Strict regulations for carbon emissions from ships are introduced by the IMO and the EU. Various emission mitigation measures and low-emission fuel strategies provide solutions to reduce carbon emissions. This paper compares emission mitigation measures and low-emission fuel strategies for short-sea ships, within the constraints of regulatory compliance. Furthermore, cost sensitivity of measures to fuel, EU ETS and TCE price are compared. The results support shipowners and financiers in making robust investment decisions, and provide insight into the effects of regulatory incentives to regulators.

The maritime industry faces a lot of uncertainty, and the energy transition has only increased this uncertainty. Ships will probably have to be converted to an alternative fuel during their lifetime and methanol seems to be the fuel with the most potential for offshore ships. By preparing for this, Design-for-Conversion to methanol, the costs of changes can be significantly reduced with only minor investments during the new building phase. The added design preparations pay for themselves only if they are being used in the future. However, due to large uncertainties, it is unclear whether a ship is actually converted to methanol in the future. Therefore, an answer had to be found to the main research question: How to determine the value of Design-for-Changeability under uncertainty to find the optimal DFC level when preparing for conversion to methanol?

From the literature is concluded that Design-for-Changeability principles can help to deal with uncertainty during a ship's lifetime. Moreover, Real Options Analysis is selected from the literature, as a method to deal with decisions and uncertainty when designing for conversion to methanol. By means of a combination of these methods, a methodology is established which is used in a case study.

In the case study, it was found that waiting with the execution of conversion to methanol results in decreasing added value of Design-for-Conversion. Moreover, it was found that the Discount Rate used for Net Present Value calculation significantly impacts the choice of whether to prepare a ship for methanol. It can be concluded that an instigator is needed so that ships are converted to methanol. Two instigators have been researched, a carbon pricing measure and a ban on harmful emissions. It can be concluded that a carbon pricing measure is only effective if the right price is established, while a carbon ban is highly effective as ships are converted instantly.

The combination of methods, the Design-for-Changeability principles together with a Real Options Decision Tree, provides a suitable framework to quantify the impact of Design-for-Conversion to methanol under uncertainty.

Many recycled materials in different industries are traceable. The recycled content is often known in percentages. Steel is a material which gets recycled almost 100%. However it is not common practice to specify the recycled content for steel products. From a sustainability point of view this information can be very valuable. This thesis identifies the barriers and opportunities for a class notation that specifies the recycled content of a vessel or marine structure. Furthermore, the way certification of steel would influence trust, traceability and transparency of a circular economy in the shipbuilding industry has been investigated. This was done from the point of view of a classification society but to reach the conclusion, the entire shipbuilding value chain has been investigated. Semi structured interviews were held with different stakeholders from the ship building value chain. These interviewees were steel manufacturers, original equipment manufacturers, ship yards, recycling yards, classification societies, financial institutions, ship repair yards and shipping companies. Barriers that were found are, amongst others, technical feasibility, steel market, yard logistics, customer willingness to pay, green washing, ship recycling standards, demographic differences, etc. The first conclusion is that, although sustainability is high on the agenda for most companies, the efforts and goals on this matter are scattered and uncoordinated. All stakeholders, except for the steelmakers, see the benefit for certification of recycled steel in terms of increased sustainability. The steelmakers possess the ability to provide all necessary information and there are no technical barriers. This means that they are able to provide steel products with a specified percentage of recycled content. The main barrier for different stakeholders are the extra resources they need to spent to incorporate a new type of certification into their business processes. None of these stakeholders want to take the risk as a single player, but are willing to take part once collaboration amongst all stakeholders are guaranteed. This creates the business opportunity for classification societies to provide this opportunity and take the lead for this innovation. A review of current certification steps for steel products has been made and adapted to include extra steps to certify the recycled contents. The effect of this extra steps with regard to stakeholders downstream has been investigated and validated by means of the interviews. Another topic is the digitalisation. Because of the increased ability to process big data, there are opportunities to tackle certification of recycled products and the subsequent traceability by means of blockchain technology. These opportunities are identified and are proposed as optional further research topics.

The maritime industry has long relied on oils and heavy fuels as main energy carriers. The shipping sector still accounts for an important 2.5% of global greenhouse gas emissions. On top of this, current industry fuels contain high levels of sulfur and release nitrogen oxides upon combustion, which both can be extremely harmful to local environments and ecosystems. The largest body in marine regulation; The International Maritime Organization (IMO) has set a goal in reducing total industry emissions to 50% relative to 2008 levels. Additionally,the European Union has passed a series of regulations and targets relating to shipping. However, most of the regulations passed are not yet binding and it is not entirely clear how these goals are to be accomplished.

One of the most promising current solutions to this problem lies in the use of biofuels. These sustainably-sourced combustibles can cut-back total emissions by considerable amounts and are supportable in the medium to long term. Past use of biofuels has been centered around drop-in fuels produced from first-generation feedstock sources largely based on oil, such as biodiesel. However, recent European regulations are trying to move away from oil-based fuels and first generation feedstocks due to Indirect Land Use Change (ILUC) concerns. Several studies have outlined alcohols (bio-methanol and bio-ethanol) as well as bio-methane as some of the best-positioned fuels for research and development.

Similar to first generation biofuels, a large concern surrounding these newly proposed fuels relate to the feedstock availability. The challenge with biofuels is therefore creating cost-effective supply chains that are able to meet market demands while still reducing life-cycle emissions.

This paper creates a MILP model under a set of scenarios to understand the best-suited fuels, feedstocks and supply chain paths for the period 2025-2030. Several biomass supply and energy demand conditions are estimated across Europe for the years in question and used to analyze distinct possibilities. It is found that while the supply of these fuels is feasible, a combination of the three is best suited to meet the energy demands. The biggest obstacle to all three fuels are the refinery capacities across Europe, which. It is also discovered that forestry residues represent the most likely candidate for fuel production and to a smaller extent, animal wastes. The production and small scale adoption of these fuels is possible (in terms of supply concerns) however, much is needed in the regulatory aspect to make sure the move towards these fuel options is achieved.

As liquid bulk vessels are berthed in ports, auxiliary engines generate the electrical power demand, which emissions have a negative effect on the environment and local air quality in ports. Shore power is an effective solution for this problem. However, the large costs of implementing shore power and the absence of a technical safe design standard led to no adaption of shore power. Currently, there are no insights in the costs and utilisation of shore power in the liquid bulk industry.
This thesis used an adapted systems engineering approach for a framework with a technical background and shore power concept evaluation. The shore power evaluation on costs and power utilisation combines the Life Cycle Costs approach and operational tanker data. By designing a model that evaluates the costs and utilisation for terminal and ships, insights for the business case for shore power have been obtained.
Shore power implementation is extremely sensitive to utilisation, if the shore power readiness of ships is low at the terminal, it will be economically unfeasible. As well as for the ships, if no ports with shore
power can be visited, shore power is not at all costeffective.
The chemical shortsea market has the most potential for shore power implementation, due to the frequent visits of ports in Europe. This thesis has found that shore power can be economically feasible when European shortsea shipping is implemented in EU ETS with a CO2 price. The required CO2 price ranges from 33 to 84 €/ton depending on either 100% to 50% of shore power visits of the vessels, respectively. The terminals are unable to provide low shore power prices with only the vessel utilisation, therefore subsidy ranging from 25 to 100% is required on the investment, depending on the terminal. The emission reduction potential of shore power is good, with no local emissions in ports and the power generation emission reduction of 80 to 90% per pollutant.
Currently, shore power for the chemical industry is not economically feasible but provides a good emission performance in the port. For all evaluated shore power systems, EU ETS CO2 prices are required for shipping and subsidies for the terminal investment. The best performing shore power concept on based on technical, economical and utilisation feasibility is the aftship based shore crane and reel, resulting in the best costeffectiveness.
In order to introduce shore power to the liquid bulk market, CO2 prices on shipping of at least 50 €/ton is required and subsidies of at least 50% of the investment for terminals are required.

To support Van Oord’s path towards a low-emission future fleet, this thesis has focused on the technical, environmental and economic impact of a methanol hybrid power plant design for new-build offshore working vessels (OWVs). These Dynamic-Positioning (DP) vessels are known for their large and dynamic power plants and have to limit their NOx emissions in order to comply with IMO Tier III regulation. The research objective has been to assess the cost-effectiveness of a methanol hybrid power plant solution to reduce CO2 emissions of new-build OWVs relative to other alternative fuel options. As alternative fuels, both bio-diesel and ammonia have been selected as benchmark options. Two models have been developed to find the cost-effectiveness of the methanol and benchmark power plant solutions to reduce CO2 emissions. These models are a power plant model (PPM) and a cost assessment model (CAM). The PPM consists of an engine model, a battery model and a power management model. For a specific engine type, the engine model determines the fuel consumption and emissions performance by using available engine data. Next, based on the principle of equal energy consumption and relative fuel characteristics, these fuel consumption and emission performance are adapted in order to represent methanol or one of the benchmark fuels in the selected engine type. The battery model is established in line with DP hybrid power plant requirements and the power management model acts as a connecting link to bring the engine model and battery model together on a power level. The CAM uses the PPM output to find the relationship between costs and CO2 reduction for each power plant solution. This is done by comparing the annualized Total Costs of Ownership (TCO) and the Life-Cycle (LCA) CO2 emissions of each solution with a diesel-based configuration. In this comparison, the annualized TCO consists of the yearly operational costs and annualized investments costs of each solution. The life-cycle emissions account for both well-to-tank (WTT) and tank-to-propeller (TTP) emissions of each fuel type. A case study considering the Bravenes, a flexible fallpipe vessel within the fleet of Van Oord, has been carried out to bring the developed models into practice and to provide a solution to the research objective. The technical details of this vessel have been used to create the methanol and benchmark power plant solutions which comply with both IMO Tier III and DP regulations. Next, a representative load profile of the vessel has been applied to simulate the performance of the different power plant solution for a duration of one year. Based on these simulation results, it has been found that the methanol solution has a CO2 reduction potential up to 99% and a CO2 price of 78 euro per ton CO2 reduction. This means that methanol is most cost-effective in comparison to both the bio-diesel and ammonia power plant solutions. Relative to methanol, the battery has a similar CO2 price of 79 [euro/ton CO2], but has a CO2 reduction potential of 8.5% only. To motivate Van Oord to invest in a methanol hybrid power plant solution for new-build OWVs, external or internal incentives are required to bridge the CO2 price gap between the methanol hybrid solution and a diesel-based configuration. As external incentives, the expected CO2 tax and / or subsidy for the use of advanced fuels are particularly interesting to consider for new-build investment decision in 2021 and beyond.

The supply for luxury yachts is growing which increases the competition between yachtbuilders. Additionally to lead time reduction, yachtbuilders are trying to maximise their output with the available space. This puts extra pressure on the logistics process. Waste in the logistics process reduces the efficiency and for that must be avoided. The available data of the logistics process of yachtbuilders can be limited since it is not their core-business. The objective of this thesis is to explain how a model of the logistics process of a yachtbuilder can be made and how it can be used to improve and predict the logistics performance. This thesis focuses on improving the interior logistics process at yachtbuilder Oceanco by reducing the non-value added movements waste.