Power Transmission and Propulsive Efficiency

Power Transmission

The power delivered to the propeller is produced by the propulsion plant of the ship and is transmitted
to the propeller usually by a mechanical system, or sometimes by an electrical system. The propulsion
plant or main engine may be a steam turbine, a gas turbine or a reciprocating internal combustion
(diesel) engine. A turbine runs at a very high speed and it is necessary to reduce the speed by using a
speed reducing device such as mechanical gearing. High speed and medium speed diesel engines also
require speed reducing devices, whereas low speed diesel engines do not.

The power produced by the main engine is transmitted to the propeller, after speed reduction if
necessary, through a shafting system consisting of one or more shafts supported on bearings. The shaft
on which the propeller is mounted is called the tail shaft, propeller shaft or screw shaft and is supported
by bearings in a stern tube. There is also a thrust bearing to transmit the propeller thrust to the ship
hull. In an electrical propulsion drive, the main engine drives an electric generator and the electrical
power is transmitted by cables to an electric motor which drives the propeller through the propeller
shaft.

The power produced by a diesel engine may be determined by measuring the variation of pressure in
the engine cylinders by an instrument called an indicator. The power so determined is called the
indicated power PI. It is also possible to measure the power of the engine by operating it against a load
applied through a brake dynamometer. The power determined in this manner is called the brake power
PB. The brake power is slightly less than the indicated power due to the mechanical losses that take
place within the engine. The brake power is thus the power output of the engine and is carefully
measured at the engine manufacturer's works along with the other operating parameters of the engine.

The power produced by a steam turbine or a gas turbine is usually determined by a torsionmeter fitted
to the shafting connecting the turbine to the propeller through the gearbox. The power determined by
measuring the torsion of the shaft is called the shaft power Ps. A torsionmeter may also be used to
determine the shaft power when the ship has a diesel engine. The shaft power varies with the location
of the torsionmeter on the propeller shafting, being slightly higher when the torsionmeter is fitted close
to the engine than when it is fitted close to the propeller.

The power' that finally reaches the propeller is the delivered power PD, and this is related to the
propeller torque Q:
𝑃𝐷 = 2𝜋𝑛𝑄

n being the propeller revolution rate. The delivered power is somewhat less than the brake power or
the shaft power because of the transmission losses that take place between the engine and the propeller,
i.e. in the gearing and the bearings in mechanical transmission, and in the generator, cables, motor and
bearings in an electrical propulsion drive.

The propeller produces a thrust T and this multiplied by the speed of advance VA gives the thrust power
P T:
𝑃𝑇 = 𝑇𝑉𝐴

The propeller thrust causes the ship to move at a speed V, overcoming its resistance RT, If the power is
considered for naked hull then it is called as effective power (Naked) or PEn and if the power is
considered for hull with appendages then it is called as Effective Power. The product of the resistance
and the ship speed is then:
𝑃𝐸𝑛 = 𝑅𝑇 𝑉 𝑜𝑟 𝑃𝐸 = 𝐴𝑝𝑝𝑒𝑛𝑑𝑎𝑔𝑒 𝐶𝑜𝑒𝑓𝑓 × 𝑃𝐸𝑛

The ratio PE/PEn is called as the appendage coefficient (APC). For modern single screw ships appendage
coefficients vary from about 1.02 to 1.05.

Naval Architecture Lecture Notes BSW Page 43/158

The above relations are dimensionally homogeneous and correct as they stand for any consistent
system of units. If forces are measured in kN, speeds in m/sec, torque in kN m and rates of revolutions
are per sec, the powers will be in kW.

Figure shows a schematic

arrangement of the propulsion
system of a ship, and the powers
available at different points of the
system.

Note: 1. The brake power PB or

the shaft power PS, depending upon whether the main engine is a diesel engine or a steam or gas turbine,
may be regarded as the input to the propulsion system and the effective power PE as its output.

Note: 2. If one wishes to focus only on the hydrodynamics of the system then the delivered power PD is
taken as the input.

Propulsive Efficiency and its Components

Overall Efficiency: As indicated in the previous section, the brake power PB (for diesel engines) or the
shaft· power PS (for turbines) may be regarded as the input to the propulsion system, and the effective
power PEA as its output. The efficiency of the system as a whole or the overall propulsive efficiency is
then:

𝑃𝐸
𝜂𝑜𝑣𝑒𝑟𝑎𝑙𝑙 = 𝑓𝑜𝑟 𝐷𝑖𝑒𝑠𝑒𝑙 𝐸𝑛𝑔𝑖𝑛𝑒𝑠 𝑎𝑛𝑑
𝑃𝐵
𝑃𝐸
𝜂𝑜𝑣𝑒𝑟𝑎𝑙𝑙 = 𝑓𝑜𝑟 𝑡𝑢𝑟𝑏𝑖𝑛𝑒𝑠
𝑃𝑆

Shafting or Transmission Efficiency: As indicated earlier, the delivered power PD is slightly less than the
brake power PB or the shaft power PS due to the losses which take place in, the transmission of power
from the main engine to the propeller. The efficiency of power transmission from the engine to the
propeller is called the shafting efficiency ηS

𝑃𝐷 𝑃𝐷
𝜂𝑆 = 𝑓𝑜𝑟 𝑡𝑢𝑟𝑏𝑖𝑛𝑒𝑠 𝑜𝑟 𝜂𝑆 = 𝑓𝑜𝑟 𝐷𝑖𝑒𝑠𝑒𝑙 𝐸𝑛𝑔𝑖𝑛𝑒𝑠 𝑤𝑖𝑡ℎ𝑜𝑢𝑡 𝐺𝐵
𝑃𝑆 𝑃𝐵

The losses that take place in the transmission of power are usually expressed as a percentage of the
brake power or shaft power. In installations in which the engine is directly connected to the propeller
by shafting, the transmission efficiency is usually taken as 97% when the engine is amidships and 98%
when the engine is aft. With mechanical reduction gearing or electric propulsion drives, the
transmission losses are higher, 4 to 8 percent.

Propeller Efficiency. The propeller receives the power PD delivered to it and converts it to the thrust
power PT when it operates behind the ship, and hence the propeller efficiency in the behind condition
is given by:
𝑃𝑇
𝜂𝐵 =
𝑃𝐷

Hull Efficiency. The thrust power PT "input" to the hull enables the ship to obtain the effective power PE
required to propel it at a steady speed 'V’. The ratio of the effective appended power to the thrust power
is known as the hull efficiency:

𝑃𝐸 𝑅𝑇 × 𝑉 𝑇(1 − 𝑡)𝑉 1−𝑡

𝜂𝐻 = = = =
𝑃𝑇 𝑇𝑉𝐴 𝑇𝑉(1 − 𝑤) 1 − 𝑤
Naval Architecture Lecture Notes BSW Page 44/158
Relative Rotative Efficiency, ηR. Since the propeller in the open water condition works in undisturbed
water whereas the propeller behind the ship works in water that has been disturbed by the ship, the
relations between thrust, torque, and revolutions in open water where the inflow is uniform, cannot be
expected to remain the same behind the hull in the variable flow conditions experienced there.
Therefore, efficiency of the propeller ηB in the "behind" condition when working in non-uniform flow is
different from its efficiency ηO in open water (uniform flow). The ratio of the propeller efficiency in the
behind condition to the open water efficiency is called "relative rotative efficiency, ηR".The efficiency in
behind condition is related to the open water efficiency by ηR, called as the relative rotative efficiency.

𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑜𝑓 𝑡ℎ𝑒 𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑏𝑒ℎ𝑖𝑛𝑑 𝑡ℎ𝑒 𝑠ℎ𝑖𝑝 𝜂𝐵

𝜂𝑅 = =
𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑜𝑓 𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑖𝑛 𝑜𝑝𝑒𝑛 𝑤𝑎𝑡𝑒𝑟 𝑎𝑡 𝑡ℎ𝑒 𝑠𝑎𝑚𝑒 𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 𝑎𝑑𝑣𝑎𝑛𝑐𝑒 𝜂𝑂

𝜂𝐻 , although called the hull efficiency is not really an efficiency in true sense as no mechanical
transmission is involved. It is just a ratio. The hull efficiency is usually slightly more than 1 for single
screw ships and slightly less than 1 for twin screw ships.

The fact that the hull efficiency and the relative rotative efficiency can have values more than 1 may
seem somewhat curious, but can be explained by regarding these "efficiencies" merely as ratios and not
real efficiencies

Propulsive Coefficient: The true propulsive coefficient is the relation between the 𝑃𝐸 and the 𝑃𝐼 ,
although in many cases 𝑃𝑆 is used in place of 𝑃𝐼 . If the installed power is the shaft power (PS) then the
overall propulsive efficiency is determined by the propulsive coefficient, where

𝑃𝐸 𝑃𝐸 𝑃𝑇 𝑃𝐷
𝑃𝑟𝑜𝑝𝑢𝑙𝑠𝑖𝑣𝑒 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡, 𝑃𝐶 = = × × = 𝜂𝐻 𝜂𝐵 𝜂𝑆
𝑃𝑆 𝑃𝑇 𝑃𝐷 𝑃𝑆

Quasi-Propulsive Coefficient: If one considers only the hydrodynamic phenomena occurring outside the
hull, the input to the propulsion system is the delivered power PD, and the propulsive efficiency is given
by:
𝑃𝐸
𝜂𝐷 =
𝑃𝐷

This is called as the quasi-propulsive coefficient QPC.

The open water propeller efficiency, the relative rotative efficiency and the hull efficiency are the
components of the propulsive efficiency ηD , as is easily shown below:

𝑃𝐸 𝑃𝐸 𝑃𝑇
𝑄𝑃𝐶 𝑜𝑟 𝜂𝐷 = = × = 𝜂𝐻 𝜂𝐵 = 𝜂𝐻 𝜂𝑂 𝜂𝑅
𝑃𝐷 𝑃𝑇 𝑃𝐷

Note: Before using QPC to determine delivered power requirement it is necessary to check the
definition. Some authorities use 𝑷𝑬𝒏 in place of 𝑷𝑬 .

Empirical Formula for QPC: A formula given by Emerson which enables a close estimate to be made to
the value of QPC is as follows

𝑁122
𝑄𝑃𝐶 𝑓𝑜𝑟 𝑛𝑒𝑤 𝑑𝑒𝑠𝑖𝑔𝑛 𝑠ℎ𝑖𝑝 = 0.85 −
900

𝑁122 = 𝑁𝐷 √𝐿𝐷 /122

Where,
𝑁122 𝑖𝑠 𝑡ℎ𝑒 𝑟𝑝𝑚 𝑓𝑜𝑟 𝑎 𝑠ℎ𝑖𝑝 𝑜𝑓 122 𝑚 𝑙𝑒𝑛𝑔𝑡ℎ
𝑁𝐷 𝑖𝑠 𝑡ℎ𝑒 𝑟𝑝𝑚 𝑜𝑓 𝑡ℎ𝑒 𝑛𝑒𝑤 𝑑𝑒𝑠𝑖𝑔𝑛 𝑠ℎ𝑖𝑝
𝐿𝐷 𝑖𝑠 𝑡ℎ𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑛𝑒𝑤 𝑑𝑒𝑠𝑖𝑔𝑛 𝑠ℎ𝑖𝑝
Naval Architecture Lecture Notes BSW Page 45/158
Relation Between Mean Pressure and Speed. The indicated power of a steam reciprocating engine is
given by:

PI ∝ PM ALN, where

PM = mean effective pressure (m.e.p.)

A = area of piston
L = Length of stroke
N = number of strokes per minute or revolutions per minute

Since A and L remain constant, PI ∝ PM N

Also with constant displacement: Power ∝ speed3

and since speed ∝ propeller pitch x revs per min: Power ∝ Pitch3 x N3

Therefore, PM N ∝ Pitch3 x N3

Or PM ∝ Pitch3 x N2

Then
𝑃𝑀1 𝑃𝑖𝑡𝑐ℎ1 3 𝑁12
= ×
𝑃𝑀2 𝑃𝑖𝑡𝑐ℎ2 3 𝑁22
If pitch remains constant
𝑃𝑀1 𝑁12
=
𝑃𝑀2 𝑁22

Example 5 A ship moving at a speed of 18.0 knots is propelled by a gas turbine of shaft power 10000
kW at 5400 rpm. The turbine is connected to the propeller through 45: 1 reduction gearing. The losses
in the gearing and shafting are 5 percent. The propeller has a thrust of 900 kN, and the wake fraction
and thrust deduction fraction are 0.250 and 0.200 respectively. Determine the delivered power, the
thrust power and the effective power, as well as the propeller torque.

Ans. V = 18.0 knots = 9.2592 m/s, PS=10000 kW, Neng = 5400 rpm,
Gear Ratio = 45:1, Transmission Losses = 5%, T = 900 kN,
w = 0.25, t = 0.20
N 5400
𝑃𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑟𝑒𝑣𝑜𝑙𝑢𝑡𝑖𝑜𝑛 𝑟𝑎𝑡𝑒 𝑁 = Geareng
Ratio
= 45
= 120 rpm ∴ n = 2.0 rps

PD = PS − Losses = 10000(1 − 0.05) = 9500kW

VA = (1 − w)V = (1 − 0.250)9.2592 = 6.9444 m/s

𝑃𝑇 = 𝑇𝑉𝐴 = 900 × 6.9444 = 6250 𝑘𝑊

𝑅𝑇 = (1 − 𝑡)𝑇 = (1 − 0.200)900 = 720 𝑘𝑁

𝑃𝐸 = 𝑅𝑇 𝑉 = 720 × 9.2592 = 6667 𝑘𝑊

𝑃𝐷 9500
𝑄= = = 756 𝑘𝑁𝑚
2𝜋𝑛 2𝜋 × 2

Naval Architecture Lecture Notes BSW Page 46/158

Example 6 A ship of 15000 Tonnes has Admiralty Coefficient based on PS as 420. The mechanical
efficiency is 83%, Shaft losses 6%, Propeller efficiency 65%, QPC =0.71, and the thrust power is 2550
kW. Determine (a) Indicated power (b) Effective Power and (c) speed of the ship
2
Δ3 𝑉 3
Ans 𝑃𝑇 = 2550 𝑘𝑊, 𝜂𝑆 = 1 − 0.06 = 94%, 𝜂𝐵 = 65%, 𝑄𝑃𝐶 = 0.71, 𝑃𝑆
= 420

0.71 0.71
𝑄𝑃𝐶 = 𝜂𝐻 𝜂𝐵 = 0.71 ⇒ 𝜂𝐻 = = = 1.0923
𝜂𝐵 0.65

𝑃𝑇 2550
𝑃𝐼 = = = 5028.296 𝑘𝑊
𝜂𝐵 𝜂𝑆 𝜂𝑚𝑒𝑐ℎ 0.65 × 0.94 × 0.83

𝑃𝐸 = 𝜂𝐻 𝑃𝑇 = 1.0923 × 2550 = 2785.365𝑘𝑊

2
Δ3 𝑉 3 420 𝑃𝐼 𝜂𝑚𝑒𝑐ℎ 420 × 5028.296 × 0.83
𝐴𝑑𝑚𝑖𝑟𝑎𝑙𝑡𝑦 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 = = 420 ⇒ 𝑉 3 = 2 = 2 = 2881.956
𝑃𝑆
Δ3 150003

⇒ 𝑉 = 14.23 𝑘𝑛𝑜𝑡𝑠

Naval Architecture Lecture Notes BSW Page 47/158

 Practice Exercise
1. The undernoted particulars are related to a model propeller: Thrust = 185 N; Torque = 10.2
Nm; speed of advance 6 knots; rpm = 720. Determine PT, PD and efficiency. (0.57 kW, 0.77 kW, 74%)

2. Determine the hull and the propeller efficiency riven that WF = 0.24; t = 0.21; QPC = 0.67; RRE
= 0·99. (98%, 69%)

3. Given that QPC = 0.71; screw efficiency= 0.68; wF = 0.22. Determine the thrust deduction factor.
(0.15)
4. The indicated power of a ship, where the mechanical efficiency of the propelling unit is 85 per
cent. is 8950 kW. Determine the PE assuming that losses due to gearing etc. = 5 per cent; losses in shaft
bearings = 1 per cent and that the QPC = 0·70. (5010 kW)

5. The total resistance of a ship at 13 knots is 180 kN, the QPC is 0.70, shaft losses 5 % and the
mechanical efficiency of the machinery 87 %. Calculate the indicated power. (2080 kW)

6. A propeller of 4 m pitch has an efficiency of 67%. When turning at 125 rpm the real slip is 36%
and the delivered power 2800 kW. Calculate the thrust of the propeller. (351.97 kN)

7. A propeller has a pitch ratio of 0.95. When turning at 120 rpm the real slip is 30%, the wake
fraction 0.28 and the ship speed 16 knots. The thrust is found to be 400 kN, the torque 270 kN m and
the QPC 0.67. Calculate:
(a) the propeller diameter (4.45 m)
(b) the shaft power (3393 kW)
(c) the propeller efficiency (69.85%)
(d) the thrust deduction factor. (0.31)

8. A ship travelling at 15.5 knots has a propeller of 5.5 m pitch turning at 95 rpm. The thrust of the
propeller is 380 kN and the delivered power 3540 kW, If the real slip is 20% and the thrust deduction
factor 0.198, calculate the QPC and the wake fraction. (0.686, 0.126)

9. A ship at a speed of 15 knots has the following particulars; PS =3050kW; rpm = 95; Propeller
thrust = 358 kN; apparent slip = 0. For a Froude wake factor of 0.45 and a thrust deduction factor of
0.20 determine the real slip and the PE. (0.3, 2210 kW)

10. A propeller of pitch 4·4 m has an efficiency of 65 per cent. At 116 rev/min the real slip is 0.35
and the PD is 2750 kW. Determine the thrust of the propeller. (324 kN)

11. A propeller has a diameter of 4.26 m with pitch ratio 1.1. At 120 rev/min the ship speed is 16
knots. Propeller efficiency is 68% Froude wake fraction is 0.22 and thrust deduction factor 0.15. For a
delivered power of 1860 kW determine the PT, PE, QPC, the actual thrust and the true slip.

12. The power delivered to a propeller is 3540 kW at a ship speed of 15.5 knots. The propeller
rotates at 1.58 rev/ s, develops a thrust of 378 kN and has a pitch of 4.87 m. If the thrust deduction
fraction is 0.24, real slip 30 per cent and transmission losses are 3 percent, calculate:
(a) the effective power (2291 kW)
(b) the Taylor wake fraction (0.324)
(c) the Propulsive coefficient. (0.628)
(d) the quasi propulsive coefficient, Assuming the appendage and weather allowance is 15 per cent.
(0.563)

13. The propellers of a twin-screw ship operate in a wake of 2 knots, the ship moving ahead at 21
knots. The PE naked is 4.47 MW, the appendage coefficient is 1.12. if the thrust developed by each
propeller is 0.264 MN, calculate

Naval Architecture Lecture Notes BSW Page 48/158

(a) The PT of each propeller (2.58 MW)
(b) The hull efficiency (0.97)
(c) Thrust deduction factor (0.14)

14. A propeller rotates at 2 rev/ s with a speed of advance of 12 knots and a real slip of 0.30. The
torque absorbed by the propeller is 250 kNm and the thrust delivered is 300 kN. Calculate:
(a) the pitch of the propeller (4.41 m)
(b) the thrust power (1852 kW)
(c) the delivered power. (3142 kW)

15. A propeller has a pitch of 5.5 m. When turning at 80 rev/ min, the ship speed is 13.2 knots, speed
of advance 1 1 knots, propeller efficiency 70% and delivered power 3000 kW. Calculate:
(a) real slip (22.81%)
(b) wake fraction (0.167)
(c) propeller thrust. (371.1 kN)

16. The following data for a ship has been produced from propulsion experiments on a model:
Ship speed (knot) 12.50 13.25 14.00
Effective power (kW) 1440 1800 2230
QPC 0.705 0.713 0.708
Propeller efficiency 0.565 0.584 0.585
Taylor wake fraction 0.391 0.362 0.356

Determine the speed of the ship and propeller thrust when the delivered power is 2385 kW.
(6.72 m/s, 325 kN)
(The given answers have been calculated by drawing curves and may differ slightly if calculated by
linear interpolation)

17. The mean effective pressure of an engine is 5.5 bar at 115 rpm. Calculate the mean effective
pressure if the revs are reduced to 95 per minute. (3.753 bar)

18. At 120 rpm the m e p is 5.5 bar. Calculate the m e p and the rpm if the power is reduced by 20
%. (4.74 bar)

19. A propeller 6 m diameter has a pitch ratio of 0.9, BAR 0.48 and, when turning at 110 rpm, has a
real slip of 25% and wake fraction of 0.30. If the propeller delivers a thrust of 300 kN and the propeller
efficiency of 0.65, calculate (a) blade area, (b) ship speed, (c) thrust power, (d) shaft power, (e) torque
(13.57 m2, 20.62 Knots, 2227.5 kW, 3427 kW, 297kNM)

20. The following values refer to a vessel 143 m long which is to have a service speed of 14 knots:
Service Speed (Knots) 13.0 14.1 15.2 16.3
Effective power naked hull (PEn) 1690 2060 2670 3400
If allowances for the trial and service conditions are 13% and 33% respectively, and the ratio of service
indicated power to maximum available indicated power is 0.9, calculate using in the data below: (a) the
indicated power of the engine to be fitted, (b) the service and trial speed of the vessel if the total
available PE were used. The vessel has following data: QPC = 0.72, shaft losses = 3.5 percent, Mechanical
efficiency of the engine to be fitted = 87% (4920 kW, 14.46 knots, 15.14 knots)

21. The following data are available for a twin-screw vessel:

V (Knots) 15 16 17 18
PE(naked) (kW) 3000 3750 4700 5650
QPC 0.73 0.73 0.72 0.71
Calculate the service speed if the brake power for each engine is 3500 kW. The transmission losses are
3% and the allowances for weather and appendages 30%.

Naval Architecture Lecture Notes BSW Page 49/158

22. For a ship of displacement 15500 tonne, 138 m long and 18.5 m beam, the even keel draught is
8.5m in sea water of density 1025 kg/m3. The propeller pitch ratio is 0.83 and at 1.92 rps the speed of
the ship is 15.5 knots with a real slip ratio of 0.35. The Taylor wake fraction w = 0.5 CB - 0.048. Calculate
the pitch and diameter of the propeller. (4.472 m, 5.388 m)

23. For a propeller of diameter 5.4 m, pitch ratio 0.875 and blade area ratio (BAR) 0.46, the
developed thrust was 860 kN at 1.87 rps, when the real slip and propeller efficiency were found to be
28% and 68% respectively. Calculate for this condition
of loading:
(a) the thrust power (5471 kW)
(b) the delivered power (8046 kW)
(c) the shaft torque (684.8 kNM)
(d) the mean pressure on the blades due to the thrust load. (81.63 kN/m2)

24. A ship's propeller has a diameter of 5.5 m and a pitch ratio of 1.0. At a speed of 20 knots the
delivered power is 7300 kW at a shaft speed of 2.2 rps. The transmission efficiency is 97%, propeller
efficiency is 61%, the propulsive coefficient based on shaft power is 0.53 and the real slip ratio is 35%.
Determine:
(a) the thrust power (3989 kW)
(b) the Taylor wake fraction (0.236)
(c) the ship resistance. (236.5 kN)

25. The following data apply to a ship operating at a speed of 15 knots:

Shaft power = 3050 kW
Propeller speed = 1.58 rev/ s
Propeller thrust = 360 kN
Apparent slip = 0
Calculate the propeller pitch, real slip and the propulsive coefficient if the Taylor wake fraction and
thrust deduction factor are 0.31 and 0.20 respectively. (4.884 m, 0.31, 0.729)

26. A ship 160m long. 22m beam and 9.2 m draught has a block coefficient of 0. 765. The pitch of
the propeller is 4 m and when it turns at 96 rpm the true slip is 33%, the wake fraction 0.335 and shaft
power 2900 kW. Calculate the Admiralty Coefficient and the shaft power at 15 knots.

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