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Seakeeping performance of high speed catamaran vessels in head and oblique

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Article · January 2001

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SEAKEEPING PERFORMANCE OF HIGH SPEED CATAMARAN VESSELS IN HEAD AND
OBLIQUE WAVES
Dominic Hudson, University of Southampton, UK.
Anthony Molland, University of Southampton, UK.
W. Geraint Price, University of Southampton, UK.
Pandeli Temarel, University of Southampton, UK.

SUMMARY

Assessment of the performance of high speed catamaran vessels in waves from all directions is particularly important in the
determination of operating envelopes for such craft and in the evaluation of design alternatives. Such procedures are more
readily undertaken if theoretical techniques can be used to perform calculations of vessel response with confidence. These
theoretical techniques not only reduce reliance on experimental testing but also provide information on design loads
experienced by such craft, which are often more critical for oblique waves than head waves.

In this paper the performance of a catamaran based on the Series 64 hull form, with two alternative hull separations, is
investigated in head and oblique waves at one forward speed. Predictions of the rigid body response of the vessel in heave,
pitch and roll are obtained through application of three-dimensional potential flow theory. These predictions are compared
to experimental results measured through tests of a free-running model in regular waves. The theoretical techniques adopted
require representation of the mean wetted surface of the vessel by panels, each containing a source at its centre. Two
alternative forms of source distribution are employed; a pulsating source distribution satisfying the zero speed linearised
free surface boundary condition and a translating pulsating source distribution which satisfies the forward speed dependent
linearised free surface boundary condition.

Comparisons between the theoretically derived responses and experimental data, for both hull separations, indicate that the
translating pulsating source method provides more accurate predictions than the pulsating source method for head waves
and oblique wave headings. The variation of vessel response with heading angle to the waves is predicted accurately by the
translating pulsating source method.

AUTHORS' BIOGRAPHIES
Dominic Hudson is a Research Fellow in the Fluid
Structure Interactions Research Group within the School of
Engineering Sciences at the University of Southampton.
He received his PhD from the University of Southampton
in 1999. He contributes to Ship Science degree
programmes and has research interests in hydrodynamics,
seakeeping and manoeuvring, especially of high speed
craft.
Anthony Molland is a Senior Lecturer in the School of
Engineering Sciences, Ship Science at the University of
Southampton. He is a member of the Fluid Structure
Interactions Research Group and his research interests are
the resistance and seakeeping performance of high speed
craft, rudders and rudder propeller interaction and ship
design synthesis.
W. Geraint Price DSc(Eng), FEng, FRS is Head of the
School of Engineering Sciences and Professor of Ship
Science at the University of Southampton. He is Chairman
of the Fluid Structure Interactions Research Group within
the School.
Pandeli Temarel is Professor of Hydroelasticity in the
Fluid Structure Interactions Research Group, School of
Engineering Sciences, University of Southampton. He is
Course Coordinator for Ship Science Degree Programmes.
His previous experience includes analytical and numerical
investigations of hydrodynamics, stability, seakeeping,
manoeuvring, and hydroelasticity theory.
1. INTRODUCTION
Recent years have seen the introduction of many high
speed catamaran vessels, carrying passengers and vehicles,
often on routes which expose them to severe sea
conditions. A feature of catamaran vessels is that their roll
and pitch natural periods are much more similar than is the
case for mono-hulls. This may lead to a ‘corkscrew’ type
motion, which is not only uncomfortable for passengers
but can impose greater loads on the structure of the vessel.
In order to assess the comfort and safety of these vessels, it
is necessary to understand their behaviour in a seaway and
this must include their performance in oblique as well as
head waves. Unfortunately carrying out experiments on
high speed catamaran vessels in oblique waves presents
difficulties as the size, cost and availability of suitable
facilities is limited. For this reason the naval architect may
well be reliant on a theoretical analysis of the vessel's
behaviour, certainly at the preliminary design stage.
Previous investigations have shown that a three-
dimensional source distribution method is suitable for the
analysis of catamaran seakeeping performance in regular
head waves [1]. In order to predict correctly the fluid-
structure interaction between the hulls of a catamaran
travelling at high forward speed, a distribution of
translating pulsating sources should be employed [1,2].
In a thorough validation of computational seakeeping
methods, predictions of detailed hydrodynamic quantities
should ideally be compared with experimental
measurements of these quantities. Whilst comparisons of
motion responses are of great value in assessing the
accuracy of theoretical methods, understanding the
deficiencies of the theoretical approaches is very difficult
without more detailed information. It is only through
accurate prediction of the physics of the underlying
problem that confidence may be placed in a theoretical
method for predictions of quantities such as pressures and
structural loadings. Unfortunately, measurements of say
pressures are notoriously difficult to make experimentally.
Measurements of the quantities that directly affect the
prediction of the motions, that is added mass and damping
coefficients and wave exciting loads, are of great benefit in
validating a theoretical method and assessing its
shortcomings. These quantities may be measured using
Planar Motion Mechanisms (vertical and horizontal) [3].
For high speed hull forms there are very limited
experimental data of this nature available for comparison.
The present study therefore concentrates on comparisons
of the predicted motion responses with experimental data.
Recent validation studies have compared two different
numerical formulations of the translating pulsating source
method for a wide range of hull forms (ellipsoid, Series 60,
NPL mono-hull), frequencies of oscillation and forward
speeds [4,5]. This work demonstrates remarkable
agreement between the two numerical schemes of study
and provides confidence that each is solving the posed
mathematical problem accurately. Further investigations
into vessel idealisation and comparisons with experimental
data for a conventional hull form indicate the suitability of
the methods for practical application [6].
In this paper a translating pulsating source distribution is
used to investigate the motions of a rigid high speed
catamaran vessel in regular oblique waves, as well as in
head waves. Predictions using the translating pulsating
source method are compared with experimentally
determined transfer functions for one forward speed, at
three headings to the regular waves and for two different
hull to hull separations. In addition the transfer functions
are predicted using a pulsating source distribution method
with forward speed corrections. Once again it is
demonstrated that an analysis based on a distribution of
translating pulsating sources provides predictions in closer
agreement to experimental data than one based on
pulsating sources. The variation of vessel response with
heading angle to the waves is discussed in detail.
2. MATHEMATICAL MODEL
The motions of a rigid vessel undergoing small
perturbations, in regular sinusoidal waves, about an
equilibrium axis system 0xyz situated in the calm water
surface vertically above or below the centre of gravity, can
be represented by the coupled linear equations of motion
[7]:
  M 
6
2
e jk 
 A jk  i e B jk  C jk  k  F j , (2.1)
k 1
for which the six degrees of freedom ( j  1,2,6) refer to
rigid body motions in surge, sway, heave, roll, pitch and
yaw. In this equation M jk and C jk denote elements of the
inertia and hydrostatic restoring matrices respectively. Ajk
and Bjk are the added mass and hydrodynamic damping
coefficients in the jth mode due to unit motion in the kth
direction. Fj and k denote the complex amplitudes of
wave excitation and motion respectively.
The methods used to evaluate the hydrodynamic terms (i.e.
Ajk, Bjk and Fj) in equation (2.1) assume that the fluid
motion can be represented by a velocity potential function
satisfying the Laplace equation throughout the fluid
domain. Calculating the total velocity potential function in
its most general form is difficult and for practical use some
simplification is necessary. The total potential is thus
expressed as a linear summation of components,
 x, y, z   Ux   s x, y, z   T e iet , (2.2)
where,
U is the forward speed,
s is the perturbation potential due to steady
translation,
T is the unsteady perturbation potential, which may
be further decomposed to give,
6
T   I   D   
j 1
j j , (2.3)
with,
I as the incident wave potential,
D as the diffraction potential and
j denoting the radiation potential due to unit motion
in the jth direction.
In equation (2.2) the first two terms represent the problem
of the ship advancing at steady forward speed in calm
water. These may be determined separately from the
unsteady potentials. The unsteady wave potentials are
determined with the vessel in its equilibrium position. Of
these potentials, the radiation (used to calculate the added
mass and hydrodynamic damping coefficients) and
diffraction (used to calculate the total wave exciting
forces) are the most difficult to evaluate.
In this study two alternative three-dimensional methods are
used to evaluate these components of the unsteady 3.2 MODEL DETAILS
potentials. Both methods are boundary element methods,
whereby the problem of modelling the fluid domain is Calm water and seakeeping characteristics of high speed
reduced to that of modelling the boundaries of the fluid catamaran forms have been investigated extensively at the
through the application of Green's second theorem. By University of Southampton over the past decade e.g. [10-
suitable choice of fundamental singularity, the problem can 12]. Much of this work has concentrated on a systematic
be further reduced to modelling the wetted surface of the series of models based on the NPL round-bilge series.
hull alone. In this case the hull is represented by four- These models have been tested over a wide range of speeds
cornered panels, with a singularity placed at the centre of as well as for different catamaran demi-hull spacings.
each. Molland et al [10] additionally include models based on
the Series 64 [13].
Two types of singularity were used, a pulsating source
(see, for example, [8]) and a translating pulsating source, The current study focuses on the Series 64. Whilst still
e.g. [9]. In addition to satisfying Laplace's equation, both being of symmetrical round-bilge form with a transom
of these singularities satisfy a radiation condition at stern, the prismatic coefficient and hull shape differ
infinity and a linearised free surface condition. The considerably from the NPL hull form.
pulsating source satisfies a further simplification of the
free surface boundary condition, assuming low forward The principal particulars of the hull form as tested are
speed and high frequencies of oscillation. Thus, whilst the given in table 1 and a body plan is presented in figure 1.
translating pulsating source distribution inherently includes
the effects of forward speed through satisfaction of the full Length (LBP) L 4.5m
linearised free surface boundary condition, the pulsating Length/(Disp.)1/3 L/1/3 8.3
source distribution accounts for forward speed in a limited Length/Beam L/B 12.8
manner through corrections to the zero speed solution, in a Beam/Draught B/T 1.9
similar manner to strip theory [7]. Block Coefficient Cb 0.540
Prismatic Coefficient CP 0.637
The strength of the singularity at the centre of each panel is Max. Section Area Coeff. CM 0.848
determined through application of the body boundary Wetted Surface Area Coeff. A/L2 0.1095
condition ensuring there is no flow through the hull Long. Centre of Buoyancy LCB -6.4%
surface. Once the source strengths have been determined Vertical Centre of Gravity VCG 0.33m
the total velocity potential may be calculated and the terms
in equation (2.1) obtained from Bernoulli's equation. These Table 1: Principal particulars of Series 64 hull form (demi-
equations are then solved to obtain the rigid body motions hull).
of the vessel in regular waves.

Neither singularity distribution includes interaction effects

between the steady and unsteady components of the
velocity potential. This arises from the assumption, when
formulating the boundary condition on the hull surface,
that the perturbation of the steady flow due to the presence
of the hull is negligible. This assumption is physically
justifiable when slender ships are being considered [8].

3. EXPERIMENTAL PROCEDURES

3.1 TANK FACILITIES

The model experiments were carried out in the Ocean

Basin at DERA Haslar. The principal particulars of which
are:

Length: 120m, Breadth 60m, Water depth 5.5m. Figure 1: Body plan of Series 64 catamaran demi-hull.

The tank is fitted with a wave maker at one end and is
capable of generating both regular and irregular waves at
various wave heights and frequencies.
Further details of the experimental facility, model details,
instrumentation and tests carried out may be found in [10].
The models used for the oblique sea tests are self-propelled
and free-running, being radio controlled [10]. They are
powered by gas fuelled internal combustion engines and
constructed of GRP. The two demi-hulls are joined by two
aluminium alloy spars which allow centreline to centreline
separation to length ratios (S/L) of 0.20 and 0.40. The mass
distribution is given in table 2.
 S/L Pitch, k55 Yaw, k66 Roll, k44
0.20 0.26L 0.28L 0.11L
0.40 0.26L 0.32L 0.20L
Table 2: Radii of gyration for catamaran models.
3.3 INSTRUMENTATION
Accelerations were measured at the LCG in each demi-hull
and also at 7.5% aft of the FP. Pitch and roll were
measured using a gyro mounted in the port demi-hull. The
regular waves were measured by a wave probe mounted in
the tank. All measurement signals were recorded using an
onboard laptop computer.
3.4 TESTS
The models were tested in head waves and oblique waves
at heading angle () to the direction of wave propagation
of 150 and 120. The correct heading was maintained
manually by the radio control operator. The speed of the
models was determined through measurement over a
known distance in the basin. This corresponds to a Froude
number of 0.65 for S/L=0.20 and 0.67 for S/L=0.40. All
tests were carried out at the same speeds. Both catamaran
configurations were tested for all three headings and for
regular wave frequencies covering an encounter frequency
range of 0.3 rad/s to 13 rad/s. In the analysis of the
recorded motions, at least five wave encounters were
discarded to ensure a steady-state response had been
reached. This response was then determined from a
minimum of six waves. Further details are given by
Molland et al [10].
4. RESULTS
The mathematical models described in section 2 were
applied to predict the responses of the Series 64 catamaran
forms in regular head and oblique waves. These theoretical
predictions are compared with the experimental
measurements described in section 3.
The wetted hull surface of the Series 64 catamaran, up to
the calm water line, was discretised using 700 quadrilateral
panels. This panel idealisation is shown in figure 2. It can
be seen from this illustration that the transom stern was not
included in the idealisation. This is because the
mathematical models adopted do not, at present, model
properly the fluid flow around a transom stern of a vessel
at high forward speed. With the current mathematical
models omitting the transom stern from the vessel
idealisation has a negligible influence on the predicted
motion responses.
Figure 2: Wetted surface of Series 64 catamaran
(S/L=0.20), idealised using 700 panels.
The aspect ratio of the panels in the adopted representation
is approximately 3.0. This gives a total number of panels
that is small enough for practical calculation purposes,
whilst still allowing sufficiently accurate evaluation of
hydrodynamic properties (e.g. added mass, damping, etc)
[6].
In this paper, vessel response is presented in the form of
non-dimensional transfer functions defined as heave
amplitude ()/ wave amplitude (a), pitch amplitude
()/maximum wave slope (ka), where k is the wave
number (= 2/g) and roll amplitude ()/maximum wave
slope (ka). Transfer functions are plotted as a function of
non-dimensional frequency of encounter,
 e'   e L / g  .
Figures 3 and 4 show the heave, pitch and roll responses of
the Series 64 catamaran with a separation to length (S/L)
ratio of 0.40 in regular oblique waves with heading angle,
=180head waves), 150 and 120. Theoretical
predictions using a translating pulsating, as well as a
pulsating, source method are shown together with
experimental data from Molland et al [10].
For all three wave headings the heave resonant frequency
predicted by the translating pulsating source method is
slightly higher than that seen in the experimental results.
The magnitude of the heave resonant response is predicted
accurately for =180° and =150°, but is under-predicted
for =120°. The first peak predicted by the pulsating
source method appears at the right frequency for resonance
for all headings, but the corresponding magnitude is too
low. The remaining two peaks predicted by this method
can be attributed to the formation of symmetric standing
waves between the hulls [1] whose influence is not
observed either in the experimental measurements or in the
translating pulsating source predictions. For =120° the
peak in the pulsating source method predictions is closer to
the experimental measurements.
As has been observed previously, the translating pulsating
source method over-estimates pitch response for =180°
[1]. This is also the case for =150°. The first peak in the
pulsating source results is in good agreement with the
experimental data, but again these predictions suffer from
the presence of additional peaks in the transfer function.
Predictions obtained for =120° from the translating
pulsating source method agree, overall, more closely with
the experimental data.
From figure 4, it is evident that the experimental results
indicate a distinct roll resonance that is not seen to the
same extent in the translating pulsating source method
predictions. The pulsating source method does indicate a
large resonant response, but this occurs at a higher
frequency and is larger in magnitude than that seen in the
experimental data. This predicted resonant response and
the subsequent peaks in the transfer function can be
attributed to the formation of anti-symmetric standing
waves between the hulls of the catamaran.
For a separation to length ratio (S/L)=0.20 (figure 5), and
for all three wave headings, the translating pulsating source
method predicts correctly the heave resonant frequency,
although the magnitude of the resonant response is over-
estimated. The pulsating source method over-predicts both
the frequency and magnitude of this resonance
significantly for all wave headings.
Both methods over-predict pitch resonant response for all
three wave headings. The translating pulsating source
method provides better predictions of the resonant
frequency.
The roll response of the catamaran with S/L=0.20 is shown
in figure 6 for =150° and =120°. From this figure it is
evident that the magnitude of the resonant roll response is
over-predicted by both theoretical methods. However, the
frequency at which this resonance occurs is predicted
accurately. The effect of the first anti-symmetric standing
wave can also be seen in the pulsating source method
predictions as a second peak.
In order to illustrate more clearly the trends in vessel
response with wave heading, predictions from the
translating pulsating source method are shown in
conjunction with experimental data in figure 7 for
S/L=0.40 and in figure 8 for S/L=0.20.
For S/L=0.40, the trends as wave heading changes are well
predicted by the theoretical method for heave, pitch and
roll. In both heave and pitch the small change in the
magnitude of the resonant response between =180 and
=150° seen in the experimental results is accurately
reflected in the theoretical predictions. This is also true of
the larger change from =150° to =120°. Overall, the
magnitudes of the response are accurate for heave and, to a
lesser extent, for roll.
For S/L=0.20 the trends with wave heading are again
predicted well by the translating pulsating source method
for heave, pitch and roll. The experimental data indicate
the heave response reduces less moving from =150° to
=120° than is the case for S/L=0.40. This is reflected in
the theoretical predictions.
5. CONCLUSIONS
Heave, pitch and roll response for two Series 64 catamaran
configurations travelling at a Froude number of 0.65 and
0.67 respectively in regular head and oblique waves were
calculated using theoretical techniques based on potential
flow theory. The theoretical predictions were compared to
experimental measurements made during tests carried out
on a free-running model.
Overall, it is found that a numerical method using a
distribution of translating pulsating sources over the wetted
hull surface provides predictions in closer agreement to the
experimental data than a method using pulsating sources.
This is a consequence of the more rigorous treatment of
forward speed in the translating pulsating source method.
The pulsating source method over-estimates the fluid-
structure interaction between the hulls of a catamaran
travelling with high forward speed. If interactions between
the hulls of the catamaran were simply ignored then the
pulsating source distribution technique may give more
satisfactory predictions. Unfortunately such an assumption
requires a priori judgements to be made concerning the
speed, separation and hull form of the catamaran and the
method loses its flexibility.
The translating pulsating source method over-estimates
pitch resonant response for both hull separations
investigated and all three wave headings. Heave resonant
response is over-estimated for the smaller hull separation.
Roll resonant response is under-predicted for S/L=0.40 and
over-predicted for S/L=0.20. The over-prediction of roll
resonant response for S/L=0.40 is likely to be a
consequence of assuming the fluid inviscid.
The over-prediction of the pitch response of high-speed
catamarans, as well as mono-hulls, by a translating
pulsating source method has been noted previously [1].
This is likely to be a result of an underestimation of the
pitch damping by the theoretical method. Whilst this may
also be attributable to neglecting the effects of viscosity,
other aspects need considering. The effect of the flow
separating from the transom stern at high forward speed,
the interaction between the steady and unsteady wave
patterns, together with the effect of the above water part of
the hull on its motion require further investigation. These
investigations into the theoretical method will require more
detailed experiments to be carried out for validation
purposes. Further experiments need undertaking for a
wider range of wave headings including following seas and
for more forward speeds.
The translating pulsating source method requires
development in order to predict more accurately the
motions of a high speed catamaran vessel in waves. This
development may not necessarily be mathematically
consistent but, with care, a practical approach may
improve the predictions without undue loss of generality.
Figures 7 and 8 demonstrate the ability of the theory to
predict the trends of catamaran behaviour in head and
oblique seas. The theoretical method can thus be used to
evaluate vessel operating envelopes through combination
with short-crested sea-spectra and generation of statistical
measures of motion response, for comparison with
prescribed limits. If such techniques are adopted at the
design stage then alternative vessel configurations and hull
forms may be evaluated and the most suitable for a given
route chosen.
6. REFERENCES
1. BAILEY, P.A., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘Theoretical and experimental
validation of the seakeeping characteristics of high
speed mono- and multi-hulled vessels’, FAST '99: Fifth
International Conference on Fast Sea Transportation,
Seattle, 429-441, 1999.
2. BAILEY, P.A., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘Theoretical validation of the
hydrodynamics of high sped mono- and multi-hull
vessels travelling in a seaway’, 7th International
Symposium on Practical Design of Ships and Mobile
Units (PRADS), The Hague, 567-576, 1998.
3. BAILEY, P.A., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘Theoretical and experimental
techniques for predicting seakeeping and manouevring
ship characteristics’, RINA International. Conference
on Ship Motions and Manoeuvrability, London, 1998,
Paper 5.
4. DU, S.X., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘Comparison of numerical evaluation
techniques for the hydrodynamic analysis of a ship
travelling in waves’, Trans. RINA, 141:236-258, 1999.
5. DU, S.X., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘A validation study on mathematical
models of speed and frequency dependence in
seakeeping’, Proc. I.Mech.E., Part C, 214:181-201,
2000.
6. BAILEY, P.A., HUDSON, D.A., PRICE, W.G. and
TEMAREL, P., ‘Comparisons between theory and
experiment in a seakeeping validation study’, Trans.
RINA, Paper 261, 2000.
7. LEWIS, E.V., editor, Principles of Naval Architecture,
Vol. 3, chapter VIII, SNAME, 1989.
8. INGLIS, R.B. and PRICE, W.G., ‘The influence of
speed dependent boundary conditions in three
dimensional ship motion problems’, International
Shipbuilding Progress, 28(318):22-29, 1981.
9. INGLIS, R.B. and PRICE, W.G., ‘A three-dimensional
ship motion theory: Comparison between theoretical
predictions and experimental data of the hydrodynamic
coefficients with forward speed, Trans. RINA,
124:141-157, 1982.
10. MOLLAND, A.F., WELLICOME, J.F., TEMAREL,
P., CIC, J. and TAUNTON, D.J., ‘Experimental
investigation of the seakeeping characteristics of fast
displacement catamarans in head and oblique seas’,
Trans. RINA, 143, 2001.
11. MOLLAND, A.F. and LEE, A.R., ‘An investigation
into the effect of prismatic coefficient on catamaran
resistance’, Trans. RINA, 139:157-165, 1997.
12. INSEL, M. and MOLLAND, A.F., ‘An investigation
into the resistance components of high speed
displacement catamarans’, Trans. RINA, 134:1-20,
1992.
13. YEH, H.Y.H., ‘Series 64: Resistance experiments on
high-speed displacement forms’, Marine Technology,
2, 1965.
 3/a 5/ka

e’ e’

(a) =180.

3/a 5/ka

e’ e’

(b) =150.

3/a 5/ka

e’ e’

(c) =120.
Figure 3: Comparison of predicted and measured non-dimensional responses in heave, 3 and pitch, 5 for a Series 64
catamaran (S/L=0.40) travelling with forward speed, Fn=0.67 in sinusoidal oblique waves with heading angle = (a) 180,
(b) 150, (c) 120.
 4/ka 4/ka

(a) =150. (b) =120.

e’ e’

Figure 4: Comparison of predicted and measured non-dimensional response in roll, 4 for a Series 64 catamaran (S/L=0.40)
travelling with forward speed, Fn=0.67 in sinusoidal oblique waves with heading angle = (a) 150, (b) 120.

3/a 5/ka

e’ e’

(a) =180.

3/a 5/ka

e’ e’

(b) =150.
Figure 5: Comparison of predicted and measured non-dimensional responses in heave, 3 and pitch, 5 for a Series 64
catamaran (S/L=0.20) travelling with forward speed, Fn=0.65 in sinusoidal oblique waves with heading angle = (a) 180,
(b) 150, (c) 120.
 3/a 5/ka

e’ e’

(c) =120.

Figure 5: continued.

4/ka 4/ka

(a) =150. (b) =120.

e’ e’

Figure 6: Comparison of predicted and measured non-dimensional response in roll, 4 for a Series 64 catamaran (S/L=0.20)
travelling with forward speed, Fn=0.65 in sinusoidal oblique waves with heading angle = (a) 150, (b) 120.
 3/a

e’

5/ka

e’

4/ka

e’

Figure 7: Comparison of predicted and measured non-dimensional heave, 3, pitch, 5 and roll, 4 responses for a Series 64
catamaran (S/L=0.40) travelling with forward speed, Fn=0.67 in sinusoidal oblique waves.
 3/a

e’

5/ka

e’

4/ka

e’

Figure 8: Comparison of predicted and measured non-dimensional heave, 3, pitch, 5 and roll, 4 responses for a Series 64
catamaran (S/L=0.20) travelling with forward speed, Fn=0.65 in sinusoidal oblique waves.

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