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OPTIMUM dESIGN OF VErTICAL POWEr MOSFET WITH THICK drAIN OXIdE.

Electronics and Communications in Japan, Part II: Electronics (English translation of denshi Tsushin Gakkai ronbunshi) 1987年第8期70卷 68-79页

作者： Ueda, daisuke Takagi, Hiromitsu Kano, Gota Kuroda, Keiji Member Semiconductor Research Laboratory Matsushita Electronics Corporation Takatsuki Japan 569 Diasuke Ueda received B.S. and M.S. in Electronics Engineering from Kyushu Institute of Technology in 1977 and 1979 respectively. He joined Matsushita Electric in 1979. He has been engaged in the development of power FET's. Nonmember Keiji Kuroda received B.S. in Physics and M.S. in Nuclear Engineering from Kyoto University in 1978 and 1980 respectively. Joined Matsushita Electric in 1980. Engaged in developments of semiconductor CAD software and device simulation. Hiromitsu Takagi received B.S. and M.S. in Electronics Engineering from Osaka-Furitsu university in 1971 and 1973 respectively. Joined Matsushita Electric in 1973. Engaged in research of functional IC devices compound IC devices and ultra-high density IC devices. Ph.D. Kyoto Research Laboratory Matsushita Electronics Corporation Kyoto Japan 601 Gota Kano received B.S. in Electrical Engineering from Osaka University in 1961 and joined Matsushita Electric. Engaged in R&D of high-speed bipolar discrete devices high-speed bipolar ICs GaAs FET/ICs and semiconductor lasers. Ph.D. and author of Semiconductor Devices and Applications and Recent Compound Semiconductor Handbook.

The optimum design of a vertical power MOSFET with thick drain oxide is described, taking into account such dc characteristics as the on-resistance and breakdown voltage. Introducing the empirical ideality of the edge-termination which determines the breakdown voltage of the device, the optimum doping density and thickness of the epitaxial layer have been determined to minimize the on-resistance. Using two-dimensional simulation to evaluate the optimum design of the device, the thickness of the drain oxide and the relationship between the layout pitch and the product of on-resistance and active area have been determined.

关键词： SEMICONdUCTOr dEVICES, MOSFET

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rECENT AdVANCES IN THE SEAKEEPING ASSESSMENT OF SHIPS

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NAVAL ENGINEErS JOUrNAL 1985年第4期97卷 224-233页

作者： MCCrEIGHT, KK STAHL, rG Kathryn K. McCreight:is a member of the Ship Dynamics Division at the David W. Taylor Naval Ship Research and Development Center. She has worked on a range of projects including some related to modeling the dynamic characteristics of SWATH ships assessing the seaworthiness of ships and analyzing the relationship between hullform characteristics and seaworthiness of SWATH designs. She received a B.A. in mathematics from Wells College in 1968 and an M.S. in hydromechanics from George Washington University in 1979. Ralph G. Stahl:received his B.S. degree in physics from Drexel University in Philadelphia. Together with the curriculum associated student training program he has been associated with the David W. Taylor Naval Ship R&D Center (DTNSRDC) and its predecessor organizations throughout his professional career. For the past five years he has participated in the development of SWATH ship seakeeping performance assessment technology which encompasses the development of initial design concepts and characterizing corresponding dynamic qualities.

Three factors affect the operability of a ship in a seaway: the motion characteristics of the ship, the environment, and the mission requirements. A method is presented which predicts the operability of a ship at specific geographical locations. Analysis of operability is carried out using transfer functions which represent the motion characteristics of a ship, wave data for the North Atlantic and for the North Pacific, and limiting motion criteria for a specific mission. From these three factors, operability indices are developed. Operability indices include the percent of time of operation (PTO) and the limiting significant wave height (LSWH). Contours which describe bands of constant values of the percent of time of operation for a mission are determined. In developing the indices and resultant contours, operability in the presence of each of a large number of wave spectra is weighted according to probability of occurrence of that wave spectrum. The probability of occurrence of wave spectra for the winter and for the entire year for 57 points in the North Atlantic and 21 points in the North Pacific is used for various combinations of significant wave height and spectral modal period. Composite wave data for the general North Atlantic or general North Pacific also are utilized. The operability for mobility criteria of six hullforms ranging in displacement from approximately 3,000 to 9,000 tons is compared. Both monohull and SWATH configurations are considered. Comparison of operability as a function of significant wave height, as a function of displacement, and as a function of speed is made using winter and annual wave statistics for the general North Atlantic. Some results also are presented for the general North Pacific. Operability contours for the North Atlantic are presented for the hullforms. Tabulated limiting significant wave heights for various operating conditions are presented. The effect of systematic variations in performance criteria on performance

关键词： SHIPS

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APPLICATION OF VArIABLE SPEEd CONSTANT FrEQUENCY GENErATOrS TO PrOPULSION-dErIVEd SHIP SErVICE

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NAVAL ENGINEErS JOUrNAL 1985年第4期97卷 296-305页

作者： rOBEY, HN STEVENS, HO PAGE, KT Henry N. Robey:obtained his bachelor's of engineering science degree and his master's degree in electrical engineering from Johns Hopkins University in 1972 and 1978 respectively. He has been employed by the David Taylor Naval Ship R&D Center (DTNSRDC) since 1972 working in the area of electric machinery and electrical system development. He is presently the head of the Machinery Systems Engineering Branch at DTNSRDC. He is a member of IEEE. Howard O. Stevens:obtained his bachelor's and master's degrees in physics by 1967 from Carnegie Institute of Technology and the University of Maryland respectively. He has been employed by DTNSRDC since 1962 in various capacities having been a member of the Project Office for Electric Propulsion head of the Electric Propulsion and Machinery Systems Branch and is now head of the Electrical Systems Division. He is a member of ASNE and recipient of the 1983 Solberg Award. Kenneth T. Page:obtained his bachelor's degree in mechanical engineering in 1969 from Virginia Polytechnic Institute. He has been employed since 1969 at DTNSRDC working in the area of evaluation of shipboard machinery systems. He is currently a senior project engineer in the Electric Propulsion and Machinery Systems Branch. He is a member of ASME ASNE and a licensed professional engineer in the State of Maryland.

The higher specific fuel consumption of present Navy gas turbine generators, when compared to main propulsion gas turbines, has led to the investigation of propulsion-derived ship service electrical power. Variations in propulsion engine speed require that a generator provide constant frequency with a variable input shaft speed. A fuel use analysis has been conducted of the application of a variable speed constant frequency (VSCF) generator to a four gas turbine twin shaft destroyer. Other considerations are the quality of ship service power with the introduction of power electronics to the generating system and the impact of the new components on system weight, volume, and survivability. Propulsion-derived ship service utilizing VSCF generators offers to provide substantial benefit to Navy combatant ships through the application of proven technology.

关键词： NAVAL VESSELS

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HUMAN-FACTOrS CONSIdErATIONS APPLIEd TO OPErATIONS OF THE FFG-8 ANd LAMPS MK III

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NAVAL ENGINEErS JOUrNAL 1984年第3期96卷 191-199页

作者： BAITIS, AE APPLEBEE, Tr MCNAMArA, TM A. Erich Baitis: a native of Germany came to the David W. Taylor Naval Ship R&D Center in 1957 as a cooperative student/trainee and received his B.S. degree in physics from Virginia Polytechnic Institute. As a 32-year-old naval architect in 1971 he received both the Vietnam Honor Service Medal and the Navy's Meritorious Civilian Service Award for his eight months as liaison with the Vietnamese Navy's ferro-cement program. As head of the Seakeeping and Stabilization Group of the Surface Ship Dynamics Branch his work has led to the development of a new standard Ship Motion Computer Program and the application of ship motions to ship habitability operability and survivability problems. A major area of this work has been the ship-aircraft interface which is particularly sensitive to ship motions wind and other environmental factors. He is a member of the American Society of Naval Engineers and was awarded the Solberg Award for 1982 “in recognition of significant engineering research and development contributions in the area of improved helicopter operations from a ship in a seaway.” Terrence A. Applebee:is currently a naval architect at the David W. Taylor Naval Ship R&D Center in the Surface Ship Dynamics Branch. he came to the Center after earning a B.S. degree in ocean engineering from Florida Institute of Technology in 1973. Since that time he has worked in the areas of seakeeping performance evaluation ship-helicopter interfacing and human factor considerations. He is a member of the American Society of Naval Engineers and the Society of Naval Architects and Marine Engineers. Thomas M. McNamara:is an employee of the John Hopkins University Applied Physics Laboratory in the ocean data acquisition program. From 1979 to 1983 he worked at David W. Taylor Naval Ship R&D Center in the Surface Ship Dynamics Branch. His expertise has focused on the development of computer models for human factor evaluations as well as motion stabilization systems. He has participated in the development of advanced stabilizat

The FFG 7/LAMPS MK III Operator Guidance Manual (OGM) was developed for all FFG-7 class frigates which are not fin stabilized or are operating with the fins off. The OGM was developed to assis the ship operators of the FFG-7 class in choosing ship speed and heading combinations which will minimize ship motion-related problems during various phases of the LAMPS deployment. Crew safety and performance were major concerns in the development of the OGM. This paper reviews the effect of human factors on ship operations during helicopter recovery, maintenance, and transit to and from the hangar.

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NAVAL ArCHITECTUrE FOr COMBATANTS, A technology SUrVEY

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NAVAL ENGINEErS JOUrNAL 1984年第5期96卷 47-64页

作者： KEANE, rG SANdBErG, WC Robert G. Keane Jr:.is presently director Ship Survivability Subgroup of the Naval Sea Systems Command. He received a B.E.S. in mechanical engineering from the Johns Hopkins University a M.E. in mechanical engineering from the Stevens Institute of Technology and a M.S.E. in naval architecture and marine engineering from the University of Michigan. He began his career with the U.S. Navy in 1967 in the Seaworthiness Branch of the David W. Taylor Naval Ship Research and Development Center (DTNSRDC). Since 1968 he has held a number of naval architectural positions in NA VSEA and in 1981 he was appointed to the Federal Senior Executive Service. Prior to assuming his present position in 1984 he was the director of NAVSEA's Naval Architecture Subgroup and the assistant for transition of ship engineering technology. A member of ASNE since 1969 he is also a member of ASE SNAME and SAWE. William C. Sandberg:is currently head Hydromechanics Technology Branch in the Hull Form Design and Performance Division (SEA 55W3) Naval Sea Systems Command. He received his B.S. degree in physics from Boston College his M.S. degree in naval architecture and marine engineering from Massachusetts Institute of Technology and at present is a Ph.D. candidate in physics at The Catholic University of America. He began his career with the U.S. Navy in 1968 when he joined the Submarine Section of the Hull Form and Fluid Dynamics Branch at the former Naval Ship Engineering Center and worked in submarine hydrodynamics until becoming hydrodynamics task leader for the FFG-7 ship design. He has since been task leader for the DG AEGIS and MCM ship designs and has served as the technical director of NA VSEA's ship hydrodynamics and mathematical sciences R&D programs. Mr. Sandberg is a member of ASNE APS ASE and SNAME and currently is serving as chairman of the SNAME Flow Studies Panel and as a member of SNAME's Hydrodynamics Committee.

Naval architects perform a number of very important roles in the design of naval ships. To address the many technologies associated with these myriad roles would be an enormous undertaking. The authors, therefore, chose to concentrate their efforts on an overview of technology in support of the naval architect's important role of designing the hull forms and appendages for future combatants. Thus, the objectives of this paper are to review existing and emerging ship hydrodynamics technologies which are expanding the spectrum of hull design options and their associated ship performance characteristics and to clearly demonstrate that there are many opportunities for further advancements in ship hydrodynamics technologies that will significantly aid the nation's naval architects in contributing their best to our future combatants.

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AN AdVANCEd METHOdOLOGY FOr PrELIMINArY HULL FOrM development

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NAVAL ENGINEErS JOUrNAL 1984年第4期96卷 147-161页

作者： LIN, WC dAY, WG HOUGH, JJ KEANE, rG WALdEN, dA KOH, IY Wen-Chin Lin:heads the Ship Powering Division at the David Taylor Naval Ship R&D Center (DTNSRDC). Dr. Lin received his B.S. degree in mechanical engineering from the National Taiwan University in 1957. He was awarded his M.S. degree in naval architecture and Ph.D. in engineering science from the University of California at Berkeley in 1963 and 1966 respectively. From 1966 to 1969 he was employed by ESSO Research and Engineering Company to conduct marine hydrodynamic research for oil tankers and offshore structures. Since joining DTNSRDC in 1969 he has actively conducted and directed hydrodynamic research to advance naval ship design technology and improve ship performance. Active in national and international symposia on ship hydrodynamic research he is recognized for contributions to the ship research community. For the past six years he has been a member of the Performance Committee of the ITTC and currently serves as secretary of the committee. He is a member of SNAME and the Society of Naval Architects of Japan. William G. Day Jr:. has been employed as a naval architect at the David Taylor Naval Ship R&D Center since receiving a B.E.S. degree from the Johns Hopkins University in 1966. He obtained an M.S. E. degree from George Washington University in 1971. As Head Design Evaluation Branch of the Ship Performance Department he is responsible for model experiments to evaluate the hydrodynamic performance of ships and propulsors. He is a member of ASNE and SNAME. In-Young Koh:received his B.S. and M.S. degrees in electrical engineering from Lowell University in 1969 and 1971 respectively and his Ph.D. in applied mechanics from Rensselaer Polytechnic Institute in 1976. Dr. Koh joined DTNSRDC as an electronic engineer specializing in the application of advanced instrumentation and computer techniques to ship research and design. He is currently engaged in research and development of active control systems for naval ship applications. Dr. Koh is a member of ASNE SNAME and IEEE. David Andrew Walden:is

A ship design methodology is presented for developing hull forms that attain improved performance in both seakeeping and resistance. Contrary to traditional practice, the methodology starts with developing a seakeeping-optimized hull form without making concessions to other performance considerations, such as resistance. The seakeeping-optimized hull is then modified to improve other performance characteristics without degrading the seakeeping. Presented is a point-design example produced by this methodology. Merits of the methodology and the point design are assessed on the basis of theoretical calculations and model experiments. This methodology is an integral part of the Hull Form design System (HFdS) being developed for computer-supported naval ship design. The modularized character of HFdS and its application to hull form development are discussed.

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FIBEr OPTICS FOr SHIPBOArd rAdAr dATA-TrANSMISSION

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NAVAL ENGINEErS JOUrNAL 1983年第1期95卷 50-57页

作者： dIXON, TP is Manager of Technology Development at ITT Cilfillan in Van Nuys California. He has been with ITT for 22 years during which time he was responsible for the development of a variety of Electro-Optical Systems primarily in the areas of Optical Communications Laser Radar Passive Optical Tracking and Night Vision. Previously he was with Technicolor Motion Picture Corporation in Hollywood for 8 years where he was responsible for two Electro-Optical R&D Laboratories one fcr the improvement of color motion pictures for theatrical release and the other for improvements in films made for television. He received a BE (EE) Degree from the University of Southern California in 1950 and completed graduate work at UCLA and George Washington University. He is a member of Eta Kappa Nu Tau Beta Pi Phi Kappa Phi SPIE and IEEE.

Optional Fiber Optic data Links have been installed on four different types of Shipboard radars and an IFF System at a Navy landbased test site. These data links carry all of the signals both directions between the radars and the Combat Information Center. The use of fiber optics solved some very real problems at the site and, at the same time, provided an excellent opportunity to evaluate the performance and reliability of the data transmission systems prior to making commitments for shipboard installations. Subsequently, detailed specifications were generated for shipboard hardware, and qualification test programs are underway. All elements of the data links must pass qualification testing or be approved as non-standard parts before they can be installed in an operational shipboard system. This paper will describe the fiberoptic systems that are operational at the landbased test site, and will detail some of the tradeoffs that have been made for shipboard installations.

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TO FOSTEr INNOVATION IN NAVAL SHIPS

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NAVAL ENGINEErS JOUrNAL 1982年第2期94卷 253-266页

作者： POWELL, A The authoris a British Empire Scholar. He graduated at the top of his class from Loughborough College in 1948 and with First Class Honors from there and also from London University in 1949 having had extensive apprentice-type shop training. He was a member of the Royal Air Force Volunteer Reserve and became a qualified pilot. At Percival Aircraft Company he worked on structural design (Prentice Prince and Provost aircraft) until he joined the Faculty of Southampton University. He later worked with Douglas Aircraft Company (DC-8 and Saturn Launch Vehicle) and became a Professor of Engineering at the University of California Los Angeles (UCLA) where he was active in the development of new curricula. He joined David Taylor Model Basin in 1965 later becoming the Technical Director of its successor organization David Taylor Naval Ship Research & Development Center. Amongst his memberships he is a Fellow of the Royal Aeronautical Society (Baden-Powell and Orville Wright Prizes) of the Acoustical Society of America (Biennial Award) and an Associate Fellow of the AIAA (Aeroacoustics Award). He also is a member of the R&D Council of the American Management Association and received his first Honorary Degree of Doctor of Technology from the Loughborough University of Technology.

After contrasting the r&d climate of air and sea vehicles to provide the background, several specific inhibitors to innovation in naval ships are made evident through an analysis of some of the history of roll stabilization. These and other inhibitors recur many times elsewhere, and suggestions are made as to how the underlying cause of these inhibitors might be alleviated by giving attention to various aspects of the r&d environment for innovation in naval ships.

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AdVANCES IN TOWEd VEHICLE dESIGN TECHNIQUES

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NAVAL ENGINEErS JOUrNAL 1982年第4期94卷 30-41页

作者： HUMPHrEYS, dE SUMMEY, dC Dr. Douglas E. Humphreys:received his B.S. degree in Aerospace Engineering and the Ph.D. degree in Mechanical Engineering from North Carolina State University in 1966 and 1971 respectively. Between degrees he served in the U.S. Ar. my attaining the rank of Captain. From 1971 to 1980 he was employed at the Naval Coastal Systems Center (NCSC) Panama City Florida. While at NCSC he pioneered the development of techniques for predicting underwater vehicle hydrodynamic coefficients and produced a vehicle design and analysis system which integrated vehicle performance stability guidance and control. He has designed or analyzed over forty vehicles using these techniques. From 1978–1980 he was Chairman of the Naval Sea Systems Command Hydrodynamics Committee (SEAHAC). In 1981 he joined Aeronautical Research Associates of Princeton Inc. (A.R.A.P.) as Vice President of the Applied Technology Division in McLean Virginia. He is currently applying dynamics and control technology along with second-order-closure turbulence modeling techniques to the integrated design of underwater and air vehicles to minimize the deleterious effects of vehicle dynamics on mission performance especially as related to hydroacoustic signature and sensor performance. Dr. Delbert C. Summey:is presently Head of the Hydromechanics Division at the Naval Coastal Systems Center. He has been involved in R&D at the Center for the past five years developing methods for vehicle design and applying these methods to submerged and airborne naval systems. He is currently developing the HYDAT (Hydrodynamic Analysis Techniques) system of computer programs for use as a general design tool for underwater vehicles. He obtained a B.S. degree in Aerospace Engineering in 1969 from N.C. State University. As a graduate student at N.C. State he conducted research for NASA in the area of light aircraft performance stability and control. He received his Master's degree in 1971 and his Ph.D. degree in 1976 both in Mechanical Engineering.

A hydrodynamic vehicle design analysis of a towed environmental sensing system was conducted. The primary thrust of the analysis was to determine the towed vehicle geometry and mass characteristics which best meet the depth-keeping and stability requirements. The effect of the tow cable, depressor, and tow ship were also examined. The design requirements, initial vehicle geometry, the effects of geometry modifications, and the final vehicle geometry are presented. Longitudinal and lateral stability are presented as a function of geometry. Towed vehicle response is predicted for typical seaway and ship motion forcing functions, and the system tow performance is presented as a function of speed and depth.

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SEAKEEPING PErFOrMANCE COMPArISON OF AIr CAPABLE SHIPS

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NAVAL ENGINEErS JOUrNAL 1982年第2期94卷 101-117页

作者： COMSTOCK, EN BALES, SL GENTILE, dM Mr. Edward N. Comstock:is currently Head of the Hull Form Design and Performance Branch (SEA 3213) of the Naval Sea Systems Command. He received his B.S.E. degree in Naval Architecture and Marine Engineering in 1970 and his M.S.E. degree in Ship Hydrodynamics in 1974 both from the University of Michigan. Mr. Comstock began his career with theU.S. Navyin 1974 as a Seakeeping Specialist in the Hull Form and Fluid Dynamics Branch of the former Naval Ship Engineering Center. Achieving his present position in January 1982 Mr. Comstock was previously Head of the Surface Ship Hydrodynamics Section of SEA 3213 being responsible for recent hull form designs including DDG-51 MCM-1 and ARS-50. Before obtaining that position in 1979 Mr. Comstock's efforts were primarily aimed at developing and establishing seakeeping performance assessment and design practices. Prior to his employment by the Navy Mr. Comstock worked in the Structural and Hydrodynamics Group of General Dynamics' Electric Boat Division. A member of ASNE he is also a member of ASE and SNAME and has been active in supporting the efforts of the SNAME H-7 (Seakeeping) Panel SNAME HS-12 (Hull Instrumentation) Panel the National Science Foundation (NSF) and the NATO Armaments Group IEG6/Sub-Group 5 (Seakeeping). Ms. Susan L. Bales:has been associated with the David W. Taylor Naval Ship R&D Center (DTNSRDC) and its predecessor organizations throughout her professional career. She is currently Head of the Ocean Environment Group of the DTNSRDC Surface Ship Dynamics Branch (1561) and also serves as the DTNSRDC Program Manager of the Navy's Exploratory Development Program on Surface Waves. Her work documented by more than fifty technical publications has been directed primarily to ship seakeeping ocean environment and ship performance assessment problems. An internationally recognized authority in her field she is also active in several professional societies as well as the SNAME H-7 (Seakeeping) Panel the National Science Foundation (NSF) and the NA

The on-going debate regarding the merits of large versus small aircraft carriers raises several issues concerning the ability of various ship configurations to support sea based air operations. One such issue is the question of the relative seakeeping performance of ship alternatives. In an effort to shed some light on the matter, a comparative seakeeping assessment of nine air capable ships covering a wide range of size and hull form was performed. An evaluation of the impact of aircraft and ship motion limitations on sea based air operations and a comparison of the relative ability of the ships to conduct air operations while in a seaway are presented. The specific air operations considered are launch, recovery, and support of aircraft. The ships evaluated are CVN-71, CVA-67 (Mr), CVV, LHA-1, VSS-d, ddV-2, ddV-1d, dd-963, and SWATH-6. These ships have the combined capability to operate Vertical Takeoff and Landing (VTOL), Conventional Takeoff and Landing (CTOL), Short Takeoff and Arrested Landing (STOAL), and Short Takeoff and Vertical Landing (STOVL) type aircraft. results indicate that seakeeping performance generally degrades with decreasing displacement, that SWATH-6 performance is the least degraded, that elevator wetness can be an important degrader for ships with lower freeboards, that roll motion can be an important degrader for ships under 60,000 tons, and that percent time of operation is strongly dependent on the prevailing wave and wind environment.

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