Ship Design For Efficiency and Economy-7-226-61-65
Ship Design For Efficiency and Economy-7-226-61-65
Ship Design For Efficiency and Economy-7-226-61-65
1. Icebreakers to break the ice by the negative pressure field in front of the
propeller.
2. Double-ended ferries, which change direction frequently.
3. Inland vessels, where they act as rudder propellers. In forward operation,
the forward propeller jets are directed obliquely so that they clear the hull.
Propellers are usually placed so that the gap between the upper blade tip and
the waterplane is roughly half the propeller diameter. This ensures that there
will still be sufficient propeller submergence at ballast draught with aft trim.
On single-screw vessels, the shaft between the aft peak bulkhead and the
outer shell aperture passes through the stern tube, at the aft end of which is
the stern tube bearing, a seawater-lubricated journal bearing. The inside of
the inner end of the stern tube is sealed by a gland. Oil-lubricated stern tube
bearings sealed off from seawater and the ship’s interior are also currently
in use. On twin-screw ships, the space between outer shell and propeller is
so large that the shaft requires at least one more mounting. The shaft can be
mounted in one of three ways—or a combination of them:
1. Shaft struts.
2. Shaft bossings with local bulging of the hull.
3. Grim-type shafts (elastic tubes carrying the shafts with a journal bearing at
the aft end).
1. Small CB and a small CWP . Thus a greater proportion of the ship’s length
can be employed to taper the stern lines.
2. Where a local broadening of the stern is required, the resistance can be
minimized by orientating the flowlines mainly along the buttock lines; i.e.
the buttocks can be made shallow, thus limiting the extent of separated flow.
3. Where the stern is broad, a ‘catamaran stern’ (Fig. 2.33) with two propellers
can be more effective, in terms of resistance and hull efficiency, than the
normal stern form. At the outer surfaces of the catamaran stern the water is
drawn into the propeller through small (if possible) waterline angles. The
water between the propellers is led largely along the buttock lines. Hence it
is important to have a flat buttock in the midship plane. Power requirements
of catamaran sterns differ greatly according to design.
Clearance sizes
Propeller clearances have increased over time due to vibration problems (more
power installed in lighter structures). High-skew propellers can somewhat
counteract these problems since the impulses from the blade sections at
different radii reach the counter at different times, reducing peaks. The pressure
impulses increase roughly in inverse ratio to the clearance raised to the power
of 1.5. The clearances are measured from the propeller contours as viewed from
the side (Fig. 2.34). Where the propeller post is well rounded, the clearance
should be taken from the idealized stern contour—the point of intersection of
the outer shell tangents. The clearances in Fig. 2.34 are adequate unless special
conditions prevail. A normal cargo ship without heel has a gap of 0.1–0.2 m
between lower blade tip and base-line.
Figure 2.34 Propeller clearances; Det Norske Veritas recommendations for single-screw ships:
a > 0.1D Horizontal to the rudder
b > .0.35 0.02Z/D Horizontal to the propeller post
0.27D for four-bladed propellers
c > .0.24 0.01Z/D Vertical to the counter
0.20D for four-bladed propellers
e > 0.035D Vertical to the heel
64 Ship Design for Efficiency and Economy
Recommendations by Vossnack
The necessary propeller clearance for avoiding vibrations and cavitation is not
a function of the propeller diameter, but depends primarily on the power and
wake field and on a favourable propeller flow. Accordingly for single-screw
ships the propeller clearance to the counter should be at least c ³ 0.1 mm/kW
and the minimum horizontal distance at 0.7R b ³ 0.23 mm/kW.
Recommendations for twin-screw ships
c > .0.3 0.01Z/ Ð D according to Det Norske Veritas
a > 2 Ð .AE /A0 / Ð D/Z according to building regulations for German
naval vessels (BV 41)
Here, Z is the number of propeller blades and AE /A0 the disc area ratio of the
propeller.
These recommendations pay too little attention to important influences such
as ship’s form (angle of run of the waterlines), propulsion power and rpm. The
clearances should therefore be examined particularly closely if construction,
speed or power are unusual in any way. If CB is high in relation to the speed,
or the angle of run of the waterlines large or the sternpost thick, the clearance
should be greater than recommended above.
Rudder heel
The construction without heel normally found today (i.e. open stern frame)
has considerable advantages over the design with rudder heel:
1. Lower resistance (no heel and dead wood; possibility to position the counter
lower).
2. Fewer surfaces to absorb vibration impulses.
3. Cheaper to build.
If a heel is incorporated after all, rounding off the upper part will decrease
vibration (Fig. 2.35). For stern tunnels, the gap to the outer shell is normally
smaller. Here, the distance between the blade tips and the outer shell should not
change too quickly, i.e. the curvature of the outer shell should be hollow and
the rounding-off radius of the outer shell should be greater than the propeller
radius.
Figure 2.36 AP minimum distances between propeller post and aft perpendicular