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Appendix D Fatigue Crack Growth Analyses of Propeller Shaft by Det Norske Veritas

DET NORSKE VERITASTM REPORT

FATIGUE CRACK GROWTH ANALYSES OF PROPELLER SHAFT

Interislander

DNV Doc. No./Report No.: 18Q5SWV-1/2014-3010 Date of Issue: 2014-01-17

Revision: 0

Project Name: Fatigue crack growth analyses of propeller shaft Report Title:

DNV Doc. No./Report No.: 18Q5SWV-1/2014-3010 Revision: 0 Date of Issue: 2014-01-17 Page 3 of 15

Table of Contents

1 EXECUTIVE SUMMARY ........................................................................................................ 4

2 INTRODUCTION ...................................................................................................................... 4

2.1 Objective 4

2.2 Assessment premises 4

3 ABBREVIATIONS .................................................................................................................... 5

4 THE PRINCIPAL OF FRACTURE INTEGRITY ASSESSMENTS ........................................ 6

5 DESCRIPTION OF THE FRACTURE MECHANICS ANALYSES ....................................... 8

5.1 Unstable fracture 8

5.2 Fatigue crack growth analyses 9

6 RESULTS ................................................................................................................................. 11

6.1 Critical flaw height 11

6.2 Fatigue life until 140.8mm flaw height 12

7 CONCLUSIONS ...................................................................................................................... 14

8 REFERENCES ......................................................................................................................... 14



1 EXECUTIVE SUMMARY One of two propeller shafts of the Interislander’s vessel Arater has broken. Interislander is questioning if the vessel may sail with the remaining propeller to Singapore or another port for repair.

DNV GL Materials Laboratory Section has performed fracture mechanics fatigue crack growth and unstable fracture assessments to determine the remaining fatigue life time based on different input assumptions.

A conclusion on the remaining fatigue life must be interpreted based on the NDT performed and the findings in this report.

2 INTRODUCTION One of two propeller shafts of the Interislander’s vessel Arater has broken. Interislander is questioning if the vessel may sail with the remaining propeller to Singapore or another port for repair.

The remaining shaft has been subject to NDT inspection without any indication of fatigue cracks. However, it is not possible to guarantee that there is no fatigue cracks in the shaft because limitations with the NDT equipment. Hence, it has been assumed that the shaft may have up to 5-10mm deep fatigue cracks.

DNV GL has been contracted by Interislander to perform fracture mechanics analyses in order to evaluate the remaining fatigue life until unstable fracture or an unacceptable large fatigue crack has developed.

Various levels of initial flaw sizes, different fracture toughness propertries, different crack growth parameters and maximum stress levels have been assumed and the remaining service life until unstable fracture have been calculated.

No calculations or evaluations of the fractured shaft are included in this report.

2.1 Objective The objective of this report is to summarize the fracture integrity assessments performed for the remaining shaft of Arater. The results may be used to give a robust evaluation of the remaining service life based on information about cracks from NDT inspection.

2.2 Assessment premises Information relevant for the fracture mechanics analyses are summarized in Table 2-1.

Table 2-1 Relevant input parameters

Parameter/description Value Shaft diameter, D 352 mm Shaft material C-Mn steel, similar to C40 or maybe S355J2G3+N Specified minimum yield stress, SMYS Probably around 320-360MPa Specified minimum tensile strength, SMTS Probably around 450-500MPa E-modulus 207000 N/mm2 Poison’s ratio 0.3 Temperature range Not considered to affect material properties and the

assessments



Fracture mechanics analyses are a valid tool for assessing the criticality of planar flaws and cracks. DNV GL has no information about planar flaws or cracks in the remaining shaft, but it is understood that NDT has been performed without findings. However, it is not for sure that the NDT technique used is able to detect cracks with heights less than 5-10mm. Hence, various initial flaw sizes have been assumed. The fatigue crack growth has been assessed for the initial crack sizes to grow to the critical flaw size for different maximum stress levels and fracture toughness properties. For some of the assessments the calculated fatigue life is not limited by unstable fracture, but geometry limitations for the various formulas used in the assessments, i.e. those cases will be somewhat conservative.

DNV has currently no detailed information about the exact shaft material designation or the fracture toughness properties of the propeller shaft, but different values have been assumed.

3 ABBREVIATIONS CDF Crack driving force, term used to describe how “loaded” the crack tip

is. The measure for CDF in ductile materials under static loading is the applied J or CTOD and K for dynamic loading

CTOD Crack tip opening displacement. A measure describing how much a crack opens during loading. CTOD is used both as a measure for CDF (CTODapp) and a measure for the fracture toughness property of a material (CTODmat)

J The J- integral. This is a measure that similarly to CTOD describes the fracture toughness properties of a material or the CDF

K, K Stress intensity factor. Parameter describing the fracture toughness properties or the CDF considering quite low loading, brittle materials or dynamic loading (fatigue crack growth)

J R- curve, CTOD R- curve Describes a material’s resistance to crack growth either expressed in terms of J or CTOD

NDT Non-Destructive Testing

OD Outer diameter

Pb, Pb Bending stress and bending stress range in accordance with BS7910

a Flaw height (surface breaking flaw)

2SD Two standard deviations

WT Wall thickness

RPM Revolutions per minute



4 THE PRINCIPAL OF FRACTURE INTEGRITY ASSESSMENTS The principle of fracture integrity assessments are simple and are in general an equilibrium evaluation between the conditions trying to open up a flaw in a structural part and the materials resistance to open up. These parameters are normally referred as the Crack Driving Force (CDF) and the fracture toughness/tearing resistance if static loads are considered. Similarly if dynamic stresses are considered the crack driving force is normally described by KI which is calculated based on the dynamic stress ranges and geometry and the materials resistance to fatigue crack growth described by fatigue crack growth parameters. The principal of fracture mechanics are illustrated in Figure 4-1.

Figure 4-1 The principal of fracture mechanics analyses

Considering static loads the crack driving force is normally assessed according to formulas in specific rules and standards or directly by FE analyses. For normal ductile metallic materials and static loads the CDF is normally characterized by Japp or CTODapp and the fracture toughness is characterized as Jmat or CTODmat or, J R- or CTOD R- tearing resistance curves, in case of tearing assessment. Both the fracture toughness and tearing resistance must be established by testing.

For dynamic loads where the crack driving force typically is lower the linear-elastic stress intensity factor K is normally used both for applied KI (for a given stress range) and for describing the materials fatigue crack growth properties, da/dN = A(K)m referred as the Paris equation. KI is calculated according to BS7910 given the applied stress range and geometry of the structural detail and flaw. The fatigue crack growth parameters are established from testing, but normally values according to BS7910 are used.

In many cases it is necessary to consider both fracture given a maximum stress condition and the crack growth considering fatigue loading as illustrated in Figure 4-2.

TestingAnalyses/Calculations

Who is the strongest?

Crack Driving Force (CDF) Fracture toughness (materials resistance)



Figure 4-2 Illustration of fatigue crack growth until unstable fracture

The accuracy of the fracture integrity assessments are depending on many factors as for instance:

─ Description of global static and dynamic loads

─ Local geometry and local stress conditions

─ Materials stress-strain curve

─ The flaw size

─ How accurately the CDF is calculated (both statically and dynamically)

─ How representative the fracture toughness/tearing resistance properties are

─ How accurate the fatigue crack growth properties are specified

─ The failure criterion used (critical flaw size, specified flaw size, leakage etc.)

─ How the effect of weld residual stresses are implemented

A good tool for evaluating how important the different inputs are is to establish a good probabilistic model or to perform several input sensitivity analyses.

Initial flaw height Critical

flaw height Fatigue crack growth

Fatigue life

Number of cycles or time

Fla

w s

ize

Critical flaw size or through thickness flaw (leakage)

Initial flaw size

Fatigue life until “failure”

- Increased max applied stress - Reduced fracture toughness

Time to initiate a fatigue crack (not known)

Initial flaw length

Critical flaw length



5 DESCRIPTION OF THE FRACTURE MECHANICS ANALYSES The analyses are in general performed in accordance with BS7910, ref. /1/, and the Crakwise software, ref. /2/, has been used.

5.1 Unstable fracture The unstable fracture is mainly depending on the maximum stress normal to the crack that needs to be considered and the fracture toughness property of the material.

Hence, it is difficult to predict the fracture capacity of the shaft when theses input parameters are uncertain. However, some values which are believed to be representative have been assumed. The inputs are summarized in Table 5-1.

As long as the fracture toughness properties are not significantly lower than normally expected and/or the maximum stress is not very high, the unstable fracture is typically not important for the remaining fatigue life considering relatively small initial cracks.

A shaft speed of 160 RPM and 5200 kW has been estimated to give bending moment of 165 kNm which gives a bending stress Pb equal to 38.6 MPa. The shaft speed is now specified to be 140 RPM and using the propeller low the bending moment is calculated as 1402/1602 = 0.77x165 = 126.3 kNm. According to propeller experts a 50% increase on that is a conservative estimate of the extreme bending stress in the shaft. Hence, a reasonable extreme bending stress is 44.4MPa.

Table 5-1 Inputs applied in the fracture mechanics analyses to assess the critical flaw size

Parameter Value(s) Analysis approach BS7910, Level 2B Stress-strain curve Assumed, based on SMYS 350MPa and SMTS 500MPa with yield

plateau (conservative assumption). See Figure 5-1 Stress intensity factor (SIF) solution Semi-circular surface flaw in round bar, BS7910 M.6.2 Reference stress solution Straight-fronted and semi-circular flaws in round bar/bolt, BS7910

P.6.1 Diameter, D 352mm Maximum bending stress, Pb 44.4MPa. This will normally allow large flaws before unstable

fracture and in general unstable fracture will not influence on the fatigue life assessed. However, larger bending stresses have also been assessed.

Fracture toughness values Not known, CTOD = 0.05, 0.1 and 0.2mm assumed for the calculations

Fracture toughness conversion factor, X (constraint factor ref. BS7910)

1.0 (conservative assumption)



Figure 5-1 Assumed stress-strain curve representative for the shaft material

The fracture mechanics model describing a semi-circular surface flaw in a round bar has geometry limitations and it is not possible to calculate a fatigue crack through the whole thickness. The results are shown in Section 6.

5.2 Fatigue crack growth analyses It has been assumed that Arater will sail at 160 RPM at power 5200 kW, i.e. 8400 revolutions per hour and 201,600 revolutions (load cycles) per day. According to rough estimated performed by the Machinery Section at DNV GL the dynamic stress range is Pb = 77.1MPa based on 160 RPM and 5200 kW.

Normally the shaft will be covered in oil and the fatigue crack growth parameters for air environment in accordance with BS7910 should be applicable. However, some extent of seawater cannot be ruled out and crack growth parameters for marine environment and free corrosion have also been assessed.

The mean crack growth parameters (expected values) and the crack growth parameters for mean plus two standard deviations (characteristic design values) have been used. The parameters are in accordance with BS7910 and are summarized in Table 5-2.

0

100

200

300

400

500

600

0 1 2 3 4 5 6 7 8 9 10

En

gin

eeri

ng

stre

ss, M

pa

Engineering strain, %

Assumed stress-strain curve



Table 5-2 Fatigue crack growth parameters used (in accordance with BS7910)

Environment and reliability Crack growth parameters

K [N/mm3/2] m A

Air, mean crack growth rate 170-363 8.16 1.21E-26

>363 2.88 3.98E-13

Air, mean+2SD crack growth rate 170-315 8.16 4.37E-26

>315 2.88 6.77E-13

Marine environment under free corrosion, mean crack growth rate 0-1336 3.42 3.00E-14 >1336 1.3 1.27E-27

Marine environment under free corrosion, mean+2SD crack growth rate 0-993 3.42 8.55E-14 >993 1.3 1.93E-07



6 RESULTS

6.1 Critical flaw height

Figure 6-1 Critical flaw height versus applied maximum bending stress considering different fracture toughness properties

It is not possible to calculate critical flaw heights exceeding 140.8mm because formulas given in BS7910 are not valid for a/D>0.4.

If the fracture toughness CTOD is 0.2mm or higher and the maximum bending stress is less than 200MPa the critical flaw height will be larger than 140mm (the maximum bending stress is believed to less than 45MPa). If the fracture toughness properties are low, for instance CTOD 0.05mm, the critical flaw height will still be at least 140.8mm as long as the maximum bending stress is not higher than approximately 120MPa.

Most likely the CTOD fracture toughness is better than 0.05mm and the maximum bending stress lower than 50MPa. Hence, the remaining calculated fatigue life assessed is not dependent on unstable fracture but limitations in the formulas, i.e. the results are somewhat conservative.

However, the remaining life time after the flaw has grown to 140mm is very short and in general the unstable fracture is not important for the fatigue lives assessed unless the initial crack size is larger, the fracture toughness is lower, the maximum stress is considerably higher or a combination of these.

0

20

40

60

80

100

120

140

160

0 20 40 60 80 100 120 140 160 180 200

Cri

tica

l fla

w h

eigh

t, a

[m

m]

Maximum bending, Pb, stress in shaft, [MPa]

Critical surface breaking flaw height in propeller shaft

CTOD = 0.05mm

CTOD = 0.1mm

CTOD = 0.2mm

Formulas not valid for a/D>0.4

Not possible to calculate critical flaw heights larger than 140.8mm due to limitations in the BS7910 formulas. E.g. if the fracture toughness CTOD is higher than 0.2mm and the maximum stress is less than 200MPa, the critical flaw height is larger than 140.8mm



6.2 Fatigue life until 140.8mm flaw height The minimum initial flaw height that can be assessed is 4mm due to formula limitations. Hence, the initial flaw height has been specified as 4mm in all the assessments. However, from the crack growth versus time graphs it is still possible to read out the remaining fatigue life for other larger initial flaw heights as illustrated in Figure 6-2.

Figure 6-2 Illustration of how the assessment results should be understood

Because some seawater may be present crack growth parameters for four different situations have been assessed as follows:

─ Air environment and mean crack growth parameters (expected values)

─ Air environment and mean plus two standard deviation crack growth parameters (typical characteristic values used in design)

─ Marine environment under free corrosion and mean crack growth parameters (expected values)

─ Marine environment under free corrosion and mean plus two standard deviation crack growth parameters (typical characteristic values used in design)

The results based on 77.1MPa bending stress range and the various crack growth parameters are shown in Figure 6-3 and summarized in Table 6-1.

Fla

w h

eigh

t

Lifetime, days Initial flaw height 4mm

Flaw height 140.8mm (not unstable fracture, but very short remaining fatigue life)

Initial flaw height 20mm

Fatigue life for 4mm initial flaw height

Fatigue life for 20mm initial flaw height



Figure 6-3 Fatigue crack growth versus number of sailing days at 140 RPM

Table 6-1 Summary of the fatigue crack growth analyses performed

Environment, reliability Initial flaw height [mm] Remaining fatigue life [days]

Air, mean curve a ≤ 4 ≥ 257 a = 5 138

a = 10 27.5

Air, mean+2SD curve a ≤ 4 ≥ 76 a = 5 43

a = 10 12

Free corrosion in marine environment, mean curve

a ≤ 4 ≥ 18 a = 5 16

a = 10 9

Free corrosion in marine environment, mean+2SD curve

a ≤ 4 ≥ 6 a = 5 5

a = 10 3 The results show that the initial flaw height is very important as well as the crack growth parameters.

0

10

20

30

40

50

60

70

80

90

100

110

120

130

140

150

0 20 40 60 80 100 120 140 160 180 200 220 240 260

Fla

w h

eigh

t, a

[m

m]

Number of days

Fatigue crack growth - propeller shaft

Mean curve in air

Mean+2SD in air

Mean curve, free corrosion in marine environment

Mean+2SD curve, free corrosion in marine environment

Formulas not valid for a/D>0.4

10mm initial flaw height



7 CONCLUSIONS Fatigue crack growth analyses for various fatigue cracks to grow to 140.8mm crack height in an Ø352mm propeller shaft have been performed. The assessments are valid for the Arater vessel sailing at 140 RPM.

As long as the fracture toughness is not lower than 0.05mm CTOD and the maximum bending stress is not exceeding 110MPa the remaining fatigue lives calculated are valid.

It is seen that the remaining fatigue lives are very dependent on the initial crack size as well as the environment and reliability which is basis for the crack growth parameters used.

NDT is performed without any findings but due to uncertainties it is not guaranteed that heights less than 5-10mm are detected.

Both air and marine environment under free corrosion crack growth parameters have been used in the assessments.

The mean crack growth parameters represents expected fatigue lives, but in worst case the fatigue crack growth may be as high as the mean plus two standard deviation parameters.

A conclusion on the remaining fatigue life must be interpreted based on the NDT performed and the findings in this report.

8 REFERENCES /1/

BS 7910:2005, “ Guide to methods for assessing the acceptability of flaws in metallic structure”, BSi 2005

/2/

Crackwise 4, version 4.3.17532.0. Software following the BS7910 fracture/fatigue procedure developed and distributed by TWI Software

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Appendix E Failure Analysis and Condition Assessment of Starboard and Port Propeller Shafts by Matcor

Report No,:

MEITCOR TECHNOLOGY & SERVICESPage No.:

M14055 2

1.0 INTRODUCTION

Failure analysis and condition assessment were conducted on the starboardand port propeller shafts of vessel “MV ARATERE” respectively following thefracture of the starboard propeller shaft discovered on 5th November 2013.The vessel was docked in Keppel Shipyard Pte Ltd (Gul Yard) situated at 55Gul Road in Singapore during March 2014 for repair and inspection.

The objectives of the assessment were as follows:

(i) To determine the cause(s) of the fracture initiation of the starboardshaft

(ii) To determine the condition of the port shaft pertaining to the elementalconstituents of the deposits and copperish tint, and the morphology /characteristics of the pits that were reportedly found on the shaft.

2.0 BACKGROUND INFORMATION

The starboard shaft of the vessel fractured during sailing on 5th November2013, causing the fractured shaft end portion with the propeller to fall into thesea. The fracture of the shaft was reported to be located within the propellerhub area at about 10 to 15mm away from the forward end of the hub.

The port shaft was subsequently examined and found with deposits,copperish tint and unusual markings, which resembled pits, when the vesselwas docked for servicing in February 2014. For easy reference, the said areawith the deposits, copperish tint and markings was termed as “damaged” areain this report. The “damaged” area was reportedly located with the propellerhub area similar to the fracture location of the starboard shaft. The port shaftwas however reportedly found with no linear discontinuity under magneticparticle inspection (MPI).

It was reported that the port and starboard shafts were installed in 1998 andhad been in service for over 16 years. There was no report of servicing of thetwo shafts. However, the two propellers were reported to have been changedto a new design, involving longer and thinner propeller blades two years ago.

The technical drawing of the shaft is attached in the Annex of the report.

Report No,:


M14055 3

The material specifications of the shaft and propeller are listed as follows.

COMPONENT MATERIAL TYPE TENSILE REQUIREMENT

Shaft

High carbon steel (normalized at 850oC)(C: 0.45-0.50wt%, Mn: 0.50-0.80 wt%, Si: 0.15-0.40 wt%, S: 0.035 wt% maximum, P: 0.035wt% maximum)

600-650 N/mm2

Propeller hub(new design)

Aluminum bronze(Cu; 80.20wt%, Zn: 0.28wt%, Mn: 1.06wt%, Fe:4.91wt%, Al: 9.21wt%, Ni: 4.31wt%, Pb:0.02wt%, Sn: 0.001wt%)

685 N/mm2 minimum

3.0 SCOPE OF WORK

The assessment and failure analysis were based on site inspection of the twoshafts and corresponding propellers, laboratory analysis of the fracturedstarboard shaft sample and review of the background information available atthe time of reporting. (Note: Fracture half of the shaft towards forward endwas received for laboratory examination while the other fracture half within thepropeller hub towards aft end was not available for examination).

The site inspection and laboratory analysis involved the following work scope.

A. Assessment and failure analysis of starboard shaft

(i) Site visual examination of the shaft and propeller hub

(ii) Laboratory analysis of fracture area of shaft

- Visual and macroscopic examination- Fractographic examination- Sectional metallographic examination- Micro-hardness test- Energy dispersive x-ray (EDX) analysis

B. Assessment of port shaft

(i) Site assessment

- Visual examination of the shaft and propeller hub- Pit depth measurement of the shaft- Surface replication of the shaft- In-situ hardness test of the shaft

Report No,:


M14055 4

(ii) Laboratory analysis

- EDX analysis of deposits collected from shaft

C. Evaluation and reporting

4.0 ASSESSMENT RESULTS OF STARBOARD SHAFT

Preliminary site visual examinations of the shaft was conducted prior to andafter its removal from the stern tube on 5th and 7th March 2014 respectively.The fractured shaft sample was received on 7th March 2014 for laboratoryafter it was dismantled and sectioned near to the fracture area.

Visual examination was also conducted on the propeller on 7th March 2014,which had been removed and relocated to the workshop of Mencast MarinePte Ltd at No.7 Tuas View Circuit Singapore.

The site and laboratory photographic documentation and results are compiledin Appendix A, figures A1 to A17.

4.1 Site Visual Examination of Starboard Shaft

The fractured shaft was still retained within the stern tube during the siteexamination on 5th March 2014 (figure A1). The fracture was located withinthe propeller hub seat area near the forward end. The fracture plane wasessentially oriented transversely across the shaft’s cross-section.

Examination of the external surface of the shaft after it was removed from thestern tube revealed that the existing condition of the shaft was generally intactand satisfactory apart from some circumferential surface marks at localizedareas (figure A2).

The shaft was then sectioned at about 100mm away from the fracture edgeusing a band-saw at Keppel Gul yard to bring back to the laboratory fordetailed analysis (figure A3). The fracture surface of the shaft was observedto be generally flat and smooth across slightly more than 80% of its cross-section with the remaining area showing a rough and undulating appearance(figure A3). A thumbnail shape mark of darker appearance, which apparentlycorresponded to the fracture initiation site, was observed at the periphery ofthe middle of the smooth fracture surface area.

Report No,:


M14055 5

Examination of the surface of the shaft near to the fracture edge revealed acircumferential line at about 15mm away from the fracture initiation site. Thecircumferential line corresponded to the boundary of the inserted portion ofthe shaft at the forward end of the propeller hub, which was observed to begenerally darker than the surface outside of the boundary line.

Some localized dent and smearing damage was also observed at theperiphery adjacent to the fracture initiation due likely to secondary mechanicaldamage sustained in the course of the total separation of the fractured shaftportion inserted within the propeller hub.

4.2 Site Visual Examination of Starboard Propeller Hub

The propeller hub was observed to be generally intact apart from a localizeddent damage at the edge of the bore, which was located close to the fractureinitiation site of the shaft (figure A4). This was apparently associated withsecondary damage sustained in the course of the total fracture of the shaftwhere similar damage was observed at a localized area of the periphery ofthe fracture edge adjacent to the fracture initiation site. The internal surface ofthe hub did not reveal any significant damage or wastage apart from somescattered presence of darkish stains/deposits.

Two of the four propeller blades were observed with dark irregular markingson the surface (figure A5). The fracture initiation site of the shaft was noted tobe located near to one of the blades with surface markings. It is not known ifthe markings were superficial surface irregularities or associated with weldrepair patches, etc. The verification of the nature of these markings washowever not within the scope of this assessment.

The old propeller hub was also located at the workshop (figure A6). It wasobserved that the old propeller hub had thicker and shorter blades. Theinternal surface of the hub was also generally intact apart from some patchesof darkish stains near to the forward end.

4.3 Laboratory Visual Examination of Starboard Shaft

The relatively flat and smooth fracture surface of the shaft which occupiedslightly more than 80% of the cross-section was observed with distinct beachmarks throughout (figure A7). Close examination revealed a relatively broadthumbnail shape area of slightly darker appearance where the beach markswere observed to have emanated from, corresponding to the fracture initiationsite (figure A8). Apart from some localized smearing damage at the adjacentarea of the peiphery, no obvious defects was observed at the fractureinitiation site.

Report No,:


M14055 6

The propagation of the beach marks, which are indicative of fatigue crackpropagation, were initially observed to be oriented normal to the fractureinitiation site (figure A7). The progressive orientation of the crack fronts of thebeach marks gradually tilt asymmetrically towards the right side of the fracturesurface (relative to the picture in figure A7), likely associated with theinfluence of rotational bending fatigue towards the latter part of the crackpropagation.

The remaining part of the fracture surface after the boundary of the beachmarks had rough and undulating appearance consistent with the final fractureregion.

Examination of the shaft surface adjacent to the fracture initiation siterevealed a few minute transverse fissures oriented parallel and close to theedge of the main fracture (figure A9).

4.4 Fractographic Examination of Starboard Shaft

Fractographic examination was conducted on the fracture surface using aHitachi S3400 scanning electron microscope (SEM). The fracture surface wasultrasonically cleaned in Alconox solution prior to the examination.

The fractographic features on the fracture surface had generally beenobliterated due to smearing and interfacial rubbing in the course of the failure(figures A10 to A12). Some striated features, which may be associated withvestiges of fatigue striations, were observed at isolated areas of the fracturesurface (figures A11 and A12).

4.5 Sectional Metallographic Examination

Sectional metallographic examination was conducted radially andperpendicularly across the fracture initiation area. The metallographic sectionwas mounted, ground, polished and etched in accordance with ASTM E3-11and ASTM E407-07e1. The macrographs and micrographs are shown infigures A13 to A15.

The fracture path was generally smooth and transgranular with no significantgrain deformation (figures A13 and A14). The slight inclination of the crackpath, which was essentially transverse to the surface, turned slightly afterabout 0.1mm depth of propagation. The observed fracture propagationmorphology was consistent with fatigue crack propagation. An incipient crackwith generally similar transgranular morphology was also observedpropagating from the shaft surface in the vicinity of the fracture (figure A15).

Report No,:


M14055 7

The shaft surface at and away from the fracture and incipient crack wasgenerally intact with no significant corrosion or damage observed (figures A14and A15).

The base material of the shaft material had satisfactory ferrite and pearlitemicrostructure, typical of normalized steel. No material defects or anomalieswas observed at the fracture initiation site and the general areas of thesection examined.

4.6 Micro-Hardness Test

Micro-hardness test was performed on the representative locations of themetallographic section using an Akashi MVK-G1 micro-hardness tester with apenetration load of 300gf at 55X magnification in accordance with ASTME384-11e1. The hardness test results are summarized in the table below.

LocationHardness Results (HV)

1st 2nd 3rd 4th 5th AverageStandard

Deviation, %

Shaftsurface

Adjacent to fractureinitiation area

210 216 209 210 211 211 1.33

Intact area awayfrom fracture

202 211 201 202 204 204 1.99

Base Metal 203 198 196 208 197 200 2.50

The average hardness values of the shaft surface adjacent to and away fromthe fracture initiation area were generally consistent, ranging from 208 HV to217 HV. The approximate tensile strength of the base metal based onconversion of the average hardness of 200HV with reference to ASTM A370-11 was 650N/mm2, which was complied with the specified tensile strengthrequirements of 600 to 650 N/mm2.

4.7 Energy Dispersive X-ray (EDX) Analysis

Semi-quantitative EDX analysis was conducted on the scale/deposits on thefracture surface and shaft surface. A Thermo Scientific UltraDry EDX detectorwith NoranTM System 7 X-ray microanalysis system coupled to a HitachiSU3500 scanning electron microscope (SEM) was used. The EDX results aretabulated as follows and the EDX spectra are shown in figures A16 and A17.

Report No,:


M14055 8

LocationElemental Content by Weight %

C* O Al Na Mg Si S Cl Ca Fe

Fracture surface atinitiation area

35.78 33.52 - 0.51 0.44 2.47 0.49 0.53 7.94 18.32

Shaft surface adjacent tofracture initiation area

40.58 34.28 0.10 0.36 - 1.47 - 0.49 0.35 22.37

* Carbon readings are not representative of actual content due to interference from surrounding test base.

The scale/deposits on the fracture surface and shaft surface generallyrevealed major presence of iron and oxygen with minor presence ofaluminium, sodium, magnesium, silicon, sulphur, chloride and calcium. Theelements detected were mainly associated with iron oxides of the shaftmaterial with the minor elemental constituents essentially associated withcontamination from seawater.

5.0 ASSESSMENT RESULTS OF PORT SHAFT

Preliminary visual examination of the shaft prior to removal from the sterntube was conducted on 5th March 2014, followed by detailed inspections on10th and 12th March 2014 after the shaft was removed. Visual examinationwas conducted on the propeller on 7th March 2014, which had been removedand relocated to the workshop of Mencast Marine Pte Ltd.

The site and laboratory photographic documentation and results are compiledin Appendix B, figures B1 to B13.

5.1 Visual Examination of Port Shaft

The shaft was observed to be covered with white developer used for MPIduring the initial preliminary inspection (figure B1). Examination of localizedareas where the developer had been removed revealed fine pits andcopperish tint at about 930mm from the first step of the shaft from the aft end,which corresponded to the location at around 20mm from the forward end ofthe hub within the propeller hub seat area.

Report No,:


M14055 9

The shaft was later removed from the stern hub and the MPI developeraround the reported “damaged” area was cleaned to facilitate examination.Irregular blackish patches with some apparent scale were observed scatteredcircumferentially around the shaft surface at approximately 830mm to 930mmfrom the first step of the shaft from the aft end, which corresponded to thepropeller hub seat area (figures B2 to B4). Close examination revealed thatthe blackish patches at the shaft surface were roughened with clusters ofminute pits.

The shaft surface within the propeller hub seating area was also tinted withstreaks and patches of copperish material within and adjacent to the darkishpitted patches (figures B3 and B4). Closer examination revealed that thecopperish material had smeared onto the shaft surface at scattered locationsaround the circumference.

The depth of the pits at the shaft surface were measured using a Mitutoyo pitgauge. A total of six locations were examined. The depth of the pits rangedfrom 0.92 to 0.99mm.

5.2 Visual Examination of Port Propeller Hub

Visual examination of the propeller hub revealed there were similar darkishpatches and discoloration on the aluminum bronze propeller hub surface nearto the forward end that corresponded to the irregular blackish patches andcopperish smeared areas on the shaft (figure B5). The remaining surface ofthe propeller hub in contact with the shaft was generally intact with nosignificant damage, discoloration or deposition.

5.3 Surface Replication of Port Shaft

Surface replication was conducted on the following locations of the shaft todetermine the characteristics of the pits and the copperish tint areas.

(i) Base metal away from the “damaged” area outside of the propeller hubseating area

(ii) “Damaged” area – Across blackish patch(iii) “Damaged” area – Across area with copperish tint

The examined surfaces were replicated using an acetate tape in the existingcondition and after being lightly polished and etched in accordance withASTM E407-07e1 and ASTM E1351-01 (2012) to obtain the microstructure.The replicated surfaces were later examined under an optical microscope inthe laboratory. The replicated micrographs are shown in figures B6 to B9.

Report No,:


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Base Metal. The base metal exhibited fine ferrite and pearlite microstructure,consistent with normalized carbon steel material (figure B6).

Blackish Patch Area. At a magnification of 50X, it was observed that theclusters of pits were generally in the form of essentially circular craters amidstthe non-pitted surface, which revealed machining marks associated withfabrication (figure B7). At a higher magnification of 200X and 500X, the shaftsurface within the pits revealed a roughened surface. The rough morphologyof the shaft surface inside the pits was consistent with corrosion attack. Someof the darkish scales had detached off from the shaft surface and were stuckonto the replicated acetate tape within the pits. The surface was later polishedand etched, which revealed a satisfactory ferrite and pearlite microstructure,similar to that of the surface away from the “damaged” area (figure B8).

Copperish Tint Area. The surface replica of the copperish tint area revealedscattered irregular patches covering parts of the generally circumferential linemarks of the shaft surface. Copperish particles were observed on the irregularpatches, indicating that the copperish tint was associated with the aluminumbronze propeller material that was smeared onto the shaft (figure B9).

5.4 In-Situ Hardness Test

In-situ hardness test was conducted on the base metal within and away fromthe “damaged” area with compliance to ASTM E110-10. A KrautkramerMIC10 portable hardness tester was used for the test. The hardness readingsare presented in the following table.

BASE METALHardness Value in HV Standard

Deviation (%)#1 #2 #3 #4 #5 Average

Within the“damaged” area

183 188 201 199 194 193 3.89

Away from the“damaged” area

181 188 186 202 192 190 4.16

The average hardness values of the base metal within and away from the“damaged” area were 193 and 190HV respectively. The approximate tensilestrength values, based on conversion of the hardness readings with referenceto ASTM A370-12, were 629 and 620 N/mm2 respectively, which were withinthe stated tensile strength requirement of 600-650 N/mm2 of the shaft.

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5.5 Energy Dispersive X-ray (EDX) Analysis

Semi-quantitative EDX analysis was conducted on the deposits that were stilladhered to the shaft surface and from the corresponding surface of thepropeller hub at the “damaged” area. The EDX results are tabulated asfollows and the spectra are shown in figures B10 to B13.

LOCATIONELEMENTAL CONTENT (wt %)

C* O Mg Al Si S Cl Ca Fe Cu Ni Mn

Shaftsurface

Darkishscale (pitted

area)17.34 28.39 - 0.10 0.24 0.45 0.36 - 52.32 - - 0.81

Copperishmaterial

36.19 27.36 - 6.13 0.14 - - - 6.83 20.94 1.38 1.03

Propellerhub

Deposits -Analysis #1

50.09 27.52 0.24 2.03 1.40 0.72 0.16 3.83 5.60 8.41 - -

Deposits -Analysis #2

49.68 27.48 0.17 2.27 1.70 0.70 0.18 3.90 5.67 7.65 0.61 -

* Carbon readings are not representative of actual content due to interference from surrounding test base.

The darkish scale revealed major presence of iron, carbon and oxygen withminor presence of aluminum, silicon, sulphur, chloride and manganese, whichwere mainly associated with iron oxides of the corrosion products. Tracepresence of chloride was detected, which may be indicative of its role in thecorrosion.

The copperish material revealed major presence of copper, carbon andoxygen with minor presence of aluminum, iron, nickel, manganese and silicon.The elements detected were essentially associated with the smearedaluminum bronze material of the propeller hub.

Analysis on the deposits taken from the propeller hub at the “damaged” areagenerally revealed major presence of carbon and oxygen with minor presenceof iron, copper, aluminum, silicon, magnesium, sulphur, chloride, calcium andnickel. The elements detected were a mix of those detected in the darkishdeposits and the worn/smeared propeller hub material on the shaft surface.

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6.0 DISCUSSION

The site assessment and laboratory analysis findings revealed that thestarboard shaft had failed by fatigue within the propeller hub seat area at justabout 15mm away from the forward end of the hub. This corresponds to therelatively high stress area where the shaft section starts to taper and the shaftdroops from the overhanging weight of the propeller. The upper and lowersurfaces of the shaft would be subjected to tensile and compressive stressesrespectively which alternates accordingly as the shaft rotates. Apart from suchcyclic bending stresses, the shaft may also be subjected to a complex array ofcyclic axial and torsional stresses as well as stresses associated with thrustand vibration.

The presence of stress raisers such as corrosion pits, notch marks,metallurgical defects, etc, can also help to facilitate fatigue initiation. However,laboratory examination of the received sample of the shaft did not reveal anysignificant presence of corrosion pits, mechanical notch or material defects atthe fracture initiation site, whilst noting that the examination was confined tothe fracture half of the shaft towards the forward end. The available findingssuggests that the fatigue failure was more likely associated with appreciablecyclic stresses sustained at the shaft area near the forward end of the hub.The initial orientation of the progressive crack front pattern normal to the shaftsurface suggests the involvement of essentially bending and possibly axialstresses. As the crack extended deeper into the cross-section, rotationalbending effects started to play a more influential role which accounted for theslight tilting of the crack front progression at the latter half.

In view of the above findings and the installation of propellers with a differentdesign two years ago, it may be beneficial to model and study the stressdistribution on the shaft associated with the new propeller and assembly.

Examination of the port shaft, where the full length of the propeller hub seatarea was available, revealed some extent of corrosion with clusters of minutepits of up to about 1.0mm deep at localized irregular blackish patches near tothe forward end of the hub. The blackish scales on the surface wereessentially iron oxides of the steel corrosion products with some traces ofchloride, suggesting some corrosion activity at the interface between the huband the shaft near to the forward end. There was also some transfer ofsmeared copper alloy material from the propeller hub onto the shaft surface.

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7.0 CONCLUSION

Fracture cause of starboard shaft. The fracture of the shaft within thepropeller hub seat area at about 15mm away from the forward end of the hubwas attributed to fatigue cracking. No significant material defects, mechanicaldamage or corrosion pits was found at the fracture initiation site of thefractured shaft sample. The microstructure and hardness condition of the shaftwas generally satisfactory and consistent with the material specificationrequirements. The fatigue failure was most likely due to appreciable cyclicbending stresses sustained at the particular area of the shaft during operation.

Condition of port shaft. The surface of the shaft at the propeller seat hubarea was generally satisfactory apart from the scattered presence of irregularblackish patches and copperish tint particularly near the forward end of thehub. Localized corrosion in the form of clusters of minute pits of up to about1.0mm deep was observed within the irregular blackish areas. The copperishtint observed at scattered areas of the shaft was essentially associated withthe aluminum bronze material of the propeller hub that had smeared onto theshaft surface. The microstructure and hardness condition of the shaft wasgenerally satisfactory and consistent with the material specificationrequirements.

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APPENDIX A

Photographic and Laboratory Documentation ofStarboard Shaft

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General view of starboard shaft

Close-up views of fracture surface of the shaft at propeller end

Figure A1 Starboard Shaft – On-Site Condition. The fractured shaft was stillretained within the stern tube during the site examination. The fracturewas located within the propeller hub seat area near the forward end.The fracture plane was essentially oriented transversely across theshaft’s cross-section.

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General view of fractured shaft before cutting

Shaft surface along its length

Figure A2 Starboard – Fractured Propeller Shaft. Examination of the externalsurface of the shaft after it was removed from the stern tube revealedthat the existing condition of the shaft was generally intact andsatisfactory apart from some circumferential surface marks at localizedareas.

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Cut-out portion of fractured shaft

Side view of shaft surface adjacent to fracture initiation area

Figure A3 Starboard – Fractured Propeller Shaft. The shaft was sectioned atabout 100mm away from the fracture. The fracture surface was observed tobe generally flat and smooth across slightly more than 80% of its cross-section with the remaining area showing a rough and undulating appearance.A thumbnail shape mark of darker appearance, which apparentlycorresponded to the fracture initiation site, was observed at the periphery ofthe middle of the smooth fracture surface area. The surface of the shaft nearto the fracture edge revealed a circumferential line at about 15mm away fromthe fracture initiation site. Some localized dent and smearing damage wasalso observed at the periphery adjacent to the fracture initiation due likely tosecondary mechanical damage.

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General view (left) and internal surface (right) of new propeller hub

Close up view of internal surface of new propeller hub

Figure A4 Starboard - New Propeller. The propeller hub was observed to begenerally intact apart from a localized dent damage at the edge of thebore, which was located close to the fracture initiation site of the shaft.The internal surface of the hub did not reveal any significant damage orwastage apart from some scattered presence of darkishstains/deposits.

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General view of propeller blades

Close-up views of propeller blades adjacent to (left) and away from (right) “damaged” area of propeller hub

Figure A5 Starboard - New Propeller. Two of the four propeller blades wereobserved with dark irregular markings on the surface. The fractureinitiation site of the shaft was noted to be located near to one of theblades with surface markings.

Side of propeller that coincides withthe fracture area of shaft

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General view of old propeller

Close up view of internal surface of old propeller hub

Figure A6 Starboard - Old Propeller. The old propeller hub was also located atthe workshop. It was observed that the old propeller hub had thickerand shorter blades. The hub internal surface also revealed somepatches of darkish stains near to the forward end.

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General view of as received sample

General view of fracture initiation area

Figure A7 As-received Sample, Fracture Surface. The relatively flat andsmooth fracture surface of the shaft which occupied slightly more than80% of the cross-section was observed with distinct beach marksthroughout. Close examination revealed a relatively broad thumbnailshape area of slightly darker appearance where the beach marks wereobserved to have emanated from, corresponding to the fractureinitiation site (indicated by red arrow). The propagation of the beachmarks were observed initially to be oriented normal to the fractureinitiation site. The progressive orientation of the crack fronts of thebeach marks gradually tilt asymmetrically towards the right side of thefracture surface. The remaining part of the fracture surface after theboundary of the beach marks had rough and undulating appearance.

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Close-up view of fracture initiation area – before cleaning

Close-up view of fracture initiation area – after cleaning

Figure A8 Fracture Initiation Area. Close examination revealed a relatively broadthumbnail shape area of slightly darker appearance where the beachmarks were observed to have emanated from, corresponding to thefracture initiation site. Apart from some localized smearing damage at theadjacent area of the periphery, no obvious defects was observed at thefracture initiation site.

Thumbnail

Thumbnail

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Shaft surface at the fracture initiation area

Figure A9 Shaft Surface Adjacent To Fracture Initiation Area. Examination ofthe shaft surface adjacent to the fracture initiation area revealed a fewminute transverse fissures essentially oriented parallel to the mainfracture.

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Fractographs at 50X (top) and 500X (bottom)

Figure A10 Fractographs Of Fracture Initiation Area. The fractographic featureson the fracture surface had generally been obliterated due to smearingand interfacial rubbing in the course of the failure.

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Figure A11 Fractographs Of Fracture Initiation Area. The fractographic featureson the fracture surface had generally been obliterated due to smearingand interfacial rubbing in the course of the failure. Some striated features,which may be associated with vestiges of fatigue striations, wereobserved at isolated areas of the fracture surface

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Figure A12 Fractographs Of Fracture Initiation Area. The fractographic featureson the fracture surface had generally been obliterated due to smearingand interfacial rubbing in the course of the failure. Some striated features,which may be associated with vestiges of fatigue striations, wereobserved at isolated areas of the fracture surface

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Examined location

Macrograph

Figure A13 Macrograph Of Examined Section – At Fracture Initiation Area. Thefracture path was generally smooth and transgranular with no significantgrain deformation. The slight inclination of the crack path, which wasessentially transverse to the surface, turned slightly after about 0.1mmdepth of propagation. The observed fracture propagation morphologywas consistent with fatigue crack propagation.

Fracture surface

Shaftsurface

Fractureinitiationarea

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Micrograph at 50X

Micrograph at 200X

Figure A14 Micrographs Of Examined Section – At Fracture Initiation Area.The fracture path was generally smooth and transgranular with nosignificant grain deformation. The shaft surface near to the fracturearea was generally intact with no significant corrosion or damageobserved. The base material of the shaft material had satisfactoryferrite and pearlite microstructure. No material defects or anomalieswas observed at the fracture initiation site.

Fractureinitiationarea

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Micrograph at 200X

Micrograph at 500X

Figure A15 Micrographs Of Examined Section – Incipient Crack Adjacent ToFracture Surface. An incipient crack with generally similartransgranular morphology was observed propagating from the shaftsurface in the vicinity of the fracture. Apart from the minute incipientcrack, the shaft surface was generally intact with no significantcorrosion or damage observed.

Report No,:


M14055 30

Element C-K O-K Na-K Mg-K Si-K S-K Cl-K Ca-K Fe-K

Weight % 35.78 33.52 0.51 0.44 2.47 0.49 0.53 7.94 18.32

Figure A16 EDX Result Of Scale/Deposits On Shaft Surface Adjacent ToFracture Initiation Area. The scale/deposits on the fracture surfacerevealed major presence of iron, oxygen and carbon with minorpresence of sodium, magnesium, silicon, sulphur, chloride and calcium.

Report No,:


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Elements C-K O-K Na-K Al-K Si-K Cl-K Ca-K Fe-K

Weight % 40.58 34.28 0.36 0.10 1.47 0.49 0.35 22.37

Figure A17 EDX Result Of Scale/Deposits On Shaft Surface Adjacent ToFracture Initiation Area. The scale/deposits on the shaft surfacerevealed major presence of iron, oxygen and carbon with minorpresence of aluminium, sodium, silicon, chloride and calcium.

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APPENDIX B

Photographic and Laboratory Documentation ofPort Shaft

Report No,:


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General view of port shaft

General view of port shaft at propeller end

Close-up view of port shaft at “damaged” area

Figure B1 Port Shaft – On-Site Condition. The shaft was observed to becovered with white developer used for MPI. Examination of localizedareas where the developer had been removed revealed fine pits andcopperish tint at about 930mm from the first step of the shaft from theaft end, which corresponded to the location at around 20mm from theforward end of the hub within the propeller hub seating area.

“Damaged” area

Aft end

Report No,:


M14055 34

General views of port shaft

Close-up view

Figure B2 Port Shaft. Irregular blackish patches with some apparent scale wereobserved scattered circumferentially around the shaft surface atapproximately 830mm to 930mm from the first step of the shaft fromthe aft end. Close examination revealed that the blackish patches atthe shaft surface were roughened with clusters of minute pits (see alsofigures B3 and B4).

Propeller end / Aft end

Propeller end /Aft end

Hub seat area

Report No,:


M14055 35

Close-up view

Close-up views at copperish (left) and darkish (right) areas

Figure B3 Port Shaft – “Damaged” Area. Irregular blackish patches with someapparent scale were observed scattered circumferentially around theshaft surface at approximately 830mm to 930mm from the first step ofthe shaft from the aft end. The blackish patches at the shaft surfacewere roughened with clusters of minute pits. The shaft surface alsoappeared to be tinted with streaks and patches of copperish materialwithin and adjacent to the darkish pitted patches within the propellerhub seat area.

Hub seat areaTowardsAft end

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M14055 36

Close-up view at “damaged” area

Close-up view at darkish and copperish areas

Figure B4 Port Shaft – “Damaged” Area. Irregular blackish patches with someapparent scale were observed scattered circumferentially around theshaft surface at approximately 830mm to 930mm from the first step ofthe shaft from the aft end. The blackish patches at the shaft surfacewere roughened with clusters of minute pits. The shaft surface alsoappeared to be tinted with streaks and patches of copperish materialwithin and adjacent to the darkish pitted patches. Closer examinationrevealed that the copperish material appeared to have smeared ontothe shaft surface at scattered locations around the circumference.

Hub seatarea

TowardsAft end

Hub seatarea Towards

Aft end

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M14055 37

General view (left) and internal surface (right) of propeller hub

Close-up view of internal surface of propeller hub

Figure B5 Port Propeller Hub. It was observed that there were similar darkishpatches and discoloration of the aluminum bronze propeller hubsurface near to the forward end that corresponded to the irregularblackish patches and copperish smeared areas of the shaft. Theremaining surface of the propeller hub in contact with the shaft wasgenerally intact with no significant damage, discoloration orscaling/deposition.

Report No,:


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Micrograph at 100X

Micrograph at 500X

Figure B6 Surface Replication – Base Metal. The base metal exhibited fineferrite and pearlite microstructure, consistent with normalized carbonsteel material.

TowardsAft end

Hub seatarea

Report No,:


M14055 39

Micrograph at 50X

Micrographs at 200X (left) and 500X (right)

Figure B7 Surface Replication (Un-etched Condition) – Blackish Patch Area.At a magnification of 50X, it was observed that the clusters of pits weregenerally in the form of almost-circular craters amidst the non-pittedsurface, which revealed machining marks associated with fabrication.At a higher magnification of 200X and 500X, the shaft surface withinthe pits revealed a roughened surface.

TowardsAft end

Hub seatarea

Report No,:


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Micrograph of darkish area at 500X

Figure B8 Surface Replication (Etched Condition) – Blackish Patch AndCopperish Tint Areas. Further polishing and etching of the pits withinthe blackish patch area revealed a satisfactory ferrite and pearlitemicrostructure.

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M14055 41

Micrograph at 50X

Micrograph at 200X

Figure B9 Surface Replication (Un-etched Condition) – Copperish Tint Area.The surface replica of the copperish tint area revealed scatteredirregular patches covering parts of the generally circumferential linemarks of the shaft surface. Copperish particles were observed on theirregular patches.

TowardsAft end

Hub seatarea

Report No,:


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Element C-K O-K Al-K Si-K S-K Cl-K Mn-K Fe-K

Weight % 17.34 28.39 0.10 0.24 0.45 0.36 0.81 52.32

Figure B10 EDX Result Of Shaft Surface – Darkish Scale (Pitted Area). Thedarkish scale revealed major presence of iron, carbon and oxygen withminor presence of aluminum, silicon, sulphur, chloride and manganese.

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Element C-K O-K Al-K Si-K Mn-K Fe-K Ni-K Cu-K

Weight % 36.19 27.36 6.13 0.14 1.03 6.83 1.38 20.94

Figure B11 EDX Result Of Shaft Surface – Copperish Material. The copperishmaterial revealed major presence of copper, carbon and oxygen withminor presence of aluminum, iron, nickel, manganese and silicon.

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Element C-K O-K Mg-K Al-K Si-K S-K

Weight % 50.09 27.52 0.24 2.03 1.40 0.72

Element Cl-K Ca-K Fe-K Cu-K

Weight % 0.16 3.83 5.60 8.41

Figure B12 EDX Result Of Propeller Hub – Analysis #1. The deposits taken fromthe propeller hub at the “damaged” area revealed major presence ofcarbon and oxygen with minor presence of iron, copper, aluminum,silicon, magnesium, sulphur, chloride and calcium.

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Element C-K O-K Mg-K Al-K Si-K S-K

Weight % 49.68 27.48 0.17 2.27 1.70 0.70

Element Cl-K Ca-K Fe-K Ni-K Cu-K

Weight % 0.18 3.90 5.67 0.61 7.65

Figure B13 EDX Result Of Propeller Hub – Analysis #2. The deposits taken fromthe propeller hub at the “damaged” area revealed major presence ofcarbon and oxygen with minor presence of iron, copper, aluminum,silicon, magnesium, sulphur, chloride, calcium and nickel.

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ANNEX

Technical Drawing of Propeller Shaft

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M14055 47

Appendix F Propeller Reports by Recon

Appendix G Alignment and Measurement Results by Det Norske Veritas

MV ARATERE - SHAFT ALIGNMENT INVESTIGATION AND

ASSISTANCE

Shaft Alignment Calculation,

Installation procedure and

Measurements Results for MV

Aratere KiwiRail Limited

Report No.: 2014-9217, Rev. 1

Document No.: 18WDVCP-1

Date: 2014-06-03

Project name: MV Aratere - Shaft alignment investigation and

assistance

Det Norske Veritas (China)

Company Limited DNV GL

Maritime

Engineering Services China

(LDNV)

House No. 9, 1591 Hong Qiao

Road

200336 Shanghai

-

China

Tel: +86 21 3208 4518

Report title: Shaft Alignment Calculation, Installation

procedure and Measurements Results for MV

Aratere

Customer: KiwiRail Limited, Private Bag 6001

Wellington 6141

New Zealand

Contact person:

Date of issue: 2014-06-03

Project No.: PP101087

Organisation unit: Engineering Services China (LDNV)

Report No.: 2014-9217, Rev. 1

Document No.: 18WDVCP-1

Task and objective:

Prepared by: Verified by: Approved by:

Morgan Wik Principal Project Engineer

Eric Haotian Moqi Project Engineer

Wei Zhu Head of Department

[Name]

[title]

[Name]

[title]

[Name] [title]

[Name] [title]

☐ Unrestricted distribution (internal and external) Keywords:

Shaft Alignment, Installation, Jack loads ☐ Unrestricted distribution within DNV GL

☐ Limited distribution within DNV GL after 3 years

☒ No distribution (confidential)

☐ Secret

Reference to part of this report which may lead to misinterpretation is not permissible.

Rev. No. Date Reason for Issue Prepared by Verified by Approved by

0 2014-06-02 First issue MOWI MOQIERIC ZHUW

1 2014-06-03 First revision MOWI

DNV GL – Report No. 2014-9217, Rev. 1 – www.dnvgl.com Page i

Table of contents

1 EXECUTIVE SUMMARY ................................................................................................. 1

2 INTRODUCTION .......................................................................................................... 2

2.1 Scope of work 2

2.2 Plant particulars 2

3 METHOD DESCRIPTION ............................................................................................... 4

3.1 4

3.2 Shaft model 4

3.3 Material input data 4

3.4 Hydrodynamic propeller loads 5

3.5 External load definitions of directions 5

3.6 Gearbox model 5

3.7 Acceptance criteria 7

4 RESULTS ................................................................................................................... 8

4.1 Static conditions 8

4.2 Warm running MCR condition 13

4.3 Jackload values and correction factors 16

4.4 Reaction influence numbers 17

5 SHAFT ALIGNMENT PROCEDURE .................................................................................. 18

5.1 Aligning with the strain gauge method 18

5.2 Verification with the jack method 18

5.3 Recommended shaft installation procedure 19

6 SEATRIAL ................................................................................................................ 20

6.1 Bearing temperature measurements 20

6.2 Whirling vibration measurements 22

7 CONCLUSIONS ......................................................................................................... 23

7.1 Alignment result 23

7.2 Seatrial results 23

8 REFERENCES ........................................................................................................... 24

Appendix A Result Appendix B Drawings and data

DNV GL – Report No. 2014-9217, Rev. 1 – www.dnvgl.com Page 1

1 EXECUTIVE SUMMARY


2 INTRODUCTION

This report contains the results of the shaft alignment calculation for the following propulsion plant.

• Shipyard ASTILLERO BARRERAS

• Type of vessel Car- & Train Ferry

• DWT 5,464 tonnage

• Year of built 1998

• Classification Society DNV

• DNV ID No. 20091

• IMO No. 9174828

The vessel is equipped with twin-screw electrical-driven propulsion plant. For each propulsion shaftline,

two electrical motor drive the fixed pitch propeller via the gearbox and shafts. The low speed shaftline is

comprised of a fixed pitch propeller, propeller shaft, three intermediate shafts and the gearbox. The

propeller shaft is resting on four sterntube bearings (including one auxiliary bearing next to the aft

bearing). There are two inboard intermediate bearings supporting the intermediate shafts. The

propulsion arrangement is shown in Figure 1.

Figure 1 Shaft arrangement

2.1 Scope of work

The scope of work is to make an assessment of the as-built shaft alignment situation of the low speed

shaftlines. Then making a shaft alignment calculation and installation procedure in compliance with DNV

Rules. The two shaftlines are identical, but the as-built alignment situation is individual, i.e. both

starboard- and portside-shaftline is considered in this report. Shaft alignment calculations have been

carried out using the DNV Nauticus Machinery v..11.4 Shaft alignment tool.

All work is performed with reference to relevant drawings and documentations received from the

customer.

2.2 Plant particulars

2.2.1 Main engine

• Maker ABB

• Model AMB 560M_L BAB

• MCR power 2×2600 kW

• MCR speed 1200 r/m


2.2.2 Gearbox

• Maker REINTJES

• Model DUG-1931

• Reduction ratio 7.5 : 1

2.2.3 Propeller

• Maker Wartsila

• Type Fixed pitch propeller

• Propeller diameter 3950 mm

• Number of blades 4

• Mass of propeller cap 120 kg

• Mass of propeller in air 6544 kg


3 METHOD DESCRIPTION

3.1

The conditions considered in this report are.

1. Cold static condition (Jack loads calculated)

2. Warm static condition

3. Warm running at MCR condition, 0.25 x T0

3.2 Shaft model

The theoretical model used for the analysis is based on the referenced drawings received and technical

information supplied by the customer. The model of low speed shaftline is shown in Figure 2.

Figure 2 Shaft model

The propeller was modeled by introducing the mass at the centre of gravity. Propeller cap is introduced

as point mass.

The effective contact length of the bearings in Figure 2 is illustrated by the blue elements. In order to

obtain an realistic alignment it is important to model the shaft to bearing interaction as correctly as

possible. This is particularly important for the bracket bearing due to the significant length of the bearing.

The aft bearing is modelled with two support points at each end of the bearing. Other bearings are

modelled with one support point in the middle of the bearing. The wheel shaft of gearbox is modelled

according to maker’s simplified model. The thermal expansion of the main wheel shaft is included.

The centre points of the aft bracket bearing aft seal housing and forward sterntube bearing seal housing

are regarded as the reference points which the zero-offset reference line is running through.

3.3 Material input data

The following material properties were used.

Material type Condition E-modulus

[GPa]

Shear modulus

[GPa]

Density

[kg/m3]

1 Steel in air 210 81 7850

2 Steel in sea water 210 81 6850

3 Steel in lube oil 210 81 7000


Table 1 Material properties used

3.4 Hydrodynamic propeller loads For the MCR running condition, the loads are listed in Table 2, and the definition of load directions is shown in Figure 3. The hydrodynamic propeller loads were chosen as 25% of the nominal torque at MCR condition according to experience from similar vessels.

Condition Fz

[kN]

Fy

[kN]

Mz

[kNm]

My

[kNm]

MCR running 0.25xT0 0 0 77 -77

Table 2 Hydrodynamic propeller load

Figure 3 Definition of hydrodynamic propeller load directions

3.5 External load definitions of directions

The DNV Nauticus Machinery v.11.4 Shaft alignment tool uses the following definition of positive

directions for bending moments and shear forces.

Figure 4 Definitions of directions for forces and moments

3.6 Gearbox model


Only the low speed shaftline is considered in the alignment, i.e. for the gear box, only the output shaft

with the main wheel is included in the alignment model. The gear box model is based on the drawing and

data given by Reintjes as shown in Figure 5 below.

Figure 5 The drawing of gearbox output shaft

The thermal expansion of the main wheel bearings is 0.21 mm which is given by Reintjes. The main

wheel bearing diametrical clearance, mass of main wheel and output shaft were obtained from the

received drawings and data.


3.7 Acceptance criteria

3.7.1 Bearing load limits

The following limits were used.

Bearing Maximum

allowable

load

[MPa / kN]

Minimum

allowable

load

[MPa]

Maximum

allowable

mean pressure

[MPa]

Requirements

from Class

or

Maker

Bracket brg (ASB) 0.8 / 198 N/A *) 0.8 Class

Aux brg (AUX) 1.2 / 82 N/A *) 1.2 Class

Mid Sterntube brg (MSB) 1.2 / 139 N/A *) 1.2 Class

Fwd Sterntube brg (FSB) 1.2 / 132 N/A *) 1.2 Class

Intermediate shaft brgs (ISB’s) 1.2 / 94 N/A *) 1.2 Class

Main wheel brgs (GB’s) N/A **) N/A **) N/A **) Maker

Table 3 Bearing load limits

*) Stern tube or intermediate bearings shall not be unloaded in any normal static or running operating condition

**) The difference between aft and forward bearing should follow the instruction which is stated in Chapter 3.7.2.

3.7.2 Gearbox bearing load limits

The main wheel installation should meet the acceptance criteria offered by Reintjes. The load difference

between aft and forward wheel bearings should be no larger than the limits set forth in the following

table.

Table 4 Gearbox bearing load limits


4 RESULTS

The main results with some comments are presented in this chapter. The printouts of result from the

program including the natural frequencies and mode shapes are attached in Appendix. The alignment

was carried out such that the acceptance criteria are met.

4.1 Static conditions

For the static conditions, both cold and warm gearbox was considered. The effect of the temperature on

the thermal expansion of the wheel shaft bearings was considered. The static conditions were calculated

with propeller 100% submerged.

BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 1 (COLD STATIC) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] AftSTBrg1 -1.000 -0.601 0.800 -12012 49807 51235 -13.56 AftSTBrg2 -0.771 -0.548 0.800 14270 42266 44609 18.66 AuxSTBrg -0.956 -0.745 0.800 848 8786 8827 5.52 MidSTBrg -1.519 -2.500 0.800 -5464 17682 18507 -17.17 FwdSTBrg -0.075 -1.333 0.800 1915 47242 47281 2.32 AftISBrg1 2.600 -0.400 0.600 -104 36455 36455 -0.16 FwdISBrg2 5.000 -0.800 0.600 1292 32299 32325 2.29 AftGBBrg 5.920 -0.210 0.235 -1678 28133 28183 -3.41 FwdGBBrg 5.990 0.100 0.215 934 36889 36901 1.45

Table 5 Bearing reactions, Cold static condition, Port side shaftline

Figure 6 State of vertical plane, Cold static condition, Port side shaftline


Figure 7 State of horizontal plane, Cold static condition, Port side shaftline

BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 2 (WARM STATIC) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] AftSTBrg1 -1.000 -0.601 0.800 -12014 49810 51238 -13.56 AftSTBrg2 -0.771 -0.548 0.800 14272 42270 44614 18.66 AuxSTBrg -0.956 -0.745 0.800 848 8771 8812 5.52 MidSTBrg -1.519 -2.500 0.800 -5467 17723 18547 -17.14 FwdSTBrg -0.075 -1.333 0.800 1917 47137 47176 2.33 AftISBrg1 2.600 -0.400 0.600 -105 36759 36759 -0.16 FwdISBrg2 5.000 -0.800 0.600 1298 31565 31592 2.35 AftGBBrg 5.920 0.000 0.235 -1736 32225 32271 -3.08 FwdGBBrg 5.990 0.310 0.215 986 33299 33314 1.7

Table 6 Bearing reactions, Warm static condition, Port side shaftline

Figure 8 State of vertical plane, Warm static condition, Port side shaftline


Figure 9 State of horizontal plane, Warm static condition, Port side shaftline

BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 1 (COLD STATIC) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] Bearing 0.964 -0.016 0.650 12837 33283 35673 21.09 Bearing 0.711 0.169 0.650 -19258 51878 55337 -20.37 Bearing 1.053 0.077 0.650 4386 20490 20954 12.08 Bearing 1.359 -2.714 0.650 3555 12240 12746 16.2 Bearing -0.061 -1.432 0.650 -1200 46274 46289 -1.48 Bearing -3.200 1.500 0.600 1045 37034 37049 1.62 Bearing -6.900 1.800 0.600 -2976 34738 34865 -4.9 Bearing -8.460 -0.210 0.235 7274 29282 30172 13.95 Bearing -8.640 -0.190 0.215 -5664 34339 34803 -9.37

Table 7 Bearing reactions, Cold static condition, Starboard side shaftline

Figure 10 State of vertical plane, Cold static condition, Starboard side shaftline


Figure 11 State of horizontal plane, Cold static condition, Starboard side shaftline

BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 2 (WARM STATIC) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] Bearing 0.964 -0.016 0.650 12840 33286 35677 21.09 Bearing 0.711 0.169 0.650 -19259 51883 55342 -20.36 Bearing 1.053 0.077 0.650 4384 20476 20940 12.08 Bearing 1.359 -2.714 0.650 3558 12280 12785 16.16 Bearing -0.061 -1.432 0.650 -1202 46171 46186 -1.49 Bearing -3.200 1.500 0.600 1050 37331 37346 1.61 Bearing -6.900 1.800 0.600 -2992 34028 34159 -5.03 Bearing -8.460 0.000 0.235 7400 33177 33992 12.57 Bearing -8.640 0.020 0.215 -5778 30927 31462 -10.58

Table 8 Bearing reactions, Warm static condition, Starboard side shaftline

Figure 12 State of vertical plane, Warm static condition, Starboard side shaftline


Figure 13 State of horizontal plane, Warm static condition, Starboard side shaftline

Figures above show that all bearings are loaded in cold static condition. The bracket bearing is modelled

as a two-points-support bearing. The nominal relative shaft slope in the bracket bearing is found to be

less than 0.3 mm/m.

In the warm static condition the output shaft with main wheel is marginally raised, resulting in the same

load and slope for the bracket bearing compared to the cold condition because of long distance between

gear box and bracket bearing. The load difference between aft and forward wheel shaft bearing is small

which satisfies the acceptance criteria well.

The bending stress of the shaftline is found low. This result is satisfying.


4.2 Warm running MCR condition

The warm running MCR condition were investigated as well. The propeller was fully submerged.

BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 4 (WARM RUNNING MCR 0.25 X T0) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] AftSTBrg1 -1.000 -0.601 0.800 18566 10666 21411 60.12 AftSTBrg2 -0.771 -0.548 0.800 19974 33798 39259 30.58 AuxSTBrg -0.956 -0.745 0.800 -31755 56522 64831 -29.33 MidSTBrg -1.519 -2.500 0.800 -10247 17712 20463 -30.05 FwdSTBrg -0.075 -1.333 0.800 3062 46951 47051 3.73 AftISBrg1 2.600 -0.400 0.600 -153 36835 36835 -0.24 FwdISBrg2 5.000 -0.800 0.600 1305 31545 31572 2.37 AftGBBrg 5.920 0.000 0.235 -1741 32250 32297 -3.09 FwdGBBrg 5.990 0.310 0.215 990 33279 33294 1.7

Table 9 Bearing reactions, Warm running MCR condition, Port side shaftline

Figure 14 State of vertical plane, Warm running MCR condition, Port side shaftline

Figure 15 State of horizontal plane, Warm running MCR condition, Port side shaftline


BEARING LOADS SEEN FROM FORWARD - OPERATING CONDITION 4 (WARM RUNNING 0.25 X T0) -------------------------------------------------------------------------------------- Y Z C Fh Fv F φ [mm] [mm] [mm] [N] [N] [N] [deg] Bearing 0.964 -0.016 0.650 -15153 1003 15186 -86.21 Bearing 0.711 0.169 0.650 -31900 34718 47148 -42.58 Bearing 1.053 0.077 0.650 42069 69574 81304 31.16 Bearing 1.359 -2.714 0.650 7353 12887 14837 29.71 Bearing -0.061 -1.432 0.650 -2079 45843 45890 -2.6 Bearing -3.200 1.500 0.600 1083 37420 37435 1.66 Bearing -6.900 1.800 0.600 -2997 34004 34136 -5.04 Bearing -8.460 0.000 0.235 7405 33204 34020 12.57 Bearing -8.640 0.020 0.215 -5781 30906 31442 -10.6

Table 10 Bearing reactions, Warm running MCR condition, Starboard side shaftline

Figure 16 State of vertical plane, Warm running MCR condition, Starboard side shaftline

Figure 17 State of horizontal plane, Warm running MCR condition, Starboard side shaftline


It is observed the loads of the aft bracket bearing, the sterntube bearings and intermediate bearings in

MCR running condition fulfil the requirements of DNV rules. The bending stress of the shaftline is low

which is satisfying.


4.3 Jackload values and correction factors

The inboard bearing loads shall be verified by jacking of the bearings. The following jack positions shall

be used. For the dial gauge, the dial gauge shall be acting above the jack. The base of the dial gauge

shall have an independent and rigid support.

The corresponding correction factors for verification of the inboard bearings were calculated. The jack

loads and corresponding correction factors are given for a 100% immersed propeller in cold static

condition.

Jack No. Bearing Correction factor Jack position

1 Forward sterntube brg (FSB) 1.1 100 mm aft of conical transition

D332/D320

2 Aft intermediate brg (ISB1) 1.0 100 mm aft of conical transition

D280/D275

3 Fwd intermediate brg (ISB2) 1.0 100 mm fwd of conical transition

D280/D275

4 Aft gerbox brg (AGB) 1.9 100 mm aft of aft face of fwd

intermediate shaft flange

Table 11 Positions of jacks and correction factors for the shaftline bearings

4.3.1 Bearing load limits

The limits taken from the newbuilding time were used, as found in the report made by BV Technicas. The

original tolerances for the bearing loads were +/-20% of the calculated load. For the gearbox bearing the

makers limits were used.

These limits are valid for the time when the alignment of the propulsion system was verified, i.e. at

quayside before seatrial. Over time the bearing loads will change, this is natural development. But the

changes shall not be so that the minimum or maximum limits are tested.

Bearing Maximum

allowable

load

[tons / kN]

+20% of

calculated

load

[tons / kN]

-20% of

calculated

load

[tons / kN]

Minimum

allowable

load

[tons / kN]

Fwd Sterntube Brg (FSB) 13.5 / 132 5.2 / 51 3.4 / 33 *) 0 / 0 *)

Aft Intermediate Shaft Brg (ISB1) 9.6 / 94 4.8 / 47 3.2 / 31 *) 0 / 0 *)

Fwd Intermediate Shaft Brg (ISB2) 9.6 / 94 4.1 / 40 2.7 / 26 *) 0 / 0 *)

Aft Gearbox Brg (AGB) N/A **) 3.0 / 30 2.5 / 24 N/A **)

Table 12 Bearing load limits

*) Stern tube or intermediate bearings shall not be unloaded or overloaded in any normal static or running operating

condition

**) The difference between aft and forward bearing should follow the instruction which is stated in Chapter 3.7.2.


4.4 Reaction influence numbers

The reaction influence numbers matrix is a calculation of the reaction force change for all bearings in the

system if a given bearing is moved by 1.00 mm. The matrix can be used as a guideline if adjustment on

any shaftline bearing is required. The unit for the RIN-numbers is N/mm.

REACTION INFLUENCE NUMBER - OPERATING CONDITION 1 (COLD STATIC) Units used: [N/mm] --------------------------------------------------------------------------------------- Bearing 1 Bearing 2 Bearing 3 Bearing 4 Bearing 5 Bearing 1 2.22E+005 -3.38E+005 1.14E+005 3.58E+003 -1.16E+003 Bearing 2 -3.38E+005 5.61E+005 -2.30E+005 9.05E+003 -2.37E+003 Bearing 3 1.14E+005 -2.30E+005 1.30E+005 -1.88E+004 6.40E+003 Bearing 4 3.58E+003 9.05E+003 -1.88E+004 1.28E+004 -8.85E+003 Bearing 5 -1.16E+003 -2.37E+003 6.40E+003 -8.85E+003 9.61E+003 Bearing 6 1.95E+002 3.97E+002 -1.08E+003 2.73E+003 -5.01E+003 Bearing 7 -5.30E+001 -1.08E+002 2.92E+002 -7.45E+002 1.89E+003 Bearing 8 6.50E+001 1.32E+002 -3.58E+002 9.14E+002 -2.32E+003 Bearing 9 -5.08E+001 -1.03E+002 2.80E+002 -7.15E+002 1.82E+003 Bearing 6 Bearing 7 Bearing 8 Bearing 9 Bearing 1 1.95E+002 -5.30E+001 6.50E+001 -5.08E+001 Bearing 2 3.97E+002 -1.08E+002 1.32E+002 -1.03E+002 Bearing 3 -1.08E+003 2.92E+002 -3.58E+002 2.80E+002 Bearing 4 2.73E+003 -7.45E+002 9.14E+002 -7.15E+002 Bearing 5 -5.01E+003 1.89E+003 -2.32E+003 1.82E+003 Bearing 6 5.06E+003 -3.74E+003 6.67E+003 -5.23E+003 Bearing 7 -3.74E+003 5.97E+003 -2.46E+004 2.11E+004 Bearing 8 6.67E+003 -2.46E+004 2.00E+005 -1.81E+005 Bearing 9 -5.23E+003 2.11E+004 -1.81E+005 1.63E+005

Table 13 Reaction influence numbers matrix (RIN-matrix)


5 SHAFT ALIGNMENT PROCEDURE

This alignment procedure is only guidance to the yard for installation of the shaft and verification of the

alignment. Before the alignment can start, all the essential welding works must be finished.

5.1 Aligning with the strain gauge method

This method consists of reading the strain values on the shaft in several sections. The strain values are

measured at the top and bottom of of each shaft section. Strain gauges will either be stretched,

compressed or neutral. The diameter, or area, at which strain is measured will then give the bending

moment at this section.

The measured resulting bending moments and bearing loads are compared with calculated values after a

reverse engineering alignment calculation is made. Note, that the ship’s condition must be as foreseen in

the calculation report. No temporary supports are relevant and the shaftline is con

5.2 Verification with the jack method

Alignment verification with jacking consist of hydraulically jacking the shaft near the bearing to be

verified, and plotting the deflection (lift) versus jackload (force) in a jack load graph as seen below.

When jacking, all couplings must be connected and the jacking shall be carried out when the ship is in

afloat condition. The jack is placed at a certain distance from the bearing as specified in the calculation

report. Both the ascending and descending values must be recorded and plotted. The readings can be

done from a load cell or an oil pressure gauge. It is recommended to use a loadcell to improve the

quality. The difference between the ascending and descending values should be within 40% of the jack

load.

The straight line drawn in the middle between the linear part of the ascending and descending curve is

called the ‘theoretical shaft response’ and represents the bearing influence number. The jack load is in

the point where the dotted line is crossing the force axis. The jack load can be converted to the bearing

load by multiplying with the jack correction factor. See measurement result example in Figure 18.

Figure 18 Typical jack load graph

0

0.1

0.2

0.3

0.4

0.5

0.6

0 100 200 300 400

Sh

aft

dis

pla

cem

en

t [m

m]

Jack load [kN]

Jack load graph

Jack up

Jack down

Jack load


5.3 Recommended shaft installation procedure Alignment and verification should be carried out according to the following steps:

1. The stern tube is assumed to be aligned in the dock. The line running through centre of the aft

and forward sterntube seal spigot is defined as the reference line (0.00 offset).

2. A preliminary alignment of the inboard bearings and main gear should be carried out in dock.

The laser measurement specification given by DNVGL Advisory is to be followed.

3. Finish the propeller shaft installation including the shaft sealing.

4. The fixed pitch propeller must be mounted prior to the alignment.

5. Fill the stern tube with oil. (Recommended, required to be noted if no oil is filled) Connect the

shaftline.

6. Check the run-out at each bearing with a dial gauge.

7. Make a jack load measuement in cold static condition. Place the lifting device with a load cell or

hydraulic jack with a pressure gauge at the jacking positions. Place a dial gauge on the shaft just over

the jack position. Lift the shaft in steps and record both lift displacement and jack force for ascending

and descending steps.

If the run-out indicated shaft is bent it is recommended to turn the shaft 90deg and repeat the jacking to

see the influence to the jack load. If significant deviation of the two jacking results, turn the shaft 90deg

and repeat jacking again. Convert the jack loads to bearing loads. Compare the load value to the

allowable value.

8. Calibrate the strain gauges. Make a strain gauge measurement. Make a reverse engineering

calculation and evaluate the results. If needed adjust the intermediate bearing and if needed the main

gear. Re-take jacking measurements after adjustment. Re-evaluate the results.

9. The jacking measurements is recommended to be taken at cold ambient temperatures at afloat

condition. (i.e. normal ambient conditions with main gear in cold condition).

10. The jacking measurements are converted to bearing loads and verified against the recommended

limits. This to be main gearbox maker’s allowable loads and loads +/-20% for the shaftline bearings as

shown in the approved alignment calculation made by BV, Dwg no. TN 437/DTA/VIL/es rev. 1, dated

17/07/98.

11. If the all the bearing loads and installation checks of the main gearbox all are within limits, carry

out the final chocking of the main gear and the intermediate bearings.

Items 1 – 5 should be carried out in the dry dock and items 6 – 11 should be carried out afloat. It is of

importance to verify the alignment by jacking afloat.


6 SEATRIAL

The sea trial was carried out according to the Cedervall Start-Up Procedure shown in the appendix. The

procedure was followed as far as it was possible. Variations were allowed since the sea trial was

performed outside Singapore where traffic is dense. In addition to running in of the bearings some

turning tests etc. are to be performed.

6.1 Bearing temperature measurements

The seawater temperature was 30.3 °C at the start of the seatrials. The draught of the vessel was

respectively 4.3 and 4.7 m for the aft and forward end. In the table below you find the start and alarm

temperatures for the bearings.

6.1.1 Bearing temperature acceptance criteria

The acceptance criterias are not only the absolute set alarm temperature levels. Instead, more

importantly the bearing temperatures are to be raised simultaneously and with similar trends over the

respective start temperatures for all bearings.

These temperature trends indicate that alignment of the sterntube bearings is in good order and that no

excessive friction occurs between the shaft and the bearings for normal running conditions. Same can be

said for the intermediate bearings. Temperature spikes are to be avoided. If temperature events take

place the Cedervall procedure is to be followed.

The following starting temperatures and temperature limits were used.

Bearing Port side,

Starting

temperature

[°C]

Starboard side,

Starting

temperature

[°C]

Alarm

temperature

[°C]

Aft Sterntube Brg (ASB) 37.4 36.4 65

Aux Sterntube Brg (Aux) 39.0 34.0 65

Mid Sterntube Brg (MSB) 33.5 38.6 65

Fwd Sterntube Brg (FSB) 33.3 31.8 65

Aft Intermediate Shaft Brg (ISB1) 31.7 32.4 65

Fwd Intermediate Shaft Brg (ISB2) 31.8 32.7 65

Table 14 Bearing start temperatures and limits


6.1.2 Bearing temperature measurement results

So far the sea trial was successful and the lubrication oil temperature only increased by a few degrees

Celsius during the sea trial. The figures below show the trends at Deadslow and Slow speed ahead.

Figure 19 Bearing temperatures vs time, Port side shaftline

Figure 20 Bearing temperatures vs time, Starboard side shaftline

These trends are typical for a twin screw inward rotating propeller configuration. No temperature spikes

were noticed at any time. The result so far is satisfying.

30

32

34

36

38

40

42

44

15.00 15.50 16.00 16.50 17.00 17.50

Te

mp

era

ture

(d

eg

C)

Time (h)

Bearing temperatures (Port side)

ASB

Aux

MSB

FSB

ISB1

ISB2

30

32

34

36

38

40

42

44

15.00 15.50 16.00 16.50 17.00 17.50

Te

mp

era

ture

(d

eg

C)

Time (h)

Bearing temperatures (Starboard side)

ASB

Aux

MSB

FSB

ISB1

ISB2


6.2 Whirling vibration measurements Whirling vibration measurements were made and the propulsion system was monitored at two locations.

First location is where the A-brackets attach to the hull. In this location shaft induced vibrations was

monitored on the A-bracket by accelerometers.

Second location is directly on the shaft just forward of the forward seal using proximity transducers. This

type of measurement is a direct measurement of the shaft displacement over time.

The accelerometers and proximity transducers can measure if a resonance is found in the upper speed

range. This is done during trial runs. The upper speed range is defined as 70% of the MCR speed. If a

resonance is found the induced vibrations are excessive and amplified many times over normal levels.

It is hard to state an absolute level in mm/s2, mm/s or mm. But as an example, in vibration velocity at

the A-bracket support it would be in a range of 20-60 mm/s. At these levels mechanical damage, i.e.

cracks is to be expected.


7 CONCLUSIONS

The analysis carried out is based on the referenced documentation for this vessel. Any changes of the

design which have effects of the alignment makes this report invalid and re-calculations of the alignment

should be considered.

The scope of work was to carry out a shaft alignment calculation, installation procedure and show

acceptance criterias for verification of satisfying alignment of the propulsion line. The strain gauge

method was carried out together with normal jack load measurements. Reverse engineering calculations

was carried out to evaluate the results.

The report presents the as-built alignment calculation for the low speed shaftlines of the vessel. It also

shows the verification of alignment during installation and seatrial. The propulsion system is presented

for the port- and starboard-shaftlines.

7.1 Alignment result

The proposed alignment was found to satisfy the specified shaft, bearing and gearbox acceptance criteria

for all investigated conditions. The chosen alignment is found to be the best compromise for what could

be achieved as the present as-built alignment.

Bracket bearings and sterntube bearings:

These four oil-lubricated bearings are loaded for all operating conditions investigated. The loads are

within the bearing acceptance criteria for all conditions.

Intermediate shaft bearings:

The calculated and measured bearing loads are within the requirements for all calculated conditions.

Main wheel bearings:

The calculated and measured average bearing loads are within the acceptance criteria offered by

Reintjes in cold and warm static condition.

7.2 Seatrial results

Bearing temperature measurements

So far during the seatrial the temperature levels and trends are typical for a twin screw inward rotating

propeller configuration. No temperature spikes were noticed at any time. The result was satisfying.

Whirling vibration measurements

Still to be done.

The Appendix is for reference material and results.


8 REFERENCES

/1/

/2/

DNV GL – Report No. 2014-9217, Rev. 1 – www.dnvgl.com A-1

APPENDIX A

Result INPUT DATA - OPERATING CONDITION 1 (COLD STATIC) --------------------------------------------------------------------------------------- Bearings: Id Description Position Extension Offset(V) Offset(H) [-] [-] [mm] [mm] [mm] [mm] 1 Bearing 1382 362.5 -0.016 0.964 2 Bearing 2027 362.5 0.169 0.711 3 Bearing 3158 200.0 0.077 1.053 4 Bearing 9205 340.0 -2.714 1.359 5 Bearing 13941 332.0 -1.432 -0.061 6 Bearing 20055 280.0 1.500 -3.200 7 Bearing 26080 280.0 1.800 -6.900 8 Bearing 31468 118.0 -0.210 -8.460 9 Bearing 31918 104.0 -0.190 -8.640 Bearings: Id Description Position Stiffness Structural(V) Structural(H) OilFilm Axial [-] [-] [mm] [N/m] [N/m] [N/m] [N/m] 1 Bearing 1382 1.3E+009 5.0E+008 0.0E+000 0.0E+000 2 Bearing 2027 1.3E+009 5.0E+008 0.0E+000 0.0E+000 3 Bearing 3158 1.0E+009 5.0E+008 0.0E+000 0.0E+000 4 Bearing 9205 1.3E+009 5.0E+008 0.0E+000 0.0E+000 5 Bearing 13941 1.3E+009 5.0E+008 0.0E+000 0.0E+000 6 Bearing 20055 1.0E+009 1.0E+009 0.0E+000 0.0E+000 7 Bearing 26080 1.0E+009 1.0E+009 0.0E+000 0.0E+000 8 Bearing 31468 2.0E+009 2.0E+009 0.0E+000 0.0E+000 9 Bearing 31918 1.0E+009 1.0E+009 0.0E+000 0.0E+000 Bearings - Condition dependent: Id Description Position Clearance ReacPoint ThermExp(V) ThermExp(H) HullDef(V) [-] [-] [mm] [mm] [mm] [mm] [mm] [mm] 1 Bearing 1382 0.650 40.0 0.000 0.000 0.000 2 Bearing 2027 0.650 322.5 0.000 0.000 0.000 3 Bearing 3158 0.650 100.0 0.000 0.000 0.000 4 Bearing 9205 0.650 170.0 0.000 0.000 0.000 5 Bearing 13941 0.650 166.0 0.000 0.000 0.000 6 Bearing 20055 0.600 140.0 0.000 0.000 0.000 7 Bearing 26080 0.600 140.0 0.000 0.000 0.000 8 Bearing 31468 0.235 0.0 0.000 0.000 0.000 9 Bearing 31918 0.215 0.0 0.000 0.000 0.000 Shaft elements: Id Description Position Length DoAft DoFwd Di Mass (calc) [-] [-] [mm] [mm] [mm] [mm] [mm] [kg] 1 Shaft 0 205.0 250.0 250.0 0.0 79 2 Shaft 205 450.0 305.0 327.3 0.0 275 3 Shaft 655 500.0 327.3 352.0 0.0 352 4 Shaft 1155 187.0 352.0 352.0 0.0 143 5 Shaft 1342 40.0 352.0 352.0 0.0 31 6 Shaft 1382 322.5 352.0 352.0 0.0 246 7 Shaft 1705 322.5 352.0 352.0 0.0 246 8 Shaft 2027 40.0 352.0 352.0 0.0 31 9 Shaft 2067 583.0 352.0 352.0 0.0 445 10 Shaft 2650 100.0 352.0 352.0 0.0 76 11 Shaft 2750 162.0 340.0 340.0 0.0 115 12 Shaft 2912 146.0 340.0 340.0 0.0 104 13 Shaft 3058 100.0 340.0 340.0 0.0 71 14 Shaft 3158 100.0 340.0 340.0 0.0 71 15 Shaft 3258 50.0 340.0 340.0 0.0 36 16 Shaft 3308 5605.0 340.0 340.0 0.0 3995 17 Shaft 8913 292.0 340.0 340.0 0.0 208 18 Shaft 9205 470.0 340.0 340.0 0.0 335 19 Shaft 9675 50.0 340.0 332.0 0.0 34 20 Shaft 9725 3850.0 332.0 332.0 0.0 2616 21 Shaft 13575 200.0 332.0 332.0 0.0 136 22 Shaft 13775 166.0 332.0 332.0 0.0 113 23 Shaft 13941 166.0 332.0 332.0 0.0 113 24 Shaft 14107 298.0 332.0 332.0 0.0 203


25 Shaft 14405 100.0 332.0 332.0 0.0 68 26 Shaft 14505 50.0 332.0 320.0 0.0 32 27 Shaft 14555 250.0 320.0 320.0 0.0 158 28 Shrink fit 14805 700.0 520.0 520.0 0.0 1167 29 Shaft 15505 575.0 320.0 320.0 0.0 363 30 Shaft 16080 200.0 320.0 320.0 0.0 126 31 SG1Shaft 16280 500.0 275.0 275.0 0.0 233 32 Shaft 16780 1800.0 275.0 275.0 0.0 839 33 Shaft 18580 350.0 275.0 275.0 0.0 163 34 Flange 18930 75.0 710.0 710.0 0.0 233 35 Spacer ring 19005 100.0 710.0 710.0 0.0 311 36 Flange 19105 75.0 710.0 710.0 0.0 233 37 Shaft 19180 475.0 275.0 275.0 0.0 221 38 Shaft 19655 100.0 275.0 275.0 0.0 47 39 Shaft 19755 300.0 280.0 280.0 0.0 145 40 Shaft 20055 300.0 280.0 280.0 0.0 145 41 SG2Shaft 20355 645.0 275.0 275.0 0.0 301 42 Shaft 21000 405.0 275.0 275.0 0.0 189 43 Shaft 21405 1050.0 275.0 275.0 0.0 490 44 Shaft 22455 2100.0 275.0 275.0 0.0 979 45 Shaft 24555 500.0 275.0 275.0 0.0 233 46 Flange 25055 75.0 710.0 710.0 0.0 233 47 Flange 25130 75.0 710.0 710.0 0.0 233 48 Shaft 25205 575.0 275.0 275.0 0.0 268 49 Shaft 25780 300.0 280.0 280.0 0.0 145 50 Shaft 26080 300.0 280.0 280.0 0.0 145 51 Shaft 26380 100.0 275.0 275.0 0.0 47 52 SG3aShaft 26480 965.0 275.0 275.0 0.0 450 53 SG3bShaft 27445 1000.0 275.0 275.0 0.0 466 54 SG3Shaft 28445 1000.0 275.0 275.0 0.0 466 55 Shaft 29445 1150.0 275.0 275.0 0.0 536 56 Shaft 30595 350.0 275.0 275.0 0.0 163 57 Shaft 30945 100.0 275.0 275.0 0.0 47 58 Flange 31045 75.0 710.0 710.0 0.0 233 59 Spacer ring 31120 60.0 710.0 710.0 0.0 186 60 Flange 31180 75.0 710.0 710.0 0.0 233 61 Shaft 31255 154.0 330.0 330.0 0.0 103 62 Shaft 31409 59.0 330.0 330.0 0.0 40 63 Shaft 31468 59.0 330.0 330.0 0.0 40 64 Shaft 31527 30.0 500.0 500.0 0.0 46 65 Shaft 31557 77.0 1400.0 1400.0 0.0 930 66 Shaft 31634 23.0 1400.0 1400.0 0.0 278 67 Shaft 31657 100.0 1400.0 1400.0 0.0 1208 68 Shaft 31757 30.0 500.0 500.0 0.0 46 69 Shaft 31787 19.0 290.0 290.0 0.0 10 70 Shaft 31806 60.0 280.0 280.0 0.0 29 71 Shaft 31866 52.0 290.0 290.0 0.0 27 72 Shaft 31918 52.0 290.0 290.0 0.0 27 73 Shaft 31970 98.0 260.0 260.0 0.0 41 74 Shaft 32068 208.0 220.0 220.0 0.0 62 Total 23491 [kg] Shaft external masses: ID Mass name Position Mass [-] [-] [mm] [kg] 1 Original Cap 205 120 65 31634 2452 Propeller: Position MassInAir MassInWater [mm] [kg] [kg] 655 5562 5562 Polar mass moment Of inertia (Jp) Diametral mass moment Of inertia (Jd) Additional mass due to entrained water (d_m) Polar mass moment Of inertia of entrained water (d_Jp) Diametral mass moment Of inertia of entrained water (d_Jd) Jp Jd d_m d_Jp d_Jd [kgm^2] [kgm^2] [kg] [kgm^2] [kgm^2] 17952 8976 1070 8976 8976


Jacks and temporary supports: Position Jack? TempSupport?SupportOffset [mm] [-] [-] [mm] 14405 Yes No 0.000 19655 Yes No 0.000 26480 Yes No 0.000 30945 Yes No 0.000


INPUT DATA - OPERATING CONDITION 4 (WARM RUNNING 0.25 X T0) --------------------------------------------------------------------------------------- Bearings: Id Description Position Extension Offset(V) Offset(H) [-] [-] [mm] [mm] [mm] [mm] 1 Bearing 1382 362.5 -0.016 0.964 2 Bearing 2027 362.5 0.169 0.711 3 Bearing 3158 200.0 0.077 1.053 4 Bearing 9205 340.0 -2.714 1.359 5 Bearing 13941 332.0 -1.432 -0.061 6 Bearing 20055 280.0 1.500 -3.200 7 Bearing 26080 280.0 1.800 -6.900 8 Bearing 31468 118.0 -0.210 -8.460 9 Bearing 31918 104.0 -0.190 -8.640 Bearings: Id Description Position Stiffness Structural(V) Structural(H) OilFilm Axial [-] [-] [mm] [N/m] [N/m] [N/m] [N/m] 1 Bearing 1382 1.3E+009 5.0E+008 0.0E+000 0.0E+000 2 Bearing 2027 1.3E+009 5.0E+008 0.0E+000 0.0E+000 3 Bearing 3158 1.0E+009 5.0E+008 0.0E+000 0.0E+000 4 Bearing 9205 1.3E+009 5.0E+008 0.0E+000 0.0E+000 5 Bearing 13941 1.3E+009 5.0E+008 0.0E+000 0.0E+000 6 Bearing 20055 1.0E+009 1.0E+009 0.0E+000 0.0E+000 7 Bearing 26080 1.0E+009 1.0E+009 0.0E+000 0.0E+000 8 Bearing 31468 2.0E+009 2.0E+009 0.0E+000 0.0E+000 9 Bearing 31918 1.0E+009 1.0E+009 0.0E+000 0.0E+000 Bearings - Condition dependent: Id Description Position Clearance ReacPoint ThermExp(V) ThermExp(H) HullDef(V) [-] [-] [mm] [mm] [mm] [mm] [mm] [mm] 1 Bearing 1382 0.650 40.0 0.000 0.000 0.000 2 Bearing 2027 0.650 322.5 0.000 0.000 0.000 3 Bearing 3158 0.650 100.0 0.000 0.000 0.000 4 Bearing 9205 0.650 170.0 0.000 0.000 0.000 5 Bearing 13941 0.650 166.0 0.000 0.000 0.000 6 Bearing 20055 0.600 140.0 0.000 0.000 0.000 7 Bearing 26080 0.600 140.0 0.000 0.000 0.000 8 Bearing 31468 0.235 0.0 0.210 0.000 0.000 9 Bearing 31918 0.215 0.0 0.210 0.000 0.000 Shaft elements: Id Description Position Length DoAft DoFwd Di Mass (calc) [-] [-] [mm] [mm] [mm] [mm] [mm] [kg] 1 Shaft 0 205.0 250.0 250.0 0.0 79 2 Shaft 205 450.0 305.0 327.3 0.0 275 3 Shaft 655 500.0 327.3 352.0 0.0 352 4 Shaft 1155 187.0 352.0 352.0 0.0 143 5 Shaft 1342 40.0 352.0 352.0 0.0 31 6 Shaft 1382 322.5 352.0 352.0 0.0 246 7 Shaft 1705 322.5 352.0 352.0 0.0 246 8 Shaft 2027 40.0 352.0 352.0 0.0 31 9 Shaft 2067 583.0 352.0 352.0 0.0 445 10 Shaft 2650 100.0 352.0 352.0 0.0 76 11 Shaft 2750 162.0 340.0 340.0 0.0 115 12 Shaft 2912 146.0 340.0 340.0 0.0 104 13 Shaft 3058 100.0 340.0 340.0 0.0 71 14 Shaft 3158 100.0 340.0 340.0 0.0 71 15 Shaft 3258 50.0 340.0 340.0 0.0 36 16 Shaft 3308 5605.0 340.0 340.0 0.0 3995 17 Shaft 8913 292.0 340.0 340.0 0.0 208 18 Shaft 9205 470.0 340.0 340.0 0.0 335 19 Shaft 9675 50.0 340.0 332.0 0.0 34 20 Shaft 9725 3850.0 332.0 332.0 0.0 2616 21 Shaft 13575 200.0 332.0 332.0 0.0 136 22 Shaft 13775 166.0 332.0 332.0 0.0 113 23 Shaft 13941 166.0 332.0 332.0 0.0 113 24 Shaft 14107 298.0 332.0 332.0 0.0 203 25 Shaft 14405 100.0 332.0 332.0 0.0 68 26 Shaft 14505 50.0 332.0 320.0 0.0 32 27 Shaft 14555 250.0 320.0 320.0 0.0 158 28 Shrink fit 14805 700.0 520.0 520.0 0.0 1167


29 Shaft 15505 575.0 320.0 320.0 0.0 363 30 Shaft 16080 200.0 320.0 320.0 0.0 126 31 SG1Shaft 16280 500.0 275.0 275.0 0.0 233 32 Shaft 16780 1800.0 275.0 275.0 0.0 839 33 Shaft 18580 350.0 275.0 275.0 0.0 163 34 Flange 18930 75.0 710.0 710.0 0.0 233 35 Spacer ring 19005 100.0 710.0 710.0 0.0 311 36 Flange 19105 75.0 710.0 710.0 0.0 233 37 Shaft 19180 475.0 275.0 275.0 0.0 221 38 Shaft 19655 100.0 275.0 275.0 0.0 47 39 Shaft 19755 300.0 280.0 280.0 0.0 145 40 Shaft 20055 300.0 280.0 280.0 0.0 145 41 SG2Shaft 20355 645.0 275.0 275.0 0.0 301 42 Shaft 21000 405.0 275.0 275.0 0.0 189 43 Shaft 21405 1050.0 275.0 275.0 0.0 490 44 Shaft 22455 2100.0 275.0 275.0 0.0 979 45 Shaft 24555 500.0 275.0 275.0 0.0 233 46 Flange 25055 75.0 710.0 710.0 0.0 233 47 Flange 25130 75.0 710.0 710.0 0.0 233 48 Shaft 25205 575.0 275.0 275.0 0.0 268 49 Shaft 25780 300.0 280.0 280.0 0.0 145 50 Shaft 26080 300.0 280.0 280.0 0.0 145 51 Shaft 26380 100.0 275.0 275.0 0.0 47 52 SG3aShaft 26480 965.0 275.0 275.0 0.0 450 53 SG3bShaft 27445 1000.0 275.0 275.0 0.0 466 54 SG3Shaft 28445 1000.0 275.0 275.0 0.0 466 55 Shaft 29445 1150.0 275.0 275.0 0.0 536 56 Shaft 30595 350.0 275.0 275.0 0.0 163 57 Shaft 30945 100.0 275.0 275.0 0.0 47 58 Flange 31045 75.0 710.0 710.0 0.0 233 59 Spacer ring 31120 60.0 710.0 710.0 0.0 186 60 Flange 31180 75.0 710.0 710.0 0.0 233 61 Shaft 31255 154.0 330.0 330.0 0.0 103 62 Shaft 31409 59.0 330.0 330.0 0.0 40 63 Shaft 31468 59.0 330.0 330.0 0.0 40 64 Shaft 31527 30.0 500.0 500.0 0.0 46 65 Shaft 31557 77.0 1400.0 1400.0 0.0 930 66 Shaft 31634 23.0 1400.0 1400.0 0.0 278 67 Shaft 31657 100.0 1400.0 1400.0 0.0 1208 68 Shaft 31757 30.0 500.0 500.0 0.0 46 69 Shaft 31787 19.0 290.0 290.0 0.0 10 70 Shaft 31806 60.0 280.0 280.0 0.0 29 71 Shaft 31866 52.0 290.0 290.0 0.0 27 72 Shaft 31918 52.0 290.0 290.0 0.0 27 73 Shaft 31970 98.0 260.0 260.0 0.0 41 74 Shaft 32068 208.0 220.0 220.0 0.0 62 Total 23491 [kg] Shaft external masses: ID Mass name Position Mass [-] [-] [mm] [kg] 1 Original Cap 205 120 65 31634 2452 External loads: Position Load Moment Distributed Direction [mm] [N] [Nm] [N] [-] 655 0 -78000 0 Vertical 655 0 -78000 0 Horizontal Propeller: Position MassInAir MassInWater [mm] [kg] [kg] 655 5562 5562 Polar mass moment Of inertia (Jp) Diametral mass moment Of inertia (Jd) Additional mass due to entrained water (d_m) Polar mass moment Of inertia of entrained water (d_Jp) Diametral mass moment Of inertia of entrained water (d_Jd) Jp Jd d_m d_Jp d_Jd [kgm^2] [kgm^2] [kg] [kgm^2] [kgm^2] 17952 8976 1070 8976 8976


MATERIAL LIST ------------------------------------------------------------------------------------- DESCRIPTION POSITION BUOYANCY DENSITY E-MODULUS SHEAR-MOD [mm] [kg/m^3] [GPa] [GPa] Shaft 0 In water 7850 210.0 81.0 Shaft 205 In water 7850 210.0 81.0 Shaft 655 In water 7850 210.0 81.0 Shaft 1155 In oil 7850 210.0 81.0 Shaft 1342 In oil 7850 210.0 81.0 Shaft 1382 In oil 7850 210.0 81.0 Shaft 1705 In oil 7850 210.0 81.0 Shaft 2027 In oil 7850 210.0 81.0 Shaft 2067 In oil 7850 210.0 81.0 Shaft 2650 In oil 7850 210.0 81.0 Shaft 2750 In oil 7850 210.0 81.0 Shaft 2912 In oil 7850 210.0 81.0 Shaft 3058 In oil 7850 210.0 81.0 Shaft 3158 In oil 7850 210.0 81.0 Shaft 3258 In oil 7850 210.0 81.0 Shaft 3308 In oil 7850 210.0 81.0 Shaft 8913 In oil 7850 210.0 81.0 Shaft 9205 In oil 7850 210.0 81.0 Shaft 9675 In oil 7850 210.0 81.0 Shaft 9725 In oil 7850 210.0 81.0 Shaft 13575 In air 7850 210.0 81.0 Shaft 13775 In air 7850 210.0 81.0 Shaft 13941 In air 7850 210.0 81.0 Shaft 14107 In air 7850 210.0 81.0 Shaft 14405 In air 7850 210.0 81.0 Shaft 14505 In air 7850 210.0 81.0 Shaft 14555 In air 7850 210.0 81.0 Shrink fit 14805 In air 7850 210.0 81.0 Shaft 15505 In air 7850 210.0 81.0 Shaft 16080 In air 7850 210.0 81.0 SG1Shaft 16280 In air 7850 210.0 81.0 Shaft 16780 In air 7850 210.0 81.0 Shaft 18580 In air 7850 210.0 81.0 Flange 18930 In air 7850 210.0 81.0 Spacer ring 19005 In air 7850 210.0 81.0 Flange 19105 In air 7850 210.0 81.0 Shaft 19180 In air 7850 210.0 81.0 Shaft 19655 In air 7850 210.0 81.0 Shaft 19755 In air 7850 210.0 81.0 Shaft 20055 In air 7850 210.0 81.0 SG2Shaft 20355 In air 7850 210.0 81.0 Shaft 21000 In air 7850 210.0 81.0 Shaft 21405 In air 7850 210.0 81.0 Shaft 22455 In air 7850 210.0 81.0 Shaft 24555 In air 7850 210.0 81.0 Flange 25055 In air 7850 210.0 81.0 Flange 25130 In air 7850 210.0 81.0 Shaft 25205 In air 7850 210.0 81.0 Shaft 25780 In air 7850 210.0 81.0 Shaft 26080 In air 7850 210.0 81.0 Shaft 26380 In air 7850 210.0 81.0 SG3aShaft 26480 In air 7850 210.0 81.0 SG3bShaft 27445 In air 7850 210.0 81.0 SG3Shaft 28445 In air 7850 210.0 81.0 Shaft 29445 In air 7850 210.0 81.0 Shaft 30595 In air 7850 210.0 81.0 Shaft 30945 In air 7850 210.0 81.0 Flange 31045 In air 7850 210.0 81.0 Spacer ring 31120 In air 7850 210.0 81.0 Flange 31180 In air 7850 210.0 81.0 Shaft 31255 In air 7850 210.0 81.0 Shaft 31409 In air 7850 210.0 81.0 Shaft 31468 In air 7850 210.0 81.0 Shaft 31527 In air 7850 210.0 81.0 Shaft 31557 In air 7850 210.0 81.0 Shaft 31634 In air 7850 210.0 81.0 Shaft 31657 In air 7850 210.0 81.0 Shaft 31757 In air 7850 210.0 81.0 Shaft 31787 In air 7850 210.0 81.0


Shaft 31806 In air 7850 210.0 81.0 Shaft 31866 In air 7850 210.0 81.0 Shaft 31918 In air 7850 210.0 81.0 Shaft 31970 In air 7850 210.0 81.0 Shaft 32068 In air 7850 210.0 81.0 REACTION INFLUENCE NUMBER - OPERATING CONDITION 1 (COLD STATIC) Units used: [N/mm] --------------------------------------------------------------------------------------- Bearing 1 Bearing 2 Bearing 3 Bearing 4 Bearing 5 Bearing 1 2.22E+005 -3.38E+005 1.14E+005 3.58E+003 -1.16E+003 Bearing 2 -3.38E+005 5.61E+005 -2.30E+005 9.05E+003 -2.37E+003 Bearing 3 1.14E+005 -2.30E+005 1.30E+005 -1.88E+004 6.40E+003 Bearing 4 3.58E+003 9.05E+003 -1.88E+004 1.28E+004 -8.85E+003 Bearing 5 -1.16E+003 -2.37E+003 6.40E+003 -8.85E+003 9.61E+003 Bearing 6 1.95E+002 3.97E+002 -1.08E+003 2.73E+003 -5.01E+003 Bearing 7 -5.30E+001 -1.08E+002 2.92E+002 -7.45E+002 1.89E+003 Bearing 8 6.50E+001 1.32E+002 -3.58E+002 9.14E+002 -2.32E+003 Bearing 9 -5.08E+001 -1.03E+002 2.80E+002 -7.15E+002 1.82E+003 Bearing 6 Bearing 7 Bearing 8 Bearing 9 Bearing 1 1.95E+002 -5.30E+001 6.50E+001 -5.08E+001 Bearing 2 3.97E+002 -1.08E+002 1.32E+002 -1.03E+002 Bearing 3 -1.08E+003 2.92E+002 -3.58E+002 2.80E+002 Bearing 4 2.73E+003 -7.45E+002 9.14E+002 -7.15E+002 Bearing 5 -5.01E+003 1.89E+003 -2.32E+003 1.82E+003 Bearing 6 5.06E+003 -3.74E+003 6.67E+003 -5.23E+003 Bearing 7 -3.74E+003 5.97E+003 -2.46E+004 2.11E+004 Bearing 8 6.67E+003 -2.46E+004 2.00E+005 -1.81E+005 Bearing 9 -5.23E+003 2.11E+004 -1.81E+005 1.63E+005


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 1 (COLD STATIC) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -0.863 0.03 0 0.00 0 Shaft 205 -0.868 0.03 0 0.00 0 Shaft 655 -0.880 0.03 0 0.00 0 Shaft 1155 -0.893 0.03 0 0.00 0 Shaft 1342 -0.898 0.03 0 0.00 0 Shaft 1382 -0.899 0.03 0 0.00 0 Shaft 1705 -0.908 0.03 -3874 -0.90 -12012 Shaft 2027 -0.919 0.04 -7748 -1.81 -12012 Shaft 2067 -0.921 0.04 -7657 -1.79 2258 Shaft 2650 -0.955 0.07 -6341 -1.48 2258 Shaft 2750 -0.962 0.07 -6115 -1.43 2258 Shaft 2912 -0.974 0.08 -5749 -1.49 2258 Shaft 3058 -0.986 0.09 -5420 -1.40 2258 Shaft 3158 -0.995 0.09 -5194 -1.35 2258 Shaft 3258 -1.005 0.09 -4883 -1.27 3106 Shaft 3308 -1.009 0.10 -4728 -1.23 3106 Shaft 8913 -1.424 -0.07 12683 3.29 3106 Shaft 9205 -1.400 -0.09 13590 3.52 3106 Shaft 9675 -1.346 -0.14 12481 3.23 -2358 Shaft 9725 -1.339 -0.14 12363 3.44 -2358 Shaft 13575 -0.235 -0.38 3284 0.91 -2358 Shaft 13775 -0.158 -0.39 2813 0.78 -2358 Shaft 13941 -0.093 -0.39 2421 0.67 -2358 Shaft 14107 -0.028 -0.40 2347 0.65 -444 Shaft 14405 0.091 -0.40 2215 0.62 -444 Jack Shaft 14505 0.131 -0.40 2171 0.60 -444 Shaft 14555 0.151 -0.40 2149 0.67 -444 Shaft 14805 0.252 -0.41 2038 0.63 -444 Shrink fit 15105 0.376 -0.41 1905 0.59 -444 Shrink fit 15505 0.542 -0.42 1727 0.54 -444 Shaft 16080 0.787 -0.43 1472 0.46 -444 Shaft 16280 0.873 -0.43 1384 0.43 -444 SG1Shaft 16780 1.091 -0.44 1162 0.57 -444 Shaft 18580 1.912 -0.47 363 0.18 -444 Shaft 18930 2.075 -0.47 208 0.10 -444 Flange 19005 2.110 -0.47 175 0.00 -444 Spacer ring 19105 2.156 -0.47 131 0.00 -444 Flange 19180 2.192 -0.47 97 0.00 -444 Shaft 19755 2.460 -0.47 -158 -0.08 -444 Jack Shaft 20055 2.600 -0.47 -291 -0.13 -444 Shaft 20355 2.740 -0.46 -455 -0.21 -548 SG2Shaft 21000 3.037 -0.46 -808 -0.40 -548 Shaft 24555 4.506 -0.35 -2755 -1.35 -548 Shaft 25055 4.675 -0.33 -3029 -1.48 -548 Flange 25130 4.699 -0.33 -3070 -0.09 -548 Flange 25205 4.723 -0.33 -3111 -0.09 -548 Shaft 25780 4.901 -0.29 -3426 -1.68 -548 Shaft 26080 4.987 -0.28 -3590 -1.67 -548 Shaft 26380 5.067 -0.26 -3367 -1.56 744 Jack SG3aShaft 27445 5.314 -0.21 -2574 -1.26 744 SSG3bShaft 28445 5.501 -0.17 -1830 -0.90 744 SG3Shaft 29445 5.656 -0.14 -1086 -0.53 744 Shaft 30445 5.794 -0.13 -341 -0.17 744 Shaft 30595 5.813 -0.13 -230 -0.11 744 Shaft 31045 5.872 -0.13 105 0.05 744 Flange 31120 5.882 -0.13 161 0.00 744 Jack Spacer ring 31180 5.890 -0.13 206 0.01 744 Flange 31255 5.900 -0.13 262 0.01 744 Shaft 31409 5.920 -0.13 376 0.11 744 Shaft 31468 5.928 -0.13 420 0.12 744 Shaft 31527 5.936 -0.13 365 0.10 -934 Shaft 31557 5.940 -0.13 337 0.03 -934


Shaft 31634 5.950 -0.13 265 0.00 -934 Shaft 31657 5.953 -0.13 244 0.00 -934 Shaft 31757 5.966 -0.13 150 0.00 -934 Shaft 31787 5.970 -0.13 122 0.01 -934 Shaft 31806 5.972 -0.13 105 0.04 -934 Shaft 31866 5.980 -0.13 49 0.02 -934 Shaft 31918 5.987 -0.13 0 0.00 -934 Shaft 31970 5.994 -0.13 0 0.00 0 Shaft 32068 6.007 -0.13 0 0.00 0 Shaft 32276 6.034 -0.13 0 0.00 0


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 2 (WARM STATIC) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -0.863 0.03 0 0.00 0 Shaft 205 -0.868 0.03 0 0.00 0 Shaft 655 -0.880 0.03 0 0.00 0 Shaft 1155 -0.893 0.03 0 0.00 0 Shaft 1342 -0.898 0.03 0 0.00 0 Shaft 1382 -0.899 0.03 0 0.00 0 Shaft 1705 -0.908 0.03 -3874 -0.90 -12014 Shaft 2027 -0.919 0.04 -7749 -1.81 -12014 Shaft 2067 -0.921 0.04 -7658 -1.79 2259 Shaft 2650 -0.955 0.07 -6342 -1.48 2259 Shaft 2750 -0.962 0.07 -6116 -1.43 2259 Shaft 2912 -0.974 0.08 -5750 -1.49 2259 Shaft 3058 -0.987 0.09 -5420 -1.40 2259 Shaft 3158 -0.995 0.09 -5194 -1.35 2259 Shaft 3258 -1.005 0.09 -4883 -1.27 3107 Shaft 3308 -1.009 0.10 -4728 -1.23 3107 Shaft 8913 -1.424 -0.07 12687 3.29 3107 Shaft 9205 -1.400 -0.09 13594 3.52 3107 Shaft 9675 -1.346 -0.14 12485 3.24 -2360 Shaft 9725 -1.339 -0.14 12367 3.44 -2360 Shaft 13575 -0.235 -0.38 3281 0.91 -2360 Shaft 13775 -0.158 -0.39 2809 0.78 -2360 Shaft 13941 -0.093 -0.39 2418 0.67 -2360 Shaft 14107 -0.028 -0.40 2344 0.65 -443 Shaft 14405 0.091 -0.40 2212 0.62 -443 Shaft 14505 0.131 -0.40 2168 0.60 -443 Shaft 14555 0.151 -0.40 2146 0.67 -443 Shaft 14805 0.253 -0.41 2035 0.63 -443 Shrink fit 15105 0.376 -0.41 1902 0.59 -443 Shrink fit 15505 0.543 -0.42 1725 0.54 -443 Shaft 16080 0.787 -0.43 1470 0.46 -443 Shaft 16280 0.873 -0.43 1382 0.43 -443 SG1Shaft 16780 1.091 -0.44 1160 0.57 -443 Shaft 18580 1.912 -0.47 363 0.18 -443 Shaft 18930 2.075 -0.47 208 0.10 -443 Flange 19005 2.110 -0.47 175 0.00 -443 Spacer ring 19105 2.157 -0.47 130 0.00 -443 Flange 19180 2.192 -0.47 97 0.00 -443 Shaft 19755 2.460 -0.47 -158 -0.08 -443 Shaft 20055 2.600 -0.47 -290 -0.13 -443 Shaft 20355 2.740 -0.46 -455 -0.21 -548 SG2Shaft 21000 3.037 -0.46 -809 -0.40 -548 Shaft 24555 4.505 -0.35 -2758 -1.35 -548 Shaft 25055 4.674 -0.33 -3032 -1.49 -548 Flange 25130 4.699 -0.33 -3073 -0.09 -548 Flange 25205 4.723 -0.33 -3114 -0.09 -548 Shaft 25780 4.901 -0.29 -3430 -1.68 -548 Shaft 26080 4.986 -0.28 -3594 -1.67 -548 Shaft 26380 5.066 -0.26 -3369 -1.56 749 SG3aShaft 27445 5.313 -0.21 -2571 -1.26 749 SSG3bShaft 28445 5.500 -0.17 -1822 -0.89 749 SG3Shaft 29445 5.655 -0.14 -1072 -0.53 749 Shaft 30445 5.793 -0.13 -323 -0.16 749 Shaft 30595 5.812 -0.13 -210 -0.10 749 Shaft 31045 5.871 -0.13 127 0.06 749 Flange 31120 5.881 -0.13 183 0.01 749 Spacer ring 31180 5.889 -0.13 228 0.01 749 Flange 31255 5.899 -0.13 284 0.01 749 Shaft 31409 5.919 -0.13 400 0.11 749 Shaft 31468 5.927 -0.13 444 0.13 749 Shaft 31527 5.935 -0.13 386 0.11 -986 Shaft 31557 5.939 -0.13 356 0.03 -986


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 4 (WARM RUNNING MCR 0.25 X T0) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -2.756 -1.11 0 0.00 0 Shaft 205 -2.528 -1.11 0 0.00 0 Shaft 655 -2.027 -1.11 0 0.00 0 Shaft 1155 -1.541 -0.83 -78000 -18.22 0 Shaft 1342 -1.395 -0.74 -78000 -18.22 0 Shaft 1382 -1.365 -0.72 -78000 -18.22 0 Shaft 1705 -1.159 -0.57 -72013 -16.82 18566 Shaft 2027 -1.000 -0.42 -66025 -15.42 18566 Shaft 2067 -0.983 -0.41 -64484 -15.06 38539 Shaft 2650 -0.806 -0.21 -42015 -9.81 38539 Shaft 2750 -0.786 -0.19 -38161 -8.91 38539 Shaft 2912 -0.760 -0.15 -31918 -8.27 38539 Shaft 3058 -0.741 -0.11 -26291 -6.81 38539 Shaft 3158 -0.730 -0.10 -22437 -5.81 38539 Shaft 3258 -0.721 -0.08 -21759 -5.64 6784 Shaft 3308 -0.718 -0.07 -21420 -5.55 6784 Shaft 8913 -1.306 0.03 16606 4.30 6784 Shaft 9205 -1.308 -0.01 18587 4.82 6784 Shaft 9675 -1.288 -0.07 16959 4.40 -3463 Shaft 9725 -1.284 -0.08 16786 4.67 -3463 Shaft 13575 -0.249 -0.39 3453 0.96 -3463 Shaft 13775 -0.170 -0.40 2760 0.77 -3463 Shaft 13941 -0.105 -0.40 2186 0.61 -3463 Shaft 14107 -0.038 -0.40 2119 0.59 -401 Shaft 14405 0.082 -0.41 1999 0.56 -401 Shaft 14505 0.123 -0.41 1959 0.55 -401 Shaft 14555 0.143 -0.41 1939 0.60 -401 Shaft 14805 0.246 -0.41 1839 0.57 -401 Shrink fit 15105 0.371 -0.42 1719 0.53 -401 Shrink fit 15505 0.539 -0.42 1558 0.48 -401 Shaft 16080 0.785 -0.43 1328 0.41 -401 Shaft 16280 0.872 -0.43 1248 0.39 -401 SG1Shaft 16780 1.092 -0.44 1047 0.51 -401 Shaft 18580 1.913 -0.47 325 0.16 -401 Shaft 18930 2.076 -0.47 185 0.09 -401 Flange 19005 2.111 -0.47 155 0.00 -401 Spacer ring 19105 2.157 -0.47 115 0.00 -401 Flange 19180 2.192 -0.47 84 0.00 -401 Shaft 19755 2.460 -0.47 -146 -0.07 -401 Shaft 20055 2.600 -0.47 -266 -0.12 -401 Shaft 20355 2.739 -0.46 -433 -0.20 -554 SG2Shaft 21000 3.036 -0.46 -790 -0.39 -554 Shaft 24555 4.505 -0.35 -2758 -1.35 -554 Shaft 25055 4.674 -0.33 -3034 -1.49 -554 Flange 25130 4.698 -0.33 -3076 -0.09 -554 Flange 25205 4.723 -0.33 -3117 -0.09 -554 Shaft 25780 4.901 -0.29 -3436 -1.68 -554 Shaft 26080 4.986 -0.28 -3602 -1.67 -554 Shaft 26380 5.067 -0.26 -3376 -1.57 751 SG3aShaft 27445 5.314 -0.21 -2577 -1.26 751 SSG3bShaft 28445 5.500 -0.17 -1825 -0.89 751 SG3Shaft 29445 5.655 -0.14 -1074 -0.53 751 Shaft 30445 5.793 -0.13 -323 -0.16 751 Shaft 30595 5.812 -0.13 -210 -0.10 751 Shaft 31045 5.872 -0.13 128 0.06 751 Flange 31120 5.881 -0.13 184 0.01 751 Spacer ring 31180 5.889 -0.13 229 0.01 751 Flange 31255 5.899 -0.13 285 0.01 751 Shaft 31409 5.919 -0.13 401 0.11 751 Shaft 31468 5.927 -0.13 445 0.13 751 Shaft 31527 5.935 -0.13 387 0.11 -990 Shaft 31557 5.939 -0.13 357 0.03 -990


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 1 (COLD STATIC) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -1.467 0.33 0 0.00 0 Shaft 205 -1.399 0.33 68 0.04 -668 Shaft 655 -1.250 0.33 1426 0.41 -4189 Shaft 1155 -1.096 0.27 31544 7.37 -61740 Shaft 1342 -1.050 0.23 43206 10.09 -62984 Shaft 1382 -1.041 0.21 45731 10.68 -63250 Shaft 1705 -0.987 0.12 50412 11.77 -15589 Shaft 2027 -0.967 0.01 55785 13.03 -17734 Shaft 2067 -0.967 -0.01 54810 12.80 24266 Shaft 2650 -1.025 -0.18 41793 9.76 20388 Shaft 2750 -1.044 -0.21 39787 9.29 19723 Shaft 2912 -1.082 -0.25 36674 9.50 18717 Shaft 3058 -1.122 -0.29 34007 8.81 17811 Shaft 3158 -1.152 -0.32 32257 8.36 17191 Shaft 3258 -1.185 -0.34 29690 7.69 25356 Shaft 3308 -1.202 -0.35 28430 7.37 25046 Shaft 8913 -2.914 0.03 -14469 -3.75 -9738 Shaft 9205 -2.901 0.06 -11361 -2.94 -11550 Shaft 9675 -2.865 0.10 -13558 -3.51 3215 Shaft 9725 -2.860 0.10 -13711 -3.82 2912 Shaft 13575 -1.859 0.25 18931 5.27 -19869 Shaft 13775 -1.813 0.22 23038 6.41 -21202 Shaft 13941 -1.780 0.18 26649 7.42 -22308 Shaft 14107 -1.752 0.15 22602 6.29 23827 Shaft 14405 -1.715 0.10 15798 4.40 21841 Jack Shaft 14505 -1.705 0.09 13647 3.80 21175 Shaft 14555 -1.701 0.09 12596 3.92 20854 Shaft 14805 -1.682 0.06 7576 2.36 19306 Shrink fit 15105 -1.666 0.05 2063 0.64 17448 Shrink fit 15505 -1.646 0.05 -1933 -0.60 7862 Shaft 16080 -1.612 0.07 -5429 -1.69 4302 Shaft 16280 -1.596 0.08 -6166 -1.92 3063 SG1Shaft 16780 -1.541 0.14 -7126 -3.49 777 Shaft 18580 -1.116 0.30 -1118 -0.55 -7453 Shaft 18930 -1.010 0.30 1771 0.87 -9054 Flange 19005 -0.987 0.30 2536 0.07 -11339 Spacer ring 19105 -0.957 0.30 3822 0.11 -14387 Flange 19180 -0.935 0.30 4987 0.14 -16673 Shaft 19755 -0.785 0.20 15330 7.51 -19302 Jack Shaft 20055 -0.736 0.12 21334 9.90 -20724 Shaft 20355 -0.716 0.03 16828 7.81 14309 SG2Shaft 21000 -0.748 -0.11 8550 4.19 11360 Shaft 24555 -1.132 0.01 -2940 -1.44 -4895 Shaft 25055 -1.123 0.02 79 0.04 -7182 Flange 25130 -1.121 0.02 703 0.02 -9467 Flange 25205 -1.119 0.02 1499 0.04 -11753 Shaft 25780 -1.117 -0.03 9013 4.41 -14383 Shaft 26080 -1.132 -0.08 13541 6.28 -15805 Shaft 26380 -1.165 -0.13 8806 4.09 15073 Jack SG3aShaft 27445 -1.343 -0.16 -4653 -2.28 10203 SSG3bShaft 28445 -1.441 -0.01 -12570 -6.16 5631 SG3Shaft 29445 -1.331 0.24 -15914 -7.79 1058 Shaft 30445 -0.959 0.50 -14686 -7.19 -3514 Shaft 30595 -0.880 0.54 -14107 -6.91 -4200 Shaft 31045 -0.614 0.64 -11754 -5.76 -6258 Flange 31120 -0.566 0.64 -11199 -0.32 -8544 Jack Spacer ring 31180 -0.528 0.64 -10632 -0.30 -10372 Flange 31255 -0.480 0.64 -9768 -0.28 -12658 Shaft 31409 -0.380 0.65 -7741 -2.19 -13672 Shaft 31468 -0.341 0.66 -6922 -1.96 -14061 Shaft 31527 -0.303 0.66 -7741 -2.19 13684 Shaft 31557 -0.283 0.66 -8145 -0.66 13230


Shaft 31634 -0.232 0.66 -8812 -0.03 4106 Shaft 31657 -0.217 0.66 -8322 -0.03 -22666 Shaft 31757 -0.151 0.66 -5463 -0.02 -34516 Shaft 31787 -0.131 0.66 -4421 -0.36 -34970 Shaft 31806 -0.119 0.66 -3756 -1.57 -35067 Shaft 31866 -0.079 0.66 -1643 -0.76 -35351 Shaft 31918 -0.044 0.66 202 0.08 -35615 Shaft 31970 -0.010 0.66 143 0.06 1009 Shaft 32068 0.055 0.66 63 0.04 609 Shaft 32276 0.193 0.66 0 0.00 0


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 2 (WARM STATIC) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -1.467 0.33 0 0.00 0 Shaft 205 -1.399 0.33 68 0.04 -668 Shaft 655 -1.250 0.33 1426 0.41 -4189 Shaft 1155 -1.096 0.27 31544 7.37 -61740 Shaft 1342 -1.050 0.23 43206 10.09 -62984 Shaft 1382 -1.041 0.21 45731 10.68 -63250 Shaft 1705 -0.987 0.12 50411 11.77 -15585 Shaft 2027 -0.967 0.01 55783 13.03 -17731 Shaft 2067 -0.967 -0.01 54807 12.80 24273 Shaft 2650 -1.025 -0.18 41786 9.76 20395 Shaft 2750 -1.044 -0.21 39780 9.29 19730 Shaft 2912 -1.082 -0.25 36665 9.50 18725 Shaft 3058 -1.122 -0.29 33997 8.81 17819 Shaft 3158 -1.152 -0.32 32247 8.36 17198 Shaft 3258 -1.185 -0.34 29681 7.69 25349 Shaft 3308 -1.202 -0.35 28421 7.37 25039 Shaft 8913 -2.914 0.03 -14440 -3.74 -9745 Shaft 9205 -2.901 0.06 -11330 -2.94 -11557 Shaft 9675 -2.866 0.10 -13543 -3.51 3249 Shaft 9725 -2.860 0.10 -13698 -3.81 2946 Shaft 13575 -1.860 0.25 18814 5.24 -19835 Shaft 13775 -1.813 0.22 22915 6.38 -21168 Shaft 13941 -1.780 0.18 26520 7.38 -22275 Shaft 14107 -1.752 0.15 22485 6.26 23756 Shaft 14405 -1.714 0.11 15702 4.37 21770 Shaft 14505 -1.704 0.09 13558 3.77 21103 Shaft 14555 -1.700 0.09 12511 3.89 20782 Shaft 14805 -1.681 0.07 7509 2.33 19234 Shrink fit 15105 -1.663 0.05 2017 0.63 17377 Shrink fit 15505 -1.643 0.05 -1950 -0.61 7790 Shaft 16080 -1.607 0.07 -5405 -1.68 4230 Shaft 16280 -1.591 0.08 -6128 -1.90 2992 SG1Shaft 16780 -1.535 0.14 -7052 -3.45 706 Shaft 18580 -1.110 0.30 -915 -0.45 -7525 Shaft 18930 -1.004 0.30 1999 0.98 -9125 Flange 19005 -0.982 0.30 2769 0.08 -11411 Spacer ring 19105 -0.952 0.30 4062 0.12 -14459 Flange 19180 -0.930 0.30 5232 0.15 -16745 Shaft 19755 -0.783 0.20 15616 7.65 -19374 Shaft 20055 -0.737 0.11 21642 10.04 -20796 Shaft 20355 -0.718 0.02 17066 7.92 14541 SG2Shaft 21000 -0.757 -0.12 8639 4.23 11592 Shaft 24555 -1.159 0.02 -3676 -1.80 -4663 Shaft 25055 -1.144 0.04 -773 -0.38 -6950 Flange 25130 -1.141 0.04 -166 0.00 -9236 Flange 25205 -1.138 0.04 613 0.02 -11521 Shaft 25780 -1.124 0.00 7993 3.92 -14151 Shaft 26080 -1.131 -0.05 12452 5.78 -15573 Shaft 26380 -1.154 -0.10 7867 3.65 14571 SG3aShaft 27445 -1.289 -0.12 -5057 -2.48 9701 SSG3bShaft 28445 -1.337 0.04 -12472 -6.11 5129 SG3Shaft 29445 -1.181 0.28 -15314 -7.50 556 Shaft 30445 -0.771 0.53 -13584 -6.65 -4016 Shaft 30595 -0.689 0.57 -12930 -6.33 -4702 Shaft 31045 -0.413 0.66 -10351 -5.07 -6760 Flange 31120 -0.363 0.66 -9759 -0.28 -9046 Spacer ring 31180 -0.324 0.66 -9161 -0.26 -10874 Flange 31255 -0.275 0.66 -8260 -0.24 -13160 Shaft 31409 -0.173 0.67 -6155 -1.74 -14174 Shaft 31468 -0.133 0.67 -5307 -1.50 -14563 Shaft 31527 -0.094 0.67 -6338 -1.80 17274 Shaft 31557 -0.074 0.67 -6849 -0.56 16820


Shaft 31634 -0.022 0.67 -7793 -0.03 7695 Shaft 31657 -0.007 0.67 -7386 -0.03 -19076 Shaft 31757 0.061 0.67 -4885 -0.02 -30927 Shaft 31787 0.081 0.67 -3951 -0.32 -31380 Shaft 31806 0.094 0.67 -3354 -1.40 -31477 Shaft 31866 0.134 0.68 -1457 -0.68 -31761 Shaft 31918 0.169 0.68 202 0.08 -32026 Shaft 31970 0.204 0.68 143 0.06 1009 Shaft 32068 0.271 0.68 63 0.04 609 Shaft 32276 0.411 0.68 0 0.00 0


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 4 (WARM RUNNING MCR 0.25 X T0) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -0.244 -0.49 0 0.00 0 Shaft 205 -0.345 -0.49 68 0.04 -668 Shaft 655 -0.568 -0.50 1426 0.41 -4189 Shaft 1155 -0.756 -0.27 -46456 -10.85 -61740 Shaft 1342 -0.802 -0.23 -34794 -8.13 -62984 Shaft 1382 -0.811 -0.22 -32269 -7.54 -63250 Shaft 1705 -0.872 -0.17 -14965 -3.49 -54729 Shaft 2027 -0.923 -0.16 3031 0.71 -56875 Shaft 2067 -0.929 -0.16 3960 0.92 -23342 Shaft 2650 -1.030 -0.20 18699 4.37 -27220 Shaft 2750 -1.050 -0.21 21454 5.01 -27885 Shaft 2912 -1.086 -0.24 26053 6.75 -28891 Shaft 3058 -1.123 -0.27 30337 7.86 -29797 Shaft 3158 -1.151 -0.29 33348 8.64 -30417 Shaft 3258 -1.182 -0.31 30768 7.97 25484 Shaft 3308 -1.198 -0.33 29502 7.65 25174 Shaft 8913 -2.875 0.02 -14115 -3.66 -9610 Shaft 9205 -2.864 0.05 -11044 -2.86 -11422 Shaft 9675 -2.831 0.09 -13315 -3.45 3373 Shaft 9725 -2.826 0.10 -13476 -3.75 3070 Shaft 13575 -1.857 0.24 18557 5.17 -19711 Shaft 13775 -1.811 0.21 22633 6.30 -21044 Shaft 13941 -1.779 0.18 26218 7.30 -22150 Shaft 14107 -1.752 0.15 22192 6.18 23695 Shaft 14405 -1.716 0.10 15427 4.29 21709 Shaft 14505 -1.706 0.09 13290 3.70 21043 Shaft 14555 -1.702 0.08 12246 3.81 20721 Shaft 14805 -1.684 0.06 7259 2.26 19173 Shrink fit 15105 -1.668 0.05 1785 0.55 17316 Shrink fit 15505 -1.648 0.05 -2157 -0.67 7729 Shaft 16080 -1.613 0.07 -5578 -1.73 4169 Shaft 16280 -1.598 0.08 -6288 -1.95 2931 SG1Shaft 16780 -1.542 0.14 -7182 -3.52 645 Shaft 18580 -1.113 0.30 -935 -0.46 -7586 Shaft 18930 -1.007 0.30 2000 0.98 -9186 Flange 19005 -0.985 0.30 2775 0.08 -11472 Spacer ring 19105 -0.955 0.30 4074 0.12 -14520 Flange 19180 -0.932 0.30 5249 0.15 -16806 Shaft 19755 -0.784 0.20 15668 7.67 -19435 Shaft 20055 -0.737 0.11 21712 10.07 -20857 Shaft 20355 -0.718 0.02 17132 7.95 14556 SG2Shaft 21000 -0.756 -0.12 8694 4.26 11606 Shaft 24555 -1.158 0.02 -3674 -1.80 -4648 Shaft 25055 -1.143 0.04 -778 -0.38 -6935 Flange 25130 -1.140 0.04 -172 0.00 -9221 Flange 25205 -1.137 0.04 605 0.02 -11506 Shaft 25780 -1.124 0.00 7977 3.91 -14136 Shaft 26080 -1.131 -0.05 12431 5.77 -15558 Shaft 26380 -1.154 -0.10 7848 3.64 14565 SG3aShaft 27445 -1.289 -0.12 -5070 -2.48 9695 SSG3bShaft 28445 -1.338 0.04 -12479 -6.11 5123 SG3Shaft 29445 -1.181 0.28 -15316 -7.50 551 Shaft 30445 -0.771 0.53 -13581 -6.65 -4022 Shaft 30595 -0.689 0.57 -12926 -6.33 -4708 Shaft 31045 -0.413 0.66 -10345 -5.07 -6765 Flange 31120 -0.363 0.66 -9751 -0.28 -9051 Spacer ring 31180 -0.324 0.66 -9154 -0.26 -10880 Flange 31255 -0.275 0.66 -8252 -0.23 -13166 Shaft 31409 -0.173 0.67 -6146 -1.74 -14180 Shaft 31468 -0.133 0.67 -5298 -1.50 -14568 Shaft 31527 -0.094 0.67 -6330 -1.79 17294 Shaft 31557 -0.074 0.67 -6842 -0.56 16840


Shaft 31634 -0.022 0.67 -7787 -0.03 7715 Shaft 31657 -0.007 0.67 -7380 -0.03 -19056 Shaft 31757 0.061 0.67 -4882 -0.02 -30907 Shaft 31787 0.081 0.67 -3948 -0.32 -31360 Shaft 31806 0.094 0.67 -3351 -1.40 -31457 Shaft 31866 0.134 0.68 -1455 -0.68 -31741 Shaft 31918 0.169 0.68 202 0.08 -32006 Shaft 31970 0.204 0.68 143 0.06 1009 Shaft 32068 0.271 0.68 63 0.04 609 Shaft 32276 0.411 0.68 0 0.00 0


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 1 (COLD STATIC) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 0.735 -0.06 0 0.00 0 Shaft 205 0.747 -0.06 0 0.00 0 Shaft 655 0.776 -0.06 0 0.00 0 Shaft 1155 0.807 -0.06 0 0.00 0 Shaft 1342 0.819 -0.06 0 0.00 0 Shaft 1382 0.821 -0.06 0 0.00 0 Shaft 1705 0.842 -0.07 4140 0.97 12837 Shaft 2027 0.865 -0.08 8280 1.93 12837 Shaft 2067 0.868 -0.08 8023 1.87 -6421 Shaft 2650 0.923 -0.10 4280 1.00 -6421 Shaft 2750 0.934 -0.11 3638 0.85 -6421 Shaft 2912 0.951 -0.11 2598 0.67 -6421 Shaft 3058 0.968 -0.11 1660 0.43 -6421 Shaft 3158 0.979 -0.11 1018 0.26 -6421 Shaft 3258 0.990 -0.11 815 0.21 -2034 Shaft 3308 0.996 -0.12 713 0.18 -2034 Shaft 8913 1.286 0.09 -10689 -2.77 -2034 Shaft 9205 1.257 0.11 -11283 -2.92 -2034 Shaft 9675 1.195 0.15 -10568 -2.74 1521 Shaft 9725 1.188 0.15 -10492 -2.92 1521 Shaft 13575 0.093 0.39 -4636 -1.29 1521 Shaft 13775 0.016 0.39 -4331 -1.21 1521 Shaft 13941 -0.050 0.40 -4079 -1.14 1521 Shaft 14107 -0.117 0.40 -4026 -1.12 322 Shaft 14405 -0.238 0.41 -3930 -1.09 322 Jack Shaft 14505 -0.280 0.42 -3898 -1.08 322 Shaft 14555 -0.301 0.42 -3881 -1.21 322 Shaft 14805 -0.406 0.43 -3801 -1.18 322 Shrink fit 15105 -0.536 0.44 -3705 -1.15 322 Shrink fit 15505 -0.713 0.45 -3576 -1.11 322 Shaft 16080 -0.978 0.47 -3391 -1.05 322 Shaft 16280 -1.072 0.48 -3327 -1.03 322 SG1Shaft 16780 -1.317 0.50 -3166 -1.55 322 Shaft 18580 -2.304 0.59 -2587 -1.27 322 Shaft 18930 -2.513 0.61 -2475 -1.21 322 Flange 19005 -2.559 0.61 -2450 -0.07 322 Spacer ring 19105 -2.619 0.61 -2418 -0.07 322 Flange 19180 -2.665 0.61 -2394 -0.07 322 Shaft 19655 -2.957 0.63 -2241 -1.10 322 Jack Shaft 19755 -3.020 0.63 -2209 -1.08 322 Shaft 20055 -3.210 0.64 -2113 -0.98 322 Shaft 20355 -3.403 0.65 -1703 -0.79 1367 SG2Shaft 21000 -3.826 0.66 -821 -0.40 1367 Shaft 21405 -4.094 0.67 -267 -0.13 1367 Shaft 22455 -4.791 0.66 1168 0.57 1367 Shaft 24555 -6.092 0.57 4038 1.98 1367 Shaft 25055 -6.365 0.53 4722 2.31 1367 Flange 25130 -6.404 0.53 4824 0.14 1367 Flange 25205 -6.444 0.53 4927 0.14 1367 Shaft 25780 -6.733 0.48 5713 2.80 1367 Shaft 26080 -6.871 0.45 6123 2.84 1367 Shaft 26380 -7.001 0.42 5640 2.62 -1610 Shaft 26480 -7.042 0.41 5479 2.68 -1610 Jack SG3aShaft 27445 -7.399 0.33 3926 1.92 -1610 SG3bShaft 28445 -7.703 0.28 2317 1.13 -1610 SG3Shaft 29445 -7.968 0.25 707 0.35 -1610 Shaft 30595 -8.259 0.26 -1144 -0.56 -1610 Shaft 30945 -8.351 0.27 -1707 -0.84 -1610 Jack Shaft 31045 -8.378 0.27 -1868 -0.91 -1610 Flange 31120 -8.398 0.27 -1989 -0.06 -1610 Spacer ring 31180 -8.415 0.27 -2085 -0.06 -1610 Flange 31255 -8.435 0.27 -2206 -0.06 -1610


Shaft 31409 -8.477 0.27 -2454 -0.70 -1610 Shaft 31468 -8.493 0.27 -2549 -0.72 -1610 Shaft 31527 -8.509 0.28 -2215 -0.63 5664 Shaft 31557 -8.517 0.28 -2045 -0.17 5664 Shaft 31634 -8.538 0.28 -1609 -0.01 5664 Shaft 31657 -8.545 0.28 -1478 -0.01 5664 Shaft 31757 -8.572 0.28 -912 0.00 5664 Shaft 31787 -8.581 0.28 -742 -0.06 5664 Shaft 31806 -8.586 0.28 -634 -0.26 5664 Shaft 31866 -8.602 0.28 -295 -0.14 5664 Shaft 31918 -8.617 0.28 0 0.00 5664 Shaft 31970 -8.631 0.28 0 0.00 0 Shaft 32068 -8.658 0.28 0 0.00 0 Shaft 32276 -8.716 0.28 0 0.00 0


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 2 (WARM STATIC) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 0.735 -0.06 0 0.00 0 Shaft 205 0.747 -0.06 0 0.00 0 Shaft 655 0.776 -0.06 0 0.00 0 Shaft 1155 0.807 -0.06 0 0.00 0 Shaft 1342 0.819 -0.06 0 0.00 0 Shaft 1382 0.821 -0.06 0 0.00 0 Shaft 1705 0.842 -0.07 4141 0.97 12840 Shaft 2027 0.865 -0.08 8282 1.93 12840 Shaft 2067 0.868 -0.08 8025 1.87 -6419 Shaft 2650 0.923 -0.10 4282 1.00 -6419 Shaft 2750 0.934 -0.11 3640 0.85 -6419 Shaft 2912 0.951 -0.11 2600 0.67 -6419 Shaft 3058 0.968 -0.11 1663 0.43 -6419 Shaft 3158 0.979 -0.11 1021 0.26 -6419 Shaft 3258 0.990 -0.11 818 0.21 -2035 Shaft 3308 0.996 -0.12 716 0.19 -2035 Shaft 8913 1.286 0.09 -10693 -2.77 -2035 Shaft 9205 1.257 0.11 -11287 -2.93 -2035 Shaft 9675 1.196 0.15 -10572 -2.74 1523 Shaft 9725 1.188 0.15 -10496 -2.92 1523 Shaft 13575 0.094 0.39 -4633 -1.29 1523 Shaft 13775 0.016 0.39 -4329 -1.20 1523 Shaft 13941 -0.050 0.40 -4076 -1.13 1523 Shaft 14107 -0.117 0.40 -4023 -1.12 321 Shaft 14405 -0.238 0.41 -3927 -1.09 321 Shaft 14505 -0.280 0.42 -3895 -1.08 321 Shaft 14555 -0.301 0.42 -3879 -1.21 321 Shaft 14805 -0.406 0.43 -3799 -1.18 321 Shrink fit 15105 -0.536 0.44 -3703 -1.15 321 Shrink fit 15505 -0.713 0.45 -3574 -1.11 321 Shaft 16080 -0.978 0.47 -3390 -1.05 321 Shaft 16280 -1.072 0.48 -3326 -1.03 321 SG1Shaft 16780 -1.317 0.50 -3166 -1.55 321 Shaft 18580 -2.304 0.59 -2589 -1.27 321 Shaft 18930 -2.513 0.61 -2477 -1.21 321 Flange 19005 -2.559 0.61 -2453 -0.07 321 Spacer ring 19105 -2.619 0.61 -2421 -0.07 321 Flange 19180 -2.665 0.61 -2397 -0.07 321 Shaft 19655 -2.957 0.63 -2244 -1.10 321 Shaft 19755 -3.020 0.63 -2212 -1.08 321 Shaft 20055 -3.210 0.64 -2116 -0.98 321 Shaft 20355 -3.403 0.65 -1705 -0.79 1370 SG2Shaft 21000 -3.826 0.66 -821 -0.40 1370 Shaft 21405 -4.094 0.67 -266 -0.13 1370 Shaft 22455 -4.791 0.66 1173 0.57 1370 Shaft 24555 -6.092 0.56 4050 1.98 1370 Shaft 25055 -6.365 0.53 4736 2.32 1370 Flange 25130 -6.404 0.53 4838 0.14 1370 Flange 25205 -6.444 0.53 4941 0.14 1370 Shaft 25780 -6.732 0.48 5729 2.81 1370 Shaft 26080 -6.870 0.45 6140 2.85 1370 Shaft 26380 -7.000 0.42 5654 2.62 -1622 Shaft 26480 -7.041 0.41 5491 2.69 -1622 SG3aShaft 27445 -7.397 0.33 3926 1.92 -1622 SG3bShaft 28445 -7.700 0.28 2304 1.13 -1622 SG3Shaft 29445 -7.965 0.25 682 0.33 -1622 Shaft 30595 -8.256 0.26 -1184 -0.58 -1622 Shaft 30945 -8.348 0.27 -1752 -0.86 -1622 Shaft 31045 -8.375 0.27 -1914 -0.94 -1622 Flange 31120 -8.395 0.27 -2035 -0.06 -1622 Spacer ring 31180 -8.412 0.27 -2133 -0.06 -1622 Flange 31255 -8.432 0.27 -2254 -0.06 -1622


STATE OF HORIZONTAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 4 (WARM RUNNING 0.25 X T0) --------------------------------------------------------------------------------------- Horizontal plane A positive moment turns clockwise at the forward end A positive shear force points aport at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 2.616 1.05 0 0.00 0 Shaft 205 2.402 1.05 0 0.00 0 Shaft 655 1.931 1.05 0 0.00 0 Shaft 1155 1.479 0.76 78000 18.22 0 Shaft 1342 1.345 0.67 78000 18.22 0 Shaft 1382 1.319 0.65 78000 18.22 0 Shaft 1705 1.134 0.50 73113 17.08 -15153 Shaft 2027 0.997 0.35 68226 15.93 -15153 Shaft 2067 0.983 0.34 66344 15.49 -47053 Shaft 2650 0.849 0.14 38912 9.09 -47053 Shaft 2750 0.836 0.12 34207 7.99 -47053 Shaft 2912 0.820 0.08 26584 6.89 -47053 Shaft 3058 0.809 0.06 19715 5.11 -47053 Shaft 3158 0.804 0.05 15009 3.89 -47053 Shaft 3258 0.800 0.04 14511 3.76 -4984 Shaft 3308 0.798 0.03 14262 3.70 -4984 Shaft 8913 1.195 0.02 -13673 -3.54 -4984 Shaft 9205 1.185 0.05 -15128 -3.92 -4984 Shaft 9675 1.150 0.10 -14014 -3.63 2370 Shaft 9725 1.145 0.10 -13896 -3.87 2370 Shaft 13575 0.104 0.39 -4773 -1.33 2370 Shaft 13775 0.025 0.40 -4299 -1.20 2370 Shaft 13941 -0.041 0.40 -3906 -1.09 2370 Shaft 14107 -0.109 0.41 -3858 -1.07 290 Shaft 14405 -0.232 0.42 -3771 -1.05 290 Shaft 14505 -0.273 0.42 -3742 -1.04 290 Shaft 14555 -0.295 0.42 -3728 -1.16 290 Shaft 14805 -0.401 0.43 -3655 -1.14 290 Shrink fit 15105 -0.532 0.44 -3568 -1.11 290 Shrink fit 15505 -0.711 0.45 -3452 -1.07 290 Shaft 16080 -0.977 0.47 -3285 -1.02 290 Shaft 16280 -1.072 0.48 -3227 -1.00 290 SG1Shaft 16780 -1.317 0.50 -3082 -1.51 290 Shaft 18580 -2.305 0.59 -2559 -1.25 290 Shaft 18930 -2.514 0.61 -2458 -1.20 290 Flange 19005 -2.559 0.61 -2436 -0.07 290 Spacer ring 19105 -2.620 0.61 -2407 -0.07 290 Flange 19180 -2.665 0.61 -2385 -0.07 290 Shaft 19655 -2.957 0.62 -2247 -1.10 290 Shaft 19755 -3.020 0.63 -2218 -1.09 290 Shaft 20055 -3.210 0.64 -2131 -0.99 290 Shaft 20355 -3.403 0.65 -1719 -0.80 1374 SG2Shaft 21000 -3.825 0.66 -833 -0.41 1374 Shaft 21405 -4.094 0.67 -277 -0.14 1374 Shaft 22455 -4.791 0.66 1165 0.57 1374 Shaft 24555 -6.091 0.56 4050 1.98 1374 Shaft 25055 -6.364 0.53 4736 2.32 1374 Flange 25130 -6.404 0.53 4839 0.14 1374 Flange 25205 -6.444 0.53 4942 0.14 1374 Shaft 25780 -6.732 0.48 5732 2.81 1374 Shaft 26080 -6.870 0.45 6144 2.85 1374 Shaft 26380 -7.000 0.42 5657 2.62 -1623 Shaft 26480 -7.041 0.41 5495 2.69 -1623 SG3aShaft 27445 -7.397 0.33 3928 1.92 -1623 SG3bShaft 28445 -7.700 0.28 2305 1.13 -1623 SG3Shaft 29445 -7.965 0.25 682 0.33 -1623 Shaft 30595 -8.256 0.26 -1185 -0.58 -1623 Shaft 30945 -8.348 0.27 -1753 -0.86 -1623 Shaft 31045 -8.375 0.27 -1915 -0.94 -1623 Flange 31120 -8.395 0.27 -2037 -0.06 -1623 Spacer ring 31180 -8.412 0.27 -2134 -0.06 -1623 Flange 31255 -8.432 0.27 -2256 -0.06 -1623


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 1 (COLD STATIC) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -0.987 0.49 0 0.00 0 Shaft 205 -0.887 0.49 68 0.04 -668 Shaft 655 -0.668 0.49 1426 0.41 -4189 Shaft 1155 -0.436 0.43 31544 7.37 -61740 Shaft 1342 -0.360 0.38 43206 10.09 -62984 Shaft 1382 -0.345 0.37 45731 10.68 -63250 Shaft 1705 -0.241 0.27 55741 13.02 -32112 Shaft 2027 -0.175 0.14 66443 15.52 -34257 Shaft 2067 -0.169 0.13 65743 15.35 17355 Shaft 2650 -0.163 -0.10 56756 13.26 13477 Shaft 2750 -0.175 -0.13 55441 12.95 12812 Shaft 2912 -0.202 -0.20 53447 13.85 11807 Shaft 3058 -0.235 -0.25 51790 13.42 10901 Shaft 3158 -0.262 -0.29 50731 13.15 10280 Shaft 3258 -0.293 -0.33 47685 12.36 30150 Shaft 3308 -0.310 -0.34 46185 11.97 29839 Shaft 8913 -3.000 -0.14 -23582 -6.11 -4945 Shaft 9205 -3.034 -0.09 -21874 -5.67 -6757 Shaft 9675 -3.060 -0.02 -23766 -6.16 2567 Shaft 9725 -3.061 -0.01 -23886 -6.65 2264 Shaft 13575 -1.936 0.41 11252 3.13 -20518 Shaft 13775 -1.855 0.39 15489 4.31 -21851 Shaft 13941 -1.792 0.37 19208 5.35 -22957 Shaft 14107 -1.733 0.34 15429 4.29 22211 Shaft 14405 -1.636 0.32 9107 2.53 20225 Jack Shaft 14505 -1.604 0.31 7117 1.98 19558 Shaft 14555 -1.589 0.31 6147 1.91 19237 Shaft 14805 -1.514 0.30 1532 0.48 17689 Shrink fit 15105 -1.424 0.30 -3496 -1.09 15832 Shrink fit 15505 -1.301 0.32 -6845 -2.13 6245 Shaft 16080 -1.105 0.36 -9413 -2.93 2685 Shaft 16280 -1.030 0.38 -9826 -3.05 1447 SG1Shaft 16780 -0.818 0.47 -9978 -4.89 -839 Shaft 18580 0.249 0.67 -1059 -0.52 -9070 Shaft 18930 0.485 0.67 2395 1.17 -10670 Flange 19005 0.535 0.67 3281 0.09 -12956 Spacer ring 19105 0.602 0.67 4729 0.13 -16004 Flange 19180 0.652 0.67 6015 0.17 -18290 Shaft 19655 0.953 0.58 15219 7.45 -20462 Jack Shaft 19755 1.010 0.56 17288 8.47 -20919 Shaft 20055 1.163 0.46 23777 11.03 -22341 Shaft 20355 1.285 0.36 19582 9.09 13271 SG2Shaft 21000 1.456 0.19 11973 5.86 10322 Shaft 21405 1.517 0.12 8168 4.00 8470 Shaft 22455 1.587 0.04 1795 0.88 3669 Shaft 24555 1.630 -0.01 4172 2.04 -5933 Shaft 25055 1.613 -0.06 7710 3.78 -8219 Flange 25130 1.609 -0.06 8412 0.24 -10505 Flange 25205 1.604 -0.06 9286 0.26 -12791 Shaft 25780 1.537 -0.19 17397 8.52 -15420 Shaft 26080 1.466 -0.28 22236 10.32 -16842 Shaft 26380 1.367 -0.38 17081 7.93 16473 Shaft 26480 1.328 -0.40 15456 7.57 16016 Jack SG3aShaft 27445 0.855 -0.54 2130 1.04 11604 SG3bShaft 28445 0.325 -0.49 -7188 -3.52 7031 SG3Shaft 29445 -0.089 -0.32 -11933 -5.84 2459 Shaft 30595 -0.323 -0.08 -11737 -5.75 -2799 Shaft 30945 -0.340 -0.02 -10477 -5.13 -4400 Jack Shaft 31045 -0.340 0.00 -10014 -4.90 -4857 Flange 31120 -0.340 0.00 -9564 -0.27 -7143 Spacer ring 31180 -0.340 0.00 -9081 -0.26 -8972 Flange 31255 -0.340 0.00 -8322 -0.24 -11258


Shaft 31409 -0.339 0.01 -6511 -1.85 -12272 Shaft 31468 -0.338 0.01 -5775 -1.64 -12660 Shaft 31527 -0.338 0.02 -6744 -1.91 16234 Shaft 31557 -0.337 0.02 -7225 -0.59 15780 Shaft 31634 -0.336 0.02 -8088 -0.03 6655 Shaft 31657 -0.335 0.02 -7657 -0.03 -20116 Shaft 31757 -0.334 0.02 -5053 -0.02 -31967 Shaft 31787 -0.333 0.02 -4087 -0.33 -32420 Shaft 31806 -0.333 0.02 -3470 -1.45 -32517 Shaft 31866 -0.332 0.02 -1511 -0.70 -32801 Shaft 31918 -0.330 0.02 202 0.08 -33066 Shaft 31970 -0.329 0.02 143 0.06 1009 Shaft 32068 -0.327 0.02 63 0.04 609 Shaft 32276 -0.323 0.02 0 0.00 0


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 2 (WARM STATIC) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 -0.987 0.49 0 0.00 0 Shaft 205 -0.887 0.49 68 0.04 -668 Shaft 655 -0.668 0.49 1426 0.41 -4189 Shaft 1155 -0.436 0.43 31544 7.37 -61740 Shaft 1342 -0.360 0.38 43206 10.09 -62984 Shaft 1382 -0.345 0.37 45731 10.68 -63250 Shaft 1705 -0.241 0.27 55740 13.02 -32109 Shaft 2027 -0.175 0.14 66441 15.52 -34254 Shaft 2067 -0.169 0.13 65741 15.35 17363 Shaft 2650 -0.163 -0.10 56749 13.25 13485 Shaft 2750 -0.175 -0.13 55434 12.95 12820 Shaft 2912 -0.202 -0.20 53439 13.85 11814 Shaft 3058 -0.235 -0.25 51780 13.42 10908 Shaft 3158 -0.262 -0.29 50720 13.14 10288 Shaft 3258 -0.293 -0.33 47675 12.36 30143 Shaft 3308 -0.310 -0.34 46175 11.97 29832 Shaft 8913 -3.000 -0.14 -23554 -6.10 -4951 Shaft 9205 -3.034 -0.10 -21844 -5.66 -6763 Shaft 9675 -3.061 -0.02 -23751 -6.16 2600 Shaft 9725 -3.061 -0.01 -23873 -6.65 2297 Shaft 13575 -1.936 0.41 11138 3.10 -20485 Shaft 13775 -1.856 0.39 15368 4.28 -21817 Shaft 13941 -1.792 0.37 19082 5.31 -22924 Shaft 14107 -1.733 0.35 15315 4.26 22141 Shaft 14405 -1.635 0.32 9013 2.51 20155 Shaft 14505 -1.603 0.31 7030 1.96 19488 Shaft 14555 -1.588 0.31 6064 1.89 19167 Shaft 14805 -1.512 0.30 1466 0.46 17619 Shrink fit 15105 -1.422 0.30 -3541 -1.10 15762 Shrink fit 15505 -1.298 0.32 -6862 -2.13 6175 Shaft 16080 -1.100 0.37 -9389 -2.92 2615 Shaft 16280 -1.025 0.39 -9788 -3.04 1377 SG1Shaft 16780 -0.812 0.47 -9905 -4.85 -909 Shaft 18580 0.256 0.67 -861 -0.42 -9140 Shaft 18930 0.490 0.67 2618 1.28 -10740 Flange 19005 0.540 0.67 3509 0.10 -13026 Spacer ring 19105 0.607 0.67 4964 0.14 -16074 Flange 19180 0.657 0.67 6256 0.18 -18360 Shaft 19655 0.955 0.58 15492 7.59 -20532 Shaft 19755 1.012 0.55 17568 8.60 -20989 Shaft 20055 1.163 0.45 24078 11.17 -22411 Shaft 20355 1.282 0.35 19816 9.19 13498 SG2Shaft 21000 1.447 0.18 12060 5.91 10549 Shaft 21405 1.503 0.11 8163 4.00 8697 Shaft 22455 1.564 0.03 1552 0.76 3896 Shaft 24555 1.603 0.00 3452 1.69 -5706 Shaft 25055 1.593 -0.05 6876 3.37 -7992 Flange 25130 1.589 -0.05 7561 0.22 -10278 Flange 25205 1.586 -0.05 8418 0.24 -12564 Shaft 25780 1.529 -0.17 16398 8.03 -15193 Shaft 26080 1.467 -0.25 21169 9.82 -16615 Shaft 26380 1.377 -0.34 16159 7.50 15990 Shaft 26480 1.342 -0.37 14583 7.14 15533 SG3aShaft 27445 0.908 -0.50 1722 0.84 11121 SG3bShaft 28445 0.427 -0.44 -7112 -3.48 6548 SG3Shaft 29445 0.059 -0.28 -11374 -5.57 1976 Shaft 30595 -0.133 -0.06 -10623 -5.20 -3282 Shaft 30945 -0.141 0.00 -9194 -4.50 -4883 Shaft 31045 -0.140 0.02 -8683 -4.25 -5340 Flange 31120 -0.139 0.02 -8197 -0.23 -7626 Spacer ring 31180 -0.138 0.02 -7685 -0.22 -9455 Flange 31255 -0.136 0.02 -6890 -0.20 -11740


STATE OF VERTICAL PLANE - SHAFT SECTIONS - OPERATING CONDITION 4 (WARM RUNNING 0.25 X T0) --------------------------------------------------------------------------------------- Vertical plane A positive moment turns clockwise at the forward end A positive shear force points upward at the forward end Description POSITION DEFLECTION SLOPE MOMENT STRESS SHEAR [-] [mm] [mm] [mrad] [Nm] [MPa] [N] Shaft 0 0.400 -0.40 0 0.00 0 Shaft 205 0.317 -0.40 68 0.04 -668 Shaft 655 0.136 -0.40 1426 0.41 -4189 Shaft 1155 -0.005 -0.18 -46456 -10.85 -61740 Shaft 1342 -0.034 -0.13 -34794 -8.13 -62984 Shaft 1382 -0.040 -0.12 -32269 -7.54 -63250 Shaft 1705 -0.071 -0.08 -11849 -2.77 -64392 Shaft 2027 -0.095 -0.08 9264 2.16 -66537 Shaft 2067 -0.098 -0.08 10542 2.46 -32085 Shaft 2650 -0.162 -0.15 30378 7.09 -35963 Shaft 2750 -0.178 -0.17 34007 7.94 -36628 Shaft 2912 -0.210 -0.22 40022 10.37 -37633 Shaft 3058 -0.245 -0.26 45583 11.81 -38539 Shaft 3158 -0.273 -0.30 49468 12.82 -39160 Shaft 3258 -0.304 -0.33 46458 12.04 29793 Shaft 3308 -0.321 -0.35 44976 11.66 29483 Shaft 8913 -2.974 -0.14 -22792 -5.91 -5301 Shaft 9205 -3.007 -0.09 -20980 -5.44 -7113 Shaft 9675 -3.033 -0.02 -23008 -5.96 2857 Shaft 9725 -3.034 -0.01 -23143 -6.44 2553 Shaft 13575 -1.933 0.41 10880 3.03 -20228 Shaft 13775 -1.854 0.39 15059 4.19 -21561 Shaft 13941 -1.792 0.36 18730 5.21 -22667 Shaft 14107 -1.734 0.34 14975 4.17 22070 Shaft 14405 -1.637 0.31 8694 2.42 20084 Shaft 14505 -1.606 0.31 6719 1.87 19417 Shaft 14555 -1.591 0.30 5756 1.79 19096 Shaft 14805 -1.516 0.30 1175 0.37 17548 Shrink fit 15105 -1.428 0.30 -3811 -1.18 15691 Shrink fit 15505 -1.304 0.32 -7103 -2.21 6104 Shaft 16080 -1.108 0.37 -9589 -2.98 2544 Shaft 16280 -1.033 0.38 -9974 -3.10 1306 SG1Shaft 16780 -0.820 0.47 -10056 -4.93 -980 Shaft 18580 0.251 0.67 -884 -0.43 -9211 Shaft 18930 0.487 0.67 2620 1.28 -10811 Flange 19005 0.537 0.67 3517 0.10 -13097 Spacer ring 19105 0.604 0.67 4979 0.14 -16145 Flange 19180 0.654 0.67 6275 0.18 -18431 Shaft 19655 0.954 0.58 15546 7.61 -20603 Shaft 19755 1.011 0.55 17629 8.63 -21060 Shaft 20055 1.163 0.46 24160 11.21 -22482 Shaft 20355 1.283 0.35 19892 9.23 13516 SG2Shaft 21000 1.448 0.18 12126 5.94 10567 Shaft 21405 1.505 0.11 8221 4.03 8715 Shaft 22455 1.566 0.03 1591 0.78 3914 Shaft 24555 1.604 0.00 3455 1.69 -5688 Shaft 25055 1.593 -0.05 6870 3.36 -7975 Flange 25130 1.590 -0.05 7554 0.21 -10260 Flange 25205 1.587 -0.05 8409 0.24 -12546 Shaft 25780 1.530 -0.17 16380 8.02 -15176 Shaft 26080 1.467 -0.25 21145 9.81 -16598 Shaft 26380 1.377 -0.34 16137 7.49 15984 Shaft 26480 1.342 -0.37 14561 7.13 15527 SG3aShaft 27445 0.908 -0.50 1707 0.84 11115 SG3bShaft 28445 0.426 -0.44 -7122 -3.49 6542 SG3Shaft 29445 0.059 -0.28 -11378 -5.57 1970 Shaft 30595 -0.133 -0.06 -10619 -5.20 -3289 Shaft 30945 -0.142 0.00 -9188 -4.50 -4889 Shaft 31045 -0.140 0.02 -8676 -4.25 -5346 Flange 31120 -0.139 0.02 -8190 -0.23 -7632 Spacer ring 31180 -0.138 0.02 -7677 -0.22 -9461 Flange 31255 -0.136 0.02 -6882 -0.20 -11747

DNV GL – Report No. 2014-9217, Rev. 1 – www.dnvgl.com B-1

APPENDIX B

Drawings and data

Shaft Assy 622.10.01

Shaft Assy 622.20.00


Sterntube Aft Bearing

Sterntube Fwd Bearing


Laser measurement result #1, Starboard side


Laser measurement result #1, Port side


Jack load measurement results, Starboard side

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 10000 20000 30000 40000 50000 60000 70000 80000

He

igh

t (m

m)

Load (N)

Jack 1 (FSB SB)UP

DO

WN

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 20000 40000 60000 80000

He

igh

t (m

m)

Load (N)

Jack 2 (ISB1 Aft Brg SB)UP

DO

WN

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 20000 40000 60000 80000

He

igh

t (m

m)

Load (N)

Jack 3 (ISB2 Fwd Brg SB)UP

DO

WN


0.000

0.100

0.200

0.300

0.400

0 10000 20000 30000 40000 50000 60000

He

igh

t (m

m)

Load (N)

Jack 4 (AGB SB Top)UP

DOWN

Ideal

Line


Jack load measurement results, Port side

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 10000 20000 30000 40000 50000 60000 70000 80000

He

igh

t (m

m)

Load (N)

Jack 1 (FSB PS)UP

DO

WN

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 10000 20000 30000 40000 50000 60000 70000 80000

He

igh

t (m

m)

Load (N)

Jack 2 (ISB1 Aft Brg PS)UP

DO

WN

0.000

0.100

0.200

0.300

0.400

0.500

0.600

0.700

0.800

0 10000 20000 30000 40000 50000 60000 70000 80000

He

igh

t (m

m)

Load (N)

Jack 3 (ISB2 Fwd Brg PS)UP

DO

WN


0.000

0.100

0.200

0.300

0.400

0 5000 10000 15000 20000 25000 30000 35000 40000 45000 50000 55000 60000 65000 70000

He

igh

t (m

m)

Load (N)

Jack 4 (AGB PS Bottom-side)`

DOWN

Ideal

Line

Series4

Series5


Strain gauge measurement, Preliminary results, Starboard side

SG1, H = 4.0 MPa (to PS)

SG1, V = 2.6 MPa (down)


SG2, V = 6.5 MPa (up)

SG3a, H = 1.8 MPa (to SB)

SG3a, V = 0.8 MPa (up)

Strain gauge measurement, Preliminary results, Port side

SG1, H = 1.6 MPa (to SB)

SG1, V = 2.0 MPa (down)


SG2, V = 4.1 MPa (up)

SG3a, H = 1.2 MPa (to PS)

SG3a, V = -3.1 MPa (down)

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