Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan - Dec 2014
DEVELOPMENT OF INTERIOR DESIGN STRATEGIES AS AN INTEGRAL PART OF A MARINE PASSIVE DESIGN METHODOLOGY FOR PASSENGER VESSELS OPERATING WITHIN THE MEDITERRANEAN
S McCartan and C Kvilums, EBDIG-IRC, Coventry University, UK (DOI No: 10.3940/rina.ijmd.2014.c1.29)
SUMMARY
Developments in design codes within the architectural industry such as the EN 12464-1 (2011) and recent amendments to the 2012 Society of Light and Lighting (SLL); code for lighting guidelines, signify the industries acknowledgment of the importance of passive design elements, such as room surface reflectance’s on the illumination of the visual environment and energy conservation. Associated research into the integrative effects of window apertures, glazing technology and lighting strategies of buildings,
indicates that whole systems thinking identifies connections between
components that can significantly increase resource efficiency. This is a potential area for transfer of innovation to the marine industry, with the objective of reducing electrical lighting load through an interior design process involving a parametric design methodology, informed by natural lighting.
This paper presents a study that focuses on the development of key passenger zones, namely the cabins, lounge and dining areas. Surface reflectance, room geometry and glazing type were varied in accordance with natural lighting principles, in an effort to maximize daylight utilization and reduce electrical loads. Thermal contributions of solar gain and the impacts of varying occupant densities were considered simultaneously in the overall energy assessment. A series of interior design proposals are presented that adopt these strategies to identify the potential gains and barriers to their implementation.
optimization to reduce operational costs. The predicted energy savings for a range of ship itineraries operating in the Mediterranean are discussed
NONMENCLATURE DUR
Ocreq ECM
1. Roy [1] 1.1 EARLY STAGE DESIGN Daylight Utilization Ratio
number of hours in which the room is occupied and incident natural light levels
are above the lighting threshold (hrs)
Number of hours occupied and lighting required (hrs)
Energy Conservation Measure INTRODUCTION J. 2011 proposed that architectural techniques
and effective shading, lighting and ventilation techniques are essential to meet future emission legislation and rising bunker fuel prices. The evolution of both lighting and glazing technologies in the architectural industries offer a potential for transfer of innovation. However, to accomplish this transfer effectively it is necessary that an understanding of the implementation of such systems informs the interior and
exterior design processes
simultaneously. This will enable passive technologies to be supported in the design process, with a design proposal that is acclimatized to its environment of operation.
By pursuing the ideologies of bioclimatic
design [2] and the harvesting of natural energy flows, this paper presents a study that investigates how form and energy are intimately related. It identifies the potential for Passive Design strategies within the context of
the cruise ship Mediterranean climate. design operating within the
The conceptual stage of the design process occurs at the begging of the design workflow where arguably the most influential
design aspects can negate or in terms of energy harbour and
performance, such as layouts, material choices, form and technology compete and are discussed. choices made at this point have a primordial effect on the whole design and
Energy Conservation
Measures (ECM) which could result in significant energy savings as demonstrated within architectural practices through reduced operational costs.
Interviews with leading naval architects has revealed that the conventional marine design practice adopts a linear approach in which the architect establishes a primary form that is then passed onto successive service consultants
architectural processes [3]. This linear process facilitates the standardization of sub contracted components allowing for efficient
ship building and
accurate temporal control in a tightly contractually bound framework [4] in which design practice is forced and fashioned linearly.
This workflow prohibits an integrative approach to design in which new methodologies and technologies could be explored, discouraging communication between interdisciplinary parties. A number of studies indicate that a fluid and integrative approach at the beginning of the design process is necessary for the realisation of green
buildings [5]. The integrative © 2014: The Royal Institution of Naval Architects approach is C-97
Analysis of the results shows the potential of an integrative design process driven by daylight
which is similar in notion to non-green third
party
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132 |
Page 133 |
Page 134 |
Page 135 |
Page 136 |
Page 137 |
Page 138 |
Page 139 |
Page 140 |
Page 141 |
Page 142 |
Page 143 |
Page 144 |
Page 145 |
Page 146 |
Page 147 |
Page 148 |
Page 149 |
Page 150 |
Page 151 |
Page 152 |
Page 153 |
Page 154 |
Page 155 |
Page 156 |
Page 157 |
Page 158 |
Page 159 |
Page 160 |
Page 161 |
Page 162 |
Page 163 |
Page 164 |
Page 165 |
Page 166 |
Page 167 |
Page 168 |
Page 169 |
Page 170 |
Page 171 |
Page 172 |
Page 173 |
Page 174 |
Page 175 |
Page 176 |
Page 177 |
Page 178 |
Page 179 |
Page 180 |
Page 181 |
Page 182 |
Page 183 |
Page 184 |
Page 185 |
Page 186 |
Page 187 |
Page 188