Fluid Flow & Aerodynamics
why things fly, and why the usual explanation is wrong
Series

Froude — the series

6 essays on one idea, from the one that introduces it to the one that assumes the rest.
  1. The Kelvin wake, and the angle it comes out at. The wake behind something moving over deep water. Each curve joins everything radiated at one moment, wherever it has since travelled to. All of it stays inside a wedge whose half-angle is the inverse sine of one third, about nineteen and a half degrees, and that number does not depend on the speed, on gravity, or on the size of the vessel.

    The angle that does not care

    Every ship on deep water leaves a wake inside a wedge of the same angle. Not roughly the same — the same, for a rowing boat and a supertanker, at any speed either of them can manage, on any planet with any gravity.

    part 1 · regimes
  2. The one number that really is one. Three quantities against the Froude number. The upper line is the speed of a surface wave travelling downstream and the lower one the speed of the same wave travelling upstream, both in units of the wave speed itself; the second changes sign at Fr = 1 and not near it. That sign change is not a comparison of two term sizes going through unity — it is the moment a signal stops being able to reach upstream at all, so the equations change from elliptic to hyperbolic and the flow stops knowing what is ahead of it. The specific energy, drawn beneath, has its minimum at the same place, and for the same reason.

    The number that really is one

    Almost every threshold in this subject sits somewhere other than where its dimensionless group is one. The Froude number does not. At Fr = 1 a disturbance stops being able to travel upstream, the specific energy is least and the equations change type — three statements, one number, and no tolerance anywhere in it.

    part 2 · regimes
  3. Hull speed is not the hump. The wave-resistance coefficient of the Wigley hull, R/(½ρU²S) in thousandths, against the Froude number U/√(gL), from Michell's thin-ship integral. The curve rises through a series of humps and hollows and peaks at Fr = 0.499. The hull-speed rule's Froude number, 1/√(2π) = 0.399, where the transverse wave is as long as the hull, is neither: it lies on the steep climb between the last hollow, at 0.346, and the main hump.

    Hull speed is not the hump

    The hull-speed rule says a displacement vessel meets a wall where its wave is as long as its hull, at a Froude number of 0.4. Michell's thin-ship integral, computed for a standard hull, puts that speed on the steep climb between the last hollow and the main hump, and the hump itself at 0.5. Past the hump the wave resistance grows more slowly than the speed. The hollows sit where the hull's own transverse wave switches off, and a bulb that cancels at one speed multiplies the resistance at another.

    part 3 · regimes
  4. The integral's hull is fine-ended slow and full-ended fast. The waterline half-breadth, bow to the right, of the hull of least wave resistance with the Wigley hull's length, draught, depth profile and displacement, designed for Froude numbers of 0.25, 0.30, 0.40 and 0.50, beside the Wigley hull's parabola. At low speed the optimum pulls volume into its middle and leaves long, fine ends; at high speed it pushes volume out towards the ends. Every one is symmetric fore and aft.

    The hull Michell's integral prefers

    Michell's integral gives a thin ship's wave resistance as a quadratic in the hull's offsets, so the hull of least resistance at a given speed and displacement is a quadratic minimisation. Allowed only to reshape its waterline, the integral rediscovers the naval architect's oldest rule: fine ends for a slow ship, full ends for a fast one. Allowed to reshape its depth too, it drains the waterline and piles volume at the keel until the hull is not a ship. And it cannot grow a bulb at the bow, because it cannot tell the bow from the stern.

    part 4 · regimes
  5. With a wake, the bulb belongs at the bow. The Wigley hull's wave resistance with a spherical bulb, as a fraction of the bare hull's, against Froude number, with a wake fraction of 0.25: the bulb just ahead of the bow, and the same bulb just behind the stern. Without a wake the two curves are one. With it they separate: the stern's waves are made by slowed water and are weaker, so the bulb's cancelling wave has less to cancel there, and at the design speed of 0.30 the bow bulb leaves 0.443 of the bare resistance and the stern bulb 0.624.

    The stern's wake puts the bulb at the bow

    Michell's thin-ship integral cannot tell a ship's bow from its stern: reverse any hull and its wave resistance is unchanged, so the least-resistance hull is symmetric and a bulb is worth as much at the stern as at the bow. Real ships are fuller aft and put their bulbs forward. Let the stern's waves be made by water the hull's own boundary layer has slowed, and both follow: the optimum hull leans aft, and a bulb at the bow cuts the waves by far more than the same bulb at the stern.

    part 5 · regimes
  6. A wake held at the stern moves the volume aft a third as far. The least-resistance hull's centre of volume, in per cent of the half-length from midships, negative aft, against the design Froude number, holding the Wigley hull's length, draught, depth profile and displacement. With the linear wake it sits 2.8 per cent aft at Fr 0.30; with the shaped wake of the same propeller-disc fraction, 0.86 if uniform in depth, 1.5 if deepest at the waterline, and 0.11 if deepest at the keel, where the sources make the fewest waves.

    A wake held at the stern keeps the bulb and loses the lean

    A wake that slows the water steadily from bow to stern makes Michell's least-resistance hull fuller aft and puts its bulb at the bow. A real ship's wake is nearly nothing along most of the hull and strong only in its last few metres, deepest at the keel. Held there, with the same wake at the propeller, it moves the hull's volume aft by a twentieth to a half as much, and it keeps a third to two-thirds of the bulb's preference for the bow. The lean was a property of the water along the run, and the bulb a property of the water at the stern.

    part 6 · regimes

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