Navire de croisière | EPFL Graph Search

vignette|227x227px|Le Costa Pacifica. vignette|Le Wonder of the Seas plus gros navire au monde en 2022. vignette|Balcons et embarcations de sauvetage sur un bateau de croisière en 2016. Un navire de croisière ou bateau de croisière est un navire (généralement un paquebot ou un navire de plaisance à utilisation commerciale) spécialisé dans le transport de passagers, dont le but est de proposer un voyage maritime ou fluvial de loisir. Il se distingue du paquebot de ligne dont le but est de transporter les passagers d'un port à un autre. , les plus imposants navires de croisière au monde sont les navires de classe Oasis et de classe Excellence, emportant respectivement près de 6300 et . Dans le nautisme de loisir, on peut distinguer les bateaux de taille modeste naviguant en « croisière côtière » (ou « petite croisière ») et ceux, normalement plus importants, pratiquant la « croisière au long-cours » (dite aussi « grande croisière) Historique L'idée des croisières est at

Energy Efficient Cruise Ships HVAC Loads

Othmane Tamri

The present work is a Master semester project created collaterally to the mechanical engineering major (SGM) at the Swiss federal institute of technology (EPFL). The project aim is the comprehension, assessment and optimization of an HVAC energy system which is located on a cruise ship. To approach the subject, a first analysis of the real field data from the ship is made. Then, an approximation of the energy demand of the HVAC ystem on board is carried out using Matlab. The real consumed HVAC energy is compared with the theoretical results. Based on these results, optimization options regarding the HVAC systems and their possible implementation are discussed.

2014

Properties of Arctic liquid and mixed-phase clouds from shipborne Cloudnet observations during ACSE 2014

Georgia Sotiropoulou

This study presents Cloudnet retrievals of Arctic clouds from measurements conducted during a 3-month research expedition along the Siberian shelf during summer and autumn 2014. During autumn, we find a strong reduction in the occurrence of liquid clouds and an increase for both mixed-phase and ice clouds at low levels compared to summer. About 80 % of all liquid clouds observed during the research cruise show a liquid water path below the infrared black body limit of approximately 50 g m(-2). The majority of mixed-phase and ice clouds had an ice water path below 20 g m(-2). Cloud properties are analysed with respect to cloud-top temperature and boundary layer structure. Changes in these parameters have little effect on the geometric thickness of liquid clouds while mixed-phase clouds during warm-air advection events are generally thinner than when such events were absent. Cloud-top temperatures are very similar for all mixed-phase clouds. However, more cases of lower cloudtop temperature were observed in the absence of warm-air advection. Profiles of liquid and ice water content are normalized with respect to cloud base and height. For liquid water clouds, the liquid water content profile reveals a strong increase with height with a maximum within the upper quarter of the clouds followed by a sharp decrease towards cloud top. Liquid water content is lowest for clouds observed below an inversion during warm-air advection events. Most mixedphase clouds show a liquid water content profile with a very similar shape to that of liquid clouds but with lower maximum values during events with warm air above the planetary boundary layer. The normalized ice water content profiles in mixed-phase clouds look different from those of liquid water content. They show a wider range in maximum values with the lowest ice water content for clouds below an inversion and the highest values for clouds above or extending through an inversion. The ice water content profile generally peaks at a height below the peak in the liquid water content profile - usually in the centre of the cloud, sometimes closer to cloud base, likely due to particle sublimation as the crystals fall through the cloud.

COPERNICUS GESELLSCHAFT MBH2020

Cruising-for-parking in congested cities with an MFD representation

Nikolaos Geroliminis

It has been recently proposed and tested that traffic in large urban regions (neighbourhoods) can be modelled dynamically at an aggregate level, if the neighbourhoods are uniformly congested. By exploiting the insights and the properties of a macroscopic fundamental diagram (MW), we describe the rush hour dynamically in case of multi-region cities that are not uniformly congested. A cruising-for-parking model is developed that considers the dynamics of different types of vehicles, while travelling towards their destinations or cruising. This model describes the physics of hypercongestion caused by the phenomenon, it shows that cruising-for-parking affects all the users of the system, even those with destinations outside the limited parking region and it provides tools to estimate the direct costs of all users, as these expressed by additional vehicle-hours travelled. Also, it describes the rush hour dynamically while vehicles searching for a spot (properly recognizing that delays are greater when flows are lower, unlike existing economic models). (C) 2015 Elsevier Ltd. All rights reserved.

Elsevier Science Bv2015

Properties of Arctic liquid and mixed-phase clouds from shipborne Cloudnet observations during ACSE 2014

Georgia Sotiropoulou

COPERNICUS GESELLSCHAFT MBH2020