SNANE Transactions, Vol 86, 1978, pp. 197-217 Design of Bulbous Bows Altred M. Kracht,” Visitor There is no doubt that bulbous bows improve most of the properties of ships but the correct design ‘and power prediction for ships with bulbous Lows are sil ificull dve tote lack of design data. In the paper, # quantitative design method is presented togethor with tha nacessary data providing rela. tionships betwoen performance and main parameters of ships and bulbs. The data, inthe lor of design charts, are derived trom a statistical analysis of routine tet results ofthe Hamburg and the Berlin Model Basins, HSVA and VWS, respectively supplemented by results of addtional tts 10 fil the gaps. Tiree main hull parameters are taken into account. block coetficient,length/beam fall, and beanvsrat rato, while si bulb quanttios are selected and reduced to bulb parameters, ‘of which te volume, te section area atthe fore perpendicular. and th protrucing length of the bulb {19 the most important. For power evaluation, the total power fs subdivided nt a trctonal and a ‘residual part. Depending on bub parameters and Frouse number for each Block coeticient of the ‘main hul, six graphs of residual power reduction have been prepared. Because of the wide range. a Of block cootticients, here are so many design charts that only one example is presented her Introduction NEARLY 90 YEAHS AGO, R.E. Froude [IP interpreted the lower restance of atorped boat, aftr fitting of torpedo tus, athe wave reduction effect ofthe thickening of the bow dus tothe torpedo tube. D. W. Taylor was the frst who recognized the bulbous bow as an elementary device to reduce the wave making resistance. In 1907 he fitted the battleship Delaware vith a bulbous bow to inerease the speed at constant power. In spite of great activities in the experimental field to explore its potential, 70 years had to pass before the bulb finally asserted itself a8 an elementary device in practical shipbuilding. A suitably rated and shaped bulb affects nearly al of the prop- erties a ship. Especially for fast ships, the use of «bulb allows a departure from hitherto accepted design principles for the bent of abate underwater fore ‘The igher bali ts ae the only disadvantage. The protruding bulb form affects hydrodynamically a variation ofthe velocity field in the vieinity of the bow, that i, inthe region ofthe sng ship waves. Primarily the bulb at tenuate the bow wave system, which usually s accompanied 2 by reduction of wave resistance: Dy sonthing the flow around the forebody, there is goal reason to balbendsto reduce the wna reastane toe Thcelon te beneficial action ofa protruding bulb depends onthe size, the Paton, and the form of the bulb body.” See Fig, | ‘The linearized theory of wave resistance has provided the rain contribution tothe understanding of the buy ction (Wigley (8), Weinblum (4, Inui (5,6). Butit sof no great use Fig. Bow wave patern of @model without (upper picture) and with forthe project engineer. In the preliminary stage of his project, bulbous bow (owor pistol (Cy = 08, Fy = O29, hey Aue = he needs fundamental information on which to base concrete 0.074) decisions, Later, in the realization stage, the quantitative as wel as qualitative guidelines are important, because the hy- of action of a bulb and the influence of bulb parameters on lynamic phenomena are not describuble by few geometric resistance or power reduction, respectively, are described in form parameters alone. For this reason, inthis paper, the mode 4 qualitative manner, guidelines for bulb design are alo in adel Bes, etn: Cerany pesurch pobre ie ofet clea faa aero ntjaeketsdeagnteWeference a nd of paper. Fsearc projet tha pen ol tthe Annual Meeting, New York, N. Y., November of the Hamburg and the Berlin Model Basins supplemented by THeSOCHETY OF NAVAL ARCHITECTS AND Maxine Tesults of additional tests to fill the gaps.. The charts are new and therefore tll in need of improvement and completion. 197Bose 0, 4-Type db, O-Type. Fig.2 Bub types c, Ve Type Bulb forms and parameters For an adequate presentation of the hydrodynamic prop- erties of bulbs, itis necessary to systematize the different ex- {sting bulb forms 7] by means of geometric parameters. Ob- viously a definitive description of «bulb shape, just as fora ship form, with a finite number of geometric parameters, isin possible, But a rough classification is possible using only few parameters ‘With the shape of the cross seetion Ar of the bulbous bow at the forward perpendicular (FP) as the main criterion, one can differentiate three main bulb types (Fig. 2) 8: (a) A-Type: Fig, 2(a) shows the drop-shaped sectional area Anr of the delta-type with the center of area in the lower-hall part. This shape indicates a concentration of the bulb volumne near the base. The Taylor bulb and the pear-shaped bulbs belong to this type. (b) O-Type: Thistype ( 2b), withan oval sectional area Agr and a center of area in the middle, has a central volumetric concentration. All the circular, elliptical, and lens-shaped bulbs as well asthe cylindrical bulbs belong to this type (c) V-Type:. ‘The nabla-type also has a drop-shaped see- tional area Aur (Fig. 2c), but its center of area issituated in the uupper-half part, indicating a volume coneentration near the free surface, Because ofits favorable seake this type isthe most common bulb. ‘With respect to the lateral contour of the bulbous bow, two typical classes are distinguishable (a) The stem outline remains unchanged‘us with the Taylor bulb. These bulbous bows do not have favorable properties and are no longer built today. (b) The stem outline is changed by the protruding bulb as with all modern bulbous bows In addition to these classification criteria, quantitative bulb parameters are necesary for delineation of the bulb form. The author is of the opinion that six parameters are suficient for all practical purposes. Figure 3 shows the three linear and three nonlinear geometric bulb quantities that are reduced to the bull parameters, that is, normalized by the main dimensions of the ship, as described in the following, ‘The three linear bulb parameters are 1. The breadth parameter, that is, the maximum breadth By of bulb ares Avr atthe FP divided by the beam Bus of the ship jing properties, Con = Ba/ Bus 0) 2 The length parameter, that i, the protruding length Lea normalized by the Lyp of the ship Curn = Lon/Lre @) 8. ‘Thedepth parameter, that is, the height Zy of the fore: ‘most point of the bulb over the base divided by the draft Tp Con = Za/T re ® of the linear bulb parameters is easly possible project phase. ‘The breadth By is not necessarily the t bulb body that, for hydrodynamic cean also be loeated before the FP. ‘The depth pa- Nomenclature. rea of ram bow in Longitudinal plane, n® ‘ar = cross-sectional area at forward perpendicular (FP), ‘Aves = midshipsecton area, it maximnum breadth of bulb area Apr, em team, midship,m block, midshipsection, prismatic, and waterline coelliients, respectively prismatic coeficent, entrance fretonsl or residual resistance cooliclent, re spectively residual power displacement coefficient dual power reduction eefficient lateral para rss section parameter breadth parameter ath parameter volumetric parameter depth parameter diameter of peopel, or wae Fil, respectively, Fy Vs/V@X Lop = Froude number Hy = total height of Ayr. Le, Lep = length of entrance, ot between perpendicular, respectively, Lan = protruding length of bulb, wo Po, Pr, Pa = delivered, rictional, or esidual power, respec: tively, PS Par Paa = effective ritional or effective residual power, respectively, PS AP} = residual power reduetion fuctor Ap, R, Ry = {retional total or vicous sistance respectively kp yp, wy, Rive = viscous residual, wave-breaking, or waveabing resistance, respectively, kp Aftwa, Awe = bulb effect on wave-breaking or wavemabing resistance, respectively, kp Ry = secondary bulb effect, bulb effect on viscous re stance, kp Reynolds number ship surface or total bull surface, respectively, Aral at FP oF midship, respectively, ship spe, knots total ulb volume, volume of protruding bub part, Alisplacement yluae, a Iaeight ofthe foremoat bul point over basline, thrust deduction or wake fraction, respectively "wo = propubive elficioney = viscoity of water 5)? b= density of water, kpst/mnt 1g = acceleration de to gravity, m/s? 198 Design of Bulbous Bows |Yr = f Aorladdx be Fig. 3 Linear and ronlinasr bulb quantities ‘ameter isa valuation factor ofthe beach slope ofthe bulb top (thick line in Fig. 3). The three nonlinear bulb parameters are 1. The cross-section parameter, tha is, the cross-sectional area Agr of the bulbous bow at the FP divided by the mid- shipsection area Ay ofthe ship Cane = Anr/Aus, (a) 3 rhe lateral parameter, thats the area of ram bow Any, in the longitudinal plane normalized by Ayes Cast = Aa /Aus 6) 3. The volumetric parameter, that is, the volume pa of the protruding part of the bulb divided by the volume of dis- Placement Vwi. of the ship Vonl Ww 6) ‘The volume ¥ pa isthe nominal bulb volume. “The total or effective bulb volume V ox isthe sum of ¥ pu and the faring, volume Vr, which results from the fairing of the bulb into the ship hull Finally, a distinction is possible between an additive and an implicit bulb. An additive bulb increases the displacement volume ¥ ws of the ship by the effective bulb volutne ¥ nex ‘The etional area curve of the original hull remains unchanged On the other hand, the effective volume ¥ yuu of an implicit bulb is part of the displacement volume wr of the maia hull, that is shifted from unfavorable regions and concentrated in the vicinity of the forward perpendicular. By this proces the sectional area curve of the original ship is changed. Cyrm Influence of a bulbous bow on the properties of a ship Before discussing the influence of the bulbous bow on t ship's resistance and required power, respectively, we should mention other important hydrodynamic qualities which play ‘role in the decision whether a bulb should be used or not. "The change of resintance influences the thrust loading ofthe pr Peller and, consequently, other propubive characteristics of the ship: for example, the quasi-propulsive eoulficien, the wake nd the thrust deduction fraction [9-11]. Figure 4 shows th indirect influence of a bulbous bow on thrust deduction and wake fraction, Both are increased by an additive as well as by animpliit bulb, ifthe bulb ship hasa lower total resistance than the bulbless form. But there is also a direct influence of the bulbous bow on the wake distribution in the propeller plane. In Fig. 5 the radial distributions of axial wake components of ships with and without a bulb are compared. Within the propeller disk area the axial wakes of all bulb ships are higher Design of Bulbous Bows Additive bulb Agy /Ays=0057 wt (ae Siero @afog a — | —— {~~ _ltncustdeduction fraction’ t ease] | C_=080 ony aa eh 1) implicit bub Ay £0101 —+4 wake traction w paren cepecton —t+—->- ozo} [ecient TT | | Ses0s7] ol Yi tt Fd oe 08 aso Fig. 4 Influence of a bulbous bow on thrust deduction and wake fraction (----- with, —— without bu) 07) +, Ce fu Aah = 4 057 0322 ai01 os B 059 0271 0085 € 080 0177. 0057 02 mod A imptecit os mot sive | bu SttmodC aadtive To 135 Fig. 5 Intuonce of a bulbous bow on the ratial distribution of c= ‘urmlerencial average nominal axial wake component (- —— without bulb) than the wakes of the bulblessones.. The reason for this s the change of flow around forebody and bilge, which is observable in the model ease up to the propeller disk {12, 13]. But in the correlation of model test and full-scale results, scale effects play 4 very important role [10] and itis not certain if this bulb effect isalso found atthe ship, Although unfavorable effects ae possible, bulbous bows in eneral do not influence the course stability or the mancuver- ability (14), No significant changes of the overshoot angle or the period in zigzag tests could be established. The bulb isan ideal place forthe arrangement of bow thrusters und acoustic sounding gears. ‘The seakeeping qualities ofa ship are. special problem, very broad field, which will be discussed here only briefly 198a tos 70% Fig. 6 Damping cooticiont * of pana immersed bulbous cylinders 'a function of wave number k [12] imum bending in the midship section (15, 16], In spite of the higher relative ‘motion ofa bulb ship, the danger of slamming of a wellshapedt bbulbisno higher than with the bulbless ship|17), In detail, the bulb mitigates the pitching motion of the ship by its higher damping. It should be mentioned here that the damping coefficient of bulb cylinders in a two-dimensional case vanishes for a certain wave number {18} us shown in Fig. 6. Since nonbulbous cylinders do not show this quality, the damping effect ofa bulbous bow, for example, of O-type, ean vanish for definite wave numbers, and the bulb ship moves like a bulbless one. In regular waves, model tests show thatthe ertical Froude number Fy from which the bulb ship begins to be superior increases with increasing ratio ML (15). Asa function of VL at constant Froude number, the resistance of a bulb ship in creases more rapidly than that of the bulbless form. Therefor ‘mast of the smooth-water advantages of bulb ships vanish above about X/L = 0.9. In irregular waves, nearly all bulbous ships have disadvantages above Beaufort 8. Since in the North At- lantic the probability ofthe occurrence of wind intensity m than Beaufort 8 is only about 10 percent, and up to X/L- 08 the bulbous ship isthe best ship [20] regardless of seakeeping aspects, the bulb design consequently may be carried out in view of the smooth-water performances only In navigation in ice, the bulbous bow has proved to be ad vvantageous. Its form enables tipping of ice floes coming from the front in such a way that they glide along. the hull of the fo reship with their wet-side friction evellicient, which is stall, Due to this effect, the speed loss of a ship with a bulbous bow is smaller than that of a bulbless one If from the beginning a bulbous bow is included in the shaping of the underwater bull form, then for fas ships spe- cally itis posible to eave the traditional recommendations on the fallns ofthe forebody and the unavoidable abut postion Of the center of buoyaney. Without disadvantages, the bow bbb allows a fuller foreship form and therefore better trim andl stability properties. Using an implicit bulb, a more slenel aft-body is possible at constant total block coefficient with improved propulsive performance. Without inerease of the resistance, a greater angle of entrance for the waterlines eam be used as compared with the accepted practice so Far [22 Resistance and bulb effect ‘The most important effect of a bulbous bow isits influence on the different resistance components and consequently on the required power. Although the design charts represent the power reduction due toa bulb, for a better understanding Use hydrodynamic phenomenon shall be discuswed by mean ofthe influence ofthe bulb on the resistance. For this purpase the following subdivision ofthe total resistance i used v + Rwe + Rwa= Re + Ryn + Rwe + Rwe (7) Viscous resistance frictional resistance viscous residual resistance wwaveraking resist Ryn = wave breaking resi ‘The liter two components are related to wavemaking, ‘Their contributions to the total resistance are very different fo ships with different block coefficients and speeds. Here, an expla is to be found for the faet that the resistance reduction ncced the wave resistance additional bulb surface always increases the frictional resistance fp, which isthe main part of the viscous component Ry. Up to nos, it isnot quite clear whether the bulb affects us residual resistance lyn due to the variation of the velocity field in the near bow range (25, 26). But inthe rean alysis of test data based on Fro hod, presented her this open point is of no account 1 Tiere dub concerning the nflyene of the bus bow on wavemaking resistance Rwe. T ed thew) of wave resistance his rendered the most important contribu. tion to the clarification of this problem 18, 4). According to this theory, the bulb problem is a pure interference problem of the free wave systems of the ship and the bulb. Depending on phase difference and amplitudes, a total mutual cancelation of both interfering wave systems may oceur.. The posto the bulb body causes the phase diffe lated to the amplitude. ‘The wave resistance is evaluated by alysis ofthe free wave patterns measured in model experi- 5 (5, 26-28) raking resistance Rwy depends directly on the rising and development of free as well as local waves cinity of forebody and isa question of typical spray ph enon. Understanding of the breaking phenomenon of ship waves is important for the bulb design for ful ships. Rw it cludes all pats of the energy loss by the breaking of toosteep bow waves, The main part of this energy can be detected by wake measurements 23, 26}, The local wave system contri utes the main part to this resistance component. This wave system consists mainly of the two back waves of bow and ster which are generated by deflection of the momenta dleflection rate ofthe flow isa degeee of the steepness of these back waves, of which only the bow wave is of a practical in portance in bul desi The wave-breaking resistance can be diminished only insofar as itis posible to prevent the breaking of bow waves. Ac cording to the reason of its creation, this is only possible by changing the deflection of momentum or the bow near the velocity field, respectively. In principle this may be achieved tot only by abubbous bore, but by sutable hydrofos as well [29]. A theoretical t of the linearized problem has recently begun |23, 30} ‘The effect of the bulb on the different resistance components 200 Design of Bulbous Bows a nearscan be discerned by taking the differences of the corresponding resistance components of the ship without (index o) and with bulb (index w): Rr = Bro ~Rrw = ARy + Shwe + ARwe (8) Consequently its possible to define three different bulb effects Inany case, a positive bulb effect AK means a ress Auction, and vice versa. ‘The two latter terms in equation (8) account for the primary bulb effect, which for bulb design are ‘he most important. ‘The difference of the wave resistances Rui + Rw @ {the interference effect, which isthe sum ofthe interference resistance Rwy and the wave resistance of the bulb body Rwy slone. Its contribution to the total bulb effect can be estimated by an analysis of the interfering free wave patterns [26]. Ac- cording to Froude’s law, it can be scaled directly tothe full-scale ship. Only for slender fast ships docs it give the main propor- tion tothe total bul effect, where the amount depends essen tially on the bulb volume and the sign on the longitudinal po- sition of the bulb center The difference between the wave-breaking resistances ARwe = Rwee ~ Rwew Awe = Rw — Rw 10) isthe breaking effect, which isthe main contribution tothe total bulb effect for Ful, siow ships. Is contribution is: the bigger the bulb, the better the deflection of te flow in the vieinity of the bow region. This means for the bulb form an optimal distributed bulb volume in the longitudinal direction to mini ‘mize gradients of the hull surface in the region of rising bow waves. Using geosim model tests, Taniguchi [12] and Baba [3] have shown that the wave-breaking resistance, and conse: ‘quently the breaking effect, is Froude number dependent. ‘The difference between the viscous resistance parts ARy = Ryo ~ Ryy Rew) + (Bre Ryne) (11) isthe secondary bulb effect, which is of minor importance for the total bulb effect. Due tothe larger surface of bulb ships, the fictional resistance term of equation (11) is always negative ad diminishes the bulb action. For reasons mentioned before, the contribution ofthe difference of viscous residual resistance isnot taken into account Finally, the question has to be answered whether equivalent ‘variations ofthe ship may result in the same improvements. as aa addition of bub, fr example, an increase of block coe ficient Cy corresponding to the bulb volume, or an elongation oft og tothe bul length Ln Tt has nts [14] and by linear theory [23 i be achieved by form variations (9) Influence of bulb parameters on bulb effect Atconstant Froude number Fy, the bulb effect isa function of allsix bulb parameters: AR = F(C yen, Cars Camis Cuen Crn, Con) (12) This multidimensional relationship complicates the under: standing of the dependencies on single parameters, the knowledge of which is very helpful for bulb design. -Unfor- tunately, quantitative description of these dependencies is posible in ony afew eases, because systematic model expe ‘mens are too expensive and some parameters cannot be varied independently. On the basis of lincarized wave resistance theory, however, a qualitative picture can be developed, sup. ported by special model experiments, for example, the wave «ats [26], which not only prove the tendency ofthe dependence ali? | _-o 4 ‘exceriment \ Rye Rw | 92 Cypr = x +0013 Fig. 7 Dependence of interferonce and primary bulb effect on the length parameter Cioq = Loy/Lrp. Comparison of theory and experi- ‘ment with an elementary ship ofthe form (24,6.0.72.1.0) [31] Because of the doubts connected with the secondary bulb effect, the following consideration is confined to both parts of the primary elfeet only—to the interference and breaking effect, respectively. The relationship between the two and. th ade of their contributions to the total bulb effect are not discussed at this sage. According to linearized theory, the interference effe pends on the volumetrie paramet quadratic manner [32]. Cypn ian The Breaking eff lar de With increasing bulb volume, both effects increase {uo 4 aximom witha subsequent decrease. The optimal bulb volumes corresponding to the maximum values of the different bulb effects do not, in general, coincide. For the interference effect, the optimal volume ean be estimated for 4 given ship-bulb combination by the wave cut method [26] Ina similar way, the interference effeet depends onthe breadth and cross-section parameter. For a constant bulb volume and depth, the le Cire = Len/Lpp has a great influence on the interference ef- fect. Asitisa measure or the phase relation of the free wave systems of ship and bulb, typical maxima and minima appear as a direct consequence ofthe interfering waves. As shown in Fig. 7, this tendency is confirmed by madel experiments [31 The influence ofthe length parameter on the breaking effect can be caught intuitively by its mode of action. With in- creasing Cin, thiselfect inereases at frst and after a maximum decreases monotonically to zero, due to the fact that the de- flection of momenturn in the vicinity ofthe bow is hardly al tered by a very long eylindrical bulb. Because the lateral par ‘ameter i strongly related to the length parameter, its influence ‘on the bull effect is similar. The dependence ofthe interference effect on the depth pa- rameter Czp = Zy/Tep is described simply by linear theory because the term Zp of a spherical bulb coincides with the center of the sphere. If such a bulb of constant volume and longitudinal position is moved from infinite depth up to the water surface, the interferential effect increases at first monotonically’ from zero to a maximum, decreases subs quently, and finally becomes negative due to an increase of the resistance of the emerging bulb body. ‘The breaking effect bbohaves similarly, but it ean become postive again, if Zp > Tp, as with the V-type, In this ease the behavior of a ship-bulb combination i similar to a longer main hull increased in length by Len th parameter Design of Bulbous Bows 201e@ saaeiay be" [ff Oo Ease ALC LN i060 c.ca| Lots Z\ ro es 080 OE Fig. @ Optimal bub volume Y, of a ship-bulb combination as a function of Froude number Fy. The prismatic coettcient Cp of the ‘lamentary ship form (2.4,6,C>,1.0) I tho parameter of the curves (3 ee tia ‘Sul aenetay ie / tT aeta02s 7 oa RT | NT 2.05} Fig. 9 Optimal bulb volume , ofa ship-bulb combination with Cp = 0.72 a8@ function of Froude number Fy. Depth position Zp the Parameter ofthe curves [31] Influence of ship main parameters on bulb size and bulb effect Linear theory permits comment on the ship main parameters on bulb size. ‘The theoretical results relate tothe interference effect only, but have general validity throughout and, in particular, are applicable to the breaking elfect. For discussion, the most suitable case is the optimal bulb, which minimizes the wave resistance of a shiprbulb ships of the form (2,461.0) (91, it may be shown that an increased prismatic cefficient Cp or block coefficient Cy, respectively is associated with creasing volume ofthe optimal sph b. Figure 8 gives ‘an impression of this act. From thisit follows, for ships with long parallel middlebody, that with increasing Cpe, Lrya/Ler and decreasing Ly/Bys the optimal bulb volnne Seca (Yimm [22], Fig. 4). The depth of the bulb has a similar influ. fence. Asshown in Fig, 9, at constant Froude number Fy and uence of some longitudinal position, the optimal bulb volume increases with increasing depth position Zy. Moreover, both figures clearly indicate the enormous influence of ship speed on optimal bulb volume, which increases in an undulating manner with in. creasing speed. These theoretical results are upper limit for the actual effects. While their absolute values are hardly of practical interest, the tendency of the dependence of bulb volume on speed, block coefficient, length of entrance, and bulb pean well for the actual design e Since the wave system i ereated only by the nonparalle part Tull ad in the veal lid Ve foreby saesahe tain contribution, the length Loy of the parallel middlebody has hardly any influence on the bulb size and, therefore the same holds forthe length /beam ratio Lpp/Byys too. For sigs with Lyp/Bus > 5.0, the wavemaking resistance function of L/Bys, asshown by the upper limit curves in Fi 10 see also Baba [23), Fig. 10), The beam /draft ratio Byys/ Tus has a great influence on bulb effect, bulb size, and draft pu 1). Consequently, in-hull parameters nfortunately, in the pre Bus/ Tus, and Ly/Bys, design phase, Cpe, and often Le too, is unknown, ‘Therefore, the following design guidelines are mainly based only on block coefficient Cy and beam/draft ratio Bys/ T ws: Design guidelines for bulbous bows 1tis well known thatthe existing design tle, the lasicl method by Taylor are nat sufficient for poner bshipand for modern bulb design. ‘oil id ber of routine test result of ships without and with bub, eatred oat bythe top German model basis, have been reanalyzed in ¢ escarth Project. The design guidelines derive, the design chars and 4 computer program have been succeslly applied on verona ‘ccasions From the multitude of diagrams developed in his Paper, only one example is depicted. "For complete informa: tion, reference hus to be nade to FDS Bericht No. 96/1973} and VWS Bericht No. $11/78(38)._Itis emphasized that the ‘information content of the design diagrams eannot be better thar hal the arial data te, especial in the aes ih very small data collection Reanalysis of routine test results Since the bulbous bow affeets primarily the wavemaking resistance, the design guidelines should correctly be related to the wave of residual resistance. During preparation of the research work, it became evident, however, that ment of the usable data were propulsion rather than resistance test result, Since in principle it makes no difference whether the bulb ef. fect is derived from resistance oF propulsion test, a power specific bulb effect, or power reduction factor, respectively, was defined: AP* = 1.0—P4/P, As) {In this form the bulb effect i the power difference of theship without P, and with bulb Py related to the power of the bulbles ship. According to this definition, a positive bulb effect corresponds toa power reduction, and vice versa In order to separate the different friction resistance cot ponents of ships without and with bulb in accordance with Froude’s method, the total delivered power Py Po = Pat Pr (us) is regarded as composed of a frictional part (index F) and a residual part (index R). If the propulsive efficiency np is known, the residual power can be calculated as the difference 202 Design of Bulbous Bowsos] 2Seoe as|4CpoR os| 2Ceen oper ini uppeiinat “gon Tl os] Se =] Now In the beneficial speed range of the bulb ship. Unfortunately, {rom most of the propulsion test result, np could not be est mated, Therefore, as a first step in simplification of the reanalysis, a constant np has tobe chosen fo ships without and with bulb. ‘The mistake is small if in the calculation of the re- sidual power reduction factor by equation (15a), the condition bw = Noe isassumed. In general, the relat APs (15a) 203os | ACovn o4 | ot O18 019 020 oa a22 023 0% O25 T 026 Fy Fig. 12 lntuence of iterent propulsive conticints onthe residual power reduction cosicien ‘shown withthe ship-bu combination No. 7 of Tabio 2 —modet —-snip ow ove on a20 Fig. 18° Comparison ofthe rescual power reduction costicints trom {scale and model-scale measurements (lor main partculars, see Table 1) Pare > Pere (because Sy > S Pow wy and Prete > Poetioe hold. Consequently the numerator difference of equation (15a) is Powndw ~ Pere > Poe ton ~ Pere Dut because of we/ nw < 1.0 itis (Poetow — Pere) ™% ~ (Pre nde — Pere) te 204 ‘Therefore, the residual power reduction factor used here is Pi = 1.0~ (Pow ~ Prru/nn)/(Poo Pete/no) (18b) Because a few propulsive efficiencies are known only in the collected routine test results, ina second step of simplification an ap has to be defined that should be constant for al ship-bulb combinations within the whole range of block coefficient C Frou the scarce experimental results and practical ex appeared to bea very good mean value. For normal ships, 9p is between 0.6 and 0.8. ‘Therefore, itis important to test the es of divergence of ny from the mean value 0.7 on residual power reduction coefficient ACpra. As shown 12, a change in np of 3 percent affects at low Froude numbers, Fy, a change in ACpog of only #4 percent at higher Fy of only £1.5 percent Further analysis is facilitated by the introduction of di ionless coefficients as follows. To eliminate influences ship hull form, the power displacement coefficient Coe = P/(0o/V39VE) (a9) is chosen. This leads to a residual power coefficient Cron = Pol o/ V3 Wii) ~ Cr8/(1oY Vx) (20) and with frition law Cr = 0.075/(logRy — 2.0)% tothe bulb effect related to the residual power coeficie 's.to the residual power reduction coefficient a) that factor k is not considered. ‘The residual power reduction coefficient can be sealed di- rectly to full-scale ship. Figure 13 shows the results of mea surements at ship [35] and model scale. The slight sea-wave influence on full-scale measurements is eliminated. That the ‘amounts do not coincide totally might depend on the different trims of the forms without and with bulb. Table 1 gives the main particulars of the ships. In case’, the delivered power of the bulbless ship is converted toa draft T’ = 657 m (21.55 lt) by aid of the Admiralty formula. Design of Bulbous BowsDesign charts Table 1 ‘The analysis of the many experimental results is sorted out by Cp-collectives in which many bulb ship forms with nearly the same block coefficients are collected. - There are so many design charts that only the ease of Ca = 0.7 is presented here ‘The variation of the residual power reduction coefficient by Ta ToT 736 cevation (22) ofeach ship form aT hoe orton Cron = F(Fy, bull form) (23) ve 0.6370 hus been calculated and presented as a function of Froude ee Soult | 4880 | Sno umber Fy. The curve parameter isthe bulb form (Fig. 14). | From these curves itis posible to derive eross curves for al six { | @ Lonline | = bulb parameters, which are collected in Table 2 together with, 78m] = neters of the ship-bull combinations Zultse| = = | e620 The derivation and fairing of these cross curves (Fig. 15-20) Bar/ans | = = | oo9se naturally are not totally without problems, because at only on faiAns| = = | 4107 variable bulb parameter the other five parameters are regarded volar] = | ames) = | gira asconstant. This assumption is correct in only a few eases for some parameters; in most of the cases, all parameters alter si- ‘multaneously. Therefore, each diagram contains an upper results which are evaluated in the same manner are compared limit curve which indicates the maximum possible improve- [31], Even ifthe optimistic theoretical results are not achieved ‘ment due toa bulb. Figures 21 and 22 show that the way of in the experiments, the tendencies are at least represented analysis and construction of design diagrams is justified. Incorrect! these figures, theoretical and the corresponding experimental The diagrams of Figs. 16-20, which are derived from the 05 AC ova j os | | 0 : 02, a1 ° i 1 ! a t 018 020 022 om 026 Fy Fig. 14 Residual power reduction coetficient of 14 ship-bul combinations as function of Froude number. Basic diagram fr Figs. 15-20 (lor main parameters, see Table 2). Curve parameter i the bulb form ‘able 2 Main parameters of ship-bulb combinations of the dala collected with Cp T 0.7 (see Fig. 14) ‘Frodet 1]2TaleTsle[7[e|o[ul un] ul ale Ce [Oeare [0 60F 1OGBRT [TSTE TUaze [GIES [NOBBT|TETET TOGTO TO TOO OTIS TOTS |OTPET OTIS] Ce fasi7s joases, la 7931 o72 | | [oes Pe ares lareer| 2 Cie {ose [0 99¢8 cares [09s |v sus [ou (09723 037» agp |o.9920|09420 lnoeta gece (aso Coe |ncees) (0721 [osats (ome |o me |q 723: [07% (0079 |nc4s? loeate loeges lacem \vewes £ tyiya 25499 6.088 |s 293 [essy7 vovel 5.702 |60% |6 0% |7 2094/7518 61m! lente 67% les? ¥ BVT {21539 3006 |31s3 |24285| ,0102| 2972 |3 16 ane |2a5rs|zcer (26a |e 3299 (3 0402 2226 118 13774 |3 066 {2072/2460 2x61 2935 |2.g76 |7u7a |n 1634 2007 |3501 |29280) 24861 |9 se [SHE] [EGS] DEDTTTOTOGTT OTIS |OTEE UIE UO weE OMT TOMTOM OTT TT Lesa [37% | 220s |346as|zese7| 3.063 |3200 3197 |2 N62 |3 N00 | 3.679 | 34690] 6807| 2 727 Teen {B02 Jou | 00433) 00329 | 00330 0.0369] 0.00 0036e | 0430" |Oozst |aazsa|aa325| 002% (aad ‘ing {01554 oso | 042 0142) |arrae | 717 | ast ores | 01598 J0162 | ars 01821 |1798 [arr Cag [06:77 |o6se0 | Sez | eran} ata) esse) osser05052| a1 |o6307| sae? | 05500 | 9950 asst Cpr | 01008 |o0ve5}0 1103 {01056 eso | 01035 01367 0706! [0.1032 [0.0856 0802 | 0.0878 [01090 | coos Cag |00829 | 01258) 0 286 | 01438 | 01516 | 01297 01696 | 01264 | a.922 | 0 1096| 01268 |o.1290 jo1st6 {0 u57 ren 9.3256] 01350 aso1s | 03928! 0 3606) a2671| 05878 | oaei | datz | a2%6| Gir | 0.018 [02056] 02978 Cea 12026 | 0.3782 | n6466 | 08712 | 03713 | 0907 | 1 2507|Cavs2| 1149 | a6200| 5177 | o6s%6 |20969| 06857 C3] 20877 141592905] 30228|2en2 | 309s] 30692] 24266] 2 ose |2 9173] 18757 | 2 suse | 24s45 | 29958 Design of Bulbous Bows 205,os. os apa = ACp¢R| bau a6 ov Cys 07 o34 eee oa jOiaiaesee 02 wel a2 Z. ee or Ay loz orf i Z % +07 c ° Win feos ed ns oor Ot vate 0 1 02 03 0 05 G6 eH) Traaumarmntglvnn wacin soins My 1 nel pew etn cone estaneg ng hevennan pean oe rm isan iy Sango ei ie tn fe reer a upper limit re ot dau cos be dor dow don alo dy da T Caar Fla: 17 Residual power reduction cootticlent asa function ofthe cross-section parameter (Gerived trom Fig, 14). Curva parametor i the Froude martes Cg +07 20+ 07 910 oO” O12 O13 Om O15 O15 Cig le } Fla 18 Rsioual power reduction cooticont asa function ofthe lateral parameter (derived from Fig, 4). Curve parameter isthe Froude number 206 Design of Bulbous Bowsos oats aceun [upper tirmt 4 ty o34 o2 hN. \ | Cg 07 or NS. a : = 07 er oo ee pee aaa LE 0025) og a5 doe Copa Fig. 19 Residual power reduction costicient as a function of the length parameter (derived from Fig. 14). Curve para ris the Froude number ost Besa per tim 0% 03 if az Ca = 07 4 1 = 07 or | 2 t ast a ov dw 05 0% oO” Ol dw 020 On Cog Fig. 20 Residual power reduction cotticient as function ol the breadth parameter (derived {rom Fig. 14) Curve parameter is the Froude number sm of Fig, 14 for Cy = the correlations ‘between bulb parametersand power gain. Regions may clearly be recognized in which certain bulb parameters are unfavorable and which are to be avoided. ‘The use of the diagrams follows from their derivation, terpolations are permitted inside the param while extrapolations should be avoided. If the of aship are fixed and a bulb is tobe fitted, th of bulb parameters and the power reducti ‘sposible by means ofthe desig Wook coefficient Cy. For this purpose, particulars, Lyp, Bus, Tus, and Cy as well as the Froude twnber Fy, are required. Fora given bulb parameter—which ‘an be any of the six parameters itis possible to read in the respective design chart at the curve of the known Froude number Fy the residual power reduction factor AGpen. With this SCpva, the remaining bulb parameters are estimated in the ther diagrams at the corresponding Fy-curve. Except for the configuration of the bulbous forebody. the problem is solved, because, for Fy = constant, al six bulb parameters are assigned toa constant ACpx UECp, Lep/ Bus, and Byys/ Ts ofthe bulbs ship are inside the ranges ofthe analyzed ship-bulb combinations for example, In. ter ranges shown, the estimati Design of Bulbous Bows of Table 2, then the residual power reduction factor ACron Yields the wanted residual power gain. If departures from the ‘main-bull parameters appear, the ACrex isa Good approximate value. Except for the beam draft ratio, the influence of Cp and Lpp/Bys deviations is small, so that a special correction is not necessary for these parameters. A general correction for- ula so fat does not exis. If the delivered power for the bulbless ship is known, then the required power ofthe bulb ship ean be caleulated by the following formula: Pp = (1.0 = ACpva Crore +(CS/(moY VEINS VE VV (24) here the residual power coefficient Crone of the bulbles ship tobe estimated with np = 0.7 according to equation (20), akniown delivered power ofthe bulless shi, inthe project he required power ean be calculated by the following Pp =((1.0~ ACren)Cx + Ce + ACEIE VIS (25) 207ales fe fe 253% — Cyaiot= 222% S2 it S29) itched Theory Le O85 Fy ia ACA * 19-CR wortnout /CR,W win build Fp. 21 Bulb effect on residual or wave resistance coeticient, respectively, asa function of Froude number. Comparison of theorticl and experimental resus of elementary ship torr (24.6.0.72,1.0), Curve parameter is the volumetric parameter of the total bulb volusne Th ‘experimontal rosuits 0025 0030 Cygy Fig. 22 Bulb effect on resiual o wave resistance, respectively, as ‘function ofthe volumetric paramater ofthe total bub volume derived from Fig. 21). Curve parameter is tho Froude number where Cx can be estimated by one of the common procedures for example, Taylor-Gertler [35], or Guldhammet[36)) If several bulb parameters are Know (this includes also the judgment of a given bulb), then the estimation of the power ‘gain by means of the diagrams is problematic, because the Felation ofthe single values i hardly guaranteed in such « way that all known bulb parameters result in the same ACpoy at constant Froude number. By using the volumetric parameter Cyn as the main parameter connected with a posib sideration of Car and Cant, the diagrams c cass or bulb dign ofr’ dnt It appears tempting to use the diagrams to design an optimal bulb by taking the prametersinacerdancc eather ‘mum reduction effect only. This procedure cannot be rec. ‘ommended, beeause al six optimal bulb parameters chosen in this way do not generally coincide with those ofa concrete bull of the analyzed test data ‘judge the effect of a bulb change on the required pow ‘of a bulb ship, the diagrams can be used to assist making, By their aid, the tendeney of parameter changing ean be detec alteration of shape docs od suggest. Even in their imperfect form, the design charts fa- citate he dession fer an spraton od alone a aay they do not substitute for the model test, because the actual Power requirement for a project can be measured by experi- tment only, beeused insuch ‘evaluated witha form factor 0.205 From Figs. 28 to 26, the bulb parame if at first instance the power consumption is of ‘These figures show the relationship of the diffe rameters to each other forthe ship-bulb forms which have been analyzed within the research project. The usual bulb param anges are marked by upper and lower dotted lines. Aspects of bulb design In the preceding sections, it has been shown that a wel dimensioned bulbous bow improves the performance of aship in many ways by smoothing the flow around the forebody and by reducing the wavemaking resistance. Ina particular case, the decision for or against « bulbous bow is the matter of cesteffectiveness analysis11), which i not the subject ofthis paper 4 general it may be stated that a hydrodynamically good ‘main hull with low wavemaking does not need a bulbous bow in any ease. But ships with pronounced bad wavemaking should always be fitted with a bulb, Practical point of view. will decide whether an additive or an implicit bulb isto be provided for. For shipsalready built, an additive bulb will in genetal be the best solution, while for a new design an implicit bulb might be advantageous ‘The shaping of a bulbous bow, that is, the longitudinal and depth distribution of the bulb volume in proportion tothe bulb parameters, can be described only in a qualitative way. Al ‘hough for a conerete longitudinal distribution of bulb volume, the knowledge of the wave pattern of the bulbless ship is a important decision-making aid, inthe preliminary projet phase {his information usualy not availabe But ever nao ths ormation itis posible to indicate general guiding rules for shaping a bulbous bow. Essentially they are related to * type of ship (full or slender), + service speed (slow or fast), + frequency of draft alteration at FP (large draft variat or defined Cw and ballast draft), and ‘+ main operation area ofthe ship (for example, with much heavy seaway or drift ice) Aspecifieship-bulb form shows opt at design may be poor or the dstbtion forthe bull value, the ll rules are important 1. Deeply emerged volume is of litte 2 Long surtac nce effect 8. Longitudinally distributed vol face influences the momentum dellection performance only iitions. At off-design conditions its performance three fect trated volume near to the free near tothe free sur 208 Design of Bulbous Bows| * tle ar 02 ee ha Fig. 25 Cross-section and lateral parameter versus volumetric parameter 20 om ea a =| SiR | Svar] + ‘on a ou 10 ¢o. y _ pie a a a a a or o 0 20 PeLARESI 2a] Fall iS 40 “see t Fig. 26 Total crease ol he volume (Cy an the wetted sutace (Cog) 0! te main hl due to bulbous bow versus volumetc oot Fig. 24 Length and broadth parameter versus volumetric paramotor —clont [Cyar= (V mw — V wel! W wtoi Caar= (Sy — SYS.) Design of Bulbous Bows 209@ The waterlines of the bulb nose shoukd be strearnlined but not circular, in order to avoid separation [33] For ships with a strong wavemak lency, the bulb volume should be concentrated in the longitudinal direction, where the upper part of the bulb body atthe FP should not he located above the Cwy,. The integration of bulb and ship can be straight-ined ({3), Rule 4). “The fairing volume plays a subordinate role. The maximum width of the bulb can be situated in front of the forward perpendicular. "At such a bulbous bow it may happen, of course, that cavitation occurs. ‘This problem isnot teeated here For ships with much wave-breaking, the bulb volume should be distributed well in the longitudinal direction. The upper part of the bulb body can reach to the peak of the bow back. wave of the bulbless ship (34) la forward-inclined bulb ridge avoids th back-wave. The fairing volume phaysan important role. The ‘upper part of the bulb should be faired well into main hull in order thatthe tail water of the bulb ridge interferes well with the remaining bow wave. In the lower part of the bulb, the waterlines should have stnall angles of entrance it the bub is to emerge high under ballast conditions. Due to the danger of separation inthis area, the fairing of the waterlines should not be too hallow Bulb-type recommendations ‘The O-type is suitable for full as well fits well with U- and V-types of foreship sections and offers space for sonar equipment, The lens-type should be chesen for ships which often operate in heavy seas, because i is less susceptable to slain, The A-type is good for ships with lunge draft variations (tramp ships) and Ustype foreship sections. The effect of the bulbous bow decreases with increasing draft, and vice vers; but in heavy seas the di creasing draft the V-type can be provided for all ships with well-defined Cw, and ballast draft. It is easly faired into V-shaped {o1 bodies and has in general good seakeeping performance. In the fully submerged condition, its damping effect is very high, for slender ships. It + of slamming increases with de- the bulb should not emerge in the ballast condi- tion so that its most forward point, B (ig. 3), lies on the water surface. The individual resistance of the bulb body in this condition would be higher than its net elficieney Summary Talay the bulbous bow hasaserted el ya leentary device in practical shipbuilding. But the exiting desis rethods are not sufficient for power estimation ofa bully sh and for modern bulb design. A welldimensioned bulb im proves most of the properties of a ship, Therefore, qualitative and quantitative guiding rules are necessary fr ils beneficial application ‘Compared with the indirect influence of a bulbous bow on thrust deduction and wake fraction, the bull also influences directly the wake distribution inthe propeller plane, Except for the strongly damped pitching motion, he bull ship has the seakeeping qualities asa bulbles ship up w Beaufort 6 Therefore, regardless of seakeeping aspects, the bul design aay be carried out in view of the smooth-water performances only. In navigation i ie, the bulbous bow has proved to be advantageous nt effect of « bulbous bow ists influence ‘ance components and, consequently, on the required power consumption. By attenuation of the bow 210 wave system, the bulb reduces the waver waye-breaking resistance. ‘Two main bulb effects which are very important for bulb design are defined asthe interference and the-breaking effects The interference effect expresses the resistance change due to the interfering free wave systems of main bul and bulb ber slender, fst ships, it gives the main proportion tothe total bull effect. Itsamount depends on bul vlume and the longi, dina poston of th; bb center ‘The wave breaking elt inclades the energy loss by {oo steep bow waves and gives the main contribution to the total bulb effect of full slow ships. Its amount depends on well-disteibuted bulb volume in the longitudinal direction. Both bulb effects are Froude number dependes For bulb design, six bulb parameters ae introduced, of which the volumeti, the cros-section, and the length paramneter are the most important. The influence of bulb parameters on the different bulb effects is discussed in a qualitative manner, supported by the linearized theory of wave resistance and by some experimental results. ‘This knowledge is important for the shaping of the bulb body according to the bulb parame: ters ‘A quantitative design method is presented together with the necessary design data. ‘The data are derived from an analysis of routine test results of the two German model basins. Mest of the usable data were propulsion rather than resistance tet results. Therefore, according to Froude’s method, a residual ower reduction coefficient is defined which can lx scaled directly to the full-scale ship..The variation of this coi for each ship-bulb combination has been calculated and p sented asa function of Froude number, From these curves the design charts are derived—for each bulb parameter. one di. aagram. From the multitude of diagrams, only one example isdepieted. The calculation of the required power of the bulb ship's described. General guiding rules for shaping a bullous bow are given, The design g king as well as the clines have been successfully applied on References 1 Gawn, RW. Le, “Historical Notes nd In Admiralty Expesiment Works." Torquay. Trans 2 Kugert E- F “Form Realtance Fape SNAME, Vol. 43, 1635; “Further Form esstance THANS SNAME, Vol 47, 1690, 3 Wigley, W. C. S. “The Theory of the Bulbous Bow and its Practical Applicaton,” Frans” North East Coust Institution of Bag neers und Shipbuilders, Vol 52, 1935/56 alum, G. Theorie der Wultischiffe, 195. T., Takahei, and Kumato, M, “Wave Profle Mea surciments on the Wave taking Characteristis ofthe Bulbs Bos Zosen Kiohai, Vol. 108, Dec. 1960 also Journal of the British Ship Research Association, Vol 16,1961 Inu. T- and Fakabel "Wa Effects of the Waveles: Bulb on the High Spee Passenger Coaster (Kurenal Maru, Part-I,” Zosen Kika, Vol 110. Dee 1951 7. Kerlen, i," Entwurl von Bugwilsen fur vllige Schiff aus der Sich det Prats” HANSA. No. 10,197 8 Kracht, A. "Theoretische und experimentelle Untersuchungen fir die Anwendung von Bugwilsten,. EDS-Bericht, No S14 8 Kract)A. Der thgwult as Eat STG-Jahrtuch, Ban 0, 1976 10, Takabel T“Duibous Bow Desig for Full Hull Forms," Tran. Society of Naval Architects of Japan, Vol 119, May 1066, LL "Schoeeklath, Hi. “Kriterien zur’ Bagwultverwendung, STC-Jahrluch, WE. ‘Taniguchi, K. and Tamura, K, "Study on the Flow Patterns Around the Stern ofa Large ull hip,” Mitsubisht Technical evtou, Vol 7, No. 4, 1971. 13 Tatinclaus, J.C, “Effect of Bilge Kees and a Bulbous Bow on Bilge Vortices," HHH Hlepoxt No. 107, Feb. 1968 14 van Lammeren, W-P. A-and Muntiewer, J.J, “Research on Experiments" Cancel a Slay, Design of Bulbous BowsBulbous Bow Ships. Part IA Still Water Performance ofa 24000 DWT Bulkcarier with « Large Bulbous Bow,” International Ship- Inilding Progress, Vol. 12, 1965, p. 459. 15. van Lammeren, W. P. A’ and Pangalla, FV. A “Research 0 Bulbous Bow Ships Part IB,” International Shipbuilding Progres, Vol. 18, No. 187, Jan, 1966 16 Wahab, R, "Das Vethalten eines schvellen Frachschiffes mit Aertel gud mit Wola hm Seung," Jobinc, 1956, p, 250, Ty Gch. Nllel Experiments onthe Eectof« Bulbous Bow on Ship Slamming,” DTMB-Heport 1960, Oxt. 1960 1 Frank, W, “The Heave Damping Coefficients on Bulbous Ovlnders, Partially Immersed m Deep Water,” Journal of Ship Re- fearch, Vo. 11, Na. 3, Sept. 1967, p. 151 16 Dillon, ES, Lewis, EV, and Scot, E,“Ships with Bulbous Bows in Smooth Water and in Waves," TwaNs SNAME, Vol. 63, 1955, 16 aD Wahab, R, “Hescarch on Bullous Bow Ships. Part 1B," In ternational Shipbuilding Progress, No. 142 1965. 181 ‘2 Brahl, W, "Der Bugwubt in der Esfahnt,” Schiff und Hafen, Vol. 23,No. i. 1871.0. 17 ‘2 Yim, Band Shih, HHL," Minimum Wave Bulbous Ship Hull wih Parallel Middle Body,” Hydronauties In. Technical Report iit, 1. Babs, Bich, “Analysis of Bow Near Field of Flat Ships; Mitsubishi Technical Bulletin No. 97,1975 2 Baba, Bich, “Blunt Formsand Wave Breaking.” SNAME, Fst Stip Tehoology and Research STAR) Sympasiumn, Washingon, D, ag 19T5 % | Wighard, K, "Viscous Resistance,” 1th ITT a _ 26 Eckert, E. and Sharma, §. D.,. Seite'STC-Johrbuch 197, p00 27 Eager, KU de Exiting des Wellenwiderstandes nes fl 1, 1972, sgwalste fr langsame,valige Schilfsmodells durch Analyse seines Wellenystems,” Shiffstechnt, Vol 9, 1962, 9 46. 28 " Ward. L. W.,"A Method forthe Direct Experimental Deter ‘mination of Ship Wave Resistance,” Doctoral Dissertation submitted tothe Faculty of Stevens stitute of Technalogy, Habokga, NJ, May 1962, 2, H, "Systematiche Exfassung von dich am Schiff anzubringende Sta baw. Unerdruck erseugende Elemente ‘weeks Verringerung der Welenhahe und damit des Wellenwiders tahdes”Scaffund Hef, Vl 12, 106 p74. ‘90 "Dagan, G.and Tuli, MF. "Bow Waves Before Blunt Ships” ydronatiIn Research in Hydrodynamics Teche! Report a 31 Kracht, A, "Theretiche und experimentlle Untersuchungen aberdeen de Weller gegebner Sle formen durch den Hogwald,” Bericht No. 160" des Institutes far Selb, Hamburg, 1606 32 Kracht A, Tinearteoretsche Abbandlung der de optimal Veringerang des Welnwidertandesgegebener Scldormen durch cinen Wuls in symmetescher oder symmmetrscher Anordnung.” Bericht No 185 des Intitsts far Scilfbwuy Hamburg, 1967 tes, Mi. Hydrodynamic im Ship Desig, VoL 2, MM. Weicker, D., “Bemerkungen zum Bugwubtentwuf, ‘Seewirtschaft, Vol. 3, No. 11, 1971, p. $27. ir en, H. and Petershageny H., “Uber den Einfly? eines Bagvulstes auf Leung und Cescwindigken eines vligen techies" HANSA, Vol 105, No12 1968p 1068-108 ‘M5 Gertlet, MA Heanalsis of the Orginal Test Data forthe ‘Taylor Standard Series" DIMM Report $06, 1954. 37” Galdhammer iE and Havald, A, Ship Restance,Aka- dlemisk Forlag, Copenhagen, 1974 OB Kracht, A, “Weitere Untersuchungen iber die Anwendung ‘von Bugwalsten” VWS Bericht No 11/7 Beri, 1973 Discussion Bohyun Yim, Member [The views expressed herein are recesarily those ofthe Depart the Navy.) Deferue othe Departinent of ‘This paper has demonstrated clearly by experimental results, nany ships that addition of a bulbous bow can reduce a large portion of the residual resistance of a ship. The charts, with the approximate values of important design parameters for bulbous-bow ships will be very useful for naval architeets. Although we know the mechanism of the bulb effect in the Ueory of wave resistance, the optimum size, shape, and location of the bulb cannot be obtained accurately because of the weakness inthe theory of wave resistance. We all know well that the present linear theory cannot accurately predict the resbtance of oceangoing ships. Thisis why experimental results, ae valuable in ship design. However, its obvious that we have to make full use of theoretical knowiedge in order to have a better design, Inbulb design, we recognize that there are two types of bulb doublet type and source type. The former reduces the sine- component of elementary ship waves while the latter reduces the cosine-component of elementary ship waves Althous normal ships with relatively large entrance angles have domi tating sine waves which require the doublttype bulb there are ships with hollow waterlines which require the soutce-type bulb. That i, the bulb shape depends largely upon the wa- tevline shape near the ship bow. I wonder whether this effect isreflected in the charts shown in the present paper? Block «sefficient and Froude number are not enough to represent ship parameters related to bulb design. In this respect, Yim’ fro Tim Hobyun, "A Simple Design Theory and Methed for Bulbous owsaf Ships,” Journal of Ship Research, Vol 18, No.8, Sept. 1974 pp iil-i Design of Bulbous Bows simple design ethod for a bulbous bow for a particular ship and design speed may be useful ‘At the David W. Taylor Naval Ship R&D Center, several bulbs designed by Yimn's method have been tested and satis factory results obtained. Because the method uses linear theory. the computed! bulb size is sometimes slightly larger than ‘optimum, yet it gives very useful guidance. Eiichi Baba, Member ‘The design charts of bulbous bows provided by the author are suitable especially for ships with relatively small block coefficients. For those ships. the wavemaking phenomena are influenced not only by the entrance part but also by the middle part and the run part, and the form effect on viscous resistance y small. For full forms of Cy > 08, however, rather icous effects are included in the residual resistance component. Therefore, the seale effect is not taken into ac- ‘count inthe author's charts. Further, a the author pointed out, for full forms the wavemaking phenomena are mainly de- iding on the entrance part. "Therefore, the characteristic length forthe expression of Froude number should be entrance length Lor ship beam Bus instead of ship total length Lp». the uuthor says that atthe preliminary design phase the trance parameters Cp and Le are unknown. However, rs for full forms based on the entrance parameters are provided, they may be effectively used in the preliminary design phase.” Actually at Mitsubishi Heavy Industries a design method of full forms htsed on entrance parameters has been developed and since 1965 has served as routine method as ‘outlined in reference [24}, Our design method for full forms isbased on the following experimental and practical evidence derived from the analyse of owing test data of more ian 200 a full forms (o/VgLre < 0.20, Cy > 0.80) with a an