Section 4 - Main Shafting

Section 4

Main Shafting

A. General plant are subject to the Society's Rules for Materials

1. Scope
The following Rules apply to standard and
established types of main shafting. Novel designs
require the Society's special approval.
In the case of ships with ice classes, the
strengthening factors given in Section 13 are to be
complied with. The Society reserves the right to call
for propeller shaft dimensions in excess of those
specified in this Section if the propeller arrangement
results in in-creased bending stresses.
2. Documents for approval
General drawings of the entire shafting, from the
main engine coupling flange to the propeller and
detail drawings of the shafts, couplings and other
component parts transmitting the propelling engine
torque, are each to be submitted to the Society in
triplicate1) for approval. The drawings must contain
all the data necessary to enable the stresses to be
evaluated.
and must be tested. This requirement also covers
metal propeller shaft liners. Where propeller shafts
running in seawater are protected against seawater
penetration not by a metal liner but by plastic
coatings, the coating technique used must be
approved by the Society.
C. Shaft Dimensions
1. General
All parts of the shafting are to be dimensioned in ac-
cordance with the following formulae in compliance
with the requirements relating to torsional vibrations
set out in Section 16. The dimensions of the shafting
shall be based on the total rated installed power. Where
the geometry of a part is such that it cannot be
dimensioned in accordance with these formulae,
special evidence of the mechanical strength of the part
or parts concerned is to be furnished to the Society.

2. Minimum diameter
The minimum shaft diameter is to be determined by
B. Materials applying formula (1).
1. Approved materials
3
Propeller, intermediate and thrust shafts together Pw
d Fk Cw da
with flange and clamp couplings are to be made of
forged steel; where appropriate, couplings may be n1 di
4

made of cast steel. Rolled round steel may be used

for plain, flangeless shafts. da
(1)
In general, the tensile strength of steels used for
d [mm] required outside diameter of shaft
shafting ( shaft, flange coupling, bolts/fitted bolts)
shall be between 400 N/mm 2 and 800 N/mm2.
However, the value of Rm used for calculation the d [mm] diameter of shaft bore, where
i
material factor Cw in accordance with formula (2) for
propeller shafts shall not be greater than 600 N/mm2. present. If the bore in the shaft is
0,4 . d, the expression
Where in special cases wrought copper alloys
resistant to seawater are to be used for the shafting,
1 4
the consent of BKI shall be obtained. di
2. Testing of materials da 1,0 may be applied
All component parts of the shafting which assist in da [mm] actual shaft diameter
transmitting the torque from the ship's propulsion

PW [kW] rated power transmitted by shaft

n [Rpm] rated shaft speed
4-2 Section 4 - Main Shafting
F [-] factor for the type of propulsion
installation
a) Intermediate and thrust shafts
= 95
for turbine installations, engine
installations with slip couplings and
electric propulsion installations
= 100
for all other propulsion installations
b) Propeller shafts
= 100
for all types of installations
C
W
[-] material factor
560 (2)
Rm 160
Rm [N/mm2] Tensile strength of the shaft
material (see also B.1)
k [-] Factor for the type of shaft
k = 1,0 for intermediate shafts with integral
forged coupling flanges or with
shrink-fitted keyless coupling flanges
k =1,10 for intermediate shafts where the
coupling flanges are mounted on the
ends of the shaft with the aid of
keys. At a distance of at least 0,2 . d
from the end of the keyway, such
shafts can be reduced to a diameter
cor-responding to k = 1,0.
k =1,10 for intermediate shafts with radial
holes whose diameter is not greater
than 0,3 d.
k =1,10 for thrust shafts near the plain
bearings on either side or the thrust
collar, or near the axial bearings
where an antifriction bearing design
is used.
k =1,15 for intermediate shafts designed as
multi-splined shafts where d is the
outside diameter of the splined shaft.
Outside the splined section, the
shafts can be reduced to a diameter
corresponding to k = 1,0.
k =1,20 for intermediate shafts with
longitudinal slots where the length
and width of the slot do not exceed
1,17 d and 0,25 d respectively.
k =1,22 for propeller shafts from the area of
the aft stern tube or shaft bracket
bearing to the forward load-bearing
face of the propeller boss subject to a
minimum of 2,5 d, if the propeller is
shrink fitted, without key, on to the
tapered end of the propeller shaft
using a method approved by the
Society, or if the propeller is bolted
to a flange forged on the propeller
shaft, the propeller shaft runs in oil.
k =1,26 for propeller shafts in the area
specified for k= 1,22, if the propeller
is keyed to the tapered propeller
shaft and the propeller shaft runs in
oil, and also for water-lubricated
propeller shafts which are protected
against the penetration of seawater
in accordance with D.3.2.
k =1,40 for propeller shafts in the area
specified for k = 1,22, if the shaft
inside the stern tube is lubricated
with grease.
k =1,15 for propeller shafts forward portion
of shafts to where they emerge from
the stern tube. The portion of the
propeller shaft located forward of the
stern tube can be reduced to the size
of the line shaft.
D. Design
1. General
Changes in diameter are to be effected by tapering
or ample radiusing. For intermediate shafts, the
radius at forged flanges is to be at least 0,08 d, that
at the aft propeller shaft flange at least 0,125 d.
2. Shaft tapers and propeller nut threads
Keyways in the shaft taper for the propeller should
be so designed that the forward end of the groove
makes a gradual transition to the full shaft section.
In addition, the forward end of the keyway should be
spoon-shaped. The edges of the keyway at the
surface of the shaft taper for the propeller may not
be sharp. The forward end of the keyway must lie
well within the seating of the propeller boss.
Threaded holes to accommodate the securing screws
for propeller keys should be located only in the aft
half or the keyway (see Fig. 4.1).
In general, tapers for securing flange couplings which
are jointed with adjusting springs should have conicity
of between 1: 12 and 1: 20. See Section 6 for details of
propeller shaft tapers on the propeller side.
The outside diameter of the threaded end for the
propeller retaining nut should not be less than 60 %
of the calculated major taper diameter.
3. Propeller shaft protection
 Section 4 - Main Shafting

3.1 Sealing 3.2.2 Metal liners in accordance with 3.2.1 which run
in seawater must be made in a single piece. Only with
Propeller shaft running in oil or grease are to be fitted
the express consent of the Society may particularly
with seal of proven efficiency and approved by BKI at
long liners be made up of two parts, provided that, after
the stern tube ends (see also the requirements
fitting, the abutting edges are made watertight by a
applicable to the external sealing of the stern tube in
method approved by the Society and the area of the
the context of the propeller shaft survey prescribed in
joint is subjected to special testing.
Rules of Classification and Survey, Volume I).
For protection of the sealing a rope guard should be 3.2.3 Minimum wall thickness of shaft liners
provided.
The minimum wall thickness s [mm] of metal shaft
The propeller boss seating is to be effectively liners in accordance with 3.2.1 is to be determined
protected against the ingress of seawater. The seal at using the following formula:
the propeller can be dispensed with if the propeller
shaft is made of corrosion-resistant material.
In the case of classification standard IW, the seal must
s 0,03 d 7,5 (3)
be fitted with device by means of which the play of the
where
bearing can be measured the vessel is afloat.

3.2 Shaft liners d [mm] shaft diameter under the liner

3.2.1 Propeller shafts which are not made of In the case of continuous liners, the wall thickness
corrosion-resistant material and which run in between the bearings may be reduced to 0,75 s.
seawater are to be protected against contact with
seawater by seawater-resistant metal liners or other
liners ap-proved by the Society and by seals of
proven efficiency at the propeller.

Fig. 4.1 Design of keyway in propeller shaft

4. Couplings the the calculated diameter of the shaft in question.

4.1 The thickness of forged coupling flanges on Where propellers are attached to a forged flange on
intermediate and thrust shafts and on the forward end the propeller shaft, the flange must have a thickness
of the propeller shaft must be equal to at least 20 % of equal to at least 25 % of the Rule diameter.
4-4 Section 4 - Main Shafting

These flanges may not be thinner than the Rule
diameter of the fitted bolts if these are based on
same tensile strength as that of the shaft material.
In the formulae (4), (5), (6), and (7), the following
symbols are used:
A 2
[mm ] effective area of shrink-fit seating
c [-] coefficient for shrink-fitted joints
= 1,0
for geared oil engine and turbine
drives
= 1,2
for direct oil engine drives
C [-] conicity of shaft ends
= difference in tapers diameters
length of tapers
d [mm] shaft diameter in area of clamp-type
coupling
ds [mm] diameters of fitted bolts
dk [mm] root diameter of plain bolts
D [mm] diameter of pitch circle of bolts
E [N/mm2] modulus of elasticity
f [-] coefficient for shrink-fitted joints
Q [N] peripheral force at the mean joint
diameter of a shrink fit
n [Rpm] shaft speed
p [N/mm2] interface pressure of shrink fits
Pw [kW] rated power of the propulsion motor
s [mm] flange thickness in area of bolt
f1
pitch circle
S [-] safety factor against slipping of
shrink fits in the shafting
for dry shrink fits
[-] half conicity of shaft ends
=C/2
4.2 The bolts used to connect flange couplings are
normally to be designed as fitted bolts. The
minimum diameter ds of fitted bolts at the coupling
flange faces is to be determined by applying the
formula:
6
ds 16
w
10 P (4)
n D z Rm
4.3 Where, in special circumstances, the use of
fitted bolls is not feasible, the Society may agree lo
the use of an equivalent frictional resistance trans-
mission.
4.4 The minimum thread root diameter dk of the
connecting bolts used for clamp-type couplings is to
be determined using the formula:
6
d 12 10 P
w (5)
k
n d z Rm
4.5 The shank of necked-down bolls can be de-
signed to a minimum diameter of 0,9 times the
thread root diameter. If, besides the torque, the
bolted connection is also required to transmit
considerable additional forces, the size of the bolts
must be increased accordingly.
4.6 Where shafts are coupled together without
adjusting spring by shrink-fitted coupling flanges or
coupling sleeves, the dimensions of these shrink fits
should be such that the maximum von Mises
equivalent stress in the component parts does not
exceed 80 % of the yield strength of the coupling
material in question.

= 3,0 With regard to the margin of safety against slippage of

between motor and gear
= 2,5
for all other applications
T [N] propeller thrust
the joint, the maximum clearence is to be based on the
projected tolerances on fit and the necessary interface
pressure p [N/mm] in the shrunk-on joint is to be
determined by applying formulae (6) and (7).

2 2 2 2 2
p T f (c Q T ) T
z [-] number of fitted or plain bolts Af
(6)
Rm [N/mm2] tensile strength of fitted or plain
bolt material
[-] coefficient of static friction + sign following the root applies to shrunk
o joints without an axial stop to absorb astern
= 0,15 thrust.
for hydraulic shrink fits
= 0,18 - sign following the root if the shrunk joint
has an axial stop to absorb astern thrust.
 Section 4 - Main Shafting !

$ made for the shafting system.

"
%$
# d
(7)
5. Shafting bearings
5.1 Arrangement of shaft bearings
Shaft bearings both inside and outside the stern tube
are to be so disposed that, when the plant is hot and
irrespective of the condition of loading of the ship,
each bearing is subjected to positive reaction forces.
By appropriate spacing of the bearings and by the
alignment of the shafting in relation to the coupling
flange at the engine or gearing, care is to be taken to
ensure that no undue transverse forces or bending
moments are exerted on the crankshaft or gear shafts
when the plant is hot. By spacing the bearings suffi-
ciently far apart, steps are also to be taken to ensure
that the reaction forces of line or gear shaft bearings
are not appreciably affected should the alignment of
one or more bearings be altered by hull deflections or
by displacement or wear of the bearings themselves.
In borderline cases it is advisable to check the
reaction forces of the bearing by calculating the
alignment of the shafting.
Guide values for the maximum permissible distance
between bearings lmax [mm] can be determined
using formula (8):
(8)
l K1 d of the propeller is less than 0,8 Mpa in the case of
max
d [mm] diameter of shaft between bearings
n [rpm] shaft speed
K1 = 450
for oil-lubricated white metal
bearings
= 280
for grey cast iron, grease-
lubricated stern tube bearings
= 280 - 350
for water-lubricated rubber
bearings in stern tubes and shaft
brackets (upper values for special
designs only).
Where the shaft speed exceeds 350 rpm it
recommended that the maximum bearing spacing
accordance with formula (10) be observed in order
avoid excessive loads due to bending vibrations.
borderline cases a bending stress analysis should be
(9)
lmax K2
n
K = 8400
2
for oil-lubricated white metal
bearings
= 5200
for grease-lubricated, grey cast
iron bearings and for rubber
bearings inside stern tubes and tail
shaft brackets.
5.2 Stern tube bearings
5.2.1 Inside the stern tube the propeller shaft should
normally be supported by two bearings. In short
stern tubes the forward bearing may be dispensed
with, in which case at least one free-standing journal
bearing should be provided.
5.2.2 Where the propeller shaft inside the stern tube
runs in oil-lubricated white metal bearings or in
synthetic rubber or reinforced resin or plastic
materials approved for use in oil-lubricated stern
tube bearings, the lengths of the after and forward
bearings should be approximately 2 x da and 0,8 x da
respectively.
The length of the after stern tube bearing may be
reduced to 1,5 x da where the contact load, which is
calculated from the static load allowing for the weight
shafts supported on white metal bearings and 0,6 Mpa
in the case of bearings made of synthetic materials.
5.2.3 Where the propeller shafts inside the stern tube
runs in bearings made of lignum vitae, rubber or
plastic approved for use in water -lubricated stern
tube bearings, the length of the after bearing should
equal approximately 4 x da and of the forward stern
tube bearing 1,5 x da.
A reduction, of the bearing length may be approved
if the bearing is shown by means of bench tests to
have adequate load-bearing capacity.
5.2.4 Where the propeller shaft runs in grease-
lubricated, grey; cast iron bushes the lengths of the
after and forward stern tube bearings should be
approximately 2,5 x da and 1,0 x da respectively.
The peripheral speed of propeller shafts in grease-
lubricated grey cast iron bearings shall not exceed
2,5 - 3 m/s maximum and that of propeller shafts in
is
water-lubricated rubber and lignum vitae bearings
in
shall not exceed 6 m/s and 3 - 4 m/s maximum
to
respectively.
In
5.2.5 Where propeller shafts are to run in anti-
4-6 Section 4 - Main Shafting

friction bearings inside the stern tube, these should testing and drainage connections as well as with a
wherever possible take the form of cylindrical roller vent pipe.
bearings with cambered rollers or races and with
Where the propeller shaft runs in seawater, a
increased bearing clearance. The camber must be
flushing line is to be fitted in front of the forward
large enough to accommodate a 0,1 % inclination of
the shaft relative to the bearing axis without adverse stern tube bearing in place of the filling connection.
effects. 5.5 Cast resin mounting
Self-aligning roller bearings may only be used for The mounting of stern tubes and stern tube bearings
the propeller shaft if provision is made for adjusting made of cast resin and also the seating of plummer
the axial setting of these bearings. block on cast resin parts is to be carried out by
5.3 Bearing lubrication approved companies in the presence of a BKI
Surveyor.
5.3.1 The lubrication and matching of the materials
Only BKI-approved cast resins may be used for
used for journal and anti-friction bearings in the
seatings.
shafting system must satisfy the requirements of
marine service. Note is to be taken of the installation instruction
5.3.2 Lubricating oil or grease must be introduced issued by the manufacturer of the cast resin.
into the stern tube in such a way as to ensure a
reliable supply of oil or grease to the forward and
after stern tube bearings.
With grease lubrication, the forward and after
E. Pressure Tests
bearings are each to be provided with a grease
connection. Wherever possible, a grease pump 1. Shaft liners
driven by the shaft is to be used to secure a
continuous supply of grease. Prior to fitting but as far as possible in the finish-
machined condition, shaft liners are to be subjected
Where the shaft runs in oil within the stern tube, a to a hydraulic tightness test at 2 bar pressure.
header tank is to be fitted at a sufficient height above
the ship's load line. Facilities are to be provided for
checking the level of oil in the tank at any time.
2. Stern tubes
The temperature of the after stern tube bearing is to
Prior to fitting but as far as possible in the finish-
be monitored. Alternatively, with propeller shafts
machined condition, cast stern tubes are to be
less than 400 mm in diameter the stern tube oil
subjected to a hydraulic tightness test at 2 bar
temperature in the vicinity of the after stern tube
pressure. A further tightness test is to be carried out
bearing may be monitored.
after fitting.
In the case of ships with automated machinery, Rules
For stern tubes fabricated from welded steel plates,
for Automation, Volume VII is to be complied with.
it is sufficient to test for tightness during the
pressure test applied to the hull spaces traversed by
5.4 Stern tube connections the stern tube.
Oil-lubricated stern tubes are to be fitted with filling,