The relative significance of the parallel middle body and stern form in the wake formation of single-screw large ships and their contribution to the ship's viscous resistance are studied by using computational fluid dynamics (CFD). A 10450-DWT tanker is considered by varying the ratio of the parallel-middle-body's length to the ship's length (L mb /L) and by varying the shape of the stern form from a V-like to a U-like underwater stern transom section. In all the calculations, the principal dimension and the displacement of the ships are kept constant. A larger value for the parallel-middle-body relative length (L mb /L) of ships with the same stern form results in a larger drag coefficient but does not affect the nominal wake fraction significantly. A change in the shape of the underwater stern form, from a V-like to a U-like section, results in a much larger drag coefficient ascribed to the much larger wake fraction. The stern form dominantly affects the nominal wake fraction and the ship's viscous resistance compared to the parallel-middle-body relative length.
Effects of parallel-middle-body relative length and stern form of a 10450-DWT tanker on the wake fraction and ship resistance are studied by using computational fluid dynamics (CFD). Calculations were done with varying ratios of parallel-middle-body length to ship length (Lmb/L) and with varying stern forms. The same ship displacement is maintained in all the calculations. It is found that a larger value of Lmb/L for ships with the same stern form results in a larger ship resistance but does not affect the wake fraction significantly. A more abrupt stern form results in a larger wake fraction and in a much larger ship resistance. In the former case, the increase of ship resistance is ascribed to the increase of the wetted surface area (WSA) of the ship and in the latter case particularly to the much larger wake fraction.
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