, z-coordinate of aft station of root.
12-13
Record 3 – FORMAT (5R10.4)

[SMTFS] (Real) – columns 1-10, forward station of tip of bracket set.
[SBTAS] (Real) – columns 11-20, aft station of tip.
[SBTHB] (Real) – columns 21-30, y-coordinate of tip.
[SBTFWL] (Real) – columns 31-40, z-coordinate of forward station of tip.
[SBTAWL] (Real) – columns 41-50, z-coordinate of aft station of tip.
12.2.13 Record Set 13: Propeller Particulars

RECORD 13A - always required: NPRSET I5 Number of propeller sets
RECORD SET 13B - required NPRSET times if NPRSET > 0:
Line 1:
PRST(IS), PRHB(IS), PRWL(IS), PDIAM(IS) ,TDC(IS), WAKET(IS), WAKEQ(IS),
PSRATIO(IS)
8F10.4
PRST(IS) Station of the propeller shaft axis
PRHB(IS) Halfbreadth of the propeller shaft axis
PRWL(IS) waterline of the propeller shaft axis
PDIAM(IS) propeller diameter
TDC(IS) (i-t)
WAKET(IS) (1-w_t)
WAKEQ(IS) (1-w_q)
PSRATIO(IS) ratio of speed of this shaft set to reference shaft set. (relevant only if
NRRSET > 1, should be one otherwise) If prhb is not equal to 0, it is assumed that there is a pair
of propellers equally spaced on either side of the centerline. (This convention is similar to that for
the rudder)
Line 2:
(ckt(i,is),i=1,3),(ckq(i,is),i=1,3) 6F10.4
coefficients for parabolic fits to the K_T and K_Q curves,
K_T = ckt(1,is) + ckt(2,is) J + ckt(3,is) J^2
K_Q = ckq(1,is) + ckq(2,is) J + ckq(3,is) J^2
RECORD b - required once if NPRSET > 0:

IRNFLG,NRESC 2I5
IRNFLG is a flag for resistance data or propeller rps data
Number of Froude numbers for which resistance or rps data is provided For IRNFLG = 1, the
following records are required, one pair per line
(FNRESC(i),CTOTAL(i),i=1,NRESC) F10.4,F15.9
12-14
Froude number and corresponding total resistance coefficient

For IRNFLG = 2, the following records are required, one set per line
((FNRESC(i),NRPSRI(j,i),j=1,NPRSET),i=1,NRESC)
F10.4,F15.9
NRPSRI are per propeller set. The Froude number range input must exceed the required range,
as spline interpolation is performed to obtain the shaft speed at the required ship speeds.
12.2.14 Record Set 14: Rudder

[NRDSET] (Integer) – column 5, number of sets of rudders (maximum of two sets
allowed).
NEXT TWO RECORDS REQUIRED FOR EACH RUDDER SET, SKIP IF NRDSET=O.

[RDRFS] (Real) – columns 1-10, forward station of root of rudder set.
[RDRAS] (Real) – columns 11-20, aft station of root of rudder set.
[RDRHB] (Real) – columns 21-30, y-coordinate (positive) of root of rudder set (see Figure
4-5b).
[RDRFWL] (Real) – columns 31-40, z-coordinate (positive up from baseline) of forward
station of root.
[RDRAWL] (Real) – columns 41-50, z-coordinate of aft station of root.

[RDTFS] (Real) – columns 1-10, forward station of tip.
[RDTAS] (Real) – columns 11-20, aft station of tip
[RDTHB] (Real) – columns 21-30, y-coordinate of tip (see Figure 4-5b).
[RDTFWL] (Real) – columns 31-40, z-coordinate of forward station of tip.
[RDTAWL] (Real) – columns 41-50, z-coordinate of aft station of tip.
For each rudder set, the above records define the coordinates of the root and tip centerline of
rudder (see Figure 4-5a).
12.2.15 Record Set 15: Passive Stabilizers

RECORD 1: NPSTBS = the number of passive stabilizers (integer, list I/O).
If NPSTBS= zero, no further input is required, and all the stabilizer code will be inoperative.
Under current dimensioning, up to three passive stabilizers may be specified, (NPSTBS greater
than three is fatal error.)
If NPSTBS .ne. 0 then NPSTBS more "records" of input to define each of the NPSTBS stabilizers
are required.
12-15
"RECORD 2" through "RECORD NPSTBS+1", each require 13 input numbers.

The read statement for each "record" is list I/O. Thus, the 13 numbers may be continued on
multiple lines as long as no comments intervene. Comments before and after each "record" are
permitted. Typically, all 13 numbers, to reasonable significance, will fit within the required 80
columns.
The variable names for each stabilizer definition are, in order:
NSTBNO, NSTBTP, NSTBUN, XSTB, GAMST, WPINER, OMSTB, RSC1, RSC2,
BSTBL, BSTBQ, RPSTAB, SATSTB
(The first three are integer, the remaining 10 are real.)
A brief definition of each of the variables follows:
NSTBNO= An arbitrary stabilizer identification number, limit to three digits for formatting
reasons.
NSTBTP= The stabilizer type: 1=U-tube, 2=Free-surface tank, 3=moving weight.
NSTBUN= A unit flag: 0=following dimensional variables are input in feet,
1=input in meters.
Note that the definition of length units MUST be the same as that for the ship in earlier input.
XSTB= Longitudinal location of stabilizer, feet or meters, positive aft of FP.
GAMST= Stabilizer types 1 and 2: specific gravity of tank fluid relative to that of the sea
or fresh water specified in Record Set 3.
For fresh water in the tank and the ship in sea water, GAMST is approximately = 62.4/64=0.975.
For tanks, the mass density of the fluid is computed as GAMST*RHO. Stabilizer type 3: use
GAMST = 1.0 (see discussion of WPINER).WPINER= Stabilizer types 1 and 2: the transverse
waterplane inertia of the tank liquid (feet**4 or m**4). NOTE: DO NOT include the corresponding
free surface correction to GMT in the earlier input; the dynamic solution takes care of it.
Stabilizer type 3: the volume of sea water equivalent to the mass of the moving weight (feet**3 or
m**3); that is, the mass of the moving weight is computed internally as RHO*GAMST*WPINER.
OMSTB= The stabilizer natural frequency, rad/sec.
RSC1,RSC2= The variables RSC1 and RSC2 between them define the effective vertical
location of the stabilizer relative to the vertical CG of the ship. Internally this height is computed
as RSC1-RSC2*KG, with KG found later from the other inputs for the ship. Units of RSC1 are
feet or meters, RSC2 is non-dimensional.
For stabilizer type 1: RSC1-RSC2*KG = S"/2, half the classical coupling length.
For stabilizer type 2: RSC1=(distance of tank bottom above keel + half the water depth),
RSC2=1.0.
For stabilizer type 3: RSC1 = distance of weight above keel, RSC2=1.0.BSTBL=
Empirical linear stabilizer damping coefficient, fraction of critical.
BSTBQ= Empirical nondimensional quadratic stabilizer damping coefficient. Definition
varies somewhat with stabilizer type, see the background section.
NOTE: either, but not both, of the damping coefficients may be zero.
RPSTAB= Stabilizer types 1 and 2: transverse offset of center of wing tank. (feet or
meters). Used to define the location of the vertical motion of the tank fluid which is used as the
dynamic tank variable. Stabilizer type 3: use RPSTAB=1.0, since not applicable.
12-16
SATSTB= Saturation limit definition (feet or meters). For stabilizer types 1 and 2, the
distance above or below the static tank waterline, at the lateral offset defined by RPSTAB, where
saturation is expected to begin.
For stabilizer type 3, the limit of transverse motion of the weight.
12.2.16 Record Set 16: Sinkage and Trim

STOPTN I5 Sinkage and trim option. Allowable values are:
0 none. Bishop and Bales approximation for destroyer hulls (existing SMP
option)1 input data
If STOPTN = 1 then the following need to be read in:RECORD SET 16.1 nstri I5
do i = 1,nstri
fnstri(i),snkri(i),trmri(i) 3F10.5
enddo
FNSTRI is the Froude number, SNKRI is the sinkage in PUNITS at midships, positive down,
and TRMRI is the trim, measured in PUNITS as the difference between the bow and stern
sinkage, positive bow up.
These values are interpolated over speed and consequently does not need to be changed as
requested speeds are changes. They must be in ascending order of Froude number and should
cover the entire speed range requested.
12.2.17 Record Set 17: Wave Profile

WPOPTN I5 - Wave profile option. Allowable values are:
0 existing smp model (none)
1 input data
2 Bishop and Bales approximation for destroyer hulls
If WPOPTN = 1 then the following need to be read in:
RECORD SET 17.1

nwprifn,nwprist 2I5
NWPRIFN Number of Froude numbers for wave profile input
NWPRIST Number of stations for wave profile input
do i = 1,nwprifn
do j = 1,nwprist
fnwpri(i),stwpri(j,i),wprzri(j,i) 3F10.5
enddo
enddo
FNWPRI Froude number
STWPRI station may vary with speed
WPRZRI wave elevation, in PUNITS, positive up
12-17
These values are interpolated over speed and consequently do not need to be changes as
requested speeds are changes. They must be in ascending order of Froude number and should
cover the entire speed range requested. Outside the range of stwpri, the wave profile is assumed
to be zero. The station values should be in ascending order. For best results, the wave profile at
the first and last stations should be zero. The stations at which the wave profile values are given
need not be at exactly the desired deck wetness calculation stations. Note that the range of
stations may vary with speed, but the number of stations must be the same for all stations. Note
also that the stations as well as the elevations are interpolated over speed using splines, the
values should vary smoothly.
12.2.18 Record Set 18: Roll Damping Model Selection

For development only
12.2.19 Record Set 19: Stop

Record 1 – FORMAT (A4)
[STOP] (Character) – columns 1-4, type STOP (last record to be read).
12.3 SMP95 Monohull Irregular Wave Module Input File Description
12.3.1 SMP Monohull Irregular Wave Input Record Overview

This section gives further information on the data that is entered in the Regular Wave
input file. In VisualSMP, this data is entered through dialogs as described in Section 4. However,
the ASCII file may be edited by hand (carefully), with data described here.
The input to be developed for the irregular wave module consists of seaway definitions
and point locations for motion calculations. The data is made up of data record sets. The
number of data record sets required for the irregular wave module is 8; however, the number of
records within each set will vary according to the individual ship particulars and user
requirements. Table 1-1 summarizes the 8 data record sets.
Table 1-1: Record Set Summary
Record Set Definition
1 Title
2 Program Options
3 Statistic Used for Roll Iteration
12-18
4 Seaway Description
5 Motions at a Point
6 Relative Motions
7 Ship Response
8 STOP
Users should be aware that when using fixed file formats, integers must be keyed at the
correct location, i.e., right justified within their specified fields. Floating point (real) numbers and
character information may be placed anywhere within the specified fields (unless otherwise
indicated in the data record sets).
The reference system, which is used for input data to SMP, is illustrated in Figure 1-1.
The origin (station 0) for this system is defined as the intersection of the ship’s forward
perpendicular, centerline and baseline. Station 20.0 is defined at the aft perpendicular. The y-
coordinate of this system is measured from the ship’s centerline with y positive to port. The z-
coordinate of this system is measured from the ship’s baseline with z positive up. The units of y
and z must be the same, but can be expressed in either feet or meters.
y-axis
FP/ z-axis
Waterline
x-axis
x-axis
Origin
This reference system is used to define the input values for the underwater hull
geometry, hull and loading particulars, appendage information, and point locations at which
motions are computed. Units for the irregular wave input file must be consistent with those found
in the regular wave file.
12.3.2 Record Set Description

This particular section on the description of the record sets is an illustrative formulation
on how to prepare an regular wave input file. It is an important section to which the user should
constantly refer before running a ship through regular wave module. Thus, careful reading of this
section is highly recommended.
Note that each data record set is made up of one or more records. Any specific data
record set that should not be used is represented by a blank record. It should also be noted that
some records within a data record set may be eliminated or skipped, depending on the user’s
12-19
needs and information. The method used to describe each data record set is to list each record,
its FORTRAN format, and the variable(s) contained on it.
RECORD SET 1 - TITLE

Variable: TITLE
Format: 20A4
RECORD SET 2 - OPTIONS

Variables: RAOPRNOPTN, LRAOPRNOPTN, RSVPRNOPTN, SEVPRNOPTN,
LCOPTN, SCOPTN, TOEOPTN
Format: 10I5
Define as 1 to activate option, 0 otherwise
RAOPRNOPTN: Option to print ship response amplitude operators,
LRAOPRNOPTN: Option to print load response amplitude operators,
RSVPRNOPTN: Option to print ship response statistical values,
VLACPR: Option to print RMS velocities and accelerations
SEVPRNOPTN: Option to print severe motion table (If=0, None output; If =1, severe
motion tables are printed under the same conditions as for SMP84; If =2, Severe motion
tables are output as defined in Record 7F below). The severe motion table option has yet to
fully implemented.
LCOPTN: Option to select longcrested seas
SCOPTN: Option to select shortcrested seas
TOEOPTN: Option to select encountered modal periods (TOEs) for all responses
RECORD SET 3 - STATISTIC USED FOR ROLL ITERATION

Variables: STATIS, (STATNM(I),I=1,5)
Format: F10.4, 5A4
STATIS: Value used in calculation of responses to irregular waves: multiplies RMS value
(STATNM(I),I=1,5): label If STATIS is input as less than or equal to 0, the following
default values are used:
STATIS = 2.00
STATNM(I) = 'SIGN','IF. ','SA ',' ',' '
RECORD SET 4 - SEAWAY DESCRIPTION
Record 4A - FORMAT (I5,5X,F10.4) – always required.

[IWVSPC] (Integer) - column 5, number of significant wave heights (sea states).
0 - Bretschneider wave spectrum.
1 - Jonswap wave spectrum.
12-20
2 - Ochi-Hubble six-parameter wave spectrum - most probable.

3 - Ochi-Hubble six parameter wave spectrum - all cases.
4 - Ochi-Hubble six parameter wave spectrum – input arbitrary parameters.
[GAMMA] (Real) - columns 11-20, JONSWAP Spectrum peak factor is number of times
greater than Bretschneider spectrum peak, usually a value of 3.3. Values of 1.0 or
less default to Bretschneider spectrum. Values greater than 4.0 are limited to 4.0.
The JONSWAP spectrum is based on the North Sea data and is used for coastal
regions.
Record 4B - FORMAT (I5) – always required.

[NSIGWH] (Integer) - column 5, number of significant wave heights (sea states). The
maximum value for NSIGWH is 20, while the default is 4. If IWVSPC = 3, NSIGWH
must be 1.
NEXT RECORD REQUIRED IF NSIGWH > 0, OMIT IF IWVSPC = 4.
Record 4C - FORMAT (8F10.4)
[SIGWH] (Real) - columns 1-10, 11-20, . . ., significant wave height to be used with each
of NSIGWH wave spectra, in PUNITS (SMPREGW Data Record Set 3).
The four default values of significant wave height (set when NSIGWH = 0) are 1, 1.5, 2,
and 3 meters corresponding to Sea States 2, 3, 4, and 5 for ships with roll periods < 9
seconds. Significant wave heights of 1.5, 2, 3, and 5 meters corresponding to Sea
States 3, 4, 5, and 6 for ships with roll periods between 9 and 15 seconds. Significant
wave heights of 2, 3, 5, and 7.5 meters corresponding to Sea States 4, 5, 6, and 7 are
used for ships with roll periods > 15 seconds. If IWVSPC = 2, 3, or 4 defaults are not
applicable.
NEXT TWO RECORDS REQUIRED IF NSIGWH > 0, OMIT IF IWVSPC > 1.

Record 4D - FORMAT (I5)
[NTMOD] (Integer) – column 5, number of modal wave periods, maximum of 15.
Record 4E - FORMAT (8F10.4)
[TMODAL] (Real) – columns 1-10, 11-20, . . ., NTMOD modal periods of wave spectrum,
in seconds.
NEXT RECORD REPEATED FOR NSIGWH WAVE HEIGHTS IF IWVSPC = 4,

OMIT OTHERWISE.
Record 4F - FORMAT (6F10.4)
[HS1] (Real) – columns 1-10, significant wave height for first peak, in PUNITS.
[WS1] (Real) – columns 11-20, modal frequency for first peak, in radians/second.
[LAMBDA1] (Real) – columns 21-30, shape parameter for first peak (1 = Bretschneider).
[HS2] (Real) – columns 31-40, significant wave height for second peak, in PUNITS.
[WS2] (Real) – columns 41-50, modal frequency for second peak, in radians/second.
[LAMBDA2] (Real) – columns 51-60, shape parameter for second peak (1 = Bretschneider).
12-21
These variables define the Arbitrary Ochi-Hubble spectrum parameters.
RECORD SET 5 - MOTIONS AT A POINT

RECORD SET 5a: Input number of points where absolute motions will be calculated.
Must be no greater than mxnptloc which is defined in the param.def file, currently as 10.
Variable: NPTLOC
Format: I5
RECORD SET 5b - Input labels and point locations - include if NPTLOC defined in
Record Set 5a is greater than 0.
For the Kth of NPTLOC points, define:
Variable: PTNUMB(K), (PTNAME(I,K),I=1,8), XPTLOC(K), YPTLOC(K), ZPTLOC(K)
Format: I5,5X,8A4,8X,3F10.4
PTNUMB(K): integer used for label only, typically point location
number(PTNAME(I,K),I=1,8): identifying label used in output
XPTLOC(K): x coordinate: station number, based on 20 stations.
YPTLOC(K): y coordinate: ship centerline is 0, positive to port
ZPTLOC(K): z coordinate: from baseline (with waterline at DBLWL)
RECORD SET 6 - RELATIVE MOTION

RECORD SET 6a: Input number of points where relative motions will be calculated. Must
be no greater than mxnfrebd which is defined in the param.def file, currently as 10.
Variable: NFREBD
Format: 2I5
NFREBD: number of points where relative motion (and related responses) are to be
calculated
RECORD SET 6b - Input labels and point locations - include if NFREBD defined in
Record Set 6a is greater than 0.
For the Kth of NFREBD points, define:
Variable: FBNUMB(K), (FBNAME(I,K),I=1,8), XPTFBD(K), YPTFBD(K), ZPTFBD(K)
Format: I5,5X,8A4,8X,3F10.4
FBNUMB(K): integer used for label only, typically point location number
(FBNAME(I,K),I=1,8): identifying label used in output
XPTFBD(K): x coordinate: station number, based on 20 stations.
YPTFBD(K): y coordinate: ship centerline is 0, positive to port
ZPTFBD(K): z coordinate: from baseline (with waterline at DBLWL)
RECORD SET 7 - SHIP RESPONSES
12-22
RECORD SET 7a: Origin Motions - Always include

Variable: (ORGRSP(I),I=1,3)
Format: (3I5)
Define as 1 to activate option, 11 to activate motion and Toes; 0 otherwise.
NOTE: three components will be calculated in each case.
ORGRSP(1): DSP - Displacement for 6DOF responses
ORGRSP(2): VEL - Velocity " " "
ORGRSP(3): ACC - Acceleration " " "
RECORD SET 7b: Include if NPTLOC defined in Record Set 5a is greater than 0,
For the Kth of NPTLOC points, define:
Variable: (PTRSP(I,K),I=1,9)
Format: 9I5
Define as 1 to activate option, 11 to activate motion and Toes; 0 otherwise.
For responses at the Kth point location specified in Record Set 5b
PTRSP(1,K): DSP - Displacement for translations in x, y and z directions
PTRSP(2,K): VEL - Velocity for translations in x, y and z directions
PTRSP(3,K): ACC - Acceleration for translations in x, y and z directions
PTRSP(4,K): HFE - Longitudinal and lateral accelerations in the body axis (Ship)
coordinate system
PTRSP(5,K): MSI - Motion Sickness Incidence (not completely implemented)
PTRSP(6,K): SLD - Motion Interruption induced by sliding (not completely implemented)
PTRSP(7,K): TIP - Motion Interruption induced by tipping (not completely implemented)
RECORD SET 7c: Include if PTRSP(5,K), PTRSP(6,K) or PTRSP(7,K) in Record Set 7b

is non-zero (i.e., MSI, sliding or tipping)
Variables: OBJCG, XMU, MSITIM, LONTIP, LATTIP, TRIML, HEEL

Format: 7F10.4
[OBJCG] (Real) – columns 1-10, vertical CG of object/person relative to ZPTLOC(K), used in

tipping and sliding calculations, default value = 3 feet or 0.91 meters.
[XMU] (Real) – columns 11-20, coefficient of friction for sliding, must be between 0 and 1,
default value = 0.25, for shoe on interior tile floor. On dry non-skid deck XMU is at least
1.0.
[MSITIM] (Real) – columns 21-30, motion sickness time interval, hours, default value = 4.
[LONTIP] (Real) - columns 31-40, longitudinal tipping coefficient, default value = 0.165.
[LATTIP] (Real) - columns 41-50, lateral tipping coefficient, default value = 0. 233.
[TRIML] (Real) – columns 51-60, longitudinal trim angle, degrees, default value = 0.0.
[HEEL] (Real) – columns 51-60, lateral heel angle, degrees, default value = 0.0.
RECORD SET 7d: Include if NFREBD defined in Record Set 6a is greater than 0,
12-23
For the Kth of the NFREBD points, define:

Variable: (RMRSP(I,K),I=1,5)
Format: 5I5
Define as 1 to activate option, 11 to activate motion and Toes;
0 otherwise
For responses at the Kth point location specified in Record Set 6b

RMRSP(1,K): DSP - Relative Motion displacement
RMRSP(2,K): VEL - Relative Velocity
RMRSP(3,K): SLM - Slamming
RMRSP(4,K): EMG - Propeller tip emergence
RMRSP(5,K): WET - Wetness
RMRSP(6,K): SPR - Slam pressures
RMRSP(7,K): SFR - Slam forces
RECORD SET 7e: Include if RMRSP(6,K) > 0 or RMRSP(7,K) > 0 (slam pressures or
slam forces),
Line 1:
Variables: K, HWB(K), DRANGL(K), ALPHA(K), HRS(K)
Format: I10, 5F10.5
K
HWB - half width of flat bottom at station
DRANGL - deadrise angle in degrees at station if drangl < or = 0 - ochi's method
used to compute form factor
if drangl > 0 - truncated wedge method used to compute form factor
ALPHA - exceedance parameter for calculation of extreme slamming pressure
for design consideration
SDRAFT - design draft or draft at station depending on who you believe (ochi
and motter or schmitke)
HRS - number of hours of ship operation time
Note: if K is not correct, program stops
If Ochi-Motter method used to compute the form factor, the following data must
be provided, starting at the keel or at the edge of the flat bottom. The vertical
extent must equal or exceed ten percent of the local draft. The input format is
the same as that for hull section input. Knuckles are allowed. This section data
will be interpolated to obtain section data at the exact waterlines required by the
Ochi-Motter method
Line 2:
Variables: STASLM, NP, KFS
Format: F10.4, 2I5
STASLM - Station for slam pressure section data
12-24
NP - Number of points on station

KFS - Flag = 1 to indicate knuckles on station, 0 otherwise
Line 3:
Variables: STASLM, (HLFBSL(J),J=1,NP)
Format: F10.4,10F7.2
HLFBSL(J) - Halfbreadths of section points
Line 4:
Variables: STASLM, (WTRLSL(J),J=1,NP)
Format: F10.4, 10F7.2
WTRLSL(J) - Waterlines of section points
Line 5: required if KFS equals 1.

Variables: (KFS (J),J=1,NP), slam section offset knuckle flag for NP offsets,
repeated for as may lines as required
Format: 10x, 10(6X,I1)
KFS(J) - Flags = 1 to indicate knuckles at this point, 0 otherwise
Note: The Schmitke [14] slam force code is included to preserve it; its validity
needs to be established.
Line 6 Record 7f – FORMAT (I5), required if sevprnoptn = 2, omit otherwise

[NSEVINP] (Integer) – column 5, number of Severe Motion points, maximum 13.
Line 7, Record 7f2 – FORMAT (3I5,5X,A60), required if nsevinp > 0, omit otherwise
[IPTSEV(I)] (Integer) – column 5, Severe Motion point index, 0-10.
0 – Center of Gravity, 1 to 10 – At motion points as defined in Record Set 5.
[IMTSEV(I)] (Integer) – column 10, Severe Motion mode index, 1-6.
1 – Surge, 2 – Sway, 3 – Heave, 4 – Roll, 5 – Pitch, 6 – Yaw.
[ITTSEV(I)] (Integer) – column 15, Severe Motion type index, 1-3
1 – Displacement, 2 – Velocity, 3 – Acceleration.
[RSPNME(I)] (Character) – column 21-80, Severe Motion point label.
This input allows definition of the Severe Motion table that is different from the default.
RECORD SET 7g: Load Responses at load stations specified in the SMPREGW
input file, always required.
12-25
Variable: (LDRSP(I),I=1,5)
Format: 5I5
Define as 1 to activate option, 11 to activate motion and Toes; 0 otherwise
LDRSP(1): HSF - Horizontal Shear Force
LDRSP(2): VSF - Vertical Shear Force
LDRSP(3): TRM - Torsional Moment
LDRSP(4): HBM - Horizontal Bending Moment
LDRSP(5): VBM - Vertical Bending Moment
RECORD SET 8 - STOP

Variable: STOP
Format: (20A4)
Define as 'STOP'.
12-26
12.3.3 Record Set Summary
SMPREGW SMPIRGW
Record Set
Definition Definition
1 Title Title
2 Program Options Program Options
3 Physical Units Roll Iteration
4 Hull Particulars Seaway Description
5 Loading Particulars Motions Points
6 Underwater Hull Geometry Relative Motion Points
7 Sonar Dome Ship Reponses
8 Bilge Keel Stop
9 Roll Stabilizer Fins
10 Skeg
11 Propeller Shafts
12 Propeller Shaft Brackets
13 Propellers
14 Rudders
15 Passive Stabilizers
16 Sinkage and Trim
17 Wave Profile
18 Roll Damping Model*
19 Stop
*This record set is not implemented.
12-27
12.4 SMP95 Passive Stabilizer Option
12.4.1 OBJECTIVE
The objective of the passive stabilizer option in SMP95 is to enable some approximate
estimates of the worth, or otherwise, of passive ship stabilization. The caveat arises because
even the simplified practical models of the dynamics of the most used tank stabilizer types
contain two types of (not entirely negligible) nonlinearities. The first type of nonlinearity is
“quadratic” tank damping. The second type is that of the eventual saturation of the roll moment
generation capability for large tank excitations. These nonlinearities have to be handled in an
approximate way within the limitations imposed by the linearized frequency domain method of
SMP.
12.4.2 RANGE OF STABILIZER TYPES

The analytical models of both common forms of passive tanks, as well as that of a
moving weight stabilizer, are ultimately of identical form. Consequently, as long as some
variation in the definition of the input parameters are allowed, the same basic code can serve to
represent the effects of U-tube tanks, Free-surface tanks, and moving weight stabilizers.
12.4.3 APPROACH TO THE HYDROMECHANICAL SOLUTION

The way in which SMP handles the basic ship roll nonlinearities determines to a great
degree how the passive stabilizer solution is handled. The basic SMP theory holds that the ship
roll nonlinearities are purely a function of roll amplitude. Given this assumption, the SMP way is
to linearize the lateral motion solution for each of a number of assumed roll amplitudes, thus
producing a number of sets of lateral motion transfer functions, each of which is associated with
the assumed roll amplitude. Predictions of lateral motions in irregular seas are made by an
interpolation procedure where the interpolation point is determined by an equality of interpolated
assumed roll amplitudes with interpolated significant roll amplitudes which are predicted from the
corresponding set of linearized transfer functions.
The present approach to the solution of the coupled nonlinear ship-stabilizer dynamics is
1
conceptually similar to that adopted for free-flooding tanks some years ago . Each combination
of ship sped, heading, assumed roll angle and wave frequency defines a deterministic problem
which may be handled in the frequency domain. Each frequency domain solution for a point of
the stabilized roll transfer function is made iteratively in two stages, the first to obtain a solution
for an unsaturated stabilizer, and the second to correct for the effects of saturation.
At the start of each iteration for the unsaturated stabilizer an estimate of the roll and
stabilizer transfer functions are in hand, either by guessing, or from previous iterations. The fact
that a fixed, constant, roll amplitude was assumed in the first place allows and implied wave
amplitude to be computed. With an implied wave amplitude and the estimate of the tank motion
transfer function, an estimate of stabilizer amplitude may be obtained. With the stabilizer
amplitude, the nonlinearities may be evaluated and linearized to complete the specification of a
linearized coupled ship-stabilizer problem which has one extra degree of freedom for each
stabilizer. Solution of the coupled problem yields revised estimates of roll and stabilizer transfer
functions, which are used to begin the iteration again, unless the solutions differ form the initial
assumptions by a small enough amount to ignore.
Once a reasonably good solution is obtained for the unsaturated case, the implied wave
amplitude is used to compute the stabilizer motion, and the answer is compared with the
specified saturation limits. If the stabilizer motion is not within the specified saturation limits, a
second iteration, generally similar to the first, is carried out. In this second iteration the stabilizer
amplitudes exceeding the saturation limit are limited to a reasonable level by a conventional
12-28
energy argument. Once stabilizer amplitude is limited, the solution for the stabilizer transfer
function is known. With a known stabilizer solution, the saturated stabilizer degree of freedom is
dropped from the coupled ship-stabilizer problem, and corresponding stabilizer coupling terms
formerly on the left hand side of the system of linearized motion equations are transposed to the
right hand side to correct the motion excitation for the effects of the saturated stabilizer.
It should be noted that this approach to the production of stabilized roll transfer functions
involves approximating the nonlinear solutions to a physical problem where the amplitude of the
exciting regular wave is adjusted so as to produce a stabilized roll amplitude which is essentially
equal to that assumed. Though it fits with the SMP way of doing things, the result for a single
assumed roll amplitude is not the same as would be obtained form a physical regular wave test
results requires an interpolation procedure similar to that adopted by SMP for irregular waves.
12.4.4 IRREGULAR WAVE PREDICTIONS

Once the hydromechanical problem is solved, the resulting lateral motion transfer
functions are stored and used in exactly the same way as in the unstabilized case.
Consequently, apart from the transfer functions, and answers, will be different from the
unstabilized case, none of the down-stream SMP processing for motions in irregular waves is
affected by the presence of stabilizers.
A by-product of the solution is a set of stabilizer motion transfer functions for the
unsaturated case. The only really useful thing which can be done with these results is to predict
the number of saturations per unit time. This operation is carried out in the irregular wave half of
SMP95, and the results are listed for the most saturated stabilizer in the more-or less standard
SMP way for slamming or deck wetness incidence. The saturation incidence results are listed
automatically as long as the user does not suppress the listings of the basic ship motion
responses.
12.4.5 TANK STABILIZERS

As has been noted, the basic equations are identical for the two common types
of tank stabilizers. The equation for either type of stabilizer ends up in the program in the
following form:
−
ργΙWξ&&2 + ργΙW[gξ4 − lξ&&4] + ργΙW Χξ&&6 +
ργgΙW  ξ&&7  2ργgΙW & ργΙw & & (1)
 2 +ξ7  + βLξ7 + βQ ξ7 ξ7 = 0
ℜ ω t  ℜ ω t ℜ
where the first three terms are the transposed excitation to the tank and:
ξ2 is the sway motion,
ξ4 is the roll motion,
ξ6 is the yaw motion, and
ξ 7 is the tank fluid motion measure. Tank motion is defined as a vertical motion of the
tank free surface in a wing tank. The exact lateral location is defined by the parameter
ℜ.
12-29
ℜ is the lateral offset of the location of the “measurement” of ξ 7 .

ργ represents the mass density of the fluid in the tank, in terms of ρ , the mass density
of the water in which the ship floats, and γ , a specific gravity of the fluid in the tank
relative to ρ .
g is the gravitational constant.
ΙW is the transverse inertia about the ship centerplane of the tank waterplane area.
−
Χ is the longitudinal location of the tank with respect to the ship vertical center of
gravity.
l is the effective vertical location of the tank relative to the ship vertical center of
gravity.
ωt is the tank natural frequency (rad/sec).
βL is a nondimensional linear damping coefficient.
β Q is a nondimensional quadratic damping coefficient.

Equation 1 expresses the moment response of the tank in response to moment excitation
produced by the motion of the ship. As defined above, the units of each of the terms in Eq. 1 are
moment (about the center of gravity of the ship). Within the program, all the motions are implicitly
divided by wave amplitude because of the necessity of computing transfer functions, and the
actual equation within the program has units of force.
Unfortunately, the fluid dynamics internal to the tank are sufficiently complicated that, for
serious design, the tank frequency and damping coefficients, ω t , β L , and β Q , are regarded as
empirical parameters which must be obtained from bench tests of model tanks.
The tank frequency, ωt is taken from bench tests as the frequency of peak tank motion
response for very small excitation, or, as the frequency at which the moment response of the tank
lags motion by 90°.
The definition of the damping coefficients may be better illustrated by writing the equation
for the tank dynamics after an impulsive excitation (a viable experimental approach for U-tubes at
least). Zeroing the first three excitation terms of Eq. 1, and eliminating common factors results in
an equation for ξ 7 , partially in the standard form of a simple oscillator:
ω2
ξ&&7 + ωt2ξ 7 + 2ωt β Lξ&7 + t β Q ξ&7 ξ 7 = 0 (2)
g
From Eq. 2 the coefficients of the linear damping of the tank motion immediately identify
βL as a fraction of critical damping. Similarly, the non-dimensional quadratic damping of the
tank motion, β Q , would be a fitted empirical dimensional coefficient (units of 1/length) times
g/ ω t .
2
12-30
12.4.5.1 Particular input parameter definitions, U-tube stabilizer

The detail and form of the general equation for the tank, Eq. 1 owes much to the early
work of Webster2,3 for U-tubes. Equation 1 is essentially that of Webster, after compensating for
the fact that the SMP coordinate system has the Z-axis positive up instead of down, and
transforming Webster’s “tank angle”, τ, to vertical motion at the wing tank center by ξ 7 = ℜτ . A
few of the parameters defined for Eq. 1 have special definitions for the U-tube as follows:
ΙW is conventionally taken to be 2A0R2 where A0 is the area of the free surface in one
wing tank.
l is half the classical coupling length, S 11 , defined for example by Webster3. That is, in
Eq. 1, l = S / 2.
11
ωt is defined by ωt = 2 g / S 1 , where S 1 is the classical effective U-tube length3.
12.4.5.2 Some approximations for U-tube tank input

On the premise that first approximations may be useful, and/or, that no bench test results
are available for a U-tube tank similar to a candidate U-tube geometry, VSMP U-tube input form
will assist user to prepare the U-tube input to SMP95. Such a thing is possible only the simplified
tank geometry. The simplified geometry assumed is indicated in Fig. 1 where the upper diagram
is of athwart ship section through the tank, and the lower is the planform.
U-Tube Anti-Roll Tank
Athwartship Section
Tank Height
Fluid Depth
Tank Wall
Duct Height
Slope
Tank Length
Planform Section
Tank Width
Duct Width
Duct Length
Fig. 1. Terminology, simplified U-tube Tank
As shown in the figure, the simplified geometry involves a rectangular crossover duct Bc
in length, Dc in height and Lc in width. The wing tanks, of width Lt (fore and aft direction), are
12-31
allowed to flare α degrees, and the overall athwart ship tank length, Bt, is reckoned to the
intersections of the static waterline with the outboard sides of the wing tanks. The static water
depth is denoted by h.
With the geometry shown in Fig. 1:
Α o = Lt (Βt − Βc ) 2
ℜ = (Βt + Βc ) 4
  
tan (α ) 
2h
 − 1n 1 −
Α Β
S 1 ≈ 0 c + 2h   (Β t − Β c ) 
 
tan (α )
Dc Lc 2 h
 

(Β t − Β c ) 
 (h − Dc 2 ) 
l = S 11 2 ≈ Z 0 + h − (h − Dc 2 )2 − tan (α 2 ) − KG
 ℜ 
where Z0 is the distance form keel to the tank bottom, and KG is the ship vertical center
of gravity.
With the previous definitions of geometric parameter and tank frequency, the above
leaves the nondimensional damping coefficients, β L and β Q to be defined. The UTTANK
program allows entry of independently determined values as well s a default selection.
The default selection to be outlined has not been widely correlated with experiment, at
least not in published form, though it is known to have provided reasonable results. It is based
upon the early work of Webster4, and results in damping which is entirely quadratic. Bench tests
of U-tubes often produce some non-negligible linear damping, as well as the expected quadratic
damping. Since an average estimate of the linear damping in U-tube is not known, the UTTANK
program arbitrarily sets β Q to a small value-1% of critical.
The approach to the quadratic damping coefficient involves the approximation of the
pressure head losses through the crossover duct as though the flows were steady. In particular,
the head loss through the simplified duct is represented in the form:
 1   A0  ξ 7
H c =  ∑ Clk  
2
( )
& 2
= Cl
( )
ξ&7
2

 k   Dc Lc  2 g 2g
where the sum over the loss coefficients, Cl1k , pertains to the multiple mechanisms which
by contribute to the head loss. The various loss coefficients, Cl1k are assumed to be estimated
relative to the mean velocity in the duct. The squared A0/(DcLc) factor is to correct the reference
velocity to that of the fluid at the free surface of the wing tank.
12-32
2
  A 
Cl =  ∑ Cl1k   0 
 k   Dc Lc 
is termed the total head loss coefficient. Comparing Eq. 1 with the corresponding
derivation in Webster2, the nondimensional quadratic damping coefficient required for SMP95
input is found to be
β Q = Cl 4
The default damping estimates are considered to be from three sources,
Estimated loss coefficient due to friction in the duct, Cl11 . Friction in the duct is
estimated from an approximate representation of Moody high Reynolds Number fully turbulent
pipe friction factors, a roughness of 0.002 feet or 0.0006 meters, and the length an hydraulic
radius of the crossover duct. (Friction is ordinarily not the controlling part of the total loss
coefficient for tanks of the present type, and accordingly, no great care has been taken with this
part of the estimate.)
Sudden expansion and contraction losses together produce a loss coefficient, Cl12
between 0 and 1.5, depending upon the ratio of wing tank and duct cross-sectional areas,
according to tabulated values assembled by Webster4.
Longitudinal structural stiffeners are assumed to protrude into the duct about every 5 feet
or 1.5 meters. Each is assumed to contribute a loss coefficient of 0.95, so that the third loss
source, Cl13 , will be some multiple of 0.95.
12.4.5.3 Input parameter definitions, Free-surface stabilizer

The use of an equation of the form of Eq. 1 for free-surface stabilizers is justified by some
old work of Dalzell5,6 in which it was shown that the moment generation capability of a series of
free-surface stabilizers could reasonably be represented by a mechanical model which amounts
to a moving weight roll stabilizer. Since the U-tube model was known to be essentially the same
as the moving weight stabilizer model, it was reasonable to presume that the free-surface tank
model could be squeezed into Eq. 1 as well. In fact, there is little squeezing necessary. The
same parameters which were interpreted differently for the U-tube are interpreted differently for
the free-surface tank.
ΙW The transverse waterplane inertia is computed in exactly the same manner as for any
other tank on the ship.
( )
l is Z 0 + h 2 − KG where Z0 is the height of the tank bottom above the keel, h is the
depth of water in the tank, and KG is the height of the ship center of gravity above
the keel.
12-33
ωt is not estimated in anything like the same way as in the U-tube case.
12.4.5.4 Some approximations for free-surface tank input

For the same reasons mentioned in connection with U-tube approximations, a pre-
processor program was built into VSMP Free-surface tank form to ease the preparation of SMP95
input for free-surface tanks. As in the former case, the tank geometry is simplified for this
purpose. Figure 2 indicates the simplified geometry, where the upper diagram is of athwart ship
section through the tank and the lower is the planform. Everything except the depth of water, h,
is in the plan of the free-surface tank. The athwart ship overall length is denoted Bt, and the
length of the crossover channel by Bc. Similarly, the (fore and aft) width of the wing tank is
denoted by Lt and the width of the crossover channel by Lc.
Free-surface tanks come in three flavors: “H” type, “C” type, and “Rectangular”. Figure 2
indicates the “H” type. In the “C” type, one side or the other of the crossover channel is aligned
with the forward or aft end of the wing tanks, according to the location of the transverse ship
bulkhead against which the tank is placed. For present purposes there is no difference between
an “H” type tank and a “C” type. The Rectangular tank has no constriction of the crossover
channel (Lc = Lt). The flow is controlled to some extent by “picket fences” which are ordinarily
placed near the quarter points of the tank.
Fig. 2. Terminology, Simplified Free-surface Tank
A reasonable estimate of tank period is obtained by means of an “effective length”

concept under which the tank frequency is estimated by the formula for the frequency of an
unobstructed tank of a different than physical length5. For the free surface tank the “effective
length”, BE, is estimated by:
12-34
L 
Β E = Βt + Βc  t − 1
 Lc 
and then the tank frequency by:
gπ  h 
ωt = tanh π 
BE  BE 
Note that for the rectangular tank the formula yields BE = Bt, and tank frequency is what
would be expected physically.
As far as damping is concerned, there is no physical way to proceed with estimates. The
work on the mechanical model analogy5 suggested on the basis of analysis of an extensive series
of experiments on one parent H type tank and one rectangular tank6 that the effective damping
could be modeled s entirely quadratic. Thus, the default linear damping in the VSMP
preprocessor is β L = 0. 001
The analysis of the same old experiments suggested an empirical non-dimensional form
for the quadratic coefficient, which, when translated into present notation and the conventions of
Eq. 1, becomes:
g2
βQ = C*
ω t2ℜΒt
where ℜ is the offset of the point at which ξ 7 is defined and:
C* = 6.6 for Rectangular tanks

C* = 5.0 for H type tanks
It should be noted that the database on which these results are based is slim. The
reasons why the result is suggested for preliminary purposes are; 1) no other approach besides
bench testing is known, and 2) the values of C* are relatively close for two tanks of widely varying
shape.
12.4.6 MOVING WEIGHT STABILIZERS

The moving weight stabilizer consists of a weight which is constrained to move a athwart
ship on some sort of track, springs to provide a restoring force, and some form of damping
device. There have been very few moving weight stabilizers built, and it is doubted that there is
much demand. The capability to treat this type of stabilizer has been incorporated primarily
because the incorporation consumed very little time.
12-35
The program is signaled to set up the moving weight stabilizer equations in a somewhat
different way by the input stabilizer type specification. Once all the coefficients of the various
motions are reduced to numerical form, there is no difference in the programming of the solutions
for stabilized motions. As far as the program is concerned, at the outset the equation for the
moving weight stabilizer is as follows:
[ ]
m7ξ&2 + m7 gξ 4 − lξ&&4 + m7 Χξ&&6 +
[ ] mω 2
m7 ξ&&7 + ω t2ξ 7 + 2m7ω t β Lξ&7 + 7 t β Q ξ&7 ξ&7 = 0
g
(3)
where the units of the equation are force, and:
ξ 2 ,ξ 4 ,ξ 6 are the ship sway, roll and yaw motions as in the tank equation.
ξ7 is the athwart ship linear motion of the weight. (In the tank case the use of a vertical
motion of tank fluid required a location parameter, ℜ , which is absent here.)
m7 is the mass of the moving weight. The actual input to the program is the volume, ∇,
of the equivalent mass of the water in which the ship floats. Thus the mass is computed
as m7 = ργ∇.
Χ is the longitudinal location of the stabilizer with respect to the ship longitudinal center
of gravity.
l is the vertical location of the weight relative to the ship vertical center of gravity.
ωt is the stabilizer natural frequency (rad/sec).
βL is a nondimensional linear damping coefficient.
βQ is a nondimensional quadratic damping coefficient
Since this stabilizer is a mechanical device, estimates of the natural frequency, and
perhaps the damping coefficients, are likely to be possible from first principles from the basic
mechanics of the system.
12.4.7 REFERENCES
1. Webster, W. C., J. F. Dalzell, and R. A. Barr, “Prediction and Measurement of the
Performance of Free-Flooding Ship Anitrolling Tanks,” SNAME Transactions, Vol. 96 (1988).
2. Webster, W. C. and P. Dogan, “The Analysis of the Control of Activated Anti-roll
Tanks,” Hydronautics, Incorporated, Technical Report 490-2 (Dec 1966).
3. Webster, W. C., “Analysis of the Control of Activated Antiroll Tanks,” SNAME
Transactions, Vol. 75 (1967).
4. Webster, W. C., “The Design of Tanks for use in an Active Tank System,”
Hydronautics, Incorporated, Technical Report 490-3 (July 1967).
12-36
5. Dalzell, J. F., “Initial Development of a Nonlinear Mechanical Model for the

Moment Response of Free-surface Roll Stabilization Tanks,” Southwest Research Institute,
Technical Report No. 3, Contract Nonr-3926(00) (Mar 1966).
Dalzell, J. F., “An Experimental Parameter Study of the Fluid Force and Moment
Response of Two Typical Ship Roll Stabilization Tanks,” Southwest Research Institute, Technical
Report No. 2, Contract Nonr-3926(00) (Feb 1966).
12.5 Monohull Horizontal and Vertical Loads Calculations Corrections
12.5.1 Background
Though the strip theory ship motions and loads results of Salvesen, Tuck and Faltinsen (1970)
formed the basis for the “Standard Motions Program”, SMP, the first version, SMP81, (Meyers et
al 1981), included no loads computations at all. Later, the omission was partially rectified by the
inclusion of code for vertical plane loads in SMP84, (Meyers & Baitis 1985).
Somehow, the vertical loads computation in SMP84 acquired a bad reputation between the
release of the code and the work described in (Dalzell et al 1992) where it was shown that the
results were at least as valid as those of the competition. At this point interest was revived in SMP
loads computation, and in 1994 a little support was made available to attempt the inclusion of a
lateral loads capability in SMP.
In the period between 1985 and 1994 there appeared several versions of SMP. For example,
SMP87 and SMP91 included modifications made at NAVSEA for porting to VAX and UNIX
machines. SMP91, produced by Meyers at DTMB was a complete port of SMP84 to PC’s.
At the time of the start of the inclusion of the lateral loads code the most advanced version at
DTMB was that which was probably later called SMP93-PC, and this was the version used as the
baseline for the load modifications.
In the earlier versions load transfer functions were computed late in the program when irregular
waves were involved. For use with the lifetime loads program developed by Sikora, et al (1983), it
was desirable to be able to write out load transfer function files at an earlier stage of the
computation. Accordingly, the loads part of the program was re-organized to accomplish this. This
re-organization facilitated the inclusion of the (purely potential flow) lateral loads theory of
(Salvesen et al 1970).
During the application of lateral load results from the resulting version of SMP to the estimation of
lifetime lateral loads, serious closure errors were detected. The diagnostics suggested that the
lack of closure was primarily due to the inclusion of appendage and viscous loads in the lateral
motions computations—but not in the loads computations. Work was started on a cure for this
problem, but the operation ran out of steam and money, and was abandoned in favor of other
commitments late in 1994. The net result of this operation was an experimental, partially
undocumented, version of SMP that was occasionally called SMP94X.
In 1995 the development of SMP95 was initiated. Among the objectives of this development were
the consolidations of as many as possible of the embellishments of the various previous versions,
the reorganization of the code to separate deterministic hydromechanics from irregular wave
estimates and seakeeping assessment issues, and to improve maintainability of the code.
Because the SMP94X code mentioned in the last paragraph appeared to contain the best
assortment of embellishments, this code was adopted as the baseline.
The net effect was that SMP95 contained all the basic loads code of earlier versions of SMP,
warts and all.
During the development of SMP95 the loads code was tested only to the extent required to prove
operability and reasonable correlation of vertical moments with those resulting from SMP84 and
12-37
SMP94X. The intent in the work summarized here was to re-investigate, and if possible fix, the
loads closure problems which had surfaced in 1994.
12.5.2 Baseline Closure Check

Because a floating ship is a free-free beam, the internal bending moments and shears must be
zero at the ends of the ship. Following the basic decisions in (Salvesen et al 1970), in all versions
of SMP bending and shear loads at a section are derived from an integration of the sectional
loads over the hull forward of the station in question. This means that the computed moments and
shears will automatically be zero at the bow, and that, if the computation is closing properly, the
computed moments and shears should tend toward zero as the station of interest approaches the
stern.
The tendency of moments and shears toward zero at the stern should be true for all the wave
frequencies which are significant in the load transfer function and for all wave directions. Though
it is the trends of the transfer functions which are at issue, a convenient and more compact
overall measure of closure may be obtained by using the transfer functions to compute significant
loads as a function of hull station. If these significant loads, plotted on hull station do not
extrapolate to some value which is reasonably small at the stern it is a good indication that the
underlying transfer function computations are not closing properly.
For the purposes of the original closure investigation the CG-47 was used as the input data for
the model described in (Dalzell et al 1992). This input data includes definitions of most
appendages including bilge keels, rudders and skeg, but for some reason no shaft brackets. This
input data was made up for SMP84 and thus the possible dome and propeller shaft appendage
inputs of SMP95 were not included.
Note: For the verification of the integration of the loads calculation corrections into
VisualSMP v2.5, the notional Frigate model was used. The Figures from the original
investigation have been retained, and the results from the VisualSMP v2.2.4 and the v2.5
will follow immediately after the originals.
The original investigation was done at three speeds for the ship of zero, 15 and 20 knots were
assumed, as was a long crested irregular wave with significant height of 16.4 feet and modal
period of 15 seconds. With these assumptions SMP95 was organized to produce significant load
estimates for 20 stations of the 25 hull station definition, and programming was assembled to
extract and plot sub-sets of the resulting data from the SMP95 “.oot” file.
The comparison between VisualSMP v2.2.4 and v2.5 was done at three speeds zero, 15, and 30
knots. A longcrested irregular wave with a significant wave height of 5 meters, and a modal
period of 12.4 seconds was chosen.
The available version of SMP95 was denoted Version 11, released on 1 August 1996. This
version, originally checked on a VMS system, was ported to a local PC using Watcom FORTRAN
for DOS. The results of test problems on the PC reasonably checked with those originally
obtained under VMS.
Figure 1 is the result of the baseline closure investigation for the significant vertical plane bending
and shear loads. A bow (45◦) wave direction was selected for the presentation. In each frame the
results for the three ship speeds are shown. Note that the SMP convention is that loads may be
computed only for points which are mid-way between hull stations. Thus the points shown are on
half stations near midships. At the stern, the next to last station is 19.75 so that the last load
computation is for station 19.875.
12-38
Figure 1 - Baseline closure check, vertical loads, CG47 in bow waves

The results shown in Fig. 1 were a major surprise. It was concluded on the basis of a much less
intensive check in (Dalzell et al 1992) that the vertical moments computed by SMP84 closed
adequately, and it was assumed that the present results would confirm this earlier conclusion.
Figure 1 indicates that the vertical moment closure error exceeds 10% of the midships moment!
Perhaps it depends upon the definition of “adequately”, but the evidence in Fig. 1 suggests that
the vertical moments really do not close well. The closure of vertical shear actually looks worse.
12-39
Vertical Bending Moment
90.000
80.000
70.000
Vertical Bending Moment x 10000

60.000
v2.5 0 knots
v2.5 15 knots
50.000
v2.5 30 knots
v2.2.4 0 knots
40.000 v2.2.4 10 knots
v2.2.4 20 knots
v2.2.4 30 knots
30.000
20.000
10.000
0.000
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
Station
Vertical Shear Force
120.000
100.000
Vertical Shear Force x 100
80.000
v2.5 0 knots
v2.5 15 knots
v2.5 30 knots
60.000 v2.2.4 0 knot
v2.2.4 10 knot
v2.2.4 20 knot
v2.2.4 30 knot
40.000
20.000
0.000
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
Station
Figure 2 - Baseline closure check, vertical loads, notional Frigate in bow waves
It should be noted that between SMP95 v11a and SMP95 v26 which again was the baseline
incorporated into VisualSMP, an unknown author attempted to adjust the LCG of the loads to
match the LCB of the hull, this appears to be have been the main driver in why VisualSMP v2.2.4
over predicts loads in all cases. This has the effect of magnifying the closure errors in the vertical
bending calculations.
The guts of the code for vertical moment and shears were investigated in SMP91, SMP87 and
SMP84 with the conclusion that no technical changes had occurred since the first incorporation of
loads into SMP. The implication is that vertical loads from SMP have always had a closure
problem that is big enough to notice in a determined investigation, but not enough to badly distort
correlation studies that tend to concentrate on midships loads.
It was noted that SMP87 installed on the VAX system at NAVSEA contained an error where the
wave height was squared vice being the square root of the wave height.
Figure 3 is the corresponding result of the baseline closure investigation for the significant lateral
plane loads. The three frames show horizontal moments and shears and torsional moment. As
expected, the moment closure errors are a quite significant fraction of midships horizontal and
torsional moments, as are the at-speed shear errors.
12-40
Figure 3 - Baseline closure check, lateral loads, CG47 in bow waves
The magnitude of the closure errors shown in Figs. 1 and 3 were verified approximately by
plotting the load transfer functions for several stations in the after part of the ship.
Figure 4 is the corresponding result of the baseline closure investigation for the significant lateral
plane loads using VisualSMP v2.2.4 and V2.5. The three frames show horizontal moments and
shears and torsional moment. The results are more in line with differences between SMP95 v11
and V11a. The moment closure errors are a quite significant fraction of midships horizontal and
torsional moments, as are the at-speed shear errors
12-41
Horizontal Bending Moment
3.000
2.500
Horizontal Bending Moment x 10000

2.000
v2.5 0 knots
v2.5 15 knots
v2.5 30 knots
1.500 v2.2.4 0 knots
v2.2.4 10 knots
v2.2.4 20 knots
v2.2.4 30 knots
1.000
0.500
0.000
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
Station
Horizontal Shear Force
6.000
5.000
Horizontal Shear Force x 100
4.000
v2.5 0 knots
v2.5 15 knots
v2.5 30 knots
3.000
v2.2.4 0 knots
v2.2.4 10 knot
v2.2.4 20 knot
2.000
1.000
0.000
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
Station
Torsional Moment
3.000
2.500
2.000
Torsional Moment x 10000
v2.5 0 knots
v2.5 15 knots
v2.5 30 knots
1.500 v2.2.4 0 knots
v2.2.4 10 knots
v2.2.4 20 knots
v2.2.4 30 knots
1.000
0.500
0.000
0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0 20.0
Station
Figure 4 - Baseline closure check, lateral loads, notional Frigate in bow waves
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12.5.3 SMP95, Version 11a, the closure error corrections

A number of code changes were made in order to reduce the closure problems. The resulting
version of SMP95 is called Version 11a in order to emphasize the fact that the baseline for the
current work was Version 11 (it is understood that there have been a number of increments to the
version number since 1996). Here, the nature of the changes is outlined. A changed module list
will appear later.
At the time of the creation of VisualSMP the core version of SMP95 was at version 26 and had
significantly departed from the version 11 baseline. The version 11a data package was delivered
to Alion after the passing of its author, and discussions between McCreight and Alion determined
that the priority for incorporation of these changes was relatively low due to the amount of effort
estimated in 2002 to complete the project.
In early 2007 the priority shifted as more customers found the need to compute forces and
moments as part of their project. The incorporation of the version 11a fixes to the loads
calculations was undertaken and version 2.5 of VisualSMP was released.
12.5.3.1 Modifications to input conventions and defaults

There is no change in the input, only in the interpretation of some input and in some defaults.
SMP95 Record set 6F includes the definition of the ship weight distribution. The corresponding
excerpt from the SMP95 Version 11 input instructions is presented in Table 1.
Table 1 - Excerpt from SMP95 Input Instructions, Record Set 6F
The convention that the lumped weight representation of the ship must include a lumped weight
at each and every hull station was established in SMP84 and was implied in (Salvesen et al
1970). It is not a terribly convenient convention because weights are seldom estimated in lumps
which are coincident with stations. Moreover, the assumption that each lump was a point mass in
the pitch and yaw directions often made it very difficult to make an input weight distribution for
12-43
SMP from design estimates without the extra degrees of freedom that the gyradii of the lumps
would provide. Accordingly, pitch and yaw gyradii of each lump were provided for in the SMP95
input, but not actually used in Version 11. The change made for Version 11a was to use these
gyradii for the load computation. Because of the way that SMP handles null input fields it is not
necessary to define the pitch and yaw gyradii of the lumped weights if they are actually zero.
Note that it is assumed that the center of gravity of each lump is at the defining station at the
given vertical position and in the ship centerplane. It is also assumed that the three gyradii of
each lumped weight are with respect to its center of gravity. Finally, a further assumption is that
all the products of inertia of each of the lumped weights are zero or negligible.
The data in Record Set 6F defines the “weight ship”. Immediately after the input is read in Version
11a, the totals for the “weight ship” are computed and written in the output file.
The computation includes the total weight (or mass), the longitudinal and vertical centers of
gravity (LCB, KG), the roll, pitch and yaw gyradii, and the roll-yaw product of inertia divided by the
ship mass. The gyradii and the product of inertia are computed relative to the ship center of
gravity.
In Version 11, the data contained in the weight distribution is used only in the computation of the
load transfer functions, while the total mass, the centers and the inertias used in the motions
computation are from the hydrostatic computations and the overall centers and gyradii given in
Record Set 5. Thus, as far as mass distribution effects are concerned it is possible to specify
entirely different “hydrodynamic” and “weight” ships—which would guarantee serious load closure
errors.
Accordingly, Version 11a contains some revised philosophy, which is that if loads are to be
computed, the vertical center and the gyradii in Record Set 5 are to be replaced by values for the
ship derived from the input weight distribution. In detail, if loads are to be computed, the input
definition of KG is replaced by the value computed from the weight distribution. The delta KG for
free surface is ignored—in any event this feature of SMP does not appear to do anything but
modify the Record Set 5 KG. Additionally, if loads are to be computed, the Record Set 5 values of
roll, pitch and yaw gyradii are replaced by the values computed from the integration of the weight
distribution. Note that while the Record Set 5 roll gyradius is supposed to be relative to the cg, the
input pitch gyradius is to be about a point in the waterplane and at the LCG; the values from the
weight distribution computation are corrected accordingly. Normally the roll-yaw product of inertia
of the ship is defaulted to zero. If loads are to be computed, the roll-yaw product of inertia is
defined from the weight distribution integration.
As in Version 11, the user must insure that the total specified weight is close to the displacement
computed for the specified draft and trim and that the LCG from the input weight distribution is
close to the LCB from the hydrostatic computation. Accordingly, in Version 11a, once the
hydrostatics are complete, the weight and displacement and the LCB and LCG are compared. It
is assumed that the two measures of weight are sufficiently close if they differ by less than 0.5%.
Similarly, it is assumed that LCB and LCG are sufficiently close if they differ by less than 0.5% of
ship length. If either or both of these criteria are not satisfied, a fatal error occurs—the offending
numbers are printed in the log and output files and the execution is terminated.
SMP95 Record set 6G includes the definition of the longitudinal locations where loads are to be
computed. The corresponding excerpt from the SMP95 Version 11 input instructions is presented
in Table 2.
It has been noted that the actual locations for which SMP computes loads are midway between
the specified station and the next higher one. Though it is not a serious problem, the code does
not bear out the Note in Table 2. It appears to the writer that if the specified station falls between
two hull stations, the load location will still be midway between the stations.
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Table 2 - Excerpt from SMP95 Input Instructions, Record Set 6G
An exception has been included in Version 11a. For purposes of checking closure, modifications
were made to the code to allow the last specified load station to correspond to the last hull station
(station 20). In this case the location of the load computation is at the last hull station. When this
condition is detected, a notice is written in the log file that a closure check station is included in
the run.
Because the input weight distribution used for the CG-47 was already pretty well aligned with the
overall displacement, centers and gyradii these changes made very little change to the closure
problems evident in the example, Figs. 1 and 3.
12.5.3.2 The Salvesen, Tuck & Faltinsen end terms

The hydrodynamic theory of (Salvesen et al 1970) included what were called “end terms”. There
was argument about the practical validity of these terms from the outset. In the documentation of
the motions programming of SMP81, (Meyers et al 1981), it is plainly stated that the theory is that
of Salvesen, Tuck and Faltinsen without the end terms. As is borne out by an examination of the
code, this decision carried through to SMP95. An examination of the loads code in Version 11
disclosed that the code reflected the loads formulae of (Salvesen et al 1970) including the end
terms.
The Salvesen-Tuck-Faltinsen formulae for the shears and the torsional moment all include end
terms. Besides being a simple programming error, this end term inconsistency is clearly a
potential source of lack of closure in the shears and torsional moments. The end term code in
Version 11 was eliminated in Version 11a. The result was an improvement in closure of shears
and the torsional moment though it was evident that there were other problems.
12.5.3.3 Vertical plane load corrections

In all versions of SMP the vertical and lateral plane motions are computed separately. Possibly
for this reason, any possible vertical plane appendage forces are neglected. The effect is that the
vertical moment and shear loads are completely unaffected by the presence or absence of
appendages, or by the semi-empirical viscous computations which contribute to roll damping. The
vertical load closure problem is purely one involving consistency of rigid body dynamics and
potential flow.
A review of the consistency of the motions and loads computations in all parts of the vertical
plane problem disclosed two additional inconsistencies. Both involve the programming of the load
side to conform to the formulae of (Salvesen et al 1970) without compensating for alterations
made to the motions side of the Salvesen-Tuck-Faltinsen theory by the SMP developers.
While Salvesen, Tuck and Faltinsen developed their expressions for loads for a 5 degree of
freedom system (neglecting surge), the SMP programmers included the surge degree of freedom
(in an incomplete way). The effect was that the surge and pitch equations were inertially coupled,
12-45
and this in turn meant that for consistency a surge dependent coupling term had to be added to
the expression for the vertical moment load.
Similarly, Salvesen, Tuck and Faltinsen approximated the pitch restoring coefficient as the
product of the weight density of water and the longitudinal inertia of the waterplane, while the
SMP programmers used the product of displacement and longitudinal metacentric height. To
achieve consistency in this respect, terms involving VCB and VCG were added to the vertical
load expression from Salvesen, Tuck and Faltinsen to compensate for the difference.
These corrections, along with the elimination of the end term coding appear to reduce the vertical
moment and shear closure errors to an acceptable level.
12.5.3.4 Lateral plane load corrections: rigid body and potential flow
With the inconsistencies discovered in the purely rigid body and potential flow vertical plane
loads, it was thought prudent to pursue the possibility of similar problems in the lateral plane
loads. Fortunately, the SMP95 programming is such that it is straight forward to disable all
considerations of appendages and viscous flow approximations, and consider the lateral plane
motions and loads as a purely rigid body and potential flow problem.
With the appendage effects suppressed, the lateral moment appeared still to have enough of a
closure problem to be of concern, the lateral shear closure error seemed at an acceptable level,
and the torsional moment closure problem was small, but visible.
In the roll restoring component of the torsional moment computation of Version 11 the coding
combines terms involving the sectional vertical center of gravity and the sectional center of
buoyancy into a single lumped approximation to apply at each hull station. It was found that the
closure error of the torsional moment was reduced to an acceptable level if the essentially
hydrostatic part of the restoration problem was treated as a numerical integration, and the vertical
center of gravity part as a lumped approximation centered at each hull station. The change is
essentially one of integration method rather than one involving fundamental inconsistencies.
Despite a good deal of analysis of the decomposition of the lateral moments into sectional
contributions, and quite a number of numerical experiments to diagnose the problem, the lack of
good lateral moment closure could not be fixed. From an examination of the transfer functions it
appears that there is some inconsistency involving the coupling from roll. This points to an
inconsistency in the hydrodynamic components of the lateral moment. It may well be purely
numerical since without appendage damping the roll angles are quite large.
Figure 5 shows the closure chart for lateral moment and shear and torsional moment that was
obtained when all appendage code was suppressed and the CG47 was stripped of all
appendages for good measure. The significant moments for shears and torsional moments tend
uniformly toward zero at Station 20 as hoped, but those for horizontal bending moments do not.
The best that can be said is that the closure appears somewhat better than that displayed in the
corresponding baseline chart, Fig. 4.
12-46
Figure 5 - Closure check, version 11a with appendage code suppressed, CG47
without appendages
12.5.3.5 Lateral plane load corrections: appendages, active fins, stabilizers
In order to compute the effects of appendages on loads, the total forces and moments produced
by the appendages must be transformed into sectional load components that may be partially
integrated to produce the total effect of appendages on the loads at a specified longitudinal
position. Looked at the other way, in order that the computations close, the integration over the
entire hull of the sectional load components for torsional moment and lateral shear must equal the
appendage contributions to the roll moment and sway force on the ship. Integration of the
sectional lateral moment components over the entire hull must equal the sum of the appendage
12-47
contributions to yaw moment about the LCG and a moment of transference of the appendage
sway force to the aft end of the ship.
The Version 11 code contained what appeared to be tentative beginnings of code to achieve
these goals. This code was used as an initial guide. However, the final code was philosophically
different in detail and thus is nearly all new.
The most important appendages are relatively concentrated in the longitudinal direction. Thus, for
purposes of computing loads, it appeared that a reasonable approximation to the sectional forces
and moments from appendages would involve concentrated forces and moments on appropriate
discrete stations (just as the weight distribution is concentrated on stations). Because the
specified load locations can only be midway between stations, under this scheme the
computation of the influence of the appendages on the total loads from this lumped approximation
amounts only to partial summations of the lumped appendage forces and moments for stations
forward of the specified load position.
Within SMP, forces and moments due to “appendages” include lift, eddy making and skin friction
forces and moments on the hull in addition to like quantities on real appendages such as skegs,
shaft brackets, fins and bilge keels. Because the effects of the hull are usually relatively small, it
was assumed a reasonable approximation to distribute the hull contributions uniformly over the
hull length. With less of a stretch the contributions of the other appendages were distributed over
near stations. The mechanics involve a simple subroutine which returns a weighting number for
each hull station given the longitudinal extent of the appendage. The sum of the weighting
numbers is unity so that the total of the weighted forces and moments are the same as the total
computed for the ship.
In the Version 11 code, all the linear effects of appendages upon the lateral equations of motion
are computed in one of two subroutines that differ very little. In either case the routine increments
each term in the complex 3 by 3 left hand sides of the lateral plane equations, and each of the
three complex excitations. At this point in the computation the roll moments are about the vertical
center of gravity. In order to ultimately compute loads about the waterplane, the complex
increments due to each appendage are transformed from the vertical cg to the waterplane.
Finally, the transformed complex increments are weighted and these weighted results are
accumulated in two holding arrays that are ultimately passed to the module where the loads are
computed.
Each of the appendages contributes to a value of the nonlinear roll damping coefficient. The total
of the contributions of all appendages is passed to the main motions computation module and
inserted into the equations of motion before their solution. The nonlinear contributions for the load
computation are handled similarly to the linear contributions.
At the conclusion of the computation for each appendage, its contribution to the total is weighted
according to the longitudinal extent of the appendage and accumulated in a third holding array
which ultimately finds its way to the load computation module.
The active fin code produces linearized increments to the complex coefficients of roll in the three
equations of motion. As before, these increments are relative to an origin at the vertical center of
gravity, and accordingly, they are transformed to an origin at the waterline before weighting in
accordance with the fin location and accumulated in a fourth holding array against the load
computation.
When passive stabilizers are specified, each contributes an additional degree of freedom to the
lateral motions system, as well as additional excitations to the sway, roll and yaw equations.
Once the stabilized system is solved and values of the stabilizer transfer are known the
computation of the force and moment increments to the equations of motions may be made.
These are weighted in accordance with the longitudinal location of the stabilizers and the
weighted increments are accumulated in a fifth array against the later load computation.
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12.5.4 Closure Demonstration

Figure 6 is the result of the re-running the baseline closure investigation on Version 11a for the
significant vertical plane bending and shear loads. As in Fig. 1, a bow (45◦) wave direction was
selected for the presentation. In each frame the results for the three ship speeds are shown. In
these runs advantage was taken of the Version 11a modification that allows the specification of
Station 20 as a load station. The moments near midships are not changed much from those
shown in Fig. 1. As desired, the moments at the aft end of the ship tend quite well to a very small
fraction of midship moment. The vertical shears also tend quite well to zero at the aft end of the
ship. Note by comparing the results with those in Fig. 1 that the code modifications have
produced some change in the magnitude of the vertical shears.
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Figure 6 - Final closure check, vertical loads, CG47 in bow waves
Figure 7 is the corresponding result of re-running the baseline closure investigation on Version
11a for the significant lateral plane loads. The three frames show horizontal moments and shears
and torsional moment. As desired, the moments at the ends of the ship are much closer to zero
than was true at the outset, Fig. 2. When the contributions of the appendages are taken into
account the horizontal moment closure is better than that shown for the hull-only case, Fig. 3. The
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lateral shear closure is quite good as a percent of the shear magnitude near the quarter points,
that of the torsion is slightly less good.
Figure 7 - Final closure check, lateral loads, CG47 in bow waves
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12.6 SWMP96 SWATH Regular Wave Module Input File
12.6.1 Record Set 1, Title
TITLE(I),I=1,8
Format(8A10)
TITLE is an 80 character descriptive title which serves as a header throughout the output written
on file MOUT.
12.6.2 Record Set 2, Type of run indicator
RUNTYPE
Format(A10)
Allowable Values: RUNTYPE = 'PRELIMINAR'

RUNTYPE = 'COMPLETE R'
'PRELIMINAR' if execution is to stop after geometric and hydrostatic calculations have been
completed. At this point it can be verified that the correct hull form data has been input.
'COMPLETE R’ if execution is to continue so that transfer functions are calculated.
12.6.3 Record Set 3, Availability of file indicator.
AMD2D
Format(A10)
Allowable Values: AMD2D = 'HAVE AMD '

AMD2D = 'NEED AMD '
'HAVE AMD ‘ to indicate that the bare hull has been evaluated before and that a file with the
two-dimensional added mass and damping coefficients is available.
'NEED AMD ‘ to indicate that no file with two-dimensional added mass and damping coefficients
exists. One will be generated.
12-52
12.6.4 Record Set 4, Input data units indicator.
UNITS
Format(A10)
Allowable Values: UNITS = 'ENGLISH '

UNITS = 'METRIC '
'ENGLISH ' or 'METRIC ', as appropriate, to indicate units of input and output data.
Accordingly, linear units throughout the input below will be in feet or meters, respectively.
12.6.5 Record Set 5, Constants.
RHO, GNU
Format(2F10.5)
RHO is the mass density of water. (If input as 0.0, it will be set to 1.9905 slugs/ft**3.)
GNU is the kinematic viscosity of water. (If input as 0.0, it will be set to .000012817 ft**2/sec.)
12.6.6 Record Set 6, Hull Form Definition
DISPL, DRAFT, SD, GMT, GML, LCB, SCALE

Format(6F10.5)
DISPL is the weight of the displaced volume of the ship, in long tons. If DISPL is input as 0., it will
be calculated in the program.
DRAFT is the draft of ship.
SD is the distance between the centerlines of the struts. See the discussion in the SECTION
equals "OFFSETS" section below for comments relevant to that case.
GMT is the transverse metacentric height.
NOTE: Either GMT or SD can be input as 0.0. If one is input as 0.0, it will be calculated, based
on the value of the other. At least one must be defined as non-zero. If both are defined with non-
zero values, the input values will be used.
12-53
GML is the longitudinal metacentric height. If GML is input as 0.0, it will be calculated in the
program.
LCB is the longitudinal center of buoyancy, from the nose of the lower hull. If LCB is input as 0.0,
it will be calculated in the program.
SCALE is the ratio between full scale and model (i.e., >1.). If input as zero, it will be reset to 1.0 in
the program.
12.6.6.1 Record Set 6.1, Loading
KG, KROLL, KPITCH, KYAW

Format(4F10.5)
KG is the location of the ship's center of gravity, relative to the keel.
KROLL is the roll radius of gyration. (If the value is unknown, 0.40 * beam at the waterline may
be a reasonable estimate.)
KPITCH is the pitch radius of gyration. (If the value is unknown, 0.27 * length of the ship at the
waterline may be a reasonable estimate.)
KYAW is the yaw radius of gyration. (If the value is input as 0.0, it will be approximated based on
KPITCH.)
12.6.6.2 Record Set 6.2, Strut Input
LS, SETBACK
Format(2F10.5)
LS is the strut length. If it is input as 0.0, it will be calculated. LS is used only in calculating the
maximum lifetime side load.
NOTE: For the case where SECTION = 'OFFSETS ', LS should be defined. In this case, the
ship's two-dimensional sections are defined using offsets, and the beginning and ending
sections of the strut sometimes are not evident in the input due to possible numerical problems.
(See discussion on YOF and ZOF below.)
12-54
SETBACK is the distance between the lower hull nose and the leading edge of the strut. If it is
input as 0.0, it will be calculated. It is used in defining LS.
12.6.6.3 Record Set 6.3, Section Type.
SECTION
Format(A10)
Allowable Values: SECTION = 'SIMPLE '

SECTION = 'OFFSETS '
The hull form geometry is described for two-dimensional sections spaced at fairly even
increments along the hull form. Longitudinal locations where major hull form changes occur
should be included.
SECTION is used to indicate how the two-dimensional sections will be described.
'SIMPLE ' If the two-dimensional sections will be described using strut thickness and lower hull
axis dimensions. In this case, it is assumed that the hull form is composed of a wall-sided strut
centered over a lower hull which has elliptical cross sections.
NOTE: In this case, only vertical plane responses will be calculated.
'OFFSETS ' If the two-dimensional sections will be described using offset points.
12.6.6.3.1 Record Set 6.3.1, Simple Section Data
If SECTION = 'SIMPLE '
DHODV
Format(F10.5
DHODV is the ratio of the horizontal diameter to the vertical diameter for the two-dimensional
sections. This will be used to define the values for all sections for which the horizontal diameter
is not specified. (The vertical diameter must be defined, as will be described below). If it is input
as 0.0, it will be reset to 1.0.
NPTS
12-55
Format(I5)
NPTS is the number of two-dimensional sections for which descriptive data will be given. NPTS
must be less than or equal to 50. (i.e. Number of stations)
DO 10 I = 1, NPTS
XIN(I), DV(I), YS(I), DH(I), D1(I)
Format(5F10.5)
For the Ith (of NPTS) two-dimensional section:
XIN(I) is the longitudinal distance between the nose and the section. These locations should be
more-or-less evenly spaced and should include those locations where the configuration's
geometry has major changes.
DV(I) is the vertical dimension (diameter) of the lower hull. NOTE: For a segment with only a
strut, input as 0.0.
YS(I) is the strut thickness.
DH(I) is the horizontal diameter of the lower hull.
NOTE: For a segment with only a strut, input as 0.0. If it is input as 0.0, it will be defined in the
program to be equal to DHODV * DV(I).
D1(I) is the distance between the waterline and the center of the lower hull.
NOTE: For a segment with only a strut, define as strut draft. If it is input as 0.0, it will be defined in
the program to be equal to DRAFT - MAX{ .5 * DV(N) , N = 1,NPTS }.
12.6.6.3.2 Record Set 6.3.2, Offset Section Type
IF SECTION = 'OFFSETS '
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NPTS
Format(I5)
NPTS is the number of two-dimensional sections for which descriptive data will be given. NPTS
must be less than or equal to 50. (i.e. Number of Stations)
DO 20 I = 1, NPTS
XIN(I), N1(I), D1(I)
Format(F10.f, I5, F10.5)
XIN(I) is the longitudinal distance between the nose and the section. These locations should be
more-or-less evenly spaced and should include those locations where the configuration's
geometry has major changes.
N1(I) indicates information related to the offset points. The magnitude gives the number of offset
points, (YOF,ZOF), which will be given.
NOTE: The sign indicates whether all or only half of the section will be defined.
If N1(I) is positive, then the entire cross section will be defined, and N1(I) must not exceed 19. If
N1(I) is negative, then the section will be assumed to be symmetrical and only half the points will
be input. In this case, the magnitude of N1(I) must not exceed 9, if the section is fully submerged,
or 10, if the section intersects the waterline.
If N1(I) is zero, then it will be assumed that the section is a point (e.g., the nose of the lower hull).
In this case, YOF(I,J) and ZOF(I,J) should not be defined below.
D1(I) should be defined as 0.0 in most cases, since it will be defined within the program.
However, the option of defining D1(I) has been included since the value determined within the
program may not be suitable for unusual sections.
When D1(I) is defined as 0.0, it will be defined as the maximum of half the sectional draft and the
distance from the calm waterline to the maximum beam of the Ith section.
DO I+1,NPTS
YOF(I,J),J=1,N1(I))
ZOF(I,J),J=1,N1(I))
12-57
First input all data for section 1, then section 2, etc.
YOF(I,J) and ZOF(I,J) describe the horizontal and vertical components of the Jth offset point for
the Ith station.
The origin of the YOF-ZOF coordinate system is at the intersection of the waterline and a line
normal to the waterline which typically intersects the center of the strut. The value input for SD
above is relative to this normal line. SD is explicitly used in calculating the wave exciting forces.
Consequently, for the cases where the strut centerline is not linear or the hulls are not parallel,
the YOF-ZOF origin and SD should be defined with care. It is suggested that the YOF-ZOF origin
be placed at the center of the strut at midship with SD defined as the distance between the
centers of the struts at midship.
YOF is positive to port and ZOF is positive up.
Only the port hull is defined. Viewed from the bow, the offset points are given in counter-
clockwise order. Consequently, for sections with a strut, the first pair (YOF,ZOF) will have a
negative value for YOF and a zero value for ZOF. For sections with no strut, the first value of
YOF will be 0.0, and the first value of ZOF will be negative. For sections with no strut and N1
positive, the first and last point must be equal in order to define a continuous curve.
NOTE: Results for this case (SECTION = 'OFFSETS ') must be studied with care. For sections
where the strut is centered over the lower hull, results for the potential flow components are
typically acceptable. However, when the strut is moved outboard in the so-called "golf club”
configuration, results for some sections are clearly wrong, in that some values for damping are
relatively large in magnitude and negative.
Sometimes slight changes in the points describing the section will result in significant changes in
the coefficients which will result in elimination of the obvious error. Some known characteristics
which sometimes alter results follow.
Sections with very thin struts should not be used. The close fit results for the coefficients are
often unrealistically large in this case. After determining the correct value for the GML, which can
then be used in the input, eliminate the offset points which create the thin strut.
In addition, the ZOF value for consecutive points must vary by at least a very small amount (e.g.,
.001).
WECUT, NWE1, NWE2

Format(F10.5,2I5)
Together, these variables determine the wave encounter frequencies for which two-dimensional
added mass and damping coefficients will be calculated. The minimum and maximum values to
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be considered will be determined in the program, based on the wave frequencies, ship speeds,
and wave headings to be considered.
WECUT, NWE1, AND NWE2 are used to characterize the two wave encounter frequency regions
for which the two-dimensional added mass and damping coefficients will be calculated. In each
region, constant delta wave encounter frequencies will be generated.
WECUT is the wave encounter frequency boundary between the two regions.
NWE1 is the number of frequencies to be used in the first region.
NWE2 is the number of frequencies to be used in the second region.
If a constant delta wave encounter frequency is acceptable (i.e., there will be only one region),
input WECUT as 0.0. In this case, NWE1 is the total number of frequencies.
If WECUT is input as 0.0 and NWE1 is input as less than or equal to 2, it will be redefined as 100.
If WECUT is input as greater than 0.0, while NWE1 is input as less than 2 and NWE2 is 0, NWE1
will be redefined as 75 and NWE2 will be redefined as 25.
NOTE: NWE1 + NWE2 must not exceed 256.
12.6.7 Record Set 7, Fin Definition
FINS
Format(A10)
FINS indicates whether or not there will be stabilizing fins and, if there are fins, whether they will
be fixed or active.
Allowable Values: FINS = 'NO FINS ‘ if there are no fins on the hull.
FINS = 'FIXED FINS' if there are fixed stabilizing fins.
FINS = 'ACTIVE FIN’ if the stabilizing fins are activated. In this case,
gains for the control system must be provided on file MGAIN.
FINDEFN, FINMASS
Format(2A10)
12-59
Allowable Values: FINDEFN = 'INPUT FINS'

FINDEFN = 'SELECT FIN'
FINDEFN = 'HED-SELECT'
FINDEFN = 'FOL-SELECT'
FINMASS = ' '

FINMASS = 'CALCULATEM'
FINDEFN describes how the stabilizing fins will be defined.
FINDEFN = 'INPUT FINS’ if the fins will be described in the input.

= 'SELECT FIN’ if the fins are to be selected within the program, based on head and
following seas performance.
= 'HED-SELECT’ if the fins are to be selected within the program, based on head seas
performance.
= 'FOL-SELECT’ if the fins are to be selected within the program, based on following
seas performance.
FINMASS = ' ‘ if mass effects of appendages are already included in variables related to
mass properties.
NOTE: if fins are selected by program, (i.e., FINDEFN is not defined as 'INPUT FINS') mass
effects will always be calculated.
= 'CALCULATEM' if mass effects need to be calculated.
12.6.7.1 Record Set 7.1, Input Fins
IF FINDEFN = 'INPUT FINS'
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NFIN
Format(I5)
NFIN is the number of stabilizing fins per hull. Three is the maximum acceptable number.
NOTE: Only the effect of downwash from the first on the second fin is calculated.
DO I=1,NFIN
CHORD(I), SPAN(I), THICK(I), LFIN(I), D1FIN(I), CLALFA(I), CANG(I), SWEEP(I)
For the Ith stabilizing fin:
CHORD(I) is the chord.
SPAN(I) is the span.
THICK(I) is the maximum thickness.
LFIN(I) is the distance between the nose of the lower hull and the quarter chord.
D1FIN(I) is the distance between the waterline and the fin. If it is input as 0.0, it will be defined in
the program to be the distance between the waterline and the center of the lower hull.
CLALFA(I) is the lift curve slope. (If input as 0.0, it will calculated in the program, assuming a
rectangular planform.
CANG(I) is the cant angle, in degrees, of the fin with respect to a horizontal line. (Below the
horizontal is positive.)
SWEEP(I) is the sweep angle of the quarter chord line, in degrees.
CHKSTAB
Format(A10)
12-61
Allowable Values: CHKSTAB = 'STAB CHECK'

CHKSTAB = 'HEAD CHECK'
CHKSTAB = 'FOLL CHECK'
CHKSTAB = 'NO STAB '
CHKSTAB indicates whether vertical plane stability will be checked. If stability is checked, heave
and pitch natural periods also will be calculated.
CHKSTAB = 'STAB CHECK' if stability is to be checked for both head and following waves.
= 'HEAD CHECK' if stability is to be checked for head waves only.
= 'FOLL CHECK' if stability is to be checked for following waves only.
= 'NO STAB ' if no stability check is required.
IF CHKSTAB not equal to 'NO STAB '
TMAX, VKMAX
Format(2F10.5)
TMAX is the longest heave and pitch natural periods, in minutes, which are acceptable to the
program user. If it is input as 0.0, it will be defined as 2.0.
VKMAX is the maximum speed, in knots, for which vertical plane stability is required. VKMAX
must be included in the VK array, described below.
12.6.7.2 Record Set 7.2, Select Fins
IF FINDEFN = 'SELECT FIN' or FINDEFN = 'HED-SELECT' or FINDEFN = 'FOL-SELECT'
In the fin selection process, a total of 36 sets of stabilizing fins will be considered. All sets will
have the same total fin area, forward fin aspect ratio, and aft fin aspect ratio. The 36 fin sets will
be generated from the combinations of 4 area distributions, 3 forward fin locations, and 3 aft fin
locations. In selecting the stabilizing fins, a weighted linear expression is used in determining the
"best" set of fins from among those generated. The weight arrays IWTTF and IWTRMS are used
to indicate the relative importance among the four motions considered (heave, pitch, relative bow
motion, absolute stern motion) with consideration given to both their transfer functions (IWTTF)
and their RMS values (IWTRMS). The larger the value given the weight, the more important the
response is taken to be. Any set of integers is acceptable since each of the weights is
normalized by the sum of all the IWTTF and IWTRMS values. The resultant weights are used in
evaluating the linear expression.
TMAX, VKMAX, VKDES, SWHDES, T0DES

Format(5F10.5)
12-62
TMAX is the longest heave and pitch natural periods, in minutes, which are acceptable to the
program user. If it is input as 0.0, it will be defined as 2.0.
VKMAX is the maximum speed, in knots, at which the hull form must be stable. (It must be
included in the VK array defined below.)
VKDES is the ship speed, in knots, which will be used in calculations for selecting stabilizing fins.
(It must be included in the VK array defined below.)
SWHDES is the significant wave height used in calculations for selecting stabilizing fins.
T0DES is the modal period, in seconds, used in calculations for selecting the "best" fins. A value
of 0.0 results in use of the Pierson-Moskowitz spectrum.
TOTAREA, ARFWD, ARAFT, (AOFAR(I),I=1,4)

Format(7F10.5)
TOTAREA is the sum of the area of the fins for one hull. If input as 0.0, it will be scaled from the
SWATH 6A area.
ARFWD is the aspect ratio of the forward fins.
ARAFT is the aspect ratio of the aft fins.
AOFAR(I) is an array of ratios of aft fin area to forward fin area. If all values are input as 0.0, the
assigned values will range between 1.5 and 6.0.
FINPLC
Format(A10)
Allowable values: FINPLC = 'EDGES '

FINPLC = 'QUARTER '
FINPLC = 'EDGES ' if the fin locations that are input in the array QLFIN (see below) define the
acceptable range of locations of the leading edge for the forward location and the trailing edge for
the aft location.
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= 'QUARTER ' if the fin locations that are input in the array QLFIN (see below) define
the acceptable range of locations of the quarter chords of the fins.
QLFIN(I), I=1,4
Format(4F10.5)
QLFIN(1) is the distance between the nose of the lower hull and the forward location of the
forward fin. (FINPLC, defined above, determines whether the location is for the forward edge or
the quarter chord.)
QLFIN(2) is the distance between the nose of the lower hull and the aft location of the forward
fin.
QLFIN(3) is the distance between the nose of the lower hull and the forward location of the aft fin.
QLFIN(4) is the distance between the nose of the lower hull and the aft location of the aft fin.
Analysis also will include locations half way between QLFIN(1) and QLFIN(2) and half way
between QLFIN(3) and QLFIN(4).
FWDAFT
Formate(A10)
Allowable Values: FWDAFT = 'FWDAFT '

FWDAFT = 'AFT '
FWDAFT = 'FWDAFT ' if all fin configurations considered will have two fins per hull.
= 'AFT ' if the special case where only an aft fin per hull is present will be
considered. In this case, one-fourth of the configurations will have only one fin per hull.
IWTTF(I), I=1,4
Format(4I5)
The IWTTF array is used to indicate the relative importance of heave, pitch, relative bow motion,
and absolute stern motion in the fin selection process. If zeroes are input, equal weights will be
assigned. The larger the value given the weight, the more important the response is taken to be.
These weights are applied to two quantities related to the transfer functions. Included are: (1) the
integral of the transfer function, with respect to wave frequency, and (2) the magnitude of the
maximum value of the transfer function. For heave and pitch, only the integral is considered. For
the relative bow motion and the absolute stern motion, both the integral and the maximum of the
transfer function are weighted, with each weighted as half the value of IWTTF(3) or IWTTF(4).
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IWTTF(1) is the relative weight of heave.
IWTTF(2) is the relative weight of pitch.
IWTTF(3) is the relative weight of relative bow motion.
IWTTF(4) is the relative weight of absolute stern motion.
IWTRMS(I), I=1,4
Format(4I5)
The IWTRMS array is used to determine the relative weight of heave, pitch, relative bow motion,
and absolute stern motion RMS values. The larger the value given the weight, the more important
the response is taken to be. If zeroes are input, the 4 motions will be equally weighted.
IWTRMS(1) is the relative weight of heave RMS.
IWTRMS(2) is the relative weight of pitch RMS.
IWTRMS(3) is the relative weight of relative bow motion RMS.
IWTRMS(4) is the relative weight of absolute stern motion RMS.
IF FINDEFN = 'SELECT FIN'
IHEDFOL
Format(I5)
IHEDFOL indicates the relative weight of head and following waves in the fin selection process. If
IHEDFOL is positive, the weight for head waves will be taken to be IHEDFOL, while the weight for
following waves will be taken to be 1; if IHEDFOL is negative, the weight for head waves will be
taken to be 1, while the weight for following waves will be taken to be IHEDFOL. An input value
of 0 indicates that the two are to be equally weighted.
12-65
12.6.8 Record Set 8, Operating conditions
NSPEED, NHEAD, NFREQ

Format(3I5)
NSPEED is the number of ship speeds. (Maximum of 5.)
NHEAD is the number of headings of the ship, relative to the wave. (Maximum of 13.)
NFREQ is the number of wave frequencies. (Maximum of 25.)
Indicator of which conditions will be specified in the input and which will be calculated within the
program.
12.6.8.1 Record Set 8.1, Ship speed
VKDEFN
Format(A10)
VKDEFN = 'INPUT VK ‘ if the speeds will be specified.

= 'DEFAULT VK’ if the speeds will be calculated; in this case, NSPEED speeds
will range from 0 to (NSPEED-1)*5 in increments of 5 knots.
Allowable Values: VKDEFN = 'INPUT VK '

VKDEFN = 'DEFAULT VK'
If VKDEFN = 'INPUT VK '
VK(I), I=1,NSPEED
Format(5F10.5)
VK(I) is the ship speed in knots.
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12.6.8.2 Record Set 8.2, Ship Headings
HDGDEFN
Format(A10)
Allowable Values: HDGDEFN = 'INPUT HDG ' if the headings will be specified.
HDGDEFN = 'DEFAULT HD' if the headings will be calculated; in this
case, NHEAD headings will be considered, ranging between head and following
seas, in even increments, determined based on NHEAD.
If HDGDEFN = 'INPUT HDG '
BETA(I), I=1,NHEAD
Format(13F10.5)
BETA(I) is the heading of the ship relative to the wave in degrees. 0 corresponds to following
waves; 90 to port beam.
12.6.8.3 Recordset 8.3, Input Frequencies
FRQDEFN
Format(A10)
Allowable Values: FRQDEFN = 'INPUT FRQ ' if the wave frequencies will be specified.
= 'DEFAULT FR' if the wave frequencies will be
calculated; in this case, values will range between 0.2 and 2.0 rad/sec.
If FRQDEFN = 'INPUT FRQ '
OMEGA(I), I=1,NFREQ
Format(25F10.5)
OMEGA(I) is the wave frequency in rad/sec.
12-67
12.6.9 Record Set 9, Program Constants.
WAVAMP, dum1, dum2, WEMINTF, WEMINAB, CONCRIT

Format(6F10.5)
WAVAMP is used to determine the wave amplitude of the regular wave train. It affects
components due to cross-flow drag. Note: For comparisons between experimental and predicted
results, WAVAMP should be input to reflect test conditions.
If WAVAMP is input as being greater than 0.0, it is the amplitude of the regular wave train. If
WAVAMP is input as 0.0, the wave steepness (wave length / wave height) will be defined as
1./100. If WAVAMP is input as being less than 0.0 the wave steepness will be defined as 1./(
ABS(WAVAMP) ).
WEMINTF is the minimum wave encounter frequency in radians per second where calculated
transfer functions will be used. This is usually input as a small number (e.g., 0.001). For
encounter frequencies less than WEMINTF, the values of the transfer functions for the previous
wave encounter frequency will be used. This is a means of artificially (and without physical
argument to support the action) altering a transfer function. This can result in an increase or a
decrease in the transfer function. This is not recommended, but sometimes with certain
combinations of hulls and fins for high speed in stern or following seas, the transfer function will
become unreasonably large over a very small frequency band. It is best to monitor transfer
functions for this aberrant behavior and then rerun when necessary with this value set to
something small (e.g., 0.02).
WEMINAB is the minimum wave encounter frequency for which theoretical potential flow added
mass and damping coefficients will be utilized. This is usually input as a small number (e.g.,
0.001). For frequencies less than WEMINAB, the values for WEMINAB will be used.
CONCRIT is the convergence criterion used in the calculation of the ship motions. It is used in
the iterations associated with the viscous damping calculations. In the code, for heave, pitch, and
roll transfer functions, the current and previous values are compared for all frequencies in order to
determine if they have converged. If abs(1-previous / current ) < CONCRIT, the iteration is
stopped. If CONCRIT is defined as 0.0 in the input, it will be set to 0.04.
12.6.10 Record Set 10, Print options.
12.6.10.1 Record Set 10.1, Transfer Functions
PRINTTF
Format(A10)
Allowable Values: PRINTTF = ' '
12-68
PRINTTF = 'PRINT TF '

PRINTTF = 'TFCFDRAG '
PRINTTF = ' ‘ if no transfer functions are to be printed.
PRINTTF = 'PRINT TF ‘ to print final transfer functions.
PRINTTF = 'TFCFDRAG ' to print transfer functions at each iteration of cross-flow drag
computations, as well as final results (NOT RECOMMENDED due to the large amount of output.)
12.6.10.2 Record Set 10.2, Added Mass and Damping
PRINTAD
Format(A10)
Allowable Values: PRINTAD = ' '

PRINTAD = 'DIMENSIONA'
PRINTAD = 'NON-DIMENS'
PRINTAD = ' ‘ if no added mass and damping coefficients are to be printed.

= ‘DIMENSIONA’ if dimensional added mass and damping coefficients are to be
printed.
= 'NON-DIMENS’ if non-dimensional added mass and damping coefficients are to be
printed.
If PRINTAD = 'DIMENSIONA' or PRINTAD = 'NON-DIMENS'
STAGEAD(I), I=1,4
Format(4A10)
Allowable Values: STAGEAD(I) = 'POTENTIAL '

STAGEAD(I) = 'BODY LIFT '
STAGEAD(I) = 'FIN EFFECT'
STAGEAD(I) = 'TOTAL '
STAGEAD determines which stages of added mass and damping computations are printed.
Selections from the following values can be input in any order. The first character in each case is
12-69
adequate; remaining characters can be left blank. If less than 4 stages are of interest, unused
fields should be left blank.
STAGEAD = 'POTENTIAL ‘ to print potential flow (PF) component.

= 'BODY LIFT ‘ to print sum of PF and body lift (BL) components.
= 'FIN EFFECT’ to print sum of PF, BL, and fin (F) components.
= 'TOTAL ‘ to print sum of PF, BL, F, and cross-flow drag components.
12.6.10.3 Record Set 10.3, Excitation Forces
PRINTEF
Format(A10)
Allowable Values: PRINTEF = ' '

PRINTEF = 'DIMENSIONA'
PRINTEF = 'NON-DIMENS'
PRINTEF = ' ' if no exciting forces and moments are to be printed.

= ‘DIMENSIONA’ if dimensional exciting forces and moments are to be printed.
= 'NON-DIMENS' if non-dimensional exciting forces and moments are to be printed.
IF PRINTEF = 'DIMENSIONA' or PRINTEF .EQ. 'NON-DIMENS'
STAGEEF(I), I=1,4
Format(4A10)
Allowable Values: STAGEEF(I) = 'POTENTIAL '

STAGEEF(I) = 'BODY LIFT '
STAGEEF(I) = 'FIN EFFECT'
STAGEEF(I) = 'TOTAL '
STAGEEF determines which stages of exciting force computations are printed. The following
values can be input in any order.
12-70
STAGEEF = 'POTENTIAL ‘ to print potential flow (PF) component.

= 'BODY LIFT ‘ to print sum of PF and body lift (BL) components.
= 'FIN EFFECT’ to print sum of PF, BL, and fin (F) components.
= 'TOTAL ‘ to print sum of PF, BL, F, and cross-flow drag components.
12.6.10.4 Record Set 10.4, Stability Information
PRINTST
Format(A10)
Allowable Values: PRINTST = ' '

PRINTST = 'PRINT STAB'
PRINTST = 'ALL STABIL'
PRINTST = ' ‘ if no stability information is to be printed.

= 'PRINT STAB’ to print stability information for hull form with input fins or with final fins
selected by program in fin design.
= 'ALL STABIL’ to print stability information for each of the acceptable hull forms (NOT
RECOMMENDED).
12.6.10.5 Record Set 10.5, 2D Added Mass
PRINT2D
Format(A10)
Allowable Values: PRINT2D = 'NO 2D PRIN'

PRINT2D = 'PRINT 2D '
PRINT2D = 'NO 2D PRIN’ if no added mass and damping coefficients for two-dimensional
sections are to be printed.
= 'PRINT 2D ‘ to print added mass and damping coefficients for each two-dimensional
section.
12-71
12.7 SWMP96 SWATH Irregular Wave Module Input File
12.7.1 Record Set 1, Title
TITLE
Format(A80)
TITLE is the 80 character alpha-numeric title to be printed on program output.
12.7.2 Record Set 2, Units
UNITIN, UNITOUT
Format(2A2)
Allowable Values: UNITIN = 'EN'

UNITIN = 'ME'
UNITOUT = 'EN'
UNITOUT = 'ME'
UNITIN = 'EN' if linear input units are English.

= ‘ME’ if linear input units are metric.
UNITOUT = ‘EN’ if linear output units are to be English.
= ‘ME’ if linear output units are to be metric.
NOTE: All linear units given in the input file must be in UNITIN units.
12.7.3 Record Set 3, Motions at a point
NARPTS, NARSEP, FORM

Format(2I5, A4)
NARPTS is the number of points along the ship where RMS values are to be calculated. The
maximum acceptable number is KPT which is set in a parameter block. Currently, it is 7.
12-72
NARSEP is the number of points along the ship where RMS values are to be calculated for SEP-
related responses. Generally should be defined as 0; program GENINP used for generating input
for SEP case.
FORM = ‘DIST’ if the longitudinal distance from the tip of the lower hull nose to the point is input
in feet or meters.
= ‘STAT’ if the longitudinal distance from the tip of the lower hull nose to the point is input
in stations.
NOTE: Station 0 is at the tip of the lower hull nose. The station length is the overall ship length
divided by 20.
12.7.3.1 Record Set 3.1, Point Locations
If FORM = 'DIST'
XIN(I), YAR(I), ZAR(I), I=1,NARPTS+NARSEP

Format(3F10.5)
If FORM = 'STAT'
STAT(I), YAR(I), ZAR(I), I=1,NARPTS+NARSEP

Format(3F10.5)
XIN(I), YAR(I), and ZAR(I) define the x-,y-, and z-coordinates of the Ith point for which the RMS
motion is to be calculated.
XIN(I) is zero at the leading edge of the lower hull.
STAT(I) is the station number of the point of interest (where the overall ship length equals 20
stations). This station number can be fractional (e.g., station 4.259).
YAR(I) is zero at the ship's centerline, with port positive.
ZAR(I) is zero at the waterline, with up positive.
12.7.4 Record Set 4, Gains
12-73
If NARSEP = 0
IGAIN
Format(I5)
12.7.5 Record Set 5, Slide/Tipping
If NARSEP = 0
OBJCG, XMU
Format(2F10.5)
OBJCG = CG of object/person relative to ZAR(I) in units indicated by LINM. (i.e., meters if LINM
= 1, feet if LINM = 0) Used in tipping and sliding calculations. [Default = 3 feet]
XMU = coefficient of friction for sliding. Must be between 0 and 1. [Default value = 0.25]
12.7.6 Record Set 6, Irregular Waves
SPECTRA
Format(A5)
Allowable Values: SPECTRA = 'INPUT'

SPECTRA = 'BRETS'
SPECTRA = ‘BRETS’ if Bretschneider wave spectra are to be calculated.

= ‘INPUT’ if the wave spectral density is defined by the user on the file SPC.
12.7.6.1 Record Set 6.1, Wave Spectra
NWSPEC
Format(I5)
12-74
NWSPEC is the number of wave spectra to be calculated if SPECTRA equals 'BRETS'.
NWSPEC = 0 if SPECTRA equals 'INPUT'. (NWSPEC will be redefined on file MSPC.)
The maximum acceptable number is KSPC which is set in a parameter block. Currently, it is 10.
12.7.6.2 Record Set 6.2, Wave heights and Modal Periods
If SPECTRA = 'BRETS'
SIGWH(I), TMODAL(I), I=1,NWSPEC

Format(2F10.5)
If SPECTRA not equal 'BRETS'
IFNEGST
SIGWH(I) is the Ith significant wave height.

TMODEL(I) is the Ith spectral modal period, in seconds.
IFNEGST = 'N' (If negative stop) in order to have the program set S(w) equal to zero and to
continue program execution if S(w) goes negative.
IFNEGST = ‘Y’ in order to have the program stop execution with an error message if S(w) goes
negative.
12.7.7 Record Set 7.0, Print Control
12.7.7.1 Record Set 7.1, Print RMS or Transfer Function
PRTF, PRRMS
Format(2A1)
= 'Y' if transfer functions are to be printed.
= 'N' if no transfer functions are to be printed. (default)
12-75
PRTF controls printing of transfer functions.

PRRMS controls printing of RMS values.
NOTE: The RMS "print" flags below determine which RMS values are calculated and written to
files.
12.7.7.2 Record Set 7.2, Print Long or Short crested RMS
PRLCSC(I), I=1,2
Format(2A2)
PRLCSC(I) controls printing of long and short crested RMS values.
= 'LC' if Long Crested RMS values are to be printed.
= 'SC' if Short Crested RMS values are to be printed.
= 'BO' if both long and short crested RMS values are to be printed.
NOTE: 'LC' and 'SC' can be in either order; ‘LCSC’, 'SCLC', and 'BO ' are equivalent.
PRLCSC(1) = 'RA' if random seas are to be defined by a series of directional spectra
12.7.7.3 Record Set 7.3, Print 6DOF RMS
PR6DOF(I), I=1,3
Format(3A1)
PR6DOF(I) controls printing for six-degree-of-freedom RMS values for displacement, velocity,
and acceleration.
= 'D' if Displacement RMS values are to be printed.

= 'V' if Velocity RMS values are to be printed.
= 'A' if Acceleration RMS values are to be printed.
12-76
NOTE: The flags can be in any order. For example, either ‘DVA’ or 'VAD' will print Displacement,
Velocity, and Acceleration RMS. Either 'VA', 'AV', or 'A V' will print Velocity and Acceleration
RMS.
12.7.7.4 Record Set 7.4, Print Absolute Horizontal Motion RMS
PRAHORZ(I), I=1,3
Format(3A1)
PRAHORZ(I) controls printing for absolute horizontal motion RMS values for displacement,
velocity, and acceleration.
= ‘D’ if Displacement RMS values are to be printed.

= ‘V’ if Velocity RMS values are to be printed.
= ‘A’ if Acceleration RMS values are to be printed.
NOTE: The flags can be in any order. For example, either 'DVA' or 'VAD' will print Displacement,
RMS.
12.7.7.5 Record Set 7.5, Print Absolute Vertical Motion RMS
PRAVERT(I), I=1,3
Format(3A1)
PRAVERT(I) controls printing for absolute vertical motion RMS values for displacement, velocity,
and acceleration.

NOTE: The flags can be in any order. For example, either 'DVA' or 'VAD' will print Displacement,
RMS.
12-77
12.7.7.6 Record Set 7.6, Print Relative horizontal Motion RMS
PRRVERT(I), I=1,3
Format(3A1)
PRRVERT(I) controls printing for relative vertical motion RMS values for displacement,
velocity, and acceleration.

NOTE: The flags can be in any order. For example, either 'DVA' or 'VAD' will print
Displacement, Velocity, and Acceleration RMS. Either 'VA', 'AV', or 'A V' will print Velocity and
Acceleration RMS.
12.7.7.7 Record Set 7.7, Print reflected headings
PR360
Format(A1)
PR360 controls printing of RMS values for "reflected headings" if any point is off the centerline.
= ‘Y’ to print RMS values for "reflected headings." For example, if transfer functions
are available for 90 degrees and a point for which the RMS motion is to be calculated is off the
centerline, then set PR360 to 'Y' to print RMS values for the "reflected heading" of 270 degrees.
= ‘N’ to print RMS values for only those headings for which transfer functions were
input.
12.7.7.8 Record Set 7.8, RMS Table Printing Options
ITABLE, MAXLINE
Format(2I5)
ITABLE is an indicator for the selection of one of two tables for printing of RMS motions
at selected points along the ship.
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= 1 For up to 9 modes of motion along the top and points down the left side of the
page of output.
= 2 For up to 7 points along the top and 9 modes of motion down the side of the
page of output.
MAXLINE is the number of lines to be printed on a page. This number affects only the number of
lines on a page for RMS tables. If it is input as 0, it will be redefined as 60.
12.7.7.9 Record Set 7.9, Print reflected headings
IHEDSEA
Format(I3)
IHEDSEA determines whether head seas will be 180 degrees or 0 degrees in output.
= 0 if head seas is to equal 0 deg. (Default)

= 180 if head sea is to equal 180 deg. (DTRC convention)
12-79
12.8 SEP96 Seakeeping Evaluation Module Input File

SEP was developed to be used in conjunction with exploratory projects. In order to reduce
computation time, SEP was developed so that it can be entered at various points. In this way,
previously generated files can be utilized. This reduces computation time and cost. However, by
introducing this flexibility, some complexity is introduced into the form of the input data.
Descriptions of input variables are given below. All variables in any one data set are defined by
on READ statement. In some cases, data sets are described as being required only if some
other variable has a particular value. That is, in some cases the data set will not be defined at all
– no blank lines are required.
In the information below, variables are listed, followed by the appropriate formats and
descriptions of values which may be given to variables. This information is followed by Table 9-4-
1 which indicates conditions and corresponding required data sets, and Table 9-4-2 which gives
some scenarios which might be run, and what files will be used and created. The information in
these tables is an extraction from the information given below.
(Note: ◆ denotes a blank required in A type fields.)
12.8.1.1 Record Set 1, Title

Record 1 – FORMAT (8A10)
INPUT: (TITLE(I),I=l,8)
FORMAT: 8AlO
-[TITLE](Character) - is the title which will be used in the output file for this assessment.
12.8.1.2 Record Set 2, Analysis Type

INPUT: SHPTYP, OCEAN, SEASON, WIND, SOWMDAT
FORMAT: 5A8
Record 1 - FORMAT (5A8)
-[SHPTYP](Character) - Indicates ship type for analysis.
MONOHULL- for monohull type ships.
SWATH◆◆◆ - for SWATH type ships.
-[OCEAN](Character) - Denotes ocean basin for analysis.
PACIFIC◆ - North Pacific Ocean basin.
ATLANTIC◆ - North Atlantic Ocean basin.
GENERAL◆ - Generic ocean basic.
-[SEASON](Character) - Selects the seasonal statistics to be used for the analysis.
ANNUAL◆◆ - denotes that annual wind wave statistics be used.
WINTER◆◆ - Data for the winter months (December, January, and February) was used
for the wind wave statistics.
BOTH◆◆◆◆ - Apply both sets of statistics for the analysis.
-[WIND](Character) - Determines if the analysis will include the effects of wind.
WIND◆◆◆◆ - program will include effect of wind on operability, through use of relative
wind envelopes.
NOWIND◆ - no consideration will be given to wind effects.
12-80
-[SOWMDAT](Character) - Determines which components of the SOWM data base are used for
the analysis.
WAVEWIND - program will use modal period-significant wave height - wind speed joint
probability of occurrence data. NOTE: Relevant only if WIND=WIND◆◆◆◆. In this case, the
absolute wind values considered will be those used in generating the SOWM data base. Wind
speed distribution data is currently available for the North Atlantic only.
WAVE◆◆◆ - program will use modal period-significant wave height joint probability of
occurrence data.
NOTE: Used whenever WIND=NO WIND◆. If WIND=WIND◆◆◆◆, the absolute wind speed will
be represented as a function of significant wave height, according to input data (see Record Set
14).
NOTE: The required SOWM database file will be accessed by SEP, depending on the definitions
given to OCEAN, SEASON and SOWMDAT.
12.8.1.3 Record Set 3, RMS File Controls

Record 1 - FORMAT (4I5)
INPUT: ILCRMS, ISCRMS, ILCEVAL, ISCEVAL
FORMAT: 4I5
ILCRMS and ISCRMS indicate which RMS files have been made available by the
program user. ILCEVAL and ISCEVAL indicate what type of seakeeping evaluations are to be
carried out in this computer run.
-[ILCRMS](Integer) - Indicates the availability of the longcrested RMS file.
1 - Program will use longcrested RMS file which was previously generated and is
available as MLC.SEP.
NOTE: An existing MLC file can be used in subsequent runs of SEP to carry out other
evaluations. The motion criteria (WCRIT), the vertical locations for wetnesses (ZWET) or slams
(ZSLAM), the weights (IHVWT(I,J)), and geographical locations of interest can be different.
However, in order for the results to be correct, an existing MLC file must have used the identical
longitude and transverse values for the points of interest on the ship, as those which are required
for the current evaluation. Check the computer output to verify that the intended data has been
utilized.
0 - if longcrested RMS file MLC.SEP is not available. In this case, if a longcrested
assessment is required (i.e., ILCEVAL=1), a file MLC will be automatically generated
form file MTF.SEP.
-[ISCRMS](Integer) – Indicates the availability of the shortcrested RMS file.
1 - Program will use a shortcrested RMS file, which was previously generated and is
available as file MSC.SEP.
NOTE: As with the case where ILCRMS is defined as 1, a previously generated shortcrested
RMS file can be used, only if the same points on the ship are of interest. (See note for ILCRMS =
1 above.)
0 - if shortcrested RMS file MSC.SEP is not available. In this case, if a shortcrested
assessment is required (i.e., ISCEVAL = 1), a file MSC.SEP will be automatically
generated from file MLC.SEP, when ILCRMS = 1, or from file MTF.SEP.
-[ILCEVAL](Integer) - indicate that longcrested seakeeping evaluations are to be carried out.
1 - to have longcrested seakeeping evaluation done.
0 - for no longcrested seakeeping evaluation.
12-81
-[ISCEVA1](Interger) - indicate that longcrested seakeeping evaluations are to be carried out.

1 - to have shortcrested seakeeping evaluation done.
0 - for no shortcrested seakeeping evaluation.
12.8.1.4 Record Set 4, Program Options

INPUT: IHALT, LINM, LOUTM
FORMAT: 3I5
-[IHALT](Integer) - Determines the type of run to perform.
1 - to terminate execution of the program after data has been read in, echoed to the
output, and preliminary calculations have been made. The program execution will
then be terminated prior to the time-consuming RMS calculations. In this way, the
program user can verify that the correct options have been specified and that the
intended transfer function (MTF) or RMS (MLC or MSC) files have been accessed.
0 - to carry out the seakeeping assessment, without stopping.
-[LINM](Integer) - indicates units used for input data. Units for input on the file MIN must be
consistent with those on the file MTF or the file ORGFIL.
1 - if metric units are used for input variables.
0 - if English units are used for input variables.
-[LOUTM](Integer) - Determines the units on dimensional properties output from SEP.
1 - if metric units are to be used for printed output values.
0 - if English units are to be used for printed output values.
12.8.1.5 Record Set 5, Active Fin Gains

Define only if SHPTYP is defined as SWATH◆◆◆.
Record 1 - FORMAT (I5)
INPUT: IGAIN
FORMAT: I5
-[IGAIN](Integer) - indicates the availability of the MGAIN.SEP file for use in the analysis.
0 - for all monohulls or for any SWATH with fixed stabilizing fins.
1 - for SWATHs with active stabilizing fins (also requires that data be available on file
MGAIN). Values below indicate choices of information which will be written to file
MOUT.SEP.
12.8.1.6 Record Set 6, Roll Transfer Function
Define only if SHPTYP=MONOHULL(Data Set 2) and ILCRMS=ISCRMS=0 (Data Set 3 )

INPUT: IROLLA, IECHOMO
FORMAT: 2I5
12-82
-[IROLLA](Integer) – determines which roll transfer function will be used. IROLLA specifies which
set of transfer functions, with corresponding mean roll angle, will be accessed from the SMP file
ORGFIL.
1 - for 0.5 degree mean roll angle transfer functions
-[IECHOMO](Integer) - Determines if the transfer function is written to the output file.
1 - to write transfer functions from ORGFIL.SMP to MOUT.SEP.
0 - to not write transfer functions to MOUT.SEP.
12.8.1.7 Record Set 7, Ship Locations for Evaluation

Define only if starting with transfer functions form file MTF or file ORGFIL (i.e., ILCRMS =
ISCRMS = 0)
INPUT: (STAT(I), YAR(I), ZAR(I), I=l,8)
FORMAT: (3F10.5)
STA(I), YAR (I), and ZAR(I) define the coordinates of the Ith point on the ship which will be used
in the seakeeping evaluation.
-[STAT(I)](Real) - is the station number of the point of interest, relative to the forward
perpendicular, where 20 stations = ship length overall.
-[YAR(I)](Real) - is the distance between the ship centerline and the point of interest, with port
positive.
-[ZAR(I)](Real) - is the distance between the calm waterline and the point of interest, with up
positive.
where values of I and corresponding ship responses or events are:
1 - location for wetnesses (or emergencies), z must be 0
2 - location for slams, z must be 0
3 - location for absolute vertical displacement
4 - location for absolute vertical velocity (usually the helo pad)
5 - location for absolute vertical acceleration (often the pilot house)
6 - location for relative vertical displacement (usually the bow)
7 - location for lateral acceleration
8 - location for calculation of Lateral Force Estimator (LFE)
9 - location for small boat ramp, z must be 0
10-location for tipping
12-83
11-location for sliding

12-location for MSI (motion sickness incidence)
NOTE: ZAR(1), ZAR(2) and ZAR(9) must be set to zero. These locations are defined using
ZWET, ZSLAM and ZRAMP (see Record Set 10. below).
12.8.1.8 Record Set 8, Motion Criteria

INPUT: (WCRIT(I),, I - 1,16)
FORMAT: 8F10.5
-[WCRIT(I)](Real) - are the seakeeping motion criteria values. When a value of 0 is entered,
default values are utilized. The default values are given in brackets after each description below.
NOTE: In order to eliminate a criterion from consideration, set the appropriate value of WCRIT(I)
to a large number such as 999. In this way, it should never be a limiting criterion.
Values of I, corresponding ship responses or events, and default values are:
1 - roll (deg.) significant amplitude [8 deg]

2 - pitch (deg.) significant amplitude [3 deg]
3 - wetnesses per hour [30]
4 - slams per hour [20]
5 - significant amplitude of absolute vertical displacement [7.0 ft = 2.13 m]
6 - significant amplitude of absolute vertical velocity [6.5 ft sec=1.98 m/sec]
7 - significant amplitude of absolute vertical acceleration, given in g’s [0.4]
8 - significant amplitude of relative vertical displacement [999 m.]
9 - significant lateral acceleration, given in g’s [0.14]
10 - LFE (Lateral Force Estimator) in g’s [999]
11 – Small boat launch ramp availability given in minutes
12 – Number of tipping events per minute
13 - Number of sliding events per minute
14 – MSI % limit
Give the following variables nonzero values only if IGAIN>0.
15 - not exceeded by more than 1 stern fin excursion in 10 [20 deg]
16 - not exceeded by more than 1 stern fin excursion rate in 100 [10 deg/sec]
17 - not exceeded by more than 1 forward fin excursion in 10 [20 deg]
18 - not exceeded by more than 1 forward fin excursion rate in 100 [10 deg/sec]
12.8.1.9 Record Set 9, Wetness and Slamming Locations

Record 1 - FORMAT (2F10.5)
INPUT: ZWET, ZSLAM, ZRAMP
FORMAT : 3F10.5
-[ZWET](Real) - vertical location of point of interest, relative to the calm waterline, for wetnesses/
hour calculation (ZWET > 0), for emergences/hour (ZWET < 0)>
12-84
-[ZSLAM](Real) - vertical location of point of interest, relative to the calm waterline of point for
slams/hour calculation, where ZSLAM > 0 for a point above the waterline.
-[ZRAMP](Real) - vertical location boat ramp sill, relative to the calm waterline of point for ramp
sill submergence calculation, ZRAMP must be > 0.
Note, ZWET, ZSLAM and ZRAMP should be given in the units indicated by LINM.
12.8.1.10 Record Set 10, SOWM Database

INPUT: NLOC
FORMAT: I5
-[NLOC](Integer) - number of geographical locations in the SOWM database for which operability
is to be accessed.
0 - if composite and all points in the accessed database are to be used (includes case
where map plots will be done).
Record 2 – FORMAT: (2I5), Define only if NLOC >0.
INPUT: (JGP(I), JSB(I), I = l,NLOC)
FORMAT: 2I5
-[JGP] (Integer) - grid point of geographical point for which seakeeping evaluations will be
performed (see Tables 9A.1 and 9A.2 for lists of acceptable Values).
-[JSB](Integer) = sub-projection of geographical point for carrying out seakeeping evaluation (see
Tables 9A-1 and 9A-2 for lists of currently acceptable values).
NOTES: Composite data sets are available for the General North Atlantic Ocean, General North
Pacific Ocean, and Annual (all months or Winter (December, January, and February)). At least
one composite data set is available on each of the SOWM files as discussed on page 9-41. To
utilize this data, JGP and LSB are equated and defined as described in the following paragraphs.
All four composite sets can be accessed when OCEAN has been defined as GENERAL, and
SEASON has been defined as both. In this case, only the four composite sets are available. For
the North Atlantic Ocean, Annual, define JGP and JSB as 991; for Winter, define JGP and JSB as
992. For the North Pacific Ocean, Annual, define JGP and JSB as 993; for Winter, define JGP
and JSB as 994.
When OCEAN has been defined as ATLANTIC or PACIFIC and SEASON has been defined as
ANNUAL or WINTER, then define JGP and JSB as 999 to use the composite data sets. In these
cases, the data for the geographical points listed in Tables 9A.1 and A.2 also are available.
12.8.1.11 Record Set 11, PTL Plot File Generation

INPUT: IPLMAP
FORMAT: I5
-[IPLMAP](Integer) - Determines the type of plot to generate plots of PTO values or contour
curves of constant values of PTO on maps.
10 - to generate plots utilizing data stored on file MAP.SEP generated in a previous
computer run. (Most of the input data is then meaningless. Define ILCRMS as 1 to
reduce the amount of required data.)
1 - to have PTO values or contour curves of constant values of PTO generated on
maps.
12-85
0 - to have no map plots.

Record 2 - FORMAT (3I5) Define only if IPLMAP > 0.
INPUT: IPLPTS, ICONTUR, IPLVAL
FORMAT: 2I5
-[IPLPTS](Integer) - Determines if PTOs will be plotted.
1 - to plot values of PTO, at corresponding geographical point on map
0 - to not plot PTO values
-[ICONTUR](Integer) - draw contour lines, corresponding to constant values of PTO. The larger
the value given ICONTUR, the thicker the line will be.
>0 - Draw contour lines, line thickness based on magnitude of ICON-TOUR.
0 - to not draw contour lines.
-[IPLVAL](Integer) - Determines which PTO value is plotted.
0 - to have the weighted average PTO values plotted.
1 - to have the weighted average PTO values with wind effects plotted. Use only when
WIND = WIND◆◆◆◆.
2 - to have the weighted average PTO values with wind effects plotted.
3 - to have the minimum of PTO (with wind effects if WIND =WIND◆◆◆◆) values
plotted.
4 - to have the maximum of PTO (with wind effects if WIND = WIND◆◆◆◆) values
plotted.
5 - to have the best speed/heading PTO values plotted (VSMP option)
Record 3 - FORMAT (4A10) Define only if IPLMAP > 0.
INPUT: (MAP (I), I=l,J)
FORMAT: 4AlO
-[MAP(I)](Character) - Title to be placed on the map plot
12.8.1.12 Record Set 12, Speed Heading Weighting Functions

INPUT: IEQWTS, IWT360
FORMAT: 2I5
-[IEQWTS](Integer) - Determines if ship speeds and headings are to be generated by SEP
1 - if all ship speeds and headings are equally likely. In this case, SEP will generate
values.
0 - if speed-heading weights are not equally likely. In this case, the program user
must input values (See Record 2 below).
-[IWT360](Integer) - Determines if the speed-heading function is symmetrical about ship’s axis.
1 - if the speed-headings weights are asymmetrical about the head-following seas axis
and the entire array covering 0 to 360 will be specified. (See Data Set 12a below.)
0 - if speed-heading weights are symmetrical about the head-following seas axis and
values for only half the possible values will be input.
Record 2 – FORMAT (24I3) Define only if IEQWTS = 0. (i.e., all speeds and headings are not
equally weighted.)
12-86
For each J from 1 to NSPEED:

INPUT: ( IHVWT(I,J), I =l,NHEDT )
FORMAT: 24I3
-[IHVWT (I,J), I = 1, NHEDT,J = 1, NSPEED)](Real) - represents the speed-heading weights or
profile of the ship for the Ith heading and Jth ship speed.
where NSPEED is the number of ship speeds used in developing file ORGFIL or file MTF which
contain transfer functions:
for monohulls NSPEED = VKDES/VKINC +1, VKDES and VKINC are SMP input variable.
for SWATHS NSPEED is an SWMP input variable.
Where NHEDT = NHEAD + (IWT360) (NHEAD - 2). That is, when IWT360 is set to 1, flagging
asymmetrical weighting, then NHEDT then NHEDT will equal 2(NHEAD-1). Otherwise, it will
equal NHEAD, the number of relative wave headings. For shortcrested seas NHEAD is 13 or 24,
depending whether IWT360 is 0 or 1.
NOTE: If IWT360 = 0 and headings are to be equally weighted for a particular speed, define
weights for wave heading angles other than head and following seas as twice those for head and
following seas. This effectively includes all responses, with headings form 0 to 360 degrees,
even though motion responses are available only from 0 to 180 degrees.
12.8.1.13 Record Set 13, Wind/Wave Normilzation Factor.

Record 1 - FORMAT (I5) Define only if WIND = WIND◆◆◆◆.
INPUT: NORM
FORMAT: I5
-[NORM](Integer) - NORM affects the calculation of the values of PTO calculated as a function of
significant wave height when wind envelopes (WIND = WIND◆◆◆◆) are utilized.
0 - PTO = 100 times the sum of the joint probabilities of occurrence of significant wave
height, spectral modal period, and wind speed, where motion criteria are not
exceeded, and the wind envelope indicates that air operations are possible (usual
definition).
1 - PTO = 100 times the sum of the joint probabilities of occurrence of: significant wave
height, spectral modal period, and wind speed, where motion criteria are not
exceeded and the wind envelope indicates that air operations are possible; divided
by the sum of the joint probabilities of occurrence of those conditions, when the wind
envelope indicates air operations are possible.
(The difference between results obtained using NORM = 0 and NORM = 1 can be demonstrated
by an example. Assume all speeds and headings are equally weighted, that the wind envelopes
indicate that for all wind speeds air operations are possible for one ship-heading combination,
and that for that speed-heading, the motion limits are not exceeded for any spectra which might
occur. When NORM = 1, the PTO would be 100. When NORM = 0, the PTO would be 100
divided by the product of the total number of speeds and the total number of headings.)
Record 2 – FORMAT (8F10.5) Define only if WIND = WIND.
INPUT: (OPHDGl(I), I-1,10)
(OPHDG2(1), I=l,lo)
FORMAT: 8F10.5
The variables OPHDG1 and OPHDG2 are used to represent a particular relative wind envelope
for the hull form. A relative wind envelope can be defined during a full-scale trial. It represents
the combination of the wind speed relative to the ship speed and the ship heading angle relative
to the wind angle, for which the hull form can carry out a particular air operation without
degradation in performance. Refer to Figure 9-4-1.
12-87
FIGURE 9-4-1. Clearance Wind Envelope
12-88
-[OPHDG1(I), I=1,10 (Real) - Progressing clockwise, first heading of the ship relative to the
heading of the wind, at which the air operation can be carried out for relative wind speeds
between 5 (I-1) and 5 I knots. Given in degrees.
-[OPHDG2(I), i=1,10) - Progressing clockwise, last heading of the ship, relative to the heading of
the wind, at which the air operation can be carried out for relative wind speeds between 5(I-1) and
5 I knots. Given in degrees.
NOTE: I varies from 1 to 10, so that OPHDG1 and OPHDG2 must be defined for relative wind
speeds varying from 0 to 50 knots.
NOTE: 0 = head seas, 180 = following seas. Port beam is 270.
Example: For a particular relative wind speed, a particular air operation can be performed when
the relative heading is between port beam and starboard beam, including head winds. OPHDG1
(I) = 270., and OPHDG2 (I) = 90.
12.8.1.14 Record Set 14, Absolute Wind Speed

Record 1 FORMAT (5F10.5) Define only if WIND◆◆◆◆ and SOWMDAT = WAVE◆◆◆.
INPUT: C0, Cl, Pl, C2, P2
FORMAT: 5F10.5
These variables are used to define absolute wind speed, Vw, as a function of significant wave
height, ξ1/3. The following relationship is used.
Vw = c0 + c1 ξ P1 1/3 + c2 ξ 1/3 P2
where Vw is in knots, ξ1/3 is in the meters, and co, c1, c2, and p2 are defined by the input variables
CO, C1, P1, C2, and P2, respectively.
-[CO](Real) - curve fit constant
-[C1](Real) - curve fit constant
-[P1](Real) - curve fit exponent
-[C2](Real) - curve fit exponent
-[P2](Real) - curve fit exponent
NOTE: This record set is obsolete, the wave wind database is more accurate.
12.8.1.15 Record Set 15, Confidence Bands for LSWH

Record 1 - FORMAT (I5) Define only if WIND = NO WIND◆.
INPUT: NBAND
FORMAT: I5
-[NBAND](Integer) - the number of confidence bands used in determining the Limiting Significant
Wave Heights. (LSWH).
Record 2 - FORMAT (2I5) Define only if WIND = NO WIND◆ (See Data Set 2).
INPUT: (JBAND (I), I=l,NBAND)
FORMAT: 2I5
-[JBAND(I), I=1,NBAND](Integer) - 95 and/or 50. This relates to determining the LSWH. For
each significant wave height band, the spectra considered will be those which encompass 95 or
50 percent of the spectra which occur, including the most probable spectral modal (peak) period.
12-89
12.8.1.16 Record Set 16, Print Options

INPUT: ISEAW, JPRMS, KPRMS, LPHMS, IPLOT
FORMAT: 5I5
These variables determine what seakeeping evaluation or RMS data is written to the file MOUT.
There are two evaluation-related tables which are always presented: one summarizes the LSWH
PTOs for geographical point used in the evaluation; one presents the LSWHs and corresponding
failing criteria for all modal periods, ship speeds, and relative wave headings. These are the last
two tables on the file MOUT.
-[ISEAW](Integer) - controls which tables of seaworthiness evaluation data are presented for
individual geographical points. Values are given as a function of ship speed and relative wave
heading. The LSWH is calculated only when WIND = NO WIND. The LSWH is calculated for the
specified confidence band(s).
0 - LSWH (Limiting Significant Wave Height)
1 - LSWH + PTO (Percent Time of Operation)
2 - LSWH + FC (Failing Criteria table)
3 - LSWH + PTO + FC
4 - LSWH + PTO + FC for the General North Atlantic Ocean or the General North Pacific
Ocean. Tables are not written for any specific geographical points considered.
-[JPRMS](Integer) - controls the form of the longcrested RMS data that is written on the file
MOUT. This variable applies only to the runs where MLC is being written (i.e.,ILCRMS = 0. and
ILCEVAL = 0 or ISCEVAL = 0.
0 - no RMS data.
1 - writes RMS values for all the six-degrees-of-freedom motions and for motions at the
six specified points on the ship are given. Displacements and/or velocities and/or
accelerations are given, depending on the values given KPRMS and LPRMS
immediately below. If AGAIN = 1, RMS values for the fin deflection displacements
and velocities will also be printed.
2 - writes only values used in seaworthiness assessment.
NOTE: KPRMS and LPRMS need to be defined only if JPRMS = 1.
-[KPRMS](Integer) - applies to absolute and relative motion calculations.
0 - none
1 - absolute and relative vertical motions
2 - absolute transverse motion
3 - absolute and relative vertical motion and absolute transverse motion
-[LPRMS](Integer) – applies to 6 degrees of freedom motions and to absolute and relative
motions.
0 - displacement
1 - velocity
2 - acceleration
3 - displacement and velocity
4 - displacement, velocity, and acceleration
-[IPLOT](Integer) - controls output of transfer functions and RMS values to the MPLOT file.
12-90
1 - transfer functions and RMS values will be written to the file MPLOT.
0 - data not written to a file (usual value).
12-91
Table 9-4-1. Conditions, corresponding input data variables and values, and required records
sets for running SEP.
Required
Corresponding Input Data Record
Condition
Variable and Value Set(s)*
SWATH SHPTYP = SWATH 5

SWATH with automatic control IGAIN > 0 5 (all values)
Monohull SHPTYP = MONOHULL 6
Starting with transfer functions ILCRMS = ISCRMS = 0 7
Select geographical locations from
NLOC > 0 10a
among those on file
Generate file MPLOT and/or generate
IPLMAP > 0 11a, 11b
DISSPLA plots
Unequal speed-heading weights IEQWTS = 0 12a
Wind Envelopes; WIND = WIND◆◆◆◆
Significant wave height-modal
period-wind speed SOWM data SOWMDAT = WAVEWIND 13, 13a
Wind Envelopes; WIND◆ = NO WIND◆
Significant wave height-modal
Period SOWM data SOWMDAT = WAVES◆◆ 13, 13a, 14
No wind envelopes WIND = NO◆ WIND◆ 15, 15a
*Record Sets 1, 2, 3, 4, 8, 9, 10, 11, 12, and 16 are required for all runs.
12-92
Table 4-2: Various seakeeping evaluation scenarios, including required seakeeping evaluation
and status of evaluation variables relative to previous values, files to be used, and files created.
al Locations
Seakeeping
Seakeeping
File(s) to be
Geographic
Wetnesses
Evaluation
for Slams/
Locations
Locations
Required
Created
Motions
Motions
on Ship
Vertical
Criteria
Values
File(s)
used
Ship
Ship
LC1 N2 N or O3 N or O N or O ORGFIL4 MTF,MLC
LC N N or O N or O N or O MTF MLC
LC O N or O N or O N or O MLC none
SC5 N N or O N or O N or O ORGFIL4 MTF,MLC,MSC
SC N N or O N or O N or O MTF MLC,MSC
SC O N or O N or O N or O MLC MSC
SC O N or O N or O N or O MSC none
LC & SC N N or O N or O N or O ORGFIL4 MTF,MLC,MSC
LC & SC N N or O N or O N or O MTF MLC,MSC
LC & SC O N or O N or O N or O MLC MSC
LC & SC O N or O N or O N or O MLC & MSC none
1
LC=Longcrested
2
N = New (relative to values used in creating existing files MLC or MSC).
3
O = Old (relative to values used in creating existing files MLC or MSC).
4
for monohull only
5
SC = Shortcrested
12.8.2 Description of Data Files

Several data files are utilized by SEP. There are two types of files: those which must be provided
by the program user and those which are generated by SEP. In the first group there are two files:
a file with transfer functions (file MTF or file ORGFIL), and a file with wave spectra statistics (file
MSOWM). The transfer function files are generated by the programs SWMP or Visual SMP. The
wave spectra statistics files have been developed at the Naval Surface Warfare Center
Carderock Division (NSWCCD). The other files are generated by SEP itself and may be used in
subsequent runs.
Each file is identified by a variable name throughout the computer code. Each of these variables
is assigned an integer value in a data statement in the main program of SEP. The variable name
followed by its assigned integer value or range of values in parenthesis and a description of each
of the data files follows.
12-93
MGAIN (3) – is an input file which is used in conjunction with SWMP and applies to SWATH ships
only. It contains information related to the automatic control system of the stabilizing fins. These
values are used in conjunction with assessing the limitations to acceptable performance brought
about by having the stabilizers exceed deflection and deflection rate limits.
MIN (5) – is the input data file generated by the user which determines what will be done in a
particular run of SEP.
MLC (8) – is a file generated by SEP. This file contains RMS (root mean squared) values from
the motion transfer functions file, MTF, and the set of locations on the ship specified in MIN. It
contains the RMS file required by SEP to carry out an evaluation and can be used in subsequent
evaluations (see ILCRMS defined in section 9.4.). It can be used to generate the MSC file.
MMAP (10) – is a file generated by SEP. It contains variables used for generating plots on world
maps. The information includes the longitude and latitude, as well as values related to the
Percent Time of Operation for each geographical point. This file is accessed by other software to
develop plots.
MOUT (6) – is the output file which contains the results generated by SEP.
MSOWM (11-17) – is a file which was developed at NSWCCD and which must be provided by the
user. There are a series of files. Each file contains data related to the joint probability of
occurrence of significant wave height, spectral modal (peak) period and, in some cases, wind
speed. Only one file is used in any given run of SEP. The data is stored in formatted form to
facilitate transportability between computers.
All data files have been created from Spectral Ocean Wave Model 3 data. Each data file has
significant wave height bands, with center periods of 3.2, 4.8, 6.3, 7.5, 8.6, 9.7, 10.9, 12.4, 13.8,
15.0, 16.4, 18.0, 20.0, 22.5, and 25.7 seconds. There are several different files that can be used.
Each has a different combination of ocean basin, seasonal grouping, and statistical parameters.
The values in the MSOWM file are determined in SEP as a consequence of the values given
OCEAN, SEASON, and WIND in the input. (See Section 9.4 for definitions of these variables.)
Consequently, the program user has two choices: either all data files can be made available for
all runs so that control cards need not be changed for individual runs, or the data file for a
particular run can be made available. The choice made will depend, in part, on the computer
used.
The first set of files (listed below) presents the joint likelihood of occurrence of significant wave
height and spectral modal period. The data is used when WIND = NO WIND. The likelihood is
presented as the percent time of occurrence of each combination of the two parameters. Data
has been developed for a composite of 57 geographical points in the North Atlantic and for each
individual geographical point and for a composite of 21 geographical points in the North Pacific
and for each individual point (see Tables 13-6-1 and 13-6-2).
MSOWM = 11: North Atlantic Basin, Annual
MSOWM = 12: North Atlantic Basin, Winter
MSOWM = 13: North Pacific Basin, Annual
MSOWM = 14: North Pacific Basin, Winter
The composite from these four files will be used when MSOWM = 15. The second set of files
presents the joint likelihood of occurrence of significant wave height, spectral modal period, and
wind speed. This data is used when WIND = WIND. The likelihood of occurrence is presented
as the number of occurrences. The data has been sorted in 2.5 knot wind speed bands. Data
(listed below) is currently available for the North Atlantic only:
MSOWM = 16: North Atlantic Basin, Annual
MSOWM = 17: North Atlantic Basin, Winter
MTF (7) - is a file which contains transfer function amplitudes and phases. For SWATH ships, the
file is generated by SWMP. For monohull ships, this file is generated by SEP from the SMP file
ORGFIL (see next file description). This file is used to generate the file MLC.
12-94
ORGFIL( 4) - is a file provided by the program user which has been generated as ORGFIL by
SMP. It provides the transfer function amplitudes and phases for the six degrees of freedom
regular wave responses of a monohull. It is used by SEP to generate an MTF file.
Table 13-6-1: Geographical points in the North Atlantic Ocean,
which are accessible in the SEP Special Ocean Wave Model database.
Grid Point Sub-Projection Point Latitude Longitude
(deg. N.) (deg.)
38 3 67.69 -.43
37 3 66.60 6.77
62 3 65.69 -5.85
87 3 63.78 -24.15
84 3 62.85 -3.92
107 3 61.10 -14.64
110 3 60.70 -33.12
111 3 60.50 -38.74
129 3 58.60 -24.02
128 3 58.58 -18.17
127 3 58.29 -12.30
132 3 57.21 -40.26
149 3 55.87 -26.65
124 3 55.87 4.39
147 3 55.80 -15.75
134 3 55.40 -49.35
169 3 52.75 -33.77
304 2 52.61 -49.92
171 3 51.55 -42.67
184 3 50.58 -21.47
182 3 50.02 -11.74
187 3 49.95 -35.40
279 2 46.19 -44.89
216 3 45.20 -21.65
218 3 45.10 -30.15
215 3 45.00 -17.28
277 2 44.81 -53.06
214 3 44.64 -12.91
269 2 44.05 -42.07
257 2 41.35 -43.29
244 3 39.91 -21.79
247 2 39.79 -33.23
242 3 39.33 -13.87
263 2 38.77 -65.14
(deg. N.) (deg.)
243 2 37.88 -48.22
12-95
261 2 36.13 -71.81

240 2 35.13 -59.26
220 2 34.96 -29.00
228 2 34.10 -52.86
265 3 33.75 -11.05
216 2 33.40 -42.98
203 2 32.00 -33.67
214 2 31.95 -50.16
224 2 29.75 -66.53
287 3 29.67 -18.68
211 2 29.02 -60.53
182 2 26.69 -48.50
151 2 24.45 -30.94
207 2 24.23 -72.80
161 2 20.84 -59.11
127 2 19.20 -44.70
124 2 16.69 -54.18
69 2 15.45 -24.32
139 2 14.74 -68.37
85 2 14.08 -43.45
81 2 10.82 -55.52
18 2 9.18 -31.93
Table 13-6-2: Geographical points in the North Pacific Ocean,

which are accessible in the SEP Special Ocean Wave Model database.
(deg. N.) (deg.)
121 3 56.38 -171.71
28 3 51.35 162.52
124 3 51.31 -158.82
164 3 50.89 -145.65
56 3 50.03 -178.91
202 3 43.73 -128.73
148 3 43.17 -141.43
93 2 42.81 159.01
39 3 37.52 -158.01
294 1 36.32 148.51
188 3 36.16 -127.36
88 3 34.90 -145.58
85 2 34.48 -174.21
152 2 34.16 163.78
239 1 26.51 135.84
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255 1 26.02 148.20

165 2 25.19 -179.77
102 2 24.78 -162.46
93 3 24.58 -135.65
121 4 24.25 -116.34
233 2 20.60 163.06
12.9 STH97 Standard Time History Module Input File
The input required to run the STH program is contained in a text (ASCII) file called with
the same base file name as the regular wave input file, and the extension of *.sth directory in the
same directory are the regular wave output files. There are 10 sets of information, called Data
Sets, contained in this file. Each data set may contain one or more lines of information. The
method used to describe each data set is to list each line, its FORTRAN format, and the
variable(s) contained on it.
in Table 4. Note that comments may be added to the STH.INP input file after Data Set 10
to provide assistance in identifying the information on each data set when making changes.
12.9.1.1 Data Set 1. SMP Data Path - One Line - Format (A)
(1) SMPDATAS, alphanumeric, columns 1-80, path indicating where the SMP84 origin
transfer function file can be found.
12.9.1.2 Data Set 2. Units - One Line - Format (A)

(1) SUNITS, alphanumeric, columns 1-6, the desired displacement time history
engineering units (feet or meters).
SMP84 can be run for a given ship using either feet or meters. The user can specify the
engineering units to be used for the STH origin time histories which will overide the units used in
the SMP84 run. Only the displacement motions, surge, sway, and heave, are affected by the
selection of different units. Note that the units identified in this data set apply to the information
contained in the succeeding data sets for the STH program as well as the data sets for the ACTH
program.
12.9.1.3 Data Set 3. Title

One Line - Format (A)
(1) TRIALS, alphanumeric, columns 1-40, the ship title.
12.9.1.4 Data Set 9. Wave Point Input

First Line - Format (I5)
(1) NWPOINT, integer, columns 1-5, number of wave points.
NWPOINT is set to zero if you do not want to compute relative motion time histories in
the ACTH program. Note, however, that if relative motion is desired at a later date, the user must
rerun the STH program and include the wave points where the relative motion is to be computed.
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Second Line - Format (I5,3F10.1,X,A20) – repeat line 2 for each NWPOINT

(1) IWPNT, integer, columns 1-4, wave point number.
(2) WPNTXLOC, floating point, columns 5-12, x-coordinate of wave point (station
number, where 0=Forward Perpendicular).
(3) WPNTYLOC, floating point, columns 13-20, y-coordinate of wave point (positive
to port from centerline).
(4) WPNTZLOC, floating point, columns 21-28, z-coordinate of wave point (positive
up from baseline).
(5) WPTNAMES, alphanumeric, columns 29-48, the name of the wave point.
The reference system used to input locations on the ship in the STH and ACTH programs
is shown in Fig. 6. This input reference system is identical to the input system used in the Navy
Standard Ship Motion program, SMP95.
12.9.1.5 Data Set 10. Run Input

First Line – (I5)
(1) NRUNS, integer, number of STH runs
NOTE: The next line is repeated for each STH run.
Second Line - Format (I5,9F8.2,1X,2A,1X,7A)
(1) RUNNUMBER, integer, the run number.
(2) SAMPLERATE, floating point, number of samples per second.
(3) TSTART, floating point, start time in seconds.
(4) TEND, floating point, stop time in seconds.
(5) SPEED, floating point, ship speed in knots.
(6) HEAD, floating point, SMP output heading in degrees. (0°=head seas, 90°=beam
seas, 180°=following seas)
(7) SIGWH, floating point, significant wave height in feet or meters.
(8) TMODAL, floating point, modal wave period in seconds.
(9) STATIS, floating point, statistic used for roll iteration in irregular seas. For
example, the statistic used for the significant roll single amplitude is 2 (twice the standard
deviation for roll).
(10) SEATYPES, alphanumeric, seaway type.
The seaway type is identified as LC (longcrested seas) or SC (shorterested seas). The
seaway type can be enclosed in double quotes but it is not necessary. The selection of sample
rate affects the resolution of the STH time histories as well as the amount of computer time
required to run the STH program. For the majority of runs it is recommended that a sample rate
of 2 samples per second be used. However, for high speeds in bow to head seas, encounter
periods as low as one second or less may be computed which will require increasing the sample
rate to 3 samples per second to avoid frequency aliasing.
(11) COSINES, alphanumeric, determines if cosine files will be created.
The cosines flag determines if the cosine output file will be written during execution of
STH. If the string ‘COSINE’ is found the program will generate the cosines file for that
run.
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STH OUTPUT DESCRIPTION

Information describing each STH run is displayed on the computer's screen. This
information consists of:
1. STH program identification;
2. Date and time;
3. Ship identification and particulars, which include desired engineering units (feet
or meters), gravity, ship length, longitudinal center of gravity, LCG, (referenced from the Forward
Perpendicular), and the distance from the ship baseline to the waterline;
4. STH run identification which includes run number, comment, and sample rate.
The run conditions are identified, which include ship speed, heading, seaway type (longcrested or
shortcrested), significant wave height, modal wave period, the statistic used for roll iteration, and
the number of channels;
5. Listing of wave point locations (required for relative motion calculations in the
ACTH program);
6. Listing of first 20 seconds of wave height at the LCG and the six degree of
freedom responses (surge, sway, heave, roll, pitch, and yaw); [Note that the time histories for
wave height at wave point locations are computed (optionally) but not shown on the screen. The
screen is then blanked out until the run finishes]
7. Listing of the statistical results obtained from the time histories for wave height
(LCG), the 6D0F responses, and wave heights at wave point locations; [These statistics include
the mean, standard deviation, maximum and minimum values for each channel. The frequency
domain predictions for the standard deviation for each channel are provided in the last column.]
8. The elapsed computer time for the particular STH run.
The information displayed on the screen is saved in a text (ASCII) file for each run. This
file is called SRN.TEX where N is the run number. The SRN.TEX file is stored in a ship
subdirectory under the STHDATA directory, e.g., D:\STHDATA\S0DD965A. An example of this
file for STH run number 3 is shown in Table 5.
The STH time histories are written to a standard FORTRAN sequential binary data file
called SRN.DAT which is stored in the same subdirectory as the SRN.TEX file. The first record in
this file contains two integer variables, the total number of samples and the number of channels.
The remaining records, one for each sample, contain the time histories for all the channels in the
desired engineering units.
A separate text file called STHLOG.TEX is updated for each run. This file contains a
summary of the STH runs that have been made. The summary consists of a separate line for
each run that contains the run number, data format type (binary) , simulation run time in minutes,
DATE-TIME-GROUP (day, hour, minute, L(local), month, and year) , and the run comment. The
run comment shows the seaway type, ship speed, heading angle, significant wave height, and
modal wave period. An example of the STHLOG.TEX file is shown in Table 6. The STHLOG.TEX
file is stored in the same subdirectory as the SRN.TEX and SRN.DAT files.
12-99
12.10 ACCESS TIME HISTORY PROGRAM, ACTH
The ACTH program has not been incorporated into VisualSMP at this time, it is being
provided as a command line tool for those users who require relative motion time series data. The
following section contains the original documentation for ACTH provided by NAVSEA.
To run the command line ACTH, the output files from the VisualSMP STH module will
have to be renamed to conform to the old file name conventions of STH/ACTH.
STH output files:
M5415_01.dat changes to SR101.dat
M5415_01.osc changes to SR101.osc
ACTH INPUT DESCRIPTION

The information required to run the ACTH program is contained in a file called ACTH.INP
located in the STH directory. This information is organized into 10 Data Sets described below and
summarized in Table 8. An example of the ACTH.INP file is provided in Table 9.
12.10.1.1 Data Set 1. STH Data Path One Line, Format (A)
(1) STHDATAS, alphanumeric, columns 1-80, path indicating where the origin time
history files output from the STH program are located.
12.10.1.2 Data Set 2. ACTH Data Path One line - Format (A)
(1) ACTHDATAS, alphanumeric, columns 1-80, path indicating where the ACTH
response time histories will be saved.
12.10.1.3 Data Set 3. Ship Name

One Line, Format (A)
(1) SHIPS, alphanumeric, columns 1-5, identifies ship name.
12.10.1.4 Data Set 4. Output Data Format

One line, Format (7X,I5)
(1) ASCII, integer, columns 8-12, specifies data format to be used for the ACTH response
time histories. Use 1 for binary output format and 2 for ASCII output format.
The ACTH response time histories are saved in either a binary format or an ASCII format.
The default format is binary. The ASCII format is useful for transferring these time histories to
other computers via either a modem or magnetic disks. Note that the ASCII format uses more
storage (bytes) than the binary format and takes longer to write.
12.10.1.5 Data Set 5. Wave Point Input

First Line - FORMAT (A)
No variables, blank line used for spacing.
Second Line - Format (18X,I5)
(1) NWPOINT, integer, columns 19-23, number of wave points. NWPOINT is set to zero if
you do not want to compute relative motion time histories in the ACTH program. Note, however,
that if relative motion is desired at a later date, the user must rerun the STH program and include
12-100
the wave points where the relative motion is to be computed. Lines 3-5 are always included even
if NWPOINT=0.
Third Line - FORMAT (A)
Fourth Line - FORMAT (A)
No variables, comment used to identify wave point table.
Fifth Line - FORMAT (A)
No variables, comment identifies columns for wave point table.
NOTE: The next line is included only if NWPOINT>0. There is one line for
each wave point.
Sixth Line - Format (I4,3F8.1,3X,A20) >
(1) IWPNT, integer, columns 1-4, wave point number.
(2) WPNTXLOC, floating point, columns 5-12, x-coordinate of wave point (station
number, 0=Forward Perpendicular).
(3) WPNTYLOC, floating point, columns 13-20, y-coordinate of wave point (positive
to port from centerline).
(4) WPNTZLOC, floating point, columns 21-28, z-coordinate of wave point (positive
up from baseline).
(5) WPTNAMES, alphanumeric, columns 29-48, the name of the wave point.
Wave point locations are required to be input only if relative ' motion time histories are
desired. Wave time histories at these points must have been previously generated by the STH
program. The same wave point locations should have been used in the STH input. The ACTH
program compares the wave point locations used in the ACTH and STH input and stops if they
are not identical.
12.10.1.6 Data Set 6. Point Input

Second Line - Format (13X,I5) )
(1) NPOINT, integer, columns 14-18, number of points on the ship ) where response
time histories are computed.
NPOINT is set to zero if you do not want to compute response }
time histories at a point. Lines 3-5 are always included even if
NPOINT=0. |
No variables, blank line used for spacing. 1
No variables, comment used to identify point table.
No variables, comment used to identify columns for point table. NOTE: The next line is
included only if NPOINT>0. There is one line for each wave point.
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Sixth Line - Format (I4,3F8.1,3X,A20)

(1) IPNT, integer, columns 1-4, point number.
(2) PNTXLOC, floating point, columns 5-12, x-coordinate of point (station number,
0=Forward Perpendicular).
(3) PNTYLOC, floating point, columns 13-20, y-coordinate of point (positive to port
from centerline).
(4) PNTZLOC, floating point, columns 21-28, z-coordinate of point (positive up from
baseline).
(5) PNTNAMES, alphanumeric, columns 32-51, the name of the point.
12.10.1.7 Data Set 7. Channel Input

(1) NCHAN, integer, columns 16-20, number of channels.
No variables, comment used to identify channel table.
No variables, comment used to identify columns for channel
table. There is one line for each channel.
Sixth Line - Free Format
(1) ICHN, integer, channel number.
(2) IRSP, integer, response number.
1 = surge; longitudinal response at a point (earth system);
longitudinal force at a point (ship system)
2 = sway; lateral response at a point (earth system);
lateral force at a point (ship system)
3 = heave; vertical response at a point (earth system);
vertical force at a point (ship system)
4 = roll; relative motion at a point (earth system)
5 = pitch
6 = yaw
7 = wave height at the origin or at a wave point location.
(3) ITYP, integer, response type.
1 = displacement
2 = velocity
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3 = acceleration
4 = angle
(4) ISYS, integer, response system.
1 — earth system
2 = ship system
(5) IPNT, integer, response point number from Data Set 5 or 6.
The method used to select the ACTH channels is outlined in Table
10. Each channel is defined by five numbers; channel number, response number,
response type number, reference system desired, and point location. The first step is to select a
point number. If the point number is zero, the response numbers are limited to 1-6 for the 6DOF
reponses and 7 for wave height at the LCG. Only the earth reference is allowed. Displacement,
velocity, or acceleration (types 1,2,3, respectively) are allowed for any of these responses.
If user selects a point number greater than zero, then both earth and ship reference
systems are allowed. The available response numbers for the earth system are 1-3
corresponding to longitudinal, lateral, and vertical responses at a point, 4 for relative motion at a
wave point, and 7 for wave height at a wave point. Displacement, velocity, or acceleration (types
1,2,3, respectively) are allowed for any of these responses. If the user selects the ship reference
system, then the response numbers allowed are 1-3 for the longitudinal, lateral, and vertical
forces at a point. The response type is restricted to 3 which is acceleration (force per unit mass).
12.10.1.8 Data Set 8. Start ACTH Run

(1) STARTRUN, integer, columns 16-20, start ACTH run number.
12.10.1.9 Data Set 9. No of ACTH Runs

One Line - Format (16X,I5)
(1) NRUNS, integer, columns 17-21, number of ACTH runs
12.10.1.10 Data Set 10. STH Run Input First Line - FORMAT (A)
No variables, blank line used for spacing. Second Line - FORMAT (A)
No variables, comment used to identify STH run input. There is one line for each STH
run. Third Line - Free Format (1) STHRUN, integer, STH (origin) time history run number.
ACTH OUTPUT DESCRIPTION
The ACTH program only displays three items on the screen for each run; the ACTH
program identification, the total number of ACTH runs to be made, and the run that the ACTH
program is currently working on. An example of the ACTH screen display is provided in Table 11.
The information describing each ACTH run is written to a text file called ARM.TEX where
M is the run number. The ARM.TEX file is stored in a ship subdirectory under the ACTHDATA
directory, e.g., D:\ACTHDATA\SPDD965A. An example of this file for ACTH run number 3 is
shown in Table 12. The ARM.TEX file is comparable to the SRN.TEX file written by the STH
program. The information contained in the ARM.TEX file consists of:
1. DATE-TIME-GROUP;
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2. Ship identification;
3. ACTH run identification which includes run number, comment, sample rate, and
run times (ttie corresponding STH run number is identified);
4. Ship particulars;i
5. Run particulars including ship speed, heading, sea type,
etc.; .
6. Table of STH statistical results which compares time domain (
and frequency domain calculations of the standard deviation
for the STH channels; J
7. Listing of wave point locations (required for relative motion calculations in the
ACTH program);
8. Listing of point locations (required for motions, velocities and accelerations at a
point and forces in the ship system);
9. Listing of channels and there associated points (the channel number, name,
type, unit, system, and the point number and i the point location associated with the channel
are also I given);
10. Listing of the statistical results obtained from the ACTH time histories (these
statistics include the mean, standard deviation, maximum and minimum values for each ACTH
channel);
11. The total number of samples for the run.
The ACTH time histories are written in one of two possible formats depending on the
value of the variable ASCII in Data SET 2 of the ACTH input. If the user chooses ASCII=1, then
the time histories are written to a standard FORTRAN sequential binary data file called
ARM.DAT.
The first record in the file contains two integer
variables, the total number of samples and the number of channels.
The remaining records, one for each sample, contain the time
histories for all the ACTH channels in the desired engineering units. j
The ARM.DAT file is stored in the same subdirectory as the ARM.TEX
file. )
If the user instead chooses ASCII=2, then the time histories are
written to a formatted FORTRAN sequential ASCII data file called ARM.ASC as:
Record 1. Header
One Line - Format (215)
(1) COUNT, integer, columns 1-5, total number of samples.
(2) NCHAN, integer, columns 6-10, number of channels.
Records 2-(COUNT+H. ACTH time history data Line 1 - Format (2I5,8F8.3)
(1) CNT, integer, columns 1-5, sample number.
(2) KL, integer, column 10, line number (set to l).
12-104
(3) ACTHDATA, floating point, columns 11-18, 19-26, etc., up to eight channels of
ACTH time histories at sample CNT. The time histories are in engineering units.
A second line is required if there are more than eight channels. Line 2 - Format
(5X,I5,8F8.3)
(1) No variable, first 5 columns skipped.
(2) KL, integer, column 10, line number (set to 2).
(3) ACTHDATA, floating point, columns 11-18, 19-26, etc., remaining channels of
ACTH time histories at sample CNT.
An example of the ARM.ASC file is shown in Table 13. The ARM.ASC file is stored in the
same subdirectory as the ARM.TEX file.
A separate text file called ACTHLOG.TEX is updated for each run. This file contains a
summary of the ACTH runs that have been made. The summary consists of a separate line for
each run that contains the ACTH run number, data format type (binary or ASCII), simulation run
time in minutes, DATE-TIME-GROUP (day, hour, minute, L(local), month, and year) , and the run
comment. The run comment shows the seaway type, ship speed, heading angle, significant wave
height, and modal wave period. An example of the ACTHLOG.TEX file is shown in Table 14. The
ACTHLOG.TEX file is stored in the same subdirectory as the ARM.TEX file.
There is also a file called ERROR.TEX that is created when the ACTH program is
executed. This formatted sequential file contains any error messages that may have occurred
while the program was executing. A message telling the user that all STH runs were successfully
completed is written if no errors occurred . A summary of the error messages is provided in Table
15. The ERROR.TEX file is stored in the STH directory.
PROCEDURE USED TO DEVELOP SHIP RESPONSE TIME HISTORIES The ACTH
program is used to develop response time histories in random seas at various locations on the
ship. In order to run the ACTH program the user must perform a number of tasks which involve:
1. Selection of ship,
2. Reviewing SMP84 output/running SMP84 program,
3. Reviewing STH runs/running STH program,
4. Editing ACTH input/running ACTH program.
The input required to run each of the three programs, SMP95, STH, and ACTH is specific
to a particular ship. Each program however uses a generic input file name, SMP.INP, STH.INP,
and ACTH.INP, respectively. The user must maintain these input files using both generic names
as well as ship specific names. In order to change a ship, the user should first save the generic
input files for the current ship to files that are identified by the ship name.
12-105
12.11 IMSA IDF Specification 3.03

INTERNATIONAL MARINE SOFTWARE ASSOCIATES
INTERFACE DEFINITION FILE (.IDF)
REVISION 3.03
5 May, 1997
The IMSA IDF is intended to be a neutral file format for exchange of hull description data between
marine programs, without the generality or complexity of standards such as IGES and DXF, and
without the specific traits of a particular program's native format.
The file is designed to be easily human-readable. Compactness is sometimes sacrificed for this
goal.
New entities may be added as necessary, by submitting a request to the IMSA technical
coordinator.
3.01 NOTES
Revision 3.01 includes a new sectional AREA entity, at the request of the US Navy and other
users.
1. All data tags (items proceeded with $) must exist in the header, in the order and format
given.
2. Following the $UNITS data tag must be a line that reads either SI or User Defined.
3. The HYDRO entity has been reduced to a subset of the ITTC computer symbols, called
the Interim Standard Transfer Set (ISTS). The list of supported terms is included in the
description of the HYDRO entity. At their own risk, programs may output other ITTC
values; however these are not strictly supported, and may or may not be read by other
programs.
4. It is suggested that IDF interfaces be tested by trading files with other programmers who
have IDF interfaces. Please contact the IMSA Technical coordinator above to arrange
this.
3.02 NOTES
1. The General Form showed $COORDINATE SYSTEM preceding $COMMENTS, while
the specific entity definitions had these reversed. The specific entity definitions have
been revised to be the same as the General Form.
3.03 NOTES
1. Added the PROPSECTS entity, for describing propeller geometry.
12.11.1 IDF File General Form

$IDF
12-106
3.01 (or greater)

$ENTITY
entity type
$VESSEL NAME
identifier for this vessel
$DATA SOURCE
name of program that wrote the file
$DATE
date
$TIME
time
$UNITS
units
$COORDINATE SYSTEM
coordinates of a point one unit forward, starboard, down ("coordinate gnomon")
e.g. for FAST SHIP 1,1,1
$COMMENTS
comments
comments
$GEOMETRY
(data format specific to geometry type from here down)
$END ENTITY
Current Entity Types:

Entity Type Description
SECTIONS Sectional Data (Stations, Buttocks, Waterlines, 3d curves)
MESH Surface Mesh data
NURBS NURBS Surface data
HYDRO Hull Parameter data
AREA Sectional Area Data
PROPSECTS Propeller Geometry Data
12.11.1.1 General Comments

This standard contains only one interface file. This file can contain one or more entities, where
each entity is a specific data type (e.g. hull sectional data, NURBS surface data, etc.). This
avoids having many different files, and allows new entities to be added as necessary. It also
12-107
means that one file can contain different types of data for a single ship (sectional data, surface
data, etc.), thus avoiding many files describing the same ship.
The file will be a simple ASCII file, so that it will be transportable across different hardware
platforms, as well as being easily human-readable. While this does not result in the most
compact format, it does result in a format that is easy to produce, read, add to, and modify.
Data for each line item are to be separated by commas. Comments may be added on any line
following an exclamation mark (!). End of line sequence is to be appropriate to the operating
system. Text strings may be up to 79 characters long, and are limited to ASCII characters 1
through 127.
12.11.1.2 Units
Units must be specified as either: SI or User Defined. If User Defined, then the following lines
must be given:
# of user units/meter
# of user units/square meter
# of user units/cubic meter
# of user units/kg
Some entities may not require all of the conversion factors, and the entity's definition will specify
which should be included
12.11.1.3 Coordinate System

Since different programs use different coordinate systems (e.g. some have positive X aft, some
have positive X forward, some use Z for the longitudinal coordinate, etc.), the coordinates of a
fixed point in space is required. This point is one unit forward of the origin, one unit to starboard,
and one unit down from the origin. Then, as data is read in from the file, by multiplying the data
by the given vector and by your own vector, the sign will be correct. All data in the formats is
given in the order longitudinal, athwart ships, and height. Not all entities will have a coordinate
system associated with them. If not, the entity definition will leave this section out.
12.11.1.4 Data Tags

Data tags (e.g. $ENTITY), while not absolutely required in a fixed format file, make the file easily
human-readable, and can simplify the computer-reading process. Import programs that are
searching for a particular ENTITY type, can search the file for the string "$ENTITY", and then
read the next line to see if the type is correct, and go on from there.
Data tags (items proceeded with $) must have the $ in column 1, i.e. no white space is allowed
before a data tag. Leading white space (tabs, spaces) is allowed on lines containing data. Blank
lines are allowed between data and the next data tag.
Any data that is shown in the entity definitions is required; if not known, dummy data should be
substituted.
Where entities allow for more than one body or surface, it is subdivided into parts (each part may
represent a body or surface, or a group of bodies).
12.11.2 Entity #1: Sectional Data (SECTIONS)

Note: Indenting is for clarity only; not used in actual data file.
12-108
$IDF
3.01 (or greater)
$ENTITY
SECTIONS
$VESSEL NAME
Identifier for this vessel
$DATA SOURCE
program that wrote the file
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
This line must be either SI or User Defined
If User Defined, then the following line(s) must be specified:
$COORDINATE SYSTEM
$COMMENTS
This is a comment about the ship about to be described. Any # of 79 character lines.
$GEOMETRY
n (number of parts or bodies)
part 1
.
.
part n
where each part format is:
$PART
part name
m (number of curves)
curve 1
.
.
curve m
where each curve format is:
12-109
$CURVE
curve name
Curve type (station, buttock, waterline, cant, incline,
diagonal general plane, three-d)
j=integer number of points on curve
point 1
.
.
point j
where points are coordinate triplets (long'l, trans ,vert),
breakpoint indicator (unknown, fair, knuckle)
for example: 10.15, 3.25, 1.50, fair
$END ENTITY
12-110
12.11.3 Entity #2: Surface Mesh Data (MESH)

Note: Indenting is used for clarity only; does not exist in actual file
$IDF
3.01 (or greater)
$ENTITY
MESH
$VESSEL NAME
$DATA SOURCE
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
$COORDINATE SYSTEM
$COMMENTS
This is a comment about the ship about to be described. Can be any # of 79 character
lines. $COORDINATE
$GEOMETRY
n (number of parts or surfaces)
part 1
.
.
part n
where each part is
$PART
part name
#rows, #columns in surface mesh
long'l, trans, vert coords of mesh points: B(row, col) where col varies fastest
.
.
12-111
long'l,trans,vert coords
$END ENTITY
12-112
12.11.4 Entity #3: NURBS Surface Data (NURBS)

Note: Indenting is used for clarity only; not used in actual file.
$IDF
3.01 (or greater)
$ENTITY
NURBS
$VESSEL NAME
$DATA SOURCE
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
$COORDINATE SYSTEM
$COMMENTS
$GEOMETRY
part 1
.
.
part n
where each part is
$PART
part name
non-rational or rational
basis function in u,w directions (e.g. open or periodic)
order in u,w directions (integers)
i,j (#rows,#columns in defining polygon net, integers)
12-113
knot vector in u direction (floating point)

knot vector in v direction (floating point)
long'l, trans, vert coords, weight of net points: B(i,j) where j varies fastest
.
.
long'l, trans, vert coords, weight (floating point)
$END ENTITY
12-114
12.11.5 Entity #4: Hull Parameter Data (HYDRO)

$IDF
3.01 (or greater)
$ENTITY
HYDRO
$VESSEL NAME
$DATA SOURCE
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
# of user units/cubic meter
# of user units/kg
$COORDINATE SYSTEM
Coordinates of a point one unit forward, starboard, down ("coordinate gnomon")
E.g. for FAST SHIP 1, 1, 1
$COMMENTS
This is a comment about the ship about to be described. Can be any # of 79 character
lines.
$GEOMETRY
part 1
.
.
part n
where each part is
$PART
part name
entry 1
12-115
.
.
entry n
$END ENTITY
Each entry is an ITTC computer symbol from the Interim Standard Transfer Set (ISTS), a subset
of the ITTC list of Standard Symbols and Terminology entered in the following form:
computer symbol=value
For example, the ITTC computer symbol for length of waterline is LWL. For a ship with a
waterline length of 451.5, the data would be entered in the file as:
LWL=451.5
As many entries as desired may be made in this form using the ITTC ISTS standard computer
symbols.
12.11.5.1 NOTES ON THE IDF HYDRO ENTITY

The 'HYDRO' entity of the IDF file is used to pass parametric information about hull geometry
between programs. This information - length on waterline, displacement volume and trim, for
example - is representative of a single vessel load condition.
The symbols are derived from ITTC computer symbols and terminology. In January 1993, the
ITTC Symbols and Terminology Group identified the need for an Interim Standard Transfer Set
(ISTS) as a subset to their comprehensive database-oriented collection of computer symbols. Dr.
Bruce Johnson, Chairman, has asked IMSA to prepare and define the ISTS. The symbols used
in the IDF HYDRO entity will form the ISTS.
To eliminate redundancy and potential confusion, the ISTS philosophy will be to use only those
symbols based on geometric items (displaced volume, for example), rather than parameters
(such as Cb). Also, a number of geometric and conversion references are defined.
Abbreviations used in this document:
FP - forward perpendicular.
Reference datum for the forward point of the length between perpendiculars (LPP).
AP - after perpendiculars.
Reference datum for the aft point of the length between perpendiculars (LPP).
MIDP - midship.
Located midway between FP and AP.
References:
International nautical mile = 6076.1155 feet, 1852.00 meters.
12-116
Gravitational constant, G = 32.1740 feet/sec^2, 9.80665 meters/sec^2.
12.11.5.2 Supported Symbols and Definitions:

ABT - total area of transverse cross-section of a bulbous bow. Full (port and starboard) cross
sectional area at the FP.
AM - midship section area.
Immersed transverse sectional area located at MIDP.
APB - planing bottom area.
Horizontally projected planing bottom area (at rest), excluding area of external spray
strips. (Area outlined by the chine as projected onto a horizontal plane.)
ATR - total area of immersed transom.
Full (port and starboard) cross-sectional area of a transom stern below the waterline.
AVL - longitudinal area exposed to wind.
Area of portion of ship above waterline projected onto a longitudinal plane (as viewed
from the side).
AVT - transverse area exposed to wind.
Area of portion of ship above waterline projected onto a transverse plane (as viewed from
ahead).
AW - area of the waterplane.
Area enclosed by the outline of the waterplane.
AX - maximum transverse section area.
Maximum immersed transverse sectional area.
BETD - principal deadrise angle of planing bottom.
Angle of the tangent slope of the planing bottom. (For a temporary solution, the tangent
slope of the planing bottom at a point BPX/4 off the centerline, located at the mid-point of LPRC,
is recommended.)
BETTR - deadrise angle of planing bottom at transom. Angle of the tangent slope of the planing
bottom at the transom. (For a temporary solution, the tangent slope of the planing bottom at a
point BTR/4 off the centerline, located at the aft-most point of LPRC, is recommended.)
BM - midship breadth on waterline.
Molded breadth on the waterline located at MIDP.
BPX - maximum breadth over chines.
Maximum breadth of the outside of the chine (excluding external spray strips).
BTR - breadth of the chine at the transom.
Breadth of the outside of the chine (excluding external spray strips) at the transom
(aftmost point of LPRC).
BX - maximum breadth on waterline.
Maximum breadth of the waterplane.
DISV - displacement volume.
12-117
Immersed volume of the hull, neglecting appendages. (Large added volumes such as
skegs may have a contribution to hull volume and there should be data agreement between
SWH and DISV.)
ENTA - half angle of entrance.

Angle of waterline at the bow with reference to centerplane, neglecting local shape at
stem. (For a temporary solution, the tangent slope of the waterplane at a point BX/10 off the
centerline is recommended.)
LOS - overall submerged length.
Entire length of the submerged portion of the vessel, including items such as bulbs that
extend beyond the limits of LWL.
LPP - length between perpendiculars.
Reference length that defines the distance between FP and AP.
LPRC - projected chine length.
Overall longitudinal length of chine projected onto a horizontal plane. (Longitudinal limit
of APB.)
LWL - length of waterline.
Overall longitudinal length of the waterplane.
RHOW - mass density of water.
Standard ITTC values at 15 deg C, 59 deg F are:
Fresh: 1.9384 lb-sec^2/ft^4, 101.87 kg-sec^2/m^4
(specific gravity of 0.9990)
Salt: 1.9905 lb-sec^2/ft^4, 104.61 kg-sec^2/m^4
(specific gravity of 1.0259, 3.5% salinity)
Note: specific gravity uses international convention of distilled water at 3.98 deg C
(1.9403 lb-sec^2/ft^4, 101.97 kg-sec^2/m4).
SWH - wetted surface of the hull.
Entire immersed surface of the hull, neglecting appendages. (Large added volumes
such as skegs may have a contribution to hull wetted surface and there should be data
agreement between SWH and DISV.)
TM - draft at midship.
Molded hull draft on centerline, located at MIDP. Value reflects the principal hull volume
and should not be confused with a keel draft that includes the effect of appendages or skegs.
TR - trim.
Vessel trim by the stern. Equals the draft at AP less the draft at FP.
XFB - longitudinal center of buoyancy from FP.
Longitudinal distance of the center of buoyancy aft of the FP.
XFG - Longitudinal center of gravity from FP.
Longitudinal distance of the center of gravity aft of the FP.
XLWL - location of length on waterline
12-118
Distance of the forward-most point of LWL aft of FP. (Registers location of LWL with
respect to FP.)
XLPRC - location of projected chine length.

Distance of the forward-most point of LPRC aft of FP. (Registers location of LPRC
with respect to FP.)
12-119
12.11.6 Entity #5: Sectional Area Data (AREA)

$IDF
3.01 (or greater)
$ENTITY
AREA
$VESSEL NAME
$DATA SOURCE
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
$COORDINATE SYSTEM
$COMMENTS
$GEOMETRY
part 1
.
.
part n
where each part is
$PART
part name
nsta
x1, a1
x2, a2
12-120
.
.
xnsta, ansta
where nsta is the number of stations cutting the part, xi is the ith station's
longitudinal coordinate, and ai is it's immersed area.
$END ENTITY
12-121
12.11.7 Entity #6: Propeller Sectional Data (PROPSECTS)

Note: Indenting is for clarity only; not used in actual data file.
$IDF
3.03 (or greater)
$ENTITY
PROPSECTS
$VESSEL NAME
Identifier for this vessel (or job)
$DATA SOURCE
Program that wrote the file
$DATE
mm/dd/yy
$TIME
hh:mm:ss
$UNITS
This line must be either SI (meters) or User Defined
$COMMENTS
This is a comment about the propeller about to be described. Any # of 79 character lines.
$GEOMETRY
rotation = Right or Left hand
number of blades , expanded blade area ratio , propeller diameter [dim], nominal pitch
[dim], hub diameter [dim]
blade thickness ratio (may be zero), rake at tip (positive downstream) [dim]
n = number of sections
type = XY Offsets or Camber Thickness
section 1
.
section n
where each expanded section format is:
$SECTION
section name (e.g., 0.7R), radial position [dim], chord length [dim], maximum
thickness [dim], location of max.
thickness from leading edge [dim]
local pitch [dim], distance of generator line to mid-chord (positive in the direction
of the leading edge) [dim], rake
12-122
(positive downstream) [dim]

maximum camber [dim], location of max. camber from leading edge [dim]
j = number of radial sections
point 1 where points are ordered triplets of
. XY: chord position, ordinate suction side,
ordinate press side [dim], or
. CT: chord position, ordinate of camber,
thickness (normal to camber line) [dim]
point j
$END ENTITY
12.11.7.1 Comments
These files may contain any number of these entities. However, when writing to files, entities are
typically appended to existing files. Therefore, only the last found entity is typically used when
reading entities from files.
12-123
12.11.8 Example of PROPSECTS entity in units of meters (SI):

$IDF
3.03
$ENTITY
PROPSECTS
$VESSEL NAME
Sample propeller
$DATA SOURCE
PropCad 2.00
$DATE
03/25/97
$TIME
08:22:46
$UNITS
SI
$COMMENTS
Example of the PROPSECTS entity.
$GEOMETRY
Right
4, 0.65, 1.0, 0.9, 0.18
0.0702704, 0
10
XY Offsets
$SECTION
0.2R, 0.1, 0.253418, 0.0406, 0.0794288
0.72, 0.233917, 0.0140541
0.0203, 0.0794288
15
0.0, 0.0142046, 0.0142046
0.00633546, 0.0219650, 0.00923921
0.0126709, 0.0256052, 0.00684665
...
0.228076, 0.0102679, 0.0
0.240747, 0.00608771, 0.0
0.253418, 0.00182631, 0.0
$SECTION
12-124
0.3R
...
0.4R
...
...
$END ENTITY
12-125
12-126
12.12 GHS Style Geometry Input File

A VisualSMP *.GF file has two parts: header (lines 1~7) and offset table (Line 8~beyond). The
header lines have to be prepared manually according to the offset table’s coordinate system. The
offset table follows the exact format of a GHS geometry file.
There are 7 header lines in a VisualSMP *.GF file:
The first line specifies the positive x direction in the offset table: 1 for x positive from bow to stern,
-1 for x positive from stern to bow. No other value allowed. If x is positive from stern to bow in the
offset table, “-1” must be the input for this line.
The second line specifies the x value of the forward perpendicular (FP) in the offset table’s
coordinates. If x=0 is defined at the aft perpendicular (AP) and x is positive from stern to bow, the
value of Lpp must be given in this line. If x=0 is defined at the mid-ship and x is from bow to stern,
the value of –Lpp/2 must be given in this line. If x=0 is at the FP, 0 is the correct input for this line.
The third line specifies the z value of the baseline/keel (BL) in the input offset table’s coordinates
(z is positive up). If z=0 is defined at the BL, this line should be give as 0. If z=0 is defined at the
waterline (WL) in the offset table, the value of –draft must be given in this line. Z must be defined
positive up.
The 4th, 5th and 6th line specified the scale up factors in x, y and z, respectively. If the scale factor
is greater than 1, the geometry will become bigger. The 7th line is a comment line.
Comments are allowed in the header lines but comments must begin with a “!”.
The offset table starts from the 8th line to the end, and may be taken directly from a GHS
geometry file. No comments are allowed anywhere in this section. The 8th line specifies the
number of sections in the offset table. From the 9th line and beyond, each line has two numbers
separated by a comman or a combinations of comma and spaces. Valid examples are:
0 , 3
0, 1.63
1.255,1.739
2.613 ,2.22
However, the following are not allowed:

0,3 x,#pts There cannot be any comments in the offset table
0 1.63 There must be a comma
1.255 1.739 3.0 There must be only two numbers
The 8th line specifies the number of sections in the offset table. It must have only one integer.
The 9th line specifies the x-value of the 1st section and how many (y,z) points in this section. The
10th line specifies the (y,z) values of the 1st point of the 1st section. The points are listed from the
lowest point to the highest point.
The inputs of the subsequent sections are followed immediately after the end of the previous
section. Each section of input start with (x-value,#point) and followed by the (y,z) coordinates of
all the points in this section, starting from the lowest point and ending with the highest point.
In both GF and IDF files, x value must be input as meters or feet. It will be converted to station
numbers by Visual SMP. Y values must be all positive.
A typical GHS file usually have offset points all the way upto the main deck or bulkhead deck.
This used to be a problem for earlier versions of VisualSMP (Verions 2.5 and ealier), but not
anymore. The user can now import a full depth offset table and use the ‘Modify Sections’ utility to
clip imported full depth sections to a desired waterline (this should be done before all the
appendage inputs). Please refer to Section 5.1.4.5 for details.
12-127
Following is an example of a valid VisualSMP *.GF file. It does not represent any real ship.
1 ! 1 for x positive from bow to stern, -1 for x positive from stern to bow
0.0 ! x value of the FP (forward perpendicular) in the user input coordinate
0.0 ! z value of the BL (baseline) in the user input coordinate. z is positive up
1.0 ! xscale, ysclae, zscale, >1 is to make it bigger
1.0 ! yscale, ysclae, zscale, >1 is to make it bigger
1.0 ! zscale, ysclae, zscale, >1 is to make it bigger
End of header, rest are offset table, taken from a GHS input file.
8
0 , 33
0, 1.63
1.255,1.739
2.613 ,2.22
3.282,2.666
4.042,3.373
4.712,4.243
5.201 ,5.148
5.687,6.483
6.167,9.145
6.237,11.887
6.003,14.428
5.523,16.619
5.035,17.939
4.4,19.011
3.925,19.559
2.609,20.605
1.095,21.722
.291,22.696
0,23.157
0,27.793
.48,31.334
6.046,46.817
7.402,48.672
9.064,50.7
10.694,52.523
14.135,56.066
17.317,59.212
18.769,60.696
19.775,63.226
20.748,65.96
21.563,68.739
21.735,69.554
0,69.554
155.8399,25
0,0
16.946,0
18.633,.057
21.404,.403
22.72,.681
25.07,1.361
27.071,2.131
28.784,2.97
30.294,3.878
31.665,4.853
32.926,5.905
34.089,7.05
40.13,17.466
40.89,19.504
41.635,21.968
42.355,25.002
43.094,28.68
43.909,33.053
44.8,38.218
45.225,41.258
45.563,44.438
45.802,47.834
45.932,52.014
45.932,69.554
0,69.554
233.7599,17
1.088,0
29.389,-.029
31.226,-.013
33.003,.069
36.004,.483
38.204,1.215
39.963,2.163
44.62,8.621
45.265,11.139
45.485,12.731
12-128
45.689,14.581
45.838,16.722
45.923,19.15
45.979,24.512
45.934,35.601
45.931,69.554
0,69.554
374.0157,15
1.144,0
30.873,0
32.117,.013
34.374,.019
36.694,.021
38.341,.185
39.039,.431
39.468,.792
44.758,6.704
45.036,7.517
45.425,9.249
45.584,10.221
45.932,14.303
45.932,69.554
0,69.554
483.1037,30
0,4.052
5.766,4.052
15.639,4.054
19.46,4.078
19.519,4.081
20.97,2.338
22.528,1.443
24.332,.785
25.966,.409
27.975,.22
30.185,.167
31.698,.276
33.171,.451
34.492,.807
35.049,1.099
35.628,1.64
39.942,11.083
41.168,12.142
42.232,13.318
43.084,14.61
43.816,15.974
44.336,17.457
44.785,19.02
45.098,20.694
45.546,24.568
45.697,26.908
45.939,40.624
45.931,64.492
45.931,69.554
0,69.554
627.1816,4
0,40.026
45.932,40.026
45.932,69.554
0,69.554
630.2756,4
0,49.87
45.932,49.87
45.932,69.554
0,69.554
633.3957,4
0,59.711
45.932,59.711
45.932,69.554
0,69.554
12-129
12.13 GZ Curve Input File

An example of such a file can be found in: C:\Program Files\Proteus
Engineering\VisualSmp\Samples.
The first line specifies the number of points (maximum 20, minimum 2
points). The second line is a comment line. From the 3rd line and onwards, each line give a pair of
numbers for roll angle (deg) and the GZ value (meter or feet). The user need to make sure the
GZ curve does yield a GM that matches KG and the hull form. If the GM calculated by VisualSMP
and the given GZ curve do not agree, VisualSMP may not work or may not work properly.
20 ! numberofGZpoints
Roll_angle(degree), GZ(meter or feet)
0, 0
3, 0.210092705
6, 0.418032197
9, 0.621665261
12, 0.818838685
15, 1.007399254
18, 1.185193754
21, 1.350068973
24, 1.499871696
27, 1.632448709
30, 1.7456468
33, 1.837312754
36, 1.905293358
39, 1.947435398
42, 1.961585661
45, 1.945590932
48, 1.897297998
51, 1.814553646
54, 1.695204662
57, 1.537097831
12-130
INDEX
A G
acceleration, 2-1, 2-2, 5-3, 5-14, 6-5, 12-3, 12-5, Gain, 5-13
12-11 GM, 5-5, 5-6, 12-5, 12-6
Actions, 5-24, 6-7, 7-2, 8-2, 9-13, 10-5 Gyradius, 5-6
Active Fin, 5-12
added resistance, 2-1, 2-2, 5-3, 12-4
Anti-Roll tanks, 5-19 H
AP, 5-8, 12-7
Automatic Gain Control, 5-12, 12-10 Horizontal Bending, 6-5
Horizontal Shear, 6-5
Hull Offsets, 5-6, 5-9, 5-10
B Hydrostatics, 5-2
Bilge Keel, 3-1, 5-11, 12-1, 12-9

Bretschneider, 2-1, 2-2, 6-4 I
Brown Brothers, Ltd, 5-14
IDF, 2-2, 5-9
IMSA, 2-2
C
Conditions, 11-3 K
Contour
Interval, 11-4 KG, 5-6, 5-10, 5-19, 5-20, 12-6, 12-15
Contours, 11-3 Kq, 5-17
Limits, 11-3 Kt, 5-17
E L
Edit, 6-2 Limiting Significant Wave Heights, 11-8

emergence, 2-1, 2-2, 2-3, 6-5 Load Particulars, 3-1, 5-5
Exceedance parameter, 6-7 Load RAO, 5-3
long-crested seas, 5-2, 6-3, 12-3
F
M
FastShip, 2-2, 5-9
File Extension metacenter, 5-6, 12-6
Monohull Irregular Wave Input, 4-2 Model Characteristics, 5-4
Monohull Regular Wave Input, 4-2 Monohull Irregular Waves, 6-1
SEP Limiting Significant Wave Heights, 4-2 Motions
SEP Percent Time Operability, 4-2 at a Point, 6-4
Speed Polar Plot files, 4-2 Relative, 6-4
SWATH Input, 4-2
Fin Control System Coefficients, 5-13
Fin Gain Coefficients, 5-13 O
Fin Lift Curve Slope, 5-14
Fins, 2-1, 3-1, 5-12, 12-1 Ochi-Hubble, 2-1, 6-4
FP, 5-8, 12-7, 12-15 offsets, 2-1, 5-6, 5-7, 5-9, 5-10, 12-6, 12-7, 12-8
free surface, 5-5, 5-6, 5-19, 12-5, 12-6, 12-15 Offsets
Free Surface Anti-Roll Tank, 5-22 Profile, 5-10
ORG options, 5-3
origin, 5-6, 12-2
12-131
Slam
P Forces, 6-7
Pressure, 6-7
Passive Stabilizer, 5-19 Slam Station, 6-7
Percent Time Operability, 11-9 slamming, 2-1, 2-2, 2-3, 6-7
Polar Plot, 3-1, 4-2, 6-2, 11-1, 11-3, 11-4, 11-5 SMP95, 2-1, 2-2, 2-4, 5-2, 5-5, 5-6, 5-10, 5-11, 5-
Postprocessor, 11-1 12, 5-15, 5-19, 5-21, 5-22, 5-23, 12-1, 12-18,
Principle Dimensions, 5-4 12-25
Principle Loads, 5-5 Sonar Dome, 2-1, 3-1, 5-11, 12-1, 12-9
Profile Offsets. See Offsets, Profile Speed ratio, 5-17
Propeller, 5-17 Station Weights, 5-10
propeller index, 5-16 STH97, 2-1, 12-78
Propeller Shaft, 3-1, 5-15, 12-1, 12-12 submergence, 2-1, 2-2, 2-3
Propeller Strut, 3-1, 5-16 SWATH, 2-1, 2-2, 2-3, 3-1, 3-2, 4-2, 4-3, 7-1, 8-1,
12-35, 12-55
SWMP96, 2-1, 12-35, 12-55
R
RAO, 2-1, 3-1, 3-2, 5-2, 5-3, 6-2, 6-3, 11-1, 11-2, T
11-3, 12-3, 12-4
Relative Motions, 6-4 Thrust deduction factor, 5-17
Response Amplitude Operator, 2-1, 5-2, 12-3 TOE, 6-3
roll damping, 5-3, 5-7, 12-4, 12-6 Torsional Bending, 6-5
Roll Damping, 3-1, 5-3, 5-23, 12-1, 12-17
RSV, 5-2, 5-3, 6-3, 12-3
RSVMAX, 11-4 U
RSVMIN, 11-4
Rudder, 3-1, 5-18, 12-1, 12-14 U-Tube Anti-Roll Tank, 5-21
S V
Saturation Limit, 5-20 Variable Geometry, 5-3, 5-10
Seaway Description, 6-3 Velocity/Acceleration options, 5-3
Section Offsets, 5-8 Vertical Bending, 6-5
SEP96, 2-1, 12-63 Vertical Shear, 6-5
Severe Motions, 6-3 View, 5-23, 6-7, 7-2, 8-2, 9-13, 10-5
shaft geometry number, 5-16
Ship Responses, 6-5
Ship Speed, 5-5 W
Shortcrested Seas, 6-3
Sinkage and Trim, 3-1, 5-3, 5-10, 5-23, 12-1, 12- wake fraction, 5-17
4, 12-16 Weights, 5-9, 5-10, 5-19
skeg, 5-7, 5-15, 12-6, 12-11, 12-12 Wing Tank, 5-20
Skeg, 3-1, 5-15, 12-1, 12-11

Flagship: Visualsmp Users Manual

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VisualSMP Users Manual

Part of the FlagShip™ System of Ship Design Software from

GOVERNMENT PURPOSE RIGHTS

Cooperative Agreement: Executed between the Naval Sea Systems Command

Alion Science and Technology Corporation

03/05/07 Djk Added information on new wave spectra file various

Rev 3.0 05/05/09 CBJ Revise or addition to calculation of MSI, MII,

Rev 3.2 2/10/12 CBJ Hull Offsets 5.1.4.1

Rev 3.2 2/10/12 CBJ Bilge Keels 5.1.6

Rev 3.2 2/10/12 CBJ Automatic Bilge Trace Generation 5.1.6.1

Rev 3.2 2/10/12 CBJ SEP Control Form 9.1.3

1 INSTALLATION AND TECHNICAL SUPPORT 2-1

1.1 INSTALLATION 2-1

2 INTRODUCTION AND BACKGROUND 2-1

2.1 INTRODUCTION 2-1

3 VISUALSMP ANALYSES PROCESS DESCRIPTION 3-1

3.1 PROGRAM STRUCTURE 3-1

4 VISUALSMP USER INTERFACE AND DATA ENTRY 4-1

5 MONOHULL REGULAR WAVES MODULE 5-1

5.1 EDIT 5-1

6 MONOHULL IRREGULAR WAVES 6-1

6.1 EDIT 6-2

7 SWATH REGULAR WAVES 7-1

7.1 EDIT 7-1

8 SWATH IRREGULAR WAVES 8-1

8.1 EDIT 8-1

9 SEAKEEPING EVALUATION PROGRAM 9-3

9.1 EDIT 9-3

10 STANDARD TIME HISTORY 10-1

10.1 EDIT 10-1

11.1 HPL SPLINED GEOMETRY FILE 11-1

12.3.1 SMP MONOHULL IRREGULAR WAVE INPUT RECORD OVERVIEW 12-18

1 Installation and Technical Support

1.2 Technical Support

2 Introduction and Background

2.2.2 SWATH Motions

calculations. Consequently, it facilitated evaluations of numerous hull forms in design studies.

2.2.3 Seakeeping Evaluations

2.2.3.1 Seakeeping Indices

2.2.3.2 Wind Effects

2.2.3.4 Seakeeping Evaluation Data

2.2.3.5 Limiting Significant Wave Heights (LSWH) Table

2.2.3.6 Limiting Seakeeping Factors Table

2.2.3.7 Percent Time of Operation (PTO) Tables

2.2.3.9 Percent Time Each Criterion Limits Operability

2.2.3.10 Seakeeping Evaluation Table

2.2.3.12 Range of Validation

2.2.4 Time History

2.2.4.1 SHIP RESPONSES IN REGULAR WAVES

2.2.4.2 SHIP RESPONSES IN RANDOM SEAS

Table 1 Rayleigh extreme statistical constants for a Gaussian random process

Single Amplitude Statistics

Definitions: σ^2 = Statistical variance of time history

3 VisualSMP Analyses Process Description

Monohull Regular Wave Monohull Irregular Post-processor

SWATH Regular Wave SWATH Irregular Wave Post-processor

Seakeeping Evaluation Post-processor

General Information Percent Time

3.2 Range of Validation