No.

6/95 SHIP TYPE: General Cargo SIZE(GRT): 4000

Edited by DSO-245 BUILT YEAR: 1991

Broken tailshaft
Course of events The vessel in question was under way to T aiwan loaded with containers when problems arose with the controllable pitch propeller. The vessel was disabled and tug assistance had to be called. The voyage continued under tow to the discharge port where survey ascertained that the tailshaft was broken. After discharging the cargo the vessel was dry-docked. Extent of damage On withdrawing the tailshaft it was discovered that the shaft had broken between the forward and aft stern tube bearings (see diagram). The shaft ran in water-lubricated rubber bearings and was not fitted with a continuous liner. Between the forward and aft bronze liners, the shaft was covered by a GRP (Glass Reinforced Polyester) lining. When the remaining pieces of GRP were removed, it was found that the shaft was heavily corroded in the area of the fracture. The aft rubber bearing was missing and the forward one completely destroyed.

Probable cause The GRP shaft lining had probably failed and allowed water to reach the steel surface beneath the cover. With corrosion arising from the penetration of water, the fatigue life of the steel was reduced and lead to a fatigue failure of the tailshaft. The incident probably began as a torsional corrosion fatigue cracking and culminated in a total torsional rupture of the shaft. Apparently the GRP lining protection between the two liners had not been fitted correctly. Lessons to be learned Experience has shown that it is very difficult to obtain a completely watertight connection between a bronze liner and the protective coating if either GRP or rubber is used. Furthermore, if the coating is damaged during mounting or dismantling of the shaft, water may enter between the coating and the steel and give rise to corrosion, even if the damage appears negligible. Ordinary inspection will not reveal any corrosion of the steel shaft. The coating must be removed completely, and subsequent refitting must include complete recoating if future shaft failure is to be avoided. Conclusion Water-lubricated stern tube arrangements involving shafts without continuous liners are vulnerable to damage as described above and should therefore be avoided.

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