Classification requirements for shaft alignment calculation

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Lloyd Register (LR - 2000) 5.1 General 5.1.1 The Builder is to carry out shaft alignment calculations for all installations and to prepare alignment procedures detailing the proposed alignment method and the alignment checks. 5.2 Particulars to be submitted for approval shaft alignment calculations 5.2.1 Shaft alignment calculations are to be submitted to LR for approval of the following shafting systems: (a) Single-engined, geared installations, where the screwshaft has a diameter of 300 mm or greater in way of the aftermost sterntube bearing. (b) All multi-engined, geared installations. (c) Installations with one shaftline bearing, or less, inboard of the forward sterntube bearing. (d) Where prime movers or shaftline bearings are installed in resilient mountings. 5.2.2 The shaft alignment calculations are to take into account the: (a) thermal displacements of the bearings between cold static and hot dynamic machinery conditions; (b) buoyancy effect of the propeller immersion due to the ship's operating draughts; (c) effect of predicted hull deformations over the range of the ship's operating draughts, where known; (d) gear forces, where appropriate; (e) for multi-engined installations, possible contributions in the mode of operation; (f) propeller offset thrust effects, where applicable; (g) bearing loading in the horizontal plane, where appropriate; (h) bearing weardown, where applicable, and its effect on the bearing loads. 5.2.3 The shaft alignment calculations are to state the: (a) expected bearing loads at light and normal ballast, fully loaded and any other draughts deemed to be part of the ship's operating profile, for the machinery in cold and hot, static and dynamic conditions; (b) bearing influence coefficients and the deflection, slope, bending moment and shear force along the shaftline; (c) details of propeller offset thrust effects, where employed in calculation; (d) details of proposed slope-bore of the aftermost sterntube bearing, where applicable; (e) manufacturer's specified limits for bending moment and shear force at the shaft couplings of the gearbox/prime movers; (f) estimated bearing weardown rates for water or grease lubricated sterntube bearings; (g) origin of findings where the effect of hull deformation has been considered, viz. whether finite element calculations or measured results from sister or similar ships have been used; (h) anticipated thermal rise of prime movers and gearing units between cold static and hot running conditions; (j) manufacturer's allowable bearing loads. 5.3 Particulars to be submitted for review shaft alignment procedure 5.3.1 A shaft alignment procedure is to be submitted for all main propulsion installations detailing, as a minimum, the: (a) expected bearing loads at light and normal ballast, fully loaded and any other draughts deemed to be part of the ship's operating profile, for the machinery in cold and hot, static and dynamic conditions; (b) maximum permissible loads for the proposed bearing designs; (c) design bearing offsets from the straight line; (d) design gaps and sags; (e) location and loads for the temporary shaft supports; (f) expected relative slope of the shaft and the bearing in the aftermost sterntube bearing; (g) details of slope-bore of the aftermost sterntube bearing, where applied; (h) expected shear forces and bending moments at the forward end flange of the shafting system connecting to the gear output shaft or, for direct-drive installations, to the prime mover output flange; (j) proposed bearing load measurement technique and its estimated accuracy; (k) jack correction factors for each bearing where the bearing load is measured using a specified jacking technique; (l) proposed shaft alignment acceptance criteria, including the tolerances; and (m) flexible coupling alignment criteria.

5.4 Design and installation criteria 5.4.1 For main propulsion installations, the shafting is to be aligned to give, in all conditions of ship loading and machin-ery operation, bearing load distribution satisfying the requirements of 5.4.2. 5.4.2 Design and installation of the shafting is to satisfy the following criteria: (a) The Builder is to position the bearings and construct the bearing seatings to minimize the effects of hull deflections under any of the ship's operating conditions. (b) Relative slope between the propeller shaft and the aftermost sterntube bearing is, in general, not to exceed 3 x 10-4 rad. (c) Sterntube bearing loads are to satisfy the requirements of Ch 6,3.12. (d) Intermediate shaft bearings' loads are not to exceed 80 per cent of the bearing manufacturer's allowable maximum load, for plain journal bearings, based on the bearing projected area. (e) Main gear wheel bearing loads are to be within the gearbox manufacturer's specified limits. (f) Resulting shear forces and bending moments are to meet the equipment manufacturer's specified coupling conditions throughout the shafting system. (g) The manufacturer's radial, axial and angular alignment limits for the flexible couplings are to be maintained. 5.5 Measurements 5.5.1 Where calculations indicate that the system is sensitive to changes in alignment under different service conditions, the optimized shaft alignment is to be verified by measurements during sea trials using an approved strain gauge tech-nique. 5.6 Flexible couplings 5.6.1 Where the shafting system incorporates flexible couplings, the effects of such couplings on the various modes of vibration are to be considered, see Sections 2, 3 and 4.

Det Norske Veritas (DNV - 2003) A 400 Documentation of shafting system and dynamics 402 Shaft alignment calculations are always to be submitted for approval for propulsion plants with: - intermediate shaft diameters of 400 mm or greater for single screw and 300 mm for twin screw - gear transmissions with more than one pinion driving the output gear wheel, even if there is only one single input shaft as for dual split paths - shaft generator or electrical motor as an integral part of the low speed shaft. For geared plants, the calculation is only applicable for the low speed shaft line. Upon request shaft alignment calculations may be required also for other plants when considered sensitive to alignment, see also F400. The shaft alignment calculations are to include the following items for all relevant operating conditions, see F402: - equipment list, i.e. manufacturer and type designation of prime mover or gear - input data, including reference to relevant drawings - list of operating conditions data (torque, thrust, submerged propeller, cold, warm, etc.) - bearing offsets from the defined reference line - calculated bearing loads - bearing reaction influence numbers - graphical view of the shaft deflections with respect to the defined reference line - graphical view of the shaft bending stresses as a result of the alignment - difference in slope between shaft and bearing centrelines in aft sterntube bearing - appropriate acceptance criteria, see F404 - verification data with tolerances (e.g. gap, sag and jacking loads including jack correction factors) mounting procedure. 403 For all propulsion plants other than listed in 402, only a shaft alignment specification is to be submitted for information. The shaft alignment specification is to include the following items: - bearing offsets from the defined reference line

- verification data with tolerances (e.g. gap and sag and jacking loads including jack correction factors) and condition (cold or hot, submerged propeller, etc.) B 900 Shaft bearings, dimensions 901 Radial fluid bearings are to be designed with bearing pressures and hydrodynamic oil film thickness suitable for the bearing metals. For aft stern tube bearings the nominal surface pressure (projected area) is to be below 8 bar for all running conditions including on turning gear. For other shaft bearings the nominal surface pressure is to be below 12 bar when running in the lower speed range including on turning gear and 18 bar when running in the upper speed range. For shaft bearings with significant pressure (>12 bar) in plants operating at very low speeds (e.g. electric drives or long term running on turning gear), hydrostatic bearings may be required. These surface pressures apply to white metal lined bearings. For other lining metals or rubber, reinforced resins, etc., the permissible surface pressures are to be especially considered, but normally not to exceed those for white metal. 902 The length of the aft stern tube bearing is to be chosen to provide suitable damping of possible whirling vibration. This means that the length is not only to be chosen with regard to the nominal surface pressure, but also result in a certain length F 200 Shafting arrangement 201 The machinery and shafting are to be arranged so that neither external nor internal (self generated) forces can cause harmful effects to the performance of the machinery and shafting. 202 The shafting system is to be evaluated for the influence of: - thermal expansion - shaft alignment forces - universal joint forces - tooth coupling reaction forces - elastic coupling reaction forces (with particular attention to unbalanced forces from segmented elements) - hydrodynamic forces on propellers - ice forces on propellers, see Pt.5 Ch.1 of the Rules for Classification of Ships - hydrodynamic forces on rotating shafts: i) outboard inclined propeller shafts or unshielded impeller shafts, see 301 1) ii) mean thrust eccentricity caused by inclined water flow to the propeller, see 301 1) (Normally applicable to HS, LC and NSC) - thrust eccentricity in water jet impellers when partially air filled or during cavitation, see 301 2) - forces due to movements of resiliently mounted machinery (maximum possible movements to be considered) - forces due to distortion or sink-in of flexible pads. F 300 Shaft bending moments 301 The shaft bending moments due to forces from sources as listed in 202 are either determined by shaft alignment calculations, see 400, whirling vibration calculations, see G100, or by simple evaluations. However, two of the sources in 202 need further explanations: 1) The hydrodynamic force F on an outboard shaft rotating in a general inclined water flow may be determined as F = 0.87 10-4 ??v n d2 sin ???(N/m shaft length) d = shaft diameter (mm) n = r.p.m. of the shaft v = speed of vessel (knots) ???= angle (degrees) between shaft and general water flow direction (normally to be taken as parallel to the bottom of the vessel) ???= "efficiency" of the circulation around the shaft. Unless substantiated by experience, it is not be taken less than 0.6. In order to determine the bending moments along the shaft line of an outboard shaft (as well as at the front of the hub), the bending moment due to propeller thrust eccentricity is to be determined e.g. as: Mb = 0.074 ? D T/H (Nm) D = propeller diameter (m) T = torque (Nm), which may be taken as the rated torque if low torsional vibration level H = propeller pitch (m) at 0.7 radius The bending moment due to the (horizontal) eccentric thrust should be directed to add to the bending moment due to the hydrodynamic force F in the first bearing span.

2) The stochastic bending moment due to thrust eccentricity in a water jet impeller during air suction or cavitation is based on the worst possible scenario: 50% of the normal impeller thrust (FTH in N) applied at the lower half of the impeller, resulting in a bending moment as: Mb = 0.1 FTH D (Nm) D = the impeller diameter (m). F 400 Shaft alignment 401 The shaft alignment is to evaluate bending moments and bearing reactions along the shaft line that is to be considered. For geared plants the shaft line is to include the output gear shaft radial bearings. For direct coupled plants the shaft line is to include at least 3 engine bearings (calculations will only reflect the correct bearing reactions in the two aft of those). The tolerances in the alignment specification have to correlate with the tolerance ranges used in the calculations. Normally, the verification of the alignment is to be carried out afloat and may be required to be carried out at several conditions. In special cases also verification in running condition by means of strain gauges and proximity transducers may be required. 402 The shaft alignment has to reflect combinations of the following conditions as applicable: - alignment condition (during erection of shafting) - light ballast and full draught - cold, not running - hot, not running - hot running (MCR) - all relevant combinations of multi engine operation. Note that e.g. a combination of hot running (MCR) with light ballast may influence the hydrodynamic propeller loads. 403 The shaft alignment has to take into consideration the effects of the following items where appropriate: - design principles defined in Pt.4 Ch.2 Sec.3 A100 - hydrodynamic propeller loads (horizontal and vertical force and bending moment) - hull and structure deflections (caused by e.g. tank fillings, heated tanks in double bottom) - thermal rise of machinery components - angular working position in bearings (as a result of applied forces in both horizontal and vertical plane) - sterntube bearing weardown - load distribution within sterntube bearings - bearing clearances - buoyancy of propeller. For some of the effects listed above, the calculations are to be made with certain tolerances in order to cover for their uncertainties. 404 The shaft alignment has to fulfil the following acceptance criteria for all relevant operating conditions in F402: - maximum bending stresses in shafts as limited by the shaft criteria - acceptance criteria defined by manufacturer of prime mover, e.g. limits for bearing loads, bending moment and shear force at flange - acceptance criteria defined by the manufacturer of the gearbox, e.g. limits for output bearing loads including their maximum difference - journal positions in gear output bearings (that influence on the tooth face load distribution) - maximum and minimum bearing loads defined by bearing manufacturer and B901 (zero or very low loads may have an influence on whirling) - slope in aft sterntube bearing should normally not exceed 50% of the bearing clearance (otherwise to be compensated with slope bore) - tolerances for gap and sag less than 5/100 mm are not accepted - angular working positions in bearings having longitudinal oil grooves. H 300 Shaft alignment 301 The shaft alignment is to be within the tolerances given in the shaft alignment specification. 302 When shaft alignment calculations are required (see A403 and F400) the measured values as gap and sag, jacking loads with force-displacement diagrams, etc. are to be reported.

Germanischer Lloyd (GL - 2002) 2. Documents for approval For the arrangement of the shaft bearings an alignment calculation, including alignment instructions, has to be submitted for approval. With consent of the Society for shaftings with intermediate shafts d < 200 mm the alignment calculation may be waived. The submitted documentation must contain all the data necessary to enable the stresses to be evaluated. 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 sufficiently 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. 5.2 Stern tube bearings 5.2.1 Inside the stern tube the propeller shaft should normally be supported by two bearing points. In short stern tubes the forward bearing may be dispensed with, in which case at least one free-standing journal bearing should be provided.

American Bureau of Shipping (ABS - 2003) 1 General 1.1 Application This section applies to shafts, couplings, clutches, and other power transmitting components for propulsion purposes. Shafts and associated components used for transmission of power essential for the propulsion of the vessel are to be so designed and constructed to withstand the maximum working stresses to which they may be subjected in all service conditions. 1.5 Plans and Particulars to be Submitted 1.5.5 Calculations Propulsion shaft alignment calculations where propulsion shaft is sensitive to alignment (see 7.3). 5.15.2 Oil-lubricated Bearings 5.15.2(a) White metal. The length of white-metal-lined, oil-lubricated propeller-end bearings fitted with an approved oil-seal gland is to be not less than two times the required tail shaft diameter. The length of the bearing may be

reduced provided the nominal bearing pressure is not more than 0.80 N/mm2 (0.0815 kgf/mm2, 116 psi) as determined by static bearing reaction calculation taking into account shaft and propeller weight which is deemed to be exerted solely on the aft bearing, divided by the projected area of the bearing surface. The minimum length, however, is not to be less than 1.5 times the actual diameter. 5.15.2(b) Synthetic material. The length of synthetic rubber, reinforced resin or plastic oil lubricated propeller end bearings fitted with an approved oil-seal gland is to be not less than two times the required tail shaft diameter. The length of bearing may be reduced provided the nominal bearing pressure is not more than 0.60 N/mm2 (0.0611 kgf/mm2, 87 psi) as determined by static bearing reaction calculation taking into account shaft and propeller weight which is deemed to be exerted solely on the aft bearing, divided by the projected area of the bearing surface. The minimum length, however, is not to be less than 1.5 times the actual diameter. Where the material has demonstrated satisfactory testing and operating experience, consideration may be given to increased bearing pressure. 7 Propulsion Shaft Alignment and Vibrations 7.1 General In addition to the design requirements addressed above, considerations are to be given to additional stresses in the shafting system given rise to by shaft alignment in relation to location and spacing of the shaft beaings, and by axial, lateral and torsional vibrations. 7.3 Shaft Alignment Calculations In general, shaft alignment calculations are to be submitted for reference. Specifically, the following alignment-sensitive types of installation are to be submitted for review: i) Propulsion shafting with reduction gears where the bull gear is driven by two or more ahead pinions. ii) Propulsion shafting with power take-off or with booster power arrangements. iii) Propulsion shafting for which the tail shaft bearings are to be bored sloped. The alignment calculations are to include bearing reactions, shear forces and bending moments along the shafting. The alignment calculations are to be performed for the following conditions, as applicable: Theoretically aligned cold and hot conditions of the shaft with specified alignment tolerances. Deviation from the theoretical aligned conditions due to the forces exerted by power take-off or booster power. Calculations are to be performed for the maximum allowable alignment tolerances and are to show that: Bearing loads under all operating conditions are within the acceptable limits specified by the bearing manufacturer. Bearing reactions are always positive (i.e. supporting the shaft). Shear forces and bending moments on the shaft are within acceptable limits in association with other stresses in the shaft. Forces and moments on propulsion equipment are within the limits specified by the machinery manufacturers. 11 Installation and Trials 11.1 Shaft Alignment 11.1.1 Alignment Shaft alignment is to be carried out in the presence of a Surveyor. Alignment is normally to be verified in the afloat condition with superstructure in place. When alignment calculations are required to be submitted in accordance with 7.3, the alignment calculated data are to be verified and recorded by appropriate measurement procedures in the presence and to the satisfaction of a Surveyor.

Registro Italiano Naval (RINA - 2002) 1.2 Documentation to be submitted 1.2.1 The Manufacturer is to submit to the Society the documents listed in Tab 1 for approval. (Tab 1) 11 Shaft alignment calculation, see also [3.3]

3.3 Shaft alignment 3.3.1 In the case of propulsion shafting with turbines, direct coupled engines or bearings with offsets from a reference line, the relevant shaft alignment calculation is to be submitted for approval. The Society may also require the above calculation in the case of special arrangements. The alignment of the propulsion machinery and shafting and the spacing and location of the bearings are to be such as to ensure that the loads are compatible with the material used and the limits prescribed by the Manufacturer. The calculation is to take into account thermal, static and dynamic effects; the results are to include the reaction forces of bearings, bending moments, shear stresses and other parameters (such as gap and sag of each flanged coupling or jacking loads) and instructions for the alignment procedure. The alignment is to be checked on board by a suitable measurement method.