Maximizing Propulsion Efficiency

Are there gains to be made by new technology?

By David Barringhaus and Robert Olds - Olds Engineering Marine Division Maryborough Qld Aust.
SUMMARY
Comparing the two main players in the Marine Nozzle
design game, the new technology is the clear winner. The
Rice Speed Nozzle achieved 7% fuel savings, 8 to 12%
greater running speed, 4 to 6% more bollard pull, and 8
to 10% more trawling thrust when compared with the
older Kort 19a nozzle. With a NASA designed airfoil
profile, the Rice Speed Nozzle and the unchanged 1930s
design of the Kort 19a Nozzle, were compared in trials
that conclusively proved the Rice Nozzle superiority.
With continued uncertainty of fuel prices, reduced
fishing seasons and zones due to environmental concerns,
the need for more efficient propulsion systems is of high
priority.
FV Atlas fitted with a Rice Speed Nozzle.

BACKGROUND
All too often a great idea is discovered by accident, as is the story
of the humble marine nozzle. Due to canal erosion damage in the
1920s, the German authorities directed the operators of large boats
to install guards around the propellers to reduce wash, this also had
a performance enhancing benefit for the boats. The boats were
faster and capable of greater thrust when compared with open
propeller boats. This caught the attention of Ludwig Kort an
aeronautical engineer from Hanover. He experimented with shapes
and sizes of these guards and in 1930, he applied for a US patent.
The first Kort nozzle improved the propulsion efficiency at speeds
under 10 knots. Professor Kort patented a nozzle series with
different profiles; the Type 19 and 37 being the best known and
widely used in Australia.

A Kort 19a Nozzle

Both of these nozzles are the acceleration type.

Kort Type 19 is installed in vessels primarily
requiring forward thrust - such as supply boats,
trawlers, etc.
Kort Type 37 is installed on vessels requiring
maximum thrust both ahead and astern. The
design of both these nozzles have remained
relatively unchanged since the 1930s.

Kort 19a Nozzle

Kort 37 Nozzle

Since that time, the art and science of marine propulsion has steadily advanced
through better understanding, resulting in better design, performance and efficiency.
Through the advent of computer technology, more precise designs can be achieved.
Rice was established in 1911 in Mexico. First
manufacturing propellers for the local fishing
fleet in Mazatlan. Mazatlan has the largest
prawn trawling fleet in Mexico. Rice has
manufactured over 25000 propellers and
more than 6000 nozzles. A US patent no.
5799394 was granted to Rice in 1999 for
their Speed Nozzle with over 2500 of the
new speed nozzle designs been
manufactured.
Originally a nozzle was not considered
practical for vessels operating above 10
knots, simply because it required more power
than an open propeller. Today, Rice Speed
Nozzle systems are in use for vessel speeds
up to 15 knots.
Cesar Torres, Sales Manager of Rice Mexico (left) with
Dennis Sarunic in Port Adelaide under Antica-S June
2003 the day she was launched

To better understand this technology, we first

need to revisit the concepts of how
propulsion is achieved, thereby allowing the
maximizing of these to our advantage.

GAINING AN UNDERSTANDING INTO EFFICIENCY

Of all the food primary producing methods in the world today, fishing continues to be
the most energy intensive due to its high dependency on internal combustion engines
(Wilson,J.D.K 1999).
A New Zealand study prioritized what were the major causes of fuel inefficiency. In
order of priority:
People principally the vessel operator
Propellers incorrect diameter or pitch (we add incorrect type & DAR)
Engines mismatched to the gearbox and/or propeller
Engine unsuitability or misapplication.
To this we add:
Running open propellers when a nozzle will save 22% fuel or more on most
trawlers, fishing and tuna vessels up to 15 knots.

HOW PROPELLERS WORK - The High / Low Pressures of Propulsion

Let us freeze a propeller in motion. With right hand rotation, the propeller blades will
rotate clockwise viewed from behind. As the blades push down, water is forced down
and back, as is done by your hand when swimming. Because this motion has created a
space, water must rush back simultaneously to fill the void resulting in a pressure
difference between the two sides of the blade. There is a positive pressure or pushing
effect on the driving face of the blade, and a negative pressure or pulling effect on the
front face of the blade. As the propeller rotates, it draws water from its front through
an imaginary tapered cylinder a little larger than the propeller diameter at the front. As
the water passes through this imaginary cylinder, the water accelerates as it passes
through the narrower end of the cylinder. This acceleration of water results in the
force that we know as thrust.

HOW A NOZZLE WORKS

To obtain the most thrust, a propeller must move as much water as possible in a given
time. A nozzle will assist the propeller in doing this, especially when a high thrust is
needed at a low ship speed. As we already know, as the propeller blades rotate in the
water, they generate high-pressure areas behind the each blade and low pressure areas
in front, and it is this pressure differential that provides the force to drive the vessel.
However, losses occur at the tip of each blade as water escapes from the high pressure
side of the blade to the low pressure side, resulting in little benefit in terms of pushing
the vessel forward. The presence of a close fitting duct around the propeller reduces
these loses by restricting water flow to the propeller tips.

The cross sectional area at the entrance of the nozzle is greater

than at the trailing throat. Since the water density is constant,
the water must accelerate from one to the other. Hence the
water is already moving faster as it reaches the propeller than
it would on a conventional open propeller. Therefore, more
water is moved and more thrust created for the same input
Rice Speed Nozzle Profile
power and torque.
However, there are efficiency gains to be made even when it
comes to the nozzle design. Some designs will drag as the
speed of the advance increases. With the Kort nozzle design,
this drag becomes more significant at higher speeds and can
eventually reduce the overall thrust gain to zero. The
coefficient of drag is over 17 times less with the Rice speed
nozzle than the Kort 19A design.

Rice Thrust Nozzle Profile

The section of a Rice-Speed Nozzle was developed from air wing sections displaying
highest lift/lowest drag properties. When nozzle sections of Kort 19-A and Rice-Speed
are compared in Figure 2 below, the drag coefficient of a Rice-Speed Nozzle is 17
times lower than Kort 19-A type.
Figure 2. Comparison of Drag Coefficient Between Kort and Rice Nozzles
Kort Nozzle 19a cd = 0.17

Rice Nozzle cd = 0.01

OPERATIONAL ANALYSIS OF A RICE SPEED NOZZLE

Figure 3 Transverse View of Rice Nozzle.

Due to the design (Figure 3), the propellers

working area in the centre of nozzle, is
approximately 40% smaller than the area of the
nozzle entrance. This results in an increase of
water speed and a decrease of internal pressure in
relation with external pressure - which remains

more or less constant.

Because of this pressure difference, a force P
(Figure 4) is created on the external surface of the
nozzle that is always perpendicular to this surface.
Due to the design of the outside trailing end part of
the nozzle, the horizontal component of this force
P creates an additional forward thrust on the
nozzle; increasing the total thrust of the vessel.

Figure 4 Pressure Differences Creates Additional Forward Thrust.

Up to 40% of the total thrust is generated by the nozzle itself and is transmitted directly to the
hull.

CONCLUSIVE TESTS
To demonstrate the difference in design efficiencies, a test was conducted using the
following:
Three 72 foot trawlers of 375 Hp
1800 Rpm
6:1 reduction gear
each performing the same work
One was fitted with an open propeller, one with a Kort nozzle and a kaplan propeller,
and the third with a Rice Speed Nozzle and Ka speed propeller.

The results tabled below in Table 1

Table 1.
Rice Speed
Nozzle Trial

Prop Dia (")

Pitch (")

Bollard Pull
(lbs)

Free Running
Fuel
Speed (knots) Consumption
(lts/day)

Open Prop

66

44

10379.0

9.3

1512.0

Kort Nozzle

61

56

14652.0

9.0

1264.5

Rice Nozzle

61.25

59

15834.0

10.0

1174.5

First Rice Nozzle fitted in Australia for Schulz Fisheries in Hervey Bay in July 2001 Gundsynd II

The significance of these results is in the:

increased pitch, and
increased running speed, and
increased bollard pulling ability, and the
fuel consumption/day by the use of a Rice Speed Nozzle and KA Speed Propeller.
Putting it simply More thrust, More Pulling Power, More Speed, from the same
power input, for less fuel.
Independent trawler operators in Australia, have achieved greater than 25% fuel
saving using a Rice nozzle system compared with their previous open propeller. Also,
each recorded a speed gain of around 0.5 to 1.5 knots.
Tuna longliners have reported an extra 1 knot coupled with fuel savings as a result of
fitting the Rice speed nozzle system.

Two Nozzles being constructed by Ken Shaws welding works Hervey Bay Qld, for Sarunics Antica and
Haldanes Atlas, S.Australia

It has also being reported in the Canadian Dept. Agriculture and Fisheries newsletter,
that the Jenny Mae Fisheries in Nova Scotia have gained 2000lbs more towing power
and extra travelling speed by the use of a Rice Speed Nozzle. A Rice Speed Nozzle
and propeller were retrofitted to two of their vessels with all of their vessels to have
the same systems installed in due course. It also should be noted that due to the
effectiveness of the new system and reduced fuel costs, the Canadian Government
cost-shared in the installation.
Ultimately, the application of Rice Propulsion Systems would be further enhanced by
better vessel design that would incorporate reduced water disturbance around the
propeller aperture. We would encourage boat designers and Naval Architects to
consider this system when designing their vessels not only for the fishing industry
but also cruising vessels to 15 knots.
In a further trial (Table 2) with the results certified by Bureau Veritas, between two
sister tug vessels, the Rice Thrust Nozzle System again outperformed the older Kort
37 nozzle.
Table 2. Trail Conducted Between Two Sister Tug Vessels. (Results Certified by
Bureau Veritas)
Nozzle Type Vessel Length Vessel HP Nozzle Size ID Free Running Bollard Pull
Bollard Pull
(Feet)
Inches
Speed (Knots) Ahead (Tons) Astern Tons)
Rice TN
98
2 x 1950
106
13
61.3
42
Kort 37
98
2 x 2150
103
12
54.4
39

PROPELLER DESIGN

Tugboat Neeltje P fitted with Rice Thrust Nozzles, Propellers and triple rudder systems. Refer to Table 2.

Apart from the engine that supplies the energy, the propeller is the most important
single item on your vessel. Its design and specifications directly affects the propulsion
efficiency, and therefore fuel costs.
Marine propulsion has close relationships with the aeronautical and hydrodynamics
fields of study. While there are theoretical designs that can be produced, it has been
left to companies like Rice to advance the designs through consultation with NASA
and the end users of their product.
There are a number of crucial factors in a propellers design that affect its efficiency.
To ascertain if the correct propeller is fitted on a vessel, a few simple questions can be
asked. They are:

David Westbury (left) with his Rice 30 Speed Nozzle and Propeller for Magic with Robert Olds at Olds
Engineering, Maryborough

Does the engine rev beyond designed RPM at full throttle and is underloaded?
Is the engine failing to achieve designed RPM and is overloaded?
Does propeller show signs of cavitation?
Is the fuel consumption similar to like vessels?
The importance of these factors differs depending on application. We will address
those that are relevant to the fishing/trawling type vessel.

Diameter

Although vessel design plays a part in propeller diameter, the RPM and power being
delivered to the propeller primarily determine it. Diameter is the single most critical
factor in determining the amount of power a propeller can absorb and transmit.
Therefore, it is the most important single factor in determining the amount of thrust
delivered. General rule of thumb is the slower operating speed of the vessel, the larger
the diameter. As the propeller RPM decreases through engine speed and/or gearbox
reduction the diameter should increase. The diameter of a given propeller should be
stamped on the hub.
The markings should have at least two sets of numbers separated by a x. The first
set of figures relate to the diameter, the second set, the pitch. Mostly, the figures
represent inches.

DAR
Developed Area Ratio or BAR: Blade Area Ratio. Is the area that blades cover on the
total circle area of propeller diameter. The Dar and the diameter are the power
transmitters.

Pitch

figure 1

Pitch is the distance that the propeller would move in one (Figure 1) revolution, like a
nut along a bolt. The pitch is usually stamped on the hub of the propeller. For
example, the markings may read 61(the diameter) x 59(the pitch). This means that in
theory, the propeller would move forward 59 inches in one rotation.
General rule is, the higher the RPM, the higher the pitch. Too lower pitch will cause
the engine to race causing excess stress and fuel consumption. Signs of to lower
pitch are increased acceleration, poor top speed. Too higher pitch will result in
reduced engine RPM and torque. Signs are poor acceleration, poor pulling power. Top
end speed may not suffer much.

Blade Number
Why select 3, 4, 5 or more blades?
The lower number of blades the more efficient the propeller. The ideal number of
blades would be 1; nothing would disturb the incoming water flow. For manufacturing
purposes the most convenient is 3 blades, but for area and balance it is 4 or 5 or more.
With more blades, the loading pressures are more evenly distributed and the vibration
possibilities reduced. Five blade propellers are extremely smooth. A three blade
propeller with the correct DAR will be more efficient than a five blade with a similar
DAR.

Rake
Blades lean or slope either forward or aft viewed from the side: the distance or angle
is called rake and is used to place greater diameters in reduced spaces. Greater rake of

a propeller blade, has more importance to surface piercing propellers, and will not be
addressed here.

Blade Section Shapes

Naca: Symmetrical section. When performance is equal going astern or ahead.
B.Troost: The most commercially used hydrodynamic profile (airfoil).
Ogival: Used when pressure-cavitation conditions are higher, this section withstands
more pressure before cavitation reaches 3-4%, but is less efficient than B.Troost.
Hybrid: By combining both the B.Troost and Ogival, this hybrid maximizes the
benefits of both sections.

Cavitation

The boiling point of water at sea level is 100 degrees C. But when the atmospheric
pressure drops, so does the boiling point of the water. We already know that as
propeller moves through the water the pressure at the front of the blade is lowered.
This also can be said for the leading tips of the propeller blades. As the speed of the
propeller increases, the pressures are reduced, causing the water to boil forming water
vapour. As the water vapour bubbles role across the blade into higher pressure areas
that will not support boiling, they collapse back into water. The collapsing action of
the water vapour generates energy that erodes away the blades, causing cavitation.
Cavitation can be associated with low fuel consumption, as the propeller is unable to
absorb the power of the engine, and the engine runs underloaded (Wilson.J. 1999).
Causes of low pressure areas of a propeller can be too sharp a leading edge, nicks, or
poor propeller design. It is of utmost importance the propeller be maintained in a good
clean condition.

Propeller Maintenance
It is important to maintain the propeller in good condition. The U.S. Navy has
reported that 7 months of marine growth on a propeller, causes up to 10% greater
fuel usage to maintain the same ship speed. By keeping just the propeller alone in
good condition has a big payback for little expense.

SKEWED PROPELLERS

Skewed Rice Propeller for FV Hayley Bundaberg with Rice Speed Nozzle section

In addition to searching for a lower advance resistance nozzle profile that would
demand lower engine power, the advantages of a skewed propeller design were added
to those of a regular propeller, resulting in the Skewed Kaplan design which provides
a higher performance.
In the 60s skewed propellers started to be used on submarines to obtain a silent and
vibration free performance.
In the 70s, they were used on cruisers and very expensive yachts - all searching for
the same benefits.
In the 90s we applied these skewed propellers benefits to working vessels. The
advantages provided by skewed propellers compared to those of regular design are
now known worldwide :
Reduction of level forces excitation.
Better distribution of blade stresses.
Smoother and more silent operation with less resistance to advance, resulting in
lower engine power demand.

Propeller Tip Enhancement

As nozzle manufacturers Rice decreased roundness tolerances, allowing us to also

reduce propeller tip clearance from 0.8% of propeller diameter to 0.6%. This
increased the overall efficiency of propeller-nozzle unit.
In order to maintain a constant propeller tip clearance on the curved inside section of
the nozzle, we increased propeller diameter on trailing edge of the blade tip section as indicated in blue.

CONCLUSION
The efficient hydrodynamic shape of the Rice Speed Nozzle makes the water flow
faster and easier through and around the foil section of the Rice Nozzle than the older
Kort design. More propulsion is achieved for the same power input because a
propeller with a much greater pitch is possible. The nozzle helps to improve the
propeller itself. In addition to the propellers efficiency, the nozzle itself generates
driving forces in a similar way to the lift produced by the wing of an aeroplane. Are
there gains to be made by new technology?
We believe there are through Rice Technology.

Biography
Both Robert Olds and David Barringhaus are working shareholders of Olds
Engineering with Robert being the Assistant Manager. They are both members of the
Marine Division. Robert and David are very much hands on in their positions with
some 40 years experience between them.
Olds Engineering has been involved with the Marine industry since 1918, and Rice
since 1911. Olds Marine engines that are still in service today, powered some of
earliest motorized vessels on the Noosa River in Queensland. To view the full range of
marine products manufactured by Olds Engineering go to their
webpage www.olds.com.au

Reference: J.D.K. Wilson Food and Agriculture Organization paper Fuel and
Financial Savings of Small Fishing Vessels 1999)