Royal Belgian Institute of Marine Engineers

Basic Principles of Ship Propulsion

DieselFactspresentsextractsfromanewlyupdatedMANDiesel&Turbotechnicalpaper

ThisupdatedpaperhasbeenwrittenbyBirger
Jacobsen,SeniorTwoStrokeResearchEngineer,
basedinCopenhagen.

HeavyWavesandSeaandWindAgainst
When sailing in heavy seas with much wave
resistance,thepropellercanbeupto78%heavier
running than in calm weather, i.e. at the same
propeller power, the rate of revolution may be 7
8%lower.
In order to avoid slamming of the ship in bad
weather conditions, and thereby damage to the
stemandracingofthepropeller,theshipspeedwill
normally be reduced by the navigating officer on
watch.
A valid example for a smaller ship based on
calculationsisshowninFig.1.Thisexampleshows
Fig.1:Influenceofseamarginonasmallshipsailingat14knots
for a given reduced ship speed of 14 knots the
influenceofincreasedresistancecausedbyheavyweatherandfoulingexpressedasincreasedseamargin.

StandardEngineLoadDiagram
Definitions
Theloaddiagram(Fig.2)definesthepowerandspeedlimitsforthecontinuousaswellasoverloadoperationof
aninstalledengine,whichhasaspecifiedMCRpointMthatconformstotheship'sspecification.
Normally,pointMisequaltotheMCRpropulsionpointMP,butincaseswhereashaftgeneratorisinstalled,
pointMmayincorporatetheenginepowerrequiredforshippropulsionMPandfortheshaftgeneratorSG,if
installed.Duringshoptestrunning,theenginewillalwaysoperatealongcurveI,withpointMas100%SMCR.If
CPpropellerandconstantspeedoperationisrequired,thedeliverytestmaybefinishedwithaconstantspeed
test.
LimitstoContinuousOperation
The continuous service range is limited by the four
lines4,5,7,3and,inextraordinarycases,9.SeeFig.
2.
Line3andline9:
Line 3:Represents the maximum acceptable speed
for continuous operation, i.e. 105% of M. During
seatrial conditions the maximum speed may be
extendedto107%ofM,seeline9.Theabovelimits
may, in general, be extended to 105% and, during
seatrial conditions, to 107% of the nominal L1
speed of the engine, provided torsional vibration
conditionspermit.
Theoverspeedsetpointis109%ofthespeedinM,
however,itmaybemovedto109%ofthenominal
speed in L1, provided that torsional vibration
conditionspermit.
Runningatlowloadabove100%ofthenominalL1
speed of the engine is, however, to be avoided for
extendedperiodsoftime.
Line 4: Represents the limit at which an ample air
supply is available for combustion and imposes a
limitation on the maximum combination of torque
andspeed.
Line 5: Represents the maximum mean effective
pressure level (mep) which can be accepted for
continuousoperation.
Line 7: Represents the maximum power for
Fig.2:Standardengineloaddiagram
continuousoperation.

Royal Belgian Institute of Marine Engineers

Line10:Representsthemeaneffectivepressure(mep)lines.
Line5isequaltothe100%mepline.Themeplinesarealsoanexpressionofthecorrespondingfuelindexofthe
engine.
LimitsforOverloadOperation
Theoverloadservicerangeislimitedasfollows,seeFig.2.Line8:Representstheoverloadoperationlimitation.
Theareabetweenlines4,5,7andthedashedline8inFig.2isavailableforoverloadrunningforlimitedperiods
only(1hourper12hours).
Recommendation
Continuous operation without a time limitation is
allowedonlywithinthearealimitedbylines4,5,7
and3oftheloaddiagram.Forfixedpitchpropeller
operation in calm weather with loaded ship and
clean hull, the propeller/engine may run along or
closetothepropellerdesigncurve6.
After some time in operation, the ship's hull and
propeller will become fouled, resulting in heavier
runningofthepropeller,i.e.thepropellercurvewill
move to the left from line 6 towards line 2, and
extrapowerwillberequiredforpropulsioninorder
to maintain the ship speed. In calm weather
conditions the extent of heavy running of the
propellerwillindicatetheneedforcleaningthehull
and,possibly,polishingthepropeller.
The area between lines 4 and I is available for
operation in shallow water, heavy weather and
during acceleration, i.e. for nonsteady operation
withoutanyactualtimelimitation.
The recommended use of a relatively high light
running factor for design of the propeller will
involve that a relatively higher propeller speed will
be used for layout design of the propeller. This, in
turn,mayinvolveaminorreductionofthepropeller
efficiency, and may possibly cause the propeller
manufacturer to abstain from using a large light
running margin. However, this reduction of the
Fig.3:Extendedloaddiagramforspeedderatedenginewithincreased
propellerefficiencycausedbythelargelightrunning
lightrunning
factor is actually relatively insignificant compared
with the improved engine performance obtained
whensailinginheavyweatherand/orwithfouled
hullandpropeller.

ExtendedEngineLoadDiagram
Whenashipwithfixedpitchpropellerisoperatinginnormalseaservice,itwillingeneralbeoperatingaroundthe
designpropellercurve6,asshownonthestandardloaddiagraminFig.2.Sometimes,whenoperatinginheavy
weather,thefixedpitchpropellerperformancewillbemoreheavyrunning,i.e.forequalpowerabsorptionofthe
propeller,thepropellerspeedwillbelowerandthepropellercurvewillmovetotheleft.
Asthetwostrokemainenginesaredirectlycoupledtothepropeller,theenginehastofollowthepropeller
performance,i.e.alsoinheavyrunningpropellersituations.Forthistypeofoperation,thereisnormallyenough
marginintheloadareabetweenline6andthenormaltorque/speedlimitationline4,seeFig.2.Totheleftofline
4intorquerichoperation,theenginewilllackairfromtheturbochargertothecombustionprocess,i.e.theheat
loadlimitsmaybeexceededandbearingloadsmightalsobecometoohigh.
Forsomespecialshipsandoperatingconditions,itwouldbeanadvantagewhenoccasionallyneededtobe
abletooperatethepropeller/mainengineasmuchaspossibletotheleftofline6,butinsidethetorque/speed
limit,line4.
Suchcasescouldbefor:

shipssailinginareaswithveryheavyweather

shipsoperatinginice

shipswithtwofixedpitchpropellers/twomainengines,whereonepropeller/oneengineisdeclutched
foroneortheotherreason.Thus,measurementsshowanapproximate810%heavyrunningofthe
remainingpropellerinoperationforatwinskegship.

Royal Belgian Institute of Marine Engineers

Theincreaseoftheoperatingspeedrangebetweenline6andline4ofthestandardloaddiagrammaybecarried
outasshowninFig.3fortheextendedloaddiagramforspeedderatedenginewithincreasedlightrunning.The
maximumspeedlimit(line3)oftheenginesis105%oftheSMCRspeed,asshowninFig.2.
However,forspeedand,thereby,powerderatedenginesitispossibletoextendthemaximumspeedlimitto
105%oftheengine'snominalL1speed,line3',butonlyprovidedthatthetorsionalvibrationconditionspermit
this. Thus, the shafting, with regard to torsional vibrations, has to be approved by the classification society in
question,basedontheextendedmaximumspeedlimit.
Whenchoosinganincreasedlightrunningtobeusedforthedesignofthepropeller,theloaddiagramareamay
beextendedfromline3toline3',asshowninFig.3,andthepropeller/mainengineoperatingcurve6mayhavea
correspondinglyincreasedheavyrunningmarginbeforeexceedingthetorque/speedlimit,line4.Acorresponding
slightreductionofthepropellerefficiencymaybetheresult,duetothehigherpropellerdesignspeedused.

Constantshipspeedlineforincreasedpropellerdiameter
Thelargerthepropellerdiameter,thehigherthepropellerefficiencyandthelowertheoptimumpropellerspeed.
Amoretechnicallyadvanceddevelopmentdrive,therefore,istooptimisetheaftbodyandhulllinesoftheship
including bulbous bow, also considering operation in ballast condition making it possible to install propellers
withalargerpropellerdiameter.
The constant ship speed line a shown in Fig. 4
indicate the power required at various propeller
speeds to keep the same ship speed provided that
the optimum propeller diameter with an optimum
pitch diameter ratio is used at any given speed,
taking into consideration the total propulsion
efficiency.
Normally, for a given ship with the same number
of propeller blades, but different propeller
diameter,thefollowingrelationbetweennecessary
powerandpropellerspeedcanbeassumed:
P2=P1X(n2/n1)
where:
P=Propulsionpower
n=Propellerspeed,and
=theconstantshipspeedcoefficient.

Fig.4:Layoutdiagramandconstantshipspeedlines.Examplefora
Foranycombinationofpowerandspeed,eachpoint
Handymaxtankerwithdifferentpropellerdiameters
ontheconstantshipspeedlinegivesthesameship
speed.
When such a constant ship speed line is drawn
into the layout diagram through a specified
propulsion MCR point 'Ml', selected in the layout
area, another specified propulsion MCR point 'M2'
upon this line can be chosen to give the ship the
same speed for the new combination of engine
powerandspeed.
Provided the optimum pitch/diameter ratio is
used for a given propeller diameter the following
dataapplieswhenchangingthepropellerdiameter:
For general cargo, bulk carriers and tankers =
0.250.30,andforreefersandcontainervesselsa
=0.150.25.
Fig.4showsanexampleoftherequiredpowerand
speed point Ml, through which a constant ship
speedcurve=0.28isdrawn,obtainingpointM2
with a lower engine power and a lower engine
speedbutachievingthesameshipspeed.
Fig.5:Selectionofnumberofpropellerbladesforashipwithmainengine
Thus,whenforahandymaxtankerincreasingthe
withSMCR=20,000kWx105rpm
propellerdiameter,andgoingforexamplefromthe
SMCRpropellerspeedofnM1=127r/mintonM2=100r/min,thepropulsionpowerneededwillbep M2=p M1x
(100/127)0.28=0.935xP M1'i.e.involvingapowerreductionofabout6.5%.Inthisexample,anothermainengine
has been applied, verifying the fuel savings potential of this ultra low speed type engine. When changing the
propellerspeedbychangingthepitchdiameterratio,theconstantwillbedifferent.

Royal Belgian Institute of Marine Engineers

Estimationsofengine/propellerspeedatSMCRfordifferentsingle
screwFPpropellerdiametersandnumberofpropellerblades

Basedontheoryandexperience,theconnectionsbetweenmainengineSMCR
powerPM'SMCRspeednMandpropellerdiameterd=Dpropcanasguidancebe
estimatedasfollows:
In the constant C, a light running propeller factor of 45% is included. The
aboveformulaisvalidforstandardsinglescrewFPpropellertypes.
TheconstantCisanaveragevaluefoundforexistingships(before2011)and
reflectsthedesignshipspeedappliedinthepast.
Forlowerdesignshipspeedwhichseemstobethecomingtendencydueto
EEDI (Energy Efficiency Design Index) and fuel costs, the constant C will be
higher. For an NPT propeller (New Propeller Technology), the estimated,
claimedengine/propellerspeednMmightbeapprox.I0%lower.

Numberofpropellerblades
Propellers can be manufactured with 2, 3, 4, 5 or 6 blades. The fewer the number of blades, the higher the
propellerefficiencywillbe.However,forreasonsofstrength,propellerswhicharetobesubjectedtoheavyloads
cannotbemanufacturedwithonlytwoorthreeblades.
Normally 4, 5 and 6bladed propellers are used
on merchant ships. In the future maybe 3bladed
propellers may be used due to reduced design ship
speed. Ships using the MAN B&W twostroke
engines are normally largetype vessels which, so
far, use at least 4bladed propellers. Ships with a
relatively large power requirement and heavily
loaded propellers, e.g. container ships, may need 5
or6bladedpropellers.
The optimum propeller speed depends on the
number of propeller blades. Thus, for the same
propeller diameter, a 6bladed propeller has an
about10%loweroptimumpropellerspeedthana5
bladed. For vibrational reasons, propellers with
Fig.6:Exampleofselectionof4bladedFixedPitchpropellerdiameter(All
certain
numbers of blades may be avoided in
figuressourceMANDiesel&Turbo)
individual cases in order not to give rise to the
excitation of natural frequencies in either the ship's
hulloritssuperstructure.
TheinfluenceofaselectednumberofpropellerbladesisshownasanexampleinFig.5forashipinstalledwith
a main engine with SMCR = 20,000 kW x 105 r/ min. For each number of propeller blades, the corresponding
appliedpropellerdiameteraccordingtothepreviousformulaeisshowntoo.
Amorecomprehensivepropellerdiameterexample,basedonthementionedformulae,isshowninFig.6andis
validfor4bladedFPpropellertypes.BymeansofagivenpropulsionSMCR(powerandspeed)point,itispossible
toestimatethecorrespondingFPpropellerdiameter.
However,intheupperpowerandpropellerdiameterrange,itis,fortechnicalreasons,probablynecessaryto
select a 5bladed or 6bladed propeller type with a reduced propeller diameter and lower pressure pulses
(vibrations).Someexamplesofmainenginetypes(layoutdiagrams)tobeselectedareshowntoo.

ThetextforthisarticleisbasedonextractsfromthenewlyupdatedMANDiesel&Turbopaper"BasicPrinciplesof
ShipPropulsion",writtenbyBirgerJacobsen,SeniorTwoStrokeResearchEngineerinCopenhagen.AnM.Sc.
graduateoftheTechnicalUniversityofDenmark,Jacobsenjoinedthecompanybackin1969andsince1979has
workedintheMarineInstallationDepartment.Hehassincebecometheprolificauthorofvariedtechnicalpapers
onengineapplicationsandpropulsiontrendsindifferentvesselsegments.Theoriginalpaperisfreelyavailablein
itsentiretyuponrequestfromMANDiesel&Turbo.

Source:DIESELFACTS12012
www.mandieselturbo.com