Journal of Ship Research, Vol. 32, No.2, June 1988, pp. 112-183 Vibrations and Waterborne Noise on Fishery Vessels W. Ojak" ‘The Food and Agricultxal Organization of the United Nations granted a fellowship tothe author to study, at {Several European ship research institutes, the problem of noise generation and propagation on fishery ‘ossels. He later ook part inthe dosign of the fishery research vessel Prot. Siedack, which Included the implementation ofa series of antiviration and antinoie precautions. Ths paper compares vibration and noice lovls on two ishory research vessels the conventional RV GO. Sars and RV Prof. Siadiecki, The apes cided into two parts nthe fist pat, mechanical vibration of the elastically supported propeller fre deal with anc conctions for minimum Vibratlon esponse are detorminod. In the second par, structural rations in tho ships and nolee propagation from the ships to the water are described. The paper ‘conclies with dala on structural bratons and waterbome noise propagation. This paper. and the paper published inthe June 1984 issue of JOURNAL OF SIP RESexhce [1],* completes the author's approach to bropelierviratlons. IN THE DESIGN of fishery vessels, low vibrations and noise leer highly dentable gain crder achieve the following results: * low vibration exposure forse hhydeo-acoustic apparatus, + comfort lor the crew, * Tow noise emitted to the water soas not to scare fish schools, and + low slf-nise of a ship so as not to limit the performance of sonars and echosounders ‘The latter two tems are particularly important for fishery vessels because quieter ships can improve catching capabilities Also, cone must bear in mind that further improvement of sonarsis very expensive and dificult. Ifthe self-noise of the vessel can be lowered, however, the detection range can be increased by 40 percent for every 6 dB (2. Structural vibrations and airborne and waterborne nose were carefully investigated on the vesels for which data are collected in Table 1. Full data ofthe vesels are available in references [2] and 3]. From the point af view af noise, RV G.O.Sare(B2) isa Conventional vessel but on RV Prof. Siedleck (Bl) several anti- Vibration and antinise precautions were introduced. The pre- Cautions ate specified in Fig. 1 and treated here in two parts Part [conceros propeller vibrations and Part I structural vibra- tions and noise. ive ship equipment and Part I: Propeller vibrations Propeller vibrations and noise on Vessel BI were studied and it swas decided that a so-called Grimm's shaft would be installed. ‘The general idea ofthis dynamic system is given in [4], buta litle more information is provided here. In the shaftline the propel- ler shaft was elastically supported with the help of the propeller Dearing installed at the end of a cantilever-type tube; see Figs. 2 and 3(@). Two propellers were designed for the vessel, a five- bbladed installed on the shaft and a four-bladed as a spare. The particulars of the propellers are given in Table 2. The tube of the propeller shaft clamped in the stern tube makes it posible to tune shafting natural frequencies by changing the effective TGhiet designer-Vibration Branch, C.T.O. (Ship Design and Re- ch Genter) Gdask, Poland in brackets designate References at end of paper Teceved at SNAME_ headquarters November 9, 1985; pt received March 1, 1987 0022-4502/88/3202-0112$00.69/0 length ofthe shaft tube. With the hollow propeller shaft, two vibration pickups are installed at the propeller, and a special Inserted plein the intermediate shat makes it publ to measure the propeller thrust and torque. A special chamber thove the propeller makes it powsble to measre the presse Fantom the propel When considering vibrations sch 4 dynamiesytm haste fllowing advantages compared witha Conventional one * shalting resonances are more accurately caleulated and rote easily detuned from the exploitation speed of the propeller: + the clearances inthe propeller aperture are greater 5 the regularities of the axial wake field in the propeller plane ae smaller: and + the work done by the propeller side forces and moments can be minimized Shafting resonances For the proposed system it is easier to evaluate natural fre- ‘quencies and shafting resonances due to whirling. Thus itis possible to control the location of resonances and to minimize vibrations see Fig. 4. ‘The fundamental resonance (NI) is locat- ed between the shaft exciting frequency (v = 1) and the first blade harmonic frequency (v = 2) where 2 is the number of blades. ‘The second natural frequency (NIJ) is located between the first and the second blade frequencies (» = z and » = 2). ‘The minimum value of the fundamental natural frequency is limited by the permissible bending stresses in the shaft tube, which were estimated to be 50 MN/m#, This value for thestatic Toad takes into consideration possible impact stresses when one blade islost (5). Shafting deflection and moment distribution for ‘Vessel B1 aze shown in Fig. 5.. Maximum bending moment and stresses appear at the clamping of the propeller shaft tube. For the assumed 52 degrees-of-freedom (dof) dynamic model shown in Fig, 5(), natural [requenecles N and modal displacements at the propeller (linear y and angular ¢) were calculated. One example of the results for the vibration modes and minimum vibration response is shown in Fig. 6. The result can be com pared with the vibration modes—collected in Fig. 7—for a sim- ple cantilever, conventional shaftline (I), and a system with a long tube (I1) and a short tube (HID). It i seen from the figure that the tube length L, has a considerable effect on the work done by the propeller side forces: see Fig. 17 for dimensions. The ‘work depends on the displacement y at the propeller. ‘Whirling natural frequencies and displacements depend on JOURNAL OF SHIP RESEARCHTable 1 Data of vessels under investigation “Technical data i Ess cn get ay cur RVGO. Sars (B2) RY Prof. Unite _Siedlect (B1) Symbols ase agines rom Propeller ia Blade number Propeller rpm ‘Thre SB6 OF the massesand dimensionsof the system. Twelve ofthe shafting dimensions were carefully studied for modal frequencies, dis placements and kinetic energies 5]. A set of calculations for the {intermediate shaft is shown in Figs, 8), 8(), and 8{c)- Only seven dimensions have any major effect on modal frequencies and detuning possibilities howe are given in Table 9. The data indicate the dimensions which should be changed in order to control the locations of the resonances Natural frequencies depend strongly on the clamping of the propeller shaft against bending at the propeller bearings. But it was confirmed also thatthe results show stiffness values inthe bearing well above the limit where the propeller bearing would be damaged. The dynamic properties ofthe system are very sensitive to the over- hanging length Ly of the propeller. This value is difficult to tstimate because it depends on both the vibration mode and the bearing wear. A self-aligning type of bearing would be recom- mended at the propeller Propeller clearance and wake ‘The system under consideration is easier to design for high propeley enrances inthe aperture than fr conventional cles ances. Still, the ship designer should remember that such a design has two disadvantages, namely, ship maneuverability is not very good, and a long, flat stern makes a vessel more sensitive totem inptate The creunstances wiih give eccaston to Stern impacts are different from those for bow damming. They ‘cccur on lnger sips wih fat ers at low ering sped ‘hen when a ship os ket er operting speed [6] Tablet data for two types of slamming are collected. A stern slammin wich coed i ey her volcan tes of ISMN? inthe ip section, After successive changes of thester shape, sho ‘and marked 2, Sand 4, with a22- «deg bottom angle of attack, the impacts disappeared. The re sults of model basin investigations of stern impacts (6) shown in Fig. 10, were in good agreement with full-scale at-sea tests on successive sister vessels. “The axial wake field in the propeller plane is more regular when a propeller is located farther from the sternpost than on ‘conventional designs. The pattern of the axial wake measured ‘on the model of the BI vessel is shown in Fig. 11 and compared with the wakes on RV Meteor and the same size tanker with conventional stern. ‘The angular distribution of the axial wake ‘on the BL vessel is good due to small differences for the extre- mum values. Higher harmonics of the wake are strongly su pressed with distance from the steenpost. ‘The ratios Aw, decibels, versus wake harmonics assumed as an average ampli- tude of the wake harmonies forthe conventional sterns and the amplitude for stern with shafts Ike that forthe BL vesel as JUNE 1988 PPP 2.2 RaP 9p ppl I Do wie let Chamber for propelier pressure measurements Stern shape designed for regular wake field “Torque and thrust measuring insert ‘Acoustical campers for ventiaton system ‘Gas exhaust system resiiotly mounted ‘Acoustical damper for vention system Isolation lining of decks and above engine room Piping systoms resiliently mounted Welt designed and balanced propalior Elastcally supported propallr shaft Fish factory mountod ina rare resent supportos Floors and celings in labs resiliently mounted Three rats double-stage resiliently mounted for retigert- ing compressors Double-stage elastic mountings of raft with main dlesel generator ‘Sound absorbing hood of resiliently mounted diesel genera tors Tivee converters double-stage resitenty mounted on ara Ninety pleces of auxilary machines resiliently mounted on three rats Foundations of sonar fled wit elastic concrete ‘Damping lining ef sie thruster compartment ‘Antvioration and artinoise precautions installed on RV Prot ‘Siedlecki (83) do # 20 log conventional) ‘w(reference) are shown in Fig. 12. Fora five-bladed propeller the amplitude of the second blade harmonic (» = 10) is 124 dB higher, which ‘means thatthe amplitude is 4.2 times lower than that fora vessel with a conventional stern. Thus for the higher blade harmonics (> 4) the amplitudes of the thrust forces according to the conclusions of Reed (7) should, likewise, be much lower. tis apparent tha in this case a prope load aft asthe posi ty of magnifying pressure iregularities less and of radiating less Toke. Itwasalsoconfirmed thatthe differences of the Avlevel in the propeller plane are ofthe same order as the differences for the note level on the nearby hull shell andthe far-field water. borne noise, (see Part M1). On the other hand, it was also con- cluded that, in general, for middle-size and big ships with eavi- {ating propellers, the propeller should not be located too far aft O} ‘The measurements ‘The computed and measured amplitudes of forces induced on four- and five-bladed propellers on both the model and the Bl vessel are collected in Table 5. The results of a computer pro- ‘gram based on three-dimensional lfting-surface theory for un- Steady flow were compared with the results of the measurements carried out by Stevens Institute of Technology fora three-bladed propeller in a three-cycle screen wake: see Table 6. All the data confirm good convergence of the calculations with model and Tullseale measurements, Full-scale data can be compared with aryFig. 2 General view of propulsion system on Vessel BY ‘able 2. Propeller data for Bt vessel & ¢Bladed Item Symbols Units __Bladed (spare) Diameter D m a3 Pitch P = 2s ‘Advance Sus 050 Mass ip 38s Mass moment “3p im? Le ‘otinertie Permissible 4 Nm 8 8 “inbalance ‘minal 7pm 2 see 292 Thrust. r iN Toraue @ kN the limits proposed by the author [8] and given in Table 7. "The pressure radiating from the propeller and impinging on, the stern bottom was measured above the propeller at 25 points. tion component and is due mainly to blade thickness [1). This kkind of pressure is much loss eff slobal hull vibrations, For full ahead and astern speeds, maximum pressure amplitudes above the propeller are shown in Fig. 14 for suc- cessive harmonics, The whole system was investigated against the possibility of damage for astern speed and for the case when ‘one propeller blade is lost [5]. The pressure for the first blade hharmonie is estimated to be below the normal value and the pressures of the higher harmonies are negligible. Pressure am- plitudes versus propeller speed are also shown in Fig. 15. The decay of amplitude (v= 5) with propeller speed from nominal ‘pm agrees well with the change of the measured torque and. thrust (not shown). The result ofthese efforts can be measured by the amplitudes excited atthe clamping position of the stern tube as well asby the amplitudes of the transom. Measured at nominal rpm, vertical ‘and horizontal vibration levels of the stern are well below 0.03, ‘mm/s, and the highest value occurred at the stern tube. This spectrum is shown in Fig. 16. The highest vibration amplitude ‘The pattern ofthe pressu ‘amplitudes forthe blade harmonic (» = 2), shown in Fig. 13, indicates that the pressure has no cavita- Nomenclature A= length ratio bration veloty amplitude be length V = ttl vibration velocity «d= oternaldarnete, constant De propeller diameter, external diameter, |W = sectional modus, wake 1 coordinate along ship: see Fig 17, factor ‘constant = linear displacement Fe force = gumnber of propeller blades ‘g= gravitational acceleration = leagth rato 1H propeller pitch = length ratio {= sectional moment of inertia |e coefficient of entrained water mass K=sfoee = length between propeller bearings sm = mas! = mas per unit length M = modal mass, bending moment ‘n= propeller speed, pm [N= natural fequeney cpm 3 = fealty ooficlent = toning ratio. angular displacement at propeller (2 angular shaft speed shaft harmonic (= mass moment of inertia length ati, mas density (= cocficent of force transfer ‘p= natural angular frequency, pressure am- plitude — Q=dynamic magnification factor at rew- a= axial ance b= bearing = distance to target, R= propeller adi, constant w= length U= vibration form factor 4 = clamped pat, cavitation, bearing casing f= equivalent ef = elective, rms 1H = horizontal at other rpm's oceurred at 75.5 xpm for blade harmonic » = Sand ‘was equal to 0.9 mm/s rms. It corresponds to the fundamental 4 = intermediate sh om polar = propeller ‘= shalt ship t= tube = vertical mode muber A= noise level in dB, sale eg = center of gravity Im = imaginary KE = kinetic energy Lin = linear sale NL = noise level 1S = indo vale of spectrum nos evel ns = root mean-square value Re = real ‘Sh = Shore's hardness VL = velxity level ‘A= decrement T= fit vibration mode = second vibration mode JOURNAL OF SHIP RESEARCHPropeller Backenut Seltaigring bearing Propeller ube Fig. 3 Propolior shat lastically supported on 181 vessel (a) and tho model for calculations (0) shaftline resonance for whirling. Vibration amplitudes of the propeller at blade frequeney were nearly equal to 6 mm/s rms, Unfortunately, one of two pickups installed inside the conical nd of the propeller shaft was ot of order That s why it was impossible to evaluate the amplitudes of the low minor harmon- eee pee pen pe ing mt ing are given in Table 8. ‘The agreement with the calculated \alues isnot satisfactory. The analysis confirms that the propel- lerissupported atthe alt end ofthe fixed propeller bearing. ‘The above-mentioned results ean be compared with the permissible ‘bration limits proposed by the author [9] and based on 1SO/DIS 2891 recommendations and experience from nearly, 200 tal {rips taken on the prototype ships. The extract from the guide- ling ven a Table 0 The recommended gue shoul be applied to the components with a tolerance of £3 4B, whic takes into account vibration resistance, design and production ‘quality, malfunction effects, and so on. Three “decibel grades” are proposed according to statistical data regarding the possbili- ty of improvements in design or technology [10]. Vibration levels ofthe shafting andthe stern of Vessel Bl are in fact more than 30 times lower than vibration levels observed on conven- tional ships 5 & 6 Py 8 1 4 I & I aa I I g 5) i 4 Et i § tor eo 2 ” Lem} Fig. Shattingadmitance at propter JUNE 1988, ‘Annular shaft Bearing Flange Measizing insert “Thrust shalt Two-direction trust bearing Simplified considerations ‘The purpose of the simplified calculations isto give a designer ‘asimple method of calculation of the system dynamic properties. ‘The designer has no time for complete optimization analyses of the system from the vibration point of view as was shown in the previous section. He wants to know if the proposed dimensions ‘of the system tend toward the best solution. The proposed iplifiation doesnot imply lower accuracy. The: ated ‘model shown in Fig. 3() can result in low accuracy ifthe input ty, -soo cra? i 6, = 400 lipien?] = ap +8818 fd * tute z (ii ro Capjen*) 3, YIU Fig. 5 Shafting isplacernents, moments and stresses, Vessel BY 18JOURNAL OF SHIP RESEARCH(eg 4 908 uous 29 ojedoud ef swewsoerdsi eeu (@)e “Bis 2 ctw 7 st Lewd) twa | | TH | | LF" a + \ [4 ® a : snfedar at om Lon is, cog he ow | r | | Ts | fle eee ~T z fi | | — \. el aa L | i | | 6 L ttt J on 4 JUNE 1988‘Table 3 Shift n percent of modal frequencies due to 10 percent ‘decreasing ofa dimension ‘Mode Number Dimension Symbol “TW Propeller ¢ 20-85 100-80 papel ko 180180180 z Lo 10M ‘haf length ‘Tube moment h 0-05 00 ‘ofinertia ‘Tube length 10801900 Stiffness of| KR 740-05 05-08 tbe slam Mas of propel a0 20 1B Og Propeller mass mo- fo 43 OOF ‘ment of mertia Table 4 Conditions for maximum ster and bow slamming Slamming Fig. © Sterns of fishery mother vessels (successive sister vessels Nos. 2, 9 and 4), ‘and the investigated models in seale 1:25 (No. 1,2. 3 and 4) data are not prepared by an engineer experienced in structural dynamics. In the end, for a final decision, the response of the system can be checked by meansof amore complexmodel. The simplified procedure, moreover, gives a clear picture of how to minimize the vibration response in the case of similar systems ‘The investigations and the results of the complete analysis, as ‘exemplified in Figs. and 8, lead to the conclusion that the system response can be well modeled when only two first vibra- tion modes are considered, Thisis explained further on. "The kinetic energy of the system is mainly stored in a mass my and mass moment of inertia @ of the propeller, mass of the propeller bearing casing me and mass ofthe propeller shaft m,: See Fig. 17. Four independent coordinates, yp, ¢, vs and wx), describe two first vibration modes where ung = linear and angular displacement, respectively, at cen- ter of gravity (eg) of propeller t= linear displacement of propeller bearing 1y(a) = linear displacement of propeller shaft ‘The symbols are explained in the Nomenclature and in Fig, 17 Because the overhanging part ofthe propeller shaft Lis overstif- {ened in the propeller hub and in the bearing suppor, it was ‘estimated that only for the kinetic energy isthis part of shaft very S8ff,_ In this case, one equivalent mass can represent propeller mass m, and bearing casing mass m, together with the mass of the overhanging part of the shaft, and a (bt limit )/2m)) ML lim, + mZ,)/m,)) ‘denotes the position of the equivalent mass at Point 1, which is equal to a) 18 liam Bow Siem trained mans maar lore icine Shins ef helt smal orce to waterplane shin responce two-mode vertical vibrations Sita analogs rsh ain dee) sipcoumetomsne” 04 20¢gedrit 90 £20dee dit SRP spot a oe Sento) EA sae 6-0) mam, +m,+ mL, @ where m' is the mass of the propeller shaft per unit length, The diametral equivalent mass moment of inertia at Point 1 is found tobe m (> a a) (a) forthe fst mode. For the second mode the moment of inertia of the baring casing neglected and y= 85 + milly — Lyk + mbt (sb) where Disthe propeller diameter. ‘The moment of inertia of the Searing casings taken forthe casing diameter and length eau to the propeller hub diameter. The mass of the propeller is taken with entrained water mass as follows kB where @ the polar mass moment of inertia ofthe propeller The coefiionta the entraned water mau canbe taken a m= kyit, and, kya ld and ky 15 ‘and the diametral moment of inertia is considered to be approximately half of the polar moment.” The whirling effect hhas a considerable influence on the system behavior (11 for the second mode, and the moment of inertia at resonance amounts to a (144) JOURNAL OF SHIP RESEARCHable 5 Calculated and measured hyérodynamic propeller forces, 1 vessel, 175 rpm, 5-bladed propeb ~ Forces __Source® _Symbol_Units_“0_ = © mg 14 108) ? ‘Thrust ee Ne 3a MM 186 3 Ss gm eB BS ‘Torque M Nm 746 333 Mt 922 Side ¢ Bow Be 3a3 a forces x 21 252 side © Magy, 138 150 + ieee aes ‘moments _C ™ a 845102 wore heght-2h fo) ¢Four-bladed, Fig. 10 Nondimonsional vertical response due to stern slamming ee eee coors (C'calculated, MM = measured on model, MS » measured on ship. Table 6 Results of test of computer program carried out for 3+ 7 auCaas tiaded propeller Royle sree wake : m= AY Protesor sees Sour of Torue Nin = — Conventions! ie Information ol aurea © sit hao 4st $ ren fo He 43 8 Lt 7 —t g eats erate rasan eee : rope age roaeney g Propel nda 2 | Fae Cavaton Indexe a Severity rade Mamta af Pogue CEN A Tow 2 <3 % £0] Ketmissiie a sf Fg, 11 Conpaison of axl wakes for wo vessels wih elatealy Resapmend a +s Stptedropetor sats andwate for comenton vse some fea aggg sae sos length 50_j g_ “Cavaton inden, we rt] of fe where ‘Pe = cavitation pressure amplitude, N/m ‘= distance aceording to sketch, m fe = propeller radius, « = 0 ‘Tolefances: £3 ai dependence on ‘ibration response woke harmonics, 0 Fig. 12. Average rato ot harmonic smptaos of onl waves for con- moment of inertia is taken as 1.25. For the above assumptions “ental som and torn wt ata sats, y eportes vakerg lO and for whirling (+) and counterwhirling (—) where v = 2 is the first R be ee ae ar a the propeller bearing tana (ved 4) is taken withthe influence of the propeler tube mass and en (#8) Co lan he tines fh ep h ey os de and of steel equal to-0.13 the total effective mass at the Propeller bearing is 1.25 $6 = 250 m= m,+616U/L,+L\L13f—d2) 5) eae a where D, and d, are, respectively, the outer and inner diameters ‘when the coefficient of entrained water mass for the diametral of the propeller shaft tube, m, is the mass of the bearing easing, UNE 88 119ye rs Rev PROF. SIEDLECK! ves sow a » U7 ee ‘meas. points! 18 cy Fig. 13° Amplitudes of pressure measured above propelior on VesselB1. First blade harmonic » = §, normal rpm 3 pressure blade harmomes. P Fig. 14 Pressure ampiitue above proplir for full heed and full ast- ‘em speed of Vessel B1. Blade harmonic, normal rpm 30 ee oss ppropelier rpm Pressure amplitudes above propeller versus propeller rpm on Fig. 15 ‘Vessel Bt rt and second blade harmonies 120 + Lae] Fig. 16 Measured voration amplitudes of stern tube, Vessel B1, normal om ‘Table 8 Computed/measured natural frequencies of shafting on BY ewe Tar Goad nae) Mode > Fistithe Sh Thtermedste Shaft Complete stem 1 eor780 sort, waist A ee 200, Frew ss10/g0 2070 *'Tynsvenedreton | With self aligning propeller bearing. JOURNAL OF SHIP RESEARCH‘Table 9 Guidelines for permiseble vibrations on ships for own (a) and extemal (b) excitations; machines of normal performance Vibration Velosty, smin/s rms 10-1000 He 4 28 u { { Steam and gas turbines Horizontal oil and water n Oilseparators| Recs ‘Working spaces Vertical oil and water p Radial ventilators 56 n n un u Vibration of appliances 16 16 Plates Peak of masts { Machinery must be sh {ih 2 tem Small electrical machines for h < 80 mim Electrical machines and converters Crew compartments (only a) pumps electrically riven Geared turbine sete and axial ventilators ing engines above 5 cs] and 1500 rpm jumps up to 3800 rpm eciprocaing engines above yl and below 1800 pm, Reciprocating engines upto sland above 1500 rpm aswell enerator sts) Reciprocating engines up to 5 yl. and below 1800 pra Electret machines generator ets Separate colers nd heat exchangers Pipe systems, hydraulic and pneumatic: allations, navigational and electrical installations due to external exetations engines to BoTLSteds and chel pels down ger for bad design smal panels and stitf beams Danger fr bad ship construct Danger for ship construction 3 grillages and panels or 3 1 Grades {ji oS a a 5 28 9 2 normal Description of level very good | good ‘canbe considered | notrecommended | danger very dangerous Design or technology quality | verybad bad | normal good very good ‘igh quality against “ibration vesstance Description of results| no troubles du to vibrations or normal des ‘minor faults ‘can happen limit for ‘no warranty for attached devices ‘mal on and iy and the form factor of the tube is vat fomnte (etd a ] +o? where Le Th Oo) In this case, only three coordinates y),¢ and u(x) deseribe the ‘motion of the system at Point 1; the motion atthe propeller is, feeb eu,-L) m ee and at the bearing, Yare (: a) 6 % ne where ys is the maximum propeller shaft amplitude for the second mode. "The equations of motion formulated on the bass ofthe flexi- bility deflections appear as impt)—1 Op.) moro, [ mp, Opb— 1} mp, |-} 2} =0 (9) rp? gmap 1] EN June 1008 For the first vibration mode (I) calculations are restricted to the second-order matrix given above in the inner brackets. The moment of inertia @= 6; and the mass m = mare applied where my =m, + Umi + Ly) aio) ‘The mass me is taken from equation (2) and the next part of the ‘mass is an equivalent mass of the propeller shaft at Station 1 where —# Siew ‘ataplte-+*9) ‘34a uw), 8 +in (348 se jot} OD and A r+h, ‘The length L for a slf-aligning propeller bearing is taken from the two bearings of the propeller shaft to aft of the propeller tearing ‘The dynamic model of the sytem forthe fit mode shown in Fig. 17.” The flexibility coefficients at Point 1 for the flexible L part ofthe overhanging shat are by = CLAU ~ 00h, — DU + 248) + AD + 24)} by. CLI ~ WA, + AUD +34)] = C(D +64) 2) watDynamic model t First mode (1) x & ye * 2M Second mode (ID) 6 Le we — spring _mass and spring Fig. 17 Dynamic model of calculated system. Models for first and second modes sare also shown TL Forte second vibration mode (I) the whole matrix is applied with m = ma 0 = Oy and a continuously distributed mass m, of the propeller shat. "the dynamic model is also shown in Fig 17. The succeeding flexibility coefficients are calulated on the as- sumption thatthe bending moment due tothe propeller end the displacement ofthe bearing shift the shat maximum amplitude al the propeller, sce Fig 6.» Maximum modal displacement asa Tule appears at Station 5 for x= OGL. The shaft deformation at ‘for the uit force applied at Point 1 acco cefefo) 0) safe) 9G and at Point 8 for x = 0.6L the coefficient is ing to beam theory is by) = 0.216 ots (5-4 + Gd) aa) and in similar way dug = 096 CLAg(I ~ 06d) where the new constants are n= (+2) oo ‘The form of the propeller shaft, for the kinetic energy, is as- sumed to be sinusoidal with the maximum amplitude at Point 5. ‘Thus the form is ka) = ysinels)= 4p in Fe —b) 12 where a = 0 for L, r=b and raL+—2 2 (oe) ule) ‘The inertia force for a smal element of the shaft mass m, hence Ia= dF = mipyssinalsidx Displacement at Point 1 due tothis force applied at a distance xis as) The equivalent mass ofthe shaft normalized to Point 3 is then dy, = mip,.yysinals\dx img m, [sates and after integration becomes equal to La “2 ‘The flexibility coefficient can be defined from equation (15) for an equivalent mass taken from equation (16) s follows mo (etrn Ean) and because 6:, = b,, we obtain m= mi 6) 2 ft by 2{ 4, sinaixide where 8,1 is taken from equation (15). The result contains a function of an integeal [eso # (x bde an arn or in dimensiones form for x= &/L Reatiat ll esinnde us) L A JOURNAL OF SHIP RESEARCHwhere =a(g-*) and ae ana(t-f) wt ened For the vpper nit or£= 1 and the intergral of equation (18) is e ofa [== + oll a fsing ta (a) forn = Oupton = 6and a = (x/2) X (Ly/Le) ‘The flexibility coefficients are defined as follows: inn ace (a8) + G5 ~ ian 20 Fs, ~ eats, ~ (20) B bs = 207 (5: M5) where S, = 20k + 38 Sy ™ 2Xn,E2 + &) Sy = 4pyloyks + 88) + (9 — 49,)E, — 68, + E, IMPORTANT NOTE: For the intermediate shaft clamping atthe bow end, all coefficients at py and p2 have to be multiplied by 3 Toleave no room for doubt and to facilitate a test procedure, the ‘numerical results for a system are introduced further on. Units of the SI system are used: they are meters (m), tonnes t), second (9), and kilonewtons (kN). The system of right-handed screw coordinates is applied as shown in Fig. 17. “The following input data are required. L=5i(m), Lp=08, L)=35, L,=07, D=33, D.=046, d= 0388, 1= 48X10 (m"), = 109 Bs z00 10 UN) type 36.) m= 08", 0.55 (t/m), 9 = 1.9 (t m4). The subsidiary data are 96, a= 0, U,= 0.2858, my= 1872, L,= 0.5793, A FO1016, me= 5.772, J, = 1425, 0,= 2268, 0,= 2.078, h = 1.511, 6 = 1.385 (for counterwhirling of the five-bladed ropelle), 14209077, U,=0.1704, m,=6.992, p= 0614 {for the heavy electric engine coupled to the intermediate shaft), C= 1.072 10-%(kNmy, dy =3.921, B= 1.942, 10%, y= 02185, B= 0, Y= 36, «= 09205, D = 2076, Lr32, Lins Dz ='4535, de= 1446, G= 4.685 x 10°, La = Qe, b/d = Oya, as S341, a= O28, m= LATA be 0.2320, & = 011250, x10, Boson ioe 6, 1010" 5, = 0.5449," Sy = 1.496 The flexibility coefficients from equations (12), (14), and (20) dj, 1107 X10 5y=8876X10% diy = 4799 10° f= dg =2879X 10%) 4621 x 10% 8, = 8.49010 dy = 7.598 X10 by, = 5.440 X 10° ay and m,n, = 11.18. The fundamental natural frequency from the second-order matrix is JUNE 1988 ph = 2(H, + HB+ HH)” = 1981.6|5] (22) where Hy = mgby, + bap = 7.511 X 10% y= amt, = 3568 Hy = 8, — 5,199 = -2.047 x 10-* ‘The normalized coordinate at Point 1 is 1= mp", f= et) = 0.9172 (23) wn Ope 7 tnd atthe propeller, fom equation (D, © w02065 % ‘The generalized must tthe propels given by wom (2) +4(2) eset es) 4) uy and the kinetic energy for vp * 1 (1 KE, = Ysp}M, = 3948 (tm’s*) (25) ‘The second natural requancy ls caleulted fom the equation Gym Oymg)p® + Gp! + Gyp?-1=0 (26) where Gy = 5, (By28y9 — By8se) + 5p2(B5i 525 + 5s8yo) — Syed dis = bugil = 4.313 X 107 Gy = mMy (Bie — 5115:2) + MP (Bas650 — BapBss) + m,rmg(5,sbo1 666 x 10-% ~ dbs) = (meh + Oban + mybys) = 7.590 X 104 and is equal to py = 117.63 (6) ‘The normalized coordinates are th. 1+ mapMastis — bn) 1.076 x 107% (27) Ys ayy ~ mp agyb44 ~ Bay) _ M25 MP ap3535 — bys) £. _ S90 Ch — Fo) (8) Ys 1+ Oyp*ceasB — an) where ain fy Gy Oy and (29) 8424,-1)=-02n0 ww ‘Theequvalent massa the propeller i us)? ny,» fey! Mu +m, (2) +n = 4652 (50) (Yinr(C) (6) and the kinetic energy for yp = 1 is YapiMy = 8.205 X 10? ay ‘The results of the simplified calculations are compared with computed data forthe sophisticated 52-dof model shown in Fig, 13‘Table 10 Comparison of computed (52 dot) and calcu 1 (3 dot) dynamic properties of system First Mode (D) ‘Second Mode Item Symbols Units 52dot 2aot 220! Sao Natural P He 36.283 3687 1230 127 Normale lye = 02m 020 ant 29 ordinates Normalized els wt 0.790 -on6 coordinates ‘Normalized. los 0181 024 ‘coordinates Kinetic KE sou sou 20900 19050 Generalized M 58 561 148 ast acy 2 126x 10% 18 x 10-5 684 x10 607 x10 coificient 3, Data collected in Table 10 confirm a satisfactory agreement Tor rough approximation. Minimum vibration response “The total velocity response is the sum of the responses of succeeding vibration modes due to forces of » harmonies i duced on & propeller and is equal to oe Mere we DE [R(+ ES), (le for real and imaginary components when damping Is neglected and the tuning ratio is a ‘The dynamic properties of a system, collected in Table 11, suggest that for higher modes than the fundamental ones the fexcitations due to moments are greater than those due to side forees as long as Mo Fat see Tables 11 and 12, Moreover the flexibility coefficient = We e KE is much lower for modes above the second mode. This means that for similar systems and rough estimation, only the first and for yp = 1 canbe evaluated when the real and imaginary compo- tle [+O slatte]*@het a () or after ransfornation yok tek 4 =o = (we? a+ #1 soa Let us analyze thoroughly the various possibilities of minimiz- ing the response at the propeller, and thereby also reducing the bearing Fores. For the propeller all data are fixed. The diame- terol the shaftline and stresses in the shafttube are limited by the classification societies. Only the propeller shaft length (La) ‘and intermediate shaft length (L,) together with the length of the Shaft tube (L,) are more oF les subject tothe designer’ decision. ‘The length L depends on the length ofthe tube and is approxi- rately equal to Lelyth +h, ‘The length Li of the self-aligning propeller bearing can be shorty ad esate exactly. ‘Fhe fet ofthe tbe length on the vibration response can be analyzed by equation (34) forthe best detuning: the case fora five-bladed propeller is shown in Fig 16. ‘The hydrodynamic forces induced on the propeller for are given in Table 12. There sa minimum in the response between the first and second resonances ata tube length equal to 302 m fora five-bladed propeller. This minimum applies to @ the second modes can be considered for the first blade harmonic tube length less than that for permissible stresses in the tube, (teeSjerehntone‘Thereloretheanntaum propel vibrations which are approximately equalto Tobie 11 Computed dame popes system with ong tbe ‘ete Natur Dngacement Hoi Exe gum, io ee, Mode KE, Ps lp yp e/KE, i Nm x0" te nites mir i rm we Tian aa fh 8 3S ih ae tt Fc Ea 13 ti W a Fay y 3 a a ui 8 ot 33 14 JOURNAL OF SHIP RESEARCH20 roy resonance tt Trobe length Symi Fig. 18 A result of equation (4) for minimum vibration response of ‘hating Diets : “4 [et pitt] (35) Datoging, xpresed by the magficstion factor Q at esoance, iw fr nts pe tered wat the sibrtion esponge vers ube length Ly ated propeller overhang ing length Ly, when the damping effect is taken into account for Ore Hand Gy =20 respectively forthe frst and second mores, fsbo i “The mina ree i or aly thesame tube length. ‘Then equation Sean be applied tothe evaluation of the minimum response of the shafting; it isa fast tied elfetve tool forthe designer. For a gven propeller, the range of dimensions should be proposed by the designer; the Salem evertallycan be controlled through the tos sophisica ‘ed computer program available. It is worth stressing that a Sinllar propeller (rom the point of view of diameter, tna tffceney tnd exciting forces, bat fourbladed, resulis tn 2 different tube length for minimum response. The frequency of the second shaft harmonic shou be sfficienty detuned fom the fundamental resonance. There is one disadvantage common for higher than fundamental vibration modes, ‘The dyramic properties of the second vibration mode are more difficult to Erafate with sufficient accuracy But Is easy: and ot too time-consuming to detune the system for minimum response, ‘Thiscan be dave nar, before dip lunching, on the grounds of the above analysis. Longitudinal brackets at the tube clamping, Dition shoul be anticipated for detuning the system, Conelusions—Part 1 ‘The elastically supported propeller shaft designed for and Stresses € o4N/at) mm/s Tube tena 4 im & Tube tens los be Vibration velocity of shaftng at propeller versus tube length and ‘propeller overhanging length implemented on the RV Prof. Siedlecki has proven after several years of operation, to be a good antivibraion measure. Stern ‘ibrations for a properly detuned system are extremely low, well below 0.15 mm/s vibration velocity. The advantages of the sre compared with conventional eign * location of a propeller in a more regular wake, + easy design for outof-resonance range of speed, * possibility of detuning the system for minimum vibrations and bearing forces, and * pasty of changing bering frees with numbers of A suggested dsadvantage—that the propeller is more open to fouling by a net and more exposed to impact from ice and pieces of woodwas not confirmed during operation. Generally resilient system is more impact-resistant. Part II: Structural vibrations and waterborne Structural vibrations ‘The second major source of noise and vibrations is machinery in the engine room. Fortunately, in the ease of the Bl vessel with a diesel-electric propulsion system it was easy to instal all the main generator sets on resilient mounts. Moreover, # dou- ble-resilent vibration isolation mount was designed because of the high level of noise radiating from such a powerful source. Three de generator sets and one ac set are resiliently mounted on «floating raft (platform) which in turn is resiliently supported by ‘36 etsof rubber pads. One set consists of two three-layer rubber ‘pads mounted at an angle of 45 deg. Permissible stati deflec- ‘Table 12 Calculated hydrodynamic excitations induced on propeliers, Vessel B1, n= 175 rpm Blade Number Blade Number aa a Side Forces Fr Phe, Fat Fal Phase, AT and Moments ANN Reai/in, kiN eg Reai/im, By an 892 po) 252 1083 457/2.24 fy Sot 416 an 233 My 138 3. 16.42/11.56 150 2a risa My aa, aso. 102 wor ale 339/425, fi 8.98/45 JUNE 1988 125OU HAe 3 5 & 8 e ro Te te ee + [us] Fig. 20 Attenuation of structural vibrations for de main goneraio set on raft Vessel B1, one generator working, 2 | ab | t eae eeeceeee 6 Cae] F.21_attorste tanunion trup tedot ma oer (hand ventlaton damper (2) * 3 eanverter > converter & 8 ‘e a an rc fC] Fig. 22 Noiso and vibration lovele for converters on raft resiliently, supported 128 | wo Atsvi-me+20 G/F Sa 4 sa @ te 4 # las] Fig. 28 Difference between airborne noise (NL) ratating from convert- ‘rs and excited structoral vibrations (VL) in nearby hull structure ® Fig. 24 Structural vibration atlenuation of fish factory mountedin space ‘name that resiliently supported NL = noise level n compartment, VL1 lratons on rame; VL2 = vibrations on nearby hull structure a mnete_nowse | S| Generar ) aaeaanes vey im Fig. 25 Structural vibration response of structure of fish factory com- pariment ve to nase inside compartment from auxiliaries and by means ‘of white naise generator JOURNAL OF SHIP RESEARCHtions have value litle below 10 percent ofthe rubber height at 2 presure of 40 EN/m® The hardnes ofthe pads under the de ana ae generator sets is espetively equal to 53 deg Sh and 65 deg Sh. "The mas of the whole system f equal to 116 tons. A sill and massive support structure under the pads is designed for high structural nots retance. “The twostage alienation of structural vibrations from the engine via the rat to a nearby Alouble bottom is shown in Fig. 20, The attenuation of the rubber pads under the rafts nearly 15 dB upto 200 Hz and then increatsstronglyto #0dBat 2kH2 The otal atenuationabove 100 he a 4” Uonuncl the teat ard unde toe ac genralor st Kappened tobe ys low. ‘The level of well-atenoated structural vibrations coud be thatted by the airborne nose raated directly from the n and impinging on hull panels Therefore, stiff multlayer Acoustical ool is designed on the raft. An acoustical damper st thereto pe mare nt enon chai tipper pert oft ‘Airborne nie alemuation through scoustcal ood and the dampers shown in Fig 21 Three clecric converters of unit mass of 6 tng are mounted on a second raft inthe engine room, Each converter is resiliently ‘ounted on six rubber pads 50 mn thik Inclined st an angle of SSdog. The raft bas a total mass of 27 ton and is in torn realenily sipported by eight rubber pads. Attenuation of the doubly relent system when two generator sts are working at fullload shown in Fig 22." Total attenuation ismasked bythe sire ie ating drt from the omer xl ing nearby panels ofthe sideboard, This is confirmed by the measurements shown in Fig. 22 ‘All the ausliary machines emitting high-level vibrations are amounted directly on common Hoting rat" In the eae of a {ekg si hr re many nny pines dh fore the whol factory system including te piping mounted on alge ce ame. The ramen pred inside the factory compartment Notse levels inthe compart ‘ent and structural vibrations on the frame as wellasthe atten ation of the frames reallent mounts ae shown in Fig. 24. The ttularies in the factory ship are also souees of airborne noise, which exces surrounding wall, The effet of the vibration ‘entation va the rubber pads ean be limited by alrborne nos. Tocheckthiseeet «nearby structure was excl with nls by reans of white noite generators and next bythe auilary mz- Chines themelves ‘Te results ofthe measrements re chown in Pig 25. More effective vibration attenuation through the pauls would bo masked by structural vbratons due to lrborne “Major noise sources on Vessel BL and vibrations inthe nearby hull seuctues are specified in Table 12. The total evel of Vibrations of nearby structures would be 5 to 5 dB lower if less hoy converters were inaled and sore effective robber pads thounted under the ae generator se Vibration areas of major ‘Table 13. Structural vibrations at vibration source and nearby hull struct 1% » gf swiilares ere Wer war » es 3 | oh ha Soccer at Sed auxitiaries ae ‘ Be Fig. 26 Vibration areas of major and minor vibration noise sources on Vessels 81 and B2: (a) measurements at Oulput of sources and (2) measurements st nearby hull structure noise sources versus frequency for Vessels BL and B2 are shown in Fig. 26, Vibrations are measured at the mounts of the main and auxiliary machinery or close to other noise sources. Vibra- tions of the main ship structure at the double bottom are also shown in the figure. In the case of Vessel BI, with many antivibration precautions, much less noise is spread from ma- hiner to the water than nthe of th conventional vel 1B. The noise from ‘of Vessel BI at normal 3 predominates, toa considerable degree, and it should be taken {nto account that a propeller and hull grllages create different types of noise sources in the water. This is treated next. Air- borne noise levels inside Vessel B1 are compared with those of other vessels in Table 14 to make the data more complete (3) Waterborne noise Ships are more or less audible in the far field depending on Vessel B1, normal speed Ogiputat “At Nearby Source of ‘Source ‘Hull Structure Attenuation Vibrations Lin, Bw Lin, aia) aba) Notes Main engines (de) 109 100 %” mn 56 tage isolation Main engin (a) ior 8 R a a 2-tage isolation Converters 8 0 a a " tage isolation Electi propulsion % a % 2 po lation ithfactory 0 8 0 5 2» 1-atage ftolation cabin nearby ™ a Aoatng Aor Laboratory a 38 Aoatng or Above propeller 102, JUNE 1988 wzTable 14 Airborne noise on research vessels ‘Noise Level, dB (A) Frithjoy Prof. Sedleohe Compartment with" _Meteor “with without ‘Wheethouse 52 4 Radio cabin B50" Chart room a Cabins, boat deck, 48-62 Cabins, upper deek Cabins; main deck 43°57 Hopital 50-34 Oticer mensroom 5 Crew metsroom 5 Laboratories Bropulsion engine 34 fmpartinent ‘Main engines ot lompartinent Contra post es «< With aie condition ® Without air condoning hhow much noise they create. A ship radiates noise to the water from the propeller, the engine room structure, and from the water stretm disturbed around the bow. "These souroes generale {complex pattern of waterborne noise around a ship. Noise ‘measured in the far field and then reduced to a distance of 1 m ff a ship as from a radiating small sphere was measured by Giestland [12] and Ojak; see Fig 27, The difference in noise levels radiated from a more or less noisy vesel ean be as high as 15 t0 20 dB. Local impedance of the hull grillages and panels below a frequency of 200 Hz has a major influence on the radiated noise level, Stuctural vibrations on hull shell plating justabove the waterline and nearby noise levels measured inside ‘and along. fishery vesel are shown in Fig. 28(a),.‘The influence ‘of a major noise source on the vesse! is very noticeable; that is, structural vibrations. The higher-frequency pattern is more ‘evident, Bow stream influence on noise isevident as well. The ‘mutual dependence between vibrations and airborne noise exists also in the Frequency domain, as shown for the same vessel in Fig. 28(b)._ Structural vibrations measured on the immersed part of hull of Vessel B2 reveal the same tendeney..‘Thisisshown in Fig, 29 for propeller and engine vibrations at 2 kH¥z. Vibration attenvation on the hull shell plating versus distance from the fengines operating at normal speed is shown in Fig. 80.” The attenuation is very high and approximately equal to Av = 34 log. BON, where rs the distance and Xs the wavelength of bending waves inthe hall shell plating. The attennation of structural vibrations excited by propeller noise and measured along the hull is much less and agrees well with spherteal spreading of the noise in water, Ae being equal to Av = 20logr/r, where ris the radius ofa pulsating sphere and equal to L2:m for Vessel 2. This is shown in Fig, 81. Due to these facts, vibra- tions near the bow of the vessels are controlled by the propeller ‘noise rather than by the noise from the nearer source, namely, the main engines; see also Fig. 29. The full pattern of the ‘vibration levels on the hull versus propeller speed and pitch is, shown in Fig. 32. Vibrations are shown at the most representa- tive points on the hull shell, namely, on the frame above the propeller, in the engine room, and on the double bottom of the Sonar compartment. Vibrations excited by the main engines and reduetion gear do not depend on the power output but depend slightly onengine speed. The sonar compartment (mea- suring point No. 4) is situated near the engine room and there- {fore vibration levels at the sonar dome at 2 kHz are controlled ‘only by the noise from the engines. Thus, these two levels are neatly constant for various operational conditions ofthe propel- ler; see also Fig, 29, ‘The propeller has a more complex history of radiated noise versus propeller speed and pitch. Propeller noise depends on propeller pitch, and the relative amplification of the noise versus propeller speed isthe same for different pitches, as shown in Fi BAL nominal speed the lowest level of noise occurs at high (esigned) pitches, which corresponds to maximum propeller llicieney. "Propeller noise rapidly decreases with propeller Speed but only up to the speed when noise from the engines— Which decreases only alittle with speed—masks noise from the propeller. The results presented above are given at a frequeney ‘Of 2 kHz, buta similar noise history from the propeller is mea- sured by an echo sounder ata frequency of 12 kHz, as shown. Fig 34. Atthis frequency, even for alow propeller speed, nose from the engines does not mask the propeller noise atthe sonar dome. Thisis due, in turn, to different frequency spectra ofthe {wo major noise sources. ‘The waterborne noise level from the ‘main engines decreases versus frequency more rapidly than the noise level radiated by the propeller, as confirmed by the mea surements and shown in Fig. 35. This was confirmed also by ‘measurements of the waterborne noise when the B2 vesel was Paningto an fv at iferet operating conditions and ite ent distances from the measuring raft equipped with hydro- hones (2) he results of measurements of propeller nos nd noise from the engine when the propeller was disengaged are shown in Figs. 36(a) and 86(b). ‘The decay of noise from the fengine is mich greater than that from the propeller. Much higher decay of noise versus frequency and distance makes the radiated engine room noise a very local problem at higher [re~ ‘quencies. When structural vibration spectra are measured at several poison the ships hull itis possible for frequencies above 500 He to predict far-field waterborne noise ‘The far-lield noise in the water for two fishery vessels, RV Prof. Siedlecki (Bl) and the conventional RV G.O. Sars (B2), is ‘compared and shown in Fig, 57. Noise levels are normalized toa 11 He frequeney band and Im distance from the noise source. At low acoustical frequencies, Vessel BL would become audible at much shorter distances from the vessel. The audibilties ofthe ‘ovo vessels by the herring and cod for the audibility thresholds of the fish species given in Fig, 87 are recalculated and shown in Fig. 38. Vessel Bl can be “heard” in a full frequency band by @ herring school ata distance of 1 km while G.O. Sars can be heard (or can scare away a school of fish) ata distance ten times greater. At this great distance a nose history is different, low frequency tnd narrow bend (63-90 Hz), but Fish reactions to sueh noise stimuli is another question. The school of cod can be aware of the approach of Vessel B2 at twice the distance than for Vessel BL Conclusions Measurements of structural vibrations on the hull shell and the far-field waterborne noise carried out simultaneously made clearer the nature of noise spreading and gave some guidance to design erteria for fishing veselsCeneralized conclsonsareas AL peller speed, and low frequencies, structural vibrations and waterborne noise are determined by the main cenginels) and the propeller. At low propeller speed, and low frequencies, vi steams eran machine) predate *- At high Frequencies waterborne nolse from the propeller predominates Prope * ‘The characteristic slope in the frequency domain for the ations and JOURNAL OF SHIP RESEARCHcost fovanbay snsien pue Jessen Kioys @ Buoy? sen] o610U pu uy 'fovantay nas iekcneg eg . cara 5 21 roa uoyoigi pum @7,.o1n2 2/6D UH 120 JUNE 1988— pope a 19m Fig, 29. Structuroborne vibration attenuation on hull hal from propeller and engines along Vessel 82 a el pile 16.29, 1,0.86,72 18 a's aguency Sonic . orca ae fn 288 i. 4 i, ice om nie, 2 Fg.20- Vibrato tnunion nhl hall versus dance fom engines diane bom propiesm Fig. 31. Vitxation attenuation in ull shell versus distance from propel- lor. Valuos are taken whore no Influence of engine vibration appears 130 JOURNAL OF SHIP RESEARCHsp coriion: sea fe 2h amt pope + t0 STH, site pla above propel eanezcon,valtom sexe comp, blo pe es oe Me pa aaa ean aes ay ae Fig. 82 Structural vibrations in ull hal at representative points for various operational conitons of propeller Fig. 88 Structural vibration amplification ‘meesiredon panel above propel versie e propeller pitch. Influence of propeller gs ‘speed on vibrations normalized to one at 3 normal pitch H= 1 ‘ 4 peter pony « a £ 3 = 2 FL sosansc z & g g { ; a 4 “Sy 250 1 “hte ear propel in, Fig. 85 Waterborne noise In frequency domain measured In fa-tekt Fig. 24 Echo sounder sel-nise pater for various operational condi- water. Twa diferent operational conditions of Vessel B2 allowed mes- tions of Vessel 82 surements of noise from propeller 2s wel as from engines JUNE 1988 11JOURNAL OF SHIP RESEARCH: 60 Sars) 34 2 NY . eof Suececks - \ Bf, Sects 8 2 oa > cut gf 3 oo ML By saris a 2 +r ts ao Fig, 37 Waterborne noise level NS for convention fishery Vesse! 62 ‘and Vessel B1 with special antviortion precautions, Audbily thresh ‘lds NL of wo Commercial fish ar also shown propellers approximately 65 to 7 dB/actave and that for low Ted medium speed engines Ll and 9 d/octave respective * ‘The characterise slope inthe far-field domain rom the opel follows spherical spreading and is equal to 6d do Eng of ince" The slp forthe mdiomspecd eghnes approsenatly 30 percent higher TA tisbery veatel, when searching for fish school, should operate at high pitch and low propeller speed witha minimum timber of werking engines and dsl generators when they are ta resiently mounted A vesel’snosnes canbe evaluated with the help of srac- tufebnrge vibration meastrements above the propel, on the double bottom of the engine room, and self-ote atthe acoustic transducer bead) Tr should be Borne in mind that the results presented are not complet, beng ited to two types of fishing vesels and thet spoate propubion pnts. "A great umber ef the theoretical Thpers dealing withthe physes of structural bration and Materborne nob ate cited in veferene [2) Acknowledgments I would like to offer my thanks to CTO/Ship Design and Research Center/Gdafisk and to FAO/UN for their understand- ‘support and as well to the dockyard staff of the shipyard in Galak for their helpfl assistance during vibration measure: ‘ments on tial trips ofthe fishery vessels. Sarsiaay oistance fry rar 2000 2] 300 Fig. 28 Audibiity distances of Vessels Bt and B2 for commercial fish Species. Expected valves for fish reactions on narrow-band noise References 1 Oak, W,, “Vibration Force Reducer—and a New Approach to ‘Ship Vibration,” JOURNAL oF SHIP RESEARCH, Vol. 28, No.2. June 1984, 2 Ojak, W., “Vibration and Noise on Fishery Research Vessel, AO/UN, Rome, 1972. 5. Cichowski, K- and Roscisrewako, U, “Acoustical Investigations ‘on IVY Prof Stedleck,” Budownictwo Okxgtowe, Wraesled, Gaalsk, Poland, 197. 4° Grimm, 0, “Li rung der Propellerwelle in Eine Elastischen Stevenrohr” Jahrbuch der ST, Hand 54 1960. TE Ra ea nner RE ee oti gregory Het Sart Ferm Sate co NG Real rel one ite Mae oe i a ie re se emg el ee 17, Gdavisk, Poland, 865 en a I ea Av Pople td ctr ae UES Sa Dy Ape i he ha od Cl Se alone aces Seon Cel we Ships,” C-T.O. (Ship Design and Research Center), Report No. 002-Bz/ EA ots Anne Exh vitae; iioneas Sap amtees en: Apt ales We N,“A then ego nthe be ef ae weal Att tet a haan WE Gabe ote Maegan okie Vo” Te spe Bats Sap ae re, Neng 133