Trans RINA, Vol 155, Part C1, Intl J Marine Design, Jan - Jun 2013
This ventilation effect creates low pressure regions at the outlet valves in the interior and pulls air in from the inlet valves in the floor of the main saloon. This convection of air is taken from the air filtration units in the sole of the yacht, where air being pulled in via the main convection current is preconditioned through PCM (Phase change material) units, which absorb the heat energy from the air, pre-conditioning it before it enters the interior. The implementation of this technology and the associated air flow is implemented in the proposed Passive Design adaption of a Sunreef 102, shown in Figure 9. This was carried out as part of the bench marking and PD research. Note that the interior is of an open plan configuration which not only permits the free flow of air but also permits cross ventilation through the windows that are situated in series to one another in both the longitudinal and lateral direction. It is also important to consider that large apertures carry with them risks of infiltration and security concerns.
However, their strategic placement and disguise can resolve this as well as providing an aesthetical element to the yacht. The “Logos project” has overcome these issues by reducing the size of the apertures and designing effective grills that operate automatically in response to the ships SEEMP (Ship Energy Efficiency Management Plan) system. The system tries to combine the driving forces of solar heat and wind energy, but unlike terrestrial structures, any passive design system on any marine platform will have to compensate for multiple orientations. This weakens the effectiveness of the Passive
hypothesised that marine infrastructure may change to compensate for this by
Design technology but in the future it is constructing
6. NATURAL LIGHTING
As per the energy audit it became apparent that active lighting systems are one of the most energy intensive applications out of all the electric systems. In the “LOGOS” project this is tackled through the adaptation of a series of reflective shelves’ which have been designed specifically for the Caribbean area (Latitudes between circa 14ºN - 27ºN). The Suns elevation has been calculated from the use of Google Sketch up’s virtual sun, as illustrated in Figure 10.
Preliminary research has indicated that HVAC loads are proportional to window area; therefore an overhang of 625mm has been calculated as suitable in reducing solar heat gain of the interior during the summer months and thus contributing to the cooling load. A light shelf on the weather deck and another minor light shelf in the interior helps to shine natural light between the hours of 6am – 8.30pm (through the summer months) into the interior lounge and down through the light column which reflects the light down into the lower decks where windows are minimized for structural purposes and to prevent heat
marinas and
executing route optimization of vessels to take advantage of solar energy and prevailing winds.
gain. The light shelves’ help to compensate for the use of artificial lighting and in the same instance reduces direct solar infiltration which otherwise contributes to the thermal load of the HVAC system.
Several light shelf systems were employed in this design to increase the amount of natural light into the interior of the yacht. This was intended to reduce the use of artificial lighting but also to coincide with the philosophy of Biophillia and making nature visible. There are also small windows below the seating area of
the lounge
which helps to steal natural light from the lounge on the upper deck to the lower deck. This does not provide the entire lighting requirements for the room of 250 lumen/m2 but does provide a degree of ambient lighting. Additional light is provided by the emergency escape hatches in the lower decks. In this instance Logos has demonstrably used the hatches as a feature rather than a functional necessity, placing them in areas such as the dressing table where the natural ambient light plays a functional part as well as an aesthetical one.
7. GA DESIGN AND LAYOUT
The GA had to be sympathetic to both the occupant’s movements as well as air flow paths to permit effective cross-ventilation. This is most evident in the lounge area where furniture and all other amenities have been streamlined to permit cross ventilation in a longitudinal and lateral direction.
Particular attention has been
brought to the stair widths to ensure crew can pass each other on the way to and from the galley increasing recovery and delivery of food to the passengers. The galley itself has been configured so that a good working triangle between the cooker, sink and refrigeration units, is kept within the galley area (combined length of the working triangle does not exceed more than 6000mm) to ensure optimum efficiency of the crew. The galley area has also been retrofitted with refrigeration carcasses that open upwardly rather than to the side to ensure that the cool air is kept inside the fridge/freezer and does not pool out into the galley area. This has space saving as well as the obvious energy conservation benefits.
From repeating flow analysis of current GA’s of this size it has been
which adopts possible to analyse and optimise GA
proposals (Figure 3 and 4). Further development and analysis has been applied through the use of “People Flow software” (Simulex by environmental solutions)
IES – Integrated real
time
algorithm’s to deduce human behaviour within a GA in relation to emergency exits. Through which it has been possible to test current GAs as well as new proposed GA’s resulting in a significant improvement within GA morphology and helping the designer to identify bottle necks and cross flows of crew and staff.
Typical advantages of the multihull platform are large open spaces on the main deck which means that most of the amenities are on the same level which is
©2013: The Royal Institution of Naval Architects
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