Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan - Dec 2014
internal reflectance using EnergyPlus, a whole system simulation engine.
As described by the principles of factor 10 engineering and whole systems design (Rocky Mountain Institute 2010), the combined effects of small improvements in performance in sub systems can lead to radical resource efficiency. This attention to detail of form, fabric and fenestration is mirrored in the passive house strategy in which each component of
Geigers climate classification map [27], which indicates that most of the Mediterranean comes under the classification of a ‘Warm temperate climate with hot dry summers’. The map also indicates that the greatest rate of change in climate characteristics tends be observed over the latitudinal extent [25]. For this reason the study adopts the use of 3 TMY files which represent this variation and will be used to represent climatic extremes.
the exterior envelope is
heavily scrutinised. The Mediterranean area, which has some of the most popular and busiest cruise ports in the world, [24] provides a unique opportunity for daylight harvesting, due to high levels of solar flux [25].
2. METHODOLOGY
The methodology aims to predict potential savings in auxiliary vessel systems through systematic exploration of interrelated design alternatives accomplished through a parametric analysis. This analysis predicts ideal window type and glazing sizes over a large latitudinal extent
constituting extreme climates within popular
cruise destinations of the Mediterranean. The results are analysed to identify the somewhat
paradoxical
relationships between form and energy and how these potential savings can be developed and influenced by interior design strategies. A case study is used to provide key simulation data and the application of passive strategies is discussed to determine their effectiveness and suitability for mobile structures exposed to varying climates as in the cruise ship industry. In summary the key aims are as follows;
To maximise daylight utilization on board To develop interior design principles on which a natural lighting scheme is supported
To reduce the electrical energy used by the lighting system
To reduce overall heating and cooling loads To further develop a methodology for window sizing relevant to the chosen marine environment and which appropriately harvests available energy from the environment of operation through an understanding of a vessels operational behaviour and itinerary
2.1 THE CLIMATE OF OPERATION The fundamental
input data for this analysis is the
climate data, which has been synthesised to represent long terms statistical trends. Compiled from 30 years’ worth of hourly climate data, this study adopts the TMY2 and WYEC2 data sets as they provide energy simulation results that most closely represent typical weather patterns [26]. The rational for the selection of weather files represented in table 1, is based on the variation in solar
flux mostly in the latitudinal plane, and to
encompass latitudinal extremes of the Mediterranean area. The Climatic variation is described by Koppen-
© 2014: The Royal Institution of Naval Architects Venice Barcelona
DBT(cº) 13.19
Cairo 21.68
DPT(cº) 8.85
Global Lux
15.69 10.76 12800 166.5 12.21
14500 23800
218.9
Table 1 Mean annual climatic characteristics for the three test locations
The fundamental difference between the Passive Design analysis of marine vessel and architectural structures is the vessel's mobility, which results in constant variation in orientation and location. Location is found to reduce energy savings with rising latitude and total annual solar radiation [28]. Orientation has been explored by Bodart, M. et al 2002 [12], who found that the influence of orientation was minor in terms of lighting. Where by the diffuse reflected components were sufficient in providing the internal illumiance requirement. An appreciation of solar geometry in relation to orientation and location is essential and plays a fundamental role in shading geometry [29] [30] as well as sensible thermal loads. In this study the phenomena of direct beam radiation is addressed through varying balcony depth within the thermal model as a primary shading device. This has a significant effect on the reduction of the direct beam fraction into the interior [31].
2.2 THERMAL MODEL GEOMETRY
A review of a mid-sized cruise ship identified typical construction elements and the length to width ratios of key interior zones on the perimeter of the vessel. This informed the construction of thermal models within the DesignBuilder program which offers a suitable user interface for the primary thermal and lighting simulation program; ‘EnergyPlus’. Construction elements such as the external wall, glazing, frame and layout were based on a case study which reflected typical trends within the marine industry – these elements are summarised in table 3. Operational behaviour such as occupancy is based on room function and has been developed based on cruise ship daily news reports and relative hotel occupancy data. Other constant variables such as internal heat gains and occupant clothing (clo) levels have been predicted based on climate and quantitative data from hotel
rooms. Obtaining detailed occupancy data is
challenging and likely to have the largest error margin with this study. This can lead to significant variance in anticipated performance given that plug loads are so closely related to occupancy [32]. However, a method of
Global Rad(Wh/m2) 131.3
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