STERN TUBE BEARINGS

1. STERN TUBE BEARING USE METAL.

2. Seawater lubricated stern tube bearings
Stern tubes: The propeller shaft (or tailshaft) is supported in a stern tube bearing of one of a number of
designs. The bearing, being at the end of the shaft, is affected by the overhanging weight of the propeller.
The propeller mass pulls the outer end of the shaft down, so that there is a tendency for edge loading of
the stern tube bearing to occur. The forward part of the propeller shaft is tilted upwards. Weardown of the
bearing aggravates this misalignment and whirl due to weardown may give additional problems.

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 sternframe 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.
Making history for 165 years in the fastest, most powerful ships and submarines in maritime history while eliminating current EPA compliance
issues.
Lignum Vitae Water-Lubricated bearings commonly replace composite, plastic, bronze, babbitt and oil filmed bearings. The material is the oldest
bearing in service with unmatched longevity in water applications. It has tremendous load bearing qualities and unique shock absorbing qualities that
no other material can match. This material has successfully returned to the Hydro Power market and now will return to the Marine market.
 The U.S. Environmental Protection Agency (EPA) has recently mandated the type of lubrication oil commercial vessels are permitted to
use. According to the EPA, up to 16 million gallons of lubricants are discharged into waterways annually —predominately from stern tube leaks –
equating to 1.5 times the size of the Exxon Valdez spill.

Lignmum-Vitae Bearings are Water-Lubricated – Eliminates EPA Issues

Benefits of the Material as a Stern Tube Bearing:

 Self lubricating
 Zero Tolerance (We can touch the shaft)
 High shock load
 100% bearing material
 Low maintenance
 Low friction
 Run of the river or salt water applications
 High edge load
 Easy to machine
 Non conducting
 Easy installation
 Custom made to your specifications