TM

WSLP2 user manual

access this manual from within WSLP2, by clicking on Help|Manual

WSLP2
OCEAN MOTIONS

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 1

 WSLPTM loading & stability software
predictive & real-time
 intact
 grounded
 damaged

[c] Ocean Motions 1973-2003 www.oceanmotions.com

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 2

 how to start and run WSLP2

1. double click the WSLP2 icon oin your desk top window

2. setup this three window display, pages 36-39 just once

3. draw or numerically enter deck loads, pages 61-63

4. click read sensor data icon, tank levels come in automatically

5. draft, trim, heel, stability, stresses, deflection are automatically updated

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 3

WSLP2TM features :
Quick Calctm instantaneous draft, trim, heel, KG/GM margins, max stress, torsion, deflections as you edit loads
3D on-the-fly drafts, trim, heel, KG, GM, GZ, downflooding, ground reaction, stress & deflection distributions….
Real time auto inputs from tank, draft, inclinometer, anemometers, wave+current sensors, pressure transducers
Reports Drafts port and starboard at marks, loadline and sensor locations
Draft at center of flotation
Drafts when intact, drafts throughout flooding, drafts at damage equilibrium, grounded drafts
KG, height of center of gravity computed for any loading condition
FSMT, FSML free surface moments at any fill height, transverse and longitudinal
KGC, height of center of gravity corrected for free surface moments
KG margin
Deck load margin
GMTC, transverse metacentric height corrected for transverse free surface moments
GMT margin
GMLC, longitudinal metacentric height corrected for longitudinal free surface moments
Righting arm curves intact, damaged and grounded
Buoyancy distributions
Deadweight distributions, longitudinal and transverse
Shear force, bending moment, torsion and deflection distributions
Bending stress distributions based on scantling sections, intact and after structural damage
Loading overload warning
load overlap prevention
draft reconciliation
Winds heel for any wind strength and direction
Waves find best heading for greatest/worst stability and stress
find best heading for least inclination and trim
Crane Ops animated graphic of crane as user drags load with mouse
auto tracking of its XYZ co-ords and COG allows instant KG update
instant comparison to maximum allowed KG
monitoring in real-time when connected to sensors
Grounding run refloat remedies
Damage we use the lost buoyancy technique and hydrostatics of the remaining waterplane
various stages of inflow/outflow through openings to the sea
equilibrium drafts, trim, heel after all inflow/outflow has ceased
user draws single or multiple openings to the sea using the mouse
alternatively user can key-in the 3D co-ordinates of each hole and downflood openings
damaged GMT, damaged GML, damaged righting arms about any axis of inclination
comparison to damage stability criteria MODU, IMO, USCG….
Risers tension and riser side force
Moorings layout, tensions, moments, traction winch tensions
Thrusters moments
deployed and retracted
LWT Traktm track growth in lightweight at sea
track new location of lightweight LCG, VCG, TCG
requires connection to the proprietary stability sensor, the Ocean Motions CLINO-PAKtm
Ballast Advice program automatically ballasts while maintaining KG<KGMAX
user specifies which tanks are available for ballasting ops
user enters target draft, trim, heel
Export to management and financial software, onboard and to shore sites
E-mail daily stability reports from within our program WSLP, all in one concise SL2 file
Links bi-directional comms to your VMS, tank gauging, MetOcean consoles, instruments, sensors
Protocols Ocean Motions COMMS_2000 |Ocean Motions CLINO-PAK serial | Kongsberg Simrad
SAAB Tank Radar | Alstom (Cegelec), Radio Holland, Praxis, Prism Systems………
Units Metric and Imperial, and can be mixed
Feet, Metres, Long Tons, Short Tons, KIPS, Newtons, Metric Tons, BBLs, M3 , specific gravity,
LB/GAL, sacks, UK Gallons, US Gallons, Canadian Gallons, Ton/in2 , KN/cm2 ……….
References longitudinal references are +ve or -ve from a selected Frame, midships, AP or FP
Conventions TCGs can be +ve to port or +ve to starboard

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 4

 1st issue : 09-29-2003
issued to : Luis Sanders, 2 CDs

program : WSLP2tm version 2.3.01

files : Loading condition files AHTS_3.sl2
: Custom datafiles AHTS_3.sd2
: License file WOMC.LIC
: This manual in WORD[c] AHTS_MAN.DOC

WSLP reads the datafile created by WSD and evaluates any canned or user made loading conditions
[c] Copyright Ocean Motions Company 1973-2003 All rights reserved

WARNING:
Both WSLP and WSD are computer programs protected by copyright law and international treaties.
Unauthorised reproduction or distribution of these programs in whole or in part will result in
severe civil and criminal penalties and will be prosecuted to the maximum extent under law.

PROPRIETARY DATA & NON-REPRODUCTION NOTICE

This manual contains proprietary information and is not to be copied or distributed to any
individual, company or agency without the express written permission of Ocean Motions

www.oceanmotions.com

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 5

 contents
This manual is composed of annotated screen captures from WSLP:
1. front cover
2. WSLPTM loading & stability software | predictive & real-time | intact & damaged
3. how to start and run WSLPTM
4. WSLPTM features
5. issue info
6. contents page [this page]
7. contents page [second sheet]
8. contents page [third sheet]
9. fundamentals of stability and stress
10. forces
11. spans and centers of weights
12. center of buoyancy
13. waterplanes
14. moments
15. free surface moments
16. variable and fixed tank/compartment centers & free surface moments
17. metacenter, transverse
18. metacenter, longitudinal
19. metacentric height
20. KG Max, KG Margin
21. righting arms and righting moments
22. stress
23. damage

24. program overview, Y2K, using ‘Help’

25. computer requirements, installation from CD, getting around in WSLP2
26. starting WSLP2
27. introductory graphic with audio
28. selecting the SL2 file for the vessel of interest
29. units
30. importing old loading conditions into a new SL2 file
31. " " " " " " "
32. selecting a loading condition
33. configure the loading
34. configuring tank detail spreadsheet
35. re-size width of columns
36. the 3 window working screen, setup required just once
37. " " " " " " "
38. " " " " " " "
39. Quick CalcTM and Auto BallastTM are setup in Options
40. modifying tank loads, the <F5> key
41. adding chemical data to the file 'chemical.prd'
42. specifying LB/GAL
43. a user customized Report is available within Configure Input
44. customizing the Report
45. configuring the Report columns
46. primary and secondary Report groups
47. expanding Report groups
48. draft reconciliation
49. draft reconciliation continued; is your loading condition complete and accurate?
50. Report calculation method
51. exporting Report to Excel
52. selecting deck loads
53. configuring deck load screen
54. modifying deck loads
55. add, move, delete deck loads and groups, the <F5> key
56. " " " " " " " " "

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 6

 57. using ‘Validate’ to correct load span errors or correct COG errors
58. graphical loading detail
59. centering & zoom example
60. example: display only the port fuel tanks
61. drag liquid levels up/down inside each tank
62. drawing & dragging deck loads graphically
63. " " " " "
64. " " " " "
65. user formulae entry, ie: express weight as sacks
66. " " " " "
67. cranes, simulation of lift
68. " " " "
69. Using Auto Ballast AdvisorTM
70. " " " "
71. interpreting Quick Calc results

72. advanced use of WSLP2

73. configure the environment
74. " " "
75. " " "
76. configure the grounding
77. actual grounding
78. predictive grounding
79. " "
80. configure damage
81. " "
82. " "
83. " "
84. configure calculations
85. " "
86. calculation methods, 3D compartment choices, convergence
87. calculations standard and dynamic stability
88. running calculations, calculation progress window
89. results
90. deadweight, draft, trim, heel
91. hydrostatics computed on fly from 3D model
92. inflow/outflow
93. initial stability
94. KG Max plot
95. 3D results
96. 3D results, wireframe
97. 3D results, full Z buffer
98. stress max/min and distributions
99. stress tabular results
100. deflection
101. dynamic stability
102. righting arms about fore & aft axis
103. saving conditions, the SL2 file
104. sending SL2 files via e-mail from within WSLP
105. " " " " " "
106. tanks modeled by Ocean Motions, summary at 100% full

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 7

 107. Praxis-OMC sensor channel list
108. real time, OMC Server Setup
109. " " " "
110. mapping PWE please review & edit
111. " "
112. run real time
113. real time errors
114. brief history of Ocean Motions
115. " " " " "
116. RESPOND
117. Respond Events
118. Ship Clients
119. " "
120. " "
121. " "
122. " "
123. RESPOND Clients
124. " "
125. " "
126. Offshore Clients
127. " "

www.oceanmotions.com

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 8

 Fundamentals of stability & stress

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 9

FORCES:
Forces pushing down :
Lightweight consisting of structure, outfit, anodes, machinery including lubricating + hydraulic oils, coolants
Tank weights
Liquids below suction levels
Sediment in tank bottoms
Deck loads ie: pipes, joints, bits, collars, wire, crew, stores, containers, sacks….
Weight of Marine growth
Weight of snow and ice
Shipyard blasting grit & crud in voids
Anchors when stowed
Items being lifted by the cranes

The sum of all these weights is a quantity known as displacement

Displacement has units of Short Tons, Long Tons, Tonnes
On odd occasions we have seen displacement expressed in KIPS(thousands of pounds) , kilograms and pounds

Forces pushing up when afloat:

Buoyancy of hull below the waterline
Buoyancy of Marine growth
The total buoyancy equals the total displacement when the vessel is at rest
Hence buoyancy is assigned the same units as displacement; Short Tons, Long Tons, Tonnes

Forces pushing up when stranded:

Grounding force which is the difference between total weight and buoyancy

Archimede's Principle:
Archimedes (a Greek physicist from long ago) concluded that the weight of water displaced = the weight of the vessel

So if we floated your vessel in a large bath tub we could figure out its weight by first measuring the rise in the water
level,
then multiplying this by the length and width of the bath, and multiplying the resulting volume by the density of the water.

EXAMPLE:
Bath length = 400 feet
Bath width = 400 feet
Rise in water level after placing ship in bath = 1 feet
Displaced volume of water = 400 x 400 x 1 = 160,000 cubic feet
Density of salt water = 64 pounds per cubic foot
Total weight of ship in pounds = 160,000 x 64 = 10,240,000 pounds
Total weight of ship in Long Tons = 10,240,000 / 2,240 = 4571.43 L.Tons

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 10

SPANS and CENTERS of weights:
The weight of an object is distributed over its contact area.

FWD
Transverse span

Longitudinal span

COG

We also need to find the position of a single point at which the distributed weight is concentrated.
This point is known as the center of gravity often abbreviated to "COG"

Since a weight is three dimensional (3D), we can describe the position of its COG in each of its 3 planes:
Longitudinal center of gravity commonly abbreviated to LCG
Transverse center of gravity commonly abbreviated to TCG
Vertical center of gravity commonly abbreviated to VCG

We need to establish a reference for all 3 of these distances.

LCGs can be measured from a Frame, midships, or any chosen reference.

Ship terminology also introduces the concept of forward and aft perpendiculars.
LCGs also have a sign convention one being positive forward of the reference
TCGs are measured from vessel centerline, either positive to port or positive to starboard
VCGs are measured from the inside of keel plate known as the baseline or from the underside known as keel

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 11

Center of buoyancy:
We also need to find the position of a single point at which the buoyancy is concentrated.
This point is known as the center of buoyancy often abbreviated to "B"

Since a rig is three dimensional (3D), we can describe the position of its CB in each of its 3 planes:
Longitudinal center of buoyancy commonly abbreviated to LCB
Transverse center of buoyancy commonly abbreviated to TCB
Vertical center of buoyancy commonly abbreviated to VCB

We need to establish a reference for all 3 of these distances.

LCBs can be measured from a Frame, midships, or any reference.

Ship terminology also introduces the concept of forward and aft perpendiculars.
LCBs also have a sign convention one being positive forward of the reference
TCBs are measured from vessel centerline, either positive to port or positive to starboard
VCBs are measured from the inside of keel plate known as the baseline, or from the underside known as keel
ref

LCB

The center of buoyancy is that imaginary point where the buoyant forces can be said to push up on the hull

It is the point in the underwater portion about which the volume is equally distributed in all directions

PORT STARBOARD
left looking forward right looking forward

inside keel plate is baseline

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 12

Waterplanes:
ref

LCF
LCF

A waterplane is a slice at the sea surface cutting horizontally through the vessel

The center of flotation is that point in the waterplane about which the waterplane area is equally distributed
in all horizontal directions.

LCF is the distance from a reference to the center of the waterplane

Similarly TCF is the transverse location of the center of flotation from a reference, normally the fore and aft centreline

The transverse moment of inertia of a waterplane is a measure of the vessel's resistance to heel

The longitudinal moment of inertia of a waterplane is a measure of the vessel's resistance to trim

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 13

Moments:
A moment is the product of force multiplied by a distance
EXAMPLE:
the longitudinal weight moment of the liquid in a tank is:
Liquid weight x LCG from reference

By summing the moments for all forces acting down and dividing by the force total, we get the location of the single
center through which all the forces act.

EXAMPLES:
The longitudinal center of gravity for the vessel plus all forces acting on it is found from:

LCG = (lightship longl mom)+( tank longl mom)+(deck load longl mom)+(thrusters longl mom)+(cranes longl mom)
(lightship + tank weights + deck loads + sum of vert components of thrust + sum hook loads)

The vertical center of gravity for the vessel plus all forces acting on it is found from:

VCG = (lightship vert mom)+( tank vert mom)+(deck load vert mom)+(thrusters vert mom)+(cranes vert mom)
(lightship + tank weights + deck loads + sum of vert components of thrust + sum hook loads)

The transverse center of gravity for the vessel plus all forces acting on it is found from:

TCG = (lightship trans mom)+( tank trans mom)+(deck load trans mom)+(thrusters trans mom)+(cranes trans mom)
(lightship + tank weights + deck loads + sum of vert components of thrust + sum hook loads)

Similarly we can find the LCB, VCB,TCB for the buoyancy of the immersed portion of the vessel
This can be done using trapezoidal integration at even keel (zero trim, zero heel) at any draft
This can be done using trapezoidal integration at any trim, any heel at any draft

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 14

Free surface moments:
A free surface is found in any partially filled liquid container, such as a tank

The destabilising effects of the unrestrained liquids is handled in stability calcs by raising the VCG of the liquid from its
zero heel, zero trim value.

First we find the VCG for all tanks by dividing their sum of vertical moments by their combined weights.
Second we compute the total of the free surface corrections

B
B

For a rectangular liquid surface, the free surface inertia about the axis shown, i = L x B3
12

The free surface moment, FSM = L x B3 x specific gravity of the liquid

12 specific gravity of the seawater in which the vessel is floating

The free surface moment correction, FSMC = sum of all the FSMs
vessel's displacement

This is also known as the virtual rise in VCG

Third we add the virtual rise in VCG to get the quantity KGC

KGC= Height of the center of Gravity above Keel, Corrected for all free surfaces

Hence KGC = KG + FSMC

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 15

variable and fixed
tank/compartment centers & free surface moments
You will see a COG [Center Of Gravity] selection in the Calculations Method Box.
For the most realistic modelling use Vrbl in Free Trim, because longitudinal, vertical, and transverse centers of gravity
move around as content vary. Trim, drafts, heel and buoyancy distributions are all affected.
Most importantly free surface moments can change dramatically with liquid height and granular cargo levels.
For compliance with certain regulatory body methods, FIXED uses worst case 100% full centers of gravity regardless of
actual amount loaded.
When you choose Vrbl in Free Trim, WSLPtm uses accurate 3D geometry to determine the heeled and trimmed
CG. This treatment makes KGC and GMC values correct and accurate as illustrated below:

Initial Stability

Actual Center of
Buoyancy

Actual Ship CG

Actual CG of Free Surface Moment calculated

compartment contents. at actual liquid level

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 16

 Metacenter:

This is where the line of force of buoyancy pushing up, intersects the vessel's centerplane.

This point is labelled "M"

There is a transverse value labelled KMT:

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 17

 And there is a longitudinal value labelled KML:

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 18

 Metacentric height

Metacentric height = distance between vessel's center of gravity "G" and the metacenter "M"
A floating vessel is stable while GM remains positive

GM is a valid measure of stability at small angles of heel where the righting arm curve is linear,
typically no greater than 5-100

GMC= KM - KGC

There is a metacentric height for heeling (in the transverse plane) called GMTC
There is a metacentric height for trimming (in the longitudinal plane) called GMLC

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 19

 KG Max, KGC Margin
A series of damaged conditions with wind heeling are run by the vessel designers.
The lowest height of the resulting vertical center of gravity in each case is tabulated against draft.
Plots are created for Max allowable KG versus draft, sometimes at different trims
When the KGC is above the curve, you are unsafe

Example:
Sitting in a dinghy, all is well When standing, slightest movement rocks the dinghy

KG Max KG Max

low KGC high KGC

KG Margin is positive KG Margin is negative

KGC Margin should never be less than zero

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 20

 Righting arms and righting moments

G Z

Righting arm at any heel angle = perpendicular separation of weight and buoyancy vectors
= GZ

The buoyancy pushes up to resist whatever is trying to heel the vessel

The vessel is in transverse equilbrium when the righting moment equals the heeling moments

Righting moment = buoyancy force x righting arm

The vessel is in vertical equlibrium when the weight of displaced water = total weight of vessel

So righting moment = displacement x righting arm

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 21

 stress
shear stress bending stresses
when a section of the loaded hull exerts more the hull bends as a result of uneven distribution
downward force than its neighbor, it exerts a shear of lightweight+tank+deck loads pushing down
stress down across the intersection. against the buoyancy distributed along the hull
Shear force is the algebraic sum of
lightweight+tank loads+deck loads+buoyancy

deck is in tension

keel is in compression

hogging example

In order to compute the strength of the hull we need to know the shear area and moment of inertia of the
longitudinally continuous structural members at a number of places along the hull's length.
The main ingredient is to define the scantling sections, here is an example:

This permits calculation of structural section properties:

we compare the imposed stresses to the yield strength of the hull's steels
beyond 100% of the yield strength, the hull is likely to suffer permanent deformation.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 22

damage
A vessel is damaged by holes

The lost buoyancy method as opposed to the added weight method is employed in damage analysis.
The remaining intact portions of the hull's underwater 3D geometry are derived and remaining intact waterplane are
derived and new hydrostatics are computed on the fly.
The rig is brought to damaged equilibrium at its final draft, trim and heel.

Hole below local waterline :

the compartment is flooded, the compartment's buoyancy is lost and the seawater inside no longer pushes down on the
hull, its deadweight is thus set to zero.

Hole above local waterline :

the compartment is not flooded, the liquid contents are lowered to the lowest part of the hole, the compartment's
buoyancy is not lost and its remaining contents are included in the deadweight distribution.

NOTES: WSLP determines whether a hole's lower lip is above or below the local waterline.
Holes may also remove structural members.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 23

program overview
VESSEL : TIDEWATER AHTS
STATES : INTACT
GROUNDED
DAMAGED
WSLPtm in day to day operations :
WSLP is flexible and graphically interactive.
WSLP allows you to evaluate the ship's current or future loading condition.
Quick CalcTM lets you get instantaneous results as you edit a loading condition.
3D on-the-fly calculations are the most accurate, using the 3D hull & compartment models, not fixed tables
Tank contents are displayed in color up to the defined fill level.
The level in the graphical tank screens rises/falls as you edit the ullage/sounding, % full, weight for each tank.
You can drag the liquid levels up/down with your mouse in the graphical views
Colors distinguish each type of liquid ie SWB=dark blue FO=light brown HO=greenish grey
Live tanks receiving levels automatically via the serial link are highlighted in color.
Similarly, deck cargo ie: pipe, casing, drums,, pallets….are color coded and drawn on the decks
You can record cargo condition, origin, destination notes.
Our auto-repeat tool <F5> key, facilitates instant loading of identical weights, soundings, percents full, densities…
We build deck load frameworks, defining the 3D extents of each load.
This leaves the user with the simple task of entering just weights.
Our 3D modelling looks after the lcg, vcg, tcg of each load, but you can change the defaults if necessary.
The user is presented with graphical deck outlines as visual aids.
You can send loading condition files from ship to shore from within WSLP.
When connected to your VMS or IACS, WSLP acquires the sensed inputs of tank levels, mooring tensions, wind,
wave, current, pitch, roll, heave…..in real-time via your PC's serial port.
WSLPtm when thrusters are retracted to transit or maintenance elevations :
The ship's buoyancy distributions have the volumes swept out by retraction removed by damaging compartments.
We have given you prebuilt damage definitions for both transit and maintenance modes.
All you do is use them directly in a calculation item or undamage thrusters, annuli or cannisters that are deployed
in the down position.
WSLPtm when routine ops turn bad :
Then in just a few moves, the user graphically draws in the extents of holes from collisions, explosions…,
the size and direction of the waves...all in the same program, WSLPtm.
The purpose being to provide a means of evaluating intended remedies before any of them are implemented.
You can send the resulting loading condition files from ship to shore from within WSLP.
WSLPtm when connected to tank level and MetOcean sensors:
Ocean current strength and direction….wind velocity and direction…thruster forces and directions…
can be fed into WSLPtm using Ocean Motions COMMS2000 data interchange protocol.

Y2K compliant :
Our programs have been tested to function properly when the date rolls over from 12-31-99 to 01-01-2000.
Date and time are only used in the screen and printed output headers of WSLPtm.
Uninterrupted Y2K operation is determined by the operating system and BIOS chip in your PCs.
This is controlled by Microsoft and your PC maker.

using ‘Help’ :
At any time while running WSLPtm, you can access this manual by clicking on ‘Help’
and selecting ‘Manual’ from the drop down menu.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 24

computer requirements
Intel Pentium II or III processor, 64MB or more of RAM, 3.5” 1.44MB floppy drive, CD drive, hard disk
Mouse or trackball
VGA/SVGA color monitor, preferably with its own video memory
Color printer ie: HP DeskJet 660C or later models
Windows 95, 98 or NT4.0 with Microsoft's Service Pack 4.0 or higher, 2000, ME or XP Professional
installation from CD
follow the directions on the CD label:

Bargraph and % loaded info is displayed as each file is decompressed and loaded onto your hard disk
e-mail your PC's System ID # to [email protected] for issuance of your password

getting around WSLP2

WSLP2 controls and moves are intuitive
Windows conventions are used throughout
The following step by step directions are designed to guide the Windows novice or infrequent user
Move your mouse along the tool bars at the top of each screen; the pop-up bulletins explain each tool.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 25

starting WSLP2TM
Boot your PC in Windows 95/98, NT 4.0, 2000, ME, XP

Click on Start, run mouse up to Programs, run across to Ocean Motions

Click on the OMC Wslp2 icon here or on the Desk Top display

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 26

 this introduction graphic is accompanied by tug horn blasts

These photos show some of the 3,600 vessels that we have programmed since 1973:

semi-submersibles
jackups
drillships
freighters
tankers
barges
floating cranes
tugs
supply boats
accommodation platforms
offshore construction vessels
cruise ships
naval supply and combatants
downed aircraft
buoy tenders
cable/pipe layers
containerships
ferries

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 27

selecting the SL2 file for the vessel of interest

Make the window fit the whole screen by clicking on the maximize control

Click on File then click on Open and select the AHTS_3.sl2 file:

WSLP will always start with this ship selection until one day you have a need to select another

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 28

selecting units
At top of the screen click on Options, Preferences, then select the Units tab
Click on down arrow in each field, click on your selections,

Click on OK

On the TIDEWATER AHTS the reference point is the Aft Perpendicular, following the European convention

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 29

 importing old loading conditions into a new SL2 file
click on File, click on Import SL2 Data: open an existing SL2 file:

select the loading condition:

you may see the following mismatch warning when upgrading to a new release:

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 30

 importing old loading conditions into a new SL2 file, cont'd
you are given details about the mismatches
typically you will simply elect to resolve by clicking on the "Done" button

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 31

 selecting a loading condition
Click on the Configure Input button
Click on the Loading label

Here on the right is the list of previously built and saved loading conditions

Pick one by clicking on its name

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 32

 configure the loading
select your latest loading condition or an old one that has loads closest to those you expect to input
click on its name
click on the New button

enter a unique name for your new condition, click OK

you have control over the contents and order of columns in this Tank Loading Detail window

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 33

configuring Tank Detail spreadsheet
click on Options at top of screen, click on Preferences
click on Tank Detail tab
select columns by clicking in the check boxes

type in textural header here ie: Notes, Cargo Condition etc

re-arrange by clicking on each column name to be moved, then repeatedly click on Move Up or Move Down

Cargo Descriptor Full Description Associated Selections

API Degrees API for American Petroleum Institute API,Temp,ullage/sounding,weight,
‘Tables’ 6A/6B % full, gross volume
SG Liquid and granular cargoes SG,ullage/sounding,% full,weight
that have free surfaces gross volume
DRY Dry spaces such as stores, no free surfaces weight,stowage factor
DWT Solid cargoes, no free surfaces weight, lcg, vcg, tcg
CHEM Liquid Chemical cargoes, have free surfaces lb/gal,ullage/sounding,% full
gross volume

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re-size width of columns
by placing cursor over vertical divider, it changes to a double headed arrow
hold and drag to new left or right position, let go mouse's left button:

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the 3 window working screen, setup is required just once
Open the Tank Loading Detail window:

Move and re-size the loading detail window to occupy the entire lower half of the screen.
Do so by hovering your cursor to straddle the blue top line until it turns to a double headed arrow.
Then click, hold down left button and drag the window down to roughly the mid height of the screen.

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Resize by placing cursor over corners or sides, it changes to double headed arrow, then drag out to full width.

now click on the green Quick CalcTM icon

As before move and resize; this time to the top left quadrant

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click on the graphical loading icon
move and resize; this time to the top right quadrant

your display should be setup like this

for your every day intact loading stability & stress runs

Loading Detail Summary is the only other window associated with Quick Calc
You may elect to open it

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 Quick CalcTM and Auto BallastTM are setup in Options
1. go up to Options in top tool bar, then click on Preferences

2. click on the Quick Calc tab

3. click in the check boxes to select the types of Quick Calculations that you want
4. pink items are those that do not apply to your vessel
5. enter the seawater specific gravity (default is 1.025)
6. re-arrange the sequence by clicking successively on the Move Up or Down buttons

7. Enable Auto Ballast

8. Select the appropriate KG Max criteria

9. if you do not see the multi window arrangement on your screen, then look down at the task bar buttons
re-open by clicking on the buttons

your multi window positions and sizes are remembered,

so you do not need to repeat this setup procedure

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modifying tank loads, the <F5> key
click on the Notes field for any tank, type in whatever you want to record
to repeat an entry press the <F5> key on your keyboard

select cargo descriptor by clicking on down arrow, then click on your selection,
typically SG (Specific Gravity)

we give you several ways to define tank contents

generally you need to enter the SG or LB/Gal + Temp before entering % of capacity OR weight OR
sounding/ullage OR gallons OR barrels

Notice that when you make changes all other dependent columns are automatically recalculated

having modified the tank contents you should click on the first icon, Apply Changes

if however you elect to exit this screen by clicking on the top right Close control you will be prompted
to save your changes

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 adding chemical data to the file 'chemical.prd'
not used on petroleum product tank barges
is used on OSVs
click on File, then Products, then Chemicals :

now you can enter a new chemical ie: Caustic Soda, and at least its LB/GAL

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 specifying LB/GAL
click on a tank, click on the cargo descriptor, change to CHEM,
click on the chemical icon

double click on your choice of chemical, watch the LB/GAL inserted in the loading detail screen:

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 a user customized Report is available within Configure Input
click on the loading condition

click on the  Report button:

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customizing the Report
click on the hammer icon

Use the scroll box to select the report line(s) you want to change, select a Font Name, Size, Color and Characteristic
(i.e., Bold, Underline, etc.), click on OK. ‘Restore Defaults’ returns all fonts to their original settings.
Set report column widths by hovering the cursor over a column divider bar as shown; it changes to a double-headed
arrow, allowing you to slide the column break left or right.

Type three lines of information in the space below the Loading Condition Name; text will be left-justified after entry.

Changes to the Report format are saved for future Reports.

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configuring the Report columns
click on Options at top of screen, click on Preferences
click on Report tab

select columns to be displayed by clicking in their check boxes

re-arrange columns by clicking on each column name to be moved,

then repeatedly click on Move Up or Move Down

take time to select the appropriate KG Max case

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Primary and Secondary Report Groups
Primary and Secondary Report Groups are assigned in Loading Conditions.
For the Tanks and Deck Loads tabs in a loading condition those columns are available from Options|Preferences.
For the Moorings and Cranes tabs, the Primary and Secondary Report Group columns are always enabled.

An initial selection of Report Groups is provided; you may use these or create your own Group names.
New names are added to the drop-down list for easy re-use.
Group names are saved with the current Loading Condition.

When you initially view a Report, only the Primary Report Groups are displayed.
To display (and print) Secondary Groups and subtotals, expand the Primary Reporting group by clicking on the green plus
sign in the first column

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When you expand a Primary Group (ie Tank Types) you see it’s Secondary Groups and their subtotals.

Expand the Secondary Group by clicking on the green plus sign .

Shrink by clicking on the minus sign.

In this way, you can create a report that is as brief or as detailed as necessary for your purposes.

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draft reconciliation
The lower section of the report displays calculated draft at the four draft measurement positions and the mean
(average) draft using the Level Trim Hydrostatics table incorporated in the custom data file for your ship.
To enter observed drafts, click on the Edit… button

A dialog box appears.

Type the observed drafts in the white spaces.
or click “Set Observed Drafts to Computed Drafts” to automatically enter the computed values.

Check the “Accepted” boxes for drafts that show a high R2 (a measure of the how well the Accepted drafts fit on a flat plane).
This feature allows you to see if any one draft reading is erroneous and to ignore it if you wish.
Try entering different Observed Drafts and see how R2 varies as you do so.
An R2 of 1.0000 is a perfect fit to the plane; any three drafts define a plane, so this number has meaning only when you enter
four drafts.
By selectively Accepting three of the four Observed Drafts you can quickly determine if one reading is substantially in error.

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Is your loading condition complete and accurate?

The buoyancy under the waterplane defined by the Observed Drafts is compared to the weight of the Loading Condition.
Any large difference here indicates that the Loading Condition is either missing some weight or that the weight of some load
item(s) is over or understated.
Either situation will lead to an error in the calculation of hull stresses and KGC Margin.
This line in the report gives a quick indicator of whether your Loading Condition is complete and accurate.

NOTE: after you perform calculations the Report also contains a summary of the computed results

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Report calculation method
A Report created in the Configure Input section of WSLP accesses the Level Trim Tank Tables that are a part of the
custom data file for your vessel.

Hence the only valid comparison to the 3D calculated results is when you have chosen to use Compartment
COG method "Variable in Level Trim" .

Also note that the Report displays VCG above the baseline, as labelled in the VCG column header.

The 3D calculations add the keel thickness to drafts and total VCG.
This is why the height of the vertical Center of Gravity is named KG, "K" being the underside of the keel plate.

On occasions where designers ignore keel thickness, we also set keel thickness to zero for consistency.
In vessels where the baseline is the upper surface of the keel plate, there will be a difference between
VCG ABL and KG.

VCG

VCG ABL KG

baseline
keel thickness
keel

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exporting Report to Excel
click on File, then Export at top left of Report window

start Excel, load your freshly exported Report, manipulate to add your own data to make the daily report
mandated by your operations managers

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selecting deck loads
click on the Deck Loads tab

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configuring Deck Load screen
click on Options, Preferences, Deck Detail tab

select columns to be displayed by clicking in the check boxes

type in a textural header here

re-arrange by clicking on each column name to be moved, then repeatedly click on Move Up or Move Down

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modifying deck loads
here is a typically configured set of columns
in order to specify Stowage Factor in the units you are accustomed to, go to Options, Preferences, Units

Cargo Descriptor
simply gives you a means to describe the type of cargo:
Cargo Descriptor Typical Deck Cargoes Minimum Required Selections
DRY Pallets, sacks, helicopters weight, lcg, vcg, tcg, stowage factor
CNTR Containers, boxes weight, lcg, vcg, tcg
RO-RO Vehicles, trailers weight, lcg, vcg, tcg
PSGR Passengers weight, lcg, vcg, tcg

Color
assign a color for identification of different cargo items in the graphical loading displays

explanation of dimensions that describe the 3D extents of deck loads:

Dwt For
Fr 0. Dwt Aft
CL

Dwt Port
Dwt Top abv baseline
Dwt Stbd

Dwt Bot abv baseline

fwd
DWT is shorthand for DEADWEIGHT

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 54

 add, move, delete deck loads and groups, the <F5> key
you can rename Load Groups
click on current name and overtype
you can insert, move and delete new Load Groups or entries within a group
click on the appropriate icon
note that the ‘Insert Before’, ‘Insert After’ and ‘Delete’ icons are intelligently enabled to prevent erroneous line
insertions and deletions.

To repeat an entry press the <F5> key on your keyboard

this applies equally to text, numeric and color entries.

We build 3D frameworks for the major Deck Groups.

They assist you in graphically locating individual deck loads within their extents.

You can add new Deck Groups by name.

When you do so you will be required to enter span and centroid information requested in prompt boxes:

click on the New Deck Group icon

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this dialog box comes up on the screen.
enter all the data as we have in this example.
leave weight and stowage factor set at zero, you are only specifying the 3D spans and center of gravity

notice that your new Deck Group is inserted at the bottom of the list.

now click on the insert after icon

a new blank line is inserted

enter the weight, centers and spans for a specific deck load within your new group

the subtotals are instantaneously updated

If you type impossible values, yellow fields alert you to the error;

here we have entered a positive value that should have been negative.
To validate spans on deck loads whose centers of gravity are already entered, click on the ‘Validate’ button

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An information box opens, providing guidance about deck load errors:

type-in the correct VCG

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graphical loading detail
Click on the ‘Graphical Loading’ icon

Zoom in by clicking on the ‘Zoom In’ tool

Conversely, click on the ‘Zoom Out’ tool to zoom out
Change compartment and framework outline colors with the ‘Change Colors’ tool

To move the windows, place cursor onto the horizontal (or vertical) dividing bar;
when correctly placed the cursor becomes a double headed arrow
Hold the mouse’s left button down and drag up or down to move the dividing bar (or left/right).

Click on the ‘Center’ tool , move it to the area of interest, click to apply the new center

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centering & zoom example
Click on the centering tool,
drag its ‘cross hairs’ to the approximate center of interest, and click left button on your mouse.

Click on horizontal screen divider, drag down to where you want it

Click on the zoom out or zoom in button as many times as you want

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example : display only the port fuel tanks
1. click on the plus sign [+] to open the list of fuel tanks
2. turn off all starboard and center tanks by clicking their boxes

now you have a clear view of fuel tanks on the port side

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drag liquid levels up/down inside each tank
as an easy alternative to numerically entering soundings in the spreadsheet
just click on the tank name and you see a black liquid level bar

place your
mouse cursor on this black level bar, a pop up box displays the current volume, weight and % full

move the cursor to one of the black handles, hold the mouse left button, drag it down the tank

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drawing & dragging deck loads graphically
1. Open your loading condition spreadsheet
2. Click on the graphical loading icon
3. Select Deck Loads tab
4. Place cursor on a Deck Group name & right click your mouse

5. left click on the "Insert Deck Load" label

a black & yellow COG bullet is drawn in the midpoint of a shaded box

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6. Place cursor on any corner of the shaded box, it turns into a double headed arrow

7. Hold left mouse button down and drag this corner to where you want it to be
8. Do the same for the other 3 corners
9. You can move the sides of this box by grabbing the mid-point handles:

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10. Also move the box vertically

11. When you hover the mouse over the shaded box, you are shown its current dimensions and COG location
13. Go back to the Deck Loading Detail spreadsheet, by clicking the "X" (close control) at top right

13. Finish by naming the new deck load, selecting a unique color and entering its weight

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 user formulae entry, ie: express weight as sacks
click on Options in the screen header
click on Preferences
click on Deck or Tank Detail tabs
click on any User Column and name it however you like (for example: User Formulae)
Click on the Move Up or Down buttons to place this column wherever you want (ie following Weight Column)

On the appropriate Loading Conditions tab (Tanks or Deck Loads);

click on a cell
place the cursor on the yellow icon then click on it:

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 user formulae entry, ie: express weight as sacks, cont'd
follow the on-screen Instructions

here is an example where you convert the deck cargo weight entry to sacks each weighing 0.125 S.Tons:

the result is displayed in the User Column 2 that you labelled "User Formulae"

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 cranes, simulation of lift
Click on the Cranes tab, select a crane

Enter hook load

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 hover your mouse cursor over the COG bullet, a pop-up box reports the crane status

click on the center of gravity bullet, hold down and drag the boom in simulation of the lift
watch trim, heel and KGC margin instantly update in the Quick Calc window

KGC Margin will shrink to zero or go negative if you try to lift too much

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 Using Auto Ballast AdvisorTM
In the tank loading detail window, select tanks you want to be used for ballasting
repeat Auto Ballast enabling by pressing the <F5> key

in this example, we’ve enabled Auto Ballast for the Drill Water tanks

In the Quick Calc window, set your target values for draft, trim and KGC Margin for Auto Ballast to achieve:

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 click on the ‘Run Auto Ballast’ button

While it is running, Auto Ballast Advisor displays a counter

You can stop the process by clicking the ‘Terminate Auto Ballast’ button.

If the calculation fails to converge after 100 iterations, the process is automatically ended with a warning.
Check to see that you have entered realistic target values and that enough tanks are available for ballasting.
Otherwise you see this message:

The Quick Calc window shows the achieved values, the Graphical Loading window displays the new tank levels

and the Loading Detail contains the new ballasting levels for the tanks you specified.

save this ballasting by clicking on the ‘Apply Changes’ icon at the upper left corner of the Loading Detail.

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interpreting Quick Calc results
displacement = weight of steel hull, piping, pumps, machinery + all liquid + all deck loads + all crane loads

beyond 100% hull stays deformed

KG Max

GC

if KGC Margin is negative, you are unsafe

(KGC Margin = KG Max - KGC)

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 advanced use of WSLP2
calculations beyond the daily intact case
we allow you to introduce the actual operating environment :

 actual specific gravity of the sea, river or harbor water

 wave height
 wave length
 wave encounter angle
 ship's speed
 grounding and drydocking
 damage, inflow and outflow
 downflooding

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configure the environment
return to the Configure Input window
click on Environment

click on Default Environment

click on New

enter an appropriate description

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enter values for all or some of the items listed, zeroes are fine;

NOTE 1: encounter angle is measured negative clockwise from bow

NOTE 2: when you specify hull speed, the ship's own waves and wake are applied to the waterplane, buoyancy
and stress distributions

10 knot

6ft

100ft - 1200

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configure the environment, cont'd

move the crest to several locations, run stress and stability to find best or worst location & encounter angle

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configure the grounding
click on Default Grounding
click on New

enter an appropriate description

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We give you a choice:
A: Actual Grounding inputs when you know the drafts
B: Predictive grounding when you know where the hull is making ground contact

The screen comes up with the Actual Grounding icon enabled:

Click on the black slider and drag up/down the draft marks, watch the digital readout in lower left quadrant:

OR
click in the draft fields and type-in the observed values

click on the Apply Changes icon , click on the close window control

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B: Predictive grounding when you know where the hull is making ground contact

click on the Enable Predictive Grounding icon:

move the mouse cursor over a corner until it changes to a double headed arrow.
now drag the corner of the grounding shelf to its predicted location

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B: Predictive grounding cont'd
once you have moved all 4 corners , you can add a 2nd area of ground contact;
click on the Add Grounding icon, move corners as before
note that you draw a short contact area to simulate
grounding on sharp objects like rocks, coral reefs..
enter the grounded drafts

OR
enter the numerical extents of each ground contact area

to switch between areas 1 and 2, click on the Next Grounding Area icon

If structural damage is reported, then go to the damage window and select the structural damage icon.

click on the Apply Changes icon , click on the close window control

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configure the damage
click on Damage in the Configure Input list
click on New

enter a concise damage condition name

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configure the damage, cont’d
1. click on the , Enable Damage icon
2. A shaded damage extent rectangle is overlaid on all 3 graphical views

3. Move the mouse cursor to one of the corners of the damage extent rectangle, the cursor changes to a double
headed diagonal arrow.
4. Click on this corner and hold the mouse left button, and drag this corner to a new location
5. The concept here is to move the boundaries of the damage rectangle to the reported extents of the hole
6. Click and drag all 4 corners in all 3 views, until you see the shaded rectangle in the reported location and extent of
hull penetration.
7. Click and drag on the small black square at the midpoint of any side, to move the entire hole
a bonafide damage box spans from inside hull to the outside
indicating that there is a path for inflow/outflow of liquids

8. To add another hole, click on the icon entitled Add Damage

9. Your first hole changes to red, the added hole is an all encompassing black shaded rectangle
10. Relocate the corners as before.
11. To delete a hole, click on the Next Damaged Area icon until the hole to be deleted is the one in black
12. Move to the icon, Delete Damage, , and click on it
13. You will be asked “ are you sure you want to delete the selected damage area ?”, click on YES

Notice that the lower left quadrant tracks the dimensional extents of each hole; this may help when you know their
dimensions and locations

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configure the damage, cont'd
14. click on the centering tool and zoom-in icons to navigate images as desired

ie: to set image center, click on and drag to desired location, click again to re-center the view

15. Now click on the Apply Changes icon in the far left of tool bar, click on the close window control

16. You receive a report that this collision has penetrated the side shell and severely damaged some longitudinals.

17. Click on the Structural Damage icon

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18. Click on the longitudinal location of structural damage, then click View/Edit:

19. click on the 3D glasses icon, then Camera, click on and drag sliders to produce desired view:
20. click on the "Draw Damaged Region" icon

21. the cursor changes to a white "X"

22. place "X" at first corner of missing or heavily damaged structure
23. carefully locate the damaged members in the 2D view, click and move to draw the white envelope.
24. right click to close the envelope.
25. repeat for other damaged sections, starting back at step 21.

26. The data file contains the dimensions, thicknesses and material properties of each longitudinal and
plating strake.

27. When you run the stress calculation, WSLP computes the section modulus of the remaining
undamaged members.

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configure calculations
now let's move on to step 2 of 4 in the Program Tasks

a 'calculation item' contains 4 input conditions :

loading + environment + grounding + damage
so make a new one

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 click on Select Conditions or the ‘Conditions’ tab

click on each down arrow, click on your selections for each Condition

a 'calculation item' contains 4 input conditions:

loading + environment + grounding + damage

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now click on Select Method or on the ‘Method’ tab

calculation methods
we give you a choice of:
1. The traditional approach taken in Trim & Stability Books where tables of level trim hydrostatics are interpolated
at a given displacement or draft.
When to use:
For quickest evaluation of an intact loading condition, your typical daily runs
When not to use:
When damaged or aground. We protect you from trying to use level trim hydros in such cases
2. Compute actual hydrostatics from the 3D hull model.
This takes a little more time and is the most accurate
When to use:
For most accuracy
When holed
When aground
When heeled and/or trimmed substantially
When not to use:
When you want quick upright results
compartment COG choices
we give you three (3) choices :
Fixed @ 100% Full often required by USCG edict in their CFRs
so no matter how full your tank is, its LCG, VCG, TCG and FSM are those at 100%
Variable in Level Trim pretty close to actual especially at small trims, and is quick
Variable in Free Trim as accurate as you can expect, takes a little longer to compute
convergence
typically set to 0.01%; this means that the program brings the rig to equilibrium such that:
difference between LCB and LCG does not exceed 0.01% of LCG
difference between TCB and TCG does not exceed 0.01% of TCG
difference between rig's total weight and buoyancy does not exceed 0.01% of total weight
convergence can be relaxed to speed up calculation (with commensurate loss of precision)

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 click on Calculations or the ‘Calculations’ tab

Standard Calculations Quantities computed and reported

Initial Stability Displacement, draft, KG, FSMC, KMT, KML, GMC, GML, equilibrium heel
Comparison to GM Min, KG Max
Draft and Trim Deadweight, displacement, LCF centerplane draft, drafts at 6 locations P&S
Comparison to loadline max summer draft or max operating draft
Ground reaction force and its location
Strength Distributions of shear, bending, deflection, torsion
Comparison to max allowable shear forces and bending moments
Stress Distributions of shear, keel and deck bending stresses when the hull is
 STRUCTURALLY INTACT
or
 STRUCTURALLY DAMAGED
based on scantlings described in our data file with corrosion allowance
Comparison to yield strength of hull materials

Dynamic Stability Quantities computed and reported

Righting arm curve At 50 or 10 heel increments and choice of termination angle when:
 INTACT
 GROUNDED ground reaction curve, points of grounded equilibrium
 DAMAGED at equilbrium (after all inflow/outflow)
Comparison to intact or damaged required minimum areas under GZ curve

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 click on Run Calculation or the Run button

now you see the calculation progress window

you have control over centering the images, zoom, colors, spacing of attitude rings in virtual spirit level

This window allows you to track every iteration to equilibrium.

It is particularly useful when running "compute hydros on the fly from 3D model" and an intensive calculation
such as dynamic stability.
 the current iteration has to complete before the program acknowledges your pressing of the stop button
 If the program 'hangs', then reboot your PC by pressing <Ctrl> <Alt> <Del> keys simultaneously
 before rerunning the calculation, try relaxing the convergence setting (say to .1% or 1%)
click on the close or minimize control at top right

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 click on the ‘Results’ tab

notice the Status

calculations that were chosen and now have results, are marked with a red check mark.

click on each button to view.

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 Deadweight, Draft, Trim, Heel

notice confirmation of the ship's condition

here we ran a damaged case
the environment is also recorded

the red background indicates draft has exceeded the loadline limit

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 hydrostatics computed on fly from 3D model
click on the hydrostatics icon, to view the actual hydros computed from the 3D hull model
in this case the hydros are for the damaged hull

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 inflow/outflow
click on the Damaged Loading Condition icon to see how much fluid flowed out of the damage hole
or how much seawater flowed in

scroll down tank list to see inflow/outflow

click on the Graphical Loading icon

select FO TANK PORT 41 only to see its contents after inflow

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 92

 Initial Stability
select the KG Max icon for the nearest trim

Here are the numerical presentations giving the relationship between your loading condition’s KGC
and the maximum allowable KGC.

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 KG Max plot
click on the KG Max plot icon

the height of the green bar is scaled to be KGC

the separation between the green ball and the blue line is the KG Margin, this is your safety margin

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 94

 3D results
click on the ‘3D Results’ icon in either the Initial Stability or Dwt, Trim, Draft, Heel screen

Click on the maximise control to enlarge the image to full-screen

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 95

 3D results, wireframe
click on ‘3D View Setup’, adjust Focus and Camera positions

magenta plane is at the height of KG Max

green sphere's center is at the resulting LCG, TCG, VCG
the vertical separation of the 2 is the KG Margin

you can remove portions of the image by clicking on the ‘3D Header’ or 'wave' or 'KG max' icons

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 96

 3D results, full Z buffer
click on last rendering icon

The deck load areas are rendered in the color you specified in the Deck Loading Detail screen

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 97

 shear stress positive example : bending stresses hogging example:

deck is in tension

keel is in compression

These stresses are computed from the net result of deadweight, lightweight and buoyancy acting on the hull.
We have built scantling sections for the longitudinal hull structure.
These sections are longitudinally located at the positions of the colored symbols.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 98

 stress, tabular results
click on stress table icon

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deflection
click on the deflection icon

grab the <> slide controls to section out a piece or all of the hull

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 dynamic stability
in this example ship is damaged, running at 10 knots in waves

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 righting arms about the fore & aft axis
1. In Configure Calculation Item, click on dynamic stability and select COG type (fixed or variable)

2. Click on down arrow  to the right of the termination field, click on your choice of :

GZ transition + to -
Angle of downflood
90 degrees
180 degrees

3. This is the longest calculation, you can click on the Stop button in the Calculation Item box when the angle of
interest has been reached or to just get out of this [or other] calculations.

4. This time when you click on the midships icon you get a full display of hydrostatics at each of the chosen
heel increments.

5. When you click on you get righting arms and the areas under each increment of the GZ curve.
Clicking on returns you to the GZ plot.
Notice that in the header of each GZ window you also get:

Angle of downflood1 Area from zero to angle of downflood1

Outflow2 starts at XX degrees Area from zero to angle of outflow 2

1
downflood openings are defined in the damage section
2
outflow also means inflow if the compartment’s level is below a damage hole lower lip,
compared to the water level outside the ship

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saving conditions, the SL2 file
1. click on the 3rd icon on the tool bar

2. All of the Quick Calc Three window setup, User Preferences, Loading, Environment, Grounding, Damage
conditions, Calculation Items and Calculation Results are saved in the singular xxx.SL2 file

3. This permits retrieval and review at a later time.

4. We suggest that you save each month of daily stability runs in separately named SL2 files;

ie: JUNE_2002.sl2

5. This is good archiving policy

6. This keeps file size under control for e-mail attachment

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 103
sending .SL2 files via e-mail from within WSLP
sending loading condition files (.sl2) from the ship to Tidewater Ops Office(s) and Ocean Motions:
It is desired that each rig can electronically transmit these files from remote locations around the globe.
WSLP is configured to send your .sl2 file as an attachment.
Each onboard PC is assumed to have a modem and MS Windows 95/98 or NT4.0.
More than likely the computers onboard have MS Outlook or Lotus CC Mail.

You need one of the following e-mail programs:

1.Outlook, Outlook Express, Microsoft Exchange Client or another 32 bit e-mail program that is compatible
with the Messaging Application Programming Interface [MAPI].
Make sure that Mapi32.dll is in the Windows System folder.
OR
2.Lotus cc:Mail or another 16 bit e-mail program that is compatible with Vendor Independent Messaging [VIM].
Make sure that Mapivi32.dll, Mapivitk.dll and Mvthksvr.exe are in the Windows System folder.

TIDEWATER OCEAN MOTIONS

Office PCs running WSLP RESPONDtm 24 hr service

2 way communications :
We can send remedial advice straight to the ship giving desired lightering sequence, cargo re-distribution etc
The same e-mail attachment technique can also be used in more peaceful, routine exchanges of loading conditions.

NOTE : of course you can also attach and send other files with your 'regular' e-mail setup.

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 sending files via e-mail, cont'd
Click on File, then, Send Mail

follow the dialog boxes and answer their prompts.

we cannot give examples here since responses are very much computer and e-mail software dependent

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 105
tanks modeled by Ocean Motions, volumes and centers in this summary are at 100%

data source is Sandvik drawing/ design book package supplied by TDW NOLA
[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 106
YR 118-122 - TANK SEQUENCE FOR OMC WSLP2 LOADING PROGRAM 08-22-2003

PRAXIS=OMC #
#1 LOWER FOREPEAK TANK 01
#2 UPPER FOREPEAK TANK 02
#3 DRILL WATER TANK STBD 201(should be PORT)
#4 DRILL WATER TANK STBD 202
#5 AFT DRILL WATER TANK CENTER 601
#6 AFT DRILL WATER TANK PORT 81
#7 AFT DRILL WATER TANK STBD 82
#8 AFT DRILL WATER TANK CENTER 83
#9 HEELING TANK STBD 721
#9 HEELING TANK PORT 721
#10 AFT DRILL WATER TANK PORT 611
#11 AFT DRILL WATER TANK STBD 612
#12 FWD FRESH WATER TANK PORT 11
#13 FWD FRESH WATER TANK STBD 12
#14 FRESH WATER TANK PORT 711
#15 FRESH WATER TANK STBD 712
#16 FUEL OVERFLOW TANK 205
#17 FUEL TANK PORT 301
#18 FUEL TANK STBD 302 (should be 303)
#19 FUEL TANK CENTER 303 (should be 302)
#20 FUEL TANK PORT 41
#21 FUEL TANK STBD 42
#22 FUEL TANK CENTER 402
#23 FUEL TANK PORT 51
#24 FUEL TANK STBD 52
#25 FUEL TANK PORT 501
#26 FUEL TANK STBD 503
#27 FUEL TANK CENTER 502
#28 FUEL SERVICE TANK PORT 31
#29 FUEL SERVICE TANK STBD 32
#30 LIQUID MUD TANK PORT 411
#31 LIQUID MUD TANK STBD 412
#32 LIQUID MUD TANK CENTER 413
#33 LIQUID MUD TANK PORT 415
#34 LIQUID MUD TANK STBD 416
#35 LIQUID MUD TANK PORT 511
#36 LIQUID MUD TANK STBD 512
#37 LIQUID MUD TANK PORT 623
#38 LIQUID MUD TANK STBD 625
#39 LIQUID MUD TANK CENTER 624
#40 DRY BULK TANK 417
#41 DRY BULK TANK 513
#42 DRY BULK TANK 514
#43 OILY WTR SETTLING TANK 211
#44 SEWAGE TANK PORT 21
#45 GREY WATER TANK 22
NOTES: The two sensors in the heeling tank (#9) are averaged.
WSLP2 extracts soundings from this list in a Praxis soundings
file named "loading.csv" created approximately every 5 seconds.

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 107
real time, OMC Server Setup
Click on File, click on OMC Server Setup

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 click on "Configure Data Points"
click on sounding, source, select Praxis Sounding File, Meters, scaling of 1.00000, click OK

click

select Praxis

click on Configure Source

specify location

adjust if necessary

Source file on this ship is a comma separated value (.csv) file broadcast via the Ethernet link
from the Radio Holland system.
click OK
click Done

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 109
mapping
we have pre-mapped this ship's sensors, but if you need to remap then follow these steps:

click on Options | Preferences | Real Time, click on Tank Level check box

click on Tank Level Mapping button

the sequential OMC tank numbers versus the equivalent Praxis SENSOR ID#s have been pre-mapped by
Ocean Motions.
On the AHTS vessels, Praxis and OMC numbers are the same up to OMC tank number 45.
The mapping list is recorded on the next page:

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[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 111
 run real time
click on "Read Sensor Data" icon

click on "Customize" icon to adjust read rate

screen blinks at read rate

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 112
 real time errors

if the link fails or Praxis file name or path are incorrectly

specified….
the background goes RED

real time soundings will be zero

if you select FT-INCHES-EIGHTHS

in Options|Preferences|Units

select decimal soundings

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 113
brief history of Ocean Motions
1973 Established as specialist group of naval architects, programmers, instrument makers

1973 Hydrostatics program written in Fortran IV for IBM 1130 mainframes

1974 First digital loading computer built around the Intel 4040 microprocessor

1976 Program methods approved by ABS, Lloyds Register, Germanischer Lloyd and USCG

1976 Hardware certification procedures established with ABS and LRS for shipboard loading computers

1977 Real time stability monitoring instrument, marketed under the name DSITM, Dynamic Stability Indicator

1977 Loading Computers supplied to OCL, Central Gulf, US Navy, Waterman, Eriksburg, Gdansk, Blohm+Voss,
States Lines, Dome Petroleum, Petrobras, A.P. Moller, Mobil, Sun Transport, Pickands Mather, Arco,
Chestnut Shipping, Container Fleets, Karageorgis

1978 Loading Instrument state of the art paper to Society of Naval Architects & Marine Engineers

1978 Roll Monitors TM designed and built for inclining tests

1978 Ship Loading ComputersTM supplied to BP America, including grounding & damage, Apex, Amerada Hess,
Occidental Petroleum, Maersk, US Navy

1979 Stability AlarmsTM designed and built for fishing vessels

1979 Loading Computers supplied to Summit/Burmah, Blue Star Line, Shipping Corp of India, P&O, MSC
Comp Chilena Nav, Union Oil, Texaco, MTL, Belcher Towing, Kent Line

1982 Lectured at USCG Academy on real time stability measurement

1985 Supplied the DOS version of our Ship Loading Program to AMSEA’s 5 MPS ships

1985 HUAL INGRITTA, a transatlantic car carrier, grounded after steering failure, she was successfully refloated
that same day after we moved 250 Saab cars and added calculated amounts of ballast to induce enough
heel & trim for refloat.

1988 Ship Loading Computers supplied to BP, Esso, Sohio, Exxon, CCT, Ogden, Shell, Irving

1989 EXXON VALDEZ damage stability&stress/lightering/salvage/refloating at Prince William Sound Alaska

1993 Established 24 hr ship emergency response service RESPONDTM for OPA’90 & MARPOL requirements

1995 Responded to 5 groundings and collisions with our 24 hr RESPONDTM service

1995 APEX Vicksburg bridge collision, multiple barge salvage scenarios for USCG and Sup.Salv.USN
Lt Cmdr Rowland Huss

1996 EKLOF barge NORTH CAPE ripped open her bottom spilling 19,000 BBLS of #2 oil off Rhode Island.
Ocean Motions being EKLOF’s 24 hr OPA90 responder , performed all of the oil spill volume calculations,
stress monitoring, lightering calculations, salvage scenarios, presented a comprehensive salvage plan to the
USCG on-scene commanders, the refloat calculations using compressed air to blow down the ruptured tanks,
the preparation for tow and the actual tow stresses and drafts in deteriorating weather.
We worked onboard with :
Arnold Witte, Salvage Master from DonJon Marine
Captain Barney Turlow, USCG Captain of the Port of Providence, RI
Doug Eklof, President of Eklof Marine, owners of the NORTH CAPE
Lt John Nadeau, naval architect, from USCG MSO Washington

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 114
1996 Tanker RELIABLE II refloated East Rockaway inlet by our 24 hr RESPONDTM service, Christmas night

1997 Martin Gas Marine MGM403 lightered & refloated Panama City FL by our 24 hr RESPONDTM service

1998 DBL151 refloated after grounding at anchor off Tampa FL by our 24 hr RESPONDTM service

1997 Waterman Steamship LASH barge fracture & plastic deformation investigation

1997 Brown Water Marine deck barge rolled & sank in Houston Ship Channel, stability study for the accused

1997 Vessel CAPE COD refloated in New York harbor.

1998 Tanker DOMAR6502 refloated off San Juan, Puerto Rico

1999 Awarded contract to do all salvage engineering for US Navy through their contract with DonJon Marine Salvors

1999 Salvage calculations for MGM 401 gashed at water 3 ft x 20 ft

1999 Released our 32 bit versions of WSD and WSLP

2000 Enhanced our real-time sensor protocol, COMMS_2000

2001 Released bi-directional COMMS_2000

2002 Continued deliveries to semis, submersibles, tankers, Ro-Ro, bulkers, OSVs

2003 Supported electronic inclinings by our clients using the Ocean Motions CLINO-PAK sensor

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 115
 tm
RESPOND
marine casualty response
24 hrs
intact, stranded, damaged emergency service
as mandated by OPA90, 33CFR155, 65CFR and MARPOL
how it works:
1. you contract Ocean Motions to create ship or barge specific data files in advance
2. when the incident occurs your emergency response co-ordinator contacts us :
hot line 800-775-0917
cellular phone 401-465-9004
fax or standard C 401-246-0075
SSB WUW7933
VHF OCEANMOTIONS
e-mail [email protected]
3. you provide the information listed in Schedule II, Part 3 of the RESPOND contract
4. we immediately retrieve this vessel’s datafile and run the following scenarios:

cargo to lighter, lighter sequence, lighter amounts

computed location of ground contact
force pushing up on the stranded hull
which tanks, voids to inspect for cargo loss or flooding
how long to wait for tide to refloat
stress levels throughout stricken hull
over stress detection
optimum redistribution of cargo or ballast when lightering is not feasible
oil outflow rates and spill volume calculations
seawater ingress rates and mixing with contents in bilges and breached tanks
best and worst wave encounter angles
how to overcome mud suction
tug horespower and bollard pull required to pull vessel free
wave and wind effects on stability, heel, stresses
stability levels throughout ‘salvage’ efforts
tank blow down ullages to prevent further cargo loss
max pressure that a given tank can sustain during blow down
.................and any other request made by USCG on scene, MSO Washington, salvors
5. In short we :
nurse your vessel through every step
submit our salvage plan to the USCG for approval
satisfy the questions from the USCG, USN Sup Salv, local environmental agencies…
predict the effects of your intended remedies before implementation
subscription:
annual RESPONDtm contract

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 tm
RESPOND events
we are proud to have served our clients in the following incidents & emergencies

VESSEL LOC YEAR CONTRACTED BY TYPE CAUSE AGENCY

EXXON VALDEZ AK 1989 Exxon grounding + spill nav error USCG

APEX MS 1995 Apex +Schiehl collision+capsize+spill clogged filter SupSalv
HUAL INGRITTA RI 1985 Ship's Captain grounding+spill steering failure USCG
RELIABLE II NY 1995 Eklof grounding nav error USCG
MGM403 FL 1995 Martin Gas grounding nav error USCG
DBL151 FL 1995 Eklof grounding shoaling USCG
NORTH CAPE RI 1996 Eklof grounding + spill fire on tug USCG
LASH BARGE LA 1997 Waterman flooding DB failure USCG
BROWN TIDE TX 1997 Attorney capsize+sinking overloading USCG
CAPE COD NY 1997 Eklof grounding shoaling USCG
DOMAR6502 PR 1997 Leevac grounding nav error USCG
MGM401 TX 1999 Martin Gas collision nav error USCG
ENERGY5501 VI 2000 Hornbeck spill weld failure USCG
ENERGY7001 VI 2000 Leevac leak unknown USCG
ENERGY6501 LA 2000 Leevac split loading commercial owner
MORANIA 460 RI 2000 Penn Maritime puncture above WL tug collision owner
GREAT LAKES NJ 2001 K-Sea allision in berth other ship USCG

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 117
SHIP CLIENTS 1
Ocean Motions Company SHIP LOADING COMPUTERStm ,SHIP LOADING PROGRAMStm ON-LINE turn key
computers to tank level gauges, shore based officer/crew training computers have been supplied to:
SHIP's NAME BUILDER TYPE OWNER OPERATOR
S.S. SOHIO RESOLUTE SUNSHIP VLCC BP AMERICA
S.S. SOHIO INTREPID SUNSHIP VLCC BP AMERICA
S.S. TONSINA SUNSHIP VLCC BP AMERICA
S.S. KENAI SUNSHIP VLCC BP AMERICA
S.S. THOMPSON PASS AVONDALE TANKER SPC SHIPPING
S.S. BROOKS RANGE AVONDALE TANKER SPC SHIPPING
S.S. KEYSTONE CANYON AVONDALE TANKER SPC SHIPPING
S.S. ATIGUN PASS AVONDALE TANKER SPC SHIPPING
S.S. ESSO PALM BEACH KAWASAKI PRODUCTS EXXON INTL
CANMAR EXPLORER 4 TODD DRILLSHIP DOME PETROLEUM
M.V. STADTROLL WARTSILLA DIVING PETROBRAS
M.V. MAERSK TRIMMER BLOHM+VOSS SUPPLY A.P. MOLLER
EXXON STONINGTON MASTER/CREW TRAINING SCHOOL EXXON INTL
M.V. NOR ROI VANCOUVER TRAWLER N.B. DEPT FISH
BAY SKIMMER BLOUNT OIL SKIMMER DELAWARE
S.S. B.T. ALASKA NASSCO CRUDE CARRIER SPC SHIPPING
S.S. B.T. SAN DIEGO NASSCO CRUDE CARRIER SPC SHIPPING
F.V. MUIR MILACH MID COAST MAR SEINER CAPE FLATTERY
T.W. NELSON MITSUBISHI SEISMIC MOBIL SHIPPING
KIMBERLY ANN TODD SEWAGE BARGE A+S TRANSPORT
2nd LT JOHN P. BOBO GENERAL DYNAMICS MPS MSC/AMSEA
PFC DEWAYNE T. WILLIAMS GENERAL DYNAMICS MPS MSC/AMSEA
1st LT BALDOMERO LOPEZ GENERAL DYNAMICS MPS MSC/AMSEA
1st LT JACK LUMMUS GENERAL DYNAMICS MPS MSC/AMSEA
SGT WILLIAM R. BUTTON GENERAL DYNAMICS MPS MSC/AMSEA
USNS HENRY KAISER AVONDALE TAO187 OILER US NAVY
USNS JOSHUA HUMPHREYS AVONDALE TAO188 OILER US NAVY
USNS JOHN LENTHALL AVONDALE TAO189 OILER US NAVY
USNS ANDREW J. HIGGINS AVONDALE TAO190 OILER US NAVY
USNS BEN ISHERWOOD PENNSHIP TAO191 OILER US NAVY
USNS HENRY ECKFORD TAMPA TAO192 OILER US NAVY
USNS WALTER S. DIEHL AVONDALE TAO193 OILER US NAVY
USNS JOHN ERICSSON AVONDALE TAO194 OILER US NAVY
USNS LEROY GRUMMAN AVONDALE TAO195 OILER US NAVY
USNS KANAWHA AVONDALE TAO196 OILER US NAVY
USNS PECOS AVONDALE TAO197 OILER US NAVY
T BOATS NASSCO TRAINING USCG
EXXON NORTH SLOPE AVONDALE CRUDE CARRIER EXXON INTL
EXXON BENICIA AVONDALE CRUDE CARRIER EXXON INTL
EXXON VALDEZ NASSCO ULCC EXXON
[EXXON MEDITERRANEAN SeaRiver Maritime]
EXXON LONG BEACH NASSCO ULCC EXXON
EXXON LONG BEACH NASSCO ULCC SeaRiver Maritime
USNS WRIGHT TAVB-3 TODD RO-RO/CNTR MSC/IOM
USNS CURTIS TODD RO-RO/CNTR MSC/IOM
SUNCOR CHIPPEWA SHIMONOSEKI CHEMICAL SUN TRANSPORT
NORDIC SUN SHIMONOSEKI CHEMICAL SUN TRANSPORT

OCEAN MOTIONS
TEL : 401-246-1394 FAX : 401-246-0075 [email protected]
[c] Copyright Ocean Motions 1973-2003 All rights reserved

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 118
SHIP CLIENTS continued 2
SHIP's NAME BUILDER TYPE OWNER OPERATOR
FSO SAFER HITACHI VLCC/REFINERY YEPCO
HANNAH BARGE E-63 BAY SHIP CHEMICAL HANNAH MARINE
USNS MERRIMACK-JUMBO AVONDALE AO179 OILER US NAVY
AOE-6 NASSCO FAST COMBAT SUP US NAVY
AOE-7 NASSCO FAST COMBAT SUP US NAVY
AOE-8 NASSCO FAST COMBAT SUP US NAVY
AOE-10 NASSCO FAST COMBAT SUP US NAVY
UST PACIFIC NEWPORT NEWS ULCC SHELL/IOM
UST ATLANTIC NEWPORT NEWS ULCC SHELL
USNS WILLAMETTE-JUMBO AVONDALE AO180 OILER US NAVY
US MERCHT MAR ACADEMY MULTIPLE MULTIPLE KINGS POINT
MAINE BATH RO-RO STATES STEAMSHIP
ARIZONA BATH RO-RO STATES STEAMSHIP
NEVADA BATH RO-RO STATES STEAMSHIP
ILLINOIS BATH RO-RO STATES STEAMSHIP
ENCOUNTER BAY HOWALDTSWERKE CONTAINER CONTAINER FLEETS
BOTANY BAY HOWALDTSWERKE CONTAINER CONTAINER FLEETS
FLINDERS BAY UPPER CLYDE CONTAINER CONTAINER FLEETS
JERVIS BAY UPPER CLYDE CONTAINER CONTAINER FLEETS
MORETON BAY UPPER CLYDE CONTAINER CONTAINER FLEETS
DISCOVERY BAY UPPER CLYDE CONTAINER CONTAINER FLEETS
R.E. LEE AVONDALE LASH WATERMAN STEAM
GREEN VALLEY AVONDALE LASH WATERMAN STEAM
EL PASO SOUTHERN NEWPORT NEWS LNG EL PASO NAT GAS
EL PASO ARZEW NEWPORT NEWS LNG EL PASO NAT GAS
LNG HOWARD BOYD NEWPORT NEWS LNG EL PASO NAT GAS
MASS GETTY MITSUBISHI OBO HEMISPHERE TRANS
VEEDOL MITSUBISHI OBO HEMISPHERE TRANS
PENN GETTY MITSUBISHI OBO HEMISPHERE TRANS
TEXAS GETTY MITSUBISHI OBO KOREAN NAUTICAL
KOREA VENUS MITSUBISHI OBO ASIA MERCHANT CO
OKLAHOMA GETTY CHANT DUNKERQUE OBO HEMISPHERE TRANS
EL PASO COLUMBUS AVONDALE LNG METHANE DELTA CO
EL PASO SAVANNAH AVONDALE LNG METHANE ZETA CO
EL PASO COVE POINT AVONDALE LNG METHANE EPSILON
JAMES BARKER AVONDALE BULK PICKANDS MATHER
MESABI MINER AMERICAN STEAM BULK PICKANDS MATHER
CHESTNUT HILL AMERICAN STEAM TANKER CHESTNUT SHIPPING
KITTANNING NASSCO TANKER CHESTNUT SHIPPING
ALASKA NASSCO TANKER SHELL OIL
SAN DIEGO NASSCO TANKER SHELL OIL
ARCO ALASKA NASSCO TANKER ARCO
ARCO CALIFORNIA NASSCO TANKER ARCO
KANGAROO CHANTIERS NAVALS CONTAINER MESSAGERIES MAR
SYDNEY EXPRESS BLOHM+VOSS CONTAINER HAPAG LLOYD AG
ABEL TASMAN VAN DER GIESSEN CONTAINER NEDLLOYD BV
LLOYDIANA LA SPEZIA CONTAINER LLOYD TRIESTINO
MELBOURNE EXPRESS BREMER VULKAN CONTAINER HAPAG LLOYD

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 119
SHIP CLIENTS continued 3
SHIP's NAME BUILDER TYPE OWNER OPERATOR
ERINNA ST JOHN SBDD TANKER SHELL OIL UK
ETREMA ST JOHN SBDD TANKER SHELL OIL UK
ENTALINA ST JOHN SBDD TANKER SHELL OIL UK
ERODONA ST JOHN SBDD TANKER SHELL OIL UK
ENSIS ST JOHN SBDD TANKER SHELL OIL UK
ELONA ST JOHN SBDD TANKER SHELL OIL UK
PRINCE WILLIAM SOUND SUNSHIP TANKER SUN TRANSPORT
TONSINA SUNSHIP TANKER SOHIO
KENAI SUNSHIP TANKER SOHIO
BETHIOUA OSKARSHAMNS TANKER NAT ALGERIENNE
BEJAIA OSKARSHAMNS TANKER NAT ALGERIENNE
HULL 412 OSKARSHAMNS TANKER KARAGEORGIS SA
HULL 413 OSKARSHAMNS TANKER KARAGEORGIS SA
HULL 414 OSKARSHAMNS TANKER KARAGEORGIS SA
HULL 415 OSKARSHAMNS TANKER KARAGEORGIS SA
HULL 416 OSKARSHAMNS TANKER KARAGEORGIS SA
WARSHAW FLENSBURGER BULK ALFRED TOEPFER
EMMA JOHANNA FLENSBURGER BULK ALFRED TOEPFER
DRESDEN FLENSBURGER BULK ALFRED TOEPFER
CARIBA EXPRESS GDANSK CONTAINER HAPAG LLOYD
ASTRONOMER GDANSK CONTAINER CHARENTE STEAM
HOLLANDIA GDANSK CONTAINER KONINKLIJKE
CORDILLERA EXPRESS GDANSK CONTAINER HAPAG LLOYD
ADVISER GDANSK CONTAINER CHARENTE STEAM
CARAIBE GDANSK CONTAINER GENERALE MAR
THULELAND ERIKSBERG LUMBER ANGFARTYG AB
COLUMBIALAND ERIKSBERG LUMBER ANGFARTYG AB
GARINDA RHEINSTAHL LPG/NH3 P+O
GALPARA RHEINSTAHL LPG/NH3 P+O
GALCONDA RHEINSTAHL LPG/NH3 P+O
GARALA RHEINSTAHL LPG/NH3 P+O
AQUARIUS GD QUINCY LNG SUMMIT/BURMAH
ARIES GD QUINCY LNG SUMMIT/BURMAH
CAPRICORN GD QUINCY LNG SUMMIT/BURMAH
LNG LEO GD QUINCY LNG SUMMIT/BURMAH
GEMINI GD QUINCY LNG SUMMIT/BURMAH
SIMULATOR FOXBORO LNG EL PASO
MANCHESTER VANGUARD SWAN HUNTER CONTAINER MANCH LINERS
RESOLUTION BAY BREMER VULKAN CONTAINER P+O
MAIRANGI BAY BREMER VULKAN CONTAINER P+O
NEW ZEALAND PACIFIC BREMER VULKAN CONTAINER P+O
KENAI MULTINA CNIM LPG MULTINATIONAL
A.G. TSAVLIRIS CNM BRAZIL BULK TSAVLIRIS
C.A. TSAVLIRIS CNM BRAZIL BULK TSAVLIRIS
OFFICE UNIT GDANSK CONTAINER CARIB OVERSEAS
DEMO UNIT GD QUINCY LNG ROSC
USS ROANOKE UNKNOWN OILER US NAVY
VISHVA MOHINI WARNOWERFT GEN CARGO SHIP CRP INDIA
VISHVA MANDINI WARNOWERFT GEN CARGO SHIP CRP INDIA
VISHVA KAUMUDI WARNOWERFT GEN CARGO SHIP CRP INDIA

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SHIP CLIENTS continued 4
SHIP's NAME BUILDER TYPE OWNER OPERATOR
AUSTRALIA STAR SMITHs DOCK CONTAINER BLUE STAR LINE
NEW ZEALAND STAR SMITHs DOCK CONTAINER BLUE STAR LINE
INCOTRANS SPIRIT NDSM CONTAINER INCOTRANS
INCOTRANS SPEED NDSM CONTAINER INCOTRANS
J.J. OBERDORF MARINETTE TUB/BARGE COORD CARIB TRANS
G.R. MOIR MARINETTE TUB/BARGE COORD CARIB TRANS
OFFICE UNIT MARINETTE TUB/BARGE COORD CARIB TRANS
LNG LIBRA GD QUINCY LNG SUMMIT/BURMAH
LNG TAURUS GD QUINCY LNG SUMMIT/BURMAH
ATACAMA COMP COM NAV MULTI CARGO COMP CHILENA NAV
ARAUCO COMP COM NAV MULTI CARGO COMP CHILENA NAV
BENJAMIN HARRISON AVONDALE LASH WATERMAN STEAM
EDWARD RUTLEDGE AVONDALE LASH WATERMAN STEAM
OXY TRADER AVONDALE ITB SUWANEE RIVER
OXY PRODUCER AVONDALE ITB SUWANEE RIVER
OXY GROWER AVONDALE ITB SUWANEE RIVER
SELMA OSKARSHAMNS CHEMICAL O.T. REDERIERNA
USNS MAUMEE SUNSHIP OILER MSC
USNS SHOSHONE SUNSHIP OILER MSC
USNS YUKON INGALLS OILER MSC
LNG VIRGO GD QUINCY LNG SUMMIT/BURMAH
T-924 B-4652 BETH STEEL ITB ARTEMIS MARINE
T-925 B-4653 BETH STEEL ITB AMERADA HESS
T-926 B-4654 BETH STEEL ITB AMERADA HESS
T-927 B-4656 BETH STEEL ITB AMERADA HESS
T-928 B-4657 BETH STEEL ITB AMERADA HESS
T-929 B-4658 BETH STEEL ITB AMERADA HESS
METEORA SUMITOMO TANKER NAT SHIP+TRADING
METSOVON SUMITOMO TANKER NAT SHIP+TRADING
USNS MISSISSINEWA NY SHIP AO-144 OILER MSC
USNS KAWISHIWA NY SHIP AO-146 OILER MSC
USNS TRUCKEE NY SHIP AO-147OILER MSC
USNS PONCHATOULA NY SHIP AO-148OILER MSC
USNS MISSPILLION SUNSHIP AO-105OILER MSC
USNS PASSUMPSIC SUNSHIP AO-107OILER MSC
USNS PAWCATUCK SUNSHIP AO-108OILER MSC
USNS NAVASOTA SUN/PUGET AO-106OILER MSC
USNS WACCAMAW SUN/PUGET AO-109OILER MSC
HULL 679 SUNSHIP RORO/CNTR WATERMAN STEAM
HULL 680 SUNSHIP RORO/CNTR WATERMAN STEAM
HULL 682 SUNSHIP RORO/CNTR WATERMAN STEAM
USNS CIMMARRON AVONDALE OILER US NAVY
USNS MONONGAHELA AVONDALE OILER US NAVY
USNS MERRIMACK AVONDALE OILER US NAVY
OFFICE UNIT-NEW ORLEANS LASH/RORO WATERMAN STEAM
OFFICE UNIT-NEW YORK #1 LASH/RORO WATERMAN STEAM
OFFICE UNIT-NEW YORK #2 LASH/RORO WATERMAN STEAM
BOLEECO TRAINING UNIT LNG BOLEECO
MITAGS TRAINING UNIT LNG/NH3/LPG SINGER LINK

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 121
SHIP CLIENTS continued 5
SHIP's NAME BUILDER TYPE OWNER OPERATOR
OGDEN DYNACHEM AVONDALE TANKER OGDEN MARINE
OGDEN HUDSON AVONDALE TANKER OGDEN MARINE
OFFICE UNIT AVONDALE TANKER OGDEN MARINE
BLUE RIDGE-EAST CST NASSCO CHEMICAL UNION OIL
COAST RANGE-WEST CST NASSCO TANKER WCS L.A
SIERRA MADRE NASSCO TANKER WCS L.A
WCS OFFICE UNIT NASSCO TANKER WCS L.A
OGDEN VOLGA SUMITOMO TANKER OGDEN MARINE
OGDEN NILE SUMITOMO TANKER OGDEN MARINE
USS WICHITA BETH STEEL AOR-1 REPLENISH US NAVY
USS KANSAS CITY BETH STEEL AOR-3 REPLENISH US NAVY
USS WABASH BETH STEEL AOR-5 REPLENISH US NAVY
USS WILLIAMETTE AVONDALE AO-180OILER US NAVY
USS PLATTE AVONDALE AO-186OILER US NAVY
HULL 246 ASTILLEROS CHEMICAL TBD
HULL 247 ASTILLEROS CHEMICAL TBD
OFFICE UNIT GD QUINCY LNG ENERGY PURCH
TEXACO MONTANA BETH STEEL TANKER TEXACO
FPSO II MITSUBISHI REFINERY SBM MONACO
HULL 1133 ST JOHN NB TANKER IRVING OIL
HULL 1134 ST JOHN NB TANKER IRVING OIL
DAVID IRWIN BETH STEEL CHEMICAL UNION OIL
NORTHERN ARROW GDANSK LPG MTL
NORTHERN EAGLE GDANSK LPG MTL
HULL 326 CN CIOTAT GAZ GAZ SERVICE
AMOCO FLORIDA GD/McDERMOTT TUG/BARGE CW AMOCO
AMOCO VIRGINIA GD/McDERMOTT TUG/BARGE CW AMOCO
HULL 82 GD/McDERMOTT TUG/BARGE CW AMOCO
HULL 75 GD/McDERMOTT TUG/BARGE CW AMOCO
OFFICE UNIT GD/McDERMOTT TUG/BARGE CW AMOCO
POINT VALE ATCO MARINE TANKER ATCO MARINE
BARGE 102 GALVESTON TANK BARGE BELCHER TOW
MERCHANT SEAMEN TRAINER - GEN CARGO MASS MARITIME
OFFICE UNIT GALVESTON TANK BARGES BELCHER TOW
USNS MONONGAHELA AVONDALE AO178 JUMBOIZED US NAVY
US MERCHANT MARINE ACADEMY CHEMICAL KINGS POINT
ARCO ARDJUNA MHI NAGASAKITANKER ARCO
MOKU PAHU BATH/HALTER SUGAR ITB PACIFIC/GULF
IRVING ESKIMO ST JOHN TANKER KENT LINE
IRVING ARCTIC ST JOHN TANKER KENT LINE
IRVING CANADA ST JOHN TANKER KENT LINE
IRVING OCEAN ST JOHN TANKER KENT LINE
IRVING TIMBER WarnerWerft CONT/Ro-Ro KENT LINE
WELLINGTON KENT ST JOHN TANKER KENT LINE
CHEMICAL PIONEER NY CHEMICAL MTL/Union Carbide
MARINE CHEMIST INGALLS CHEMICAL MTL

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 122
RESPONDtm clients 6
here is our growing list of clients and vessels covered by RESPONDtm
Name Sgl/Dbl Hull length ft beam ft depth ft # tanks
AMERICAN 21 Single 230.00 43.00 16.00 8
AMY THOMPSON Double 462.00 82.00 30.00 4
APC 2618 Single 195.00 65.00 12.00 8
APEX 1703 Double 147.50 54.00 12.00 3
APEX 297 Double 297.00 54.00 12.00 3
APEX 3506 Double 297.50 54.00 12.00 3
APEX 3603 Double 297.00 54.00 12.00 3
APEX 3603 short Double 205.20 54.00 12.00 3
B103 Single 430.00 80.00 27.00 30
BFT 38 Single 260.00 60.00 18.25 12
Boston 30 Single 250.75 41.75 18.50 10
BWM 66 Single 120.00 29.92 7.00 4
CAPE COD Double 400.00 80.00 30.00 10
CASABLANCA Double 380.00 84.75 30.50 10
CHESAPEAKE Single 230.00 50.00 15.50 10
CORN ISLAND Deck Barges 220.00 60.00 14.00 ---
CT 187-25 Single 236.00 50.00 15.00 10
CT 191-26 Single 235.00 52.00 15.50 10
CT 2404 Single 236.00 56.50 14.63 10
CT 2601 Single 235.00 52.00 15.50 10
CT 2602 Single 235.00 52.00 15.50 10
CT 2603 Single 235.00 52.00 15.50 10
CT 301 Double 297.50 54.00 12.00 6
CT181 Single 230.00 52.00 14.50 8
CTCO 1-40 Double 298.00 54.00 12.00 6
DBL 151 Double 442.42 76.00 35.00 10
DBL 152 Double 442.42 76.00 35.00 10
DBL 2201 Double 284.00 50.00 11.50 10
DBL 2202 Double 284.00 50.00 11.50 10
DBL 31 Double 249.50 64.00 16.00 10
DBL 32 Double 249.50 64.00 16.00 10
DBL 3201 Double 264.00 55.00 17.50 8
Dixie 1640 Double 469.50 76.00 35.00 8
Dixie 1800 Double 430.00 80.00 32.50 4
KIRBY dbl skin trunk barge Double 297.50 54.00 12.00 3
E 12 Double 178.00 38.00 14.00 12
E 15 Single 178.00 38.00 14.00 8
E6 Single 178.00 38.00 14.00 8
ELECTRO FUEL 25A Single 240.00 50.00 11.50 8
ENERGY 2000 Double 230.00 54.00 15.00 10
ENERGY 5501 Single 309.00 64.00 19.00 10
ENERGY 5502 Single 309.00 64.00 19.00 10
ENERGY 6501 Single 300.00 64.00 21.50 10
ENERGY 6502 Single 300.00 64.00 21.50 10
ENERGY 6503 Single 300.00 64.00 21.50 10
ENERGY 7001 Single 300.00 68.00 22.00 10
ENERGY 7002 Single 300.00 68.00 22.00 10
ESSEX Single 272.00 65.00 16.00 12

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 123
RESPONDtm clients continued 7
here is our growing list of clients and vessels covered by RESPONDtm
Name Sgl/Dbl Hull length ft beam ft depth ft # tanks
EVERGLADES (PENNSYLVANIA) Double 502.33 84.00 42.00 18
GBL-6 Single 195.00 35.00 12.00 8
M.V.GOWANUS TRADER Single 129.83 32.00 14.00 10
GREAT GULL Single 276.00 55.00 17.00 8
GREAT LAKES Double 330.00 50.00 22.00 18
GULFSTREAM Double 384.75 56.00 25.75 10
GULFSTREAM stretched Double 449.25 56.00 25.75 12
HANNAH E-63 Double 407.00 60.00 21.00 10
HATTERAS Single 380.00 70.00 26.30 10
HM 100 Single 233.00 52.00 11.00 8
HOPPER BARGES[Mississippi]Double 200.00 35.00 13.00 3
INTERCON 1 Double 460.00 72.00 36.00 10
INTERCON 2 Double 460.00 72.00 36.00 10
INTERSTATE 57 Single 300.00 62.00 20.00 8
INTERSTATE 71 Double 380.00 64.00 26.92 10
M.V JET TRADER[tanker] Single 156.25 30.00 13.25 8
JAMAICA BAY Single 217.67 42.00 14.50 12
JOSIAH BARTLETT Double 227.75 43.50 15.50 8
KIMBERLY ANN Double 272.00 68.00 24.00 6
LEMON CREEK Double 380.00 84.75 30.50 10
LEXA GELLATLY[Domar2503] Single 220.00 54.00 14.50 8
LINDA JO Single 250.00 50.00 12.00 10
LMI 150 Single 446.00 74.00 32.50 12
LONG ISLAND Single 326.67 39.00 15.50 18
LOUISE HOWLAND Double 450.00 82.00 30.00 4
MANOLEINE Double 170.00 40.00 14.00 10
MARITRANS 061 Single 344.00 62.00 21.50 10
MARITRANS 062 Single 344.00 62.00 21.50 10
MARITRANS 075 Single 351.00 64.00 26.42 10
Martin ENDEAVOR Double 285.00 64.00 23.00 10
MARY CECILIA Double 438.00 76.00 36.00 3
MB3 Double 195.00 35.00 12.50 3
MB6 Double 195.00 35.00 12.50 3
M&M 100 Single 195.00 35.00 14.00 3
MGM 2001 Single 262.00 50.00 12.00 10
MGM 2002 Single 271.42 50.00 12.00 10
MGM 305 Single 240.00 50.00 12.00 8
MGM 307 Single 240.00 50.00 12.00 8
MGM 401 Double 297.10 54.00 12.00 3
MGM 402 Double 297.50 54.00 12.00 3
MGM 403 Double 297.50 54.00 12.00 3
MGM 501 Double 297.50 54.00 12.00 6
MGM 502 Double 297.50 54.00 12.00 6
MGM POSEIDON Double 414.00 68.00 33.50 10
MICKEY BIRDSALL Double 450.00 82.00 30.00 2
MISS DOTT O Double 450.00 82.00 30.00 4
Morania 190 Single 240.25 43.25 16.00 12
Morania 210 Single 288.00 43.25 19.88 12

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 124
RESPONDtm clients continued 8
here is our growing list of clients and vessels covered by RESPONDtm
Name Sgl/Dbl Hull length ft beam ft depth ft # tanks
Morania 300 Double 300.00 72.00 19.50 12
Morania 400 Double 398.00 64.00 26.92 10
Morania 410 Double 406.58 64.00 28.92 10
Morania 430 Single 405.00 72.00 28.50 12
Morania 440 Single 396.25 72.00 25.83 10
Morania 450 Double 403.00 64.00 29.17 10
Morania 460 Single 460.00 84.00 37.50 12
Morania ACADIA Double 490.50 76.00 36.00 10
Morania ATLANTIC Double 468.00 72.00 36.00 10
Morania CARRIBBEAN Double 468.00 72.00 36.00 10
Morania Chesapeake Single 230.00 50.00 16.50 10
Morania HATTERAS Double 380.00 70.00 26.00 10
Morania PENNSYLVANIA Single 502.33 84.00 42.00 16
Morania POTOMAC Double 360.75 66.00 29.50 10
Morania TEXAS Single 502.33 84.00 42.00 16
Morania YUCATAN Double 490.50 76.00 36.00 10
NEWARK BAY Single 245.00 50.00 16.00 12
NORTH CAPE Single 340.00 70.00 27.50 14
NORTHFIELD Single 334.00 64.00 23.75 12
OCEAN 115 Single 400.00 70.00 27.50 10
OCEAN 135 Single 435.00 74.00 29.42 12
OCEAN 155 Single 450.00 80.00 32.50 12
OCEAN 60 Single 310.00 64.00 23.00 10
OCEAN 81 Single 368.00 66.00 26.50 10
OCEAN 90 Double 400.00 66.00 27.00 12
OCEAN 96 Double 400.00 66.00 27.00 12
OFFSHORE II Single 150.00 33.00 9.00 6
OYSTER BAY Single 230.00 42.75 13.75 12
PHOENIX Single 341.00 54.00 22.00 12
POTOMAC Single 360.00 66.00 30.00 10
SMITH POINT Single 250.00 54.00 17.50 10
SMITTY 6 Single 120.00 30.00 6.00 4
SMITTY 8 Single 131.00 35.00 9.00 4
SMITTY 9 Single 240.00 50.00 11.20 8
SMITTY 10 Single 120.00 30.00 7.00 4
SMITTY 11 Single 120.00 30.00 7.00 4
SMITTY 13 Single 120.00 32.00 7.30 4
SMITTY 14 Single 275.00 50.00 10.00 12
SMITTY 15 Single 120.00 35.00 7.00 4
SPRING CREEK Double 380.00 84.75 30.50 10
TRADER II Single 230.00 43.00 15.33 12
WALLABOUT BAY Single 250.00 52.00 15.50 10
W-110 Single 120.00 30.00 7.50 4
W-112 Single 160.00 35.00 7.50 4

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 125
OFFSHORE CLIENTS 1973-2003 9
Ocean Motions Company VRUs, Roll Monitorstm, STABILITY COMPUTERStm , CLINOPUTERStm ,
WSLPtm REAL-TIME computers linked to VMS, Ballast Control, MetOcean, have been supplied to:

OMC INSTRUMENTS YR CUSTOMER / VESSEL CLASS

Clinoputer 1973 Brown & Root/Semi/Endeavour ABS

VRU [Vertical Reference Units] 1974 BP/Western Australia Various2
Roll Monitors 1978 Wijsmuller/Supply/Ocean Tugs DnV
Roll Monitor 1978 Ned Lloyd/fleet DnV
Dynamic Stability Indicators 1 1979 ATLANTIC DRILLING/semis AKER-H3s DnV
Dynamic Stability Indicators 1980 ZAPATA/semi/offshore supply ABS
Roll Monitor 1980 CANMAR/supply LRS
Auto Ballast Controller 1980 CANMAR/Drill/Canmar Explorer LRS+DOT
VRU [Vertical Reference Unit] 1981 Netherlands Ship Model Basin n/a
Servo Inclinometer 1983 National Physical Laboratories n/a
Servo Inclinometers [11] 1984 SCHLUMBERGER/heave compensators Various2
Clinoputer 1985 PETROBRAS/pipeline DnV
Servo Inclinometer 1985 M.I.T/Research US Navy
Stability Alarm 1985 NORDCO/Offshore Supply DnV
Stability Alarm 1985 National Maritime Institute, Dr Tony Morrall DOT
Clinoputer 1985 geophysical/Brent/T.W.Nelson DnV
Clinoputer 1986 SEAFORTH MARITIME/Offshore Supply LRS
Clinoputer 1986 STAVANGER DRILLING/semi DnV
Auto Ballast Controller 1986 CANMAR/rig LRS
Stability Alarm 1986 D.S.R.L Copenhagen, Dr Ove Dahl n/a
Clinoputer 1986 JJ McMullen’s Flume Stabiliser Div ABS/DnV
Stability Alarms [3] 1987 USCG “T” fleet USCG
Clinoputers [14] 88-94 F.Hansen-SAITCopenhagen/semis Various2
WSLPtm real-time GM 1997 SEDCO FOREX/Bill Shoemaker/H3 modified DnV+DOT Can
Clinoputer 1997 TRANSOCEAN /Discoverer 7 Seas/drillship ABS
Clinoputer 1997 TRANSOCEAN /Amirante Aker H3 modified ABS
Clinoputer 1998 TRANSOCEAN/Mariannas semi ABS
Clinoputer 1998 ATWOOD OCEANICS/Atwood Falcon semi ABS
WSLPtm predictive & real-time 1998 R&B FALCON/Falcon 100 semi ABS
Clinoputer 1998 LeTOURNEAU/Rowan Gorilla 5 jackup ABS/DnV/USCG
WSLPtm predictive 1999 AMSEA/5 MPS vessels ABS
WSLPtm predictive 1999 ATWOOD OCEANICS/Southern Cross semi ABS
WSLPtm predictive 1999 GLOBAL /C.R.Luigs drillship/H+W ABS
Clinoputer 1999 TRANSOCEAN/Discoverer Endeavor/Drillship ABS/USCG
Clinoputer 1999 LeTOURNEAU/Tonala/Super 116 jackup ABS/DnV/USCG

Portable CLINOPUTERtm is an electronic instrument that measures KGC in stillwater & at-sea.
Permanent CLINOPUTERtm consists of a PC running our stability software, WSLPtm , and is connected
to our sensors in the CLINO-PAKtm
 tracks changes in lightweight displacement and the three dimensional location of the center of gravity.
 measures stability while the vessel remains on station in waves, wind, tethered by anchors.
Not having to come ashore for traditional inclinings, saves vast amounts of money + precious down time.

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 126
OFFSHORE CLIENTS continued 10
Ocean Motions Company VRUs, Roll Monitorstm, STABILITY COMPUTERStm , CLINOPUTERStm ,
WSLPtm REAL-TIME computers linked to VMS, Ballast Control, MetOcean, have been supplied to:

OMC INSTRUMENTS YR CUSTOMER/VESSEL CLASS

WSLPtm predictive 2000 GLOBAL /Jack Ryan drillship/H+W ABS

WSLPtm predictive 2000 ATWOOD OCEANICS/Vicksburg jackup ABS
WSLPtm predictive & real-time 2000 SEDCO FOREX/Sedco Express/Express semi ABS
WSLPtm predictive & real time 2000 SEDCO FOREX/Sedco Energy/Express semi ABS
WSLPtm predictive & real time 2000 SEDCO FOREX/Cajun Express/Express semi ABS
WSLPtm real-time GM+LWT Trak 2000 SEDCO FOREX/Omega Bingo 3000 semi BV
WSLPtm real-time GM+LWT Trak 2000 DOLPHIN/Borgny semi H3 modified DnV
WSLPtm real-time GM+LWT Trak 2000 DOLPHIN/Borgsten semi H3 modified DnV
WSLPtm real time GM+LWT Trak 2000 R&BF/Deepwater Nautilus semi ABS
WSLPtm predictive & real-time 2000 ATWOOD /RICHMOND/submersible ABS
WSLPtm predictive & real-time 2000 ENSCO / E7500/semi ABS
WSLPtm predictive & real-time 2000 CalDive / Q4000/semi/ AMFELS ABS
WSLPtm real time GM+LWT Trak 2001 R&BF/Deepwater Horizon semi ABS
WSLPtm predictive 2001 ATWOOD OCEANICS/Seahawk rig tender ABS
WSLPtm predictive 2001 HORNBECK/Innovator OSV ABS
WSLPtm predictive 2001 MTL/Marine Chemist FSO ABS
WSLPtm predictive 2002 ATWOOD OCEANICS/Hunter semi ABS
WSLPtm predictive 2002 ATWOOD OCEANICS/Eagle semi ABS
WSLPtm predictive & real-time 2002 TIDEWATER/Miss Jane Tide OSV ABS
WSLPtm predictive & real-time 2002 OTTO CANDIES/Kaylan OSV ABS
WSLPtm real-time GM+LWT Trak 2002 SHELL OIL / BP NaKika prod platform ABS

Portable CLINOPUTERtm is an electronic instrument that measures KGC in stillwater & at-sea.
Permanent CLINOPUTERtm consists of a PC running our stability software, WSLPtm , and is connected
to our sensors in the CLINO-PAKtm
 tracks changes in lightweight displacement and the three dimensional location of the center of gravity.
 measures stability while the vessel remains on station in waves, wind, tethered by anchors.
Not having to come ashore for traditional inclinings, saves vast amounts of money + precious down time.

a unique blend of naval architecture, instrument making and experience at sea

[c] Ocean Motions 1973-2003. All rights reserved AHTS_MAN.doc 11/14/2019 127