Kattegatt

Design

PROJECT NO.
DOC. NO.

MANUAL

P1114-00
P1114-00-040-MA-001

CLIENT:

Chalmers Tekniska Hgskola

PROJECT NAME:

MMA136 Ship Geometry and Hydrostatics

SUBJECT:

Design Assignment Guidance

Kattegatt
Design

Doc. No.:
Project:
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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Date:
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Author:

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JBz

CONTENTS
1
1.1
1.2
1.3

INTRODUCTION .............................................................................................................. 3
Objective ....................................................................................................................... 3
Purpose ......................................................................................................................... 3
Hull Modelling and Stability Analysis Exercise in General ................................................ 3

2
2.1
2.1.1
2.1.2
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2

BASIC SHIP GEOMETRY ................................................................................................... 4

Ships Lines .................................................................................................................... 4
Lines and Body Plan ..................................................................................................................4
Reference System .....................................................................................................................7
Main Particulars ............................................................................................................. 8
Datum Points ............................................................................................................................8
Moulded Dimensions ................................................................................................................8
Freeboard and WT Integrity ............................................................................................ 9
Buoyant Hull..............................................................................................................................9
WT Subdivision....................................................................................................................... 10

3
3.1
3.1.1
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
3.1.8
3.1.9
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5

COMPUTER AIDED NAVAL ARCHITECTURAL DESIGN WORK ............................................11

Hull Modelling Basics using Autoship .............................................................................11
General................................................................................................................................... 11
Control Points ........................................................................................................................ 11
Edit Points .............................................................................................................................. 12
Surfaces .................................................................................................................................. 13
Rows and Columns ................................................................................................................. 13
Knuckles and Chines............................................................................................................... 14
Degree of Curvature............................................................................................................... 14
Direction................................................................................................................................. 14
Ship Hull Assembly and Analyses ........................................................................................... 15
Subdivision and Compartment definition in Modelmaker ...............................................16
General................................................................................................................................... 16
Parts, Components and Shapes ............................................................................................. 16
Command Script Files ............................................................................................................ 17
Modelmaker Cmd-File Example ............................................................................................. 19
Hydrostatic and Stability Analyses in Autohydro ............................................................22
General................................................................................................................................... 22
Run Script Files for Hydrostactics .......................................................................................... 22
Run Script Files for Intact Stability Analysis ........................................................................... 23
Autohydro Hydrostatics Example........................................................................................... 25
Autohydro Loading Condition Stability Evaluation Example.................................................. 27

Kattegatt
Design

Objective

INTRODUCTION

1.1

Objective

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The course of Ship Geometry and Hydrostatics includes one exercise in Hull Modelling
and Stability Analysis. The objective is to provide understanding of and some
experience in using modern computer software in naval architectural design work.

Purpose

The purpose of this document is to constitute guidance to the execution of a Hull

Modelling and Stability Analysis task, using the naval architectural computer software
tools Autoship, Modelmaker and Autohydro. Furthermore, this document presents
specifications of the Vessels to be modelled and analysed within the exercise.

1.3
Supervision

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

1.2
Purpose

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Hull Modelling and Stability Analysis Exercise in General

The design workshop classes will be in the Ritsalen according to schedule, and will be
supervised by:
Jan Bergholtz
Kattegatt Design AB
jan.bergholtz@kattegattdesign.se
Ana Sanz
Kattegatt Design AB
ana.sanz@kattegattdesign.se

Exercise
moments

The exercise will be carried out as five moments:

1.
2.
3.
4.
5.

Hull Modelling
Verification of Hydrostatic Properties
Modelling of Compartments
Intact Stability Analysis, two Loading Conditions
Damage Stability Probabilistic Assessment

Autoship
Autoship & Autohydro
Modelmaker
Autohydro
Autohydro / MS Excel

For approval all five tasks must be fulfilled, a written report shall be established
comprising Hydrostatic Tables, Tank Capacities and Stability Analyses of two Loading
Conditions, e.g. Full Load Departure and Ballast Condition Departure, and finally an
adequate documentation of the Probabilistic Damage Stability Assessment.

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Design

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P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

BASIC SHIP GEOMETRY

2.1

Ships Lines

2.1.1

Lines and Body Plan

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The exterior shape of a ships hull is a curved surface defined by the Ships Lines.
Precise and unambiguous means are needed to describe this surface, as the ships
form must be configured to accommodate all internal volumes, must meet buoyancy
and stability constraints, must show acceptable speed power, seakeeping and
manoeuvring characteristics and finally must be buildable.
Lines

Hence, the Lines consist of orthographic projections of the intersections of the hull
form with three mutually perpendicular sets of planes, see Figure 2.1.1.

Figure 2.1.1

Ship Lines Plan

Normally ships have only one plane of symmetry, the centreplane, which constitutes a
principal vertical plane of reference. The shape of a ship cut by this plane is known as
the profile, see Figure 2.1.2. Vertical sections parallel to the centreplane, spaced for
convenient definition of the hull form and identified by their distance to the
centreplane, are called buttocks.
Centreplan,
Profile

Figure 2.1.2

Centreplane, Profile

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Design

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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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A waterline plane is a plane perpendicular to the centreplane, selected as a principal

horizontal reference plane, Figure 2.1.3.
Waterline
Plane

Figure 2.1.3

Waterline plane

The Design Water Line, DWL, represents the waterline near which the fully loaded ship
is intended to float. The waterlines are defined by their height over the base line.
A Plane perpendicular to both the centreplane and the waterline plane is defined as a
transverse plane, which normally exhibits symmetry around the Centre Line, Figure
2.1.4.
Transverse
Plane

Figure 2.1.4
Frames

Transverse Plane

The transverse sections are often referred to as the frames. The distance between the
frames is depending on what purpose the frames are intended to fulfill. For hydrostatic
calculations the length between perpendiculars divided into a set of 21 equidistant
frames, #0 - #20, and a more dense spacing towards the forward and aft ends are
normally considered to be sufficient. During the production phase, however, each
building frame must of course be defined.

Kattegatt
Design

Body Plan

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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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A drawing comprising a set of frames is often referred to as the Body Plan where the
Fore Body is represented on the right hand side of the centre line and the After Body on
the left hand side, Figure 2.1.5.

Figure 2.1.5

Body Plan

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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Kattegatt
Design

2.1.2

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Reference System

Coordinate
System

The coordinate system, most commonly used, has its datum point, origo, at the
intersection between the centreplane, the Base Line which is the longitudinal horizontal
line parallel to the waterline plane at the upper surface of the keel plating and the
transverse plane through the axis of the rudder stock, see Figure 2.1.6.

Positive
Directions

The longitudinal axis is positive from stern towards bow, the transverse axis is positive
from centre line, CL, towards the starboard side, SB, and the vertical axis is positive
from base line, BL, and upwards.
Z

AP
Y

LPP

X
FP

Figure 2.1.6

Coordinate System

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Kattegatt
Design

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

2.2

Main Particulars

2.2.1

Datum Points

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For practical reasons the waterlines, buttocks and frames are evenly spaced and datum
points are needed to start from. A longitudinal reference point at the fore end of the
ship is provided by the intersection of the Design Water Line, DWL, and the bow
contour. The line through this point, perpendicular to the DWL, is called the Forward
Perpendicular, FP. The Aft Perpendicular is often taken as the axis through the rudder
stock or the intersection of the DWL and the transom profile, Figure 2.2.1.
Fwd and Aft
Perpendic.

FP

AP
Figure 2.2.1

Forward and Aft Perpendiculars

The distance between these two reference lines is referred to as the Length between
Perpendiculars, LPP.

2.2.2

Moulded Dimensions

Moulded
Draught

The Moulded Draught is the perpendicular distance in a transverse plane from the top
of the keel plate to the Design Water Line, if unspecified it refers to amidships.

Moulded
Depth

The Moulded Depth is the perpendicular distance in a transverse plane from the top of
the keel plate to the underside of the deck plating at the ships side, if unspecified it
refers to amidships.

Moulded
Breadth

The Moulded Breadth extreme is the maximum horizontal breadth of any frame
section. The terms Breadth and Beam are synonymous.

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Kattegatt
Design

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

2.3

Freeboard and WT Integrity

2.3.1

Buoyant Hull

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For all ships a required freeboard is determined in accordance with the IMO Load Lines
resulting in a minimum allowable distance between the load water line and the deck to
which the watertight (WT) integrity is maintained. The freeboard grants a minimum
amount of reserve buoyancy as composed by the buoyant hull limited by the freeboard
deck, see Figure 2.3.1.
Buoyant Hull
ER-Vent

Main Deck / Freeboard Deck

FP

AP
Figure 2.3.1
Flooding
Points

Freeboard and Buoyant Hull

Any opening leading into the buoyant hull must terminate at a minimum threshold
distance above the freeboard deck or be fitted with an adequate closing appliance.
o

A Watertight, WT, closing appliance must withstand a specified hydrostatic

pressure and is then considered to be a part of the WT-integrity.

A Weathertight, WeT, closing appliance is considered closed for the purpose of

righting arm calculations but can not withstand any hydrostatic pressure and
may thus not be submerged at equilibrium.

An Unprotected Opening is considered as a flooding point through which

progressive flooding may occur if the opening is immersed. Hence, stability
calculations, e.g. righting arm curves, shall terminate as soon a flooding point is
reached. A typical unprotected flooding point is represented by the Engine
Room ventilation.

Kattegatt
Design

2.3.2
WT
Subdivision

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P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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WT Subdivision

Below the freeboard deck the ship is subdivided in an adequate number of

compartments separated by WT-bulkheads. The compartments may be arranged as
machinery spaces, void spaces, cargo spaces or tanks containing consumables or ballast
etc.
The subdivision is arranged such as to provide reserve buoyancy and residual stability
also after suffering a stipulated damage to the hull shell.

Permeability In order to account for un-floodable volumes inside a compartment, such as structural

steel members and various equipment a volumetric filling rate, permeability, is

required. For the purpose of the subdivision and damage stability calculations in
accordance with regulations the permeability for general compartments shall be
applied as follows:
o

Stores

0.60

Accommodation and Public Spaces

0.95

Machinery Room

0.85

Void Spaces

0.95

Tanks intended for Liquids

0 or 0.95*)
*) which ever results in more sever requirements

However, when establishing various load conditions a more deterministic approach for
calculating a true permeability of e.g. Tanks is applied. The deduction for structural
members inside a Tank can in general be set to 1.5% of the gross volume, hence a
permeability for Tanks of 0.985 can normally be applied.

Kattegatt
Design

NURBS

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COMPUTER AIDED NAVAL ARCHITECTURAL DESIGN WORK

3.1

Hull Modelling Basics using Autoship

3.1.1

General

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Autoship is a 3D hull modelling software using non-uniform rational B-splines (NURBS)

curves and NURBS-surfaces for the representation of the hull. The B-spline curves are
made up of continuous end-to-end segments, joined at knots or knot vectors. This
means that hull surface is defined and controlled by a number of mathematical entities
called control points in the 3D space surrounding the object.

3.1.2
Control
Points

P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
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Jan Bergholtz

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Control Points

The control points can be compared to polynomial coefficients. Hence, when defining a
curve or a surface, the order, degree, of the polynomial must first be determined, i.e.
how many control point must be used in order to provide a good representation of the
shape. The control points are organised in rows and columns, each of which having a
positive direction. This means that all surfaces have a positive and a negative side,
which must be considered when calculating an enclosed volume. Figure 3.1.1 shows
how Autoship control points are represented on the screen.

Control Points

Figure 3.1.1

Control Points along a curve

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MMA136 - Ship Geometry and Hydrostatics
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Control point can be moved, deleted, added to a curve, and manipulated using the
software Select and Edit mode tools. Autoship bends the curve towards a control point,
but does not make the curve to coincide with a control point. When one control point is
moved, no other control points of the entity are moved. Figure 3.1.2 shows the effect
of moving two control points governing the curve.

Figure 3.1.2

3.1.3
Edit Points

Effect of moving Control Points

Edit Points

Autoship also provides edit points for shaping curves. Edit points are shown as small,
unfilled squares on the curve, see Figure 3.1.3. If an edit point is moved, its
neighbouring points also move, and the curve is redrawn through the new location of
the edit points, see Figure 3.1.4.

Edit Points

Figure 3.1.3

Edit Points on a curve

Figure 3.1.4

Moving Edit Points

Edit point are derived from control points, there is one edit point for each control point.
When moving an edit point it is actually the control point which is being relocated.

Kattegatt
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3.1.4
Surfaces

P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Surfaces

One frequently used method of creating a surface in Autoship is to, based on a curve,
extrude the surface in one direction or along another curve. Often one fore body
surface and one after body surface are extruded from the midship section curve, see
Figure 3.1.5, and then modified in order to represent the intended shape of the forward
and aft parts of the hull.

Figure 3.1.5

3.1.5

Extruded Surface based on a Midship curve

Rows and Columns

In Autoship, a surface is built-up by a mesh of i x j control (or edit) points, a matrix

having i rows, Figure 3.1.6 and j columns, Figure 3.1.7. Hence, the number of Columns
must be the same on every Row and vice versa, the number of Rows must be the same
on every Column along a surface.
Rows

Figure 3.1.6

Rows

Figure 3.1.7

Columns

Columns

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3.1.6
Knuckle

P1114-00-040-MA-001
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Knuckles and Chines

A Knuckle is a sharp discontinuity on a curve, e.g. the tangent-point at the transition

from a bilge radius to a flat bottom or flat side on a midship curve, Figure 3.1.8.

Knuckle Points

Figure 3.1.8
Chine

Knuckle Point on a midship curve

Turning a control point into a Knuckle point will result in turning the complete row or
column, which ever is activated, into a discontinuity, a Chine, along the surface.

3.1.7

Degree of Curvature

Degree of
Curvature

When creating a curve in Autoship, you must specify its maximum degree. The degree
of a curve is the order, power, of the polynomial used to define the entity. Degree 1 is
linear, degree 2 uses a quadratic polynomial and degree 3 uses a cubic polynomial.
Autoship allows up to degree 5.

Number of
Control
Points

The degree of curvature is related to how many control points are needed to define a
curve. There is always one control point more than the degree of curvature. Thus, a 1
degree curve is a straight line between two control points, a degree 2 curve is
composed of at least three control points, etc. A degree 5 curve composed of at least
six control points can be used to create smooth and very complex surfaces. However, a
high degree surface is very difficult to manipulate locally in a controlled way.

3.1.8
Direction

Direction

All Autoship curves, rows and columns have a positive direction. On a curve this
direction is indicated by a small arrow at the beginning of the curve, Figure 3.1.9.

Figure 3.1.9

Positive Direction of Curve

Kattegatt
Design

Surface Inand Outside

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MMA136 - Ship Geometry and Hydrostatics
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The existence of a positive or negative direction of a curve results in a defined inside

and a defined outside of a surface. This must be considered when executing analyses of
an enclosed volume, ship hull. If not, strange hydrostatic properties will be generated.

3.1.9

Ship Hull Assembly and Analyses

Hull Group

When all surfaces required to describe the hull are created a group is assembled. This
hull group can now be immersed and analysed with regard to basic hydrostatic
properties such as displacement, geometrical coefficients, centre of buoyancy and
flotation etc.

Calculation
Frames

Autoship is also used to define the number, the location and spacing of frames used for
hydrostatic calculations. Furthermore frames, buttocks and waterlines used for
visualisation of the hull shape can be defined.

Project File

The modelling work in Autoship is stored as a project file, *.pr3.

Geometry
File
*.gf#

The hull surface created in Autoship is exported to Modelmaker and Autohydro through
a geometry-file (*.gf#; # = any arbitrary number for identification of file version). Note
that the *.gf# does not comprise the surface but only a numerical representation of the
defined frames.

File Adm.

An administrative rule of thumb is to separately define the ships moulded bare hull and
save the geometry file as *.gf0, and then define the appended hull and save it as *.gf1,
etc.

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P1114-00-040-MA-001
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3.2

Subdivision and Compartment definition in Modelmaker

3.2.1

General

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Subdivision

The hull geometry, i.e. the outer boundary of the vessel, represented by the frames as
defined in Autoship is imported into Modelmaker for further definition of the
subdivision into compartments such as tanks, cargo holds, machinery spaces,
accommodation etc.

Cleaning of
Frames

When importing the hull geometry by loading a *.gf# file the frames may have to be
cleaned from excessive coordinate points which are not needed. As mentioned
above, the hull shape is only represented by frames, i.e. a surface is no longer available
at this stage. The cleaned bare hull geometry-file should then be saved, preferably by
overwriting the old bare hull geometry file.

Script Files
*.cmd

The subdivision can be created by using the application menus and commands or by
writing a script file (*.cmd). It is strongly recommended to apply the script writing
method, even though this method requires knowledge about application specific
commands and may seem time consuming, since script are easy to duplicate e.g. for
starboard and port tanks etc. Furthermore, checking and / or modification of
compartment coordinates are much quicker when using the script method. Finally,
alterations in compartmentation can easily be done by just introduce the desired
changes in the Command File and re-run the commands.

3.2.2

Parts, Components and Shapes

In order to handle the complexity of a vessel geometry model, a hierarchical data

structure is used. The model is broken up into Parts, Components and Shapes. The
vessel, with its buoyant appendages and superstructure, normally consists of one Part.
Each Part is made up of one or more Components (e.g. HULL = hull + skeg +
superstructure) and each Component is composed of a Shape.
Parts

A Part is a group of one or more Components. Each Part is identified by a name, has a
description and a class designation of either:
o
o
o
o
o

Hull
Appendage
Superstructure
Sail
Tank

Tank parts have, in addition, a side designation, a substance name and specific gravity,
a capacity and optional sounding tube definitions.
More than one component may refer to the same shape. This saves computer memory
and disk space when identical shapes are involved (as in port and starboard tanks).

Kattegatt
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Components

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Each component is identified by a name (which may be unique only within the
referencing part) refers to one shape by name. Side specifies whether the shape is to
be reflected about its own centerplane to the opposite side. Also included are the
permeability (for containers) or effectiveness factor (for displacer) and a flag indicating
whether the component adds to or deducts from the part volume.
Finally, the component gives the shape a specific location on the vessel by means of
the shift vector, although this is frequently 0,0,0, indicating that the shape is defined in
Ship Coordinates.

3.2.3

Command Script Files

The Script Files comprises various Commands of which the most commonly used are
defined below.
Clear

Every Command Script File should start with the Clear command, ensuring that any
previous geometries, settings and commands are cleared prior to running an updated
command file.

Read

read *.gf#. The geometry file which is currently located in modelmaker will be
removed and the specified geometry file, *.gf#, will be loaded.

Create

create [Part Name/]Component Name Marks the start of a block of component

creation information and provides the name of the component and part to be created.
The part name can be used to identify an existing part or if the name does not exist, a
new part will be created.
The component name should not identify an existing component. If only a component
name is given, modelmaker will assume that the part and component have the same
name. The component creation information is terminated and a component is created
at either a forward slash of a component parameter.

Contents

cont Description <spgr> Is used to set the default contents of a tank and the specific
gravity of the specified liquid.
ModelMaker and Autohydro recognizes the following abbreviations:
DO
FO
FW
GAS
HO
KER
LO
SEW
SW

DIESEL OIL
FUEL OIL
FRESH WATER
GASOLINE
HYDR OIL
KEROSENE
LUBE OIL
SEWAGE
SEA WATER

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P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
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Jan Bergholtz

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Permeability

perm <p> Specifies the permeability factor between 0 and 1.0 of a container
component (it will also set the effectiveness factor of a displacer component). Default
value is: 0.985 (1.0 for displacers) or the same as the first component of the part.

Ends

ends L1, L2 Defines the longitudinal locations of the forward and aft boundary L1 and
L2 of the components.

Top

top V1 [@ L1, V2 @ L2] Defines the height of the top of a box shaped compartment.
The top may be sloped by specifying differing heights at 2 different longitudinal
locations.

Bot

bot V1 [@ L1, V2 @ L2] Defines the height of the bottom of a box shaped
compartment. The bottom may be sloped by specifying differing heights at 2 different
longitudinal locations.

Inboard

in T1 [@ L1, T2 @ L2] The Inboard command specified the inboard side location of a
box shaped compartment. This side may be sloped by specifying different halfbreadths at different longitudinal locations.

Outboard

out T1 [@ L1, T2 @ L2] The Outboard command specifies the outboard side location of
a box shaped compartment. This side may be sloped by specifying different halfbreadths at different longitudinal locations.

Locus

loc @ L [=T1,V1, T2,V2, ....., Tn,Vn] Results in an explicit section curve at the shape
longitudinal location L. The curve is represented by transverse-vertical coordinate pairs
running in the counterclockwise direction looking forward. The first point is
considered to follow the last point. If only the L parameter is given, a section is
interpolated at that location from the other shape data given. One Locus statement is
needed for each section. The final shape is the intersection of the shape defined by
the Locus statements and the volume bounded by the Top, Bottom, Inboard and
Outboard statements.

Fit

fit [Component Name] The fit command uses the current component creation
information and fits this new component to the specified part. The most common use
of this command is the case where a tank is fit to the hull.

Opposite

opp [Part Name] The opposite command generates a new Part and copies all of the
existing components from the original part into the newly created part. The opposite
command is used after the create command. The create command identifies the part
to be created and the original part is identified by the opposite parameter. The part
name should therefore be the name of an existing part.

Write

write [*.gf#] Writes the geometry file out to disk. A drive and path specification may
be included in the filespec. If the path is not specified, the file will be written to the
current modelmaker directory.
NB! The Hull including the defined compartments and tanks shall preferably be saved
under a new file name, e.g. *.gf2, in order not to overwrite the bare hull geometry file
*.gf1

NB!!!

Kattegatt
Design

3.2.4

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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

Modelmaker Cmd-File Example

Clear
Read Test.gf1
create HULL\Rudder.c
ends 1.6a, 0.8f
top 5.0 @ 1.6a, 5.0 @ 0.8f
bot 0.3
out 0.2
/

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Kattegatt
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create Forepeak.c
cont SW
perm = 0.975
ends 152f, 165f
top 7.5
bot -1
fit Hull
/

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Kattegatt
Design

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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

create Fuel_Tk.s
cont FO
perm = 0.975
ends 80f, 89.6f
locus @ 80f = 15, 7.5, 10, 7.5, 10, 4.75, 8, 4.75, 8, 2, 15, 2
locus @ 89.6f = 15, 7.5, 10, 7.5, 10, 4.75, 8, 4.75, 8, 2, 15, 2
fit Hull
/
create Fuel_Tk.p
opposite Fuel_Tk.s
/

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Kattegatt
Design

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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

3.3

Hydrostatic and Stability Analyses in Autohydro

3.3.1

General

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Hydrostatic The application Autohydro is used for hydrostatic and stability analyses of hull shapes
and Stability and associated compartment definitions. Hence, analyses are performed on the loaded
Analyses
geometry file *.gf# (in our case *.gf2 which comprises bare hull and compartments).

The application includes a report generator used for the establishing of stability
booklets.
Accuracy

Autohydro works as a true floating simulator solving the condition equilibrium

including the effect of free surfaces etc. However, the hull shape and the compartment
definition are only represented by frames. Hence, the accuracy of the results is highly
dependent on the quality and resolution (number of calculation frames) of the
geometry file.

Script Files
*.run

The analyses can be executed by using the application menus and commands or by
writing a script file (*.run). Again, it is strongly recommended to apply the script writing
method, even though this method requires knowledge about application specific
commands and may seem time consuming, since script are easy to duplicate e.g. for
multiple Loading Conditions and various Damage Cases etc. Furthermore, checking and
/ or modification of Conditions, Damage Cases and Criteria etc are much quicker when
using the script method.
In order to limit the computing time, it may be wise to write separate run file for
various purposes, e.g. one file for the Hydrostatics HS.run, one file for Intact Stability
Analysis INTACT.run and one file for Damage Stability Analysis DAM.run etc.
The Run Files comprises various Commands of which the most commonly used are
defined below.

3.3.2

Run Script Files for Hydrostactics

Read

Read *.gf#. The geometry file which is currently located in Autohydro will be removed
and the specified geometry file, *.gf#, will be loaded.

Units

Units MT Sets the units to metric units (meters and tonnes).

Clear Report

Every Run File should start with the Clear Report command, ensuring that previously
executed calculations are cleared and a blank report is started prior to running an
updated command file.

Report
Header /
Footer

Report Header [Header Text] and Report Footer [Footer Text] creates a report header
and footer including the stated texts respectively.

Water

Water <Spgr> Sets the ambient water specific gravity to specified value, in general
1.025 for seawater and 1.000 for freshwater.

Kattegatt
Design

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MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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LBP

LBP L1, L2 Sets the longitudinal position of the forward and aft termination to be
considered when calculating trim, coefficients etc. If FP and AP are used then the
Length between Perpendiculars will be used as reference length. If no calculation
length is defined Autohydro uses the LWL and specifies the trim in degrees.

ghs

ghs draft @ L = d1, d2, , dn calculates the General Hydrostatic Properties on the
specified drafts d1, d2, , dn using a constant draft increment corresponding to d2 d1.

Disk

Disk [File Name.rtf] Saves the current report in the current computer folder. The
extension *.rtf provides a MS Word Rich Text Format which can be edited and printed
using MS Word.

3.3.3

Run Script Files for Intact Stability Analysis

Read

Read *.gf#. The geometry file which is currently located in Autohydro will be removed
and the specified geometry file, *.gf#, will be loaded.

Units

Units MT Sets the units to metric units (meters and tonnes).

Clear Report

Every Run File should start with the Clear Report command, ensuring that previously
executed calculations are cleared and a blank report is started prior to running an
updated command file.

Header /
Footer

Report Header [Header Text] and Report Footer [Footer Text] creates a report header
and footer including the stated texts respectively.

Limit off

Limit Off Clears any activated Stability Evaluation Criteria.

Water

Water <Spgr> Sets the ambient water specific gravity to specified value, in general
1.025 for seawater and 1.000 for freshwater.

LBP

LBP L1, L2 Sets the longitudinal position of the forward and aft termination to be
considered when calculating trim, coefficients etc. If FP and AP are used then the
Length between Perpendiculars will be used as reference length.

FldPt

FldPt (n) [Description] L, T, V defines the location of a Flooding Point through which
progressive down flooding can occur. An arbitrary number of Flooding Points can be
defined.

Limit

Limit Title [Name] defines a Title of a set of Stability Evaluation Criteria as defined
below (IMO A167):
Limit (1) area from 0 to 30 > .055
Limit (2) area from 0 to 40 or Fld > .09
Limit (3) area from 30 to 40 or Fld > .03
Limit (4) RA at 30 or Max > .2
Limit (5) Angle from 0 to Max > 25
Limit (6) GM at Equil > .15

Kattegatt
Design

Doc. No.:
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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Note

Note [Text] Sets a title of the forthcoming calculations, e.g. note Light Ship will set the
title Light Ship for the Loading Condition.

Delete

Del All Weights Command, deletes all previously defined Fixed Weights except the
Light Ship Weight.

Type

Type (*) Intact Sets all Tanks to Intact Condition.

Load

Load (*) 0 Sets the Contents in all Tanks to zero, making sure that any previously Tank
Loads are reset prior to running a Stability Evaluation of the Condition.

Weight

Weight [Mass, L, T, V] Sets the Light Ship Weight and defines the Centre of Gravity
longitudinal, transverse and vertical for the Light Ship Weight.

Add

Add [Name, Mass, L, T, V] Adds a Fixed Weight at a defined Centre of Gravity. An

arbitrary number of Fixed Weights can be added.

Load

Load (Tank) <percentage> Sets the Contents in the specified Tank to the specified
filling percentage. This command is repeated for all Tanks used in the requested
Loading Condition.

Solve

Solve Finds the equilibrium floating status for the defined Loading Condition.

Status

Status Provides the status of the current Loading Condition with regard to Floating
Status, Fixed Weights Status, Tank Status etc.

Status
Cartoon

Status Cartoon Provides a graphical presentation of the Tank Status.

Ra

Ra /Lim /Notes Computes righting arms and produces tabular and graphical output at
one or more heel angles and evaluates the stability against the current stability
criteria, displaying limit margins. The extension /Notes turns on an extra column that
identifies key angles such as the equilibrium point, maxRA, second intercept, etc

Page

Page Forces a page break to separate the current Loading Condition from the following
Condition.
The next and following Loading Conditions are defined and evaluated by repeating the
Commands from the Command Note.

Disk

Disk [File Name.rtf] Saves the current report in the current computer folder. The
extension *.rtf provides a MS Word Rich Text Format which can be edited and printed
using MS Word.

Kattegatt
Design

3.3.4

Doc. No.:
Project:
Subject:
Issued By:

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Autohydro Hydrostatics Example

delete all weights

load(*) 0
ghs draft @ MS = 0.5,1.0,...,5.0
Hydrostatic Properties
Draft is from Baseline.
No Trim, No heel, VCG = 0.000
Draft at
Displ
LCB
1.834f
(MT)
(m)
(m)
0.500
210.793
2.552a
1.000
493.328
1.786a
1.500
803.803
1.441a
2.000
1135.400
1.256a
2.500
1486.664
1.174a
3.000
1858.041
1.173a
3.500
2250.598
1.240a
4.000
2665.385
1.366a
4.500
3102.474
1.541a
5.000
3560.214
1.728a
Water Specific Gravity = 1.025.

VCB
(m)
0.279
0.552
0.823
1.095
1.369
1.646
1.926
2.211
2.499
2.789

LCF
(m)
1.466a
0.995a
0.825a
0.837a
1.017a
1.342a
1.797a
2.322a
2.849a
3.106a

TPcm
(MT/cm)
5.23
5.97
6.43
6.83
7.22
7.63
8.07
8.51
8.96
9.34

MTcm
(MT-m
/deg)
1688.67
2266.91
2685.93
3089.52
3537.90
4064.57
4690.66
5415.27
6213.96
6924.16

KML
(m)
458.951
263.255
191.436
155.891
136.336
125.325
119.403
116.396
114.746
111.422

KMT
(m)
24.240
13.056
9.424
7.785
6.940
6.484
6.243
6.132
6.108
6.144

Kattegatt
Design

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

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Hydrostatic Properties at Trim = 0.00, Heel = 0.00

5.0a

Long. Location in m
3.0a

4.0a

2.0a

1.0a
5.0

LCB m
LCF m
VCB m
Displ.MT
MT/cm Imm.
Mom/Deg Trim
KML
KMT

4.0

D
r
a
f
t
@

3.0

2.0

1.0

VCB m x 1

0.0

1.0

Displ.MT x 1000

0.0

MT/cm Imm. x 1

5.0

Mom/Deg Trim x 1000

KML x 100
KMT x 10

1.0

6.0
2.0

1.0

2.0

1.0
7.0
3.0
2.0
1.0

3.0

2.0

3.0
8.0

4.0

4.0
9.0

5.0

6.0

3.0

4.0
2.0

10.0
7.0

8.0
5.0

1
.
8
3
4
f

Kattegatt
Design

3.3.5

Doc. No.:
Project:
Subject:
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P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

Autohydro Loading Condition Stability Evaluation Example

clear report
Fldpt (1) "Opening No1 Stb" 29f 7s 23
Limit title IMO A.167
Limit (1) area from 0 to 30 > .055
Limit (2) area from 0 to 40 or Fld > .09
Limit (3) area from 30 to 40 or Fld > .03
Limit (4) RA at 30 or Max > .2
Limit (5) Angle from 0 to Max > 25
Limit (6) GM at Equil > .15
Weight 1200, 1.173a, 0, 4.23
note Full Load Condition
Add "Crew and Effects" 2 15f 0 12
Add "Stores" 3.2 12f 0 5
Add "Pay Load" 1.4 0.5a 0 3.3
Load (FRESHW.S) 1
Load (FRESHW.P) 1
Load (DB#3.C) .98
Load (DB#3.S) .98
Load (DB#3.P) .98
Load (DB#4.C) .98
Load (SETTLING.S) .98
Load (SETTLING.P) .98

so
status
status cartoon
ra /lim /notes

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Kattegatt
Design

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

Doc. No.:
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Full Load Condition

Floating Status
Draft FP
Draft MS
Draft AP
Trim
LCG

2.386 m
2.498 m
2.609 m
aft 0.15 deg.
1.514a m

Heel
Equil
Wind
Wave
VCG

zero
Yes
0.0 kn
No
3.668 m

GM(Solid)
F/S Corr.
GM(Fluid)
KMT
TPcm

3.277 m
0.248 m
3.029 m
6.945 m
7.24

Loading Summary
Item

Light Ship
Deadweight
Displacement
Fixed Weight Status
Item
LIGHT SHIP
CREW AND EFFECTS
PAY LOAD
STORES
Total Fixed:

Weight
(MT)
1 200.00
290.26
1 490.26

LCG
(m)

Weight
(MT)
1 200.00
2.00
1.40
3.20
1 206.60

LCG
(m)

TCG
(m)
1.173a
2.921a
1.514a

VCG
(m)
0.000
0.000
0.000

4.230
1.346
3.668

TCG
(m)
1.173a
15.000f
0.500a
12.000f
1.110a

VCG
(m)
0.000
0.000
0.000
0.000
0.000

4.230u
12.000u
3.300u
5.000u
4.244u

Tank Status
FRESH WATER (SpGr 1.000)
Tank
Name
FRESHW.P
FRESHW.S
Subtotals:

Load
(%)
100.00%
100.00%
100.00%

Weight
(MT)
27.42
27.42
54.85

LCG
(m)
16.808a
16.808a
16.808a

TCG
(m)
4.616p
4.616s
0.000

VCG
(m)
2.830
2.830
2.830

Perm

FUEL OIL (SpGr 0.870)

Tank
Name
SETTLING.P
SETTLING.S
DB 3.C
DB 3.P
DB 3.S
DB 4.C
Subtotals:

Load
(%)
98.00%
98.00%
98.00%
98.00%
98.00%
98.00%
66.41%

Weight
(MT)
9.31
9.31
66.53
37.82
37.82
68.03
228.81

LCG
(m)
20.178a
20.178a
5.963f
5.370f
5.370f
6.190a
0.027f

TCG
(m)
3.869p
3.869s
0.000
4.486p
4.486s
0.000
0.000

VCG
(m)
2.949
2.949
0.625
0.697
0.697
0.612
0.834

Perm

Displacer Status
Item
HULL
SubTotals:

Status
Intact

Spgr
1.025

Displ
(MT)
1 490.64
1 490.64

LCB
(m)
1.519a
1.519a

TCB
(m)
0.000
0.000

VCB
(m)
1.372
1.372

0.950
0.950

0.950
0.950
0.950
0.950
0.950
0.950

Eff
/Perm
1.000

Doc. No.:
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Kattegatt
Design

P1114-00-040-MA-001
Rev: 00
MMA136 - Ship Geometry and Hydrostatics
Design Assignment Guidance
Jan Bergholtz

Proj:
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Fluid Legend
Fluid Name

Legend

FRESH WATER
FUEL OIL

Weight
(MT)
54.85
228.81

Load%
100.00%
66.41%

Righting Arms vs Heel Angle

Heel Angle
(deg)
0.00
5.00s
10.00s
15.00s
20.00s
25.00s
30.00s
35.00s
40.00s
45.00s
47.44s
50.00s
55.00s
60.00s

Trim Angle
(deg)
0.15a
0.14a
0.11a
0.08a
0.03a
0.02f
0.07f
0.13f
0.22f
0.30f
0.33f
0.36f
0.39f
0.38f

Origin Depth
(m)
2.503
2.485
2.435
2.351
2.230
2.053
1.815
1.534
1.232
0.896
0.719
0.529
0.147
-0.252

Righting Arm
(m)
0.000
0.281
0.574
0.878
1.190
1.455
1.663
1.805
1.863
1.890
1.895
1.889
1.850
1.779

Area
Flood Pt Height
(m-Rad)
(m)
0.000
20.572 (1)
0.012
19.887 (1)
0.050
19.058 (1)
0.113
18.093 (1)
0.203
17.005 (1)
0.319
15.825 (1)
0.455
14.568 (1)
0.607
13.225 (1)
0.768
11.778 (1)
0.932
10.267 (1)
1.012
9.515 (1)
1.097
8.712 (1)
1.260
7.116 (1)
1.419
5.495 (1)

Unprotected Flood Point

Name
(1) Opening No1 Stb

L,T,V (m)
29.000f, 7.000s, 23.000

Height (m)
20.572

Notes
Equil

MaxRa

Kattegatt
Design

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P1114-00-040-MA-001
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MMA136 - Ship Geometry and Hydrostatics
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Jan Bergholtz

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IMO A.167
Limit
(1) Area from 0.00 deg to 30.00
(2) Area from 0.00 deg to 40.00 or Flood
(3) Area from 30.00 deg to 40.00 or Flood
(4) Righting Arm at 30.00 deg or MaxRA
(5) Angle from 0.00 deg to MaxRA
(6) GM at Equilibrium

Min/Max
>0.0550 m-R
>0.0900 m-R
>0.0300 m-R
>0.200 m
>25.00 deg
>0.150 m

Actual
0.455
0.768
0.312
1.895
47.44
3.029

Margin
0.400
0.678
0.282
1.695
22.44
2.879

Pass
Yes
Yes
Yes
Yes
Yes
Yes

Righting Arms v s. Heel

0.0s
Righting Arm
R. Area
Equi librium
GMt

10.0s

Heel angle (Degrees)

20.0s
30.0s
40.0s

50.0s

60.0s
2.0

1.5

A
r
m
s
i
n
m

1.0

0.5

0.0