1.

PROPELLER CURVE (Typical Propeller Curve for a Sulzer Engine)

2. PROPELLER DESIGN
1. The main engine, propeller and hull comprise an aggregate whose overall performance
characteristic is determined by the characteristics of the individual units. (See Fig-1)
The power absorbed by a propeller is proportional to the cube of its rotational speed.

P = C1n3

whereP = Power.
C1 = constant (propeller constant),
n = r.p.m.

2. The diesel engine is essentially a constant torque machine. At any particular fuel
injection pump setting mean effective pressure, and consequently torque are
approximately constant over the speed range. Thus the power developed is directly
proportional to the rotational speed i.e. The power/speed characteristic of a diesel
engine is a straight line with gradient proportional to M.E.P.
P = C2n

P = Power.
C2 = A constant
n = r.p.m.
M.E.P. (Pe) and Torque (T) remaining constant.

where

3. The operating point of a particular engine/propeller is the point of intersection of the

propeller and engine characteristic.
Power
P = C1n3
(Propeller
characteristic)

P = C2n
(Engine
characteristic)
Operating point for this particular combination r.p.m (n)
<Fig-1 >
P

The effect of varying propeller

The effect of propeller varying
Characteristic
engine characteristic
< Fig-2 >

4. The propeller is usually designed such that its maximum efficiency occurs when the
power it absorbs is that required to drive the hull through the water at the specified
speed, in the fully loaded condition.
5. In the ideal situation the propeller and engine would be matched such that the
propeller efficiency is highest with the ship in a fully loaded condition and the engine
operating at its maximum r.p.m and maximum continuous power output. (See Fig-3)
Power

Engine M.C.O.

Propeller Efficiency
100%

75%

50%

25%
25%

50%

75%

100%

r.p.m. (n)

< Fig-3 >

6. However, in practice, deterioration of the hull due to marine fouling, increasing
surface roughness and adverse weather and sea conditions increase the hull resistance
with a corresponding increase in the power required to drive the vessel at its service
speed.
7. This has the effect of shifting the propeller characteristic to the left i.e. a steeper curve
indicating more arduous operation.
Conversely, when the vessel is operated at a lighter draught, say in the ballast
condition, the hull resistance and the power requirement is less arid the propeller curve
shifts to the right i.e. a shallower curve indicating less arduous operation. (See Fig-4)
8. If the engine and propeller have been matched on the clean hull/smooth water
characteristic with the engine operating at its Maximum Continuous Output (MCO),
operation at the rated r.p.m with increased hull resistance would result in the engine
becoming overloaded mechanically, thermally or both.
Thermal overloading can be particularly damaging to the heavily thermally loaded
components, i.e piston crowns, cylinder liners etc.
To prevent damage in this situation, engine power would have to be restrained by
reducing r.p.m. (See Fig-5)

Power

110%
Overload
100%
Clean Hull
Loaded
Dirty Hull Loaded
Ballast
75%
50%
25%
25%

50%

75%

100%

120%

r.p.m.

< Fig-4 >

Power
Increased Resistance

Overload
Normal
100%
75%
50%
25%

25%

50%

75%

100%

Reduction in R.P.M. to Avoid Overload

< Fig-5 >
9. To avoid the necessity of restraining main engine power, it is usual for the ship
designer to provide a service margin for hull deterioration and adverse weather.
This is achieved by designing the propeller with a somewhat reduced pitch (a lighter
propeller).