Trans RINA, Vol 157, Part C1, Intl J Marine Design, Jan –Dec 2015
developing the cruise experience it should be considered that affect of
the program actor extends beyond its
traditional role of providing information about the ships activities and entertainment. First, in cruise ships the programme has a unique relationship with the layout, and short distances enable passengers to participate in multiple events. This could be better utilised. For example, the corridors are only serving people flow although they occupy the considerable share of the cruise ship’s public spaces. Naturally, safety regulations have an impact on utilisation, but ad hoc activities could still be organised to utilise the space in different ways. Furthermore,
programme guides and role passenger’s among the choices
about having a meal, selecting an excursion, how to dress or whether or not to sunbathe. Respectively, it is good to understand that these choices might have an effect on the passenger’s schedule
other
passengers. Thus, programme requires more flexibility to consider individual needs.
Additionally, the programme denotes a relatively strict rhythm for the daily life on board. Therefore, order and the hierarchy of the cruising experience give the impression that everything follows a fixed pattern. In reality, the actor organisation in the networks can be quite undefined. Although the cruising company may think that they are controlling the information flow, a deeper understanding of the information flow and its effects can be achieved by investigating the actors, which are translating the information. Consequently, according to our findings, information flows through and between different objects, shapes and materials such as: schedule, layout and decoration, language, weather, programme, outfit, and other people. Therefore, we propose that in order to guide passenger’s behaviour towards a better cruise experience these actors and their meaning, as an informants should be considered.
Furthermore, we also found that passengers in general were able to adapt their behaviour quickly in line with cruising culture and that they became familiar with ship’s services and layout
in relatively short time. This is
interesting as the actor-networks are constantly mutating and even a small change in the network can change the passengers cruise experience. Therefore, marine design should consider how the ship-scape could be renewed and transformed during the cruise to
passengers with new forms of enjoyment. One solution for this could be to support positive translations with good
elements (e.g. paintings, flowers, or fabrics) that are active binders of the
design. For example, changing network on a
environmental daily basis or
ultimately a move towards spaces that can be transformed to provide new experiences. However, this needs further research on the modularity of the ship interior design. Thus interior design elements could be effectively interchanged according to different activities.
Our findings reveal that a seemingly limited network that begins from the cruise environment can easily extend
beyond the cruise ship. Thus, pre and post cruise should be considered when developing the cruise experience and therefore the ship terminal and other external factors may have a significant meaning in terms of experience.
the overall
Finally, we contribute to the existing body of knowledge by detaching actors from their traditional roles in order to better assess what roles they really have and what kinds of networks they are included. Individual actors can belong to several
understanding situates individual
networks, whereas actors
our current only to one
network. In general, our research is based on Latour’s notion that research should not concentrate on what class or group the actor of a certain issue belongs to, but rather it should find
out more about how the issue is
constructed and how it works in reality [31]. Indeed, we argue that the approach we have adopted here could be beneficial for the cruise ship design as well as rethinking the cruise experience.
7. ACKNOWLEDGEMENTS
This research was supported by the Maritime innovation hub Meridiem in Finland. Additionally we would like to appreciate the valuable help from Elisa Pyrhönen, Liping Huang, Jasmin Jelovica, and Oxana Popova.
8. 1.
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