TECHNICAL INFORMATION ABOUT ADVANTAGES OF NOZZLE

APPLICATIONS FOR USED NOZZLE(TYPE 19A OR 37) The advantages of Nozzles( type 19A or 37) are well known for towing vessels such as tugs and fishing boats, however significant improvements in performance can be achieved on vessels such as coasters, inland waterways craft and bulk carriers using designs optimized for each vessel type. Tugs, trawlers, dredgers and offshore supply vessels are typical of the application where a nozzles (TYPE 19A or 37) can provide up to 25-30% improvement in thrust at low speed. This allows a reduction in installed power for a given performance. A fishing vessel, for example, can work larger gear in deeper waters or maintain speed in bad weather as proven by the many thousands of of trawlers fitted with Nozzles worldwide.

Below have the very nice example for see the difference about used open propeller and used nozzle
TESTS Two recent conversions prove that the increased trawling thrust from a Nozzle system can reduce fuel consumption.

Vessel 1: 500 bhp engine: 500 litres/day! Vessel 2: 270 bhp engine: 270 litres/day!
These are average figures from weekly trips and show a reduction of 20% in fuel consumption/hour when trawling. Overall it is not uncommon to see a 15% reduction in annual fuel bills taking steaming into account. A Nozzle system gives 20-25% increase in thrust when towing. A vessel with 800 bhp and 2000mm open propeller achieves 8.6 tonnes. 8.6 tonnes can be achieved using 640 bhp with a Nozzle system. A 20% reduction in engine power for the same towing thrust! Comparison @ 3 Knots Towing Take this example of a vessel having BHP 170 19A(37) Nozzle(t) 2.68 2.90 Open Screw(t) 2.30 2.48 295 bhp 190 3.10 2.65 engine with 1300 210 230 3.30 3.55 2.83 3.02 mm fixed pitch propeller. 250 270 285 3.75 3.95 max. 3.20 max.

An open propeller gives 3.20t @ 270bhp. 3.2t can be be achieved at 220bhp with the Nozzle system! 3.92t max. with the Nozzle System, a 22% improvement! For the same power the Nozzle system gives 17% more thrust! The increases in performance apply for all engine sizes.

The Importance of Propeller diameter Propeller Diameter(mm) 1300 1600 1900 2200 2500 Shaft RPM 400 280 210 160 130 19A Nozzle 3.92 4.45 5.00 5.50 6.00

A significant improvement by increasing propeller diameter using the same 295bhp engine! In fact the Nozzle system provides more thrust with either fixed pitch or CP propellers has been proved beyond doubt. Whether a 10m vesel with 100 hp or a 40m vessel with 2000 hp the benefits of the Kort Nozzle are the same.

The HT type or HR type nozzle compare to 19A and 37

Nozzles are aerofoil shaped rings placed around the propeller. Nozzles have found their application in ships for decades with good results. The main advantage of the nozzle is that it increases the thrust on the propeller. Comparing propellers with and without nozzles shows that the nozzle propeller offers about 25% more total thrust (nozzle and propeller) than an open propeller at zero ship speed (bollard condition). At high ship speeds this difference becomes less up to the point where the nozzle generates drag instead of thrust. For decades all nozzles have been of the 19A or 37 type. The 37 nozzle has been applied in cases where astern thrust is needed, such as in harbor tugs. The 19A nozzle is usually applied to all other cases. Recent developments in computational tools have accelerated the application and use of new types of nozzles. A good example of this is the HT o HR nozzle. The HT or HR nozzle is very useful for improving the performance of the propulsion unit of tugs and dredgers. This nozzle generates more thrust at dredging conditions in combination with more thrust at free-sailing speed, compared with conventional nozzles such as the 19A and 37 Marin nozzles. This is made possible by the specially shaped profile of the nozzle(the shaped is like fish!!). About testing with this shape have this:. Extensive CFD analysis was carried out in order to understand the basic flow properties causing this difference. (CFD stands for Computational Fluid Dynamics; these are new tools which enable flow phenomena to be calculated including the effects of friction and flow separation). It appeared that at the model scale the flow at the trailing edge of the HR nozzle showed local flow separation, which affected the lift on the nozzle profile. CFD analysis carried out for the full-scale Reynolds number showed that in those conditions the flow separation is not present.

The shift in the local separation point at the trailing edge creates additional lift on the HT or HR nozzles, which is then manifest at full scale. This has set a basis for detailed prediction of the performance of the HT or HR nozzle.