## 1 Introduction  
Structural vibrations can arise from diverse sources and affect a variety of engineering systems. In the maritime industry, ship vibrations are a critical concern due to their influence on habitability and crew well-being. According to ISO 20283-5 guidelines [1], ship vibrations are typically analyzed within the frequency range of 1 to 80 Hz. At the higher end of this range, structure-borne noise dominates, while at the lower end, the natural frequencies of the global hull structures are located. Notably, local structures like deck-panel structures, masts, and deckhouse structures often possess natural frequencies within the middle of the frequency range mentioned above [2]. To ensure optimal structural performance and mitigate vibration-related issues, the design of structures should avoid resonance with exciting frequencies, such as those generated by engines and propellers. However, due to variations in excitations and changing loading conditions, complete avoidance of resonance becomes challenging [2]. Several fundamental factors influence ship vibrations and vibration problems in general: mass, excitation, stiffness, damping, and the frequency ratio (natural vs. excitation frequency). Altering these factors can help in reducing vibrations, especially near resonant conditions where the frequency ratio approaches unity. During the concept design phase, two fundamental factors emerge as critical for significant vibration reduction: minimizing the amplitude of the vibration excitations and avoiding excitation frequencies that coincide with the natural frequencies. Finite Element Analysis (FEA) has proven effective in evaluating the vibrational response of ships, incorporating all four influencing factors [3]. Moreover, it is recommended to design local structures with natural frequencies below 0.85 times the major exciting frequency or above 1.15 times the exciting frequency to mitigate vibrations associated with low-speed diesel engines and propeller excitations. In recent studies, researchers have made notable contributions to the field of structural vibrations in shipbuilding and mast design. [PERSON] et al. [4] focused on preventing resonance in radar masats through the utilization of diverse design-of-experiment (DOE) techniques. [PERSON] et al. [5] pursued the objective of optimizing the size of stiffeners on compass deck structures to reduce vibration levels and decrease the overall weight of the ship's structure. [PERSON] et al. [6] presented calculation formulas for determining the lowest natural frequencies of frequently employed radar mast configurations. Extensive research has been conducted on guyed masats, with a particular focus on wind-induced response and stability. [PERSON] et al. [7] analyzed the fundamental mode shapes, natural frequencies, and interactions with the soil for three-dimensional mast structures, considering soil-structure interaction effects. [PERSON] and [PERSON] [8] proposed a passive vibration mitigation architecture using tuned pendulum dampers for transverse vibrations in guyed masats. [PERSON] et al. [9] investigated wind-induced response using a nonlinear discrete analysis method for random vibration, considering cable nonlinearity. The dynamic behavior and response of guyed masats under wind loading conditions have been extensively examined. [PERSON] et al. [10] studied the wind-induced acceleration responses of a 50 m guyed mast, highlighting torsional vibrations in higher modes. [PERSON] et al. [11] focused on the analysis of the static and dynamic buckling behavior of a simplified cable-stayed tower model, emphasizing the influence of symmetries on buckling loads and post-buckling paths. [PERSON] et al. [12] examined the behavior of cantilevered and linearly tapered thin-walled high masts under dynamic loadings, utilizing three different analysis methods. Additional studies have explored numerical modeling and optimization techniques for mast design. [PERSON] et al.