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Contra-rotating propellers are used on torpedoes due to the natural torque compensation and are also used in some motor boats. The cost of boring out the outer shafts and problems of mounting the inner shaft bearings are not worth pursuing in case of normal ships .
The shaft power from each can either go directly to the propeller, pump jet or other mechanism, or it goes through some form of transmission; mechanical, electrical or hydraulic. In the 1800s, steam was one of the main power sources for marine propulsion.
In larger and more modern engines, a rubber bushing transmits the torque of the drive shaft to the propeller's hub. Under a damaging load the friction of the bushing in the hub is overcome and the rotating propeller slips on the shaft, preventing overloading of the engine's components. [44] After such an event the rubber bushing may be damaged.
English inventor Francis Ronalds described what he called a propelling rudder in 1859 that combined the propulsion and steering mechanisms of a boat in a single apparatus. . The propeller was placed in a frame having an outer profile similar to a rudder and attached to a vertical shaft that allowed the device to rotate in plane while spin was transmitted to the propell
Outboard motor shaft lengths are standardized to fit 15-, 20- and 25-inch (38-, 51- and 64-centimeter) transoms. If the shaft is too long it will extend farther into the water than necessary creating drag, which will impair performance and fuel economy. If the shaft is too short, the motor will be prone to ventilation.
In marine propulsion, a variable-pitch propeller is a type of propeller with blades that can be rotated around their long axis to change the blade pitch. Reversible propellers—those where the pitch can be set to negative values—can also create reverse thrust for braking or going backwards without the need to change the direction of shaft revolution.