The wake behind a ship is a region that consists of complex hydrodynamic flow phenomenon characterized by temporally and spatially

varying flow conditions like local fluid velocity, pressure, turbulent kinetic energy and dissipation etc. Originally the wake model was only based on air entrapping sources near each of the propellers and the ship hull .The physical mechanism of ship wake is due to the turbulence generated by the movement of the ship.This wake develops and grows in time and characterizes the scale of turbulence. The properties of the ship wake depend on the size, the speed and the propulsion system of the ship. The bubbly wake is one of the main features to be used for detecting the ships. A ship produces two types of wakes [1] turbulent wake and kelvin wake. The turbulent wake, a zone of reduced sea surface roughness and kelvins wake a system of ripples occurring inside a cone of 39 degrees originating at the ships bow. The turbulent wakes width W depends upon ship dimensions, more specifically its beam (width) B, and its length L the wake width at a distance r is given by W(r) =1.9 B 4/5 r 1/5.[2]. The wake length is a more difficult problem and depends upon sea state. The turbulent wake is caused by water displacement due to the ships hull and propulsion system.This water displacement has a kinetic energy decreasing according to r4/5 [3]. The
classical Kelvin wave-wake consists of two different wave families, namely, the transverse and divergent waves. The Kelvin wave-wake is bounded by two cusp-lines at an angle = 2arc tan 1/ 8 . Along

the cusp-lines, the wave-number K of the Kelvin waves and the ship speed U are related as K

= 3g / 2U 2 , were g is the acceleration of gravity. Close to the cusp-lines the wave

amplitudes decay with the distance x aft the ship as x-1/ 3, whereas inside the Kelvin angle the decay is much faster, i.e., x-1/ 2 .Possibly for these reasons the boundaries of the Kelvin wavewake are typically more distinguishable than the entire wave-wake [4] A rotating propeller creates a wake, which can be visualized as a rotating horizontal column of water with both linear and angular momentum. This slowly broadens astern due to eddy diffusion as water surrounding the column becomes entrained within the wake. The thrust provided by the propeller can be related to the rate of production of linear momentum (Newtons second law), P. In the far wake, observations indicate that the mean velocity profile is close to Gaussian [5]. In the purely swirling wake, the flow just aft of the propeller disk is in the form of a horizontal

rotating cylinder of fluid. To a first approximation the initial angular velocity within this cylinder is constant. As fluid is entrained by eddy diffusion and the wake broadens, angular momentum at the edge of the cylinder is transferred to the entrained fluid; the angular velocity of the new fluid will be increased, while that in the original cylinder will be decreased. Because the process resembles normal diffusion (of vorticity), it is reasonable to suppose that the angular velocity, will eventually adopt a Gaussian profile in the radial direction. Evolution of a wake with both linear and angular momentum involves eddy creation and diffusion from both types of velocity shear. Eddies are likely to be created independently by each mechanism but an eddy transferring linear momentum to another radius will also transfer angular momentum [6]. The flow in the wake is extremely complex, being a superposition (often non-linear) of turbulent shear flows, coherent vortex flows, free surface waves, bubble flows and potentially internal waves One of the most observable features in the wake of a surface ship is the long, narrow region of relatively calm water that extends aft of the ship. This "dead water" or Center line wake region is typically two to four ship beams in width and, depending on the sea state and the ship speed, persists for upwards of many tens of ship lengths aft. The near-field centerline surface wake is a composite of the various contributions from the individual flows above and interactions between them [7]. Surface Lagrangian velocity profiles in the near viscous wake region of a high speed twin screw vessel is studied by [8]. Down stream rate of decay of both the mean longitudinal and transverse velocity components. The spatial rates of decay of these surface velocity signatures were fit to a general expression of the form Wi = a(X/ L) b where Wi is the corresponding wake fraction in the x and y directions, respectively, L is the ship length and a and b are regression coefficients. The wake characteristics are found to depend on the Reynolds number, R, which is dimensionless and represents the ratio of inertial forces to viscous forces. It is given by R = UL/ .where U is the flow velocity, L is a characteristic length, such as the length or diameter of the obstacle and is the kinematic viscosity, which is about 10-6 m2s-1 for water at normal temperatures. For ships, R ranges between 107 and 109. Ship wake is simulated by using the particle system theory and bubble particle kinetics equations. Ship wake geometric models of the ship in various ways of moving are established by assume that the ship is moving in straight

line with invariable speed. Bubbles particles stop diffusing when the wake duration is about 20s. The widths of far wakes are about three times the width of the ship. The problems are mainly the distortions of ship wake geometric model, including inflexion point and gap. All of the problems take place by using traditional methods such as putting some polygons with certain characteristics together.The ship wake model can approximate the geometry of the actual wake. The profile of ship wake homeopathic bend as the ship changing course. In addition, the spatial position of the geometric model changes with the moving ship without gaps and overlaps [9]. Acutator disc model is used to estimate the rates of production of linear and angular momentum together with experimental observations on stock propellers in open water. The work done by the torque at the propeller is equal to the work done by the thrust in opposing the drag along with the kinetic energy of the water gained during its acceleration and its rotation as it passes through the propeller. The translational and angular velocities in the propeller race some distance aft of the propeller can be estimated in terms of the propeller slip ratio, , and the propeller efficiency effectively by Comstock *5+as a1= 1- .(1+ /2) where a1 is the fraction of the power at the propeller converted into rotation of the fluid. A typical curve of efficiency of against slip ratio is provided in for a four bladed propeller with a pitch ratio of one. For example, if = 0.6 and = 0.4, as would be quite common for a large ship moving at its service speed, a1= 0.3. The variation of velocities also changes with respect to the propeller depth and the distance astern of the ship .When the propeller depth is set at 6m reveals that the velocities first increase with distance astern and then decrease. They are also generally reduced as the screw depth is increased [10]. References: [1] I. Hennings, R. Romeiser, W. Alpers, and A. Viola, Radar imaging of Kelvin arms of ship wakes, International Journal of Remote Sensing, vol. 20, no. 13, pp. 25192543, 1999. [2] G. Zilman, A. Zapolski, and M.Marom, The speed and beam of a ship from its wakes SAR images, IEEE Transactions on Geoscience and Remote Sensing, vol. 42, no. 10, pp. 2335 2343,2004. [3] A. Benilov, G. Bang, A. Safray, and I. Tkachenko, Shipwake detect ability in the ocean turbulent environment, in Proceedings of the 23rd Symposium on Naval Hydrodynamics,pp. 687703, 2001

[4] G. Zilman, A. Zapolski, and M. Marom SAR Imaging of Ship Wakes and Inverse Ship Wake Problem [5] A.I. Serviente and V.C. Patel, Experiments in the Turbulent Near Wake of an Axisymmetric Body, AIAA Journal, vol. 37(12), pp 1670-1773, 1999. [6] James K.E. Tunaley Ships Turbulent Propeller Wake: Combined Swirling and Linear Momentum Wake [7] REED, A.M., BECK, R.F., GRIVWN, O.M. and PEH'ZER, R.D. 1990. Hydrodynamics of remotely sensed surface ship wakes, SNAME Trans. 98, 319-363 [8] L. Meadows lagrangian velocity profiles in the wake of a high speed vessel Ocean Engng, Vol. 21, No 2, pp. 221-242, 1994 [9] Liu Chunwu, Li Ting, Huang Zhiping, Zhao Dexin, Zhang Yimeng Ship Wake Simulation Based on Particle System in Virtual Test Proceedings of the World Congress on Engineering 2011 Vol I WCE 2011, July 6 - 8, 2011, London, U.K. [10] J.P. Comstock (ed.), Principles of Naval Architecture, SNAME, N.Y., 1967