Submerged Propeller Jet

WEI-HAUR LAM GERRY HAMILL DES ROBINSON

RAGHU RAGHUNATHAN CHARMAINE KEE

Virtual Engineering Centre, Queens University of Belfast
Cloreen Park, Malone Road, Belfast BT9 5HN
Northern Ireland

School of Civil Engineering, Queens University of Belfast
David Keir Building, Stranmillis Road, Belfast BT9 5AG
Northern Ireland

http://www.vec.qub.ac.uk/members/weilam/

Abstract: - A high velocity jet can cause seabed scouring in the harbour. This paper presents the behaviour of a
submerged propeller jet, which can be divided into the efflux plane, zone of flow establishment and zone of
established flow. The semi-empirical equations used to predict the decay of maximum velocities along the flow
axis and the distributions of the plane have been reviewed and calculated. These calculated velocities are
compared with the LDA measurements and CFD simulation.

Key-Words: - propeller jet, velocity distribution, diffusion, CFD simulation, LDA

Nomenclature wash with high kinetic energy, which results in

BAR is the blade area ratio
Ct is the thrust coefficient
Dp is the propeller diameter
Dh is the hub diameter
n is the number of revolutions per second of the
propeller
P is the pitch area ratio
Rmo is the radial distance of maximum velocity of
efflux plane
Vo is the efflux velocity
Vmax is the maximum velocity
Vx, r is the velocity at coordinate x and r
x is the axial distance from propeller face
1 Introduction
The size of the ships which navigate in seas
and inland waterways is increasing, mainly for
economic reasons. A bigger ship needs a bigger
thrust force to push it forward. Subsequently a
higher velocity propeller wash is induced. The
movement of large ships is difficult to control
especially when manoeuvring nearby the harbour
walls. Hence these ships dock at the same position
and navigate the same route when approaching the
harbour. The rotation of a propeller produces a
scouring of the sea bed and damaging the quay
structures in a harbour or other docking area.
The problem associated with propeller scour
has been documented around the world. A survey by
Qurrain (1994) discovered that scouring damage had
occurred in 42% of ports in the United Kingdom [1].
In Sweden, Bergh and Cederwall (1981) highlighted
the need for repairs caused by erosion at sixteen out
of eighteen ports investigated [2]. In France, twenty-
nine ports were exposed to propeller induced
scouring where the bed velocity of the wash was
estimated at 3-4m/s and the erosion was found to
reach 0.5 meters per month, Longe et al. (1987) [3].
In Larne harbour, Northern Ireland, scouring has
overlain with 250mm diameter cobbles, at a rate of
0.6 meters per year [4].
2 Importances
Bed scour is a function of the near bed
velocity, particle size and density [5]. For any given
sediment, a critical velocity exists above which the
movement will take place. In order to predict the
near bed velocity, an accurate prediction of the jet
velocity at the exit of the propeller is required. The
exit velocity is termed the efflux velocity (Vo). The

1
virtual wash can therefore be used to track the
location of any given critical velocity, indicating
which areas where scouring will occur. Conversely
it will also allow a particle size to be determined,
based on the magnitudes of the velocities present in
the wash. This will prevent movement and allow an
armour layer to be established.
In order to provide an adequate protection
system against scouring, an understanding of the
velocity distribution within the propeller wash is
required. The importance of this situation has been
recognised in the United Kingdom by the British
Standard Code of Practice for the design of
maritime structures, BS 6349 [6]. This code
requires the scouring action of propeller jets to be
taken into consideration in the design of berth
structures. But the code does not a provide method
of calculating this scouring damage.
3 Background
A propeller jet can be analyzed globally
and locally using the axial momentum theory and
blade element method (BEM) respectively. The
axial momentum theory can be used to predict
velocity and pressure of the upstream and
downstream propeller flow, without considering the
aerofoil at the rotor. Meanwhile, blade element
method is a theory based on dividing the blade up
into a large number of elementary strips. Each
elementary strip is regarded as an aerofoil subject
to a resultant force. The demand for understanding
the flow within the rotor is mostly for the purpose
of improving a propeller performance. A naval
architect will analyse the flow globally and locally
for this purpose and to investigate the stern
vibration caused by a rotating propeller. As a civil
engineer, our concern is of the downstream
propeller wash, which results in sea bed scour and
exposes the quay structure where the wash is
impinging. Axial momentum theory is more
important in this research.
4 Axial Momentum Theory
The classical analysis method for the
global flow region is the axial momentum method,
in which the rotor is modelled as an actuator disk
and the flow passes this disk without energy losses
(see Figure 1). This theory is derived from the
concept of conversation of momentum and energy,
encompass six core assumptions:
1. The propeller is represented by an ideal
actuator disc without thickness in the axial
direction.
2. The disc consists of an infinite number of
rotating blades, covering the entire disc
without space in between.
3. The disc is submerged in an ideal fluid
without disturbances.
4. All elements of fluid passing through the
disc undergo an equal increase of pressure.
5. The energy supplied to the disc is, in turn,
supplied to the fluid without any rotational
effects being induced.
The relation between the velocity and
pressure profiles is shown in Figure 1. Far upstream
of the propeller disk, the pressure and velocity are
given by PA and VA. As the flow approaches the disc,
acceleration occurs because of the reduced pressure
PB on the upstream side of the disc. Energy is
supplied to the system as the fluid passes through the
disc, and as a result Bernoullis equation does not
apply between sections B and C. However
Bernoullis equation may be applied between
sections A and B and between sections C and D. The
changes in momentum due to the presence of the disc
then results in a net thrust on the fluid.
Fig. 1: Axial momentum theory
5 Physical Phenomena
A propeller jet produces a thrust by drawing
in water, accelerating it and discharging it when a
propeller is rotating. This jet is unlike the other
submerged jets because the velocity and shear
stresses depend upon the operating characteristics of
the propeller and the speed of advance of the ship.
The jet velocity entrains the surrounding water and
decays with distance from the propeller jet. In this
way, the jet expands and the kinetic energy dissipates
as diffusion. If the propeller jet is restricted in a
confined area such as a waterway or shallow water,
2
the remaining kinetic energy within the propeller Vo nD p C t (2)
jet will cause damage on the bed or banks.
Figure 2 summarized physical jet Where Hashmi [8] proposed the coefficient can be
characteristics suggested by Hamill et. al.. The calculated using a semi-empirical equation by taking
downstream propeller jet can be divided into two propeller diameter, hub diameter, thrust coefficient
apparent zones; those are zone of flow and blade area ratio into account (see equation 3).
0.403
establishment and zone of established flow. The Dp
entrainment starts from the zone of flow Ct 1.79 BAR 0.7 (3)
establishment, which consists of a symmetry plane Dh
along the central flow axis. This symmetry forms
two similar profiles with peaked ridges at the 5.2 Zone of Flow Establishment
central. Later the velocities of these two peaked The zone of flow establishment is the region
ridges will decay with distance of the propeller where the jet was divided into two parts by the
faces along the central axis. The diffusion of the jet influence of the rotating hub. Some of the researchers
is inclined at an angle of 130-150 [7]. believe the contraction phenomena happened at the
exit of the propeller jet. Based on the LDA
measurement, it shows no contraction happening at
13 o-15o the efflux plane. The velocity profiles of this zone
contain two symmetric peaked ridges propagating
downstream jet. As the distance from the propeller
face is increased, the transverse velocity profile
keeps expanding, associated with the decay of
maximum velocity. Steward states the zone of flow
establishment ranges from the efflux plane to 3.25 Dp
Zone of flow establishment
[7]. This kind of diffusion can be approximated by
Zone of established flow
using a series of semi-empirical equations (see
equation 4, 5, 6, 7). Predicting maximum velocity of
Fig. 2: A submerged propeller jet suggested by
a traverse profile is the first step to understand the
Hamill et. al.
whole distribution. This maximum velocity at the
zone of flow establishment can be predicted using
equation (4) [5].
5.1 Efflux Plane BAR

The exit plane of a propeller flow is called Vmax x 4
the efflux velocity. This initial plane in front of the 0.87 (4)
Vo Dp
propeller is where the velocities within the jet are at
a maximum. The predictions of the velocity can be Hamill proposed two equations to calculate
done by using several semi-empirical equations. the distribution of the traverse velocity based on the
Knowing the efflux velocity is the pre-requisite to distance form the propeller. For the efflux plane and
predict the downstream diffusion through these the region up to 0.5 Dp from the propeller, equation
semi-empirical equations. (5) can be used to predict the distribution. For the
Theoretical development of equation used region where further than 0.5 Dp and within the zone
to predict the efflux velocity of a propeller wash is of flow establishment, equation (6) can be used. [5]
based on axial momentum theory shown in 2
equation (1). This equation is widely investigated
by several researchers such as Hamill et. al. and V x ,r 1 (r Rmo )
EXP (5)
Berger at. al..[5] Vmax 2 1
( Rmo )
Vo 1.59nD p C t (1) 2
2
Hamill et. al. suggested the efflux velocity
is influenced by other propeller characteristics such V x ,r 1 (r Rmo )
as blade area ratio and hub diameter of a propeller. EXP
Vmax 21
The coefficient 1.59 might not be constant. It is ( R ) 0.075( x R p )
changeable based on the propeller characteristics. 2 mo
Hamill proposed equation (2) by replaced the (6)
constant coefficient into changeable coefficient Where Rmo can be obtained using Bergers equation
based on the propeller characteristics. [5] (see equation 7). [9]

3
 Rmo 0.67 R p Rh (7) 7 Numerical Predictions
Accuracy of CFD solution is based on the
5.3 Zone of Established Flow accuracy of theoretical fluid dynamics used; these are
The fluid from the two peaked ridges will based on solving the conservation equation of mass
penetrated into the central axis to produce an and momentum, which are known as Navier-Stokes
individual peaked ridge. This zone has been called equations. These conservation equations are non-
zone of established flow. The flow velocity will linear partial differential. The non-linear
decelerate along the jet with distance from face. characteristic of the partial differential equations
The maximum velocity of this zone can be means that no method of exact solution exists.
predicted using the Hashmis equation (see In this case, an unstructured grid was
equation 8) [8]. generated using Gambit 2.1. This unstructured grid
is solved using a k- turbulence model and second
Vmax 0.097
x
Dp
order discretisation schemes implemented by the
0.638 EXP (8)
Vo Fluent CFD package. The simulation results are
compared with the calculated values and LDA
The distribution can be calculated using measurement in next section.
Fuehrer and Romischs equation (see equation 9)
[9].
V x ,r r
2
8 Comparisons
EXP 22.2 (9) The following is the comparison of the
Vmax x maximum velocities of the propeller jet obtained
through equation calculation, LDA measurement and
CFD simulation. Table 2 shows the prediction of
6 Experimental Measurements maximum velocity at efflux plane. Equation (2) has
A 3D LDA test has been carried out in been used in calculation. The calculated result shows
order to compare propeller jet behaviour with the 4.1% variation if compared with the CFD prediction.
existing equations. Through the test, the behaviour For the LDA measurements, it varies 11.5%
of a propeller jet can be observed. A 76mm compared with CFD prediction. After knowing the
propeller in diameter has been fixed at the shaft and maximum velocity in a traverse profile, the
been rotated at 16.67 revolution per second (see distribution can be calculated using equation (5). The
Table 1). distributions of the three sets of results are shown in
Table 1: Propeller Characteristics Figure 4.
Propeller diameter, Dp 76mm In the zone of flow establishment, the
Hub diameter, Dh 15.24mm maximum velocities at 200mm (2.6 Dp) from the
Thrust coefficient, Ct 0.4 propeller are shown in Table 3. The maximum
Blade area ratio, BAR 0.47 velocity at the first column was calculated using
Rotation speed 16.67 rev/s equation (4). The variation between of the maximum
velocity obtained from equation and LDA
A very fine step (25mm) has been used in
measurement are 17.9% and 14.3% respectively
order to obtain the results. Three sets of
when compared with CFD prediction. The
measurements has been taken at 0mm from the
distribution of the traverse is shown in Figure 5.
propeller (efflux plane), at 200mm (zone of flow
The maximum velocity at 400mm (5.3 Dp)
establishment) and at 400mm (zone of established
are compared and shown in Table 4. The plane 5.3
flow). There are as shown in Figure 3.
Dp from the propeller face are within zone of
1.60
1.40 established flow, obeying Stewards suggestion [7]
1.20 that the zone of established flow started after 3.25 Dp
Axial velocity (m/s)

1.00
0.80
0mm from the propeller face. The equation (8) has been
0.60
200mm used to estimate the maximum velocity (see Table 4)
400mm
0.40 and the distribution of the traverse can be estimated
0.20
0.00
using equation (9) (see Figure 6). The variation of
-0.20 0 20 40 60 80 100 120 the calculated velocity and measured velocity are
Radial distance from propeller axis (mm) 16.9% and 15.3% respectively compared with the
Fig. 3: Distribution of axial velocity at 0mm, CFD prediction.
200mm and 400mm from propeller.

4
Table 2: Axial velocity (Vo) rake angle. But these characteristics directly
Equation LDA CFD influence the velocity of the propeller jet.
Vo (m/s) 1.27 1.36 1.22 LDA measurements and CFD simulation do
Variation 4.1% 11.5% - include these propeller characteristics in their
investigation. LDA measurements system can
Table 3: Maximum Axial velocity at 200mm provide a better result but the instrument setup is
Equation LDA CFD complicated. It requires a good controlled
Vmax 0.99 0.72 0.84 environment such as a hydraulics lab to produce a
(m/s) good result and is impractical in most applications.
Variation 17.9% 14.3% - For example, LDA is not suitable to be used in a
narrow area because the instrument needs space to be
Table 4: Maximum Axial velocity at 400mm setup. Besides, the flow needs enough particles to
Equation LDA CFD scatter lights because the scattered lights will be
Vmax 0.49 0.5 0.59 transformed to be readable velocity values.
(m/s) CFD is a faster and cheaper way to predict
Variation 16.9% 15.3% - the velocity of the propeller jet compares with LDA
1.60
measurement. The CFD allows for a wide range of
1.40 propeller configuration to be analyzed. When using
1.20 CFD simulation, convergence error, truncation error
Axial velocity (m/s)

1.00
0.80
CFD and round-off error need to be minimized in order to
0.60
LDA
provide a good result.
Equation
0.40
0.20
0.00
-0.20 0 10 20 30 40 50
10 Conclusion
Radial distance from propeller axis (mm)
Semi-empirical equations can provide a
Fig. 4: Distribution of axial velocity at efflux plane. reasonable result for propeller jet estimation. If a
1.20
more accurate result is required, CFD or a LDA
1.00
measurement system can be used. However LDA
Axial velocity (m/s)

0.80
CFD measurement systems have limited operating
0.60 LDA
Equation
environment. The CFD approach can be extended to
0.40
a wide range of applications. But LDA measurement
0.20
systems provide an important means of verifying the
0.00
0 20 40 60 80 100 120
validity of CFD models.
Radial distance from propeller axis (mm) The accuracy of a velocity prediction of a
Fig. 5: Distribution of axial velocity at zone of flow submerged propeller jet influences the accuracy of
establishment. the scouring prediction at seabed. This motivates
continuous research on predicting the velocity of a
0.70 propeller jet. Future works of this research will focus
0.60
on using a CFD model to understand the behavior of
Axial velocity (m/s)

0.50
0.40
CFD a propeller jet. The grid resolution, discretisation
LDA
0.30
equation scheme and turbulence model of CFD model will be
0.20
0.10
adjusting in order to understand the impact on the
0.00 results.
0 50 100 150
Radial distance from propeller axis (mm)

Fig. 6: Distribution of axial velocity at zone of

References:
established flow.
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geometry and berth geometry on the
hydrodynamics of the wash from a ships
9 Discussion propeller, Ph. D. thesis, The Queens
Semi-empirical equations provide a simple University of Belfast, Northern Ireland,
way to estimate the velocity of a propeller jet. But 1994.
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equations used neglect some of the propeller in harbours, Bulletin No TRITA-VBI-107,
characteristics likes number of blade, pitch and Hydraulics Laboratory, Royal Institute of

5
 Technology, Stockholm, Sweden.
[3] Longe, J. P. & Herbert, P., Sediment
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waterways, Coastal and Ocean engineering
report No. 188, Texas A & M University,
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