Defence Standard 02-313 (NES 313)

Ministry of Defence
Defence Standard 02-313(NES 313)

Issue 1 Publication Date 1 April 2000
Diesel Engines for Marine Propulsion &

Auxiliary Machinery
Reprinted July 2002

Incorporating Amendment 1
Incorporating NES 313 Category 2

Issue 3 Publication Date September 1999
AMENDMENTS ISSUED SINCE PUBLICATION
AMDT NO DATE OF TEXT AFFECTED SIGNATURE &

ISSUE DATE
1 July 2002 Pages 4.1, 4.4 and A.2. SPM9 02/07/02
Revision Note
This Issue of this Standard has been prepared to incorporate changes to text and presentation.
The technical content has been updated in line with current practice.
Historical Record
NES 313 Issue 3 September 1999

NES 313 Issue 2 October 1989
NES 313 Issue 1 January 1983
GMES 63
SDP 17
Ministry of Defence
Naval Engineering Standard
CATEGORY 2
NES 313 Issue 3 September 1999
DIESEL ENGINES FOR MARINE PROPULSION

AND AUXILIARY MACHINERY
CROWN COPYRIGHT 1999

This NES Supersedes
SDP 17
GMES 63
NES 313 Issue 1 January 1983
NES 313 Issue 2 October 1989
Record of Amendments
AMDT INSERTED BY DATE
5
NAVAL ENGINEERING STANDARD 313
DIESEL ENGINES FOR MARINE PROPULSION

AND AUXILIARY MACHINERY
ISSUE 3 SEPTEMBER 1999
This Naval Engineering Standard is

authorized for use in MOD contracts
by the Defence Procurement Agency
and the Defence Logistics Organization
Published by:
Sea Technology Group,

Defence Procurement Agency,
NA 145,
Ash 0, #95,
MOD Abbey Wood,
Bristol BS34 8JH
(i)
NES 313
Issue 3
September 1999
(ii)
NES 313
Issue 3
September 1999
SCOPE
1. This Naval Engineering Standard (NES) details those characteristics of diesel engines and
diesel systems which must be present in ships and submarines whenever this document is
called up in a Procurement Specification (PS). It also provides general design guidance for
other diesel and diesel equipment characteristics based on successful past practice as an aid
to the designer and gives guidance on the information and assistance required of engine
manufacturers to ensure achievement of appropriate standards.
2. This NES includes the following details:
a. The environmental conditions under which the engines must operate and remain
effectively functional in the absence of detailed requirements being defined in the
Statement of Technical Requirements (STR).
b. The ònengine' parts of diesel engine service systems which historically have been
supplied by the engine manufacturer.
c. Some key aspects of the air induction and exhaust gas systems that affect engine
performance even though they are not part of the diesel engine unit.
3. This NES excludes details of the Contractor's responsibility for supplying all materials and
components not contractually identified as Ministry Supplied Material (MSM) equipment or
ancillary assemblies.
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NES 313
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September 1999
(iv)
NES 313
Issue 3
September 1999
FOREWORD
Sponsorship
1. This Naval Engineering Standard (NES) is sponsored by the Defence Logistics Organization
(DLO), Ministry of Defence (MOD).
2. Any user of this NES either within MOD or in industry may propose an amendment to it.
Proposals for amendments that are not directly applicable to a particular contract are to be
made to the publishing authority identified on Page (i), and those directly applicable to a
particular contract are to be dealt with using contract procedures.
3. If it is found to be unsuitable for any particular requirement MOD is to be informed in writing
of the circumstances.
4. No alteration is to be made to this NES except by the issue of an authorized amendment.
5. Unless otherwise stated, reference in this NES to approval, approved, authorized and similar
terms, means by the MOD in writing.
6. Any significant amendments that may be made to this NES at a later date will be indicated
by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line
interval.
7. This NES has been reissued to reflect changes in Departmental Nomenclature due to the
MOD reorganization and the changes to technical requirements.
Conditions of Release
General
8. This Naval Engineering Standard (NES) has been devised solely for the use of the MOD, and
its contractors in the execution of contracts for the MOD. To the extent permitted by law, the
MOD hereby excludes all liability whatsoever and howsoever arising (including but without
limitation, libability resulting from negligence) for any loss or damage however caused when
the NES is used for any other purpose.
9. This document is Crown Copyright and the information herein may be subject to Crown or
third party rights. It is not to be released, reproduced or published without written permission
of the MOD.
10. The Crown reserves the right to amend or modify the contents of this NES without consulting
or informing any holder.
MOD Tender or Contract Process
11. This NES is the property of the Crown. Unless otherwise authorized in writing by the MOD
must be returned on completion of the contract, or submission of the tender, in connection
with which it is issued.
12. When this NES is used in connection with a MOD tender or contract, the user is to ensure that
he is in possession of the appropriate version of each document, including related documents,
relevant to each particular tender or contract. Enquiries in this connection may be made to
the authority named in the tender or contract.
13. When NES are incorporated into MOD contracts, users are responsible for their correct
application and for complying with contractual and other statutory requirements.
Compliance with an NES does not of itself confer immunity from legal obligations.
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September 1999
Categories of NES
14. The Category of this NES has been determined using the following criteria:
a. Category 1. If not applied may have a Critical affect on the following:
Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
b. Category 2. If not applied may have a Significant affect on the following:
Safety of the vessel, its complement or third parties.
Operational performance of the vessel, its systems or equipment.
Through life costs and support.
c. Category 3. If not applied may have a Minor affect on the following:
MOD best practice and fleet commonality.
Corporate experience and knowledge.
Current support practice.
Related Documents
15. In the tender and procurement processes the related documents listed in each section and
Annex A can be obtained as follows:
a. British Standards British Standards Institution,
389 Chiswick High Road,
London, W4 4AL.
b. Defence Standards Directorate of Standardization, Stan 1,
Kentigern House, 65 Brown Street,
Glasgow, G2 8EX.
c. Naval Engineering Standards CSE3a, CSE Llangennech, Llanelli, Dyfed,
SA14 8YP.
d. Other documents Tender or Contract Sponsor to advise.
16. All applications to the MOD for related documents are to quote the relevant MOD Invitation
to Tender or Contract number and date, together with the sponsoring Directorate and the
Tender or Contract Sponsor.
17. Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
Health and Safety
Warning
18. This NES may call for the use of processes, substances and/or procedures that are injurious
to health if adequate precautions are not taken. It refers only to technical suitability and in
no way absolves either the supplier or the user from statutory obligations relating to health
and safety at any stage of manufacture or use. Where attention is drawn to hazards, those
quoted may not necessarily be exhaustive.
19. This NES has been written and is to be used taking into account the policy stipulated in JSP
430: MOD Ship Safety Management System Handbook.
20. Mandatory safety requirements for any diesel installation are specified in Annex D.
Additional Information
21. (No relevant information included.)
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CONTENTS
Page No
TITLE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (i)
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (iii)
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v)
Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v)
Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (v)
Categories of NES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vi)
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vi)
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vi)
Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vi)
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (vii)
SECTION 1. PERFORMANCE SPECIFICATION . . . . . . . . . . . 1.1
SECTION 2. NATIONAL/INTERNATIONAL REGUALTIONS 2.1

2.1 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
2.2 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
2.2.1 Packing Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
2.2.2 Induction Air System . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
2.2.3 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2
2.2.4 Fresh Water Cooling System . . . . . . . . . . . . . . . . . . . 2.3
2.2.5 Sea Water Cooling System . . . . . . . . . . . . . . . . . . . . . 2.3
2.2.6 Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . 2.3
2.2.7 Fuel Oil System Pipework . . . . . . . . . . . . . . . . . . . . . 2.4
2.2.8 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4
2.2.9 Screwed Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
2.3 Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
2.3.1 Pipe Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
2.3.2 Characteristics of Engine Fluid Supplies . . . . . . . . . 2.5
2.4 Service Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
SECTION 3. MILITARY STANDARDS/REQUIREMENTS . . . . 3.1

3.1 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
3.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
3.1.2 Terminal Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1
3.2 Environmental Conditions . . . . . . . . . . . . . . . . . . . . 3.2
3.2.1 Ambient Sea, Air and Machinery Space Conditions 3.2
3.2.2 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2
3.2.3 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
3.2.4 Ship Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
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3.2.5 Habitability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

3.2.6 Vibration Environment . . . . . . . . . . . . . . . . . . . . . . . 3.3
3.2.7 Noise and Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
3.2.8 Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3
3.2.9 Submersion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
3.3 Upkeep and Support . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
3.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
3.3.2 Introduction of a New Development Diesel Engine
into Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4
3.3.3 Modification Procedure . . . . . . . . . . . . . . . . . . . . . . . 3.4
3.3.4 Availability, Reliability and Maintainability (ARM) 3.4
3.3.5 Operational Evaluation . . . . . . . . . . . . . . . . . . . . . . . 3.5
3.3.6 Maintenance Evaluation . . . . . . . . . . . . . . . . . . . . . . 3.5
3.3.7 Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
3.3.8 Upkeep Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5
3.3.9 Engine Removal/Replacement . . . . . . . . . . . . . . . . . 3.5
3.3.10 Major Component Replacement . . . . . . . . . . . . . . . . 3.5
3.3.11 Major and Top Overhauls . . . . . . . . . . . . . . . . . . . . . 3.6
3.3.12 Maintenance Equipment . . . . . . . . . . . . . . . . . . . . . . 3.6
3.3.13 Spare Engines and Spare Gear . . . . . . . . . . . . . . . . . 3.6
3.3.14 Engine Health Monitoring . . . . . . . . . . . . . . . . . . . . . 3.6
3.3.15 Packaging and Storage . . . . . . . . . . . . . . . . . . . . . . . 3.7
3.4 Service Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7
3.4.2 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9
3.4.3 Engine Breathers and Vent Systems . . . . . . . . . . . . . 3.12
3.4.4 Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.12
3.4.6 Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15
3.4.7 Starting Arrangements . . . . . . . . . . . . . . . . . . . . . . . 3.16
SECTION 4. DESIGN REQUIREMENTS/GUIDANCE . . . . . . . 4.1

4.1 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.1 Hazardous Materials . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.2 Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.3 General Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.4 Baseplates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.5 Packing Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
4.1.7 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
4.1.8 Fresh Water Cooling System . . . . . . . . . . . . . . . . . . . 4.3
4.1.9 Sea water Cooling System . . . . . . . . . . . . . . . . . . . . . 4.3
4.1.11 Fuel Oil System Pipework . . . . . . . . . . . . . . . . . . . . . 4.4
4.1.12 Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
4.1.13 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
4.1.14 Screwed Fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
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4.1.15 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

4.1.16 Flexible Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.1.17 Access Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.2 Design Requirements . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.2.1 Engine Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.2.2 Systems Integrity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.2.3 Pipe Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5
4.2.4 Fabricated Structures . . . . . . . . . . . . . . . . . . . . . . . . 4.6
4.2.5 Crankshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
4.2.6 Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
4.2.7 Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6
Figure 4.2 Smoke Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7
4.2.8 Characteristics of Engine Fluid Supplies . . . . . . . . . 4.7
4.2.9 Failure of Engine Control System . . . . . . . . . . . . . . 4.8
4.2.10 Engine Turning Arrangements . . . . . . . . . . . . . . . . . 4.8
4.2.11 Waste Heat Recovery Systems . . . . . . . . . . . . . . . . . 4.8
4.2.12 Availability, Reliability and Maintainability . . . . . . 4.8
4.2.13 Safety of Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9
4.2.14 Design Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.9
4.2.15 Torsional and Axial Vibrations . . . . . . . . . . . . . . . . . 4.9
4.2.16 Acoustic Enclosure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.10
4.2.17 Engine Running Hours . . . . . . . . . . . . . . . . . . . . . . . 4.10
4.3 Controls, Surveillance And Protection . . . . . . . . . . . 4.10
4.3.1 Controls and Surveillance . . . . . . . . . . . . . . . . . . . . . 4.10
4.3.2 Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11
4.3.3 Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11
4.3.4 Precautions Against Fire . . . . . . . . . . . . . . . . . . . . . . 4.11
4.4 Manufacturing Requirements . . . . . . . . . . . . . . . . . . 4.11
4.4.1 Configuration Control . . . . . . . . . . . . . . . . . . . . . . . . 4.11
4.4.2 Machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11
4.4.3 Engine Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.11
4.4.4 Flushing of Lubricating Oil Systems . . . . . . . . . . . . 4.12
4.4.5 Engine Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12
4.4.6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.12
4.5 Installation Requirements . . . . . . . . . . . . . . . . . . . . . 4.12
4.5.1 Equipment Terminal Points . . . . . . . . . . . . . . . . . . . 4.12
4.5.2 Mountings and Seatings . . . . . . . . . . . . . . . . . . . . . . . 4.13
4.5.3 Maintenance Envelopes and Removal Routes . . . . . 4.13
4.5.4 Jacking, Lifting and Engine Change Arrangements 4.13
4.5.5 Oil Venting Arrangement . . . . . . . . . . . . . . . . . . . . . 4.14
4.5.6 Water Drainage Arrangement . . . . . . . . . . . . . . . . . 4.14
4.5.7 Engine Maintenance Arrangements . . . . . . . . . . . . . 4.15
4.5.8 Engine Turning Arrangements . . . . . . . . . . . . . . . . . 4.15
4.5.9 Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.15
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SECTION 5. CORPORATE EXPERIENCE & KNOWLEDGE . 5.1
ANNEX A RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . A.1
ANNEX B ABBREVIATIONS AND DEFINITIONS . . . . . . . . B.1
ANNEX C PROCUREMENT CHECK LIST . . . . . . . . . . . . . . . C.1
ANNEX D MANDATORY SAFETY REQUIREMENTS . . . . . D.1
ANNEX E DIESEL ENGINE ACOUSTIC ENCLOSURES . . . E.1
ANNEX F DIESEL ENGINE SELECTION CRITERIA . . . . . F.1
ANNEX G REQUIREMENTS FOR ENGINE TESTS . . . . . . . G.1
ANNEX H AVAILABILITY, RELIABILITY AND

MAINTENANCE REVIEW . . . . . . . . . . . . . . . . . . . H.1
ANNEX I HEALTH MONITORING PERFORMANCE

PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I.1
ANNEX J CONTROLS AND SURVEILLANCE . . . . . . . . . . . J.1

Figure J.1 Steady State Governing of Diesel Generator Sets . . J.7
Figure J.2 Governor Speed Range Adjustment 3% Nominal
Speed Minimum at all Loads . . . . . . . . . . . . . . . . . . J.8
ANNEX K EMISSION CONTROL . . . . . . . . . . . . . . . . . . . . . . . K.1
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX.1
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1. PERFORMANCE SPECIFICATION
(No relevant information included)
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1.2
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2. NATIONAL/INTERNATIONAL REGUALTIONS
Related Documents: ISO 898 Part 1, ISO 8217, BS EN 485 Parts 1 to 4, BS EN 573 Parts 1
to 4, BS EN 1563, BS EN 10095, BS EN 10131, BS 1490, BS 1560 Part 3, BS 3602 Part 1,
BS 7226, Def Stan 68–127, Def Stan 91–4, Def Stan 91–22, Def Stan 91–86, NES 360,
NES 722, NES 779 Part 3, NES 780 Part 3, NES 791 Part 1, NES 830 Part 1, NES 833
Part 2, NES 834 Part 2, NES 849; see also Annex A.
2.1 Drawings
2.1.1 General
a. All drawings are to be produced in accordance with NES 722.
b. Manufacturing drawings for the complete engine, all assemblies,
subassemblies, components and special tools are to be provided to the Project
Office (PO).
c. Drawings of the engine(s) selected, to be provided in accordance with the
Procurement Specification (PS), are to show:
(1) General arrangement.
(2) Crosssectional arrangements.
(3) Diagrammatic arrangements of onengine service systems.
(4) Overall dimensions.
(5) Mounting arrangements and jacking points.
(6) Maintenance envelope, lifting points, centre(s) of gravity (including that
of sub components/assemblies supplied separately to the engine).
(7) Assemblies.
(8) Subassemblies.
(9) Overall weight and weights of assemblies and subassemblies for which
the Contractors will need to have lifting gear.
(10) Parts list(s) (to include materials from which they are made).
(11) Lists of special tools and outfits.
(12) Circuit diagrams (mechanical, electrical, hydraulic and pneumatic).
(13) Terminal points.
2.2 Materials
a. Materials are to be selected in accordance with the instructions contained in the
STR and demonstration of fitness for purpose of all selected materials is to be in
accordance with the STR.
2.2.1 Packing Chocks
a. The following materials are used for packing chocks or shims required for the
alignment of propulsion or auxiliary diesel engines and driven machinery:
(1) Nodular cast iron to BS EN 1563.
(2) Cast or forged steel.
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(3) Cast aluminium BS 1490. Cast aluminium should only be used with
aluminium alloy engines and when weight reduction is of the upmost
importance. The PO is to be advised of any intention to use cast
aluminium chocks.
(4) Resin. Where resin is selected, full details of the material specification
and erection (casting) process to be used are to be submitted to the PO. A
physical demonstration (at no cost to the PO) of the resin's ability to
satisfy the shock requirements will be also be required.
2.2.2 Induction Air System
a. Materials used in the induction air system, including ducts and fittings, are to
be capable of withstanding corrosive attack due to the ingestion of salt spray
and the use of decontamination and washingdown facilities. The following
materials have given satisfactory service when used in similar warship
applications:
(1) Aluminium alloy to BS EN 485 Parts 1, 2, 3 and 4, and BS EN 573 Parts 1,
2, 3 and 4.
(2) Carbonmanganese steel (HR50/35) to BS EN 10131.
(3) Stainless steel to BS EN 10095.
b. If carbonmanganese steel is employed, past experience has shown that it has
performed satisfactorily when protected on both sides with 99.5% pure
aluminium, 0.10 mm to 0.15 mm thick, and overcoated with zinc chromate
primer both inside and out prior to application of any finishing coat. Similarly,
it has proved effective to paint aluminium ducting with zinc chromate primer
on both sides before the application of finishing coats or proven equivalent
coatings.
2.2.3 Exhaust System
a. Materials used in the diesel exhaust system are to be capable of withstanding

the maximum permissible exhaust gas temperature, and are to be suitable for
the life period called up in the STR. The following materials have given
satisfactory service when used in similar warship applications:
(1) Carbonmanganese steel to BS EN 10131.
b. For flexible bellows pieces, stainless steel to BS EN 10095 used in conjunction
with either of the materials identified in Clause 2.2.3a. has given satisfactory
service in similar warship applications.
c. Experience indicates that manganese steel exhaust systems must have a
suitable corrosion and heat resistant surface finish if they are to meet the
service life requirements called for in the STR. In the past satisfactory results
have been achieved by spray coating the inside and outside surfaces with
aluminium, 0.10 mm to 0.15 mm thick, and then sealing the outside surfaces
with a coating of aluminium pigmented silicone resin.
d. Joints for exhaust systems are to be manufactured from a suitable
nonhazardous material which will give a life and performance consistent with
the requirements laid down in the STR.
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2.2.4 Fresh Water Cooling System

a. To minimize the potential for corrosion, steel piping and fittings are preferred
for steel framed engines, and nonferrous alloy piping and fittings for
aluminium framed engines. The following materials have given satisfactory
service when used in similar warship applications:
(1) Piping for the liquid coolant system:
(a) Hot finished carbon steel to BS 3602 Part 1.
(b) 90/10 coppernickel alloy to NES 779 Part 3.
(2) Fittings in steel pipework:
(a) Carbon steel to NES 849.
(3) Fittings in nonferrous pipework:
(a) Gunmetal to NES 830 Part 1.
b. Any liquid coolant system expansion tank is to meet the machinery
compartment fire resistance requirements and be compatible with the engine
systems. Any such tank is to be suitably protected against corrosion both
internally and externally by, for example, being manufactured from mild steel
to NES 791 Part 1, and internally and externally galvanized.
2.2.5 Sea Water Cooling System
a. Sea water system materials must be rationalized in relation to the galvanic
series. A list of materials used in the sea water system is to be submitted to the
PO for information in accordance with the PS. The system must be quality
assured during manufacture to ensure that unsuitable materials are not used.
The following materials have given satisfactory service when used in similar
warship applications:
(1) Piping for the sea water cooling system:
(a) 90/10 coppernickel alloy to specifications listed in Clause 2.2.4a.
2.2.6 Lubricating Oil System
a. All lubricating oil systems outside the engine crankcase are to be constructed
from materials which satisfy the machinery compartment fire resistance
requirements. Past experience has shown that 90/10 and 70/30 coppernickel
alloy has been suitable for lubricating oil piping, but where it can be shown to be
more costeffective other materials (to agreed Standard) such as stainless steel
may be used provided the materials selected do not reduce the fire resistance of
the compartment. The following materials have given satisfactory service
when used in similar warship applications:
(b) Where practicable, pipework has been extruded from
90/10coppernickel tubing to specifications listed in Clause 2.2.4a.
(c) 70/30 coppernickel tubing to the following specifications to
NES 780 Part 3.
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b. Stainless steel to BS EN 10095 or mild steel to NES 791 Part 1 have been found
to perform satisfactorily for those lubricating oil tanks that are neither part of
the engine nor part of the ship's structure.
c. The use of cadmium or zinc finish is not permitted on surfaces in contact with
lubricating oil due to the toxicity of the former and the possibility of traces of
zinc interfering with the results of oil condition monitoring by spectrometric oil
analysis.
2.2.7 Fuel Oil System Pipework
a. To minimize the risk of fire in the event of a leak, the high pressure fuel pipes,
and any sections of any other onengine fuel pipes that cross, or run adjacent to,
high temperature areas such as cylinder heads and exhaust manifolds of all
diesel engines, are to be of the metallic, double skinned type with the spaces
between the skins arranged to drain to a common collecting tank. However,
exceptionally, and subject to PO agreement, the low pressure fuel system supply
pipework may be metallic, single skinned, provided that it does not cross or run
adjacent to any surfaces that could be at a sufficiently high temperature to
cause fuel ignition in the event of a leak. The fire resistance of any fuel system
pipework is not to be less than the minimum fire resistance afforded by the
materials listed in Clause 2.2.7c.
b. The common collecting tank called for in Clause 2.2.7a. is to be fitted with an
alarm system to give indication of rupture of the internal pipes of double
skinned fuel systems.
c. The following materials have given satisfactory service when used for similar
(1) Piping for the fuel supply and low pressure system on the engine:
(a) Cold drawn seamless carbon steel to BS 3602 Part 1.
(b) 70/30 coppernickel alloy to specifications listed in Clause 2.2.6a.
(a) Aluminiumsilicon bronze to NES 834 Part 2.
d. Any fuel system expansion, collection or readyuse tank is to meet the

machinery compartment fire resistance requirements and be compatible with
the engine systems. Any such tank is to be suitably protected against corrosion
both internally and externally by, for example, being manufactured from mild
steel to NES 791 Part 1, internally and externally galvanized.
2.2.8 Valves
a. Valves must be:
(1) To the specification laid down in NES 360.
(2) Compatible galvanically with other sea water system components (see
Clause 2.2.4b.).
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2.2.9 Screwed Fasteners
a. Materials for screwed fasteners are to be compatible with system materials

taking account of system strength requirements (see Clause 4.1.3b.). Materials
for screwed fastenings are to selected from:
(1) Carbon steel to ISO 898 Part 1.
(2) Nickelaluminium bronze to NES 833 part 2 (but note that the limit for
lead content has been set at 0.02%).
2.3 Design Requirements
2.3.1 Pipe Flanges
a. Flanges designed to BS 1560 Part 3 are preferred and their use is mandatory for
all flanged Terminal Points (see Clause 1.2).
2.3.2 Characteristics of Engine Fluid Supplies
a. Diesel engines are to be suitable for continuous operation at maximum

continuous rated power when running on the following fuels:
(1) MGO to ISO 8217.
(2) NATO Code F76 to Def Stan 914.
And for emergency operation on:
(3) NATO Code F44/FSII to Def Stan 9186.
NOTE 1. Engines are also to be able to operate on the fuel specification that will
apply at time of introduction into service, i.e. low sulphur;
2. Short periods of operation on fuels with Cetane numbers as low as 35 may
be an operational requirement. The operating constraints, limitations
and penalties arising from using such fuels are to be advised to the PO
prior to confirming diesel engine selection in accordance with the PS. Any
penalties arising from operating engines on fuels of Cetane number less
than 40 are similarly to be specifically identified.
b. Diesel engine lubricating oil systems are to operate continuously with NATO
Code 0278 OMD113 lubricating oil to Def Stan 9122.
c. Liquid cooled engines are to be capable of operating without degradation with a
solution of antifreeze, NATO Code S757 inhibited ethanediol (C2H4(OH)2,
(joint service designation AL39) to Def Stan 68127, and distilled water.
NOTE The Contractor is to inform the PO where a potential compatibility
problem is identified.
d. High pressure air will be available at the pressures specified in the STR. Any
requirements for engine starting and control purposes at other pressures are to
be met by local reducing stations provided by the Contractor, to suit the
compressed air requirements of the diesel engine(s).
e. The availability and quality standards of electrical supplies for ancillary
equipment and control purposes are defined in the STR. Any requirement for
supplies at other voltages and frequencies should be met by local conversion
equipment.
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f. The availability of hydraulic services will be restricted to those stated in the

STR.
2.4 Service Systems
a. Normally each engine is to be provided with a ducted air supply in accordance
with the specification detailed in the STR. Where called for in the STR the
ducted air system is to convey air from the inlets on deck to the engine by the
most direct route practicable consistent with the arrangement of adjacent
systems and equipment (see also Clause 2.2.2a.).
b. Each ducted (induction) air supply must have the following:
(1) Means to prevent sea spray, aerosol salt and sand reaching the engine and
a means to remove any such substances that enter the intakes or their
bypass arrangements. Suitable drainage arrangements to remove any
water from intakes and intake bypass arrangements (where fitted) to
guard against risk of icing must also be provided.
(2) Means of ensuring that there is no transmission of loads between the
engine and the intake ducting, such as a flexible bellows.
(3) A debris screen that is easily accessible for cleaning (but see also Clause
2.4.1c.(5)) close to the engine.
c. An air filter is to be fitted at the inlet to each engine. General requirements for
air filters are that they must;
(1) be readily removable for cleaning,
(2) have an efficiency of not less than 98% at 100% of rated flow capacity
when tested to BS 7226 using coarse dust,
(3) be provided with an indicator, such as a pressure loss indicator, to indicate
when the filter requires cleaning,
(4) be of a design that does not degrade the performance of the engine,
(5) for engines drawing air from the compartment, be placed as close as
possible to the engine inlet and the debris screen may be omitted.
d. The design of the induction system should ensure that the system will be fit for
purpose and that induction losses are minimized. The guidelines set out below
have produced systems that have given satisfactory performance in MOD ships
in the past. The results of calculations performed to demonstrate that the
losses in the system are acceptable are to be submitted to the PO for inspection
regardless of whether or not they are called for in the STR. The calculations are
to be accompanied by a full design description if the following guidelines are not
observed (see also Clause 2.2.2a.):
(1) Systems are to be designed to perform satisfactorily for the design life of
the ship, as detailed in the STR, when operating in damp, salt and/or sand
laden air, over the range of environmental conditions specified in the STR
and Section 3.2.
(2) System component sizes are to be based on air speeds at the design
maximum flow of the engine, including the design overload conditions
(see Clause 4.2.6a.).
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(3) In general, the sizing throughout the length of the intake ducting should
achieve a nominally constant air speed, which should be as low as
practicable to minimize pressure losses. Losses should be minimized by
avoiding sudden changes in duct section and the minimal use of internal
fittings and projections. Consideration should be given to the use of
splitters in the bends and appropriate designs of diffusers or transition
pieces. The maximum inlet pressure drop across the system, including
filters and silencers, etc. should not exceed 250 mm water gauge, unless
the engine manufacturer confirms that a greater drop is acceptable
without detriment to any aspects of engine performance.
(4) The system is to be capable of withstanding the working pressures

specified in the STR without leakage and without permanent set. The
system is also to be capable of withstanding internal and external static
pressure of 0.7 bar without rupture or leakage. Permanent deformation
due to either of these pressures is acceptable provided that such
deformation does not degrade engine performance by more than 20%.
(5) During the design stage consideration is to be given to the need for
providing all the relevant intake silencers or acoustic absorptive material
to ensure that the noise level requirements specified in the STR are met.
(6) When intake silencing equipment is fitted, silencer bypass and/or deicing
arrangements are also to be fitted if there is any possibility of the silencing
arrangements becoming blocked by ice. (See also Clause 2.4.1b.).
(7) The following drainage arrangements are to be provided:
(a) Good engineering design practice should be followed to ensure that

any water and/or sand that enters the induction system pipe via its
inlet is prevented from reaching the engine, and is not allowed to
form stagnant puddles/deposits in the induction system. The use of
catchment pots and drains normally satisfies this requirement, but
when drains are fitted they must be led overboard if appropriate or
to a suitable tank, and not to bilge because of their potentially
corrosive nature.
(b) Drain pipes are to be designed and fitted in a way that allows them to
be cleaned easily. Where elbows have to be fitted, these must be
designed to allow easy access for cleaning.
(8) Air induction system intakes should be designed and installed such that
turbulent flow is not induced therein by ship motions.
e. The design and construction of the induction system is to take account of the
following requirements:
(1) Thermal Expansion and Ship Movement - The system must be able to
accommodate thermal expansion and movement of the duct due to the
combined effects of operating the diesels, flexure of the ship structure and
underwater shock, such that the stresses imposed on the intake structure
under any of the environmental conditions specified in the STR and
Section 3.2, are less than any static or cyclical failure limits for the duct.
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(2) Decontamination - Arrangements are to be made for Nuclear Biological

Chemical Defence (NBCD) decontamination of the induction system.
Hitherto this has been achieved by ensuring that;
(a) personnel can gain access through weather deck openings to

decontaminate all surfaces exposed to the combustion air flow using
hoses fitted with nozzles and pressurized with sea water from a
convenient ship sea water supply,
(b) contaminated water can be drained either directly overboard or to a

collection point from which it can be pumped overboard,
(c) induction air system surfaces liable to become contaminated are as

smooth as possible and coated with a nonabsorbent covering,
(d) wherever possible, arrangements have been incorporated for

decontamination by water washing,
(3) NonAcoustic Signatures - The design specification for nonacoustic

signatures, including Radar Cross Section (RCS), and guidance on how to
reduce them is in the STR.
(4) Miscellaneous:
(a) Inspection and access openings, which are to be fitted with airtight
covers of an equivalent strength to the ducting, are to be provided at
appropriate places in the ducting to facilitate inspection,
maintenance and removal of foreign objects.
(b) Nuts, bolts or washers used inside ducting are to be suitably locked
or secured to prevent becoming detached and swept along in the air
stream.
f. Submarine induction systems will require special facilities which will be set out
in the STR. Design guidance will be provided by the applicable MOD
Submarine Sections and the PO.
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3. MILITARY STANDARDS/REQUIREMENTS
Related Documents: BS 1560 Part 3, BS 7226, NES 626, NES 722, SSP 45; see also
Annex A.
3.1 Drawings
3.1.1 General
a. All drawings are to be produced in accordance with NES 722.
b. Manufacturing drawings for the complete engine, all assemblies,
subassemblies, components and special tools are to be provided to the Project
Office (PO).
c. Drawings of the engine(s) selected, to be provided in accordance with the
Procurement Specification (PS), are to show:
(1) General arrangement.
(2) Crosssectional arrangements.
(3) Diagrammatic arrangements of onengine service systems.
(4) Overall dimensions.
(5) Mounting arrangements and jacking points.
(6) Maintenance envelope, lifting points, centre(s) of gravity (including that
of sub components/assemblies supplied separately to the engine).
(7) Assemblies.
(8) Subassemblies.
(9) Overall weight and weights of assemblies and subassemblies for which
the Contractors will need to have lifting gear.
(10) Parts list(s) (to include materials from which they are made).
(11) Lists of special tools and outfits.
(12) Circuit diagrams (mechanical, electrical, hydraulic and pneumatic).
(13) Terminal points.
3.1.2 Terminal Points
a. Unless otherwise stated diesel engine terminal points are to be taken as:
(1) Combustion Air - The inlet flange(s) of the induction air manifold or the
supercharger/turbocharger or the air filter, where fitted, to the engine air
intake.
(2) Exhaust Gases - The outlet flange of the exhaust manifold or the exhaust
outlet flange of the turbocharger, where fitted.
(3) Engine Power Output - The crankshaft/coupling power output flange(s)
or, in engines with integral gearboxes, the gearbox power output flanges.
(4) Liquid Coolant Systems - All interfaces (for example pipework) between
enginemounted and external coolers or other system components and
vents.
(5) Lubricating Oil System - All interfaces between enginemounted and
external lubricating oil system components, including priming systems.
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(6) Fuel System - All interfaces between enginemounted and external fuel
system components.
(7) Engine Starting Systems - All interfaces between enginemounted and
external system components.
(8) Crankcase Breathers - The facings on the crankcase for venting
connections.
(9) Controls and Instrumentation - Interface connections between engine
mounted controls and instrumentation and remote controls and
instrumentation. Further guidance is given in NES 626.
(10) Engine Mountings - To include associated supporting structure if
supplied by the engine manufacturer.
(11) Electric Cabling - Interface connections between enginemounted
equipments and remote electrical supplies not used for instrumentation
and control.
NOTE For each of the above terminal points the type and physical parameters
e.g. the pressure, temperature, flow of fluids, and the volts, amps, power
factor of electrical systems, are to be shown on the Terminal Point
drawing. Flanged Mechanical System Terminal Point connections are to
conform to BS 1560 Part 3. The standard for electrical system Terminal
Points is to be in accordance with the PS.
3.2 Environmental Conditions
3.2.1 Ambient Sea, Air and Machinery Space Conditions
a. The range of climatic conditions under which the ship is to be capable of the full
specified performance will be stated in the STR.
3.2.2 Temperature
a. Unless otherwise specifically stated in the STR, all diesel engines are to be
capable of the full specified performance in all ambient temperature conditions
from subarctic (atmospheric air temperatures of -40°C with a sea water
temperature of -2°C) to extreme tropical conditions (atmospheric air
temperature of 35°C with a sea water temperature of 33°C).
b. The ambient temperature of the machinery compartment, which will be a
function of the climatic conditions, the operating condition and the state of the
ventilation system should be expected to vary within the following limits:
(1) For sea water heat exchanger cooled diesel engines;
(a) Normal operation range -15°C to +55°C,
(b) Laidup or refit conditions > -10°C,
(c) `Closeddown' conditions > 70°C.
(2) For radiator/air cooled diesel engines within a dedicated compartment;
(a) Normal operating range 2°C to +39°C,
(b) Tropical conditions > 48°C,
(c) Laid up or refit conditions > -10°C.
NOTE Radiator or air cooled engines cannot operate in a `closeddown'
condition.
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3.2.3 Pressure
a. Unless specified otherwise in the STR, diesel engines are to be capable of

producing the full specified performance over an ambient atmospheric pressure
range from 930 mbar to 1070 mbar.
3.2.4 Ship Motion
a. The conditions of ship motion under which diesel engines are to be capable of
efficient operation and any permissible performance relaxations under those
conditions are stated in the STR; where they are not so stated, advice should be
sought from the PO.
b. Where it is proposed to install an engine with its crankshaft axis at an angle to

the ship's geometric longitudinal centreline, the limits of such inclination are
to be agreed with the engine manufacturer. The PO is to be advised of the
agreement and the agreed value in writing before the installation details are
finalized.
3.2.5 Habitability
a. In order to assure good habitability in machinery and adjacent compartments,

measures are to be taken to;
(1) reduce wild heat from the engine and exhaust systems by the use of
suitable insulation,
(2) fit a vent fog precipitator or coalescer, sized to prevent emissions of

noxious substances into the compartment, to any vent pipe which
terminates in the machinery space, see Clause 4.5.5a.,
(3) meet the noise target level for the surrounding machinery space required
by the STR. It is anticipated that the engines may have to be housed in
acoustic enclosures to meet this noise limit.
b. Guidance on current designs of acoustic enclosures in Naval use is given in

Annex E.
3.2.6 Vibration Environment
a. Diesel engines are to operate satisfactorily in the vibration environment

(defined in terms of vibration amplitude and frequency) for the vessel as
specified in the STR.
3.2.7 Noise and Vibration
a. Acceptance noise and vibration levels for diesel engine installations will be as
stated in the STR. The underlying principle is one of costeffective
minimization of noise and vibration signature across a frequency range of
0kHzto15 kHz.
3.2.8 Shock
a. The minimum shock, vulnerability and mountingperformance requirements

are defined in the STR. Additional parameters are defined in NES 626.
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3.2.9 Submersion
a. Unless otherwise required by the STR, diesel engines and their service systems
(including oil tanks, etc.) are to be capable of operation for a period of not less
than eight hours when the engine compartment is flooded by sea water to a
mean level corresponding to the height of the lowest part of the engines'
crankshaft main bearing journals and with the ship in the most limiting trim
condition defined in the STR.
3.3 Upkeep and Support
3.3.1 General
a. Requirements for upkeep and support will be provided in the Integrated

Logistic Support (ILS) plan which will be incorporated in the PS.
3.3.2 Introduction of a New Development Diesel Engine into Service
a. The engine data specified in Annex F is to be supplied to the PO to justify the

selection of a particular engine.
b. In addition to meeting the requirements of Clause 3.3.4a., new development
designs of diesel engine will be also required to undergo a Type Test to a
standard agreed with the PO to confirm all aspects of its performance to the
satisfaction of the PO.
NOTE Successful completion of the engine Type Test detailed in Annex G will
satisfy the Type Test requirements.
3.3.3 Modification Procedure
a. Once an engine build specification, designated `Modification State Zero', has

been agreed between the Contractor and the PO, no further modifications will
be permitted until after the ship has been accepted into service. Thereafter the
MOD modification procedures specified in SSP 45 will apply.
3.3.4 Availability, Reliability and Maintainability (ARM)
a. All diesel engines are to satisfy the ARM requirements detailed in the STR.
b. The Contractor is required to demonstrate that the requirements have been
met to the satisfaction of the PO. The demonstration is to take the form of a
reliability assessment based on marine operating pedigree and/or endurance
testing, but must also address the following points:
(1) Improvement of poor reliability areas.
(2) Minimal modifications in service.
(3) Recommended stores outfit for vessel.
(4) Maintenance intervals and extent.
(5) Insitu testing and habitat.
(6) Quality assurance.
c. Guidance for a typical diesel engine ARM review is given in Annex H with
guidance for Control and Surveillance equipment given in NES 626.
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3.3.5 Operational Evaluation
a. Where applicable, the Contractor is to provide the PO with reliability and

performance data based on the operating experience of the engine over
extended running periods with other operators. The information to be supplied
is to include the powers and speeds used, the running hours achieved, and
details of any failures experienced.
3.3.6 Maintenance Evaluation
a. The Contractor, in conjunction with the engine manufacturer, is required to

provide facilities for the PO to perform a maintenance evaluation of the engine.
The purpose of this evaluation is to define the support requirements of the
engine in terms of spares and special tools required and the work content of all
the tasks involved.
3.3.7 Engine Maintenance
a. Engine and engine systems maintenance envelopes are to be in accordance with

the STR (see also Section 4.5).
3.3.8 Upkeep Policy
a. Except where size and weight considerations preclude, engines in need of major
overhaul will be exchanged rather than refitted insitu, and minor components
will be repaired by exchange as necessary. Where, because of size or weight
problems, it is not practicable to exchange the complete engine, upkeep will be
by replacement of assemblies/subassemblies or component parts insitu.
3.3.9 Engine Removal/Replacement
a. Details of the lifting arrangements required for engine removal are given in
Section 4.5.
b. It may be necessary to remove the turbochargers/superchargers, intercoolers
and other component parts from the engine to reduce the headroom required to
allow the engine lifting arrangements to be used. Space is to be provided
outwith the maintenance envelope for temporary stowage of parts dismantled
from the engine that will not be removed from the ship.
c. Engine removal/replacement may also entail the use of skidding beams with
skates fitted to the engine bearers. This is the preferred method for engines
installed inside acoustic enclosures. Where such beams and/or skates are
required, one set per engine type is to be provided by the Contractor who is also
to agree the stowage policy for them with the PO.
3.3.10 Major Component Replacement
a. Repairinsitu may necessitate the provision of the following facilities to permit

removal of the main bearings, crankshaft and camshafts:
(1) For engines with underslung crankshafts: jacking equipment to allow the
engine to be jacked clear of its seating/bedplate.
(2) For engines with the crankshaft supported on the bedplate: either jacking
equipment to enable the cylinder block to be jacked up or a space for
storage of the cylinder block within the engine room.
(3) Room, and suitable slinging points, to facilitate removal of the camshaft.
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3.3.11 Major and Top Overhauls
a. Component parts removed from an engine during overhaul will need to be

stored and may have to be worked on before replacement. A storage and work
space, which may include the area called for at Clause 3.3.9b., outwith the
maintenance envelopes must be provided. (The workspace must include all
special fixtures/special supports required to accommodate cylinder heads,
pistons and any of the components requiring special fixtures/support for
overhaul).
3.3.12 Maintenance Equipment
a. Injector service/testing equipment is to be provided and an area is to be

designated for the storage and use of the equipment in the ship design.
b. All special tools and gauges provided for engine maintenance/repair are to be
packed in a way to prevent them deteriorating in service. Provision is to be
made for them to be secured such that they do not become a safety hazard under
ship motion or shock conditions.
c. In addition to requirements for safety and watchkeeping, access platforms and

gratings are to be provided for engine maintenance and repair. They are to be
installed so that they permit easy removal of engine parts that must be removed
for routine maintenance. They are to comply with the provisions of Clause
4.1.17a.
3.3.13 Spare Engines and Spare Gear
a. Detail and definitive guidance on the spares support requirements is given in

the PS. As a guide, an initial outfit of sufficient spares to permit routine
servicing and maintenance by uniformed personnel, together with spares to
provide insurance against loss of availability at sea through defects,
e.g.injectors, fuel pumps, etc., will have to be provided by the contractor. For
each FirstofClass ship, the spares support package is to be sufficient for a
twoyear period of operation.
3.3.14 Engine Health Monitoring
a. If the technology is at a suitable state of maturity and is available, an engine

health monitoring system, which must be compatible with, and able to
interface with, the Ship's Platform Management System, is to be provided to
allow periodic checks on the condition of enough aspects of a diesel engine to be
made to enable;
(1) the performance parameters of the engine to be evaluated (see Annex I),
(2) the condition of various in and onengine component parts to be

monitored.
b. The engine health monitoring system requires additional sensors and a more
comprehensive suite of instrumentation than is required for routine
assessment of inservice performance. The detailed requirements for the
engine health monitoring system are to be agreed with the PO. General
guidance of the range of parameters that could be monitored is given in Annex I.
The instrumentation suite required for routine inservice performance
monitoring is dealt with in Annex J.
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3.3.15 Packaging and Storage
a. After preservation, diesel engines and their component parts are to be packaged
in accordance with the appropriate specification given in the PS.
3.4 Service Systems
a. Normally each engine is to be provided with a ducted air supply in accordance

with the specification detailed in the STR. Where called for in the STR the
ducted air system is to convey air from the inlets on deck to the engine by the
most direct route practicable consistent with the arrangement of adjacent
systems and equipment (see also Clause 2.2.2a.).
b. Each ducted (induction) air supply must have the following:
(1) Means to prevent sea spray, aerosol salt and sand reaching the engine and
a means to remove any such substances that enter the intakes or their
bypass arrangements. Suitable drainage arrangements to remove any
water from intakes and intake bypass arrangements (where fitted) to
guard against risk of icing must also be provided.
(2) Means of ensuring that there is no transmission of loads between the
engine and the intake ducting, such as a flexible bellows.
(3) A debris screen that is easily accessible for cleaning (but see also
Clause3.4.1c.(5)) close to the engine.
c. An air filter is to be fitted at the inlet to each engine. General requirements for
air filters are that they must;
(1) be readily removable for cleaning,
(2) have an efficiency of not less than 98% at 100% of rated flow capacity
when tested to BS 7226 using coarse dust,
(3) be provided with an indicator, such as a pressure loss indicator, to indicate
when the filter requires cleaning,
(4) be of a design that does not degrade the performance of the engine,
(5) for engines drawing air from the compartment, be placed as close as
possible to the engine inlet and the debris screen may be omitted.
d. The design of the induction system should ensure that the system will be fit for
purpose and that induction losses are minimized. The guidelines set out below
have produced systems that have given satisfactory performance in MOD ships
in the past. The results of calculations performed to demonstrate that the
losses in the system are acceptable are to be submitted to the PO for inspection
regardless of whether or not they are called for in the STR. The calculations are
to be accompanied by a full design description if the following guidelines are not
observed (see also Clause 2.2.2a.):
(1) Systems are to be designed to perform satisfactorily for the design life of
the ship, as detailed in the STR, when operating in damp, salt and/or sand
laden air, over the range of environmental conditions specified in the STR
and Section 3.2.
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(2) System component sizes are to be based on air speeds at the design
maximum flow of the engine, including the design overload conditions
(see Clause 4.2.6a.).
(3) In general, the sizing throughout the length of the intake ducting should
achieve a nominally constant air speed, which should be as low as
practicable to minimize pressure losses. Losses should be minimized by
avoiding sudden changes in duct section and the minimal use of internal
fittings and projections. Consideration should be given to the use of
splitters in the bends and appropriate designs of diffusers or transition
pieces. The maximum inlet pressure drop across the system, including
filters and silencers, etc. should not exceed 250 mm water gauge, unless
the engine manufacturer confirms that a greater drop is acceptable
without detriment to any aspects of engine performance.
pressure of 0.7 bar without rupture or leakage. Permanent deformation
(5) During the design stage consideration is to be given to the need for
providing all the relevant intake silencers or acoustic absorptive material
to ensure that the noise level requirements specified in the STR are met.
(6) When intake silencing equipment is fitted, silencer bypass and/or deicing
arrangements are also to be fitted if there is any possibility of the silencing
arrangements becoming blocked by ice. (See also Clause 3.4.1b.).
(7) The following drainage arrangements are to be provided:
any water and/or sand that enters the induction system pipe via its
inlet is prevented from reaching the engine, and is not allowed to
form stagnant puddles/deposits in the induction system. The use of
catchment pots and drains normally satisfies this requirement, but
when drains are fitted they must be led overboard if appropriate or
to a suitable tank, and not to bilge because of their potentially
corrosive nature.
(b) Drain pipes are to be designed and fitted in a way that allows them to
be cleaned easily. Where elbows have to be fitted, these must be
designed to allow easy access for cleaning.
(8) Air induction system intakes should be designed and installed such that
turbulent flow is not induced therein by ship motions.
e. The design and construction of the induction system is to take account of the
following requirements:
(1) Thermal Expansion and Ship Movement - The system must be able to
accommodate thermal expansion and movement of the duct due to the
combined effects of operating the diesels, flexure of the ship structure and
underwater shock, such that the stresses imposed on the intake structure
under any of the environmental conditions specified in the STR and
Section 3.2, are less than any static or cyclical failure limits for the duct.
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(2) Decontamination - Arrangements are to be made for Nuclear Biological

Chemical Defence (NBCD) decontamination of the induction system.
Hitherto this has been achieved by ensuring that;
(a) personnel can gain access through weather deck openings to
decontaminate all surfaces exposed to the combustion air flow using
hoses fitted with nozzles and pressurized with sea water from a
convenient ship sea water supply,
(b) contaminated water can be drained either directly overboard or to a
collection point from which it can be pumped overboard,
(c) induction air system surfaces liable to become contaminated are as
smooth as possible and coated with a nonabsorbent covering,
(d) wherever possible, arrangements have been incorporated for
decontamination by water washing.
(3) NonAcoustic Signatures - The design specification for nonacoustic
signatures, including Radar Cross Section (RCS), and guidance on how to
reduce them is in the STR.
(4) Miscellaneous:
(a) Inspection and access openings, which are to be fitted with airtight
covers of an equivalent strength to the ducting, are to be provided at
appropriate places in the ducting to facilitate inspection,
maintenance and removal of foreign objects.
(b) Nuts, bolts or washers used inside ducting are to be suitably locked
or secured to prevent becoming detached and swept along in the air
stream.
f. Submarine induction systems will require special facilities which will be set out
in the STR. Design guidance will be provided by the applicable MOD
Submarine Sections and the PO.
a. A separate gastight exhaust system is to be fitted for each engine. To minimize
the effect that the system has on the engine performance and maintenance
requirements, the system should convey exhaust gases to atmosphere by the
most direct practicable path consistent with the arrangement of adjacent
systems and equipment. To reduce noise emissions and InfraRed Signature
(IRS) the system is to incorporate the measures specified in the STR. The
system designer is to take account of the exhaust emission guidance
information given in Annex K.
b. The design of the exhaust system is to ensure that the system will be fit for
purpose and that exhaust losses will be minimized. The maximum
backpressure across the system, including filters and silencers, etc. should not
exceed 250 mm water gauge. The engine manufacturer is to confirm whether a
greater drop is acceptable without detriment to any aspects of engine
performance. The guidelines set out in the following Clauses have produced
systems that have given satisfactory performance in the past.
(1) The results of calculations performed to demonstrate that the losses in
the system are acceptable are to be submitted to the PO for inspection in
accordance with the STR. The calculations are to be accompanied by a
full design description if the following guidelines are not observed (see
also Clause 2.2.3a.):
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(2) Systems are to be designed to operate with combustion gases.
(3) Duct sizes including silencers, IRS reduction equipment and exhaust
emissions control equipment (when fitted in the exhaust system), are to
be based on gas speeds at the design maximum flow to ensure that the
maximum allowable back pressure requirement of the engine
manufacturer at the engine exhaust turbo/supercharger outlet is not
exceeded.
(4) The design of the exhaust ducting is to follow good engineering practice to
minimize pressure losses, avoid sudden changes in duct section and
minimize internal fittings and projections. The use of splitters in bends,
and appropriate designs of diffusers or transition pieces should be
considered. Where nuts, bolts or washers have to be used internal to the
ducting, these are to be suitably locked or secured to prevent their
becoming detached and swept along in the air stream.

pressures of 0.7 bar without rupture or leakage. Permanent deformation
(6) Exhaust systems are to be designed to withstand the exhaust gas

temperatures corresponding with the full specified duty of the diesel
engine, including overload (see Clause 4.2.6a.), under all environmental
conditions specified in STR and Section 3.2.
(7) The use of exhaust silencers and/or acoustic absorptive material should be
considered to ensure that the noise level requirements specified in the
STR are met. When silencing equipment is fitted to the exhaust system,
silencers are to be supported in such a way that their weight, and that of
associated exhaust ducting, is not borne by the exhaust manifold or the
engine.
(8) To prevent exhaust backflow from one engine interfering with the
performance of another, shared exhaust ducts are not to be used.
(9) Each exhaust system is to be fitted with means to prevent the

deterioration of engine parts resulting from the ingress of sea air through
the exhaust ducting when the engine is not in use. Exhaust systems are to
terminate in a position that prevents rain water and spray from the ship's
prewetting system from entering the exhaust ducting.
(10) Exhaust ducting is not to pass through accommodation spaces. Where

this constraint cannot be met special safety precautions, such as the
elimination of flanged joints, are to be taken in way of enclosed spaces
normally occupied by personnel.
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(11) The system is to accommodate thermal expansion and movement of the

duct due to the combined effects of operating the diesels, flexure of the
ship structure and underwater shock, such that the stresses imposed on
the exhaust manifold or the exhaust system structure under any of the
environmental conditions specified in Section 3.2, are less than any static
or cyclical failure limits for the exhaust system. Where flexible bellows
are used to satisfy this requirement, they must be sleeved internally both
to limit escape of exhaust into compartments in the event of failure and to
improve corrosion resistance. In submarines where flexible bellows are
fitted they are to be sited in accessible locations to enable the bellows to be
changed within one hour.
(12) The exhaust ducting, silencers and associated emissions control
equipments, are to be designed to minimize the risk of unburnt fuel
collecting inside them. A fire extinguishing facility is to be provided
adjacent to the silencer and to any emissions control equipment fitted in
the exhaust systems.
(13) The exhaust ducting is to be acoustically and thermally insulated from
the ship structure. Particular attention is to be paid to the acoustic and
thermal insulation of any exhaust ducting which passes through the
accommodation area (but see Clause 3.4.2b.(11) above). The thermal
insulation of the external surfaces of the ducting is to conform to the
requirements of the STR. Access to the exhaust system for maintenance
is to be provided, and such access is not to degrade the overall strength of
the ducting or its leak tightness (see also Clause 4.1.15a.).
(14) The following measures are to be taken to minimize the accumulation of
exhaust deposits:
(a) The design of exhaust gas ducting and associated equipments is to
prevent the possibility of soot collecting at any points other than
those specifically intended for soot removal. The length of
horizontal ducting is to be minimized.
(b) Inspection and access openings are to be fitted as necessary taking
account of any potential obstruction. All openings are to be fitted
with gastight cover plates. On small ducts, the use of removable
bends to give access for cleaning is acceptable.
(15) Drainage arrangements are to be provided as follows:
water and/or sand that enters the exhaust pipe via its outlet is
prevented from reaching the engine, and is not allowed to form
stagnant puddles in the exhaust system. Catchment pots and
drains are a standard way of satisfying this requirement but when
drains are fitted they must be led to a suitable tank and not to bilge
because of the potentially corrosive nature of any drainage.
(b) Drain pipes are to be designed and fitted so that the may be easily
cleaned. Where elbows have to be fitted they must be designed for
easy access and cleaning.
(16) A facility must be fitted close to the engine/exhaust system interface to
monitor the exhaust backpressure. Isolation cocks must be fitted with a
locking device to prevent their being opened unintentionally.
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c. Submarine exhaust systems will require special facilities to be fitted which will
be specified in the STR. Design guidance will be provided by the applicable
MOD Submarine Sections and the PO.
3.4.3 Engine Breathers and Vent Systems
a. To comply with emissions reduction requirements, (see Annex K), engine

installations must be engineered so that the emission of noxious substances
into the engine room and/or overboard is reduced as much as possible. See
Clause 4.5.5a. et seq. for details of oil vapour emission control, breather and
vent systems.
3.4.4 Cooling Systems
a. Engines must be provided with an air or water cooling system that satisfies the
engine manufacturer's design requirements for achieving the engine
performance demanded by the STR under all the environmental conditions
specified in the STR and Section 3.2 Results of calculations or tests confirming
the adequacy of cooling arrangements are to be submitted to the PO for
inspection in accordance with the PS.
b. Cooling should be arranged as follows:
(1) Air Cooled Engines
(a) Air cooled engines require a highintegrity system for the supply
and removal of cooling air which may be achieved by forced
compartment ventilation or by ducting air directly to and from the
engine.
(2) Liquid Cooled Engines
(a) Liquid coolant systems of the recirculation type, using an
enginedriven coolant pump, and having an expansion tank and a
sea water cooled heat exchanger have given satisfactory service in
the past.
(b) When a sea water cooled heat exchanger is included in the design, a
sea water cooling system and pump are to be provided. If specified
in the STR, the same sea water system is to service the generator
aircoolers.
(c) An enginedriven sea water pump is preferred by MOD on the
grounds of system integrity. However, when an electric
motordriven sea water pump is specified, alternative electrical
supply arrangements to the motor must be made. The system is to
be configured to permit the use of water from an alternative supply
in the event of total loss of all electric power to the pump. A
hydraulic drive between engine and sea water pump, as an
alternative to a motordriven pump in a case where an
enginedriven pump would be subject to an unacceptable suction
lift, may be acceptable but the intention to use such a system must
be discussed with the PO prior to finalizing the design.
(d) Automatic temperature control devices are to be fitted where
necessary, to control system temperatures in accordance with the
engine manufacturer's guidance for normal engine operation, cold
starting and extended periods of low load running.
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(e) The coolant system is to be configured so that it satisfies the engine

manufacturer's requirements for system pressurization in order to
avoid pump cavitation, or any other limiting constraint, under all
the environmental conditions (ambient and ship attitude) specified
in the STR and Section 3.2 Cavitation may be avoided by using an
expansion tank installed above the engine, or with an alternative
method of maintaining system pressure, i.e. a doubleacting
pressurizing valve.
(f) The ship is to be provided with a means of mixing, filling and safe
storage of the antifreeze/corrosion inhibitor solution used in the
engine's closedcircuit cooling system. To comply with the waste
policy for the vessel, the coolant system is to be fitted with a facility
to enable the engine coolant to be removed from the engine(s) and
stored for later reuse, so that engine coolant systems can be
broached for maintenance/repair. This requirement may be
satisfied by fitting a suitably sized expansion tank.
c. All sea water cooling systems must also comply with any more general sea water
system requirements specified in the STR.
d. All liquid cooling systems are to have vent fittings at high points or sections
prone to airlocking and sufficient drain fittings to enable the system to be
drained completely for maintenance. Consideration is to be given to the fitting
of automatic air eliminators in preference to vent cocks. When fitted, each air
eliminator is either to be isolatable from the system to prevent continuous loss
of coolant if the eliminator fails, or is to be fitted with a loose blanking cap.
a. Diesel engine forced lubrication systems are to be independent of one another

and must operate efficiently and satisfactorily with the lubricating oils
specified in Clause 2.3.2b. The lubrication system is be capable of maintaining
satisfactory lubrication of the engine under all the environmental conditions
specified in the STR and Section 3.2.
b. Engines equipped with integral flangemounted gearboxes may be fitted with a

lubrication system common to both engine and gearbox.
c. Unless the Contractor can guarantee the engine life required by the STR using
alternative arrangements, all engine filters are to be arranged on the pressure
side of the pump between the cooler, if fitted, and the inlet to the engine system.
d. Oil filters must provide the level of filtration required by the engine maker and
their design must ensure that this performance is maintained over a period of at
least 1000 hours operation, or as otherwise specified in the STR.
e. Fullflow oil filters are to be of the duplex type and arranged so that one element
can be removed when the engine is running. Other types of filter may be fitted
provided that it can be demonstrated to the PO by suitable tests that not only is
their filtration performance not less than the equivalent replaceable element
filter, but also that the complete filtration assemblies satisfy the ARM and
shock criteria specified in the STR.
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f. When the engine lubricating oil cannot be adequately cooled by radiation and
convection air cooling, consideration should be given to providing an oil cooler.
A satisfactory method must be provided for controlling oil temperature under
all the environmental conditions specified in the STR and Section 3.2
Consideration should also be given to fitting sump heaters, and for water cooled
engines jacket heaters, if these will aid starting under the most adverse
environmental conditions specified in the STR and Section 3.2 (see also Clause
3.4.7c.).
g. Lubricating oil pumps are to be provided with an adjustable pressure regulating
valve to enable the lubrication pressure to be set during engine commissioning
trials, and reset if necessary following engine component changes. Whether the
relief pressure is set by shims or adjusted by some other means, the adjustment
mechanism must be accessible from outside the engine to minimize the risk of
dirt getting into the engine during resetting in service. Locking arrangements
must be provided for screwtype adjusters. Where two or more pumps discharge
into a common system, a single relief valve in the system is preferred.
h. A method of checking both the running and static levels of the oil in the system
must be provided. A method of replenishing and renewing the oil is also to be
provided, and this must allow the engine oil system to be topped up while the
engine is running via a permanent connection between the engine oil
tank/sump and the appropriate lubricating oil storage tank. An emergency
toppingup system which relies on direct access to the sump through a filler pipe
and cap may also be provided if appropriate.
i. Where a filler pipe and cap is provided, provision is to be made for the
toppingup oil to be passed through a nylon or wire gauze strainer with mesh
not only sized to prevent the passage of dirt and debris, but also sized so that it
will not cause the flow of topup oil to fall below two litres per minute at the
projected minimum ambient temperature. When an engine is enclosed by an
acoustic enclosure, means of checking the oil level and topping up the oil are to
be provided external to the acoustic enclosure.
j. An oil sampling cock is to be fitted to enable samples for Spectrographic
Analysis, or other oil tests as required, to be taken whilst the engine is running.
The sampling cock is to be `Fail-Safe' automatic and shut-off type, which
prohibits it from being left open and prevents the inadvertent draining of oil.
k. Additional precautions for drysump engines are:
(1) Lubricating oil tank(s) for drysump engines, turbochargers, governors
and other engine auxiliaries must be of sufficient size to allow safe
continuous operation at the powers specified in Clause 4.2.6a. under the
environmental conditions specified in the STR and Section 3.2.
(2) The sizes of lubricating oil pipes not integral with the engine, are to be
selected to limit the oil speeds at maximum design flow to the following
rates:
(a) Discharge pipework from pumps 2 m/s;
(b) Gravity drains 0.6 m/s;
(3) Pressure losses in the suction and discharge pipework must not detract
from the satisfactory performance of any external pump/pumps.
(4) All drain plugs and cocks are to be provided with means of securing them
in the shut position. Drain plugs are to be fitted whenever there is a
nondraining pipe or pocket.
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l. Oil tanks and pipework are to be designed to minimize oil foaming. All
pipework is to be arranged to prevent an accumulation of air or oil vapour by
ensuring that it continues onwards with the flow of oil (see also Clause 4.5.5e.).
m. The detail design of the lubricating oil storage and transfer system is to be in
3.4.6 Fuel Oil System
a. The fuel supply system, which must interface with the terminal points of the
ship's fuel oil system as specified in the STR, is to be designed to deliver fuel (see
Clause 2.3.2a.) to the engine from the ship's storage tanks at the conditions of
pressure, flow and cleanliness specified by the engine manufacturer. The
system may also be required to provide for each engine an independent
dedicated emergency supply of fuel, which is to be immediately available at all
times, and sufficient for one hour's full power operation which will be specified
in the STR.
b. The system is to operate efficiently and satisfactorily with the fuels specified in
Clause 2.3.2a. and all the environmental conditions specified in the STR and
Section 3.2.
c. The fuel system for each engine is to include filters in the supply side to the
engine's fuel injection pump. The filters must meet the engine manufacturer's
performance specification for the safe and efficient operation of the engine's
fuel injection components. It must be possible to change the filters without
stopping the engine. The interval between fuel filter changes is to be not less
than 1000 hours.
d. Fullflow fuel oil filters are to be of the duplex type and arranged so that one
element can be removed when the engine is running. Other types of filter may
be fitted provided that their filtration performance is not only less than the
equivalent replaceable element filter, but also that the complete filtration
assemblies satisfy the ARM and shock criteria specified in the STR. (See also
Clause 3.4.5e.).
e. Arrangements must be made to ensure that free water is removed from the fuel
supply to the engine in order to minimize the risk of power loss and corrosion in
the injection system, especially when the engine is stationary.
f. The fuel system must have the following facilities:
(1) An accurate, high integrity means of measuring the fuel flow to each
engine.
(2) Means of venting and priming the system.
(3) If required for diesel control, a system for admitting air under pressure
into the system.
g. Fuel discharged when venting, and the fuel leakoff from the pumps and
injectors, may be returned either to the readyuse tank (where fitted), or to the
fuel system suction using the leakoff pressure and/or fuel tank water
compensating system pressure, provided the fuel is not oilcontaminated and
cannot become oilcontaminated, Fuel and fuel pump leakoff systems
downstream of any nonhydrostatic pressurizing system must not be fitted with
isolation valves and must be free venting into their respective leakoff collection
systems to ensure that overpressurization of leakoff and vent pipes cannot
occur under any circumstances.
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h. The injection pumps, injectors and connections are to be arranged so that

leakoff fuel oil and lubricating oil cannot crosscontaminate each other.
i. The fuel system is to be arranged to prevent the fuel temperature in the

readyuse tank from exceeding 60°C under any condition.
3.4.7 Starting Arrangements
a. Air or electric starting arrangements are to be provided as specified in the STR.

However, air starting systems are preferred because the battery backup system
in an electric starting system has a low shock resistance. Starting equipment is
to be capable of operating under the most adverse environmental conditions
specified in Section 3.2 and is to be capable of providing six starts of each engine
from cold. Starting aids are to be provided if required to assure starting under
prescribed conditions.
b. Where air supplies are not available, electrical starting equipment is to be

provided and is to be suitable for operation from the power supplies provided in
accordance with Clause 2.3.2e. Precautions are to be taken with electrical
starting equipment to ensure that the power demand neither degrades the
power supply, such that control and surveillance equipment are caused to
malfunction, nor results in power supply characteristics becoming
unsatisfactory for other supplysensitive equipments i.e. navigation and
weapons sensors.
c. Diesel engines and their systems must be configured so that they are able to
start from a `dead ship' condition over the full range of the environmental
conditions specified in the STR and Section 3.2 The power necessary to operate
starting equipment must be supplied from a maintained source. The fitting of
coldstarting aids should be considered.
d. Small diesel engines used for emergency electrical generating sets are to have a
hand starting facility in addition to any powered starter. Coldstarting aids are
to be provided to ensure that they can be started under the most adverse
conditions specified in the STR and Section 3.2.
e. Normal starting arrangements are to permit local and remote starting of the
engine by one operator as specified in the PS.
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Amdt.1
4. DESIGN REQUIREMENTS/GUIDANCE
Related Documents: ISO 898 Part 1, ISO 8217, BS EN 485 Parts 1 to 4, BS EN 573 Parts
1 to 4, BS EN 1563, BS EN 10095, BS EN 10131, BS 1490, BS 1560 Part 3, BS 3602 Part
1, Def. Stan 68–127, Def. Stan 91–4, Def. Stan 91–22, Def. Stan 91–86, NES 320, NES
360, NES 626, NES 761, NES 779 Part 3, NES 780 Part 3, NES 791 Part 1, NES 830 Part
1, NES 833 Part 2, NES 834 Part 2, NES 849; see also Annex A.
4.1 Materials
a. Materials are to be selected in accordance with the instructions contained in the
STR and demonstration of fitness for purpose of all selected materials is to be in
4.1.1 Hazardous Materials
a. As a principle, hazardous materials are not to be used. Where no suitable
nonhazardous alternative is available the approval to use the material must be
sought from the PO. Hazard sheets are to be supplied to the STR.
4.1.2 Corrosion
a. Particular attention is to be paid to designing for minimum corrosion where it is
costeffective to do so in accordance with the STR.
4.1.3 General Properties
a. Material specifications and fabrication procedures, including details of welded
joints, heat treatment and NonDestructive Testing (NDT) proposals, for
crankshafts, baseplates, crankcases, frames and entablatures are to be provided
to the PO, in accordance with the PS for inspection in advance of
manufacturing affected components.
b. It is the Contractor's responsibility to ensure that the materials employed are
fit for purpose and will meet the operability and survivability requirements for
operation under shock, noise, fatigue and such other ambient conditions as are
called for in the STR. Experience has shown that the materials identified in this
NES can perform satisfactorily in many marine applications although they will
not necessarily have been tested against the whole range of conditions called for
in the STR.
c. Materials used in submarine applications for diesel engine service systems and
equipments require strict guidance and control by the relevant MOD
Submarine Sections and are to be as laid down in the PS.
4.1.4 Baseplates
a. Materials used for baseplates in similar applications in the past include:
fabricated steel plates, steel castings or, exceptionally when weight savings are
of the utmost importance, aluminium alloy. If aluminium or aluminium alloy
baseplates are selected the PO must be informed before manufacture
commences.
4.1.5 Packing Chocks
a. The following materials are used for packing chocks or shims required for the
alignment of propulsion or auxiliary diesel engines and driven machinery:
(1) Nodular cast iron to BS EN 1563.
(2) Cast or forged steel.
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(3) Cast aluminium BS 1490. Cast aluminium should only be used with
aluminium alloy engines and when weight reduction is of the upmost
importance. The PO is to be advised of any intention to use cast
aluminium chocks.
(4) Resin. Where resin is selected, full details of the material specification
and erection (casting) process to be used are to be submitted to the PO. A
physical demonstration (at no cost to the PO) of the resin's ability to
satisfy the shock requirements will be also be required.
a. Materials used in the induction air system, including ducts and fittings, are to
be capable of withstanding corrosive attack due to the ingestion of salt spray
and the use of decontamination and washingdown facilities. The following
materials have given satisfactory service when used in similar warship
applications:
(1) Aluminium alloy to BS EN 485 Parts 1, 2, 3 and 4, and BS EN 573 Parts 1,
2, 3 and 4.
(2) Carbonmanganese steel (HR50/35) to BS EN 10131.
b. If carbonmanganese steel is employed, past experience has shown that it has
performed satisfactorily when protected on both sides with 99.5% pure
aluminium, 0.10 mm to 0.15 mm thick, and overcoated with zinc chromate
primer both inside and out prior to application of any finishing coat. Similarly,
it has proved effective to paint aluminium ducting with zinc chromate primer
on both sides before the application of finishing coats or proven equivalent
coatings.
a. Materials used in the diesel exhaust system are to be capable of withstanding

the maximum permissible exhaust gas temperature, and are to be suitable for
the life period called up in the STR. The following materials have given
satisfactory service when used in similar warship applications:
(1) Carbonmanganese steel to BS EN 10131.
b. For flexible bellows pieces, stainless steel to BS EN 10095 used in conjunction
with either of the materials identified in Clause 4.1.7a. has given satisfactory
service in similar warship applications.
c. Experience indicates that manganese steel exhaust systems must have a
suitable corrosion and heat resistant surface finish if they are to meet the
service life requirements called for in the STR. In the past satisfactory results
have been achieved by spray coating the inside and outside surfaces with
aluminium, 0.10 mm to 0.15 mm thick, and then sealing the outside surfaces
with a coating of aluminium pigmented silicone resin.
d. Joints for exhaust systems are to be manufactured from a suitable
nonhazardous material which will give a life and performance consistent with
the requirements laid down in the STR.
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4.1.8 Fresh Water Cooling System

a. To minimize the potential for corrosion, steel piping and fittings are preferred
for steel framed engines, and nonferrous alloy piping and fittings for
aluminium framed engines. The following materials have given satisfactory
service when used in similar warship applications:
(1) Piping for the liquid coolant system:
(a) Hot finished carbon steel to BS 3602 Part 1.
(b) 90/10 coppernickel alloy to NES 779 Part 3.
b. Any liquid coolant system expansion tank is to meet the machinery
compartment fire resistance requirements and be compatible with the engine
systems. Any such tank is to be suitably protected against corrosion both
internally and externally by, for example, being manufactured from mild steel
to NES 791 Part 1, and internally and externally galvanized.
4.1.9 Sea water Cooling System
a. Sea water system materials must be rationalized in relation to the galvanic
series. A list of materials used in the sea water system is to be submitted to the
PO for information in accordance with the PS. The system must be quality
assured during manufacture to ensure that unsuitable materials are not used.
The following materials have given satisfactory service when used in similar
(1) Piping for the sea water cooling system:
(a) 90/10 coppernickel alloy to specifications listed in Clause 4.1.8a.
a. All lubricating oil systems outside the engine crankcase are to be constructed
from materials which satisfy the machinery compartment fire resistance
requirements. Past experience has shown that 90/10 and 70/30 coppernickel
alloy has been suitable for lubricating oil piping, but where it can be shown to be
more costeffective other materials (to agreed Standard) such as stainless steel
may be used provided the materials selected do not reduce the fire resistance of
the compartment. The following materials have given satisfactory service
when used in similar warship applications:
(b) Where practicable, pipework has been extruded from
90/10coppernickel tubing to specifications listed in Clause 4.1.8a.
(c) 70/30 coppernickel tubing to the following specifications to
NES 780 Part 3.
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b. Stainless steel to BS EN 10095 or mild steel to NES 791 Part 1 have been found
to perform satisfactorily for those lubricating oil tanks that are neither part of
the engine nor part of the ship's structure.
c. The use of cadmium or zinc finish is not permitted on surfaces in contact with
lubricating oil due to the toxicity of the former and the possibility of traces of
zinc interfering with the results of oil condition monitoring by spectrometric oil
analysis.
4.1.11 Fuel Oil System Pipework
a. To minimize the risk of fire in the event of a leak, the high pressure fuel pipes,
and any sections of any other onengine fuel pipes that cross, or run adjacent to,
high temperature areas such as cylinder heads and exhaust manifolds of all
diesel engines, are to be of the metallic, double skinned type with the spaces
between the skins arranged to drain to a common collecting tank. However,
exceptionally, and subject to PO agreement, the low pressure fuel system supply
pipework may be metallic, single skinned, provided that it does not cross or run
adjacent to any surfaces that could be at a sufficiently high temperature to
cause fuel ignition in the event of a leak. The fire resistance of any fuel system
pipework is not to be less than the minimum fire resistance afforded by the
materials listed in Clause 4.1.11c.
b. The common collecting tank called for in Clause 4.1.11a. is to be fitted with an
alarm system to give indication of rupture of the internal pipes of double
skinned fuel systems.
c. The following materials have given satisfactory service when used for similar
(1) Piping for the fuel supply and low pressure system on the engine:
(a) Cold drawn seamless carbon steel to BS 3602 Part 1.
(b) 70/30 coppernickel alloy to specifications listed in Clause 2.2.6a.
(a) Aluminiumsilicon bronze to NES 834 Part 2.
d. Any fuel system expansion, collection or readyuse tank is to meet the
machinery compartment fire resistance requirements and be compatible with
the engine systems. Any such tank is to be suitably protected against corrosion
both internally and externally by, for example, being manufactured from mild
steel to NES 791 Part 1, internally and externally prepared in accordance with
NES 761 and NES 320.
4.1.12 Starting Air System
a. The system pipework is to conform to the requirements of the STR.
4.1.13 Valves
a. Valves are to be:
(1) to the specification laid down in NES 360;
(2) compatible galvanically with other sea water system components (see
Clause 2.2.4b.).
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4.1.14 Screwed Fasteners

a. Materials for screwed fasteners are to be compatible with system materials
taking account of system strength requirements (see Clause 4.1.3b.). Materials
for screwed fastenings are to be selected from:
(1) Carbon steel to ISO 898 Part 1.
(2) Nickelaluminium bronze to NES 833 part 2 (but note that the limit for
lead content has been set at 0.02%).
4.1.15 Insulation
a. Systems are to be insulated in accordance with the guidance given in the STR.
Particular care is required when insulating the exhaust system to ensure the
complete system and fittings are insulated and sealed to ensure the maximum
outside surface temperature does not exceed 40°C and thereby enhance the
compartment environment, reduce fire risk and thereby meet personnel Health
and Safety requirements. All thermal insulation is to provide a durable
covering with a surface coating impervious to oil and fuel and must be suitably
protected in heavy traffic areas.
4.1.16 Flexible Pipes
a. Flexibles are to conform to the requirements detailed in the STR. Where the
Contractor wishes to use an alternative method of construction or material
specification, the PO, who may require performance demonstration, should be
so advised.
4.1.17 Access Platforms
a. Access platforms are to be in accordance with the STR. To prevent degradation
in the event of fire, access platforms, gratings and their supporting structures
are to be made from either ferrous materials or from materials that have an
equivalent fire resistance and a toxicity hazard no greater than ferrous
materials as detailed in the PS.
4.2 Design Requirements
4.2.1 Engine Design
a. Diesel engines and ancillary equipment are to be designed to meet all the service
requirements of the engine.
b. To minimize engine vulnerability to failure under shock, the number and mass
of overhanging components should be minimized.
c. For preference, engines should be fitted with a means of checking for and
removing water from the combustion space prior to starting. This is an
essential design requirement for engines to be fitted in HM Submarines.
4.2.2 Systems Integrity
a. Engines and engine systems that leak are not acceptable. Engines and engine
systems installed in the ship are to satisfy a nilleakage criterion.
4.2.3 Pipe Flanges
a. Flanges designed to BS 1560 Part 3 are preferred and their use is mandatory for
all flanged Terminal Points (see Section 3.1.2).
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4.2.4 Fabricated Structures
a. Detail design and supporting calculations for fabricated baseplates, crankcases,

frames and entablatures are to be submitted to the PO for inspection in
accordance with the PS.
4.2.5 Crankshafts
a. The crankshaft design is to comply with the design codes of Lloyds Register
unless the PO agree with the Contractor that an alternative Classification
Society will be acceptable. Details of the design and supporting calculations are
to be submitted to the PO for inspection in accordance with the PS.
b. Guidance on measuring crankshaft deflections and checking engine alignment

is given in Section 4.4.3.
4.2.6 Performance
a. All diesel engines are to be capable of operating at both the maximum

continuous rating and any lesser rating at the corresponding engine speeds
demanded by the STR under all conditions specified in the STR (or Section 3.).
Diesel engines are to be capable of developing an overload power of not less than
110% of the specified maximum continuous power for one hour in every 12
without any detriment to specified engine life.
b. A statement of the manufacturer's warranted stated Time Between Overhauls

at specific operating powers, and equivalent overhaul requirements for the
engine is to be forwarded to the PO prior to confirming diesel engine selection.
A statement of diesel engine performance under degraded operating conditions
(e.g. disablement of cylinders up to the permitted number, reduction in
turbocharging/supercharging capability) is also to be provided to the PO prior
to confirming diesel engine selection in accordance with the PS.
c. The fuel control lever is to be fitted with an adjustable stop to limit the overload
capacity to a percentage of the maximum continuous rating agreed with the
engine manufacturer in order to satisfy test requirements and the
requirements of Clause 4.2.6a.
4.2.7 Smoke
a. Diesel engine exhaust is not to be darker than the limits shown in Figure 4.2
steady state at all powers up to 100% MCR at design conditions at any stage of
the engine's life.
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Limiting Bosch No.

1.6
1.4
1.2
10
0.8
0.6
0 1 2 3 4 5 6
Engine Power (MW)
Figure 4.2 – Smoke Limit

4.2.8 Characteristics of Engine Fluid Supplies
a. Diesel engines are to be suitable for continuous operation at maximum

continuous rated power when running on the following fuels:
(1) MGO to ISO 8217.
(2) NATO Code F76 to Def Stan 914.
And for emergency operation on:
(3) NATO Code F44/FSII to Def Stan 9186.
NOTE 1. Engines are also to be able to operate on the fuel specification that will
apply at time of introduction into service, i.e. low sulphur.
2. Short periods of operation on fuels with Cetane numbers as low as 35 may

be an operational requirement. The operating constraints, limitations
and penalties arising from using such fuels are to be advised to the PO
prior to confirming diesel engine selection in accordance with the PS. Any
penalties arising from operating engines on fuels of Cetane number less
than 40 are similarly to be specifically identified.
b. Diesel engine lubricating oil systems are to operate continuously with NATO
Code 0278 OMD113 lubricating oil to Def Stan 9122.
c. Liquid cooled engines are to be capable of operating without degradation with a

solution of antifreeze, NATO Code S757 inhibited ethanediol (C2H4(OH)2,
(joint service designation AL39) to Def Stan 68127, and distilled water.
NOTE The Contractor is to inform the PO where a potential compatibility

problem is identified.
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d. High pressure air will be available at the pressures specified in the STR. Any
requirements for engine starting and control purposes at other pressures are to
be met by local reducing stations provided by the Contractor, to suit the
compressed air requirements of the diesel engine(s).
e. The availability and quality standards of electrical supplies for ancillary
equipment and control purposes are defined in the STR. Any requirement for
supplies at other voltages and frequencies should be met by local conversion
equipment.
f. The availability of hydraulic services will be restricted to those stated in the
STR.
4.2.9 Failure of Engine Control System
a. Diesel engines and their service systems are to be capable of operation at
maximum continuous power after failure of the normal control system
operating medium, in accordance with the following requirements and as
specified in NES 626:
(1) All electrical controls and alarms must remain operational using an
emergency backup supply system (which may be battery powered) for a
period of at least one hour after total failure of the main electrical supply.
Engines are to be capable of being started and operated in emergency,
throughout the range of ambient conditions specified in STR (or
Section3.2), without the use of power from the ship's electrical supply
system.
(2) Any hydraulic, pneumatic or electrical control and alarm systems are to
be arranged so that all diesel engines operating at the time of failure will
continue to operate safely for a period of at least one hour under the
control mode selected at the time of failure, ie successful control system
changeover must not be a precondition for continued safe operation.
b. Backup emergency hand control is to be provided where necessary to enable
the requirements for protracted safe operation called for at Clause 4.2.9a. to be
assured following auto and/or remote control system failure.
4.2.10 Engine Turning Arrangements
a. Propulsion diesel engines are to be provided with motorized turning
arrangements that are independent of any system for turning the gearing and
propeller shafting. A hand turning facility is also to be provided where the size
of the engine does not preclude hand turning.
b. Auxiliary diesel engines are to be equipped with a hand turning facility, unless
their size makes hand turning impracticable. Emergency engines are
invariably to be fitted with a hand turning facility.
4.2.11 Waste Heat Recovery Systems
a. Where waste heat recovery devices are connected to an engine they must be
engineered so that failure of these equipments will not jeopardize any aspect of
the operation of the diesel engine.
4.2.12 Availability, Reliability and Maintainability
a. All diesel engines are to meet the Availability, Reliability and Maintainability
(ARM) criteria set out in the STR under all conditions specified therein.
Guidance on diesel engine ARM is given in Annex H.
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4.2.13 Safety of Personnel
a. In accordance with the requirements of the STR every aspect of all diesel engine
design is to comply with all relevant Health and Safety legislation of
participating Nations and the EEC at the time of introduction of the ship.
Notwithstanding any legislated requirements, to minimize the risk of injury to
personnel, the safety measures detailed in Annex D are mandatory in any diesel
engine installed in HM Surface Ships and Submarines and other MOD vessels.
4.2.14 Design Definition
a. If there is any requirement for the engine, its subassemblies, or ancillaries to be

configured in a particular way (for example offengine coolers) this requirement
will be clearly defined in the STR.
b. Drawings are to be provided in accordance with Clause 3.1.1b. and are also to
show the following details:
(1) The location and design terminal points of the various engine service
systems defined in Clause 3.1.1c.
(2) The interfaces of all subassemblies such as turbochargers and cylinder

heads which are suitable for a policy of UpkeepbyExchange. Such
interfaces are to comply generally with the requirements of Clause 4.2.3a.
c. The Contractor is to ensure that the number and types of expansion bellows for
exhaust gases are kept to the minimum.
4.2.15 Torsional and Axial Vibrations
a. Calculations of the torsional vibration characteristics of all diesel engines and

diesel driven electrical generating sets are to be evaluated by the engine
manufacturer and are to be submitted to Lloyds Register of Shipping and the
PO for inspection in accordance with the PS. Where the Contractor wishes to
use a different Classification Society this is to be agreed with the PO in
consultation with the sponsor of this NES prior to confirmation of engine
selection.
b. When torsional vibration dampers and/or couplings are fitted to crankshafts,

provision is to be made for confirming by the damper manufacturer the
efficiency of the damper at the periodicities prescribed. Additionally, and
notwithstanding the requirement for efficiency assessments, the design life of
any torsional vibration damper, under the duty cycle defined for the engine in
the STR, when operating under the most adverse local engine room ambient
conditions specified herein and in the STR, is not to be less than the engine
major overhaul interval specified in the STR.
c. Torsional vibration couplings and dampers are to be sized so that they will be
operating within their design limits under all engine operating conditions; they
are to be selected so that they minimize the stresses in the other affected
components.
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d. Where the natural frequencies of torsional and axial vibration of propulsion

and generating systems, and the natural frequencies of whirling in
transmission systems in which whirling is likely to occur, are within, or near to,
the operating speed range of the engine, the amplitude of vibration and the
corresponding vibratory stresses at critical points in the system are to be
calculated using the best available knowledge of the system exciting forces and
damping factors. Evaluation of the frequencies is to be performed in
accordance with the following requirements:
(1) All calculations are to be submitted to Lloyds Register for certification,

and the PO for inspection.
(2) The operating speed range to be considered for evaluation purposes is not
to be less than:
(a) For propulsion systems: zero to 25% above the normal full speed.
(b) For generating sets: nominal normal full load speed ±15%.
(3) In the case of propulsion engines which are mechanically coupled to the
propeller, the analysis is to embrace both axial and torsional
characteristics of the complete propulsion train.
(4) In addition to the certification requirements, the frequency and

amplitude of suspected critical vibrations are to be measured to confirm
that the permitted stresses are not exceeded in service.
(5) The evaluation of vibrating torques in geared installations is to address

the possibility of transient loading and torque reversals giving rise to gear
hammer. Components are to be selected to ensure that the transient
loadings and torque reversal stresses remain within acceptable limits
under all the operating conditions and operating modes specified in the
STR.
4.2.16 Acoustic Enclosure
a. Diesels are to be housed in acoustic enclosures, if appropriate, for ambient noise

reduction. Guidance on the design of typical acoustic enclosures is given at
Annex E.
4.2.17 Engine Running Hours
a. All diesel engines are to be fitted with tamperproof nonresettable equipment

to automatically record engine running hours versus engine load profile. The
load profile may be recorded in 25% power bands if more precise recording is not
feasible. Where the Contractor is unable to identify suitable equipment, PO
advice is to be sought.
4.3 Controls, Surveillance And Protection
4.3.1 Controls and Surveillance (See also NES 626)
a. All engine control panels, local control panels, monitoring and surveillance
systems must be compatible with, and be capable of interfacing with the ship's
Platform Management System. The specification for the monitoring and
surveillance system must satisfy minimum legislated requirements in addition
to providing other facilities included to reduce human resource requirements.
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b. No diesel engine shall be operated with a manual control direct to the fuel rack,
it shall always be via a control facility at the governor, retaining the onengine
closed loop speed control intact and operational. It follows that where the
manual control is required to provide an emergency facility due to the failure of
an electrical ship control system, then a mechanical governor must be included
in the design as an integral part of the diesel engine.
c. Each diesel engine is to be fitted with control and surveillance systems as

required by the STR. Mandatory and typical requirements are given in
Annex J.
4.3.2 Governors
a. Except as stated in the PS, diesel engine governors are to conform to the
requirements detailed in Annex J.
4.3.3 Protection
a. All diesel engines are to be equipped with protection devices and emergency
trips. The number and functions of these trips are determined by the
application for which the engine is to be used and details are given in Annex G.
4.3.4 Precautions Against Fire
a. The requirements for minimizing the risk and consequence of fires are given in
the STR and Annex D.
4.4 Manufacturing Requirements
4.4.1 Configuration Control
a. Manufacturers are to adopt suitable procedures to ensure the continued

interchangeability of equipments to the same design and spares or
replacements throughout the life of the vessel.
b. For each equipment subassembly the critical dimensions, with permissible

tolerances which must be maintained to effect interchangeability, are to be
shown on the Terminal Point drawings required by Clause 3.1.2a.
4.4.2 Machinery
a. All similar equipments, components and subassemblies are to be completely

interchangeable without further machining.
4.4.3 Engine Alignment
a. The procedures used to ensure that the diesel engine is installed correctly on its
seating and aligned correctly with the driven equipments, such as gearboxes,
shafting, electrical generators, compressors and pumps, are to ensure that the
alignment satisfies the most limiting conditions imposed by the manufacturer
of the machines/equipments being mated. Alignment procedures should take
account of the calculated thermal movements and changes in ship shape
anticipated under all the environmental conditions listed in Section 3.2 Copies
of the procedures are to be forwarded to the PO, in accordance with the PS, not
less than one month before they are due to be used for the first time.
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b. Crankshafts for all diesel engines with a stroke of greater than 150 mm are to
have provision for gauging between crankwebs for the measurement of
crankshaft deflections. This is to enable the alignment of driven machinery to
be checked once the engine is installed. Exceptionally, and subject to prior
approval of the PO, alternative means of assessing the alignment of driven
machinery may be allowed. However, if alternative arrangements are to be
provided then prior agreement of the PO must be obtained by the
manufacturer/contractor.
c. Where alignment procedures require the use of jigs, gauges and mandrels these
are to be provided to each ship or to a shore support facility at an appropriate
time as agreed with the PO, unless otherwise stated in the PS. This will enable
the alignment procedures to be repeated or confirmed at any time after
installation of the equipments/subassemblies in the vessel.
4.4.4 Flushing of Lubricating Oil Systems
a. The lubricating oil system is to be flushed to a standard not less than the most
exacting standard demanded by the engine or engine subassembly
manufacturer. Details of the flushing procedures employed, together with the
final flush results, are to be forwarded to the PO to arrive no later than one
month after flushing has been completed. The PO is to be informed in writing
at least one week in advance of flushing commencing to enable them to exercise
their right of having a representative in attendance if they so wish.
4.4.5 Engine Preservation
a. All engines are to be painted and preserved for long term storage before
despatch from the manufacturer's works in accordance with guidance in Clause
3.3.15.a.
b. The materials to be employed and their methods of application must comply
with the stability and compatibility requirements of the PS. Manufacturers
must provide a hazard sheet on the materials and comply with the hazardous
materials limitations specified in the STR. (See also Section 4.1.1).
4.4.6 General
a. Each engine is to bear a metal plate showing the name and the trademark of the
manufacturer, the type of engine, the serial number, rated output, rated speed
and year of manufacture.
4.5 Installation Requirements
4.5.1 Equipment Terminal Points
a. To align with the support policy stated in Section 3.3 diesel engines and
subassemblies of the same type must be interchangeable in accordance with
the requirements of Section 4.4.1. To achieve this degree of interchangeability
all Terminal Points of ship systems are to be designed and constructed as
follows:
(1) All engine system Terminal Points are to be arranged to connect and be
compatible with the engine Terminal Points defined in Clause 3.1.2a.
without further machining.
(2) Modifications to the Terminal Point boundaries during or after
installation are not permitted.
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4.5.2 Mountings and Seatings

a. Where baseplates have to be fitted, either for reasons of mounting rigidity or to
maintain alignment of the diesel engine with driven machinery, the design must
conform to the following requirements:
(1) All faces of baseplates attached to the vessel and upon which equipment is
mounted are to be planed level.
(2) Baseplates must be sufficiently robust to ensure preservation of
satisfactory and acceptable alignment under all conditions of ship
motion.
(3) Baseplates must be manufactured and installed to tolerances that assure
the interchangeability of machinery and baseplates between equipments
and ships.
b. All machinery is to be secured to the vessel with sufficient numbers of properly
distributed holdingdown bolts. They are to be sized and positioned to ensure
that no engine failure occurs under the decelerations caused by the ship's
motion or underwater explosions detailed in the STR, under any of the
environmental conditions specified in the STR and in Section 3.2
c. Where the collision and underwater shock criteria indicate that alignment will
be adversely affected, a number of the holdingdown bolts for each machine are
to be `fitted bolts'.
d. Shock mountings will normally be fitted when the engine cannot withstand the
shock to which it will be subjected if directly mounted. When needed, shock
mountings may be of either the yielding type or the resilient shock/vibration
type.
e. Vibration mountings will normally be fitted when the item of equipment cannot
be designed for an acceptable noise level in installations where the acoustic
properties of the ship are of operational importance. When resilient
shock/vibration mountings are selected it may be necessary to fit limit stops to
restrict excessive engine movement in seaway conditions, and/or yielding shock
mounts set clear of the engine in normal operation conditions.
f. Selflocking nuts are the preferred method of securing the holdingdown bolts
for engines and for shock/vibration mountings.
g. Bellows and flexible connections between the engine and the offengine systems
must be designed so that they do not compromise the noise and shock reduction
features of mounted systems. Connections between the engine and offengine
systems must also meet the shock criteria for the engine detailed in the STR.
4.5.3 Maintenance Envelopes and Removal Routes
a. Maintenance envelopes and removal routes are to be in accordance with the
warship upkeep policy detailed in the STR.
4.5.4 Jacking, Lifting and Engine Change Arrangements
a. Lifting arrangements are to be provided to facilitate the safe
removal/replacement of the diesel engines and their subassemblies from the
ship. They are to be provided in machinery spaces and along the removal routes
specified in the STR, from the maintenance envelope to the point where the
engine/subassemblies/component parts can be lifted form the ship, i.e. air
intake and ventilation ducts, special removal ducts or soft patches.
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b. The headroom required by the lifting gear should be minimized so that the
aboveengine space required for removal/replacement of the engine is the
minimum possible. This arrangement will enable ventilation ducting,
electrical cables, pipes etc., to be located between the the lifting beams and the
deckhead, thus ensuring that they do not have to be dismantled for engine
removal/replacement.
c. Beams installed for engine removal/replacement are to be positioned so that
they can be used to facilitate the removal of the valve gear, cylinder heads,
pistons, cylinder liners etc., during overhaul. Where the engine is to be refitted
in situ, special lifting arrangements are to be provided for maintenance, and
these are to be specified on the Terminal Point drawings called for in Clause
3.1.2a.
d. Permanently fitted lifting points and/or permanent (or portable) beams are to
be supplied and positioned by the Contractor to carry the lifting gear.
e. To facilitate routine inspection and removal of mountings by ship's staff,
permanent jacking or lifting devices are to be incorporated in the engine
bedplate/raft, so that all mountings can be removed and replaced at the same
time. These jacking or lifting devices are to be fitted with locking arrangements
to ensure that the correct shock clearances are maintained in the lockedclear
position.
4.5.5 Oil Venting Arrangement
a. To ensure that the strict emissions limits for the ship demanded in the STR will
be met, consideration is to be given to routeing all engine breathers and vent
pipes into the induction system. Appropriate filtration/coalescing equipment
must be provided wherever necessary to minimize the fouling of the engine's air
intake system and to prevent the introduction into the engine of quantities of
combustible oil or vapour, which may adversely affect engine speed control.
b. The filtration/coalescing equipment must be fitted upstream of any blowby
measuring instrumentation called for in the STR. When blowby
instrumentation is fitted a bypass system must also be provided to allow the
instrument to be removed for cleaning/servicing without stopping the engine.
c. The design of the breather and vent arrangements is to prevent any possibility
of the free entry of air to the crankcase, to minimize the inrush of air after an
explosion, and to provide protection against flashback.
d. Vent pipes from individual engines are not to be interconnected.
e. Where there is a possibility of air entrainment in the lubricating oil, lubricating
oil pipework is to be fitted with vents which are led via a vent/drain connection
to the sump or drain tank. To guard against system malfunction a suitable
shock and fire resistant flow indicator is to be fitted.
f. Reservoirs, coolers, strainers, filters and storage tanks for clean and dirty oil are
to be fitted, with arrangements for venting air from points at which it is liable to
accumulate. The vent pipes are to be arranged to ensure free venting in the
worst conditions of roll and pitch specified in the STR.
g. All vent pipes are to be arranged with a continuous upward slope of at least 10°
to prevent the collection of oil in pockets and bends.
4.5.6 Water Drainage Arrangement
a. Refer to the High Pressure Sea water Section of the STR.
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4.5.7 Engine Maintenance Arrangements
a. The installation of the engine is to be such that access to items of engine

equipment, which are maintained at a frequency of less than two annually, can
be achieved easily without removing deckplates or other structures that
impinge on the maintenance envelope defined in the STR.
4.5.8 Engine Turning Arrangements
a. The installation of the engine is to be arranged to permit the easy use of the
hand turning gear supplied in accordance with Section 4.2.10. The controls for
power turning gear are to be sited so that the rotation of the engine crankshaft
can be observed from the turning gear control position.
4.5.9 Fire Protection
a. Fire protection requirements are detailed in Annex D.
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5. CORPORATE EXPERIENCE & KNOWLEDGE

(No relevant information included).
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ANNEX A.
RELATED DOCUMENTS
A1. The following documents and publications are referred to in this NES:
ISO 898 Mechanical Properties of Fasteners:

Part 1: Bolts, Screws and Studs
ISO 3046 Reciprocating Internal Combustion Engines Performance:
Part 1: Standard reference conditions and declarations of
power,, fuel consumption and lubrication oil
consumption and test methods
Part 3: Test Measurements
Part 4: Speed Governing
Part 5: Tortional Vibrations
Part 6: Overspeed Protection
Part 7: Codes for Engine Power
ISO 8217 Petroleum Products - Fuels (Class F) Specifications for
Marine Fuels
BS EN 485 Aluminium and Aluminium Alloys, Sheet, Strip and Plate:
Part 1: Technical Conditiions for Inspection and Delivery
Part 2: Mechanical Properties
Part 3: Tolerances on SHpes and Dimensions for Hot
Rolled Products
Part 4: Tolerances on SHpes and Dimensions for Cold
Rolled Products
BS EN 573 Aluminium and Aluminium Alloys, Chemical Composition
and Form of Wrought Products:
Part 1: Numerical Designation System
Part 2: Chemical Symbol based Designation System
Part 3: Chemical Composition
Part 4: Forms of Products
BS EN 1563 Founding, Spheroidal Graphite Cast Iron
BS EN 10131 Cold Rolled Uncoated Low Carbon and High Yield Strength
Steel Flat Products for Cold Forming. Tolerances on
Dimensions and Shape
BS EN 10095 Heat resisting steels and nickel alloys.
BS 1490 Specification for Aluminium and Aluminium Alloy ingots
and Castings for General Engineering Purposes
BS 1560 Circular Flanges for Pipes, Valves and Fittings (Class
Designated)
Part 3: Section 1 Specification for steel flanges
Part 3: Section 2 Specification for cast iron flanges
Part 3: Section 3 Specification for copper alloy and
composite flanges
A.1 ANNEX A
NES 313
Issue 3
July 2002
Amdt.1
BS 3602 Specification for Steel Pipes and Tubes for Pressure
Purposes: Carbon and Carboon Managanese Steel with
specific elevated temperature properties:
Part 1: Specification for Seamless and Electric Resistance
Welded including Induction Welded Tubes
BS 7226 Method of Test for Performance of Air Inlet Cleaning
Equipment for internal Combustion Engines and
Compressors
JSP 430 MOD Ship Safety Management System Handbook
Def Stan 68127 Antifreeze Inhibited Ethanediol NATO Code: S757, Joint
Service Designation: AL39
Def Stan 914 Fuel, Naval, Distillate NATO Code: F76, Joint Service
Designation: DIESO F76
Def Stan 9122 Lubricating Oil, Diesel Engine: Severe Service, Grade 40
NATO Code 0278 Joint Services Designation OMD113
Def Stan 9186 Turbine Fuel, Aviation: High Flask Type, Containing Fuel
System Inhibitor NATO Code F44 Joint Services
Designation AVCAT/FS11
NES 320 Requirements for Design and installation of Fuel Systems
for Gas Turbines and Diesel Engines in Surface Ships
NES 360 List of Preferred Standard Valves (Metric) - (Low Pressure)
NES 626 Control and Surveillance Equipment for Plant and System
Installations
NES 722 Requirements for the reparation, Identification and
Management of Drawings
NES 761 Preparation & Painting of Fuel & Hydraulic Oil tanks
NES 779 Requirements for 90/10 Copper/Nickel Alloy Materiel:
Part 3: Tubes
NES 780 Requirements for 70/30 Copper/Nickel Alloy Materiel:
Part 3: Tubes
NES 791 Requirements for Weldable Structural Steel:
Part 1: Mild Steel - Plate, Section and Bar
NES 830 Requirements for Gunmetal Ingots and Castings:
Part 1: Gunmetal Ingots and Class III Gunmetal Castings
NES 833 Requirements for Nickel Aluminium Bronze:
Part 2: Forgings, Forging Stock, Rods and Sections
NES 834 Requirements for Aluminium Silicon Bronze:
Part 2: Requirements for Aluminium Silicon Bronze -
Forging Stock, Rods and Sections
NES 849 Steel Castings for Sttructural Engineering and Pressure
Purposes
SSP 45 Procedure for the control of changes to Warships and
Warship Equipment
Amdt. 1
ANNEX A A.2
NES 313
Issue 3
September 1999
ANNEX B.
ABBREVIATIONS AND DEFINITIONS

B1. For the purpose of this NES the following abbreviations apply:
ac Alternating Current
ARM Availability, Reliability and Maintainability
BS British Standards
CIMAC International Council on Combustion Engines
dB Decibels
dc Direct Current
Def. Stan Defence Standards
DLO Defence Logistics Organization
DME Director Marine Engineering
DOT Drain Oil Tank
DPA Defence Procurement Agency
ILS Integrated Logistic Support
IRS InfraRed Signature
ISO International Standards Organization
MART Mean Active Repair Time
MCR Maximum Continuous Rating
MOD Ministry of Defence
MSM Ministry Supplied Material
MTBF Mean Team Between Failures
NBCD Nuclear Biological Chemical Defence
NDT NonDestructive Test
NES Naval Engineering Standard
PO Project Office
PS Procurement Specification
QA Quality Assurance
RCS Radar Cross Section
STR Statement of Technical Requirements
TBO Time Between major Overhauls
B.1 ANNEX B
NES 313
Issue 3
September 1999
B2. For the purpose of the NES the following definitions apply:
Active Repair Time The actual repair time taken to remedy the fault such that
the engine could be run at Maximum Continuous Rating if
systems dismantled to obtain access to the repair did not
have to be dismantled and reerected first. It excludes time
taken to identify and procure replacement parts and delays
beyond the control of the engine manufacturer.
Auxiliary Engines Diesel engines providing power to drive equipments other
than propeller shafts, such as electrical generating sets,
compressors, etc.
Contractor The individual company, group or consortium contracted to
produce ships and submarines.
Coolant Air or liquid used in engine cooling systems.
Cyclic Irregularity The ratio of the difference between the maximum and
minimum instantaneous angular velocity at the flywheel
during one engine cycle to the mean speed when the engine
is running at any load up to and including rated load and at
rated speed. This is conveniently expressed as follows:
(Maximumspeed) (minimumspeed)
meanspeed
Full Load The maximum power that an engine can operate at for one
hour in every 12 without the imposition of a Time Between
major Overhaul derating. Usually 110% of Maximum
Continuous Rating.
Hazardous Materials As defined in National and International Environmental
Health and Safety, or equivalent, legislation.
Major Overhaul A repair/overhaul requiring the removal of the major
components for repair or exchange such as crankshaft,
liners, jackets, main bearings etc., to return the engine to its
design tolerances.
MCR Maximum Continuous Rating. The power that an engine
can deliver continuously, 24 hours/day for a number of hours
not less than the Time Between major Overhaul stated by
the manufacturer at a declared speed and under prescribed
ambient conditions.
MART Mean Active Repair Time. The arithmetic mean of all the
active repair times.
Naval Test Rating Powers and speeds appropriate for an engine `test' assigned
after consideration of fuel consumption, exhaust colour
shades, temperatures, pressures and critical speeds. The
conditions of atmospheric temperature and pressure for this
rating will be those specified in the Statement of Technical
Requirements.
Nominal Power The power rating used by an engine manufacturer for
marketing purposes
Project Project is to be taken to mean where documents are to be
supplied for inspection and addressed as stated in the
contract.
ANNEX B B.2
NES 313
Issue 3
September 1999
PO Project Office. To be DME 213 unless stated otherwise in

the STR, PS or contract.
Propulsion Engines Engines providing power to drive the propeller shafts
directly or through gearing, hydraulic, electrical or other
transmission means.
Repair Time The total time taken diagnose the failure or fault, remedy it
and test the engine on completion. It includes the time
taken to obtain any replacement parts.
Speed Classification Engines grouped by their maximum operating speeds as
follows:
a. High speed >1000 rev/min
b. Medium speed 300 to 1000 rev/min
c. Slow speed <300 rev/min
Speed Droop Permanent change of governed speed from noload to full
rated load with a fixed speed demand, expressed as a
percentage of the nominal speed.
SteadyLoad Speed Band The maximum total variation in speed, (rev/min) expressed
as a percentage of the mean speed which may occur while
there is no change in external load conditions.
Type Test A test carried out on representative engines of a certain
model to establish the main performance data of the engine
and to enable, as far as possible, their reliability and
durability in service to be assessed.
B.3 ANNEX B
NES 313
Issue 3
September 1999
ANNEX B B.4
NES 313
Issue 3
September 1999
ANNEX C.
PROCUREMENT CHECK LIST
Notes:
1. This Check List is to ensure that certain aspects of this Naval Engineering Standard are
consulted when preparing a procurement specification for a particular application.
2. Paragraphs where a preference for an option is to be used or where specific data is to be
added are included in the Check List.
List
3. Each item is to be marked either:
= included
NA = not applicable
Check or
Check Para No
No NA
1 Drawings:
Are types and quantities identified? 3.1.1
2 Are teminal points defined? 3.1.2
3 Materials:
Has the use of any hazardous material been approved? 4.1.1
Have factors affecting corrosion been taken account of? 4.1.2
Are materials fit for purpose? 4.1.3 to
4.1.17
Have materials for submarine applications been correctly 4.1.3
specified?
4 Environmental:
Have climatic conditions been specified? 3.2.1
Has full specified performance for all conditions been stated? 3.2.2 to
3.2.4
Has habitability been considered? 3.2.5
Have noise, vibration and shock requuirements been stated? 3.2.6 to
3.2.8
Are submersion requirements specified? 3.2.9
5 Design Requirements:
Does crankshaft design comply with the specified standard? 4.2.5
Are requirements for normal and maximum power specified? 4.2.6
Have back-up/alternative control arrangements been 4.2.9, 4.3.1
specified?
Have ARM critieria been specified? 4.2.12, 3.3.4
Have torsional and axil vibration criteria been considered? 4.2.15
Has the method ofor recording engine running hours been 4.2.17
specified?
C.1 ANNEX C
NES 313
Issue 3
September 1999
6 Upkeep and Support:

Have general requirements and policy been specified? 3.3.1, 3.3.8
has a suitable engine been monitoring system been specified? 3.3.14
7 Service Systems:
Have general requirements for systems been specified? 2.4.1 to
3.4.6
Have particular requirements for submarines been specified? 2.4.1f., 3.4.2
Have suitable starting arrangements been specified? 3.4.7
8 Control, Surveillance and Protection:
Has a suiutable govenor been specified? 4.3.2
Have all appropriate protection devices and trips been 4.3.3
identified?
9 Manufacturing Requuirements:
Has a suitable configuration control policy been adopted? 4.4.1
Have alignment procedures been approved? 4.4.3
Have flushing procedures been approved? 4.4.4
Have suitable preservation measures been adopted? 4.4.5
10 Installation Requirements:
Has system terminal point compatibility been addressed? 4.5.1
Have arrangements to comply with engine emissions limits 4.5.5
been specified?
Have fire protection arrangements been specified? Annex D
11 Have engine test requirements been specified? Annex G
ANNEX C C.2
NES 313
Issue 3
September 1999
ANNEX D.
MANDATORY SAFETY REQUIREMENTS

D1. General
a. The following safety requirements are mandatory for any diesel engine installation:
(1) While the engine is operating, moving parts such as shafts, flywheels, belt drives,
gear wheels, etc. are to be fully enclosed by guards or housings that eliminate any
possibility of limbs and their appendages, hair, clothing or tools coming into
contact with the moving parts.
(2) Protection is to be afforded to personnel by ensuring that they cannot come into
contact with, or suffer injury, from surfaces at a higher temperature than
permitted by the STR. This protection may take the form of insulation and/or
guards, except where exempted by Classification Society Rules.
(3) All engines are to be fitted with quick acting, selfclosing devices to relieve
crankcase overpressure in the event of a crankcase explosion. The reliefs are to
conform to the most demanding of Classification Societies, and be sized according
to the rules of the selected Society.
(4) Handtiming gear is to be suitably interlocked and automatically disabled when

there is a possibility of operating the engine. The system is to `fail safe'.
(5) Assemblies incorporating preloaded springs are to be engineered such that spring
forces can be released in a controlled and safe manner during the removal and/or
disassembly process.
(6) Open ends from relief valve pressurerelease pipework, and any tundishes or
collection pots associated therewith, are to be visible from the local watchkeeping
position. They are to be arranged so that any discharge is directed away from
positions where personnel might reasonably be expected to be. If relief pipework
crosses citadel boundaries the relief valves are to relieve through sealed tundishes
able to withstand the citadel overpressure specified in the STR.
(7) Sufficient deckplates, platforms and handholds are to be fitted to afford safe access
to all parts of the engine, and to ensure safe passageway between the engines and
adjacent machinery while the engines are running.
(8) Radioactive material is not to be introduced into engines, engine systems or their
control and monitoring instrumentation and equipments unless considered
essential and specifically approved by the PO. If approved, such material is to be
clearly identified in accordance with international and national conventions, and
is to be marked to indicate;
(a) that it is radioactive,
(b) the radionuclide(s) concerned,
(c) the level of radioactivity,
The PO will advise on acceptable methods of marking.
(9) Electrical equipment and supplies are to satisfy the electrical safety requirements
D.1 ANNEX D
NES 313
Issue 3
September 1999
D2. Fire Protection
a. The design and construction of the engine installation is to ensure that fire hazards are
minimized. Fire protection requirements are to comply with the STR.
D3. Fire Detection System
a. An engine/engine module/engine room fire detection system is to interface with the

Platform Management System, and is to be provided for each engine complex in
accordance with the STR. The designs of the fire detection and firefighting systems are
to comply with the following principles:
(1) Approved fire detectors are to be fitted on or adjacent to the engine, and air
temperature probes are to be fitted in the outlets of ventilation ducts. The use of
smoke detectors alone is unacceptable.
(2) Fire detectors are to operate both local and remote visual and audible alarms, at
locations specified in the PS. The detectors are not to initiate automatic discharge
of the extinguishant because of the hazard to personnel.
(3) The use of compressed gas as the extinguishant is preferred both for enclosures
and ship compartment drench systems. Guidance on the use of gases which are not
listed in the Montreal Protocol as banned substances is given in the PS.
(4) The control system for a compressed gas system fitted to a diesel engine
installation (including enclosure or engine room) is to operate warnings in the
engine room , and is to ensure that ventilation fans are stopped and the ventilators
closed before discharge of the gas.
D4. Fluid Systems
a. The requirements for nonmetallic hoses are to comply with the STR.
b. Tanks containing flammable fluids are not to be sited above, or within one metre
measured horizontally, of engines or exhaust systems.
c. Fluid systems pipework, collection and header tanks are to be arranged so that leakage
from any part of them neither enhances the fire or safety risk of the compartment, nor
jeopardizes the integrity of any electrical equipments or systems.
d. Fuel and lubricating oil pipes are to be routed clear of hot surfaces such as exhaust pipes
and manifolds, so that leaks from pipes or joints cannot drip or spray on to potential
ignition sources.
e. All onengine diesel fuel system pipework is to be of the metallic doubleskinned type as
detailed in Clause 2.2.7a. of this NES. Fuel pipe leakage collection tanks are not to be
mounted on the engine.
D5. Warning Notices
a. A written statement covering any safety precautions required when the diesel engines
are being operated or maintained (whether or not they are called for in legislation), such
as the use of hearing protection when the diesel engines are running, is to be provided to
the PO. The Contractor is to ensure that the same safety guidance is displayed at sites
agreed with the PO within the diesel machinery spaces and at the diesel compartment
access positions.
ANNEX D D.2
NES 313
Issue 3
September 1999
ANNEX E.
DIESEL ENGINE ACOUSTIC ENCLOSURES

E1. General
a. This Annex gives mandatory requirements and guidelines for the construction of
acoustic enclosures for diesel engines when they are required either for reasons of
Health and Safety, or because they are specified in the STR.
b. The Health and Safety noise level limitations are detailed in the STR. As acoustic
enclosures may confer additional signature reduction benefits reference should be made
to the STR for information on the overall acoustic target levels for the ship.
c. The reduction and control of airborne and underwater noise are important parts of the
design. Methods for achieving the design aim include:
(1) Reduction of noise at source.
(2) Control of the noise transmission paths by use of specialized mounting systems,
structural damping, acoustic cladding, acoustic enclosures and flexible pipes.
E2. Acoustic Enclosures
a. Diesel engine acoustic enclosures are to include all the necessary Terminal Points for
connection to the ship services and control systems. Terminal Points are to be arranged
to ensure complete interchangeability between engines of the same type.
b. Enclosures should be constructed using simple mechanical fixtures which permit
disassembly within the engine room if required.
c. Enclosures are to be capable of accepting the design forces imposed by any bellows or
other sealing arrangements in addition to those arising from shock, blast and thermal
expansion in any plane and/or combination of planes. (General guidance on the
construction of induction and exhaust trunking can be found in Section 2.4).
d. Flexible sealing arrangements between induction, exhaust and ventilation systems and
acoustic enclosures are to;
(1) be resistant to cracking by flexing however caused,
(2) suffer no reduction in function or effectiveness over the ambient temperature
range specified for the diesel in the STR or Section 2.3 of this NES,
(3) be capable of withstanding without permanent deformation or set, the shock and
blast conditions specified in STR.
e. In addition to permitting proper and safe access for watchkeeping purposes, the
enclosure design is to permit the removal of the complete diesel engine and/or any of its
auxiliaries enclosed therein via the removal route specified for the diesel, with the
minimum amount of dismantling of the enclosure.
f. While the acoustic enclosure is primarily an acoustic shield it must be designed and
constructed to prevent contamination of the machinery spaces in an NBCD
environment, and insulated to minimize the heat rejected into the adjacent machinery
space.
g. No equipment is to be positioned on, or in, the enclosure in such a way that it will impair
access for maintenance and inspection.
E.1 ANNEX E
NES 313
Issue 3
September 1999
h. Enclosures may be either of the selfcontained or `walkin' type, and are sized to contain
the maintenance envelope of the diesel and associated auxiliaries contained therein.
Where this requirement cannot be met without unacceptable impingement on the
machinery space volume, sufficient access panels are to be provided to enable the
equipment to be removed/maintained. Access panels, which should normally be hinged
or sliding, are to be as large as possible subject to the limitation that they must be able to
pass through hatchways for removal from the ship if required.
i. Enclosures are to be gastight and all penetrations of the walls are to be sealed for
acoustic and NBCD purposes.
j. Pipework passing through the enclosure faces is to be designed and assembled so that
sufficient flexibility exists to accommodate all anticipated enclosure/engine movements
without detriment to their function or to the integrity of the enclosure.
k. Gastight doors are to be provided and designed to withstand the blast conditions
specified in the STR. The doors are to be arranged so that they can be opened against the
maximum projected differential pressure between the adjacent compartment and the
enclosure. The doors are to be fitted with a holdopen facility, and be capable of being
lockedshut from outside the enclosure, and unlocked and opened from either side for
`walkin' enclosures. For `walk in' enclosures the doors should be positioned to give the
best possible chance of escaping from the enclosure in the event of fire breaking out
inside it.
l. Suitable warning signs as called for by relevant Health and Safety Legislation, the STR
and this NES are to be provided in conspicuous positions on both sides of the doors.
m. Observation windows are to be provided and are;
(1) to be located to afford a clear view of both sides of the diesel,
(2) to permit as much as possible of the onengine instrumentation to be read from

outside the enclosure.
n. Drainage arrangements are to be provided in the base of the enclosure to prevent a

buildup of liquids at all installation attitudes. Barometric legs of sufficient head may be
required to overcome enclosure differential pressure with adjacent compartment. The
design and drainage arrangements for enclosure drains are to comply with the general
ship policy for collection and storage of oily bilge water specified in the STR.
o. A hole with a suitably secured blanking plate is to be fitted at about midheight on either
side of the enclosure to allow services for portable tools or special instrumentation to be
led clear of other accesses.
p. Provision must be made for an access aperture to enable removable equipment and
instrumentation, such as portable vibration/condition monitoring equipment, to be
used without compromising the integrity of the enclosure. The aperture must be
provided with a suitable plate to seal the hole when not in use.
ANNEX E E.2
NES 313
Issue 3
September 1999
q. A method of providing adequate ventilation to assure safety of life and prevent the
buildup of lifethreatening gases and vapours must be provided for each acoustic
enclosure. The ventilation system should be sized to permit a minimum of four people
working in the enclosure continuously with or without the diesel running and with
access doors shut. The system is ensure that maximum temperatures do not exceed
55°C with the engine running. Where there is a limitation on the number of people the
ventilation system can safely support, this information is to be clearly indicated on the
doors of the enclosure. This information is to be repeated at suitable locations on the
internal walls of the enclosure. Additionally, ventilation openings into the enclosure
must be provided with an air filter consisting of demembraned polyurethane filter
12pores/lineal cm, in two layers, each 13 mm thick.
E3. Base Frame
a. The base frame supports the diesel and its associated generator and is to be sufficiently
substantial to allow it, and all other mounted assemblies, to be considered as one unit for
alignment and lifting purposes.
b. The base is to be so designed to withstand ship hogging or sagging up to a maximum 2000

m radius of curvature without imposing unacceptable strain on any mounted
component.
c. The base frame is to be designed to support items of equipment which are subject to the
shock accelerations specified in the STR.
d. The base frame is to have provision for being supported on antishock and vibration
mountings which are needed as a result of complying with the shock and acoustic limits
E4. Fire Prevention (See also Annex D)
a. Any diesel acoustic enclosure is to be fitted with a fire detection system which is to
conform with international legislation, or the national legislation of any participating
nation if this is more demanding.
b. The system is to be capable of giving warning automatically at local and remote positions
when a fire is detected.
c. Enclosures are to be fitted with a fire extinguishing system as specified in the STR. Such
systems are to be capable of local manual and automatic operation. However, an
inhibiting device is to be provided to prevent inadvertent local or remote operation of the
system on demand; appropriate indication is to be fitted to show at all local and remote
operating positions when the system is inhibited. For `walkin' enclosures the inhibition
system is to include a key lock device.
d. A suitable damage resistant luminous plate explaining how to initiate and inhibit the
enclosure firefighting system is to be sited next to each initiation point.
e. A system is to be provided to test the operation of any acoustic enclosure vent shutoff
flaps, and openings in the pipe systems, if such fittings are present inside the enclosure.
f. A connection is to be provided low on the side of the enclosure to enable a portable fan to
be fitted for gas purging, if required.
E.3 ANNEX E
NES 313
Issue 3
September 1999
g. Where applicable the extinguishing system is to be designed to totally flood the

enclosure with the extinguishant. The extinguishing concentration for the chosen
extinguishant is to be maintained throughout the depth of the enclosure. Discharge
trials, which must comply with the Montreal Protocol and the STR, will be required to
prove that the correct concentration is achieved.
h. The extinguishant chosen is to be selected to cause the least damage to machinery

components and minimum health risk to personnel, and must comply with the Montreal
Protocol and STR.
E5. Labels and Markings
a. In addition to the safety labels called for above and explicitly or implicitly elsewhere in
this NES, labels are to be used on the enclosure to give operating instructions, danger
and safety warnings, and for identifying equipment and it's modification state.
b. Stamping is not to be used as a means of marking the enclosure if it is likely to produce

stressraisers and distortion.
c. Every valve is to be identified with a robust tally plate indicating its system and function
in the installation. Consideration should be given to affixing the tally plate to the valve
itself rather than to its handwheel to minimize the risk of the label being lost in service.
d. Safety markings are to be fitted as detailed above, in accordance with Annex D, and as
e. The installation and labelling of any electrical systems installed in enclosures are to
comply with the relevant electrical installation standards specified in the STR and this
NES.
E6. Thermal Insulation
a. Hot surfaces inside the acoustic enclosure, and their interconnections outside the
enclosure, are to be lagged in accordance with the instructions given in this NES in
addition to any other requirements specified in the STR. Materials used for lagging hot
surfaces are also to conform to the requirements specified in the STR.
E7. Installation
a. Installation details for each enclosure are to be provided to the PO for inspection before
installation commences.
E8. Painting and Preservation
a. Enclosures are to preserved in accordance with the preservation schemes specified in the
STR.
ANNEX E E.4
NES 313
Issue 3
September 1999
ANNEX F.
DIESEL ENGINE SELECTION CRITERIA

Related Documents: ISO 3046 Parts 1, 3, 4, 5, 6 and 7; see also Annex A.
F1. Where it is intended to introduce into service a diesel engine that has not previously been used
by MOD, the following information is to be provided to the PO prior to confirming engine
selection:
a. Manufacturer.
b. Designation of engine/transmission package.
c. Power rating(s), including performance curves in accordance with ISO 3046.
d. Principal dimensions, centre of gravity and engine maintenance envelope.
e. Weight, wet and dry.
f. Noise characteristics in dBs.
g. Torsional vibration figures.
h. Fuel and lubricating oil consumption curves.
i. Fuel and lubricating oil specification requirements.
j. Maximum design engine emissions.
k. Limits on cold and hot climate operating conditions.
l. Cold starting assistance and performance.
m. Low load/speed performance and restrictions.
n. Limits of incline in pitch and roll.
o. Lubricating oil sampling arrangements
p. Full details of expected engine life and recommended maintenance requirements (to
include periodicity, test pressures of components, equipments and systems and costs of
all replacement components).
q. Instrument/control and interface requirements.
r. Special tool requirements.
s. Reliability data.
t. Maintainability assessment.
u. Development history of engine type.
v. Production forecast for engine type (including date of introduction).
w. Postdesign development forecast or potential.
x. Inservice experience, with list of current users.
F.1 ANNEX F
NES 313
Issue 3
September 1999
y. After sales services, including spares organization.
z. Quality Assurance (QA) standard, including names and QA standard of major

subcontract suppliers.
aa. Unit product cost.
NOTE This information will be treated as strictly CommercialinConfidence.
ANNEX F F.2
NES 313
Issue 3
September 1999
ANNEX G.
REQUIREMENTS FOR ENGINE TESTS

Related Documents: ISO 3046 Parts 1, 3, 4, 5, 6 and 7; see also Annex A.
G1. Engine Tests
a. As a general principle the contractor/manufacturer is required to demonstrate that the

performance, reliability and durability of diesel engines selected for the MOD are
satisfactory. To achieve this, new development designs are to be subjected to Type
Testing in accordance with Para G2. This is to establish the main performance data of
the engines and to confirm, as far as possible, their reliability and durability. However,
where the contractor/manufacturer can demonstrate that the engine has a good record
of reliability, durability and service in marine applications as arduous as the proposed
application the requirement for a performance demonstration may be waived by the PO.
b. Fuels, oils and other fluids used during engine testing are to conform to the
requirements of Section 2.3 Clauses 2.3.2a., 2.3.2b. and 2.3.2c.
c. Samples of fuel used during testing are to be submitted to a laboratory designated by the
PO for determination of the calorific value of the fuel. A satisfactory engine
performance using the fuels specified in Clause 2.3.2a. (including low sulphur (<1%)
fuels) is to be demonstrated.
d. Unless otherwise stated in the PS or agreed by the PO, all engine tests will be conducted
at the contractor/engine manufacturer's expense. No freeissue resources will be made
available by the PO.
e. When and where possible, MOD representatives nominated by the PO are to have free
access to the engine manufacturer's test bed, and associated control consoles, during the
related engine trials. The representatives are to have access to all engine running logs
for the whole of the duration of the tests, and be able to inspect any component removed
during the course of the trials, whether for routine inspection or for replacement
following damage or unacceptable wear. On completion of the engine trials, the MOD
representatives are to fully involved in the post trials engine strip and inspection.
f. Regardless of any requirement for a Type Test, every engine supplied to the MOD is to be
subjected to a Production Test.
G2. Type Tests
a. Type Testing is to demonstrate that an engine will perform satisfactorily over the entire
engine life specified in the STR, taking account of the typical load cycle for the proposed
application of the engine. This will include considerable periods of low load operating.
b. The tests are to demonstrate the satisfactory performance, reliability and durability of
the engine, but the scope of the tests is to be agreed between the contractor/engine
manufacturer and the PO. In addition to a range of performance tests, a cyclic
endurance test over an agreed period should be completed. This test should be of
sufficient duration and severity to demonstrate that the engine does not suffer excessive
wear, and that it has adequate resistance to thermal and mechanical fatigue, thus
ensuring that it meets the ARM requirement specified in the STR.
G.1 ANNEX G
NES 313
Issue 3
September 1999
c. Experience has shown that the length of the endurance test will be governed by thermal
fatigue considerations; most engine components will complete sufficient lowhighlow
mechanical load cycles in a 200 hour to 400 hour test to give confidence that the design
has adequate resistance to mechanical fatigue. A severe lowhighlow load cycling test
taking many hundreds of running hours to complete is to be carried out to ensure that
sufficient thermal cycles have been completed.
d. The contractor/engine manufacturer is to demonstrate to the PO that the test

programme completes a sufficient number of lowhighlow thermal cycles to give
confidence that all engine components, e.g. cylinder heads, have a long term durability
and resistance to cracking.
e. For a type test to be considered satisfactory, the contractor/engine manufacturer is also

to demonstrate to the PO that the test plant and its instrumentation meets the
requirements of ISO 3046.
G3. Production Tests
a. Production (Acceptance) Tests are to be carried out on all production diesel engines to
ensure that the performance of each engine meets the design specification.
b. All production tests are to be carried out under the conditions specified in the STR.
Programmes for production tests carried out at manufacturer's works are to be
approved by the PO. When practicable, production and combined equipment tests are to
be carried out concurrently.
c. Production Tests are to include the following:
(1) Governor Test - to demonstrate the ability of the flywheel and governor to limit
the momentary increase or decrease of speed to the specified value when the full
load is suddenly thrown ÒFF' and ÒN'.
(2) Overspeed Test - an overspeed test is to be carried out followed by a test to

demonstrate the ability of the overspeed trip gear to trip the engine when the speed
reaches the agreed trip speed to +0, 2.5%.
d. In addition to the tests specified in Para G3.c. above, every diesel engine is to be subjected
to performance tests that establish its fuel consumption and output over the full range of
operating conditions specified in the STR.
(1) Propulsion Engines are to be subjected to the following tests which are to be run
continuously:
(a) 12 hours at 100% rated power and speed.
(b) Four hours at 110% rated output.
(c) Four hours at the minimum specified power and speed of the engine.
ANNEX G G.2
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(2) Auxiliary Engines are to be subjected to the following tests suitably loaded in their
combined mode, and run continuously and concurrently with the combined
equipment tests:
(a) One hour at 50% rated output.
(b) One hour at 75% rated output.
(c) 12 hours at 100% rated output.
(d) One hour at 110% rated output.
(e) Four hours at 25% rated output.
(f) Half hour at 75% to 100% rated output.
e. Transient tests for diesel driven electrical generating sets are to be based on
demonstrating the governor performance called for in Para G3.c. above.
f. On completion of the production tests, overspeed testing should be carried out in
accordance with national requirements.
G4. Noise and Vibration Tests
a. Noise and vibration tests are to be carried out on all engines concurrently with the
Production Tests detailed above. Noise and vibration levels are to be within the limits
b. Spare auxiliary engines not fitted with driven equipments and therefore not complete
with normal mounting arrangements, need not be subjected to noise and vibration tests.
G5. Shipboard Trials
a. Trials are to be carried out to prove the ship installation and to ensure that the engines,
equipments and systems meet the requirements of the STR when installed in the
working environment.
b. The detail and content of the shipboard trials programme is specified in the STR.
G6. Electrical Generating Sets
a. Where a combined equipment test is required, the diesel engine test requirements will
remain the same as detailed in Paras G1.a. to G1.d. above. Any special requirements for
testing the electrical generator will be in addition to the engine trials, unless they can be
run concurrently and without detriment to the engine trials.
G7. Engine Safety Tests
a. All protective devices are to be tested to establish that they operate satisfactory. When a
device has more than one initiating event then all such events are to be produced in order
to demonstrate the proper working of all the trips. Tests are to be repeated not less than
three times.
G8. Examination on Completion of Production Tests
a. On completion of production tests, and unless otherwise agreed with the PO, one
cylinder head, piston, connecting rod, large end bearing assembly, and one main bearing
is to be removed for examination.
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G9. Retesting
a. After examination of the component parts, the engine is to be reassembled and a proving
test of one hour's duration is to be run at 100% rated output. Adequate performance and
noise and vibration data should be obtained during this test and compared with the
earlier tests to confirm that the engine is not defective.
G10. Records of Production Tests
a. Results of tests are to be presented in tabular and graphical form, and annotated to
record the date of the tests.
b. One copy of the results of all tests is to be supplied to the PO within three weeks of the
completion of the tests.
c. Additional copies of the test results are to be forwarded to the Contractor for his
retention, where applicable, and to the ship for record puposes. If an engine is intended
as a Depot Spare, a copy of the test results is to be packed with it. Where appropriate, test
results are to be included in the engine log book.
ANNEX G G.4
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ANNEX H.
AVAILABILITY, RELIABILITY AND MAINTENANCE REVIEW

H1. ARM Review
a. The review is to assess the areas of ARM enumerated in Para H2. when applied to all
items that are the responsibility of the engine manufacturer within the engine Terminal
Point boundary and any additional equipments, i.e. offengine pumps supplied by the
engine manufacturer to support operating the diesel. The ARM review should include
the following:
(1) Mounting system(s).
(2) Control system (see NES 626 - Reliability and Maintainability).
(3) Sensors and onengine equipment to be controlled.
(4) System implications arising from coupling the diesel to its generator or propulsion
system.
b. Unless supplied by the engine manufacturer, the ARM review should not include:
(1) Any part of the induction system, where fitted, upstream of the engine air intake
flange.
(2) Any part of the exhaust system downstream of the engine exhaust manifold outlet
flange or turbocharger exhaust outlet flange.
(3) Offengine service system pipework.
c. The results of the ARM review for each engine are to be provided to the PO for
inspection, before the engine is procured.
H2. Typical ARM Requirements for a 1.5 MW Diesel Engine
a. ARM requirements can be grouped into six main areas:
(1) Analyses of major failures, failures and failures to start.
(2) Faults.
(3) Repair times.
(4) Availability.
(5) Major uncontained damage.
(6) Reliability - critical items.
H3. Failure Analyses
a. Predictions for failure analyses for any of the failures listed below are to be based on the
engine's previous operating history in an equivalent environment and similar load
pattern where, for example, the STR indicates that prolonged periods of lowload
operating occur the analysis is to take account of failure data relevant to that mode of
operation.
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(1) Major Failures
(a) A major failure is to be taken as a failure that could lead to removal of the
engine or a major rebuild insitu. A major rebuild will typically involve one
or more piston lines, or the complete supercharger, or separating the
generator from the engine. It should not include defects revealed at top or
major overhauls. A major failure will include one or more of the following
items in addition to any other damage:
(i) Main bearing failure or big end failure.
(ii) Seized pistons.
(iii) Connecting rod failure.
(iv) Crankcase fractures.
(v) Total supercharger failure, e.g. casing fracture, failure of rotating

elements, gear drive breakup for mechanically driven superchargers).
(vi) Failures requiring the generator to be separated from the engine.
(b) Unless otherwise specified in the STR, the Mean Time Between Failures
(MTBF) is to be not less than 50,000 cumulative engine hours or 0.02 major
failures/1000 engine hours.
(2) Failures
(a) A failure is to be taken as any malfunction of the engine, or any engine

system, fitted to allow the engine to achieve its Maximum Continuous
Rating (MCR) in a safe manner which prevents more than 90% full load
being applied or trips the engine or necessitates an unscheduled stoppage of
the engine or prevents the engine being stopped by normal means.
(b) The MTBF is to be not less than 2200 cumulative engine hours or 0.46
failures/1000 engine hours.
(3) Failure to Start
(a) Failure to start is to be taken as any malfunction of the engine, or any engine
system, fitted to allow the engine to start and operate safely, which prevents
initiation of the starting sequence or prevents starting once the starting
sequence is initiated.
(b) The engine is not to fail to start more than once in 100 starts.
H4. Faults
a. The achievable target levels for faults are to be verified during engine development
trials. The PO will specify the data to be recorded.
b. A fault is defined as any departure from the correct designed state of a running engine
and its control or monitoring system which, while requiring repair action to restore in
due course, does not while unrepaired require the engine to be run at less than 90% full
load.
c. The MTBF is not to be less than 250 cumulative engine hours or four faults/1000 engine
hours.
ANNEX H H.2
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H5. Repair Time

a. Repair Time is the total time taken to diagnose a failure or fault, to remedy it and to test
the engine on completion.
(1) Active Repair Time is the time taken to remedy the fault such that the engine may
be run at MCR if systems dismantled to obtain access to the repair did not have to
be dismantled and reerected first. It excludes time taken to identify and procure
replacement parts, and any delays beyond the control of the engine manufacturer.
(2) Mean Active Repair Time (MART) is the arithmetic mean of all repair times.
H6. Availability
a. The availability of an engine is to be demonstrated using calculations incorporating
major failures and failure rates together with MART data obtained from Para G5. If a
newtoservice engine is selected, its availability is to be demonstrated on the basis of
data obtained from a typical àccelerated' mission during engine development trials. For
engines with an acceptable history of ship inservice applications, availability may be
demonstrated on the basis of data derived from a representative cross section of ship
owners.
b. The time taken to rectify faults or to obtain spares is not to be included in downtime.
Downtime is defined as the portion of calendar time during which an engine is not fit to
run. Uptime is defined as the portion of calendar time during which the engine is
running or is available to operate correctly within five minutes notice. The availability
of the engine, expressed as a ratio, is defined as:
Uptime
Uptime + Downtime
c. The target for availability is to be better than 0.99 in this instance. For a major failure
downtime is the calendar time for the rest of the mission following engine failure.
Availability is calculated on the basis of the full power condition.
H7. Major Uncontained Damage
a. Predictions of risk levels are to be carried out by calculation/estimation. Access to

reliability data banks will be required for this purpose.
b. Uncontained damage is the result of engine parts breaking through the engine `surface'
and causing injury to persons, or damage to systems likely to endanger the safety of the
vessel. Fire and flood risk are included.
c. The maximum probability of the risk level of this hazard is to be not greater than 11 in
106 engine running hours, i.e. less than one incident in the life of the vessel class.
H8. ReliabilityCritical Items
a. The following items are placed in an order of priority considered to be reliabilitycritical.

They should be given special attention in demonstrating any improvement in reliability:
(1) Fuel system, particularly injectors.
(2) Main bearings.
(3) Pistons and connecting rods.
(4) Cylinder head and valves.
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(5) Auxiliary drives and camshafts, overspeed trips.
(6) Pipework of all systems (leaks are a problem with vibrations).
(7) Linearleaks at crankcase interface.
(8) Thermocouples and pyrometers.
b. The following are considered areas of potential risk:
(1) Secondary balance gear.
(2) Crankcase breathing.
(3) Starter gear.
c. The engine manufacturer is to add any items considered to be reliabilitycritical or areas

of potential risk to the lists above.
ANNEX H H.4
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ANNEX I.
HEALTH MONITORING PERFORMANCE PARAMETERS

I1. To minimize human resource requirements there is a requirement for engines to be fitted with
reliable, proven, stateoftheart health monitoring systems available at the time the first ship
enters service. Systems that can be integrated into the general machinery health monitoring
systems are preferred.
I2. While not exhaustive, the following are characteristics that should be considered for
measurement and trendmonitoring as part of an engine health monitoring system:
a. Crankshaft torsional vibration measurement.
b. Insitu measurement of performance of fuel injection equipment.
c. Continuous cylinder pressure measurement.
d. Turbocharger speed and run down time.
e. Comprehensive temperature and pressure measurement of the working fluids.
f. Crankcase blowby measurement.
g. Engine vibration analysis (generator as necessary).
h. Turbocharger boost pressure.
i. Exhaust backpressure and temperature.
j. Oil pressure to main bearings.
k. Lubricating oil filter differential pressure.
I.1 ANNEX I
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ANNEX I I.2
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ANNEX J.
CONTROLS AND SURVEILLANCE

NOTE This Annex is to be read in conjunction with NES 626.
J1. Control and Surveillance
a. In addition to any health monitoring requirements, engines are to be fitted with a

comprehensive control and surveillance system which is to be integrated into the
Platform Management System and must fulfil the following functions:
(1) Permit machinery control from either local or remote location.
(2) Ensure correct operation of engine and enginerelated ancillary equipment during
any startup sequence.
(3) Protect engine against overload due to load changes.
(4) Provide loadsharing between engines.
(5) Provide warning of fault conditions.
(6) Protect engine against damage under fault conditions.
(7) Permit remote shutdown of engine in event of an automatic watchkeeper

malfunction.
J2. Instrumentation
a. While the detailed requirement will be specified in the PS, instrumentation will be
required for each propulsion engine and diesel generator set to indicate the following:
(1) Lubricating oil pressure in the engine rail.
(2) Lubricating oil temperature at the outlet from the engine.
(3) Starting air pressure at the engine stop valve.
(4) Coolant pressure at the inlet to the engine.
(5) Coolant temperature at the outlet from the engine.
(6) Seawater pressure at the inlet to the engine.
(7) Exhaust gas temperature at inlet and outlet branches of the turbocharger, when
fitted, and at the outlet from each cylinder of engines above 30 kW per cylinder.
(8) Maximum cylinder pressure. Cocks are to be provided on engines >350 kW to

provide a connection for this purpose.
(9) Fuel rack position.
(10) Engine bearing temperatures if available as a standard option.
b. Each diesel engine is to be provided with a local tachometer located so as to be easily

visible from the local starting position, and remote reading tachometers as are called for
in the PS. Access is also to be provided for checking the engine speed independently of
the fitted instrumentation using a portable device, such as a stroboscope.
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c. All diesel engines are to be provided with a tamper proof `hours run' indicator.
d. Instruments are to be selected from major suppliers who can assure the MOD of
continued support and compliance with the relevant standards for instrument
manufacturing and calibration procedures for the period specified in the PS.
J3. Protection
a. In addition to any surveillance instrumentation, all diesel engines are to be fitted with
protection devices to warn the operator of any fault condition which, if allowed to
persist, may imperil the engine and to stop the engine if the rate of change of any
parameter for which the system has produced a warning is such as to pose an immediate
threat of damage to the engine or adjacent personnel. The protection devices are to
provide warnings appropriate to the operating environment at all diesel engine local and
remote control positions.
b. The protection devices are to include an èmergency trip' facility for the operator to stop
the engine immediately, both locally and at all remote diesel control panels.
J4. Warnings
a. In addition to any requirements specified in the PS, the instrumentation suite is to

provide the following warnings:
(1) Low lubricating oil pressure at inlet to engine.
(2) High lubricating oil temperature at inlet to the oil cooler.
(3) High coolant temperature at the outlet from the engine.
(4) High/low coolant level in the coolant header tank.
(5) Failure of any overspeed trip energy sources, i.e. electrical and air supplies.
(6) Engine bearing temperatures if available as a standard option.
NOTE These warnings are to occur at preset values selected to give adequate warning of
the need to rectify the fault condition and time to shut down the engine if
necessary. The protection devices are to provide warnings appropriate to the
operating environment at all diesel engine local and remote control positions.
J5. Trips
a. Propulsion Engines
(1) Propulsion engines are to be provided with the following trips:
(a) A lubricating oil failure emergency trip to shut down the engine should the
oil pressure fall below a preset value recommended by the engine
manufacturer.
(b) Lubricating oil temperature trips to shut down the engine should the oil
temperature exceed preset values recommended by the engine
manufacturer.
(c) Engine coolant header tank low level trip.
ANNEX J J.2
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(d) Engine coolant temperature trip to reduce engine speed to idle should the
coolant temperature exceed a preset value recommended by the engine
manufacturer.
(2) Reflecting the overriding importance of maintaining propulsion for ship safety,
the trips listed at Para J5.a.(1) above are to be fitted with an operator override
control facility from the Ship Control Centre. A minimum one out of two logic is to
be applied.
(3) Engines are to be fitted with an overspeed trip and a facility to permit the operator
to stop the engine on demand locally and from any remote control position. Where
the engine is enclosed in an acoustic enclosure a means to stop the engine on
demand is to be placed in an accessible position on the outside, and close to the
entrance, of the enclosure.
(4) All manual trip systems are to be shrouded to minimize the risk of accidental
operation.
(5) Overspeed and other emergency trip devices are to stop the engine by the quickest
possible means. This may be achieved either by shutting off the air supply to the
engine, or injecting air into the fuel line(s) and reducing the output of the fuel
injection pumps to zero in the event of the defined emergency arising. If
practicable, any fuel shutoff system should be effected independently of engine
speed governor and/or the fuel pump control racks.
(6) Each engine is to be protected by a mechanical overspeed trip. Unless stated
otherwise in the STR the overspeed trip is to be set to activate at +10% to +15% of
nominal engine speed. The overspeed setting is to be indicated in red on all engine
tachometers, and is also to be shown on the general arrangement drawing and
handbook of the engine.
(7) An electrical overspeed trip is also to be fitted, and the system is to be capable of
being set to operate at -50% to +15% of nominal engine speed. The trips are to be
set in accordance with requirements of Para J11.
(8) Arrangements are to be provided for safe and easy periodic testing in service of all
emergency trip gear as specified by the PS.
(9) All emergency shutdown devices are to be clearly and prominently marked.
b. Generator Engines
(1) In addition to any trips called for in the PS and specified above for propulsion
engines, generator engines are to be fitted with the following emergency trips,
which are also to operate the generator trip switch specified in Para J5.b.(1)(e)
below:
(a) A lubricating oil failure emergency trip arranged to shut down the engine in
the event of the lubricating oil pressure falling below a preset value
recommended by the engine manufacturer.
(b) Lubricating oil temperature trips arranged to shutdown the engine in the
event of the lubricating oil temperature exceeding preset values
recommended by the engine manufacturer.
(c) Engine coolant header tank low level trip.
J.3 ANNEX J
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(d) Engine coolant temperature trip to reduce engine speed to idle should the
coolant temperature exceed a preset value recommended by the engine
manufacturer.
(e) A trip switch is to be fitted to each diesel driven generating set to open the
generator supply breaker if the overspeed or any other emergency trip is
operated. The trip switch is to be arranged so that the air/fuel supply to the
engine is shut off prior to the breaker opening. A trip switch need not be
fitted if the generator breaker arrangement incorporates novolt and/or
reversecurrent trips.
J6. Crankcase Protection
a. Engines having cylinders of 200 mm bore and above, or having a crankcase volume in
excess of 0.6 m3, are to be fitted with crankcase explosion relief valves in accordance with
Lloyd's Rules or other equivalent international regulations. Where a dry sump
lubrication system is employed, each engine is to have a separate Drain Oil Tank (DOT)
in order to minimize the risk of a crankcase explosion in one engine causing an explosion
in another. Crankcase vent pipes are to conform to the emissions requirements specified
in Annex K.
J7. Cylinder Protection
a. Cylinder relief valves are to be fitted to engines having cylinders over 230 mm bore in
accordance with Lloyd's Rules or other equivalent international regulations. The valves
are to be loaded to not more than 40% above the designed maximum peak pressure of the
engine and are to discharge to a location where no damage or injury can occur.
J8. Starting Protection
a. Interlocks are to be provided to prevent the engine from being started;
(1) when turning gear (if fitted) is engaged,
(2) remotely, when the engine is under local control.
b. The arrangements detailed in the appropriate parts of the Classification Society Rules
are to be provided to ensure the safety of the starting air systems.
J9. Governors
a. Propulsion and generator engines are to fitted with speed/load control governors
conforming to the following requirements:
(1) They are to maintain the engine speed nominally constant at the speed
appropriate to the governor setting and are to limit the engine to a preset
minimum and/or maximum speed if the application so requires.
(2) They are to provide satisfactory control through the full range of conditions over
which the engine is specified to operate. The governor is to have a facility to enable
local manual means of adjustment of the engine speed whilst the engine is
running.
(3) The governor control system is to be configured so that it is failsafe and the output
of the fuel injection pumps is reduced to zero if the governor drive shaft or governor
servo power supply fails.
ANNEX J J.4
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(4) The governor is required to control the speed of the engine when operating in any
of the conditions specified in the PS.
(5) Where a governor is of the hydraulic servooperated type it is preferably to be

provided with an independent selfcontained hydraulic system and is to be capable
of controlling the speed of the engine with oil temperatures ranging from 5°C to
80°C.
J10. Speed Governors for Generating Sets
a. Unless specifically modified by the project electrical standards or the STR, in addition to
complying with the requirements detailed in Para J9., speed governors for generating
sets are to comply with the following:
(1) Where the generating set is required for unattended parallel operation, a governor
with adjustable speed droop is to be provided.
(2) Mechanical/hydraulic governors are to comply with the following requirements

for changes of steady state speed:
(a) The change of steadystate mean speed between noload and fullload and
vice versa is to be between 3.5% and 4% of the nominal speed (see Figure J.1).
(b) The maximum variation of the meanspeed/load curve from the straight line
drawn through the mean noload and fullload points is not to exceed a tenth
of the difference between the mean noload and fullload steadystate speeds
(see Figure J.1).
(c) The rate of change of speed with a change of load is to be not less than 0.4
times the average rate of change from noload to fullload.
(d) The cyclic irregularity is to be within 0.25% at all loads.
(e) The steadyload speed band is to be within 1% at all loads between 10% full
load and full load.
(3) The governor is to comply with the following requirements for momentary change
of speed:
(a) For load changes of 25% of the rated load, the momentary change of speed is
not to exceed 2.5% of the nominal speed, and the speed is to return to and
remain within 1% of the final steadystate speed in not more than two
seconds following the load change.
(b) Momentary change of speed is not to exceed 10% of the nominal speed for
100% load decrease, i.e. fullload to noload.
(c) Momentary change of speed is not to exceed 10% of the nominal speed for
100% load increase, i.e. noload to fullload, except for highlyrated
turbocharged engines where a maximum load increase of 70% of the Naval
Test Rating is acceptable.
J.5 ANNEX J
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September 1999
(4) For electronic governors the following limits apply in the Para J10.a.(3) above:
(a) Between 0.875% and 1.0%.
(b) Not to exceed 5% of the percentage change in speed.
(c) Not to exceed 1.5% of the nominal speed, to recover within 0.2% of final speed
in not more than two seconds.
(d) For instantaneous load changes from rated load to noload the momentary
speed change is not to exceed 5% of the nominal speed. For the particular
load changes implied in the mechanical governor Paras J10.a.(3)(b) and
(3)(c), the speed is to return to and remain within 0.2% of the final steady
state speed in not more than two seconds from the instant of load change.
(5) The nominal speed for ac diesel generating sets is to be taken as the mean of the
noload and fullload steady state mean speeds and is to correspond with the
specified frequency. For dc diesel generating sets the nominal speed is to be taken
as the fullload steady state speed (see Figure J.1).
(6) For ac generating sets, the engine manufacturer is to inform the generator
manufacturer at an early date of the anticipated frequency and amplitude of cyclic
irregularity which will be experienced by the generator and exciters. This is to
ensure that the design of the excitation system minimizes the resultant voltage
variations.
(7) The noload stability is to enable satisfactory parallelling to be achieved.
(8) For ac generating sets, in addition to the local manual means of adjustment
specified in Para J9.a.(2), the speed setting is to be remotely motoroperated to
permit the frequency to be adjusted and exact load sharing to be effected at the
controlling switchboard. The range of adjustment provided is to be such that the
generator frequency can be varied through the range from 3% below to 3% above
the rated frequency at all loads between noload and rated load (see Fig Figure J.2).
(9) The rate of change of generator frequency effected by the speed adjusting motor is
to be in the range 0.2 Hz to 0.4 Hz per second.
(10) The speed adjusting motor is to have a watertight enclosure and halfhour rating
minimum, and is to be suitable for an ambient temperature of 80°C.
J11. Noload Overspeed Test
a. On completion of the production tests, a noload overspeed test should be carried out.
The overspeed trip(s) are to be reset and retested at the following settings after this test
has been completed:
Electrical - 110% ±1%.
Mechanical - 114%±2%.
ANNEX J J.6
NES 313
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Figure J.1 – Steady State Governing of Diesel Generator Sets
J.7 ANNEX J
NES 313
Issue 3
September 1999
3%N
3%N
Nominal Speed (N)
3%N
3%N
NO LOAD ZERO DROOP (ISOCHRONOUS) 100% LOAD

5% N
7% N
3%N
2% N
Nominal Speed (N)

2% N
3%N
7% N
5% N
NO LOAD DROOP 4% 100% LOAD
Figure J.2 – Governor Speed Range Adjustment 3% Nominal Speed Minimum at all Loads
ANNEX J J.8
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September 1999
ANNEX K.
EMISSION CONTROL
K1. Policy
a. All diesel engines supplied to the MOD must be capable of meeting, as a minimum, the
relevant extant emissions legislation in way of ALL environmentally harmful emission
species. In accordance with MOD policy, all vessels are required to comply with the letter
and the spirit of UK environmental law, international conventions to which the UK is a
signatory and, respect host nations to specific national legislation overseas.
b. With this in mind, `relevant legislation' covers ALL extant regulations enforced IN ANY
PART OF THE WORLD (including agreed international opensea regulations) so as not
to place operational restrictions on any vessel through unacceptable diesel engine
exhaust emission levels.
c. Further to this, in aiming to set an example to the rest of the community in all activities
affecting the natural environment, every effort must be made to ensure that wherever
possible, MOD diesel engines exceed the requirements of the extant legislation with a
view to compliance with future more stringent emission levels and to making a
significant environmental contribution.
K2. Requirements
a. All diesel engine exhaust systems and emission control components are to be designed in
accordance with the STR (see Clause 3.4.2b.) using the latest proven technology to
reduce environmentally harmful emission species to a minimum over the full range of
designed engine power. The exhaust system design and emission control components
are to be submitted to the PO for agreement before fitting.
b. During the Engine Type Approval Test, readings of exhaust emission specific levels are
to be recorded over the range of engine powers listed in the STR. The results are to be
forwarded to the PO for agreement.
c. The emission control system and components are to be positioned to give easy access for
maintenance and testing without the requirement to remove lengths of ducting, engine
components and fittings.
K.1 ANNEX K
NES 313
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ANNEX K K.2
NES 313
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ALPHABETICAL INDEX Drawings

(Note: Page numbers are given) -manufacturer's, 2.1, 3.1
-specification, 2.1, 3.1
-terminal points, 3.1
A
Acoustic enclosures, E.1 E
-labels and markings, E.4 Electrical power supply, 2.5, 4.8
Alignment, engines and driven equipment, Emergency trips, J.3
4.11 Emissions control, 3.10
ARM, H.1 Engine, 3.12
-availability, H.3 -breathers and vent systems, 3.12
-critical items, H.3 -design, 4.5
-failure analyses, H.1 -dry sump, 3.14
-health monitoring, 3.6
-faults, H.2
-health monitoring performance
-repair time, H.3 parameters, I.1
-review, H.1 -introduction into service, 3.4
-specification, 3.4 -maintenance, 3.5
-performance, 4.6
-removal/replacement, 3.5
B
-selection criteria, F.1
Baseplate, 4.1 Environmental conditions
-materials, 4.1 -ambient conditions, 3.2
-mounting, rigidity and alignment, 4.13 -habitability, 3.3
-noise, 3.3
-target and acceptance levels, 3.3
C -pressure, 3.3
Component replacement, 3.6 -ship motion, 3.3
Compressed air supply, 2.5, 4.8 -shock requirements, 3.3
Control and surveillance, J.1 -submersion, 3.4
-temperature, 3.2
Control system failure, 4.8
-vibration, 3.3
Crankcase protection, J.4 -environment, 3.3
Crankshafts, 4.6 Equipment terminal points, 3.1, 4.11, 4.12
-deflection measurements, 4.6, 4.12 Exhaust gas system, 3.9
-design approval, 4.6 -construction, 2.7, 3.8
-materials, 4.1 -design, 2.7, 3.8
Cylinder protection, J.4 -materials, 2.2, 4.2
-silencing equipment, 3.10
D F
Design definition, 4.9 Fabricated structures, 4.6
Drainage arrangement, 4.14 -design approval, 4.6
INDEX.1
NES 313
Issue 3
September 1999
-materials, 4.1 L
Fire, 4.11
Lifting arrangements, 4.13
-precautions, 4.11 Liquid coolant systems
-protection, 4.15 -design, 3.12
Flexible mountings, 4.13 -expansion tank, 3.12
Flushing, lubricating oil systems, 4.12 Lloyds certificates, 4.6
Lubricating oil system, 3.13
Fuel system, components and design, 3.15
-design, 3.13
Fuel, F-76 and F-44 specifications, 2.5, 4.7
-flushing, 4.12
-materials, 2.3, 4.3
G
M
Governors, 4.11
Maintenance, 4.13
-envelopes, 4.13
H -equipment, 3.6
-evaluation, 3.5
Hydraulic fluid supply, 2.6, 4.8
Materials
-baseplates, 4.1
I -cooling system, 2.3, 4.3
-crankshafts, 4.1
Induction air system, 2.6, 3.7
-exhaust system, 2.2, 4.2
-construction, 2.7, 3.8
-fuel system pipework, 2.4, 4.4
-design, 2.6, 3.7 -insulation, 4.5, E.4
-materials, 2.2, 4.2 -lub oil system pipework, 2.3, 4.3
-NBCD decontamination, 2.8, 3.9 -packing chocks, 2.1, 4.1
Instrumentation -screwed fasteners, 2.5, 4.5
-seawater cooling system pipework, 2.3,
-engine health monitoring, 3.6 4.3
-in-service performance, J.1 -starting air system pipework, 4.4
Insulation -tanks, 2.3, 2.4, 4.3, 4.4
-acoustic enclosure, E.1 -valves, 2.4, 4.4
-exhaust ducting, 3.11 Modification procedure, 3.4
Mounting of machinery, 4.13
-materials, 4.5
Interchangeability, configuration control,
4.11 O
Operational evaluation, 3.5
J P
Jacking devices, 4.13 Packaging and storage, 3.7
Jigs for critical interfaces, 4.12 -procedures, 3.7
INDEX.2
NES 313
Issue 3
September 1999
-specification, 3.7 Spare Gear, 3.6

Performance requirements, 4.6 Starting arrangements, 3.16
Preservation Starting protection, 4.11
-approval of preservations, 4.12
-specifications, 4.12 T
Production tests, G.2
Thermal expansion and ship movement, 2.7,
-electrical generating sets, G.3 3.8
-examination on completion, G.3 Top overhauls, 3.6
-general requirements, G.1 Turning arrangements, 4.8
-governing test, G.2 -hand turning gear, 4.8
-noise and vibration tests, G.3 -auxiliary engines, 4.8
-propulsion engines, 4.8
-overspeed test, G.2
-motor driven turning gear, 4.8
-performance tests, G.1
Type approval tests, cycling, G.2
-records, G.4
-safety tests, G.3
Protection devices, 4.11 U
Upkeep and support
R -general requirements, 3.4
Reliability, H.1 -policy, 3.5
Removal routes, 4.13 -repair-in-situ, 3.5

-upkeep by exchange, 3.5
S
Safety of personnel, 4.9
V
Safety, mandatory requirements, D.1 Valves, materials, 2.4, 4.4
Seawater cooling system Venting oil arrangements, 4.14
-design, 3.12 -pipework, 4.14
-materials, 2.3, 4.3 Vibrations, 4.9
Shipboard trials, G.3 -axial propulsion systems, 4.10
Signatures, non-acoustic, 2.8, 3.9 -torsional, 4.9
-engines and electrical generating
Smoke, 4.6 sets, 4.9
Spare engines, 3.6 -propulsion systems, 4.10
INDEX.3
NES 313
Issue 3
September 1999
INDEX.4
Inside Rear Cover
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Defence Standard 02-313(NES 313)

Diesel Engines for Marine Propulsion &

Reprinted July 2002

Incorporating NES 313 Category 2

AMDT NO DATE OF TEXT AFFECTED SIGNATURE &

NES 313 Issue 3 September 1999

Naval Engineering Standard

NES 313 Issue 3 September 1999

DIESEL ENGINES FOR MARINE PROPULSION

CROWN COPYRIGHT 1999

AMDT INSERTED BY DATE

DIESEL ENGINES FOR MARINE PROPULSION

ISSUE 3 SEPTEMBER 1999

This Naval Engineering Standard is

Sea Technology Group,

2. This NES includes the following details:

SECTION 1. PERFORMANCE SPECIFICATION . . . . . . . . . . . 1.1

SECTION 2. NATIONAL/INTERNATIONAL REGUALTIONS 2.1

SECTION 3. MILITARY STANDARDS/REQUIREMENTS . . . . 3.1

3.2.5 Habitability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3

SECTION 4. DESIGN REQUIREMENTS/GUIDANCE . . . . . . . 4.1

4.1.15 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5

SECTION 5. CORPORATE EXPERIENCE & KNOWLEDGE . 5.1

ANNEX A RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . . A.1

ANNEX B ABBREVIATIONS AND DEFINITIONS . . . . . . . . B.1

ANNEX C PROCUREMENT CHECK LIST . . . . . . . . . . . . . . . C.1

ANNEX D MANDATORY SAFETY REQUIREMENTS . . . . . D.1

ANNEX E DIESEL ENGINE ACOUSTIC ENCLOSURES . . . E.1

ANNEX F DIESEL ENGINE SELECTION CRITERIA . . . . . F.1

ANNEX G REQUIREMENTS FOR ENGINE TESTS . . . . . . . G.1

ANNEX H AVAILABILITY, RELIABILITY AND

ANNEX I HEALTH MONITORING PERFORMANCE

ANNEX J CONTROLS AND SURVEILLANCE . . . . . . . . . . . J.1

ANNEX K EMISSION CONTROL . . . . . . . . . . . . . . . . . . . . . . . K.1

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX.1

a. Materials used in the diesel exhaust system are to be capable of withstanding

2.2.4 Fresh Water Cooling System

2.2.7 Fuel Oil System Pipework

(a) Cold drawn seamless carbon steel to BS 3602 Part 1.

(b) 70/30 coppernickel alloy to specifications listed in Clause 2.2.6a.

(2) Fittings in steel pipework:

(a) Carbon steel to NES 849.

(3) Fittings in nonferrous pipework:

(a) Aluminiumsilicon bronze to NES 834 Part 2.

d. Any fuel system expansion, collection or readyuse tank is to meet the

a. Valves must be:

(1) To the specification laid down in NES 360.

2.2.9 Screwed Fasteners

a. Materials for screwed fasteners are to be compatible with system materials

a. Diesel engines are to be suitable for continuous operation at maximum

f. The availability of hydraulic services will be restricted to those stated in the

(4) The system is to be capable of withstanding the working pressures

(7) The following drainage arrangements are to be provided:

(a) Good engineering design practice should be followed to ensure that

(2) Decontamination - Arrangements are to be made for Nuclear Biological

(a) personnel can gain access through weather deck openings to

(b) contaminated water can be drained either directly overboard or to a

(c) induction air system surfaces liable to become contaminated are as

(d) wherever possible, arrangements have been incorporated for

(3) NonAcoustic Signatures - The design specification for nonacoustic

a. Unless specified otherwise in the STR, diesel engines are to be capable of

3.2.4 Ship Motion

(b) 70/30 coppernickel alloy to specifications listed in Clause 2.2.6a.

(3) Fittings in nonferrous pipework:

(a) Aluminiumsilicon bronze to NES 834 Part 2.

d. Any fuel system expansion, collection or readyuse tank is to meet the

(3) NonAcoustic Signatures - The design specification for nonacoustic

a. The minimum shock, vulnerability and mountingperformance requirements

a. Repairinsitu may necessitate the provision of the following facilities to permit

(2) the condition of various in and onengine component parts to be

b. Engines equipped with integral flangemounted gearboxes may be fitted with a

(2) NATO Code F76 to Def Stan 914.

(3) NATO Code F44/FSII to Def Stan 9186.

a. If there is any requirement for the engine, its subassemblies, or ancillaries to be

(2) The interfaces of all subassemblies such as turbochargers and cylinder