Vol.86, 1978,pp.

197-217
Transactions,

,.flffi

i h'

" r

Design
of BulbousBows
jt

AlfredM. Kracht,lVisitor
Thoreis no doubllhat bulbousbows improvemostot the propertiesof ships,but the corroctdsign
and powerpredictionfor shipswith bulbousboer's
are still ditficultdue to th lack of ddsigndata. In
the paper,a quantitativedesignmethodis presentedtogethorwith the necessarydataprovidingrelationshipsbetweenprlormanceand main parametersol ships and bulbs. Th daia, in th torm ol
designciErts,ate derivedlrom a siatisticalanalysisof routinetest resultsol the Hamburgandthe
Berlin ModelBasins,HSVA and VWS. respectively,supplementedby resultsot additionalteststo
till the
Tr:9
account: block coetficient, lenglh/bearn
!lu!l Ogta_qeFj:jlre_lak_en_-into
-caes.
ratio, while six brllb quantitiesare selecledandrgdlcsd lo bulb pararneters:ratio, am bamldrafl-q1!
6f whtcii-lhCv6lume. the seclion area at
me
into a
residuafp-5fr.-El6'epending
on bulbparametersandFroudenumberlor each block coefficientof the
main hul:,six graphsol restdualpower reductionhavebeen prepared. Becauseof the widerange
of block coelficients,there are so rnanydesi-on
chartsthat only one exampleis presentedherein.

I n tro d u c ti o n
yrans
Ne.lnly 90
aco, R. E. FroudeIi !: interprctedtlre
lowerresistance
of a torpecioboat,aiter fitting of e torped<-r
tube,
asthewavereductionefiectof the thickenincof tlre bow due
totlretorpedotube. D. \1:.Taylor *.:rsthe f irsl t^ho recognizxi
thebulbousbow asan elementarycieviceto reducethe *avemaking
resistance.in l90i he fitted the battleship
Delaware
witha bulbousbow to increesethe soeedat clnstantoower. In
spiteof greatactivitiesin tneexpeiimentalf ield to Lxploreits
potential,
T0 yearshad to passbeforethe bulb finally asserted
itJelfasan elementaryd,evicein practical shipbuilding. A
suitably
ratedand shapecbulbaffectsnearivall of the prop
ertiesof a ship. Bpe.ciallv lor fastshipe,the useof a bulb allo'vs
a departure
from hithertoacceptedciesignprinciplesfor the
&nefitof a betterunder*,aterform. The hieherbuilciinecc$ts
aretheonly disadvantage
The protrudine bulb form affects hvdrodvnamicallva
#:"....,

|<..-....:--

va.nauon
oI Ine veloctt\,ltelc ln tne vrclnlty ot tne Dow, tnat ls,
ln tneJeglonor lne nsllg snrpylr$r_ l'ntni]nly tne Dulb at-!..

by a reductionof wave resistance.By smoothingthe flow

aroundthe forebody,thereis gooclreasonto believethat the
bulbten&to reducethe vlscous
resistance
too. Thereiore,the
bneficialactionof a protrudingbuib depends
on thesize,the
posiiion,
and the form of thebulb body. SeeFig. l.
Thelinearizedtheoryof waveresistance
hasprovidedthe
maincontributionto tlrc understarrdirrr
of llrc bulb uctiorr
(Wigley
[S],Weinb]uurl{ l, Inui15.6 j). liut it isof rrogreatuse
for *re projtrt engineer. ln theprelierhary stageof his prolect,
heneeds
fundamentalinforrcationon which to beseconcrete
decisionsLater, in the realzationstage,the quantitativeas
wellu qualitativeguidelinesare img:rtunt, becausethe hydrdynamicphenomenaale notdescribableby few geometric
fororparametenalone. For thisreasor\in thispaper,the mode

Flg.1 Bowwavepatternof a modlwltlrour

(uppor
picture)
andwlth
bulbousbow (lowerpicture)(Ce = 0.6. Fy = 0.29, As7lAMs=
0.074)

on
of actionof a bulb and the influenceof bulb parameters
resistanceor power reduction,respectively,
are describedin
a qualitative manner;guidelinesfor bulb designare alsointroduced. The designchartspresentedhereare the resultof
t vUt S"tlinModelB:rsin,
Berlin,Cermany.
researchproject,that is, of an analysisof routine test results,
a
! Nurnbers
at end-o[paper.
in brackets
designale
References
Presented
at the Anrruallrteeting,
New YorL,N. lY.,Novenrber of the Hamburg and the Berlin N{odelBasinssupplementedby
l6-18,1978,
i!'l^RINE resultsof additional teststo fill the gap. The charts are new
of THeSocrEryoF NAv^LAncrrtrccr$
^ND
and thereforestill in needof improvementand completion
EHcrxgens
147

A - T y pe

b , O-T y p e
Flg.2 Bulbtypes

B ulb fo rms a n d p a ra m c te rs
For an adequatepresentation
of the hydrodynamicproperties of bulbs,it is necessarv
to svstematizethe different e.ristingbulb forms[7]by meansof geometricparcrneters.Obvior.rsiy
a i:iinitive descriptionof a bulb shapc,justasfor a ship
form, with a finite number of geometricp:rranreters,
is impossible. But a rough classificati<.rn
is possibleusingonly.few
parameters.
\\rith theshapeof the cros sectionAsy of tlrebulbousbow
at the for*ard perrxnciicular(FP) as tlie nraincriterion,one
can dif f er ent iet tei rre em a i nb u l bty p e s(F i g .2 ) i 8 i :
(c) A-Tvpe: Fig 2(o) showstlredroJ>shaJxxJ
se,ctiona!
areu
- thedelti-tvpe
A67 of.
with thecenterof areain thelower-half
part. This shaceinciicates
a concentration
of the bulb volunte
near the base. i'ire Taylor bulb rrrd tlrc perr-sha1*dbulbs
belongto thisrype.
(b) GT1 pe: This type (Fig.2b),witlr an or.ulsecriorral
area
.{51 and a cetter oi areain tirenriddle,hc.sa centralvolunle,.ric
concentiaticri.All tirecircular,elliptical,and ieru-shaped
bulb
as.+'ellastlrec1,ir:rdrical
bulbs&ilrrg to thistv1r.
(c). V-T. pe: 1'henabia-tr.pe
alsohasa c!rop-shaped
sectionalareaAs1 (Fig %), but itscenterof areaisiituatedil tlre
upper-halfpart, indicatirrga voiumeconcentraiion
nearthe

cs, cu,

A B L = *ca o f r a m [r o *.in lo n g itu d ilr a p

l la ne,m2
.{6; = crogs-sctionai
area at forward nrrrrrrdicular
( t' P,;,n ,:
.{.vs = micishipsrclion area, m2
B 2 = m a xim u m b r e r d th o l b u lb a r e a .{ s1 , m
8 v s = i:eam, miriship,m
cr, cs,t = block, nricishipsection,prisr:retic,and waterline
cocff icients,respctively
Ces = prisnratic c.oefficient, entrsnce
eF' ufi = frictional or residual resistarrce
coefficient, reso e ctive lv
Cnn = residual power dispiacernentcrreflicient
lCrcn = residual power reciuctronctrf iicierrt
C i l , t = lateral l$runlter
C A a r = cross-scctiunparametet
Cae = b r e a d tlrp r r a r n e te r
Ct,'r. = lcr r g tlrp Jn m e te r
C o " " = vo lu r r r ctr icr Hr Jn lctcr

free surface. Becauseof its favorableseakeepingproperties,

this type is the most common bulb.
\\tith respectto the lateralcontourof the bulbousbow,two
t1'picalclasses
are distinguishable:
(o) The stemoutlineremainsunchanged'as
with theTaylor
bulb. Thesebulbousbowsdo not havefavorablepropertiesand
areno longerbuilt today.
(b) The stemoutlineis changedby the protrudingbulbu
wiih all modern bulbousbows.
ln aciditionto theseclasificationcriteria,qr,antitativebulb
pa.rameters
are necessary
for delineationof the bulb form. The
authoris of the opinion that six parametersare suificientfor
all practicalpurposes.Figure 3 shou'sthe threelinear and thrcr
rronjircargeometricbulb quantitiesthatarereducedto thebulb
parameters,
that is,normalizedby the rnaindimensionsof tlre
siric.asdescribedin the following.
The threelinearbulb parameters
are
I. The breadthparameter,that is,the maximumbreadth
Bs of bulb areaAs7at the FP dividd by the beamBs5 of tire
sni p
C aa= B s/B us

1 The lengthparameter,that is,the protrudinglengthL26

norrnallzed
bv tlrelsp of the ship
Cua = L:pR/Lpp

C7s= Zsf Tpp

/al

'l'iievariutiorr
o[ tlrelineurbulb paranreters
glsible
is eas.ily
durirrgthc J:rojectphase. The breadtb86 Lsnot ne^cessarily
the
nirr.lnlurnbrcatltlro[ tlre bulb b<idyt]rat,for hydrulynantic
re3!)ns,can also be locatedbefore the FP. The depth pa-

= ef{ec'tivefrictional or effective residual oower.

respectively,PS
l P ; = residualpower rcduction faclor
i tp, 87.,R y = frictioml, totirl, or vircqrs resistarce,r6pc.ctiveiy,
kp
fty3, Ry,,3,Rs,p = viscou residual,wave-breaking,or wavemaking
resistance,respecrively,kp
P tr, P n

JAys, JRs,p = bulb effect on wave-breakingor wavemaking

resistance, respectively,Lp
A.Ry = rcondar;, bulb efiect, bulb effect on viscousre
sistance,kp
Ii s = V s X Lyy/u = Reynoldsnunrber
S , S a,r = ship surfaceor total bulb surfacr:,respectiveiy,
ml
draft at FP or midship, respcctively,m
shir; spccd, klots
total bulb volurrre.m3
Y Eror V r n = volurne of protrutiing bulb part, mc
v wL _ displircemcntvolume, rrr3
7a= height of the forcnrostbull-rpoint over buseline,

Trr, Tus =
vs=

IN

= F r o r r d er r u r n b e r
tie = to ta l h cig lr to f As7 , n r
L* Lpr = length of rntrancc, or betwecn prpcrrdiculars,

r e slxclive ly,m
,
Lra = p r o tr u d in gie n g tho f b u lb , m
Pp, P7 ,Pp = delivcral, frictional, or residuaiF)wer, rtspectively, Pli
1QR

(2)

3 Tlrt:deptlr[)urarn(:ter,
that is,theheiy,l*26of theforcnrosrlx-,intof tlre bulboverthe basedividedby tlredraft ?'p2
at ti rcFP

C'a = ticpth piimrnetcr

= ciianretcrof oroplier, or *,rrliciicld, rtspectively,
D' D*t'

F.' * V5lr,!TT]

( 1)

Designof BulbousBows

t,rD = thrust deduction or wsl(e fraction, rcpcctively

4D = propulsiveef Iicierrcy
viscosityof water, s/ml
deruity of wuter, Lps!/m{
accelerationdue to gravity, m/s2
o

odditive bulb ABr/AMs=0.05?

implicit butb
Flg.3 Linearandnonlinear
bulbquantities

ABT/&5=C.lOl

\^/oketroction w
r

rameteris a valuationfactor of the beachslopeof the bulb too

(thickline in Fig. 3).
The three nonliuearbulb parametersare
parameter,that is, the cross-sectional
l. The cross-section
areaAs7 of the bulbousbow at the FP divided by the midshipsectionareaAy5 of the ship
C,tsr = Aaz'/Aus

(1)

Flg. 4

!. The lateralparemeter,thatis,theareaof ram bow A31

in thelongitudinalplane normalizedby A,trs

C ts t= A a t/Au s

(5)

(6)

Thevolume V pn is the nominalbulbvolume. The totalor

:ifectivebulb volume V s,o,is thesumof V pn and the fairing
which resultsfrom thefairing of the bulb into the
"oiumeV r,
sbiphull.
Finally,a distinctionis possible
betweenan additiveandan
irnpiicitbulb. An additive bulb increasesthe displacement
voiumeV wr of tbeshipby the effectivebulb volume ! 6,oj.
Therctionai areacurveof the originalhull remainsunchanged.
Ontheotherhand,the effectivevolume Y arctof an implicit
cu.lbis part of the displacement
volurneY wt of the main huil
ihatis shiJtedirom unfavorableresionsand concentratedin
tirevicinityof the forwardperpendi-cular.By thisproces,the
sectional
areacurveof the original ship is changed.
I

c8

3. The volumetricparameter,that is,tlre volunreVpH of

theprotrudingpart o[ the bulb dividedby tlrevolunreof dispiacement
V wr of the ship
Cy e a = Yp a /Y w r

Io fl uenc e of a bulb o u r

?9*
s n rp

Intluonceof a bulbousbow on thrus!deductionand wak

traction(- - - - - with,-withoulbulb)

o n th e p ro p e rti e s of a

.N '.8T^A8
FN

Aus

A 0.57 0.3220.101
I 0.59 0.27r 0.085
rmod. C
moc.6\

-oox\---]---\'.r
-----f---.
moc.A
mod. B

moc.C

l Ji ti ve
Ibutb
ldiiive J
0i4

A"\..i
\--t>-_
l Ool
-r--

018

1.0

x =d/Dwokr
Flg. 5 lnfluenceof a bulbousbow on the radialdistributionof circumterencralaveragenominalaxial wake componont(- - - - - - - witr.
- withoutbulb)

Belorediscussinethe influenceof the bulbousbow on the

:irip'sresistance
an-drequired power,respectively,we should
qualitieswhich play than the u'akesoi the bulbles ones. The reasonfor this is the
nentionotherimportanthydro<iynamic
a rolein the decisionwhethera bulb shouldbe usedor not. The change of flow around forebdy and bilge, which is observable
cnange
of resistance
irrfluences
the tlrrustloadingo[ tlre pro- in tirenrodclccseup to the propellerdiskll2, l3J. Ilut in tire
pcllerand,consequently,
other propulsivecharacteristics
of the correlationof rntxleltestand full-rale results,
scaleeffecs play
rrrp;for example,the quasi-propulsive
tlrewukc, a very iurportantrolelI0l and it is not certairrif thisbulb effcct
cocfficierrt,
andthetluust deductiorrf ractiorrl9-l I I. Figure .{ slrowsthis is alsofourrdat theship.
indirectinfluenceof a bulbousbow on thrustdeductionand
Altlroughunf:rvorable
effeetsare posible,bulbousbowsin
wakefraction. Bothare increasedby an additiveaswell .rsby seneraldo notinfluencethecoursestabilitvor thenraneuver1 .t..
,
animplicit bulb, if the bulb ship lursa lowertotal resistance
than aDrllty I r{ l. No srgnlllcantcnangesol tne oversn@tangre or
tirebulblessform. But there is alsoa direct influenceof the @rioa'in
zigza! testscould beLtablished. The bulb"isan
bulbor.rs
bo1v.-on
the.frIk distribution in the propeller plane. ideal place for the arrangementof bow thrustersand acotrstic
In Fis. 5 the radial distributioruof axialwakCcomponentsof soundinggean
qualitiesof a ship are a specid problenLand
sbTos-=;ith
ind -without a bu Ib -are comriaiddl *i t hin-thl,-.
The seakeeping
propelierdilk area the axid wakes_of_all!il!:[tgr ftg!,ig[i*
he'" only brief}y.
a very broad{ield, which will be discussed
Designof BulbotrsBows

199

...
Rcsistance and bulb effect
The moit importanteffect of a bulbousbow is its influcncc
orr
componentsand consequently
on the different resistance
the required power. f,lthough the designchartsrepresr:rrtllrc
polr'erreductiondue to a bulb, for. a better understanding
tlre hydrulynanricplrerronrenon
shali be discuscdby rn.urn
of theinfluenceof thebulbon the resistance.For thispurg)sc,
the {ollowingsuMivisionof the total resistance
is used
R r= fl v

* R w r * R w s= R r * fi vn * R w r * fi w a

( i)

where
. fir' =
Rr =
Ry6 =
RtyF=
firya =
Flg. 6

Danping coefficient D' of paniallyirnrnersedbulbo{s rylirrjers

as functionol wavenurnber,( [18]

viscousresistance
frictiolral resistance
viscousresidualrr-'sistance
wavemakingresistance
wave-breakingresistance

The lattertwo components

are relatedto wavemakirrg.Their
corrtributions
to the totalresistanee
are very different for ships
with differerrtblockcoefficientsand speeds.Here, an explanetionis to be found for the fact that the resistance
reduction
Exceptfor the relativeforeshipmotiolragainsttheu'atersur- due to a bulll for [ull, skrrvshipscarrexct.edthe waveresistancc
part of the totalrcsis:
face,the bulbousbow hasrtounfavorablc
irrflucrrce
un eitlrer alorre,wlrichat F,y ( 0.2is a rregligible
tlre remainingmotionsor on themaximumbendingmoment tulrce.
tire frictioral
l'lre additionulbulbsurfuceaiwaysincreases
in the midshipsectiot)i15, l6l. ln spiteof tlrehigherrelutive
llp, which is the nrain part of the viscouscomponent
moiion of a bulb ship,the dangerof slamnringof a wel!-shaped resistance
buib is no higherthanwith tlrebulblcsshipii7]. ln ciet:iil,
tlre Rr,. I;p to rrow,it is rrotquite clearwhetherthe bulb uffects
rusitlrrul
rcsistarrce
lly6 due [o t]revtriatir.rn
of Ilrc
b u l b m it igat est hc pi tc h i n grn o i i o no f th e s h i p b y i r hi gl rer tlreviscous
damping, It shouldbe mentit-rneci
here that the damping velocityfield ln the nearbow rangelS5,261. lJutin the rearrherc,
coefficientof bulb cylirrdersin a trvedirncrsionuicasevarrislrts alvsisof testdatu bascdorr Froude'snrcthod,preserrted
for a certainwave nurnberll6i as shownin Fis.6. Sirrce tirisolxn poirrtis of no accourrt,
tltc irrfluelrccof tlre bulln,rrs
nonbulbouscylindersdo not shuwtlrisrluality,tlie d.rrnpirrg 'firercis rtod<,ubtcorrct:rrrirrg
rr:sistarrcc
Itg,p.. 'l'helincurizcdtlrcory
effect of a bulbousbow, for exarlple,of O-tvp, canranishfoi bou on tuavenrakirrq
h,rsrelrderedthc mostirnprcrtant
contribudefinite wavenumi:ers,and tlrebulbship moveslike a culbles o[ *'irveresistance
tion to the clarificrtionof this problem13,al. Accordingt<.r
one.
In regularwaves,model testsshowthat the criticalFroude this theory,the bulb probiemis a pure interferenceproblem
of the ship and the bulb. Depending
number F1, from which the bulb ship beginsto be superior of the free wavesystems
on phasedifferenceandamplitudes,
a totalmutualcancellation
with increasing
increases
ratic IiL lt5l. Asa functionof L/L
wave
of
both
interfering
mrv
systems
occur. The positionof
at constantFroudenurnber,the resistance
of a bulb snipinrjiffcrence,while its volunreis
crersesnrorerapiClythan thatof tlrebulb[:ssforrn. 'firercforc, tire bulb lrody causesthe phase
'l'Irewavercsistance
is evaluatedLry
mostof tlresnrtx-ltir-r*'ater
advant:igts
of bulbshirxvursir above rc!:rtrdto tire anrpliiudc.
n,ave
r-,ftlre free
patternsmeasuredin model experiarralvsis
abouttr/L = 0.9. ln irregular*,iues,ne,rrlyail bulbous
ships
havedisadvantages
aboveBeaufort8. Sincein theNorthAt- ments15,26-28,}.
The wave-breakingresistance
fls,6 dependsdirectly on the
Iantic the probabilityof the occurienceof r,r,indintensitvmore
than BeaufortI is only aboutI0 percent,and up to tr,L = 0.8 risingand developmentof f reeaswell aslocalwavesin the vithe bulirousshipis the bestshiol20i regardlessof seekeeping cinitv of foreirodyand is a questionof typical spray phenomaspects,the bulb designconseouentlymay be carriedout in enon. Understanciingof the breakingphenomerronof ship
*,avesis importantfor thebulb designfor full ships. Rs,sinvie*' of the smootlr-u,ater
performances
only.
cludcsall partsof the energylos by thebreakingof too.steep
In navigationin ice, the bulbousborvhasprovedto be ad- tro*' *,a,res.
The rnainpart of thisenergycan be detectedby
vantageous. Iis fornr enablesa tipping of ice floescorningfrom wake
measuremerrts
123,261. The localwavesystemcontribthe front in sucha way that theyglidealongthe hull of thefoutesthe main part to this resistance
eomponent. This wave
reshipwith theirwet-sidef rictioi coefficle"nt,
whichissmall. systerncorxistsmainly of the two backwuvesof bow and stern
Due to thiseffect,the speedlos of a ship with a bulbousborv wlriclr
are gelreratr:d
by deflectionof tlre rnomcnturn. 'l'lrc
is snrailerthan that of a bulblessorre.
rleflectionrate o[ the florv 15n j6rgreeof the steepness
of tlrcsc
If from the beginning a bulbousbow is included in the buckwaves,of whichonly the bow wuveis of a practicalirnshapingo{ the under.*'ater
huli form,thenfor fastshipsespe- portancein bulb design.
'l'hc wave-brcrkingresistancr:
cially it is possible
to leavetlre tr:rditiorrul
rec-onrurerrdatious
orr
canIx: dirrrirrislurlonly insrfar
the f ullnes of tlre forclxxly and tlreunuvoicliiblc
aluf t p<-rsitionas it is lxlsible to prcvcrrttlrc lrreakirrg
of lxrw wavt's. Acof the cerrterof buoyaucy. Without clisadvantages,
t!g.-b,.J" cortlirrgto tlre reasn of its creatiorr,this is rxrly lnssiblcby
bulb allowsa fuller for"ship form and thereforebeiter tiiilind
changingtlre deflectionof momenturnor the b<lwnear the
;tt qitI i -nroee{1. tlii ig-;; I mplicii-5ul6,
A-morelleriabl- velocit.vfield, respectively.In principlethis may be achievcrJ
aIt:[ndy is posiEle at constanttotal biock coefficientwith not onl,vby a bulbousbo*, but by suitablehydrofoilsru well
improve<ipropulsiveperformance. Without incrsaseof the [291. A theoreticaltreatn]entof the linearized1>roblt:ur
lras
greatcralrglc of :':;truucefor tlrc wutcrliruxcarr rcccntlYlrcgun[2b,301.
resistance,.a
be usedas comparedwith the acceptedpractice sofar 1221.
The effect of the bulb on the different resistancc
cwDorrcnls

200

Designof BulbousBows

:: .'-a. -,1 .

canbediscernedby taking the differenceso[ the corresponding

resistance
componentsof the ship without (inder o) and with
bulb(indexu.l):
'
A.R1= R7a - Rr. = ARv + ARwr * ARws

A.Rpp= Ilu,F, - RwF, = Rwr * Rwl

a&F
aRwF. aRwB

(8)

Conrquentlyit is possibleto define three different bulb effects.

In anycase,a positivebulb effect M mearua resistance
reductjon,
andvice versa. The two lattertermsin equation(8)
account
for the primary bulb effect,which for bulb designare
themostimportant. The differenceof the waveresistances
(9)

. --

aRun
7\..

.\'
i

Fi

\vrv

rN= u' 2s0

225
'( r

-'\J

ln

\< Y

x
\
lstheinterferenceeffect.which is tlrc sunrof llrr:irrlcrfcrcrrce
resistance
flwr and the waveresistauce
of the bulb lrcdy Ry1
e rperi ment
abne. Its contributionto the total bulb effect can be estimated
R*p. ARylg
by ananalysis
of the interferingfree wave patterns126i. Ac- u.t
cordingto Froude'slaw, it canbescaleddirectly to the full-scale
C LpR = x.0.013
ship. Only for slenderfastshipsdoesit give the main proporol interference
andprimarybulbetlecton the
tionto thetotal bulb effect,wherethe amountdependsessen- Fig.7 Dependence
of theoryandexperitiallyon the bulb volumeand the sign on the longitudinalpo- lngthparameterCg4= LpR/Lpp. Comparison
mentwithan elementary
shipol thelorm(2,4,6,0.72,1.0)
[31]
sitionof the bulb center.
Thedifferencebetweenthe wave-breakingresistances
l:

t-'l

( r0)

B..gruseof the doubtsconnectedwith the secondarybulb effect,

the followingconsideration
is con{inedto both partsof the
isthebreaking
effect,whichisthe main contributionto thc total prinraryeffect
only-to the interferenceand breakingefiects,
bulbeffectfor full, slowships. Its contributionis: the bigger rr.:srxictively.
Tlrc relatiorshipbetweerrtlre two arrd lhc
tlrcbulb,tlrebcltcr tlrcdeflcctiorro[ tlrt:flow ilr thc vicirritvol' rtragrritude
of tlreircontributionsto the totalbulb effectareno[
'l'his
tlrebow region.
rncansfor t]re bulb forrn an optiur:rl Ci:r'ussed
at this stuge.
distriLruted
bulb volurnein tlrelorrsitudinaldirectionto mirri.\ccordingto lirrearized
theory,the irrterfererrce
effectdemizegradients
of tlre hull surfacelnthe regionof risingb<.rrv pendson the volumetricparameter
Cv"o = V rn/ V s,1 in a
waves Usinggeosimrnodeltests,Taniguchiil2l and Babal93j
ouadraticmanner{321. Cyp6 isa measureof the amplitude
haveshownthat the wave-breakirrg
resistance,
and conse- oi thervavepattern.
Tlre brealiingeffectshowsa similardequentl)'
thebreakingeffect,is Froudenumberdependent.
pcndence.With increasingbulb volume,both effectsincrease
Thediiferencebctweenthe viscousresistance
parts
up to a maxirnum with a subsequent
decrease.The optimal
bulb vo]umescorresponding
=
to the maximum valuesof the
=
(Rro
JJly Ryo- Ry.,
(I l)
- Rr.) * (Rvn, - Rya,)
ciiierent bulb effectsdo not, in general,coincide. For the
isthesecondary
bulb effect,whichis of minor imprtance for inierference
effect,the optimalvolumecan be estimatedfor
thetotalbulbeffect. Due to the largersurfaceoi buibrhlpr. a givenshipbulb combinationb1,the wavecut method
[2e].
(l I) isalrvavsnegative ln u simiiarw'ay,the interference
tlB frictionalresistance
terrnof ecluati-on
effectdepen&on thebreadth
anddiminishes
the bulb action. For reasorrs
mentionedbefor., arc cross-sectlon
parameter.
thecontribution
of the differenceof viscousresidualresistance For a corutantbulb volumeand depth,the lengthparameter
isnottakeninto account.
C:pn = Lpa/Lre hasa greatinfluenceon the interference
efFinallv,thequestionhasto beanswered
whetlrerequivalent f ecl. Asit is a measure
f or thephaserelationof the f reewave
variations
of theship may resultin tlresameirnprovenrents
us svsicrns
of shipand bulb,typicalrnaxirnaand minimaappear
anadditionof a bulb, for example,arrincrease
of blockcoef- u a tlirectconsequence
of the interferingwaves. As shownin
IicientCs corresponding
to thebulb volume,or an elongaiion Fie ?, thistendencyis confirmedbv mJdelexperi:nents
{SIl.
o[ theshiplengthcorresponding
to thebulb lengthL2p. lt has T:reinfluenceof the lengthpararneter
on the breakingeffect
hxn shownby modelexperiments
lllland by lineartheoryl22l can be caught intuitivelybv its mode of action. With inthaltheeffectof a bulb cannotbe achievedby form variations cre:isingCpx, this effect increases
at first and after a maximum
dr'-'relses
tet
monotonicallyto zero,due to the fact that the de,
fleclionof momentumin the vicinityof the bow is hardlyaltereCby u very longcylindricalbulb. llecausetlrelateralpaInf luenc e of bu l b p a ra m c te rs o n b u l b e ffect
ru:lleterisstronglyrelatedto the lengthparameter,its influeuce
At corutantFroudenumberF,,7,the bulb effectisa function on ihe bulb effectis similar.
of ull sixbulbparanreters.
Tiredependence
of theinterference
effecton thedepthpa= Zsf Tpp is describedsimply by lincar theory
rameter
C7s
=
J r R F ( Cy ps, C a a r,C n t., C rp n , C n a ,C z a ) (12)
becruscthe term Zs of r splrericalbulLrcoilrcideswith the
This multidinrensional
relationslrip
cornplicates
tlre under- cenierof the sphere. lf sucha Lrulbof constantvolunreand
standingof the dependencies
on singie parameters,the lonqltudinalpositionis movedfrom infinite depth up to the
knowledge
of which is very helpful for bulb design. Unfor- u'ater surface, the interferential effect increasesat first
tunately,a quantitativedescriptiono[ thesedependencies
is monotonicallyfrom zero to a marimum, decreasessubse.
posiblein only a few cases,
systematicmodelerperi- quently,and finally becomesnegativedue to an increase
of the
because
mentsaretooexpensive
of the emergingbulb bo<Jy.The breaking effect
and sonreparamcterscannotbe varied resistance
independently.On the basisof linearized wave resistance beir.ev6similarly, but it can becomepositiveagain,if Ze) Tpp,
theory,however,a qualitativepicrurecan be developed,sup
as with the V-type. ln this casethe behaviorof a shipbulb
portedby specialmodel experiments,for example,tlre wave combinationis similar to a longermdn hull increasedin length
cutsl26Lwhichnot only provethe tendencyof the dependenca b.'-Lrn.
AR s r B= Rs , 6, - f ig, s .

Designof Bulbo'rs3ows

201

'.
jncrcasr:s
witlr
Iorrgitudinul
lnsitiort,tlreoptinrulbulb volume
increasing
depth positionZs. Moreover,both figuresclearly
indicatetheenorrnousinfluenceof ship speedon optimalbulb
'
volume,which increasesin an undulating mannerwith ini .r^ o -i--< ""
creasingspeed. Thesetheoreticalresultsare upper limits for
l\
the actualeffects. While their absolutevaluesare hardly of
b J l b p o s i t - Z r = 0 L rn .r
practicalinterest,the tendencyof the dependenceof bulb
e l m e n t o r ys h p
( 2,4,6.Cr,t.0)
voiume on speed,block coefficient, length of entrance,and bulb
positionis useful for the actual design
Sincethe wave systemis createdonly by the nonparallelpart
of the main hull, and in the real fluid the forebodymakesthe
main confibution, the length Lpy of the paralietinidatebuty
nqa
hashardlyany influenceon the bulb sizeand, therefore,the
sameholdsfor the length/bearnratio Lyp/ Bus too. For ship
with Lpp/Bys > 5.0, the rvavemakingresistanceis only a
0i20
0!25
f
unctionof.Lp/ By5, asshownby the upper limit curvesin Fig.
r
.
.
-1:0
10(seealsoBaba[23],Fig. l0). The beam/draftratioBuslTus
Fig. 8 Optirnalbulb volunre ! * o{ a ship-bulccombinalionas a
hasa greatinfluenceon bulb effect, bulb size,and draft pafunctionof FroudenumberFn. Th Dr:sfiiaticcofficienl Cp o{ the ranteterC2s(up1:crlirnil curvcsin Fig. i-t). Consequently.
elrnontaryship lorm (2,4.6,Cp,1.0)
is ':!1epararneierof the curves ior rlirnerrsionirrg
of u bulbousb<.rw,
tlremain-hullparameters
[s1]
are Cp5,Bus/Tus, and Ls/8i,15. Unfortunately,
in thepreliminary designphase,Cpc, and often Ls too, is unknown.
Therefore,the followingdesignguidelinesare mainlybased
only on block cocfficient C6 and beam/draft ratio Bs5/
T.v.s.
Cp= 0.?2

'/ ,':4f!

'ii. . er:
dt,

D esi gn gui del i nes for bul bous bow s

It !s* eil known that ihe e.ristingdesignmethocis,
for example, theciirrsical
rnetlrul bv Tavlor,a-rnot sufficientfor 1rcwer
estinration
o{ a bulb shipand for modernbulb ciesign.To flll
thisgapin thedesignguidelines,
a largenumberof routinetest
resultsof shipswitiroutand with bulb,carriedoui by the two
German rnodel basins,have been reanalyzedin a research
project. The designguidelinesderived,the designcharts,and
a cornputerprogramhavebeensuccesfullyappliedon various
occ:.rsiors.From the multitudeof diagremsdevelopedin this
-For
paper,onll'oneexanrpieis depicted.
completeinformation, referencehasto be macieto FDS tserichtNo. 36i l973i8l
and VWSBerichtNo. 811i78ill8J.It is emphxizedthat the
informationcontentof the designdiagrarnscannotbe better
than that oi the original database,especiaiiyin the caseswith
very smalldatacoliection.
Fig. 9 Opiimalbuibvolume Yr of a s:,iiculb comoinalionwith Cp
= 0.72 es a trncircnof Frouoenumber.:". DepthpositionZ3 is the
'
pararnererot the c&1es [31]

Reanalysisof routine test results

Sincethe bulbousbow affectsprimarily the wavemaking
resistance,
the designguidelinesshouldcorrectlybe relatedto
tlre *'ave or residualresistance.During preparationof the
researchwork, it becameevidentjirowever,that mostof the
usaLrle
datau'erepropulsionratherthan resistance
testresults.
Sincein principleit nrakesno dif ferencewhetherthebulbefIn fl u e nc e of s hip m a i n p a ra n e te rs o n b u l b s i ze
fect is derived from resistanceor propuisiontests,a power
and b u l b e ffe c t
specificbulb effect, or power reductionfactor, respectively,
Linear theorypermitscommento:t the infiuenceof some was defined;
ship marn paramelers
on bu]b size. l-ire theoreticalrusults
(13)
l /)r = 1.0- P -/P ,
reiateto the interfercncc
effec'torrlv,i:ut haves"rreru]vuliditv
throughoutand,il particuiar,are'iruliicableio the lrre"krrig
In thisforrnthe bulb effect is the powerdifferenceof theshio
effect. For discusion,the most sui:.aciecase.isthe optina-i
without Po and with bulb P. rilated to the powerof tire
bulb, *'hich minimizes the u'ave resStanceoi a ship-buib
b'.rlbless
ship. According to thisdefinition,a pcitive bu.lbeffect
c,ombination With elementaryshipso: 'ire form (2,{,6,Cp,I.0)
corresponds
to a power reduction,and vice versa.
prismaticcc'eificient
l3l], it may be shownthat an increa-.ed
In order to separatethe di{ferent friction resistance
comup or olocKc!!:rclentLF. re5Dectl\'r\',
\^'tthln- ponentsof shipswithout
t5cssoctated
and with bllb in accordancewith
creaslngvolune or tne optunatspnencaluulD. .rlgure 5 glves Froude's
method,the total deliveredpower Pp
an impression
o@,
for shipswith
(14)
P p =P 6 *P p
lcrngoarallelmiddlei:od1',
that with Lrcreasing
Cpe,LrylLpp
and decrea::ngLz/Bus, the optirnalbulb volume increases is regardedas composedof a frictional part (index F) and a
(Yim i221,Fig. {). The depth of the bulb hasa similar inJlu- residualpart (index R). lf the propulsiveefficiencylo is
ence. As shownin Fig. 9, at constaniFroudenumber F1.,and known, the residualpower can be calculatedasthe difference

?o2

Desi-on
of Bulbouspows

a cp vn i

uJ

acpv a

acpva

upperlimit

l---i/:f- - +-u.z+

f<

Fr-fu
,,,4.z2
\

,\

f',

nl

-i-----

ctzzs o'ro

cvpa

Flg. 10 Dependenceol the resbualpower reductioncoefticienton th length/bearnratio,th volumericoarameler.

and the fength Paftmelet, resF:liviy. Curve parameteris the Froudenumber. The parameters Cas7,Ca*, Csa,
CzE,at&, tsMs/TMs
are constant

up

ea ttmtr

upper ltm

\t'

| ',/.''

7
p.22 ,'

/,,
,'

'n11

f1

\
02t

,,/ozz.

t'r-( ,'azs4.70

7;i-r{t'

,ts

-:{ls
ntQ

I
I

.)tl<

0cio 0.c20 002t

1n

a.7

0.8

0.9

cza

cv pR

Flg. 11 Dpndenceof the re-i-!l power reductioncoetticienton fre beam/draftratio,tll volumebicpaarneter,

and tfn deph parar|eter, respe;jvely. Cuve pararneteris Se Fror.rdenumber. Tt| pararntrsLd Bus,Ld Bus,
C^,er, Cr,ar,Cro6.and Csa ae Constant

ixtween total and frictional power, ani a residual power re

riuciionfactor

.IPi=l.O-Pa./Pno
= 1.0- {Pa- - P rn.,',P
oo- Pp)

With equations(16) to (IS), the residualpower reduc$on factor

becomes

A P i= 1 . 6-? 1 a --* r' * n o "

(15)

canbe defined,
TherelatioruhipbetweeneffectivePg ard deliveredpower
is

rD oID o-

fE Fo

( r c4 /
4D u

A separationof the variousbulb effectsis not possiblein this

way.
The propulsiveefficiency4p is a functionof hull form and

po=pt/,ro=(prn
* pe:)/no (16):fi,1,-ir'jlii,Trj::#,tf',f;,nlitfl'Ji,tf:iJ,"J
\Yiththe frictional powerPsp calculatxi'ry the International
TowingTank Confirence (l'iTC) I95Z itre
p tr = Cr (* ul . t)
\z - /
theresiciualpower is

pn=
pEa/rto
=po- pvi,ro

(lZ1

pulsiveefficiencies
are generally.not
equal,but it is 1p,- ) 4po
.in the beneficiaispeedrangeof the bulb ship. Un{ortunately,
from mostof the propulsiontestresults,ao could not be estimated. Therefoie, as a f int. step in siiplif ication of the
.
reana.ly$s,a @nstantap hdsto be chosenfor shipawithout and
with bulb. The mistakeis smallif in the calculationof the re-

(r8);j3rnffi':r
Designof BulbousBows

T.;:1m,ff?,t1l'n'condition
?o3

a<

L : ^ -^
9t

r 10"/o
<o/

afccvn
-

ll,ill

0 t8
Fi9. 12

a t9

0.?c c ?i

022 0 23

lt

0.?+ 025

qo/

0.26 rN

lntluencof difierentprcpulsivecclficientson lhe residualpowerredrci'roncoetficient,

shownwith the ship-5ulbcornbinationNo. 7 ol Table2

Therefore,the residualpower reductionfactor usedhereis

5P ; = 1.0- (P D . - P t:r,,l ti l l (P ou- P u./no)

(15b)

Because
a few propulsiveefficiencies
are known only in the
collectedroutinetestresults.
in a second
stepof sirnplification
an 4/) lus to i-rcdefired thatshouldbe constantfor all shipbulb
witlrintlrewhoierangeof blockcoefficientCs.
corrrLlinations
From the scarceexperimentalresultsand practicalexperierrce
\D = oi
-

- 5r ' tr !

a?c

aulrcaredto L'ea very guxl meanvalue. For normalships,4p

rs betrveelr
0.6 arrd0.8. Therefore.it i5importantto testthe
consequences
oi divergence
of 4p frcm themeanvalue0.?orr
tire resiciuajpowcr reductioncoefficientACrvn. As shown
in Fig. 12,a changein 4p of +3 percentaffectsat low Froude
nurnbers,
Fry,a changein ACegnof only prcent;at higlrer
-4
F.v oi onlv J L5 percent.
Furi.herarlaivsisis facilitatedby the introductionof dimcnsir.rrrles
coefficients
as foliows. To eliminateinfiuences
of tLe siriphull form, the powerdispiacment
coefficient

Flg. 1i Glntarison cl th resrElpowo-,reduclioncoefficienrsirom

full-sr>ilsand .'nocel-s3alemezs.;remens(tor nra;npaniculars,see

cpv= P/(p/2Y8+
vil)

(ts)

is clrosen.This leadsto a residualglwer coefficient

Pgpo )

Pppo ''becauseSr, ) S,)

crin = PDlb/2v|taTil) - cFsl6D+rVT) e0)

and with friction larv

P3 - - ( - Pp 6

,>- ) \w
and

- 2.0)2
Cr = 0.075/(logRN

(2t)

tc the bulb effectrelutedto the residua!powercoefiicient,that

is,to the residualpowerreductioncoefficient

P O-n > .) P o -r1 t;u

ACrva = I.0 - Crsa

^txlCyFA

uir;rour

/oo I

holc, Conrequentlythe n';nerator Cifferenceof equation Finally,it shouldbe mentionedthat in tbe reanalysis
a fornr
t lD4l ls
factorI is not corrsidered.
l'he residualDowerreductioncoefficienican be scaleddiPo.1o- - P tF. ) Po-nu - P*.
rectly to f ull-scaleship. Figure 13 showsthe resultsof nreasurementsat ship ll35land mo<ielsc-aie.The slight sea-wave
but becrux of
influenceon Iull-scalemeasurements
is eliminated. That the
nooir.cu I !.A
amountsdo not coincidetotallymight dependon the dif{erent
trimsof the formswithoutand with bulb. Table I eivesthe
it is
main particularsof the ships. In case3, the delivere?po*er
of the bulblessshipisconvertedto a &ait T = 6.57m (21.55ft)
( ?ot no. - P *.)b =
(Pp -n o o - P rr-)
by aid of the Admiralty formula.
zv.t,

Designol BulbousBows

. .r. .. i: ;..'.:.'

;.1d:.i*r;rniur:'.

i .': .

:-.

raaI
I

(shtp'tl
Table1 Malnparucutars'ot
shlpswlthout

Desigucharts
'

- '
r'.-'::.i rl l fi .::'1"1 '

.-"-.

The analysisof the many experimentalresuls issortedout

by Cs-collectives
in which many bulb ship forr:s with nearly
thesameblockcoefficientsarecollected. Thereareso many
designchartsthat only the caseof Cs = 0.7 is praentedhere.
Tbe variationof the residualoowerreduction ccefficientbv
equation(92)of eachship forACrqn = F(Frv,bulb form)

bow. (See Flg. 13; AT/Lp

case
shi p
l ns ! m J
I LPP

atr

{pp

(23)

hasbeencalculatedand presentedas a function of Froude

numberF.v. The curve parameteris the bulb form (Fig. la).
for all six
From thesecurvesit is posible to derive crosscu.tves
u'hicharecollected
in Tablel togetherwith
bulbparameters,
g ,rr r r jot lr tr' trr ainlla rutttc tt' rs
o I tl rc s l ri ;> l ru l lt'r r,r]tltt:tti
ri rtrs.
,
The derivationand f.riring of thesecrosscurv6 iFig. 15-20)
naturallyare not totally withoutproblems,becaureai only one
variablebulb parameterthe otherfive parameter:areregarded
ar constant.This assumptioniscorrectin only a iew casesfor
in most of the cases,all pararne:ers
alter siiome parameters;
multaneousi,v.Therefore, eachdiagram containsan upper
improve[mit curvewhich indicatesthe maximum possibie
mentdue to a bulb. Figures9l and 22 showthai the way oi
analysisand constructionof designdiagramsis justified. ln
thesefigures,theoreticaland the correspondingerperimental

fv
L4

/ 865

tsns/Tns

"&-t'S$[t&dls the related

lrlm)
.z-=.;

I
3

l shi p

shi p

case 2
I 'l shi p

5aA

{F A

o,tny.
a. i?97"
o,7eaz 0,7e9 0 . 7e +2
h oann
o,7A57 U.CJ t\J
7,09?

i ..n

1 r+ 0

Lpa/ tpp

a:h

n n?n<
i taot
Q 6?CO
0.09s4
0,,070

0,02a5
0,t33?

Ee t 3ns
ZL)/ Trc
Aer/ Ans

A <i1a

Aa, l A^<

0.09!.6
n r^<A

7n

lv-r"h

0.78i3
u, /652
7.087
+,6(5

taz<

u,tIt)

resultswhich are evaluatedin the samemannerare compared

resultsare not achieved
l3l ]. Evenif ihe optimistictheoreticarl
in the experiments,the tendenciesare at least represented
correctly.
The diagramsof Figs. l6-20, which are derived from the

AC ^. ^
01

ij
la

Aa t

026

FN

Flg. 14 Residualpower redufi:oncoefficientof 11 ship-bulbcombinationsas a tunctionot

Froudenumber. Basic Ciagra;:,lc+Figs. i5-20 (tor minparameters,see Table2). Curve
=e:amere(is the bulSlorm

Table 2

M a ln p a r a r n e te r so t sh lp - b u l5 combi nati ons of the dal a col l ected w l th C 6 = 0.7 (see Fi g. 14)

14
t1
t0
tz
i -r
5 | ?
a ls
213
?ggt,0.7a1J.0.7.t150.J2 27 ai,/100
'
t.a967
a;967
0695j
0.6974
a
6
,e
9
a
.
9
t8
'
a
:i
::
c.68+6
0
.A.6
6
9
t
_
-9
-- 'a
I
h atal,l
:
?93ti ---:2
a,&t,9 o . ? 9 9 +
aellgl
0.8058
lrt
:
g
z
e
s
g
1
c
7
| c 3733 0.98660.9920
:5'
'
;
9
3
a.
3
o 98290 , 9 9 1 90 9815 0.9816Ca
sa?g
c
s
-.J
8
;'
--'
'
c
6 i.e s a' ,0
'o
-q
'
;
)
i ? tt s 9 i 9| t :3 i . 0 ?/i ' c.7?J(': i )31loazcaU 0r ) / uooor 0.6935a.69910 69\5
'rr
7
.
5.
89
5
.0
s
e
i
s
? 9 3 s ..9 9 ? l --:
i
5 7a?:5.cgL' 6.39tt7 ?09i 7.3t5 8.t?l 6 . 7 1 t ( h tl l U 6.517.
.n r/8 .)
r
(
?o
3 _ 0 9i53 .r5 3 2 t? 8 5 3
i :.:1 .29?2 ,.3111' 3.rrt I t tsts Z Lgt 2.r68 2 . 3 2 5 53 0(02 ?.72r..
] trl t
:t t A
3 Cii ' 2 0\72 ? tgA ? -::; ? 85,i 2.978 ? )78 l;i;;;;2 907 3 501 ? 9250 ? .561 ? 5t+
ian<<
i ?t)a
t7
a 7462 0.70+?
0 7070 0.7t9(a.7373
0.73
U.tU13
C. 6Ei6
0 6935 r.aJ;t.1r..-a:
i n
. -^^i
^
3
.
?
(
O
3 i 9 7 J r rol 3.ttoolt dzsl:.io:g 26s6i t;;aJ.UCi
:.icJY
L
lLd_!_!!t-o
^ ^a;;'
^ -:.
Ft.6E 04?n d.tuo
U*'JU.UJC.., a . o l | c " c 0 3 6 80.03Eto 02i[ ioozsa
o+ir u.LJZy
!-:.LB ta.gzz9'bozgs
C cn i 0r55+0 08ic ' a .n 6 2 C.te ? l i C.::- .i' C .!7t7 0 . 2 0 9-t0 . t 1 1 6ot538 0 rf63-I o.riiriotialt 0.t798
I n rran i ." :,'-'t i n qo-rn 0.558?c 5e52 0.5fitc0.5309
lb.tzst
I osslo n o? ?'l o.i6s2
ZiT rqa:,nIabsooi a.sorz
'o;foiT
?.0-gS'
Eod67
i o.ros6] o;:;: : o.lc:s o t s 6 7
ii4E om|
lJEi _t 0.t406[olrssir..ito3'o
ln rtql
rz6s
0 t 5 t 6 I r57
0
,
t
?
3
0
I c.nadiaugeia. : s ! 5 1 0 . t ? 3 70 1696"i g0l?81
rctz
o'.iogo'
C tat | 0.18?9
rc
. n a f -izii
-0.21+a
n7p-i
7.sotai61ae
lTtste 9,?t!90.3096.n ?a1a
T.Crp ni0. 3356
i 0.r350lstoE , naoaolna:'R
-,.3t83
, t.7 R2
Ir'.sii 0 6936 7-.';t=
0.6?a7
i oaiiz i o.3i::'to.so7tL 75t7| C.6+62
I(iffinus li noi l'o.6tBsiotiel

7l*i-ztiz7

illrf

ainzdTf ::'i1
17. t 905

jazn 766n-TTITEF2Jo5(

Designof BulbousBows

1.Jt 1J

fTnsi

e.Ee

1.)tJ

205

0.5

rpper Itmtt

acpvn

--L-.

0t,

It

ilI

//
\l/

E ic t

o'.2 o'3

oI

026. FN

c8 . 4.7

!
0.1

Ct

"t./X,,

\;\

l _ ----"

0: 1

ln ?L

..-':.''

,?n"
- , / l t;.*l

'--z

?s- 07
cvPR
,
I
a'.+ o's o;G["hJ

powrreductioncofficienias a lunction Flg, 16 Residualpower reductioncofticientas a functionof the

res;cj,ral
Flg, i5 M.xirnurn
of the vclumeuic pararnererof rota! bulb voiume (oerir'ecjlrom Fig. volumtric paratneter(derivedfrom Fig. 14). Curve parametsris th
141
Froudenumber

upper !tmtt

i:lr ,tlll.

CC5 0 ia

0 0?' A.Ae C09

0.rC

Att

0.t?

C n1.r

F l g . ' 1 7 Resioual power feduction coefficlen! as a tunction of the cross-sclion parameter

(clerivedfrom Fig. 14). Curve parameter is the Froude numbr

--'i\
I

-o

n1
u.t

0 il

c.!2

0B

a i4

0.t5

c.,6 C ffit- e.B

Flg. 16 Resrdualpcvrer rduction coefficient as a tunction of the lateral parameter

(derivedkom Fig. 14). Curv pararnetoris the Froudnumbar

206

Designof BulbousBows

acpvn

n i? q

nn?

0 c35

0.01

C'-pR

Residualpower reductioncoeflicientas a tunctionol the lengthpararnter{derivedlrom

Fig. 1a). Curveparameteris the Froudenumber

Flg. 19

FN

4 C

u9per ltmtl

--^

?2
.,"s_0.26
\0.20

-D

0.7

r7o 0.7

lit t t l

0 t2
Flg. 20

0 ,3

a.tu

0t5

0t6

0.t7

0t8

a.B

020

- -'

'6l '

Residual power reduction coetticienl as a f unction ol the breadth parameter (derived

irom Fig. 14). Curve parameter is the Froude number

<iiagram
of Fig. l{ ior Cs = 0.7, representthe correlations of Table 2, then the residualpower reductionfactor ACrvn
between
bulb parane{ersand power gain. Regiorsrnay clearly yieldsthe wantedresidualpowergain, If ciepartures
from the
k recognized
in whiciicerlainbulb paranetersareurrfavorable main-hullparameters
appear,the lCpva is a gmd approximate
andwhichare to be avoiCed.
value. Exceptfor the beam/draft ratio, the influenceof Cg
Theuseof the diasramsfollowsfrom theirderivation. In- andLpplBy5 deviationsis small,sothat a specialcorrectionis
terpoiatiors
are pe=:jtted insidethe parsmeterrangesshou'n, not.necessary
for theseparameters.A generalcorrectionforwhileextrapolatioru
slrouidbe avoided. lf the nraindinreruioru mula so lar doesnot exist.
ol a shiparefixedan: a bulb is to lx f itte<!,
thentheestimation If the deliveredpowerfor the bulbles shipis known,then
o{bulbparameters
rrrd tlre glwer reductiondue to thisbulb the rcquiredpowerof the bulb shipcan be calcuiatedby the
isposibleby mearsoi the designchartsof tlre corresponding followingformula:
biek coefficientCs. For this purg)sc,orly the mairr-hull
particulars,
Lpy, Btrs,T615,al)d C6 as well as the Froude P p= l (1.0-A C rva)C rvno
nurnber
F.-, arereoujred. For a givenbuJbparameter-which
+ [ces/(ap$'ffi)ilfvgWT, 'tzq)
canbean1.of the sir,Darametcrs-it is possibleto read in the
respective
d.-signciurt at the curve of the known Froude
trunttxrF.ythe resiciu:rl
powerreductionfactorACi,ex. With where the nsidual power clefficient Cps6oof the bulblessship
thislCrpa, the rernainingbulb purametersare estimatedin hasto be estimatedwith
4p = 0.7accordingto equation(20).
th aher diagramsat the conespon<ling
F;,,-curve. Excuptfor For unknowndelivereCpowerof the
lulblessship,in the project
the conligurationof the bu]bous forebody,the problem is phase,the required power can be calculatedby the following
solved,
because,
for F.v = constant,all sir bulb parametersare formula'
asignedto a conslantiCron.
shipareiruide
lI Cs,L22lBus,ad 8s5/T;as of thebulbless
pe= [(1.0
- Acpvn)cn
* cr * Acr]3v8s (2s)
t.}renngesof the anahzedshipbulb combirutions,for example,
Designof BulbousBows

zvI

t.u -

aa

7.
4s3v:^. cy'at. 3.22
Hitchettrtwv
i"S<tt*
/,

I -/-)><i,,
il
/

$Fx
C i ,* = ' ,0- Cg

I CR ,V n,th bul b
14* 166ut

Fig.21 Bulbetfecton residualor waveresistancecoefficient,respectively,as a tunctiono,

Froudenumber. Comparisonoi theoreiicaiandexperimenBlresultsol elementaryshiptorm
12,4,6,0,72,1.0).Curvepararneleris the veiumetricparameterof th totalbulbvolume. Tho
xperimentalresultsare evaruated
with a torm factork = 0.205

ug'7erlimt
,..1/

From Figs.93 to 26, the bulb parameterscan be estimated

if at iirst instancethe power coruumptionis of no interest.
Theseiiguresshow the relationshipof the different bulb parameiersto eachother for the shipbulb forms which havebeen
analvzedwithin tireresearchproject. The usualbulb param.
eter iangesaremarkedby upperand lowerciottedlines.
A spects of bul b desi gn
In the precetlingsections,
it hasbeenshowntirat a wslldirrrcrsiorred
bulb<lus
lxlw irrrprovtx
tlrelxrforrnarrce
of l slrip
- -t._._+.<.t__
i n nlfiT\-vn6 vs b--,^
v sntcrct
h iiig-Tiidi idiF-aroriir? t he f oreiid v'i rid

tl.-:::."g-. \fi g :e-sj.s.ta

111S_
1_9etn a f articuler'casl{

lr''.:,i
llre
cjrcisr-b'riTor-oi-Cgirii|a'biiltjotis"tow
is the matter of a
c'ost-effectiveness
lnalysi!il i l, *,ltichis not tlresubjcctof tlris
:

l l rl l cr.

lrr qerreralit.mar be statedthat a hydrodynamically

good
nrainhuii with lou wavemaking
doesnot needa bulbolst*
F;9.?2 Buibetlectonresioual
or waveresislance.
resc3airvety,
aj in anv case. But shipswith pronounceC
baclwavemaking
a i..,ticiion
ot ii] volurnetric
parameter
ol theioteibulbvolume(oer.ive: shoulcialwal'sbe fitted with a bulb. Practicalpointsof vici
lromFig.21). Curvgparameter
is lheFroude
nurn3er
will deciciex.hetheran additiveor an imolicii bulb i, to b"
proviciedf or. Forshiosalreadvbuilt,an additiuebulb will in
generalbe the ixst solution,whilefor a new designan implicit
u iere C6 canbe estirnated
by oneof thecommonprocecluie: bulb might be aCvantageous.
ii"'r exampie,Tayior-Gert,ier
The shapingof a bulbousbo*',that is,the longitudinaland
|35j,or Culchernmei;36l).
lf severalbulb parameters
(thisinclud.cs
areknc.*,rr
aisothe ciepthdistribution
of thebulb voiumein proprti6n to thebulb
j u j g rnentoi a giv enbu l b ),th e nth e e s ti n u i i o no f th e por,e: paramcters,
can be describcdonly in a qualitativeway. Alga:n bv meansoi the diagramsis probicnrutic,
becrusetire thoughfor a.concrete
longiiudinal
distribution
of bulbvolume,
reiationof tnesinglevaiuesishardly-guararrteed
in sucha wav the knowledgeof the.*,avepatternof the bulbles ship is an
tnat ail knowl bulb parameters
resultin the sartre\Cpqi al rrnportntdecison-makingaid, in the preliminalv projeciphase
cc:rs:3ntFroudenurnber. Bv usingthe voiumetncDaramete: :hisiniormationisusuallynot available.
But event"ithout this
CTps asthe main parameterconnecteci
rvitha g.rssicie
con- inf<.rrmaiion
rt is possibleto indicategeneralguiding ruiesfor
sicientionof .Cas7and C.q61,the diagramscanbe usedin such shapinga b-ulbouslow. &sentia.lly
ihey arelelated to
ca-.'sfor buib designor for a judgmJnt.
. t)'peof shiprfull or slender),
. servicespeed(slowor fast),
an oprimai
, il ipp"1t: temptingto usethe diagramsto clesigrr
Durbby tailng the parameters
in accordance
. irequerrcyof draft alterationat FP (larqedraft variation
with their ma.rj_
mum reductioneffectonly. This procedurecunnotbe rec- or defined Cg,l arrdballast
draft),ancj
onrrnended,
because
all sixoptimalbulb purameters
chosenin . . main operarion
areaof theship([or example,with much
this,*ai,donot.generaih.coincicie
with thoseof a concrere
bulb leavv seatuay
or drift ice).
oi tneanaivzedtesidatr
A spcif ic shipbulbforrnslrows
optilnum;rerformuncc
r.rnly
To judgi the elfectof a bulb chlngeon tlrerequireCgrwcr at designconditiors. At off-tiesign
.
cpnditiorisits performanc!
of a buib ship,the diagramscan be iscd to asisi in decisiorr- xllv o poor.
nriiiing. By tneir aii, tireterrdency
of paranreter
cha::girrger.r
For tlre distributionfor the bulb volume,the followingtlrree
be ciei.ectedwhich an alteratlonof shapedoesor Jo.i nor ;ui esare i nrl rcrtant:
suggest.
l. Deeplyemergedvolurlreis of little effect.
. Even in their inrlrrfect furm, ilre designchrrts faciiitatethe decisionior an apolicationoi a bulbois!_row.Dut
2. Longitudinally concentratedvolume near to the free
they do not substitutefor tiri modeltest.because
the actual surfaceincreases
the interfererrceeffect.
1rcrverreouirementfor a projectcan be measuredb1.experi3. l,ongituciinallydistributedvolumenearto the frcc surmerrtonly.
faceinfluencestle momentumdeflection.
n n?n

208

,?.

Designof BulbousBows

t vpp,

o o

06

oql

ldo oo o 8^ ir c l

r -

-'-$

jl |

o o

^^o

.--i" f

Flg.23 Volumetricanddepthpararneterversusblock coefticienl

0
Fi g. 25

Cross-sectionand lateral garameter versus volumetric

paralneter

401

c,"^
I

,i r i fo
;r l i l o

I'

i d od t % I
. -^ r^&^r

013

0.t1

, ir l": jr

r -1-T*--1-l----f

' . i" l- i

ll- . ] - _]
i1 " l

i i
['r.] c v pa

cBs
0.

Fi!. 26 Total increaseol the volunrb(Cy s) and the wettedsurtace

(Csar)oJ tfre main hull due to a bulbousbow versus volumtriccoelficient [Cy 6, = (V m. - V na-oVY y*; Csar= {S. - 5o)lSo]
Fh. 24 LongthaM broadthparameterversus volurnetricpatameter

Designof BulbousBows

209

wavesvstem,the bulb reducesthe wavemakingaswell astirc

The waterlinesof the bulb nooeslrouldbe streamlinedbut
wave-breaking
resistance.
not circuiar,in order to avr-ri<j
*.par:rtion[33j.
Two main Sulb effectswhich are very important for bulb
For shipswith a strongu'avemakingtendency,the bulb
volumeshouldbe concentrated
in the longitudinaldirection, designare defined asthe interferenceand the-breakingeffecr.
The interferenceeffectexpresss
the resistance
changedueto
wheretheupperpart of thebulbbodyat the FP shouldnot be
the interferingf reewavesystemsof main hull and bulb. For
locatedabovethe Cwr. The integrationof bulb and ship can
(i31,Rule i;. Tire fairing volumeplays a
s.lender,
fast ships,it givesthe main proportionto the tohl bulb
be straight-lined
effect. lts amountdependson bulb volumeand the longitusubordinaterole. The maxirnumwidth of the bulb can be
dinal positionof the bulb c.enter. The wave-breakingeffect
situated in iront of the for*'ard perpendicular. At such a
and
bulbousbow it may happen,of course,that cavitationoccurs. includesthe energylos by breakingof tm steepbow wa-ves
givesthe main cpntributionto the total bulb effect of full, slow
This problemis not'treatedhere.
For ship with much wave-braking,the bulb voluire should ships. Its amountdependson well-distributedbulb volumein
be distributedwel! in the longirudinal
<iirection.The upper the longitudinal direction. Both bulb effects are Froudc
part of the bulb lxxJv can ri-iih to the 1rcakof the bo* back- numberdependent.
For bulbiesign, sixbulb parametersareintroCuced,of which
u,aveof the bulbles ship lS.l'. A u,ell-formedlaterallyand
tlre volumetric,the cros-sectiorland the length parameterare
forward-inclined
bulb ridse avciCsthe breakin( of the bow
the mostimportant. The influenceof bulb parameterson the
back-wave. The fai;ing uollun,e
pi:r1,s
an irnprortuirt
role. Tlre
cjifferentbulb effectsis discussedin a qualitative manner,
upperpart of thebulb sliouli bc ieiretlrvcll into main hull in
andby
orderthat thc tail u'atcrof tlrr irrill.r
ritlqt:irrtcrft.r.,s
rvellr*,ith supirortedby the linearizedtheoryof *'ave resistance
tl reret nair t ir rl-gr or*'
v u v c . l rr ri ' . l t,w .i il ra rto f tl reb u lb,tl re soureexperirnentalresults. This knou'ledgeis importantfor
q'aterlirres
sirouldlravesrrrall:irr,jics
of crrirunceii tlrebulb is tlresirapingof the bulb body accordingto the bulb parameto emergehigh underballirstc;;nditions.Due to the danger
A quantitativedesignmetirodis presented
togetherwith the
oi separation
in thisarea,tlrefriring oi the waterlines
shouid
necessary
designdata. The dataare derivedfrom an anaiysis
not l,.etoo hollow.
of routinetestresultsof the two Gernranm<xlelbusiru. Mt-'st
of tireu$ble datawerepropulsionrutherthanresistance
lrst
I lulb- t l' p c rc c o mmc n d :rti o n s
results. Therefore,accordingto Froude'smethod,a residual
The O-typ issuitablefor ful;u wcll asfor slerrder
sfrips. lt power reductioncoefficientis definedu.hichcan be scalcd
fi ts wel! wit h U- ar r dV-tv l x :,ri i o re s l ri us t.c ti o rrs
u rrdoffers dircetlyto the full-scaieship. The variationof tlriscocfficient
spacefor sonir erluiprir.rit. T;.r.icrrs-tr:1rc
shouidbe clrclsen for eachslrip-bulbcombinxtionhasbeencalculatedand pre[t;r siripsrvi;icLoftrrr ()ix:rJtt'i:, ircavr,r.'us,
bcc:.rurt.,
it is ltrss sr'rrlt'tlasu furrctiorro[ Frouiler]un)ber. Frorntltesccurvett]rc
s,!!sir'pIai-)ie
to slarnrrrirrrl.
c:::glt chartsare derived-for eachbulb purameter,onediT'ite -l-i"1>eis grxxj ior sir::rru,itlr iurge druit vuriatit.rrrsagram. Froln the multitudeof diagrams,only one e.rample
(trrnlp s..hi:s)
and Lr-tipe fc'rtrl.:'rsectiorrs.Thr eifectof tiie i-scericted. Tlie ci..:.uration
of the requirecipou,erof thebuib
buit"rus1.,,-,rv
$ itlr ii..:::isirrtur:ift. anCViceversu: ship is described. Genera!guidingrulesfor shaplnga buibous
c.iecreases
b u t i n lr eav vs east lr eia rrg c rr: -.i " rn rrl i r,g
i rrc re u s cus' itl rde- bou aregi ven.
cre a sing
dr af t .
Tlre designguitieiineshave been success{ully
aopliecion
'l'lreT-* pc car bc
jor rll shipswith well-defined variousoccasions.
1>ruvidcd
(\r'1-a:,.jLaiiiist<jraft. lt is eo:iv faired inlo V-shai>etl
foreb,tii,-'san: i,asin generalgotr,i*-kecpinr performance.ln
R eferences
the,iull;,,submergeC
corrdition.ris ciunrr:ingeffect is verv
"HistoricalNotesand lnvestigations
W.
I
li.
C:rwn,
L.,
at tlre
nrgrr.
Works,"Torcua-v:
AdrriiralityExperir;rent
Trcrrs.TiNA, .19{1.
i r gll c as est he
, bulbs i ro u l drrric n )c rg Li rr
. tl reb a l l a scorcl
t
i! Eggert, E. I"., "F<.rrmResistarrceE.rprinrents," Ttt.r^-s.
ti cr;sot l; atit sm os t{ or rv a rdrx ,i :.1IJ. (F i g S),!i e so n t} rcw ri er SNA\'tl:, \jol. {3, ]935; "Further Form Resistance
Experiments,"
su i i a c c . T ir g ir r div id u are
Voi. {?, 1939.
i s i s l ,r::iocf ti re b u l b b o d l 'i n thi s TRrrs. Srr"AME,
"The
S Wigle;",W. C. S.,
Theorv of the BulbousBow and its
conctticnwouidbe higrer thanr:snet eificiencv

Practicll.A
?rons.North-Eest
Coustlnstitutionof EngiJrplication,"
Vol.52, 1935i36.
necrs:rrdShipbuildcrs,
{ Weirri;lum,
C., Theoie der Wulstschifje,1935.
Su rn ma ry
5 lnui, T., Takalrei,T., and Kumano,M., "Wave Profile\teaTodav thebulbousb<.rrv
!rusirs,.c:ted
itselfasarrelcrnelrtarv surements
on the Wave'makrngCharactenstics
of the BulbousBo*."
d e vi c e in pr ac t ; c als h i p b u i l c i r.r. l l u t ti re e x i s trrrg
ci esi gi r Zostn Kiokai,vol. 10ti,Dec. 1960;ilx Juunrc! ol the B':,txh ihry
.\ssoctotion,Vol, 16, I961.
rnetlrcxls
arenotsufficientf or cu:tr
of u bulbslrio Resr,arclr
'I er estirnation
6 lnui, T. and Takahei,T., "Wa"e CancellinsEffectsof the
ani for modernbulb ciesign. well-dimerrsioned
bulb im'Passenger
CoasterlXurezrai
\ylaru,
proles mostof the propertieso[ u sirip. Therefore,quulitative WavelcsBulb on the High-Sp'eed
I'}urrl-lll)," TnsenKiokci,Vol. Il0, Dec.i951.
and quantitativeguidingrulesa;enecessirry
for its i:rcneficial
7 Kerlen,H., "Entwurf
Bugwulsrerr
iur volligeSchiffeaus
'on
apclication.
t l e r S i c l rdt e r P r u x i s , I"/ A N S A .N o . 1 0 .I 9 ? 1 .
"Theoretiscire
Contparedwith the inrlirccti;:ilut,rrcc
S Kraclrt,A.,
uf u bulhus borvorr
untl erperinrrrrtclle.
Untersuclrurr{urr
vorlBugu,irlsten,"
FDS-8rncirt.No. 36, l9?3.
thrustcieduci.ion
arrtlrr':rkef ruci.cr;,tlrc irulb alsoinfluerrces firr die .{rrwendunq
I Krucirt,A., "Dcr liugwulstalsEltwurfsclcnrelrt
irrrSc.lriffilru,"
drrectl,v
the rvake<listriirutiorr
in lir.:llrorx,licr1llarr.,.I.-xt.c1lt
S'l'()-Johtbuch,
Bund?0, 1g76.
for ti)estrorlslvdarrrlxdpitclrirr{rr,otion,
thc bulb slrillhu the
"llulbous
10 l'akahei,T.,
Bow Dtsign for Full Hull Form1" Troru.
sameseakeepirrg
qu:rlitiesasl bulbless
ship up to lleuufort6. Societvof Nrval Architects
ol Japan,Vol. I I9, Niay1966.
-schneekluth,
Tirerefore,reglrdiessof seukeepi::g
ust)ccts,
the bulb design
ll
l!., "Kritirien zur liug*'ulstverwendung,"

nuy be carriedout in view o[ thc s:nqrth-u.ater

pcrforrnances J I U - -tAtr f D uC n. r v tJ .
!9 Taniguchi,K. and Tamura,K., "Study on the Flow Patterru
orl!;-. In na'.igaiicn in ice, the bu.:ousbot^,haiproued to be
Around
the Sternof a l-argeFull Sh.ip,"Mitsubishi,Technical Reoteu,
aovan(ageous.
V o l .? , N o . 4 , 1 9 ? 1 .
The mostirnportanteffect of a bulbousbow is its influence
13 Tatinclaur,J.-C.,"Efiect of BilgeKeelsanda BulbousBowon
on the different resistance
cootuJ!:.otsand, consequently,
on Biige \rortices,"IIHR ReportNo. 107,Feb. 1965.
the requiredpowe!consumption.By attenuationof thebow
l4 van L,ammeren,W. P. A. and Muntjewerf,J. J., "Researchon
< t\v

Designol BulbcusBows

!{.EX k* Shipc .Part lL A Still Water Performanceof a 24000

DWT Bulkcarrierwith a l-arge Bulbousbw," lnteraatkmal Ship}l;,tldingProgress,Vol. l?, i_96S,p {S_9.
l5 van fammeren, W. P. A. and Pangalila,F. V. A., "Research
on Bulbous.Bow S_hips_ Part Il 8," Iiteraational Shipbuilding
Vol. 13,No. l37, Jan. 1966.
Ptogress,
"Da: Veriralten einesschnellenFrachtschiffesmit
. 16 Wahab,R.,
lonventionellem
Bug und mit Wul*bug in Seegang"S7]}lolvhtch,
Band60, !966, p. 233, .
lj $hi, X., "t'!.{el.!leeriments on the Effect of a Bulbou Bow
1360,Oct. 1960.
onShip_Slamming,'..pJV_|neport
'Frank,
Wi "ftte Heav6 Damping Coefiicientson_Butbous
l8
Cylinders,
PartialiyImmersedin DeepWiter," Jaurnal oJ Ship Re'
lcsrcir,Vol. ll, No.3, Sept.1967,p. l5l.
E, "Ships with Bulbous
l9 Dillon, E. S.,L,ewis,E V., end Sc.ott,
Bow:in SmoothWeter and in Waveg" Tx.r"ls SNAME, VoL 63, 1955,
u ?26.
'
20 Wahab,R., "Researchon BulbousBow Shrps. Part i 8," /ntcnatioaal Shipintding Pmgress,No. 1{2, 1966,p. I81.
2l Brnhl W., "Der Eugwulst in der Fidahrt," &;h;l! und Hafm,
Vol.93,No. l, 1971,p. l?.
92 Yim, B. and Shih,H. K, "Minimum Wave BulbousShipHulls
with ParallelMiddie Body," Hydronauticslnc. Technical Report
Il?-9.
23 Baba, Eiichi, "Anal.vsisof Bow Near Field of Flat Ships,"
I'iitrubishiTechnicalBulletin No. 97, l9?5.
9{ Baba.Eiichi,"Blunt Formsand WaveBreaking,"SNAlvlE Fir$
D.C.,
ShipTechnologyand Research(STAR)Svmpciurn \A/ashinglon,
Aug.1975.
25 Wieghardt,K., "ViscousResistance,"Isth IT|C, Vol. l, l9?2,
p. E3.
'
26 Eckert,E. anCSharma,S. D., "Bugwfilstefur ]angsame,vollige
schiffe,"sTC-Jahr$rch,l9?0, p. 129.
eines
27 Eggers,K,, "Uber die Ermittlung ciesWellenwiderstrndes

Schiffsmodellsdurch AnalyseseinesWetlersystems,-Schdls technih

Vot. 9, t962, p. 46.
28 Ward, L W., "A Method for the Direct Experimental DeterminationofShipWaveResistance,"DoctoralDisirtationsubmitted
to the Facuhyol StevensInstituteoi Technolog,v,
Hoboken,N. J., May
:"
1962.
29 Schmidt.stiebita H., "systematischeErfassungvon 6rtlich am
Schiff anzubringendeStau-'bzw. Unterdruck erzeus"ende
EJemente
zwecksVerring-rung der Wellenh6heund damit dd Welienwiderstancies,-Schilf und"Hafm, Vol. 12, 1960,p. ?46.
S0 Daga;,G. and tulin, M. p.,':Bow WavesBeforeBlunt Ships,"
Hydroruuics, i"..: R;;;h
ir ffyai"ayr""rio'i;hiliil;fih
11'?:i;.--"*'
. 31 Kracht,A., "Theoretischeund experimentelleUntersuchungen
geqebcnerSrchilfsiber die Verringerurrgdes Wellenwiderstandes
formen durch den Bugwulst," Bericht No. 166-dl lnstituresfur
Schiffbau,Hamburg,1066.
32 Kracht,A., "Lineartheoretische
Abhandlunsfiber die ootimale
Verringerungdes Wellen*'iderstandes
gegebener$hif fsiorrnendurch
einen Wulst in svmmetrische-r
odeJ asymmetrischerAnordnung,"
BerichtNo. 183des Institutesflr Schtffbau,Hamburs, l96T.
33 Saunders,M. E., Hydtod1namil in Ship design, Yol. 2,
SNAME.1957.
34 Weicher, .D., "Bemerkungen zum Bugwulstentwurf,"
Seeuirtsciwft, Vol. 3, No. I i, 1-oT
l, b. 827._
35 Xerien, H. and Peterslragen,
H., "Uber den Einfiup ernes
Leistung
und
Ceschwindigkeit
einesvolligen Fralugwuls-tes.auf
chtschiffes,"HAA,SA,v;1. t05, No. t2, l9*, p. tfi$-106?i
96 Certler,M,, "A Reanalysis
of the Oriqinal Test Data for the
Taylor StandardScries,"DTMiI Rer:ort806,j954.
Aka. 37 . Guldhammer,H. E., and Haivald, Aa.,Ship Resistonce,
demiskForlag,Copenhagen,l9?,1.
"Weitere
38 Kracht,A..,
Untersuchungen
irber die Anwendung
von Bugu'rilsten,"
VWS llerichtNo. 811/?8,Berlin,19?8.

Discussion
Bohyun
Yim,Member
not
hereirr
aretheopi:rions
of tlrediscusser:rnd
lTheviewsexpressed
irmssarily
those
of theDeplrtnrcntoi D=ietse
or thel)epartnlerlt
of
theNavy.
J
Thispaperhasdemorutratedclesrlvby experimentalresults
frommanyshipsthat additionof a bulbousbo.,vcan reducea
largeprtion of the residualresisiance
of a ship. The charts
*'iththeapproximate
valueso[ imporiarrtdesignparrmeters
for bulbous-bow
shipswill be very u-.efulfor na,ralarciritects.
Althoughwe know the mechanismof the buib effect in the
theoryof waveresistance,
the optimurnsize,shape,ar)dlocation
of lhe bulb cannotbe obtained:rccurlteh,because<lf the
u'eaknes
in the theoryof waveresistrnce.\\'e all knorvwell
th:rtthe presentlinear theorycan0otlccurately preciictthe
resiitance
of oceangoing
shiF. This isrviryexperimentalrcrults
arevaluable
in shipdesign Howeve;,it isobviousthat u'ehave
to makefull useof theoreticalkno,"iedgein order to havea
btter design.
In bulb design,we recognizethat thereare two typesof bulb:
doubiettype and sourcetype. The former reducesthe sinecomponent
of elementary
shipwaveswhilethe Iatterreduces
llrecosine-component
of elementari'ship *'eves. Although
angieshavedominormalshipswith relativelyiargeentrance
natingsinewaveswhich requirethecioublet-type
bulb,there
u,hic'hrequirethe source-type
areshipswith holioww'aterlines
bulb. That is, the bulb shapedependslargely upon the $'aterlineshapeneartheshipbow. I u'onderwhetherthiseffect
isreflected
in the chartsshownin tirepresentpaper? Block
ship
ceff icientandFroudenumberarenotenoughto represent
parameters
relatedto bulb design. In this respect,Yim'f

simpieciesign
methodfor a bulbousbow for a particulprship
ard designspeedmay be useful.
At the David W. TavlorNaval ShipR&D Center,several
bulbsciesignedby Yim's method have been testedand satisfuctor,vresultsobtained. Becausethe method useslinear
theory,thecomputedbulbsizeis sometimes
slightlylargerthan
optirnum,yet it givesvery useful guidance.

EiichiBaba.Member
'l'lreciesignchartsof bulbousbowsprovidedby the author
'small
are suitableespeciallyfor shipswith'relativell
block
coefficients. For thoseships,the wavemakingphenomenaare
irr[luerrccrl
notorr.lyby tlreentrarrce
partbut ulsobv tlremiddle
part arrcltherun part,and the {orm effecton viscousresistance
is relativelysmall. For full formsof C6 ) 0.8,however,rather
large viscouseffectsare includedin the residualresistance
conlponent.Therefore,the scaleeffectis not takeninto accountir: theauthor'scharts. Further,astheauthorpointedout,
for full forms the wavemakingphenomenaare mainly dependingon the entrancepart. Therefore,the characteristic
lengthfor theexpresionof Froudenumbershouldbe entrance
lengthl1- or ship beam8y5 insteadof ship totallengthlp2.
Tlre uuthorsaysthat at the preliminarvdesignphasethe entranceparameters
Cps and L6 are unknown. However,if
designchartsfor full formsbasedon the entranceparameters
are provided,they may be'effectively
rsedin the preliminary
designph:r-se.Actuallyat MitsubishiHeavylndustriesa dtsign
rnethcxjof full forms brsedon entranceparametershasbeen
developedand since 1963hasservedas a routine method as
outlinecjin referencel2ai. Our designmethodfor full forrns
is basedon the following experimentaland practicalevidence
-if
of towing testdataof more than200
"A SimpleDtsicnTheorvrnd l,teth<xi
for Bulbots clerivedfrom the anrJl,ses
irn,ttuirrun,
Vol.18,Nc.3, Sept.1974, full forms
Bows
of Ship,"/ounal iJ Shipdesearch,
< 0.20, Cs ) 0.80) with a
1. Fo'r fuli lorms (olJffi
pp.l{ l-152"
Designof BulbousBows

211