Ts 403

RULES FOR
CLASSIFICATION OF
SHIPS / HIGH SPEED, LIGHT CRAFT AND

NAVAL SURFACE CRAFT
NEWBUILDINGS
MACHINERY AND SYSTEMS
MAIN CLASS
PART 4 CHAPTER 3
ROTATING MACHINERY, DRIVERS

JANUARY 2001
CONTENTS
Sec. 1
Sec. 2
Sec. 3
PAGE
Diesel Engines ............................................................................................................................ 5

Gas Turbines............................................................................................................................. 27
Steam Turbines ........................................................................................................................ 52
DET NORSKE VERITAS

Veritasveien 1, N-1322 Hvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11
CHANGES IN THE RULES

General.
This is a new chapter of the rules, decided by the Board in December
2000 and June 2001. It supersedes Sec.2, Sec.3 and Sec.4 of the January 1996 edition of Pt.4 Ch.2 Propulsion and Auxiliary Machinery. Previous Sec.9 on turbochargers has been revised and included
in Sec.1. Previous Pt.4 Ch.3 has been renumbered to read Pt.4 Ch.7.
W. Requirements regarding ancillaries, delivered as integral

parts of the engine, have been simplified.
In E the requirement concerning control and alarm have been increased to approximately E0 level.
In F300, H400 and I800 resilient mounting requirements have
been updated.
In G more focus has been put on vibration and transient torsional
vibration.
In H installation requirements have been included.
Sec.2 Gas Turbines
A. General
This sub section has been expanded and introduces the concept
of system approval (as opposed to component approval). Particular attention has been given to system integration.
B. Design
The expanded design sub section has been added to better explain
and present the approval exercise in DNV. The main changes relate to the test requirements. Cycle-based testing including frequent start and stop sequences represents the improvement in
DNV's expertise towards gas turbine in-service operation for
new engines.
C. Inspection and testing
Production verification process and extent of manufacturing survey arrangement have been added.
D. Workshop testing
Cyclic loading has been introduced in the certification test requirements. Less stringent than type testing, certification testing
focuses on the operating profile each specific engine is intended
for.
E. Control, alarms, safety functions and indication
The list of control and alarms has been expanded and amended.
Furthermore the concept of availability, in addition to safety, has
been highlighted. Specific fire safety requirements have been introduced and strengthened.
F. Arrangement
The requirements for arrangement have been clarified and made

more precise. More precise requirements for gas turbine enclosures have been added.
G. Vibrations
This part lists analysis and measurements to be performed with

reference to the relevant sections of the rules.
H. Installation inspections
Working as a checklist, this sub section is intended to verify that

the general arrangement of the gas turbine propulsion system on
board the vessel is in compliance with rules.
I. Shipboard testing
The rule changes come into force on 1 January 2002.

This chapter is valid until superseded by a revised chapter. Supplements will not be issued except for an updated list of minor amendments and corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is
normally revised in January and July each year.
Revised chapters will be forwarded to all subscribers to the rules.
Buyers of reprints are advised to check the updated list of rule chapters printed Pt.0 Ch.1 Sec.1 to ensure that the chapter is current.
Main changes
General
A risk assessment and life cycle approach in class involvement

has been applied to Pt.4, resulting in the restructuring of Ch.1 to
Ch.12. The previous Ch.2 has been sub-divided into four chapters, with Ch.2 as the lead document, containing inter alia principles and certification requirements, in regard to rotating
machinery.
Overall changes include that vibration requirements and methods
for vibration calculation have been added, instrumentation requirements have been increased to approximately E0 level and
more focus has been placed on acceptance criteria and transparency.
Sec.1 Diesel Engines
A200 and A300 have been expanded to cover the extent and
specification of required documentation.
B100 and B1602 have been extended to cover type testing for
highly rated engines.
In B200 bedplates and frame boxes have been considered with
regard to fatigue (welding).
In B500 requirements regarding power transmitting parts have
been added.
In B1200 requirements for turbochargers have been expanded
and amended.
In B1300 requirements regarding the auxiliary blower capacity
has been included for 2-stroke engines.
In B1400 requirements concerning vibration dampers have been
included and extended.
In C201 an opening for reduced certification of parts for smaller
engines in MSAs has been introduced.
In items C200 and C300 the certification requirements for tie
rods and piston rods have been removed and the certification requirements for bolts, piston crowns, connecting rod, crosshead
and gear wheels have been reduced. The certification requirements for cylinder liners, bedplates and frameboxes have been
increased. Certification of turbochargers, when supplying cylinder groups of less than 2500 kW, have been reduced from NV to
Covering both quay and sea trials, this sub section is designed to
verify system integration and control system behaviour. The general test requirements are the same as those defined in B.
Sec.3 Steam Turbines
No changes are introduced in this section.
Comments to the rules may be sent by e-mail to rules@dnv.com

For subscription orders or information about subscription terms, please use distribution@dnv.com
Comprehensive information about DNV and the Society's services is found at the Web site http://www.dnv.com
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Norske Veritas.
Rules for Ships / High Speed, Light Craft and Naval Surface Craft, January 2001
Pt.4 Ch.3 Contents Page 3
CONTENTS
SEC. 1 DIESEL ENGINES .............................................. 5
A. General...................................................................................5
A
A
A
A
A
100
200
300
400
500
Application........................................................................5
Documentation of the engine ............................................5
Additional documentation of propulsion engines .............7
Documentation of arrangement.........................................7
Documentation of vibration ..............................................7
B. Design .....................................................................................8
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
100
200
300
400
500
600
700
800
900
1000
1100
1200
1300
1400
1500
1600
1700
1800
General ..............................................................................8
Structural components ......................................................9
Safety valves and crankcase ventilation............................9
Bolt connections................................................................9
Power transmitting parts ...................................................9
Hydraulic valve operation...............................................10
Fuel oil system ................................................................10
Charge air system and cooler..........................................10
Starting air system...........................................................10
Lubrication ......................................................................10
Fire protection .................................................................10
Turbocharger...................................................................10
Auxiliary blower .............................................................11
Vibration dampers...........................................................11
Type testing.....................................................................11
Type testing data collection ............................................12
Type testing program ......................................................12
Type testing of engines for high speed, light craft and
naval surface craft ...........................................................13
C. Inspection and Testing........................................................14

C
C
C
C
100
200
300
400
General ............................................................................14
Certification of parts .......................................................14
Testing and inspection of parts .......................................14
Inspection during assembly.............................................16
D. Workshop Testing ...............................................................16

D
D
D
D
D
100
200
300
400
500
Application......................................................................16
General engine tests ........................................................16
Testing of propulsion engines.........................................16
Testing of engines for auxiliary generating sets .............17
Opening up after testing..................................................17
E. Control, Alarm, Safety Functions and Indication............17

E
E
E
E
E
E
100
200
300
400
500
600
General ............................................................................17
Speed governing..............................................................17
Overspeed protection ......................................................17
Instrumentation and alarms for propulsion engines........17
Speed governing of diesel generator sets........................18
Instrumentation and alarms on auxiliary engines ...........18
F. Arrangement........................................................................19
F
F
F
F
F
F
100
200
300
400
500
600
Alignment and reaction forces ........................................19

Rigid mounting ...............................................................19
Resilient mounting ..........................................................19
Exhaust pipes ..................................................................20
Lubrication and fuel pipes...............................................20
Crankcase ventilation pipes ............................................20
G. Vibration ..............................................................................20
G
G
G
G
G
G
100
200
300
400
500
600
Symbols and definitions..................................................20

Vibration measurements .................................................20
Steady state torsional vibration.......................................20
Transient torsional vibration ...........................................22
Axial vibration ................................................................23
Engine vibration..............................................................23
H. Installation Inspections.......................................................24
H
H
H
H
H
100
200
300
400
500
Application......................................................................24
Assembling of engines supplied in sections ...................24
Alignment and foundation ..............................................24
Resiliently mounted engines ...........................................24
Fuel, lubrication and cooling systems.............................24
I. Shipboard Testing ...............................................................25

I
100
Application......................................................................25
I
I
I
I
I
I
I
I
200
300
400
500
600
700
800
900
General engine tests ........................................................25

Testing of propulsion engines......................................... 25
Testing of auxiliary engines............................................ 25
Steady state torsional vibration.......................................25
Transient torsional vibration ...........................................25
Axial vibration ................................................................25
Engine vibration..............................................................26
Opening up after testing..................................................26
SEC. 2 GAS TURBINES................................................ 27

A. General ................................................................................ 27
A 100
A 200
A 300
A
A
A
A
A
400
500
600
700
800
Application......................................................................27
Documentation................................................................27
Additional documentation for gas fuel arrangement (e.g.
for mobile offshore units) ............................................... 28
Documentation of vibration analysis (core and system).29
Documentation of arrangement.......................................30
Documentation of production verification...................... 31
Documentation of control systems..................................31
Documentation of fire safety ..........................................31
B. Design .................................................................................. 31
B
B
B
B
B
B
B
B
B
B
100
200
300
400
500
600
700
800
900
1000
General ............................................................................31
Structural components .................................................... 32
Component design requirements.....................................32
Engine testing and type testing .......................................39
General requirements for engine test .............................. 39
Engine test data collection .............................................. 40
Power measurement ........................................................40
Type testing, general....................................................... 40
Type testing program ......................................................41
Boroscope inspection and tear-down after testing ..........43
C. Inspection and Testing ....................................................... 43

C 100
C 200
C 300
General ............................................................................43
Certification of parts ....................................................... 43
Production verification.................................................... 43
D. Workshop Testing .............................................................. 43

D
D
D
D
D
100
200
300
400
500
Application......................................................................43
Certification testing......................................................... 44
Certification testing of propulsion engines .....................44
Certification testing of engines for generating sets.........44
Boroscope inspection ......................................................45
E. Control, Alarm, Safety Functions and Indication........... 45

E
E
E
E
E
100
200
300
400
500
Core engine controls ....................................................... 45

Monitoring and instrumentation system ......................... 46
Safety system .................................................................. 46
Fire safety........................................................................ 46
Auxiliary system controls ............................................... 46
F. Arrangement....................................................................... 46
F
F
F
F
F
F
F
F
100
200
300
400
500
600
700
800
F 900
Alignment and reaction forces ........................................46

Mounting in general ........................................................47
Rigid mounting ............................................................... 47
Resilient mounting .......................................................... 47
Inlet and outlet passages ................................................. 47
Carbo blast system .......................................................... 48
Gas turbine enclosure......................................................48
Special requirements for arrangement of ventilation in
mobile offshore units ......................................................48
Special requirements for arrangement of fuel supply in
mobile offshore units ......................................................48
G. Vibration ............................................................................. 49
G 100
G 200
G 300
General ............................................................................49
Analysis...........................................................................49
Tests and measurements ................................................. 49
H. Installation Inspections...................................................... 49
H
H
H
H
100
200
300
400
Application......................................................................49
Assembly of gas turbines supplied in modules...............49
Alignment and foundation .............................................. 49
Inlet and outlet passages ................................................. 50
DET NORSKE V ERITAS
Pt.4 Ch.3 Contents Page 4
H 500
H 600
H 700
H 800
On-engine ancillaries, including fuel and lubrication

systems ............................................................................50
Fire prevention ................................................................50
Piping and cables ............................................................50
Control and monitoring ...................................................50
B 200
B 300
Testing of components ....................................................52

Workshop testing ............................................................52
C. Arrangement ....................................................................... 52
C 100
C 200
General Arrangement ......................................................52

Arrangement of propulsion machinery ...........................52
I. Shipboard Testing............................................................... 50
I
I
I
100
200
300
Quay trial.........................................................................50
Sea trial ...........................................................................50
Boroscope inspection ......................................................51
SEC. 3 STEAM TURBINES ......................................... 52

A. General ................................................................................ 52
A 100
A 200
Application......................................................................52
Documentation ................................................................52
B. Certification and Testing ................................................... 52

B 100
General ............................................................................52
D. Design and Construction.................................................... 53

D 100
Design .............................................................................53
E. Control and Monitoring ..................................................... 53

E
E
E
E
100
200
300
400
General ............................................................................53
Propulsion steam turbines ...............................................53
Auxiliary steam turbines .................................................53
Monitoring ......................................................................53
F. Testing On Board................................................................ 54
F 100
F 200
Testing before sea trial ....................................................54

Sea trial ...........................................................................54
DET NORSKE VERITAS
Pt.4 Ch.3 Sec.1 Page 5
SECTION 1
DIESEL ENGINES
A. General
A 100 Application
101 This section covers requirements applicable to diesel engines above 200 kW subject to certification, see Ch.2 Sec.1
and Sec.2, as well as the engine installation and shipboard testing. For diesel engines with power less than 200 kW, IMO and
SOLAS requirements will still apply, see B800 and B1200. Installations intended for running on crude oil or gas will be especially considered, see Pt.6 Ch.13.
102 The rules in B to E apply to the diesel engine, its components and its internal systems. The rules in F to I apply to the
installation of the engine, the engine and its system dynamics
(which is influenced by the engine), and the shipboard testing.
103 The diesel engine is to be delivered with a NV certificate
that is based on the component certification in C and the workshop testing in D.
104 Fig.1 shows the certification process for a diesel engine
where the manufacturer is a licensee or producer of own design.
A licensee can apply for type approval or case by case approval
when a design assessment has been issued and a type test has
been carried out. This principle also applies for turbochargers
and torsional vibration dampers produced under licence.
A licensee does not have to carry out a new type test for engines, turbochargers and dampers produced under license
when the licenser has already carried out a type test.
A 200 Documentation of the engine
201 Drawings, data, specifications, calculations and other information are to be submitted as applicable according to Table
A1 (except for items covered by a type approval) where:
A
I
UR
NDT
=
=
=
=
UR is used for example when service experiences from similar

designs indicate that a more thorough design review may be
necessary.
*)
The type test may be postponed to the workshop test for

case-by-case approvals
Fig. 1
Flow chart showing the certification process for diesel engines
for approval
for information
upon request
non-destructive testing.
Table A1 Documentation
Component
Drawings
Engine transverse section

Engine longitudinal section
Bedplate
Material
specification
Calculations
I
I
A
UR
Frame box and column
UR
Engine block
Main and crankpin bearings
Thrust bearing and structure 1)
I
I
A
I
I
A
Tie rod
Crankcase safety valve arrangement
Cylinder head
I
A
I
Cylinder head bolts
Miscellaneous
Welding procedure specification, see 204

Alignment specification
Reference to
design
requirements
See B200
See B200
See B200
See 301
See 302
A
DET NORSKE V ERITAS
See B300
NDT specification if cast for crosshead engines
Table A1 Documentation (Continued)

Component
Drawings
Material
specification
Calculations
Cylinder liner
Piston complete
Piston rod
Crosshead complete including guides
Connecting rod
Connecting rod bolts
Crankshaft
I
I
I
A
A
A
I
I
I
A
A
A
UR
UR
Crankshaft bolts
UR
Counterweights including fastening
Thrust shaft
Torsional vibration damper
Axial vibration damper
Camshaft drive assembly
Gear wheels for camshaft drive
Camshaft
Cams and cam rollers
High pressure parts for fuel oil injection system
Electronic injection system
Fuel oil system 3)
Shielding of fuel pipes
Hydraulic system for valve lift
Exhaust valve
Inlet valve
Turbocharger
Auxiliary blower arrangement
Exhaust pipes, shielding
Starting air system 3)
Charge air system 3)
Lubrication oil system 3)
Cooling water system 3)
Safety and control system including
alarm list
Speed governing system
Monitoring system
Maintenance and Operation manual 5)
A
A
I
I
I
I
I
A
I (of bolts if
applicable)
A
A
A2)
A
A
A
I
I
TA
A
A
A
A
A
I
A
Miscellaneous
NDT specification if propulsion
engine
NDT specification upon request
NDT specification upon request
NDT specification
NDT specification
allowable deflections
alignment specification
See B509
See B508
See B400
See B502 to B506
See B400 and
B507
See B1400
See B1400
I
I
I
I
See B700
Shielding
I
I
TA
Reference to
design
requirements
See B1300
See B700
See B700
See B601
See B1200
See B1300
See B1100
See B900
See B800
See B1000
See B300 and E
A4)
A
I
See E
See E
Including maintenance schedule for
the complete engine
1)
Applicable when the engine thrust bearing is the main thrust bearing for the complete shafting system (taking propeller thrust).
2)
To be type approved, see Ch.8.
3)
Integrated in engine design.
4)
Governor to be type approved, see Ch.8.
5)
This applies for design assessments, type approvals and case-by-case approvals if no design assessment or type approval is issued.
Particulars are to be submitted on the DNV form Diesel Engine

Data Sheet No. 72.10. The required information is:
maximum continuous output rating (kW and r.p.m.)
intermittent overload rating (kW and r.p.m.), as specified
by the manufacturer
permissible rate of load increase and load decrease (upon
request)
mean indicated pressure at maximum continuous output
mean indicated pressure at overload rating
maximum cylinder pressure at maximum continuous rating
maximum cylinder pressure at intermittent overload rating
maximum permissible r.p.m. (for setting of overspeed protection)

valve timing angles
compression pressure and charge air pressure at maximum
continuous rating
compression pressure and charge air pressure at intermittent overload rating
cylinder diameter
stroke
number and arrangement of cylinders
firing order or firing angles
compression ratio
mass of reciprocating parts per cylinder
DET NORSKE VERITAS
mass of rotating parts of the connecting rod referred to the

crank radius
unbalanced mass of one crank referred to crank radius
(counterweights exclusive)
mass and angular position of each counterweight referred
to crank radius
data for calculation of torsional vibration
turbocharger compressor chart with operation curve related to engine (Typical charts for type approval of the engine, and upon request, the specified chart for each
application)
auxiliary blower number and capacity (applicable for 2stroke single propulsion engines), see B1300
performance curves
permissible bearing reactions in the engine (only applicable for direct coupled propulsion engines)
permissible accelerations of the engine, applicable to HS,
LC and NSC propulsion engines, see F304.
f)
A 500 Documentation of vibration

501 The following calculations (when applicable) are to be
submitted (normally by the yard) for all plants except auxiliary
plants with less than 200 kW engine rated power.
a) Torsional vibration calculations for steady state conditions.
b) Torsional vibration calculations for transient conditions:
1) Passing through a barred speed range (typical for 2stroke engine): This applies when it is necessary for
the acceptance of the shafting to document a certain
vibration and stress level when passing through a
barred speed range, see Ch.4 Sec.1 B200.
2) Starting and stopping operations (typical for generator
sets): This applies when requested by the Society in
order to prove that starting and stopping procedures,
involving passage of major critical areas, is not detrimental to any power transmitting parts, see G402.
3) Clutching in: This applies to plants with rapidly engaging clutches. The specified pressure-time characteristics will be considered and if found necessary,
transient vibration calculations will be required.
4) Short circuit in PTO driven generators: This applies to
plants with power take off (PTO) driven generators
where short circuits can occur. Transient vibration
calculations due to short-circuiting will be required if
the ratio torsional dynamic stiffness (kNm/rad) and
considering the excitation frequency of 50 Hz or 60
Hz) by rated torque (kNm) exceeds 10, i.e. Kdyn/To >
10 in the PTO branch.
202 Some information, not directly subject to approval is

collected in order to establish a complete file for use in the operational phase.
203 The drawings are to have clear references to the applicable material specification. See also Ch.2 Sec.3 A200. When
calculations are required, these are to substantiate the requirements given in B. When NDT specifications are required, the
acceptance criteria are to be included.
204 For components of welded construction and for repair
welding, full details of joints are to be given and relevant welding procedure specifications are to be referred to on the drawings. In addition, the following are to be specified:
filler metal particulars
heat treatment after welding
NDT with acceptance levels (preferably ISO 5817 for internal defects).
A 300
Additional documentation of propulsion engines
c) Axial vibration calculations. This applies only when requested by the Society.
Guidance note:
Requests for axial vibration calculations are normally made
when:
301 For main bearing and crankpin bearing drawings, bolt

tightening specification and specification of maximum permissible wear are to be submitted for information unless given in
the maintenance manual. This applies to design assessments,
type approvals and case-by-case approvals if no design assessment or type approval is issued.
1)
2)
302 For engines with integrated main thrust bearing the maximum permissible wear is to be submitted for information unless given in the maintenance manual.
303 Engines driving generators in diesel electric propulsion
systems are defined as propulsion engines.
A 400
Documentation of arrangement
401 The following plans and specifications are to be submitted (normally by the yard):
a) Engine fastening arrangement with bolts, pre-stress,
epoxy (including calculations) or metallic chocks (see
F200), if applicable.
b) Top stay arrangement, if applicable, including reaction
forces (see F205).
c) Resilient mounts (to be type approved, see F300), if applicable.
d) For resiliently mounted engines, arrangement of exhaust
piping and all flexible piping. This also applies to diesel
generator sets mounted on a frame that is resiliently
mounted.
e) Frame (skid) for engines and generators mounted on a
frame that is resiliently mounted.
For resiliently mounted engines, calculations of the static

positions within the elastic mounts are to be submitted.
See F303.
direct coupled plants are running sub-critically on the lowest

major torsional order
engines are either rigidly connected to extraordinary heavy
masses (e.g. tuning wheel) or run in high-speed ranges
where no field experience exists.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
d) Engine vibration calculations. This applies to all resiliently mounted engines except to engine-generator sets where
the engine and generator are rigidly mounted on a common frame and the frame is resiliently mounted.
502
The calculations are to contain:

objectives
description of the method
plant and system layout
conditions
assumptions
conclusion.
The conclusion is to be based on a comparison between calculated dynamic response and the permissible values for all the
sensitive parts in the plant.
503 In all kinds of torsional vibration calculations the variation of essential data such as dynamic characteristics of elastic
couplings and dampers is to be considered, see Ch.2 Sec.3
A101. Especially rubber couplings and certain types of vibration dampers have wide tolerances of stiffness and damping. It
DET NORSKE V ERITAS
is normally not required to perform calculations with all combinations of these extreme data, but as a minimum the influence of such wide tolerances is to be qualitatively considered
and also addressed in the conclusions.
For couplings having stiffness with strong dependency on vibratory torque and mean torque and temperature (as a consequence of power loss) it may be required to carry out either
iterative direct calculations or simulation calculation where
these dependencies are included.
504 In vibration calculations the source of all essential data
is to be listed. For data that cannot be given as constant parameters (see for example 503), the assumed parameter dependency and tolerance range is to be specified.
505 In connection with torsional vibration calculations the
following may be requested:
type of speed governor
position of speed sensor.
506 Measurements and analysis of camshaft and gear drive
vibration may be required if service experience with this or
similar engine types indicate excessive vibration. If the type
test engine has a considerably lower number of cylinders than
the maximum number for that engine type, this test requirement may be postponed to the sea trial testing of the first engine with the high number of cylinders.
Guidance note:
It is desirable to minimise the extent of documentation of vibration as given in 500 for the actual plants.
This can be achieved by e.g.:
a)
System type approval, see Ch.2 Sec.2. For example: 1) Resiliently mounted engines where standard mounts are used
and all connections (including the drive coupling) are made
so flexible that they have no influence on the vibration, may
be covered by a system type approval. 2) Engines which use
a limited number of elastic couplings, generators, gearboxes, shafting lengths, propellers, water jets etc. may be suitable for system type approval.
b)
Including the crankshaft vibration in the engines type approval. For engines where the crankshaft stresses are practically independent of the driven system, i.e. engines that are
generally fitted with an elastic coupling, it is advised to have
both axial (if necessary) and torsional vibration included in
the type approval. Thus, this part of the torsional vibration
need not be submitted for the actual applications. Such torsional vibration calculations are to be made with the maximum relevant engine load in the whole actual speed range.
Misfiring (no fuel injection) of one cylinder is also to be
considered. For this purpose, the worst cylinder is to be selected, see G301 d).
a) Propulsion engines according to maximum continuous rating

b) Propulsion engines for HS, LC and NSC as for a) and according to the specified overload permitted for intermittent use.
c) Diesel generator sets and other auxiliary purposes according to maximum continuous power unless otherwise specified.
104 Design approval of diesel engines consists of both design analysis and testing. For some components, a combination
of both testing and design calculations may be necessary,
while others may be documented by either testing or calculations. The testing is to be arranged to represent typical load
profiles as well as to cover for required safety factors due to
wear and fatigue scatter and foreseen in-service deterioration.
This applies in particular to parts subjected to high cycle fatigue such as connecting rods, cams, rollers and spring tuned
dampers where higher stresses may be provided by means of
elevated injection pressure, cylinder maximum pressure, etc.
Guidance note:
Design approval based on testing is especially suitable for small
engines.
105 Verification of safe operation of the engine as limited by

alarms may be required during type testing. Such verification
applies if there is any reason to believe that the engine can be
damaged when operating close to the specified alarm set
points.
106 The duration of the tests is to be selected to accumulate
a relevant number of stress cycles. Thermal stress cycles obtained by idle (or start) full load idle (or stop) sequences are
to be run in a way that results in the most severe thermal stresses. I.e. normally with the maximum load change per time unit
that is possible with the foreseen control system, or permitted
in the operating manual. The maximum and minimum loads
are to be kept for sufficient time to stabilise the temperatures
of the relevant parts. The number of thermal stress cycles depends on the intended application of the engine.
High cycle fatigue (typical for cold parts) is to be documented by analyses combined with running at the most relevant
load (normally an elevated level) for at least 3 million cycles.
Higher stresses and number of cycles will be necessary if the
fatigue strength is influenced by fretting or possible defects in
welds, etc.
Guidance note:
Design approval based on testing is especially suitable for small
engines.
107 After testing as mentioned in 102 to 106 the engine is to

be disassembled for thorough inspection by a surveyor from
the Society.
B. Design
B 100
108 For engines of new designs or modifications of existing

designs as:
General
101 For general design principles concerning machinery, see

Ch.2 Sec.3. Special attention should be paid to Ch.2 Sec.3
A102. For general design requirements regarding piping and
ancillary equipment, such as pipes, pumps, filters, coolers etc.,
see Ch.6 and Ch.7, as found applicable.
102 Design calculations or test conditions are to be based on
the maximum possible loads, i.e. permissible overloads, as
well as load variations, e.g. frequent idle (or start) - full load
idle (or stop) sequences and permissible rates of engine load
increase and decrease.
103
The engine loads to be considered are as follows:
5% increase of maximum combustion pressure or

5% increase of mean effective pressure or
5% increase of r.p.m. or
change of structural integrity components or
extended operational conditions.
Approval will only be given if either the engine:

has been thoroughly tested during the development phase
or
the test program has been extended to cover uncertainties
in the design analysis or
DET NORSKE VERITAS
the engine has been case by case approved and has proven
reliability in service, for example more than 2500 running
hours.
Guidance note:
The net gas volume is equal to the volume confined by the crankcase minus the volume of moving parts such as crankshaft, connection rod and cross head.
The extent of these elements is subject to special consideration.
B 200
Structural components
201 Bedplates, framebox, columns and crankcases with integrated parts as crankcase doors are defined as structural components.
202 All welds in bedplates, frameboxes and columns are to
be designed to avoid fatigue cracking due to the stresses in operation. Full penetration welds are to be applied in the most fatigue exposed areas. Such areas are in particular those near the
main and thrust bearings.
203 If partial penetration welds are applied in the most fatigue exposed areas, the weld dimensions including the maximum nose (root gap) is to be clearly defined. In addition, it is
to be documented that the stated nose is acceptable.
Documentation of this may be based on relevant tests, service
experience or by means of fracture mechanics calculations
where the nominal stresses are found by e.g. finite element calculations.
The threshold value for crack propagation is to be taken as 2
(MPam), unless another value can be documented.
B 300
301
Safety valves and crankcase ventilation

Engines with either:
cylinder diameter of 200 mm and above, or

a crankcase volume of 0.6 m3 and above
are to be provided with crankcase explosion relief valves as
shown in Table B1.
The arrangement drawings are to show the number, position
and the free area of the relief valves. The crankcase volume is
also to be specified. The relief valves shall be provided with
flame arrestors in order to minimise the possibility of injury to
personnel. Ducting of the outlet is to be avoided.
Table B1 Crankcase explosion relief valves
Cylinderdiameter Number of Number of safety valves
D (mm)
crankthrows
200 D 250
8
One at each end of the engine
200 D 250
>8
As above plus one near the middle of the engine
250 < D 300
One in way of each alternate
crank-throw, minimum 2
D > 300
One in way of each crank-throw
One per separate space
Separate spaces 1)
from crankcase
> 0.6 m3
1)
Separate spaces that are not in open connection to the crankcase such as
gear and chain case etc.
302 The safety valves are to be type tested according to

method specified by the engine designer.
303 The free area of each crankcase safety valve is not to be
less than 45 cm2. The combined free area of the valves fitted
on an engine is not to be less than 115 cm2/m3 of the crankcase
net gas volume. Each one of the safety valves required to be fitted, may be replaced by not more than two safety valves of
smaller area, provided that the free area of each valve is not
less than 45 cm2.
304 The crankcase safety valves are to be designed and built

to open quickly at an overpressure of not more than 0.2 bar in
the crankcase and to close quickly and automatically in order
to avoid inrush of air into the crankcase.
305 Ventilation of crankcase and any similar arrangement
must be made so as to avoid a flow of external air within the
crankcase. If a forced extraction of the gases is provided (e.g.
for oil mist detection purposes), the vacuum in the crankcase is
not to exceed 2.5 mbar.
Guidance note:
The oil vapour from the ventilation pipe should preferably be led
to free air.
B 400 Bolt connections

401 The requirements in 400 apply to all important bolt connections such as:
crankshaft bolts (connecting parts of crankshafts and for
flywheel connections)
connecting rod bolts.
For other bolt connections upon request
402 The drawings are to show dimensions, thread type (including rolled or machined), material type and specifications
as well as the tightening procedure and specification.
403 Bolt connections are to be designed to prevent fatigue.
The bolt fatigue strength is to be assessed under due consideration to both stress concentrations and pre-stress.
B 500 Power transmitting parts
501 Crankshafts, connecting rods, crossheads and piston
rods are defined as power transmitting parts. The respective
bearings are also included here.
502 The crankshaft documentation submitted for approval is
to contain drawings with details of fillets, oil holes, surface
roughness and dimensional tolerances for ovality, taper and
parallelism. Furthermore, the material specification is to contain type of material(s), forging or casting method, cleanliness
preferably according to ISO 4967 (applicable for materials
with minimum required tensile strength beyond 800 MPa), mechanical properties, NDT procedures, surface hardening (hardness and depth) of pins, journals and fillets as well as any other
fillet treatment. The allowable crank throw deflections for installation phase as well as the operational phase are to be specified.
503 Requirements and calculation methods for crankshafts
are described in Classification Note 41.3. These methods apply
to solid or semi-built crankshafts of forged or cast steel, and
with each crank throw between main bearings. Other types will
be especially considered on basis of equivalence with the requirements mentioned above.
504 Classification Note 41.3 covers scantling of crankshafts
based on an evaluation of safety against fatigue in the crankpin fillets, journal fillets and in the oil bores. When applicable,
highly stressed areas as for example fillets between offset
crankpins, welds in journals etc. are subject to special consideration.
505 The fatigue criteria used in the Classification Note 41.3
assume that maximum respective minimum bending stresses
occur simultaneously with the maximum respective minimum
torsional stresses. Furthermore, it is assumed that the highest
DET NORSKE V ERITAS
stress concentrations in bending and torsion occur at the same

positions. These assumptions yield results that are somewhat
on the safe side. With these hidden safety factors the required minimum calculated safety factor is 1.15. If properly
documented, evaluation of fatigue under multi-axial stress
conditions and with rotating principal stress axis may replace
the criteria applied. However, the required safety factor would
then be subject to special consideration, see also Ch.2 Sec.3
A103.
506 Classification Note 41.3 also contains requirements for
safety versus slippage of semi-built crankshafts. (Fully built
crankshafts will be considered on basis of equivalence with
these requirements.) The required minimum safety factor
against slippage is 2.0. This is valid for the highest peak torque
in the crankshaft and also taking the shrink fitting procedure
into account. The maximum shrinkage amount is limited by
the permissible amount of plastification of the web and journal
materials.
507 For direct coupled propulsion engines (i.e. no elastic
coupling) in ships strengthened for navigation in ice, the
crankshaft and the crankshaft bolts are to be designed for the
ice impact torques. The procedure for calculation of the applicable impact torque is given in Pt.5 Ch.1. The applicable impact torque is additional to the engine vibration torque and is
of special importance for the safety against slippage.
508 The connecting rod drawings are to specify the material
properties and NDT including acceptance levels. Repair welding of connecting rods is subject to special approval, see also
A204.
509 Crossheads including gudgeon pin and guides are to be
documented with drawings specifying material type and properties, surface roughness and required alignment (for information only).
B 600 Hydraulic valve operation
601 For engines with hydraulic lift valves, an arrangement
drawing is to be submitted. Double piping or shielding including both end connections is required.
B 700 Fuel oil system
701 The drawings are to describe all pipes (including the
low-pressure pipes) and pressurised components (engine side)
as well as specifying the various maximum pressures in these.
702 All external high pressure fuel delivery lines between
the high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel
from a high pressure line failure. A jacketed pipe incorporates
an outer pipe into which the high pressure fuel pipe is placed
forming a permanent assembly. The jacketed piping system
shall include a means for collection of leakage and arrangements shall be provided for an alarm to be given, in the case of
a fuel line failure.
703 Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil spray or oil leakage onto
hot surfaces, into machinery air intakes, or other sources of ignition. The number of joints in such piping shall be kept to a
minimum.
B 800
Charge air system and cooler
801 The charge air system is to be designed to prevent water

entering the engine. Water draining from a cooler leakage shall
be possible.
Guidance note:
A hole in the bottom may be sufficient.
802 In 2-stroke engines, charge air spaces in open connection to the cylinders are to be fitted with:
safety valves which are to open quickly in case of an overpressure

a connection to an approved fire-extinguishing system that
is entirely separate from the fire-extinguishing system of
the engine room.
B 900 Starting air system
901 A system drawing showing all the protective devices, including details (dimensions and material properties) of pipes
and valves, is to be submitted.
902 The design is to prevent combustion gases from entering
the starting air system in case of malfunctioning of the starting
valves.
Guidance note:
This may be arranged by means of an isolating non-return valve
or equivalent at the starting air supply connection to each engine
and a bursting disc or flame arrestors at the supply inlet to the
starting air manifold.
903 The pipes and valves, including the non-return valve, are
to be designed to withstand the possible back pressure if a
starting valve remains open.
B 1000 Lubrication
1001 The lubrication oil pump intakes are to be arranged to
ensure that no air suction takes place under the worst operating
conditions such as maximum list, roll, pitching etc. as defined
in Ch.1 Sec.3 B.
B 1100 Fire protection
1101 All exposed surfaces are to be kept below the maximum permissible temperature given in Ch.1 Sec.3.
Surfaces that reach higher temperatures are to be insulated or
equivalently protected so that flammable fluids hitting the surface cannot be ignited.
B 1200 Turbocharger
1201 Turbochargers are to be type approved (see also A104)
based on:
cross sectional drawing with principal dimensions

drawings of the rotating parts
welding details of the rotating parts, if applicable
material specification of rotating parts including evaluation of the material properties versus the temperature it
will be exposed to
operational data and limitations, at least:
maximum continuous r.p.m.
maximum allowable temperatures (air and exhaust)
maximum allowable list and trim (degrees), pitch and
roll (degrees) and acceleration
maximum allowable vibration level
operation manual
compressor performance chart for the turbocharger to be
tested
type test.
1202 The turbocharger is to be specified to operate under the
conditions given in Ch.1 Sec.3 B200.
1203 The materials in the rotating parts are to be able to
withstand the stresses and strains and temperatures to which
they will be exposed.
For turbochargers intended for a group of cylinders in excess
of 2500 kW, this is to be documented by analyses of stresses
and strains and temperatures in the rotating parts and lifetime
calculations of these parts:
DET NORSKE VERITAS
a) The calculations are to be based on low cycle fatigue, high

cycle fatigue and creep-rupture analyses as applicable and
they are to cover the limits of operation (see Guidance
note). As an alternative, reliability documented by testing
may be accepted. The testing is at least to include overspeed tests and endurance (life cycle) tests.
b) The requirements for testing, documentation and acceptance criteria are to be approved by the Society. For a generic range of turbochargers, the calculations are as a
minimum to include one large and one small, and the testing requirements apply to one selected size.
For turbochargers intended for a group of cylinders less than
2500 kW, a reduced extent of the above calculations may be
accepted.
Guidance note:
The limits of operation are the operating conditions in which the
(cyclic) stress range or strain range is maximum, i.e. which contribute to largest accumulated damage or shortest life, based on
the criteria above and combined with temperature effect. Typical
limits are maximum permissible speed, maximum permissible
turbine inlet temperature, maximum permissible compressor inlet (or ambient) temperature for steady state operation and maximum permissible rates of acceleration and deceleration during
start-up and shutdown operation. The limits of operation shall include any combination of the above which are realistic operating
conditions, see also Ch.1 Sec.3 B200. Load profile definition is
to be specified and documented.
1204 The type test for a generic range of turbochargers, may

be carried out at either an engine (for which the turbocharger
is foreseen) or in a test rig where the real running condition can
be simulated.
Before the test, acceptance criteria for the following component conditions are to be agreed upon:
rotor expansion (outer and inner diameters)

radial and axial clearances
NDT of all rotating parts
bearing conditions.
B 1300 Auxiliary blower

1301 All single propulsion 2-stroke engines to be fitted with
at least two auxiliary blowers.
1302 For single propulsion 2-stroke engines with only one
turbocharger and intended for driving a fixed pitch propeller,
the auxiliary blowers are to have a capacity sufficient to run the
engine continuously with a speed (r.p.m.) of approximately
40% of full speed along the theoretical propeller curve.
1303 The engine speed at which the auxiliary blowers are
stopped is to be selected under consideration of the necessity
of passing quickly through a barred speed range, see G400.
B 1400 Vibration dampers
1401 Axial vibration dampers are to be documented by
means of a sectional drawing and a system description of the
adjustment.
1402 For torsional vibration dampers the following requirements apply:
a) Subcontracted dampers of standard design (including design concept) are to be type approved, see also Ch.2 Sec.2
B103.
b) Dampers of tailor made (unique) design may be case by
case approved.
c) Dampers produced by the engine manufacturer are to be
type approved either as a separate product or as a part of
the engine.
1403 The drawings of torsional vibration dampers are to
specify all details which deal with the functions and limitations
of the damper.
As part of the type test, the turbocharger is to be subjected to

200 to 500 load cycles at the limits of operation (see Guidance
note to 1203).
The vibration level is to be measured and recorded. The submitted compressor chart is to be verified. The result is to be
within the makers specification.
The extent of the DNV surveyors presence is to be decided by
DNV in consultation with the maker before the test.
The type test is to be completed by a hot running test at maximum permissible speed and maximum permissible temperature. The duration is to be at least one hour and the test is to be
witnessed by a DNV surveyor.
After the test, the turbocharger is to be opened for examination.
The type test report, which includes the test objectives, procedures, acceptance criteria, results and conclusions, is to be submitted for approval.
1205 For propulsion installations, whose engine power is
above 2.5 MW, the turbocharger is to be able to supply the airflow (volume and pressure) for the engine as specified by the
engine manufacturer. The margin 1) against surging is to be at
least:
10% for normal operating conditions or according to engine designers specification
> 0 for all permissible operation modes with misfiring in
one cylinder.
1)
1206 The turbocharger chosen for a specific engine is to be

able to operate continuously (100% of the time) at the rated
(certified) power as well as for any specified intermittent overload. This requirement applies in all other foreseen operating
conditions as e.g. with controllable pitch propellers utilising
higher pitch than nominal when running at reduced speeds.
The margin is defined as the horizontal distance (constant pressure) to the

surge line in a pressure-mass-flow chart.
For spring tuned dampers the spring materials and properties

are to be specified.
For rubber and silicone type dampers in general and for some
steel spring dampers the dynamic properties are to be documented by means of relevant type testing (e.g. in stationary or
rotating pulsators where torque and twist are plotted).
1404 Torsional vibration dampers are to be specified with regard to damping, stiffness, permissible vibration level and heat
load properties as functions of their main influence parameters.
The tolerances of the damping and stiffness and the limitations
of the influence parameters are also to be specified.
1405 The inspection and service intervals are to be specified
by the manufacturer. The permissible limits for wear (spring
tuned dampers), rubber and silicone condition, oil viscosity
(viscous dampers), oil pressure (if oil supplied), etc. are to be
specified.
1406 Spring tuned dampers are to be designed to avoid fretting in vital elements. For such dampers the springs are to be
designed with a minimum safety factor of 2.0 against fatigue.
For designs where fretting in vital elements cannot be excluded, these elements are to be subjected to fatigue type testing.
Stress levels and number of stress cycles will be especially
considered, leading to specific intervals for either inspection or
torsional vibration measurements. If the latter is selected, acceptance criteria are to be approved.
B 1500 Type testing
1501 Upon finalisation of every new type of engine (or modified, see 108), one engine is to be presented for type testing.
DET NORSKE V ERITAS
1502 As mentioned in 100, the type testing might also serve

partly the purpose of design documentation. A type test program can be established to verify a certain fitness for purpose,
as e.g. frequent start - full load - stop sequences.
1503 The complete type testing program is subject to approval. The extent of presence by a surveyor should be agreed
in each case. Testing prior to the official type testing (Stage B
and C as described in 1700), is also considered as a part of the
total type testing.
1504 Type testing is normally made for only one engine with
a certain number of cylinders and considered representative for
that type of engine ranging from a minimum to a maximum
number of cylinders. However, for certain number of cylinders
such items as axial crankshaft vibration, torsional vibration in
camshaft drives, etc. may vary considerably from the selected
engine for type testing. If found necessary, additional type tests
to cover for such items may be postponed to the workshop testing or shipboard testing.
1505 The type testing should preferably be made with the
kind of fuel oil for which the engine is intended. However, for
engines intended for running on heavy fuel oil, the verification
of the engines suitability for this may be postponed to the sea
trial.
1506 If no special fitness for purpose testing or design documentation testing apply, the type test program is to be arranged
as given in 1700 and 1800.
B 1600 Type testing data collection
1601 All relevant equipment for safety of personnel is to be
operational during the type testing.
1602 The following external particulars are to be recorded:
ambient air temperature

ambient air pressure
atmospheric humidity
external cooling water temperature
fuel and lubrication oil characteristics.
The type test is subdivided into three stages:

Stage A - Internal tests
Functional tests and collection of operating values including
test hours. The relevant results are to be presented to attending
surveyor during the type test. Testing hours of components that
are to be inspected after the type test, are to be stated.
Stage B - Type test
Type test in the presence of a surveyor.
Stage C - Component inspection
Component inspections by attending surveyor after completion of the test program.
The engine designer is to compile results in a type test report,
which are to be submitted for approval. If deviation from design specifications exists, this will be subject to discussions between the engine designer and the Society.
1702 Stage A - Internal tests
During the internal tests the engine is to be operated at the load
points important for the engine designer and the pertaining operating values are to be recorded. If an engine can be satisfactorily operated at all load points without using cylinder
lubricators, this is to be verified.
At least the following conditions are to be tested:
1) Normal case
At least the following conditions are to be tested:
the load points 25%, 50%, 75%, 100% and 110% of the
maximum rated power:
i)
1603 As a minimum the following engine data are to be

measured and recorded:
been informed about the nature and extent of investigations carried out during the pre-production stages.
engine r.p.m.
torque
maximum combustion pressure for each cylinder
compression pressure
mean indicated pressure for each cylinder
lubrication oil pressure and temperature
cooling water pressure and temperatures
exhaust gas temperature before and after turbine and,
where required (see E400 and E600), from each cylinder.
To be measured also if installed due to manufacturers minimum sensor delivery
exhaust gas pressure before turbine
r.p.m. of turbocharger (applicable when the turbocharger
serves a group of cylinders > 1 000 kW)
charging air pressure
charging air temperature before and after cooler
jacket cooling temperature
piston cooling temperature (in case of separate cooling
medium).
B 1700 Type testing program

1701 Unless otherwise approved (see 1500), the following
assumptions apply:
the investigations and measurements required for reliable
engine operation have been carried out during internal
tests by the engine manufacturer
the acceptance has been obtained for the engine in question based on documentation requested and the Society has
along the normal (theoretical) propeller curve and at

constant speed for propulsion engines (if applicable
mode of operation)
ii) at constant speed for engines intended for generators
sets including no load and full speed
the limit points of the permissible operating range. These
limit points are to be defined by the engine manufacturer.
2) Emergency operating situations
For turbocharged engines the achievable continuous output is
to be determined in the case of turbocharger damage:
a) Engines with one turbocharger, when the rotor is blocked
or blanked off. Engines intended for single propulsion
with fixed pitch propellers are to be able to run continuously at a speed (r.p.m.) of approximately 40% of full
speed along the theoretical propeller curve.
b) Engines with two or more turbochargers, when one turbocharger is blocked or blanked off.
1703 Stage B - Type test
During the type test, the tests listed below are to be carried out
in the presence of a surveyor. The achieved results are to be recorded and signed by the attending surveyor after the type test
is completed.
1) Load points
The engine is to be operated according to the power and speed
diagram (see Fig.1). The data to be measured and recorded
when testing the engine at the various load points is to include
all major parameters for the engine operation (see also 1500).
The operating time per load point depends on the engine size
(achievement of steady state condition) and on the time for collection of the operating values. Normally, an operating time of
0.5 to 1 hour can be assumed per load point.
DET NORSKE VERITAS
The measured maximum pressures, mean indicated pressures,

exhaust temperatures and compression pressures are to be corrected to ISO conditions.
a) The corrected maximum pressure is not to exceed the approved maximum value
b) At the maximum continuous rating, the maximum pressure in the various cylinders is not to vary more than permitted by the engine designer, alternatively 3% of the
maximum permissible value where no design specification applies
c) The corrected maximum average exhaust temperature is
not to exceed the specified limit.
d) The functioning of the charge air cooler drain is to be
checked
e) The functioning of the cylinder lubricators is to be randomly checked
f) The jacket cooling and the piston cooling (when applicable) medium temperatures are to be checked versus engine
specifications.
2) Emergency operations
Maximum achievable power when:
operating along the nominal propeller curve
operating with constant governor setting for rated speed
under conditions as stated in 1702 2).
3) Functional tests
a) Demonstration of reversing for reversible engines.
b) Testing the safety system to the extent as integrated in the
engine design (e.g. overspeed trip device).
Guidance note:
For engines intended to be used for emergency services, supplementary tests according to the regulations of the flag Administration may be required.
Fig. 2
Load points
The load points are:

rated power, i.e. 100% output at 100% torque and 100%
speed corresponding to load point 1
100% power at maximum permissible speed corresponding to load point 2
maximum permissible torque (normally 110%) at 100%
speed corresponding to load at point 3, or maximum permissible power (normally 110%) and speed according to
nominal propeller curve corresponding to load point 3a.
Load point 3a applies to engines only driving fixed pitch
propellers or water jets. Load point 3 applies to all other
purposes
minimum permissible speed at 100% torque, corresponding to load point 4
minimum permissible speed at 90% torque corresponding
to load point 5
part loads e.g. 75%, 50% and 25% of rated power and
speed according to nominal propeller curve corresponding
to points 6, 7 and 8 and at rated speed corresponding to
points 9, 10 and 11.
At the power levels specified above all the data listed in 1602
are to be recorded.
1704 Stage C - Component inspection

The crankshaft deflections are to be measured in the specified
(by designer) condition (except for small engines where no
specification exists).
After the test run the components of one cylinder for in-line engines and two cylinders for V-engines are to be presented for
inspection as follows:
piston removed and dismantled

crosshead bearing dismantled
guide planes
crankpin bearing and main bearing dismantled (special attention to serrations)
cylinder liner in the installed condition
cylinder head, valves disassembled
control gear, camshaft and crankcase with opened covers.
If deemed necessary by the surveyor, further dismantling of
the engine may be required.
B 1800 Type testing of engines for high speed, light craft
and naval surface craft
1801 In addition to the type testing required in 1700, the requirements in 1802 and 1803 apply for engines for HS, LC and
NSC with the specified overload permitted for intermittent use.
1802 The load point 110% in 1700 is to be replaced with a
load that is 10% (of the maximum continuous rated power)
above the specified overload.
DET NORSKE V ERITAS
1803 Engines intended for water jet propulsion (that may

suffer a sudden load shed) are to be tested up to the maximum
permissible r.p.m. (see also E302). After the test, all components that may have been adversely affected by this speed,
such as crankpin bearings and bolts etc., are to be inspected.
304 Crankcase safety valves are to be tested and inspected

according to engine design specification.
General
101 The certification principles are described in Ch.2 Sec.2.

The principles of manufacturing survey arrangement (MSA) is
described in Ch.2 Sec.2 C100.
Guidance note:
It is advised to establish an MSA with sub-suppliers delivering
materials or parts mentioned in 200 and 300. This applies also to
those documented by work certificate (W) and test report (TR),
and should at least verify that the premises for using W and TR
are fulfilled.
102 Material documentation is described in Ch.2 Sec.4 and

Sec.5.
103 All specifications of welding procedures are to be qualified according to a recognised standard or the rules of the Society.
C 200
Certification of parts
201 Engine parts, semi-products or materials are to be documented according to Table C1 and 300 if not otherwise agreed.
This applies independent of being supplied by subcontractors
or produced by the engine manufacturer. In 300 the inspection
and testing mentioned in Table C1 are described in more detail.
The extent in Table C1 may be reduced according to an agreement with the manufacturer. This agreement should preferably
be arranged in connection with type approval of the engine,
and be settled in a MSA.
Guidance note:
Spare parts for ships in operation:
For general principles, see Ch.2 Sec.2 A102 (Guidance note).
In addition the following requirements should apply for diesel
engines:
To item 2:
The actual part should be produced by a manufacturer authorised by the engine designer or the designer's licensee.
305 Crankshaft bolts (between crankshaft parts) and connecting rod bolts are to be tested, inspected and documented
with regard to:
chemical composition of the material
mechanical properties
crack detection.
306 Crankshafts are to be tested, inspected and documented
with regard to:

forging method (not applicable if cast)
repair welding if applicable
mechanical properties of the material
ultrasonic testing
surface hardening
fillet treatment, i.e. surface hardening and rolling or peening
crack detection by MPI or dye penetrant in web fillets, oil
hole fillets, pin and journal surfaces
dimensions such as shrinkage tolerance, ovality and parallelism for semi-built crankshafts and fillet radii generally
surface finish.
307 Connecting rods are to be tested, inspected and documented with regard to:

ultrasonic testing and crack detection
repair welding (if applicable)
check of contact in serrations (if applicable).
308 For crosshead engines the crossheads, are to be tested

and documented with regard to:
mechanical properties of the material.
309 Cylinder heads and cylinder liners are to be tested and
documented with regard to:
To item 3:
If the part is produced by a manufacturer not authorised by
the engine designer or the designer's licensee, DNV may
carry out inspections according to Table C1 and issue a report confirming this. However, this inspection report will
not cover design approval and testing as a part of the engine.
It is the operator's responsibility to evaluate and take the
necessary precautions to see that the parts are fit for their intended use.

ultrasonic examination (steel cylinder heads only)
crack detection
hydraulic testing for leakage of cooling space to the working pressure.
310 Piston crowns for propulsion engines are to be tested and

documented with regard to:
C 300

ultrasonic testing of welds and cast parts
crack detection of welds by MPI or dye penetrant
alignment protocol reviewed by the surveyor.
303 Cylinder or engine block, cylinder jacket or frame and

exhaust valve housings are to be hydraulically tested for leakage at the working pressure of the cooling medium.
C. Inspection and Testing

C 100
Testing and inspection of parts
301 The inspection and testing described in 300 provide

more details to the requirements of Table C1.
302 Bedplates, framebox and columns are to be tested, inspected and documented with regard to:

ultrasonic testing if welded
crack detection in ring grooves
hydraulic testing of complete piston assembly for leakage
of cooling space to the working pressure.
DET NORSKE VERITAS
311 The air cooler (water side) is to be hydraulically tested

for leakage at the working pressure.
Table C1 Requirements for testing, inspection and certification
Component
Type of
Product
Material
engine
certificate
certificate
Bedplates 4)
Propulsion
NV
NV
engines
Framebox and columns
Propulsion
NV
NV
engines
Engine block
All
Crankcase
All
safety valves
Cylinder jacket and
Propulsion
frame
engines
Exhaust valve housing
Propulsion
engines
Bolts for crankshaft and All
W
connecting rod
Crankshaft
All
NV
NV
Connecting rod, forged
All
NV
Connecting rod, cast
All
NV
NV
Crosshead
Crosshead
NV
propulsion
engines
Cylinder head
All
NV
Cylinder liners
Propulsion
W
engines
Piston crown
Propulsion
W
engines
All
Air cooler 5)
Fuel oil piping including All
common rail 5)
Turbocharger
Supplying
cylinder
groups
> 1000 kW
Torsional vibration
dampers (spring tuned)
1)
All
NV when
> 2500 kW
W when
< 2500 kW
Crack
detection 1)
NV 2)
NV 2)
Hydraulic
testing
Dimensional
inspection
Other
See 302
See 302
W
TR
See 303
See 304
See 303
See 303
See 305
W
W
W
NV
W
NV
W
W
W 3)
W
See 309
See 309
W4)
W6)
See 310
W (water
side)
See 311
TR
TR 2)
Rotating
parts: NV
when
> 2500 kW,
W when
< 2500 kW
NV
TR 2)
See 306
See 307
See 307
See 308
See 312
W
NV if caseby-case approved
See 313
See 314
As per approved specification.
2)
Of cast parts and welds.
3)
If cast.
4)
If welded or repair welded.
5)
If delivered integral with the diesel engine.
6)
Of complete piston.
312 Fuel oil piping (high pressure, return pipes and low pressure) is to be tested, inspected and documented with regard to:
Ultrasonic
testing
W

ultrasonic testing of welds
crack detection.
For common rail systems the above requirements are also valid
for the control oil side.
313 Turbochargers supplying groups of cylinders in excess
of 1000 kW are to be tested, inspected and documented with
regard to:
chemical composition of the material of rotating parts 1)
mechanical properties of the material of a representative
specimen for the rotating parts1) or, in special cases, documentation of heat treatment (temperature time diagrams)
NDT of rotating parts 1) (upon request)
crack detection
dimensional inspection of rotating parts 1) (before assembly)
dynamic balancing of rotating parts 1) separately as well as
complete rotating assembly
overspeed test 2) of all compressor wheels with a duration
of 3 minutes at 20% above the maximum speed at room
temperature, or 10% above the maximum speed at maximum permissible temperature
compressor chart.
In addition, the following test to be carried out:
Running test for each unit during 20 minutes at maximum
speed and ambient temperature.
If the turbocharger can be tested on the engine for which it is
intended for, the running test can be replaced by a test run of
20 minutes at an overload corresponding to 110% of maximum
continuous rating for the applicable engine.
DET NORSKE V ERITAS
1)
Rotating parts are turbine, compressor wheels and shaft.
2)
If each forged compressor wheel is individually controlled by an approved non-destructive method, the overspeed test may be waived except
for the wheel of the type test unit. For wheels without a bore, the overspeed test may be omitted.
Work certificate (W) is required when supplying cylinder

groups less than 2500 kW.
DNV certificate (NV) is required when supplying cylinder
groups greater than 2500 kW.
314 Spring tuned torsional vibration dampers are to be tested, inspected and documented as stated in the approved specification, see also B1400.
315 Ancillaries not covered by Table C1 such as pumps,
electric motors, coolers, piping, filters, valves, etc. that are delivered as integral parts of the fuel oil, lubrication, hydraulic
and pneumatic operation and cooling systems on the engine,
are to be checked by the engine manufacturers quality system,
as found relevant.
C 400 Inspection during assembly
401 Shielding of fuel oil piping is to be inspected by the surveyor.
402 Insulation of all surfaces expected to reach 220C are to
be inspected by the surveyor if the engine is delivered with insulation.
403 For propulsion engines the alignment of the bedplate,
the crankshaft (by deflection readings), the crossheads, guides
and the pistons are to be inspected by the surveyor.
404 For propulsion engines, tightening of bolts for main and
crankpin bearings is to be randomly checked by the surveyor.
405 For propulsion engines with main thrust bearings integral with the engine, the clearance is to be documented.
406 A signboard is to be fitted in a clearly visible position on
each engine, warning against opening of a crankcase for a specific period of time after shutdown due to overheating. The
time is to be sufficient to permit adequate cooling after stopping the engine. The notice is also to warn against restarting of
an overheated engine until the cause of overheating has been
found.
D. Workshop Testing
D 100 Application
101 All relevant equipment for safety of personnel is to be
operational during the workshop testing.
102 Each engine to be certified shall be tested in the workshop. The purpose of the workshop testing is to verify the design premises such as performance, safety (against fire),
adherence to maximum pressure, functionality, product quality
and further to establish reference values or base lines for later
reference in the operational phase.
103 For case by case approved engines the workshop testing
may be extended up to the full type testing if found necessary
by the Society.
104 The engine manufacturer is to compile all results in a test
protocol that is to be signed by the attending surveyor and submit it to the Society for later reference.
105 After the required workshop testing, engines are to be
blocked for output beyond the approved maximum rating, i.e.
either the maximum continuous rating or the specified overload permitted for intermittent use. The setting of the blocking
is to be made as applicable for the intended fuel. i.e. if an engine is intended for running on heavy fuel oil during the sea trial, the blocking after a workshop test on light diesel oil is to be
set in accordance with the theoretical correlation between
these fuel oils. If the sea trial full load testing will be made on
light diesel oil, and the service is intended for heavy fuel oil,
the blocking is to be made after the sea trial testing.
D 200 General engine tests
201 All measurements at the various ratings are to be made
at steady operating conditions unless otherwise stated.

atmospheric humidity
external cooling water temperature
fuel and lubrication oil characteristics.
203 The measured maximum pressures, exhaust temperatures, charge air pressure and compression pressures are to be
corrected to ISO conditions. This is to enable comparisons
with approved values and measurements in the operation
phase.
204 As a minimum the engine is to be run for 30 minutes at
its maximum continuous rating.
205 Unless otherwise approved, the maximum pressure is to
be recorded for each cylinder at maximum continuous rating.
It shall not exceed the maximum permissible value nor vary
more than permitted by the engine designer, alternatively 3%
of the maximum permissible value where no design specification applies.
206 During testing, the engine is to be checked visually for
leakage of fuel and lubrication oils.
207 The turbocharger system is to be checked with fuel shut
off (misfiring) in one cylinder when running at the maximum
permissible load for misfiring condition. There is not to be any
continuous surging. See B1205. This test may be waived if
successfully tested on identical engine and turbocharger.
208 The safety systems to the extent as integrated in the engine design, is to be tested (e.g. a mechanical overspeed trip
device).
D 300 Testing of propulsion engines
301 The testing described in 300 apply to propulsion engines
in addition to 200.
302 The engine is to be tested at the following power levels
(given in percentage of MCR):
50%, 75%, 90%, 100% and 110%, according to the following
(whichever is applicable):
a) The propeller curve based on the propeller law
This applies if driving a fixed pitch propeller, water jet or controllable pitch propeller with variable r.p.m. and pitch limited
(or permitted) to nominal value.
Or:
b) The modified propeller curve
This applies if driving a controllable pitch propeller that
is intended to use a higher pitch than the nominal when
running at reduced r.p.m. In this case, the load point with
lowest r.p.m. at 100% of maximum continuous rated
torque is to be added
has a combinator pitch control using reduced pitch at lower speeds. In this case the pitch limitations have to be stated on a signboard for the purpose of manual operation.
Or:
c) At constant speed
This applies if driving a controllable pitch propeller with constant speed or a generator for propulsion.
DET NORSKE VERITAS
303 For HS, LC and NSC the test point at 110% of maximum
continuous rating is replaced with a test point 10% (of the maximum continuous power) above the specified overload permitted for intermittent use.
304 At the power levels specified in 302 the following data
is to be recorded:
charge air temperature

charge air pressure
turbocharger r.p.m., when applicable, see Table E1
exhaust gas temperature before turbine and, where required (see Table E1), from each cylinder. To be measured
also if installed due to the manufacturers minimum sensor
delivery, and to be in accordance with manufacturers
specification.
305 For reversible engines the ability of starting astern is to

be demonstrated.
306 The function of water drain from the charge air system
is to be checked.
307 The function of the cylinder lubricators is to be randomly checked.
308 The jacket cooling and the piston cooling medium temperatures (when applicable) are to be checked versus engine
specifications.
309 For plants with water jet the speed control system is to
be checked with a sudden load shed from the maximum continuous power to zero load. The engine overspeed is not to release the overspeed protective device. This applies to all
engines where the overspeed trip is set less than 15% above the
rated speed for continuous power. This applies to all single engine plants regardless of overspeed trip setting.
D 400
401
Testing of engines for auxiliary generating sets

The testing described in 400 is additional to 200.
402 The engine is to be tested at the following power levels

(given in percentage of MCR):
50%, 75%, 90%, 100% and 110%, at constant speed.
403 The overspeed protective device is to be tested. It is to
trip the engine prior to the maximum permissible speed. The
speed governor is to be tested with the maximum relevant load
shed without tripping due to overspeed. For generating sets
tested as a unit, the load shed is to be instantaneous from 100%
of maximum continuous rated torque to zero torque. If the engine is tested on a waterbrake this load-shed test may be postponed to testing on board.
D 500
Opening up after testing
501 If nothing else is specified in a manufacturing survey arrangement, the requirements in 502 to 505 apply.
502
All inspection covers are to be opened.
503 The crankshaft deflections are to be checked according

to the manufacturers specification. The condition (hot or cold)
is to be noted on the record.
504
For propulsion engines the following items apply:
without surface hardened camshaft drive train, the drive

train is to be checked
cams and cam rollers are to be checked randomly
one piston is to be removed for inspection of the unit
one crosshead with bearing and guide to be checked
one crankpin bearing is to be checked. In the case of serration, a thorough check for fretting is to be carried out
one cylinder head is to be checked visually, valves disassembled and with NDT on indication of cracks
one main bearing is to be checked.
If deemed necessary by the surveyor, further dismantling of
the engine may be required.
505 For engines driving auxiliaries the extent of random
checks of components to be presented for inspection after the
workshop trials, is to be agreed with the surveyor.
E. Control, Alarm, Safety Functions and Indication

E 100
General
101 The requirements in E are additional to those given in

Ch.9.
102 A list of all alarm levels (1 and 2) and delay times (if applicable) is to be submitted for approval.
103 Alarms (level 1) and start of standby pumps are to be
without delay, other than those necessary to filter normal parameter fluctuations, if not otherwise approved.
E 200
Speed governing
201 All engines are to be fitted with a speed governor so adjusted that the engine speed cannot continuously exceed the
rated speed by more than 10%.
E 300
Overspeed protection
301 A separate overspeed protective device is required. The

overspeed protective device may be substituted by an extra
speed governor that is completely independent of the first governor.
302 Activation of the overspeed protection device is to cause
either engine shutdown or idling at a low speed. This applies
to both systems if the overspeed protection device is substituted by an extra speed governor.
303 The overspeed protective device is to be adjusted to ensure that the engine speed cannot exceed the maximum permissible speed as determined by the design.
304 For engines operating in environments where ingestion
of gas is possible, an additional device is required that automatically shuts the air inlet in case of overspeed. For engines
with turbochargers that can suffer overspeed due to a sudden
shut of air intake, the shutting device should be between the
turbocharger and the engine.
E 400 Instrumentation and alarms for propulsion
engines
401 All single propulsion engines are to fulfil the following
requirements. If there are more than two propulsion engines,
and no additional class notation as E0, the requirements may
be reduced subject to special considerations.
402 The propulsion engines are to be fitted with instrumentation and alarms to prevent engine deterioration that will not
be obvious to the crew and that may result in loss of propul-
DET NORSKE V ERITAS
sion. Instrumentation and alarms are required according to Table E1 if not otherwise approved.
Table E1 Instrumentation and alarms for propulsion engines
Valid
for
engine
type 1)
System
Item
Engine
R.p.m.
C, T
R.p.m. 3)
C, T
Lubrication oil inlet pressure
C, T
Turbocharger
Scavenge air
Exhaust gas
Fuel oil
Double and
shielded pipes
Cylinder cooling medium
Piston cooling
medium
Lubrication of
bearings
Crankcase explosive conditions 7)
Main thrust
bearing
Chain tension
Indication
Alarm at
level 1
Exhaust gas temperature before turbine 4)

Exhaust temperature each cylinder 5)
C, T
C, T
Local
Remote
Remote
Local
Remote
Local
Remote
Remote
Remote
Exhaust temperature each cylinder, deviation

from average 5)
C, T
Remote
Large deviation
Fuel oil pressure after filter (engine inlet)

Leakage, all double and shielded pipes for fuel
and valve operation
Cylinder cooling inlet pressure
Cylinder cooling outlet temperature, each
cylinder 9)
C, T
Remote
Low
Expansion tank level
C, T
Receiver temperature
C, T
High
If separate, forced
lubrication
Low
High
High
High
X
X
X
Remote
Low 6)
C, T
Remote
High
Piston coolant flow outlet, each cylinder
Lubrication oil inlet temperature, all inlets
C, T
Lubrication oil inlet pressure, all inlets
C, T
Crankcase protection 8)
C, T
Thrust bearing metal temperature

C
C, T
Local
Remote
Local
Remote
Local
Remote
Local
Remote
Local
Remote
Low 6)
Low
High
Low 6)
X and
shutdown
Local
Remote
High
Remote
High
Local
Remote
C = Crosshead engine, T = Trunk engines.
2)
Action means either slow down (r.p.m. reduction) or load reduction (e.g. pitch reduction), whichever is relevant.
Applicable when the turbocharger serves a group of cylinders > 1000 kW.
4)
If no individual exhaust gas temperature for each cylinder.
Action at level 2 depends

on permissible misfiring
condition
Low
1)
3)
Fire detection
Leakage
C, T
Piston coolant pressure inlet (common)
Position feeler
Engine overspeed protection
Action 2)
with
Comments
alarm at
level 2
If applicable
Slow down or shutdown
5)
Individual exhaust temperature when cylinder power > 130 kW.
6)
Automatic start of standby pump.
7)
Applicable to engines with cylinder diameter 200 mm.
8)
For trunk engines: a) Oil mist concentration or b) Temperature monitoring of main- and crank bearings or c) Oil splash temperature deviation or d) Crank
case pressure combined with metal particle detection (shunt to filter)
For crosshead engines: a) Oil mist concentration or b) Temperature monitoring of main-, crank- and crosshead bearings, plus pressure monitoring of crankcase. Pressure monitoring in each crankcase compartment if separated. Metal particle detector (shunt to filter) may be accepted as alternative to pressure
monitoring.
9)
If individual stop valves are fitted for the cylinder jackets. Otherwise main outlet.
E 500
Speed governing of diesel generator sets
E 600
501 For requirements concerning the speed governing of diesel generator sets, see Ch.2 Sec.6.
Instrumentation and alarms on auxiliary engines
601 Instrumentation and alarms for auxiliary engines are required according to Table E2 if not otherwise approved.
DET NORSKE VERITAS
Table E2 Instrumentation and alarms for auxiliary engines

System
Item
Engine
R.p.m.
Turbocharger
R.p.m. 2)
Exhaust gas temperature before turbine 3)
Exhaust temperature each cylinder 4)
Exhaust temperature each cylinder, deviation from
average 4)
Leakage, all double and shielded pipes for fuel and
valve operation
Cooling water outlet temperature
Exhaust gas
Double and
shielded pipes
Indication
Cylinder cooling Cooling water pressure or flow

medium
Expansion tank level
Lubrication oil inlet temperature
Lubrication of
bearings
Crankcase explosive conditions 5)
Local
Remote
Remote
Remote
Remote
Remote
Alarm at
level 1
High
High
High
Large deviation
Leakage
Remote
High
Remote
Low
Local
Remote
Local Remote
Low
X
Automatic start of
standby pump, if
available
High
Local Remote
Low
Crankcase protection 6)
Local
Remote
High
Engine overspeed protection
Remote
Lubrication oil inlet pressure
Action 1) with
alarm at level Comments
2
Automatic start of
X
standby pump, if
and shutdown
available
X
X
Slow-down or shutdown
1)
Action means either automatic slow down (r.p.m. reduction, when not driving a generator) or load reduction, whichever is relevant.
2)
Applicable when the turbocharger serves a group of cylinders > 1000 kW.
3)
If no individual exhaust gas temperature for each cylinder.
4)
Individual exhaust temperature when cylinder power > 130 kW.
5)
Applicable to engines with cylinder diameter 200 mm.
6)
Either a) Oil mist concentration or b) Temperature monitoring of main- and crank bearings or c) Oil splash temperature deviation or d) Crank case pressure
combined with metal particle detection (shunt to filter).
F. Arrangement
F 100
Alignment and reaction forces
101 Direct coupled engines are to be aligned so that the internal bearing reactions within the engine comply with the engine specification.
102 For engines driving generators with one bearing, the
common frame is to have a stiffness that fulfils the requirement
in 101 with regard to bearing reactions. Documentation is to be
submitted upon request.
103 For direct coupled propulsion engines the alignment
specification (see Ch.4 Sec.1 A402) may be required substantiated by shaft alignment calculations, see Ch.4 Sec.1 F400.
104 For engines with elastic couplings the alignment is to be
within the permissible values for the couplings under all relevant driving conditions. This is particularly important for resiliently mounted engines, see 300.
105 For engine plants with elastic coupling, universal joints,
spline connections, tooth couplings, etc. the reaction forces under all relevant driving conditions are to be considered. These
forces are to be within the limits specified by the engine manufacturer.
F 200
Rigid mounting
201 For mounting on epoxy, the surface pressure is to be

within the approved values (surface pressure and thickness) for
the applicable epoxy type. The epoxy resin is to be type approved.
202 Metallic chocks are to be at least 20 mm thick. The accuracy of the fit between chocks and bedplate and foundation,
respectively, is to be better than 0.1 mm. Shims or combinations of shims and chocks are not acceptable.
203 The pre-tensioning of the holding down bolts is to be
specified with regard to tightening as well as the method. The
friction forces are to prevent dynamic movements between
bedplate and chocks and epoxy.
204 Side and end stoppers are normally required. They are
regarded as safety devices in case of relative movement between engine and foundation caused by loosened bolts. End
stoppers may be waived if fitted bolts or equivalent solutions
are used.
205 The securing of the engine top stays to the hull structure
is to be designed to avoid cracks at the fastening points.
F 300 Resilient mounting
301 All connections to the engine such as couplings, exhaust
pipes, fuel pipes, lubrication oil and cooling water connections
are to be designed for the maximum possible engine movements as limited by dual characteristic mounts or stoppers. For
determination of dynamic movements, see G600.
302 The elastic mounts are to be able to support the mass of
the engine, the reaction forces due to engine torque, the maximum environmental conditions as list and trim (see Ch.1 Sec.3
B200), and the dynamic loads (see G600) without exceeding
the approved specification.
303 The static positions of the engine on the elastic mounts
are to be calculated under consideration of the static loads given in 302.
DET NORSKE V ERITAS
304 Excessive (static and dynamic) movements are to be

prevented either by dual characteristic mounts or by stoppers.
Excessive movements are movements beyond those expected
and determined in 303 and G600. Under the running conditions considered in G, the stoppers are not to be reached. For
dual characteristic mounts the second level may be utilised
provided that this is foreseen in the dynamic analysis and with
regard to the vibration isolation of the engine as well as the engines compatibility with the resulting accelerations.
F 400
Exhaust pipes
401 Where exhaust pipes are led overboard near the water
line, means are to be provided to avoid the possibility of water
entering the engine.
402 Exhaust pipes from several engines are not to be connected, but are to have separate outlets, unless precautions are
taken to prevent the return of exhaust gases to a stopped engine.
F 500
501
(mean torque T). In such cases the mean torque used in various
fatigue criteria is to be replaced with the average torque.
Lubrication and fuel pipes

All flexible pipes and hoses are to be type approved.
502 The lubricating oil drain pipes from the engine sump to
the system tank are to be submerged at their outlet ends during
all operating conditions as defined in Ch.1. Drain pipes from
different engines are to be laid independently of each other in
order to avoid intercommunication between crankcases.
F 600
Crankcase ventilation pipes
601 Crankcase ventilation pipes from different engines are to

be laid independently of each other in order to prevent intercommunication between crankcases.
Guidance note:
Oil vapour from the ventilation pipes should preferably be led to
free air.
103 Misfiring in a cylinder is defined as no fuel injection.

The compression - expansion cycle is assumed to be maintained under the same charge air pressure as normal.
104 Transient torsional vibration in this context is operations as:
a)
b)
c)
d)
e)
Acceleration or deceleration through a barred speed range.

Starting and stopping operations.
Clutching in.
Short circuit in PTO driven generators.
System instability.
The latter condition is in principle a transient condition even if

it occurs at constant speed because the excitation increases due
to the feedback from the speed governor. However, since this
condition is prohibited (see 303 c), it will not be further mentioned.
G 200 Vibration measurements
201 When vibration measurements are required, the type of
instrumentation, location of pick ups, signal processing method, and the measurement procedure are to be agreed by the Society.
202 A complete report containing results from unfiltered signals (e.g. shaft stresses) as well as processed signals (e.g. frequency analyses) is to be submitted for approval.
G 300 Steady state torsional vibration
301 Extent of calculations
Tv = 0.5 (maximum torque - minimum torque) during a time

interval that covers the period of the lowest order, including
possible beat orders.
a) In A500, some ways to minimise the extent of calculations

are mentioned. The following apply when none of those
options are used.
b) Natural frequency calculations of the complete system are
required. These are to include tables of relative displacement amplitudes and deflection curves, relative inertia torques, vector sums and, if used in their phase angles.
For branched systems where certain branches may be disengaged, natural frequency calculations are only required
for those combinations of disengaged branches which will
yield significantly different vibration modes and natural
frequencies.
For systems with elements (such as non-linear elastic couplings or dampers) that have wide stiffness range within
the relevant operating conditions, natural frequency calculations with at least the maximum and minimum values are
to be made.
c) Forced torsional vibration calculations are required for all
operating conditions where vibration levels are expected
to be higher than 50% of the permissible levels. Driving
conditions to be considered are:
This definition also applies for non-linear vibration and for

synthesised linear vibration where the average torque (which is
the average between the maximum torque and the minimum
torque) differs significantly from the effective driving torque
one cylinder misfiring per engine

for twin engines, both in-phase and anti-phase
for direct coupled engines the whole speed range with
and without misfiring
G. Vibration
G 100
101
n0
n
T0
T
Tv
v
102
Symbols and definitions
The following symbols are used in G:

=
=
=
=
=
=
=
=
r.p.m. at maximum continuous power

r.p.m. at which vibration are considered
speed ratio defined as n/n0
rated torque (at maximum continuous power)
mean torque at n r.p.m.
vibratory torque at n r.p.m.
torsional stress (N/mm2) corresponding to T
torsional stress (N/mm2) corresponding to Tv.
The amplitude of vibratory torque is defined as:
DET NORSKE VERITAS
for multi-branch systems the expected worst combination of engaged branches.

d) For calculation in misfiring condition the misfiring cylinder is to be selected as follows:
for vibration modes and orders with vector sums almost equal zero, any cylinder may be selected
for vibration modes with significant vector sums (e.g.
> 0.1 relative to maximum cylinder amplitude) either
- the cylinder which has the opposite phase angle of
the vector sum should be selected or - calculating all
combinations and presenting the worst.
Guidance note:
The choice of misfiring cylinder should preferably be agreed in
general for each engine type and firing sequence. The selection
may be based on an assumed relative crankshaft deflection from
the free end to the flywheel, for example from unity to 0.9.
e) The normal operation, i.e. engines with a certain imbalance between the cylinders, is considered as a combination
of the ideal and the misfiring condition as:
TV = (TVmisfiring TVideal) z/24 + TVideal
z
= number of cylinders in the engine
f)
302
then the whole calculation may have to be made by iteration.

e) Alternatively to the above mentioned conventional forced
torsional vibration calculation procedure, simulation by
numeric time integration can be used. This is suitable for
determination of vibration outside the engine itself, such
as in couplings and gear meshes. The dependencies mentioned in d) can be built into the procedure and thereby
avoiding iterative calculation. If the natural frequency calculations (of the detailed system) indicate that only a few
lower modes are of importance, then the mass elastic system for numeric simulation can be essentially simplified,
e.g. the engine with flywheel can be described as one
mass, and so on. It is required to verify by natural frequency calculations that the simplified system has approximately the same lower (only the important) frequencies as
the detailed system.
f) If the speed governor influence is to be taken into account
(see 301 f), it is advised to do this by means of numeric
simulation as described above.
g) Engine excitation is to be as realistic as practically possible and is to contain both impulse and phase angle for each
harmonic. The following acceptable methods are mentioned in descending preference:
1) Measured pressure-crank angle data at several speeds
and torques. For fixed pitch plants according to the
propeller law, for controllable pitch plants also for low
pitch combinations. Misfiring (no injection) is to be
included. The gas impulses and phase angles are to be
analysed at each measured condition. For the forced
vibration calculation the necessary excitation data
shall be determined by interpolation and extrapolation
of the analysed measurements and combined with the
calculated excitation due to mass forces.
2) Calculation of pressure-crank angle based on engine
particulars as maximum pressure, mean indicated
pressure, charge air pressure, compression ratio, expansion and compression exponents. From these theoretical pressure diagrams (including misfiring), the
gas impulses and phase angles are to be evaluated and
combined with the mass impulses. This procedure
may be carried out at each single case (r.p.m. and
load) or at larger intervals with interpolation to each
case.
3) Gas impulses with phase angles may be taken from
general (not engine particular) sources and combined
with mass forces. It should be noted that this procedure is considered as far less accurate than the two
first.
For plants with different engines, the vibration response

from each engine is considered as described above, and
then added. For twin engines, the least favourable phase is
considered.
For plants dominated by vibration modes that have insignificant vector sums in the relevant speed range the TVideal
may be assumed to be zero.
Note that the above mentioned way of estimating the normal operating condition is not an obligatory calculation.
Other methods may be considered if they are consistent
with cylinder balance requirements in the operational
phase.
If any vibration condition results in high vibration at the
governor pick up position of flexibly coupled propulsion
engines, evaluation of the torsional vibration system including the speed governor loop should be considered, see
302 f).
Calculation method
a) The plant can be described as a lumped mass system.

Guidance note:
For plants with highly elastic couplings, the branches on the nonexcitation sides of such couplings may be described by few
lumped inertia.
b) The natural frequency calculations can be performed with

matrix methods or Holzer method. For plants with hydrodynamic couplings or torque converters the system may be
considered cut in the fluid provided there is a significant
slip in the coupling.
c) The forced torsional vibration can be calculated by means
of linear differential equations, one for each lumped mass.
Each mass is described by its inertia, connected by torsional springs to adjacent masses, damping described as absolute (mass) damping and relative (shaft) damping, and
excitation applied on mass.
d) The parameters used in vibration calculations are to be
representative for the actual speed, mean torque, frequency, temperature, and vibratory torque. The latter implies
that if an element is strongly dependent on the level of the
vibratory torque and used in a linear vibration calculation,
h) Propeller excitation can be taken as a percentage of the actual mean torque according to Table G1 unless other values are substantiated by the propeller manufacturer.
Table G1 Propeller excitation
Number of Blade frequency (%)
blades
3
8
4
6
5
4
6
4
i)
j)
Double blade
frequency (%)
2
2
1.5
1.5
Other excitation sources as water jet impeller pulses, universal joints (second order) etc. may have to be taken into
account in special cases.
The results of the forced torsional vibration calculations
are to be presented as relevant for the various components
in the system, see 303. If any result is close to the acceptance limit and there are uncertainties in the calculations,
DET NORSKE V ERITAS
vibration measurements may be required. Exceeding the

acceptance limits in normal operation will result in a
barred speed range well covering the range where the limits are exceeded. A barred speed range above = 0.8 is not
permitted.
Exceeding the acceptance limits in misfiring condition
will result in:
restricted (e.g. < 0.5 hours) operation when the vibration level is acceptable for limited time (slow heating
of rubber elements)
restricted driving or load condition (barred speed
range or speed reduction etc.)
rejection when the vibration level may be critical as
e.g. speed governor response, heating of rubber elements causing damping and stiffness to alter to further
increase the vibration level, hard gear hammer, etc.
303 Acceptance criteria
Speed ranges or operating conditions where the following acceptance criteria are exceeded, are to be barred for continuous
operation. Corresponding signboards are to be fitted at all manoeuvring stands and all tachometers marked with red. The tachometers are to be accurate within the tolerance +/-0.01 n0.
a) Dampers
Depending on the type of damper (viscous, rubber, steel
spring) the following is to be considered:
dissipated power (all kinds)
vibration torque (rubber type and some steel spring types)
vibration angle (some steel spring types)
The limits specified in the respective type approvals apply.
b) Crankshafts
The permissible vibration torque (or shear stresses) and peak
torque (only applicable to semi-built shafts) are determined in
connection with the engine approval. Other criteria may also
apply, such as acceleration at mass for cam drive branch or
journal movements in bearings.
c) Speed governor
The vibration levels at the sensor location of flexibly coupled
propulsion engines are not to exceed the value specified by the
engine manufacturer. If no value is specified and approved,
tests and measurements are to be made in order to verify that
the governor response is insignificant.
d) Couplings
Torsional elastic couplings are limited with regard to:
dissipated power
vibration torque.
These limits are for continuous operation. Higher values may
be accepted for a limited time of operation (see 302 j). This applies when twist amplitudes are monitored.
Other couplings and similar components such as membrane
couplings, universal joints, link couplings, elements of composite materials, etc. are limited with regard to the approved vibration torque.
Tooth couplings are limited with regard to cyclic torque reversals. The negative torque is not to exceed 20% of T0 unless
especially approved.
e) Gear transmissions
The permissible vibration torque in gear transmissions is normally limited as:
1) In the full speed and load range (> 90% of rated speed and
load) the vibration torque is not to exceed (KA - 1)T0
where KA is the application factor used in the gear transmission approval.

2) The vibration torque is limited to 35% of T0 throughout
the entire operation range.
3) Gear hammer (negative torque) is not permitted except in
unloaded power take off branches where 10% of T0 (referred to the subject shaft speed) is permitted and for short
duration misfiring 15% is permitted. However, higher values may be considered, see Ch.4 Sec.2 B106.
f) Shafts
For plants with gear transmissions, the shafts (inside as well as
outside the gearbox or thruster) are to be designed for at least
the same vibration level as the gearing. Unless significantly
higher vibration are expected to occur somewhere in the shafting, documentation of the vibration levels in the shafts is not
required.
For direct coupled plants the vibration level (v) is not to exceed the values used for the shafting design with regard to continuous operation. Alternatively, the calculated vibration for
continuous operation may be used for the shafting design.
g) Shrink fits including propeller fitting
Permissible vibration torque in shrink fit connections is only to
be considered for direct coupled plants and when the peak
torque in a barred speed range exceeds the peak torque at full
load. The vibration torque is not to exceed the value used in the
approval of the shrink fit connection.
h) Propellers
No specific limitations apply unless especially mentioned in
connection with the propeller approval.
i) Generators, pumps, compressors etc.
The vibration level is not to exceed the limit given by the manufacturer.
G 400 Transient torsional vibration
401 Passing through a barred speed range
a) Documentation (note that this is not always required, see
A501 b) of the vibration level and number of cycles when
passing through a barred speed range may be:
direct calculation by means of numeric time integration
result of steady state calculations reduced by a factor
based on experience from measurements.
b) Direct calculations for fixed pitch plants are to take into
account the ship mass and resistance (fully loaded) as well
as the foreseen fuel rack position.
c) When steady state vibration results are reduced according
to experience, the measurements used to collect this experience are to be made under relevant conditions. This
means e.g. full or high ship load, fully submerged propeller, resonance at approximately same value, similar engine, same fuel rack position, etc. All these parameters are
to be documented as well as the corresponding steady state
vibration calculations.
d) The result of a transient vibration documentation is to contain the peak vibration level and an approximation of the
equivalent number of cycles. The acceptance criterion is
the peak torque (or stress) and the corresponding equivalent number of cycles that are to be used for the shaft calculations.
e) The equivalent number of cycles is defined as the number
that results in the same accumulated partial damage (Miners theory) as the real load spectrum. This equivalent
number of cycles for passing up and down through the
barred speed range is to be multiplied with the expected
DET NORSKE VERITAS
number of passages during the foreseen lifetime of the

ship. A detailed method for evaluating the equivalent
number of cycles and expected number of passages is presented in Classification Note 41.4.
Power loss need not be considered for transient operation.

b) Gear transmissions
Transient vibration as determined in 402 are not to cause
negative torques of more than 25% of T0.
402 Starting operations

Note that the following is not always required, see also A501 b.
a) For plants that have a major critical resonance below
idling speed and the damping of this critical resonance is
dependant on the oil pressure supplying the dampers and
couplings, the start up is to be delayed to give the standby
oil pump time to fill up this damping element. This is to be
included in the operating manual.
b) For plants that have a major critical resonance below
idling speed and a low ratio of engine inertia to driven machinery inertia, the transient vibration torque is to be considered. This applies e.g. to diesel generator sets with
highly elastic couplings and propulsion plants without
clutch.
403 Clutching-in
a) The calculation (numeric simulation) of the system is to
determine:
the peak torque in couplings and gears

the first decreasing torque amplitudes
the heat developed in the clutch
the flash power in the clutch.
b) The plant should be described as a lumped mass system,

but may be essentially simplified as described in 302 e).
The clutch parameters as the actuation pressure-time characteristics and if necessary also the changing coefficient of
friction are to be used in the calculation.
c) The results are not to exceed the permissible peak torques
and amplitudes in couplings and gears as well as the permissible heat (J) and flash power (W) in the clutch.
d) Torque measurements during the clutching-in may be required. This applies when calculations indicate peak torques or amplitudes near the approved limits.
404 Short circuit in PTO driven generators
a) A possible short circuit in a generator is not to be detrimental for the power transmitting elements such as couplings and gears.
The purpose of the calculation is to determine the peak torques and amplitudes that occur before the safety system
(circuit breaker) is in action. The duration to be considered
is 1 s.
b) The plant can be described as a lumped mass system, but
essentially simplified as described in 302 e).
If the excitation torque (in the air gap between rotor and
stator) is not specified, it can be assumed as:
T
= T0 [10 e-t/0.4 sin( t) 5 e-t/0.4 sin(2 t)]
/2 = the net frequency (50 or 60 Hz)
t
= time in s.
405 Acceptance criteria
In the following, limitations for transient vibration are given.
a) Torsionally elastic couplings
Transient vibration as determined in 402 and 403 are not
to exceed neither TKmax1 nor TKmax.
Transient vibration as determined in 404 are not to exceed
TKmax2.
Transient peak torques as determined in 403 are not to exceed T0.

Transient peak torques as determined in 404 are not to exceed the approved KAPT0 or 1.5 T0.
c) Shafts
For shafts that are designed on the basis of transient vibration as determined in 401, the torque amplitudes as well as
number of equivalent cycles per passage are not to exceed
the premises for the shaft design.
G 500
501
Axial vibration
Extent and method of calculation
Note that the following is not always required, see also A501 c.
a) For engines with elastic coupling, the axial vibration, calculations may be restricted to the engine itself. For directcoupled engines, the whole plant is to be included.
b) As a minimum, the calculations are to include the natural
frequencies and mode shapes of the relevant vibration
modes. Coupled torsional and axial vibration may also be
required.
c) If the lowest vibration mode (with the node in the thrust
bearing) is of significance to the conclusion, the calculations are to be made with various thrust bearing stiffness
in order to see the influence of an estimation error.
d) If major critical resonance occurs near or in the operational speed range and no damper is foreseen, forced axial vibration calculations and measurements (see 200) will be
required.
502
Acceptance criteria
a) In crankshafts, the stresses due to axial vibration are not to

exceed the values used in connection with the engine approval.
b) The amplitudes at the front end of the crankshaft are to be
within the engine designers specified limit.
G 600
Engine vibration
601 Extent and method of calculation of resiliently mounted

engines
a) Resiliently mounted engines are to be calculated with regard to natural frequencies for all six degrees of freedom.
The influence of the shaft connections (elastic couplings)
and piping is to be considered. However, these couplings
and piping are preferably to be so flexible that their influence on the engine movements is negligible.
b) Calculation of forced responses may be required if excitation frequencies (whole operating speed range) and natural
frequencies are closer than 30% of the excitation frequency.
c) The response due to motions in seaway is to be considered.
This may be done by response calculations based on the
relevant motions in seaway as given in Ch.1 Sec.3 B. Alternatively, a simplified approach may be used for ships:
Guidance note:
The dynamic response may be assumed as an addition of 20% to
the static response due to the various conditions as calculated in
F303.
DET NORSKE V ERITAS
602
Acceptance criteria
a) The acceptance criteria for resilient mount deflections

considering the combined static and dynamic responses,
and are given in F304.
b) The acceptance criteria for engine connections such as
couplings and piping are given in F301. If the gearbox also
is resiliently mounted, the combined (relative) movements
of engine and gearbox are to be considered for the coupling misalignment
H. Installation Inspections
H 100 Application
101 The paragraphs in H apply to installation inspections of
diesel engines including the engine fastening, shaft connections and all piping to the engine. The alignment of intermediate shafts and elastic couplings is specified in Ch.4 Sec.1.
102 Unless otherwise stated, a surveyor is to attend the inspections given in H.
H 200 Assembling of engines supplied in sections
201 Crosshead engines
a) The bedplate alignment is to be carried out under stable
conditions. All welding in the engine room that may influence the alignment is to be finished. The temperatures are
to be stable.
b) The crankshaft deflections are to be checked as per manufacturers specifications.
c) The piston, piston rod and crosshead alignment are to be
recorded. These records are to be reviewed by the surveyor
and compared with the corresponding workshop records.
The results are to be within the designers tolerances.
c) Side and end stoppers and top stays (if applicable) are to
be checked according to the arrangement drawing. See
also F204 and F205.
d) The tightening of the holding down bolts is to be checked
versus approved specification.
H 400 Resiliently mounted engines
401 Resilient mounts
a) The engine mounts are to be checked as follows:
mounts are to be type approved
load distribution between mounts of same type (approximately equal deflection)
distance to stoppers (or second level if dual characteristic mounts) as approved.
The distance or clearance to the stoppers should be checked after some sink in of the rubber, e.g. one or two weeks after fully
loaded. Some further sink in should also be considered.
402 Engine connections
a) The coupling alignment should be checked after the sink
in of the rubber mounts. Alternatively, the adjustment may
be made under the assumption of a sink in based on experienced values.
b) All flexible pipes and hoses are to be:
type approved (for fuel and lubrication oil)
arranged so that in case of leakage no flammable fluid
can get in contact with hot surfaces
arranged to allow for the maximum possible engine
movements (i.e. reaching the stoppers) without restricting the engine movement. See guidance in Fig.1.
202 All engines

Parts that have not been integral with the engine during the
workshop testing, e.g. a torsional vibration damper, are to be
checked versus approved drawings or type approval.
H 300 Alignment and foundation
301 Alignment of engine
a) The engine is to be aligned in relation to the aligned shafting and gearbox, respectively.
b) The thermal growth is to be considered in the shaft alignment and bedplate alignment procedure.
c) After tightening of the foundation bolts, the bedplate (for
crosshead engines) is to be checked for twist and straightness and the crankshaft deflections are to be checked. The
results are to be within the manufacturers specification.
302
Rigid fastening of engines
a) For mounting on metallic chocks (see F202), the fitting is

to be checked with feeler gauge and is to be better than 0.1
mm unless otherwise approved.
b) For mounting on epoxy resin, it is to be checked that:
the resin is type approved
the mixing, casting and curing is carried out as per
makers instructions
the cleanliness of tank top and bedplate before casting
is as per makers instructions
the area and height of resin are within approved dimensions
the resin is properly cured before bolt tightening.
Fig. 3
Recommended arrangements of hoses and pipes
c) The exhaust pipe compensators are to be of an approved

type and checked for compliance with the maximum possible engine movements.
H 500
Fuel, lubrication and cooling systems
501 Every system such as fuel oil, hydraulic oil, lubrication

oil and cooling systems that has been opened after the workshop testing or has been connected to other systems on board,
are to be flushed in accordance with the manufacturers specification.
502 Drip trays under fuel filters including drainage to tank to
be checked.
DET NORSKE VERITAS
I. Shipboard Testing
I 100
I 400
Testing of auxiliary engines
401 Engines for auxiliary purposes are to be tested for 100%

power for at least one hour.
Application
101 The paragraphs in I apply to all shipboard testing of diesel engines including vibration that are influenced by the diesel
engines.
402 Engines driving generators are to be tested according to

requirements in Ch.2 Sec.6.
102 Unless otherwise stated, a surveyor is to attend the tests

and inspections given in I.
I 500
I 200
General engine tests
201 The functioning of water drain from the charge air system is to be checked.
202 The functioning of the cylinder lubricators (when applicable) are to be randomly checked.
203 For the jacket cooling and the piston cooling (when applicable) medium temperatures are to be checked versus engine specifications.
204 The engine is to be checked for any leakage of fuel oil,
hydraulic oil or lubrication oil.
205 The suitability of the engine to burn residual or other
special fuels is to be demonstrated, if the machinery installation is arranged to burn such fuels.
206 If the sea trial full load testing is made on light diesel,
and the service is intended for heavy fuel, the mechanical
blocking of the fuel rack is to be made after sea trial testing.
The blocking is to limit the engine output to the approved value.
207 For engines to be run on heavy fuel, the maximum pressure is to be recorded for each cylinder at maximum continuous rating. It shall not exceed the maximum permissible value
nor vary more than permitted by the engine designer, alternatively 3% of the maximum permissible value where no design
specification applies.
208 Starting tests are to be made in order to document the required starting air energy capacity, see Ch.6 Sec.5.
209 The control, alarm and safety functions are to be tested,
see Table E1 and E2, except items integrated in the engine and
verified during the workshop test.
210 The temperature of hot surfaces is to be checked during
full load testing. Where surface temperatures exceed 220C,
insulation of oil non-absorbent material covered by sheet metal
is to be fitted. It is advised to use thermographic analyses for
documentation.
I 300
Testing of propulsion engines
301 The engines are normally to be tested for 4 hours at

100% power. If the engine cannot be loaded to 100% power at
100% rated speed due to propeller characteristics and ballast
conditions, this test is to be carried out at a speed that corresponds to 100% torque.
For small engines, and in particular engines for HS, LC and
NSC, less than 4 hours at full load may be considered. The running time must be sufficient to reach steady state thermal conditions and to make all necessary records. A deviation from the
normal 4 hours full load running has to be approved by the Society.
302 The lowest engine speed according to nominal propeller
curve is to be determined for plants with fixed pitch propellers.
303 For two stroke engines the auxiliary blowers are to be
checked for correct start and stop according to specification.
304 Reversible engines are to be tested with a minimum reversing engine speed of 70% of the rated forward speed for at
least 10 minutes.
Steady state torsional vibration
501 Direct coupled engines with a barred speed range are to

be checked for stable running at both lower and upper borders
of the barred range. For controllable pitch propellers, this is to
be tested with both zero and full pitch. The engine speed is to
be stable and the fuel rack index to oscillate (maximum to minimum) less than 10% of the effective stroke (idle to full).
502 Reduction gears and power take off gears are to be detected for gear hammer in misfiring condition in ranges specified in connection with the approval. Speed ranges where gear
hammer occurs are to be barred for continuous operation.
However, in power take off gears light gear hammer in unloaded condition is acceptable, see G303 e). For testing procedures,
see 503.
503 Engines with elastic couplings are to be checked for stability of the speed governing system when provoked by misfiring. For selection of misfiring cylinder, see approved torsional
vibration calculations.
Unless otherwise stated in the approved torsional vibration calculations, the following apply for each plant on board:
for a single engine plant, the entire speed range with either
full pitch or combination pitch is to be checked. This may
be done by a slow sweep or stepwise speed increase
for two engine plants, the same applies, but the misfiring
of the engines is to be combined. This may be done by
keeping the selected misfiring for engine one, and first select a cylinder at random for the second engine and afterwards select the adjacent cylinder
for plants with more than two engines, special considerations apply
diesel generator sets are to be checked at a minimum of
50% load and with another set operating in parallel.
Speed ranges where gear hammer occurs due to one misfiring
cylinder are to be restricted for continuous operation in that operation mode.
Fuel rack oscillations peak to peak (with combined misfiring
for twin engines) are not to exceed 10% of the effective stroke
(idle to full). Somewhat higher oscillations may be accepted if
acceptable torsional vibration can be substantiated by measurements.
I 600
Transient torsional vibration
601 Passing through a barred speed range is to be made in an

optimum way. Normally this means as quickly as possible. If
a specific procedure is given in the torsional vibration calculations, this is to be verified under the foreseen operational conditions. If the passing through is automatically controlled, the
specified time for the passing is to be checked.
602 After the clutch characteristics (pressure - time) is
checked for four-stroke diesel engines, the clutching-in is to be
checked at the minimum respectively the maximum permissible engine speed for clutching-in. The speed governing system
is to respond with quickly damped oscillations.
I 700
Axial vibration
701 For crosshead engines the axial vibration are to be

checked at the free end of the engine when running at full load.
The vibration level is not to exceed the limit given by the engine designer.
DET NORSKE V ERITAS
I 800
Engine vibration
801 For resiliently mounted engines the engine movements
are to be observed during the misfiring tests of the engine (torsional vibration), especially at full load. The engine is not to
reach contact with the stoppers, see F304. None of the engine
connections such as exhaust pipe compensators, cooling water
bellows, lubrication oil pipes, etc. are to restrict the engine
movements.
I 900
Opening up after testing
901 Unless otherwise approved, the following apply for all
kinds of engines:
b) One main bearing is to be checked. Crankshaft deflections

are to be checked as per manufacturers specification
c) Cams and cam rollers are to be randomly checked.
902 Unless otherwise approved, the following apply for
crosshead engines in addition to 901:
a) The camshaft drive is to be checked for wear
b) One piston and cylinder head is to be removed for inspection. The inside of the cylinder liner is to be inspected
c) One crosshead bearing and guide is to be checked
d) The thrust bearing is to be checked.
a) One crankpin bearing is to be checked. In the case of serrations, a thorough check for fretting is to be carried out
DET NORSKE VERITAS
SECTION 2
GAS TURBINES
A. General
A 100 Application
101 This section covers requirements applicable to gas turbines subject to certification, see Ch.2 Sec.1, as well as the engine installation and shipboard testing. These requirements
apply to conventional gas turbines used as propulsion engines
and driving auxiliaries, and are aimed at manufacturers, packagers, yards and operators.
102 The rules in this section apply to all gas turbines operating on liquid and or gaseous fuel. However, gas turbines operating on only liquid fuel do not need to comply with the
requirements specific to gaseous fuel operation (see F800 and
F900).
103 The rules apply for gas turbine packages.
104 The rules apply for mobile offshore units.
105 The rules apply for ships and high speed, light craft and
naval surface craft.
106 Subject to approval are the gas turbine with foundation,
ductwork, fuel and lubrication oil systems, other supporting
systems, control and monitoring systems and heat recovery
systems (if applicable).
107 Normally, gas turbines intended for propulsion, power
generation or any major functions such as gas compression,
water injection, etc, on DNV classed objects are to be type approved. This applies to engines of existing or modified designs, where documented service experiences is available for
the specific application, operating profile, and rating.
Novel, or new designs may receive a preliminary (time limited) design approval so as to allow initial operation. It is required that the manufacturer documents 2 500 hours of inservice experience of one unit, without major fault findings,
before the type approval certificate will be issued. The in-service experience should be relevant for the application that type
approval is applied for, with respect to working profile, and
rating. It is also a condition for type approval that the manufacturer has satisfied the following criteria:
Fig. 1
Type approval and certification process for the first engine
a) The engine has been thoroughly tested during the development phase.
b) The engine test program has been designed to cover uncertainties in the design analysis.
108 Fig.1 shows the type approval and certification processes for a gas turbine (first engine).
Fig.2 presents the certification process for subsequent type approved engines.
It is assumed that the following is in place:
type approval certificate
manufacturer survey arrangement (MSA) (see Ch.2 Sec.2
C100).
109 Where the rule requirements defined herein are not explicitly complied with, or documented, the Society will, upon
request, evaluate alternative and or equivalent solutions in accordance with Pt.1 Ch.1 Sec.1 B200.
Guidance note:
This implies e.g. that during the design assessment credit may be
given for extensive relevant operational experience, approval by
other recognised bodies such as CAA, FAA, etc.
Fig. 2
Certification process for subsequent engines
A 200
Documentation
201 Drawings, data, specifications, calculations and other information are to be submitted as applicable according to Table
A1. Plans, analysis and particulars as listed below, as well as
in 400, 500 and 600, are to be submitted for all gas turbines.
Additional documentation for mobile offshore units is listed in
300. In addition, the Society might require complementary information when faced with unconventional designs, modifications, upgrading, and change in application, change in working
DET NORSKE V ERITAS
cycle, change in any major parameters or any other modified

operating conditions.
The following plans, analysis and particulars are to be submitted:
c) Drawings and description of shielding of hot parts, with

regard to fire protection and also with regard to preventing
human skin contact with hot component.
d) Test program for the sea trials.
a) Maximum continuous output rating (kW and r.p.m.).

b) Maximum permissible rate of load increase and load decrease.
c) Maximum permissible rate of acceleration and deceleration.
d) Idle speed, operating speed range, and maximum (trip)
speed of compressor rotor (r.p.m.).
e) Idle speed, operating speed range, and maximum (trip)
speed of power turbine (r.p.m.).
f) Specification of operating profile (mission cycle) that is
used in the strength calculations of components, such as
discs, spacers, hubs, and shafts. This includes start-up of
the engine, acceleration to maximum rated power, deceleration, and stop.
g) Computing method for calculating accumulated life using
mixed mission cycles (only for case by case approval). To
be consistent with operating profile used for certification
test.
h) Torsional vibration calculations.
i) Lateral vibration calculations.
j) Axial vibration calculations.
k) Compressor performance curves (for both open and closed
bleed valves and VSVs and IGVs, if applicable).
l) Turbine performance curves.
m) Specification of pressure and temperature at the different
stages in the engine for all operational modes; start, idling,
maximum continuous rating and emergency rating, when
relevant.
n) Performance characteristics including dependency of engine power and speed on ambient temperature. Compressor surge and choke margin. Peak design power at relevant
ambient temperatures.
e) Shaft alignment specification.
o) Time between overhaul (TBO) with respect to rated power.

p) Component life for all life limited parts.
202 The drawings are to have clear references to the applicable material specification. When calculations are required see
201, these are to substantiate the requirements given in these
rules. In the case when NDT specifications are required, the acceptance criteria are to be included in the documentation.
203 When considering components that are of welded construction, and for repair welding, full details of seams are to be
given and relevant welding procedure specifications are to be
referred to on the drawings. In addition, the following are to be
specified:
filler metal particulars
heat treatment after welding
NDT with acceptance levels.
204 For the purpose of these rules, the following definitions
apply:
a) Maximum continuous output rating. The maximum power
level at which the engine has passed the engine type testing specified in B800.
b) Start-stop stress cycle consists of a mission cycle or an
equivalent representation of engine usage. It includes
starting the engine, accelerating to maximum rated power,
decelerating, and stopping.
c) Time between overhaul. This is the period which the engine is expected to run prior to removal for overhaul, assuming normal recommended shipboard maintenance
procedures have been followed, limiting pressures, temperatures and power ratings have not been exceeded and
lubricating (when applicable) and fuel oils specified in the
type approval certificate have been used.
d) Overhaul is normally to be accomplished at the engine
manufacturer's plant or at an OEM's approved plant. It
shall include disassembly, examination, cleaning and repair of the gas turbine engine and accessories.
e) OEM is original equipment manufacturer.
f)
Hazardous areas are all areas in which explosive gas and

air mixture are, or may normally be, expected to be present
in quantities such as to require special precautions for the
construction and use of electrical equipment and machinery.
q) Number of start-stop stress cycles approved for each rotor

structural parts such as discs, spacers, hubs, and shafts of
the compressors and turbines.
r) Specification of reliability and availability and analysis
supporting the specified reliability and availability, see
definition in B103.
s) Failure mode and effect analysis (FMEA), with respect to
the gas turbine and core control.
t) Calculation and or experimental data of turbine response
to an instantaneous failure of coupling shaft at 100% load.
u) Containment calculations of the gas turbine with regard to
blade loss, at different locations, such as compressor, turbine, and power turbine.
205 When the design assessment conflicts with confidentiality and or proprietary issues, the review of the relevant documentation may be performed by the Society at the
manufacturer's premises, upon agreement between both parties.
The following particulars related to installation on board are to

be submitted:
a) Description of installation.
b) Arrangement of engine room installation.
a) Torsional vibration calculations of power turbine and

shafting system including complete driven train.
b) Calculations of turbine response (r.p.m.) to load variations: from full load to no load, and from zero to full load
for a series of different ramp functions (with varying time
constants for load increment and load shed).
c) Arrangement of piping for gas and fuel oil.

d) Piping diagrams showing the arrangement of fuel supply.
e) Arrangement of ventilation.
A 300 Additional documentation for gas fuel arrangement (e.g. for mobile offshore units)
301 The following plans and particulars are to be submitted
for approval:
f)
Logic diagram showing the working principles of the

monitoring control systems.
DET NORSKE VERITAS
g) Enclosures with details of flame detectors smoke detectors, gas detectors, and their locations. Enclosure drawings
and information including duration the enclosure can contain a fire (A-0, A-60 etc.).
Table A1 Documentation
Plans, analysis, particulars, specifications Drawings and
and components
specifications
General technical specifications
A
General arrangement of gas turbine
A
Section rotor assembly, including bearings
A
and shaft design
Section showing blade, and blade fastening
A
Seals with sealing arrangement
A
Blades
A
Impellers
A
Casing
A
Diffuser
A
Variable guide vanes, inlet guide vanes,
I
variable stator vanes
Bleed valves
I
Bearing, rolling element
A
Bearing, hydrodynamic
A
Bearing, thrust
A
Bearing housings
I
Tie rod
A
Rotors
A
Disks
A
Shafts
A
Combustor and flame tube
A
Burners
I
Turbine nozzles
A
Turbine internal air cooling system
A
Starting systems
A
1)
Turbine mounted piping
Lubricating oil system
I
Turbine fuel system
I
Fuel metering valves
UR
Fuel specification
I
Control system
A
Monitoring and instrumentation system
A
Safety system
A
Performance
I
FMEA
I
Fire prevention
A
Maintenance manuals
I
Operating manual
I
Test procedures
A
1)
A:
I:
UR:
h) Gas detectors in the intake system of the gas turbine.

i) Logic diagrams showing the emergency shutdowns due to
detection of fire or gas.
Material
specification
Calculations
Miscellaneous
I
Design and detailed

documentation requirements
B301
B302
B302/B303
A
A
A
A
A
A
B303
B303
B304
B305
B306
B307
I
I
I
UR
A
A
A
I
UR
I
A
A
A
A
A
I
A
I
A
A
A
I
UR
I
I
B308
I
UR
B309
B310
B311
B312
B313
B314
B315
B316
B317
B318
B319
B320
B321
B322
B323
B324
B325
B326
B327
B328
B329
B330
B331
B332
B333
B334
B335
B336
1)
UR
UR
I
A
To be in accordance with Ch.6.

For approval
For information
Upon request
A 400 Documentation of vibration analysis (core and

system)
401 Axial, lateral and torsional vibration analysis of the
complete system, including gas turbine and driven equipment,
is to be submitted for approval. The components and components parameters should be that of the actual delivery for the
project. Any changes to components after the calculations are
completed are not acceptable unless verified through new analysis or equivalent methods.
402 As a general requirement, calculations are to include
(see Ch.2 Sec.3 A104):
objectives
description of the method
conditions
assumptions
conclusion.
The conclusion is to be based on a comparison between calculated dynamic response and the permissible values for all the
sensitive parts in the engine or system.
403 In all vibration calculations the variation of essential
data such as dynamic characteristics of flexible couplings,
bearings, and foundations, are to be considered.
DET NORSKE V ERITAS
404 In vibration calculations the source of all essential data

is to be listed. For data that cannot be given as constant parameters, the assumed parameter dependency and tolerance range
is to be specified.
405 Axial vibration calculations
The excitation sources to be investigated by analytical methods, as a minimum should be:
407 Torsional vibration calculations

excitation due to thrust variation as a result of load variation, surge or stall

excitation due to torque variation in geared system using
helical gears
excitation due to thrust variations in electrical generators
(field shift).
Torsional vibration calculations for steady state conditions.

This applies to all plants except auxiliary plants with less than
200 kW engine rated power.
Impact torsional vibration calculations. This applies to plants
with rapidly engaging clutches (Ch.4 Sec.3) or plants with
power off-take system driving generators where short circuits
can occur.
The specified pressure-time characteristics for systems incorporating clutches (Ch.4 Sec.3) shall be considered and if found
necessary impact vibration calculations will be required.
Impact calculations due to short-circuiting in power generating
systems.
Torsional resonance frequencies for the complete train shall
have normally a separation margin of 20% of any possible excitation frequency within the normal running range of the
plant. In the case that there is a resonant condition in the running range, forced response calculations in conjunction with
stress calculations are required to prove that failure of the
shafting will not occur as a result of high cycle fatigue.
408 Engine vibration and response to sea loads
For resiliently mounted engines, engine vibration is to be calculated with regard to natural frequencies for all six degrees of
freedom. Calculation of forced response may be required if excitation frequencies can interfere with natural frequencies inside the operating speed range.
For gas turbine installations intended for propulsion (including
electric propulsion), response calculations of sea induced vibration, are to be submitted, together with response due to
maximum acceleration and deceleration of the vessel, and other actual running conditions, including crash stop.
This may be done by response calculations based on the relevant motions in seaway as given in Ch.1 Sec.3 B.
For HS, LC and NSC the response due to peak amplitude acceleration is to be calculated. All machinery is to be designed
to operate under relevant acceleration due to heavy sea in vertical, transverse and longitudinal directions. The acceleration
is to be considered as sine functions with peak amplitudes up
to 1g (vertical) and 0.5g (transverse and longitudinal) and frequencies to be determined for passenger craft, car ferry and
yacht.
Higher acceleration values apply for cargo craft, rescue and patrol craft and are to be approved by DNV.
Resiliently mounted machinery is to be designed for dynamic
response due to these accelerations. This is also to include possibly increased accelerations if hitting end stoppers.
406 Lateral vibration calculations

Natural frequency analysis and forced vibration analysis
should take into consideration the following:
The natural frequencies of the rotor-bearing-support system
should not exist inside the normal speed range of the turbine
from idle to trip speed, with a separation margin of 20%. If this
should occur, calculations indicating that the response of the
rotor will not exceed the manufacturers specified limits should
be submitted for approval.
Bearing dynamic characteristics should take into account oilfilm stiffness and damping as a function of shaft rotational
speed, temperature, assembly tolerances, and maximum to
minimum clearances.
The analysis should include all speeds from zero to trip, and all
load conditions, including special test conditions.
Calculations should specify rotor masses, rotor stiffness, bearing stiffness, bearing housing and base stiffness, and damping
characteristics. The calculations report should contain a summary of the total analysis.
As a minimum the analysis is to include plots of mode shapes
for all natural modes of vibration, in the running range from
zero to trip speed, including the next mode above the trip
speed.
Frequency, phase and response amplitude data is to be presented for the vibration probe locations. The probes should be
placed as far from a node as possible.
Appropriate unbalance should be used in the analysis (commonly, maximum permissible residual unbalance). The unbalance should be located at points on the system as far from a
node as possible, or at locations of highest displacement of the
rotor as seen from the mode shapes of the natural frequency
calculations.
Response plots indicating modal displacement should also
show the locations of the couplings, bearings, and seals. The
minimum seal clearances should be noted on the plots.
Critical speeds should be calculated by the damped unbalance
response analysis of the rotor. The results should be confirmed
by testing.
unbalance in the rotor system (unbalance to be placed as
far from a node as possible)
oil-film instabilities (whirl)
asymmetric flexibility (rotor sag)
shaft misalignment
hysteretic whirl (in shrink fit shafts)
dry-friction whirl
boundary- layer flow separation
acoustic and aerodynamic cross-coupling forces
asynchronous whirl
ball and race frequencies of anti-friction bearing.
gear induced excitation, such as mesh frequency, unbalance, and pitch line run-out
control system induced excitations
starting device excitation.
A 500 Documentation of arrangement

501 The following plans and specifications are to be submitted:
a) Engine room arrangement with enclosure, ventilation system, gas turbine hook-ups and adjacent components.
b) Engine fastening arrangement with bolts, struts, base
frame, stoppers, epoxy resin, metallic chocks or resilient
mounts, as applicable. The following are to be included:
bolt pre-tension calculations (see F302)
epoxy resin surface pressure calculations (see F301)
chock dimensions (see F301)
DET NORSKE VERITAS
dynamic and static calculations of resilient mounting (see F400)

stress calculations for foundation members (see F201)
buckling calculations for supports and struts (see
F201)
deflection calculations of gas turbine casing, if applicable (see F202)
upon request, natural frequency calculations of foundation system (see F203).
c) Shaft alignment specification including calculations for
the high speed shaft (see F101)
d) Arrangement plans of inlet and exhaust ducting (see
F500). Specification of the following systems to be submitted (as applicable):
filtration system
silencer system.
e) Specification of exhaust heat recovery system (when applicable) including:
drawings of exhaust duct and boiler, including material
detailed drawings of the attachments of the boiler to
its supports
calculations of the back pressure at full load due to the
boiler
expected maximum gas temperature
expected maximum particulate percentage in exhaust
gas (as a function of fuel type and power)
maximum expected thermal power to be generated.
Note: These requirements are in addition to those given in
Ch.7 and Ch.10.
f)
Specification of anti-icing system (when applicable) including:

drawings showing the anti-icing system (flow of hot
gas, when applicable)
expected maximum mass flow, temperature, and pressure of hot gas, and location of source (when applicable)
resulting power loss to the turbine, at maximum output to anti-icing
heating system (when sources are other than the gas
turbine)
method of detecting ice formation at the filters
instrumentation of the detection system
FMEA (or equivalent) of the anti-icing system.
i)
j)
The heat rejection curve of the turbine (heat rejection versus time for shutdown from full load) or equivalent shall
normally be provided.
Drawings indicating temperature profile on the skin and
casing of the gas turbine from intake to exhaust (maximum). This shall include bleed air piping, with the maximum temperature.
A 600 Documentation of production verification

601 The following is to be submitted to DNV in due time before product audit (see C300):
production schedule of relevant components
type of certified quality system
in case of forging, material chemical composition and
forging procedure
procedures and specifications as requested by the Society.
A 700 Documentation of control systems
701 The documentation that shall be submitted is as follows:
control logic flow chart. e.g. start sequence
control set points, such as maximum speed, acceleration
rate etc.
alarm and shutdown (or step-to-idle) set points
time constants, such as duration of acceleration ramp, etc.
A 800 Documentation of fire safety
801 Fire safety documentation to be submitted as a minimum
is as follows:
drawings indicating location and type of fire (flame) detection, and fire extinguishing equipment in addition to requirements in Ch.10
arrangement of fuel spray shields
special piping arrangement showing location of pipes,
hoses, filters, valves and pumps in relation to potential ignition sources in addition to requirements in Ch.6
insulation type, method and arrangement
drawing of fuel trays and handling of fuel and lubrication
oil leaks.
In case of enclosure, the following is to be documented with respect to fire safety:
type and capacity of the enclosure fire extinguishing medium to be specified
specification of action sequence in case of fire (alarm, fuel
shut off, closing of ventilation ducts, fire extinguishing,
etc.).
Note: These requirements are in addition to those specified

in Ch.6, Ch.9 and Ch.10.
g) Specification of water wash and carbo blast system ( see
also F600) to be submitted (when applicable).
B. Design
h) Documents to verify compliance with F700. This may for

instance be:
B 100 General
101 For general design principles for machinery, see Ch.2
Sec.3. Special attention is to be given to A100.
102 The design and construction is to enable the gas turbine
to meet the general requirements, with regard to environmental
conditions, functional capability and to reliability and availability as given in 103.
The engine must be capable of withstanding environmentally
induced acceleration loads during operations. The manufacturer is to provide a two-dimensional design envelope made up of
what may be sustained during normal operation and what may
be experienced occasionally (e.g., storm conditions). The engine must not suffer unreasonable distortion (or stress) if these
loads are applied repeatedly. See also A408.
drawings indicating location of doors

drawings indicating location of equipment such as
pumps, valve blocks, starting system, electrical panels, etc.
drawings indicating location of fans and blowers in
the ventilation system
material specification for enclosure and fire dampers
specification of measures to prevent personnel being
exposed to fire extinguishing medium constituting a
health hazard
documentation of ventilation air distribution (upon request).
DET NORSKE V ERITAS
108 Previously approved engines with an upgraded or modified design or up-rated operational parameters can be granted
approval with a reduced documentation scope, provided that
the engine:
Guidance note:
Example of design envelope diagram:
has been thoroughly tested during the development phase

or
the test program has been extended to cover uncertainties
in the design analysis or
the engine has been case by case approved and has proven
reliability in service, e.g. during 2500 hours without major
fault.
103 The reliability and availability of new designed turbines

is to be supported through a design analysis, complemented
with results from development testing, as well as full scale testing. The design analysis is to substantiate the information as
given in A201.
104 Design calculations or test conditions are to be based on
the maximum permissible loads, as well as load variations, e.g.
frequent idle (or start) - full load idle (or stop) sequences and
permissible rates of engine load increase and decrease.
105
The engine loads to be considered are as follows:
propulsion engines according to maximum continuous rated power

other auxiliary purposes according to maximum continuous rated power unless otherwise specified.
The engines are to be limited to the specified maximum rating
(working envelope approved by the Society) by blocking the
controls. If fuel is different from test to operation, it should be
taken into account. Override functions are not permitted without the written consent from the Society.
106 Design approval of gas turbines consists of both design
analysis and testing. For some components, a combination of
testing and design calculations may be necessary, while either
testing or calculations may document other components. The
testing is to be arranged to represent typical load profiles as
well as to cover for required safety factors due to wear and fatigue scatter and foreseen in-service deterioration. This applies
in particular to parts subjected to high cycle fatigue, components exposed to thermal cycle loads or other low cycle fatigue, such as blades, disks, etc.
General requirements for engine testing are covered in 500,
600 and 700. Type testing requirements are defined in 800 and
900, while requirements for certification testing and shipboard
testing are covered in D200, D300 and I100 and I200, respectively.
107 The duration of the tests is to be selected to accumulate
a relevant number of stress cycles. Thermal stress cycles obtained by idle (or start) full load idle (or stop) sequences are
to be run in a way that results in the most severe thermal stresses, i.e. normally with the maximum load change per time unit
that is possible with the foreseen control system, or permitted
in the operating manual. The maximum and minimum loads
are to be kept for sufficient time to stabilise the temperatures
of the relevant parts. The number of thermal stress cycles depends on the intended application of the engine. The precise
extent of cycle testing needed shall be agreed taking applicable
component experience and relevant analyses into account.
High cycle fatigue margin is to be documented by analyses and
testing.
For components such as turbine disks, the maximum number
of thermal cycles (full cycle, from cold start) are to be documented and correlated to the design calculations.
However, the allowable modifications in such cases are limited

as follows:
20C increase of maximum turbine inlet temperature

5% increase of mass flow
5% increase of r.p.m
minor changes to structural integrity components
minor changes to operational profile.
The precise design assessment scope needed is to be agreed

with the Society on a case by case basis.
109 For new and uprated engines the information from internal development testing, such as thermal paint results, shall be
documented and available to be presented upon request from
the Society.
110 Normally gas turbines are to have a minimum TBO of
10 000 running hours. This should be substantiated through design and operating experience.
111 Bolt material should generally not be exposed to temperatures where creep is significant.
B 200
201
Structural components
See F200.
B 300
Component design requirements
301 General technical specifications, features and operational modes

A general technical description of the turbine is to be submitted, providing an overview of engine design and technical capabilities. This is to include a specification of key gas turbine
parameters as given in Table B1.
Table B1 Documentation of general technical specifications
Subject
Unit
Mass
(kg)
Dimensions
(m)
(kg/s)
Maximum air mass flow rate 1)
Maximum continuous ratings
(kW)
(C)
Maximum turbine inlet temperature 1)
(C)
Maximum exhaust temperature 1)
Fuel type
(kg/kWh)
Specific fuel consumption 1)
(hours)
Expected time between overhaul 1)
r.p.m.
Maximum compressor speed 2)
r.p.m.
Maximum power turbine speed 2)
1)
At maximum rated power and ambient temperature.
2)
Trip speed.
Performance and operational particulars, as specified in A201

are to be submitted.
Instrumentation particulars are to be submitted in accordance
with E200.
DET NORSKE VERITAS
302
General arrangement
General arrangement drawings of the gas turbine shall include

the following:
compressor rotor
high pressure turbine rotor
power turbine rotor
bearings
seals
combustion chamber
blades
disks
guide vanes
shafts.
Blade vibration modes are to be documented. The minimum

ranges are to include the 2.0 order of nozzle passing frequency.
Interference shall not occur with any source of excitation within +/-10%.
303 Rotor assembly

Rotor assembly drawings submitted for approval shall contain
details of the following information:
blade fastening including dimensions and materials
disk including dimensions and materials
shafts including dimensions and materials
blades including dimensions and materials
seals including dimensions and materials.
In the case that assembly drawings are not available as described, then sub-level drawings that give the same details will
be considered.
304 Blades
Blade documentation shall as a minimum contain the data required in this section.
Blade strength with respect to radial forces, gas pressure,
thermal loads, and creep
Blade strength with respect to centrifugal forces and gas pressure is to be documented by finite element analysis (FEM) or
equivalent methods. Analyses are to take into consideration
geometric stress raisers e.g. blade neck, fir-tree blade and disk
interface.
Blades fitted with interference are to document local pressure,
and analyses are to include combined stress.
Thermally loaded areas are to take into consideration local
hot spots; e.g. areas where boundary layers due to the rotating disk may form insulation against forced cooling air or the
blocking of cooling air due to other reasons. In the case of
blades with internal cooling passages, calculations are to include analysis at thinnest cross section, and thickest cross-section, and the consequence of loss of cooling medium (FMEA).
Normally only the following blades are required to be documented as representative of the different stages as applicable:
Documentation is to include dimensions, material specification, heat treatment specifications, cooling and coating. However, documentation of cooling and coating is only to indicate
presence, if applicable. Particulars, such as cooling hole patterns or coating composition, are not required. The stages
where cooled and coated blades are used shall be specified.
Vibration analysis
A sectional representation, incorporating the listed components, is preferred included in one drawing. However, if this is
not possible, several drawings may be used to give the same
general information. The drawings are to include the material
of the main components, and need have only overall dimensions such as casing dimensions, inlet diameter, compressor
rotor length, turbine rotor length, bearing spans etc. Production
drawings are not required.
In case the materials are manufacturer specific, the material
properties, as chemical composition, yield strength, elongation, fatigue properties etc. (relevant to the design review) are
to be supplied upon request.
If the gas turbine is a single spool engine, middle compressor

stage is to be added.
low pressure compressor, first stage and last stage

high pressure compressor, first stage and last stage
high pressure turbine, first stage
low pressure turbine, first stage
power turbine, first stage and last stage.
Normally the natural vibration frequencies and mode shapes

are to be presented in the form of a Campbell diagram. The vibration modes to be considered are:
first flexural
second flexural
first torsional
first edgewise.
In the case of shrouded blades the Campbell diagram shall

show the frequencies above and below the lock-up speed of the
blade, together with the blade lock-up speed.
Total strength evaluation
The blade strength documentation is to be based on high cycle
fatigue (HCF), low cycle fatigue (LCF) and creep.
The conclusion of the analysis shall take into account the actual material specification (including test specimen scatter), and
result in a margin of safety, at critical locations. This will form
the basis for acceptance by the Society.
Goodman diagrams (or equivalent representation) shall be
used (together with Campbell diagrams) in demonstrating the
blade life.
If rubbing of the blade tips can be expected during operation,
the blades are to be designed so as to minimise the mechanical
damage. Rubbing is not to lead to such deterioration of the performance that the engine is unable to meet the specified performance.
305
Impellers
Impellers for radial compressors or turbines shall have documented evidence of its design (see 304). 3-D finite element
analysis or equivalent methods calculating the von Mises
stress of the complete impeller is required to be submitted for
assessment. Segments of the impeller, which take into consideration the impeller body, vanes, and the vane root, are also acceptable.
The analysis shall take into consideration the gas force, and its
distribution along the impeller vanes, as well as radial and thermal loads.
The analysis shall also predict the expected thrust forces at full
load.
Vibration models shall be such that they will depict the correct
mode shapes and frequencies (within uncertainty limits of verified measured frequency). This model shall then be used for
the stress calculations mentioned above.
Experimental or other means of correlating the calculated frequency and modes of vibration of the impeller should be submitted upon request. This is to prove that the model used is
accurate. This proof of correlation could be from other impellers, but using the same method and tools of computation. The
calculated frequency should be within the uncertainty limits of
the measured frequency.
DET NORSKE V ERITAS
306 Casing
The gas turbine casing design shall be supported by an analysis, covering the most severe conditions of temperature and
pressure during operation. Overall buckling strength shall be
documented combining following loads:
The hoop-stress values seen in the design shall not exceed the
allowable values as required by international standards such as
ASME codes (Section VIII Division 1, the revision is that
which coincides with the validity of these rules).
Bolted flange design
Bolt pre-load calculations are to be submitted for information,
including thermal effects and fatigue considerations (Goodman diagram).
Containment and rotor failure
All the sections of the casing exposed to rotating parts, including power turbine casing, shall be capable of containing a projectile such as blades or parts thereof (minimum one blade for
axial units, in the case of a centrifugal impeller the parts from
one blade root failure), without catching fire and without failure of its mounting attachments.
Containment calculations or other methods are required to
document that casing integrity is maintained.
Such blade and impeller loss is not to result in consequential
loss of other components such as disk or rotor which will in
turn result in hazardous conditions for the vessel or its occupants. See also 314, 316 and 317.
Inspection openings
The design is to have features that permit boroscope inspection
or equivalent of the first stage in the compressor and the last
stage in the power turbine.
The engine is to accommodate features that permit inspection
of the combustors, and the compressor and turbine stages, such
as holes for boroscope inspection. Inspection procedures are to
be described in the operating instructions.
307 Diffusers
The following design documentation for diffusers shall be submitted for approval:
main drawings, describing major dimensions and materials.
Diffuser design shall upon request be supported by aerodynamic calculations. This includes:
wall angles
diffuser chart - area ratio vs. non-dimensional length
(straight walled conical diffuser only)
reaction forces on diffuser wall.
Guidance note:
The internal flow quality is assessed through the diffuser design
review and used for further study such as for instance, combustion process consideration.
Diffuser efficiency, defined as follows:
2 ( p2 p1 )
- 100%
= -------------------------------------------2
2
1 [ 1 1/ AR ]
AR
= diffuser inlet and outlet static pressures, respectively

= the gas density (assumed constant for Mach numbers
< 0.3)
= the diffuser area ratio
A well designed, conventional diffuser will have an efficiency in

the range of 85%.
These calculations shall result in contoured flow diagrams,

which give visual information of the direction of flow, flow velocities, flow distortions, and vortex formations.
tension
bending moment
shear
torque.
p1,2
= the gas inlet velocity.
The documentation of the design, which shall include CFD

(computational fluid dynamics) calculations, and flow visualisation experiments, shall also indicate central parameters such
as entrance angle into the diffuser and velocities through the
different parts of the diffuser. The calculations shall show that
there is low probability of flow instabilities in the running
range of the impeller. The documentation shall also provide information that indicates avoidance of rotating stall.
Flow visualisation and CFD modelling of flow pattern in the
pre-combustor diffuser (around the flame tube head) is to be
included upon request.
The drawings shall be in sufficient details such that it is possible to validate the input used in the calculations mentioned
above. Documentation shall indicate mass flow, and pressure
variation through the diffuser, at different relevant running
conditions. This shall include full load, idle, and partial load as
a minimum.
308 Variable guide vanes (VGV), inlet guide vanes (IGV)
and variable stator vanes (VSV)
In the case where variable guide vanes, variable inlet guide
vanes and variable stators vanes are used, the mechanism of
operation shall be documented, together with the maximum
and minimum angles. The design of the mechanism shall not
allow play to be introduced as a result of normal wear.
Calibration procedures for the mechanism shall be submitted
for information.
The variation of mass flow as function of guide vane angle
shall be documented. The corresponding compressor map for
open and closed conditions (0% and 100%) is to be submitted
for information.
When VGVs, IGVs and VSVs are controlled by the fuel system or shaft speed, a diagram showing actuators and actuating
media is to be submitted for information.
The required driving force shall be documented for the mechanism.
309
Bleed valves and variable bleed valves
Bleed valves shall be documented through drawings, indicating their position, and size.
The maximum and minimum flow rates of the valves shall be
specified in the documentation. The associated power loss of
the turbine shall also be documented.
The operation of the bleed valve shall not result in the poor performance of the compressor, e.g. reduce stall margins. The corresponding compressor map for open and closed conditions
(0% and 100%) is to be submitted for information.
Care shall be taken to see that bleed valve is always in a controlled position. That is, the valve position shall not be allowed
to roll off the required position dictated by the control system.
In the event that the bleed air is used for other purposes such as
anti-icing, system diagrams showing expected maximum and
minimum air flow through the system are to be provided for information. The maximum temperature of the gas shall also be
documented.
When bleed valves are controlled by the fuel system (or shaft
speed), a diagram showing actuators and actuating media is to
be submitted for information.
DET NORSKE VERITAS
310
Rolling element bearings
Design documentation of rolling element bearings, containing

the following, shall be submitted for approval:
details of bearings, such as major dimensions, materials,
grade of precision etc.
lifetime calculations based on normal loads
overload capability based on loss of a part, e.g. blade.
Drawings shall be of sufficient details such that it is possible to
locate the oil slits and holes.
Bearings shall have minimum lifetime of 50 000 hours (L10) at
normal running conditions.
The documentation shall include the maximum permissible
dynamic and static load that the bearing can withstand, without
requiring a change out or inspection.
Upon request substantiation of minimum lifetime and load capability may be required through submittal of detailed analysis, taking the following into consideration:
rotor mass
vibration loads
misalignment
pre-loading
combined thrust and radial loads
blade-out loads
loads due to gyroscopic effects, if relevant.
Vibration conditions mentioned above are to take into account

response when running through transients, operation at or near
compressor surge, and operation at stall conditions.
Blade-out loads are to be based on worst case blade loss, in
terms of resulting unbalance.
Bearings are generally to be designed with the capability of
withstanding forces resulting from any turbine component failure, including turbine blade loss. Additionally, bearings supporting the output shaft are to be capable of withstanding the
increased unbalance forces developed (due to higher shaft
speed) if a coupling shaft fails. (In this case the bearings only
need to hold the rotor from complete destruction, bearings
could themselves be damaged). Upon request, this is to be substantiated through design documentation.
Upon request historical failure data for the bearings is to be
submitted.
311
Hydrodynamic bearings
The following documentation is to be submitted for approval:

drawings showing bearing detail, such as bearing type,
major dimensions, materials used, etc.
drawings shall be of sufficient details to locate the oil slits
and holes
documentation of bearing load capability and expected
life.
The following documentation is to be submitted upon request.:
allowable temperature of the bearing material

deflection of the bearing pad
minimum oil film thickness
feed rate and viscosity of oil
oil temperature
calculations indicating maximum expected specific pressure in the bearing
assessment of risk for oil film instability (whirl, whip,
etc.).
analyses indicating the shaft position in the bearing, as a
function of load and speed in the normal operating range.
312 Thrust bearings

Documentation on thrust bearings shall be provided as given in
310 or 311, depending on bearing type. Irrespective of bearing
type, thrust force calculations shall be submitted for information. The calculations shall, as a minimum, take into consideration the following items:
fouling and variation in seal clearances
stage reaction and stage differential pressure
external loads from driven equipment and load as a result
of the environmental factors (vessel movement), converted thrust from geared system driving generators (short circuit torque), etc.
forces from heavy driven equipment (i.e generators),
where the driven equipments mass is likely to result in a
significant thrust force. The thrust force is to be calculated
using the maximum expected acceleration in the thrust direction (due to the vessels motion, but taking shaft coupling damping and spring effects into account). This force
added to the full load thrust should not exceed 50% of the
maximum design thrust force of the bearing
expected thrust forces from flexible-element couplings.
The thrust forces shall be calculated on the basis of maximum possible deflection of the coupling. The deflection of
the coupling shall be considered in both the axial and
bending directions
surge forces
if two or more rotor thrust forces are to be carried by one
thrust bearing, the thrust force used for calculations shall
be the worst case vector sum of thrust forces
potential unloaded conditions (skidding) for rolling bearing elements must be carefully evaluated (e.g., change of
direction for thrust in the speed range). The design should
take into consideration the combination of clearances,
loads, oil viscosity and operation so as to minimise the risk
of this occurring.
313 Bearing housing for hydrodynamic bearings
Drawings of bearing housing design is to be submitted for information.
The structure of the bearing housing and the casing are to be
designed such that blade loss or other rotor damage (see 306)
will not cause the bearing housing or casing to fracture.
Bearing housing for pressure lubricated hydrodynamic bearings shall be adequate to maintain the oil and foam mixture
level below the shaft seals at all times.
Temperature rise in the bearings and bearing housing, together
with lubrication oil inlet and outlet temperatures, shall be within manufacturer's specifications when operating under the
most severe conditions of ambient temperature and load.
Bearings shall be equipped with replaceable labyrinth-type
seals and deflectors where the shaft passes through the housing.
Normally, provision shall be made for mounting two radial-vibration probes in each bearing housing, and at least two axialposition probes at the thrust end of each machine.
314 Tie rods
Whenever tie rods are used in rotors, drawings are to be submitted for approval. The drawings are to include material properties, and heat treatment where applicable.
The procedure for assembly of the rotor including the prestressing of the tie rod is to be submitted for information.
Calculations of tie rod strength are to be submitted for information.
315 Rotors
The following documentation is to be submitted for approval.
For system vibration related items, see also G and A500.
DET NORSKE V ERITAS
a) Drawings indicating overall dimensions.

b) Calculations of natural frequencies, including support
structures.
c) Stability calculation including bearings characteristics and
unbalanced forces.
d) Maximum permissible residual unbalance.
Gas generator rotors and rotors of single shaft machines shall
be able to operate safely from zero to 110% of turbine trip
speed.
The natural frequencies of the rotor should not exist inside the
normal speed range of the turbine from idle to trip speed, with
a separation margin of 20%. If this should occur, calculations
indicating that the response of the rotor will not exceed the
manufacturers specified limits should be submitted for approval.
For vibration analysis requirements for power turbine rotor,
see A405, A406 and A407.
Rotors shall be able to withstand instantaneous coupling shaft
failure at full load. Rotor disk or shaft failure or separation as
result of the ensuing overspeed is not acceptable. See also 316.
Blade loss will be acceptable provided it can be proven that the
blade or blades loss can be contained, see 306 for details. The
inspection and replacement procedure to be applied in such
cases shall be submitted upon request.
316
Disks
The following documentation is to be submitted for approval:

a) Drawings indicating main dimensions, tolerances, and
materials.
b) Calculations (finite element (FE) analysis or equivalent)
indicating the strength capabilities for foreseeable speeds
and operating conditions, including transients where the
coupling shaft fractures instantaneously at full load.
For turbine disks the thermal loads (including transient
conditions) are to be taken into account in the calculations.
The combined stress (thermal, radial, and external loads)
at critical locations, taking into consideration stress raisers, are to be calculated and presented. The calculations
are to be submitted in a form including the resultant safety
margin or equivalent factor.
c) If the disk is film cooled, calculations shall take into account the effect of cooling failure resulting from both
cooling film breakdown and loss of cooling air.
d) In cases where the disk is connected to the shaft with interference fit, documentation is required to substantiate the
disks capability to transmit the required torque. This documentation shall include the effect of centrifugal forces,
the thermal loads, and the effect of thermal expansion at
the interface.
e) Documentation of the strength of the disk is to include FE
analysis or equivalent to establish the disk blade retention
capacity, with special attention to the blade and root disk
connections. The documentation shall also establish the
disk blade retention capacity versus speed for all foreseeable overspeeds.
f)
The disk burst speed shall be documented, and shall be

higher than that achievable while the unit is governed by
the control system. Note that the possibility of erroneous
control system operation is to be taken into account.
g) Events potentially leading to extreme overspeed shall be

shown through documentation to avoid disk rupture
through fail-safe unit design. For example, in the event of
a shaft or coupling failure, the resultant overspeed should
be limited by mechanical braking, such as intermesh.
Vibration analysis covering disk vibration mode shapes and

frequencies is to be submitted upon request. The frequencies
are to be presented in a Campbell diagram or equivalent for
speeds from 0% to 110% full speed.
317 Shafts
Drawing and information of shafts are to be submitted as follows:
a) Drawing showing the main dimensions, stress raisers, and
materials submitted for approval.
b) When relevant, the drawings shall show where proximity
probes are located. Surface finish is to be specified. The
admissible run-out, electrical, and mechanical shall be
documented. The admissible residual magnetism shall be
stated.
c) Welding documentation is to be in accordance with A203.
d) Shaft strength shall be documented through analyses taking into consideration stress raisers, such as notches,
holes, etc., and shall include the effects due to interference
fits. The documentation shall conclude with a margin of
safety for normal running and abnormal conditions, such
as shock-load conditions, where applicable.
318 Combustor and flame tube
Drawing and information of the combustor and flame tube are
to be submitted as follow:
a) Drawings containing main dimensions and materials specification are to be submitted for approval. Drawings of
combustors shall be sufficiently detailed to allow correlation with CFD (computational fluid dynamics) calculations or flow visualisation if needed.
b) Combustor description and designation (staged combustion, LPP, reverse flow) to be submitted for information.
c) Documentation on combustor cooling method (film cooling, impingement cooling, etc.) is to be presented for information.
d) Calculations showing the combined stress (thermal, pressure, and external loads) at critical locations, taking into
consideration stress raisers, are to be calculated and presented for information. Cyclic thermal loads (including
transient conditions) and cooling effects are to be taken
into account in the calculations. The calculation results are
to include expected combustor life.
e) Where thermal barriers are used, the locations shall be
shown on the combustor drawings. While life calculations
shall take the thermal barrier into account, the impact of
barrier loss on material temperature and combustor life is
to be evaluated and presented for information.
f) Results from CFD calculations are to be submitted upon
request.
g) Results of thermal paint tests are to be submitted upon request.
h) Maximum allowable temperature spread at outlet plane
shall be submitted for information.
Guidance note:
The combustion process is assessed in order to evaluate thermal
loads and aerodynamic effects on hot section components.
The uniformity of the combustor outlet plane temperature may be
characterised in terms of the temperature traverse quality factor
as defined below:
T m ax T 3
TTQ = -----------------------T3 T2
Tmax
DET NORSKE VERITAS
= the maximum gas temperature in the outlet plane
= T 3 is the mean temperature in the outlet plane

= T 2 is the compressor exit temperature.
A typical combustor will have a temperature traverse quality in
the order of 20%.
i)
When welded constructions are used submitted welding

documentation is to be in accordance with A203.
Combustors shall have dual ignition systems, igniters shall
normally not remain in the primary combustion zone during operation. An electric ignition system must have at
least two igniters and two separate secondary electric circuits.
The igniter should have a life that as a minimum coincides
with a convenient check period (e.g., hot section repair interval or time between overhaul).
The design of combustor shall be such that the radial and
circumferential gas temperature distribution will be acceptable during all normal and transient running conditions, such that the specified life of the components will be
maintained. The design shall also ensure that normal wear
of the burners (see 320), or variations in fuel and gas flow
conditions due to normal wear of other components, will
not lead to flame distortion having a negative impact on
component life.
Provisions shall be made for inspection of the combustor
system such that all important sections can easily be inspected, particularly the burner area and combustor outlet
(gas collector, NGV's).
Flame tube shall be sufficiently strong to withstand normal
and transient temperatures and pressures.
Normally, combustor life shall not be less than 10 000
hours based on full load conditions at worst-case certified
ambient conditions.
319 Burners
Sectional drawings of the burners are to be submitted for information. The drawings shall specify the dimensions and material, as well as respective flow paths of fuel and air.
The maximum fuel delivery temperatures and pressures, together with the compressor air delivery temperature, are to be
specified for information.
The maximum mass flow rate of the fuel and the expected airflow (fuel air ratio) is to be documented upon request.
Burner lifetime shall be specified together with the nominal
change-out intervals.
Fuel nozzles are to be removable without disassembly of the
combustor system.
320 Turbine nozzles
Turbine nozzle design documentation is to be submitted for approval or information as indicated:
dimensional drawing, including material properties (for
approval)
pressure loads (for information)
thermal loads (for information)
stress due to expansion limitations (for information)
cooling system* (for information)
coatings.* (for information).
*
Documentation indicating presence, if applicable. Particulars such as

cooling hole patterns or coating composition are not required. The stages
where cooled and coated nozzles are used shall be specified.
Life calculations for high pressure turbine nozzle(s) shall consider the elements listed above and take into account the effects
of both loss of coating and cooling (independently), and is to
be submitted for information.
When brazing or other fixation methods are used to connect

vanes to the outer and inner rings, they shall be complete, i.e.
brazing shall not be intermittent, unless otherwise substantiated by documentation.
Normally, nozzle life shall be greater than 10 000 hours based
on full load conditions at worst-case certified ambient conditions.
The following design documentation elements are to be submitted upon request:
aerodynamics
gas flow at geometric boundaries
profile loss
annulus loss
secondary flow loss
tip clearance loss.
321 Turbine internal air cooling system

Turbine cooling system documentation to be submitted for approval is:
drawing of the cooling system for the gas turbine
maximum and minimum flow rate of air required for cooling
maximum and minimum temperature of air required for
cooling
maximum and minimum pressure of air required for cooling
monitoring instrumentation for cooling air supply. (Only
if installed, see below).
The design of the cooling air system shall be such that documentation and experience can prove that there will always be a
required minimum air flow available at maximum temperature
and minimum cooling air pressure. This shall also take normal
air cooling system degradation into account, if relevant.
In cases where hot section design assessment indicates that reduction or loss of cooling air will reduce component life to a
level jeopardising turbine safety, the Society will require monitoring of the cooling air supply. See Table E1.
322 Starting systems
Documentation submitted for approval shall, as a minimum, be
as follows:
a) Electric starting system:
drawings describing the system

starting torque required
motor power and speed
starting logic and set points
disengaging speed
redundancy in technical design and physical arrangement, of the power supply system.
b) Pneumatic start system:

pressure and volume of air required
redundancy in technical design and physical arrangement, of the air supply system
operation of the air supply valves (set points, relief
etc.)
safety system in case of pressure build-up
disengaging speed (air turbine starter).
c) Hydraulic start system:
hydraulic pressure required for starting
safety system in case of pressure build-up
DET NORSKE V ERITAS
redundancy in technical design and physical arrangement of the hydraulic fluid supply system
disengaging speed.
The starting system shall be capable of performing at least 6
consecutive starts.
The start system shall have its own protective system to ensure
that failure to reach ignition speed, shall not cause damage to
the starting system.
The start system shall be protected such that a stuck rotor does
not damage the start system.
In pressurised systems there shall be provision for safe relief of
pressure in the event that the pressure goes above the design
limit.
The start system shall be designed such that a single component failure does not lead to a failure to achieve propulsion
power, see Pt.4 Ch.1 Sec.3 B300 or Rules for Classification of
HS, LC and NSC Pt.4 Ch.1 Sec.3 B300.
323 Turbine mounted piping
Included in the term piping is fuel piping, lubricating oil piping, hydraulic piping, instrument and control air piping, starting system piping, and other piping determined to be subject to
these rules.
Piping is to be designed and tested in compliance with Ch.6.
Note that normally all fuel piping covered by 326 shall be class
I as defined by Ch.6. This also applies to HS, LC and NSC applications.
Piping is to be designed to withstand all expected vibration and
environmental loads, including normal, engine induced, vibration loads.
324 Lubricating oil system
The following lubricating oil system documentation shall be
submitted for information:
drawing of the lubricating oil system for the gas turbine
piping and instrumentation diagrams (or equivalent) and
instrumentation listing
drawings shall indicate maximum and minimum pressure
and temperature in the system, e.g. before bearings, relief
valve setting, etc.
type of lubricating oil
approved list of lubricants
maximum permissible amount by volume of water in the
oil
oil filtration requirement, according to NAS 1638 or ISO
4406 (or equivalent).
The lubricating oil system is to be designed and tested in compliance with Ch.6. Gas turbine lubricating oil systems are in
addition to comply with the following:
gas turbines are to have a separate lubrication oil system
the system is to include sufficient filtering, heat exchanger
capacity, magnetic chip detectors located as necessary,
and water separator arrangements, if necessary. Location
of these components is to be indicated on the drawings listed in above
any shutdown of the gas turbine, either due to a normal
shutdown, shutdown due to turbine trip (except due to fire
detection), or due to a blackout of the vessel, is not to result in damage to any turbine bearings.
Heat balance calculations for the lubricating oil system is to be
submitted upon request. The heat balance is to be considered at
cooler inlet temperature of 32C, an ambient air temperature of
40C or conditions specified by the specifications for the vessel or project, whichever is more demanding.
The heat exchangers are to be certified in accordance with

Ch.7.
325 Turbine fuel system
The following fuel system documentation shall be submitted
for information:
piping and instrumentation diagrams (or equivalent)
purification method and specification of the fuel as required by the manufacturer
drawings of the gas turbine fuel system (see guidance
note).
Guidance note:
Gas turbine fuel system is defined as gas turbine manufacturers
scope of supply. Normally the border line is set at fuel booster
pump inlet.
The gas turbine fuel system is to be designed and tested in

compliance with Ch.6. Normally all fuel piping shall be class
I as defined by Ch.6. Note that this also applies to HS, LC and
NSC applications.
Gas turbine fuel systems are in addition to comply with the following:
fuel nozzles are to be replaceable without major adjustments for the fuel system
the system is to be equipped with suitable means for draining the fuel manifold and fuel nozzles after shutdown (normal and emergency) of the engine fuel supply
the combustors are to be equipped with a drainage system,
preventing accumulation of fuel after a failed start. see
also E404.
Guidance note:
The requirements for a separate drainage systems may be waived
if the engine design itself can be proven to hinder unwanted fuel
accumulation.
Normally, stainless steel piping is to be used between the fuel

filter separator and the engine. If biocides are needed, the type
used is to be accepted by the engine manufacturer. See also
E400.
326 Fuel metering valves
Fuel metering valves are, upon request, to be documented as
follows:
drawings of the valve, which includes dimensions, flow
directions, by pass system etc.
piping and instrumentation diagrams (or equivalent)
control parameters and instrumentation
maximum and minimum flow rate
flow rate as a function of actuator displacement and rotation
calibrating process of the metering valve
environmental testing procedures.
327 Fuel specification
The fuel specification for the actual vessel and project is to be
submitted for information.
When heavy fuels are to be used the manufacturers shall document the turbine's ability to maintain serviceability at full
power, without significant loss of component life. If special
maintenance is required to reduce degradation of the turbine,
the methods used to clean the turbine shall be submitted to the
Society for information.
For mobile offshore units, where gas fired turbines use gas
processed from the field, fuel gas composition, including the
DET NORSKE VERITAS
highest expected sulphur content in the mature field, is to be

submitted for information.
328 Core engine controls
See E100.
329 Monitoring and instrumentation system
See E200.
330 Safety system
See E300 and E400.
331 Performance
Documentation of the performance shall include the following
for information:
turbine hot section cooling system (e.g. blade and disk

cooling)
turbine cooling and ventilation system (shell and casing)
control system
control system power supply
instrumentation system (e.g. vibration, temperature, pressure)
mechanical control system (e.g. variable guide vanes)
anti-icing system*
heat recovery system (only that portion in the exhaust gas
path)*
inlet air systems (e.g. filtration)*
heat absorption system ( cooling water for the lubrication
oil system).*
a) Compressor characteristics.
b) Overall gas turbine performance curves. These are normally to be based on the overall efficiency (t) and the
quasidimensionless massflow group mT05/p05 as function of the pressure ratio p05/p 06 This shall be presented for
various values of the quasidimensionless speed group N/
T05, where 5 and 6 denote turbine inlet and outlet conditions (see Fig.3). Equivalent performance curves are also
acceptable.
c) The expected performance of new engine.
d) The expected performance of used engine (approximately
30 000 hours).
e) The expected recoverable performance of a used engine
(after a complete overhaul).
f) The normal performance or power loss as a function of
running time. The turbine in this case is assumed to be running within design specification or contract specifications.
For type approval, the design specification shall be assumed, for product certificates the contract specifications
shall be consider as the running conditions.
The turbine shall be designed to permit rapid start from cold

conditions, without working outside the performance envelope
of the either the gas generator or power turbine.
The design shall take into consideration thermal gradients for
all modes of operation including trips, and shall permit immediate restart (within control system constraints, e.g. thermal interlock) if operational conditions so require.
Fig. 3
Station numbering, basic cycle
332 Failure mode and effect analysis (FMEA)

An FMEA of the gas turbine is to be submitted for information,
see Ch.1 Sec.3 C200. This is to identify critical components
and systems together with failure modes and consequences.
Mean time to failure for critical components and systems is to
be defined. The analysis shall, as a minimum, cover the following:
gas path components

bearings
seals
fuel system
lubricating oil system
To be included in FMEA if defined as part of type approved system, only.
Coupling shaft failure and its consequences shall be identified

and documented.
The analysis should be presented in a format that is clear, e.g.
tabulated in the form of name components and system, type of
expected failures, consequences, expected frequency of failure. See also E301.
333 Fire prevention
See E400 and F700.
334 Maintenance manuals
Maintenance manuals are to be submitted for information. As
a minimum, the contents are to be as follows:
illustrated list of parts
assembly and disassembly process with tools and procedures, such as clearances, pre-tightening procedures,
torque limits etc.
time between inspection, overhaul and change out of major components, e.g. blades, disks, nozzles, burners etc.
methods used to identify the hours on the component
acceptance and rejection criteria of major components,
e.g. maximum blade crack length, for acceptance without
repair, with repair, and reject.
The turbine manufacturer is to provide a list of their approved
overhaul depots for the respective gas turbine types.
335 Operating manual
Operation manual is to be submitted for information.
336 Test procedures
Test procedures for the type test, and the certification test are
to be submitted for approval. The procedures shall include acceptance criteria, and methods of evaluating parameters, such
as, power, when calculating ISO equivalent power referred to
actual measured power. See also 400.
B 400 Engine testing and type testing
401 General requirements for engine testing are covered in
500, 600 and 700. Type testing requirements are defined in 800
and 900, while requirements for certification testing and shipboard testing are covered in D200, D300 and I100 and I200, respectively.
B 500 General requirements for engine test
501 All measurements at the various ratings are to be made
at steady operating conditions unless otherwise stated.

relative humidity
fuel designation or specification
lubricating oil specification.
DET NORSKE V ERITAS
Lower heating value for liquid fuel normally to be supported

by test of fuel actually used.
Lower heating value of gaseous fuel to be supported either by
test or by calculations based on gas composition analysis of
fuel actually used.
503 During testing the engine is to be checked for leakage of
fuel or lubrication oils.
full load testing. Where surface temperatures exceed 220C,
insulation of oil non-absorbent material covered by sheet metal
is to be fitted. This is to be done when the gas turbines are not
intended to be in an enclosure.
505 The safety systems, to the extent they are integrated in
the engine design, are to be tested.
506 Subject to pre-test approval by the Society, the precise
details of test scope, arrangement and performance may be adjusted for engines with extensive relevant operational experience, or for engines where extensive amounts of relevant test
data is already available.
B 600
Engine test data collection
601 The engine and system data given in Table B2 are to be

measured and recorded. Subject to pre-test approval by the Society the parameter list may be adjusted to accommodate engine design issues and test facility limitations.
B 700
701
Power measurement
The following methods may be applied.
Mechanical
a) Torque measurements based on absorption dynamometers.
b) Shaft torque meters.
The method used and the expected errors are to be submitted
to the Society. Should there be discussions over methods and
materials used (e.g. difference in Poissons ratio between calibrated shaft and actual shaft), the Societys decision will be final.
Thermodynamic
This method may be used when it is not possible to use direct
shaft torque measurements. That is, in the case that a gas generator is being tested alone. However, a new test will normally
be required based on shaft torque when the power turbine is
coupled to the gas generator.
This method can normally not be used alone during a type test
for a unit consisting of both gas generator and power turbine,
but may (based on proven accuracy) be used during a certification test for the gas generator.
B 800
Type testing, general
801 For definition of engines subject to type approval see

A107.
802 Type testing serves the primary purpose of substantiating the engine design documentation. It is furthermore intended to validate that the engine will provide acceptable
performance under the worst-case operational and ambient
conditions of its intended service.
An approved type test is a pre-requisite for the engine to start
accumulating the 2500 hours needed in operation for the type
certificate to be issued, see A107 and Fig.1.
See 106 and 107 for further background.
803 The complete type testing program is subject to approval. The tests are to be witnessed by a surveyor, however, the
precise extent shall be agreed in each case.
Table B2 Engine and system data acquisition
CertifiType
Quay
Parameter
cation
test
trial
test
1)
X
X
X 5)
Power (thermodynamic)
Gas generator, and power turbine
X
X
X
speed 2)
Shaft torque at drive end (power turX
X
bine output)
Electrical power at drive end (generX
ator set only)
Compressor inlet pressure and temX
X
X
perature 1)
Compressor discharge pressure and
X
X
X
temperature 1)
X
X
X
Turbine inlet temperature 1) 6)
Gas generator exit pressure and temX
X
X
perature 1)
Gas generator exit gas temperature
X
X
X
spread
Power turbine exhaust pressure and
X
X
X
temperature 1)
Lubrication oil temperature and
X
X
X
pressure 4)
Fuel temperature and pressure, at
X
X
X
the fuel inlet
Hydraulic fluid pressure
X
Coolant temperature and pressure 4)
Temperature of external surfaces of
X
the engine
7)
Bearing metal temperatures
X
X
X
Intake pressure loss
X
X
Exhaust pressure loss
X
X
Vibration levels
X
X
X
Position of variable stator vanes, or
X
X
bleed valve opening, as applicable
Sea
trial
X 5)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
1)
To be corrected to standard reference conditions (ISO 2314). Note that

both raw and corrected parameters are to be recorded.
2)
If more spools are involved, their respective speed shall be recorded.
3)
These values may be derived values from other measured points.
4)
At locations specified by the manufacturer.
5)
May be substituted by torque measurement at power turbine output.
6)
Measurement not required, calculation acceptable.
7)
Lubricating oil temperature measurement after bearing is also acceptable.
804 Type testing is normally valid for only one specific type
of engine, and does not cover a range of design variations. The
maximum speeds of the spools, firing temperature, turbine inlet temperature, exhaust temperatures, mass flow rate, etc. are
fixed for a given type of turbine, and will be specified on the
type approval certificate.
805 Type testing shall preferably be made with the type of
fuel oil for which the engine is intended, or equivalent. If this
is not possible then there shall be prior agreement with Society
as to the fuel used for the test, and its consequences to the results of the test. For engines intended for running on heavy fuel
oil, the test verification of the engines suitability for this may
be postponed to the sea trial.
806 If no special turbine application considerations apply
(such as e.g. fitness for purpose testing, significant application
limitations, or extensive relevant operational experience), the
type test program is to be arranged as outlined in 900. If special
considerations apply, the test program will be agreed between
DET NORSKE VERITAS
the Society and the manufacturer on a case by case basis, but

will be based on the elements in 900.
807 If a type tested engine that has proven reliability in service, is design approved for an increase of power by less than
5%, and does not require internal (manufacturer) design review, a new type test is normally not necessary. The percentage refers to increases since the last type testing, not to the last
approved level. It is assumed that the original design calculation of the engine has taken into consideration the intended increase in power.
808 All test results are to be corrected to standard reference
conditions as defined by ISO 2314. The type test shall be performed as close to standard reference conditions as possible in
order to minimise correction errors.
The standard reference conditions are (ISO 2314):
tests, according to the manufacturer established and documented procedures.

b) Design assessment acceptance by the Society has been obtained for the engine in question based on documentation
requested, and the Society has been informed about the nature and extent of investigations carried out during the preproduction stages.
Type approval of gas turbines involves the following type
tests: start test, mechanical running test, and performance test.
These tests are to be carried out in the presence of a surveyor,
see 803. They may be conducted separately, or be integrated so
as to combine items from the three tests into one. A typical
schedule encompassing the required tests is shown in Fig.4.
The recorded test results are to be endorsed by the attending
surveyor upon completion of the type test.
Temperature:
15 C
Humidity:
60% relative
Barometric pressure: 1.013 bar (760 mmHg).
809 Control settings of the gas turbine, such as alarm and
shutdown shall be agreed upon with the Society. Set points that
shall be used in the test that are inappropriate in relation to
those used in normal running require written agreement.
810 Variation in control parameters (compressor discharge
temperature, turbine inlet temperature, etc,) during data acquisition shall normally not exceed 1% (or the manufacturers
specification.). Shaft power shall not vary more than 3% (or
that agreed upon in the contract specification).
811 If during the test, the observed data is obviously inconsistent with expected data or out of specifications of the manufacturer, all possible effort shall be made to rectify the
inconsistency during the testing. This shall be done in a mutually agreed upon manner between the manufacturer and the Society. Failure to reach an agreement shall result in a retest.
Even if the inconsistency is rectified during the test, a re-test or
test extension may be required by the Society.
812 When measured test parameters do not conform with design specification (e.g. high temperature spread), then formal
changes in the design specification need to be documented before acceptance shall be given for the test. If not the test shall
be considered as failed.
813 Test data shall be recorded only after steady state conditions have been reached by the gas turbine, for the specific test
point. Steady state is achieved when all key control parameters
of the gas turbine have reached a steady state for that specific
test condition. Variation within expected limits under testing
conditions are however permitted, see 810.
814 For turbines driving electric generators, load shedding
from 100% to 20%, load increase from 20% to 100% and other
load variations due to power demand, are not to result in a transient variation in r.p.m. greater than 10%. The permanent
speed variation is not to be more than 1% of the rated speed.
The rates at which load is shed from 100% to 20% and load is
increased from 20% to 100% (and other load variations)
should be established by agreement between the Society, engine manufacturer, and engine packager.
If feasible, complete generator sets should perform an instantaneous load shed test from 100% to 0%, without tripping.
This, however, may be postponed until the certification test, if
preferable. See D402.
B 900
901
Type testing program

It is assumed that:
a) The investigations and measurements required for reliable

engine operation have been carried out during internal
Fig. 4
Example of type test schedule
902 Functional tests and collection of operating values including test hours are to be documented. The relevant results
are to be presented to attending surveyor during the type test.
903 Component inspections after completion of the test program shall be conducted or witnessed by attending surveyor,
see 1000.
904 The engine designer is to compile results in a type test
report, which is to be submitted for approval. If deviation from
design specifications exists, this shall be agreed upon between
the engine designer and the Society.
For emergency operating situation, the following tests may be
performed:
quick start
override functions.
The Society will not allow the engines to run at these points unless there is a design basis that clearly indicates integrity of the
components for a sufficient period of time, not less than 500
hours.
905 Start test
Seven starts must be made, of which 3 starts must be preceded
by at least a two-hour engine shutdown. There must be at least
one false engine start, pausing for the manufacturer's specified
minimum fuel drainage time, before attempting a normal start.
DET NORSKE V ERITAS
There must be at least three normal restarts with not longer

than 15 minutes (unless otherwise stated) since engine emergency shutdown (see 907). The remaining starts may be made
after completing the 15 hours of endurance testing.
906 Starts done in the other type tests can be incorporated in
the start test to reach the sum of seven, provided that time interval between consecutive restarts are according 605.
907
Engine emergency shutdown
Engine emergency shutdowns are defined as follow:

a) Hot shutdown, at full load (as soon as permitted by the
manufacturer's instructions). Restart to be achieved before
lockout and within 30 minutes.
b) Failure to ignite, resulting in aborted start sequence. This
may need to be induced, and should be agreed upon with
the manufacturer prior to the test. Documented occurrences of this type of start may be used as verification of this
test.
c) Flame out. This may need to be induced, and should be
agreed upon with the manufacturer prior to the test. Documented occurrences of this type of start may be used as
verification of this test.
908
Mechanical running test
The mechanical running test can be conducted at no-load condition.

909 Lubricating oil pressure and temperature are to be monitored and recorded during the test. The parameters are to be
within the manufacturer's recommended values. The recommended values are to be stated in the operating instructions.
910 The lubricating oil filtration is to be as specified by the
manufacturer.
911 The monitoring and control system used in the test is to
be representative of the type approved monitoring and control
system, to the extent related to the gas turbine (see E100). Deviations from the type approved monitoring and control system, and the reasons for the changes are to be presented to the
Society's type approval centre in due time before testing.
912 The test is to include a verification of lateral critical
speeds in the range 0% to 100% of rated speed for all shafts.
Vibration levels are to be recorded for a constant speed increase as follows:
Mechanical drive (all shafts):
Zero to 100% of rated shaft speed, and down to idle,
and finally through coast down and stop.
Generator drive:
Zero to 105% of rated output shaft speed, and down to
idle, and finally through coast down and stop. Zero to
100% for other shafts.
Guidance note:
Verification up to less than 100% of rated speed may be accepted
if ambient conditions so dictate. This is dependent on the measurements actually performed providing a reasonable match with
analysis results submitted as part of the design assessment, and is
subject to Society consideration.
The Society may require additional measurements at certain

specific speeds. In such cases, the readings are to be taken at
steady state conditions.
913 The manufacturer is to provide the Society with the vibration acceptance criteria that are to be used during the test.
914 Filtered vibration signals will not be accepted during the

testing, except in special cases. Such special cases will be individually considered by the Society.
915 The acceleration and deceleration tests of the gas turbine
according to the manufacturer internal procedure is to be witnessed by the Society. The parameters of the control system
governing these sequences shall be in compliance with the approved sequences and time constants.
916 The mechanical running test is to be considered complete if no damage occurs to the turbine, and tested functions
and operating parameters are within specified limits and the vibration requirements are met. If, after the test, modifications to
the design are considered necessary, a complete new test must
be performed.
917
Performance test
The performance test is to be carried out in a manner equivalent to standards recognised by the Society, e.g. ISO 2314 Gas
turbines acceptance tests or ANSI and ASME PTC 22 Gas turbine power plant, performance test codes. In the case of conflict between the standards and these rules, these rules prevail.
The type test engine must be subjected to an endurance test that
includes a total of at least 15 hours of operation. The 3-hour
test sequence (or "run", as defined below) must be conducted
5 times to complete the required 15 hours of operation.
A leak check is to be performed prior to all runs.
The engine is to be operated according to the power and speed
diagram, according to the application (e.g. propulsion drive,
the curve shall be the propeller and waterjet curve). The data to
be measured and recorded when testing the engine at the various load points, and is to include all major parameters for the
engine operation (see also 600). The operating time per load
point depends on the engine size (achievement of steady state
condition) and on the time for collection of the operating values. Normally, an operating time of 10 minutes can be assumed
per part load point.
The test sequence is to include:
one hour and thirty minutes total at successive part loads
corresponding to at least 9 approximately equal speed and
time increments between maximum continuous engine rotational speed and minimum idle rotational speed, according to nominal propeller curve
one hour and thirty minutes at rated maximum continuous
power, i.e. 100% output at 100% torque and 100% speed.
For high speed, light craft and naval surface craft application,
further testing may be required under certain circumstances,
and will be mutually agreed upon between the Society and the
manufacturer.
Engine and control system is to demonstrate trouble free running without load for a minimum of 20 minutes, before testing
at load conditions.
918 For dual fuel installations, the performance test is to be
carried out using the least favourable fuel. Gas turbines intended for dual fuel service are to demonstrate the capability to
change from one fuel to the other, e.g. liquid to gas, and vice
versa, while at load specified in operating manual, without detrimental change in operational parameters.
919 Any deviations to the engine internals, e.g. blades, disks,
combustors, bearings, etc. from that submitted to the Society
during the design review, are to be presented to the Society's
approval centre in due time before the actual test. The deviations are to be recorded in the test report. Additional testing
and measurements may be required by the Society should there
be significant changes to critical components e.g. blades,
disks, combustors, bearings, etc.
DET NORSKE VERITAS
920 Before and after test, a lubricating oil sample is to be

tested for contaminants and particles in accordance with the
specification of the manufacturer.
B 1000 Boroscope inspection and tear-down after testing
1001 Boroscope inspection is to be conducted following
both type and certification test.
Boroscope inspection may be required by the Society after sea
trial.
1002 In general no cracks or major wear shall be seen in rotating parts after testing of a new gas turbine. Minor cracks, indents or tear in uncritical stationary parts may be accepted
based on documented acceptance criteria.
Boroscope inspection of the following parts shall be conducted
to the extent allowed by engine design (e.g. boroscope ports
placement):
compressor (blades and nozzles)

combustor
fuel burners
high pressure turbine (blades and nozzles)
power turbine (blades and nozzles).
C 300 Production verification

301 Production of power transmitting, heat exposed and
pressurised components as given below, are as a minimum to
be documented through the manufacturer's quality system:
blades
impellers
disks
shafts
inter-stage coupling
tie bolts
combustors
nozzles
gas generator casing
power turbine casing
gas generator rotor assembly
power turbine rotor assembly.
302 A manufacturing survey arrangement (MSA) is to be established based on a product audit covering the following aspects:
1003 Proper instruments and necessary personnel shall be on

site during the inspection.
1004 Normally the boroscope inspection shall be taped or
photographed, as documentation during the inspection. Documentation to be retained at the manufacturers, and made available to the Society upon request.
1005 Further inspection up to and including tear-down of the
turbine may be required by the attending surveyor, should
there be cause to do so, such as damaged blades or nozzles, or
any other parts mentioned in the boroscope inspection. Teardown may also be required, should the turbine fail its test due
to not meeting performance requirements, not meeting manufacturers specification, or not meeting DNV requirements.
1006 A report summarising findings from inspection and
tear-down is to be submitted for information.
C. Inspection and Testing

C 100
item being supplied by subcontractors or produced by the engine manufacturer.
General
101 The certification principles are described in Ch.2 Sec.2.

The principles of manufacturing survey arrangement (MSA)
are described in Ch.2 Sec.2 C100.
102 The manufacturer is to have in operation a certified quality system according to ISO 9001, or equivalent. Should the
manufacturer not be in possession of a valid quality system
certificate, an extended product audit covering the quality system elements which are in operation at the manufacturer's
works is to be made. Based on this assessment a survey arrangement with the manufacturer may be established.
103 A manufacturing survey arrangement (MSA) shall be
established (see Sec.2 C100) specifying all details on component testing and inspection, including acceptance criteria.
104 All specifications of welding procedures are to be qualified according to a recognised standard or the rules of the Society.
C 200 Certification of parts
201 Gas turbines are to have DNV (NV) certificate, see Ch.2
Sec.2 A and B.
202 Engine parts, semi-finished products or materials are to
be tested and certified according to the original engine manufacturer (OEM) requirements. This applies irrespective of the
quality system documentation

human resources
equipment and facilities
production methods and control routines
purchasing and subcontracting
production process control
distribution and warehousing
quality inspection and testing
document control
traceability
non-conformity and corrective actions.
The audit is to ensure the capability to produce in accordance

to the original engine manufacturers (OEM) specifications
and common engineering standards in the gas turbine industry.
DNV require traceability back to the material batch on each of
the components listed in 301. All components listed in 301 are
to be inspected prior to certifying the first engine.
Annual product audits are to be performed using spot checks to
ensure that the basis for the MSA is maintained. Within a fouryear period, all components listed in 301 are to be evaluated
through a product audit.
In case the manufacturer is certified by a recognised aviation
authority, and the components are manufactured in accordance
to the same quality system and procedures as components for
aero derivative gas turbines, DNV might reduce the involvement in the production phase.
The following is to be available at the product audit:
routing sheet or an instruction that dictates the step by step
process by which the components are to be produced
acceptance criteria for each step of the process.
All relevant documents concerning manufacturing, inspection
and testing of the component in question shall be readily accessible.
D. Workshop Testing
D 100 Application
101 This sub section covers procedures and requirements for
certification testing of complete gas turbines. General considerations and requirements pertaining to certification testing are
found in B400, B500, B600, B700 and B1000.
DET NORSKE V ERITAS
D 200
Certification testing
201 Each engine to be certified is to be tested in the factory,

however see 206. The purpose of the factory testing is to verify
the design premises such as performance, safety (against fire),
adherence to maximum pressure, functionality, product quality
and further to establish reference values or base lines for later
reference in the operational phase.
202 The measured maximum pressures, exhaust temperatures, inlet temperatures, and power are to be corrected to ambient conditions as defined in ISO 2314. This is to enable
comparisons with both values from the type test and measurements during the operation phase.
203 For case by case approved engines the workshop testing
may be extended up to the full type testing if found necessary
by the Society.
204 The engine manufacturer is to compile all results in a test
protocol that is to be endorsed by the attending surveyor and
submitted to the Society for later reference.
205 After the required factory testing, engines are to be
blocked for output beyond the approved maximum continuous
rated power. The setting of the control blocking is to be made
as applicable for the intended fuel, i.e. if an engine is intended
for running on heavy fuel oil during the sea trial, the blocking
after a factory test on light diesel oil (or other fuel types) is to
be set in accordance with the correlation between these fuel
oils. If the sea trial full load testing will be made on light diesel
oil, and the service is intended for heavy fuel oil, the blocking
is to be made after the sea trial testing.
The manufacturer is to provide the Society with the vibration

acceptance criteria that are to be used during the test. In the
case that the Society does not accept the maximum allowable
vibration limits as specified by the manufacturer, the Society
will themselves provide the vibration acceptance criteria.
Vibration measurements may be completed prior or after the
endurance test, as described in 207.
212 The certification test is to be carried out using the contract coupling. If this is not practical, the test is to be performed
with a coupling system representing a reaction moment within
10% of that of the actual coupling system. By system is meant
coupling and any additional components that follow the coupling.
213 The test is to demonstrate the gas turbine's capacity to
perform satisfactorily during load alterations that are likely to
occur during the actual operating conditions. For application
related specifics see 300 and 400.
Guidance note:
The precise test details are to take test facility capabilities into account. If the facilities are incapable of providing the requisite
load alterations (e.g. load shed) alternative solutions may be
agreed with the Society.
D 300
Certification testing of propulsion engines
301 The testing described in 300 applies to certification of

propulsion engines, and is additional to that required in 200.
206 Certification testing is to be performed on the complete

gas turbine. In the case that the gas generator and the power
turbine have been tested separately, the Society accepts that
the certification testing of the complete gas turbine is performed on board (see I100 and I200).
302 In addition to the test profile defined in 207 the engine is

to be tested at power levels to be agreed with the Society. The
number of points should be sufficient to establish the speed
power relationship, and also be in accordance with the following (whichever is applicable):
207 The certification test shall include testing found necessary by the Society to demonstrate:
a) The propeller curve based on the propeller law
starting, idling, acceleration, deceleration, stopping

safe operating characteristics throughout its specified operating envelop.
The certification test shall simulate the conditions in which the
engine is expected to operate in service, including typical startstop cycles and load points, see D300 and D400.
The engine is normally to be run for at least 90 minutes at the
maximum continuous power in service.
This applies if driving a fixed pitch propeller, water jet or

controllable pitch propeller with variable r.p.m. and pitch
limited to nominal value.
b) The modified propeller curve
This applies if driving a controllable pitch propeller that is
intended to use a higher pitch than the nominal when running at reduced r.p.m. In this case, the load point with lowest r.p.m. at 100% torque is to be added.
c) At constant speed
The certification test procedure is to be approved by the Society prior to testing.
This applies if driving a controllable pitch propeller with

constant speed or an electric generator for propulsion.
208 Prior to the start of the certification test, the engine and
the control and monitoring system are to demonstrate trouble
free running at no load for 20 minutes.
The operating time per load point depends on the time for
collection of the operating values. Normally, an operating
time of 10 minutes can be assumed per load point. The actual time may be determined by the attending surveyor.
209 Any deviation to the engine design and engine dressing

from that of the type test is to be stated in the test report, together with the reason for the changes.
210 The monitoring and control systems used in the test are
to be representative of the type approved monitoring and control system, to the extent related to the gas turbine. Deviations
from the type approved monitoring and control system, and the
reasons for the changes are to be presented to the Society's approval centre in due time before testing.
211 The certification test is to include vibration measurements. The unfiltered vibration signals are to be recorded at a
constant speed increase from zero to 100% of rated power turbine speed, and down to idle, and finally through coast down
and stop. The Society may require additional measurements at
certain specific speeds. In such cases, the readings are to be
taken at steady state conditions.
303 For plants with water jets that may experience air ingestion, the speed control system is to be checked with a sudden
load shed from the maximum continuous power to 20%. The
engine overspeed is not to trigger the overspeed protection
function (no trip).
D 400
Certification testing of engines for generating sets
401 The testing described in 400 applies to certification of

generator sets, and is additional to that required in 200.
402 The speed control system for generating sets is to be tested with a load shed that is to be instantaneous from 100% to
zero, without the engine tripping due to overspeed. See also
E109.
If the engine is tested on a water brake, this load-shed test may
be postponed to testing on board.
DET NORSKE VERITAS
D 500
Boroscope inspection
501 Boroscope inspection is to be conducted following certification testing. See B1000 for particulars and requirements.
controlling the speed of the unloaded gas turbine without

bringing the over speed protection function into action.
Table E1 Monitoring requirements
Control parameter
E. Control, Alarm, Safety Functions and Indication
Clogged air intake filter, pressure
E 100
Anti-icing system failure, pressure
Core engine controls
Parameter
value
High
High-High
High
High-High
Alarm
Step to
idle
Alarm
Alarm
Step to
idle
Alarm
Alarm
Shutdown
Alarm
Alarm
Step to
idle
Alarm
Alarm
Alarm
Alarm
Deviation
Alarm
High
Shutdown
Indicated
surge
Alarm
High
High-High
101 Gas turbines are to be delivered with a type approved

control and monitoring system, see Ch.9.
Fuel oil delivery, pressure
Low
Low-Low
High
Control systems for gas turbines are to be certified in accordance with Ch.9 before being installed on board or being
hooked up to the turbine.
Lubricating oil, pressure
Low
Low-Low
High
Lubricating oil, temperature
High
High-High
102 The control logic shall as a minimum encompass the following:

control of all turbine parameters, vibration, temperature,
speed, etc. with set points
normal and abnormal stop and start sequence
load control
alarms and shutdown
automatic purge cycle
fuel control for normal running
fuel control in abnormal shutdown
other systems such as fire detection and prevention
control of all train parameter, with set points (when applicable)
surge control of the train (when applicable)
seal gas control (when applicable)
override functions (when applicable).
Basic monitoring requirements are given in Table E1. Note
that the table covers both core engine and gas turbine package
with auxiliaries. Subject to consideration by the Society the parameter list may be adjusted to accommodate engine design issues.
Clogged fuel filter, pressure

Clogged lubricating oil filter, pressure
Control actuator position out of synchronisation with command value. Displacement
sensor
Power turbine overspeed, speed sensor
Anti-surge system, if applicable
Flame out detection
Vibration, vibration sensor
Power turbine inlet temperature
103 The control system is to be equipped with an uninterruptible power supply designed to function even under blackout conditions. Total loss of control system power shall lead to
a controlled turbine shutdown.
Power turbine inlet temperature spread out

of specification 1)
Exhaust temperature (power turbine outlet)
104 Control systems are to be arranged so as to allow local

control and operation of the gas turbine, irrespective of the
state of the overall (e.g. vessel) control system.
105 Starting sequence is to be discontinued and main fuel
valve closed within a pre-determined time, when ignition has
failed.
106 All gas turbine control systems are to implement purging as part of normal start up and start failure. The extent of
purging required is subject to a case by case evaluation, but it
should normally be of a duration sufficient to displace the exhaust system volume three times before attempting re-start.
107 Gas turbines for which standby duty must be expected,
are to permit rapid starting.
108 Gas turbine control systems are to be provided with
overspeed protection preventing the turbine speed from exceeding either 115% of the maximum continuous speed, or the
maximum permissible speed as defined by the manufacturer,
whichever is lower.
Where a gas turbine incorporates a reverse gear, electric transmission, controllable pitch propeller or other free-coupling arrangement, a speed control device independent of the overspeed protective device is to be fitted and is to be capable of
Shutdown
Alarm
High
ShutHigh High
down
Flame out
Inlet guide vanes, bleed valves, variable stator vanes actual position not in synchronisation with command value, as applicable
See also 201.
Bearing temperature
Hydrodynamic bearing, radial displacement, gap value 2)
Action
Alarm
High
High-High
Alarm
Step to
idle
Alarm
High
High
High-High
Alarm
Alarm
Shutdown
High
Alarm
Axial displacement of power turbine, thrust

bearing gap value 2)
High
High-High
Thrust bearings temperature
High
High-High
Power loss of monitoring system

Power loss of control system
Loss of cooling air supply. 3) Pressure or
flow
Failure to ignite
Failure to reach idle speed
Low
Compressor inlet pressure
Low
Cooling medium temperature
High
Alarm
Step to
idle
Alarm
Shutdown
Alarm
Alarm
Alarm
3)
Alarm
Alarm
Step to
idle
Alarm
1)
Normally, there shall be at least one temperature sensor per combustor

and no less than six temperature sensors per engine.
2)
Two proximity probes recommended for each hydrodynamic bearing.
3)
If required, see B322.
DET NORSKE V ERITAS
109 For gas turbines driving main or emergency electric generators, see Ch.2 Sec.6.
Guidance note:
Note that the time requirement to re-establishment of steady
state speed after load shed in Ch.2 Sec.6 A104 (5 s), is not applicable to gas turbines, but is subject to a case by case evaluation
taking generator package design into account.
110 Documentation of both control system software and

electronic hardware is to be submitted for approval, see Ch.9.
111 The following is to be submitted upon request:
transfer functions for control of turbine parameters
results of open and closed loop simulation of turbine control parameters
interface specification to control system superior to turbine control system.
E 200 Monitoring and instrumentation system
201 For instrumentation and automation, including computer-based control and monitoring, reference is made to Ch.9.
Additional monitoring and instrumentation system documentation is to be submitted for information as follows:
documentation (e.g. P&IDs and instrumentation lists)
showing sensor ID, location, type, set-points and measuring limits. This shall as a minimum cover all parameters
listed in Table E1
instrument data sheets for core control and engine protective function sensors
documentation on machinery protection hardware.
E 300 Safety system
301 Details of the manufacturers specified automatic safety
devices, intended to safeguard against hazardous conditions
arising in the event of malfunctions in the gas turbine installation, are to be submitted for approval together with the failure
mode and effect analysis (FMEA), see B333.
viewing the turbine from below, pointing at the fuel metering

valve and fuel lines. Fire detectors are required type approved.
403 Detected fire in enclosure or engine room is to release
alarm and automatic shutdown of the fuel supply.
404 Unintended accumulation of flammable fluid and vapour must be prevented by draining and venting.
Automatic or interlocked means are to be provided for purging
all parts of the gas turbine of the accumulation of liquid or gaseous fuel, before ignition commences or recommences after
failure to start.
Guidance note:
Piping should be arranged so as to minimise the risk of fuel being
gravity fed back into the turbine in case of fuel drain check valve
failure. The requirement concerning draining and venting may be
waived if the engine design itself can be proven to hinder unwanted fuel accumulation.
405 The construction of the foundation structure should be

such that the ventilation air is able to evacuate any build up of
combustible gas mixtures.
406 Special requirements for mobile offshore units
The following fault conditions are to release alarm and automatic shutdown of gas and fuel oil supply:
detected gas of maximum concentration of 60% of the
LEL in the ventilated duct
detected gas of maximum concentration of 2% of the LEL
in engine room
loss of ventilation in the enclosure
abnormal pressure variations in the fuel supply line.
E 500 Auxiliary system controls
501 The following turbine services are to be fitted with automatic temperature controls so as to maintain steady state conditions throughout the normal operating range of the main gas
turbine:
E 400 Fire safety

These requirements are amendments to Ch.10 and Ch.6.
401 Fire ignition is to be prevented through use of the following means:
lubricating oil supply

fuel oil supply (automatic control of oil fuel viscosity as
alternative).
all surfaces that may reach a temperature of 220C are to

be insulated
it is to be tested that insulation is impervious to liquid fuel
flammable fluids are to be prevented from leaking onto hot
surfaces.
F. Arrangement
If the above premises can not be fulfilled by suitable means, an

enclosure is to be fitted.
In addition to the engine room fire-fighting system, an automatic fire extinguishing system is to be provided for any gas
turbine enclosure. The system is to be designed based on a recognised standard.
Enclosure ventilation ducts are to be automatically closed
when a confirmed fire is detected.
In case the enclosure is not made fire resistant, the enclosed
space shall be accounted for when calculating necessary
amount of fire extinguishing medium for the engine room firefighting system.
For enclosure requirements for ventilation and personnel safety, see F702.
402 There shall be sufficient number of flame detectors, focusing on location that are prone to ignition, e.g. detector
above the front end of turbine (cold end) looking at the fuel
manifold and turbine hot section (2 detectors). One detector,
F 100 Alignment and reaction forces

101 Shaft alignment specification substantiated by calculations are to be submitted for approval. Both hot and cold conditions are to be included in the calculations.
For gas turbine propulsion system directly driving generators
(no reduction gear), the complete drive train is to be included.
When the power generation system incorporates a reduction
gear, the high-speed shafts are to be included as a minimum.
As a minimum the following elements are to be accounted for
in the shaft alignment calculations:
thermal expansion of gear
thermal expansion of power turbine
thermal expansion of generator.
Upon request the shaft alignment calculations are to incorporate the following additional elements for high speed, light
craft and naval surface craft:
clearance adjustment of power turbine
difference in thermal expansion between hull and shafting,
bearing pedestals, etc. (See Ch.1 Sec.3 B201).
DET NORSKE VERITAS
axial compression of hull at maximum speed at maximum

draft
axial elongation of hull during crash stop
deflection of transom.
102 Gas turbines are to be aligned so that the shear force and
bending moment at the engine flange are within the approved
engine specification.
103 For gas turbine drive train, the alignment is to be within
the permissible values under all relevant driving conditions,
see Table F1. This is particularly important for resiliently
mounted engine, see 300. It is assumed that there is always a
flexible coupling between the gas turbine and any consumer.
Operational and extreme loads as defined in Table F1 shall not
cause the gas turbine to move permanently on its foundation.
F 200 Mounting in general
201 The loads given in Table F1 are to be considered in the
design of the foundation system.
Table F1 Operational and extreme loads
Operational loads
Extreme loads
a) Mass. Maximum environmental condi- a) Forces derived
tions such as list and trim are to be confrom blade loss
sidered when mass reaction forces are
or, in the case
determined. (See Ch.1 Sec.3 B201).
of a centrifugal
impeller, the
b) Maximum operational acceleration
parts from one
loads (see guidance note to B102).
blade root failc) Reaction forces due to engine torque (inure.
cluding short circuit torque in case of
b) Crash stop
electrical generators).
loads.
d) Forces transferred to foundation memc)
Any
other exbers due to deflection of ship structure.
treme loads that
e) Forces derived from heat expansion of
may be relevant
gas turbine.
for the individual application.
f) Any other operational loads that may be
significant for the individual application.
A combination of the above loads is to be considered
The following prevails for the worst expected operational loads (left
column):
a)
b)
Gas turbine supports (struts) are to have documented a safety

factor of minimum 2.5 against buckling.
Stresses on foundation members are to be well below the fatigue curve for the material, and maximum deflections shall be
within limitations set by the gas turbine and adjacent components (e.g. flexible coupling).
In case of extreme loads (right column), the foundation integrity is

to be maintained.
Guidance note:
The foundation should be designed to take advantage of supports in the ship structure such as bulkheads and stiffeners.
202 Preferably, the gas turbine casing shall not absorb deflections in vessel structure. This might however be accepted
if it can be shown by calculations that casing deflections are
within acceptable limits as specified by the gas turbine manufacturer.
203 The foundation system is normally to be designed with
a minimum separation margin of 20% to dominant frequencies
of the gas turbine and adjacent equipment. Calculations to be
submitted upon request.
F 300 Rigid mounting
301 For mounting on epoxy resin, the surface pressure due to
mass and bolt tension is to be within approved values for the
applicable epoxy resin. Calculation of surface pressure due to
peak loads can be required in special cases. The thickness of
the epoxy resin is to be within the approved limitations. The

epoxy resin is to be type approved.
302 The pre-tension of the holding down bolts is to be specified with regard to tightening as well as the method. The friction forces are to be able to prevent dynamic movements in the
base plate connection.
303 Side and end stoppers are required. In case of friction
bolts as main fastening device, the stoppers are to be regarded
as safety devices in case of loosened bolts or excessive loads
due to engine breakdown (e.g. blade loss).
F 400 Resilient mounting
401 Resilient mounts to be type approved.
402 All connections to the engine such as couplings, intake
and exhaust ducts, fuel pipes lubricating oil pipes and electrical wires are to be designed for the maximum possible engine
movements as limited by the elastic mounts.
403 The resilient mounts are to be able to support the worst
expected operational loads, see Table F1, without exceeding
the approved specification.
404 The static positions of the engine on the elastic mounts
are to be calculated under consideration of the static loads listed in Table F1.
405 Excessive movements due to extreme loads, see Table
F1, are to be prevented by either dual characteristic mounts or
by stoppers. The stoppers are not to be reached as a consequence of operational loads. For dual characteristic mounts the
second level may be utilised provided that this is foreseen in
the dynamic analysis.
F 500 Inlet and outlet passages
501 The air intake is to be arranged and located such that the
risk of ingesting foreign objects is minimised.
Guidance note:
Depending on the arrangement, the Society may require that a
grid be fitted on the air intake.
502 The inlet ducting and components in way of inlet airflow, such as filters, silencers and anti-icing devices are to be
constructed and mounted to minimise the risk of loose parts
entering the gas turbine.
503 Icing at air intake is to be prevented by suitable means.
504 When considered necessary, the air intake system is to
incorporate an effective filtration system preventing harmful
particles, including sea salt and harbour dust, from entering the
compressor inlet. Maximum allowable salt content in the air
entering the compressor inlet is 0.01 wppm. Pressure drop
across filter to be monitored in accordance with Table E1.
505 Air intakes are to be placed such that the ingestion of
spray due to ship motion and weather is kept within acceptable
limits. The air inlet ducts are to incorporate a system for drainage of water.
506 Air intakes and exhaust outlet are to be so arranged that
re-ingestion of combustion gases are avoided.
507 The flow path of the inlet air is to be as straight and clean
as possible, with a minimum of obstacles, sharp corners and
duct curving. This is to minimise the creation of vortex flow,
pressure drops and uneven air distribution in the compressor
inlet. Inlet airflow analyses or model tests may be required in
special cases.
508 Pressure losses in air intake and exhaust ducting are not
to exceed the specifications of the gas turbine manufacturer.
509 Multi-engine installations are to have separate inlets and
outlets for each gas turbine and are to be arranged to prevent
induced circulation through a stopped engine.
DET NORSKE V ERITAS
510 In case of a heat exchanger mounted in the exhaust duct,

it is to be ensured that the gas turbine back-pressure does not
exceed the maximum value specified by the gas turbine manufacturer.
511 Welds in exhaust ducts are not to be located in areas with
stress concentration such as corners and dimension changes.
F 600 Carbo blast system
601 The operation instruction of the carbo blast system is to
ensure that the gas turbines hot section temperatures during
blasting do not exceed maximum allowable operation temperatures. Risks for hot spots to be specially considered.
602 Back flow of hot gases into the carbo blast piping is to
be prevented by suitable means.
603 Clogging of cooling passages must be avoided.
F 700 Gas turbine enclosure
701 An enclosure is to be fitted in case the requirements in
E401 are not fulfilled.
The enclosure is to include a system for fire detection and automatic fire extinguishing (see E400).
See also A601.
702 When an enclosure is fitted, the fans used for ventilation
or cooling of the gas turbine shall have redundancy in technical
design and physical arrangement. This means that the flow rate
should be double that required to maintain the required conditions for the turbine (2 times 100%). The electrical supply shall
also be from two separate sources.
The distribution of ventilation air shall ensure that an acceptable temperature profile of the gas turbine is maintained, and
that any combustible gas mixtures are evacuated.
No secondary damage shall occur due to overheating, in the
case of emergency closing of the ventilation ducts.
703 Measures are to be taken to prevent health risk to personnel being exposed to release of fire extinguishing medium. Interlock on doors or equivalent barriers shall be provided to
ensure that fire extinguishing medium hazardous to personnel
is not released when personnel are inside the enclosure. The
enclosure tightness shall be such that any personnel staying in
the engine room shall have sufficient time to evacuate if a fire
extinguishing medium hazardous to personnel is released inside the enclosure.
Guidance note:
Carbon dioxide in excess of three percent by volume is considered hazardous to personnel.
704 In case personnel are allowed to enter the enclosure

when the gas turbine is in operation, at least two exits should
be arranged in the opposite ends of the enclosure, or in a manner providing easy escape routes from all relevant positions inside the enclosure.
F 800 Special requirements for arrangement of ventilation in mobile offshore units
801 Ventilation of gas turbine room is to be carried out at a
pressure, which is above atmospheric pressure. The ventilation
system is to be independent of all other ventilation. The
number of pressure fans is to be such that there is 2 times
100%, i.e. loss of any function such as electrical power will not
reduce the airflow to less than 100%. The flow is as a minimum to be equivalent to 90 air changes per hour.
The ventilation is to ensure a good air circulation in all spaces,
and in particular ensure that there is no possibility of formation
of gas pockets in the room. Gas detection 15% LEL alarm,
25% LEL shutdown, or that specified by other authorities. See
705.
802 The ventilation pipe and duct is to terminate at a ventilated hood or casing arranged to cover the areas occupied by
flanges, valves etc. and the piping at the gas or crude oil control
unit. The hood or casing is to be installed or mounted to permit
ventilation air to sweep across the control unit and be discharged at the top of the hood or casing (enclosure). The duct
and hood are to be fitted with gas-tight inspection openings in
way of connections of pipes.
803 Gas supply lines are not to pass through the accommodation or control station spaces. Gas lines may pass through or
extend into other spaces if the lines are enclosed in a mechanically exhaust-ventilated gas-tight pipe or duct. The air space
between outer and inner walls is to be provided with separate
mechanical ventilation with a capacity of a minimum of 30 air
changes per hour. The ventilation is to take place at a pressure
below that of the outside room.
804 There is to be an interlock between ventilation and gas
supply with control logic documented, such that then ventilation between outer and inner walls will always be in operation
when there is gas in the supply line. In or immediately inside
the duct outlet, continuous gas detection is to be provided.
F 900 Special requirements for arrangement of fuel
supply in mobile offshore units
901 The gas may be taken directly from the oil production facilities. The complete system for treatment of gas including
pressure vessel, compressors, water separator, filters, pressure
control valves etc., is to be located in hazardous area and separated from the engine and boiler room by gas-tight bulkheads.
902 A double block and bleed system arranged by two
three-way valves in series is to be fitted on the gas supply line.
The block and bleed system is to shut off the gas supply and
vent the gas piping to a safe location in the open air. One
block and bleed valve may be accepted for short supply lines
located in hazardous area.
903 The block and bleed valves are to be arranged for both
automatic and manual operation. The manual operation is to be
carried out from the control hood of gas turbine and from a location outside the engine room.
904 Means for gas-freeing of the complete piping system are
to be provided. Warning and notice plate is to be provided,
which clearly indicates that gas-freeing is not to take place
through a recently extinguished combustion chamber.
905 The switch-over from gas operation to oil operation, or
vice versa, is to be possible during normal running condition.
906 A separate and independent supply line is to be arranged
for each gas turbine.
907 The minimum nominal wall thickness of the pipes for
fuel in non-hazardous areas is to be designed for a pressure of
at least 50% higher than normal working pressure but not less
than 6.3 mm.
908 Full penetration butt-welded joints are normally to be
used for enclosed fuel pipes in non-hazardous areas. Detachable pipe connections are to be limited to those that are necessary for the installation purpose only.
909 Exposed (i.e. not enclosed in a gas tight pipe or duct)
fuel pipes may be accepted in non-hazardous areas after special consideration in each case, provided compliance with the
following minimum criteria:
a) 10% non-destructive testing of welded connections is to be
carried out.
b) Strength of pipes(wall thickness w.r.t. diameter) and the
arrangement (support etc.) are such that the piping is able
to withstand the maximum possible combined load from
internal and external forces it may be exposed to.
c) Clearly identifiable colour code is to be used for the pipes.
DET NORSKE VERITAS
d) Alarm for detected gas in machinery room with maximum

concentration of 25% of lower explosion limit (LEL).
103 Unless otherwise stated, the surveyor is to supervise the

conformity of the installation according to the requirements
given in this sub section.
G. Vibration
G 100
General
H 200
101 Vibration behaviour for gas turbines shall be evaluated

on the following design levels;
component
core engine
system behaviour.
Analysis
201 Requirements for documentation of vibration analysis

for core engine and system behaviour are described in A500
and A600 (foundation system only), and A201.
202 Vibration analysis requirements pertaining to gas turbine components are defined in part B. For a summary of
where the relevant component requirements are located, see
Table G1.
Assembly of gas turbines supplied in modules
201 The assembly of modules is to be done in accordance to

the gas turbine manufacturers specification. In cases where
the gas generator and the power turbine have not been tested
together, the certification test (see D200, D300, and D400)
shall be conducted on board.
H 300
The evaluation shall consist of a combination of analytical calculations and test measurements.
G 200
102 In general the installation shall be in accordance with approved drawings and specifications fulfilling the requirements
in F.
301
Alignment and foundation
Alignment of engines
The engine is to be aligned in relation to the aligned shafting

and gearbox, respectively. The approved shaft alignment specification is to be followed.
302
Rigid fastening of engines
a) The accuracy of the fit between chocks and mounting pad,

respectively the base plate is to be better than 0.1 mm.
b) For mounting on epoxy resin, it must be verified that the
resin is type approved. Mixing, casting and curing are to
be carried out in accordance with makers instructions.
Table G1 Vibration analysis requirements for components

Reference to
Component Analysis type
design
requirements
Turbine
Natural frequencies and mode shapes.
B304
blades
Campbell diagrams
Impellers
B305
Campbell diagrams
Rotors
Natural frequencies and stability
B315
B316
Disks
Campbell diagrams
FoundaNatural frequency calculations upon
F203
tions
request
G 300
Tests and measurements
301 Requirements for measurement verification of actual vibration behaviour for core engine and system are located as
shown in Table G2.
Table G2 Vibration measurement requirements for core engine
and system
Test type Measurements
Reference to
test requirements
Verification of core engine lateral critiB912, B913,
Type test cal speeds and vibration levels during
B914, B916
mechanical running test
Certifica- Verification of core engine vibration
D211, D212
tion test
levels
Verification of core engine and system
Quay test vibration levels
I107
Verification of core engine and system
Sea trial
I203, I209
vibration levels
303
Resilient mounted engines and base frames
a) The mounts are to be type approved.

b) When alignment is carried out, sink-in of the rubber
should be accounted for in order to ensure the following
time-dependant items:
approved distance or clearance to stoppers (or second
level if dual characteristic mounts)
that coupling alignment is within acceptable tolerances in the alignment specification.
Dependent on installation, allowed tolerances and experience with sink-in, the distances are to be verified one or
two weeks after fully loaded mounts.
H. Installation Inspections
H 100
Fig. 5
Recommended arrangements of hoses and pipes
Application
101 This sub section applies to the gas turbine installation

with accessories.
c) All connections to the engine such as couplings, intake and

exhaust ducts, fuel pipes lubricating oil pipes and electrical wires are to be arranged to allow for the maximum possible engine movement as limited by the elastic mounts.
See Fig.5.
DET NORSKE V ERITAS
The intake and exhaust ducting flexible bellows are to be

of approved type and checked for compliance with the
maximum possible engine or base frame movements.
H 400 Inlet and outlet passages
401 Bolts and nuts in the inlet ducting are to be properly secured, for example by welding. Weld slag to be carefully removed from all welds in the inlet ducting.
402 It is to be verified that no leakage exist in exhaust ducting and flexible bellow. The vicinity of the flexible bellow is
not to include potentials for wear and chafe.
403 Welds in exhaust ducting are to be checked by relevant
NDT method and be performed in accordance with quality requirements in ISO 5817 or equivalent. The manufacturers acceptance criteria are to be fulfilled.
H 500 On-engine ancillaries, including fuel and lubrication systems
501 Fuel and lubrication system flexible hoses are to be of an
approved type, see Ch.6.
502 On-engine ancillaries such as pumps, electric motors,
coolers, piping, filters, valves, etc. that are delivered as integral
parts of the fuel oil, lubrication, hydraulic and pneumatic operation and cooling systems for the engine, are to be checked
against the engine manufacturers quality system as found relevant.
503 Flushing is to be performed in accordance with requirements in Ch.6.
H 600 Fire prevention
601 Requirements for arrangement as defined in E400 shall
be checked in situ.
602 In case of automatic release of a fire extinguishing medium hazardous to personnel inside the enclosure, leakage into
the machinery room is not to endanger a safe escape of personnel. The enclosure is to be inspected for deficiencies that may
preclude satisfaction of this requirement.
603 For mobile offshore units, an additional fire extinguishing plant is to be fitted in the engine room in such a way that it
is possible for an approved fire extinguishing medium to be directed on to the gas turbines. Activation of the fire extinguisher
is to automatically stop the exhaust fan of the enclosure. This
shall be checked through a function test with simulated release
of extinguishing medium, or equivalent.
H 700 Piping and cables
701 Clamping of pipes and cables is to be in accordance with
Ch.6.
H 800 Control and monitoring
801 All sensor signals to gas turbine control system and protection system to be verified loop checked and calibrated.
802 The control and monitoring instrumentation is to be installed in accordance with Ch.9 and checked accordingly.
I. Shipboard Testing
I 100
Quay trial
101 The testing described in 100 applies to all gas turbines in
addition to installation inspections as described in H. General
considerations and requirements pertaining to the shipboard
testing are found in B400, B500, B600, B700 and B1000.
102 The test purpose is to verify system integration, control
system behaviour and the functioning of auxiliary systems.
103 The quay trial may be conducted at no-load condition.

104 Lubricating oil pressure and temperature are to be monitored and recorded during the test. The parameters are to be
within the manufacturer's recommended values. The recommended values are to be stated in the operating instructions.
105 The lubricating oil filtration is to be as specified by the
manufacturer. The filtration is to be verified through oil analysis and particle counting according to NAS 1638 or ISO 4406
or equivalent.
106 The monitoring and control system used in the test is to
be representative of the type approved monitoring and control
system, to the extent related to the gas turbine (see E100). Deviations from the type approved monitoring and control system, and the reasons for the changes are to be presented to the
Society's type approval centre in due time before testing. Control software version to be checked against certificate.
107 The quay trial is to be considered complete if no damage
occurs to the turbine or associated auxiliaries, tested functions
and operating parameters are within specified limits, and the
vibration requirements are met. See H802 and 102. If, after the
test, modifications to the design are performed, a complete
new quay trial must be performed.
I 200
Sea trial
201 The sea trial is to include testing found necessary by the
Society to demonstrate:
starting, idling, acceleration, deceleration, stopping
safe operating characteristics throughout its specified operating envelope.
The sea trial must simulate the conditions in which the engine
is expected to operate in service, including typical start-stop
cycles.
As a minimum the engine is to be run for 90 minutes at the
maximum continuous power in service.
There must be at least one false engine start, pausing for the
manufacturer's specified minimum fuel drainage time, before
attempting a normal start. Minimum time required for restart
of engine is to be checked in order to verify that start can be
achieved before thermal interlock occurs.
The sea trial procedure is to be approved by the Society prior
to testing.
202 Prior to the start of the sea trial, the engine and the control and monitoring system are to demonstrate trouble free running at no load for 20 minutes.
203 The sea trial is to include vibration measurements. The
unfiltered vibration signals are to be recorded at a constant
speed increase from zero to 100% of rated power turbine speed
(105% for generator drives), and down to idle, and finally
through coast down and stop. The Society may require additional measurements at certain specific speeds. In such cases,
the readings are to be taken at steady state conditions.
When possible, vibration measurements are to be performed
for all shafts in the entire permissible speed range.
Filtered vibration signals will not be accepted during the testing, except in special cases. Such special cases will be individually considered by the Society.
The manufacturer is to provide the Society with the vibration
acceptance criteria that are to be used during the test.
204 The acceleration and deceleration of the gas turbine is to
be witnessed by the Society. The parameters of the control system governing these sequences shall be that of the approved sequences and time constants.
205 When possible the test is to demonstrate the gas turbine's
capacity to perform satisfactorily during load alterations that
are likely to occur during the actual operating conditions. Such
DET NORSKE VERITAS
load variations may for instance be 100% instantaneous load

shed.
full load testing, except when the engine is fitted in an enclosure, see E401. Where surface temperatures exceed 220C, remedial actions as described in E401 are required. It is advised
to use thermographic analyses for documentation.
207 Sea trial of propulsion engines
In addition to the test profile defined in 201 the engine is to be
tested at power levels agreed with the Society prior to the sea
trial. The number of points should be sufficient to establish the
speed power relationship.
Crash-stop conditions shall be tested from full speed, this to be
performed in the fastest time permitted by the controls of the
gas turbine core engine.
208 Sea trial of engines for generating sets

If the overspeed protective function and speed control system
have not been tested during the certification test or quay trial,
the test shall be performed during the sea trial. See D402.
209 Sea trials of engines for high speed, light craft and naval
surface craft
For high speed, light craft and naval surface craft, the test shall
include full speed turn (shortest radius) in both port and starboard directions. Vibration levels shall not increase significantly.
I 300
Boroscope inspection
301 Boroscope inspection may be required by the Society after the sea trial. See B1000 for particulars and requirements.
DET NORSKE V ERITAS
SECTION 3
STEAM TURBINES
A. General
A 100 Application
101 The rules in this section apply to steam turbines used as
propulsion engines and for driving auxiliaries.
102 Subject to approval is the steam turbine itself with foundation, integrated steam and drain piping, lubricating oil systems, other support systems, and the control and monitoring
systems.
A 200 Documentation
201 The following drawings and specifications are to be submitted:
general technical specifications

general arrangement including general description
sections showing rotors, bearings and casings
sections showing typical blades and blade fastening
schematic showing conditions and flow masses at all supply and exhaust points on the turbines
integrated steam and drain piping
foundation and fastening
lubrication oil system
test programs as given in B302 and F201
Upon special request:
vibration calculation of rotors and/or blades

performance characteristics with functional description
specification of reliability and availability (R & A)
analysis proving the specified R & A data.
202 Operating instructions are to be worked out and are to

cover all normal operations as well as emergency operations
and actions.
203 For instrumentation and automation, including computer based control and monitoring, see Ch.9 Sec.1.
203 All rotors are to be dynamically balanced in minimum

two planes. The remaining unbalance is not to exceed the limit
tolerated by the bearing arrangement with respect to critical
speeds.
B 300 Workshop testing
301 Prior to delivery, the steam turbine is to be tested in the
workshop and a complete test report is to be worked out.
302 The workshop testing should be conducted in accordance with an approved test program. The extent of the testing
is to be sufficient to demonstrate the turbine's compliance with
its general performance specification.
As a minimum the following parameters are to be measured,
corrected to standard reference conditions and recorded:
ambient pressure and temperature

inlet pressure and temperature
exhaust pressure and temperature
speed of shafts
lubricating oil temperature and pressure
303 The control and monitoring systems are to be tested according to Ch.9 Sec.1.
304 Vibration levels are to be recorded for speeds varying
from idle to 110% of rated speed. At each speed setting at
which vibration levels are to be measured the running is to be
of such length of time that steady state conditions are ensured.
305 After the test a lubricating oil sample is to be tested for
traces of metallic particles, and a visual inspection of internal
parts is to be carried out to the extent as requested by the surveyor.
306 For turbines driving electric generators the capability of
supplying 110% of its rated power for a period of 15 minutes
is to be demonstrated.
C. Arrangement
B. Certification and Testing
B 100 General
101 The turbine is to be delivered with a NV certificate.
102 The manufacturer is to have in operation a certified quality system. Should the manufacturer not be in possession of a
valid quality system certificate, an assessment of the quality
system elements which are in operation at the manufacturer's
works is to be made. Based on this assessment a survey arrangement with the manufacturer may be established.
B 200 Testing of components
201 Mechanical properties and chemical composition of
power transmitting parts, as well as parts subject to pressure,
are to be proved and documented through the manufacturer's
quality system.
202 The materials of parts mentioned in 201 are to be free
from defects which may lead to damages. This is to be proved
and documented as above. Accepted methods may be:
ultrasonic testing (rotors and blades)
magnetic particle testing (or dye penetrant)
hydraulic pressure testing (integrated valves and piping 2
times design pressure, otherwise 1.5 times, but not less
than 2 bar).
C 100 General Arrangement

101 The turbine exterior and the immediate environment are
to be such as to prevent conceivable hazardous situations from
occuring.
Special attention is to be paid to potential consequences of
leaks of combustible liquids or gases and mechanical damage
to rotating parts. All exterior surface temperature is to be less
than 220C.
Any flying object from a damaged rotor is not to penetrate into
space where secondary damage may result in fire, flooding or
injury to personnel.
102 The arrangement of steam supply, extractions, gland
sealing, and drains are to be such as to prevent harmful effects
to the turbine.
C 200 Arrangement of propulsion machinery
201 The turbine installation is to allow for efficient changeover between ahead and astern running. The manoeuvring system is not to cause any harmful effects.
202 Any probable single failure in any of the turbines is for
an extended period of time not to result in loss of manoeuveability.
203 The turbine is to have an efficient turning gear.
DET NORSKE VERITAS
204 Efficient steam strainers are to be provided close to the

inlets to ahead and astern high pressure turbines or alternatively at the inlets to manoeuvring valves.
D. Design and Construction

D 100
Design
101 The design and construction is to be such as to enable the

steam turbine to meet the general requirements with regard to
environmental conditions, functional capability and to reliability and availability as outlined in Ch.1.
102 The reliability and availability (R & A) of new propulsion turbines is to be proved through a design analysis, complemented with results from development testing, as well as
full scale testing if practicable. It is to include a failure mode
and effect analysis (FMEA) and is to consider all highly loaded
(stress and temperature) parts, as well as parts critical to the
function of the turbine.
103 The design analysis, if required, is to include a full vibration analysis with measurements as necessary, covering vibration of the rotor as well as blade vibrations.
E. Control and Monitoring

E 100
General
101 The requirements in this item are additional to those given in Ch.9.
102 Automatic or semiautomatic control systems are to provide controlled load changes to avoid thermal shocks and other
unacceptable transients.
103 Arrangement is to be provided for shutting off the steam
to the propulsion turbines by suitable hand trip gear situated at
the manoeuvring stand and at the turbine itself. Hand tripping
for auxiliary turbines is to be arranged in the vicinity of the turbine overspeed protective device. (The hand trip gear is understood to be any device which is operated manually irrespective
of the way the action is performed, i.e. mechanically or by
means of external power).
104 Where exhaust steam from auxiliary systems is led to the

propulsion turbine, the steam supply must be cut off at activation of the overspeed protective device.
105 A sentinel valve or equivalent is to be provided at the exhaust end of all turbines. The valve discharge outlets are to be
visible and suitably guarded if necessary. When, for auxiliary
turbines, the inlet steam pressure exceeds the pressure for
which the exhaust casing and associated piping up to exhaust
valve are designed, means to relieve the excess pressure are to
be provided.
E 200 Propulsion steam turbines
201 The steam turbine is, in addition to a speed governor, to
have a separate overspeed device arranged and adjusted so that
the rated speed of the turbine cannot be exceeded by more than
15%.
202 Ahead turbines are to be provided with a quick acting
device which will automatically shut off the steam supply in
the case of dangerous lowering of oil pressure in the bearing
lubricating system. This device is to be so arranged as not to
prevent the admission of steam to the astern turbine for braking
purposes.
203 Propulsion turbines are to be provided with a satisfactory emergency supply of lubricating oil which will come into
use automatically when the pressure drops below a predetermined value. The emergency supply may be obtained from a
gravity tank containing sufficient oil to maintain adequate lubrication until the turbine is brought to rest or by equivalent
means. If emergency pumps are used these are to be arranged
so that their operation is not affected by failure of the power
supply. Suitable arrangement for cooling the bearings after
stopping may also be required.
E 300 Auxiliary steam turbines
301 Auxiliary turbines are in addition to the speed governor
to have a separate overspeed protective device preventing the
rated speed from being exceeded by more than 15%.
E 400 Monitoring
401 For monitoring of propulsion steam turbines, see Table
E1.
402 For monitoring of auxiliary steam turbines, see Table
E2.
Table E1 Monitoring of propulsion steam turbines
Failure
Lubrication oil pressure

Lubrication oil level
Bearing temperature
Hydraulic oil pressure
Vibration level
Axial displacement
Overspeed
Automatic shutdown of turbine
Condensate level
Condenser pressure
Low
Lower
Low
High
Low
High
High
Required monitoring
(Stated by an x)
Automatic
Alarm shutdown of
turbine
x
x
x
x
x
x
x
Comments
Each separate
system
In system tank
Fore and aft bearings

See 200
High
High
x
x
x
x
DET NORSKE V ERITAS
If "one-level" type installation
Table E2 Monitoring of auxiliary steam turbines
Failure
Lubrication oil pressure

Lubrication oil temperature
Lubrication oil level
Overspeed
Automatic shutdown of turbine
Condenser pressure
Low
Lower
High
Low
Required monitoring
(Stated by an x)
Automatic
Alarm
shutdown
of turbine
x
x
x
x
Comments
In system tank
See 300
x
x
x
High
F. Testing On Board
F 100 Testing before sea trial
101 Turbines driving electrical generators are subject to tests
according to the requirements in E300.
F 200 Sea trial
201 During sea trials, the turbine is to be tested according to
an approved test programme. Upon completion of the sea tri-
als, a copy of the complete test journal is to be handed over to

the surveyor.
202 The control and monitoring systems are to be tested according to E100 to E400 as well as to Ch.9 Sec.1.
203 Turbine vibration levels are to be measured. The measurements are to be made in such a way that hull and foundation
vibrations are excluded from the recordings to the extent possible.
204 After sea trial lubrication oil filters are to be examined
for particles.
DET NORSKE VERITAS

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RULES FOR

SHIPS / HIGH SPEED, LIGHT CRAFT AND

ROTATING MACHINERY, DRIVERS

Diesel Engines ............................................................................................................................ 5

DET NORSKE VERITAS

CHANGES IN THE RULES

W. Requirements regarding ancillaries, delivered as integral

Sec.2 Gas Turbines

The requirements for arrangement have been clarified and made

This part lists analysis and measurements to be performed with

Working as a checklist, this sub section is intended to verify that

The rule changes come into force on 1 January 2002.

A risk assessment and life cycle approach in class involvement

Sec.1 Diesel Engines

Sec.3 Steam Turbines

No changes are introduced in this section.

Comments to the rules may be sent by e-mail to rules@dnv.com

C. Inspection and Testing........................................................14

D. Workshop Testing ...............................................................16

E. Control, Alarm, Safety Functions and Indication............17

Alignment and reaction forces ........................................19

Symbols and definitions..................................................20

I. Shipboard Testing ...............................................................25

General engine tests ........................................................25

SEC. 2 GAS TURBINES................................................ 27

C. Inspection and Testing ....................................................... 43

D. Workshop Testing .............................................................. 43

E. Control, Alarm, Safety Functions and Indication........... 45

Core engine controls ....................................................... 45

Alignment and reaction forces ........................................46

DET NORSKE V ERITAS

On-engine ancillaries, including fuel and lubrication

Testing of components ....................................................52

General Arrangement ......................................................52

SEC. 3 STEAM TURBINES ......................................... 52

B. Certification and Testing ................................................... 52

D. Design and Construction.................................................... 53

E. Control and Monitoring ..................................................... 53

Testing before sea trial ....................................................54

DET NORSKE VERITAS

UR is used for example when service experiences from similar

The type test may be postponed to the workshop test for

Engine transverse section

Frame box and column

Cylinder head bolts

Welding procedure specification, see 204

DET NORSKE V ERITAS

Table A1 Documentation (Continued)

Counterweights including fastening

To be type approved, see Ch.8.

Integrated in engine design.

Governor to be type approved, see Ch.8.

Particulars are to be submitted on the DNV form Diesel Engine

maximum permissible r.p.m. (for setting of overspeed protection)

DET NORSKE VERITAS

mass of rotating parts of the connecting rod referred to the

A 500 Documentation of vibration

202 Some information, not directly subject to approval is

Additional documentation of propulsion engines

301 For main bearing and crankpin bearing drawings, bolt

For resiliently mounted engines, calculations of the static

direct coupled plants are running sub-critically on the lowest

The calculations are to contain: