Fact-checked by Grok 2 weeks ago

Bow wave

A bow wave is the wave generated at the bow of a ship or boat as it advances through water at constant speed, primarily resulting from the displacement of water by the hull's forward motion and depending on the bow's geometric shape rather than the aft hull configuration.^[1] This wave spreads outward in a characteristic V-shaped pattern with an apex angle of about 39 degrees (19.5 degrees from the centerline) in deep water, forming the leading edge of the ship's wake and defining the lateral boundaries of the disturbed water surface behind the vessel.^[2] The formation and profile of a bow wave are governed by hydrodynamic principles, including the Froude number, which relates ship speed to the square root of the product of gravitational acceleration and ship length, influencing wavelength propagation and leading to distinct behaviors based on vessel type and velocity.^[3] For fast ships with slender, fine bows, the bow wave often manifests as a steady overturning sheet of water that detaches from the hull and may break turbulently upon impacting the free surface, whereas slower ships with blunter bows produce highly unsteady, turbulent breaking waves from the outset.^[1] These waves significantly contribute to wave-making resistance, a major component of a ship's total hydrodynamic drag, which can account for up to 60% of resistance at typical service speeds and thus impacts fuel efficiency and operational costs.^[4] To counteract this, modern naval architecture incorporates features like bulbous bows—protruding underwater bulbs at the bow that generate counter-waves to partially cancel the primary bow wave, potentially reducing wave-making resistance by 10-15% in optimized designs. Beyond resistance, bow waves influence seakeeping, stability, and environmental effects such as coastal erosion from large vessel wakes, underscoring their role in ship design and maritime engineering.^[1]

Fundamentals

Definition

A bow wave is the primary transverse wave generated at the forward (bow) section of a vessel as it displaces water while moving forward, forming the leading edge of the ship's wake and arising from the pressure exerted by the bow on the water surface.^[5]^[6] In maritime hydrodynamics, this wave is generated by a ship hull advancing at constant speed in calm water and depends solely on the shape of the ship bow, independent of the hull geometry aft of the bow wave.^[5] The term "transverse wave" refers to waves propagating in a direction perpendicular to the ship's line of motion, with the bow wave constituting the initial crest in this system, distinct from divergent waves that spread outward in a V-pattern.^[6] A "displacement hull" describes the vessel's design, where the hull is shaped to push aside and displace a volume of water equal to the ship's weight according to Archimedes' principle, enabling progression through the water while maintaining buoyancy through partial immersion at speeds below the critical Froude number (subcritical speeds).^[7] The bow wave is differentiated from secondary disturbances, such as spray—airborne water droplets ejected from the crest—or minor transverse oscillations in the trailing wake, as it specifically denotes the coherent, primary surface elevation at the bow.^[5] This phenomenon is primarily contextualized within naval hydrodynamics for surface vessels, though analogous bow waves manifest in other fluids, such as the three-dimensional bow shocks formed ahead of high-speed craft in air when exceeding the speed of sound.^[8]

Formation Mechanism

As a ship hull advances through water, it displaces surrounding water particles laterally and vertically, initiating the formation of a bow wave through a series of hydrodynamic interactions. The bow, serving as the leading edge, encounters undisturbed water, creating a region of high pressure near the bow where flow stagnates or diverts sharply, depending on bow shape, with pressure increasing due to the hull's immersion and curvature. This high-pressure zone at the bow pushes water outward, forming a diverging pattern of elevated water surfaces that propagate as the initial crest of the bow wave. For fine, slender bows typical of fast vessels, the curvature allows for the creation of thin, detached sheets of water that maintain relative steadiness until interacting with the hull further aft.^[5]^[9] The process involves hydrodynamic interactions where the advancing bow displaces water, creating a dynamic pressure buildup that elevates the water surface along the hull-water interface. This elevation arises from the hull's forward motion disturbing the equilibrium, causing water to pile up and form a transverse wave crest near the bow. As the hull continues forward, the pressure gradient drives the elevation to expand transversely and longitudinally, with water particles following curved trajectories away from the hull, thus establishing the wave's propagating front. The role of hull immersion depth is critical here, as greater draft amplifies the pressure buildup and subsequent elevation height, particularly in wedge-shaped bows where the acute angle can facilitate initial smooth displacement, though turbulence may develop depending on speed.^[5]^[10]^[11] Vessel speed qualitatively governs the distinctiveness of the bow wave, with subcritical speeds—characterized by low Froude numbers (Fr = V / √(gL), where V is the ship's speed, g is gravitational acceleration, and L is the waterline length)—producing a prominent, isolated bow wave that remains separate from the stern wave. At these speeds, the displacement wave develops gradually, allowing clear observation of the pressure-driven crest. As speed increases toward critical thresholds, the bow wave amplitude grows, and the transverse and divergent components begin to merge with stern-generated waves, altering the overall wake pattern and potentially leading to wave breaking. This transition highlights how higher speeds intensify the energy transfer from hull motion to wave propagation, though the core formation mechanism remains rooted in initial water displacement.^[5]^[11]^[9]

Physical Properties

Wave Geometry

The bow wave forms the central component of the V-shaped Kelvin wake pattern generated by a ship moving through water, consisting of transverse waves that propagate perpendicular to the vessel's heading and divergent waves that spread outward at an angle. This pattern emerges as a chevron or V-shape, with the envelope of the wake arms fixed at a half-angle of approximately 19.47 degrees from the track line, independent of the ship's speed or size in deep water conditions. The bow wave itself appears as the prominent transverse crest originating near the ship's stem, curving rearward and integrating with the diverging wave crests to form the overall feathered structure of the wake.^[12]^[13]^[14] The crest of the bow wave exhibits a curved profile, typically parabolic near the hull before transitioning to a more sinusoidal shape farther aft, with its length determined by the distance from the stem to the wave peak, often on the order of the ship's waterline length scaled by the Froude number. This crest height is generally a fraction of the hull draft. Troughs form between successive transverse crests, with the bow wave's interaction with diverging waves causing interference patterns along the cusp lines, where wave amplitudes amplify due to superposition, enhancing the visual sharpness of the V-shape.^[15]^[16] The geometry of the bow wave scales with vessel dimensions, wavelength, and water depth, influencing the spread and prominence of the wake. Larger vessels produce longer wavelengths proportional to \lambda \approx 2\pi U^2 / [g](/page/G), resulting in extended crest lengths and broader V-angles that maintain the 19.47-degree envelope but cover greater distances. In deep water, where depth exceeds half the wavelength, the pattern remains fully developed; however, in shallow water, confinement increases wave heights and steepens crests, narrowing the effective wake angle and altering the divergent wave spread due to bottom interactions.^[14]^[17]^[16]

Velocity and Energy Dynamics

The propagation of a bow wave involves both phase velocity and group velocity, characteristic of dispersive gravity waves generated by a moving ship hull in deep water. The phase velocity c, which describes the speed of individual wave crests, is given by c = \sqrt{\frac{[g](/page/G) \lambda}{2\pi}}, where g is the acceleration due to gravity and \lambda is the wavelength.^[18] In the context of bow waves, the transverse component aligns such that its phase velocity matches the ship's speed U, yielding a wavelength \lambda = \frac{2\pi U^2}{[g](/page/G)} for the dominant bow wave crest.^[9] The group velocity c_g, representing the propagation speed of wave energy packets, is half the phase velocity in deep water: c_g = \frac{1}{2} c = \frac{1}{2} \sqrt{\frac{[g](/page/G) \lambda}{2\pi}}.^[18] This distinction ensures that while crests appear stationary relative to the ship at matching speeds, the overall energy radiates outward at the slower group velocity, shaping the divergent wake pattern.^[19] The energy dynamics of a bow wave comprise equal contributions from kinetic and potential components, totaling E = \frac{1}{2} \rho g A^2 per unit surface area, where \rho is water density and A is wave amplitude.^[20] The average kinetic energy arises from orbital water particle motions beneath the surface, equaling \frac{1}{4} \rho g A^2, while potential energy stems from the elevation of the water surface above the mean level, also \frac{1}{4} \rho g A^2.^[20] In bow waves, this energy is continually input by the ship's motion but dissipated through radiation into the wake, with breaking crests converting mechanical energy into turbulence and air entrainment.^[21] The conjecture that total bow wave energy scales with \rho U_s^2 \nabla, where U_s is ship speed and \nabla is displaced volume, links these components to hull-induced drag.^[21] Hull speed imposes a fundamental limit on energy input to the bow wave system for displacement hulls, approximated by V = 1.34 \sqrt{L}, where V is speed in knots and L is waterline length in feet. This arises when the bow wave's wavelength equals L, causing constructive interference with the stern wave and a sharp rise in resistance as the ship climbs its own bow wave. Beyond this speed, excess energy input requires planing or powering against the wave barrier, as the phase velocity for longer wavelengths exceeds practical hull capabilities.^[19] In shallow water, critical speed thresholds are quantified by the depth Froude number Fr_h = \frac{U}{\sqrt{gh}}, where h is water depth, delineating flow regimes relative to shallow-water gravity wave speeds.^[22] For Fr_h < 1 (subcritical flow), the bow wave can propagate upstream relative to the ship, forming a pronounced crest ahead of the hull, as inertial forces yield to gravity. At Fr_h > 1 (supercritical flow), the bow wave is suppressed and swept downstream, reducing upstream disturbance but increasing transom effects. Transitions occur near Fr_h \approx 1.3 in confined channels, where the bore-like bow wave angle steepens rapidly.^[22] These dynamics underscore bow wave sensitivity to depth Froude number Fr_h = \frac{U}{\sqrt{gh}}, with supercritical regimes altering energy transfer patterns.^[23]

Applications in Naval Architecture

Design Considerations

In naval architecture, hull form strategies are critical for mitigating bow wave generation and associated resistance. Fine bows, characterized by a low block coefficient (typically 0.60-0.64), feature slender waterlines and reduced angles of entry to minimize wave-making resistance at higher speeds by limiting the displacement of water at the bow.^[24] In contrast, full bows with higher block coefficients (e.g., 0.82-0.86) are suited to slower vessels where frictional resistance predominates over wave effects, as their fuller sections distribute volume more evenly but increase bow wave amplitude.^[24] Flared bow designs, which widen the hull forward above the waterline, help deflect spray and reduce deck wetness in head seas, though excessive flare can elevate wave-making resistance by altering flow separation.^[25] The prismatic coefficient, defined as the ratio of displacement volume to the product of midship section area and length between perpendiculars, further influences these choices; lower values (e.g., 0.45 for fine-ended forms) promote slender forebodies that curtail wave generation, while higher values (e.g., >0.85 for tankers) correlate with fuller bows and greater wave production.^[26] Bulbous bows represent a key innovation in bow design, featuring an immersed bulbous protrusion forward of the conventional bow to generate counter-waves that interfere destructively with the primary bow wave system, thereby attenuating overall wave resistance.^[27] This principle relies on phase alignment between the bulb-induced wave and the ship's bow wave, optimized through the bulb's length and volume to achieve reductions in wave-making resistance, particularly effective for vessels operating at consistent speeds.^[28] Although first adopted experimentally on the USS Delaware in 1910, widespread implementation occurred in the 1920s and 1930s on passenger liners and warships, driven by model testing and computational methods like computational fluid dynamics (CFD) to refine bulb geometry for minimal drag. As of 2025, machine learning techniques are increasingly integrated with CFD for automated optimization of bulb shapes.^[29] Design principles emphasize integration during new-builds, as retrofits require careful hydrodynamic evaluation to avoid disrupting flow around the forebody.^[27] Bow wave considerations also dictate choices between displacement and planing hulls, influenced by vessel scale and operational demands. Displacement hulls, prevalent in large cargo ships like bulk carriers, rely on rounded or fine bows to slice through water, generating prominent bow waves that limit speeds to approximately 12-16 knots due to wave system trapping, with scaling effects amplifying resistance as length increases hull speed proportionally.^[30]^[31] In contrast, planing hulls, used in high-speed ferries, incorporate flat or V-shaped bows that enable the vessel to climb onto its own bow wave, partially lifting the hull to reduce immersion and wave-making at speeds exceeding 20 knots, though this demands lightweight construction for effective planing transition.^[30]^[31] For scaled applications, displacement forms suit voluminous cargo vessels where stability trumps speed, while planing designs optimize smaller, faster ferries by minimizing bow wave energy through dynamic lift.^[30]

Speed and Resistance Effects

Bow waves significantly contribute to a vessel's wave-making resistance, which forms a major component of the total hydrodynamic resistance, often accounting for 20-60% at typical design speeds depending on hull form and operating conditions.^[32] This resistance stems from the kinetic energy transferred to generate the transverse and divergent wave systems trailing the ship. In naval architecture practice, model testing in towing tanks separates the total measured resistance into viscous (frictional and form-related) and residuary components, with the residuary resistance—primarily wave-making—extrapolated to full-scale predictions using Froude scaling laws to ensure similarity in wave patterns.^[33]^[34] For high-speed displacement hulls, wave-making resistance can exceed 50% of the total, underscoring its dominance in powering requirements.^[35] A key operational limitation imposed by bow waves is the hull speed barrier, where the wavelength of the bow wave aligns with the vessel's waterline length, positioning the hull atop its own wave crest and trough, which induces excessive pitching, reduced stability, and a sharp rise in drag. This phenomenon, as detailed in velocity dynamics, occurs at speeds approximately v ≈ 1.34 √L (with v in knots and L as waterline length in feet), beyond which resistance increases nonlinearly, often requiring disproportionate power increases to maintain speed. Exceeding this limit in displacement hulls leads to inefficient operation, as the vessel struggles against its self-generated wave interference. The presence of prominent bow waves influences several performance trade-offs in ship operation, particularly affecting fuel efficiency, stability, and seakeeping qualities. At speeds approaching or exceeding hull speed, wave-making resistance escalates fuel consumption exponentially for displacement hulls, typically capping practical speeds at around 15 knots for vessels with waterline lengths of 100-200 feet, thereby optimizing economic viability for long-haul voyages. In contrast, planing hulls mitigate this by dynamically lifting onto the surface at higher speeds, reducing wave-making drag and enabling velocities well beyond hull speed limits, though this enhances fuel efficiency only in calm conditions while compromising transverse stability and worsening seakeeping in waves due to reduced draft and increased slamming risks.

Historical and Observational Context

Early Observations

Early observations of bow waves date back to the 19th century, when naval architects began systematically studying the wave patterns produced by ships to understand their impact on resistance and speed. In 1834, Scottish engineer John Scott Russell observed a solitary wave propagating without dispersion along a canal after a boat abruptly stopped, an event that inspired his investigations into wave dynamics and led to the development of the wave-line theory for hull design. This theory emphasized shaping ship hulls to align with natural wave patterns, thereby minimizing the energy lost to wave-making resistance, and was applied in the construction of clipper ships during the mid-19th century.^[36] Building on these qualitative insights, British engineer William Froude conducted pioneering experiments in the 1860s to quantify wave resistance. Froude's work involved towing wooden ship models in long water troughs to measure the forces opposing motion, revealing that wave-making accounted for a significant portion of a ship's total resistance at higher speeds. His findings, presented to the Institution of Naval Architects in 1861 and 1874, established the foundational methods for scaling model tests to full-scale predictions and influenced the transition from wooden to iron-hulled vessels. By the late 1860s, Froude had constructed the world's first towing tank at his estate in Devon, enabling more precise simulations of bow-generated waves.^[37]^[38] A key theoretical milestone came in 1887 with Lord Kelvin's (William Thomson) mathematical analysis of ship wakes. Kelvin derived that the wake angle formed by transverse and divergent waves behind a moving ship remains constant at approximately 19.47 degrees, independent of speed, providing an early geometric understanding of bow wave propagation in deep water. This analysis, based on linear wave theory, explained the V-shaped pattern observed in ship trails and laid groundwork for later hydrodynamic models.^[39] The term "bow wave" entered naval literature around 1877, coinciding with the rise of ironclad warships that achieved higher speeds and amplified wave resistance issues due to their finer hull forms and steam propulsion. This period marked a shift toward integrating wave observations into practical ship design, as ironclads like HMS Warrior demonstrated how bow-generated waves could limit performance without optimized hull shapes.^[40]

Modern Measurement Techniques

Since the mid-20th century, experimental methods in controlled settings such as towing tanks have advanced the quantification of bow waves through non-intrusive optical techniques like particle image velocimetry (PIV). PIV employs laser-illuminated tracer particles to map instantaneous velocity fields, revealing turbulence and flow structures near the ship's bow. For instance, PIV measurements on a scaled DDG-51 destroyer hull in a towing tank captured detailed velocity distributions over a 20 cm × 20 cm area, enabling analysis of shear layers and wave-induced turbulence at speeds corresponding to Froude numbers around 0.3.^[41] More recent applications integrate PIV with pressure reconstruction algorithms to infer hydrodynamic pressures from velocity data, as demonstrated in studies of fast ships where flow characteristics in the bow region were captured with approximately 1 mm resolution.^[42] Complementing physical experiments, computational fluid dynamics (CFD) simulations have emerged as a cornerstone for modeling bow wave profiles since the 1990s, offering scalable predictions of wave geometry and energy dissipation without the limitations of tank scale effects. High-fidelity CFD approaches, such as detached eddy simulation (DES) or adaptive mesh refinement (AMR), replicate overturning and breaking phenomena by solving Navier-Stokes equations for viscous free-surface flows. A 2024 CFD study on a Kriso Container Ship (KCS) model used DES to simulate bow wave heights and spectral characteristics, validating wave breaking thresholds at Froude numbers exceeding 0.25 through power spectral density analysis.^[43] Similarly, AMR-based CFD investigations of wedge-shaped bows have quantified local field interactions leading to wave overturning, with simulations achieving high grid resolutions near the stem for accurate profile prediction.^[44] In 2025, further experimental and numerical studies on wave-breaking around wedge-shaped bows examined effects of yaw and flooding angles, providing insights into statistical signatures and energy distribution of breaking waves.^[11]^[45] In field conditions, synthetic aperture radar (SAR) from satellites has provided remote sensing of bow waves since the 1990s by detecting Bragg-scattered backscatter from surface capillary waves modulated by the larger wake. SAR imagery distinguishes divergent bow wave components from transverse waves, with azimuthal cut-off effects limiting visibility for high-speed vessels but enabling wake angle measurements up to 19.5° semi-angle in calm seas. A 2023 simulation framework for SAR images of time-varying ship wakes incorporated hydrodynamic models under varying radar parameters, focusing on wake morphology and effects like velocity bunching.^[46] Comparisons of C-band and X-band SAR data from missions like Sentinel-1 have further quantified wake detectability, showing bow waves prominent in low-sea-state environments.^[47] Emerging aerial platforms, including drones equipped with LiDAR, facilitate real-time, high-resolution mapping of bow wakes in operational settings, capturing surface elevations with centimeter accuracy over kilometer scales. Ship-deployed unmanned aerial vehicles (UAVs) with scanning LiDAR, such as the ULS-1000 system, measure wave displacements at 200 Hz within a 500 m range, providing 3D profiles of bow-generated perturbations during transits.^[48] For subsurface effects, acoustic Doppler current profilers (ADCPs) deployed from vessels can profile velocity perturbations in the upper water column, resolving current magnitudes down to 1 cm/s.^[49] Data from these techniques enable precise quantification of bow wave amplitude (typically 0.1–0.5 m for full-scale ships), transverse angles (aligning with theoretical 19.47° in deep water), and decay rates (exponential with distance, e-folding over 5–10 ship lengths). Post-2000 analyses, combining PIV, CFD, and SAR, have validated Froude-Kelvin theory for high-speed vessels (Froude numbers >0.4), confirming the 19.5° wake sector in ideal conditions while identifying deviations due to nonlinearity and shallow-water effects in studies of planing hulls. For example, hybrid boundary element method (BEM) and CFD models of splashing bow waves on high-speed craft reproduced Kelvin patterns with surface tension corrections, showing amplitude predictions within 15% of observations for Froude numbers up to 1.2.^[50] These validations, drawn from datasets like the 2014 Gothenburg CFD workshop, underscore the theory's robustness for design but highlight needs for viscous extensions in breaking regimes.^[51]

References

[1]
Ship bow waves - ScienceDirect.com
The bow wave generated by a ship hull that advances at constant speed in calm water is considered. The bow wave only depends on the shape of the ship bow ...
[2]
Simple analytical relations for ship bow waves | Journal of Fluid ...
Mar 26, 2008 · Simple analytical relations for the bow wave generated by a ship in steady motion are given. Specifically, simple expressions that define ...<|control11|><|separator|>
[3]
https://www.cambridge.org/core/journals/journal-of-fluid-mechanics/article/simple-analytical-relations-for-ship-bow-waves/AD9636CDD23B883D138A7936F618B244
[4]
https://www.usna.edu/NAOE/_files/documents/Courses/EN400/02.07%20Chapter%207.pdf
[5]
Transportation and Ship Design - University of Hawaii at Manoa
Tonnage by weight, or displacement, is the weight of water displaced by a loaded vessel. This weight is expressed in metric tons. A metric ton is the weight of ...Weird Science: Giant Ships... · Activity: Boat Floatation · Activity: Design a Ship
[6]
Cosmic Bow Shocks - NASA Science
Mar 6, 2018 · A bow shock gets its name from bow waves, the curved ridge of water in front of a fast-moving boat created by the force of the bow pushing ...
[7]
Divergent Bow Waves | Twenty-First Symposium on Naval ...
In this process, the water acquires potential and kinematic energy which must correspond to work done by the downward moving wedge or by the expanding hull. In ...
[8]
[1010.3689] Bow wave and spray dynamics by a wedge - arXiv
Oct 18, 2010 · Flows around a wedge-shaped bow are simulated with the aim of investigating the wave breaking mechanism and small scale features of ship bow ...Missing: hydrodynamics | Show results with:hydrodynamics
[9]
Wave-breaking phenomena around a wedge-shaped bow
Jan 27, 2025 · Conducting in-depth research on ship bow wave breaking offers new perspectives and methodologies for improving ship hydrodynamic performance ...
[10]
The Physics of Water Wakes – Hadron
Nov 7, 2021 · The angle theta (Kelvin angle) that the wake fans out is always the same, regardless of the object and its speed, is approximately 19.47 degrees.
[11]
Ship Wakes: Kelvin or Mach Angle? | Phys. Rev. Lett.
May 22, 2013 · The wake pattern was first explained by Lord Kelvin, who by recognizing the dependence of the phase speed c φ of surface gravity waves on their ...<|control11|><|separator|>
[12]
M.1620 Ships make waves - The Contact Patch
... transverse waves can totally reinforce or totally cancel the corresponding bow wave. Second, as mentioned earlier, both the bow and the stern have finite ...
[13]
[PDF] Ship bow waves - HAL
Feb 4, 2022 · The height of a ship bow wave is explicitly defined in terms of the ship speed U, draft D and waterline entrance angle αE by expression (1).<|control11|><|separator|>
[14]
(PDF) Bow Wave Dynamics - ResearchGate
The bow wave profile data from the towing tank experiments were used to investigate the scaling of the wave with the flow and the dependence on geometric ...
[15]
[PDF] Knowing your boat means knowing its wake
The wavelength (distance between crests) of the transverse waves is equal to the natural length of a wave travelling at the same speed as the vessel. The ...
[16]
[PDF] Introduction to Marine Hydrodynamics
interference of bow wave and stern wave.Lower ship speed corresponds remarkable transverse wave, and higher speed corresponds remarkable diverging wave.
[17]
https://nre.tas.gov.au/Documents/know-boat-know-wake-151014.pdf
[18]
[PDF] linear superposition, group velocity and wave energy - MIT
Wave Energy - Energy associated with wave motion. For a single plane progressive wave: • Potential energy PE. • Kinetic energy KE.
[19]
None
### Summary of Energy in Ship Bow Waves (Kinetic and Potential Components)
[20]
[PDF] The supercritical bore produced by a high-speed ship in a channel
The transition to steady supercritical flow occurred at Fh = 1.31, and the bow wave then swept back at a rapidly increasing angle at higher Froude numbers.
[21]
On Ships at Supercritical Speeds - The National Academies Press
This paper deals with the problem of wave pattern and wave resistance of a slender ship moving steadily at supercritical speeds in shallow water. The critical ...<|separator|>
[22]
https://www.perthhydro.com/pdf/Gourlay2001Supercritical.pdf
[23]
How to make a better yacht bow - BOAT International
Jan 21, 2015 · Meanwhile, bulbous bows decrease the size of the bow wave and consequently reduce hull resistance for vessels that operate at a set displacement ...Half-Angle Of Entry · Types Of Bows · Flared Bow
[24]
Coefficients of Form – Ship's Block, Midship, Waterplane and ...
Feb 25, 2023 · The prismatic coefficient shows how the volume of a vessel is distributed along its length. A lower prismatic coefficient is indicative of finer ...
[25]
Bulbous Bow - Shipwright LLC
Since first appearing on the USS Delaware in 1920, the bulbous bow has been reducing the drag and resistance as well as increasing the speed of ocean-going ...<|separator|>
[26]
Hull Form Design (Chapter 14) - Ship Resistance and Propulsion
### Summary of Hull Form Design, Bulbous Bows, Fine Bows, and Prismatic Coefficient Related to Wave Resistance
[27]
Choosing A Hull Form For Ships : A Naval Architect's Perspective
Aug 27, 2021 · Displacement hulls are seen in ships, which move through water by 'cutting' through the water with very little propulsion. Still these ...
[28]
Breaking Free from Hull Speed - Antrim Associates Naval Architects
A planing hull actually climbs up its own bow wave and is lifted partially out of the water. Obviously ocean waves affect a light boat more strongly, since the ...
[29]
[PDF] Isogeometric Boundary-Element Analysis for the Wave-Resistance ...
Feb 3, 2014 · Wave-making resistance is a very important component, which may contribute up to 50% - or even more - to the total resistance of a ship ...
[30]
[PDF] Project 6: Ship Resistance Model Testing - MIT OpenCourseWare
Nov 12, 2014 · The residuary resistance is scaled by requiring the coefficient of residuary resistance to be the same for two geometrically similar ships ...
[31]
Residuary Resistance - an overview | ScienceDirect Topics
Residuary resistance is defined as the combined force resulting from wave-making resistance, form resistance, eddy resistance, and frictional form ...
[32]
Resistance reduction technology research of high speed ships ...
Jun 15, 2020 · For high-speed displacement ships, the proportion of wave-making resistance in total resistance is higher than 50%. Therefore, reducing wave- ...
[33]
Chasing Waves: The Story of John Scott Russell and the KdV Equation
May 9, 2018 · In 1830s Scotland, John Scott Russell noticed a wave behaving strangely in a shallow canal. He first chased the wave on horseback.Missing: line | Show results with:line
[34]
William Froude: the father of hydrodynamics
Jan 20, 2024 · William Froude (1810-1879) was the first person to formulate reliable laws for the resistance that water offers to ships (such as the hull speed equation)
[35]
History and Technology - Towing Tank Tests - NavWeaps
Dec 20, 2017 · Most of the early development work on using tank testing was done by William Froude (1810 - 1879). He was a long-time assistant to IK Brunel.
[36]
Kelvin wake pattern - Wikipedia
This pattern consists of two wake lines that form the arms of a chevron, V, with the source of the wake at the vertex of the V.Missing: 19.5 | Show results with:19.5
[37]
Kelvin wakes
William Thomson (the famous physicist Lord Kelvin) found already in 1887 the remarkable fact that the angle at which the wake fans out is always the same ...
[38]
Metaphoric 'Bow Wave' Makes Waves, by Rob Kyff
Jan 10, 2018 · Though "bow wave" first appeared in its nautical sense in 1877, the ... Amazingly enough, "bow wave" can also be used to describe positive ...Missing: literature | Show results with:literature
[39]
PIV Turbulence Measurements of the Bow Wave on a DDG-51 ...
Oct 24, 1998 · The PIV system uses a 1k x 1k submerged digital camera and a 25-mj/pulse dual-head Nd-YAG laser. The data cover a 20-cm x 20-cm area of the flow ...
[40]
Pressure reconstruction from PIV measurements in the bow region ...
May 15, 2022 · The paper presents velocity measurements, using particle image velocimetry, as well as a reconstruction of hydrodynamic pressures for the analysis of fast ...
[41]
[PDF] Spectral and statistical analysis of bow wave breaking ...
Sep 27, 2024 · PSD analysis reveals that resistance and wave height periods differ by no more than 5%, with small-scale structures like jetting and splashing ...
[42]
Numerical investigation of local field bow wave by AMR_based CFD ...
To figure out the mechanism and the relationship between local field bow wave and wave breaking phenomenon, numerical simulation is conducted by CFD ( ...
[43]
Simulation of Synthetic Aperture Radar Images for Ocean Ship Wakes
Nov 27, 2023 · A numerical simulation method is proposed to obtain synthetic aperture radar (SAR) images of time-varying ocean ship wakes under various radar, ship, and sea ...
[44]
Comparison of detectability of ship wake components between C ...
Spaceborne synthetic aperture radar (SAR) is a powerful instrument for monitoring seas. The newest methods for processing SAR data with increased precision ...
[45]
Using Ship-Deployed High-Endurance Unmanned Aerial Vehicles ...
A LiDAR model ULS-1000 measures the surface elevation/displacement at 200 Hz accurate to ±2.0 cm with a maximum range of 500 m and with a FOV of 3 milliradians.
[46]
Estimating Water Transport from Short-Term Vessel-Based ... - NIH
Dec 23, 2021 · Acoustic Doppler current profilers (ADCP) are quasi-remote sensing instruments widely used in oceanography to measure velocity profiles ...2.4. Data Processing · 3. Results · 4.1. Weather ConditionsMissing: subsurface bow<|separator|>
[47]
The fluid mechanics of splashing bow waves on ships: A hybrid BEM ...
Oct 15, 2012 · The free surface bow flow around a fast and fine ship in calm water is studied with an emphasis on generation and evolution of the breaking ...
[48]
[PDF] The Resistance Committee - ITTC
In the. Gothenburg 2000 CFD workshop, UA was applied to the measurement of wave resistance, wave height and wake in the propeller plane of the model ships such ...