6.3.

Propellers
The screw-propeller "screws" its way through the water, driving water aft and the ship
ahead. Some propellers have adjustable blades instead of fixed blades. If a propeller turns
clockwise when viewed from aft, it is said to be right-handed; a left-handed propeller turns anti-
clockwise. In a twin-screw ship the starboard propeller is usually right-handed and the port
propeller left-handed. They are outward-turning, which reduces cavitation.
The "face" of the propeller blade is the surface seen from aft. The other surface of the
blade is called the "back". The "leading edge" of the blade is that edge that thrusts through the
water when producing ahead-thrust. The other edge is called the "trailing edge".

6.3.1. The Controllable Pitch Propeller, or CPP, fitted with adjustable blades. By turning
(adjusting) the blades, the thrust that is being developed can be varied whilst maintaining
constant shaft-revolutions. In this way the vessel's pitch can be controlled by changing the
position of the propeller blades. By pitch is understood the distance that the propeller will travel
after one revolution.
The blades can even be put in a position that will produce an astern-thrust while still
rotating in the same direction. The vessel's manoeuvrability is increased considerably. The
greatest advantage of the CPP, however, is that engine-wear is reduced because a constant RPM
can be maintained while proceeding at any speed.
Limitations of the CPP include the power that can be satisfactorily transmitted
(installations for more than 25,000 bhp are uncommon). Another disadvantage of the CPP is the
complicated mechanism controlling the blade-angle. Furthermore, the boss is enlarged to house
bearings for the blades. This increased boss-size reduces the maximum efficiency that can be
obtained. CPPs are mostly used in vessels that have variable rated capacities.

6.3.2. The Voith Schneider Propeller, or Vertical Axis Propeller, consists of a horizontal
disc rotating around a vertical axis. Projecting vertically down from this disc there are a number
of blades whose positions can be varied. By doing so, a thrust can be produced in any desired
direction. An obvious advantage of such a propeller is that it offers a high manoeuvrability for
vessels that require to be highly manoeuvrable. The horizontal driving shaft, however,
necessitates the introduction of a bevel gear, with consequential limitations on the maximum
power that can be produced.

6.3.3. The Shrouded Propeller, or Ducted Propeller, is integrated into a "tunnel", or duct.
Enlargement of the tail-race and the thrust that can be produced is achieved by shaping of the
duct, as is often done with heavily loaded propellers (e.g. with tugs). Other advantages of the
duct are: it protects the propeller from fouling and reduces propeller noise. However, the system
is quite costly.

6.3.4. Jet propulsion is achieved by drawing water into the ship and then thrusting it out by
mean pump. In this way the vessel is "jet-propelled". It's an attractive means of propulsion where
it is desirable to have no moving parts outside the hull of the ship, where a protected screw is
desired, and for small vessels with high rating capacities. Therefore it is widely employed in
Ultra-Shallow-Draft (USD) Vessels. Jet propulsion involves higher speeds and outstanding
manoeuvrability because the duct is movable. However, because of the resistance caused by the
flow of the water through the duct, its efficiency is lower than that of the ordinary screw-
propeller.

6.4. Rudders
The choice of the type of rudder that is used will largely depend on the shape of the stern,
the size of the vessel and the capacity of the steering gear.

6.4.1. The Balanced Spade rudder (or balanced rudder) is used for vessels with a long
"sharp" stem. Not much strength is applied to the rudder stock and the steering gear can be made
quite compact. Because of the large rudder area it offers good manoeuvrability.

6.4.2. The Semi-Balanced rudder (or Gnomon Rudder) is used where the size of the rudder
requires that it is supported at an additional point to the rudder bearing, but where it is still
desired to reduce the size of the steering gear. This type of rudder offers a high manoeuvrability.

6.4.3. The Unbalanced Rudder is used in vessels whose stern-shape is not fit to carry a
balanced rudder. Furthermore these rudders are usually fitted on smaller ships of relatively deep
draft. The number of pintles fitted will depend on the required strength. There are single-pintle
rudders and multi-pintle rudders. The rudderstock must be able to endure large stresses.

Unbalanced Single-Pintle Rudder Unbalanced Multi-Pintle Rudder

6.4.4. The Flap Rudder has at its rear end a "flap" that can move at a greater angle than the
main portion of the rudder. It is used in vessels that require considerable manoeuvrability. The
complicated linkage system between the flap-portion and the main portion is vulnerable and
often the source of malfunction.
6.5. Manoeuvrability
In order to enable a ship to proceed on a straight path, make turns or take avoiding
actions, she must be controllable and manageable not only in calm waters during anti-cyclones,
but also in turbulent seas during gales and in adverse weather.
Considering this control in the horizontal plane, the manoeuvrability of a ship must be
related to the following:
1. the ease with which a ship can be maintained on a given course.
The term "steering" is applied here and the main factor affecting the ship's performance is
her dynamic stability (static stability, that is: when the ship is not moving, is of course of no
importance when it comes to "steering");
2. the response of the ship to movements of the rudder;
3. the ability to turn completely round within a specified space.

The rudder acts as a servo-system, or intermediary-system, that causes the hull to take up
a position in which the required forces and moments are generated hydro-dynamically onto the
hull. Rudders are fitted aft, because in this position they are most effective in causing the hull to
take up the required position.
During trials a number of manoeuvres are commonly carried out. One of the most
important tests is the turning circle. It is a standard manoeuvre carried out by all ships as an
indication of the efficiency of the rudder.

TASK 4 Propellers: applications, advantages and disadvantages

Fill in the applications, advantages and disadvantages of the various types of propellers.

Propellers Applications Advantages Disadvantages

Controllable Pitch ............................ ............................ ............................
Propeller ............................ ............................ ............................

Voith Schneider
Propeller ............................ ............................ ............................
............................ ............................ ............................
Ducted Propeller

............................ ............................ ............................

............................ ............................ ............................
TASK 5 Rudders: applications, advantages and disadvantages
Fill in the applications, advantages and disadvantages of the various types of rudders.
Rudders Application
Balanced rudder ..........................................
..........................................
Semi-balanced rudder ..........................................
..........................................
Unbalanced rudder
..........................................
.........................................
Flap rudder
.........................................
..........................................
Advantages and/or
disadvantages
..........................................
..........................................
..........................................
..........................................
..........................................
..........................................
..........................................
..........................................