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The ship
Published in Alan E. Branch, Michael Robarts, Branch's Elements of Shipping, 2014
Alan E. Branch, Michael Robarts
The engine room houses the machinery required to drive the vessel as well as the generators required for lighting, refrigeration and other auxiliary loads. Engines are usually situated aft, thus releasing the amidships space – at the broadest part of the vessel – for cargo and passenger accommodation. Today a new era of the electric ship is being developed. The ship's funnel, painted in the shipping line colours, is situated above the engine room. In modern passenger liners, this is to keep fumes and smuts clear of the passenger accommodation. The propeller shaft, linking the propeller with the engines, passes through a shaft tunnel and is usually a single controllable or fixed pitch specification. The ship's anchors and the windlasses used to lower and raise them are found in the bow section. On a large ship additional anchors might also be provided. All tankers and bulk carriers are constructed to a double hull formation and carry emergency towing arrangements.
A probabilistic bottom-up modelling approach for synthetic load profiles within the energy efficiency management of cruise ship cabins
Published in Journal of Marine Engineering & Technology, 2023
Patrick Schwager, Heinz Bekebrok, Kai Gehrke, Martin Vehse
Air conditioning system/fan coil unit (FCU): The cabin air-conditioning system considered here is representing an average central air-conditioning system on board cruise ships. Figure 3 provides an overview on the systems involved. Cooling is provided by large seawater-cooled refrigerant compressors in the engine room, which maintain a constant supply temperature in a chilled-water circuit. The chilled-water is used to supply some central air handling units and the decentralized FCU one each per cabin. Air handling units supply a large number of FCUs with pre-cooled fresh air, hereinafter referred to as primary air. Each cabin is supplied with a constant primary air flow rate of 75 m3/h at an air temperature of 14 °C. The pre-cooling temperature ensures sufficient dehumidification of the outside air. The volume flow defines the air exchange rate and is also determined by 25 m3 per hour and person. The cabins are regularly designed for 2–3 persons, so a volume flow of 75 m3/h is assumed as a general rule. This primary air is mixed inside the FCUs with circulating air from the cabin, so-called secondary air. The secondary air can be cooled via a heat exchanger connected to the chilled-water circuit mentioned above. Thus, it is possible to provide additional cooling power for the cabin independently from the air exchange rate. Therefore, the secondary air flow rate is controlled up to 350 m3/h. All values are based on information provided by Meyer Werft GmbH & Co. KG.