Experimental Study Report on Noise

Reduction in Ship Accommodation Spaces

February 2012

Japan Ship Technology Research Association

Nippon Kaiji Kyokai

 Introduction

A ship is not only a work place but also a living space for seafarers. The living environment in
the accommodation space has a significant effect on occupational factors for seafarers such as the
preservation of health and the tendency to avoid work.

In small coastal ships, the noise level is about 70 dB on average because the accommodation
space is usually directly above the engine room. Compared to the noise limit level (65 dB (A) in
the office, and 60 dB (A) in the cabin) as recommended in IMO A468, Code on Noise Levels
onboard Ships, this level is rather high.

For this reason, the Japan Ship Technology Research Association conducted “Research related to
improving the living environment” from 2008 to 2009, after it was entrusted with this task by the
Japan Railway Construction Transport and Technology Agency. The Association demonstrated
that by using good damping material with excellent damping ability on walls and floors of the
accommodation space in small coastal ships, the noise level could be reduced by about 3 to 5 dB.

On the other hand, the IMO is presently deliberating on reinforcing the above Code and making
the Code obligatory for ships. This Code on noise levels, IMO A468, which is currently a
recommendation only, is likely to be reinforced in part and made obligatory for new ships of
1,600 GT and over. Considering these circumstances, the topic of noise reduction in ships will
continue to grow in importance henceforth.

Based on the above, the “Committee for Experimental Study on Noise Reduction in
Accommodation Spaces” (see Appendix 1) was established for joint research and development by
the Japan Ship Technology Research Association, Tokai University, Sekisui Chemical Co., Ltd.,
Sumidagawa Shipyard Co., Ltd., Higaki Shipbuilding Co., Ltd., Hongawara Shipyard Co., Ltd.,
and Yamanaka Zousen Co., Ltd., together with Nippon Kaiji Kyokai (NK), Research and studies
on this topic were carried out from 2010 through 2011 as a two-year project. This joint research
and development was implemented based on research support from the “Joint R&D with
Industries and Academic Partners” scheme of NK.

This document summarizes the results of this research and is meant to serve as a reference
when using damping materials onboard ships.

The authors hope that this document will contribute to noise reduction onboard ship and in
consequence, promote the use of damping materials on ships.
Experimental Study Report on Noise Reduction in Ship Accommodation
Spaces

Table of Contents

Chapter 1 Sound Propagation and Sound Insulation Measures

1.1 Sound propagation and sound insulation measures
1.2 Measures of using damping material on the sound receiving side

Chapter 2 Acoustic Radiation Characteristics of Accommodation Spaces

2.1 Acoustic radiation characteristics of walls in the accommodation space
2.2 Method of using damping material in the accommodation space
2.3 Methods of fitting damping material

Chapter 3 Validating the Effects of Damping Materials

3.1 Test ship
3.2 Test conditions
3.3 Test results

Chapter 4 Conclusions

Appendix 1 Committee for the Experimental Study on Noise Reduction in Accommodation

Spaces
Appendix 2 Noise and Vibration Measurement Methods onboard Actual Ships
1. Sound Propagation and Sound Insulation Measures

1.1 Sound propagation and sound insulation measures

The following measures may generally be considered as sound insulation measures:
① Measures considering layout
・Locating the space as far away from the source of noise as possible

② Measures against sources of noise

・Use equipment with minimal noise and vibrations.
・Fit a cover on the source of noise.
・Fit a silencer on the source of noise.
・Shield the source considering directionality.
・Improve the sound insulating ability of the casing walls around the source of noise.
・Provide arrangements to absorb noise within the room.
・Insert rubber or vibration preventing material of appropriate quality in the machinery or
equipment base.
・Use vibration preventing material at the connections of pipes and ducts and in supports.

③ Measures on the noise receiving side

・Use damping material.
・Use sound absorbing material and sound insulating material.
・Use floating floor construction.
・Implement active acoustic control.

Ship vibrations are mostly forced vibrations caused by power machinery, such as the main engine
or generator, as well as attributable to the propeller. The most effective vibration prevention and
noise prevention measure is the measure stated in ① above, that is, to keep the accommodation
space as far away as possible from the source of vibration. This is however, almost impossible in
small ship because in these vessels, the accommodation space is mostly located on the upper deck
(or the poop deck) directly above the engine room or on the boat deck one tier above.
Consequently, the issue of noise and vibration in the accommodation space has been pointed out
since the past, but no effective measures have been formulated until now.
Practical measures to reduce noise include measures against noise listed in ② above, that is,
measures to minimize vibration of the main engine, or the measures on the noise receiving side
indicated in ③ above, which include using material to absorb and reduce vibration by converting
the vibration energy from its visco elastic characteristic to thermal energy.

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1.2 Measures of using damping material on the sound receiving side
① Damping material
Damping material can be divided into two main types: double-layered material consisting of a
constraining plate laminated with resin having a damping function, and single-layered material
consisting of a single layer of resin having damping ability (no constraining plate). The former is
called constraint type damping material while the latter is called unconstraint type damping material.
Generally, the constraint type has excellent damping function, but there are issues in its follow-up
ability on curved surfaces, and so its use has been restricted to a limited range. However, the
performance of resin has been improved in recent years, and issues such as the above have been
significantly resolved. New constraint type damping materials are being developed by various
companies today. More specifically, damping material with high damping performance
characteristics has been developed, that can be fitted not only on all the vibrating surfaces such as
walls and floors, but also to a good extent on comparatively flat curving surfaces excluding places
with large distortions.

② Damping alloys
Refers to alloys with high energy absorbing ability formed using metallic crystals with high damping
function such as zinc and magnesium. Such alloys are used in structural members having damping
function, as well as in gears, railroad tracks, machine tools, speaker support fixtures, and so on.

In the following chapter, constraint type damping material that can be used as surface covering in
A60 fire protection dividers that have received type approval (flame retardant covering, primary
deck covering first layer) from NK, the Japanese Government (JG), as well as in accordance with
Marine Equipment Directive (MED), is taken up as a representative example of damping material,
and its method of usage in accommodation spaces is examined.

The results of examination and studies carried out on one example of constraint type damping
material are given below. Note that this description relates to a specific example and cannot be
generalized to other types of material.

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2. Acoustic Radiation Characteristics of Accommodation Spaces
As part of this experimental study, the effects of covering 50% of the area of a wall with damping
material for various configurations of walls were calculated. Based on the findings until now, it has
been observed that the ability of damping material to absorb vibration tends to become saturated
even if more than 50% of the area of the wall is covered.
2.1 Acoustic radiation characteristics of walls in the accommodation space
The acoustic radiation characteristics of walls were studied.
Generally, the construction of a wall in the accommodation space consists of a steel wall fitted with
interior materials, typically consisting of the following materials:
Steel wall: Corrugated wall or plate wall with stiffeners
Interior covering: Cassette panel or plywood
Accordingly, wall construction in the accommodation space may be considered as shown in Fig.
2.1.1, comprising a combination of steel wall and interior covering and damping material fitted on
the steel wall or on interior covering. The acoustic radiation characteristics of these kinds of
construction were studied by numerical analysis. The calculation method used in this study
included calculating the propagation of vibration due to excitation force conveyed through the floor
by the finite element method (FEM), and calculating the acoustic radiation from the wall using the
boundary element method (BEM). The effectiveness of the calculation model was validated by
comparing calculated results and actual values.

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 ①-1 Steel wall ②-1 Steel wall / Casset panel ③-1 Steel wall / Plywood

①-2 Damping material fitted on steel wall ②-2 Damping material fitted on steel ③-2 Damping material fitted on steel wall
wall / Casset panel / Plywood

①-3 Damping material fitted on steel wall ② -3 Steel wall / Damping material ③-3 Steel wall / Damping material fitted
fitted on casset panel on plywood

Fig. 2.1.1 Calculation model for acoustic radiation power.

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Where:

Lws： Sound radiation power level of independent steel wall structure

Lwsd： Sound radiation power level of independent steel wall structure with damping material fitted
on the wall
L’ws： Sound radiation power level of steel wall fitted with cassette panel
L’’ws： Sound radiation power level of steel wall fitted with plywood
Lwc： Sound radiation power level of cassette panel
Lwcd： Sound radiation power level when damping material is fitted on the cassette panel
L’wcd：Sound radiation power level of cassette panel when damping material is fitted on the steel wall
Lwv： Sound radiation power level of plywood
Lwvd： Sound radiation power level when damping material is fitted on the plywood
L’wv： Sound radiation power level of plywood when damping material is fitted on steel wall
TLc： Transmission loss of cassette panel
TLcd： Transmission loss when damping material is fitted on the cassette panel
TLv： Transmission loss of plywood
TLvd： Transmission loss when damping material is fitted on the plywood

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The following points were clarified from the results of these calculations:

(1) Sound radiation power before fitting damping material

① The sound radiation power level of corrugated steel wall structure is almost the same of
stiffener steel wall structure. The acoustic radiation characteristics of both structures are
determined by the wall material and characteristics such as rigidity, surface density, area,
internal loss factor, and so on. Consequently, the acoustic radiation characteristics are practically
the same for corrugated steel wall structures and stiffener steel wall structures, which have
practically the same material and structural characteristics.

② The acoustic radiation power of an independent steel wall is almost the same as that of steel a
wall/cassette panel. This is because in case of steel wall/cassette panel, the transmission loss of
the cassette panel is greater than the acoustic radiation power of the steel wall, so the acoustic
radiation power transmitted within the room is canceled out; and the acoustic radiation power of
the cassette panel becomes practically the same as that of the independent steel wall.

③ The acoustic radiation power of the steel wall/plywood is smaller than that of the independent
steel wall. This is because steel wall/plywood construction is affected by both the steel walls’
acoustic radiation power being reduced by the transmission loss of the plywood and the
plywood’s acoustic radiation power. However, since the acoustic radiation power of plywood
is smaller than that of the independent steel wall, the indoor acoustic radiation power is smaller
in the case of steel wall/plywood.

(2) Acoustic radiation power after fitting damping material

① When damping material is fitted on the independent steel wall, the acoustic radiation power
level Lwsd becomes smaller than the acoustic radiation power level before fitting damping
material, LWS. This level is almost the same in both the corrugated steel wall structure and the
stiffener steel wall structure.

② When damping material is fitted on the steel wall side of the cassette panel, (see Fig. 2.1.1:
②-2), the acoustic radiation power level L’wsd decreases more than the acoustic radiation power
level L’ws before fitting the damping material due to the effect of the damping material fitted on
the steel wall, and decreases further due to the transmission loss TLc of the cassette panel wall.
Then the acoustic radiation power level from the cassette panel L’wcd is greater than the acoustic
radiation power level from the steel wall L’wsd. For this reason, it is presumed that the acoustic
radiation power level from the cassette panel L’wcd becomes dominant and even if damping

6
 material is provided on the steel wall, the indoor acoustic radiation power level does not
decrease appreciably.

③ When damping material is fitted on the steel wall side of the plywood, (see Fig. 2.1.1: ③-2), the
acoustic radiation power level L”wsd decreases more than the acoustic radiation power level L”ws
before fitting the damping material due to the effect of the damping material provided on the
steel wall. Although the acoustic radiation power level L”wsd is greater than the acoustic
radiation power level from the plywood L’wvd, it is smaller than the transmission loss TLv of the
plywood. Consequently, the acoustic radiation power level radiating from the steel wall before
the damping material is fitted passes through the plywood, and propagates indoors, becoming
smaller than the acoustic radiation power level from the plywood. Among the indoor acoustic
radiation power levels, the acoustic radiation power level emanating from the plywood becomes
dominant.

④ When damping material is fitted on the cassette panel, (see Fig. 2.1.1: ②-3), the acoustic
radiation power level from the cassette panel Lwcd decreases due to the effect of the damping
material. However, the acoustic radiation power level Lwcd is greater than the acoustic
radiation power level Lwsd when damping material is fitted on the independent steel wall (see Fig.
2.1.1: ①-3). The result is that even if an additional cassette panel wall fitted with damping
material is provided on a steel wall fitted with damping material, noise reduction indoors may
not be possible.

⑤ When damping material is fitted on plywood, (see Fig. 2.1.1: ③-3), the acoustic radiation
power level from the plywood Lwvd decreases due to the effect of the damping material. The
acoustic radiation power level Lwvd is smaller than the acoustic radiation power level Lwsd when
damping material is fitted on the independent steel wall (see Fig. 2.1.1: ①-3). The result is
that if additional plywood wall fitted with damping material is provided on a steel wall fitted
with damping material, noise reduction indoors can be realized.

⑥ The acoustic radiation power level from the flat plate between the corrugations at the center of
the wall surface and from the corrugated parts is high in a corrugated steel wall. When
damping material is fitted on the flat plate between the corrugations, the acoustic radiation
power level of the flat plate between the corrugations decreases. The acoustic radiation power
level of the corrugated parts on which damping material is not fitted also decreases.

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⑦ Similar to the stiffener steel wall, the acoustic radiation power level from between stiffeners and
from a part of the stiffeners is large. When damping material is fitted on the flat plate between
the stiffeners, the acoustic radiation power levels between the stiffeners and in some of the
stiffeners decrease.

⑧ The acoustic radiation power level from the central part of the wall surface is high in the cassette
panel wall. When damping material is fitted by distributing it over the central part of the wall
surface, the acoustic radiation power level of the entire wall surface decreases.

⑨ In plywood walls, the acoustic radiation power level of the wall surface becomes uniform, and
sound is radiated from the entire wall surface. When damping material is fitted by distributing
it over the central part of the wall surface, the acoustic radiation power level of the entire wall
surface decreases.

8
2.2 Methods of using damping material in the accommodation space
From the results of the previous section, the methods of using damping material in the
accommodation space are as below.

① In the steel wall plus interior cassette panel arrangement, even if damping material is fitted on
the steel wall, the reduction effect of indoor noise is diminished because the sound insulating
performance of the cassette panel itself is very good. The noise reduction effect is rather more
pronounced when the damping material is fitted on the rear side of the steel plate on the surface of
the cassette panel, so that the noise generated when the cassette panel surface vibrates is cut off
directly. Moreover, even if damping material is additionally fitted on the steel wall, its effect is
considered to be small.

② Even in the case of steel wall plus interior plywood fitted with damping materials, calculations
show that damping material fitted to the plywood results in more pronounced noise reduction
effect. However, the method of fitting damping material on the plywood is difficult in practice.

③ Fitting the damping material as close to the center of the cassette panel as possible is effective.

Locations where damping material can be used in the accommodation space are limited to the
walls, the floors and the ceiling. However, workability is an issue in the case of the ceiling, so
generally damping material is used on walls and floors.
There are no problems in particular when fitting damping material to floors in the accommodation
space. It should be noted, however, that the damping materials are fitted as close to the center of
the floor steel plate as possible.
Fig. 2.2.1 and Fig. 2.2.2 show examples of approximately 50% fitting of the damping material.

9
 Fig. 2.2.1 Sketch showing fitting material on steel wall (Ex.).

Note: A to D: Damping material

A: 300 mm×500mm, B: 300 mm×250 mm, C:150 mm×500 mm, D:150 mm×250 mm

Fig. 2.2.2 Sketch showing fitting material on floor (Ex.).

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2.3 Method of fitting damping material
Effective locations for fitting damping material are the accommodation space and the engine room.
Accordingly, the methods commonly used for fitting damping material in these locations are
discussed here.

2.3.1 Method of fitting damping material in the accommodation space

Locations in the accommodation space where damping material can be fitted are the walls, floors
and ceiling; however, as mentioned earlier, all work on the ceiling surface has to be done facing
upward, so workability is poor, and this should be avoided as far as possible. Accordingly, the
methods of fitting damping material on the wall surface and floor surface are discussed here.

（１） Method of fitting damping material on the steel walls of accommodation spaces
An example of fitting damping material on a stiffener steel wall is taken up here, and reference
photos for the work procedure are shown below. The procedure for fitting damping material to a
corrugated steel wall is basically the same.

Removing distortion -> (Paint*, completely dry) -> Cleaning the surface -> (Marking **) -> Fitting
the damping material (if necessary, cut to the desired size and then fit the damping material) ->
Welding *** -> Painting -> Fit interior trim material (cassette panel, decorative plywood sheets, etc.)
-> Complete.

Fig. 2.3.1 Damping material cutter (Ex.). Fig. 2.3.2 Cutting damping material. Fig. 2.3.3 Fitting damping material.

Fig. 2.3.4 Welding machine. Fig. 2.3.5 SUS304 welding rod. Fig. 2.3.6 Spot welding.

11
 Fig. 2.3.7 Damping material after spot welding. Fig. 2.3.8 Fitted on bhd. Ex.1. Fig. 2.3.9 Fitted on bhd. Ex.2.

Fig. 2.3.10 Fitting decorative plywood sheet.

* Painting: Post-stage welding cannot be done sometimes during the pre-painting stage, so it may be
omitted if necessary. If welding is not possible, the paint adhering to the damping
material may be removed by sander, etc., after which welding work can be done.
** Marking: May be omitted if necessary.
*** Welding: Four or more locations around the ends of the damping material should be welded to
fix the material. If the usual SS welding rod is used, it is likely to rust; therefore, a
SUS304 welding rod should be used. Small heat input welding for thin plates should
be carried out.

(2) Fitting damping material on the cassette panel

Cleaning of surface -> Fitting damping material on cassette panel (use standard size of 500 mm x
300 mm of damping material, Cut only small outfitting parts））-> Fastening the damping material at
one location with screws at its center * →Fitting of the cassette panel -> Completed.

Fig. 2.3.11 Fitting damping material on rear surface of Fig. 2.3.12 Fastening damping material at the
center with screws.
cassette panel.

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 Fig. 2.3.13 Cut part of damping Fig. 2.3.14 Cassette panel of wall around
material (wire removal). accommodation space.

 Screw fastening: Maybe at 2 to 4 locations, as required.

(3) Method of fitting damping material on floor in accommodation space

If fitting the material is being fitted to the floor for the first time, deck composition is to be applied
on the damping material beforehand, and checks are to be made to confirm that there are no issues or
problems as a result.

Removing distortions -> Cleaning the surface -> (Marking *) -> Fitting the damping material (if
necessary, cut to the desired size and then fit the damping material.) -> (Spot welding **) -> (Primer
***) -> Apply deck -> Completed.

Fig. 2.3.15 Fitting damping material. Fig. 2.3.16 Floor after fitting Fig.2.3.17 Applying deck.
damping material.

* Marking: May be omitted, if necessary.

** Spot welding: May be omitted, if necessary.
*** Primer: If necessary, primer may be coated on the plate of the damping material so that the
adherence between deck composition and damping material becomes stronger.

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Instructions for completing the work

① The standard method consists of directly fitting the damping material on the cleaned bare
steel plate or on the cassette panel. However, when damping material is to be fitted on a
painted surface, it should be done after the paint has completely dried. Moreover,
spot-welded parts should be touched-up with paint.
② Spatter, rust, etc. on the steel plate surface of floor or wall where the damping material is
fitted should be removed using a file, grinder, wire brush or the like, and the surface
thoroughly cleaned.
③ Mounts for piping and wiring, and pieces for fastening joints of interior materials should be
installed as close as possible at a stiffener or close to a stiffener such that they do not become
a hindrance or new sources of vibration when fitting the damping material.
④ Since standard sized damping material and materials cut beforehand (half-cut and quarter cut
products) are to be used so that they can be easily fitted, the quantity of the material used
should be checked beforehand on drawings. Cutting on-site should be strictly avoided.
⑤ Damping material should be fitted as close to the center of the wall and the floor as possible.
In the case of a stiffener steel wall, the material should be fitted at the center between
stiffeners; in the case of a corrugated steel wall, it should be fitted at the center between the
corrugations.
⑥ The damping material should be fitted such that the spacing between adjacent pieces is about
10 to 30 mm and continued so that the clearance becomes less than 150 mm. Care is to be
taken to ensure that the fitted area ratio is about 50%. Consequently, there is no need to cut
the damping material to a size below 150 mm.
⑦ The release paper provided with the damping material should be peeled off before fitting the
material; however, care should be taken so as to not allow release paper to remain on the
resin surface (adhesive coated). If release paper remains, not only will the bonding strength
of material to walls and floors become weak, its original functions will not be manifested.
⑧ If the end face protrudes excessively when fitting the damping material, confirm that the
damping material has adequate holding strength to prevent being pulled off by hand. In
addition, the protrusion is to be eliminated by affixing aluminum tape or other suitable
material. If the damping material has peeled off, again clean the floor surface and fit new
damping material, as needed.
⑨ If this work is performed in winter (when resin temperature is below 10°C), press the
damping material to the surface while heating it with iron, etc., to fit it.

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2.3.2 Method of fitting damping material in the engine room
The work procedure for fitting the damping material in the engine room is the basically same as the
work for fitting the same material on the steel wall of the accommodation space. However, the
space in the engine room of a small ship is narrow and workability is poor; therefore, working time
can be cut down by cutting the damping material beforehand to sizes that suit the deck, girders or
walls on which the material is to be fitted. Examples of fitting the damping material in the engine
room are shown in photos in Fig. 2.3.18 to Fig. 2.3.23, which show the damping material being
fitted near the main engine seat in the engine room.

Damping materials
Damping materials

Fig. 2.3.18 Fitting damping material on main engine Fig. 2.3.19 Fitting damping material on wall below main
girder. engine seat.

Damping materials

Damping materials

Fig. 2.3.20 Fitting damping material on transverse wall Fig. 2.3.21 Fitting damping material on deck below
of main engine seat. main engine seat.

Damping materials

Damping materials

Fig. 2.3.22 Fitting damping material on the Fig.2.3.23 Fitting damping material on the
transverse wall of main engine seat. transverse wall of main engine seat.

15
3. Validating the Effects of Damping Materials

3.1 Test ships

To validate the effects of noise reduction of the damping material, three ships of different sizes and
applications were selected and damping material used in the accommodation spaces onboard.
Practical tests were carried out to study the resulting noise reduction effect. The method of using
the damping material in the accommodation spaces was according to that given in the previous
section. The product made by Company A was used as a representative example of constraint type
damping material.
The main particulars of the test ships are given in Table 3.1.1; while an overview of the damping
material is given in Fig. 3.1.1.

Table 3.1.1 Main Particulars of the Test Ship

299-GT Cement 4,300-GT Ethylene

Ship Type 499-GT Tanker
Carrier Carrier

Lpp 52.00 m 98.90 m 59.98 m

B（mld.） 10.20 m 16.00 m 10.40 m

D（mld.） 5.50 m 8.00 m 4.50 m

ｄ（full load） 3.75 m 5.75 m 4.23 m

Main engine Yanmar 6N21A-EU2×1 Hanshin LH41LA×1 Hanshin LH28G

Design output 736KW×780min-1 2,647KW×240min-1 735KW×355min-1

Acc. space Corrugated steel Corrugated steel Stiffener steel
steel bhd. wall wall wall
Acc. space
interior bhd. Plywood Cassette panel Cassette panel

Release paper

Metal layer（t = 0.8 mm）

Sheet cross section

Damping resin layer （t = 0.5 mm）
Damping resin layer
（with adhesive）
Metal layer

Fig. 3.1.1 Company A’s constraint type damping material.

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3.2 Test conditions
(1) 299 GT Cement carrier
Damping material was fitted on the steel walls and floors in the accommodation space. The fitted
area ratio in each case was about 50%. The ship conditions when noise was measured were ballast
condition and 85% MCR. The noise reduction effect in the accommodation space due to the
damping material was estimated by comparison with the noise measurement results for similar ships
under similar conditions in which damping material was not fitted.
For details regarding the noise measurement method used, refer to Annex 2: Noise and Vibration
Measurement Method in Actual Ships.

(2) 4,300 GT Ethylene carrier

Damping material was fitted on both cassette panels and floors in the accommodation space. The
fitted area ratio was about 50%. The ship conditions during noise measurement were ballast
condition and 85% MCR. In this case, since no similar ship existed, symmetricity in vibration
propagation was assumed when measuring the noise reduction effect in the accommodation space
due to the damping material. One of the two symmetrical cabins by the center line of the ship was
provided with damping material while the other was not provided with any damping material, and
the noise levels in the two cabins was compared in order to estimate the noise reduction effect due to
the damping material.

(3) 499-GT Tanker

Damping material was fitted on the cassette panel of walls and floors in the cargo inspection room of
the accommodation space. The fitted area ratio was about 50%. To study the noise reduction
effect of damping material in the engine room, the same material was fitted on one side of the center
line including the main engine seat and its vicinity. The area of fitted damping material was about
25% of the surface area of the main engine seat, and about 35% of the area of floor surface of the
bottom deck (total area of damping material used was 9 m2). The ship conditions during noise
measurement were ballast condition and 85% MCR. The noise reduction effect due to the fitting of
damping materials both the engine room and the accommodation space was estimated by the noise
measurement results of similar ships under similar conditions in which damping material was not
fitted.

17
3.3 Test results
(1) Noise reduction effect when damping material was fitted in the accommodation space
Figure 3.3.1 and Fig. 3.3.2 show the minimum and maximum noise reduction effects of the damping
material, respectively, from the noise measurement results in the accommodation spaces of the 299
GT cement carrier and 4,300 GT ethylene carrier. From these results, it was observed that the noise
reduction effect when damping material was used in the walls and floors of the accommodation
space was about 3 to 5 dB.

Fig. 3.3.1 Sound measurement results (crew cabin (1) (upper deck, starboard side),
299-GT cement carrier. )

Fig. 3.3.2 Sound measurement results (crew cabin (3) (upper deck, in front of mess
room on the port side), 299-GT cement carrier. )

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(2) Noise reduction effect when damping material was fitted in both the accommodation space and
engine room
In case of the 499 GT tanker, damping material was fitted in one cabin (cargo inspection room) and
in the vicinity of the main engine seat in the engine room. Figure 3.3.3 shows the results obtained.
The results indicated a noise reduction effect due to the damping material of about 7 dB. Since the
noise reduction effect of damping material fitted in the accommodation space is about 3 to 5 dB and
this effect is synergized by the noise reduction effect of the damping material fitted in the engine
room, approximately 7dB was estimated as the noise reduction effect.
To confirm this estimate, noise prediction calculations were carried out using statistical energy
analysis (SEA) for this ship considering two cases: damping material fitted and not fitted in the
engine room. Figure 3.3.4 shows the SEA model for noise calculation of the entire ship and status
of damping material fitted on the main engine seat. For the tests, damping material was fitted on
one side of the center line. But for the calculation, it was considered as being fitted on both sides.
Figure 3.3.5 shows the noise calculation results for two cabins in the accommodation space. The
results showed that the noise level in each cabin in the accommodation space can be reduced by
about 2dB when damping material is fitted in the engine room in order to reduce the structure-borne
sound from the engine room as a noise source.
In view of the above, the reason for the noise reduction effect of about 7 dB is estimated to be due
to the addition of the effect of damping material fitted in the engine room which is about 2 dB, to the
effect of the damping material fitted in the accommodation space.

Fig. 3.3.3 Results of sound level meter (cargo inspection room, 499-GT tanker).

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Fig. 3.3.4 SEA calculation model (499-GT tanker; figure on the right shows damping material
on the main engine seat structure in the engine room).

Fig. 3.3.5 Noise reduction effect when damping material is fitted in the engine room.

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4. Conclusions

The study described here showed that a noise reduction effect of about 3 dB to 5 dB can be
attained by fitting constraint type damping material in the accommodation space.
Moreover, a noise reduction effect of about 2 dB can be attained by fitting constraint type
damping material on the main engine seat in the engine room. Consequently, it was
concluded that a noise reduction effect of about 5 dB to 7 dB can be attained by implementing
both measures.

21
Appendix 1
Committee for the Experimental Study on Noise Reduction in Accommodation
Spaces
Members’ Directory (In no particular order; titles omitted)

Chairman: Hideyuki Shuri (Tokai University)

Members: Toshiyuki Matsumoto (Nippon Kaiji Kyokai)

Hiroyuki Abe (Sekisui Chemicals Co., Ltd.)
Kazuo Ueda (Sumidagawa Shipyard Co., Ltd.)
Mineo Hirasawa (Higaki Shipbuilding Co.,Ltd.)
Makoto Hongawara (Hongawara Shipyard Co., Ltd.)
Toshifumi Takeda (Yamanaka Shipbuilding Co., Ltd.)

Adviser: Koji Tanida (IHI Technosolutions Inc.)

Yoshinori Yasaku (JFE TECHNO-DESIGN Corporation)
Toyohohiko Kawasaki (Japan Railway Construction, Transport and
Technology Agency)
Kei Tanaka (Daihatsu Diesel Manufacturing Co., Ltd.)
Hiroyuki Okada (Hanshin Diesel Works, Ltd.)

Observers: Takayuki Imura (Imura Zousen K.K.)

Tamotsu Kurokawa (Yamanaka Shipbuilding Co., Ltd.)

Secretariat: Akihiro Tamura（Japan Ship Technology Research Association）

Atsuo Moriyama（Japan Ship Technology Research Association）
Satoshi Inoshita（Japan Ship Technology Research Association）
Kyoko Morotomi（Japan Ship Technology Research Association）

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Appendix 2
Noise and Vibration Measurement Methods on Actual Ships

This document introduces measurement methods and procedures that can be easily and practically
implemented in shipyards together with an example for reference.
By simultaneously measuring noise and vibration, locations where noise is dominant can be
identified by a comparison of vibration levels at each point, and it can be confirmed whether the
noise data is correct. Consequently, methods for measuring vibration are also introduced here.

1. Noise measurement method

1.1 Procedure
(1) Establishing measurement points
Measurement points are fixed henceforth so that the data of each ship can be acquired and compared.
Accommodation space: Center of the room at a height of 1.2 m. Figure 1 shows an example
of the measurement point.

Center,
Height of 1.2 m Center,
Height of 1.2 m

Accommodation space, Pattern 1

Accommodation space, Pattern 2

Fig. 1 Example of measurement point.

Locations in large space such as mess room: Same as in the accommodation space, but two or
more points may be taken, if necessary.
Engine room: Since multiple sources of noise are present (main engine, auxiliaries such as
generator, etc.), multiple points should be taken near each source of noise, as well as at the
center of each deck.
After deciding the measurement locations, the measurement points are then plotted on the
construction and general arrangement drawings of the ship (hereafter referred to as the
“drawings”) and recorded.

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(2) Marking the measurement points
Measurement points are marked on the deck of the actual ship based on the drawings. Although
any method of marking may be used, after measurements are completed, it is necessary to
return to the status before marking; therefore, it is preferable to use tape or other similar
temporary material that can be easily removed.

(3) Condition records

The main particulars shown in Table 1 are to be recorded since the specifications of each ship
vary.
Table 1 Main Particulars of the Ship

Shipbuilder
Hull No.
Name of Ship
Ship Type
Ship Form
Navigation Area
Classification
Gross tonnage

Length between
perpendiculars (Lpp)

Breadth (B)
Depth (D)
Load draught (d)
Deadweight tonnage

Main engine

Generator

Propeller
Date of Launching
Date of Trials
Date of Completion

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It should also be borne in mind that noise levels will vary in the same ship as ship conditions change.
Consequently, the conditions shown in Table 2 to Table 5 are to be recorded, as well.

1) Environment
Table 2 Condition Record Table 1
Time
Weather
Sea conditions
Location
Water depth

2) Ship Condition
<Operating conditions of main engine and auxiliaries>
Table 3 Condition Record Table 2
Main E. ○○%MCR(○○rpm)
○○No. （○P/S side）
Generator
○○rpm

In principle, measurements are to be made under the operating condition of 85% MCR.

<Weight onboard>
The condition of each tank is to be recorded. Table 4 shows an example.
Table 4 Condition Record Table (Example) 3
Category Condition (Full or %) Weight (t) Remarks
F.W.T(P)　
F.W.T(S)　 -

A.P.T.(C) -

No.1　B.W.T(C) -
No.2　B.W.T(P) -
Tank
No.2　B.W.T(S) -
D.O.T.(P) -
D.O.T.(S) -
L..O.SUMP.T（C） -
L..O.STOR.T（S） -
CYL..O.STOR.T(S) -
Water and oils in Eng. Room -
Person Name
Total

Generally, measurements are carried out while the ship is in the ballast condition.

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 There have been reports that when a ship is fully loaded with cargo, the noise in the
accommodation space is reduced by about 2 dB (compared to the ballast condition), so this
point should be carefully noted.
<Draught>
Table 5 Condition Record Table 4
Bow (m)
Midship (m)
Aft (m)

(4) Measurement
1) Selection of measuring instruments
Any instrument that satisfies the specifications of IEC 61672-1 Class 1 (sound level meter) may be
selected.
To confirm the reliability of data, an instrument that can measure sound pressure levels in the 1/3
octave frequency band and not the overall value only should be selected and the results recorded. For
instance, when noise in the same accommodation spaces of two ships of the same type are compared,
and if the frequency waveforms for both spaces are practically the same, it indicates that a correct
comparison has been made.

2) Setting the measurement conditions

Set the measurement condition as an A-weighted frequency response and the time constant as SLOW
in the measuring instrument.
There is no need for long period measurement because of the steady noise, in principle.
Consequently, LAeq (=equivalent continuous A-weighted sound pressure level) is measured in 5-10
seconds.

3) Measurement
When making a correspondence between measurement points and the measured data after the
measurement, it is preferable to perform measurements by two or more persons so as to avoid
confusion. One of the persons can perform measurements while the other can record them.
Notes during measurement are as follows.
・ During measurement in the accommodation space, only the person in charge of measurement
should enter the room, close the door to the space and perform measurements.
・ Measurements should be made when the ship is proceeding straight ahead.
(No measurements should be performed when the ship is making a turn.）
・ No measurements should be made when non-regular sounds are being made such as when the
shipboard public address system is being used or when abnormal noise is occurring.

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・ The door between the engine room and the lowest tier of the accommodation space decks should
be closed. (Sounds generated in the engine room should not affect the measurements in the
accommodation space.)
・ The air outlet of the air conditioner should be closed.
・ If the value of the instantaneous sound level (Lap) when observed on the monitor of the sound
level meter varies considerably, measurements should not be made.
・ The position of the measurement point marked beforehand should be checked before taking any
measurements. Also the measuring instrument’s height above deck should be confirmed as
1.2 m using a convex or the like.

Fig. 2 Sound measurement in acc. space (Image*). Fig. 3 Sound measurement in engine room.

* The sound measurement in the accommodation space is to be performed after closing the door.

(5) Data processing

Measurement results should be summarized in the form of tables and graphs. When plotting the
graph, frequency is to be indicated on the horizontal axis and sound pressure levels on the vertical
axis. In principle, the scale on the vertical axis should be adjusted such that the magnitude
relationship of sound level at each point is easy to understand for the person reading the graph.
To understand the effects of damping material by comparing two similar ships (fitting damping
material in the accommodation space of one of the ships, and not fitting any damping material in the
corresponding accommodation space of the other ship, and comparing the sound levels in the two
ships), the conditions of both ships should be the same. Same conditions means that the main
engine excitation force, the structure of the main engine seat, sound level in the engine room, and
deadweight (draught), etc. (condition of items shown in Tables 2 to 5) should be the same. That is,
if the sound level in the engine room of the two ships is different, the effect of the damping material
cannot be grasped correctly.

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2. Vibration measurement method
2.1 Procedure
(1) Establishing measurement points
The number of measurement points and measurement positions should be determined according to
the purpose, allowable measurement time, ship structure, and other related factors.
For instance, it is preferable to select more than two or three points for each surface in order to
better understand the distribution of vibrations in the accommodation space. However, points on
supporting members of the floor and wall surface should not be selected. To ensure that points do
not lie on the supporting members, the positions should be checked on drawings, or judged by
listening after striking the surface with a hammer or a solid object.
To understand the distribution of vibrations of the entire ship, two-frame pitches may be selected in
the fore and aft direction and two or three points may be selected away from the center line toward
the side shell in the breadth direction..
After determining the measurement points, the said points should be plotted on the structural
drawings and general arrangement drawings of the ship and recorded.
To confirm that unexpected external vibrations do not occur in any of the cases mentioned above, a
separate point (reference) should be set for the measurement location.
(2) Marking measurement points
Measurement points should be marked on the walls and floors of the actual ship based on the
drawings. The rest of the procedure is the same as for sound level measurements.
(3) Condition records
Same as the records used during sound level measurements.
(4) Measurement
1) Selection of measuring instrument
Although any measuring instrument may be selected, to confirm the reliability of the data, an
instrument that can measure sound pressure level in the 1/3 octave center frequency band, and not
the overall value only should be used. For instance, when noise in the same accommodation space
for the same type of ship is to be compared, and if the frequency waveform is practically the same
for both spaces, it indicates that correct comparison has been made.
Although vibration acceleration sensors may also be arbitrarily selected, a magnetic mount sensor
is preferred for measurements of the steel deck, main engine, main engine seat, and other related
locations. If a magnetic mount sensor is used, application of wax, etc., during fitting of the sensor
is not necessary, so work can be simplified. Moreover, a vibration acceleration sensor should
preferably be as small as possible when taking measurements of the engine seat, since various pipes
are installed in a small narrow space around the engine.
Figure 4 shows an example of the configuration of a suitable measurement system.

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 Vibration acceleration sensor Data recorder Notebook computer
Manufacturer: Ono Sokki Manufacturer: Ono Sokki Manufacturer: Panasonic

Model: NP3414 Model: DS2104A’ Model: CF’-T2

Fig. 4 Example of configuration of measurement system.

2) Setting the measurement conditions

Set measurement conditions as A-weighted frequency response and the time constant as SLOW in
the measuring instrument and its software. Normally, “F” characteristics are measured, but
A-weighted frequency response should preferably be measured. This is because a comparison of
measurement of sound and vibration is facilitated, and relationships between sound and vibration can
be better understood.
Moreover, LAeq (=equivalent continuous A-weighted sound pressure level) should be measured in
5-10 seconds for the same reasons as during sound measurement described above.

3) Conducting measurements
When making a correspondence between the measurement points and measured data after taking
measurements, it is preferable to perform measurements by two or more persons so as to avoid
confusion. As noted earlier, one person can perform measurements while the other can record and
move the vibration acceleration sensor to each respective measurement point.
The precautions to be taken during measurement are the same as those for making sound level
measurements noted above.

Fig. 5 Vibration measurement. Fig. 6 Installation of vibration acceleration sensor.

(5) Data processing

In principle, the data processing method used and precautions to be taken during measurement are
the same as those applied during sound level measurement. If the distribution of vibrations is to be
accurately ascertained, means should be devised to understand the magnitude of the relationships

29
between vibration levels at each position by dividing the locations in the fore and aft directions,
breadth direction, and height direction.

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 Experimental Study Report on Noise Reduction in

Ship’s Accommodation Spaces

Published in February 2012

Published by: Japan Ship Technology Research Association

Round Cross Akasaka, 2-20-9 Akasaka, Minato-ku, Tokyo 107-0052

TEL: 03-5575-6428 FAX: 03-5114-8941

URL: http://www.jstra.jp E-mail: info@jstra.jp

Unauthorized reproduction, copying or duplication of this document is prohibited.