J, Sound Vib.

(1969)

10(2),
187-197

THE USE OF DAMPING MATERIALS FOR NOISE REDUCTION

ON A PASSENGER SHIP
A. E. TURNER
Imperial Chemical Industries Ltd., Petrochemical and Polymer Laboratory, Runcorn,
Cheshire, England
(Received 12 November 1968)
A survey of noise and vibration levels in a car-carrying passenger ship indicates that
an important contribution to noise in some of the passenger cabins is due to reverberation
of large areas of metal forming the walls and floor in an adjacent store area. Trials are
described in which approximately 800 ft2 of a viscoelastic damping material is applied to
these surfaces. A small but significant reduction in cabin noise level is obtained. It is
argued that large scale use of damping material at the time of building could result in
appreciably quieter ships.

1. INTRODUCTION
The two ships m.v. Ulster Queen and m.v. Ulster Prince were brought into service as car

ferries on the Liverpool to Belfast overnight run during 1967. They are of all-welded steel
construction and of gross weight 4478 tons. They are powered by diesel engines giving a
maximum speed of 173 knots. The UZsterPrince is shown in Plate 1.
The second-class passenger berths on these ships are situated on the lower deck where
unfortunately they have been found rather too noisy for comfort. To the surprise of the
shipowners the cabins most affected were those situated towards the stern and away from the
engine. The layout of the Ulster Prince is shown in Figure 1 and those cabins giving rise to the
most annoyance have been marked on the figure.
At the invitation of the owners an initial survey of noise levels in one of the ships was
undertaken. This survey showed that the sound pressure level in the noisiest cabins was
between 68 and 70 dBA with the ship at full speed ahead in calm weather. A reading on the
linear scale of the sound level meter used indicated 102 to 104 dB. Investigation of the
surrounding area suggested that the largest contribution to the noise level in the cabins arose
from the vibration of walls and floors of the store area immediately behind the cabins.
These walls and floors were constructed entirely from mild steel. They reverberated considerably with the vessel underway, so much so that it was difficult to write legibly in this area.
In view of these discoveries it was decided to attempt to reduce the vibrational amplitudes of
the floor and walls of this store area by applying a suitable damping material. If the vibration
of these areas did give rise to the largest contribution of noise in the cabins then damping
would effect an improvement. The extent of the improvement would depend on the relative
contributions of other noise sources.
Previous attempts at noise reduction on ships by damping treatments have been confined to
a two-dimensional model. A paper by van To1 at the Leuven Symposium on The Damping
of the Vibration of Plates by Means of a Layer described some rather unsuccessful attempts
in this direction [l J. This paper was based only on a model of a thin vertical section through
a ship and was therefore somewhat unrepresentative. It is known that noise in ships is largely
structure-borne rather than airborne. This test on an actual ship was intended to give a more
187

(facing page 188)

SHIP NOISEREDUCTIONBY DAMPING LAYER

189

representative answer to the question as to whether damping materials could be effective

against noise on ships in addition to curing the individual problem.
2. DETAILED

NOISE AND VIBRATION

MEASUREMENTS

A more detailed survey of noise and vibration levels was now undertaken on both vessels.
Noise levels were measured in one of the noisiest cabins (berths 436 to 439), in the electricians
store and in the steering gear area. Vibration levels were measured at several points in the
electricians store. The measurements were taken using a Brtiel and Kjaer precision sound
level meter. For the vibration measurements a B. & K. accelerometer and integrator unit
were also used. The vibrational amplitudes given by converting the metre readings in dB to
cm are much smaller than actually experienced. This is probably due to the presence of very
low-frequency vibrations outside the range of the equipment, i.e. below 20 Hz. All vibration
level results have therefore been left in decibels as given by the sound level meter. In order to
obtain as much information as possible, tape recordings were made of the output from the
sound level meter and these were later fed into a narrow band analyser.
Results showed that the two vessels were almost identical. Results given below in Tables 1
TABLE 1
Sound pressure levels prior to treatment
Sound pressure level (dB)
,
Electricians
store

Steering
gear

89
82
70
62
56
51
44

103
109
102
91
88
82
82
71

67
82
94
100

93
102
109
111

95
104
110
112-114

Frequency
(Hz)

Berths
436 to 439

31.5
63
125
250
500
1000
2ooo
4ooo

gw

Overall A
Overall B
Overall C
Overall linear

t Seetext.

and 2 refer largely to the Ulster Queen but results for the Ulster Prince may be assumed
identical. The positions of vibration level measurements are shown in Figure 2.
The S.P.L.s in the area of the steering gear were found on subsequent occasions to have little
or no bearing on the noise level in the store area when the access doors into the stores were
closed. It was also found that higher intensity noises generated adjacent to the steering gear
when the ship was in dock were barely audible in the cabins. The noise level in the cabin must
therefore arise from structure-borne noise either through the boundaries of the stores or via
the hull of the ship. The very large vibrational amplitudes of floor and partitioning walls in
this area indicated that these were the predominant paths and that the resulting noise levels
in the cabins could be reduced by damping these surfaces. There would, of course, be con-

190

A.E.TURNER
TABLET

Vibration levels indicated by Briiel and Kjozr sound level

meter prior to treatment?

Position

Vibration level (dB)

55

A
B
c
D
E

40

34
50
36

t Positionsas shownon Figure 2.

tributions to the sound level transmitted from the engine room and from the propellors via
the hull of the ship. The relative contributions of each would only become evident by actually
trying the damping treatment. From the fact that the cabins further forward were quieter it
was known that noise from the engine room was less important.

Passenger
cabins
C (Mid height)
Steering
gear

Bosuni rope store

Figure 2. Measuring positions for vibration levels in electricians store.

It was thus clear that extra insulation in the form of sound barriers would not be effective.
To isolate the cabins by rebuilding them on vibration isolators was considered too expensive.
A damping treatment in the store area appeared to be the only possibility. The question of
what contribution arose via paths through the hull would have to remain open.
The results of the narrow-band analysis of noise in the passenger cabin and in the
electricians store are shown in Figure 3 (a) and (b). The noise level in the cabin was subject
to pulsations as is particularly evident at the higher frequencies. The narrow band analysis
of vibration on the partition between the two stores is shown in Figure 5. It can be seen here
that there are very large contributions to the total noise or vibration levels from frequencies
around 22, 44, 66 and 88 Hz. The same effects were observed in narrow-band analyses of

(a)

LIII

50

606365

70

Figure 3. Noise level prior to treatment

40

I1

l!l~ll
60

loo

Frequency(Hz)

so

I:1

lIl1iIlIl
120
140 160180200

11ill

,III1111111111l
250

III

in (a) passenger cabin (berths 436 to 439) and (b) electricians store,

400

500600630

ll_I

loo

Figure 4. Noise level subsequent to application

of DC1 in (a) passenger cabin (berths 436 to 439) and (b) electricians store.

SHIP NOISE REDUCTION BY DAMPING LAYER

193

vibration levels at other points in the electricians store. The frequency of 22 Hz is the fundamental frequency of the propeller blades. There are four blades turning at roughly 340
rev/mm on each propellor and it is thus evident that the propellors are the major source of
vibration and consequent noise in this part of this ship. The basic shaft frequency of 5.5 Hz
is no doubt also present but is not detected by the instruments employed. Fortunately, it is
not significant in itself. It may, however, also be responsible for exciting the higher frequencies
detected.

Frequency (HZ)

Figure 5. Vibration level on partition between the two stores prior to treatment.
From the octave-band values of S.P.L. it can be deduced that a noise rating of NR 69
applies to the cabin. The value for the electricians store is NR 93. A calculation in phons
from the narrow-band analysis gives 83.5 phons in the cabin and 106 phons in the store.

3. THE DAMPING TREATMENT

The treatment chosen to damp the vibration of the floor and walls of the store area was
a graphite loaded viscoelastic material developed at I.C.I.s Petrochemical and Polymer
Laboratory. The material, known as DC1 was produced in 4 in. thick tiles, mostly 14 inches
square, for application to the walls and floor. It has a Class 2 low spread of flame rating
according to British Standard 476 Part I and is not affected by oil or water. It was applied
using a solvent-based Neoprene/Alloprenet
adhesive supplied by I.C.I. Mond Division.
The store area is not well ventilated and in order to get the solvent away during application
it was necessary to install an extraction fan and for the operators to wear breathing apparatus.
Complete coverage of the walls was not possible because of heavy ribbing at 24 in. intervals
but the gaps in between the ribs and between other protrusions were covered as well as possible.
The areas covered amounted to approx. 800 ft2. They include the bulkhead, the floor and the
partition wall between the two stores. The wall between stores and steering gear and the side
of the ship were not covered.
7 Neoprene is a polychloroprene manufactured by E. I. Du Pont de Nemours Inc. Alloprene is a
chlorinated rubber manufactured by X.1. Ltd., Mond Division.

194

A. E. TURNER

The loss properties of DC1 have been determined by observing the decay of an excited steel
cantilever to which a coating of DC1 had been applied. This test is more fully described by
Ball and Salyer [2]. The results as a measure of loss factor of the composite beam against
temperature are shown in Figure 6.
In this test a weight of damping treatment of approximately 12 % of the weight of the steel
was used. In practice, the damping coating was a greater percentage than this, more like 20 %.
On the other hand, the actual surfaces in the ship were stiffened byribbingand byother stiffening members which were welded in place. This would tend to make the damping action less
effective. The graph gives an idea of the order of effectiveness of the damping material rather
than an accurate value of its loss properties. It also shows that its maximum effectiveness at

-30 -20

-10

+10

Temperature

+20

t30

t40

+50

(Cl

Figure 6. Composite loss factor of steel beam loaded with DCI. Loading = 11.4%; decay
frequency = 28 to 35 Hz.
low frequencies (the frequency of this test was in the range 28 to 35 Hz) is greatest between
-5 and +15C. The temperature in the store area on the night crossings is not likely to be
outside this range. At higher frequencies the maximum of the graph will be displaced to the
right but only by a few centigrade degrees for a decade increase in frequency. At the frequencies
of interest the damping material is thus at its optimum.
4. IMPROVEMENTS EFFECTED BY DAMPING TREATMENT
The first attempt to measure the sound and vibration levels subsequent to the application
of the damping treatment was made on a crossing from Liverpool to Belfast on 6 May 1968.
Unfortunately this was not successful as most of the noise and vibration levels were higher
than previously! It transpired that this was due to moderately rough seas striking the side
of the vessel, a point which became obvious when measurements were made at point E
(Figure 2), an untreated area on the vessel side. The vibration level at this point had increased
by 6 dB.
A second attempt was made the next evening on the return journey under calm conditions
in Belfast Lough. The result are given in Tables 3 and 4 which also show the improvements
obtained. The narrow-band analyses of noise in the two areas are shown in Figure 4 (a) and
(b). To aid comparison the octave-band results from the cabin before and after treatment are
shown in Figure 7.

SHIP NOISEREDUCTIONBY DAMPING LAYER

195

The vibration level on the side of the vessel (position E) is within 2 dB of the measurements
prior to treatment indicating that conditions of weather and ship speed were producing a very
similar environment to those existing when measurements were taken previously. The improvement in the vibration level of the floor is a considerable 17 dB. This is a large unsupported
TABLE 3
Soundpressure levels and improvements after treatment

Sound pressure levels (dB)

Frequency

Berths 436 to 439

Meter reading
Improvement

0-W
31.5
63
125
250
500
1000
2000

103
85
78
71
61
54
48
42

Overall
,,
3,
,,

A
B
c
linear

-8t
4
4
-1
1
2
3
2

66

78
95
103

4
-1
3

Electricians store
Meter reading Improvement
99

102
99
91
84
75
70
62

7
3
0
4
7
12
9

87
97
103
105

6
5
6
6

t See text.
TABLE 4
Vibration levels indicated by Briiel and Kjler sound level meter
after treatment

Vibration level
(dB)

Improvement
(W

38
34
29

17
6
5

Dt
Et

50
38

0
-2

Position
A
B

t These positions were not treated with damping material.

area and damping is very effective in these circumstances. The improvement in the vibration
levels at positions C and D on the ribbed surfaces of the walls is 6 and 5 dB, respectively. The
octave-band analysis of noise levels in the store and in the cabin shows improvements at the
lower frequencies with some exceptions, notably at 31.5 Hz. The apparent worsening of noise
level in the 3 l-5 Hz band is due to a very low reading of 95 dB during the octave band analysis
in the cabin prior to treatment. According to the narrow-band analysis a value of 103 dB
would seem more appropriate, giving a 0 dB improvement. Possibly the reading of 95 dB was
due to a momentary reduction in vibration at the 22 Hz frequency. The improvement is seen
more clearly in a comparison of the narrow-band analyses. The frequency peaks at 44, 66
13

196

A.E.TURNER

and 88 Hz are significantly reduced. The noise rating curve for the new conditions is NR 65
(previously NR 69), a small but significant improvement. The fundamental peak at 22 Hz
has not been appreciably affected. Fortunately this is at the lowest frequency of normal
hearing and even although it is by far the largest peak it is not the most significant noise. It
does not affect the noise rating curve for this environment. The new noise rating is now the
same as that existing in some of the cabins further forward.

Frequency (Hz1

Figure 7. Octave-band noise levels in the cabin before (-o-o-

) and after (-x-x-)

treatment.

For this type of sound field the A weighting of the sound level meter is not appropriate
as all frequencies in the band centred on 31.5 Hz are given the weighting for that frequency,
whereas a contribution at 22 Hz should be given a far lower weighting. Improvements at
discrete frequencies at the lower end of the scale are thus likely to give unrepresentative
answers on the meter.
More appropriate is the use of the phon scale where weighting factors for finer frequency
intervals are given [3]. The noise levels in store area and cabin are improved from 106 to 100
phons and from 83.5 to 78 phons, respectively, using this method. The accuracy of these
figures is estimated at f2 phons absolute. The improvement may also be in error by f2 phons.
5. CONCLUSIONS
The improvements effected are thus small but significant. It is hoped that although the
environment in the cabins is not the most conducive to sound sleep, more passengers will be
able to sleep easily now that the damping treatment is in place. The noise level in the noisiest
cabins has been reduced to the same level as that existing in the cabins further forward,
indicating that the largest contributor to the general noise level in the rear cabins has been
reduced. to below the general background level for the area.
It is considered that further improvements could be obtained only by large-scale application
of damping materials to the hull of the ship, much of which is inaccessible or by isolating the
cabins on anti-vibration mounts, a very costly solution. The actual area covered in these trials
is small compared with the area of the hull in this region of the ship.
The basic frequency of 22 Hz has been largely una&cted by the treatment, probably
because this frequency is carried efficiently by the large untreated surfaces of the hull. The
higher modes are excited in the store area and have been reduced considerably by damping.

SHIP NOISE REDUCTION BY DAMPING LAYER

197

It is also true that an unconstrained layer damping treatment depends on the relative
stiffness of the treatment to the stiffness of the steel to which it is applied. At low frequencies
the stiffness imposed on a structure like the hull of a ship or a partition by cross members or
by ribbing can be considerable. At higher frequencies the wavelength of bending waves is
small compared with the distance between ribbing and the damping layer is correspondingly
more effective. Van To1 [l] also advanced this explanation for the failure of his damping
treatments on the two-dimensional model at low frequencies. Indications on this full-scale
test, however, have been that damping treatments can make significant improvements to the
important frequencies of 44,66 and 88 Hz. The effect of a good damping treatment applied
liberally on the hull and general structure of a ship at the time it is built could be considerable.
ACKNOWLEDGMENTS
The assistance of Mr W. D. Robinson in taking measurements and in assisting in the analysis
of the results is gratefully acknowledged. Assistance is also acknowledged from Mr C. G.
Reid, in the bonding of the damping material to the steel surfaces and advice on adhesive
systems. The shipbuilders, Harland and Wolff Ltd. are thanked for the provision of Plate 1
and the shipowners, Coastlines Ltd., are thanked for permission to publish.
REFERENCES
1. F. H. VAN TOL 1967International Symposium on The Damping of the Vibrations of Piates by
Means of a Layer, Leuven, Belgium. Scale model investigations of damping layers applied for
noise reduction aboard ships.
2. G. L. BALL and I. 0. SALYER
1966 J. acoust. Sot. Am. 39, 663. Development of a viscoelastic
composition having superior vibration damping capability.
3. D. W. ROBINSONand R. S. DADS~N 1956 Br. J. appl. Phys. 7,166. A re-determination of the equal
loudness relations of pure tones.