A To Z of Steam Turbine Maintenance PDF

BREIF THEORY OF STEAM TURBINE
( With special reference to Impulse and Reaction type)
WORKING OF STEAM TURBINE :
• A steam turbine works on the principle of conversion of High Thermal

(ie. High pressure & temperature ) energy of the steam into high Kinetic
energy , thereby giving torque to a moving rotor.
• For above energy conversion there is requirement of converging
/Converging-Diverging Sections in the steam flow path.
• Such above requirement is built up in the space between two consecutive
blades of fixed and moving blades rows.
TYPE OF TURBINE :
• IMPULSE TURBINE = In a stage of Impulse turbine the pressure/Enthalpy

drop takes place only in Fixed blades and not in the moving blades
• REACTION TURBINE = In a stage of Reaction Turbine the

Pressure/enthalpy drop takes place in both the fixed and moving blades.
Moving Blade
passage is
parallel
Moving Blade
passage is
converging
-1-
DEGREE OF REACTION=
( Heat drop in Moving stage)

-----------------------------------------------------------------------------
( Heat drop in moving blade + Heat drop in fixed blade)
• In impulse stage ,degree of reaction is 0

• Single stage impulse turbine is called as De-laval Turbine.
• Series of impulse stages is called as Rateau Turbine
• Double Stage Velocity Compounded impulse turbine is called as Curtis
Stages
• 50% Reaction turbine is called as Parson Turbine
• Practically the degree of reaction of a stage can be 0 - 60% over the
different stages of a turbine
Purely 100% IMPULSE turbines are there and are used but practically 100%
REACTION Turbines is not possible. Whenever we say Reaction Turbine, it
means it is a IMPULSE REACTION Turbine.
MAIN LOSSES IN TURBINE
FRICTION LOSS It is more in Impulse turbines than Reaction Turbines, because

impulse turbines uses high velocity of steam and further the flow in the moving
blades of the Reaction turbines is accelerating which leads to better and smooth
flow(Turbulent flow gets converted to Laminar flow)
LEAKAGE,S LOSS It is more in Reaction turbines than Impulse turbines because
there is Pressure difference across the moving stage of reaction turbines which
leads to the Leakages. In Impulse turbine such condition is not there.
• Leakage loss predominates over friction losses in the High Pressure end
of the Turbine
• Friction Losses predominates over the Leakage's Loss in the Low
Pressure end of the Turbine.
• Reaction blading is inefficient in High Pressure region
• It is observed that the Efficiency of The IP Turbine is the maximum
followed by The HP and LP Turbine .
-2-
• LMZ Turbines are more impulse in nature
• KWU Turbines are more reactive in nature
• Sparing Rateau and Curtis stages, all other stages of turbine is a mixture
of Impulse and Reaction with varying degree of reaction.
• Pressure/Enthalpy drop is more in Impulse stage than in reaction.
• Comparatively Reaction Blade is more efficient than the Impulse blade.
• Impulse turbine requires fewer no. of stages than reaction turbine for
same condition of steam and power requirement.
α 1 = Inlet angle to moving blade
-3-
After above deliberation, following is the comparison between the Impulse and
reaction Turbine.
IMPULSE TURBINE REACTION TURBINE.

Pressure / Enthalpy drop takes place Pressure / Enthalpy drop takes place
only in fixed blades in both fixed and moving blades
Pressure across both sides of the Pressure across both sides of the
moving blade is same. Cross section moving blades is different . Cross
of Moving blades are of Profile type section of Moving blades are of
Aerofoil type
High Friction loss Comparatively less
Low Leakage loss Comparatively more.
High Disc windage loss as it Comparatively less ( Reaction
employs disc type construction turbines don’t have disc type
construction but instead have Drum
Type.)
Have lesser no of stages Have too many stages for the same
output
A 210 MW , LMZ design Impulse A 210 MW , KWU design 50:50
turbine working on 130 kg/cmsq, Reaction turbine working on 140
540 Deg C and 670 t/hr has only 31 kg/cmsq, 540 Deg C and 630 t/hr has
stages 81 stages
Turbine efficiency is on lesser side. It is on higher side.
Efficiency is sustainable for longer Very difficult to maintain as no
period as there is insitu/ Onspot technology is available to repair the
repair of the fixed blade repair and fixed blades and insitu refining of the
peak seal replacement techniques are interstage seals are not available.
available.
Casing ovality is not a problem as Casing ovality is a great problem . If
fixed blades,( Diaphragms) can be it is severe there is severe loss in
shifted anywhere left, right , top , efficiency and reliability . A stage
bottom will come where the whole casing
with the fixed blades may require
replacement.
-4-
SPECIFICATION OF LMZ(210MW)STEAM TURBINE
Make LMZ (Erstwhile Russia)
Leningradasky Metalzasky Zavod
Design C-210-130 ( Turbine of 210MW

At 130 kg/cmsq)
Type Impulse-Reaction ,Tandem Compound

Three cylinder, Reheat , Regenerative
And condensing type
Rated Power 210 MW
Speed 3000 RPM
Type of governing Nozzle Governing (Through four valves on

HPT) Hydro-Mechanical Type
Speed regulation 4+-1 %
Transient Speed Rise 7 to 8 %
No of stages HPT 12 stages

IPT 11 Stages
LPT 2x 3 (VSTPS & Kh STPS)
2x 4 (BTPS & SSTPS)
Pressure before ESV 130 Kg / cmsq
Inlet steam temperature 540 deg C
Rated steam temp after reheat and inlet to IV 540 deg C
Rated steam flow 670 tons/ hour
HPT Exhaust condition 27 kg/ cm sq, 327 deg C
Condenser back pressure 0.9 kg/ cmsq
No of Bearings (Five, I.P front bearing is a combined
Journal and thrust bearing)
Gland steam pressure 1.03 to 1.05 kg/ cmsq
Barring Gear Mechanical speed 3.4 RPM, 220: 1 ratio
No of Extractions Seven (9th, 12th, 15th, 18th, 21st, 23rd

And 25th stages)
Condenser cooling water temperature 24 to 35 deg C
Cooling water pressure 1.0 to 1.1 kg/ cm sq
Rated cooling water flow through condenser 27000 meter cube/hour
-5-
Governing Oil Pressure 20 Kg/cmsq
Lube oil Pressure Appx 1.0 kg/ cmsq
Air Ejectors Type Main Ejector ; Static type consisting of 3
sets of nozzles and Diffusers
Starting Ejector: Static type consisting of
Single stage of nozzle and Diffuser
HP/LP Bypass 30% Capacity( BTPS and SSTPS)
PRDS in place of HP/LP Bypass in
(KhSTPS and VSTPS)
Differential Expansion HPT +4 mm to - 1.2 mm
IPT +3mm to -2.5 mm
LPT +4.5mm to -2.5 mm
Axial shift +1.2 mm to -1.7 mm
Eccentricity 100 Microns Max.
Bearing Vibrations Velocity 2.8 mm/ sec, 40 Microns Max
Bearing Temperature Alarm 90 deg C
M/c to be Stopped at 110 deg C
HPT & IPT Top and Bottom Casing 50 deg C
Temperature Difference
-6-
POPULATION OF LMZ SETS IN NTPC
STATION RATING SUPPLIER QUANTITY
BADARPUR 210 MW BHEL 02
100 MW BHEL 03
SINGRUALLI 200 MW BHEL 05
VINDYACHAL 210 MW DIRECT RUSSIA 06
KAHALGAON 210 MW DIRECT RUSSIA 04
-7-
Description of Steam turbine
The turbine is of condensing, Tandem compound, three cylinder, horizontal,, disc and diaphragm type
with nozzle governing , reheat and regenerative type directly coupled to the Generator. Following is
the short description of its various elements.
Emergency Stop valve: Steam from Boiler stop valves enters the emergency stop valves (two in
nos). These emergency stop valves are further connected to the four HPT control valves through four
flexible transfer pipe lines. The emergency stop valve operated by a hydraulic servomotor shuts off
steam supply to HPT turbine when turbo-generator is tripped. The two ESV,s are also connected by a
equalizing connecting pipe.
Interceptor valves Steam from Boiler after reheat enters the Interceptor valves (two in nos). These
Interceptor valves are further connected to the four IPT control valves through four flexible transfer
pipe lines. The Intercept valve operated by a hydraulic servomotor shuts off steam supply to IPT
turbine when turbo-generator is tripped.
High Pressure Casing: It is a high alloy steel casting and is of single casing in two halves joined at
the horizontal joint. The horizontal joint is secured by means of studs and nuts which are tightened by
eddy current/Electrical heating to ensure the pressure tightness. Four steam chest, two on top and two
on sides are welded to the Casing , which in turn houses the Nozzle boxes The steam chests
accommodate four control valves to regulate the flow of steam to the turbine as per the load
requirement.
The high pressure turbine consists of 12 stages with first stage as curtis stage
(purely impulse stage) This first stage also act as the governing stage. The rotor is of disc type
integral with the shafts. Moving blades are mounted on the discs. The fixed blades are carried in the
carrier called as diaphragms which are in two halves. These diaphragms in groups are carried in liners
which are further accommodated in the casing. The liners are made in two in two halves connected
at the horizontal joint by bolts.
Intermediate Pressure Casing: It is made in two halves which are joined together by a vertical joint.
The front part is made of high alloy steel casting and the other half is of fabricated steel. Each part is
also having a horizontal joint which are secured by studs and nuts. The studs at the horizontal joint in
the front part are hot tightened by eddy current heating to ensure pressure tightness. The Four control
valves of I.P turbine are mounted on the casing itself, two on the top and two on the side similar to
HPT.
IPT is having 11 stages .First stage is sliding Diaphragm type. Other diaphragms are housed in the
liners which in turn are mounted in the Casing.
From the IPT steam is carried through two cross over pipes to the double flow LP pressure cylinder.
Each cross pipes is provided with a compensator for taking care of thermal expansion and to ensure
that no heavy thrust or turning movement are thrown on to the flanged connections of the IPT
cylinder exhaust and low pressure inlet.
Low pressure Casing: The LP casing consists of three parts. One middle part and two exhausts parts
(either side). These parts are fabricated from weld able quality mild steel. The exhaust casings are
bolted to the middle casing by a vertical joint. The casing is divided in the horizontal plane through
the turbine center line. Steam enters in the middle and divided into two equal axially opposed flows.
LPT consists of 2 X 3 stages (VSTPP & KhTPS) and 2X4 (BTPS & SSTPS). IN 2 X 4 designs last
but one stage is called as Baumanns stages. They expand a part of steam down to the condenser
pressure and allow rest of steam to expand through the last stages.
HP rotor; The HP rotor has discs integrally forged with shafts. Front end is free end and is connected
with the Overspeed Governor. Other end is connected to the IPT rotor by means of Rigid coupling
.Moving blades are mounted on the Discs Moving blades have T roots which slides and fits into the
-8-
corresponding T section in the discs all around the periphery. Each moving stage blades have two
lock blades placed at 180 deg to each other. All stages have shrouding plates at their tips riveted by
means of blade tenons.
IP Rotor; The I.P rotor has seven discs integrally forged with the rotor while last four discs are
Shrunk Fit. IP rotor is connected to the HP rotor by means of Rigid Coupling and other end is
connected to the LP rotor by means of Flexible Coupling (BTPS & SSTPS) and rigid Coupling
(VSTPS and KHSTPS
LP rotor The LP rotor consists of shrunk fit discs on a shaft It is connected to the IP rotor by means
of Flexible coupling (BTPS and SSTPS) and rigid coupling (Khtps & VSTPS). And other end is
connected by means of rigid coupling with the generator. The rotor shaft is hollow from inside. The
Leading edges of last two stages on either side are brazed with Stellite stripes to prevent the wet
erosion of the blades
Turbine Bearings: The three turbine rotors are supported on the five bearings. There is only one
bearing between HPT front and IPT front which is a combined radial -thrust bearing while all
others are radial journal bearings. All the bearings are having cylindrical seats in the pedestals except
the combined radial thrust bearing and generator rear bearing which is having a spherical seat. The
rotors are located inside the turbine at the thrust bearing. The HPT rotor and the IPT rotor are joined
by rigid coupling and have been provided by a common bearing which is on the IPT journal. While
other ends have their own bearings.
The lubricating oil to the bearings is supplied at the pressure of 1.0 Kg per cmsq and the quantity of
oil going to the each bearing is controlled by the ORIFICE fixed at the inlet.
The Thrust bearing is of Mitchell type with bearing surface divided over a number of bearing pads
lined with Babbit. They are pivoted in housing on the side of the rotor thrust collar. During operation
an oil film is formed between pads called as working pads and thrust collar and there is no metal to
metal contact. A second ring of pads called as nonworking pads on the opposite side (towards front
pedestal) takes the axial thrust as may occur under abnormal condition. There are 10 nos pads each on
working and non working side.
Sealings. To eliminate the possibility of steam leakage to the atmosphere from inlet and exhaust ends
of the cylinders, labyrinth glands (of Hi- Lo type) of the radial clearances type are provided which
provide a trouble free frictionless sealing.
During transient conditions steam is supplied to the sealing chamber (2nd last chamber) at each end
of the rotors at 1.03 to 1.05 kg/ cm sq and at temp of appx 160 deg C. Steam mixture from the last
sealing chamber is sucked out with the help of a special steam ejector to the Gland steam cooler.
Provision has been made to the supply steam at the front sealing of H.P and I.P rotor to control the
differential expansion, when rotor goes contraction during transient conditions.
Pedestals: They support the bearings and the oil guards at the end The Front pedestal is Grey iron
casting and also contains most of the Governing elements including Main oil pump. Main oil pump is
connected to the HPT rotor by means of a Gear coupling Front pedestal and pedestals between HPT-
IPT, IPT - HPT are movable which can slide along with the casings due to axial expansion of the
turbine. Movement of pedestal in lateral direction is restricted by special section keys .Exit Oil from
the bearings are collected in the pedestal and sent to the Main Oil tank by pipelines attached to the
Pedestals.
-9-
Difference in LMZ Turbine sets of Singraulli & Badarpur units with
Kahalgaon & Vindyachal units.
Singraulli & Badarpur Vindyachal & Kahalgaon

( Version-3) (version-8)
LPT 2x 4 stages LPT 2x 3 stages

( No Baumanns Stage)
IP-LP coupling is Flexible IP-LP coupling is Rigid
Screw jacks only in HP-IP coupling Screw jacks in all couplings
Separate External Flange Heating Flanges are Hollow
chamber In HP & IP Casing
MOP thrust Pads are shaped in M.O.P Thrust Brg has got separate
common journal brg Pads
Elbow joint in side IPT control valve No Such Elbow
LPT Glands Housing are separate LPT Glands Housing are integrally
and are bolted to LPT casing from Built in the LPT casing
internally
Oil guards to be installed in position They can be Placed even after LPT
before LPT box up box up
HP-LP bypass is there PRDS is there
Mixture of Damping and Lacing All are Damping wires.
wires
No Bottom space between the both Enough space is available.
Sides of LPT casing for ease of
maintenance
Big Coupling guards Small coupling Guards.
NOTE
1. HP,IP,LP rotors of Badarpur and Singraulli are interchangeable with each other
2. HP,IP,LP rotors of Kahalgaon and Vindyachal are interchangeable with each other
3. Rotors of Badarpur and Singraulli are not interchangeable with the rotors
Of Kahalgaon and Vindyachal
4. But a study has been made and it is found that diaphragms of HP stage of version -3 is
interchangeable with version -8 . IP diaphragm of stage 14,15 version 8 machine are
having higher OD of its fitment collar in the casing. Diaphragm no 18 of version 8
machine is having more thickness..
- 10 -
Fixedpoint of rotor Fixedpoint of casings
HPT IPT LPT
Brg. No. 1 Brg. No. 2 Brg. No. 3 Brg. No. 4 Brg. No. 5
(Thrust)
Pedestal No. 1 Pedestal No. 2 Pedestal No. 3 Pedestal No. 4
ROTOREXPANSION
CASINGEXPANSION
- ve +ve
AXIALSHAFT
Layout of MainTurbine- 210MW(LMZ)
- 11 -
PHILOPHISY OF MAINTENANCE OF STEAM TURBINE
The turbo generator is a very complicated and critical machine and requires very careful
erection and commissioning, trouble free operation and best maintenance to generate is designed
output at best efficiency and with minimum heat rate continually throughout its designed life
Turbo machinery is a huge machinery having its rotors weighing up to the 60 tonnes, total
length up to appx 30 meters, diameter upto 4 meters Having minimum gap of 1.0 mm between its
moving and stationary blades , rotating at 3000 rpm and subjected to high pressure of 140 kg/cmsq
and high temperature of 540 deg C. This high extreme condition gives rise to complicated centrifugal
forces, thermal stresses on its components associated with radial and axial movement of its internals.
But it is the beauty of design that inspite of these adverse conditions a turbine can be run smoothly
without having any problem
Inspite of best operation practice and with best of the maintenance philophasy it is
experienced that many of the abnormalities occur in the turbine during its running course of time
which requires proper and sincere action so that its condition does not deteriorate further and does not
lead to any major breakdown or accident.
Some of those abnormal conditions are as follows.
1. Vibration more than the permissible limit.
2. High Noise
3. Reduction in output for a given steam flow
4. Decrease in efficiency (Enthalpy Drop Test)
5. Change in Extraction steam pressure.
6. Change in Terminal pressure condition
Appearance of above abnormalities can easily be known by strict, continuos, regular

Monitoring of turbine parameters and regular condition monitoring. Further by reviewing past
Data, History and failure analysis one can easily predict the shutdown of machine for its
Maintenance.
However In NTPC following guidelines are there fore planned O/H of LMZ Turbines
Every Year = Bearings checking (Conditional), Control valves checking, Governing system
Checking
Every two Years = MOT Oil Draining and Tank Cleaning
Every five Years) = Overhaul of all turbine cylinders
This is based on Five year rolling plan
Each start up is equivalent to appx. 25 hours.
After 10 years( appx 100000 hours) and subsequently every five years Complete Residual life
assessment of turbine components.
- 12 -
PERIOD OF SHUTDOWN After the Turbine is taken for shutdown for planned maintenance all
efforts should be made to bring it back to operation in the earliest time and with improved level of
Reliability, Efficiency, Endurance and full capacity. Gone are the days when total turbine overhaul
used to take 60-70 days. Now a day’s total job can be easily done in 35 days. However there are
continuos efforts to bring this down time to 25days. But then this requires special preparedness which
are as follows which should be properly ensured before every overhaul. To save precious Downtime
modern concept is do away with the repair concept and follow the Module/Rotor replacement.
1. Complete list of Spares along with one set of turbine rotors ( List attached)
2. Availability of all the T&P
3. Presence of learned and capable Turbine professionals round the clock
4. Involvement of FQA personnel throughout the job
5. Good and Prompt interaction coordination with the Designers and technologists
6. Availability of multipurpose machining and workshop facility either in house

Or outside nearby
7. Availability of all Special tools, fixtures and Drawing etc
8. Availability of Detailed Scope of work, Schedule Chart and Fixing of responsibility
To ensure Long term reliability and efficiency following points should be included in the scope
of work
1. All the past Liabilities and standard replacement
2. All the RLA recommendations
3. R&M recommendations if any
4. All recommendations leading to 105% capacity
- 13 -
CRITICAL FLOW PATH DIAGRAM FOR CAPITAL
OVERHAUL OF STEAM TURBINE
CRITICAL PATH OF TURBINE O/H
ALIGNMENT CENTERING OF SEAL CUTTING TOP HALF

DIAPHRAGM & ELEVATION DUMMY BOXUP/
BEARINGS SEAL BORE DIAPHGRAM
THERMAL
& GLANDS TRANSFER
SLOPE LIFT CLEARANCES
FINAL BOX UP
P/P MATCHING OF FINAL ALIGNMENT

TURBINE CYLINDES
RUNOUT & FIXING OF

ROTOR COUPLING
STEAM FLOW PATH
INTERFERENCE REAMING & HONING

OF BEARING IF REQUIRED
SWING CHECK
- 14 -
STATION UNIT DATE OF REMARKS
CHECKING
OVERHAUL CHECKLIST FOR LMZ TURBINE COMPONENTS
SL NO CHECK OBSERVATIONS REMARKS
1.00 HP ROTOR
Moving Blades for
a) Radial rubbing of shrouds
b) Axial rubbing of shrouds
c) Height of Tenon rivet
d) Denting, Pitting and impingement on
blades
e) Cuts/ Thinning if any of blades
f) Deposits
g) Gap between blade shoulder and shroud
h) Rubbing at blade root
Stationary Blades for

a) Denting, pitting and impingement
b) Axial rubbing on the collars
c) Deposits
d) Cracks, cuts, thinning
Journals for
Scoring / Lining
Oil Guard area for
a) Grooving
b) Scoring
Couplings Face, Bolts ,nuts for
a) Scoring
b) Frictional oxidization
Balancing weights for
a) Fitment /looseness
b) Erosion
c) Qty and position with earlier record
NOTE : If there is heavy denting and change in steam flow path of the blades areas
and some metallic pieces are found trapped in the moving blades, then all the nozzle
boxes to be checked for visual by means of BOROSCOPE.
TMD FQA MAIN CONTRACTOR
- 15 -
CHECKING
OVERHAUL CHECKLIST FOR LMZ TURBINE COMPONENTS
2.00 IP ROTOR
Moving Blades for
a)Radial rubbing of shrouds
b)Axial rubbing of shrouds
c)Height of Tenon rivet
d)Denting Pitting and impingement on
blades
e)Cuts/ Thinning if any of blades
f)Deposits
g) Gap between blade top and shroud
h) Rubbing at the blade roots
i) Looseness and fitment of Damping wires
j) Cracks and healthiness of brazing joint of
Lacing wire if applicable

a)Denting, pitting and impingement
b)Axial rubbing on the collars
c)Deposits
d)Cracks, cuts, Thinning
Journals for
Scoring / Lining
Oil Guard area for
a)Grooving
b)Scoring
a) Scoring
b)Frictional oxidization
a)fitment/looseness
b)Erosion
c)Qty and position with earlier record
- 16 -
CHECKING
- 17 -
CHECKING
CHECKING OF TENON EROSION OF TURBINE BLADES
- 18 -
CHECKING

3.00 LP ROTOR
Moving Blades for
a)Radial rubbing of shrouds
b)Axial rubbing of shrouds
c)Height of Tenon rivet
d)Denting ,Pitting and impingement on
blades
e)Cuts/ Thinning if any of blades
f)Deposits
f)Gap between blade top and shroud
g) rubbing at the blade roots
g)Looseness and fitment of Damping wires
h)Cracks and healthiness of brazing joint of
Lacing wire if applicable
i)Healthiness of stellite strips
j) erosion on the blades

a)Denting, pitting and impingement
b)Axial rubbing on the collars
c)Deposits
d)Cracks, cuts, thinning
Journals for
Scoring / Lining
Oil Guard area for
a)Grooving
b)Scoring
a) Scoring
b)Frictional oxidization
a)fitment/looseness
b)Erosion
c)Qty and position with earlier record
- 19 -
CHECKING
5.00 Control valves for

a) Scaling and deposits
b) Clearance between stem and liner
c) Physical damage of Liner Guides
d) Idle lift of control valve
e) Erosion in the valve casing
f) Cracks in the seat
g) Cracks in the fabrication weldments
h) Contact of the seat and valve body( Blue
check)
Note:
1.Check the circumferential rubbing marks if any on the Rotor .If present then they
are normally the location of high Radial Run out which should be measured
carefully during the free Run out of the Rotors.
2.If there is severe erosion on the leading edge of the Last stages of LP Blades
having Gullies/depth of > 1.2 mm and covering up to half the blade length then it
necessities the replacement of the eroded blades with the new one.
3. Wet Erosion can occur on trailing Edge at Root also . It happens only in the last
stage blades only. Reason for same should be known which is as follows.
Wet Erosion at leading edge of top half portion of Last Stage Blades:
Low HOT REHEAT Temperature
Good Vacuum
Wet Erosion at Trailing edge of Root Portion of last stage blade:

Low load Operation for considerable time , appx. < 60% loading
Excessive Quantity of Exhaust Hood Spray
- 20 -
CHECKING
- 21 -
CHECKING
- 22 -
CHECKING
- 23 -
CHECKING
- 24 -
CHECKING
BEARINGS
The first activity in the Turbine Capital Overhaul is the checking of the Turbine bearings.
All the turbine bearings are checked for following.
1. Visual : No deep Grooves, aberrations. Excessive porosity and localized dents are
allowed and are the reasons for rejection of the bearings.
2. Bridge Gap reading : It is the reference of the axis of the shaft with respect to the
parting plane of the pedestal. It is measured by a special Fixture which is unique .
Location at which this Fixture is to be placed on the bottom pedestal is marked on the
pedestal. Bridge gap reading is very important when a new bearing is installed.
3. Bore checking : It is measured by inside micrometer in three locations, vertical and

two location at horizontal in cross fashion.
4. Top Oil Clearances: Top oil clearance is measured by means of outside micrometer
by measuring the thickness of the lead wire pressed between the top of the journal
and top half of the bearing, when both the bearing half’s are bolted tightly.( Details
shown in the figure).
5. Side Oil clearances: Side oil clearances are measured by means of the Feeler Gauges
at four corners of the bottom half of the bearing with journal in position .( shown in
the figure)
6. Bedding: It is observed by putting blue on the Journal and then rotating the journal on
the bearing bed by full rotation . After this Rotor is lifted and impressions of the blue
on the bearing Babbitt is checked which give the indication of bedding. (shown in
figure).
-Less bedding will lead to more oil leakages from the side of the bearing.
- Extra bedding will lead to more friction loss.
7. Dye penetrant checking: It is carried out to check any surface cracks/abnormality in

the bearing. It can also give indication to Un bonding in the visual joints of the
bearing Babbitt with the Shell.
8. Ultrasound checking: It is done to check the complete debonding if any in the whole
bearing.
If any of the bearing fails in having Higher clearances OR in Dye Penetrant testing
OR in ultrasonic testing then that bearing is discarded and to be replaced with the
new/Spare one.
- 25 -
CHECKING
Checklist :
1. Acceptance of Visual, DPT & Ultrasonic results should be strictly as per BHEL
(Corporate) AA 0850126 standard(Annexure attached). This is the most stringent
standard among all the standards available.
2. Even If, any one half of old bearing fails then bearing is to be replaced with both the
halves together( Never replace with single half)
3. S.O.C and T.O.C of bearing should be made on machine only. In no case babbit to
be removed manually more than 0.1 mm ( across dia). Thick removal of babbit
material manually will not ensure proper converging wedge and can damage the
bearing during running.
4. While measuring S.O.C ensure that the feeler goes into the gap neither less and nor more
than appx. 25 mm.
5. Never Exchange the bearing shell of thrust bearing with the yoke of other bearing
and vice versa. Always use their Original set in pair.
6. Thumb Rule : In any bearing the side oil clearance on one side will be appx. equal to
D/500 mm, where D is the rotor Dia. in mm.
7. It is to be ensured that while placing the Bearing no 2 ( Thrust cum Journal) the level Or
slope of the bearing parting plane should be same as of the its journal. Any required
adjustment for it is done by its amortiser.
ACTIVITY √ if Done
Always carry out DPT test before UT Test

If new / Rebbabited bearing is used then ensure blue matching of Flat
surface of pads with respect to their Flat female seats in the bearing shell.
Blue matching of bearing pads with pedestal should be more than > 90 %
with all the sides touching all around .
Bedding should be 30-35 degrees all around on both sides.
The difference in the values of SOC and TOC when measured from two
sides (front and rear) of bearing should not be more than 0.05 mm.
No of shims in each pad should not be more than 3 nos. If it is more ,
substitute with suitable equivalent sheet of stainless steel only.
- 26 -
Special fixture
Bridge G ap Reading
Rotorl
Bottom H alf Bearing
Pedestal
Bridge Gap Reading by Special Fixture
- 27 -
- 28 -
The pressed Lead wire after the removal of
top bearing cover is measured by outside
micrometer to get the TOC
- 29 -
- 30 -
- 31 -
- 32 -
DIFFERENT TYPES OF BEARING SEATS & CONTACTS
Sperical-Spherical (Same Radius) Cylindrical-Cylindrical
Contact Area
Sperical-Spherical (Different Radius) Cylindrical-Spherical
- 33 -
Overshot groove is very- very important and it needs to be checked
whenever a bearing is rebabbited as sometimes due to mistake,
machining of the its gets neglected in the shop. This overshot groove
helps in allowing the sufficient quantity of the lubricating oil into the
bearing wedge area and avoids the overheating of the bearing.
- 34 -
Bearing babbit material should never be scrapped manually by more
than 0.05mm .If it is scrapped for larger thickness then it can lead to
irregular wedges making lubrication difficult which can raise the
temperature of the bearing and also the damage of the babbit. Best
way is to make the SOC and TOC of the bearings by machining
babbit on the Lathe/Vertical boring machine. By this the wedge will
be perfectly regular and congruent, leading to smooth lubrication.
- 35 -
CHECKING
TURBINE BEARINGS CHECK LIST

BEARING NO. 1
(A)
FRONT REAR DESIGN mm
Top Oil Clearance 0.3 -0 .35
SIDE OIL LHS 0.65-0.75
CLEARANCE RHS

Journal Diameter 300
Bearing Bore Top-bottom
Bottom-top
Vertical
Journal SLOPE ___________________________________________________________

Bridge Gauge at Bearing C/L ________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT
Mapping
Front Front
Bottom Half Top Half
(C)
SHIM SIZ E
TOP PAD BOTTOM PAD RIGHT PAD LEFT PAD
36
CHECKING
BEARING NO.2
(A)
Top Oil Clearance 0.35-0.45
CLEARANCE RHS

Journal Diameter
330
Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
37
CHECKING
BEARING NO.3
(A)
CLEARANCE RHS

Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
38
CHECKING
BEARING NO.4
(A)
Top Oil Clearance 0.70 -0.85
CLEARANCE RHS

Journal Diameter 435 mm
Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
39
CHECKING
BEARING NO.5
(A)
Top Oil Clearance 0.70- 0.85
CLEARANCE RHS

Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
40
CHECKING
BEARING NO.6
(A)
CLEARANCE RHS

Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
41
CHECKING
BEARING NO.7
(A)
Top Oil Clearance
SIDE OIL LHS
CLEARANCE RHS

Bottom-top
Vertical
Journal SLOPE ___________________________________________________________
Orifice size _______________________________________________________
(B)
Rear Rear
DPT & UT &
Mapping
Front Front
(C)
SHIM SIZ E
42
CHECKING
ALIGNMENT
After the bearings checking and replacement of any faulty bearing if any , with the spare one
the next activity is the Alignment. Alignment means to make the two shafts coaxial i.e.
radially and axially the shafts to be joined together should be in line. However due to many
reasons which are as follows the shafts are given intentional angular misalignment in Top-
Bottom axial reading.
• Bearing oil rise
• The deflection due to vacuum pull
• Hot well water effect
• Bearing temperature effect
• Flexibility of the bearing supports
• Bearing loading
• Spherical seating of the Bearing.
Alignment is carried out in RADIAL and AXIAL Planes
Procedure :
1. Readings for Radial alignment is measured by means of dial Gauges and for axial
alignment is measured by means of SLIP gauges. Put a stopper at convenient location
to arrest the axial movement of the Rotor while rotation.
2. Attach a dial gauge to the one half of the coupling with pointer touching vertically on
the other coupling at the 12 O clock position . Mark the couplings by
paint/permanent marker to have common reference for measuring error free reading .
3. Set the dial gauge reading to zero and also record the gap between the couplings at
12, 3, 9 O clock position by means of the slip gauges.
4. Rotate both the shaft together by a quarter (90deg) coupled with a loose bolt. Realign
the couplings at the same reference . Record reading of the dial gauge and slip gauge
reading again at 12, 3, 9 O clock position.
5. Repeat above procedure by rotating both the shafts together by Quarter each till the
original position is restored.
6. Radial Misalignment is directly indicated by the dial Gauge readings. For axial
Readings the readings at each Clock position is averaged and then calculated for
getting the axial misalignment. The axial reading at bottom is taken as ( L+R)-B
Correction ;
If the alignment readings are not achieved then necessary corrections is achieved by
adjusting shims in the three no bottom pads of the bearing, keeping into account of the
SLOPE and SEAL BORE Reading.
43
CHECKING
Checklist
1. Always take readings for two sets.
2. Best compromise between alignment and slope is to be achieved with priority for
alignment.
3. Always refer to the Dismantling readings of Alignment , Seal Bore and Slope
during the process of alignment.
During alignment the Rotors are to be rotated in the same direction as the
normal direction of rotation.
During alignment process for IP-LP and LP-GEN coupling , condenser is
to be kept on springs and water filled up to the tube nest level. During the
final correction/checking ,place LPT top half in position and tighten
intermittently or do it after final Box Up.
Always Ensure Bedding of the rotor with the bearing
Ensure the final radial position of coupling ie B is same as of set datum

initially. If it is more than 0.01 mm then retake the reading.
The pointer of the dial gauge should be set vertically at 90 Deg to the radial
face of the coupling.
While initial setting of the Dial Gauge on the coupling, induce some preset
pressure of appx. 5 mm on the pointer to avoid unloading of the Dial gauge
incase the misalignment is severe which can result into wrong reading.
Check whether Radial readings of L+R = T+B . If difference is there then

readings are not proper.
Readings obtained in two consecutive sets are Identical
44
- 45 -
(Where one coupling half is not supported on bearing, other wise both
axial and radial alignment is done)
- 46 -
COUPLING ALIGNMENT
A 1 3 C
4
D
Alignment readings are taken at four positions at 12,3,6,9,12 O clock position by

rotating the couplings together and then averaging the Axial reading for four positions
and record as per following
Coupling Radial Deviation Axial Deviation

Pair ( A-C ) ( B – D) ( 1-3 ) ( 2-4)
Design Actual Design Actual Design Actual Design Actual
HP-IP +- 0.02 +- 0.02 +-0.03 -.35 to -.45
IP-LP +- 0.02 +- 0.02 +-0.03 +0.00 to
+0.06
LP-GEN +- 0.02 +- 0.02 +-0.03 -0.02 to-0.05
HP-MOP +-.3 to .36 + .3to .4 +-0.04 +-0.04
Alignment Deemed to be over

• If the readings obtained are as per design values
• Readings obtained in two consecutive sets are Identical
• Check whether readings of L+R = T+B . If difference is there then readings are not
proper.
• Ensure the final radial position of couplings is same as of set datum initially. If it is
more than 0.01 mm then retake the reading.
- 47 -
SEAL BORE READING
• Seal Bore readings are the Rotor Centering readings with respect to the Bearing
Pedestals.
• It is measured by means of inside micrometers from the oil guard Seat surface to the
surface of the rotor Journal. At each location it is measured at the three points, Left,
Right, bottom
• Seal bore readings are the reference readings for any correction and normally should
not change.
• But over a period of time due to change in foundation characteristics it can lead to
change in seal bore readings.
- 48 -
DESIGN VALUES 1) L>R by 0.0 to 0.1mm for all bearings
2) B> L+R/2 by 0.25 to 0.35 mm for
bearing no 1 & 2F
by 0.05 to 0.1 mm for rest of bearings
Designation Dismantling Values Final Values

L R B L R B
Bearing no 1
Bearing no 2F
Bearing no 2R
Bearing no 3
Bearing no 4
Bearing no 5
Check List:
1. Ensure inside micrometers used for taking seal bore readings are calibrated.
2. If the seal bores reading are very awkward during Dismantling, same can be
improved upon during the finalization of Alignment and slope. But in the end
Alignment is the Top priority.
3. If there is no margin of improvement of seal bore then contractor should be asked
to demonstrate the removal of bearing from the rotor.
4. If the bearings come out then it is OK . But if there is problem then one has to go
for pedestal rectification by offset machining for ease of bearing removal.
- 49 -
SLOPE/CATENARY
When rotors are resting in free condition on their bearings, there will be individual sags in
them due to its dead weight and dimensions.
Due to above the mating coupling faces of the rotors shall be at an angle. In this condition it
is very difficult to couple the rotors.
To align the coupling faces the rotors are given vertical adjustment through bearing or
pedestal adjustment so that they become parallel and coupling becomes easier. One rotor
normally LP rotor is kept as MASTER.
From above adjustment the deflected lines of rotors also approaches the Center line which
reduces the Centrifugal forces on the rotor.
Journal no Design Dismantling Rebuild
1 14.1 to 11.9 Å
2 6.3 to 4.2 Å
3 3.1 to 1.0 Å
4 3.1 to 1.0 Å
5 0.0 to 2.1 Æ
- 50 -
Procedure
1. Slope is measured by Water Micro level having two water level, one small level
perpendicular to shaft axis for setting of Gauge on shaft and other main level for
taking reading . Set the reading of micro level to zero –zero datum Place micro level
on the Shaft and by a adjusting screw bring the main level position in the centre.
Record the reading on the circular scale.
2. To nullify the errors above slopes reading should be taken in the two direction.
Second one in 180 degree opposite to first position but at the same location.( As
shown in figure). Before taking second reading again set the micro level to zero-zero
datum.
3. Final slope reading is the average of the two readings.
4. Slopes are measured by a micro level one division of which corresponds to slope of
0.1 mm per mtr length.
5. At some sites Slope is directly measured by the water jar gauges kept on bearing
pedestals directly connected to each other in series and differential reading is noted.
- 51 -
Check List
Slope to be taken in uncoupled position of rotors.
Before taking slope readings MICROLEVEL should be calibrated. It

should be calibrated on a Known surface like Lathe machine Bed and then
sealed with lacquer to avoid any disturbance.
- 52 -
CENTERING
Next activity after the alignment is over, is Centering. Centering means all the
Stationery components like Glands, Diaphragms etc are positioned in such a fashion that
any point on its its ID is at equal distance from the rotating part that is SHAFT at all
positions in their vertical Plane.
Again due to Adjustment in the machine during hot condition and change of the
Rotor position due to hydrodynamic Lubrication the stationery components are given
some offset during the adjustment of centering in Cold Condition. Centering readings is
carried out on the bottom halves of the Diaphragms and Glands only.
Procedure :
1. Centering is done by putting a Dummy shaft in place of actual Turbine Rotor. In

some sets Piano wire is also used.
2. The position of the Dummy shaft /Piano wire in the bearings is set such that the
seal bore reading is same as with seal bore reading with the actual real rotor.
3. Three reading are taken in each component at left horizontal , Right Horizontal
and bottom Vertical by means of Inside micrometer.
Correction : If the reading deviates from design value then the necessary correction is
done in the keys as shown in the figure.
Checklist:
No of shims packers below each key should not be more than 3

If it is more than it then replace it with suitable sheet of equivalent size
of SS
During centering reading push the components towards Left side
Before taking readings ensure radial play of diaphragms in liners and
gland boxes is less than 0.08 mm
- 53 -
- 54 -
CENTRING OF GLANDS & DIAPHRAGMS
L R
L>R by (0.20 – 0.30) for all cases
Bottom reading for different components are as follows.
HP ROTOR Front sealing end chamber A + ( .3 --- .2)

Liner A + ( .4--- .3)
Diaphragm in liners no 1 A + ( .4 --- .3)

Diaphragm in liners no 2 A + ( .3 --- .2)
Diaphragm in liners no 3 A + ( .2--- .1)
Rear sealing liner A + ( .05 --- 0)
End chamber A - ( 0 --- .1)
IP ROTOR Front sealing end chamber A + ( .3 --- .2)

Liner A + ( .4 --- .3)
Diaphragm in 14 and 15th stages A + ( .4 --- .3)
Diaphragm in liner no 1 A + ( .3 --- .2)
Diaphragm in liner no 2 A + ( .2 --- .1)
Diaphragm in liner no 3 A + ( .05 --- 00)
Rear sealing liner A + .05
End chamber A - ( .0 --- .1)
LP ROTOR Front &sealing and Diaphragm A - ( .0 --- .1)
- 55 -
Designation Left Right Bottom
Gland 1.
2.
3.
box No.
4.
HPT
5.
6.
1.
box No.
2.
Gland
3.
IPT
4.
Rear
box No.
Gland
LPT
Front
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
Diaphgram
29.
30.
31.
- 56 -
KEYS FOR SHIFTING OF DIAPHGRAM
FOR TOP-BOTTOM CORRECTION
GROOVE FOR SHIFTING OF DIAPHGRAM

FOR LEFT-RIGHT CORRECTION
CORRECTION FOR CENTERING
- 57 -
SEAL FIN CUTTING
After the centering activity is over we can start Elevation Transfer in the TOP Internals and
can also start the Seal fin cutting of the Inter stage and Gland sealing of the Bottom Internals.
For better efficiency and trouble free operation Seal fins clearances is to be kept strictly as
per design values.
Procedure
1. Paste white medical adhesive tape in multiple plies ( one single tape is of 0.25 mm
thickness) of desired thickness proportionate to clearance required on the labyrinths
of the seal and apply blue on it.
2. After this the Turbine Rotor is rotated by full revolution .
3. The fins which clears the tape i.e. which don’t rubs the tape while rotation is deemed
to be having clearance more than the combined thickness of the tape and Fin which
rubs the tape is having clearance less the combined thickness of the tape.
4. The fins which rubs the Tape needs to be grinded suitably to get the desired
clearance.
Above procedure could be repeated many times till the desired clearance is achieved.
Alternative Lead Wire Method: Instead of Adhesive tape, Radial Clearance of the Seals
can also be Checked by means of Lead wire.
1. Lead wires are placed at seal portion in the bottom halves of the Diaphragms and
glands.
2. Rotor is placed in its position.
3. Put lead wires in the top half of the moving blades of all stages and gland portion
4. Place the top half of the Diaphragms and Glands
5. Tighten the Bottom and top half of the diaphragms and glands
6. Loosen the diaphragm and Glands
7. Remove the Top diaphragms and Glands Measure the pressed lead wire dimension to
know the Top Radial clearances
8. Remove the Rotor and measure the pressed lead wire in the bottom half to know the
bottom radial clearances
9. Above procedure is repeated till we get the values as per the design value.
Checklist
1. First check the clearances of the bottom half seals by placing seal segments in them.
Correct till the required clearances are achieved.
2. After the completion of bottom seals , place seal segments in the top halves and
assemble and tighten with their corresponding bottom halves. Rotate the rotor,
remove top halves and check the clearances
3. Repeat till the desired clearances are achieved
4. Always use new flat springs in every capital O/H.

- 58 -
GLAND SEAL RADIALCLEARANCES
Gland Sealing segment Radial clearance are checked by a Suitable Medical Adhesive
tape sealed on rotor and colored by blue color then rotating the rotor by 360o. If the fins are
not touching with tape then the clearance achieved is equal to the Width of the tape.
HPC
Gland Bottom Top Left Right

box
No
Front 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
1. Middle 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
Rear 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
Front 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
2. Middle 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
Rear 1.2-1.4 0.8-1.0 1.0-1.25 0,8-1.0
Front 1.0-1.2 0.6-0.8 0.8-1.0 0.6-0.8
3. Middle 1.0-1.2 0.6-0.8 0.8-1.0 0.6-0.8
Rear 1.0-1.2 0.6-0.8 0.8-1.0 0.6-0.8
Front 0.7-0.9 0.5 -0.7 0.7-0.85 0.5-0.7
4. Middle 0.7-0.9 0.5 -0.7 0.7-0.85 0.5-0.7
Rear 0.7-0.9 0.5 -0.7 0.7-0.85 0.5-0.7
Front 0.7-0.9 0.5-0.65 0.6-0.85 0.5-0.7
5. Middle 0.7-0.9 0.5-0.65 0.6-0.85 0.5-0.7
Rear 0.7-0.9 0.5-0.65 0.6-0.85 0.5-0.7
Front 0.7-0.9 0.5-0.75 0.6-0.85 0.5-0.7
6. Middle 0.7-0.9 0.5-0.75 0.6-0.85 0.5-0.7
Rear 0.7-0.9 0.5-0.75 0.6-0.85 0.5-0.7
- 59 -
IPC
Gla Bottom Top Left Right

nd
box Design Actual Design Actual Design Actual Design Actual
No
Front 1.0-1.2 0.5-0.7 0.9-1.1 0.6-0.8
1. Middle 1.0-1.2 0.5-0.7 0.9-1.1 0.6-0.8
Rear 1.0-1.2 0.5-0.7 0.9-1.1 0.6-0.8
Front 0.7-0.9 0.5-0.7 0.9-1.1 0.6-0.8
2. Middle 0.7-0.9 0.5-0.7 0.9-1.1 0.6-0.8
Rear 0.7-0.9 0.5-0.7 0.9-1.1 0.6-0.8
Front 0.6-0.85 0.5-0.7 0.6-0.85 0.5-0.7
3. Middle 0.6-0.85 0.5-0.7 0.6-0.85 0.5-0.7
Rear 0.6-0.85 0.5-0.7 0.6-0.85 0.5-0.7
Front 0.5-0.75 0.5-0.8 0.6-0.85 0.5-0.7
4. Middle 0.5-0.75 0.5-0.8 0.6-0.85 0.5-0.7
Rear 0.5-0.75 0.5-0.8 0.6-0.85 0.5-0.7
LPC
Gland Bottom Top Left Right

box
No
Front 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
1. Middle 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
Rear 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
Front 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
2. Middle 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
Rear 0.5- 0.7 0.65-0.90 0.6-0.85 0.50-0.70
- 60 -
Butt Clearance : A gland box is having many rows of sealing rings Each row of Sealing
ring consists of six segments ( 2 bigger and 4 smaller) . Butt clearance is the clearance
between the two segments as shown in the figure above . it is in the range of 0.08mm to 0.1
mm. This clearance is to be strictly checked as it gives allowance to the thermal adjustments
of the sealing rings during hot Running.
- 61 -
Sealing fins deemed to be reject/damaged
When the desired clearances have increased

When their Knife edge is lost or found bend
When they are broken at the intermittent places
- 62 -
A TYPICAL GLAND / INTERSTAGE SEAL
HIGH PRESSURE LOW PRESSURE
STEAM FLOW DIRECTION
CORRECT CONFIGURATION
LOW PRESSURE HIGH PRESSURE
STEAM FLOW DIRECTION
WRONG CONFIGURATION
From Above illustration it is clear that Flat surface of the fins always oppose the flow of the
Steam. This must always be ensured in the capital overhauls.
- 63 -
ELEVATION TRANSFER
To ensure proper fitting of the mating components so that they don’t foul with each
other and the other turbine components ELEVATION Transfer is carried out. Elevation
Transfer is nothing but to ensure the levels/ Height difference among two components in
bottom half is nullified in the top half.
Improper Elevation can also lead to steam cuts in the Liner and Turbine casing
near the P/P.
After the centering is Over the Height difference of diaphragms-liners and Liners
casing is measured at two location, Left horizontal and right horizontal and Height
difference of the opposite magnitude minus 0.1 mm is adjusted in the Top Halves. Height
measurement is done by Height Gauges.
Adjustment of Elevation transfer is always done in the Top Half’s only
- 64 -
CHECKING

Designation
LHS RHS LHS RHS
1.
2.
HPT GB No.
3.
4.
5.
6.
1.
GB IPT GB
2.
3.
No.
4.
Rear
LPT
No.
Front
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Diaphragm
20.
21.
22.
23.
- 65 -
CHECKING
24.
25.
26.
27.
28.
29.
30.
31.
1.
Liner
HPT
2.
No.
3.
1.
Liner
2.
IPT
No.
3.
1.
Liner
LPT
2.
No.
- 66 -
Top Half Diaphragm Lift
- 67 -
TOP HALF DIAPHRAGM LIFT
Top half diaphragm lift is the clearance/play between the lock key and the P/P surface of
the diaphragm’s.
Procedure:
1. Place the respective diaphragms in the seat /keyway of the liners

2. Fix them with their individual lock key.
3. Put dial gauges on the P/P of the Diaphragm on each side
4. Lift the diaphragms with EOT Crane so that its P/P surface touches the bottom of
the lock key.
5. Record the dial Gauge reading which directly indicates the LIFT
Correction : Any correction in the lift value is done by grinding or building the under
surface of the Lock key
Top Half Diaphragm Lift
Dial Gauge
Liner Diaphragm
Lock Key
- 68 -
CHECKING
Designation LIFT
Design Actual LHS Actual RHS
Diaphragm 0.7 to 1.0 mm
2
3
4
5
6
7
8
9
10
11
12
14
15
16
17
18
19
20
21
22
23
24
25 LIFT
26 Design Actual LHS Actual RHS
27
28
29
30
31
- 69 -
CHECKING
STEAM FLOW PATH

Steam flow path is the axial and radial clearances between the stationery and rotating
components. It is measured at the tip and root portion of the blades of a stage.
Procedure:
a. Before measuring the clearances the Rotor is to be kept with its thrust collar
pressed/Touching with the Working thrust pads .This is the ZERO position of the
Rotor .
b. The Clearances are measured with the TAPER GAUGES. For measuring clearance
more than 10 mm filler gauges are required. However before the steam flow path
readings are taken ensure that the minimum clearance of the Steam flow path which
is at the first stage should be near the design value.
Correction
If the value of the steam flow path reading is less or more than the particular diaphragm or
Liner needs to be displaced axially to get the desired the reading.
For this the diaphragm and liner is taken out. One surface of its seating collar is welded on
one side and machined on the other side as per the adjustment requirement so as to maintain
the thickness and to get the desired shift /adjustment.
Other than the above procedure never do correction by removal of material in any other area
specially at the root ant tip of the diaphragm blading. If it is done then it can weaken the
blade attachment with the diaphragm collars and can result into catastrophic circumstances.
Checklist
1. Steam Flow path is to be taken in two sets. Second set at 90 degree rotation of the
turbine rotor to the earlier set.
2. Welding Electrode used for welding welded Diaphragm is D&H 1212, L&T 670, Ni
Cr 82 or any other compatible one and welding rod used for Cast Diaphragms is
2233N L&T make etc.
- 70 -
CHECKING
Location Min Max Turned by 90

LH RH LH RH
A 6.0 --
B 8.0 8.9
C 1.0 1.35
E 1.1 1.4
F 5.0 --
G 0.1 0.4
D1 1.0 1.4
D2 1.0 1.4
D3 1.0 1.4
- 71 -
CHECKING
STEAM FLOW PATH FROM 2nd TO 12TH STAGE
C E A
Stage No.
Min max LH RH LH RH Min max LH RH LH RH Min max LH RH LH RH
2. 1.0 1.5 1.0 1.5 5.4 6.9
3. 1.0 1.5 1.0 1.5 5.4 6.9
4. 1.0 1.6 1.0 1.6 5.4 6.9
5. 1.0 1.6 1.0 1.6 5.4 6.9
6. 1.0 1.6 1.0 1.6 5.4 6.9
7. 1.0 1.6 1.0 1.6 5.4 6.9
8. 1.0 1.6 1.0 1.6 5.4 6.9
9. 1.0 1.6 1.0 1.6
10. 1.2 2.0 1.2 2.0
11. 1.2 2.0 1.2 2.0
12. 1.2 2.0 1.2 2.0
Turned by 90 Turned by 90 Turned by 90
- 72 -
CHECKING
STEAM FLOW PATH FROM 2nd TO 12TH STAGE
N L G
Stage No.
Min max LH RH LH RH Min max LH RH LH RH Min max LH RH LH RH
2. 6.5 8.0 7.4 9.0 11.7 12.8
3. 6.5 8.0 7.4 9.0 9.7 10.7
4. 6.5 8.0 7.4 8.9 9.7 10.7
5. 6.5 8.0 7.4 8.9 9.7 10.7
6. 6.5 8.0 8.3 8.9 10.7 11.7
7. 6.5 8.0 18.3 20 10.7 11.7
8. 6.5 8.0 18.3 20 10.7 11.7
9. 6.5 8.0 18.3 20 10.7 11.7
10. 6.5 8.0 18.3 20 10.7 1.7
11. 6.5 8.0 18.3 21 11.6 12.8
12. 11.6 12.8
- 73 -
CHECKING
Turned
by 90
location
Stage
L R L R
Min Max H H H H
2. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.3 6.8
3. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
4. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
5. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
6. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
7. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
8. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
9. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
10. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
11. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
12. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 5.0 6.2
- 74 -
CHECKING
STEAM FLOW PATH FROM 14th TO 23rd STAGE
L1/L2/L3 H/H1
Stage No.
Min Max LH RH LH RH Min Max LH RH LH RH
14. 8.0 5.6
15. 13.9 6.3
16. 10.9 8.2
17. 13.4
18. 15.4
19. 13.6 8.7
20. 7.4
21. 13.2
22. 11.2 10
23. 29.2 6
Turned by 90 Turned by 90
- 75 -
CHECKING
Turned by 90
Location
Stage
LH
Min Max RH LH RH
13. D1 1.5 1.9

D2 4.0
D3 1.5 1.9
B 2.6 3.6
14. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 3.5 4.6
15. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 3.5 4.6
16. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 3.5 4.6
17. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 3.5 4.6
18.
D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 3.5 4.6
19. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 7.0 9.0
20. D1 1.5 1.9
D2 4.0
D3 1.5 1.9
B 7.0 9.0
- 76 -
CHECKING
13 STAGE Turned by 90
Location
Min Max LH RH LH RH
A 5.6
B 4.0 5.5
C 2.3 2.8
D1 2.0 2.4
D2 4.0
D3 2.0 2.4
B 2.2 2.5
F 5.0
- 77 -
CHECKING

Stage No.
C1/C2/C# E1/E2 M1/M2
Min Max LH RH LH RH Min Max LH RH LH RH Min Max LH RH LH RH
14. 2.2 2.5 2.6 3.1 8.6

15. 2.2 2.6 2.6 3.1 9.6
16. 2.2 2.6 2.6 3.1 10
17. 2.6 3.1 3.1 3.6 12.5
18. 2.6 3.1 3.1 3.6 15
19. 2.5 3.1 3.1 3.6 15
20. 2.5 3.1 4.3 6.3
21. 2.5 3.1 5 6.1
22. 17.8 6.8 11.9
23. 14.0 7.4 12.7
Stage No.
N1/N2 O
Min Max LH RH LH RH Min Max LH RH LH RH
14. 7.2 8.2

15. 3.9 5
16. 5.4 6.5
17. 6.2 7.2
18. 5.9 7
19. 6.9 7.9
20. 6.2 7.2
21. 11.2 12.5
22. 3
23. 4
Turned by 90 Turned by 90
- 78 -
CHECKING
STEAM FLOW PATH OF 24Th, 25TH, 28TH & 29TH STAGE
24Th Stage 25Th Stage 28Th Stage 29Th Stage
Mi L R L R M L R L R Mi L R L R Mi
.
Max Min Max Max LH RH LH RH

n H H H H ax H H H H n H H H H n
18. 10. 10.

A 9.5 14.5 10.5 15.5 19.5
5 5 5
B 8 10 8 10 9 11 9 11
C 7 7 7 7
D 8 10 9 11
E 10 12 10 12
F 5 5 5 5
G 12 12
Turned Turned Turned Turned by
by 90 by 90 by 90 90
- 79 -
CHECKING
STEAM FLOW PATH OF 26Th, 27TH, 30TH & 31st STAGE
26TH STAGE 27TH STAGE 30TH STAGE 31st STAGE
Mi M L R L R Mi M L R L R Mi M L R L R Mi M
LH RH LH RH
n ax H H H H n ax H H H H n ax H H H H n ax
A 6 12 18 25 8 14 20 28
B 11 13 18 24 13 15 20 26
C 8 8
D 9 10
E 7
F 7 7.5 7 7.5
H 5 8.5
J 3.5 5 3.5 5
K 6 11 4
L 3.5 5 3.5 5
Turned Turned Turned Turned by
by 90 by 90 by 90 90
- 80 -
CHECKING
GLAND SEAL CLEARANCES IN IPT CYLINDER
Housi Axial Clearance C RADIAL CLEARANCES

ng A B Left Right Top Bottom
Front Design Design Design Design Design Design
2.9 to 3.5 2.7 to 3.3 0.6-0.85 0.4-0.6 0.4-0.6 0.6-0.85
left Right Left Right
No1
No2
A B Left Right Top Bottom
Design Design Design Design Design Design
2.5 to 3.5 2.7 to 3.7 0.6 to .85 0.4 to .6 0.4 to .6 0.6 to .85
EC
Housi A B Left Right Top Bottom

ng Design Design Design Design Design Design
Rear 5.2-6.8 4.2-5.8 .6 to .85 .4 to .6 .45to .65 .6 to .85
No1
A B Left Right Top Bottom

Design Design Design Design Design Design
5.27-6.87 4.3-5.8 .6 to .85 .4 to .6 .6 to .85 .4 to .6
EC
- 81 -
CHECKING
GLAND SEAL CLEARANCES IN LPT CYLINDER
C A B
Design Design
Left Right Top Bottom Left right Left Right
0.6-0.85 0.4-0.6 0.6-0.8 0.4-0.6 5-6 5-6
Front
Sealing
Design Design
Rear Left Right Top Bottom Left right Left Right
Sealing 0.6-0.85 0.4-0.6 0.6-0.8 0.4-0.6 5.5-6.5 4.5-5.5
- 82 -
Liner
Diaphrag
View - A
Diaphragm moved in this direction Diaphragm moved in this direction
Correction of Steam Flow Path
- 83 -
Never grind this portion for Collar at the tip of the blade
adjustment of steam flow path (Steam flow path readings are taken here)
Collar at the root of the blade

(Steam flow path readings are taken here)
TOP
BOTTOM
A TYPICAL DIAPHGRAM
- 84 -
CHECKING
AXIAL CLEARANCES OF THE OIL GUARD
A
B
Oil Guard Location Design Value Actual value

Position mm
HPT Rear A 9.6
B 10
HPT Front A 23
B 7
IPT Front A 10
B 5
IPT Rear A 8
B 6
LPT Front A 8
B 6
LPT Rear A 8
B 6
- 85 -
CHECKING
DIAPHGRAM SEAL CLEARANCES FOR HP CYLINDER
B A
Diap Axial Clearance C RADIAL CLEARANCES

hrag A B Left Right Top Bottom
m Design Design Design Design Design Design
6.4 to 4.9 3.5 to 2.0 1.0 to 1.35 .75 to 1.1 .7 to 1.1 1.0 to 1.4
2
Left Right Top Bottom
Design Design Design Design
.9 to 1.25 .65 to 1.0 .6 to 1.0 .9 to 1.5
3
4
.6 to .85 .4 to .6 .4 to .6 .6 to .85
5
6
7
8
9
.6 to .85 .4 to .6 .4 to .6 .6 to .85
10
11
12
- 86 -
CHECKING
DIAPHRAGM SEAL CLEARANCES FOR IP CYLINDER
Diap Axial Clearance C RADIAL CLEARANCES

hrag A B Left Right Top Bottom
m Design Design Design Design Design Design
3.5 to 4.7 4.5 to 5.9 0.6 to 0.85 0.4 to 0.6 0.4 to 0.6 0.6 to 0.85
14
15
0.6 to 0.85 0.4 to 0.6 0.4 to 0.6 0.6 to 0.85
16
17
18
19
Diaphragm Seal Clearances

Diap C RADIAL CLEARANCES
hrag Left Right Top Bottom
m Design Design Design Design
0.6 to 0.85 0.4 to 0.6 0.4 to 0.6 0.6 to 0.85
20
21
22
23
- 87 -
CHECKING
GLAND SEAL CLEARANCES FOR HP CYLINDER
Ring No A Design 2.9 to 3.5 B Design 2.7 to 3.3

Left Right Left Right
Housing No 1
Of Front
Sealing
Housing No 2
Of
Rear Sealing
- 88 -
CHECKING
TURBINE DIAPHRAGM BLADES REPAIR
The Stationery blades of turbine Diaphragms can be prone to following damages and defects
with their relevant causes.
Cracks: Thermal stresses
Tear& Dents : Physical damage due to Foreign Object damage(FOD)
Pitting And Roughness : FOD, Corrosion
Thinning & Loss of blade

profile at trailing edge: Flow induced Erosion, Improper incidence, rubbing
Above damages leads to not only the unreliability of the blades but also
lowers the efficiency of the blades. Hence Stationery Blades requires repair.
Now a days Diaphragm blades repair is a routine feature. Gone are the days when the Unit
was boxed without doing any welding work on Blades of Diaphragm due to lack of
Technical knowledge. Now a days repair procedure is very simple and many agencies are
carrying out such repairs.
Broadly, following is the Procedure of Diaphragm Repair.
1. Carry out the Alumina grit Blasting of the Diaphragm Blades.

2. Carryout the DPT and MPI checking
3. Mark the blades portion by permanent marker for the areas/locations having any
of above mentioned defects.
4. A Template made of Thick copper sheet is made having almost the same profile
of the blade.
5. The marked area is removed by grinding Tool .
6. The Template is kept in the position so that it matches with the profile of the
blade.
7. After above, TIG Welding is carried out by using 1.6 mm rod of Inco 82 Filler
material or equivalent
8. After the welding is over ,allow natural cooling.
- 89 -
CHECKING
9. Remove the excess weld material above and beneath the Weldment by means of
the Sharp Pointed tool potable Grinder
10. Polish the Surface by buffing Tool so that the deposit weld material becomes the
original profile of the Blade
11. Carryout the DPT on the weld repair area to Know any weld defect if any.
Note:
1. No Preheating, Post Heating and Stress Relievingor heat treatment is Required
2. Sometimes readymade coupons are also used when considerable portion of the
blade profile is removed. This Coupon is is directly welded in place of removed
area and gives the original configuration of the Blade shape.
- 90 -
CHECKING
IP NOZZLE BOX BEFORE REPAIR
IP NOZZLE BOX AFTER REPAIR
- 91 -
TURBINE CYLINDER PARTING PLANE MATCHING
As Turbine cylinders are exposed to high pressure , The tightness of the parting plane is
utmost important. From Overhaul to Overhaul there is every chance of distortion even if it is
small will be there. Due to this there can be Parting Plane gap ranging from 0.3 to even 1.5
mm . These Gaps needs to be closed . For This parting Plane Blue matching is done between
Top and Bottom Halves.
Procedure
1. If there are larger gaps in small localized areas then that needs to be filled /Built up
with welding by using welding Rod of D&H 1212, NiCr82, L&T 670 so that the
gap value comes in the range of 0.3 mm to 0.4 mm.
2. When the gap between top and bottom casing comes in the range of the 0.3 mm to 0.4
mm , then further reduction can be done with the help of the manual wheel grinders.
Cup type grinders are more useful for this purpose. It is done till the gap comes in the
range of 0.1 mm
3. After above to close the gap manual scrapping is done by scrappers which is up to
the extent of 0.1 mm and is easier and faster to achieve.
Checklist
1. Checking is carried out by Filler gauges all around the parting plane both from inside
and outside the casing and mapping of the reading is done on the basis of which
quantum of the material to be removed is decided.
2. During final inspection , checking is carried out by 0.03 mm Filler wire and it should
NOT GO in the Gap. Remember that Gap is to be checked in Un bolted condition of
the Casing.
- 92 -
THERMAL CLEARANCE
Next activity after Elevation transfer is the setting of the Thermal Clearances.
Since the Turbine components are exposed to high temperatures all components depending
upon the dimensions, material and temperature will undergo thermal Expansions in Hot
Condition. If necessary adjustment/ Clearances are not given in the components then it will
lead to interference among them selves and can lead catastrophic results during running.
Procedure :
This test is normally done during DUMMY Box Up of the Cylinders.
1. Put Lead wires at different location ( ideally three in each half)between the mating
members( Diaphragms & Liners and Liners & Casings)
2. Tightened them properly.
3. Dismantle them
4. Measure the thickness of the pressed Lead wire
5. The measured value directly gives the reading of the thermal Clearances.
Correction
If the clearances is more, Leave as it is. If The Clearance is less, than grind the body of
the diaphragm or Liner as per the requirement.
Checklist
Before taking reading of thermal clearance , Ensure that the Parting Plane matching of
the all the turbine cylinders should is over.
- 93 -
TOP
BOTTOM
T = Thermal Clearance
THERMAL CLEARANCE BETWEEN DIAPHRAGM & LINER

AND
LINER & CASING
- 94 -
CHECKING
THERMAL CLEARANCES OF TOP HALF DIAPHRAGM and

LINERS
Designation Thermal Clearances

Design Value Actual LHS Actual RHS Actual TOP
3 to 4 mm
HPT
LINER
2 to 3.5 mm
HPT
DIAPHRA
GM
2 to 3 mm
IPT
LINER
2 to 3.5 mm
IPT
DIAPHRA
GM
LPT 2 to 3.5mm
LINER
2 to 3.5 mm
LPT
DIAPHRA
GM
- 95 -
CHECKING
THERMAL CLEARANCES OF BOTTOM HALF DIAPHRAGM

AND LINERS
Designation Thermal Clearances

Design Value Actual LHS Actual RHS Actual
BOTTOM
3 to 4 mm
HPT
LINER
2 to 3.5 mm
HPT
DIAPHRA
GM
2 to 3 mm
IPT
LINER
2 to 3.5 mm
IPT
DIAPHRA
GM
LPT 2 to 3.5mm
LINER
2 to 3.5 mm
LPT
DIAPHRA
GM
- 96 -
CHECKING
RECTIFICATION OF THE COUPLING FACES
Flatness and perpendicularity of the coupling faces of Turbine- Generator Rotors with respect
to their axis are very- very important. If they are not perpendicular and have high facial run
outs along with any convexity/concavity, then it will disturb the final Coupled Run out and
Swing Check readings. In spite of best of the alignment and free Radial Run out reading of
the turbine rotors, if the coupling faces are not perfect then high values of Swing check and
coupled run out will be observed which shall be very- very difficult to improve if the
Turbines cylinders has been finally Boxed Up.
Therefore it is better to check and rectify the coupling faces of the turbine rotors before they
are finally boxed up. This becomes very-very essential when any one or more turbine rotors
are changed with spare One.
Rotors coupling faces can be nonflat, non perpendicular and even both.
Non Perpendicularity can be ascertained by measuring their facial run out and Non flatness
can be ascertained by measuring its convexity/concavity.
Measurement of the Facial Runout:
It is illustrated in the Figure. Here Double Dial gauge method is used , whereby four dial
gauges are installed at the shown location in the Figure. The Turbine Rotors are rotated
slowly and readings of all the four dial gauges are taken at each hole position. Readings are
taken till the original hole position is obtained.
It is to be noted that four dial gauges are must to be used so that entire coupling faces area is
covered and at the same time it also nullify the effect of the axial displacement of the rotor
during the rotation of the turbine rotors as the axial displacement is affecting equally on both
side of the rotors.
It is to be noted that it is not necessary that the initial dial gauge reading will necessarily be
same at the end of the checking as the turbine rotors are free to move axially and can take
any position.
The corresponding difference of IN(LEFT) & IN (RIGHT) and corresponding OUT(LEFT)

& OUT(RIGHT) divided by half gives the value of facial Run out of the turbine rotors.
- 97 -
CHECKING
Desirable Feature Of Coupling Face
Coupling Face should be Flat and

Perpendicular to the Axis Of Rotation
- 98 -
CHECKING
CRITICAL FEATURES OF
COUPLING FACE
Axial Run Out
Desirable
Flat but will fail INCLINED: but the job will fail
In Run Out in Run Out as the circle traced
by the dial gauge not
Perpendicular to the Axis Of
Rotation
Will Fail
Convex, : but the job will
In Flatness
pass the Run Out Criteria as
the circle traced by the dial
gauge will be Perpendicular
to the Axis Of Rotation
Flatness
- 99 -
CHECKING
- 100 -
CHECKING
Measurement of Flatness( Convexity and Concavity):
It is clearly shown in the figure that how a Coupling will look like if its faces has convexity
or Concavity. It is to be Noted that Concavity though is undesirable but tolerable up to
0.02mm. But Convexity even of the order of 0.005 mm is not acceptable and should be
corrected. Convexity and Concavity in the coupling faces can occur during machining at the
Shop due to tool wear and axial play in the bearings of the machine.. It is to be noted that
phenomena occurs more often in the new rotors and rarely in the old Rotors.
Convexity/ Concavity is checked and measured with the help of Straight Edge Bar, Magnetic
Stand and Slip Gauge Sets.
It is clearly illustrated in the figure how the Convexity/ Concavity is measured.
A Straight Edge Bar is placed by supporting them on the magnetic stand then with the help
of two nos slip gauges of 10 mm each a gap of 10mm is created between the Straight Edge
and Coupling face at each end.
Once above is done then Gap between the Coupling faces and the Straight Edge bar is
measured at the different places along the length of the Bar . We can get readings like 10.02,
10.05, 9.98, 10.04, 9.95 etc.
The higher readings like 10,02 ,10.05 shows the Concavity and lower readings 9.98 ,9.95
shows the convexity.
Above is repeated in at least three planes.

Important: Accuracy of the Flatness measurement depends upon the quality of the Straight
Edge bar . The Bar Edge should be calibrated and having the accuracy of 5 microns.
- 101 -
CHECKING
- 102 -
CHECKING
- 103 -
CHECKING
MEASUREMENT OF CONVEXITY / CONCAVITY
SLIP GAUGE
STRAIGHT EDGE BAR
SLIP GAUGE
MAGNATIC
BASE
- 104 -
CHECKING
Correction of High Facial Run out and Non Flatness
To have good reading of Swing checks and Coupled run out Coupling faces needs correction
for its high facial run out and for removing convexity/concavity.
Correction: Best method to correct the faces is to machine their faces on the lathe machine
or by insitu machining. If it is not possible by machine then it is to be corrected at site by
means of MANUAL SCRAPPING.
For manual scrapping a scrapper, cast Iron lapping Plate and a Surface plate is required.
Scrapping is must to be done for removing high spots and convexity/concavity(>0.02mm).
Rectification of the facial run out depends upon the reading of the coupled run out and swing
check. If the coupled runout/Swing check values are OK then there is no need of rectification
of the Facial runout. Ir required it is done as follows.
Procedure :
12. Take the blue impression on the coupling face.

13. Remove all the high spots on the face.
14. After doing above next step is to remove the convexity/Concavity. Each cutting is
to be followed by Blue match checking.
15. After completion of removal of high spots and convexity/concavity couple the
rotors. During coupling please ensure that the high points(crests) of one coupling
is matched with the Low points(troughs) of the other coupling. Before coupling of
the rotors apply blue on coupling face of any rotor.
16. Carry out the Coupled run out and Swing check. How the coupled run out and
swing checks are measured has been described with illustrations in the next
sections
17. If the Coupled run out and swing check values are satisfactorily then there is no
need of correcting the facial run of the couplings
18. If the coupled run out and Swing check values are not in the allowable limit then it
is must to improve the facial run out by scrapping of the faces.
19. De couple the Rotors .
20. Check the impression of the blue compound on the other coupling half. Along with
this and the reading of facial and coupled run out of the rotors mark the area on the
coupling which needs to be cut/scrapped.
21. Scrap the relevant desired area . Required area to be cut may take 7-8 cuts.
22. After the above coupling face can be light lapped by a cast iron lapping plate to
remove burrs and aberrations.
23. After above, again couple the Rotors and carry out the coupled Run out/Swing
check
24. If the Coupled run out/swing check is OK then no further scrapping is required
otherwise repeat the process as mentioned at sl no 8 -12 till the allowable run out
and swing check values are achieved.
- 105 -
CHECKING
CHECKING BLUE MATCH WITH SURFACE PLATE
- 106 -
CHECKING
FIXING OF ROTOR & COUPLED RUNOUT
After the box up of the Rotors and Casing the next activity is to couple the Rotors .
Before that ,Trail Coupled Run out of the Rotors is to be checked and run out should be as
per the design value.
Before final coupling , Dummy/Trail Coupling is carried out by means of four nos spare bolts
tightened at 90 Deg away. The bolts should be tightened and stretched equally During this
process the facial run out of the Rotors is very important. It is to be Kept in mind during trail
coupling the high points/Crest area of one coupling half is mated with the low points/troughs
of the other coupling.
After ensuring above the coupled run out is taken . Readings are taken at each journal and
coupling .
Correction :
If the run out values are not satisfactory then it may require the following
1. Improvement of Facial runout by manual scrapping or by machining

2. Removal of convexity in the coupling faces if any.
3. Change of the relative position of the Couplings. If this is done then all the
balancing weights installed on the rotor other than during refurbishment at BHEL
is to be removed.
If the run out values are satisfactory then we can start the final coupling by installing the
final machined bolts .
Checklist
1. Run out at Journals should not be more than 0.03 mm in any case. How ever prescribed
limit is only 0.02 mm
2. Run out at journals should be in the same direction
3. Variation in coupled run out w.r.t Free run out ( Measured hole to hole should not be
more than 0.02 mm for LP- GEN coupling and 0.03 mm for IP-LP coupling.
4. After the trail Coupled Run out is over , first tightened the final machined bolts in the
vacant locations. After this only remove the Spare coupling bolt one by one and
replace it with the machined bolt.
- 107 -
CHECKING
- 108 -
CHECKING
- 109 -
CHECKING
FACIAL RUNOUT OF H.P ROTOR COUPLING (FRONT)
Right Left Diff Diff

Hole no outer Inner Hole No Inner outer Outer/2 Inner/2
1 7
2 8
3 9
4 10
5 11
6 12
7 1
8 2
9 3
10 4
11 5
12 6
1 7
FACIAL RUNOUT OF I.P.ROTOR COUPLING (FRONT)

1 7
2 8
3 9
4 10
5 11
6 12
7 1
8 2
9 3
10 4
11 5
12 6
1 7
- 110 -
CHECKING
FACIAL RUNOUT OF I.P ROTOR COUPLING( REAR )

1 11
2 12
3 13
4 14
5 15
6 16
7 17
8 18
9 19
10 20
11 1
12 2
13 3
14 4
15 5
16 6
17 7
18 8
19 9
20 10
1 11
- 111 -
CHECKING
FACIAL RUNOUT OF L.P ROTOR COUPLING (FRONT)

1 11
2 12
3 13
4 14
5 15
6 16
7 17
8 18
9 19
10 20
11 1
12 2
13 3
14 4
15 5
16 6
17 7
18 8
19 9
20 10
1 11
- 112 -
CHECKING
FACIAL RUNOUT OF L.P ROTOR COUPLING (REAR)

1 7
2 8
3 9
4 10
5 11
6 12
7 1
8 2
9 3
10 4
11 5
12 6
1 7
FACIAL RUNOUT OF GEN COUPLING (FRONT)

1 7
2 8
3 9
4 10
5 11
6 12
7 1
8 2
9 3
10 4
11 5
12 6
1 7
- 113 -
CHECKING
IP ROTOR FREE RUNOUT
Hole Front Journal Stage Stage Stage Journal Rear

No Coupling 2 13st/14nd 17th/18th 22rd/23rd 3 Coupling
1
2
3
4
5
6
7
8
9
10
11
12
1
LP ROTOR FREE RUNOUT
Hole Front Journal Stage Middle Stage Journal Rear

No Coupling 4 25th/26th 29th/30th 5 Coupling
1
2
3
4
5
6
7
8
9
10
11
12
1
- 114 -
CHECKING
IP- LP ROTORS COUPLED RUN OUT
HOLE NO JOURNAL 3 IP REAR LP FRONT JOURNAL 4

COUPLING COUPLING
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
RUNOUT
NOTE
1. Runout at Journals should not be more than 0.03 mm in
any case. How ever prescribed limit is only 0.02 mm max
2. Runout at journals should be in the same direction
preferably
3. Variation in coupled runout w.r.t Free runout ( Measured

hole to hole should not be more than 0.02 mm for LP- GEN
coupling and 0.05 mm for IP-LP coupling.
- 115 -
CHECKING
LP- GENERATOR ROTORS COUPLED RUN OUT
HOLE NO JOURNAL 5 LP REAR GEN FRONT JOURNAL 6

COUPLING COUPLING
1
2
3
4
5
6
7
8
9
10
11
12
RUNOUT
NOTE
1. Runout at Journals should not be more than 0.03 mm in any case.

2. Runout at journals should be in the same direction max
3. Variation in coupled runout w.r.t Free runout ( Measured hole to

hole should not be more than 0.02 mm for LP- GEN coupling and 0.05
mm for IP-LP coupling.
- 116 -
CHECKING
INTERFERENCE OF THE BEARINGS

When all the components are boxed up, shafts has been coupled, Bearing Top has
been put in the position , the last activity is the Interference of the bearings.
Interference is the Clearance at the parting plane between the Pedestal bottom and its
top cover when the Pedestal top cover is placed in its position over the top of the bearing.
Then by tightening of the bolts this gap is made zero .This way we impose some
additional force/Stress on the bearings which helps in dampening the vibrations coming on
the Bearings .
Procedure:
1. Place lead Wire of suitable diameter on the top pad of the top half of the bearing
lengthwise at three locations.
2. Place one each SS shim of 60X60 mm of 0.5mm at each corner of the bearing at the
bottom pedestal . This SS Shim helps in knowing the finer values of the Interference.
3. Place the top pedestal cover and put it on the bottom Cover and tightened it . Pull the
SS Shims . If it gets pulled it means tightening is not proper. Tight the bolts further
till the shims don’t come out.
4. Remove the top pedestal Cover
5. Measure the thickness of the pressed Lead wire.
6. Interference is difference of the Shim thickness and the thickness of the pressed Lead
wire
Correction:
1. If the Interference is on the higher side , remove the shims from beneath the top pad .
Finer adjustment can also be done by removing the metal from the top of the pad
2. If the interference is on the lower side add suitable shims beneath the top Pad.
Checklist
The difference of interference in terms of lead wire measurement should not be more than
0.05 mm
- 117 -
CHECKING
DESIGNATION DESIGN ACTUAL

Bearing no 1 0.15 - 0.25
Bearing no 2 0.15 - 0.25
Bearing no 3 0.25 - 0.35
Bearing no 4 0.25 - 0.35
Bearing no 5 0.25 - 0.35
Bearing no 6 0.25 - 0.35
Spherical surface of yoke 0.02 - 0.04
and Bearing no 2
- 118 -
CHECKING
PEDESTAL OIL GUARD RADIAL CLEARANCES
DESIGNATION POSITION DESIGN VALUE ACTUAL VALUE

Top 0.4 -0.5
Bottom 0.2-0.4
Bearing no 1 Left 0.3-0.5
Right 0.3-0.5
Top 0.4 -0.5
Bearing no 2F Bottom 0.2-0.4
Left 0.3-0.5
Right 0.3-0.5
Top 0.4 -0.5
Bearing no 2R Bottom 0.2-0.4
Left 0.3-0.5
Right 0.3-0.5
Top 0.4 -0.5
Bearing no 3 Bottom 0.2-0.4
Left 0.3-0.5
Right 0.3-0.5
Top 0.4 -0.5
Left 0.3-0.5
Right 0.3-0.5
Top 0.4 -0.5
Left 0.3-0.5
Right 0.3-0.5
NOTE: . Ends of the Brass Strips should be Chamfered as per drawing

Installation without chamfer can damage the rotor by making deep grooves into it.
Chamfer should always be on the discharge side.
- 119 -
HOT TIGHTENING OF THE HP& IP TURBINE PARTING PLANE
FASTENERS
Any thing when heated will expand .So is the case of Turbine fasteners which gets heated
up to 450 Deg C. Even if the fasteners are tightened completely in cold condition it will get
loosened during HOT Running when it is exposed to high temperature as it gets expands.
Therefore to prevent it, we do initial Stretching of fasteners in Hot condition similar to
condition which they will face in the Hot running . This way the initial cold stresses induced
in them is relieved during hot running but prevents the loosening of Capnuts during Hot
Running .
HOW MUCH TO STRECH ?
Any Linear Expansion ΔL = α X L X ΔT
Where α = coefficient of linear Expansion in m/deg C = 1.2 x 1/100000

L = Initial length of stud in meter
ΔT = Difference of Final and Initial temperature deg C
Let us take following case of M 140 X 4 X 810 mm Stud Which is heated to 420 deg C
from ambient temperature of 35 Deg having effective length of 450 mm .
Expansion = (1.2 X 1/100000) X 450 X ( 420-35) = 2.08 mm
Above calculation shows stud will expand by appx 2.08 mm when it is exposed to 420 deg
C. Therefore to prevent its loosening in the Hot condition the stud has to be given initial
additional stretch by 2.08 mm during hot tightening.
Pitch of the Thread is 4.0 mm ie the nut travels by 4 mm after given rotation by 360 deg
Therefore during initial Hot Stretching, Cap Nut is to be rotated by ( 360 X 2.08 )/4 =
187 Deg Rotations
Similar calculation is to be done for the studs of other length and temperatures faced by
them. However above calculation is only theoretical, indicative and for academic purpose &
for appx calculation only as other factors involved are beyond the scope of work of this text.
This way the designer recommends the degree of rotation for all categories of the fasteners
by taking other factors also which is to be strictly followed..
checklist
1. Designer has clearly specified the sequence of the of the Hot tightening of the Studs of
the parting Plane which should be strictly followed. In Double Flow turbine it is normally
from inside / middle first to outside later .
- 120 -
2. All the fasteners are designed for 1% strain ie if the length of the fasteners increases
permanently by appx 1% of the original length then they have to replaced with new one .
However as a precautionary measure and based on the cased studies in NTPC Plants it is
recommendable to replaced the fasteners with new one if it has undergone working life
of 100000 hrs irrespective of their healthiness and even if they have not attained 1%
expansion..
TIGHTENENING OF FASTENERS FOR FLANGE JOINTS OF STEAM

TURBINE
Sl Stud Total Effective Outside Pitch of Value of arc turning

no designation length of length of Dia of Thread during hot
stud stud Capnut tightening
1 M140x4 810 450 210 4 241
2 M140x4 710 350 210 4 220
3 M120x4 760 450 180 4 190
4 M100x4 705 450 150 4 142
5 M100x4 480 225 150 4 109
6 M76x4 365 160 115 4 56
7 M60x4 260 100 95 4 30
- 121 -
SWING CHECK
This check is carried out where the rotors having rigid couplings are supported on the
Single bearing. In LMZ 210 MW machines HP Rotor has got only single bearing at its front .
Swing check is a measurement which shows the mating accuracy of the coupling faces of the
two rotors coupled together.
This check measures how much a shaft will swing in the horizontal plane when the actual
bearing is removed and supported on the dummy bearing which is floating. It is the
measurement of the radial throw at the free end due to coupling face geometric form of the
two rotors coupled together.
The value of the swing depends upon the facial run outs of the coupling , diameter of the
coupling and Length of the shaft. It is carried out by removing the Real bearing and putting a
false bearing/Lifting tackle on which the rotor is supported. This false bearing has larger side
oil clearances to allow the free movement of the bearing . Dial is put at the horizontal level
and then rotors are rotated . Readings are taken at many clock positions, The max throw is
the Swing of the rotor.
Procedure:
1. This check is carried out when the final coupling has been done and bolts has been
extended .
2. Here the Real front bearing is removed and rotor is supported on a false bearing
which is further supported by a Sling with the help of EOT Crane by keeping the
same seal bore reading at bottom as with the Real rotor
3. Dial gauges are fixed with their pointers at left-horizontal and right-Horizontal and at
top of the journal
4. After above the Rotor is rotated by suitable means
5. The maximum throw at sides gives the value of the SWING
Correction:
If the swing value is on the Higher side then it can be corrected by following means.
a. Changing coupling face positions.If this is done then all the balancing weights on the
Rotor other than installed during the refurbishment at BHEL should be removed.
b. By reaming and honing of coupling holes and putting new coupling bolts of finer
tolerances .
c. Improving the facial run out of the couplings. For this one of the rotor may required
to lifted for doing necessary corrections.
However decision to implement any one of the decision depends upon the criticality of the
situation at Site.
- 122 -
Swing Check Procedure
Coupling
Real Bearing
Dial Gauge
False Bearing
Dial Gauge
- 123 -
CHECKING
SWING CHECK OF HP ROTOR
HPR
IPR
1.
HOLE NO HP- THROW AT

IP COUPLING JOURNAL NO 1
1
2
3
4
5
6
7
8
9
10
11
12
1
CHECK LIST
1. Readings are to be recorded after elongation of all coupling bolts of HP-IP and
IP-LP coupling.
2. Allowable run out is 0.12mm in 210 MW HP Rotor
3. The final dial gauge reading at position no 1 should be same as the Initial set Dial
gauge reading at position no 1
- 124 -
THRUST BEARING FLOAT
Any metal when exposed to high temperature will Expand. In LMZ 210 MW machines the
Coupled Rotors is anchored at Bearing No 2. That is it is fixed at bearing no 2. This axial
movement is locked by means of thrust bearing pads which restricts the movement of the its
thrust collar either way. However we have to leave some gap between the rotating thrust
collars and stationery thrust pads to allow rotation with minimum friction in oil film . This
free movement of the thrust collar between the thrust pads is called as Bearing Float. It is in
the range of 0.5mm to 0.6mm.
The ten nos pads in single vertical plane towards Generator are called as working Pads and
other ten pads which are at HPT front side is called as non working Pads.
Procedure. Before taking Float reading we have to carry out the blue matching of the thrust
pads of both sides. All the pads must have sufficient impressions.
1. Place the dial Gauges on the thrust collar , bearing and yoke
2. Rotate the rotor by crane and by manual force press the whole rotor assembly
towards one side of pads ( working or non working)
3. make the Dial positions zero
4. again rotate the Rotor and displace the rotor assembly now to the opposite side of the
earlier movement
5. Record the readings of the each Dial gauges
Bearing Float= Deflection in the Dial gauge on Rotor – ( Deflection in bearing +

deflection in the yoke)
Correction ;
1. If the bearing Float is less then desired float can be achieved either by removing
babbit material from the pads OR by adjusting Spacer thickness behind the collar
containing non working pads. However normally first method is opted
2. If the bearing Float is more than the Spacer thickness is increased
3. The yoke movement should not be more than 0.03 mm . If it is more than this then
necessary correction is required in the toothed locking rings.
Checklist;
a. While putting the axial force on the rotor remember the force is to be released only
when the rotor has been stopped completely
b. Before taking reading Ensure that the pads of the thrust bearing is considerably tight
c. Before doing any adjustment in the Spacer please ensure it is true on its face on both
side and match with the surface plate before final insertion.
d. The raised step of the each Thrust pad should also be made true with respect to
babbitt surface. otherwise it can give faulty reading.
- 125 -
- 126 -
CHECKING
THICKNESS
BABBIT
SHELL
Hole for fitment into the

Pin of Collar
This surface should be

made TRUE with respect
to Babbit surface
THURST PAD
FINAL SIZE OF THE WORKING AND NON WORKING PADS
PAD NO WORKING( Towards NON WORKING(

GEN) Towards Front Pedestal)
1
2
3
4
5
6
7
8
9
10
- 127 -
CHECKING
TOTAL BUMP CHECK OF TURBINE
It is Maximum total axial gap of the steam path of the turbine

Cylinders . Normally carried out for HP& IP Cylinders
It is measured by moving the entire rotors from the zero position on
either side.( Zero position is Rotor collar on the working thrust pads in
LMZ turbines and Rotor collar in the 50% float Position of the thrust
Bearing in KWU Machines)
The Reading is taken by Dial Gauges
Total sum of the Left and right movement is the BUMP Value
Dial Gauge
Reading
1. Rotor on working pads

Working pads removed and rotor
shifted towards generator X
2. Rotor on Non working pads

Non Working Pads removed and
rotor shifted towards Front Pedestal Y
TOTAL BUMP CHECK = X+Y+ Float mm
- 128 -
CHECKING
REAMING AND HONING OF THE COUPLING HOLES
After the satisfactory achieving of the Radial runout and Swing Check readings Rotors are
cleared for next activity ie. Honing and reaming of the coupling holes.
Procedure: At present this process is carried out entirely by manual method. It is done as per
the following procedure.
1. The loose bolts which are used for taking the radial run out readings are not taken
out..
2. Remove the top loose bolt from the coupling hole.
3. Measure the corresponding max. hole size . Also measure the amount the fouling
between the holes of corresponding coupling halfs.. Depending upon these choose the
size of the reamer which is slightly oversize. The Reamer is pushed and rotated
manually into the coupling hole. Reaming is basically a Cutting process
4. The removal of the fouling between the coupling holes can require 2 or 3 reamers of
different sizes.
5. After the fouling is removed by reamers next step is do the honing.
6. Honing is a super finishing process by which the coupling holes are polished.
7. Honing is carried out manually by making use of the mandrel of the drilling attachment.
Suitable mandrel as per the coupling hole and Length is selected . A Emery paper of fine
grit is wrapped over this Mandrel. After wrapping the mandrel is inserted into the
coupling hole. Drilling machine is made on and manually the mandrel is reciprocated
throughout the length of the coupling hole.
8. Honing operation is deemed to be over after checking the hole visually and sensing by
fingers.
9. After the honing , finished coupling hole size is measured by bore gauge.
10. After measuring hole size the size of the coupling bolt is given by reducing the size for
clearance by 0.02-0.03 mm
- 129 -
CHECKING
11. After the completion of the above hole then the coupling hole at 90 Deg position on
either side and at 180 deg is brought one by one to the top position and are Honed and
reamed and coupling bolts are machined as per the required sizes.
12. Once the four finished bolts are ready they are fitted finally into their respective holes.
13. After the first four bolts at 90 deg apart are fitted , the remaining couplings holes can be
reamed and honed in any manner.
CHECKLIST
3. Before inserting the finished bolt into the hole size apply small amount of the lub oil on
the hole and bolt surface to minimize friction
4. While inserting the bolt into the hole never give force by any metallic hammer . The Bolt
should go easily push fit with the help of wooden or Plastic mallet.
5. Before the honing and Reaming is carried out by measuring the dimensions calculate
what will be the final hole size. The Final hole size OD should not be near the Periphery
of the coupling. If the metal thickness between the periphery and hole size is very small
then there will be need of putting Sleeve into the finished hole. For this necessary support
can be taken from OEM
- 130 -
CHECKING
ELONGATION OF THE COUPLING BOLTS
Once the Coupling Bolts has been inserted then next activity is the tightening of the coupling bolts.
After the hand tightening of the coupling bolts The Bolts are stretched by 0.25- 0.45 mm as per the
coupling requirement.
Why the Coupling bolts are stretched?
1. The Bolts are stretched to defined value to prevent any over tightening or introducing any
high tensile strength in the coupling bolts which sometimes can lead to fracture of the
bolts during running. It also ensures that the Bolts are not loose and the Head of the Bolt
is perfectly butting with the coupling.
2. Further it is to be appreciated that the power between the Two rotors are not only
transmitted by the coupling bolts only but also by means of the frictional force between
the Coupling faces. The Stretching of the Coupling Bolts Ensures that the there is
enough friction between the Coupling faces.
Procedure.;
1. The dail gauges as per drawing are installed on the head and the end portion of the Bolt.
2. With a special spanner( Preferably Socket Type), Nuts are rotated slowly either by EOT
Crane or by Hydraulic attachment(Preferred)
3. While rotating record the readings of Dial gauge at head X and at Bolt End Y.
4. While Stretching initially there can be small deviation in X reading due to closing of the
gap between the head and the coupling face if any. After initial stretching the X value
will become Stagnant
5. Keep on stretching the bolt till the difference of the absolute values of the (Y-X) reading
is as per the required value ie 0.25 – 0.45 mm
Checklist :
1. While rotation with the EOT Crane kindly ensure sling diameter size should be small and
sufficiently long. . It is preferable sling of dia 10 mm tot be used.
2. Rotation should be given in very small steps.
3. Coupling bolts which has been stretched in two overhauls should not be used in the third
overhaul and should be replaced with the new one.
4. While tightening ensure that the bolt does not rotate in the hole.
- 131 -
CHECKING
- 132 -
CHECKING
CLEARANCE & ELONGATION OF COUPLING BOLTS
HP-IP COUPLING
Hole Bolt Hole Dia Bolt Dia Clearance C=H-B Extension SL

No. H B Design Actual Design Actual
1. 0.30-0.33 Y-X
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
- 133 -
CHECKING
IP - LP COUPLING
Hole Bolt Hole Dia Bolt Dia Clearance C=H-B Extension

1. 0.18-0.21 Y-X
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Note
(1) During honing and reaming activity and till the final fitment of bolts condensor should
be kept on the springs and both the CW pumps should be in the operation
- 134 -
CHECKING
LP - GEN COUPLING
Hole Bolt Hole Dia Bolt Dia Clearance C=H-B Extension

1 0.3-0.33 Y-X
2
3
4
5
6
7
8
9
10
11
12
Note
During honing and reaming activity and till the final fitment of bolts condensor should be kept on
the springs and both the CW pumps should be in the operation.
- 135 -
CHECKING
HPT CONTROL VALVES CHARACTERSTICS
CV- 1 CV- 2 CV-3 CV-4

Control gear DESIGN 9.6 12.8
Position at
which valves ACTUAL
start opening
Cam Angle at DESIGN 0 2 72 94

which valve
starts opening ACTUAL
Cam Angle at DESIGN 90 105 110 110

which valve is
full opened ACTUAL
Initial reading
at CV before
opening
A mm
Final reading at
CV after full
open
B mm
LIFT 25 38 30 15
DESIGN
L= A-B mm ACTUAL
- 136 -
PROCEDURE FOR OIL FLUSHING
&
BEARING NORMALIZATION
After the finalization of the OIL system (Excluding Bearings and Pedestals) Initial oil
flushing can be started of pipelines and valves up to bearings inlet by putting temporary
fabricated bends from oil inlet pipe to its corresponding drain. This can save considerable
time.
Final Oil Flushing
1. Put the Blank in the , MOP suction and SOP Discharge Connection at
pedestal of brg no 1 and seal oil lines to Hydrogen seals
2. Put a GI/steel wire mesh of 22 gx 20 mm in all the Return Drain lines of all the Bearings
3. Clean the pedestals from inside alternatively by Dry and Semi wet Cloth. Also use
Powerful Vacuum Cleaners and permanent magnet to remove all the magnetic ferrous
components . Final cleaning should be done by Markin cloth and stains if any on it will be
clear indication of cleaning
4. Seal the side all clearances of the bearing all around the bearings upto their p/p
by markin cloth.
5. After closing the pedestal covers start oil flushing by A.C oil pump.
6. Visually inspect the quantity of the oilflow coming out of each bearing.
7. Check on all the leakage's if any . if required oil supply can be stopped for rectification.
8.. MOT and Centrifuge BOWL cleaning to be carried out regularly for removal of the
impurities
IMPORTANT RECOMMENDATION : Since initially the oil is in cold condition and

there is no chance of any water ingress( As turbine is not on Load) , Always run the
Centrifuge on clarifier Mode. After the unit has come on Load changeover to the
Purifier Mode
Oil flushing is declared to be OK if following values are achieved in continuos

three samples of oil taken at the interval of the 2 hours.
Mechanical impurities < 100 ppm

Water content < 100 ppm
- 137 -
Brg Normalization
6. After the initial oil flushing is over Remove the pedestal Top covers
7. Restore the top half of the bearings
2. Remove the Blanking in the MOP suction, SOP discharge connection and inlets to
the hydrogen oil seals.
3. Check for the split pins in all the Bearing and coupling bolt fasteners. It should be
closely near to the top surface of the NUT.
4. Again start oil flushing By SOP
5. Continue till the OIL samples result are same as described above.
Put the machine on Barring Gear
Important : Various gaskets in the flanges in the steam , water and oil pipelines
should be of strictly of specific applications respectively and should not be used of
other applications otherwise it may lead to leakage during operation.
- 138 -
CRITICAL TURBINE SPARES FOR OVERHAUL
Following spares should be available in indicated quantity before the main turbine
is taken for O/H
1. Spare HP Rotor
2. Complete set of HP-IP diaphragms
3. HPT Nozzle Box
4. IPT Nozzle Box
5. Spare IP Rotor
6. Spare LP Rotor
7. Complete Set of Gland sealing segments with their flat springs
8. Complete Set of Inter stage sealing segments with their flat springs.
9. Complete set of Bearings and Thrust pads.
10. Complete set of oil guard fins
11. Complete set of oversize HP-IP Coupling bolts
12. Complete set of oversize IP - LP Coupling bolts
13. Complete set of oversize LP-GEN Coupling bolts
14. One set of oversize Thrust Bearing spacer Ring.
15. One set of oversize Thrust Bearing Toothed Locking ring
16. One no of MOP Gear Coupling
17. . One no MOP Impeller
18. One set of MOP Bearings
19. One Set HPT P/P Fasteners
20. One set of IPT P/P Fastener's
21. Two no of serrated ring of ESV
22. Two no serrated ring each of HPT /IPT transfer pipe lines.
23. One set of HPT Control valves.
24. One set of IPT Control Valves
25. One set of HPT Cams
26. One no of HPT& IPT control valve stem each
27. Four nos. HPT Control valve Rollers
28. One no speed Governor
29. One set of MOP seals
30. One set internal fasteners of Liners with capnuts
31. One set of Damping and Lacing wires
32. One set of stellite strips
33. One no each of ESV and IV stem
34. One piece of ESV and IV strainer
35. One piece of Strainer for Hp CV no 1 and 2
36. Sufficient Quantity of peak seal material of the Diaphragms.
37. Nozzles set for main ejectors
- 139 -
FORMAT OF HISTORY OF THE TURBINE CAPITAL COMPONENTS
FLEET PLANT UNIT COMPONENT LAST O/H CONDITION/ IDENTIFIC

STATUS LIABILITIES ATION
HP ROTOR
IP ROTOR
I LP ROTOR
HP ROTOR
IP ROTOR
II LP ROTOR
HP ROTOR
IP ROTOR
III LP ROTOR
HP ROTOR
210 MW
IP ROTOR
IV LP ROTOR
HP ROTOR
IP ROTOR
V LP ROTOR
HP ROTOR
IP ROTOR
I LP ROTOR
210 MW HP ROTOR
IP ROTOR
II LP ROTOR
HP ROTOR
IP ROTOR
III
- 140 -
MISCELLANEOUS CHECKS
1. All the welded supports ( Rods Matrix ) inside the condenser to be checked for the
erosion ,corrosion and the welding failure. If Erosion and corrosion is noticed then the
eroded or corroded portion of the rods to be covered by carbon steel half Dia Sleeves ( cut
from the carbon steel pipes ) and suitably welded with it.
2. The horizontal welding joint between the L.P Casing and the Condenser is to be
checked for erosion and corrosion by visual and for any cracks by means of DPT
and if any abnormality is noticed same is to be rectified by welding.
3. Revisioning and overhauling of the Amortisers
4. Spherical Washers of L.P.T to be checked for ensuring designed clearance.
5. If there is any past History of Overall expansion or Differential Expansion ,then

pedestal no 1 to be lifted for cleaning and removal of any obstruction.
6. DPT checking of the Fabricated welded portion in the pedestals
7. All the bearings of barring gear, Camshaft,, Rollers etc to be replaced with the
new one.
8. All the cylinder Drains, Extraction drains and Impulse Lines to be checked for
any obstruction. Or any blocking. It is to be checked by means of putting water
from the casing point and should be visible from the exit . Drain in the LPT is
to be checked very carefully as it is covered by a enclosure.
9. All the bellows in the Extraction of LPH' S to be checked under DPT for any
defect.
10. MOP NRV installed in the Front Bearing Pedestal should also be checked for
freeness and cleanliness.
12. All the Rubber hose pipes of jacking oil system, HP-LP Bypass system to be
replaced with the new one during every Overhaul. However they are also required
to be changed whenever any work on bearing is to be done
- 141 -
IMPORTANT RECOMMENDATION
1. TSI calibration to be done at Room Temperature. Residual Overall

Expansion reading to be considered as ZERO reference.
2. All the High pressure and High Temperature studs and Fasteners of size
64 mm and more to be replaced after the working of 100000 Hours.
Even the internals fasteners also required to be replaced after 100000
hours
3. In all the welded piping connection If there are more than three
welding joints in appx 100 mm distance or welding joints are very
closely spaced then same is to be replaced with new portion of the pipe.
4. If there is problem of casing Expansion or their sliding ability then it is

must to lift the pedestals of bearing no 1 and 2 for cleaning and
lubricating . Casing amortisers can also be checked . If the problem is not
solved by cleaning of the pedestals then in the next capital overhaul site
should plan for the optimizingof the loading of the HP and IP Casings
by mean of Dynamometers. It has been already done in one of the unit of
Singraulli.
5. It is to be noted general purpose gaskets of particular application

should not be used for other application. There are gaskets for specific
application ie Oil, High temperature Steam , Water and even Acid.
These gaskets are made of different material and composition.
For example gasket for water application should never be used in Oil
line or any other fluid otherwise it can fail prematurely and give rise to
uncontrolled situations
- 142 -
Special Tools and Tackle’s required for Maintenance job for Turbine
Sl No Description Purpose
1. Alumina Grit blasting machine along For cleaning of Turbine
with compressor and nozzle components
attachments
2. High pressure Water jetting For cleaning of Condenser tubes,
Equipment. and other Heat Exchangers like
lube oil coolers of main turbine and
BFP,s, Seal oil coolers etc.
3. Large size valve seat cutting and For replacement of worn out seat
Lapping machine with the New one.
4. Steam path Audit Software along For carrying out Steam Path audit
with measuring tools of the Turbine Cylinders
5. Potable Rotor balancing machine of Along with balancing it can also
100 Ton capacity along with the help in meeting the other
balancing software machining requirements of the
rotor like seal fin and shroud
machining.
6. Boroscope / Fibroscope Device For carrying out the inspection of
the Rotor Bores and Nozzle boxes
7. Potable heavy duty drill machine For removal of seized studs from
with Magnetic attachment . the turbine casing P/P and Control
valve bodies.
8. Large size Taps For cleaning the internal threads of
Turbine components including P/P
of Turbine casings.
9. Ultrasonic Kit For inspection of turbine bearings,
Disc, diaphragms and casings
10. MPI Kit having following accessories For Inspection of Turbine
1. Yoke type components
2. Cable type Coil arrangement For inspection of Turbine Rotors.

having current capacity up to 4000
Amperes Specially required for checking of
3. Potable Coil testing machine last stage free standing blades for
better results.
11. Induction heating machine For faster , smooth and stress free
removal of Turbine P/P Fasteners
12. Hydraulics Jacks of 100 and 50Ton For roll checks, Horn Drop test
Capacity etc.
- 143 -
13. 10 Ton gantry Crane For parallel jobs like bearings,
diaphragms, Liner and Pedestal
Works .
14. Heavy Duty surface Plate 1 Mtr. x 1 For matching / Checking work of
Mtr. larger size metallic gaskets ,Rings
and valve seats
15. Outside Micrometer up to 1000 mm For measurements of Turbine
Journals and rotor Discs diameters
16. Inside micrometer up to 1500 mm For measurement of Casing,
Diaphragms, Liners Ovality
17. Slip Gauge set For Alignment of Rotors
18. Motorized Roller Supports for For better ,faster and safe
turbine Rotors inspection during overhauls
19. Potable High Speed Pneumatic Multi For removal of Grub Screw of the
purpose consisting attachments of P/P blades of the casing etc and
angle Grinding, pencil grinding and cleaning of the intricate steam path
buffing/Polishing machine area.
Also for diaphragm blade repair
20. Potable surface grinder. Very good and faster during
reblading job of the rotors .
21 Potable infrared Temperature For mapping of the passing of the
measurement instrument High Energy drain valves
22 Special cutting tools for removal of Required for replacement of old,
the old peak seals of the diaphragms damaged peak seals of the
Diaphragms.
23 Straight Edge/Bar( accuracy For measuring convexity
0.005mm) /Concavity of the Coupling Faces.
24 Taper Reamers(1:50) for HP inner For Dowelling purpose
casing dowelling
25 Heavy duty Slings Lifting of HP/IP/LP components.
26 DC Welding Machine For high Pressure Welding
27 Potable Pneumatic chisel hammer For caulking of the packing strips

in the sealing fins
28 Lapping plates matching with the For Blue checking of the coupling
Coupling face dimensions for all faces and confirming the For
rotors measuring convexity /Concavity of
the Coupling Faces.
NOTE : ALL MEASURING TOOLS SHOULD BE CALIBERATED FROM THE

REPUTED GOVERNMENT/GOVERNMENT RECOGNISED BODIES.
- 144 -
LIST OF THE TOOLS (GENERAL PURPOSE)
1. Heavy Duty spanners ( All Sizes)

2. Slogging Ring Spanners( All Sizes)
3. Box Spanners Set( All Sizes)
4. Wrenches( All Sizes)
5. DC Welding Generator and Welding Kit
6. All kinds of Slings
7. Chain pulley Blocks,10 T,5T,2.5T
8. Pulling and Lifting Device 10 T
9. Scrappers, Screw Drivers , Chisels
10. Sledging hammers
11. Angle Grinders
12. Flexible Grinders
13. Bench Grinders
14. Drill Machine(Light and Heavy Duty)
15. Files( All Sizes)
16. Gas Cutting and Gouging Sets
17. Eye Bolts and D shackles( All Sizes)
18. Lapping Fixtures and Plates.
19. Keys( Normal and Allen)
20. Micro Level and normal Spirit Level
21. Inside Micrometers
22. Outside Micrometers
23. Vernier Calipers
24. Dial gauges with Magnetic stands
25. Height Gauge
26. Taper Gauge
27. Outside Calipers
28. Inside calipers
29. Feeler gauges
30. Bore Gauges.
31. Bench Vices
32. Tap Sets
33. Die Sets
34. Pliers and Hacksaws
35. Adjustable Reamers
36. Tommy Bars
37. 24 DC Hand Lamps
38. Wire Brushes.
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- 147 -
- 148 -
- 149 -
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- 152 -
- 153 -
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- 155 -
- 156 -
FEED BACK FORMAT
CONTENTS RATING Whether more is required to

Excellent Good Average be added (Please specify)
Technical coverage for
completion of a quality
overhaul
Illustrations/Diagrams
Checklist / Do,s and

DON’T,s
Annexure
Any other Suggestions :
Signature
Name and Designation
Project
- 157 -

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BREIF THEORY OF STEAM TURBINE

( With special reference to Impulse and Reaction type)

WORKING OF STEAM TURBINE :

• A steam turbine works on the principle of conversion of High Thermal

• IMPULSE TURBINE = In a stage of Impulse turbine the pressure/Enthalpy

• REACTION TURBINE = In a stage of Reaction Turbine the

( Heat drop in Moving stage)

• In impulse stage ,degree of reaction is 0

MAIN LOSSES IN TURBINE

FRICTION LOSS It is more in Impulse turbines than Reaction Turbines, because

α 1 = Inlet angle to moving blade

IMPULSE TURBINE REACTION TURBINE.

Design C-210-130 ( Turbine of 210MW

Type Impulse-Reaction ,Tandem Compound

Rated Power 210 MW

Speed 3000 RPM

Type of governing Nozzle Governing (Through four valves on

Speed regulation 4+-1 %

Transient Speed Rise 7 to 8 %

No of stages HPT 12 stages

Inlet steam temperature 540 deg C

Rated steam temp after reheat and inlet to IV 540 deg C

Rated steam flow 670 tons/ hour

HPT Exhaust condition 27 kg/ cm sq, 327 deg C

Condenser back pressure 0.9 kg/ cmsq

No of Bearings (Five, I.P front bearing is a combined

Journal and thrust bearing)

Gland steam pressure 1.03 to 1.05 kg/ cmsq

Barring Gear Mechanical speed 3.4 RPM, 220: 1 ratio

No of Extractions Seven (9th, 12th, 15th, 18th, 21st, 23rd

Condenser cooling water temperature 24 to 35 deg C

Cooling water pressure 1.0 to 1.1 kg/ cm sq

Rated cooling water flow through condenser 27000 meter cube/hour

Lube oil Pressure Appx 1.0 kg/ cmsq

Air Ejectors Type Main Ejector ; Static type consisting of 3

sets of nozzles and Diffusers

Starting Ejector: Static type consisting of

Single stage of nozzle and Diffuser

HP/LP Bypass 30% Capacity( BTPS and SSTPS)

PRDS in place of HP/LP Bypass in

(KhSTPS and VSTPS)

Differential Expansion HPT +4 mm to - 1.2 mm

IPT +3mm to -2.5 mm

LPT +4.5mm to -2.5 mm

Axial shift +1.2 mm to -1.7 mm

Eccentricity 100 Microns Max.

Bearing Vibrations Velocity 2.8 mm/ sec, 40 Microns Max

Bearing Temperature Alarm 90 deg C

M/c to be Stopped at 110 deg C

HPT & IPT Top and Bottom Casing 50 deg C

STATION RATING SUPPLIER QUANTITY

BADARPUR 210 MW BHEL 02

SINGRUALLI 200 MW BHEL 05

VINDYACHAL 210 MW DIRECT RUSSIA 06

KAHALGAON 210 MW DIRECT RUSSIA 04

Singraulli & Badarpur Vindyachal & Kahalgaon

LPT 2x 4 stages LPT 2x 3 stages

HPT IPT LPT

Pedestal No. 1 Pedestal No. 2 Pedestal No. 3 Pedestal No. 4

Layout of MainTurbine- 210MW(LMZ)

Some of those abnormal conditions are as follows.

1. Vibration more than the permissible limit.