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What is a Bow of a Boat? Types of Bow Designs

We will discuss a very important part of a ship or a boat – Bow .

Ships and boats face immense resistance on the water for the simple fact that compared to air, water produces more drag when moved through.

Hence the ships need to be designed in such a manner that the resistance is kept to the minimum. While conceptualizing a ship, the bow designs are the main factors.

While ships that are slender and curvier have less Wave Making Resistance while on the other hand, for the fuller ships the components of Wave Breaking Resistance are a more important factor.

What is the Bow of a Boat?

The bow is the name for the forward ends of the hull on boats and ships. It is the opposite end from the stern. The bow is that part of the ship that comes in contact with the water first and can be designed in a manner to control how the waves interact with the ship.

Where is the Bow of a Boat?

The bow is located in the front of a boat or ship. The bow of a boat usually has a pointed shape extending out of the water to cut through waves. This is designed to reduce drag and allow smoother movement through the water.

Types of Bow Designs

Though new designs seem to be dropping in every now and then, they seem to have reached a saturation point as most of them seem to be improvements made on old designs. With all that kept aside, here are some bow design types:

• The bulbous bow
• A normal bow without a bulb
• Other special bows

What we today call a normal bow has evolved from what was previously a vertical bow . Rake may be defined as the angle the ship’s stem makes with the waterline. This bow has the maximum waterline length of all.

A straight-edged vertical bow that is perpendicular to the waters is known as a plumb bow . If we don’t include an X-bow or Inverted bow, they happened to have the maximum waterline. This is what enables it to attain greater hull speed.

Pic courtesy: http://www.setzerdesign.com/new-concepts/plumb-bow-superyachts

Raked bow designs can be said to be the most commonly used bow. It is also the most popularly used. The line of the bow is flat. It does not have any curves. The acute angle has to be less than 45 degrees. This enables the forward waterline position to allow more accommodations and especially a larger forward stateroom V-berth.

Clipper Bow

Clipper bow designs are some of the most traditional types of bow designs. The angle at which a ship’s hull plate or planking departs from the vertical in an outward direction with increasing height is known as a flare. They are used in conjunction with rakes.

Apart from easing the pitch motions flaring keeps water off the decks. Sometimes the rake is set up in such a manner that it protects the submerged portion during the collision by taking the impact first. This is known as the ‘crumple zone’.

In general, these types are called clippers . The way the rake is set up here increases the center of buoyancy as well as the stability of the ship. This, in turn, increases the GM which is an important factor for the ship’s stability.

Read more: What is a clipper ship?

A spoon bow is a kind of bow design that convexes to the deck. It is called so because of its spoon-like appearance. This curve near the waterline is the most gradual. Such bow designs produce wave-making resistance due to the curvature at their cross-section.

Bulbous Bow

In bulbous bows, there is a protruding bulb at the bow just below the waterline. Here the water flows around the hull such that it reduces drag and increased fuel efficiency (up to 12% to 15% more than those ships that don’t have a bulbous bow), speed, range, and most importantly stability.

A bulbous bow increases the buoyancy of the front part and thereby decreases some of the up and down motion of the ship.

They are especially effective when the waterline length is longer than 15 meters and when the vessel is supposed to operate at its maximum speed most of the time. Such conditions are usually met by naval vessels, cargo ships, passenger ships, tankers, and supertaskers.

A bulbous bow would be detrimental to efficiency if used on smaller watercraft and thereby never used on powerboats, sailing boats , yachts, and other recreational boats.

The bulbous bow does its job by producing what is called the bow wave . The bulb forces the water up forming a trough and when added to a conventional bow in the right manner cancels out the wave produced by it, hence reducing the vessel’s wake.

A bulbous bow is popular in seagoing cargo ships and vessels that are larger in size.

Also read: What is a Hydrofoil Boat?

Parabolic and Cylindrical Bows

Compared to the straight sharp bow section ship designers sometimes tend to design blunt stems, thereby creating a parabolic shape. They are sometimes using in addition to bulbs to tackle the Wave Breaking Resistance. These bow designs are popular in bulk carriers of a fuller build.

Parabolic bows have a close resemblance to cylindrical ship bows since they are also designed keeping a bigger form factor in mind. They have the ability to absolutely minimize the Wave Making Resistance if proper care is taken while designing them. They are ideal for ships in fully loaded conditions.

So, what is the job of an axe? To cut trees, right? The axe bow used in ships has a similar task too, that is cutting through the water. The long deep and narrow fore portion of the hull resembles an axe. The design includes a vertical stem line.

This shape allows the ship to easily pass through the waves and keeps the up and down motion of the ship to the minimum when compared to a normal bow. The lower portion of the fore-end of the hull is known as the forefoot. It remains submerged in the water and thus less open to slamming.

This has its disadvantages as well because a ship with an axe bow requires more power from the rudder while maneuvering.

Inverted Bow

An inverted bow, often known as a reverse bow is referred to those in which the most extended point is not the top, but rather the bottom. They maximize the waterline, thereby resulting in tremendous hull speed and better hydrodynamic drag when compared to normal bows. To achieve that they sacrifice buoyancy and tend to dive under the waves instead of going above.

Just like the axe bow designs the pitching (up and down motion) and slamming are much reduced resulting in a much more enjoyable journey for the crew. They are quite operable in the medium tide and are easily maneuverable.

They are fuel-efficient too. Another positive aspect of the bow is that it doubles up like a deck and can accommodate the personnel.

Previously they were popular on battleships and large cruisers. But they became unpopular when newer designs came about. This was because they were not good at tackling high waves and became wet at high speed.

However, they have re-entered the market with all glory and are used nowadays mostly in AHTS (Anchor Handling Tug Supply) vessels, Seismic Vessels, Offshore and Pipelay Vessels, drillships, etc.

A ram bow is more of an extension that is built underwater below the hull of a ship. It is a kind of weapon which is used to pierce the hull of an enemy ship. It is not used much in today’s time but it was quite popular a few decades ago.

As we came to know earlier almost all possible combinations of bow designs have been attempted and so any bow that you come across must either be present in this list or would be the combination of the ones present here.

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What is the name of a measurement from the bow of the boat to the waterline.

I’d call it overhang

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How to make a better yacht bow

When asked most seafarers say that a bow’s job is to enable a vessel to pierce through waves, slides over waves, keep water off the foredeck, or even that it’s just a place to put the anchor and chain. But few realise that the bow shapes the waves that flow alongside the vessel. A badly designed bow will create unnecessary drag; while a good one will cut resistance and increase comfort.

Half-angle of entry

In most cases, the criteria for the design of the bow begins with the half-angle of entry. This is the naval architect’s term for the more commonly known ‘horizontal bow angle at the waterline’.

A yacht with a large half-angle of entry will slam into, or at least fight, waves often throwing a lot of spray and green water ahead of it. A vessel with a fine entry and narrow half-angle will slide right through a wave with little resistance.

As a yacht’s half-angle of entry increases, the bow becomes more prone to slamming into waves, which in turn, requires more power to keep the yacht moving steadily into the sea and tends to increase pitching.

The angle of entry at the bow is defined by the yacht’s speed and function. In a sailing yacht, the half-angle might be between 10 and 20 degrees, with 10 degrees being a fine entry and 20 degrees being more suited for a slower displacement yacht.

On a motor yacht a fine angle of entry, say 12 degrees, is suited to high-speed semi-displacement style yachts, whereas a normal half-angle is between 18 to 24 degrees.

A very fine half-angle – less than 10 degrees – is to be avoided. It makes the bow narrow and reduces the forward volume of the hull forcing lockers, gear and equipment aft. That said, a long, narrow vessel will have a finer angle of entry than a short, wide vessel, so a specific half-angle of entry should only be used as a comparison factor on vessels of similar length and beam.

The widest half-angles of entry – from 30 degrees to more than 40 degrees – are rarely found on yachts, but can be seen on scow-type barges that move at very slow speeds and throw a lot of water ahead of the bow. These cargo carrying vessels don’t have passengers and move slowly, so wave impacts and slamming can be accepted.

However, if the wave is very large and the yacht has a narrow half-angle, the wave might simply rise up and wash across the deck. To eliminate this designers often flare the upper bow so the rising wave crest is turned back into the ocean.

The most extreme example is what has become known as the ‘Carolina flare’ on convertible sportfishermen built on the Outer Banks

Types of bows

Designed originally to combat the waves off the Carolina inlets, the so-called Carolina flared bow is often attributed to sportfishing boats built by Buddy Davis and the others of The Outer Banks. The idea is that a fine angle of entry drives into the waves, but as wave size increases the flare rises up over them, throwing the water back into the ocean without getting the deck wet.

Typically, a flared bow will often have a chine or two low on the profile to 'break' the flow of water up the sides of the flare and help direct water away from the bow. In terms of propulsion, the gradual increase in buoyancy from a flared bow ensures that a wave does not impact the bow with a hard crash, but is gently turned aside while the bow lifts to the wave.

This type of bow usually has a chine or lifting strakes carried well forward which also helps throw water to one side and provides additional buoyancy as the bow dives into a wave. The force of the bounce increases with depth and flare angle.

The biggest drawback of this type of the Carolina Flared bow is that, as the yacht slams into a wave, the gradual immersion of the flare causes the bow to pitch upward (vertical acceleration), making the entire yacht pitch, plus the vessel slows down as it pitches requiring more power (read higher fuel consumption) as it drives ahead.

Another drawback is that should the bow submerge, it acts like a giant scoop to dig into the water and throw it across the deck. For this reason, some builders incorporate considerable camber to the foredeck.

When designing such a bow, the designer needs to have a pretty good idea of the height of the waves the vessel is likely to encounter.

Bulbous bows

Bulbous bows are generally only found on displacement hulled yachts – that is, yachts that will not exceed about 1.5 x √LWL, or the Froude number for that hull. Marlow yachts, which are semi-displacement, have an option for a small, delta-shaped bulb that is flat on top and V-shaped below to both break the water and offer some resistance to pitching when performing above displacement speeds. (Bulbous bows work best when the yacht is moving at .9 to 1.2 x √LWL.)

The idea of the bulbous bow is that the wave generated by the bulb reduces the size of the bow wave and hence lowers the resistance of the entire hull. The size of the bulb is most often determined by tank testing when the shape of the bow wave and the bulb’s cancelling effect can be clearly demonstrated, but in general terms, the larger the bulb is, the greater the reduction in resistance as long as the yacht is moving in a relatively flat sea. When the vessel is pitching, the bulb can actually increase hull resistance.

However, a designer needs to be aware of the interplay between the size of the bulb and the anchor handling gear. It would not do to bounce the anchor off the bulb every time the yacht is anchored.

Japanese researchers have found that a bulbous bow along with a slight reduction in the hull waterline beam just aft of the bow, will reduce hull resistance even farther, but at the cost of a reduction in cargo carrying ability and more complexity in the vessel’s construction.

Types of bows (continued)

The opposite of the flared bow is the Axe bow, such as the scimitar bow on the Amel 199. Here where instead of increasing the flare above the water, a very narrow half-angle of entry is maintained from hull bottom to the deck, but extra buoyancy is built in below the waterline with a deeper forefoot, and the sheerline forward is raised against green water on deck.

This type of hull has with lower resistance and creates less pitching in a seaway than a flared bow. Although this shape of bow cleaves waves, it is wet in a seaway.

Experiments in The Netherlands have shown that instead of increasing buoyancy by flaring the bow above the water surface, axe bows increases buoyancy by bringing the underwater bow profile downwards and raising the sheer at the bow.

Not only do these features lengthen the vessel considerably, but they also make it easier to drive into head seas, requiring less power. In addition, it has been suggested that up to 20 per cent lower fuel consumption in head seas can be achieved because the bow does not have the vertical accelerations of a flared bow.

A relatively new trend for larger craft is the scow bow. It has been a fixture on Great Lakes A and C class sailing scows for many years, but its potential was suddenly realised when a Mini-Transat boat with a scow bow handily won the race. Now, designers Reichel-Pugh have designed a 27.4m sailing yacht with a scow bow.

This type of bow carries beam well forward with the intent that the waterline length is increased as the boat heels. The major drawback of scow bows is they slam when upright and on a large yacht, that might be more than the owner is willing to accept.

Wave piercers

The totally opposite look to the Apple Cheek bow is the Wave Piercing bow as used by Craig Loomes Design of New Zealand and others on several superyacht and fast ferry designs.

The idea behind this bow is that the extended sponsons on each side of the catamaran or trimaran hull pierce the waves to reduce pitching in heavy seas. In this style of yacht, the main hulls have less buoyancy forward to allow it to slide through the wave rather than slam into it. By sliding through the waves, less engine power is required and the pitching of the yacht is lower.

The bow is an essential feature of any modern yacht. Elongated bows such as the wave-piercing bow, reverse or axe bow lengthen the waterline and make the angle of entry finer, decreasing the hull resistance of faster vessels and reducing pitching in a seaway. However, the longer waterline can make it harder for the vessel to turn. Meanwhile, bulbous bows decrease the size of the bow wave and consequently reduce hull resistance for vessels that operate at a set displacement speed and load.

A designer should pick the bow shape that is best suited for the desired speed, shape and pitching characteristics in a seaway.

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34 Luxury Yacht Decks (Bow, Flybridge and Rear Deck Photos)

Larger yachts have multiple decks with all kinds of seating, dining areas and in some cases jacuzzis, bars, outdoor kitchens and more. Below we include a chart showing the main decks of a yacht followed by many photos of different luxury yacht decks. Enjoy.

Related: Kayak Storage Ideas | Catamaran Apartment | Craftsman Floating Home | Large Floating Home

Types of Decks on a Yacht (Chart)

• Bow (Main) Deck:  This is usually the largest deck area and it’s situated at the front of the boat. Some yachts have built-in seating while others don’t.
• Flybridge (Upper) Deck:  This is the outdoor captain’s area to operate the boat but includes seating and/or dinette area (depending on size). Some flybridge decks are covered or can be covered.
• Promenade Deck:  These are the narrow side decks that lead you from front to back and vice versa.
• Stern (Lower) Deck: This is the deck at the rear of the boat. Some yachts have multiple stern (lower) rear decks if it’s multiple levels. You can access the cabin from this deck.

Luxury Yacht Deck Photos

1. flybridge decks.

2. Stern Decks

3. Bow Decks

Related: Yacht Interiors |   Gorgeous Mega Yacht Interior Design by Mojo Stumer Associates  |  Houseboats  | Floating Homes

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Massive Key Bridge span demolished from bow of Dali container ship: 'Important milestone'

By Adam Thompson , Mike Hellgren

Updated on: May 14, 2024 / 5:04 PM EDT / CBS Baltimore

BALTIMORE - The removal of a 4,000-ton piece of the Key Bridge collapse from the Dali cargo ship using explosives unfolded successfully Monday evening and is a critical piece of the recovery. 

It comes almost seven weeks since the disaster killed six construction workers, crippled the Port of Baltimore and cut access to the Beltway. 

We were live on @wjz as the Key Bridge explosive charges were detonated. The operation, we understand, was successful. #BREAKING pic.twitter.com/PEiApDIFlR — Mike Hellgren (@HellgrenWJZ) May 13, 2024

Video showed the steel pieces falling into the water. 

This explosion, which was initially supposed to take place over the weekend, took seconds and sounded like a quick fireworks show.

Unified Command maintains the plan to fully reopen the main channel in the Patapsco River and access to the Port of Baltimore by the end of May remains on track.

"Today we achieved an important milestone," said Lt. Gen. Scott Spellmon, from the U.S. Army Corps of Engineers.

What happened?

Small explosive devices were placed throughout the span of the bridge and detonated them all within a few seconds.

Cuts were made in the steel where explosives were placed and then were covered with what looked like heavy-duty tape. 

The explosion sounded like fireworks and those within 2,000 yards were asked to wear hearing protection.

The U.S. Army Corps of Engineers called this process the "safest and swiftest" way to remove the thousands of tons of wreckage pinning the massive ship. 

The controlled detonation sent the truss into the Patapsco River in pieces. Officials shared an  animation of the process .

Through it all, more than 20 crew members remained onboard. 

"They're staying on board because they're part of the ship. They are necessary to keep the ship safe and operational," said Rear Admiral Shannon Gilreath, from the U.S. Coast Guard. 

Safety is top priority

Maryland Gov. Wes Moore spoke about the high-stakes operation—the many small explosives timed just right—to allow the tons of steel to fall away from the ship and into the Patapsco River. 

It had been delayed twice due to the weather. 

"Safety in this operation is our top priority. We've gotten to this mission without a single injury," Moore said. 

Getting Dali refloated

Colonel Estee Pinchasin, from the U.S. Army Corps of Engineers, said the next step is to remove the Dali.

It will still take a couple of days to remove the ship and open the channel.

"Once the wreckage falls into the channel, we will have the vessel refloated," Pinchasin said. "Our salvors already have the equipment ready to retrieve the wreckage just as we have over the last seven weeks. They're going to have to either lift it with the grabber and remove it after cutting it down some more."

Body-worn camera footage shows response

Newly-obtained body-worn camera video from the Maryland Department of Natural Resources showed the initial response from police in the dark, debris-filled river after the bridge fell on March 26.

The video shows the dramatic response as officers traveled to the wreckage site by boat. One clip shows an officer approaching the Dali and speaking with the crew.

Message for bridge collapse victims

The governor had a message today for the families of the six victims who died . The final body was recovered last week. 

"I promised we would do everything in our power to bring your family members back, and I pray that the fulfillment of our word can bring you some peace," Gov. Wes Moore said. 

Law firms to assist potential lawsuits

Maryland's Attorney General assembled five law firms to assist in any potential litigation.

The Maryland Transportation Authority Board has approved a request for a "contingent fee contract" for a team of law firms that will work as the attorney general's assistant counsel to pursue litigation against the parties responsible for the Francis Scott Key Bridge Collapse. 

The contingent fee arrangement means that outside counsel will be paid for any damages recovered by the state. The request will now be submitted to the Board of Public Works (BPW) for approval at its meeting on Wednesday, May 15. 

"On behalf of the affected state agencies and the people of Maryland, we will pursue compensation from the responsible parties for the damages caused by the M/V Dali's allision with the Key Bridge," said Attorney General Brown. "To do that effectively, the OAG has assembled a team of law firms that has deep expertise in maritime disasters, tort litigation, insurance recovery, and dispute resolution." 

Those law firms include Kelley Drye & Warren, Liskow and Lewis, Partridge LLC, The Lanier Firm, and, serving as local counsel, the Maryland firm of Downs Ward Bender Herzog & Kintigh.

"Those who need to be held responsible for this tragedy will be held responsible. Lloyds of London indicated this is going to be the most expensive maritime tragedy in our history, and we are very confident that those who need to be held to account will be held to account, and they will be part of this rebuilding process," Moore said.

Adam Thompson is a Digital Content Producer for CBS Baltimore.

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