MEASUREMENT AND ANALYSIS OF SHIPBOARD VIBRATIONS by: Frank DeBord, Jr. Scientific Marine Services William Hennessy Scientific Marine Services Joseph McDonald NASSCO February 8, 1996 ABSTRACT Excessive shipboard vibrations can cause structural and machinery failures, crew discomfort and fatigue, and increased maintenance requirements for shipboard systems. In many cases ship construction specifications require the shipyard to demonstrate “acceptable” levels of vibration using measurements completed during sea trials. This paper provides an overview of standards for these measurements and modern techniques used to collect and analyze the specified vibration data, A brief discussion of the types of vibrations found on ships and their causes is followed by a review of codes, guides and standards for vibration measurement. Instrumentation suitable for measurement of each type of vibration response is described and the design of a typical trial measurement system is presented. Techniques for analyzing and presenting trial results are reviewed and compared to analysis methods specified by SNAME, ISO and NAVSEA. Finally, a discussion of potential problems faced by an owner and shipyard in developing and meeting a vibration measurement specification is offered, Presented at: Los Angeles Metropolitan Section Society of Naval Architects and Marine Engineers1, INTRODUCTION Vibration of ship structures and equipment can be a serious problem. Excessive vibration can lead to failure of the propulsion system, structural failure of the primary structure or substructures and damage to shipboard equipment. In addition, even if the vibration behavior is not serious enough to result in major damage, it can lead to crew discomfort and fatigue and increased maintenance for shipboard systems. Due to the potential serious nature of the vibration problem, most ship construction and conversion specifications specify acceptable levels of vibration, and in some cases require that acceptance trials include vibration measurements. The purpose of this paper is to describe modem techniques for collecting and analyzing vibration data from these trials. There are several categories of shipboard vibrations that must be considered, These are summarized in Table 1, and a good overview can be found in Reference 1. The primary hull girder can be excited to vibrate vertically, horizontally, longitudinally and in torsion. It responds to excitation as a free-free beam. Excitation can be provided by the propulsion system, major shipboard machinery or ship motions in waves. Excitation from the propulsion system typically occurs at the frequency of shaft rotation, the propeller blade rate frequency and harmonics of the blade rate frequency. This excitation is due to the asymmetric nature of the flow over the propeller which results in unsteady forces transmitted through propulsion shafting to bearing foundations. The unsteady shaft forces can be evident in torsion, longitudinally and laterally. In addition, the exterior of the hull near the propeller is subject to unsteady hydrodynamic pressures due to the passing of propeller blades. Other sources of hull girder excitation can be attributed to main engine internal forces and transient excitation due to motions in a seaway and slamming. However, in most cases the excitation provided by the propulsion system is the most serious and is the subject of this paper. Major substructures such as deck houses can also respond to vibrations from the hull girder or large machinery. Coupling to the hull girder vibrations can result in serious resonances. This same behavior can apply to large machinery installations, boilers or superstructures. Masts with heavy equipment installed can be a serious subset of this category of vibrations. Shipboard equipment and machinery can also respond to vibrations from the hull girder. Passive equipment behaves like a mass on an elastic foundation, and active machinery can respond to internal forces as well as the hull girder vibrations. The propulsion system is typically considered separately since it is the cause of most shipboard vibrations and excessive vibration can cause damage to bearings, shafting, gears and the main engine. The principal vibration modes of the propulsion system are longitudinal (along the shaft axis), torsional and lateral. Longitudinal and torsional shaft vibrations are typically excited by unsteady propeller forces and can occur at blade rate or harmonics of blade rate, These modes can cause damage to reduction gears, direct drive enginesTable 4 - Principal Categories of Shipboard Vibrations 1. Hull Girder fa. Longitudinal b. Vertical ic. Horizantal Jd. Torsion 2. Major Substructures Ja. Deckhouses b. Masts Ic. Weapons Systems d. Boilers 3. Shipboard Equipment ja. Passive 7. Control Systems 2. Switchboards 3. Heat Exchangers lb. Active 1. Generators 2. Compressors 3. Pumps [4 Propulsion System fa. Longitudinal (axial) lb. Torsion Jc. Lateral (whirling) and thrust bearings. Lateral (whirling) vibrations can be caused by propeller or shaft imbalance or shafting misalignments. This mode typically occurs at shaft rate and can result in bearing wear and excessive stresses in shafting and bearing foundations. Depending on the type of ship under consideration, an owner might specify trials vibration measurements to address any combination of the responses described above. Typical measurements associated with each type of response are given in Table 2. Most measurement programs include the basic propulsion system measurements and one hull girder response location at the stem. Additional measurements are typically specified if design analyses indicate the possibility of a problem, or if the owner has a specific concern based on past experience. 2. Design and Measurement Codes and Guidelines A number of guides and codes related to shipboard vibrations have been developed over the years by the Society of Naval Architects and Marine Engineers(SNAME), the U.S. Department of Defense and the Intemational Organization for Standardization (ISO). In addition, classification societies such as the American Bureau of Shipping address vibrations to varying degrees in their rules for classification. These guides and codes can be divided into two general categories. The first of these specify acceptable shipboard vibration levels. These can be used by an owner to specify acceptable vibration levels in a ship construction or conversion specification. The second category of guides and codes deals with measurement and analysis of shipboard vibrations. These can be used to specify the trials measurements to be made related to vibrations.Table 2 - Typical Vibration Measurements [1. Basic Propulsion System ja: Unsteady Shaft Torque b. Longitudinal Shaft Motion at Thrust Bearing andlor Diesel Engine Crankshaft [c. Shaft RPM [2. Optional Propulsion System a. Lateral and Vertical Motions of Shaft at Stem Tube b. Unsteady Shaft Bending c. Triaxial Bearing Accelerations 3. Basic Hull Girder la. Triaxial Accelerations at Stern [4. Optional Hull Girder fa. Triaxial Accelerations at Other Longitidinal Positions Along Hull Girder IS. Substructures ja: Triaxial Accelerations 6. Machinery fa. Triaxial Acceleration Codes which provide guidance on acceptable shipboard vibrations include ISO 2634 [2], ISO 6954 [3], SNAME T&R Bulletin 2-25 [4], SNAME T&R Code C-5 [5] and MIL-STD-167 [6]. Although these are not the topic of this paper, a brief description will be given to help readers identify the appropriate codes or guides for a particular application. ISO 2631 addresses vibration levels which cause reduced comfort, fatigue-decreased proficiency and potential health problems for humans. SO 6954 categorizes shipboard vibrations into three zones where comments from personnel would indicate that vibrations are probably not noticed, vibrations are noticed but adverse comments are unlikely and vibrations are likely to cause adverse comments. This publication states that damage is unlikely when vibrations are below the level that would cause adverse comments by humans. This same data is given in SNAME T&R Bulletin 2-25. SNAME T&R Code C-5 provides guidance on acceptable vibration levels for steam and heavy duty gas turbine plants. It addresses internally generated vibrations as well as torsional, longitudinal and lateral vibrations of propulsion systems, including shafting. MIL-STD-167-1 addresses internally generated and externally imposed vibrations for shipboard equipment. MIL-STD-167-2 addresses vibrations associated with reciprocating machinery, propulsion systems and shafting. The Ship Structure Committee Report SSC-350 [1] provides a more detailed review on proper use of these codes and guides. Classification societies provide varying degrees of guidance on acceptable shipboard vibrations. The 1995 American Bureau of Shipping Rules for Building and Classing Steel Vessels [7] addresses vibrations related to the design and installation of propulsion machinery and shafting. Codes which specifically address measurement of shipboard vibrations (the topic of this paper) include SNAME T&R Codes C-1 [8] and C-4 [9], ISO 4867 [10] and 4868 [11] and the Naval Ship Research and Development Center Numbers in brackets refer to References listed in Section 5(NSRDC) Report 2781 [12]. In addition, some clarification on analysis and reporting of vibration data is given by SNAME T&R Bulletin 2-29 [13]. SNAME T&R Code C-1, ISO 4867 and NSRDC 2781 address measurement, analysis and reporting of hull girder and propulsion machinery vibrations. The SNAME Code addresses only longitudinal propulsion system vibrations, while ISO addresses longitudinal, torsional and lateral propulsion system vibrations. NSRDC 2781 is virtually identical to the SNAME code and is based on T&R Bulletin 2-10 [14] which Code C-1 superseded. All of these codes agree on requirements for test conditions during the vibration measurement portion of a sea trial. These include: 1. Water depth greater than 5 times the draft of the ship; 2. Seas of Sea State 3 or less; 3. Draft as close as possible to operating conditions consistent with available ballast capacity, and which will insure full immersion of the propeller (note that SNAME specifies 2 ft of water above the propelier tips); and 4, During free-route tests rudder action should be limited to plus and minus 2 degrees. Both of these Codes recommend that vibration measurements be made for the following conditions: 1. An acceleration run from half shaft speed to maximum shaft speed to identify critical frequencies; 2. Aseries of free-route runs from half shaft speed to maximum shaft speed at increments of 3-10 rpm (5 rpm SNAME); 3. Hard turns to port and starboard (optional); 4, Crashback from full power ahead to full power astern (optional); and 5. Ananchor drop and snub test at zero speed (optional). Required and optional measurements are given in Table 3. As shown in the table, the ISO standard is most comprehensive and requires the greatest number of measurements. This code also provides very clear illustrations on transducer locations for both required and optional measurements. All of the codes use the triaxial stern vibration measurement as the principal indicator of hull girder response. All also require a longitudinal measurement at the thrust bearing, with optional measurements at other main machinery and shafting locations. Again, SNAME does not address lateral or torsional shaft vibrations, and deckhouse vibrations are considered in SNAME T&R Code C-4. SNAME recommends velocity transducers with integrators to provide direct display and recording of displacement, and ISO permits measurement and reporting of accelerations, velocities or displacements. In the authors’ opinion, this difference is primarily due to changes in available technology when the two documents were published. In 1975, when SNAME C-1 was published, use ofvelocity transducers with integrating amplifiers was the most direct way to quantify displacements. Both the Maritime Administration and NSRDC developed vibration measurement systems using that technology. By 1984, when ISO 4867 was published, computer based data acquisition and analysis systems were the norm, permitting near real-time integration and frequency domain analysis of accelerations or velocities without the need for analog integrating amplifiers. SNAME requires that frequency response of transducers is flat down to 8 hz and “readable” down to 1 hz, while NSRDC requires “readable” response down to 2 hz and ISO does not specify required frequency response. Alll three of these documents specify how results are to be reported, and they are similar except that ISO permits reporting of accelerations, velocities or displacements, while SNAME requires displacements. The principal requirements for reporting are: 1. Prepare plots of vibration displacement versus shaft rpm, using separate plots for each transducer, Identify all hull and machinery natural frequencies; Provide ship and machinery design details; Provide details of the instrumentation system; Document trial conditions; Hull vibration amplitudes at shaft frequency, blade frequency and harmonics of blade frequency (SNAME); and Machinery and shafting vibration amplitudes for blade frequency and harmonics of blade frequency (SNAME) OanwON ey Each of the codes includes a set of standard forms for documenting the trial and results. Vibration measurements for local structures and equipment are covered in SNAME T&R Code C-4 and ISO 4868. These codes specify the same trial conditions as given in SNAME G-1 and ISO 4867, and they both require triaxial vibration measurements at the stern to quantify basic hull girder vibration. Both codes recommend triaxial measurements on the front of the deck house and local deck traverses to determine the sources of local vibrations. For local vibrations, SNAME permits measurement and reporting of acceleration, velocity or displacement. Again, both codes recommend data to be reported and provide forms to be used to document test conditions.Table 3 - Specified Hull and Machinery Vibration Measurements PARAMETER SNAMEC-1 ISO 4867 INSRDC 2781 [Triaxial at Stern Required Required [Required Thrust Bearing Longitudinal Required Required [Required [Thrust Bearing Lateral and ‘Optional Required [Optional ‘Athwartship [Superstructure Triaxial at Main Deck [Not Addressed [Required INot Addressed ‘and Wheelhouse [Additional Longitudinal [Optional [Optional (Optional ‘on Geared Drive Components [Diesel Engine Longitudinal [Optional Required (Optional ‘and Crankshaft Longitudinal [Lateral Shaft at Stern Tube and INot Addressed [Optional Not Addressed ‘Along Shatting [Torsional Shaft Vibrations INot Addressed [Required Not Addressed Local Structures [Optional [Optional [Optional [Deck Traverse [Optional [Optional [Optional Hull Pressures Not Addressed [Optional INot Addressed One final Guide related to measurement and analysis of shipboard vibration data that must be mentioned is SNAME T&R Bulletin 2-29 [13]. This document attempts to clarify misunderstandings related to alternate methods of collecting and presenting results of vibration measurements. Historically, vibration data were analyzed with a manual analysis of oscillograph records a) MPA FEaeres) Figure 1 - Definition of Maximum Repetitive Amplitude (From Reference [13])The “Maximum Repetitive Amplitude" (MRA) of the response was always used as the most relevant measure of the severity (see Figure 1 from Reference 13). As different types of recording and analysis systems have been put into use, other measures of response such as "Root Mean Square” (RMS) response are more readily calculated. T&R Bulletin 2-29 attempts to clarify the differences between these parameters and provides recommendations on how RMS values can be used to compute Maximum Repetitive Amplitude. The publication recommends multiplying the RMS values by a factor of 2.5 to calculate MRA. This will be discussed in more detail in the next section, 3. DESCRIPTION OF A TYPICAL MEASUREMENT PROGRAM This section will describe the vibration trials program completed by NASSCO aboard the USNS ARCTIC, AOE-8 during builders trials in 1996. Since trials requirements for a Naval Auxiliary are typically more extensive than for merchant ships, a discussion will also be given on how this program might have been changed for a typical merchant ship. 3.1 Overview of the AOE-8 Vibration Trials The vibration measurement program aboard the USNS ARCTIC was divided into three components: (1) hull vibrations; (2) mast vibrations, and (3) shaft vibrations. Measurements were made at 10 rpm increments from 60 rpm to full power. In addition, the shaft vibration program included full-power hard turns to port and to starboard, Hull and mast surveys were to be conducted in accordance with NSRDC Report 2781 and the shaft vibration program was to be conducted in accordance with MIL-STD-167-2, The specification called for a water depth in excess of 300 fi. and a maximum sea state of Sea State 2 Measurements specified for each program are summarized in Table 4 The hull vibration program included triaxial acceleration measurements on the main deck at the stern. The mast program included triaxial accelerations at each mast and kingpost at locations where antennas were mounted. Propulsion vibrations were measured for the longitudinal and torsional modes using deflection and torque measurements, respectively. 3.2 AOE-8 Measurement System Design To meet the requirements of the three vibration measurement programs ‘onboard the ARCTIC, two PC compatible temporary data acquisition systems were installed aboard the ship. These systems are illustrated in Figures 2 and 3.z r z i = i é Figure 3 - Block Diagram of Mast InstrumentationTable 4 - Meaurements for AOE-8 Vibration Survey Hull Vibration Program Triaxial Accelerations Main Deck Frame 725 [Shaft Vibration Program Torque on Both Shafts Longitudinal Displacement of Both Shafts at Thrust Bearing Mast Vibration Program Triaxial Accelerations at: Foremast Starboard Yardarm End Foremast C/L on Stub Mast (top) Foremast C/L on Stub Mast (low) RAS Station # § Kingpost Top Foremast Top of Stub Mast Foremast C/L Mid Platform Foremast at Upper C/L Antenna Platform Foremast Port Side Upper Platform Foremast Starboard Yardarm Foremast Port Yardarm Foremast Starboard Platform FAS Station # 3 Kingpost Top FAS Station # 2 Kingpost Top Mast vibrations were recorded using an 80486 based computer located on the bridge, while shaft and hull vibrations were recorded using an 80386 based portable computer located in the ship's library. Excitation, filtering and amplification for both systems were provided using SMS model IAF-01, 16 channel amplifier/flter boards mounted in portable 19-inch rack enclosures. An 8-channel version of these boards is shown in Figure 4. These boards provide amplification prior to and after filtering and can be configured for any type of sensor, They are capable of high and low pass filtering. For the vibration measurement project they were configured with low pass filters set at a cutoff frequency 69 hz (-3 db), pre-fiter gain of 1000 and post-filter gain of 4 Multiplexers on these boards were used to transfer data directly to Computer Boards Inc. Model CIO-DAS-08 12-bit A/D converters installed in each ‘computer. Software for the data acquisition systems was provided by SMS's proprietary VIBEMON program, Each channel was sampled at 200 hz and data was stored initially to the hard disk. This software package permits real-time display of time series data in engineering units for any six channels and computes statistics for all channels over a user-specified interval. A utility is 10Figure 4 - IAF-01 Signal Conditioning Board also available to display the amplitude spectrum for any channel in real-time or during playback. Figures 5 and 6 illustrate typical test screens. For the ARCTIC vibration programs, data was recorded in three-minute intervals and several of these were recorded for each speed step. Mast and hull vibrations were sensed with ICSensors Model 3140-005 peizoresistive accelerometers. These were installed in triaxial configurations in small (2" by 2" by 2") watertight enclosures, and were mounted at 13 locations ‘on the foremast and kingposts. Figure 7 shows one accelerometer mounted adjacent to a proximity probe. This type of installation can be used to measure shaft lateral vibrations. These accelerometers have the advantage of flat frequency response from DC to 500 hz. The DC response permits data collection at low shaft speeds and also provides a capability to check calibrations statically. Piezoelectric accelerometers, typically used for vibration measurements, usually have flat frequency response as low as 8 hz but they attenuate a 1 hz (60 rpm) signal as much as 5%. In addition, static calibration checks are not possible. One advantage of these piezoelectric sensors is that no correction for inertial (ship motions) accelerations is required as is the case for sensors with DC response. 1TE Figure 6 - Real-Time Amplitude Spectrum Screen 12Figure 7 - Single Accelerometer Installed at Proximity Probe Vibratory torque signals were taken from the Naval Surface Weapons Center Carderock Trials Division's Accurex torque meters which were installed for powering trials. Raw, unfiltered signals were taken from these units and they were protected from signal degradation using isolation amplifiers provided by SMS. Shaft longitudinal vibrations were sensed using Electro Corporation Model PA12D60 eddy current proximity sensors. These sensors were installed to measure the longitudinal deflection of shaft flanges near the thrust bearings. The measurement range was .010 to .050 inches and frequency response is flat from DC to 300 hz. Figure 8 shows two of these sensors installed to measure lateral shaft vibrations on a Sealift Conversion Ship. The same design philosophy used for the AOE-8 vibration measurement programs would be applied to typical merchant ships. However, typical projects would require far fewer sensors. A minimum system would include one data acquisition computer, one 16-channel signal conditioning board, triaxial accelerometers at the stern and thrust bearing, one or two shaft and/or crankshaft longitudinal deflection sensors and a torque sensor. If a trials torque sensor is not installed, a strain gage system with telemetry could be installed as shown in Figure 9. This would result in a total of eight or nine sensors for a single-screw ship, compared to the forty-six sensors used onboard the ARCTIC.Figure 9 - Shaft Strain Gage and Telemetry Installation 143.3 Data Analysis and Reporting Four different data analysis products were provided for each component of the ARCTIC vibration test program. These included: (1) representative time series plots; (2) statistics computed from these time series records including maximum amplitude, minimum amplitude and standard deviation; (3) Fourier analysis to produce amplitude spectra and a listing of peak frequencies and the corresponding amplitudes; and (4) plots of vibration amplitudes versus shaft speed for the resonant responses and the appropriate shaft, blade rate or harmonic frequencies. Prior to completing any analyses, the raw data was digitally filtered in the frequency domain to eliminate inertial accelerations and DC offsets. This technique computes an FFT and eliminates frequency components below the specified frequency. The time series is then reconstructed using an inverse FFT, and the resulting signal is free from any phase angle shift or roll-off. Figure 10 is a typical time series plot (after filtering) for a triaxial accelerometer package, including statistics. It should be noted that the statistics were computed for the entire three-minute record but the plot shows only a representative portion of this record. Since the mean in the signal has been eliminated, the Standard Deviations shown in the figure are identical to Root- Mean-Square (RMS) values. As mentioned previously, SNAME T&R Bulletin 2- 29 recommends multiplying RMS values by 1.82. The 1.8 is a crest factor to account for typical differences between amplitude and Maximum Repetitive ‘Amplitude, and the square root of two converts the RMS value to an average amplitude. Figure 11 shows typical Amplitude Spectra for a triaxial accelerometer package. These are computed using an FFT routine. Resonant frequencies and the corresponding average amplitudes, for the five largest resonant responses are listed at the bottom of the figure for each channel. Again, the average amplitudes need to be multiplied by a factor of 1.8 to be comparable with MRA values. A typical response versus RPM plot is shown in Figure 12 for hull vibration accelerations. These are shown for blade frequency and the two frequencies that exhibited maximum response. The values at each frequency are average amplitudes and were computed using an FFT band pass filter to compute the amplitude at the specified frequency. Once again, these average amplitudes need to be multiplied by a factor of 1.8 to be comparable to MRA values specified in the codes. 15AOE-8 Event EP-06 Hull Vibrations Shaft Speed: 110 RPM Time Series Plot of Location #1 X Main Deck FR725 i “tn Mi hl Hal ey : aos : i WN pg! ‘Time Series Plot of Location #1 Z Main Deck FR725 a _——— 2 r 3 “La af \ AIM WA \ WN id ral WW iL ai 3 02, 0 Os 1 Ls 2 25 3 35, 4 45 3 Time (seconds) VELOCITY TIME SERIES STATISTICS Loc #1 X Main Deck FR725 Loc #1 Y Main Deck FR725 Loc #1 Z Main Deck FR725 Max: 0.0592 in/s Max: 0.2003 inis Max 0.3252 inis Min: -0.0676 in/s Min: -0.1814 in/s Min: -0.3090 inis ‘Stdev: 0.0154 injs Stdeve 0.0524 in/s Stdev: 0.0873 in/s Aol Scientific Marine Services, Inc Figure 10 - Typical Time Series Analysis OutputAOE-8 Event EP-06 Hull Vibrations 2102 ‘Amplitude Spectrum of Location #1 X Main Deck FR725 Velocity (inchysee) Velocity (inchisec) Amplitude Spectrum of Location #1 Z Main Deck FR725 oem toe) = cos} 0.023 ope Velocity (inchfsec) SPECTRAL PEAK AMPLITUDES AND FREQUENCIES Frequency (Hertz) Spectrum of Location #1 Y Main Deck FR725 Frequency (Hertz) ‘Shaft Speed: 110 RPM 0 10 20 30 0 30 oo Frequency (Hertz) Loc #1 X Main Deck FR725 Loc #1 Y Main Deck FR725 Loc #1 Z Main Deck FR725 Freq(Hz) Amp(inis) 10986 0.0057 1172 0.0049 10.059 0.0043, 2197 0.0030 9326 0.0017 Scientifie Marine Services, Ine Freq(Hz) Amp(inis) 1465 0.0317 11.182 0.0099 2490 0.0077 5.713 0.0052 3.809 0046, Freq(Hz) Amp(in/s) Lin 2197 11:33 3.223 11.865 0.0657 0.0246 0.0127 oon 0.0073 Figure 11 - Typical Frequency Domain Analysis Output a7 Aon‘AOE-8 Event EP-06 Hull Vibrations Deck FRI2S X = Lute ~ oie 00s ¥ oo 3 oo Foo 9.08 Boon F oon: 0.000 ‘Shaft Speed (RPM) Main Deck FR725 Y inte H= StHe 29 @ 7% © 9 to 1 mo 0 Wo ‘Shaft Speed (RPM) ‘Main Deck R125 a ainda “== 1TH Scientific Marine Services, {nc B.001 Figure 12 - Typical Response Summary 184, CLOSING REMARKS The codes and guides for acceptable shipboard vibrations provide some guidance to an owner or designer developing a specification related to vibration limits for a new ship or a conversion. However, these are still somewhat vague and care should be taken to insure that the specification is in fact specific. Merely referencing one or more of these codes can lead to confusion regarding the specific vibration levels that are acceptable. As an example, if the specification states that hull vibrations should meet the guidelines specified by 1SO 6954, it should also specify which of the two limits of vibration versus frequency given in the standard is applicable. It is also in the best interest of shipyards to insure that specifications are specific. Subjective terms such as “acceptable” or “not excessive" should be avoided. Ifa vibration measurement program is required, the specification should define which measurements are required and the specific methods to be used. ‘Once again, the codes provide some guidance but they permit different types of sensors and they include basic and optional measurements. Also, many different types of data acquisition and analysis systems are available, and these can produce different results depending on frequency response, sensor characteristics and the specific method used to characterize response and record results. Care should also be taken to specify the quantities to be reported and data analysis techniques to be used. Both the owner and the shipyard should have a clear understanding of how the measured and reported quantities relate to limits given in the specification. One additional point that needs to be made is that there is no substitute for an experienced observer walking a ship during trials to identify areas or ‘equipment with vibration problems. No matter how many sensors are installed for a vibration measurement program, it is unlikely that they will detect all problem areas. Basic measurements at the stern, thrust bearing and crankshaft will characterize propeller excitation and hull response. If these are acceptable, itis likely that the rest of the hull girder and accommodations will be acceptable. ‘Additional sensors would only be necessary if special equipment or structures are installed onboard, analysis indicates that there are potential problem areas, or if data is required to verify analysis techniques. 191, Noonan, E.F. 4. Panel HS-7 5. Panel M-20 5, REFERENCES “Ship Vibration Guide”, Ship Structure Committee Report SSC-350, April, 1989 Washington, D.C. “Evaluation of Human Exposure to Whole Body Vibration” ,International Standard ISO 2631, 1985,obtained from American National Standards Institute, New York, NY “Mechanical Vibration and Shock - Guidelines for the Overall Evaluation of Vibration in Merchant Ships’, International Standard ISO 6954, 1984, obtained from American National Standards Institute, New York, NY “Shipboard Vibration and Noise Guidelines’, Technical and Research Bulletin 2-25, January, 1980, SNAME, Jersey City, NJ “Acceptable Vibration of Marine Steam and Heavy-Duty Gas-Turbine Main and Auxiliary Machinery Plants", Technical and Research Code C-5, September, 1976, SNAME, Jersey City, NJ “Mechanical Vibrations of Shipboard Equipment (Type | - Environmental and Type II - Internally Excited)’, MIL-STD-167, August, 1969, US Department of Defense, Washington, DC Rules for Building and Classing and Classing Stee! Vessels, 1995, American Bureau of Shipping, New York, NY 8. Panels HS-7 and M-20 “Code for Shipboard Vibration Measurement’, Technical and Research Code C-1, January, 1975, SNAME, Jersey City, NJ 9. Panels HS-7 and M-20 “Local Shipboard Structures and Machinery Vibration Measurements”, Technical and Research Code C-4, December, 1976, SNAME, Jersey City, NJ 2010. 1 12, Hardy, V. 13, Panel HS-7 14.Panel HS-7 “Code for the Measurement and Reporting of Shipboard Vibration Data’ International Standard ISO 4867, 1984,0btained from American National Standards Institute, New York, NY “Code for the Measurement and Reporting ‘of Local Vibration Data of Ship Structures and Equipment" International Standard ISO 4868, 1984,obtained from American National Standards Institute, New York, NY “Code for Hull Vibration Measurements on Naval Ships (1968)", Naval Ship Research and Development Center Report 2781, July, 1968, Washington, DC “Guide for the Analysis and Evaluation of Shipboard Hull Vibration Data’, Technical and Research Bulletin 2-29, 1993, SNAME, Jersey City, NJ “Code for Shipboard Hull Vibration Measurements”, Technical and Research Bulletin 2- 10, 1964, SNAME, Jersey City, NJ 21