ACM L2 Marine Engineering Manual Rev 3.94
ACM L2 Marine Engineering Manual Rev 3.94
ACM L2 Marine Engineering Manual Rev 3.94
UK Headquarters
ACM Bearings Ltd
Derwent Way
Rotherham
South Yorkshire
S63 6EX
United Kingdom
sales@acmbearings.co.uk
Americas Office
ACM Composite Bearings Americas
1137 Ashland Court
Cobourg
Ontario
K9A 5S2
Canada
americas@acmbearings.co.uk
Contents
1 Nomenclature 5
2 Introduction 7
3 Application 8
7 Machining Guidelines 39
7.1 Turning 39
7.2 Grooves 39
7.3 Drilling 40
7.4 Sanding 40
7.5 Cutting/Sawing 40
7.5 Precautions 40
1 Nomenclature
𝛿 Temperature differential °C
𝑐 Chord length mm
𝐷ℎ (𝐴1). . . (𝐴2). . . (𝐴3) Housing diameter (aft section 1)...(aft section 2)...(aft section3) mm
𝐹 Bearing load N
𝐹𝑓 Fitting force N
𝐻 Hydrodynamic value -
ℎ1 , ℎ2 Stave dimensions mm
𝐿𝑆 Stave length mm
𝑆 Number of staves -
𝑇𝑚 Machining temperature °C
𝑣 Velocity m s-1
2 Introduction
ACM Composites is a world leading manufacturer and supplier of resin bonded composite materials
and non-metallic bearings to a wide cross-section of industries.
For almost thirty years, ACM Composites have developed, manufactured, supplied and supported
the application of composite materials into markets including industrial, plant, rail, marine and
offshore.
We can supply fully machined components including plain bearings, flange bearings, washers, pads,
staves, wear rings, wear strip and spherical bearings. We also offer material in sheet or tube form for
final machining at the customer.
ACM Composites offers a wide variety of materials applicable to different applications and
environments and operates a management system which incorporates ISO 9001:2008.
3 Application
ACM L2 Marine is a high load composite bearing material that has been specifically formulated for
marine environment applications. It comprises synthetic fabric reinforcement impregnated with a
thermosetting resin and solid lubricant fillers.
With virtually zero swell in water and very low thermal expansion coefficients, L2 Marine is ideally
suited to the operating conditions and working environment of rudder and pintle bearings which
can be either water, oil, grease lubricated or dry conditions. The material was developed to give
improved performance, longer life, non-lubricated operation and a maintenance free fit and forget
bearing solution.
L2 Marine is the only composite material approved to operate as a rudder bearing in wet and dry
conditions at bearing pressures up to 10 MPa. Class approvals are held from many of the world’s
foremost societies and can be found on our website.
ACM L2 Marine has been tested and approved for stern tube bearing applications and has been
proven to offer superior performance in terms of wear, extended life and low shaft wear over other
water lubricated propeller shaft bearing materials.
ACM has extensive experience supplying L2 Marine bearings for the marine and offshore industry in
a wide range of applications including rudder bearings and steering gear, water lubricated propeller
shaft bearings, bearings for anchor handling systems, crane bearings, life boat systems, winches,
stern roller bearings, offshore moorings and so on.
This manual is a guide to rudder and water lubricated stern tube bearing design and is applicable to
ACM L2 Marine material only. For other applications and other ACM materials, please refer to the
ACM General Engineering Manual (DM1). It is intended to be used in collaboration with ACM
technical staff or by persons with the appropriate training and the relevant classification society rules
should also be taken into account.
Typical physical properties are given below as guide. Due to the construction of the material,
variations in properties are expected.
Metric Imperial
Property
Value Unit Value Unit
Compressive Strength
Flatwise (normal to laminations) 375 MPa 54,390 lb in-2
Edgewise (parallel to laminations) 150 MPa 21,756 lb in-2
Coefficient of Friction
Dry sliding on stainless steel 0.13 -0.15 - 0.13 - 0.15 -
Table 1: Properties of ACM L2 Marine
[Above values are typical and are tested according to the relevant BS EN ISO standard]
Table 2 below compares the important marine bearing properties of ACM L2 Marine with those of
alternative materials.
Thermoplastic
Alternative
Composite
Elastomer
Synthetic
Polyester
Phenolic
ACM L2
Polymer
Marine
Bronze
Cotton
Property Unit
Thermal expansion coefficient x10ˉ5 °C-1 5.0 5.0 23 4.0 6.0 1.8
[Above values are typical. Values for ACM L2 Marine are tested according to the relevant BS EN ISO
standard]
4.2 Swell
Swell in water is an important consideration with marine materials. Unlike many other rudder and
stern tube bearing materials, ACM L2 Marine has almost zero swell in water and therefore does not
suffer from a reduction in mechanical properties as a result of water absorption. The value is small
enough to be negligible and accordingly it is not considered in the calculations that follow.
4.3 Wear
ACM L2 Marine is the only composite material approved to operate as a rudder bearing in wet and
dry conditions. Under dry running conditions in the rudder bearing application, ACM L2 Marine
shows lower wear than many competing materials.
0.12
0.1
0.08
Wear /mm/10,000 cycles
0.06
0.04
0.02
0
ACM L2 Marine Molybdenum Filled Unlubricated Phenolic Molybdenum Filled Elastomeric
Phenolic Polyester
Figure 1: Dry running wear comparison
In the water lubricated stern tube bearing application, ACM L2 Marine shows considerably less wear
in gritted sea water than competing elastomer based alternatives.
1.1
1.0
0.9
0.8
Elastomer
0.7
L2 Marine
0.6
Wear /mm
0.5
0.4
0.3
0.2
0.1
0.0
0 10 20 30 40 50 60 70 80 90 100
Time /hours
[Test parameters: Bearing pressure 0.48 MPa, stainless steel (EN ISO 316) shaft diameter 50 mm, shaft
speed 55 rpm, water flow rate 7.5 ℓ min-1, silica particles of size specified by MoD]
The 2013 Vessel General Permit (VGP) regulations require the use of an environmentally acceptable
lubricant (EAL) for all oil to sea interfaces for vessels unless technically infeasible. The intent of this
new requirement is to reduce the environmental impact of lubricant discharges on the ecosystem by
increasing the use of EALs for vessels operating in waters of the United States. In time, these or
similar rules regarding EALs are likely to be adopted around the world.
The lubricants should be used in a wide range of equipment, including stern tubes, rudders,
stabilisers, thrusters, azipods, stern rollers and any mechanical equipment subject to immersion such
as dredges and grabs. Oil leakage from oil lubricated stern tube bearings was once considered
normal but is disallowed under VGP regulations unless an EAL is used. Many class societies and the
VGP regulations themselves advocate seawater lubricated propeller shaft bearings as an alternative.
Users of ACM L2 Marine are one step ahead of the VGP and any future regulations. The complete
ACM range of materials, including L2 Marine, is fully compatible with EALs. Material properties
remain the same and there is no degradation of ACM materials in contact with these types of
lubricant. Further, in many applications ACM materials can run dry or in conjunction with nature’s
own EAL – water.
4.5 Availability
ACM Composites’ materials can be supplied as finish machined components or as semi-finished tube
or sheet. The standard range of sizes is given below; non-standard sizes are available.
In order to follow the calculation method for rudder bearing design in this manual you will need to
know:
In order to determine machining sizes for a repair, you will also need to know:
The internal diameter of the housing should be measured at a minimum of three positions along the
length, with at least two measurements taken at each position 90° to each other and averaged. This
is especially important with repair work.
ACM rudder bearings fitted with interference will take up the shape of the housing due to the
elasticity of the material. Oval or tapered housings are acceptable if the problem is not excessive (0.1
mm per 100 mm).
The use of a retaining ring or a shouldered housing bore is recommended. Lead in chamfers are
required on the housing to prevent shaving of the bearing when press fitting.
The shaft or liner in contact with the ACM L2 Marine bearing when water lubricated must be a
corrosion resistant material to ensure low wear.
The diameter of the shaft should be constant over the length of the bearing operating surface. The
surface finish should be a maximum of 1.2 m Ra.
Nominal bearing pressure is calculated (in line with classification society methods) using the
projected area method:
𝐹
𝑃=
𝐿𝐷𝑠
The bearing pressure in rudder applications is normally limited by the relevant classification society
however ACM L2 Marine is capable of supporting much higher loads and this application is well
within the capabilities of the material.
The bearing length will generally be recommended according to classification rules or in repair
situations will be determined by existing hardware. Typical bearing lengths are:
𝐿𝑀 = 𝐷𝑠
𝐿𝑃 (𝑚𝑖𝑛) = 𝐷𝑠
𝐿𝑃 (𝑚𝑎𝑥) = 1.5𝐷𝑠
In repair situations, the wall thickness of the bearing(s) will be dictated by the existing shaft and
housing dimensions.
For the design of new bearings, the wall thickness (in mm) should be calculated using the formula:
𝑤𝑟 = (0.035 × 𝐷𝑠 ) + 2
Alternatively, the recommended wall thickness can be determined from the chart below:
60
50
40
Wall thickness /mm
30
20
10
0
0 200 400 600 800 1000 1200 1400
Shaft Diameter /mm
When the optimum wall thickness is used, the interference will transfer 100% into the ID. Larger wall
thicknesses may give a reduced bore closure and result in a larger running clearance. If in doubt
consult ACM.
Once the wall thickness is determined, the housing size can then be calculated:
𝐷ℎ = 𝐷𝑠 + 2𝑤𝑟
ACM composite bearings require larger interferences than metal bearings due to the lower
compressive modulus. The interference is also dependant on the minimum operating temperature
of the bearing.
The level of interference recommended by ACM should be calculated using the formula:
2 + 0.05𝛿
𝐼 = 𝐷𝑠 ( ) − 0.12
1000
Where:
𝛿 = 𝑇𝑚 − 𝑇𝑚𝑖𝑛
Figure 5 shows example interferences for bearings machined at 20 °C for various operating
temperatures.
6.0
-20°C
5.0
-10°C
4.0 0°C
Interference /mm
10°C
3.0
20°C
2.0
1.0
0.0
200 400 600 800 1000 1200 1400
Shaft Diameter /mm
Figure 5: Interference for various operating temperatures when machined at 20 °C
Where alignment is good and housing distortion is minimal then the minimum running clearance
recommended for ACM L2 Marine in the rudder bearing application is shown in Figure 6 (lower line)
and is given by:
In general ACM Composites recommend a value that is the mean of the recommended minimum
and the typical classification society values. This is shown in Figure 6 (upper line) and is given by:
3.5
3.0
Diametral Running Clearance /mm
2.5
2.0
Typical Clearance
1.5
Minimum Clearance
1.0
0.5
0.0
0 200 400 600 800 1000 1200 1400
Shaft Diameter /mm
Table 3 shows our typical machining tolerances for rudder bearings. You may use your own tolerance
bands if they differ from these.
Once the shaft diameter, housing diameter, interference and running clearance are known, the
bearing sizes can be calculated using the following formulae:
𝑂𝐷𝑚𝑎𝑥 = 𝑂𝐷𝑚𝑖𝑛 + 𝑚
𝐼𝐷𝑚𝑎𝑥 = 𝐼𝐷𝑚𝑖𝑛 + 𝑚
For bearings fitted with interference, the ID after fitting is given by:
This section of the manual provides general information on the design of stern tube bearings in ACM
L2 Marine material.
In order to determine machining sizes for a repair, you will also need to know:
ACM L2 Marine bearings require full radial support from the housing around their circumference and
along their full length. Any holes or cavities in the housing should be filled or the housing lined.
The internal diameter of the housing should be constant over its length and machined to ISO H7
tolerances or smaller. The surface finish should be a maximum of 1.6 m Ra. For tube bearings which
are retained with an interference fit, the entrance to the housing and any internal steps should be
chamfered to prevent shaving of the bearing during installation.
The shaft or liner in contact with the ACM L2 Marine bearing must be a corrosion resistant material
to ensure low wear.
The external diameter of the shaft should be constant over the length of the bearing operating
surface and machined to ISO h7 tolerances or smaller. The surface finish should be a maximum of
0.8 m Ra.
During docking or extended periods of inactivity the shaft should be rotated using the turning gear
for a maximum of 30 minutes every 7 days to prevent the build-up of marine growth.
Nominal bearing pressure is calculated (in line with classification society methods) using the
projected area method:
𝐹
𝑃=
𝐿𝐷𝑠
The bearing pressure in rudder applications is normally limited by the relevant classification society
however ACM L2 Marine is capable of supporting much higher loads and this application is well
within the capabilities of the material.
For maximum performance and life, L2 Marine water lubricated stern tube bearings should be
designed to run hydrodynamically. Hydrodynamic speeds are calculated based on empirically
derived 𝑣 ⁄ 𝑃 values and vary depending on the length diameter ratio of the bearing.
𝑣
𝐻=
𝑃
𝐿: 𝐷 Ratio Minimum 𝐻
2.5 : 1 1360
2.0 : 1 1700
1.5 : 1 2040
1.0 : 1.0 2380
Table 4: Values of 𝐻
The minimum shaft speed can be determined using the above values and the formula:
𝐻𝑃
𝑛 = 60
𝜋𝐷𝑠
If the vessel is operated for sustained periods below this speed, then it is likely that hydrodynamic
running will not occur. At these times, the rate of bearing wear will increase.
ACM L2 Marine stern tube bearings require seawater lubrication. This is typically achieved by free
flooding the bracket bearings and by providing a continuous pumped supply to the forward end of
the stern tube. The minimum flow rate is given by:
𝑄 = 0.15𝐷𝑠
The pump capacity should exceed the external hydrostatic pressure and it is good practice to install
a redundant pumping system to prevent loss of flow in the event of a primary pump failure.
It is recommended that a filter with a mesh size of 10 microns is used to prevent ingress of abrasive
particles. A flow meter should be used to indicate loss of water flow.
The temperature of the water supply should not exceed 40 °C (104 °F) and it is good practice to
install temperature sensors in order to monitor the bearing temperature during operation.
Full axial support of the bearing ends can be provided from stopper and keeper rings.
Normal practice is to bolt the rings in position. Alternatively, the stopper ring can be designed as an
integral part of the cast stern tube housing, but the external keeper ring must be bolted into position
to allow bearing fitting.
The inner diameter of the ring should match the end cross section of the bearing both in terms of
diameter and profile.
ACM L2 Marine water lubricated stern tube bearings can take the form of tube bearings, half shell
bearings and staves.
The design of each type of bearing is based around the shaft diameter, 𝐷𝑠 .
The bearing lengths are optimised to ensure maximum bearing pressures set by the appropriate
classification societies are not exceeded. Bearing lengths recommended by ACM are:
𝐿𝐹 = 𝐷𝑠
𝐿𝐵 = 𝐿𝐴 = 2𝐷𝑠
𝐿𝐵 (𝑚𝑖𝑛) = 𝐿𝐴 (𝑚𝑖𝑛) = 1.5𝐷𝑠
𝐿𝐵 (𝑚𝑎𝑥) = 𝐿𝐴 (𝑚𝑎𝑥) = 2.5𝐷𝑠
𝐿𝑆 (𝑚𝑖𝑛) = 4𝐷𝑠
In repair situations, the wall thickness of the bearing(s) will be dictated by the existing shaft and
housing dimensions.
For the design of new bearings, the minimum wall thickness (in mm) should be calculated using the
formula:
𝑤𝑟 = (0.025𝐷𝑠 ) + 8
Alternatively, the recommended wall thickness can be determined from the chart below:
25.0
20.0
Wall thickness /mm
15.0
10.0
5.0
0.0
0 100 200 300 400 500 600
Shaft Diameter /mm
Figure 8: Recommended wall thickness
When the optimum wall thickness is used, the interference will transfer 100% into the ID. Larger wall
thicknesses may give a reduced bore closure and result in a larger running clearance. If in doubt
consult ACM.
Once the wall thickness is determined, the housing size can then be calculated:
𝐷ℎ = 𝐷𝑠 + 2𝑤𝑟
The minimum diametral running clearance which must be maintained at all points around the ID and
along the length of the bearing after fitting is given by:
The style of wash way is dependent on the bearing size and design.
If 𝐷𝑠 ≤ 200 mm ACM recommend the use of longitudinal grooves according Table 5 below. Groove
details for diameters greater than 200 mm are also included in case this design is preferred.
Shaft Diameter /mm Grooves Groove Depth /mm Groove Width /mm
< 60 4
60 - 119 5 𝑤𝑟
120 - 199 7
200 - 249 8
250 - 299 9
0.85𝑤𝑟
300 - 349 10 0.5𝑤𝑟
350 - 399 11
400 - 449 12
450 - 499 13
0.80𝑤𝑟
500 - 549 14
550 - 599 15
Table 5: Groove detail
The grooves should be equally spaced around the bearing ID and symmetrical about the vertical axis.
The bottom dead centre (BDC) position groove should be omitted as this is the region of maximum
bearing load.
The recommended minimum wall thickness should be used for calculation of groove dimensions.
This is especially important where the actual wall may be much greater than the recommended wall.
For single propeller vessels, the wash ways are centralised about the horizontal axis whilst for twin
propeller vessels the wash ways should be located at 60° from the top dead centre (TDC) position.
𝑟𝑤 = 0.33𝐷𝑠
An alternative to dual wash ways is the Pametrada wash way which consists of upper wash ways at
35° from TDC and lower wash ways 80° from BDC. This design is typically only used if specifically
requested by the customer. For a 120° arc of contact bearing, the wash way dimensions are given
by:
𝑟𝑙 = 0.31𝐷𝑠 𝑘𝑙 = 0.21𝐷𝑠
𝑟𝑢 = 0.28𝐷𝑠 𝑘𝑢 = 0.24𝐷𝑠
Table 7 shows our typical machining tolerances. You may use your own tolerance bands if they differ
from these.
To ease handling, machining and installation the bearing length should be designed in a number of
sections of equal length as shown below:
Where adjacent bearing sections meet, the inside diameter should not be chamfered. Instead the
bearing ID should only be chamfered at the bearing extremities at an angle of 12° from the ID and
for a length given in Table 9:
To aid bearing installation, the housing diameter and the corresponding bearing outer diameters
should be stepped to suit the number of sections. Housing diameters should increase by 2 mm per
step.
The step length should be adjusted by 5 mm to ensure that the bearing section length clears the
housing. Optimum housing diameters are given by:
𝐷ℎ (𝐴1) = 𝐷𝑠 + 2(0.025𝐷𝑠 + 8)
𝐷ℎ (𝐴2) = 𝐷ℎ (𝐴1) + 2
𝐷ℎ (𝐴3) = 𝐷ℎ (𝐴1) + 4
𝐷ℎ (𝐹1) = 𝐷𝑠 + 2(0.025𝐷𝑠 + 8)
𝐷ℎ (𝐹2) = 𝐷ℎ (𝐹1) + 2
6.3.3 Interference
ACM composite bearings require larger interferences than metal bearings due to the lower
compressive modulus. After fitting, the interference will transfer 100% into the ID of the bearing.
The minimum level of interference recommended by ACM for L2 Marine material should be
calculated using the formula:
𝐼𝑚𝑖𝑛 = 0.0026𝐷𝑠
Once the shaft diameter, housing diameter, interference, running clearance and machining
tolerances are known, the bearing sizes can be calculated using the following formulae:
𝑂𝐷𝑚𝑎𝑥 = 𝑂𝐷𝑚𝑖𝑛 + 𝑚
𝐼𝐷𝑚𝑎𝑥 = 𝐼𝐷𝑚𝑖𝑛 + 𝑚
For bearings fitted with interference, the ID after fitting is given by:
Some classification societies may not accept interference fit alone. In these cases, a bronze anti-
rotation key should be used.
Where fitted, the keyway should have a minimum 1 mm clearance on width and depth. Standard
dimensions are given below:
Key Keyway
Shaft Diameter /mm
Width /mm Depth /mm Width /mm Depth /mm
200 - 299 26 6.0 27 7.0
300 - 399 26 8.0 27 9.0
400 - 499 31 9.5 32 10.5
500 - 550 31 11.0 32 12.0
Table 10: Key and keyway dimensions
The depth applies to the first bearing section and the slot depth should be increased to follow the
housing steps.
The key should ideally be situated TDC and must extend the full bearing length. For stepped
housings, the key’s depth should be stepped correspondingly to maintain a constant centreline to
key distance along the bearing length. The depth given in Table 9 applies to the first bearing section
and the slot depth should be increased to follow the housing steps.
Longitudinal alignment of the key should be to within ±0.5 mm and the method of securing must
be sufficient to resist the torque generated at initial engine start-up.
Half shell bearings are supplied with a machining allowance on the ID for final machining after
installation.
To ease handling, machining and installation the bearing length should be designed in a number of
sections of equal length as shown below:
Half shell bearings are not installed with an interference fit; therefore, housing steps are not required.
𝐷ℎ = 𝐷𝑠 + 2(0.025𝐷𝑠 + 8)
Once the shaft diameter, housing diameter, running clearance and machining tolerances are known
the bearing sizes can be calculated using the following formulae:
𝑂𝐷𝑚𝑖𝑛 = 𝐷ℎ (𝑚𝑎𝑥)
𝑂𝐷𝑚𝑎𝑥 = 𝑂𝐷𝑚𝑖𝑛 + 𝑚
𝐼𝐷𝑚𝑎𝑥 = 𝐼𝐷𝑚𝑖𝑛 + 𝑚
The ID of the bearings should be final machined after installation to the calculated sizes.
The bearing segments require bronze keeper bars to prevent rotation. The keeper bars should be
positioned in the horizontal axis, with a 10° taper to apply radial pressure to the bearing. This ensures
that there are no gaps between the housing ID and bearing OD.
Half shell bearings are supplied at an arc of 168° to allow for machining allowances of the arc length.
The width of the outer face of the keeper bar is given by:
14𝜋𝐷ℎ
𝑏=
360
The thickness of the keeper bar should be designed to be level with the lubrication wash ways.
Keeper bars should be externally secured with M12 cap head bolts to prevent the possibility of the
bolts working loose and entering the wash way space. If external bolting is not possible, a thread
locking agent should be used on assembly.
Historically staves have been used for in naval applications but the design has now been superseded
by half shell bearings. Staves typically have a larger length to diameter ratio than half shell bearings
and cost savings can be made by switching to shorter half shell bearings. However, this can incur
additional costs due to the manufacture of new support rings and keeper bars therefore the ship
owner may prefer to keep the original stave design.
As with half shell bearings, the staves are supplied with a machining allowance on the ID for final
machining after installation.
The number of staves is determined using a nominal arc length of between 45 mm and 100 mm,
remembering to account for the two keeper bars.
𝜋𝐷ℎ
𝑆= −2
𝑎𝑛𝑜𝑚
The value of 𝑆 should be rounded up to the next even number divisible by 3 or 4. Then the remaining
stave dimensions can be calculated:
180
𝐶𝑚𝑖𝑛 = 𝐷ℎ 𝑠𝑖𝑛 ( 𝑆
)
𝜋𝐷ℎ
𝑎=
𝑆
𝐷ℎ − 𝐷𝑠
ℎ1 =
4
𝐷ℎ − 𝐷𝑠 − 6
ℎ2 =
2
Values of 𝑐𝑚𝑖𝑛 and 𝑎 should be rounded to one decimal place and values for ℎ should be rounded
to the nearest integer.
With the known shaft diameter, housing diameter, running clearance and machining tolerances the
bearing sizes can be calculated, in the same manner as for half shell bearings, using the following
formulae:
𝑂𝐷𝑚𝑖𝑛 = 𝐷ℎ (𝑚𝑎𝑥)
𝑂𝐷𝑚𝑎𝑥 = 𝑂𝐷𝑚𝑖𝑛 + 𝑚
𝐼𝐷𝑚𝑎𝑥 = 𝐼𝐷𝑚𝑖𝑛 + 𝑚
The ID of the bearings should be final machined after installation to the calculated sizes.
Stave bearings require bronze keeper bars to prevent rotation. The keeper bars should be positioned
in the horizontal axis, with a 10° taper to apply radial pressure to the bearing. This ensures that there
are no gaps between the housing ID and bearing OD.
For stave bearings, the keeper bar width is typically equal to the width of one of the staves and the
thickness of the keeper bar should be designed to be level with the lubrication wash ways.
Keeper bars should be externally secured with M12 cap head bolts to prevent the possibility of the
bolts working loose and entering the wash way space. If external bolting is not possible, a thread
locking agent should be used on assembly.
7 Machining Guidelines
ACM L2 Marine should be machined dry, without coolant, and with a surface cutting speed of 300 –
350 m/min (5.0 – 5.8 m/s).
7.1 Turning
Turning can be performed using conventional tungsten carbide turning tool tips; however prolonged
tool life can be achieved by using diamond tipped inserts. Tip geometry is given in Table 12.
Recommended speed and feed rates for turning are given in Table 13 below.
7.2 Grooves
Radial grooves can be machined using the information for turning operations above.
Axial grooves should be milled. For milling, use the turning speeds above with a feed rate of 0.25 –
0.38 mm per tooth to prevent overheating of the material and to prolong tool life.
7.3 Drilling
Standard HSS drill bits can be used for drilling operations but carbide tipped drill bits are
recommended for prolonged drilling. Typical speeds and feed rates are given in Table 14.
7.4 Sanding
ACM material should be sanded using silicon carbide sanding belts. Belts containing aluminium oxide
can result in scoring and contamination.
7.5 Cutting/Sawing
ACM material can be easily cut using conventional band and circular saws.
7.6 Precautions
Good ventilation and dust extraction are recommended during any type of machining and operators
are advised to wear a non-toxic particle mask to avoid dust particle inhalation.
All ACM grades are non-toxic and asbestos free; the dust is classified as a nuisance dust only. A MSDS
is included at the end of this manual.
Freeze fitting using liquid nitrogen is the preferred method of installing ACM L2 Marine rudder
bearings and stern tube bearings (where interference is used). The preferred method of freeze fitting
(immersion) is detailed below:
a. Select or manufacture a thin wall steel container which can be clad with insulating material
around its outside diameter. The container should be just large enough to hold the bearing
and allow it to be completely immersed in the liquid nitrogen.
b. Measure the OD of the bearing and record the largest result. The OD should be measured at
a minimum of three positions along the length, with at least two measurements taken at each
position 90° to each other.
c. Measure the ID of the housing and record the smallest result. Again, the ID should be
measured at a minimum of three positions along the length, with at least two measurements
taken at each position 90° to each other.
d. Place the bearing into the container then start to pour in the nitrogen. For the first few
moments the nitrogen will boil off as soon as it contacts the steel surface. Once the steel
surface has cooled sufficiently the nitrogen will start to fill the container.
e. Due to the extreme temperature differential the liquid nitrogen will continue to boil off for
some time. During this period, it will be necessary to keep topping up the container ensuring
the bearing is completely covered by the nitrogen. An insulated cover will reduce the amount
of liquid lost.
f. When the boiling has subsided, the bearing should be left to stand in the nitrogen for a
further period of time. This will be dependent upon the bearing size and can vary from a
minimum of 10 minutes for small bearings, up to 45 minutes for larger bearings. The bearing
can be raised slightly out of the container and the OD measured for sufficient contraction.
g. Once the OD of the bearing has shrunk to allow clearance between it and the housing ID, the
bearing can be removed from the container and offered to the housing for fitting. This should
be done as quickly as possible as the bearing will begin to return to its original size once
removed from the nitrogen. Handling equipment in contact with the bearing and liquid
nitrogen will need to be resistant to cryogenic temperatures.
h. Once the bearing is in position it should be held there until its temperature returns to
ambient.
When working with liquid nitrogen operators should ensure they are fully conversant with the
necessary precautions for its handling and use, as prescribed by the liquid nitrogen supplier. The
correct protective clothing and eye protection should be used at all times. Liquid nitrogen is oxygen
depleting and should not be used in confined spaces.
It should be noted that dry ice and alcohol will typically will not give sufficient shrinkage of the
bearing to facilitate freeze fitting unless the interference is small and is not recommended unless
additional mechanical force to press fit is also used.
When press fitting it is important to ensure that the bearing is in line with the housing and where
possible a lead-in chamfer should be machined onto the end of the bearing to be inserted first.
Assuming that the principles in this design guide have been followed the fitting force can be
estimated using the formula;
𝐹𝑓 = 0.4𝐼𝑚𝑎𝑥 𝐷𝑠 2 + 5000
This value with the addition of a safety factor should be considered when selecting equipment for
the operation.
The force required to fit depends on the level of interference, machining tolerances and the friction
between the housing and bearing finishes and can vary considerably. If fitting forces experienced are
greater than those suggested by the formula, it should not cause concern.
It is important that the fitting force is equally distributed around the bearing cross section using a
pressing plate which takes the form of a round flat steel plate 35 – 40 mm thick, the OD of which is
10 mm less than 𝐷ℎ .
Application of a lubricant to assist fitting is not recommended and it should be ensured that all sharp
corners are removed from the bearing housing.
The bearings should be inserted as smoothly and continuously as possible, ideally in one continuous
movement. In reality this is difficult to achieve but interruptions should be kept to a minimum.
After fitting is completed the material should be left ideally overnight but for a minimum of three
hours before final dimensions are taken.
In addition to the information in Sections 8.1 thru 8.3, for (stern) tube type bearings it may also be
necessary to cut clearance grooves in the plate for the anti-rotation key, but the plate should cover
70% of the bearing cross section.
The bearing or bearing section must be aligned to its housing and anti-rotation key before fitting
commences and throughout insertion. Once the bearing contacts the stopper ring or its adjacent
section, there will be a sharp rise in the pressure on the pressing plate. At this point the force applied
should be removed to prevent damage to the bearings. Once fitted there should be no gaps between
the bearing sections or the stopper ring.
The keeper ring can then be fitted, ensuring no gap between it and the bearing.
One of the keeper bars should be bolted into position with a 0.6 mm shim on the bearing ID side. A
10° angle should be machined on the corresponding side of the bearing to match the keeper bar
angle.
Fit the half shell with the machined edge tight against the keeper bar. There should be no gaps
between the bearing shell and the housing and it may be necessary to use clamps to remove any
gaps that do exist. Ensure that if clamps are used, the surface of the ACM L2 Marine material is
protected.
The remaining keeper bar can now be used to mark the end face of the bearing to allow machining
of a 10° angle on the remaining edge.
Remove the shim from underneath the keeper bar and refit the bar. The bearing shell can now be
refitted, using clamps to hold in position if necessary. The second keeper bar can now be fitted and
the clamps removed.
With both keeper bars in place, check for any gaps between the bearing shell and the housing.
Remove the keeper bar bolts one at a time and retighten with thread locking agent to prevent the
bolts working loose during operation.
The ID of the bearing shells should be final machined after installation to the calculated sizes.
The stave arc length is calculated to produce a small material allowance. When the staves are fitted,
the staves next to the keeper bars require machining of this arc length to produce a transition fit.
After the keeper bars have been bolted into position there should be no gaps between the staves
and the housing.
The ID of the staves should be final machined after installation to the calculated sizes.
8.6 Bonding
Wherever possible, interference fit or mechanical location is the preferred method of fitting ACM L2
Marine bearings however they can also be bonded into the housing using a suitable adhesive or
chocking compound such as Araldite, Belzona or Chockfast. This can be especially effective if the
housing is eccentric or otherwise deformed. The manufacture’s guidelines on the gap fill ability of
the adhesive should be considered.
Ensure no oxides or greases are present on the housing surface or bearing OD. Remove oxide
residue using abrasive paper or wire wool and degrease using a suitable degreasing solvent.
Contact between the solvent and ACM L2 Marine should be kept as brief as possible.
Roughen the housing ID, ideally using shot blasting and ensure all surface particles are
removed. The ACM L2 Marine surface does not need to be roughened.
Once in position, the bearing(s) will require support while the adhesive cures. Cure time will
vary according to the ambient conditions.
The bearing ID dimensions should be measured and recorded with measurements taken along the
length at positions 90° to each other.
For tube bearings the correct interference should be confirmed by verifying that the bearing ID has
reduced by an amount equal to the interference applied.
Once the bearing ID measurements have been taken the running clearance can be verified. The
running clearance must be equal to or greater than 𝑅𝑚𝑖𝑛 . Any regions where this is not the case
should have excess material removed using abrasive paper and any rectification recorded.
The bearing running surface should be verified as straight and flat to within 0.1 mm and the bearing
ends must be fully supported by the stopper and keeper rings. There should be no continuous gaps
between the rings and the bearing; however, localised intermittent gaps of up to 0.1 mm wide may
be accepted.
The bearing should be lightly tapped with a small hammer. Any hollow sounds will indicate a gap
between the bearing and housing and will require removal of the bearing to investigate the cause.
Once installation and checking is complete then the bearing surface should be protected if the shaft
is not to be immediately fitted.
ACM recommend that a new propeller shaft bearing should be run-in according to the procedure
below.
Ensure the propeller shaft bearing water pump is fully operational and all filters are clean.
Use the turning gear to rotate the shaft in the ahead direction for a minimum of 25 shaft
revolutions. If possible, repeat in the astern direction.
The bearing should now be fully commissioned. During docking or extended periods of inactivity the
shaft should be rotated using the turning gear for a maximum of 30 minutes every 7 days to prevent
the build-up of marine growth.
Engineering measures When machining use local extraction. Collect dust for
disposal
Machined swarf is flammable
Hygiene measures Avoid breathing machined dust
Occupational exposure limits
Chemical name Dust
OEL (UK) <10 mg m-3 8 hour TWA total inhalable dust
<10 mg m-3 8 hour respirable dust
Personal protective equipment
Respiratory system Dust mask, minimum type FFP1
Skin and body Work clothing
Hands Not applicable
Eyes Safety glasses when machining
Other protective equipment Not applicable
Stability Stable
Conditions to avoid None known
Materials to avoid None known
Hazardous reactions None known
Hazardous decomposition products Decomposition does not occur under recommended
storage and handling
This safety data sheet is based on ACM Bearings Ltd present knowledge and experience and is
intended to serve as a guide for safe handling of the product regarding to health and environmental
aspects.
The information given in this data sheet was obtained from sources we believe are reliable. The
information is, however, provided without any representation or warranty, expressed or implied,
regarding its accuracy or correctness.
The conditions or methods of handling, storage, use and disposal of the product are beyond our
control and may be beyond our knowledge. For this, and other reasons, we do not assume
responsibility and expressly disclaim liability for loss, damage or expense arising out of or in any way
connected with the handling, storage, use or disposal of the product.
Americas Office
ACM Composite Bearings Americas
1137 Ashland Court
Cobourg
Ontario
K9A 5S2
Canada