REPORT No.

74 s October 1965
(Sgo/74-81)

STUDIECENTRUM T.N.O. VOOR SCHEEPSBOUW EN NAVIGATIE

NETHERLANDS' RESEARCH CENTRE T.N.O. FOR SHIPBUILDING AND NAVIGATION
SHIPBUILDING DEPARTMENT MEKELWEG 2. DELFT

RESEARCH ON BULBOUS BOW SHIPS

Part l.A
STILL WATER INVESTIGATIONS INTO BULBOUS BOW FORMS FOR A FAST
CARGO LINER
(ONDERZOEK IN VLAK WATER BETREFFENDE DE AFMETINGEN VAN
BULBBOEGEN VOOR EEN SNEL VRACHTSCHIP)

by

Prof. Dr. Ir. W. P. A. VAN LAMMEREN

and

Ir. R. WAHAB
(Netherlands' Ship Model Basin)

Issued by the Council

This report is not to be published
unless verbatim and unabridged
This report is the third one published in the series
on bulbous bow research. Although the investiga-
tions reported here aimed at a fast cargo liner, the
results obtained are of a more general value. The
investigations into the application of a bulbous
bow for a bulkcarrier published in two earlier
reports have been to a large extent governed by
the results arrived at in the present report. Only
due to circumstances publishing has been delayed.
The actual investigations again are carried out
by the Wageningen towingtank, the "Nederlandsch
Schecpsbouwkundig Proefstation".
The assistance and support received from the
shipbuilders' and shipowners' associations, the
"Centrale Bond van Scheepsbouwmeesters in
Nederland" and the "Koninklijke Nederlandsche
Reedersvereniging" respectively, is gratefully ack-
nowledged.
The Council
 CONTENTS
page
Summary 5

I Introduction 5

2 Investigations 6
3 Theoretical approach 9

4 Location and diameter of sphere 10

5 Interaction between bow and bulb 12

6 Application of a bulb versus a modifica-

tion of principal dimensions 15
7 Conclusions 20
Acknowledgement 21

References 21
 LIST OF NOTATIONS

a = 1/2 La' distance between the centre of the sphere and the fore perpendicular in m
B beam of the ship in m
b amplitude of source distribution
= 427.1 DHP/AZ/3V53 dimensionless power coefficient
© 427.1 EHP/ZfI2V33 dimensionless resistance coefficient
D immersed volume of the ship in m3
DHP delivered horse-power in units of 76 kgm/sec
EHP power required to tow the ship, in units of 76 kgm/sec
F = V/ 'VgL Froude number
j' = /2 Lf' distance between the centre of the sphere and the still water surface in m
f(0) function of O
g acceleration (9.81 m/sec2) due to gravity
L length between perpendiculars in m
L1 length between perpendiculars in feet
M strength of a doublet
m distribution of source strength
P(0) function of O
Q(0) function of O
R wave resistance in tons of 1000 kg.
R1 contribution of the bow to the wave resistance
R'B wave resistance of the combination of bow and sphere
R wave resistance in tons of 1016 kg
r radius of the sphere in m
T draft in m
T5 draft at A.P. in m
T mean draft in m
T draft at F.P. in m
V speed of ship in rn/sec
V speed of ship in knots
x distance along X-axis, see figure 4
y distance along Y-axis, see figure 4
z distance along Z-axis, see figure 4
a double angle of entrance of the water lines
ß midship area coefficient
y specific gravity in ton/rn2
block coefficient
A displacement in seawater in tons of 1016 kg
= EHP/DHP propulsive efficiency
wave height in rn
e(0) function of O
O parameter
y kinematic viscosity coefficient
density of water
AlogA form factor according to LAP-TROO5T
 5

RESEARCH ON BULBOUS BOW SHIPS

STILL WATER INVESTIGATIONS INTO BULBOUS BOW FORMS FOR A FAST
CARGO LINER
by
Prof. Dr. Ir. W. P. A. VAN LAMMEREN
and
Ir. R. WAHAB

Summary
The research reported in this paper has been carried out to investigate the effect of large bulbous bows on the resistance
and propulsion of a ship. The basic shape of the investigated bulbs was a sphere, connected to the ship in such a way that
the original hull form was maintained as much as possible.
The basic ship was a fast cargo liner of 150 m (500 ft) length. Her trial speed corresponds to about V/./L1 = 0.90.
The application of a bulb of conventional size and shape would not favourably affect the resistance in the speed range of
interest. The application of a bulb based on a big sphere, however, did reduce the required power at equal speeds. For the
ship under consideration this reduction was 8.9 per cent. at = 0.90.
The size of the sphere, needed to reduce the bow wave system as much as possible, was determined by a simple approx-
imative theory. The experiments concerned in the first instance the location of the sphere relative to the bow, the effect of
a variation of the diameter of the sphere and of the angle of entrance of the water lines of the ship.
When the ship was fitted with a large bulb faired into a more conventional shape, the resistance curve of the ship obtained
the character of that of a ship one or two knots faster than the basic ship.
Finally the effect of a bulbous bow was compared with the effect of small changes in the main dimensions of the ship.

i Introduction to belong to optimum values of the radius r and the

distance a. The bulbs found in this way are bigger
Rather fast ships have been fitted for a long time than usually considered acceptable for practical
with bulbous bows in order to reduce the wave application. This is shown in a comparison made
resistance.
by SAUNDERS [8] between the optimum sizes of
The line of thoughts followed then is that the bulbs according to WIGLEY and the sizes used in
ship and the bulb may be considered as two distinct
practice. The experiments of LINDBLAD [6], [7]
bodies travelling at equal speeds. The wavesys-
may be mentioned as examples of investigations
tems of these bodies interfere and if the sphere has
of a later date, as well as the calculations and
a certain position relative to the ship, both wave
experiments carried out at the Tokyo University
systems may flatten each other. This effect reduces
by INUI, TAKAHEI and others [9], [10], [11].
the ship's wave resistance.
The theory of wave resistance of ships indicates
The shape of a bulbous bow has been investi- that the main contributions to the wave resistance
gated many times. Wellknown are e.g. the exper-
are provided by the bow and the stern.
iments with systematically varied bulb shapes
This is proved for a so called Michell ship [11],
carried out by TAYLOR [2]. In 1935 WIGLEY [5]
the breadth of which is small in comparison with
tried to introduce modern theories of wave resist-
ance, as developed i.a. by HAVELOCK into the bulb
the length. The slender body theory reaches the
same conclusion.
design. He considered the combination of a ship
INUI [11] uses a bulbous bow for flattening the
and a sphere, both parts travelling at equal speed.
bow wave system only. For the elimination of the
In this setup the following parameters are to be
stern wave system a stern bulb is needed. According
considered:
to INUI the splitting up of the waves into a bow and
- the radius r of the sphere a stern wave system is essential for the determina-
- the distance a from the centre of the sphere to tion of optimum bulb dimensions. The other
the fore perpendicular of the ship. aspects of his theoretical approach are in principle
The distancef from the centre of the sphere to the equal to those of WIGLEY [5].
still water surface is generally determined by the Many questions are, however, still unanswered
requirement that no parts should protrude below by this theory. It is assumed that the wave systems
the base line of the ship. Minimum resistance of of ship and sphere may be superimposed linearly,
the combination of ship and sphere is designated and the shape of the bulb, which is most favourable
6

from a hydrodynamic point of view, was not taken 'rable 1. Main particulars of the ship.
into account. These assumptions do not prevent without
the theory from providing a clear insight into the bulbous
bow
effects of the application of a bulbous bow.
Recent investigations into bulbous bows carried Length between perpendiculars L m 150.00
Length of the submerged part of ship m 152.31
out at the Netherlands' Ship Model Basin are Moulded breadth B m 22.00
reported in this paper. The purpose was to obtain DraftatF.P. T0 rn 7.16
an insight into the order of magnitude of reductions Draft at A.P. T5 m 8.08
in required power owing to large bulbs. Next, an Mean draft Tm m 7.62
Immersed volume moulded D m' 15593
endeavour is made to obtain an insight into the Block coefficient D/LBT F5 0.6202
relative importance of the parameters, which Midship section coefficient ß 0.9748
Wetted area without appendages ml 3922
determine the size and the shape of the bulb. A Wetted area with appendages m' 3955
scheme of the hull form variations investigated Displacement in seawater (y= 1.025) J t14111 15731
is shown in figure 1. Finally, the effect of a bulbous Location of centre of buoyancy aft
of '/9L m 2.82
bow is compared with that of small changes of the Angle of entrance of water lines
principal dimensions of the ship. for T0 = 7.16m a/2 110

the wave resistance was about 20 to 25 per cent.

of the total resistance. So the application of a
bulb would only be of importance if the wave
resistance was considerably reduced.

5 b 16 20
2 000 V4 IR SOt, I

7 11 15° I
I I I
i 1 i J

ENTRANCE OF WATERLINE AT 9.717m 006 008 010 012 014 016 018 020 022 024 026 028

Fig. 1. Investigated variations of hull form.

Fig. 2. Splitting up the resistance of the ship without bulb.

2 Investigations
The lines of the basic ship are given in figure 3a.
The basic ship for the investigations was a fast The bulbs investigated on the ship model were
cargo liner, of which some particulars are given based on a sphere located in front of the ship. The
in table I. ship and the sphere were connected in such a way
She was originally designed without a bulbous that the original hull form was maintained as
bow and to the statistical records of the Nether- much as possible. On the other hand, care was
lands' Ship Model Basin the hull form is favourable. taken that boundary layer separation was avoided.
The block coefficient O = 0.62, makes this ship This procedure leads to ship lines, as given in the
suitable for a speed of about 20 knots on trials figures 3b and 3c. These bow shapes deviate
(Vs/\/Lf = 0.90). A conventional bulb did not strongly from conventional bulb forms. The pro-
affect the required power favourably at this speed. cedure followed provided the advantage that the
In order to study the effect of a wave resistance effect of a bulb could be analysed as closely as
reduction on the total resistance, the total resistance possible. In the first instance bulbs of various
is splitted up in figure 2. The wave resistance is sizes were investigated on the basic hull form. The
determined with the method of LAPTROOST [12]. parameters chosen were the location a and the
The speed range of interest under service con- radius r of the sphere. The centre of the sphere
ditions is between 18 and 20 knots. In this range was always in the longitudinal plane of symmetry
 7

Fig. 3a. Lines of the basic ship.

Fig. 3b. Lines of the ship of figure 3a, fitted with a bulb Fig. 3e. Lines of the ship of figure 3a. fitted with a bulb
based on a sphere: lOOr/L = 2.00 and aIL -. 0. based on a sphere: lOOr/L 1.667 and a/L = 0.

Fig. 3d. Lines of the ship without bulb and with an angle Fig. 3e. Lines of the ship of figure 3d. fitted with a bulb
of entrance a/2 of 7 degrees. based on a sphere: lOOr/L 1.667 and aiL = 0.

Fig. 3f. Lines of the ship without bulb and with angle of Fig. 3g. Lines of the ship of figure 3f, fitted with a bulb
entrance a/2 of 15 degrees. based on a sphere lOOr/L -- 1.667 and aIL = 0.
8

ol the ship and the lowest point of the sphere on

= QQr-Q(Dc-.J(D
0
QQ- r-C)C)C4C(D I-
the base line. The most favourable location of the
sphere was determined first. In this optimum posi-
-

S.D r-r - Q
Q r-
-
(D

tion bulbs of various diameters were investigated. © © (D

Q - Q C-4 f rf r- CC
r- 'C -
O
r- -QQ
Q (D
As a logical continuation to this investigation Or- - Q - -
çc

attention was paid to small changes in the shape

of the foremost part of the ship. It might be ex- Q Q (D c--I - U) r) N- c--1 O Q Q c-I
Q-Q
pected that a change of the hull form changes the
-
.
Q
c-rr r- N- c-I N- ©

optimum size of the bulb as well. The quantities Q rf)(DC)

determining the shape of the ship's foremost Q -Q (DQ- Q(D
CC)Q C-4N-
-. Q N- N-

part are:
- the slope of the curve of sectional areas =- Q Q©(DQc-4Cr-) f,r-0Cc-4
- the angle of entrance of the water lines
C Q - Q (D O N- CC Q C -
s
)
N- Q
(D

- the shape of the bow sections.

fCrfCN-
If one of these quantities is changed, the others -- Q Q'QCDQC-IQ QQ
O
© Q - Q (D N- (D 'C fl
change also in general. Therefore a systematic re-
-
cr C4

se: rch to obtain an optimised bulb ship requires Q

Q -C©Q(D- N- N-
n (D-
- c' c'
more extensive experiments. As already mentioned
c--C
(D CQ
rrCc-1
this was not the purpose of the investigations re-
ported here. These were restricted to a systematic ©©(DQc-I-
- Q CC- r- f)*.
C- Q --
0 r--QQ
(D ('1
variation of the angle of entrance of the water (D

lines. The curve of sectional areas could be kept

almost equal in all cases because the shape of the Q N- Q (C Q c-4 c-4 CC- c-4 Ru
- Q(C N-
QQ- c-4-r-
bow sections was changed. A reduction of the S.0 CfCC-c-.I

angle of entrance gave more U-shaped sections,

an increase more V-shaped ones than those of C: QQQQ(DQ
© c-4 Q - (D -
N- (D CC-c-4
QQ-Q -
0 QQc--I
c--I N-

the basic ship.

C
-
(DQo QCco
The result is given in the figures 3d, 3e, 3f and
.D.D QN-Q(DQc-4CC-
QQQ-Q(D N-QN-Q -
o
c-IN- -

3g. This procedure has also the advantage that

the largest part of the ship and the centre of Qc-C-CC- CC-©C-I
C.D QCC-QQ(D(D N-'-Q - c-4CC-N-
buoyancy are unchanged, so that the interaction . Qr
between bulb and bow is set up as clearly as
possible. The variations thus far discussed arc - derr-
Q (D Q c-4
C.D QQQQ©(DQ N-Q(Drf
Q - C-4 - -- c-4 (D N-
.D rfl(Dc-4
tabulated in table II. Some further investigations
were carried out as to the shape of the bulb. For r

this purpose the ship was fitted with a faired bulb C-

S
of conventional shape. Here the area of the con- O-
O C-4

ventional bulb section at the fore perpendicular

was equal to that of the spherical bulb which (C
proved to be most favourable on the basic ship.
The complete research was carried out on
models to a scale of 1 :28. Resistance and self-
propulsion tests were conducted with all models.
The resistance and power of the model were
extrapolated to full scale using the Schoenherr .

mean line with a roughness correction of 0.00035. 4

No corrections were made for scale effect in
wake and additional resistance due to sea waves
or wind. The characteristics of the screw used for .-
the self-propulsion tests are given in table III.
The displacement of the ship was unavoidably
changed when a bulb was fitted as described
above. However, these changes were small. Their
 9

Table III. Propeller characteristics. of symmetry. The strength of the source distribu-
tion is given by:
Diameter 6230 mm

-I
Pitch at blade root 4509 mm
Pitch at blade tip 5646 mm m(x',z') = b sin (I x') (eq.3)
Pitch at 0.7 radius ratio 5698 moi I
Developed blade area ratio 0.580
Number of blades 4

X,
influence may be partially eliminated by using
the displacement for the calculation of the dimen- -T
sionless resistance-, power- and speed coefficients It) AREA WITH SOuRCEOISTRIBurION

Oand V5/4b0, respectively. Or STRENGTH rn.RI

3 Theoretical approach
In this section an effort is made to determine the
diameter of the sphere, giving a maximum reduc-
tion in resistance. The first part of the calculations
are similar to those given by INul [li]. Fig. 5. Scource distribution and shipform taken from
reference [il].
The procedure is worked out further so that a
formula is obtained which gives an approximate The ship form described by (eq. 3) is shown in
value for the optimum diameter as a function of figure 5. Since the source distribution is repres-
some parameters determined by the ship. ented by an analytical function, the endings of the
According to HAVELOCK [3], [4] the free wave ship contribute mostly to the wave resistance. A
pattern of a ship which is travelling at a constant proof is given by INUI [11]. The wave pattern
speed is given by: generated by the bow and its contribution to the
4(x',y') = wave drag are:

ff(o) sin (x'cos O +.y'sin 0)

sec 'o
dO .(eq.l) F(X'j') =
[(x'cos O + sin O) sec2Ol dO
The wave resistance of the ship is given by: f P(0) sin F2 j (eq. 4)

--nI2 -f z/2
R= V2f{f(0)}2cos3O dO (eq. 2) RF = V2f{P(0)}2Cos3O do. . . . (eq. 5)

The diagrammatic representation and the set of Where:

axes used is given in figure 4. b. L (1 e Tsecs&ILFR)sec2O
P(0) (eq.6)
.F2 sec2O
F
A doublet in (a', O, f') generates a wave
system, represented by:
D(x',.y') =
+)'T/2
sec2O
j Q(0) sin {(x'+a') cosO +.y'sin O} F2
dO
r 'p A PP

(eq. 7)
Fig. 4. Diagrammatic representation of the submerged M
part of the ship and the bulb. The origin of the set of axes Q(o) = sec4O . ej se O/LP . (eq. 8)
is located on the water line at the fore perpendicular. VL2F4
Here M is the strength of the doublet.
The symbols are explained in the List of nota- The resistance of the combination bow and
tions. The function f(0) is fixed by the shape of doublet is minimum if the waves generated by
the ship. these two bodies are as low as possible. A trough of
It is assumed that the hull may be represented the wave system of the doublet then coincides with
by a source distribution on the longitudinal plane a crest of the bow wave system.
lo

3 00
From (eq. 4) and (eq. 7) follows that this takes
place if:
a'=O (eq.9)
2 50
This requirement cannot be applied directly to
actual ship forms. It holds only for the considered
ship form, which has a vertical stem and may be
represented by a simisoidal source distribution.
00
For a ship which is represented by another source 0
distribution the optimum location of the doublet 0

is somewhere else. A second factor of importance

is that the optimum distance a is also affected by
viscous effects and these are not taken into account.
The resistance of the bow and the doublet to-
gether is:
¶ .50

/
0/2 1 00
10 12 14 16 18 20 22
RFB = v2/{P(o) Q(û)}2cos3O dû (eq. 10) V, (knots)
014 0.16 0,18 0.20 0.22 0.24 0.26 0.28 0.30
This resistance will be small if { P(û) - Q (û) } is F

small. Fig. 6. Required radius of the sphere. calculated with

INul [11] shows that P(0) and Q(0) are dom- (eq. 16) for the ship, particulars of which are given in
inant for low values of û. Therefore, the required table I and according to figure 3a (a = O).
strength of the doublet is derived from:
mentioned, the optimum location of the sphere
P(0) = Q(0) (eq 11).
should be determined experimentally as well.
in an unbounded medium the flow round a dou- Application of (eq. 16) to the basic ship leads to
blet is identical to that round a sphere. The figure 6. It shows that the bulbs needed for elim-
relation between the strength of the doublet and inating the bow wave system arc bigger than those
the radius of the sphere is given by: applied at present.
M = 2-tr3V (eq. 12)
From (eq. 10) and (eq. 11) it follows that: 4 Location and diameter of the sphere
b (I _eT/ The effect of a variation of the distance a from the
= F6e'''' . . . (eq. 13)
\L/ 2r lr2F4 fore perpendicular to the centre of the sphere is
In MIcHELL's theory {1 the relation between the given in the figures 7 and 8. The curves show that
geometry of the ship and the source distribution the optimum location of the sphere centre is in the
is given by:
neighbourhood of the fore perpendicular. It is
noted that the model was not tested in the design
m(x',z') = (eq. 14) condition but at an average loading condition
2(:,) under which the ship was supposed to sail in ser-
At the bow this results in: vice. So the optimum location of the sphere found
by experiment is slightly forward of the theoretical
m(0,z') = b = 2(,
aX !x'O
(eq. 15) optimum. Moreover, this optimum moves for-
ward with increasing speed. This dependence
So the amplitude of the source strength is equal to must be due to viscous effects.
twice the angle of entrance of the water lines, so In the speed range of interest for the ship,
that (eq. 13) gives: 3.6 < V3/4 < 4.0, the optimum position of the
- a (l_e_T) sphere is bounded by:
(eq. 16)
\L! 2z 1_2F4 0< lOOa/L<0,5
The main conclusion drawn from (eq. 16) is that In the speed range considered a small shift of the
there is a distinct relation between the bulb size, sphere in the neighbourhood of the fore perpendic-
the angle of entrance of the water lines and the ular has only a minor effect on the required power.
The effect of a variation of the diameter of the
ship's speed. The physical interpretation of (eq. 16)
must be derived from experiments. As already sphere was investigated with bulbs based on
 11

spheres, having the centres on the fore perpendic-

loo f=2.00 ular.
The application of such a bulb increased the
1,1
wetted surface of the ship. For sphericai bulbs

î',
with radii given by lOOr/L = 2.00 and lOOr/L =
1.667 the increment is 2.5 and 3.5 per cent.
respectively. The frictional resistance increases by

.44
the same percentage in the first instance, since the
10 influence of the increased length on the frictional
coefficient is small.
For a further analysis, following LAP-TROOST
Q-
[12], the residuary resistance is subdivided into
u the wave resistance and a part depending on the
0.9 Reynolds number. As a measure for the latter
N
part the quantity 4 log A is used. This is the shift
w
u

Uil
Table IV. Measured log A values for the ship forms
investigated.
0.5 without bulb log A = 0.45
lOOr/L = 2 lOOa/L 6.0 log A = 0.55
lOOr/L = 2 lOOa/L 3.0 log A = 0.50
100r/L = 2 lOOaJL 1.5 log A = 0.50
lOOr/L = 2 lOOa/L = O log A = 0.50
07
lOOr/L = 2 lOOa/L =-I.5 log A = 0.45
-1.5 .15 .30 4.5 .6.0 lOOr/L = 1.667 lOOa/L = O log A = 0.45
__100

Fig. 7. Effect of the location of the sphere on resistance.

20 WITH BULB

ioo-[= 2.00
¡o,
L°
a

13
A"

\
\,100 f 2.00
12
\
\\
\\\
\\ I'

Pt
\ \100!1.667
L //
- /
0.5
Q
u

10

o
16 17 18 19 20 2 22
V0(kfl Oto)
0.22 0.24 0.26 0.28 0.30
5 o .1.5 .30 .45 .6.0
100
Fig. 9. Effect of the application of a bulb on wave
Fig. 8. Effect of the location of the sphere on required power. resistance.
12

WITHOUT BULB S
WITHOUT BULB
WITH BULB 0 100f_2.00
-----

////
20 WITH BULB - - O 100f = 200 '
WITH BULB =O 100f 1667
WITH BULB =O lOOf=t667
10

/I ¡/
15

/ //
0.9
I-

II /
/
,1/
¡
10 H ,1/
4> / //
/11/
/
o

05

07
i]!
o
30
AVG
35 40 3.0
-- 35 4.0

Fig. IO. Effect of the application of a bulb on wave Fig. 11. Effect of the application of a bulb on total
resistance. resistance.

of the extrapolatorline along the axis, indicating of entrance of the water lines of the basic ship. It
the logarithm of the Reynolds number. This appeared tobe possible to keep the curve of sectional
quantity takes into account the viscous part of areas constant for the hull forms discussed in this
the residuary resistance. The measured values of
zl log A for the investigated ship forms are given in
table IV. The influence of the differences between
0_90
these values is small. The wave resistance is
changed considerably by the application of a bulb.
As shown in the figures 9 and 10, the reduction
of the wave resistance is very large in a certain 0 4
080
speed range. At low speeds, however, the wave
resistance is changed in an unfavourable way,
apparently the bow wave is "overcancelled" then.
The biggest sphere gave the largest reduction at
0.70
high speeds, however, the lower speed range in
which the bulb has an unfavourable effect extends Iw OI
Q- Q- WITHOUT BULB
to a higher speed then.
The total effect of the above aspects is illustrated r-
- -.- WITH BULB --=O ioof_ 2.00
WITH BULB -O 1OO[ 1.667
0.60
in figure 11. Figure 12 shows that when the resist-
ance is reduced, the propulsive efficiency increases
generally. This may partially be due to the higher
efficiency of the propeller at a lower loading.
0.50
30 3.5 40
vs.-

5 Interaction between bow and bulb 1/6

Fig. 12. Effect of the application of a bulb on propulsive

TIsis aspect as investigated by varying the angl e efficiency.
 13

WITHOUT BULB WITH BULB

a =0 ;
-ï: L
2.0 20

nfr
1,5 15
Zr
Zr
-J
w
Zr
I-
o
w
o
I I
o
k-
z 8 w
4 u 8
z
(n
(t
a
o-

u,
10 -.---_. *- 4
u,
10
Zr
u u,
w w
\'<'
w o
z Zr O
z \\ \
\\ \
-/
4 4
VV,
w

-7
8 I-
u,
(1
u
u'
u,
\N
N\
Zr
w
Zr
si

_, /
05 05
3

o o I I f

16 17 18 19 20 21 22 16 17 18 19 20 21 22
V, (knots) V,) knots)
022 024 0,26 0.20 0.30 022 0.24 026 0.28 0.30
V

Fig. 13a. Effect of the angle of entrance of the water lines

on wave resistance. WIIH BULB
10O- 2. 00
20
section. The figures 13a and 14a show that a re-
duction of the angle of entrance reduces the wave
resistance, and thus the total resistance. This is in
agreement with the general experience that U-
shaped sections in the forebody of the ship are
15
more favourable than V-shaped sections. How- Zr

ever, an increase of the angle of entrance of the -J

Zr

ship had only a minor effect on the resistance in Z- lt

o
this case. si I \\

The three hull forms discussed here were fitted

o k-
z 8
4 o-
I 10
\
\
\i
with spherically shaped bulbs. The spheres had u,
o, (n
si
their centres on the fore perpendicular. The fi- Zr w
O
z
\\
N
gures 13b, 13e, 14b and 14c show that also the o,
experiments indicated a relation between the dia- 'n
w
Zr
meter of the sphere and the angle of entrance of
the water lines. Each of the two investigated dia- 05
meters gave the most favourable results in combi-
nation with a certain angle of entrance of the
water lines. The experiments indicated also that

o
Fig. l3b. Effect of the angle of entrance of the water 16
I

17
I

18 19 20
t

21 22
lines on the resistance of the ship with bulb r/L = 1.667. Vs (knots)

Fig. 13e. Effect of the angle of entrance of the water lines 0.22 024 0 26 028 0.30
F
on the resistance of the ship with bulb nL = 2.00.
14
WITH BULB
loo f=1667
Fig. 14b. Resistance of the ship forms with bulb and /
without bulb having an angle of entrance of a/2 = Il degrees.
lo

0.9

I
Q-

Ui

N
>
0.8
i
N
WITHOUT BULB

u
WH0UT BULB
10

i
07

94Ï
09 0.5
35 4,0
30
vs
t/6

WITH BULB
0.8
N ,l0O-=2.O0

u
// lo
0.7
._ 15°

7°

09

06
3.0 35 40

Fig. 14a. Resistance of the ship forms without bulb and

with entrance angle variation. 14d

07

WITHOUT BULB

0.6
30 35 40
Fig. 14c. Resistance of the ship forms with bulb and without vs
bulb having an angle of entrance of a/2 = 11 degrees.
 15

090 090
WITHOUT BULB WITH BULB
loo t=200

080 080

.7o a o
o.,
2 5
_u.._.._o.'
o
S
-- -
... 70
150

WITHOUT BULB
070 070

II
e-o.
un

060 060

0 50 0.50
3.0 35 40 30 35 4.0
Vs

Fig. 15a. Propulsive efficiency of the ship forms without Fig. 15c. Propulsiveefficiencyoftheshipformswithbulband
bulb. without bulb having an angle of entrance of a/2 Il degrees.

the optimum diameter is smaller than prescribed

by (eq. 16) of section 3 and illustrated in figure 6.
090
WITH BULB
The relation between the bulb diameter and the
speed of the ship found experimentally is not as
L L important as was found theoretically.
The figures 15a, 15b and 15c show the influence
of entrance angle- and bulb diameter variation on
080
propulsive efficiency.
=is° ! Experience indicates that if the angle of entrance
is reduced, the bow wave system tends to move
HOBUL11° aft. So the optimum location of the sphere on
which the bulb is based is expected to move aft
070
as well. The curves of figures l6a and 16b do
not confirm this. This leads to the supposition
that the angle of entrance of the water lines has
only a minor effect on the optimum location of
the sphere.
0.60
A more extensive investigation into this aspect
should be performed, however.

6 Application of a bulb versus a modifica-

0.50 tion of principal dimensions
30 35 40
Vs
'Je The application of a bulbous bow of the size and
Fig. 15b. Propulsive efficiency of the ship forms with bulb
shape discussed still meets with some opposition,
and without bulb having an angle of entrance of a/2 = Il because of practical difficulties encountered in
degrees. running the ship.
16

o co
WITH BULB WITH BULB
.7° 1OO-=t667 =7° OO-=t667

oso

1.5

09
"7 0.70

060
N
N

w
o

0.7 050 35 40
30
'/s

Fig. i 6b. Effect of the location of the sphere on the propul-

sive efficiency of ship forms with bulb.

06 35 40
o
vs
A" by the same percentage, combined with a
corresponding reduction of the block coefficient.
Fig. l6a. Effect of the location of the sphere on the resist- For this analysis the diagrams of LAP [13] and
ance of ship forms with bulb. GERTLER [14] were used. The results of both
analyses were in good agreement. (See table VI.
Therefore it is interesting to investigate what The effect of an increase of the beam was in-
gains could be achieved by slight modifications vestigated experimentally. Therefore, tests were
in the length, the beam and the block coefficient carried out with a ship form ("ship D") having
of the ship. the beam increased by four percent. inregardto
Another aspect discussed in this section is the the basic "ship A", and a correspondingly reduced
effect of a bulb of the same size but of another block coefficient.
shape. Therefore a bulb was tested resembling the In order to retain the same metacentric height
more conventional bulb shapes. Its sections and above the centre of buoyancy for both ships, the
water lines were more faired than for the bulb moments of inertia of the conctruction water line
based on a sphere discussed previously. relative to the longitudinal plane of symmetry
The basic ship was the same as that used for the were kept the same. This resulted in more U-
former bulb tests. The ship with conventional bow shaped sections. "Ship E" was composed of "ship
is designated "ship A". A bulb, based on a sphere, D", fitted with a bulb of the same size as "ship B".
was fitted to "ship A". On "ship B" the radius of Finally experiments were carried out with a model
the sphere is 2.0 per cent. of the ship's length and of a ship fitted with a bulb of conventional shape.
on "ship C" 1.667 per cent. (see table V). The The cross section of the bulb of this "ship F" at the
reductions of the required power obtained in this fore perpendicular equals that of "ship E", viz. 16.7
way are compared with the gains obtained by per cent, of the midship section, a considerably
slight modifications of the principal dimensions. larger area than used for conventional bulbs at
Since the application of a bulb in the casc of present. A bow view of the "ship E" and "ship F"
"ship B" increased the length of the submerged is shown in the figures 1 7a and 17h respectively.
part of the ship by 2 per cent, it was obvious to in- The ships mentioned above were designed for
vestigate the effect of an increase in length of "ship a draft of 8.50 m. However, the resistance and
 17

Fig. 17a. Model of ship E. Fig. 17b. Model of ship F.

Table V. Ship-. bulb- and main dimensions variations.

A B L I) E F

without with with without with with

Ship particulars: bulb bulb bulb bulb bulb bulb
Length between perpendiculars L m 150.00 150.00 150.00 150.00 150.00 150.00
Length of the submerged part of ship m 152.31 155.84 155.34 152.49 156.03 156.46
Moulded breadth B m 22.00 22.00 22.00 22.86 22.86 22.86
Draft at F.P. T0 m 7.16 7.16 7.16 7.16 7.16 7.16
Draft at A.P. Ta m 8.08 8.08 8.08 8.08 8.08 8.08
Mean draft Tm 7.62 7.62 7.62 7.62 7.62 7.62
Immersed volume moulded D m2 15593 15880 15801 15699 16030 15958
Block coefficient = D/LBT (5 0.620 0.595 0.611
Midship section coefficient ß 0.975 0.975 0.975 0.975 0.975 0.975
Wetted area without appendages m2 3922 4064 4031 3931 4077 3997
Wetted area with appendages m2 3995 4136 4104 4004 4149 4070
Displacement in sea water (y = 1.025) A t116 15731 16021 15941 15838 16172 16099
Location of centre of buoyancy aft of '/2L m 2.82 1.42 2.82 2.75
Angle of entrance of water lines at T0 = 7.16 m a/2 110 110 110 11° 110 80

Bulb particulars: based on based on based on fairecl

Shape of bulb a sphere a sphere a sphere
Radius of the sphere in per cent, of L % 2.000 1.667 2.000
Location of the centre of the sphere in
longitudinal direction at F.P. at F.P. at F.P.
100 max.hulb section/midship section 17.2 12.0 16.7 16.7

u- tvi1
Fig. 18a. Lines of ship D with increased breadth and reduced block coefficient with regard to ship A.
18

. 1k JJ7
11111'
Fig. 18b. Lines of ship E composed of the lines of ship C fitted with a bulb based on a sphere.
y///

Fig. 18c. Lines of ship F fitted with a large bulb of conventional shape.

Table VI. Reduction uíresistance in percentages at Constant immersed volume. D = 15593 m.

Speed knots 18 18.5 19 19.5 20 20.521 21.5 22

Application of bulb, based on a sphere with

radius 3 m % 2.5 2.1 1.5 2.2 5.3 9.7 14.4 16.6 17.6
Application of bulb, based on a sphere with
radius 2.5 m % 7.1 5.7 4.0 2.8 4.2 6.8 10.1 11.0 10.9
Length of submerged part of the ship increased
by 2°0 H-reduction of block coefficient by 2% 0.8 1.0 1.9 3.5 5.7 7.9 9.8
(mean value of estimates with Lap and Gertler)
Beam of the ship increased by 4%+reduction
of block coefficient by 4° 00 0.7 -0.2 -1.0 -0.6 1.6 4.2 7.3 8.9 10.3
Beam of the ship increased by 4%±reduction
° -6.2 -5.8 -4.6 -1.5 4.4 11.9 18.6 22.0 23.6
of block coefficient by4%+application of bulb
based on a sphere with radius 3 m
.\pplication of a faired bulb with a cross section
at F.P. of 16.7% of midship section area % -12.9 -12.3 -9.4 -3.4 5.5 15.4 23.0 27.1 29.8

Fable VII. Reduction of required power in percentages at constant immersed volume. D 15593 m.

"pccl knots 18 18.5 19 19.5 20 20.5 21 21.5 22

Application of a bulb, based on a sphere with

radius 3m % 3.7 4.6 4.7 5.7 8.9 13.6 17.8 20.6 21.7
Application of a bulb, based on a sphere with
radius 2.5 m % 8.0 7.5 5.9 5.3 5.7 8.3 11.3 13.5 15.2

Beam 0f the ship increased by 4% + reduction

of block coefficient by 4°) ° 1.6 1.4 1.1 1.4 2.0 3.4 5.6 6.9 10.4

Beam of the ship increased by 4% + reduction

of block coefficient by 4°0-]-application of a % -3.2 -2.1 -0.9 2.9 8.7 15.5 21.8 26.0 29.!
bulb based on a sphere with radius 3 m
Application of a faired bulb with a cross section
at F.P. of 16.7°c of midship section area °, -9.8 -12.8 -10.5 -4.2 5.2 16.0 24.0 29.7 33.7
 19

propulsion tests were carried out at a reduced draft,

which was the average value to be expected for
090
the ship in service as already explained in section
4. A survey of the main characteristics of these
ships at this reduced draft is given in table V. The
body plan, stem and stern lines of some of these
ships are given in the figures 18a, 18b and l8c.
The basic "ship A" has a block coefficient 080
SHIP E I
which makes the ship suitable for a service speed
of 19.5 knots (V8/4 3.90). So the speed range --_.__..--- -
of interest for this ship is between 18 and 20 knots.
F
When judging the measurements, special attention
will be paid to the performance in this speed range. 070
Tables VI and VII, in which the results are
summarised show that an increment of the length
by two per cent. is very effective. However, the
application of a bulb of proper size reduces the
resistance even more effectively. 060
Figures 19,20 and the tables VI and VII indicate
that increasing the beam of the ship by four per
cent., combined with a corresponding reduction
of the block coefficient, was clearly less effective
than the application of a bulb. 050
For the ship with increased beam and reduced 3.0 35 40
block coefficient, combined with a bulb, the re- V5

Fig. 20. Propulsive efficiency of the ships A. B, C, D, E

and F.

SHIP A I
5..! /í duction of the resistance was very important.
D However, this reduction is less than the sum of the
reductions each of both changes would cause
1.0
C
/ separately.
S
The reason is that a sharp ship encounters less

E
/ ,i/" wave resistance than a full ship. So a bulb will be
less effective when applied to a sharp ship.
Figures 19, 20 and the tables VI and VII show
0.9
/ also that the shape of the bulb appeared to be very
important. The fitting of a "faired bulb", a shape
F
resembling that of conventional bulbs, changed
the resistance curves of the ship considerably. The
UJ
ship seemed to have become suitable for a 1.5 to
0.8 2 knots higher service speed. This is contrary to
the effect of the bulbs based on a sphere.
p The propulsive efficiency of the ships considered
.- behaved in the same way as mentioned before,
viz., if at a certain speed a reduction of the resist-
07 ance is attained, the propulsive efficiency improved
slightly. This may partially be due to the higher
../ efficiency of the propeller when the loading is
decreased.
30 35 40
V5 It may be remarked that in a previous section of
AÌ this report the effect of changes in the shape of the
Fig. 19. Resistance of the ships A. B, C, D, E and F. foremost part of the ship was already discussed.
20

7 Conclusions
WITHOUT BULB
4.0 WITH BULB .. Q 1O0. 1.667 If a given ship which is to navigate in a certain

.I.
WITH BULB ... O speed range has to be fitted with a bulb based on

-s
;
100.E.2.00
a sphere, the most favourable location and dia-
Iiii meter of the sphere are to be determined exper-
imentally. A bulb obtained in this way may be
3.0 very effective. Even at rather low speeds it affects
the required power favourably.
BOW
A bulb of proper size reduces the wave resist-
ance considerably: viz, by about 25 to 50 per cent.

lIA
The angle of entrance of the water lines prob-
2.0 ably affects the optimum location of the sphere, on
which the bulb is based, only slightly. The theo-

'p retical analyses and experimental investigations

indicated a relation between the angle of entrance
of the water lines and the diameter of the sphere.
1.0
A reduction of the angle of entrance of the water
lines reduced the optimum diameter of the sphere
at equal speeds.
Slight increments of the length and the beam
of the ship combined with a corresponding decre-
o ment of the block coefficient appeared to be less
18 19 20 2 22
15 16 17
V (I«iots) effective than the application of a bulb of proper
0.20 0.22 0.24 0.26 0,28 size. A combination of a change of the ship's
principal dimensions and the application of a bulb
Fig. 21. Sinkages of the ships A, B and C.
based on a sphere gave, as could be expected, the
largest reduction of the propulsive power.
The application of a faired bulb, a shape resem-
As noted, a reduced angle of entrance of the water bling the conventional bulbs, but whose cross
lines resulting in more U-shaped sections, gave an section at the fore perpendicular equals the area of
interesting reduction of the resistance of the ship. one of the spheres, changed the character of the
However, the reduction thus obtained was also resistance curve of the ship considerably.
smaller than when a bulb of proper size was fitted. Its resistance and propulsion curves acquired
For completeness the influences of a bulb on the character of those of a ship with a 1.5 to 2
sinkage of the bow and stern have been measured knots higher service speed. As an illustration of the
and presented in figure 21. influence of a spherical bulb, the tables VIII and

Table VIII. Speeds to be attained ori trials with allowance.

DHP 10,000 12,000 14,000 16,000 18,000
Power absorption
knots 18.9 19.6 20.1 20.5 20.7
Shipwithoutbulb
knots 19.1 19.9 20.4 20.9 21.3
Ship with bulb based on a sphere with radius 3 m
knots 19.2 19.8 20.3 20.7 21.0
Ship with bulb based on a sphere with radius 2.5 m

Table IX. Speeds to be attained under service conclu ions with 23% allowance.
DHP 10.000 12,000 14,000 16.001) 18.000
Power absorption
knots 17.8 18.8 19.5 19.9 20.2
Ship without bulb
knots 18.0 19.0 19.7 20.2 20.6
ship with bulb based on a sphere with radius 3 m
knots 18.2 19.1 19.7 20.0 20.4
Ship with bulb based on a sphere with radius 2.5 m
 21

IX indicate the speed that the ship considered will LINDBLAD, ANDERS, Experiments with bulbous bows.
have on trials and under service conditions. The Swedish State Shipbuilding Experimental Tank,
Göteborg, Publication no. 3, 1944.
LINDBLAD, ANDERS. Further experiments with bulbous
bows. The Swedish State Shipbuilding Experimental
Acknowledgement Tank, Göteborg, Publication no. 8, 1948.
SAuNDERS, HAROLD E., Hydrodynamics in Ship design,
The research reported here has been made possible Vol. I and Ii. Published by the S.N.A.M.E., New
by the Netherlands' Research Centre T.N.O. for York, 1957.
INUI, TAKAO, TETSUO TAKAHEI and Micmo KUMANO,
Shipbuilding and Navigation. The theoretical Tank experiments on the wave making characteris-
contribution is due to ir. W. P. A. Joosen. The tics of the bulbous bow. Part I.
experimental part of the project has been carried TAKAHEI, TETsuo, A study of the waveless bow. Part. I.
out under the supervision of Mr. J. Kamps. The references [9] and [10] are parts of the publication
entitled: ,,Three recent papers by Japanese authors on the
effect of bulbs on wave making resistance of ship".
References Translated by MICHELSEN and KIM, University of Michigan,
Dept. of Naval Architecture and Marine Engineering, Ann
I. MICIIELL, J. H., The wave resistance of a ship. Philoso- Arbor, Dec. 1961.
phical Magazine, Vol. 45, 1898, p. 106.
TAYLOR, D. W., Influence of the bulbous bow on INni, TAKAO, Wave making resistance of ships. Trans.
resistance. Marine Engineering and Shipping Age, S.N.A.M.E., 1962, Vol. 70, p. 283-353.
September 1923. LAP, A. J. W., Fundamentals of ship resistance and
HAVELOCK, T. H., Wave patterns and wave resistance. propulsion. Part A: Resistance. Publication no. l29a.
Trans. I.N.A., Vol. 75, 1934. p. 340. of the Neth. Ship Model Basin.
HAVELOCK, T. H., The calculation of wave resistance. also in Intern. Shipbuilding Progress 1956 and 1957.
Proc. of the Royal Society, London, England. LAP, A. j. W., Diagrams for determining the resistance
Series A, Vol. 144, 1934, p. 514. of single-screw ships. International Shipbuilding
WIGLEY. W. C. S., Thc theory of the bulbous bow and Progress, 1954.
its practical application. Trans. N.E. Coast institu- GERTLER, MORTON, A reanalysis of original test data
tion of Engineers and Shipbuilders, Vol. LII, 1935-6, for Taylor standard series. David Taylor Model
p. 64-88. Basin, Report 806.
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No. 62 C The mode of action of anti-fouling paints: Interaction between anti-fouling paints and sea water.
By A. M. van Londen. October 1964.
No. 63 M Corrosion in exhaust driven turbochargers on marine diesel engines using heavy fuels.
By prof R. W. Stuart Mitchell and V. A. Ogale. March 1965.
No. 64 C Barnacle fouling on aged anti-fouling paints; a survey of pertinent literature and some recent observations.
By drs P. de Wolf. November 1964.
No. 65 S The lateral clamping and added mass of a horizontally oscillating shipmodel.
B' G. van Leeuwen. December 1964.
No. 66 S Investigations into the strength of ships' derricks. Part I.
By ir F. X. P. Soejadi. February 1965.
No. 67 S Heat-transfer in cargotanks of a 50,000 DWT tanker.
By D. J. van der Heeden and ir L. L. Mulder. March 1965.
No. 68M Guide to the application of "method for calculation of cylinder liner temperatures in diesel engines".
By dr ir H. W. van Tjen. February 1965.
No. 69 M Stress measurements on a propeller model for a 42,000 DWT tanker.
By ir R. Wereldsrna. March 1965.
No. 70 M Experiments on vibrating propeller models.
By ir R. Wereldsma. March 1965.
No. 71 S Research on bulbous bow ships. Part II.A.
By prof dr ir W. P. A. van Larnrneren and ir J. J. Mun(jewerf May 1965.
No. 72 S Research on bulbous bow ships. Part II.B.
By prof. dr ir W. P. A. van Lamrneren and ir F. V. A. Pangalila. .June 1965.
No. 73 S Stress and strain distribution in a vertically corrugated bulkhead.
By prof ir H. E. Jaeger and ir P. A. van Katwjk. June 1965.
No. 74 S Research on bulbous bow ships. Part l.A.
By prof dr ir W. P. A. van Lam meren and ir R. Wahab. October 1965.
No. 75 S Hull vibrations of the cargo-passenger motor ship "Oranje Nassau".
By ir W. van Horssen. August 1965.

Communications
No. I M Report on the use of heavy fuel oil in the tanker "Auricula" of the Anglo-Saxon Petroleum Company (Dutch).
August 1950.
No. 2 5 Ship speeds over the measured mile (Dutch).
By ir W. H. C. E. Röcingh. February 1951.
No. 3 S On voyage logs of sea-going ships and their analysis (Dutch).
By prof ir J. W. Bonebakker and ir ,7. Gerritsrna. November 1952.
No. 4 S Analysis of model experiments, trial and service performance data of a single-screw tanker.
By prof. ir J. W. Bonehakker. October 1954.
No. 5 S Determination of the dimensions of panels subjected to water pressure only or to a combination of water pressure
and edge compression (Dutch.
By prof ir H. E. Jaeger. November 1954.
No. 6 S Approximative calculation of the effect of free surfaces on transverse stability (Dutch).
By ir L. P. Herfst. April 1956.
No. 7 S On the calculation of stresses in a stayed mast.
By ir B. Burghgraef August 1956.
No. 8 S Simply supported rectangular plates subjected to the combined action of a uniformly distributed lateral load and
compressive forces in the middle plane.
By ir B. Burghgraef February 1958.
No. 9 C Review of the investigations into the prevention of corrosion and fouling of ships' hulls (Dutch).
By ir H. C. Ekama. October 1962.
No. 10 S/M Condensed report of a design study for a 53,000 dwt-class nuclear powered tanker.
By the Dutch International Team (D.I. T.) directed by ir A. M. Fabery de Junge. October 1963.
No. il C Investigations into the use of some shiphottom paints, based on scarcely saponifiable vehicles (Dutch).
By A. M. van Londen and drs P. de Wolf October 1964.
M = engineering department S = shipbuilding department C = corrosion arA antifouling department