Propeller-Excited Vibration; Five Blades or Four?
By S. Archer, M.Sc.
A Principal Engineer Surveyor,
THE PROBLEM DEFINED
The interaction between propeller and hull,
especially in single-screw ships, can cause periodic
disturbances of varying intensity and unless due
care is taken in the design stage, these can be
physiologically unpleasant for passengers and crew
and, if sufficiently severe, also damaging to the
hull structure.
In order to evaluate clearly the relative claims
of four- or five-bladed propellers, with particular
reference to these disturbing effects, it is useful to
consider briefly the nzodus operandi of a propeller
(a,).
DEVELOPED PITCH CYLINDER.
FIG. 1
LLOYD'S REGISTER OF SHIPPING
behind a ship (Fig. 1(a)). The ahead driving face
of each individual blade is part of a helicoidal
surface, forming one thread of a multi-start screw,
the number of starts or threads being equal to the
number of blades. The pitch of this helicoidal
surface is the axial advance of each thread for
one complete revolution of the shaft (Fig. 1(b)). If
it were possible for the propeller to advance
through the water in which it works at a speed
exactly equal to the product of the effective pro-
peller pitch by its rotational speed, then the water
would act like a stationary nut having a pitch
equal to that of the propeller blade, no axial thrust
 FACE HELIX.

D=2R
FIG.I.

ILLUSTRATING PROPELLER SLIP

FIG.2
being exerted and only sufficient torque to over- Unfortunately, the wake velocity, and hence V. 3
come the frictional drag tangential to the blade even in smooth water, is never constant over the
surfaces. In practice, of course, the ship's speed is screw disc (e.g., Fig. 3). By and large w-r is
always lower than the nominal speed of advance
of the propeller, i.e.. less than pitch times r.p.m.
(P x N) (Fig. 2). Therefore, the propeller slips
back relative to the propeller nominal maximum
speed of advance. Hence the well-known expres-
sion, "percentage slip",
s_ioo(PN_1oo(i
- V
PN,/ PN
The question now ariseswhat is the velocity
of advance of the propeller? Its absolute velocity
is clearly equal to that of the ship, V5, over the
ground (neglecting currents or tides). What really
matters for propulsive purposes, however, is the
velocity of the propeller relative to the water in
which it works. Every cyclist knows what a help
it is to get into the wake of a 'bus travelling the
same way. This is because of the forward drag or
suction of the 'bus on the surrounding air, thus
reducing the aerodynamic resistance on the cyclist
as he follows close behind. In much the same way
astern of every ship when moving ahead, there is
a column of water being dragged forward at a
speed less than that of the ship relative to sur-
rounding water. Thus, the velocity of inflow of
water to the screw disc is less than the ship's
speed, V, by the amount of this forward wake ILLUSTRATING WAKE VARIATION
velocity.
i.e., V=VSwTVS BY MEANS OF CONTOURS.
=(l wT)Vs FIG.3.
where wthe wake fraction, using the Taylor
notation.

FIG.4
4 greatest, and therefore V smallest, at positions
closest to the hull and generally where the
"shelter" given by the hull body is most effective,
i.e., near the centre line and towards the top of
the propeller arch in single-screw ships (Fig. 4),
and abaft the plated bossings and where the blade
tips approach closest to the hull in multi-screw
ships (Fig. 5).
Now both the thrust, and the torque required
to develop it, are, of course, functions of the real
slip based on the relative velocity of advance, V.
Consequently, in practice, both these quantities,
which increase with the slip, will vary periodically
with the angular position of the blades relative to
the hull in sympathy with the corresponding local
variations in relative velocity of advance, V. over
the screw disc.
These variations in thrust and torque are the
source of the periodic disturbances already
referred to and manifest themselves: -
On the hull as vibration, either vertical and/or
athwartships and / or torsional, and
on the propeller in the form of torsional
vibration, and/or axial or fore-and-aft vibra-
tion, and/or what is termed "lateral whirling",
or bending, vibration of the propeller shafting.
F IC. 4a.
Illustrating "Skewback" of Propeller Blades
The severity of these periodic exciting forces
can fortunately be mitigated both by ensuring
adequate clearances from the hull around the
propeller (Fig. 4) and by suitable hull and blade
design. To provide adequate clearances, the pro-
peller may be located as far aft as possible
without, in the case of single screw ships, approach-
ing too close to the rudder or its post. Similar
effects may be achieved by "raking" the blades aft
(Fig. 4) and the intensity of excitation can also be
reduced by the provision of "skewback" to the
blades (Fig. 4a) which lessens the shock effect due
to the sudden entry of the leading edges of the
blades into the high wake regions abaft the stern
frame or bossings.
Where the wake pattern over the screw disc is
sufficiently accurately known from actual tests, it
is also sometimes possible to produce what is
known as a "wake-adjusted' propeller design. For
example, one such adjustment is a progressive
reduction of pitch towards the blade tips from
about 80 per cent radius. This device helps to
reduce thrust and torque variations and resulting
vibration and cavitation. The ideal to be aimed at
is, of course, a circumferentially smooth wake
form, i.e., constant wake for 3600 at a given
radius, any variation being radial only.
 TIP/HULL CLEARANCE

I\
/
PLATED BOSSING
I\
N
(

BOSSING/ LEADING
EDGE CLEARANCE

TIP/HULL CLEARANCE
FIG.5
6 (a) Hull Vibration
These effects are partly set up by the negative
pressure, i.e., suction field, induced in the water
ahead of, and flowing into, the propeller disc
(Fig. 6). Thus, considering a right-handed single
screw turning ahead, a blade passing through the
top of the aperture from port to starboard will at
first cause a reduction of pressure on the port
side, i.e., an unbalanced force on the hull plating
from starboard towards port.
This force is, of course, reversed as soon as the
blade emerges from the aperture on the starboard
side, the total effect in one revolution being to
subject the hull to a series of periodically varying
forces, giving a frequency of applicaticn equal to
the r.p.m. of the shaft multiplied by the number
of blades, or at "blade frequency" as it is termed.
Owing to the curvature of the stern plating, which
usually is not just simply a vertical deadwood or
LEADING EDGE.
ILLUSTRATING ACTION OF SUCTION
WATER FORCES ON HULL.
FIG.6.
skeg, the water forces will, in general, have both
horizontal and vertical components. If their
frequency of application should coincide with, or
approach, any of the natural frequencies of vibra-
tion of the hull, either vertical or horizontal modes
(Fig. 7). this, depending upon the relative contribu-
tions of exciting and damping forces, will result in
more or less severe vibration, either general or
local.
The direct water forces, however, are not the
only agents setting up vibration. The hydro-
dynamic forces exerted on the propeller blades, as
they slice their helical paths through the wake
water, are never exactly symmetrically balanced
about the shaft axis, and this lack of balance also
contributes to the sum total of vibratory forces
acting upon the hull.
It is well at this point to remember the differ-
ence between a balanced torque or couple and an
a:
z
___TRAILING EDGE.
APPROXIMATE APPROXIMATE
FREQUENCY FREQUENCY RATIO
RATIO. RELATIVE TO 2 -NODE
VERTICAL.
10 '5

2 - NODE VERTICAL - NODE HORIZONTAL

I8 27
NODE VERTICAL NODE HORIZONTAL

26 3.5

NODE VERTICAL NODE HORIZONTAL

ILLUSTRATING NATURAL MODES OF VERTICAL AND,

ATHWARTSHIPS HULL VIBRATION
FIG.7.
 unbalanced torque. It is only the latter, of course,
which imposes a reaction force on the shaft bear-
ing (Figs. 8(a) and (b)).
Applying this to the case of a marine propeller,
it is clear that if at any instant torque forces
and/or thrust forces are not completely equal and
balanced about the shaft axis, this will produce,
in the case of torques, a hull reaction force at the
sterntube bearing equal and parallel to the
resultant unbalance of transverse blade forces plus
its associated shaft bending moment and, in the
case of unbalanced thrusts, a resultant axial force
and shaft bending moment.
This lack of balance of the tangential, or torque,
forces therefore imposes additional reaction forces
on the hull through the stern bearing, the sense of
which, in general, is additive to that of the suction
field water forces (Fig. 6). Of course, for single-
screws with an even number of blades, provided
these water forces and stern bearing reaction
forces are equal for blades at top and bottom of
the propeller aperture, respectively, there would
theoretically be no resultant exciting forces on the
hull, although the thrust and torque variations on
the shafting would be greater, being due to the
additive effects of two blades passing the higher
wake regions simultaneously.
Actually, of course, conditions are different at
top and bottom, i.e., curvature and run of plating
and propeller blade leading and trailing edge
clearances from sternframe and rudder respec-
tively, also the wake effect is greater at the top
than the bottom (Figs. 3 and 4).
Hence, single-screws with an even number of
blades will, nevertheless, always tend to excite
some degree of blade frequency hull vibration.
the severity falling off the further aft the screw
can be located relative to the sternframe, without,
however, approaching too close to rudder post or
leading edge of rudder, and the more nearly
uniform the wake velocity over the screw disc.
When the number of blades is odd, it will be
seen (Fig. 9) that with single-screws the angular
interval between blades passing the higher wake
region abaft the sternframe will be half the
angular interval between blades, the sequence for
a five-blader being: one top, three bottom, five
top, two bottom, four top, one bottom, three top,
five bottom, two top, four bottom, one top, etc.
There will, therefore, be excitation at twice
blade frequency but also at blade frequency, since
wake effects, etc., are greater at the top of the
screw disc than at the bottom (Fig. 14).
With multi-screws working in plated bossings,
of course, both the water forces and bearing
reaction forces are completely unbalanced irre-
spective of the number of blades, even or odd, but
on the other hand it is usually easier to provide
ample bossing clearances and adequate hull/tip
clearance (Fig. 5). Clearly also the excitation at
twice blade frequency will not occur, whatever the
number of blades.
With multi-screws shaft speeds can never be
exactly synchronised, hence the well-known "wax-
ing and waning", or "beating", effect in the
9
TOP
BOTTOM
ILLUSTRATING BLADE SEQUENCE
FOR 5-BLADED SCREW.
FIG.9.
character of propeller-excited hull vibration in
such ships and the possibility, although uncom-
mon, of resonant torsional vibration modes of the
hull being transiently excited when the propeller
forces are 1800 out-of-phase (e.g., "one up, one
down") port and starboard (Fig. 10). With both
propeller forces in phase, of course, vertical hull
vibration is excited at double strength. Each type
of vibration is thus alternately stimulated as the
shafts run in and out of phase. This kind of vibra-
tion is much more noticeable and unpleasant than
steady vibration of the same maximum amplitude.
In general, forces at blade frequency, or multi-
ples thereof, near service speeds will tend to
excite the higher modes of hull vibration, i.e.,
natural modes (vertical or athwartships) having
three, four or more nodes (Fig. 7).
Local vibration may also be induced as, for
example, the "flapping" type of vibration in multi-
screw ships having unstayed plated bossings, more
commonly occurring with three-bladed screws.
In addition, all propellers are capable of
inducing vibration at shaft rotation frequency, N
(i.e., 1st order), on both hull and shafting, whether
single- or multi-screw. This is due to mass un-
balance, but especially to pitch unbalance (varia-
tion of pitch among the individual blades). This,
with or without assistance from primary mass
unbalance in reciprocating engines, is a frequent
source of excitation of the lower, i.e., fundamental,
or two-node, natural modes of hull vibration
(Fig. 7) and is common to all propellers, irrespec-
tive of the number of blades.
On the whole, five-bladed screws would be
expected to show slightly less sensitivity than
four-bladers to such once-per-revolution effects.
MAXIMUM TORSIONAL EXCITATION. MAXIMUM VERTICAL EXCITATION.
ZERO VERTICAL EXCITATION. ZERO TORSIONAL EXCITATION.

ILLUSTRATING EFFECT OF BEATING IN MULTI - SCREW SHIPS

GIVING ALTERNATE TORSIONAL! VERTICAL EXCITATION DUE
TO CHANGING PROPELLER PHASE.
FIG. 10
(b) Shaft Vibration
The blade forces due to wake variations will,
in general, induce in the propeller shafting: -
Periodically varying torques arising from their
moments about the shaft axis (Fig. 8).
Periodically varying thrusts corresponding to
these torques.
Periodically varying bending moments in
fore-and-aft planes caused by lack of balance
between the blade thrusts on opposite sides of
the shaft axis, also from unbalanced torques.
Propeller torque variations can under resonant
conditions excite torsional vibration of the shaft-
ing, but the resulting additional shaft fatigue
stresses (nominal, neglecting stress concentration)
are usually small, say less than ± 2,000 p.s.i. With
geared installations having steam turbine or oil
engine drives, the chief consideration will be
avoidance of torque variation leading to tooth
separation and gear hammer at or near service
speeds with a view to maintaining the maximum
possible life of the gears.
Propeller thrust variations can induce resonant
axial. i.e. fore-and-aft, vibration of the shafting
with negligible additional shaft stress, but if
severe, main thrust loading may vary excessively;
at the worst, causing thrust reversal and destructive
hammering, also fatigue damage to thrust blocks
and seatings.
Shaft bending moment variations can set up 11
resonant "whirling" vibration of the screwshaft
with the possibility of additional bending fatigue
stress in the shaft and/or "patterned" erosion of
the bronze shaft liner, heavy wear of sterntube
bearings, etc.
DETAILED COMPARISON BETWEEN
FOUR- AND FIVE-BLADED PROPELLERS
With screws having four and five blades,
respectively, Table I shows the main exciting fre-
quencies, F (cycles per minute) at N (revolutions
per minute), together with some estimates of their
average relative strengths in both single- and
multi-screw installations.
(a) Hull Vibration
The four-blader will induce vibration at 4N,
i.e., blade frequency, and with single-screws the
severity will increase with degree of vertical out-
of-symmetry of hull form and range of wake
variation above and below the shaft centre line.
Thus, with four blades it would be expected that
U-sections in the after body would be better than
V-sections in this respect, but worse as regards
shaft vibration other than "whirling" or bending
vibration.

TABLE I
Relative Severity of Excitation for 4- and 5-Bladed Screws

4-Bladed 5-Bladed

Type of Vibration Single-Screw Multi-Screw Single-Screw Multi-Screw

L M S L M S L M S L M S

5N
Vertical 4N 4N iON 5N
HULL
5N
Athwartship 4N 4N iON 5N
5N
Torsional 4N 8N 4N ION 5N

SHAFT 5N
Axial 4N 8N 4N ION SN

Bending 4N 4N 5N iON 5N

L Large M = Medium S = Small

Exciting frequencies, F (c.p.m.) in multiples of shaft speed, N (r.p.m.)

12

*
/

A
FIG. I I

With multi-screws in bossings, again the main

frequency will be at 4N, but the severity will
depend largely on bossing and hull clearances and
on wake variations in plane of bossings as com-
pared with those over the rest of screw-disc
(Fig. 5). Hence, potentially, blade frequency vibra-
tion in the multi-screw ship could be very much
worse than in the single-screw ship, were it not
for the greater ease of ensuring adequate leading
edge clearances and the usually smaller, though
more concentrated, wake variation.
The five-blader will induce vibration at 5N and FIG.12
also (with single-screws only and at about equal
strength) at lON frequency. Furthermore, with
single-screws the magnitude of the exciting forces the engine structure as a cantilever about its some-
on the hull at 5N and ION will be increased com- what too flexible seatings (Figs. 11 and 12). The
pared with the 4N excitation of the four-blader, stimulating forces are commonly the athwartships
especially where there is little wake difference reactions of crosshead guides, or trunk piston side
above and below the shaft centre line, as with thrusts (Fig. 13), but on occasion propeller blade
U-sections, for example.
A useful advantage of the five-blader is that if
a critical speed of the hull with a four-blader
occurs in a normal service speed range, it is
possible to drop the critical to 80 per cent of that
corresponding to resonance with the four-blader.
The converse can also apply, of course, depending
upon the circumstances.
A further, albeit minor, advantage of the five-
blader is that in the event of a blade being thrown, FIRING * COMPRESSION
the resulting out-of-balance is less and permits
higher revolutions for the same out-of-balance I
force on the hull, a factor which may be of COMPRESSION -/ FIRING
significance when attempting to make port after
such an accident.
Another, and fortunately less common, type of
local vibration but one which can lead to serious
trouble, especially in installations, with large, slow-
running direct-coupled engines aft where the
height of cylinder tops above seating is great, is
that causing horizontal athwartships vibration of FIG.13
excitation has been found responsible, or at least,
contributory. In some cases benefit was derived by
changing from a three-bladed to a four-bladed
propeller. Here also then, substituting a four-
blader for a five-blader may on occasion provide
escape from service speed resonance with this type
of vibration. In this respect, the converse is rarely
likely to be required.
As regards general hull vibration, the effect of
distribution of cargo and/or ballast on the posi-
tion of critical speeds, i.e., natural frequencies, is
particularly marked in the higher modes, say,
four-noded or more, and this can sometimes be
exploited successfully to avoid resonance.
Thus, before deciding to fit a five-bladed pro-
peller, care must be taken to ensure that neither
the 5N, nor the lON, excitation at or near the
normal service speed causes, or approaches,
resonance with any important higher natural fre-
quencies of the hull, vertical or athwartships, nor
of the engine structure and this applies to both
loaded and ballast conditions.
It is also well to remember that propeller- 13
excited vibration is usually, but not invariably,
more severe in the light or ballasted, condition
than when the ship is loaded.
(b) Shaft Vibration
With single-screws the five-blader will score
heavily over the four-blader in its lower excita-
bility of torsional and axial vibration (cf. Figs. 14
and 15, for example), but rather less so in multi-
screw ships. This is because the four-bladed single-
screw gives a torque variation due to two blades
simultaneously and these are also in the same
sense, whereas with an odd number of blades only
one blade acts at a time in cutting through the
higher wake regions. Furthermore, the torque
variation from one blade of a five-blader is smaller
than that from one blade of a four-blader.
Similar considerations apply to axial vibrations
excited by thrust variations.

j REV. OF PROPELLER.

TORQUE VARIATIONS OF 5-BLADED PROPELLER.

FIG. 14.

RE\ OF PROPELLER.

TORQUE VARIATIONS OF 4-BLADED PROPELLER.

FIG. 15.

THRUST VARIATIONS GENERALLY SIMILAR BUT

LARGER IN EACH INSTANCE.
14

REV. OF PROPELLER

BENDING MOMENT OF 5-BLADED PROPELLER.

FIG. 16.

w REV.OF PROPELLER.
0
0I-
50-
25-
Lii
>
U-
0 BENDING MOMENT OF 4-BLADED PROPELLER
FIG.17.

For bending vibrations, however, the five-
blader will very definitely induce much higher
bending moments than the four-blader, even with
V-sections in the hull after-body (cf. Figs. 16 and
17, for example).
The usefulness of a five-blader in lowering an
awkwardly placed hull critical to 80 per cent of
its resonant speed with a four-blader, or vice
versa, applies equally to shaft vibration, whether
torsional, axial or bending. Similar warning
remarks, however, apply to the avoidance of
resonance with significant higher shaft vibration
modes from both 5N and iON exciting frequencies
at or near the service speed.
GENERAL CONCLUSIONS
Notwithstanding the above advantages in the
potential avoidance or elimination of certain types
of hull and shaft vibration, five-bladed propellers
should not be lightly adopted since, generally
speaking. optimum efficiencies for five-bladers are
slightly inferior to those for four-bladers. How-
ever, for large modern bulk carriers, super-tankers,
etc., where in any case draught considerations
usually restrict propeller diameter below that
giving optimum efficiency, it may well be that the
efficiency achievable on five blades is comparable
with that obtainable on four within the limitations
of the available aperture. This is because the
optimum diameter for four blades is greater than
that for five and consequently limitation of
diameter causes a greater drop from optimum
efficiency with the four-blader. Partly for this
reason, therefore, five-bladers are being increas-
ingly favoured by some builders and owners of
this class of ship.
It is clear, therefore, that to eliminate the pos-
sible danger of "jumping from the frying pan into
the fire", careful preliminary investigation and, if
need be, also model testing are highly desirable
before the final decision on the number of pro-
peller blades is taken.

ACKNOWLEDGMENTS

The Author wishes to acknowledge the use made of the experimental results obtained by van Manen
and Wereldsma (Ref. 34) in compiling Figs. 14, 15, 16 and 17.
His thanks are also due to his colleagues, Messrs. A. E. Toms, B.Sc., J. F. G. Munro and E. M. Milner,
for assistance in the preparation of the paper, and the diagramc.
 15

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