1 INTRODUCTION

Sea ships are technical objects whose structure is

stiffened, and its dynamic behaviour is described by

elastic characteristics [1]. The analysis of vibration and

noise occurring onboard requires consideration of two

groups of identifiable sources of impacts. During

operation, they are naturally subjected to external

influences of the marine environment, which are the

source of vibroacoustic processes occurring in the hull

area, and superstructure. An additional source of

impacts are local processes, caused by the elastic

reaction forces of the hull reinforcement elements, the

operation of the propulsion system or other on-board

machinery and equipment [2,3]. A full analysis of

vibroacoustic impacts requires considering the diverse

dynamic characteristics of machines and devices

operating locally and their operating modes. Due to

the occurrence of concentrated masses, caused by the

location of on-board equipment and machinery, the

ship's structure is designed considering local stiffness

increases [1]. The designed distribution of the load is

also significant, which translates into stiffening of the

structure, and its type has an intrinsic effect on the

damping of vibrations.

Ship vibrations affect the structure of the ship,

affect comfort or even be harmful to the crew, and are

Noise and Vibration Recorded on Selected New

eneration DP Class Shuttle Tankers Operated in the

Arctic

Offshore Sector

G. Rutkowski

& J. Korzeb

Gdynia Maritime University, Gdynia, Poland

Warsaw University of Technology, Warsaw, Poland

ABSTRACT: The purpose of this paper is to highlight the problem of the impact of vibration and noise recorded

on selected new-generation DP-class shuttle tankers operated in the Arctic offshore sector. The paper presents

the functional and disease effects associated with excessive exposure to these physical factors, the levels of

which exceed the normatively acceptable values. The work also discusses the impact of physical factors on the

marine environment. The international community recognizes that noise and vibrations from commercial ships

may have very negative consequences for both humans (worker’s) and marine life, especially marine mammals.

However, there are also certain legal requirements in maritime transport that require adaptation to noise and

vibration control when working on ships. The acceptable noise and vibration exposure standards set out in

European Union Directive 2003/10/EC (2003), the NOPSEMA Regulation (2006), the Maritime Labour

Convention (MLC) guidelines (2006) and the recommendations of the International Maritime Organization IMO

contained, e.g. IMO MEPC.1 / Circ.833 (2014). These regulations inform employers and employees what they

must do to effectively protect both the marine environment and the health and life safety of workers employed

in the maritime industry offshore. This study also presents an analysis of the results of noise measurements

carried out on selected DP class Shuttle Tanker operated in the Arctic sector offshore. The article presents the

methods of noise measurement and assessment, but does not discuss personal protective equipment and ship’s

noise protection systems.

http://www.transnav.eu

the

International Journal

on Marine Navigation

and Safety of Sea Transportation

Vol

ume 18

Number 1

March 2024

DOI: 10.12716/1001.18.01.

emitted into the marine environment. From the point

of view of the crew, noise and mechanical vibrations

occurring in means of sea transport are a serious

source of risk of occupational diseases of employees

and affect the reduction of work efficiency and work

safety. Particularly dangerous for the human body are

vibrations with excitation frequencies corresponding

to the natural frequencies of individual human

organs. Even small vibrations from the environment

can induce resonant vibrations of individual organs,

leading to pathological phenomena that have a

negative impact on human health [4]. In addition, the

vibration caused e.g. by reciprocating tools can give

rise to a permanent disablement of the hands known

as 'dead' or 'white' fingers. In its initial stages, this

appears as numbness of the fingers and an increasing

sensitivity to cold but in more advanced stages the

hands become blue and the fingertips swollen. Those

prone to the disability should not use such portable

power tools. Others should not use them continually

for more than e.g. a maximum of 30 minutes without

a break.

The hazards and effects from noise and vibration

can be categorized under two headings: short term

and long term. The short-term effects from noise and

vibration are stress, loss of sleep, temporary deafness,

poor communication [4]. All of the above can lead in

human life to potential situations, which may result in

accidents and incidents. The long-term effect from

noise is deafness. The long-term from vibration is

disability. The international community recognizes

that noise and vibrations from commercial ships may

have both short and long-term negative consequences

for both human (worker’s) life and marine life -

especially marine mammals susceptible to

underwater-radiated noise from ship’s sonars,

propellers and thrusters.

When efforts have been made to mitigate noise

and vibration, as far as reasonable and practical,

evaluation should be undertaken to determine the

success or reduction efforts. The successful strategy to

reduce radiated noise and vibration should consider

interactions and contributions from measures

provided to achieve other objectives such as reduction

of onboard noise and vibration and improvements in

energy efficiency [5].

Figure 1. Simplified illustration of potential noise induced

effects on marine animals: relationship between noise levels,

distance from the source and potential effects. Source: Own

research based on MLC 2006 & IMO Resolution

MEPC.1/Circ.833 (2014), [5].

According to MLC 2006 (Maritime Labour

Convention from 2006) implemented for all shipping

industry on 20th August 2013 (ratification date),

accommodation, recreational and catering facilities on

ships shall meet the requirements in Regulation 4.3,

and the related provisions in the Code, on health and

safety protection and accident prevention, with

respect to preventing the risk of exposure to

hazardous levels of noise and vibration and other

ambient factors [6]. Acoustic insulation or other

appropriate sound-absorbing materials should be

used in the construction and finishing of bulkheads,

deck heads and decks within the sound-producing

spaces as well as self-closing noise-isolating doors for

machinery spaces. IMO [5] generated also some

guidelines for the reduction of underwater noise from

commercial shipping to address adverse impacts on

marine life (e.g. IMO Resolution MEPC.1/Circ.833

(2014)).

2 VIBROACOUSTIC IMPACTS

2.1 Sources of vibrations and methods of testing

Mechanical vibrations containing significant

components in the low frequency range have several

adverse health effects on humans. This is due to the

presence of resonant frequencies and their first

harmonics in this range, which carry high energy

values for elements and parts of the human body.

Experimental studies conducted in many scientific

and research centres have confirmed the fact of a

significant impact of vibrations on functional changes

in the nervous system, fatigue, and functional

disorders, as well as in the case of long-term exposure,

they have shown a destructive nature. The influence

of vibrations on humans is shown in Figure 2 [4].

Figure 2. Effects of exposure to vibrations. Source: Own

research based on [4].

The assessment can be made on the basis of

calculated or measured quantities [9]:

− RMS value, e.g. vibration acceleration [m/s

compiled in frequency ranges using weighting

with correction filters (KB -filter for vibration on

ships, or whole-body filters Wd & Wk), in 1/3

tave bands and compared with the values

allowed by the standards for each frequency band;

this way is called spectral estimation:

∫

()

w rms

a t dt

(1)

where the values are determined individually for

each direction or vectorized for three directions in

the Cartesian coordinate system,

− corrected value, e.g. vibration acceleration,

calculated with the use of correction filters with

parameters depending on the direction of vibration

transmission, compared with the permissible value

for each direction of vibration impact:

= ++

2 22

, , ,,

1,4( ) 1,4( ) ( )

xyz w x w y w z w

a a aa

(2)

− vibration dose [m

], calculated from the

weighted value of vibration acceleration:

∑

()

d wi i

D at

(3)

− dosimetry vibration dose, calculated on the basis

of the absorbed vibration dose during the exposure

time, for each direction of vibration k:

= =

∫

()

eq k

a a t dt

(4)

− energetic vibration dose [m/s

1.75

] (vibration dose

value) determined on the basis of weighted values

of vibration acceleration according to the relation:

∫

()

VDV a t dt

(5)

The main sources of vibration on sea vessels [10-

16,24,25]:

− main engine and mechanical transmission

assemblies,

− screw and drive shaft arrangement,

− engine exhaust system,

− combustion and electric motors

− exhaust systems of internal combustion engines,

− electricity generators,

− compressors, ventilation and air conditioning

systems,

− flow installations,

− ship propellers (propellers and thrusters),

− propeller unbalance: dynamic, hydrodynamic,

static,

− machines and auxiliary devices,

− the undulation of the sea.

The processes caused by the interaction of the

ship's elements, the operation of equipment, including

the ship's engine room and on-board equipment,

should be considered from the point of view of the

dynamic impact and physical phenomena

accompanying material propagation [8,14,16].

Working devices and machines have different masses,

geometry, specificity of periodicity of work

(continuous, cyclical, sporadic). The operation of the

main engine causes the formation of inertia forces, as

a result of the displacement of the crank mechanism

masses, centrifugal forces, as a result of the rotational

movement of the crankshaft and the mass of the

connecting rod, forces resulting from the combustion

process of the mixture in the cylinders. Vibration

levels on vessels affect the health of the crew, the

safety of navigation and the durability and reliability

of on-board machinery [17]. Vibrations of machines

and devices mounted to the ship's structure are a

source of material noise, and the sound emitted is

transmitted through thin-walled partitions, e.g.

through walls, floors and ceilings in rooms as well as

bulkheads and structure reinforcements. Vibrations

can cause: damage to the structure, reduction of its

durability due to fatigue of materials, inefficiency,

nuisance or even threat to the crew, they are a source

of noise. Noise and vibration verification

measurements should be performed accordingly to

various standards: ISO 6954, IMO 468, MSC 337, MLC

2006, and industry standards such as ISO 10816 [5].

In addition, local noise or vibration exposure

standards apply and should be followed. The

permissible values for exposure to mechanical

vibrations (resulting from the regulation on the

highest permissible intensity) in Polish conditions for

general vibrations are [18,19]:

− daytime exposure A.(8) - 2.8 m/s

− exposure up to 30 minutes A.(0.5) - 11.2 m/s

− action threshold value A.(8) - 2.5 m/s

It should be noted that the daily exposure time

may be much longer than 8 hours (e.g. 12h, i.e. 720

min) and then the value measured for evaluation is

increased by the component resulting from the

correction for the exposure time. Measurements of

vibration at constant speed, allows to verify the

compliance with applicable vibration standards with

respect to local sources of vibration.

Standard operating practices, applied by operators,

allows to evaluate effects of tools, and equipment

used on the ship, and assess processes to determine

hazardous vibration (sometimes resulting in hand-

arm vibration syndrome), as well as providing

guidance of measures from the viewpoint of

eliminating, or reducing the effects of hazardous

vibration. Hand-arm vibration syndrome (HAVS) is

the effect of regular exposure to hand-arm vibration,

and may result as a result of injuries to the hands and

arms, such as typical physiological effect symptoms:

blood circulatory system (white fingers), coldness,

sensory nerves numbness, pain in muscles wrist area,

grip strength loss, pain inside bones and joints, loss of

grip strength etc. In order to prevent protection

against local vibrations, questionnaires are carried out

among employees who use vibration tools at work,

and the questions contained in them clarify the issues

of feeling in the fingers, feeling of coldness, pricking

and tingling, behaviour of the wrist muscles, forearm,

joint, or problems related to grasping and lifting

objects [8,20].

In the case of whole-body vibration, International

Standard ISO 6954:2000, gives the guidelines for

evaluating the habitability of different areas on a ship,

based on evaluation the frequency-weighted r.m.s.

vibration values [22]. This Standard also includes

requirements in fields: instrumentation, procedures,

analysis descriptions, and evaluation procedure, for

different type of ship specification, various areas of a

ship, accordingly to 1-80 Hz frequency range. Table 1

shows the limit values according to the mentioned

standard.

Table 1. Overall frequency-weighted aw, r.m.s. values from 1-80

Hz, given as guidelines for the habitability of different areas

on a ship [22].

________________________________________________

Rooms and spaces Low RMS Maximum RMS

level, [m/s

] level, [m/s2]

________________________________________________

Passenger cabins 0.0715 0.143

Crew accomodation areas 0.107 0.214

Working areas 0.143 0.286

________________________________________________

In this case, the frequency weighting procedure is

the combined frequency weighting, as defined in ISO

2631-2. Guidelines for the values in Table 1, should be

understood as upper and lower limit values, which

adverse comments are probable, and values below

which adverse comments are not probable.

The question is how can we show that we are truly

committed to combating noise and vibration on board

ships. The Maritime Labor Convention (MLC) [5]

approaches to the assessment of vibrations on ships is

slightly different. Table 2 presented approach

according to Guide for Compliance with the ILO

Maritime Labour Convention 2006 (Requirements,

ABS, 2014b), and Guide for Crew Habitability on

Ships (ABS, 2013) [6].

Table 2. Maximum aw, rms values, based on [6].

________________________________________________

Rooms and spaces Freq. range Maximum RMS

Level, [m/s

]

________________________________________________

MLC-accomodation 1-80 Hz 0.214

HAB 1-80 Hz 0.178

HAB+ 1-80 Hz 0.143

HAB++ 1-80 Hz 0.107

________________________________________________

With regard to noise and vibration, DNV Class

offers three voluntary class notations: Comfort,

vibration of machinery/equipment and underwater

noise. The Comfort Class is a systematic evaluation of

the comfort on board different ship types. A rating

from 1 to 3 reflects “high” to “acceptable” comfort

standards. The DNV Vibration Class includes

procedures for where and how to measure vibration

levels on different machinery, equipment and

structures. It is based on values gained through

numerous measurements. Ships meeting the

requirements will be assigned class notation VIBR.

Most of the new generation DP-Class Shuttle (i.e.

Beathuk Spirit, IMO No. 9780768 & Dorset Spirit, IMO

No.: 9780782) are assigned as a DNV class notation

COMF-V for noise and vibration and COMF-C for

indoor climate. Both ships operate in the Arctic region

in the Canadian offshore sector. The maximum

accelerations recorded for these two new generation

vessels under dynamic positioning mode were

slightly higher for MLC-accom. than the maximum

acceptable level (0.214 [m/s

]) and were recorded up

to max. level 0.286 [m/s

Figure 3. DNV’s different SILENT class notations. Source:

DNV Website [6].

DNV [6] was the first classification society to offer

an underwater noise notation to ships which do not

exceed average to moderate underwater radiation

noise (URN) levels. Until recently the DNV SILENT

class notation was mostly requested for scientific

research vessels, fishing vessels and cruise ships

expecting to operate in pristine sea areas. However,

MT ONEX Peace, an Aframax tanker built by

Hyundai Samho Heavy Industries (HSHI), in June

2021 [6] has become the world’s first merchant vessel

to receive DNV’s SILENT-E notation. In such case,

Hyundai Heavy Industries has proved its capability to

build a high-quality ship with improved fuel

efficiency while satisfying eco-friendly underwater

noise standards. Currently, we can expect that the

topic of reducing vibration and underwater noise will

become more important in the marine industry.

2.2 Noise sources, survey and selected results

Noise is defined as unwanted sound that may damage

a person's hearing. The amount of damage caused by

noise depends on the total amount received over time.

The degree of risk is affected by the intensity

(loudness) and the frequency (pitch) of the noise, as

well as the duration and pattern of exposure and the

individual's susceptibility to hearing impairment

[20,21]. In fact, all ships owners are committed to aim

to minimize the generation and emission of noise that

lie within the scope of ALARP (as low as reasonably

practical), and to set goals for peak and daily noise

exposure levels at work. Seafarers usually monitor

noise exposure by recording noise in the

daily/monthly noise log to identify and, where

possible, correct high noise trends. In offshore

industry on all new generation DP-Class shuttle

tankers and all floating storage and offshore loading

units (FSO) the audiometric testing equipment (which

must comply with noise standards as per the National

Code of Practice) is always available to all crew

members. The familiarization process for new crew

members on board includes the formal introduction of

the Noise Control Policy and the Noise Management

Plan [17, 24]. Each new generation shuttle tanker with

COMFORT class notation for noise and vibration has

also its own ship-specific Noise Management Plan.

Contractors are to comply with the noise standards as

per the National Code of Practice [17].

The unit of sound level and noise exposure

measurement is the Decibel (dB) and is expressed

using an algorithmic scale. When considering the

effect on human hearing, the A-weighted decibel

dB(A) unit is used. This takes account of the response

of the ear to different frequencies. As the scale of noise

measurement is algorithmic, an increase of 3 dB(A) is

a doubling of sound levels. There is a simple guide to

indicate whether there may be noise levels with

potential for causing hearing damage. If you need to

shout to be heard by someone about 2 meters away

the probable noise level is likely to be 85 dB. On all

new generation shuttle tankers employers must

prevent risks to their workers from exposure to

excessive noise. ’Excessive noise’ as specified in

European Union Directive 2003/10/EC (2003) as well

as in NOPSEMA Regulations (2006) means a level of

noise above 85 dB(A) averaged over an 8 hours’

period for noise exposure referenced to 20 micro

Pascal’s (LAeq,8h); or LCpeak of 140 dB(C) - that is, a

C-weighted peak sound pressure level of 140 dB(C)

referenced to 20 micro pascals. The influence of

vibrations on humans is shown in Figure 4 [4,21].

Figure 4. Effects of short and long-term exposure to noise.

Source: Own research based on [4].

The parameters to be assessed during the noise

impact test are: duration of sound, average,

maximum, peak, equivalent of sound pressure level,

and level of exposure to noise. The sound pressure

level is the logarithm of the ratio of the sound

pressure to the reference pressure:

20log ,

L dB

(6)

where:

p – measured value of the sound pressure in Pa,

0 – reference pressure, p0 = 20 μPa (lower limit of

audibility of the human ears).

The sound pressure level measured at a given unit

of time is called the instantaneous sound level and is

often called SPL (Sound Pressure Level). The

equivalent sound level LAeq characterizes an average

noise, and it expresses the same energy and at the

same time the same risk of hearing damage as

measured noise with varying levels. The equivalent

level is given by the formula 7 for group of sources or

3 for single source of noise [15,19]:



= ⋅





∑

0,1

10log 10

AeqT i

(7)

( )

















∫

10log

Aeq Te

L dt

(3)

where:

Aeq.T – equivalent A-weighted sound level for the

assessment time T,

Ai – sound level operating at time ti,

i – LAi level sound duration,

a – measured value of the sound pressure in Pa,

T – whole time of work,

e - noise exposition time, Te=8h.

Described below a fragment of the code was

written in the Matlab language environment, to

calculate the risk of exposure to noise, in accordance

to the procedure proposed by the Central Institute for

Labour Protection (CIfLP)[19].

T=8; %8 hours working shift

Te=input('Te= '); %exposition time

LAeqTe=input('LAeqTe= '); %equivalent sound pressure

level

LAmax=input('LAmax= '); %maximum level, with A-

characteristics

LCpeak=input('LCpeak= '); %peak level, with C-

characteristics

Lex8h=LAeqTe+10*log(Te/T); %8h exposition level

if ((Lex8h>85)||(LAmax>115)||(Lex8h>135))

Risk='HIGH'; %non-acceptable levels

elseif ((Lex8<=80) && (LAmax<=109) && (Lex8h<=129))

Risk='SMALL'; %acceptable levels

else

Risk=AVERAGE;

end

This approach is based on the values

characterizing noise in the working environment and

the values of the highest permissible intensity (in

polish called NDN) for these values [22]. Noise in the

working environment is characterized by:

− the level of exposure related to the 8-hour daily

working time (LEX.8h),

− maximum sound level A (LAmax),

− peak sound level C (LCpeak).

In this paper we are going to describe a typical

procedure connected to noise and vibration awareness

on new generation shuttle tankers taking into

consideration the best practices observed on MT

Beathuk Spirit (IMO No. 9780768) & MT Dorset Spirit

(IMO No.: 9780782), which operate in Arctic zone in

Canadian sector offshore. Both new generation

shuttle tankers are under Altera Infrastructure (ex

Teekay) Norway management system, following same

safety procedure and in most cases also using the

same standard personal protective equipment (PPE)

and same machinery on board. On both shuttle

tankers ships staff monitor noise exposure by

recording noise in the daily/monthly noise log to

identify and, where possible, correct high noise

trends. In some cases, if needed, the occupational

noise survey can be carried out by external company

(e.g. [24]). In all our cases surveys were conducted to

prevent health impact and hearing damage at plan

approval, sea trails and after major modifications. The

noise levels were recorded and analyzed by using

B&K sound level meter, and the evaluation of comfort

rating were based on noise measurements in cabins,

public places and working places. Figures 5-11 show

the noise levels during the sea trial, compiled for

individual occupied zones.

Figure 5. Noise level during sea trial, location: Upper-Deck.

Figure 6. Noise level during sea trial, location: Navi-Deck.

Figure 6. Noise level during sea trial, location: A-Deck.

Figure 7. Noise level during sea trial, location: B-Deck.

Figure 8. Noise level during sea trial, location: C-Deck.

Figure 9. Noise level during sea trial, location: D-Deck.

Figure 10. Noise level during sea trial, location: 2nd-Deck.

During the study [23], noise levels were measured

to identify equipment and operations which have the

potential to cause exposure standard to be exceeded;

measure the average noise levels; specify areas where

the average sound pressures level (L

Aeq) exceeds 85

dB(A) or the peak noise level exceeds 140dB(C) or 135

dB(C) for CIfLP procedure; evaluate noise exposures

so that personnel exposed to noise levels; evaluate the

suitability of the personal hearing protectors already

in use and of alternative protectors if required; inspect

noise sources and areas that contribute most to

personnel noise exposure; detect noisy equipment and

processes; measure noise frequency spectrum of

sources noisy processes; measure octave band noise

spectrum for noisy equipment and processes, for

assessment of hearing protectors; prepare a hearing

protection audit; and more. Table 3 presents the list of

permissible noise level values.

Table 3. Noise level limits [23]

________________________________________________

Rooms and spaces Limit, dB(A)

________________________________________________

Machinery spaces 110

Machinery control rooms 75

Workshops 85

other work areas 85

Navigating bridge 65

Look-out posts 70

Radio rooms 60

Cabins 55

Hospitals 55

Mess rooms 60

Recreation rooms 60

Offices 60

Galleys 75

Serveries, pantries 75

Unoccupied spaces 90

________________________________________________

Code on Noise Levels on Board Ships (IMO, 2012)

showed approaches to the assessment of noise on

ships, which is presented Table 4 [8].

Table 4. Noise level on board ships [8].

________________________________________________

Rooms and spaces Ship size

1,600 – 10,000 GT Above 10,000 GT

________________________________________________

Cabin and hospitals 60 dB(A) 55 dB(A)

Mess rooms 65 dB(A) 60 dB(A)

Recreation rooms 65 dB(A) 60 dB(A)

External recreation areas 75 dB(A) 75 dB(A)

Offices 65 dB(A) 60 dB(A)

________________________________________________

3 CONCLUSIONS

The article presents the methods of assessing the

impact of vibration and noise on humans in terms of

occupational exposure to these physical factors. The

approach to assessing occupational exposure to

vibration and noise is varied, despite the applicable

ISO standards and local standards in the shipowner's

country. A review of the literature shows that the

limit values and level classifications are similar or

based on the same ISO standards.

The exemplary results of noise exposure tests

presented in the work allow to conclude that, apart

from the 2nd-Deck, laundry, center of wheel house on

Navi-deck, and gallery on A-Deck, no exceedances of

60 dB(A) occurred, and these that occurred were

minor. Exceeding the limit values for cabins and

hospitals, mess rooms, recreation rooms, external

recreation areas, and offices - did not occur on the

analyzed vessel.

Summing up, it can be stated that both MT

Beathuk Spirit (IMO No. 9780768) & MT Dorset Spirit

(IMO No. 9780782) as a new generation shuttle tanker

that operate in the Arctic region meet the DNV

Comfort class notation regarding noise and vibration.

However, the level of noise and vibration recorded on

these ships is too high for these ships to be classified

as DNV Silent notation. Silent A class notation is

designated for vessels using hydroacoustic equipment

as important tools in their operations, where the aim

is to not disturb the hydroacoustic equipment. Seismic

vessels, were the aim is to avoid disturbance of the

signals coming from the streamers can be classified as

a SILENT S ships. Fishery vessels, where the aim is to

not scare the fish can request for DNV SILENT F

notation. Research vessels, where the aim is to avoid

disturbance of underwater life can be nominated as a

SILENT R ships. The highest SILENT E

(Environmental) DNV class notation is designated for

ship, which is to demonstrate that the vessel is

controlling its environmental noise emission.

MT ONEX Peace, an Aframax tanker built in June

2021 by Hyundai Samho Heavy Industries [6] has

become the world’s first merchant vessel to receive

DNV’s SILENT-E notation. It means that Hyundai

Heavy Industries has proved its capability to build a

high-quality ship with improved fuel efficiency while

satisfying eco-friendly underwater noise standards.

We can expect that the subject of underwater noise

reduction to become more prominent in the maritime

industry, in strengthen research and development on

low-noise eco-friendly green ships.

REFERENCES

[1] Z. Łosiewicz, W. Cioch (2015). „Drgania na statku

morskim w aspekcie bezpieczeństwa eksploatacyjnego”

(Vibrations on a sea vessel in terms of operational

safety). 2/2015. 2009-2011.

[2] Z. Engel a. oth: Fundamentals of industrial

vibroacoustics (in polish Podstawy wibroakustyki

przemysłowej), AGH Publ. House, Cracow, Poland,

2003.

[3] F. Mansi et al., “Occupational Exposure on Board Fishing

Vessels: Risk Assessments of Biomechanical Overload,

Noise and Vibrations among Worker on Fishing Vessels

in Southern Italy,” Environments, vol. 6, no. 12, p. 127,

Dec. 2019, doi: 10.3390/environments6120127.

[4] M. Nader (2016). Drgania i hałas w transporcie. Wybrane

zagadnienia. (Vibration and noise in transport. Selected

Issues). ISBN: 978-83-7814-543-1. OWPW, Warszawa

2016.

[5] International Maritime Organization IMO Website:

[http://www.imo.org], accessed date: January 2023.

[6] DNV-GL (Det Norske Veritas - Germanischer Lloyd)

Website: [https://www.dnvgl.com]https://www.prs.pl/,

(accessed on 15 january 2023).

[7] T. Pazara, M. Pricop, G. Novac, C. Pricop: The

application of new noise and vibration standards

onboard ships. IOP Conf. Series: Earth Environ. Sci.

2018, 172, 012027.

[8] R. Chia, I. Tam, AK. Dev (2017): Maritime Sustainability

and Maritime Labour Convention - Reducing Vibration

and Noise Levels on Board Ships for Health and Safety

of Seafarers. In: MARTECH 2017 SINGAPORE; Towards

2030: Maritime Sustainability through People and

Technology. 2017, Singapore.

[9] J. Korzeb, A. Chudzikiewicz: Evaluation of the vibration

impacts in the transport infrastructure environment.

Arch Applied Mechanics 85, 1331–1342 (2015).

https://doi.org/10.1007/s00419-015-1029-0

[10] M. Zamorano, D. Avila, G. N. Marichal, and C.

Castejon, “Data Preprocessing for Vibration Analysis:

Application in Indirect Monitoring of ‘Ship Centrifuge

Lube Oil Separation Systems,’” Journal of Marine

Science and Engineering, vol. 10, no. 9, p. 1199, Aug.

2022, doi: 10.3390/jmse10091199.

[11] M. Chen, H. Ouyang, W. Li, D. Wang, and S. Liu,

“Partial Frequency Assignment for Torsional Vibration

Control of Complex Marine Propulsion Shafting

Systems,” Applied Sciences, vol. 10, no. 1, p. 147, Dec.

2019, doi: 10.3390/app10010147.

[12] Y. Dai, Z. Liu, W. Zhang, J. Chen, and J. Liu, “CFD-FEM

Analysis of Flow-Induced Vibrations in Waterjet

Propulsion Unit,” Journal of Marine Science and

Engineering, vol. 10, no. 8, p. 1032, Jul. 2022, doi:

10.3390/jmse10081032.

[13] L. Han, D. Wang, F. Yang, and W. He, “Vibration

Characteristics of the Dual Electric Propulsion System of

Vessels under Electromechanical Coupling Excitation,”

Machines, vol. 10, no. 6, p. 449, Jun. 2022, doi:

10.3390/machines10060449.

[14] Q. D. Vuong et al., “Study on the Variable Speed Diesel

Generator and Effects on Structure Vibration Behavior in

the DC Grid,” Applied Sciences, vol. 11, no. 24, p. 12049,

Dec. 2021, doi: 10.3390/app112412049.

[15] M.-H. Song, X. D. Pham, and Q. D. Vuong, “Torsional

Vibration Stress and Fatigue Strength Analysis of

Marine Propulsion Shafting System Based on Engine

Operation Patterns,” Journal of Marine Science and

Engineering, vol. 8, no. 8, p. 613, Aug. 2020, doi:

10.3390/jmse8080613.

[16] T. Yang, L. Wu, X. Li, M. Zhu, M. J. Brennan, and Z.

Liu, “Active Vibration Isolation of a Diesel Generator in

a Small Marine Vessel: An Experimental Study,”

Applied Sciences, vol. 10, no. 9, p. 3025, Apr. 2020, doi:

10.3390/app10093025.

[17] G. Rutkowski and J. Korzeb: “Occupational Noise on

Floating Storage and Offloading Vessels (FSO)”, Sensors,

vol. 21, no. 5, p. 1898, Mar. 2021, doi: 10.3390/s21051898.

[18] PN-EN 14253:2011 - Measurement and calculation of

occupational exposure to vibrations with a general effect

on the human body. Practical guidelines.

[19] PN-EN ISO 5349-1:2004, PN-EN ISO 5349-2:2004 -

Measurement and calculation of occupational exposure

to local vibration at human body. Practical guidelines.

[20] Control of Noise at Work Regulations (2005) based on

European Union Directive 2003/10/EC (2003) and

NOPSEMA Regulations (2006)

[21] D. Augustynska, A. Kaczmarska, W. Mikulski: Audible

noise, (Occupational Risk Assessment, 2nd edition,

updated) In polish: Hałas słyszalny, (Ocena ryzyka

zawodowego, Wyd. II), CIOP, Warsaw, 2001.

[22] ISO 6954: Mechanical vibration — Guidelines for the

measurement, reporting and evaluation of vibration

with regard to habitability on passenger and merchant

ships.

[23] Regulation of the Minister of Labour and Social Policy

of June 12, 2018 on the highest permissible

concentrations and intensities of factors harmful to

health in the work environment (Rozporządzenia

Ministra Pracy i Polityki Społecznej z dnia 12 czerwca

2018 r. w sprawie najwyższych dopuszczalnych stężeń i

natężeń czynników szkodliwych dla zdrowia w

środowisku pracy) (Dz. U. 2018, poz. 1286).

[24] FSO—Occupational Noise Survey 2017, Internal

Documentation, Example of 1st Generation FSO.

Available online: http://teekay.com (accessed on 15

November 2019).

[25] IMO MSC.1/Circ.1580, 16 June 2017, Guidelines for

Vessels and Units with Dynamic Positioning (DP)

Systems, 2017.