NOISE AND VIBRATION IN MOTOR YACHT
Sreehari Gangadharan
ABSTRACT
The motor yachts represent one of the largest
categories in the yacht manufactory; this type
of cra� can be designed and built in different
ways regarding the requirements of clients and
the needs of builders. The principal differences
among yachts are due to internal and external
layout spaces, building methods, performance,
materials, propulsion systems, etc.
One of the problems in the all Luxury yachts is
the avoidance of objec�onable elas�c vibra�on
and noise of the hull structure in response to
external/internal forces /by the rota�onal
mo�on of machineries. Such vibra�on can
cause discomfort to passengers and interfere
with performance of crew du�es, damage or
adversely affect the opera�on of mechanical
and electrical equipment on board. This kind of
analysis is a challenging task for designers and a
relevant subject for shipyards that are seriously
engaged to find solu�ons aimed at improving
the quality of their products. As the topic
is a vast will brief about common methods
of measuring vibra�ons and noise and
how to avoid the causes during design and
construc�on stage.
Fig 1: Vibra�on rela�onships for sinusoids [1]
1
Senior Naval Architect
Gulf Cra� inc,UAE
1. INTRODUCTION
Comfort on board means low levels of vibra�on
and noise, these two are closely related to hull
structures. Since mechanical vibra�on can be
defined generally as the oscillatory mo�on of
rigid as well as elas�c bodies. The subject of
vessel vibra�on is very broad in scope. In fact,
all the ship dynamics problems involve some
form of vibra�on and noise. Vibra�ons and
noise are crucial topics for superyacht design
and construc�on. They require detailed
calcula�ons from the earliest of design stages
to verify the dynamic behavior of hull
structures and their response to exci�ng loads
from propellers, engines and wave encounters.
2. VIBRATION
2.1 UNITS
Vibra�on velocity amplitude (± mm/s) is
adopted in these guidance notes as the
principal parameter for evalua�ng shipboard
vibra�on. Unless specified otherwise vibra�on
amplitude, ± a, is half the peak to peak value of
the vibra�on, Figure 1 [1].
Vibra�on can also be measured in
displacement or accelera�on. Displacement
tends to emphasize the lower frequencies,
whilst accelera�on emphasizes the higher
frequencies. The rela�onship between the
three parameters for a sinusoidal waveform is
given in Figure 1 [1].
The preferred units of measurements are:
• Displacement, ± mm
• Velocity, ± mm/s
• Accelera�on, ± m/s2.
Accelera�on is also commonly expressed as a
ra�o of the accelera�on due to gravity, “g”,
where 1 g = 9.81 m/s2. The abbrevia�on “Gal”,
for Galileo, is some�mes encountered, where 1
Gal = 1 cm/s2 = 10-2 m/s2.
2.2 MEASUREMENTS PROTOCOL
Usually the measurements are performed when
the vessel is already launched and in
sailing condi�ons, in this way the real
vibra�onal response of the yacht is registered
and analyzed all the structural and non-
structural masses are involved and the
damping condi�ons are taken from the real
situa�on. These are parameters that usually are
es�mated when the FEM model is performed.
2.3 SENSORS
In vibra�on monitoring the selec�on of sensors
to use is a cri�cal factor on determining the
success of the measurements. Not only the
quality of the sensor is cri�cal, but also the type
of data that this could catch. As known
Fig 2: Graph shows rela�on between frequency and Amplitude [2]
2
the three parameters represen�ng mo�on
in vibra�ons are: displacement, velocity
and accelera�on these parameters can be
measured by different types of mo�on
sensors and are mathema�cally connected
(displacement first deriva�ve is velocity and
velocity first deriva�ve is accelera�on). The
choice is based on the frequencies of interest
involved in each case.
Displacement Sensors: Eddy current probes
are non-contact sensors primarily used to
measure sha� vibra�on, sha�/rotor posi�on
and clearance. Also referred to as displacement
probes, eddy current probes are typically
applied on machines u�lizing sleeve/journal
bearings. They have excellent frequency
response with no lower frequency limit and can
also be used to provide a trigger input for
phase-related measurements.
Velocity Sensors: Velocity sensors are used for
low to medium frequency measurements. They
are useful for vibra�on monitoring and
balancing opera�ons on rota�ng machinery. As
compared to accelerometers, velocity sensors
have lower sensi�vity to high frequency
vibra�ons.
Accelerometers: Piezoelectric accelerometers
having a constant signal over a wide frequency
range, up to 20 kHz, for a given mechanical
accelera�on level, are very useful for all
types of vibra�on measurements. Accelera�on
integrated to velocity can be used for low
frequency measurements. Accelera�on signals
in the high frequency range added with various
signal processing techniques are very useful for
bearing and gear measurements.

They are useful for measuring low to very high

frequencies and are available in a wide variety
of general purpose and applica�on specific
designs. The piezoelectric sensor is versa�le,
reliable piezoelectric sensors accelerometers
operate on the piezoelectric principal: a crystal
generates a low voltage or charge when
stressed as for example during compression.
Fig 3: PCB356A02 triaxial at right and
Mo�on in the axial direc�on stresses the
PCB3530B unidirec�onal at le� [3]
crystal due to the iner�al force of the mass and
produces a signal propor�onal to accelera�on 2.4 CALIBRATION
of the mass. This small accelera�on signal can
be amplified for accelera�on measurements or The calibra�on is done through an automa�c
converted (electronically integrated) within system which generates a defined frequency
the sensor into a velocity or displacement and the sensors are calibrated.
signal. This is commonly referred as the ICP
(Integrated Circuit Piezoelectric) type sensor.
The piezoelectric velocity sensor is more rugged
than a coil and magnet sensor, has a
wider frequency range and can perform
accurate phase measurements.

For structures typical in shipbuilding only the

frequency ranges up to about 100 Hz is of
interest from a vibra�onal point of view. The
maximum accelera�on values are generally less
than 1g, and in most cases, they are dis�nctly
lower. The signal analyzer includes
a calibra�on se�ng that allows the
voltage signal to be converted back into a
measurement of accelera�on. Sensi�vity
of sensors are calibrated by manufacturers;
accurate measurements depends on using the
correct sensi�vity value for each applica�on.
High sensi�vity is not appropriate for high
accelera�on level; too high voltage could
saturate the input on the signal analyzer. On
the other hand, a small sensi�vity may
produce a signal too weak. All sensors and
measurement hardware is subject to electronic
noise. This is due to the sensor cables picking
electronic noise from stray signals in the air,
noise in the power supply, etc.
Moun�ng: For low frequency response the
moun�ng technique doesn’t affect the results.
In this case the sensor was simply placed in the
posi�on to measure. In other cases, adhesive
moun�ngs, stud mounts or magne�c mounts
might be considered.
Fig 4: Calibra�on device[2]
2.5 SIGNAL ANALYZER
The analyzer measures electronic signals with
an analog front end that may include special
signal condi�oning such as sensor power
supply, TEDS (transducer electronic data sheets
that read the calibra�on and other informa�on
from a chip embedded in the sensor),
adjustable voltage gains se�ngs and analog
filters. Next, the system converts the analog
signal to a digital format via an analog to digital
converter (ADC). A�er the signal is digi�zed,
the system processes it with it a digital
signal processor (DSP), which is a minicomputer
op�mized to do rapid mathema�cal
calcula�ons. The DSP performs all required
calcula�ons, including addi�onal filtering,
computa�on of �me and frequency
measurements, and management of mul�ple
channel signal measurements.

3
 SOUNDBOOK™ SAMURAI™
Fig 5: [2]
The used analyzer is a four-channel
SOUNDBOOK™ system and the acquisi�ons
have been run by the so�ware Sinus SAMURAI
™.SOUNDBOOK™, is a universal portable
measuring system and works based on Apollo™
pla�orm. The 24-bit A/D converters in
combina�on with the Apollo filter processors
provide many channels with high precision
and bandwidth. The basic principle of
the so�ware is that virtual measurement
instruments provide data for ac�vated
measurement channels. Simultaneously with
the measurement and analysis, the data
provided is stored in synchronous data streams.
Table 1: Rela�onship between dB and the
pressure ra�o [1]
3. NOISE
3.1 UNITS 3.2 NOISE MEASUREMENT PROCEDURE

Sound pressure level, Lp
Sound pressure levels (SPL) are measured in
decibels (dB) using a logarithmic scale where
the sound level Lp is given by:
The noise should be measure as per IMO Code
on Noise Levels on Board Ships, resolu�on
A.468(XII)(3)
•During noise level measurement, only
seafarers necessary for the opera�on of the
ship and persons taking the measurements
should be present in the space concerned.

•Sound pressure level readings should be taken

Where p is the measured root mean square
sound pressure level in Pascals and po is the
reference sound pressure level, 20 x 10-6 Pa.
Note: 1 Pascal = 1 N/m2. The rela�onship
between dB and the pressure ra�o p/po is given
in Table 1 [1]. A subjec�ve assessment of
changes in sound pressure levels is given in
Table 1. [1]
in decibels using an A-weigh�ng filter (dB(A))
and if necessary, also in octave bands between
31.5 and 8,000 Hz, to determine the ISO noise
ra�ng (NR) number
•The meter should be set to "slow" response
and the readings made only to the nearest
decibel. A measuring �me of at least 5 seconds

4
should be allowed. If a meter fluctuates in level
within a range of no more than 5 dB(A)
maximum to minimum, an es�mate of the level
should be made by averaging the excursions of
the needle by eye.
•If the range fluctua�ons are more than 5
dB(A), or the sound is cyclic, irregular or
intermi�ent in opera�on an integra�ng meter
should be used set to A-weigh�ng. Integra�on
should be made over a period of at least 30
seconds.
•In addi�on to the steady state and fluctua�ng
noise level measurements, the noise exposure
of seafarers may be measured as allowed.
3.3 EQUIPMENT FOR MESSURING NOISE
A sound level meter is used for acous�c (sound
that travels through air) measurements. It is
commonly a hand-held instrument with a
microphone. The best type of microphone for
sound level meters is the condenser
microphone Fig 6 :[3], which combines
precision with stability and reliability.
Fig 6 : A sound level meter [3]
3.4 MEASUREMENT POSITIONS
Points of measurement
If not otherwise stated, measurements should
be performed with the microphone at a height
of between 1.2 m and 1.6 m from the deck. The
distance between two measurement points
should be at least 2 m, and in large spaces not
containing machinery, measurements should
be taken at intervals not greater than 7 m
throughout the space including posi�ons of
maximum noise level. In large cargo holds no
more than three measurements need be taken.
In no case should measurements be taken
closer than 0.5 m from the boundaries of a
space.
5
Accommoda�on spaces
One measurement should be made in the
middle of the space. The microphone should be
moved slowly horizontally and/or ver�cally over
1 m and the mean reading recorded. Addi�onal
measurements should be performed at
other points if appreciable differences, i.e.
greater than 10 dB(A), in the level of sound
inside the room occur, especially near the head
posi�ons of a si�ng or lying person.
Machinery spaces
Measurements should be made at the principal
working and control sta�ons of the seafarers in
the machinery spaces and in the adjacent
control rooms, if any, special a�en�on being
paid to telephone loca�ons and to posi�ons
where voice communica�on and audible
signals are important. Readings should
not normally be taken closer than 1 m
from opera�ng machinery, or from decks,
bulkheads or other large surfaces, or
from air inlets. Where this is not possible,
measurement should be taken at a posi�on
midway between the machinery and adjacent
reflec�ng surface. Measurements from
machinery which cons�tutes a sound source
should be taken at 1 m from the
machinery. Measurement should be made at a
height of 1.2 m to 1.6 m above the deck,
pla�orm or walkway as follows: distance of 1 m
from, and at intervals not greater than 3 m
around, all sources such as: main turbines or
engines at each level.
• Main gearing
• Turbo-blowers
• Purifiers
• Generators
• Pumps
Open deck
Measurements should be taken in any areas
provided for the purpose of recrea�on and
addi�onally where a preliminary survey
indicates that the limits specified above may be
exceeded.
Intake and exhaust openings
When measuring noise levels at the intake and
exhaust of engines and near ven�la�on,
air-condi�oning and cooler systems, the
microphone should, where possible, be placed
outside the gas stream at 1 m from the edge of
the intake or exhaust opening and at a 30° angle
away from the direc�on of the gas stream and
as far as possible from reflec�ng surfaces.
Even if vibra�ons and noise are more cri�cal
for metallic yachts, FRP units are not
immune from these phenomena. The
problem is increased by higher comfort
requirements and constraints imposed by the
ISO 6954 (2000) with respect to the previous
ISO 6954 (1984) standard, together with CS
nota�ons which ask for even lower levels of
vibra�on and noise. All main CS (Classifica�on
society) recently introduced comfort
requirements addressing highest admissible
vibra�on and noise levels. Two nota�onal
op�ons are considered: COMF(Y), which
establishes a level of comfort based on ambient
noise and vibra�on alone and COMF+(Y)
which adds slightly more demanding criteria
for noise and vibra�on which provides
addi�onal criteria for the assessment of
mo�on sickness. ABS Yacht Comfort guide [4],
however, have been recently revised in some
respects. In Table 2, a synthesis of the new
version is reported for yacht below and over 45
m in length. Comfort regula�ons for yachts are
also contained in other CS rules such as:
•Bureau Veritas (2011) Part E, Sec�on,
‘Addi�onal Requirements for Yachts’; [5]
•Det Norske Veritas (2011), Part 6, Chapter 12,
‘Noise and Vibra�on’; [6]
•Germanischer Lloyd (2003b), Part 1, Chapter
16, ‘Harmony Class’; [7]
•Lloyd’s Register (2011), Chapter 6, ‘Passenger
and Crew Accommoda�on Com-fort’; [8]
•RINA (2011a), Part E, Chapter 5, ‘Comfort on
board’. [9]
Some examples of maximum vibra�on levels
are reported in Table 2 for BV, LR and RINA.
From the structural point of view vibra�ons take
place both at global or local level being the first
ones more incisive and difficult to put right a�er
the yacht is built.

Table 2: Maximum allowable whole-body vibra�on according to ABS (COMF(Y)) for yachts below
and over 45 m in length. [4]
Aw - mul� axis accelera�on value calculated from the root-sums-of-squares of the weighted root mean
square (RMS) accelera�on values in each axis (Axw , Ayw ,Azw) at the measurement point.
V = spectral peak of structural velocity in mm/s

Table 3: Maximum allowable whole-body vibra�on according to Bureau Veritas, [5]

Lloyd’s Register [8] and RINA Comfort Rules [9] for yachts.

6
The noise abatement for motor yachts is
another strategic issue related to onboard
comfort and most difficult to achieve because
of powerful and high-speed propulsion engines,
related gear boxes and highly loaded propellers
with reduced clearances. The acous�cal
implica�ons of motor yachts should be
considered from the earliest of design phases
because any subsequent interven�ons on an
already built unit in most cases doesn’t give any
improvement. For propeller (or waterjets),
noise solu�ons are a higher number of blades,
skewed blades and appropriate propeller-hull
clearance; for engines and gearboxes usual
acous�cal enclosures are the most used
tools. Then the noise propaga�on
paths (air-borne, structure-borne and
hydrodynamic noise) are analyzed together
Table 4: Maximum noise levels for superyachts.
Values in dB A are provided for ‘in harbour’ and ‘sailing’ condi�ons. [4], [5], [7], [8], [9]
4. COMMON CAUSES OF VIBRATION
AND NOISE
There are lots of vibra�on and noise sources in
a vessel. But we will only discuss some
common cause for the vibra�on and noise as
follow.
•Propeller-induced vibra�ons.
•Vibra�on and noise due to machineries.
•Intakes and exhausts.
•Poor Structural integrity.
Waves, vortex induced vibra�on, ice,
internal flow, machinery, propellers, and blast
are some of the exci�ng Mechanisms or
sources. These mechanisms must be in
depth evaluated to provide lower specs.
7
with relevant measures of noise abatement to
be adopted in accommoda�on and working
spaces. There are not big differences between
steel, aluminum and FRP yachts in the noise
dominant frequency range (up to 125 Hz) while
be�er behavior is shown by wooden vessels.
Finally, some considera�ons on the exis�ng
noise levels criteria are carried out, underlining
that they have been established for large ships
and that, for smaller vessels, the noise level on
board is generally higher. In Table 3 maximum
noise levels are compared among Lalangas
(1983) ABS, BV, GL, LR and RINA comfort Rules.
Finally, the values resul�ng from real scale
measurements on a 90 m superyacht built in
2011 are reported as well. To be noted is a
much smaller difference between under-way
and at-anchor condi�ons.
4.1 PROPELLER INDUCED VIBRATIONS
AND NOISE.
One of the major causes for noise and vibra�on
is cavita�on due to inadequate blade area,
• Propeller �p noise and vibra�on.
• Sha� noise and vibra�on from poor
alignment.
4.1.1 INDUCED DRAG AND TIP NOISE
Propeller �p noise comes principally from
inadequate �p clearance. Figure 7 shows the
minimum recommended dimensions for
adequate �p clearances and proper water flow.
Propeller don’t really screw their way through
the water as some useful but simplified and
propeller calcula�ons indicate. Instead, the
propeller blades are hydrofoils that generate li�
like airplane wings, keels or sails. This means
that the blades generate vor�ces at each blade
�p just as any hydrofoil or airfoil does. These
vor�ces are termed induced drag, which is
wasted energy, but they are
unavoidable. The key here is that they are
energy. If there’s enough distance between the
prop’s blade �ps and the hull the energy in
these vor�ces largely dissipates and is swept a�
in the wake before it can impinge on the hull
hard enough to make noise. If you have too
li�le clearance though these vor�ces can create
a surprising amount of noise or vibra�on.
Fig 8: Excep�onally deep tunnels have more
possibility for generate noise and vibra�on.
[11]
The vessel will be suffered from severe
vibra�on and noise because the pockets had
been designed too short and with too li�le
propeller �p clearance. Installing smaller-
diameter propellers with higher DARs (Disk
Area Ra�o) couldn’t fully correct this built-
in defect, but it did make a no�ceable
improvement.

Fig 7: Drawing represents the clearance

between propeller and rudder [11]

4.1.2 PROPELLER TUNNEL AND POCKET NOISE

Another cause of propeller vibra�on and noise

is improper design of propeller pockets and
tunnels in hull bo�oms. Will leads to noise and
vibra�ons, Incorrect pockets can generate
considerable noise. The most common
problem is that the pockets are too short fore
and a� with an abrupt entry where they start
forward. The result is interrupted water flow
into the upper por�on of the propeller disk. In
other words, the upper por�ons of the blades
when they reach the top of their rota�on
momentarily see somewhat restricted water
inflow compared with the rest of the blades.
This causes uneven loading leads vibra�on and
noise.
Fig 9: Tunnel length and propeller diameter
rela�on which need to follow to avoid noise
and vibra�on. [11]
Problem caused by too short a pocket, one
possible solu�on again is to go to a smaller-
diameter prop with more blade area and wider
blades. The addi�onal blades will raise the
frequency and smooth out the vibra�on and
the smaller diameter should reduce the por�on
of blades in interrupted water flow.

8

Fig 10: Tunnel and propeller diameter
rela�on which need to follow to avoid noise
and vibra�on. [11]
4.1.3 ALIGNMENT OF SHAFT
4.1.3.1 METHODS FOR SHAFT ALIGNMENT
The three most popular methods of controlling
sha� alignment are:
• The gap and sag method.
• Op�cal or laser sigh�ng.
• Jacking.
These methods can be used either singly or in
combina�on.
The Op�cal Sigh�ng or Laser Sigh�ng Method:
Is more accurate than the gap and sag method.
It uses high-quality sigh�ng equipment and is
generally used before the sha�s are installed
and coupled up. Op�cal sigh�ng is o�en used to
establish the reference line and the posi�on of
the engine supports and for determining
how to bore the stern tube. Alignment and
verifica�on follow by means of the gap and
sag method and final alignment control by the
jacking and/or strain gauge method.
The Jacking Method: Li�s the sha� line clear of
each bearing in turn by means of a hydraulic
and jack calibrated load cell. The sha� is li�ed
9
in steps, whilst deflec�ons are recorded on a
dial gauge and plo�ed against the applied load.
This method uses simple equipment and is
employed when the sha� line is coupled up,
ready for opera�on. However, it is not suitable
for the control of horizontal alignment and the
yard may need to arrange for special supports
for the jacks. Finally, as the jacks must be
posi�oned beside the bearings, adjustments
must be made to the relevant calcula�ons to
evaluate the true bearing load.
Fig 11: Op�cal method [12]
Fig 12: Jacking method [12]
4.2 VIBRATION AND NOISE DUE TO
MACHINERIES
Machinery such as marine generators
generates vibra�ons as known. These
vibra�ons are being damped by using different
moun�ng materials such as rubber core mounts
or else. It is vital that the engine mounts can
transmit thrust load when using a system with a
separate thrust bearing. It’s thus equally vital
that the sha� coupling match the engine
mounts. So� mounts should have very
flexible couplings, slightly flexible mounts
should have slightly flexible couplings and rigid
mounts should have rigid couplings. The flip
side of CV joints or double universals is the rigid
mount. There’s no give anywhere. If all is
aligned properly, this works just fine. But it is
noisier, as all engine vibra�on is transmi�ed
directly into the structure. Figure 13 shows the
engine of an aluminum ferry that had a fully
rigid installa�on. The adop�on of damper
system could be a suitable solu�on both at the
design stage, when for the sake of weight
containment heavy structure reinforcements
should not be advisable and a�er construc�on
when any other interven�on is not possible.

Fig 13: Engine mounts [2] Fig 14: Engine mounts [2]
It is essen�al to select the correct rubber grade Use of aqua drive an�-vibra�on system is
and mount for the engine or generator. For another solu�on to avoid vibra�on by Isola�on
reference, the chart below in table 5 shows the of the engine from the hull structure. Cabin &
level of deflec�on (or squash) that will occur on cockpit noise and vibra�on are greatly reduced
each model of mount for a given loading. by 50% or more.
In general, you should aim for 3mm on the
50210, 4mm on the 50220, 5mm on the 50230
and 6mm on the50240.The numbering system
is simple: A 50223 mount is the 50220 model
with number three rubber hardness and so on.
Some engines, par�cularly those with less than
four cylinders, require par�cular care and
distributor will help with these.
Fig 15: aqua drive an�-vibra�on system [11]

Table 5: Selec�on of engine mounts [14]

10
Insula�on of engine room is different and much
more detailed than living spaces such as cabins
due to intensive vibra�on occurs from
machinery installa�on and fire insula�on.
Installa�on of rough wall panels to the yacht
hull can be done in different ways, but as seen
in Figure 16 low, Z rots are the one of the easiest
ways to do this. Z rots screwed to stud bolts
that are welded to yacht hull and then balsa
wooden frames screwed to damping rots. As
seen, honeycomb core rough wall panels
screwed to this substructure to minimize the
vibra�on and noise. These panels are hollowed Fig 16: Insula�on between engine room and
due to not weight of yacht overall. guest cabin [14]

Fig 17: Discre�on on Noise insula�on materials [14]

11
Also, decora�ve wall panels will provide noise
damping addi�on to installed rock-wool. As
seen in Figure 16, the green one is an elas�c
material that commonly used for isolate noise
and vibra�ons occur from engines, pumps and
drive systems of yachts. These materials
decouple the main Inner structures such as
cabin or floor wall from hull or main structure.
Thus, all interior members such as screwed or
bonded parts can be protected while airborne
noise minimized and comfort level increased.
Fig 18: Getzner Sylomer® and Sylodyn®
materials to isolate mechanical sources of
noise, such as engines, pumps and drive
systems. [14]
Fig 19: Wet exhaust system with silencer [14]
12
4.3 INTAKES AND EXHAUSTS
Engines are not designed to support the weight
of the exhaust system and this will also short
circuit the engine vibra�ons through the piping
into the structure. To prevent vibra�on, the
piping must be properly isolated. Isolator pipe
supports should be used to minimize vibra�on.
Never a�ach structures suppor�ng the weight
of the exhaust piping directly to the engine
block or components. Exhaust systems get rid
of combus�on by-product gases and a
substan�al amount of waste heat. Not
only does the exhaust piping have to be
properly designed and installed, but it also must
be properly maintained. A poor exhaust system
will rob a boat’s engine of power and lead to
excess noise and vibra�on. Use rubber
clamshell in correct places during the
installa�on of exhaust to absorb engine noise.
The process of forcing the air/water mixture
through the dual chambers further reduces
noise. By installing the silencer on the exhaust
system, we can reduce the noise as per the
reference Figure 19.
Exhaust which is penetra�ng through
Bulkheads will needed to fit with flexible joints
to avoid the vibra�on from exhaust to transfer
to hull. Bulkheads frequently need to be
penetrated by the exhaust line. This can be
useful, and the bulkhead makes a fine support.
Careful that there’s no chafe and that there’s
room for expansion. For wet exhaust systems in
wood and FRP (Fiber Reinforced Plas�c)
bulkheads, the minimum clearance around the
bulkhead is 2 inches (50 mm). On several boats,
supported the exhaust pipe by cu�ng the hole
in the bulkhead 2 inches (50 mm) oversize and
then wrapping 2 inches (50 mm) of fiberglass
sound insula�on around the exhaust pipe
where it went through. Stuffing this in and
closing it off with an aluminum finish ring sealed
the bulkhead for sound, eliminated transfer of
vibra�on, and held the exhaust in place while
allowing enough movement for expansion and
contrac�on. Dry exhaust pipes need much
more clearance. Ten inches (250 mm) is the
bare minimum. There should be insula�on
around the pipe (lagging) and around the
bulkhead.
Fig 20: Exhaust penetra�ng through Bulkheads
[11]
Fig 21: Under water scopes[11]
13
4.4 POOR STRUCTURAL INTERGRITY
Vibra�on can cause due to poor structural
integrity. Where local vibra�ons are concerned,
decks and superstructures are the most cri�cal
areas; most inconveniences come from high
frequency excita�ons, primarily caused by
main and auxiliary engines, and by structural
discon�nui�es and irregulari�es. Also, in this
case a detailed FEM analysis is the only way to
evaluate and correct problems. As a rule, the
only way to avoid vibra�ons is to keep natural
frequency very high and this can be achieved
only by increasing hull s�ffness. In this regard
the longitudinal framing system shows
higher natural frequencies with respect to the
transverse one; this may be ameliorated by
reducing the transverse frame distance and the
longitudinal s�ffener spacing. As a ma�er of
fact, any ac�on towards vibra�on reduc�on
implies an increase in structural weight: as an
example, it has been es�mated that for a 95 m
mega yacht the weight increase to avoid
maddening vibra�ons amounts to more than
100 tones. First the hull natural frequencies
have to measured. In a second phase the
excita�on sources have been iden�fied by a
CFD analysis of the water flow around
appendages and applied to a FEM model of the
ship to individuate cri�cal areas.
By a series of modifica�on of underwater
a�er body performed by CFD simula�ons and
correspondent FEM control of vibra�on levels
of cri�cal areas, the problem can be solved.
Fig 22: Upper deck first natural frequency [2]
5. CONCLUSIONS
Privacy is an important indicator of yacht
quality due to confined living areas especially
when yacht is underway and, either guest or
owners do not want someone hear their
conversa�ons or other noises or vibra�ons
inside the cabins. That’s why noise and
vibra�on damping and monitoring is an
important issue. In short, you must interrupt
the transmission of sound and vibra�on this is
REFERENCES
[1] Lloyds register (LR)- Ship Vibra�on and
Noise Guidance Notes (LR).
[2] Maria Sol Massera -Vibra�on analysis of a
40m ice class motor yacht.
[3] Wikipedia.org -Sound level meter.
[4] American Bureau of Shipping -(ABS) Yacht
Comfort guide.
[5] Bureau Veritas- (2011) Part E, Sec�on,
‘Addi�onal Requirements for Yachts.
[6] Det Norske Veritas- (2011), Part 6, Chapter
12, ‘Noise and Vibra�on.
[7] Germanischer -Lloyd (2003b), Part 1,
Chapter 16, ‘Harmony Class’.
[8] Lloyd’s Register -(2011), Chapter 6,
‘Passenger and Crew Accommoda�on
Com- fort’.
13
the key to provide a silent environment. Using
materials or tools is effec�ve way to achieve this
goal up to some extent. But it may be said
that it’s not possible to zeroize these
nega�vizes by using exis�ng materials or tools.
Yacht type and length, owner demands, class
requirements and design parameters must be
taken into considera�on while evalua�ng or
calcula�ng noise and vibra�on features at the
beginning project.
[9] RINA -(2011a), Part E, Chapter 5, ‘Comfort
on board’.
[10] Frans Hendrik Lafeber - Noise & vibra�ons.
[11] Dave ger Boat- Mechanical system hand
book (Chapter 1).
[12] Roal Belgian ins�tute- A guide to sha�
alignment.
[13] Engineered Solu�ons- The Science of
Silence.
[14] Murat AYDIN1*, Tuğba YILMAZ AYDIN2,
Ergün GÜNTEKİN2- Noise and vibra�on
damping for yacht interior