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Ship Propeller: CFD-Optimized Design for Maximum Efficiency
The ship propeller is the heart of propulsion and largely determines a vessel’s efficiency, fuel consumption and CO2 emissions. As the principal propulsion component, the ship propeller converts the rotation of the propeller shaft into thrust, which moves the vessel through the water. Among the different propeller types, a CFD-optimized design offers a customized solution, digitally analyzing the flow around the hull and propeller using Computational Fluid Dynamics (CFD). This advanced ship propeller technology, comparable to physical model testing, makes it possible to accurately predict performance and precisely match the design to the hull form, appendages such as the rudder and the nozzle, the drivetrain and the operating profile.
Improve Vessel Efficiency and Comply with IMO and EU Regulations
A CFD-optimized ship propeller provides shipping companies and shipowners with demonstrable benefits. These range from fuel savings and lower emissions to reduced cavitation, vibration and maintenance. In addition, a CFD-optimized ship propeller supports compliance with international and European frameworks such as the Energy Efficiency Existing Ship Index (EEXI), the Carbon Intensity Indicator (CII), the European Emissions Trading System (EU ETS) and FuelEU Maritime.
Our partner develops ship propellers of various types, including fixed-pitch and ducted propellers (also known as propellers for Kort nozzles), as well as propellers for bow thrusters, azimuth thrusters and electric podded drives. These propellers comply with the most stringent guidelines of the International Maritime Organization (IMO) and the requirements of leading classification societies. In this way, technical refinement, energy efficiency and international compliance within shipping come together seamlessly.
Design Process for CFD-Optimized Ship Propellers
Designing a CFD-optimized ship propeller starts with carefully defining the propulsion concept, fully aligned with the vessel’s operational requirements and the sector in which it operates. This may concern both newbuild projects and existing vessels that need a more efficient or quieter propulsion solution. The CFD-based propeller design is the key to optimal propulsion performance.
Inland vessels on European waterways are generally characterized by low speeds and frequent maneuvers, while offshore-support vessels are often designed with reliable performance in rough sea conditions in mind. Dredgers and trawlers often require robustness and high thrust under heavy loads, while short-sea vessels, oil tankers and bulk carriers mainly pursue the lowest possible fuel consumption on longer routes. For ferries the emphasis is often on quiet, low-vibration propulsion to promote passenger comfort, while naval vessels typically prioritize maneuverability, low noise levels and operational discretion.
Against these diverse operational backgrounds, the propeller design is developed. The core lies in the interaction between the hull, appendages such as nozzles and ship rudders, the drivetrain, including the gearbox. Depending on the chosen propulsion concept, ranging from conventional diesel and propeller-shaft installations to electric or hybrid propulsion systems, the ship propeller is designed to perform efficiently at varying speeds and drafts. With electric or hybrid installations this often adds a design task, namely to optimize battery capacity to maintain the balance between range, space utilization, weight and operating costs.
For performance prediction, advanced CFD simulations are used to digitally analyze the flow around the hull and the propeller. This validated method enables accurate resistance and speed predictions early in the design phase. When simulations show that available power is insufficient for the desired speed or endurance, targeted adjustments can be made to, for example, the bulbous bow or the stern. In this way, the ship propeller is matched to the vessel’s specific flow characteristics during the design phase, making the process a continuous cycle of measuring, analyzing and optimizing.
A crucial phase in this process is determining the number of blades, in conjunction with the diameter and pitch of the ship propeller. These parameters determine the balance between efficiency, thrust and low-vibration performance. Validated CFD results enable designers to advise, with substantiation, which configuration is most suitable for the specific vessel type and operating conditions. Material selection also plays an important role in the design process. Requirements can vary widely. In arctic waters the focus is on impact resistance and tolerance to low temperatures, while on tropical routes corrosion resistance takes precedence. Research vessels and low-noise ferries also benefit from designs that comply with ICES 209 noise standards.
Depending on operating conditions and client requirements, the design is aligned with the required ice class and the guidelines of leading classification societies such as the American Bureau of Shipping (ABS), Bureau Veritas (BV), Registro Italiano Navale (RINA), DNV and Lloyd’s Register (LR). The end result is a ship propeller that withstands the harshest conditions and meets international regulations within the frameworks of the International Maritime Organization (IMO).
Technical Characteristics and Material Selection for Ship Propellers
Whether it concerns fixed pitch propellers, ducted propellers, bow thrusters, azimuth thrusters or electric podded drives, the choice of propeller and the associated technical characteristics and material types largely determine performance, durability and noise emissions. Within the delivery program, configurations are available with three to seven blades, in diameters of approximately 30 to 160 inches (0.7 to 4.0 meters) and with weights up to approximately twelve metric tons. Which configuration is most suitable depends on the operating profile, the available installation space and the requirements of the classification society. This allows each propeller design to be precisely matched to the vessel’s specific deployment and operating conditions.
A second determining factor is the material. Because each metal has its own properties, careful selection is essential for optimal performance. Nickel aluminum bronze (CuNiAl), also known as Cu3, is the most commonly applied. This material combines high resistance to cavitation erosion with excellent corrosion resistance in seawater. It is suitable for a wide range of applications across the maritime sector, from inland and short-sea to ocean-going, offshore and naval. An additional advantage is that Cu3 work hardens locally under cavitation loading, which often limits damage to pitting and keeps it relatively manageable.
When operating loads are less extreme, manganese bronze (Cu1) is often an attractive alternative. This material offers a favorable balance between strength, service life and cost, and is widely used on vessels that are not continuously exposed to aggressive seawater. In situations where higher mechanical strength or specific operating conditions are required, stainless steel comes into view. Alloys such as CF3, an austenitic type with high corrosion resistance, and 13-4 stainless steel, a martensitic alloy with excellent tensile strength and wear resistance, stand out for their mechanical performance and durability. These materials do require careful cathodic protection and periodic maintenance, since they can be more susceptible to cavitation erosion than Cu3 alloys.
In addition to material selection, geometric characteristics also play a decisive role in overall propulsion efficiency. These parameters, including the number of blades, diameter and pitch, together determine the balance between efficiency, thrust and low-vibration performance. A larger number of blades or a greater disc area generally reduces the likelihood of cavitation and vibration, while a smaller number of blades under favorable inflow conditions helps to limit frictional losses. This preserves propeller efficiency in diverse operating situations.
Moreover, subtler design features play an important role in hydrodynamic efficiency. Skew, the backward curvature of the blades, provides a more uniform cavitation pattern and significantly reduces vibration levels. Rake, the inclination of the blades relative to the propeller shaft, contributes to stable performance under varying drafts and flow conditions. Tip geometry, the shape of the blade tips, also affects vortex formation and therefore directly impacts both efficiency and noise emissions.
These aspects are particularly important for passenger vessels, research vessels and naval vessels, because low Underwater Radiated Noise (URN) contributes directly to comfort, precision and operational discretion.
Optimization of Existing Vessels with a New Ship Propeller
When an existing vessel is due for propeller replacement, a CFD-optimized design offers the opportunity to improve performance noticeably. If the vessel’s original drawings and the existing propeller drawings are still available, the design process can start immediately. Based on these data, a custom design is developed that matches the existing vessel configuration both technically and geometrically, and is fully aligned with the intended operating profile.
If drawings are no longer available, this does not pose an obstacle. In that case the vessel is first captured accurately with 3D hull scanning, supplemented with targeted measurements. The forebody and afterbody of the hull, including all existing appendages, are digitally recorded. This dataset provides the basis for a CFD analysis that realistically simulates the flow around the propeller(s) and substantiates design choices scientifically.
The end result is a single or twin propeller configuration that matches the existing vessel optimally in both geometry and hydrodynamic characteristics. This enables the shipping company or shipowner to benefit from the same advantages as in newbuild projects. These include higher propulsion efficiency, lower emissions, reduced vibration and a propulsion system that is demonstrably more reliable and more sustainable in daily operation.
Controllable Pitch Propeller Blades
A Controllable Pitch Propeller (CPP) is a flexible and technically advanced solution to align propulsion optimally with varying operating conditions. In contrast to Fixed Pitch Propellers (FPP), a CPP allows the blade angle to be adjusted while underway. This increases maneuverability and helps the propeller perform more efficiently across a range of speed regimes. Vessel behavior remains noticeably smoother.
Thanks to this flexibility, a vessel can adapt to changing loads or frequent maneuvers without major changes to the propulsion system. As a result, controllable pitch propellers are particularly suitable for vessel types that operate under variable conditions, such as ferries, offshore-support vessels and naval vessels, where reliability and precision are often of decisive importance.
For existing installations, reverse engineering offers an effective solution. Using this method, existing controllable pitch propeller (CPP) blades, regardless of the original manufacturer, can be reproduced with high accuracy and technically optimized where necessary. This provides the shipping company or shipowner with cost-effective replacement blades that are fully compatible with the existing hub. When a CFD analysis is applied in addition, this can also lead to demonstrably higher hydrodynamic efficiency and a longer service life.
The end result is a propulsion solution that aligns with the growing need for flexibility, reliability and fuel savings. The controllable pitch propeller remains technically and geometrically matched optimally to the vessel’s operational requirements.
Ship Propeller: CFD-Optimized Design for Maximum Efficiency
Discover the CFD-optimized ship propeller, higher efficiency, lower emissions, and fully aligned with IMO and EU regulations.
Design Process for CFD-Optimized Ship Propellers
The ship propeller is the heart of propulsion and largely determines a vessel’s efficiency, fuel consumption and CO2 emissions. As the principal propulsion component, the ship propeller converts the rotation of the propeller shaft into thrust, which moves the vessel through the water. Among the different propeller types, a CFD-optimized design offers a customized solution, digitally analyzing the flow around the hull and propeller using Computational Fluid Dynamics (CFD). This advanced ship propeller technology, comparable to physical model testing, makes it possible to accurately predict performance and precisely match the design to the hull form, appendages such as the rudder and the nozzle, the drivetrain and the operating profile.
A CFD-optimized ship propeller provides shipping companies and shipowners with demonstrable benefits. These range from fuel savings and lower emissions to reduced cavitation, vibration and maintenance. In addition, a CFD-optimized ship propeller supports compliance with international and European frameworks such as the Energy Efficiency Existing Ship Index (EEXI), the Carbon Intensity Indicator (CII), the European Emissions Trading System (EU ETS) and FuelEU Maritime.
Our partner develops ship propellers of various types, including fixed-pitch and ducted propellers (also known as propellers for Kort nozzles), as well as propellers for bow thrusters, azimuth thrusters and electric podded drives. These propellers comply with the most stringent guidelines of the International Maritime Organization (IMO) and the requirements of leading classification societies. In this way, technical refinement, energy efficiency and international compliance within shipping come together seamlessly.
Design Process for CFD-Optimized Ship Propellers
Designing a CFD-optimized ship propeller starts with carefully defining the propulsion concept, fully aligned with the vessel’s operational requirements and the sector in which it operates. This may concern both newbuild projects and existing vessels that need a more efficient or quieter propulsion solution. The CFD-based propeller design is the key to optimal propulsion performance.
Inland vessels on European waterways are generally characterized by low speeds and frequent maneuvers, while offshore-support vessels are often designed with reliable performance in rough sea conditions in mind. Dredgers and trawlers often require robustness and high thrust under heavy loads, while short-sea vessels, oil tankers and bulk carriers mainly pursue the lowest possible fuel consumption on longer routes. For ferries the emphasis is often on quiet, low-vibration propulsion to promote passenger comfort, while naval vessels typically prioritize maneuverability, low noise levels and operational discretion.
Against these diverse operational backgrounds, the propeller design is developed. The core lies in the interaction between the hull, appendages such as nozzles and ship rudders, the drivetrain, including the gearbox. Depending on the chosen propulsion concept, ranging from conventional diesel and propeller-shaft installations to electric or hybrid propulsion systems, the ship propeller is designed to perform efficiently at varying speeds and drafts. With electric or hybrid installations this often adds a design task, namely to optimize battery capacity to maintain the balance between range, space utilization, weight and operating costs.
For performance prediction, advanced CFD simulations are used to digitally analyze the flow around the hull and the propeller. This validated method enables accurate resistance and speed predictions early in the design phase. When simulations show that available power is insufficient for the desired speed or endurance, targeted adjustments can be made to, for example, the bulbous bow or the stern. In this way, the ship propeller is matched to the vessel’s specific flow characteristics during the design phase, making the process a continuous cycle of measuring, analyzing and optimizing.
A crucial phase in this process is determining the number of blades, in conjunction with the diameter and pitch of the ship propeller. These parameters determine the balance between efficiency, thrust and low-vibration performance. Validated CFD results enable designers to advise, with substantiation, which configuration is most suitable for the specific vessel type and operating conditions. Material selection also plays an important role in the design process. Requirements can vary widely. In arctic waters the focus is on impact resistance and tolerance to low temperatures, while on tropical routes corrosion resistance takes precedence. Research vessels and low-noise ferries also benefit from designs that comply with ICES 209 noise standards.
Depending on operating conditions and client requirements, the design is aligned with the required ice class and the guidelines of leading classification societies such as the American Bureau of Shipping (ABS), Bureau Veritas (BV), Registro Italiano Navale (RINA), DNV and Lloyd’s Register (LR). The end result is a ship propeller that withstands the harshest conditions and meets international regulations within the frameworks of the International Maritime Organization (IMO).
Technical Characteristics and Material Selection for Ship Propellers
Whether it concerns fixed pitch propellers, ducted propellers, bow thrusters, azimuth thrusters or electric podded drives, the choice of propeller and the associated technical characteristics and material types largely determine performance, durability and noise emissions. Within the delivery program, configurations are available with three to seven blades, in diameters of approximately 30 to 160 inches (0.7 to 4.0 meters) and with weights up to approximately twelve metric tons. Which configuration is most suitable depends on the operating profile, the available installation space and the requirements of the classification society. This allows each propeller design to be precisely matched to the vessel’s specific deployment and operating conditions.
A second determining factor is the material. Because each metal has its own properties, careful selection is essential for optimal performance. Nickel aluminum bronze (CuNiAl), also known as Cu3, is the most commonly applied. This material combines high resistance to cavitation erosion with excellent corrosion resistance in seawater. It is suitable for a wide range of applications across the maritime sector, from inland and short-sea to ocean-going, offshore and naval. An additional advantage is that Cu3 work hardens locally under cavitation loading, which often limits damage to pitting and keeps it relatively manageable.
When operating loads are less extreme, manganese bronze (Cu1) is often an attractive alternative. This material offers a favorable balance between strength, service life and cost, and is widely used on vessels that are not continuously exposed to aggressive seawater. In situations where higher mechanical strength or specific operating conditions are required, stainless steel comes into view. Alloys such as CF3, an austenitic type with high corrosion resistance, and 13-4 stainless steel, a martensitic alloy with excellent tensile strength and wear resistance, stand out for their mechanical performance and durability. These materials do require careful cathodic protection and periodic maintenance, since they can be more susceptible to cavitation erosion than Cu3 alloys.
In addition to material selection, geometric characteristics also play a decisive role in overall propulsion efficiency. These parameters, including the number of blades, diameter and pitch, together determine the balance between efficiency, thrust and low-vibration performance. A larger number of blades or a greater disc area generally reduces the likelihood of cavitation and vibration, while a smaller number of blades under favorable inflow conditions helps to limit frictional losses. This preserves propeller efficiency in diverse operating situations.
Moreover, subtler design features play an important role in hydrodynamic efficiency. Skew, the backward curvature of the blades, provides a more uniform cavitation pattern and significantly reduces vibration levels. Rake, the inclination of the blades relative to the propeller shaft, contributes to stable performance under varying drafts and flow conditions. Tip geometry, the shape of the blade tips, also affects vortex formation and therefore directly impacts both efficiency and noise emissions.
These aspects are particularly important for passenger vessels, research vessels and naval vessels, because low Underwater Radiated Noise (URN) contributes directly to comfort, precision and operational discretion.
Optimization of Existing Vessels with a New Ship Propeller
When an existing vessel is due for propeller replacement, a CFD-optimized design offers the opportunity to improve performance noticeably. If the vessel’s original drawings and the existing propeller drawings are still available, the design process can start immediately. Based on these data, a custom design is developed that matches the existing vessel configuration both technically and geometrically, and is fully aligned with the intended operating profile.
If drawings are no longer available, this does not pose an obstacle. In that case the vessel is first captured accurately with 3D hull scanning, supplemented with targeted measurements. The forebody and afterbody of the hull, including all existing appendages, are digitally recorded. This dataset provides the basis for a CFD analysis that realistically simulates the flow around the propeller(s) and substantiates design choices scientifically.
The end result is a single or twin propeller configuration that matches the existing vessel optimally in both geometry and hydrodynamic characteristics. This enables the shipping company or shipowner to benefit from the same advantages as in newbuild projects. These include higher propulsion efficiency, lower emissions, reduced vibration and a propulsion system that is demonstrably more reliable and more sustainable in daily operation.
Controllable Pitch Propeller Blades
A Controllable Pitch Propeller (CPP) is a flexible and technically advanced solution to align propulsion optimally with varying operating conditions. In contrast to Fixed Pitch Propellers (FPP), a CPP allows the blade angle to be adjusted while underway. This increases maneuverability and helps the propeller perform more efficiently across a range of speed regimes. Vessel behavior remains noticeably smoother.
Thanks to this flexibility, a vessel can adapt to changing loads or frequent maneuvers without major changes to the propulsion system. As a result, controllable pitch propellers are particularly suitable for vessel types that operate under variable conditions, such as ferries, offshore-support vessels and naval vessels, where reliability and precision are often of decisive importance.
For existing installations, reverse engineering offers an effective solution. Using this method, existing controllable pitch propeller (CPP) blades, regardless of the original manufacturer, can be reproduced with high accuracy and technically optimized where necessary. This provides the shipping company or shipowner with cost-effective replacement blades that are fully compatible with the existing hub. When a CFD analysis is applied in addition, this can also lead to demonstrably higher hydrodynamic efficiency and a longer service life.
The end result is a propulsion solution that aligns with the growing need for flexibility, reliability and fuel savings. The controllable pitch propeller remains technically and geometrically matched optimally to the vessel’s operational requirements.
Ship Propellers in Practice
Within shipping, CFD-optimized ship propellers have convincingly shown that they contribute to more efficient propulsion and lower emissions. They are used across diverse sectors, including inland shipping, short-sea shipping, ocean-going, dredging, offshore, fisheries and naval, where they help to save fuel and reduce CO2 emissions.
Ship Propellers in Practice
Within shipping, CFD-optimized ship propellers have convincingly shown that they contribute to more efficient propulsion and lower emissions. They are used across diverse sectors, including inland shipping, short-sea shipping, ocean-going, dredging, offshore, fisheries and naval, where they help to save fuel and reduce CO2 emissions.