Shafting system

1. General:

A main propulsion shafting system (including the propeller) consist of the equipment
necessary to convert the relative power output of the main propulsion engines into
thrust horsepower , suitable for propelling the ship , and the means to translate
(impart) this thrust to the ship's hull .

In other – words, the main functions of the propulsion shafting

Systems are:

1. Transmit the power output from the main engines to the propulsor.
2. Support the propulsor.
3. Transmit the thrust developed by the propulsor to the ship's hull.
4. Safeties withstand transient operating loads (e.g., high-speed
maneuvers, quick reversals).
5. Be free of vibration.
6. provide reliable operation throughout the operating range.

2. Description of shafting system: (arrangements of shafting)

a shafting arrangement typical of single screw merchant ships is shown in fig.1

Fig. (1) – Shafting arrangements

The shafting located inside the ship is termed line shafting. The outboard sections of
shafting (wet shafting) are designated differently depending upon their location. The
section to which the propeller secured is the propeller shaft or tail shaft. The section
passing through the stern tube is the stern tube shaft unless the propeller is supported
by it, in which case it is designated as the propeller shaft or tail shaft

Shafting sections are connected by means of bolted flange couplings. The coupling
flanges are normally forged integrally with the shafting section; however, when
required by the arrangement (e.g, stern tube shafts), a removable coupling, sometimes
referred to as a muff coupling, is used.

Bearings are used to support the shafting in essentially a straight line between the
main propulsion engine and the desired location of the propeller. Bearings inside the
ship are known by several names with line shaft bearings, steady bearings and spring
bearings .bearings which support outboard sections of shafting are called stern tube
bearings if they are located in the stern tube. Outboard bearings may be lubricated by
either seawater or oil.

Bulkhead stuffing boxes are installed where the shafting passes through bulkheads.
This is to control flooding, in the event of a casualty.

The propeller thrust is transmitted to the hull by thrust bearing.

The main thrust bearing may be located either forward or aft of the slow speed gear.
 Fig.(2) – Thrust Block

Thrust bearing: absorbs the axial thrust transmitted by the propulsion shaft from the
propeller and delivers this thrust to the hull of the ship

3. Thrust block

A single collar thrust block is shown in fig (2). The shaft is comparatively short with a
coupling at each end, a thrust collar in the middle of its length and a journal at each
side of the thrust collar. The journals run in bearings housed in the thrust block which
carry the weight of the shaft. Each side of the collar bears upon a number of kidney
shaped white metal faced pads supported in the thrust block, those on the forward face
of the collar being to take the ahead thrust, those on the after face to take the astern
thrust. Thus there is always a film of oil maintained between the faces.
4. Shaft Bearing:
Line shaft bearing (journal bearing):

Designed to a ling the shaft and support the weight of shafting

Fig.(3) Tunnel bearing

An intermediate tunnel bearing is shown in fig. (3). the usual journal bush
is here replaced by pivoting pads. The tilting pad is better able to carry
high overloads and retain a thick oil lubrication film.

Lubrication: is from a bath in the lower half of the casing and an oil
thrower ring dips into the oil and carries it round the shaft as it rotates.

Cooling of the bearing is by water circulating through a tube cooler in the

bottom of the casing.
5. Shaft coupling:

Fig.(4) Removable flange coupling

Couplings with removable flanges are required in some instances, for

example, those cases where a liner must be installed on a shaft which
requires a bolted flange on each end. Fig (4). Shows a typical removable
flange coupling and illustrates the means provided to transmit both thrust
and torque. The keys are a backup for the transmission of torque and the
split Collar is a backup for transmission of thrust.

Propeller Shaft and Stem Tube:

The propeller shaft is coupled to the last intermediate shaft and passes
through the stern tube which carries the weight of the propeller shaft and
propeller.
 Fig.(5) Stern Tube and Propeller Shaft

Referring to Fig. (5), the out board end of the shaft is tapered and a key
with rounded ends sunk into it; the propeller boss fits on this tapered part
and the propeller nut screwed on the end to lock the propeller. A locking
figure key is fitted on the nut, protruding into a hole in the face of the
propeller boss to prevent the nut slackening back. The two usual methods
of supporting the propeller shaft in the stern tube are:

1) by a lignum vita bearing

2) By a white metal bearing

The propeller shaft must be lubricated with oil as shown in fig.(6) , to

overcome the wear down , which causes tensile and compressive stresses
as the shaft rotates besides the bending of the propeller shaft if the wear
down was allowed to become excessive .
 Fig.(6) Stern Tube lubricating oil diagram

The lubricating oil may be supplied from a gravity tank situated at the
required height to maintain the oil in the stern tube at a little above the
out side sea water pressure , or it may be pumped in by a pump.

Position of forward tail-shaft and intermediate bearing:

For the short line shafting:

The figure shows the rotational architecture of the short line

Shafting of propulsion plants with gearing. If is also indicated the

phenomena which must be taken into account for determining the
flexibility or stiffness of the different parts of the line shafting , as
mentionable in figure.

Some manufactures of gearing would like that the first intermediate

bearing be the first possible aft from the gearing , this position being
at least equal 12D and more , from the aft bearing at the main wheel
shaft. However, this opinion is not shared by a certain number of
gearing manufactures and other classification societies. This can be
explained as follows:

1) By moving the first intermediate bearing away from the gearing its
coefficient of influence on the bearing of the main wheel is
 diminished , however , due to the limited length of the line shafting
, its coefficient of influence on the forward bush of stern tube
supporting the forward part of the tail shaft is increased ,
2) Consequently , it is practically impossible to carry out corrections
of alignment conditions in way of bearings supporting the shaft of
the main wheel without disturbing seriously the behavior of the
forward bush

Fig ( ) presents the rational concepts and distributions of supports/

bearings of the line shafting of different types of propulsion plants.