Name3150f17 23 Propseriesandselection

Lecture 23
Propeller Series Data and Propeller

Selection
The propeller is an essential piece in most ship propulsion systems. Its
performance
characteristics have to be estimated early in the design, because powering
requirements
of the ship and the resulting engine selection have repercussions on the ship’s
general
layout. Naval architects aim to select a propeller which combines hull and
propeller into
a highly efficient propulsion system. Propeller series data is a very useful asset
in this
process. A propeller series is a set of propellers in which key propeller
characteristics
have been systematically varied. Many different propeller series have been
developed
over the years, and data has been published to varying degree. In this chapter we
concentrate on the Wageningen B-Series (Oosterveld and van Oossanen, 1975; Kuiper,
1992). The series covers a wide range of principal propeller characteristics. Its
data is
available in form of charts and regression polynomials. References for other
propeller
series are presented at the end of the chapter.
Once estimates of resistance and hull–propeller interaction parameters are
completed,
a propeller must be selected before propulsive power for a ship can be determined.
As a
first step in the propeller design process, basic characteristics are selected on
the basis
of propeller series data. Afterwards, details of the propeller design are
determined with
additional computational tools like propeller lifting line and lifting surface
programs.
In this and the following chapter we study the first step in the propeller design
process
and define principal propeller characteristics based on Wageningen B-series data.
Here,
the objectives are discussed which govern the selection process and the basic tools
are
described. Complete examples will be provided later.
23.1
Wageningen B-Series
The Wageningen B-series was developed in the middle of the 20th century and is
the most extensive propeller series (Troost, 1938, 1940, 1951). Its name refers to
the
town Wageningen, which is the home of the Netherlands Ship Model Basin (NSMB).
NSMB is now called MARIN (Maritime Research Institute Netherlands). In older
books the series might be referred to as Troost series. The series encompasses a
total
of 120 propellers with systematic variations of number of blades Z, expanded area
ratio AE /A0 , and pitch-diameter ratio P/D. The Wageningen B-Series propeller had
been among the first to use aerofoil shaped section profiles. Circular segment
(ogival)
sections have only been used from radius x = 0.6 to the blade tip. Figure 20.12
shows
the blade sections within the expanded view. The propellers feature a 15 degree
rake
which is rather high by modern standards.
23.1
Origin
Lecture 23 – Propeller Series Data and Propeller Selection
23.2
Tab. 23.1: Basic characteristics of the propellers in the Wageningen B-Series. For
each combination
of Z and AE /A0 propellers with P/D = 0.5, 0.6, 0.8, 1.0, 1.2, and 1.4 have been
tested
expanded area ratios AE /A0
2 0.30
3
0.35
0.50
0.65
0.80
4
0.40
0.55
0.70
0.85 1.00
5
0.45
0.60
0.75
1.05
6
0.50
0.65
0.80
7
0.55
0.70
0.85
There are twenty different combinations of Z and AE /A0 , and for each of the
combinations six pitch-diameter ratios have been tested. Table 23.1 summarizes the
20
basic combinations. Over the years propellers have been added to the series and
several adjustments have been made. For instance, the first set of propellers with
Z = 4
blades featured a reduction of the pitch by 20% from radius x = 0.475 to the hub.
This
feature was removed for propellers with less or more than four blades. The original
blade contour was widened later to improve cavitation characteristics. This shape
was
called the BB-Series and equations presented here refer to this form (Kuiper,
1992).
The hydrodynamic characteristics of the Wageningen B-Series tests have been
reported
in graphical form as open water diagrams and as regression formulas. The set of
data
was extended with open water tests under cavitation conditions.
23.2
Data range
Wageningen B-Series Polynomials
Oosterveld and van Oossanen (1975) present a detailed analysis of the available
open
water test results for the Wageningen B-Series. Coefficients are provided to
retrieve
blade and foil section shapes and to compute the thrust and torque coefficients as
a
function of the basic propeller characteristics diameter D, number of blades Z,
expanded area ratio AE /A0 , pitch-diameter ratio P/D, and the advance ratio J.
Regression analysis
For our studies in ship propulsion, we need the open water thrust and torque
curves.
Oosterveld and van Oossanen (1975) provide the following regression formulas:
KT
KQ
38
X
# #ci # #di
P
AE
=
ai J
Z ei
D
A0
i=0
# #ci # #di
46
X
AE
bi P
=
ai J
Z ei
D
A0
bi
coefficients from Table 23.2
(23.1)
coefficients from Table 23.3
(23.2)
i=0
The open water efficiency ηO follows from Equation (21.15): ηO = (KT /KQ )J/(2π).
Figure 23.1 shows an open water chart based on the polynomials. Note that the open
water efficiency has its own scale on the right-hand side of the plot. The key ‘B4-
85’
used in the title identifies the propeller:
NAME 3150, L. Birk
171125, lb
23.3
BSeries propeller B485
1.6
KT
10KQ
ηO
1. 4
P/D =
1.2
0.3
P/D = 0. 8
0.0
0.0
P/D = 1
.4
P/D = 1
.2
P/D = 1
.0
P/D = 0
.8
P/D = 0. 5
0.2
0.4
P/D = 0
.6
P/D = 0
.5
P/D = 0P. 5/D = 0. 6
0.2
0.4
0.2
P/D = 0. 6
0.4
0.5
P/D = 1. 0
0.8
0.6
0.6
2
P/D = 1.
1.0
0.7
open water efficiency ηO [−]
thrust and torque coefficients KT , 10 KQ [−]
1.4
0.8
P/D =
0. 8
P/D
=
1. 0
0.6
0.8
1.0
advance ratio J = vA /(nD) [−]
P/D
=
1. 2
1.2
P/D
=
0.1
1. 4
1.4
0.0
1.6
Fig. 23.1: Open water chart for a Wageningen B-series propeller with Z = 4 and
AE /A0 = 0.85 derived
from KT and KQ polynomials (23.1) and (23.2)
• B obviously stands for Wageningen B-series.

• The number 4 indicates the number of blades Z = 4.
• The value after the hyphen (or sometimes a dot) represents the expanded area
ratio multiplied by 100, i.e. in Figure 23.1 it is AE /A0 = 0.85.
B6.105 or B6-105 stands for a Wageningen B-series propeller with Z = 6 blades and
an expanded area ratio of AE /A0 = 105/100 = 1.05.
Studying thrust, torque, and open water efficiency curves in Figure 23.1, it is
obvious
that thrust and torque increase with increasing pitch-diameter ratio P/D. At the
same advance ratio J, a propeller with higher P/D produces more thrust but also
requires more torque, i.e. engine power. The picture is not quite as simple for the
open
water efficiency ηO . The maximum achievable open water efficiency also grows with
the pitch-diameter ratio, at least for the range of P/D-values shown. However, for
a given advance ratio J, a high pitch–diameter ratio might not necessarily provide
a
better open water efficiency. Compare the open water efficiency curves in Figure
23.1
at J = 0.6! The ηO -curve for P/D = 0.8 has the largest open water efficiency
whereas
the efficiencies for P/D = 1.0, 1.2, and 1.4 are smaller. Thus a propeller with
high
pitch–diameter ratio will only be efficient if it operates at a high advance ratio.
We
will learn how to find the best combination of advance ratio and pitch-diameter
ratio
in the following Chapter.
NAME 3150, L. Birk
171125, lb
23.4
Tab. 23.2: Factors and exponents for thrust coefficient polynomials of Wageningen
B-Series propellers
(Oosterveld and van Oossanen, 1975)
i
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
ai
+0.00880496
−0.204554
+0.166351
+0.158114
−0.147581
−0.481497
+0.415437
+0.0144043
−0.0530054
+0.0143481
+0.0606826
−0.0125894
+0.0109689
−0.133698
+0.00638407
−0.00132718
+0.168496
−0.0507214
+0.0854559
−0.0504475
Open Water Thrust Coefficient KT

bi ci di ei
i
ai
0
1
0
0
2
1
0
0
2
0
1
0
1
0
0
2
3
0
2
3
0
0
1
2
0
1
2
0
0
1
1
0
0
3
6
6
0
0
0
0
0
0
0
0
1
1
1
0
0
0
0
1
1
0
0
0
1
2
2
2
0
0
0
0
0
0
0
1
1
1
1
1
1
0
0
0
0
0
0
0
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
+0.010465
−0.00648272
−0.00841728
+0.0168424
−0.00102296
−0.0317791
+0.018604
−0.00410798
−0.000606848
−0.0049819
+0.0025983
−0.000560528
−0.00163652
−0.000328787
+0.000116502
+0.000690904
+0.00421749
+0.0000565229
−0.00146564
bi
ci
di
ei
1
2
0
1
3
0
1
0
0
1
2
3
1
1
2
0
0
3
0
6
6
3
3
3
3
0
2
0
0
0
0
2
6
6
0
3
6
3
2
2
0
0
0
1
2
2
0
0
0
0
0
0
0
1
1
1
2
0
0
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
All model propellers in the series have a diameter of D = 240 mm and some scale
effects due to the model scale Reynolds numbers are expected. The polynomials
(23.1)
and (23.2) have been normalized to a Reynolds number Re0.75 of 2 · 106 . The
Reynolds
number Re0.75 is based on the chord length at radius x = 0.75. As resultant flow
speed
the combined magnitude of axial and rotational speed is used and induced velocities
are ignored.
q
c0.75
Re0.75 =
The chord length c0.75
Viscous scale effects
2 + (0.75 π n D)2
vA
(23.3)
ν
at radius x = 0.75 may be estimated with Equation (23.4).
# #
D AE
c(x) = Cr (x)
Z A0
(23.4)
Values for the coefficient Cr are listed in Table 23.4.

The results from thrust and torque polynomials (23.1) and (23.2) should be
corrected
for the full scale Reynolds number. The correction may be computed via the ITTC
procedure described in Chapter 21.5 (ITTC, 2014) or the following regression
polynomials
NAME 3150, L. Birk
Full scale thrust and

torque
171125, lb
23.5
Tab. 23.3: Factors and exponents for torque coefficient polynomials of Wageningen
B-Series propellers
(Oosterveld and van Oossanen, 1975)
i
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Open Water Torque Coefficient KQ

bi ci di ei
i
ai
ai
+0.00379368
+0.00886523
−0.032241
+0.00344778
−0.0408811
−0.108009
−0.0885381
+0.188561
−0.00370871
+0.00513696
+0.0209449
+0.00474319
−0.00723408
+0.00438388
−0.0269403
+0.0558082
+0.0161886
+0.00318086
+0.015896
+0.0471729
+0.0196283
−0.0502782
−0.030055
+0.0417122
0
2
1
0
0
1
2
0
1
0
1
2
2
1
0
3
0
1
0
1
3
0
3
2
0
0
1
2
1
1
1
2
0
1
1
1
0
1
2
0
3
3
0
0
0
1
1
2
0
0
0
0
1
1
1
1
0
0
0
0
1
1
1
1
1
1
2
2
2
2
2
2
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
−0.0397722
−0.00350024
−0.0106854
+0.00110903
−0.000313912
+0.0035985
−0.00142121
−0.00383637
+0.0126803
−0.00318278
+0.00334268
−0.00183491
+0.000112451
−0.0000297228
+0.000269551
+0.00083265
+0.00155334
+0.000302683
−0.0001843
−0.000425399
+0.0000869243
−0.0004659
+0.0000554194
bi
ci
di
ei
0
0
3
3
0
3
0
1
0
2
0
1
3
3
1
2
0
0
0
0
3
0
1
3
6
0
3
6
0
6
0
2
3
6
1
2
6
0
0
2
6
0
3
3
6
6
2
2
0
0
0
1
1
2
2
2
2
0
0
0
1
1
1
1
2
2
2
2
2
0
0
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
(Oosterveld and van Oossanen, 1975).

∆KT
∆KQ
8
X
# #ci # #di
#f
P
AE
=
ai J
Z ei log10 Re0.75 − 0.301 i
D
A0
i=0
# #ci # #di
12
X
#f
P
AE
=
ai J bi
Z ei log10 Re0.75 − 0.301 i
D
A0
bi
(23.5)
(23.6)
i=0
Coefficients for the Reynolds number corrections to thrust and torque coefficients
are
provided in Table 23.5.
The ITTC procedure also requires the thickness to chord length ratio tmax /c. The
maximum thickness of the standard form is given by Equation (23.7).
#
tmax (x) = D Ar (x) − Br (x)Z
(23.7)
Thickness to chord
length ratio
Note that structural strength may require thicker blade sections in some cases.
Values
for the coefficients Ar and Br are also found in Table 23.4. The original data from
NAME 3150, L. Birk
171125, lb
23.6
Tab. 23.4: Coefficients for the estimate of maximum thickness and chord length of
Wageningen BSeries propellers (Kuiper, 1992). For convenience values have been
added at radii x =
0.15, 0.25, and 0.75 by interpolation
x = r/R
Ar
Br
Cr
0.15
0.20
0.25
0.30
0.40
0.50
0.60
0.70
0.0588
0.0526
0.0495
0.0464
0.0402
0.0340
0.0278
0.0216
0.00425
0.0040
0.00375
0.0035
0.0030
0.0025
0.0020
0.0015
1.473
1.600
1.719
1.832
2.023
2.163
2.243
2.247
0.75
0.0185
0.00125
2.208
0.80
0.85
0.90
0.95
0.975
1.0
0.0154
0.0123
0.0092
0.0061
0.00455
0.003
0.0010
0.00075
0.0005
0.00025
0.000125
0.000
2.132
2.005
1.798
1.434
1.122
0.000
Kuiper (1992) do not contain values for the radii 0.15 (already within hub), 0.25,
and
0.75. These values have been found by interpolation through the given data points.
In contrast to the equivalent full scale correction in the ITTC method (see
Equations (21.26) and (21.27)), ∆KT (23.5) and ∆KQ (23.6) are added to the values
determined with Equations (23.1) and (23.2).
KT S = KT + ∆KT
KQS = KQ + ∆KQ
(23.8)
The correction ∆KQ should be negative and ∆KT should be positive for Reynolds
numbers Re0.75 > 2 · 106 .
23.3
Other Propeller Series
This section briefly summarizes other propeller series with references for further
study.
An extensive summary of different propeller series is given in Carlton (2007).
The Gawn series is a set of 37 three-bladed propellers with pitch-diameter ratios
between 0.4 and 2.0 and expanded area ratios from 0.2 to 1.1 (Gawn, 1953). The
extended
blade shapes are elliptical and only ogival sections have been used. Although the
geometry is outdated, this series is important because its model propellers are
exceptionally
large with a diameter of 20 in (508 mm). The series data therefore has very little
to
no scale effects. The series also covers a wide pitch-diameter ratio which makes it
applicable to high-speed and naval vessels. Blount and Hubble (1981) provide
regression
NAME 3150, L. Birk
Gawn series
171125, lb
23.7
Tab. 23.5: Factors and exponents for Reynolds number effects on thrust coefficient
and torque coefficient of Wageningen B-Series propellers (Oosterveld and van
Oossanen, 1975)
Thrust Coefficient Correction ∆KT

ai
bi ci di ei fi
0
1
2
3
4
5
6
7
8
+0.000353485
−0.00333758
−0.00478125
+0.000257792
+0.0000643192
−0.0000110636
−0.0000276305
+0.0000954
+0.0000032049
0
2
1
2
2
2
2
1
1
0
0
1
0
6
6
0
1
3
0
1
1
1
0
0
1
1
1
0
0
0
0
0
0
1
1
2
0
0
0
2
1
2
2
1
1
i
0
1
2
3
4
5
6
7
8
9
10
11
12
Torque Coefficient Correction ∆KQ

ai
bi ci di ei fi
−0.000591412
+0.00696898
−0.0000666654
+0.0160818
−0.000938091
−0.00059593
+0.0000782099
+0.0000052199
−0.00000088538
+0.0000230171
−0.00000184341
−0.00400252
+0.000220915
0
0
0
0
0
0
0
2
1
0
0
0
0
0
1
6
0
1
2
2
0
1
6
6
0
0
0
0
0
2
0
0
0
1
1
0
0
2
2
0
0
1
0
0
0
0
1
1
1
1
0
0
0
0
0
0
1
1
2
1
2
1
2
1
2
polynomials analog to the ones for the Wageningen B-Series. The polynomials are
also
published in Carlton (2007).
The open water tests for the Gawn series were conducted in a towing tank and
performance under cavitation conditions was originally not investigated. However,
Gawn
and Burrill (1957) tested a set of 30 slightly smaller propellers with 16 in (406.4
mm)
diameter in the cavitation tunnel of the King’s College, Newcastle, UK1 . The
series
was conceived for fast naval vessels, hence the name King’s College Admiralty or
short
KCA series. It is also referred to as Gawn-Burrill series. Nowadays it is mostly
used
as design basis for high-speed small craft.
King’s College Admiralty

(KCA) series
Additional information for propeller performance under cavitation conditions may be

derived from the Newton-Rader series (Newton and Rader, 1961). This series consists
of
12 three-bladed propellers. Expanded area ratios of AE /A0 =0.48, 0.71, and 0.95
have
been tested each with four pitch-diameter ratios between P/D =1.04 and 2.08. This
series is of interest for the design of small high-speed craft where significant
cavitation
is suspected.
Newton-Rader series
The effect of of skew on the propeller was investigated by Boswell (1971). Open
water
and cavitation data is reported for four propellers with skews of 0, 36, 72, and
108 degree
at the blade tip. No other propeller characteristics were modified besides the
skew.
Therefore this mini-series is not suitable for propeller selection, however, the
propellers
provide important test cases for computer codes that predict effects of skew on
propeller
performance.
DTMB skewed propeller

series
Oosterveld (1970) conducted extensive open water and cavitation tests with ducted
propellers, the so called Ka-series. Regression polynomials are provided for thrust
and
Ducted propellers,
Ka-series
In 1963 King’s College was renamed into University of Newcastle upon Tyne
NAME 3150, L. Birk
171125, lb
23.8
Tab. 23.6: The four basic propeller design tasks
optimum
diameter
Task
optimum rate
of revolution
given
wanted
design constant
delivered power PD
diameter
speed of advance vA
pitch-diameter ratio P/D
rate of revolution n
open water efficiency ηO
thrust
diameter
rate of revolution n
delivered power PD
rate of revolution
speed of advance vA
diameter
thrust
speed of advance vA
diameter
#
KQ
PD n 2 η R
=
5
J
2π ρ vA5
speed of advance vA
rate of revolution
KT
J4
#
=
T n2
ρ vA4
#
KQ
PD η R
=
3
J
2π ρ D2 vA3
#
KT
J2
#
=
T
ρ D2 vA2
torque of the propeller as well as the influence of the nozzle (duct). Four
different
nozzle types have been investigated.
Series data are limited for controllable pitch propellers. Data for three-bladed
propellers
can be found in Gutsche and Schroeder (1963) and Chu et al. (1979). Hansen (1967)
reports data for five different controllable pitch propellers with four blades.
MARIN
recently added the Wageningen C- and D-series to its portfolio which provide data
for
controllable pitch propellers with and without duct. Dang et al. (2013) provide
some
results in the form of charts but regression polynomials have not yet been released
to
the public.
Controllable pitch
propellers
Section 23.4 explains the principal propeller selection tasks and process. More
examples
will follow.
23.4
Design Tasks and Input Preparation
Propeller design problems may be subdivided into two groups:
Basic design tasks
(i) optimum diameter design problems and

(ii) optimum rate of revolution design problems.
In the first group (i) the rate of revolution is known, and we search for the
optimum
diameter which maximizes efficiency of the propeller. In the second group (ii) the
diameter is known, and we look for the best rate of revolution. In each group we
have two subcategories, depending on whether the delivered power PD or the thrust
T is provided as input. Table 23.6 summarizes the four basic propeller design
tasks.
NAME 3150, L. Birk
171125, lb
23.9
Note that the number of blades Z and the expanded area ratio AE /A0 are not listed.
The number of blades Z is chosen to detune natural frequencies of propeller, shaft,
and engine. The expanded area ratio AE /A0 is determined by a suitable cavitation
criterion (see later). Besides Z and AE /A0 , the input for a propeller design task
consists of a combination of speed of advance vA , thrust T or delivered power PD ,
and
rate of revolution n or diameter D. The missing parameters pitch-diameter ratio P/D
and diameter D or rate of revolution n are chosen to provide the highest possible
open
water efficiency ηO . How will be discussed below.
Delivered power PD and thrust T are commonly determined for trial conditions (calm
and deep water, no wind, no current). For propeller design purposes PD and T have
to be augmented with a service margin sM .
Tservice = (1 + sM ) T
PDservice = (1 + sM ) PD
Service margin
(23.9)
The service or sea margin accounts for increases in ship resistance during
operation.
Over time fouling will roughen the hull surface and increase its frictional
resistance. It
will also increase the wake fraction. Wind, current, and waves will increase
resistance
as well. If the propeller is erroneously optimized for trial conditions, it will
have too
much pitch. As a consequence, the engine might not reach its design rate of
revolution
during normal operations.
Service margins are to a large degree a matter of choice. The margin is influenced
by
• owner preferences
• target area of operations
• size and trade of the vessel
Resistance of a vessel will be higher than the calm water resistance even during
normal operation in fair weather. Wind, waves, and currents may cause the
resistance to
increase by 15%-35%. In head seas and heavy weather it might be even more, however,
the ship will sail slower anyway to avoid damage to the ship structure. Typical
weather patterns influence the size of the margin. Winter navigation on the rough
North Atlantic between Europe and North America will require a higher service
margin than service in the calmer Mediterranean. On one hand, a smaller margin
might
suffice for large vessels because they are less affected by wind and waves. On the
other
hand, frictional resistance is the largest resistance component for large and slow
vessels. Therefore an increase in surface roughness due to fouling will have a
comparatively
larger negative effect than on a fast container ship for which wave (making)
resistance
is a sizable part of resistance. Marine fouling can cause a 25% to 50% increase in
frictional resistance depending on hull coating and docking intervals. Vessel which
sail
on a tight schedule, like container ships and ferries, may need larger margins to
be able
to recover lost time.
In summary, it is important that thrust T and delivered power PD reflect service
conditions rather than trial conditions. Current practice is to adjust trial
estimates with
a service margin. Service margins are a crude tool considering the effort that goes
into
estimating, measuring, and computing ship resistance and hull-propeller interaction
NAME 3150, L. Birk
171125, lb
23.10
parameters. Many ships arguably sail across the oceans with underutilized engine
power. The ITTC added a manual to its set of recommended procedures with the goal
of making service margin estimates more rational ITTC (2008). See also the method
proposed by Stasiak (2004).
Engine manufacturers provide for their engines the maximum continuous rating (M CR)
and the associated rate of revolution n. The maximum continuous rating is the brake
power an engine can deliver during prolonged operation. M CR and n of an engine
may be adjusted within narrow limits. The brake power used for propeller selection
is typically 10% to 15% lower than MCR. This so-called engine margin allows engine
operation with greater fuel economy during normal operation and provides reserve
power for maneuvering and bad weather. It comes on top of the service margin.
Engine margin
The available input data is combined into a dimensionless design constant specific
for
each task. It will allow us to find the self propulsion points. This is essentially
the
same process we used during the full scale power prediction (see Section 22.5.2).
Design constants
23.5
Optimum Diameter Selection
Let us first discuss the optimum diameter selection tasks. In group (i) the rate of
revolution n has to be determined first. There are two likely scenarios:
• The owner already operates ships of similar type and size. He may specify that
the new ship must have the same engine as an existing vessel. This will simplify
crew training and management. It may also lower maintenance cost.
• A preliminary powering estimate has been completed by assuming desired propeller
data. An engine is pre-selected based on the estimated delivered power.
23.5.1
Propeller design Task 1
Besides the rate of revolution n, we have to know the delivered power PD and the
speed
of advance vA (see Table 23.6). Delivered power may be derived from brake power by
means of the mechanical or shafting efficiency: PD = PB ηS . Delivered power and
rate
of revolution also specify the available propeller torque in behind condition.
Q =
PD
2πn
Task 1, given:
PD , vA , n
wanted:
D, P/D, ηO
(23.10)
Using the relative rotative efficiency (19.27) yields the torque QO for open water
conditions:
QO = Q ηR
(23.11)
The next step is to find propellers which absorb this torque at the provided
combination
of speed of advance and rate of revolution.
The torque absorbed by the propeller is embodied in the torque coefficient KQ of
the
open water diagram:
QO
KQ =
(23.12)
ρ n2 D5
NAME 3150, L. Birk
Design constant for

Task 1
171125, lb
23.11
Tab. 23.7: Input data to illustrate Task 1: optimum propeller diameter selection
based on delivered
power, speed of advance, and rate of revolution
Example ship data – Task 1
number of blades
expanded area ratio
delivered power (service)
rate of revolution
design ship speed
wake fraction
relative rotative efficiency
salt water density (at 15◦ C)
Z
AE /A0
PD
n
vS
w
ηR
ρ
4
0.85
23400.00 kW
108.00 rpm
21.30 kn
0.243
1.03
1026.021 kg/m3
In this equation we miss the propeller diameter D. Dividing Equation (23.12) by the
fifth power of the advance coefficient J = vA /(nD) eliminates the diameter from
the
right hand side:
QO
QO
KQ
QO n3
QO n5 D5
ρ n2 D5
ρ n2 D5
=
=
=
=
#
#
vA 5
J5
J5
ρ n2 D5 vA5
ρ vA5
nD
(23.13)
The last expression in Equation (23.13) is known. Equations (23.11) and (23.10)
replace
the open water torque with delivered power and relative rotative efficiency ηR .
The
result is the dimensionless design constant for Task 1:
#
#
KQ
PD n2 ηR
=
(23.14)
J5
2π ρ vA5
Omitting the relative rotative efficiency is an option if a good estimate for it is
unavailable.
Solution of propeller design Task 1 is illustrated based on the data set given in
Table 23.7. Input data has to be carefully converted to a consistent set of SI-
units: delivered power PD =23400.00 kW=23400000 W, rate of revolution n =108.0
rpm=1.8 s−1
and ship speed vS =21.3 kn=10.958 m/s. The speed of advance is not directly
specified
but we can compute it from ship speed and wake fraction.
Example data
vA = (1 − w)vS = (1 − 0.24) 10.958 m/s = 8.295 m/s

Based on the input data above, Equation (23.14) yields the design constant value
for
Task 1.
#2
#
#
23400000 W · 1.8 s−1 · 1.03
KQ
PD n2 η R
=
=
(23.15)
#5 = 0.30846
J5
2π ρ vA5
2π 1026.021 kg m−3 · 8.295 m/s
NAME 3150, L. Birk
Step 1: design constant
171125, lb
1.6
0.8
KT
10KQ
ηO
1.4
23.12
P/D = 1. 2
4
= 1.
P/D
0.7
0.6
1.0
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D
=
1. 4
P/D = 1. 0
P/D = 0. 8
P/D = 0. 6
P/D = 0. 5
0. 5
P/D =
0.2
P/D = 1. 4
0.3
0.2
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
1.2
P/D
= 1. 2
0.1
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
Fig. 23.2: Design Task 1 – Input: Open water diagram for Wageningen B-series
propellers with Z = 4
and AE /A0 = 0.85 derived from KT and KQ polynomials (23.1) and (23.2). Torque
coefficient curves 10KQ are emphasized
Check the units to make sure the design constant is dimensionless. The design
constant
for Task 1 measures how much torque is available to turn the propeller.
With this design constant a self propulsion point may be estimated for a given
propeller.
Of course, we do not yet have a specific one, but we have the open water diagram
for
the B-Series propellers B4-85 (Figure 23.2). The curves represent six propellers
with
varying pitch–diameter ratios but all have four blades and an expanded area ratio
of
AE /A0 = 0.85. The torque coefficient curves have been emphasized in Figure 23.2
because they represent the torque needed to turn the propellers as a function of
the
advance ratio J. This is equivalent to saying that the propellers absorb the
delivered
power 2π n QO .
Step 2: self propulsion

points
The dimensionless torque available to the propeller is obtained by multiplying the

design constant value (23.15) with J 5 .
#
#
KQ
10 KQavailable = 10
J 5 = 3.0846 J 5
available torque curve
(23.16)
J5
We compute 10KQavailable for a set of advance ratios and plot the result as curve
into
the open water diagram (Figure 23.3). Do not forget that in most cases the open
water
diagram shows ten times the torque coefficient! The intersections of the available
torque
curve and the six open water torque curves represent the self propulsion points.
They
are marked with circles ◦ in Figure 23.3. At the self propulsion points the torque
from
the propeller shaft is in equilibrium with the torque a propeller requires to turn.
NAME 3150, L. Birk
171125, lb
1.6
0.8
KT
10KQ
ηO
1.4
P/D = 1. 2
4
= 1.
P/D

self propulsion points
1.2
0.6
h
10
1.0
KQ i 5
J
J5
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D
=
1. 4
P/D = 1. 0
P/D = 0. 8
P/D = 0. 6
P/D = 0. 5
0. 5
P/D =
0.2
P/D = 1. 4
0.3
0.2
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
23.13
P/D
= 1. 2
0.1
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
Fig. 23.3: Design Task 1 – Step 2: Locate self propulsion points ◦ at which the
propellers absorb the
delivered power specified with the design constant [KQ /J 5 ] from Equation (23.15)
Any of the six propellers is a possible solution to our design problem. For
example,
for a pitch-diameter ratio P/D = 0.8 the intersection point is at the advance ratio
J0.8 = 0.5775. From the advance ratio J0.8 we may compute the missing propeller
diameter D0.8 .
J0.8 =
vA
vA
8.295 m/s
= 7.979 m
−→ D0.8 =
=
n D0.8
n J0.8
1.8 s−1 · 0.5775
The open water efficiency of the propeller with PD = 0.8 at J0.8 = 0.5775 is
0.5982.
That is not necessarily bad, however, our objective is to find the pitch–diameter
ratio
which will maximize the efficiency. Therefore a check of the achievable open water
efficiency is needed.
In Figure 23.4 the open water efficiencies are marked with times for each self
propulsion
point. Of these, the open water efficiency is highest for P/D = 1.0.
Step 3: open water

efficiencies
The best possible open water efficiency seems to be found for a pitch–diameter
ratio
in between P/D =0.8 and 1.0. We draw an interpolation curve through the six open
water efficiency points × (see Figure 23.5). This curve is sometimes called the
auxiliary
curve. It represents the achievable open water efficiency for this set of B4-85
propellers
and the given design constant (23.15).
Step 4: auxiliary curve
The maximum of the auxiliary curve marks the highest open water efficiency which
can
be achieved for the chosen data set. Figure 23.6 shows the optimum at ηO = 0.6051
and the associated self propulsion point # and optimum advance ratio J = 0.6202.
Step 5: optimum
propeller
NAME 3150, L. Birk
171125, lb
1.6
0.8
KT
10KQ
ηO
1.4
P/D = 1. 2
4
= 1.
P/D

ηO at self propulsion points
1.2
0.6
h
10
1.0
KQ i 5
J
J5
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D
=
1. 4
P/D = 1. 0
P/D = 0. 8
0. 5
P/D =
0.2
P/D = 1. 4
P/D = 0. 6
P/D = 0. 5
0.3
0.2
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
23.14
P/D
= 1. 2
0.1
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
Fig. 23.4: Design Task 1 – Step 3: Find open water efficiencies × for self
propulsion points ◦
The optimum advance ratio yields an optimum diameter of

DO =
vA
8.295 m/s
=
= 7.430 m
nJ
1.8 s−1 · 0.6202
This diameter is only optimal for open water condition. The optimum propeller
diameter is 2% to 7% smaller for the behind condition. We will come back to this
mystery
in the following chapter.
The pitch–diameter ratio of the optimum propeller has to be found by interpolation
between the torque coefficient curves. A 10KQ curve is sketched through the self
propulsion point # of the optimum propeller. Figure 23.6 reveals that the optimum
pitch–diameter ratio is P/D = 0.9227. Table 23.8 summarizes the optimum propeller
characteristics based on the input from Table 23.7. In propeller design Task 1 we
match
the propeller torque to an available torque. There is no guarantee that the
resulting
optimum propeller produces sufficient thrust to achieve the design speed. For that
reason, the thrust generated by the optimum propeller has to be checked against the
thrust required by the ship in design tasks which use the delivered power as input.
If the produced thrust is insufficient, the rate of revolution must be lowered or
the
available power must be increased.
Next steps
In addition, the initial value for the expanded area ratio has to be checked
against a
suitable cavitation limit. A higher expanded area ratio must be chosen if the limit
is
exceeded. For the sake of brevity these steps are skipped here but we will perform
them in the examples of the following chapter.
NAME 3150, L. Birk
171125, lb
0.8
KT
10KQ
ηO
1.4

auxiliary curve
1.2
P/D = 1. 2
4
= 1.
P/D
auxiliary curve
0.6
h
10
1.0
KQ i 5
J
J5
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D
=
1. 4
P/D = 1. 0
P/D = 0. 8
0. 5
P/D =
0.2
P/D = 1. 4
P/D = 0. 6
P/D = 0. 5
0.3
0.2
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
1.6
23.15
P/D
= 1. 2
0.1
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
Fig. 23.5: Design Task 1 – Step 4: Draw auxiliary curve through open water
efficiency values
Tab. 23.8: Results for the propeller selection Task 1 example

Optimum open water propeller data – Task 1
number of blades
expanded area ratio
delivered power (service)
rate of revolution
advance ratio
pitch-diameter ratio
open water efficiency
optimum diameter
23.5.2
Z
AE /A0
PD
n
J
P/D
ηO
DO
4
0.85
23400.00 kW
108.00 rpm
0.6202
0.9227
0.6051
7.43 m
The second propeller design task uses the same input as Task 1 except that the
delivered
power is swapped for the required service thrust T . Since the final propeller
produces
exactly the thrust a ship needs the aforementioned check on ship speed is obsolete.
However, one must select an engine which must be capable to generate the required
torque at the selected rate of revolution.
NAME 3150, L. Birk
Task 2, given:
T , vA , n
wanted:
D, P/D, ηO
171125, lb
0.8
KT
10KQ
ηO
1.4

auxiliary curve
1.2
P/D = 1. 2
4
= 1.
P/D
optimum ηO = 0. 6051
0.6
h
10
1.0
KQ i 5
J
J5
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
optimu
P/D = 1. 0
P/D = 0. 8
m P/D
= 0. 92
27
0. 5
P/D =
0.2
P/D = 1. 4
P/D = 0. 6
P/D = 0. 5
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
1.6
23.16
self propulsion point

of optimum propeller
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D
=
1. 4
0.3
0.2
P/D
= 1. 2
0.1
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
advance ratio
J = vA /(nD) [−]
optimum J = 0. 6202
Fig. 23.6: Design Task 1 – Result: Optimum propeller is defined by maximum of

auxiliary curve
Since the thrust is given, the design constant is based on the definition of the
thrust
coefficient KT . The equation is divided by the fourth power of the advance ratio
to
eliminate the unknown diameter D.
#
KT
J4
T
T
T n2
ρ n2 D4
ρ n2 D4
=
=
=
J4
ρ vA4
vA4
n4 D 4
Design constant for

Task 2
(23.17)
We use the input data from Task 1 again but exchange the delivered power PD in
Table 23.7 for the estimated thrust for the service condition.
T = 1762.35 kN
new input for Task 2
(23.18)
The resultant design constant yields the curve of required thrust for the example
data.
#
#
KT
J 4 = 1.1755 J 4
required thrust curve
KTrequired =
J4
The self propulsion points are now defined by the intersections of the available
thrust
curve with the KT curves of the propellers in the open water diagram. Rather than
showing all intermediate steps of the process Figure 23.7 presents the final
result. Note
that in contrast to Figure 23.6 from Task 1 the solid lines are now the thrust
coefficient
curves KT . The reader should complete the process as an exercise.
NAME 3150, L. Birk
Self propulsion points

for Task 2
171125, lb
0.8
KT
10KQ
ηO
1.4

auxiliary curve
1.2
P/D = 1. 2
4
= 1.
P/D
0.6
1.0
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D = 1. 0
P/D = 0. 8
P/D = 0. 6
P/D = 0. 5
optimum
P/D = 0
. 9060
0. 5
P/D =
0.2
P/D = 1. 4
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
1.6
23.17
P/D = 0. 5 P/D = 0. 6
P/D
=
KT
J4
1. 4
J4
0.3
0.2
P/D
= 1. 2
self propulsion point

P/D = 0
.8
0.1
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
advance ratio
J = vA /(nD) [−]
optimum J = 0. 6146

auxiliary curve
Although a consistent data set has been used for both, Tasks 1 and 2, it should not
surprise that results slightly differ between the tasks. Locating the maximum of
the
auxiliary curve precisely is hard because the curve may be quite flat around the
self
propulsion point. In addition, we are working with thrust and torque curves derived
from regression polynomials. They themselves have been produced by extensive
fairing
of the available open water data (Oosterveld and van Oossanen, 1975). In our
example,
efficiency is minimally higher for the propeller from Task 2. The diameter is 1%
larger
and the pitch diameter ratio is 2% smaller (see Table 23.9).
23.6
Optimum Rate of Revolution Selection
Propeller design Tasks 3 and 4 mirror design Tasks 1 and 2, respectively, however
now
the diameter D instead of the rate of revolution is known. Consequently the
objective
is to find a combination of rate of revolution n and pitch–diameter ratio P/D which
provide the best efficiency ηO .
An initial estimate of the diameter D may be derived in two ways:
• In early design stages the diameter may be estimated from regression formulas.
See later.
• Once preliminary hull lines have been drawn the shape of the stern defines the
NAME 3150, L. Birk
171125, lb
23.18
Tab. 23.9: Results for the propeller selection Task 2 example
Optimum open water propeller data – Task 2
number of blades
expanded area ratio
thrust (service)
rate of revolution
advance ratio
pitch-diameter ratio
open water efficiency
optimum diameter
required delivered power
Z
AE /A0
T
n
J
P/D
ηO
DO
PD
4
0.85
1762.35 kN
108.00 rpm
0.6146
0.9060
0.6070
7.498 m
23394.60 kW
largest possible diameter which may be used as a starting point. Observe the
clearances! A minimum vertical clearance between propeller tip and hull surface
of 25% should be considered. Smaller vessels may have inclined shafts where the
propeller disk reaches below the baseline. However, larger commercial vessels
maintain a clearance of about 3% of the diameter to the baseline. It protects the
propeller and simplifies docking procedures.
23.6.1
In propeller design Task 3 we start again with the delivered power PD as

representation
of the available torque. The diameter D = 7.430 m replaces the rate of revolution
on
the list of required input. Otherwise the data is taken from Table 23.7.
Task 3, given:
PD , vA , D
wanted:
n, P/D, ηO
Based on the torque coefficient
Design constant for

Task 3
KQ =
QO
PD ηR
=
2
5
ρn D
2π ρ n3 D5
(23.19)
we derive the design constant for Task 3. The unknown rate of revolution n is
eliminated
by dividing Equation (23.19) above by J 3 .
#
KQ
J3
PD
PD ηR
2π ρ n3 D5
=
=
2π ρ D2 vA3
vA3
n3 D 3
The curve of available torque is represented by a cubic polynomial.

#
#
KQ
10 KQavailable = 10
J 3 = 1.1866 J 3
J3
(23.20)
(23.21)
Figure 23.8 shows the polynomial (23.21) and the self propulsion points at the
intersecNAME 3150, L. Birk
Self propulsion points

for Task 3
171125, lb
0.8
KT
10KQ
ηO
1.4

auxiliary curve
1.2
0.7
P/D = 1. 2
= 1. 4
P/D
0.6
1.0
0.5
m P/D
P/D = 1. 0
= 1. 05
67
P/D = 0. 8
P/D = 0. 6
P/D = 0. 5
8
P/D = 0.
0.0
0.0
optimu
P/D = 1. 2
0. 5
P/D =
0.2
P/D = 1. 4
.6
P/D = 0
0.4
10
KQ i 3
J
J3
.0
P/D = 1
0.8
0.6
1.6
23.19
0.4
P/D
=
1. 4
0.3
self propulsion point 0.2

P/D
= 1.
2
0.1
P/D = 0. 5 P/D = 0. 6
P/D = 0
.8
P/D =
1.
0.0
0.2
0.4
0.6
0.8
1.0
advance ratio
J = vA /(nD) [−]
optimum J = 0. 6851

auxiliary curve
tions with the open water torque 10KQ curves. The maximum achievable open water
efficiency marks the optimum advance ratio J = 0.6851. This is about 10% higher as
in
Task 1 although the delivered power is the same as in Task 1 and we used the
resulting
diameter D = 7.430 m of Task 1 as input. The pitch–diameter ratio is also higher.
As
a consequence of the higher advance ratio the optimum rate of revolution nO is
smaller
than the input to Task 1.
nO =
vA
8.295 m/s
=
= 1.6297 s−1 = 97.782 rpm
DJ
7.430 m · 0.6851
(23.22)
The resultant open water efficiency is 1% higher as is Tasks 1 and 2.

It should be noted that the maximum of the auxiliary curve depends on the
interpolation algorithm used to create the auxiliary curve. Obviously, there is an
infinite number
of curves of different shape that could be fitted through the six given efficiency
points
marked with ×.
23.6.2
Finally, in propeller design Task 4 we know thrust T , speed of advance vA , and

diameter
D, and we are looking for the rate of revolution nO and pitch–diameter ratio which
provides the highest open water efficiency. We again employ the thrust T = 1762.35
kN
from Task 2 as an example. The input diameter is again D = 7.430 m.
NAME 3150, L. Birk
Task 4, given:
T , vA , D
wanted:
n, P/D, ηO
171125, lb
0.8
KT
10KQ
ηO
1.4

auxiliary curve
1.2
P/D = 1. 2
4
= 1.
P/D
0.6
1.0
0.5
.0
P/D = 1
0.8
0.0
0.0
P/D = 1. 2
P/D = 1. 0
optimum
P/D = 0. 8
P/D = 1
. 0452
0. 5
P/D =
0.2
P/D = 1. 4
P/D = 0. 6
P/D = 0. 5
P/D = 0. 5 P/D = 0. 6
P/D
=
1. 4
0.3
0.2
.6
P/D = 0
0.4
0.4
8
P/D = 0.
0.6
0.7
1.6
23.20
KT iJ 2
J2
P/D
= 1. 2
self propulsion point 0.1

P/D =
P/D = 0
1. 0
.8
0.0
0.2
0.4
0.6
0.8
1.0
advance ratio
J = vA /(nD) [−]
optimum J = 0. 6808

auxiliary curve
The design constant for Task 4 was already introduced when we discussed the
prediction
of full scale power prediction (see Section 22.5.2).
#
KT
J2
T
T
T
ρn2 D4
ρn2 D4
=
=
=
= CS
2
2
J
ρ D2 vA2
vA
n2 D 2
Design constant for

Task 4
(23.23)
From the input data we derive the parabola of required thrust:

#
#
KT
J 2 = 0.4522 J 2
KTrequired =
J2
Figure 23.9 shows the resulting optimum propeller. Its characteristics are close to
the
result of Task 3.
optimum open water efficiency
advance ratio
ηO = 0.6114
J = 0.6808
optimum rate of revolution
nO = 1.6369 s−1 = 98.214 rpm
required delivered power
PD = 23210.89 kW
Like for the other tasks, this result has to be corrected for the behind condition
and
double checked against the cavitation limit. Details of this process will be
explained in
the following chapter.
NAME 3150, L. Birk
171125, lb
23.21
Fig. 23.10: Simplified Task 1 design chart for Wageningen B-Series propeller with Z
= 4 and AE /Ao = 0.85
23.7
Design Charts
Selection of the optimum propeller characteristics based on open water charts is

quite
cumbersome. Nevertheless, understanding and being able to follow the process
described above is a valuable skill. It enables basic checks of computational
results and
can be applied to propellers for which design charts are not available.
Early on naval architects have converted available open water data into more
practical
propeller design charts. The idea is to redraw the open water data as a function of
the
design constant. Easy to work with are the so-called BP - and BU -charts. BP and BU
refer to Taylor’s propeller coefficients. These coefficients are dimensional and
therefore
their values depend on the system of units employed. They should no longer be used.
Like open water diagrams, design charts show data for a set of fixed number of
blades
and expanded area ratio. Figure 23.10 shows a BP1 chart for Task 1 with the data
for Wageningen B-series propellers B4-85. The chart has been simplified by omitting
intermediate curves.
NAME 3150, L. Birk
171125, lb
23.22
Propeller design charts are plotted into an axes system of task specific design
constant
and pitch–diameter ratio. Each task has therefore a specific type of chart. Beware
that
the horizontal axis uses the fourth root of the design constant! For Task 1 we use:
s#
#
#
#0.25
KQ
PD n2 η R
4
=
(23.24)
J5
2π ρ vA5
As shown in Figure 23.10, this stretches the horizontal axis and makes it easier to
read.
BP and BU propeller design charts consist of three distinct sets of curves (Figure
23.10):
(i) curves of constant open water efficiency ηO = const,
(ii) curves of constant inverse advance ratio 1/J = const, and
(iii) optimum propeller curves.
The highly curved open water efficiency isolines may be interpreted like the lines
of
constant altitude on a map. Open water efficiency changes faster where the isolines
are
closer together and it changes slower where the isolines are farther apart. The
open
water efficiency forms a ‘ridge’ that curves from the top left corner to the lower
right
corner of the chart. At the end of a selection process we want to end up somewhere
close to the crest of the ridge.
Open water efficiency

isolines
The lines of constant inverse advance ratio 1/J appear like a hatching pattern
roughly
tracing from the lower left towards the upper right on the chart. In contrast to
the
open water efficiency, values of 1/J = const increase from the upper left to the
lower
right corner of the chart.
Inverse advance ratio

isolines
With open water diagrams we found the maximum open water efficiency as the highest
point on the auxiliary curve. In Figure 23.10 the lower, solid optimum propeller
curves
reflects the pitch–diameter ratios with the maximum open water efficiency ηO,opt .
The
‘P/D for ηO,opt ’-curve marks the points where the open water efficiency isolines
have
vertical tangents. Any vertical line in the chart corresponds to a specific design
constant
value. Deviation from the P/D for ηO,opt curve upwards or downwards along
p
4
KQ /J 5 = const causes a decline in open water efficiency. The decline is, however,
much smaller for increases in P/D-ratio than for lower P/D-ratios.
Optimum propeller
curves
Many published propeller design charts only feature the curve for the optimum
efficiency ηO,opt . However, as mentioned before, this line identifies the best
propeller under
open water conditions. It does not necessarily mean that this is the best propeller
for
the behind condition. Design experience shows that the optimum propeller in the
behind condition operates at a reduced 1/J-ratio. In fact, diameter or rate of
revolution
of the optimum propeller are 2% to 7% smaller for the behind condition compared to
the optimum propeller for the open water condition. The additional optimum
propeller
curves (dash-dotted lines) represent the proper pitch–diameter ratio for reductions
in
1/J from 1% to 5%.
Even simpler than the BP - and BU -charts are plots of the data along the optimum
open water efficiency curve. Figure 23.11 shows curves for three expanded area
ratios.
BP -charts like Figure 23.10 contain data for just one expanded area ratio.
However,
NAME 3150, L. Birk
Other propeller design

charts
171125, lb
pitchdiameter ratio P/D

inverse advance ratio 1/J
1.1
ηO [ − ] and P/D [ − ]
1.0
0.9
3.5
1/J for AE /A0 = 0. 70
1/J for AE /A0 = 0. 85
P/D for AE /A0 = 1. 00 1/J for AE /A0 = 1. 00
P/D for AE /A0 = 0. 85
P/D for AE /A0 = 0. 70
3.0
inverse advance ratio 1/J [ − ]
1.2
23.23
2.5
0.8
2.0
0.7
ηO for AE /A0 = 0. 70
ηO for AE /A0 = 0. 85
ηO for AE /A0 = 1. 00
0.6
1.5
0.5
0.4
0.6
0.8
rh
4 K i
Q
J5
1.0
rµ
=
4
PD n 2 ηR
2πρ vA5
1.2
1.4
1.0
Fig. 23.11: Optimum diameter chart for design Task 1
in many cases AE /A0 is adjusted during the selection process according to the
chosen
cavitation criterion. The middle curve of each triplet represents the same data as
the
Bp -chart in Figure 23.10. Two report from Bernitsas and Ray (1982a,b) contain a
complete set of design charts like Figure 23.11.
Harvald (1983) explains the use of so-called logarithmic propeller design charts.
Their
advantage is that all four tasks may be solved with a single design chart. They
are,
however, fairly complex and data take off is more difficult compared to the charts
discussed above.
23.8
Computational Tools
The propeller design charts above have been derived from the thrust and torque
coefficient polynomials of the Wageningen B-series propellers. It is fairly
straight forward
to include the polynomials in an optimization tool which solves the selection
process
computationally rather than with charts. For design Task 1 one could minimize the
function
#
f P/D, [KQ /J 5 ] = 1 − ηO (JQS , P/D, AE /A0 , Z)
(23.25)
NAME 3150, L. Birk
171125, lb
23.24
The pitch–diameter ratio serves as free variable in the optimization process and
the
design constant [KQ /J 5 ] is a parameter which defines the self propulsion point.
The
open water efficiency is computed from the KT - and KQ -polynomials (23.1) and
(23.2)
ηO =
JQS KT (JQS , P/D, AE /A0 , Z)

2 π KQ (JQS , P/D, AE /A0 , Z)
(23.26)
with the advance ratio JQS as solution of the implicit and nonlinear equilibrium
condition for the self propulsion point
#
0 =
#
KQ
5
JQS
− KQ (JQS , P/D, AE /A0 , Z)
J5
(23.27)
The process is the same for the other design tasks except for the last equation
which
determines the self propulsion point.
The results of the propeller selection based on design charts provide the necessary
data
to complete the power prediction for a ship design. The results also form the basis
for
further computations. For the final design at least a propeller lifting line code
should
be used which will help solving the following details of the propeller design.
• Circulation distribution Γ which in turn determines section lift coefficients and
section camber.
• Adjust pitch-distribution to account for axial and tangential wake distribution
(if
available) and unload propeller tips to reduce tip vortices.
• Optimize chord length distribution to reduce cavitation issues.
Lifting line codes represent the simplest numerical approximation of hydrodynamics
propeller characteristics. Unfortunately, this topic extends already beyond the
scope
of this book. Interested readers should take a look at the OpenProp lifting line
code
(http://engineering.dartmouth.edu/epps/openprop/, last visited 8/25/2017) and
the associated documentation (Epps, 2010a,b). Further analysis with lifting surface
and panel codes may be required if cavitation inception and sound signature are of
interest. For details see Breslin and Andersen (1994) and Kerwin and Hadler (2010).
References
Bernitsas, M. and Ray, D. (1982a). Optimal diameter B-Series propellers. Technical
Report 245, The University of Michigan, Ann Arbor, USA.
Bernitsas, M. and Ray, D. (1982b). Optimal revolution B-Series propellers.
Technical
Report 244, The University of Michigan, Ann Arbor, USA.
Blount, D. and Hubble, E. (1981). Sizing segmental section commercially available
propellers for small craft. In Transactions of SNAME, volume 89. The Society of
Naval Architects and Marine Engineers.
NAME 3150, L. Birk
171125, lb
23.25
Boswell, R. (1971). Design, cavitation performance, and open-water performance of

series of research skewed propellers. Report 3339, Naval Ship Research Development
Center, Washington, D.C.
Breslin, J. and Andersen, P. (1994). Hydrodynamics of ship propellers. Cambridge
University Press, Cambridge, UK.
Carlton, J. (2007). Marine propellers and propulsion. Butterworth-Heinemann.
Chu, C., Chan, Z., She, Y., and Yuan, V. (1979). The 3-bladed JD-CPP series. In 4th
Lips Propeller Symposium, pages 53–82, Drunen, The Netherlands.
Dang, J., van den Boom, H., and Ligtelijn, J. (2013). The Wageningen C- and D-
series
propellers. In Proc. of the FAST 2013 Conference, Amsterdam, The Netherlands.
Paper ID 61.
Epps, B. (2010a). An impulse framework for hydrodynamic force analysis: fish
propulsion, water entry of spheres, and marine propellers. PhD thesis,
Massachusetts
Institute of Technology (MIT), Cambridge, MA.
Epps, B. (2010b). OpenProp v2.4 theory document. Technical report, Department of
Mechanical Engineering, Massachusetts Institute of Technology (MIT), Cambridge,
MA.
Gawn, R. (1953). Effect of pitch and blade width on propeller performance. In
Transactions of The Royal Institution of Naval Architects (RINA), volume 95. The
Royal
Institution of Naval Architects.
Gawn, R. and Burrill, L. (1957). Effect of cavitation on the performance of a
series of
16 in. model propellers. In Transactions of The Royal Institution of Naval
Architects
(RINA), volume 99. The Royal Institution of Naval Architects.
Gutsche, F. and Schroeder, G. (1963). Freifahrversuche an Propellern mit festen und
verstellbaren Flügeln ”voraus” und ”rückwärts”. Schiffbauforschung, 2(4):146–154.
Hansen, E. (1967). Thrust and blade spindle torque measurements of five
controllable pitch propeller designs for MSO 421. Report 2325, Naval ship Research
and
Development Center, Washington, D.C.
Harvald, S. (1983). Resistance and Propulsion of Ships. John Wiley & Sons.
ITTC (2008). Predicting powering margins. International Towing Tank Conference,
Recommended Procedures and Guidelines 7.5-02-03-01.5. Revision 1.
ITTC (2014). Open water test. International Towing Tank Conference, Recommended
Procedures and Guidelines 7.5-02-03-02.1. Revision 3.
Kerwin, J. and Hadler, J. (2010). Propulsion. The Principles of Naval Architecture
Series. Society of Naval Architects and Marine Engineers (SNAME).
Kuiper, G. (1992). The Wageningen propeller series. Publication 92-001. Maritime
Research Institute Netherlands (MARIN), Wageningen, The Netherlands.
NAME 3150, L. Birk
171125, lb
23.26
Newton, R. and Rader, H. (1961). Performance data of propellers for high speed
craft.
In Transactions of The Royal Institution of Naval Architects (RINA), volume 103.
The Royal Institution of Naval Architects.
Oosterveld, M. (1970). Wake adapted ducted propellers. NSBM Publication 345,
Netherlands Ship Model Basin, Wageningen, The Netherlands. NSBM is now
MARIN.
Oosterveld, M. and van Oossanen, P. (1975). Further computer-analyzed data of the
Wageningen B-screw series. International Shipbuilding Progress, 22:251–261.
Stasiak, J. (2004). Service margin – solution of the problem or a problem waiting
for
solution? Polish Maritime Research, 11(Special issue):29–33.
Troost, L. (1938). Open water test series with modern propeller forms. Transactions
of the North East Coast Institution of Engineers and Shipbuilders (NECIES), 54.
Troost, L. (1940). Open water test series with modern propeller forms II. three
bladed
propellers. Transactions of the North East Coast Institution of Engineers and
Shipbuilders (NECIES), 56.
Troost, L. (1951). Open water test series with modern propeller forms III. Two
bladed
and five bladed propellers– extension of the three and five bladed b-series.
Transactions of the North East Coast Institution of Engineers and Shipbuilders
(NECIES),
67.
NAME 3150, L. Birk
171125, lb

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Lecture 23

Propeller Series Data and Propeller

expanded area ratios AE /A0

Wageningen B-Series Polynomials

coefficients from Table 23.2

coefficients from Table 23.3

BSeries propeller B485

P/D = 0P. 5/D = 0. 6

open water efficiency ηO [−]

thrust and torque coefficients KT , 10 KQ [−]

• B obviously stands for Wageningen B-series.

NAME 3150, L. Birk

Open Water Thrust Coefficient KT

The chord length c0.75

Viscous scale effects

Values for the coefficient Cr are listed in Table 23.4.

NAME 3150, L. Birk

Full scale thrust and

Open Water Torque Coefficient KQ

(Oosterveld and van Oossanen, 1975).

Other Propeller Series

Thrust Coefficient Correction ∆KT

Torque Coefficient Correction ∆KQ

King’s College Admiralty

Additional information for propeller performance under cavitation conditions may be

DTMB skewed propeller

NAME 3150, L. Birk

Tab. 23.6: The four basic propeller design tasks

pitch-diameter ratio P/D

open water efficiency ηO

pitch-diameter ratio P/D

open water efficiency ηO

open water efficiency ηO

pitch-diameter ratio P/D

open water efficiency ηO

Design Tasks and Input Preparation

Propeller design problems may be subdivided into two groups:

Basic design tasks

(i) optimum diameter design problems and

Optimum Diameter Selection

Propeller design Task 1

Design constant for

Example ship data – Task 1

vA = (1 − w)vS = (1 − 0.24) 10.958 m/s = 8.295 m/s

Step 1: design constant

BSeries propeller B485

open water efficiency ηO [−]

advance ratio J = vA /(nD) [−]

Step 2: self propulsion

The dimensionless torque available to the propeller is obtained by multiplying the

BSeries propeller B485

available torque curve

open water efficiency ηO [−]

thrust and torque coefficients KT , 10 KQ [−]

advance ratio J = vA /(nD) [−]

Step 3: open water

Step 4: auxiliary curve

NAME 3150, L. Birk

BSeries propeller B485

available torque curve

open water efficiency ηO [−]

thrust and torque coefficients KT , 10 KQ [−]

advance ratio J = vA /(nD) [−]