JP2004314943A - Ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship having a bow valve capable of reducing increase of resistance in ocean waves and improving propulsion performance by reducing reflected wave for incident wave at the bow. <P>SOLUTION: In the shipping 1 having the bow valve 11, a reflected wave reducing structure 12 that can be attached integrally to a main hull or as an appendage is provided near the water level above the bow valve 11. The reflected wave reducing structure 12 is disposed so that, in a water line surface shape, the tip lies at the same position as the tip of the bow valve 11 or at a position at the back of the tip of the bow valve 11. The structure 12 has a curve smoothly contacting with the main hull. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

The present invention relates to a ship having low propulsion resistance in waves, and more particularly, to a structure of a bow portion of a ship having a bow valve.

  In a large vessel such as a tanker or a bulk carrier, a bow valve (Bulbous Bow) is provided at the bow to reduce wave-making resistance in clear water. This bow valve is provided at the lower part of the bow so as to cancel the wave created by the hull in order to reduce the wave resistance among the friction resistance, pressure resistance, wave making resistance and air resistance which are the components of the propulsion resistance in plain water. Structure.

  The bow valve shifts the position of the wave generated at the bow so as to interfere well with the wave generated at a position behind the bow, thereby reducing the overall wave-making resistance. In addition, a low-speed enlarged ship has an effect of reducing the eddy resistance by adjusting the flow of water near the bow.

  However, as shown in FIGS. 17 to 20, the conventional ship 1X provided with the bow valve 11X has a structure in which the upper part thereof retreats from the tip of the bow valve 11X and advances again by the upper deck 13X. Therefore, the vicinity of the water surface at the time of navigation, such as a full load waterline or a maximum waterline, usually has a rounded, fertile shape, and is often formed with a gentle curve in the traveling direction.

  For this reason, in the actual sea area, the wave incident on the bow from the front is almost reflected forward at the bow, and the resistance increase due to the reflection of the wave increases. At the same time, the resistance increases due to the waves generated by the movement of the hull in response to the waves. Therefore, in the actual sea area, the resistance in waves increases in addition to the resistance in plain water.

  In particular, in the case of a large vessel such as a giant tanker, many of the waves generated in the actual sea area have shorter wavelengths than the master and are reflected at the bow. The rate of increase becomes larger. Therefore, when seamagine is small, there is a problem that the traveling speed (ship speed) in waves is reduced. The seamagine is a value obtained by dividing "the increase in horsepower required for sailing in waves at a constant ship speed" by "horizontal horsepower at the same ship speed".

  In order to reduce the increase in resistance of the large ship in the waves, the bow should be pointed forward as much as possible, and considering breaking the waves forward without breaking the waves forward, all the water lines above the maximum draft line should be considered. 2. Description of the Related Art An enlarged boat formed by sharpening a bow shape has been proposed (for example, see Patent Documents 1 and 2).

  However, when the wave hits above the maximum waterline, it is mainly when the ship is full and the wave is high, and when the load is light or the calm sea condition where the wavelength of the main component of the wave is relatively short compared to the master, it is almost impossible. Since the waves do not hit, it is presumed that the effect of decreasing the increase in resistance in waves is small except during stormy weather.

  In addition, in order to improve propulsion performance when sailing in waves, it has a bow valve protruding forward from the vertical line below the full load line and an upper part of the bow protruding forward from the vertical line above the full load line. On a large hull ship, a wedge-shaped attachment is attached to the bow end near the loading line so that the pointed edge is directed forward and penetrates the flat water surface, and when sailing in waves, waves incident on the bow from the front On the other hand, there has been proposed a large hull equipped with a means for improving the propulsion performance in waves, which can be cut right and left at the pointed edge of the wedge-shaped appendage to prevent generation of reflected waves (for example, see Patent Document 3).

However, as shown in FIG. 21, when the joint between the main hull 1Yb and the additional object 12Y is not connected smoothly and a discontinuity of the surface, that is, a bent portion Q occurs, a vortex near the portion Q is formed. V and a new wave W are generated, and there is a problem that the resistance increases not only in flat water but also in waves.
Japanese Patent No. 3279284 Japanese Patent No. 3279285 Japanese Patent Laid-Open No. 8-142974

  The present invention has been made to solve the above problems, and an object of the present invention is to reduce the increase in resistance in waves by reducing reflected waves for incident waves at the bow of a ship having a bow valve. To provide a ship that can improve propulsion performance.

  A ship of the present invention for achieving the above object, in a ship having a bow valve, provided near the water surface above the bow valve, provided with a reflected wave reducing structure that can be attached to the main hull or as an additional component, The reflected wave reducing structure is provided in a waterline shape such that the tip is at the same position as the tip of the bow valve, or at a position retracted from the tip of the bow valve, and smoothly contacts the main hull. It is configured to have a curved surface.

  This reflected wave reduction structure can reduce the reflection of waves entering the bow of a ship having a bow valve, and it is difficult to generate vortices or waves at the connection with the main hull. It may be configured by diverting an incident wave toward the ship side to reduce reflection, and by forming a structure having an acute angle waterline surface on a curved surface that smoothly contacts the main hull.

  The reflected wave reducing structure is provided near the water surface above the bow valve in a ship having a bow valve, that is, a ship having a spherical bow. The vicinity of the water surface above the bow valve is a portion where the wave intersects with the water surface when the ship sails.

  In general, the draft of a ship changes depending on the state of the cargo, and the position of the water surface with respect to the bow also fluctuates. Here, it is desirable to include all the positions of the water surface encountered in the navigation of the ship, such as a draft part in a full load state and a draft part in a light load state, but even in the vicinity of the water surface in only a part of the state, Since the effect can be exerted, it is not necessary to include all the water surface positions encountered in the navigation of the ship.

  According to the ship of the present invention, a wave surface above the bow valve in the bow portion, that is, a reflected wave reducing structure provided near the water surface causes waves incident when the ship is navigating in waves. Therefore, it is possible to reduce the reflection at the bow portion, so that the increase in resistance due to the reflected wave can be reduced. In general, a structure that reduces reflected waves also reduces wave generation due to hull motion, so that an increase in resistance due to hull motion is also reduced. Therefore, the propulsion performance in waves is improved, and the horsepower required for navigation is reduced, so that the fuel consumption and carbon dioxide reduction effects can be obtained.

  In addition, since the reflected wave reducing structure is formed to have a curved surface that smoothly contacts the main hull, at the connection between the main hull and the reflected wave reducing structure, vortices and waves are prevented from being generated, It is possible to prevent an increase in resistance in normal water and in waves.

  Also, instead of using the tip of the reflected wave reducing structure as the tip of the bow valve, if the tip of the reflected wave reducing structure is set back in the main hull direction from the tip of the bow valve, the reflected wave reducing effect is somewhat reduced However, the size of the additive can be reduced.

  The reflected wave reducing structure is added to the bow structure designed as a bow valve hull form without substantially deforming the bow valve shape, so it has no effect on the conventional bow valve design method. Has no effect.

  In addition, the effect of the wave generated by the bow valve occurs at a part deeper than the water surface during navigation, while the wave-making resistance generated by the reflected wave reducing structure is extremely small, so the bow valve and the reflected wave reducing structure The interference with is small. Therefore, the increase in resistance in plain water is extremely small, and the effect of reducing the increase in resistance in waves is greater.

  In the above-mentioned ship, the shape of the connecting portion between the main hull and the reflected wave reducing structure in the shape of a water line surface is in contact with both the main hull and the reflected wave reducing structure, and an arc having a center on the outside. And the distance between the front end of the reflected wave reducing structure and the front end of the main hull is L1, and the radius of the arc is 2 × L1 to 4 × L1.

  That is, in the shape of the water line surface, the main ship's hull and the reflected wave reducing structure are smoothly and continuously joined by an arc shape having a radius of 2 to 4 times the length L1 of the reflected wave reducing structure. Is formed to have a curved surface in contact with. According to this structure, it is possible to prevent vortices and waves from being generated at the connecting portion between the main hull and the reflected wave reducing structure, thereby preventing an increase in resistance in normal water and in waves, and furthermore, at the connecting portion. By making the shape an arc shape having a specific radius, the arc is determined according to the length L1 of the reflected wave reducing structure, and the entire shape is determined. Therefore, the design is simplified, and the curved surface processing is also simplified because the arc is formed. Become.

  If the radius of the circular arc is less than 2 × L1, the arc comes into contact with the main hull in a sharp curve, and the effect of preventing the generation of eddies and waves at the connection portion becomes insufficient. Further, when the radius of the arc is larger than 4 × L1, the length of the reflected wave reducing structure becomes substantially shorter due to the shape and the size of the reflected wave reducing structure becomes smaller. In addition, the effect of reducing the increase in resistance due to the reflected wave becomes insufficient.

  Further, the reflected wave reducing structure can be formed as a wave-breaking structure. For example, the wave-breaking structure can be formed on a water surface (hereinafter, a target water surface) on which the wave-breaking structure intends to exhibit an incident wave reducing effect. ) Is formed smaller than the water line shape where the bow valve has the maximum area, or the front end of the target water surface is the same as or the rear of the foremost end of the bow valve and the front end The angle of the section is formed to be smaller than the angle of the foremost end of the bow valve.

  The angle of the front end, that is, the tip angle is set to a certain angle or more to prevent the tip from being excessively protruded so that the length of the ship, such as the length between water lines and the total length, is reduced. Can be prevented from significantly increasing, and by making the angle smaller than that of the main hull (the hull in the case where the reflected wave reduction structure is not provided), the incident wave can be diverted to the side. The reduction effect can be obtained in a practical amount.

  Further, in the above-mentioned ship, in a horizontal section of the reflected wave reducing structure, a front portion of the reflected wave reducing structure is formed in a triangular shape having a tip of the reflected wave reducing structure on a hull center line. That is, a structure having a triangular horizontal section is provided between the bow flare and the bow valve.

  Further, in the above-mentioned ship, in a horizontal cross section of the reflected wave reducing structure, a triangle forming a front portion of the reflected wave reducing structure is set within a range surrounded by a tangent between the tip of the bow valve and the hull. Contain and include.

  With this configuration, the bow enlargement near the water surface of the bow is reduced, so that the increase in resistance in waves is reduced. In addition, since the angle of incidence on the water line near the water surface of the bow becomes gentle, the wave making resistance in clear water is also reduced.

  In the above-mentioned ship, the reflected wave reducing structure may be configured as a structure formed in a shape that is smoothly continuous with the upper part of the bow valve and the water line surface of the upper deck, respectively. preferable. Further, it is preferable that the structure is such that the structure smoothly continues from the upper part of the bow valve to the front end of the bow deck in side view. These configurations simplify the bow profile.

  Further, the reflected wave reducing structure can be added not only to a newly built ship, but also to an existing bow valve type ship. In the case of a new ship, it is built as a part of the bow structure, and in the case of remodeling of an existing ship, it can be additionally provided as a structure covering the bow structure. In addition, when this additional structure is used, since watertightness is not required, the additional structure can be easily added, and an increase in the weight of the steel material due to an increase in the length between the perpendiculars can be suppressed. The structure for reducing the reflected wave also serves to protect the bow portion.

  According to the ship of the present invention, the reflected wave reducing structure provided near the water surface at the bow can reduce the wave that enters when the ship is navigating in the waves, and reflects less at the bow. The resistance increase due to the reflected wave and the resistance increase due to the hull motion can be reduced. Therefore, the propulsion performance of the ship in the waves is improved, and the horsepower required for navigation is reduced, so that the fuel efficiency and the carbon dioxide reduction effect can be obtained.

  In addition, since the reflected wave reducing structure is formed to have a curved surface that smoothly contacts the main hull, at the connection between the main hull and the reflected wave reducing structure, vortices and waves are prevented from being generated, It is possible to prevent an increase in resistance in normal water and in waves.

  The reflected wave reducing structure is provided in addition to the bow structure designed as a bow valve hull form without substantially changing the bow valve shape, and thus has an effect on the conventional bow valve design method. Has no effect.

  Further, the reflected wave reducing structure can be added not only to a newly built ship, but also to an existing bow valve type ship.

  Further, in the shape of the water line surface, the main hull and the reflected wave reducing structure are smoothly contacted by an arc having a radius of 2 to 4 times the length L1 of the reflected wave reducing structure so as to continuously and smoothly join. When formed by a curved surface, it is possible to prevent vortices and waves from being generated at the connection between the main hull and the reflected wave reduction structure, and to prevent an increase in resistance in clear water and in waves, and furthermore, the shape of the connection Is an arc shape having a specific radius, the arc is determined in accordance with the length L1 of the reflected wave reducing structure, and the entire shape is determined. Therefore, the design is simplified, and the curved surface processing is also an arc, which is simplified and facilitated. .

  Hereinafter, embodiments of a ship according to the present invention will be described with reference to the drawings.

  As shown in FIGS. 1 to 4, a ship according to a first embodiment of the present invention is a ship 1 having a bow valve (valbas bow) 11 at a bow, and an incident wave reducing structure near the water surface at the bow portion. It is provided with a wave-cutting part 12 which is an object.

  The bow valve 11 is a structure in which a bow portion below the water surface is inflated in a bulb shape, and is formed in a bow valve shape formed according to a normal bow valve design method, and is not deformed to a special shape in the present invention. .

  The wave breaking portion 12 is disposed above the bow valve 11 so as to include at least one portion corresponding to the water surface (target water surface) height that the ship 1 encounters during voyage, and preferably covers as wide a region as possible. Is done. In the arrangement of FIGS. 1-4, it extends upwardly from the upper part of the bow valve 11 toward the upper deck 13 so as to cover the entire range of water surface positions encountered. With this configuration, it is possible to cover the vicinity of the full load draft line and the vicinity of the light load draft line.

  For convenience, when the water surface when navigating in the full load waterline state is the target water surface for incident wave reduction, and when the water surface when navigating in other light load conditions is not the target, near the full load waterline that is the target water surface In addition, a wave cutting unit 12 is provided locally.

  The wave-cutting portion 12 has a water-line surface structure as shown in FIG. 4, and has a tip portion provided at the same position as the tip of the bow valve 11, and a curved surface which smoothly contacts the main hull. Is formed. For example, the water line surface W2 protrudes from the water line surface (W2) in the case where there is no wavy portion 12, and the tip angle α of the water line surface W2 is smaller than the tip angle α 'of the water line surface (W2). It is formed.

  Then, the waving portion 12 is such that the portion immediately above the bow valve 11 gradually and smoothly becomes thinner from the bow valve 11, extends upward with this thin shape, gradually from the vicinity of the maximum draft line toward the bow portion of the upper deck. And is formed so as to be smoothly connected to the water line surface W5 of the upper deck.

  As shown in FIG. 2, the waving portion 12 extends vertically from the distal end of the bow valve 11 in a side view, and the target water surface W. L. It is configured to smoothly continue to the front end of the bow upper deck W5 above.

  As shown in FIGS. 5 to 7, the marine vessel according to the second embodiment of the present invention is also a marine vessel 1A having a bow valve 11A at the bow, but the shape of the wave breaking structure 12A is the same as that of the first embodiment. It is different from the shape of the wave breaking portion 12 of the ship 1 in the form.

  This ship 1A is obtained by additionally providing a wave-breaking structure 12A to the ship 1X shown in FIGS. 17 to 20, and the wave-breaking structure 12A is, as shown in FIG. Of the bow valve 11A is provided so as to retreat toward the main hull from the tip of the bow valve 11A. In addition, (B1) in FIG. 6 and (W2) in FIG. 7 show a side cross-sectional shape and a water-line surface shape when the corrugated structure 12A is not provided.

  As shown in FIGS. 8 to 12, the ship according to the third embodiment of the present invention is also a ship 1B having a bow valve 11B at the bow, but the shape of the wave-breaking structure 12B is the first and second. It is different from the shapes of the wave breaking portions 12 and 12A of the ships 1 and 1A of the embodiment.

  This ship 1B is obtained by additionally providing a wave-breaking structure 12B to the ship 1X shown in FIGS. 17 to 20. As shown in FIG. Is provided at the position of the tip of the bow valve 11B. Note that the dotted lines in FIGS. 9 to 11 show the front shape, the side cross-sectional shape, and the water-line surface shape when the corrugated structure 12B is not provided.

  The wave-breaking structure 12B extends from the upper part Pa of the tip Bf of the bow valve 11B upward to a point Pc that intersects the bow line, and extends horizontally from the upper part Pa of the tip Bf of the bow valve 11B to the hull. A starboard side surface As is formed by a line Lb continuing from the line forming the hull smoothly at the point Pb and a line Lc connecting the points Pc and Pb. Similarly, a port Ap on the port side is formed.

  The front portion, preferably 30% to 80%, of the line Lb is formed as a straight line, and the rear portion and the upper portion are configured to be smoothly connected to the hull. If it is less than 30%, the workability deteriorates, and if it is more than 80%, it is difficult to smoothly connect the rear part to the hull.

  Further, it is preferable that the width of the wave-breaking structure 12B, that is, the distance between the point Pb on the starboard side and the point Pb on the port side be 5% to 40% of the ship form width. If it is less than 5%, the effect is small, and if it is more than 40%, the increase in resistance in plain water becomes too large, and the disadvantage is larger than the decrease in resistance in waves.

  With this configuration, in the horizontal cross section, the forward portion is defined as the hull center line C. L. The reflected wave reducing structure 12B formed in a triangular shape having the tip La is obtained. That is, the wave-breaking structure 12B is a structure provided between the bow flare and the bow valve 11B, and has a triangular horizontal section at the front.

  The wave-cutting structure 12B is configured so that, in its horizontal cross section, a triangle forming the front portion is included in a range surrounded by a tangent Lt between the tip Bf of the bow valve 11B and the hull.

  With the wave breaking structure 12B having this configuration, the bow enlargement near the water surface of the bow is reduced, so that the resistance increase in waves is reduced, and the angle of incidence of the water line near the water surface of the bow becomes gentle. In addition, wave-making resistance in clear water is also reduced.

  Further, in the shape of the water line surface, as shown in FIG. 14, the shape of the connecting portion between the main hull 1Bb and the reflected wave reducing structure 12B is in contact with both the main hull 1Bb and the reflected wave reducing structure 12B, An arc Cr having a center on the outside is used. At the same time, the distance between the front end P1 of the reflected wave reduction structure 12B and the front end P2 of the main hull 1Bb is L1, and the radius RL of the arc Cr is 2 × L1 to 4 × L1.

  This prevents vortices and waves from being generated at the connection between the main hull 1Bb and the reflected wave reduction structure 12B, thereby preventing an increase in resistance in clear water and in waves, and furthermore, the shape of the connection. Is a circular arc shape Cr having a specific radius RL, the circular arc Cr is determined according to the length L1 of the reflected wave reduction structure 12B, and the entire shape is determined. Processing becomes easy.

  In the embodiments of FIGS. 8 to 11, the tip La of the wave-breaking structure 12B is disposed immediately above the tip Bf of the bow valve 11B. However, as shown in FIG. The line La is formed by a straight line retreated from the front end Bf of the bow valve 11B, or as shown in FIGS. 12B and 12C, the front end line La is formed by a curved line with a concave or convex center in side view. Alternatively, as shown in FIG. 12 (d), it may be formed by a straight line inclined in the front-rear direction.

  The model ship of Example 1 having a bow-type vessel provided with a wave-cutting portion 12 as shown in FIGS. 1 to 4 and the comparative example having a bow-type vessel without a wave-cutting portion as shown in FIGS. A model ship was prepared, and a tank test was performed to increase the resistance in waves in a fully loaded state. The results of this tank test are shown in FIG. In the figure, the horizontal axis represents (wavelength of incident wave / ship length: λ / Lpp) of the regular wave, and the vertical axis represents the resistance increase coefficient in the regular wave.

  According to the results of this water tank experiment, it is found that the example provided with the wave-cutting portion has a remarkably smaller increase in resistance in waves than the comparative example without the wave-cutting portion.

  A model boat of Example 2 having a bow-type vessel provided with a triangular wave-cutting portion 12B as shown in FIGS. 8 to 11 and a bow-type vessel not having a triangular-shaped wave-cutting section as shown in FIGS. The model ship of the comparative example was prepared, and a tank test was performed on the increase in resistance in waves and the resistance to wave formation in normal water in a full load state. FIG. 15 shows the results of a tank test of the increase in resistance in waves. In the figure, the abscissa represents the regular wave (wavelength of incident wave / ship length: λ / Lpp), and the ordinate represents the same wave height when the Froude number (Fn) is 0.15 (Hw / Lpp = 0.123). Shows the coefficient of resistance increase during the regular wave direction wave. FIG. 16 shows a tank test result of the increase in resistance in plain water. In the figure, the horizontal axis indicates the ship speed in Froude number (Fn) display, and the vertical axis indicates the wave-making resistance coefficient in clear water.

  According to the results of these aquarium experiments, it is found that Example 2 in which the triangular wave cutting portion 12B is provided has a significantly smaller increase in resistance in waves than the comparative example in which the triangular wave cutting portion is not provided.

It is a perspective view of a bow part of a ship of a 1st embodiment concerning the present invention. FIG. 2 is a front sectional view showing a shape of a bow portion of the ship of FIG. 1. FIG. 2 is a side sectional view showing a shape of a bow portion of the ship of FIG. 1. FIG. 2 is a horizontal sectional view showing a shape of a bow portion of the ship of FIG. 1. It is a front sectional view showing the shape of the bow part of the vessel of a 2nd embodiment concerning the present invention. FIG. 6 is a side sectional view showing a shape of a bow portion of the ship of FIG. 5. FIG. 6 is a horizontal sectional view showing a shape of a bow portion of the ship shown in FIG. 5. It is a perspective view of a bow part of a ship of a 3rd embodiment concerning the present invention. FIG. 9 is a front sectional view showing a shape of a bow portion of the ship shown in FIG. 8. FIG. 9 is a side sectional view showing a shape of a bow portion of the ship of FIG. 8. FIG. 9 is a horizontal sectional view showing a shape of a bow portion of the ship shown in FIG. 8. It is a partial side view which shows the shape of another bow part in the ship of 3rd Embodiment which concerns on this invention, (a) is a receding linear shape, (b) is a concave curve shape, (c) is a convex shape. (D) shows a curved linear shape. FIG. 13 is a horizontal sectional view showing a shape of a connection portion between a main hull of the ship of FIG. 12 and a reflected wave reducing structure. It is a figure which shows the resistance increase test in a wave in the full load state of Example 1 and a comparative example. It is a figure which shows the resistance increase test in a wave in the full load state of Example 2 and a comparative example. It is a figure which shows the resistance test result of the flat water in Example 2 and the comparative example in a full load state. It is a perspective view of the bow part of the ship which has a bow valve of a prior art. FIG. 18 is a front sectional view showing a shape of a bow portion of the ship shown in FIG. 17. FIG. 18 is a side sectional view showing a shape of a bow portion of the ship in FIG. 17. FIG. 18 is a horizontal sectional view showing a shape of a bow portion of the ship of FIG. 17. It is a horizontal sectional view showing the shape of the bow part of a ship, and the state of generation of a vortex.

Explanation of reference numerals

1,1A, 1B Ship 11,11A, 11B Bow valve (Barbasbau)
12 Wave cutting part (reflection wave reduction structure)
12A, 12B Wave cutting structure (reflection wave reduction structure)
Cr arc shape
L1 Distance between the front end of the reflected wave reduction structure and the front end of the main hull
RL Arc radius

Claims (5)

  In a ship having a bow valve, near the water surface above the bow valve, a reflected wave reducing structure that can be attached to the main hull or as an additional component is provided, and the reflected wave reducing structure is formed in a waterline shape. A ship characterized in that a tip portion is provided at the same position as the tip of the bow valve or at a position retracted from the tip of the bow valve, and has a curved surface that smoothly contacts the main hull.   In the waterline surface shape, the shape of the connecting portion between the main hull and the reflected wave reducing structure is in contact with both the main hull and the reflected wave reducing structure, and the shape of an arc having a center on the outside, 2. The ship according to claim 1, wherein the distance between the front end of the reflected wave reducing structure and the front end of the main hull is L1, and the radius of the arc is 2 × L1 to 4 × L1.   3. The horizontal section of the reflected wave reducing structure, wherein a front portion of the reflected wave reducing structure is formed in a triangular shape having a tip of the reflected wave reducing structure on a hull center line. The ship described in.   In the horizontal cross section of the reflected wave reducing structure, a triangle forming a front portion of the reflected wave reducing structure is included in a range surrounded by a tangent line between the tip of the bow valve and the hull. The ship according to claim 3, wherein   The said reflected-wave reduction structure is a structure formed in the shape which smoothly continues in the waterline surface of the upper part of the said bow valve, and an upper deck, respectively, The one in any one of Claims 1-4 characterized by the above-mentioned. Ships.

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