The Aquitania's Ventilation System
By Joseph B. Rayder
Apart from the actual construction and machinery to be fitted into a liner, the second most important feature of design is the ventilation system. The machinery, which is powered by turbines that rely on steam from the boiler rooms, is located in the bottom of the vessel on the orlop deck above the ships keel. The provision of fresh air and exhaust uptake requires the very best ventilation system. Not only do the machinery compartments and boiler rooms need air circulation, but the passenger accommodations and public spaces also rely on the supply of fresh air through a system of special ductwork.
The Mauretania was one of the first passenger ocean liners to be installed with parson steam turbines; which unlike the later Olympic and Titanic which were fitted with reciprocating engines. The difference between the turbines and reciprocating engines is the amount of space required to accommodate this machinery. Reciprocating engines require more space and their operation is that based on a piston-like function which was then known to create pulsations and vibrations in a liners hull; while the parson steam turbines were low-lying and required smaller compartments and they ran with incredible efficiency and eliminated the pulsation issues created with reciprocating engines. At the time of the Mauretania’s construction parson steam turbines were still experimental and their use in passenger liners had not yet been done. When Cunard placed the order for the Mauretania with Messrs. Swan Hunter Wigham Richardson of Wallsend Tyne and Wear, the government had provided large subsidies for her construction and stipulated that the vessel must maintain at least 24.5 knots. The need to ensure great speed resulted in the choice to go ahead, design, and install parson steam turbines that would result in the Mauretania being the fastest ship in the world from 1907 to 1929.
When the Olympic entered service in 1911 she was, in size, the largest ship in the world. She had been fitted with reciprocating engines and her machinery was based on the triple-screw expansion platform. Naval Architect Leonard Peskett, Cunard’s foremost designer who had designed the Mauretania, took a voyage on the new ship and was more than impressed with the steadiness and smoothness of the liner. He had noticed nearly no indication of vibrations from the Olympic’s machinery, of which her engines were the largest in the world at that time. Although the Olympic was the largest ship in the world, she was far from being the fastest; rather she was renowned for her luxury of her passenger accommodations.
Whether it’s the Mauretania or Olympic, all steam vessels required excellent systems of air ventilation. By the time Leonard Peskett was once again employed by Cunard to design their third express-liner Aquitania, he was well versed in sound design methods and hull construction. In 1910 he had addressed the British Board of Naval Architects with his research into the most efficient methods for hull subdivisions and the safety of vessels under various circumstances. Although he was primarily responsible for the design of the Aquitania’s hull, subdivision, and superstructure; while the installation and appearance of everything else was carried out in house or by contracted suppliers (the Aquitania was constructed by Messrs. John Brown and Co. of Clydebank, Scotland).
I would like to take the time to describe the ventilation system employed on the Aquitania, which was similar to the one installed on the Mauretania and representative of the Olympic’s ventilation system.
The primary method of exhausting waste steam and smoke from the boilers was through the boiler uptake shafts which vented through the funnels. Normally the aft most funnel was reserved for the uptake of the machinery compartments exhaust. The supply of fresh air below decks to the boiler room, machinery compartments, and public spaces and passenger accommodation’s was accomplished through the vast system of ducts, inlets, and outlets.
The Mauretania was one of the first passenger ocean liners to be installed with parson steam turbines; which unlike the later Olympic and Titanic which were fitted with reciprocating engines. The difference between the turbines and reciprocating engines is the amount of space required to accommodate this machinery. Reciprocating engines require more space and their operation is that based on a piston-like function which was then known to create pulsations and vibrations in a liners hull; while the parson steam turbines were low-lying and required smaller compartments and they ran with incredible efficiency and eliminated the pulsation issues created with reciprocating engines. At the time of the Mauretania’s construction parson steam turbines were still experimental and their use in passenger liners had not yet been done. When Cunard placed the order for the Mauretania with Messrs. Swan Hunter Wigham Richardson of Wallsend Tyne and Wear, the government had provided large subsidies for her construction and stipulated that the vessel must maintain at least 24.5 knots. The need to ensure great speed resulted in the choice to go ahead, design, and install parson steam turbines that would result in the Mauretania being the fastest ship in the world from 1907 to 1929.
When the Olympic entered service in 1911 she was, in size, the largest ship in the world. She had been fitted with reciprocating engines and her machinery was based on the triple-screw expansion platform. Naval Architect Leonard Peskett, Cunard’s foremost designer who had designed the Mauretania, took a voyage on the new ship and was more than impressed with the steadiness and smoothness of the liner. He had noticed nearly no indication of vibrations from the Olympic’s machinery, of which her engines were the largest in the world at that time. Although the Olympic was the largest ship in the world, she was far from being the fastest; rather she was renowned for her luxury of her passenger accommodations.
Whether it’s the Mauretania or Olympic, all steam vessels required excellent systems of air ventilation. By the time Leonard Peskett was once again employed by Cunard to design their third express-liner Aquitania, he was well versed in sound design methods and hull construction. In 1910 he had addressed the British Board of Naval Architects with his research into the most efficient methods for hull subdivisions and the safety of vessels under various circumstances. Although he was primarily responsible for the design of the Aquitania’s hull, subdivision, and superstructure; while the installation and appearance of everything else was carried out in house or by contracted suppliers (the Aquitania was constructed by Messrs. John Brown and Co. of Clydebank, Scotland).
I would like to take the time to describe the ventilation system employed on the Aquitania, which was similar to the one installed on the Mauretania and representative of the Olympic’s ventilation system.
The primary method of exhausting waste steam and smoke from the boilers was through the boiler uptake shafts which vented through the funnels. Normally the aft most funnel was reserved for the uptake of the machinery compartments exhaust. The supply of fresh air below decks to the boiler room, machinery compartments, and public spaces and passenger accommodation’s was accomplished through the vast system of ducts, inlets, and outlets.
Above - This schematic shows the Aquitania's aft-most boiler room compartment and part of turbine room elevation and funnel uptake. Indications to the downdraft of fresh air through vents can be seen adjacent on both sides of the funnel uptake.
(Schematic image file © 2012 Joseph B. Rayder)
(Schematic image file © 2012 Joseph B. Rayder)
Above - A schematic of the Aquitania's cowl inlets and outlest, and system of ductwork.
(Schematic image file © 2012 Joseph B. Rayder)
(Schematic image file © 2012 Joseph B. Rayder)
Suppliers of the Aquitania's ventilation system components.
The systems of duct work for the inlet and extract ventilation (which include the Cowl Vents, all duct work, and extract vents); as well as the regulating dampers and louvres were installed on the Aquitania by Messrs. Richard Crittell & Co., Ltd., of London.
The Thermotanks used to regulate the air temperature being supplied throughout the ship was manufactured and installed by The Thermotank Ventilating Co., of Glasgow. The installation of the Thermotank consisted of about 100 units consisting of supply and exhaust fans
Weatherproof extractor and downcast ventilators were supplied to the Aquitania by Messrs. John Gibbs & Son, of Liverpool. These units were installed above and below deck inside casings manufactured by Messrs. Richard Crittell.
All of the Aquitania's ventilation and exhaust were based on the Thermotank system; The system employed on the Aquitania according Marine Engineering was similar and based on the system installed on the Lusitania
The systems of duct work for the inlet and extract ventilation (which include the Cowl Vents, all duct work, and extract vents); as well as the regulating dampers and louvres were installed on the Aquitania by Messrs. Richard Crittell & Co., Ltd., of London.
The Thermotanks used to regulate the air temperature being supplied throughout the ship was manufactured and installed by The Thermotank Ventilating Co., of Glasgow. The installation of the Thermotank consisted of about 100 units consisting of supply and exhaust fans
Weatherproof extractor and downcast ventilators were supplied to the Aquitania by Messrs. John Gibbs & Son, of Liverpool. These units were installed above and below deck inside casings manufactured by Messrs. Richard Crittell.
All of the Aquitania's ventilation and exhaust were based on the Thermotank system; The system employed on the Aquitania according Marine Engineering was similar and based on the system installed on the Lusitania
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Copyright © 2008, 2012, 2018 Joseph B. Rayder.
Copyright © 2008, 2012, 2018 Joseph B. Rayder.