Stern Bearing Damage

Mr. Geir Magne Bakken (M.Sc.) DNV Rotating Machinery Marindagen Gteborg; 2007-03-22

Stern Tube Bearing Damage The story!

An oil tanker was rebuild Earlier conversed from fixed pitch to controllable pitch A tunnel thruster to be installed in the aft ship After conversion The ship in service

Stern bearing damage

DNV Rotating Machinery/GMB

20 March 2007

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The Ships Propulsion

Conventional direct propulsion; 19620 kW @ 91 rpm Originally design with fixed pitch propeller Shaft supported by two stern tube bearings & intermediate bearing

DNV Rotating Machinery/GMB

20 March 2007

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Troubleshooting Case

DNV was contacted by owner to assist the owner in the site investigation and to follow-up the repairing process The vessel was build in 2001 The vessel had recently been rebuilt Tunnel thruster installed in the aft ship Bearing damage occurred after conversion

DNV was requested to identify the cause of the damage and recommend actions to be taken in order to rectify the problem
DNV Rotating Machinery/GMB 20 March 2007 Slide 4

The Thruster Tunnel Installation

DNV Rotating Machinery/GMB

20 March 2007

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The conversion Thruster installation

Tunnel thruster installed in the aft hull structure Extensive welding work in the aft ship Residual stresses from the welding work deform the aft part of the hull

DNV Rotating Machinery/GMB

20 March 2007

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The Detection of the Damage

The Damage was detected due to leakage of oil from the aft sterntube of the vessel

DNV Rotating Machinery/GMB

20 March 2007

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On Site Investigation

Flakes of white metal in way of the shaft sealing

DNV Rotating Machinery/GMB

20 March 2007

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Visual Inspection of the Damage

DNV Rotating Machinery/GMB

20 March 2007

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Spalling of the Bearing Metal

DNV Rotating Machinery/GMB

20 March 2007

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Circumferential Crack in Bearing Metal

DNV Rotating Machinery/GMB

20 March 2007

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Visual Inspection of the Damage

DNV Rotating Machinery/GMB

20 March 2007

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Cause of the Damage

The original alignment of the shaft

Stern bearing pressure; Actual 8.3 bar (criterion 8 bar) Relative slope: Actual 0.33 mm/m (criterion 0.3 mm/m)

DNV Rotating Machinery/GMB

20 March 2007

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Measurement of the Present Alignment

Stern Tube

Int.Bearing

Flywheel

Laser

The measurements were carried out and the alignment was recalculated based on these laser measurements

DNV Rotating Machinery/GMB

20 March 2007

Slide 14

Cause of the Damage

Calculated alignment according to measurements

Initial calculated alignment according to specification

DNV Rotating Machinery/GMB

20 March 2007

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Shaft Deflection in Stern Tube

Static; zero pitch Running (in operation)

Running MCR Edge contact

DNV Rotating Machinery/GMB

20 March 2007

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Max oil pressure in Stern Bearing

Alignment after conversion Stern bearing pressure:

Peak pressure > 100 bar (at edge)

(Projected pressure slightly above the 8.7 bar)

Original alignment Stern bearing pressure:

Peak pressure ~ 40 bar (at edge)

(Projected pressure slightly above the 8.3 bar)

DNV Rotating Machinery/GMB 20 March 2007 Slide 17

Cause of the Damage

Misalignment caused by:

The original installation Designed at the limit Conversion of the vessel - Tunnel thruster installation without pull out the propeller shaft - The alignment not checked after extensive welding work

DNV Rotating Machinery/GMB

20 March 2007

Slide 18

Suggested Alignment
Restriction was not to change the main engine position

Stern bearing pressure:

- Modified slope bore - Improved load distribution

Peak pressure < 30 bar

DNV Rotating Machinery/GMB

20 March 2007

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Benefits to the Customer

Suggested repairs that solved the problem Forward sterntube bearing lifted upwards Aft sterntube bearing lifted upwards Aft sterntube double-slope bored

Suggested repairs that minimized the time and cost for carrying out the repairs Improved understanding of shaft alignment Revised procedure for conversion of vessel
20 March 2007 Slide 20

DNV Rotating Machinery/GMB

DNV Rotating Machinery/GMB

20 March 2007

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