Steve. Your cross section diagram tells most of the story, but has an error which complicates matters.
The correct roller bearing has a single lip on the outer race. As standard on a seal type case there is only one recess, for the outer race. The crankcase should only be machined to accept the outer race, lip side goes in first. The oilseal hole is just that, a hole. From the outside, the seal locates inwards, open side towards the crank, against the face of the outer race, and is retained by friction with the hole and by the peened in dots. As mentioned earlier, with the seal removed the lip of the bearing is visible and can be used to push the race out. As such there is no need or room for the earlier drilled pin punch holes.
I hope you have either the wrong bearing or more likely have mistaken the lip on the race for part of the crankcase casting, and that some previous owner has not modified the case.
Your diagram shows a bearing with axial movement both ways, with lateral outward movement controlled here by the aluminium crankcase. This is the error and if this is what you have its the wrong bearing and explains any nasty marks you may have where the crank cheek has been hitting the case, as there is nothing apart from this soft material to stop the crank moving outwards. This is the function of the lipped bearing race. Very early A7 Longstroke engines had a deep ball race, which effectively controls lateral movement, the later lipped roller bearing was added to cope with higher loadings as power output increased with the introduction of the A10 and redesigned A7.
The choice, advantages and types of modern drive side bearings has been debated on the Forum, the information is all there, plus some of the pitfalls and successes folks have had setting the correct crank end float with the correct single lipped roller bearing.
Swarfy.