measuring report from 16/07-2017 · pdf fileconclusion 29-07-2017 ... run out of shaft ......

Munkholm Consult A/S 29-07-2017

Epic Gas Turkey/Istanbul

Munkholm Consult A/S Mob CM : 0045 60152480 Myhlenbergvej 62 Office : 0045 98571234

9510 Arden E-mail Christian Munkholm

Denmark [email protected]

WEB: munkholmconsult.dk [email protected]

1

Measuring report

From

16/07-2017 Epic Burano

By Christian Munkholm







2

Index Index.......................................................................................................................................................... 2

Conclusion 29-07-2017 ......................................................................................................................... 3

Meeting the 16-07-2017 ........................................................................................................................ 4

Pictures from engine room 16-07-17 .................................................................................................... 5

Pictures from engine room .................................................................................................................... 6

Meeting the 26-07-2017 ........................................................................................................................ 7

Pictures of Intermediate bearing journal 16-07-17 ............................................................................... 8

Pictures of Intermediate bearing journal 26-07-17 ............................................................................... 9

Jack-up results ..................................................................................................................................... 10

Jack-up MB 6 ....................................................................................................................................... 11

Jack-up MB 7 ....................................................................................................................................... 11

Jack-up Flywheel ................................................................................................................................ 12

Jack-up Intermediate bearing .............................................................................................................. 13

Jack-up Sterntube ................................................................................................................................ 14

Run out of shaft (trueness) .................................................................................................................. 15

Deflection before repair 15-05-17....................................................................................................... 16

Deflection after alignment 27-07-17 ................................................................................................... 17

Deflection after repair 29-07-17 ......................................................................................................... 18







3

Conclusion 29-07-2017 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 re-

ally 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 re-

sulted 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 4-5-6 all with

satisfying results

We also made a run out (shaft true run) in 4 positions along the shaft line, all measurements with satis-

fying results.

Yard thereafter did a full deflection…..







4

Meeting the 16-07-2017 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.







5

Pictures from engine room 16-07-17

Example of

uncovered

pipe

Unprotected

bearing parts

Shaft is not

centered to

flywheel

Holes don’t

line up

Bearing is

not covered

good enough

therefore its

dirty inside

Oil level







6

Pictures from engine room

Lose bearing

parts

Fitting bolts needs to

be cleaned (should

have been marked to

holes







7

Meeting the 26-07-2017 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 (16-07-17) 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).







8

Pictures of Intermediate bearing journal 16-07-17







9

Pictures of Intermediate bearing journal 26-07-17

As seen on the first picture from the 16-7 the journal was not in good condition, but now it’s

considerably worse.







10

Jack-up results

cold

condition

All

loads in

kg

MB 6 0,9 1922 1729,8 2000 2400 / 1600 -270,2 13,51% OK

MB 7 0,9 1350 1215 1201 1441,2 / 960,8 14 1,17% OK

Flywheel 1,3 26783481,4

3765 4518 / 3012 -283,6 7,53%OK

IB 1,02 2111 2153,22 2283 2739,6 / 1826,4 -129,78 5,68% OK

Sterntub

e1,01 471

475,71400 480 / 320 75,71 18,93%

OK

20%

Jack

pos.

Jack

factor

Measured

kg

Calculated

kg

Rated

Load

kg

max allowed

deviation +/-deviation

kg

deviation

in %Status

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.







11

Jack-up MB 6

Jack-up MB 7







12

Jack-up Flywheel

Sensor 1 (red) flywheel (jacking pos)

Sensor 2 (blue) IB deflection measure point

Sensor 3 (green) Sterntube







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.







14

Jack-up Sterntube

At 0,20mm lift the seal will start to leak (very little)







15

Run out of shaft (trueness)

Maximum allowed deviation 0,30mm

The run out shows a result better than many new vessels, so this is very satisfying.

0 45 90 135 180 225 270 315 0/360

flywheel 0 -4 -2 0 -1 3 4 1 0

IB shaft fwd 0 5 2 1 -1 -2 2 0 0

at IB 0 -2 -1 -1 -1 -1 -1 -1 0

at sterntube 0 -1 -4 -4 -2 -1 -3 -1 -1

-20

-15

-10

-5

0

5

10

15

201/100MM

IB

flywheel

Fwd

sterntube

liner







16

Deflection before repair 15-05-17

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.

Munkholm Consult A/S Crankshaft DeflectionCostumer xx Hours Ship Measured by Date

Engine 6S35mc-6 Temp bot Temp top

CFM Deflection Tolerance vert ical Tolerance horizontal

Crank A B C D E Vert ical def lect ion Horizont al def lect ion M ax M in M ax M in

1 0 3 18 8 1 17,5 5 24 -24 24 -24

2 0 2 5 5 3 3,5 3 24 -24 24 -24

3 0 -1 1 2 3 -0,5 3 24 -24 24 -24

4 0 2 4 3 2 3 1 24 -24 24 -24

5 0 -1 0 2 2 -1 3 24 -24 24 -24

6 aft 0 3 12 9 2 11 6 24 -24 24 -24

A B C D E

Negative deflection Positive deflection

Clockwise

epic Burano yard 15-05-2017

33 33 Measured in 1/100 mm

-30

-20

-10

0

10

20

301 2 3 4 5 6 aft

De

fle

ctio

n

Crank

Crankshaft deflection

Vertical deflection

Horizontaldeflection

Tolerance vertical

Tolerancehorizontal







17

Deflection after alignment 27-07-17

After realignment of IB we are satisfied





1 0 0 0 24 -24 24 -24

2 0 0 0 24 -24 24 -24

3 0 0 0 24 -24 24 -24

4 0 1 -3 -2 -5 -0,5 -3 24 -24 24 -24

5 0 2 1 -3 -5 3,5 -5 24 -24 24 -24

6 aft 0 5 7 2 -2 8 -3 24 -24 24 -24

A B C D E


Clockwise

epic Burano crew 27-07-2017


-30

-20

-10

0

10

20

301 2 3 4 5 6 aft

De

fle

cti

on

Crank


Vertical deflection


Tolerance vertical

Tolerancehorizontal







18

Deflection after repair 29-07-17

We have requested a new deflection done in clockwise.





1 3 12 18 6 0 16,5 -6 24 -24 24 -24

2 2 3 -2 -1 0 -3 -4 24 -24 24 -24

3 2 -1 -3 -2 0 -4 -1 24 -24 24 -24

4 4 1 1 -1 0 -1 -2 24 -24 24 -24

5 3 0 -5 -4 0 -6,5 -4 24 -24 24 -24

6 aft -1 -10 -15 -10 0 -14,5 0 24 -24 24 -24

A B C D E

THIS IS MEASURED IN COUNTER CLOCKWISE NOT USEBLE


Clockwise

epic Burano yard 01-03-2015


-30

-20

-10

0

10

20

301 2 3 4 5 6 aft

De

fle

cti

on

Crank


Vertical deflection


Tolerance vertical

Tolerancehorizontal

measuring report from 16/07-2017 · pdf fileconclusion 29-07-2017 ... run out of shaft ......

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