1.

Stresses on propeller shaft

Shaft alignment is the process of aligning two or more shafts with each other to within a
tolerated margin. Shaft system would ideally be installed with straight alignment and remain in
that state during ship operation. But many factors affect and alter alignment during building and
throughout the life of the ship example hull flexure due to different conditions of loading (cargo,
ballast, bunker, FW etc).
The hull of a moderately sized ship can flex 150 mm in heavy weather.
 High deck and low sea temperatures in the tropics cause differential expansion and hogging.

 Intermediate shaft is also subjected to variations of torque due to propeller racing as well as
compressive stress due to end thrust from the propeller.

 Misaligned shaft imposes severe bending stresses on the shaft line. Also it will result in
overheating of the bearings.

 Bending of intermediate shaft imposes severe stresses on coupling bolts, subjects them to
additional shear stresses, leading to failures.

Good shaft alignment guarantees correct loading of bearings and ensures that the
shaft is not unduly stressed.

2.Excessive stern tube bearing wear down reasons

A main consideration is the detrimental effect of wiping the bearing due to loss of the oil film, causing
shaft and bearing contact. Hydrodynamic lubrication failure will lead to excessive temperatures and
other symptoms including reduced engine performance. The effect of cyclic loading and shear stress on
the stern tube bearings over time may lead to failures.

Pressure conditions within the bearing surfaces should also be considered. The stern tube manufacturer’s
recommended oil supplier should be consulted, as it will advise the oil grade to be used with the correct
viscosity during service. It will also have information about service life suitability, but regular sampling
should be carried out to monitor water contamination.

The propeller shaft diameter and weight determine the contact area on the bearing, but shaft
misalignment tolerances will affect the overall bearing load distribution. This will also be influenced by
the propeller’s weight, which will cause bending moments along the shaft leading to localized pressure
variations.

When the propeller is only partially immersed, its performance is usually another main contributory
cause of stern tube problems. Because it is not operating to its optimum and designed thrust and torque
parameters, the effects of eccentric thrust, cavitation and vibration will create uneven load distribution
and inadvertently lead to bending monuments and localized stress areas, especially in the aft part of the
bearing where edge loading may develop and increase over time. Apart from the stern tube being
exposed to damage, cavitation damage on the propeller may also occur as a result of operating the
vessel in these conditions over an extended period of time.

3.Water lubricated bearing

Ans-
Sea-water lubricated stern tube bearings:

The traditional stern bearing (Figure 8.12) is water-lubricated and consists of a number of lignum
vitae staves held by bronze retaining strips, in a gunmetal bush. Lignum vitae is a hardwood with
good wear characteristics and is compatible with water. The staves in the lower part of the
bearing, are cut and fitted so that the end grain is vertical to give the longest possible life.

Staves in the upper part are cut with grain in the axial direction for economy. The staves are
shaped with V or U grooves between them at the surface, to allow access for water. The grooves
also accommodate any debris. As an alternative to wood, reinforced rubber or Tufhol can be
used. Bearing length is equal to four times shaft diameter.

Stern tubes (Figure 8.13) are supported at the after end by the stern frame boss and at the forward
end in the aft peak bulkhead. Their cast iron construction requires strong support in way of the
bearing, from the stem frame boss.

A steel nut at the outboard end retains the tube in position, with its collar hard against the stern
frame and the bearing section firm within the stem frame boss. Welded studs hold the forward
flange against the aft peak bulkhead. Sea water, which enters at the after end or from the
circulation system to cool and lubricate, is an electrolyte which will support galvanic corrosion.
Figure 8.12 (left) Rubber stave bearing (right) Lignum vitae bearing
(Glacier Metal Co.)
Figure 8.13 Sea-water lubricated stern tube

Wastage of the vulnerable steel shaft is prevented by a shrunk-on bronze liner and rubber seal
sandwiched between the propeller hub and the liner end. It is essential that the rubber has
freedom to flow when nipped between the hub and liner.

Excessive weardown of bearing materials due to vibration or whirl, poor quality of work when
rewooding, inferior materials, presence of sand/sediment in the water or propeller damage, could
necessitate early rewooding. The life of the bearing for vessels with engines aft, and particularly
tankers and ore carriers which spend long periods in ballast, has been short with rewooding being
needed in perhaps eighteen months.

The centre of the stern-tube is connected to a sea-water service line which, together with ingress
of water between the shaft and bush, provides the cooling and lubrication. A packed gland seals
the forward end of the bearing and is adjusted to permit a slight trickle of water along the shaft
and into the tunnel well where it is regularly removed with the bilge pump. Bearing clearances
are liberal both to accommodate the swelling which occurs when the staves are immersed in
water and to permit the essential flow of water through the bearing.

A large number of vessels with water-lubricated bearings are still in service and they continue to
be installed.

Inspection of sea-water lubricated stern tubes and tailshaft During drydock inspection, bearing
weardown is measured by poker gauge or by inserting a wedge between the shaft and bearing
from the outside. The permissible wear is in the region of 9—12 mm on large diameter shafts.

The examination of the type of tailshaft described above requires removal of the propeller and
inward withdrawal of the propeller shaft. The operation calls for the erection of staging, use of a
large, suspended ram or tup for the spanner to slacken the nut and wedges to start the propeller.
The nut remains on the thread after being slackened for safety reasons.

Accidents have been caused by the sudden loosening of propellers with no nut in place to act as a
stop. Timber between the aft peak bulkhead and the flange at the forward end of the tailshaft,
supports the shaft against the action of the wedges. The examination when a tailshaft has
operated in a sea-water lubricated bearing and where the propeller Is keyed, may reveal (Figure
8.14) a number of defects. There is a potential for cracks in the keyway area but the likelihood of
these occurring has been reduced by the employment of sled type keys, radiused corners within
the keyway and spooning at the forward end.

Figure 8.14 Propeller shaft faults

A plain keyway milled in a shaft taper, is a weakening factor which allows deformation of the
surface when push up is applied to the propeller and where there is any transmission of torque
from the shaft via the key to the propeller hub. Torque causes a deformation which tends to open
the keyway.

The rubber seal sandwiched by the propeller hub and protective bronze liner, prevents ingress of
sea water which would act as an electrolyte to promote galvanic corrosion of the exposed part of
the shaft.

A defective seal permits corrosion and wastage. Fretting of the steel shaft tends to occur beneath
the forward end of the propeller hub or under the after end of the liner. Any pitting or marking of
the shaft surface in the area (or notch) between the propeller hub and the bronze liner can initiate
a fatigue or corrosion fatigue crack in this vulnerable area. (Shaft droop from the overhanging
weight of the propeller, stretches the upper surface and compresses the lower, to produce
alternating stress when the shaft is rotating. The imposed alternating effect likely to cause
fatigue, is of a low frequency and high stress.)

The shrunk-on bronze liner, fitted to protect the steel shaft against black corrosion may itself be
damaged by working conditions. Shaft whirl can lead to patches marked by cavitation erosion,
scoring occurs due to the stern gland packing and liner cracking has sometimes penetrated
through to cause corrosion cracking in the shaft.
Oil lubricated stern tube bearing
By gravity only
By pump
Intermediate shaft bearing