BRIDGE EQUIPMENT – DOPPLER LOG

PRINCIPLE OF OPERATION
Doppler speed logs works on the principle of “Doppler Effect”, or, of “Doppler Shift”, which is an apparent shift in
frequency received due to relative motion between the source and the observer. The received frequency is
calculated by the formulae:

Fr = Ft (c + v) / (c – v) … … … … … … … (i)
Where,
Fr= Freq. of the received wave
Ft= Freq. of the transmitted wave
c= speed of wave in water
v= ship’s speed

In case of ship, the source of the transmission and the receiver of that wave are both the ship only.
However, the relative motion is implied by the sea bed or stationary mass of water in relation to which the ship is
moving.

SHIPBORNE DOPPLER LOG INSTALLATION SETUP…

A transducer, i.e., source of acoustic wave, transmits a continuous beam of sound vibrations at about a 60º angle
from the keel at a frequency of about 150 KHz.

Note: Acoustic waves are mechanical waves which require a medium to propagate. Example- sound wave, ripple in
the water, etc.

A second transducer receives the diffusely reflected signal returning from the seabed. The Doppler speed log
registers the change in frequency between the transmitted signal and the received signal and then calculates the
velocity of the vessel based on the amount of the frequency shift.

THE BASIC “LOG SPEED” FORMULA

v = c (Fr-Ft) / 2 Ft cos α … … … … … … … (ii)

Where,
v= ship’s speed
c= speed of acoustic wave
Fr= Freq. of the received wave
Ft= Freq. of the transmitted wave
α = angle of acoustic wave transmission

The above formulae is based on the assumption that the ship is moving steadily in the forward direction, which is
not the case. Ship at sea undergoes various other movements. The Doppler Log installation is improvised to
compensate the heaving motion of the ship by Janus configuration. (Derive formulae from classroom lectures)

THE ‘SPEED’ FORMULA WITH SHIP MOVEMENTS CORRECTION – JANUS CONFIGURATION

As the ship moves forward, she also has an up and down motion in the vertical direction, called ‘heaving’. The
vertical motion component is v sin α.

As this movement of the ship has an effect on the frequency shift, it should be accounted for. This is done by
installing a second set of transducers (for transmitting and receiving) in the aft direction at the same angle of 60º.
(Refer figure). This type of installation setup is called Janus Configuration.

The effect of frequency shift due to vertical motion (the component v sin α ) of the ship gets cancelled out in Janus
Configuration and the resultant ship speed is calculated by the formulae:

v = c (Frf - Fra) / 4 Ft cos α

Where,
v= ship’s speed
c= speed of acoustic wave in water
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Frf = Freq. of the received wave, from fwd direction
Fra = Freq. of the received wave, from aft direction
Ft = Freq. of the transmitted wave
α = angle of acoustic wave transmission

(Derive formulae from classroom lectures)

SPEED OVER GROUND AND SPEED THROUGH WATER:

The Doppler Log processes the reflected acoustic waves from the seabed for speed calculation and there is no
implication of the mass of water under keel, except that the acoustic waves travel through the water. Therefore the
above formulae gives “Speed Over Ground”, unaffected by set and drift. Speed over Ground is also referred to as
‘Bottom Track or Ground Track’.

When the depth of the water is more than 200 meters, the strength of the reflected wave is too weak to be
processed by the equipment and hence calculate the speed. In practice however, there is almost stationary mass of
water 10 to 30 mtr below the ship’s bottom. This stationery mass of water also reflects the acoustic waves.
When the depth of the seabed is more than 200 mtrs, the Doppler log automatically shifts to processing the signals
from the stationary water mass. The speed calculation in this case is then with reference to the water. The speed
calculated then is speed through water. This is also called Water Track.

EFFECT OF TRIM ON CALCULATED SPEED OF THE SHIP:

Trim has minimal effect on the fore-aft speed and no effect on the athwartship speed calculations.

Either down by stern or down by head, the speed of the ship is calculated by the formulae:

v = c (Frf - Fra) / 4 Ft cos α cos β

Where,
v= ship’s speed, with trim correction
c= speed of acoustic wave in water
Frf = Freq. of the received wave, from fwd direction
Fra = Freq. of the received wave, from aft direction
Ft = Freq. of the transmitted wave
α = angle of acoustic wave transmission
β = angle of trim (by stern or head)

Or, Actual Speed = Indicated speed / cos β

Since the angle of trim is generally very small, cosine of the trim angle has negligible effect on the indicated speed.

Maximum permitted trim under MARPOL Annex I Reg. 13 is 1.5% of the ship’s length.
Hence,
-1
β = Tan 1.5 / 100
= 0.86º
Or, Cos 0.86º = 0.9998874

(Derive formulae from classroom lectures)

ATHWARTSHIP SPEED OF THE SHIP:

As in the case of calculating forward/aft motion of the ship, athwart-ship speed of the vessel is also calculated by
installing transducers in Janus configuration in port and starboard directions. (Refer to the figure above.)

EFFECTS OF SHIP CONDITION & MOTION:

HEAVING
Heaving is the vertical movement of the ship.
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Due to Janus configuration (transducers installed in forward and aft directions), heaving has no effect on the log
speed results.

PITCHING
The effect of pitching is similar to the continuous change of trim. Pitching does not affect the athwart-ship speed.
When the vessel is pitching, the indicated speed will fluctuate between the actual speed and a value lower than the
actual speed depending on the angle at which it is pitching.
Effect of list on athwart-ships speed will be the same as the effect of trim on the forward and aft speed.

Actual speed (ath) = Indicated Speed (Ath) / Cos List

LIST & ROLLING

This is regardless of the side the vessel is listed.
List and rolling do not effect the fore and aft speed.
When the vessel is rolling, the indicated athwart-ship speed will fluctuate between the actual speed and the
indicated lower speed worked out by the formula depending on the angle of roll.

ERRORS OF DOPPLER LOG

The Log speed indicated is subject to various errors, spanning installation, equipment, data processing, varying
propagation conditions and sea conditions.

Error in transducer orientation:

The transducers should make a perfect angle of 60° with respect to the keel or else the speed indicated will be
inaccurate.

Error in oscillator frequency:

The frequency generated by the oscillator must be accurate and constant. Any deviation in the frequency will result
in the speed showing in error.

Error in propagation:
The velocity of the acoustic wave at a temperature of 16°C and salinity of 3.2% is 1505 m/sec but taken as 1500
m/sec for calculation. This velocity changes with temperature, salinity and pressure. To compensate the error due
to temperature change, a thermister is mounted near the transducer and change in velocity of the acoustic wave
through the water from the standard value due to the change in sea water temperature is accounted for.

Error in ships’ motion:

During the period of transmission and reception, the ship may have a marginal roll or pitch and thereby the angle of
transmission and reception can change and a two degree difference in the angle of transmission and reception can
have a 0.10% error in the indicated speed, which is marginal and can be neglected.

Error due to rolling/pitching:

The effect of pitching will cause an error in the forward speed and not the athwartship speed. Similarly, rolling will
have an effect on the athwartship speed, not the forward speed.
Actual speed = Indicated speed/Cosß

Error due to inaccuracy in measurement of frequency:

The difference in the frequencies received by the forward and aft transducers must be measured accurately. Any
error in this will be directly reflected in the speed of the vessel.

Error due to side lobe:

When the side lobe reception dominates over the main beam reception, there will be an error in the speed
indicated. The error is more pronounced on a sloping bottom as the side lobe is reflected at a more favourable
angle and will have path length less than the main beam.
This error can be eliminated with the help of the Janus configuration and to reduce this error, the beam of the
transmitted acoustic wave is reduced.

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CALIBRATION
Before being put into use, it is essential that all instruments be calibrated. The calibration of Doppler Log, is done in
two steps.

First step is to set the zero on scale when the ship is at anchor or alongside a berth when the speed over ground is
zero.

The second step (scale calibration) should be carried out during sea trial when time taken to cover a measured mile
is noted and the speed is calculated.

This calculated speed must match with the displayed reading and in case of any discrepancy, the equipment can be
adjusted.

After one of these two are calibrations are done, the Doppler Log can be used effectively.

Master display unit, controls and indicators.

(Reproduced courtesy of Litton MarineSystems.)

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