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DOPPLER LOG
• Equipment to measure ship’s speed.

• The Doppler log is based on measurement of the Doppler effect.

• The Doppler effect can be observed for any type of wave - water wave,
sound wave, light wave, etc. We are most familiar with the Doppler effect
because of our experiences with sound waves. For instance, a police car
or emergency vehicle was traveling towards us on the highway. As the
car approached with its siren blasting, the pitch of the siren sound (a
measure of the siren's frequency) was high; and then suddenly after the
car passed by, the pitch of the siren sound was low. That was the Doppler
effect - an apparent shift in frequency for a sound wave produced by a
moving source.

The Doppler effect is a frequency shift that results from relative motion between
a frequency source and a listener.
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If both source and listener are not moving with respect to each other (although
both may be moving at the same speed in the same direction), no Doppler shift
will take place.

If the source and listener are moving closer to each other, the listener will
perceive a higher frequency - the faster the source or receiver is approaching the
higher the Doppler shift.

If the source and listener are getting farther apart, the listener will perceive a
lower frequency - the faster the source or receiver is moving away the lower the
frequency.

So, the Doppler shift is directly proportional to speed between source and
listener, frequency of the source, and the speed the wave travels.

Doppler effect can be further explained by following equations:

• fr is the frequency received by observer,

• ft is the transmitted frequency,

• c is the speed of sound

• vo is Velocity of Observer

• vs is Velocity of source.

• If the source moves towards stationary observer,

fr = c ft /(c - vs)

• If the source moves away from stationary observer,

fr = c ft /(c + vs)

• If the observer moves towards stationary source,

fr = ft (c + vo) / c
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• If the observer moves away from stationary source,

fr = ft (c - vo) / c

• If the observer & source moves away from each other,

fr = ft (c - vo) / (c + vs)

• If the observer & source moves toward each other,

fr = ft (c + vo) / (c - vs)

• Since in the case of the Doppler log, the source & observer are the same,
hence

vo is equal to vs, is equal to v

• fr = ft (c + v )/ (c – v)
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• fr = ft (c + v cos alpha) / (c – v cos alpha)

After further simplification

• v = c (fr – ft) / 2 ft cos alpha

• Given a propagation angle of 60°, cos alpha = 0.5 (using single

transducer facing forward)

Graphs of speed error caused by variations of the vessel’s trim:-

• It follows that if the angle changes, the speed calculated will be in error
because the angle of propagation has been applied to the speed
calculation formula in this way. If the vessel is not in correct trim (or
pitching in heavy weather) the longitudinal parameters will change and
the speed indicated will be in error.
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• To counteract this effect to some extent, two acoustic beams are

transmitted, one ahead and one astern. The transducer assembly used for
this type of transmission is called a ‘Janus’ configuration after the Roman
god who reputedly possessed two faces and was able to see into both the
future and the past.

After installing transducer facing aft, the Doppler frequency shift formula now
becomes:

frf - fra = 4 vft cos alpha / c

Hence v = c (frf - fra) / 4 ft cos alpha.

• Therefore the transmission angle can effectively be ignored.

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• The advantage of having a Janus configuration over a single transducer

arrangement. It can be seen that a 3° change of trim on a vessel in a
forward pointing Doppler system will produce a 5% velocity error. With
a Janus configuration transducer system, the error is reduced to 0.2% but
is not fully eliminated.

Graphs of speed error caused by variations of the vessel’s trim:-

• The addition of a second transducer assembly set at right angles to the

first one, enables dual axis speed (longitudinal speed and transverse
speed) to be indicated.

• Janus configuration also helps to eliminate unwanted vertical component

(Vv sin alpha) in case of heaving.
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Principle:

• Doppler speed logs work on the principle of the Doppler effect, which is
a shift in frequency between a transmitted signal and a received signal
caused by the motion of a vessel over the sea bottom.

• A transducer broadcasts a continuous beam of sound vibrations

(speed:1500 m/s) at about a 60-degree angle from the keel. This angle has
been found to be the optimum angle of incidence with the seabed, which
will reflect a signal of sufficient strength to be received by the transducer.

• The Doppler speed log registers the change in frequency between the
transmitted signal and the received signal and then calculates the velocity
of the vessel based on the amount of the frequency shift.

• Doppler beams are continuous, narrower (about 3 degrees in width) and

higher in frequency.

• Frequencies used in speed logging systems vary widely and are usually in
the range 100 kHz to 1 MHz.

• When the signal is bounced off the sea bed (Called Bottom Track)

•
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• Errors:

Vessel trim and list. A change in the vessel’s trim from the calibrated
normal will affect fore/aft speed indication and an excessive list will
affect athwartship speed. A Janus configuration transducer reduces this
error.

Heaving:- By virtue of Jannus configuration, unwanted vertical speed

can be omitted. Any vertical moment had no effect on the speed.

Error due to inaccuracy in measurement of comparison frequency:-

The difference in the frequencies received by the forward and aft

transducers must be measured accurately as any error in this will be directly
reflected in the speed of the vessel.

Error due to side lobe:-

• When the side lobe reception dominate over the main beam reception
there will be an error in the speed indicated.

• This error is more pronounced on sloppy bottom, where the side lobe will
be reflected at a more favorable angle & will have path length less than
the main beam.

Error due to the effect of rolling & pitching:-

• If vessel is pitching at an angle of 10 degrees and speed indicated is 15

kts, then the Actual speed = 15 / cos 10. i.e Actual speed = 15.23 kts.

• The digital indicator reading will fluctuate between actual speed & value
lower than actual speed.

Error in propagation velocity of acoustic wave:-

• The velocity changes with temperature salinity & pressure. The velocity
of the acoustic wave assumed at the temperature of 16 degree C &
salinity of 3.4% is 1505 m/sec, but generally it is taken as 1500 m/sec for
calculations.

• To compensate the error due to temperature variation, a thermistor is

mounted near the transducer & change in velocity of the acoustic wave
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through water from the standard value due to the change in sea water
temperature is accounted for.

Error in transducer orientation:-

• The transducers should make a perfect angle of 60 degrees with respect to

the keel or else the speed indicated will be inaccurate.

Error in oscillator frequency:-

• The frequency generated by the oscillator must be accurate & constant,

any deviation in the frequency will result in the speed indicated being in
error.

Calibration:-

• 1) Zero scale is calibrated when the vessel is berthed at a jetty or at

anchor when the speed over ground is zero

• 2) Scale calibration is done during sea trial, when the time taken to cover
a measured mile is noted and the speed calculated. The calculated speed
must match with the displayed reading and in case of any discrepancy the
equipment adjusted.

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