ML20093C478
| ML20093C478 | |
| Person / Time | |
|---|---|
| Site: | River Bend  |
| Issue date: | 01/30/1981 |
| From: | Jeffrey Jacobson JACOBSON, J.O. |
| To: | |
| Shared Package | |
| ML20093C471 | List: |
| References | |
| NUDOCS 8401260426 | |
| Download: ML20093C478 (198) | |
Text
{{#Wiki_filter:ENGINE REBUILD REPORT . Motor Vessel Columbia for State of Alaska Division of Marine Transportation Department of Public Works by Jon O. Jacobson, Ph.D. 6869 Woodlawn NE Seattle, WA 98115 for Todd Pacific Shipyards Corporation 1801 16th Ave. SW Seattle, WA 98124 l l January 30, 1981 l
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1 STMfARY The Enterprise Engines povering the Motor Vessel Columbia of Alaskan Marine Highway were studied during':.ieir state of rebuilding in late January, 1981. Data was examined which had been recorded during the disassembly of the engines prior to rebuilding. Dis-cussions were also held with operating and ^ 4n4=trative personnel. Conclusions drawn from analysis of the data lead to performing Non-Destruct 1fe Testing (ultrasound and Die-penetration) of the blocks of both engines. Cracks were found to be present in all four blocks of the engines. 4 i 4 4
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11 TABLE OF CONTENTS I.a,ge, Summary i Table of Contents 11 Introduction 1 Cylinder Bore 2 Cylinder Liner Crush 16 Block Hold-Down Bolts 21 Recommendations 25 Conclusions 26 O I i i
1 1 1 INTRODUCTION , The M/V Columbia was observed on January 21, 1981 and on subsequent days during the rebuilding of its main engines. The engines had been disassembled and many of their components were being refurbished. Some of the cylinder liners on the main car deck appeared to have been honed for replacement. Others showed heavy interior groving and apparently would not be replaced. Limited measurements of the block and liners confirm'ed that deforma-tion was producing out-of-round block and cylinders. In both the main and counterbore regions a growth in diameter and a change from circular
- to oval shape were evident. The counterbore depth of the block was also slightly increased.
No heads were available for inspection, but it was reported that there was a significant problem with the lifetime of the heads. Problems were in the head-to-block sealing and valve guide sealing and life, with excessive s
- 1 cacbon residue in the combustion chamber and carbon blow-by into the valve '
Cover 3. Non-destructive testing of the block was performed to search for cracks and intersticial failures. Radial cracks outward from the cylinder bore and delanination cracks were found in the blocks of both engines. i D
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2 Cylinder Bore l Figure 5 shows the data from the December 19, 1980 measurements l apparently taken from data recorded on December 3,1980 (see Figures 1, i 2, 3, and 4). In addition to diameter measurementa, these figures also show data on the crush measurements for the counterbore. De curve in Figure 5 was added by the investigator to show the average growth in diameter for all cylinders. D e measured values on bore diameter and ovaluess (Figures 1, 2.-3, and 4) indicate that the block was experiencing long-term permanent deformation and the effects of creep and fatigue. Because these effects are to be suspected, an exact metallurgical explanation for the micro- ' scopic flow phenomana is difficult to make without a thorough examiziation. n e avalness of the cylinders, which are greatest in the center of each block, is probably a result of the same combtnation of effects pro-ducing the uniform growth of the cylinder bores. Because growth is seen to be greatest in the middle of the block where temperatures are highest, the cause is probably a creep-temperature relation. At the ends of the l block where metal is at room temperature large expanses of metal are . resisting this deformation. Because the center of the block is hotter than the metal at the ends, the pattern of growth into non-round cylinders is expected to continue. D e cylinder bores are all growing at about the same rate throughout both engines and can be expected to continue at the same or an increasing rate. y>m m- g -
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3 Counter- Liner Counter- Liner Block Liner 12-78 Crush bore Depth Flange Thick bore ID F1. CD ID OD Crush Workbeck 3 2 .003 1.5055 1.506 19.523 19.494 19.008 18.995 3 .0022 1.505 1.506 19.516 19.494 19.008 18.994 .0055 6 .002 1.505 1.506 9 .0013 1.504 1.503 g .005 1.5055 1.505 19.522 19.504 19.009 18.997 3 .0035 1.504 1.504 19.514 19.495 19.006 18.997 6 .003 1.504 1.507 .006 .0055 9 .0025 1.504 1.505 ut .006 1.5 13 1.506 19.522 19.499 19.010 .0059 3 .006 1.5 13 1.505 19.514 19.497 19.004 .0059 .0025 6 .005 1.5 15 - 1.505 .0025 .006 9 .006 1.514 1.505 .0025 Ut .003 1.503 1.505 19.518 19.497 19.010 18.998 .0053 3 .0045 1.5035 1.505 19.509 19.490 19.002 18.995 .0095 .005 6 .002 1.5045 1.506 006 .009 9 .0035 1.503 1.504 .007 CZ .003 1.504 1.504 19.524 19.495 19.012 18.997 .0075 3 .0027 1.5035 1.503 19.511 19.494 19.003 18.996 .005 .005 6 .002 1.5035 1.5035 .006 .0080 9 .0023 1.504 1.504 .0075 12 .0025 1.504 1.507 19.525 19.497 19.011 18.995 .0075 3 .0025 1.505 1.503 19.512 19,496 19.008 18.991 .0072 .005 6 .002 1.5045 1.506 .005 .008 9 .0027 1.505 1.506 .008 12 .002 1.503 1.506 19.522 19.495 19.008 18.998 .007 .006 3 .0017 1.5045 1.505 19.515 19.494 19.005 18.997 .008 .0085 6 .002 1.505 1.506 .007 9 .0017 1.5055 1.507 .0075 12 .001 1.505 1.504 19.521 19.494 19.008 18.997 .004 .0035 3 .0015 1.505 1.504 19.514 19.493 19.006 18.994 .0105 .0105 6 .001 1.5055 1.504 .007 9 .001 1.506 1.505 .005 1 Figure i
4 Counter- Liner Counter- Liner Block Liner 12-78
.., Crush bore Depth Flange Thick _ bore ID F1. CD ID Crush
- OD Workbe:
g .004 1.505 1.505 19.520 19.494 19.006 18.997 3 .0027 1.504 1.505 19.516 19.495 l'.005 18.997 .C03 6 .003 1.504 1.505 .0085 9 .0017 1.504 1.505 g .0025 1.503 1.505 19.520 19.495 19.008 18.998 .005 3 .0028 1.502 1.505 19.516 19.494 19.005 18.996 .005 6 .0025 1.5025 1.503 .0065 .008 9 .0025 1.5025 1.503 c .005 1.5035 1.504 19.523 19.498 19.009 18.997 .005 3 .0037 1.5055 1.504 19.5 12 19.497 19.004 18.998 .006 .0035 6 .001 1.509 1.504 .0065 .0065 9 .000 1.506 1.505 .006
- 12 .001 1.503 1.505 19.528 19.495 19.013 18.997 .006 l
3 .0025 1.503 1.505 19.512 19.496 19.002 18.997 .0055 .0055 6 .002 1.502 1.505 .0055 .007 9 .0018 1.504 1.505 . .0055 12 .001 1.5065 1.502 19.526 19.493 19.012 18.997 .005 3 .0007 1.507 1.503 19.5.2 19.493 19.003 18.997 .005 .004 6 .002 1.505 1.502 .0075 .008 9 .0007 1.505 1.503 .
.0071 12 .002 1.505 1.505 19.525 19.495 19.010 18.999 .0055 3 .0015 1.507 1.505 19.5 15 19.493 19.004 18.997 .004
- 6 .001 1.505 1.505 .004 .0065 9 .001 1.507 1.505 .004 12 .002 1.505 1.505 19.523 19.495 19.010 18.998 .005 3 .0025 1.504 1.505 19.515 19.494 19.005 18.997 .0055 .004 6 .002 1.505 1.505 .004 .005 l 9 .0022 1.505 1.505 .0042 12 .002 1.505 1.507 19.525 19.496 19.011 18.999 .005 3 .0017 1.505 1.506 19.516 19.494 19.005 18.997 .006 .0045 6 .001 1.507 1.506 .006 .006 9 .002 1.507 1.506 .0095 Figure 2
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5 Counter- Liner Counter- Liner Block Liner 12-78
;g Crush bore Depth Flange Thick bore ID F1. OD ID OD Crush L'o rkbec g .005 1.502 1.505 19.520 19.499 19.007 19.001 3 .0045 .504 .503 .517 19.497 .008 18.995 6 .004 .501 .506 .009 .007 9 .0045 .502 .504 tz .005 1.503 1.504 19.522 19.501 19.009 13.997 3 .0035 .500 .504 .514 19.500 .002 18.995 6 .003 .504 .5 04 .018 .0055 9 .0045 .504 .504 U! .004 1.503 1.505 19.526 19.010 3 .004 .503 .504 .5 13 .003 18.996 6 .004 .503 .506 .006 .007 9 .004 .504 .505 L2 .004 1.504 1.506 19.525 19.012 18.997 3 .0035 .502 .506 .510 18.996 6 .004 .503 .507 19.001 .006 .0055 9 .004 .303 .506 12 .004 1.503 1.504 19.520 19.509 19.011 19.006 3 .005 .503 .503 .509 .002 6 .004 .501 .504 .021 .045 9 .006 .504 .506 12 .006 1.501 1.506 19.522 19.498 l'9.009 19.001 3 .005 .501 .506 .512 19.443 .003 18.995 6 .005 .501 .505 .008 .0065 9 .006 .502 .506 12 .006 1.503 1.506 19.521 19.496 19.009 19.000 3 .005 .501 .506 .514 19.496 .004 18.999 6 .006 .502 .506 .001 .005 9 .0055 .303 .! ]6 1
12 .006 1.503 1.507 19.519 19.500 19.008 19.002 3 .006 .501 .303 .516 19.492 .006 18.992 6 .005 .503 .506 .009 .0055 9 .0055 .503 .506 Figure 3 l
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i Counter- Liner Counter- LLaer Block Liner 12-78
,2.s Crush bore Depth Flange Thick bore ID F1. CD ID C rush OD Workbec' g .009 1.504 1.506 19.519 19.006 3 .0075 .502 .506 .516 .006 6 .010 .503 .507 .006 9 .0095 .502 .0025 .0800 ut .005 1.502 1.506 19.523 19.009 3 .005 .503 .505 .5 15 .004 18.999 6 .006 .504 .006 .005 9 .005 .503 ut .005 1.503 1.506 19.528 19.011 3 .0045 .303 .506 .5 13 .001 6 .003 .505 '
.007 .0055 9 .0035 .502 l 12 .004 1.503 1.505 19.526 19.015 3 .005 .504 .505 .511 .003 6 .004 .505 .005 .005!
9 .004 .504 .506 12 .004 1.503 1.506 19.526 19.012 3 .004 .502 .505 .516 .002 6 .004 .503 .506 '
.009 .004; 9 .004 .502 .505 12 .004 1.503 1.506 19.528 19.009 3 .0045 .502 1.504 .516 .001 6 .004 .504 .006 .004' 9 .003 .502 .506 12 .004 1.503 19.524 19.009 3 .004 .502 .5 15 .006 6 .004 .503 .005 .005 9 .0035 .500 .504 13 .005 1.504 1.504 19.523 19.007 s .0035 .502 .504 .524 .006 6 .003 .303 .504 .004 ,cor 9 .0035 .503 .503 Figure 4 l
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8 L An exaggerated view of this effect shows that the entire block is growing larger, but ballooning out in the center more than at the ends. This permanent strain can be understood by creating a fictiticus stress j , which would be necessary to squeeze the block back to its original outside dimensions to produce circular cylinder bores along its length. This is estimated to be Stress = 6 E
=ff0 E = 30,000 psi l
Thus, an external clamp would have to be put on the engine to squeeze the central intercylinder webs to 30,000 psi to place the bores in symmetry. Continued deformation, caused by both cyclic and thermal stresses, results in fatigue failures. Two observations can be made:
- 1. The interweb areas are subject to fatigue cracks, and
- 2. Continued deformation will produce more severe problems from out-of-round cylinders being used with round pistons and rings.
i There is danger from failure due to dianeter change and increasing ovainess. '
- , These effects will continue to aggravate the situacion causing shorter life-
- time between rebuilds.
Measurements of the cylinder liners show that they are experiencing a similar but smaller effect in dimensional change than the block. This t is to be expected as the constraining features of the block will not allow i I the liners to have a greater change than the block. The liners do not show as great an oval shape as does the block. The starboard engine liners are plotted in Figure 6. In Figura 7 the average values of liner change are plotted with the average values of block change showing the block to have increased in diameter more than the liner. This , difference is plotted in Figure 8. l l
Perminent I.iner Deformatlon, Bore Diameter
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12 l The average clearance between the liner and the block has increased (
.005 inch. The clearance difference explains why it was easier to remove the liners when they were cold. Under operating conditions, the effects of internal pressure and temperature gradient from the incarior of the cylinder to the water jacket produces liner expansion to where it deforms to follow the shape of the block. Initial calculations indicate that during operation in the firing cycle, the cylinder-to-block compression force will be 27,000 psi.
Non-destructive testing was performed on all cylinders about the l circumference of the bore at et a top of the block. Figures 10 and 11 show the results of these studies. Radial cracks were f.2und on one or more cylinders in all four blocks. These cracks are a result of the creep and fatigue at the top of the block. These cracks are radial extending out-ward from the cylinder bore and are generally either between the cylinder bore and a smaller block drilling such as head stud, or water-jacket passage. These openings will have produced local stress concentrations and, hence, the resulting fractures from creep and fatigue stresses. I I l l l
l l l l 1.iner Bore, Port Hain Engine 19.000 18.998 - /N /
.996 J ~~~~
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14 NON DESTR UC.TlVE TEST IN C, d
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16 Cylinder Liner Crush The cylinder liners are by a lip at the top where there is an increase in diameter to form a ridge. This increases the top of the cylinder liner from 19.000 inches to 19.500 inches. The width of the ridge is 1/4 inch sad it is 1 inch deep. This matches a corresponding counterbore in the block. Dimensional differences are such that the cylinder liner extends approximately .004 inch above the top surface of the block. When the head is placed on the engine, it rests on the liner and clamps it into the block i when the nuts are torquad to specifications (3600 fr-lb) . This size dif-farence and subsequent clamping action is referred to as the " crush." The data relating to the dimensions of the liner thickness and block counterbore depth are given in Figures 1, 2. 3. and 4. They have been extracted and plotted in Figures 13 and 14. This represents a measured effect in that the counterbore depth of the block is becoming deeper with time while the liners are remaining stable. The apparent growth of the liners has been that they are being delivered with dimensions that are .001 or .002 inch larger than is given in the factory specifications. The counterbore depth in the blocks has increased .005 inch for the starboard engine (Figure 13) and .005. inch for the port engine (Figure 14 ) .
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The explanation for this increase in counterbore depth is that the high forces on the counterbore lip in the block have produced a high state of stress. This state of stress is caused by the pre'7ad in the studs holding the head to the block. The preload comes from the torque applied to the nuts during assembly (3600 fr-lbs) . The force is all carried by the counterbore lip (k inch wide) and results in a compressive stress of 76,200 psi.
17 Measurements on the block indicate that permanent deformation is taking place to lower the lip in the block. Non-destructive tests showed: Ultrasonic testing: l I,aminar fractures outward from the root of the counterbore in cylinders 3 and 4 of the left bank of the starboard engine (Figure 15) . Die penetration: Confirmation of the extent of the above fractures by showing their entrance at the metal surface in the roots of the counterbora in cylinders 3 and 4 of the left bank of the starboard engine. [
l 18 STBD - Crush Counterbore Avg. Less 1st .5 Liner Avg. Change
-3.75 1- 9/4 2.25 2.75 18/4 4.5 .75 2- 11/4 2.75 3.25 16/4 4.0 .25 3- 13/4 3.25 3.75 20/4 5.0 1.25 4- 12/4 3.0 3.5 25/4 6.25 2.5 5- 11/4 2.75 3.25 17/4 4.25 .5 6- 5/4 1.25 1.75 23/4 5.75 2.0 7 9/4 2.25 2.75 24/4 6.0 2.25 8 - 10/4 2.50 3.0 24/4 6.0 2.25 9- 11/4 2.75 3,25 20/4 6. 25 2.5 10 - 12/4 3.0 3.5 23/4 5.75 2.0 11 - 13 /4 3.25 3.75 24/,4 6.0 2.25 12 - 16/4 4.0 4.5 23/4 5.5 1.75 i
13 - 10/4 2.5 3.0 22/4 5.5 1.75 14 - 11/4 2.75 3.25 27/4 6.75 3.0 15 - 8/4 2.0 2.5 23/4 5.75 2.0 16 - 12/4 3.0 3.5 17/4 4.25 .5 i Avg. Value Avg. Loss = Avg. Growth 1.50251 3.01 1.72 l l Figure 13 ,
19 Couscarbore - Port Main Engine Loss Average (i.e. +.5) Liner Growth Avg. Crush 4 1- 19.5/4 4.875 5.375 21/4 5.25 1.5 .375 ) 2- 17.5/4 4.375 4.875 21/4 5.25 1.5 .875 3- 5.5/4 13.75 14.25 21/4 5.25 1.5 -4.5 4- 14/4 3.5 4.0 20/4 S.0 1.25 1.5 5- 15 /4 3.75 4.25 16/4 4.0 .25 .25 6- 18.5/4 4.625 5.125 22/4 5.5 1.75 .875 7- 18/4 4.5 5.0 24/4 6.0 2.25 1.5 8- 21.5/4 5.375 5.875 12/4 4.25 .5 -1.125 9- 17/4 4.25 4.75 20/4 5.0 1.25 .75 10 - 10/4 2.5 3.0 18/4 4.5 .75 2.0 11 - 24/4 6 6.5 17/4 4.25 .5 -1.75 12 - 12/4 3 3.5 20/4 5.0 1.25 2.0 13 23.5/4 5.875 6.375 10/4 2.5 . -1.25 -3.375 14 - 24/4 6 6.5 20/4 5.0 1.25 -1.0 15 - 19/4 4.75 5.25 20/4 5.0 1.25 .25 16 - 24/4 6 6.5 25/4 6.25 2.5 .25 Avg. Loss 5.125 Avg. Crush .225 (excluding #3) (excluding #3) , i Figure 14
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21 Block Hold-Down Bolts - 1 1 Discussions with ship personnel indicated that one of the hold-down bolts for the block had broken. The bolt at cylinder B, left bank of star-board engine, had been replaced, and the remaining hold-down bolts had just been retorqued up to 4500 ft-lbs. During retorquing the maintenance personnel had Loved in a circular fashion about the periphery of the block, recording the torque value where the out began to turn. An analysis was made of the port and starboard engine hold-down forces resulting from the bolt preload to determine the strangth of the block-to-base attachment. The forces were calculated using the standard dry-torque coeffi-cient (.20). Hold-down forces for each cylinder were obtained using the four bolts at the corners of each cylinder. The forces generated during maximum operating conditions was taken, using Dcyl - 17 in, and Paax - 1500 psi. When this force was plotted for the operating condition (see Figure 18), it was seen that the starboard main engine was only marginally operable before retorqu-ing. Two cylinders (R-6 and L-8) were grossly below acceptable limits of block-co-base preload, and cylinders R-4, R-5, R-7, R-8 and nost of the left bank were close to separating from the base. The fracture of the hold-down bolt for the block and the subsequent re-torquing at all bolts indicates a need to repeat the retorquing procedure following methods outlined in the engine manual.
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22 + Dec. 31, 1980 Block to Crankcase Bolts Starboard Main Engine T= torque (ft-lb) F= force (Ib) i T=2800 T4500 T=4500 T=d400 F=108,0004 F=67,2004 0 0 F=108,000# F=108,000# 0 4500 2800 4500 4500 O 108,000 67,20Q O108,000 108,000 O 4100 4000 3800 4500 O 98,400 O O O 96,000 91,200 , 108,000 00 2 0 00 00 4 96,000 67,200 91,200 84,000 i 000 3 0 00 00 l 96,000 88,800 96,000 88,800
' 100 0 '000 00 l
j 98,400 84,000 7 ,000 76,300 i 4300 2500 4100 3400
! O 103,200 O
60,000 O O 1 j 98,400 81,600 000 3 0 800 400 , 6,000 86,T00 n,200 81,600 00 30 - Broken, 400 200 Replaced 3 , ,00 72, 00 9/26/80 ,600 76, 00 r1voh. 1 , e
. Figure 16 l I
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23 Block to Crankcase Bolts Dec. 31,1980 l Port Main Engine
- T= torque (ft-lb) ,
F= force (lb)' T 00 T 0 T= 00 T= 0 F=96,000 F=108,00C F=108,000 F=108,000 00 0 00 0 108,000 108,00C 108,000 96,000 00 00 00 4 00 96,000 108,00C 108,000 96, 00 00 SOC 00 4 00 108,000 10 ,00C 'lE8,000 10 ,00( , 6" 103,200 108,00C 6 & 108,000 6 108,000 4100 4500 4500 4500 O98,400 108,00C O , O' 108,000 O 108,000 00 00 00 00 108,000 96,00( .108,000 100,800 00 00 00 00 100,800 108,00(- 96,000 91,200 00 00j , 00 , 00 93.600 108,00( i . 9 , 600 93,co Fivwhiel
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25 I ~ RECOMMENDATIONS
- 1. That all block-to-base bolts be torqued according to the procedure described in the instruction manual, page 5-6, using the value given in l Appendix IV, page 8-5 Torque = 4500 ft-lb. This procedure requires loosening, relubricating, and retorquias to factory specifications.
Recorquing is a definite requirement for the starboard engine and highly recounnended for the port engine.
- 2. That some modifications be made to the engine during the rebuilding pro-cedure to bring the engine to a better operating condition. Changes include:
- a. Restore all cylinders to a circular shape.
- b. Reestablish a normal crush at the lip of the liner.
i
- 3. That changes be made to the block to include:
- a. Rebore the block at the bore to a circular shape. with the 19.022 dimensions:
19.020
- b. Reestablish the counterbore to a new depth with the dimensions: 1.515 g
4. That metal be added to the liners' bore and counterbor crush surfaces to replace the metal removed in remachining the block. The values are: 19.017 Bore-l 19.015 t ' Counterbore crush: 1.5195 ,
'1.5180 '
l I 1
26 l 1 l
- 5. The 1 fracturing of the lef t block of the starboard engine has
? rendered it unserviceable; it or the entire engine must be replaced. , 6. Because the remaining three blocks have been shown to have radial cracks about several of the cylinders, this condition must be closely monitored e to observe the cylinder diameter growth in an attempt to perform corrective j maintenance before major problems occur. )
- 7. Plan to replace the remaining three blocks in the near future.
- 8. Consider redesign of the upper portion of the block for replacement to alleviate observed block failure.
l l . l l l l l l l
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, 27 CONCLUSIONS _ Examination of the blocks and cylinder liners for the main engines of the Motor Vessel Columbia indicates that there are specific areas of concern for the future useful life of the engines. The permanent deforma-tion of cylinder bores and counterbore ledge will require major reworking. i T4 fracture of the left block of the starboard engine renders it unserviceable. Rebuilding the existing blocks could be done, but the decisions to do so must give considerable weight to the existing fractures, the inability to arrest continued deformation, and the possibility that the r== mining blocks will fail as did the left-starboard bank. O l l l i l
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o ALASKA b / $ / V M WM
'O I Ron Lind ^
June 17, 1981 Deputy Comissioner 00T1Pr g,/ ,/ rELEPHONE NO-m ax binden susucr, M/V COLUMBIA; Engine
'! / Assistant Port Engineer Rebuild Report /Y)VdC~ Lh/%/
AMH, Seattle . te c h 'I7_;,g g Subject report was initiated to gain information concerning the cauw uf unsatisfactory M/V COLUMBIA engine performance and reliability. The report supports many of our prior conclusions. The findings are generally agreed with, however, clarification is deemed necessary in some areas. The following comments relate to specific elements of subject report and expands on them and the conditions as found upon completion of M/V COLUMBIA main engine rework. The numbered corrments pertain to like numbered areas in the attached report.
- 1. The preliminary report, consisting of 27 pages, is attached as an appendix to the end of this report. (See Section VIII). This portion was developed early in the repair period and prior to the determination that all four engine cylinder blocks required renewal.
- 2. The one and only breaking of a tie bolt occurred in September (not December)1980. It was replaced upon vessal's arrival in Seattle. The remaining tie bolts were not properly reto.qued at that time because to do so would have required engine disassembly and unacce'ptable cancelled sailings.
- 3. This was not a "retorquing procedure" There was concern over whether another tie bolt was broken or if one or more had become loose.
It was done as a check and time did not permit a proper retorque procedure. The check did reveal that several bolts were undertorque and necessitated further inspection as soon as the vessel could be removed from service. Because of existing engine blowby and short lube oil filter life problems, this was known to be ngt too far off. 4 It is assumed that these were properly torqued at the factory at engine assembly. None had ever been disassembled or retorqued by the crew prior to this overhaul period.
- 5. Normal practice has been to reinstal' the liners back into the same position from which removed.
mate with the cylinder hole inThis because the liners take a set in use and the block. One point not noted in the report, which would effect the liners as well as the cylinder heads and blocks, has been the past need to relax and disassemble these items because of continued repair action. The conditions and stresses are disturbed repeatedly and can have a profound effect on the engine itself. A medium speed diesel engine in this H.P. range should just be approaching its first major overhaul interval, based on M/V CCLUMBIA operating hours. We have been through 5 major overhauls in the same period. ,
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Ron~Lind. Juna 17, 1981 Deputy Commissioner Page 2
- 6. Remachining of the Port Main Engine cylinder block in way of #3 cylinder was accomplished approximately two years ago because of a loss of liner crush. The counterbore depth.was increased .013 -inch and a
.020 inch thick spacer installed. Measurements taken of the same bore this overhaul revealed that some of the liner crush had again been lost.
7.- Measurements of liner lip on newly received cylinder liners revealed some to be .002 to .003 inches thicker than specified. This was not programmed for by Transamerica Delaval. When they were made aware of the situation, they agreed to cover local costs for machining the liners to the intended specification. This would have delayed the engine reassembly, was not deemed critical and the new liners were therefore installed as received.
- 8. Disagree with the statement that "the liners are maintaining their manufactured dimensions during their useful lifetime". That is, unless it is understood that "useful lifetime" may only be one or two seasons.
Failure of the liners is not necessarily due to liner material or design. It is caused by other forces within the engine.
- 9. The cylinder head, cut up for examination, was selected at random.
It may not be representative of the general cylinder head problems. Nine out of sixteen new heads received for use on the starboard main engine were found defective. This due to a casting core shift which seriously blocked off the cooling water outlet . passage. Again, time was a factor, so we settled for welding and grinding repair action accomplished locally and paid for by Delaval. One of the reconditioned cylinder heads cracked through the exhaust valve bridge area by the end of the first trip of the 1981 season. It has been replaced by a vessel spare.
- 10. This paragraph is misleading to some extent.
The engine was assembled and presumably properly torqued at the factory during assembly. The bolts in question, both crankcase to cylinder block and crankcase to base,, had not previously been touched by the owner. Why then did some relax and others not? Why did one fracture? Not as a result
.of " improper retorquing precedure" since none had previously been checked for torque nor was it required. The damage to the engine hao already occurred A check was made of the crankcase to block tie bolts e "ter the first one broke. This to determine the overall tie bolt condition -
not to provide corrective action. This was to be done when the vessel was take off-line and the problem evaluated. g y m, ,, p ,,--___~___r_____ - .,_rm, _ - _ _ .,,,.~,% , , . _ . . , _, , _ , _ ,...-__,m , _.-m ,ma
Ron'Lind June 17,1981 Deputy Commissioner Page 3 l
- 11. The original blocks' failed after seven seasons operation. .Since
.the bases are also cracked and the basic engine problem areas remain, '
, it is doubtful that the new blocks will last seven additional seasons.
, 12. The torque problem has been discussed throughout the report. In several areas the inference is that the owner did not properly retorque ; the effected bolts which then caused deformation and had an effect on the block failures.
Having access to the same information as the report preparer, it is my contention that the major cause of block failure is the lack of proper block design and structural mass to absorb the loads / stresses applied by these engines developing their rated horsepower of 9200 let alone the 7000 to-7500 horsepower we are actually pulling out of them. Transamerica Delaval blocks on the MALASPINA class vessels are structurally stronger although rated at less than half of COLUMBIA's horsepower. Factors which compound the situation include an apparent cooling or heat transfer problem at the top of the cylinder liner areas and in the cylinder heads themselves. The results are creep and metal l fatigue which cause block and cylinder head deformation and fractures i in both. , The excessive overloading of the block counterbore lip; the close proximity of cooling water holes; the close proximity of head retaining'
- studs; thread loading point of these studs being in line with the block
, counterbore, all provide high~ stress concentration areas. These are the h areas that initially fracture as the block expands and distorts. I contend that the torque problems noted during this overhaul were a i direct result of the creep and fatigue phenomenon that the blocks were j subjected to. This assumes that the bolts in question were initially i properly torqued during engine assembly at the factory. To my knowledge, the owner did not relax, remove or otherwise retorque the bolts since vessel delivery. No such requirement is specifically noted in the b maintenance manual. The bolts are for the most part inaccessable except
- during a major engine tear down. One might expect that these bolts i would be checked on a similar engine after 30 to 50 thousand hours of
! operation. In'this case the engines had not reached 24,000 hours of ! operation. It is logical then to assume that the bolts, or at least some of them, relaxed as a resrlt of the block distortion and deformation. i Once relaxed, the surfaces were no longer tight and movement occurred L which resulted in the fretting noted on the mating surfaces. Not all the fretting resulted from the relaxed bolts. A portion quite possibly occurred as the result of the movement of the block due to the effects of firing pressures and piston thrusts. s - ,, -
l Ron Lind June 17, 1981 Deputy Commissioner Page 4 1 i
- 13. It initially appeared that at least the port engine would have to be aligned. Upon installing the new blocks, retorquing of the various components and engine assembly, it was found that the previously noted base and crankshaft distortion had vanished. No engine realignment was therefore required.
- 14. Conclusion based on internal examination of one head. Condition is considered more serious than the preparer indicates
- 15. The two cylinder blocks on both main engines were renewed.
All structural bolts were removed, examined reinstalled and wet torqued to specification. Neither main engine recuired realignment. The keeping of operating data is an on going item. We have added periodic checking of structural bolt torque as conditions may present themselves. J l
IAS A If A./I 10: m N vember 19, 1981 r Ron B Lind Deputy Commissioner,0.0.T. & P.F. ,,te ,a Pouch Z Juneau, AK 99 1 rettesene na FnOM: max Zbinde SUBJECT >Transamerica Delaval letter of gineer 12 November 1981 with enclosure. Assistant AMH Seattl [e, ' 98104 So far Transamerica Delaval has disqualified the operator and equipment used in the Analysts Inc. report. This was addressed in my memo to you of November 9, 1981. Now we are told that the Jacobson report is also disqualified since it contains inflamatory statements, unsubstantiated data and the author is unqualified. Mr. Jacobson's report apparently hit a nerve to cause such a critical and slanderous reply to be generated. It would be interesting to hear Mr. Jacobson's comments in this matter. I am hesitant in furnishing him a copy of the report because of the manner in which it was written. The summary on the bottom of the last page could cause a mild eruption, itself. Not being an " expert" in the areas ad-dressed in rebuttal of the Jacobson report, I will not make any coments. Too bad that all the excitement the two reports have generated could not be channeled into the COLUMBIA main engines. Years of correspondence, meetings and modifications have failed to resolve the problems, whatever the cause. On a new subject, be advised that the two turbochargers on the starboard main engines were inspected by Elliot Turbocharger representative and with Transamerica Delaval personnel present. The Elliot reps preliminary find-ings revealed no problems were found. They did suggest that the two nozzle rings be sent to the factory to permit a more accurate setting of the blade openings. These were initially set for 41 sqin but several years ago were changed to 39 sqin by Delaval upon instructions from Mr. Trussell. Mr. Trussell later recomended that they be closed down to 37 sqin which we did not agree to. Mr. Trussell recinded that recomendation a year later. Just to make sure we were all in agreement, I requested Elliot to contact Mr. Trussell to varify the desired blade opening. They advised me that Mr. Trussell wants thein set at 41 sqin again. This is where we started years agu and w;il leave the port engine with 39 sqin openings. Elliot will provide us with a complete report of their findings, etc. Additionally, all the new cylinder heads on the starboard main engine have defective valve springs which must be changed out. Two cylinder heads on the port engine are simularly effected. The change can be made without removing tne cylinder heads by use of a special tool developed by the vessels engineer. Mr. Dave Thompson, the local T ansamerica Delaval Customer Service Representative, has been hinting that possibly we should remove a cylinder head or two or more so that their people can look at the cylinders, etc. I'm just as curious as they are. But why pull heads on newly rebuilt engines,
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with only 2300 hours, and =especially since they (Dalaval) have, "hard evidence that future seasons can be successful as well" as the last one? No'. decision has been made in this respect, todate. Regarding the fuel pump calibration issue, it has been concluded that the manner in which Seattle Injector does this work is satisfactory with Bendir . cc: Hugh Mcdonald Port Engineer 4 f ( 1
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- IfHHSalHU34GH 1844130tn N. E.
Dalaval ;?5'ne. (206) 885 9777 T' an . November 12, 1981 Mr. Ron B. Lind
- Deputy Commissioner for Administration State of Alaska Pouch Z ,
Juneau, Alaska 99811 Subj: M/V Columbia
Dear Mr. Lind:
We. submit our comments to the " Engine Rebuild Report-Motor Vessel COLUMBIA" dated March 31, 1981 by Jon O. Jacobson. I feel that it is unfortunate th'at the Jacobson report was submitted to the State of Alaska as it apparently has do"s much to undermine trust, confidence, and under-l standing between the Alaska Marine Highway System and Transamerica Delaval. The attached comments were prepared by our Mr. G. E. Trussell, Mgr. of Engineering, and a recongnized auth-
- ority on diesel engines. Our comments are critical, very critical, but valid and deserving of your full consideration.
We believe the operation of the Columbia during this past season has substantially improved. There is hard evidence that future seasons can be successful as well. We feel that considerations to repower the vessel are inappropriate. Since these ma tters are vital to ,both of us, I would like to ask for a meeting with you, Commissioner Bob Ward and people from our Division at miearly date. Very truly yours, i D. Thomsen W , District Manager l Enclosure DT:mg . . . . . , , , cc: '. Mr'... Max Zbinden) C. D. Wright G. E. Trussell C. S. Mathews
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4 i WITil3h2JdaiEJ Je4J rdgine and m b33FlD] . sso sem Aw P O. Bos 2161 7:] Oakland. Caillomie 94621 L Date: October 27, 1981 cc: C. S. Mathews R. J. Pabers To: Dave Thomsen A. C. Barich From: R. A. Pratt G. E. Trussell C. D. Wright *
Subject:
Alaska Marine Highway M/V COLUMSIA Jacobson Rebuild Report The " Engine Rebuild Report - Motor Vessel COLUMBIA" dated March 31, 1981 by Jon 0. Jacobson presents an inaccurate, distorted, and unsubstantiated picture of the engine. The author does not reflect an understanding of medium-speed engines. Additionally, he demonstrates a lack of knowledge of strength of materials, stress analysis, and failure analysis. Perhaps the most disturbing thing about the report is that it is filled with inflammatory statements, unsubstantiated by calculation, by measure-ment, or by other form of analytical model. In summary, it is a subjective report expressing the thoughts of an apparently unqualified author. For example:
- 1. The report alleges (Pg. I-9) that the cylinder block liner bores have experienced, " creep", and describes this creep as " interstitial fl o w" . The liner bore dimensional data clearly point to wear in the athwartship direction and not " interstitial flow" and " creep". If the liner bores were deformed through creep, as the report says, the increase in athwartship dimension would have been accompanied by a decrease in the longitudinal dimension.
- 2. The report's contention (Pg. I-9) that "the center webs are heated during operation while the outer ends of the end cylinders remain j at room temperature" is totally incorrect. This statement reflects
- a lack of onderstanding of the ' operating temperature of the cylinder blocks and is not supported by any temperature data.
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_ V_ _ _ _ O m <
SEINEN Traneamerico Delaves ine Erigine and Congressor div6eson y S50 85tn Averwe PO. Boa 2161 ,
] ochtend, Califomia 94621 l
L Date: October 27, 1981 To: Dave Thomsen From: G. E. Trussell
Subject:
Alaska Marine Highway Page 2
- 3. The report describes (Pg. I-9) "1000 micro inch of strain with a 9L corresponding stress of 30,000 PSI". Cast iron has a modulus of p, p elasticity much, much lower than the 30 x 106 PSI assumed by the a :.a se.-
author. No mention is madeof how either the strain value or the T2.2 ped stress value were obtained. Errors in such " basic fundamentals" h6 as this cast serious doubt on the author's credentials. 4 The report (Pg.1-10) describes " combined stresses (41,000 PSI)" as "well above design limits for cast iron" ~ The 41,000 PSI number is unsubstantiated by any measurement or calculation and is apparently purely speculation.
- 5. The report states (Pg- I-10) that "the compression stress on the Sce J
counterbore lip is in excess of 76,000 PSI". No calculations are 9 % 9 shown. If any c,alculations were made, they" ignored the degree to :: W-which the stud load is distributed over the cylinder head to *:'2 " block contact surfaces. Also ignored is the transmission of stud load through the outer flexitallic gasket to the cylinder block enta bla ture.
- 6. The report (Pg. I-10) cites " extremely high stress concentration" without giving any values or calculations. Sketch, Figure 4, (Pg. I-il) is completely misleading. Such subjective comments and misleading. sketches lead the reader away from the facts.
l 7. The report states (Pg.1-12) that the blocks experienced fretting and describes the extent by saying "No measurements were made but the deepest grooves were estimated at a millimeter (0.040 inch)". We seriously doubt that measurement would have supported this claim. We often see minor fretting on these surfaces caused by slight movenent between the parts. We have seen this fretting in engines of our design as well as on engines produced by other ! manufacturers. It does no harm. i O Form C 1066 8 (R 1) 3/s t , ,,,, ,,,,, ,,,,, ,,,,,, O
Tmnsamanna 7,/;=,,,_ {gjg d $50 85m Avenue P C. Boa 2161
.y] -
Oakland. Califomia 94621 l L : Date: October 27, 1981 To: llave Thomsen From: G. E. Trussell
Subject:
Alaska Marine Highway Page 3 The contention that fretting occurred because of " reduced , preload in the block bolts when the nuts were not fully torqued" is correct. The stated " belief" that a " moment from piston side thrust contributed" is without merit.
- 8. The report (Pg. II-1) estimates " surface contact pressure of 27,000 PSI at the bore diameter". There is no measurement data or calculation to support this absurdly high number. These statements unfairly portray the engines in an unfavorable light.
- 9. The report (Pg. II-6) restates the erroneous viewpoint.of cylinder head stud forces by saying "the entire force of all bolts is borne by the liner and the head is separated from the block surface".
linder head surfaces shows Examination ofheads that the cylinde'r the cylinder blockwit make contact and cy,h the cylinder blocks over a wide area. Again (Pg. II-9), the author repeats this error about the liner lip supporting the entire stud load.
- 10. The report (Pg. III-1) comments that "the cylinder heads...have shown an excessively high failure rate".without indicating what the rate is. The report does not indicate the nature of failure, the cause of failure, or the failure rate. The statement is misleading in the absence of any supporting data, even though many cylinder heads with specific problems have been documented.
- 11. The report (Pg. I!!-1) comments on cylinder head repairs as
" excessive for a new casting". The standards upon which this comment is based are not included. It is not clear that the author recognizes that the cylinder head is designed as a casting-weldment made from a highly weldable steel casting. .
i Welding plays a major part in the construction of this cylinder head, r r.- e.: ea.n u.i l
c: ass 44asedJdaaes84848 Engine and Courgerseeer DMeion Dalaval a* = ~ P.O. Bos 2181 gg Oakland. Cadsomia 94621 Date: October 27, 1981 To: Dave Thomsen From: G. E. ,Trussell
Subject:
Alaska liarine Highway Page 4
- 12. The report (Pg. IV-1) concludes that " Figure 14 shows the form of the delamination crack where the cylinder lip was separated from the block structure".
Figure 14 is extremely inaccurate in that it depicts the cracks as parallel to the block upper entablature surface instead of showing them in the actual crack direction, nearly perpendicular to the block upper surface. The word " delamination" is used in the report incorrectly. The definition of " delamination" is "To separate into constituent layers" (Source: Webster's New Collegiate Dictionary - 1977 edition). Castings are non-f aminar by their very nature. They are homogeneous and are not made up of layers. A casting cannot "delaminate".. The report indicates that ultrasonic testing was used for detecting the "delaminatio'n cracks". At Transamerica Delaval, we regularly use ultrasonics for NOT examination of steel forgings and steel castings. We have in our employ Ouality control inspectors qualified in SNT-CT-IA level 3 and schooled in ultrasonic testing. We have found ultra testing to be completely unsatisfactory for iron casting examination. Mark's Mechanical Engineering Hand-book, 8th edition - 1979, does not list cast iron as material recommended for ultrasonic examination. On the cylinder blocks in question, we were unable to repeat the report's findings with our ultrasonic equipment. When we cut the blocks apart for further examination, we found some cracks, although in most cases no cracks were found in the locations shown in the repo rt. In the absence of other data, the inaccurate sketches and arguments presented in the report make an unbiased conclusion impossible. O ^ rem c.soss n sn.n was
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BieJ'JJD1Jij3CJdCd8 h (( I,w Da!DV31 ******^~" P O. Bos 2161 Oakland, Calliomia 94621 L - Oate: October 27, 1981 To: Dave Themsen From: G. E. Trussell
Subject:
Alaska Marine Highway Page 5 The most logical cause of the cracks (overtorque af the cylinder head stud nuts) was given to AMi (Max Zbinden) much earlier this year. The absence of any mention of this key culprit draws the reader away from this most logical explanation of the lip cracks. The actual count of cylinders of this 1 identical liner lip design in service numbers ir. the thousands, and the M/V COLUMBIA's blocks are the first to have been replaced for this reason.
- 13. The report contains no meaningful conclusions resulting from the engine alignment - block distortion - base distortion measurements. The author does make one meaningful comment on Page V-17 where he points out the critical importance of maintaining proper torques in the future.
- 14. The report (Pg. VII) recommendation to replace the blocks was unsupported by any meaningful analysis and should nnt have been followed! The cracks were not particularly significant structurally and could have been reoaired and should have been repaired!
The other recommendations on Page VII are excellent and we would encourage their implementation. . In summary, the report appears to be a deliberately biased and misleading effort on the part of an author apparently unskilled in objective investi-gation and reportlng and unskilled in basic engineering sciences.
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G. E. Trussell 4 GET/pn Perm C.4044 8 (m.8) 3/01 _ V ,,,, , _ , _ O
07.'b 31 % 10//.k f' I A SXA b /
.ro [ ^2on Lind
^" "7 '
Deputy Commissioner g ,g
~ DOT & PF TELEPHONE NO Feom, Max Zbinden - W8 JECT, TDI letter dated July 9, 1082 APE . Seattle, AMR With inspection report attached
- The following comments are ' furnished regarding the subject inspection report.
The comments are numbered to match corresponding numbered portions of the
, inspection report, copy attached.
1
- l. This is the vessel devised leakdown test that TDI originally scoffed at. They now appear interested in the results each ti=e the leakdown test is conducted.
I
- 2. Concur that the valve rotator appeared to have failed or was de- ,.
fective . Just what the actual problem was has not yet been con-firmed by TDI inspection result .. ) L i i
; 3. Concur that no appreciable carbon deposits were noted. In this j
respect, the valves, valve guides and upper deck appeared relatively j clean compared to previous inspections.
. 4. Expect that the majority, if not all, of the cylinder heads will be removed during the next repair period.
The piston crown cutback remains to be proven. It does permit i increased accummulation and buildup of the carbon in the piston j crown area before the deposit causes liner damage as it has in the l past. It's effectiveness depends upon whether the carbon buildup starts to flake off, before it begins to damage the liners. The j, water wash system appears to have assisted in reducing the combustion i' chamber carbon deposits. The possibility exists .that a side ef fect would be de-lubrication of .the valve stems resulting in early valve stem and guide renewal. Therefore, the long term effects of the i above fixes renain to be seen. The " enhanced air flow" is non-j -existant.
- 5. The cylinder head in question was removed for our inspection, not TDI's. They were given the opportunity to visit the vessel and also inspect the cylinder which they did.
- 6. The "early angular misalignment" is a new phrase. -Just'what it really is meant to mean is unknown. What was seen was small area on one intake valve where there appears to be less than desirable contact with . the sea t. TDI suggested that possibly the seat was not concentric with the guide. Possibly this is what they consider
Ron Lind July 29, 1982 Page 2 "carly angular misalignment". Both reworked and new cylinder heads received form TDI in the past have been notoriously deficient in this respect. Accordingly, each head is specifically checked and . the situation corrected prior to installation. For the problem to . occur now would suggest that the valve seat has become distorted or that the valve is warped or has become bent. The fact : hat problems were found with the cylinder head valves was not surprwsing. The leakdown test suggested same and was the reason the cyjinder was opened for inspection and a spare cylinder head installed. This was the fourth head change out since the major engine rewat k. A fifth head was changed out last week on the SME because of 8 crack into the cooling water passage which resulted in water leakage Gut around the fuel injector.
- 7. I would hope that, " conditions of combustion have impekved since 1979. A major overhaul was completed since then which toalu kd four new blocks, 16.nme cylinder heads, overhaul of 16 otaer cyli3 der heads, reworking of all pistons and installation of new piston rint, sets,
"' renewal of the majority of the cylinder liners and reconditioning of the rest, etc. We basically started out w'ich two new engines which should, at least for a short time, provide improved service. The incorporation of smaller included angle inj ector tips was accom-plished long before the waterwash system was installed and before the last major engine rebuild.
- 8. The PME turbochargers were not sent to Elliott. TDI was initially advised that we would only inspect one e.ngines set. In this manner, any resulting improvement in manifold air pressure would be readily apparent by comparison. The inspection of the SME turbochargers by i Elliott revealed no basic deficiencies and the only modification made was to change the nos:le ring opening from 29 sqin back to the original setting of 41 sqin. It took 10 weeks to make this change and upon return the nossle rirgs would not fit in the housings because they were out of round. Neither TDI or Elliott were of any assistance in resolving that problem. We ground off the no: le blade l tips to permit reinstallation. In the end, it was found that the 4
turbochargers on both main engines provided the same manifold pressure with the engines equally loaded. Inspection and rework of the PME turbocharger is therefore not justified. The manifold air ' pressure remains deficient and must be a fact tha t TDI finally accepts. Hence, the push to procure new units.
- 9. Intercooler cracking has been a problem for years. Approximately 5
} years ago, TDI recommended and we installed large support stanchious to resolve the problem. The results were less than satisfactory. The units still crack and are repair welded continously. It is one l l
Ron Lind July 29, 1982
-Page 3' I
of several problem areas on the engines that. changes in f uel timing, new turbos, etc., will not correct. In any case, TDI now proposes a fix, the-results of which are questionable. We may have developed our own fix by the end of this season. The " epoxy" painting is a l ! new feature and not understood. Possibly intended to provide for a smoother interior surface and reduce - the air flow restrictions. i
- 10. The valve spring was provided for TDI's examination along with the
- apparently defective vlave rotator. It is concernable that the valve spring is deficient and may have contributed to the rotator failure.
It should be remembered that we had - to change out a number of exhaust valve springs, because of defects, shortly af ter the last major engine; overhaul. This included the~ 16 new cylinder heads plus a number of our reworked heads. TDI never explained what the def ect was. They l only furnished replacements with instructions to change them out as soon as possible. l TDI has not revealed to date the results of the recent valve spring i and rotator imspection.
- 11. I am not so optimistic. Time will tell. Other problem areas still .
..j exist. ; It is interesting to note that in January 1980, at a meeting in Oakland, the problem of low manifold air pressure was brought up by the State as well as a suggestion that the engine timing be looked at. TDI was i advisel that the State might be receptive to 'derating the engines if j reliable operation would result. 'tiat this action would be less costly i than the alternative of being faced with a repowering project. At j that time TDI refused to accept the fact that any problem existed with i che low manifold air pressure. They would not even discuss changes in l engine timing.. Now, 21s years later, TDI is proposing timing changes 1 (although not what I originally intended) and for- the las t year or so ! has made several turbo changeout proposals, the latest of which suggests l use of their C-17 unit, whatever it is. ,
! It should also be noted that during the past nine years every basic i engine component has been modified or replaced with a improved item, i at least once, with the exception of the crankshaf t (which is obsolete j and has not been used for years), the engine base, the fuel pumps and
- the governor. The last two items are not manufactured by TDI.
cc: Hugh Mcdonald, P/E, AMH Bob Snyder, APE, Juneau, AMH i j 4
Transamanca I'*l"T0;;i*"*""*- {g P. o. Box 3187 Bellevue. WA 98009
*g (2C6) 885-9777 w
hn .1 m -
.u July 9, 1982 Mr. Max Zbinden Assistant Port Engineer State of Alaska Division Marine Transportation Alaska Ferry Terminal Pier 48 Seattle, Washington 98104 Subj: M/V Columbia
Dear Mr. Zbinden:
I thank you for arranging inspection of # 2 cylinder on port engine and for permitting our Mr. Steve Schumacher to participate in this inspection. A copy of Steve's inspection report is enclosed. The improved conditions noted during this inspection are encouraging. Yours very truly, Thomsen W ] . District Manager cc: Mr. R. Lind, Deputy Commissioner
.DT:mg Enclosures
\
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= interonce correspondence q=9m i!l To R. A. Pratt - Oakland cate' July 9, 1982 From: S. G. Schumacher - Oakland i
subject: M/V Columbia S/N 72033 & 34 Trip of 7/8 & 7/9/82
- Objective: To inspect the condition of the Port (S/N 72034)
# 2 R.B. cylinder.
Personnel Met: Max Zbinden - Alaska Marine Highway Chief Bulin - Alaska Marine Highway Dave Thomsen - TDI i Mike Britt - TDI Summary: f 1) The # 2 R.B. Port Cylinder was pressurized for a leak-
! down test on 5/25/82 to 46 psig and bled to zero psig in 10 seconds. Cther cylinders similarly tested ranged from a high of 117 psig.down to 55 psig after 10 seconds, to a low of 62 psig down to 54 psig after 10 seconds. The i
cylinder was run in this condition until 7/8/82.
- 2) The # 2 R.B. cylinder head had one leaky exhaust valve j (flywheel side, right bank) through a 45' angle. The i
leak was obvious, but had not guttered the valve or seat. The top of the valve stem exhibited signs of rotator failure. The rotator turned freely when removed from the head. (See form E-267 360-1-1, attached.) i
- 3) The cylinder head, liner, and piston crown appeared to be in very good to excellent condition. No appreciable carbon deoosits were visible on these componer.ts. (See form E-267 360-1-1 & 315-1-1, attached).
Recommendations:
- 1) Rebuild the cylinder head removed from # 2 R.B. Port using a new spring and rotator for the aft exhaust valve.
Valves and seats should be ground, then lapped after a check and/or replacement of the guides. The rebuilder should expect to remove approximately .003 .005" max to_ clean up the valves and seats.
an,sc w es 4 IEd!! ' i l
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R. A. Pratt - Oakland . July 9, 1982 Page Two , i 2) Remove two randomly picked cylinder heads from each engine in late Nov. for further inspection. The
- cylinder inspected had 5000 hrs operation and exhibited l signs of good to excellent combustion. The next 3000-i 5000 hrs. of operation should substantially demonstrate the effects of a) piston crown cutback, b) water wash
, system, & c) enhanced air flow.
I
- 3) Replacement of the Elliott turbos with Delaval C-17 's should further enhance the operating characteristics
! of these engines, particularly at reduced loads where the mass air flow significantly effects the compressor-l output of the Elliott turbo. p [: Discussion: The writer arrived on board the M/V Columbia at 0730 on AM *y [#
- .- e/9/82 and met with the Chief Engr. It was learned that >
i one cylinder head, # 2 R3 Port, had been removed for our # i inspection'duetoarelativelypoorperformanceonacomn%15?5N/ - r .# l arative leakdown test. I
- The head was inspected and conditions noted on Form E-267 360-1-1, attached. The f.iredeck was nearly free of carbon buildup (4.001") and the fireseals sere in excellent condition, with no signs of combustion leakage. The exhaust valves were then inspected and the aft valve found to be Isaking through approx a 45' angle. No guttering of- the valve or seat had yet transpired. Intake valves were inspected and found to be sealing very well. The forward intake valve showed signs of early angular misalignment on 180' of the valve circumfrence, The guides were examined and the exhausts found to have minor carbon deposits as noted on the attached form. Overall the head was in very good-condition with the exception of the leaky valve apparently caused by the ' failed exhaust rotator.
The cylinder liner was then inspected and found to be in very good condition, as noted on Form E-267 315-1-1, attached. The cylinder liner had minor scuffing and scratches, but nothing which would reduce efficiency of the burn or increase lube oil consumption. Carbon buildup above the top ring I travel was nonexistent on 200* of the liner circumfrence. i The other 160* exhibited 4 qty patches of carbon as thick as
.015". The piston crown was in excellent condition with very little carbon buildup.
_ . _ . _ _ ____ _ _ . _ -_ _._ r _ _. 1._____ ________._
ITBDSamarlC3 . Dalaval ' l lL R. A. Pratt - Oakland M 1 July 9, 1982
- Page Three (
It is the writer's opinion that condition f combustion have improved over a thousand fold since first viewed in December of 1979. The unwarranted 1/4" of sludge in the l rocker boxes which used to prevail in every cylinder was
, non-existent on # 2 R.B., as was the heavy (.150"+) carbon buildup of 1979 and 1980, as well as the deep scoring and scuffing of the cylinder liners reviewed in the past. In-2 1
take air passages were clean and exhaust passages were free of unburned oil. These are noticable improvements and are attributed to piston crown cutback, installation f " smaller included angel injector tips", and addition of the wa erwash system. - Delaval's files do not indicate whether or not the two < Y f VN turbo charger nozzle rings from port engine were sent to , e[\ 'i/) 7' Elliott for checking as was done on starboard engine. We r recommend that port nozzle rings be checked, if this has / not already been done. Although combustion appears much improved 'at this time, the overall efficiency (fuel S) as well as maintenance costs would be cignificantly improved by the replacement of the Elliott Turbos with Delaval C-17's particularly at reduced loads, but also in the higher ranges. /g 4 The writer then reviewed the problem of intercooler adapter y .i crheking. The adapters have the accordian type sides for *
?
added rigidity in a single plane. However, the " folds" Qfjy/ may not have a flatbar tie across the inside to disallow a flexing in another plane. The crack locations are in areas Iff4 which loads. indicate fatigue due to gas loads rather than mechanical y Max agreed to check the inside of the adapters for flatbar ties during the next layup, and the writer promised to assist in a "once and for all" field fix, after which the adapters sh'ould be epoxy painted on the .tnterior.
'1 Max was kind enough to volunteer the failed rotator and matching valve spring for my personal examination in Oakland, for which TDI will send new replacements to show our appreciation and cooperation. The writer also promised to send Max a cmplete set of our Form E-267, Inspection and Maintenance Record.
4
- 1840130m N E.
Dalaval a o aa s'87 Bellevue. WA 96009 g G06) 865 9777 R. A. Pratt - Oakland July 9, 1982 Page Four
Conclusions:
The ship is operating very well and combustion problems, and the enherent increase in maintenance that goes with those problems, is well on its way to becoming a thing of the past. We should assist the customer wherever possible to change over to Delaval C-17's to complete a total change for the better. Both Max Zbinden and the ship's engineers have been doing a good job with the engines and warrant our continued support and cooperation. Respectfully Submitted, M. ., S. G. Schumacher cc: C. Mathews B. Trussell D. Thomsen SGSimg Enclosures ,
1 2,7 Transamenca insp:ction and Maintananc0 Hecord La Delaval c-o.. . o, e 1, e . u , e t. o. s ... ..e. CYLINDER LINERS 315 1 1 c .. .-- ., s e ,,,,,,,,,,, go , ,,, e , g, j, . ;, ,.; [, , . i,
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instruction Manual, Section 6. Part C f 4. Sc. h ..,a e 6 e e Cylinder NO./ Bank OO kk V NORM AL CROSSH ATCH EXHAUST SiOE L"tbY h ' e SCR ATCHES - I.ong narrow grooves usually Q+ caused by foreign material. Crosshatcti I
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- Indicare blemishes o/t Esterior surface of cy/inoler //nfr sa aferf fro /Ft abort. 1. Eresbiesh referones menevewaent and record. If piston 6s out of finer, or if finer is removes from a6oem, useemEPERatEO REP ERENCE PO$tTiON. If poston is instellee 6n linea,use ALTERNATE REF ERENCE POSITION. Take two reedings.
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F' gs Transamenca inspection and Maintenanco Record a Delaval . Cessoa.at Geowe T,te. P.eis Geowo No, Sm.et P.ge CYLINDER HEAD -four Valve 360 1 1 Custom.e .
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o 3 '* 2 ' RB. Pen-C C Record all identification numbers and letters 10pearing in this location. Identification Numbers Q o O O ,y / kW Y M O .2- N 'T MP t M~ h e b f. % ,d T 5 ,4 M le*d 'Osb"El E. N) - W Lj ; Use diagram at left to sketch any abnormalities appearing on the Combu stion Chamber cylinder head combustion surfaces and valve set,ts. Record comments Side of Cylinder Head relative to condition of cylinder head in spaces belcw. Comoustion Surfaces - r s (.rer$ s% $ ?t****f"t k $ . C r I' O9 j(/,:. - /; f t /t' O ' Op;. DMv01 s'* , . r f : v
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. . d a DEPARTMENT OF TRANSPORTATION AND PUBLIC FACILITIES NC 206 623-6850 Division of Marine Highway Systems Pier 48 Seattle, WA 98104 Transamerica Delaval Inc.
Engine and Compressor Division 550 85th Avenue P.O. Box 2161 Oakland, CA 94621 Attention: Robert Johnston; Engineer, Customer Service S4 ject: Cylinder Head Valve Springs
Reference:
(a) TDI Telex of October 14, 1981 concerning Engine SN 72033/34, M/V COLUMBIA. (b) TDI Letter of October 30, 1981, same (c) TDI Telex of December 22, 1981, same (d) AMI Telex of December 22, 1981, same he 72 replacement valve springs were received as per references (a) and (b) . A total of 64 "potentially defective" valve springs were found and changed out on M/V VOLLHBIA's unaccounted for. Port and Starbosrd Main Engines. That left eight (S) valve springs Your sales orders S-22166, B-22167 and C-22161 covered the furnishing of the 16 new cylinder head assemblies procered on our D.O. #590247 One of these cylir. der head assemblies was returned to your la:111ty, under warranty, fer finish machining of the inj ector bore. This cylinder head was repaired and returned to us on your sales order W.24594 Since it presumbly had the same valve' springs installed when initi-ally ihrnished as it did after warranry repair, it would account for four (4) of the eight (8) missing valve springs. We have been unable to locate the four remaining valve springs associated with your sales order C-20872. ney are not on any of the installed or spare cylinder heads nor in our stock of spare parts. Accordingly, we are returning a total of only 64 of the "potentially defective a valve springs. These springs will be returned in one box on RMR-5731- 72 and marked to the attention of Mr. L. Mills. This shipment will be accom-panied by a second box, similarly marked, but which contains the eight (8) unused re-placement valve springs. i
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~ 4 . d en A . P . E. , AMH cc: Ron Lind, Deputy Commissioner, DOT 4 PF J. Eide, Director, AMH l Hugh Mcdonald, P/E, AMH l C/E M/V COLIDSIA Dave nonsen, TDI, Seattle 2SA.T2 LH l
. E .13 '92 09:' 13 ECT I ARDIE Hu sc5 9)PPLY ?EC. p.01 L t-i,1 V t: N Y 0 a M i c U r' A L M a rs,A n vtNo ORDER ""-""'o "*P'- ' T'*"57 't"ti " ' F"blic **c-Pcuch Z--Supply Section Juneau, Alaska 99811
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g:" .. . os.w .. ..cu u a 4..w c.; . [ 4 Dept. of Transportation & Public Fac. "See Specificatiod 10-15-32 Alaska Marine Highway Systees ' o * -w 4. s s. c M/V C o lum b ia --E n :; i n e Seattle P1e: 48 5-prmo .usraverictis b[ Seattle, Washington 98104 TQ: Transamerica De Laval ' Engine and Compressor Division 550 Eighty Fifth Ave. P.O. 2161' Cakland. California 94621 . w.a .u.o. ve e.cii .. :r.+ we . . ... .. ie .c: m i-
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. :o -:i :.m. . c. wnwe ne State of Alaska, Department of Transportation and Public Facilities (O r.er) hereby enters into an agreement with Transamerica Delaval Inc. (Contractor) to furnish materials, parts, engineering ard labor to perform the wrk described in this order. '
[, j SCCPE OF wnK 1 4..hemon existing turbcchargers and install new Transcerica Celatal MMel C-17 turbochargers on both miin engines of the State of Alaska's M/V Colt:-bia. Turbo-chargers are to be conplete wit.h foundations, supports ard related catp:nents as necessary to provide for a corplete installation ready for operation. ' mis shall include modification nuessar/ to acu.a.date the new instcllation such as air and exhaust side connections, relocaticri a;d size reduction of the four air intake filter / silencer units, rarnoval, relecation er reinstallation of all inter-ferences as recuired. This further includes additional air blower assembly, modifications to the J.W. system, etc., a spare turba rotatinc assec'bly and spare bearings and a carplete set of as-built drawims. h te contractor will furnish a representative to super /ise the installation. C. Trabon exhaust valve lubricating system shall be installed on 28 or less C%r.er furnished cylinder heads. m e Cwner will make modifications to the cylinder covers as per instructions and materials to be furnished by Contractor. d,kn conjunction with the installation of the Trabon lubricatirg system, Contractor will recondition 38 or less cylirder heads. Reconditioning will. consist of, but not be limited to, disasse:rbly, hot tank clean, hot pressure test for cracks, repair as necessary and completely rebuilt the heads to place in corriition to conform with present factory specifications, e' operation and spare parts manuals.ne Contrator will furnish 4 copies of revised and update
i DEC.13 '82 69: 15 DOT M4@C HUr DS StFPLY SEC. P.01 Do 707573 Cont. f sme turbochargers shall be furnished with the air seal system including an additional Paxton Blewr assembly with associated air control equiprnent ard electrical power service. 4 A spare turbecharger rotating assembly and cne (1) set of spare bearings shall be furnished .'n suitable storage container and be properly preserved. The turbochargers shall be fitted with tachmeter systems with separate digital readout previsions in the Control Booth. SILENCE OF SPECIFICATICNS: W e apparent silence of this specification and supplemental specifications as to any detail, or the apparent mission frm it of a detailed description concerning any pint, shall be regarded as meaning that only materials and workmanship of first quality are to be used in compliance with requirements of all regulatory bodies ard that enly the best marine practice is to prevail. f p.' N
. p Turbochargers:
- p. It is intended to derate the existing engines frm 9200 HP each at 450 RPh to meet the following agreed upon ratirgs:
t Minimun Idle Speed 300 RPM Design Service Ratings 334 RPM @ 5248 BHP Maximt.i Continuous Rating 403 RPM @ 6164 BHP 10% Overload Rati:n 403 RPM @ 6791 BHP b, Engine BMEP vill be reduced frem present 2t3 to approximately 158 eMEP.
- c. De new C-17 turbochargers must be properly matched to the engine revised performance ratings.
J. Turbochargers respnse time frcm 40% to 100% load shall be within 6-7 secords. Turbocharger respense durirs rapid de-pitching frern steady state operation shall be at least as fast as that presently provided by the Elliott G-90 units.
- e. Be turbocharger installation shall include.such modifications as r ecessary to maintain the waste heat recovery systems at present cutput level.
- f. S e installations will be in accordance with good marine practice and shall meet G ard ABS requirements.
g All cm ponents of the various systems requiring ABS and/cr CG approval
'. will be so certified upon delivery ce will be furnished with such doct:rentation necessary for the Owner to secure same. Should any ccrnponent fail to receive such certification, corrective action regaired, will be furnished by the Contractor at no additional cost.
l l 7 as 7
[EC.13 '82 09:17 COT i% RITE HWY SYS SUPPLY SEC. P.02 DO 707573 Cont. h.} All equiptent rernoved fran the vessel, and originally the property of the Cwner, shall remain the property of the Owner. Care shall be taken to prevent damage of such equip.ent during renoval. i
$ G N :/
contractor guarantees for a period of one cperating year or 5500. operating hours, whichever occurs first, that the above modifications will achieve the following results without any additional cost to the Owner: p Provide the new derated and agreed upn operating, conditions and reduced PREP described under " intent". 7,hp 'n:rbocharger respnse shall be as described under " intent", throughout the period, tr;7
~
Engine performance and the C-17 turbochargers shall basically meet the curves furnished by Contractor graph of 11/17/82, Appendix A. g Reduction of: . A. Smoke level. B. Ccmbustion chamber carbon depsits. ' C. Lube Oil Contamination. D. Cylinder Liner Wear. 4 E. Exhaust valve / guide blowoy. CCNDCICNS: De O.ner will use their crev for miscellaneous repairs,and maintenance work. te cont-actor acknowledges that this work will continue without Contractor employee I interference during the period centract .crk is being accomplished. ne Cwner may have several equiptent representatives on board during the period to supervise, or be actively engaged in equiptent repairs or inspection. ne contractor acknowledges that this work or inspection will be carried out without ; interference. l The Contractor shall irdemnify and hold and save the Owner, its officer, agents, and employees harmless frem liability of any nature er kird, includinc costs an$ l expenses for, or on account of, any ard all legal actions or claims of any l char .ter whatsoever resulting fr:rn any inf ury or damage sustained by person or ! persons or property as a result'of any error, cuission or negligent act of the
- Contractor or its Subcontractors or relating to its performance of this order.
Before performing work under item 5 of " PRICING" on page 5, evidence of the following coverages will be provided: Cceprehensive General Liability with Coverage Limits Per Contract Schedule.
- a. Premises Operations.
- b. Independent Contractors, e 3 of 7
..____..____.........2.ssur,.* st.u. P.03 I DO 707573 Cont.
Co:=rehensive General Liability With Coverace Lhnits Per Contract Schedule (Cont) .
- c. Products /Cmpleted Operati,ons (Maintained for two years after contract) .
i
- d. Blanket Contractual,
- e. Personal Injury.
Ships Repairers' regal Liability. We Contractor shall maintain Ships Repairers' regal Liability to cover Owner's property while in the care, custody, and control of the p:ntractor. Limits-Recuired An por Schedule. Workers' Cmpensation Insurance: We Contractor shall provide and maintaLn for all employees of the Contractor engaged in work under this contract, Workers' Cmpe'nsation Insurance as required by AS 23.30.045. We Contractor shall be responsible for Workers' Cmpensation ::nsurance for any subcontractor who directly or indirectly provides services under this contract. m is insurance shall include the following coveragest
- a. Statutory coverage for states in which employees are engaging in work.
- b. cr.ployar's Liability Protection in the amount of S500,000 per person /$500,000 per occurance.
- c. Broid Form All State's Endorsment.
- d. United States Iongshoremen's and Harbor Worker',s Act.
- e. Jones Act and Cther Federal Acts (if applicaole). 1 Centract Schedule Limits For All Insurance Are S5,000,000 per accurance/ annual agcregate:
2e Contractor shall protect the vessel and her owners against any and all liability or danage or action upon the part of any Federal, State, or Municipal authorities caused by any pollution of any waters of any bay, harbor, river, er tributary by oil or refuse frm the vessel during the course of repairs arising from the fault or negligence of the Contractor or any subcontractor. Contractor shall make good at the Contractor's expense any atx! all damage of every nature and description to the vessel or vessel's equipnent, or its stores, which shall occur at any tune after the vessel's delivery to the Contractor until its redelivery to the owner after the empletion of work; or any time while work is being performed on the vessel if such damage shall result frcm any default or i neglect of the Contractor, any subcontractor, or any of the acents or employees of the Contractor or any subcontractor; or if such danage could have been prevented by the exercise of reasonable care.
DEC.13 '8E 09:19 DOT r%R2NE HLJr SYS SUPPLY SEC. P.34 DO 707573 Cent. In case any of the vessel's machinery, equipnent, or fittirygs are used by the Contracter for any purposes whatsoever, he shall be held respensible for their recorditiening, if necessary, and shall make gocc any damage resulting fecm such uSO. The contractor shall keep the vessel clean and free of debris during the course of repairs; ard he shall also moor the vessel at a safe and protected berth with no other vessel alongside.
- 1. Turbochargers, brackets, seal air cmpressor $467,68C
- 2. Traben Lube System, Price Per Head 1,000
- 3. Recondition Cylinder Heads, Price Per Head 5,500
- 4. Preliminary Engineering for Turbo Installatica 16,295
~
- 5. Cost to provide labor and materials to-install turbochargers:
Labcr $610,918 Engineering 22,655 Materials 132,919 766,493
- 6. Turbecharger Tachemeter, qty (4) 12,147 i
- 7. Turt:ccharger spara rotor, '
spara cearing set 52,873
- 8. Instruction and parts manual sets, qty (4) 3,500
- 9. Cust:ner Se:vice Representative 17,000 Should the cost of item 5 atcve exceed $766,493.00 the Cwer will not be liable for additional cost until such cost exceed S800,000.00 corputed by figuring the Subcontracter ecst to Contractor of labor, engineering and materials plus 18%
overhead- ard then the cwner will enly be liable for 50% of tnese costs in excess of S800,i100.00. EXTRA '<FX: Should the Cwer direct the Centractor to perform additional installation work not covered in this order the rates will be as folicws: Labor: Straight time S37.00/mari hour Overtine 61.00/ man hour Materials and outside services - Cost plus 33%
IEC.13 '82 09:20 DOT MARINE HWY SYS SUPFt.Y SEC. P.05 00 707573 Cont. PAYl!ENPt'
- 1. Payment for itens 1, 2 and 7 under " PRICING" will be made as follows:
)
50% upcn delivery of cmp::nents to the shipyard. 50% u;cn successful empletion of one operating season, not to exceed November 30, 1983,
- 2. Payment for item 4 under " PRICING" will be 1004 net 30 days frm submittal of invoice.
- 3. Payment for item 5 under " PRICING" will be 100% net 30 days upon demonstration that the engine operates in basic ccmpliance with the graph, " Air Flow vs.
Engine Speed P/V Columbia", dated 11/17/82, attached, and within the other parameters identified in this contract. Such demonstration shall be during sea trials. If for any reason not related to the work performed under this contract sea trials are not possible.by March 15, 1983 the State of Alaska will, startirg April 15, 1983, pay interest at 10.5% per annum on the unpaid amount until such trials or other tests are held.
- 4. Payment for items 3, 6, 8 and 9 under " PRICING" will be 100% net 30 days u;:en deliver to Pier 48 Seattle, Washington, wutum:
- 1. Centractor's Standard Warranty ir. sofar as it is not seperceded by guarancees mrde herein, shall apply to all itms listed as 1, 2, 3, 6, 7 and 8 in the
" PRICING" section. Standard Warranty is explained in Appendix B.
- 2. New cylinder heads or heads. reconditioned by Contractor and turbochargers shall be covered by the above warranty for tara cperating season, not to exceed November 30, 196a.
TPtIWF
- 1. Turbochargers and neunting brackets will be shiprAd by Cecember 31, 1982.
All other miscellaneous Centractor furnished items related to the turi:c-charger will be shipped by Janua::/ 14.
- 2. Installation shall be empleted and materials delivered to allow empletion of sea trails by March 15,198'.
It is understood that the Contractor or its subcontractor will require 45 mrking days, straight the, to emplete installation. l l I i l l
JEQ4}], 82g:,29 DOT MRIPE HWY SYS SJPFLY SEC. P.12 By acceptance of this order Transamerica Delaval Inc. agrees to furnish all labor, equipnent and materials and perform the work described above for the amount stated above in strict accordance with the specifications ard conditions contained within this order. STATE OF AIASKA CGTIPACER By Transamerica Delaval Inc. BY (Cf ficial Title) (Type or Princ Name ard Signature) (Title) i e I t l l l n ne ,
- i. _
DEC.13 o82 09:21 DOT t1ARITE HWY SYS SUPPLY SEC. P.06 APPENDIX A
1 DEC.13-'82 09:22 DOT t%RINE HWY SYS SUPPLY SEC. p*e7 P. O. Son sist UBlaVal Benavve. WA 98009 gg - (206) 885 9777 November 29, 1982 REcggvED DEC 011982 State of Alaska Division Marine Transportation DOT /PF Alaska Ferry Terminal COMMISSIONEg'$ CHIC: Pier 48 Seattle, Washington 98104 Attn: Mr. Max Zbinden Subj: M/V Columbia Turbocharger Retrofit Your P.O. 707573
Dear Mr. Zbinden:
I attach to your copy or this letter one each of TDI's Drawing # LE-2997 and 102549 Rev. A. I also attach revised issue of curve showing air flew versus engine speed on the M/V Columbia with the C-17 turbocharger. This curve replaces similar curve sub-mitted with our Mr. Bob Bailey's letter dated Never.ber 9, 1982 addressed to the attention of Mr. R. B. Lind. It was recently noted that on the original curve the 385 RPM point was misplotted op 380 RPM. Very truly yours, D. Thomsen District Manager DT:mg
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l cc: WR-.~EEEd Mr. K. Gehring l Mr. R. Bailey j Mr. C. D. Wright l e
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1 s 1 APPENDIX 3 1 , l J i .i k 3.. . - - _ _ _ . _ _ _ _ . . _ _ . . . _ . . . _ . _ _ _ . _ _ . _ . , _ _ _ . _ _ _ . , _ _ _ ____, _..._,,__ _ _ , , _ _ , _ _ _ , . _ . _ _ _ _ . . , ,
DEC.13 '82 09:25 DOT MARINE HWY SYS SUPPLY SEC, e P.10 l DeutsTic ) STANDARD CONDm0NS OF SALE , I peeeace wenn Pe penween a to Pecmeest treasementa Oe.e.a. eczym no ggamum, ,care
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me swana 'rw'e's eleasesenes mesvery. as "Treseamoans l'ineswawtee.or nreeeems.eae, se eewe ano oe somes a 's N ec's e co Se**ei #ecivee e, m gy,,ee hacitM L andseg to Pe Icme*N IWe's Fe CJretserik Pwc%eeer f43r has e say tenecabody89 are pe89*49Ce e Wa4%'e'W *ep ee" .a e mees wees pe teer%ce. es.ca are eenescos e se secNucas repenetou.e on . ese g, pen.irsA7: unene m'ersee orces fro *demeasa Donevw we s -een w e%e Wec*,ery ,se,eg,,, e g,,, ,,e,, ,, ,vwes amena e mesere e we emeer =,
,, o m se ..ee, os..e,, i. ce n o., c.a or .aea .or,e we -, i. re Pwe ense sans arme careiswee seaser er rie to Fe Pwcnones, enmiest is og pe. F. SPlC)PICAft3ses AM eescssmere reeease le ne w e e m..,g %,pe p, ,
vesees a po'ef sea L e*** me' eve sana ca.,mg amena , a Trews w ca Deia.no e s.awaate., ee a e,se a yee ene y any eme act w terunnea saeovie novames ter usanwy eree se eas e,,ec., e,e mer, me, ne ,rieuze ise r e= e as e==a.se s ees.y. e.ig g3.ecs;i e. eseres en acaows e ewsmeser ser e ne taas neceae owe seen Pecneser 4 medaes of 887 eeA% mea mes%ee Treanamesace D.o*6 *etervee lae 'g"* '3 mass w avgu yes se aw% eery e seeer to atteme% am v%e wecimmery ones wereeae se ame as ei asia.s a temgi saa sa=#ew:i.sa na aAnn e as aszpaeas sarsuse e s=34 m Pwreeineer a sus em 8eserne e D*** e'****'is are mese pamesews ser'eriis seu o ao 'er ree y sci co es am, ce eaewa y conease mW aeocaseno o Y, pee,.co e ,.ie eve are pe,eee es se een,as eston= ease Osevaa essa aus n.,ey, seie. nee er spee swe.*q esorge a se uscannery fre amonees armemeat e esc *ea e asocees e aneeser la any goes ei me 904 e Pie Pweteter si hsee, erg Tf4*eeaer4a Ose,e men asteesary Gale e espomeg & MWTS2 Treasemersee Omoves Wee nerarWy M #weester ter say name , pe.*4e as mey se se9 spee w eat C** ages treroa er se Pecmener e eewse. eat to N #de**** "e, acw essa.se a cieras a saaageawas e unwee De n awaras seen M is an.see soyene Treanamores Geneve 's eseemisser esetteL eewe=g ea ses 8e'e'# De "* 884U*w, er pena awawasswee e, Treaneaonca Deeve, t>. ew ener esses ta oce e Gas. er ses er Pwcannes. wee nemen es,ees. essesees areams. eme,e N **o*"*F h"84**ed D*"ei ser ser som hamasawee ose.o .4, ces a sweamutea *=*o*9esa car tressees ese es oss se me==ar, awaerer osmanease enewte er sianas e owmeemem o N Redes presses emean a ee see e m see y,sy arente e yeenes ree Ns es.ee er me US Osserrrie% seney my ennemesy one pene swaeces Perewww e,es re es sacer.er. oriennees ce meenet vnd. day severe weseer. p ea mood, te & Spese Po erer as to amaesse ter ea, see eense se psensee essen anseenes mee. *eenais er maawestwasg 'sc ames sie e say enen ea.see eae y ,Catectu.Aftces: es, y,y ,,,, e ye e.sas er eene, ewe se ear owe ca.no the w'io essones is ca.emem er competen , ,,,,,,,ee ,a,,,,,,,,,,eeere g,,e,,,, se ,,e,, y,,eones,en , ,,eo,ene. ,,ey,w gen,pe
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, amonge Conceal to p3 Coos satsi opt sPvoe6a',8p eN erMe.fr ereytt,ehen 09e astialecary pe cggsynes erste Fu aarAtor eens,a e meste#eCrwing taienee De let*ee Doverie t'e ty'ee 4 eseisaaes er swaa6Fue =aa the 'er"e 88 eseme"* 47ees seen Peges ce es oisent ie e Pe assawaetwee swea as sweet. twee esas e*ee pet sie a e=ae f ease w :s es.nemy e e scaneaase wea re Pembere e tre asytosee y=ce sessePefe cewas.e eay Dancees y Pe Pirchete* al 4ey e=e sae M ere e' lSQ se*e 'emeerg me aan p a.dA L ?!Tt3: We'end remecae the PweA4eer Irefn esmeS#et le debe se,8me8e 46 Weases
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eaFese'rle'M'slet'%eeEWeW 0888de*' Fee' M UeChA88Y'*F'OA8E og Teocarrosece Os.t.o. woe ye ewcnsee y.se crisieng as., seiesesmas e'8 M8Me es,snene """"***N"****"**** epsgesser gesentee Dy 8 tere er sFerweet Snee 8ese snee boy esse et aseft erte Pie W4C"trery thee 'af%en seres 4 Deos8f . e88'eser met se Pe Noe W #s tee 4A"ofs te
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10: f ,ransamarica t Delaval Inc. DATE' March 7, 1983
~ Oakland, CA ntE t40:
Attn: Bob Bailey TELEPHONE t<0; FROM: Max Zbind SUSJECh M/V COLUMBIA Main Engine Cylinder Alaska lh elyghway- Heads Seattle,,(1 18104-2599 In regards to my letter of March 1,1983, please be advised that the 33 cylinder heads, noted as being returned to the vessel, only covered reconditioned units. It did not include the 3 scrapped heads. Confirming our phone conversation of March 4,1983, we have received the following shipments of cylinder heads: 1 shipment .of 14 reconditioned heads 1 shipment of 15 reconditioned heads 1 shipment of 3 reconditioned heads 1 shipment of 1 reconditioned head 1 shipment of 3 junked heads Please advise if the one cylinder head that was to be replaced with an exchange unit, under DO #745942, could actually be repaired. During a recent phoncbeyond found conversation, repair. I believe you indicated that the head was subsequently If such be the case, that po'rtion of DO 0745942 will be cancelled and a neu replacement ordered. The head, if unrepairable shcIl be returned to Pier 48 marked " SCRAP". In my letter of March 1,1983, reference was made to several cylinder heads that were neither new or any of those cent to your facility for rework. Closer inspection revealed that the three in question are infact heads that we had sent for rework. For this I must apoligize. However, these 3 heads uere so badly damaged during the reconditioning that we concluded the'y could not of been ours. Two of these three heads are unfit for use. one may last the season. The third I would recommend that someone from your facility inspect the general condition of the reconditioned cylinder heads as being returned to the vessel. The three new cylinder heads, which are on order have not been received to date. Request status of same. Additionally request status of the cylinder ~ head, damaged in transit and returned for repair or replacement with new head assembly,on RMR-3675-34 and our D0 #746326. cc: Dan Casey, Commissioner, DOT & PF
. Ron Lind, Deputy Commissioner, DOT & PF 4
Hugh Mcdonald, Port Engineer, AMH Dave Thomsen, TDI Chief Engineer, M/V COLUMBIA l Bob Snyder. APE. Juneau - - l
e ta c7 Q ~
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'Q f f h f BILL SHEFFIELD. GOVERNOR
_ _ O a DEPARTMENT OF TRANSPORTATION AND PUBLIC FACILITIES MAINTENANCE AND GPERATIONS D1VISIONOFMARINEHIGhnAYSYSTEM PHONE: 623-685O March 1, 1983 Transamerica Delaval Inc. 550 85th. Ave. Oakland, CA 94621 Attn: Bob Bailey Subj ect: M/V COLUMBIA Turbocharge-Project Manager Retrofit Project In accordance with the provisions of D.C. #707573, a total of 38 cylinder heads . Were to be shipped to your facility for Trabon modifications and reconditioning. A total of 37 cylinder heads ware actually shipped. Early on, one cylinder head was reported to' be in need of extensive repair. Such repairs could not be accomplished in time and it was ther'efore suggested we utilize a rebuilt exchange unit. This was agreed to. Three additional cylinder heads were later reported to be badley cracked and beyond repair. Two new re-placement cylinder heads were ordered. This would leave us with a total of 36 cylinder heads. A total of 33 cylinder heads have been returned to the vessel todate. One of these received damage in transit and was returned to your facility for repair or replacement with a new cylinder hecd. Inspection of the remaining 32 reconditioned cylinder heads reveals much poor workmanship and an apparent lack of proper shop inspection during rework and prior to shipment. The heads contain welding slag ud other debris. Pits and blow holes are evident in the valve seat surfaces. Excess exhaust valve insert weldments exist which were either not finish machined or only partially accomplished on several heads. Several heads contained rust on the machined surfaces,. some had f rozen or stuck valve rotators while others had springs missing from the valve seals. Szveral of the returned cylinder heads are neither those sent from the vessel for rework or are they new replacements. They appear to be well used cylinder heads from some other engine or engines. Two of these are unfit for use. One has internal cracks and damaged gasket faces, the other has a tap broken off in a flange bolt hole whose threads are also damaged and its fire deck is not flat.
Bob Bailey March 1, 1983 Page 2 The remaining 30 cylinder heads will be installed. There ability to survive a full season is questionable. This currently leaves us short two servicabic heads i which are overdue and necessary in order to reassemble the engines. Additionally, at least two spare servicable cylinder heads will be required to be on board on or before 25 March 1983. The cylinder head problems, including warranty responsibility will have to be resolved at a meeting to be conducted af ter the vessel returns to service. Sincerely,
, df Max E.
nden Assistant Port Engineer MEZ:cip cc: Dan Casey, Commissioner, DOT & PF Ron Lind, Deputy Commissioner, DOT & PF Hugh Mcdonald, Port Engineer, AMH Dave Thomsen, TDI , Chief Engineer, }UV COLUMBIA Bob Snyder, APE, Juneau i i .I I i 4 O l l
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1 Frc= M. Zbind:n Alaska Marine Highway System' Seattle , l To: B. Bailey TDI, Oakland 15 each M/V COLUNBIA main engine departing Seattle 12/2/82 via ETMF due Oakland 12/6/82. RMR 9479 Applies. _ All 15 cylinder Heads to receive trabon mods. charged against D.O. 707573, Project #4 14 of the cylinder heads to additionally receive complete overall (spare head excluded) including disassembly, hot tank cleaning, hot press test, rebuild and/or rework as found necessary and reassemble ready for reinstallation charged against D.O. 707573, project #5. Expect remaining cylinder heads to be shipped early week of 12/6/82. 6
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' cf. ALASKA $ %ll & ',&N& $@$YSN TO, . p- one March 9, 1983 Hugh Mcdonald
, , Port Engineer, AMH rite NO:
TELEPHONE NO; h FRC% NUX ,E g SU3JECn M/V COLUMSIA; Main Engine Turbo APE Seact , AMH Retrofit status report #6
. In accordance with the provisions of D0. 707573, relating to subject work, the 4 project was to be completed in 45 working days. Work commenced on December 16, 1982 and should therefore have been completed on February 18, 1983. As of this date, the proj ect is still incomplete. Todd Pacific Shipyards, under contract to Transamerica Delaval Inc., has yet to complete fabrication, field fitting and installation of the air intake elbows to each of the four new turbochargers.
Additionally,, the exhaust lines remain to be insulated, various pipe joints to be made up, stall tubing runs to be completed, various pipe, tubing and electrical cable supports installed', etc.
'Since the major portion of the hot work has been accomplished, it has been pos-
$1ble to clean up the machinery space to the point that the main engines could #
opened up. Cleaning of the engines themselves, reinstallation of the cylinder liners and piston-rod assemblies has commenced. We are still at least one week behind schedule at this writing. Confusion that resulted over the new Lbskegan piston rings has been resolved Nit 5 TDI. To,our knowledge, none of the 37 cylinder heads shipped to TDI .for rework and Trabon modifications, were cracked. Four of these cylinder heads have thus
~
far been returned as junk. Three of these now have internal cracks which are beyond repair. It is assumed that the cracks occurred during the exhaust valve seat renewal process. .Three new cylinder heads have been ordered at $20,209.00 each plus freight to-replace in part those now junked. This should leave us with a total of 36 heads, 32 of which will be installed and the remaining four carried as spares. Thus. far 33 reconditioned cylinder heads have been returned to the vessel by TDI. One of these was damaged in transit, was returned to TDI for repair and is still outstanding. Three other of the remaining 32 heads were received badly butchered.
,0ne has internal cracks, one has a tap broken of f in a threm!:d hole, several haw
> da= aged flange faces and/or dented fire decks. Two of these cannot be used with-out repair action. Because of the time frame, the creu will attempt to remove the broken tap and install a helicoil to restore the damaged threads on one unit.
Those heads with damaged flange faces will' be built up with plastic steel and
,^ dressed to provide the necessary gasket sealing surface. TDI advised this date that the head with the internal cracks can be used with no problem. It will
, ' the'refore be installed along with the head that has the damaged fire deck. This action will reduce the probability of any further delay. The TDI representative visiting COLUMBIA this date expressed concern over the l _ appearance of several cylinder liners. He has recommended that these be changed out and/or honed. Unfortunately we have no time to accomplish same at this date.
JHugh Mcdonald March 9, 1983
-Page~2 His recommendation is directly opposite the information contained in the TDI report of liner condition, made at our request and expense, when the cylinder heads were first pulled. The TDI report stated that the liners were basically in excellant condition with many thousand of operating hours still lef t.
The vessel's Chief Engineer and I disagreed with the TDI findings and stated that based on our ' inspection and past history, the liners should be able to only last this coming seaso'n af ter which the engine would have to be : pulled down for major rework. Our argument did not stand up against the TDI experts at that time. What TDI now seems to be concerned about is what we have been seeing for years and repeatedly bitched about. In each case we were told
' that what we object to are normal conditions with respect to the engine. , One must wonder if TDI is becoming a bit concerned over the wording in DO 707573
! concerning full payment for the work envolved. It requires that the engine l operate for one season without problems. TDI may be looking at the liner conditions a bit more realistically in light of this. MEZ:'cip
^
cc: Daniel.Casey, Commissioner, DOT & PF Ron Lind, Deputy Commissioner, DOT & PF Martin Nusbaum', Ac ting Director, AMH Bob Snyder, APE Juneau, AMH Ken Beselin, C/E M/V COLEH3IA 1 l l l 9 o " ,
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