Surveyor Guide Notes for Marine Diesel Engine

Survey
You should always take into consideration the requirements of SOLAS 74, as amended, and the
manufacturer's manual

Crankshaf
These are most useful when taken with the engine “hot” and the vessel in a similar loading condition to
the previous or reference readings.
Readings taken in drydock are of no significant use since the ship is supported by blocks and not taking
it’s natural shape as in water.

Excessive deflections may be caused by :

Bearing wear (adjust or renew bearings)

Misalignment (re-align)
Loose or fretted chocks (re-chock engine).
Since there are many diverse designs of engines, gears etc, the Surveyors should consults the
manufacturer’s instructions for recommended limits of wear, In some cases manufacturers recommend
renewal of bearings and bolts based on running hours.

How to take Crankshaft Deflections?

The figure shown below gives an idea of which measurement is taken to find the deflections of the
crankshaft.

As you can see from the picture a dial gauge is inserted between the crank-webs to find out the distance
between them. If the deflection is measured after the specified interval, it is necessary that it is taken at
the same point otherwise the reading will not give a real reflection about the degree of deflection.
Normally a center punch is used to make markings so that each time the deflection is taken at the same
point.

Apart from using the same point on the crank-web for measuring deflection there are other factors which
need to be kept in mind and these include load on the ship, trim, hog, sag etc. Ideally the deflection needs
to be taken at four points of the crank namely top, bottom and the two sides. In actual practice however
the bottom reading is not taken due to chances of fouling by the connecting rod and instead reading is
taken on both sides of the bottom position, thereby in total 5 readings are taken from each crank-web at
the positions shown by the following figure.

In other cases bearing renewal is dependent on measured crown thickness or % age wear of overlay
plating or visibility of bearing backing.

Additionally such factors as spelling or fretting of the back of shells are reason for renewal. In some
engines it may be recommended to renew main bearings in sets, in others it may be possible to renew
bearings by halves.

In large engines adjustment of clearances may be possible.

When manufacturer’s recommendations are not available the following Guidance may be followed:

Clearances Of Diesel Engines (Fitting and maximum clearances)

The table gives the fitting diameter clearance Jo and the maximum clearance
allowed Jm. Any clearance above Jm is reason enough for renewal even if the
Babbitt-metal is satisfactory.
Jm = 1.75 x Jo for top end of connecting rods with bearings on 2 stroke engines
Jm = 2 x Jo for bearings with joints and rotating completely
(bearings, bottom ends of connecting rods)
Jm = 3 x Jo for bushes

Bottom and top ends (connecting rods) of four (4) stroke engines.

Jm = 1.5 to 1.75 x Jo for top ends of connecting rods with bearings (depending on the engine speed high
or low speed)
Jm = 2 x Jo for bottom ends of connecting rods
Jm = 2.5 x Jo for top ends of connecting rods with bushes

Note: Bearing shells with relatively thick Babbitt-metal will always show wear-down after the engine is run-
in.

For bearing shells with lead bronze which is more resistant than Babbitt-metal, the flitting clearances must
be adjusted accordingly.
A few high spots or hard spots will be sufficient to cause over-heating.

Thin shell bearings (medium speed engines) Reasons for rejection.

Layer configuration of tri-metal lead bronze bearings (as used in medium-speed diesel engines):
 Finding Action
1. Uniform running pattern, minor scratches
and corrosion in the plated overlay (proper Satisfactory.
L.O. treatment)
2. Minor corrosion of the plated overlay. small
Satisfactory further use.
area of nickel dam exposed one side.
3. Heavier corrosion of the plated overlay.
Nickel dam exposed both sides. The shell
Satisfactory for limited use.
has reached the wear limit, a good
adaptation is no longer assured.
 Finding Action
4. A large area of plating area corroded, but no
bronze showing, running pattern good. But
Renew.
bearing should be renewed because it can
no longer embed dirt and adapt itself.
5. Heavy corrosion and abrasion of the plated
overlay. L.O. contaminated by solid foreign
particles causing wear and scratches Into Renew.
the bronze. Check journal for scratches and
smooth with oil stone ff necessary. This Inspect other bearings
bearing condition is considerable risk for
engine.
Renew.
6. Plated overlay almost completely removed
by corrosion and wear. Partial scoring (Dirt Inspect other bearings.
in L.O.). Bearing may fall and cause heavy Inspect L.O. filters &
damages. Check journal for scratches and separators.
smooth with oil stone.
Clean L.O. circuit.

Connecting rod bottom ends

For some engines there are special procedures to tension the bottom end bolts which must be carefully
followed. - Consult maker’s instructions. For some engines bottom end bolts have a limit life - consult
maker’s instructions.

For engines with serrated couplings the lit of the bearing caps should be checked and the serrations
crack detected.

In all cases refer to maker’s instructions.

Crankshaft deflections
These are most useful when taken with the engine “hot” and the vessel in a similar loading condition to
the previous or reference readings.
Readings taken in drydock are of no significant use since the ship is supported by blocks and not taking
it’s natural shape as in water.

Excessive deflections may be caused by :

Bearing wear (adjust or renew bearings)

Misalignment (re-align)
Loose or fretted chocks (re-chock engine).
 Low oil supply or oil starvation doesn’t just sound bad; it does bad things inside the engine.

Bearing failure Analysis

Cylinder Liner

Reasons for Cylinder Liner Wear

The wear in the cylinder liner is mainly because of following reasons:-

1) Due to friction.
2) Due to corrosion. 3) Abrasion
4) Scuffing or Adhesion