NL2018659B1

NL2018659B1 - Cargo ship

Info

Publication number: NL2018659B1
Application number: NL2018659A
Authority: NL
Inventors: Langh Hans
Original assignee: Langh Group Oy Ab
Priority date: 2016-04-12
Filing date: 2017-04-06
Publication date: 2018-03-29
Also published as: FI11625U1; FI20165309A; NL2018659A; FI129058B

Abstract

The invention relates to a cargo ship which comprises at least one hold (3), which comprises an openable and closable deck structure (6) for closing the hold. For the cargo ship t o enable the transport or shaped product exhibiting a large mass from a port of origin to a destination without moisture or water being condensed on the surfaces of the shaped products even if the temperature of the shaped products at the port of origin were much lower than the temperature at the destination, the cargo ship comprises, for warming the hold (3), a heat exchanger (7) connected to the exhaust pipe system (2) of the main engine (1) of the cargo ship for transferring heat energy from the exhaust pipe system to the heat exchanger, a first channel (8) for transferring the fluid from the heat exchanger (7) to a second heat exchanger , a second channel (9) for returning the fluid from the second heat exchanger to the heat exchanger, a blower arrangement (12) for carrying the air heated in the second heat exchanger to an inlet leading to the hold and into the hold, and an outlet for removing a i r from t he hold.

Description

Cargo ship

Background of the invention

The invention relates to a cargo ship which comprises at least one hold, which comprises an openable and closable deck structure for closing the hold, a blower arrangement for delivering air to the hold as supply air and for removing air from the hold as exhaust air, and a heating arrangement for heating the air before delivering it into the hold.

The invention relates in particular to transporting on a cargo ship steel products and other shaped products meant for further processing. During transport or at port, moisture may condense on the surfaces of a shaped product. Even though shaped products are usually packed in protective casings for storage and transport, such as inside plastic films, the protective casings do not always provide adequate protection against moisture accessing through the protective casing onto the metal surface of a shaped product, oxidizing it. In practice, protective casings cannot be made so tight that the risk of water condensing on the surface of a shaped product could be entirely eliminated. If there is even the smallest hole in the protective casing, moisture has the chance to condense on the surfaces of the shaped product and will oxidize the shaped product fast.

The oxidization of a shaped product is fairly common when cold, massive shaped products made of metal and loaded at a low temperature, such as steel rolls, are transported on a ship that during transport moves to an environment where the temperature and air humidity are significantly higher than at the port of origin. In such a case, at the latest when the ship arrives at its destination and the hatches are opened, warm and moist outside air flows into the hold whereby a sub condensation point condition is reached and the moisture in the air is condensed on the protective casings and the metal surfaces of the shaped products. The oxidization of a shaped product during transport is rather a common problem when the shaped product exhibits a large mass, the transport of cold steel rolls serving as an example of this. The individual weight of steel rolls may be 20 t, for example, and their to- tal mass may be 5 000 t, for example, when transported on a ship. In particular, heavy steel rolls of non-alloy steel or low-alloy steel become oxidized, that is, rust fast when moisture and water find their way on their surfaces. The surfaces of rolls of stainless steel may also be damaged by light tarnish forming on their surfaces, which is in the form of light spots. The spots are permanent and cause an undesired external appearance of the end product, such as a sink. Removing light tarnish is laborious. Due to the large mass, the temperature of steel rolls in a hold will stay low for several days, keeping the hold temperature low even if a ship moves from a cold environment to a warm environment. In winter time, when a ship arrives at its destination, the temperature of the hold and shaped product may be several degrees, such as 10 to 15 degrees, or even tens of degrees lower than the temperature in the environment of the ship. Due to the temperature difference, the moisture condensation referred to in the above takes place on the surface of shaped products when warm and moist air flows into the hold at the destination.

From patent publication US 3128158, a ship is known that comprises an apparatus the purpose of which is to prevent the cargo being transported to become moist during transport. For this purpose, the apparatus comprises a pipe system with numerous nozzles in it to blow air dried with a dehumidification device over the transported cargo, whereby the blowing takes care of the condensation temperature of the air being blown and the condensation temperature of the air immediately surrounding the cargo being lower than the cargo temperature. Even if the blown air were heated, it is difficult to make the power of the apparatus blower and the dehumidifier high enough to prevent the cargo from getting moist, if the mass of the transported cargo is very large.

Brief description of the invention

It is the purpose of the invention to achieve a cargo ship that obviates the aforementioned problem in the transport of shaped products. To achieve this goal, the cargo ship is characterised in that a heating arrangement is arranged to heat the supply air led to the hold and warm the hold, whereby the heating arrangement comprises: a heat exchanger connected to the exhaust pipe system of main engine of the cargo ship for transferring heat energy from the exhaust pipe system to a fluid flowing in the heat exchanger to enhance the heat energy thereof, a first channel for transferring the fluid containing enhanced heat energy from the heat exchanger to a second heat exchanger which comprises a heat release surface for transferring the heat energy included in the fluid to the air surrounding the heat release surface to heat it, a second channel for returning the fluid from the second heat exchanger to the heat exchanger, whereby the heat exchanger, first channel, and second channel establish a circulation for the fluid, and said blower arrangement is adapted to carry heated air surrounding the heat release surface of the second heat exchanger to an inlet leading to the hold in order to lead hot supply air to the hold, and adapted to carry air escaping from an outlet of the hold to the heat release surface of the second heat exchanger to be heated into hot supply air to be led into the hold. So, the hold is heated with the heat energy obtained from the exhaust gasses of the main engine of the ship, which would otherwise be wasted energy.

Heat energy is conveyed to the heat exchanger of the exhaust pipe system when hot exhaust gasses flow in the exhaust pipe system.

The heating arrangement is advantageously located in a space external to the hold. In such a case, when the heating arrangement is at least substantially entirely outside of the hold, the heating arrangement is not in the way during loading or unloading of the ship and does not take up space in the hold, either.

The heating arrangement advantageously comprises a first air channel for leading the air heated in the second heat exchanger from the second heat exchanger to an inlet leading to the hold, whereby the heating arrangement advantageously also comprises a second air channel for leading air from an outlet of the hold to the second heat exchanger. The air channels allow the heat exchanger to be positioned as de sired on the ship, and allow air to be guided controllably to the inlet and air to be removed from the outlet.

Advantageously the heat exchanger is an exhaust gas/fluid heat exchanger, whereby the fluid flowing in the first channel and the second channel is a liquid, which is adapted to circulate by means of a pump, and adapted to receive heat energy from exhaust gasses in the heat exchanger. Transferring energy from exhaust gasses to a liquid is most efficient.

Advantageously, the cargo ship comprises a dehumidifier for removing moisture from the air in the hold, whereby it is made sure that the moist air potentially in the hold will not have the chance to condense on the surfaces of the shaped product during the cargo transport.

Preferred embodiments of the invention are disclosed in the attached dependent claims.

The invention additionally includes the use of a cargo ship specified in the accompanying claims in the transport of shaped products made of steel.

The most important advantage of the inventive cargo ship is that it makes it possible to transport shaped products having a large mass from a port of origin to a destination so that no moisture or water is condensed on the surfaces of the shaped products even if the temperature of the shaped product were much lower at the port of origin than the temperature at the destination. The cargo ship according to the invention is in particular suitable for transporting a cargo of heavy metal in the form of shaped products of different kind in the winter time from a cold country in the North to a warmer country in the South.

Brief description of the figures

The invention will now be described in greater detail by means of two embodiments and with reference to the attached drawing, in which:

Figure 1 illustrates a cargo ship according to the invention, Figure 2 illustrates a section along line II - II of Figure 1/

Figure 3 illustrates an enlarged section of the first embodi- ment of the ship along line III - III of Figure 1, that is, from above,

Figure 4 illustrates the content of Figure 3 from the side, Figure 5 illustrates an enlarged second embodiment of the ship, corresponding to the view in Figure 3, and Figure 6 illustrates the content of Figure 5 from the side, corresponding to the view of Figure 4.

Detailed description of the invention

Figure 1 shows an example of the cargo ship according to the invention. In the figures, reference number 1 denotes the main engine of the ship, and reference number 2 the exhaust pipe system of the main engine 1. In a cargo hold 3 of the ship, steel reels 4, and steel plates piled into steel plate packs 5, have been loaded. The steel reels 4 are at the bottom 13 of the hold. The steel plate packs 5 are on the middle deck 11 of the ship. Instead of, or in addition to, the steel reels 4 and/or steel plate packs 5, the cargo may consist of other cargo, but the inventive cargo ship is meant in particular for transporting heavy shaped products, such as steel reels, steel plates and steel profiles. The total mass of the shaped products is large, several hundreds of tons, even thousands of tons. The hold 3 is covered by an openable and closable deck structure 6, which comprises a hatch, which covers the hold preferably in a watertight and sometimes also airtight manner.

The cargo ship comprises a heating arrangement for heating the hold 3 as well as the cargo transported in the hold. The following describes the devices and components included in the heating arrangement.

In the exhaust pipe system 2 of the ship's main engine 1, a heat exchanger 7 is connected for transferring heat energy from the exhaust gasses of the exhaust pipe system into the fluid flowing in the heat exchanger. The fluid is preferably a liquid whereby the heat exchanger 7 is an exhaust gas/liquid heat exchanger. The liquid may preferably be an aqueous solution that presents no danger of freezing, such as a mixture of water and glycol. Alternatively, the liquid may be heat transfer oil, so-called hot oil, for example, which is known to be used in hot oil boilers. The amount of heat energy obtained from the exhaust pipe system 2 is substantial, when the main engine 1 of a ship is concerned, the power of which may be 5 000 to 20 000 kW, for example. When the ship's main engine 1 is running at its normal temperature, the temperature of the exhaust gasses flowing in the exhaust pipe system 2 is 200 - 320 °C.

From the heat exchanger 7, a first channel 8 leads to a second heat exchanger 20, which is partly located in a space 14, which is external to the hold 3. In the case of the figures, this space 14 is a storage room that is located between the holds 3 and 15. The channel 8 passes into the space 14 preferably along the ship's side tank (cf. reference numbers 17a, 17b) which is outside the hold 3, or along another space located external to the hold. The side tank is preferably a dry tank 17a, but may alternatively be a side ballast tank 17b (or another space located external to the hold). A second channel 9 leads from the second heat exchanger 20 back to the heat exchanger 7. In the same manner as the channel 8, the channel 9 is located in the space 14 external to the hold 3, and leads from the second heat exchanger 20 to the heat exchanger 7 preferably along the ship's dry tank 17a; or may pass along the side ballast tank 17b of the ship, or along another space located external to the hold. The channels 8, 9 form a closed circulation where a liquid is made circulate by means of a pump 10. There may be a plurality of pumps, but one pump 10 is enough to circulate the liquid. It should be noted that even though the liquid in the closed circulation is an aqueous solution, the temperature of the aqueous solution may greatly exceed 100 °C in the closed circulation, because the aqueous solution cannot boil in the closed circulation where it is under pressure.

The second heat exchanger 20 comprises a heat release surface 20a for transferring heat energy included in the liquid to the air surrounding the heat release surface to heat the air. When the liquid releases heat energy to the surrounding air, the heat energy included in the liquid is reduced and the temperature of the liquid decreases. The second heat exchanger 20 preferably includes a honeycombed structure (not shown), which forms the heat release surface 20a. A honeycombed structure has in practice a plurality of heat release surfaces. Alternatively, the second heat exchanger 20 comprises a battery-like, ribbed structure that forms the heat release surface (in practice, a plurality of heat release surfaces) . The second heat exchanger 20 is associated with a blower arrangement 12, which comprises a blower (fan) for conveying the heat energy of the liquid flowing through the second heat exchanger from the heat release surfaces 20a of the second heat exchanger to the surrounding air and further to the first air channel 21, which leads to an inlet 22 in the hold 3, to lead hot air into the hold in order to heat the air in the hold and the cargo inside the hold. The inlet 22 is adapted in a wall of the hold 3. The air channel 21 is placed in a space surrounding the hold 3. In the case of the figures, the air channel 21 is placed partly in the space 14 (storage room), which is between the holds 3 and 15, and in the dry tank 17a. From the hold 3, a second air channel 24 leads from the outlet 23 of the hold to the second heat exchanger 20. The outlet 23 is adapted in a wall of the hold 3. The air channel 24 is placed in the space 14 surrounding the hold 3. The air channel 24 removes air from the hold 3, the temperature of which is lower than the temperature of the air coming in from the inlet 22. The air outlet 23 is preferably located at a distance from the air inlet 22, preferably so that the outlet 23 is located in a first wall of the hold 3, whereby the inlet 22 is located in a second wall, which preferably is opposite in relation to the first wall. When liquid is circulating in the channels 8, 9 and air is circulating in the air channels 21, 24, air is flowing in the hold 3 whereby the air and cargo become warm. In Figures 3 and 4, the arrows Q1 and Q2 illustrate the air flow in the hold 3. The temperature of the liquid is lower in the channel 9 than in the channel 8; and the air temperature in the air channel 24 is lower than in the air channel 21. The temperature of the liquid coming in from the channel 9 is increased in the heat exchanger 7. The temperature of the air coming in from the channel 24 is increased in the second heat exchanger 20.

The blower of the blower arrangement 12 may be part of the second heat exchanger 20, that is, integrated into the second heat exchanger, or it may be separate from it.

If the temperature of the cargo is, for example, - 15 °C, and its mass is several hundreds of tons, even thousands of tons, the air has to circulate in the hold 3 for several tens of hours for the cargo temperature to rise, for example, by 25 °C into +10 °C. A lot of heat energy is required to heat a heavy cargo by several tens of degrees. In practice, nothing but the ship's main engine 1 is enough for the heating. Heating the hold 3 does not really add to the heating costs, because the heat obtained from the main engine 1 is waste heat. The pump 10 and the blower arrangement 12 naturally consume energy, but their energy consumption is insignificant. Due to the cargo warming up during transport, there is less danger for moisture and water to condense on the cargo surface, if the cargo at the destination, for example, comes into contact with warm and moist outside air.

In Figures 1, 3 and 4, the reference number 16 indicates a dehumidifier for removing moisture from the air in the hold 3. For reasons of simplicity, Figures 3 and 4 do not show the cargo inside the hold 3, shown in Figure 1, or the middle deck. The dehumidifier 16 is important when there is moisture in the hold 3, or moisture may get in or be formed in it for a reason or another. Moisture may form in the hold 3 if the cargo is icy when it is loaded, whereby as the temperature rises above zero, the ice may melt forming moisture and water.

The dehumidifier 16 is adapted in a space 14 external to the hold 3 (in a storage room in Figures 3 and 4) between the outlet 23 and inlet 22, whereby it is adapted to receive, through the air channel 24, air escaping from the hold through the outlet, and feed air to the inlet through the air channel 21, having a moisture content lower than the moisture content of the air escaping from the hold. The air channel 24 leads from the outlet 23 to the dehumidifier 16, placed upstream of the second heat exchanger 20 in relation to the direction of air circulation. From the dehumidifier 16, air from which moisture has been removed is led for heating to the second heat exchanger 20 from where the blower arrangement 12 feeds the heated dry air to the air channel 21 and further to the inlet 22. The second heat exchanger 20, air channel 21, hold 3, air channel 24, and dehumidifier 16 establish air circulation where air escaping from the hold 3 is replaced with air that is hotter and dryer than the escaping air.

The reference number 18 refers to a pipe for feeding outside, regenerating air (cf. arrow A) into the dehumidifier 16, and the reference number 19 refers to a pipe for removing very moist air (cf. arrow B) to the outside air. Preferably the dehumidifier 16 is such that it comprises a rotating member where air flow (regenerating air coming in from the pipe 18 and the air coming in from the air channel 24) interaction takes place, which results in removing moisture from the air coming in from the air channel 24 before the air is led to the air channel 21. The dehumidifier 16 is not in this context described in detail, because dehumidifiers suitable for the purpose are commonly available all over the world. A dehumidifier suitable for the purpose may be delivered by, for example, an internationally operating company, Munters. In Sweden, for example, Munters Europe AB, Sweden, and in Finland, Munters Finland Oy are operating. Munters has several business locations throughout the world. Patent publications US 3 800 859 and US 2002/0129614 describe dehumidifiers that may be used. Instead of the one described, the dehumidifier may be one that gathers moisture from the hold 3 into a container that is emptied every now and then when needed. In principle, the dehumidifier may be any device that is capable of removing enough moisture from the hold. Therefore, the dehumidifier may be such that the dehumidification is based on the use of a chemical substance, which absorbs moisture.

For reasons of simplicity, Figure 1 does not show an arrangement for heating the other holds 15, 26 of the ship.

The arrangement in the holds 15, 26 is, however, similar to the one in the hold 3. It is easy to arrange heating and, if so desired, dehumidification for the holds 15, 26 by arranging in them a channel network corresponding to the channels associated with the hold 3.

The reference number 29 in Figure 1 refers to a temperature measuring device for measuring the temperature in the hold 3. An adjustment device 30 is adapted to adjust, in re sponse to a signal from the measuring device 29, the flow of the liquid flowing in the first channel 8 and the second channel 9, for which purpose the adjustment device preferably controls the rotating speed of the pump 10. If the measured temperature is detected to be under the target temperature (such as + 10 °C), so the temperature is detected to be too low, the adjustment device 30 increases the rotation speed of the pump 10, and if the target temperature has been reached and there is no need to rise the temperature, the adjustment device lowers the rotating speed of the pump or stops the pump. Reference number 25 refers to an adjustment device for adjusting the blowing power of the blower arrangement 12 in response to a signal from the measuring device 29 (by controlling the rotating speed of the blower in the blower arrangement). The power of the blower arrangement 12 is increased if the measured temperature is detected to be under the target temperature, and the blower arrangement is reduced or stopped in the target temperature has been reached. The control of the adjustment devices 30, 25 may be implemented by a computer unit (not shown) that receives a signal from the measurement device 29. The adjustment device for controlling the blower arrangement 12 may be the same adjustment device as the one that controls the rotating speed of the pump 10.

The reference number 31 in Figure 1 refers to a moisture measuring device for measuring the moisture in the hold 3. The control device 34 is adapted to adjust, in response to a signal received from the measurement device 31, the operational efficiency of the dehumidifier 16. If the measured moisture is detected to be over the target moisture, so the moisture is detected to be too high, the control device 34 increases the rotation speed of the pump 10, whereby the flow speed of the liquid in the channel 8 is increased, and if the target moisture has been reached and there is no need to reduce moisture, the control device 34 lowers the rotating speed of the pump or stops the pump. It is conceivable that the control device 34 is instead, or additionally, adapted to adjust the blowing power of the blower arrangement 12. If the measured moisture is above the target moisture, the control device increases the rotating speed of the blower arrangement, and if the target moisture has been reached, the control device lowers the rotating speed of the blower arrangement or stops the blower arrangement. The control of the control device 34 may be implemented by a computer unit (not shown) that receives a signal from the measurement device 31.

It will be understood from the description above that the inventive cargo ship is very closely associated with the fact that the ship is loaded with a heavy cargo of shaped products made of metal. Therefore, a cargo ship loaded with a heavy cargo of shaped products made of metal is also to be understood as the invention.

Figures 5 and 6 illustrate a second embodiment of the invention. In Figures 5 and 6, the same reference numbers are used for the corresponding components as in Figure 3. The embodiment of Figure 4 differs from the embodiment of Figures 1 to 3 in that there is no dehumidifier 16.

Description of the reference numbers used in the drawing: 1 main engine of cargo ship 2 exhaust pipe system 3; 3' hold 4 steel reel 5 steel plate pack 6 deck structure 7 heat exchanger 8; 8' first channel 9; 9' second channel 10; 10 pump 11 middle deck 12; 12' blower arrangement 13 bottom of hold 14 space external to the hold (storage room) 15 hold 16 dehumidifier 17a dry tank 17b side ballast tank 18 pipe for regenerating air 19 pipe for moist escaping air 20; 20' second heat exchanger 20a; 20a' heat release surface of second heat exchanger 21; 21' first air channel 22; 22' air inlet 23; 23' air outlet 24; 24' second air channel 25 adjustment device 26 hold 29; 29' temperature measurement device 30 adjustment device 31; 31' moisture measurement device.

In the above, the invention is only described by means of one embodiment thereof, wherefore it is noted that the details of the invention may be implemented in various ways within the scope of the attached claims. It is conceivable that part of the amount of heat transferred to the hold 3; 3' or holds 3, 15, 26; 3' is taken from the cooling water of the main engine, but only a part, because the cooling water, the temperature of which is approximately 60 °C, cannot in every case alone transfer a sufficient amount of heat to the hold (holds) in order to solve the problem behind the invention. Obviously, the cargo ship according to the invention may be utilized for transporting other cargo than shaped products. Consequently, the inventive ship may be used to transport machines and equipment, for example, which are to be protected from moisture when a sub condensation point condition is reached. The dehumidifier 16 is not necessary is there is no moisture in the cargo or cargo space. The blower arrangement 12: 12' may include a plurality of blowers. It is conceivable the instead of a liquid, there is air flowing in the channels 8, 9; 8', 9'. It is conceivable, in principle at least, that there is no actual air channel 21; 21' in the second heat exchanger to lead heated air into the hold 3; 3', whereby the second heat exchanger 20 is adapted in the inlet opening 22; 22' in the wall of the hold. It is similarly conceivable that there is no actual air channel 23 to lead the air removed from the hold 3, 3' to the dehumidifier 16 or the blower arrangement 12', whereby the dehumidifier or blower arrangement is adapted in the outlet opening 23; 23' in the wall of the hold.

Claims

Cargo ship comprising at least one cargo space (3; 3 '), which comprises a public and closable deck structure (6; 6') for closing the cargo space, a ventilation device (12; 12 ') for moving air to the loading space as supply air and for removing air from the loading space as discharge air, and a heating device for heating the air prior to supplying to the loading space, characterized in that the heating device is adapted to heating the supply air fed to the loading space and heating the loading space, the heating device comprising: - a heat exchanger (7) connected to the discharge line system (2) of the main engine (1) of the cargo ship for transferring heating energy from the exhaust system to a liquid flowing into the heat exchanger for increasing the heat energy thereof, - a first channel (8; 8 ') for transferring the liquid f with the increased heat energy from the heat exchanger (7) to a second heat exchanger (20; 20 ') which has a heat release surface (20a; 20a') for transferring the heat energy contained in the liquid to the air surrounding the heat release surface for heating, - a second channel (9; 9 ') for returning the liquid from the second heat exchanger (20; 20') to the heat exchanger (7), wherein the heat exchanger, the first channel (8; 8 ') and the second channel (9; 9') circulate for the liquid, and said ventilation device (12; 12 ') is adapted to carry heated air that surrounds the heat release surface (20a; 20a') of the second heat exchanger (20; 20 ') to an inlet ( 22; 22 ') leading to the load space (3; 3') to feed hot supply air to the load space, and adapted to air escaping from a discharge (23; 23 ') from the load space to the heat release surface ( 20a; 20a ') of the second heat exchanger (20; 20') to be heated in hot supply air flowing into the layer space is being fed.

Cargo ship according to claim 1, characterized in that the heating device is placed in a space external to the cargo space (3; 3 ').

Cargo ship according to claim 1 or 2, characterized in that the heating device comprises a first channel (21/21 ') for directing the air heated in the second heat exchanger (20; 20') from the second heat exchanger to an input (22; 22 ') leading to the cargo space (3; 3').

Cargo ship according to claim 1, 2 or 3, characterized in that the heating device comprises a second air duct (24; 24 ') for guiding air from a discharge (23; 23') of the cargo space (3; 3 ' ) to the second heat exchanger (20: 20 ').

Cargo ship according to claim according to one of the preceding claims, characterized by a dehumidifier (16) for removing moisture from the air in the cargo space (3).

Cargo ship according to claim 5, characterized in that the dehumidifier (16) is arranged in a space external to the cargo space (3) between the discharge (23) and input (22) of the cargo space, wherein it is arranged to receive air escaping from the load space through the discharge, and to supply air to the inlet (22) of the load space, with a moisture content that is lower than the moisture content of the air escaping from the load space.

Cargo ship according to claim 5 or 6, characterized in that the dehumidifier (16) is arranged upstream of the second heat exchanger (20; 20 ') with respect to the direction of air circulation.

Cargo ship according to claim 7, characterized in that the dehumidifier (16) comprises a fan which forms part of the fan device (12; 12 ').

Cargo ship according to claim according to one of the preceding claims, characterized in that the heat exchanger (7) is a waste gas / liquid heat exchanger, the liquid being in the first channel (8; 8 ') and in the second channel (9) ; 9 ') is a liquid, which is arranged to circulate by means of a pump (10; 10') and is adapted to receive heat energy from exhaust gases in the heat exchanger (7).

Cargo ship according to claim 9, characterized in that the first channel (8; 8 ') and the second channel (9; 9') form a closed circulation.

Cargo ship as claimed in any one of the preceding claims 9 to 11, characterized in that there is a moisture measuring device (31; 31 ') in the cargo space (3; 3') for measuring the moisture in the air in the cargo space and a control device (34) for adjusting the power of the pump (10; 10 ').

Cargo ship according to one of the preceding claims 9 to 11, characterized in that there is a moisture measuring device (31; 31 ') in the cargo space (3; 3') for measuring the moisture in the air in the cargo space, and a control device (34) for adjusting the fan power of the ventilation device (12; 12 ').

Cargo ship as claimed in any one of the preceding claims, characterized in that there is a temperature measuring device (29; 29 ') in the cargo space (3; 3') for measuring the temperature of the air in the cargo space, and an adjusting device (30) for adjusting the amount of liquid flowing in the first channel (8; 8 ').

Cargo ship according to claim according to one of the preceding claims, characterized in that there is a temperature measuring device (29; 29 ') in the cargo space (3; 3') for measuring the temperature of the air in the cargo space, and an adjustment device (25) for adjusting the fan power of the ventilation device (12; 12 ').

Cargo ship according to one of the preceding claims, characterized in that the heat release surface (20a; 20a ') of the second heat exchanger (20; 20') has a honeycomb structure.

Use of a cargo ship according to one of the preceding claims for transporting molded products (4, 5) made of steel.