Measuring report From 16/ Epic Burano By Christian Munkholm

Transcription

1 Measuring report From 16/ Epic Burano By Christian Munkholm 1

2 Index Index... 2 Conclusion Meeting the Pictures from engine room Pictures from engine room... 6 Meeting the Pictures of Intermediate bearing journal Pictures of Intermediate bearing journal Jack-up results Jack-up MB Jack-up MB Jack-up Flywheel Jack-up Intermediate bearing Jack-up Sterntube Run out of shaft (trueness) Deflection before repair Deflection after alignment Deflection after repair

3 Conclusion Reason of visit: Measurements in dock showed deviations between Stem tube line and ME. Objective: To realign intermediate bearing to accommodate loads in all bearing Action taken: Realignment of IB, reconnecting of intermediate shaft to flywheel. Consulting with superintendent. The process: During our first visit we made a list (16/7/17) of things that needed to be in order before the alignment process could start, upon arrival (26/7/17) we quickly concluded that the intermediate bearing cleaning had been forgotten. As a result the shaft journal was completely covered in dust and rust, this was a really bad situation to start with. The bearing shell now needed to be removed to polish the shaft clean again, and the bearing house needed a good cleaning to. Before any turning of the shaft could be done. Lubrication of the engine is normally a job that requires a push of a button, but in this case both main lube oil pumps had been overhauled by the yard, and apparently not tested after completed. This resulted in 5 hours delay. They got one working enough to oil the ME bearings and our work could start. We had to reposition the intermediate shaft to the flywheel, so it came back to org. Position (bolts holes). This was not a simple installation as the yard had forgotten to mark the shaft to the flywheel in a way that was useable. We had requested the yard to correct this issue 12 days ago but after 4 days they asked if we could do it since they didn't felt comfortable doing it. Which we could understand since they hadn't marked the bolts proper either. This is a normal yard job, we normally don't do this kind of work... (A yard this size shouldn't have any problems reinstalling something like this). To help the process we got it done, and installed 4 org bolts in position, the yard was a bit confused that we didn't need there fitting team. But since they had no information, nor could they follow instructions, we had no use for them. After the shaft was installed we could now start the realignment of the intermediate bearing. After adjusting the bearing, and installing the original steel shocks. We measured the Stem tube, intermediate bearing, flywheel MB7 and MB6 with our jack-up system and found all measurements inside desired limits. After that we made a deflection on Cyl all with satisfying results We also made a run out (shaft true run) in 4 positions along the shaft line, all measurements with satisfying results. Yard thereafter did a full deflection.. 3

4 Meeting the Present: Ship inspector, Pallikuth Premanand Captain and chef engineer. Ship yard coordinator, Alignment engineer, Munkholm Consult A/S. att, Maik Reimers and Christian Munkholm Purpose for meeting: to plan the procedure for the realignment. After a short visual inspection MC made a list of topics, listed below. These items was then read up in the meeting and agreed by all parties. 1: Draft. According to the calculations done by MC the draft should be 6,5m during the alignment to give the best condition, this is draft, however is not reachable without cargo, captain supplied MC with calculations regarding draft deeps, and MC will make a new shaft calculation. 2: Water. During inspection water was found in the general area of the shaft line +150/250mm, and tanks. Due to a pipe leak. Upon visual crank house inspection MC found what looks to be water in the ME oil sump (inside the engine). It seems that after pressure test on ME the pipes was not secured so when water came to engine room it went inside via the pipe. Furthermore there were oil under the ME, so the bottom flywheel teeth were submerged in oil/water. This makes it a bit difficult to measure. 3: The intermediate bearing. The bearing was open and not sufficiently covered, the top cover and top shell was not covered at all. Both need to be well cleaned before alignment start. Furthermore the seal covers, sims (steel shocks) and foundation bolts needs to be collected, cleaned and placed in a proper place and not 3 different places incl. on the tank top(haft under water/oil. 4: Fitting bolts. All fitting bolts must be cleaned, the threat checked and stored proper. The problem we can get now is that they didn t mark the bolts to the holes. Furthermore they haven t marked the flywheel to the shaft which can be seen by the fact that the shaft wasn t centered to the flywheel. 5: Jack-up beam The org. jack-up beam for bearing replacement inside the ME, was no were to be found, so chef engineer is on a mission to find it, (this is an important part to know there is, if a bearing burns at sea and you don t have the beam, the installment time will be a lot longer. 6: Deflection of ME. We all could agree that no deflection would be made before the oil/water problem is solved. 7: General cleaning in aft end area should be done before alignment procedure is started. 4

5 Pictures from engine room Unprotected bearing parts Example of uncovered pipe Oil level Shaft is not centered to flywheel Holes don t line up Bearing is not covered good enough therefore its dirty inside 5

6 Pictures from engine room Fitting bolts needs to be cleaned (should have been marked to holes Lose bearing parts 6

7 Meeting the Present: Ship inspector, Pallikuth Premanand Captain and chef engineer. Ship yard coordinator, Alignment engineer, Munkholm Consult A/S. att, Maik Reimers and Christian Munkholm Purpose for meeting: to get on track with the preparation for the alignment. The list from the first meeting ( ) there is some points that is not completed to satisfactory condition. New list: 1. Intermediate bearing cleaning. This should have been done after the last meeting, before the bearing surface got very rusty (see picture). Now we have to uninstall the lower part of the bearing and polish the journal area and re-clean the bearing housing, this is double work and a completely waste of time and resources since this could have been avoided, by doing it proper the first time. 2. The intermediate bearing parts a still unprotected and as a result the top cover and bearing shell is dirty again (if ever cleaned). 3. Fitting bolts was supposed to be cleaned. To be fair the bolt tread was greased and checked, but the surface of the bolts was not cleaned or polished at all. 4. The overall cleaning standard is very poor to say the least, there is still oil and grease all over the place. 5. All lube oil pipes has to be installed to be able to lube the ME before turning. Therefore we can t reposition the intermediate shaft to the flywheel. The sum of these point add up to more delay by min one day extra. Even though the yard had ten full days to get this in order.(original time expected 4 days). 7

8 Pictures of Intermediate bearing journal

9 Pictures of Intermediate bearing journal As seen on the first picture from the 16-7 the journal was not in good condition, but now it s considerably worse. 9

10 Jack-up results cold condition Jack pos. All loads in kg Jack factor Measured kg MB 6 0, , / ,2 13,51% OK MB 7 0, ,2 / 960,8 14 1,17% OK Flywheel 1, Calculated kg 3481,4 Rated Load kg max allowed deviation +/- 20% deviation kg deviation in % / ,6 7,53% OK IB 1, , ,6 / 1826,4-129,78 5,68% OK Status Sterntub 1, e 475, / ,71 18,93% OK Explanation of results. Measured kg input comes from the jack-up taken on the vessel. Rated load is according to org. make design. Normal class requirements is to be inside +/- 20% and maximum 80% of max bearing capacity. 10

11 Jack-up MB 6 Jack-up MB 7 11

12 Jack-up Flywheel Sensor 1 (red) flywheel (jacking pos) Sensor 2 (blue) IB deflection measure point Sensor 3 (green) Sterntube 12

13 Jack-up Intermediate bearing Sensor 1 (red) aft side of IB (jacking pos) Sensor 2 (blue) flywheel deflection measure point Sensor 3 (green) Sterntube Explanation of measurement. During a normal jack-up the standard setup doesn t allow you to see any graphic during the measurement which limits you, to see the finished graphic only and not the reaction on the bearings during the measurements. Our system allows us not only to see the reaction during the measurements but is also capable of showing us the nearby bearing reactions during the measurement. This gives us a unique why to understand the measurement. Ex. During this measurement S3 is moving as soon as the load is applied at S1. This is because of the very low load residing in the sterntube (as per makers design). So when seeing this measurement with a normal system you would (without knowing it) take the result higher on the graphic and getting a higher load result then the actual IB load reaction. When getting near 8ton we see the S2 sensor moving this tells us the same as the S3 now the flywheel reaction is also in play. If the standard system was used the IB result in this condition would have been must higher (and wrong). This is one of the reasons many vessels in this size doesn t have any jack-up reports from newbuilding or service time. If you don t have proper equipment you result will never correspond to the calculations. 13

14 Jack-up Sterntube At 0,20mm lift the seal will start to leak (very little) 14

15 1/100MM Munkholm Consult A/S Run out of shaft (trueness) /360 flywheel IB shaft fwd at IB at sterntube IB Fwd sterntube liner flywheel Maximum allowed deviation 0,30mm The run out shows a result better than many new vessels, so this is very satisfying. 15

16 Deflection Munkholm Consult A/S Deflection before repair Munkholm Consult A/S Crankshaft Deflection Costumer xx Hours Ship epic Burano Measured by yard Date Engine 6S35mc-6 Temp bot 33 Temp top 33 Measured in 1/100 mm CFM Clockwise Deflection Tolerance vertical Tolerance horizontal Crank A B C D E Vertical deflection Horizontal deflection Max Min Max Min , , , aft A B C D E Crankshaft deflection Vertical deflection Horizontal deflection Tolerance vertical 10 Tolerance horizontal aft Crank Negative deflection Positive deflection Please Note: when doing deflection, the aft 3 cyl. Always Need to be without force from turning gear. That means for every point, stop and make sure teeth on gear is not forcing the flywheel. 16

17 Deflection Munkholm Consult A/S Deflection after alignment Munkholm Consult A/S Crankshaft Deflection Costumer xx Hours Ship epic Burano Measured by crew Date Engine 6S35mc-6 Temp bot 33 Temp top 33 Measured in 1/100 mm CFM Clockwise Deflection Tolerance vertical Tolerance horizontal Crank A B C D E Vertical deflection Horizontal deflection Max Min Max Min , , aft A B C D E Crankshaft deflection Vertical deflection Horizontal deflection Tolerance vertical 10 Tolerance horizontal aft Crank Negative deflection Positive deflection After realignment of IB we are satisfied 17

18 Deflection Munkholm Consult A/S Deflection after repair Munkholm Consult A/S Crankshaft Deflection Costumer xx Hours Ship epic Burano Measured by yard Date Engine 6S35mc-6 Temp bot 33 Temp top 33 Measured in 1/100 mm CFM Clockwise Deflection Tolerance vertical Tolerance horizontal Crank A B C D E Vertical deflection Horizontal deflection Max Min Max Min , , aft , A B C D E THIS IS MEASURED IN COUNTER CLOCKWISE NOT USEBLE Crankshaft deflection Vertical deflection Horizontal deflection Tolerance vertical 10 Tolerance horizontal aft Crank Negative deflection Positive deflection We have requested a new deflection done in clockwise. 18