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Potential wave energy in Indonesia between 5 kW m–1 to 20 kW m–1 depending on-site location coastline. This research in ocean energy of Wave Energy Conversion (WEC) is wave activated body using the floating or motion hull due to kinetic and momentum energy from an ocean wave. The pendulum movement cause by a floating hull to drive the electric generator. The shape of the hull, displacement, and position point of the mooring line greatly influences the movement of the hull. This paper discusses how to computational fluid dynamics (CFD) simulation can solve and determine the best mooring line position in the hull. Moreover, the shape of the hull at under waterline or drought has slope angle 45°, length overall 3 m, breadth 1.5 m, depth 2 m, and draft 0.65 m. One of the boundary conditions in the domain CFD, the direction of a wave from inlet boundary to starboard or port side using regular wave. The position both of mooring bitts are at forwarding perpendicular and after perpendicular. Three-position of mooring bitts that have simulated CFD: under the waterline, (ii) at the waterline, and (iii) up waterline. The result of simulation that the best position of mooring bitts is at the waterline.

Submarines and other underwater vessels are widely employed in the naval sector for defense purposes as well as in the civilian realm for scientifi c and recreational purposes. However, challenges such as biofouling caused by bacteria and algae can signifi cantly impact performance and environmental eff ects. This study investigated the impact of biofouling on the U209 submarine by analysing how the location of roughness aff ects drag, with particular emphasis on frictional drag. Computational Fluid Dynamics (CFD) was employed to assess the impact of biofouling on the turbulent fl ow characteristics of ship hull surfaces with varying roughness, operating within the range of velocity = 9.7 knot – 29.1 knot. The submarine analysis was conducted under complete submersion without any water disturbance. The increase in drag resulted from the variation in the surface of the submarine hull. The drag increased from 8.5% to 18.2% for partial hull roughness and from 30.5% to 46.9% for overall roughness. The entire surface irregularity of the hull led to a signifi cant increase in the drag. This can be explained by the results that as the surface area aff ected by biofouling increases, the amount of turbulent fl ow around the hull also increases, resulting in greater resistance, particularly in terms of frictional drag. [ABSTRACT FROM AUTHOR]