Jumbo Maritime is a company specialized in handling and transporting substantial cargoes which did not fit into a container. To compete in the heavy lift shipping market, a well-balanced fleet composition is essential. In the current situation, the heavy lift cargoes are transported by a fleet consisting of ten vessels, having a varying crane lifting capacity from 3000*10^3 to 650 *10^3 kilogram (Class K, H, J and E). However, in the past five years, it has become apparent that the deployment of the vessels based on the heaviest item (between 75-100% of the capacity) has only been needed in a meagre five percent of all transportations. The installed crane capacity on the Jumbo vessels are an overcapacity compared to the demand of the market. During this research, a decision support tool is developed to improve the match between the demand from the market in the heavy lift cargo industry and the supply of the heavy lift shipping vessels. This will result in an improved fleet composition that maximizes profit. Subsequently, the tool has been examined to see whether it can henceforth be applied to the fleet composition to support Jumbo Maritime in its leading role of supplying heavy loads.The Maritime Fleet Size & Mix Problem model was used to find the optimal fleet composition. The goal of this model is to maximize profit, achieved from transport orders based on reduced cost of the vessels. Considering that the proceeds of a load depend on market demand, the transport data of the past five years has been used as an input parameter. A fleet is chosen by taking into consideration both the technical and financial aspects. The technical aspect is the maximum combined crane capacity installed on the vessels. The financial aspects of the vessels exist of capital costs, labour costs, fuel costs and maintenance costs. The result of this model will lead to an optimization in the distribution of the vessel.Subsequently, the vessels that are at the end of their life will be replaced in the near future. The Vessels classified under H and E will be replaced by a variety of the newer J-light classes. The decision about the composition of the new vessels in the Jumbo fleet should be supported by the optimization model. The new vessels will be used as input in the model, together with the prediction data of possible future market needs. These future predictions will consist of three scenarios: 1) the demand will stay the same as it has been for the past five years; 2) Demands will rise with 6% due to an increase in the oil and gas industry; 3) a 35% increase in the renewable energy related market. The result of the three scenarios will be a new fleet composition with a corresponding profit.An optimal fleet composition will be the result when the transport data of the past five years, together with the current fleet characteristics, are used as input for the Maritime Fleet Size & Mix Problem. The current fleet composition [2:4:2:2] is in the optimized situation as followed [1:2:1:8], whereby the theoretical gain increases from 108 million to 181 million. When the future scenarios one, two and three together with the new vessel types (K: J: J-900: J-800: J-700: J-600) are introduced, new optimum fleet compositions arise. The new optimized compositions are as follows: scenario one: [1:1:0:1:0:6] with a profit of 56 million, scenario two: [1:1:0:1:0:6] with a profit of 68 million and scenario three [1:1:0:1:0:6] with a profit of 58 million.The results of the Maritime Fleet Size & Mix Problem show that the profit can be optimized with an alternative fleet composition. The mathematical model determines the composition of the fleet by using the transport data from the past five years. The optimization model is subjected to a number of assumptions to approach the reality. By also using the Maritime Fleet Size & Mix Problem model with the introduction of the J-light and combining it with the three different future scenarios, the vessel type with a combined crane capacity of 600 tonnes appears to be the most efficient in the J-light class.

Part of the innovative character of Jumbo Maritime is a constant search into a more efficient operation of their heavy lift transport vessels. Areas of improvement involve optimizing port time. Currently Jumbo Maritime requires the onboard cranes to open the hold, decreasing effective use of the cranes. Furthermore an expensive load shifting system is needed when a piece of cargo heavier than 900 tonnes has to be loaded on front of aft of the ship, due to crane limitations. In this report a study is done into an integrated solution for both issues experienced by Jumbo Maritime. A system that is able to open the hold and to shift a load to front and aft of the vessel. First, specifications of the new system are defined, after which a literature study is done exploring the options currently available in the industry. After that, multiple concepts are generated, after which an integrated system is selected using a comparison method between concepts. The concept selected consists of a load shifting system using the hatches. Opening of the hold is accomplished by rolling the hatches to the aft where a stacking system is located. First the concept is dimensioned and further designed. The new design incorporates a new seafastening design of the hatches, one of the major challenges encountered in the assignment. The new design is evaluated in structural sense using the finite element analysis program ANSYS to prove its feasibility. After structural feasibility is proven, the design is tested to its functional requirements and implications on operations for Jumbo Maritime are considered. The new system could reduce the minimum opening time of the hold by a factor two and could save around half a million euros on skidding rental costs yearly. As the system is autonomous, the risks involved for humans decrease significantly, beneficial for Jumbo Maritime’s goal of zero Lost Time Injuries. Furthermore the impact on the stability of the vessel is minimal, so there is no impact on cargo loading operations. An economic analysis is conducted to see if it is attractive for Jumbo Maritime to convert the current system onboard of the J1800-class vessels. Considering conversion rates of €4/kg for the structural conversion costs, a total conversion time of 33 days, it is proven that it is beneficial for Jumbo Maritime to convert the current vessels, with an overall value investment ratio of 1.04 and the payback time being 5.3 years. Overall is concluded that a new integrated system for load shifting and hold opening is attractive to further investigate for Jumbo Maritime, both for their current vessels as well as new build vessels.

The formation of NOx in diesel engines is heavily influenced by the amount of available oxygen and the combustion temperature. This thesis investigates the effects of the implementation of exhaust gas recirculation on the NOx emissions of a 4-stroke marine diesel engine. With EGR implemented a part of the fresh intake air is replaced by exhaust gas. The exhaust gas contains less oxygen and has a slightly higher specific heat. This should result in a lower oxygen concentration and a lower combustion temperature. A mean value simulation model is used to simulate the engine and predictions of the NOx emissions will be made by using emission fits and certain engine parameters.

With the shift towards a more sustainable energy society, the increase in the electricity produced by renewable energy sources is steadily rising. However the cost of renewable energy sources still remains high compared to the traditional fossil fuel based energy sources. With the total worldwide energy demand also rising, combining renewable energy sources helps to reduce the cost through a shared infrastructure and increase in energy production. This thesis investigates the feasibility of a combination of floating offshore wind and marine current energy. As a basis the Hywind spar type floating offshore wind turbine is used. This 5 MW system is combined with a 1 MW marine current turbine. The characteristics of the current turbine will be examined with the program Aerodyn and the blades are designed with the program Harp_opt. As a cost reduction, the effect of scaling down the weight of the mooring system in combination with reversing the direction of the thrust of the current turbine is also investigated. The program ANSYS AQWA is used to investigate the dynamic behavior of the combined system. The thrust forces of the wind and current turbines are calculated via an external python server and added to the simulation in AQWA. The structure is modeled in a rigid body approximation, assuming no structural deformations. The behavior of the combined system is investigated in 3 operational and 1 survival load case. The operational load cases represent the environmental conditions of the cut-in, rated and cut-out wind speed of the wind turbine. In the fourth load case the system is subjected to survival conditions and the direction of the thrust of the current turbine is reversed. The environmental conditions are simulated with a steady wind velocity and the sea state is modeled using the JONSWAP wave spectrum. In all 4 load cases the system is subjected to a strong current. By using a levelized cost of energy prediction model, a first estimation of the levelized cost of energy of the combined system is obtained. Adding a current turbine to the Hywind spar increases the cost of the initial investments and operational cost of the system, but also increases the total energy generation. Compared to the original Hywind spar, adding a current turbine to the system lowers the levelized cost of energy from 149.4 €/MWh to 142.3 €/MWh. Scaling down the weight of the mooring system lowers the levelized cost of energy to 141.9 €/MWh. From the results of the simulations it is found that using the current turbine during survival conditions has a positive effect on the motions and maximum tension in the lines. It is concluded that by using the thrust of the turbine the weight of the mooring system could be scaled down, but the effect on the levelized cost of energy is minimal and doesn’t justify the increased risk of failure.

Digital platforms are on the rise and have affected strategic conduct and market structure in industries. The impact of digital platforms on the heavy lift shipping industry is not clear to Jumbo and they, as a supplier in this industry, need a digital strategy in order to seize the new opportunities and to defend their position against the threats in their industry that are driven by digital platforms. This research provides a strategic advice to Jumbo, by the analysis of the impact of digital platforms on the heavy lift shipping industry and by addressing the opportunities and threats to Jumbo based on their position in the by digital platforms affected market space. A framework is developed by literature research into the impact of digital platforms on industries that can be applied to the heavy lift shipping industry. The market structure and strategic conduct in the heavy lift shipping industry are explored by a market analysis and Jumbo's strategy and performance in the industry are explored by a company analysis. The types, value adding processes, effects and strategic implications of digital platform in the heavy lift shipping industry are addressed by the application of the framework to the market characteristics from the market analysis. The meaning of digital platforms to Jumbo is deduced from Jumbo's position in the heavy lift shipping industry and their potential approach. Strategic options for Jumbo are developed and assessed and finally a strategic advice is provided to Jumbo.

Jumbo Maritime is a heavy lift shipping and offshore transportation & installation contractor. The Fairplayer is one of the J-class vessels that is capable of performing offshore installation work. The two 900 ton Huisman cranes can lift up to 1800 ton combined, but the insufficient static stability of the Fairplayer results in a maximum lifting capacity of 1000 ton in offshore conditions. This limited lifting capacity in offshore conditions is a missed opportunity to make use of the Fairplayer in a wider segment of the offshore installation market. In this research, the increase of static stability is obtained by the use of a sponson. A sponson is an extension of the hull, which can be seen as a local widening on the side of the Fairplayer. This sponson is expected to result in an increase of the total resistance. The goal of this thesis is to investigate the influence of the position and shape of a sponson on the Fairplayer with respect to the resistance. The influence of the position and shape of a sponson is analysed by the variation of the longitudinal position, the vertical position and the length over width ratio of the sponson. A combination of the Holtrop-Mennen method and the potential flow program RAPID is used to give an estimation of the increase in resistance. RAPID is used to calculate the influence of the wave-making resistance of the Fairplayer, whereas the frictional resistance is calculated according to the ITTC-57 flat plate friction formula and a form factor. It can be concluded that the position of the sponson turned out to have a significant influence on the wave pattern and therefore on the wave-making resistance of the vessel. The sponson can be positioned in a way that the wave system generated by the sponson interferes with the wave systems generated by the vessel. With this combination of the Holtrop-Mennen method and RAPID, a position of the sponson is found where the increase of the total resistance is minimized to 7%.