THRUST BEARING

When the crank throw is loaded by the gas pressure through the connecting rod
mechanism, the arms of the crank throw deflect in the axial direction of the crankshaft,
generating axial vibrations.

These vibrations may be transferred to the ship’s hull through the thrust bearing. The
thrust bearing is incorporated in the aft end of the bedplate as differential expansion of
the shaft and hull is minimum at the aft due to fuel heating in tanks.

The aft-most cross girder is therefore designed with ample stiffness to transmit the
variable thrust from the thrust collar to the engine seating.

It is advised to align the thrust bearing when main bearing alignment is carried out to
achieve accuracy.

Material

Michell type pads bearing arrangement consists of a steel forged thrust shaft, a bearing
support, and segments of cast iron with white metal.

The thrust shaft is connected to the crankshaft and the intermediate shaft with fitted
bolts.

The thrust shaft has a collar for transfer of the ‘thrust’ through the segments to the
bedplate.

Lubrication of the thrust bearing takes place from the system oil of the engine. At the
bottom of the bearing there is an oil sump with an outlet to the oil pan.

Clearance

The clearance in the thrust bearing is measured during test bed trials of the engine.

For a new engine the clearance is 0.5-1.0 mm, and for an engine in service it must not
exceed 2.0 mm.
Dismount the foremost segment stopper On top of the thrust segment, a wear groove of
1mm is provided (a segment with thermometer). To measure the wear, push the thrust
pad with crowbar against thrust cam to eliminate any gap at the back

While Inserting feeler gauge in the groove, if 0.1 mm is not able to enter, it indicates
wear is more then 0.9 mm and the bearings need to be overhauled.

If the white metal is found scored, fine scrapping can be done to wipe off the scoring
marks. The liner shims can be inserted at the back of the thrust shoes to make the
clearance of all thrust pads equal. This avoids uneven loading of pads
Tilting Pad Thrust Bearings
Heinz P. Bloch
Tags: bearing lubrication
Tilting pad thrust bearings are designed to transfer high axial loads from rotating shafts with
minimum power loss, while simplifying installation and maintenance. The shaft diameters for
which the bearings are designed range from 20 mm to more than 1,000 mm. The maximum
loads for the various bearing types range from 0.5 to 500 tons. Bearings of larger size and
load capacity are considered nonstandard but can be made to special order.
Each bearing consists of a series of pads supported in a carrier ring; each pad is free to tilt
so that it creates a self-sustaining hydrodynamic film. The carrier ring may be in one piece
or in halves with various location arrangements.

Multiple Options
Two options exist for lubrication. The first is to fully flood the bearing housing. The second,
which is more suitable for higher speed applications, directs oil to the thrust face. This oil is
then allowed to drain freely from the bearing housing.
Similarly, two geometric options exist. The first option does not use equalizing or leveling
links (Figure 1). This option is used in many gear units and other shaft systems where
perpendicularity between shaft centerline and bearing faces is assured.
 Figure 1. Flooded Lubrication:
Typical Double-thrust Arrangement
Bearings for both flooded and directed lubrication are intended for machines where an
equalized thrust bearing is specified by API requirements, or where the bearing may be
required for other reasons.

Flooded vs. Directed Lubrication

The conventional method of lubricating tilting pad thrust bearings is to flood the housing with
oil, using an orifice on the outlet to regulate the flow and maintain pressure. A housing
pressure of 0.7 to 1.0 bar (10.1 to 14.5 PSI) is typical, and to minimize leakage, seal rings
are required where the shaft passes through the housing.
Although flooded lubrication is simple, it results in high parasitic power loss due to
turbulence at high speed. Where mean sliding speeds in excess of 50 meters per second
(m/s) are expected, these losses may be largely eliminated by employing the system of
directed lubrication. As well as reducing power loss by typically 50 percent, directed
lubrication reduces the bearing temperature, and in most cases, oil flow.
Some typical double-thrust bearing arrangements using directed lubrication are shown in
Figure 2.
 Figure 2. Directed Lubrication: Typical Double-thrust
Arrangements Designed to Prevent Bulk
Oil from Contacting the Collar
It should be noted that:
 Directed and flooded bearings have the same basic sizes and use identical thrust
pads.
 Preferred oil supply pressure for directed lubrication is 1.4 bar (20.3 PSI).
 Oil velocity in the supply passages should not exceed three meters per second (m/s)
to ensure full pressure at the bearing.
 The bearing housing must be kept free of bulk oil through an ample drain area
around the collar periphery.
 No seal rings are required on the shaft.
Manufacturers offer a variety of pad materials. Some polymeric materials are capable of
operating at temperatures up to 120°C (248°F) higher than conventional white metal or
babbitt. Also, pad pivot position can have an effect on thrust pad temperature.

All pads can be supplied with offset pivots, but center-pivoted pads are preferred for
bidirectional running, foolproof assembly and minimum stocks. At moderate speeds, the
pivot position does not affect load capacity; however, where mean sliding speeds exceed 70
m/s, offset pivots can reduce bearing surface temperatures and thus increase load capacity
under running conditions.
Thrust bearings can be fitted with temperature sensors, proximity probes and load cells.
In hydraulic thrust metering systems, a hydraulic piston is located behind each thrust pad
and is connected to a high-pressure oil supply. The pressure in the system then gives a
measure of the applied thrust load. Figure 3 shows a typical installation of this system
complete with control panel, which incorporates the high-pressure oil pump and system
pressure gauge calibrated to read thrust load.

Figure 3. Hydraulic Thrust Metering

Arrangement
For systems incorporating load cells or hydraulic pistons, it is typically necessary to increase
the overall axial thickness of the thrust ring.
Finally, thrust bearings incorporate hydraulic jacking provisions. These provisions ensure
that an appropriate oil film exists between thrust runner and bearing pads while operating
at low speeds.
At startup, the load-carrying capacity of tilting pad thrust bearings is restricted to
approximately 60 percent of the maximum permissible operating load. If the startup load on
a bearing exceeds this figure and a larger bearing is not an option, the manufacturer can
supply thrust bearings fitted with a hydrostatic jacking system to allow the bearing to
operate with heavy loads at low speeds. This system introduces oil at high pressure
(typically 100 to 150 bar (1,450 to 2,175 PSI) between the bearing surfaces to form a
hydrostatic oil film.
It should be noted that a similar approach is taken when making hydraulic jacking
provisions for radial bearings. A hybrid thrust bearing is offered by Kingsbury and Colherne
Company (based in the United Kingdom) under the name KingCole.
The bearing housing requirements for the KingCole LEG bearing are similar to those of
standard thrust bearings. Oil seals at the back of the carrier rings are not required because
the inlet oil is confined to passages within the base ring assembly. Fresh oil enters the
bearing through an annulus located at the bottom of the base ring. The discharge space
should be large enough to minimize contact between the discharged oil and the rotating
collar. The discharge oil outlet should be sized so that oil can flow freely from the bearing
cavity.
The manufacturer recommends a tangential discharge opening, equal in diameter to 80
percent of the recommended collar thickness. If possible, the discharge outlet should be
located in the bottom of the bearing housing. Alternatively, it should be located tangential
to the collar rotation. The bearing pads and carrier ring are constructed so that cool
undiluted inlet oil flows from the leading edge groove in the bearing pad directly into the oil
film. The cool oil in the oil film wedge insulates the white metal face from the hot oil
carryover that adheres to the rotating collar.
In contrast to the LEG bearing, the oil for spray-fed bearings is injected between the
bearing surfaces, not directly on them. This can result in uneven bearing lubrication and the
need to supply nonpractical high pressure to achieve true effective scouring of the hot oil
carryover adhering to the thrust collar. There is also a possibility for the small jet holes to
clog with foreign material.
Friction power loss is claimed to be lower than both flooded and spray-fed bearings due to
the reduced oil flow. The flow of cool oil over the leading edge lowers pad surface
temperatures and increases the KingCole’s capacity.
The resulting performance improvements are shown in Figure 4.
 Figure 4. LEG Bearings vs. Standard Flooded
Bearings and Spray-fed Bearings

Assuming an oil inlet temperature of 50°C (122.4°F), it is possible to estimate the white
metal temperature of KingCole leading edge bearings from Figure 5. These temperatures
are a function of surface speed and contact pressure.
 Figure 5. LEG White Metal Temperatures at
75/75 Position (6- and 8-pad series, steel
pads)

Bearing Selection

Thrust load, shaft RPM, oil viscosity and shaft diameter through the bearing determine the
bearing size to be selected.
Leading edge bearings are sized for normal load and speed when transient load and speed
are within 20 percent of normal conditions.
All curves are based on an oil viscosity of ISO VG32, with an inlet oil temperature of 50°C
(122.4°F). The manufacturer recommends ISO VG32 oil viscosity for moderate- through
high-speed applications.

Table 1.
Thrust Bearing Designation
Numbers and Bearing Area
(KingCole 8-pad thrust bearings)
Tilting Pad Radial Bearings

The basic principles of tilting pad journal bearing operation are explained in the selection
guides and related literature of many competent manufacturers. One of these is Waukesha
Bearings of Waukesha, Wisconsin.
Sources
The Glacier Metal Company in London, England and Mystic, Connecticut; Kingsbury Inc. in
Philadelphia, Pennsylvania and Waukesha Bearings in Waukesha, Wisconsin.
Editor’s Note:
This article was published in Heinz Bloch’s book, Practical Lubrication for Industrial Facilities.
This and other lubrication-related books are available through Noria's Online Bookstore.
Bow Thrusters: Construction and
Working
Bow thrusters are a type of propeller-shaped system fitted either on the bow (forward
part) and stern part (known as stern thruster) of the ship. They are smaller in size as
compared to the ship’s propeller and help in better manoeuvrability of the vessel at
lower speeds.

Bow thrusters are generally used for maneuvering the ship near the coastal waters,
channels or when entering or leaving a port while experiencing bad currents or adverse
winds.

Bow thrusters help in assisting tugboats in berthing the ship to avoid unnecessary
wastage of time and eventually money because of lesser stay of the vessel in the ports.
The presence of bow thrusters on a vessel eradicates the need of two tugs while
leaving and entering the port, and thus save more money. Nowadays ships have both
bow and stern thruster, which makes them independent of the tugboats for manoeuvring
in the port limits (if the port regulation does not make it compulsory to use tugboats).

Installation

Generally, side thrusters are transverse thrusters placed in a duct located at the forward
and aft end of the ship. The thruster set in the forward end is known as the bow thruster
and the one placed in the aft end is known as the stern thruster. The requirement for the
number of thrusters to be installed depends on the length and the cargo capacity of the
ship. The route of the vessel also plays an important factor as many countries have
local regulations of compulsory use of tugboats to enter or leave their port limits.
For the installation of the side thrusters, following things are important:

 The thruster compartment, also known as bow thruster room, should be easily
accessible from the open deck by the ship’s crew

 As most of the seagoing vessels use an electric motor for the thruster, which is a heat
generating machinery and must, therefore, be positioned in a dry and well-ventilated
area

 The bow thruster room should be fitted with a high-level bilge alarm and the indication to
be provided in engine control room and bridge

 The thruster room should be well lit

 The room should be provided with at least one light supplied from the emergency source

 In the case of installation of more than one panel, make sure to operate the thruster from
only one panel at the time
  The thruster room should not be used to store flammable products in the area of the
electric motor

 The installation of the tunnel or conduit containing the propeller must be positioned
perpendicular to the axis of the ship, in all the directions

 The propeller should not protrude out of the conduit

 Grid bars may or may not be fitted at both ends of the tunnel (taking into account of how
much debris the ship bottom will experience in its voyage). The number of bars for them
to be kept at a minimum as they tend to reduce the thrust force and overall
performance of the bow thruster (or stern thruster)

 Sharp edges on the grid bars to be avoided. Trapezoidal shape with no sharpness is a
good choice of design for grid bars installed perpendicularly to the direction of the bow
wave

 The design and position of the thruster tunnel should not interfere with the water flow
under hull or should not add to hull resistance

 Ensure that the material used for the installed thruster does not foul existing equipment
inside the ship such as steering links etc.

Related Read: Understanding Design Of Ship Propeller

Construction and Working of Bow Thrusters

The bow and stern thrusters are placed in the through-and-through tunnels which open
at both sides of the ship. There are two such tunnels – at forward and aft ends of the
ship. The thruster takes suction from one side and throws it out at the other side of the
vessel, thus moving the ship in the opposite direction. This can be operated in both the
directions, i.e. port to starboard and starboard to port. The bow thrusters are placed
below the water line of the ship. For this reason, the bow thruster room should be
checked for water accumulation at regular intervals of time.
 Credits: Brosen/wikipedia.org
The bow and the stern thrusters can be electrically driven or hydraulic driven or diesel
driven. However, the most commonly used are electric driven, as in hydraulic driven
thrusters there occur many leakage problems. Also, with diesel driven bow thrusters, the
amount of maintenance required is more and every time before starting someone needs
to go to the thruster room to check the thrusters.

The thruster used are usually of CPP type, i.e. the blades on the propeller boss can be
moved to change the direction of the thrust. The boss which carries the blades is
internally provided with a movable shaft (operated by hydraulic oil) also know and
Hydraulic Pod Motor driven Thrusters. Once the signal is given to change the pitch, the
hydraulic oil will be supplied to operate the internal shaft (within the boss) to change the
blade angle of the thruster (as shown in the video).
The motor shaft drives the shaft of the thruster via pinion gear arrangement. The sealing
gasket is provided in the motor casing which holds the water which is in the tunnel.

The Thruster assembly consists of the following components:

 The electric motor with safety relays

 The flexible coupling between motor and thruster

 Mounting and casing for the electric motor

 The connecting flange and shaft

 Motor casing seal

 The tailpiece with shaft seal

 Bearings
  The propeller shaft

 The zinc anodes

 Grid with bars at both ends of the tunnel

Operation:

Bow thruster consists of an electric motor which is mounted directly over the thruster
using a worm gear arrangement. The motor runs at a constant speed, and whenever
there is a change required in the thrust or direction, the controllable pitch blades are
adjusted. These blades are moved, and the pitch is changed with the help of hydraulic
oil which moves the hub on which the blades are mounted. As the thruster is of
controllable pitch type, it can be run continuously, and when no thrust is required, the
pitch can be made to zero.

The thruster is controlled from the bridge, and the directions are given remotely. In case
of remote failure, a manual method for changing the pitch is provided in the thruster
room and can be operated from there.

Usually, the hydraulic valve block which controls the pitch of the blades is operated in
the BT room for changing the blade angle in an emergency.

When the Bow Thruster is operated alone, and the signal is given to operate the pitch at
port side, the thrust will result in turning the ship towards starboard side from the
forward part.
Similarly, when the Bow Thruster is operated alone, and the signal is given to run the
pitch at starboard side, the thrust will result in turning the ship towards the port side from
the forward part.

When the stern thruster and bow thruster are operated together at the same side, the
ship will move laterally towards the opposite side.

As seen in the above diagrams, the bow thruster and the stern thruster provides
excellent manoeuvrability to the ship.

Following things to be kept in mind when operating the Side Thrusters:

 Ensure to start the motor well ahead of the thruster operation and open the hydraulic
lines

 Never operate the thruster beyond its rated load else it may lead to tripping of the motor
 Gradually increase the capacity and shift the pitch. Avoid sudden changes in the BT
movement

 The side thrusters are considered as an “on load” starting device, i.e. they should only
be operated when they are submerged in water

 Before operating the thruster, check for small craft, swimmers, boats and tugs adjacent
to the thruster tunnel

 Never touch any moving parts or the electric motor in operation

 In the case of installation of more than one panel, ensure the thruster is operated from
only one panel at a time
Maintenance Required

1) The insulation needs to be checked regularly and should be kept dry. This is done
because bow thrusters are not used frequently and thus there are chances of damages
by moisture. Moreover, because of the frequent idle state of the bow thrusters, there
can be a reduction in the insulation resistance, especially in colder regions.

2) The space heater is checked for the working condition so that the insulation can be
kept dry.

3) The bearings of the motor and the links are to be greased every month.

4) The condition of hydraulic oil is to be checked every month for water in oil and
samples should be sent for lab analysis for further checking.

5) The thickness of the contactors is to be checked from time to time.

6) Checks are to be made for any water leakages in the bow thruster room which is an
indication of seal leaking.

7) The flexible coupling between the motor and thruster should also be checked.

8) Check and inspect all the cable connections for the cleanliness and tightness

9) Vacuum or blow clean the motor grid for removing the carbon grid which may
increase the operating temperature

Major Maintenance

The major overhauling and maintenance of the bow and stern thruster are done during
the dry dock when the ship’s hull is out of the water, and the thruster blades and tunnel
can be easily accessed.
 Ship in Drydock- Image Credits : S*anner 06n2ey / wikipedia
Following maintenance are usually done in the dry docking:

 Replacement of the O’ rings and the sealing rings

 Removal of the pinion shaft

 Inspection and maintenance/ replacement of gear set

 Replacement of the bearings

 Repairs, cleaning and replacement of the blades

 Inspection of hub and repair if needed

 Inspection and overhauling of the oil distribution box (for operating propeller blades)
Advantages

1) Better manoeuvrability at low speeds of the ship.

2) Safety of the ship increases when berthing in bad weather.

3) Saves money due to the reduction of stay in port and less usage of tugboats.

Disadvantages

1) A very large induction motor is required, which takes a lot of current and load, and
thus large generator capacity is required.

2) Initial investment is high.

3) Maintenance and repairs are costly when there is damage.

The thrust force produced by the motor to move the ship will depend on various
parameters such as; hull design, power source, the design of tunnel, use of grids, draft
and load of the vessel etc.

The condition of the weather and state of the water also plays a vital role in BT
performance.
Excessive vibration of bow thruster
on offshore vessel
On my offshore vessel when one of both bow thrusters are running close to maximum speed
they start to vibrate heavily and effectuating vibration of whole superstructure. Can you
help?
In September 2014 we confronted similar situation in Singapore. At first our service engineer
performed vibration measurement and cross-check of alignment for both el. motors.
Results of alignment were within manufacturer limits, however vibration results were over limits
given by Class society and ISO standards. They were indicating problem with blades as one of the
source of vibration was coming from blade pass frequency.
After measurements it was decided by ship’s superintendent to check condition of the blades during
dry dock and if necessary level the gap between blades and tunnels.
During dry dock it was found out that the gaps were uneven and few cracks on the surface were
found

Repair of tunnels was done and additional brackets for el. motors and tunnels were installed.
Repetition of vibration measurement showed decrease in vibration velocity RMS value by 30% for
BT1 and 50% for BT2 and both are now within Class society and ISO limits.

In this case it was decided to put both bow thrusters under constant vibration monitoring.
Boat bow thrusters – Uses in marine vessels,
ships and boats.
Naval Architecture & Ship Design for Marine Engineers /
By Raunekk / Marine Engineering
Introduction

After taking a look at azimuth thrusters and their uses, it is now

time to focus on the types of ship and boat bow thrusters used in
marine applications. If you have ever observed the bottom portion
of the ship at the bow , you must have seen two propeller type
structures embedded in the ship’s body. These structures are
known as bow thrusters. Bow Thrusters are propulsion devices
fitted to improve maneuverability of the ship. They enable easy
movement of a ship in confined areas and also for docking
purposes.
If a ship without bow thrusters needs a movement towards port or
starboard, it has to use the main propulsion system to move the
ship slightly forward first and then do the needful
maneuverability. But these kind of movement is not feasible in
waters with dimensional constraints, as it can lead to collision
or grounding of the ship. On the contrary, a ship provided with
bow thrusters can make such movements in an extremely smooth
manner.
Let’s have a look where are these bow thrusters fitted and how do
they work.

Contruction and Working

The thrust unit is mounted in athwart ship tunnels which are built
in the bow of the ship, below the waterline. The propellers are
mounted in these tunnels which can create a thrust both in the
port and starboard direction. Power is provided either
hydraulically or electrically. The power unit is an auxiliary
machine , i.e it is not connected to the main power system of the
ship.

The thrust units should be so designed that they always remain

below the water line. Emergence of the tunnel above the water
surface create adverse effects on the propeller and the hull
structure around it. It is also observed that tunnels often resist the
forward motion of the ship if not properly designed, and this has
can be prevented by properly designing the aft of the tunnel
aperture.

The thrust unit is mainly controlled from the bridge and is most
effective to control when the ship is stationary. During the
operation, water is forced through the tunnel which generates a
side way thrust. This enables the ship to move port or starboard
without the help of tugboats, thus saving lots of money from such
services.

Controllable Pitch Type Bow Thrusters

For fine tunable movement, Controlled Pitch Type Bow thrusters

are used. These bow thrusters can alter the pitch of the propeller
blades in order to attain fine movements. A servo motor provides
power to enable such kind of blade movement. The motor is
located in a gear housing generally located on the top of the bow
thruster. A non reversing prime mover is coupled with these servo
motors to which the bow thrusters are attached. The prime
movers are not turned off anytime during the operation. When no
thrust is required , the prime movers align the blades to zero
pitch. The whole arrangement consists of a flexible shaft, coupling
and bevel gears. Shaft seals are also provided to prevent water
from seeping inside the unit.

Types of Bow Thrusters

Advancement in technology has brought different types of bow

thrusters into use. The two types of bow thrusters, other than the
conventional type of thrusters, that are seen in water crafts are
described below:

External Bow Thrusters : These type of thrusters are generally

used in small boats where the boat’s hull structure or outfittings
doesn’t enable accommodation of tunnels. The bow thrusters are
externally mounted on the hull structure of the boat and are
provided with one or more propellers. The power is provided with
reversible electric motors which can generate a thrust in either
direction.
Water Jet Bow Thrusters : These type of thrusters use water jet
thrusters instead of the conventional propellers. The unit consists
of specially designed water nozzles through which water is forced
out with the help of pumping devices. This type of bow thrusters
are more efficient than the conventional types as there is no
mechanical system involved. The speed of the movement is also
higher than the tunnel type thrusters. This type of thrusters can
also provide a 360 degree thrust in the shortest possible time
 RUDDER CARRIER BEARING

SL CONTENT PASE
1. INTRODUCTION
2. WEARDOWN
3. RUDDER MOVEMENT STOPS
4. Surveyor Guide Notes for Rudder, Rudder Stock and Pintle Survey
a) Rudder Stock and Pintle
b) What to look for in Drydock
i) Fractures
ii) Rudder clearances
iii) Repairs:
Bent rudder stocks
Fractures at rudder stock
Rudder stock pintle repair by welding
Twisted rudder stocks
Stainless cladding of rudder stocks
INTRODUCTION:

The rudder carrier bearing takes the weight of the rudder on a grease lubricated thrust face. The rudder
stock is located by the journal, also grease lubricated. Support for the bearing is provided by a doubler
plate and steel chock. The base of the carrier bearing is located by wsdge type side chocks, welded to the
deck stiffening. The carrier is of meehanite with a gunmetal thrust ring and bush. Carrier bearing
components are split as necessary for removal or replacement. Screw down lubricators are fitted, and the
grease used for lubrication is of a water resistant type (calcium soap based with graphite)

WEARDOWN:
A small allowance is made for weardown, which must be periodically checked. This may be measured
either between pads welded on top of the rudder and onto the rudder horn, or between the top of the
rudder stock and a fixed mark on the inner structure of the steering gear flat. The latter generally involves
the use of a 'Trammel gauge' which takes the form of a 'L' shaped rod ade to fit the new condition of the
gear. As wear down occurs it can easily be checked with this gauge. The rudder is prevented from
jumping by rudder stops welded onto the stern frame

RUDDER MOVEMENT STOPS:

Rudder stops are arranged as follows;

Angle from centerline Position of stop Note

35o On tele-motor system Normal limit

37o On steering gear Prevents rudder striking external stops

39o External, on stern frame emergency stop to protect propeller

These limits refer to rudders of traditional design and is governed by both the physical layout of the rudder
and actuator but also due to the stall angles of the rudder. i.e. the angle at which lift ( turning moment ) is
reduced or lost with increasing angle of attack. There are designs of rudder such as becker flap which
have increased stall angles up to 45o

Reasons for critical contouring of thrust face;

1. for lubrication
2. conical in order to prevent side slip and centralize rudder
3. projected area gives greater bearing area allowing smaller diameter bearing

Surveyor Guide Notes for Rudder, Rudder Stock and Pintle

Survey
Rudder Stock and Pintle:

The following should be looked for on the rudder stock and pintle:

 Excessive clearance between sleeve and bush of the rudder stock/pintle beyond the allowable
limit specified by the Classification Society.
 Condition of sleeve. If the sleeve is loose, ingress of water may have caused corrosion.
 Deep pitting corrosion in the rudder stock and pintle adjacent to the stainless steel sleeve.
 Slipping of rudder stock cone coupling. For a vertical cone coupling with hydraulic pressure
connection, sliding of the rudder stock cone in the cast piece may cause severe surface damages.
 Where a stainless steel liner/sleeve/cladding for the pintle/rudder stock is fitted into a stainless
steel bush, an additional check should be made for crevice corrosion.
What to look for in Drydock

Deformations
The rudder blade, rudder stock, rudder horn and propeller boss/brackets have to be checked for
deformations.

Indications of deformation of rudder stock/rudder horn could be found by excessive clearance.

Possible twisting deformation or slipping of cone connection can be observed by the difference in angle
between rudder and tiller.
If bending or twisting deformation is found, the rudder has to be dismounted for further inspection.

Fractures
Fractures in rudder plating should be looked for at slot welds, welds of removable part to the rudder
blade, and welds of the access plate in case of vertical cone coupling between rudder blade and rudder
stock and/or pintle.

Such welds may have latent defects due to the limited applicable welding procedure. Serious fractures in
rudder plating may cause loss of rudder.

Fractures should be looked for at weld connection between rudder horn, propeller boss and propeller
shaft brackets, and stern frame.

Fractures should be looked for at the upper and lower corners in way of the pintle recess in case of semi-
spade rudders. Typical fractures are shown in Examples 3 to 5.

Fractures should be looked for at the transition radius between rudder stock and horizontal coupling
(palm) plate, and the connection between horizontal coupling plate and rudder blade in case of horizontal
coupling.

Typical fractures are shown in Examples 1 and 2. Fatigue fractures should be looked for at the palm plate
itself in case of loosened or lost coupling bolts.

Fractures should be looked for in the rudder plating in way of the internal stiffening structures since
(resonant) vibrations of the plating may have occurred.

If the rudder stock is deformed, fractures should be looked for in rudder stock by nondestructive
examinations before commencing repair measures, in particular in and around the keyway, if any.
Rudder clearances

Rudder and steering gear arrangements may have different wear criteria depending on the manufacturer.
These calibration and running clearance limits should be checked (normally indicated on drawings). Some
points to consider:

Dimension (1) must be substantially greater than jump clearance (4) to protect steering gear from
damage in the event of grounding of skeg or rudder.

Dimension (2) should be sufficient to cater for wear in carrier bearing and substantially greater than riding
washer clearance (5).

Usually (1) and (2) are of the order 20 mm/25 mm on a small/medium size vessel.
If the riding washer clearance has reduced then the carrier bearing is wearing or the skeg is set up.
Check for reduction in steering gear crosshead dimension (2) to verify downward displacement.

Ensure no drydock keel blocks in way of skeg. Always apply the wear limits given by the manufacturer.
The following table gives recommended maximum limits of clearances.

Diameter D (mm)
Ruder Type rudder stock/pintle in Maximum clearance (mm)
way of bearing
D < = 50 3
50 < D < =100 0.02D + 2
Type 1, 2, 3 & 5
0.005 + 3.5
100 < D
(above value not to exceed 7.5 mm maximum)
D < =50 2.5
Types 4 & 6 to 10
(spade and semi 0.007D + 2.2
50 < D
spade) (above value not to exceed 6.0 mm maximum)
These limits do not only take into consideration the functioning of the bearing but also the effects of
“hammering” and damage to the rudder itself as clearances increase. See manufacturer’s
recommendations for special rudder designs or the use of synthetic bearing materials. To avoid jamming
and premature failure renewed bearings should have adequate clearance. Special care is required with
those synthetic materials which swell. Rudder should always be swung in drydock when possible after
repair to check free movement.

Here we have the ABS criteria for rudder pintle clearence:

In general initial clearances should be around 0.050” for a 6” pintle to around 0.70” for a 14” pintle. Far in
service acceptable clearance we feel about 1/64" clearance per 1" of diameter of pintle up to 1% of
diameter would be acceptable for another two years of service.

1/64" = 0.015625" = 0.397 m/m

Pintle diameter Acceptable for 2.5 – 3 years
Inches m/m Inches m/m
6 152.4 3/32 = 0.0937 2.4
7 177.4 7/64 = 0.109 2.8
8 203.2 1/8 = 0.125 3.2
9 228.6 9/64 = 0.140 3.8
10 254 5.32 = 0.156 4.0
11 279.4 11/64 = 0.171 4.4
12 304.8 3/16 = 0.187 4.8
13 330.2 13/64 = 0.203 5.2
14 355.6 7/32 = 0.218 5.6
The above applies to semi-balanced or balanced rudder with lignum-vitae or laminated-
phenolic-resin gudgeon bushings

Repairs

Bent rudder stocks

Bent rudder stocks without any fractures may be repaired, depending on the size of the deformation,
either by heating or by cold straightening in an approved workshop according to an approved procedure.
Repair proposal should be submitted.
Bent rudder stocks with fractures may be repaired, depending on the nature and extent. If a welding
repair is considered acceptable, the fractures are to be removed by machining/grinding and the welding is
to be based on an approved welding procedure together with post weld heat treatment as required.
Repair proposal should be submitted.
Fractures at rudder stock/horizontal coupling plate

This can only be accepted on a case by case basis. Some types of fractures may require a different
solution to local grinding and welding. Repair proposal should be submitted.

Rudder stock and pintle repairs by welding

Repairs by welding may be accepted provided the weld material chemical composition is suitable for
welding. Repair proposal to be submitted.
The welding procedures are to be identified as a function of the carbon equivalent (Ceq)
Following is guidance through the repair process:
 Removal of the wasted area by machining and/or grinding, and NDE carried out
 Build-up welding by automatic spiral welding according to an approved welding procedure.
 Extension of build-up welding over the area of large bending moments (shafts) according to the
sketch below.

 Sufficient number of weld layers to compensate removed material, at least one layer in excess
(heat treatment of the remaining layer).
 Transition at the end of the build-up welding according to the following sketch.
  Post weld heat treatment if required in special cases (never for stainless steel cladding on
ordinary steel)
 Final machining, at least two layers of welding material have to remain on the rudder stock
 NDE to be carried out.

Twisted rudder stocks

If the rudder stock is twisted due to excessive forces such as contact or grounding and has no additional
damage (fractures, significant bending etc.), the stock may be reused.

Consideration will be given on a case by case basis.

The Surveyor should seek advice before accepting any repair.

Normally the keyway, if any, has to be milled in a new position.

The following table, giving criteria in relation to the degree of twisting, is for guidance only.

(1) For A < L/D

Stock acceptable for further service without any heat treatment subject to stock being free of cracks or
other defects.

For small angles of twist a “stepped” or larger key may be considered as an alternative to a new keyway.
Proposal is to be submitted.

(2) For L/D < A < 5L/D:

The stock is to be stress relieved. Proposal is to be submitted [1].

(3) For A > 5L/D

Stock is to be fully annealed or normalized. Proposal is to be submitted.
Where:

A = Angle of twist in degrees.

L = Length of the stock over which the twist appears uniform.
d = diameter of twisted portion of stock.

Stainless cladding of rudder stocks and pintle

This may be accepted depending on the weldability.
Proposal is to be submitted.
Rudder plates

Fractures in welding seams can be gouged out and re-welded with proper root penetration. If vibration
may be the possible cause an alternative repair may have to be considered.
Fractures in the lower and/or upper corners of the pintle recess of semi-spade rudders that do not
propagate into vertical or horizontal stiffening structures may be repaired by gouging out and welding. For
longer fractures internal structure should be checked, and repair proposal should be submitted.
As a guide, the preheating temperature can be obtained from the diagram below using the plate thickness
and carbon equivalent of the thicker structure.
For fractures at the connection between plating and cast pieces an adequate preheating is necessary.
The preheating temperature is to be determined taking into account the following parameters:

 Chemical composition (carbon equivalent Ceq)

 Thickness of the structure
 Hydrogen content in the welding consumables
 Heat input
As a guide, the preheating temperature can be obtained from the diagram below using the plate thickness
and carbon equivalent of the thicker structure.

All welding repairs are to be carried out using qualified/approved welding procedures.
Abrasion of bush and sleeve

The abrasion (wear down) rate depends on the features of the ship such as frequency of maneuvering.

However, if excessive clearance is found within a short period, e.g. 5 years, alignment of the rudder
arrangement and the matching of the materials for sleeve and bush should be examined together with the
replacement of the bush.

Bearing materials
Manufacturers’ recommendations should be followed for any work on the bearing material. Replacement
synthetic bearing material should be type approved by the Administration or Class Society.

What is Rudder Drop or Rudder wear

down and How it measures?

"Rudder drop" - is actually the wear down of the rudder carrier bearing.It is
measured by a 'trammel gauge'.

Trammel gauge is an L shaped instrument. Basically a point marked on the rudder stock
and another point is marked on the hull inside the steering gear room(Here it is on the
Deck head girder). The distance between these points is measured and recorded at the
time of construction.The difference between original and measured is called rudder drop
or rudder wear down as shown in fig.

Rudder Clearance

Pads are welded to the hull and rudder. A clearance is given ( sometimes referred to as
the jumping clearance). As the carrier wears this clearance will increase.
The jumping clearance is required to prevent damage to the steering gear, regardless of
rudder type. Therefore the maximum jumping clearance should always be less than the
clearance between tiller and steering gear. An increasing jumping clearance can
indicate that the bearing wear is excessive.

Steering gear Clearance

Direct measurement can be taken from the steering gear assembly. Shown below is one
example, here the clearance will be seen to reduce as the carrier wears and impact his
has on the system can be directly judged.
Rudder clearances

Rudder and steering gear arrangements may have different wear criteria depending on
the manufacturer. These calibration and running clearance limits should be checked
(normally indicated on drawings).

Some points to consider:

Dimension (1) must be substantially greater than jump clearance (4) to protect steering
gear from damage in the event of grounding of skeg or rudder.

Dimension (2) should be sufficient to cater for wear in carrier bearing and substantially
greater than riding washer clearance (5).

Usually (1) and (2) are of the order 20 mm/25 mm on a small/medium size vessel.

If the riding washer clearance has reduced then the carrier bearing is wearing or the
skeg is set up. Check for reduction in steering gear crosshead dimension (2) to verify
downward displacement.

Ensure no drydock keel blocks in way of skeg. Always apply the wear limits given by the
manufacturer. The following table gives recommended maximum limits of clearances.
These limits do not only take into consideration the functioning of the bearing but also
the effects of “hammering” and damage to the rudder itself as clearances increase. See
manufacturer’s recommendations for special rudder designs or the use of synthetic
bearing materials. To avoid jamming and premature failure renewed bearings should
have adequate clearance. Special care is required with those synthetic materials which
swell. Rudder should always be swung in drydock when possible after repair to check
free movement.

Here you have the ABS criteria for rudder pintle clearence:

In general initial clearances should be around 0.050” for a 6” pintle to around 0.70” for a
14” pintle. Far in service acceptable clearance we feel about 1/64" clearance per 1" of
diameter of pintle up to 1% of diameter would be acceptable for another two years of
service.

1/64" = 0.015625" = 0.397 m/m

The above applies to semi-balanced or balanced rudder with lignum-vitae or laminated-
phenolic-resin gudgeon bushings
 mooring system
A mooring system prevents the ship from drifting away from a berth and holds the ship in position in relation to
the shore loading / discharging equipments, which may have limited freedom of movement. Mooring lines may
also assist in heaving the ship alongside a berth or another ship and can be used to assist in unberthing. A
mooring winch is an integral part of the mooring system.

Mooring winch perform multitude of functions. They secure the shipboard end od mooring lines, provide for
adjustment of the mooring line length to suit the mooring pattern in each port and compensate for changes in
draft and tide. They serve to store the mooring line when not in use and to haul the ship into position against
environmental or inertial forces. They also act as a safety device that release the line load in a controlled
manner once the force in the line increase to the point of near-breakage. (Courtesy OCIMF:Mooring Equipment
Guidelines)

Winches can be categorized by their control type (automatic ot manual tensioning), drive type (steam, hydraulic
or electric), by the number of drums associated with each drive (single drum, double drum, triple drum), by the
type of drums (split, undivided), by their brake type and brake application (band, disc, mechanical screw, spring
applied), and by gear case type (open or closed-half filled with oil).

To check performance and condition of the mooring winches.

In the example given below, it is a 46,000 TDW Product tanker with four mooring winches (two in the poop deck
and two in the upper deck).

Procedure
Tests

Illustration Description

Identification tags

The first step is to check the various identification tags on the mooring winch -

Winch type, Serial number, Manufacturing number, Hydraulic motor type,

Motor number.

Gear backlash measurement

The gap (backlash) between the two gear tooth in contact (gear wheel and

pinion) is measured in this test. For this purpose a solder wire is placed on a

tooth on the pinion wheel (connected to the hydraulic motor) and the motor is

turned. After one round, when the tooth of the pinion contacts that of the gear

wheel the solder is flattened to a thickness corresponding to the gap between

the two tooth. This thickness is measured using a vernier caliper. It is

compared to the design specification.

In this example the design backlash is 0.173 ~ 0.401 mm and the measured

thickness is in the range of 0.19 ~ 0.22 mm.

Load checking

The winch is rated for a particular load according to design. This load is

simulated using a weights attached to a wire rope and lifted vertically. The

arrangement is shown in the figure. While considering the total load on the

winch, we must also take the efficiency of the sheave, η. Considering there are

three sheaves, load on the winch (F) and the total weight (W) is related by: F =

W / η³.

In this case,
 total weight = 2070 + 2025 + 2026 + 2021 + 2027 + 2028 + 2038 +

246 + 243 + 375 (beam) = 15099 Kg

 η = 0.98

 F = 15099 / 0.98³ = 16042 Kg

Speed checking

The winch is rated for a particular speed of heaving as per design. This is

checked with load of 16 T (16042 Kg) on the winch. Two markings are made

on the wire rope at a distance of 2 m. A vertical rod is placed near the rope and

the time between when the first mark crosses and the second mark crossed

the rod is measured.

From the time (T) the speed in meters per minute is calculated by 120 / T.

In this example the rated speed is 15 m/min and the time was measured as

7.45 sec. So the speed = 120 / 7.45 = 16.1 m/min.

Winch rpm checking

The winch is rated for a particular rpm according to design. The speed is

checked for loaded condition and no loaded condition. Certain ships have

winches with two speeds. In such cases the following speed tests are

conducted: heaving (lower speed, with load), heaving (lower speed, no load),

pay out (lower speed, no load), heaving (high speed, no load), and pay out

(high speed, no load).

The speed is checked up using an rpm gauge. A magnet with a slot is placed

on the warping drum end and the probe is inserted in the slot (see the photo on

the left).

In this case for the respective rated speed of 9.4, 9.4, 9.4, 28.2, and 28.2 rpm

for the respective tests (order as above), the observed speed is 9.8, 10.9, 11.3,

33.2, and 35.1 rpm.

Brake holding test

The brake is the heart of the mooring system as it secures the drum and

thereby the mooring line at the shipboard end. It also act as a safety device in

case the load in the line becomes excessive, by rendering and allowing the line
to shed its load before it breaks (at MBL or Maximum Breaking Load). For

normal operation the recommended (OCIMF) setting on the brake is 60 % of

the MBL of the rope. For new ships this is tested for 80 % of the line's MBL

since brakes may deteriorate in service.

Every ship is supplied with a brake testing kit (in this case bracket type brake

test kit) to test the brake at least once in a year. The break testing kit simulates

the load on the line by means of hydraulic pressure producing a torque on the

winch drum as shown in the figure below. For a particular load, the pressure

can be calculated as shown in an example below.

In this example:

 Winch capacity : 16 T x 15 m/min

 Mooring line MBL : 51 T

 Brake holding force : Po = 40.8 T at first layer (80 % of MBL)

 Drum diameter : Dd = 48 cm

 Rope diameter : Dr = 2.8 cm

 Effective area of hydraulic jack : A = 33.2 cm²

 Test force moment arm : L = 132.5 cm

 Rope PCD : Rpcd = Dd + Dr = 50.8 cm

 Brake torque : Tb = Po x Rpcd / 2 = 1036.3 T-cm

 Force on hydraulic jack : F = Tb / L = 7.8 T = 7800 Kg

 Therefore required pressure : P = F / A = 234.9 kg/cm² (at 80 % MBL)

= 230.5 bar

Now the setting is made as per the drawing with the bracket connected on the

drum flanges (setup above). The turn handle is used to tighten the brake as

the brake band screw tighten with respect to the brake nut. The pressure is
 increased in the hydraulic jack using a manual pump. After the pressure

reaches the calculated value (here 230.5 bar), a marking is made on the brake

band. It is held for a minute and the marking is checked to see if there is any

slip.

Clutch operation

The clutch is used to engage the drums with the main shaft. There is slot in the

drum where the clutch slides and locks in. Once engaged, the drum turns with

the main shaft. The main shaft is connected to the two drums (in this case) and

one end connected to the warping drum and other to the gear wheel. This gear

wheel is driven by another gear that is connected to the hydraulic motor.

During this test it is checked whether the clutch operates smoothly and that the

locking pins to secure the clutch in position is also proper.

Turn handle (brake handle) operation

The brake handle operation is checked for its smooth operation.

Dry running

The mooring winch is subjected to dry running (without load) for five minutes.

During this time it is checked for abnormal noise coming from the gear case.

Also the bearings are checked for any temperature rise (overheating).

The hydraulic pressure on the test supply lines and the voltage across the

electric motor (driving the shore hydraulic pump) is checked.

Conclusion

The outcome of the test has to be noted down and any suggestion has to be

mentioned in the inspection report.

Introduction

Mooring Winch Brake Holding Capacity Introduction Recently the Club’s Managers have become aware
of a number of incidents including one that involved a fatality, resulting from mooring line failure where
it appears the cause was not attributable to poor condition of equipment but rather the incorrect usage
of the mooring winches. This Risk Alert seeks to highlight the importance of ships’ crews fully
understanding the correct operation and maintenance of mooring winch brakes.
Mooring Winches:

Mooring Winches Many modern vessels are fitted with powered mooring winches with lines being
stored on a rotating drum which can be either of the single or ‘split-drum’ type. Power is usually
provided by steam, hydraulic or electrical motor, while the drum brake can be either manually or
automatically applied. Mooring winch capacity is determined at the ship design stage when factors such
as the vessel’s size, number of mooring lines to be deployed, anticipated maximum wind area and
anticipated effect of tidal conditions are considered, together with the mooring lines’ Mean Breaking
Load (MBL). After selection of the MBL of the mooring lines the winch heaving load will be set to a lower
value than the MBL to prevent the winch motor from applying excessive load. Self-tensioning mooring
winches are no longer favoured by many because of the possibility of a vessel ‘creeping’ along docksides
and jetties as a winch pays out and heaves when the ship is affected by some external force. Instead,
many vessels now apply rotating drum style winch brakes while secured alongside

Winch Brake Rendering:

Winch Brake Rendering Winch brake rendering can be considered as a ‘slipping’ of the brake band at the
points of contact between the brake band lining and the drum. As a result of rendering the brake band
can be expected to wear and is a part that should be replaced whenever its condition dictates. A
common misunderstanding is that ships’ crews appear to test mooring winch brakes for holding capacity
rather than rendering capacity. The brake is an important feature of the winch that secures the drum,
and consequently the mooring line, to the ship. Testing for holding capacity will only confirm that the
brake will hold at the given load. An important safety function of the brake is to render, allowing the line
to release any excessive load rather than retaining it and leading to the line ultimately parting if or when
the load applied becomes excessive.

Mooring Winch Brake Settings:

After mooring it is standard practice to apply the winch brake and to take the winch motor out of gear,
leaving friction between the brake lining and the winch drum to prevent rotation of the drum. Typically,
mooring winch brakes are designed to hold up to 80% of the MBL with the capability of adjusting these
to 60% of the MBL to allow for a margin of safety.

Winch Brake Setting and Testing:

The setting chosen will be proportional to the amount of pressure (tension or ‘torque’) applied to the
brake drum, either by hand, spring or hydraulic activation when the brake is engaged. The effectiveness
of the brake will also be determined by the condition of the brake lining and brake drum, as well as the
rope being correctly reeled onto the drum. Regardless of the brake type fitted, testing and direction of
reeling the mooring line on the drum in accordance with manufacturer’s instructions is important to
ensure that the brake will hold or render at the correct load.

Each winch should be tested individually when the ship is new and thereafter following the
manufacturer’s recommendation. Individual winch brakes should also be tested after completion of any
modification or repair involving the winch brakes, or upon any evidence of unexpected rendering or
wear. Records of testing should be maintained that are ‘auditable’ and can be used to obtain early signs
of brake wear. Markings applied to the winch drum that show the design holding capacity and in the case
of manual ‘screw down’ brakes, the torque required to hand wheel or lever to achieve this are
considered by the Club to be of some benefit.

Recommendations

Mooring winch brakes should be tested in accordance with winch brake manufacturer’s or shipbuilder’s
guidance or following repair or modification of associated parts. The Club recommends tests are
conducted at least annually

If not carried as part of ships’ equipment, Members should consider making a brake testing kit available
or arrange for testing to be carried out by experienced contractors.

• Procedures for testing mooring winch brakes should be made available on board.

• Ships crews should be offered guidance, or on board training in the correct type specific procedures to
be followed for testing and operating mooring winch brakes.

• The designed maximum heaving load of mooring winch motors, rendering capacity of winch brakes
and direction of heave and lowering should be clearly marked on the mooring winch.

• The torque that is to be applied to the hand wheel or handle of the brake should be clearly marked on
the winch. An alternative to this may be to fit readily adjustable stops on the winch brakes screw- thread,
but this method should retain the capability of override which should only be used with extreme care.

• Records of winch brake testing, including the torque required to achieve the correct rendering load, if
required, should be maintained on board. • Visiting superintendents should verify that winch brake
testing is completed in accordance with company procedures at internal audits.

Brake Holding Capacity

The value of the brake holding capacity in relation to the size of line is important; there would be little point
in a mooring system where the line parts at a load less than the brake holding acpacity. Brakes should have
a holding capacity of about 60% of the breaking load of the wire, which will permit slippage before the wire
breaks.

This factor should be considered when renewing lines and reference should be made to the ship’s
specification or appropriate drawings.

It should be remembered that the brake holding power is always greater than the heaving power, and that
once the brake starts to slip (render) it is impossible to heave in unless the forces causing the slippage are
reduced.

Render and Heave

Whatever the power source, all mooring winches will be affected to a greater or lesser degree by a
characteristic known as “Render/Heave Ratio”. The term “Render” is defined as the force required to turn the
winch in the opposite direction when set to heave with the driving force applied.

With hydraulic and electric driven winches, the render value is constant but with steam winches the render
value varies.
It should be noted that the heaving power is always less than the render force and it is
thus impossible to heave in after a winch has rendered unless there is a change in the
forces acting on the moorings.

Many ships are equipped with self-tensioning winches with the intention of eliminating the
need for line tending. These are designed so that a specified line tension can be pre-set,
and the winch will render (pay out) when tension in the line exceeds this value, and will
recover (heave in) when it is less than this value.

However, experience has shown that the use of such winches whilst the ship is alongside is
not a safe practice because the winch restraint is limited to its render load, which is small
compared to what it can hold on the brake. It is possible for the winches at opposite ends
of the ship to work against each other when an external force caused by either wind or
current or both is applied to one end so that the ship could ‘walk” along the jetty. In the
simple illustration given by Fig. 2 a ship is shown moored by one line at each end.