REPORT No.

59 M June 1964

STUDIECENTRUM T.N.O. VOOR SCHEEPSBOUW EN NAVIGATIE

AFDÉLING MACHINEBOUW DROOGBAK la, AMSTERDAM
(Netherlands' Research Centré T.N.O. for Shipbuilding and Navigation)
ENGINEERING DEPARTMENT DROOGBÀK la, AMSTERDAM

CONTROLLABLE PITCH PROPELLERS,

THEIR SUITABILITY AND ECONOMY FOR LARGE SEAGOING SHIPS
PROPELLED BY CONVENTIONAL, DIRECTLY-COUPLED ENGINES
(VERSTELBARE SCHROEVEN,
HUN GSCHIKTHEID EN ECONOMIE VOOR GROTE ZEEGAANDE SCHEPEN
MET CÖNVENTIONELE DIRECT-GEKOPPELDE VOORTSTUWINGSMACHINES)

by

Ir. C. KAPSENBERG

issued by the Council

This report is not to be published

unless verbatim and unabridged
RESEARCH COMMITTEE

Ir. J. P. Huisman
1r C. Kapsen.berg
Ir. H. Klaasseñ
Prof. Dr. Ir.J. D. van Manen
Ir. W H. C. E. Rösingh
Ir J. IJ. Sonneveld
N.J. Visser

Ir. A. de Mooy (ex officio)

 CONTENTS

Summary ....... .. . . .. ....... page

5

IntroductiOn - ., . 5

2 Scope of the stUdy . . . .' ............ 6

3 Data to be obtained, from model teSts . .. . . .... . 8

4 Testing the single 'scteW taíiker-, mOdel No. 1733, in the Nether-
lands Ship Model Basin at: Wageningen 9
4.1 Resistance tests 9
4.2 Propulsion tests..................... .9
4.-3Overload tests ...................12

4.4 Other tests . . 13

5 Testing the single screw dry cargo vessel, modl,No. 2211, in the
Netherlands Ship Model Basin at, Wagenirigen . . . . 13
5.1 Resistance tests . . . . .. . . . 13
5.2 Propulsion tests. . 13
5.3 Overload tests . . . . . - .14

6 ' Fuel consumption and the ABC setting. . . .. .. . . . . 16

7 The propulsion plant and the ABC setting . -. . - 16
7.1 The turbine tanker
7.2
7.3
The motor tanker.
The dry cargo vessel . -
.............. . . .

.
17
18
19
-

8 Economiç aspects . . . . . 20
9 General considerations and conclusions. . . 22
 CONTROLLABLE PITCH PROPELLERS,
THEIR SUITABILITY AND ECONOMY FOR LARGE SEAGOING SHIPS
PROPELLED BY CONVENTIONAL, DIRECTLY-COUPLED ENGINES
by
Ir. C. KAPSENBERG

Summary
Models of a tanker of 32,000 t.dw., 16,000 BHP and a freighter of 12,300 t.dw., 7,800 BHP, each propelled alternatively
by a fixed bladepropeller and á coñtrollable pitch propeller, were extensively tested in the towing tank.
In additiOn to the hydrodynamic results some thought is given to the possible consequences of an engine room arrangement.
in which the main engine is constantly turning in the same ditection with only restricted variation in the number of rpm.
The economic aspects ôf controlläble pitch propellers are also considered.

i Introduction Mr.K. N. Fjeldstad wrote in a SAE publication

about the favourable experienceS gained with
-There is a rapidly growing interest in controllable
these propellers in the course of a four years'.
pitch propellers (abridged ç..p.'s). Their numbers
service.
have increased so much already that the total The very frequent manoeuvring required of
propulsion power has passed the 3 million SHP ferries has also stimulated
the installation of
mark.
c.p.p.'s in these craft.
The dimensions of the c.p.p. are also on the The Danish twin-screw passenger-car-ferry
increase.
"Jens Kofoed" is a recent example. She has been
The "Silver Isle", a 25,000 t.dw. ore-carrier
provided with two c.p.p.'s, each driven by twin
of the Mohawk Navigation Company of Montreal,
geared high-speed diesel engines delivering 2,600
has a c.p.p. of 19 ft. (5,800 mm) diameter, driven
BHP to the c.p.p.
by a diesel engine developing 9,000 BHP at For ships with non-conventional propulsion e.g.
Ï15 rpm.
Most of the c.p.p.'s now in use, however, have
with gas turbines or gçared high-speed diesel
engines, the c.p.p. may be an obvious advantage.
been fitted on small or medium-sized ships and
This does not apply to tankers or freighters pro-
even then principally when the type of service leads
pelled by directly-coupled geared turbines or large
to this special type of propeller.
marine diesel engines.
In this respect we may mention ships like As a rule these ships sail the high seas for the
fishing craft and tugs, which run freely to their
respective destinations at full speed and, arriving greater part of each year. They do not manoeuvre
there, tow either a fishing net or another craft;
too frequently and, when in port, are berthed
alongside well-equipped quays. There is no para-
also dredgers which upon reaching their destina-
mount argument for fitting a ç.p.p. to these types
tion at full speed take up their dredging activities
of ships. It is true that these ships also sail under
at an extremely low speed; ice-breakers which
all sorts of conditions, they may be eithef empty
also vary their speed considerably when on the job
or loaded, clean or dirty, encounter good or bad.
and muSt develop a very high thrust.
weather conditions. Nevertheless, in view of the.
Larger ships have been equipped with a c.p.p.
fact that very few of these ships have been specially
for special reasons.
equipped, there has been no reason for installing a
The already mentioned "Silver Isle" sails the
c.p.p. Moreover the difference in design between
St. Lawrence Seaway and consequently does a lot
the c p p and the normal type of propeller may be
of extra manoeuvring.
The 22,000 t.dw. ore-carriers of the Wilson expected to have an unfâvourable effect on the
propulsive efficiency.
Marine Transit Co. also sail the St. Lawrence
Seaway. Their engines develop 6,000 BHP whilst The Netherlands Research Centre T.N.O. for
their propellers are c.p.p.'s; Shipbuilding and Navigation has thought it very
6

important to investigate the problem of what Principal dimensions of these ships and the propellers
effect the c.p.p. will have on the latter catégory of used.
ships in particular. A. Singel screw tanker,, ship model No. 1733.
This study is based on the supposition that the
construction and controllability of the c.p.p. is Ta I.
highly reliable; this reliability has been proved by Main dimensions of ship Loaded Ballast
experience. Length b.p. 192.02 m 192.02 m
Breadth, moulded 27.13 m 27.13 m
Draft at FPP 10.285m 5. 13 m
2 Scope of the study Draft at APP 10.285m 7.38 m
Mean draft ' 10.285m 6.255m
Displacement, moulded 41,145 m' 23,836 m'
The primary intention was to establish what
differences there are in the power delivered to Model scale 1: 27'/2
the propeller (DHP) at all speed ranges depending Max. output °f main engine 16,200 BHP
Delivered horsepOwer 15,700 DHP
on whether the propulsion is by means of a c.p.p.
with various bl3de settings Or by a fixed blade Model No. 1733 was constructed of paraffin wax,
propeller (abridged f.b.p.). the rudders of wood; it was tested with 2 different
For this, extensive model tests both at full draft rudders and 2 different screw apertures, viz.
and at ballast cóndition are necessary. Rudder I and Screw aperture I for tests with the
Increased resistance as a result of fouling or f.b.p.; Rudder a and Screw aperture II, to suit
wind should be taken into consideration. the c.p.p. for tests with this propeller.
It is important to consider possible modifica- The propellers were designed by the Nether-
tions and/or simplifications in the engine room as lands Ship Model Basin according to' the circula-
a result of fitting a c.pp. tion theory.
Finally an evaluation of the results should be The radial wake distribution was determined
made. by experiment. The modèls of the propellers were
made of aluminium, the blade thickness was
Naturally the study has to be restriçted to a couple determined for production in bronze.
of ships. Two ships were chosen which were
TABLE II.
recently built in Dutch yards. For the tank tests
the existing ship models were used after consent Main dimensions of fb.p. c.p.p.
propellers (No. 2568) (No. 2578)
of Owners and Builders.
Diameter 6,500mm 6,500mm
Dign pitch at hub 4,785 inni 4,900 mm
The ships concerned are: Design pitch at tip 5,850 mm 5,850mm
Design pitch at 0.7 R 5,470mm' 5,470 mm
A 32,000 ton d.w. tanker, propelled by a marine Blade area ratio 0.541 0.461
steam turbine or a marine diesel engine Hub diameter ratio 0.178 0.277
Number of blades 4 4
developing. 16,000 BHP.
A 12,300 ton ¿w. dry cargo vessel, propelled by a Details of the ship and the propellers are shown
marine diesel engine developing 7,800 BHP. in Fig. 1, 2 and 3.
LENU11O BETWEEN PERPENOIDJURS - 192.02 m
BOEAOTIO OTOULDER 27.13- 00
DRAFT MOULOED - 20.200 m
IMMERSED VOLUME MOULDED - LIlLO .

!TERN
Willi SCOEW APERTUROO. 11.0001
STERN
Willi BElOW COORIUBEX. TUBETTO
UNO FITTO OLA000 P0OPELLRR

L" BODY PLAN STEM

1iH
Fig. 1. Hull details of Tanker, Módel No. 1733.
 7

PITCH DISTRIBUTION
IN PER CENT -

D 6500

tWit:
LIL WJ:
PO2R/0

z
0.BU2

0.541
W.

____-
r
B
AP/Ao 0179

Fig. 2. Fixed blade propeller for Tanker, No. 2568.

PITCH DISTRIBUTION
IN PER CENT

Fig. 3. Controllable pitch propeller for TânkCr, No. 2578.

B. Single screw dray cargo motor ship, ship model TABLE IV

No. 2211. Máin dimensons of f.b.p. cp.p. -

propellers (No. 3247) (No. 3246)

TABLE III.
Diameter 5,300mm 5,300 min
Main dimensions of'ship Loaded Design pit.ch at hub 3,765 mm 4,226 mm
Design pitch at tip 4,455 mm 4,610mm
Length bp. 142.50 m Design pitch at 0.7 R 4,675mm 4,610mm
Breadth moulded 20.00 m Blade area ratio - 0.520 0.417
Draft, on even keel 8.35.m Hub diameter ratio 0.164 0.306
Displacement, moulded 16873 m' Number of blades 4 4
MOdel scale 1: 23
Maximum output 7,800 BHP
119 rpm
Delivered horsepower 7.566 DHP 3 Data to be obtained from model tests
The modified form of the c.p.p., chiefly due to the
Model No. 2211 was constructed of paraffin wax, bigger hub and the associated modified blade
the rudders of wood; it was tested with twO dif- form, as well as the enlarged screw aperture will
Terent screw apertures, viz. Rudder I and Screw effect the required power.
aperture I for the tests with the f.bp.; Ruddçr Ja Propulsion tests with a f.b.p. as well as with a
and Screw aperture II made suitable for the c.p.p. c.p.p. in the design setting, whereby the relation-
for the tests with this propeller. ship is determined between the required DHP
The propellers were designed by the Nether- and the ship speed and also between the rpm of the
lands Ship Model Basin according to the circula- propeller and the ship speed, will prove this effect.
tion theory. - Pitch control does nOt take place during these
The radial wake distribution was determined tests. Both propellers will follow the propeller law.
by experiment. The models of the propellers were By pitch control, the c.p.p. makes it possible to
made of bronz; the blade thickness of the propel- sail at any ship speed below the maximum, at a
1ers was determined for production in bronze as number of rpm of the propeller çliffering positively
well. or negatively from the propeller law.
Details of the ship and propellers are shown in The propeller rpm may also be kept constant
Fig. 4, 5 and 6. for all ship speeds e.g. equal to the normal max-
8

LENGTH BETWEEN PERPENDICULARS lu_50 M

BREADTH MOUISES 20.00 M
DRAFT MOULUES . B.35
IMMERSED UDLUME MOULSED 16070

L. i
S TE R N STERN BODY PLAN STEM

111
mir,
IuI
LUPi
Fig. 4. Hull dei ails of Dry Cargo Vessel, Model No. 2211.

PITCH DISIRIRUTION
IN PER CENT

Fig. 5. Fixed blade propeller for Dry Cargo Vessel, No. 3247.

PITCH D(STRIBUTION
IN PER CENT

RR
.0.0 R

07
ORR
OES R
R 00.0

99,
- ..
- T
-j
PD,R/D

z
5300

. 0.970

¿
1111M

O IR 95,6 Ao/Ao 0.1.17

AP/A 0.387

Fig. 6. Controllable pitch propeller for Dry Cargo Vessel, No. 3246.

imum. The propulsion power will in all cases Under these circûmstances the maximum torque is
differ from the already established values of the developed. . -.

c.p.p. in the design setting. Propulsion tests will Furthermore' the question arises as to what effect
have to determine this difference. the c.p.p. has in case of an overload due to in-
It should be borne in mind that blade setting has creased hull resistance (dirty ship etc.). The high-
two restrictions. Firstly the propeller rpm can est output which can be developed under these
never rise above the maximum deter mined by the circimstances with a f.b.p. is determined by the
engine and secondly the engine output for a number of propeller rpm which is to be òbtained
reduced number of rpm can neyer surpass the at this overload and the maximum torque which
maximum corresponding to this number rpm. the main engine can develop.
This maximum is defined in a marine turbine by This output, is smaller than the maximum.
the maximum steam 'flow at the prescribed working With a c.p.p. the maximum propeller rpm can
pressure and temperature; in a diesel engine, by always be obtained by adjusting the pitch and thus
the maimum admissible mean effective pressure. the maximum output.
 9

It is expected that in this way a higher speed will 4.2 Propulsión tests
be obtained, when there is increased hull resistance. Propulsion cUrves were determined for the model
Overload tests will have to determine whether with the f.b.p. as well as with the'c.p.p. To a base
this is true and what values are involved. of speed, they indicate the DHP and the propeller
In ballast condition and when using a f.b.p. the speed. .The c.p.p. remained in the design-setting
maximum ship speed depends on the maximum (0° blade angle variation).. Comparison of the
propeller rpm. DHP curves gives a direct indication of the
It is not certain that the engine then.also devel- differences in performance.
ops its maximum output. Propulsion tests with a c.p.p. at various blade
With a c$p.p. however, the. pitch can be in- angles are extremely laborious. A large number of
creased so that the engine does develop its max- propulsion tests have to be made, each test with a
imum output; consequently this may result in a different fixed blade angle.
higher speed. Beginning with 0° blade setting (design setting)
The model tests have to prove whether this is tests were made with blade settings of 8°, 6°,
true or not. 4°, 2.°, +3°, +7°, + 12°, ±18° and +24°.
The sign - indicates a pitch reduction, + a
pitch increase.
4 Testing the single screw tanler, model, The tests with negative blade angle variation
No. 1.733, in the Netherlands Ship Model were not conducted at ship speeds beyond the
Basin at Wageningen maximum propeller .speed and the tests witi a
4.1. Resistance tests positive blade angle variation not beyond. max-
It is possible that enlarging the screw aperture. imum torque.
which is necessary to accommodate the c.p.'p., From this large number of propulsion tests an
will have an unfavourable effect on the hull equally large number 'of ordinates could 'be deter-
resistance. mined with which, to a base of ship speed, the
To determine the latter, model No. 1733 was curves were drawn for:
first towed with screw aperture I for the fb.p. and DHP at constant maximum. propeller speed;
after that with screw aperture II for the c.p.p. blade settings for a;
with a loaded draft of 10.285 metres and ballast DHP at. constant maximum torque;
draft of 5.13/7.38 metres. The ship model was not blade settings for C;
provided with propellers. propeller rpm for c;
DHP fOr a range of constant speeds, d.epending
Table V shows the results: on the propeller rpm.

TABLE V.
Resistance with screw aperture I for the f.b.p: better (+) -10C 120
or worse () than with aperture II for the c.p.p.
speçd draft = . speed draft = 120 - ' ..,oo too
in knots 10.285 m in knots 5.13/7.38 m z

10 0.8% 14' +1.3% to

REVS/MPH.
E

11 1.4% 15 +l.4% 00 - 000 RO

12 +0.3% , 16 +1.4%
13' +1.6% 17 +1.7% 60 120 - 657 -10 60
14 ±1.1% 18 +1.4°/
15 +0.9% 19. +0.8% E § TORDUE

16 +1.3%
ii
60 tOO - -1O
+1.2%
.

17
18 +0.5% -. OHM

00 60 - THRUST - 6000

The resistance of the model increased somewhat

'60- ' -4000
owing to the enlarged screw aperture.
For the rest, the increase in resistance is slight
tO IO - tO 16 ' IT 18
and relatively unimportant, since the performance SPEED OF SHIP Ill KNOTS

of the ship depends on the DHP, which does not Fig. 7. Propulsion curves of Tanker propelled by the con-
necessarily change with the resistance. trollable pitch propeller iC the design position.
lo

The results are shown in the following Figures: and of 105.5 m.t. for the torqùe were accepted as
Fig 7 shows the propulsion test with the c.p.p. in maxima for further studies.
design setting- (0° blade angle variation).
The maximum output of 15,700 DHP is absorb- Note: In this Figure and in the following ones no
ed at a ship speed of 17.40 knots and a propeller allowances on the DHP values as determined
speed of 106.6 rpm. The torque appears to be duritig the tank-tests were taken into account, as
0.7162x15,700-106.6= 105.5 m.t. these are not required for the comparison of
The above values of 106.6 rpm for the propeller propulsion methods. The determined values for

+30 -

+2b°-

e
+10- -
- --.--
BLADE ANGLE VARIATION -._.
/
-

O -
-18000 120

-
-

16000 100

2 - 14000 80
i-
4 ----- -
/ -

REVS/MIN
//
-12000 60

-- - -100:40
- - - -

- FIXED BLADED POELLER

1PTCH CONS-TANT----
,.'
-

DHP C.P.P.4 REVS./MIN CONSTANT - -

-
LTORUE COÑSTANT-------- 6000
- - -

13 11. 15 - 16 1 18
- SPEED -OF SHIP IN KNOTS - -

Fig. 8. Propulsion curves of Tanker when propelled by the fixed blade propeller and when propelled by the controllable
pitch propeller; the latter respectively iii the ØO blade setting (design setting), in settings for constant revs per min. and in
settings for constant torque.
 11

DHP, rpm and ship speed are therefore valid for maximum rpm is unfavourable, especially over
0% allowance on the tank results. the- lower speed range
If the torque is kept constantly at its maximum
Fig. 8 shows the comparison of the various propulsion the same applies to the propulsion as under b.
methods with the f.b.p. and the cp.p. in the design The maximum ship speed of 17.40 knots is the
setting (00 blade angle variation) as well as with same for either propeller.
blade settings for constant propeller rpm and The f.b.p. turns somewhat more slowly than.
constant torque respectively. The corresponding the c.p.p. with design pitch. This is shown by
rpm at the various blade settings are indicated the propeller speed of 104.5 rpm of the f.b.p.
as well. ánd 106.6 rpm of the c.p.p. at the maximum
ship speed. This small difference will however
The following conclusions may be drawn: hardly affect the propulsion.
The DHP curves for the f.b.p. and for the c.p.p. Keeping the torque constant requires a far
with blades in the design setting are practically greater positive variation of the blade angle
the same. than the negative variation required. to keep
Any unfavourable effects due to the big hub of the c.p.p. the propellet rpm constant.
and other deviations from the f.b.p. are hardly A constant torque results in a considerable
noticeable.. At low ship speeds the DHP increases decrease of the propeller rpm.
slightly for the c.p.p.
The propulsion with the c.p.p. at constant In Table VI some comparative values arç shown:

TABLE VI.
Single.screw tanker, ship model No. 1733, with c.p.p. better (+) or worse (-.) in DHP than with f.b.p.
Loaded draft (10.285 m)

knots
cpp blade variation
c.p.p. max.
blade variation
design setting rpm constant torque constant
13 - 1.3% -20.4% -8.5° -23.6% +22.2
14 -1.3% -17.1% -6.5 -15.5% +16.5°
15 0% - 9.3% -5.0° - 7.9% ± 11.0°
16 +0.6% - 3.8% -3.2° - 3.8% + 6.7°
17 -0.4% - 0.9% -1.0° - 0.9% + 2.0°

Fig. 9 shows the results of the propulsion test in

ballast condition for the f.b.p. and the c.p.p. with -1800

constant maximum rpm.

/ '° "
From it the following conclusions may be drawn: / -
The DHP for the c.p.p. with constant maximum
//
- - -i000 io,
rpm is higher than for the f.b.p. over the,whole REVS/MIN 5

speed range. This. is even the case at maximum

/ /
ship speed, where the c.p.p. has the design pitch.
//
//
At the maximum output of 15,700 DHP the
speed of the ship with the f.b.p. is 18.38 knots . ..i,000 la

at 105 rpm of the propeller; with the c.p.p.

(0° blade angle variation) 18.28 knots at 106.6
rpm. This loss did not appear at the loaded D'IF

draft. Most probably this slight speed loss with

FIXED OLAOED PROPELLER
the c.p.p. is due to the somewhat unfavourable C.P.P. REVS.fI4IN. CONSTANt

form of the aperture, the effect of which is Ii 15 IX 17 la

greater at small draft than at loàded draft. SPEEO OF SHIP IN KNOTS

When in ballast condition the f.b.p. also ab-

Fig. 9. Propulsion curves of Tanker in ballast condition,
sorbs the full engine output without exceeding when propelled by the fixed blade propeller and by the con-
the maximum number of propeller rpm (105 trollable pitch propeller at constant maximum revs per min.
12

instead of 104.5), and gives the ship the highest Naturally each point of the speed curves represents
attaiñable speed (18.38 knots). a certain blade setting.
It is sometimes claimed that a ship sailing in The speed curves are bounded by the vertical
ballast and fitted with a c.p.p. can attain a indicating the maximum number of propeller
higher maximum speed by increasing the pro- rpm and the slanting line indicating the maximum
peller pitch. This is not true. torque.
At the maximum torque the DHP is directly
In Table VII some comparative values are shown proportional to the rpm.
for the propulsion in ballast condition. In addition, the relation between DHP and
rpm is indicated for the c.p.p. at 00 blade setting
TABLE VII.
(acting as a f.b.p., i.e. without changing the blade
Single screw tanker, ship model Nò. 1733; with c.p.p. angle). This relation is the propeller law.
better (+) or worse () in DHP than with f.b.p. From this figure it appears that for each ship
Ballast draft. 5.13/7.38 m speed the co-ordinates, of minimum DHP and
- c.p.p. blades c.p.p. constant blade angle propeller rpm practically fòllow the propeller law.
OtS
in design setting max. rpm variation It also appears that a good approximation can be found
14 18.9% 8.2° by the line ABC which follows the propeller law up to
15 14.0% 6.6° about 80% of the maximum rpm and then the vertical
16 9.2% 4.9° through this number of revolutiòs.
17 5.3% 3.0° Down to about half the output of the engines the
2.0% - 3.40/0 2.0°
18
18'!,
2.2%.
2.9%
- 2.8%
.- 2.6%
8°
+0.2°
maximum propulsive efficiency is obtained in this
way, while at a lower output there is only a very
slight difference.
For the engines this means that they will work
at any number Of rpm between 100% and.80% of
16000-
15700 DHP MAX the. maximum, never slower than 80% and, of
15 ODO. course, always in the same direction.
17 KNOTS
For the c.p.p.. tbis means that it works as a
14000- C.PF BLADE SETTING FOR MAG.TORDLIE Al EACH SPEED
f.b.p. down to about 80% of the maximum rpm,
13000-
t4Gl'S
which corresponds to about 50% of the output,
CP.P. DESION PITCH D BLADE SETTING)
and then with a constant rpm by means of pitch
12000- V

lB KNOTS control.
11 C.P.P BLADE SETTING FOR CONSTANT
__4 This method, which does not give any noticeable
REVS/SIN. AT EACH SPEED
ISSKNOTS
loss in propulsive efficiency, Ópens up the possibil-
1000G -
15 KNOTS ity of some interesting arrangements in the engine
9000 - S-O ANOTO
room.
This will be commented upon later.
::::: Naturally the above mentioned 80% of the max-
imum rpm is arbitrary and can be fixed at a higher
13 KNOTS

6G00
or lower value as well. It may even be advisable to
Io
O-
12.NBNQTS
sail the lower ship speeds with about 80% rpm
5000 - but the extremely low speeds with 50% rpm for
¿000 -
example or ti1l less in order to improve the propul-
sive efficiency. However such measures will only
3000 be necessary when the extremely low ship speeds
C have to be maintained for long periods.
- 10 30 ¿o 50 60 70 90 90 100 110
REVSJMIÑ.
. 4.3 Overload tests
Fig. 10. DHP curves of Tanker for constant ship speed at If a ship has an increased resistance e.g. owing to
varying revs per min. of the controllable pitch propeller.
Propeller law (00 blade setting), optimum curve and ABC fouling and if she is fitted with a f.b.p., the engine
setting. output can be eontrolled to obtain the highest
pôssible ship speed. until the maxïmum engine
Fig. 10 shows DHP plotted to a base of rpm of the torque is reached.
c.p.p.. for a range of constant ship speeds. Neither the maximum propeller rpm nor the
 13

maximum engine output will then have been In both cases the propellers deliver an iicreased
reached. - thrust, in óther words they are ovêrloaded.
If the ship is fitted with a c.p.p the pitch can be DHP lines for increased resistance with 25%-
reduced a little in order to increase the number of 50%-75% and 100% allowances on the 'DHP -
propeller rpm. to the maximum, thus allowing the 0% have been drawn. in Fig. li. The ship: speed
maximum horsepower to be. developed. cannot be increased above the vailue whereby the
It may be expected that in doing so the speed engiiles develop either their maximum torque or.
loss, due to increased resistance, will decreases their maximum number of rpm.

MAX -
/ /
120,
D

12500 100

-1000O 80
_;; ;.

0° -
z
°
bkP
-r- - .

BLADE ANGLE VARIATION

_ - 7500

o-..
- 5°- -5000
w
-J --
z
FIXED BLADED PROPELLER -. -:

4
CONTROLLABLE PITCH PROPELLER-- -
-

- 2500
I
-- - J

14 - 15 - 16 - - 17 18
SPEED OF - SHIP IN KNOTS -

Fig. 11. Attainable ship speeds of Tanker at increased resistances with the fiied blade propeller and the controllable
pitch prOpeller
14

For the ('b.p. the line "DHP at maximum torque" sepûate and extensive propulsion tests for in-
and the line "revs./min. at maximum torque" creasing resistance and various blade settings.
are therefore drawn. These blade settings are indicated by the line
Both lines have been determined by extensive "Blade angle variation" in Fig. 11. It is striking
propulsion tests for increased hull resistance. that this blade variation is only slight i.e. between
The intersections of the line "DHP at maximum 0° and 1.1°.
torque" and the DHP lines with àllowances indi- The dotted line DHP-0%, although strictly
cate the highest possible ship speeds attainable with speaking to be defined by thç blade settings of the
the f.b.p. under the varioús resistance increases. liñe "Blade angle variation" actually hardly
With pitch control a c.p.p. can always absorb deviates 'at all from the line "DHP-0%" for the
the full power, irrespective of resistance increases. c.p.p. in the design-setting.
The maximum ship speed therefore is deter- Fig. il shows that with the c.p.p. working at
mined by the intersection of the horizontal full power, a higher ship speed is attainable for
dotted line "Max. 15,700 DHP" and the dotted each allowance than with the f.b.p. working at
line "DHP +25%", etc. maximum torque.
The setting of the blades, whereby the c.p.p.
absorbs the maxirnum.-power. is determined by In Täble VIII some values are shown:

TABLE VIII
fixed blade propeller - controllable pitch propeller
'allowance -. -

on DHP b!ad7settin
,DHP rpm speed of ship DI-IP ' rpm speed of ship

-- 0%
25%
15,700
15,200
106.6
103.1
17.39
16.46
15,700
15,700
106.6
106.6
17.40
'16.56
00;35
50% 14,830 100.7 15.57 15,700 106.6 15.82 0.65
75% 14,640 99.4 14.87 15,700 106.6 15;16 0.90
100% 14,520' 98.4 14.28 15,700 106.6 14.60 ' 1.12

Example: At a DHP allowance of 50% a 0.25 The variations in torque and thrtist are slightly
knot speed increase may be attained at a cost of smaller for the c.p.p. than for the f.b.p.
870 DHP, or in other words a speed gain of 1.6% This is due to the wider screw aperture required
for a power increase of 5.9%. for' the c.p.p.
Both propellers show slight sheet cavitation on
4.4 Other tests the back of the blades and a small tip vortex.
They are both a little more pronounced on the
The following tests were carried out to complete c.p.p This is caused by the somewhat heavier
the investigation. -
load on the slightly smaller blade area, which
Wa/ce tests with a pitot tube and with blade is a consequence of the thicker hub.
wheels. These tests serve to obtain the radial
and circumferential wake distribution curves Note: The propellers used in the foregoing tests
in order to design a wake adapted propeller show a number of rpm at full load, specially fitted
and to adjust the wake field in the cavitation for a turbine-drive. For a diesel-drive the propellers
tunnel respectively. would have been designed for a number of rpm 10
Open water propeller tests to analyse 'the propeller or 12 revs higher at full load. It is not expected
open water efficiency and the various propul- however, that' the testresults will then show any
sion factors. fundamental deviation.
Measurement of torque- and thrust-variations during
one revolution of the propeller. 5 Testing the single screw dry cargo vessel,
Cavitation tests. model No. 2211, in the Nethedands Ship
Model Basin at Wageningen
The following results may b'e mentioned: In gèneral the same tests were conducted as for
b. The maximum efficiency of the c.p.p. with the tanker model. Nof tested were:
bl4des in the design setting is equal to that of The propulsion in ballast condition, the varia-
the f.b.p. tion in torque and thrust, and the cavitation.
 15

The results found for the tanker are considered 7,566 DHP at 118.5 rpm for the f.b.p. and 119.8
to be representative for the dry cargo vessel as well. rpm for the c.p.p. The calculatèd maxi mum torque
therefore is: 0.7162x7,566119.8 = 4523 m.t.
5.1 Resistance tests The results of the propulsiOn tests with the f.b.p.
The following, table gives the results: and the c.p.p. with blade settings adjusted for a
costañt maximum propeller speed and for a
TABLE, IX
constant maximum torque respectively, are shown
Resistance with aperture I for the f.b. better (+ or in Fig. 12.
worse () than with aperture II fbr the c.p.p..
This Figure is comparable with Fig. 8 under
speed in knots percentage 4.2 and the conclusions drawn naturally with
10 ±1.8 other data are identical.
Il ±1.1 In Table X, which corresponds to Table VI
12 +1.6 some values relating to the above are shown.
13 +2.8
14 +2.6 The diagram of the DHP curves for various ship
15 +1.6 speeds to a base of rpm of the c.p;p. is shown in
16 +1.0 Fig. 13. It is comparable with Fig.. 10.
17 +0.9
18 +1.6 The latter showed that the propeller law gave
the most favourable relationship DHP and rpm;
The same considerations obtain as under 4.1. hère is shown that a slight increase of pitch and
thus a decrease in the number of rpm results in
5.2 Propulsion tests some gain - about 1% at higher speeds.
It appears that just as for the tanker tests, the dry A favourable ABC setting follows the optimum
cargo ship attains the same speed with a f.b.p. or line down to about 80% of the maximum rpm
with a c.p.p. at the maximum power absoi-ption. of the propeller and then vertically down. This
For the dry cargo ship the maximum power is means a small increase in pitch down to 80% of

-ioab
,200_

+10
/
150 0°
BLADE ANGLE VARIATION
-- - //
_1 0- . - .-.-- ..--.----.

.
-

- -:
:--- -
- ' //
-

8000
100

z o .
- .
-- /
REVS/MIN.

50
z. 6000.
,,,..
-- .
-

-- ._D0O
FIXED BLADED PROPELLER

DHP rPITCH CONSTANT - -

C.P.P.. REVSJMIN. CONSTANT -,----
CONSTANT

...
LTORQUE

- 2000

10
SPEED OF
11
SHIP IN
12
KNOTS
13 --
-
I

-
15 16
- -
ii
Fig. 12. Propulsion curves of Dry Cargo Vessel when propelled by the fixed blade propeller and when propelled by the
controllable pitch propeller, the latter respectively in the 0 blade setting (design setting), in settings for constant revs per
min. and in settings for constant torque.
16

TABLE X.

Smgel screw dry cargo ship, ship model No 2211 with e p p better (-r-) or worse (-) in DHP than with fb p
Loaded draft. (8.25 m)

knoth
C41 blade variation
c.p.p. fliaX.
- blade variation
design settmg rpm constant constant
11 -49.5% -10.1°
12, -30.5% - 8.6°
13 -0.6% -15.3% - 7.1°
14 -0.6% - 7.2% - 5.5° -3.6% + 15.1°
15 -0.7% - 4.2% - 3.7° 0 + 10.3°
16 -0.2% - 2.3% - 1.6° +0.2% + 4.2°
17 -1.3%
18 -1.2% '

the rpm followed by a decreasiñg pitch once the

8000 .
80% line has been reached. This is a suitable
, -

-
7556 DHP MAX. A method and it mäkes the ABC setting still more
-
J 16.5KNOTS attractive.
7000
CEP. BLADE SE7IINO FOR MAX. TORQUE AT EACH SPEED
For the rest the same considerations obtain as
-
for the tanker on page 12.
-' ' TB KNOTS

CEE OESION PITCH IOBLADE SETTINDI

5.3 Overload tests
6000 Jig. 14 is analogous tO Fig. 11 under 4.3. The same
- CEP. BLADE SETTINO FOB CONSTANT
BETS/SIN. AT EACH SPEED
HOTS
considerations obtain., The results show that with
a c.p.p. adjusted for absorbing maximum DHP
IB SHOTS a higher ship speed is obtainable than with a f.b.p.
5000 - -
working at maximum torque.
Table XI gives some values.
The speed .gain is only slight.

6 Fuel consumption and the ABC setting

Although the ABC setting permits the ship to
3000T - operate with high hydronarnic efficiency, it is
r
r possible thät the relatively high rpm in the lower
ship speed range may cause a higher specific fuel
consumption of the main engine, as a result of
2000- -
c which makes ABC setting a not attractive propo-
io Lo 50 60 70 90 80 100 110 120 U0 sition.
RE VS/HIN.
As regards steam consumption geared steam
Fig. 13. DHP curves of Dry Cargo Vessel for constant ship turbines are especially insensitive to speed changes
speed at varying revs per min. of the controllable pitch at constant power. Values are slightly more fa-
propeller. Propeller law (0° blade setting), optimum curve
and ABC.setting.. vourable when the speed increases at low output,
but the gearing then becomes somewhat less effi-

TABLE XI.
-

' fixed blade propeller controllable pitch propeller

allowance blade setf
DHP rpm speed of ship DHP rpm speed of ship
in
7,566 118.5 1&69 - - 7,566 - - - 119.8 -, - i6.66 O
25% 7,470 117 . - 15.86- ' 7,566 - 119.8 15.90 ' -0.18
50% 7,360 ' 115.2 15.07 7,566 119.8 15.14 -0.42
75% 7,240 113.4 14.30 7,566 . 119.8 - 14.46 -0.75
100% 7,120 - 111.5 13.63 7,566 119.8 13.86 -1.12
 17

cient. Lines of constant specific steäm consumption From this we learn that fór a constant lóad at
of a geared turbine plotted to a base of rpm run varying rpm there is no appreciable difference in
horizontally for each constant load. the specific fuel consumption.
The diesel engines of the tested ships are all of The ABC setting will therefore, not result in
the single acting two-stroke type with turbo a higher specific fuel consumption.
chargers. The required power of 7,800 and 16,000
BHP çan be developed with, as little a 6 or 8
cylinders. 7 The. propulsion plant and the ABC setting
The curves of constant specific consumptiOn fQr Although a setting for constant propeller rpm, ï.e.
one make of this engine type have been drawn in pure pitch control, is very. simple. in a way-, it is
Fig. 10 and Fig. 13 and reprinted as Fig. 15 and too inefficient to be considered.
Fig. 16 for the tanker engine and the dry cargó The ABC setting according to Fig. 10 and Fig.
engine respectively. 13 gives high propulsive efficiency, requires a

REVS. MIN AT MAX. TORUE

..
-// io
__119.8 REVS/MIN.. AT .7566 .DHP .

/_- /
/ // /
.

- lN.
.

.
/ // /
/
//
i" / // / -10000100

//
>,
//
:Y /
/f /. .77 / ..

// // / /. / - .PT/ Mx.T.Rau
.

. . w
.

.. . -8000 80
/ . /
/7 iv
I / / I

JZ
/I
/i
.í____.

I..
.
.

I
-

0° - - ' u
.

LvR1rlQlL 6000

co
I
FIXED BLADED PROPELLER
CONTROLLABLE PITCH PROPELLER
.
.

I. I
.

- - - I. . I..--
- 2Q00

- -

13 14 15 - 16 17 18
SPEED OF SHIP IN KNOTS . -

Fig. 14. Attainable ship speeds of Dry Cargo Vessel at increased reslstances with the fixed blade propeller and the -

controllable pitch propeller.

18

8000.
- -

g:
7586-DUD MA'X./ /
16000- -

i
'T'41
¡1/ ,/
i' i/jtí /1:
/
II
i
.J
-
IORNOTO
150X- /,/, I

- - j
I,I/,,_
/ /
,
-

I? RUGÍS
7Q5
C)P
-

I4DE SEtTING FOR MAO, TORQUE AT,EACH SPEED

14000 - C.P.P BLADE GETTINO FOR MAX, TORQUE AT EAC'H, SEE,P

I /j / i
13000- -' / 'j /
/i I
CPP DESIGN PITCH ISBDE SETTIMlI
KN

C.P.P, DESIGN PITCH 0 BLADE SETTING f

/ u'
j /f/
12000- 60
- TN KNOTS

a
- C.P. BLADE SETTING FOR CONSTINT / i i-, __4 REvsJMINiTcAcIISPOED'
/
,naJMIN. AT (ACH SPEED

¿ lW ::
¡ ISSKNOIS

T::::: 11 1OTS

5000
- -
ß- 145 KNOTS
8000
I \ ' iL KNOTS

41i13 KNOTS
600 -

3000-
¿000.
X
.1
3000 - -

C
20 2X0-
70/ 80
/
-30 40 50 60 90 100 110
REVSJMIN: - -
30 ¿0 50 60 70 10 iO WO 110 120 O

REVS HIN.
Fig. 15. Curves of constant fuel consumption of the Tanker
main diesel engine shown in the diagram of constant ship Fig. 16. Curves of constant fuel consumption of the Dry
speeds, Fig. lo. Cargo Vessel main diesel engine shown in the diagram of
constant ship speeds, Fig. 13.
restricted propeller speed variation and no change
in direction of rotation. It may even be that fewer auxiliary generators
These features are bound to be value in the are needed.
design of the engine rOom. To rea1ie this conception the main- engine has
It is obvious that the main engine should be to be provided with a shaft a1teriator which
used to produce electrical energy for all auxiliaries supplies all the necessary electric energy at sea.
inside and outside the engine room. This solution For the turbine tanker this will amount to
has been adopted more than once arid then under 600 kW, for the motor tanker 450 kW and for the
far more difficult circumstances, i.e. for a main dry cargo ship 250 kW. To keep a constant D.C.
engine driving a f.b.p., but obviously a complete voltage, in spite of a variation in rpm between
solution could not be obtained in such cases. 100% and 80%, well-known regulating devices
can be used.
Reference is made to the motor tanker "London
Independence" of 34,000 t.dw. (Motorship Octo- Direct current is being less used in new ships,
ber 1961) and the motor tankr "Butmah" of however, so?itention will have to be paid to gen-
33,500 t.dÑ. (Asea Zeitschrift 1959 Heft 3). erating:alternating current.
An alternator directly coupled to the main
The advantages aimed at are: engine will vary its frequency in accordance with -
the ship has only one main sourçe of energy; the the ABC setting, i.e. from 100% to 80%.
auxiliary generators are only used in port, so need Although some consumers such as cooling water
less maintenance and no supervision at sea; the pùmps may vary rpm in the same way as the
electric current is generated in a more efficient main engine, others may require a constant vol-
way and if the main engine is a diesel with tage (light) or a constant frequency (navigational
cheaper fuel. apparatus).
Further, cheaper and lighter fastrunning aux- In any case it is a considerable complication if
iliaìy diesel engines are acceptable as they have no current of constant frequency is available.
a rather short running time. Besides, in case of emergency, it must always be
 19

possible to switch on an auxiliary generator at For any speed of the main engine, lower or higher
once and this is only practicable with constant than the aforesaid predetermined speed, the hy-
frequency. drostatic units add to the annulus a positive or
A shaft alternator will only be a coripletely negative speed in such a way that the output
useful source of energy if it supplies A.G.of constant speed remains constant.
frequency. To arrive at this, an automatic control of the
swash plate of the variable-stroke hydrostatic unit
is required.
To obtain this there are, in principle, three When turning the annulus, part of the power
methods: for driving the alternator is transmitted by the
Firstly the electrical method. The shaft generator hydrostatic units.
generates D.C. and drives a convertor. A control As this takes place at a relatively low efficiency,
apparatus in the D.C. keeps the rpm of the con- the total efficiency of the gearing is somewhat
vertor constant, so that the A.C. produced is of reduced but remains 96% at the minimum as long
constant 'frequency. as the speedvariation of the inputshaft is restricted
to about 20%.

Secondly the adjustable 4ydraulic gear method. A

7.1 The tUrbine tanker
hydrostatic pump unit with controlled delivery
drives a hydrostatic motor unit at constant rpm. The propulsion plant of the turbine tanker may be
equipped. as follows:
The variable-ratio epicyclic gear driving the
There are objections to both the electrical and 600 kW alternator, is coupled to one of the pinions
the hydraulic method mainly high initial expenses or to the shaft. The electric power is delivered to
and too low, efficiency. the main bars of the switchboard. The latter is also
fed by the turbo generators. The cargo-oil pumps
are driven by steam turbines in the usual way.
Thirdly the mechanical hydraulic method. An example Before sailing, the turbo alternator must supply
is. found in the variable-ratio epicyclic gear, which elèctric energy to make the main turbine and the
gives an efficiency of 95% to 98%. ship ready for sailing.
This gear may be driven from the main engine As soon as the signal is received, the main
in any suitable way. If the main engine is a geared engine is started with the c.p.p. in "zero pitch"
marine turbine, the driviñg element may be the setting.
primary pinion, the secondary pinion, the main The engine will then take up a speed equal to
wheel or the shafting. In the case of a diesel engine, 80% of the maximum rpm.
it may be the forward end of the motor, the shafting At this moment the load of the turbo generator
or any other suitable arrangement. may be taken over by the shaft alternator, so
The variable-ratio epicyclic gear is basically a that the turbo generator can be stopped.
Stoeckicht gearing. However, instead of the annu- If necessary or desirable this moment may be
lus being a conventional stationary reaction mem- delayed until the vessel is at sea.
ber, it is connected, through suitable gearing, to During the whole voyage only one source of
a hydrostatic unit. A second hydrostatic unit of energy is in use and only the main engine, is in
the variable-stroke type with swash plate is service, including the shaft' alternat6r and all the
coupled to the constant-speed output shaft of the consumers.
gearing by suitable gearing. The average load of the shaft alternator 'will
The two units form a closed hydraulic circuit. then be about 500 kW.
The built-in ratio of the gearing is such, that When the ship arrives' at her destination and
at one predetermined speed of the input shaft, during the unloading period the turbO alternator
and thus of the main engine, the output shaft, will be running again. The value of a shaft alter-
driving the alternator, has the required number of nator depends on the numbçr of running hours.
rpm to produce A.C. of the correct frequency. The average voyage conditions of a tanker were
The annulus remains stationary, the gearing mentioned iñ a lecture held at the Institute of
works as a' normal fixed-ratio gear with high Marine Engineers on 14-10-1958 by Commander
efficiency. Bonny
20

days 500 kW; the second plant has a c.p.p. and thus
at sea, nOrmal service power 225 a main turbine without an astern turbine, driving
at sea, normal service power, ballasting 15 a shaft alternator with a load of 500 kW.
at sea, normal service power, tank heating 20
at sea, normal service power, tank cleaning 20 The steam and feed water diagrams are exactly
at sea, at reduced powers 10 the same as regards feed water heating, de-
at anchorage, steam on engines (including aerating, Steam airheater, steam to steam gener-
loading) 35 ator, etc.
discharging cargo steam on engines 5 The calculations for both were made in the
shut down 35 same way. Thus a comparison between the cal-
culated fuel consumptions is reliable and is in
365 principle valid for steam diagrams compiled in
another way.
According to this summary the tanker is operating
for 330 days out of 365, divided as follows: 290 The following steam conditions are assumed:
days at sea, 40 days at anchorage, loading and for the ship with a f.b.p.:
discharging cargo with steam on engines. steam pressure at superheater outlet: 49 ata,
This níeans that during 88% of the yearly steam temperature at superheater outlet: 455 °C,
working time the shaft alternator may be used, for the ship with a c.p.p., 53 ata and 485 °C
during which time the. turbo alternator is out of respectively.
service, so needs neither supervision nor main-
tenance. The 4 ata higher steam pressure and the 30 °C
Naturally a saving of fuel is involved, which will higher steam temperature for the c.p.p.. plant is
be considered later. permissible because of the lack of sudden tempera-
Normally a turbine tanker has two turbo gen- ture changes in the turbine and the absence of
erators, one of which is .a stand-by. thermal shocks.
If a shaft altèrnator is installed, one turbo This slight increase of the steam condition has
generator is sufficient. no unfavourable efféct upon the safety factor of
The main turbine is simpler as the astern turbine the engine as a whole.
is omitted and consequently steam supply lines
are less complex, especially as the manoeuvring The result of the calculation of the specific fuel
valves and the manoeuvring stand can be dis- consumptiòn is as follows:
pensed with. for the installation with f.b.p. and turbo generator,
The main turbine approximates more and 24.7 grammes per SHP/hour; for the c.p.p. and
more to a land-based turbine installation; as a shaft generator, 236 grammes per SHP/hour.
result more consideration may be given to the in- This represents a difference of li grammes or
stallation of a single cylinder turbine, which has a saving of 4.45%.
a less complicated design with fewer foundations The saving in costs will be dealt with under 8.
and fewer pipelines.
Single cylinder turbines are not at all new on It may be assumed that this saving is the result of
ships. 1% saving on the astern turbine, 1.9% on the
Several cross-channel ferries have been equipped higher steam condition and 1.55% on the more
with them, and also P. and O. Liné's "Canberra". efficient way of generating electricity.
The latter ship has a turbo-electrical propulsion A fùrther saving is attainable by re-heating the
plant and her main generators are driven by steam. Although only justified for high powered
single cylinder turbines. ships, re-heating can be effected far more easily
It has been pointed out already that the fitting and simply when úsing a c.p.p.
of a shaft alternator results in a saving of fuel. To Manoeuvring with re-heated steam gives rise
figure this out, two steam and feed water diagrams to complications when using a f.b.p.
were designed for a marine steam turbine plant The expansion of the steam in the economical
with a service output of 15,000 SHP. ahead turbine proceeds differently in the un-
The first plant has a f.b.p. and thus a main economical astern turbine and when going astern
turbine, an astern turbine and a turbo generator the balance between the superheater. and the re-
of the straight condensing type with a load of superheater will be disturbed.
 21

To prevent this the re-superheater will have to stalled which are cheaper than the type used now.
be shut off or a de-superheater will have to be put Some saving in initial cost is not the only ad-
into operation. vantage, the shaft alternator also saves fuel.
This complicates the plant and the operation. For a load of 375 kW the shaft alternator re-
Ifa cp.p. is fitted this difficulty is avoided as the quires a driving power of 550 HP.
expansion takes place through the very same blades Assuming that the variable-ratio gear has an
whether sailing ahead or astern. efficiency of 0.965 the main engine will have to
Publications on the use of re-superheating deliver 570 HP to drive the shaft alternator. This
indicate a possible saving of 5%. requires at a specific fuel consumptiòn of the main
An engine plant with c.pp., shaft alternator engine of 154 grammes an hourly consumption of
and ABC setting may easily be controlled from 88 kilogrammes of heavy fuel. If a 450 kW diesel
the bridge, a feature that may indeed be of ad- generator supplies an electric output of 375 kW,
vantage in the future application of automation. it will have a specific consumption of 172 grammes
bringing the hourly consumption to 95 kgs of
7.2 The motor tanker diesel oil.
The application of the c.p.p., shaft alternator and The saving in cost will be dealt with under 8.
ABC setting to the diesel engine: propulsion may As the main engine is non-reversible the follow-
lead to the following arrangement. ing simplifications are evident:
A 450 kW shaft generator is coupled to the main Simplifications to fuel pumps, fuel cams arid
engine by a variable-ratio epicycic gear. starting device, omission of the manoeuvring
This shaft generator generates electrical energy stand, small starting-air vessels and small air com-
for all consumers during the whole voyage. pressors.
The generated voltage is of constant frequency. The use of a cip.p., ABC setting, shaft alternator
There are four cargo pump units, two consisting and bridge control represents another stride for-
of a 900 HP diesel engine coupled to a 1350 m3/hr ward on the road to automation.
pump, either directly or by a gear case, and two
units as above but also coupled toa 450 kW alter- Note: The use of steam from an exhaust gas boiler
nator. When loading or discharging in port one is not mentioned as the possibilities are the saine
of the two latter units generates electricity, the for both the f.b.p. and the c.p.p.. equipped propul-
pumpside being disconnected. sion plant.
The diesel engine has not got sufficient capacity
to drive both pump and generator simultaneously. 7.3 The dry-cargo motor ship
The three remaining units deliver the required Used on the dry cargo vessel, the c.p.p., ABC
pump capacity of 4,000 m3/hr. setting and shaft generator presents a somewhat
In this way both units with aiternators are different picture although, in principle, the same
each others' stand-by in port, at sea these units are arrangement applies as for the motor tanker.
a double stand-by for the shaft alternator. - Compared with the tanker, the dry cargo ship
When the ship leaves port one generator unit is spends more time in port and less at sea. A good
generating electricity just as on the turbine tanker. average is 150 sea days.
As soon as the main engine is started, it runs at The power consumption in port is considerable
80% of the maximum rpm and the electricity and often decisive for the size of the diesel gen-
supply can be taken over by the shaft alternator, erators. The dry cargo vessel under consideration
which from then on supplies the electric power of 12,300 t.dw. and an engine output of 7,800 BHP
for all purposes during the whole voyage. eonsumes 290 kW maximum in port when loading
Consequently the diesel units are not used and discharging, and at sea 230 kW maximum
during the voyage and require neither super- with an average at sea of 170 kW.
vision nor maintenance. There are three auxiliary diesel generators each
In port one of the diesel units takes over again of 180 kW.
and, working at about half load, delivers the At sea either one or two will be running, in port
electric current. during loading and discharging two will be in use.
The auxiliary diesels aie only running for a One of the diesel generators acts as stand-by at
short time; they are only used at loading and un- sea as well as in port.
loading and when leaving or entering port. The engine plant using a c.p.p., ABC setting
Consequently fast riirLning diesels may be in- and shaft alternator will be as follows:
22

A non-reversible main engine, 250 kW shaft alter- the c.p.p. and the possible savings. The result of
nator with an average, load of 170 kW coupled to this comparison is, however, only one factor
the main engine via a variable-ratio gear, twò affecting the decision on the general suitability of
diesel generators of 180 kW each, acting as stand- the c.p.p. Unfortunately it is not possible to
by for the shaft alternator and for use in port. express the effect of the c.p.p. on the operation of
Both generators will be working when loading the ship in exact figures. As this effect has been
or unloading. In that case there is no stand-by. described in a number of publications and be-
This is acceptable, as the generators are not cause it is a real possibility, the savings it may
running during the voyage and so make few represent have been entered as queries in the
running-hours and can easily be kept in good enumeration on this and next pages. In any partic-
condition.
The use of the shaft alternator is completely Djfferences in initial cost for the turbine tanker:
analogous to that of described by the motor tanker
and the turbine tanker. Extras Credits
As far as the auxiliaries are concerned the same (Dfl.) (Dfl.)
type of fast running machines cati be considered C.p.p., adjusting gear,
control panel on the bridge,
as for the motor tanker. pitch/rpm control, propel1er
If a spare generator is required during the stay shaft, no spares 530,000.-
in port, three 150 kW instead of 180 kW generators Shaft alternator, 600 kW
would be sufficient. Using the shaft alternator on mcl. variable-ratio gear 100,000.-
the dry cargo vessel also results in a saving of fuel One turbo generator irici.
oil. Assuming a specific consumption for the main piping for steam and water,
engine of 156 grammes heavy fuel, for the diesel pumps and bedplate can-
generator of 175 grammes diesel fuel and an celled 230,000.-
efficiency of 0.97 of the variable-ratio gear, the Less complicated maui tur-
hourly consumption will be 45 kgs of diesel fuel bine without astern turbine,
manoevring valves can-
against 41 kgs of heavy fuel. The estimated cost celled, piping simplified 80,000.-
will be dealt with in the following chapter. 630,000.- 310,000.
Balance, of initial cost 320,000.
The remarks made about possible simplifications
to the main engine and automation in the previous Savings in operatiònal cost for the turbine tanker:
chapter also apply to the dry cargo vessel.
Fuel consumption by shaft
alternator, 4.45% lower
8 Economic aspects than with f.b.p. (see 7.1);
15,000 SHPduring29O days.
Especially where dry cargo vessels ate concerned, Price of fuel Dfl. 61/ton. . Dfl. 70,000. p. annum
working conditions differ considerably. Besides Reduction in repair cost of
tramp ships which sail all possible routes, there main turbine (no thermal
are liners which have fixed routes, but may also shocks, no manoeuvring
transfer to other routes under completely different
valves).........
conditions. Reduction in maintenance
and repair cost of turbo
It would be desirable to distinguish these generator (only one instal-
varying conditions. for each form of operation and ledand-slort running time).
to investigate the possible significance of a c.p.p. Reduction in engine room
in each case. personnel if manoeuvring is
This wou1d be 'an extremely laborious task. controlled from the bridge
Although tankers also operate under varipüs condi- Reduction in damage re-
tions the pattern of operation is more limited than pairs due to improved ma-
noeuvrability and directly
for other ships and so it may be possible to arrive available astern power, re-
at a certain operation scheme. Yet an investigation sulting in an improved
for a particular route would be of littlè value as a general safety of the ship .-
general standard. Omission of tugs in certain
Considerations of the economic aspect must be ports as a very low ship
speed can be maintained
confined to a comparison of the nett initjal cost of
 23

ular case a reasonable figure can be filled, in in- Differences in initial cost for the motor tanker:
stead. It may then be concluded that the queries Extras Credits
items will indeed influence the final verdict on the
c.p.p. (Dfl.) (Dfl.)
C.p.p., adjusting gear,
control panel on the bridge,
The extras and credits of the initial cost as stated pitch/rpm control, propeller
below may give rise to criticism.. They are partly shaft, no spares 530,000.-
based on tenders, partly on estimates. Further it is Shaft alternator, 450 kW
obvious that there may be considerable differences mcl. variable ratio gear 100,000.-
in the initial cost of the objects of comparison, i.e. Two 450 kW alternators can-
the conventional plant and the new plant. celled mcl. electrical appa-
ratus 50,000.-
Even if all queried items for the turbine tanker Less complicated main
engine 25,000.-
are rated at low value or at no value at all, the
saving in fuel owing to a shaft alternator still Cheaper auxiliary dieseis
(4off.) 45,000.'
justifies' the use of a c.p.p.
It is understood that the main turbine will be Smaller starting-air vessels 20,000.-
able to deliver the additional power for the shaft Smaller air compressors 20,000.-
alternator. 630,000.- 160,000.
The steam boilers have a somewhat smaller Balänce of initiai cost 470,000.
capacity for the ship with.a c.pp. but also a slightly
higher steam condition, so that an eventual price
difference can only be of little importance.
Savings in operational cost for the motor tanker:
Compared with the initial cost the attainable and
Owing to electric power
calculable savings for the motor tanker are less supply by shaft alternator
favourable. (heavy fuel, 1,200 sec
In a diesel plant however, some of the queried Redw., Dfl. 68/ton) or
by auxiliary diesel genera-
items would probably be estimated at a hihet tor (diesel fuel, Dfl. 105.I
value. ton), 290 sea days on an
The economical aspect of a c.p.p. will only be average load of 375 kW
(see 7.2) Dif. 28,000. p. annum
an attractif proposition for a motor tanker, pro-
vided the main motor is capable of delivering Ön.luhricatihg Oil owing to
"oùt of service" of auxthary
power to the shaft alternator from the normally diesel engines Dfl. 3,000. p. annum
available. output surplus.
Reduction in repair cost of
main engine through ab-
The directly demonstrable saving for the dry cargo sence of manoeuvring; less
motor ship hardly justifies the use of a c.p.p. As cylinder wear, etc.....
it is not certain that. the small saving (about 1%), Reduction in maintenance,
obtáinable by following the optimum line AB of supervision and repair of
auxiliary diesels (only run-
the ABC setting will be realized 'in practice, that fling during loading and
saving lias not been taken into account at all. discharging)
As in the case of the motor tanker the queried Reduction in engine room
items may be òf süch importance that fitting a personnel if manoeuvring is
c.p.p. would still be' advantageous. cOntrolled from the bridge
This is again on the understanding that the Reduction in damage re-
main engine can deliver the power required to pairs,. due to improved ma-
drive the shaft alternator from the available out- noeuvrability and readily
available astern power re-
put surplus. sulting in improved general
saféty of the ship - .
Reduction in harbour tugs
in certain ports as a very
low ship speed can be main-
tained
24:.

Differences in initial cost for the dry cargo motor ship: 9 General considerations and Conclusions
Extras Credits
The. efficiency of controllable pitch propellers
(Dfl.) (Dfl.) (c.p.p.'s) for large sea-going thips, própelled
C.p.p., adjusting gear,
control panel on the bridge, by conventional directly-coupled engines was
pitch/rpm control, propeller investigated for a tanker of 32,000 tons dead-
shaft, no spares .410,000.- weight, 16,000 SHP, and a dry cargo vessel of
Shaft alternator 250 kW 75,000.- 12,300 tons deadweight, 7,800 SHP. The.
One diesel generator 180 kW efficiency and suitability by non-conventional
cancelled ........ 150,000.- propulsion was not considered.
Less complicated main The. hydrodynamical investigation was con-
engine......... 20,000.- ducted by the Netherlands Ship Model Basin
Faster running auxiliary at Wageningen, Holland.
diesel generators (2 off.). 20,000.- Exteñsive model tests show:
Smaller starting-air vessels 16,000.- 2.1 The geometrical modification of the c.p.p.
compared with the fixed blade propeller
Smaller air compressors 14,000.-
(f..b.p.) has no harmful effect on the propul-
485,000.- 220,000.
Balance of initial cost 265,000. sion, only at smäller ship speeds the cpp. is
slightly less favourable.
2.2 As regards tankers any deviation of the
Savings in operational cost for the dry cargo motor ship: pitch from the design setting causes: an
Owing to elêctric power increase of the absorbed DHP for each ship
supply by shaft alternator speed. The dry cargo ship, however, may
(heavy oil, 1,200 sec. Redw., achieve a slight gain in DHP when the pitch is
Dfl. 68./ton) or byauxil- increased.
iary diesel engine (diesel oil
Dfl. 105./ton), 150 sea 2.3 Pitch control for constant naximum
days, 170 kW average load propeller rpm is not acceptable as the
(see 7.3) Dfl. 7,000. 0. annum
loss hi propulsive efficiency is too high.
On lubricating oil.owing to 2.4 The combined rpm/pitch setting gives a
"Out of service" of auxiliary
diesel engines Dfl. 700. p. annum favourable propulsion. Between 100%
and about 80% of the maximu.iri rpm the c.p.p.
Reduction in repair cost of
main engine through ab- remains in the design setting and thereafter the
sence of manoeuvring; less rpm remain constant by pitch control (ABC-
wear, etc setting).
Reduction in maintenance, In the case of the dry cargo vessel it is even
supervision and repair of slightly more favourable to increase the pitch
oñly 2 engines instead of 3
and only running in port. by about 30 between 100% and 80% rpm.
2.5 A tanker in ballast condition does not
Reduction in engine room
personnel if manoeuvring is attain a higher maximum speed when
controlled from. the bridge propellçd by a c.p.p than by a f.b.p.
Reduction in damage re- 2.6 In case of increased hull resistances, the
pairs, due to improved ma- highest obtainable ship speed is some-
noeuvrability and readily what higher when a c.pp. is used.
available astern power re-
sultingin improved general
From a hydrodynamical point f view no
safety of vessel striking or important advantages can be shown
Reduction in harbour tugs
in favour of the c..p.p.
in certain ports as a very There. is however no loss .of efficiency either.
low ship speed can be main- The ABC setting is important in view of
tamed . .
possible simplification of the propulsion ma-
chinery.
The consumption characteristics of turbines
and present-day diesel engines are such that,
by an i;crease of the rpm at each constant
load, they remain practically constant.
 25

The ABC setting enables a shaft alternator compensated by simplifications in the propul-
wlich supplies electrical energy for all pur- sion plant.
poses to be connected to the main, engine. The savings iñ fuel costs älone, hówever, make
With the aid of a variablé-ratio gear, this the c.p.p. worthwhile for the tanker.
shaft alternator supplies energy of constant For the dry cargo vessel, at least for the assumed.
frequency. number Of sea days, this is doubtfuL
Ifa sJaft alternator is fitted, only one source of There are certainly factors, difficult to express
enery will be in Operation at sea. in terms of money, which, may make the c.p.p.
Consequently less supervision and mainten- an attractive and paying proposition These
ance are required. Bridge control and automa- chIefly concern reductions in the cost of super-
tion are facilitated. . vision and fnaintenance of the main and auxil-
There is a saving in fuel which increases with iary engines Moreover there are other factors
the number Of days spent at sea annually. connected with the greater practical manage-.
The extra initial cost of a cp.p. is only partly ability and general safety of vese1s equipped
with a c.p.p.
26

PUBLICATIONS OF THE NETHERLANDS' RESEARCH CENTRE T.N.O.

FOR SHIPBUILDING AND NAVÏGATION
Reports
-No. iS The determination of the natifaI frequencies of ship vibrations (Dutch) .
By prof. ir H. E. Jaeger. May i 950.
No. 3 S Practical possibilities of constructional applications of aluminium alloys to ship construction.
B, prof. ir H. E. Jaeger. March 195 1 .
No. 4 S Corrugation of bottom shell plating in ships with all-welded or partially welded bottoíns (Dutch) .
Bj prof. ir H. E. Jaeger and ir H. A. Verbeek. November 1951.
No. 5 S Standard-recommendations for measured mileand enduraxice trials ofsea'goingships (Dutch).
By prof. ir J. W. Bonebakker, dr ir W. J. Muller and ir E. J. Diehi. February 1952.
No. 6 S Some tests on stayed and unstayed masts and a comparison of experimental results and calculated stresses (Dutch).
By ir A. Verduin and ir B. Burghgraef. June 1952.
No. 7 M Cylinder wear in marine diesel engines (butch).
By ir H. Visser. December 1952.
No. 8 M Analysis and testing of lubricating oils (Dutch).
By ir R. N. M. A. Malotaux and irJ. G. Smit.July 1953.
No. 9 S Stability experiments on models of Dutch and French standardized lifeboats.
By prof. ir H. E. Jaeger, prof. ir 3. W. Bonebak/cer and J. Pereboom, in collaboration with A. Audigé. October 1952.
No. 10 S 00 collecting ship service performance data and their analysis.
Byprof. fr3. W. Bonebalcker.January 1953.
No. 11 M The use of three-phase current for auxiliary purposes (Dutch).
By fr3. C. G van Wjk. May 1953.
No. 12 M Noiseand noise abatement in marine engine rooms (Dutch).
By "Technisch-Physische Dienst T.N.O.-T.H." April 1953.
No. 13 M Investigation of cylinder wear in diesel engines by means of laboratory machines (Dutch).
By ir H. Visser. December 1954.
No. 14 M The purification of heavy fuel oil fàr diesel engines (Dutch).
By A Bremer. August 1953.
No 15 5 Investigation of the stress distribution in corrugated bulkheads with vertical troughs
By prof. ir H. E. Jaeger, ir B. Burghgraef and I. van der Ham. September 1954.
No. 16M Analysis and testing f iùbricating oils II (Dutch).
By ir R. N. M. A. Malotaux and drs 3. B. Zabel. March 1956.
No. 17 M The application of new physical methods in the examination of lubricating oils.
By ir R. N. M. A. Malotaux and dr F. van Zeggeren. March 1957.
No. 18 M COnsiderations on the application of three phase current on board ships for auxiliary purposes especially with
regard to fault protection, with a survey of winch drives recently applied on board of these ships and their in-
fluence on the generating capacity (Dutch).
By ir 3. C. G. van Wjk. February 1957.
No. 19 M Crankcase explosions (Dutch).
By ir 3. H. Minkhorst. April 1957.
No. 20 S An analysis of the application of aluminium alloys in ships' structures.
Suggestions about the riveting between steel and aluminium alloy ships' structures.
By prof. ir H. E. Jaeger. January 1955.
No. 21 S On stress calculations in helicoidal shells and propeller blades.
By dr ir J. W. Cohen. July 1955.
No. 22 S Some notes on the calculation of pitching and heavingin longitudinal waves.
By ir 3. Gerriisma. December 1955.
No. 23 S Second series of stability experiments on models of lifeboats.
By ir B. Burghgraef. September 1956.
No. 24 M Outside corrosion of and slagformation on tubes in oil-fired boilers-(Dutch).
By dr W. J. Taat. April 1957.
No. 25 S Experimental deterïnination of damping, added mass and added mass moment of inertia of a shipmodel.
By ir 3. Gerrits,na. October 1957.
NÓ.26M Noise measurementsand noise reduction in ships.
By ir G. J. van Os and B. van Steenbrugge. May 1957.
Nô. 27 S Initial metacentric height of small seagoing ships and the inaccuracy and unreliability of calculited curves of
righting levers.
By prof. ir3. W. Bonebakker. December 1957.
No.28 M Influence of piston temperature on piston fouling and piston-ring wear in diesel engines using residual fuels.
By ir H. Visser. June 1959.
No. 29 M The influence of hysteresis on the value of the modulus of rigidity of steel.
By ir A. Hoppe and ir A. M. Hens. December 1959.
No. 30 S An experimental analysis of shipmotions in longitudinal regular waves.
By ir 3. Gerrits*za. December 1958.
 27

No. 3 1 M Model tests concerning damping coefficients and the increase in the moments of' inertia due to entrained water
on ship'spropellers.
By N. j. Visser. October 1959. .

No. 32 S Theeffect of à keel on the rolling characteristics of a ship.

By ir J. Gerritsma. July 1959.
No. 33 M The application olnew physical methods in the examination oflubricatingoils.
(Continuation of report No. 17 M.)
By ir R. N. M. A. Ma1otaux and dr F. van Zeggeren. November 1959.
No. 34 S Acoustical principles in ship design.
By ir J. H. Janssen. October 1 959. .

No. 35 S Shipmotions in longitudinal waves. .

By ir J. Gerritsmä. February 1960.

No. 36 S Experimental determination of bending moments for thee models of different fullness in regular waves.
By ir J. Ch. De Does. April 1 960.
No. 37 M Propeller excited vibratory forces in the shaft ofa single screw tanker.
By dr ir 7. D. van Manen and ir R. Wereldsma. June i 960.
No. 38 S Beámknees and other bracketed connections.
By prof. ir H. E. Jaeger and ir J. J. W. Nibbering. January 1 96 1 .
No. 39 M Crankshaft coupled free torsional-axial vibrations çf a ship's propulsion system. .

By ir D. vañ Dort and N. J. Visser. September 1963.

No. 40 S On the longitudinal reduction factor for the added mass of vibrating ships with rectangular cross-section.
By ir W. P. A Joosen and dr J. A. Sparenberg. Aprii i 961.
No. 41 S Stresses in flat propeller blade models determined by the moiré-method. .

By ir F. K. Ligtenberg. June 1962.

.-No. 42 S Appliçafion of modern digital computers in naval-architecture.
By ir H. J. Zundirdorp. June 1962.
No. 43 C Raft trials and ships' trials with some underwater pint systems.
By drs P. de Wolf and A. M. van Londen. July 1962.
No. 4+ S Some acoustical properties of ships with respect to nOise-control. Part I.
By ir J. H. Janssen. August 1962.
No. 45 S Some acoustical properties of ships with respect to noise-control. Part II.
By ir J. H. Janssen. August 1962.
No. 46 C An investigation into the influence of the method of application on the behaviour of anti-corrosive paint systems
in seawater.
By A. M. van Londen. August 1962.
No 47 C Results of an inquiry into the condition of ships hulls in relation to fouling and corrosion
By ir H. C. Ekama, A. M. van Londen and drs. P. de Wolf. December 1962.
No 48 C Investigations into the use of the wheel abrator for removing rust and millscale from shipbuilding steel (Dutch)
Interim report.
By ir J.. Remmelts and L. D. B. van den Burg. December 1962.
No. 49 S Distribution of damping and added mass along the length of a shipmodel.
By prof.. ir J. Gérritsma and W. Beukelrnan. March 1963.
No. 50 S The influence of a bulbous bow on the motions and the propulsion in longitudinal waves.
By prof ir J. Gerriisma and W. Beukelman. Aprii 1963.
No. 51 M Streas measurements on a propeller blade of a 42,000 ton tanker on full scale.
By ir H. R. Wereldsma. January 1964.
No. 52 C Comparative investigations on the surface preparation of shipbuilding steel by using wheel-abrators and the
application of shop-coats.
By ir H. C. Ekama, A. M. van Londen and irJ. Remmelts. July 1963.
No. 53 S The braking of large vessels.
By prof ir H. E. Jaeger. August 1963.
No. 54 C A study of ship bottom paints in particular pertaining to the behaviour and action of anti-fouling paints.
By A. M. van Lon&n. September 1963.
No. 55 S Fatigue of ship structures.
By ir J. J. W. Nibbering. September 1963.
No. 56 C The possibilities of exposure of anti-fouling pàints in Curaçao, Dutch Lesser Antilles.
By drs P. de Wolf and Mrs M. Meuter-Schriel. November 1963.
No. 57 M Determination of the dynamic properties and propeller excited vibrations of a special ship stern arrangement.
By ir R. Wereldsma. Maart 1964.
No. 58 S Numerical calculation of vertical hull vibrations of ships by discretizing the. vibration system.
By J. de Vries. April 1964.
No. 59 M Controllable Pitch Propellers, their suitability ánd economy for large sea-going ships propelled by conventional,
directly-coupled engines.
By ir C. Kapsenberg. June 1964.
28

Communications
No. iM Report on the use of heavy fuel oil in the tánker "Aurictila" of the Anglo-Sacon Petroleum Company (Dutch).
August 1950.
No. 2 S Ship speeds over the measured mile (Dutch). -

By ir W. H. C. E. Rsingh.. February 1951.

No. 3 S On voyage logs of sea.guing ships and their analysis (Dutch).
By prof.. ïr j. W. Bonebakker and irj. Gerritcma. November 1952.
No. 4 S Analysis of model experiments, trial and service.performance data of a single-screw tafiker.
By prof. ir j. W. Bonebakker. October 1954.
No. 5 S Determination of the dimensions of panels-subjected to water pressure only or to â combination of waterpressure
and edge compression (Dutch).
By prof. ir H. E. jaeger. November 1954.
Ño. 6 S Appro*iinative calculation of the effect of free surfaces on transverse stability (Dutch).
By ir L. P Herfst. April 1956.
No; 7 S On the calculation Of stresses in a stayed mast.
By ir B. Burghgraef. August 1956.
No 8 S Simply supported rectangular plates subjected to the combined action of a uniformly distributed lateral load and
compÏemive forces in the middle plane.
By ui B. Burghgraef. Febniary 1958.
No 9 C Review of the mvestlgations into the prevention of corrosion and fouling of ships' hulls (Dutch)
B5 ir H. C. Ekaina. October 1962. -

No. 10 S/M Condensed report of a desin study for a 53,000 dwt-ciass nuclear powered tanker.
By the Dutch Internationàl Team (D.I. T.) directed by ir A. M. Fabery de jonge. October 1963.
M = engineering department
S = shipbuilding department
C = corrosion and aútifouling department