This master's thesis addresses the urgent need to reduce the marine industry's environmental impact. Van Oord, a marine player, aims to achieve carbon neutrality by 2050. The study investigates integrating methanol-fueled Solid Oxide Fuel Cells and batteries into the cable laying vessel NEXUS's power plant. The research shows that integrating these technologies can offer acceptable operational capabilities and substantial greenhouse gas emissions reductions in the medium term. However, short-term implementation faces challenges due to current SOFC limitations. Economically, long-term fuel cost savings make this integration viable, despite high initial capital expenditure. The study includes a literature review favoring SOFCs and methanol for cable laying vessels. The case study proposes a 1926 kW SOFC and a 1195 kW battery pack integration, resulting in significant fuel consumption and emissions reductions while complying with regulations. In conclusion, integrating methanol-fueled SOFCs and batteries in cable laying operations presents an opportunity for efficiency improvement and GHG reduction, with long-term economic benefits. This supports Van Oord's commitment to carbon neutrality and addresses the marine industry's environmental challenges

This thesis presents a data-driven design approach for emission reduction using bunker delivery notes (BDNs) to help support the revised IMO strategy to achieve net-zero greenhouse gas emissions by international shipping close to 2050. This research supports the Horizon Europe’s Digital Twin for Green Shipping (DT4GS) project which focuses on the development of digital twins (DTs). Part of this project involves the development of a DT-supported method for the design and retrofit of ships. DTs are a promising approach for supporting maritime decarbonization efforts due to their simulation and big data handling capability. Despite the abundance of shipping data and growing digitalization, the potential of using ship operational data for decarbonization efforts remains not fully exploited. A data-driven method such as a DT could fill this gap. However, as DTs, by definition, require real-time connection between a physical entity and the digital representation, developing a true DT for new-build alternatively fueled ship designs remains a challenge. This research thus starts by looking into retrofitting using data from existing ships. A design framework is proposed to construct digital models to support a DT for retrofitting purpose. The proposed framework is tested on a case-study using a 300-meter bulk carrier. Since January 2019, operational ship data is collected through BDNs, a mandatory data collection method for ships of 5000 GT and above, adopted by the IMO. Constructing a DT based on BDNs is considered to be convenient as it provides a solid source of operational data in the future. First, the available data from the BDNs is preprocessed using an adopted framework based on data science literature. The resulting 5,678 data points are used for the construction of a model representing the bulk carrier and a model representing the green ship technologies part. A fuel consumption model is constructed to represent the bulk carrier. It utilizes a gray-box modeling approach, consisting of a white-box resistance model and a black-box artificial neural network. Both models incorporate environmental-dependent inputs. The investigated green ship technologies for the potential retrofit are represented by various wind-assisted ship propulsion (WASP) systems, namely a towing kite, a DynaRig sail, and a Flettner rotor. These systems are modeled using a white-box modeling approach, together with available wind data. Using an adopted integration framework, based on the propeller-engine matching procedure, both representations are combined into one green ship digital model. An environmental assessment is performed using the IMO's EEXI and CII assessment tools, respectively evaluating the design and operational aspects of the potential retrofit. Additionally, a financial assessment is conducted using the payback period. Results showed the design implications and emissions reduction potential of implementing such systems which will guide the retrofit decision by the ship's owner.

Crew transportation executed by vessels started as a result of the development of offshore platforms close to land. Due to the growing oil demand in combination with limited space for new installations in shallow water areas, these platforms have expanded to deepwater locations. To transport crew over these longer distances, helicopters are used nowadays. Offshore crew transportation is driven by cost, safety, comfort, speed, workability, logistical solution, integrated solution, resilient solution and reputation. An assessment of these concludes that vessels can compete with helicopters for crew supply in the offshore market. Subsequently, an analysis to understand the performances of existing Crew Transfer Vessels competing with helicopters, results in the identification of a market gap: vessels that can operate in mild sea conditions and sail long distances at high speed. This research aims to develop a concept design for a Fast Crew Supplier (FCS) that fits the market gap while scoring better relative to helicopters on the combination of cost, safety, comfort, and speed. The selection of the vessel design requirements is based on detailed characteristics of West Africa, the Mexican Gulf of Mexico and the Middle-East. Main design requirements for the concept design are the significant wave height between 1.5 and 2 meters, speed between 35 and 40 knots, personnel capacity between 80 and 150 and a range of 1200nm. Since the vessel has to transfer and transport personnel, it should perform well at zero and at high speed. In addition to the above described criteria, the hull design and its dimensions have the most influence on the goal of the concept design, according to the elaborated House of Quality (HoQ). Hull-types considered for the design are the mono-hull, catamaran, trimaran, SWATH, hydrofoil, WIG and ACV. With the use of literature research, the seakeeping analysis program (SHIPMO) and costs calculated, the most attractive hull design relative to the boundary conditions has been defined the mono-hull. This was possible by processing the results into unitless measures using elements of the Multi-Attribute Utility Theory (MAUT) Optimal dimensions are determined after an iterative process of the arrangements of the vessel in combination with stability characteristics. In this, the calculation and evaluation of the longitudinal centre of gravity (LCG) and the metacentric height (GM) have played a major role. The final length is 51m, and the final beam is 8.2m, which results in the concept design FCS 5108. According to the results of speed, range, significant wave height and cost, the FCS 5108 fits the market gap. Comparing the FCS 5108 to a helicopter as crew transportation to an offshore field with three platforms in West Africa, the concept design is considered significantly more cost-effective, safer, more comfortable, and fast enough. To conclude, the FCS 5108 fits the market gap and scores better on the combination of the four design drivers relative to helicopters. For the further development of this concept design, it is recommended for Damen to continue in the Systems Engineering Approach and Design Spiral.

The offshore wind energy sector is rapidly growing with an increase in the capacity of offshore wind turbines, resulting in increasing dimensions of offshore wind turbines and their foundations. Additionally, there is a tendency to locate offshore wind farms more offshore because of more consistent wind speeds and more space. Sites with a water depth less than 70 metres are suitable for fixed-bottom foundations. A commonly applied fixed-bottom foundation is the monopile due their simplicity, ease of installation, and relatively low costs. Over the past years, the diameter of the monopile increased from an average of 5 metres tot 10-12 metres. These ever-growing monopiles need to be installed from floating vessels, such as heavy lift crane vessels, which are not dependent on water depth, instead of jack-up vessels. During installation, heavy lift crane vessels form a multi-body system with the crane and monopile and pile gripper ring, inducing coupled dynamic behaviour, resulting in resonance behaviour. Currently, monopiles are installed at the side of a heavy lift crane vessel. However, a new technology is in development to install monopiles in a recess at the stern of the vessel. The upending and lowering of stage of monopile installation are considered as critical events and it is obligatory to assess the operational limits of these stages during the planning phase. The purpose of this thesis is to compare side and stern installation of 2XL monopiles from a heavy lift crane vessel during the upending and lowering phase in terms of operational limits. Therefore, a case study is performed, using Hornsea Offshore Wind Farm on the North Sea as a reference project. Time-domain simulations are conducted in OrcaFlex for various significant wave heights and spectral peak periods for both side and stern installation. The operability of the mission equipment is assessed, resulting in a comparison for side and stern installation. It is found that during upending stage, stern installation provides a larger operability window compared to side installation. During the lowering stage, side and stern installation have a comparable operability window. In conclusion, stern installation shows promising results to further develop this installation method.

In response to the leading narrative of increasing sustainability in the yachting sector, a research collaboration is started between the Delft University of Technology and Dykstra Naval Architects to examine the potential use of hydro generation on board sailing superyachts. By harvesting energy from the water flow when under sail, diesel generator use can be limited, reducing overall emissions. Currently, it is not yet possible to quantify the impact of a chosen hydro generation system on the overall design during the early stages of yacht design. To assess the correct balance between the inevitable increase in system weight and size relative to, for example, emission reduction. To allow for this, a novel method is developed, presenting the designer with the opportunity to explore various hydro generation systems quickly. With the ability to complete this in an early design stage, more opportunities for hydro generation remain, and the need for a feasibility study for hydro generation is removed. In this thesis, the developed method is described, and results are presented that provide insight into its applicability. The design method considers the impact of six variables that influence hydro generation. The first three variations concern size and include the propeller diameter, battery capacity, and sail area. The remaining considerations relate to operational and design choices and include decisions on energy consumption, fixed or controllable pitch propellers, and generation in the first or third quadrant. A scenario for an ocean crossing with a sailing yacht aiming to limit fuel consumption demonstrates the influence of these considerations. The results presented in the thesis show that the method provides the basis for a later detailed design stage when an actual hydro generation system is implemented.

This thesis delves into the intricate process of formulating an answer to the pivotal research question: "What are the design characteristics of an economic high speed nuclear container vessel?" The report systematically unfolds in six chapters, primarily focusing on a comprehensive literature study. The exploration begins with an in-depth analysis of various nuclear reactors, emphasizing aspects such as load following, capital costs, fuel expenses, operational and maintenance costs, and decommissioning expenditures. Key challenges in implementing these reactors within ship designs are scrutinized, including considerations of safety, location, and refueling intervals. Subsequently, the study investigates the intricate relationship between vessel speed and economic factors such as income, operational costs, and freight rates in liner shipping. Operational costs, especially fuel expenses, are found to significantly impact speed-dependent factors. Concurrently, the impact of speed on hull shape and propulsors is evaluated, revealing a proportional increase in wave-making resistance at higher speeds and necessitating a reevaluation of power estimation methodologies. The literature study is concluded with an assessment of three types of propulsors, where conventional propellers emerge as the preferred choice due to their efficiency, power range, and scalability. The research then starts with the economic speed determination process, vital in shaping the vessel's design. This involves constructing a resistance curve based on a volume-scaled high-speed model vessel and factoring in components like CAPEX, OPEX, voyage costs, and freight rates. The study highlights the significant influence of freight rates on speed for all cases and underscores the viability of nuclear-powered vessels in achieving higher economic speeds due to lower fuel costs, especially over extended service lives. With these foundational insights, the design process is initiated, emphasizing the optimal balance between speed, capacity, and real-world constraints. A scaled-down version of the nuclear concept vessel is developed, demonstrating a decrease in resistance while adhering to stability criteria. The resulting nuclear vessel design showcases a streamlined hull shape, minimal general arrangement alterations, and enhanced stability, with a notable preference for a three-propeller layout to optimize performance. In conclusion, this study presents a concept design for a 20,000 TEU nuclear container vessel that achieves an increased economic speed, leading to design refinements in hull shape and propulsors. The research underscores the viability of nuclear propulsion in enhancing the efficiency of container shipping, providing valuable insights for future innovations in maritime transportation.

There is uncertainty as to whether the stability criteria in the Dutch regulatory framework for commercial cruising vessels are safe and obtainable for the current Dutch commercial sailing fleet. Therefore, this paper aims to determine a suitable set of intact stability requirements for monohull sailing vessels operating under the Dutch flag, striking a balance between safety and practicality. A literature review was conducted to identify potential stability risks and the state-of-the-art of sailing stability criteria. Models of representative vessels in the Dutch sailing fleet have been defined to study the practicality and safety level of various stability criteria in more detail. It is concluded that the current criteria are not obtainable for sailing yachts designed to sail at large heel angles. Moreover, it was found that the current criteria cannot identify vessels that can be vulnerable to squalls or waves. Therefore, a new set of criteria is proposed, which is more practical for vessels in the Dutch commercial sailing fleet, whilst providing an improved measure of safety.

With space constraints onshore, strong renewable resources available far offshore and growing green hydrogen demand, far offshore green hydrogen production may be an attractive option. To assess this potential, a literature review was conducted to identify the relevant technologies to be considered and suitable modelling methods. Next, a mixed integer quadratically constraint programming (MIQCP) optimization model was set up. The far offshore green hydrogen supply chain was optimized for various scenarios with this model and the results were analyzed. It was found that far offshore green hydrogen costs are in the same order of magnitude as the costs of its alternatives. Far offshore green hydrogen may be considered marginally competitive with these alternatives from 2035 onwards in the analyzed scenarios when taking into account the considerable advantages of far offshore production, such as avoidance of scarce land usage in crowded areas and certain geopolitical considerations.

Facing the critical challenge of reducing greenhouse gas (GHG) emissions in the maritime industry, this thesis explores the potential of smart control systems using Reinforcement Learning (RL) for autonomous sailing. Traditional controls for sailing fall short in navigating the complex, dynamic conditions of maritime environments. RL has shown to be effective for continuous control applications in these types of conditions, however, primarily in simulated environments. Therefore, this study aims to show the potential of RL for autonomous sailing control (ASC) by means of a small scale project. A fast-time simulation of an Optimist is used to train the sailing controls required to reach an upwind target. The controls are then transferred to a robotized Optimist in a real-world environment to test the transferability of the simulation trained controls. First, the reality gap, or modelling error, between the simulation and real-world environment is quantified to be able to assess the performance of the used techniques to bridge the existing gap. The sim-to-real techniques of Domain Randomization (DR) and the addition of observation noise (ON) are applied during the training process. To test the effectiveness of the trained RL controls, the best performing ones in the simulation are selected and tested in the real-world environment. The performance of the RL controlled Optimist is compared to state-of-the-art controls in robotic sailing. Their performances are measured and compared by means of success rate and a physics-based metric that calculates the efficiency of the sailboat to use the power of the wind to propel itself, called the energy ratio. The results show that the RL controls are highly successful in the sailing simulation, however, the transfer to the real-world remains a major challenge. DR does improve the sim-to-real transfer, resulting in an agent that is able to reach a 100% success rate throughout 12 runs in the real-world environment.

Introduction - Hydrofoils are often used for high-performance craft. They enable the hull to rise out of the water and reduce drag. A recurring problem is ventilation, this is the presence of a cavity filled with ambient air on the lifting surface. Ventilation causes the lift of the hydrofoil to decrease drastically. A lot of research has been done on ventilation behaviour. Ventilation remains a stochastic phenomenon to this day. The same operational conditions do not yield the same flow behaviour, a correlation between the pressure on the lifting surface and ventilation behaviour might exist. This research is an intermediate step towards finding a correlation between pressure on the surface of a foil and ventilation, making ventilation repeatable. The main goal of this research is to find out if a full surface pressure reconstruction can aid the search for a correlation between pressure and ventilation. Method - The test geometry is a NACA0012 surface-piercing hydrofoil with pressure measured using 2 rows of 15 pressure tappings. Extension pieces are used to obtain the span-wise pressure distribution while keeping the submerged span constant. The test program has three sets: all vertical runs (Set 1), high roll angle runs (Set 2), and runs with ventilation (Set 3). During the experiment, the loads are measured with force transducers on a frame that measures forces in 6 degrees of freedom. The calibration of the force transducers is performed prior to the experiment. The calibration of the pressure sensors is done first using a 9 meter water column before the experiment and during the experiment in the towing tank, extra re-calibration (stepped runs) data is collected. The collected force measurement data is processed to attain the lift and drag coefficients. The pressure measurements are translated to the pressure coefficient and placed in a matrix on the right location of the lifting surface. Results - Based on repeated experimental runs the percentage differences are obtained on sensor and array levels. 30% of the sensors have a percentage difference of more than 10%, while the maximum difference for an entire array is 2.5%. A cross-check between the upper and lower arrays showed a percentage difference above 15% for 28% of the sensors, with a maximum difference of 1.2% at the array level. The pressure distributions at 0∘ roll angle, from Set 1, match the general pressure distribution characteristics. Comparing the 3D lift coefficient computed from the pressure measurements to that of the force data or an empirical method yields ambiguous results. The 3D lift coefficient based on the pressure measurement is within a 4% difference to Xfoil. The result of the high roll angle runs, Set 2, show the effect free-surface proximity has on the chord-wise pressure distribution. For the shallowest pressure reconstructions, close to the free-surface, the pressure distribution shows a minor peak near the leading edge after which the curve drops to near zero quickly. The operational conditions do not affect the quality of measurements. During two runs ventilation occurred, this is Set 3. The time-traces of the three forwardmost sensors show a dip prior to ventilation, with one sensor displaying an oscillating response. It is hypothesised that this is the position where ventilation is induced, but based on the results this can not be proven. All sensor response follows the same pattern when the ventilation bursts over the surface. The set-up is able to capture quick pressure changes. Conclusion -The percentage difference is too high for too many sensors. On the array level, however, the difference is considered small enough. The results of set 1 are in good agreement with known data. The results obtained at 60∘ roll angle are concluded to be of the same quality as for 0∘ roll. The method is capable of providing results in a wide range of operational conditions. Based on the ventilation runs, no correlation to pressure reading has been found. The time-traces of the sensors near the leading edge of these runs do show fluctuations prior to ventilation. With more ventilation runs available, it is highly likely that a correlation can be established. Due to the slim data set, it is possible that the conclusions drawn will be refuted in the future when a larger data set is available. Currently, the goal has not been achieved, and it cannot be stated with certainty that the method used here to attain a full surface pressure reconstruction can be used to correlate pressure to ventilation.

To reduce the environmental impact of the maritime sector, the International Maritime Organization (IMO) has established emission limits and ambitious sustainability targets. While superyachts are currently exempt from many of these regulations, they must align with IMO’s objectives to establish the yachting industry as a responsible sector and adapt to the increasing application of these emission limits. Focusing only on new builds is not sufficient to meet ambitious targets, and sustainable refit of existing yachts is also essential. This applies not only to motor yachts but also to sailing yachts, which face unique challenges due to limited space which further complicates integrating alternative fuels like methanol or hydrogen, given their lower energy density. Despite various studies exploring alternative energy solutions, there remains a research gap in understanding the trade-offs associated with different energy configurations installable in a refit to minimize energy demand and emissions. To address this, an assessment model that evaluate technical feasibility, emissions, docking time, and Total Cost of Ownership (TCO) for different energy configurations is developed. Results from the assessment model, applied to two Royal Huisman sailing yachts of different size across various owner profiles, reveal that integrating alternative energy solutions requires significant reductions in energy demand. Feasible configurations range from using a single fuel HVO configuration for conservative owners to hybrid solutions involving HVO and methanol for more open to changes owners. Ultimately, owners willing to implement various energy reduction methods can achieve several feasible and sustainable configurations.

Nuclear energy has found widespread application in navies across the globe. This thesis explores the potential integration of generation IV (very) Small Modular Reactor (SMR) technology for future surface combatants, focusing on the Very High-Temperature Reactor modelled as vSMR and a Molten Salt Reactor as SMR. The design impact of using generation IV (v)SMR technology for power generation on future surface combatants was unexplored. An estimation of future power and energy requirements and a detailed investigation of the reactor compartment is performed. It includes shielding, power generation, distribution, and conversion systems. Emerging naval-directed energy weapons and advanced sensor technologies are implemented to position the combatant within the spectrum of future mission capabilities. A sizing model evaluates the feasibility of (v)SMR integration in terms of power, energy, volume, and weight. An indication of the available weight for (v)SMR technology is searched by iterating over the displacement of future surface combatants. For the defined future surface combatant, naval SMR power plants are compatible in terms of weight with conventional all-electric gas turbine-driven combatants with displacements above 8,000 tonnes. The model reveals that vSMR technology faces significant challenges related to weight despite its potential benefits in terms of redundancy and modularity. For combatants up to 16,000 tonnes, naval vSMR power plants are not viable due to their substantial weight and space requirements, primarily driven by the need for extensive shielding. Increasing the power output per vSMR reduces the required shielding and provides an alternative solution. A case study explores a preliminary design of a future surface combatant with a displacement of 9,800 tonnes. The study suggests that the propulsion demand significantly impacts the size of the power plant. This results in the need for energy storage systems that manage variable power demands, particularly for SMR technology integrated into large surface combatants. Unlike vSMR naval power plants, SMR technology is comparable in size to the all-electric gas turbine power plant of conventional surface combatants. The study assesses the effectiveness of the preliminary design in terms of survivability, mobility, range and endurance. It is estimated after capability prioritisation that (v)SMR technology and conventional gas turbine configurations have an equivalent survivability impact. A critical trade-off is highlighted between enhanced endurance and range against challenges, such as an increase in weight, volume requirements, and compromises in mobility compared to conventional gas turbine systems. The choice between SMR and vSMR technologies further complicates this balance by choosing between compactness and load response. A essential conclusion is that generation IV (v)SMR technology can enhance a future surface combatant's autonomy and future power load capabilities without compromising its effectiveness. The Royal Netherlands Navy can use the results as an indicative substantiation for developing generation IV (v)SMR-powered future surface combatants. Moreover, it can help initiate a future naval capability plan and contribute to the realisation of generation IV (v)SMR power generation for the maritime sector.

Nuclear energy has found widespread application in navies across the globe. This thesis explores the potential integration of generation IV (very) Small Modular Reactor (SMR) technology for future surface combatants, focusing on the Very High-Temperature Reactor modelled as vSMR and a Molten Salt Reactor as SMR. The design impact of using generation IV (v)SMR technology for power generation on future surface combatants was unexplored. An estimation of future power and energy requirements and a detailed investigation of the reactor compartment is performed. It includes shielding, power generation, distribution, and conversion systems. Emerging naval-directed energy weapons and advanced sensor technologies are implemented to position the combatant within the spectrum of future mission capabilities. A sizing model evaluates the feasibility of (v)SMR integration in terms of power, energy, volume, and weight. An indication of the available weight for (v)SMR technology is searched by iterating over the displacement of future surface combatants. For the defined future surface combatant, naval SMR power plants are compatible in terms of weight with conventional all-electric gas turbine-driven combatants with displacements above 8,000 tonnes. The model reveals that vSMR technology faces significant challenges related to weight despite its potential benefits in terms of redundancy and modularity. For combatants up to 16,000 tonnes, naval vSMR power plants are not viable due to their substantial weight and space requirements, primarily driven by the need for extensive shielding. Increasing the power output per vSMR reduces the required shielding and provides an alternative solution. A case study explores a preliminary design of a future surface combatant with a displacement of 9,800 tonnes. The study suggests that the propulsion demand significantly impacts the size of the power plant. This results in the need for energy storage systems that manage variable power demands, particularly for SMR technology integrated into large surface combatants. Unlike vSMR naval power plants, SMR technology is comparable in size to the all-electric gas turbine power plant of conventional surface combatants. The study assesses the effectiveness of the preliminary design in terms of survivability, mobility, range and endurance. It is estimated after capability prioritisation that (v)SMR technology and conventional gas turbine configurations have an equivalent survivability impact. A critical trade-off is highlighted between enhanced endurance and range against challenges, such as an increase in weight, volume requirements, and compromises in mobility compared to conventional gas turbine systems. The choice between SMR and vSMR technologies further complicates this balance by choosing between compactness and load response. A essential conclusion is that generation IV (v)SMR technology can enhance a future surface combatant's autonomy and future power load capabilities without compromising its effectiveness. The Royal Netherlands Navy can use the results as an indicative substantiation for developing generation IV (v)SMR-powered future surface combatants. Moreover, it can help initiate a future naval capability plan and contribute to the realisation of generation IV (v)SMR power generation for the maritime sector.

Nuclear energy has found widespread application in navies across the globe. This thesis explores the potential integration of generation IV (very) Small Modular Reactor (SMR) technology for future surface combatants, focusing on the Very High-Temperature Reactor modelled as vSMR and a Molten Salt Reactor as SMR. The design impact of using generation IV (v)SMR technology for power generation on future surface combatants was unexplored. An estimation of future power and energy requirements and a detailed investigation of the reactor compartment is performed. It includes shielding, power generation, distribution, and conversion systems. Emerging naval-directed energy weapons and advanced sensor technologies are implemented to position the combatant within the spectrum of future mission capabilities. A sizing model evaluates the feasibility of (v)SMR integration in terms of power, energy, volume, and weight. An indication of the available weight for (v)SMR technology is searched by iterating over the displacement of future surface combatants. For the defined future surface combatant, naval SMR power plants are compatible in terms of weight with conventional all-electric gas turbine-driven combatants with displacements above 8,000 tonnes. The model reveals that vSMR technology faces significant challenges related to weight despite its potential benefits in terms of redundancy and modularity. For combatants up to 16,000 tonnes, naval vSMR power plants are not viable due to their substantial weight and space requirements, primarily driven by the need for extensive shielding. Increasing the power output per vSMR reduces the required shielding and provides an alternative solution. A case study explores a preliminary design of a future surface combatant with a displacement of 9,800 tonnes. The study suggests that the propulsion demand significantly impacts the size of the power plant. This results in the need for energy storage systems that manage variable power demands, particularly for SMR technology integrated into large surface combatants. Unlike vSMR naval power plants, SMR technology is comparable in size to the all-electric gas turbine power plant of conventional surface combatants. The study assesses the effectiveness of the preliminary design in terms of survivability, mobility, range and endurance. It is estimated after capability prioritisation that (v)SMR technology and conventional gas turbine configurations have an equivalent survivability impact. A critical trade-off is highlighted between enhanced endurance and range against challenges, such as an increase in weight, volume requirements, and compromises in mobility compared to conventional gas turbine systems. The choice between SMR and vSMR technologies further complicates this balance by choosing between compactness and load response. A essential conclusion is that generation IV (v)SMR technology can enhance a future surface combatant's autonomy and future power load capabilities without compromising its effectiveness. The Royal Netherlands Navy can use the results as an indicative substantiation for developing generation IV (v)SMR-powered future surface combatants. Moreover, it can help initiate a future naval capability plan and contribute to the realisation of generation IV (v)SMR power generation for the maritime sector.