NEXT GENERATION ULTRA-LUXURY CRUISE SHIP: A PASSIVE DESIGN ECO- LUXURY CRUISE SHIP FOR THE MEDITERRANEAN

Abstract

The ultra-luxury small cruise ship sector has experienced significant growth in recent years. This paper reports on a design proposal for a catamaran eco-luxury cruise ship, which integrates a Passive Design methodology within the marine design process, with the objective of reducing the energy consumption of the vessel as an ecological statement enhancing the sense of luxury within the design. The design is an engagement in luxification, an evolution of luxury in cruising, creating a new market through Design-Driven Innovation, with the objective of offering green luxury user experience with a sense of intimacy similar to that of a superyacht. The concept design shows the potential of Passive Design as a means of reducing emissions in line with EEDI legislation, by reducing hotel loads such as HVAC systems and lighting. Passive Design is employed in over 200,000 buildings across Europe and has resulted in the reduction and in some cases elimination of conventional mechanical HVAC systems by adapting the morphology of a building to the area of operation, resulting in a low cost solution with minimum environmental impact. This design project is a transfer of innovation from Architecture and is informed by a RIBA Passive Design best practice case study. The orientation and location of a vessel is voyage dependant, an analysis of solar variations for a potential vessel route was carried out as an integral part of the design process. The resulting hybrid passive design solution is user responsive, minimising energy consumption and reducing operational costs. It is an engagement in Design-Driven Innovation creating the opportunity for a new eco-luxury sub-sector within the ultra-luxury cruise ship market sector. NOMENCLATURE Orientation of the structure (º) Solar altitude (º) Vertical shadow angle or profile angle (º) Azimuth angle (º) Distance between louvers (m) Width of louver (m) Optimal inclination angle of louver (º) Annual global radiation (w/m 2) Latitude (º) Daylight factor Diffused transmittance of the glazing material Area of glazing (m 2

Full text

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
NEXT GENERATION ULTRA-LUXURY CRUISE SHIP: A PASSIVE DESIGN ECO-
LUXURY CRUISE SHIP FOR THE MEDITERRANEAN
S McCartan and C Kvilums, EBDIG-IRC, CEPAD, Coventry University, UK
The ultra-luxury small cruise ship sector has experienced significant growth in recent years. This paper reports on a
design proposal for a catamaran eco-luxury cruise ship, which integrates a Passive Design methodology within the
marine design process, with the objective of reducing the energy consumption of the vessel as an ecological statement
enhancing the sense of luxury within the design. The design is an engagement in luxification, an evolution of luxury in
cruising, creating a new market through Design-Driven Innovation, with the objective of offering green luxury user
experience with a sense of intimacy similar to that of a superyacht. The concept design shows the potential of Passive
Design as a means of reducing emissions in line with EEDI legislation, by reducing hotel loads such as HVAC systems
and lighting.
Passive Design is employed in over 200,000 buildings across Europe and has resulted in the reduction and in some cases
elimination of conventional mechanical HVAC systems by adapting the morphology of a building to the area of
operation, resulting in a low cost solution with minimum environmental impact. This design project is a transfer of
innovation from Architecture and is informed by a RIBA Passive Design best practice case study. The orientation and
location of a vessel is voyage dependant, an analysis of solar variations for a potential vessel route was carried out as an
integral part of the design process. The resulting hybrid passive design solution is user responsive, minimising energy
consumption and reducing operational costs. It is an engagement in Design-Driven Innovation creating the opportunity
for a new eco-luxury sub-sector within the ultra-luxury cruise ship market sector.
NOMENCLATURE

Orientation of the structure (º)

Solar altitude (º)

Vertical shadow angle or profile angle (º)

Azimuth angle (º)

Distance between louvers (m)

Width of louver (m)

Optimal inclination angle of louver (º)

Annual global radiation (w/m2)

Latitude (º)

Daylight factor

Diffused transmittance of the glazing material

Area of glazing (m2)

Total area of internal surfaces (m2)

Maintenance factor

The vertical angle subtended by visible sky (º)

The area weighted average reflectance
1.0 INTRODUCTION
In recent years the cruise industry has responded to
ecological and economic pressures through the
development of sustainability programs as outlined in the
ISO 4001[1]. From waste heat recovery for pre-heating
water and desalinization plants [2] to incorporating at
shore electrical supplies [3] and material waste flow
management schemes [4], the breadth of sustainable
initiatives is growing, as the industry becomes more
aware of client perceptions of environmentalism and
plans to address future environmental legislation.
Due to the increase of user expectations and more
demanding itineraries, combined with the pressures of
rising fuel prices and legislative pressures from the IMO
such as the EEDI, the industry is intending to become
more commercially and ecologically streamlined.
Although a significant impact could be made through the
use of hull optimization [5] programs; Roy et al [6]
identified that significant savings could be made through
the reduction of auxiliaries such as HVAC systems
which account for the majority of hotel energy loads.
Since the energy crisis of 1973 the architectural industry
has had a similar interest in reducing auxiliaries through
bioclimatic design [7]. As the world’s building stock
accounts for nearly 50% of global energy use [8]
government initiatives such as the EU 2002 energy
performance directives, proposed that all new buildings
built after 31st December 2018 will have to produce as
much energy as they consume [9]. This has resulted in a
proliferation of innovative energy reduction strategies to
adapt architecture to its environment of operation, with
the objective of reducing heating, cooling and lighting
loads. As these are the dominant energy uses within
domestic & commercial buildings [10].
In the 1990’s the concept of bioclimatic design was
further developed by Dr. Wolfgang Feist [11], with the
introduction of the Passive Hause. This design adopted
passive technologies such as solar shading, proper
orientation, natural lighting, ventilation, good insulation
and a heat recovery system, resulting in heating and
cooling loads no greater than 10 W/m2. This offered a
reduction in auxiliary energy of 80-90% in comparison to
other residential projects [12]. There are over 200,000
properties all over Europe demonstrating this approach to
design with marked reductions in operational energy.
This paper presents a preliminary design concept which
investigates the potential of the passive design approach
in the marine industry to reduce the energy requirements
of auxiliaries. This was achieved by implementing solar
shading and natural lighting strategies within a virtual
design, the potential reduction in energy consumption of

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
the heating and cooling loads during its annual operation
was determined through simulation using IES.
1.1 BENCHMARKING THE ULTRA-LUXURY
CRUISE SECTOR
This study focuses on 3 key areas types of the vessel:
cabin space; dining areas; lounge areas. As they attribute
to over 60% of the guest area following a spatial analysis
of over 31 different cruise ships and super yachts. The
cabins within the small luxury cruise market are typically
15-20m2. Having a typical passenger to crew ratios 1.6 –
2.5 they offer a more tailored experience than its larger
competitors through the delivery of a more personalized
service. Of the three key area types, cabins are most
susceptible to solar gain as they tend to occupy the
perimeter of the vessel and typically have large window
to wall ratios. Given that the façade design has a typical
U-value of 0.4 W/m2/ºC [13] it is critical that a solar
gain strategy for cabins is developed.
To address the solar thermal gain in cabins, cooling loads
are provided by the HVAC system, which is the largest
electrical load of a vessel's auxiliary system [6].
Therefore a reduction in cabin thermal loads will reduce
energy consumption and hence CO2.
1.2 DESIGN-DRIVEN INNOVATION
The process of Design-Driven Innovation is an
exploratory research project, which aims to create an
entirely new market sector for a given product through
changing the design meaning the user has for the
product. It occurs before product development and is not
the fast creative brainstorming sessions that are typical of
concept generation but a design investigation similar to
technological research [14]. In essence, it is the
development of a design scenario through engaging with
a range of interpreters in technology and cultural
production. Knowledge is generated from immersion
with the design discourse of the interpreter's groups. The
process can be structured or unstructured and is
dependent upon the nature of the relationship of the
client with the interpreters. In this project there was
unstructured design discourse between researchers with
the EBDIG-IRC group at Coventry University, Cruise
ship operators, marine HVAC specialists and a range of
Passive Design experts including architects. It also
included input from their industry networks and a review
of the luxury travel global trend report [15]. This
informed the design scenario used to develop the design
brief.
“The Future of Luxury Travel, A Global Trends Report”
is a qualitative and quantitative research project that is
being carried from 2011 to 2013 [15]. To measure the
main trends and challenges of the luxury travel industry,
an Internet survey with luxury travel buyers and
suppliers has been launched, and one-on-one interviews
with CEOs or senior representatives from major luxury
travel groups worldwide are being conducted. In
addition, focus groups with buyers (tour operators and
travel agents who provide a distribution channel for
reaching the consumer, i.e., the luxury traveller) and
suppliers (including airlines, cruise lines, hotels, etc.)
took place in Singapore and New York. The key
observations of the luxury travel market report were:
 differentiation of ultra-luxury from affordable
luxury
 A re-direction of supply to meet the resilient
demand by the super-wealthy
 To recover ultra-luxury positioning,
authenticity, content, knowledge, real
relationships, customisation and personalisation
are redefined as ruling principles.
 The real luxury culture of service has returned.
 Traditional know-how, choice of materials,
craftsman’s products all contribute to the
uniqueness of product and a one-to-one
relationship with customers.
 Luxury travel providers now focus on
sustainable development and luxury customers
feel more entrusted with social responsibility as
opposed to ostentation.
 By 2020, 100 million outbound tourists from
China are expected.
 The Chinese market is considered the key driver
of global luxury, with an estimated 250 million
Chinese now able to afford luxury products.
 The primary destination for luxury travel is
Europe, listed as the top luxury destination by
41% of the interviewees. France (14%) and Italy
(9%) remain favourites.
 a small number of operators offer cruises aboard
smaller ships (50-100 guests) that can carry a
limited number of passengers and are
exclusively reserved for high-end customers.
The 2012 PSA Cruise Review [16] reported that the most
significant destination development in the UK cruise
market was in the sales of cruises into Western Europe.
These grew 30% in 2011. With Mediterranean cruises
increasing by 10%. There was a significant increase in
winter ultra-luxury cruise bookings in 2011 of 33%
resulting in an annual increase of 7.6%. The ultra-luxury
cruises have maintained a 1.5% share of the total UK
cruise bookings for 3 years of overall market growth.
This consumption trend combined with the global luxury
review identifies the Mediterranean as a growth market
for ultra-luxury cruises. Designed for an international
socially responsible clientele seeking a differentiated
ultra-luxury sustainable small vessel experience.

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
Destination
2001
2007
2008
2009
2010
2011
% change
10/11
Mediterra
nean
334
543
606
592
697
766
10
Northern
Europe
98
213
247
296
303
342
13
Caribbean
146
228
255
275
272
238
13
Atlantic
Islands
77
93
108
102
98
117
19
Other
areas
121
258
261
268
252
237
6
Total
776
1335
1477
1533
1622
1700
5
Table 1 Destinations Booked By UK Passengers (in thousands)
Year
Summer
Winter
Total
% of all
cruises
2005
12765
6311
19076
1.8
2006
12860
5655
18515
1.5
2007
13816
7552
21368
1.6
2008
13238
6427
19665
1.3
2009
14710
7960
22670
1.5
2010
16125
7899
24024
1.5
2011
15371
10498
25869
1.5
Table 2 UK Ultra-luxury Cruise Passengers 2005-2011
Although propulsive power dominates the energy profile
of a cruise vessel, considerable gains could be made from
the reduction of auxiliary electrical loads, which are in
use all year round [6]. This identifies HVAC systems and
associated HECA’s (High Energy Consuming
Application) as design issues to considered by the
perspective of ecological designers.
A holistic design approach has led to a concept which
tackles the issue of both propulsive and auxiliary power,
by adopting a multihull platform. The concept presented
in this paper therefore offers greater stability, lower drag
and greater internal volume which is typically a premium
in most cruise ship designs – with the added benefit of
being able to access shallower locations, adding to the
ultra-luxury experience. This addresses the expectations
of passengers of the small cruise industry, and as a
platform can also support advanced passive strategies
such as the use of thermal mass as implemented in work
of McCartan and Kvilums [17].
The technology platform comparison was developed
through benchmarking current super-luxury mono-hull
cruise ships in term of GA spatial allocation and
benchmarking catamaran designs that could provide
comparable GA areas. Generic hulls (specifications are
shown in Table 3) for the given vessel operational speed
were then compared in terms of hull power requirements
as shown in Fig. 1
Monohull
Catamaran
Loa (m)
90
81
Beam (m)
18
5.5
Hull spacing (m)
NA
22
Displacement (tonnes)
4000
650
Wetted Area (m2)
1500
400
Table 3: Specification of Generic Hulls
Fig.1 Graph of hull speed against shaft power
requirement for comparable monohull and catamaran
platforms.
2. THE PASSIVE STRATERGY
Bioclimatic design [7] creates a design envelope which
takes advantage of natural energy flows within the
environment of operation to reduce energy demand in
order to create a thermally comfortable interior. Design
guidelines from ASHRAE [18] indicated that shading of
fenestration alone can reduce solar heat gain by as much
as 80%.
In examining the importance of fenestration and its
relationship to thermal loads, Aste’ [19] developed an
adaptive shading algorithm to optimise the utilisation of
onsite solar control to maximize natural lighting, while at
the same time reduce solar heat gain. His work on an
office building in Milan Italy demonstrated that the
inclination profile of a shading device is dependent on
the systems geometrical profile, in terms of location,
orientation and time of year.
0
5000
10000
15000
20000
25000
11
12
13
14
15
16
17
18
19
20
21
22
SHP (kW)
Vessel Speed (Knts)
monohull
Catamaran

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
Figure 2: Route of cruise ship from Rome to Lisbon
Kim [20] used IES (Intergraded Environmental
Solutions) software simulations to conduct a comparative
analysis of various shading strategies such as louvers,
overhangs and light shelves for an apartment buildings
in the hot humid climate of South Korea. Through
dynamic modelling an optimized shading device was
developed combining the practices of natural lighting and
solar shading which resulted in a 70% energy saving of
the cooling load. This proposal significantly reduces the
cooling load whilst still retaining visibility and natural
lighting potential which supports the work of Cheng
[21], who suggested that the geometry of shading devices
can facilitate the lighting performance of the room.
Similarly the work of Hammad [22] demonstrated that a
dynamic louver system, with light dimming technology
reduce energy demand by 28.57% - 34.02% for west,
east and southerly facades accordingly, in office
buildings situated in Abu Dubai. Furthermore it identifies
that the gains of a dynamic shading strategy are marginal
compared to an optimized static louver design. These
energy savings may differ when considering the changes
in orientation and climatic variation that the vessel is
likely to experience during an annual itinerary.
Loe [23] identified that interior trim, colour scheme and
surface reflectance have an impact on the potential of
natural light harvesting, and can prevent a gloomy
atmosphere. Interior design is therefore a critical
consideration impacting the performance of natural
lighting and artificial lighting energy requirements. The
European standard SS-EN 12464-1, proposes a list of
surface reflectances that support natural lighting systems
whilst taking into consideration glare and other visual
properties. Dubois [24] reported that increasing the
ceiling reflectivity has a positive effect on energy savings
and leads to a more uniform distribution of daylight
throughout a space.
Informed by the work of Robertson [25] the cabin
interior design aims to support the natural lighting
strategy through the incorporation of furniture and walls
that have a reflectivity of 25% to 45%. An important
consideration identified in the work of Reinhart [26] is
ensuring that the internal arrangement does not obstruct
natural light into the deepest parts of the cabin by
limiting the height and transparency of internal
partitions.
2.1 SOLAR GEOMETRY EVALUATION
The objective of a passive shading strategy is to block
direct solar flux whilst maximising the potential for
natural light into the interior at times appropriate to the
operational profile of the room. Solar geometry
evaluation is critical to the construction, development
and design of a passive shading device. The evaluation is
complicated by variation of latitude and orientation of
the vessel during a journey compared to the fixed
location and orientation of a building.
The first objective of solar geometry evaluation is to
define the shading period. This is typically defined by the
equinoxes in September and March, which approximate
the periods of cooling and heating. However, this is not
necessarily the case as the seasonal changes do not
always lie symmetrical to the summer solstice. It is
common practice therefore to use other methods of
defining the shading period such as degree day selection
proposed by Sargent [27] or dynamic thermal analysis of
a structure to more accurately determine the shading
periods. Dynamic thermal analysis was implemented in
this study through the use of the IES software. The
sensible thermal loads of the test cabin throughout the
year are shown in Figure 3, identifying the periods of
heating and cooling for the southern façade in Barcelona.
It indicates that shading is required from early May to
late October.
Figure 3 - Sensible thermal loads of a test cabin with 1.5m
balcony
The second objective of solar geometry evaluation is to
define the form of the shading device which is a function
of solar geometry. Solar position algorithms were
developed in Matlab, based on the work of Reda [28]
and the evaluation of shading geometry and louver tilt
profiles carried out by Aste [19]. To examine the
influence of latitude variation, the extremities of the
latitude range and the mean value of the proposed
vessel route (Figure 2), are considered by carrying out

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
the analysis at three location: Nice; Barcelona; Malaga.
The solar geometry data for these locations are shown in
Table 4 for a south facing cabin.
Nice (France)
Barcelona(Spai
n)
Malaga (Spain)
Latitude
43°41'34.19"N
41°28'0"N
36°40'11.60"N
December 21st
22.5749
24.1135
29.1743
Shadow Angle
22.7387
24.6314
29.5955
Inclination/tilt
49.6290
45.3043
34.3684
March 21st
45.9886
46.9534
52.0889
Shadow Angle
46.8184
49.0536
53.8429
Inclination/tilt
1.8171
6.4286
16.2774
June 21st
68.6540
68.8038
73.7399
Shadow Angle
69.9636
72.5515
77.1573
Inclination/tilt
49.2292
54.5018
63.8788
September
21st
35.2908
36.9736
42.0128
Shadow Angle
22.0249
37.4962
42.3507
Inclination/tilt
1.7279
17.5726
7.4380
Table 4 - Solar geometry at solar equinox and solstice for a
southern façade at 12 noon (solar time) – showing the shadow
angle and optimum inclination angle of a louver shading device
Santamouris [29] proposed the following relationship
between location and climatic variables such as,
temperature, relative humidity, wind and cloudiness:
     Formula 1
Where  (the annual value of global radiation) varies
with  (latitude). From this Reinhart [26] proposed that
the thermal performance of the vessel will be a function
of the vessels latitude. The vertical shadow angle and
optimum inclination angle for a louver based shading
devices are calculated using equation 2 and 3
respectively – based on the works of Aste [19]. The
variation in these angles over the latitudinal extremities
of the journey profile are shown in Table 4.
   
 Formula 2
 
  Formula 3
3. METHODOLOGY
This preliminary design concept was develop by bench
marking current super luxury cruise ships in order to
elucidate the specifications of the GA. As described in
the DDI section, the use of a catamaran hull to reduce
propulsion energy requirements was achieved through
benchmarking suitable catamaran platforms and
determining their hull powering requirements in
comparison to the existing mono-hull vessels for a range
of cruising speeds. This enabled a reduction in
propulsion CO2 to be estimated and compared to the
reduction of auxiliaries CO2 due to Passive Design. Once
the GA had been developed on the platform using the
principles of Passive Design, the exterior styling was
developed, with the challenge of integrating the louvers
into the exterior form language. The front 3/4 view is
shown in Figure. 4. As the majority of the GA is cabin
space with high glazing ratios, it was decided to focus the
Passive Design analysis on a test cabin geometry.
Implementing the shading geometry methodology for
vessels develop by the EBDIG-IRC at Coventry
University, the study employed the use of IES; a
dynamic simulation software. It was used to evaluate the
influence of balcony depth and 3 passive design
strategies using louvers, namely: static; occupancy based
modulated louver control; solar radiation based louver
control.
Figure 4 - Test cabin geometry
The general configuration of the test cabins has been
based on benchmarking of typical cruise ship designs.
The room geometry shown in figure 4 is a double bed
cabin with a balcony area of 4.67m2. It has a private
balcony access and a large floor to ceiling window,
resulting in a large glazing ratio of 0.53 which is
representative of outside cabins. The thermal attributes of
the test cabin are derived from ISO 7547 [30].
Operational profiles have been developed in accordance
to predicted occupancy levels (typically between 6pm to
8.30am in the morning) which is synchronised with other
potential internal heat gain sources such as media devices
and lighting also outlined in table 5.
Figure 5 - Test cabin configuration inside virtual testing
environment IES
To account for heat transfer to and from the test cabin the
thermal model has been designed so that two additional
cabins are attached in each direction around the test cabin

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
as shown in Fig. 5 this reduces the negative impacts of
sol air temperature and direct solar radiation as
recommended by Kim [20]. As the internal partitions are
not considered adiabatic this configuration helps to create
realistic boundary conditions in respect of the thermal
characteristic and behaviour of the vessel envelope.
IES presented itself as a viable means of simulating a
shading systems within the marine environment as the
weather and climate data for simulations could be easily
modified. This enabled the weather and climate data to
be altered to represent that experienced during a voyage.
Mansour’s [31] study on the validity of IES in a shading
study indicated a good correlation between simulation
and actual results of a self-shading room in kuala
Lumpur, Malaysia, with a variation of less than 10% of
the actual recorded data.
This study utilised three applications within IES,
ModelIT, Suncast and Apache. Apache is used to
conduct dynamic simulation models accounting for
thermal transmissions to and from the test cabin in
accordance to varying external and internal climatic
parameters. Suncast is used to understanding solar
geometry and conducting an initial solar shading
analysis. ModelIT is the CAD package used to model the
primary dimensional and geometric properties of the
vessel and to define the location of operation.
Setting out to identify the relationship between form,
fabric and energy consumption the primary outputs of the
simulations will be based on the cooling, heating and
lighting loads. The results will thus indicate the best
performing design in terms of energy in an evaluation of
the potential of passive shading devices on board cruise
ships. The basis of the methodology is illustrated in
figure 6.
3.1 TEST CABIN GEOMETRY
3.1 (a) Balcony Depth
To evaluate the influence of balcony depth on the
sensible loads of the interior with no additional shading
device Balcony depths from 0m to 2.5m in increments of
0.5m were evaluated at orientations from 0-360 degrees
in increments of 90º.
3.1 (b) Adaptive and Static Louvers
The test cabin geometry used to evaluate the influence of
static and adaptive louvers on solar gain, is shown in
Fig. 7. The static louvers test cabin design is based on a
system of fixed position louvers positioned horizontally
across the cabins fenestration. The following angles of
louver inclination will be examined:0;10;20;
30;40;50;60;70. The adaptive louvers test cabin will be
evaluated under occupancy actuated control and solar
tracking control.
Occupancy actuated control is a system based on an 0
angle louver which completely closes to 90o when the
client leaves the room and reopens when the door handle
is opened. Through dialogue with cruise ship crew a
representative operational profile was developed in
accordance to predicted occupancy levels typically
between 6pm to 8.30am. In solar tracking control the
louvers will dynamically align themselves perpendicular
to the suns position in the sky when solar radiation rises
above 100W/m².
Figure 7: Test cabin exploring the impacts of louvers on
thermal loads
4. RESULTS
4.1 EXTERIOR FORM DEVELOPMENT AND GA
The exterior form is shown in Fig.8, it has a sleek
flowing dynamic form, which visually integrates the
lines of the louvers with the aft deck lines. The integrated
hull and superstructure act as a single form clasping the
balconies, giving a sense of balance to the visual mass of
the bridge deck, due to the perceived high shear line at
the fore end of the superstructure. The thin deck lines and
sun deck form combine with the hull glazing features to
visually accentuate the perceived length of the vessel.
Figure 8: Side view of vessel
The GA, shown in Fig.9 and Fig.10, has been developed
from the principles of Passive Design. The design is a
hybrid passive systems, which utilises cross ventilation
and stack ventilation techniques in addition to the
shading principles discussed, to further reduce thermal
and ventilation loads on the HVAC system. The GA is
configured so that high heat gain areas such as the dining
area and galley are positioned in locations (Wheel House
Deck) which can be purged of heat gains quickly and can

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
take advantage of a natural lighting scheme,
complimenting the locations demands.
External vertical louvers on the upper decks helps funnel
prevailing wind, during desirable climatic periods so that
pressure differentials occur across the vessel to induce a
flow of air. This flows through the internal structure and
out through the stairwells. The stairwells have venturi
apertures on the Sun Deck and all deck level doors are
kept open, in order to maximise stack ventilation
potential. To meet SOLAS fire regulations all doors and
venturi apertures are spring loaded and secured by
electromagnetic locks, which are controlled by the fire
safety system. These are released when fire is detected
closing the doors and apertures, thus containing and
protecting the means of escape.
4.2 EFFECT OF BALCONY DEPTH ON COOLING
LOAD
The results of the influence of balcony depth on cooling
load are shown in fig 11, where by a general trend is
observed which indicates that a greater balcony depth
results in reduced solar gains with those of the south
orientation being more significant. The reduction in
cooling load with balcony depth becomes less significant
after 1.5m.
4.3 EFFECT OF LOUVER SHADING SYSTEM ON
COOLING LOAD
The results of the effect of the different louver control
systems on sensible cooling load for a south facing cabin
are shown in fig 12. Where they are compared to a
balcony with no shading device. The adaptive louvers
control systems are occupancy actuated control and solar
tracking control. Occupancy actuated control is a system
based on an 0o angle louver which completely closes to
90o when the client leaves the room and reopens when
the door handle is opened. In solar tracking control the
louvers will dynamically align themselves perpendicular
to the suns position in the sky when solar radiation rises
above 100W/m². Compared to a 1.5m balcony without
louvers the solar radiation based louver control and the
occupancy actuated control systems offer a reduction in
cooling load of 46% and 59% respectively for the south
orientation, and a reduction in cooling load of 25% and
43% respectively for the North orientation.
4.4 STATIC LOUVER SYSTEM
The simulation results of the annual sensible cooling
loads of the static louver devices, which remain in the
same position throughout the year, are shown in Fig.13.
The column on the left represents a 1.5m balcony
without louvers acting as a comparison to the other
results. The increase in static louver inclination results in
a reduction in sensible cooling with a similar trend
observed with the same system on the northern façade.
The 0 degree louver offering a reduction of 28% in
cooling load compared to a balcony without louvers.
Figure 11: Effects of balcony depth on cooling load (south
façade)
Figure 12 - Effects of louver control on sensible cooling load
on the south facing cabin
The simulation results of the monthly sensible cooling
loads of the static louver devices are shown in Fig.14.
Where they are compared with a balcony without louver.
The results indicate the effectives compared to a façade
with no louver system. The results show that a static
louver system is most effective during the winter and
autumn periods where low lying sun is more likely to
2.1065
1.487
1.092
0.8796
0.7225
0.6246
0.8782
0.748
0.6722
0.6312
0.6008
0.58
0
0.5
1
1.5
2
2.5
0.0m
0.5m
1.0m
1.5m
2.0m
2.5m
MWh
Depth of balcony
Total annual sensible cooling load
- South and Northern facade -
Sensible Cooling Load - South
Sensible Cooling Load - North
0.3612
0.3588
0.4742
0.4742
0.8796
0.6312
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
south
north
MWh
Annual sensible cooling loads of different
louver opperation modes
Occupancy Based modulated louver control
Solar Radiation Based louver control (100 w/m2)
Balcony of 1.5m depth with no additional shade

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
result in solar exposure to the interior and most likely to
affect radiant temperatures inside the cabin.
Figure 13 - Effects of static louver control on sensible cooling
loads on the south facing cabin (description)
Figure 14 - Monthly sensible load profile for a south facing
cabin
5. DISCUSION
The Design-Driven Innovation approach applied to this
vessel design has used technology innovation from
architecture to reduce the auxiliary loads combined with
the use of a catamaran hull to reduce propulsive power
requirement compared to monohull with the same GA
area, resulting in a vessel which embodies the meaning
of eco-luxury. This is further enhanced by the use of a
gas turbine operating LNG. All of these factors help
address future CO2 legislation such as EDDI. The
beam/length ratio of the catamaran platform enabled it to
more effectively engage in best practice passive design
strategies inspired by the CTU building which is a RIBA
case study of best practice Passive Design.
In the thermal simulation of the test room using IES, a
number of assumptions were made in terms of the fabric
properties of the room and the thermal connection to the
rest of the vessel. The material properties we set to those
stated in ISO 7547 [30] and it was assumed that there
was no thermal bridging. Due to the nature of ship
construction it is highly likely that thermal bridging will
occur, this could be mitigated through evaluating the
construction process and identifying innovative
architecture technical solutions introduce insulation to
critical areas. This is also a consideration for the
implementation of Passive Design in refit, where thermal
imaging technology, currently used to condition monitor
buildings for heat loss, could be used to identify key
thermal bridges in need of insulation.
In discussing the Passive Design results for the cabin it
is important to consider the significant difference
between applying the principles of Passive Design to
architecture and naval architecture. An architect analyses
the site of a building to determine the optimum fixed
orientation of the building in the environment. Whereas,
a naval architect must consider the passage of the vessel
and statically analyse the range of latitude and
orientation experienced for the whole of the passage. To
this end, the latitude mid-point was chosen for the
purpose of the analysis, with both North and South
orientations being used to respectively represent the
minimum and maximum extremes of solar exposure that
the test cabin could experience under passage. Using
these conditions we can determine maximum and
minimum energy saving potential of the Passive Design
strategy. A more detailed journey analysis will be carried
out in further work to accurately quantify the energy
saving and determine the effectiveness of a given Passive
Design proposal to a variation in vessel route as vessels
are used in a range of passages during their operational
lifetime.
Examining the effect of balcony depth on cooling load,
shown in Fig. 9, there is a marked effect in reduction
from 0 to 1.5m for both North and South orientations of
28% and 58% respectively, with a lesser reduction effect
between 1.5m and 2.5m, of 8% and 28% respectively. It
was on the basis of these results that the balcony depth
was fixed at 1.5m to evaluate the further potential cooing
load reduction that could be provided by louvers. A
further evaluation will be required to determine the
potential cost benefit of greater balcony depths in terms
of material and construction costs against CO2 and fuel
cost reduction. Given the significant displacement of
cruise ships the additional balcony mass would be
insignificant in term of hull performance. The
implication of implementing the 1.5m depth balcony in a
vessel is that it will reduce the cooling load of between
0.8796
0.6319
0.5766
0.5466
0.5466
0.5211
0.5143
0.5101
0.5082
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.5
0
10
20
30
40
50
60
70
MWh
Annual sensible cooling loads of different static
louver configurations (south)
0
0.02
0.04
0.06
0.08
0.1
0.12
0.14
0.16
MWh
Monthly sensible cooling loads
- Southern Facade -
0
10
20
30
40
50
60
70
no louver

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
28% and 58% depending on its orientation time history.
Further work will examine the sensitivity of the balcony
depth to variations in vessel passage in terms of latitude
and orientation time history.
Three types of louver were evaluated to determine their
ability to further reduce the cooling load in addition to
the use of a 1.5m depth balcony, namely: static;
occupancy based modulated louver control; solar
radiation based louver control. The static louver system
involved evaluating a fixed angle louver systems with
the following louver angles: 0;10; 20; 30 ; 40 ; 50; 60;
70. The annual sensible cooling loads of the different
static louver configurations is shown in Fig. 13 for South
orientation, with the 1.5m depth balcony without louver
included for comparison. Here the 0 angle louver system
reduces the cooling load by 28%. The increase of louver
system angle from 0 to 70 degrees decreases the cooling
load by an additional 20%, this relationship needs to be
considered in the context of solar illumination of the
room. The louver angle of 50 degrees can achieve a
cooling load reduction of 19% while maintaining a
reasonable level of solar illumination of the interior. This
will need to be considered as part of the interior design
process to select the reflectivity of colour, trim and
furniture geometry to achieve suitable levels of
illumination. The monthly sensible cooling loads of the
different static louver configurations are shown in Fig.
14. The difference in cooling load with the
implementation of louvers is most pronounced in the
autumn and winter seasons from October to March. Here
the cooling load in February without louver is a factor of
17 higher than the cooling load with the 0 degree louver,
in March it is a factor of 11 higher. The factor by which
the cooling load without louver is higher than the cooling
load with the 0 degree louver has lower values in Oct
(1.8), Nov (3.5), Dec (3.25) and Jan (3). This is due to
the low Winter sun penetrating the test room, illustrated
by the fact that the cooling loads for 0 degree louvers are
a factor higher than the 10 degree louvers of 3.5 in
December and 3 in January.
The occupancy based modulated louver control is a
system based on an 0o angle louver which completely
closes to 90o when the client leaves the room and reopens
when the door handle is opened, so that the users
experience of the room is unaffected. Through dialogue
with cruise ship crew a representative operational profile
was developed in accordance to predicted occupancy
levels typically between 6pm to 8.30am, which assumes
that for the most of the day the occupants are enjoying
on-board facilities or exploring the port of call. In
contrast to this the solar radiation based louver control
varies the tilt angle of the louver to fixed values
depending upon the level of solar radiation detected by a
sensor. This system would require a more complex
control system than the occupancy based control. The
result of both systems is shown in Fig. 12 compared to a
balcony of 1.5m depth without a louver system for both
north and south orientations. For both orientations the
occupancy based modulated louver control has the lowest
cooling load. For the south orientation it is 59% less than
balcony without louvers and 24% less than the solar
radiation based louver control. For the North orientation
it is 43% less than balcony without louvers and 24% less
than the solar radiation based louver control. The
consistent results of the solar radiation based louver
control regardless of orientation are a consequence of it
being a closed loop control system. The implication of
occupancy based modulated louver control results is that
a vessel using it will have a reduction in cooling load of
between 43% and 59% depending on its orientation time
history, in addition to the reduction achieved in using a
balcony. Both occupancy based modulated louver
control and solar radiation based louver control show
superior performance when compared to the static louver
control, where they are superior to the 70 degree angle
offering a greater reduction in heat loss of 29% and 7%
respectively for South orientation. Further work will
examine the sensitivity of the various louver control
systems to variations in vessel passage in terms of
latitude and orientation time history.
It is important to note the subsequent negative impact on
natural lighting of the interior, which reduces as a
consequence of greater balcony depths. The southern
façade experienced a reduction in average daylight
factors from 2.2% to 0.3% with a balcony depth increase
from 0.0m to 1.5m, encouraging the use of artificial
lighting systems which act as parasitic heat gain source
to the internal thermal environment. However,
considering the periods of occupancy and the associated
heat gains of natural lighting within the cabins this may
be negligible. The depth of the balcony therefore
obstructs the sky and reduces the visible sky angle,
typically measured from the geometric centre of the
glazed façade (ϴ), reducing daylight factors (formula 4).
This will have a greater importance in areas occupied
during the day such as dinning and lounge areas, which
could benefit from a natural lighting scheme to reduce
the use of artificial lighting technology. This has to be
carefully considered during the design phase and is a
factor dependant on the function and use of the room, as
well as the glazing area.
     Formula 4 – [32]
In summary the combined effects of both an occupancy
dependant louver system and a balcony depth of 1.5m
provides an optimum reduction in sensible cooling loads
showing a total reduction of 83% (1.7453 MWh) and
59% (0.5194 MWh) for south and north orientation
respectively compared to a facade with no balcony depth
or shading. Additionally an occupancy based louver
system would benefit from the maximum natural lighting
potential when the room is occupied instead of being
obstructed.
In order to estimate the annual CO2 reduction and fuel
reduction achieved by these potential reductions in

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
cooling load through passive design, it is assumed that
the cooling load is provided by a MAN ME-GI engine
operating on LNG. The efficiency losses in generating
electricity, electricity transmission losses and the HVAC
system efficiency losses in converting electrical energy
into cooling load are ignored, resulting in a
underestimate which will be refined through further
work. A MAN ME-GI engine operating on LNG has a
SFC of 0.125kg/kwh and CO2 emissions of 462g/kwh
[33]. On this basis:
Maximum annual CO2 reduction per room
= 462g/kwh x 1745.3kwh = 806kg
Minimum annual CO2 reduction per room
= 462g/kwh x 519.4 kwh = 240kg
Maximum annual fuel reduction per room
= 0.125kg/kwh x 1745.3kwh = 218kg
Minimum annual fuel reduction per room
= 0.125kg/kwh x 519.4 kwh = 65kg
Min
Max
Min
Max
No.
Rooms
CO2 (kg)
CO2 (kg)
LNG
(kg)
LNG (kg)
30
7,200.00
24,180.00
1,950.00
6,540.00
50
12,000.00
40,300.00
3,250.00
10,900.00
100
24,000.00
80,600.00
6,500.00
21,800.00
300
72,000.00
241,800.00
19,500.00
65,400.00
700
168,000.00
564,200.00
45,500.00
152,600.00
1100
264,000.00
886,600.00
71,500.00
239,800.00
Table 6: Range of potential annual CO2 and LNG
reduction for different vessel sizes operating in the
Mediterranean
The potential of Passive Design to reduce annual CO2
emission and LNG consumption is shown in table 6. This
needs to be evaluated in terms of the propulsion CO2
emissions. The graph of hull speed against power
requirement for comparable monohull and catamaran
platforms (Fig.1) shows a power saving and hence CO2
reduction of 56% for the catamaran over the monohull at
13Knots which increases to 68% at 22Knots. This clearly
shows the potential of the catamaran platform based on
the target displacement of 650tonnes, which will be
evaluated in further work to determine the potential of
sustainable manufacturing technology to meet this target.
To develop an analysis of operation profile, it is assumed
that each cruise is 14 days in duration, resulting in 25
cruises per year with 15 days for vessel maintenance and
the journey distance is assumed to be 1425Nautical
Miles. The comparison of potential CO2 reduction of
Passive Design as a percentage of annual propulsion CO2
for a range of vessel speeds are shown in Table 7. Here
the potential of Passive Design to reduce HVAC CO2
ranges between 21% and 70% at 11Knts decreasing to
between 4% and 13% at 22knots. This is due to the
significant increase in propulsive power with increasing
vessel speed. For an average cruise speed of 11 Knots,
the potential reduction is significant in the context of
propulsion CO2 and will be evaluated in the context of
EDDI in further work. As previously discussed the range
are a consequence of the vessel orientation, dependant on
its orientation time history.
While the key objective of the preliminary design
presented was to engage in Design-Driven Innovation,
creating the opportunity for a new eco-luxury sub-sector
within the ultra-luxury cruise ship market sector, the
significant reduction in CO2 and fuel has significant
implication for large cruise vessels in terms of operating
costs and future emission legislation.
Max PD
potential
Min PD
potential
Annual
CO2
Reduction
CO2
Reduction
Vessel
Propulsion
as % of
annual
as % of
annual
Speed
(Knts)
CO2 (kg)
Propulsion
CO2
Propulsion
CO2
11
36,733
70%
21%
12
45,454
57%
17%
13
55,406
47%
14%
14
66,395
39%
12%
15
77,973
33%
10%
16
90,732
28%
8%
17
102,865
25%
7%
18
114,221
23%
7%
19
126,056
20%
6%
20
145,765
18%
5%
21
169,176
15%
5%
22
194,521
13%
4%
Table 7 Comparison of potential CO2 reduction of
Passive Design as a % of annual propulsion CO2 for a
range of vessel speeds
The design proposal demonstrates the potential for
engaging in the drivers of the eco-luxury market through
the reduction in CO2 from both propulsion (catamaran
hull and LNG fuelled engine) and Passive Design, it
needs to be quantified in terms of Design-Driven
Innovation from a user perspective. Further work will
examine the psychological impacts of shading and
natural lighting schemes on users experience and
concepts of luxury. It could be argued that a Passive
Design strategy ameliorates psycho-pleasures as defined

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
by Jordan [34] as well as the ecological and economic
benefits.
6. CONCLUSION
The ultra-luxury small cruise ship sector has experienced
significant growth in recent years, which is predicted to
continue, with the Mediterranean showing significant
potential for this market sector. In this operational area
HVAC has been show to be a significant requirement and
a major contributor to vessel auxiliary loads.
The preliminary design proposal of a catamaran eco-
luxury cruise ship, integrates a Passive Design
methodology within the marine design process, resulting
in a potential reduction in cooling load between
519.4kwh and 1745.3kwh per cabin per annum.
Achieved through the use of a 1.5m balcony and an
occupant responsive louver control system. A more
detailed statistical analysis of vessel orientation and
latitude during a journey will be required to determine
the actual cooling load reduction for a given journey.
The cabin dimensions and fabric properties were
determined from benchmarking and ISO 7547
respectively[30]. This assumed no thermal bridging in
the vessel structure connecting to the cabins, which may
not be the case due to vessel construction methods.
While the design proposal demonstrates the potential for
engaging in the drivers of the eco-luxury market through
the reduction in CO2 from both propulsion (catamaran
hull and LNG fuelled engine) and Passive Design, it
needs to be quantified in terms of Design-Driven
Innovation from a user perspective. Further research will
be required to examine the psychological impacts of
shading and natural lighting schemes on users experience
and concepts of luxury. This will inform future interior
design methodologies.
The potential of Passive Design to reduce the CO2 and
fuel consumption for large vessels, while not being the
key objective of this work has been shown to be
significant. On this basis Passive Design could become
an integral part of a future strategy to enable large cruise
ships to address EEDI and other future emission
legislation.
7. ACKNOWLEDGEMENTS
The authors wish to thank BMT Nigel Gee, MJP
architects and the engineers of Nauticool, for their
support with technical discussions on the design proposal
presented in this paper. We would also like to thank
Albert Nazarov of Albatross Marine Design, for his
support with hull power requirement calculations, and
Maria Lagoumidou, Naval Architect and Marine
Engineer, who supported the GA development.
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9. AUTHORS BIOGRAPHY
Dr Sean McCartan holds the current position of Course
Tutor, Boat Design at Coventry University, UK. His key
research area is the TOI (Transfer of Innovation) from
the automotive industry to the marine industry in the
areas of Design-Driven Innovation (DDI), advanced
visualisation and Human Factors Integration (HFI). He
leads the EBDIG (European Boat Design Innovation
Group) network, which includes Genoa University, TU-
Delft and a number of leading European marine design
consultancies.
Chris Kvilums is currently a PhD student at the
EBDIG (European Boat Design Innovation Group)
research centre within the Department of Industrial
Design, Coventry School of Art & Design, Coventry
University. His research focus is on the development and
implementation of Passive Design methodologies within
the commercial and leisure marine industry sectors. He
has several years’ experience of working with the Italian
super yacht industry.

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
Width
3.0m
Length
6.90m
Height
2.10m
Plan area and volume
22.1m2 (including balcony)
Surface to volume ratio
0.47
Infiltration airflow rate
0.167 ach
Window to wall ratio
0.11
Window height
2.0m *door height
Window area
4.09m2
T Summer-set-point
27ºC
T Winter set point
22ºC
Humidity set point
(max)
50% relative
Humidity set point (min)
n/a
U glazing
2.4
Glass G value
0.70
U Frame
2.7
U wall (external/internal)
0.4014/0.5065
U ceiling
0.4089
U floor
0.4089
Occupancy Density
18.58 m2/person
Occupancy scheduling
7 days a week
6pm – 8am the following morning
illuminance level on
work plane (min)
300lux
illuminance level on work plane
(max)
500 lux
Heat gains electrical
Fluorescent light bulbs 9.69
W/m2
Heat gains occupants
73.27 W(Sensible gain)
58.61 W (Latent gain)
Cooling SEER (fan
coils + water chiller)
Complete chiled water air
conditioning system with
individual air handlers in each
cabin
Heating SCOP (fan coils + heat
pump)
Complete chiled water air
conditioning system with
individual air handlers in each
cabin
Weather data
Barcelona
Roma
Nice
ESP_Barcelona.081810_IWE
C.epw
ITA_Roma-
Fiumicino.162420_IGDG.epw
FRA_Nice.076900_IWEC.epw
Table 5 - Basic geometric data and thermal characteristics of test cabin
Figure 6 - data collection and simulation sequence

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
Figure 9: GA of Helios

Design & Operation of passenger ships, 20-21 November 2013, London, UK
© 2013: The Royal Institution of Naval Architects
Figure 10: GA of Helios