Section 4 - Main Shafting A, B, C 4-1

Section 4

Main Shafting

A. General connecting/fitted bolts for flanged connections in

general quenched and tempered steels shall be used
1. Scope with a tensile strength of more than 500 N/mm2.
The following Rules apply to standard and established However, the value of Rm used for calculation of the
types of shafting for main and auxiliary propulsion as material factor Cw in accordance with formula (2) shall
well as for lateral thrusters. Deviating designs require not exceed
BKI’s special approval.
! 600 N/mm2 for propeller shafts (exceptions
In the case of ships with ice classes, the strengthening need the special consent of BKI).
factors given in Section 13 are to be complied with.
BKI reserve the right to call for propeller shaft ! 760 N/mm2 for shafts made of carbon or
dimensions in excess of those specified in this Section carbon manganese steel except propeller
if the propeller arrangement results in increased shafts
bending stresses.
! 800 N/mm2 for shafts made of alloy steel
2. Documents for approval except propeller shafts.
General drawings of the entire shafting, from the main Where materials with higher specified or actual tensile
engine coupling flange to the propeller, and detail strengths than the limitations given above are used, the
drawings of the shafts, couplings and other component shaft dimensions derived from formulae (1) and (2)
parts transmitting the propelling engine torque, and in are not to be reduced accordingly.
addition detail drawings and the arrangement of the
Where in special cases wrought copper alloys resistant
stern tube seals and the cast resin mount for stern tube
to seawater are to be used for the shafting, consent of
and shafts bearings are to be submitted in triplicate1)
BKI shall be obtained.
for approval.
2. Testing of materials
For the arrangement of the shaft bearings of the
propulsion plant an alignment calculation, including All component parts of the shafting which are
alignment instructions, has to be submitted, see D.5.6. participating in transmitting the torque from the ship's
With consent of BKI for shafting with an intermediate propulsion plant are subject to BKI Rules for
shaft diameter < 200 mm the alignment calculation Materials, Volume V and Rules for Welding, Volume
may be waived. VI are to be tested. This requirement also covers metal
propeller shaft liners. Where propeller shafts running
The documentation shall contain all the data necessary
in seawater are to be protected against seawater
to enable the stresses to be evaluated.
penetration not by a metal liner but by plastic coatings,
the coating technique used is to be approved by BKI.

B. Materials
C. Shaft Dimensioning
1. Approved materials
1. General
Propeller, intermediate and thrust shafts together with
flange and clamp couplings are to be made of forged The following requirements apply to propulsion shafts
steel; where appropriate, couplings may be made of such as intermediate and propeller shafts of traditional
cast steel. Rolled round steel may be used for plain, straight forged design and which are driven by rotating
flangeless shafts. machines such as diesel engines, turbines or electric
motors.
In general, the tensile strength of steels used for
shafting ( shafts, flange couplings, bolts/fitted bolts) For shafts that are integral to equipment, such as for
shall be between 400 N/mm2 and 800 N/mm2. For gear boxes (see section 5), podded drives, electrical
dynamically loaded parts of the shafting, designed in motors and/or generators, thrusters, turbines and
accordance to the formulas as given under C. and D., which in general incorporate particular design
and explicitly for the shafts themselves as well as for features, additional criteria in relation to acceptable
dimensions have to be taken into account. For the
shafts in such equipment, the following requirements
1 may only be applied for shafts subject mainly to
) For ships flying Indonesian flag in quadruplicate, one
of which intended for the Indonesian Government. torsion and having traditional design features. Other
4-2 C Section 4 - Main Shafting

limitations, such as design for stiffness, high 2. Minimum diameter

temperature etc. are to be considered additionally.
The minimum shaft diameter is to be determined by
Explicitly it will be emphasized that the following applying formula (1).
applications are not covered by the requirements in
this Section :
! additional strengthening for shafts in ships
which are strengthened for navigation in ice
(see Section 13)
! gear shafts (see Section 5)
(1)
! electric motor and generator rotor shafts
d [mm] minimum required outer shaft
! turbine rotor shafts (see Section 3I, 3II) diameter
! crankshafts for internal combustion engines da [mm] actual outer shaft diameter
(see Section 2)
di [mm] actual diameter of shaft bore.
Additionally, all parts of the shafting are to be If the bore in the shaft is # 0,4 . da,
designed to comply with the requirements relating to the expression
torsional vibrations, set out in Section 16.
In general dimensioning of the shafting shall be based may be taken as 1,0
on the total rated installed power.
Where the geometry of a part is such that it cannot be PW [kW] rated power of propulsion motor,
dimensioned in accordance with these formulae, gear box and bearing losses are not
special evidence of the mechanical strength of the part to be subtracted
concerned is to be furnished to BKI. n [Rpm] shaft speed at rated power
Any alternative calculation has to include all relevant F [-] factor for type of propulsion
loads on the complete dynamic shafting system under installation
all permissible operating conditions. Consideration has
to be given to the dimensions and arrangements of all a) Propeller shafts
shaft connections. Moreover, an alternative calculation = 100 for all types of installations
has to take into account design criteria for continuous
and transient operating loads (dimensioning for fatigue b) Intermediate and thrust shafts
strength) and for peak operating loads (dimensioning = 95 for turbine installations, diesel
for yield strength). The fatigue strength analysis may engine installations with hydraulic
be carried out separately for different load slip couplings, electric propulsion
assumptions, for example : installations

! Low cycle fatigue criterion (typically < 104), = 100 for all other propulsion
i.e. the primary cycles represented by zero to installations
full load and back, including reversing torque
if applicable. This is addressed by formula (1) CW [-] material factor
7
! High cycle fatigue criterion (typically > 10 ),
i.e torsional vibration stresses permitted for (2)
continuous operation as well as reverse
bending stresses. The limits for torsional Rm [N/mm2] specified minimum tensile strength
vibration stresses are given in Section 16. The of the shaft material (see also B.1)
influence of reverse bending stresses is
addressed by the safety margins inherent in k [-] factor for the type of shaft
formula (1).
a) Intermediate shafts
! The accumulated fatigue due to torsional
vibration when passing through barred speed = 1,0 for plain sections of intermediate
ranges or other transient condition with shafts with integral forged coupling
stresses beyond the permitted limits for flanges or with shrink-fitted keyless
continuous operation is addressed by the coupling flanges. For shafts with high
criterion for transient stresses in Section 16. vibratory torques, the diameter in way
of shrink fitted couplings should be
slightly increased, e.g. by 1 to 2 %.
=1,10 for intermediate shafts where the
 Section 4 - Main Shafting D 4-3

coupling flanges are mounted on the k =1,15 for propeller shafts between forward
ends of the shaft with the aid of keys. end of aftmost bearing and forward
At a distance of at least 0,2 . d from end of fore stern tube seal. The
the end of the keyway, such shafts can portion of the propeller shaft located
be reduced to a diameter calculated - forward of the stern tube seal can
with k = 1,0. gradually be reduced to the size of the
intermediate shaft.
=1,10 for intermediate shafts with radial
holes which diameter is not exceeding
0,3 @ d. Intersections between radial
and eccentric axial holes require a D. Design
special strength consideration.
1. General
=1,15 for intermediate shafts designed as
multi-splined shafts where d is the Changes in diameter are to be effected by tapering or
outside diameter of the splined shaft. ample radiusing. Radii are to be at least equal to the
Outside the splined section, the shafts change in diameter
can be reduced to a diameter
calculated with k = 1,0. For intermediate and thrust shafts, the radius at forged
flanges is to be at least 8 % of the calculated
=1,20 for intermediate shafts with minimum diameter for a full shaft at the relevant
longitudinal slots within the following location. For the aft propeller shaft flange, the radius
limitations : is to be at least 12,5 % of the calculated minimum
diameter for a full shaft at the relevant location.
! slot length up to 0,8 . d
2. Shaft tapers and nut threads
! inner diameter up to 0,8 . d
Keyways are in general not to be used in installations
! slot width e up to 0,1 . d with a barred speed range.
! end rounding at least 0,5 . e Keyways in the shaft taper for the propeller are to be
! 1 slot or 2 slots at 180°or 3 slots at designed in a way that the forward end of the groove
120° makes a gradual transition to the full shaft section. In
addition, the forward end of the keyway shall be
Slots beyond these limitations require a special spoon-shaped. The edges of the keyway at the surface
strength consideration. of the shaft taper for the propeller are not be sharp.
b) Thrust shafts The forward end of the rounded keyway has to lie well
within the seating of the propeller boss. Threaded
=1,10 for thrust shafts external to engines holes for securing screws for propeller keys shall be
near the plain bearings on both sides located only in the aft half or the keyway, see Fig. 4.1.
of the thrust collar, or near the axial
bearings where a roller bearing is In general, tapers for securing flange couplings which
used. are jointed with keys shall have a conicity of between
1: 12 and 1: 20. See Section 6 for details of propeller
c) Propeller shafts shaft tapers on the propeller side.
k =1,22 for propeller shafts with flange The outside diameter of the threaded end for the
mounted or keyless taper fitted propeller retaining nut shall not be less than 60 % of
propellers, applicable to the shaft part the calculated big taper diameter.
between the forward edge of the
aftermost shaft bearing and the 3. Propeller shaft protection
forward face of the propeller hub or 3.1 Sealing
shaft flange, but not less than 2,5 . d.
At the stern tube ends propeller shafts with oil or
In case of keyless taper fitting, the grease lubrication are to be fitted with seals of proven
method of connection has to be efficiency and approved by BKI, see also the
approved by BKI. requirements applicable to the external sealing of the
k =1,26 for propeller shafts in the area stern tube in the context with the propeller shaft
specified for k= 1,22, if the propeller survey prescribed in Rules for Classification and
is keyed to the tapered propeller shaft. Survey, Volume I, Section 3.

k =1,40 for propeller shafts in the area The securing at stern tube, shaft line or propeller (e.g.
specified for k = 1,22, if the shaft chrome steel liner) shall guarantee a permanent
inside the stern tube is lubricated with tightness. BKI reserves the right to demand
grease. corresponding verifications.
4-4 D Section 4 - Main Shafting

Fig. 4.1 Design of keyway in propeller shaft

For protection of the sealing a rope guard shall be where

provided.
d [mm] shaft diameter under the liner
The propeller boss seating is to be effectively
protected against the ingress of seawater. This seal can In the case of continuous liners, the wall thickness
be dispensed with if the propeller shaft is made of between the bearings may be reduced to 0,75 A s.
corrosion-resistant material.
4. Coupling connections
In the case of Class Notation IW, the seal is to be
fitted with a device by means of which the bearing 4.1 The thickness of coupling flanges on the
clearance can be measured when the vessel is afloat. intermediate and thrust shafts and on the forward end
of the propeller shaft is to be equal to at least 20 % of
3.2 Shaft liners the calculated minimum diameter of a solid shaft at the
relevant location.
3.2.1 Propeller shafts which are not made of
corrosion-resistant material and which run in seawater Where propellers are attached to a forged flange on
are to be protected against ingress of seawater by the propeller shaft, the flange has to have a thickness
seawater-resistant metal liners or other liners approved of at least 25 % of the calculated minimum diameter
by BKI and by proven seals at the propeller. of a solid shaft at the relevant location.
These flanges are not to be thinner than the Rule
3.2.2 Metal liners in accordance with 3.2.1 which
diameter of the fitted bolts if these are based on the
run in seawater, are to be made in a single piece. With
same tensile strength as that of the shaft material.
the expressed consent of BKI the liner may consist of
two or more parts, provided that the abutting edges of In the formulae (4), (5), (6), and (7), the following
the parts are additionally sealed and protected after symbols are used:
fitting by a method approved by BKI to guarantee
water-tightness. Such a possibility are special A [mm2] effective area of shrink-fit seating
coatings. Such joints will be subject to special test to cA [-] coefficient for shrink-fitted joints,
prove their effectiveness. depending on the kind of driving
3.2.3 Minimum wall thickness of shaft liners unit

The minimum wall thickness s [mm] of metal shaft = 1,0 for geared diesel engine and
liners in accordance with 3.2.1 is to be determined as turbine drives
follows: = 1,2 for direct coupled diesel
engine drives
(3)
 Section 4 - Main Shafting D 4-5

C [-] conicity of shaft ends be determined using the formula:

= difference in cone diameters/
length of cone
[mm] (5)
d [mm] shaft diameter in area of clamp-
type coupling
ds [mm] diameters of fitted bolts 4.5 The shaft of necked-down bolts shall not be
less than 0,9 times the thread root diameter. If, besides
dk [mm] inner throat diameter for necked- the torque, the bolted connection has to transmit
down bolts considerable additional forces, the bolts shall be
D [mm] diameter of pitch circle of bolts reinforced accordingly.

f [-] coefficient for shrink-fitted joints 4.6 Shrink fitted couplings

Q [N] peripheral force at the mean joint Where shafts are connected by keyless shrink-fitted
diameter of a shrink fit couplings (flange or sleeve type), the dimensioning
of these shrink fits shall be chosen in a way that the
n [Rpm] shaft speed maximum von Mises equivalent stress in all parts will
not exceed 80 % of the yield strength of the specific
p [N/mm2] contact pressure of shrink fits
materials during operation and 95 % during mounting
Pw [kW] rated power of the driving motor and dismounting.
sf1 [mm] flange thickness in area of bolt For the calculation of the safety margin of the
pitch circle connection against slippage, the maximum clearance
will be applied. This clearance has to be derived as the
S [-] safety factor against slipping of difference between the lowest respectively highest
shrink fits in the shafting diameter for the bore and the shafts according to the
= 3,0 between motor and gear manufacturing drawings. The contact pressure p
[N/mm²] in the shrunk-on joint to achieve the required
= 2,5 for all other applications safety margin may be determined by applying
T [N] propeller thrust respectively axial formulae (6) and (7).
force
z [-] number of fitted or necked-down
bolts
Rm [N/mm2] tensile strength of fitted or necked- (6)
down bolt material
T has to be introduced as positive value if the
µo [-] coefficient of static friction propeller thrust increases the surface pressure at the
taper. Change of direction of propeller thrust is to be
= 0,15 for hydraulic shrink fits neglected as far as power and thrust are essentially
= 0,18 for dry shrink fits less.

θ [-] half conicity of shaft ends T has to be introduced as negative value if the
=C/2 propeller thrust reduces the surface pressure at the
taper, e.g. for tractor propellers.
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 (7)
is to be determined by applying the formula:

For direct coupled propulsion plants with a barred

[mm] (4) speed range it has to be confirmed by separate
calculation that the vibratory torque in the main
resonance is transmitted safely. For this proof the
safety against slipping for the transmission of torque
4.3 Where, in special circumstances, the use of shall be at least S = 2,0 (instead of S = 2,5 ), the
fitted bolls is not feasible, BKI may agree to the use of coefficient cA may be set to 1,0. For this additional
an equivalent frictional transmission. proof the respective influence of the thrust may be
disregarded.
4.4 The minimum thread root diameter dk of the
connecting bolts used for clamp-type couplings is to
4-6 D Section 4 - Main Shafting

5. Shafting bearings n [Rpm] shaft speed

5.1 Arrangement of shaft bearings K2 = 8400 for oil-lubricated white
metal bearings
Drawings showing all shaft bearings, like stern tube
bearings, intermediate bearings and thrust bearings, = 5200 for grease-lubricated, grey
shall be submitted for approval separately, if the cast iron bearings and for rubber
design details are not visible on the shafting bearings inside stern tubes and
arrangement drawings. The permissible bearing loads tail shaft brackets.
are to be indicated. The lowest permissible shaft speed
also has to be considered.
5.2 Stern tube bearings
Shaft bearings both inside and outside the stern tube
are to be so arranged that each bearing is subjected to 5.2.1 Inside the stern tube the propeller shaft shall
positive reaction forces irrespective of the ship’s normally be supported by two bearing points. In short
loading condition when the plant is at operating state stern tubes the forward bearing may be dispensed
temperature. with, in which case at least one free-standing journal
bearing should be provided.
By appropriate spacing of the bearings and by the
alignment of the shafting in relation to the coupling 5.2.2 Where the propeller shaft inside the stern tube
flange at the engine or gearing, care is to be taken to runs in oil-lubricated white metal bearings or in
ensure that no undue shear forces or bending moments synthetic rubber or reinforced resin or plastic materials
are exerted on the crankshaft or gear shafts when the approved for use in oil-lubricated stern tube bearings,
plant is at operating state temperature. By spacing the the lengths of the after and forward stern tube bearings
bearings sufficiently far apart, steps are also to be shall be approximately 2 . da and 0,8 . da respectively.
taken to ensure that the reaction forces of line or gear
shaft bearings are not significantly affected should the The length of the after stern tube bearing may be
alignment of one or more bearings be altered by hull reduced to 1,5 . da where the contact load, which is
deflections or by displacement or wear of the bearings calculated from the static load and allowing for the
themselves. weight of the propeller is less than 0,8 MPa in the case
of shafts supported on white metal bearings and less
Guide values for the maximum permissible distance 0,6 MPa in the case of bearings made of synthetic
between bearings lmax [mm] can be determined using materials.
formula (8):
5.2.3 Where the propeller shafts inside the stern
tube runs in bearings made of lignum vitae, rubber or
(8) plastic approved for use in water-lubricated stern tube
bearings, the length of the after stern tube bearing
shall be approximately 4 . da and of the forward stern
d [mm] diameter of shaft between tube bearing approximately 1,5.da.
bearings
n [Rpm] shaft speed A reduction of the bearing length may be approved if
the bearing is shown by means of bench tests to have
K1 = 450 for oil-lubricated white sufficient load-bearing capacity.
metal bearings
5.2.4 Where the propeller shaft runs in
= 280 for grey cast iron, grease- grease-lubricated, grey cast iron bushes the lengths of
lubricated stern tube bearings the after and forward stern tube bearings are to be
approximately 2,5 . da and 1,0 . da respectively.
= 280 - 350 for water-lubricated
rubber bearings in stern tubes The peripheral speed of propeller shafts is to not
and shaft brackets (upper values exceed :
for special designs only) ! 2,5 to a maximum of 3 m/s for grey cast iron
bearings with grease lubrication
Where the shaft speed exceeds 350 rpm it is
recommended that the maximum bearing spacing is ! 6 m/s for rubber bearings
determined in accordance with formula (9) in order to
avoid excessive loads due to bending vibrations. In ! 3 to a maximum of 4 m/s for lignum vitae
limiting cases a bending vibration analysis for the bearings with water lubrication
shafting system is recommended. 5.2.5 If roller bearings are provided, the
requirements of 5.3.2 have to be considered.

(9)
 Section 4 - Main Shafting D 4-7

5.3 Intermediate bearings this flushing line shall also act as forced water
lubrication.
5.3.1 Plain bearings
5.6 Condition monitoring of propeller shaft at
For intermediate bearings shorter bearing lengths or stern tube
higher specific loads as defined in 5.2 may be agreed
with BKI. 5.6.1 Where the propeller shaft runs within the
stern tube in oil the possibility exists to prolong the
5.3.2 Roller bearings intervals between shaft withdrawals. For this purpose
the following design measures have to be provided:
For the case of application of roller bearings for shaft
lines the design is to be adequate for the specific ! a device for measurement of the temperature of
requirements. For shaft lines significant deflections the aft stern tube bearing (and regular
and inclinations have to be taken into account. Those documentation of measured values), compare
shall not have adverse consequences. 5.4.2

For application of roller bearings the required ! a possibility to determine the oil consumption
minimum loads as specified by the manufacturer are to within the stern tube (and regular
be observed. documentation).

The minimum L10a (acc. ISO 281) lifetime has to be ! an arrangement to measure the wear down of
suitable with regard to the specified overhaul the aft bearing
intervals. ! a system to take representative oil samples at
the rear end of the stern tube under running
5.4 Bearing lubrication conditions for analysis of oil quality (aging
5.4.1 Lubrication and matching of materials of effects and content of H2O, iron, copper, tin,
the plain and roller bearings for the shafting have to silicon, bearing metal, etc.) and suitable
meet the operational demands of seagoing ships. receptacles to send samples to accredited
laboratories. (The samples shall be taken at
5.4.2 Lubricating oil or grease is to be introduced least every six months).
into the stern tube in such a way as to ensure a
reliable supply of oil or grease to the forward and after ! a written description of the right procedure to
sterntube bearing. take the oil samples

With grease lubrication, the forward and after bearings ! a test device to evaluate the water content in
are each to be provided with a grease connection. the lubricating oil on board (to be used once
Wherever possible, a grease gun driven by the shaft is a month)
to be used to secure a continuous supply of grease. ! If roller bearings are provided, additional
Where the shaft runs in oil inside the stern tube, a vibration measurements have to be carried out
header tank is to be fitted at a sufficient height above regularly and to be documented. The scope of
the ship's load line. It shall be possible to check the the measurements and of the documentation
filling of the tank at any time. has to be agreed with BKI specifically for the
plant.
The temperature of the after stern tube bearing (in
general near the lower aft edge of the bearing) is to be 5.6.2 The requirements for the initial survey of
indicated. Alternatively, with propeller shafts less than this system as well as for the checks at the occasion of
400 mm in diameter the stern tube oil temperature may Annual and Class Renewal Surveys are defined in the
be indicated. In this case the temperature sensor is to BKI Rules for Classification and Surveys, Volume I,
be located in the vicinity of the after stern tube Section 3, B.1.3.8.
bearing.
5.4.3 In the case of ships with automated 5.6.3 If the requirements according to 5.6.1 and
machinery, Rules for Automation, Volume VII is to 5.6.2 are fulfilled, the Class Notation CM-PS may be
be complied with. assigned.

5.7 Cast resin mounting

5.5 Stern tube connections
The mounting of stern tubes and stern tube bearings
Oil-lubricated stern tubes are to be fitted with filling, made of cast resin and also the seating of intermediate
testing and drainage connections as well as with a vent shafts bearings on cast resin parts is to be carried out
pipe. by BKI approved companies in the presence of a BKI
Surveyor.
Where the propeller shaft runs in seawater, a flushing
line is to be fitted in front of the forward stern tube Only BKI approved cast resins may be used for
bearing instead of the filling connection. If required, seatings.
4-8 E Section 4 - Main Shafting

The installation instructions issued by the The locking device is at least to be designed to
manufacturer of the cast resin have to be observed. prevent the locked shaft from rotating while the ship
is operating with the remaining shafts at reduced
For further details see Regulations for the Seating of power. This reduced power has to ensure a ship speed
Diesel Engines Installations and Guidelines for the that maintains the manoeuvering capability of the ship
Approval of Reaction Plastics and Composite in full scope, in general not less than 8 kn.
Material for the seating and Repair of
Components. If the locking device is not designed for the full
power/speed of the remaining shafts, this operational
5.8 Shaft alignment restriction has to be recognizable for the operator by
It has to be verified by alignment calculation that the adequate signs.
requirements for shaft-, gearbox- and engine bearings
are fulfilled in all relevant working conditions of the 5.10 Shaft earthing
propulsion plant. At this all essential static, dynamic Shaft earthing has to be provided according to Section
and thermal effects have to be taken into account. 2, E.5.4.
The calculation reports to be submitted are to
include the complete scope of used input data and
have to disclose the resulting shaft deflection,
bending stress and bearing loads and have to
document the compliance with the specific E. Pressure Tests
requirements of the component manufacturer.
1. Shaft liners
For the execution of the alignment on board an
instruction has to be created which lists the Prior to fitting, shaft liners are to be subjected to a
permissible gap and sag values for open flange hydraulic tightness test at 2 bar pressure in the finish
connections respectively the "Jack-up" loads for machined condition.
measuring the bearing loads .
2. Stern tubes
Before the installation of the propeller shaft the
correct alignment of the stern tube bearings is to be
checked. Prior to fitting, cast stern tube and cast stern tube parts
are to be subjected to a hydraulic tightness test at 2 bar
The final alignment on board has to be checked by pressure in the finished-machined condition. A further
suitable methods in a float condition in presence of tightness test is to be carried out after fitting.
the BKI Surveyor.
For stern tubes fabricated from welded steel plates, it
5.9 Shaft locking devices is sufficient to test for tightness during the pressure
test applied to the hull spaces passed by the stern tube.
A locking device according to Section 1, D.8.3 has to
be provided at each shaft line of multiple-shaft
systems.