Stern Tubes

Oil Lubricated Stern Tube

The static lubrication system for ships with reasonable draught changes have header tanks
placed three metres above the maximum load waterline. The slight differential oil
pressure guarantees water exclusion.

Tankers and other ships with large changes in draught is fitted with two oil header tanks.
Two tanks are for either fully loaded or ballast conditions. The diagram shows a circulation
and cooling system for the inboard seals. This circulation may be obtained by natural
convection.

The oil lubricated stern tube consists of extended length boss built into the stern frame. This Commented [Unknown A1]: Can some more content be
provided. Yes, provided
extended length is to provide better support for the white metal lined bearing. The tube is
fabricated and welded to the extension of stern frame boss at the after end and to aft peak Commented [Unknown A2]: Content on why we use oil
lubricated stern tube and where it is used, what type of ship use this.
bulkhead at the forward end.

The stern tube bearing is a part of the shafting system. The stern tube bearing is located in
the stern tube, which is located in the stern frame. The stern tube bearing supports the
propeller shaft. The bearing, at the end of the shaft is affected by the overhanging weight of
the propeller. The load pulls the outer end of the shaft down and there is a tendency for
edge loading of the stern tube bearing. The forward part of the tail or propeller shaft is tilted
upwards.

Stern tubes are of two types. They are sea water lubricated stern tube and lube oil
lubricated stern tube.

The static lubrication system for ships with reasonable draught changes have header tanks
placed three metres above the maximum load waterline. The slight differential oil pressure
guarantees water elimination. The shaft runs in a white metal bearing

The system consists of a drain tank which acts as a oil reservoir for storage of oil. Usually
drain tank is one of the double bottom tanks located in aft of the engine room.

The system consists of two sets of oil pumps. Pumps draws suction from drain tank and
sends it to the lube oil cooler. The purpose of having two pumps is that if one pump fails the
other pump can take over and continue the operation.

The purpose of the cooler is to cool the lubricating oil and maintain the temperature within
acceptable limits. The cooling medium used in cooler may be air or water. In case of air
cooling, additional fins are provided on the cooler surface to enhance heat transfer.

The oil reaches full load header tank from where it overflows to ballast condition header
tank. Over flow from these tanks is led to the drain tank via a sight glass. Both the tanks
are provided with an outlet valve located at the tank bottom. The purpose of two header
tanks is tankers or large ships with significant changes in draught require two tanks are for
either fully loaded or ballast conditions.

In fully loaded condition full loaded header tank is used. This is because the water pressure
due to huge draught is compatible with the oil pressure. During ballast condition, the ballast
header tank is used which is at a lower level. The pressure differential between the oil and
water will now be compatible. The small pressure differential of oil ensures water exclusion.

Pressure exerted by oil head and water draught can be monitored by noting the values in
pressure gauges provided. A drain valve is also fitted to check for water intrusion.

The lubricating oil passes through the stern tube bearing where the pressure due to head is
sufficient enough to generate hydro dynamic fluid film lubrication. Since the oil pressure is
generated due to static head, this is some times referred to as static lubrication. The static
lubrication system for ships with reasonable draught changes have header tanks placed
three metres above the maximum load waterline. The slight differential oil pressure
guarantees water elimination.

The oil after lubrication from the stern tube flows back to the drain tank.

The diagram also shows a circulation and cooling system for the inboard seals or forward
seals. The oil circulation is achieved by natural convection. Oil in the forward seal tank is
cooled by air cooler. In some cases tank itself is provided with radiator fins on the tank
surface. The air in contact with the fins cools the tank which in turn cools the oil in the
forward seal tank.

Oil lubricated stern tube

The most successful oil lubricated stern tube is simplex type stern tube.
The simplex stern tube consists of a forward and aft sealing assembly and works in
conjunction with oil lubricated bearings.
The aft sealing assembly consists of two sealing rings mainly and an Auxiliary sealing ring.
All the sealing rings are spring-loaded and are able to seal for any position of the shaft. The
forward sealing ring seals oil leakage to sea. The seal ring is acted by in spring load and oil
pressure of the system.

Oil is contained within the Simplex type stern tube by lip seals. The elastic lip of each nitrile
rubber seal, grips the short chrome steel liners. Chrome steel liners are located at outboard
and inboard ends of the steel propeller shaft. The outboard liner additionally protects the
steel shaft. The outboard liner additionally protects the steel shaft from sea water contact
and corrosion.

The chrome steel liners act as rubbing surfaces for the rubber lip seals. Lip seals will accept
misalignment. Cooling at the outboard end is provided by the sea. Oil circulation aided by
convection, is arranged to maintain low temperature of seals at the inboard end.
Connections are fitted top and bottom between the two inboard seals.

Oil lubricated stern tubes

Advancement from sea water to oil lubricated stern tubes required barter of the wood lined
bronze carrier for a cast iron bush with white metal lining. An external seal is fitted for oil
retention and exclusion of sea water. The stuffing box was retained at the inboard end early
oil lubricated stern tubes.

The oil lubricated stern tube consists of extended length tube built into the stern frame. This
comprehensive length is to provide better support for the white metal lined bearing. The
tube is fabricated and welded direct to the extension of the stern frame boss at the after
end and fabricated and welded to the aft peak bulkhead at the forward end.

The most successful oil lubricated stern tube is simplex type stern tube. The following PDF
explains the simplex stern tube system.

The simplex stern tube consists of a forward and aft sealing assembly and works in
conjunction with oil-lubricated bearings.
The aft sealing assembly consists of two sealing rings mainly and an Auxiliary sealing ring.
All the sealing rings are spring-loaded and are able to seal for any position of the shaft.

The outer seal has a chrome steel bush which is bolted to the propeller boss. Ingress of sea
water is prevented by fitting a rubber sealing ring between the propeller and chrome bush.
There are two outer sealing rings and one inner sealing ring. The outer sealing rings are oil
and water resistant. They also prevent sea water entering lube oil space. The inner seals are
also called as forward seals. They are fitted in opposite fashion and prevents oil leakage to
sea. The seal ring is acted by in spring load and oil pressure of the system.

Oil is contained within the Simplex type stern tube by lip seals. The elastic lip of each nitrile
rubber seal, grips the short chrome steel liners. Chrome steel liners are located at outboard
and inboard ends of the steel propeller shaft. The outboard liner additionally protects the
steel shaft from sea water contact and corrosion.

The chrome steel liners act as rubbing surfaces for the rubber lip seals. Lip seals will accept
misalignment. Cooling at the outboard end is provided by the sea. Oil circulation aided by
convection, is arranged to maintain low temperature of seals at the inboard end.
Connections are fitted top and bottom between the two inboard seals.
Sea Water Lubricated Stern Tube
Sea water lubricated stern tubes are supported at the forward end in the aft peak bulkhead Commented [Unknown A3]: Pls explain why it is less
and at the after end by the stern frame boss. This type of stern tube is a cast iron preferred. Given below
construction. A steel nut at the outboard end retains the tube in position, with its collar hard
against the stern frame and the bearing section firm within the stern frame boss. Welded
studs hold the forward flange against the aft peak bulkhead. A brass ring secured with set
screws and sealed with the lead protects the outer screw thread from sea water. Commented [Unknown A4]: Notes to GD: For the below
diagram, use sma_coc5_gek7_transmission_system and trace the
rest from the below diagram
 The traditional lignum vitae staves are fitted with end grain vertical beneath the shaft for
better wear resistance. Staves in the upper part are cut with grain in the axial direction for
economy. Bearing clearances are liberal to accommodate swelling of the wooden staves.
Swelling usually occurs in the presence of water.
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. They are held in place, in the bronze bush
by bronze keys. Sea water enters the after end and cools and lubricates the system.

The centre of the stern tube is connected to a sea water service line. This sea water service
together with ingress of water between shaft and bush, provides cooling and lubrication. A
packed gland seals the forward end of the bearing. Slight amount of water is allowed to
trickle for cooling.
 Commented [Unknown A5]:

1. This type of stern tube is a cast iron construction. Hence it requires strong support
from the stern frame boss in way of the bearing itself.
2. Sea water is an electrolyte which will cause galvanic corrosion.
3. Steel shaft is vulnerable to corrosion; hence we need additional shrunk on bronze
liner.
4. Debris and dirt in sea water will cause excess wear down of lignum vitae staves. Life
of the lignum vitae staves are short for those involved in long period of ballast and
coastal waters. Excessive wear down will lead to additional vibration and whirl.
5. Poor quality of lignum vitae fitting will lead to early wear down leading to re-wooding.
6.
Did you know?
How is cooling achieved in the stern tube?
Cooling of simple stern tubes is achieved by maintaining water level at the aft peak tank, at
least one metre above the stern tube. Seals at the outboard end, dissipate heat to the
surrounding water.

7.
8.
Did you know?
A minimum bearing length of two times the shaft diameter is required in case of oil
lubricated stern tube, while in case of sea water lubricated stern tube, the bearing length is
four times the shaft diameter.