10

( 55

Resistance

11

Reduction

by Stern-End-Bulb

(First Report)
by Hideaki Miyata*, Member YoshihiroTsuchiya*
Takao Inui**, Member
Hiroyuki Adachi***,Member
Summary

A new kind of bulb called stern-end-bulb is developed, which is equipped at the

after end of the waterline of ships. Its effectiveness for fine high-speed ships is demonstrated through experiments with three hull forms. Wave resistance is reduced by
about 20% and power saving of 6% is attained by newly designed stern-end-bulbs.
The computer program for wave resistance estimation based on the formulation
of Neumann-Kelvin problem is proved to be useful for the design of stern-end-bulb,
provided consideration on the existence of free surface shock waves in the near-field
of stern is carefully made.

1. Introduction
Improvement of hull forms is requested more
intensely than before because of the steep rise
of the price of fuel oil. The aftparts of hull
forms, especially, have wide possibility to be
improved, and their optimization
must be
pursued. The authors have undertaken two ways
of research for the optimization of the aft-part
of fine hull forms.
One2) is minimization of
wave making by attaching a Stern-End-Bulb
(abbreviated as SEB hereafter), and the other1)
is optimization of the main hull forms taking
their interactions
with propellers into consideration.
Both ways are now going to turn
out useful for practical purposes. In the present
paper successive works on the former kind of
research program are described following reference 2).
In Fig. 1 wave pattern in the near-field of a
full-scale passenger boat is shown, in which
intense stern waves are obvious. Waves from
the stern are often more intense and wide than
those from the bow in the near-field of highspeed fine ships, partly because the fore-part
of hull forms has already been optimized. The
most simple and effective method to suppress
stern waves is to attach SEB at the after end
of waterline. The desirable effects by SEB are
* The
**

University

Tamagawa

of Tokyo

University

*** Ship Research

Institute

of Japan

Fig.

Waves

of a full-scale

passenger

boat

in the reduction in both linear wave resistance

and free surface shock wave resistance. (In this
paper linear dispersive waves of Kelvin-Havelock
type are called linear waves in contrast with free
surface shock waves.)
In this paper, stress is on the availability and
effectiveness of SEB and on the design procedure
for SEB which is based on the method of solving
Neumann-Kelvin problem. Problems concerned
with the nonlinear characteristics of stern waves,
mechanism of resistance reduction by SEB and
scale effect will be discussed in the next report.

Resistance

2.
A*()

Nomenclature

weighted

amplitude

function,

B
b

dimensionalized
by L
beam length
of ship
width
of SEB

reduction

ratio

block coefficient
frictional
resistance

CT

total
resistance
wetted
area

Cw

wave resistance
wetted
area
test
do derived

Cw

reduction
reduction

Cwp

d
Fn

Green

K
k0
L, Lpp

coefficient
coefficient

on

from

wave

analysis

of C by SEB
of Cwp by SEB
based

11

by SternEndBulb

ment due to the presence of a propeller. Two

geosim models of SR138 are used, i.e., 10 m
model SR138 (10) and 2.5 m model SR138 (2.5).
TK 1 is a passenger boat with twin propellers and
twin rudders. The service speed of SR 138 and
M45 is at Fn= 0.27 and that of TK1 is at Fn=
0.33.
3.2 Designed stern-end-bulbs
The distinctive features of SEB are 1) that it is
equipped at the aft-end of waterline, piercing
the free surface, 2) that the length of SEB is
more than 1% of L and 3) that its width is
rather small. Although SEBs for the three models
have been intuitively designed, their position
and length are selected from the consideration
on the wave pattern at the original stern and on
the service Froude number, while the width and
volume are empirically defined. SEB-X series

on L

function

form factor
wave
number
length
between

perpendiculars

source

strength

S
U

wetted
uniform

surface
area
velocity

potential
velocity
wave height
(x, y. z), (,,) Cartesian

3.

based

coefficient
based
on
derived
from
towing

draft of ship
Froude
number

non-

of resistance

CB
CF0

Cwp

Reduction

coordinate

system

Tested model ships and

stern-end-bulbs

3.1 Tested model ships

SEB is very effective on high-speed fine ships
whose
stern waves
are usually
conspicuous.
SEB will not be effective for wide-beamed
fine
ships, for example M42 in reference 4), because
they generate intense free surface shock waves
around the fore-part
and in consequence
waves
at the stern are often attenuated.
Three hull forms in Table 1 are selected for
the demonstration
of the effectiveness
of SEB.
SR138 is a conventional
high-speed
container
carrier with bulbous bow.
M45 is an improved
modification
of SR 138 whose sectional
area
curve and frame lines of the aft-part
are entirely
changed in order to minimize resistance
increTable

Principal

particulars

Fig. 2

SEB-X equipped
model SR138(10)
Institute

Fig.
of tested

Configuration

models

on a container ship
at Ship Research

of SEB

12

are the types for SR138 and M45. SEB-X1

and X2 are modifications of X, whose width is
increased by 50 and 100 percent, respectively,
keeping the profile the same. SEB-Z2 and Z3
are types for more high-speed ship TK 1 with
twin rudders. The profile of Z3 is the same with
Z2 and its width is increased by 60 percent.
Minimization of the increase of viscous resistance
has been carefully considered for SEB-Z2 and
Z3 by smooth connection to the main hull. In
this paper, SR138 with SEB-X1 is, for example,
called SR138X1.
4.

Resistance

reduction

rate

Experiments have been carried out at three

model basins, i.e., No. 2 basin of SRI (SR138
(10)), No. 3 basin of SRI (TK1) and the basin of
the University of Tokyo (SR138 (2.5), M45,
TK1).
4.1 Results of towing test
Results of towing test are presented in Figs. 4,

148

5 and 6, in which coefficients are based on wetted

surface area including that of SEB. CT is remarkably reduced in the three cases and the reduction
of wave resistance
is approximately
20% around
the service speed.
All the three models tested
have been easily improved by SEBs.
The absolute value of resistance
on TK1 in low speed
range (i.e. viscous resistance) is not increased by
the addition of SEB, as was aimed at. Among
the width series of SEB-X and SEB-Z, SEB-X1
and SEB-Z3 have turned out to be the best for
the container
model and the passenger
boat
model respectively.
4.2 Results of wave analysis
Longitudinal
profiles of waves are recorded
and analysed
by NewmanSharma's
method.
Examples
of longitudinal
profiles are shown in
Fig. 7, in which the reduction
in wave height
by SEB-X1 and X2 is evident.
Especially, the
part of wave height that corresponds to the diverging waves from the stern is in good order, which

Fig. 4 Measured Cr, Cw and Cwp curves of SR138(10)

Fig.

same

as

Fig.

4, M45

Fig.

same

as Fig.

4, TK1

Resistance
Table

Resistance

Reduction

by Stern-End-Bulb

reduction

ratio

for full-scale

Fig. 8

5.

of stern

Components
of reduced
wave resistance

5.1

Characteristics
of stern
waves
in the
near-field
Occurrence
of free surface shock waves has
been pointed out.3) The waves in the vicinity of
stern
have the same characteristics;
discontinuity in wave height and disturbance
velocity
is remarkable.
Wave pictures in Figs. 1 and 8
visualize the nonlinearity
of stern waves.
SEB
reduces the linear wave resistance
revealed as
Cwp, while simultaneously
it suppresses
free
surface shock waves at the stern as is shown in
Fig. 17 of reference 2). Further detailed characteristics
of waves and effects of SEB on wave
making will be described in the next report.
5. 2

Cw

do

not

greater

be

and

Cwp

measured

Cwp
is

where, K', Cw and S' are values for ships with

SEB. Estimated
amount of EHP saving is 5.9%
and 5.2% respectively
for SR138 and TK1 as is
shown in Table 2. This rate of gain is preserved
in BHP,
since SEB influences
little on selfpropulsion factors2).
The cost needed for construction
of SEB will
not be expensive,
because SEB is rather small,
and it will be repaied within a few months of
voyage.
It is also advantageous
for SEB that
it can be easily equipped
to ships already on
service in a short while.

in the vicinity

(SR138X2(10))

Two

(1)

ships

Wave picture

Fig. 7 Comparison of measured wave profiles

(SR138(10), y/L= 0.28)
accords with the order of wave resistance
Cw.
This is also ascertained
on TK I, though the
result is not shown.
Analysed Cwp is shown in
Figs. 4 and 6. Reduction
of C. is simultaneously
revealed in Cwp. Qualitative
accordance
of Cwp
with Cw is excellent, however, it is noted that the
magnitude of resistance reduction by SEB cannot
be fully explained
by the reduction
of Cwp.
Analysed wave spectra
are shown in Figs. 11
and 12, which indicate the same tendency,
that
is, the difference in wave spectra is rather small,
though the reduction
in Cwp is surely achieved
and recorded.
4.3 Power saving by stern-end-bulb
The rate of power saving is estimated
for fullscale ships.
EHP saving ratio is defined
as
follows, neglecting scale effect in K and Cw.

13

resistance
usually

than

Al Cwp

considered

wave

to

be,

due

as
to

the

free

wave

i.e.,

in

linear

wave

resistance

1 he

tion

at

the

significant

in

linear
difference
con-

wave

resistance
Under

component
of
is

time
role

the

waves.

contribute
same

can

actual

into Cwp

role

reduction

components

As Cwp
of

the

devided

component.

deal.

error,

shock
is

and

other. Cw,

approximation,
of

surface

Two

more

small
order

reduction

postulation Cw
Cwp,

great

each

reduction

first

the

with
a

the

with

to

sidered

by

be

resistance

can

reduction Cw

accord

and

the

two

visualized
to

nonlinear

components
in

Fig.

resistance

and Cw-Cwp
the

this

and Cw-

high-speed

9.

reducplays
range.

14

148

Fig.
Fig.

Components

of wave

resistance

10

reduc-

Panel

division

for

the

stern

of

TK1Z3

tion

6.

Design procedure for

stern-end-bulb
6.1 Application of linear wave resistance
theory
In spite of the facts described in chapter 5,
the qualitative accordance of Cw with Cwp is
quite excellent. SEB that decreases Cwpprovides
simultaneous decrease in C.
The degree of
effectiveness of the width series SEBs (X, X 1,
X2 and Z2, Z3) is in correct order in Cwp. This
fact implies that a method which estimates
linear wave resistance can be successfully applied
to the design procedure for SEB. Quantitative
precision is not always necessary and qualitative
precision is enough for improvement or design of
SEB, as well as for design of main hull forms.
Theoretical estimation of linear wave resistance
has been carried out according to the formulation of Neumann-Kelvin problem. The velocity
potential is expressed as,

Fig. 11 Comparison of experimental

and
theoretical wave spectra (SR 138(10),
Fn = 0.27)

(2)
The

Green

function

is decomposed

as,

(3)
(4)
Fig. 12 same as Fig. 11 (TK1, Fn=0.33)

(5)
G3: local wave term
For simplicity the second term of (2) and G3 in
(3) are neglected. Singularities are distributed on
the surface of the hull which is devided into from
150 to 400 panels. The computer program is
developed by Lin.1)
Linear wave resistance is calculated with this
program for SR138 and TK1 with and without
SEB. The panel division of TK1Z3 in the aft-

end
into

part is present
considerable

required
figuration
are

in Fig.
number

10. SEB
of panels,

for the searching

for the optimum
conand volume
of SEB.
Calculated
results

shown

in Fig.

11 for

SR 138 and

for TK 1 in the form of wave

Froude
number
of service speed
respectively.

First

the

estimation

of all, the coincidence

of

linear

in Fig.

12

spectrum
at the
of 0.27 and 0.33,

theory
and experiment
is satisfactory
ships without
SEB.
This program
will
for

is devided
which
is

wave

between
on both
be useful

resistance

of

Resistance

Reduction

by

Stern-End-Bulb

15

Fig. 14 Contours of reduction rate of wave

resistance (SR138(10))
Fig.

fine

13

Optimum

high-speed

SEB

in

ships.

wave

Fig.
and

The

TK1
Fig.

in

which

with

SEB

on

ed.

tendency

This

is

not

yet

Cwp

and

very

to

the

linear

this

of

resistance

program

is

SEB,

due

to

the

The

of

which

is

which

Cw,
with

surface
decrease
manner

results,

of

at

advantageous

linear
is

7.

wave
in

estimated

by

agree

it

can

well
explain
by

velocity
hull

very

form

the
well,

improve-

ment.
6.2

Design

The

reduction

and

the

number
case

procedure
rate

as
of

SR

well
138

as

from

experimental

of

SEB

increases
14

especially

in

0.22),

where

total

resistance

on

the

shown

in

the

Fig.

hull
14,
The

increase

that

Froude
contribution
is

by
on

original

the

indicates
high

resistance
depend

results.
with

also

wave

volume

is

ed

Fig.

of

optimum

significant.

is

The
obtain-

optimum
of

SEB

is

number
of

SEB

Froude

form.

which

size
velocity.
effective

region
stern
Therefore,

(Fn
waves

design procedure is to start from the examination

of the stern waves of the original hull. At present,
the design procedure for SEB is as follows.
1) Examine stern waves in the vicinity of
the original hull form. For ships that generate
intense free surface shock waves around the
fore-part, SEB will not be so effective, because
stern waves are comparatively small.
2) Define approximate profile of SEB and
location to be equipped considering the pattern
and location of free surface shock waves at the
stern of the original hull. Minimization of the
expected increase in viscous resistance is to be
taken into account, together with the miscellaneous restrictions which may arise from maneuverability, steel construction and so forth.
3) Undertake linear wave resistance calculation changing the width of SEB.
4) Repeat stage 2) and 3) and find out two or
three optimum SEBs.
5) Carry out towing test and select the best
SEB among the two or three.
Conclusion

is

shown

caused

fixed
for

decrease
waves

always

resistance

forms

applied

as

but

AcHow-

shock

not

well

5.

the

curve

does

wave

as

almighty.

when

resistance

of

waves
chapter

satisfactorily

the

wave

hull

not

same

program

difference

change

for
does

suggest

in

be

free

experimental

the

width,

especially

with

present

with

described

can

of

in
9.

the

SEB

SEBZ3

shock

is

program

accompanied

Fig.

experimental

X-series

resistance

surface

as

design

resistance

estimated

agreement.

this

the

wave

recogniz-

the

the
of

Cwp,

of

clearly
of

optimum

free

waves

cordingly,
ever,

is

with

wave

reduces

to

SEB

and

theoretical

present
and

variation

variation

width

SR138

is
Cw

the

in

for

series

around b/L = 1.5%

satisfactory

as

of
of

of
with

exaggerated

measured
of

optimum

reach

SEB

width

agrees

The

SR138

of

width

excellently

results.

is
resistance

with

the

effect
accords

effect

dependence

resistance

estimated

wave

together

the

value

its

estimated

13,

of SEB

qualitatively

though

11.

in

The

spectra

experiment,

size

on
the

Principal conclusions are as follows.

1) Effectiveness of SEB for high-speed fine
ships is verified. Wave resistance reduction of
20% can be easily attained.
2) Effect of SEB consists in both reduction of
linear stern waves and weakening free surface
shock waves at the stern.
3) A design procedure for SEB is proposed
which utilizes linear wave resistance theory of
the kind of Neumann-Kelvin
problem.
Its
availability
is proved by experiments
with
SEBs of width series.
Acknowledgement
Some parts of the experiments have been
carried out in a collaboration program of The
Ship Research Institute of Japan. Experiments
with TK1 would have not been possible without
the kind support by Tokai Kisen Co., Ltd. The
authors express a lot of appreciation to them.

16

Reference
1) H. Miyata, Y. J. Lin, T. Hino, S. Fujita:
Optimization of the Aft-Part of Fine Hull
Forms (First Report), J. of the Kansai
Soc. of Naval Arch., Japan, Vol. 177 (1980).
2) T. Inui, H. Miyata:
On the Optimization of Overall Performance of Rudders
(Second Report), J. of the Soc. of Naval
Arch. of Japan, Vol. 145, (1979).
3) H. Miyata, T. Inui, H. Kajitani: Free

148

Surface Shock Waves around Ships and

Their Effects on Ship Resistance, J. of
the Soc. of Naval Arch. of Japan, Vol. 147
(1980).
4) N. Kawamura, H. Kajitani, H. Miyata, Y.
Tsuchiya: Experimental Investigation on
the Resistance Component due to Free
Surface Shock Waves on Series Ships, to be
presented to the autumn meeting of the
Kansai Soc. of Naval Arch., Japan (1980).
All except 2) are written in English.