MMO ship propulsion systems_02

Master Course „Maritime Operations“
„Ship Propulsion Systems“
Lecture 2
Summer Semester 2023
Prof. Dipl.-Ing. Freerk Meyer

University of Applied Sciences Emden-Leer
Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Ship Propulsion Systems (2) Prof. Dipl.-Ing. Freerk Meyer
Table of Contents
Ship Propulsion Systems, Lecture 2:
3. Today`s Ship Propulsion Systems
3.1 Different Requirements for Ship Propulsion Systems
3.2 Todays Propulsion Arrangements (according the Ship Type)
3.3 Ship Propulsion Layout

3. Today`s Ship Propulsion Systems

Today`s Ship Propulsion Systems
To operate a modern merchant vessel several systems are needed.

The propulsion engine with its support systems is the dominant installation
in the engine room:
- Main engine (Propulsion)
- Electric energy system
- Engine support systems
- Ship operation systems
- Crew support systems
Di G Systems
RM S
Main
engine
Engine Room Cargo holds Bow thruster

Engine Room Bulkhead
Today`s Ship Propulsion Systems
The main engine support and ship operating systems in the engine room:
- Propulsion system - Engine control room - Steering gear

- Power generator(s) - SW/FW cooling system - Ballast system
- Exhaust gas system - Fuel systems - Fresh water system
- Start air system - Waste water system
-…
Boiler MCR
B FW
MCR
Steering Waste
gear water
M
M
G M M

To operate a diesel engine, several subsystems are needed:
Exhaust gas
Start air
Fuel system Steam generator system

Air intake
Engine
Control
system
Electric Turbo charger
supply
Diesel engine
Propulsion system
Cooling water
Foundation/
ship structure Lubrication
system

In addition to the propulsion engine(s) every ships is equipped with one
or more diesel generators to produce the electric energy to run the
several ship systems
Every ship has to be equipped with a minimum of two

independent electric energy supply systems
Gensets are generally driven by medium speed

4 stroke diesel engines. This engines are part
of the ship propulsion system.

Shaft generator
A second option to produce electric energy is to use power from the main propulsion
engine.
The main propulsion engine (with it`s high efficiency) is connected with a shaft generator.
The engine power output is divided into electric energy and ship propulsion.
Advantage: high energy efficiency, no additional diesel generator in operation (maintenance)

Disadvantage: The system is only in operation while the propulsion system is running.

Emergency power generator
To ensure that the safety relevant systems

on board are supplied with electric energy
at all events, an emergency energy supply
system is installed.
An additional diesel generator with independent

subsystems (fuel, cooling, start system, exhaust…)
is able to provide minimum 36 hours electric
energy for „safety relevant ship systems“. Emergency power engine „MS Ostfriesland“ (2014)
The emergency power generator, together with the emergency switch board and the
necessary subsystems are installed in a separate room above the ships main deck.
The emergency power supply system is designed to start automatically when the
ship electric systems are in trouble (less than 75% nominal voltage).

Construction / design of medium-sized container ships
(Shipyard: Nordseewerke, Emden)

General design: Container Vessel NSWE- CS 3100, CS 3400, CS 3700
CS 3100
CS 3400
CS 3700
Techn. Data CS 3400:

Length: 228,50 m, Breadth: 32,20 m, Height (hull) : 18,55m
Deadweight: 42650 t (at t= 11,55m), Speed : 23,25 kn
Main Engine 29.000 kW at 104 rpm

Engine room design: Container Vessel
NSWE- CS 3400
„CSAV Rungue“ 2008

leaving Emden Port for sea trials
CAD drawing: Main components in

the engine room

Engine room design container vessel NSWE- CS 3400 Several tanks
3 Diesel
generators
Engine Control
room
Main Engine
Steam
boiler
Several systems
Several tanks Start air system

3.1 Different Requirements for Propulsion Systems
World wide more than 40.000 sea going vessels are existing. Each of this vessels needs
the best propulsion system available to sail save, efficient and with a low environmental
impact.
The propulsion system for each ship is dependent on several factors:

• Ship type / duty
• Ship dimensions / hull design
Required power
• Ship speed
• Propulsion dynamic/ maneuverability
• areas of operation (worldwide, coastal, …)
• Legal Regulations (e.g. IMO, ECA – , US Coastal, EU- Harbors,…)
• Economics (Invest- and Operation costs)

Several aspects in the ship propulsion
range,
design process availability,
Fuel costs Speed
profile
Environ-
Ship mental
design Ship parameter aspects Shipping
Ship speed routes
Space in the Fuel

Engine room required laws/
Power regulations/
restrictions
Engine Manufacturer
Engine Ship production +

concept Propulsion system running
costs

Ship Propulsion Systems are consisting of:
Power Provider Power conversation

Power Transmission
engine mover
Diesel Engines with Shaft with Fixed Pitch

mechanic power output bearing and sealing Propeller
Reduction gear Controllable Pitch
Diesel Generator with Propeller (CPP)
electric power output Reduction and
Reverse gear Electric motor with
Gas turbines propeller
Electric System
Voith Schneider Prop.
Water Jet System

Internal Combustion Engines
Reciprocating Engines
Todays
Diesel Engines most common Rudolf Diesel Nicolaus August Otto
engines for (1858 - 1913) (1832 – 1891)
Characteristics:
ship propulsion
- Self ignition systems
Gasoline Engines
- air-fuel mixture intern (inside
the combustion chamber) Characteristics:
- Quantitative performance - Spark ignition
regulation - air-fuel mixture extern
Revolutions (before entering the
combustion chamber)
4 Stroke High speed - Qualitative performance

regulation
Engines Medium
2 Stroke 4 Stroke
Crosshead Slow speed Engines
Engines

Todays diesel engine models used in merchant ships
Slow running Medium speed High speed

2 stroke engines 4 stroke engines 4 stroke engines
up to 110 1/min (400 – 1200 1/min) (> 1500 1/min)
Power output up to 80.000 KW Power output max. Power output max.
25.000 KW 10.000 KW
Merchant Vessels > Smaller Merchant Vessels, Naval Ships,

Approx. 120 - 150 m Passenger Ships… Fast Ferries …

Fundamentals of internal combustion engines
All internal combustion engines work

according to the same principle in
four steps:
Gas turbines:
1. (Air) - Intake All four working steps concurrent
in different areas inside the engine.
2. Compression
3. Work
4. (Exhaust gas-) Outlet
Reciprocating Engines:
All four working steps inside
the same engine area
(Combustion volume) successively

Fundamentals of internal combustion engines
In reciprocating Engines the piston movement causes a change in the combustion chamber
volume:
Combustion chamber volume

Cylinder head min
max
Top
Combustion Dead Centre
chamber TDC
Piston
Bottom
Dead Centre
r BDC r
Piston on it´s lowest position Piston on it´s highest position

Ship Propulsion Systems (2) 20
Basics Diesel Engines
Cylinder Bore D
Terms / Definitions Piston Stroke S
Stroke/Bore ratio S/D
Total Cylinder volume Vtotal
D Stroke volume Vs
Vc Compression volume Vc
Compression ratio ε
Top
Dead Centre π·D2
Vh = Vtotal = Vh + Vc
4 ·S
TDC S Vh Vtotal
Bottom
Dead Centre Vtotal
BDC
ε=
Vc
r Rules of thumb:
Crank
cycle - The larger the cylinder volume, the higher
S= 2· r the total engine efficiency
- The higher the Compression ratio, the
higher the total engine efficiency

MAN Medium speed Fuel injection
4 Stroke Diesel Exhaust gas valve Rocker arm / inlet valve
engine
Charge air pipe
Exaust gas pipe

Combustion Cylinder head
chamber
Cooling water and Fuel pump
Lubrication pipes Valve push rod
Piston with piston rings
Camshaft
Connecting rot (Cylinder)

liner
Crankshaft
Crankshaft
Crankcase
bearing
Engine foundation
Lub oil sump

Four-stroke Diesel principle (1)
1st turn
Intake Compression Injection & Ignition

Inlet valve open
air
1st stroke 2nd stroke

Four-stoke Diesel principle (2)
2nd turn
Expansion/ Power Exhaust

Exhaust valve open
3rd stroke 4th stroke

2-stroke crosshead diesel engines
Large modern marine Diesel engines are designed as low-speed 2-stroke (cross-head)
engines.
For 2-stroke engines, one working cycle per cylinder is carried out with each revolution
of the engine.
That means air flows into the engine, is compressed, fuel is ignited and work is done as
well as exhaust gas is forced out during one upward and downward motion of the piston
Modern 2-stroke cross-head marine engines uses scavenging -air space surrounding
the cylinder liner for air flow when the piston is in it`s lower position an one exhaust
gas valve in the cylinder head.
This principle is explained in the following section.
There are only three manufactures which build big two-stroke crosshead engines:
MAN Diesel (Germany/ Denmark), Winthertur Gas&Diesel (Suisse), Mitsubishi (Japan)

Hydraulic Actuator Fuel
MAN Exhaust gas valve injection
2 Stroke -
Exhaust gas reciver Cylinder cover
Crosshead
Engine Cylinder liner
Air inlet
(Turbo charger) Combustion
chamber
louvers
Piston rod
crosshead
Crosshead
bearing Connecting rod
A- frame crankshaft
bedplate

Combustion cycle of a 2-stroke Diesel engine
(uniflow scavenging)
2.
Gas exchange 1. The piston is in the area of

Exhaust
Compression the lower dead center (BDC).
Injection / Air
BDC 2. The exhaust valve is open.
Start of combustion Hot exhaust flows to turbo-
Expansion / Power 3. charger due to natural over-
pressure in combustion
chamber.
1.
3. Fresh combustion air flows
with overpressure through
inlet ports into combustion
chamber. *)
*) Combustion air is compressed by turbocharger before (increased to overpressure)

6.
4. The iston is moving upward.
Gas exchange (2)
Exhaust
Compression
Injection /
4. 5. 5. The piston closed the air
Start of combustion
inlet ports.
Expansion / Power
6. The exhaust valve is still
open. Rests of exhaust
is pushed out of
combustion chamber.

7.
Gas exchange
Compression 8.
Injection /
Start of combustion
7. The exhaust valve is closed.
Expansion / Power
8. The piston is moving upward

and compresses the
combustion air.

10.
Gas exchange
TDC 9. The piston is in the area of
Compression the upper dead center (TDC).
9. Combustion air is
Injection / compressed to maximum
Start of combustion 50 bar and about 800° C.
Expansion / Power
10. Fuel is injected.
Fuel ignites itself in the
hot air. Combustion starts.

Gas exchange
Compression 11. 11. Combustion and
expansion of
Injection / combustion gas.
Start of combustion
12.
Expansion / Power 12. The piston is pushed
downward.
Work is done. This
power is transformed
in a motion of the
crankshaft.

14.
Gas exchange
Exhaust
Compression
Injection / 13. The piston is still
Start of combustion moving downward.
Expansion / Power 13. The air inlet ports are
still closed.
14. The exhaust valve is

opened. Exhaust starts
flowing out.
End of working cycle,
beginning of a new
revolution.

Exhaust Gas Turbo Charger for 2-stroke Diesel Engines
For 2-stroke Diesel engines, combustion

air must be brought (scavenged) into the
combustion chamber under overpressure.
A part of the energy of the hot exhaust is

used for compressing the air.
The exhaust gas drives a turbine which

drives a compressor. This compressor
increases the pressure of the combustion
air up to 1.5 – 3 bar (overpressure).
For low load engine operations an additional

electric driven air charging system has to
be installed.
Two stroke diesel engine with two turbo chargers

(CV Atlantic Voyager, 2014)

Gas turbines for ship applications
For ships which need much power in

a small engine room volume.
Fuel: standard: Marine Diesel Oil
Very low energy efficiency (about 30 %
at nominal load, lower at part load)
Gas turbine Power Generator
Gas turbine Power with a gear

box to the Propeller
3.2 Today`s Propulsion Arrangements
Ships Types / Purposes
Passenger Ships
Dry Cargo Liquid Cargo Passenger Ships
Multi- purpose Bulk cargo Cruide carrier Cars and Passenger
Unitised cargo Bulk carrier Product carrier Ferries
Container Ore carrier LNG/LPG Carrier Cruise Ships
Roll on/Roll off PCC (Pure Car Carrier)
Heavy cargo PTCC (Pure Car and Truck)
Cattle ship
Work Ships
Fishing Ships Naval Vessels
Crane Vessels
Auxiliary Vessels Cable Layers
Fish Processing V. Aircraft Carrier Buoy Layers
Seagoing Tugs
Harbour Tugs Trawlers Frigattes Oil Recovery
Icebrakers … Corvettes Platform Supply
Pilot Vessels Fast Patrol Boats Anchor Handling
Coast Guard Yachts Submarines Dredgers
Research Vessel Support Vessel
Motor Yachts
Rescue Boats
Sailing Yachts
Offshore Equipment

Todays Propulsion Arrangements
Boats and smaller vessel with one or more propulsion systems
Boats / Smaller Vessels
4 Stroke Otto 4 Stroke Diesel 4 Stroke Diesel Engine

Engine Electric DC Generator(s) High or Medium speed
Main Switch Board

Reduction and (Power control) Reduction and
Reduction gear
reversing reversing
box
gear box Electric Motor gear box
Fix- Fix- Fix- Controllable

propeller propeller propeller Pitch Propeller

Fast Boats with a Glider Hull
with special, fast running

fix propeller otto engines
Fast boat in Haugesund with 2 otto

Outboard engines
Fast Research boat „Stokes“

Faculty of Maritime Science, Leer
75 KW otto outboard engine

Working Boats
Ferries and sea going vessels

are equipped with working
boats.
Working boat with a medium size

gasoline outboard engine
Outboard engines are using gasoline.

That`s why we find a gasoline tank in
most of the bosuns stores worldwide.

Fast Boat with a Semi Displacement Hull
Off Shore Patrol Boat „Sylt“

34m x 7m, 26 kn
2 MTU 16V 2000
high speed diesel engines
2 x 1440 kW, fixed propeller
With two independent Propulsion Systems:
4 Stroke Fixed Propeller

Engine
Gear Box Propeller Shaft

Gear boxes for ships
Reduction gear boxes
To reduce the engine revolutions

to the propeller speed
Engine
Siemens/Flender Gear Unit
(Foto SMM 2014)
Powerengine
Propeller
Speedengine
Torqueengine Powerpropeller
Speedpropeller
Rotation
clockwise Torquepropeller
Rotation
anti clockwise

Working Principle: Reduction Gear
diameter
gear wheel 1 = D1
speed 1 = n1
Torque 1 = M1
n1 D2 M2
= =
n2 D1 M1
D1
diameter n2 = ∙ n1
D2
gear wheel 2 = D2
speed 2 = n2 D2
Torque 2 = M2 M2 = ∙ M1
D1
Ship Reduction and Reverse Gears
Gear shift
Engine
Intermediate
wheel
Propeller
sailing forward Reversing

Ship Reduction and Reverse Gears
Planetary gears
Planetary gear (RENK)

Planetary
Wheels
Outer Breaks/
Wheel cupplings
Sun
Wheel
Forward: Outer wheel fixed, power output via planetary wheels frame
Backwards: Planetary wheel frame fixed, power output via outer wheel
Controllable Pitch Propeller System
System Control Unit
Setpoint
Control
Bridge
Turnable
Blades
Shaft with hydraulic tube
Hydraulic
Adjustment
Unit
Foto: SMM 2014

Fast Vessels with controllable pitch propeller
Customs and Border Control

Vessel „Emden“
38m x 8m Depth: 2,2 m
Speed 29 kn
3 Diesel engines
with 1322 kW each
4 Stroke engine Pitch control Controllable Pitch

unit Propeller
Gear box Propeller shaft with
control pipe

Search and Rescue Vessels
Hermann Marwede, Helgoland
Alfried Krupp, Borkum
SAR Vessel in Haugesund

Hydrofoil Boat with high speed propeller
Russian Hydrofoil Passenger Boat

Type „Kometa“
Top speed about 40 kn with 2 x 736 KW

high speed Diesel engines
1600 rpm

Today`s Propulsion Arrangements
Fixed Blade Propeller versus Controllable Pitch Propeller
CP Propeller
Fixed Propeller
Advantages / Disadvantages ?

Electric Propulsion System with a „classic“ Propeller
configuration
Pilot SWATH Tender

„Döse“ (Germany)
Elektrische Ruderanlage
(Bundesanstalt für Wasserbau Nr. 85 /2002)

SWATH Hull Design
Small Waterplane Area Twin Hull
German Customs Vessel „Helgoland“
Research Vessel „Planet“, German Navy
Diesel generators on main deck

Hull design with optimal ship stability in 2 electric motors in the diving
rough sea conditions… part of the hull (fix propeller)

Different Typs of Catamarans
Port Tender „SAS Virgo“
Working boats in Haugesund

Different Typs of Catamarans
Crew Transfer Vessel (CTV)

Windforce 1 – 3
Port Tender „SAS Virgo“
22m x 8,3m, speed appr. 25 kn 15m x 10 m, speed appr. 8 kn
2 x 810 kW catarpillar diesel 2 x 400 kW Diesel engines
2 fixed propeller 2 variable propeller

Commercial merchant vessels with one propulsion system

Commercial vessels with one propulsion system
Merchant vessel
2 Stroke Crosshead 4 Stroke Engine

Reversible (left/right) Medium speed
Propeller Shaft
Reduction and
Reduction gear
reversing
box
gear box
Controllable
Fix-
Pitch Controllable
propeller Fix-
Propeller Pitch
propeller
Propeller

2- Stroke Diesel engine with fixed propeller
2 Stroke low speed engine,

reversible
Fixed Propeller Three Main

Shaft with bearing Propulsion
and sealing Components

Slow Speed 2 Stroke Crosshead

Ship Propulsion Engine
Rules of thumb:
- Large 2 stroke crosshead diesel engines are the todays
most efficient combustion engines in the universe.
- Large 2 stroke crosshead diesel engines are today the
most powerfull combustion engines in the world. ( > 80.000 kW)
- 2 stroke crosshead diesel engines are able to rotate in both
directions.
- 2 stroke crosshead diesel engines are slow speed engines. (approx. 120 rpm)
=> No gear box needed = minimum losses in the propulsion systems
- 2 stroke crosshead engines deliver a high drive torque. =
Propellers with a large diameter are possible => high propeller efficiency.

Shaft with bearing (2400 TEU Container Vessel)
Thrust
Bearing
Support
Bearings
MS „Atlantic Voyager“ 2014

Shaft components
one or more support bearings

Shaft one Thrust bearing Steve tubes
The bearings have to fix the shaft in the y- and z- direction and to transfer the thrust
in the x- direction (shaft => ship structure).
y
1. Support bearings: Forces in y- and z- direction z
x
2. Thrust bearing; Transfer the force in x - direction
3. Steve tube = Support bearing

Shaft components
Support Bearing
Upper
Bearing Housing Bearing shell
Sealing Bearing shell
Shaft Shaft
Lubrication oil
Lower
Bearing Shell

Shaft components
Thrust Bearing
Housing Bearing plates

(backwards) Zollern, SMM 2016)
Sealing
Shaft Lubrication
Thrust (from Propeller)
Bearing plates (thrust)
Ship structure
Thrust

Shaft components
Stern Tube(Sealing) Sealing Oil
Lubrication Oil
Outside Engine
the vessel room
Stern Tube Sealing (outside) Stern Tube Sealing (inside)

Blohm + Voss Industries

Fixed Pitch Propeller
MMG Propeller (Waren/ Müritz 2014) Pienning Propeller (SMM 2014)
The blades of a fixed pitch propeller have a fixed position. Therefore the speed or
direction of the propeller rotation has to change for the ship speed or direction.
The diameter of these propellers varies between 0,25m an 12 m.

Large Container Vessel
Medium Size
Container Vessel
CSAV Rungue
(2008, Nordseewerke)

Example:
Medium size container vessel

„CSAV Rungue“ (CS 3400)
built 2008 in Emden
Technical Data:
length.: 228,50 m
with: 32,20 m
draft: 10,50 m
cargo capacity: 3476 TEU (twenty- foot equivalent unit)
max. speed 23,25 kn

2 Stroke - Main Engines
piston bore
Example:
MAN B&W 8K80MC-C
8 Cylinder, 2 stroke- cross head engine
stroke
Nominal speed: 104 min-1
Power output (100%): 28.880 kW

piston rod
Specific consumption
at 90% MCR: about 170 g/kWh
800 mm bore und 2300 mm stroke

! crank shaft
cross
head
= > 1 m³ cylinder capacity per cylinder
Engine Dimension: height: app. 12 m

width: app. 8,5 m
length: app. 12,7 m
weight app. 890 t
Cross section: 2 Stroke- Engine

Todays Ship Propulsion Systems
2 stroke- cross head- engines

are the most powerfull and
most energy effectiv
combustion engines
available today.

Today`s Container Vessel Propulsion Systems
- fixed propeller (simple technic)

- simple shaft system
- no gear box needed
Low invest cost and low maintenance cost!

2 stroke cross head engine
able to turn clockwise and anticlockwise
shaft
thrust bearing
radial bearing
sterntube Fixed propeller

Today`s ships engines are using
Heavy fuel oil (HFO) or marine gas oil (MGO)
Today`s merchant vessels are fitted with two separate fuel systems:
Heavy Fuel Oil
Marine Gas Oil/

Marine Diesel Oil

Today`s ship fuel:
Heavy fuel oil and diesel oil with sulfur
Heavy fuel oil (HFO) is waste comming from

the refine proces s of crude oil
It containes about 2,7 % sulfur and several other

toxic, environmental negative, dirty elements.
From 1.1. 2020 the max. sulfur rate allowed is 0,5%

worldwide. That´s why new fuels are on the market:
Very Low Sulfur Fuel Oil (VLSFO) is a mixture of about 40% HFO with fuels with
lower sulfur content => the result: VLSFO with max. 0,5 % sulfur.
In special Emission Control Areas (ECA, => e.g. North Sea, Baltic Sea, US Coasts) and in
harbours, the maximum sulfur content in fuels is limited to max. 0,1 % S.
Low Sulfur Marine gas oil (LS MGO) is produced for use in ECA areas and harbors.
It contains max. 0,1% sulfur.

Today`s exhaust gas systems
Today`s merchant vessel

have no exhaust gas
cleaning systems
Silencer
It`s just a pipe ….
Heat exchanger
Steam
Exhaust gas manifold system

Cruide Oil Tanker
Cape Bari (2005)

274 m x 48 m
Draft: 17 m
160000 t DWT

General Cargo /
Bulk carrier
MV „Crane Arrow“
General Cargo /
Bulk carrier
MV „Aurelia“

Large Vehicle Carrier
MV„Florida Highway“ in the port of Emden
Vehicle Carrier (built 2008) , 199m x 32m, draught 8,1 m, max. speed 11kn

Smaller Vessels with one or more propulsion systems
Vessel
4 Stroke Engine(s)
Medium or high speed
Propeller
1 or more Engine(s) Via Shaft
1 or more propulsion systems
Propeller
(e.g. Pod)
Reduction and Power
Reduction gear
reversing Water Jet Paddle
box Generator
gear box
wheels
Fix- Controllable Electric Prop.

…
propeller Pitch Propeller Motor

Smaller Commercial vessels with one propulsion system
Option 1: 4 Stroke Diesel (medium speed)

with one fixed blade propeller
Medium speed 4 Fix blade

Stroke Diesel engine Reduction and Steve pipe
propeller
Reverse gear Drive shaft
Thrust Support
bearing bearings

Smaller commercial vessels with one propulsion system
Option 2: 4 Stroke Diesel (medium speed) with one

controllable pitch propeller
Medium speed 4 CPP Control Drive shaft with Controllable Pitch

Stroke Diesel engine Reduction Unit hydraulic pipe propeller
gear
Thrust Support
bearing bearings

Various smaller merchant vessels

Chemical Tanker
Small and medium size
product/ chemical tanker
Chem New Orleans /Liberia
Stav Viking /N

RoRo Ships and Car Carrier
Car Carrier „Emden“
RoRo vessel sailing to the

Harbor of Haugesund

Tugs / Working Vessels
Several propulsion prinicples available
Single propeller drive

„Classic“ engine – gear - shaft – propeller
Twin propeller drive installation
Voith Schneider Propeller Schottel Propulsion Systems

(Harbour-) Tugs
Medium size tugs at work
Tug in Haugesund
Most important tug characteristics are:

- Manoeuvrability
- Towing capacity
- Tractive power (bollard pull)
Harbour Tugs in Emden
Tugs
Different tug propulsion system installations

Schottel Propulsion Systems
Tug with two azimuthing thrusters

and one bow thruster

Working vessel „Norden“
Buoy layer/ border protection
Two 4- Stroke Diesel engines

medium speed, each 270 kW
Voith Schneider Propulsion
Speed: 11 kn

Working vessel „Gustav Meyer“ (1967)
Buoy layer/ border protection
49m x 9,5m Depth: 3,6 m
2 KHD Diesel Engines (each 550 kW)
1 CP Propeller
Diesel engine
Diesel engine
Reduction Gear
Shaft
Controllable Pitch
Propeller

Mega Yachts
Most of the Mega Yachts are

Lady Moura
powered by two high-speed
2 Main Diesel diesel engines, shafts, gears
Engines with and CP propellers.
CP Propeller
Propulsion
Anonymous Mega Yacht

Sommer 2019 in
Eckernförde /Germany

Passenger Vessels / Cruise Vessels
Aida Cara
„Quantum“ Class
Diesel electric propulsion: 2 shafts systems with

fixed blade propeller
Diesel Electric with 2 „Pods“

Electric Propulsion Systems
„Conventional“ Shaft - Propeller- System
Control
(Bridge) Main Switch Board
Conventional Rudder
Electric
Diesel Generator Propulsion Motor
Fixed Blade Propeller

Today`s Propulsion Arrangements „Quantum“ Class
Electric Propulsion Systems
„Pod- System“
Control
Main switch board Stearing gear box

Diesel generator
E- Motor in the Pod- Gondula

Layout Ship Propulsion
Passenger and Car Ferries
Several propulsion layouts are available (minimum 2 independent prop. Systems)

Fast Catamaran Passenger Ferry „Nordlicht“
with two water jet propulsion systems
High speed Water tunnel Riverse flap

Shaft throttle
Diesel Engine
Impeller
Rudder-
gear
Flexible jet for

steering and thrust Water
reversal flap
Water 38 kn with 2 x 2000 kW MTU Diesel engines

Fishing Boats / Fish Transport Vessel
Several Propulsion Layouts are available (one or two Propulsion Systems)
Fish Carrier
„Ronja Pioneer“ N

Research / Survey Vessel FS „Heinke“
AWI, Germany
Several Propulsion Layouts available
1 Propeller, Diesel Electric Propulsion
Off Shore Supplier „Relume“

near Borkum, 2 Propeller Diesel SWATH FS „Planet“, German Navy

Offshore Vessel / Offshore working plattforms
Wind Mill
Jack-Up
Vessel in
Multi Purpose Offshore Vessel Eemshaven
„VOS Prime“ on the river Ems
Several propulsion layouts are available
Research / Survey Vessel

„Edda Flora“ in Haugesund

LPG / LNG Carrier
Today`s LNG Carrier are equipped with

combustion engines which are able to
use natural gas (boil off) as fuel.
Haugesund
Gulf Energy (BJ 1978) Speed 19,6 kn

285m x 44 m

Naval Surface Vessel
US Aircraft Carrier
Frigate „Hessen“
Corvette „Erfurt“ Fleet Supply Ship EGV „Berlin“

Combined Diesel or Gas Turbine Propulsion System
(CODOG) For frigates of class 122 and F 123
Gt 1
Either Diesel engines or turbines

can be engaged. Diesel 1 + 2
Gt 2
Main gear
Coupling Reduction gear

Combined Diesel and Gas Turbine Propulsion System
(CODAG) for frigates of class 124 Diesel 1
Gasturbine
Diesel 2
Operating modes (on both shafts):

- 1 Diesel
- 2 Diesel Main gear Coupling
- 2 Diesel + Gas Turbine

Passenger Vessels with combined propulsion systems
„Queen Mary 2“
with mit turbo-electric CODAG propulsion system

Propulsion Concept QM 2
Diesel Gen Diesel Gen Pod 1
Diesel Gen Diesel Gen

Pod 2
Main
switch-
board
Gas Turbine Pod 3
Gen
Pod 4
Gas Turbine
Gen

In this chapter we saw a lot of ships with different propulsion solutions.

Some more are available.
The wind- mill – components- transport vessel „E-Ship 1“

with the propulsion support system „Flettner Rotor“

3.3 Layout Ship Propulsion
Ship speed
PProp RT

In addition to the ship type and its duty, the propulsion system for each ship is
dependent on several factors:
Technical issues:
• Ship dimensions / hull design

• Ship speed
• Dynamic/ maneuverability
Legal and economic issues:
• Application areas (worldwide, …)

• Legal regulations (e.g. IMO, ECA – , US Coastal, EU- Harbours,…)
• Economics (Invest- and operation costs)

Very important for merchant ship owners: Ship Operating Costs
Average Division: Operating Costs of Ship Diesel Engines
Other Fluids and

Maintenance
Component Repairs
and Overhauls
Downtime and
Associated costs
Purchase Price and

Associated Costs
75 % Fuel
From: Gas- and Fuel Engines 1 (Kees Kuiken), 2016

Legal Regulations
(e.g. IMO, ECA – , US Coastal, EU- Harbours,…)
=> Exhaust Gas Emissions
=> Fuel: Max. Sulfur Content

=> Energy Efficiency
=> …
NOx – emission limits according to Marpol Annex VI
=> We`ll discuss this in detail in one of the next lectures ….

The most important influential factor for the ship propulsion layout
is the hull resistance
Hull Resistance - Elementary Issues
General Ship Design Factors:

• Ship dimensions
External Factors:
• Hull shape / Hull concepts
• Shallow Water Influences
• Displacement
• Salinity (Water Density)
• Ship weight
• Heavy Weather Conditions
• Design draught
• Length / block coefficient

Ship dimensions
Small Fishing boat

in Eckernförde
8 m x 2m CMA CGM Bougainville 398m x 54 m
Engine Power 25 kW Main Engine Power 64.000 kW

Ship speed
Two ship with the same capacity:
CMA CGM Bougainville 398m x 54 m Emma Maersk 397m x 56,4 m

18.000 TEU (BJ 2015) 18.000 TEU (BJ 2006)
Max. Speed: 20,5 kn Max. Speed: 26 kn
Main Engine Power 64.000 kW Main Engine Power 80.500 kW
5,5 kn and
16.500 kW difference

Different Hull Concepts
Hydrofoil Boats
Planning Boats / Glider
Semi Displacement Hull / Semi Planning Hull
Displacement Hull / Diplacer

Different Hull Concepts
Mono Hull
Catamaran
Trimaran
SWATH

Merchant vessels are designed with a displacement hull
The following pages are focused on

vessels with a „displacement hull“

Hull Design
Displacement Hull

Hull Design
Block Coefficient
Displacement Hull

Hull Design
Block Coefficient
Displacement Hull
Working Ship „Lütjeoog“

L: 19,8 m, B: 6,5 m, D: 1,05 m, Norwegian royal yacht “Norge“
Displacement: 85,3 t
L: 80,2 m, B: 11,6 m, D: 4,7 m,
Speed_= 9,8 kn, Displacement: 1628 t
2 Diesel with 185 kW each
Speed = 17 kn max.
2 Diesel engines with 1300 kW each

Hull Design
Block Coefficient
Displacement Hull
Block Coefficient = 1

Propulsion
Ship resistance / Propeller thrust
Displacement Hull
Ships speed v
Propeller thrust (Force) FT Ship resistance RT
At constant speed: Ship displacement

Hull design
Propeller thrust = Ship resistance Draft
Weather conditions
Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer 116

Propulsion
12
Work / Energy / Power

time 9 3
Ship speed v
Resistance
Total RT
Propeller thrust
(Force) FT distance s
The propeller trust FT has to be equivalent to the ship hull resistance RT to run the ship
with a constant speed.
FT = Rt
To sail the distance s, work WT has to be done:

WT = F T · s
The necessary thrust power (work /time) for the propulsion system to sail within time:
PE = WT / t = FT · vShip = RT · vShip

Propulsion
Net Propulsion Power PE requirement according to the ship speed
Displacement Hull
PE = RT · vship [KW]
RT = Individual ship resistance coeficient · vship²
f(x) = CT · x³
PE
[kW]
PE = Ship resistance coef. · v³
constant coefficient CT
f(x) = CT · x³ v [knts]

Propulsion
PE = Ship resistance coef. · v³ Displacement Hull
First conclusion: PE Net Prop

[kW]
The ship speed has a very high Power
impact on the required
propulsion power! 27 %
Power
To increase the vessels top speed a factor x³

more power is required.
10 % speed
v [knts]
With a lower speed the required power => the fuel
consumption is factor x³ lower.

Propulsion
PE = Ship resistance coef. · v³ Displacement Hull
Second conclusion:
The graph of the equation f(x) = CT · x³ PE
[kW]
goes up almost vertically after a while.
f(x) = CT · x³
Net Prop
Power
No matter how much more power is invested,
the speed does not increase anymore.
Maximum
hull speed
This speed is called „Maximum Hull Speed“
v [knts]

Ship (Resistance)
The different ship hull resistance

parameter are summarized in the
individual ship resistance RT.
The ship resistance ist the result of:
RF = Friction
RW = Wave
RE = Eddy
RA = Air
RT = RF + RW + RE + RA

Ship Resistance Coefficient CT
speed v
RT
RT = CT ∙ ½ ∙ ρw ∙ v² ∙ S
Frontal water pressure
RT = (Total-) ship resistance [N]
S = wet ship hull area[m²]

ρw = water density [seawater = 1025 kg/m³]
CT = ship resistance coefficient [-]

RT: Measurement and calculation in a test water tank
1. Construction of a scale ship hull model.
2. Calculation: Ship model speed in relation to the real ship speed (Froude).
3. Towing tests with different ship speeds v m 1 – v m n

Measurement result= Traction force FTmodel = Model- ship resistance RTmodel
according to the ship model speed
4. Calculation: Conversation: Model resistance RTmodel => Original ship size RT
Ftraction m
vm
Model RT m

RT: Measurement and calculation with a model in a test water tank
Calculation towing speed in the test tank vm
vm
Fzug m
Modell RT m
Towing the model (scale λ) with the same Froude-Number Fr like the original ship.
v Model length Ls
Froude- Number Fr = -------------- scale λ =
g·L Original ship length Lm
vm vs
Fr = ---------------- = -------------------- vs
Model towing speed: Vm = ----------
g · Lm g · Ls λ

Test results
Model towing Model towing

speed force
V m1 F Zug m 1
V m2 F Zug m 2
V m3 F Zug m 3
V m4 F Zug m 4
….. …..
V mn F Zug m n
New test water tank in Leer with

speed – force measurement equipment

Conversation: Model resistance =>
Original ship resistance
Model ship scale Original ship scale 1:1
- Several hydrodynamic calculation formulars are converting the model results

to the original ship resistance (According to the Reynolds-number).
Model Original
Calculation
V m1 F Zug m 1 V S1 R TS1
….. ….. ….. …..
V mn F Zug m n V sn R TSn
Ship resistance coefficient CT = RT / (½ ∙ ρw ∙ v² ∙ S)

Propulsion
Forces / Energy / Power => Efficiency / Losses
Ship speed v
Resistance
Thrust
distance s,
Propeller Transmission Engine Power time t
The Diesel engine has to provide enough power Pengine to enable the propeller to
produce enough thrust FT ,
to overbear the ship resistance RT,
so that the ship is able to sail with the speed v a distance s.

Propulsion n = Engine Revolutions [1/s]
Forces / Energy / Power => Efficiency / Losses M = Shaft Torque [Nm]
Mechanic Power Output Engine
nEngine MEngine
Energy supply
(fuel) QZU /t Power Output Engine
PEngine = MEngine ∙ 2 π ∙ nEngine
.
The best diesel engines (big 2 stroke crosshead diesel engines) are able to run with
a maximum efficiency of 50 – 52% at 100% load/ 100% speed. The best 4 stroke
diesel engines have a maximum efficiency of 45%. Losses = heat.
Mechanic Power output

Engine efficiency ηMotor = = 0,45 – 0,52
Supplied amount of energy

Propulsion
Forces / Energy / Power => Efficiency / Losses
Mechanic power losses in the transmission system
Appr. 3 -5 % Appr. 2 %
Power Output Power Propeller
Engine
Diesel engine Gear Propeller

Drive shaft with bearings and sealings
PPropeller Power = 0,98 – 0,93 ∙ PEngine

Propeller
Forces, Pressures and Torques
Propeller torque MProp
FProp
Water Water
Water Water Lever arm DW /2

FThrust
Suction Presssure
area area FThrust = Blade expense · Water pressure
FThrust
Fprop = Resulting force (for all blades)
MProp = FProp · Dw / 2
FProp
Torque to rotate the propeller
Propulsion
Propeller
Ship propeller are flow machines
Water-
The propeller produces the thrust (force) FT FThrust
pressure p
to move the ship. There for it needs a torque MProp.
Together with the number of revolutions nshaft
and the propeller efficiency factor the necessary MProp
shaft power is:
Net Prop Power

PE = FThrust · vship
Shaft Power
PD = Mprop · 2 π · nshaft
Mprop Propeller energy losses

nshaft
In general it can be stated, that the highest efficiency in propulsion is achieved when the
largest possible quantity of water is moved with the smallest possible acceleration.

Diesel Engines Operation: Fixed propeller
The „Propeller Curve“
The engine revolutions n and necessary torque M

putput is directly connected via the fixed blade propeller
with the ships speed and its resistance force.
Engine Power = Shaft Power + Losses P = 2 π ∙ n ∙ M
The engine has to work PE

along the „Propeller curve“: [kW]
Ship Power Demand in dependence

of the ship speed
v [knts]
Propulsion Mprop
Propulsion system layout => Fixed Propeller nshaft
Shaft Power =
2 π · nshaft · Mprop

Diesel Engines Operation: Fixed propeller
Work along the „Propeller curve“:

2 Stroke Engine
=> Variable speed and power/ torque
The engines are able to work

properly over long period of
time between 50% - 100%
power output.
4 Stroke Engine Fixed Propeller
Gear Box Propeller Shaft
Lower power output is okay
for short time periods.
Sometimes a problem: Very low ship speeds = very low engine speed

Propulsion
Propulsion system layout => Diesel Engine Performance
1,25 Pme = 100%
max. Power
Full Power
1,00
Pme = 75 %
Power P/P0
max. n
0,75
Pme = 50 %
0,50
Pme = 25 %
0,25
min. n
0 0,2 0,4 0,6 0,8 1,0 1,2

Idle speed Revolutions n/n0

Fuel consumption according the engine speed and load
Power Output
Engine Revolutions
fuel
The internal losses in a diesel engine are not equal related to the engine speed or
load.
The fuel consumption according to the power output per hour is an important
number to analyze the engines performance.
Specific Fuel mass [ g]

fuel consumption be =
Power per hour [kWh]

Ship Propulsion Systems (2) Prof. Dipl.-Ing. Freerk Meyer 136
Fuel consumption map (Medium Speed 4 stroke Diesel engine)
[kW] fuel: be
LCV = 42000 kJ/kg [g/kwh]
100 %
177
179
75 %
Power Output 181
185
188
50 % 191
196
25 %
207
215
0
m Fuel 0 400 450 500 550 600 [1/min]
be =
Pe per hour 565
Speed (revolution) n
Fuel consumption map (Medium Speed 4 stroke Diesel engine)
Example: Fuel: LCV = 42000 kJ/kg be
8 Zyl. - 4 Stroke Diesel 3620 kW [g/kwh]
Engine (MAK 32 c) 178
output
Power
179
181
185
188
191
Consumption at full load: 1235 kW 196

178 g/kWh
207
215
Consumption at part load and
400 rpm : 207 g/kWh
0 400 450 500 550 600 [1/min]
565
speed n
Total fuel consumption at full load: 0,178 kg/kWh · 3620 kW = 644,3 kg/h
Total fuel consumption at part load: 0,207 kg/kWh · 1235 kW = 255,6 kg/h

Diesel Engines Operation: Controllable pitch propeller and electric generator
Work with a fixed speed and a

variable power output
Power output = 0 => 100 % possible
Good system dynamic (responds to power changes)
Slightly less total energy efficiency at full load (compared with fixed propeller)
Good efficiency
at part load. 4 Stroke engine Gear box Propeller control Controllable Pitch
unit Propeller
Propeller shaft with

control pipe

Propulsion
Efficiency factor – Total Propulsion system
Engine Efficiency ηengine PEngine

Energy supply
.
(fuel) Qfuel
P Prop
PE = Net Prop Power

η0 = Propeller efficiency
ηs = mechanic efficiency
shaft system
PEngine = Power Output Engine ηR = aft ship efficiency
PEngine = 1/ηs ∙ 1/ηD · Pprop ηD

.
QFuel = 1/ηengine · PEngine
Propulsion
Efficiency factor – Total Propulsion system
.
Energy in the Fuel QFuel
Prop Power PE
(= Thrust Power)
.
QFuel
Total Propulsion Efficiency ηtotal = = < 0,20 – max. 0,30
Propulsion Power PE

Ship Propulsion Systems (2) Prof. Dipl.-Ing. Freerk Meyer 141
Ship Propulsion Layout
Ship speed General Propulsion Legal and Propeller

Ship resistance Layout Economic Qustions Layout
The next step is the selection of a

suitable propulsion engine ….


MMO ship propulsion systems_02

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

MMO ship propulsion systems_02

Uploaded by

Copyright:

Available Formats

Master Course „Maritime Operations“

„Ship Propulsion Systems“

Summer Semester 2023

Prof. Dipl.-Ing. Freerk Meyer

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Ship Propulsion Systems, Lecture 2:

3. Today`s Ship Propulsion Systems

3.1 Different Requirements for Ship Propulsion Systems

3.2 Todays Propulsion Arrangements (according the Ship Type)

3.3 Ship Propulsion Layout

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

To operate a modern merchant vessel several systems are needed.

Engine Room Cargo holds Bow thruster

- Propulsion system - Engine control room - Steering gear

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Fuel system Steam generator system

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Every ship has to be equipped with a minimum of two

Gensets are generally driven by medium speed

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Advantage: high energy efficiency, no additional diesel generator in operation (maintenance)

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

To ensure that the safety relevant systems

An additional diesel generator with independent

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Techn. Data CS 3400:

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

„CSAV Rungue“ 2008

CAD drawing: Main components in

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

The propulsion system for each ship is dependent on several factors:

• Economics (Invest- and Operation costs)

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Space in the Fuel

Engine Ship production +

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Power Provider Power conversation

Diesel Engines with Shaft with Fixed Pitch

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

4 Stroke High speed - Qualitative performance

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Slow running Medium speed High speed

Merchant Vessels > Smaller Merchant Vessels, Naval Ships,

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

All internal combustion engines work

4. (Exhaust gas-) Outlet

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Combustion chamber volume

Piston on it´s lowest position Piston on it´s highest position

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Exaust gas pipe

Connecting rot (Cylinder)

Lub oil sump

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Intake Compression Injection & Ignition

1st stroke 2nd stroke

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer

Expansion/ Power Exhaust

3rd stroke 4th stroke

Master Course „Maritime Operations“ Faculty of Maritime Sciences, Leer