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Alphabet Dictionary PDF
Alphabet Dictionary PDF
(Alphabetic)
Version 2008
Page I
INTRODUCTION
(general)
Under this is listed a number of general terms The order of entry for each item is: title,
frequently encountered in the field of naval ar- symbol, and usage, dimensions, followed by the
chitecture and marine engineering. To ensure definition. In each section the titles re arranged
that their general meanings are retained and that in alphabetical order. In this way, having found
they are employed in the proper manner, their the item required, perusal of the section will in-
definitions are given here. dicate other related items which may be of in-
Also definitions or descriptions are given of a terest. For general reference, there is an overall
number of liquid properties and physical con- alphabetical index of all titles and against each
stants concerned of ship hydrodynamics. is given the section and page where the item is
to be found.
(hydrodynamics)
is concerned with fundamental aspects of the The symbols given are in accordance with
resistance of a ship, or body, to motion through those in the latest ITTC list which is comple-
calm water without consideration on the effects mentary document.
of the method of propulsion.
In a number of instances, the list give alter-
(manoeuvring) native symbols and these are generally included
is used to define the quality which determines except where a definite preference is indicated.
the ease with which the speed, attitude and di-
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A
Acceleration zone (cavitation)
In the sequence of cavitation erosion, the zone Figure 7-1: Geometry of turning circle
of the curve of weight loss versus time in which
a rapid increase in weight loss occurs (the re-
gion between the incubation zone and the de-
celeration zone which see). Formerly called the
Accumulation zone.
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where n is the rate of propeller rotation in revo- Advance, speed of (propulsion, propulsor, per-
lution per minute, D is the propeller diameter in formance)
feet, and VA is the speed of advance in knots. See: Speed of advance.
Amplitude (seakeeping)
Extreme value of a sinusoidal quantity with re-
spect to the mean value.
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Angle of attack (propulsion, propulsor, ma- Angle, deadrise (ship geometry) (β) [rad]
noeuvring)) (α) [-] See: Deadrise angle.
The angle measured in the plane containing the
lift vector and the inflow velocity vector, be- Angle of diverging waves (hydrodynamics)
tween the velocity vector representing the rela- See: Wave, angle of diverging
tive motion between a body and a fluid and a
characteristic line or plane of the body such as Angle, downwash or sidewash (manoeuvring)
the chord line of an airfoil or hydrofoil, positive See: Downwash or Sidewash angle.
in the positive sense of rotation about the y-
axis. (See: Axes, co-ordinate in General Sec- Angle of drift or sideslip (manoeuvring,
tion). Synonymous with angle of incidence. seakeeping)
See: Drift or sideslip, angle of
Angle of attack, effective (propulsion, propul-
sor) (αE) [-] Angle, effective advance (propulsion, propul-
The angle of attack relative to the chord line in- sor) (β∗) [-]
cluding the induced velocities. See Figure 4-3. A propeller inflow angle defined by the equa-
tion:
Figure 4-3: Typical velocity diagram for a propeller tan A ⁄0.7
blade section at radius r
where VA is the speed of advance, n is the rate
U A (r)
of rotation, and R is the propeller diameter.
UT (r)
α E (r)
Angle of entrance (ship geometry)
Chord line extended See: waterline
VX (r,θ)
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Area, above-water projected (performance) Area, lateral of the hull (manoeuvring) (AHL,
The area of the above-water hull, superstruc- formerly AL) [L2]
ture, deck erections, funnels, masts, and like, as The area of the profile of the underwater hull of
projected onto either the vertical x-z or y-z a ship when projected normally upon the verti-
plane of the ship. (See: General Section under cal, longitudinal centreline, including the area
Axes, co-ordinate). of skegs, deadwood, ect. Usually areas which
lie abreast of one another, such as those of mul-
Area, bulbous bow in longitudinal plane tiple skegs, are included once only. Lateral area
(ship geometry) (ABL) [L2] can refer not only to the whole body, but also to
The area of the ram projected onto the centre- forebody, afterbody, entrance, run, ect. Thus
plane forward of the fore perpendicular. AHLF, AHLA, AHLE, AHLR, ect.
Area, control surface (manoeuvring) Area, maximum section (ship geometry) (AX)
See: Control surface area. [L2]
See: Section
Area, developed (propulsion, propulsor) (AD)
[L2] Area, midship section, or midlenght section
An approximation to the surface area of the (ship geometry) (AM) [L2]
propeller equal to the area enclosed by an out- See: Section
line of a blade times the number blades. The
outline of a blade is constructed by laying off, Area, planing bottom (ship geometry) (APB)
at each radius r, the chord length along an arc [L2]
whose radius of curvature, r1, is equal to the ra- Horizontally projected planing bottom area (at
dius of curvature of the pitch helix given by rest), excluding area of external spray strips
r1 = r cos2 j where ϕ is the pitch angle at that (See Figure 2-1 and Figure 2-2)
radius. The outline is formed by the locus of the
Figure 2-1: Beam definitions for a hard chine hull
end points of the chord lines laid out in the
above manner.
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B
Back (of blade) (propulsion, propulsor) Beam, maximum section (BX): beam meas-
The side of a propeller blade which faces gen- ured on the designed waterline at the maxi-
erally in the direction of ahead motion. This mum section area.
side of the blade is also known as the suction Beam, midlenght (BM): beam at the midsec-
side of the blade because the average pressure tion of the designed waterline.
there is lower then the pressure on the face of Beam of design water line (BWL) [L]:
the blade during normal ahead operation. This maximum moulded breadth at design water
side of the blade corresponds to the upper sur- line
face of an airfoil or wing. For a hard chine hull the beam refers to the
breadth or width of the planing bottom. Accord-
Back cavitation(cavitation) ing to the position were the breadth is meas-
Cavitation occurring on the suction side (back) ured, it is named:
of a propeller blade. Beam, over chines (BPC) [L]: beam over
chines, excluding external spray strips (See
Baseline (ship geometry) Figure 2-1).
The intersection of the baseplane with the plane Beam, mean over chines (BPA) [L]: mean
of symmetry of the hull. breadth over chines; defined as the ratio be-
tween planing bottom area and projected
Baseplane (ship geometry) chine length (See Figure 2-1).
See: Planes, principal co-ordinate A
BPA = PB
Base-vented flow or bodies(cavitation) LPR
Flow in which the body has a fully ventilated, Beam, transom (BPT) [L]: Breadth over chi-
blunt trailing edge while the body itself is fully nes at transom, excluding external spray
wetted. strips (See Figure 2-1).
Beam, maximum over chines (BPX) [L]:
Beam ((ship geometry) B) [L] Maximum breadth over chines, excluding
A dimension expressing breadth or width of a external spray strips (See Figure 2-1).
body or ship in a transverse horizontal direc-
tion. When not otherwise defined the beam is Bilge (ship geometry)
the breadth moulded of a ship, measured amid- The submerged transversally curved portion of
ships at the design waterline. According to the the ship between the side and bottom. This re-
position were the breadth is measured, it is gion is also called the turn of the bilge. The
named: minimum radius of the bilge at the section of
Beam, extreme: maximum beam wherever maximum area is called bilge radius.
it occurs on the hull above or below water.
Beam, immersed: maximum: maximum Bilge keel (ship geometry, seakeeping)
beam of underwater body See: Keel
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form a faring where the propeller shaft sometimes taken as 99.5% of the inviscid
emerges from the hull flow speed or 99.5% of the total head .
ii. Long, enclosing the entire propeller shaft, Displacement thickness (δ∗, δ1): the dis-
shaft bearings, and the supporting frame tance normal to the surface of a body by
from the hull to the propeller. which streamlines outside the boundary
A long bossing is called contra or deflection layer are displaced. For two-dimensional
type when its end is shaped to direct the flow of flow:
water against the direction of rotation of propel-
ler (See Figure 2-3). 1
Figure 2-3: Propeller shaft bossings Where Uδ = the velocity at the edge of the
boundary layer and U = velocity in the
boundary layer.
Momentum thickness (hydrodynamics) (θ):
A parameter such that the quantity
is the defect in the rate transport of momen-
tum due to the boundary layer. For two di-
mensional flow:
θ 1
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C
Camber (ship geometry)
Generally applied to decks, where it represents Capillarity (phenomenon) (general),
the curvature in an athwartship or transverse A form of surface tension, by which a molecu-
vertical plane; the height of the deck at the cen- lar force exist between the surface of a liquid
treline above the height at side. (See Figure and a solid. The surface of the liquid may
2-4). thereby be elevated or depressed.
Cavitating flow(cavitation)
Figure 2-4: Geometrical characteristics of midship
section
A two-phase flow composed of a liquid and its
vapour is called a cavitating flow when the
phase transition is a result of a hydrodynamic
pressure change.
Cavitating wakes(cavitation)
Cavitation that occurs in the low pressure cores
of the turbulent eddies which make up the wake
of a moving body.
Cavitation (cavitation)
In the most engineering contexts, cavitation is
defined as the process of formation of the va-
pour phase of a liquid when it is subjected to
reduced pressure at constant ambient tempera-
Camber (of a foil section) (ship geometry, ture. In general, a liquid is said to cavitate when
propulsion, propulsor) (f) [L] vapour bubbles are observed to from and grow
The maximum separation of the mean line and as a consequence of pressure reduction. (See
nose-tail line. also: Vaporous cavitation and Gaseous cavita-
tion).
Camber ratio (propulsion, propulsor) (δF) [-]
The camber divided by the chord length, f/c Cavitation damage(cavitation)
Deformation and/or erosion of materials in
Cap, propeller (propulsion, propulsor) cavitated regions, associated primarily with the
See: Cone, propeller high pressures developed during cavity col-
lapse.
Capillarity (general), (σ) [M T-2]
Surface tension per unit length. Cavitation inception(cavitation)
Inception of cavitation takes place when nuclei
subjected to reduced pressure reach critical size
and grow explosively. It is generally described
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by the ambient pressure at which cavitation the body. It is equal to the energy in the re-
starts, or more precisely, by the Critical cavita- entrant jet which is dissipated.
tion number (which see).
Cavity length (cavitation) (lC) [L]
Cavitation number (cavitation) (σ) [-] The streamwise dimension of a fully developed
The ratio of the difference between absolute cavitating region, extending from its leading
ambient pressure p and cavity pressure pC to the edge (point of attachment) to the point of clo-
free stream dynamic pressure q: sure.
C
Cavity pressure (cavitation) (pC) [L-1MT-2]
Actual pressure within a steady (or quasi-
When the cavity pressure is assumed to be the steady) cavity. Approximately equal to the sum
vapour pressure pV the term is generally called of the partial pressure of vapour and other gases
Vapour cavitation number (which see as Cavi- diffused and entrained into the cavity.
tation number, vapour).
Cavity thickness (cavitation) (δC) [L]
Cavitation number, critical (cavitation) Maximum dimension of a fully developed cav-
Often used as an alternate to Inception cavita- ity normal to the length dimension.
tion number (which see as Cavitation number,
inception). Celerity (seakeeping)
See: Wave speed.
Cavitation number, inception (σI) [-] (cavita-
tion) Centre of buoyancy (ship geometry) (B) [-]
The inception cavitation number σI is the value The geometric centroid, B of the submerged
of the cavitation number σ at which the incep- volume of a body or ship through which the to-
tion of cavitation occurs in a flowing system. tal buoyancy may be assumed to act. Its posi-
When σI > σ, cavitation will not occur; thus σI tion, measured as the distance from midship or
is the characteristic of the flow geometry while from the fore ( FB ) or after perpendicular ( A B
σ is characteristic of the liquid gas system. (In ) is called the Longitudinal centre of buoyancy
practical system, the definition of σ is usually and from the base line or keel ( KB ) the Verti-
based on the vapour pressure.) Sometimes also cal centre of buoyancy. In non dimensional
called Critical cavitation number (which see as form these distances are often expressed as ra-
Cavitation number, critical). tios of length of the ship FB L or A B L , and
Cavitation number, vapour (σV) [-] (cavita- of the draught K B T respectively.
tion)
The ratio of the difference between absolute Centre of flotation (ship geometry) (F) [-]
ambient pressure p and vapour pressure pV to The geometric centroid of the area of water-
the free stream dynamic pressure q: plane of any waterline. Its position measured as
V the distance from midships or from the fore or
V after perpendicular, is called Longitudinal cen-
tre of flotation, and is generally expressed as a
See also: Cavitation number. ratio of the waterline length.
Cavity drag (cavitation) (DC) [LMT-2] Centre of gravity (ship geometry) (G) [-]
The energy expended in forming a fully- The centre through which all the weights con-
developed cavity, which cannot be recovered at stituting the ship and its contents may be as-
cavity closure and hence is exhibited as drag on sumed to act. The distance measured from mid-
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ships, from the fore perpendicular ( FG ) or Chine line (ship geometry) (See Figure 2-5)
from the after perpendicular ( A G ), and from The actual (in a “hard” chine), or imaginary (in
a “soft” chine), locus of the intersections of the
the baseline or keel ( KG ) are called Longitu- two parts of the hull form at the chine.
dinal and Vertical centre of gravity respec-
tively. They are generally expressed as ratios of
Figure 2-5: Hull form with chine
the ship length FG L or A G L and of the ship
depth KG D respectively.
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Coherency (seakeeping)
A measured of the linear dependency of two
random functions of time, or space, analogous
Clearances, propeller (ship geometry) (See to a correlation coefficient.
Figure 2-6)
The clearances as indicated between the sweep Collapse pressure (cavitation) (pAC) [L-1MT-2]
line of a propeller and the hull or aperture in The pressure produced in the field of a collaps-
which is placed. As shown, the fore and aft ing cavitation bubble estimated to be of the or-
clearances are generally measured at 0.70 of the der of thousands of atmospheres at the mini-
propeller radius above and below the shaft cen- mum radius reached before the process stops or
treline. rebound begins.
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DS
gree of azimuth in a horizontal plane (See
Figure 7-1 and Figure 7-2).
DM
where the efficiencies ηDS and ηDM for ship and Course steered (performance) ( ) [-]
model respectively are derived at corresponding The mean heading of a ship, defined by degrees
speed and propeller loading. of the compass or degrees of azimuth in a hori-
zontal plane. (See Figure 7-4).
Counter (ship geometry) (manoeuvring) (ψO) [-]
The overhanging portion of stern of a ship The mean heading of a ship, defined by degrees
which lies between the designed waterplane and of the compass or degree of azimuth in a hori-
deck and which project abaft the waterline ter- zontal plane (See Figure 7-4).
mination. See also Stern, Counter or Fantail
and Figure 2-19 a). Covariance (seakeeping)
Average of squares of the deviations from the
Coupling (seakeeping) mean value.
Influence of one mode of motion on another
mode of motion, for instance, coupling between Crash-back , Crash Stop (manoeuvring)
heave and pitch. A ship manoeuvre in which, while going ahead
at normal or some other speed, the propulsion
Course made good (performance, manoeu- devices are reversed in the shortest possible
vring) time.
The mean direction which a ship moving. This
is defined by degrees of the compass or degrees Critical cavitation number (cavitation)
of azimuth in a horizontal plane. (See Figure See: Cavitation number critical.
7-4).
Critical pressure (cavitation) (pAI) [L-1MT-2]
Figure 7-4: Course characteristics The absolute pressure at which cavitation in-
ception takes place, in either a flowing system
or an imposed pressure field (as in ultrasonic
cavitation). In turbulent flow, the critical pres-
sure will be a function of the average hydrody-
namic pressure and the pressure fluctuations as-
sociated with turbulence. Sometimes also called
Inception pressure. (See also: Gaseous and Va-
porous cavitation.)
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D
Damping (seakeeping) lowing the acceleration zone, which see). For-
A characteristic property of a dynamic system, merly called the Attenuation zone.
which dissipates energy and reduces the mo-
tion. Delivered power (performance)
See: Power, delivered.
Damping coefficient (seakeeping)
Ratio of damping force or moment amplitude as Density, mass (general), ρ) [L-3 M]
a function of frequency. The mass per unit volume of a substance. *
Deadrise angle (ship geometry) (β) [rad] Density, weight (general), (w) [L-2 M T-2]
Angle between a straight line approximating the The weight per unit volume of a substance.
bottom part of a body section and the intersec-
tion between basis plane and section plane (See Depth, moulded of a ship hull (ship geometry)
Figure 2-5). (D) [L]
According to the position were the deadrise an- The moulded depth of a ship, defined as the
gle is measured, it is named: height above the baseplane of the lowest point
Deadrise, angle at midship (βM) [rad]: dea- of a deck where it joins the side of ship.
drise angle at midship section
Derivatives, stability and control (manoeu-
Deadrise, angle at transom (βT) [rad]: dea-
vring)
drise angle angle at transom
The hydrodynamic forces and moments which
See also: Floor, rise of - or deadrise
enter into the equations of motion are usually
Deadwood (ship geometry, manoeuvring) (See classified into three categories: static, rotary,
Figure 2-8) and acceleration. The static derivatives are due
See: Skeg. to the components of linear velocity of the body
relative to the fluid. Rotary derivatives are de-
rived from angular velocity of the body and ac-
Figure 2-8: Deadwood at aft end of ship celeration derivatives are from either linear or
angular acceleration of the body.
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Developed area ratio (propulsion, propulsor) be in the negative x-direction. In two dimen-
(aD)[-] sional problems, the definition holds. But the
The ratio of the developed area of the propeller potential generated by a doublet of moment M
blades to the disc area. (dimension L3T-1) and of axis x is:
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E
Edges, leading and trailing (manoeuvring) or
The upstream and downstream edges, respec- 1 F 1 in Froude notation,
tively, of a hydrofoil, propeller blade, rudder or where RT is the total resistance, V the ship
similar device. speed, T the propeller thrust and VA the speed
of advance; t is the thrust deduction fraction; w
Effective advance angle (propulsion, propul- and wF are the wake fractions according to Tay-
sor) lor and Froude respectively (which see).
See: Angle, effective advance.
Efficiency, mechanical (propulsion, propul-
Effective angle of attack (propulsion, propul- sor) (ηM) [-]
sor) The ratio between the power output and the
See: Angle of attack, effective. power input of any machinery installation.
S
Effective pitch (propulsion, propulsor) M
I
See: Pitch, effective.
or
B
Effective power (performance) M
See: Power, effective. I
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F
Face (of blade) (propulsion, propulsor) E E E
The side of the propeller blade which face
downstream during ahead motion. This side of
the blade is also known as the pressure side be- or
cause the average pressure on the face of the
Z
blade is higher than the average pressure on the
back of the blade during normal operation. The E E E
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Flare (ship geometry, seakeeping) (See Figure laminar, transitional, turbulent and separated
2-10 flows.
The slant upward and outward from the vertical
of a transverse section of a hull above the de- Flow, reversed (hydrodynamics)
sign waterline. Flare is opposite of tumble- Flow occurring in an eddy or separated zone in
home; its slope measured with respect to the which the local flow has a component opposite
horizontal, generally in the entrance and gener- in direction to that of the main flow.
ally less than 90°, is called Angle of flare.
Flow, secondary (hydrodynamics)
A transverse flow induced by the boundary
Figure 2-10: Transverse ship section with flare
layer geometry and by pressure conditions ex-
isting in the main flow.
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influenced by gravity and inertia alone. In par- Fully cavitating propeller (propulsion, pro-
ticular it defines the speed at which geometri- pulsor)
cally similar models and ship will develop See: Propeller types.
wave systems which are geometrically similar.
It is given by: Fully developed cavity (cavitation)
A cavity formed on a body which terminates
V
Fr = sufficiently far downstream so that the flow at
gL the downstream region does not influence the
The length term L is usually the length of the body itself. For example, the cavity is fully de-
ship. Other forms of the Froude number use veloped when the re-entrant jet formed at the
some other characteristic dimension, such as downstream end of the cavity is dissipated
the cube root of volume of displacement, the without impinging on the body. See also: Su-
submergence depth or the depth of water in re- percavitating flows.
stricted waterways.
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G
“cushioning” effect during compression by the
Gap (propulsion, propulsor) (GZ) [L ] collapsing cavitation bubbles.
The distance between the chord lines of two ad-
jacent propeller blade sections measured nor- Gaseous cavitation (cavitation)
mal to the chord. This distance is given by the Depending upon the magnitude of the pressure
formula: reduction and the rate of application, a bubble
⁄ may grow slowly by diffusion gas into the nu-
2 sin
cleus (which see) and contain mostly gas rather
where r is the radius in question, ϕ is the pitch than vapour. Such bubble growth is defined as
angle of the chord line at the radius r (geomet- gaseous cavitation. Such cavitation may occur
ric pitch) and Z is the number of blades. at pressure greater or less than vapour pressure
aided by the process of Rectified diffusion
Gas content (cavitation) (α) (which see).
The gas content of a liquid may be in either a
dissolved or undissolved state. The quantity of Gearing efficiency (performance)
dissolved gas will vary according to Henry’s See: Efficiency, gearing.
law, but it is now generally agreed that cavita-
tion inception is associated with the gas con- Generator line (propulsion, propulsor)
tained in nuclei in an undissolved state (see: The line formed by the intersection of the pitch
Nuclei and Nucleation). Total gas content is helices and the plane containing the shaft axis
equal to both the dissolved and undissolved and the propeller reference line. The distance
gas. “Free” and “entrained” gas content are al- from the propeller plane to the generator line in
ternate terms for undissolved gas content, but the direction of the shaft axis is called the rake.
the latter term is preferred. The generator line, the blade reference line, and
the propeller reference line each intersect the
Gas content of the saturated liquid (cavita- shaft axis at the same point when extended
tion) (αS) thereto. Because of ambiguities which can arise
The gas content of the saturated liquid at stan- in so extending the generator line and blade ref-
dard temperature and pressure. erence line when non linear distribution of rake
and skew angle are used, it is recommended
Gas content ratio (cavitation) (aS) [-] that these lines be defined each to originate at
The ratio of the content (dissolved and undis- the reference point of the root section (see
solved) in a test liquid to the gas content of the Figure 4-6 and Figure 4-5). The rake and skew
saturated liquid at standard temperature and angle of the root section will thus be defined to
pressure: S ⁄ S be zero and the propeller plane will pass
through the reference point of the root section.
Gas injection, protection by (cavitation)
Small amounts of gas injected into the cavitat-
ing region to reduce the pressure through a
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Figure 4-5: Diagram showing recommended reference Girth (ship geometry) (-) [L ]
lines (looking forward) The distance around the perimeter of any trans-
verse station, section, or frame, between two
Propeller reference line selected points. For wetted surface calculations,
and generator line
these two points are generally the waterplane
Blade reference line
(locus of blade section intersections.
reference points)
Projected blade Gravitational acceleration (general), (g) [L T-
outline 2
Trailing edge
]
θs
The acceleration, due to earth’s gravity field, of
a freely falling body in a vacuum. This is not
strictly constant\and over the earth’s surface it
varies by as much as ½%. For most terrestrial
engineering purposes it is usual to disregard
r Leading edge this variation and for convenience the following
Propeller hub international standard value has been agreed:
Reference point 9.80665 m/s2 (32.1737 ft/s2).
of root section
Shaft axis Starboard Green water (seakeeping)
Down
Water shipped on the deck of a ship in heavy
seas, as distinct from spray.
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H
Half-siding (ship geometry) (-) [L] (See Figure Heel or list (manoeuvring, seakeeping)
2-4) A steady inclination of a ship about a longitudi-
The half breadth, at any section, of the portion nal axis; to be distinguished from rolling, which
of the bottom, in the vicinity of the keel that is is an oscillatory motion.
perpendicular to the centerplane, i.e. parallel to
the baseline. Heel or list, angle of (manoeuvring, seakeep-
ing) (φ) [-]
Harmonic (seakeeping) The angle, measured about a longitudinal axis,
Sinusoidal, in referring to a function or motion. between a static inclined position of a ship and
its normal upright position.
Head (hydrodynamics) (h) [L]
The height of a given fluid which the pressure Hub (propulsion, propulsor)
in question would support. The central portion of a screw propeller to
which the blades are attached and through
Heading (manoeuvring, seakeeping, perform- which the driving shaft is fitted. Also known as
ance) (ψ) [ ] the boss.
The instantaneous direction of the projection of
the forward longitudinal axis of a ship in a Hub diameter (propulsion, propulsor) (dh) [L]
horizontal plane, defined by degrees of the The diameter of the hub where it intersect the
compass or degrees azimuth. See Figure 7-4., generator line.
performance :See also Fig.2-4
Hub cavitation (cavitation)
Headreach (manoeuvring) See: Hub vortex cavitation.
See: Advance, maximum (in stopping).
Hub ratio (propulsion, propulsor) (xB) [-]
Heaving (seakeeping) The ratio of the diameter of the hub to the
The vertical oscillatory motion of a specified maximum diameter of the propeller, dh /D.
point in a vessel, usually the centre of gravity.
Although the heaving of a ship is a motion Hub vortex cavitation (cavitation)
which is confined to operation in waves, it is Cavitation in the vortex produced by the blades
possible with a high-speed planing craft for of a propeller at the hub.
such motion to occur in calm water under some
conditions. (See Porpoising) Hull (ship geometry)
The body of a ship, including the above water
Heave to (seakeeping) and the underwater portions. It is used to ex-
To maintain control of a ship, especially in ex- press either its form or its structure.
tremely heavy weather, with minimum possible
speed through the water. Hull efficiency (performance)
See: Efficiency, hull.
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Hull, naked (ship geometry) drodynamic loading. Divided into dynamic hy-
The condition of a ship or model in which the droelasticity, where these three forces are co-
fair form and the surface are represented with- existent, or static hydroelasticity where inertial
out appendages or additions of any kind; it is forces are absent.
also called bare hull.
Hydrofoil (propulsion, propulsor)
Hydraulically smooth surface (performance) A structure externally similar to an airplane
See: Surface, smooth. wing designed to produce lift and which oper-
ates in water.
Hydrodynamic flow angle (propulsion, pro-
pulsor) Hydrofoil section (propulsion, propulsor)
See: Angle, hydrodynamic flow. The cross-section shape of a hydrofoil.
Hydrodynamic pitch (propulsion, propulsor) Hydrofoil, span (ship geometry) (b) [L]
See: Pitch, hydrodynamic. The length of a hydrofoil from tip to tip, from
root to tip if cantilevered, or from end support
Hydrodynamic pitch angle (propulsion, pro- to end support, measured normal to the direc-
pulsor) tion of relative liquid motion.
Synonymous with hydrodynamic flow angle.
See: Angle, hydrodynamic flow. Hysteresis, cavitation (cavitation)
Difference between critical cavitation numbers
Hydrodynamic spindle toque (propulsion, for incipient and desinent cavitation. Also, the
propulsor) difference between the angle of attack of a lift-
See: Spindle torque, hydrodynamic. ing surface for initiation or fully developed
cavitation during angle of attack increase and
Hydroelasticity (seakeeping) the much lower angle of attack at which a fully
Analogous to aeroelasticity. The study of the developed cavity can still be maintained once it
interaction between the inertial, hydrodynamic has been formed.
and elastic forces in a structure subjected to hy-
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I
Ideal angle of attack (propulsion, propulsor) Incipient cavitation (cavitation)
See: Angle of attack, ideal. Cavitation which just begins with a slight
change in ambient conditions: pressure de-
Immersion (propulsion, propulsor) (h0) [-] crease and/or velocity increase.
The depth of submergence of the propeller
measured vertically from the shaft axis to the Incubation zone (cavitation)
free surface. In the sequence of cavitation erosion, the initial
zone of the curve of weight loss versus time in
Immersion ratio (propulsion, propulsor) [-] which the material undergoes changes (e.g.
The depth of submergence of the propeller axis work hardening in ductile metals) due to re-
divided by propeller diameter. peated bubble collapse pressures, but in which
the material suffers little or no weight loss.
Impact (seakeeping)
The sudden contact of body or ship, or any part Indicated power (performance)
thereof, with the surface of a liquid. See: Power, indicated.
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J
Jet cavitation (cavitation)
Cavitation formed in the low pressure eddies
associated with the turbulent fluctuations in the
high shear region of jet flows.
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K
Keel (ship geometry) keel can be on, or parallel to, the longitudinal
The term is used, alone or characterised with an centreplane.
appropriate adjective, to indicate:
i. The intersection of the plane of symmetry Figure 2-11: Bilge and bar keels
with the moulded hull surface at the bot-
tom which is called the “keel line”. It may
be parallel to the designed waterline or
may be raked or sloped in the fore and aft
direction.
ii. The keel as the central longitudinal girder.
This may be of the flat type (Flat keel) or
a heavy bar extending beyond the fair
form of the bottom (Bar keel – See Figure
2-11).
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L
Figure 2-12: Characteristic ship lengths
Laminar cavitation (cavitation)
See: Sheet cavitation.
LOA
LOS
Leeway (seakeeping)
The down wind or down sea motion of a ship.
More specifically, the lateral distance the ship
has been forced off the desired path. Figure 2-13: Characteristic lengths for a planing hull
under way
Leeway angle (seakeeping)
See: Drift, angle of. Spray root line
Chine
2-12) O
The principal longitudinal dimension of a ship
or body; specifically for a ship it can be defined
in a number of ways as follows:
Length overall (LOA) [L]
LC
Length overall submerged (LOS) [L]
Length between perpendiculars (LPP) [L] LK
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M
camber. The term camber line is often used
Maierform (ship geometry) synonymously with mean line.
A commercial name applied to a certain type of
hull form with pronounced V sections at the Mean pitch (propulsion, propulsor)
fore end. See: Pitch, mean.
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WL
WL'
B
B'
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Moment, exciting (seakeeping) caused by the action of waves and ship mo-
A fluctuating external moment that causes mo- tions.
tion of a body or ship when encountering a train
of waves. Moment, wave bending, vertical (seakeeping)
(MB2 or MN , formerly MBV) [L2MT-2]
Moments of inertia or roll, pitch and yaw That part of the internal vertical bending mo-
moment of inertia (seakeeping) (IX ,IXX, IY ,IYY, ment acting on a cross section of a hull which is
IZ ,IZZ) [L2M] caused by the action of waves and ship mo-
The summation of products of elementary tions.
masses and the squares of their distances from
the respective body axes through the centre of Moment, wave, torsional (seakeeping) (MT or
gravity – equal to the mass times the square of MT) [L2MT-2]
the gyradius or radius of gyration (which see). That part of the internal torsional or twisting
See General Section for body axes under Axes, moment acting on a cross section of a hull
co-ordinate. which is caused by the action of waves and ship
motions.
Moment, pitching (seakeeping)
Exciting moment in pitch. Moment, yaw (manoeuvring) (N) [L2MT-2]
A hydrodynamic moment due to environmental
Moment, restoring or righting (seakeeping) conditions acting on a ship which will tend to
A moment tending to return a body to its initial produce yawing in the form of an angular dy-
condition after being displaced by an external namic motion about the vertical or z-axis
moment. through the centre of the ship.
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N
Nose-tail line (propulsion, propulsor)
Natural period of motions: heave, pitch, roll Synonymous with chord line.
(seakeeping) (TZ, Tθ, Tϕ) [Τ]
The time for one complete cycle of the motion Nozzle (propulsion, propulsor)
resulting when a body or ship is displaced in The duct portion of a ducted propeller. Syn-
calm water from its equilibrium position by an onymous with duct or shroud.
external force, then released.
Nucleation (cavitation)
Neutral angle (manoeuvring) The process of formation of nuclei in liquid.
The angle between any characteristic line or Also, sometimes used to refer to the process of
plane of a body or ship and any other intersect- stabilisation of nuclei to account for their per-
ing line or plane taken as reference, when the sistence in undersaturated and saturated liquids.
forces, moments or other actions on or by the
body or ship have a value of zero. Nucleus, nuclei (cavitation)
Small bubbles, often sub-microscopic in size,
Nominal pitch (propulsion, propulsor) containing permanent gas and/or the vapour of
See Pitch, nominal. the liquid, which are required for inception of
cavitation at the pressure near vapour pressure.
Non-stationary cavities (cavitation) (See also: Nucleation).
Free-streamline (cavitating) flows in which the
cavity size is a function of time. The cavity sur- Number, Froude (hydrodynamics)
face is a boundary surface, but not necessarily a See Froude number.
stream surface. Cavities trailing a body entering
a water surface are characteristic of non- Number, Reynolds (hydrodynamics)
stationary cavities. See Reynolds number.
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O
if the blades move away from the centreline as
Offset (ship geometry) they pass the upper vertical position. The oppo-
One of a series of distances, measured from ref- site direction of rotation is called inboard rota-
erence planes (normally from the centerplane), tion. Also called outward and inward rotation
used for defining the size and the shape of a respectively.
body or ship.
Outward rotation (propulsion, propulsor)
Ogival section (propulsion, propulsor) See: Outboard rotation.
A type of an airfoil or hydrofoil section having
a straight face, a circular arc or parabolic back, Overhang (ship geometry)
maximum thickness at the mid chord, and rela- Any portion of the abovewater hull of a ship
tively sharp leading and trailing edges. which when projected downward on to the de-
signed waterplane, lies outside that designed
Onset cavitation (cavitation) waterline; it may be at the bow or stern or any-
See: cavitation inception where along the side.
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P
of the section and a plane normal to the propel-
Partial cavities (cavitation) ler axis. This angle is called the pitch angle.
Quasi-steady cavities that extend only partially Also called geometric pitch (which see).
along the bodies about which they are formed.
Pitch analysis (propulsion, propulsor)
Period (seakeeping) (T) [T] Advance per revolution at zero thrust as deter-
The time for one complete cycle of a periodic mined experimentally.
quantity or phenomenon. (See also: Natural pe-
riod of motions). Pitch angle (propulsion, propulsor manoeu-
vring) (θ) [-]
Perpendiculars (ship geometry) (See Figure The angle, measured about the transverse body
2-12) axis, between the instantaneous position of the
Straight lines perpendicular to the designed longitudinal axis of a ship when pitching
load waterline of a ship through a fixed point as (which see) and its position of rest. (Positive
stated by classification rules: specially: bow up) See: Pitch.
Aft or after perpendicular (AP). Through
a fixed point at the stern; generally the aft Pitch, effective (propulsion, propulsor)
side of the stern post, or centerline of the Weighted value of geometric pitch when pitch
rudder stock in ship without a stern post. is not constant. Both the radius and the thrust
Fore or forward perpendicular (FP). distribution (if known) have been used as
Through a fixed point at the bow; generally weighting factors.
the intersection of the fore side of the stem
with the load waterline. Pitch, face (propulsion, propulsor)
Midship perpendicular or midship (MP, The pitch of a line parallel to the face of the
formerly ). blade section. Used only for flat faced sections
Through the point in the middle of LPP. where offsets are defined from a face reference
line.
Phase angle (ει) [-](seakeeping)
The angle between two vector representing si- Pitch, geometric (propulsion, propulsor)
nusoidal quantities of the same frequency. The pitch of the nose-tail line (chord line). It is
equal to the face pitch if the setback of the lead-
Phase response operator (seakeeping) ing and trailing edges of the section are equal.
Phase angle between output and input of a lin-
ear system performing forced motion, as a func- Pitch, hydrodynamic (propulsion, propulsor)
tion of frequency. The pitch of the streamlines passing the propel-
ler including the velocities induced by the pro-
Pitch (propulsion, propulsor) (P) [L] peller at a radial line passing through the mid-
The pitch of a propeller blade section at the ra- chord of the root section. See: Angle, hydrody-
dius r is given by: 2 tan , where ϕ is the namic flow.
angle between the intersection of the chord line
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Pitch angle (seakeeping) (θ) [-] Planes, principal co-ordinate (ship geometry)
The angle, measured about the transverse body The co-ordinate planes, formed by an orthogo-
axis, between the instantaneous position of the nal co-ordinate system of axes x, y, z fixed in
longitudinal axis of a ship when pitching the ship to define the hull shape (see Axes, co-
(which see) and its position of rest. (Positive ordinate in General Section):
bow up). Baseplane or x-y plane. The horizontal
plane, parallel to the designed waterline and
Pitching (manoeuvring, seakeeping) generally through the lowest point of the
The angular component of the oscillatory mo- midsection.
tion of a hull about a transverse axis. Although Centreplane or x-z plane. The vertical lon-
pitching of a ship is a motion confined to opera- gitudinal plane, which coincides with the
tion in waves, it is possible with a high-speed plane of symmetry.
planing craft for such motions to occur in calm Plane, midstation, or y-z plane. The verti-
water under some conditions. (See: Porpoising) cal plane at midstation, perpendicular to the
baseplane and the centreplane or plane of
Pitch, mean (propulsion, propulsor) symmetry.
i. Generally synonymous with the effective
pitch. Plane rotation (propulsion, propulsor)
ii. The pitch of a constant pitch propeller See: Propeller plane.
which would produce the same thrust as a
propeller with radially varying pitch when Plane of symmetry (ship geometry)
placed in the same flow. See: Planes, principal co-ordinate.
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Power coefficient, delivered (propulsion, pro- Power loading coefficient (CP) [-]
pulsor) (KP) [-] The power absorbed by the propeller, PD, ex-
The delivered power at the propeller, PD, ex- pressed in coefficient form:
pressed in coefficient form: D
⁄ 8⁄
⁄4
D⁄ A
where ρ is the mass density of the fluid, n is the where ρ is the fluid density, VA is the speed of
rate of the propeller rotation, and D is the di- advance, and D is the propeller diameter. This
ameter of the propeller. coefficient may be defined in terms of the ship
speed V and is then denoted by the symbol CPS.
Power coefficient, Taylor’s (propulsion, KQ and J are the torque and advance coefficient
propulsor) (BP) respectively (which see).
The horsepower absorbed by the propeller, PD,
expressed in coefficient form: Power prediction factor (performance) (1+x)
1 5
2 [-]
B P = n (PD ) 2 (V A ) A factor based on the correlation of ship and
where n is revolution per minute and VA is the corresponding model data, which is introduced
speed of advance in knots. in estimating ship power to allow for the
method of extrapolating model results to ship,
Power coefficient, Taylor’s (BU) (propulsion, scale effects on resistance and propulsion and
propulsor) the effects of hull roughness and weather condi-
The thrust horsepower delivered by the propel- tions such that:
ler, PT, expressed in coefficient form:
1 5
2
E 1
B U = n (PT ) (V A )
2
D
D
where n is the revolution per minute and VA is where PD and PE are the delivered and effective
the speed of advance in knots. powers respectively and ηD the quasi-
propulsive efficiency (which see).
Power, delivered (performance) (PD) [L2MT-3]
The results of model propulsion experiments
The power delivered to the propeller:
are analysed for a propeller loading equivalent
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to the power prediction factor. The factor (1+x) Pressure, total (hydrodynamics)
is sometimes known as the load factor and the This is the sum of the static and dynamic pres-
factor x as the load fraction (which see). sures.
Power, shaft (performance) (PS) [L2MT-3] Prismatic coefficient (ship geometry) (CP,
The power delivered to the shafting system by formerly φ) [-]
the propelling machinery. The ratio of the volume of displacement to the
volume of the cylinder having the length L and
Power, thrust (performance) (PT) [L2MT-3] cross section of the maximum section of the
The power developed by the propeller thrust T, ship. This sometimes called the longitudinal
at the speed of advance VA: prismatic coefficient and is given by:
PT = T V A P /
Power in waves, mean increase in (perform- The prismatic coefficient can also be referred to
ance, seakeeping) (PAW) [L2MT-3] the different parts of ship, such as afterbody,
The mean increase in power in wind and waves forebody, entrance and run. In any case the as-
as compared with the power in still water at the sumed length, as well as the cross section area
same mean speed. if different from the above, is to be clearly indi-
cated.
Pressure, dynamic (hydrodynamics) (q) [L-
1
MT-2] Prismatic coefficient, vertical (ship geometry)
The pressure change corresponding to the re- (CVP, formerly φV) [-]
duction of the momentum of a fluid element to The ratio of the volume of displacement to the
zero, . volume of a vertical cylinder having as horizon-
tal section the waterline and as height the
Pressure side (propulsion, propulsor) draught at midships. It given by:
The side of the propeller blade having the VP /
greater mean pressure during normal ahead op-
When different, the draught of the transverse
eration. Synonymous with the face of the blade.
section having maximum area is used (TX).
Analogous to the lower surface of a wing.
Profile (ship geometry, manoeuvring)
Pressure, stagnation (hydrodynamics) [L-1MT-
2 The outline of a ship when projected on the
]
fore-aft vertical centreline plane; also the out-
The total pressure measured at a stagnation
line of parts of the ship, such as the stem, stern,
point.
and rudder, when similarly projected. For dif-
Pressure, impact (seakeeping) ferent shapes and types of stem and stern pro-
A local pressure experienced by a hull when file, see Stem and Stern.
subjected to impact with the water. Usually as- Note: This definition also covers the contour of
sociated with slapping, slamming or pounding any flat or curved surface which acts as a hy-
(which see) drofoil or as a control surface; examples are the
profiles of diving planes on submarines, fitted
Pressure, static (hydrodynamics) (p) [L-1MT-2] generally in a horizontal plane, and the profile
The static pressure, p, at a point in a stream of the blades on a screw propeller.
flow is that which would be recorded by a pres-
sure gauge advancing with the speed of the lo- Projected area (propulsion, propulsor)
cal fluid and thus static with respect to it. See: Area, projected.
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Projected area ratio (propulsion, propulsor) ommended that the plane be defined instead to
(aP)[-] contain the propeller reference line, i.e. contain
The ratio of the projected area to the disc area. the reference point of the root section, in order
to avoid the ambiguities which can arise when
Propeller (propulsion, propulsor) non linear distributions of rake and skew are
Most generally, any device which will produce used.
thrust to propel vehicle. The most common
form is the screw propeller, which basically Propeller Types (propulsion, propulsor)
consists of a central hub and a number of fixed The basic screw propeller may be de-
blades extending out radially from the hub. Lift scribed as fixed pitch, subcavitating, open
is generated by the blades when the propeller is (unducted), and fully submerged. Variations
rotated. One component of the lift force pro- on this basic type are listed below.
duces the desired thrust and the other compo- Adjustable-pitch propeller - A propeller
nent creates torque which must be overcome by whose blades can be adjusted to different
the engine to sustain rotation. pitch settings when the propeller is stopped.
Contrarotating propeller - Two propeller
Propeller efficiency (performance) rotating in opposite directions on coaxial
See: Efficiency, propeller. shafts.
Controllable pitch propeller - A propeller
Propeller-hull vortex cavitation (cavitation) having blades which can be rotated about a
Propeller tip vortex cavitation that extends in- radial axis so as to change the effective pitch
termittently to the surface of hull. of the blade while the propeller is operating.
This allows full power to be absorbed for all
Figure 4-6: Diagram showing recommended reference loading conditions. If the pitch can be ad-
lines (looking to port) justed to the extent that reverse thrust can be
Generator line achieved without reversing the direction of
Propeller reference line
Propeller plane rotation of the shaft then the propeller is
sometimes called a controllable reversible
pitch propeller.
Cycloidal propeller - A propeller consisting
Blade reference of a flat disc set flush with the under surface
line θ
of the vessel with a number of vertical, rud-
iG Reference point der-like blades projecting from it. The disc
of root section revolves about a central axis and each of the
blades rotates about its own vertical axis.
The axis of each blade traces a cycloidal
r
Propeller hub path. The blade motion can be varied so as
Forward Hub
to produce a net thrust in any desired direc-
Down radius tion in a plane normal to the axis of rotation.
Shaft axis
It is used where excellent manoeuvrability is
required.
Ducted propeller - A propeller with a short
Propeller plane (propulsion, propulsor) duct mounted concentrically with the shaft.
The plane normal to the shaft axis and passing The duct, or nozzle is shaped so as to control
through the intersection of the generator line the expansion or contraction of the slip-
and the shaft axis when the generator line is stream in the immediate vicinity of the pro-
thereto extended. Also called the plane of rota- peller. In one form (the Kort nozzle) the
tion (See Figure 4-7 and Figure 4-6). It is rec- flow is accelerated, whereas in the other
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form (pump jet) the flow is decelerated. A Ventilated propeller - A propeller of the
pump jet is sometimes also defined as a fully cavitating type, but with provision to
ducted propeller with stator vanes regardless introduce air into the cavities in order to
of whether the flow is accelerated or decel- achieve fully developed, stable cavities at
erated. lower speed than would otherwise be impos-
Fully cavitating propeller - A propeller de- sible.
signed to operate efficiently at very low Vertical axis propeller - Synonymous with
cavitation numbers where a fully developed cycloidal propeller.
cavity extends at least to the trailing edge of
the blade. The blade sections of such propel- Propulsive coefficient or efficiency (perform-
lers have relatively sharp, leading edges for ance)
more efficient supercavitating operation and See: Efficiency, propulsive.
thick trailing edges for strength. Also known
as supercavitating propeller. Protective coating (cavitation)
Interface propeller - A propeller of the Metallic and non-metallic materials applied to
fully cavitating ventilated type designed to reduce surface damage by cavitation. They may
operated with only a portion of the full disc be welded, sprayed or bonded to the surface.
area immersed. These propellers are consid-
ered for high speed applications to vehicles Pseudo cavitation (cavitation)
such as surface effect ship where the ap- Growth and collapse of gas filled bubbles
pendage drag associated with the shafts and whose size is at all times in static equilibrium
struts of a fully submerged propeller would with the surrounding pressure field.
result in a considerable increase in resis-
Pulsating cavity (cavitation)
tance. Also known as partially submerged or
A “pulsating” cavity is a ventilated cavity
surface propellers.
which exhibits self excited oscillations of the
Ring propeller - A propeller with a very
cavity surface as a resonance phenomenon of
short duct attached to the tips of the blades
the gas-liquid (cavity-jet) system; i.e. for self
and rotating with the propeller. Also called a
sustained oscillations, the frequency of the vol-
banded propeller.
ume changes due to travelling surface waves on
Steerable ducted propeller - A ducted pro-
the cavity wall (and, hence, corresponding pres-
peller in which the duct can be pivoted about
sure changes) must be equal to the natural fre-
a vertical axis so as to obtain a steering ef-
quency of the gas liquid system.
fect.
Supercavitating propeller - See: Fully Pumpjet (propulsion, propulsor)
cavitating propeller. See: Propeller Types (ducted)
Tandem propeller - Two propellers fitted to
the same shaft, one behind the other, and ro-
tating as one.
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Q
Quasi-propulsive coefficient or efficiency
(performance)
See: Efficiency, propulsive.
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R
Race, propeller (propulsion, propulsor) Rake angle (propulsion, propulsor)
The accelerated, turbulent column of water The rake angle is defined as:
forming the outflow from a screw propeller.
tan G /
Radial induced velocity (propulsion, propul- where r is the radius (See Figure 4-6).
sor)
See: Induced velocity, radial Rake, skew induced (iS) [L]
The amount of axial displacement (rake) of a
Radius (propulsion, propulsor) (r)[L] blade section which results when skew-back is
Radius of any point on propeller used (See Figure 4-7). It is the distance, meas-
ured in the direction of the shaft axis, between
Radius of gyration (seakeeping) the generator line and the blade reference line
See: Gyradius. and is given by: S , where r is the local
radius, θS is the local skew angle, and ϕ is the
Rake (propulsion, propulsor) (iG, Rk (ISO)) [L] local pitch angle. It is positive when the genera-
The displacement, iG, from the propeller plane tor line is forward of the blade reference line.
to the generator line in the direction of the shaft
axis. Aft displacement is considered positive Rake total (propulsion, propulsor) (iT) [L]
rake (See Figure 4-7 and Figure 4-6). The rake The sum of the rake and skew-induced rake
at the blade tip or the rake angle are generally (See Figure 4-7)Raked Keel (ship geometry)
used as measures of the rake. See: Keel and Trim.
Figure 4-7: view of unrolled cylindrical sections at Ram bulb or bow (ship geometry)
blade root and at any radius r of a right-handed pro- See: Bulb and Stem
peller (looking down) showing recommended position
of propeller plane. Rate of weight loss (cavitation)
Reference point of blade
root section and
X Pitch angle
of section
The primary criterion for cavitation erosion.
propeller reference line
Blade root section φ
at radius r
The weight loss per unit time from a test
Propeller plane Y
Plane of rotation Z
specimen.
Rake ( iG )
Intersection of generator line Ratio, aspect (manoeuvring) (Λ)[-]
and cylinder at radius r
Total
rake ( iT )
The ratio between the span of a hydrofoil,
Blade section
at radius r
Plane containing shaft axis
measured at right angles to the liquid flow, to
Skew induced
the chord c of the hydrofoil, in the direction of
k
ac
r θs θ s = skew angle
the span, the aspect ratio is the span b divided
by the mean chord c obtained generally divid-
Intersection of blade
reference line (locus of blade
section reference points)
ing the hydrofoil projected area AP into the
and cylinder at radius r
square of the span b, i.e. b2/ AP
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Ratio, fineness, of a body (ship geometry) Relative mass or weight (general), (γ) [-]
The ratio of the length L to the maximum di- The ratio of density of any substance to the
ameter D of a body of revolution, or to the density of fresh water at 4° Centigrade. In Eng-
maximum breadth in other bodies. lish speaking countries the concept expressed is
called Specific gravity.
Ratio, slenderness, of a ship (ship geometry)
(MC) [-] Relative rotative efficiency (performance)
See: Length coefficient of Froude. See: Efficiency, relative rotative.
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AA
AA Resistance, spray (resistance) (RS) [LMT-2]
The component of resistance associated with
Where A is the appropriate above water area of the expenditure of energy in generating spray.
the ship, VR the relative wind velocity (which
Resistance, still air (performance)
see) and ρ the air density. See: Resistance, wind.
Resistance, frictional (resistance) (RF) [LMT- Resistance in waves, mean increase in
2
] (seakeeping, performance) (RAW) [LMT-2]
The component of resistance obtained by inte- The mean increase in resistance in wind and
grating the tangential stresses over the surface waves as compared with the still water resis-
of a body, in the direction of motion. tance at the same speed.
Resistance, frictional specific (resistance) Resistance, wave pattern (resistance) (RWP)
(CF) [-] [LMT-2]
An alternative name for the coefficient of fric- A resistance component deduced from meas-
tional resistance, in which the reference area is urements of wave elevations remote from ship
taken to be the wetted area under consideration. or model where it is assumed that the sub sur-
face velocity field, and hence the momentum of
Resistance, pressure (resistance) (RP) [LMT-2]
the fluid, can be related to the wave pattern by
The component of resistance obtained by inte-
means of linearised theory . The resistance so
grating the normal stresses over the surface of a
deduced does not include wavebreaking resis-
body in the direction of motion.
tance.
Resistance, residuary (resistance) (RR) [LMT-
2 Resistance, wavebreaking (resistance) (RWB)
]
[LMT-2]
A quantity obtained by subtracting from the to-
A resistance component associated with the
tal resistance of a hull, a calculated friction re-
break down of the ship bow wave.
sistance obtained by any specific formulation.
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Resistance, wavemaking (resistance) (RW) the argument is equal to the phase response op-
[LMT-2] erator.
The component of resistance associated with
the expenditure of energy in generating gravity Restricted water (performance)
waves. See: Water, restricted.
Resistance, wind (performance) (RAA) [LMT-2] Revolutions, rate of, mean in waves (seakeep-
The fore and aft component of the resistance of ing, performance) (nAW) [ T-1]
above water form of a ship due to its motion The mean absolute increase in rate of revolu-
relative to still air or wind. When there is no tions (usually per minute), as compared with
natural wind, this is called the still air resis- those in smooth water, necessary to maintain
tance. See also: Resistance coefficient, wind. speed in wind and waves.
Resistance, viscous (resistance) (RV) [LMT-2] Reynolds number (hydrodynamics) (Re) [-]
The component of resistance associated with A dimensionless parameter expressing the con-
the expenditure of energy in viscous effects. dition of dynamical similarity for flow systems
influenced by viscosity and inertia alone. For
Resistance, viscous pressure (resistance) equal values of Reynolds number and the same
(RPV) [LMT-2] orientation to the flow, the specific resistance
The component of resistance obtained by inte- coefficients of all geometrically similar smooth
grating the components of the normal stresses surfaces are identical as long as the uninflu-
due to viscosity and turbulence. This quantity enced speed field are similar and the flow is in-
cannot be directly measured except for a fully fluenced by viscosity and inertia alone.
submerged body when it is equal to the pressure It is given by:
resistance RP.
Resonance (seakeeping)
The dynamical condition of a simple, uncou- The length term L is usually the length of the
pled system where the excitation frequency is surface, but the distance from the leading edge
equal to the natural frequency. of the surface to a specific point, the diameter
Note: In a coupled system, the dynamic condi- of a body, or the thickness of the boundary
tion where the excitation frequency cor- layer are sometimes used as length terms.
responds to the frequency of maximum
response to unit exciting force over a Right handed propeller (propulsion, propul-
range of frequencies. sor)
A propeller which rotates in the clockwise di-
Response (seakeeping) rection when viewed from astern.
The reaction of the system to an excitation.
Roll angle (manoeuvring, seakeeping) (φ) [ - ]
Response amplitude operator (seakeeping) The angle measured about the longitudinal
The square of the ratio of response amplitude to body axis, between the instantaneous position
excitation amplitude of a forced harmonic mo- of a ship when rolling (which see) and its nor-
tion applied to a linear system, as a function of mal upright position. (Positive starboard down).
frequency.
Rolling (manoeuvring, seakeeping)
Response function (seakeeping) The angular component of the oscillatory mo-
A complex function of which the modulus is tion of a hull about a longitudinal axis.
equal to the response amplitude operator and
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Rudder span (manoeuvring) (bR) [L] stern of the ship without any fixed supports
The maximum distance from root to tip of the in front of it or below it.
rudder.
Figure 7-8: Rudder types.
Rudder stock (manoeuvring)
That portion of the rudder, concentric with the
axis of rotation, which provides bearing support
and also transmits the operating torque.
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S
Salt water, standard (performance) tion covers the direction between a head sea
See: Water, standard salt. and beam sea.
Following sea - A condition in which ship
Scale effect (performance) and the waves, or predominant wave com-
The change in any force, moment or pressure ponents, advance in the same, or nearly the
coefficients, flow pattern, or the like, due to a same direction.
change in absolute size between geometrically Head sea - A condition in which a ship and
similar models, bodies or ships. These varia- the waves, or the predominant components,
tions in performance due to differences in abso- advance in opposite, or nearly opposite di-
lute size arise from the inability to satisfy si- rections.
multaneously all the relevant laws of dynamical Quartering sea - A condition in which a
similarity (e.g. gravitational, viscous and sur- ship and the waves, or the predominant wave
face tension). components, advance at oblique angles. This
condition covers the directions between a
Scoop (ship geometry) beam sea and a following sea.
An opening in the surface of the underwater
body of a ship, which may or may not be fitted Seakeeping (seakeeping)
with a projection extending beyond that sur- In general, a term covering the study of the be-
face, designed for catching and taking water haviour and performance of ship in a seaway.
into a ship. As an adjective, a term signifying a ship’s abil-
ity to maintain normal functions at sea.
Screening effect (cavitation)
Effect associated with the “screening” of nuclei Seakindliness (seakeeping)
by the pressure gradient about the body to The quality of behaving comfortably in a sea-
which the nuclei are being convected, thus de- way; that property of ship which produces easy
termining which nuclei will be repelled from motions in a seaway.
and which nuclei will be swept into regions
where the pressure are such as to enable cavita- Section (ship geometry)
tion inception to take place. The intersection of a plane with a body or ship
which it passes through in any position or direc-
Screw propeller (propulsion, propulsor) tion; specifically for a ship, any transverse sec-
See: Propeller. tion perpendicular to the designed waterplane
such as:
Sea direction (seakeeping) Area, maximum section (AX) [L2]
Beam sea - A condition in which a ship and Area, midship section, midlength section,
waves, or the predominant wave compo- midsection or midstation section (AM) [L2]
nents, advance at right angles, or nearly so.
Bow sea - A condition in which a ship and Section, ship shape (ship geometry)
the waves, or the predominant wave compo- Any shape of transverse section considered
nents, advance at oblique angles. This condi- typical in the development of ship forms. Some
of this are:
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in a turn, may have a component at right angles Skew (propulsion, propulsor) (-) [L]
to the vertical plane through the longitudinal Synonymous with skew-back but sometimes
axis of the ship. This is called the sideslip. See used (incorrectly) to denote the skew angle.
also: Drift.
Skew angle (propulsion, propulsor) (θS) [-]
Sideslip, angle of (manoeuvring, seakeeping) The angular displacement about the shaft axis
See: Drift or sideslip, angle of. of the reference point of any blade section rela-
tive to the generator line measured in the plane
Sidewash (manoeuvring) of rotation (See Figure 4-5 and Figure 4-7). It is
See: Downwash positive when opposite to the direction of ahead
rotation. This angle is the same as the warp.
Significant wave height (seakeeping) The skew angle at the blade tip is often used as
See: Wave height, significant. a measure of the skew-back of a propeller.
Sinkage (seakeeping) Skew-back (propulsion, propulsor) (-) [L]
The steady state lowering of a ship’s position of The displacement of any blade section along
flotation in the water; to be distinguished from the pitch helix measured from the generator line
heaving, which is an oscillatory motion. to the reference point of the section (See Figure
4-7). Positive skew-back is opposite to the di-
Singing (propulsion, propulsor)
rection of ahead motion of the blade section.
Intense discrete frequency sound radiated from
Also called skew.
the propeller due to resonant vibrations of the
blades. Generally thought to be due to the Skew-induced rake (propulsion, propulsor)
shedding of Karman vortices from the trailing See: Rake, skew induced.
edge of the blades at a resonant frequency of
the blade vibration. Slamming (seakeeping)
A phenomenon described broadly as severe im-
Sink (hydrodynamics) pacting between a water surface and the side or
A point at which fluid is assumed to be with- bottom of a hull where the impact causes a
drawn symmetrically from all directions. The shock-like blow. (See also: Pounding and
velocity potential due to a sink has the same Whipping).
form as the potential due to a source, but the
strength Q is negative. See also Source. Slapping (seakeeping)
A phenomenon described broadly as light im-
Skeg (ship geometry, manoeuvring) pact between the water and the hull. A classifi-
The thin portion of the hull at the stern of a ves- cation for impacts less severe than those associ-
sel immediately forward of or in the vicinity of ated with pounding. (See also: Pounding).
the rudder. A skeg is usually of large lateral
area compared to its transverse thickness, is Slip ratio, apparent (performance) (sA) [-]
provided for the support of a propeller shaft, for This is similar to the real slip ratio (which see)
structural strength, for docking support, for pro- except that the ship speed V is used instead of
tection when grounding or to increase the lat- the speed of advance VA, that is:
eral area and give increased roll damping and
Pn - V V
course keeping ability to the hull or for other sA = = 1-
reasons. It is placed generally at the aft end, but Pn Pn
not necessarily on the centreline.
Slip ratio, real (performance) (sR) [-]
This is defined by the ratio:
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Pn - V A V
sR = = 1- A
Pn Pn ln
2
where P is the nominal, geometrical pitch, or
the effective pitch of the propeller (i.e. advance where r = AP and ln = natural logarithm.
per revolution at zero thrust), VA is the speed of Q is the volume of fluid issuing per unit time
advance and n the rate of propeller rotation. and per unit length in the direction normal to
the plane. The dimension of Q is L2 T-1. An ir-
Slipstream (propulsion, propulsor) rotational flow of perfect fluid may be repre-
See: Race. sented as due to distributions of source and
sinks, or doublets, on some set of points.
Smith effect (seakeeping)
The difference between actual pressure at a Source, Kelvin (hydrodynamics)
point under a wave profile and the static pres- A Kelvin source is defined by the potential
sure corresponding to the actual distance below generated by a constant source in uniform recti-
the surface. linear motion below the free surface of a perfect
fluid.
Smooth surface (performance)
See: Surface, smooth. Span (propulsion, propulsor) (b) [L]
The distance from tip to tip of a hydrofoil. The
Solubility (general),
distance from root to tip is the semi-span.
The relative capability of being dissolved
Specific (general), As an adjective, often ap-
Sono-luminescence (cavitation)
plies in English-speaking countries to the ratio
Visible light produced in the gas or vapour of
between some quantity to be defined and a
cavities generated in the alternating pressure of
standard quantity having the same characteris-
an ultrasonic field. This phenomenon is be-
tics, which is take as a reference. The best
lieved to be associated with high temperatures
known term of this kind is the expression “spe-
resulting from compression of the gases within
cific gravity”. Here the specific gravity is the
the bubble.
dimensionless ratio of weight of unit volume of
Source (hydrodynamics) the designated substance to the weight of unit
A point from which fluid is assumed to flow volume of fresh water. In other countries the
symmetrically in all directions. The strength Q term “specific” generally refer to absolute val-
of a source is defined in a three dimensional ues per unit volume and is not expressed in
flow as the volume of fluid issuing in unit time; terms of properties of a reference substance,
its dimensions are L3T-1. (Some authors use such as water.
⁄4 volume flow as source strength). A
Specific volume (general), (L3M-1)
source at a point A generates at any point P a
The volume of a substance per unit mass; the
velocity potential:
reciprocal of mass density (See: Density , mass)
⁄ 4
Specific weight or specific gravity (general),
where r = AP.
(-) [-]
In a two dimensional flow parallel to a plane, a
See: Relative mass or weight.
source at a point A is in fact a uniform distribu-
tion of sources on a straight line passing Spectral density, one dimensional (seakeep-
through A normal to the plane. The velocity po- ing) (S(ω))
tential due to such a source of strength Q is: A function of frequency whose integral over
any interval represent the energy contribution
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the ship speed V. (See also: Wake fraction, ef- where ρP is the mass density of the propeller
fective). This is based on thrust identity. There blade material, n is the rate of propeller rota-
is another corresponding speed based on torque tion, and D is the propeller diameter.
identity.
Spindle torque coefficient, hydrodynamic
Speed reduction (seakeeping) (propulsion, propulsor) (KSH) [-]
The decrease in speed, as compared with that in The hydrodynamic spindle torque, QSH, ex-
smooth water, caused mainly by reducing the pressed in coefficient form:
setting of the main propulsion plant in order to
minimise the adverse effects ion the ship of SH SH /
wind and waves. (performance) The decrease where ρ is the mass density of the fluid, n is the
in speed, as compared with that in smooth wa- rate of propeller rotation, and D is the propeller
ter, caused mainly by reducing the setting of the diameter.
main propulsion plant in order to minimise the
adverse effects on the ship of wind and waves. Spindle torque index, hydrodynamic
(propulsion, propulsor) () [-]
Speed, true water (performance) The hydrodynamic spindle torque, QSH, ex-
The speed of a ship relative to the surrounding pressed in coefficient form:
water.
SH / A 0.7 /4
Spindle axis (propulsion, propulsor)
The axis about which a controllable-pitch pro- where ρ is the density of the fluid, VA is the
peller blade is rotated to achieve a change in speed of advance, n is the rate of propeller rota-
pitch. tion, and D is the diameter. This form of the
spindle torque coefficient is useful when pre-
Spindle torque (propulsion, propulsor) (QS) senting propeller spindle torque characteristics
[ML2T-2] over a range of advance coefficient extending
The torque acting about the spindle axis of a from zero (VA = 0) to infinity (n = 0). Usually
controllable-pitch propeller blade resulting presented as a function of
from the hydrodynamic and centrifugal forces tan A/ 0.7
exerted on the blade. This torque is positive if
tends to rotate the blade toward a higher posi- Spoiler (manoeuvring)
tive pitch. Any device ancillary to a hydrofoil or control
surface or stabiliser to disturb the flow, in order
Spindle torque, hydrodynamic (propulsion, to diminish the lift.
propulsor) (QSH) [ML2T-2]
The torque acting about the spindle axis of a Spongy surface appearance (cavitation)
controllable-pitch propeller blade resulting Description of a surface badly damaged by
from the hydrodynamic forces exerted on the cavitation in which erosion has taken place to a
blade. This torque is positive if it tends to rotate considerable depth and has the appearance of a
the blade toward a higher positive pitch. sponge. This description is particularly charac-
teristic of brittle materials and other materials
Spindle torque coefficient, centrifugal (pro- after long exposure.
pulsion, propulsor) (KSC) [-]
The centrifugal spindle torque, QSC, expressed Spot cavitation (cavitation)
in coefficient form: A general term for narrow quasi-steady cavities
attached to a surface.
SC SC / P
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Spray strip (ship geometry) Note: The term directional stability is also
A relatively narrow strip, of small cross- commonly used to describe the more general
section, attached to the hull of a ship for the case of straight-line stability (which see).
purpose of controlling or diverting spray.
Stability, dynamic (manoeuvring)
Spread (ship geometry) (-) [L] A body is said to be dynamically stable on a
The transverse horizontal distance between the straight course or on a turn constant curvature
centreplanes or the other designed plane or line if, when slightly disturbed from a steady mo-
of the two hulls of a catamaran or other multi- tion, it resume that same motion, but not neces-
hulled craft. sarily along its original path, without any cor-
rective control being applied. See Figure 7-9.
Springing (seakeeping)
The continuous ship-hull vibration induced by
Figure 7-9: Illustration of stability items.
the non-impulsive hydrodynamic forces acting
on the ship hull. In particular, the vibratory re-
sponse of the ship hull girder to short waves
with frequencies of encounter close to the lower
structural modes of vibration of the ship. See
also: Whipping.
Stabiliser (seakeeping)
Equipment to reduce the rolling (or pitching)
motions of a ship.
Stability (general),
The property, quality, or characteristic of a
body, which cause it, when its equilibrium is
disturbed, to develop forces or moments acting
to restore its original condition.
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tion. The body tends to align itself with the di- Steady state (general),
rection of flow after being disturbed. This applies to a condition may be static, but is
Note: In some quarters, as in wind tunnel estab- generally dynamic, in which there is no change
lishments, this is also known as “static stabil- with time. A ship moving in a straight line at
ity”. uniform speed and a ship in a steady turn at uni-
form speed both represent steady state condi-
Stacking line (propulsion, propulsor) tions.
Synonymous with generator line. Also used to
denote the blade reference line. Steady zone (cavitation)
In the sequence of cavitation erosion, the final
Standard deviation (seakeeping) zone of the curve of weight loss versus time, in
The square root of the average of the squares of which the rate of weight loss is nearly constant.
the deviations from the mean value; the square (Also called steady-state zone).
root of the variance.
Steepness ratio, wave (seakeeping)
Static thrust coefficient (propulsion, See: Wave steepness ratio.
propulsor)
See: Thrust coefficient, static Stem (ship geometry)
The extreme forward end of a ship from the
Static (general), keel line to the top of the hull. Different names
As an adjective, pertains to bodies or system at are given to various types and shapes and pro-
rest or forces in equilibrium; in this respect it is file, such as:
the opposite of dynamic (which see) Clipper, in which the stem profile forms a
concave curve which projects forward above
Station (ship geometry) the designed waterline, which a relatively
An imaginary transverse plane, passing through large overhang. (See Figure 2-17 a))
a ship, perpendicular to the baseline, to define Icebreaker, in which the stem profile below
the shape and the position of the various parts. the designed waterline slops angle of much
Generally the length between perpendiculars is less than 45° which the baseplane. (See
divided by intermediate stations into 10 or 20 Figure 2-17 b))
equal intervals. Specifically: Raked, a straight profile inclined forward.
Maximum area station, the station at which (See Figure 2-17 c)).
the transverse section has the maximum Ram, in which the underwater stem profile
area; extends beyond the forward perpendicu-
Midstation, the station at midlength. lar.(See Figure 2-17 d), Figure 2-17 e) and
also Bulb)
Steady quasi-steady cavities (cavitation) Vertical (plumb), a straight profile coincid-
Cavitating flow may be composed of individual ing with, or almost coinciding with, the for-
transient cavities or of large cavities attached to ward perpendicular. (See Figure 2-17 f))
the body on which cavitation has been induced
(particularly if the detachment point is sharply
defined, as for hydrofoil with sharp leading Figure 2-17: Types of stem profile
edge). The envelope of the bubbles in the for-
mer case and the cavities in the latter case are
quasi-steady in the sense that envelope or cav-
ity surface is stationary on a temporal average.
a) Clipper
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d) Ram bow
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Stream-line (hydrodynamics)
A line in a fluid such that its tangent at any
point is parallel to the instantaneous velocity of
the fluid at that point.
c) Transom
Stream nuclei (cavitation)
Undissolved gas nuclei existing in a stabilised
condition (either on dust particles or otherwise)
Stern, contra type (ship geometry) which are convected by the stream into regions
A curved non symmetrical form of stern, or of low pressure where they form cavitation
skeg ending just a head of a screw propeller, sources.
designed to impart a rotation to the propeller
inflow against the direction of rotation of a pro- Strut or shaft bracket (ship geometry) (See
peller. Figure 2-20)
A bracket supporting the outboard end of a pro-
Sternpost (ship geometry) peller shaft in twin or multiple–screw vessels
A strong, rigid member forming the after end of having propeller shaft fitted off the centreplane.
the structure of some ships, and supporting the This is sometimes referred to as an “A” bracket.
rudder. It usually consists of a barrel fitted with a bear-
ing for the shaft, connected to the shell by one
or two streamlined arms (Strut arms)
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Strut–arm angle (ship geometry) (See Figure Suction side (propulsion, propulsor)
2-20) The low pressure side of a propeller blade.
The angle between the axis of any strut arm and Synonymous with the back of the propeller
the baseplane of a ship when projected on to a blade. Analogous to the upper surface of a
transverse plane. wing.
Supercavitation (cavitation)
Term sometimes used as synonymous with Su-
percavitating flow (which see).
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Surface, wetted (ship geometry) (S) [L2] ii.Froude’s wetted surface coefficient (SC) [-]
The surface area of the underwater body of a
ship. This generally includes the area of the ap- C / ⁄
pendages which give an appreciable contribu-
tion to the frictional drag, such as bilge keel, Surging (seakeeping)
propeller bossing, and rudder. It is usually ex- The longitudinal oscillatory motion of a speci-
pressed in non dimensional form viz: fied point in a ship, usually the centre of gravity
i.Wetted surface coefficient (CS) [-] (or origin of body axes).
S /√
Swaying (manoeuvring, seakeeping)
where: S = wetted surface area, L = ship
The transverse oscillatory motion of a specified
length, and ∇ = volume of displacement or point in the ship, usually the centre of gravity.
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T
Thrust breakdown (propulsion, propulsor)
Tab (manoeuvring) The phenomenon of loss of thrust due to exces-
A small auxiliary foil, movable or fixed, at- sive cavitation on a subcavitating type propel-
tached to a control surface such as a rudder or ler. The torque absorbed by the propeller is af-
diving plane, generally at its after edge, to re- fected similarly and is called torque breakdown.
duce the control force or moment by applying Both the thrust and torque coefficient may in-
local differential pressure to the main control crease slightly above noncavitating values near
surface. the initial inception of cavitation. In general,
the changes in thrust and torque are such that
Tangential induced velocity (propulsion, pro- propeller efficiency is reduced.
pulsor)
See: Induced velocity, tangential. Thrust coefficient (propulsion, propulsor) (KT)
[-]
Taylor’s advance coefficient (propulsion, The thrust, T, produced by propeller expressed
propulsor) in coefficient form:
See: Advance coefficient, Taylor’s
/
Taylor’s power coefficient (propulsion, pro- where ρ is the mass density of the fluid, n is the
pulsor) (BU, BP) rate of propeller rotation, and D is the propeller
See: Power coefficient, Taylor’s. diameter.
Thickness, maximum (propulsion, propulsor) Thrust coefficient, static (propulsion, propul-
(t) [L] sor) () [-]
The maximum thickness of a propeller blade A figure of merit for comparing the relative
section, generally measured to the chord line. performance of propulsion devices at zero
speed given by the equation:
Thickness ratio (propulsion, propulsor) (δ) [-]
The ratio of the maximum thickness, t, of a foil
section to the chord length, c, of that section. /2 2
Thoma number (cavitation) (Th)[-] The ideal upper limit for unducted screw pro-
The ratio of the difference between total head pellers is 1.0, while for ducted propellers the
and the vapour pressure (upstream of the impel- upper limit depends upon the area ratio of the
ler of rotating machinery) to the total head pro- downstream diffuser. When the area ratio is
duced or absorbed by the machine. unity, i.e. no diffusion or contraction, the limit
is 21/3 = 1.26; ρ is the fluid density, D propeller
Thrust (propulsion, propulsor) (T) [MLT-2] diameter, PD delivered power; KT and KQ are
The force developed by a screw propeller in the the thrust and torque coefficients respectively
direction of the shaft. (which see).
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where ρ is the density of fluid, VA is the speed Toe angle of an offset rudder (manoeuvring)
of advance, n is the rate of rotation and D is the See: Angle, toe, of an offset rudder.
propeller diameter. This form of the thrust coef-
ficient is useful when presenting propeller Torque (propulsion, propulsor) (Q) [ML2T-2]
thrust characteristics over a range of advance The torque delivered to the propeller aft of all
coefficients from zero (VA = 0) to infinity (n = bearings.
0). Usually presented as a function of
Torque breakdown (propulsion, propulsor)
tan A/ 0.7 See: Thrust breakdown.
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U
Unsteady or transient (general), Unsteady cavities (cavitation)
These apply to a condition which is invariably Attached cavities which alternately grow (re-
dynamic, in which the motion of body or the sembling steady cavities at any instant) – ex-
flow of a liquid changes with time, with refer- tending downstream from the point of attach-
ence to an assumed set of axes. ment and collapse (i.e. sudden reduction in
length), presumably by cyclic filling by the re-
entrant flow and subsequent re-evaporation.
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V
Vapour cavitation number (cavitation) to a ventilated flow which derives a continuous
See: Cavitation number, vapour. flow of gas by means of the pressure created by
the flow itself, as from the free surface in the
Vapour pressure (general), case of a surface piercing, ventilated strut.
The pressure of vapour in equilibrium with its Forced ventilation is applied to a ventilated
liquid state. It is also called the saturated va- flow in which the permanent gas is continu-
pour pressure or vapour tension, which for a ously supplied into the cavity by auxiliary
given substance depends only upon the tem- means such as a pump.
perature.
Ventilation inception (cavitation)
Vaporous cavitation (cavitation) Ventilation inception is defined as the condition
A nucleus (which see) that grows explosively at which air (or permanent gas) is drawn into
(after reaching critical size) contains mostly va- the low-pressure region in a non-cavitating
pour phase, the diffusion time being too short flow, from an external source, as at the free sur-
for any significant increase in gas volume. This face of a liquid.
process, which depends upon evaporation of the
liquid into the growing bubble, is a true cavita- Ventilation index (cavitation)
tion and is called vaporous cavitation, For such The ratio of the volumetric air feed rate to the
cavitation to occur, pressure below vapour product of free stream velocity and an area pro-
pressure are required. portional to the cavity cross sectional dimen-
sion or to some typical body dimension.
Variable pitch (propulsion, propulsor)
See: Pitch, variable. Ventilated propeller (propulsion, propulsor)
See: Propeller Types.
Velocity, induced (propulsion, propulsor)
See: Induced velocity (axial, tangential, and Vertical-axis propeller (propulsion, propul-
radial). sor)
Synonymous with cycloidal propeller. See:
Velocity potential (hydrodynamics) Propeller Types.
See Potential function.
Virtual mass (seakeeping)
Ventilated flow (cavitation) The combined effect of the mass of he ship and
A ventilated flow is one in which a “cavity” is added mass corresponding to the hydrodynamic
formed entirely with air (or other permanent forces in phase with and proportional to the ac-
gas). celeration. (See also: Added mass.)
Ventilation (cavitation)
Process by which a ventilated flow is formed
and maintained. Natural ventilation is applied
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W
Wake (performance)
The wake is a term used to describe the motion
imparted to the water by the passage of the Wake fraction, thrust (performance) (wT) [-]
ship’s hull. It is considered to be positive if its A propeller will develop the same thrust T at
direction is the same as that of the ship. the same revolutions per unit time, n, when
working behind a hull advancing at speed V and
Wake fraction (performance) (w, wF) [-] in open water at a speed of advance VA.
The difference between the ship speed V and The thrust wake fraction will then be
the speed of advance VA is called the wake V - VA
speed (V - V A ). Froude expressed the wake wT =
V
speed at the position of the propeller as a frac-
tion of the speed of advance, calling this ratio This depends on identity of thrust.
the wake fraction wF, such that
Wake, frictional (performance)
V - VA V The component of the wake which results from
wF = and V A =
VA 1 + wF the frictional action of the water when moving
along the solid surface of a body or ship.
Taylor expressed the wake speed at the position
of the propeller as a fraction of the ship speed, Wake, potential (performance)
such that The component of the wake due to the potential
flow around a body or ship, with velocity and
V - VA pressure relationship in accordance with Ber-
w= and V A = V (1 - w ).
V noulli’s Theorem.
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Water, standard salt (performance) Length (LW, λ) [L] The horizontal distance
Water having 3.5 per cent salinity and a tem- between adjacent wave crests in the direc-
perature of 15°C (59°F) with: tion of advance.
density ρ = 1,02587 Kg/m3 (1.9905 lb s2/ft4) Length, apparent ( L WV ) [L] - The horizon-
Kinematic viscosity ν = 1.18831*10-6 m2/s. tal distance between adjacent wave crests of
(1.27908*10-5ft2/s)* an irregular sea in the direction of advance.
Number (κ) [L-1]
Wave (hydrodynamics, seakeeping)
A disturbance of the surface of a fluid that usu- 2 2
or
ally progresses across the surface as the result W
of circular or other local motions of the fluid Period (TW) [T] - The time between the pas-
components. A standing wave is special case of sage of two successive wave crests passed a
a wave that does not advance. fixed point.
Amplitude (ζA) [L] - The radius of orbital Period, apparent (TWV) [T] - The time
motion of a surface wave particle, equal to elapsing between the occurrence of two suc-
one half of the wave height . cessive crests of an irregular sea, or between
Components - The infinity of infinitesimal two successive upward crossing of zero in a
waves of different frequencies and directions record, estimated by visual observation.
which are found by spectral analysis to com- Profile - The elevation of the surface parti-
pose an irregular sea, or the large of finite cles of a wave plotted as a function of space
wave used to approximate such an irregular in a fixed time.
sea. Slope of surface - The surface slope of a
Direction, angle of (μ) [-] - The angle be- wave profile perpendicular to the crest in
tween the direction of a component wave space co-ordinate. Maximum wave slope of
and the x0 axis. a regular harmonic or trochoidal wave is π/2
Encounter, angle of (μ) [-] - The angle be- x steepness ratio.
tween the longitudinal axis of the ship and Speed celerity (cW) [LT-1] - The phase ve-
the direction of the wave encounter. locity of a surface gravity wave in deep wa-
Encounter, period (TE) [T] - The time ter.
tween successive crests of a train of waves
passing a fixed point in a ship, at a fixed W
W
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Wave encounter period (seakeeping) (TE) [T] Wind, angle true (performance) (βTW) [-]
The time between successive crests of a train of The direction of the wind , if any, with respect
waves passing a fixed point in a ship, at a fixed to a ship’s heading.
angle of encounter μ; the reciprocal of the fre-
quency of encounter fE (which see). Wind direction (performance) (θW) [-]
The direction of any natural or atmospheric
Wavy surface (performance) wind blowing over the ground or over the sur-
See: Surface, wavy. face of the sea, measured from the true North.
Wind, angle apparent (performance) (βAW) [-] Windward side (ship geometry)
The direction of the relative wind with respect The side of a ship on which the wind blows. It
to a ship’s heading. The resultant direction of is the opposite to the leeward side.
the wind induced by the ship’s motion and the
true wind, if any.
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Y
Yaw, angle (χ) [-] (performance, manoeuvring,
seakeeping) The angle, measured about the ver- Yawing (manoeuvring, seakeeping)
tical body axis, between the instantaneous posi- The angular component of the oscillatory mo-
tion of the longitudinal centreplane of a ship tion of a hull about a vertical axis.
when yawing (which see) and its mean heading.
(Positive bow to starboard).
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Z
Zig Zag Manoeuvre, Zigzagging (manoeu- Figure 7-10: Zigzagging
vring) A ship manoeuvre in which the course of
a ship is deliberately changed at frequent inter-
vals, as a deceptive or evasive manoeuvre, or as
a trial manoeuvre, in accordance with a prede-
termined or specified plan, while the average
course made good remains approximately the
same as if the ship were not zigzagging. Stan-
dard manoeuvre for IMO manoeuvrability crite-
ria. See Figure 7-10.