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ME477
Main Engine Cylinder Liner Crack
Technical committee

Ship type Bulker

Date of build December 1986
Navigation route
Trouble machinery
Category Main engine
Name
Type MAN B&W 6L80MCE (Mark I)
Maker
Date of trouble March 2000

1. Breakdown outline

During voyage toward the Japanese port, leakage from the main No. 5 cylinder cooling jacket oc-
curred. After about a half day, exhaust gas intruded into the cooling water and the expansion tank
started to spout water. The main engine was immediately stopped and the cylinder cover was opened
to perform an overhaul inspection. A cylinder liner crack was discovered and liner replacement was
initiated. However, the liner could not be removed by way of the ordinary procedure. Moreover, the
liner did not move even when a bar was inserted under the liner bottom and hydraulic jacks (20 ton x 2
units) were used to push up on the liner from the top of the crosshead. Finally, the concerned cylinder
was cut from usage and voyage was resumed.

2. Causes

As for the cylinder liners employed in the main engine model of this vessel, cracks were already form-
ing on the liner hoisting hole and cooling water casting tube from the time of manufacture, and im-
proved model liners have been replaced in most of the other vessels. However, it is surmised that as
this vessel had a higher derating level (low mean effective pressure) than other ships from the design
stage, crack formation was delayed.
The locations of crack formation this time all occurred from the above mentioned two locations.
Rust was discovered on a portion of the No. 5 water seal O-ring and this is surmised to have caused
adhesion and removal difficulty of the liner. However, cooling water control was being accomplished
normally, and removal of the remaining cylinders (No. 1, 2, 3, 4, 6) was accomplished by way of the
regular method without problem.
Moreover, according to the manufacturer's service bulletin (KHI BW 141), liner removal interval
standards (O-ring replacement) are stipulated to be from 6 ~ 8 years.

3. Repair

On the Japanese port, the liner was removed using two 100 ton jacks supplied by the manufacturer.
Furthermore, as similar cracks were discovered on all cylinders when the other cylinders were in-
spected, all cylinder liners were replaced.

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4. Future countermeasures

As for trouble relating to liner cracks, the manufacturer has successively marketing improved model
liners and this problem has presently almost ceased to occur. However, as hoisting holes have been
discontinued in improved liners, the liners cannot be inserted unless a hoisting clamp is attached to the
bottom of the cooling jacket. As for ships outfitted with this main engine model (especially ships built
until 1990,) it will be necessary to confirm the model of the spare liner (for the presence/absence of
hoisting hole) and the circumstances for clamp setting.
Moreover, for situations where cracks have not reached the combustion chamber side (if leakage is
occurring only from the cooling jacket and the cooling water pressure has not changed significantly,)
emergency operation methods are outlined below:
1) Remove the fuel pump VIT rack, set it to “zero” and decrease the fuel rack by approximately 20%.
2) Reduce the output (rpm) as much as the service schedule permits.