Pt F, Ch 9, Sec 3

SECTION 3 MACHINERY

1 Propulsion c0,7 : chord length of blade section at 0,7R propeller

radius, in m
1.1 Propulsion machinery performance CP : controllable pitch
1.1.1 (1/7/2020) D : propeller diameter, in m
The engine output P is the total maximum output that the d : external diameter of propeller hub (at propeller
propulsion machinery can continuously deliver to the pro- plane), in m
peller. If the output of the machinery is restricted by techni- Dlimit : limit value for propeller diameter, in m
cal means or by any regulations applicable to the ship, P is EAR : expanded blade area ratio;
to be taken as the restricted output. In no case may P be less Fb : maximum backward blade force for the ship's
than the values calculated in accordance with Sec 1, [3.1.2] service life, in kN;
or Sec 1, [3.1.4], as applicable. If additional power sources
Fex : ultimate blade load resulting from blade loss
are available for propulsion power (e.g. shaft motors), in
through plastic bending, in kN
addition to the power of the main engine(s), they are also to
be included in the total engine output. Ff : maximum forward blade force for the ship's ser-
vice life, in kN
2 Class notations IAS, IA, IB and IC Fice : ice load, in kN
(Fice)max : maximum ice load for the ship's service life, in
2.1 Propulsion machinery kN
FP : fixed pitch
2.1.1 Scope (1/7/2020) h0 : depth of the propeller centreline from lower ice
These requirements apply to propulsion machinery cover- waterline, in m
ing open- and ducted-type propellers with controllable hice : thickness of maximum design ice block entering
pitch or fixed pitch design for the ice classes IAS, IA, IB and
propeller, in m
IC. The given loads are the expected ice loads throughout
the ship's service life under normal operational conditions, I : equivalent mass moment of inertia of all parts
including loads resulting from the changing rotational on engine side of component under considera-
direction of FP propellers. However, these loads do not tion, in kgm2
cover off-design operational conditions, for example when It : equivalent mass moment of inertia of the whole
a stopped propeller is dragged through ice. The regulations propulsion system, in kgm2
also apply to azimuthing and fixed thrusters for main pro- k : shape parameter for Weibull distribution
pulsion, considering loads resulting from propeller-ice inter- LIWL : lower ice waterline, in m
action; the given azimuthing thruster body loads are the
expected ice loads for the ship’s service life under normal m : slope for S-N curve in log/log scale, in kNm
operational conditions. The local strength of the thruster MBL : blade bending moment
body is to be sufficient to withstand local ice pressure when MCR : maximum continuous rating
the thruster body is designed for extreme loads. However, n : propeller rotational speed, in rev./s
the load models of the regulations do not include propel- nn : nominal propeller rotational speed at MCR in
ler/ice interaction loads when ice enters the propeller of a
free running condition, in rev./s
turned azimuthing thruster from the side (radially) or the
load case when an ice block hits the propeller hub of a pull- Nclass : reference number of impacts per propeller rota-
ing propeller. Ice loads resulting from ice impacts on the tional speed per ice class
body of thrusters are to be estimated, but ice load formulae Nice : total number of ice loads on propeller blade for
are not available. the ship's service life
The thruster global vibrations caused by blade order excita- NR : reference number of load for equivalent fatigue
tion on the propeller may cause significant vibratory loads. stress (108 cycles)
NQ : number of propeller revolutions during a mill-
2.2 Symbols ing sequence
2.2.1 (1/7/2020) P0,7 : propeller pitch at 0,7R radius, in m
The symbols used in the formulae of this Section have the P0,7n : propeller pitch at 0,7R radius at MCR in free
meaning indicated hereinafter. The loads considered are running condition, in m
defined in Tab 1. P0,7b : propeller pitch at 0,7R radius at MCR in bollard
c : chord length of blade section, in m; condition, in m

84 RINA Rules 2023


Q : torque, in kNm
Qemax : maximum engine torque, in kNm
Qmax : maximum torque on the propeller resulting
from propeller-ice interaction, in kNm
Qmaxn : maximum torque on the propeller resulting
from propeller/ice interac-tion reduced to the
rotational speed in question, in kNm
Qmotor : electric motor peak torque, in kNm
Qn : nominal torque at MCR in free running condi-
tion, in kNm
Qr : maximum response torque along the propeller
shaft line, in kNm
Qpeak : maximum of the response torque Qr, in kNm
Qsmax : maximum spindle torque of the blade for the
ship's service life, in kNm
Qsex : maximum spindle torque due to blade failure
caused by plastic bending, in kNm
Qvib : vibratory torque at considered component,
taken from frequency domain open water
torque vibration calculation (TVC), in kNm
R : propeller radius, in m
r : blade section radius, in m
T : propeller thrust, in kN
Tb : maximum backward propeller ice thrust for the
ship's service life, in kN
Tf : maximum forward propeller ice thrust for the
ship's service life, in kN
Tn : propeller thrust at MCR in free running condi-
tion, in kN;
Tr : maximum response thrust along the shaft line,
in kN
t : maximum blade section thickness, in m
Z : number of propeller blades
Table 1 : Definition of loads (1/7/2020)
Definition
Fb The maximum lifetime backward force on a propeller blade
resulting from propeller/ice interaction, including hydrody-
namic loads on that blade. The direction of the force is per-
pendicular to 0,7R chord line. See Fig 1.
Ff The maximum lifetime forward force on a propeller blade
resulting from propeller/ice interaction, including hydrody-
namic loads on that blade. The direction of the force is per-
pendicular to 0,7R chord line.
Qsmax The maximum lifetime spindle torque on a propeller blade
resulting from propeller/ice interaction, including hydrody-
namic loads on that blade.
Tb The maximum lifetime thrust on propeller (all blades) result-
ing from propeller/ice interaction. The direction of the thrust
is the propeller shaft direction and the force is opposite to the
hydrodynamic thrust.
RINA Rules 2023
Pt F, Ch 9, Sec 3
i : duration of propeller blade/ice interaction
expressed in rotation angle, in [deg]
 : phase angle of propeller ice torque for blade
order excitation component, in [deg]
 : phase angle of propeller ice torque for twice the
blade order excitation component, in [deg]
ee1 : the reduction factor for fatigue; scatter effect
e2 : the reduction factor for fatigue; test specimen
size effect
v : the reduction factor for fatigue; variable ampli-
tude loading effect
m : the reduction factor for fatigue; mean stress
effect
 : a reduction factor for fatigue correlating the
maximum stress amplitude to the equivalent
fatigue stress for 108 stress cycles
0,2 : proof yield strength of blade material, in MPa
exp : mean fatigue strength of blade material at 108
cycles to failure in sea water, in MPa
fat : equivalent fatigue ice load stress amplitude for
108 stress cycles, in MPa
fl : characteristic fatigue strength for blade material,
in MPa
ref1 : reference stress ref1 = 0,6 · 0,2 + 0,4 · u, in
MPa
ref2 : reference stress, in MPa ref2 = 0,7 · u or
ref2 = 0,6 · 0,2 + 0,4 · u whichever is the lesser
st : maximum stress resulting from Fb or Ff, in MPa
u : ultimate tensile strength of blade material, in
MPa
icebmax : principal stress caused by the maximum back-
ward propeller ice load, in MPa
icefmax : principal stress caused by the maximum for-
ward propeller ice load, in MPa
icemax : maximum ice load stress amplitude, in MPa
Use of the load in design process
Design force for strength calculation of the propeller blade.
Design force for calculation of strength of the propeller
blade.
In designing the propeller strength, the spindle torque is auto-
matically taken into account because the propeller load is
acting on the blade as distributed pressure on the leading
edge or tip area.
Is used for estimation of the response thrust Tr. Tb can be used
as an estimate of excitation for axial vibration calculations.
However, axial vibration calculations are not required in the
Rules.
85
Pt F, Ch 9, Sec 3

Definition Use of the load in design process

Tf The maximum lifetime thrust on propeller (all blades) result-
ing from propeller/ice interaction. The direction of the thrust
is the propeller shaft direction acting in the direction of hydro-
dynamic thrust.
Qmax The maximum ice-induced torque resulting from propeller/ice
interaction on one propeller blade, including hydrodynamic
loads on that blade.
Fex Ultimate blade load resulting from blade loss through plastic
bending. The force that is needed to cause total failure of the
blade so that plastic hinge is caused to the root area. The
force is acting on 0,8R. Spindle arm is to be taken as 2/3 of
the distance between the axis of blade rotation and lead-
ing/trailing edge (whichever is the greater) at the 0,8R radius.
Qr Maximum response torque along the propeller shaft line, tak-
ing into account the dynamic behaviour of the shaft line for
ice excitation (torsional vibration) and hydrodynamic mean
torque on the propeller.
Tr Maximum response thrust along shaft line, taking into
account the dynamic behaviour of the shaft line for ice excita-
tion (axial vibration) and hydrodynamic mean thrust on the
propeller.
Fti Maximum response force caused by ice block impacts on the
thruster body or the propeller hub.
Ftr Maximum response force on the thruster body caused by ice
ridge/thruster body interaction.
Is used for estimation of the response thrust Tr. Tf can be used
as an estimate of excitation for axial vibration calculations.
However, axial vibration calculations are not required in the
Rules.
Is used for estimation of the response torque (Qr) along the
propulsion shaft line and as excitation for torsional vibration
calculations.
Blade failure load is used to dimension the blade bolts, pitch
control mechanism, propeller shaft, propeller shaft bearing
and thrust bearing. The objective is to guarantee that total
propeller blade failure will not cause damage to other com-
ponents.
Design torque for propeller shaft line components.
Design thrust for propeller shaft line components.
Design load for thruster body and slewing bearings.
Design load for thruster body and slewing bearings.

Figure 1 : Direction of the backward blade force resultant taken perpendicular to chord line at radius 0,7R. Ice con-
tact pressure at leading edge is shown with small arrows (1/1/2010)

Shaft direction

Back side

Fb

Direction of
rotation

2.3 Design ice conditions

Table 2 (1/1/2010)
2.3.1 (1/1/2010)
In estimating the ice loads of the propeller for ice classes, Ice class Operation of the ship
different types of operation as given in Tab 2 are taken into
IA Super Operation in ice channels and in level ice
account. For the estimation of design ice loads, a maximum
The ship may proceed by ramming
ice block size is determined. The maximum design ice
block entering the propeller is a rectangular ice block with IA, IB, IC Operation in ice channels
the dimensions Hice 2Hice 3Hice. The thickness of the ice
block (Hice) is given in Tab 3.

86 RINA Rules 2023

 Pt F, Ch 9, Sec 3

Table 3 (1/1/2010)
0 3
EAR
IA
IA IB IC F b = 27   n  D  0 7  -----------  D 2  kN  , when D  D limit
Super Z

Thickness of the design 1,75 m 1,5 m 1,2 m 1,0 m

maximum ice block 0 3
EAR
entering the propeller F b = 23   n  D  0 7  -----------  D  H ice
1 4
 kN  , when D  D limi
Z
(Hice)
where:
2.4 Materials Dlimit = 0,85 · Hice1,4 [m]
n = is the nominal rotational speed (at MCR in free run-
2.4.1 Materials exposed to sea water (1/7/2020)
ning condition) for a CP propeller and 85% of the nomi-
Materials of components exposed to sea water, such as pro-
nal rotational speed (at MCR in free running condition)
peller blades, propeller hubs, and thruster body, are to have
for an FP propeller.
an elongation of not less than 15% on a test specimen, the
gauge length of which is five times the diameter. A Charpy b) Maximum forward blade force Ff for open propellers
V impact test is to be carried out for materials other than
bronze and austenitic steel. An average impact energy value EAR
of 20 J taken from three tests is to be obtained at minus F f = 250  -----------  D 2  kN  , when D  D limit
Z
10ºC. For nodular cast iron, an average impact energy of 10
J at minus 10 ºC is required accordingly.
EAR 1
2.4.2 Materials exposed to sea water F f = 500  -----------  D  -------------------  H ice  kN  , when D  D lim
temperature (1/7/2020) Z  1 – --- d
-
 D
Components exposed to sea water temperature are to be of
ductile material. An average impact energy value of 20 J where:
taken from three tests is to be obtained at minus 10 ºC for
materials other than bronze and austenitic steel. This 2
requirement applies to the propeller shaft, blade bolts, CP D limit = -------------------  H ice  m 
 1 – --- d-
mechanisms, shaft bolts, strut-pod connecting bolts etc.  D
This does not apply to surface-hardened components, such
c) Loaded area on the blade for open propellers
as bearings and gear teeth. The nodular cast iron of a ferrite
structure type may be used for relevant parts other than Load cases 1-4 are to be covered, as given in Tab 4
bolts. The average impact energy for nodular cast iron shall below, for CP and FP propellers. In order to obtain blade
be a minimum of 10 J at minus 10 ºC. ice loads for a reversing propeller, load case 5 is also to
be covered for FP propellers.
2.5 Design loads d) Maximum backward blade ice force Fb for ducted pro-
pellers
2.5.1 (1/7/2020)
The given loads are intended for component strength calcu- 0 3
EAR
lations only and are total loads including ice-induced loads F b = 9 5   n  D  0 7  -----------  D 2  kN  , when D  D limit
and hydrodynamic loads during propeller/ice interaction. Z
The presented maximum loads are based on a worst case
scenario that occurs once during the service life of the ship. 0 3
EAR
Thus, the load level for a higher number of loads is lower. F b = 66  n  D  0 7 -----------  D 0 6  H ice
1 4
 kN  , when D  D limit
Z
The values of the parameters in the formulae in this section
are to be given in the units shown in the symbol list. where:
Dlimit = 4 · Hice [m]
If the propeller is not fully submerged when the ship is in
ballast condition, the propulsion system is to be designed n = is the nominal rotational speed (at MCR in free run-
according to ice class IA for ice classes IB and IC. ning condition) for a CP propeller and 85% of the nomi-
nal rotational speed (at MCR in free running condition)
2.5.2 Design loads on propeller blades (1/1/2010) for an FP propeller.
Fb is the maximum force experienced during the lifetime of e) Maximum forward blade ice force Ff for ducted propel-
the ship that bends a propeller blade backwards when the lers
propeller mills an ice block while rotating ahead. Ff is the
maximum force experienced during the lifetime of the ship
that bends a propeller blade forwards when the propeller EAR
F f = 250  -----------  D 2  kN  , when D  D limit
mills an ice block while rotating ahead. Fb and Ff originate Z
from different propeller/ice interaction phenomena, not act-
ing simultaneously. Hence they are to be applied to one EAR 1
F f = 500  -----------  D  -------------------  H ice  kN  , when D  D limit
blade separately. Z  1 – --- d
-
a) Maximum backward blade force Fb for open propellers  D

RINA Rules 2023 87

Pt F, Ch 9, Sec 3

where: The spindle torque Qsmax around the axis of the blade fit-
ting is to be determined both for the maximum back-
2 ward blade force bF and forward blade force fF, which
D limit = -------------------  H ice  m 
 1 – --- d are applied as in Tab 4 and Tab 5.
-
 D
If the above method gives a value which is less than the
f) Loaded area on the blade for ducted propellers default value given by the formula below, the default
Load cases 1 and 3 are to be covered as given in Tab 5 value is to be used.
for all propellers, and an additional load case (load case
Default value Qsmax = 0,25 · F · c0.7 [kNm]
5) is to be considered for an FP propeller, to cover ice
loads when the propeller is reversed. where c0,7 is the length of the blade section at 0,7R
g) Maximum blade spindle torque Qsmax for open and radius and F is either Fb or Ff, whichever has the greater
ducted propellers absolute value.

Table 4 : Load cases for open propellers (1/7/2020)

Right handed propeller blade

Force Loaded area
seen from behind
Load case 1 Fb Uniform pressure applied on the back of the blade
(suction side) to an area from 0,6R to the tip and
from the leading edge to 0,2 times the chord length
0,2
c

0,6
R

Load case 2 50% of Fb Uniform pressure applied on the back of the blade
(suction side) on the blade tip area outside of 0,9R
radius
0,9
R

Load case 3 Ff Uniform pressure applied on the blade face (pres-

sure side) to an area from 0,6R to the tip and from
the leading edge to 0,2 times the chord length 0,2
c

0,6
R

Load case 4 50% of Ff Uniform pressure applied on the blade face (pres-
sure side) of the blade tip area outside of 0,9R
radius 0,9
R

Load case 5 60 % of Ff or Fb, Uniform pressure applied on the blade face (pres-
whichever is the sure side) to an area from 0,6R to the tip and from
greater the trailing edge to 0,2 times the chord length
2c
0,

6R
0,

88 RINA Rules 2023

 Pt F, Ch 9, Sec 3

Table 5 : Load cases for ducted propellers (1/7/2020)

Right handed propeller blade

Force Loaded area
seen from behind
Load case 1 Fb Uniform pressure applied on the back of the blade
(suction side) to an area from 0,6R to the tip and 0,2
c
from the leading edge to 0,2 times the chord
length

0,
6R

Load case 3 Ff Uniform pressure applied on the blade face (pres-

sure side) to an area from 0,6R to the tip and from
the leading edge to 0,5 times the chord length 0,5
c

0,
6R

Load case 5 60 % of Ff or Fb, Uniform pressure applied on propeller face (pres-

whichever is the sure side) to an area from 0,6R to the tip and from
greater blade the trailing edge to 0,2 times the chord
2c
length 0,

6R
0,

h) Load distributions for blade loads Propulsion type factor k3, see Tab 8.
The Weibull-type distribution (probability that Fice
exceeds (Fice)max), as given in Fig 2, is used for the fatigue Table 6 (1/7/2020)
design of the blade.
IA
Ice Class IA IB IC
 –  -----------------------
F
-  ln  Nice 
k Super
F ice
P  -------------------
-  -------------------- = e
F    F ice 
max
 
  F ice  max  F ice  max impacts in life/n 9 · 106 6 · 106 3,4 · 106 2,1 · 106

where k is the shape parameter of the spectrum, Nice is

the number of load cycles in the spectrum, and Fice is
the random variable for ice loads on the blade, 0  Fice Table 7 (1/7/2020)
(Fice)max. The shape parameter k=0,75 is to be used for
the ice force distribution of an open propeller and the Pulling propeller
shape parameter k=1,0 for that of a ducted propeller Centre propel- Wing propeller (wing and centre)
blade. ler Bow first op- Bow first operation Bow propeller or
eration Stern first operation
i) Number of ice loads
The number of load cycles per propeller blade in the k1 1 2 3
load spectrum is to be determined according to the for-
mula:
Nice = k1 k2 k3 Nclass n
where: Table 8 (1/1/2010)
Reference number of loads for ice classes Nclass, see
type fixed azimuthing
Tab 6.
Propeller location factor k1, see Tab 7. k3 1 1,2

RINA Rules 2023 89

Pt F, Ch 9, Sec 3

Figure 2 : The weibull-type distribution (probabil- Table 9 (1/1/2010)

ity that fice exceeds (fice)max that is used for fatigue
design (1/1/2010) Propeller type T
1,E+00
0 0,2 0,4 0,6 0,8 1 CP propellers (open) 1,25 Tn
Propability of exceeding for N=1E7

1,E-01
CP propellers (ducted) 1,1 Tn
Weibull distribution/k=1
1,E-02 FP propellers driven by turbine or electric Tn
Weibull distribution/k=0,75

1,E-03
motor
FP propellers driven by diesel engine (open) 0,85 Tn
1,E-04
FP propellers driven by diesel engine (ducted) 0,75 Tn
1,E-05

Here, Tn is the nominal propeller thrust at MCR in free

1,E-06
running open water condition.
1,E-07
Fice / (Fice ) 2.5.4 Torsional design loads (1/7/2020)
max
a) Design ice torque on propeller Qmax for open propellers
The submersion factor k2 is determined from the equa-
Qmax is the maximum torque on a propeller resulting
tion:
from ice/propeller interaction during the service life of
k2 = 0,8 - f when f < 0 the ship.
= 0,8 - 0,4 · f when 0  f  1
0 16
= 0,6 - 0,2 · f when 1 < f  2,5 d
Q max = 10 9 1 – ----
P 0 7
--------
-  nD  0 17 D 3  kNm 
D D
= 0,1 when f > 2,5
where the immersion function f is: when D  D limit

0 16
h 0 – H ice d P 0 7
f = --------------------
-–1 Q max = 20 7 1 – ---- ---------  nD  0 17 D 1 9 H 1 1 ice  kNm 
D2 D D
where h0 is the depth of the propeller centreline at the when D  D limit
lower ice waterline (LIWL) of the ship.
where
For components that are subject to loads resulting from pro- Dlimit = 1,8 · Hice [m]
peller/ice interaction with all the propeller blades, the num-
ber of load cycles (Nice) is to be multiplied by the number of n is the rotational propeller speed at MCR in bollard
condition. If not known, n is to be taken as indicated in
propeller blades (Z).
Tab 10.
2.5.3 Axial design loads for open and ducted
propellers (1/1/2010) Table 10 (1/1/2010)
a) Maximum ice thrust on propeller Tf and Tb for open and Rotational
ducted propellers Propeller type
speed n
The maximum forward and backward ice thrusts are:
CP propellers nn
Tf = 1,1 · Ff [kN]
FP propellers driven by turbine or elec- nn
Tb = 1,1 · Fb [kN]
tric motor
b) Design thrust along the propulsion shaft line for open
FP propellers driven by diesel engine 0,85 nn
and ducted propellers
The design thrust along the propeller shaft line is to be
Here, nn is the nominal rotational speed at MCR in the
calculated with the formulae below. The greater value of
free running open water condition.
the forward and backward direction loads is to be taken
as the design load for both directions. The factors 2,2 For CP propellers, the propeller pitch P0,7 is to corre-
and 1,5 take into account the dynamic magnification spond to MCR in bollard condition. If not known, P0,7 is
resulting from axial vibration. to be taken as 0,7 · P0,7n, where P0,7n is the propeller
pitch at MCR in free running condition.
In a forward direction:
b) Design ice torque on propeller Qmax for ducted propel-
Tr = T + 2,2 · Tf [kN]
lers
In a backward direction:
Qmax is the maximum torque on a propeller during the
Tr = 1,5 · Tb [kN] service life of the ship resulting from ice/propeller inter-
If the hydrodynamic bollard thrust, T, is not known, T is action.
to be taken as indicated in Tab 9.

90 RINA Rules 2023


d P 0 7 0 16
Q max = 7 7 1 – ---- --------
-  nD  0 17 D 3  kNm 
D D
when D  D limit
0 16
d P 0 7
Q max = 14 6 1 – ---- ---------  nD  0 17 D 1 9 H 1 1 ice  kNm 
D D
when D  D limit
where:
Dlimit = 1,8 · Hice [m]
n is the rotational propeller speed at MCR in bollard
condition. If not known, n is to be taken as indicated in
Tab 11.
Table 11 (1/1/2010)
Propeller type
CP propellers
FP propellers driven by turbine or elec- nn
tric motor
FP propellers driven by diesel engine
Here, nn is the nominal rotational speed at MCR in free
running condition.
For CP propellers, the propeller pitch P0,7 is to corre-
spond to MCR in bollard condition. If not known, P0,7 is
to be taken as 0,7 · P0,7n, where P0,7n is the propeller
pitch at MCR in free running condition.
c) Design torque for non resonant shaft lines
If there is not any relevant first blade order torsional res-
onance within the designed operating rotational speed
range extended 20% above the maximum and 20%
below the minimum operating speeds, the following
estimation of the maximum torque can be used.
• For directly coupled two stroke diesel engines without
flexible coupling:
Qpeak = Qemax +Qvib+ Qmax · I / It [kNm],
• For other plants:
Qpeak = Qemax+ Qmax·I/It [KNm]
where I is the equivalent mass moment of inertia of all
parts on the engine side of the component under con-
sideration and It is the equivalent mass moment of iner-
tia of the whole propulsion system.
All the torques and the inertia moments are to be
reduced to the rotation speed of the component being
examined.
If the maximum torque, Qemax , is not known, it is to be
taken as indicated in Tab 12.
Here, Qmotor is the electric motor peak torque.
d) Design torque for shaft lines having resonances
If there is a first blade order torsional resonance within
the designed operating rotational speed range extended
20% above the maximum and 20% below the minimum
operating speeds, the design torque (Qpeak) of the shaft
component is to be determined by means of torsional
vibration analysis of the propulsion line. The following
RINA Rules 2023
Pt F, Ch 9, Sec 3
two alternatives ways of performing the dynamic analy-
sis are accepted:
1) time domain calculation for estimated milling
sequence excitation; or
2) frequency domain calculation for blade orders sinu-
soidal excitation
The frequency domain analysis is generally considered
conservative compared to the time domain simulation,
provided that there is a first blade order resonance in
the considered speed range.
Table 12 (1/1/2010)
Propeller type Qemax
Propellers driven by electric motor Qmotor
Rotational
speed n CP propellers not driven Qn
by electric motor
nn
FP propellers driven by turbine Qn
FP propellers driven by diesel engine 0,75 Qn
0,85 nn
e) Time domain calculation of torsional response
Time domain calculations is to be calculated for the
MCR condition, MCR bollard conditions and for blade
order resonant rotational speeds so that the resonant
vibration responses can be obtained.
The load sequence described below, for a case where a
propeller is milling an ice block, is to be used for the
strength evaluation of the propulsion line. The given
load sequence is not intended for propulsion system
stalling analyses.
The following load cases are intended to reflect the
operational loads on the propulsion system, when the
propeller interacts with ice, and the respective reaction
of the complete system. The ice impact and system
response causes loads in the individual shaft line com-
ponents. The ice torque Qmax may be taken as a con-
stant value in the complete speed range. When
considerations at specific shaft speeds are performed, a
relevant Qmax may be calculated using the relevant
speed according to [2.5.4].
Diesel engine plants without an elastic coupling are to
be calculated at the least favourable phase angle for ice
versus engine excitation, when calculated in the time
domain. The engine firing pulses are to be included in
the calculations and their standard steady state harmon-
ics can be used.
If there is a blade order resonance just above the MCR
speed, calculations are to cover rotational speeds up to
105% of the MCR speed.
The propeller ice torque excitation for shaft line tran-
sient dynamic analysis in the time domain is defined as
a sequence of blade impacts which are of half sine
shape. The excitation frequency is to follow the propel-
ler rotational speed during the ice interaction sequence.
The torque due to a single blade ice impact as a func-
tion of the propeller rotation angle is then defined using
the formula:
91
Pt F, Ch 9, Sec 3

Q() = Cq · Qmax · sin ((180/i)), when  = 0...i Table 13 (1/7/2020)

Q() = 0, when  = i...360
Torque i i i i
Where Propelled/ice
excita- Cq
interaction Z=3 Z=4 Z=5 Z=6
 is the rotation angle from when the first impact occurs tion
and parameters Cq and i are given in Tab 13.
Case 1 Single ice 0,75 90 90 72 60
i is the duration of propeller blade/ice interaction block
expressed in terms of the propeller rotation angle. See
Case 2 Single ice 1,0 135 135 135 135
Fig 3.
block
Case 3 Two ice block 0,5 45 45 36 30
(phase shift
360/2/Z deg.)
Case 4 Single ice 0,5 45 45 36 30
block

Figure 3 : Schematic ice torque due to a single blade ice impact as a function of the propeller rotation
angle (1/7/2020)

The total ice torque is obtained by summing the torque
of single blades, while taking account of the phase shift
360 deg./Z, see Fig 4 and Fig 5. At the beginning and
end of the milling sequence (within the calculated dura-
tion) linear ramp functions are to be used to increase Cq
to its maximum value within one propeller revolution
and vice versa to decrease it to zero (see the examples
of different Z numbers in Fig 4 and Fig 5).
The number of propeller revolutions during a milling
sequence are to be obtained from the formula:
NQ = 2·Hice
The number of impacts is Z·NQ for blade order excitation.
An illustration of all excitation cases for different blade
numbers is given in Fig 4 and Fig 5.
A dynamic simulation is to be performed for all excitation
cases at the operational rotational speed range. For a fixed
pitch propeller propulsion plant, a dynamic simulation is to
also cover the bollard pull condition with a corresponding
rotational speed assuming the maximum possible output of
the engine.
If a speed drop occurs until the main engine is at a stand-
still, this indicates that the engine may not be sufficiently
powered for the intended service task. For the consideration
of loads, the maximum occurring torque during the speed
drop process is to be used.

92 RINA Rules 2023

 Pt F, Ch 9, Sec 3

Figure 4 : The shape of the propeller ice torque excitation sequences for propellers with 3 and 4 blades (1/7/2020)

Figure 5 : The shape of the propeller ice torque excitation sequences for propellers with 5 and 6 blades (1/7/2020)

For the time domain calculation, the simulated response
torque typically includes the engine mean torque and the
propeller mean torque. If this is not the case, the response
torques must be obtained using the formula:
Qpeak = Qemax + Qrtd
Where Qrtd is the maximum simulated torque obtained
from the time domain analysis.
f) Frequency domain calculation of torsional response.
For frequency domain calculations, blade order and
twice-the-blade-order excitation may be used. The
amplitudes for the blade order and twice-the-blade-
order sinusoidal excitation have been derived based on
the assumption that the time domain half sine impact
sequences were continuous, and the Fourier series com-
ponents for blade order and twice-the-blade-order com-

RINA Rules 2023 93

Pt F, Ch 9, Sec 3

ponents have been derived. The propeller ice torque is Qpeak = Qemax + Qvib + (Qnmax· Cq0) · Ie/It + Qrf1 + Qrf2
then:
Where:
QF() = Qmax · (Cq0 + Cq1 · sin (Z · E0 ·  + 1) + Cq2 ·
sin(2 · Z · E0 ·  + 2)) [kNm] Qnmax is the maximum propeller ice torque at the oper-
ation speed in consideration
Where:
Cq0 is the mean static torque coefficient from Tab 14
Cq0 is mean torque parameter
Qrf1 is the blade order torsional response from the fre-
Cq1 is the first blade order excitation parameter
quency domain analysis
Cq2 is the second blade order excitation parameter Qrf2 is the second order blade torsional response from
1, 2 are phase angles of the excitation component the frequency domain analysis
 is the angle of rotation If the prime mover maximum torque, Qemax, is not
E0 is the number of ice blocks in contact known, it is to be taken as given in Tab 12. All the
torque values have to be scaled to the shaft revolutions
The values of the parameters are given in Tab 14 for the component in question.
g) Guidance for torsional vibration calculation
Table 14 (1/7/2020)
The aim of time domain torsional vibration simulations
Torque is to estimate the extreme torsional load for the ship’s
excita- Cq0 Cq1 1 Cq2 2 E0 lifespan. The simulation model can be taken from the
tion normal lumped mass elastic torsional vibration model,
including damping. For a time domain analysis, the
Torque Excitation: Z = 3
model should include the ice excitation at the propeller,
Case 1 0,375 0,3 -90 other relevant excitations and the mean torques pro-
0 0 1
6 vided by the prime mover and hydrodynamic mean
torque in the propeller. The calculations should cover
Case 2 0,7 0,3 -90
0,05 -45 1 variation of phase between the ice excitation and prime
3
mover excitation. This is extremely relevant to propul-
Case 3 0,25 0,2 -90 sion lines with directly driven combustion engines. Time
0 2
5 domain calculations are to be calculated for the MCR
Case 4 0,2 condition, MCR bollard conditions and for resonant
0,2 0 0,05 -90 1 speed, so that the resonant vibration responses can be
5
obtained.
Torque Excitation: Z = 4 For frequency domain calculations, the load should be
Case 1 0,45 0,36 -90 0,06 -90 1 estimated as a Fourier component analysis of the contin-
uous sequence of half sine load sequences. First and
Case 2 0,9375 -90 0,06 -90 1 second order blade components should be used for
0
25 excitation.
Case 3 0,25 0,2 -90 0 0 2 The calculation should cover the entire relevant rpm
5 range and the simulation of responses at torsional vibra-
tion resonances.
Case 4 0,2 0,25 0 0,05 -90 1

Torque Excitation: Z = 5 2.5.5 Blade failure load (1/7/2020)

The ultimate load resulting from blade failure as a result of
Case 1 0,45 0,36 -90 0,06 -90 1
plastic bending around the blade root is to be calculated
Case 2 1,19 0,17 -90 0,02 -90 1 with the formula below or alternatively by means of an
appropriate stress analysis, reflecting the non-linear plastic
Case 3 0,3 0,25 -90 0,04 -90 2 material behaviour of the actual blade. In such a case, the
8
blade failure area may be outside the root section.. The ulti-
Case 4 0,2 0,25 0 0,05 -90 1 mate load is assumed to be acting on the blade at the 0,8R
radius in the weakest direction of the blade. A blade is
Torque Excitation: Z = 6 regarded as having failed if the tip is bent into an offset posi-
Case 1 0,45 0,36 90 0,05 -90 1 tion by more than 10% of propeller diameter D.

Case 2 1,435 0,1 90 0 0 1

300  c  t 2   ref
Case 3 0,3 0,25 90 0,04 -90 2 F ex = -------------------------------------
- [kN]
0 8  D – 2  r
8
where
Case 4 0,2 0,25 0 0,05 -90 1
ref = 0,6 · 0,2 + 0,4 · u
The design torque for the frequency domain excitation u minimum ultimate tensile strength, to be specified on the
case is to be obtained using the formula: drawing; and

94 RINA Rules 2023


0,2 minimum yield or 0.2% proof strength to be specified
on the drawing
c, t, and r are, respectively, the length, thickness, and radius
of the cylindrical root section of the blade at the weakest
section outside the root filet.
2.5.6 Spindle Torque, Qsex (1/7/2020)
The maximum spindle torque due to a blade failure load
acting at 0.8R is to be determined. The force that causes
blade failure typically reduces when moving from the pro-
peller centre towards the leading and trailing edges. At a
certain distance from the blade centre of rotation, the maxi-
mum spindle torque will occur. This maximum spindle
torque is to be defined by an appropriate stress analysis or
using the equation given below.
Qsex = max(CLE0,8;0,8·CTE0,8)·Cspex· Fex [kNm]
where
Figure 6 : Schematic figure showing a blade failure load and the related spindle torque when the force acts at a dif-
ferent location on the chord line at radius 0.8R. (1/7/2020)
2.6 Design
2.6.1 Design principle (1/1/2010)
The strength of the propulsion line is to be designed accord-
ing to the pyramid strength principle.
This means that the loss of the propeller blade is not to
cause any significant damage to other propeller shaft line
components.
2.6.2 Propeller blade (1/4/2021)
a) Calculation of blade stresses
The blade stresses are to be calculated for the design
loads given in [2.5.2]. Finite element analysis is to be
used for stress analysis for final approval for all propel-
lers. When this analysis is carried out by the Designer, it
is to be submitted to the Society. The following simpli-
RINA Rules 2023
Pt F, Ch 9, Sec 3
4  EAR 3
C spex = C sp  C fex = 0 7   1 –  ------------------- 
  Z  
Csp is a non-dimensional parameter taking account of the
spindle arm
Cfex is a non-dimensional parameter taking account of the
reduction of the blade failure force at the location of the
maximum spindle torque.
If Cspex is below 0,3, a value of 0,3 is to be used for Cspex
CLE0.8 is the leading edge portion of the chord length at
0.8R
CTE0.8 is the trailing edge portion of the chord length at
0.8R
Fig 6 illustrates the spindle torque values due to blade fail-
ure loads across the entire chord length.
fied formulae can be used in estimating the blade
stresses for all propellers at the root area (r/R < 0,5). The
root area dimensions based on the following formula
can be accepted even if the FEM analysis would show
greater stresses at the root area.
M BL
 st = C 1 --------------------- [MPa]
100  ct
2
where
acutal stress
constant C 1 is the ---------------------------------------------------------------------------------------------
stress obtained with beam equation
If the actual value is not available, C1 is to be taken as
1,6.
95
Pt F, Ch 9, Sec 3

MBL = (0,75 - r/R) · R · F , for relative radius r/R < 0,5 Figure 7 : Two-slope S-N curve (1/1/2010)

F is the maximum of Fb and Ff, whichever is greater.

Slope 4,5
b) Acceptability criterion

amplitude
The following criterion for calculated blade stresses is to
be fulfilled. Slope 10

(ref2 / st ) > 1,5

Stress
s exp
where:

st is the calculated stress for the design loads. If FEM

analysis is used in estimating the stresses, von Mises
stresses are to be used. 1,E+0,4 1,E+0,6 1,E+0,8 1,E+10
Numbers of loads
ref2 is the reference stress, defined as:
Figure 8 : Constant-slope S-N curve (1/1/2010)
ref2 = 0,7 · u or

ref2 = 0,6 · 0,2 + 0,4 · u , whichever is the lesser.

c) Fatigue design of propeller blade

amplitude
Slope m=8
The fatigue design of the propeller blade is based on an
Slope m=10
estimated load distribution for the service life of the ship
and the S-N curve for the blade material. An equivalent
Stress

stress that produces the same fatigue damage as the

expected load distribution is to be calculated and the
s exp
acceptability criterion for fatigue is to be fulfilled as
given in this section. The equivalent stress is normalised
for 100 million cycles.
For material with a two-slope F-N curve if the following 1,E+0,4 1,E+0,6 1,E+0,8 1,E+10
criterion is fulfilled, fatigue calculations according to Numbers of loads
this chapter are not required.
d) Equivalent fatigue stress:
exp > B1 · ref2B · log (Nice)B
2 3
the equivalent fatigue stress for 100 million stress cycles
which produces the same fatigue damage as the load
where B1, B2 and B3 coefficients for open and ducted distribution is:
propellers are given in Tab 15.
fat =  · (ice)max
An alternative approach may be accepted by the Society where:
on a case-by-case basis, if deemed equivalent based on
(ice)max = 0,5 ((ice)f max - (ice)b max)
the information provided by the manufacturer.
(ice)max is the mean value of the principal stress ampli-
tudes resulting from design forward and backward blade
Table 15 (1/4/2021) forces at the location being studied
(ice)f max is the principal stress resulting from forward
Open propeller Ducted propeller load
B1 0,00328 0,00223 (ice)b max is the principal stress resulting from backward
load.
B2 1,0076 1,0071
In calculation of (ice)max, case 1 and case 3 (or case 2
B3 2,101 2,471 and case 4) are considered as a pair for (ice)f max, and
(ice)b max calculations. Case 5 is excluded from the
fatigue analysis.
For calculation of equivalent stress, two types of S-N
curves are available. e) Calculation of  parameter for two-slope S-N curve:
The parameter  relates the maximum ice load to the
1) Two-slope S-N curve (slopes 4.5 and 10) (see Fig 7). distribution of ice loads according to the regression for-
mulae.
2) One-slope S-N curve( the slope can be chosen) (see
Fig 8).  = C1 · (ice)max c · fl c · log(Nice)c
2 3 4

where:
The type of the S-N curve is to be selected to correspond
to the material properties of the blade. If the S-N curve fl =  · v · m · exp
is not known, the two-slope S-N curve is to be used. fl =  ·  · v · m · exp

96 RINA Rules 2023

 Pt F, Ch 9, Sec 3

where: m/
m/k G m/k G G m/k G
 is the reduction factor fordue to scatter and test spec- k
imen size effect(equal to one standard deviation)
4 24 6,5 1871 9 362880 11, 136,843E
 is the reduction factor for test specimen size effect 5 6
v is the reduction factor for variable amplitude loading 4,5 52, 7 5040 9,5 1,133E 12 479,002E
m is the reduction factor for mean stress 3 6 6
exp is the mean fatigue strength of the blade material at 5 120 7,5 1403 10 3,623E
108 cycles to failure in sea water. 4 6
The following values are to be used for the reduction
factors if actual values are not available: g) Acceptability criterion for fatigue
 =  ·  = 0,67, v = 0,75, and m = 0,75. The equivalent fatigue stress at all locations on the blade
The coefficients C1, C2 , C3 , and C4 are given in Tab 16. is to fulfil the following acceptability criterion:
The applicable range of Nice for calculating  is 5x106 
Nice  108.  fl
-  1 5
-------
 fat
Table 16 (1/7/2020) where
fl =  ·  · v · m · exp
Open propeller Ducted propeller
 is the reduction factor due to scatter (equal to one
C1 0,000747 0,000534 standard deviation)
C2 0,0645 0,0533  is the reduction factor for test specimen size effect
v is the reduction factor for variable amplitude loading
C3 -0,0565 -0,0459
m is the reduction factor for mean stress
C4 2,22 2,584
exp is the mean fatigue strength of the blade material at
108 cycles to failure in sea water.
f) Calculation of  parameter for constant-slope S-N
curve: The following values are to be used for the reduction
factors if actual values are not available:
for materials with a constant-slope S-N curve - see Fig 8
Fig 8 - the  factor is to be calculated with the following  =  ·  = 0,67, v = 0,75, and m = 0,75.
formula:
2.6.3 Propeller bossing and CP mechanism
(1/1/2010)
l/m
N ice
 =  G --------- The blade bolts, the CP mechanism, the propeller boss, and
–l  k
 ln  N ice  
 NR  the fitting of the propeller to the propeller shaft are to be
designed to withstand the maximum and fatigue design
where: loads, as defined in [2.5]. The safety factor against yielding
k is the shape parameter of the Weibull distribution k = is to be greater than 1,3 and that against fatigue greater than
1,0 for ducted propellers and k = 0,75 for open propel- 1,5. In addition, the safety factor for loads resulting from
lers. NR is the reference number of load cycles (=100 loss of the propeller blade through plastic bending as
million). defined in [2.5.5] is to be greater than 1,0 against yielding.
The applicable range of Nice for calculating  is 5x106  2.6.4 Propulsion shaft line (1/7/2020)
Nice  108. a) General
Values for the G parameter are given in Tab 17. Linear The shafts and shafting components, such as the thrust
interpolation may be used to calculate the G value for and sterntube bearings, couplings, flanges and sealings,
other m/k ratios than those given in Tab 17. are to be designed to withstand the propeller/ice inter-
action loads as given in [2.5]. The safety factor is to be
Table 17 : : Value for the G parameter for different at least 1,3 against yielding for extreme operational
m/k ratios (1/7/2020) loads, 1,5 for fatigue loads and 1,0 against yielding for
the blade failure load.
m/ b) Shafts and shafting components
m/k G m/k G G m/k G
k The ultimate load resulting from total blade failure as
3 6 5,5 287,9 8 40320 10, 11,899E6 defined in [2.5.5] is not to cause yielding in shafts and
5 shaft components. The loading is to consist of the com-
bined axial, bending and torsion loads, wherever this is
3,5 11, 6 720 8,5 119292 11 39,917E6 significant. The minimum safety factor against yielding
6 is to be 1,0 for bending and torsional stresses.

RINA Rules 2023 97

Pt F, Ch 9, Sec 3
2.6.5 Azimuthing main propulsors (1/7/2020)
a) Design principle
In addition to the above requirements, special consider-
ation is to be given to those loading cases which are
extraordinary for propulsion units when compared with
conventional propellers. The estimation of loading cases
is to reflect the way of operation of the ship and the
thrusters. In this respect, for example, the loads caused
by the impacts of ice blocks on the propeller hub of a
pulling propeller are to be considered. Furthermore,
loads resulting from the thrusters operating at an
oblique angle to the flow are to be consideredfor pro-
peller blade dimensioning, azimuthing thrusters are to
be designed for thruster body/ice interaction loads. Load
formulae are given for estimating once in a lifetime
extreme loads on the thruster body, based on the esti-
mated ice condition and ship operational parameters.
Two main ice load scenarios have been selected for
defining the extreme ice loads. Examples of loads are
illustrated in Fig 9. In addition, blade order thruster
body vibration responses are to be estimated for propel-
ler excitation. The following load scenario types are
considered:. The steering mechanism, the fitting of the
Figure 9 : Examples of load scenario types (1/7/2020)
b) Extreme ice impact loads
When the ship is operated in ice conditions, ice blocks
formed in channel side walls or from the ridge consoli-
dated layer may impact on the thruster body and the
propeller hub. Exposure to ice impact is very much
dependent on the ship size and ship hull design, as well
as the location of the thruster. The contact force will
grow in terms of thruster/ice contact until the ice block
reaches the ship speed.
98
unit, and the body of the thruster are to be designed to
withstand the loss of a blade without damage. The loss
of a blade is to be considered for the propeller blade ori-
entation which causes the maximum load on the com-
ponent being studied. Typically, top-down blade
orientation places the maximum bending loads on the
thruster body.
1) Ice block impact on the thruster body or propeller
hub
2) Thruster penetration into an ice ridge that has a thick
consolidated layer
3) Vibratory response of the thruster at blade order fre-
quency
The steering mechanism, the fitting of the unit, and the
body of the thruster are to be designed to withstand the
lossplastic bending of a blade without damage. The loss
of a blade is to be considered for the propeller blade ori-
entation which causes the maximum load on the com-
ponent being studied. Typically, top-down blade
orientation places the maximum bending loads on the
thruster body.
The thruster must withstand the loads occurring when
the design ice block defined in Tab 3 impacts on the
thruster body when the ship is sailing at a typical ice
operating speed. Load cases for impact loads are given
in Tab 18. The contact geometry is estimated to be hem-
ispherical in shape. If the actual contact geometry dif-
fers from the shape of the hemisphere, a sphere radius
must be estimated so that the growth of the contact area
as a function of penetration of ice corresponds as
closely as possible to the actual geometrical shape pen-
etration.
RINA Rules 2023
 Pt F, Ch 9, Sec 3

Table 18 : Load cases for azimuthing thruster ice impact loads (1/7/2020)

Force Loaded area

Load case T1a Fti Uniform pressure
Symmetric longi- applied symmetri-
tudinal ice cally on the
impact on impact area
thruster

Load case T1b 50% of Fti Uniform pressure

Non-symmetric applied on the
longitudinal ice other half of the
impact on impact area.
thruster

Load case T1c Fti Uniform pressure

Non-symmetric applied on the
longitudinal ice impact area. Con-
impact on noz- tact area is equal
zle to the nozzle
thickness (Hnz)*the
contact height
(Hice)

Load case T2a Fti Uniform pressure

Symmetric longi- applied symmetri-
tudinal ice cally on the
impact on pro- impact area.
peller hub

RINA Rules 2023 99

Pt F, Ch 9, Sec 3

Force Loaded area

Load case T2b 50% of Fti Uniform pressure
Non-symmetric applied on the
longitudinal ice other half of the
impact on pro- impact area.
pel-ler hub

Load case T3a Fti Uniform pressure

Symmetric lat- applied symmetri-
eral ice impact cally on the
on thruster body impact area.

Load case T3b Fti Uniform pressure

Non-symmetric applied on the
lateral ice impact area. Noz-
impact on zle contact radius
thruster body or R to be taken from
nozzle the nozzle length
(Lnz)

The ice impact contact load is to be calculated using the
below formula. The related parameter values are given
in Tab 19. The design operation speed in ice is to be
derived from Tab 20 and Tab 21, or the ship in ques-
tion’s actual design operation speed in ice can be used.
The longitudinal impact speed in Tab 20 and Tab 21
refers to the impact in the thruster’s main operational
direction. For the pulling propeller configuration, the
longitudinal impact speed is used for load case T2,
impact on hub; and for the pushing propeller unit, the
longitudinal impact speed is used for load case T1,
impact on thruster end cap. For the opposite direction,
the impact speed for transversal impact is applied.
Fti = CDMI · 34,5 · Rc0,5 · (mice · vs2)0,333 [KN]
Where:
• Rc is the impacting part sphere radius, in m, see Fig
10

100 RINA Rules 2023

 Pt F, Ch 9, Sec 3

• mice is the ice block mass, in Kg Table 20 : Impact speeds for aft centerline
• vs is the ship speed, in m/s, at the time of contact thruster (1/7/2020)

• CDMI is the dynamic magnification factor for impact Aft centreline thruster
loads to be taken from Tab 19, if unknown.
Longitudinal impact 6 m/s 5 m/s 5 m/s 5 m/s
Figure 10 : Dimensions used for Rc (1/7/2020) in main operational
direction
Longitudinal impact 4 m/s 3 m/s 3 m/s 3 m/s
in reversing direc-
tion (pushing unit
propeller hub or
pulling unit cover
end cap impact)
Transversal impact 3 m/s 2 m/s 2 m/s 2 m/s
in bow first opera-
tion
Transversal impact in 4 m/s 3 m/s 3 m/s 3 m/s
stern first operation
(double acting ship)
For impacts on non-hemispherical areas, such as the
impact on the nozzle, the equivalent impact sphere
radius is to be estimated using the equation below.
Table 21: Impact speeds for aft wing, bow center-
line and bow wing thrusters (1/7/2020)
A
R ceq = ---- m
 Aft wing, bow centreline and bow wing thruster
Longitudinal impact 6 m/s 5 m/s 5 m/s 5 m/s
If the 2*Rceq is greater than the ice block thickness, the
in main operational
radius is set to half of the ice block thickness. For the direction
impact on the thruster side, the pod body diameter can
be used as a basis for determining the radius. For the Longitudinal impact 4 m/s 3 m/s 3 m/s 3 m/s
impact on the propeller hub, the hub diameter can be in reversing direc-
used as a basis for the radius. tion (pushing unit
propeller hub or
Table 19: Parameter values for ice dimensions and pulling unit cover
dynamic magnification (1/7/2020) end cap impact)

IA Transversal impact 4 m/s 3 m/s 3 m/s 3 m/s

IA IB IC
Super
c) Extreme ice loads on thruster hull when penetrating an
Thickness of the 1,17 m 1,0 m 0,8 m 0,67 m
ice ridge
design ice block
impacting thruster In icy conditions, ships typically operate in ice chan-
(2/3 of Hice) nels. When passing other ships, ships may be subject to
loads caused by their thrusters penetrating ice channel
Extreme ice block 8670 5460 2800 1600 kg walls. There is usually a consolidated layer at the ice
mass (mice) kg kg kg surface, below which the ice blocks are loose. In addi-
tion, the thruster may penetrate ice ridges when back-
CDMI (if not known) 1,3 1,2 1,1 1
ing. Such a situation is likely in the case of IA Super
ships in particular, because they may sail independently
in difficult ice conditions. However, the thrusters in
ships with lower ice classes may also have to withstand
such a situation, but at a remarkably lower ship speed.
In this load scenario, the ship is penetrating a ridge in
thruster first mode with an initial speed. This situation
occurs when a ship with a thruster at the bow moves
forward, or a ship with a thruster astern moves in back-
ing mode. The maximum load during such an event is
considered the extreme load. An event of this kind typi-
cally lasts several seconds, due to which the dynamic
magnification is considered negligible and is not taken
into account.

RINA Rules 2023 101

Pt F, Ch 9, Sec 3

The load magnitude is to be estimated for the load cases
shown in Tab 22, using the below equation. The param-
eter values for calculations are given in Tab 23 and
Tab 24. The loads are to be applied as uniform pressure
over the thruster surface. The design operation speed in
ice can be derived from Tab 23 and Tab 24. Alterna-
tively, the actual design operation speed in ice of the
ship in question can be used.
Ftr = 32 · vs0,66 · Hr0,9 · At0,74 [KN]
Where:
• vs is the ship speed, in m/s
• Hr is design ridge thickness (the thickness of the con-
solidated layer is 18% of the total ridge thickness), in m.
• At is the projected area of the thruster, in m2

Table 22 : Load cases for ridge ice loads (1/7/2020)

Force Loaded area

Ftr

Load case T4a

Uniform pressure
Symmetric lon- applied symmetri-
gitudinal ridge cally on the
penetration impact area.
loads

50% of Ftr

Load case T4b

Uniform pressure
Non-symmetric
applied on the
longitudinal
other half of the
ridge penetra- contact area.
tion loads

102 RINA Rules 2023

 Pt F, Ch 9, Sec 3

Force Loaded area

Ftr

Load case T4b

Uniform pressure
Non-symmetric applied symmetri-
longitudinal cally on the con-
ridge penetra- tact area.
tion loads

Load case T5b 50% of Ftr Uniform pressure

Non-symmetric applied on the
lateral ridge other half of the
pene-tration contact area.
loads for all azi-
muthing units

When calculating the contact area for thruster-ridge Table 23 Parameters for calculating maximum
interaction, the loaded area in the vertical direction is loads when the thruster penetrates an ice ridge.
limited to the ice ridge thickness, as shown in Fig 11. Aft thrusters. Bow first operation (1/7/2020)

Figure 11 : Schematic figure showing the reduc- IA

tion of the contact area by the maximum ridge IA IB IC
Super
thickness (1/7/2020)
Thickness of the 1,5 m 1,5 m 1,2 m 1,0 m
design ridge consoli-
dated layer
Total thickness of the 8m 8m 6,5 m 5m
design ridge, Hr

Initial ridge penetra- 4 m/s 2 m/s 2 m/s 2 m/s

tion speed (longitudi-
nal loads)
Initial ridge penetra- 2 m/s 1 m/s 1 m/s 1 m/s
tion speed (transver-
sal loads)

RINA Rules 2023 103

Pt F, Ch 9, Sec 3

Table 24 Parameters for calculating maximum 2.7 Alternative design procedure

loads when the thruster penetrates an ice ridge.
Thruster first mode such as double acting 2.7.1 Scope (1/1/2010)
ships. (1/7/2020) As an alternative to [2.5] and [2.6], a comprehensive design
study may be carried out to the satisfaction of the Society.
The study is to be based on ice conditions given for the dif-
IA
IA IB IC ferent ice classes in [2.3]. It is to include both fatigue and
Super
maximum load design calculations and fulfil the pyramid
Thickness of the 1,5 m 1,5 m 1,2 m 1,0 m strength principle, as given in [2.6.1].
design ridge consoli-
dated layer 2.7.2 Loading (1/1/2010)
Loads on the propeller blade and propulsion system are to
Total thickness of the 8m 8m 6,5 m 5m
be based on an acceptable estimation of hydrodynamic and
design ridge, Hr
ice loads.
Initial ridge penetra- 6 m/s 4 m/s 4 m/s 4 m/s
tion speed (longitudi- 2.7.3 Design levels (1/7/2020)
nal loads) The analysis is to indicate that all components transmitting
random (occasional) forces, excluding the propeller blade,
Initial ridge penetra- 3 m/s 2 m/s 2 m/s 2 m/s are not subjected to stress levels in excess of the yield stress
tion speed (transver- of the component material, with a reasonable safety margin.
sal loads)
Cumulative fatigue damage calculations are to indicate a
reasonable safety factor. Due account is to be taken of
d) Acceptability criterion for static loads
material properties, stress raisers, and fatigue enhance-
The stresses on the thruster are to be calculated for the ments.
extreme once in a lifetime loads described in [2.6.5].
Vibration analysis is to be carried out and is to indicate that
The nominal von Mises stresses on the thruster body is
the overall dynamic system is free from harmful torsional
to have a safety margin of 1,3 against the yielding
resonances resulting from propeller/ice interaction.
strength of the material. At areas of local stress concen-
trations, stresses are to have a safety margin of 1,0
against yielding. The slewing bearing, bolt connections 2.8 Starting arrangements for propulsion
and other components are to be able to maintain opera- machinery
bility without incurring damage that requires repair
when subject to the loads given in [2.6.5] b) and c) mul- 2.8.1 In addition to complying with the provisions of Pt C,
tiplied by a safety factor of 1,3. Ch 1, Sec 10, [17.3], ships with the ice class notation IAS
are to have air starting compressors capable of charging the
e) Thruster body global vibration air receivers in half an hour, where their propulsion engines
Evaluating the global vibratory behaviour of the thruster need to be reversed in order to go astern.
body is important, if the first blade order excitations are
in the same frequency range with the thruster global 3 Class notation ID
modes of vibration, which occur when the propeller
rotational speeds are in the high power range of the pro-
pulsion line. This evaluation is mandatory and it must
3.1 Ice torque
be shown that there is either no global first blade order 3.1.1 (1/1/2010)
resonance at high operational propeller speeds (above For the scantlings of propellers, shafting and reverse and/or
50% of maximum power) or that the structure is reduction gearing, the effect of the impact of the propeller
designed to withstand vibratory loads during resonance blades against ice is also to be taken into account.
above 50% of maximum power. The ensuing torque, hereafter defined as ice torque, is to be
When estimating thruster global natural frequencies in taken equal to the value MG, in N m, calculated by the fol-
the longitudinal and transverse direction, the damping lowing formula:
and added mass due to water must be taken into MG = 11000 D2
account. In addition to this, the effect of ship attachment
stiffness is to be modelled. where:
D is the propeller diameter, in m.
2.6.6 Vibrations (1/1/2010)
The propulsion system is to be designed in such a way that 3.2 Propellers
the complete dynamic system is free from harmful torsional,
axial, and bending resonances at a 1-order blade frequency 3.2.1 Material (1/1/2010)
within the designed running speed range, extended by 20 Materials of propellers are to have an elongation of not less
per cent above and below the maximum and minimum than 15% on a test specimen, the gauge length of which is
operating rotational speeds. If this condition cannot be ful- five times the diameter. A Charpy V impact test is to be car-
filled, a detailed vibration analysis is to be carried out in ried out for materials other than bronze and austenitic steel.
order to determine that the acceptable strength of the com- An average impact energy value of 20 J taken from three
ponents can be achieved. tests is to be obtained at minus 10 ºC.

104 RINA Rules 2023

 Pt F, Ch 9, Sec 3

3.2.2 Scantlings (1/1/2010) 3.2.4 Minimum thickness at top of blade (1/1/2010)

The width l and the maximum thickness t of the cylindrical The blade tip thickness at the radius 0,5 D is not to be less
sections of the propeller blades are to be such as to satisfy than the value t1, in mm, obtained by the following formula:
the conditions stated in a), b) and c) below.
t1 = (15 + 2D) · (490 / Rm)0,5
a) Cylindrical sections at the radius of 0,125D,
In the formula above, D and Rm have the same meaning as
for fixed pitch propellers specified in [3.2.2].

26 5 2 85M 3.2.5 Blade thickness at intermediate

l  t  ---------------------------------------------------   ---------------------T + 2 24M G
2

 0 7  z  sections (1/1/2010)
R m  0 65 + ---------
   The thickness of the other sections of the blade is to be
determined by means of a smooth curve connecting the
b) Cylindrical sections at the radius of 0,175D points defined by the blade thicknesses calculated by the
for controllable pitch propellers formulae given in [3.2.2] and [3.2.4].

3.2.6 Thickness of blade edge (1/1/2010)

21 1 2 85M
l  t  ---------------------------------------------------   ---------------------T + 2 35M G
2
The thickness of the whole blade edge, measured at a dis-
  z 
R m  0 65 +  ---------
0 7 tance from the edge itself equal to 1,25 t1 (t1 being the blade
  
thickness as calculated by the appropriate formula given in
c) Cylindrical sections at the radius of 0,3D [3.2.4]), is to be not less than 0,5 t1.
both for fixed and controllable pitch propellers For controllable pitch propellers, this requirement is appli-
cable to the leading edge only.
9 3 2 85M
l  t  ---------------------------------------------------   ---------------------T + 2 86M G 3.2.7 Controllable pitch propeller actuating
2

 
R m  0 65 +  ---------
0 7
  
where:
 : width of the expanded cylindrical section of the
blade at the radius in question, in cm;
t : corresponding maximum blade thickness, in
cm;
 : D/H;
D : propeller diameter, in m;
H : blade pitch of propeller, in m, to be taken equal
to:
• the pitch at the radius considered, for fixed
pitch propellers,
• 70% of the nominal pitch, for controllable
pitch propellers;
P : maximum continuous power of propulsion
machinery for which the class notation has
been requested, in kW;
n : speed of rotation of propeller, in rev/min, corre-
sponding to the power P;
t : value, in Nm, of torque corresponding to the
above power P and speed n, calculated as fol-
lows:
MT = 9550 · P/N
z : number of propeller blades;
MG : value, in Nm, of the ice torque, calculated
according to the formula given in [3.1.1];
Rm : value, in N/mm2, of the minimum tensile
strength of the blade material.;
3.2.3 Minimum thickness of blades (1/1/2010)
When the blade thicknesses, calculated by the formulae
given in Pt C, Ch 1, Sec 8, [2.2.1] and Pt C, Ch 1, Sec 8,
[2.3.1], are higher than those calculated on the basis of the
formulae given in [3.2.2], the higher values are to be taken
as Rule blade thickness.
z 
mechanism (1/1/2010)
The strength of the blade-actuating mechanism located
inside the controllable pitch propeller hub is to be not less
than 1,5 times that of the blade when a force is applied at
the radius 0,45 D in the weakest direction of the blade.
3.3 Shafting
3.3.1 Propeller shafts (1/1/2010)
a) Propeller shafts are to be of steel having impact strength
as specified in Pt D, Ch 2, Sec 3, [3.6.4]
b) The diameter of the propeller shaft at its aft bearing is
not to be less than the value calculated according to
Pt C, Ch 1, Sec 7, [2.2.3] increased by 5%.
3.3.2 Intermediate shafts (1/1/2010)
No Rule diameter increase of intermediate and thrust shafts
is generally required.
4 Miscellaneous requirements
4.1 Sea inlets and cooling water systems of
machinery
4.1.1 (1/9/2003)
a) The cooling water system is to be designed to ensure the
supply of cooling water also when navigating in ice.
b) For this purpose, for ships with the notation IAS, IA, IB
or IC, at least one sea water inlet chest is to be arranged
and constructed as indicated hereafter:
1) The sea inlet is to be situated near the centreline of
the ship and as aft as possible.
2) As guidance for design, the volume of the chest is to
be about one cubic metre for every 750 kW of the
aggregate output of the engines installed on board,
for both main propulsion and essential auxiliary ser-
vices.

RINA Rules 2023 105

Pt F, Ch 9, Sec 3
3) The chest is to be sufficiently high to allow ice to
accumulate above the inlet pipe.
4) A pipe for discharging the cooling water, having the
same diameter as the main overboard discharge
line, is to be connected to the inlet chest.
5) The area of the strum holes is to be not less than 4
times the inlet pipe sectional area.
For ships with the notation ID, at least one of the largest
sea water inlet chests is to be connected with the cool-
ing water discharge by a pipe having the same diameter
as the overboard discharge line. In addition, the
arrangement of a bottom sea water inlet, situated as aft
as possible, is recommended.
c) Where there are difficulties in satisfying the require-
ments of b) 2) and b) 3) above, two smaller chests may
be arranged for alternating intake and discharge of cool-
ing water.
d) Heating coils may be installed in the upper part of the
chests.
e) Arrangements for using ballast water for cooling pur-
poses may be accepted as a reserve in ballast conditions
but are not acceptable as a substitute for the sea inlet
chests as described above.
106
4.2 Systems to prevent ballast water from
freezing
4.2.1 (1/7/2007)
Any ballast tank situated above the LIWL, as defined in
Sec 1, [2.1.1] b), and needed to load down the ship to this
waterline is to be equipped with devices to prevent the
water from freezing.
4.3 Steering gear
4.3.1 (1/7/2020)
a) In the case of ships with the ice class notations IAS and
IA, due regard is to be paid to the excessive loads
caused by the rudder being forced out of the centreline
position when backing into an ice ridge.
b) Effective relief valves are to be provided to protect the
steering gear against hydraulic overpressure.
c) The scantlings of steering gear components are to be
such as to withstand a torque causing yield of the
required diameter rudder stock.
d) Where possible, rudder stoppers working on the blade
or rudder head are to be fitted.
4.4 Fire pumps
4.4.1 (1/1/2010)
The suction of at least one fire pump is to be connected to a
sea inlet protected against icing.
RINA Rules 2023