Authored by: Patrick J.

Bray - Naval Architect

Update by: Mr. Dan Vyselaar and Mr. Ion Livas

Brought to you by www.dieselduck.net, comments to webmaster@dieselduck.net

What is a bulbous bow?

In the late 1950s research was undertaken to reduce the drag on large commercial cargo ships.
Many different ideas were tried and continue to be tried
today in the ongoing development of the science of
Naval Architecture. With model testing and advanced
knowledge of hydrodynamics, the bulbous bow was
formulated typically giving a 5% reduction in fuel
consumption over a narrow range of speed and draft.
This was significant for a large ship crossing vast oceans,
at a time when the cost of fuel was rising.
Unfortunately, this was not enough to make it worth
while for smaller yachts racing around the bay. Also, the
narrow range of displacement speed was not in keeping
with the yachtsman's need for speed on the water. As the market for displacement long range
cruisers opened up, innovative builders began to look for answers to their consumers
questions. The bulbous bow stood out as a prime solution.

Although available in many shapes and sizes, generally the bulb looks like a section of large
diameter pipe with a domed end sticking out of the bow of the boat, underwater. Side bulbs,
bilge bulbs, and even stern bulbs have been tried but the most consistent results have been
achieved with bow bulbs. Today, to see a large ship without a bulbous bow is a rare sight
indeed. Their results have been proven over countless thousands of deep ocean miles in all
kinds of weather by all kinds of vessels.

How big is big and how small is small?

With the success of larger ships, smaller and smaller vessels started looking for the same
results. Here on the West Coast where the fishing fleets run great distances over open ocean
from California to Alaska, the desire for economy spurred optimization of the bulbous bow.
The large ocean trawlers and packers were first, followed by most of the fishing fleet.

In the late 1980s the University of British Columbia, utilizing the B. C. Research Ocean
Engineering Center, initiated model test work on 60 foot fishing seiners. Since that time, B.C.
Research has become the center of bulbous bow technology, doing model test work for yacht
builders and commercial yards alike as well as for designers and researchers. Results have
shown that the continuous displacement speeds run for days at a time, coupled with the
limited change of draft, make long range motor yachts ideal for this application. Vessels as
small as our 47 foot Karvi have had bulbs fitted. Below this size the bulb's effectiveness seems
to lessen. Over 45 feet the results are adequate and closer to the 60 foot size real gains are
being achieved. This may be due to the lack of detailed research conducted on vessels under
45 feet or just because of the stockier hull forms required in these really small ships. It is
possible that the stocky hull form commonly used is not compatible with the characteristics of
the bulb. For maximum benefit model testing is still required to fine tune the proportions to
the hull form. We have developed our hull form with a specific bulb configurations to
maximize specific features and benefit fully.

So what's in it for you?

The benefit of a modern day bulbous bow will reduce your fuel consumption 12% to 15% giving
you the equivalent greater range, or a slightly higher speed for the same power applied,
whichever you choose to use. The greatest amount of benefit will be at the high end of the
semi-displacement speed range, reducing as your speed decreases. At higher speeds wave
making resistance accounts for the greater portion of the drag, and the slower you go
proportionally more of the resistance is taken up by wetted
surface drag. At low speed (around 6 knots and lower) the bulb
will even cause an increase in drag because of it's greater wetted
surface area. Luckily at that low speed the added power
consumption is negligible and generally little time is spent in this
speed range.

In addition, you will find increased sea keeping ability due to

dampening of the pitching motion. When charging into head seas
there is the chance of slamming the bulb on the troughs, but this
is limited to a very narrow range of wave train and heading. A
slight change in direction and/or speed will cure this ill-effect.

How does it work?

Although much is known about the bulb, much of it's functions are still in dispute. To say that
on a hydrodynamic level, the destructive interference of the primary and secondary wave
trains causes an overall reduction in drag which is beneficial to the vessels resistance
characteristics would be true. A bit of a mouth full, but true! Or on a more physical level, that
the water coursing over the top of the bulb is exerting a downward pressure that is keeping
the stern from squatting, thereby allowing flatter trim, causing the vessel to run with less
resistance. Still others would argue the finer points of laminar flow, with no clear conclusions.
In any case, it is a fact that bulbs do work and in some cases reduce resistance as much as
25%.

Their proportions are derived from the features and dimensions of the vessel itself. The
diameter (volume) is a direct result of the hull midship area. The length is determined by the
stem profile, as the
farther forward the bulb
extends the more leverage
it has but is generally kept
shorter than the bow
overhang. The section
shape may be a modified
ellipse to reduce pounding
in head seas. The vertical
placement is calculated so
the bulb is just below the
surface where it will
create a wave in front of
the ship interfering with
the natural wave train of
the vessel, creating a
wave hollow where a crest
should be. In this way the
vessel will run flatter and
the overall wave height
will be reduced. The
vessel will pitch less which
will cause less disturbance
in the water and the
passage of the vessel
through the water will be achieved with less fuss and muss. Any time a vessel can be moved
through the water with less waves and overall disturbance to the surface less power has been
transmitted to the water to create those waves. To be able to move a vessel through the
water with no perceptible notice of its passage is the (as yet unattained) ultimate goal of all
Naval Architects and the ultimate in power savings.

In Conclusion...

If you plan on doing some very long passages at a constant speed then you should have a
bulbous bow. What is your next step? Contact a few brokers and boat dealers, ask about the
efficiency of their vessel, ask about a bulbous bow. There are trawler yachts and then there
are little ships designed to efficiently and economically take you anywhere you want to go on
the face of the earth in safety and comfort. Research and become knowledgeable about
vessels in your market then spend your money wisely on a thoroughly designed vessel. Just add
large amounts of ocean water and minimal amounts of power and many happy, inexpensive
years of cruising lie before you. Bon voyage!

Editor's Note

I received an interesting email from Mr. Dan Vyselaar regarding the "Bulbous Bow" piece,
as it appears above. He brought up interesting points and I have put here below, for your
information and discussion.

Martin Leduc
Martin's Marine Engineering Page - www.dieselduck.net

To Whom It May Concern:

Subject: Bulbous bow description..

I would like to start by saying that I find your webpage very useful and thorough. I am a naval
architect, currently working at UBC as a teaching assistant while pursuing a masters
degree. I’ve found several of my students referencing your webpage in their lab reports, and I
feel they are gaining a lot from this, which is excellent. However, I have read the section on
bulbous bows, and find myself disagreeing with a few of your points on the operation of the
bulbous bows.
The first objection is perhaps a minor one, on the claim that “you will find increased sea
keeping ability due to dampening of the pitching motion”, I disagree with this statement, for
two reasons: The first being that the bulb will in general not contribute to the longitudinal
stability of the vessel, since this is dependant on the moment of inertia at the waterline, and
the bulb should not contribute to this term, or in other words, it will not have an effect on the
period of pitch motions. The second reason being that while there will be a contribution of
the bulbous bow to the viscous damping and added mass of the motion of the vessel, the
literature suggests that this is negligible. In particular, Principles of Naval Architecture,
volume II – Resistance, Propulsion and Vibration, in chapter 8.10- Effect of Bulbous Bow on
Resistance reads ”The evidence seems to be that bulbs have little effect on pitching …” and
while it does say there may be some beneficial reduction in such motions, seems to give clear
indication that any effect is small. I’m sure it is entirely possible that in the case of a small
vessel with a large bulb there may be an appreciable effect of a bulb, but it seems to be
somewhat misleading to state that there is a definite, appreciable dampening of ship motions.

The other statement that I disagree with is the one on how a bulbous bow operates in
“layman’s terms” : “Or on a more physical level, that the water coursing over the top of the
bulb is exerting a downward pressure that is keeping the stern from squatting, thereby
allowing flatter trim, causing the vessel to run with less resistance” The two objections I
have with this are as follows:

Firstly, since the bow is immersed in the fluid, it should experience only a net positive
buoyancy force from the hydrostatic aspect of the water. Since the bulbous bulb will displace
fluid upwards and over it, there will be an acceleration of fluid for the water to get around the
bulb. This acceleration would presumably be most pronounced at the top, since there is no
free stream condition here. In a manner somewhat analogous to a shallow water flow, I would
then expect the water to be flowing fastest on top of the bulb, and slower over the bottom of
the bulb. This would mean if there were a dynamic force from the bulb, I would expect it to
be an upwards force, although I would suspect it to be quite small. The other objection I have
is the last part of the statement, which says “allowing flatter trim, causing the vessel to run
with less resistance.” It has been pointed out by Taylor (1943), that large trim changes are
symptoms rather than causes of high resistance, and that changes in the at-rest trim of large
displacement craft produce only very small changes in resistance.

Anyways, I welcome any feedback or further discussion on this topic, I mentioned it because it
seems the wording of this document has somewhat mislead some of my students, and as a
result, I’ve docked them a few marks on some of their comments!

Best regards,

Dan Vyselaar
M.ASc. Candidate,
University of British Columbia

Thursday, December 02, 2004

In August 2007, I received the email below from Mr Ion Livas offering further insight on
the "Bulbous Bow" from his experiences; I have put here, for your information and
discussion.
Martin Leduc
Martin's Marine Engineering Page - www.dieselduck.net

I wish to commend you on your explanations of the attributes of the Bulbous Bow and its
effects. I would also like to offer three points, that might be of additional help.

1 - Volume compensation. When the added volume of a large Bulbous Bow, is used to reduce
the volume of the forward part of the hull, while maintaining the same block-coefficient, a
finer angle of entry can be achieved. The resultant effect is that the wave-making resistance
is reduced. This will result in a higher speed for the same power, or a power saving for the
same speed.

2 - Speed. Using the extra 'virtual length' of the ship, occasioned by the added length of the
Bulbous Bow, we have an increase of speed for the same V/√L, by the amount of the length of
the bulb beyond the forward perpendicular. When the extra length is 5%, the increase of speed
is √1.05, equaling an additional 2.47%. For a 15-knot cargo ship, the increase is 0.37 knots.
For a 1,000 ft ship and a V/√L of 1, this increase in speed is 0.78 knots. For a Trans-Atlantic
Liner it would have meant an increase of speed from 31.62 to 32.4 knots! Enough to win the
Blue Riband in bygone times. For a fast Container Ship Crossing the Pacific, it corresponds to a
substantial saving in sailing time!

3 - Shape. When the shape of the Bulbous Bow is that of an upside down tear-drop, rather than
cylindrical, the pounding effect is reduced and the tendency to keep the bow in the water to
reduce squatting is enhanced.

SUMMARY

The Volume compensation and the V/√L relationship explained above, will give a fast ship
traveling at V/√L = 1, a substantial increase in speed. For a 15 knot 500 ft. Cargo Ship, the
speed increase will be about half a knot and the sea-keeping properties will improve when the
Bulbous Bow is tear-drop shaped.

The above conclusions were arrived at from my personal involvement in the comprehensive
studies conducted at the Paris Tank, as well as the Madrid Tank under professor Acevedo in
1964. The Studies were conducted with several cylindrical and tear-drop shaped long and very
long Bulbous Bows fitted to a C2 Cargo Ship. The Sponsor of these tests was Todd's Shipyards
of New York, under the direction of the late Ralph Anselmi.

Ion Livas B.Sc.

Naval Architect & Marine Engineer
86 Filonos St.
18536 Piraeus, GREECE
Tel: +30-210-429-4261
Fax: +30-210-429-4657
Email: ionlivas@gmail,com

Mr. Patrick Bray, author of the original article (above), sent in these additional comments
in August 2008...

We have now retrofitted bulbs to over 40 vessels from 40 - 160 ft. All have worked great and
the owner's are more than pleased. We have also model tested close to a dozen new design
(which have been built) and have the following to report. Both retrofits and new boats show a
least 10% drop in fuel consumption ( more often 12%) or approx. 3/4 knot gain in speed. The
pitching is reduced by almost half. On the retrofits it is the reduction in pitching that is first
noticed as it is so dramatic a reduction. Our bulb designs are now fitted on all vessels built by
INACE in Brazil and Aleutian Yachts and Real Ships in the US. Our bulbs work between 8 and 20
knots with the greatest benefit at 10 - 16 knots (depending on the size of the vessel). We have
also fitted bulbs (successfully) to reduce a very large bow wave.

Why do bulbs work? I have written articles on it and presented technical papers on it in the US
and Europe. There are many people who do not understand them and there are many who are
designing them who do not have a clue how they work. It is easy to do a badly designed bulb
and apply it to the wrong application.

Best regards,

Patrick J. Bray
Naval Architect