Propeller Efficiency Options for Green Ship

Salma Sherbaz and Wenyang Duan

College of Shipbuilding Engineering
Harbin Engineering University
Harbin, Heilongjiang, 15001, P.R. CHINA

Abstract-Environmental issues and nsmg fuel prices is carried out through ships. It is estimated that almost
necessitate better energy-efficiency in all sectors. Shipping 90% of the world trade goods are carried by ships [4]. For
industry is one of the stakeholders in environmental issues. the most part, this trade has little or no alternate means of
Shipping industry is responsible for 3 % of global C02 transportation other than ships at this point and
emissions, 14-15 % of global NOx emissions and 16 % of foreseeable future. In addition, shipping is a better
global SOx emissions. Shipping industry also has critical environmental option for transportation compared to other
role in global economy since 90 % of world trade goods are availablemeans of transportation due to lowest gC02i
carried by ships. This trade has little or no alternate means ton.km emissions as shown in Fig. I [5].
of transportation other than ships at this point and Future scenarios indicate that if preventive measures are
foreseeable future. In addition, shipping is a better not taken, CO2 emissions from ships will more than
environmental option for transportation compared to other double by 2050 [6]. European Union (EU) and United
available means of transportation due to lowest Nations Framework Convention on Climate Change
gC02/ton.km emissions. European Union (EU) and United (UNFCCC) are pushing hard to regulate global emissions.
Nations Framework Convention on Climate Change International Maritime Organization (IMO) is currently
(UNFCCC) are pushing hard to regulate emissions in all working on regulating emissions from international
sectors. International Maritime Organization (IMO) is shipping with technical, operational and market-based
working on regulating emissions from shipping with policy instruments. It seems clear that emissions from
unprecedented attention and it seems clear that emissions
shipping will be regulated by IMO within few years.
from shipping will be regulated within few years.
Furthermore, continuously rising fuel prices, shown in
Furthermore, continuously rising fuel prices are also a
Fig. 2, are also an incentive to focus on new ways for
reason to focus on new ways for better energy-effectiveness
better energy-effectiveness in addition to better
in addition to better environmental performance. Green
environmental performance [7].
ship concept requires exploring and implementing
technologies/practices on ships to reduce emissions.
Historically, maritime industry has been responsible
Propeller efficiency is an important area to increase and played a constructive role in global progress. It did
efficiency and reduce emissions since propellers are merely
Crude Oil •
around 60 % efficient. This paper provides a comprehensive
review of the propeller efficiency options to increase LNG

efficiency and reduce emissions. The paper will discuss basic Bulk Carrier _
concepts and principles, and popular technologies for
Container _
enhancing propeller efficiency. The author will also
RoRoShips _
comment on the core-issues and challenges, and scope for
future development in propeller efficiency area. Rail

I. INTRODUCTION o 50 100 150 200 250

gC02/ton.km
Global temperature increase by 2°C above pre­
Figure I. Ship C02 emissions comparison to rail and road [5].
industrial level is expected to cause severe global
consequences. One way to overcome this problem is to
200 -
reduce global greenhouse gas (GHG) emISSIOns. $210
Intergovernmental Panel on Climate Change (IPCC, 2007)
concluded that global GHG emissions need to be 50-85 % High Price
150 -
below current levels in 2050 to reach this target, however,
all IPCC scenarios indicate significant increase in global
GHG emissions by 2050 which is alarming [1]. Thus, all
stakeholders responsible for GHG emissions face a great
challenge to achieve this target.

Shipping industry is one of the stakeholders in

environmental issues. Shipping industry is responsible for
approximately 3 % of global CO2 emissions, 14-15 % of 1995 2007 2020 2035

global NOx emissions and 16 % of global SOx emissions

Figure 2. World fuel prices ($ per barrel) [7].
[2, 3]. Shipping industry also has critical role in global
economy. Intercontinental trade, bulk transport of raw
materials, and import/export of affordable food and goods

978-1-4577 -1929-5/12/$26.00 ©2011 IEEE

Proceedings of 2012 9th International Bhurban Conference on Applied Sciences & Technology (IBCAST) 155
Islamabad, Pakistan, 9th -12th January, 2012
 TABLE!. PROPELLER LOSSES IN OPEN WATER rill
CTh Axial loss (%) Rotational loss (%) Frictional loss (%) Total efficiency
0.56 15.5 6.7 16.4 61.4
1.43 22.7 5.6 l3.9 57.8
3.44 32.1 4.8 14.3 48.8
5.98 40.6 6.9 10.7 41.8

have its share of mistakes and faced extreme criticism

from mistakes like Exxon Valdez oil spill and Deep-water
Horizon oil spill (BP oil spill). However, genuine efforts
from shipping industry in terms of volunteer fuel changes
are praiseworthy compared to other sectors responsible for
global emissions. Shipping industry is striving to reduce
emissions. Green ship concept requires exploring and
implementing technologies/practices on ships to reduce
emissions. Propeller efficiency is an important area to
increase efficiency and reduce emissions since propellers
are merely around 60 % efficient [8]. The purpose of this
paper provides a comprehensive review of the propeller
efficiency options to increase efficiency and reduce
emissions. The paper will discuss basic concepts and
principles, and popular technologies for enhancing
propeller efficiency. The author will also comment on the Figure 3. Visualization of axial losses [12].
core-issues and challenges, and scope for future
development in propeller efficiency area.

II. PROPELLER EFFIClENCY

Propeller efficiency ranges between 50 to 70 percent
depending on priorities of respective
applications, up to 70 percent efficient on high speed
ferries and around 50 percent efficient on tugs [9].
Propeller losses are divided into three categories based on
different physical phenomenon. These categories are axial
losses, frictional losses and rotational losses [10]. The
axial losses are highest, followed by frictional losses and
rotational losses. The magnitude of these losses for
different propellers based on co-efficient of thrust (CTh) is
summarized in Table 1 [11]. Figure 4. Flow around a large fixed pitch propeller on a container
ship (visualization of rotational losses) [12].
A. Axial Losses
The axial losses are result of the acceleration of fluid on
the propeller surface, shown in Fig. 3 [12], which is also
the basis for producing thrust. Thus it is not feasible to m. TECHNOLOGTESIDEVTCES FOR REDUCING
eliminate axial losses. Consequently,the author will focus FRICTIONAL LOSSES
on reducing frictional and rotational losses. However,
Propeller frictional losses are result of propeller
CFD is a viable option to explore the reduction of axial
roughness. It is important to point out that roughness
losses without compromising thrust generation.
severely affects propeller efficiency despite the much
B. Frictional Losses smaller affected propeller area. Propeller roughness is
caused by marine fouling, corrosion and cavitation.
Frictional losses are function of surface roughness and Propeller roughness is measured during service life by
blade area. Cavitation is also based on the same Rubert comparator gauge. Propeller cleaning, in dry-dock
parameters. Both frictional losses and cavitation will be or underwater, and propeller polishing, in dry-dock, are
less when blade surface is smooth. The blade area effective ways to reduce propeller roughness.
parameter requires very delicate and careful exploration
since blade area is proportional to produced thrust. A. Rubert Comparator Gauge
C. Rotational Losses Rubert comparator gauge, shown in Fig. 5 [l3],
employs a handy plate like device consisting of specimen
The rotation of the blade dissipates rotational energy in of propeller used for gauging propeller roughness. 'A'
the fluid particles, shown in Fig. 4 [12]. This energy is lost represents a smooth surface and 'F' represents a very
since this energy does not help the motion in the forward rough surface. A rough propeller (Rubert comparator
direction. The rotational energy is dissipated locally, gauge codes E or F) normally costs 5-6 % increase in
around the tip area and the hub area. required power [14-18].

Proceedings of 2012 9th International Bhurban Conference on Applied Sciences & Technology (IBCAST) 156
Islamabad, Pakistan, 9th -12th January, 2012
 Figure 5. Rubert comparator gauge [13]. Figure 6. Pre-swirl fin system [20]. Figure 7. Asymmetrical aft bodies [21].

IV. TECHNOLOGlES/DEVICES FOR REDUCING B. Post-Swirl Technologies/Devices for Reducing

ROTATIONAL LOSSES
The technologies/devices for reduction of rotational
losses are divided into four categories.
A. Pre-Swirl Technologies/Devices for Reducing
Rotational Losses
Pre-swirl devices are installed upstream of the
propeller. These devices are easy to integrate e.g. pre­
swirl fill system and asymmetric aft bodies.
1) DSME - Pre Swirl Fin System
Daewoo Shipping and Marine Engineering Company
(DSME) developed pre-swirl fin system [19]. The concept
is based on re-directing the flow before it enters the
propeller disc. The pre-swirl fin system consists of fins
mounted on the boss side of hull in front of propeller.
These fillS re-direct the flow before it enters the propeller
to increase propulsive efficiency. The pre-swirl fill system
typically has four blades on a single screw ship, of
diameter equal to the propeller diameter as shown in
Fig.6 [20]. Testing has shown an average gain of 4% in
propulsion power. The propeller cavitation performance
and cavitation genera ted pressure pulses are also
improved [20].
2) Asymmetric Aft Bodies
Asymmetrical after body approach, shown in Fig. 7
[21],is very effective for improving propeller performance
on single screw ships. The asymmetrical after body
approach is based on the fact that the flow around single
screw ships is not symmetrical about the centerline since
the propeller is rotating in one direction. The
asymmetrical after body approach can reduce
required power by 9% [22,23].
Rotational Losses
Post-swirl devices are installed downstream of the
propeller. These devices capture the rotational energy
from water leaving the propeller e.g. Grim Vane wheel,
Stator Fins and Rudder Thrust Fins. Rudders behind the
propeller are also an effective way to recover part of the
rotational energy.
1) Grim Vane Wheel
Grim Vane wheel, named after its inventor Dr. Ing Otto
Grim, is a freely rotating set of blades installed behind the
propeller. Grim Vane wheel blades are typically 20%
larger in diameter than the propeller and their rotation rate
is 40% of the propeller's rate of rotation, shown in Fig. 8
[24]. Grim Vane wheel functions like a turbine and
provides additional thrust. Grim Vane wheel can reduce
fuel consumption by 8%. The critics have argued that the
main propeller of larger diameter in the same space in
after body will offer approximately same improvement in
performance as the small main propeller and Grim Vane
wheel combination. However, Grim Vane wheel
application has potential in cargo ships [25,26].
2) Contra-Rotating Propellers
The contra-rotating propellers set-up, shown in Fig. 9
[27], consists of two propellers mounted in series on one
axle. The propellers rotate in opposite directions and the
after propeller has a smaller diameter. The contra-rotating
propeller set-up is better suited for single screw ships and
increases efficiency by 6% to 20% [28-32].
3) Stator Fin
Stator fill system is installed on the rudder behind the
propeller, shown in Fig. 10 [33], to recover part of the
rotational energy. The stator fill system is typically
installed on high-speed slender ships. The stator fill
system has been evaluated through model tests and full­
sale trials to validate energy-saving effects, strength and
vibration [34].

[;.-w. · . iL-.�-
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. >r.,'
' /'

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.
.
- - - - -
.' �:
� '. " -
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Figure 8. Grim Vane wheel [24]. Figure 9. Contra-rotating propellers [27] Figure 10. Stator fin [33].

Proceedings of 2012 9th International Bhurban Conference on Applied Sciences & Technology (IBCAST) 157
Islamabad, Pakistan, 9th -12th January, 2012
 4) Rudder Thrust Fin
The rudder thrust fin is an airfoil-shaped device, shown
in Fig. 11 [35]. It is attached to the rudder behind the
propeller. The rudder thrust fin extracts energy trom the
rotational flow to increase the thrust force. Hyundai
Heavy Industries (HHI) developed the world's first thrust
fm in 2006 [36]. HHI reported that the thrust fm reduced
fuel consumption by 5 % in sea trials [37].
C. Tip Vortex Technologies/Devices for Reducing
Rotational Losses
The pressure difference between suction side and
pressure side of the propeller blade induces a vortex at the Figure 11. Rudder thrust fin [35].
tip of the propeller. The generation of vortices causes
energy losses. This vortex generation can be blocked by
tip fins similar to ones on aircraft wings. The application
of this concept has generated different geometries of tip
fm e.g. contracted and loaded tip (CLT) propellers,
Sparenberg-DeJong propellers and Kappel propellers.
1) Contracted and Loaded Tip (CLT) Propeller
STSTEMAR developed the Contracted and Loaded Tip
(CLT) propeller, shown in Fig. 12 [38]. The propeller is
installed with an end plate to reduce the tip vortices. The
blade tips are bent sharply towards the rudder. The result
is smaller propeller diameter and lower probability of
cavitation. The Contracted and Loaded Tip (CLT)
propeller has been extensively tested on two ships at full­ Figure 12. Contracted and Loaded Tip (CLT) propeller [38].
scale and results showed 12% power savings [39-41].
2) KAPPEL Propeller
The KAPPEL propeller concept is based on blade tip
modifications to increase the lift-drag ratio. The traditional
ship propeller blade surfaces are helical, whereas
KAPPEL propeller has modified blade tips smoothly
I
curved to the suction side as shown in Fig. 13 [42]. The
experimental evaluation shows increase in efficiency [43].
D. Hub Vortex Technologies/Devices for Reducing
Rotational Losses
The hub vortex devices are installed on propeller hub.
Figure 13. KAPPEL propeller [42].
The devices are based on capturing the rotational energy
trom propeller flow e.g. Propeller Boss Cap Fins (PBCF)
and Hub Vortex Vane (HVV).
1) Propeller Boss Cap Fins (PBCF)
The Propeller Boss Cap Fins (PBCF) were developed in
Japan, shown in Fig. 14 [44]. The Propeller Boss Cap Fins
reduce the whirlpool-like hub-vertex that fOnTIS behind the
propeller and eliminates hub-vortex cavitation. The results
have shown 3-7% increase in efficiency in model tests and
4% increase in efficiency at full-scale [45-48].
2) Hub Vortex Vane (H VV)
Potsdam Model Basin, SVA and SCHOTTEL jointly
developed the Hub Vortex Vane (HVV). The HVV
consists of a small vane propeller attached to the tip of a
cone shaped boss cap. The geometry of HVV is similar to Figure 14. Propeller Boss Cap Fins (PBCF) [44].
PBCF except that HVV has more vanes than propeller
blades. The small vane propeller diverts the high
E. Hull Propeller Interaction/Operate Propeller in Better
tangential velocities at hub in the direction of the jet to
Wake
generate additional thrust. The evaluation has shown
remarkable reductions in the hub vortex cavitation and 3% The propeller operates in an inhomogeneous wake
increase in propeller efficiency [49-53]. behind the ship. This results in efficiency loss and
vibrations. The propeller efficiency improves in a
homogenous wake. Wake equalizing ducts e.g.
Schneekluth Nozzles and Mewis Duct, Vortex Generators,
and Grothues Spoilers are used to homogenize wake
behind the ship [54,55].

Proceedings of 2012 9th International Bhurban Conference on Applied Sciences & Technology (IBCAST) 158
Islamabad, Pakistan, 9th -12th January, 2012
 1) SCHNEEKLUTH Nozzles
Schneekluth was the first to develop wake equalizing
ducts. Schneekluth nozzles consist of two-nozzle shaped
half ring ducts, shown in Fig. 15 [56]. These ducts
homogenize the wake before the water enters the
propeller. Schneekluth reported power savings of 5 to 10
% despite the viscous drag created by the device.
Schneekluth nozzles have proved their potential on LNG
ships [57-59].
2) GROTHUES Spoilers
Grothues spoilers consist of a series of curved fms,
shown in Fig. 16 [60], installed on hull before the Figure 15. Schneekluth nozzles [56].
propeller. The objective is to direct the flow into the
propeller to improve propeller efficiency. Schneekluth
reported efficiency improvement of up to 6% for tankers
and bulk carriers, and up to 9% for tankers and bulk
carriers in ballast [61]. Mewis and Hollenbach reported 3
% increase in efficiency [62].
3) MEWIS Duct
Becker Marine Systems developed Mewis duct. The
objective is to optimize the propeller hull interaction. The
Mewis duct consists of a duct integrated with fin system,
shown in Fig. 17 [63]. The function of duct is to direct and
accelerate the flow. The fin system boosts propeller thrust Figure 16. GROTHUES spoilers [60].
by providing a pre-swirl. The Mewis duct can improve
propeller efficiency by 3 to 9 %. The Mewis duct has
proved its potential on a VLCC by 5 % fuel savings,
resulting in an annual fuel saving of US$ 700k [64-66].

V. CURRENT CORE ISSUES

The number one limitation to implement propeller
efficiency options is the requirement for retrofit or new
installation of respective devices. This retrofit or new
installation requires some capital and most importantly
time investment which means delay in deliveries. The
delay in deliveries can cause fmancial loss and loss of
business. This issue is further complicated by the fact that
most commercial ships are leased to operators by actual
owners under contracts. Most of the present contracts are
not very flexible where neither owner nor operator alone
can order retrofit or new installation and subsequently
share the fmancial burden. The second limitation is the
lack of information among owners and operators about the
existence of the propeller efficiency options. Third one is
the management attitude where most energy efficiency
options under 5 % are simply turned down due to their
limited impact [67].
VI. SCOPE OF FUTURE DEVELOPMENT
The propeller efficiency options have strong potential
and scope for future implementation. The use of propeller
efficiency devices in combination to get the most out of
propeller can significantly enhance the energy efficiency.
The current trend where owners and operators are
distanced on the issue is slowly changing, few
owners/operators are going out of their way to explore the
energy efficiency options [68]. The attitude of higher
management will drastically change as soon as emissions
from ships are regulated. The propeller efficiency options
are expected to be under enormous focus due to around
40% room for improvement in efficiency [8]. In addition,
the increasing awareness about environmental Issues IS
also expected to play a helpful role towards
implementation of propeller efficiency options.
Figure 17. Mewis Duct [63].
VIT. CONCLUSIONS
Green ship concept requires exploring and
implementing technologies/practices on ships to reduce
emissions. Green ship options are being explored
extensively in all sectors of shipping industry. Propeller
efficiency is an important area to increase efficiency and
reduce emissions in shipping industry since propellers are
merely around 60 % efficient. The propeller efficiency
options have strong potential and scope for future
implementation. The use of propeller efficiency devices in
combination to get the most out of propeller can
significantly enhance the energy efficiency. The major
hindrances in implementing propeller efficiency options
are retrofit or new installation of the respective devices,
distance between owners and operators and the attitude of
higher management. These hindrances are expected to be
overcome soon with increasing awareness, availability of
information and regulations regarding emissions from
ships.
ACKNOWLEDGMENT
The research is financially supported by the National
Natural Science Foundation of China (Grant No.

Proceedings of 2012 9th International Bhurban Conference on Applied Sciences & Technology (IBCAST) 159
Islamabad, Pakistan, 9th -12th January, 2012
51079032), Excellent Youth Foundation of Heilongjiang
Province of China.
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