Trans RINA, Vol 156, Part C1, Intl J Marine Design, Jan - Dec 2014
luxury cultural experience and seamless connected business activities rather than travel. The gallery is a venue for art and product launches, there is a theatre for conferences and cultural experiences such opera. The digital connectivity produces a seamless integration of the office by blending the real with the virtual. The design meaning proposes a carbon neutral journey which avoids the health and performance issues related to flight such as jet-lag, and number of the potential health risks of cruise ships, through the implementation of passive design within the HVAC system. The carbon neutral journey is based on assigning the CO2 foot print to the freight which is discussed below. The change in design meaning is sustainable luxury by assigning CO2 to the cargo rather than the passengers. By 2040 a lower CO2 footprint for cargo may have an associated environmental cost saving.
To compare the CO2 emissions of the superliner to an aircraft. The superliner has a cargo capacity of 8,000 tons. It has four Pielstick PC 4-2B 18V, each developing 23,850kw with an sfc of 185g/Kwhr operating for a journey duration of 80hrs. Benchmarking estimated CO2 emissions for
The user experience of the vessel would be similar to that of a luxury hotel with scenic views, facilities and brand association
opportunities through exclusive shops the journey from Southampton to New
York on a MAN 6370 ME [34] gives CO2 of 577g/Kwh for HFO and 466g/Kwh for LNG. Total CO2 based on maximum engine power for the journey duration gives: 4engines x 23,850kw x 80hrs x 577g/Kwh = 4,403,664kg CO2. For HFO kgCO2/kg freight = 4,403,664/8,000,000 = 0.55kg CO2/kg
This value reduces to 0.44kg CO2/Kg for LNG, which at 20% could prove significant in terms of EEDI [31] and future transport carbon tax. In further work cargo volume implications of LNG and gas turbine propulsion will be evaluated to further reduce CO2.
Jardine [32]
emissions calculators give widely varying results for the same
flight due to
reported that different greenhouse gas variations in the
underlying
assumptions made in the calculator methodology. Two different emissions calculators estimate emissions for a return flight from London to New York to be 1.53 or 3.48 t CO2 per person. Extrapolating from this value range based on one leg of journey and a combined adult weight of 85kg per passenger including baggage.
upper value = 1530/200 =7.65 kg CO2/kg freight lower value = 3480/200 = 17.4kg CO2/kg freight Therefore the estimated CO2 Emission
onboard including bespoke tailors. Third places are social places that contribute to a work community identity such as restaurants and cafés. People usually choose to work in third places that provide engaging, welcoming environments that are accessible, convenient places where people easily socialize. As social spaces for drinking coffee most third places are not designed as workspaces. Users are forced to adjust to the space as lighting and furniture ergonomics may not be optimal, with limited plugs, security and privacy. Third places designed as an optimised work environment are called “fourth places” [33]. The lounge and bar areas provide "fourth places" for innovation creative working. The Private conferences and exhibition space make the vessel a floating business venue which connects two continents both physically and virtually. While the innovative high speed platform cannot directly compete with flights as a mean of transport in a conventional sense. It can address the health issues of frequent flying and jet-lag, for which the passenger may require recovery time of sometimes several days in addition to the flight duration. Allowing people to work in a fully connected working environment ensures that seamless movement
between continents
without a loss of productivity. This is a critical factor referred to by the CAA [16], that business travelers are highly time sensitive. Where the potential for generating new business against the potentially unproductive time employees spend away from the office is critically analysed by company policies for Business Class travel that consider the ability for employees to work at the airport and in flight, and to arrive sufficiently rested to minimise recovery time and maximise time spent with the client.
The design scenario was developed through engagement with the EBDIG network and an analysis of US and UK business travel reports as well a freight logistics from the US to Europe. This analysis of freight and passenger volumes identified the potential of the following routes: UK; France; Germany; Netherlands; Italy. The holiday activities of US travelers to Europe were used to inform the activities on the vessel, supported by the luxury trends analysis. The data set does not discriminate on the socio-economic grouping of the passengers, the HNWI volumes were estimated based on percentage seating allocation of first class on transatlantic fleets. This will be address in further work of the authors using this design proposal
to engage in dialogue with industry of the
transatlantic superliner is between 3% - 7% of air freight. This calculation assigns the entire CO2 footprint to the freight, promoting the idea of a carbon neutral journey building upon sustainable luxury value. To support the future of large high speed craft the EDDI directive needs to include the opportunity to compare CO2 emission with aircraft
otherwise the vessel will be compared unfavourably to conventional displacement vessels [31].
stakeholders. The HNWI report of the US market identified a potential market volume of 1.1 million high end luxury consumers with an average annual income of $982,000. In further work the growing potential of Chinese tourism needs to be examined as the cultural heritage aspect of the transatlantic superliner may well appeal to the cultural specificity of their evolving luxury perspective. By 2020, 100 million outbound tourists from China are expected.
[34] The global luxury trends
© 2014: The Royal Institution of Naval Architects
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