RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
8.7.5 The valves are to be provided with a copy of the
manufacturer’s installation and maintenance manual for the
size and type of valve being supplied. The manual is to
contain the following information:
(a) Description of valve with details of function and design
limits.
(b) Copy of type test certification.
(c) nstallation instructions.
(d) Maintenance and in-service instructions to include
testing and renewal of any sealing arrangements.
(e) Actions required after a crankcase explosion.
8.7.6 A copy of the installation and maintenance manual
required by 8.7.3 is to be provided on board the unit.
8.7.7 Plans showing details and arrangements of the
crankcase relief valves are to be submitted for approval,
see 1.1.
8.7.8 The valves are to be provided with suitable markings
that include the following information:
(a) Name and address of manufacturer.
(b) Designation and size.
(c) Month/year of manufacture.
(d) Approved installation orientation.
8.8 Number of crankcase relief valves
8.8.1 In compressors having cylinders exceeding 200 mm
but not exceeding 250 mm bore, at least two relief valves
are to be fitted; where more than one relief valve is
required, the valves are to be located at or near the ends of
the crankcase.
8.8.2 In compressors having cylinders exceeding 250 mm
but not exceeding 300 mm bore, at least one relief valve is
to be fitted in way of each alternate crankthrow with a
minimum of two valves. For compressors having 3, 5, 7, 9,
etc., crankthrows, the number of relief valves is not to be
less than 2, 3, 4, 5, etc., respectively.
8.8.3 In compressors having cylinders exceeding 300 mm
bore, at least one valve is to be fitted in way of each main
crankthrow.
8.8.4 Additional relief valves are to be fitted for separate
spaces on the crankcase, such as gear or chain cases,
3 and any power supplies for engine operation are available
when the gross volume of such spaces exceeds 0,6 m .
8.9 Size of crankcase relief valves
8.9.1 The combined free area of the crankcase relief valves
2 3
fitted on a compressor is to be not less than 115 cm /m
based on the volume of the crankcase.
8.9.2 The free area of each relief valve is to be not less
2 of the reversible type and no fewer than six consecutive
than 45 cm .
8.9.3 The free area of the relief valve is the minimum flow
area at any section through the valve when the valve is fully
open.
16
Part 5, Chapter 2
Section 8
8.9.4 In determining the volume of the crankcase for the
purpose of calculating the combined free area of the
crankcase relief valves, the volume of the stationary parts
within the crankcase may be deducted from the total
internal volume of the crankcase.
8.10 Vent pipes
8.10.1 Where crankcase vent or breather pipes are fitted,
they are to be made as small as practicable and/or as long
as possible to minimise the inrush of air after an explosion.
8.11 Dead ship condition starting arrangements
8.11.1 Means are to be provided to ensure that machinery
can be brought into operation from the dead ship condition
without external aid.
8.11.2 Dead ship condition for the purpose of 8.1.1 is to be
understood to mean a condition under which the main
propulsion plant, boilers and auxiliaries are not in operation.
In restoring propulsion, no stored energy for starting and
operating the propulsion plant is assumed to be available.
Additionally, neither the main source of electrical power nor
other essential auxiliaries are assumed to be available for
starting and operating the propulsion plant.
8.11.3 Where the emergency source of power is an
emergency generator which fully complies with the
requirements of Pt 6, Ch 2, this generator may be used for
restoring operation of the main propulsion plant, boilers and
auxiliaries where any power supplies necessary for engine
operation are also protected to a similar level as the starting
arrangements.
8.11.4 Where there is no emergency generator installed or an
emergency generator does not comply with Pt 6, Ch 2, the
arrangements for bringing main and auxiliary machinery into
operation are to be such that the initial charge of starting air or
initial electrical power and any power supplies for engine
operation can be developed on board without external aid. If for
this purpose an emergency air compressor or an electric
generator is required, these units are to be powered by a hand-
starting oil engine or a hand-operated compressor. The
arrangements for bringing main and auxiliary machinery into
operation are to have capacity such that the starting energy
within 30 minutes of a dead ship condition.
8.12 Air receiver capacity
8.12.1 Where the main engine is arranged for air starting,
the total air receiver capacity is to be sufficient to provide,
without replenishment, no fewer than 12 consecutive starts
of the main engine, alternating between ahead and astern if
starts if of the non-reversible type. At least two air receivers
of approximately equal capacity are to be provided. For
scantlings and fittings of air receivers, see Chapter 11.
LLOYD’S REGISTER
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
8.12.2 For multi-engine installations, the number of starts
required for each engine is to be as follows:
(a) Two engines through common reduction gearing:
six starts per engine for fixed pitch
propeller/propellers; three starts per engine for
controllable pitch propeller/ propellers.
(b) Three engines or more through common reduction
gearing: three starts per engine.
8.12.3 No engine is to have fewer than three starts for any
arrangement. For electric propulsion arrangements, a
minimum of three starts per engine with a minimum
capacity of 12 starts of the largest start air consumption
engine in total is required.
8.13 Electric starting
8.13.1 Where main engines are fitted with electric starters,
two batteries are to be fitted. Each battery is to be capable
of starting the engines when cold and the combined
capacity is to be sufficient without recharging to provide the
number of starts of the main engines as required by 8.12.
In other respects, batteries are to comply with the
requirements of Pt 6, Ch 2,12.
8.13.2 Electric starting arrangements for auxiliary engines
are to have two separate batteries or be supplied by
separate circuits from the main engine batteries when such
are provided. Where one of the auxiliary engines only is
fitted with an electric starter, one battery will be acceptable.
8.13.3 The combined capacity of the batteries for starting
the auxiliary engines is to be sufficient for at least three
starts for each engine.
8.13.4 Engine starting batteries are to be used only for the
purposes of starting the engines and for the engines’ own
control, alarm, monitoring and safety arrangements. Means
are to be provided to ensure that the stored energy in the
batteries is maintained at a level required to start the
engines, as defined in 8.13.1 and 8.13.3.
8.13.5 Where engines are fitted with electric starting
batteries, an alarm is to be provided for low battery charge
level.
8.14 Starting of the emergency source of power
8.14.1 Emergency generators are to be capable of being
readily started in their cold conditions down to a
temperature of 0°C. If this is impracticable, or if lower
temperatures are likely to be encountered, consideration is
to be given to the provision and maintenance of heating
arrangements, so that ready starting will be assured.
LLOYD’S REGISTER
Part 5, Chapter 2
Section 8
8.14.2 Each emergency generator that is arranged to be
automatically started is to be equipped with an approved
starting system having two independent sources of stored
energy, each of which is sufficient for at least three
consecutive starts. When hand (manual) starting is
demonstrated to be effective, only one source of stored
energy need be provided. However, this source of stored
energy is to be protected against depletion below the level
required for starting.
8.14.3 Provision is to be made to maintain continuously the
stored energy at all times, and for this purpose:
(a) Electrical and hydraulic starting systems are to be
maintained from the emergency switchboard.
(b) Compressed air starting systems may be maintained by
the main or auxiliary compressed air receivers, through a
suitable non-return valve, or by an emergency air
compressor energised by the emergency switchboard.
(c) All these starting, charging and energy storing devices
are to be located in the emergency generator room.
These devices are not to be used for any purpose
other than the operation of the emergency generator.
8.14.4 When automatic starting is not required by the Rules
and where it can be demonstrated as being effective, hand
(manual) starting is permissible, such as manual cranking,
inertial starters, manual hydraulic accumulators, powder
charge cartridges.
8.14.5 When hand (manual) starting is not practicable, the
provisions under 8.14.2 and 8.14.3 are to be complied with,
except that starting may be manually initiated.
8.14.6 Electric starting arrangements are also to satisfy
8.13.2 to 8.13.5.
8.15 Engine control, alarm monitoring and safety
system power supplies
8.15.1 Power supplies are to be arranged so that power for
electrically powered control, alarm, monitoring and safety
systems required for engine starting and operation will remain
available in the event of a failure. Power is to remain available
to permit starting attempts for the number of starts specified by
this Section for each individual source of stored energy.
8.15.2 Where adequate battery and charging capacity
exists, an engine starting battery may be used as one
source of electrical power required by 8.15.1.
8.15.3 An alarm is to be activated in the event of failure of a
power supply and, where applicable, low battery charge
level. Manual power supply changeover facilities are
permitted.
17
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013

Oil Engines Part 5, Chapter 2

Section 9

■ Section 9 9.3 Engine type testing

Component tests and engine type 9.3.1 New engine types or developments of existing types
testing are to be subjected to an agreed programme of type testing
to complement the design appraisal and review of
9.1 Hydraulic tests documentation.

9.1.1 In general, items are to be tested by hydraulic pressure
as indicated in Table 2.9.1. Where design features are such
that modifications to the test requirements shown in Table 2.9.1
are necessary, alternative proposals for hydraulic tests are to
be submitted for special consideration.
9.1.2 Where a manufacturer has demonstrated to LR that
they have an acceptable Quality Management System, a
manufacturer’s hydraulic test certificate may be accepted
for engine driven pumps as detailed in Table 2.9.1.
Recognition and acceptance of the works, Quality Control
processes can be by one of the following routes:
(a) Approval under the LR Quality Scheme for Machinery.
(b) Approval of an alternative quality scheme recognised
by LR.
(c) Approval by LR through auditing of the manufacturer’s
Quality System.
9.3.2 Guidelines for type testing of engines will be supplied
on application.
9.3.3 Wherever practical, type tests are to be conducted
with the engine control systems operational in the approved
configuration, see 1.1.4 and 1.1.5. Configuration
management documents are to be reviewed at testing for
validity and referenced in the type test report.
9.3.4 An engine type is defined in terms of:
• basic engine data: e.g. bore, stroke;
• working cycle: 2 stroke, 4 stroke;
• cylinder arrangement: in-line, vee;
• cylinder rating;
• fuel supply: e.g. direct, or indirect injection, dual fuel; and
• gas exchange: natural aspiration, pressure charging
arrangement.

9.3.5 Where an engine type has subsequently proved

9.2 Alignment gauges
9.2.1 All main and auxiliary oil engines exceeding 220 kW (300
shp) are to be provided with an alignment gauge which may be
either a bridge weardown gauge, or a micrometer clock gauge
for use between the crankwebs. Only one micrometer clock
gauge need be supplied for each unit provided the gauge is
suitable for use on all engines.
satisfactory in service with a number of applications, a
maximum uprating of 10 per cent may be considered
without a further complete type test.
9.3.6 A type test will be considered to cover engines of a
given design for a range of cylinder numbers in a given
cylinder arrangement.

Table 2.9.1 Test pressures for oil engine components

Item Test pressure

}
Pump body, pressure side

Fuel injection system {PipeValve

The lesser of 1,5p or p + 300 bar

}
Cylinder cover, cooling space
Cylinder liner, over the whole length of cooling space 7,0 bar
Piston crown, cooling space (where piston rod seals cooling
space, test after assembly)

}
Cylinder jacket, cooling space

Exhaust valve, cooling space

Turbo-charger, cooling space The greater of 4,0 bar or 1,5p
Exhaust pipe, cooling space
Coolers, each side
Engine driven pumps (oil, water, fuel, bilge)
Air compressor, including cylinders, covers, intercoolers and Air side: 1,5p
aftercoolers Water side: The greater of 4,0 bar or 1,5p
Scavenge pump cylinder 4,0 bar

Hydraulic systems (piping, pumps, actuators) 1,5p

NOTES
1. p is the maximum working pressure in the item concerned.
2. Pumps used in jerk or timed pump systems need only have the assembled high pressure-containing components hydraulically tested.
3. Turbo-charger air coolers need only be tested on the water side.
4. For forged steel cylinder covers and piston crowns, alternative testing methods may be specially considered.
5. For hydraulic systems where design features are such that modifications to the test requirements are necessary, alternative
proposals for hydraulic tests are to be submitted for special consideration.

18 LLOYD’S REGISTER
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
■ Section 10
Turbo-chargers
10.1 Plans and particulars
10.1.1 The following plans and particulars are to be
submitted for information:
• Cross-sectional plans of the assembled turbo-charger
with main dimensions.
• Fully dimensioned plans of the rotor.
• Material particulars with details of welding and surface
treatments.
• Turbo-charger operating and test data.
• A selected turbo-charger is to be type tested.
• Manufacturer’s burst test assessment.
10.2 Type test
10.2.1 A type test is to consist of a hot gas running test of
at least one hour’s duration at the maximum permissible
speed and maximum permissible temperature. Following
the test, the turbo-charger is to be completely dismantled
for examination of all parts.
10.2.2 Alternative arrangements will be specially
considered.
10.3 Dynamic balancing
10.3.1 All rotors are to be dynamically balanced on final
assembly to the Surveyor’s satisfaction.
10.4 Overspeed test
10.4.1 All fully bladed rotor sections and impeller/inducer
wheels are to be overspeed-tested for three minutes at
either 20 per cent above the maximum permissible speed
at room temperature or 10 per cent above the maximum
permissible speed at the normal working temperature.
10.5 Mechanical running test
10.5.1 Turbo-chargers are to be given a mechanical
running test of 20 minutes, duration at the maximum
permissible speed.
10.5.2 Upon application, with details of an historical audit
covering previous testing of turbo-chargers manufactured
under an approved quality assurance scheme,
consideration will be given to confining the test outlined in
10.5.1 to a representative sample of turbo-chargers.
LLOYD’S REGISTER
Part 5, Chapter 2
Sections 10 & 11
■ Section 11
Mass produced engines
11.1 Definition
11.1.1 Mass produced engines, for main and auxiliary
purposes, are defined as those which are produced under
the following criteria:
(a) In quantity under strict Quality Control of material and
parts, according to a quality assurance scheme
accept-able to LR.
(b) By the use of jigs and automatic machine tools
designed to machine parts to specified tolerances for
inter-changeability, and which are verified on a regular
inspection basis.
(c) By assembly with parts taken from stock and requiring
little or no fitting.
(d) With bench tests carried out on individual assembled
engines according to a specified programme.
(e) With appraisal by final examination of engines
selected at random after workshop testing.
11.1.2 Castings, forgings and other parts for use in mass
produced engines are also to be produced by methods
similar to those given in 11.1.1(a), (b) and (c), with
appropriate inspection.
11.1.3 Pressure testing of components is to comply with
9.1.1.
11.1.4 The specification of a mass produced engine is to
define the limits of manufacture of all component parts. The
total production output is to be certified by the manufacturer
and verified as may be required by LR, in accordance with
the agreed manufacturer’s Quality Assurance scheme, see
11.1.1(a).
11.2 Procedure for approval of mass produced
engines
11.2.1 The procedure outlined in 11.2.2 to 11.2.5 applies to
the inspection and certification of mass produced oil
engines having a bore not exceeding 300 mm.
11.2.2 For the approval of a mass produced engine type,
the manufacturer is to submit:
(a) The plans and particulars required by 1.1 for assessment.
(b) The information required by 3.2 for assessment.
(c) A list of subcontractors for main parts.
(d) Procedures for the configuring of control, alarm
monitoring and safety systems during engine commis-
sioning.
11.2.3 The manufacturer is to supply full information
regarding the manufacturing processes and Quality Control
procedures applied in the workshops. The information is to
address the following:
(a) Organisation of Quality Control systems.
(b) Recording of Quality Control operations.
(c) Qualification and independence of personnel in charge
of Quality Control.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
11.2.4 A running type test of at least 100 hours’ duration is
to be carried out on an engine chosen from the production
line. The type testing is to comply with 11.5.
11.2.5 LR reserves the right to limit the duration of validity
of approval of a mass produced engine. LR is to be
informed, without delay, of any change in the design of the
engine, including changes to the software and control,
alarm monitoring or safety systems, in the manufacturing or
quality control processes, in the selection of materials or in
the list of subcontractors for main parts.
11.3 Continuous review of production
11.3.1 LR Surveyors are to be provided free access to the
manufacturer’s workshops and to the quality control files.
11.3.2 The control of production, which is subject to survey,
is to include the following:
(a) Inspection and testing records are to be maintained to
the satisfaction of the Surveyor.
(b) The system for identification of parts is to be in accor-
dance with recognised practice, and acceptable to LR.
(c) The manufacturer is to provide full information about
the quality control of the parts supplied by
subcontractors for which certification may be required.
LR reserves the right to apply direct and individual
inspection procedures for parts supplied by
subcontractors when deemed necessary.
(d) At the request of an attending LR Surveyor, a workshop
test may be required for an individual engine.
11.4 Compliance and inspection certificate
11.4.1 Each engine which is to be installed on a unit
classed by LR is to be supplied with a statement certifying
that the engine is identical to the one which underwent the
tests specified in 11.2.4, and state the test and inspection
results. The statement is to be made on a form agreed with
LR. Each statement is to include the identification number
which appears on the engine. A copy of this statement is to
be submitted to LR.
11.4.2 The certificate is to include reference to the
manufacturer’s procedures to be followed during
commissioning for configuring control, alarm monitoring
and safety systems for multi-purpose engines or other
engine types that require parameters and settings to be
adjusted for the intended application.
11.5 Type test conditions
11.5.1 The requirements in this Section are applicable to
the type testing of mass produced internal combustion
engines where the manufacturer has requested approval.
Omission or simplification of the type test requirements will
be considered by LR for engines of an established type on
application by the manufacturer.
11.5.2 The engine to be tested is to be selected from the
production line and agreed by LR.
20
Part 5, Chapter 2
Section 11
11.5.3 The type tests are to be conducted with the engine
control systems operational in the approved configuration,
see 1.1.4 and 1.1.5. Configuration management documents
are to be reviewed at testing for validity and referenced in
the type test report.
11.5.4 The duration and programme of type tests is to
include the following:
(a) 80 h at rated output.
(b) 8 h at 110 per cent overload.
(c) 10 h at varying partial loads (25 per cent, 50 per cent,
75 per cent and 90 per cent of rated output).
(d) 2 h at maximum intermittent loads.
(e) Starting tests.
(f) Reverse running of direct reversing engines.
(g) Testing of speed governor.
(h) Testing of overspeed device.
(j) Testing of lubricating oil system failure alarm device.
(k) Testing of the engine with turbo-charger out of action
when applicable.
(l) Testing of minimum speed for main propulsion engines
and the idling speed for auxiliary engines.
11.5.5 The type tests in 11.5.4 at the required outputs are to
be combined together in working cycles for the whole
duration within the limits indicated. See also 11.5.11 and
11.5.12.
11.5.6 The overload testing required by 11.5.4 is to be
carried out with the following conditions:
(a) 110 per cent of rated power at 103 per cent revolutions
per minute for engines directly driving propellers.
(b) 110 per cent of rated power at 100 per cent revolutions
per minute for engines driving electrical generators or
for other auxiliary purposes.
11.5.7 For prototype engines, the duration and programme
of tests are to be specially agreed between the
manufacturer and LR.
11.5.8 As far as practicable during type testing, the
following particulars are to be continuously recorded:
(a) Ambient air temperature.
(b) Ambient air pressure.
(c) Atmospheric humidity.
(d) External cooling water temperature.
(e) Fuel and lubrication oil characteristics.
11.5.9 In addition to the particulars stated in 11.5.8 and as
far as practicable, the following are also to be continuously
measured and recorded:
(a) Engine revolutions per minute.
(b) Brake power.
(c) Torque.
(d) Maximum combustion pressure.
(e) Indicator pressure diagrams where practicable.
(f) Exhaust smoke (with an approved smoke meter).
(g) Lubricating oil pressure and temperature.
(h) Exhaust gas temperature in exhaust manifold, and,
where facilities are available, from each cylinder.
LLOYD’S REGISTER
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
(j) For turbo-charged engines:
• Turbo-charger revolutions per minute.
• Air temperature and pressures before and after
turbo-blower and charge cooler.
• Exhaust gas temperature and pressures before
and after the turbine.
• The cooling water inlet temperature to the charge
air cooler.
11.5.10 After the type test, the main parts and especially
those subject to wear are to be dismantled for examination
by LR Surveyors.
11.5.11 For engines that are required to be approved for
different purposes (multi-purpose engines), and that have
different performances profiles and control, alarm monitoring
and safety systems configurations for each purpose, the
programme and duration of test is to be modified to cover the
whole range of the engine performance, taking into account the
most severe conditions and intended purpose(s).
11.5.12 The rated output for which the engine is to be
tested is the output corresponding to that declared by the
manufacturer and agreed by LR, i.e., actual maximum
power which the engine is capable of delivering
continuously between the normal maintenance intervals
stated by the manufacturer at the rated speed and under
the stated ambient conditions.
■ Section 12
Mass produced turbo-chargers
12.1 Application
12.1.1 The following procedure applies to the inspection of
exhaust driven turbo-chargers which are manufactured on the
basis of mass production methods similar to 11.1, as
applicable, and for which the maker has requested approval.
12.2 Procedure for approval of mass produced
turbo-chargers
12.2.1 The procedure outlined in 12.2.2 to 12.2.5 applies to
the inspection and certification of mass produced turbo-
chargers when a simplified method of inspection has been
requested by the manufacturers.
12.2.2 For the approval of a mass produced turbo-charger,
the manufacturer is to submit, in addition to the plans and
particulars required by 10.1.1, a list of main current
suppliers and subcontractors for rotating parts and an
operation and maintenance manual.
12.2.3 The manufacturer will supply full information
regarding the material and Quality Control system used in
the organisation as well as the inspection methods, the way
of recording and proposed frequency, and the method of
material testing of important parts.
LLOYD’S REGISTER
Part 5, Chapter 2
Sections 11 & 12
12.2.4 A type test, see 10.2, is to be carried out on a
standard unit taken from the assembly line and is to be
witnessed by the Surveyor. The performance data which
may have to be verified are to be made available at the
time of the type test. For manufacturers who have facilities
for testing the turbo-charger unit on an engine for which the
turbo-charger is intended, substitution of the hot running
test by a test run of one hour’s duration at overload (110
per cent of the rated output) may be considered.
12.2.5 LR reserves the right to limit the duration of validity
of approval of a mass produced turbo-charger. LR is to be
informed, without delay, of any change in the design of the
turbo-charger, in the manufacturing or control processes, in
the selection of materials or in the list of subcontractors for
main parts.
12.3 Continuous inspection of individual units
12.3.1 LR Surveyors are to be provided with free access to the
manufacturer’s workshop to inspect at random the Quality
Control measures and to witness the tests required by 12.3.3
to 12.3.7 as deemed necessary, and to have free access to all
control records and subcontractor’s certificates.
12.3.2 Each individual unit is to be tested in accordance
with 12.3.4 to 12.3.7 by the maker, who is to issue a final
certificate.
12.3.3 Rotating parts of the turbo-charger blower are to be
marked for easy identification with the appropriate
certificate.
12.3.4 Material tests of the rotating parts are to be carried
out by the maker or his subcontractor in accordance with
the requirements of the Rules for Materials, as applicable.
The relevant certificate is to be produced and filed to the
satisfaction of the Surveyor.
12.3.5 Pressure tests are to be carried out in accordance
with Table 2.9.1. Special consideration will be given where
design or testing features may require modification of the
test requirements.
12.3.6 Dynamic balancing and overspeed tests are to be
carried out, see 10.3 and 10.4, in accordance with the
approved procedure for quality control. If each forged wheel
is individually controlled by an approved non-destructive
examination method, then no overspeed test may be
required except for wheels of the test unit.
12.3.7 A mechanical running test, see 10.5, is to be carried
out. The duration of the running test may be reduced to 10
minutes, provided that the manufacturer is able to verify the
distribution of defects established during the running tests
on the basis of a sufficient number of tested turbo-chargers.
For manufacturers who have facilities in their works for
testing the turbo-chargers on an engine for which the turbo-
chargers are intended, the bench test may be replaced by a
test run of 20 minutes at overload (110 per cent of the rated
output) on this engine.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
12.4 Compliance and certificate
12.4.1 For every turbo-charger unit liable to be installed on
an engine intended for a unit classed by LR, the
manufacturer is to supply a statement certifying that the
turbo-charger is identical with one that underwent the tests
specified in 12.2.4 and that prescribed tests were carried
out. Results of these tests are to be also stated. This
statement is to be made on a form agreed with LR and a
copy is to be sent to LR. Each statement must have a
number which is to appear on the turbo-charger.
■ Section 13
Type testing procedure for
crankcase explosion relief valves
13.1 Scope
13.1.1 To specify type tests and identify standard test
conditions using methane gas and air mixture to demonstrate
that LR requirements are satisfied for crankcase explosion
relief valves intended to be fitted to engines and gear cases.
13.1.2 The test procedure is only applicable to explosion
relief valves fitted with flame arresters. Where internal oil
wetting of a flame arrester is a design feature of an
explosion relief valve, alternative testing arrangements that
demonstrate compliance with these requirements may be
proposed by the manufacturer. The alternative testing
arrangements are to be submitted to LR for approval.
13.2 Purpose
13.2.1 The purpose of type testing crankcase explosion
relief valves is fourfold:
(a) To verify the effectiveness of the flame arrester.
(b) To verify that the valve closes after an explosion.
(c) To verify that the valve is gas/air tight after an explosion.
(d) To establish the level of overpressure protection
provided by the valve.
13.3 Test facilities
13.3.1 Test houses carrying out type testing of crankcase
explosion relief valves are to meet the following requirements:
(a) The test houses where testing is carried out are to be
accredited to a National or International Standard for
the testing of explosion protection devices such as
ISO/ IEC 17025.
(b) The test facilities are to be acceptable to LR.
(c) The test facilities are to be equipped so that they can
perform and record explosion testing in accordance
with this procedure.
(d) The test facilities are to have equipment for controlling
and measuring a methane gas in air concentration
within a test vessel to an accuracy of ±0,1 per cent.
(e) The test facilities are to be capable of effective point
located ignition of a methane gas in air mixture.
22
Part 5, Chapter 2
Sections 12 & 13
(f) The pressure measuring equipment is to be capable of
measuring the pressure in the test vessel in at least two
positions, one at the valve and the other at the test vessel
centre. The measuring arrangements are to be capable of
measuring and recording the pressure changes
throughout an explosion test at a frequency recognising
the speed of events during an explosion. The result of
each test is to be documented by electronic recording and
by recording with a heat sensitive camera.
(g) The test vessel for explosion testing is to have docu-
mented dimensions. The dimensions are to be such
that the vessel is not pipe-like with the distance
between dished ends being not more than 2,5 times
the diameter. The internal volume of the test vessel is
to include any standpipe arrangements.
(h) The test vessel is to be provided with a flange, located
centrally at one end at 90° to the vessel’s longitudinal
axis for mounting the explosion relief valve. The test
vessel is to be arranged in an orientation
consistent with how the valve will be installed in service,
i.e., in the vertical plane or the horizontal plane.
(j) A circular flat plate is to be provided for fitting between
the pressure vessel flange and valve to be tested with
the following dimensions:
(i) Outside diameter of two times the outer diameter
of the valve top cover.
(ii) Internal bore having the same internal diameter
as the valve to be tested.
(k) The test vessel is to have connections for measuring
the methane in air mixture at the top and bottom.
(l) The test vessel is to be provided with a means of fitting an
ignition source at a position as specified in 13.4.3.
(m) The test vessel volume is to be, as far as practicable,
related to the size and capability of the relief valve to be
tested. In general, the volume is to correspond to the
requirement in 6.3.1 for the free area of explosion relief
2 3
valve to be not less than 115 cm /m of crankcase gross
2
volume, e.g., the testing of a valve having 1150 cm of
free area would require a test vessel with a volume of 10
3
m . The following is to apply:
(i) Where the free area of relief valves is greater
2 3
than 115 cm /m of the crankcase gross volume,
the volume of the test vessel is to be consistent
with the design ratio.
(ii) In no case is the volume of the test vessel to vary
by more than ±15 per cent from the design
2 3
cm /m volume ratio.
13.4 Explosion test process
13.4.1 All explosion tests to verify the functionality of crankcase
explosion relief valves are to be carried out using an air and
methane mixture with a volumetric methane concentration of
9,5 per cent ±0,5 per cent. The pressure in the test vessel is to
be not less than atmospheric and is not to exceed the opening
pressure of the relief valve.
13.4.2 The concentration of methane in the test vessel is to
be measured at the top and bottom of the vessel and these
concentrations are not to differ by more than 0,5 per cent.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
13.4.3 The ignition of the methane and air mixture is to be
made at the centreline of the test vessel at a position
approximately one-third of the height or length of the test
vessel opposite to where the valve is mounted.
13.4.4 The ignition is to be made using a maximum
100 joule explosive charge.
13.5 Valves to be tested
13.5.1 The valves used for type testing (including testing
specified in 13.5.3) are to be selected from the
manufacturer’s normal production line for such valves by
the LR Surveyor witnessing the tests.
13.5.2 For approval of a specific valve size, three valves
are to be tested in accordance with 13.5.3 and 13.6. For a
series of valves, see 13.8.
13.5.3 The valves selected for type testing are to have been
previously tested at the manufacturer’s works to demonstrate
that the opening pressure is in accordance with the
specification within a tolerance of ±20 per cent and that the
valve is airtight at a pressure below the opening pressure for at
least 30 seconds. This test is to verify that the valve is airtight
following assembly at the manufacturer’s works and that the
valve begins to open at the required pressure, demonstrating
that the correct spring has been fitted.
13.5.4 The type testing of valves is to recognise the
orientation in which they are intended to be installed on the
engine or gear case. Three valves of each size are to be
tested for each intended installation orientation, i.e., in the
vertical and/or horizontal positions.
13.6 Method
13.6.1 The following requirements are to be satisfied at
explosion testing:
(a) The explosion testing is to be witnessed by a LR
Surveyor.
(b) Where valves are to be installed on an engine or gear
case with shielding arrangements to deflect the
emission of explosion combustion products, the valves
are to be tested with the shielding arrangements fitted.
(c) Successive explosion testing to establish a valve’s
functionality is to be carried out as quickly as possible
during stable weather conditions.
(d) The pressure rise and decay during all explosion
testing is to be recorded.
(e) The external condition of the valves is to be monitored
during each test for indication of any flame release by
electronic recording and heat sensitive camera.
13.6.2 The explosion testing is to be in three stages for
each valve that is required to be approved as being type
tested.
LLOYD’S REGISTER
Part 5, Chapter 2
Section 13
13.6.3 Stage 1. Two explosion tests are to be carried out in
the test vessel with the circular plate as specified in
13.3.1(j) fitted and the opening in the plate covered by a
0,05 mm thick polythene film. These tests establish a
reference pressure level for determination of the capability
of a relief valve in terms of pressure rise in the test vessel,
see 13.7.1(f).
13.6.4 Stage 2:
(a) Two explosion tests are to be carried out on three
different valves of the same size. Each valve is to be
mounted in the orientation for which approval is sought,
i.e., in the vertical or horizontal position with the circular
plate described in 13.3.1(j) located between the valve and
pressure vessel mounting flange.
(b) The first of the two tests on each valve is to be carried out
with a 0,05 mm thick polythene bag, having a minimum
diameter of three times the diameter of the circular plate
and volume not less than 30 per cent of the test vessel,
enclosing the valve and circular plate. Before carrying out
the explosion test the polythene bag is to be empty of air.
The polythene bag is required to provide a readily visible
means of assessing whether there is flame transmission
through the relief valve following an explosion. During the
test, the explosion pressure will open the valve and some
unburned methane/air mixture will be collected in the
polythene bag. When the flame reaches the flame
arrester and if there is flame transmission through the
flame arrester, the methane/air mixture in the bag will be
ignited and this will be visible.
(c) Provided that the first explosion test successfully
demonstrated that there was no indication of combustion
outside the flame arrester and there are no signs of
damage to the flame arrester or valve, a second
explosion test without the polythene bag arrangement is
to be carried out as quickly as possible after the first test.
During the second explosion test, the valve is to be
visually monitored for any indication of combustion
outside the flame arrester and electronic records are to be
kept for subsequent analysis. The second test is required
to demonstrate that the valve can still function in the
event of a secondary crankcase explosion.
(d) After each explosion, the test vessel is to be maintained
in the closed condition for at least 10 seconds to enable
the tightness of the valve to be ascertained. The tightness
of the valve can be verified during the test from the
pressure/time records or by a separate test after
completing the second explosion test.
13.6.5 Stage 3. Carry out two further explosion tests as
described in Stage 1. These further tests are required to
provide an average baseline value for assessment of
pressure rise, recognising that the test vessel ambient
conditions may have changed during the testing of the
explosion relief valves in Stage 2.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
13.7 Assessment and records
13.7.1 For the purposes of verifying compliance with the
requirements of this Section, the assessment and records
of the valves used for explosion testing is to address the
following:
(a) The valves to be tested are to have evidence of
appraisal/approval by LR, see also 13.5.1.
(b) The designation, dimensions and characteristics of the
valves to be tested are to be recorded. This is to
include the free area of the valve and of the flame
arrester and the amount of valve lift at 0,2 bar.
(c) The test vessel volume is to be determined and
recorded.
(d) For acceptance of the functioning of the flame
arrester, there is not to be any indication of flame or
combustion outside the valve during an explosion test.
(e) The pressure rise and decay during an explosion is to
be recorded, with indication of the pressure variation
showing the maximum overpressure and steady
under-pressure in the test vessel during testing. The
pressure variation is to be recorded at two points in
the pressure vessel.
(f) The effect of an explosion relief valve in terms of pressure
rise following an explosion is ascertained from maximum
pressures recorded at the centre of the test vessel during
the three stages. The pressure rise within the test vessel
due to the installation of a relief valve is the difference
between average pressure of the four explosions from
Stages 1 and 3 and the average of the first tests on the
three valves in Stage 2. The pressure rise is not to
exceed the limit specified by the manufacturer.
(g) The valve tightness is to be ascertained by verifying from
the records at the time of testing that an under-pressure
of at least 0,3 bar is held by the test vessel for at least 10
seconds following an explosion. This test is to verify that
the valve has effectively closed and is reasonably gas-
tight following dynamic operation during an explosion.
(h) After each explosion test in Stage 2, the external condi-
tion of the flame arrester is to be examined for signs of
serious damage and/or deformation that may affect
the operation of the valve.
(j) After completing the explosion tests, the valves are to
be dismantled and the condition of all components
ascer-tained and documented. In particular, any
indication of valve sticking or uneven opening that
may affect the operation of the valve is to be noted.
Photographic records of the valve condition are to be
taken and included in the report.
13.8 Design series qualification
13.8.1 The qualification of quenching devices to prevent the
passage of flame can be evaluated for other similar devices
of identical type where one device has been tested and
found satisfactory.
24
Part 5, Chapter 2
Section 13
13.8.2 The quenching ability of a flame arrester depends on
the total mass of quenching lamellas/mesh. Provided the
materials, thickness of materials, length of lamellas/thickness
of mesh layer and the quenching gaps are the same, then the
same quenching ability can be qualified for different sizes of
flame arresters, subject to (a) and (b) being satisfied.
n S
(a) 1 = 1
n S
2 2
A S
(b) 1 = 1
A2S2
where
n
1 = total depth of flame arrester corresponding to the
number of lamellas of size 1 quenching device for a
valve with a relief area equal to S1
n2 = total depth of flame arrester corresponding to the
number of lamellas of size 2 quenching device for a
valve with a relief area equal to S2
A1 = free area of quenching device for a valve with a
relief area equal to S1
A2 = free area of quenching device for a valve with a
relief area equal to S2.
13.8.3 The qualification of explosion relief valves of larger
sizes than that which has been previously satisfactorily
tested in accordance with 13.6 and 13.7 can be evaluated
where valves are of identical type and have identical
features of construction subject to the following:
(a) The free area of a larger valve does not exceed three
times +5 per cent that of the valve that has been
satisfactorily tested.
(b) One valve of the largest size, subject to (a), requiring
qualification is subject to satisfactory testing required
by 13.5.3 and 13.6.4 except that a single valve will be
accepted in 13.6.4(a) and the volume of the test
vessel is not to be less than one-third of the volume
required by 13.3.1(m).
(c) The assessment and records are to be in accordance
with 13.7, noting that 13.7.1(f) will only be applicable
to Stage 2 for a single valve.
13.8.4 The qualification of explosion relief valves of smaller
sizes than that which has been previously satisfactorily
tested in accordance with 13.6 and 13.7 can be evaluated
where valves are of identical type and have identical
features of construction subject to the following:
(a) The free area of a smaller valve is not less than one-third
of that of the valve that has been satisfactorily tested.
(b) One valve of the smallest size, subject to (a), requiring
qualification is subject to satisfactory testing required by
13.5.3 and 13.6.4 except that a single valve will be
accepted in 13.6.4(a) and the volume of the test vessel is
not to be more than the volume required by 13.3.1(m).
(c) The assessment and records are to be in accordance
with 13.7, noting that 13.7.1(f) will only be applicable
to Stage 2 for a single valve.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
13.9 The report
13.9.1 The test house is to deliver a full report that includes
the following information and documents:
(a) Test specification.
(b) Details of test pressure vessel and valves tested.
(c) The orientation in which the valve was tested, (vertical
or horizontal position).
(d) Methane in air concentration for each test.
(e) Ignition source.
(f) Pressure curves for each test.
(g) Electronic recordings of each valve test.
(h) The assessment and records stated in 13.7.
13.10 Approval
13.10.1 The approval of an explosion relief valve is at the
discretion of LR, based on the appraisal of plans and
particulars and the test facility’s report of the results of type
testing.
■ Section 14
Type testing procedure for
crankcase oil mist detection and
alarm equipment
14.1 Scope
14.1.1 To specify the tests required to demonstrate that
crankcase oil mist detection and alarm equipment intended
to be fitted to diesel engines satisfies LR requirements.
14.1.2 This test procedure is also applicable to oil mist
detection and alarm arrangements intended for gear cases.
14.2 Purpose
14.2.1 The purpose of type testing crankcase oil mist
detection and alarm equipment is seven fold:
(a) To verify the functionality of the system.
(b) To verify the effectiveness of the oil mist detectors.
(c) To verify the accuracy of oil mist detectors.
(d) To verify the alarm set points.
(e) To verify time delays between oil mist leaving the
source and alarm activation.
(f) To verify functional failure detection.
(g) To verify the influence of optical obscuration on
detection.
14.3 Test facilities
14.3.1 Test houses carrying out type testing of crankcase
detection and alarm equipment are to satisfy the following
criteria:
(a) A full range of facilities for carrying out the
environmental and functionality tests required by this
procedure is to be available and be acceptable to LR.
LLOYD’S REGISTER
Part 5, Chapter 2
Sections 13 & 14
(b) The test house that verifies the functionality of the
equip-ment is to be equipped so that it can control,
measure and record oil mist concentration levels in
terms of mg/l to an accuracy of ±10 per cent in
accordance with this procedure.
14.4 Equipment testing
14.4.1 The range of tests is to include the following for the
alarm/monitoring panel:
(a) Functional tests described in 14.5.
(b) Electrical power supply failure test.
(c) Power supply variation test.
(d) Dry heat test.
(e) Damp heat test.
(f) Vibration test.
(g) EMC test.
(h) Insulation resistance test.
(j) High voltage test.
(k) Static and dynamic inclinations, if moving parts are
contained.
14.4.2 The range of tests is to include the following for the
detectors:
(a) Functional tests described in 14.5.
(b) Electrical power supply failure test.
(c) Power supply variation test.
(d) Dry heat test.
(e) Damp heat test.
(f) Vibration test.
(g) EMC test.
(h) Insulation resistance test.
(j) High voltage test.
(k) Static and dynamic inclinations.
14.5 Functional tests
14.5.1 All tests to verify the functionality of crankcase oil
mist detection and alarm equipment are to be carried out in
accordance with 14.5.2 to 14.5.6 with an oil mist
concentration in air, known in terms of mg/l to an accuracy
of ±10 per cent.
14.5.2 The concentration of oil mist in the test chamber is to
be measured in the top and bottom of the chamber and
these concentrations are not to differ by more than 10 per
cent. See 14.7.2(a).
14.5.3 The oil mist monitoring arrangements are to be capable
of detecting oil mist in air concentrations of between 0 and 10
per cent of the lower explosive limit (LEL), which corresponds
to an oil mist concentration of approximately 50 mg/l (13 per
cent oil-air mixture) or between 0 and a percentage
corresponding to a level not less than twice the maximum oil
mist concentration alarm set point.
14.5.4 The alarm set point for oil mist concentration in air is
to provide an alarm at a maximum setting corresponding to
not more than 5 per cent of the LEL or approximately 2,5
mg/l.
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RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
14.5.5 Where alarm set points can be altered, the means of
adjustment and indication of set points are to be verified
against the equipment manufacturer’s instructions.
14.5.6 Where oil mist is drawn into a detector via piping
arrangements, the time delay between the sample leaving
the crankcase and operation of the alarm is to be
determined for the longest and shortest lengths of pipes
recommended by the manufacturer. The pipe arrangements
are to be in accordance with the manufacturer’s
instructions/ recommendations.
14.5.7 Detector equipment that is in contact with the
crankcase atmosphere and may be exposed to oil splash
and spray from engine lubricating oil is to be tested to
demonstrate that openings do not occlude or become
blocked under continuous oil splash or spray conditions.
Testing is to be in accordance with arrangements proposed
by the manufacturer and agreed by LR.
14.5.8 Detector equipment may be exposed to water vapour
from the crankcase atmosphere which may affect the
sensitivity of the equipment, it is to be demonstrated that
exposure to such conditions will not affect the functional
operation of the detector equipment. Where exposure to water
vapour and/or water condensation has been identified as a
possible source of equipment malfunctioning, testing is to
demonstrate that any mitigating arrangements such as heating
are effective. Testing is to be in accordance with arrangements
proposed by the manufacturer and agreed by LR. This testing
is in addition to that required by 14.4.2(e) and is concerned
with the effects of condensation caused by the detection
equipment being at a lower temperature than the crankcase
atmosphere.
14.6 Detectors and alarm equipment to be tested
14.6.1 The detectors and alarm equipment selected for the
type testing are to be selected from the manufacturer’s
normal production line by the LR Surveyor witnessing the
tests.
14.6.2 Two detectors are to be tested. One is to be tested
in the clean condition and the other in a condition
representing the maximum level of lens obscuration
specified by the manufacturer.
14.7 Method
14.7.1 The requirements of 14.7 are to be satisfied at type
testing.
14.7.2 Oil mist generation is to satisfy the following:
(a) Oil mist is to be generated with suitable equipment
using an SAE 80 monograde mineral oil or equivalent
and supplied to a test chamber having a volume of not
3
less than 1 m . The oil mist produced is to have a
maximum droplet size of 5 µm. The oil droplet size is
to be checked using the sedimentation method.
26
Part 5, Chapter 2
Section 14
(b) The oil mist concentrations used are to be ascertained by
the gravimetric deterministic method or equivalent. For
this test, the gravimetric deterministic method is a process
where the difference in weight of a 0,8 µm pore size
membrane filter is ascertained from weighing the filter
before and after drawing one litre of oil mist through the
filter from the oil mist test chamber. The oil mist chamber
is to be fitted with a recirculating fan.
(c) Samples of oil mist are to be taken at regular intervals
and the results plotted against the oil mist detector
output. The oil mist detector is to be located adjacent
to where the oil mist samples are drawn off.
(d) The results of a gravimetric analysis are considered
invalid and are to be rejected if the resultant calibration
curve has an increasing gradient with respect to the oil
mist detection reading. This situation occurs when
insufficient time has been allowed for the oil mist to
become homogeneous. Single results that are more
than 10 per cent below the calibration curve are to be
rejected. This situation occurs when the integrity of the
filter unit has been compromised and not all of the oil
is collected on the filter paper.
(e) The filters require to be weighed to a precision of 0,1
mg and the volume of air/oil mist sampled to 10 ml.
14.7.3 The testing is to be witnessed by an LR Surveyor
where type testing approval is required by LR.
14.7.4 Oil mist detection equipment is to be tested in the
orientation (vertical, horizontal or inclined) in which it is
intended to be installed on an engine or gear case as
specified by the equipment manufacturer.
14.7.5 Type testing is to be carried out for each type of oil
mist detection and alarm equipment for which a
manufacturer seeks LR approval. Where sensitivity levels
can be adjusted, testing is to be carried out at the extreme
and mid-point level settings.
14.8 Assessment
14.8.1 Assessment of oil mist detection equipment devices
after testing is to address the following:
(a) The equipment to be tested is to have evidence of
design appraisal/approval by LR, See also 14.6.1.
(b) Details of the detection equipment to be tested are to
be recorded, such as name of manufacturer, type
designa-tion, oil mist concentration assessment
capability and alarm settings.
(c) After completing the tests, the detection equipment is
to be examined and the condition of all components
ascer-tained and documented. Photographic records
of the monitoring equipment condition are to be taken
and included in the report.
14.9 Design series qualification
14.9.1 The approval of one type of detection equipment
may be used to qualify other devices having identical
construction details. Proposals are to be submitted for
consideration.
LLOYD’S REGISTER
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
14.10 The report
14.10.1 The test house is to provide a full report which
includes the following information and documents:
(a) Test specification.
(b) Details of equipment tested.
(c) Results of tests.
14.11 Acceptance
14.11.1 Acceptance of crankcase oil mist detection
equipment is at the discretion of LR, based on the appraisal
of plans and particulars and the test house report of the
results of type testing.
14.11.2 The following information is to be submitted to LR
for acceptance of oil mist detection equipment and alarm
arrangements:
(a) Description of oil mist detection equipment and system
including alarms.
(b) Copy of the test house report identified in 14.10.
(c) Schematic layout of engine oil mist detection arrange-
ments showing location of detectors/sensors and
piping arrangements and dimensions.
(d) Maintenance and test manual which is to include the
following information:
• Intended use of equipment and its operation.
• Functionality tests to demonstrate that the equip-
ment is operational and that any faults can be
identified and corrective actions notified.
• Maintenance routines and spare parts
recommen-dations.
• Limit setting and instructions for safe limit levels.
• Where necessary, details of configurations in
which the equipment is and is not to be used.
■ Section 15
Electronically controlled engines
15.1 Scope
15.1.1 The requirements of this Section are applicable to
engines for propulsion, auxiliary or emergency power purposes
with programmable electronic systems implemented and used
to control fuel injection timing and duration, and which may
also control combustion air or exhaust systems. The
requirements of this Section also apply to programmable
electronic systems used to control other functions (e.g.,
starting and control air, cylinder lubrication etc.) where
essential for the operation of the engine.
15.1.2 These engines may be of the slow, medium or
highspeed type. They generally have no direct camshaft
driven fuel systems, but have common rail fuel/hydraulic
arrangements and may have hydraulic actuating systems
for the functioning of the exhaust systems.
LLOYD’S REGISTER
Part 5, Chapter 2
Sections 14 & 15
15.1.3 The operation of these engines relies on the
effective monitoring of a number of parameters such as
crank angle, engine speed, temperatures and pressures
using programmable electronic systems to provide the
services essential for the operation of the engine such as
fuel injection, air inlet, exhaust and speed control.
15.1.4 Details of proposals to deviate from the
requirements of this Section are to be submitted and will be
considered on the basis of a technical justification produced
by the Enginebuilder.
15.1.5 Each engine is to be configured for the specified
performance and is to satisfy the relevant requirements for
propulsion, auxiliary or emergency engines.
15.1.6 During the life of the engine details of any proposed
changes to control, alarm, monitoring or safety systems
which may affect safety and the reliable operation of the
engine are to be submitted to LR for approval.
15.2 Plans and particulars
15.2.1 In addition to the plans and particulars required by
Section 1, the following information is to be submitted:
(a) A general overview of the operating principles, supported
by schematics explaining the functionality of individual
systems and sub-systems. The information is to relate to
the engine capability and functionality under defined
operating and emergency conditions such as recovery
from a failure or malfunction, with particular reference to
the functioning of programmable electronic systems and
any sub-systems. The information is also to indicate if the
engine has different modes of opera-tion, such as to limit
exhaust gas emissions and/or to run under an economic
fuel consumption mode or any other mode that is
electronically controlled.
(b) Operating manuals which describe the particulars of
each system and, together with maintenance instruc-
tions, include reference to the functioning of sub-
systems.
(c) A risk-based analysis of the mechanical, pressure
containing, electrical, electronic and programmable
electronic systems and arrangements that support the
operation of the engine. The analysis is to
demonstrate that suitable risk mitigation has been
achieved in accor-dance with 15.3.
(d) Details of hydraulic systems for actuation of sub-
systems (fuel injection or exhaust), to include details of
the design/construction of pipes, pumps, valves,
accumulators and the control of valves/pumps. Details
of pump drive arrangements are also to be included.
(e) Quality plan for sourcing, design, installation and testing
of all components used in the fuel oil and hydraulic oil
systems installed with the engine for engine operation.
(f) Fatigue analysis for all high pressure fuel oil and
hydraulic oil piping arrangements required for engine
operation where failure of the pipe or its connection or
a component would be the cause of engine
unavailability. The analysis is to concentrate on high
pressure components and sub-systems and recognise
the pressures and fluctuating stresses that the pipe
system may be subject to in normal service.
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Oil Engines
(g) Evidence of type testing of the engine with the
programmable electronic system, or a proposed test plan
at the Enginebuilders with the programmable electronic
system functioning, to verify the functionality and
behaviour under normal operating and fault conditions of
the programmable electronic control system.
(h) Schedule of testing at Enginebuilders, pre-sea trial
commissioning and sea trials. The test schedules are
to identify all modes of engine operation and the sea
trials are to include typical port manoeuvres under the
intended engine operating modes. The schedule is to
include:
(i) testing and trials to demonstrate that the engine
is capable of operating as described in (a);
(ii) tests to verify that the response of the complete
mechanical, hydraulic, electrical and electronic
system is as predicted for the intended
operational modes; and
(iii) testing required to verify the conclusions of the risk-
based analysis.
The scope of these tests is to be agreed with LR.
15.2.2 In addition to the applicable plans and particulars
required by Pt 6, Ch 1,1.2.3 to 1.2.7, the following
information for control, alarm, monitoring and safety
systems relating to the operation of an electronically
controlled engine is to be submitted:
(a) Engine configuration details , see 15.5.2.
(b) Software quality plans, including configuration
manage-ment documents.
(c) Software safety evidence.
(d) Software assessment inspection report.
15.3 Risk-based analysis
15.3.1 An analysis is to be carried out in accordance with
relevant Standards acceptable to LR to demonstrate
compliance with the applicable requirements of this sub-
Section, appropriate to the engine application. The analysis
is to be a risk-based consideration of engine operation and
unit and personnel safety, and is to demonstrate adequate
risk mitigation through fault tolerance and/or reliability in
accordance with the specified criteria in 15.3.2 to 15.3.4
relevant to the engine application.
15.3.2 For units with a single main propulsion engine, a
Failure Mode and Effects Analysis (FMEA), or alternative
recognised analysis of system reliability, is to be carried out
and is to demonstrate that an electronic control system
failure:
(a) will not result in the loss of the ability to provide the
services essential for the operation of the engine, see
Pt 6, Ch 1,2.5.8 and 2.12.2 of the Rules for Ships;
(b) will not affect the normal operation of the services
essential for the operation of the engine other than
those services dependent upon the failed part, see Pt
6, Ch 1,2.13.4 and 2.13.5 of the Rules for Ships; and
(c) will not leave either the engine, or any equipment or
machinery associated with the engine, or the unit in an
unsafe condition, see Pt 6, Ch 1,2.3.12, 2.4.6, 2.5.4,
2.10.3, 2.10.4 and 2.13.5 of the Rules for Ships.
28
Part 5, Chapter 2
Section 15
15.3.3 A risk-based analysis is to be carried out for:
(a) main engines on units with multiple main engines or
other means of providing propulsion power; and/or
(b) auxiliary engines intended to drive electric generators
forming the unit’s main source of electrical power or
otherwise providing power for essential services. The
analysis is to demonstrate that adequate hazard
mitigation has been incorporated in electronically
controlled engine systems or the overall unit installation
with respect to personnel safety and providing propulsion
power and/or power for essential services for the safety of
the unit. Arrangements satisfying the criteria of 15.3.2(a)
to (c) will also be acceptable.
15.3.4 For engines for emergency power purposes, a risk-
based analysis is to be carried out to demonstrate that the
design incorporates adequate hazard mitigation such that the
likelihood of an electronic control system failure resulting in the
loss of the ability to provide emergency power when required
has been reduced to a level considered acceptable by LR and
that means are provided to detect failures and permit
personnel to restore engine availability to operate on demand.
Failures which would result in engine failure and/or damage or
loss of availability are to be identified and the report is to
include documentation of:
(a) component reliability evidence;
(b) failure detection and alarms; and
(c) failure response required to restore engine availability
and maintain personnel safety.
15.3.5 The risk-based analysis report is to:
(a) Identify the standards used for analysis and system
design.
(b) Identify the engine, its purpose and the associated
objectives of the analysis.
(c) Identify any assumptions made in the analysis.
(d) Identify the equipment, system or sub-system, mode
of operation and the equipment.
(e) Identify potential failure modes and their causes.
(f) Evaluate the local effects (e.g., fuel injection failure)
and the effects on the system as a whole (e.g., loss of
propulsion power) of each failure mode.
(g) Identify measures for reducing the risks associated with
each failure mode (e.g., system design, failure detection
and alarms, redundancy, quality control procedures for
sourcing, manufacture and testing, etc.).
(h) Identify trials and testing necessary to prove conclusions.
15.3.6 At sub-system level it is acceptable to consider
failure of equipment items and their functions, e.g., failure
of a pump to produce flow or pressure head. It is not
required that the failure of components within that pump be
analysed, and failure need only be dealt with as a cause of
failure of the pump.
15.4 Fuel oil and hydraulic oil systems
15.4.1 Fuel oil and hydraulic oil piping systems
arrangements are to comply with Chapters 2, 11, 12, 13
and 14 as applicable.
LLOYD’S REGISTER
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013
Oil Engines
15.4.2 Where pumps are essential for engine operation, no
fewer than two fuel oil and two hydraulic oil pressure
pumps are to be provided for their respective service and
arranged such that failure of one pump does not render the
other inoperative. Each oil fuel pump and hydraulic oil
pump is to be capable of supplying the quantity of oil for
engine operation at its maximum continuous rating and
arranged ready for immediate use.
15.4.3 The fuel oil pressure piping between the oil fuel high
pressure pumps and the fuel injectors is to be protected
with a jacketed piping system capable of containing fuel oil
leakage from a high pressure pipe failure.
15.4.4 The hydraulic oil pressure piping between the high
pressure hydraulic pumps and hydraulic actuators is to be
protected with a jacketed piping system capable of
containing hydraulic oil leakage from a high pressure pipe
failure.
15.4.5 Accumulators and associated high pressure piping
are to be designed, manufactured and tested in accordance
with a standard applicable to the maximum pressure and
temperature rating of the system.
15.4.6 All valves, cocks and screwed connections are to be
of a type tested type applicable to the maximum service
conditions anticipated in normal service.
15.4.7 Isolating valves and cocks are to be located as near
as practicable to the equipment to be isolated. All valves
forming part of the fuel oil and hydraulic oil installation are
to be capable of being controlled from readily accessible
positions above the working platform.
15.4.8 High pressure fuel oil and high pressure hydraulic oil
piping systems are to be provided with high pressure
alarms with set points that do not exceed the system
design pressures.
15.4.9 High pressure fuel oil and high pressure hydraulic
piping systems are to be provided with suitable relief valves
on any part of the system that can be isolated and in which
pressure can be generated. The settings of the relief valves
are not to exceed the design pressures. The valves are to
be of adequate size and so arranged as to avoid an undue
rise in pressure above the design pressures.
15.4.10 Equipment fitted for monitoring pressures and
temperatures in the high pressure fuel oil and high pressure
hydraulic oil systems is to comply with a recognised
Standard suitable to the anticipated vibration and
temperature conditions.
15.4.11 A fatigue analysis is to be carried out in accordance
with a standard applicable to the system under
consideration and all anticipated pressure, pulsation and
vibration loads are to be addressed. The analysis is to
demonstrate that the design and arrangements are such
that the likelihood of failure is as low as reasonably
practicable. The analysis is to identify all assumptions
made and standards to be applied during manufacture and
testing of the system. Any potential weak points which may
develop due to incorrect construction or assembly are also
to be identified.
LLOYD’S REGISTER
Part 5, Chapter 2
Section 15
15.4.12 For high pressure oil-containing and mechanical
power transmission systems, the quality plan for sourcing,
design, installation and testing of components is to address
the following issues:
(a) Design and manufacturing standard(s) applied.
(b) Materials used for construction of key components and
their sources.
(c) Details of the quality control system applied during
manufacture and testing.
(d) Details of type approval, type testing or approved type
status assigned to the machinery or equipment.
(e) Details of installation and testing recommendations for
the machinery or equipment.
15.5 Control engineering systems
15.5.1 Control, alarm, monitoring, safety and programmable
electronic systems are to comply with Pt 6, Ch 1 as
applicable.
15.5.2 The engine control, alarm monitoring and safety
systems are to be configured to comply with the relevant
requirements (e.g., operating profile, alarms, shut-downs,
etc.) of this Chapter and Pt 6, Ch 1 for an engine for main,
auxiliary or emergency power purposes. Details of the
engine configuration are to be submitted for consideration
identifying:
(a) Local and remote means to carry out system
configuration.
(b) Enginebuilder procedures for undertaking configuring.
(c) Roles and responsibilities for configuration (e.g.,
Enginebuilder, engine packager, system integrator or
other nominated party) with accompanying schedule.
(d) Configurable settings and parameters (including those
not to be modified from a default value).
(e) Configuration for propulsion, auxiliary or emergency
engine application. Configuration records are to be
maintained and are to be made available to the Surveyor
at testing and trials and on request in accordance with Pt
6, Ch 1,1.4 and 7.1.3 of the Rules for Ships.
15.6 Software
15.6.1 Software lifecycle activities are to be carried out in
accordance with an acceptable quality management
system, see Pt 6, Ch 1,2.10.20, 2.13.2 and 2.13.8 of the
Rules for Ships.
15.6.2 Appropriate safety related processes, methods,
techniques and tools are to be applied to software
development and maintenance by the Enginebuilder.
Selection and application of techniques and measures in
accordance with Annex A of IEC 61508-3, Functional safety
of electrical/electronic/programmable electronic systems:
Software requirements, or other relevant Standards or
Codes acceptable to LR, will generally be acceptable.
29
RULES AND REGULATIONS FOR THE CLASSIFICATION OF A FLOATING OFFSHORE INSTALLATION AT A FIXED LOCATION, June 2013

Oil Engines Part 5, Chapter 2

Sections 15, 16 & 17

15.6.3 To demonstrate compliance with 15.6.1 and Table 2.16.1 Alarms and safeguards for
15.6.2: emergency diesel engines
(a) software quality plans and safety evidence are to be
submitted for consideration, see 15.2.2(b) and (c); and Item Alarm Alarm Note
(b) an assessment inspection of the Enginebuilder’s Emergency Diesel Engine ≥ 220 kW <220 kW
completed development is to be carried out by LR.
Fuel oil leakage from Leakage Leakage See 7.1.2
The inspection is to be tailored to verify application of
the Standards and Codes used in software safety pressure pipes
assurance accepted by LR. Lubricating oil High — —

temperature
Lubricating oil pressure Low Low —

■ Section 16 Oil mist concentration in High — See Note

Alarms and safeguards for crankcase

emergency diesel engines Coolant pressure or flow Low — —

Coolant Temperature High High —

16.1 Application
(can be air )
16.1.1 These requirements apply to emergency diesel engines
Overspeed High — Automatic
required to be immediately available in an emergency and
capable of being controlled remotely or automatically. shut-down

NOTE
16.2 Alarms and safeguards For engines having a power of more than 2250 kW or a
cylinder bore of more than 300 mm.
16.2.1 Alarm and safety systems are to comply with the
requirements of Pt 6, Ch 1.

16.2.2 Alarms and safeguards are to be fitted in

accordance with Table 2.16.1.
■ Section 17
16.2.3 The safety and alarm systems are to be designed to
‘fail safe’. The characteristics of the ‘fail safe’ operation are
General requirements
to be evaluated on the basis not only of the system and its
17.1 Turning gear
associated machinery, but also the complete installation, as
well as the unit.
17.1.1 Turning gear is to be provided for all engines to
facilitate operating and maintenance regimes as required
16.2.4 Regardless of the engine output, if shut-downs
additional to those specified in Table 2.16.1 are provided by the manufacturer.
except for the overspeed shut-down, they are to be
automatically overridden when the engine is in automatic or 17.1.2 The turning gear for all main propulsion engines is to
be power-driven and, if electric, is to be continuously rated
remote control mode during navigation.
at a value to ensure protection to the weakest part of the
16.2.5 Grouped alarms of at least those items listed in machinery.
Table 2.16.1 are to be arranged on the bridge.
17.1.3 The turning gear for auxiliary engines may be hand
16.2.6 In addition to the fuel oil control from outside the space, operated (manual) except where this is not practicable, in
which case the provision of 17.1.2 is to be complied with.
a local means of engine shut-down is to be provided.

16.2.7 Local indications of at least those items listed in 17.1.4 The turning gear for all engines is to be fitted with
Table 2.16.1 are to be provided within the same space as safety interlocks which prevent engine operation when
the diesel engines and are to remain operational in the engaged, see Ch 1,3.10. Indication of engaged/not
event of failure of the alarm and safety systems. engaged is to be provided at all start positions.

17.1.5 The remote control device of power-driven turning

gear is to be so designed that power is removed from the
turning gear when the operating switch is released.

17.1.6 Means are to be provided to secure the turning gear

when disengaged.

30 LLOYD’S REGISTER