CONTINUOUS SURVEY OF MACHINERY

Continuous Survey of Machinery (CMS) is a program

approved by Classification Society in which the total number
of survey items is arranged in order to provide for a survey of
approximately 20% of the machinery each year during a five-
year period.
Which should be machinery opened up for survey each year
may be chosen by the owners and split evenly over the five
years, in order to balance the workload, downtime and
maintenance cost each year.
CMS allows owners and operators to spread the costs and
inventory of spares on board over a five year period instead
of carrying out all inspections in the last fifteen months in the
Special Periodical Survey system.
The Chief Engineer is responsible for opening up and carrying
out inspections on certain items of the machinery listing on
the Survey Status. The records of the Chief Engineer's
inspection and an operational test by the attending Surveyor
at a later date may be accepted.
For previously inspected machinery to accept by the
attending Surveyor a Chief Engineer’s CMS Survey Report
with required supporting documents and photos must be
presented to the Surveyor for validation.
Thus, Chief Engineers should keep records of inspection
carried out to be used to credit machinery items at the next
Annual Survey of the vessel.
Chief Engineers Continuous Machinery Survey Report should
include:
1. Ship's Name
2. IMO number
3. Flag
4. Owner's Name
5. Chief Engineer's Name
6. Chief Engineer's License details
7. Date of Survey
8. Voyage details
9. Name of surveyed equipment
10. Condition found
11. Details of overhaul/inspection/repair
12. Repaired or replaced parts
Only one visit of the Surveyor during Annual Survey, or, other
periodic surveys may be used to credit items covered by the
Planned Maintenance system and inspected by the Chief
Engineer since the last Annual PM Survey.
Below machinery items must be verified personally by the
attending Surveyor: System Piping (All) , Valves (All), Sea
Chests, All Operational Tests, Fire Pumps.
Fire Fighting Equipment
Main Engine Crankpin and Crosshead bearings
All Safety Devices, Trips and Relief Valves
Air Receivers with associated Relief Valves and Safety Devices

Heat Exchangers and Unfired Pressure Vessels with design

pressures over 6.9 bar (7kgf/cm2, 100 psi) and associated
Relief Valves Steering Gear , Piping, Pumps and Control/Relief
Valves
Steam Turbines
BEARING REMOVAL
Q2. Under CSM bottom end bearing of a large 2 stroke slow
speed engine is due for survey
A. As Second Engineer explain the procedure involved in
complete inspection of a bottom end 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.
E. Which half of the bearing is subject to greater wear?
F. Which are the various causes of wear down of the
bearings.
CSM
Continuous Survey of Machinery carried out for RO every five
years.
Chief Engineer may carry out survey of certain items as listed
by RO if the ship is operating under MPMS - Approved
Machinery Planned Maintenance Scheme.
PRECAUTIONS
Immobilization permission from port authority has been
obtained.
Work permit – indicating number of persons involved having
PPE.
Engage turning gear, confirm turning gear ammeter reading.
Propeller clearance
Indicator cocks open
Stop lube oil pump
Start air v/v shut
Open crankcase doors.
Carry out complete ventilation.
Check all special tools available.
Hydraulic jacks.
Lifting gear.
Examined for defects and are certification.
Read through manuals and C/E instructions.
Check clearance of bottom end bearing due for CSM.
To check bottom end bearing clearance
Turn the engine to BDC.
Isolate the turning gear, and climb down into the crank pit.
Measure the clearance using feller gauge.
The clearance is measured on the bottom half of the bearing
because the mass of the running gear acting downwards
means that top half of the bearing is sitting on the journal.
On large 960 mm bore clearance can be o.8mm.
PROCEDURE
Turn engine and bring concerned unit to TDC.
Screw eye bolts into threaded holes on either side of lower
bearing half.
Attach chain blocks, wire strops and take up slack.
Remove locking plates and slacken bearing nuts using
hydraulic jacks.
Remove jacks and nuts
Using chain blocks lower the bearing cover.
Care taken not to damage the threads of the bolts or the
crankpin journal.
Remove the bearing cover from the crankcase.
Remove the locking on the bearing bolts and remove the
bolts.
Clean the bolts and hang them for survey.
REMOVING BOTTOM HALF
Fit four guide shoe retaining blocks in to the crosshead
guides.
This will prevent the crosshead and connecting rod from
moving down when the engine is turned.
Wrap a strap around the bottom of the connecting rod and
attach to chain block mounted on the stbd side on the engine
PLACING STOPPERS
Turn the engine while pulling the lower part of the
connecting rod with the lifting tackle so that the crankshaft
turns out of the half of the bearing.
Take care that the crankpin does not foul on the top edge of
the bearing. The crank shaft can be turned to the BDC and
the top half of the bearing examined/removed.
REMOVING TOP HALF
WHICH HALF OF BEARING SUBJECTED TO GREATER WEAR
The top half of the bearing always subjected to greater wear
due to two main reasons.
1. Because the load on the con rod is always downwards
on a two stroke engine, it is the top half of the bearing
which takes the load. Oil is supplied down from the
crosshead, through a bore in the con rod and round the
outside of the top shell to the ends of the bearing half
where it is fed into the bearing through two holes. The
bottom half of the bearing may have a groove cut into it
to assist in carrying the oil around.
 2. Unlike the bottom half of the bearing which is lubricated
through a hydrodynamic film formed the top half called
as loaded half receives inadequate hydrodynamic
lubrication, especially if the clearance is in excess of the
recommended value then the excessive clearance will
lead to loss of hydrodynamic film and resulting in metal
to metal contact generating heat on the loaded half of
the bearing (top half) where now only boundary
lubrication is taking place.
3. The cooling effect of the oil may not be enough and
wiping of the bearing will result which can lead to
damage of the crankpin and a hot spot generating an oil
mist leading to a crankcase explosion.
Calibration of Crankpin bearing
Turn crank to BDC.
Insert a feeler gauge at bottom of the bearing shell in both
sides and note down.
When adjusting bottom end bearing, use of thin lead wire is
better result than feeler gauge.
Clearance must not exceed 0.1 mm than original.
If limit exceeds, crankpin bearing disassembled for
inspection.
CAUSES OF BEARING WEAR DOWN
OVALITY
Caused by the varying downward load on the crankpin as the
crankshaft rotates. Although this can occur on main bearings,
it is the crankpin which is more susceptible. Must not exceed
25% of bearing clearance or there is chance of losing
hydrodynamic lubrication.
Circumferential scoring of pin and bearings: Caused by hard
impurities in the oil which can embed in the shaft bearings
metal.
Corrosion of pin and bearing material
In both cases, identified by pitting. In the bearing, corrosion
of the tin in the bearing material produces hard scales of
stannic oxide which can cause the scoring mentioned above
caused by sea water contamination of LO, acidic LO because
of oxidation or bacterial contamination.
Wiping of the bearing due to metal to metal contact between
the sliding surfaces which causes increased frictional heat,
resulting in plastic deformation of the white metal.
If the wiping is not severe or only affects the ovality,
inspection of the bearing will show a smearing of the
material. Can be caused by overloading, poor surface finish
of pin ( due to scoring or pitting), or because the oil is
contaminated by water, or is the incorrect viscosity. All of
these will affect the ability of the bearing to build up a
hydrodynamic oil film.
Spalling/cracking of the bearing material, where the bearing
material has broken away from the steel backing shell. Can
be caused by faulty manufacture, overloading or because the
steel shell of the bearing can move in the bearing housing.
This could be because of fretting between housing and shell,
or in the case of Sulzer two stroke engines, where the oil to
lubricate the bearing is led around a groove in the top shell,
this can cause distortion due to the oil pressure which is fed
from the crosshead LO supply 12 bar/
CHECKS
1. Bearing shell thickness for top and bottom bearing shells.
2. Crankpin diameter for ovality.
3. Check fillet for cracks.
4. Check crankshaft for twisting, mark on crank pin and webs.
3. Scoring marks on crankpin.
4. Length of crank pin bearing bolts for elongation.
5. Check for any cracks on bolts, condition of threads.
SCORING
Caused by foreign bodies in LO
Due to bad filtration or because of tin oxide from corrosion in
bearing from salt water contamination. Also affects bearing
and journal.
PITTING
Usually caused by acidic attack or corrosion, Although spark
erosion can be a cause.
Acidity in lube oil can be due to oxidation, bacterial attack or
because the oil has lost its alkalinity reserve. Affects bearing
and journal.
WIPING
Can be partial or complete
Caused by overheating of the bearing material causing it to
melt.
Due to break down of hydrodynamic film it can be because of
overloading.
Water contamination, excessive clearance, lack of oil, low
viscosity.
Affects bearing with possible scoring of crankpin.
OVALITY
Due to varying downward load and angularity of control.
If ovality exceeds 25% of bearing clearance, hydrodynamic
lubrication can be affected.
Affects bearing and journal.
TESTS ON COMPLETION OF SURVEY AND REASSEMBLY
REASSEMBLY
Turn the engine in reverse direction so that the connecting
rod and top half bearing rest on the crank pin. Turn to stop to
remove the four guide shoe retaining blocks from the
crosshead guides.
Bring the unit to TDC.
Lower the bottom half in crankcase and heave it up to rest
against the top half.
Put up the bearing bolts and tighten the nuts by hand.
Tighten the nuts hydraulically.
Lock the bolts on top and bottom by locking plates.
On completion of work, ensure all tools removed from
crankcase
Measure and record bearing clearances to ensure that it is
within manufacturers limits.
Check oil flow through bearing, without oil the bearing will
wipe within seconds.
Check floatation of bearing on journal.
Turn engine on turning gear through at least two revolutions,
observing ammeter reading, comparing with readings taken
before.
This will ensure there is no tight spot which may result in
failure.
Run engine for 30 seconds on low load, open crankcase doors
and check bearing temperature, and any evidence of white
metal in crankcase.
Repeat after 5 minutes and 30 minutes run. This will highlight
any abnormal overheating and may prevent damage to
crankpin should bearing fail. After 30 min check, the engine
load can be gradually increased over 2 hours period to full
load. This will allow the bearing to “bed in”.
Bearing Defects, Inspection, Clearances on Ships
Bearing Defects
Abrasive damage: Fine scratches caused by particles in the
lube oil. Very common on HFO burning engines.
Erosion damage: Removal of the overlay in strips caused
when the oil supply pressure is low or rapid journal
movements occur. More usual on medium speed engines.
Fatigue damage: The overlay becomes detached from the
lining when the bearing load becomes too high. The bearing
surface loads cracked paving.
Corrosion: Discoloration and roughening of the bearing
surface indicates that the oil has become acidic.
Wiping: This is overlay removal by melting wiping can be re-
alignment of the bearing to journal, but if too much metal
has been removed then clearances may be affected.
JOURNAL DEFECTS
Cracks: These will appear at the high stress points of the
fillet radii and oil holes. These cracks may be removed by
light grinding, but engine de-rating would be required if deep
/ numerous cracks are found.
Scoring: Similar problem to the abrasive damage.
Overheating:
As the bearing is weaker than the shaft, the bearing should
fail first. However if the engine is run on a failed bearing then
shaft overheating will occur. This ‘bluing’ of the shaft
increases the hardness of shaft and hence the shaft is less
able to resist crack growth. Classification states a maximum
hardness for crankshaft journal.
BEARING INSPECTION
Edge wear
Score & scratch (striation wear)
Overheating surface (blur/violent colour show heating
cracks)
Cavitation & erosion (10% bearing surface)
Corrosion
Crack in galvanic layer
Pitting & fretting
FACTORS AFFECTING BEARING CLEARANCE
Desired operating temperature – extremely critical
Engine speed
Oil flow
Oil film thickness
Working viscosity of lubricant
Load carrying capacity
Operating temperature
Engine ambient temperature.
Measurement of Bearing Clearance on Ships
It is important that regular checking of bearing clearance is
carried out, as the clearance determines the effectiveness of
lubrication.
Lead wire
Traditional method, but requires that bearing are tightened
just to obtain clearance.
Accurate as long as load is not over squeezed. Lead is not to
squeeze blow 1/3 rd of original diameter.
Turn the crank shaft and set the crank at TDC position.
Remove locking arrangements, mark the nut position.
Slacken the nut and lower the bottom half with bolts.
Then three lengths of lead wires would be laid
circumferentially in the bottom half at three places.
Place the bottom half into position and tighten the nut to its
tightening torque.
Lower down the bottom half again.
Remove the lead wires and take the measurement.
It must have within the limit, if out of limit, the bearing shell
must be replaced with new ones or readjust the clearance by
adjusting shims.
Feeler gauge
Quick method, but more difficult to be accurate when using
the long feelers as measuring point may not be the minimum
point.
Turn the crank shaft and set the crank at BDC.
Insert the feeler gauge between lower half and crank pin.
Take the measurement readings.
Plastic gauge
Relies on the width of a plastic strip after compression. More
accurate than leads.
Bridge gauge
Depends on bedplate condition and crankshaft rigidity.
Bridge gauge is an instrument for main bearing wears down
measuring.
Remove the lube oil supply pipe.
Remove upper bearing half and fit the bridge gauge.
Then take the measurement by inserting feeler gauge.
Micrometre
More accurate
EFFECT OF EXCESSIVE CLEARANCE
Low LO pressure
Reduce load carrying capacity
Pounding will case and bearing will damage.
High impact load on crankshaft.
REMOVAL OF CRANKPIN BEARING OF FOUR STROKE ENGINE
REMOVAL OF CRANK PIN BEARING
1. If the auxiliary engine is getting decarbonised, assumed
that cylinder head has been removed and the piston load can
be taken by the overhead chain block.
Bring the bearing to a convenient position and loosen the
nuts of the connecting rod bearing hydraulically or using the
torque spanner. If necessary a marking can be made on the
nut and con rod.
Remove the con rod bearing nuts and bolts, this way the
bottom half of the bearing shell and bearing keep can be
removed from the crankcase.
With weight of the piston taken up turn the crankshaft thus
exposing the upper bearing shell. This can be removed by
hammering with mallet one end of the shell.
With the crankpin bearing shell out the piston can be easily
be removed from top of the unit.
NOTE remove the blurr or wedge.
4 stroke connecting rod –
1. Only the big end bearing are of split type.
2. Oblique cut is provided in the crank pin side so that it can
be taken out easily with the piston from the cylinder head
side because in previous design it was not possible to take
out the connecting rod directly from the upward side
because it width is more that was the reason we provide
oblique cut.
3. The top end bearing may be of bush type bearing.
4. It is subjected to high compressive and low tensile stresses
of bending as well as axial type.
5. It connects the crank pin directly to the piston gudgeon
pin.
CONNECTING ROD AND BIG END BEARING ARRANGEMENT
CHECKS
4 stroke connecting rod –
Note – Surveyor mostly ask that why serration is been given
in the bottom end of connecting rod in 4 stroke engine, the
reason to give serration at that place so that they can take
the shear stress because function of cut and bolt is to join the
two surface not to take the stress so that could be taken care
by serration.
Q. What things to check in connecting rod at the time of
unit overhaul?
Ans – This question is very frequently asked by the surveyor
and there could be a number of things that you can check in
connecting rod but the surveyor wants to listen the three
main points which I covered below –
1. Check the ovality of big end bearing, for that you need
to remove the pin and tighten the nut and belt at
required torque by the hydraulic jack and check the
ovality after that.
Note – Max ovality allowed = 0.05 mm (Standard Value, may
change depending upon your engine specification)
2. Second thing that you need to check in the connecting
rod is the bending of the connecting rod for that you
need to take a very fine rod and put that rod in the drill
passage which was given for the flow of oil. If it move
inside the passage without any restriction or it goes
freely then everything is okay.
3. Third and the most important thing that you need to
check in the connecting rod is the serration which can
take the shear stress, to check the serration you need to
perform the dye penetrant test
Note – The ovality of big end bearing is negative because of
the serration
BOTTOM END BOLTS
Because of the stress reversal mentioned above, bottom end
bolts have a limited life. This varies from engine to engine,
but is generally around 12-15000 hours. If a bottom end bolt
was to fail in operation, then the results would be disastrous.
Bottom end bolts should be treated with care when removed
from the engine during overhauls. They should be inspected
for any damage to the surface from which a crack could start.
This damage could be due to corrosion (water in LO) or
because of incorrect handling.
Q. With reference to the main engine bottom end bearing:
(a) Describe FIVE faults which might be found on the
bearing and/or the crankpin during a survey inspection,
indicating a possible cause for each fault.
(b) Describe the procedure for checking and adjusting a
bottom end bearing clearance.
VARIOUS FAULTS
(1) Ovality: caused by downward load on crankpin as
crankshaft rotates.
Not exceed 25% of bearing clearance or danger of losing
hydrodynamic lubrication.
(2) Circumferential scoring of pin and bearing: caused by hard
impurities in oil, enter into soft bearing metal.
(3) Corrosion of pin and bearing material:
caused by S.W, FO, or F.W contamination and acidic LO due
to oxidation or bacterial contamination.
Both are identified by pitting. Corrosion of tin alloy in bearing
material produces hard scabs of stannic oxide,
Cause scoring and serious damage to bearing and pin.
(4) Wiping of the bearing:
metal to metal contact between sliding surfaces causes
increased frictional heat, resulting in plastic deformation of
white metal.
Caused by overloading, poor surface finish of pin (due to
scoring or pitting), or water contamination or incorrect oil
viscosity.
All of these will affect the formation of hydrodynamic oil film.
If wiping is not severe or only affects the over layer,
inspection of the bearing will show a smearing of material.
(5) Cracking of the bearing material:
broken away from steel backing shell.
Caused by faulty manufacture, overloading or bearing steel
shell move in bearing housing or fretting between housing
and shell.
PROCEDURE FOR CHECKING AND ADJUSTING A BOTTOM
END BEARING CLEARANCE
(1) On large two stroke engines, to measure clearance on a
bottom end bearing turn the unit concerned to BDC by
inserting a feeler gauge at the bottom of the bearing shell in
both sides.
(2) For a four-stroke engine, procedure is similar but measure
the clearance from outside the engine
(3) For thin shell bearing types, clearance is not adjustable
and when clearance reaches a maximum, replace bearing.
(4) In case of thick shell bearings, the clearance is adjusted by
fitting or removal of shims between the bearing halves.
(5) As bearing wears, clearance will increase, shims removed
or reduced in thickness after bearing is opened.
(6) Shims on both sides have equal thickness.
(7) On large two stroke, typical bearing clearance is about 0.5
mm.
(8) An average wear rate of 0.01 mm per 10,000 hours is
regarded as normal.
Q6. A. Discuss the consequences of failure to maintain
correct clearances in the case of main diesel engine
crankshaft and bottom end bearings.
B. Sketch a bottom end bearing paying particular attention
to the arrangement of ensuring uninterrupted flow of oil to
the top end bearing.
CLEARANCE NOT MAINTAINED
Continuous shearing of the oil film within a highly stressed
bearing generates a considerable amount of heat to dissipate
this, oil is allowed to leak from the open edges of the bearing
and the loss made good by pumping cool oil into the low-
pressure side (low hydrodynamic pressure).
Leakage is largely governed by bearing clearance and pump
pressure.
Too little clearance will cause overheating and introduce the
risk of metal to metal contact.
Excessive clearance will delay the build up of the
hydrodynamic film, with consequent knocking and wear
when starting.
There is also a risk of the pump and galleries failing to keep
pace with the high leakage rate, leading to breakdown of the
hydrodynamic film.
BOTTOM END BEARING

The sketch illustrates a modern two stroke bottom end

arrangement. A forged steel con rod complete with bottom
end bearing housing is shown.
The bottom half of the white metal bearing can either be cast
into the cap or, like the top half, be a separate steel backed
shell. The clearance is built in and non-adjustable. When it
becomes excessive the bearing is changed.

Oil is supplied down from the crosshead, through a bore in

the con rod and round the outside of the top shell to the
ends of the bearing half where it is fed into the bearing
through two holes.
The bottom half of the bearing may have a groove cut into it
to assist in carrying the oil around.
Studs screwed to the bottom half on the bearing caps. When
removing the bottom end cap, care must be taken not to
damage the crankpin. Because of the varying load on the
crankpin, it has a tendency to wear oval, this should be
checked as excessive ovality 25% of clearance can affect
hydrodynamic lubrication.
Distortion of the bearing top half due to downward oil
pressure from the crosshead has been known to separate the
white metal from the steel backing.
Q. (a) What is thin shell bearing and explain the white metal
bearing corrosion.
(b) Explain factors which appear to contribute towards the
formation of tin oxides and associate problems.
Thin shell bearing

In main engine, thin shell bearings are mostly used.

Consist of a steel backing strip coated with a layer of white
metal.
WHITE METAL BEARING CORROSION
White metals are tin based; contain a higher proportion of tin
than other compounds. (tin, Antimony, lead)
Due to electrolyte corrosion, tin forming extremely hard,
brittle in presence of moisture.
These oxides are a grey to grey-black coloured, surface layer
on the white metal, either in local patches or completely
covering bearing.
The hardness of this brittle oxide layer twice that of steel
if it became detached, serious damage to bearing and journal
surfaces occur.
The formation of the oxide layer is reduced clearances,
overheating and seizure etc.
Factors which appear to contribute towards the formation
of tin oxides
The tin in the white metal can oxidize.
Factors which appear to contribute towards the formation of
tin oxides are:-
Boundary lubrication at starting conditions
Surface discontinuities
Concentration of electrolyte
Oil temperature
Stresses in the bearing metal
Additives in the lub oil can add some degree of protection as
efficient centrifuging.
Stannic Oxide is much harder than the white metal and can
cause two problems:
Prevents absorption of dirt particles abrasive particles are
stuck to the surface of the white metal.
Local overheating and melting occurs
The oxide is brittle and crack with piece edge projecting out
Both these results in scoring of the journal;
In addition, the presence of water in L.O cause the oxidation
of metals in the bearing causing metal to grow
This can reduce bearing clearance and can lead to bearing
failure.