Procedure for Removing Main Bearing of MAN B&W MC-C

Engine
Efficient maintenance of main engine of the ship ensures
smooth running, higher efficiency, and minimum breakdown.
Main bearing of the main engine is one such part which can
withhold the working of the whole engine if confronted with
a fault. In this article we will have a look at the procedure for
removal of main bearing of MAN B&W MC-C Engine.
Moreover, the main bearing of a ship’s main engine must be
overhauled when its running hours as stated by the engine
maker have been completed. Apart from this, if there is any
sign of bearing worn out or if the bearing temperature is
going high, it is imperative to open the main bearing for
inspection.
The procedure for opening of the main bearing is as follows:
1) Inform company and take permission.
2) Take immobilization certificate from port state Authority
stating that the main engine will not be available for a
particular period of time.
3) Read the manual and have a tool box meeting with
everyone involved in the job. Discuss the procedure.
4) Prepare important tools and spares to be used in
operation.
5) Prepare risk assessment with the personnel involved in
operation.
6) Shut starting air valve for main engine.
7) Open indicator cocks of all the units.
8) Engage turning gear and put it in remote control. The
remote control switch to be operated by in charge of the
operation.
9) Stop main lube oil pump.
10) Open crank case doors.
11) Put blower and ventilate it thoroughly.
12) Prepare enclosed space entry checklist.
13) After sufficient ventilation, wearing proper PPE enter
the C/C.
14) Make sure that the main bearing measuring tool (depth
gauge) is calibrate and set to ‘0’.
15) Open the screws of lube oil pipe connection and insert
the depth gauge and measure the clearance between upper
bearing keep and journal.
16) Compare this reading with the earlier reading in the
record or the new bearing reading.
17) Now disconnect the lube oil pipe line.
18) Turn the crank throw so that it is towards the exhaust
side.
19) Now mount the hydraulic jacks and loosen the main
bearing stud nuts.
20) Mount the lifting tool for main bearing keep and lift the
keep using a pulley and a wire rope.
21) Note the marking on the main bearing keep before
lifting for correct direction of the keep
22) Guide the keep safely outside with a help of another
chain block and place it on a wooden base once it is out.
23) Mount the tool for lifting the upper bearing shell and
place it safely outside.
24) Place the strong back (cross piece) support on the bed
plate so that its ends rest on the cross girders.
25) Mount the hydraulic jack on the cross piece placing it
such that it lies beneath the crank webs.
26) Mount a dial gauge on the adjacent main bearing so
that the lift of the crank shaft can be recorded.
27) Now with hydraulic pressure (1500-1650 bar) lift the
crankshaft corresponding to the main bearing clearance to
the adjacent main bearing, and check the lift with the help of
a dial gauge.
28) Remove the lock screws from the lower shell.
29) Place the dismantling tool on the lower bearing shell
such that the flap enters the oil groove.
30) Pull the bearing shell round and up so that it lies on the
journal and take it out safely.

Note: Top Main bearing clearance: max- 0.58mm, min-

0.40mm
Calibration of main bearing
Too large difference in crankshaft deflection readings, check
individual bearing
Method (1): After removing the bearing top cover and shell, a
special ‘Bridge’ gauge is placed.
Clearance is taken by inserting a feeler gauge between bridge
gauge and the journal.
Method (2): A special retractable feeler gauge is inserted
between upper shell and journal to take reading.
Method (3): Remove screws of lube oil pipe from main
bearing cap, set measuring tool (dial gauge) to zero and
insert into bore of screw to take reading.
The clearance must not exceed 0.1 mm than original.
JACK BOLTS FOR MARINE ENGINE
Bending stress is one of the major reasons for failure or
cracks in the ship’s Main engine support girders of the bed
plate, installed just below the main bearing. To minimize this
problem, SULZER uses Jack bolts instead of holding bolts for
the main bearing.
What are Jack Bolts?
Jack bolts are hydraulically tightened long studs with
incorporated hydraulic connection which holds the upper
keep of the main bearing intact. They do not pass through
the main bearing keep housing but do hold the keep by using
hydraulic tension applied and maintained externally.
The Jack Bolts are at an angle of 15 ̊ with the vertical plane
and tightened at hydraulic pressure of around 600 bars.
Advantage of Jack bolts
The jack bolts are mounted on the top of the upper keep,
unlike conventional holding bolt which are placed at side of
the keep as they are passed through the hole provided on
the housing for their stud.
This allows the tie rod to be placed nearer to the crank shaft
center line, which ultimately reduces the bending stresses on
the cross girder of the engine.
OPENING PROCEDURE OF JACK BOLTS
Opening procedure for Jack Bolts
Remove the locking wire ‘11’.
Unscrew threaded plugs for oil input to cylinder ‘7’ and in
their place screw in connectors 94933 firmly. Connect them
to HP oil p/p 94931.

Tension jack bolts with about 620 bars and keep this pressure
constant until both nuts ‘8’ have been unscrewed by about 1
to 2 turns.
Release pressure to zero by opening release valve ‘V’. And
remove the connector 94933.
Unscrew both nuts ‘8’ until the jack bolts can be removed.
Close oil input holes again with threaded plugs to prevent
entry of dirt.
TOOLS
Tools: Key to illustration:

1 special feeler gauge -94123 1. Thrust bolt

8. Nut

1 Depth gauge -94126 2. Column center

part 9. Milled face for spanner

1 HP oil -94931 3. Bearing cover

10. piston seal ring
3 Pressure Gauges 1000 bar -94932 4. Vent v/v
11. Locking wire

2 connectors -94933 5. Lock wire

D- pressure space

HP hoses -94935 6. Set screw

S- round bar
Open end spanner to item 9 7. Cylinder
V- Release valve
TENSIONING OF JACK BOLTS
Compare the three pressure gauges 94932 with a calibrated
pressure gauge to correct pressure.
Clean the seating surface of the jack bolts on the main
bearing keep.
Fit the thrust bolts turning their cylinder ‘7’ to such a position
that the connectors with pressure gauge can be fitted,
tighten nut ‘8’ with a round bar ‘S’ (without any extension).
Screw in both connectors and then connect them to HP
hydraulic p/p.
Establish distance ‘a1’ and ‘a2’ with depth gauge 94126. The
difference between them should not increase by 0.1mm.
Remove locking wire ‘5’ and slightly loosen vent valve ‘4’
while actuating the oil pump till all the air is removed from
pressure space ‘D’. Then tighten vent v/v ‘4’ and lick it with
locking wire ‘5’.
Now give a pressure of 600 bars and make sure all the 3
pressure gauges show same pressure. Hold this pressure.
Tighten both nuts ‘8’ with a round bar ‘S’ till fully seated on
cylinder ‘7’(check seating with feeler gauge)
Release the pressure and check distance ‘a1’ and ‘a2’,
difference should not be more than 0.1mm.
Finally lock the jack bolt with a locking wire ‘11’.
Q5. Under Continuous Survey of Machinery, the main
bearing of a large slow speed engine is due for survey.
A. Explain the procedure involved in the inspection of a
main bearing;
B. List the precaution to be taken;
C. Indicate the reasons for possible defects which could be
encountered and state how they may be rectified;
D. What test are carried out on completion of survey and
reassembly.
SAFETY CHECKS
1. At least 20 minutes interval is to be provided after
stopping the engine before opening the crank case doors
2. Obtain propeller clearance from the deck department till
the job is completed. Engage turning gear.
3. Collect all the necessary tools and ensure they are in good
condition
4. Carry out a crank case entry safety test check.
PROCEDURE FOR DISMANTLING
Procedure for dismantling:-
1. Dismantle the lube-oil supply pipe connection and remove
the pipe length connected to the bearing cover.
2. Turn the crank of this unit so that the webs are on
starboard side and horizontally placed.
3. The oil clearance on top side of the bearing should be
measured using long feeler gauge and recorded.
4. Attach the eyebolt for lifting device on the A- frame at top
of the bearing.
5. Attach the suitable lifting gear (ratchet chain block) with
suitable slings and connect it to the eyebolt fitted in the oil
pipe connection hole.
6. The holding nuts are dismantled with the hydraulic
dismantling device. Nuts slackened and removed and bearing
cap taken off by lifting gear.
7. The top half bearing is lifted off by the lifting devise. All
parts dismantled are taken out of crank case and placed on
the engine floor plates over wooden planks to prevent
scoring damage.
8. The engine makers provide two strong jacks connected to
a hand hydraulic pump, supported on a strong rail support.
This devise is to slightly jack the webs so that the bottom
bearing half is clear of the journal and can slide out easily.
See sketch below. The amount of lifting the webs is restricted
to a maximum of 0.2 mm.
Using the special rolling device connect the cord of the
device to the lifting device after placing the bearing support
(stop) properly on the bottom half bearing joint face and
rolling the two cords on the bearing half end flanges. See the
sketches given below.
When the bottom half bearing shell has turned
through180deg the bearing shell is held by hand, the eyebolt
fitted in the hole provided for same and the bearing half
lifted out of the crank case for examination.
PRECAUTIONS
(b)The bottom half and top half shells are cleaned and
examined for cracks and looseness of the white metal. Oil
channels in bottom half cleaned, especially if swiped metal
has filled the channels.
Thin walled shells of modern engines are renewed if they are
worn out or damaged.
POSSIBLE DEFECTS
(C) The reasons for scoring of the bearing metal and its
wiping out or excessive wear may be attributed to
inadequate oil pressure, excess oil clearance or grit and solid
impurities present in the oil due to inefficient filters.
Whilst fitting the bearing, the journal is smeared with oil and
the bottom half placed in location and slipped inside till it
comes to the correct position. The jacks are unloaded and
removed out.
BRIDGE GAUGE

Before fitting the top half and the bearing cover, the bridge
gauge readings are taken and recorded. Method of taking
bridge gauge reading is given by sketch as under.
The clearance taken at the top of the journal gives the drop
caused by wear of the bottom half if this wear is excessive
the bottom half shell has to be renewed for modern engines
using thin walled bearings. In older type engines the bottom
halves had remetaled and suitably machined.
TESTS
After checking this clearance the assembly process is
completed by placing the top half bearing and fitting the
cover with the holding down nuts fully tightened to their set
values , and fitting the oil pipe. The top half oil clearance is
checked again and recorded. The crank is turned through one
full revolution with L.O. pump on to check for leaks.
The oil flow of leakage from the top half at ends should be
observed. The turning gear is dis- engaged, all lifting gear and
tools are removed from crank case and the engine is ready
for operation.