BED PLATE

MAIN ENGINE BEDPLATE

A structure which make the base of an engine upon which the
bearings and frame are mounted. “The bedplate consists of high,
welded longitudinal girders and cross girders with cast steel bearing
supports.”
The engine is mounted on resin or cast iron chocks and bolted to the
hull using holding down bolts.
The engine must be securely fixed into the ship. As the engine turns
the propeller, the propeller tries to push or thrust the propeller shaft
and engine crankshaft forward into the ship. The thrust bearing
which is situated at the aft end of the engine transmits this thrust
from the crankshaft to the bedplate.
The bedplate is mounted on chocks and is securely bolted to the
engine foundation plate on which it sits and which forms part of the
structure of the hull.
MAIN ENGINE BEDPLATE
The Engine must also be lined up with the propeller shaft. If the
engine output driving flange was higher or lower, or to port or stbd
of the propeller shaft, then it is easy to visualise that trying to
connect them would cause bending stresses to be set up.
The engine must also be bolted to a flat surface. If the surface was
uneven, then when the bolts were tightened the bedplate would be
distorted, which in turn would distort the crankshaft, causing
unacceptable stresses to be set up when the engine was running.
Before the engine is bolted down it is supported on jacks whilst it is
aligned with the tail shaft bearing. This can be done by stretching a
wire above the tail shaft and crankshasft, and measuring the distance
from the wire to the crankshaft bearing centres. Modern methods
use a laser.
The bed plate is subjected to the following forces
1. The force of the gas pressure in the cylinder
2. The inertia forces of the moving masses.
3. Side thrust from guide faces
4. Weight of all the engine parts located above bed plate.
5. Torque reaction from propeller
6. Hull deflections
7. Vibration forces due to torque fluctuations, shock loading and
thermal stresses
8. Forces due to ship’s movement in heavy seas.
FUNDAMENTAL REQUIREMENT OF BED PLATE
• Strength
• Lightness
• Toughness
• Simple Design
• Access
• Dimensions
• Seal
• Rigidity
DESIGN CONSIDERATIONS
Small engines – single casting of cast iron
Large engines– Two longitudinal girders run length of the engine.
Connecting these longitudinal girders are the transverse girders
positioned between each crank throw. In this there are main bearing
pockets for crankshaft. The steel is as per class specifications usually
low carbon steel of carbon content 0.23%.
CAUSES FOR BED PLATE TO CRACK
1. Cracks can be at the welds where longitudinal girder joins
transverse girder.
2. Under the bearing pockets radial or can be in line.
3. Faulty maneuvering Techniques.
4. Uneven loading.
5. Over loading.
6. Slack tie bolts and loose holding down bolts.
Bed plate can be welded or bolted in later the distortions are
minimum.
BED PLATE CRACKS

TYPES OF BEDPLATE
The two types of bedplates in general use are as follows:
(i) Trestle type.
(ii) Box form or flat-bottomed type.
TRESTLE TYPE

TRESTLE TYPE ADVANTAGES

Elevated seating.
Robust bed plate.
Rigid transverse.
Well like structure in double bottom.
Reduced height.
Medium sized engines.
BOX TYPE
BOX TYPE/FLAT TYPE ADVANTAGES
Reduced weight.
Bolted directly to double bottom tank top.
Can be fabricated.
Sulzer, MAN B&W uses this.
PRE-FABRICATED ADVANTAGES
Good strength against shock loads.
Modern welding technology Used.
Easy to repair.
Vibration characteristics are poor because of various welds.
Complete bed plate is annealed at 600 c… 1hr/25mm of plate
thickness.
PRE FABRICATED TRANSVERSE GIRDERS
MATERIAL:
Cast iron
Hybrid: fabricated mild steel for longitudinal Cast steel for
transverse.
MACHINED AREAS
The following surfaces of bedplates are machined:
(a) Top for frame attachments.
(b) Side for side chocks and entablature cover plates.
(c) End for thrust block housing, turning gear and end chocks.
(d) Bottom for chocks, tie bolts, oil sump pan.
Sulzer RLA
Longitudinal- single plate girder of fabricated steel
Cross girder- part fabricated steel and part cast steel main bearing
saddle,
Man-KSZ 70/150 C/CL
Longitudinals-single plate girders of fabricated steel.
Cross girder- fully cast steel welded to longitudinal girder.
Bottom oil pan- flat plate steel, welded.
TYPES USED
B& W- GFCA
Longitudinal- single plate girder of fabricated steel
Cross girder -fully cast steel welded to longitudinal girder.
Bottom oil pan- flat plate steel, welded.
FAULTS IN A BED PLATE
Cracks
Oil leaks
Loose chocks
Describe with aid of sketches the following types of bedplates as
used for a large I.C. engine:
1. Bedplate cast in section
2. Fabricated steel bedplate
BEDPLATE CAST IN SECTION
Cast iron is used to construct a one piece structure bedplate.
This one piece structure used for medium speed engine due to
problems that arise as size of casting increases.
Cast iron has poor performance in tension & its modulus of elasticity
is only half of steel, hence for same strength & stiffness a Cast Iron
bedplate requires more material to be manufactured.
Result in increase in cast compared to same sized fabricated
bedplate.
It does not require heat treatment
It is easily machined
It is good on compression.
Master mould can be used many times. Cost reduces when
manufacturing for series of engines.
Good noise and vibration damping quality.
FABRICATED BEDPLATE
Modern large engine bedplates are constructed from a combination
of fabricated steel & cast steel.
As modulus of elasticity for steel is nearly twice that of cast iron,
hence for same stiffness of structure roughly half amount of material
would be required, resulting in light weight.
It require heat treatment for relieving stress.
Easy to manufacture & repair.
Cost effective.
FABRICATED STEEL LONGITUDINAL MEMBER
BEDPLATE STRESSES
Bedplate is subject to varying tensile stress, bending stress,
compressive stress & thermal stress due to various factors which are:
Fluctuating gas pressure from cylinder during combustion & power
stroke.
Inertia force of moving masses
Torque reaction from propeller.
Hull deflection. Vibration forces due to torque fluctuations, shock
loads.
SECURING ARRANGEMENT
Engine bedplate is supported on series of chocks fitted around
underside of base of bedplate.
Chocks sit on tank top foundation.
Holding down bolts pass through holes in bedplate chocks and
foundation plate.
When all holding down bolts are tightened, bedplate is held fast to
hull structure.
SECURING ARRANGEMENT
Holding down bolts should be checked regularly for tightness. If they
are allowed to come loose, then the mating surfaces will rub against
each other and wear away in a process known as fretting. If this
continues and the bolts are subsequently tightened down, the
bedplate (and main bearings) will be pulled out of alignment.
CHOCKS AND HOLDING DOWN BOLTS ARRANGEMENT
The main engine is fitted on the ship’s hull with the help of holding
down bolts and chocks. The floor where the engine is installed is
excessively strengthened by heavy flooring and using additional bars
and girders. The bedplate which is the base of the engine is attached
by means of holding down bolts and chocks arrangement.
There are mainly two chock materials that are used to hold the main
engine-
1. Cast steel Chock
2. Epoxy resins Chock.
Cast steel chocks require expertise for installation and are expensive
to use. In today’s time, marine engine makers are recommending
epoxy resin based chocks which do not require any special measures
and are also cost effective.
CHOCKS TYPES
Support chocks
Side chocks
End chocks
Main chocks are usually fitted beneath the longitudinal frame. Side
chocks are fitted in line with the main bearings. End chocks two in
numbers, are fitted at the end of the main engine. These are
provided with ”through bolts” so that they limit the forward motion
of the engine.
PURPOSE OF CHOCKS
Chocks are used to compensate for the natural unevenness of the
tank top
And provide engine with flat bed seating as close as to test bed of
engine.
Arrangement of holding down bolts and chocks should be:
Support weight of the engine.
Secure engine rigidly in all sea conditions.
Withstand and transmit guide forces and propeller trust.
Provide enough stiffness to avoid resonance with propeller and
engine induced vibrations.
Maintain alignment of engine.
SIDE CHOCKS
Side chocks are fitted to prevent the engine from moving sideways
due to the movement of the vessel or because of the sideways
component of thrust from the reciprocating and rotating parts. The
chock is welded to the foundation plate as shown, a liner is hand
fitted on a 100:1 taper and then driven home.
This is a side chocking arrangement, where after driving the liner
home, locking screws are hardened down as shown.
SUPPORT CHOCK
END CHOCKS
COMPLETE ARRANGEMENT OF BED PLATE AND CHOCKS

Preparation and Installation of Marine Engine

While installing the engine, first the whole engine- its crankshaft,
intermediate shaft and propeller shaft along with propeller are
aligned in a straight line. This is done by following a brief procedure:
Clear the area where chocks and holding down bolts are to be fitted.
Prepare the chock well before time by mixing hardener and resin as
required by the weight or volume ratio.
All holes for bolts must be kept pre-drilled and bolts available but
not be inserted.
Prepare foam dam for chock’s installation.
Ensure there is no hot work going on nearby the operating place.
The pouring temperature must be more than 25 °C. If less, heat the
solution while pouring.
Fit a holding bolt in the hole drilled and spray releasing agent
chemical on them
Pour resin mixture around the inserted bolt.
POURABLE EPOXY
The advantages claimed for "pourable" epoxy resin chocks over the
metal chocks include:
- Quicker and cheaper installation.
- Lower Bolt tension by factor of 4 when compared to metal chocks.
- Elimination of misalignment due to fretting and bolt slackening.
Because of the intimate fit of resin chocks and the high coefficient of
friction between resin and steel the trust forces are distributed to all
chocks and bolts thus reducing the total stress on fitted Bolt by about
half.
EPOXY RESIN CHOCKS
Advantages over cast iron chocks
Approved by all class.
Better contact without machining the bedplate or tank top.
Can be operated at 80°c.
Fuel & L.O. corrosion eliminated.
No fretting because these gets adhered to the bed plate.
Reduces noise.
Fitting is in hours not in days or weeks.
high physical properties at elevated temperature.
EPOXY TECH
Removal of grease paint oil mill scale and rust particles.
Thickness 25mm not restrictions as such
Below 13 mm and above 44mm is also possible
Chock area no less than 130cm² for each
Apply a thin film of inorganic zinc for corrosion resistance
Quantity required is volume of resin + extra 10%.
Preparation and Installation of Marine Engine
Tighten the holding down bolt with the help of hydraulic jack at
required pressure.
Side chocks are fitted in line with main bearing girders.
End chocks are fitted at aft and fore end to resist axial trust from the
propeller.
The dried up time of epoxy resins depends on the steel temperature
which goes from no cure to a curing time of 48 hours.
TIGHTENING
The classification societies requirement is that holding down bolts be
checked by a surveyor, within each survey circle. this interval of time
may be too long and the bolts should preferably be checked at six
monthly intervals, unless there is a case history of the bolts going
slack more frequently. Checking holding down bolts can be carried
out on board the ship itself.
In new vessels, the bolts should be checked within one month of the
commencement of the maiden voyage, or earlier if possible. The
interval may then be gradually increased if all is found in order. After
a vessel has been through bad weather, the bolts should be checked
as soon as possible.
A rough method of checking holding bolts is the hammer test. Hold
the tip of the thumb on one side of the nut face and strike the nut on
the opposite side. If the nut is slack, the nut and stud spring against
the thumb and then retract. the movement can be felt against the
thumb.
If a holding down bolt is of the fitted type, this test cannot be used,
and a hydraulic jack must be used. Due to the presence of bilge
water on the tank top at various times, the holding down bolt nuts
may rust and seize on the studs.
In this case, the seized condition makes it seam as if the nut is tight.
The hammer testing method, however, can be used in finding slack
nuts, even when they are seized on a stud.
Advantages:
Deliver almost 100% contact even on a rough surface.
Cheap installation and no special hands are required.
Chemical resistant
Non corrosive
Disadvantages:
If engine is misaligned or chocks are incorrectly fitted, the overall life
reduces.
Over tightening or stressing of holding bolts may lead to chock
damage.
Maximum temperature of exposure is 80 °C.
The holding down bolts and chocks are very small components they
must be inspected and checked regularly for tightness as loose bolts
may lead to heavy engine vibration, misalignment, bearing damage,
and even crankcase explosion.
EFFECTS OF LOOSE HOLDING DOWN BOLTS
Fretting will occur between chocks bedplate and tank top.
If re tightened then permanent misalignment.
Reduce stiffness of holding down bolts.
Vibrations may be induced.
Increased load on remaining chocks.
The same bolt may again loosened.
Torsional stresses on crankcase due to misalignment.
PROCEDURES TO FIT CHOCKS
Alignment
Chocks of 45-50 mm jacked up
Tapered chocks 1:100
80% of contact area
crankcase deflection
MAINTENANCE
1st check- 500 Hrs
2nd check- 1000 Hrs
3rd check- 2000 Hrs
4th check- 4000 Hrs
5th check- 8000 Hrs
Subsequently every 8000 Hrs
CONSIDERATIONS
Machinery dead weight 7kg/cm²
No. and dia. of holding down bolts
Total dead weight includes tensioning of bolts should not exceed 35
kg/cm²
Effective area of chocking
Expected temp.
Holding down bolt torque to be adjusted 2.5 times more than the
dead weight.
No allowance for shrinkage is necessary but we need a allowance of
0.001 *t, for the tightening of holding down bolts.
HOW TO
Condition resin and hardener for 24 hrs in temp of 20-25°c to
suitable mixing and pouring viscosity.
Fit all bolts and hand tight them to a torque.
Construct dams height not less than 12mm and width not more than
20mm
Mix the resin and hardener– 200rpm for 3 min
After 3-4 hrs of pouring bring plate temp to
16-18 °c for 48 hrs
19-21° c for 24 hrs
Above 21° c for 18 hrs
EPOXY RESIN CHOCKS

INSPECTION CHECKS AT INSPECTION OF BED PLATE

A bedplate is the lowermost portion of a marine engine (2 and 4
stroke), which supports the engine structure and is also one of the
most loaded constructional parts of the engine. For large engines,
the bedplate is fabricated in parts with flat bottom type construction
having high surface finish.
The bedplate is later arranged together during installation in large
engines, whereas for smaller engines the bedplate is fully casted.
For large bedplates the material used can be cast or prefabricated
steel or a mixture of both.
The important requirement for large engine bedplate is to use
material with low carbon steel with maximum carbon content of
0.23%.
For small bedplate, cast iron with internal vibration damping
characteristics is used, which reduces the frequency of cracks in the
bedplate. The main components of any bedplate are longitudinal and
cross girders.
The important functions of bedplate are:
To support the static load of stationary engine frame and blocks.
To support the dynamic load of the running gear
To support the crankshaft and hold it in perfect alignment
To distribute the static and dynamic load generated by running
engine onto the ship structure
To collect the crankcase lube oil and transfer it to the sump tank
from where the lube oil pump can take suction.
To fasten the engine to the tank top transmitting propeller thrust to
the hull structure
To contribute to the hull strength of the ship at engine room bottom
structure
It is important to keep a regular check on the bedplate as it’s the
foundation of the marine engine. The inspection of bedplate is also
included in the planned management system of engine.
MAIN ENGINE AND LOCATION OF COMPONENTS

Following checks to be carried on the bedplate during inspection:

Cracks: Cracks is the most common problem that occurs on the
bedplate structure. Following areas to be carefully checked for
cracks:
Welding portion which joins the transverse girders to the
longitudinal girders.
Under the bearing pockets where cracks can emerge to be radial or
follow the line of the pocket which holds the bearing
Radially at tie bolt and frame bolt holes
Around lightening holes provided in the bedplates and girders
At the base of main bearing keeps
Faulty welding: It is to be checked on newly delivered engine or if
any welding repairs are carried out in the recent past
Faulty casting – It is to be checked on newly delivered engine with
casting construction
Corrosion: As the bedplate is the bottom structure fitted in the bilge
section of the engine room, it comes in contact with various fluids
such as oil, water etc. and therefore is prone to corrosion. A close
check should be made for identifying corrosion.
Loose Frames: The bedplate is held together with A frame and
entablature of the engine by means of tie rod. Check the tie rod is
tightened and there is no loose portion between the frame and
bedplate.
Faulty Holding Down Bolts: The holding down bolts keeps the
bedplate in position with the bottom structure of the ship. Check for
loose holding down bolts and tighten as per the manual if found
loose. Also, check for shearing and fretting on the holding down
bolts.
Oil leakages: The bedplate is also responsible to collect the lube oil
and transfer it to engine sump. Check for any oil leakage from the
bedplate or the joint between the bedplate and the frame.
Ship’s engineers are responsible to ensure that marine engine
bedplate is inspected at regular intervals of time and all faults are
identified and repaired at the earliest.
Failing to do so will result in heavy vibrations, misalignment of
crankshaft, and reduction in engine efficiency and failure of engine
components.
Holding Down Bolts – Marine Diesel Engines
A typical holding down bolt (fitted type) is shown in the figure below.
The holes in the tank top are screw cut and the studs are screwed
down, until the conical face, at the lower end of the enlarged part of
the stud, seats on the tank top to form a water tight joint with the
Grommet as shown.
Holding Down Bolts – Marine Diesel Engines

Holding down bolts for modern main propulsion slow speed engines
are of the ‘long sleeve’ type, and are hydraulically tensioned. Owing
to its greater length, it has greater elasticity and is less prone to
cracking, than earlier bolts.
The holding down bolts can only withstand tensile forces, and must
not be subjected to shear stresses.
Actions to be taken for Slack Holding Down Bolts
When the chocks and their mating surfaces on the bed plate and
tank top have fretted, the chocks cannot properly support the
engine. If the holding down bolts are tightened, the crankshaft
alignment may be seriously affected, with lesser effects being felt on
cross head guide and cylinder alignment.
The seriousness of the situation will be depend on the amount of
fretting that has occurred.
Before any tightening of the holding down bolts is carried out, the
alignment of the crankshaft should be checked, by taking deflections
with a dial gauge.
If the crankshaft alignment is satisfactory, the slack chocks can be
removed and smoothed on the mating surfaces and replaced. The
bolts can then be tightened to harden the chock.
After all the walls and chocks have been tightened, the crankshaft
alignment must be rechecked.
Q .With reference to large fabricated bed plate explain
A. With reason why longitudinal strength and rigidity is important
in spite of the contributions made by ship’s structure.
B. With sketches show the combustion loads imposed on piston
and cylinder heads are transmitted to and absorbed by bed plates.
IMPORTANCE OF LONGITUDINAL STRENGTH AND RIGIDITY
The bed plate must be sufficiently rigid to ensure the crankshaft does
not bend excessively when it is subject to cylinder peak pressures
during ignition. In addition the guide’s forces must be
accommodated without distortion and the frames must adequately
support the cylinder block.
While the structure must be strong enough and rigid enough to take
the loading it should also be as light as possible and careful design is
needed to ensure stresses remain within acceptable limits. High
varying stress can result in fatigue failure of components.
The bed plate supports the crankshaft and provides the foundation
for the remainder of the engine structure, consisting of longitudinal
steel girders joined by cast steel cross or transverse girders which
support the main bearings.
Fabrication is employed for bedplate construction and only the
transverse girders are cast. The use of casting eliminates residual
stresses which might be present if the girders were fabricated as
residual stresses are always present in welds.
The longitudinal frames serve the following purposes
To support the cylinder block
To provide mounting points for the guide bars and so take the side
thrust due to the reaction of the angularity of the connecting rod.
To act as part of the main structural longitudinal girder, and enclose
the crankcase.
In addition to these the upper face may also act as the scavenge
space diaphragm unless this function is performed by the cylinder
block.
The longitudinal frame box structure is fabricated from steel plates,
and doors with seals are fitted at various openings to allow access to
the crankcase.
The longitudinal frame carries the weight of cylinder block and other
equipment mounted above, such as the exhaust system and
turbochargers, yet it is also subject to other loading, particularly the
reactions at the guides.
A number of Sulzer engines employ jacking screws to keep the main
bearing caps in place and these act on the frame cross pieces to
impose an additional stress.
Sides of the engine longitudinal frame have a number of openings
and it is important that explosion relief valves are fitted at each
cylinder.
Longitudinal frame design aims to achieve a strong and rigid
structure with the lowest possible weight and minimum need for
machining. The lower face where the frame attaches to the bedplate,
and upper face, where the cylinder block sits, must be machined,
along with the mounting points for the guide bars.
Within the structure provision must be made for the camshaft drive
system whether that be by chain or gears.
Longitudinal support is important because these longitudinal
supports hold the transverse girder and prevent them from
collapsing.
The bedplate has to be as rigid as possible to take up the combustion
load at the same time as flexible as possible toflex and bed with the
ship movement due to waves andloading, ballasting patterns
together with the rest of the hull which heavily reacts to all the
above mentioned factors.
COMBUSTION LOADS ON PISTON AND CYLINDER HEAD
Combustion load imposed on the piston and cylinder heads are
transmitted through the entablature to the A frame which transmits
the forces to the bedplate through the tie-rods which in turn passes
the forces to the bedplate via chocks to tank top and to the ship
structure.
A – FRAME
As the name implies, these frames are “A “ in shape to provide
support to the cylinder block.
“A” frames are usually produced as a single unit, as this helps in
stiffening of the engine.
A welded “A” frame contributes to 40% of the engine’s structural
stiffness. The material is fabricated steel plates.
TIE RODS
Tie rods are bolts which keep the whole engine structure under
compression, they are provided for the engine frame through the rod
supports fatigue strength. They are also provided for proper running
gear alignment which prevents fretting.
Tie rods help to reduce the bending stress being transmitted to the
transverse girder.
Tie rods transmit the gas forces which act on the cylinder head. The
firing pressure force of the piston is directly transmitted to the main
bearing and consequently to the engine frame through the tie rod
support.
HOLDING DOWN BOLTS AND CHOCKS
Holding down bolts along with chocks serves the following functions
Transmit the forced of the engine gas and other forces like guide
forces and inertia forces received on the bedplate to the engine
structure.
To provide a clamping force through friction between bedplate chock
and the ship’s structure in order to resist the propeller thrust.
To provide stiffness to the engine.
To position the engine within the ship’s structure.
HOLDING DOWN BOLTS AND CHOCKS

To provide good alignment of the engine and transmission shafting

and hence equal load on all bearings.
Tighten the holding down bolt with the help of hydraulic jack at
required pressure.
Side chocks are fitted in line with main bearing girders.
End chocks are fitted at aft and fore end to resist axial trust from the
propeller.
The dried up time of epoxy resins depends on the steel temperature
which goes from no cure to a curing time of 48 hours.
Q. With reference to behaviour of fabricated bed plates and frames
in services:
A. Identify various forces imposed simultaneously upon them;
B. Explain how engine structure withstands these forces;
C. State how these forces are transferred to ship’s structure
VARIOUS FORCES
The bed plate is the foundation on which the 2 stroke engine is built.
It must be rigid enough to support the weight of the rest of the
engine, and maintain the crankshaft, which sits in the bearing
housings in the transverse girders, in alignment.
At the same time it must be flexible enough to hog and sag with the
foundation plate to which it is attached and which forms part of the
ship’s structures.
If the bedplate was too rigid, then as the hull is flexed, the holding
down bolts, which source the engine into the ship would likely to
break, and there would be danger of the bedplate cracking.
Various forces acting on the bedplate are
1. Gas forces due to combustion loads.
2. Guide forces created by the oscillating crosshead.
3. Inertia forces of the rotating masses.
4. Hogging and sagging forces of the ship’s hull.
5. Bending movements and twisting forces due to loading &
unloading.
GUIDE FORCES

6. Forces due to weather.

7. Thrust forces due to the propeller and the shafting.
The force on the crosshead guide varies during the stroke of the
piston. At TDC when the gas load on the piston acts vertically
downwards, there is no side component of thrust. However as the
piston starts to move downwards and the angle the connecting rod
makes with the vertical increases, so the component of side thrust
increases.
TOP BRACING

GUIDE FORCES
Top bracing is fitted to some two stroke engines. Sideways vibration
or rocking due to reaction forces at the crosshead and main bearings
may cause damage to the turbochargers and attached pipework as
well as causing vibration in the engine room and through the ship’s
structure.
HOW FORCES TRTANSFERED TO SHIPS STRUCTURE
1. The engine is mounted on resin or cast iron chocks and bolted to
the hull using holding down bolts.
2. The bed plate is mounted on chocks and is securely bolted to the
engine foundation plate on which it sits and which forms part of the
structure of the hull.
3. Tie rod takes most of the loads and transmits to the bed plate
which passes on to the ship hull through chocks.
4. Top bracings are used to handle the side thrust of the engine.
5. Holding down bolts should be checked regularly for tightness. If
they are allowed to come loose then the mating surfaces will rub
against each other and wear away in process known as fretting.
If this continues and the bolts are subsequently tightened down, the
bed plate and main bearings will be pulled out of alignment.
Side chocks are fitted to prevent the engine from moving sideways
due to the movement of the vessel or because of the sideways
component of thrust from the reciprocating and rotating parts.
The chock is welded to the foundation plate.
Q. State with reasons how cracking in EACH of the following
location is caused rectified and avoided
1. A-frame
2. Bedplate longitudinal girder
3. Bed plate transverse girder.
A – FRAME
A frames can be susceptible to cracking, therefore regular inspection
is necessary. Causes can be stress concentration caused by a sharp
change in section, incorrect plate edge preparation, welding root
faults such as lack of penetration.
Another main reason for cracking of the A frame is that the
terminations of the horizontal stringers within the engine are
sometimes too hard.
The A frames are erected over each transverse member. They
support the entablature and with the side plating form the space for
the running gear or crankcase. They carry the crosshead guides in
which the crosshead slippers reciprocate.
Fabricated from low carbon steel max 0.23% they can be of single
plate construction with stiffing webs and stringers to support the
crosshead guides or of a double plate box construction.
Sharp changes of section must be avoided to prevent stress
concentration and cracking.
The guides can be integral with the A frame or manufactured
separately from cast iron and bolted.
After manufacture, crack detecting and stress relieving shall be
carried out. The landing faces are machined and the frames are then
erected on the bed plate, aligned and located using fitted bolts.
TRANSVERSE GIRDER
The most obvious place for cracking to occur in the transverse girder
is under the bearing pocket. These cracks can be radial or
circumferential.
Cracking can also occur at the joining welds between transverse and
longitudinal girders and at any change sharp change in section such
as root of any stiffening webs.
The cracking in the transverse girder of a bed plate will be due to
fatigue or in other words the action of a varying tensile stress.
Circumferential cracking can be caused by overloading of the units
either side of the bearing pockets, causing flexing of transverse
girder. This can also happen if the plate thickness of the girder is not
substantial.
Radial cracking can be caused by bending moments set up due to
slack or broken tie bolt. Cracks can start from where the transverse
girder is welded to the longitudinal girder or where there is a change
in section at the root of any stiffening webs.
LONGITUDINAL GIRDER

Gives longitudinal strength, maintains alignment by giving sufficient

rigidity to withstand Hogging and Sagging of ship’s hull.
PLACES OF CRACKS
1. Weld around the bearing pocket
2. Junction weld
3. Radially at tie bolt and frame bolt holes
4. Around lightening holes.
5. At the base of main bearing.
CAUSES OF DEFECTS
1. Poor level of manufacture, and inspection. This will affect the
quality of the welds primary but can also account for stresses locked
into the structure from new, although post manufacturing heat
treatment should reduce this.
2. Incorrect operation of engine. Imbalance of engine firing loads, on
rotating masses due to piston removal will affect stress levels.
3. Incorrect tension and maintenance of fastenings such as holding
down bolts, tie bolts and top bracings.
4. Incorrect operation of vibration dampening units. Vibration occurs
due to three main sources
Hull structure vibration excited by axial vibration of the crankshaft.
Hull structure vibration excited by varying propeller thrust induced
by varying tension and transverse vibration due to crosshead guide
forces.
Most detunes on axial dampeners are fixed units with little
adjustment. However they can internally wear and their efficiency
should be checked by vibrations measurements on regular interval
inspection.
INSPECTION AND REPAIR OF ENGINE STRUCTURE CRACKS
In order to determine if cracks are present, inspections should be
concentrated on the areas where crank/dejects are most common.
The initial search will probably be carried out visually with cracks
appearing as paint dejects. The defects should be recorded as to :
position, length and orientation.
If possible clean the surrounding area and use NDT to improve
inspection. Dye penetrant is easy to use and interpret, but magnetic
particle inspection MPI will show those cracks which are beneath te
surface.
Note that fatigue cracks occur with very little plastic deformation and
the absence of any deformation makes detection more difficult.
ACTION AFTER DETECTING CRACK
The following course of action should be taken
1. Most cracks are dormant on will only grow slowly and not pose
any problems. Always check tension of surrounding bolts. A crack can
only grow when the stress levels imposed on it are higher than the
strain energy which it can dissipate through the parent material.
2. Should the crack be found to be growing, especially if accelerating
then action should be taken.
If shore facilities are not available, then try to bridge the crack and
place the crack affected area in compression. This will include drilling
and tapping out, drilling the end of the crack can beneficial but
finding the crack tip will be difficult.
If shore facilities are intensive, then the crack should be removed
and filled by metal similar and superior to the parent metal. This will
include gouging by grinding on, then welding with possible pre and
post heat treatment.
Obtain approval of Class Surveyor before and after such work and
closely monitor the following work.
Try and obtain the welding procedure approval certificates to be
used, so that checks can be made the welder is following laid down
procedure. Poorly carried out work may worsen the defect rather
than improve it, as “Delayed cold cracking” may occur. This type of
failure is the most common in higher tensile steel, heavier steel
structure, and joints involving canting’s.
Q. A. Describe the engine bed plate, its functions.
B. What checks you will carry out on the bed plate.
BED PLATE AND FUNCTION
A bedplate is the lowermost portion of a marine engine (2 and 4
stroke), which supports the engine structure and is also one of the
most loaded constructional parts of the engine. For large engines,
the bedplate is fabricated in parts with flat bottom type construction
having high surface finish. The bedplate is later arranged together
during installation in large engines, whereas for smaller engines the
bedplate is fully casted.
For large bedplates the material used can be cast or prefabricated
steel or a mixture of both. The important requirement for large
engine bedplate is to use material with low carbon steel with
maximum carbon content of 0.23%. For small bedplate, cast iron
with internal vibration damping characteristics is used, which
reduces the frequency of cracks in the bedplate. The main
components of any bedplate are longitudinal and cross girders.
FUNCTIONS OF BEDPLATE
The important functions of bedplate are:
To support the static load of stationary engine frame and blocks
To support the dynamic load of the running gear
To support the crankshaft and hold it in perfect alignment
To distribute the static and dynamic load generated by running
engine onto the ship structure.
To collect the crankcase lube oil and transfer it to the sump tank
from where the lube oil pump can take suction
To fasten the engine to the tank top transmitting propeller thrust to
the hull structure
To contribute to the hull strength of the ship at engine room bottom
structure.
It is important to keep a regular check on the bedplate as it’s the
foundation of the marine engine. The inspection of bedplate is also
included in the planned management system of engine.
CHECKS ON BED PLATE
Following checks to be carried on the bedplate during inspection:
CRACKS: Cracks is the most common problem that occurs on the
bedplate structure. Following areas to be carefully checked for
cracks:
Welding portion which joins the transverse girders to the
longitudinal girders
Under the bearing pockets where cracks can emerge to be radial or
follow the line of the pocket which holds the bearing.
Radially at tie bolt and frame bolt holes
Around lightening holes provided in the bedplates and girders
At the base of main bearing keeps
Faulty welding: It is to be checked on newly delivered engine or if
any welding repairs are carried out in the recent past.
FAULTY CASTING – It is to be checked on newly delivered engine with
casting construction
CORROSION: As the bedplate is the bottom structure fitted in the
bilge section of the engine room, it comes in contact with various
fluids such as oil, water etc. and therefore is prone to corrosion. A
close check should be made for identifying corrosion.
LOOSE FRAMES: The bedplate is held together with A frame and
entablature of the engine by means of tie rod. Check the tie rod is
tightened and there is no loose portion between the frame and
bedplate.

FAULTY HOLDING DOWN BOLTS: The holding down bolts keeps the
bedplate in position with the bottom structure of the ship. Check for
loose holding down bolts and tighten as per the manual if found
loose. Also, check for shearing and fretting on the holding down
bolts. OIL LEAKAGES: The bedplate is also responsible to collect the
lube oil and transfer it to engine sump. Check for any oil leakage
from the bedplate or the joint between the bedplate and the frame.
Ship’s engineers are responsible to ensure that marine engine
bedplate is inspected at regular intervals of time and all faults are
identified and repaired at the earliest. Failing to do so will result in
heavy vibrations, misalignment of crankshaft, and reduction in
engine efficiency and failure of engine components.
Q. A. With reference to fatigue of engineering components explain
the influence of stress level at cyclical frequency on expected
operating life.
B. Explain the influence of material defects on the safe operating
life of engineering component.
C. State the factors which influence the possibility of fatigue
cracking of a bed plate transverse girder and explain how the risk of
such cracking can be minimized.
STRESS LEVEL AT CYCLIC FREQUENCY
Fatigue is the progressive and localized structural damage that
occurs when a material is subjected to cyclic loading.
The nominal stress values are less than the ultimate tensile stress
limit, and may be below the yield stress limit to the material.
Fatigue occurs when a material is subjected to repeated loading and
unloading. If the loads are above a certain threshold, microscopic
cracks will begin to form, eventually a crack will reach a critical size,
and the structure will suddenly fracture.
The shape of the structure will significantly affect the fatigue life,
square holes or sharp corners will lead to a elevated local stresse
where fatigue cracks can initiate. Round holes and smooth
transitions or fillets are therefore important to increase the fatigue
strength of the structure.
LOW STRESS HIGH FREQUENCY
HIGH STRESS LOW FREQUENCY
High stress-low frequency curve. Typical of an air vessel being
topped up automatically.
S – N CURVE
In high-cycle fatigue situations, materials performance is commonly
characterized by an S-N curve, also known as a Wohler curve. This is
a graph of the magnitude of a cyclic stress (S) against the logarithmic
scale of cycles to failure (N).
HIGH STRESS, LOW FREQUENCY CURVE

MATERIAL
* Materials can be tested to find the relationship between the
applied stress and the number of stress cycles. These tests produce
the characteristic S-N curves as reproduced below, and attempt to
define the number of cycles to failure for the two variables of S and
N.
* It can be seen that if the level of stress increases, then the time to
failure is reduced, and the component will fail earlier. Similarly if the
component is operated for too many cycles, then it will also fail at
the normal level of applied stress.
S – N CURVE

S – GRAPH

The influence of material defects on the safe operating life of

engineering component Surface roughness, porosity or foreign
inclusion (Slug, oxides) abrupt change in section due to
manufacturing defects causes severe stress raisers and reduce
fatigue strength.
– Coarse grain, chemical composition and cold working causes
residual stress to remain in the material and reduces the fatigue
strength of material.
– Corrosion environment, erosion during service and decarbonisation
during processing or heat treatment reduces fatigue strength.
– When a material defect occurs, then the level of stress in a
localized area around that defect will rise. The level of the stress
increase will be dictated by the position of the crack, its orientation
to the applied stress, and the level of applied stress in the material.
Normally any material defect, which increases the stress level, will
cause the component to fail at an earlier stage.
Factors which influence the possibility of fatigue cracking of a bed
plate transverse girder
The bedplate acts as the main strength member, maintains correct
alignment and supports the weight of the components. It must be
capable of withstanding the fluctuating forces created during
operation and transmit them to the ships structure. In addition it
may also collect lubricating oil. In slow speed engine design, it
consists of a deep longitudinal box section with stiffening in the form
of members and w.
FATIGUE
ARRANGEMENT
* Transverse members are fitted between each throw of the
crankshaft. These support the main bearing saddles and Tie-rod
connection. They are attached to the structure by substantial butt
welds. To reduce the engine height the sump of the bedplate may be
sunken allowing it to be fitted into a recess in the ships structure.
LOADS & SRESSES ON BED PLATE
The firing load (Gas pressure) acting downwards and tie-rod stresses
acting upwards.
– Primary and secondary forces and external movements due to
rotating and reciprocating masses.
– H-type and X-type guide force movement
– Axial vibration due to in-place bending of crankshaft.
– Torsional stress due to varying torque and propeller thrust.
CAUSES OF FATIGUE CRACKING
– Cylinder overload due to excess power.
– Incorrect crankshaft alignment.
– Manufacturing fault like Small material defect, High residual stress
in weld joints, Hardening of heat affected zone, presence of
dissolved oxygen.
– Tank top deformation due to pressurization of double bottom tank
top or over heating of tank fluid.
HOW THE RISK OF SUCH CRACKING CAN BE MINIMIZES
Bed plate parts are made from mild steel plates and steel castings
which are assembled and welded together so that the bed plate is
strong longitudinally and transversely with good resistance to
twisting along its length.
– The longitudinal strength is obtained by making each side of the
bedplate in the form of a box girder formed with 2 flanges and 2
webs.
– The cast steel cross girders in which the main bearings are placed
contributes the bedplate its transverse strength and resistance
against twisting along its length.
– Apart from the above, resin cast chocks are used between bedplate
and double bottom tank top to absorb the shocks and cycle stresses
which are almost twice as efficient compared to conventional cast
chocks.
TO MINIMIZE THESE EFFECTS THE FOLLOWING ROUTINE CHECKS
SHOULD BE CARRIED OUT
* Monthly checks of engine load using power cards, and measuring
the cylinder peak pressures using peak pressure indicators or power
cards
* Yearly checks of the tie bolt tension
* Yearly checks of the tension of the main bearing jack bolts
* Three monthly checks of crankshaft alignment.
By preventing an increase the applied stress on the girder, the
likelihood of cracking is greatly reduced, however regular visual
checks should also be carried out beneath the main bearing.
Q. If soon after joining a motor ship, you found a number of holding
down bolts slack and fretting to have occurred in the area of slack
bolts describe how you would handle the situation?
SLACK FOUNDATION BOLTS DUE TO FRETTING
This problem would have occurred when the foundation bolts
tightening was carried out during the planned maintenance
schedule.
Fretting of the slack bolts has occurred due to an
increase in the intensity of structural vibration of the engine
frame and the cause may be due to unbalanced peak
pressures and power in all units.
Accordingly the necessary indicator cards and their draw
cards will be taken , and the fuel pump adjustments of the
default units will be carried out and final verification of the
power and peak pressures in all units will be carried out.
The foundation bolts will be retightened in accordance with the
instructions given in the manual.
In the meantime, order for spare foundation bolts from the
engine makers, having corresponded with them through our
office earlier.
The old defective bolts will have to be removed even, if
necessary by drilling out the threaded length in the tank top
from the cofferdam inside, the cut bolts removed and the
new bolts fitted in accordance with the engine makers
instructions.
Request the engine makers service engineer in attendance
during the refitting to advise us on the spot as needed the
final tightening will involve slackening all bolts and
proceeding in the order suggested by the service engineer and
with the required stages of tightening pressure.
A final crank web deflection of all units will be carried out and
compared with past records for any changes. If the readings are
normal, it may be considered that the repair procedure is
satisfactory, but still the monitoring of the tightness of the defective
bolts will have to be continued for about another 1000 hours of
engine running.