Rules and ReguL:ltions for the ClassifiGltion of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Sections 1 & 2

Section

1 General

2 Torsional vibration

3 Axial vibration

4 Lateral vibration

5 Shaft alignment

Appendix - Guidance notes on the calculation of torsional vibration characteristics

6 General

7 Calculation methods

8 Equivalent dynamic systems

9 Natural frequencies and associated modes of vibration

10 Prediction of vibratory magnitudes at resonant conditions

11 Dynamic magnifiers

12 Non-resonant conditions

SCOPE
The requil'ements of this Chapter are applicable to
the following systems:
(a) Main oil engine propulsion systems, except in the case
of ships classed for smooth water sel'vice when fitted
with engines having powers less than 110 kW (150 81110).
(b) Auxiliary oil engine machinery systems used for essential
services, where the power developed by the auxiliary
engines is 110 kW (150 shp) and over.
(c) Main propulsion systems formed by turbines or eiectl'ic
motors geared to tile shafting and situated aft.
Unless otherwise advised, it is the responsibility of the
Shipbuilder as main contractor to ensure, in co-operation with
the Enginebuilders, that the information required by this
Chapter IS pmpared and submitted.
SECTION 1
General
1.1 Basic requirements
1,1.1 The systems are to be free from excessive
torsional, axial and lateral vibration, and are to be aligned in
accordance with tolerances agreed with the respective nlanu-
facturers.
SECTION 2
Torsional vibration
2.1 General
2.1.1 In addition to the shafting complying witl'l the
requirements of Chapters 2 and 6 (where applicable), apPl'Oval
is also dependent of the torsional vibration characteristics of
HIe complete shafting system(s) being found satisfactory.
2.2 Particulars to be submitted
2.2.1 TOI'sional vibration calculations, including an ana-
lysis of the vibratmy tmques and stresses for the dynamic
systems formed by the oil engines, turbines, motors, genem-
tors, flexible couplings, gearing, sllafting and propeller, where
applicable, including all branches, are to be submitted for
approval togetller with the associated plans. Guidance notes
on the calculation of torsional vibration characteristics are
given in the Appendix, Sections 6 to 12.
2.2.2 IOarticulal's of the division of power developed
throughout the speed range for turbines, or from all intended
combinations of operation in oil engine installations having
more than one engine and/or with power take-off systems, are
to be submitted.

i .1.2 Where changes are subsequently made to a 2.2.3 Any special speed requil'8ments for pl'Olonged
dynamic system which has been approved, e.g. by fitting a periods in selvice are to be indicated, e.g. range of trawling
propeller of different design to the working propeller or a flex- revolutions per minute, range of operating revolutions pel'
ible coupling, revised calculations are to be submitted for minute With a controllable pitch propeller, idling speed, etc.
consideration.
2.2.4 For oil engine installations, attention is drawn to
Sections 6 to 12 for:
1.2 Resilient mountings (a) particulars of tile machinery as required in Table 8.8.1.
(b) the recommended methods of torsional vibration calcu-
1 .2.1 For resilient mountings, see Ch 1,4.3. lations, and
(c) the forms of submission.

Lloyd's Register of Shipping

Rules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 2

2.3 Components sensitive to vibratory torque 2.5.4 Where criticals occur within the running range, the
vibration stresses me not, in any case, 10 exceed those given
2.3.1 TIle calculations and/or measurements carried by the following fOl'lnul8:
out on oil engine systems containing transmission items sensi- 1't :.0:: 2'tc
tive to vibratory torque, e.g. gearing, flexible couplings or
generator rotors and their drives, are to take account of the 2.5.5 Such criticals are to be arranged sufficiently
effects of engine malfunction commonly experienced in removed from the maximum revolutions per minute, to ensure
service, such as a cylinder not firing. that, in general, at ( = 0,8 the stress due to the upper flanl<
does not exceed 'tc
2.3.2 Details obtained from the manufacturers confirm-
ing tile capability of such components to withstand the effects
of vibratory conditions, including, where appropriate, heat 2.6 Intermediate and thrust shaft for main
dissipation, etc., are to be submitted. propulsion oil engines

2.6.1 Tile following limits apply to intermediate shafts

2.4 Symbols
2.4.1 The symbols used in this Section are defined as
follows:
d "" minimum diameter of shaft considered, in mm
( ~ ratio N/Ns or NjNs whichever is applicable
N "" engine speed, in rev/min
N, "" critical speed, in rev/min
Ns ::::: maximum continuous engine speed, in rev/min,
or, in the case of constant speed generating
sets, the full load, in rev/min
= rated full load mean torque
:::: maximum value of the vibration sUess for
continuous running at or below the maximum
speed, in N/mm 2 (kgf/cm2)
:::: maximum value of the vibration stress above
the maximum speed, in N/mm 2 (kgflcm 2)
:= absolute maximum of the vibration stress due
to criticals below 80 per cent of the maximum
speed, in N/mm 2 (kgf/cm2)
2.4.2 All vibration stress limits are based on the plain
section of the shafting neglecting stress raisers. For screw-
shafts, the limits apply to the minimum section between the
forward end of the propeller boss and tile forward stern gland.
having integral flanges with Rule fillet radii, and to tllrust shafts
in main oil engine propulsion systems, see also shafts in main
oil eng'lne propulsion systems, see a/so Fig. 8.2.1 (b). Where
loose couplings are employed, the vibration stresses in the
shafts in way of the couplings are not to exceed 75 per cent of
these values.
2.6.2 Where the critical occurs at or below the maxi-
mum revolutions per minute, the vibration stresses are not to
exceed the values given by the formula, for continuous
running:
tc = (52,5 - 0,022e!) (1,44 - (2) N/mm'
(tc = (535 - 0,22d) (1,44 - (2) kgf/cm2)
2.6.3 Where the critical occurs above the maximum
revolutions per minute, the vibration stresses are not to
exceed the values given by the following formula at revolutions
per minute up to 1, 16Ns :
tg = (23 - 0,0095e!) (1 + 5 -J( - 1) N/mm'
(t9 = (235 - 0,097e!) (1 + 5 -Jr='1) kgflcm 2)
2.6.4 Where criticals occur within the running range, the
vibration stresses are not, in any case, to exceed those given
by the following formula:
l' "" 1 ,7T.c

2.5 Crankshafts and screwshafts for main 2.6.5 Such criticals are to be arranged sufficiently
propulsion oil engines removed from the maximum revolutions per minute to ensure
that, in general, at ( = 0,8 the stress due to the upper flank
2.5.1 The following stress limits apply to fully protected does not exceed 'Cc
screws hafts having continuous liners with efficient sealing
arrangements against corrosion of the shafts by sea-water,
and to shafts, without liners, which are oil lubricated and fitted 2.7 Governor control
with approved types of oil gland. They also apply to
crankshafts of oil engines in main propulsion systems, see 2.7.1 For closely governed installations, the application
Fig. 8.2.1 (a). of the formula; for t9 may be restricted to five per cent higher
than the governor control limit, with a minimum revolutions per
2.5.2 Where the critical OCCUI'S at or below the maxi- minute of 1,1 ONs provided such limit be demonstrated during
mum revolut'lons per minute, the vibratlon stresses are not to the engine trials.
exceed the values given by the following formula, for continu-
ous running:
tc = (31 - 0,022e!) (1 ,6 - (2) N/mm 2
(tc = (315 -- 0,22e!) (1 ,6 - (2) kgflcm 2)

2.5.3 Where the critical occurs above the maximum

revolutions per minute the vibration stresses are not to exceed
the values given by the following fOlmula at revolutions up to
1, 16N s:
= (18,8 - 0,013e!) (1 + 5 -Jr='1) N/mm 2
=(190-0,13e!)(1 +5-Jr='1) kgflcm2)

2 Lloyd's Register of Shipping

Rules and Regul<ltiol1s for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 2

100 .. ~

~or70
I CLNKSHJC(S AND ~CREWS!-jAFlS
~)Cj"fqf)jet
Or
Shaft
~
~
T, for 600 rnrn d '" , ,
I~
T,c for 100 I
nO! diarnet .
Ns V
elshaft /

!~V
---------
L600
--"" ..................

t, 111,1 dianJ:- ---------- r---------

~ '--
20
- '--
/
-------- r---------
(SI)
o
o 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,16
(a) r:= ratio(I.?V/m'ID...)
Ns
Fig. 8.2.1 (a) (81) Permissible vibration stresses for propelling machinery

140

IJERMEOriTE AND LRUSTSlAETS

120
~for100
~71'
100 ~ $r
SI)c';;J

T1 fo!" 600 ~
Ra'
~
lall l$(
~SJ)~Ii
,,
Tefor100 ~ ,,
~
~ 1-----
1EiI/Jeter Ns
shSft
" ,, /
Te for 600 111m diam
---~Shalt
I------- I----
0
~
,
;; '/

20
'--
~
~0 "-
r
(SI)
o
o 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,16
(b)
r;;; ratio( rev~~n )

Fig. 8.2.1 (b) (81) Permissible vibration stresses for propelling machinery

Lloyd's Register of Shipping 3

Rules <lnd RcgulJtions for the ClassificJtion of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 2

1000 --_..

_,,-~or 7001~/JI
CJANKSI)FTS AND'SCREWLAFTS
E --!!!:..11f10ter
-_.
0 800 shAft
"'
en
~

~
~
Ji
w ~
i"
600 ~
,
"'
c t, for 600 mm ci" ..

I~
Q

E
""2ill 400
- tnm diar00t
t, for "100
Shart
______
I

0r Shaft
Ns
/
V
:=-t----
I~
w
w ~-
.~
t. rl, 600 m'!, diemer I.
el shaft r-------------- V
'"
~ t-----
CL c

200
r------------- II
I--------
(m)
o
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0

(8)
r", ratiO(reV/rnin)
1,1 1,16

Ns
Fig. 8.2,1 (a) (metric) Permissible vibration stresses for propelling machinery

1400

-
INLRMEDJTE (,ND LRUSTLAFTS

1200
--J~1//17/

'"t:
~ .,z1)'1 10/.

100
~ ~fO'60 ~
~/I'
~
'1'
."
Ji
w ~ Or
. $I)&tt
800
i" ,,
"'
c Tcfor10 ~ ,
~ ~
Q
iii q
I l/]0t
10 Or
/
":0"
'"
S/IAf,
600 ,,
for 600 1~11 I --
~
iJj LC . .
.'i! --~ete
E
R Nst /
'"
CL
400 r------- ~
~
~0 V
200

(m)
o
0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,16

(b)
r= ratiorev~~n )
Fig, 8,2.1 (b) (metric) Permissible vibration stresses for propelling machinery

4 Lloyd's Register oi Shipping

Rules and Regulations [or the Classification o[ Ships
Shaft Vibration and Alignment
2.8 Higher tensile or oversize shafting
2.8.1 The foregoing stress limits are applicable to steel
shafts having a specified minimum tensile strength of not less
than 400 N/rmn2 141 kgf/mm2). For shafts of higher tensile
steel or other material, the stress limits \f,Jili be subject to
special consideration.
2.8.2 Where the scantlings of crankshafts. webs.
coupling bolts and straight shafting me greater than required
by the Rules. 11igher vibratory stress limits may be considered.
2.9 Measurements
2.9.1 Where calculations indicate the possibility of
excessive torsional vibration within the range of working
speeds, torsional vibration measurenlents, using the appropri-
ate recognized technique, may be required to be taken from
the macl1inery installation for the purpose of determining the
need for restricted speed ranges.
2.10 Restricted speed ranges
2.10.1 Restricted speed ranges will be imposed in the
regions of speeds where the stresses exceed the limiting
values, tc for continuous running. Similar restrictions will be
imposed, or other pl'otective measures required to be taken,
where vibratory torques are considered to be excessive for
particular machinery items.
2.10.2 Where restricted speed ranges are Imposed.
notice boards are to be fitted at tl1e control stations stating
that the engine is not to be run continuously between the
following speed limits, and the engine tachometers are to be
marked accordingly:
Range of engine revolutions per minute to be avoided:
16N, 118-r)Nc
from .,-,----------------- to --"."-.-....~,.~ inclusive,
118-1') 16
2.10.3 Where vibration stresses approach the limiting
value, 1:( the range of revolutions restricted for continuous
operation may be extended. The notice boards are to indicate
that tilis range must be passed through rapidly.
2.10.4 Where calculated vibration stresses due to criti-
cals below O,8N s marginally exceed 1c or where the critical
speeds are sharply tuned, the range of revolutions restricted
for continuous operation may be reduced.
2.10.5 In cases where the resonance curve of a critical
speed has been derived from measurements, the range of
revolutions to be avoided for continuous running may be taken
as that over which the measured vibration stresses are in
excess of, tc having regard to the tachometer accuracy.
2.11 Tachometer accuracy
2.11 .1 Where restricted speed ranges are imposed as a
condition of approval, the tachometer accuracy is to be
checl<ed against the counter readings, or by equivalent
means. in the presence of the Surveyors to verify that it reads
correctly within 2 per cent in way of the restricted range of
revolutions.
Lloyd's H.egistel' of Shipping
Part 5, Chapter 8
Section 2
2.12 Auxiliary machinery and propulsion oil
engine driven generators
2.12.1 The following requirements are applicable to oil
engines. developing 110 kW 1150 shp) and over, driving auxil-
ialY machinery used for essential services, and to propulsion
oil engine driven generating sets operating at constant speed.
2.12.2 Within the speed limits of O,95Ns and 1, lON, the
vibration stresses in the crankshafts and transmission shafting
are not to exceed the values given by ti1e following formula:
1c = 121- O,014d) N/mm'
11, = 1213-0,14d) kgf/cm2)
2.12.3 Vibration stresses in the crankshaft and transmis-
sion sl1afting due to critical speeds which have to be passed
through in starting and stopping, are not to exceed the values
given by the following formula:
t( :;::: 5,5tc
2.12.4 The amplitudes of tl1e total vibratory inertia
torques imposed on the generator rotors are to be limited to
2,OOs in general, or to 2,50s for close-coupled revolving
field alternating current generators, over tile speed range from
O,95N, to 1,1 ONs' Below O,95N, the amplitudes are to be
limited to 6,OQs' Where two or more generators are driven
from one engine, each generator is to be considered sepa-
rately in relation to its own rated torque,
2.12.5 The rotor shaft and structure are to be designed
to withstand these magnitudes of vibratory torque. Where it
can be shown that they are capable of withstanding a higher
vibratory torque, special consideration will be given.
2.12.6 In addition to withstanding tl1e vibratory condi-
tions over the speed range from O,95Ns to 1.1 ONs flexible
couplings, if fitted, are to be capable of withstanding the vibra-
tory torques and twists arising from transient criticals and
short -circuit currents.
2.12.7 In the case of alternating current generators,
resultant vibratory amplitudes at the rotor are not to exceed
3.5 electrical degrees under both full load working conditions
and the malfunction condition mentioned in 2.3.1.
5
Rules and Regul<ltiollS for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Sections 3 & 4

SECTION 3 SECTION 4
Axial vibration Lateral vibration

3.1 General 4.1 General

3.1.1 For all main propulsion shafting systems, the
Shipbuilders are to ensure ti1at amplitudes due to axial vibra
tion are satisfactory t!1roughoutthe speed I"8nge. Where
appropriate, amplitudes may be reduced by the use of suitable
vibration dampel's or phasing of propeller and engine, etc.
Otherwise, sufficiently wide restricted speed ranges will be
imposed in the regions of speeds where tile amplitudes are
considered to be excessive for continuous running.
3.2 Particulars to be submitted
3.2.1 TI1e results of calculations, including the effects of
flexibility of the thrust bearing, are to be submitted for shaft
systems where the propeller is:
(a) Driven directly by a reciprocating internal combustion
engine.
(b) Driven via gears, or directly by an electronic motor, and
where the total length of shaft between propeller and
thrust bearing is in excess of 60 times the intermediate
shaft diameter.
4.1.1 For all main propulsion shafting systems, the
Shipbuilders are to ensure that amplitudes due to latel"81 vibra-
tion are satisfactory throughout the speed range, so far as
practIcable.
4.2 Particulars to be submitted
4.2.1 Unless previous experience of similar installations
shows it to be unnecessary, calculations of the lateral, or
bending, vibration characteristics of shafting systems having
supports outboard of the hull or incorporating cardan shafts
are to be carried out. These calculations, taking account of
bearing and structure dynamic stiffnesses, are to cover the
frequencies giving rise to all critical speeds which may result in
significant amplitudes within the speed range, and are to indi-
cate relative deflections and bending moments throughout the
shafting system.
4.2.2 The result of these calculations, or 1I1e evidence of
previous experience, is to be submitted for consideration.

3.2.2 For those systems as defined in 3.2.1 (b) the

propeller speed at which the critical frequency occurs may be 4.3 Measurements
estimated using the following formula:
4.3.1 Where calculations indicate the possibility of
Of!!- (a a:b) h rev/min excessive lateral vibration amplitudes within the range of work-
ing speeds, measurements using an appropriate recognized
where tecl1nique may be required to be taken from the shafting
a ~2 (66,2 + 97,5A - 8,88A')' (c/min) 2 system for the purpose of determining the need for restricted
speed ranges.
b ~ 91 ,2 M (c/min)2
o
d :::: internal diameter of shaft, in mm
k ~ estimated stiffness at thrust block bearing,
in N/m
~ length of shaff line between propeller and thrust
bearing, in mm
m :::: mass of shaft line considered, in kg
~ 0,785 (0' - d 2 ) G!
m
A - M
o :::: outside diameter of shaft, taken as an average
over length I, in mm
E ~ modulus of elasticity of shaff material, in N/mm2
G ~ density of shaft material, in kg/mm 3
M ~ dry mass of propeller, in kg
Me ~ M(A + 2)
N ~ number of propeller blades
Alternatively, calculations using a detailed analysis by a recog-
nized technique may be submitted for consideration.

3.2.3 Requirements for calculations may be waived

upon request provided evidence of satisfactory selvice exper-
ience of similar dynamic installations is submitted.

3.3 Measurements

3.3.1 WI1ere calculations indicate the possibility of

excessive axial vibration amplitudes within tile range of work-
ing speeds, measurements using an appropriate recognized
technique may be required to be taken from the shafting
system for the purpose of determining the need for restricted
speed ranges.

6 Uoyd's Rl'gister of Shipping

Rules and l~egulations for the Classification of Ships
Shaft Vibration and Alignment
SECTION 5
Shaft alignment
5.1 General
5.1.1 For main propulsion installations, the shafting is to
be aligned to give reasonable bearing reactions and bending
moments at all conditions of ship loading and operation. The
Builder is to position the bearings and construct the bearing
seatings to minimize the effects of movements under all oper-
ating conditions.
5.2 Particulars to be submitted
5.2.1 WI1ere the engine is installed on a flexibly
mounted raft and for geared installations, calculations are to
be carried out by an appropriate method. For geared installa-
tions, the proposed shafting alignment indicating the limits for
differentials in the gear bearing reactions, in the cold static and
hot running conditions recommended by the manufacturers, is
to be submitted for consideration. The calculations are to take
account of thermal effects, gear tooth loadings where appro-
priate, and the effect of the aft section of the hull, where
known, Calculations for single engine geared installations
having a screwshaft diameter less than 300 mm are not
required.
5.2.2 The calculations are to include bearing reactions,
the effect on the reactions of linear movements at the bear-
ings, and bending moments along the shaft,
5.3 Measurements
5.3.1 Where the system is unduly sensitive to changes
in alignment under s8l'vice conditions, the shaft alignment is to
be verified by measurements using an appropriate recognized
technique,
5.4 Alignment couplings
5.4.1 Where suitable alignment couplings are intro-
duced to maintain the alignment under service conditions
wah'ln the tolerances required by individual transrnission
components, the effects of such couplings on the various
modes of vibration are to be considered.
Lloyd's Register of Shipping
Part 5, Chapter 8
Sections 5 & 6
APPENDIX
Guidance notes on the calculation of
torsional vibration characteristics
SECTION 6
General
6.1 Introduction
6.1 ,1 The stress limits set out in Sections 1 to 5 are not
to be viewed as design values, but rather as values which
should not be exceeded where critical speeds of appreciable
importance cannot reasonably be avoided.
6.1,2 In practice, differences between calculated
stresses and stl'8sses measured by appropriate recognized
techniques are frequently found. Where such differences arise,
the stress limits are to be applied to the stresses measured on
tl1e completed installation,
6,1,3 Approval is desirable at an early stage on tl1e
basis of the data and calculations required to be submitted,
The procedure includes the examination of calculated vibra-
tory stresses and in the majority of cases, it is possible to
approve the system on this basis, confirmatory measurements
on the completed installation being called for only when the
calculations, or previous experience, indicate that the stresses
are 'marginal'. This process of prior examination is additionally
advantageous in providing an opportunity to recommend
modifications to the dynamic system, with the object of
improving the vibratory characteristics.
6.2 Main propulsion engines
6,2.1 Wilen considering the reduction of vibration
stresses, it is preferable to avoid the use of dampers or
detuners to control criticals wiHlin the range between O,85N s
and 1 ,05Ns but if fitted tl1ey should be of a type which makes
adequate provision for dissipation of heat and contain no
mechanical parts subject to deterioration in service.
6.3 Auxiliary machinery
6,3.1 The total inertia torque acting upon the rotor
should be taken into consideration in the speed from O,95N s
to 1,1 ON s ' Ideally, the method of calculating the total inertia
torque should be consistent with values derived from strain
gauge measurements on the rotor shaft. In general, the
assessment should be based on forced-frequency calcula-
tions taking account of all significant harmonic exciting torques
and their relative phases, together witl1 system damping where
applicable, As an alternative to the forced-frequency calcula-
tions method, the total vibratolY torque may be calculated as
the arithmetical sum of the vibratory torques due to any reso-
nant order and the non-resonant contributions of all other
significant orders, including the first major order. In the case of
close-coupled installations, the combined effect of two or
more modes of vibration may require consideration when
uoing the alternative method, In marginally acceptable instal-
lations, confirmatory measurements may be required.
6.3.2 Care should be taken to ensure that natural
frequencies of the complete set are suffiCiently removed from
tl1e firing impulse frequency at the full load speed, particularly
where flexible couplings are interposed between the engine
and generator, as otherwise excessive amplitudes could arise
under sud) conditions.
7
Rules and Regulations for the Classification of Ships
Shaft Vibration and Alignment
6.3.3 The foregoing recoillmendations apply also to
auxilial'y generators driven fl"Om rnain pl"Opulsion systems,
where the rotors and their drives should be capable of with-
standing the vibl"atolY conditions in""lposed.
6.4 Geared installations
6.4.1 Wll"rlst the torsional vibration characterist"lcs are to
comply witll the requil"ements of 2.3, it is recommended that
at critical speeds near the maximum speed, the vibratory
tmque should not, in general, exceed one-third of the full
transmission torque. In cases where the proposed loading on
the ge8l" teeth is less than the maximum allowable, special
consideration will be given to the acceptance of additional
vibratory loading on the gears.
6.4.2 In all cases where tllere is a possibility of gear
Ilammer, the backlash in the gears should be kept to a mini-
mum.
6,5 Submission of alternative methods
6.5. i Calculations of torsionai vibration characteristics
on the basis of metllods acceptable to LR, but diffel'8nt from
those described ill Sections 7 to 12, may be submitted fm
approval. However, the time taken for examination of calcula-
tions on the basis of alternative methods will normally be
longer than fO!" cases wllere the procedures set out in
Sections 7 to 12 are adopted.
8 Lloyd's R('giskr of Shipping
Part 5, Chapter 8
Sections 6 & 7
SECTION 7
Calculation methods
7.1 Simplified treatment
7.1.1 \ A representation of the installation is to be
prepared in the form of an equivalent multi-mass dynamic
system. The necessary natural undan""lpened fl"equency calcu-
lations are to be carried out. Such calculations are used as the
basis for predicting tile positions of resonant criticals within,
and in tile proximity of, the operating speed range.
7.1.2 For eacll critical, a preliminary estimate is made of
the magnitudes of vibratory amplitude, stresses and/or
torques in the various sections of shafting, employing a stan-
dard method of calculation, designed to cater, with reasonable
accuracy, for all types of installation.
7.1.3 The method of calculation is based on a simplified
semi-empirical treatment of the system as a whole, excitation
being applied in the form of a vectorial summation of engine
exciting torques for each harmonic order, and the effects of
various sources of damping being expressed as a combined
dynamic magnifier. Both the harmonic exciting torques and the
appropriate engine dynamic magnifiers are obtained by refer-
ence to a set of averaged curves. These curves are based on
tile analysis in the past of measurements frolT! a wide variety
of different installations.
7.1 .4 ParticulBl' aspects of the method are dealt with in
detail in Sections 8 to 12.
7.1.5 The torsional vibration characteristics should be
confirmed by vibration measurements, using an appropriate
recognized tecllnique, for new types of engine or installation.
(See 8.3.2). However, ill SUCll cases, the standardized method
of calculation is valuable in providing means for the early
assessment of the vibratory characteristics and the subse-
quent interpretation of the measurements.
7.2 Detailed calculations
7.2.1 Where more complex vibratory conditions arise,
e.g. where resonant criticals cannot be treated in isolation, or
where tile flank of a critical has an appreciable effect at the
maximum continuous engine speed, or in heavily damped
systems, the simplified treatment may be insuffiCiently reveal-
ing, necessitating more detailed calculations. SUCh additional
calculations usually require more specific knowledge of the
particular installation and vary too widely, both in nature and
scope, to be amenable to generalization.
7.2.2 For non-resonant conditions away from critical
speeds, high levels of vibration may occur in systems having
a number of natural frequencies fairly close to one another,
such that a single harmonic order appreciably excites several
modes of vibration, whose contributions to the total vibratory
conditions cannot be ignored. In these circumstances the
vibmtory conditions are to be investigated by non-resonant
forced frequency tabulation techniques, and where damping
has an important influence, this is to be included in the calcu-
lation procedure.
Rules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 8

SECTION 8 8.2 Referred systems

Equivalent dynamic systems
8.1 General
8.1 .1 FOI' the purposes of torsional vibration calcula-
tions' the machinery installation is represented by an
equivalent dynamic systern consisting of a number of discrete
r'lgid 'Inertias separated by massless sllafts. The equivalent
shafts are expressed in terms of torsional stiffness, although
the reciprocal form is an acceptable alternative.
8.2.1 In the case of geared installations, comprising
shafts rotating at different speeds, the equivalent dynamic
system is ,'eferred to the speed of the engine crankshaft, for
ease in later calculation. FOI' rr'IUlti-engined installations,
althougll tile basic principles of the metllod are equally appli
cable, special considerations associated with the possible
variat'lons in tile mode of opel'8tion and indeterminate phasing
of engines, will require some modification to the standard
pmcedure and mode of presentation.

8,1 .2 Tile particulars of tile equivalent dynamic system

should by surnmarized in tabular form, together with other
relevant data for use in subsequent calculations. See
Tables 8,8,1 and 8,8.2,

Table 8.8.1 Particulars of oil engine machinery

SHIP'S NAME YARD No,

DesCI'iption and class: ENGINE No,
Shipbuilders:
Enginel)uilders:
Description of machinery:
ENGINE DATA
Type:
Cycle: Max pressure:
No. of cylinders: M,LP,:
Bore: Max. continuous engine power:
Stroke: Max. continuous engine rev/min:
'Vee' angle: Idling rev/min:
Firing order: Balance weights disposition:
inertia:
Span of bearings:
Crankshaft plan No.:

PROPELLER AND SHAFTING DATA

Pl'Opeller diameter:
No. of screwsllafts:
No. of blades:
Max. continuous I'ev/min:
Fixed pitch/CY.:
Working range of rev/niin:
Inertia (dry)
Continuous liner oil gland:
Propeller plan No.:
Shafting layout plan No.:
AUXILIARY MACHINERY DATA
Gen8l'ator make and type: RotOl' sllaft plan No.:
Rating a.c/d.c, kVAJkW, full load/no load, rev/min:
Whether unit on I'esilient mountings:
GEARING DATA
Ge8l'ing plan No.:
Make and type:
Speed ratios:
VIBRATION DAMPER DATA
Make and type:
Seismic mass inertia:
Hub or casing inertia:
Spring stiffness, static/dynamic:
Damping coefficient:
FLEXIBLE COUPLING DATA
Make and type:
Stiffness, static/dynamic:
Max. continuous vil)ratory torque:
Coupling damping:
ADDITIONAL FEATURES

Lloyd's l~"gislcr of Shipping 9

Rules and Rcgul<1lions for the Cbssification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 8

Table 8.8.2 Particulars of equivalent dynamic system

Shaft stiffness Engine cylinder

Inertia Minimu!li Shaft
C firing angles,
Mass J shaft diametel speed
Descliption MN m/rad in deglees
number kg m 2 d reduction
(10 6 kgf cmlrad)
(kg em see 2) mm(cm} G
or 1/C A B
I-~---~-------..~~--t-----+------t----+--------l

NOTES
1. The minimum sectional modulus of the s!~aft in torsion, Z, in mm 3 (cm 3), is to be stated where the shaft is not of solid circular cross-section.
2. The speed reduction, G, in a geared system is related to tile cranksllaft speed, i.e. G '" crankshaft speed/shaft speed.
3. The cylinder firing angles are to indicate the true angular position for eactl cylinder in tl18 firing sequence whether 2- or 4-stroke cycle. For
'Vee' engines the firing angles for both cylindels on one pin are required at each crank.
ti. Columns A and B relate to the cylinder banks of a 'Vee' engine. In tile case of an 'in-line' engine only one column is requiled.

8.3 Crankshaft systems 8.4 Propellers

8.3.1 Tile engine system is divided into a number of
inertias, each concentrated at the cylinder centreline. The
effective inertia per cylinder line is taken as the average value
throughout a cycle of rotation and consists of the inertia of all
rotating elements, including balance weights and a portion of
the connecting rod, together with the inertia given by one half
of the mass of the reciprocating elements considered concen-
trated at the crankpin radius. In the case of a 'Vee' engine, the
inertias for each pair of cylinders are combined into a single
inertia.
8.3.2 Accurate estimation of the equivalent shaft stiff-
ness between engine cylinder centres is complicated by the
irregular shape of the crankshaft. Numerous formuloo for eval-
uating the stiffness per crank throw have been published, and
their applicability varies as between different engine types.
Enginebuilders are advised to clleck the validity of tlleir esti-
mates for new crankshaft designs, either by static stiffness
tests or, indirectly, by natural frequency measurements for the
crankshaft mode of vibration.
8.4.1 It is necessary in estimating the effective inertia of
marine propellers to make an allowance for entrained water. In
the absence of detailed information, this allowance is taken as
25 per cent. Where a value other than 25 per cent is adopted,
the amount is to be stated.
8.4.2 Where controllable pitch propellers are fitted, two
sets of calculations, based on dynamic systems having 25
per cent and 10 per cent entrained propeller water allowance
respectively, are carried out in order to estimate the difference
in natural frequency when working at full and zero pitch. In
modes of vibration where the effect of entrained water is negli-
gible, one set of calculations will suffice,
8.5 Other driven machinery
8.5.1 Difficulty in assessing shaft stiffnesses occurs in
some types of driven machinery, particularly in the case of
rotor shafts in close-coupled generator installations, and
experimental means should likewise be employed where
necessary to verify the estimated values.

10 Lloyd's Register of Shipping

Rules and Regulations for the Classification of Ships
Shaft Vibration and Alignment
8.6 Dampers
8.6.1 Where a torsional vibration damper IS fitted to the
machinery, this is to be represented in the equivalent dynamic
system used in the frequency calculations,
8.6.2 In the case of 'viscous shear' or 'slipping torque'
types of damper, where the seismic mass is not nlechanically
connected to the rest of the system, the damper is I'8pre
sented by an effective inertia comprising the casing or hub,
together with one11alf of tl1e inertia of the seismic mass.
8.6.3 For dampers consisting of a seismic mass flexibly
driven by rneans of springs or rubber elements, the whole of
tile seisnlic mass inertia is included in tile dynamic system.
The flexible connection is represented by a shaft stiffness, tl1e
dynamic or effective value being used.
8.7 Flexible couplings
8.7.1 Torsionally flexible shaft couplings are frequently
used to mOdify and improve the vibratory characteristics, In
many cases the torsional stiffness of such couplings varies as
between static and dynamic conditions of loading, and wher-
ever possible, the effective dynamic stiffness as determined by
experiment is to be used in compiling the dynamic system.
8.7.2 Certain types of flexible couplings are designed
with non-linear or discontinuous torque/deflection character-
istics, tl1e torsional stiffness depending on the magnitude of
transmitted torque and/or speed of rotation, In such cases,
depending on the relative importance and position in the
speed range of the significant critical speeds, it may be neces'
sary to calculate natural frequencies on the basis of a range of
coupling stiffnesses in the equivalent dynamic system.
Lloyd's Register of Shipping
Part 5, Chapter 8
Sections 8 & 9
SECTION 9
Natural frequencies and associated modes
of vibration
9.1 General
9.1.1 The natural torsional frequencies of the installation
together with their associated modal characteristics are calcu-
lated on the basis of the equivalent dynamic system, using the
Holzer tabulation technique.
9.1.2 The number of modes requiring to be investigated
varies as between different installations, but the search should
be carried out up to a frequency equivalent to 15 times the
maximum continuous speed of the engine. This ensures that
it will be possible in later calculations to account for critical
resonant conditions arising from all harmonic torque excita-
tions up to order 12, in a speed range extending up to
125 per cent of the maximum continuous engine speed.
9.2 Frequency tables
9,2.1 The information obtained from the natural
frequency calculations for each mode of vibration should be
summarized as in Table 8,9.1.
9.2.2 The relative amplitude In Col. 2 of Table 8.9.1 is
arranged to have a value of unity at the mass position corres-
ponding to engine cylinder No.1 (i.e. the cylinder farthest
removed from tl1e driven machinery). Consequently, the vibra
tory torques listed in Cols. 3 and 4 and the shaft stresses in
Col. 6 relate to a modal amplitude of 1 radian at engine cylin
der NO.1. In addition, the stress factors listed in Col. 6 are
corrected for the actual shaft speed, the reduction gear ratio,
where applicable, having been taken into account.
9.2.3 In geared installations, predictions relating to the
likelihood of vibratory torque reversal, and hence 'gear
hamn1er', arising at resonant conditions, are based on a
comparison between the estimated vibratory torque occurring
at the gear mesh and mean driving torque transmitted at the
particular running speed. In this connection, the inertia of the
gearing is split into driving and driven components in the natu-
ral frequency calculations, thereby permitting a better
assessment of the vibratory torque at the actual gear mesh.
9.3 Phase vectors
9.3.1 From the values of relative amplitude, in conjunc-
tion with the firing angles, phase vector sums are calculated
and tabulated for all relevant order and modes. (Table 8.9.1.)
11
Rules and H.egulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 9

Table 8.9.1

Fmquency, F :0' Hz (cycles/min)

I
No. of Ilocies "" I to<
-- -- --- --
Col. 1 Col. 2 Col. 3 Col. 4 COl. 5 Col. 6

Relative Inertia lor'que Model shaft Nominal shaft

arnplitude torque ,J~' stress factOl'
Mass
number ~
J(I)2.6.
--10 yJ-.JI)2.Q .Q y '!.9~.2A
6-- - 10 2 Z .... 106

MN rn MN rn kg Ill;? kN/mm 2 '

in melian (lO G kgf em) (10 6 kgf em) (kgf ern sec;?) (10 6 kgflem;?)

, Per radian at
L (J~') ~
Definitions
0) ::: natural p!lase velocity of the mode of vibration, in rad/sec, I No, 1 cylinder'
F "" natural frequency of vibration,
i.e. F"" -~Q- Hz IF 0 60(0 cycles/min 1
2n \ 2n )
(For definitions of other symbols, see Table 8.8.2)

12 Uo),d's Register of Shipping

l\ules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 10

SECTION 10 Table 8.10,1

Prediction of vibratory magnitudes at
resonant conditions
1
10.1 Critical speeds

10.1.1 Eacll torsional mode of vibration having a natural C!'snk:

frequency, F, in cycles/min, is excited by the harmonic compo-
( I
81'range1l1 ent
nents of the applied torque, the order number of each
Ilarmonic being denoted by, m. Resonant conditions associ-
ated with these harmonic orders of excitation arise at a series
of critical I'unning speeds, given in general by
F Vector summation
rev/min
m
Resultant for 1 radian
Ol'ders at No.1 cylinder
10.1.2 The magnitudes of vibration are to be estimated
for all critical conditions, determined as in 10.1.1, occun'ing in i-node 2-node 3"llode
a speed range extending fmm 10 pel' cent up to '125 per cent f----
of tile maximum continuous engine speed, Ns'

10.2 Harmonic torque components

10.2.1 Figs. 8.10.1 (a) and (b) give averaged curves of

resultant components of tangential effort Trn per unit area of
piston, plotted against cylinder mean indicated pressures, for
each harmonic order m. Although pl'esented in a form suitable
for 4-stroke engines, the curves for tile integral order harmon-
ics apply equally to 2-stroke engines (including opposed
piston engines), the appropriate values being doubled.
10.3.2 Having calculated the vibratory amplitude, 8, the
corresponding stress in any shaft in the system is obtained by
multiplying 8 , by the appropriate stress factor in Col. 6 of the
tabulated natural frequency data.

10.2.2 Inertia torque components, due to the reciprocat-
ing parts, have not been taken into account in these curves,
and tile values used for the first three integral order harmonics
require suitable correction in individual cases.
10.2.3 In certain installations it may be necessary to
consider excitation from the propeller as well as from the
engine.
10.3.3 Where magnitudes of vibratory amplitude and
torque are of interest, these quantities are predicted for any
part of the system, making use of the entries in the appropriate
columl1s of Table 8.9.1 n'ultiplied by 8
"

10.3 Vibration amplitudes

10.3.1 For each critical speed, Nc considered, the ampli-

tude of torsional vibration, 8 1 at engine cylinder No.1 is given
by
8, ;:;: M 80 radian
where A :::: area of each piston, in rnrn 2 (em2)
R crank radius, or mean crank radius for opposed
0::;

piston engines, in m (ern)

M :::: dynamic magnifier for the wllole system,
see Section 11
;:;: resultant mtl1 order ilarmonie component of
tangential effort at each crankpin, expl'8ssed
per unit area of piston, ill N/mm2 (kgflcm')
TmARI'['o, .
:0.:: .-,-,----,--- radian
OJ2 I (J ['0,2)
:::0 natural phase velocity of the mode of vibration,
in rad/sec.
=: phase-vector sum of all engine cylinders
(Table 8.10.1), derived from tile frequency Table
of relative amplitudes and the mth order phase
angle diagram
:::0 summation of terms, obtained from the natural
frequency Table (Table 8.9.1), for the whole
system, III I<g m 2 (I<g cm sec 2).

Lloyd's Register of Shipping 13

Rules (lnd Regulations for the Cbssification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 10

0,6 /
/
Resultant Harmonic Cornpon8nts
~/ / /
of Tangential Effort, Tm / / /
Order"S 0,5 to 6 / ~'? / /
Values of Tm are to be doubled
//
/ /
fm 2-stroke engines (including
opposed piston engines)
0,5 / / /
/
/ / /
/
/ / /
't/
/ / / /
// / /
/ /
/ /'
0,4
/ /'
/
/ /
/ /'
/'
/'
/'
/'
/'
/'
E 0,3
f-

0,2

- 4,~ --

- - -
----
5

0,1

(SI)
o
o 0,2 0,4 0,6 0,8 1,2 1,4 1,6

Mean indicated pressure, 'In N/rnm2

Fig. 8.10.1 (a) (51)

14 Lloyd's Register of Shipping

Rules and Regulations for the Ci<1ssific<1lion of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 10

0,06
/
Fiesultan! Hat"monic Components /
'0:') /
of Tangential Eflot"!, Tm
/
Orders 6,5 to 12
/
Values of Tm are to be doubled /
for 2-stroke engines (including
opposed piston engines)
/
0,05 /
/
/ / "
1 /
/
/
/
/
/
0,04 /
/ /'
1:>
/'
/'

/'
/'
/'
N
E /'
~ /'
z
.C
0,03
/'
II/,
...- --
E
f- /'
...-
...- ...-
...- ...- II,~ ___
---
--
...- ...-
.-- --- 9 .-- ---
.-- .-- .--
0,02 .-- .--
.-- .-- g,S~
---
.-- .-- -- ----- -- --
.--
,0

--- --- -- -- -- -- --
10,5 __

-- ---- -- -- ---- --" -- ----

---- -- -- ---- -- ---- -- -- "\"\,5 __

---- ---- ---- -- --

,2
0,01

lSI)
OL-_________________________________________________________

o 0,2 0,4 0,6 0,8 1,0 1,2 1,4 1,6

Mean indicated pressure, in N/mm2

Fig. 8.10.1 (b) (SI)

Lloyd's Register of Shipping 15

Rules and Regu lations for the C lass ifica tion of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 10

6 ,
Resultant Harmonic Components // /
~ /
of Tangential Effort , Tm //
/ ~'? / /
Orders 0,5 to 6
/ /
Values of Tm are to be doubled / / ",,'? /
for 2-stroke engines (including
opposed piston engines) / / /
/ /
5 / /
/ / /
/ /
/ / /
/ <1- /
/ / /
/ / /
/ /
/'
/ /
/'
4 /
/ /'
/ 'l-~
/ /'
/'
/'
,/

/'
-( ,/
,/
'0
/' ,/
,/
,/
,/ ,.-
,.-
'0,5 ,.-
,.-
,.-
,.-
,.-
..- ..-
t
4 ..-
2 ..-
..- ..-
..- ..- ..- 4,5
..-
..- ..- ..-
..-

- -
r
5

-- - ..-
..-

5,5 _

I
6 - -
t
0
1 (m)

0 2 4 6 8 10 12 14 16

Mean indicated pressure, in kgflcm 2

Fig. 8.10.1 (a) (metric)

16 Lloyd's Register of Shippi ng

Rules and Regulati ons for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 10

0,6
Resultant Harmonic Components
./
./
of Tangential Effort, Tm ,,?./
Orders 6,5 to 12 ./
./
Values of Tm are to be doubled ./
for 2-stroke engines (including
opposed piston engines) ./
0,5 ./
./
./ ./
./
./
1/
/
/
/
/
0,4 / /
/ /
/
1!'>
/
/
/
/
'"gE /
/
'"'"
/'
.~ /'
0,3
II /'
l-
E /'
/'
/'
/'

/'
/'
--- --- II?

--- --- ---

--- --- --- --- \)

--- --- ---

0,2
--- --- --- --- --- \),5
--- --- ---
---
--- --- --- --- --- --- ~O

--- --- ----- -- -- -- -- -----

-- ---- -- -- ---- ---- -- ---- ----
~O,5
+
11

---- -- -- --- -- -- --- - - 11 ,5

--- --- -- - -
1~
0,1

______________________________________________ ______________
~ ~ ~(~
m~) __
6 10 12 14 16
2 4 8

Mean indicated pressure, in kgflcm 2

Fig. 8.10.1 (b) (metric)

Lloyd's Register of Shipping 17

Rules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 11

SECTION 11 2: (J b,)2 ~ summation of terms for the whole system, in

Dynamic magnifiers kg m' (kg cm sec 2)

11.1 General ::;: propeller damping coefficient, in N m sec/rad

(kgf cm sec/rad)
11.1.1 The metllod already described for calculating ~ propeller speed at critical, in rev/min
magnitudes of vibration at critical speeds involves the use of a :::: mean propeller torque at critical speed, in
dynamic magnifier applying to the system as a whole, but the N m (I<gf cm)
more 'Important sources of damping are determ'lned individu-
ally, The partial dynamic magnifiers so obtained are then
11.4.2 Where the propeller deSign is such as to indicate
combined on an empirical basis to give an overall magnifier for
that its damping properties may be other than the average
the complete system.
assumed in the above formula, and also in the case of a
controllable pitch propeller, an appropriate adjustment to the
coefficient, a, may be accepted, based on the geometrical
11.2 Combined dynamic magnifier
parameters of the propeller, or on the evidence of measured
results,
11.2.1 The overall dynamic magnifier, M, for the system
as a whole, is obtained by combing the magnifiers, estimated
for the individual sources of damping, in the following empirical
11.5 Vibration damper magnifiers
manner:

M ~ [(L)2 + (_1..)2 + (~_)2

\ ME Mp MD
+ 11.S.1 Vibration dampers, in general, vary widely in their
mode of operation. Assessment of the damping properties of
a particular combination of damper and engine system,
where ME' M p , M D, etc., are defined in 11.3 to 11.6.
together with the corresponding equivalent damper magnifier,
MD should be carried out in consultation with the damper
manufacturers and the predictions verified by practical
11.3 Engine magnifier measurement on a typical installation,

11.3.1 The dynamic magnifier associated with the effects 11.S.2 In the particular case of a viscous-shear type of
of damping arising within the engine, ME is expressed as a damper, the additional damping influence (assumed to be
function of 9 0 under optimum conditions of tuning) is calculated by taking a
ME ~ 3,89 -Yo dynamic magnifier thus:
0
For convenience, this expression is given in graphical form in 2,02: (J b,2)
Fig. 8.11.1.

11.3.2 In practice, tile value of ME is limited to a maxi-

mum of SO. := moment of inertia of the seismic mass
~ relative modal amplitude at damper casing
11.3.3 In installations where the engine provides the only ::;: summation for complete system, including
appreciable source of damping, or in modes of vibration insen- contribution from the effective damper inertia
sitive to damping arising elsewhere, the engine magnifier, ME
becomes the effective magnifier, M, for the whole system.
11.6 Flexible couplings

11.4 Propeller magnifier 11.6.1 Many types of flexible couplings, apart from
providing convenient means of modifying and improving the
11.4.1 Propeller damping, which assumes importance in natural frequency characteristics of machinery installations, are
the case of shafting modes of vibration of propulsion machin- also designed to have a controlling influence on the systems
ery, is taken into account by the use of a propeller dynamic under resonant conditions, either by the incorporation of true
magnifier, Mp determined from the following formula: damping principles, or by virtue of detuning effects produced
2: (J b,2) N s" m non-linear torque/deflection relationships. This ability to reduce
Mp the magnitude of resonant criticals is usually confined to
'91200aPb, p 2 modes of vibration having appreciable relative angular deflec-
tions across the coupling elements, The manufacturers should
be consulted regarding the appropriate characteristics of the
coupling with reference to energy loss/cycle, and for novel
where types, the value assumed is to be confirmed by measurement
a ~ coefficient, taken as 30 (average value) on a typical installation.

= 152 Nc
Oc
= harmonic order number
::;: maximum continuous engine speed, in rev/min
::;: rated shaft, power at the maximum cont'lnuous
engine speed, in kW
(H = rated shaft power at the maximum continuous
engine speed, In shp)
~ relative modal amplitude at the propeller, in
radian, (referred to crankshaft speed in the case
of a geared installation)

18 Lloyd's Register of Shipping

Rules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 11

60

Engine dynamic magnifier, M i : '" 3,8 80 - 1 i

50

40

30
:;i.

20

10

OL-____________________________________________________________________
10 50 100 500 1000 5000 10000

Fig. 8.11.1

Lloyd's Register of Shipping 19

Rules and Regulations for the Classification of Ships

Shaft Vibration and Alignment Part 5, Chapter 8

Section 12

SECTION 12
Non-resonant conditions

12.1 General

12,1 .1 In many cases, levels of vibration, sufficiently high

to warrant fUI"ther consideration, may occur under non-
I'esonant conditions away from critical speeds. This situation
frequently 8I'ises near the maximum continuous engine speed
wllel'e the 111acllinel)l may be operating on the flank of a partic-
ularly powerful critical, or where the cumulative effect of a
complex of resonant criticals and flank conditions, attributable
to several orders or harmonic excitation, may be taken into
account.

12.1.2 Tile approach, in which a particular non-resonant

operating condition is considered to be situated on the flank of
an adjacent isolated critical may, in certain cases, be an over-
simplification, see "1.2.1.

12.2 Magnitude of vibration

12.2.1 The normal procedure for estimating the magni-

tude of vibration of the flanl< of a single cl'itical, is to calculate
first the amplitude, 00 at resonance, see 10.3.1. The ampli-
tude, OF for the flank condition (corresponding to 8,) is then
obtained from the following formula:

where M dynamic magnifiel' at resonance

N engine speed at the mquired flank condition
Nc critical speed

12.2.2 The required magnitudes of flank amplitude,

torque and stress in tile system are deduced from the applica-
tion of, OF as a scaling factor to the tabulated natural frequency
data (Table 8.9.1), on the assumption tllat the latter remain
valid for the flank conditions as well as for resonance, which is
nmmally sufficiently accurate. If the harmonic torque compo-
nent at the engine speed considered differs appreciably from
that at the critical speed, the fmmer value is used as the basis
of calculating 80 ,

20 Lloyd's Rl'gister of Shipping