SHAFT EARTHING

Q: WHY IS SHAFT EARTHING REQUIRED?

A: Two main reasons;
(1) To avoid Main Bearing of the main engine from “pitting”
(2) And by avoiding pitting, prevents degradation of the Main
Engine Luboil.

A turning propeller is electrically insulated from the hull by the lubricating oil
film in the bearings. This causes a static charge to build up. This charge causes an
Electrical Potential that can cause currents in the bearings resulting in pitting
of the bearing surfaces.

This problem is avoided if the shaft is earthed with a propeller shaft slip ring.

What is Spark Erosion?

Technically, when two current carrying dissimilar metals are in contact, sparks
travels at the point of contact which erodes the small metal by making a cavity
(called pitting).

In a Vessel, different metals are used for building propeller, hull, bedplate,
crankshaft, bearing etc. The current from the cathodic protection system is generally
present in these parts, which eventually creates the perfect situation for spark
erosion. That is why the Shaft Earthing system forms part of the ICCP system.

When the propeller is at rest, the stern tube, propeller shaft and bearings are in
contact with each other. Similarly main engine bearing and journal are in contact
with each other, maintaining continuity of the circuit. When the ship is running, due
to the rotation of the propeller and lubricating oil film the shaft becomes partially
electrical insulated. It may also happen on the tail shaft using non metallic bearing
which acts as an insulation.
The propeller at the aft is a large area of exposed metal which attracts protective
cathodic current which produces an arc while discharging from the lubricating film.
This results in spark erosion of bearings, which can lead to worse situation if lube oil
is somehow contaminated with sea water.

If this effects continue for a considerable amount of time, it may lead to overheating
of Main engine bearings caused by improper lubrication resulted by cavities from
spark erosion. It may also lead to formation of oil mist, emergency
shutdown of the engine or in extreme cases crank case explosion.

Reasons for Spark Erosion

Some of the main reasons which results in Spark erosion related problems on ship
are

 The shaft earthing arrangement is not working or improperly fitted

 The Cathodic protection current system setting is wrong

 The hull coating is excessive than required which will increase the galvanic
corrosion of the shaft

 Slip rings and brushes in the earthing device are worn out

 The contact between shaft and earth device is not clean

It is advisable to use two earthing devices for the shaft of the main engine. One for
earthing purpose and the other to connect with the voltmeter for measuring the
potential difference between the shaft and the hull of the ship (as shown below).
MAINTENANCE AND SERVICE
1) Should be checked weekly for cleanliness

2) If there has been a build-up of oil or carbon from brushes on the slip-ring face, this
should be removed with a degreaser (Electro-Solve) and soft cloth. NEVER USE
ABRASIVE PAPER.

3) Inspect and clean the brushes and brush holder to allow free movement.
Inspect the brush copper leads(pig tails) to ensure they have not become loose or
corroded. The brush wear-down should be noted and the compression of the hold-
down spring on the brushes should be adjusted to ensure good electrical contact with
the shaft ring. If excessive wear is noted, check brush spring tension as it may be
excessive. Use only a silver graphite brush for replacement.

4) Do not use abrasive materials for cleaning of slip-ring. Use soft cloth instead.

5) A millivoltmeter reading of "0" when the shaft is turning at sea indicates a faulty
millivoltmeter installation. Check for either a defective meter or loose, broken,
reversed cable connections to the millivoltmeter.

6) The effect of spark erosion will be minimum if the potential difference is below
50 mv. > 5mV up to 30mV is best readings above this would indicate brushes dirty
or not making proper contact). These readings vary from manufacturer to
manufacturer.