EP3277570A1

EP3277570A1 - Reefer insulation

Info

Publication number: EP3277570A1
Application number: EP16714544.0A
Authority: EP
Inventors: Stein Foss; Sverre ØIEN; Per Ivar NIKOLAISEN
Original assignee: Lnt Marine Pte Ltd
Current assignee: Lnt Marine Pte Ltd
Priority date: 2015-03-31
Filing date: 2016-03-24
Publication date: 2018-02-07
Also published as: GB2536920B; KR20170134560A; WO2016157047A1; JP2018512330A; CN107820475A; GB201505540D0; GB2536920A

Abstract

The invention concerns a reefer (1) insulation arrangement, wherein the reefer comprising a plurality of cargo receiving holds (5a-5d, H1-H3) wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls (11A, 11F) generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls (12S, 12P) generally parallel with the longitudinal axis of the ship.

Description

Reefer Insulation

The present invention is concerned with a particular type of refrigerated ship known in the art as a Reefer. Reefers are most commonly used to transport refrigerated or frozen foods including, but not limited to, meat, fruit, vegetables and the like.

The term 'Reefer' is used herein to refer to such a refrigerated ship. Cargo is held in a number of refrigerated cargo holds within the ship's hull. Insulation is required to maintain the refrigerated conditions whilst minimising power consumption of the refrigeration systems.

Insulation of reefer ships is achieved by lining the inside surface of the hull with an insulating material such as a glass wool. The glass wool is applied to the inside of the hull thereby insulating the cargo hold.

Cargo is loaded and moved around inside the cargo holds using forklift trucks or the like. It is common for damage to occur to the insulating layers due to collisions with cargo boxes or forklift trucks. It is therefore necessary to continually monitor the integrity of the insulation on reefer ships and to repair the insulation as necessary.

Reefer vessels are successfully used to transport millions of tons of cargo around the world in safe and refrigerated conditions. However, the cost of transporting large quantities of cargo is high, particularly where insulation layers are not functioning effectively increasing the power consumption of the refrigeration equipment. The increase in costs has led to an increase in the size of reefer vessels in an attempt to improve economies of scale. These advances have not though addressed the underlying inefficiencies in existing reefer insulation systems.

However, the inventors of the present technology have devised a new and unconventional approach to reefer design. This approach increases cargo carrying capacity and simultaneously improves the efficiency of the insulation system. This in turn reduces operating costs. Summary of the Invention

According to a first aspect there is provided a refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the transversal bulkheads further comprise an insulation layer on an inside facing surface of the bulkhead and the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead. According to the present invention insulation layers are applied within the reefer in unconventional and counterintuitive ways. Specifically each cargo hold is insulated on inner surfaces on two sides of the hold and on outer surfaces on the remaining two sides. Conventionally only the hull inside surface is insulated. According to the present invention removing insulation from two side walls (bulkheads) of each cargo hold reduces the chance of insulation being damaged. Cargo can be placed immediately adjacent to those walls without fear of damage to an insulation layer. It also increases the floor space of the hold increasing capacity. This is particularly true for large reefers with a plurality of cargo holds at a plurality of deck levels.

A ship according to the invention comprises a pair of transversal bulkheads (defining two of the cargo hold walls) which are generally perpendicular to the pair of longitudinal bulkheads (defining the other two of the 4 sided cargo hold). The insulating layer is advantageously applied only to the transversal bulkheads. Advantageously the entire surface of the transversal bulkheads are provided with an insulating layer on an inside facing surface. Thus insulation can be optimised.

Optionally, where adjacent holds are at the same temperature insulation of adjacent transversal wall i.e. the transversal walls between holds may not be required. In such an arrangement insulation may only be required on the longitudinal walls. However, transversal walls may require insulation at the ends of the ship (where a row of holds terminates) or, as stated above, where adjacent holds are held at different temperatures.

The insulation layer itself may be any suitable material for the specific application. However, the insulation layer may advantageously be one or more insulating polyurethane foam layers. Such a material can be easily and safely applied for example in a sprayed foam manner or as slabs (panels) or a combination thereof.

The insulation layer may for example a sprayed foam layer and/or insulating slab layer with a minimum thickness defined by the specific operating temperature of the ship. This advantageously optimises the insulation properties of the system whilst minimising material usage and installation time and complexity.

The ship may further be arranged such that the transversal bulkheads are further provided with a partition wall generally parallel to the transversal bulkhead and defining a room therebetween arranged to receive cooling apparatus to cool the hold. A partition may be provided on one or both opposing transversal bulkhead walls.

Thus, each cargo hold is subdivided into two or three rooms or chambers: a central cargo holding chamber and one or two opposing cooler rooms defined by the partition wall(s). Thus, the cooling equipment can be protected from forklift equipment whilst simultaneously being located close to the cargo to maximise cooling effect.

To allow the central chamber to be cooled the room formed by the partition wall and the hold are in gaseous communication with oneanother. Thus gas (typically air or nitrogen enriched air: a controlled atmosphere) within the hold can circulate around the cargo and through the coolers.

Advantageously the opposing other ends of the cargo hold (i.e. those that are generally perpendicular to the transversal bulkheads and partition walls) are void of any insulating material. This maximises space and allows cargo to be moved around inside the hold without damaging an insulation layer and without damaging cooling equipment.

The cargo holds within the hull may be on multi-levels (decks) and extend along substantially the entire length of the ship.

In order to provide structural support to the cargo holds the void between the outer sea facing hull and cargo wall (the cargo wall defining the outer periphery of the cargo holds) is provided with a plurality of support beams extending between the hull and cargo wall. The support beams may be uniformly spaced along the ship to provide uniform support between the hull and cargo holds. Advantageously to optimise the rigidity of the ship the support beams may be in general align with a deck level for each cargo hold. In effect a load path extends from each deck level horizontally out to the hull. The support beams may be welded at a first end to the cargo wall and at a second opposing end to the hull. Because the cargo holds are refrigerated the supporting beams may act as thermal bridges between the cargo hold and the hull. In order to avoid any risk that the hull might become cooled or that the hull might heat the cargo hold, an insulation layer may be applied over the support beam and over the weld between the beam and the cargo wall. A further, an often more important consideration, is that condensation and/or ice may form.

To optimise the insulation of the support beams the insulation layer may advantageously extend along and surround the support beam in the direction of the hull i.e. the end of each support beams which is proximate to the cargo hold is provided with an insulation layer.

The support beam insulation layer may extend at predetermined distance from the void side cargo wall surface towards the hull surface. The distance is determined by the operating temperature of the particular vessel. The distance may for example be between 750mm to 1000mm or greater. It might also be less and might be adapted along the length of the ship depending on particular temperatures.

In effect an insulation 'jacket' is provided around each support beams to prevent each beam acting as a thermal bridge. As described above instead of insulating the inside of each cargo hold according to the invention only two of the four inside walls of each cargo hold are insulated. In order to insulate the remaining two walls the longitudinal bulkhead surfaces of the cargo wall facing the void are provided with an insulation layer. The insulation layer within the void may be a polyurethane foam layer within a thickness of at least 75mm. Such a layer may be conveniently sprayed onto the metal surface of the longitudinal bulkhead. The thickness may of course be selected according to the specific temperature requirement of the ship and may be less than or more than 75mm according to those requirements.

To optimise the thermal and mechanical properties of the insulation layer the layer may be formed as a plurality of individual insulation layers, one applied over the next. Furthermore, in order to prevent any moisture reaching the metal forming the cargo walls and/or support beams the insulation layer may advantageously be provided with a further multi-component polymeric coating to form a water impervious surface. Such a surface may advantageously be sufficiently strong to allow operatives to walk over the surface to facilitate inspection of the insulation layer from within the void.

Advantageously the water impervious coating may overlap with surrounding steel surfaces creating a secure seal to prevent water ingress underneath the insulation layer.

Viewed from another aspect there is provided a ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold.

Viewed from yet another aspect there is provided a reefer insulation arrangement, said reefer comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, and wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold. Viewed from a still further aspect there is provided a method of insulating a ship, said ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship,

said method comprising the steps of

(A) applying an insulation layer to the inner surface of the first pair of opposing bulkhead walls which are generally perpendicular to the axis of the ship; and

(B) applying an insulation layer to an outer surface of the bulkhead walls which are generally parallel with the longitudinal axis of the ship. Viewed from another aspect there is provided a reefer insulation arrangement wherein the reefer comprises an outer hull and an inner cargo hold wall defining a void therebetween, wherein an insulation layer is applied to a void facing surface of the cargo hold wall. Viewed from another aspect there is provided a refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead.

Optionally the transversal bulkheads may further comprise an insulation layer on an inside facing surface of the bulkhead. Still further only the transvers bulkheads at either end of a row of holds may be provided with insulation layers thereon.

The reader will understand that the individual integers, embodiments and aspects described herein may be used in any suitable combination and the scope is not limited to the exclusive embodiments described herein.

Description of the Figures

The invention will now be describe by way of example only with reference to the

accompanying figures in which:

Figure 1 shows a schematic view of a ship according to the present invention and illustrates the cross-section locations discussed below;

Figures 2A and 2B are cross-sections through A - A' in Figure 1 where like reference numerals refer to like integers;

Figure 3 is a cross-section through B - B' in Figure 1 ;

Figure 4 is a plan view of section C shown in Figure 3;

Figure 5 is a cross-section through a cargo hold deck, support beam and void; and Figure 6 is an enlarged view of the longitudinal bulkhead insulation. While the invention is susceptible to various modifications and alternative forms, specific embodiments are shown by way of example in the drawings and are herein described in detail. It should be understood however that the drawings and detailed description attached hereto are not intended to limit the invention to the particular form disclosed but rather the invention is to cover all modifications, equivalents and alternatives falling within the spirit and scope of the claimed invention.

In addition it will be recognised that the various features of each embodiment may be used in combination with each other and features of each embodiment, as well as features between embodiments and the best mode, are not limited or restricted to use with a given

embodiment. Detailed Description

Figure 1 is a perspective view of the front section of a reefer 1 according to the invention. As with any ship the reefer comprises an outer hull 2 that contains the seawater. Cargo access ports 3 are shows as illustrative only. Numerous ways of loading and unloading cargo are provided in reefer design as will be understood in the art.

Contained within the hull 2 are a plurality of decks, each deck comprising a plurality of individual cargo holds.

Figures 2A and 2B show cross-sections through section A - A' in figure 1 .

The hull 2 defines the outer boundary of the ship. Within the hull are a plurality of decks 4a - 4d. Each deck extends along the length of the ship. The decks contain a plurality of cargo holds 5a - 5d. The size of each cargo hold will vary depending on the particular ship.

As described herein a reefer is a refrigerated vessel and each cargo hold is refrigerated to a predetermined temperature using conventional refrigeration equipment (not shown). Multiple cargo holds may be refrigerated (or cooled) using the same equipment or each cargo hold may comprise its own 'local' cooler.

Depending on the cargo each cargo hold may be filled with an inert gas such as Nitrogen for the voyage. According a reefer of the invention there is provided a cargo wall 6 which defines the outside of the cargo holds 5a - 5d. A void or space 7 is provided between the inner surface of the hull 2 and the outer surface of the cargo hold wall 6. This void may be up to 1000mm in width and may vary depending on the ship design. It should be recognised that the spacing of the hold wall from the hull significantly improves the structural strength of the ship. The void may be any width from 600mm to 1200mm depending on the ship design.

In a conventional vessel an insulation layer would be applied directly onto the inner surface of the hull 2. In fact, in a conventional vessel the cargo hold wall 6 is redundant and the floors of each deck extend out to the hull wall.

However, according to the present invention a twin or double wall arrangement is used, namely the hull 2 itself and a second cargo wall 6 with a void 7 therebetween. In order to support the cargo hold within the ship and to increase its rigidity a plurality of support beams or bars 8a - 8d are provided. The support beams are welded at one end to the hull and to the cargo wall 6 at the other. Advantageously the support beams align with each deck 4a - 4d.

The ship may be configured such that instead or in addition to the support beams the decks (forming the base of each hold) may extend out to the hull. In such an arrangement it is possible to walk along the deck surface within the void. In such an arrangement the deck within the hold may be insulated in the same way that the support beams are insulated.

The surface 6 of the cargo hold is provided with an insulation layer 9. This layer is a sprayed polyurethane foam layer which is applied in a plurality of layers. In one example 2 sub-layers may be used. The spraying process is a simple a convenient way of applying a polyurethane foam. The foam may be applied to a predetermined thickness depending on the particular requirements of the ship. In one example the layer is at least 75mm thick. Thus, the outer surface 6 of the cargo hold is insulated.

Figure 3 shows a cross-section through section B - B' in figure 1 .

Here the front section of the reefer is shown. The cross-section is a section through one of the deck floors and shows the multiple holds (H1 , H2, H3) on a single deck of the reefer.

Each of the cargo holds is defined by four walls.

The first is a pair of opposing transversal bulkhead walls: a first forward bulkhead wall 1 1 F and a second aft (rear) bulkhead 1 1 A. These bulkhead walls traverse the ship and connect at each end with the cargo wall 6. The second is a pair of opposing longitudinal bulkhead walls: a first right hand side

(starboard) bulkhead 12S and a second left hand side (port) bulkhead 12P. These bulkhead walls extend in the direction of the ship's longitudinal axis.

In the embodiment shown in figure 3 each of the holds H1 , H2, H3 is also provided with a pair of cooler or refrigeration rooms 10 on opposing sides of the cargo hold (optionally only one cooler room may be used). These rooms 10 are formed by a pair of partition walls 13, 14 which are parallel with the transversal bulkhead walls 1 1 F, 1 1 A. Cooling or refrigeration equipment 15 is housed in each room and is in gaseous communication with the hold H1 so that cooling gas can circulate at the desired predetermined temperature.

Importantly an insulating layer 16 is applied to the surfaces of the transversal bulkheads 1 1 F, 1 1 A. This is in the form of a polyurethane layer which may be sprayed on to the bulkhead walls or installed as panels (or a combination thereof). In a still further arrangement a conventional insulation layer may be used which uses wooden supports and glass wool covered with a lining. Thus, only two of the four walls of each cargo hold is insulated on the inside surface.

Cargo located within the hold can be placed immediately adjacent to the longitudinal walls 12S, 12P without fear of damaging any insulation. This means reduced maintenance for damaged insulation and increased surface area inside the cargo hold.

Figure 3 also shows the outer hull 2 and the void that is defined between the hull 2 and the cargo wall 6. Figure 3 additionally shows the support beams 8. These may be discrete beams as shown in figure 3 or alternatively may be continuous layers extending along the ship and acting as an inspect platform.

The support beams 8 connect the cargo hold to the hull as describe above.

Figure 4 is an expanded view of section C shown in figure 3. Here a cross-section through a transverse bulkhead is shown in plan view. The bulkhead is located between two adjacent holds H1 , H2. As shown the bulkhead wall 1 1 A and partition wall 13 define the cooler room 15. An insulating polyurethane layer 16 is provided on the inner surface of the cargo hold H1 as described above.

Figure 4 also shows the longitudinal bulkhead wall insulating layer 17 which is applied to the surface of the longitudinal bulkhead facing the void.

Thus, according to this configuration each cargo hold is insulated on all 4 sides but unconventionally two sides are insulated inside the hold and two surfaces are insulated on the outside of the hold (in the void space defined between hold and hull).

According to the invention a number of technical and economic advantages are provided, including: - Each cargo hold allows cargo to be positioned immediately against the longitudinal bulkhead walls

- Insulation material is not exposed which might be damaged by loading equipment and/or cargo

- The floor-space of each cargo hold can be maximised

- The integrity of the bulkhead insulation can be inspected (and maintained) from within the void

- Insulation can be quickly and conveniently applied to the bulkhead inside the void - Less insulation material is required; and

- The insulation system can be installed at a lower cost.

Figure 5 is a expanded view in cross-section of a pair of adjacent supporting beams 8c and 8d which align with cargo hold decks 4c and 4d respectively.

Figure 5 shows the void facing insulation layer 17 in more detail. Note that figure 5 is not to scale and is exaggerated to more clearly show the insulation layers of adjacent support beams. Each of the support beams 8c, 8d are provided with their own insulation layers 18. The insulation layer 18 is shown in detail in figure 6 and shows the two components to the support beam insulation. A first insulation region 18a which extends around the joint between the support beam and the cargo hold wall 6 (the longitudinal bulkhead wall) and a second insulation region 18b that extends along the support beam (specifically surrounding the support beam). The insulation layer 18 is also a polyurethane foam which may be conveniently applied around and along the beam. Importantly the layer extends along the support beam by a predetermined distance x. In this example it at least 1000mm from the void side cargo wall surface. It will be recognised that the distance will depend on the particular ship design and temperature requirements.

The insulation layer 18 prevents each support beam acting as a thermal bridge between the cargo hold and the hull which is itself in contact with seawater.

Returning to figure 7, the area of the longitudinal bulkhead surface which extends vertically between adjacent decks and horizontally between adjacent holds (along the length of the ship) is also insulated with a polyurethane layer 17. Thus, the longitudinal bulkhead surface facing the void is insulated. This insulation can be easily applied as a polyurethane foam layer across this surface and may for example be applied in one or more coatings to optimise the thermal insulation properties and also mechanical properties. The insulation may also be provided with a polymeric water impervious layer or vapour layer (or other properties) to prevent water and/or vapour ingress.

Examples of suitable materials for the polyurethane foam and polymeric coating are as follows:

Polyurethane Foam:

Polymeric Coating:

This unconventional insulation pattern provides the insulation to the 2 remaining walls of each cargo hold discussed above. It additionally not only entirely insulates the longitudinal bulkhead walls but furthermore addresses the heat bridge effect caused by the support beams extending between the hull and bulkhead.

Claims

1 . A refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the transversal bulkheads further comprise an insulation layer on an inside facing surface of the bulkhead and the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead.

2. A ship as claimed in claim 1 , wherein the pair of transversal bulkheads are generally perpendicular to the pair of longitudinal bulkheads and define an individual cargo receiving room or hold.

3. A ship as claimed in claim 1 or claim 2 wherein the entire surface of the transversal bulkheads are provided with an insulating layer on an inside facing surface.

4. A ship as claimed in claim 3, wherein the insulating layer is an insulating polyurethane foam layer or a glass wool layer.

5. A ship as claimed in claim 4, wherein the insulating layer is a sprayed foam layer and/or insulating slab layer with a predetermined thickness of 75mm or more.

6. A ship as claimed in any preceding claim wherein the transversal bulkheads are further provided with a partition wall generally parallel to the transversal bulkhead and defining a room therebetween arranged to receive cooling apparatus to cool the hold.

7. A ship as claimed in claim 6, wherein the room formed by the partition wall and the hold are in gaseous communication with oneanother.

8. A ship as claimed in any preceding claim wherein the surfaces of the longitudinal bulkheads facing into a respective hold are void of an insulation layer.

9. A ship as claimed in any preceding claim wherein the void between the hull and cargo wall is provided with a plurality of support beams extending between the hull and cargo wall.

10. A ship as claimed in claim 9, wherein the support beams generally align with a deck level for each cargo hold.

1 1 . A ship as claimed in claim 9 or 10, wherein the support beams are welded at a first end to the cargo wall and at a second opposing end to the hull and wherein an insulation layer is applied over the beam at the weld between the beam and the cargo wall.

12. A ship as claimed in claim 1 1 , wherein the insulation layer extends along and surrounds the support beam in the direction of the hull.

13. A ship as claimed in claim 12, wherein the insulation extends between 600mm and at least 1000mm from the void side cargo wall surface.

14. A ship as claimed in any preceding claim wherein the longitudinal bulkhead surfaces of the cargo wall facing the void are provided with an insulation layer.

15. A ship as claimed in claim 14, wherein the insulation layer is a polyurethane foam layer within a predetermined thickness of at least 75mm.

16. A ship as claimed in claim 15, wherein the insulation layer is formed of plurality of individual insulation layers, one applied over the next.

17. A ship as claimed in any of claims 1 1 to 16 wherein the insulation layer is provided with a further multi-component polymeric coating to form a water impervious surface.

18. A ship as claimed in claim 17, wherein the water impervious coating overlaps with a surrounding steel surface.

19. A ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold.

20. A ship as claimed in claim 19, further comprising a hull spaced from the cargo holds and defining a void therebetween, said void comprising an insulation layer.

21 . A ship as claimed in claim 20, wherein the insulation layer within the void is applied to a void facing surface of the bulkhead walls which are generally parallel with the longitudinal axis of the ship.

22. A method of insulating a ship, said ship comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship,

said method comprising the steps of

(B) applying an insulation layer to an outer surface of the bulkhead walls which are generally parallel with the longitudinal axis of the ship.

23. A method as claimed in claim 22, wherein each of a plurality of cargo holds are insulated.

24. A ship as claimed in any of claims 1 to 21 wherein the ship is a reefer.

25. A reefer insulation arrangement, said reefer comprising a plurality of cargo receiving holds wherein each cargo receiving hold is defined by a first pair of opposing bulkhead walls generally perpendicular to the longitudinal axis of the ship and a second pair of opposing bulkhead walls generally parallel with the longitudinal axis of the ship, and wherein only the first pair of opposing bulkhead walls are provided with an insulation layer on an inner surface of the cargo receiving hold.

26. A reefer insulation arrangement wherein the reefer comprises an outer hull and an inner cargo hold wall defining a void therebetween, wherein an insulation layer is applied to a void facing surface of the cargo hold wall.

27. A refrigerated ship comprising an outer water facing hull and an inner cargo wall spaced from said hull and defining a void between the hull and cargo wall, wherein the cargo wall defines the outer surface of a plurality of cargo holds, each one of said plurality of cargo holds comprising a pair of transversal bulkheads and pair of longitudinal bulkheads and wherein the longitudinal bulkheads further comprise an insulation layer on a void facing surface of the bulkhead.

28. A refrigerated ship as claimed in claim 17, wherein the transversal bulkheads may further comprise an insulation layer on an inside facing surface of the bulkhead.

29. A refrigerated ship as claimed in claim 28 wherein only the transversal bulkheads at either end of a row of holds may be provided with insulation layers thereon.

30. A ship substantially as described herein with reference to the accompanying figures.

A method substantially as described herein.