GROUP NO.

05

1. PRASAD SAWAT (17GE-1514)

2. PUSHPKUMAR PATIL (17GE-1515)
3. VIVEK I VARMAN (17GE-1516)
4. RONIT TANDEL (17GE-1517)
Construction, maintenance
and checks of water
lubricated and oil
lubricated stern tube
WHAT ?
WHY ?
WHERE ?
HOW ?
 HISTORY

 ISAMBARD KINGDOM
BRUNEL
 1843
 “SS GREAT BRITAIN”
WHAT IS STERN TUBE?

 THE STERN TUBE IS A HOLLOW TUBE

PASSING AT THE LOWER STERN PART OF THE
SHIP.

 IT CARRIES TAIL SHAFT AND CONNECT IT TO

THE PROPELLER OUT AT SEA.

 IT ALSO CARRIES BEARING FOR THE TAIL

SHAFT, LUBRICATION ARRANGEMENT AND
MOST IMPORTANTLY THE SEALING
ARRANGEMENTS.
Figure : Basic arrangement of stern tube
PURPOSE OF STERN TUBE
THE TWO MAIN PURPOSE OF THE STERN TUBE BEARING ARE:

WITHSTAND LOAD
•THE PROPELLER WHICH HANGS AT THE AFT END EXERTS LOAD ON
THE SHAFT, WHICH IS SUPPORTED AND WITHSTAND BY THE STERN
BEARING.
•THE STERN TUBE IS FITTED AT THE STERN FRAME AND INTERNAL
FRAMING OF VESSEL’S HULL AT AFT PEAK.
•THIS ALLOWS THE TAIL SHAFT TO ROTATE SMOOTHLY IN THE BEARING
AREA FOR UNINTERRUPTED PROPULSION.


SEALING
•THE STERN TUBE BEARING CONSISTS OF SEALING ARRANGEMENT TO
PREVENT INGRESS OF WATER AND TO AVOID THE LUBRICATING OIL TO
ESCAPE INTO THE SEA.
•THE LUBRICATION SYSTEM FOR SHIPS WITH VARIABLE DRAUGHT (DUE
TO LOADING AND UNLOADING OF CARGO) CONSISTS OF HEADER
TANKS LOCATED AT AROUND 2 TO 3 METERS ABOVE THE WATER LINE
SO THAT THE DIFFERENTIAL PRESSURE ENSURES NO WATER INGRESS.
 
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.

Out of these, the lip seal arrangement is most

S.T.O.P.
( STERN TUBE OIL POLLUTION )

 COMES UNDER THE MARPOL ANNEXURE 1

 SO THE STERN TUBE BEARING ARRANGEMENT

AND SEALING PLAYS A IMPORTANT ROLE IN
SHIP’S OPERATION AND POLLUTION
PREVENTION
Stresses in tail shafts and stern tube

 Due to the considerable weight of the

propeller, the axis of the tail is subjected
to bending.

 There is a torsional stress due to the drag

torque of the propeller and the
motor/engine, and

 a compressive stress due to the pressure

support.
INSIDE THE STERN TUBE
• THE STERN TUBE OF A SHIP HAS A PECULIAR SHAPE AND
ARRANGEMENT FOR CARRYING THE PROPELLER SHAFT.
• AS THE SHAPE OF THE SHIP IS STREAMLINED AT THE AFT END,
THERE IS VERY LITTLE SPACE TO ACCOMMODATE THE
PROPELLER SHAFT ARRANGEMENT.
• THE STERN TUBE IS SITUATED AT THE AFT PEAK OF THE SHIP’S
HULL AND THE PROPELLER SHAFT ARRANGEMENT IS ALSO
SITUATED AT THE SAME LEVEL.
 THE FORWARD END OF THE STERN TUBE IS SUPPORTED BY THE
AFT PEAK BULK HEAD AND THE AFT END OF THE STERN TUBE
GETS ITS SUPPORT FROM THE STERN FRAME OF THE SHIP.
 THROUGHOUT THE LENGTH, THE SHAFT IS SUPPORTED BY
SPECIALLY DESIGNED BRACKETS AND NARROW FLOORS INSIDE
THE STERN TUBE.
ENCLOSURE OF STERN TUBES
AS PER THE SOLAS CHAPTER II-1, REGULATION 12.10
IN ALL CASES STERN TUBES SHALL BE ENCLOSED IN A
WATERTIGHT SPACES OF MODERATE VOLUME.

IN PASSENGER SHIPS, THE STERN GLAND SHALL BE

SITUATED IN A WATERTIGHT SPACE SEPARATE FROM THE
STERN TUBE COMPARTMENT AND OF SUCH VOLUME
THAT, IF FLOODED BY LEAKAGE THROUGH THE STERN
GLAND, THE BULKHEAD DECK WILL NOT BE IMMERSED.

IN CARGO SHIPS, OTHER MEASURES TO MINIMIZE THE

DANGER OF WATER PENETRATING INTO THE SHIP IN
CASE OF DAMAGE TO THE STERN TUBE ARRANGEMENTS
MAY BE TAKEN AT THE DISCRETION OF THE
ADMINISTRATION.
TWO TYPES OF STERN TUBE :

1. OIL LUBRICATED STERN TUBE

2. WATER LUBRICATED STERN TUBE

Water lubricated stern
tube
• THE TUBE IS USUALLY MADE UP OF CAST STEEL WITH A FLANGE
AT ITS FORWARD END & A THREAD AT THE AFT END.
• ALSO AT THE AFT END, TUBE HAS SMALL FLANGE CAST ON IT.
( WE CAN SAY THIS AS COLLAR)
• THE TUBE IS INSERTED FROM THE FORWARD END AND THE
FLANGE IS BOLTED TO THE AFT PEAK BULKHEAD WITH A GASKET
TO ENSURE WATER-TIGHTNESS.
• A STEEL NUT PLACED ON THE THREAD AT AFT END RETAIN THE
TUBE IN POSITION WITH ITS COLLAR HARD AGAINST THE STERN
FRAME.
• INSIDE THE TUBE IS A BRASS BUSH WHICH HAS GROOVES IN IT,
RUNNING FORE AND AFT.
• STRIPS OF LIGNUM VITAE (DENSE HARDWOOD) ARE FITTED INTO
THESE(BRASS BUSH) GROOVES TO ACT AS BEARING FOR THE
SHAFT.
• SMALL SPACES ARE LEFT BETWEEN THE LIGNUM VITAE
STRIPS. THROUGH THESE SPACES WATER CAN ENTER TO
LUBRICATE AND COOL THE SHAFT.
• A CHECK RING BOLTED ON THE AFTER END OF THE TUBE,
KEEPS THE STRIPS IN PLACE.
• A STUFFING BOX/WATER TIGHT GLAND IS FITTED AT THE
FORE END OF THE TUBE TO PREVENT WATER FROM GETTING
INTO
MACHINERY OR TUNNEL SPACE BUT SLIGHT LEAKAGE IS
ALLOWED FOR COOLING OF THIS PACKING.
• A BRASS LINER IS SHRUNK FITTED TO THE TAIL END SHAFT,
USUALLY FOR THE FULL LENGTH OF THE STERN TUBE.
• BEARING LENGTH IS 4 TIMES THE SHAFT DIAMETER.
• THE SHAFT IS WITHDRAWN FOR EXAMINATION EVERY 3
YEARS.
Sr No. Items Material
1. Stern Cast Iron
tube
2. Bush bronze
3. Bearing Lignum
Vitae
4. Shaft Bronze
Liner
 THORDON BEARINGS INC. - MARINE BEARING SYSTEMS

THORDON OFFERS A CHOICE OF A SEALED OR OPEN, WATER-LUBRICATED

PROPELLER SHAFT BEARING SYSTEMS.

THORDON REAL-WORLD ADVANTAGES

• LOW FRICTION
• LONG LIFE
• ENVIRONMENTALLY FRIENDLY
• REDUCED DOCKING TIME
• HIGH ABRASION RESISTANCE
• EASILY FITTED AND MACHINED
• HIGH RESILIENCE/IMPACT RESISTANCE
• CORROSION AND CHEMICAL RESISTANT
 ADVANTAGE:
• NATURAL LUBRICATION ASSISTED BY SW.
• PREDICTABLE WEAR RATE ALLOWS SCHEDULING OF DRY-
DOCKING IN ADVANCE.
• NO SOPHISTICATED(HIGHLY DEVELOPED) FORWARD/AFT
SEALS REQUIRED.
• NO CHANCES OF POLLUTION DUE TO LEAKAGE OF OIL INTO
WATER AS IN CASE OF OIL LUBRICATED TYPE.
 DISADVANTAGES:
• NEARLY ALL STERN TUBE BEARINGS WERE WATER LUBRICATED UNTIL ABOUT
1960, WHEN TRANSITION TO OIL LUBRICATED BEARING BEGIN DUE TO
FOLLOWING DRAWBACKS:
• EXCESSIVE WEAR-DOWN OF BEARING MATERIALS IN LARGER SHIP SIZES,
WHICH HAD HIGHER BEARING LOADS. ALSO LARGER SHIPS OPERATE AT HIGH
DRAFTS; AND WITH LESS CLEARANCE BETWEEN THE HULL AND THE CHANNEL
BOTTOM MORE CONTAMINANTS, SUCH AS SILT MUD AND SAND ARE DRAWN
INTO THE BEARING CLEARANCE CAUSING THEIR WEAR DOWN.
• POOR QUALITY OF WORK WHEN REWOODING, INFERIOR MATERIALS, PRESENCE
OF SAND, SEDIMENTS IN THE WATER REQUIRED EARLY REWOODING. VESSELS
WITH ENGINE AFT, AND PARTICULARLY TANKERS & ORE CARRIERS WHICH
SPEND LONG PERIODS IN BALLAST SOMETIMES REWOODING IS REQUIRED IN 18
MONTHS. SHAFT NEEDS EXTRA LINER FOR SW CORROSION PROTECTION.
• BY USING OIL LUBRICATED STERN TUBE BEARINGS ABOVE PROBLEMS CAN BE
ELIMINATED. OIL LUBRICATED STERN TUBE BEARINGS ALSO REDUCE THE
POWER LOSS IN THE SHAFTING SYSTEM. ALSO OIL IS BETTER VIBRATION
DAMPER & SUPERIOR LUBRICANT THAN WATER.
 WATER LUBRICATED STERN TUBE
SYSTEM CHECKS
FOR WATER LUBRICATED STERN TUBE SYSTEM,
FOLLOWING METHOD CAN BE USED TO INSPECT THE
INTEGRITY OF THE STERN TUBE IN THE DRY DOCK:
• IN WATER LUBRICATED STERN TUBE, THE SEAL HOUSING IS
PROVIDED WITH A TEST CONNECTION WHICH WILL BE
PLUGGED ALL THE TIME. MAKE TEMPORARY PIPING
CONNECTION TO THIS CONNECTION PROVIDING A
PRESSURE GAUGE INSTALLED IN THE PIPE.
• THIS TYPE COMES WITH A AIR INFLATABLE SEAL. CONNECT
AN AIRLINE TO THAT WITH PROVISION OF A SHUT-OFF
VALVE.
• MAINTAIN AIR PRESSURE OF APPROX. 40PSI TO THE
INFLATABLE SEAL.
• CHECK AND ENSURE THE AIR PRESSURE DOES NOT DROP
• NOW SUPPLY WATER TO THE SEAL CASING VIA TEST
CONNECTION WITH TWICE THE STANDARD DRAUGHT
PRESSURE OF THE SHIP.
• MAINTAIN THE WATER SUPPLY FOR 20-30 MINUTES AND
CHECK FOR ANY LEAKAGE.
• ALSO CHECK THE COMPLETE SEAL ASSEMBLY AND
MOUNTING FLANGES FOR LEAKAGE.
• IF NO WATER IS LEAKING, THE SEALING IS OK TO
UNDERGO NORMAL OPERATION.
• DO REMEMBER TO NOT ROTATE THE SHAFT ASSEMBLY
ONCE THE INFLATABLE SEALING RING IS INFLATED WITH
AIR SUPPLY, AS THIS WILL DAMAGE THE SEALING RING.
 NEW WATER TYPE STERN TUBE /
OPEN
• A TYPE
SEAWATER LUBRICATED OPEN SYSTEM USES SEAWATER AS
THE LUBRICATION MEDIUM IN PLACE OF OIL.
• THE SEAWATER IS TAKEN FROM THE SEA, PUMPED THROUGH
NON-METALLIC SHAFT BEARINGS AND RETURNS TO THE SEA.
• NO STERN TUBE OIL IS NEEDED.
• THERE IS NO AFT SEAL; ONLY A FORWARD SEAL TO PREVENT
SEAWATER FROM ENTERING INTO THE ENGINE ROOM.
• PROVEN MATERIALS AND NEW DESIGNS OF NON-METALLIC
BEARINGS NOW OFFER PERFORMANCE SIMILAR TO METAL
SHAFT BEARINGS.
• VIDEO
 OIL LUBRICATED STERN TUBE

• PROGRESS FROM SEA WATER TO EARLY OIL LUBRICATED

STERN TUBES INVOLVED CHANGE FROM WOODEN BEARING
TO A WHITE METAL LINED CAST IRON BUSH.
• STUFFING BOX WAS RETAINED IN MANY EARLY LUBRICATED
STERN TUBE.
• IN THIS STERN TUBE SHAFT DOES NOT REQUIRE A FULL
LENGTH PROTECTIVE BRONZE SLEEVE.
• OIL RETENTION AND EXCLUSION OF SEA WATER
NECESSITATED FITTING OF AN EXTERNAL TYPE FACE SEALING.
• THE FORWARD PART OF STERN TUBE IS FABRICATED
AND WELDED DIRECT TO THE EXTENSION OF THE
STERN FRAME BOSS AND INTO AFT PEAK BULKHEAD.
• OIL PRESSURE WITHIN STERN TUBE IS MAINTAINED AT
SAME LEVEL AS THAT OF SURROUNDING SEA WATER
BY HEADER TANK.
• THE ELASTIC LIP OF EACH NITRILE RUBBER SEAL,
GRIPS A RUBBING SURFACE PROVIDED BY SHORT
CHROME STEEL LINERS AT OUTBOARD AND INBOARD
ENDS OF THE STEEL PROPELLER SHAFT.
• THE OUTBOARD LINER ADDITIONALLY PROTECTS THE
STEEL SHAFT FROM SEA-WATER CONTACT AND
CORROSION.
• OIL IS CONTAINED WITHIN THE STERN TUBE BY LIP
SEALS.
• HEAT PRODUCED BY THE FRICTION WILL RESULT IN HARDENING AND
LOSS OF ELASTICITY OF THE RUBBER, IF THE TEMPERATURE OF THE
SEAL REACHES 110 DEGREE CELSIUS.
• COOLING AT THE OUTBOARD END IS PROVIDED BY THE SEA.
• INBOARD SEALS, CANNOT DISSIPATE HEAT TO THE SURROUNDING
WATER. IN THAT CASE OIL CIRCULATION AIDED BY, CONVECTION, IS
ARRANGED TO MAINTAIN LOW TEMPERATURE OF SEALS INBOARD END.
• A MINIMUM BEARING LENGTH OF TWO TIMES SHAFT DIAMETER WILL
ENSURE THAT BEARING LOAD DOES NOT EXCEED 0.8 N/MM.
• A TYPICAL ANALYSIS OF WHITE METAL WOULD BE 3% COPPER, 7.5%
ANTIMONY, AND REMAINDER TIN.
• WHITE METAL THICKNESSES VARY ACCORDING TO THE CLASSIFICATION
SOCIETY AND FIGURES OF 3.8 MM FOR SHAFT OF 300 MM DIAMETER TO
7.4 MM FOR A SHAFT OF 900 MM DIAMETER ARE QUOTED.
• BEARING CLEARANCES CAN BE 0.51-0.63 MM AND 1.53-1.89 MM
RESPECTIVELY.
• SINCE LIP SEALS ARE RUBBING ONTO CHROME LINERS THEY FORM
GROOVING FROM FRICTIONAL WEAR ,THIS PROBLEM CAN BE OVER
COME BY USING A CERAMIC FILLER AND DISTANCE PIECE TO DISPLACE
AXIALLY SEAL AND RING ASSEMBLY.
 LIP SEALS

AFT SEAL

• IT IS COMPOSED OF CASING FIXED TO STERN FRAME AND CHROME STEEL

LINER.
• THE CASING WHICH IS STATIONARY PART CONSISTS OF 3 TYPES OF METAL
RINGS FLANGE RING, INTERMEDIATE RING AND COVER RINGS.
• THESE METAL RINGS CONTAIN 3 OR 4 SEALING RINGS BETWEEN THEM.
• THESE RINGS ARE PRESSED HARD AGAINST ROTATING LINER BY WATER AND
OIL PRESSURE.
• THESE SEALING RINGS ARE KNOWN AS NITRILE BUTADIENE RUBBER RINGS.
 FORWARD SEAL

• IT IS SIMILAR IN CONSTRUCTION TO THE AFT SEAL.

• ONLY TWO SEALING RINGS ARE USED AGAINST CHROME
STEEL LINER PREVENTING ENGINE ROOM OIL LEAKAGE.
• OIL IS SUPPLIED BY GRAVITY TANK INSTALLED ABOVE TOP
OF THE CASING.
 RADIAL FACE SEAL

• THE FUNCTION OF SEALING AGAINST LEAKAGE AROUND SHAFT IS OBTAINED BY

SUSTAINING PERFECT CONTACT BETWEEN OPPOSING FACES OF THE SEAL’S
SEAT.
• THE CONTACT IS SUSTAINED BY SPRING PRESSURE AND FLEXIBLE MOUNTING
FACE OF MAIN SEAL UNIT.
• THE FLEXIBLE MEMBER CONSIST OF REINFORCED BELLOWS.
• THE BELLOWS MEMBER IS CLEAR OF SHAFT.
• THIS DESIGN ENSURES CONTINUED SEALING UNDER FLUCTUATING PRESSURE
CONDITIONS. I.E. CHANGING DRAUGHT.
 ADVANTAGES AND DISADVANTAGES OF
OIL LUBRICATED STERN TUBE

• WHITE METAL DEBRIS MAY CHOKE AND RESTRICT OIL

SUPPLY, SPEEDING UP FAILURE.
• CONTAMINATED OIL SUPPLY , CAUSES ABRASIVE WEAR.
• LACK OF OIL SUPPLY CAN HAPPEN DUE TO LOW LEVEL IN
HEADER TANK / OBSTRUCTED FLOW / DAMAGED PIPEWORK.
• NO CHANCES OF ANY CORROSION.
• GOOD LUBRICATION PROPERTIES.
• EFFICIENT COOLING.
• OIL LUBRICATED STERN TUBE SYSTEM CHECKS
• FOR OIL LUBRICATED STERN TUBE SYSTEM, THERE ARE TWO
DESIGNS AVAILABLE
• 3 AFT SEALS TUBE AND
• 4 AFT SEALS TUBE.
• FOLLOWING METHOD CAN BE USED TO INSPECT THE
INTEGRITY OF THE 3 SEALS STERN TUBE IN THE DRY DOCK:
• IF BOTH HIGH LEVEL AND LOW LEVEL OIL TANKS ARE
PROVIDED IN THE SYSTEM, USE THE LOW LEVEL TANK FOR
FILLING THE OIL
• ALIGN THE OIL FEEDING VALVES AND FEED OIL IN TO THE
SYSTEM FROM THE LOW LEVEL TANK
• NOW OPEN THE DRAIN PLUGS PROVIDED BETWEEN THE 2 AND
3 SEALS OF THE AFT SEAL ASSEMBLY AND CHECK FOR ANY OIL
LEAK.
• OPEN THE DRAIN PLUG BETWEEN 4 AND 5 SEALS OF THE
FORWARD SEAL ASSEMBLY AND CHECK FOR ANY OIL LEAK.
• FEED OIL MANUALLY TO THE CHAMBER BETWEEN 1 AND 2
SEALS IN THE AFT SEAL ASSEMBLY AND CHECK FOR ANY
LEAKAGES FROM SEAL 1 AND DRAIN PLUG PROVIDED IN
BETWEEN 2 AND 3 SEALING CHAMBER.
• CLOSE THE DRAIN OF 2 AND 3 SEALING CHAMBER AND THEN
FEED OIL TO THE LINE BETWEEN 2 AND 3 SEALS AND FILL THE
OIL TO THE TOP OF THE PLUG. CHECK THE LEVEL OF OIL IS
NOT DROPPING.
• SIMILARLY CLOSE THE DRAIN PLUG BETWEEN 4 AND 5 SEALS
CHAMBER AND FEED OIL. CHECK FOR OIL LEAKAGE FROM
SEAL 5 IN THE FORWARD AREA
• FOLLOWING METHOD CAN BE USED TO INSPECT THE
INTEGRITY OF THE 4 SEALS STERN TUBE IN DRY
DOCK:
• FEED OIL FROM THE STERN TUBE TANK KEEPING THE OILING
LINE VALVE CLOSED FOR 3 AND 3S SEALS
• OPEN THE DRAIN PLUGS OF CHAMBERS 3 – 3S OF AFT
SEALING AND 4 – 5 OF FORWARD SEALING TO CHECK OIL
LEAKAGES
• SHUT THE DRAIN PLUG OF 3- 3S CHAMBER AND OPEN
OILING LINE VALVE TO FEED OIL TO 3 – 3S CHAMBER IN THE
AFT SEALING
• OPEN DRAIN PLUG FOR 2 – 3 CHAMBER IN THE AFT SEALING
AND CHECK FOR OIL LEAKAGE
• FEED OIL TO 1 -2 SEALING CHAMBER AT THE AFT SEALING
AND CHECK FOR OIL LEAKAGE FROM SEAL 1 AND DRAIN
PLUG OF 2 -3 CHAMBER
• NOW SHUT THE DRAIN PLUG OF 2 – 3 CHAMBER AND FILL OIL
FROM THE TOP PLUG. MAKE SURE THE OIL LEVEL IN THE TOP
PLUG DOESN’T DROP
• SIMILARLY SHUT THE DRAIN PLUG OF 4 – 5 SEALING
CHAMBER AND FILL IT WITH OIL. CHECK FOR LEAKAGES
FROM SEAL 5 AND AREA NEAR THE CLAMP RING
• ONCE ALL THE LEAK TESTS ARE SATISFACTORY, ENGINEER
OFFICER IN-CHARGE MUST ENSURE ALL THE DRAIN PLUGS
ARE PUT ON BEFORE BRINGING THE SYSTEM IN NORMAL
OPERATION.
• IF OUTBOARD SEAL LEAKS, THE FOLLOWING STEPS ARE
TO BETAKEN:
• 1. FRESH WATER IN GRAVITY TANK TO EMULSIFY AND COAGULATE IT, OIL
PUMPED AROUND SYSTEM TO SEAL AND LUBRICATED.
• 2. RECHARGE WITH HIGH VISCOSITY OIL
• 3. DISCONNECT OIL SUPPLY LINE AND RECONNECT TO 45GALLON DRUM WHICH
IS SUPPORTED BY BLOCK AND TACKLE IN ORDER TO GIVE A VARIABLE HEAD.
• 4. BY RAISING AND LOWERING THE DRUM THE OIL PRESSURE IN THE SYSTEM
CAN BE MADE TO MATCH THE WATER PRESSURE FROM OUTSIDE (TAKING INTO
ACCOUNT THE DIFFERENCE IN GRAVITIES.
• WHEN LARGE PROPELLERS ARE FITTED THE HEAVY OVERHANGING WEIGHT
GREATLY INCREASES THE LOAD AT THE AFTER END OF THE STERN TUBE
BREAKING DOWN THE HYDROSTATIC LUBRICATION CAUSING METAL TO METAL
CONTACT AND SEIZURE TOWARDS THE AFT END OF BEARING. TO OBVIATE
THIS IT IS USUAL TO ANGLE THE SHAFT DOWNWARDS FOR ABOUT 8MM OVER
100M LENGTH THUS ATTEMPTING TO ENSURE THAN THE WEIGHT OF THE
BEARING IS TAKEN ON THE FULL LENGTH OF THE BEARING. IT IS GOOD
PRACTICE TO LEAVE THE OIL TANK OPEN TO THE STERN TUBE WHEN IN PORT
WITH MACHINERY STOPPED, THIS PREVENTS SEA WATER LEAKING INTO THE
SYSTEM. HOWEVER, WATER HAS BEEN KNOWN TO CONTAMINATE
LUBRICATING OIL SYSTEMS CAUSING RUSTING OF TAIL SHAFT PARTICULARLY
WHEN SHAFT IS STOPPED FOR PERIODS LONG ENOUGH FOR WATER TO
SETTLE IN BOTTOM OF BEARING. FIT ONLY WATER SEPARATOR I,E, A
COALESCER OR CYCLONIC OR OSMOSIS SYSTEM.
• IN SHIPS WITH LARGE CHANGES IN DRAUGHT IT IS USUAL TO FIT TWO
GRAVITY TANKS. THE UPPER TANK IS USED WHEN FULLY LOADED OR THERE IS
WATER LEAKING IN. 76
• EXAMINING A TAIL SHAFT AND STERN TUBE
• IT IS NECESSARY TO MEASURE BEARING WEAR BEFORE
REGULAR INSPECTION.
• TO REMOVE THE STEM AFTER THOROUGH EXAMINATION.
• IN SETTING BRONZE COATING INTEGRITY OF THE WATER
LUBRICATED SHAFT MUST BE CHECKED BY KNOCKING WITH
A HAMMER ON ITS ENTIRE LENGTH TO HEAR ITS HOLLOW
INDICATING SEPARATION.
• MEASURING THE WEAR OF THE SHAFT.
• EXAMINE THE BUTTON SHAPED CRACKS.
• REPLACE THE RUBBER RINGS.
 CONDITION MONITORING OF
STERN TUBE LUBRICATION
THE STERN TUBE SHAFT AND BEARING METAL OF SHIPS ARE
USUALLY SURVEYED EVERY FIVE YEARS BY A SURVEYOR OF A
SHIP CLASSIFICATION SOCIETY. BUT, EVEN A FIVE YEAR
INSPECTION INTERVAL, IT REQUIRES A LOT OF MANPOWER,
TIME, AND COST. AND, IT IS REPORTED IN SOME CASES THAT
THERE IS A POSSIBILITY OF DAMAGING THE BEARING METAL
RUNNING SURFACE BY REINSTALLING THAT HEAVY
PROPELLER SHAFT.
A RESEARCH PROJECT, FOR SHIPS WITH OIL LUBRICATED
STEM TUBES, WHETHER THE USED OIL ANALYSIS CAN BE
USED AS AN ALTERNATIVE TO THE SURVEY OF PROPELLER
SHAFT AND BEARING METAL OF THE STERN TUBE(S/T) OF
SHIPS.
THE S/T OIL IN SERVICE WAS SAMPLED FOR THE FOLLOWING OIL
ANALYSES. FOUR TEST ITEMS WERE THOUGHT TO BE ENOUGH
FOR THE EVALUATION OF LUBRICATING CONDITION.
1. VERY FINE METAL WEAR PARTICLE CONTENTS(LESS THAN
SEVERAL MICRON IN SIZE) BY INDUCTIVELY COUPLED
PLASMA(ICP) EMISSION SPECTROMETER OR SOAP ANALYSER ,PPM

2. RELATIVELY LARGE METAL WEAR PARTICLE CONTENTS(MORE

THAN SEVERAL MICRON TO APPROX. 150 MICRON IN SIZE) BY
FERROGRAPHY DIRECT READING

3. BASE OIL DETERIORATION BY FOURIER TRANSFORM INFRARED

SPECTROPHOTOMETER(FT-IR), IR OXIDATION, ABS. UNIT/CM

4. WATER CONTENT BY FT-IR, % V

OIL LUBRICATED STERN TUBE