64 HISTORY OF SHIP VIBRATION PROBLEMS

being continued,_particularly towards the determination of the pressures

on
a surface in the fluid parallel to the axis of the propeller shafttia,ss).
This historical survey wilt have served. to showlhe great efforts which
have
been expended upon the subject of ship vibration in tle past. Nevertheless,
there are still many unsolved problemi, d.oubtless new ones will continue
to
arise, and much yet remains to be done. we can look forward to
much
-91. rapid Progress in the future, for much effort is being devoted to this
subject in almost e We need only riention the workt
being carried out ilding Research Associatior, the i
National Physical yds Register, the Society or r.iuuui
Architects and M_arine Engineers, the Bureau of ships and the Taylor Model
Basin of the U-S. Navy, the Institut de Recherches di la Constrrr.iio., Navale
in France, the Swedish Shipbuilding Research Association.and the Joint -Eqo1
Vibration Committee of the Schiffbautechnische Gesellschaft ancl the -C w0'
Germanischer Lloyd to realize the amount of talent and effort being devgted a;,1)tt\
to the subject and the resulting high promise for the future water by the vibrating ship-the so-called 'virtual mass' or'virtual weight' a" yr
effect-and this will now be discussed befole \rye proceed to describe the
methods which may be used for calculating the hull natural frequencies.
When a vibrating body is immersed in water, its natural frequency is
reduc'ed to a value c6nsiderably lower than that measured in air. The water
surrounding the body is in continual motion, and this necessitates the
expenditure of energy, which because of the dgnsily chanle is very much
larger in amount than it is in air. This effect is a well-known one in
( qcceldrated motion problems in hydrodynamics, and has been discussed at
Ieneth bv Lamb and others(2l).
J_2-

.x,rln the case of an infinitely long cylinder, having a circular cross-section of

radius D, moving perpendicular to its length with velocity U, in an inflnite
liquid at rest at inflnity, and without viscosity, it is possible to derive the
potential flow and to calculate the kinetic energy in the liquid. The latter
is found to be given by the expression
K.E. : $prbz(J' prr unit length of cylinder (4.1:1)
where p is the mass density of the fluid.
Putting pnbz - ML, we see that ML is the mass of fluid displaced by
unit lengtn of the:ylindeI, so that we can write
K.E. : LM7U2 @.1.2)
This shows that the effect of the presence of the fluid may be allowed for by
an addition Mt to the mass per unit length of the cylinder.
, with an external force X per unit length
a equation becomes

dt"t+*r'
4 -F +M,u,)' : xu
I
 f.\'
rttr

66 ADDED VIRTUAL WEIGHT

t: A

CALCULATION OF ADDED WEIGHT

For an ellipsoid of revolution of maximum radius b and length 21, the
or (M+M\+-x
'dt (4.1.3) inertia coefficients depend on the ratio llb<ztt.
Trsl-r III (Lambtztrl
where M is the mass of the cylinder per unit length.
If we write (4.1.3) in the form. ub l0 1.5 2-O 2.51 2.99 3.99 4.99 6.01 6.97 8.01 9.O2 9.97 @

Mitu _ x _ffU kr'end 0.5

on'
0.305 0.209 0.1s6 o-122 0.082 0.059 0.045 0.036 0.029 0.024 0.021 0
dt dt

l U
we see that the presence of the fluid is equivalent
to a force ML(dUldt) per unit length opposing
the motion.tWhen the motion is stead),, dUldt
vanishes, and with it the force due to the presence
k2
'broad-
side on ,
o';
'\-/ 0.621 o.702 0.763 0.803 0'860 0.895 0.918 0.933 0.94s 0.954 0.960 100

ir When llb :1.0 the ellipsoid of revolution becomes a sphere, and when
of the fluid. Thirl"r.t""l -"rr _R+. llb co it is a cylinder of infinite length"* Milne-Thcmson has shown that
"tr".t
\ only present in ttreffit-c-ct ltr-o!ia!s,--t6- =
for an infinite elliptic cylinder of semi-axeilJ and b moving in a direction
wIffiG gaLl*"\' making an angle a with the a axis(rm),

: K.E. per unit length : l(Jzrp(b2 cosz a * az sinz a).

Fig. 14 Mr kx mass of fluid displacctl
Since the mass of fluid displaced per unit length is pnab,
by the body
;r* n-Lu
k is a coefficient which depends upon the shape of tL9 body and thc typc of T,
,!--
boa
- cos'a -l-
A.o
- sln'c[. ?i surll'trsinza. o,r#;:ffi
";l}J
'-m6tion. Lamb called these '@A'C6efficients' and othcr
-
ab
a
writers have used expressions such as Uftlf4jne5!!3 or virtua!--&g-s .- The coefficient k variesfrom bla to alb asa varies between.o3t*tr/f"rffi'
'oa-r- ' '
coefficients- depends on the,girection f motion. For a : b, i.e. a'6i?cular cylinder, p;.^.:\
For an elliptic cylinder, of semi-axes a and b, in motion normal to the .GrWJ'r all.{!:cti
rections of motion.
6 axis, (Figure 14), the kinetic energy is found to be The effect of the surrounding fluid can !e thought of in two ways-either \y."- i
the fluid causes a resistance to mdtion U'gfildt), or it causes a virtual 4 , t
increase in the mass of the body, which "f behaves as if it had the mass k-L..r.-t
K.E. : T ob2(12
2' ll'*
hile Mr is the ,a E
where Mr: prbz,
TM,IJ,

6 being the half-breadth of the cytinder perpendicular to the direction of

ir
motion.
ly immersed in
Thus Mt - mass of fluid displaced by a circular cylinder of radius equal to axis, its length
the half-breadth of the elliptic cylinder measured in a direction along that axis being unlimited, the kinetic enerry in the surrounding fluid
per unit length of the cylinder is given by
\
perpendicular to the motion.
For a sphere of radius D, K.E. : Sprbz(Jz (4.2.1)
K.E. : ggrpbs(Jz where K.E. : kinetic enerry,
D : half-breadth of cylinder measured normal to the direction of
: LML(J2 motion,
where ML -- &pnb, : one half of the mass of fluid displaced by the sphere. U : velocity of motion,
p : mass-density of fluid : wlr,
When we compare the inertia coefficients for a cylinder and a sphere both of
rv : weight per unit volume of fluid
radius b, we see that the latter is one-half of the former, showing thegffects
of the thr_ee-dimensional motion of the fluid-in the case of the sphere.
a.nd g: gravitationalconstant.
 CALCULATION OF ADDED WEIGHT 69
68 ADDED VIRTUAL WEIGHT
H=o'2
The virtual increase in mass per unit length is then (."-
tn pnbz
I^ ,./''-.
-
,-.'\- .t and in weight is mg
o,:t'' : pgnbz ot wrbz.
e
This applies only to cylinders of elliptic ection and upon the assumptions

-/ pletely submeiged. In
pletel
/ *,.^t ^-r.r^l ,.,^:^L+ C^-a-' f

at a free

Added weight per unit length : Cwtrb|, ,7'7

where C will be called the added_wgfu!!_c_o_frcient. For a ship floating at a
s,.,o4g for vcrtical ancl onc ftrr
e sYmbols Cy und Ctt.'!"- :';' ' '

f to this problcnr in lg)gttht.

li
-r'"0'
,v,

llli

Pp9,1 both the shapq of the sectisn, ( ,

ble in shape the transverse sectiors oI'

o along the midship portion of the hull
"'
weight is concentrated.

-'f,
combined with their images there will be.no_poig!_gf discontinuity at the
surface.Thisconstitutesadifferencebetweentti@eship
sections towards the bow and stern.
The validity of this image assumPtion was tested by Moullin at Cam-
bridgetza). ff" and his colleagues used wood prisms partililyTminersed in
water and attached to a flat steel spring above water. Experiments in air

E,ffiamtine flow around a viEiffing beam to find the effect of the free Fig. 15. Lewis' sections and virtual mass coefficients. Values of inerlia coefficients Cy:
surt'ace. A 4 in. cube fitting closely between the glass sides of a tank was thc ratio O, _ half-beam at waterline: b
The half-beam and draft are those for
vibrated vertically with an amplitude of rt in. at a frequency of two per Craft - 7.
each individual section (Lewis(26)).
second, f-he streamlines being made visible by globules of oil in the water.
 I
7O - .(DDEI: VIRTLTAL vTEIGTIT CALCULATION OF' ADDED \'"TEIGIIT 71
,z \r
r'Sg1[gr&U(:.!e!-9,:_Eollile1wgreno-rp{-!-o-!t Lewis then assumed th.at the value of Jco'rlC be applied to l ship having the
,rv same value of Length to beam ratio.
In using this method, the added virtual weight at every section along the
different from that for the block and its image deeply submerged. He length is reduced in the same ratio. From an analysis of the acceleration
hall that oI.
therefore be very nearly half
weight would therelore
concluded that the added welght of bt!\.,, pressures, Wendel has demonstrated that this assumptio^n leads to exactly
the block and its image in an infinite non-viscous liquid. t/,to',);) correct results, at least for eliipsoids of revolution(6o). \{/
Jroo!)_t Dr. -I-ockwood Taylor has given values for J calculated for an ellipsoid
if"),.
\7 which flexes during the vibration, so that the transverse sections do not
remain parallel and the ellipsoid assumes its vibration profile by 'bendirg'
(Figure 16b;tzsr. These values are somewhat lower than those due to
-++ Lewis (Table V).

r esL e v- c o rrect ion -Dimen on ar

t
""*:i:f.y;+:rl[ r}'"e
si

Vertical Vibration

Ratio of
Z (length) 6 7 8 9 10

t ,/".
Fig. 16. Shear and flexural vibration of ellipsoid.
.B (beam)

: I 2-r:ode
Since the flow around a ship is actually three-dimensional, the addcd I vertical o.674 o.724 o.764 o-797 0.82s
weight will be smaller than that calculated by two-dimensional theorl'. Vaiue of I vibraticn
i:t i Professor Lewis obtained an expression for the ratio of the added weights in J r_--
these two cases for an ellipsoid of revolution vibrating in a <Jirection
for I l-noae
I vertical a.564 a.$3 o.682 o.723 0'760
nerpendicular to its axis(25). He divided thc ellipsoid into a number r;f I vibration
parts by transverse planes, and assumed that these planes remained parallel
I

to each other during the vibration-that is, the ellipsoid assumed the Horizontal Vibration
particular vibration profile by a Ratio of
Figure l6a. He.gave the results I (length) t4 l8
.J,di 7Gffi
12 16 20

J: Kinetic energy of surrounding flurcl rn three-dlmenslonal motion

motron
Kinetic energy of surrounding fluid ilr two-dimensional
The values of ./ for 2- and 3-nocle vibrations are shofun in Table lV. 0.930 0'94s 0.960 0'965 0.970
\->at^qs,.*jtr*y
r asr r I v- correct;:Ll: *e-D i mensi on ar
#::5, il1'5 T#l I'l 0.890 0.905 o.920 0.940
---T-- I
i vibration
lg
I

7 l0 ll t2 l3 t4 I rs
i_t l_ The values of "I as derived by Lewis and Taylor are plotted in Figure 17,
iogether with the coefficients for ellipsoids given by Lamb for motion in a
Cirecticn perpendicular to the axis and without any vibration or flexure of
I

o-787 r8 0.8.10 0.858 0.90c 0.9 r0

Value io'8 blc III).
of
J for f,,,. carried out a ffut deal _of theoretical work cn addeti
o.621 o.'t2.o t;;;
I
0.787 0.8! I ).860 0.872 and has evaluited them for the Lewis sections fbr botlr
vertical and horizontal twc-Cimensional motion(lor).
I i

Y
 72 ADDED VIRTUAL WEIGHT
EXPERTMBNTAL woRK 73
lo
coe-fficients are corrected in this way, the added weight coefficients were
n,f revorution
o9 ffib,;Il, found to be in agreement with those determined by Lewis. Certain of
=tl-- -f -l-rc*it*!3 Prohaska's sectiens are of partiguJllg;:-iq d,."?1ing with sectioniE wa-ay o-i'
o8 ,^ ' sterns and'hareihi;aiArfiS.
J
"4/ ,'6-"*r"llent riview o hydrodynamic virtual
07 .M#lght was given Uy IYqlge! in 1950(60).
i'***'bution., Amonq oihqr qrieinal contri-
he cilculated the added weight au.
t4 t5 t8
furg._-r, th.-
natio ffi:i,
o5
5 7891oil t2 t3 t4 t5 f- -l'g- I
Ratio ffi:-?

Fig. 19. Effect of bilge keels on rectangular section.

18 for different values of Bld and sectional area coeffi,cients. It was founcl
Numbers on each section give (l) area coefficient, value of Cy increased as shown in Table VI.
,l (1i) value of C,
Tlnr,B VI
Increase in
cY
C, per cent.
'
I

o 1.512 o
0.05 r.6t 6.7
o.123 1.80 19.0
o.228 2-tt 39.5

Fig. 18. Virtual inertia factors (Prohaska(4e)).
that for given values of these two parameters,,Y,type sections qave somewhat
. Prohaska
bund that the outline of the section was wholly or partially
hollow, the value of the area coefficient to be used was that determined by
modifying the section so as to eliminate the hollow portions by tangent liges
or, in iheiase of wholly hollow sections, drawing tlie chord. In t[e case of,,.
a bulb section, the equivalent section is that forrned by drawing a line from
the section at the waterlirre and tangential to the bulb. If the sectional area
(kld
= ?,1!0.
depend on the length of bilge keel, but as most of the added weight is
concentrated uncler the flat bottom amidships, the frequency would probably
bc reduced by some 2 per cent.
. ,4.3. Experimental Work on Added Virtual Weight C)-
i t. -- A considerable amount of experimental work has been carried out on the
'-":-hdded weight of vibrating beams due to surrounding water.
',. - - - In l924}jqh4bgBde-obsprvations of the natural hull frequencies on a
British destroyer and in an effort to reconcile the observed and calculated
frequencies was led into an experimental investigation of added weighi(u).
Hc used steel beams carrying rectangular and triangular wooden sections,
vibrating them vertically in air and in water. Assuming the differences in
 74 ADDED vIRTUAL wEIGHT
EXPERIMENTAL WORK 75
natural frequencies to be due to the added weight effects of the water, he
concluded that the results could be expressed by the equation ort( matelY' ,
I P:^ftao1,
lr-r*r- A/ ' - t' approximately. :-,
-U):
added weisht - . : kP. kt tt, , 7
g) './ V/
=V \ro' weight of water displaced d 1- Comparison between experiment and theory was very good (Figure 2$, and
wherek and kl were constants depending on the cross-section shape of the
beam. For a rectangular beam and small amplitudes of vibration, he found
ol".n1 L u ^2 square, the comparison with an elliptic cylinder seemed rather drastic, but
the experiments showed that the difference in virtual weight was small.
_=-_-_-
@ndhiscol1eaguesatCambridgecarriedoutexhaustiveexperi.
These bars were also vibrated in their higher modes, up to that with six
ments-o@ period of years(22,23,24). In one particular case they used bars
of mild steel 78 in. long, 2 in. deep (d) and having different thickncsscs (t). nodes in the length. Again excellent agreement was found between theory
/,t'
and experiment, suggestingthat the added weight was not dependent to any
4> great extent upon the mode of vibration or the frequency. (TABLE VII)
4--E> TanlB VII (Moullintzarl

Ratio of frequencies N./At AG/Nn N./Nt N./N, NnlN, l[/N'

Direclion of mot
\
o
Calculated value of
ratio for uniform bar in t.493 1.654 1.960 5.40 3.24
{) 2.76
St t600 water
-o
Curi,e of obser

i''/)
\a)
,r"i uency ina t in. 1-50 1.67 1.97 2.7t 535 3.29
\:a.\
or'tJ
r\L---.,^J
\R, t200 1.99 2.72
\\t\ 5.41

tB.
\ca
2.77
(J'q)
t! 800 * in. 2-72
*"'
q)
)

r.t
,/ IVloullin also made experiments on bars vibrating horizontally near the
sr- 400
an d+ surface, only just submerged. He found there was little effect upon
\ .w_a!_er
frequency so long as the upper edge of the beam was below the rvater
{.)

ts / .sulIE6- Th[s for a bar I in. thick and 3 in. deep the fiequency was the
y'+ , iaGEr"r deep submergence as soon as the rpp..idg. *"ri in. telow the
Thickness of bar in
inches = t surface or more. \-X--
Fig.2O (Moullintzzr; With the bar partly submerged, it was believed that the surface effect
would probably be importanf-due to surface tension and wave formation.
These were vibrated horizontally in air and in water and their natural If this were true, then the apparent added weight should depend upon
frequencies measured for the two-node vibration. amplitude and frequency as well as upon the geometry of the cross-section.
ame as that for a cylinder of
ficuli/\/ tfr*. /'t"t To investigate this point, experiments were made with two geometrically
similar bars, 3 in. x I in. and f in. x t in., both just submerged. The
irequencies in air were 2,048 and 512 per minute and the accelerations in the
ratio of 16 to 1. If the added weight were not a function of frequency, then
:-^l@oo,o the ratio N,IN, should be the same for the two bars-it was found to be
I ' l3 and 1 '135 for the 3 in. and $ in. bars respectively. This close agreement
shows that the added weight was not a function of frequency. Wendel(60)
and d : rr&ss density of steel also states that the variation in added weight due to changes in frequency
 76 ADDED VIRTUAL wEIGHT
EXPERTMENTAL woR K 77
may be disregarded so far as the accuracy needed for determining ship
LIB value of 12'04, and if we attribute the lower experimental value of' Crt
natural frequencies is concerned.
to three-dimensional effects, the corresponding value of ,I given by Lewis is
Grim has shown that although the virtual added weight will vary with
0'887, in fairly good agreement.
frequency when the latter is low, such as in pitch and heave nrotions, for the
frequencies applicable to ship hull vibrations it may be considered as 4_2b__n
constant(102).
T.c,sLp VIII
b
I 2 3 4 5 6 7 8 9 10
t
a S
o
a-
CY 1.51 1.37 1.29 1.25 1.22 t.l9 1.18 t.17 1.15 t.t4
.\
(t
Moullin carried out experiments on floating prisms of rectangular section, (r,
N
having a breadth of 2b and a draft d. He evaluated by conformal trans- E
formation methods the values of the apparent weight coefficient C, for such \
a beam and its image in an infinite fluid and obtained the values shown in ts
q)

123
1.5
Draft in inches

t.4 I
to 6 4 3 2 t5 t.25 t.o o.9 0.8 0.7 0.6 0.5
Value
of ?a
-,/. Fie.22. Calculated and observed added mass for a beam
Cv l'3 5,6" x 4.65" x 4.65', rectangular section (Moullinrzol.
V1
tl t.2 LL '/ So
"interesting
results on the-effeqlgLsubmersion on added weiBht were
}F Murtha in 1954(103). He used cylrnql s with flat, hemispherical
,t s ilr turn, having ratio-sof le4gth to riiarnerer' 9fE_{"d,4.
l'l
own-inlFlgure 23. The imEersion is measured to the
t.o
Tnsrs IX
Fig. 21. Values of added mass coefficient for rectangular floating prisms (Moullintrrt;. L
1.0 2.0 3'0 4.0
D
Table VIII and plotted in Figure 21. Experiments were made with a beam Value of C,
56 in.long having a cross-section 4.65 in. square, the draft being varied from from Figure 0.56 o-71 I o.so 0.866
* in. up to 4.65 in. The frequency was also calculated for each draft, 23
assuming that the added weight could be calculated from the expression
Value of Co
Added weight : \Cowrbzl. from Lamb 0'50 0.70 I o.so 0.86
(Table III)
Cy beingtaken from Figure 21.
The results are shown in Figure 22. There was a fairly close resemblance
He found that Cv was a minimum at a value of HID : 0'9 and that the
in shape but the observed values were always less than those calculated.
Moullin introduced an experimental coefficient Cv'such that the measured at n[tf=6s(i-.d. when-iE cylinder is half submerged)j1y_ery 4g-4fly-ths
added weight was $Cyawnbzl. The ratio Cv'lCv had values of 0'856 and same as the value tor lf l_D_=__3:Q or more. Since
0.875 for bld values of 1.0 and 0.5 respectively. Moullin suggested that 0'85 'the
firit in-stance is one half that iiie l" .i.ond:'th
would be a suitable value for use in ship calculations. This beam had an n
 ADDED VIRTUAL WEIGHT
78 EFFECT OF RESTRICTED WATBR iie
Recently Kumai has carried out some experiments on models of different
cylindrical shapes and on one of a tanker(r0a). The latter model had a
Effect o-6 length of 150 cm, a beam of 20 cm, depth of 12 cm and a draft of 5.1 cm.
d cv For tests in air the tanker model was supported at two points about one
sd- quarter of the length from each end on thick sponge to reduce restraints to a
"h"pS
at o.6 minimum, and vibrated by an exciter on the stern over a frequency range
from 50 to 2,000 c.p.s. A crystal-type accelerometer pick-up was used to
Flat temi-sph.
encls
determine the natural modes and frequencies. The tests were repeated with
ends
the model floatingin a tank 3 m x I m x 0.7 m deep.
The natural frequencies for the first three vertical modes were determined.
No. of nodes 2 3 4
Frequency in air/sec 162 322 510
Frequency in water/sec Il7 210 322

The 2-node vibration proflles were also found in air and water for the tanker
model (LlB: 7'85) and for a circular cylinder and an ellipsoid of revolution,
both with an Lf B ratio of 10. While the profiles for the circular cylinder
were in good agreement, those for the tanker and ellipsoid models in water
+)
sq)
showed a movement of the nodes in towards the centre, especially in the
() tanker. These changes are to be expected as the distribution of the added
to
q,
weight changes from the uniform patternwith the cylinder towards more and
(, more concentration amidships.
aa
14 These results of Kumai's suggest that the virtual added weight for 2-node
s
E vibration is less than found by the use of Lewis' coefficients and also that for
s increasing number of nodes (and so increasing frequency also) the virtual
s
$
L added weight tends to increase for shapes having alarge beam to draft ratio
\ and decrease for those with beam to draft ratio less than two, being almost
\
constant for a semi-circular section of beam-draft ratio 2.0. The frequency
* range is very much higher than that encountered in ships. Nevertheless,
there is some other evidence to suggest that the added virtual weight
calculated by Lewis' method may be too high, as was pointed out by Russo
and McGoldrick in 1955(81). On the other hand, the inclusion of the Lewis
value of added virtual weight in full integral calculations carried out by the
o.5 t.o 1.5 2'O 2'5 author has given good correlation between computed and measured
Submergence of cYtinder $ frequencies. It is evident that the flnal word has not yet been said in this
immersion(Murtha(1o8))' matter and it would seem that the best one can do at this time is to adopt a
Fig. 23. Added mass coefficients for cylinders at varying
standard method of carrying out such full-integral calculations, and in this
work the author has personally used the Lewis method together with the
Th
deeolv submerged. Th: Lewis ,/ factors for 2- and 3-node vibration.
ffinoa
[ilded weisht for a floa
,image deePlysubmergeo. 7 -
(n"ndeeply submerged may be compared with
u'drffect of Restricted Water on Added Virtual Weight j:.:!l
It is well known that when a ship moves from deep into shallow water her
III) for eitipsoids_.f_th: same values of LID and
those given by Lamb (Table vibration characteristics change, the natu{flngtq"_q"_igl.bgry_g_1gly_g._"4. If
the agiee*.rt is found to be very close (Table IX)' a natural frequency in deep wffiiffist-iSovJ ahit of-iome-plriodic
 80 ADDED VIRTUAL WEIGHT
8I
disturbing force in engines, propeller or auxiliaries, I-glql?lt ylb-r_?tioa ngy
result when she moves over shallow water. C$$.ir.n has in added virtual
'-
This reduction in naturii fi"q.r..rcy is due to an increase in the added
weight for both iain numerical
values ofthe a-rftlCtr tei-ght coeffic
yirtual weight in In making anyt of rectangular
cross-section in the free surface, he used the methods of electrical urJogy.
estimate of frequ allow water, it is i--
The rneasurements were made for a block having a half-beam b and
therefore desirable to be able to allow for this additional added weight. i
a draft d

Model sections

2-5
Value
of
^
Lv
2.O d:draft,
H = depth of waten
below keel
1.5 added mass= Cu Lrpbz

Fig. 25. Effect of shallow water on added mass in vertical vibration.

Curves of C, for rectangular section (after l(6shrsar).

4567
Depth of water _ H+d
draft - d
Fis 24 coefficient
"i:?,x1i[:,iffi?,H ?i,:fl::f"Tffs
rXl E*p"rimental work on prismatic models in water has been carried out by
Prohaska(4e,50). He made experiments on 10 models having different
sectional area coefficients and shapes in different depths of water. He d = droft
H = depth of water
found the ratio of Cv in shallow water to its value in deep water could be below keel
expressed approximately by the equation added
^o""=Cu.bTpd, .
tv\' cv
Co*
: 1 + 2(ce - 0.2)(+)' (4.4.1) H
d
Fig.26. Effect of shallow water on added mass in horizontal vibration.
Curves of C, for rectangular section (after Koch(32)).
where CE : midship section area coefficient,
'
d: draft U ;;"f .1ro ,{ a-€-.q". \'r--c''r-'L'-
and 7-depthofwater. (v.= \\ ,rDra-.t\-rr' vl
Curves of Cvto a base of the ratio of depth of water to draft, Tld, are shown
in Figure 24. fh" i@S@jent can thus be found for each ship section
for two-dimensional motion. In the absence of any other information,
Prohaska suggests that the three-dimensional effect shall be allowed for by
:J'1,i, T"I,,!"' !;r;Rs are,r;;;,3;,,1|,;;;;;
using the same values of uI as for deep water. =#
IriSures 25 and 26 show thc variation of C,z arid
tions and depth of vr'ater, whilst 2l and,2g give
C-*with changes in propor-
of criand i, fron,
"orriour.
 82 ADDED VIRTUAL WEIGHT EF}'ECT OF RESTRICTED WATER 83

t,5
\ \ \ \\ \ \\ \ I I
t\ \ \\
\ \
I

I
\ \
II \ \ \
\
[t 2.O
q / /
/
,/
rl \
\\
\ \
\
\\
I+Ui\ \=\-+\ t.5 f /
1--
t.o t\
\,
\
I t_I rl
i

R\ i\ \
d
H /
// V
d
t\ \ \ \'\] a V
-rfss s
\ \\
\-tf t-o o_
6
\ \ \-\ \ \ \
\ f \N\ \\ \ \ \
o.5 0 I
o.5
N+ N S s+
N\
\ * \ 1
-;,
x \\ \\
NS
o
o-s
7
N
\ \ \ \ t.5 2-D

'1
tl
l,
I\,;.
> \
\
\
\
o
\:; o b
+ 5
H

2b : 6earn on W.L.
H = depth of water below keel
Added mass = Cu 4 rr p d2
Fig. 28. Effect of shallow water on added mass in horizontal vibration. Con-
2b= beam on W.L. tours of C, fot rectangular section (after Koch(s2)).
d -- droft
H -- depth of water below keel
Added mass : Cu h oe b'
27. Effect of shallow water on added rnass in vertical vibration'
Fis. -'- Contours
^'D' -- of C, for rectangular section (after Koch(aa))'
 84 ADDED VIRTUAL WEIGHT EFFECT OF RESTRICTED WATER 85

which the appropriate values can be lifted for any particular design condition. Bld, of 2'0, so that b ld 1 : '0.
If we now assurne several depths of water .F/,
The added virtual weights for vertical and horizontal vibration will be the added weight coefficients may be evaluated as follows, using Koch's data:
given bY: Cygtrwbz* (4.4.2) d
- ro
..nd Cs$trwdz (4.4.3) b
H : 1'o
i The added weight coefficients given by Koch are only for rectangular 2.0 3.0 4.0
isections. Until similar work is done for ship-shape sections, it is suggested d
that in cases where shallow water effects have to be taken into account, the b:1'o 0.5 0.33 0.25 0
added weigh tbr that partlcular
foiThal-particulci H
s dcd
9ccl wclglll.s lll
wciglrts in Cr :2'02 L'78 L'73 1,'7L 1'65 (from Figure 27)
s rect bcittl't-dral't
bcanl-or:l cY
fiii" -t"AT"g6- rfi;;;J I"t.g*ii;n dion!-tnerength woulct givc tlthc : 1.22 1.08 1.05 t-O4 1.00
cr*
resulting total added weight.
frnLe X It is dimcult to compare these figures with those given by Prohaska, since the
latter does not specify the beam-draft ratio for his models. Using that
Draft (d) model of midship area coefficient 0'99, we can estimate the values of C, for
T-seam (7)
different depths of water.
Beam
Dffi E: 1.0 z.o 3.0 4.0 @
d
ni,i,:
Cr (Koch-Figure 27) H+a:2'O 3'0 4'O 5'0 co
Cr G-ewis-reference 25)
;r' d
rl TesrB XI
Cv: L'93 l'64 1'53 l'49 1'42 (from Figure 24)
t\ cY : 1.36 r.16 L.o7 1.05 1.oo
t
'\,,,
Cv-
In view of the circumstances, the values of Cvf Cv- derived from the two
different sources are in reasonable agreement, and the diagrams given by
Koch may be used in shallow water work with some confidence.
Cr (Koch-Figure 28) Although the presence of vertical walls will also affect the added weight,
Cr (Landweber-Reference 101 particularly in horizontal vibration, there do not appear to be any experi-
extrapolated a little) as yet on this point.
\,
.
r\: ?t investigation into the effect of depth of
It is of interest to compare the values of Cv and Cp given by Koch's -'
'.
Starting with a spheroid of length 2/
electrical analogy methods with those derived analytically. For uertical an infinite liquid, he then found the effects of a
pibration in deep water, the comparison with Lewis' calculated values of Cv ,9w the axis of lhe. spheroid, thfuut tgbove
is shown in Table X. For horizontal uibration in deep water, a comparison {i!!--hqtg o[ rqS.]94 lgpth !!, t n.. r"rf"." .f""tr !gqore_{._ The
can be made with data given by Landweber, as shown in Table XI- For "o"ta-beof the surface of
kinetic energy in the fluid resulting from specified motions
uertical oibration in shallow water,let us take the case of a beam-draft ratio, the spheroid was then found and so the virtual inertia coefficients.
* In Koch's notation, the added virtual mass is Fgr -the-1wg-dbeq9&nal case of an infinite circular SIi4:LrL":_t"q_
Mn' - 2@Obt transversett to its t."gtli, .itt er parallel or norrnar 1;-ifrt6b-fiom,---t-lle
whereas in Lewis'notation adopted here approximate relative increase in the virtual inertia coefficient was found to
Mvt - CrLnpb' fr ' ' -!n For thc thlee-di-mensionafCas;Onna ipheie, the coiresponding
j were -?o@tlf\ and $(d|lfs) for motion parallel and perpendicuiar to
Hence Cr:lQ ;ottom respectively.
86 ADDED VIRTUAL wEIGHT EFFECT OF RESTRICTED WATER 8/
Corresponding approximations were obtained for a spheroid in translation Tasrr XII (Havelocktrorr;
and rotation and also for vibrations with two and three nodes. depth of water _7
The results of most interest to the naval architect are those for the draft d
spheroid floating at the free surface, half-immersed, in water of depth 7.
2.O 2.5 3.0 3.5 4.0
The surface waves produced by the vibration were neglected, their effect
having already been proved to be negligible. (Figure 29). 0.V. translation (heavc) | 0.280 0.155
I'V. rotation (pitch) | 0.215 0.110
0.110
0.070
0.080 0.0s8
o.047 o.030
,y,
2L 2'V. 2-node vibration I 0.205 0.102 0.060 0.030
3'V. 3-node vibration I 0.097 0.053 0.025
5 =,o -
0'll. translation (heave) l0'110 0.032 0.008

Fla', clock drew attention to the varying effects of depth acccrding to the
l'7pc <if vibration, particularly that the application of the values for trans-
Iation to thc case of two or three node vibration would give incorrect results.
For vertical motion, when the spheroid is very long the approxinrate
valuesof the relative increase in inertia coefficients may be writteu
Havelock carried out numerical computations for a spheroid having a dMtlML: 0.658, 0.470, 0.439 and 0.429 x dzf Tz for 0, 1,2,3 anC 4 nocies
ratio of length to diameter of 10 (: lld), and gave values of the relative respectively.
increase in virtual inertia coefficient, d!4llet5":d_t{-q"ql_tatios of depth oJ In the particular case illustrated above, where Lf B,:70, the curves
wfter to efL!l/--F'rg1rsloeuffa&}lt.H_-.r_._QM]JMlis__thc_retio_sf
wftertodf xt.-ii cornpare fairly closell, with
thee increase in added virtual weight
weieht in shallow :ryefef
increaseinadded_virtualweight_E_rtgll_o:f tojtr:nlu_e_iu._(e.9
its value in deeo
water lajt$-JalU-e_iU._(e.9p
walef & iritcrcst to notc thg!_B@k
.lvater. i htlg vertical vitrration iu shallow water(4e,. In the present context,
this lakes the form
6Mr
".,. )f d2
Mr -
-LV
B
r,
C's being the block coefficient.
For tlre spheroid in question, this gives a valuc 0.466(dzlT2), which is not
very different from the values given by Havelock.
For horizontal motion, approximate calculaiions for the spheroid floating
6M' lialf immersed in deep rvater show that the virtual inertia coefficient is about
TVI, 0'4 of ti'rat in the deeply submerged condition for a ratio Ll B : L0. This
compareswithvalues of 0.405 (:4lnz) and 0.337 for circular and rectangular
prisrnatic cylinders.
In shailow water, no general solution for different modes of vibratioo was
givcn, The itr Eigurg 3-0_;!rows the results for a ratio of LIB: l0
an<l u,iti:out "yu?Oy
iiiy naides, i.e. pure -translation parallel to the bottom. A
conrparison between cllrves
---..-+_-_
OIf and OZ sho_wr ltraf-fhe-etreg! of shafl5fr
waler is very differcnt in vertical and horizontal vibration. For very
--.----
J.orri| spherords,
<--L-;---+-<!
heapff
fthe a
.tr
ox j..^*.--'+--valilesof therelatlve-inc-reaEeiil-v"iituaf
ii.er
i(ibT o
2

r':spectil'ely, so that the eftbct of shallow water on horizontalfrequenciei6i'

t.o 2.o 3'o 4.0 a litin's hul! shorrlC be ve)) much lcss than that on the vertical typ".
T
d S,r,n,,) informaticn on ilrr: 'rltctr. rf shallow rvater upon virtuallv*igirt and
Fig. 30. Effect of shallow water on virtual inertia coefficients (Haveloc[troor;. s(i up(; r huii vibratlori fi'eq:rencies can be gleaned from ship trials.
 UTFRCT oF REsrRrcrED wAl'ER 89
38 ADDED vIRTUAL wEIGHT
llrr' ;tr'ltrtl elurngc in frequency vras less than would be expected fronr the
Expcriments carried out on the Great Lakes ship E J. Kulas in shallow
watei showed that in a depth of 48 ft the effects of shallow water could be
''\lu(',:,iorr 1,,ivt:rr in (.1.4.5). For a similar change in depth of vzater, from
l.) lt to .f5t{ li, tlrc sister ship Ocean Vulcan showed no change in frequency
seen only for the lower modes of vibration, up to that with four nodes, ,lrrr' lo rlt:Plh cll'cct.
whereas in water 25 ft deep the 8-node mode was affected(o4). This ship was I lr. t'rllicr lurd dimensions of 261.5 ft x 39.33 ft x l8-75 ft to the upper
a typical Great I-akes freighter, with a large LID ratio, and so the higher ,1, r k :r nd'22'J5 [t to the raised quarter deck, and was tested at three different
modes could be excited. The results suggest that the influence of the hull ,lt',pl;tt't'tttr:ttts and in different depths c)f \Ma1s1(68). The results of the tests
vibration extends further i_ntg the water for the lower modes, and so the ir 1(' \rrrnrnarizcd in Table XIII.
effect of shallow water is felt sooner in these modes than in those of higher
frequency. T.cnm XIII (Marwood {g J6l'rnsentoer)

ilo

x No.
Con dition

A l--
I
;-feet
- Mode -,;l;l ;l;-T;; Ioo
Frequencies for Tld of

l,,o
r)
+)
S
t
too a
x
.
Calc w;il;il"
Mea ;ured frequencies
I ,533 8ft7in. 2Ny
2NH
t28 142 156 t6t 163 166 I roe
272 272 272 | ztz
rl'l
tr 272 272 272
( 3NV 230 260 290 300 303 305 | ros
\\
o)
.|
t49lr50ltszitsz
(J,

a)
s
CF
r- Ca / c u la Led freq ue n cies a ccord i n
Pro h a s ka's correction fa ctor
g to 1.r,969 10 ft 3 in. 2Ny
2NH
3NY
z4olzoolz+olz+o
28412871288128S
ts)

Ratio >f depth 'of wate) to draft

3 ,502 17 ft 1l in. I 2NY
I zNa
120
184
t2E
184
t36
184
139 140 140
184 184 184
1.10
184
5 Iro t5 I sttv 218 237 255 260 261 261 251

o t50 200 50
Depth of water, in feet
Fig. 31. Effect of depth of water on frequency of S.S. Clan Alpine (Johnsontezr;.
The British Shipbuilding Research Association has carried out extensive
tests on the ships Clan Alpine, Ocean Vulcan and an up-river collier designed
for the coal trade from the N.E. Coast to the Thames.
Trials on the Clan Alpine in a river in which the depth varied from 40 to
In general, the exciting force was of blade frequency. The results for the
2-node vertical mode in the loaded condition (No. 3) are plotted in Figure 32
and show good agreement with the line derived from Prohaska's approxi-
mate formula. It may be concluded from these results that it is inadvisable
q)
+J

50 ft did not indicate any measurable sffssfs(62). However, in going to \

F
I:
rvater 216 ft deep, the frequency increased from 99 to l0l per minute. The t_

formula for added virtual weight in shallow water given by ProhaLB4 a

\
q)

(equation 4.4.1) has also been stated in the form --:::'- e^'
c
r -., \--' cz1.r,uro,n; : ct,*[, * *"(+)') g.4.4)
q)
.\
s.
.\
,u

rL
rvhcre Cp is the block coefficient.
Assuming the whole effect of depth of water on frequency is due to the
change in the added virtual weight, we can write approximately
t.o 2.O 3'O 6.O 7.O
Nslrallorv : *-
-"L + tw,
(4.4.s)

^/
A + ML[r * ,r"(+)') Fig. 32. V:rriation of frequeucy with depth of u,at.;r.
(Marwood ft jshnseatosr)
This expression is plotted together with the experimental spots in Figure 3l .
 cALCULATToN FoR VERTIcAL vTBRATIoNs 9l
to crrrry out vibration tests where the depth of water is less than five times
tlrt' tlraft of the ship. For 7:5d, equation (4.4.5) gives a change in
lrctlrrcncy of some 1$ per cent from that in deep water for an average cargo
:.lrip of 0'70 block coefficient.
l:xperiments were carried out by Marwood and Johnson on a prismatic
rrroclcl of 20 iu. beam, 8'36 in. draft, with a bilge radius o1 2 ir1.t6s). The
rncasured frequencies for the 2-node vertical and horizontal criticals in
tlillcrent depths of water are given in Figure 33 and show that the vertical
frcquency is practically unaffected so long as Tldis greater than 5'0, whereas
in horizontal vibration the effect disappears at Tld about 3'0 and is very
small even at a value of 2'0. The effects of depth of water on virtual added
wcight as measured on this model are compared with Havelock's results in
Figure 34 and confirm his remarks on the much smaller influence of shatlow
water on horizontal vibration than on the vertical typ", a conclusion which
is also borne out by the ship results. '

A knowledge of the effects of depth of water on hull frequencies not only

enables us to make estimates fo1 a slfp whlch is likely to sail in shailow
water as a regular part of hervoyages, but also affords a method of correcting
experirnent results obtained in shallow water on trial to give the frequencies

q
\t
t4

,t --s 12

sS( coefficients Cy and Cy may be determined for different section shapes.

S
(. The shapes used almost universally in ship work are the ones derived by
\ro
\\ F. M.l-ewrs:lg-LlLAs criginally published it was necessary to determine
s the value of Cy by visual comparison of the shape of each ship sectioii with
o
+) those of Lewis having nearly the same proportions and shape. This entailed
Et much drawing and interpolaUon, making the method lengthy and not too
.e
+) -accurate. The author showed in 1935 that the values of Cy depended
\\s mainly on the section area coefficient and the beam-draft ratio, and that the
I
q)
G)
data could be presented in a simple chart, so elirninating all visual coln-
s parisons(a8). This is reproduced in Figure 35 with some additional data for
+)
\ sectional areas less than 0'40 taken from Landrveber. For certain types of
t.
q)

a)
q. ship scctions not covered by Lewis' shapes, the figures givcn by Prohaska are
!oSt-, vertiPal tran, useful, and are shown in Figure 36(4e). For calculatror'rs of horizontal
vibratron, the values of Cs ior the Lewis sections have been evaluate'd by
ql_
Landweber and are shown in Figure 37(1c1).
With the data glven in these three figures, we are in a position to calculate
oL the added weight for any particular ship. At any given ser:tion ttre added
1.O 2.O 3'O 4'O 5.O
weight per unit length for two nodc vertical vibration u'ill bc given by
DeDth of water
Droft
;Cywrbz
I !5' J-'
Fip.34.Effectofshallowwateronaddedmass.Comparisonofmodelresults
;i,; n;;;ir"k;. theoretical values for a spherbid of LIB : 10.
(Marwood & Johnson(68')
 (]ALCULATION FOR VERTICAL VIBRATIONS 93
92 ADDED VI[<TUAL W ETCTIT
'l'o rtllow lirr the three-dimensional effects, we include the coefficient./r, so
llrrrl lirr:rlly wc can write

Added weight per unit length : lColrwtbz (4.5.1)

rvlrt'r'c rr, : weight per unit volume of water.

1s
lo)

f:
o
-9-
o
C' d* i
o.2
ruru 5ect.
Ns
I
2

4
5
6
b
d
o5
o.75
Io
a
B

2.O
Area
coefft cv
l.o o.60t o.875
I 50
o'809 1.o45
o.558 o.875
o.5ls o.875
o.533 o.878
o-60s o.884
-(-
l!J
s
-o-
t no
E
7
I
o.700 o.973
0.Et6 t.045

\-
s .t)
(l
o
9
to
2.0 4-O o.601 o.906
o-809 to22
st-- NE
t,) il I o 2-O o.620 o.988
- 9 l2 o-707 l.too
o t3 o.750 1.520
-R
\ b-
Fig. 36. Vertical inertia factors (Prohaskarg)).
s- bu
q)
NE.9
o
E0)
It must be remembered that b is the half-beam at the waterline for the
particular section being considered. Similarly, the draft d must be taken at
$.8
\t g each section in turn in cases where the vessel has any trim, and the sectional
d
E area coefficient to be used in determiningCv from the charts is that calculated
.o
using these values of 6 and d in association with the half-sectional area.
o€
NE Thc calculation can be carried out in tabular form, and the details are
o
v,
(l)

9E
u-i

ti,l
N ..i

y.W.F-. _ Total virtualweight ,. -,)-

$ Ship displacement '-/-'
\o q)
o
_ Displacement * added virtual weight
Displacement
\,r/
1, weight
ACrIecl virtual I
i c ,i\
- ' Displacement
l,l
'"-'-'
 ADDED VIRTUAL WEIGTIT ( AI,CULATION FOR VERTICAL YTBRATIONS 95
94
llrcr(':,ultri arc plotted in Figure 38, and it can be seen that the chief
, r rnlr r rllrtrllplramcter is the beam to draft ratio, Bf d, and the factor can be
, rlrrr':,:,t:tl to a good approximation by,h_" eguation
a
v.w.F. :+2, + t.z! '/ -' (4.5.3)
3d
,rn (')iprcssion first given by the author i1 lp{$tse), although the graph has
l)('('n usc(l since 1935(38).

o
o
E
(.
a
+J
o
v.W.
,# l-t

.E
+)
o
N
tr
.9
q)
,-{
to l
H s
l\ € s
.n

'+)
t (t s .(
s
l C)
o
Eo 45
o
o Beaq - B
.t)
./o
d
drofc d \
E Fig. 38. Vinual weight factors.
q)
€
E(d In detailed calculations, this formula provides a useful check, but it has
(!
o also a more valuable aspect, as we shall see when we come to consider the
0
o 1 . . us! of empirical formulae.
fi,
por the ship used in Table XIV, the V.W.F. om equation (a.5.3) is
gi"'.,r:i
t-
c.l
\,
.j /
1 59.0
bb
lJ" i zs-s + 1.2: 1.97
as comPared with 1'96 from the actual calculation. Tiris close agreement
does not, however, absolve us from the necessity of rJoing the detailed
cstintate, since we require the distribution of the added virtual weight as
well as iis total zrnour'lt.
For calctrlations o ttre 3-node vertical frequency of a ship's hul[, the
virttral added weight must be calculated using the "I, correction factor from
Table IV.
Fcr shallow tvater, lhe vi.rtual adcied wcight must be nrodif,ed by the use
ot'Koch's or Pronaska's work, as already described.
.[he worli carried orrt by Wendel tras indicated iirat ihe preseuce .cf biige
koeis ruay increase the virtual weight Lry sorrrr, 4 pe.r ccnt, sc re<iucing the
 ' --.>:

li
\o
TlnL' XiV--Calculation of Added Virtual Weisht -Y \ o\
:ions:-
B.P. 440 ft
ild. 59 ft
:,il. rz rt g in. f)isplacement : 15,192 tons
25 ft 6 in.
I (lt)
(o (7)
(10) I
(3) (4) (s)
(1) (2)

Half beam Draft Area of Sectional i ! Addedweightin I i.^. .,

in l section area coelTt. coent 'i ,uo, t*-
on W.L. I(e)x(10) g
feet in sq. feet A g
in feet
:T:A;::#L i
Cv i, -'- ;i :S.byJsrbzw :
b d A f,xa i I t'
0.249
rlll!-
6.3 25.5 t2-0 0.075 2 14.0
API 0'78 t96 7.0
25.5 210.0 0.520 0.623 17.0 F
2 15.8 17.0 -l-l- 1
0.872 0.96 474 Fl
17.) 25.5 421.0 0.744 2 53.2
3 l.12 742 26.6 e
25.5 564.0 0.8@ 1.010 53.2
4 25.7 992 35.5 tt
667.0 0.938 1.096 1.27 r
5 27.9 25.5 45.3 4 181.2
0.993 1.160 r.45 1,2@
7 29.5 25.5 749.0 Itt,
9
o
tl

arfi E:9fl
14'620 tons
Added virtualweight : * X 44'0 x 993'0 :
:: 15,192 tons
Displacement
;i'pil;il oiitip !re2 tons
Total virtual weight
: [617
14.620
Added virtual weight factor
:'ffi.: 0'96 / *,

' l'96 /
Virtual weight factor - :ffi.:

oooooooo
oooocooo
HHHHH-HH
cccEccdc
33ts13333
iE=,i,:rlr!,5
'\o{o\(r5(, 19H
vvvvvvvv
o
r<
o
c
F
gfi d
o
itgl*r*[[[ z
n,
2, o
$$ rr i o
o F
U,

o o
0,
F
iiEF$}[$i*[E ,i d N
o
o
X zrl
B+iFEffigF}
i H * :, ":I F
=€; gE t0
Fe r;.r€g -E F
F.l
*ti$r*? o
z(A

ts
3
?, sEil [ 6
ilt- irBE;
EilCr ,$
E'F'EP F {\o
9r] ADDBD VIRTUAL WEIGHT cALCULATToN FoR ToRsIoNAL vTBRATIoNS 99
that for i,erticaL rnotion rlescribed in section 4.-s. Taylor has a.lso giverr r.,rrt' :rrtr rrrc walerrine upon the coefficient
ilrt'r tr;r, ('r, dcpended upon
of added mass moment of
vaiues of the rhree-dimensional correction factors Jrand"Ir lbr 2 a.nd 3-node e ratio of beam to
rlr rlt llrc s:rme parameters
horizoutal vibration, which are shown in F'igurc 77.
l:'i1i,cs 39 to 42 give the his calcurations for the Lewis forms.
4.7. Calculatlon of the Added Mass Moment of Inertia
in Torsional Vibration +OS
The iirformation on the virttral added mass moment of inertia due to the %
surroundlng water in torsional vibration is extremely scarce. d
J. L. Taylor has quoted a figure of 5 per cent of the ship's displacentent to
ile inclucied in ',he calculation of the mass moment of inertia of the hull.
-Iacqgr_4[has dcrived an analytical expression for the effect of errtraincd
r,[t--*r aiouffi an clliptical section in torsional motion (discussed on-BI): dl
Fcr such a. section. having semi-axes b and d, b beingin the surface and d thc I

draft, p?l!, mo-{qn.lgljryrtu per unit length is

$g 1dd9a_virtual
--,L

This depcnds only on the eccentricit.y of the ellipse, and for a semicircle,
rrhcn b : d, the added mass moment of inertia is zero, as we would expcci
in an inviscid fluid.
-.-{qore co been Presentecl bY
'KumaiYcor. shiP does not in
-ffiric
in o ,rot at the centre
of oscillation of the section and its image. A correction for the location of
the centre of oscillation has therefore to be taken into account in estimating
the added virtual moment of inertia. Kumai has made two-dimensionai
+O.5
calculations of the added mass momenTTdrth-esetEcrns nGa by Lewis anci
Prohaska with the centre of rotation at different points on the vertical axis
*
Fig. 39. vaiues of added mass coefficient
of the section. c, for torsional motion.
The basic equation for this purpose is
(Ku nirroor;

rried out on prismatic

A^I : cTprda (4.7.2)
tanker and the resu
where L,I : added mass moment of inertia per unit length; cls were vibrated in
P: density of fluid;
If d is the mass moment of inertia oi the model
d: draft of the section in air, Ad is the added
mornsnt in water, Afu and r/" the frequencies
and Ct: coefficient which depends on the shape of section and on the
then we can find A1" from the relationship
in water and air respectively,
location of the centre of rotation.

In the special case where the torsional axis lies in the waterline, only the
rotational motion need be taken into account, but in tlre more general case
there is al:;o a horizontal motion. In a general way, one would expect the
ffi
I f,:/l=;f
i
f,:/l;;a i (4;s)
(4'7'3"

The results for onr- typic;i;.o*

centre of torsion to lie above the waterline in the light ship and belorv it in
"."
ur"*;# Table Xv a^. Fjgure 4.i,
the lcaded ship. Kurnai lbund that the effect of the distance between the
 CALCULATION FOR TORSIONAL VIBRATIONS 101

100 ADDED VIRTUAL WEIGHT

y.
tio
7
o
E
CO
-T
E
o
o
k
o
E

\tl a
il
.),
d
1

.gt
o
"l E 0.15
;o Io c7
U'
Io .A
GI

$ sl"5 o.to
o o
io
$
o c,
lt
o
.J'
I
cl
-
-;
if

ob
,rA
l!o
o
a

Fig. 42. Values of added mass coefficient C, for torsional motion (Kumaitroorl.
.J
a
EU Tnsl.s XV-Re.sults of Model Experiments on a Prismatic Model in Torsion
o Section of model corresponded to a typical tanker section (see Figure 43)
E
Half beam b
G,
q
.9
j_'u*- : a: a.g d: g0 mm
a) Z:750mm
o : :
lr
& 10.0 kgicm C O.67 (sedtional area coefficient
€ based on D and d)
U
\91 Yo I" LL A/,
fl
$
o
o
o
7 i/"/sec. N,/sec.
kg/cmz kg/cmz T CI

H i .o) E
GI
6 ,o 0.20 24-O 20.7 51.0 50.5 o-334 0-0520
(.rl
-sN o o
0'10 25.O 22.6 38.3 31.0 o.224 0.0319
siorl o
U'
(n
0 2s.7 24-O 30.9 19.6 0.149 0.0201
ol o
3 >h5o -0.r0 26.6
26.8
25.4
25.5
22.3
20-6
I1.8
12.8
0.0964
0.0868
0.0121
0.0132
ol
LI E,
€(s -0'20
-0.30 26.4 24.7 24.O 17.8 0.1430 0.0183
=l o -0'40 26.2 23-7 26.O 28.6 0-2270 0.0294
1.,
op
t
!o )a,
6 .o I
ta Yo : distance of centre of torsion from waterline (*r" at)t)ve waterline),
' >91's
L.- --a-
lt
(s
.l{.: 1'."nrr"rcy in air,
- cs N' : freguency in water,
I, : mass moment of iuertia of model,
ob AI, : added lllsss firorrl€nt of inertia riue to water encl lc is Ccfinerl by cquatloi; $.7.6).
lrr (Kumai"ct'1
 102 ADDED vTRTUAL wErcHT CALCUL,ATION FOR TORSIONAL VIBRATIONS 103

In a given experimcnt, Iri.s knov,n by calculation, .l[, arrd N, are measured,

and from equation (4.7.3) A1" can be found-e.g. for
Yo-0.20. lT
d - 'v' ,V tst + 41"-20'7
v .
24.0'

rn Figure 43 the ta,ker section ;:T:"#;;:ti;, one of prohaska,s

Actua/ sections Prohaska or .------
sections, and is seen to be very similar, although due to the sudden curvature of ship Lewis sections
near the waterline the latter has a smaller beam to draft ratio and a higher
sectional area coefficient. 'fhe calculated and experimental values of C 1 o.o6
are in very close agreement. o.o5
c,
( Section Area 6 lzd
-B\+o'o+
o.os
coefft. 7' 0-o2
\ o.ot
P""h;4" o.77 o.80
o
pffi" ot 567691o
model
o.67 o. 90 AP trFP
Fig. 44. Distribution of added virtual weight along length in torsional vibration.
Ct values (Kumaittoerl
I

Theoretica/
Experimental o o o rvriting ,-x- L,
I

-
I Ar": p*aorJlc, ae @.7.s)
5
t,

Putiing r :(T)n
!'r, u
I
Fig. 213. Comparison o[ calculated and experimental values of Cr. (4.7.6)
(Kumaitroot;

As an example, Kumai obtained the distribution of the added mass

moment of inertia along a typical tanker hull in the load and light load
then Ar": r*(i) , (4.t.7)

conditions. The curves for the load condition (Figure 44), and the light k is a iunction of the ship's form and the beam-draft ratio, and can be
also, show that the added moment of inertia falls away quite rapidly towards obtained by theoretical calculation, using the values of C7 appropriate to
the ends of the ship, but then shows a sudden rise, particularly at the stern, each section aiong the length and integrating.
due to th.e effects of the deadwood in these regions. For the typical tankerr.@dves th-e expression
On the basis that many modern tankers of 20,000 to 40,000 tons dead-
weight have very similar hull shapes, Kumai applied such typical results to
* y::': (4.7.8)
deduce an empirical formula for use in the design offi.ce. From results such
as those shown in Figure 44 the total added moment of inertia can be found lvnefe d:
i-r'=T-lt[
ot8'ltt
L) a;":.1"g1
by integration along the length. From (4.7.2) dr: full load drafc
and B: beam of ship.
Af : Clpnda per unit length
and fcrr the whole ship As an indication of the order of magnitude of the virtual inertia eft'ects in
fL torsion, Kumai gave the foilowing numerical exarnple for a 32,000 tons dead-
Af, - pndn C7 dx (4.7.4) weigh.t tanker in ciiffcrent conditions of loading (Table XVI). It will be noted
Jo
104 ADDED vIRTUAL wETGHT
TInLeXVI-ValuesofMqs-sMomentoflnertia,Addedlnertiaand
veight tanker (Kumaittoet;
Frequency Ratios for a 32,00o'ffi;D*d
L:192m D-!3'7m
B :26'8 m d: 10 m
Nwater N d
AI,
Condition
L
ton mz ton mz E M 4
Cnlprrn V
1. Light, loaded in centre x 10c 0.6
tank O.7O2 x 100 0'643 0.710 1.274
CALCULATION OF NATURAL FREQUENCIES
2. Light, loaded- in centre x 10e 0.5
and wing tanks 1.556 x 10c 0.643 0.842 1.000

3. Light, loaded in wing x 10o 0.6

tanks 2.416 x loa 0'643 0.890 0.844

2'834 x lOc 0.723 x 10c 0.893 0'786 1.0

4. Full load
added virtual weight due to the water around the ship, and now that we have
seen how this rrray be determined we can proceed with the frequency
how, in the light condition, the 'I, calculation.
cargo out to the wing tanks' I The added virtual weight curve, obtained in the manner described in
the-same, since it onlY dePends Chapter IV, is added to the curye of hull weight (including machinery,
Thus the natural frequency of torsional
t

by'the adoption of different loading plans-ir' the bunkers, cargo, etc.) to give the total load curve. The vibration profile is
a considerable ";t;;a
some 50 per cent-from a value of thcn assumed to be the same as that for a uniform, free-free beam (Table I,
exarnple q,oted the frequency ran;e is Chapter II, page 29) and on the further assumption that the vibration is of
the ratioiVtlf, of 0'844 up to l'274'
they are likely to the simple harmonic type, this profile also represents the acceleration to
In view of tne eftect oftilge keels on vertical vibration, but there is no solne scale. Thus the product of the ordinates of the total weigtrt curve and
have an appreciable effect in torsional
vibration also'
on which any allowance can be based. the acceleration curve at any station represents the dynamic load at that
quantitatiu, iofo,mation i,:i point, and in this way a dynamic load curve for the wtrole ship is obtained.
Integration of this curve gives the shear force curve. This does not, in
general, close, and the base of the acceleration curve must be moved until it
does, thus ensuring the necessary condition that the centre of gravity of the
ship remains at rest during the vibration.
A second integration, starting with the derived shear force curve, gives the
bending moment curve, and again in general this will not close. If the
residual bending moment is small, the curve of bending moment can be
closed by drau,ing a nev/ base line, and two more integrations then give the
dbrived or calculated deflection curve or derivcd profile. From this and the
assumed acceleration curve the frequency can be determined. This
celculated frequency is then corrected to take account of the deflection due
to shear, using the approximate method devised by J. L. Taylor{zo). The
steps can be written down in the form

Dynamic force per unit length : ,, (equation 2.6.4)

#
Shearingforce : YdlY.
dx3
t05