Comments by "Vikki McDonough" (@vikkimcdonough6153) on "Repairing a Damaged Warship - Ship Triage and Treatment" video.

I was thinking about the loss of HMS Prince of Wales and wondering if there was any way to design a capital ship so as to definitively exclude the possibility of shock-damage-induced propeller-shaft warping or bending ripping open the ship forward clear to the engine rooms (like the torpedo-induced damage to Prince of Wales's port outboard shaft that doomed the ship). Then I remembered that, although direct-drive or geared turbines both require long driveshafts running down the belly of the ship from the engine rooms all the way to the outer-hull propeller-shaft seals, turboelectric drive does not, as it transmits power electrically rather than mechanically... What would be the pros and cons of a turboelectric-drive capital ship with the propeller-drive motors situated at the extreme stern (just forward of where the propeller shafts emerge from the hull), with the motors and steering gear protected by a small, heavily-armored-and-subdivided box at the stern separate from the main citadel, and with power being transmitted from the engine rooms in the main citadel to the motors in the stern box via multiple redundant sets of cables all taking different routes through the ship (in order to maximize the chances of at least one set of cables remaining intact and able to power the drive motors)? Alternatively, what would be the pros and cons of giving a capital ship a split citadel, with a machinery citadel in the stern portion of the ship (in order to place the engine rooms as far aft as possible, thus minimizing the length of the propeller-shaft runs and reducing the volume of ship potentially vulnerable to flooding in the event of a mass rupture of the bulkheads along a particular shaft) and a separate magazine citadel amidships or forward to protect the main-battery magazines?
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