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UNCONVENTIONAL
PROPULSORS AND
DEVICES FOR IMPROVED
PROPULSIVE EFFICIENCY

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The actual trends in shipbuilding regard increases in speed

and cargo carrying capacity for certain ship types and the
fluctuation in fuel oil costs demand continuous efforts to improve
propulsive efficiency.
Improvements in ship propulsion performances can be
achieved by:
a lower ship resistance
improving the hydrodynamic performances of ship and
propeller (quasi-propulsive coefficient D)
improving the efficiency of the main engine and transmission
using different type of energy saving devices.

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Fuel Efficient Ship for IW

Improvement in
Hull Resistance

Shallow water effects

(choice of main
parameters)

Hull lines
(Bow & Stern form)

Improvements in
Propulsion and
Transmission
Efficiency

Efficient propulsors
(propellers, water jets etc)

Improvement of Ship
Utilisation
(Navigation)

Improvement in
Propulsion Plant
Necessary crew and
shore-personnel training
New generations of
Diesel engines

River Information
Services (RIS)
New power transmissions
(mechanic, hydraulic,
electric)

Other engine types

Speed adjusting to specific
waterway situation

Weight
reduction

Reduces RT

Increases D S

Reduces fuel
consumption
Reduces v

Fuel Consumption = f (PB) = RT . v / D . S

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An effective measure can be taken in the design stage by

choosing suitable mean dimension and optimal hull forms.
Optimisation of the hull shape can provide a reduction in ship
resistance and it can ensure good flow into propeller disc to
maximise propulsive efficiency.

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Reduction of power in the order of 20% may still be gained by

relatively minor changes to the bow and/or stern on a vessel.
There is still a significant
potential for power savings by good
hull
design,
and
that
hull
optimisation must be carefully
performed by specialists for each
new hull design.

Sometimes, the engine room and cargo area can not be

adjusted according to the requirements from the
hydrodynamic design. In these cases, the wake pattern is
mainly affected by the aft body shape and undesirable
phenomena such as: low propeller efficiency, cavitation and
vibrations occur.

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Another obvious way of obtaining high propulsive efficiency is to use

relative low RPM with large propeller diameter.
Low RPM propellers might be applied to many different types of ships.
Low RPM propellers require larger diameter.
Such a solution is, however, in many cases not practically possible
due to different diameter restrictions:
the aft body forms of the hull,
the necessary clearance between the tip of the propeller and the hull
the requirements regard ship ballast performances.

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In the continuing efforts to increase ship propulsion

performances and to reduce fuel consumption, various energy
saving devices have been put into practice on shipbuilding market.
They can be defined such
as unconventional propulsion
arrangements consisting in
general, of static and moving
surfaces in the vicinity of the
propeller [1]
[1] Breslin, J., P., Hydrodynamics of ship propellers, Cambridge University Press, 2003.

Some energy saving devices are located and operate upstream

the propeller, some at the propeller locations and some after the
propeller.
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Propulsive Efficiency
PE
D
0 H R
PD

The division of the quasi - propulsive coefficient into factors in this

way is of great assistance in understanding the propulsion problems
and in finding solutions for significant propulsive efficiency
improvements.
The attention can be devoted to examining where the lost energy
goes and trying to avoid this loss or reclaim it.

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Propulsor efficiency
CTh=0.56

rotational losses
6.7%

frictional losses
16.4%

The
propeller
efficiency
varies between 50% and 70%
efficiency
61.4%

axial losses
15.5%

frictional losses
13.9%

CT

CTh=1.43

rotational losses
5.6%

T
1
AV A2
2

efficiency
57.8%

axial losses
22.7%

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Propulsor efficiency

Example of rotational
losses
Example of frictional losses

frictional
losses

rotational
losses

axial losses
efficiency
Example of axial losses

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Devices before the Propeller (Zone I)

Some energy saving devices are located before the propeller,
involving modifications of the hull upstream the propeller, fins, full
or partial ducts.
These devices have been developed to improve the nature of
flow around the propulsor, in order to improve the function of the
propulsor and propulsive efficiency.

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Devices before the Propeller (Zone I)

Asymmetric stern
patented in Germany by Nonnecke (1978,1987)

The aft end lines of the hull have a twisted shape operative to
create a swirl ahead of the propeller in opposite direction to the
rotation of propeller.
power savings of 1-9 %,
suitable for a new building.
disadvantages:
higher cost,
increased difficulty in
construction.

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Devices before the Propeller (Zone I)

Instead of an asymmetric stern, variant of ducts or/and fins can
be fitted upstream the propeller to improve uniformity of wake flow
into the propeller and in addition to improve the efficiency of the
propeller.

The basic principles of duct type energy saving devices are:

Improvement in propeller efficiency by more axial flow and
more uniform velocity distribution over the propeller disc.
Reduction of flow separation on the hull surface by
straightening this flow into the axial direction. This effect may
reduce ship resistance and the thrust deduction factor.
Lift generation on the duct with forward force components.
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Devices before the Propeller (Zone I)

Wake equalizing duct

The duct proposed by Schneekluth (1985) can be fitted to
the hull as two half ring ducts on both sides of the stern.
The duct diameter is approximately half of that of the
propeller.

Such a nozzle channels

and accelerates the flow in
the upper half of the
propeller disc (where the
flow is normally slower)
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Devices before the Propeller (Zone I)

Wake equalizing duct

can be used for both new
buildings and retrofit situations.
power savings measured
model tests were up to 14%,

in

power savings in full-scale trial

up to 8%.
vibration-reduction up to 50 %
payback time within 6-20 months,
more than 1.550 ships have been
equipped with the WED
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Devices before the Propeller (Zone I)

Simplified Compensative Nozzle

It has been developed in direct

competition with wake equalizing
duct.
By re-shaping the nozzle (the
duct has more vertical or
cylindrical shape rather than a
circular shape), the costs of
fabrication have been reduced.
The power savings are between
4 - 9%.
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Devices before the Propeller (Zone I)

Sumitomo Integrated Lammeren Duct (SILD)

a circular flow accelerating duct
mounted non-centric in front of the
propeller
the duct diameter is about 70%
of the propeller diameter.

model tests: 5.6% - 9.1% power savings

speed trials: 6% power savings
developed by Sumitomo Heavy Industry Ltd. (1995)
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Devices before the Propeller (Zone I)

Mitsui Integrated Duct

Contrary to the classical ducted propeller where the propeller is
inside the nozzle, the MIDP comprises a slightly asymmetric duct
located just forward the propeller. The trailing edge of the duct is
aligned with the propeller blade tip.

The
improvement
in
uniformity of the flow
reduces
the
propeller
excitation vibrations.
Power savings are 5 to
10 %, with greater values
for slow, full form ships.
initially developed at Mitsui Engineering & Shipbuilding Co., Ltd.

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Devices before the Propeller (Zone I)

Hitachi Zosen Super Stream Duct (SSD)

The Hitachi Zosen Super

Stream Duct (SSD) resembles
the Mitsui duct except that the
degree of asymmetry in the
nozzle appears far greater.

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Devices before the Propeller (Zone I)

Pre-swirl stators
(reaction fin, upstream vane)
Consist on arrangements of fixed blades placed immediately in
front of the propeller.
The aim is to produce a swirling flow opposed to the direction
of rotation of the propeller, in order to reduce or to cancel the swirl
induce by the propeller.
To avoid the rise of vibratory forces, the number of stator
blades should be chosen so that the least common multiple of the
stator blades and propeller blades is large (e.g. 5 propeller blades
and 9 stator blades).
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Devices before the Propeller (Zone I)

Pre-swirl stators
(reaction fin, upstream vane)
The diameter of the stator should be 10 - 15% grater than the
propeller diameter.
If the reaction fin is fitted to an existing ship, a decrease in
propeller rpm (of the order of 2 to 3 rpm) will be found to occur.
The increase in efficiency was 4-8 % over that of a single
propeller.
It can also be expected that the reaction fin will reduce the
propeller induced vibrations level.
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Devices before the Propeller (Zone I)

Mitsubishi reaction fins system

Mitsubishi has tested a number of reaction fin
configurations, with power savings of approximately 7%.
In some cases, the fins were reinforced by a ring nozzle
circumscribing them.

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Devices before the Propeller (Zone I)

MT-FAST Fuel-Saving Device

NYK Group, Monohakobi Technology

Institute and Tsuneishi Holdings
Corporation have jointly developed a
new fuel-saving device, called "MTFAST", which can be fitted to a ship
hull and it can realize a fuel-savings of
around 4 %.

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Devices before the Propeller (Zone I)

Grothues spoilers

The Grothues spoilers are

hydrodynamic fins fitted on the
both sides of the stern, before the
propeller (proposed by Grothues
1988).
The fins are curved with the leading edge aligned with the local
flow direction and the trailing edge parallel with the shaft line.
The idea is to inhibit the bilge vortex formation.
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Devices before the Propeller (Zone I)

Grothues spoilers
The main advantage - the
reduction of flow separation at the
stern.
The devices may be useful in
retrofit situations to correct such
problems.

Power savings were measured in model tests from about 3% for

fine vessels with small B/T to 6-9% for tankers and bulkers in fully
loaded/ballast conditions.
The cost of manufacturing and fitting spoilers is generally low.

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Devices before the Propeller (Zone I)

Namura Flow Control Fin (NCF)

a pair of the fins having a simple shape (like a square plane plate)
attached to the stern (with an inclination to the propeller shaft).
The purpose is to:
rectify
the
water
flow
upstream the propeller by
suppressing the generation of
the bilge vortex
to increase the propulsive
efficiency by improving the
inflow into propeller.
developed by Namura Shipbuilding Co., Ltd.,

Energy saving 2-5%

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Devices before the Propeller (Zone I)

IHI Low Viscous Resistance Fin (IHI L.V. Fin)

consists on a pair of
triangular plates fitted on both
sides of ship hull upstream the
propeller.
the fins stabilize the vertical
flow around stern, reducing the
viscous pressure resistance.
simple configuration and easy
constructions and 2-3 % power
savings,
developed by Ishikawajima Harima Heavy Industries Co., Ltd

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Devices before the Propeller (Zone I)

Vortex generator
the delta shape fins are fitted to the surface of the hull upstream of
the propeller
their purpose is to stimulate the formation of additional bilge
vortices, which equalize the wake.
the ship vibration was reduced by 10-20% and incidentally several
percent increase of number of propeller revolution.

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Devices at the Propeller (Zone II)

Low

RPM

propellers

may be applied to many

different types of ships.

The utilization of ducted propellers

is a well-known method to improve the
efficiency of propellers working at a
high load coefficient.
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Devices at the Propeller (Zone II)

The total thrust of the ducted propeller system is usually grater
than that of the same propeller without duct, the torque is smaller
and the gain in efficiency grow for thrust loading coefficient CT>0.7.
The improved efficiency of the ducted propeller can be explained
by the more homogeneous flow into propeller and by reduced
kinetic energy losses in the slipstream due to the reduction of
contraction and the suppression of the trailing vortices.

By replacing an open propeller with a

ducted propeller, efficiency gains up to
15% and the bollard pull can be
increased with about 25%. However,
increased susceptibility to cavitation is a
problem.
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Devices at the Propeller (Zone II)

Not only in the design phase, but as well during the whole
lifetime of a propeller, several measures can be taken to improve
propulsive efficiency.
An available option to retrofit propulsion improvement
proposes by Wrtsil is propeller polishing and repair of

edge damage.
2-4% efficiency improvement
return of investment period 1
to 3 months
the field of application
includes all propeller types
and ships.

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Devices at the Propeller (Zone II)

Coaxial Contrarotating propellers (CRP)

Ericsson patented the concept of contrarotating propellers in
1836.
CPR consists on two propeller 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.

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Devices at the Propeller (Zone II)

Coaxial Contrarotating propellers (CRP)

The required thrust is distributed between two propellers and the
efficiency is higher that with an equivalent single propeller.
The better wake of the single propeller hull form increases the
efficiency.
Number of blades of propellers is different and the diameter of the
aft propeller is slightly smaller than that of the forward propeller.
The pitch distributions and the loading of the propellers are
selected to suit the required power absorption and to ensure that the
slipstream rotational induced by the forward propeller is canceled by
the aft propeller.
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Devices at the Propeller (Zone II)

Coaxial Contrarotating propellers (CRP)

Although the recognized benefits of contrarotating propellers,
the 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.
Power savings of 15% over have been
reported.

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Devices at the Propeller (Zone II)

Coaxial Contrarotating propellers (CRP)

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).

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Devices at the Propeller (Zone II)

Coaxial Contrarotating propellers (CRP)

Contrarotating propellers may be also installed on a single pod
and on steerable thrusters.

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Devices at the Propeller (Zone II)

Grim Vane Wheel Propulsors

consist on a propeller driven by the
engine plant and a freely revolving
wheel fitted just behind the propeller
(1966, 1980)

The main advantages are recovery of rotational energy and

generation of additional thrust on the vane wheel without
absorbing power.
Improvement in propulsive efficiency of 9-13% for full forms
and of 2-3% for high-speed vessels can be achieved.
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Devices at the Propeller (Zone II)

Grim Vane Wheel Propulsors

The vane wheel has 25% larger diameter
than that of the propeller and it rotates in the
same direction, at a revolution rate in the range
of 35-50 % of propeller rpm.
The pitch distribution of the vane: is such as the inner part of the
vane is driving by the wake of the main propeller, performing as a
turbine. The outer part of the vane has different pitch; it generates
thrust performing as a propeller.
To reduce vibration level, the number of the vane blades is
different than the number of propeller blades (e.g. 4 propeller
blades and 9 vane wheel blades).

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Devices at the Propeller (Zone II)

Propellers with end plates

Several types of end plates have been tried:
TVF (Tip Vortex Free) propellers (1976) - tip plates placed
tangentially with the cylindrical sections,
CLT (Contracted and Loaded Tip) Propellers (1986) - the
tip plates are intended to be aligned to the direction of the flow into
propeller disc.

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Devices at the Propeller (Zone II)

Propellers with end plates

have been developed to improve propulsion efficiency by
reducing the induced velocities.
are screw propellers with non-null circulation at the blade tip
thanks to the fitting of end plates at the blade tips.

Benefits:
higher efficiency and reduction in
fuel consumption at constant speed
above 8-10%,
lower
optimum
diameter
and
reduction in vibration level originated
by the pressure forces induced by the
propeller.
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Devices at the Propeller (Zone II)

Propeller Boss Cap Fins (PBCF)

consists in small fins of a flat plate form fitted to the propeller boss
cap, the number of fins being equal to the propeller blades number.
as it rotates together with the propeller, PBCF rectifies the water
flow around propeller cone, diffusing and reducing the hub vortex.

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Devices at the Propeller (Zone II)

Propeller Boss Cap Fins (PBCF)

By recovering the energy loss due to hub vortex PBCF:
improves the propeller efficiency with above 3-5 %,
increases propeller thrust with 1%
and reduces propeller torque with 3%.
By eliminating the hub vortex, PBCF reduces the stern
vibrations and propeller noise and resolves some rudder
erosion problems.

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Devices at the Propeller (Zone II)

Propeller Cap Turbine (PCT),

A device similar to
PBCF is the Propeller Cap
Turbine
(PCT),
the
difference consisting on
foil shape. PBCF utilizes
only flat plates, while the
PCT has varying pitch of
air foiled shaped blades.

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Devices at the Propeller (Zone II)

Post swirl stator

Fixed blades may be fitted behind the propeller to recover the
rotational energy in the propeller slipstream and to generate a
forward thrust.
The shaft arrangement in an
existing ship is quite simple
comparing to the complicated one for
a contrarotating propeller ship.
Model tests with stator behind the
propeller
showed
increases
propulsion efficiency above 17% and
decreases in fuel oil consumption
above 10-12%.

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Devices behind the Propeller (Zone III)

Some energy saving devices tackle the region downstream the
propeller.
These are equipment peripheral to propulsion plant and include
additional thrusting fins fitted on the rudder and rudder bulb
systems.

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Devices behind the Propeller (Zone III)

Rudder fins system

consists in two fins, placed horizontally on the rudder in line with
propeller axis.
They can be applied to reduce the rotational losses in the propeller
slipstream.

The rudder fins:

develop thrust improving
propulsive efficiency
reduces fuel consumption
by up to 6% at best.
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Devices behind the Propeller (Zone III)

Rudder bulb system

comprises a large bulb placed on the rudder, close behind the
propeller boss.
Two variants are widely used: one with just a bulb and other with a
set of fins fitted on the bulb.

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Devices behind the Propeller (Zone III)

Rudder bulb system

The system prevents the vorticity behind the hub by effectively
extending the propeller boss.
The reduction in hub vortex strength also reduces the pressure
impulses on the hull.

Fuel savings of minimum 5% and 3045% reduction of propeller

induced vibration level have been achieved. In combination with
fixed pitch propellers, fuel savings were of minimum 3%.
For twin screw vessels, the benefits were: fuel saving of 2 to 6%
and about 25% reduction of propeller induced vibration level.
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Devices behind the Propeller (Zone III)

Rudder bulb system

The maneuvering performance are good.
Such systems were developed by Kawasaki Heavy Industries.
Another example is the LIPS efficiency rudder which makes a good
use of the propeller-rudder interaction by minimizing propulsion
losses and optimizing gains in the design procedure

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Stern flap
is a relatively small plate that extends behind a ships transom,
lengthening the bottom surface of the hull.
alters the water flow at the stern in ways that reduce the ships
resistance and increase fuel efficiency by a few or several percent.

Preliminary tests showed an

annual fuel reduction about 6.0% to
7.5%, per ship.
As of November 2004, the Navy
had installed stern flaps on 98 ships.
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Concluding Remarks
A number of devices have been developed to improve the nature
of flow around the propulsor.
A propeller behind ship operates in a non uniform wake field.
The velocity changes magnitude and direction at each propeller
revolution and continues and cyclic fluctuations in blade loading
occur, with undesirables effects such as cavitation, noise and
vibrations.
Some energy saving devices have been developed to improve
the wake quality, in order to improve the function of the propulsor.
Among these are: asymmetric sterns, wake equalizing duct,
reaction fins, etc.
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Concluding Remarks

Some unconventional propulsors and energy saving devices

attempt to improve propulsive efficiency by producing thrust and
reducing the rotational energy losses: ducted propeller,
contrarotating propellers, propeller with stators, etc.
They have advantages in special circumstances and they may
be used when the performances of conventional propellers are not
satisfactory.

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Concluding Remarks
Any devices that work according the principles of
reducing axial and rotational losses in the propeller
slipstream and/or reducing any components in the
wake field after the ship hull, without increasing the
resistance too much, can reduce the required power
and fuel consumption.

It is essential that the energy lost due to the

additional drag of these devices be sufficiently less
than the energy recovered.

On the other hand, the increase in hydrodynamic

efficiency needs to be known in relation with
investment or total costs.

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Concluding Remarks

Many of these devices have a physical basis; for other devices,

there is controversy over the physical mechanisms by which the
power savings are improved, despite widely model tests and
extended research.

Some concepts are rather considered measures to improve poor

wake quality than energy saving devices.

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Concluding Remarks

The detailed design of propulsion system with energy saving

devices must take into account the complex interaction between
propulsor and ship hull flow.

The design must be a compromise between high efficiency, low

noise and vibration level and avoidance of cavitation.

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Concluding Remarks

Each type of energy saving device has a wide field of application.

Some of them can be used for both new buildings and retrofit
situations.
Many of these devices can improve the propulsive performance if
the original design was poor enough.
Several of the energy saving devices can be used in combination,
in order to gain grater benefits.

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Concluding Remarks

Model tests, powerful numerical methods and

complex computer programs are being tried out to
obtain the optimal design solution.

The agreement between CFD codes and model

tests was not satisfactory in many cases.

On the other hand, model tests represent a

reliable solution for the optimum design, but often,
significant scaling problems occur. Generally, the
improvements in propulsive efficiency predicted in
model tests are optimistic.
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Concluding Remarks

Undoubtedly,
more
development in energy
design are required.

research
and
saving devices

This problem continues to be a real

challenge for hydrodynamicists and naval
architects.

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References
Carlton, J., S., Marine Propellers and Propulsion, Elsevier, 2007
Breslin, J., P., Hydrodynamics of ship propellers, Cambridge University
Press, 2003.
Schneekluth, H., Bertram, V., Ship Design for Efficiency and Economy,
Butterworth Heinemann, 1998
***, Progress on Marine Engineering Technology in the Year 2007,
translated from Journal of JIME, vol42, No.4, Japan
***, Retrofit Propulsion Improvement ,Wartsila,
***, Ship Power Systems, Wartsila, 2008
***,Marine Engineering, Editor Roy Harrington, Newport News
Shipbuilding. 1992
*** Study of Greenhouse Gas Emissions from Ships, Final Report to the
International Maritime Organisation, 2000
***, ITTC 1990, Report of the Propulsor Committee to the 19nd ITTC
***, ITTC 1998, The Specialist Committee on Unconventional Propulsors,
Final Report and Recommendation to the 22nd ITTC,
www.shippropulsionsolutions.com
www.schneekluth.com

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