Proceedings of the ASME 27th International Conference on Offshore Mechanics and Arctic Engineering

OMAE2008
June 15-20, 2008, Estoril, Portugal

OMAE2008-57937
DYNAMIC ANALYSIS AND DESIGN OF LNG TANKS
CONSIDERING FLUID STRUCTURE INTERACTIONS
Y. P. Xiong, J. T. Xing
School of Engineering Sciences,
University of Southampton,
Southampton SO17 1BJ, United Kingdom

ABSTRACT
Following a general description and analysis of the
fundamental criteria for the dynamic design concerning
dynamic stiffness, strength and environment issues, it is
considered that the natural characteristics of the dynamic
system and the dynamic responses of the system subject to
various dynamic loads are two key critical issues in the dynamic
design. Therefore, for the dynamic design of a LNG tank filled
with liquid and operated on seaway, it is necessary to accurately
predict its natural characteristics and dynamic response
considering fluid structure interactions.
To address these two key issues in the dynamic design
stage, the developed computer software based on a mixed
displacementpressure finite element model to complete fluidstructure interaction analysis is introduced. An integrated
internal liquid-tank-external water interaction system
investigated by numerical simulations is summarised to
consider the two issues involving the dynamic design of LNG
tanks. The five studied cases include: i) 50% filled LNG liquid
in a fixed rigid tank, ii) elastic tank only, iii) 50% filled LNG
liquid-elastic tank interaction, iv) empty elastic tank-external
sea water interaction and v) internally 50% filled LNG liquidelastic tank-external sea water interaction. The calculated
results are compared to reveal the coupling effects on the
dynamic design of LNG tanks.
To further demonstrate the effects of the natural
characteristics affected by different interactions on the dynamic
responses involving the dynamic strength, stiffness and
vibration environment problems considered in dynamic design,
the numerical simulations of the studied systems subject to
regular sea wave excitations and earthquake excitations are
carried out. The dynamic displacements for stiffness analysis,
the dynamic stress for strength analysis and vibration level for
dynamic environment analysis are presented and discussed.
Guidelines provided in this paper maybe useful for dynamic

designs of LNG
environments.

tank

operating

in

complex

marine

INTRODUCTION
Rapid growth of the world energy market requires the
transport of larger volumes of natural gas in the form of
Liquefied Natural Gas (LNG). This leads to the demand for
larger LNG carriers with increased capacities. The growing size
of LNG carriers results in a decreased natural sloshing
frequencies and increased dynamic impact loads on tank walls,
which affects their safety operations. Many publications, for
example, see reference [1-5], investigated experimentally or
numerically dynamic sloshing impact loads on LNG tank
models. However, currently LNG tank designs are still based on
traditional static design procedures. In the classical static design
of marine products, the static criteria in association with a
dynamic load factor or safety factor are used to determine the
design parameters of new ships. In this traditional design stage,
the dynamic behaviour of the product is not originally
considered in the design stage. The dynamic analysis of a
produced product based on the static design may require a large
modification to the produced static design, which needs more
time and costs. With the rapid progress and development of
modern numerical techniques and computer aided design
(CAD) approaches, a consideration on the dynamic behaviour
in the initial design stage becomes possible. This paper intends
to discuss a dynamic design of LNG containers.
The LNG containers operate in a dynamic environment, their
performance are affected by the dynamic behaviour of fluidstructure interaction systems involving internal LNG liquid and
the external sea water. The coupling mechanism between the
sloshing liquid, the floating structure and sea water is of
importance to the dynamic behaviour of the total system. To
address the dynamic design of LNG containers, it is necessary
to consider the fluid-structure interaction mechanism. In this

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the aircraft carrier may satisfy the required dynamic strength

and stiffness criteria discussed above, therefore the structure of
the aircraft carrier will be safe. However, if the vibration level
of the aircraft carrier is higher than the required vibration level
for the guiding system to work normally, this system may not
correctly guide the airplanes taking off or landing. This implies
that the aircraft carrier has actually lost its severability although
its dynamic strength and stiffness meet the design criteria.
The dynamic environments problem in the dynamic design will
address the vibration levels of the product subject to various
dynamic excitations.

paper, the dynamic design of LNG containers will be discussed

from the view point of dynamic interactions concerning internal
and external fluids coupling with flexible tank structure.
Following a discussion on general issues for dynamic design
problems, the examples involving LNG containers are presented
based on numerical results obtained by authors as listed in the
references of the paper.
FUNDMENTAL PROBLEMS IN DYNAMIC DESIGN
For a generalised dynamic design in engineering, the
following issues have to be considered in the design stage.

Key Issues of Dynamic Design

To address the three problems in the dynamic design of LNG
containers, we have to predict the dynamic displacement,
velocity, acceleration, stress and strain of the LNG containers
operating in seaway in the initial design stage. To this end, it is
necessary to have a numerical simulation mean companying
with CAD to predict information to be used for the dynamic
design.
Let us consider a LNG container ship as an integrated fluidstructure interaction system subject to various dynamic loads.
The dynamic responses of this system depend on the input loads
and the natural characteristics of the system. The external loads
are normally determined by the statistic dynamic data, such as
wave data and impact loads recorded from the environments in
which the LNG containers will operate. Normally, these loads
can not be changed by designers. Hence, only the system can be
modified in the design process to change the natural dynamic
characteristics, namely, natural frequencies and modes. After
knowing the natural characteristics of the designed LNG
container, the dynamic responses of the LNG container can be
calculated to check if the dynamic design criteria are satisfied
and if the original design is required a further modification.
Therefore, the two important tasks in the dynamic design are to
calculate the dynamic characteristics of the system and its
dynamic responses to the various designed loads. For example,
designers can modify the original system to avoid any possible
resonance causing large deformation and dynamic stress
affecting the dynamic performance of the deigned product.
As mentioned above, to address the dynamic design issues
computer software is needed to perform numerical simulations
in order to obtain the natural characteristics and the dynamic
response of the system. Therefore, a Fluid-Structure Interaction
Analysis Program-FSIAP is briefly introduced in this paper. In
base of this program, we will focus on a 2-dimensional
integrated fluid-structure interaction model of LNG tank system
to predict its natural characteristics and dynamic responses to
the explosion and earthquake loads. Through this example,
three fundamental issues to realize the dynamic design of LNG
containers are discussed.

Dynamic Strength Problem

In the classical static design, the strength criteria require that
the maximum stress, or strain or strain energy is not higher than
the corresponding allowable values called the strength limits.
Otherwise, the material of the designed structure will lose its
service ability. For more important products, such as a new
airplane, a static destructive experiment of full scale airplane
has to be completed to check if the designed static criteria are
reached. Corresponding to static strength design, the related
dynamic strength criteria are required for the dynamic design.
These dynamic strength criteria will involve the dynamic stress,
strain or strain energy. As same as the static strength criteria was
established by many experiments or real lessens, the suitable
dynamic strength criteria to be established still needs many
experimental investigations and practices to be build up.
Dynamic Stiffness Problem
In the classical static design, it is required that the
displacements at some important points of the designed product
are less than the defined values although the strength criteria
have been satisfied. This is referred as a static stiffness
requirement. The dynamic experiments have revealed the
following facts. In dynamic tests in a laboratory, a specimen
was required to be fixed on the base by a well designed rigid
support unit. During the dynamic tests, the rigid support was
shown very soft with remarkable dynamic displacements. This
fact implies that a well designed rigid support based on static
design can not provide enough dynamic stiffness in the dynamic
environment. In the dynamic design, the dynamic stiffness
problem has to be addressed. The dynamic stiffness criteria
require that the dynamic displacements of a product are less
than the allowable values.
Dynamic Environment Problem
This is a problem to deal with a safe working environment of
some important equipment fixed on / in the designed product.
The importance of the problem can be explained by the
following example. As it is well known, an aircraft carrier has to
be equipped with airplane guided system. This guided system
requires a suitable dynamic environment. For example, the level
of the acceleration at the base of this system must be less than
the required value, otherwise, this system can not work
normally. Assuming that an explosion in the sea occurs far away
from the aircraft carrier, the dynamic stress and displacement of

NUMERICAL SIMULATION
For fluid-structure interaction analysis required in the
dynamic design of LNG containers, an available software-

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Earthquake Excitation
As an example, the time history data of the El Centro EastWest horizontal earthquake [20] is used to simulate earthquake
excitation to the integrated system. The maximum peak
acceleration of this earthquake is about 0.22g and the dominant
frequencies are 3.9 Hz, 9.8 Hz, 37 Hz and 48 Hz based on
power spectra analysis. This case may be considered as a LNG
ship floating in a port, where the mooring system is not
considered herein. Due to the earthquake excitation, the
assumed rigid dock shore, represented by the left and right
boundaries in Fig.3, moves horizontally and further excites the
water domain as well as the floating tank system.
The dynamic displacement and pressure responses at the
selected points of the system are shown in Figs.9 and 10,
respectively. It can be seen from these two figures that the
amplitudes of the displacement and the pressure are relatively
small compared with the case of harmonic pressure wave
excitations because the natural sloshing frequencies of the
system are much lower than the dominant frequencies around
which the main earthquake energy is distributed.

The selected points to obtain the time histories of dynamic

displacement or pressure responses are indicated in Fig.2.
Figure 5 shows the vertical displacement responses at the
selected points on the tank system with an added mode damping
factor 0.2 and excited by the pressure wave of frequency 0.1
Hz. Due to the damping effect, the response components caused
by the initial conditions are damped out and stable forced
responses are reached. As shown in Fig. 5, the tank vertical
displacement amplitude of the stable forced response at Point
45 is about 4 m which could affect the safe operation of the
LNG tank.
To examine the transient dynamic pressure response caused
by the initial impulse load and damping effect, Fig.6 shows the
dynamic pressures at the selected points on the tank wall during
the first 20 seconds with a mode damping factor 0.05. As
mentioned previously, due to the initial conditions, a higher
frequency transient component of about 0.8 Hz is observed in
Fig.6, which corresponds to the first elastic tank mode in which
the tank bottom experiences an obvious deformation [15].
Further calculation shows that the sloshing pressures on the side
tank wall are greatly reduced as damping increased [17].
Figures 7 and 8 present the dynamic displacement and
pressure responses at the selected points of the non-damped
system excited by the pressure wave of frequency 0.5 Hz. In
this case, the amplitudes of displacement and pressure
responses are small due to no resonance. It should be noted that
unit amplitude of wave excitation is used herein. For practical
cases, the dynamic responses will be amplified proportionally to
the amplitude of excitation forces. Large dynamic forces to
LNG tanks might be experienced even no resonance. It is also
observed from Fig.7 that the vertical displacement responses at
the top point 172 and bottom point 13 are out of phase. This is
caused by the response components of the Mode 16 of the
system. This mode shows a tank elastic deformation in the type
of horizontal expansion / contraction and vertical contraction /
expansion.

-5

P335
0

Pressure (kg / cm2)

-1

10

15

20

25

30

35

40

45

50

10

15

20

25

30

35

40

45

50

10

15

20

25
Time (s)

30

35

40

45

50

-6

x 10

P367
0
-5

5
-6

x 10

P374
0
-5

Figure 10. The dynamic pressure responses at selected points on

internal tank walls of the system subject to the earthquake
excitation.

0.4
13
0.3

x 10

Horizontal

0.2
Displacement (cm)

45

Concerning the dynamic design, the dynamic response

analysis provides the time histories of the required variables of
the system subject to the loads used in designs. In these results,
the obtained maximum stress is used to check the dynamic
strength criteria to be satisfied while the maximum
displacement is used to check the dynamic stiffness criteria
required in the design. The vibration environments on the LNG
containers are used to design the suitable suspension system to
guarantee the normal working of equipment mounted on the
LNG carriers.

0.1
0
105
-0.1
-0.2
-0.3
172
-0.4

10

15

20

25
Time (s)

30

35

40

45

50

Figure 9. Horizontal displacement responses at the chosen

points of the system excited by the earthquake ground motion.

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resonance is the essential factor producing large sloshing impact

loads affecting the strength of the structure. In the design stage,
there are various approaches can be used to avoid the sloshing
vibration of the internal liquid though controlling the internal
free surface.

interactive system, the natural frequencies and the

corresponding modes of the system are predicted in the
following cases. Namely, i) 50% filled LNG liquid in a fixed
rigid tank, ii) elastic tank only, iii) 50% filled LNG liquidelastic tank interaction, iv) empty elastic tank-external sea water
interaction and v) internally 50% filled LNG liquid-elastic tankexternal sea water interaction. The natural frequencies and the
corresponding vibration modes of these cases of the system are
obtained. The determined lowest six natural frequencies are
listed in Table 1 and the selected modes for the complex
interaction system corresponding to case v) are displayed in
Fig. 4 [17].
Table 1 Natural frequencies of the interaction cases (Hz)
Mode 50% LNG Elastic
No.
liquid in
Tank
Rigid
only
Tank

50%
LNGElastic
Tank

Empty
Elastic
Tank-Sea
Water

50% LNG
liquid-Elastic
Tank-Sea Water

0.000

0.121

0.000

0.000

0.000

0.127

0.248

0.120

0.041

0.040

0.196

0.364

0.127

0.080

0.079

0.243

0.815

0.196

0.091

0.085

0.282

0.839

0.243

0.117

0.093

0.317

1.877

0.280

0.121

0.116

Mode 7 (0.118Hz)

Mode 9 (0.127Hz)

As shown in Fig.3 that the integrated internal liquid - elastic

LNG Tank - external water interaction system includes two
separate free surfaces in the internal liquid and external water
domains, respectively. As a result of this, a large number of
sloshing modes exist. As presented in the paper [15], the
frequency of the 25-th mode of this integrated system is only
0.281Hz. Fig. 4 shows four selected modes in which Mode 7
has an anti-symmetric pattern with both sloshing motions of
internal liquid and external water whereas Mode 9 describes a
tank rolling motion coupling with sloshing effect of internal
liquid. Mode 16 shows a deformation of elastic tank in the type
of horizontal expansion and vertical contraction. A high order
sloshing mode, coupling with the tank rolling motion, in both
the internal and external liquid domains are observed in Mode
21.
Based on the simulation results of natural characteristics,
the following guidelines may be concluded for the dynamic
design of LNG containers.
1) Since both of free surfaces of internal and external fluids
exist in LNG containers, there are many low sloshing
frequencies which are located in the frequency range of sea
domain [18-19]. As a result of this, a resonance might happen
while the designed LNG containers travel on sea ways. This

Mode 16 (0.196 Hz)

Mode 21 (0.243Hz)
Figure 4. Selected modes of internal liquid-tank-external water
interaction system.
2) As it is not possible to control the external free surface
of the water causing the LNG ships rolling and pitching on the
sea. In the dynamic design stage, it is suggested to carry out a
detailed dynamic stability analysis. Various devices, such as

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tuned liquid dampers, might be useful to reduce the rolling and

pitching vibration resonance of the floating tank ship on the sea
water.

-3

x 10

P367
5
4

Regular Sea Wave Excitations

To address the three issues in the dynamic design, we need
to estimate the dynamic response of the LNG ships in the design
stage. Based on these results, a suitable structure design and
suspension system for important equipments could be achieved
considering dynamic cases. To study dynamic responses of the
integrated system shown in Fig. 1 to the regular sea waves, a
unit amplitude sinusoidal pressure wave p = cos 2ft is
uniformly distributed along the left vertical boundary of the
external water domain to excite the motion of the system [17].
To examine the sloshing dynamic response, we choose two
lower frequencies 0.5 Hz and 0.1 Hz to conduct the numerical
simulations. The chosen excitation pressure wave is applied to
the system at the initial time t = 0 at which the amplitude and
the first time derivative of the excitation function
p = cos 2ft take the value p = 1 and p& = 0 as an impulse
load to simulate possible sudden loads existing in complex sea
environments or caused by an explosion pressure in the water.
The calculated dynamic response is a summation of the
responses of all modes of the system produced by the initial
conditions and the forced dynamic responses having a same
frequency of the excitation pressure. The initial responses tend
to zero if damping is considered. For the case of excitation
frequency 0.5 Hz damping is neglected whereas for the
excitation frequency 0.1 Hz, which is near to the first sloshing
frequency 0.127 Hz of the system and hence results a very big
dynamic responses due to the resonance, the mode damping
coefficients of value 0.2 is added to all 60 retained modes to
suppress this resonance.

Pressure ( kg / cm2)

Dynamic Responses of the System

P374
P335

2
1
0
-1
-2
-3

10
Time (s)

12

14

16

18

20

Figure 6. Dynamic pressure response curves at the selected

points on the internal tank wall at frequency f = 0.1Hz (mode
damping factor 0.05)

20
172

Vertical
15

105

Displacement (cm)

10

13

45

5
0
-5
-10
-15
-20
-25

0.5

1.5

2
Time (s)

2.5

3.5

Figure 7. Vertical displacement responses at chosen points of

the tank ( f = 0.5 Hz).

400
Vertical

300

-3

x 10

45

P335

172
13
105

200

100
Pressure ( kg / cm2)

Displacement (cm)

0
-100
-200
-300
-400

P367

0
P374
-1

-2

10

20

30

40

50
Time (s)

60

70

80

90

-3

100

0.5

1.5

2
Time (s)

2.5

3.5

Figure 8. Pressure responses at selected points on internal tank

wall (f = 0.5Hz).

Figure 5. Vertical displacement responses at chosen points of

the tank ( f = 0.1Hz).

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Earthquake Excitation
As an example, the time history data of the El Centro EastWest horizontal earthquake [20] is used to simulate earthquake
excitation to the integrated system. The maximum peak
acceleration of this earthquake is about 0.22g and the dominant
frequencies are 3.9 Hz, 9.8 Hz, 37 Hz and 48 Hz based on
power spectra analysis. This case may be considered as a LNG
ship floating in a port, where the mooring system is not
considered herein. Due to the earthquake excitation, the
assumed rigid dock shore, represented by the left and right
boundaries in Fig.3, moves horizontally and further excites the
water domain as well as the floating tank system.
The dynamic displacement and pressure responses at the
selected points of the system are shown in Figs.9 and 10,
respectively. It can be seen from these two figures that the
amplitudes of the displacement and the pressure are relatively
small compared with the case of harmonic pressure wave
excitations because the natural sloshing frequencies of the
system are much lower than the dominant frequencies around
which the main earthquake energy is distributed.

The selected points to obtain the time histories of dynamic

displacement or pressure responses are indicated in Fig.2.
Figure 5 shows the vertical displacement responses at the
selected points on the tank system with an added mode damping
factor 0.2 and excited by the pressure wave of frequency 0.1
Hz. Due to the damping effect, the response components caused
by the initial conditions are damped out and stable forced
responses are reached. As shown in Fig. 5, the tank vertical
displacement amplitude of the stable forced response at Point
45 is about 4 m which could affect the safe operation of the
LNG tank.
To examine the transient dynamic pressure response caused
by the initial impulse load and damping effect, Fig.6 shows the
dynamic pressures at the selected points on the tank wall during
the first 20 seconds with a mode damping factor 0.05. As
mentioned previously, due to the initial conditions, a higher
frequency transient component of about 0.8 Hz is observed in
Fig.6, which corresponds to the first elastic tank mode in which
the tank bottom experiences an obvious deformation [15].
Further calculation shows that the sloshing pressures on the side
tank wall are greatly reduced as damping increased [17].
Figures 7 and 8 present the dynamic displacement and
pressure responses at the selected points of the non-damped
system excited by the pressure wave of frequency 0.5 Hz. In
this case, the amplitudes of displacement and pressure
responses are small due to no resonance. It should be noted that
unit amplitude of wave excitation is used herein. For practical
cases, the dynamic responses will be amplified proportionally to
the amplitude of excitation forces. Large dynamic forces to
LNG tanks might be experienced even no resonance. It is also
observed from Fig.7 that the vertical displacement responses at
the top point 172 and bottom point 13 are out of phase. This is
caused by the response components of the Mode 16 of the
system. This mode shows a tank elastic deformation in the type
of horizontal expansion / contraction and vertical contraction /
expansion.

-5

P335
0

Pressure (kg / cm2)

-1

10

15

20

25

30

35

40

45

50

10

15

20

25

30

35

40

45

50

10

15

20

25
Time (s)

30

35

40

45

50

-6

x 10

P367
0
-5

5
-6

x 10

P374
0
-5

Figure 10. The dynamic pressure responses at selected points on

internal tank walls of the system subject to the earthquake
excitation.

0.4
13
0.3

x 10

Horizontal

0.2
Displacement (cm)

45

Concerning the dynamic design, the dynamic response

analysis provides the time histories of the required variables of
the system subject to the loads used in designs. In these results,
the obtained maximum stress is used to check the dynamic
strength criteria to be satisfied while the maximum
displacement is used to check the dynamic stiffness criteria
required in the design. The vibration environments on the LNG
containers are used to design the suitable suspension system to
guarantee the normal working of equipment mounted on the
LNG carriers.

0.1
0
105
-0.1
-0.2
-0.3
172
-0.4

10

15

20

25
Time (s)

30

35

40

45

50

Figure 9. Horizontal displacement responses at the chosen

points of the system excited by the earthquake ground motion.

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Copyright 2008 by ASME

To reduce the maximum values of the dynamic response of

the system excited by various loads, the following guidelines
may be considered in the dynamic design.
1) To reduce the vibration loads. For example, to reduce the
hydrodynamic loads from sea waves, choosing suitable
ship shape is useful, and to reduce the loads generated by
engine, the static and dynamic balances of rotational
system and effective active / passive vibration isolation
systems can be considered.
2) To design the tank structure for avoiding possible
resonance of the system according to the loads frequencies
and the natural frequencies of the system calculated in the
above analysis.
3) To use damping materials to reduce the amplitudes of the
dynamic responses of the tank system. In many cases the
external loads are very difficult to be reduced and active /
passive damping treatments are approaches to suppress the
vibrations. In the design stage, the simulations using the
developed computer program can provide a mean to
determine what kind of damping arrangement are effective
to damp the vibrations caused by the external loads.
4) To design the effective suspension system for important
equipment to meet its vibration environment requirement.

[2]

[3]

[4]

[5]

[6]

CONCLUSION
[7]
Based on the general discussion on the dynamic issues to be
considered in the dynamic design of LNG containers involving
fluid-structure interactions, a computer program is briefly
introduced to provide a mean in the design stage to simulate the
dynamic problems required for the dynamic design. As an
example, an integrated internal liquid-elastic tank-water
interaction system is considered from the view point of dynamic
design. The natural vibrations of the system as well as the
dynamic responses of the system excited by regular sea waves
and earthquake motion are calculated. Based on these
simulations, the guidelines to be considered in the dynamic
design of LNG containers are described. It has been
demonstrated that the developed computer code could be
associated with CAD software to provide a useful mean to
complete the numerical simulation tasks for the dynamic design
of LNG ships which involve significant fluid-structure
interactions to be addressed in the design stage.

[8]

[9]

[10]

[11]

ACKNOWLEDGMENTS
Authors acknowledge the support in the scope of project
MASTRUCT, Network of Excellence on Marine Structure;
(www.mar.ist.utl.pt/marstruct) financed by the EU through the
growth programme for them to be able to attend the
international conference OMAE 2008 held at Estoril, Portugal.

[12]

[13]

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