338 



HYDRODYNAMICS IN SHIP DESIGN 



Sec. 59.9 



du Navire" [1894, Vol. IV, p. 201], from which the 

 following is translated. The comments in paren- 

 theses are those of the present author: 



"379. Principal Examples of Turbine-Propulsors of the 

 First Kind. 



"As examples of the application to (ship) propulsion 

 of the turbine-propulsors of the first kind (in which the 

 water passes through the turbine radially), we will give 

 them in chronological order: 



"The Enterprise, built in 1853 by John Ruthven; this 

 vessel was not successful and was (later) converted into 

 a sailing ship 



"The Albert, built the same year by Seydell at Stettin, 

 ran successfully on the Oder for ten years 



"The Seraing II, built about 1860 by Cookerill, at the 

 same time as the identical ship Seraing I, fitted with 

 articulated (feathering?) paddlewheels 



"The Jackdraw, on which, in 1863, the British Admiralty 

 attempted, but without success, an application of hy- 

 draulic propulsion 



"The Nautilus, constructed in 1863 for the British 

 Admiralty, which on trials on the Thames achieved a 

 speed of 10 kt 



"The English armed gunboat Watenvitch, built in the 

 same year, successfully underwent comparative trials with 

 the Viper, of the same type, fitted with twin screws 



"The Rival, built in 1870 by the German Navy, proved 

 a failure, due partly to an excess of draft over the predicted 

 draft 



"A torpedo boat with hydraulic propulsion, built in 

 1878 by the Swedish Government, to be tested compara- 

 tively with a ship of the same type fitted with two screws 

 "A torpedoboat of the second class, built by Thorny- 

 croft and Company in 1882, for the British Admiralty, and 

 which was run through comparative trials with a similar 

 ship having a single screw propeller 



"Finally, a rescue or lifeboat recently (1894?) con- 

 structed by R. and H. Green of Blackwall (England), 

 for the National Lifeboat Institution. It was fitted, by 

 Thornycroft and Company, with an internal hydraulic 

 propulsor, intended to prevent damage from shocks, 

 beaching, or running foul of another ship." 



A table on page 203 of this reference gives 20 items of 

 technical data for the: 



(a) Waterwitch 



(b) Viper 



(c) Two Swedish torpedoboats with hydraulic propul- 

 sion and with screw propellers 



(d) Two Thornj'oroft torpedoboats, with hydraulic 

 propulsion and with screw propellers. 



A discussion by Pollard and Dudebout of the screw- 

 turbine is to be found on pages 206-210 of the reference 

 cited earher in this section. 



One of the few modern references describes a 

 new ferryboat with so-called hydraulic-reaction 

 propulsion, built by the Etablissements Billiez 

 [Nav. Ports Chant., Jul 1952, Vol. 3, p. 418 (in 

 French)]. One pump on each side of the vessel 

 takes in water through a converging conduit and 

 discharges it through a valve which directs the 



flow either astern or ahead. The jets issuing from 

 the vessel may be deflected so that they act as 

 rudders. One jet may be reversed so that the boat 

 turns on its axis; when both are reversed the 

 stopping action is very powerful. 



59.9 Performance Data on Controllable and 

 Reversible Propellers. Open-water test data and 

 performance characteristics of controllable and 

 reversible propellers, defined and described in 

 Sec. 32.19 of Volume I, are found only rarely 

 in the technical literature. L. A. Rupp gives open- 

 water characteristic curves derived from tests of 

 a model representing the controllable propeller 

 installed and tested on the U. S. Navy tug 

 YTB 502 [SNAME, 1948, pp. 278-279]. The 

 graphs in Fig. 6 on page 279 of this reference 

 embody characteristics for five different pitch 

 settings of this propeller. The propeller itself, 

 shown in Fig. 4 on page 277 of the reference, has 

 the following features: 



Number of blades, 4 



Diameter, 9.50 ft 



Pitch at Q.IR, helix angle 20 deg, ahead position, 



7.60 ft 

 Developed-area ratio. Ad/ An , 0.502 

 Mean-width ratio, 0.268 

 Blade- thickness fraction, variable. 



More extensive open-water data are given by 

 W. B. Morgan in reporting the tests of a series of 

 controllable propellers with 2, 3, 4, 5, and 6 

 blades [TMB Rep. 932, Nov 1954]. In this case 

 three different hubs were used, to which the proper 

 number of blades were clamped. The report 

 includes a model propeller drawing, with five 

 sets of characteristic curves for normal ahead 

 operation. Morgan publishes, as Fig. 7 of his 

 report, the open-water characteristic curves of 

 the 4-bladed controllable propeller, TMB model 

 3227, when run in the astern direction, xjalled 

 "back driving." 



L. C. Burrill discusses the "Latest Develop- 

 ments in Reversible Propellers" [IME and IN A 

 joint mtg., 1949, pp. J3-J32] as applying to three 

 types developed in Europe but unfortunately he 

 includes no open-water test data for models or 

 full-scale pi'ototypes of any of these propellers. 



More recently, J. A. van Aken and K. Tasseron 

 have published a paper entitled "Comparison 

 Between the Open-Water Efficiency and Thrust 

 of the Lips-Schelde Controllable-Pitch Propeller 

 and those of Troost-Series Propellers" [Int. 

 Shipbldg. Prog., 1955, Vol. 2, No. 5, pp. 30-40]. 



