Preparation for Crack Testing - Novermber 01, 2005

Preparation for Crack Testing Photographs © Dan Cross 2005
Shows starboard main engine crank-shaft with both HP & LP connecting rods secured and bottom ends removed	Amongst the necessary tests to be carried aboard the 'Daniel Adamson' so as to comply with the requirements of the MCA (Maritime & Coastguard Agency) and simply as a safeguard for ourselves, it will be necessary to perform crack testing of the main engine crankshafts. In order to do this the various bearings of the shafts must be opened up, to allow access to the journals etc It also allows us to inspect the condition of the bearings and journals whilst allowing careful measurement of clearances and wear. Not surprisingly as in all things aboard 'Daniel Adamson' we are dealing with some heavy machinery, admittedly nothing on the scale of an ocean going vessel's main engine, but with no on board crane or specialised equipment to ease the process it is heavy enough! As will be seen from the following photographs we have now opened up all bottom end bearings and made ready the main bearings ready to lift off as well. Hopefully the accompanying captions will assist in explaining some of the procedures involved and our findings so far. These photographs were taken on November 01, 2005.		Close up view of LP journal (stb'd main engine) also securing nuts freed off on main bearing cover (centre)
'Getting in there' Steve Lawrinson & Walter Graham commence by removing the split pins from the port HP bearing bolts			Wally standing in the bilge leans between the steam reversing engine & eccentric rods to access the outboard bolt holding the port engine HP bottom end bearing
The 'flogging spanner' in place, secured by Steve's (safety) boot!	The 'persuader' is applied, or in other words the spanner is started with the aid of a lump hammer!	A 'busman's holiday'? Steve Lawrinson, normally accustomed to this type of thing on a 12 cylinder 96,000 horse-power diesel!!	Close up showing the 'eye bolt' in place in one of the bottom end bolts, this will allow the bottom shell to be lowered under control when the nuts are released, the shell is then swung clear of the shaft and the engine turned to release the top half of the bearing as the crank shaft is rotated (meanwhile the connecting rod is secured in place by bolts fitted in the cross-head slides)
Close up of the starboard HP journal, as can be seen some 'scoring' is evident, hopefully nothing too serious.	Detail of the starboard LP bottom end bearing halves (top-left/bottom-right) with evidence of wear towards the forward end	Detail of the stb'd. HP bottom end (same config.) much greater wear and evidence of loss of lubricating oil at some stage, oil grooves damaged and white metal shell having run. More white metalling required here!	Close up detail of scoring and pitting of white metalled bearing surface, not a pretty sight, but serving the purpose it was designed for.
Close up of top bearing half showing damage to oil grooves, proof that lubrication had not been getting where it was needed.