A NEW HORIZONTAL PLANAR MOTION MECHANISM (PMM) FOR

THE NRC-IOT TOWING TANK AND ICE TANK

Michael Burgess, Cussons Technology Ltd, Manchester, England

Simon Dell, Cussons Technology Ltd, Manchester, England
Michael Sullivan, NRC, Institute for Ocean Technology, Canada

A Planar Motion Mechanism (PMM) is an electromechanical device used to conduct manoeuvring

studies and experiments on scale models of ships. A PMM moves a vessel model in exact pre-
programmed patterns while resulting forces and moments are measured using a force dynamometer
attached to the model. From these studies, manoeuvring derivatives can be calculated and then
used to estimate or simulate motions of the full-scale vessel. In 1995, the National Research
Council’s Institute for Ocean Technology (NRC-IOT) developed a PMM for its Towing Tank to
measure hydrodynamic derivatives and then tried to extend the device to measuring ice-induced
manoeuvring forces as part of a new research effort for icebreaking vessels. Using this device in the
Ice Tank highlighted strength limitations associated with the mechanism. In 2007 Cussons
Technology Ltd (CTL), of Manchester was contracted by NRC-IOT to design and fabricate a new
PMM, capable of both hydrodynamic manoeuvring studies and ice manoeuvring studies. This paper
describes the development and implementation processes of the PMM from initial specification to
design, manufacture, test/commissioning, and finally model testing at NRC-IOT. The paper
illustrates the improved performance of the new PMM, which paves the way for an expanded NRC-
IOT research program related to in-ice manoeuvring.

1 Introduction

A planar motion mechanism (PMM) is a device used to perform captive model tests where the
model is forced through co-ordinated or independent surge, sway and/or yaw oscillations. Forces
and moments on the hull, as well as rudder and propeller forces, are measured during these
manoeuvres. Data is used to estimate hydrodynamic coefficients (velocity and acceleration
derivatives) for semi-empirical equations predicting ship motions or to evaluate added masses or
other hydrodynamic forces acting on the vessel. At the National Research Council’s Institute for
Ocean Technology (NRC-IOT) the PMM is attached to the Towing or Ice Tank carriage. These
towing carriages supply surge motion while the PMM supplies sway and yaw motion on the model.
A multi-component balance connecting the ship model to the PMM measures forces and moments
on the model during the tests. Steady tests are used to measure forces and moments that depend on
surge velocity, sway velocity, yaw rate, rudder angle and propeller speed. Unsteady tests including
harmonic pure surge, pure sway, pure yaw and combinations of each are used to measure forces and
moments dependent on velocities, accelerations and coupled hydrodynamic coefficients.

2 History

In 1995, NRC-IOT decided to modify an existing slow drift oscillation test apparatus into a
horizontal PMM capable of operation in open water and ice in their 200m Towing Tank and 90m
Ice Tank. Funding was procured to add a yaw frame to the horizontal rails. The PMM was delivered
and commissioned in 1996. [1] Over time, as experiments were performed with large models and
thicker ice, experience gained with this device showed its limitations. Lack of rigidity in the initial
test apparatus and backlash in the sway and yaw gearing resulted in deflections and vibrations
leading to uncertainties in load measurements, especially for manoeuvring tests in ice. After
conducting a feasibility study into refurbishment of the existing PMM it was decided to design and
build a new version. In late 2007, NRC-IOT awarded a contract to Cussons Technology Ltd (CTL).
of Manchester, for the design and construction of a new PMM, including six-component force-
balance and analysis software. [2] (See Figure 1)

Figure 1 – PMM in NRC-IOT’s Ice Tank

3 New PMM Requirements and Specification

Table 1 lists requirements and specification of the new PMM as set out by NRC-IOT:

Table 1 – New PMM Requirements and Specification

General
Max heave force (Fz) 4,000 N
Max surge force (Fx) 5,000 N
Max roll moment (Mx) 10,000 Nm
Max pitch moment (My) 5,000 Nm
Sway (Y direction)
Max amplitude 4 m
Max velocity 1.2 m/s
Max acceleration 1 m/s2
Max force (Fy) 2,500 N
Yaw (Mz direction) 
Max amplitude 90o
Max velocity 30o/s
Max acceleration 30o/s2
 Max torque (Mz) 20,000 Nm (limited to 5,800 Nm
when standard tow post is fitted)
Model
Max model displacement 4,500 kg
Max model length 6m

4 Mechanical Design

Figure 2 – The PMM General Arrangement (showing brackets used in the Ice Tank)

The new PMM consists of a main body, which is a fabricated steel box-section girder, with a sway
carriage underneath that runs on linear bearings. (See Figure 2) Fastened to the underneath of the
towing carriage’s measuring frame, the box section is designed to have as low a profile as possible
but to be able to resist forces generated by testing. The PMM provides controlled movement in
sway (Y) and yaw (Mz), with surge (delta X) being controlled by varying the speed of the towing
carriage. The PMM is designed so that, if required, a surging sub-carriage can be retrofitted to it.

Maximum sway amplitude, with a margin of extension, dictates the length of the main box section.
On both sides of the box section, a drag chain system is used to manage cabling from the breakout
boxes on top of the section to the sway carriage. To minimise electrical interference, drag chains are
separated into a ‘power’ chain and a ‘signal’ chain.

The sway carriage is permanently fixed to the box section and linear bearings restrict it to
movement in the Y direction. Sway motion is driven by two electric motors that drive a rack and
pinion via a reduction gearbox. Two motors are used to eliminate backlash in the drive train by
driving one motor against the other. (See Figure 3)

The yaw mechanism consists of a large diameter bearing called a ‘slewing ring’. This slewing ring
has a set of gear teeth in the outer race of the bearing onto which two pinions are meshed using the
same technique as the sway drive.

A telescopic tow post assembly is used to give the model a free heave of ±150mm. The tow post is
made from square hollow-section steel tube, and is positively located in two vertical, diametrically
opposed linear guide rails that allow the model to heave freely with minimal bearing friction. If
required, a rod type heave transducer can be attached to the tow post to log motion data.
 Figure 3 – Sway carriage

A flanged connector with four bolts is fitted at the bottom end of the post. A face key is installed,
between mating flanges, for positive transmission of the drive through to the lower section of the
tow post attached to the force balance. This provides a simple but strong connection point. The
complete tow post assembly is attached by a simple bolted connection to the yaw carriage and is
removed if an alternative tow post design is required.

To lock heave motion, a cross shaft is fitted through a precision machined hole in the tow post.
Ends of the shaft are attached to vertical adjusting screws, which in turn, are attached to brackets on
the tow post guide housing. This allows for a certain amount of vertical adjustment of the tow post
when fixing heave.

4.1 Initial Sizing of the PMM

The design process was driven by parameters in Table 1, forces for sway, surge and yaw
components were derived from these values and from these forces, motor power requirements were
found and racks and pinions sized.

4.1.1 Sway

Total sway force (neglecting water loads) is as follows:

Total sway force = inertia loads + sway forces (1)

Initially the mass of the PMM carriage was estimated to be 1,112 kg and later confirmed using a 3D
solid modelling drawing package. From Table 1, maximum model displacement is 4,500 kg,
maximum sway acceleration is 1 m/s2 and maximum sway force is 2,500 N.

Max sway force (neglecting losses) = ((1,112kg + 4,500kg) x 1.0m/s2) + 2500N = 8,112 N (2)

Therefore, the maximum peak motor power required equals maximum sway force times maximum
sway velocity from Table 1:

Max sway motor power (neglecting losses) = (8,112N x 1.2m/s) x 1kW/ 1,000W = 9.7 kW (3)
4.1.2 Surge

As the carriage controls surge motion, no motor calculations are required. However, the PMM
structure has to be sized to resist maximum surge forces, which occur during emergency braking.
Maximum surge force is equal to force caused by emergency braking which is equal to maximum
model displacement (4,500 kg) times maximum deceleration rate of 3 m/s2.

Max surge force = 4500kg x 3 m/s2 = 13,500 N (4)

This maximum surge force acts at the bottom of the tow post, and is resisted by the sway carriage
linear bearings. Vertical distance from the tow post connection point to the bearings is 0.93 m, and
therefore gives a moment of 13,500 x 0.93 = 12,555 Nm. Horizontal separation between bearings is
1.314 m, giving a vertical force on each bearing block of 4,777 N.

4.1.3 Yaw

Motor performance for yaw is a function of maximum yaw torque, yaw velocity and gear ratio.
Pitch circle diameter (PCD) of the slewing ring is 1032mm, and PCD of the driving pinion is
104mm giving a gear ratio of 9.923. In order to reduce motor torque to an acceptable level, further
gear reduction of 50:1 is required giving a total gear ratio of 496.15:1.

Maximum motor power is calculated from maximum yaw torque of 20,000 Nm and maximum yaw
velocity of 30o/s.

30 deg/s
Max yaw motor power = ( 20 ,000 Nm   2 ( rad / rps ))  1kW / 1000W = 10.5 kW (5)
360 deg

4.2 Finite Element Analysis

After the 3D model of the PMM was completed, the design was verified using finite element
analysis (FEA). This allowed the PMM to be subjected to the design loading conditions,
highlighting any weaknesses.

CTL contracted IDAC, in Croydon, England, to conduct the finite element analysis (FEA). Two
load cases were analysed at each of two restraint scenarios, one for the Ice Tank and the other for
the Towing Tank. Load cases of normal usage and emergency deceleration were considered. Both
cases included gravitational load applied to the model, self-weight of the structure, and forces and
moments at the foot of the tow post. In addition, a modal analysis was performed to evaluate
minimum natural frequency of the sway girder. The analysis of the sway carriage assembly
concluded that the PMM was unlikely to resonate or fail during operation. [4]

5 PMM Electrical Design

5.1 Drive Module

The drive and control system is contained within an industry standard enclosure which has been
specifically designed to allow operation across a wide range of environmental operating conditions.
This enclosure is also portable and can be easily mounted on either towing carriage. Connections
between the PMM and the drive module are made using durable cables, chosen to withstand low
temperatures within the Ice Tank whilst remaining flexible. As the module is portable, high quality
coded connectors are fitted throughout, to allow quick installation, prevent environmental damage
and finally to minimise mixed connections.

Pulse-width modulation (PWM) technology is used in the drives to provide precise control of each
motor (two each for y-axis and yaw). This provides excellent dynamic response to changes in
desired position or velocity. However, PWM power control has certain drawbacks in the form of
increased Electro Magnetic Interference (EMI). Reduction of EMI is thus an important
consideration as the small signals generated by load cells could be easily swamped by conducted or
radiated noise. To help eliminate this, line filters feed each drive and motor combination;
additionally each motor power cable is screened and terminated appropriately.

The drive modules are able to brake each motor dynamically by regenerating power that is
dissipated in a high capacity load bank mounted on the roof of the drive enclosure.

To minimise weight and installation time, each carriage has a set of dedicated cables for integration
to the carriage control system and PMM control computer. These cables are coded so that the
motion controller (MC) is aware which carriage it is operating on for carriage speed control
(velocities and accelerations are vastly different between the two carriages). The surge motion of
the PMM is implemented by modulating a carriage speed set point, derived from the MC and
delivered to the carriage control system in either digital or analogue modes.

The drive enclosure houses four power modules (Delta Tau GeoDrive) integrated with a dedicated
motion controller (Delta Tau Turbo UMAC II) which is programmed and controlled remotely via an
Ethernet link and bespoke software. The PMM is protected from over-travel in both axes by two
layers of limit monitoring. First, ‘soft’ limits are connected directly to the motion controller and set
slightly outside the extremes of travel. ‘Soft’ limits allow the MC to control over-travel itself;
shutting down drives in case of transgression. The second layer of over-travel protection is
hardwired to an emergency stop circuit, which immediately de-energises drives and applies motor
brakes when activated.

Figure 4 - Yaw & Sway Axis, Homing and Limit Sensors

The MC system axes are not absolute, hence for a datum, each axis needs to travel to a home
position before any prescribed profile can be started. For each axis there are sensors that detect the
current axis attitude with respect to centre/dead ahead. These sensors pick up the presence of a
‘striker’ plate, which is mounted so that it obscures one half of the axis travel. Transition between
detection of the plate and not, indicate the axis centre. (See Figure 4) Repeatability of homing is
further enhanced by consistently approaching the transition point from the same direction; the MC
carries this procedure out ‘on command’. This operation is required before each profile test. All
limit and homing sensors are inductive type devices, which provide good repeatability in harsh
environments.

As referenced in Section 4, two motors are used for each axis of travel in order to eliminate
backlash in the coupled gearboxes and rack drives. In order to achieve this, each axis undergoes a
programmed meshing sequence prior to homing. This procedure energises one motor of an axis and
monitors the speed of its twin, in a master/slave style of control. The master is commanded to rotate
very slowly against the expected travel of the slave. If there is backlash, there will be a delay
between the master moving and the slave starting to move. When the slave speed approaches the
master speed, gears are considered to be meshing correctly and the master motor is halted. The axis
encoder count for both motors is zeroed so that any subsequent movements for motor pairs are
harmonised.

The drive system is designed to operate in an automatic or manual mode, automatic being when a
motion profile generated by the Hamburg Ship Model Basin (HSVA) software is used and manual
when the console joystick is used. A key switch on the small portable console allows these modes
of operation to be independently selected. When in manual mode, PMM axes are commanded to
move via the analogue joystick, direction of travel being as looking forward down the tank, Y-axis
being left/right and yaw being rotation in CW/CCW directions.

6 Six Component Balance Design

6.1 Requirements & Specification

Table 2 shows rating of the force balance as set out by NRC-IOT:

Table 2 – Force Balance Requirements

Fx 500 N
Fy 300 N
Fz 300 N
Mx 450 Nm
My 450 Nm
Mz 450 Nm

6.2 Balance Mechanical Design

The balance comprises an upper (fixed) beam attached to a tow post and a lower (free) beam
attached to the ship model. The balance is made from stainless steel tube and plate.

All six load cells are installed on the upper beam and are connected to the lower beam in an
orthogonal arrangement using stainless steel, force-transmitting coupling rods. The short lower
section of the tow post is attached to the underside of the upper beam with a cross shaft located in
ball bearings at each end. The towing point is thus low in the balance and allows for the model to
pitch freely with minimal bearing friction. (See Figure 5)

The balance was designed to operate in free or fixed pitch, and free or fixed roll/heel angles, both of
which are equipped with transducers for data logging.
 Figure 5 - Six component force balance

Model attachment brackets are arranged at 90 degrees to the longitudinal axis of the force balance
and attached at each end of the lower (suspended) beam. Brackets are located on shafts projecting
from each end of the beam using a pair of angular contact bearings. The axes of the two shafts are
set at the same height as the tow post cross shaft which is usually set to line up with the model
water surface.

The force balance incorporates four load blocking pins which, when screwed in, hold the lower and
upper beams together, thus reducing risk of damaging load cells or tie rods during transport or
installation in the ship model.

The load cells were designed by CTL and use a 6 wire, fully strain-gauge bridge-bending beam
made from beryllium copper. The strain-gauge bridge is compensated for temperature zero drift and
temperature span drift. The beam is housed in a stainless steel bellows and located in a hermetically
sealed aluminium alloy housing containing a sealed high quality electrical connector. Silica gel
crystals are used in the housing (visible through a window) to control humidity inside the load cell.

6.3 Balance Sizing Calculations

Ratings of load cells in the force balance are derived from two factors: the requirements set out
above, and the physical geometry of the balance. These two factors tend to compromise each other
and need to be carefully considered at the design stage of the force balance. In the case of the force
balance supplied to NRC-IOT, the physical constraint was that the balance had to fit inside the ‘MV
Terry Fox’ model, which is relatively narrow for the size of this balance.

From the geometry of the balance, the following matrix can be derived:

X  1 0 0 0 0 0   Fx 
 Y 1  0 0.5 0 0 0 1   Fy 
     
Y 2   0 0.5 0 0 0 1   Fz 
    (6)
 Z 1  0 0 0.3 2  1.136 0   Mx 
 Z 2  0 0 0.3 2 1.136 0   My 
     
 Z 3  0 0 0.4 4 0 0   Mz 
Expanding formula 6 gives the following sizing formulae:

X = 1 x Fx (7)
Y1 = (0.5 x Fy) + (1 x Mz) (8)
Y2 = (0.5 x Fy) + (-1 x Mz) (9)
Z1 = (0.3 x Fz) + (2 x Mx) + (-1.136 x My) (10)
Z2 = (0.3 x Fz) + (2 x Mx) + (1.136 x My) (11)
Z3 = (0.4 x Fz) + (-4 x Mx) (12)

From requirements set out in Table 2 and assuming that all forces and moments act simultaneously,
load cell ratings are:

X = 1 x 500 = 500N (13)

Y1, Y2 = (0.5 x 300) + (1 x 450) = 600N (14)
Z1, Z2 = (0.3 x 300) + (2 x 450) + (1.136 x 450) = 1501N (15)
Z3 = (0.4 x 300) + (4 x 450) = 1920N (16)

Therefore Z1 = Z2 = Z3 = 1920N

To determine the total rating of the balance, invert (6) and then insert the above load cell ratings:

Fx = 1 x 500 = 500N (17)

Fy = 2 x 600 = 1200N (18)
Fz = 2.5 x 1920 = 4800N (19)
Mx = 0.25 x 1920 = 480Nm (20)
My = 0.88 x 1920 = 1690Nm (21)
Mz = 1 x 600 = 600Nm (22)

Table 3 compares the required rating and actual rating.

Table 3 – Comparison of required rating and actual rating

Requirement Actual
Fx 500 N 500 N
Fy 300 N 1200 N
Fz 300 N 4800 N
Mx 450 Nm 480 Nm
My 450 Nm 1690 Nm
Mz 450 Nm 600 Nm

6.4 Balance Calibration

Before the load cells are installed in the force balance, they were calibrated as individual units. This
ensures that the load cell is operating correctly, but also allows use of the sensitivity of the load cell
in conjunction with the geometry of the balance, to derive the six forces and moments.

However, it is better practice to calibrate the whole balance on a calibration frame. In this way, any
tolerances in manufacture and assembly are accounted for in the output of the calibration.
To achieve this end, a calibration frame (see Figure 6) was designed to allow the operator to test
each degree of freedom individually. Results of this calibration are entered into a matrix analysis in
order to produce the data reduction formulae.

Figure 6 - Calibration frame configured for Fx

Design of the calibration frame is critical, as this mechanical assembly that is used to assess
performance of the force balance. Tolerances and fits of the calibration assembly need to be an
order of magnitude greater than standard in order to achieve this.

Additionally, calibration weights and the data recording system need to be assessed for suitability,
and operators need to be trained in correct application of the calibration frame. Only after all these
factors are addressed can a successful calibration be performed.

6.4.1 Calibration Matrix Theory

The method used to produce the data reduction formulae assumes that introduced errors follow a
linear relationship of the form y = mx + c. As the balance has 6 degrees of freedom and 6
measuring components, 36 separate error formulae are developed. In order to manage and
manipulate such formulae, matrices are used. These matrices include a ‘Measured Force’ (P)
matrix, an ‘Applied Force’ (L) matrix, a ‘Slope Coefficient’ (A) matrix, and an ‘Offset Coefficient’
(B) matrix as follows:

P = AL + B (23)

The purpose of the balance is to determine ‘L’ from ‘P’. Therefore, rearranging (23) yields:

L = A-1 P – A-1 B (24)

Equation 23 can be written in matrix form as:

 PR   a1 a7 a13 a19 a 25 a31   AFX  b1 b7 b13 b19 b25 b31 

 P  a a8 a14 a 20 a 26 a32   AFY  b2 b8 b14 b20 b26 b32 
 S  2
 PT   a3 a9 a15 a 21 a 27 a33   AFZ  b3 b9 b15 b21 b27 b33 
     (25)
 PU  a4 a10 a16 a 22 a 28 a34   AMX  b4 b10 b16 b22 b28 b34 
 PV   a5 a11 a17 a 23 a 29 a35   AMY  b5 b11 b17 b23 b29 b35 
      
 PW  a6 a12 a18 a 24 a30 a36   AMZ  b6 b12 b18 b24 b30 b36 

Coefficients a1 to a36 and b1 to b36 are derived from calibrating individual degrees of freedom and
entering output of the load cells into a spreadsheet. This spreadsheet then performs the matrix
inversion of Equation 25 to give the data reduction formulae required.

6.5 Mass Moment of Inertia of the Force Balance

The mass moments of inertia of suspended parts of the force balance needs to be known accurately,
but is difficult to assess. However, measuring the mass of the suspended parts is straightforward; by
measuring inertia forces of the balance during acceleration, mass moment of inertia can be
calculated. This is accomplished by attaching a large steel plate of known dimensions and mass to
the balance, which is then accelerating the plate on the PMM in yaw.

Given that inertia forces of the plate are easily calculated, and PMM accelerations are known
correctly, the mass moments of inertia of the force balance parts that need to be determined are
derived as the differences between calculated mass moments of inertia and measured mass moments
of inertia. Whilst the plate is attached, a similar test can be performed in sway to check calibration
of the force balance.

7 Software

7.1 Motion Controller Software – Cussons Technology Ltd

The primary purpose of the PC-based motion controller software is to deliver and supervise a
generated motion profile produced by the software package provided by HSVA. The motion profile
is saved to a large comma-separated file, delimited into individual axis velocities including carriage
speed. Because this format is not directly compatible with the MC, the CTL software converts data
points from pure velocities into ‘Position/Velocity/Time’ (PVT) moves which the MC understands.
This translation process is carried out for each profile used by the PMM and produces Motion
Definition Files (.mdf) that the software can use for a test. Each step in the profile is clocked at
10ms.

A motion profile is streamed to the MC via an Ethernet link in a rotary buffer manner, where the
PC-based software polls the MC for any required motion data and fills its buffer with the required
amount of profile lines. When the profile is finished and the buffer is empty, the test is considered
complete and the operation is passed back to the operator for homing.
7.2 Motion Control, Analysis and Simulation Software - HSVA

Under a sub contract to CTL, HSVA supplied a database-supported software package, SoftCPMC,
for captive model tests for use with the PMM. [3] A data management program and graphical user
interface written in C++ drives a group of FORTRAN programs. These programs provide
generation of motion control of the PMM, analysis of measured forces and moments, and
simulation of rudder manoeuvres, such as zigzag tests and steady turning circles. Overviews of
these FORTRAN programs are presented here.

7.2.1 Generation of Motion Control Module

Motion data files are generated for each of the steady or unsteady tests to be undertaken. Steady
tests measure static forces and moments resulting from a range of surge and sway velocities, yaw
rates, rudder angles, propeller speeds and combinations. Unsteady tests, including harmonic pure
surge, pure sway, pure yaw and combinations, measure forces and moments as functions of
velocities and accelerations, and are used to determine individual and coupled hydrodynamic
coefficients. Model surge and sway velocities are converted into longitudinal and transverse
velocities for the main carriage and y-drive. Smooth run-up and run-down ramps are added to the
time histories to avoid high accelerations at the start and end of a test. During generation of velocity
motion data, the resulting displacement, velocities and accelerations of the carriage, y-drive and
yaw-drive are checked to ensure that they are within operational limits of the equipment. Velocity
motion data is stored as columns in an ASCII file for plotting and running at a later time.

7.2.2 Data Analysis Module

The output file from the data acquisition system is used as input for data analysis. This file contains
measured data from the six load cells of the component balance and velocities of the carriage, sway,
and yaw drives. Longitudinal force, side force, roll moment and yaw moment are computed from
load cell measurements. Low pass filters used in the acquisition system might introduce small time
shifts between measured forces, velocities and accelerations. Experiments in air with a beam of
known mass and moment of inertia are used to estimate these time shifts. For the harmonic tests,
forces and moments are corrected for inertia effects using the model’s mass and moments of inertia.
Therefore it is important to know the part of the balance that is oscillating with the model. The same
test is also used to calculate these values using F = m x a. Hydrodynamic coefficients for the
harmonic (unsteady) tests are approximated by the Fourier series. Cosine terms of the Fourier series
represent the damping (velocity-dependent) component of the force or moment, while sine terms of
the Fourier series represent the inertial (acceleration-dependent) component. Coefficients dependent
on rudder and heel angle are determined for a series of static tests. Hydrodynamic coefficients are
determined from regression analysis on mean values of forces and moments from these tests. The
data analysis software produces data files containing histories of all forces and moments,
coefficients of the Fourier series, histories of velocities, rudder angle and propeller speed, damping
and inertial parts of the hydrodynamic forces, and hydrodynamic coefficients.

7.2.3 Simulation Module

Hydrodynamic coefficients calculated from PMM model tests are used to perform manoeuvring
simulations for rudder manoeuvres. Standard manoeuvres are coded for; steady turning circles,
zigzag manoeuvres, man-overboard manoeuvre, pullout test and reverse spiral test. The equations of
motion for the ship in four degrees of freedom are integrated numerically in time using the
previously calculated hydrodynamic coefficients. Output files from the simulation software contain
the main results for the simulation and data for plotting the results.

8 Performance Tests

Testing the PMM and force balance was conducted in two stages. First, a factory acceptance test
(FAT) was performed in CTL’s UK factory with NRC-IOT representatives present, before the
equipment was shipped to Canada. This FAT ensured the equipment worked according to the
contractual criteria and within the constraints of what can be accomplished in the factory.

During the FAT, the sway carriage was connected to a drawstring encoder that was independently
data logged. Various sinusoidal sway tests were performed in order to independently verify that
sway amplitude, velocity and acceleration conformed to the design criteria. Similarly, the yaw
mechanism was attached to the encoder to ensure performance.

After successfully completing the FAT, the equipment was shipped to NRC-IOT in Canada where
site acceptance tests (SAT) took place. These tests were conducted on the Ice Tank and Towing
Tank towing carriages using known models for comparison.

9 Commissioning and Preliminary Tests

Due to tank scheduling, commissioning of the PMM took place in the Ice Tank in January 2009 and
in the Towing Tank in July 2009. After permanent mounting plates were attached to the Ice Tank
carriage, the PMM was floated under the carriage and installed. Initially the PMM was exercised in
sway and yaw with additional yoyo potentiometers recording motion for comparison to the motion
control signals. A model of the icebreaker CCGS Terry Fox (scale 1:21.8) was then installed on the
tow post for commissioning. A number of earlier tests on the Terry Fox model in open water and
level ice allowed for comparison with previous data. With the model attached, the PMM was
exercised over a range of tests, including harmonic pure surge, pure sway, pure yaw and
combination sway-yaw. The PMM was determined to be working within contractual requirements.
With these open water tests completed, the plan was to perform the same series of tests in thin level
ice, 44 mm thick. Due to an issue with the end-of-motion profile, further tests in thicker ice were
not performed at that time. During the deceleration phase of the motion profile the software causes
the model to rotate from its last heading to a zero heading over a short period of time. The yaw
rotation at the end of the test would be acceptable in open water but in thick level ice the yaw
moment could be too high for the force balance.

150 150
Yaw Moment (Nm) Sway Force (N)
100 100

50 50

0 0

-50 -50
Open Water Open Water
-100 Level Ice 1 - 44 mm -100
Level Ice 1 - 44 mm
Level Ice 2 - 44 mm Level Ice 2 - 44 mm
-150 -150
0 50 100 150 0 50 100 150
s s

Figure 7- Comparison of Sway Force and Yaw Moment in Level Ice and Open Water

Figure 7 compares the sway forces and yaw moments from three pure yaw tests in the Ice Tank. In
each graph, results from the Terry Fox Model run in open water and two level ice repeats are
shown. Forces and moments are much greater in level ice versus open water with differences in ice
repeatability resulting from small random variations in ice material properties. Another problem
highlighted during these tests was the amount of gear backlash in surge on the carriage velocity.
There were differences between the commanded surge velocity and measured surge velocity for a
few seconds after each acceleration change in the harmonic profile. This resulted in some constant
velocity periods followed by high frequency ringing in the results, highlighting the need for an
upgrade in the existing carriage control system in the Ice Tank.

Commissioning in the Towing Tank took place in July 2009. As with the Ice Tank a similar series
of tests, in open water only, was performed with the PMM on a model of the Halifax Class
Canadian Patrol Frigate (CPF) in the Towing Tank. Again results showed that the PMM performed
within contractual requirements.

Another model recently tested with the new PMM was the mid-shore Patrol Vessel, NGCC Louis
M. Lauzier (1:6 scale). This vessel is being used for the NRC-IOT’s Ship Model Correlation
Program. The objective of this program is to carry out a dedicated ship/model correlation study to
validate physical model methodology and numerical ship performance prediction models using
quality full-scale ship data. Using HSVA software, hydrodynamic coefficients were calculated from
PMM tests and then used to simulate a turning circle and zigzag manoeuvres. Figure 8 compares
output from these simulations with data collected during full-scale trials performed in
Newfoundland in August 2001. It should be noted that the simulation was run with a limited
number of coefficients.
0

Figure 8 – Simulation – Turning Circle and Zig-Zag Manoeuvre

10 Conclusions

This paper has described the development and implementation processes of the PMM from initial
specification, design, manufacture, test/commissioning, to model testing at NRC-IOT. The new
PMM will enhance capability in the Ice Tank and Towing Tank for novel testing in ice and open
water to evaluate the hydrodynamic loads acting on vessels and marine structures.

11 References

1. Marineering Limited, (1997), “The Development and Commissioning of a Large Amplitude

Planar Motion Mechanism for Manoeuvring of Ships in Ice and Open Water”, NRCC,
Institute for Marine Dynamics, VM1 C765 CR-1997-05.
2. D. Millan and P. Thorburn, (2010), “A Planar Motion Mechanism (PMM) for Ocean
Engineering Studies”, Conference (NECEC’10), St. John’s, Newfoundland.

3. Cussons Technology Ltd, (2009), “General Description and Operating Manual of IOT
PMM”, Cussons Technology Ltd, C01178.

4. Elean Vallejo, (2008), “Cussons Technology – Sway Carriage Analysis”, IDAC,

C992_R_1_1.

5. Hamburg Ship Model Basin HSVA, (2009), “Software Package for a new PMM”, Hamburg
Ship Model Basin, Report Man 270/09.