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Practical considerations for marine propeller sizing

Conference Paper · June 2014

DOI: 10.1201/b17494-95

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International Marine and Offshore Engineering Conference (IMOC 2013)

Practical Considerations for Marine Propeller Sizing

1 1
W. Yehia , M. M. Moustafa
1
Department of Naval Architecture and Marine Engineering,
Faculty of Engineering – Port Said University

Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.

Abstract – Propeller sizing is sometimes regarded as a black art, but like every other
magic trick, it's just a matter of standard methods and practice. Matching a propeller,
gear and engine means that the equilibrium between the available engine torque and the
required propeller torque will not overload the engine and that the thrust required to
make speed is available throughout the range of operation. This paper is intended to
cover the basic elements of marine propeller selection to get the engine, gear and
propeller matched to achieve the desired goals in terms of speed, possibly towline pull,
thrust and engine loading. This paper presents a practical strategy for a successful
propeller sizing with reference to drive train available power and rate of rotation. A
computer program for propeller matching (PROMAT) has been developed in order to
assure matching purpose .The general purpose of this study has been successfully
applied to a typical case study of preliminary propeller sizing problems.

Keywords: Propeller sizing, Engine-Propeller matching, Propeller power

Nomenclature 1. Introduction
AE/AO Blade area ratio Propulsion engine has to be in tip-top shape to
C0.75R Blade chord length at 0.75R deliver rated power and the propeller should be in
Csi ,Cmi Regression coefficients equally good shape to effectively propel a ship. But more
D Propeller diameter, m important, the propeller needs to be properly sized to the
J Advance coefficient engine, reduction gear to operate at peak performance.
KT Thrust Coefficient In order a ship being able to move at its designed
KQ Torque coefficient speed, it is important to match the drive train, main
Np Number of propellers engine, reduction gear delivered power with propeller
P/D Pitch ratio required power.
PD Delivered Power, Watt
Normally, propeller diameter is made as large as the
Pe Engine power at certain rpm, Watt
space behind the hull allows, number of blade is chosen
PM Maximum Engine power, Watt
to minimize vibration excitation, area ratio is chosen for
Q Propeller Torque, N.m
satisfactory loading, etc. Therefore, in the present study,
Qe Engine torque at certain rpm, N.m
propeller pitch is taken as a dominate parameter for
R Propeller Radius, m
proper propeller sizing to get matched with propulsion
Rn Reynolds number
drive train available power (4, 7).
T Propeller thrust, N
Va Speed of advance, m/s
Z Propeller number of blades 2. Problem Statement
ω Propeller angular velocity, rad/s
ωe Angular velocity, rad/s Propellers must be carefully matched with the
ωM Angular velocity at max. engine power, rad/s characteristics of the propulsion system, engine and
reduction gear to which they are mated. The engine
must be neither under loaded nor overloaded. At best, a
mismatch could make the engine and ship incapable of
delivering its designed performance, or create the
 W. Yehia 1, M. M. Moustafa1

situation where the engine cannot be operate to full
throttle because heavy running propeller. This loss in
engine speed consequently results in loss of ship desired
speed.
The problem then, is that the previously cited
“matching” solutions to the propeller design problem.
Successful design is a properly sized propeller with
reference to available engine power and torque after
reduction gear capable to drive the propeller at its
designed speed without discomforting the engine by
overloading.
4. Engine Power Output
Engine performance curve serves as the basis for a
number of calculations, but one of its important
functions is to indicate the speed and power limits that
must be observed for propeller design. Figure 2 shows a
sample engine performance curve shows engine power
plotted against engine speed.

3. Engine-Propeller Relationship
The relationship between an engine and propeller is
like a marriage. When things go well, the combination is
great! When it’s not, problems result. In new boats, a
good match is likely. However, several factors can cause
the match to go sour. Sometimes, the culprit is the
propeller - not the engine.
The engine produces horsepower at a given rpm. The
power then passes through the gear and bearings to the
output shaft. The gear reduces rpm to a speed that
matches the propeller. On its way from the engine Figure 2: Sample Engine Power-Torque curve
through the gears and bearings to the propeller,
approximately 5 percent of the power is lost to friction. The maximum attainable power Pe of an internal
A good propeller designer will remember this and combustion engine is a function of the engine angular
include it in his calculations. velocity ωe. this function must be determined
The matching of an engine and its propeller is experimentally, However, the function Pe = Pe (ωe), which
basically one of working with the power-rpm or torque- is called the power performance function, can be estimated
rpm characteristics of engine and propeller. by a third-order polynomial as follows (6):
Conservation of energy demands that the power 3
produced by the engine (minus any loss in transmission) Pe   Pi  ei  P1 e  P2  e2  P3 e3 (1)
equal that absorbed by the propeller as shown in Figure i 1

1. Engine torque, multiplied by the reduction ratio (if If we use ωM to indicate the angular velocity,
any), likewise must equal propeller torque, and must do measured in [rad/ s], at which the engine power reaches
so at the common rpm. the maximum value PM, measured in [W =Nm/ s], then
for direct injection engines the following coefficient may
be used.
PM (2)
P1  0.87
M

PM (3)
P2  1.13
2
 M

PM (4)
P3  
3
 M

The driving torque of the engine Qe is the torque that

provides Pe.

Figure 1: Engine – Propeller Power Equilibrium Pe

Qe   P1  P2 e  P3 e2 (5)
e

Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.
 W. Yehia 1, M. M. Moustafa1

5. Propeller Power Curve A computer program PROMAT “Propeller Matching”

has been specially developed to calculate propeller
Propellers thrust (T), torque (Q) and delivered power power curves for different pitch ratios and find the
(PD) are calculated as follows (1): points of power equilibriums in order to find matching
design point. The detailed procedures of this program
are summarized in the flow chart shown in Figure 3.
T  K T  n2 D 4 (6)
Construction of propeller power curve is one of
PROPMT program functions. Figure 4 shows propeller
Q  K Q  n2 D5 (7) power curves for three different pitch ratios of a certain
propeller.
Q 
PD  (8)
C
where, KT is thrust coefficient, KQ is torque
coefficient, ρ is water density, n is propeller rotational
speed, D is propeller diameter and ω is propeller angular
speed. The thrust and torque coefficients can be
expressed as functions of the blade number (Z), blade
area ratio (AE/AO), pitch ratio (P/D), and advance
coefficient (J) as follows (5):
ti ui
39
P ( AE ) si vi
K T   C si J ( ) Z (9)
i 1 D AO
and,
ti  ui 
si  P vi 
47 AE Figure 4: Propeller Power Curve
K Q   C mi J ( ) ( ) Z (10)
Figure 4 demonstrates the greater propeller pitch the
i 1 D AO
lower propeller speed at the same delivered power,
where, Csi and Cmi are the regression coefficients of
which means that the heavy running propeller i.e.
the thrust and torque coefficients, respectively. The
propeller with higher pitch can be replaced with lower
values of the coefficients and exponents involved in
pitched propeller with compensation in speed to absorb
equations 9 and 10 are given in (5). If Reynolds number
of a propeller at 0.75R greater than 2*106, corrections to the same delivered power and achieve the same thrust,
and consequently the desired vessel speed.
the thrust and torque coefficients must be taken into
consideration (2).
2 2 6. Propeller Size and Reduction Gear
C 0. 75 R
[V a  ( 0.75  n D) ]
(11)
( Rn) 0.75 R


The reduction gear enables the propulsion engine and
propeller to be matched so they both operate at their
where, C0.75R is the blade chord length at 0.75R and most efficient speeds. The proper selection of the
Va is the advance velocity (m/s). reduction gear ratio is an important decision in
preparing a marine propulsion system.
Also, cavitation will affect the propeller’s A determined propeller can be matched with an
performance. Therefore, it must be considered in the engine rpm range by adapting the reduction gear ratio.
propeller design process. A simple way to avoid There is a range of commercially available reduction
cavitation is to increase blade area ratio. The minimum ratios that can help assure optimum vessel performance
blade area ratio required to avoid cavitation was under a given set of operating conditions. The key
suggested by Keller as follows (2): function of reduction gear concerning matching problem
is that, the torque magnification i.e. the torque at
propeller shaft is the engine's torque times gear ratio.
 AE  ( 1.3  0.3 Z )T In engine power curve the effect of sized gear ratio
A   ( 2
K (12)
 O  min P O  PV ) D can be distinguished easily. Since the engine power is
constant at each engine rpm, then for two different gear
where, (AE/AO)min is the minimum expanded area ratios the same engine power plotted against different
ratio. The coefficient K equals 0.1 for twin-screws ships, rpm ranges according the selected gear ratio, each range
and 0.2 for single-screw ships. is the engine rpm divided by the gear ratio. This produce
two different engine power curves along rpm scale
including both reduction gears rpm ranges.

Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.
 W. Yehia 1, M. M. Moustafa1

Input Data:
VS, RT, w, td , PCL, Z, D, Fa /F , NP and Rd. The coefficients
and exponents, of the regression equations, of B- series
propellers.

Calculate: The Required Thrust T = RT / [ NP * (1- td) ]

Calculate: VA = VS ( 1.0 – w )

Set: Initial Pitch Ratio (P/D)

Set: Initial Propeller Speed (n)

Calculate: Advance Coefficient (J)

Calculate: The thrust and torque coefficients

( KT and KQ ).

Rn > 2*10 6 Calculate: Reynolds number (Rn) at 0.75R Rn ≤ 2*10 6

Calculate: Calculate:
2 4
(∆KT and ∆KQ) the Corrections to the thrust and torque Propeller Thrust (T) = KT ρ n D
coefficients . Also, find the final KT and KQ Propeller Torque (Q) = KQ ρ n D
2 5

Calculate: The minimum blade area ratio required to

avoid cavitation.
 AE   AE   AE  ( 1 .3  0 .3 Z ) T  AE   AE 
A   A  A  > A 
A    [ 0.2 / NP ]
 O  O  min  O  min ( P O  PV ) D 2  O  min  O

Calculate: Propeller Power (PD)

Calculate: Engine Speed NE = n * Rd Draw: Propeller Power Curve

Calculate: Engine Power Draw: Engine Power Curve

Set: n = n + Increment Find:

The intersection point between the propeller power curve and
Calculate: Propeller Thrust and Efficiency engine power curve.

YES
Set: P/D = P/D + Increment IF: P/D ≤ the upper limit of pitch ratio

NO

Find: ( Matching Point )

STOP The intersection point witch gives the highest propeller
efficiency and propeller thrust equals the required thrust to
propel the ship at the design speed.

Figure 3: Propeller-Engine matching program (PROMAT) algorithm

Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.
 W. Yehia 1, M. M. Moustafa1

7. Engine - Propeller Matching 8. Case Study

If propeller and engine torque-rpm curves, or power- Based on a matching concept explained in details in
rpm curves, are plotted together, the intersection shows preceding sections this case study illustrates the
the point of operation. The problem facing the designer potential effect of matching problem in propeller sizing.
is one of choosing which engine curve and which In the present case study, it is desired to select an
propeller curve to offer for intersection – there can be engine, gear ratio, and design a fixed pitch propeller to
many of each. Figure 5 contains three engine curves and propel a ship with particulars summarized in Table 1 at
three propeller curves. This figure is to illustrate that the 14 kn.
designer must choose which of many engine curves Table 1: Case Study – Ship Particulars
being to be employed, and which of the many propeller
curves, so that the two chosen will intersect at the Items Value
desired spot. Ship length (LBP) 30
The engine curves in Figure 5 represent engine power
at different loading conditions. Presumably one such Ship breadth (B) 7.5
curve represents the rated engine power, and tentatively
would be the one to use, although operating at higher or Ship depth (D) 3
lower engine load is possible may be desirable in some
Ship draft (d) 1.7
circumstances. Alternatively, theses curves each may
represent the rated condition for three different engines. Displacement (Δ) 160
Another alternative is these are one engine power curves
for three different gear rations as mentioned in the Ship design speed (VS) 14 kn
previous section. The propeller curves shown in Figure 5
Total resistance at design speed (RT) 91340 N
most likely represent three propellers that differ only in
pitch. Propeller matching to the engine typically The propeller design mission has been carried out
involves only choice of pitch, and this is the situation using a computer codes in (3). The characteristics of the
assumed here. designed propeller in order to achieve the required thrust
Each intersection between engine power curve of a are shown in Table 2.
specific engine and propeller power curve of a certain
design is a balance point or point of power equilibrium; Table 2: Case Study – Propeller Characteristics
at this point the engine power is sufficient to drive this
said propeller at the intersected rpm. The problem Items Value
appears once the two curves intersect below the propeller
Number of propellers (NP) 2
design rpm, and loss in ship speed became inevitable.
Number of blades (Z) 3

Propeller diameter (D) 1.6 m

Area ratio (AE/AO) 0.51

Pitch ratio (P/D) 1.286

Propeller speed (nP) 314.4 rpm

Propeller efficiency ( η ) 0.536

Propeller delivered power 2x785.7 hp

Based on the propeller delivered power output as shown

Figure 5: Engine - Propeller power curves
The difference in propeller efficiency among the
propeller curves must be considered. One of these curves
will produce the highest propeller efficiency, but less
sacrifice in propeller efficiency for the purpose of
matching may be accepted to achieve the desired
performance.
in Table 2, propulsion engine has been selected to
develop a brake power of 1000 hp at 2000 rpm
considering transmission losses of 5% and engine
operation at 85% of its MCR.
The propeller size with selected parameters as designed
has to be matched with the drive train available power.
In order to assure matching Figure 6 shows two engine
power curves at 85% MCR plotted against propeller rpm
for two different gear ratios, 3:1, and 4:1. The concept in

Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.
 W. Yehia 1, M. M. Moustafa1
plotting engine power curve for different gear rations
previously described in section 6.
The designed propeller power curve has been plotted
in Figure 6 with its peak represents the lower propeller
rpm which develop the required thrust i.e. for matching
engine power curve must at least intersect with the
propeller power curve at this point or located above this
point. As shown in Figure 6 the two engine curves
intersect the designed propeller power curve at point
lower than its peak or the design rpm. The effect of
selecting gear ration is obvious, the lower reduction the
lower power curve obtained.
Now even the propeller carefully designed but without
considering other power drive train specifications it
concludes a mismatching problem. In order to match
this propeller, resizing its pitch became inevitable. Of
course resizing the propeller pitch is the alternative of
selecting another engine with higher power and higher
fuel consumption.
The propeller pitch resized to pitch ratios of 1.1, and
0.9 and the propeller power curves have been plotted in
Figure 6.
Figure 6: Case Study – Propeller Engine power curves
To summarize, after construction of all power curves
of Figure 6, a matching point achieved with the engine
developing 85% MCR coupled with gearbox of 4:1
reduction ratio and propeller resized pitch to 0.9.
The propeller efficiency has been calculated for the
three different pitches starting with the higher pitch as
0.583, 0.579, and 0.571 respectively.
Although, the selected matching point has the lowest
efficiency as shown, it is taken as a design point
(matching point), at which the engine coupled with
gearbox able to drive the propeller at a design point and
achieve the desired speed.
Copyright © 2013 Arab Academy for Science, Technology and Maritime Transport – All Rights Reserved.
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9. Conclusions
Propeller- engine mismatching is a problem of great
concern. If the propeller is matchless sized, even with
higher efficiency with engine, the consequences are
worse.
If the propeller is properly sized to an engine and
gearbox, it will absorb engine power efficiently. A good
propeller design will have reserve for extra power when
needed.
Re-pitching the propeller can restore good interaction
between propeller and engine. A decrease in pitch will
result in higher rpm for the propeller and higher chance
of matching with engine available power.
PROMAT is a computer program developed in order
to avoid propeller-engine mismatching repetitive
problem formulation.
In conclusion, this paper has demonstrated another
important issue in effect of propeller sizing problem,
which is the consideration of engine developed power
and its ability to drive the designed propeller with sized
characteristics at its design speed.
10. References
(1) Carlton, J. S, 2007:Marine Propellers and Propulsion 2nd Ed:
Butterworth-Heinemann, Oxford, UK.
(2) Chen J. H., Shih Y. S., 2007:“Basic Design of a Series Propeller
with Vibration Consideration by Genetic Algorithm. Journal of
Marine Science and Technology, 12, 119-129 pp.
(3) Gaafary M. M., El-Kilani H. S. and Moustafa M. M., 2011: Optimum
Design of B-Series Marine Propellers., Alexandria Engineering
Journal, Elsevier, 50, 13–18 pp.
(4) Jaakko V. P., 2002: Review of Propeller Hydrodynamics for
"LIIKKUTEHO. Research report, VAL37-023352.
(5) Oosterveld M. W., Oossanen P. V., 1975: Further Computer
Analyzed Data of the Wageningen B-series. I.S.P., Volume 22, No.
251.
(6) Reza N. J., 2008: Vehicle Dynamics: Theory and Application.
Springer, New York ,USA, 162-164 pp.
(7) Teus V. B., 2004: Technology Guidelines for Efficient Design and
Operation of Ship Propulsor. Propulsor Technology, Wärtsilä
Propulsion, Netherlands BV.