MEP 1/ Shafting System/ 2015

Shafting System

Introduction

In this series of lectures you will learn about typical arrangements of propeller shafting.
You will learn how shafting is supported, stern tube bearing arrangements for water and
oil lubricated bearings and methods of lubricating stern tube bearings and sealing
arrangements.

1. Typical Propeller Shaft Arrangement

Figure 1- Typical arrangement of a propeller shaft

Single line shafting is used on a majority of ships. A typical propeller shaft usually
consists of the thrust shaft, intermediate shafts and tail shaft. In most modern diesel
engines the thrust block is integrated with the bedplate of the engine. However some
engines are designed for operation with an external thrust block as shown in figure 1.1.

The thrust shaft is coupled to intermediate shafting. The tail shaft is then coupled to the
aftermost section of the intermediate shaft.

1.1 Alignment of the shafting

The ship structure is firmly supported in the building dock. After the ship is launched, the
immersed section of the heavily framed stern along with the propeller mass which is much
less buoyant than the hull further forward tends to flex downwards. This droop of the
propeller shaft tends to cause misalignment and potential edge loading of the stern tube.
The arching tends to lift the tail shaft so that the next bearing forward tends to be
negatively loaded. Downward flexing of the stern also deforms the hull changing the line
of the tank top. Deformation imposed by the propeller mass, remains even after installation
of the rest of the shaft system. In order to counteract the edge loading of the stern tube
bearing, the stern tube is arranged to be slope bored or installed with a downward lie. The
shaft weight is then fully supported along the bearing surface.

During service alignment deviation takes place due to several factors. The
hull is distorted due to hog or sag depending on the conditions of loading.
The weight and the distribution of cargo, ballast, fuel oil and fresh water are
all subject to change and affect shaft alignment. Atmospheric temperature
variations, variations in sea water temperatures can cause differential
expansion and lead to alterations in shaft alignment. Heavy weather can
cause cyclic change of hull shape and affect alignment. The forward tilt of
the loaded thrust block, build up of fluid film pressure in bearings lifts the
shaft up. Lowering or sinkage of intermediate shaft bearings (plummer
blocks) can also cause problems of shaft alignment.

1.2 Method of checking bearing loads in service

Correct bearing loading must be ensured to eliminate stressing the shaft. In service
checking the alignment using an optical device can be a problem due to obstructions
causing a lack of continuity. The method of jacking the bearings to assess correct bearing
loading is used as a realistic means of ensuring that the shaft installation is satisfactory.

Basically in this method it is assumed that the total weight of the shaft is carried equally by
all the bearings. Normally the designed load for each bearing along with the permitted
variations is given in the vessels commissioning drawings.

Figure 1- Method of checking bearing loading

MEP 1/ Shafting System/ 2015

The procedure involves the use of hydraulic jacks placed on each side of the bearing, to lift
the shaft clear. A dial gauge fixed on the side of the bearing indicates shaft lift. The
hydraulic pressure exerted by the jacks to lift the shaft indicates the load on the bearing.

As the hydraulic jack pressures are increased a gradual deflection can be observed on the
dial gauge. As soon as the shaft lifts clear of the bearing a large deflection is observed and
the pressure is then noted.

Care must be taken to ensure that the shaft is not lifted too much as the adjacent bearings
will then be affected. To guard against this dial gauges are fitted on adjacent bearings to
ensure that the lift is limited to the bearing that is being checked.

1.3 Intermediate & tail shafting

Shafting is usually forged carbon steel or carbon manganese steel where the minimum
tensile strength is in the range 400 – 600 N/mm2. Forgings must be ultrasonically tested.
The required diameter is specified by the classification society and is calculated using an
empirical formula.

All shafting is subjected to torsional stress due to rotation, bending stress

due to mass of propeller and compressive stress due to the propeller thrust.
Further distortions of the shafting can be caused by collision and running
aground. Propeller vibration and impact on blades can also cause stressing
of the shafting.

2. Types of Shaft couplings

There several methods of coupling sections of shafting. Flanged couplings have bolt holes
carefully bored and reamered to give an accurate finish. Torque is transmitted by the
friction between flanges and also through the shanks of the bolts. Each tightened bolt holds
the flanges hard together in the area local to it. A circle of bolts is needed for a good all
round grip. The design and dimensions of the flange couplings are specified by the
classification society according to an empirical formula.

2.1 Conventional bolts

When a coupling bolt is tightened the elongation causes a reduction in cross

sectional area. In a fitted bolt positive contact between the accurately
machined bolt and the reamered hole is lost when the bolt is tightened.
Further the reduction in cross sectional area may cause a reduction in
strength of the bolt and also be subjected to fretting and subsequent failure.
All bolts are highly stressed and fatigue failure can occur due to cyclic loading. Further,
the area that the threads end and shank starts can be a stress raiser. Bolts must be highly
resilient ( capacity to absorb the maximum strain energy before reaching yield point).

All surfaces should be highly polished and diameter transitions must be smooth using very
large radii to avoid stress raisers. Screw threads represent a series of notches and can be
considered areas of stress. To keep the stress in the threads within safe limits it is usual to
design them such that the core diameter is larger than the general cross sectional area of
the shank.

It can be seen that fatigue failure of most bolts start at a surface defect or feature.
Therefore it is essential that the waisted part which carries the highest stress is finished to a
high degree of finish. Extreme care must be exercised when handling these bolts in order
to protect their surface finish.

Figure 2- Conventional coupling bolt

Some forms of couplings use an oversize bolt. Before insertion the shank is cooled (liquid
nitrogen) in order to cause contraction to reduce the cross sectional area. A problem with
this type of coupling is that the low temperatures may cause the steel to become brittle.

2.2 Tapered coupling bolts

Tapered coupling bolts are used to overcome the problems associated with conventional
coupling bolts. They give a good fit at all torques.
MEP 1/ Shafting System/ 2015

Figure 2- Tapered coupling bolt

2.3 Pilgrim type hydraulic coupling bolt (Morgrip bolt)

In the Pilgrim hydraulic bolt, the bolt is hollow and before

being fitted is stretched with hydraulic pressure applied to an
inserted rod from a pressure cylinder screwed onto the bolt
head. Stretching reduces the bolt diameter allowing it to be
inserted into the hole after which the nut is tightened up. When
the hydraulic pressure is released the bolt shortens so that a
predetermined bolt load is produced and the diametrical re-
expansion gives a good fit of the shank in the hole.
Figure 2- Pilgrim type coupling bolt

The hole in the Pilgrim type bolt weakens the bolt and high
strength material must be used and overall diameter has to be
increased to compensate for this.

Pilgrim type of coupling bolt is used for the following applications:

 Flange couplings
 Flange bolted propellers
 Rudder mounting on stern post
 Holding down bolts
 Gear transmissions holding gear segments
2.4 Wedge shaft coupling

This method of coupling shafts utilises two wedges, which are mounted over a sleeve. The
sleeve is slid over the two shafts. As shown in figure 2.3, steel discs are clamped over the
wedges by bolts. As the bolts are torqued up the wedges compress the sleeve holding the
two shafts together.

This type of shaft connection allows easy axial adjustment and inboard
withdrawl of a tailshaft for inspection and survey. The full cross section of
the shaft is available for torque transmission.

This type of shaft coupling is generally used for shaft diameters ranging from 100 - 460
mm and can transmit torque loads of 16500 Nm to 2040 KNm.

Figure 2- Wedge type shaft coupling

MEP 1/ Shafting System/ 2015

2.5 SKF coupling (Muff coupling)

There are two advantages of the Muff or SKF coupling. They eliminate the need for
flanges and bolts and allow the complete shaft to be withdrawn outboard. Further, there is
no keyway to weaken the shaft by creating a stress raiser.

Basically the SKF coupling consists of two steel sleeves. The thin inner sleeve has a bore
slightly larger than the shaft diameter and it's outer surface is tapered to match the taper on
the bore of the outer sleeve. The nut and sealing ring close the annular space at the end of
the sleeves.

Figure 2- SKF coupling

The SKF coupling is slipped onto one shaft end and the other shaft end is abutted to first
shaft and the coupling is moved into position. Oil is injected between the contact surfaces
of the two sleeves to separate them and overcome the friction between them. The outer
sleeve is then hydraulically driven onto the tapered inner sleeve. When the outer sleeve has
been driven on to a predetermined position the lubrication pressure is released and drained.
Oil pressure is maintained in the hydraulic space until the oil between sleeves drain and
normal friction is restored.

The grip of the coupling is checked by measuring the diameter of the outer
sleeve before and after tightening. The increase in diameter should be the
value stamped on the sleeve.
Typical specifications for a SKF coupling for 10000kW shaft:

Shaft diameter – 530mm

Separation oil press. – 200 kg/cm2
Press up oil press. – 300 kg/cm2
Press up distance – 40mm
Length – 1250mm
 diameter – 0.89mm

To disconnect the coupling, the oil pressure is brought to a set pressure in the hydraulic
space. The oil is then forced between the sleeves. The outer sleeve slides off the inner
sleeve at a rate controlled by the release of the hydraulic oil pressure.

3.Intermediate shaft bearings

The intermediate shafting may be supported by plain, tilting pad or roller bearings.
Intermediate bearings also maintain alignment of the shaft.

The plain and tilting pad bearings usually have individual oil sumps. The oil is circulated
by a collar and scraper device. The individual sumps usually have cooling water coils and
water is circulated from the sea water circulating system. Plain and tilting pad bearings
usually have only the bottom bearing half. However the aftermost shaft bearing usually has
a full bearing to accommodate the negative loading due to the droop of the tailshaft.

3.1 Plain bearings

Figure 3- Cross section of plain shaft bearing

MEP 1/ Shafting System/ 2015

At the start of rotation the bearing is inclined to roll up the bearing surface against the
direction of rotation until friction slip occurs. The oil in the clearance space will adhere to
the surface of the rotating shaft and be dragged between the shaft and the bearing. As the
shaft rotation speed increases, more oil will be carried to the under side of the shaft so
developing an oil film with sufficient pressure to hold the shaft clear of the bearing.

Figure 3- Fluid film lubrication in plain bearing

In this type of bearing the pressure generated is most effective over about 1/3rd the total
bearing area because of the oil loss at the bearing ends and the periphery. Load is
supported and transmitted to the journal, mainly by the area where the fluid film is
generated, hence load carrying capacity of this type of bearing is limited.

On many occasions when the shaft is rotating slowly the shaft will contact the bearing
surface due to insufficient speed for the oil film to form. To overcome this problem a
larger bearing surface is provided so that the contact is distributed over a larger surface.

3.2 Tilting pad bearings

Tilting pads developed by Mitchell are used in the tilting pad type of bearing and
overcomes the problem of the ineffective region of the plain bearings. Usually three tilt
pads are used and each pad tilts as oil is delivered to it such that a wedge of oil is formed.
The three pressure wedges give a larger total support area than that obtained with a plain
bearing. The increased load carrying capacity of the tilting pad design, permits the use of
shorter length bearings or fewer bearings.
 Figure 3- Tilting pad bearing

Figure 3- Arrangement of tilting pads

MEP 1/ Shafting System/ 2015

3.3 Roller bearing type intermediate shaft bearings

Figure 3- Roller bearing

The advantage of roller bearings are that effective lubrication is not dependent of
rotational speed of the journal. Friction is low at all speeds and makes them suitable for
slow steaming vessels. Roller bearings are usually grease lubricated.
Intermediate bearing spacing

Spacing of the intermediate bearings are determined by:

 Shaft length
 Rigidity of ship structure
 Length / diameter ratio of bearings
 Oil pressure generated

4.Seawater lubricated Stern tube bearings

Figure 4- Water lubricated stern bearing

In older vessels the stern tube was lubricated by seawater. The tail shaft has a bronze liner
shrunk on to the forged steel shaft. Classification society rules specified the thickness of
the liner (Approx 25mm for a 600mm shaft). The shaft ran in a bush made of Lignum
Vitae staves or more recently resin bonded asbestos, Plastic such as Tufnol or reinforced
rubber staves are used. Lignum Vitae is a hardwood with very good wear characteristics
and in the presence of water has good lubricating properties.

With high-powered vessels using water-cooled bushes the staves require replacing quite
regularly (In some cases annually). For a tail shaft with a continuous liner the bush
required to be renewed if the tail shaft wear down reading approached 6mm.
MEP 1/ Shafting System/ 2015

To protect the forged steel shaft from corrosion the bronze liner extends over the length of
the shaft from inside the ship to the end of the taper. A rubber seal is sandwiched between
the propeller hub and the liner end.

The centre of the stern tube is connected to a seawater supply line and together with the
water that seeps between the shaft and the bush lubricates and cools the stern tube. The
packed gland at the forward end of the stern tube is continuously adjusted to permit the
leakage of a small amount of water into the tunnel bilge.

Generous bearing clearances are allowed to accommodate the swelling of the staves
(lignum Vitae) and to permit the flow of water.

4.1 Inspection and problems associated with water lubricated stern tubes

A common problem is the grooving of the bronze liner by way of the gland packing. If
heavy grooving is observed the bronze liner is machined and returned to good condition.
Care must be taken to ensure that the bronze liner thickness is not less than the minimum
value specified by the classification society. Should the minimum thickness be reached a
split sleeve may be welded onto the bronze liner and the liner re-machined to required
dimensions. The complete bronze liner may also be renewed. When the bronze liner has
been removed the steel shaft can be examined for corrosion due to the penetration of
seawater between the liner and the shaft. This can happen if the rubber seal between the
propeller hub and the bronze liner is defective. It may be necessary to machine away the
corrosion. If this is the case it may be necessary to recalculate the maximum power
transmission.

5. Oil lubricated tail shaft bearings

Figure 5-1 Oil lubricated stern tube

The oil lubricated stern tubes is the most common type fitted to modern vessels. In most
designs the shaft runs in a white metal bearing. Unlike the seawater lubricated stern tube
the white metal bearing does not need to extend over the full length of the stern tube.
Lubricating oil is circulated through the stern tube, cooling and lubricating the bearing.

In order to prevent the oil from escaping to the sea and to prevent the seawater from
entering the stern tube special seals are fitted at the inboard and outboard ends of the stern
tube.

6. Split Stern Bearings

Figure 6- Split stern bearing

Usually the ship has to be dry-docked in order to examine the tail shaft and stern bearing.
In order to avoid this the split stern bearing was developed. A specially designed sealing
arrangement permits the inboard withdrawal of the stern bearing, which is in two halves.

The bearing consists of two symmetrical halves and is bolted together at two horizontal
flanges. The aft end of the bearing carries the spherical bearing support ring. The aft seal
housing is bolted onto the spherical bearing support ring. The carrier ring is bolted onto
the stern frame and holds the spherical bearing support ring in position. The forward end
of the bearing held in position by the forward bearing support ring, which is bolted onto a
flange in the stern frame casting. A diaphragm, which is bolted onto the forward bearing
support ring carries the housing for the forward seal.

The propeller hub is bolted onto the flanged aft end of the propeller shaft. Two inflatable
seals are mounted between the forward section of the propeller boss and the carrier ring.
Each seal has its own air supply and can be inflated to provide a seal against the seawater.
MEP 1/ Shafting System/ 2015

Sealing the stern tube in this manner permits work to be carried out on the bearing and the
seals without the vessel being dry-docked.

7. Typical oil circulating systems for stern tubes

7.1 Static head oil circulating system

Figure 7- Typical static oil system for stern tube seals

In modern larger vessels the difference between full load and ballast draughts can be
considerable. When the vessel is in ballast the inboard and outboard seals are subjected to
much higher oil pressures. This causes overheating, high wear and eventual failure. In the
system shown in figure there are two header tanks that can be used. However it must be
remembered that the tanks have to be manually changed over depending on the loaded
condition of the vessel.

The inboard seal cannot dissipate the heat to the surrounding seawater like the outboard
seal and tends to overheat. Therefore a separate oil circulating system may be required for
the inboard seal. This depends on the shaft diameter, shaft revolutions per minute and
draught of the vessel.

Static systems such as the one shown in figure are constantly at the design pressure. In
heavy seas when the vessel is pitching, the fluctuating draught can subject the seals to a
varying pressure differential. This can lead to seal and possibly bearing failure.

7.2 Automatic pressure control oil circulating system

 Figure 7- Constant differential pressure control oil system

In the system shown in figure oil flows from the header tank through the diaphragm
pressure control valve to the ster tube. The oil returns through the flow restricting valve
and the solenoid valve to the drain tank. The pressure control valve maintains a constant
differential above seawater pressure. The flow restricting valve is provided to maintain a
back pressure and provide a constant bleed-off from the bearing against which the inflow
can be controlled and is usually locked in a pre set position. The oil from the drain tank is
pumped to the header tank and overflows back to the drain tank. Should the overflow stop
the flow switch will close the solenoid valve and the header tank pressure will be
maintained to the bearings.

8.0 Stern tube sealing arrangements

8.1 Lip seals

Oil lubricated bearings are the most common sealing arrangement in modern vessels. In
most instances the shaft runs in a white metal bearing. Lubricating oil is supplied from a
header tank and the pressure head supplies lubricating oil to prevent metal to metal
contact.

In order to prevent loss of oil to the sea and ingress of seawater a sealing arrangement is
required. The outer seal has a chrome steel bush, which is bolted onto the propeller boss
and has a clearance over the diameter of the tail shaft. The ingress of seawater is prevented
by fitting a rubber sealing ring between the propeller boss and the chrome steel bush.
MEP 1/ Shafting System/ 2015

Figure 8- Forward seal arrangement (Simplex – compact seals)

The simplex type shown in the figure has a forward seal with two rings and an after seal
with three rings. The after seal is assembled together with the flange, intermediate rings
and the cover ring. In the case of the after seal the outboard sealing rings have their garter
springs aft of the anchoring bulbs, while the inboard seal has the garter spring inboard of
the anchoring bulb.

Figure 8- Aft seal arrangement (Simplex – compact seals)

8.2 Radial face seals

Figure 8- Radial face seal

Another method of stern tube sealing uses Radial face seals. This type of seal stops leakage
around the shaft by maintaining a good mating surface between the face and the seat.

Figure 8- Cross section of Radial face seal

MEP 1/ Shafting System/ 2015

The seals seat rotates with the shaft while the face is stationary and clear of the shaft. The
mating contact of the seal faces is maintained by spring pressure and by the flexible
mounting of the face. The bellows section of the seal is made of tough, reinforced but
supple material.

The bellows section is designed to stay clear of the shaft and its flexibility is maintained.
This enables the seal unit to withstand the effects of hull deflections and vibrations.
Further this prevents overheating, hardening and seizing or getting damaged by solid dirt
particles.

Some designs incorporate an emergency sealing device that uses inflatable

seals between the mounting ring, adaptor plate and the shaft. When the seal
is inflated with air or liquid it forms a temporary seal around the shaft
enabling repairs or replacement of the seal to be carried out without the
shaft being withdrawn or dry-docking the vessel.

Summary

You should be able to;

 Explain propeller shaft bearing arrangements at the stern frame, for water or
oil lubricated bearings.
 Discuss the lubrication of stern tube bearings.
 Sketch and describe stern tube sealing arrangements.
 Describe line shaft bearings.
 Describe typical methods and mechanisms for the provision of lubrication
along a typical drive line.