Propulsion type

- Prime movver
- Transmission system
- Propulsor

Prime mover type

- Steam engine
- Steam turbin
- Diesel engine
- Gas turbine
- Nuclear
Steam Engine / Mesin Uap
Advantages:
1) good controllability at all loads,
2) to be reversed easily
3) rpm (rotations per minute) matches that of propellers
Disadvantages:
1) very heavy
2) occupy more space
3) the output of power per cylinder is limited
4) fuel consumption is high
Steam Turbine / Turbin Uap
Advantages:
1) deliver a uniform turning torque, good performance for large
2) thermal efficiency is high

Disadvantages:
1) is nonreversible
2) rpm is too high, need a gear box to reduce its rotating speed
Diesel engine / Motor Diesel
Advantages:
1) are built in all sizes, fitted in ships ranging from small boats to large super tankers, (less 100 hp ~ >30,000 hp);
2) High thermal efficiency

Disadvantages:
1) Heavy cf. gas turbines
Gas Turbine / Turbin Gas
Advantages:
1) Do not need boiler, very light
2) Offer continuous smooth driving, & need very short warm time

Disadvantages:
1) expensive in cost and maintenance
2) need a gear unit to reduce rpm.
Nuclear
Advantages:
1) do not need boiler, fuel weight is very small
2) operate full load for very long time (submarine)

Disadvantages:
1) weight of reactor and protection shield are heavy
2) Environment problem, potential pollution
Transmission type
- Mechanical
- Electric
- Hydraulic
Propulsor type
Paddle-Wheels: While the draft varying with ship displacement,
the immersion of wheels also varies. The wheels may come out
of water when the ship is rolling, causing erratic course-keeping,
& they are likely to damage from rough seas.
Propellers: Its first use was in a steam-driven boat at N.Y. in
1804. Advantages over paddle-wheels are,
1) not substantially affected by normal changes in draft;
2) not easily damaged;
3) decreasing the width of the ship, &
4) good efficiency driven by lighter engine.
Since then, propellers have dominated in use of marine propulsion.
Jet type: Water is drawn by a pump & delivered sternwards as a
jet at a high velocity. The reaction providing the thrust. Its use
has been restricted to special types of ships.
Other propulsion Devices:
1. Nozzles (Duct) Propellers: main purpose is to increase the thrust at low ship speed (tug, large oil tanker)
2. Vertical-Axis Propellers: Advantage is to control the direction of thrust. Therefore, the ship has good maneuverability.
3. Controllable-Pitch Propellers (CPP): The pitch of screw can be changed so that it will satisfy all working conditions.
4. Tandem and Contra-rotating Propellers: It is used because the diameter of a propeller is restricted due to limit of the draft or
other reasons (torpedo). The efficiency of the propeller usually decreases.

Daya
Efisiensi gear box = shp/bhp
Efisiensi shaft = dhp/shp
Propulsive coeficient = ehp/dhp atau = nh x no x nr
Ehp = Vs x Rt
THP = Va x T
Efisiensi hull = ehp/thp atau = (1-t)/(1-w) (t=thrust deduction coef & w = wake coef)
Propeller efisiensi (nb) = no x nr atau thp/dhp

R x vs = ehp ehp / no x nh x nr = dhp dhp/ns = shp shp/ng = bhp mcr me

Hull eficiency one propellr = 1,1 -1,4 --- two propeller 0,95-1,05
Rotative effeciency (nr) one propeller = 1 1,07 --- two propeller = 0,98

With a view to obtaining the highest possible propulsive efficiency PC, the largest possible propeller diameter d will, normally,
be preferred. There are, however, special conditions to be considered. For one thing, the aft body form of the hull can vary
greatly depending on type of ship and ship design, for another, the necessary clearance between the tip of the propeller and
the hull will depend on the type of propeller.
For bulkers and tankers, which are often sailing in ballast condition, there are frequent demands that the propeller shall be fully
immersed also in this condition, giving some limitation to the propeller size. This propeller size limitation is not particularly valid
for container ships as they rarely sail in ballast condition. All the above factors mean that an exact propeller diameter/design
draught ratio d/D cannot be given here but, as a rule-of-thumb, the below mentioned approximations of the diameter/design
draught ratio d/D can be presented, and a large diameter d will, normally, result in a low rate of revolution n.
Bulk carrier and tanker: d/D < approximately 0.65
Container ship: d/D < approximately 0.74
For strength and production reasons, the propeller diameter will generally not exceed 10.0 meters and a power output of
about 90,000 kW. The largest diameter propeller manufactured so far is of 11.0 meters and has four propeller blades.
 Propellers can be manufactured with 2, 3, 4, 5 or 6 blades. The fewer the number of blades, the higher the propeller efficiency
will be. However, for reasons of strength, propellers which are to be subjected to heavy loads cannot be manufactured with
only two or three blades.
Two-bladed propellers are used on small ships, and 4, 5 and 6-bladed propellers are used on large ships. Ships using the MAN
B&W two-stroke engines are normally large-type vessels which use 4-bladed propellers. Ships with a relatively large power
requirement and heavily loaded propellers, e.g. container ships, may need 5 or 6-bladed propellers.
For vibrational reasons, propellers with certain numbers of blades may be avoided in individual cases in order not to give rise to
the excitation of natural frequencies in the ships hull or superstructure.

A test on a model propeller is run either in a towing tank or a running flow in a water tunnel (cavitation tunnel) without a model hull in
front of it, which is called open water tests. T Q
1) VA velo. of flow Trust coeff. KT , Toeque coeff. K Q ,
n D2 4
n2 D5
2.) n - rotation of motor
3.) po - pressure can be controlled TVA K J
Open - water efficient o T .
Measure VA , Q, T, and n. 2 nQ K Q 2
VA P
Slip ratio 1 , Pitch ratio , section types & # of blades.
nP D
Purpose of open-water tests

It is usually to carry out open water tests on standard series of propellers. Their features (such as number of blades, blade
outline shape, blade area ratio, blade section shape, blade thickness fraction, boss diameter & pitch-diameter ratio) are
systematically varied. The result data are summarized in a set of particular diagrams, which can be used for design purposes.
We will study how to use these diagrams later for designing a propeller.

Studying the efficiency of a propeller and find a propeller with better efficiency

Studying the extent and development of cavitations over a propeller.

Interaction between a hull & a propeller

So far in the study of the resistance of a ship & its propeller the two have been considered separately. However, in reality the propeller
has to work behind the ship & in consequence one has an interaction upon the other. How does the hull affects the water in which the
propeller is working?
A ship affects the water near its stern in 3 aspects:
1) pressure increase at the stern;
2) boundary layer (a propeller is in the boundary layer or way of the ship);
3) Water particle velocity induced by ship generated waves.

Wake fraction: water particle velocity near the propeller is not the same as the ship velocity.
w Vs VA (Vs : ship velocity & VA flow velocity at its stern)
Vs VA Vs
Froude wake factor: wF , thus VA
VA 1 wF
Vs VA
Taylor wake factor: wT , thus VA Vs (1 wT )
Vs
The relationship between Froude & Taylor wake factor:
wF wT
wT or wF
1 wF 1 wT
When VA Vs positive wake (most cases, a single screw)
When VA Vs , nagative wake (only for high speed ship)

wT & wF, (wake factors) are determined by the measurements made in a model test (near a hulls stern) or in a real ship test.
Nominal wake: wake measured near the stern of a hull in the absence of the propeller (using pilot tubes).
Effective wake: wake measured in the presence of propeller.
The measurements show that a propeller at a rotating speed n behind a hull advancing at velocity, Vs, delivers thrust T. By comparing it to
the results of the same propeller in the open-water tests, we will find that at the same revolutions n, the propeller will develop the thrust
T but at a different speed (usually lower), known as effective speed of advance, VA. The difference between Vs & VA is considered as the
effective wake.
Relation between nominal wake & effective wake.
Since propellers induce an inflow velocity which reduces the positive wake to some extent, the effective wake factor usually is 0.03~0.04
lower than the corresponding nominal wake
Relative Rotation Efficiency
The efficiency of a propeller in open water is called open-water
efficiency,
where VA is the advance speed, T the thrust, n the rotation speed
(number of rotations per unit time), & Q0 is the torque measured in the open water test when the propeller is delivering thrust T at the
rotation speed n.

T V T V

In the case the same propeller behind a hull, at the same advance A A
2 nQ
speed it delivers the same thrust T at the same revolution n but 0
2 nQ
B
needs torque Q. In general, Q is difference from Q0. Then, the 0
efficiency of the propeller behind the hull,