UGAL

ACTUAL TRENDS IN
SHIP PROPULSION

1
 UGAL

Ship propulsion systems have been subject to continuous

development along years. This development has been mainly
generated by the requirements concerning the performances of new
ships:
maximization of the cargo capacity
maximal service speed performances
minimum fuel consumption
low noise and vibrations level on board ship
optimal manoeuvring

2
 UGAL

Actual trends in shipbuilding regarding the increases in speed

and power for certain ships types and the fluctuation in fuel oil costs
demand propulsion systems designed to give maximum propulsive
efficiency with minimum fuel consumption.

The price of fuel affects ship’s operational costs.

Reducing fuel consumption goes hand in hand with:

environmental impact of greenhouse gas emission from ships
future fuel availability

3
 UGAL

The main role of the propulsion system is to deliver enough

power to overcome the ship resistance and to propel the ship at the
required speed.

R
PE- effective power

T PB- brake power of main engine

PD- power delivered to propeller

PT- thrust power delivered by the propeller to water 4

 UGAL

The main components of a propulsion systems are:

prime mover,
transmission
propulsor.
In terms of energy the main components are:

energy “consumer”
propulsor/propeller

energy “source”
main engine/prime mover
5
 UGAL

Fundamental to the design of a ship propulsion system is

the selection and the integration of the main components
(prime mover, transmissions and propulsor) into a functional
system.

“The process entails selecting the components, adjusting

each to the constrains imposed by all other, and arranging
them to achieve the required system performance, a
satisfactory configuration and an acceptable life cycle cost”
[Marine Engineering- editor Roy Harrington].

6
 UGAL

There is an interdependent relationship between the

main propulsion plant and the ship hull.

Before the main propulsion system selection, the ship resistance and
the required propulsive power must be estimated. The ship resistance is
particularly influenced by its speed, the dimensional and form
characteristics of the hull and its displacement.

On the other hand, the main propulsion plant has a direct effect on
ship dimensions, weight, speed, fuel economy, endurance,
manoeuvrability and costs. 7
 UGAL

Depending of the type of the ship and its operational

profile, the most favorable solution must be chosen in the
earliest conceptual design stage.

A large number of propulsion alternatives are feasible by

the combination of existing engines, transmission systems
and propulsors.

8
 UGAL

9
Source - Marine Engineering- ed. R.Harrington
 UGAL

PRIME MOVER

Trends in development of the prime mover are aimed at:

• improvement of power-speed performances
• high power at low weight
• minimum pollution level
• economical fuel consumption
• good support and flexibility for the ship arrangement
• easy to install and maintain

The prime mover may be one of the following:

Diesel engine
Gas turbine
Steam turbine
Electric motor

10
 UGAL

DIESEL ENGINE

The Diesel engine is currently the preferred choice as prime

mover for merchant ship.

Around 90% of ships are powered by diesel engines.

The main advantage of diesel

engine is the inexpensive fuel. The
Diesel engine is relatively insensitive
to fuel quality;

High maintainability due to simple

technology. Diesel engines run for
thousands of hours before requiring
major maintenance.

11
 UGAL

DIESEL ENGINE

Disadvantages of diesel engines: pollutant emissions,

low power to weight ratio, vibration and noise

From the application viewpoint:

Low speed diesel engines (rpm<250)
Medium speed diesel engines (250<rpm<1000)
High speed diesel engines (rpm>1000)

From the construction viewpoint:

2 stroke engines
4 stroke engines

12
 UGAL

TWO-STROKE DIESEL ENGINES

Over 70 percent of the world merchant ships have slow speed

two-stroke diesel engines directly connected to the propeller
shaft.

They turn at low speed, sufficiently to provide a high propeller

efficiency, avoiding the necessity of reduction gear.

They are usually coupled with directly driven Fixed Pitch

Propeller - FPP

The ability to burn heavy fuel for

the low speed engine gave them
an economic advantage.

Their disadvantages are related

to increased size, weight and first
costs.
13
 UGAL

TWO-STROKE DIESEL ENGINES

two-stroke engines have for many years been the primary main
engine chosen in bulk carriers, tankers and container vessels of all
capacities

two-stroke engines for extremely low revolution 60/80 rpm have

been developed, especially for large and fast vessels with high
engine output

14
 UGAL

TWO-STROKE DIESEL ENGINES

Modern two stroke marine diesel engines are built with 4-12
cylinders, speed 60-200 rpm and cylinder outputs of 400-5500kw.

RPM below 250

Two strokes
4-12 cylinders
400-5500kW/cylinder
FPP
bulk carriers, tankers

15
 UGAL

FOUR-STROKE DIESEL ENGINES

Over 20 percent of the world merchant ships have medium-

speed or high-speed four stroke diesel engines

They are built with 9-20 cylinders in line or V, a cylinder output

up to 2000 kW

Their relatively high revolutions of about 300 - 1000 rpm

(medium speed engine) or above 1000 rpm (high speed engine),
require a reduction gear.

A four-stoke diesel engine is

current coupled with CPP
Controllable Pitch Propeller.

16
 UGAL

FOUR-STROKE DIESEL ENGINES

Four-stroke engines offer a power to weight ratio that makes

them ideal for containerships, cruise vessels, ferries and large
multi-purpose freighters.

Medium speed rpm 250-960

High speed rpm>960
four stokes
9-20 cylinders
>2000 kW/cylinder
CPP
PC, ferry, LNG,

17
UGAL

18
 UGAL

Choice between a two-stroke slow speed engine and a

four-stroke engine is applicable below powers of 20 MW,
because:
usually, medium speed engine are not available above that
power
there are not gearbox to transfer the large power.

“These have changed since the recent introduction of

diesel-electric propulsion plant including podded propulsors,
giving new possibilities and more choice for high powered
ships”.
[WEGEMT School- Evaluation of ship design alternatives
prof. Ir.A.Aalberts-Technical University of Delft]
19
 UGAL

GAS TURBINE
Gas turbines have little tolerance for low quality fuel but they
offer the advantages of low weight and space requirements.

Gas turbines have a low weight to power ratio: mGT/Pe=0.2-

0.9kg/kW, but their available power rating tend to be discrete.

Providing high power for top speeds, they find application in fast
ships with low draught and streamlined contours, fast ferries,
passenger ships.

20
 UGAL

STEAM TURBINE

Steam turbine are generally optimized for a specific power

output. In the lower power range the system does not offset the
advantages provided.

The steam may be generated from boilers fired with any of a

variety of fuels, of from nuclear reactors.

Fossil-fired steam plants are

frequently found on board naval
vessels and LNG carriers.

Nuclear steam plants may be

found on submarines, aircraft
carriers and some commercial
ice-breaking vessels.

21
 UGAL

COMBINED PLANTS
There are situations when a single main engine may not be suitable
for all operating conditions and a combined plant may be a
preferable choice. In combined plants two different main engines are
usually connected to the propeller shaft any of which might be
advantageous in particular circumstances:
CO - Combined
D - Diesel
CODOG
G - Gas turbine
CODAG
S - Steam turbine
COGAS
N - Nuclear
COGOG
L - Electric
CONAG
O - Or
A - And
CODOG - COmbined Diesel Or Gas turbine,
CODAG - COmbined Diesel And Gas turbine,
COGAS - COmbined Gas turbine And Steam turbine
CODLAG - COmbined Diesel-ELectric And Gas turbine
22
 UGAL

COMBINED PLANTS

A combination plant CODOG may be used for small naval

combatants: for high speed and maximum power requirements
the gas turbine would be brought on line and for small speed, the
diesel engine would be brought on line taking into account the
advantages of fuel economy.

In fast monohull vessels, a CODAG plant can be used; diesel

engine and gas turbine are operated together

23
 UGAL

TRANSMISSION

transfer the rotational work generated by the prime mover to the

propulsor.
transfer the thrust generated by the propulsor to the ship’s hull.

Two types of mechanical transmission are used: direct drive

and geared drive. Shafts, bearings and typically a gearbox are
responsible for transmitting torque in a mechanical propulsion
system.

An electrical transmission requires a system of converters,

transformers, drives, and electric cables to transmit power from
the generator to the electric drive motor.

24
 UGAL

TRANSMISSION
Mechanical transmission:

Direct drive: the most invariable choice with low speed diesel
engine. The prime mover is coupled directly, through a shaft to the
propulsor.

Geared drive : the prime mover delivers its energy through a

gearbox and a shaft to the propulsor. The function of the gearbox is
to reduce the rotational speed of the medium or high speed engine
to match the desired rotational speed of the propulsor.

25
 UGAL

TRANSMISSION

In the case of the electrical transmission, a prime mover drives a

generator, which in turn drives a propulsion motor directly coupled
to the propulsor.

Impressive economic and performance benefits can be obtained by

combination of electric propulsion with steerable propulsion units.

26
 UGAL

PROPULSORS

A propulsion device converts the engine torque into thrust force

to propel the ship.

Propulsor plays an important role in the interaction between the

ship and the main engine.

A propulsor has to absorb minimum power and to give

maximum efficiency, with minimum noise and vibrations.

The most common, efficient

and cost effective propulsor is
the screw propeller, but there
are also other propulsion
device which has advantages
in special circumstances.
27
 UGAL

FIXED PITCH PROPELLER - FPP

Fixed pitch propellers are made from

single castle and usually have an
efficiency, cost and simplicity advantage
over other types of propellers.
Fixed pitch propellers are most efficient at one speed and
therefore ideal for long voyages at constant speed.

If diameter is limited by draught considerations, slight penalty in

efficiency results.

A fixed pitch propeller must use a reversing gearbox or reversing

prime mover in order to make sternway.
28
 UGAL


CONTROLLABLE PITCH PROPELLER - CPP

Unlike fixed pitch propeller whose blades are fixed with respect
to the hub, the controllable-pitch propeller includes in the hub a
mechanical or a hydraulic system that rotates the blades around its
vertical axis in order to control the propeller pitch in different
service conditions.
The pitch can be changing while the propeller rotates and
develops thrust.

29
 UGAL

 CONTROLLABLE PITCH PROPELLER

CPPs permit the use of full engine power at

rated rpm under all operational conditions

CPPs give highest propulsive efficiency

over a wide rpm range, for different ship’s
speeds and load conditions by automatic pitch
adjustment.

CPPs offer better acceleration, stopping and

manoeuvring characteristics than FPPs.

CPP is relatively expensive, the pitch control mechanism is

complicated and manufacturing cost is very high.

The size of propeller boss directly affects the efficiency.

The blades area and the length of the blade sections of CP

30
propellers are limited to ensure blades reversibility.
 UGAL

Fixed Pitch Propeller (FPP) Controllable-Pitch Propeller (CPP)

Today fixed pitch propellers are used for vessels that operate for
a long time in normal sea service at a given ship sped: oil tankers,
bulk carriers and large container ships.

Controllable pitch propellers are particularly adapted to ships

than normally operate in widely varying conditions such as tugs,
trawlers, offshore supply boats, rescue vessels.

CPP are also used for ships that require a high degree of
manoeuvrability: Ro-Ro ships, ferryboats, shuttle tankers and ships
that have non-reversing prime movers 31
UGAL

SKEWED PROPELLER

Propellers with highly skewed blades can be

either fixed pitch or controllable.

The skewed propellers can be used to reduce

the propeller induced exciting forces acting on
the ship and to minimize undesired phenomena
such as cavitation, noise and vibrations

The skewing makes little difference to the

efficiency.

Blade stress levels increased due to skew.

Decreased backing efficiency.
32
 UGAL

CONTRAROTATING PROPELLERS


Contrarotating propellers (CRP) consists

on two propellers positioned on coaxial
shafts that rotate in opposite direction.

For ship propulsion CRPs system was developed to recover the

lost energy of the rotating flow of slow turning propellers.

33
 UGAL

CONTRAROTATING PROPELLERS

The required thrust is distributed between two propellers and the

efficiency is higher that with an equivalent single propeller.

The efficiency of CRPs is less than two single propellers

producing the same total thrust. Compared to a conventional twin
screw hull with open shaft lines, the single propeller hull with
contrarotating propellers has lower resistance.

Mechanical complexity and high costs

limit their applications on large ships.
However, the CRP concept was
successfully used in some merchant
ships, mainly in Japan.
34
 UGAL

CONTRA ROTATING PROPELLERS

The development of pod

propulsion systems makes possible
the implementation of the concept of
contra-rotating propellers in large
and fast ships avoiding mechanical
complexity.

The “hybrid propulsion” system comprises two

different propulsion sub-units with separate power
transmission (the main fixed propeller and the
azimuthing thruster, i.e. the pod propulsor, behind
it). Contrarotating propellers may be also installed
on a single pod and on steerable thrusters.
35
 UGAL

DUCTED PROPELLER
A ducted propeller consists of a combination
of an annular airfoil (nozzle) and an impeller
acting as a propulsion unit.

Nozzles can be accelerating or decelerating.

Most nozzles, in commercial use, accelerate the flow in the

propeller plane and improve the efficiency of highly loaded
propellers. The nozzle itself produces a positive thrust.
The accelerating nozzle is used in cases when the propeller is
heavily loaded or where the screw is limited in diameter

Decelerating nozzles are used to increase the static pressure at

the impeller, to reduce cavitation and noise. They are rarely applied. 36
 UGAL

DUCTED PROPELLER

Conventional ducted propellers have

ordinarily been composed of a 19A nozzle
and Kaplan propeller.

The length/diameter ratio of the nozzle is in

the range of 0.5 – 0.8.

Propeller must be accurately centered in the duct: the blade tip

does not touch the interior of duct.

If propeller blade tip-duct clearance is too large, tip cavitation

may occur.
37
 UGAL

DUCTED PROPELLER

Ducted propellers are classified into two types: the free- running
(cruising) type for transport vessels and high-power types for
tugboats.

Ducted propellers are used in many types of ships in

applications where high bollard pull and dynamic position are
required. Typical examples are tugboats, fishing vessels, heavy lift
vessels, dynamic positions of platforms.

38
 UGAL

HIGH SPEED PROPELLERS

Design of propellers for high speed ships meets serious

difficulties due to presence of cavitation on propeller blades.

Propeller cavitation leads to undesired change of the

hydrodynamic performances, erosion, noise and vibrations.

Fully submerged supercavitating propellers together with Surface

Piercing Propellers SPP and waterjets are the only propulsors which
can operate efficiently at high speeds above 40 kn.

39
 UGAL

SUPERCAVITATING PROPELLERS

 For applications involving high speed and high rate of revolutions,

the cavitation can no longer be avoided and an alternative is the use
of supercavitating propellers.

 In conditions of fully developed cavitation or supercavitation the

vapour field cavity cover the all of back of the propeller blade.

 Propeller blades are wedge-shaped and the cavity collapses well

behind the blade.

40
 UGAL

FULLY
SUBMERGED
SUPERCAVITATING PROPELLERS

Can provide high thrust with relatively high efficiency

during fully cavitation conditions.

The absence of back erosion because the cavitation bubble

no longer collapse on the back of the blades.

They works efficiently only in fully cavitating regime.

Required appendages lead to significant drag penalty.
Propeller blade strength is a major problem.
41
 UGAL

SURFACE PIERCING PROPELLERS

(PARTIALLY SUBMERGED PROPELLERS)

A surface piercing propeller operate

partially submerged in water. The
propeller blades enter and leave the water
once every rotation.

SPPs can be located directly behind the ship. The underwater

appendages are eliminated leading to a strong reduction of the
appendages resistance.

Ventilation due to the cyclic blade entry into the water reduce
the occurrence of vapour cavitation.

Large blade impact forces when propeller blades enter into the
water.
Poor reversing and low speed characteristics. 42
 UGAL

WATERJETS PROPULSION

Waterjet propulsion is a serious competitor to propeller for

high-speed vessels.
With a speed range above 45 knots, waterjets are used to fast
ferries, yachts, patrol boats.

43
 UGAL

WATERJET

Waterjet propulsor has three main components:

An intake duct which inducts fluid from outside into ship’s hull

A pump for transmitting energy to the fluid

An exhaust duct and nozzle which guide the jet of fluid back out
of the hull

44
 UGAL

WATERJETS
absence of underwater appendages reduces hull resistance
allow access to shallow water areas
provide greater manoeuvrability
high efficiency than propeller systems at high speeds (above
about 35 kn)
absorption of horsepower is independent of boat speed,
no hull vibration or high speed cavitation ensures comfort on
board

It is generally more expensive and more complicated than a

conventional propeller
Waterjet systems have high weight. The weight of the water
above the free surface must be included in the system weight. 45
 UGAL

VERTICAL AXIS PROPELLER

The vertical axis propeller or cycloidal

propeller consists in a rotor casing which
ends flush with the ship's bottom, fitted with
a number of axially parallel blades.

To generate thrust, each of the propeller blades rotates around

its vertical axis.

It allows thrust of any magnitude to be generated in any

required direction in 360°, quickly, precisely and in a continuously
variable manner.

It combines propulsion and steering in a single unit.

46
 UGAL

There are two types of such a propeller:

(a) Kirsten-Boeing – the old type- the blades make a half revolution
about its axis for each revolution of the whole propeller

(b) Voith-Schneider – the blades make a complete revolution for each

revolution of disc

47
 UGAL

VOITH SCHNEIDER PROPULSION (VSP)

It delivers thrust of any magnitude in all direction.

Propulsion and steering of the ship are integrated in a single
system.
Fast stopping with precise manoeuvring and dynamic
positioning.

The disadvantages are:

Complexity and expense
High weight
Considerable space requirement
High maintenance requirements

48
 UGAL

VOITH SCHNEIDER PROPULSION (VSP)

These units are fitted on tugs (known as water tractors), ferries,

passenger ships, buoy tenders, floating cranes, oil skimming
vessels.

Vessels may be fitted with one, two, three or four of these units.

49
 UGAL

STEERABLE THRUSTER (RUDDER PROPELLER)

The last years have shown a remarkable interest in shipbuilding

industry for rudder propellers (steerable propulsion units), which
perform both the propulsion and steering functions.
The most renowned product in this range is the “oldest” azimuth
thruster (steerable thruster) using the Z-drive or L-drive concept with
mechanical power transmission .

L
Z 50
 UGAL

STEERABLE THRUSTER (RUDDER PROPELLER)

They combine propulsion and steering device in one unit.

Such devices/units were mainly attractive in small and medium sized
vessels like tugs and ferries and for DP-vessels for their station
keeping capability in offshore marine industry.

DP ships do not refer to a particular

type of ship but to a cluster of
categories which have DP- Dynamic
Positioning systems installed in
them

51
UGAL

STEERABLE THRUSTER
(RUDDER PROPELLER)

Major classifications are as follows:

Retractable or Non-retractable
Vertical (L) or Horizontal (Z) drive
FP propellers or CP propellers

52
 UGAL

POD and AZIPOD

A new concept, is the Podded drive propulsor – POD - with
outboard electrical motor.

In this propulsion system, an electrical propulsion motor is located

inside a “pod” bellow the bottom of the ship and the propeller is
mounting directly to the motor shaft.

The total unit can be azimuting through 360 degree around its
vertical axis and this new generation of rudder propellers is named
Azimuthing Podded Drives or AZIPOD for short.

53
 UGAL

POD and AZIPOD

A podded drive has got clear advantages in manoeuvrability and

hydrodynamic efficiency, in space usage, weight and production
efficiency.

Losses from reduction gears, long shaft line, rudders and stern
thrusters are eliminated.

Compact construction
Low noise and vibrations level.

Higher capital costs.

54
 UGAL

Some type of propulsors are inherently more efficient than others

for particular applications.

55
UGAL

56
 UGAL

References

•editor Ray Harrington, MARINE ENGINEERING, Newport News Shipbuilding, 1992

•editor E., V., Lewis, Principles of Naval Architecture, second revision, vol. II,
Resistance, Propulsion and Vibrations
•J., S., Carlton, Marine Propellers and Propulsion, Elsevier, 2007
• J., P., Ghose, R., P., Gokarn, Basic Ship Propulsion, 2004
•www.princeton.edu cap.5, Status and Trends in Ship Design and Operating
Technology
•German Marine Equipment, Propulsion Systems, HANSA 9/1999
•34th WEGEMT School, Developments in the Design of Propulsors and Propulsion
Systems, Delft, 2000
•Kr. Arun, Podded Propulsion: Its Future in Marine Transportation, Singapore
Maritime Academy
•J.J.Nelka, Technology Trends for Naval Propulsion, 1984

•www.wartsila.com
•www.mandieselturbo.net
•www.rolls-royce.com/marine
•www.schottel.de
•www.abb.com/marine
•www.voithturbo.com
57