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An integral procedure for ship vibration analysis

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Ivo SENJANOVIĆ, University of Zagreb, Faculty of Mechanical Engineering and Naval
Architecture, I. Lučića 5, 10000 Zagreb, ivo.senjanovic@fsb.hr
Nikola VLADIMIR, University of Zagreb, Faculty of Mechanical Engineering and Naval
Architecture, I. Lučića 5, 10000 Zagreb, nikola.vladimir@fsb.hr
Marko TOMIĆ, University of Zagreb, Faculty of Mechanical Engineering and Naval Architecture,
I. Lučića 5, 10000 Zagreb, marko.tomic@fsb.hr
Neven HADŽIĆ, University of Zagreb, Faculty of Mechanical Engineering and Naval Architecture,
I. Lučića 5, 10000 Zagreb, neven.hadzic@fsb.hr
Stipan ŠODA-COTIĆ, Brodotrogir d.d., Put brodograditelja 16, 21220 Trogir, stipan.soda-
cotic@brodotrogir.hr

AN INTEGRAL PROCEDURE FOR SHIP VIBRATION ANALYSIS

Abstract
The procedure is illustrated in the case of a 49500 dwt Chemicals and Oil Products Carrier.
Vibration calculation includes estimation of propeller excitation forces and ship response due to
both propeller and engine excitation. Ship hull vibrations are analysed by 1D FEM model, while
ship structure vibrations by a combined 3D and 1D FEM model of the aftbody and remaining hull
part, respectively. Ballast condition and full ship are considered in combination with unsupported
and supported engine. The obtained results show that the engine excited vibrations are rather high,
and therefore installation of vibration compensator is recommended. Ship vibrations are measured
by Brodarski Institute – Zagreb during the sea trial. Very good agreement between calculated and
measured ship hull natural frequencies is achieved.
Key words: propeller and engine excitation, ship hull and substructure vibrations, FEM

INTEGRALNI POSTUPAK ZA ANALIZU VIBRACIJA BRODA

Sažetak
Postupak je ilustriran na primjeru broda za prijevoz kemikalija od 49500 dwt. Proračun vibracija
uključuje određivanje uzbudnih sila vijka i odziv broda na uzbudu vijka i motora. Vibracije
brodskog trupa analizirane su pomoću 1D modela MKE, a vibracije brodske konstrukcije pomoću
kombiniranog 3D i 1D modela krmenog dijela broda odnosno preostalog dijela trupa. Analiza je
provedena za brod u balastu i potpuno natovareni brod te za nepoduprti i poduprti motor. Dobiveni
rezultati pokazuju da je razina vibracija pobuđenih motorom visoka te je preporučena ugradnja
kompenzatora vibracija. Mjerenje vibracija izvršio je Brodarski Institut – Zagreb za vrijeme
pokusne plovidbe. Postignuto je dobro slaganje izračunatih i izmjerenih prirodnih frekvencija
brodskog trupa.
Ključne riječi: uzbuda vijka i motora, vibracije trupa i podstruktura, MKE analiza

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

1. Introduction
By introducing electronic computers and finite element method (FEM), solving of the vibration
problems on board has got new progress. This enables to perform vibration analysis of very complex
ship structures caused by propeller and main engine excitation. Severe vibration on ships may cause
difficulties to owners and shipyard staff during trials and subsequent service period. Although the
ship design characteristics and design of the propulsion system are strongly influenced by service and
economy conditions, unsatisfactory results can be obtained if vibration aspects are not adequately
investigated during the design process as early as possible. Negligible efforts aiming to possible
problems identification and their solution at this stage of ship design can result with avoiding of
expensive and time consuming remedies if a significant vibration problems emerge during sea trials
or after ship delivery. Therefore, a complete range of activities for vibration investigation should be
at disposal, from initial prediction through detailed analyses and measurements, [1-5].
Such approach is used for vibration analysis of a chemical tanker during the design stage. First,
propeller excitation is predicted by semi-empirical method based on the propeller open water test and
wake measurements. Then, natural vibrations of ship hull are analyzed by using beam FEM model.
For that purpose, ship mass and added mass distributions are determined. Vertical forced vibrations
due to propeller excitation an unbalanced main engine moment M v 2 using combined 3D and 1D FEM
model of the ship afterpart and remaining hull parts, respectively. The same FEM model is used for
torsional vibrations analysis due to X 6 engine moment. Two loading conditions are considered, i.e.
ballast and full load condition. Also, influence of engine stays on response is analyzed.

2. Ship particulars
The presented integral procedure for vibration prediction is illustrated in a case of 49500 dwt
Tanker for Chemicals and Oil Products built in the class of Lloyd’s Register of Shipping, Figure 1.
The ship is equipped with main engine MAN-B&W 6S50ME-B9.3. The main ship particulars are the
following:
Length overall 184.00 m
Length between perpendiculars 176.00 m
Breadth, moulded 32.20 m
Depth, moulded 17.60 m
Design draught 11.00 m
Scantling draught 13.00 m
Deadweight at design draught 39149. 2 t
Deadweight at scantling draught 49500 t
Block coefficient 0.8
Maximum service speed 15.65 kn
Engine output 8680 kW
Engine speed 103 rpm
Propeller diameter 6.50 m
Number of blades 4

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An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

Fig. 1 General arrangement of a 49500dwt Tanker for Chemicals and Oil Products
Slika 1. Generalni plan tankera za prijevoz nafte i kemikalija 49500 t nosivosti
The vibration analysis is performed for the following two characteristic loading conditions, i.e.
minimum draught and design draught:
Loading condition no. 3: ballast condition on arrival (10% stores)
Displacement 32695.9 t
Lightweight 12150.1 t
Deadweight 20545.8 t
Draught, moulded 7.321 m
Trim -0.770 m
Loading condition no. 7: homogenous load at departure (100% stores)
Displacement 51299.3 t
Lightweight 12150.1 t
Deadweight 39149.2 t
Draught, moulded 11.00 m
Trim -2.087 m

3. Vibration excitation
For propeller excitation calculation of large amount of data concerning both ship and propeller
are requested. The propeller data is the following:
Diameter 6.50 m
Number of propellers one
Number of blades 4
Blade area ratio 0.42
Design pitch ratio 0.745
Maximum blade thickness at 0.7R 0.0895 m
Propulsion, propeller open water test and wake distribution measurement in the propeller plane
were performed by Brodarski Institute, Zagreb, [6].
Hull surface pressure and blade frequency vertical force induced by the propeller are
determined using program PROPEX, [7], based on the regression method from [8] including the free
surface correction according to [9]. The blade frequency vertical force is obtained by integrating the
hull surface pressure over the wetted hull surface. Its distribution along stern frame is shown in Figure
2, and the total force in vicinity of the propeller plane is shown in Table 1 for both loading conditions.

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

Fig. 2 Distribution of propeller induced vertical force

Slika 2. Raspodjela vertikalne sile inducirane radom propelera
Table 1 Blade frequency vertical propeller force F (kN), 4=7.06 Hz
Tablica 1. Vertikalna uzbudna sila propelera, 4=7.06 Hz

Full load – design draught 102.14

Ballast condition 103.36
The most important engine excitation in the considered case are vertical moment of the second
order due to unbalanced forces, M v 2  842 kNm and 2  3.53 Hz , and H-moment of the sixth order,
H 6  768 kNm and 6  10.60 Hz .

4. Ship hull vibration analysis

For calculation of vertical and torsional ship hull vibrations it is necessary to prepare the
distribution of the following parameters along the ship:
1. Cross-section moment of inertia, I y , vertical shear area, Fz , and torsional modulus, I t ,
Figure 3, [10].
2. Mass distribution due to lightweight, ballast and full load, Figure 4.
3. Polar mass moment of inertia for light ship, ballast and full load conditions, Figures 5a, b
and c.
4. Added mass for mode zero of vertical vibration in case of ballast and full load, Figure 6.
5. Polar moment of added mass for torsional vibrations, ballast and full load, Figure 7.

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An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

Fig. 3 Geometric properties of ship hull

Slika 3. Geometrijske karakteristike brodskog trupa

Fig. 4 Ship mass distribution

Slika 4. Raspodjela mase broda
Table 2 J-factor for vertical vibrations
Tablica 2. J-faktor za vertikalne vibracije

Mode no. Ballast Full load

1 0.6314 0.6464
2 0.5617 0.5772
3 0.5149 0.5323
4 0.4756 0.4933
5 0.4428 0.4592
6 0.4181 0.4320
7 0.3992 0.4131
8 0.3805 0.3933
9 0.3699 0.3816
10 0.3585 0.3710

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

Added mass is generated by employing Lewis and Shymansky diagrams for 2D flow, and
Kumai correction for flexural vibrations due to 3D flow by J-factor depending on vibration modes,
Table 2.

a)

b)

c)
Fig. 5 Polar mass moment of inertia: a) lightship, b) ballast, c) full load
Slika 5. Polarni moment inercije mase: a) laki brod, b) ballast, c) puno operećenje

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An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

a)

b)
Fig. 6 Added mass for vertical vibrations, rigid body mode, a) T=7.321 m, b) T=11.0 m
Slika 6. Dodana masa vertikalnih vibracija, kruto tijelo, a) T=7.321 m, b) T=11.0 m

a)

b)
Fig. 7 Polar moment of added mass for torsional vibrations, a) T=7.321 m, b) T=11.0 m
Slika 7. Polarni moment dodane mase torzijskih vibracija, a) T=7.321 m, b) T=11.0 m

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

The vibration calculation is performed by program DYANA, [11]. The geometrical properties
are given at 10 cross-section. The ship length between perpendiculars, L pp , is divided into 41 beam
finite element. The average values of the geometrical properties are specified for each finite element.
The first 10 natural frequencies for vertical vibrations of ship in ballast condition and full load are
listed in Table 3 and shown in Figure 8. The first five natural frequencies of torsional vibrations are
listed in Table 4 and shown in Figure 9.

Fig. 8 Natural frequencies of vertical ship hull Fig. 9 Natural frequencies of torsional ship hull
vibrations vibrations
Slika 8. Prirodne frekvencije vertikalnih vibracija Slika 9. Prirodne frekvencije torzijskih vibracija
broda broda

Table 3 Natural frequencies of vertical ship hull vibrations, , [Hz]

Tablica 3. Frekvencije prirodnih vertikalnih vibracija brodskog trupa , , [Hz]

Mode no. Ballast Full load

1 1.106 0.932
2 2.337 1.998
3 3.621 3.093
4 4.976 4.175
5 6.297 5.268
6 7.666 6.389
7 9.012 7.516
8 10.344 8.654
9 11.630 9.779
10 13.001 10.926

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An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

Table 4 Natural frequencies of torsional ship hull vibrations, , [Hz]

Tablica 4. Frekvencije prirodnih torzijskih vibracija brodskog trupa , , [Hz]

Mode no. Ballast Full load

1 2.37 2.481
2 4.659 4.841
3 6.807 7.066
4 8.750 9.251
5 10.977 11.663

5. Ship afterpart vibration

5.1. FEM model
For this purpose 3D FEM model of the ship afterpart is created and combined with 1D model
of the remaining hull part specified in Section 4, Figure 10, [12]. These two submodels are connected
by a very stiff and massless grillage in transverse plane. The same FEM model is used for vertical
and torsional vibrations with appropriate boundary conditions. Ship ballast and full loading conditions
are considered. Natural and forced vibrations caused by propeller and main engine excitations are
analysed for both, supported (with stays) and unsupported (without stays) engine. There are 5 stays
on each side of the main engine which are modelled as a beam. Superstructure mass of 500 t and
funnel mass of 100 t are extracted from the longitudinal ship mass distribution. The finite element
model of the main engine is generated in a simplified way in order to follow its topology and global
stiffness.
Mass of the FEM model is specified according to the virtual mass (ship mass + added mass)
used in 1D vibration analysis by adjusting material density. In this sense, 3D model of the afterpart
including superstructure, funnel, main engine and signal mast is divided into 3x2=6 areas in
longitudinal and vertical direction, respectively.
5.2. Vertical vibrations
Natural frequencies of the first elastic mode for the consideded loading conditions, determined
by 1D and 3D FEM models are listed in Table 5. Very good agreement is achieved confirming
correctness of input data used for generation of 3D FEM model. The afterpart response due to
propeller and engine excitations is summarized in Table 6.

Fig. 10 Velocity component in Z-direction, T1=7.321 m, engine excitation, Mv2=842 kNm, 2=3.53 Hz
Slika 10. Komponenta brzine u Z smjeru, T1=7.321 m, uzbuda motora, Mv2=842 kNm, 2=3.53 Hz

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

Fig. 11 Velocity component in Y-direction, T2=11.0 m, engine excitation, H6=768 kNm, 6=10.60 Hz, supported engine
Slika 11. Komponenta brzine u Y smjeru, T2=11.0 m, uzbuda motora, H6=768 kNm, 6=10.60 Hz, poduprti stroj

Table 5 Natural frequencies of vertical ship hull vibrations, , [Hz]

Tablica 5. Frekvencije prirodnih vertikalnih vibracija brodskog trupa , , [Hz]

Draught T1=7.321 m T2=11.00 m

1D 1.106 0.932
3D 1.077 0.904

Table 6 Velocity amplitude of characteristic nodes in vicinity of the excitation frequency, v, [m/s]
Tablica 6. Amplitude brzina u blizini frekvencije uzbude, v, [m/s]

4=7.07 Hz 2=3.53 Hz
Node ID Substructure
m m m m
1 Aft peak 1.26 1.55 11.33 9.95
37 Aft peak 1.17 1.39 11.07 9.69
65 Funnel 0.90 4.96 15.21 13.12
144 Mast structure 11.11 6.88 18.60 13.88
205 Engine room 0.96 0.48 4.55 3.49
210 Engine room 0.98 0.55 4.44 3.39
656 Superstructure 3.82 2.32 10.85 8.68
680 Superstructure 2.29 1.49 9.22 7.80
687 Superstructure 3.53 2.15 10.76 8.64
695 Superstructure 2.45 1.55 9.38 7.75
703 Superstructure 2.64 1.56 10.15 8.27
728 Superstructure 2.43 1.69 10.78 9.07
731 Superstructure 7.50 2.74 10.74 8.90
840 Engine 1.09 0.47 2.01 1.63
5.3. Torsional vibrations
Natural frequencies of the first elastic mode for the considered two loading conditions,
determined by 1D and 3D vibration analysis, are listed in Table 7. Their agreement is acceptable from
the engineering point of view.

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An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

Table 7 Natural frequencies of torsional ship hull vibrations, , [Hz]

Tablica 7. Frekvencije prirodnih torzijskih vibracija brodskog trupa , , [Hz]

Draught T1=7.321 m T2=11.00 m

1D 2.370 2.481
3D 2.116 2.296
The afterpart response for two loading conditions and supported and unsupported engine are
summarized in Table 8 for case of 6=10.60 Hz.
Table 8 Velocity amplitude of characteristic nodes in vicinity of the excitation frequency, v, [m/s]
Tablica 8. Amplitude brzina u blizini frekvencije uzbude, v, [m/s]

Supported engine Unsupported engine

Node ID Substructure
m m m m
1 Aft peak 0.16 0.39 0.32 0.66
37 Aft peak 0.10 0.30 0.21 0.37
65 Funnel 0.79 0.89 1.64 2.23
144 Mast structure 4.41 3.07 8.53 6.43
205 Engine room 0.14 0.37 0.22 0.05
210 Engine room 0.03 0.09 0.05 0.09
656 Superstructure 0.64 1.27 1.25 2.69
680 Superstructure 0.67 1.16 1.30 2.52
687 Superstructure 0.53 1.26 1.04 2.70
695 Superstructure 0.61 1.20 1.19 2.59
703 Superstructure 0.56 1.25 1.09 2.67
728 Superstructure 0.80 1.30 1.56 2.81
731 Superstructure 0.79 1.39 1.54 2.98
840 Engine 1.34 1.76 3.37 5.98
Velocity amplitudes for torsional vibrations excited by the main engine are relatively low.
However, in the superstructure for semi-full load at design draught of T2=11.00 m, some resonance
can be noticed in the vicinity of engine excitation frequency in case of unsupported engine. The
response is at the margin of acceptable level. The effect of engine stays on reduction of superstructure
response is obvious, Figure 11.

6. Validation of the calculated results

Vibration measurement was performed by Brodarski Institute – Zagreb during the sea trial for
ship in ballast and full load condition at design draught, [13]. Compensator RotComp-110 of
maximum compensating moment of 110 kgm was installed and adjusted at the most effective moment
value of 45%. Global ship hull vibrations were measured at the ship stern on the upper deck, and
global superstructure vibrations at the front point of the navigation bridge. Natural frequencies of the
2nd and 3rd hull modes were registered and compared to the calculated ones in Table 9. Also,
calculated and measured values of chritical main engine speed (RPM), which excites resonant
vibrations of the second vertical engine moment Mv2, are shown in Table 9. Very good agreement of
the predicted and measured results is obtained.

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XXII. Simpozij Sorta 2016 Integralni postupak za analizu vibracija broda

Table 9 Comparison of calculated and measured natural frequencies and critical main engine speeds
Tablica 9. Usporedba određenih i izmjerenih prirodnih frekvencija i kritične brzine glavnog stroja

Natural frequency, [Hz] Critical main engine speed, [RPM]

Design Design
Node Ballast Full load Ballast Full load
draught draught
Calc. Meas. Calc. Meas. Calc. Meas. Calc. Meas.
3 2.337 2.423 1.998 2.149 70.1 72.7 59.9 64.5
4 3.621 3.715 3.093 3.168 108.6 111.5 92.8 95.0
Local vibrations are measured at 29 point in the superstructure accommodation and working
areas and at the top of the main engine, cylinders no. 1 and 6, as well as at the generator. The ship
vibrates mainly with 2nd, 4th, 6th, 8th and 9th modes. The 2nd order vibrations are caused by the main
engine moment Mv2. The 6th and 9th order vibrations are due to H6 and X9 excitation of the 6-cylinder
engine. The 4th and 8th order vibrations are caused by the 4-bladed propeller forces.
Measured vibrations in the superstructure area in all considered cases are within the ISO
3838:2004 limits. The main engine vibrations satisfy the guidelines for operating machinery VDI
2063. The generator set vibrations satisfy the guidelines ISO 8528-9.

7. Conclusion
Vibration analysis of 49500 dwt Chemicals and Oil Products Carrier is performed by the finite
element method. Flexural vertical vibrations due to propeller and engine excitation as well as torsional
vibrations for supported and unsupported engine are analysed for ballast and full loading conditions.
Global vibrations of ship substructures, i.e. aft peak, funnel, mast structure, superstructure,
engine room structure and engine itself are out of resonance for propeller blade excitation, 4=7.06
Hz, and is rather low. Vibration standards, defined by velocity band, are satisfied all over the ship
structure and main engine.
However, in case of vertical vibrations, velocity amplitudes of some substructures (aft peak and
superstructure) due to engine excitation, 2=3.53 Hz, are at the margin area where adverse comments
are not probable. Therefore, installation of vibration compensator is recommendable.
In case of torsional vibrations excited by the main engine, 6=10.60 Hz, velocity amplitudes
are relatively low. However, in the superstructure, at full load (design draught, T2=11.00 m) some
resonances can be noticed in the vicinity of the engine excitation frequency in case of unsupported
engine. Those resonances are at the margin of acceptable levels. Engine stays reduce vibration level
in superstructure for both loading conditions. Therefore, their installation is recommended.
The ship is equipped with compensator RotComp-110 for reduction of vertical engine moment.
The calculated ship hull natural frequencies and critical engine speed agree very well with measured
results. The predicted vibrations in the superstructure, at the margin of the permitted level, are reduced
by compensator to the permissible level. Based on the correlation analysis between calculated and
measured results, the compensator producer suggested to install compensator of small capacity
(RotComp-60) on the sister ship. Also, the producer concluded that similar procedure for vibration
prediction can be used for future vessels.

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 An integral procedure for ship vibration analysis XXII. Symposium Sorta 2016

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