## 1 Introduction  
Slamming is an important event during the navigation of the ship, and it appears as a sudden force that vertically impacts the ship in the bow and generates energy from the impact between the hull and the water surface. This force translates into pressure that acts on a very small surface and is so unpredictable that it still requires investigation [1]. This impact and its damage to the ship is so important, that the sailors are very cautious, they reduce the speed so as not to suffer additional damage during the voyages. The complexity of the phenomenon is due to the fact that the fluid enters the bottom of the ship due to the angular difference between the body surface, expanding at high speed. This generates very high pressures that are very important issues in the design of the ships. The answers about this phenomenon and its influence on the structure of the vessels have not been fully resolved and it is more complicated when they are GFRP planning vessels [2, 3]. Tests have been carried out with complete models that try to simulate the real scale of the effect of slamming on the boat [4]. Experiments with complete ship models look for the global answer, it is quite expensive and to this must be added computational models and long-term simulations that try to explain the damage caused by the pressure ship in the ship's material. This is directly related to their premature aging. For this reason, mathematical models and reproductions of the fatigue event on the ship's hull are an important option for analyzing the response of the impacted structure [5]. The material used in this work is that of ships constructed of GFRP based on pre-impregnation cured in the oven. The phenomenon of slamming for these materials has the particularity that the impact of the sea is converted into energy that dissipates, producing different levels of damage, being one of the most important parameters in the design of the ship [6]. The purpose of the investigation is to reduce the damage produced on composite material by slamming impacts, so that it does not expand within the laminate. And prevent it from skipping between the layers, causing intralaminar and interlaminar damages that change the flexural stiffness. The use of viscoelastic materials has been an option to try to absorb noise and impact on structural surfaces. Its use in GFRP vessels has been studied in some ways in the laboratory, to observe its benefits in energy dissipation [7]. Protection against damage energy was successfully demonstrated as it takes advantage of the fact that composite materials have high stiffness ratios and moderate level of damping. Combining high levels of energy dissipation with minimal structural stiffness achieves good results [8]. Elastomers with their Poisson constant property close to 0.5 allow them great elongations and energy absorption when restrained, therefore they are the key to the design of the viscoelastic sheet. By encapsulating the elastomer within a rigid polymer, it allows to play with the weight of the sheet, its adhesion capacity and its thickness. Considering that it will be placed in the hull of the boats, the benefits of not increasing the weight of the ship is interesting. A hexagonal design is proposed, which allows creating a set of cells that are grouped together with each other when manufactured and can form an easy to apply set. Taking advantage of the properties of viscoelastic, Hooke's Law in three dimensions shows that viscoelastic must have only one exposed and free surface for compression, and its other two restricted directions. In such a way that the proposed viscoelastic layer has exposed the elastomeric material to be compressed inside a capsule. As a rigid plastic, ABS was chosen in previous investigations, which is very common in the market. As a linear elastomer, the TPU type is also widely used today. The proposed analysis of comparing cyclical slamming pressures with vertical impact is directly related to the requested compression.