SNAIVIE Transactions, Vol. 87, 1979, pp.

99-120

A Method for Evaluating the Hydrodynamic Added Mass

in Ship Hull Vibrations
Jean-Louis Armand, 1 Member, and Pierre Orsero, 1 Visitor
One area of concern in predicting the dynamic behavior of a ship'at sea is proper evaluation of the
effect of immersion. The influence of hydrodynamic pressure on the submerged surface of a vibrating hull has traditionally been considered based on an added mass concept. The strip-theory approach used, although valid for the first few modes of vibration of the hull girder, is inconsistent with
the refined three-dimensional finite element structural models nowused to obtain the higher frequencies of vibrational modes of interest, in the range of propeller blade frequency, in which deformation
of the ship cross section'plays an important role. A.three-dimensional finite element discretization
of the fluid domain is an approach which permits accurate values of'the frequencies of vibration to
be obtained in the range of interest. By using fluid elements with curved 15oundaries, the connection
between water and th e most complex structural geometries is rather easy to obtain. Since only one
degree of freedom per node (pressure) is considered, the computer time needed for calculation of
added mass is negligible in comparison with the time required for the total dynamic, analysis, although the mesh extent may be large and many node points used. A derivation of the mathematical
foundations of the hydrodynamic mass matrix as computed by the-finite element method is presented
and applied for the case of a large liquefied gas carrier. The effect of various mesh sizes for the
water model on the accuracy of the results is considered and ensuing rules for modelization discussed. Derivation of an "infinite" element accounting for the unbounded nature ofthe fluid domain
is also presented. It is believed that calculations such as the one presented in this paper could become routine at the design stage of a large ship, since an adequate mass-rigidity model of the structure will permit reliable determination of the ship's natural frequencies and modes, and therefore
will provide the rational choice ~atthe design stage of the number of propeller blades needed to avoid
global resonance.
',

Introduction

applicability of Lewis's method via the introduction of addiIN A PAPER which exactly 50 yearsago was read before this " tional coefficients obtained in a semirempirical fashion, such
Society prior to becoming.a naval architecture classic, the late as a mode-del:~ndent J-factor to account for three-dimensional
F. M. Lewis [1]2 wrote! "It has long been recognized that the effects or various local correction factors to account for the lowater surrounding a vibrating ship produces an effect equiv- cation of the section along the length of the ship [5, 7, 10, 11,
alent to a very considerable increase in the mass of the ship." 16, 18, 20, 35, 89, 47]. With increasingly more flexible ships,
A few years later, in the second edition of his well-known however, it has become apparent that the frequency range of
treatise on vibration, Timoshenko [4] added a footnote to a interest for propeller-induced vibrations comprises modes
paragraph devoted to vibration of hulls of ships, in which he which involve important deformations of the cross sections and
wrote: "To take into account the pulsating current flow in .the which therefore cannot ,be properly predicted from the simple
water due to vibration, certain mass of water must be added to beam models used successfully.foi" decades. The tremendous
progress recently witnessed in the continuing development of
the hull."
For vertical flexural vibration of two and three nodes of the methods of structural analysis, aseyidenced by the extremely
hull girder, this important problem was given a brilliant and . sophisticated three-dimensional finite element models involving
definitive solution by Lewis [1] and,independently, by Lock- several thousand degrees of freedom which have been proposed
wood Taylor [2]. In the subsequent decades the method pro- by various authors [23, 28, 31, 45,.50, 52, 58] and which have
posed by Lewis was to be used considerably by naval architects proven to represent adequately the rigidity as well as the
at a time when emphasis was laid on the first few modes of vi- structural mass distribution of the structure, must be matched
bration of the hull girders. Various authors subsequently either by the development of comparable techniques for tbe treatment
It is./ the purpose
extended the pioneering work of Lewis and Lockwood Taylor, of the fluid-structure interaction problem.

.
.
using analytical procedures for simple shapes idealizing a ship of this paper to describe some techniques which may be viewed
hull [6, 8, 9, 13-15, 17, 24], or suggested widening the range of as the extension 'tothe presentstructural models of Lewis's
method for the classical, b u t now obsolete, hull girder
J Research engineer, Institut de Recherches de,la Construction model..
Navale, Paris, France.
"Numbers in brackets designate references at end of paper.
Fluid f i n i t e e l e m e n t s
Presented at the "Annual Meeting, New York, N. Y., November
Consider
the
small
oscillations of a ship partially immersed
15--17, 1979, of T H E S O C I E T Y O F N A V A L A R C H I T E C T S A N D M A R I N E
ENGINEERS.
in a fluid domain extending to infinity in all directions (Fig. 1).
99

"

"

OI

\o,I
Oo

Sf

/
T "
y

Fig. 1

Submerged portion of ship hull and surrounding fluid domain

The fluid is assumed to be ideal (that is, nonviscous) and the

flow irrotational. Effects such as surface tension and cavitation
are ignored. The assumption of incompressibility holds provided that ~st2 << (c/f)~, where ~st is a characteristic structural
wavelength for the motion of the ship hull and c/f a characteristic acoustic wavelength for that motion, where c is the speed
of sound in the fluid and f a characteristic frequency of the
motion. This condition is satisfied and the fluid can be treated
in the incompressible limit if the dominant frequency corn-,
ponents characterizing the motion of the structure are low
frequency in nature, which is the case in the range of wave- and
propeller-excited vibrations as well as for rigid-b0dy motions
(0 to 15 Hz). As a result, the fluid motion can be described by
a velocity potential, d~(x,y,z,t), which satisfies the Laplace
'equation
~2q~ = 0
'
(1)
in the fluid domain. Bernoulli's theorem, moreover, yields the
following relationship at every point in the fluid domain
q2

b~ + p + v + ~ - = c(t)

(2)

bt
p
where p "is the pressure, p the density, q the absolute value of
the velocity, V the potential of applied external forces per unit
volume (gravity forces in our case), and C(t) an integration
function depending at the most on time t.
For the set of axes depicted in Fig. 1, V is a linear function
of y only, and the combination of equations (1) and (2) yields
simply, assuming the motions to be small enough so that q2 remains a second-order quantity (l{nearized theory)

vz

p = 0

(a)

which is to be satisfied at every point inside the liquid domain.

At every point on the part-of the hull surface, Sh, in contact with
the water, Euler's equation must be satisfied yielding
bp
b-n = - P a -

on

Sh

(3a)

For a finite element discretization of the surrounding fluid,

the infinite boundary has to be truncated at some "sufficiently
large" distance; only a finite portion D~ of the fluid domain,
contained inside a surface Sr, is considered (Fig. 1).
At such a boundary a suitable condition must be imposed,
ensuring that no waves are reflected, since waves originating
at the hull of a vibrating ship travel far and are finally absorbed
without their reflection having any effect on the response of
the structure. For such a "nonreflecting" boundary, the condition may be stated as [21]

bp = 0

on S,

(3c)

bn
We must observe, as Zienkiewicz [48] notes, that such a condition is valid for plane-wave situations only, and that in a real
situation a test must be made to determine if the "infinite"
boundary has been placed "far enough." We will return to this
'condition later when we study the influence of the truncation
on the solution and discuss the validity of the fluid finite element discretization.
Following the classical Galerkin discretization pi'ocedure,
the distribution of pressure within the fluid p(x,y,z,t) is approximated by
M
p*(x,y,z,t) = NT(x,y,z) P(t) = ~ Nm(x,y,z) Pro(t) (4)
rn=l

where vector N is made up of pressure interpolation functions

Nm(x,y,z), and the M components of vector P are the generalized pressure coordinates.
The equilibrium equation (3) is then only approximately
satisfied and leaves a residual R*

V2p* = R*

(5)

which shall be as smai! as possible.

The Pm are now chosen so as to minimize this residual. TO
accomplish this purpose, and following the steps of the Galerkin
procedure, we use the.interpolation functions Nm as weighting
functions, each of them being successively multiplied by the
residual and integrated over the fluid domain D~, leading to M
equations of the form
.

where un is the displacement normal to the interface (pointing

.inside the structure).
. f f f _ Nm ~72p* dxdydz = 0,
m = 1,2,... ,M (6)
The equilibrium condition at the free surface (y = 0) is expressed as
p=0
onSf
(3b) which, after integration by parts and taking into account
boundary conditions (3b) and (3c), may be rewritten as
assuming that surface waves have negligible effects; this is a safe
assumption in the frequency range of interest for propeller~SShNm ~ dS "
induced vibrations.(6 to 15 Hz), but would be questionable at
very low frequencies such as those encounl:ered for rigid-body
bNm bp* bNm bp* I
m
m
+
m
motions or even for the first fundamental mode of vibration of
- + Yz
xayaz = o,
~
-~x
bx
by -by
the hullgirder, which occurs at frequencies below 1 Hz for
m = 1,2 . . . . . M (7i
present-day large ships
10o

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations.

A finite element model of the fluid may then be conveniently

constructed, based on a Galerkin formulation such as discussed
in the foregoing, and applied to each individual element, the
integrations now being performed over individual element
voluraes and surfaces. The fluid domain D~ is divided into
three-dimensional finite elements. The pressure distribution
within each element is expressed by typical finite element interpolation functions which are continuous between'elements.
For a'typical element referred to by superscript (e)
M(e)

p*(e) = NT(e)p(e)'= ff[. Nm(e)pm (e)

(8)

m=l

the Pm (e) being the values of the pressure at the nodes of the
element. For a characteristic element (e), equation (7) may
therefore be rewritten as

~)p*(e)
yfS(e ) Nm (e)

dS(~) --

H(e)p(e) = 0

(9)

where the coefficients of the square symmetric matrix H (e) are

given by

Where the terms of matrices H and B are defined by equations

(10) and (14), respectively. This expression (15), linking the
pressures at discrete points of the fluid domain to noimal accelerations of discrete points on the part of the hull surface in
contact with the water, may be rewritten in the following
partitioned form

~" ~-[Hrr H r h ] l P r [ = l O [
(15a)
[Hhr HhhJ / t / P/ h BUn . (15b)
where the global vector P of nodal pressures has been separated
into two vectors: Ph, listing the pressures at the hull nodes, and
Pr the pressuresat the remaining (noninterface) nodes of D~.
Equation (15a) can be solved to express th e pressure at exterior nodes in terms of the interface'node pressures
'Pr = - - H r r - l H r h P h

By substituting this expressiori into equation (15b), we arrive

at

HhPh

= BUn

(16)

where the matrix Hh is defined as

H h = H h h -- H h r H r r - l H r h

ONto i)Nm, I dxdydz

+ Oz Oz ]

(i0)

To evaluate the first term of equation (9), we must introduce

the boundary condition (3a) at the interface of the fluid and

the iitructure for each element which possesses a face in cornmort with .the hull surface Sh. : Interface displacements are
expressed in terms of the structure element displacement interpolation functions and nodal displacements , that is

(17)

and is seen to be symmetrical as matrix H is also symmetrica.1.

The normal acceleration Onto at any node m may be expressed in terms of the correspond..ing nodal Cartesian coordinate accelerations 0n, Vm, and Wm as follows "

Unto = xra(] m + .Xym~m + XzmVlTm= A n , Turn

-where Xxm, hum, and Xzm are the direction cosines of the nor-

(11)" mal n to the hull surface at node rn.

The. complete vector of hull surface node normal accelerawhere Un (e) is the ~,ector of normal displacements of interface tions Un may then be expressed as
"
"'
nodes and N '(e) lists the'interpolat!on functions defining the
".
0n = 2~()h
(18)
displacement pattern in the direction normal to the boundary
.Sh. This is naturally defined as pointing from the structure into where A is a rectangular diagonal array of the normal coordithe fluid, that is, in the direction opposite to the normal defined nate direction cosines A,. r for the successive hull nodes, andfor the corresponding adjacent fluid element according to the Uh 'is a vector listing the Cartesian coordinate accelerations of
conventions ensuring validity of equation (3a).
all nodes on the part of the hull surface Sh in contact with the
Obviously, the same relationship may be used to express the water.
normal accelerations of the hull surface for the.element conAs a result, equation (16) may be rewritten as
sidered

Un(e) = N'(e)rUn(e)

lJn (e) = N t ( e ) T U n ( e )

Substituting equation (12) into the surface integral of equation (9), and taking into account boundary condition (3a), we
obtain--keeping in mind that in all that follows the positive
direction of the normal at a point of the hull surface is defined
as that pointing from the structure into the fluid, a convention
which results in a change of sign in the right-hand side of
equation (3a)
bp*(e)
(13)
.~ft.i(,) Nm (4 --~n ds(e)= B(e)ljn(e)
where the coefficients of the square matrix B (e) are given by

'Bmm"(e) = p . f.(,) Nn i (e)Nm ,' (e)dS(e)

( 14)

The complete set of equations for the entire fluid domain Di

may now be formed by assembling individual contributions of
the form (9) and noting that the contributions given by. equation
(13) apply only to hull nodes.
The discretized finite element equivalent of equation (7) is
thus
HP = B 0 .

Hh Ph -= SlJ h

(12)

(15)

or, equivalently
..

Ph = ~ I h - l S U h

(.19)

which expresses the relationship between the vector Ph('t) of

dynam!.c pressures at nodal points of the boundary Sh and the
vector Uh of nodal acceleratiom at points on the same boundary. The expression of matrix Sis
-'

S = BA

(20)

If we now assume that the structure has also been discretized

using a standard three-dimensional finite element formulation,

the equations of motion of the discretized structure can be .
written in matrixform as
MsO(t)"+ CsU(t) + KsU(t) - Fs(t) + Rfs(t)

(21)

where Ms is the ship mass matrix of the structure in vacuo (no

water), Cs the ship damping matrix (no water), Ks the ship
stiffness matrix (no water), Fs the vector of external excitation,
and Rfs the vector of hydrodynamic nodal forces acting on the
immersed part of the ship hull due to fluid.interaction, and
corresponding to the dynamic pressure field acting on the
hull.

A Method for Evaluating the Hydrodynam!c Added Mass In Ship Hull.Vibrations

101

The pressure distribution acting on the wet part of the hull,

Sh, is expressed by means of the fluid element pressure interpolation functions defined by equation (8) and the nodal hull
pressures Ph obtained from equation (19). For a typical interface element (e) then
p*(e) = N(e)Tph(e)
(22)
The nodal element forces R/s (e)which are equivalent to the
distributed pressure may then be evaluated by the virtual work
principle. If we apply a virtual displacement ~3Un(e) of the
structure nodes in the normal direction, the normal displacement of the element hull surface is, from equation (11)
~ttn (e) = N'(ff)TSu n (e) "
(23).
The work done by the hull pressures in this virtual displacement
is, by definition

in which the distinction has been made between displacements

Uh of the nodes located on the part Sh of the hull in contact with
the water and displacements Ur of all remaining nodes of the
structure, Or
(Ms + Ma)U(t) + CsU(t) + KsU(t)= Fs(t)

(;32)

which shows that the interaction of the surrounding fluid with

the structure is fully represented within theinitial assumptions
made regarding the fluid motion by the addition to the structural mass matrix of a hydrodynamic mass matrix
Ma = [oOMOh]

(;3;3)'

where

Mh = pLHh-IL T = _1 STHh_I S

(;34).
P
We are therefore led back to the standard structural problem
~)W(e) = -- . f (,) P*(e)~ttn(e)dS(e)
of the vibration in vacuo of the "dry" ship amended only by.
Replacing p*(e) and ~3Un(e) by their respective expressions (22) the addition to the structural mass matrix of this symmetrical
hydrodynamic matrix, the treatment of which is standard and
and (2;3), we obtain
-,
has been fully discussed in reference [49].
Such a mode-independent hydrodynamic mass matrix rep- .
~W(e) = -~Un (e)T[ f f Nz(e)N(e)Tds(e)I ph (e) "
resents the natural extension to three-dimensional models of
t dd s~)
I
(24) the discrete added masses of Lewis for one-dimensional beam
models. As opposed to the two-dimensional flow assumed by
Lewis, the flow may be apprehended in its full three-dimen~b!~}g ~ihlge t~!he !iv~ofrU~un~[~i~
~th!~a~to~ ~ ; ~ Rer~i: sionality by a finite element discretization. By using fluid elements with curved boundaries of the isoparametric type, we
namic forces at each node of the element (e)
can easily represent th e connection between water and the most
Complex
hull geometries. Twenty-node isoparametric brick
6W (e) -- 4- ~Un (e)TRJsn(e)
(25)
elements of the type discussed by Zienkiewicz [49] in the case
of three-dimensional continua have been derived and impleTherefore, equating the two expressions (24) and (25)
mented in a structural analysis computer program used by the
a[sn (e) = _ 1-- B (e)rPh (e)
(26) authors.
P
The finite element discretization of the fluid domain for
where the coefficients of the square matrix ]B(e) are given by interaction problems was first suggested by Zienkiewicz, Irons,
and Nath [12] in the context of vibrations of water-retaining.
etiuation (14).
Assembling all the element nodal forces on the fluid-structure civil engineering structures such as dams. The formulation was
subsequently extended to shipbuilding applications by Zienkinterface Sh then leads to the normal force vector "
iewicz and Newton [21] and applied by Newton [;36]to obtain
Rfsn = - 1_
BTPh
(27) values of two~dimensional added mass associated with rigidP
.body motions of a ship. Holand [19] compared various types
Similar to the procedure used to express the nodal accelera- of two- and three-dimensional fluid elements used in the context
tions in the normal directions in global Cartesian coordinates, of the classical Westergaard's problem of a rigid wall moving
the normal direction nodal forces can now be resolved in terms in a basin. His work was extended by Blaker [32], who has
carried out the vibration analysis of a propeller blade subof their Cartesian coordinate components, that is
merged in water, in which both structure and fluid are discreRfs = A TRfsn .
(28) tized. Finite element discretization of the fluid was also adwhere A T is a rectangular diagonal array of the normal coor- vocated by Clough [44], who formulates in detail the problem
dinate direction cosines Am, the transpose of the matrix A. al- of the response of a water-retaining dam to an earthquake.
An alternative variational procedure involving the total
ready having been defined in equation (18).
Lagrangian of the system obtained from an evaluation of. '
Equation (27) can now be rewritten as
energies of both the body and the fluid has been suggested by
afs = 1 ATBTFh = LPh
(29) Misra [;30], who applied it to obtain vibration characteristics of
a submerged Timoshenko beam which compared well with
P .
experimental data, and suggested that the procedure described
with matrices S and L being related by, from equation (20)
could be extended to deal with the general case of a submerged
S -pL T
(30) ship hull of arbitrary shape.. Eatock Taylor [;331presented an
analysis of the [lexural vibrations of a spheroid in an ideal fluid.
In partitioned form, equation (21) may therefore be re- The finite element method has been used to represent the
"written, if we replace the fluid-structure interaction force vector structural properties of the spheroid, and a consistent addedRfs by its expression,, equation (29), as
mass matrix has been derived from the exact solution of the
infinite fluid potential problem, truncated at a suitable number
Mrr Mrh] l~Jr i [Crr Crh]
K~hhhl
of terms.
Mhr Mhh]'[[Jh] + [Chr ChhJ .
Gomez et al [59] presented the theoretical basis of a general
= lFsr(t)[
0
formulation to calculate pressure forces acting on the surface
[Fsh(t)J + [O- pLHh-'LT] {0~} (;31) of a solid vibrating in a fluid based on a finite element discret-

{~i~q'} -[KKhh: {UUh}

102

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

' ization of the fluid medium. Matsumoto'[22, 26] compared

numerical results obtained using a finite element discretization
of the fluid domain in the context of a so-called layer division
method to the exact analytical solutions for the case of translation of an ellipsoid 9f revolution, of flexural sinusoidal vibration of an_ infinite cylinder; and of translation of a finite
circular cylinder. Fuiii, Tanida, and Y6kokura [34] investigated the problem of the vibration of a plate in water extensively considered under various boundary conditions by Kim
[46]. They used a finite element discretization of the fluid,
compared their results with those obtained from approximate.
calculations used in practice, and for an actual ship showed an
applic,ation to the vibration of Web frames in a tank submerged
with 'water. Marcus [55] used a finite element approach to
simulate the free vibration of submerged cantilever plates,
taking into account free-surface and partial submergence effects, and suggested applications to the vibration in water of
rudders, propeller blades, and, other shipappendages.. Ohnuma, Nagamoto, and Ushijima [27] investigated local vibrations of submerged structural members in the tanks of large.
ships; the added mass of water surrounding the deep girder was
obtained by a two-dimensional finite element method incorporating the source-sink technique and corrected for the effect
o f three-dimensional flow by a simplified calculation.
Madsen
[53] presented a procedure to obtain the natural frequencies
of a 'l?rismatic plate structure submerged in an ideal fluid and
vibrating sinusoidally in one direction, using a prismatic fluid
finite element w!th a triangular cross section adapted to the
. special nature of the problem: He fiarther extended this approach [54] to investigate the effect of restricted water depth
on the vibratior/pattern for a ship modeled as a Bernoulli-Euler
beam. Chowdhury [25] derived explicit expressions for the
matrices of two prismatic fluid elements, and, in a later work
' [88], presented an application to theMbration of,a cantilever
,and a free-free box and conducted experiments to qualify the
accuracy of the predicted frequencies and mode shapes
Meijers [40] presented the formulation of a prismatic fluid
finite element with six nodes used to model thewater sur. rounding the hull Of a containership. In his paper, he described
what appears to be the first true finite element discretization
of both ship structure and surrounding fluid for the case of an
actual ship.
An application to the vibrations of a.liquefied natural gas
(LNG) carrier involving a highly detailed model of both
structure and surrounding fluid was presented by Armand,
Orsero, ~nd Robert [50]
. Orsero and Armand [56] studied a simplified' model of a
barge, a quarter, of which is shown in Fig. 2. For reasons.of
symmetry, only one half of the complete ship is takeninto
cons{deration. The model exhibits 1340 degrees of freedom,
reduced to 470 for the eigenvalue solution. Located on thehull
surface are 151 nodes, each possessing three degrees of freedom.
,The dimension of the hydrodynamic mass matrix Mh is
therefore 453 by 453. The aim was to compare added-mass
effects in both a finite element approach and a conventional
approach based on Lewis's theory. To this effect, to be consistent with the simi~lifying hull girder model associated with
conventional procedures, a further assumption that all nodes
located in the sametransversal section have the same vertical
displacement is introduced, therefore reducing the dimension
of the hydrodynamic matrix to 13 by 13.
Figure 3 shows the distribution of the added mass computed
accordingly along the length of the ship. It may be viewed as
a series of bell-shaped curves Centered on each of the 13 sections
of the ship, in contrast to the discrete portions of straight lines
also represented and corresponding to the added mass obtained
from the conventional Lewis approach, for which coupling
between sections is'ignored. The mass matrix obtained via a

Slructure

L.~qu~d

i/
Fig. 2

Finite element discretization~ of structure of barge and of fluid

domain

finite element discretization of the fluid is full and mode-independent and corresponds to the actual three-dimensional
flow On the other hand, the two-dimensional flow approximation used in Lewis's approach yields a diagonal hydrodynamic mass matrix which must be rendered mode-dependent
through a variable global reduction factor J to account for
coupling between various sections of the hull girder, which is
not the same for different mode shapes.
This hydrodynamic mass matrix has been evaluated for
.-various fluid discretizations, in which both size and number of
elements of the mesh are allowed to vary. Meshes M4,.M5, and
M6 depicted in Fig. 4 have been obtained by successively
adding an extra external layer of elements tothe original mesh,
M3. Mesh M'4 serves to assess the influence of element dilatation; this mesh is similar to Mesh M4 but has the same spatial
extent as Mesh M5.
The convergence index which has been retained involves the
sum of all terms in the hydrodynamic mass matrix, and in each
direction. Such sums may in fact be interpreted as the added
masses in the three rigid-body displacements (heaving, surging,
and swaying) associated with each direction of the ship, where
the effectof surface waves has not been considered. Figure
5 shows the variation of the aforementioned quantities as a
function of the mesh used, and suggests the following conclusions:
Values obtained for the global added masses M y , ML, and
M T in the vertical, longitudinal, and. transversal directions,
respectively, obviously converge for increasing mesh size.
The difference between the results obtained using Meshes
M'4 or M5 is negligible
Mesh M3 appears to be insufficient. On the other hand,
results observed for all other meshes appear to be very similar.
It may therefore be concluded that the numerical procedure
used to determine the hydrodynamic added, mass matrix converges with the number of liquid elements used and with the
increasing extent of the mesh, although no complete mathematical proof can yet.be offered Moreover, the precision of
the elements used is sufficient to allow Mesh M'4 to represent
correctly the same fluid volume as is occupied by a more refined
Mesh M5. Rules for adequate modelization of the liquid domain may then be immediately inferred from the foregoing
results.

A Method for Evaluating the Hydrodynamic Added Mass In Ship Null Vibrations

103

Mh
(ton)

-r

-Nl2

.3000

i-~-

Convenhonal

approach

1
I
I

I
i

'2000

I
I

I "I

J--

1-

.4-

-n,IO

Numerical

approoch

'ooo// X
I

/
4

Fig. 3

\ \

5
. .

Length between perpendiculars: 266.20 m (873.13 ft)

Breadth molded:
41.60 m (136.44 ft)
Depth molded:
27.60 m (90.52 ft)

104

Longitudinal distribution Of added mass

For the same structural model, we also compared the numerical values of the frequencies obtained using the finite element discretization when the inertia of the surrounding water
was taken into account with those obtained using conventional
added masses computed from the Lewis method as modified
by Andersson and Norrand [18]. As was expected, the results
agreed very well for the first two modes of vertical vibration,
for which the behavior of the.ship may be safely identified as
that of a beam in the first modes of vibration. Beyond the third
mode of vertical vibration, however, the discrepancies rose to
unacceptable levels.
Use of the method will be demonstrated here for the realistic
case of a 129 500-m 3 (--'4.6 million ft3) LNG carrier. The
general characteristics of the ship are as follows:

Fig. 4

Various liquid meshes investigated

I0

II

12 135
;~:tD
i~n'ef'
nu1m

The loading .case considered is that.corresponding to ballast

conditions, with a displacement of 76 935 metric tons--t
(75 396 long tons--LT) and a corresponding draft of 9 m (29.52
ft).
One half of the finite element model of the structure is shown
in Fig. 6. The model consisted of 1904 grid points corresponding to 5331 degrees of freedom, and connected by 5972
elements, approximately evenly divided among rod (onedimensional) and triangular and quadrilateral (two-dimensional) membrane elements.
The finite element discretization of the surrounding water
is represented in Fig. 7. It extends 273 m (895.44 ft) in the
longitudinal direction, 132 m (432.96 ft) in the lateral direction,.
and 113 m (370.64 ft) in the vertical direction. Twenty-node
isoparametric brick elements have been used. The model of
the fluid comprises a total of 612 such elements, corresponding
to 3869 nodes with one degree of freedom per node. There are
559 nodes in contact with the submerged part of the hull.
The 5331 degrees of freedom of the structure were subsequently reduced to 900 using static condensation. Great care
was exercised in the selection of the dynamic degrees of freedom so that the desired dynamic characteristics would be altered as little as possible, with, for reasons for economy, the.
smallest number of dynamic degrees of freedom. All degrees
of freedom associated with small contributions to the kinetic
energy have been eliminated.
Figure 8 represents measured and calculated values of the
longitudinal acceleration at a point on top of the superstructure
as a function of the frequency for a known punctual excitation
force provided by an exciter located in the aft part of the Ship
and simulating the effect of the propeller. It shows the excellent correlation obtained between measured and calculated
values of the natural frequencies. Damping, which remained
the only unknown parameter, was entered into the model as a
percentage of the critical damping for each mode, the values
of which had been adjusted to recover the measured amplitudes
of the peaks.

A Method. for Evaluating the Hydrodynamic Added M&ss in Ship Hull Vibrations

As pointed out in reference [50], the computational effort

mw)lved m calculahons such as those just described when a fi.nite element discretization of the fluid domain has been effected is not significantly increased compared to the same
calculation with added masses obtained in the conventional way
and quite arbitrarily distributed among a few points of the
bottom part of the hull, in contrast with the finite element approach, in which all nodes on the submerged "p~rt.0f the hull
carry a portion of this mass. A fluid finite element possesses
only one degree of freedom (that is, pressure) per node and all
degrees of freedom in the fluid domain are condensed on the
hull using the straightforward procedure given by equations
(,1.5), (16), and (17). In preparing input data, the main diffi-.
culty lies in describing the hull surface compatible with the"
me~h used to model .the structure, as well as adequately representing its hydrodynamic characteristics. Once the hull
surface has been described and the hull nodes chosen, generation of the complete fluid mesh can be effected rapidly and
efficiently using automatic data generation procedures.

Mh
(xlO~ton)

Infinite elements
Ahhough no real physical domain extends to infinity, it has
been found convenient in developing the analytical equations
[field equation (3) and boundary conditions (Sa), (Sb), and (~)]
governing the behavior of the fluid flow to assume that the fluid
extends to infinity in all directions. " The associated finite element analysis has dealt with this situation by a simple truncation, therefore implicitly assuming that beyond a boundary at
a "'sufficiently large" distance the effects of the fluid motion
on the fluid-structure interaction problem can be safely neglected. It has been shown [56] that within such an assumption
convergence occurs with increasing domain sizes, although
these domains necessarily remain finite. Therefore, nothing
but physical intuition has assured us yet that, at the limit, when
we go from a finite tO an infinite domain, an accompanying
discontinuity in results will not occur..
The method suggested herein is based on the use of an element shape function which extends to infinity. The common
characteristic of conventional, finite elements is that some
quantity is integrated over a finite domain; however, there
seems to be no reason why the domain should not be infinite
provided that the quantity integrated remains finite.
The use of infinite elements was first proposed and subsequently developed by Zienkiewicz and Bettess [87] and Bettess
[4S]. Although the approach is too recent to have had widespread application; its use clearly demonstrates great potential
[57]. - In applying such infinite elements, we are concerned not
with obtaining a true indicationof the behavior-of the fluid
toward infinity, but, rather, with modeling the effect of the far
region on the domain of interest.
'The shape function chosen to define an infinite element must
conform to certain requirements. Obviously, it should be realistic, it should also lead to integrations over the element
domain which are finite. Satisfaction of the condition at ins
fin!ty may be obtained in various ways--among them, using
exponential or reciprocal decay. Accordingly, two types of
elements have been devised for the purpose of this study, following one type of decay or the other.
The application to the classical problem of radial expansion
of an elastic sphere in. water, for which an analytical solution
exists [3], will be presented here for various meshes involving
finite and infinite elements. Comparison ofnumerical results
obtained with the exact solution will serve-to demonstrate the
validity of such discretizations.
Statement of the problem
A spherical shell of radius Ri at initial time'expands uniformly

-60

M5

M6

M5

M6

Mv

-50

--40

-30

M3
+

- 20.

M4
/

'"

~.

Mx

M'4

-I0

M3
+

M4
--+

M5
-!
M'4

M6
~-

I
4-0

I
S'O

I
8'4

2"4

ML

Added mass in vertical, transversal, and longitudinal directions

corresponding 'to the different fluid meshes of Fig. 4

Fig. 5

in the radial direction with constant velocity/~. It is immersed

in an inviscid, incompressible fluid extending to infinity in all
directions; the resulting flow is assumed to be irrotational.
Although the problem obviously,exhibits spherical symmetry
and may be treated using one spatial variable only, as will be
the case to obtain the analytical solution, discretization will use
fully three-dimensional elements and involve one eighth of the
sl)here ar{d of the fluid domain (Fig'. 9, showing one layer of
fluid elements).
Analytical solution
The flow may be described by a velocity potential qs, which
is found as a sol.ution of the following boundary-value
problem
~72~ = 0
.

On

lim q5 = 0

throughout fluid domain

Url

(35)

on surface of. sphere, with Un denoting

velocity normal to surface of sphere
pointifig inward
(35a)
being condition at infinity

(35b)

For uniform expansion of the sphere (u, = -/~ = constant),

the solution takes the form
RZR

qS=---

forr>R
(36)
r
and R(t) = Ri + Rt denotes the radius of the sphere at time t.
This solution satisfies the kinematic condition on the spherical
boundary

A Method for Evaluating the Hydrodynamic Added Mass In Ship Hdll Vibrations

105

(36a)

' -~nr=R]

At initial time
S0 = 'R~/~ f o r r > R ~
r
The kinetic energy of the fluid is at any time given by

2T = -p

~ dS

(87)

(88)

and at initial time

,

-.

2T0=-p
i

R tt

(R)dS

/"

(~39)

= 47rpR~[{ 2

t~
e"

...1
!
O
O
tO

t~

~l'he kinetic energy of the fluid may be interpreted as that

of a mass Mh = 4rpR~ which represents three times the mass
of the fluid volume displaced by the sphere, to which velocity
R has been imparted. The'action of the fluid on the sphere is
therefore equivalent to additional inertia terms characterized '
by this equivalent mass Mh.
If we now assume that the condition at,infinity (35b) is imposed at a finite distance Re, the corresponding potential o'
is obtained from the potential 0 corresponding to the infinite
domain by subtracting a term corresponding to So(Re), that
is
S0' - R~/~ R~z/~" for R~ < r

Re.

< Re

The corresponding added mass now becomes

R~

Mh" = (1-- -~e)Mh

2
"5

(40)

(41)

This expression (41) will allow us to assess the validity of numerical solutions obtained by finite elements with truncation
of the fluid domain at a finite distance Re, the condition S =
0 being then imposed on the finite boundary of the discretized
domain.

E
E
..a

It

Numerical solutions obtained using finite and infinite

elements: description of the diseretization method
used
Due to the spherical symmetry of the problem and as was'
already noted, only one eighth of the sphere and of the fluid
domain have been considered for numerical calculations.
Twenty-noded isoparametric fluid finite or infinite elements
have been used according to the following guidelines "
There are three elements in contact with the surface of the
sphere (Fig. 10).
The mesh is made of n concentric layers of elements distributed between radius Ri and Bn measured from the center
of the sphere (Fig. 11).
For a model built up solely of finite elements, condition S -=
0 is imposed at all nodes of the outer layer (Fig. 12) For a
model featuring infinite elements, the latter are obviously located in the outer layer (Fig. 13).
Two meshes haye been used, differing by their spacing between element layers, which are given in the table below.
Mesh MI (coarse
in contact
with sphere)
Mesh M2 (fine
in contact
with sphere)

106

IR1/Ri l 7

R3/Rt l Rs/R~I
81
RI/R~
111

.I 1.6

2.6

R3:R,I RsJR,I 'o'R,

A Method for Evaluating theHydrodynamic Added Mass in Ship Hijll Vibrations

25

Fig. 7

Finite element model.of surrounding fluid (one half)

220-

,0o-

'I

!
i

i
C A [ C U L A rE

,0"

i,,.

,oo!
i
80", 7

,~j./
40'-

'

i
I

/;/

',

/;/i

', ~

/,." /

"/

:': ,I""t",

.
-

7 / I"

"

; /

~,~

,/
I

; /'

,;i
,",.,.},..;

I /i

\/'

'.

~.....

"?

',,

!;;

\",.
%\ "-,
\\.-

.................
",,.

'-,c

.,

,1 ~:::

........... ..

j
!

\,.,7

I
o" ...............................................................

~--' ...................... :-"............................. -: ........ : ................. ':- f['t'

Fig. 8 Comparison of measured and calculated frequency response

A Method for Eva!uating the Hydrodynamic Added Mass In Ship Hull Vibrations

107

,I z
I

'/

".

.~ ~.-....-:.:.~

Y.

SPHERE

INFINITE FLUID

Ri

Fig. 11

Fig. 9

One eighth of sphere with one layer of fluid elements

Results

A comparison between the two types of elements will be

made from the numerical values obtained for the velocity potential as well as the added mass Mti. MeshEs'M1 and M2
were examined. The number of layers used was successively
taken as 1, 2, 3, 5, and 10.
Velocity potential ~b--The solution obtained using the finite
element model is clearly a function of the distance at which
condition q~ = 0 is imposed (Fig. 14). Realistic values for the
potential may be obtained provided that the condition is imposed at a sufficiently long distance from the center of the
sphere (of the order of 20 to 80 times the radius Ri of the
sphere). On the other hand, refining the mesh in the immez -

R1

Concentric mesh with n layers

diate vicinity of the sphere did not appear to influence greatly

the results, since, for the same number of elements, the external
boundary of the model is now closer to the sphere than that for
the coarser mesh.
The solution obtained using infinite elements with reciprocal
decay (proportional to 1/r) nearly reproduces the exact analytical solution (Fig. 15). This is not surprising for this particular case, since the analytical solution decreases as 1/r. It may
be noted that a model consisting of one layer only of infinite
elements leads to a better value for the potential on the surface
of the sphere than a finer mesh comprising finite elements,
which implies that the presence of the latter in the vicinity of
the sphere may hamper the quality Of the approximation.
Figure 16' shows that excellent ~ipproximations for the potential are obtained using infinite elements With exponential
decay (e-r/L). The accuracy of the results is continuously
improved as the number of layers of finite elements is increased.
However, the values obtained do not appear to vary greatly
with the fineness of the mesh.
Added mass--Figure 17 shows the values obtained for the
added mass using the different models as a fraction # of the
exact value Mh = 47rpR~3.
It is worthwhile to examine the convergence of the finite
element model when the external boundary is moved away
from the center of the sphere by successive addition of element
layers;.we note that there exists an asymptote which is different
for each mesh. For instance, at best, Mesh M1 is able to yield
only a value of the added mass equal to 94.5 percent of the true

F I N I T E ELEMENTS

Fig. 10
108

Distribution of nodes on surface of sphere

.-Rn .

Fig. 12

Finite element mesh

A Method for Evaluating the Hydrodynamic A d d e d Mass in Ship Hull Vibrations

valuel whereas Mesh M2 yields a value equal to 98.5 percent

of the exact one. The asymptotic value' therefore seems to
depend heavily on the fineness of the mesh in the vicinity of the
sphere. The curves corresponding to Meshes M1 and M2 are
seen to reach from below the limit set by the exact value [1 (RdR,,.)]. Mesh M2 appears tobe sufficiently fine due to the
small discrepancy with the limit which.has been obtained.
Infinite elements, on the other hand, for a single layer, and
therefore at minimal effort, yield values equal to 99 and 95
percent of the exact value, for reciprocal and exponential decay,
respectively. The fineness of the mesh in the vicinity of t h e
sphere appears to have had very little influenceon the results
for the added mass, Since added mass is obtained by integration of the potential on the surface of the sphere, the value of
that potential must be known with precision only on the surface
of the sphere, thereby yielding an accurate representation of
the added mass.
The approach using infinite elements therefore appears extremely promising. For the simple example of a sphere expanding uniformly in an infinite medium,, consideration of
numerical values obtained using a finite element discretization
of the fluid domain allows us to draw the following conclusiorts,
which appear to be valid for the most general fluid-structure
interaction problem.
A model composed of' finite elements only converges
toward the exact analytical solution provided that the mesh is
"fine enough" in the vicinity of the structure and, more importantly, that the external boundary, on which the condition
at infinity (~ = 0) is enforced, is "far enough." Fineness and.
mesh extent being relative, they necessarily depend on the
specific problem being considered.

i!

',,'J,S4,BEi~OF LAYERS

':iX.
:::I,'1,

'

'

M10

~,

M2

JJ
J
FINITE ELEMENTS

Fig. 13

INFINITE ELEMENTS

Finite e l e m e n t and infinite e l e m e n t m e s h

Discretization of the fluid domain using only a single layer

of infinite elements leads to very accurate results for the values
of the velocity potential as well as for the added mass. The
accuracy obtained, however, is to some extent a function of the
type of decay chosen, as was noted in the case of our simple
example, in which the exact solution was obtained from a velocity potential proportional to 1/r.
Elements such as described herein have been implemented
in a general computer program used for dynamic calculations
similar to that for the 129 500-m3 LNG carrier, and are presently being tested: In particular, infinite elements have been

5
1

M1

'O

M2

_3

...

'

-2
i

',k

'

'

.
,

2b

. - -..
"*" ._-~....~.. ~ _ . . ~

3o

,'o

Fig. 14

V a l u e s of v e l o c i t y potential using finite e l e m e n t s ; influence

of m e s h g e o m e t r y
"
A Method

for Evaluating

the Hydrodynamic
t

Fig~ 15

Added

2'0

3'o

Values of velocity potential using finite and infinite elements

(reciprocal decay); influenc e of m e s h g e o m e t r y
M a s s In S h i p H u l l V i b r a t i o n s

109

NUMBER OF LAYERS

MI

/'1

M2e

Corresponding values for the global added masses Mv and.

Mr associated with rigid-b0dy motions in.vertical and transversal directions have been represented in Fig. 18, which shows
the significant improvement achieved over previousresults. At
the same time, the decrease in the number of fluid elements has
been accompanied by a sensible alleviation in the computational
effort required to build the hydrodynamic mass matrix. It may
safely b~ concluded thatadvantages are tobe gained from an
introduction of infinite elements in actual vibration calculations,
especially since models,grow rapidly to significant sizes. Their
systematic Use will undoubtedly improve the reliability of finite
element calculations without requiring significantly greater
computational effort.

EXACT

.3

.2

5
Fig. 16

10

30

Values of velocity potential using finite and infinite elements

(exponential decay); influence of mesh geometry

used to' represent the effect of the water surrounding the simplified barge model 9f Fig. 2 already considered for testing the
validity of finite elements. Mesh M1 = consists of 46 infinite
elements with reciprocal decay, distributed in a single layer
in contact with the hull surface:
1'

=" ( - r / . )

Conclusions
Finite element and infinite.element discretization of the fluid
domain has been shown to provide a reliable and efficient
method Of representing accurately the inertia of the water
surrounding a vibrating ship in a way consistent With the
three-dimensional.structural models necessitated by the increase
insize and flexibility of present-day ships. Results to date indicate excellent accuracy for the method. Other approaches.
. are also possible, and appea r very promising. Deruntz and
Geers [51] have presented a computational technique for the
treatment of fluid-structure interaction effects by discrete
boundary integral methods based upon a variational approach.
involving the assumption of constant source strength over each
surface element.
"
Chopra [29], in the context of the earthquake analysis of
structures such as dams, treats the structure .and the fluid as
substructures. The structure "may be idealized by the finite.
element method, thus taking advantage of its ability to handle.
systems of arbiti'ary geometry and variation of material prop-.
erties. ' At the same time, the fluid may be treated as a continimm, an approach which is ideally suited to the simple
boundary, conditions and to the great extent of the surrounding,
water. The analysis procedure then couples the.substructures
by considering Compatibility conditions and the forces interacting at the fluid-structure interface.
Webster [42], in extending the classical method of Frank [1:3]
to compute the hydrodynamic pressure around an arbitrary
section undergoing an arbitrary deformation, has shown that

(Yr
M1

Fig. 17

Values of added-mass
ratio for various mesh types and
geometries

0.5

R=

110

50

100

150

200

250

A Method for Evaluating the Hydrodynamic Added Mass in, Ship Hull Vibrations

LMh . ,
the hydrodynamic forces acting on a discretized'structure may
(xlO3ton)
be represented as the product of a matrix that isdependent on
the ship geometry, but not its vibrational motions distribution,
and of a vector which depends only on the motion. ,Webster's
approach has the advantage of being able to deal efficient.ly
,
M I o~
with lower frequencies, at which the creation of surface waves
. . . .
-7---+
Mv
drains energy from the vibrating structure and gives rise to
-50
M6
M5
effective damping of the motion, the added-mas~:fiiatrix beJ M.,i
/
coming in that case complex and frequency-dependent.
4~"
With greater knowledge and the attendant development of
M3
improved methods, the naval architect is now able to predict
with confidence the natural frequencies and corresponding"
mode shapes of a ship. This constitutes an important first step.
toward reliable predictiofi of the response of a ship under service conditions, which can be realized only when present
-40
techniques for determining excitation forces are improved and,
most of all, when the effects of damping are more fully understood [41, 6 0 ] . .
)
If, however, it can be ascertained with reasonable assurance
that the natural frequencies of the hull are not likely to coincide
with any of the forcing frequencies, then the vibration is u n likely to cause concern even if the excitation forces are of considerable magnitude. For present-day ships, the most signif-30
icant forces causing vibration are those induced in the propeUer
and which occur at frequencies equal to the product of the shaft
revolutions per minute and the number of blades.
Partial knowledge of damping as obtained from correlations
between the results of theoretical calculations and full-scale
measurements [58] ma~, now be sufficient to determine the
MlCO

~+
MT
response of a ship to unit forces applied at the thrust bearing
-20
+~ "."
M4
5 '
. M6
?and on the hull in way of the propeller disk. If the damping
M3
is quantitatively introduced in the model in the form of viscous.
damping as a fraction of the critical damping for each mode,
the naval architect will be able to recognize potentially danI
i
i
I
gerous frequencies at .the design stage and to thus determine .0
2,4
4.0
6 0
8.4
rn
in a r~ttional manner the number of propeller blades
Fig. 18 Added mass in vertical and transversaldirections corresponding to one layer of infinite elements fo r barge problem of Fig. 2,
as well as to the different fluid finite element meshes of Fig. 4
Acknowledgments
Part of the research described herein has been carried out
i
'with funding from the French Maritime Administration (Di10 Kruppa, C., "Beitrag zum Problem der Hydrodynamisehen
T~gheitsgr6ssenbei Elastischen Schiffsschwingungen,"Schiffstechnik,
rection G~n~rale de la Marine Marchande).
Vol. 9, 1962.
The authors are particularly indebted to Professor O. C .
11 Csuporl D., "'Discussion to Report No. 9 on Vibration," ProZienkiewicz and Dr. P. Bettess, both of the University of W~iles '
ceedings International Ship Structures Congress, Delft The Nether'at Swansea, for their invaluable assistance in part of the re- lands, 1964.
search, as well as for their helpful comments and continued
1 2 Zienkiewicz, O. C., Irons, B., and Nath, B., "Natural
encouragement.
Frequencies of Complex, Free or Submerged Structures by the Finite
Element Method" in Vibration in CivilEngineering, B. O. Skipp, Ed.,
Butterworths, London, 1966.
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~
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4 Timoshenko, S.~ Vibration Problems in Engineering, 2nd ed., ". 16 Kumai, T, "A Method for Evaluating the Three-Dimensional
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Container Ship,'"TN0, Report No. 195S, Netherlands Ship"Research

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Fluid, Determined through Variational Methods," Journal of Ship
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Research, Vol. 18, No. 3, Sept. 1974.
the Boundary Integral Method," International Journal for Numerical
31 Risse, M., "'Schwingungsuntersuchung nach der Methode der Methods in Engineering, Vol. 12, 1978.
52 Liepins, A. A., "Prediction of Propeller-Induced Ship Vibration:
Finiten Elementen," Hansa, No. 22, 1974.
32 Blaker, B., "Vibration of Submerged Structures as Computed Some Structural Aspects," International Shipbuilding Progress, Vol.
by the Finite Element Method," First World Congress on FEM, 25, 1978.
53 Madsen, N. FI., "The Natural Frequency of Prismatic Plate
Bournemouth, U. K., 1975.
33 Eatock Taylor, R., "Analysis of the Flexural Vibrations of Structures Submerged in a Liquid," Zeitschrift fiir angewandte
Variable Density Spheroids Immersed in anideal Fluid, with Appli- Mathematik und Mechanik, Vol. 58, June, 1978.
cation to Ship Structural Dynamics," Philosophical Transactions of
54 Madsen, Iq. -1~17,"Ontlae-influence-o~l'/ree-bimensional Efthe Royal Society of London, Part A, Mathematical and Physical fects and Restricted Water Depth on Ship Hull Vibration," InternaSciences, Vol. 277, No. 1274, Feb. 13, 1975
tional Shipbuilding Progress, Vol. 25, No. 286, June 1978.
34 Fujii, K., Tanida, K., and Yokokura, Y., "Vibration of Elastic
55 Marcus, M. S., "A Finite-Element Method Applied to the ViBody in Contact with Water," IHI Engineering Review, Nov.. bration of Submerged Plates," Journal of Ship Research, Vol. 22, No.
1975.
2, June 1978.
35 Grim, O., "Hydrodynamische Massebei lokalen Schwingungen,
56 Orsero~ P. and Armand, i.-L-., "A Numerical Determination
insbesondere bei Schwingungen im Bereich des Maschinenraums," ofthe Entrained Water in Ship Vibrations," International Journalfor
Schiff und Hafen, Vol. 27, 1975 (in German).
Numerical Methods in Engineering, Vol. -13, 1978.
36 Newton, R. E., "Finite Element Analysis of Two-Dimensional
57 Saini, S. S. Bettess, P., and Zienkiewicz, O. C., "Coupled HyAdded Mass and Damping" in Finite Element in Fluids, R. H. Gal- drodynamic Response of Concrete Gravity Dams Using Finite and
lagher, J. T. Oden, C. Taylor, and O. C. Zienkiewicz, Eds., Wiley, New Infinite Elements," Earthquake Engineering and Structural DyYork, 1975.
namics, Vol. 6, 1978.
37 Zienkiewicz, O. C. and Bettess, P., "Infinite Elements in the
58 Armand, J.-L. and Orsero, P., "Analytical Identification of
Study of Fluid-Structure Interaction .Problems," Proceedings, 2nd Damping~ in Ship Vibrations from Full-Scale Measurements," to be
International Symposium on Computing Methods in Applied Science presented at the RINA Vibration Symposium, London, Dec. 11-13,
and Engineering, Versailles, France, Dec. 15-17, 1975.
38 Chowdhury, P. C., "Free Vibrations of Fluid-Borne Structures: 1979.
59 Gomez, G. P., Guti~rrez de la Cueva, J. J. F., and Orge, S. P.,
Investigations on a simple Model," Trans. North East Coast Institution
"Calculation of the Pressure Distribution over the Surface .of a Viof Engineers and Shipouilders, Vol. 91, No. 1, 1976.
39 Langecker, E. and Palm, L., "Zur Anwendung der Kor- brating Solid in a Semi-Incompressible Fluid by Means of the Finite
rekturfaktoren der hydrodynamischen Masse nach Kruppa bei Element Method," International Shipbuilding Progress; Vol. 26,
SchiffskSrperschwingungen'" (Application of Kruppa's Correction 1979.
60 Report of Committee ii. 4, "Steady-State Dynamic Loading
Factors for Added Mass in Hull Vibrations), Schiffbauforschung, Vol.
and Response," Proceedings, Seventh InternationalShip Structures
15, March-April 1976.
,
40 Meijers, P.~"Numerical Hull Vibration Analysis of a Far-East Congress, Paris, 1979

Discussion
Knut T. Skaar, 3 Visitor, and Svein SkjCrdal, Member

This paper is the most complete one of a series of papers in

which t h e p r e s e n t authors have presented a valuable contri3 Det norske Veritas, Oslo, Norway
112

bution to the understanding of hydroelastic problems in ship

vibration.
We agree to the application of the fluid finite element approach as a research tool and also for future design calculations
in the case of detailed investigations of local or coupled local/

A Method for Evaluating the Hydrodynami Added Mass in Ship Hull Vibrations

HULL

GIRDER

i tv,....,o.

f (z)

FREQUENCY
q

8.().

for prediction of hull girder vibration is developed. "

"
6.0

can be interpreted as a lift effect. It seemsto us that the authors

have formulated a hydroe]astic problem for a Ship at zero for-ward speed. However, we fee] that all first-Order hydrodynamic effects should be included when a rigorous 8-D theory

' "

IN AI~R~)a/~/f

Additional references

FLUID FINITE,. ~ / , ~ "

v::.'L"::-::

~LEME.~S "/ //'.S~R'~-~'EOR~

t.0.

[61] ' Carlsen,.~G;~A,. Skaar, KT., and Kucharski, M., "Propeller

Induced Ship Hull'Vi6"ration. DesignStageCalculation with Sufficient'
Accuracy at a Reasonable Cost," Euromech 122, Paris, Sept. 1979.
[62] "Superelement Structural Analysis Program Modules,"
SESAM-69, User's Manual, Det norske Veritas, Oslo, Norway.
G. C. Volcy, Member

2.0- ~

/.

'

JS

6
NUMBER

8
OF

NODES

Fig. 19 Addedmass of water

global vibration phenomena. However, we do not find any

inconsistencybetween the use of strip theory with correction
for three-dimensional flow and the 3-D finite element structural
m(xlels commonly applied. In the case where the deformation
of the ship cross section plays an'important role, not. only the
added mass but also the modeling of the steel structure and the
distribution of steel, equipment and, in particular, cargo mass
should be reconsidered. For more details about modeling, see
Carlsen et al [61] (following this discussion).
Det norske Veritas has used the fluid finite element and the
sarne computer program as the authors [62] in connection with
vibration calculations of bulkheads, web frames, propeller
blades, and propeller ducts, and in reference [61] a study similar
to the bargeshown in Fig. 2 of the paper is presented.
The results are summarized in Fig. 19. In the case of strip
theory the J-factor is taken from reference [18] of the paper,
for a.five-noded hullgirder mode. Thus, for higher modes the"
added mass is overestimated, and a .lower J-factor should have
been introduced to obtain complete agreement with the fluid
element approach.
The dotted line in Fig. 19 shows the results when the added
mass is lumped to the nodal points along the bottom in the
centerline. This gives large deformations of the transverse
sections, which has nothing to do with the strip theory but
emphasizesthe importance of mass modeling in general.
Finally, we would like to comment, on the mathematical
formulation of the hydrodynamic part of the problem. The
high-frequency assumption that the unsteady velocity potential
e r = 0 on the mean free surface is widely accepted, an assumption involving no loss of energy through surface waves
radiated away from the body. Further, if the ship is advancing
at constant forward speed in the positive x-direction, the total
velocity potential should be written

b(x,y,zlt) = - U x + G(x,y,z) + ~bT(x,y,z,t)

where - Ux + ~ is the steady contribution, with U the forward speed of the ship, and eT is the unsteady potential. Assunaing ~bs to be a small quantity, the linearized unsteady
pressu~'e is found from Bernoulli's equation:

The second term in the parentheses is well known in the theories

for ship motion and wave-induced hull girder vibration, and

I wish first to thank the authors for their invitation tocontribute, and to compliment them for the elegance of solution
and Cartesian approach shown in their study.
In fact, the introduction of infinite elements into the study
of virtual 'mass of water is very original, but also promising,
technically and economically.
Of course, we are awaiting with interest the results of the
calculations of the supplementary study announced by the
authors at the end of this paper.
We would like to have the authors' opinion on how they
propose to apply these infinite fluid elements studied on a
simple cylindrical convex model to real ships, especially in way
of the aft part of the vessel, where not only convex but also
concave surfaces are present. We would like to know also
whether for such cases one layer of infinite elements will be
sufficient, because in this part of the ship, interaction problems
between different pressures reflected by these surfaces may
occur.

As the results obtained by the autl~ors in the correlation between the calculations of natural frequencies of hull girder with
finite liquid elements, they are really satisfaetory, and I am
pleased to add that the measurements to which the authors refer
have been executed by calling for use of an out-of-balance exciter of25-ton output Conceived and built by Bureau Veritas.
"
We would also appreciatethe authors' opinion on w h i c h
discrepancies arisingbeyond the third vertical mode they
consider as unacceptable when calling for the results of calculations of virtual mass of .water determined by the Lewis
method and modified by Andersson and Norrand. - According
to our experience; we are even surprised by the degree of correlationwhich is obtained between measurements and calculations done by applying the aforementioned method.
Table 1 givesthe results of calculations of hull girder vibrations of a 558 000-dwt tanker where even five modes show a
good degree of correlation[63]. Table 2 gives the i-esults of o u r
calculations executed in an analog way for the sea-barge carrier,
built recently by Valmet Shipyard, where the correlation degree
of vertical hull girder vibrations may be considered satisfactory,
even for the eight lowest modes [64].
I think that an interesting study which should-be undertaken--now that we have the necessary rational tool for correct
assessment of external mass of water--is to examine more
closely the reasons why even the simplified calculation method
as established by Professor Lewis gives such satisfactory results.
I think that this is a good occasion to pay homage to his genius.
In view of this aforementioned consideration, it may be understood also that Bureau Veritas's interest in hydroelasticity
problems has been oriented mainly not to the calculation of the
external virtual mass of water but to the study of the internal
mass of water which we have encountered in, the past [65}. ,
In fact, as everybody knows, oil tankers have suffered serious
damage to their internal steelwork, and it has become absolutely

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

1 13

Table 1

Mode No.

Calculated, Hz
Measured, Hz

Table 2

Natural frequencies of TT Batillus

0.408 0.84
0.44 " 0.95

1.24
. 1.15

1.55
1.32

1.99
1.85

2.19
2.7

c~s

Natural frequencies of sea-barge carrier Julius Fuschik

Mode
Vertical
Transverse
No. Measurements Calculations Measurements Calculations
1

2
3
4
5
6
7
8

1.05
1.85
2.67
3.62
4.52
5.42
6.10
7.02

1.04
1.90
2.69
3.59
4.17
5.49
5.86
6.89

1.52
2.65
4.07
5.12
6.27

1.57
2.46
4.01
5.16
6.04

necessary to establish a correct program that will allow free and

forced calculations of this internal element of the tanks to
proceed. For this reason, Bureau Veritas has established a
program calling for finite fluid elements as well as coupling
elements which describe correctly the transition from the liquid
domaiia to the steel. I am happy to announce that we have
succeeded in establishing such a program that has practically
no technical limitation from the point of view of number Of
elements or dynamic degrees of freedom. This program has
been already tested with measurements executed on a VLCC,
and Bureau Veritas is preparing a paper to be submitted to the
Society for acceptance. This paper may well complete the
present paper of the authors related to the external virtual mass
of water. Some preliminary results of the Bureau Veritas
studies related to simple elements and partial steelwork of the
ship can be found in Volcy et al [66].
Besides our agreement and appreciation, however, I trust that
the authors of this very interesting paper will also accept some
divergence of opinion. This concerns their views expressed on
the subject of the prediction of natural frequencies of hull girder
for determining the necessary number of propeller bladek
Based upon this discusser's shipboard experience with big
ships, to avoid high vibratory levels the most important task is
to look for the presence of forced vibration resonators and
detune them. In fact, the numerous elastic systems on board
have a multitude of natural frequencies,' and their resonant
response to the excitation present (even small) can be considered
as secondary sources of excitation. If this is so, the corresponding dynamic amplification of their response may be the
basis for the unexpected increase of the vibratory level, which
looks to be the case for the Newport News-buih LNG carrier
mentioned in the next paper in this volume, "Limitations on
the Maximum Power of Single-Screw Ships."
In fact, this ship, similar in size and design to the one built
by France Dunkerque and having apparently a higher vibi'atory level, may have on board a non-detuned forced vibration
resonator [67] which, if not considered at the calculation stage,
may be the origin of the problem.
But this problem is dealt with in tlae discussers contribution
to the next paper, by Chang et al, and is mentioned here only
to better illustrate his difference of opinion from the authors
as expressed in their "Conclusions" section.

[64] Volcy, G. C., Baudin, M., Andreau, C., Manner, A., and Seppala, S., "European Built Sea Barge Carriers, Their Design, Machinery
Hull Interaction and Investigations into Vibratory Behaviour," IME,
1979.
[65] Volcy,G. C.,,Garnier, H., and Masson, J. C., "An Analysis of
the Free and Forced Vibrations of Cargo Tank Structure by Finite
Element Technique," HANSA, 1974.
[66] Volcy, G. C., Morel, P., Bereau, M., and Tanida, K., "Some
Studies and Researches Related to Hydroelasticity of Steel-Work,"
EUROMECH 1979.
[67] Bourceau,G. and Volcy, G. C., "Forced Vibration Resonators
and Free Vibration of the Hull," Nouveaut6s Techniques Maritimes,
Paris, 1969.
d. G; Lekkerkerker, 4 Visitor

Iwould like to compliment the authors for their valuable step

toward reliable prediction of vibrational behavior of ship hulls.
I have the following comments and questions.
1. Is it possible to replace the approximate boundary condition at the free surface by a more correct one with the finite
element method described? If the height of the water level is
denoted by h (x, z, t), we have, for y = 0, p = pgh and consequently gh = - b / b t , using equation (2) [but apart from C(t)].
On the other hand, continuity requires bh/bt = be~by.
Hence we have bz/bt 2 = - g b / b y or, for harmonic motions
with frequency 60, be~by = (wZ/g). For large o~ this is often
replaced by = 0, which is equivalent to equation (3b). Enforcing the more accurate boundary condition, unfortunately
expressed in teims of the velocity potential, one could assess the
accuracy of the simpler condition = 0, and it is also conceiable that one could treat wave-induced vibrations.
2. In treating wave-induced vibrations, the virtual added
mass depends not merely on the hull geometry alone. For
example, in the limiting case of zero flexural rigidity and zero
mass; the ship follows the sea motion completely, and in the
absence of excitation forces; thus we have no added mass. In
more realistic cases the Virtual added mass should be applied
only in connection with the difference in acceleration of ship
and waves, whereas the real mass, of course, is connected with
the total ship hull acceleration.
3. Does the method developed enable the ship's speed in
the case of engine- or propeller-induced vibrations to be taken
into account? A part of the vibratory energy generated by the
excitation source is left behind in the wake field. This obviously
has the effect of damping and probably dwarfs the influence
of structural damping. It would be of interest to know more
about the role of speed in this respect. Another problem is to
assess the influence of structural damping on wave-induced
vibrations where the water itself is the source of the mechanical
vibratory energy.
4. In the regponse calculation of an LNG carrier, damping
coefficients have been adjusted so as to match measured peak
values. Can anything be said about the magnitude of the
ensuing damping parameters, and are there any measured
phase shifts that corroborate the results?
M. dourdain, 5 Visitor

Additional references

In their conclusions to the paper, the authors reiterate the

well-known fact that the computation of forced vibration
amplitudes requires as input data the exciting forces, the natural
frequencies, and the damping.
In spite of the efforts from various quarters, data concerning
the exciting forces, especially the surface forces when the
cavitation is present, remain somewhat uncertain. As for the
damping, it isgenerally estimated at some arbitrary value, and
although some insight into its dependence on frequency and
structural location is expected from correlations currently being

[68] Volcy,G. C., Baudin, M., and Morel, P., "Integrated Treatment of Static and Vibratory Behaviour of Twin Screw 553 000-tdw
Tankers," RINA, 1978.

4 Laboratory of Engineering Mechanics, Delft University of Technology, Delft, The Netherlands.

5 lnstitut de Recherches de la Construction Navale, Paris, France.

114

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

performed by the authors, such work is tedious, requirirlg a

large number of measurements to be made before any general
conclusions can be drawn.
.
Given this state of affairs, it may be questioned whether it
is worthwhile to refine the determination of natural frequencies,
as the authors have done, by introducing the liquid elements,
either finite oi: infinite. In my opinion, the answer is positive
in view of the fact th~it with respect to the excitingfqrces generated by a propeller, which is the most frequent c~i~eatpresent,
the exciting frequencies are known. As soon as the natural
frequencies are also co/nputed with accuracy, it becomes possible to provide a large interval between thetwo sets, at least
.in the critical range. Thus, the degree of damping becomes
negligible for the response and, unless the exciting forces are
exceptionally large: the amplitude of the vibration must be
acceptable.

and associated stiffeners.between transverse members, artificial

spring elements were included to represent the local shell-water
interaction. A version of the model was utilized to determine
the effect of the shell plating spring elements on response. The
comparison of the response spectra calculated indicates that
these-springs make a significant difference in response and
therefore should be incorporated in the analyses.
The model also studied the effect of varying the compressibility of the Warier. -If was found that variations of the elastic
modulus had very little effect on the results. This is consistent
with the authors' assumption of incompressibility.
Another modification of the model was used to determine
the effect of water element mesh refinement. In this variation
of the baseline model,the water elements between the FNP and
the basin boundaries were divided into layers. The baseline
model had 0nly one layer of Water elements. The comparison
of the response spectra indicates that the refinement (number
David Linter, Member
of layers) of. the water elements has very little significance in
I found the paper very gratifying in that it addressed hy- the response and therefore the extra refinement is'not needed
drodynamic added mass of ship vibration much more com- for our analysis. This is consistent with the statement in the
paper that boundary location is more important than mesh
prehensiwly than anyprevious work I have r e a d .
The problem of ship vibration influence by the sui;rounding refinement for a model composed of finite elements.
In conclusion, I hope the authors can present the individual
water is one that has been addressed by this discusser's company
wilEh varying degrees of success during recent years.. Although terms used in the mass matrix Mh for both the 20-noded isoour problem is somewhat different than the one the authors parametric fluidelement and the infinite fluid element so that
others may try these elementson.their problems. Also, localaddress, someof the reSults.may help to extend their efforts.
Our problem consists of a nuclear power plant (FNP) ized.hull natural frequencies may exist over such a portion of
mounted on a barge-like floating platform and moored within the ship that the naval architect'should be informed of this fact
a protective basin. Therefore, we do not have any propeller in order to determine in a rational manner the number of
exeitation, nor do we have infinite extent of boundary water. propeller blades; this situati6n cap be included inthe structural
" " -" -~
The excitation we are required to investigate.is 9f vertical model.
The authors' are to be congratulated, for presenting'such a
seismic.origin, which happetas to be die same frequency range
well-developed work on so cor/aplicated a subject. " We look
as propeller excitation referred tO in the paper.
Perhaps the method we have developed would-also be ap- forward to reading their other .papers which the list of referplicable to vessels operating in sfiallow waters--harbors, canals, ences suggests are soon to be pub!ished.
and rivers. "
For our work, We obtained satisfactory results using an or- Donald Liu, Member
dinary isoparametric solid element which included incom- . The.authors have made a verystrong case for the need to
patible displacement shapes. We assumed that .the .pressure develop a procedure for determining .the added-mass matrix
(stress) woiald be the same in all directions al~any element (ax for use in the analytical modeling'of the motions and structural
=. ~ry := crz): This is approached by assigning a value of Pois. response of a ship in a seaway. - In common 9ractice, the hyson's ratio,which approaches 0.5. The compressibilitycan then. drodynamic forces are usually calculated by using the strip
be considered by a~igning a value to the elastic modulus which theory and b~ introducing the assumption that each cross secis proportional to the bulk modulus of water:
tion deflects without deforming in its own plane, as in beam
theory. For the lower beam-like modes, the sectional defoi'K = E/3(1 - 2,)
mation is indeed negligible. Howevei', we have found in our
This procedure allowed accomplishment of the.anal~;sis without own finite element vibration analyses of tankers that significant
the addition of a new type of element into an existing finite deformation of the ship sections appears in the 4th and higher
element analysis production computer code.
vertical bending modes. It is well known that in the case of
After studying a reservoir similar to.Chopra's in "Earthquake ships such as large bulk carrier~ and tankers the local deforAnalysis of Reservoir Dam Systems~" Proceedings of the Fourth mation of the bottom panels can significantly affect the response
World Conference on Earthquake Engineerifig, Chile, 1969, of the entire ship. This is due not only to the structural couwe tried two-dimeristonal models of our problem.
pling, but also to the changes in magnitudes of the motionThe'two-dimensional finite element models of the.FNPinduced hydrodynamic forces. -The significance of the hy' water system consisted of variatiofis of a refined-mesh model droelastic coupled probti~m has long been recognized, and yet
and a coarse-mesh model. The model was a two-dimensional little work has been done in this regard.
finite element model of the FNP in a rectangular basin of water
Using fluid finite (or i'infinite") elements in connection with
with clearance between the seabed and bottom shell of the FNP the 3-D finite element model of the structure, as demonstrated
and b~tween each end of the .FNP and the vertical basin by the authors, appears to be a good means to solve the fluidboundaries.
structural interaction problem. Although the fluid finite eleThe FNP platform.was modeled as an assembly of various ments were introduced some time ago (i966) and numerous
two-dimensional structural elements. The water was modeled applications have been made sincethen,, the authors' work
as an assembly of two-dimensionalplane-strain isoparametric appears to be the most extensive application to ship vibrations
elements with spring elements included to .represent the to date and has provided some useful insight for engineers and
buoyancy force of the water. The basin was represented by designers performing a ship vibration study.
nondeforming, boundaries.
In dealing with ship vibration problems, however, it is my
Becalase the deg_ree of element refinement in the model was belief that the surface (or boundary) integral method appears
not sufficient to represent the local flexibility of the shell plating to be even more effective in the calculation of added mass and
A Method for

Evaluating

the

Hydrodynamic Added Mass in

Ship Hull Vibrations

115.

Fig. 20

Isometric views of FEM tanker modelT-port side

damping, especially when fluid'-structure interaction is to be quency-dependent added-mass and damping coefficients can
incorporated in the formulation. Recently the American Bu- be obtained in the form of complex, frequency-dependent
reau of Shipping (ABS) has undertaken a research study for the matrices.
purpose of determining the effects of structural flexibility on
As for the example study of the 129 500-m3 LNG carrier, the
the hydrodynamic forces, using the surface integral method. 6
authors indicated that for economic reasons the degrees of
The key feature of the method is that the.effects of the surfreedom of the structure were reduced from 53_31 to 900 by
rounding fluid are accounted for withou't requiring interior using static condensation. I would point out that for the case
modeling in the fluid region. In this regard, it is analogous to
of steady-state response to a single excitation force of varying
the "infinite" fluid element described in the present paper. frequency as presented in the paper, static condensation; as
Furthermore, by using the surface integral method, the effects normally understood, is in fact a part of the Gauss elimination
of surface waves can be readily considered and both the [re- solution process. If such is the case, this operation may not gain
6 Chen, Y. K. and Klosner, J. M., "Effects of Structural Flexibility economically.
of Hydrodynamic Forces," to be published
It is interesting to note that good correlation between the
Steering

Gear

Flat

Deckhouse

Top

Calcul'ated

--

Bridge

Measured

--Vertical

.....

i00

_90
--

70

--

60

Longitudinal

--80

--50

__

I
I

II

If
--40

--

I I
--30

--

i
|

--20

350

400

450

500

"I

"

350

Fig. 21

116

Wing

400
450
Frequency
(Hz)

500

I
350

400

450

500

Propeller-induced vibration displacement

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations
f

calculated and measured resgnance (peak) frequencies of the

LNG carrier is observed in Fig. 8 of the paper. This can be
attributed to the ideal situatiofl of the measurements, in Which
an exciter is used to provide the harmonic force simulating the
propeller-induced vibratory force.
For the.interest of the readers, I would like to present some
results of the vibration study for a tanker carried out by ABS.
The analysis was performed using a finite element model (Fig.
20) consisting of 2605 dynamic degrees of freedom.(no'static
condensation was used) with the added, mass calculated by the
surface integral method and lumped at nodes on the hull surface. Figure 21 shows the vertical and longitudinal vibration
displacements at the deckhouse top, wing bridge, and.steering
gear flat due to propeller-induced vibratory forces at blade
frequencies in the operating range~ along with some measurements taken during a sea trial of the vessel. Although the
measured values were not taken at peak frequencies, the
measured and calculated values are nevertheless in good
agree ment.
William C. Webster, Member

curves in Fig. 3 are therefore really bell-shaped surfaces which

extend athwartships as well as fore-and-aft.
There are some special, but nonetheless important, problems
for which the method presented here cannot be used. These
include the springing of Great Lakes ships and the vibration of
floating bridges and free-floating docks. In these cases the
frequency of vibration,is low enough to make wavemaking an
important phenomenon. As a result, equation (3b) is no longer
valid. If forward .speed is present, then this speed also enters
into the free:surface boundary condition in a fundamental way,
even if the ship is slender.' The resulting added-mass matrix,
Ma, is frequency dependent, and the natural modes cannot be
solvedas a simple linear eigenvalue problem. Further, it does
not seem possible to extend the fluid finite elements introduced
here to treat these problems.
J. P. Breslin, Member

"

This'landmark paper provides the results ofa long-awaited

numerical procedure for rational evaluation of the reaction
force distribution arising from the presence of the fluid around
a ship which is vibrating in a three-dimensional fashion at high
frequencies, that is, at propeller blade rate frequencies and
integer multiples thereof. In contradistinction to two-dimensional strip theory methods, it accounts for the fact that
nearby elements interact hydrodynamically or, in a figurative
sense, that they "talk" to one another.
It has been known for sometime that the local forces arising
from acceleration of a flexing ship boundary are not well approximated by sectional theory (which ignores the flow and,
hence, pressures induced by longitudinally separated elements)
whenevi~r the model wave forms ha~e lengths comparable to
the transverse dimensions of the vessel. This can be appreciated immediately by considering the following problem
which I formerly posed to graduate students studying, theoretical hydrodynamics:

The authors are to be congratulated for presenting an exceptionally fine paper, one which I believewill be regarded as
a landmark in the field of ship vibration. I think that the results
shown in Fig. 8 demonstrate the remarkable achievement that
the authors made by the use of a rational and innovative approach. There are a few technical pointsl however, which
deserve some elaboration beyond that presented b y the authors.
The authors appear to imply that equation (3) can be derived
from equations (1) and (2) if the.assumption is made that the
vibratory motion is small. In fact this assumption alone is not
sufficient to obtain this result. The standard situation in which
one obtains this result is when the body, in addition, has no
forward velocity. This woulcl be a somewhat curious assumption to make since the aim of the paper is to investigate
"Given an infinitely long circular cylinder of radius b impropeller-induced vibration. A closer examination of the namersed in an inviscid incompressible fluid, find the force
.ture of these eqmitions shows that the term resulting from q2/2
density at any section when the cylinder is vibrating haris small compared with that resulting from i)~/~)t if the pamonically with small amplitude a at frequency w and the
rameter U/Lee is small, where U is the forward speed, L is a standing wave form has a wave lengthX. Compare the
answer with the result obtained by assuming the flow is
characteristic length in the longitudinal direction, and 60 is the
two-dimensional at any section."
frequency of the vibration. The characteristic length is defini~d
such that if the potential q5 is of order unity, the x-derivative
A sketch of the geometry is given in Fig. 22. As the vertiof ~bis of order 1/L. Thus, for a moderate velocity U, we can cal velocity is w(x,t) = ieeaei(2rrx/ ~ + wt ) (real part understood)
recow~r equation (3) if the product of ee and L is large in addi- and the radial component is w(x,t) cos0, the solution for the
tion to the motion being small. A high frequency, co, is already velocity potential is
assumed by the authors in deriving the free-surface condition,
equation (3b). A large value of L is associated with a slender
iawKl(~)e'(2"x/x+~ t,
ship, typical of the types of ships considered by the authors. In
conclusion, the procedure used by the authors appears readily
justifiable. The resulting development of a finite element
procedure for solving the hydrodynamic flow seems to be very
efficient for the high-frequency problem. The Use of the infinite elements by the authors appears particularly attrac- where K1 is the modified Bessel function of the second kind and
Kl' is the derivative. Retaining only.the linear term for the
tive.
,Equations (32) and (33) display an important feature of a pressure, one obtains the three-dimensiofial vertical force
density as
rational approach to the ship vibration problem which is worth
emphasizing. The hydrodynamic added-mass matrix Ma, can
dZ
Paee2bXK](~~) e'(2~x/x+~t)
be computed a priori and is dependent 0nly on the undeformed
geometry of the hull and the nodal distribution. As such, Ma
dx - Za' =
'
(2i
is independent of any assumed modesl . The mass matrix, is
dense and this implies, as the authors state, that it is incorrect
to even attempt to approximate the effect of the water by attaching lumped added masses to the structttral nodes of the hull. NOw when 2~rb/X << 1, thai is, when the circumference is small
The hydrodynamic pressures induced at one point due to mo- compared with the wave length X, we find that
tions of that same point are not localized, but diffuse slowly in
all directions. In fact, the field equations (3), is identical in
lim (bXK1/Ko + K2) = -rob 2
(3)
form to that for the three-dimensional diffusion of heat. The
b/x~O
A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

1 17

l~_

"']1

cosO

Fig. 22

lim Z3' = Z2' = -pa(TrbZ)o~2e~(2=x/x+~t)

b/X~o

(4)

that is, the force density is that due to accelerating a mass of

fluid equal to the sectional displaced mass pTrb2.
The modulus of the ratio of the three-dimensional to the
two-dimensional force densities is

I<0 --

e i(2~x/X+

~t)

Geometry of intinitely long vibrating circular cylinder

and, as expected, one recovers the strip theory result,

namely

w = i~a

+ K2

A graph of thisratio is given in Fig.. 23. It is clear that beyond

a value of 27rb/X = 0.25, the strip method yields inaccurate
assessment of the force arising from acceleration of the fluid.

An alternative method to that of the authors for arbitrary hull

shapes is to subdivide the hull (and its geometric reflection in
the water surface) into panels and to distribute piecewise uniform" sources m on these panels The source densities are then
found from the integral equation
-m
2- [ x , y , z ( x , u ) ] -

1 Y~s

s, m

b(1

~'~i) dS
= Vn[XfiJ,X(7,Z)]

(6)

where R is the distance.between x,y,z and any dummy point

on the submerged hull surface and Ri the corresponding distance from dummy points on the reflected hull; v, is the complex amplitude of velocity normal to the hull surface elements.
The local pressures and sectional forces can be found by integration, that is

= + ~

--~

dS

(7)

A program for inverting the foregoing integral equation has

been developed at McDonnell-Douglas for Davidson Labora tory, where it is used to determine the forces on hulls due to
propeller blade-frequency onset flow. A basic difficulty for
Strong interactions
at
me at present is that, at the outset, the normal velocities are
s h o r t wave l e n g t h s
s t
computable from the modal vibrations in vacuo. But the hull
natural mode deflections themselves are different when the
fluid is present. This isnot a problem for the authors. I can
imagine that, at blade frequencies, the natural modal forms are
not greatly affected by the presence of the liqui d (although the
natural frequencies most assuredly are). Can the authors give
some indication of the influence of water on the mode
shapes?.
I think it would be a worthwhile exercise to compare the
I
I
I
I.
I authors' method with the source-panel method. Although the
10
latter is not, I realize, a natural "continuation" of their finite
element method and may not be attractive to them, nonetheless
2~b
circumference
wave l e n g t h
a comparison of the "added mass forces" by the two methods
should be examined.
Fig. 23 R a t i o of t h r e e - d i m e n s i o n a l to t w o - d i m e n s i o n a l (strip t h e o r y )
The Society is indeed indebted to Drs. Armand and Orsero
force densities as a function of the ratio of sectional circumference to
for their timely and most useful contribution.
wave length of vibrating mode

1.0~

118

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

T. R. Goodman, 7 Visitor

represent an effective solution to the hydrodynamic.fluidstructure interaction problem. However, if we are concerned
only with solving for the Laplace equation in the fluid domain
with simplified boundary conditions, the fluid finite and infinite
element approach may be sufficient. The corresponding solution method is easily implemented and yields satisfactory
results at a cost whidh is negligible when compared with the.
total effort needed,to build a ship structural model.
Professor Wel3ster has come to our aid and very convincingly
shown that the effects of the forward speed can be neglected
in our problem for the type of sh!ps discussed. Such effects
have not been incorporated in our equations for reasons already
mentioned. The negligible influence of the forward speed of
the ship on the response to propeller-induced excitation has long
been suspected, based on fragmentary experimental evidence
collected by the authors, in particular. We are grateful to
Professor Webster for providing theoretical proof.
Professor Webster has also pointed out a major characteristic
of the added-mass matrix obtained by a numerical method:
due to the hydrodynamic coupling, the mass matrix is no longer
diagonal because the hydrodynamic pressures induced at one
point are not localized.
Authors' Closure
Regarding wave-induced vibrations, it is true'that the finite
We first of all wish to thank all of the discussers for their element approach presents some difficulties in accounting for
the surface wave effect; the resulting equations are a set of two
helpful suggestions and comments.
Professor Lekkerkerker suggests that the exact boundary frequency-dependent systems which are very difficult to uncondition at the free surface be used instead of the appropriate couple, as already mentioned in our response to Professor
one presented in the paper. It is certainly possible to apply the Lekkerkerker's comments.
Mr. Linter, in his kind discussion, correctly points out that
discretization process described to the free-surface condition.
However, the resulting set of equations will represent two in using fluid finite elements the main difficulty lies in the excoupled differential systems, one pertaining to the structure and tent of the liquid mesh, assuming that this mesh is fine enough
accounting for structural displacements, velocities, and accel- in contact with the structure. Before conducting any dynamic
erations, and the other for the fluid domain and involving the analysis involving fluid elements, we must ensure that the
pressure and its time derivatives. It then becomes necessary correct liqUid mesh is used. This can be accomplished by
to work in the frequency domainin order to solve these equa- simulating a rigid-body motion and solving the linear system
tions for each frequency; the degree of difficulty involved in terms of pressure within the fluid.
It would take up too much space to present the expressions
would then be comparable to that resulting from the introof the individual terms of the added-mass matrix in this closure.
duction of compressibility effects in the fluid domain.
In calculating the response of the LNG carrier, we found, Details of the basic features of the fluid finite and infinite eleafter identifying the damping parameters, ,that damping is very ments can be found in references [21,43,56] as well as in a
mode-dependent and the range of damping values is between forthcoming paper by the authors to appear shortly in the In0.5 and 5 percent of the modal critical damping. The phase ternational Journal for Numerical Methods. in Engiwas also in good agreement but only in the limited interval neering.
Professor Breslin's generous comments are gratefully acbetween 5 and 10 Hz. Beyond 10 Hz, the excessive number
of rninor modes precluded identification of their damping knowledged. We are certainly willing to engage in a comvalues. Consequently, damping identification was carried out parison of our results with those obtained by the source-panel
only for the most significant modes in terms of their contribu- method exposed in the discussion.
, The question of the change in "dr;" and "wet" modal shapes
tion to the total response.
The method we describe is not applicable without modifi- is a pertinent one. We have found that a smaller'modal strain
cations, such ~s just discussed, to the case of wave-induced vi- energy is associated with a mode in water than with the corresponding mode in vacuo. Thus, the global deformation of a
brations, the study of which would require proper consideration
of free-surface.effects. Professor Lekkerkerker's comments "wet" mode appears to be less:severe than that for the corresponding "dry" mode, but this is only a preliminary finding.
on this particular instance are most appreciated.
It must be admitted that a method of relaxation similar to the
Tile influence of speed was not assessed in the present study,
since the objective of the identification procedure was to cor- one used in transonic flow problems and discussed by Dr.
relate calculated values with measured values of the response Goodman has not been applied to our problem. The two types
at sea to an exciter, this experiment being conducted during sea of problems, however, do appear to us to be quite different.
The use of infinite elements is in fact equivalent' to adding an
trials., the ship having come to a halt.
We are in complete agreement with Dr. Liu about the effects exterior solution coming from the infinite part of the fluid doof sectional deformation in ship vibrations. It is also our ex- main. In this sense, the second method proposed by Dr.
perience that after the first few modes it no longer becomes . Goodman appears promising; the only problem remaining is
possible to assume a beam-like behavior of the ship. This was in determining how,to construct the exterior solution. Infinite
one of the reasons why it was decided to develop a complex elements represent one possible solution.
We cannot but agree with Mr. Jourdain when he states that
finite element approach for both ship and water.
' It is also our opinion that the boundary integral method may I~hecorrect determination of a natural frequency spectrum is
, at present the most important goal in a dynamic analysis of a
7 Davidson Laboratory, Stevens Institute of Technology, Hoboken, ship. The nUmber of propeller blades may be rationally chosen
N.J.
with the aim to avoid resonant frequencies. The complete
The inversion of very large matriees can frequently tax the
capabilities of even the largest computer and may also be expen,;ive. One method that is very efficient and that has been"
used extensively in solving transonic flow. problems in aerodynamics is the method of relaxation, and I am curious to know
if the authors have attempted to apply this technique to their
problem.
: ~'...~:~Two possible methods for'overcoming the p~ol~lemof the
boundary condition at infinity are these: (i) Map the irffinite
space onto a finite domain and then solve the problem using
finiteelements in the mapped space; and (ii) obtain an analytical representation of the far field in terms of the gross behavior of the boundary and then match this result to the finite
element solution at some finite but distaiat barrier. This must
be superior to letting the velocity potential vanish at the barrier
since, by the nature of the far field behavior, it will compel the
solution to behave at the barrier insuch a way that the complete
solution vanishes at infin!ty. ,

A.Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations

119

response analysis involves the introduction of damping and

dynamic forces, but due to our insufficient knowledge of these
two parameters it does not appear possible at present to simulate
the dynamic response of a ship under service conditions.
Mr. Volcy's comments are most welcome~ The use of infinite
elements is very promising indeed. However, fluid finite elements are still necessary to model the liquid domain around
complex geometric surfaces, particularly those located in the
aft part of a ship. The most efficient way to use infinite elements thus appears to be to attach them to a layer of finite elements in contact with the hull surface so as to obtain a liquid
mesh with minimal distortion.
Although it is also true that we can get good results for the
natural frequencies using the conventional approach~ these may
be due in fact to a combination of two contrary effects; on one
hand, the finite element model of the structure tends to overestimate its stiffness, while on the other hand the classical
added~mass evaluation overestimates the fluid kinetic energy
and therefore the mass effects.
Mr. Skaar seems to imply that the application of fluid finite

120

elements should be restricted to research purposes only. We

must state that this is contrary to our belief. It is now time to
incorporate the most recent developments in structural dynamics and associated numerical methods into the solution'of
the complex and challenging problem of ship vibrations.
Concerning the question of the computer program used for
our calculations, we have been indiscriminately using our own
modified versions of the SAP IV, SESAM '69, and NASTRAN
programs. As far as we are aware, fluid infinite elements are
n o t implemented into the currently available versions of these
programs.
In closing, we wish to thank the readers for their indulgent
response to this presentation and their interest in our research,
as incomplete as it may be at the present time. The illuminating comments of the discussers have added much to the
scope of applicability of our results. Lastly, the Society must
be thanked for providing the opportunity whereby scientists
working in the area of naval architecture and marine engineering may discuss present research and thereby foster greater
international cooperation within the scientific community.

A Method for Evaluating the Hydrodynamic Added Mass in Ship Hull Vibrations