Applied Ocean Research 14 (1992) 119-126

Calculation and measurement of forces on a high speed vehicle in forced pitch and heave
G. Delhommeau
D H N (LMF, URA C N R S 1217), Ecole Centrale de Nantes, 1 rue de la No& 44072 Nantes, France

P. Ferrant
SIREHNA, Immeuble Atlanpole, 1 rue de la No~, 44071 Nantes, France

& M. Guilbaud
LEA (URA C N R S 191) CEAT, UniversitO de Poitiers, 43 rue de l'aOrodrorne, 86036 Poitiers, France

(Received 6 June 1991; accepted 1 November 1991) An experimental apparatus to measure added mass and damping coefficients in pure heave or pitch or the coupling coefficients in combined motion on a surface effect ship (SES) sidewall with a forward speed in the small test section of a hydrodynamic water tunnel has been built. To check the results obtained, the whole experimental set has been modified to be used in a towing tank with a 3.3 larger model with same values of reduced parameters. Comparison with both kinds of measurements is satisfactory. The influence of Froude number, amplitude of motion, frequency and phase lag between motions for combined motion has been studied; some tests have been also performed with two symmetrical sidewalls (catamaran). Measured coefficients have been compared with computed ones obtained with the code AQUA + from the ECN. In spite of the large motion amplitudes, agreement between tests and linear computations is quite acceptable.

1 INTRODUCTION Calculation o f vehicle seakeeping in waves is a difficult problem, particularly when forward speed is high, corresponding to a non-dimensional parameter z = o~U/g, based on circular frequency o~ and forward speed U, greater than 0.25. F o r example, for a SES, values of z greater than l0 can be encountered. In these conditions, for performance or seakeeping computations, experimental values of added mass and damping are needed; furthermore these values can be used to check computational methods. An experimental set-up for the determination of added mass and damping from unsteady force measurements on models oscillating harmonically on a free surface has been studied and built. It was planned to be used in a recirculating water channel with a small test-section, and a model length less than 0.5 m. For this scale, high frequencies (up to 12 cycles per s) must be achieved at Froude numbers close to 1 to simulate sea conditions that such a SES can encounter 119

when moving in head seas. So, high values of inertia forces, compared with hydrodynamic ones, can be found for such models; as the latter are obtained by subtracting measured forces when the model is oscillating in air from forces measured when oscillating in water, an important discrepancy can appear. Great care has to be taken to reduce the mass of the part of the experimental set-up which is located under the d y n a m o m e t e r and thus is responsible for inertia forces (struts, models). The d y n a m o m e t e r is very compact and close to the model. No check of the results can be done at high Froude numbers because few tests are available, but interest is increasing for response of high speed ships to a seaway (cf., for example, Keunigl). Furthermore, previous unsteady measurements in the same tunnel on models in waves have been successfully compared with measurements in a towing tank using an 8 times larger model. 2 Nevertheless, to check the results at non-zero Froude numbers, the whole experimental set-up has been modified to be used in a towing tank with a 3.3 times larger scale.

120

G. Delhommeau, P. k~,rrant & M. Guilbaud

?
Fig. 2. Test model. meter and the model are hung to the pitch axis. Pure heave or pitch motions or combined heaving and pitching motion with variable phase lag can be achieved. The dynamometer is made of three strain gauge units measuring bending moments. These modules can be easily changed when model scale is changed. They are equipped with semi-conductor strain gauges wired in Wheatstone bridges. Models are sidewalls from the surface effect ship M O L E N E S (Fig. 2) from the D C N (Bassin des Car6nes, France) tested either in the free-surface test-section (0.23m wide, 0.18m high and 0.8m long) of a hydrodynamic channel in the CEAT Poitiers or in the towing tank (5 m wide, 3 m deep and 70 m long) of the ECN; the model scales were respectively 1/35th or 1/llth with model length L = 0.355m or 1.15m. The immersions are D = 8.3 mm or 27-3mm and the masses are 0.095 and 1.1 kg. Measuring units are different and models have been built as light as possible to reduce inertia forces and moments. Signals from the dynamometer and from the linear displacement transducer controlling either heave motion or pitch motion are connected to a data acquisition system after low pass filtering. This system, connected to a microcomputer, consists of a 16-input scanner, a 12-bit analog to digital converter and a 4000-word memory; this system enables data acquisition up to 20 kilocycles per s. Measurements are synchronized by the motion; 20 measurements are done each period on each signal during 15 periods except for low frequency acquisition in basin where the duration of test is limited; 8 periods only can be used there. A numerical bandpass filtering is achieved on each signal to compute the amplitude and the phase lag refered to motion signal. Models are first oscillated only in air so that inertia forces and moments can be obtained. Then oscillations are done with models partially in water and total forces and moments are recorded. By subtracting inertia forces and moments from total ones, hydrodynamic lift F., moment M are computed and also lift phase lag ~b~and pitching moment are ~bm. Phase lags are refered to the motion (4) = 0

Fig. 1. Experimental setup. The test results have also been compared with the results of computations with the code AQUA + from the D H N - E C N . This code solves the radiation problem with forced motion and forward speed, in perfect fluid. As the model is very thin, the linearized free surface conditions written on the undisturbed free surface is simplified by the thin ship approximation; the problem can thus be reduced to a radiation problem without forward speed. The solution is based on a panel method with Kelvin singularities, so the free surface boundary conditions is satisfied by each singularity through the Green function. Then lift and pitching moment in phase (added mass) and in quadrature (damping) with motion are computed. The second part of this text is devoted to the description of the experimental set-up and of the test procedure; equations to determine added mass and damping are presented. The numerical computations are presented in the third paragraph. Test measurements in water channel and in towing tank are compared to each other and also with the numerical results in the fourth paragraph.
2 EXPERIMENTAL SET-UP AND PROCEDURE

The oscillator is made of two horizontal parts (Fig. 1); the highest one is motionless and the lower one can have a heaving motion guided by four adjusted shafts. The horizontal axis for pitching motion is tied rigidly under the moving part. The heaving and pitching motions are created by an electric motor and two excentric-rod systems; the first one is on the motionless plate and the second one on the moving plate (Fig. 1). Movements (ranging from 1 to 12 cycles per second) are transmitted through cranked belts. Mean positions of model and motion amplitudes can be changed (a = 0-30 mm for heave, ~b = 0-6 for pitch). The 3 component dynamo-

Forces on a high speed vehicle in forced pitch and heave corresponds to model at higher position for heave or combined motion, leading edge at high position for pitch). Experimental forces and moments are made nondimensional by: F CF -- PU2L2~ and M CM -- PU2L3o~ (1)
TRIM ( d e g r e e s ) 400 -4 -2
I I I

121
2
I I I

0
I

4
I

E 300

~200

with U = forward speed if U ~ 0 and U = ~ f ~ if U = O; we have a = a/L for heaving or combined motion and a -- , for rotation, amplitude of the rotation in degrees. Once these coefficients are known, added mass M,j, damping B~j (where index i is for effort and index j for motion) can be computed from movement equations in pure motion, assuming corresponding hydrostatic restoring coefficients C~j are known. For heave motion, we have: M33 = (C33a Fz cos t~z) a0) 2 B33 = Fz sin ~bz a0) (2)

O
100
I i I I I I I

'

-20

-10 0 10 SINKAGE (mm)

20

Fig. 3. Evolution of C33 versus sinkage and trim (for L = 1.15 m model).

n = 4 for i = 4,5,6, a n d j = 1,2,3; n = 4 for i = 1,2,3, a n d j = 4,5,6; n = 5 for i = 4,5,6, a n d j = 4,5,6; L being a reference length chosen equal to the length between perpendiculars. The reduced frequency is given by: 6 = 09 x / L (9)

and for pitch motion: M55 = (C55 - M cos ~m) 0):, B55 = M sin ~m 0) (3)

Once the previous coefficients for pure motions are obtained, combined motion can be used to compute cross coupling coefficients. F r o m lift measurements, we have:
M35 = [-~
--

cos (q~z -

q~t~) + C35q~

B330)a sin ~ t p (4)

+ (C33a - M33a0) 2) cos q~tp]/[0)2] B3s = [ - F z sin (~bz - ~btp) - B330)a cos q~o + (M33a0) 2 C33a) sin qStp]/[0)]

(5)

Similarly from pitching m o m e n t measurements, we have: M53 = - [ M c o s (~m "-[- M55 )2 COS (~tp - B550) sin 4% - C55 cos q~tp - C53a]/
x [0)2]

Calculations are made with the linearized hydrostatic restoring coefficients. The shape of the hull varies quickly around the waterline, so the assumption of linearization (constant hydrostatic coefficients) is very approximative. Curves 3 and 4 show the variation of these restoring coefficients in heave and pitch with the trim and sinkage of the hull. For great displacements (a = 2 0 m m and = 3), the relative variation of the coefficients are 30% for heave and 50% for pitch. The influence of the two pure restoring coefficients on added-mass is very important at low frequency. Variations of 10% on C33 or C55 gives variation of about 30% on CM33 and 80% on CM55

(6)
40

TRIM ( d e g r e e s )

B53 =

[ - M sin ~bm - M550)z sin q~tv + B550) cos ~btp - C55 sin q~tp]/[0)] (7)

-4 ,

-2
I i I

0
I I

2
i I

4
I

where C35 = C53 are the cross-coupling restoring coefficients and ~btpthe phase lag from pitch motion on heave motion. A d d e d mass and damping coefficients are presented in non-dimensional form: CM with
Fig. 4.

30
6

20
v

tO 1 0 o t o
0 I I I I I I = i I

M,, pL"

CAij

pooL"

Baj

(8)

-20

-10 0 10 S I N K A G E (mm)

20

n = 3 for i = 1,2,3, a n d j = 1,2,3;

Evolution of C55 versus sinkage and trim (for L = 1.15m model).

122
104CM33
~0 t
I w

G. Delhommeau, P. Ferrant & M. Guilbaud

|1

" ....

C33

OO

A simplified approach avoiding the computation of the complete forward-speed Green function is adopted here by modifying the 3D zero forward-speed seakeeping code A Q U A D Y N , developed by D H N - E C N , and used in international tests since 1978. 7 ~ Forward speed effects are accounted for under the thin ship hypothesis (O(o/Ox and ~20/~x2 ~- 0) in the same manner as in the strip theory. However, owing to the 3D modelization, a better accuracy is obtained for the surge motion. Applications of the resulting computer code, AQUA + , were presented at the Workshop on comparative study of computer programs, held in Bergen, Norway in 1982/0
/ ~

00

2"11

4"!1'

3.2. Mathematical formulation We consider a right-handed Cartesian coordinate system moving in steady translation with the mean forward velocity U of the ship, the origin being in the plane of the undisturbed free surface, with the x-axis in the direction of ship's forward speed and z-axis pointing upwards. Under the assumption of irrotational flow, the linearized problem for the velocity potential in infinite depth is defined by: Ad) =
c'~no c~,

Fig. 5. Influence of variation of hydrostatic restoring coefficients C33 on CM33.

for 6 = 1.5 (cf., by example, Fig. 5 for CM33). This influence decreases rapidly when 6 increases. At 6 = 5, percentages are reduced to 2 and 17% respectively. Effects of variation of C35 = C53, C33 o r C55 on coupled added-mass and damping in combined motions are quite negligible (less than 1% for 10% restoring coefficients variation). For tests with forward speed, the dynamic steady lift has been computed using a wave resistance computing code. 3'4 The results show that dynamic lift increases the heave restoring coefficient of 5"7% and the pitch one of 8.6%. Series of tests have been done in channel and in towing tank for equal values of reduced parameters: Froude number (F = U / ~ , U free-stream velocity) F = 0 and 1, heave amplitude aiD = 0.5 and 0.75, pitch amplitude = 3, and for combined motion a/D = 0.5, ~ = 3 , Otp = 0 or 180 . Further tests have been done only in channel: influence of Froude number (F = 0.75 and 1.15), of pitch amplitude (~b = 2 and 4 at F = 0 and F = 1) and for combined motion at F = 1, influence of phase lag between motions (~btp = 0, 90, 180, 270 at a/D = 0.75 and = 3). Finally, tests with two symmetrical models (catamaran) have been led in a towing tank; results are similar to those obtained with one sidewall.

0 in the fluid domain

VE n0]c,, on Co

lim /~-~- + g ~ ,, .o+ L &" c.

, ~(1) 2 #20~1

2U~ + 2d-:~t& ~t

- 2Ue ~ + U -z--v/ = 0 free surface condition cx C~x"]:= 0 1 Fa(1)

-

O(I) ]
-

g Lct

dxj__ o

wave

elevation

(lO)

with: V = grad@, no being the outward normal to Co (mean body surface). The radiation condition at infinity is taken into account in the free surface condition by the term of vanishing viscosity d, issued from the limiting absorption principle. The potential @ can be split into two parts:
= ~w+O d

3 NUMERICAL COMPUTATION 3.1. Principle When solving the linearized seakeeping problem with forward speed using a Kelvin source method, the involved numerical computations become more and more difficult as the parameter z increases, especially for > 1/4, as was mentioned by Gu6vel and Bougis s and Wu and Eatock-Taylor. 6

where @w is a steady wave resistance potential, and @dan harmonic time-dependent potential. Under the thin ship hypothesis, these two potentials are uncoupled. Using the complex notation:
A(t) = A* cos cot + A** sin oot = R(A&")

with A = A* + iA** the complex potential ~d is the

Forces on a high speed vehicle in forced pitch and heave

123

solution of (cf.n): A~a = 0 6

0-(I)d [ ~rl0 %

(p = 4,5,6) are given by:

6

i0)UA6Mp2 + i0)UAsMp3
.4q(Tq UA6o- 2

R[(--i0) Z
q= 1

+ U,45tr3)e -i~t]

q=l 6 0)2 E M'pq ~/ q=l

(19)

g~O+

'im - 0)2.v. - zie0) q)d + g-7--- + 2 i U 0 ) - ~ , O~d O~d J Wa

CZ

with:

OX

-, Mp5 =
(ll)
~/ M;6 =

/t~pS + i & 3 and

0) ~r Mp6 U i0) M,2

-- 2U~' 3~)a + V2 O2~d z 0 = Ox ~x ~ =

(20) (21)

where: (a) q is the index of the forced motions: 1,2,3 for translations following x, y, and z and 4,5,6 for rotations around Ox, Oy, and Oz.
(b)

M~q = .M~ for

q5,6

~eq" n o
aq = l(eq_3 ^ OPo) " no

for q = 1,2,3 f o r q = 4,5,6

(12)

(c) P0 is a current point of C0 and eq (q = 1,2,3) are the unit vectors of the axis Ox, Oy and Oz. Using again the thin ship hypothesis, we neglect the terms O~o/OX and Oz~d/Ox 2. The potential ~d is then solution of a radiation problem without forward speed and can be obtained after solving six elementary radiation problems ~Rq, q = 1.... 6: A~R~ =
O~) Rq

With the previous assumptions, the difference with zero-forward speed radiation forces is only due to the coupling of forward speed with the rotation of the normal at P0 on Co. The complementary terms are called mj terms in the formulation of Newman. 12 When the body moving with forward speed is submitted to forced harmonic motions, the total force on the body fief is obtained by adding to the radiation forces P f , the hydrostatic restoring forces fin"

with:

=
q=l

CpqAo

(22)

0
I~q
-- 2ie' 0)~PRq

Ono co

C,,q being the matrix of linearized hydrostatic restoring coefficients. This matrix depends only on the geometry of the water-plane area of the body at rest.

lim
e'~O +

0)2~)Rq

3.3 Numerical solution of the boundary value problem

(13) The computer code is based on a boundary element method for solving the diffraction radiation problem of bodies oscillating in waves with forward speed under the thin ship approximation, in infinite or finite uniform depth. Singularities are sources of constant strength distributed over triangular or quadrilateral panels. The originality of the method lies in the computation of the Green function. The derivatives of terms in I/R, which are independent of the frequency, are only calculated for the first frequency by classical Hess and Smith formulas with exact analytical quadrature for little distances ( R / ~ ~< 7, D being the greatest diagonal of the panel) and by single-point quadrature for great distances (R/f~ > 7). The remaining part of the Green function which depends only on two parameters, horizontal and vertical distances X and Z, is interpolated into a file of four elementary functions by direct formulas avoiding systematic research of the values to be interpolated. 13 The size of the file is lower than 256 K bytes for four bytes real numbers, with 46 values in Z and 328 values in X, logarithmically spaced.

O~R~
+g--~-z ~=0 = 0

~d is obtained by:
6

(14)
q=l

The radiation pressures are given by:

6

= p0)2 E Aq~PRq -- ipcUA6~PR2 + iP~25~PR3

q=l

(15) If we note h~tpqthe complex added mass:

l~'Ipq = M p q + - - B p q
0)

(16)

with:

a,%
M,,

=
=

- P JJco ~ * , ~
- P0) JJc0

dS
dS

(17)

(18)
and moments

the

radiation

forces

(p = 1,2,3)

124
CA33

G. Delhommeau, P. Ferrant & M. Guilhaud

CAss

Cl
.BCece5

.~cecelce

.cecece~5

~
CM33 -P T . TRNK o TUNNEL /l:) i/It
_

o ~
i

+ 0 % 0 + = ,~/'~-".~, +
CMss
T"-, i ~

%
~ i

/i

m ce.75 -- ce. ?'5

,gBmiB

4- T . TFINK o TUNNEL

~lJ j I l l -'t"

3" 3"

I
.OOO5

.ce~aS

a o
ce
I I l 1
6

"

o d;q
14

~t

0
I

0 I G

,.,.p

o ~ u]

I 1 m 12

I 2

A 4

l~

1~

14

Fig. 6. Pure heave (F = 0). With this method, the computing time for the Green function is half the one needed to compute terms in 1/R in infinite depth and four times in finite uniform depth. Most of the computing time is devoted to the solution of the linear system of the diffraction-radiation problem for more than 100 panels on the half body.

Fig. 8. Pure pitch (F = 0). is illustrated by Figs 10 (no phase lag between motions 4% = 0 ) and 11 (motions in opposition of phase q~tp = 180). As indicated in the second paragraph, the discrepancy is important at low frequency (Figs 6-9). Furthermore, at F = 0 (Figs 6 and 8), some problems occur because waves produced by the body are reflected by the walls, particularly in tunnel where they are close to the models; as soon as there is motion the waves flow away and reflection doesn't affect the model (Figs 7 and 9). G o o d agreement can be seen for both types of tests, at F = 1, particularly for high frequencies in spite of the quite different water depths. Results coincide within few per cents for sub and supercritical flows for our model (which has length L to beam B and length to draft D ratios L / B = 28 and LID = 40); this similarity has been already mentioned for critical and supercritical flows (cf. ~ with LIB - 8 and LID = 32). Computed and measured
CAss

4 COMPARISON OF COMPUTED MEASURED COEFFICIENTS

AND

Comparison is shown in Figs. 6- l I where coefficients are plotted versus reduced frequency 6. Symbols are for tests and curves for calculations. The lower part of each graph presents the added mass and the upper one, the damping. Figures 6 and 7 deal with pure heaving motion and Figs 8 and 9 with pure pitching motion; the combined motion
CA33

.~mlg

0 O0
.ceSce5

o i

o o
i

. ~ B 8 5

o
I

: CMss l . l l l . l , l . I , + T. TRNK : B L ~ T U N N E L ~ -~3" 3

CM33

l o

T. TRNK TUNNEL

/n /ID

m ce. 7 5 -- c e . 7 5

.OBBS

B~

i 12 14

I t l l
l~ 12 14

I ce

Fig. 7. Pure heave (F = 1).

Fig. 9. Pure pitch (F -- 1).

Forces on a high speed vehicle in forced pitch and heave

25

125
I I i i

o'cA
15 10 5 0 -5 --10

___ __

CFI53 CR35

Cz

0.2

0.1

104CM
30 20

___ __

CH53 CM35
| I I I I

+ o

o Q (~
T.TRNK T.TRNK TUNNEL TUNNEL
I I

1 ~ ........... ~__ .... Damping

2 Added mass Hydrostatic 1+3 Total lift

10 0 -10 -20 -30 -40 0 + o x

1

~--_=_~_~
CHoPCR53-PITCH/HERVE CHoPCR35-HERVE/PZTCH CHoPCR53--PZTCH/HERVE CHoPCR35-HERVE/PZTCH
, 1 , 1 I

(~ Q

(~.__
14

10

12

Fig. 10. Combined motions F = I (~bvv= 0 a/D = 0-5 = 3). values of added mass are in close agreement for both motions and both Froude numbers. For damping coefficients, measured values are nearly located on a parallel to the computed coefficients, but with slightly lower values. Particularly when frequency increases, the measured damping doesn't tend to zero as computed values do. This is due to the viscous damping, which is not predicted by perfect fluid computations. So viscous damping seems to be nearly independent of the frequency and doesn't tend to zero at high frequencies. The good agreement between measurements in towing tank and in tunnel can be observed whatever the coupling coefficients are (Figs 10 and 11). The added-mass crosscoupling coefficients tend to zero when the frequency increases. At low frequency, discrepancy appears
25

Fig. 12. Components of unsteady lift amplitude (heave). between measurements and computations. Computed values of CM53 are nearly constant but measured values seem to increase rapidly for q~,p = 0 and to decrease also rapidly for q~tp = 180. For CM35 computations predict a decrease but measurements show some slow increase. For damping coefficients, agreement is better at low frequency. The coefficients are nearly constant for 6 > 2 as for measurements than for calculations, but measured values of CA53 are non-zero at high frequencies for ~btp = 180. At low values of 6, curves of computed values of both damping coeffcients are nearly parallel to measured values. It must be noticed, for combined motions, particularly at q~tp = 180, amplitudes of part of models can be very important. For instance, both motions tend to lift the forepart of the model above the water level, so the instantaneous immersed part of the body is not constant and can be quite different from the mean immersed part assumed in the computations. The useful range for SES in head seas correspond to the medium range of studied frequencies. In spite of relatively low wave frequency, the frequency of encounter is high due to the high speed of advance. So, for these conditions, added-mass and damping coefficients can be considered as constant, as it can be seen on the last figures. Furthermore, simplified computations using asymptotic formulas give good results in 6 >~ 6, that is in the useful range that encounter the SES. Figure 12 shows the variation of the lift coefficient amplitude in heaving motion versus reduced frequency 6. The coefficient can be written as: C: F. 0"5pL 2U 2 1092 C M 3 3 C33 +

IO~CA
15 10 5 0 --5 --10
~ x ~ X

___ CR53 __CR35

IO~CM
30 20 10 0 --10 --20 -30

___
_ _

CH53 CH35

x t

. . . . .
CMoPCR~ o CHoPCR35-CHoPCR53-

~
m T.TRNK T.TRNK TUNNEL

x
I I I

CMoPCR35I I

TUNNEL
I

ioCA331 (23)

-40 0

10

12

14

0"5pL 2U:

Fig.

11. Combined motions

F =

1 (q~Tv =

180

aiD

0-5 The different curves correspond to various components

= 3).

126

G. Delhommeau, P. Ferrant & M. Guilhaud

of lift: the curve 1 is for added-mass, curve 2 is for damping and curve 3 for hydrostatic part; curve 4 is for the sommation of added-mass and hydrostatic components and curve 5 for total lift. It can be observed there that hydrostatic component is predominant at low frequencies and than at high frequencies, it is added-mass which is predominant. The damping coefficient is weak, and its influence is only large close to 6 = 1-15, where added-mass and hydrostatic components cancel each other. So, in spite of the underestimation of this last term, lift can be correctly predicted by numerical computations as it can be seen in Ref. 14. At low frequency, the discrepancy between tests and computations may perhaps be attributed to the bad estimation of the predominant hydrostatic term as explained in a previous paragraph. 5 CONCLUSION We have presented the experimental results obtained by use of an experimental set-up enabling to oscillate models in pure heave and pitch or in combined motion. From measurements of unsteady forces and moments, addedmass and damping coefficients are obtained in pure motions, and in combined motion, the cross-coupling coefficients. This set-up has been designed to be used in a small test-section of an hydrodynamic tunnel (width 230 mm). As a check of these first results obtained, the experimental set-up has been modified to be used in a towing tank with a model 3.3 times larger. The comparison of the measurements of the two series of tests is very satisfactory, except in some cases where a bottom effect in the tunnel has been identified. So this study has emphasized the interest of small, cheap facilities where reliable measurements can be achieved if tests are carefully performed. Nevertheless, the depth of immersion is 8 mm, so that high relative errors on the position of the model can be made. The comparison of test results with values obtained by linear computations is quite acceptable in spite of the underestimation of damping. For cross-coupling coefficients, discrepancy appears at low frequency; it can be probably attributed to difficulties to determine hydrostatic coefficients when assuming constant the immersed part of the model. For a fast ship as a SES, comparison of test and computed values shows that asymptotic formula gives good results in the major part of frequency range encountered.

ACKNOWLEDG EMENTS This job has been supported by contracts D R E T No. 87/40RF and No. 88/470. This support is thankfully acknowledged by the authors.

REFERENCES 1. Keunig, J.A., Distribution of added-mass and damping along the length of a ship model moving at high forward speed. Int. Shipbuilding Progress, 37 (1990) 123-50. 2. Guilbaud, M., D&ermination exp6rimentale des effets de la houle sur une quille 61anc6e rapide. C.R.A.S., 301 (1985) 665-8. 3. Delhommeau, G. & Maisonneuve, J.J., Application de la m6thode des singularit~s de Rankine au calcul de r6sistance de vagues de diff6rents types de car~nes. Bullet& de I'A.T.M.A. (1986) 237-64. 4. Delhommeau, G. & Maisonneuve, J.J., Application de la m6thode des singularit~s de Rankine au calcut de l'6coulement autour de navires non conventionnels. Bulletin de I'A.T.M.A. (1990) fi paraitre. 5. Gu6vel, P. & Bougis, J., Ship-motions with forward speed in infinite depth. Int. Shipbuilding Prog., 29 (1982) 103-17. 6. Wu, G.X. & Eatock-Taylor, R., A Green's function form for ship motions at forward speed. Int. Shipbuilding Prog., 34 (1987) 189-96. 7. Susbielles, G. & Berhault, C., Comparaison des mod61es num6riques tridimensionnels de diffraction-radiation. Revue de l'lnstitut Franfais de POtrole, XXXIII (1978) 53755. 8. Takagi et al., A comparison of methods for calculating the motion of a semi-submersible. Ocean Engng., 12 (1985) 45-97. 9. Eatock-Taylor, R. & Jefferys, E.R., Variability of hydrodynamic load predictions for a tension leg platform. Ocean Engng., 13 (1986) 449-90. 10. Workshop on comparative study of computer programs. Norsk Hydro Research Center, Bergen, Norway, 30 November 1989-1 December 1989. I 1. Delhommeau, G. & Kobus, J.M., M6thode approch6e de comportement sur houle avec vitesse d'advance. Bulletin de I'A.T.M.A. (1987) 467-90. 12. Newman, J.N., The theory of ship motions. Advances in Applied Mechanics, 18 (1978) 221-83. 13. Delhommeau, G., Am61ioration des performances des codes de calcul de diffraction-radiation au l er ordre. Proceedings des 2bmes JournOes de l'Itydrodynamique, Nantes, 1989, pp. 69-88. 14. Delhommeau, G., Guilbaud, M. & Pavaut, C., Comportement d'une quille lat6rale de navire fi effet de surface en mouvements forc6s de pilonnement et de tangage. 96me Congr6s Franqais de M6canique, METZ, September 1989.