Report Assignment About 1-Bow geometry and form 2-Bow types and Scope on types 3-X-Bow design and

advantages

Content
Preface Motivation and goal of this research Scope of work

Ship fore aspect design

1-Ship Length 1-A) Length of Parallel mid body 1-B) Length of runner 1-C) Length of entrance 2-Bow height(Fb) 3-Bow fullness coefficients and its effects 3-A)Prismatic Coefficient(CP) 1-3-A)fore length. 2-3-A) Fore entrance coefficient 3-3-A)Angle of entrance 3-B)Block Coefficient(CB) 3-C)Water plane area Coefficient(Cwl).

Bow features and types

2-A)Bow definition and function 2-B)Bow types 1-2-B)With out bulb bow:i) Raked bow ii)vertical bow(plumb bow). iii) Clipper Bow iv) Spoon Bow. 2-2-B)Bow with bulbose:i)-Bulbuse bow ii)-Ram bow. iii)-Sweep Bow.

3-2-B)New innovation bow:i)STX bow DESIGN. ii)-Ax-Bow. iii)Beak Bow. iv)Leadge Bow vi)X-Bow.

X-BOW
3-i)X-BOW Description 3-ii)Main design Concept 3-iii)advantages of x bow B)Comfort A)Optimized hull shape C)Environment D)Inverted bow 3-iv)Disadvantages of x-bow. 3-v)X bow codes 3-vi)Comparison test - offshore vessels and results A)Fuel consumption B)Speed loss in wave

References:

Preface
The main challenge for the hydrodynamics is to help reducing the consumption of fossil fuels and kill the various problems of energy by optimized ship hull special at bow for minimum fuel consumption in calm water. Motivation and goal of this research:Need for new invitation aided us to reduce the consumption of fuel at ship operation without any load in owner's expenses. This innovation have a lots of advantages that may be change the face of think in design and manufacturing Scope of work:Compare between conventional bow and x-bow of ship have the same parameters from hydrodynamic point. Estimate wave making resistance due to two difference types of bow with CFD. Estimate loss in power due to change shape of bow

Ship fore Aspect design

1-Ship Length 1-A) Length of Parallel mid body 1-B) Length of runner 1-C) Length of entrance 2-Bow height(Fb) 3-Bow fullness coefficients and its effects 3-A)Prismatic Coefficient(CP) 1-3-A)fore length. 2-3-A) Fore entrance coefficient 3-3-A)Angle of entrance 3-B)Block Coefficient(CB) 3-C)Water plane area Coefficient(Cwl).

1-Ship Length
Ship Length has divided into three main portions:1-A) Length of Parallel mid body (LP.M ). 1-B) Length of runner(LR). 1-C) Length of entrance(LE).

L=LR+LP.M.+LE

1-A) Length of Parallel mid body (LP.M ):-. CB>0.8 0.70 CB < 0.80 CB < 0.7 0.30 Lpp LP.M 0.35 Lpp 0.15 Lpp LP.M 0.20 Lpp LP.M =0.0

1-B) Length of runner(LR):LR = 4.08 Where:B is ship's breadth T is ship's draft CM is midship section coefficient 1-C) Length of entrance(LE):-

0.75 LR LE 0.95 LR

2-Bow height(Fb):The bow height Fb defined as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned summer freeboard and the designed trim and the top of the exposed deck at side, is to be not less than:Fb = (6075(L/100)-1875(L/100)2+200(L/100)3)x(2,08+0,609Cb-1,603Cwf-0,0129(L/T1))

Where:-

Fb T1 Cwf

: Calculated minimum bow height, in mm : Draught at 85% of the moulded depth D1, in m : Waterplane area coefficient forward of L/2

3-Bow fullness coefficients and its effects 3-A)Prismatic Coefficient(CP):Choose of fore prismatic coefficient (Cpf) affect on the following parameters:-

1-3-A)fore length.

Where:L.CP = L.CpA + LP.M + LE.CPF where:L is length between perpendicular(Lpp) CP is prismatic coefficient CpA is aft prismatic coefficient CPF is fore prismatic coefficient
Aft prismatic coefficient and Fore prismatic coefficient be determine form the following figure:-

2-3-A) - Fore entrance coefficient(fore fullness coefficient):-

fore fullness affects the wave making resistance in still water and resistance increase i n waves which are categorized in propulsive performance and sea-keeping performance respectively.

Figure Shown Classification of three performances related to the hull form design

3-3-A)Angle of entrance:-

It is depend on the value of angle of entrance which have the direct relation with prismatic coefficient shown in the following table recommended by (Pophanken, 1939):Cp IE(Degree) 0.55 8 0.60 9 0.65 9-10 0.70 10-14 0.75 21-33 0.80 33 0.85 37

3-B)Block Coefficient(CB):Increase of block coefficient, fore prismatic coefficient is increased consequently. However, excessive increase of fore fullness leads the growth of wave making resistance and resistance increase in waves which results in an inferior propulsive performance both in calm sea and under the actual voyage. Since design of an energy saving hull form is an essential aspect for a merchant ship, maximum value of fore fullness must be strictly limited regardless to the increase of block coefficient. And direct relation between prismatic coefficient and Block coefficient is

So, by decrease the Angle of entrance value of prismatic coefficient also decrease and sequent the value of block coefficient also decrease.

3-C)Water plane area Coefficient(Cwl):Forward water plane area can be defined as following:Cwf = Awf/{(L/2) x B} This coefficient has direct affect on ship fore form where increase of length or breath of fore portion lead to decrease of fore plane area(CWf) Where:Cwf : Water plane area coefficient forward of L/2

Awf L B d1

is the water plane area forward of L/2 at draught d1 is the length is the moulded breadth is the draught at 85% of the depth D

2-Bow features and types

2-A)Bow definition and function 2-B)Bow types 1-2-B)With out bulb bow:i) Raked bow ii)vertical bow(plumb bow). iii) Clipper Bow iv) Spoon Bow.

2-2-B)Bow with bulbose:i)-Bulbuse bow ii)-Ram bow. iii)-Sweep Bow. 3-2-B)New innovation bow:i)STX bow DESIGN. ii)-Ax-Bow. iii)Beak Bow. iv)Leadge Bow vi)X-Bow.

2-Bow feactures and types:2-A)Bow definition:bow is a nautical term that refers to the forward part of the hull of a ship or boat, the point that is most forward when the vessel is underway. Both of the adjectives fore and forward mean towards the bow. 2-B)Bow Function:The bow is designed to reduce the resistance of the hull cutting through water and should be tall enough to prevent water from easily washing over the top of it. On slower ships like tankers, a fuller bow shape is used to maximize the volume of the ship for a given length.

2-C)Bow Classification:Bow can be classified as following:-

1-2-B)With out bulb bow:2-2-B)Bow with bulbose 3-2-B)New innovation bow 1-2-B)With out bulb bow:In this bow types have no bulb in fore front and wave impact directly with fore. The result from this impact is called wave making resistance. There are many type of bow that is design with no bulb such as:i) Raked bow ii)vertical bow(plumb bow). iii) Clipper Bow iv) Spoon Bow.

i) Raked bow
1-i)Description:A)-The raked means the bow slants straight from the water to the deck. B)-The bow line is a flat forward angle without curve. C)-Rake angle measured from fore perpendicular to bow slope 1-C)-This angle vary from10 to 5 degree for commercial ships. 2-C)-But for high speed craft this angle vary from 15 to 25 degree. D)-Curve between keel and slope of bow is called footfore bow radius The advantage of footfore bow radius to give the fore portion of ship with additional buoyancy.

Figure shown raked bow configuration

2-i) Advantages of raked bow:1)reserve buoyancy 2)spray is directed away from the boat 3)reduce pitching motions 4)some bow rake can help prevent flooding in ship collisions 5)Nice size anchor locker.

3-i)Disadvantages of raked bow:If you hit something hard you could loose your forestay, same with a bowsprit 2) Less waterline in relation to OAL 3) Less interior space vs OAL. 4) I have a nack for bumping marina pilings when docking. )1

ii)vertical bow(plumb bow).

1-ii)Description:A)-The plumb bow( vertical bow) is considered rake bow with 900 of rake angle. B)-The plumb has a straight edge with small footfore bow radius(R ). C)- Waterlines between the bilge and the knuckle with elliptical form . D)-The position of fore perpendicular locate on axe of plump bow.

Figure shown Out Lines of vertical bow

2-ii)Types of plump bow:There are three types of plumb bow can be summarized as following :1-1-ii))-fully vertical bow:This type has completely vertical bow with no inclined.

2-1-ii)-Hybird plumb bow:This is type combined between rake bow and plump bow. Where the above water part is rake bow and the blow portion is plumb bow to over maximize bow volume

3-ii))Principle of work and hydro dynamical view:It is depend on the value of angle of entrance which have the direct relation with prismatic coefficient shown in the following table recommended by (Pophanken, 1939):Cp IE(Degree) 0.55 8 0.60 9 0.65 9-10 0.70 10-14 0.75 21-33 0.80 33 0.85 37

And direct relation between prismatic coefficient and Block coefficient is

So, by decrease the Angle of entrance value of prismatic coefficient also decrease and sequent the value of block coefficient also decrease And , wetted surface are (S) is calculated from the following formula(Tanker and bulk carrier):-

By reduce the value of CB wetted surface also reduce And by seen for formula that

4-ii)Advantages:A) Plumb Bows are a way of Maximizing waterline length so ship capacity will increase(added volume) B) Less vibration where angle of entrance is not change along ship's under water draft C) Small trim angle if compare with raked bow D) Maximize speed in small marine units E) Less resistance due to small angle of entrance. F) Easy in steering and maneuvering. 5-ii))Disadvantages:A)difficult in manufacturing due to small interference of lines at bow. B)

iii) Clipper Bow

1-iii) Description:A)-Bow has convex curve from keel to upper deck . B)-Keel connect with clipper bow by footfore radius(R). C)-Deck connect with clipper bow by flat vertical plate. D)-The perpendicular between intersection of load water line(L.W.L) and clipper is fore perpendicular(F.P.).

2-iii) Advantages:A)Maximize length of all (L.O.A) and ship's fore capacity. B)Additional buoyancy due to high deformed curve under the load water line. C)Reduce pitch motion due to high water volume at fore portion. D)In irregular waves fore portion work as forecastle. E) The mast can be placed well forward in the boat.

3-iii) Disadvantages:A) Its effective in fishing vessel more than any types of ships. B) Fore failure structure may be occurred easy due to high over hang of bow.

iv) Spoon Bow.

1-iv) Description:A)The spoon convexes to the deck like the back of a spoon. B)The perpendicular on intersection between load water line(L.W.L) and spoon fore is fore perpendicular (F.P.). C)Spoon's curve may be from keel to upper deck D)Also, Spoon's curve may be from upper deck to load water line(L.W.L) and then take straight slope to keel.

2- iv) Types of spoon:There are two main types of spoon bow:-

A-2- iv) Low spoon bow(Ice breaker bow):In this type the upper portion of bow has knife at forward to cut the ice and under water of bow has straight slope used to lift the ship's fore as possible so this type is perfectible in Ice-Breaker ships

B-2- iv) high spoon bow:In this type the spoon has high curvature from upper deck to keel and this type perfectible in high speed marine craft. Advantages of spoon bow:A)-High curvature

2-2-B)Bow with bulbuse In this bow types have bulb in fore front and wave impact directly with buble and fore ship hull portion. The result from this impact two types of waves on of them produce from impact with buble and other type generate from ship hull. There are many type of bow that is design with bulb such as:i)-Bulbuse bow ii)-Ram bow. iii)-Sweep Bow.

i)-Bulbous bow:1- i) Description:-A bulbous bow is a protruding bulb at the bow (or front) of a ship just below the waterline. - The bulb looks like a section of a large diameter pipe with a domed end sticking out of the bow of the vessel underwater. -Upper portion of bow has like rake bow. -The fore perpendicular (F.P.) locates at the normal on intersection between load water line (L.W.L) with ship's fore.

2- i) History
-The first bulbous bows appeared in the 1920s with the Bremen and the Europa, two German passenger ships. built to operate in the North Atlantic. The Bremen, built in 1929, won the Blue Riband of the crossing of the Atlantic. with the speed of 27.9 knots. -Other smaller passenger ships, such as the American President Hoover and President Coolidge of 1931, started to appear with bulbous bows although they were still considered as experimental, by ship owners and shipyards. -In 1935, the Normandie, built with a bulbous bow, attained the 30 knots. -Some navy ships from WWII such as the cruiser Yamato (1940) used already bulbous bows.
-The systematic research started on the late 1950s. -The Yamashiro Maru, built on 1963 at the Mitsubishi shipyard in Japan, was the first ship equipped with a bulbous bow. -The ship attained the speed of 20 with 13.500 hp while similar ships needed 17.500 hp to reach the same speed.

3- i) Design concept:To start design bulbuse the are many paramerts should be calculate such as following:-

A) Linear Form Coefficients:Breadth Coefficient

Length Coefficient

Height Coefficient

LPR = protruding length of bulb BB = bulb breadth

Typical values of the Linear Coefficients (Kracht, 1970):-

B)Non-Linear Form Coefficients:Cross-section Coefficient

Cross-section Coefficient

Cross-section Coefficient

Typical values of the Non-Linear Coefficients (Kracht, 1970)

Length Coefficient can be estimate from the following formulas:-

Breadth Coefficient can be estimate from the following table(CBBx100):-

Determination of Main Bulb Dimensions(Suggested methodology by Alvarino & al 1997):Where:Input is load water line L.W.L Service speed VS
And:-

Types of Bulb Sections:-

Compression between different shape sections of bulbuse bow:-

Principle of work:-

In a conventionally shaped bow, a bow wave forms immediately before the bow. When a bulb is placed below the water ahead of this wave, water is forced to flow up over the bulb. If the trough formed by water flowing off the bulb coincides with the bow wave, the two partially cancel out and reduce the vessel's wake. While inducing another wave stream saps energy from the ship, canceling out the second wave stream at the bow changes the pressure distribution along the hull, thereby reducing wave resistance. The effect that pressure distribution has on a surface is known as the form effect. Some explanations note that water flowing over the bulb depresses the ship's bow and keeps it trimmed better. Since many of the bulbous bows are symmetrical or even angled upwards which would tend to raise the bow further, the improved trim is likely a by-product of the reduced wave action as the vessel approaches hull speed, rather than direct action of water flow over the bulb. A sharp bow on a conventional hull form would produce waves and low drag like a bulbous bow, but waves coming from the side would strike it harder. Also, in heavy seas, water flowing around the bulb damps pitching movements like a squiggle keel. The blunt bulbous bow also produces higher pressure in a large region in front, making the bow wave start earlier. The addition of a bulb to a ship's hull increases its overall wetted area. As wetted area increases, so does drag. At greater speeds and in larger vessels it is the bow wave that is the greatest force impeding the vessel's forward motion through the water. For a vessel that is small or spends a great deal of its time at a slow speed, the increase in drag will not be offset by the benefit in damping bow wave generation. As the wave counter effects are only significant at the vessel's higher range of speed, bulbous bows are not energy efficient when the vessel cruises outside of these ranges, specifically at lower speeds.

Advantages:-

A).bulbous bow is the reduction of fuel consumption by 12 to 15 percent and will give a better range and higher speed B). Vessel rolls less and slower motion C). Handles much better running off & quartering off in strong winds D). Vessel drifting & bow stays 30-35 upwind where previously vessel would be broadside and rolling much more E). Extra buoyancy rose up the bow resulting in the following:1-E) - Vessel doesnt bang when sailing into 35-40 knots of wind. 2-E) - Does not take water over the bow as before 3-E) -1500 gallons increased ballast tank capacity F. More comfort in working and resting for crew. G. When working in ice, no ice goes in under the hull to hit propeller. E. Increased speed (1.8 knots) & reduction in the fuel consumption. Dis advantages:A).waterline length is should be longer than about 15 metres B)- Bulbous bows are less beneficial in smaller craft so, they are rarely used on recreational craft like powerboats, sailing vessels, tug boats, fishing trawlers and yachts.

ii)-Ram bow
1-ii)Description:A)Ram bow is the development of bubuse bow B)Where under water portion take the same procedure to design of bubluse bow. C)But the over water line portion of bow has curved shape with no rake angle. D)The underwater stem profile extends beyond the forward perpendicular.

2-ii)Advantages:A. Large reduction in head pitch & much softer motion. B. D. Steers much straighter in auto pilot C. Easier to keep on gear in windy weath.

3-ii)Disadvantages:-

iii)-Sweep Bow.
General features:-

SWEEP bow is abbreviation of (Ship With Wave Energy Engulfing Propulsors) bow.

It is consist of sphere connect with standard bulbous bow. This arrangement also have ALS(Air-Lubricated Ship) system.

Compression between Sphere, Standard bow and SWEEP bow

This type of bow is popular used in passenger ferry . Sweep bow has invented by Don Burg in 2006

3-2-B)New innovation bow:There are many types of bow are invented to reduce ship wave resistance.This innovations can be summarized as following:-

i)STX bow DESIGN. ii)Ax-Bow. iii)Beak Bow. iv)Leadge Bow vi)X-Bow. i)STX bow DESIGN:-

1- i) -BACKGROUND
STX OSV designs and builds offshore and specialized vessels used in the offshore oil and gasexploration and production and oil services industries. They have also developed an innovativebow concept, obviously focused on the segments mentioned above. This bow design isproprietary information and therefore, test results are not available. The patent application,(Tvete and Borgen, 2012), has been used as the main source of information. On the same basis as for the X-bow, the bow is developed to improve performance in marineoperations. The patent application states that the objective of the new bow is to reduce the added resistance in waves, as well as reducing the level of accelerations, motions in seaway and slamming in the bow region. This should result in less fuel consumption and more comfort for the crew, (Tvete and Borgen, 2012).

2- i)WORKING PRINCIPLES:The bow concept is divided into three sections, dealing with three different aspects of the resistance regime. On the lower part, section A in Figure 7.4, the hull shape is kept more or less as conventional hulls to minimize the calm water resistance. This part contributes to a lesser degree to the added resistance in waves. The middle part, B, comprises a blunt shaped surface curving inwards and backwards from the transition area and back to a recessed blunt shaped section, designed to reflect smaller waves to the sides. This is as opposed to having a very sharp curve in this area which, according to Tvete and Borgen (2012), will make the small waves follow the hull shape further aft and induce 56 friction resistance. It is argued that the short time period of handling the reflection of waves will generate less speed-loss than the friction resistance of following waves.

PROFILE VIEW OF THE STX BOW, (TVETE AND BORGEN, 2012).

The upper bow portion, C, is stretched forward making it sharper. This makes it possible to reduce the flare angles, seen on conventional bows, and shoulder of the bow obtaining some of the same characteristics as the X bow with slower volume increase when piercing into the large waves. The sharpening is based on the same reasoning as the X-bow, making the bow pierce through the waves and split them instead of hitting the waves with a blunt bow design.

ii)Ax-Bow:-.

THE Lines plan of twin AX-bow catamaran

1- ii)BACKGROUND:The Ax-bow is as bow concept designed by NKK. NKK is a Japanese steel manufacturer and ship builder. The Ax-bow concept was developed because the energy saving measures in later years have led to a smaller power supply on merchant ships, thus the speed-loss of these energy-saving ships is crucial compared to ships with a large sea margin implemented. Hence, a ship with betterperformance in waves even with smaller installed propulsion power was desired, (Matsumoto, 2002). The bow concept was installed on Kohyohsan, a 172 000DWT Cape size bulk carrier with overall length of 289 m and breadth 45 m. A sister ship was fitted with an ordinary bow and full scale measurements have been done.

2- ii)WORKING PRINCIPLES

The design focuses on the shape above the waterline. The hull shape below the waterline is the same as for the ordinary bow maintaining the calm water performance of the ordinary ship. The bow has been sharpened above the waterline, like a beak, to reflect incident waves more to the sides than forward. To satisfy the length requirements in ports the bow had to be sharpened as much as possible within the regulations. A requirement of 289 m maximum overall length in a European port was the dimensioning requirement, (Hirota et al., 2005). Model tests have been performed with the bow. Figure 7.6 shows the results as the nondimensional resistance increase in regular waves. The figure indicates a 20 to 30 % reduction in almost the entire range of wavelength, (Matsumoto, 2002). However, the reduction seems to be largest in the small (short) waves where a reduction of almost 50 % is measured. Full scale measurements are summed up in Hirota et al. (2005), see Figure 7.8. They show that the Ax-bow reduces the speed-loss, especially in the higher sea states compared to aconventional ship. Values are given in Table 7.1. From track records of the Kohyohsan it is shown that the required horse power is reduced by 3-4 % compared to the sister ship (Sea-Japan, 2006).

iii)Beak Bow:-.
The Beak bow is a predecessor of the Ax-bow. It is designed as a longer and pointy beak, seen in Figure 7.7. Due to the mentioned length restrictions the Ax-bow was developed. The Beak bow tested in Hirota et al. (2005) would give a ship with overall length of 300 m. There is not much difference in the measured added resistance coefficient between the Beak bowand the Ax bow, hence approximately 20-30% reduction in resistance increase in waves compared to conventional bows.

BEAK BOW PROFILE AND WATERPLANE VIEW, (Hirota et al., 2005).

iv)Leadge Bow
The Leadge bow is a further development of the Ax-bow. However,the stem has been straightened filling up the gap between the Ax and the bulb. This eliminates the bulbous bow in the profile view. The whole stem line is sharpened, also under the waterline hull. Due to this the bow was expected to reduce the added resistance in both ballast and full load conditions. The design approach of the Leadge bow is very similar to that of KVLCC2C and KVLCC2E, thus a confirmation on the performance regarding added resistance can be made. According to Sea-Japan (2006) the bow shape has been confirmed to give the same calm water wave making resistance as the conventional hull with bulbous bow. Due to the relative low speed of the vessel, the wave making resistance is a small part of the total resistance and a change would not contribute much to the overall calm water resistance. Thus an increase in wave making resistance is not crucial to the overall performance. A curious result is given in (Hirota et al., 2005). It states that Ax-bow has a reduction of 20-30% in one part of the paper. However, in another part treating the Leadge bow, it states that the reduction is 12% in head seas for the Ax bow, and the Leadge bow has a reduction of 19%. Two different models have been used in the cases and the ordinary bow seems to be different in the efficiency regarding added resistance. In any case, the latter results seem to point to the increased efficiency of the Leadge bow regarding added resistance in waves.

3-X-BOW
3-i)X-BOW Description 3-ii)Main design Concept 3-iii)advantages of x bow B)Comfort A)Optimized hull shape C)Environment D)Inverted bow 3-iv)Disadvantages of x-bow. 3-v)X bow codes 3-vi)Comparison test - offshore vessels and results A)Fuel consumption B)Speed loss in waves

3-i)X-BOW Description

The X-BOW is a backward-sloping bow that starts at the extreme front of the vessel. A novel hull shape with a redistributed foreship volume and substantially reduced flare A raised foreship, which normally incorporates accommodation The X-Bow, named for its "X" shape, comes in several sizes and can be manufactured to fit almost any ship. The design calls for laying the bow in a backward direction while also increasing the height. The vessel will be able to withstand more submersion as well as higher waves. The reduction in drag and more efficient airflow will decrease the amount of fuel needed to maintain speed and decrease total transit time. The hull design will also increase stability in the open ocean and reduce the rolling sensation when on rougher waters. The X-Bow also serves as a means of protection. The cargo is what makes money. If it arrives broken or damaged, you make no money. Ulstein's design drastically reduces the chances of deck movement and increases the amount of usable space for certain applications.

3-ii)Main design Concept

Description of the new design

The Foreship is transversely symmetrical about the centerline (CL) of the vessel. The frame lines of the hull increase in width from the base line (BL). The bottom is flat or has a dead rise or merges into a bilge at a given bilge radius. From the bilge up to a given height, the frame line is slightly outwardly sloping. At the level of for castle deck, the outwardly sloping line form is terminated and is run on upwards as a curved line from back towards the center line. The vessel is in three-dimensional coordinates system where the vessel length direction, breadth direction and height direction correspond respectively to the x-axis, y-axis and z-axis, where the x-axis and y-axis are oriented in the horizontal plane and z-axis is oriented in the vertical plane. Furthermore, the forward direction of the ship corresponds to the positive xdirection.

Fig (1) aside view of the profile of the Foreship stem line.

The new Foreship, shown from the midship mark 2 of the vessel, has a slender and distinctive bow shape. Fig (1) shows vessel stem line ,which starts at base line 3 at point A and then rises with an increasing curvature whilst being drawn forwards in the length direction (x direction) to appoint B above the design water line ,Tdwl. From point B the stem line rises further, but now with a diminishing curvature and backwards (in the negative x direction) until it reaches point C. At point C, the stem line is advantageously bent forwards and is terminated as the top of spray board 5.

 The frame lines of the fore ship are designed transversely symmetrical about center line (CL) of the vessel, as illustrated in Figure 2.

Fig (2) a front view of an extract of frame lines for the Foreship The frame line 10,20,30,40,50 then respectively merge into the bilge G1,G2,G3,G4,G5 at a given bilge radius. From the bilge and up to points E1,E2,E3,E4,E5, the frame lines 10,20,30,40,50, respectively, are outwardly sloping ,and in the embodiment shown in this figure at angles a2=11 degrees, a3 =19 degrees , a4 = 38 degrees , a5=30 degrees ,relative to the centerline . At points E1,E2,E3,E4,E5 , the outwardly sloping frame line from is terminated and is run on upwards as curved frame line form , either back to CL at points F1, F2 ,F3,or further upwards in a very gentle curve towards CL to points F4 ,F5 . From the figure it can also been seen that the bottom of the vessel is flat intersection 7.

Fig (3) Waterline for Foreship Fig (3) shows the water line /entry angle seen in the x-y plane (length/breadth direction),which for the embodiment illustrated in this figure is 20.3 degrees and which advantageously is between 16-25 degree relative to CL at the design waterline Tdwl for reduced or increased slenderness . Table(1) shows ratios between water line length , slenderness and hull height for different ranges of water line length Lwl 60-90 90-120 120-150 150-180 180-210 210Bwl/Tdwl 2 3 3.5 3.5 4 5 Lwl/Bwl 3 4.5 5 5.5 6 10 Lwl/Tdwl 5 13 17 20 22 23 Htdwl/Bwl 0.5 0.8 0.7 0.55 0.45 5 Lwl/Htdwl 2 5.5 7.5 10.5 13.5 15 Where Tdwl: Draught (at design water line) Bwl: Breadth measured at a given draught Tdwl. Lwl: Water line length measured at a given draught Tdwl; in other words total Length of the submerged volume. Htdwl: hull height measured from Tdwl up to the top of the spray broad. The use of the above mentioned ratios for the given Lwl range results is more slender entry lines, increased Lwl and only slightly outwardly sloping hull or frame lines (small flare). For the illustrated and described exemplary embodiment, it may be specified that Tdwl= 6 m, Lwl = 81.1 m, Bwl = 18.5 m, Htdwl = 14.5 m. the spray board 5 advantageously has a vertical height of 1 meter, so that the height measured from Tdwl to the transition to the spray board in thus 13.5 m. A Foreship arrangement for a vessel for a displacement type , which Foreship consists of the part of the ship in front of the vessel`s midship mark (2) and which vessel has a

transversely symmetrical hull shape about its CL , and substantially convention bow from below its design waterline (Tdwl), characterised in that the stem line (1) , of the vessel turns substantially backwards in relation to the ship length direction (negative x-direction) from transition point (B) at or just above Tdwl. The arrangement characterised in the stem line (1), starting from the lower point (A) at the vessel`s base line (3) rises and has a substantially increasing curvature in the forward direction of the vessel, optionally by one or more straight portions, to an upper point (c). The arrangement also characterised in that a spray board (5) extends out from the upper point (c), the stem line (1) being bent sharply forward at said point (c) and being terminated at the top of the spray board(5) . The arrangement also characterised in that the vessel`s flare angle in the Foreship, and above the design waterline (Tdwl) are in the range of 9-45 degrees relative to the height direction of the vessel. The arrangement according to any one of the preceding claims , characterised in that the vessel`s stem angles between the transition point (B) and the upper point (c) increase from 0 degree at the transition point (B) to 55 degrees at the upper point (c) relative to the height direction of the vessel . The arrangement according to any one of the preceding claims characterised in that the entry angle of the bow at Tdwl and on a plane coincident with the horizontal plane (the xy plane) in the range of 16-25 degrees relative to CL . The arrangement according to any one of the preceding claims characterised in that the frame lines (10,20,30,40,50) of the Foreship are designed transversely symmetrical about CL , and starting respectively from first points (D1,D2,D3,D4,D5) run almost perpendicularly from CL and increase in breadth (y-direction) from CL where after the frame lines (10,20,30,40,50) respectively merge into the bilge (G1,G2,G3,G4,G5) at a given bilge radius , from which bilge and up to second points (E1,E2,E3,E4,E5) the frame lines (10,20,30,40,50) are outwardly sloping frame line form is terminated and then runs respectively upwards as a carved frame line from back to CL at third points (F1,F2,F3) and continuous upwards with very gentle curvature towards CL to third points (F4,F5).

3-iii)advantages of x bow:A)Optimized hull shape

The shape of the hull has been optimized with a view to high top Speeds, low resistance and reduced fuel consumption. Great emphasis is Placed on the crews comfort and safety during work and rest periods.

B)Comfort
- Elimination of slamming and bow impact. - Soft entry in waves. - Low acceleration levels. - Reduced vibration levels. - Available crew rest time increased. - Safer workplace due to smoother motions.

C)Environment
- Significantly more energy efficient shape in waves. - Higher transit speed. - Reduced power consumption. - Improved fuel efficiency. - Increased operational time. - Increased schedule keeping.

D)Inverted bow
- Larger and higher volume distribution. - Less spray. - Slender hull lines. - Safer workplace due to increased protection provided by hull.

3-iv)Disadvantages of x-bow:1A disadvantage of the X-bow is the motional behavior during unloading (in harsh weather). This was caused by the fact that the X-bow has its accommodation on the bow and therefore the connection to the specific case of the fixed offloading tower was located at the stern. 2Its merits disappear when the length becomes 200 (m).

3-v)X bow codes A-Series

anchor handling tug supply vessel.

P-series
platform supply vessel.

S-series
specialized multifunctional vessel.

3-vi)Comparison test - offshore vessels and results:-

Fig (8) model test The photos above show comparison testing of equivalent offshore vessels With the Ulstein x bow versus a conventional bow. The wave Height is 2.8 meters, with a wave period of 10.5 seconds and a speed Of 15 knots. The photo to the left shows the Ulstein x bow vessel. With a sharp Hull shape, there is no spray and there's a soft entry into the waves. As The waves are parted efficiently, wave energy transfer is minimized. This Means that speed losses are reduced. The photo to the right shows the conventional bow vessel. The waves and Speed are the same, but there is spray generation, high bow impact and Slamming and a blunt hull shape. The waves are pushed forward, and Wave energy is moved against the hull. This makes for greater speed losses.

A)Fuel consumption
Comparison study of short sea container vessels with the Ulstein x bow versus a conventional bow in conditions expected in service has been Performed With a design speed of 18 knots, the difference in fuel Consumption is shown in the chart below. Results show 7-16% fuel Reduction, depending on ship speed and sea state.

Fuel consumption chart

B)Speed loss in waves:-

The chart below shows the attainable speed in waves and the speed loss In waves of a vessel with an Ulstein x bow compared to a vessel with Conventional bow the trend indicates that the Ulstein x bow has a Significant speed advantage in sea states most probable on a North Atlantic Trade route. Waves in the North Atlantic are expected to be above 2.5 meters 74% of the time and Ulstein x bow vessels have an average Improvement of 19% in the 2.5-10.0 meter wave height range.

References:Web sites:-

1- http://www.ulsteinlab.com
2- WWW.ULSTEINGROUP.COM

3-http://www.bourbon-offshore.no/default.asp?menu=35&id=43

Books:1-B. Oleksiewicz (1995), "Computational Geometry for Ships"

2-International Convention on Load Lines, 1966 and Protocol of 1988

3-Tsuyoshi ISHIGURO (IHI Marine United INC., Japan) "Optimized Hull Form design at Initial Design Stage considering Manoeuvrability, Propulsive performance and Sea-keeping performance". 4- Todd, F.H. (1963), Series 60 - Methodical Experiments with Models of Single-Screw Merchant Ships, David Taylor Model Basin Research and Development Report No.1712. 5- Sabit, A. S. (1972), An Analysis of the Series 60 Results Part I Analysis of Forms and Resistance Results, International Shipbuilding Progress, Vol..19, pp.81-97. 6- Pophanken, E. (1939), Schiffbaukalender Hilfsbuch der Schiffbauindustrie, Deutch Verlagswerke, Berlin. 7- Markov, N. e Suzuki, K. (2001), Hull Form Optimisation by Shift and Deformation of Ship Sections, Journal of Ship Research,Vol.45, No.3, pp.197-204. 8- Kawashima, H. E Hino, T. (2004), A Hull Form Generation Method on Initial Design Stage, Proceedings of PRADS2004. 9- Letcher, John (2009), "Principles of Naval Architecture Series" The Geometry of Ships", SNAME.