Marine Machinery Regulations

(a) carbon steel protected from exposure to water in the stern bearing by a corrosion-resistant continuous liner, or non-continuous liners between each of which is a welded joint or a suitable bonded coating;

(b) carbon steel protected from exposure to water by means of an oil lubricated stern bearing with internal and external glands;

(c) corrosion resistant metal in accordance with rules or codes; or

(d) carbon steel not fitted with the methods of water exposure protection referred to in subitem (a) or (b).

(a) intermediate, thrust and screw shafts including liners, in particular protective coating for carbon steel screw shafts with non-continuous liners;

(b) intermediate, thrust, stern and “A” bracket bearings;

(c) stern bushes and stern glands including their attachments to the ship;

(d) shaft lubrication arrangements; and

(e) critical speed of rotating assembly including vibration analysis.

(a) shafting, pinions, wheels, couplings, clutches, and bolts; and

(b) gearcase, bearings, piping, valves, and bolts.

(a) electrical generator and motor shafts, ship propulsion intermediate, thrust and screw shafts, including liners and bolts; and

(b) intermediate, thrust, stern and “A” bracket bearings and stern bushes.

(a) bearings, thrust pads and shaft surfaces following lifting of the upper half of the bearing and removal of thrust pads, and the lower half of the bearing shall be exposed if alignment and wear are unacceptable in accordance with rules or codes and the manufacturer’s recommendations;

(b) bearing securing arrangements; and

(c) lubricating oil system and temperature monitoring devices.

(a) shaft surfaces, liners, glands, key and keyway, nuts, locking devices and, as far as practicable, the stern bearing and tube, following shaft withdrawal; and

(b) uncoated surfaces of water lubricated carbon steel shafts adjacent to the ends of the non-continuous liners and at the forward end of the sharp edged keyway by means of a magnetic-particle, dye-penetrant or other crack detection method.

(a) the propeller, the nut, locking devices and cone, following removal from the shaft; and

(b) installation of the propeller to the shaft in respect of correct propeller reassembly on the shaft.

(a) the lubricating oil analysis shows that the oil is suitable for further service;

(b) the stern bearing wear-down is within safe limits; and

(c) the external oil gland is disassembled and the area at the top of the taper or flange fillet is subjected to a magnetic-particle, dye-penetrant or other crack detection method.

(a) the stern bearing wear-down is within safe limits; and

(b) the shaft is withdrawn to a sufficient distance to expose the stern bearing contact area and the area at the top of the taper or flange fillet is subjected to a magnetic-particle, dye-penetrant or other crack detection method.

(a) with hubs removed from screw shafts, at intervals not exceeding 10 years except that hubs are not required to be removed from the shafts if the securing studs or cap screws can be extracted and inspected, especially the threaded portions of hubs and securing studs or cap screws; and

(b) blade systems, at the time of screw shaft periodic special inspection or partial inspection with only one blade system different from the blade system examined at a previous inspection dismantled so that in the course of successive inspections all the blade systems are inspected, if mechanisms, bearing tolerances, bolting, sealing arrangements and operating fluid analyses show that the blade systems are suitable for further service.