R.

Teja
4/4 N.A.M.E.
Andhra University
The stern is the aft-most part of a ship.
It is defined as the area built up over the sternpost, extending
upwards from the counter rail to the taffrail.
The stern lies opposite of the bow of a ship.
CRITERIA GOVERNS THE CHOICE OF THE SHIP’S STERN FORM:

 It should be designed to provide low resistance

 It should be able to provide high propulsion efficiency by ensuring
uniform inflow of water to propeller
 The stern designed must avoid vibrations.
Basically, the sterns can be broadly classified into the following:
 Elliptical Stern
 Cruiser Stern
 Transom Stern
Other types of stern include raked (transom raked), transom flat, sugar scoop,
lute stern & bustle stern etc. which are used on small vessels or yachts and are
derivatives from the above three major types.
 The aft end is subject to reduced impact of local loads as compared to fore
part. But still similar reinforcements are made in adjunct to the fore part.
 Localized forces generated in the backward region are propeller-induced
vibrations, sternward wave disturbances and to some extent, panting and
pounding.
 To avoid these type of vibrations, stiffening arrangement are done with the
suitable stiffening components.
 The stiffening arrangements are done in accordance to the Speed-to-
length relationships.
STIFFENING OF STERN PROFILE OF SHIP:
The members that are normally found in the aft-peak are:
 Stern Frame
 Stern tube
 Solid Floor
 Centreline longitudinal wash bulkhead
 Rudder Trunk
 Cant Beam
 Cant Frame
 Stringers
 Brackets
 Centreline web
 One interesting feature of aft end stiffening arrangements is Cant beams. Cant beams are
instrumental in providing longitudinal as well as transverse strength to the stern
arrangement. They are radial in nature and are directly welded to the shell plating giving
a kind of web frame structure. Cant beams are often coupled with cant frame providing
additional strength.
 Apart from cant beams there are solid floors existent at every frame flanking the
centreline girder.
 Tween decks along with the upper poop deck, if provided with adequate stiffening can
bolster the longitudinal strength.
 Moreover, a set of closely running stringers join to the first main frame while the deck
girders support the deck plating.
 In some vessels, panting stringers are also present at the aft peak mainly spaced within
2.5 meters according to the conventional classification rules.
 As compared to bow construction, transverse frames are more in girth and depth aft.
 One crucial point to be noted is that while there is a transom stern instead of a
conventional rounded one, there is no requirement of cant beams. The transom plate
while well stiffened vertically is suffice to resist local loads to a commendable extent.
 Panting stringers are longitudinal stiffening members formed in a closed rounded-
triangular shape by the side stringers on both sides and the collision bulkhead at its end.
 The stern frame of a ship may be cast, forged, or fabricated from steel plate and sections.
 On larger ships it is generally either cast or fabricated, the casting being undertaken by a
specialist works outside the shipyard.
 To ease the casting problem with larger stern frames and also the transport problem, it
may be cast in more than one piece and then welded together when erected in the
shipyard.
 Fabricated stern frames are often produced by the shipyard itself, plates and bars being
welded together to produce a form similar to that obtained by casting.
 Forged stern frames are also produced by a specialist manufacturer and may also be
made in more than one piece where the size is excessive or shape complicated.
 A stern tube is a hollow tube that runs through the bottom of the ship from the main
engine to the propeller. The ship’s tail shaft (or propeller shaft), which transfers
power from the main engine, runs inside the stern tube and connects to the
propeller.
 The stern tube bearing arrangement and sealing plays a vital part in ship’s operation
and pollution prevention.
To properly connect the propeller to the ship and
withstand the load.

To keep water from leaking into the stern tube

and lubricant from leaking out.
Different sealing arrangements are used to prevent water ingress and oil
leakage.
They are as follows:
 Stuffing boxes consisting of packing material.
 Lip seals in contact with shaft to prevent passage of oil or water along the
shaft.
 Radial face seals supported with springs fitted radially around the shaft,
aft bulkheads and after end of the stern tube.
Strut or brace are stud like structure usually
incorporated with hydraulic or mechanical
systems to transmit engine vibration to
ship’s hull.
 Engine vibrations can be extremely harmful to the engine and thus must
be encountered immediately to avoid damage to the machinery, ship’s hull,
and strengthening members.
 In order to reduce such vibrations, different methods and systems are
used, which includes de-tuners, thrust pads, chokes etc.
 Another method to transfer engine vibration to ship’s hull is to use struts
or bracings.
 One end is fitted at the upper part of the main engine
and other end is attached at very stiff location in the
ship’s hull.
 This strut or brace acts as a de-tuner which increases
the natural frequency of the system, so that resonance
occurs above the engine rotational speed.
 Bossing or Boss:
The curved outboard portion of the ships hull plating that
surrounds and supports the propeller shaft. Also called propeller
boss.
 Bossing Plate:
Steel plate covering the bulged portion of the ships hull
where the propeller shaft passes outboard.