As offshore wind turbines grow beyond 15 MW, the logistical and mechanical challenges of installing large-diameter pin piles have intensified. Conventional upending methods, such as crawler crane-based operations, face increasing limitations in deck space efficiency, motion sensitivity, and operational persistency, thereby constraining the scalability of current offshore foundation installation practices. This study presents an integrated framework to identify and evaluate next-generation logistical concepts for pin pile handling. Through a structured morphological approach, over 120 storage, transport, and upending configurations were generated and screened through a Multi-Criteria Analysis (MCA). The top-performing concepts were further analyzed using Multi Operation Persistency (MOP) simulations to quantify weather downtime and operational duration. Cost modeling revealed that concepts combining in-grillage storage with tail-end rotation mechanisms significantly reduce project duration and total project costs compared to the baseline. Following from this, two refined mechanical solutions, Deck Rotation and Dutch Bike Rack, were developed, optimized for lifting height, and validated for structural and dynamic feasibility. Both mechanisms enable safe, reversible upending within compact vessel layouts. The results demonstrate that logistical integration and mechanical innovation can unlock new efficiencies in offshore wind foundation installation, offering scalable and cost-effective solutions for future energy infrastructure.

Offshore wind farms are moving to deeper waters, implying that larger substructures will need to be installed. The monopile is the leading substructure nowadays and this structure could be promising for use in deeper waters as well. Generally, jack-up vessels are used for the installation of the substructures and turbines. However, the jacking up and down of these vessels is time-consuming and limiting with regard to the water depth. A solution to tackle these two drawbacks, is to conduct the installation with a floating vessel. However, this brings along other challenges due to the hydrodynamics of the floating vessel. Therefore, this thesis focuses on the installation of XXL Monopiles with a monohull vessel. An XXL Monopile is a monopile with approximately a length of 120m and a diameter of 10m.

Boskalis is expanding its position on the offshore installation market and has recently added a new heavy lift vessel to its fleet. This vessel is the Bokalift 1 which is a monohull vessel equipped with a crane of 3000 tons lift capacity. To strengthen their position on the installation market, Boskalis is thinking about a new kind of heavy lift vessel which will be an extended version of the Bokalift 1: a Bokalift 2. This vessel will be a monohull vessel as well but possibly equipped with two cranes. The idea is to use this vessel for the installation of XXL monopiles with the use of both cranes. Boskalis wants to understand the dynamic behavior of the lifted object and vessel during this kind of operation and to know whether the installation with this kind of vessel is feasible or not. This will be assessed by determining the Eigenmodes and corresponding natural frequencies of the system, including the dynamic coupling between the lifted object and the vessel.

The installation of the XXL monopile with a Bokalift 2 is a novel operation. The phase of interest during this installation is the upending of the monopile, which will be executed partly through the splash zone. Using a simplified model, the modes and corresponding natural frequencies are determined for the lifted object in air (no vessel included). This is done with a modal analysis. With a more complete model made in OrcaFlex, these modes and frequencies are verified. The model is expended by including the vessel and subsequently a modal analysis is done. Since the submerged part of the monopile during the upending cannot be seen as a slender structure, the Morison equation is not applicable. To run the time domain simulations with the correct hydrodynamics included, the model is improved using a diffraction software AQWA. With this improved model, the dynamic coupling between the monopile and vessel is determined and it can be concluded that there is a strong coupling between the monopile’s yaw motion and the vessel’s roll motion.

Since an XXL monopile is being considered, it was decided to take a look at the piston mode. This is a phenomenon where the water inside the monopile moves up and down. The water column in the monopile will be excited by the waves and this results in a harmonic moving water plug inside the monopile. Since the monopiles are becoming bigger, the water volume is becoming bigger as well and might be of great concern. In previous studies this piston mode has been investigated, but never been applied in a complete model. In this preliminary study, this phenomenon is modeled in OrcaFlex and implemented into the monopile installation model. From the comparison between a model with and without the piston mode it is concluded that, generally, the piston mode will result in larger responses. However, the approximation of the piston mode phenomena is done by making several assumptions. The coupling between the water in and outside is not considered for example and, therefore, further research is required to gain more knowledge on the effects of the piston mode.

The current thesis provides more insight into the behavior of the lift and vessel dynamics. Based on these results, it is known to which motions attention need to be paid. Also, the coupling between the monopile and vessel is established and could be reduced by the use of tugger lines. A novel way of modeling the piston mode is developed and the effect of the piston mode is resolved to be increasing the motions of the system.

With the conversion of a heavy transport vessel into a crane vessel, Boskalis aims to strengthen its position in the offshore wind and decommissioning markets. The BOKALIFT 1, as the crane vessel will be named, is equipped with a 3,000 tonne crane and a class-2 Dynamic Positioning system. In order to utilise its exceptional large and strong deck area to its full extend, the crane is installed amidships at the starboard side of the vessel. Offshore lifts are consequently performed in transverse direction of the vessel, resulting in a large heeling moment during the lift operation. As the conversion is currently ongoing no operational experience has been gained yet. This thesis is therefore an assessment on the behaviour of this new asset and the crane loads during a lifting operation close to the maximum crane capacity. This is the case for a single-lift decommissioning operation, lifting a topside from a jacket support structure.

Two transient phenomena can occur throughout the decommissioning operation: snap loads and impact loads. Both phenomena cause large peaks in the crane loads. Snap loads occur in the rigging lines during the pre-tensioning. During this phase the rigging lines become taut and the motions of the crane hook are constrained. Impact loads can occur during the final lift phase of the topside. This phase is estimated to last several minutes and is driven by the capacity of the dedicated anti-heeling system. Its purpose is to compensate the large heeling moments. Since this operation will last multiple wave periods, the wave induced motion at the crane tip causes tension variations in the hoisting system. When this tension exceeds the required lift tension the topside is temporary lifted, with impact loads as a result.

An OrcaFlex model is built to perform time domain simulations of the pre-tensioning and lift phases of the decommissioning operation for several irregular sea states. For both phases, a crane load comparison is conducted for two different lifting schemes. In the first scheme the hoisting speed is dictated by the anti-heeling system in order to maintain even-keel conditions. This is favourable for the operation limits. For the second scheme this is disregarded and the maximum hoist speed is applied. The latter is expected to reduce the duration where impact loads are present.

In the pre-tensioning phase, the higher hoisting speed results in a larger amplitude of the load variation since the snap loads are dictated by the relative velocity of the crane hook. During the lift phase, the higher hoisting speed reduces the time during which impact loads occur and thereby also reduces the crane loads. However, the topside motions are significantly increased. The crane tip- and topside motions have shown to be the limiting criteria for the lift operation. Limiting the topside motions by bumpers, guides or extra tugger lines can increase the workability for sea states where the peak period is close to the vessels natural heave and pitch period. Conclusively this thesis shows that the BOKALIFT 1 is a very well-suited vessel for offshore decommissioning operations.