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.

Jumbo Maritime is a shipping company active in the heavy lifting market. Jumbo uses stabilisers to enlarge the stability of the ship during lifting. By using stabilisers Jumbo can perform heavy lifts with a relative small ship, this is one of the major advantages. Downside of using stabilisers is that the installation and de-installation is a time-consuming process. Besides that the usage also causes safety issues, more and more port authorities no longer approve the usage of stabilisers. Research is done in finding alternatives for the use of stabilisers, focusing on alternatives for new ships that need to be build. Looking at Jumbo’s position in the market shows the following unique selling points, for the J-type: • Limited draft compared to its competitors • Length < 150 meters On the one hand the usage of smart stabiliser to speed up the installation and de-installation of stabilisers is looked at. Because smart stabilisers are still stabilisers, also alternatives are analysed that do not require a stabiliser at all. By widening the ship, the ship can be stable enough to perform lifts without extra support from stabilisers. A model is created to be able to determine the required width for each concept. This model is generated based on the input and requirements set by literature, market analysis and Jumbo’s specifications. Some of these requirements are: limited dimensions, minimum required stability, anti heeling and deadweight. The four concepts that are created as input for the model are: • Base concept, concept 1..., Concept 2... Concept 3...Concept 4...: A case study is performed to be able to compare the concepts. Three cases are created, which are actual relevant cases for JumboMaritime: For each concept the costs are determined to sail the certain case. Because the heavy lift market consists of somany single jobs that differ a lot on weight, complexity and distance it is difficult to map the revenues. The costs are determined per job, to be able to compare the different concepts. Costs consists of the capital costs, fuel costs and operational related costs. Besides cost per job, also cost per ton/mile is calculated to determine the economical speed. For case 1 the economical speed is 14 knots, which is similar to the required design speed. This means that the ships sails most cost efficient at this speed. The time that is saved by eliminating the stabiliser is used to reduce the sailing speed. In this way the same amount of jobs can done in the same time. This research shows that the saved fuel consumption as a result of slower sailing can compensate the longer sailing time and increased resistance for a wider hull concept. Comparing the concepts in the different cases shows that concepts 3 and 4 are more beneficial in case the stabiliser usages goes up. It can be concluded that awider hull shape can operate at 2-5%lower costs. The fuel consumption of the V-shape decreases more significantly at lower drafts. It is an advantage at ballast sailing or during sailing light cargoes. Besides the lower costs, the increase of deck space for the wider concepts is added value in the heavy lift market. An other important advantage of the wider ship concepts is the elimination of safety issues because the usage of stabilisers is not needed any more to lift heavy cargoes safely.

Due to the global climate change there is a increasing demand for transportation on renewable fuels. An increasing trend in electric propulsion can already be seen in the automotive industry and this is now also gaining popularity in the maritime sector. Due to limited capacity if the onboard battery, especially electric ferries are becoming more popular, because of the relative short sailing distances. The first electric ferry became operational in 2015 in Norway and since than a hand full of electric vessels was developed. An electric vessel requires a charging mechanism to charge while unloading and loading passengers in the port. Besides, generally also a mooring mechanism is necessary. This enables the vessel to turn off the propeller while charging which limits the energy demand while charging. Various systems have been developed already. However, these are not standardized solutions but all one of a kind systems designed for a specific vessel or fleet. Which of these is the best solution is not easy to determine and strongly depends on the vessel characteristics and the operating environment. To supply the expected increasing demand for electric vessels, a guideline is developed which will help the engineer to find a suitable charging and mooring mechanism and to decrease the selection time for this system. The will provide Damen a strategic advantage towards other shipyards in vessel tenders since both the development costs and delivery time is lower. This guideline is developed based on the knowledge gained during a case study for a 81m Ropax ferry, sailing in the surroundings of Vancouver Island. For the case study an engineering design method was selected from literature and applied to this case, for which Damen had a hard time finding a charging and mooring mechanism. First thought was to combine both into one mechanism, but this is difficult due to conflicting functionalities of both systems. Due to the limited time available for the research, the design of the mooring mechanism is not taken into account for the case study. Setting the requirements for the charging mechanism is complex due to the range of different fields of interest that should be taken into account. However, the requirements of these various aspects are often related in some way to one another. This makes it easy to lose sight of the structure of all requirements. Comparing the functions that the charging mechanism should fulfill within these requirements and the existing charging mechanisms, it can be concluded that no suitable system is available yet. The gap between these is defined as a set of three functions; to compensate the tidal difference, deal with misalignments between the vessel and the shore and to provide flexibility for vessel motions. A new design was made which covers this gap. Additional research was done to ensure sufficient flexibility from the power cable, since this proved to be critical in the state of the art systems. From the knowledge gained during this case study, the guideline is developed. The guideline provides insight in the influential factors while selecting an mechanism. This should offer the engineer a structure to set the requirements and ensures that no aspect is left out of the requirements. An overview with the already existing mechanisms is provided which should be consulted multiple times during the process, to check whether a suitable systems exist, if the requirements should are too tight or if the project is not profitable at all. The structure of the requirements is designed such, that the relative easy requirements are set first. This prevents from doing demanding calculations or going on expensive business trips, while it could have been seen earlier that a project is not feasible or profitable at least. The guideline is validated while selecting a charging mechanism for a different type of vessel. This validation proved to decrease the selection time for a charging mechanism significantly compared to previous projects within Damen. After the test, a charging system was found which is preferred for the vessel. This charger is now further discussed with the supplier of the system.

In 20 years, from 1996 to 2016, global cumulative container port throughput had an average annual growth rate of 6.3%. Furthermore, the average global transshipment incidence increased from 11% in 1980 to a stable 27% in 2017. This change in transshipment market dynamics has led to opportunities for potential port investments or disinvestments. In this research, a tool is developed for Royal HaskoningDHV that improves transshipment forecasts. The developed tool calculates the optimal ports for transshipment, transshipment throughput volumes, fleet utilization, and optimal cost routes. This is done by means of minimizing the total transport costs, while meeting container demand requirements and port and vessel constraints. The most statistically significant factors affecting transshipment volumes are incorporated in the tool. By modifying input parameters, the tool facilitates calculations of optimal cost future transshipment port throughput volumes. This could provide key insights in lucrative port investment or disinvestment opportunities.

Maritime piracy has been a problem for the last decades and peaked in 2010. This resulted in large investments in anti-piracy measures, but as piracy waned over the following years, so did the investments in anti-piracy measures. This could be an indication that the stage for maritime piracy has been reset. This report suggests a more efficient and cheaper approach to counteract maritime piracy on merchant vessels indefinitely. SeaState5, the company at which this research is done, came up with the idea to combat pirate attacks on merchant vessels using a Fast Rescue Craft (FRC). Merchant vessels are obligated by law to carry an FRC; used for instance for man over board missions. SeaState5 focuses on developing an add-on plug and play system compatible with existing FRC. It turns these sole-purpose rescue craft into a multi-purpose craft, in this research referred to as the Beagle. This Beagle will serve both rescue and anti-piracy purposes. In this report the concept development of this add-on system is established. This is done by developing a simulation in MATLAB and Simulink that mimics a pirate attack on a merchant vessel. During the pirate attack the Beagle uses a defense strategy to repel the pirates. A Beagle defense strategy is a combination of a non-lethal weapon and a set of parameters that define the trajectory of the Beagle. Different Beagle defense strategies are subjected to different pirate attack scenarios to find the most effective one. The simulations resulted in a list of requirements for the Beagle. A check has been done to prove the feasibility of equipping an existing FRC with the add-on system meeting these requirements.

Autonomous vessels carry the potential to increase the profitability of shipping companies. It is believed that an autonomous vessel design operates more efficient compared to a manned design. In this thesis the challenges of autonomous shipping and its consequences on ship design and the operation are identified. This information is used to give a cost analysis on the autonomous variant of a manned vessel. The results from thesis can be used by researchers and ship owners to determine whether its autonomous ship design and its operation are economically viable. This is valuable for investors to decide whether their case is favourable for autonomous shipping. The main question answered is: What are the operational conditions under which an autonomous battery powered vessel design is economically viable over its electric manned variant? The changes in ship design and its consequences result in a change in capital and operational cost. The removed crew systems and additional equipment cost are presented. Overall a decrease in both capital and operational cost is expected. The actual size of the cost reduction is case dependent. Therefore the operational conditions which affect the economical viability most, are identified. They are identified in a case study on a dredger operating in a port. The design and capital cost factors are presented, where after it is concluded that the displacement, battery capacity, distance to shore and the vessels specific operation influence the cost benefit. Therefore they are presented as the operational conditions. The operational conditions are tested in two case studies. For both case studies a significant cost reduction is obtained. These vessels are thus economical viable. The size of the overall reduction is dependent on the operational conditions. It is concluded that the displacement has a relatively small effect on the total cost. The battery capacity however, does have a significant effect. The capacity decrease is largest for vessels with an original large hotel load and large battery capacity. The larger the battery decrease, the larger the decrease in cost. Furthermore, vessels that operate within the Wi-Fi zone are favourable over vessels operating further from shore because of its communication system. Finally, the vessels specific operation regarding crew and accommodation size are most significant. The operational cost decrease for manning is larger for larger crews. In addition, the cost decrease for the accommodation section and its operational benefits are significant.

The shipping industry contributes significantly to the global greenhouse gas emissions due to the use of cheap fossil fuels. The booming cruise ship industry is forced to reduce the emitted greenhouse gases and emission of carbon dioxide to be able to access remote areas with higher restrictions and to comply with upcoming regulations. Fuel cells are a promising alternative to conventional diesel-powered systems to reduce the emissions. Next to the physical implementation, fuel cells have additional operational limiting factors, which have to be matched with the power demand. Compared to conventional combustion engines, longer start-up times and a lower dynamic response ability can be expected. Typically, the energy demand is estimated for all electric power consumers with the load balance approach in the conceptual design phase. The actual power demand is calculated based on the absorbed power and additional predefined factors for specific conditions. This conflicts with the dynamic power demand of cruise ships in various operational conditions. This thesis discusses the used bottom-up approach for such an improved prediction of the total power and energy demand of an expedition cruise vessel for the early design stages. The focus is on identifying the peak loads and load changes under consideration of the passenger behaviour, environmental and operational conditions on the basis of predefined typical days of operations. The dynamic power demand is predicted for the different propulsion, auxiliary and hotel systems, as identified and grouped in the system breakdown. This is done by using separate prediction models for the defined groups of systems and electrical components. The required energy per day is calculated directly from a time-domain integration of the power prediction. The demand for a whole operational profile is obtained by adding different typical operational days. The highest power is required by the main propulsion in sailing mode. However, expedition cruise ships often operate at lower speeds below the design conditions resulting in a considerably lower load. The maximum load of the hotel systems always appears in the morning, when all passengers are on board and several components ramp up from the lower night mode. Comparing the total power demand shows that the load changes caused by the hotel systems gets smaller in relation to the changes within the propulsion system as soon as the speed varies. In port condition, the relatively constant auxiliary load, including the hotel systems, remains and describes the baseload throughout the day. Generally, the dynamic prediction clearly shows the potential to better estimate the required power and energy, if varying operational conditions are considered. The method supports a well-founded decision on the power supply configuration, if it comes to hybrid systems including different power supply components and their operational characteristics. A multi-criteria decision analysis on the power supply side can build up on the required energy and power demand of a certain part load. The required fuel cell size can be quantified based on the estimated maximal load and the fuel tanks by considering the predicted energy demand of the specific group of systems.

Autonomous sailing is considered by many to be the next big thing in the shipping sector. Many companies, including Rolls Royce and DNV are investing heavily in research that helps in the development of autonomous shipping. Most research is currently being done regarding autonomous navigation, communication and cyber security. What is often neglected in these studies is the need for maintenance within the engine room. With all ships having multiple crew members solely dedicated to keep the engine room going, their absence will have a big impact on the design of engine rooms. This paper aims to find what equipment will become a weak point in engine rooms once these are no longer occupied and maintained by crew members, and how these weak points can be eliminated. With the absence of reliability data that corrects for maintenance and crew interference, this paper tries to find these weak points by analysing crew member behaviour. It is assumed that if a crew members spends more time on equipment, or deals with it more frequently, then that piece of equipment is less reliable. In order to find what equipment can be seen as a weak point, a redundancy reduced risk index was created. This index is a combination of the frequency index, which states how often engineers spend time on equipment, the severity index, which lists the consequences of failure for equipment, and the redundancy index, which is dependent on the level of redundancy of components. The redundancy reduced risk index is split into three levels: low, medium, and high risk. Medium and high-risk components were considered weak points, while low risk components were not. For all high risk and for most medium risk components, solutions were generated which will reduce the risk index of the components or system overall. For some components, the risk was deemed acceptable, as any solutions would be too costly to justify the risk reduction. Solutions were split into two categories: specific solutions, which were all catered to specific components, and a bulk solution, which was the installation of a second drive train. A second drive train would include a second main engine, gearbox, propeller and rudder. With the solutions found, the two categories were subjected to a financial analysis to see if they are commercially viable. The solutions were applied to ships of four different sizes, ranging from a 6,000 GT feeder to an 85,000 GT capesize bulk carrier. For these ships, the OPEX were calculated and divided into four categories: Operational costs, fuel costs, capital costs and crew costs. The initial investment for the machinery plant was also calculated. This was the basis to finding the increased cost for solutions found in this paper. Using these specific solutions, the machinery plants will become roughly 50% more expensive, while adding a second drive train will increase the machinery cost by 110%. It is assumed that these solutions will eliminate the need for a crew and therefore eliminate all crew costs. Using these figures, it was found that the specific solutions will lead to a potential yearly savings of $600,000.– for all ship sizes, and adding a second drive train will lead to a potential yearly savings of $500,000 – for the small ship and $163,000.– for the larger ships. With both the specific solutions and the second drive train, the machinery plant is deemed reliable enough for continuously unmanned operation, which proves the technical feasibility of continuously unmanned engine rooms.

The global temperature is rising as a consequence of the climate change. In order to stop the further increase of the global temperature, the international community has decided to aim at reducing global greenhouse gas (GHG) emissions in the near future. To achieve this ambition, various alternatives in shipping need to be explored including sailing on alternative fuels. This study investigates the consequences of sailing on alternative fuels. It is investigated which problems might occur when sailing on alternative fuels, which rules are mandatory when sailing on alternative fuels and as a consequence what the effects are on the cargo transport costs. The problems occurring when sailing on alternative fuels are caused by the lower energy densities of these fuels, the rules and requirements with regard to the storage of some of these fuels and the shape of the storage tanks for some specific fuels. The shape and requirements regarding the fuel storage tanks can make it necessary to replace cargo for storage tanks, which will result in increased transports costs. Furthermore, the lower energy density of alternative fuels result in more fuel weight, or volume as compared to conventional fuels. In order to transport the same amount of cargo, an extra bunker stop, or taking less fuel and reducing the sailing speed, can be an option. Another option to compensate for the increased weight, or volume of the alternative fuels, is to reduce the cargo taken on board. All options will result in higher transports costs as compared to sailing on conventional fuels. To investigate how these extra costs are composed a main question has been formulated: "In a situation where the transport costs are minimized, how do the transport costs compare when sailing on various fuels with different energy densities than conventional fuels?". To answer this main question, a model was developed. The model is suitable to calculate the transport costs in various situations. For this research, three vessel types on three operations, using seven fuel types have been analyzed. The analyzed vessels were a container vessel, an oil tanker and an ore carrier. The chosen voyages are common voyages. The analyzed fuels are fuels which are able to achieve the goal of reducing the CO2 emission with 70% per transport work in 2050 as compared to 2008. Heavy fuel oil was used as benchmark. Based on the simulations used in the developed model it was found that: the costs of alternative fuels are higher than those of conventional fuels. Batteries are too heavy, too large and too expensive to be considered as an option, for the researched vessels and operations. The capital costs of fuel cells make that the use of fuels in combination with a fuel cell is currently expensive at higher speeds. High fuel storage costs make hydrogen currently not competitive with conventional fuels. The transport using an oil tanker are the lowest for hydrotreated vegetable oil, second lowest for ammonia in combination with an internal combustion engine and the highest for battery electric.

The goal of this thesis has been to develop a concept exploration tool for zero-emission double ended ferries, that determines the feasibility of different energy systems, creates corresponding design parameters and helps decide between zero-emission energy types. The research goal was achieved in three steps. Firstly, knowledge was gained on double ended ferry design, double ended ferry operations, zero-emission energy systems and the early design stage. Research into zero-emission energy systems resulted in lithium-ion battery energy systems, hydrogen fuel cells energy systems and supercapacitor energy systems being identified as likely feasible energy systems for double ended ferries. In the second step, the knowledge was used to create the concept exploration model. This model consists of a set of algorithms that determines technical and economical parameters of double ended ferry concepts for each of the identified zero-emission energy types, for a provided transportation need. The model also does this for a diesel-electric energy system, that serves as a benchmark. Equal economical comparison of the concepts is aided by providing the net present value of the investment in the energy system, for each concept. In the third step, the model is transformed into the concept exploration tool, through implementation in the Python programming language. This step also includes obtaining results from the concept exploration tool. One use of the concept exploration tool is by shipyards, in their early design process. The tool can provide naval architects with insights into which zero-emission energy systems are possible for a provided transportation need, as well as the characteristics of the corresponding concept designs. A second use for the concept exploration tool is the analysis of large amounts of input. This can provide insights into how design input parameters influence the concept designs and the preferences for certain energy system types. This was done by performing a parameter variation study. The results of analysing the obtained data are expressed through 24 conclusions. These are divided into four sets, per party for which the conclusions are expected to be of the highest interest. These are Energy System Suppliers, Governments, Ferry Operators and Shipyards. The most important conclusion of this thesis is that zero-emission energy systems are technically feasible and can be cost competitive with diesel-electric energy systems. This to such an extent, that they should be seriously considered for every double ended ferry. Based on the net present value of the energy systems over the vessel lifetime, battery energy systems are most frequently cost-competitive with diesel-electric systems. Hydrogen energy systems are only competitive in highly specific cases and mostly too expensive to be cost competitive with diesel systems. Supercapacitor energy systems are cost competitive when upward of 30 daily trips are sailed, over short distances.

When your dream yacht is being built at Feadship, the process starts with a blank page. This early stage is defined as the Sales phase. In consultation with a designer, the look and the feel of a yacht is easily captured. The expertise of the designer will lead to a yacht fitting the vision of the client. In the current process, the lines drawn on paper restrict the design freedom of the naval architect. Next, not all consequences of decisions are known, which leads to the probability of alterations in later phases. The current design method is called a point-based method. A single starting point is chosen, which is gradually refined in a couple of iterations. This method has some disadvantages. Design exploration is a method in which many solutions are generated in a design space and no single starting point is chosen. The main focus of this approach is to postpone the design decisions until they can be made with the required knowledge. This will prevent alterations and rework in future phases. In this research, there is investigated whether design exploration could be implemented in the Sales phase at Feadship, using design drivers for the exploration method. The design driver origin from the stakeholders (client, regulatory bodies and Feadship) and are used to structure the design requirements and to evaluate the solutions. Creating the design space is done with help of a simple Design Model. Due to the limitations of the Sales phase this model is built with help of regression lines, empirical formulas and rules of thumb. The set of solutions are explored with eight design drivers which originated from the stakeholders and Sales process: Aesthetics, Usage, Performance, Rules, Costs, Space, Comfort and Safety. The design drivers are categorised into three parts: input, constraint and output. The input will follow from the client, where the constraints will follow from the other two stakeholders. The final choice for the output is made by the client, which can be underpinned with help of the output design drivers. This research concludes that design exploration could be an improvement on the current used point-base design method. Since design exploration fully utilises the design freedom available in the early stage design. The solutions produced by the Design Model show reasonable results, which lie within a 10% margin of the existing designs. Due to the limitations of the Sales phase the choice was made to use regression lines. As a result, the design space consists of solutions of which the trend is clearly visible. Nevertheless, the variety within the design space is sufficient enough to create a diversity in solutions. The results produced by the Design Model will be a good starting point in the starting phase. In order to use the results as more than a starting point, the detail level of the calculation methods should be improved. Generating a set of solutions will enable the designer and client to make well-informed decisions. Especially when the client is involved in this process.

The research effort on autonomous ships has increased over the last years. The realisation of these ships will have as a consequence that the crew can be reduced significantly or even be removed entirely, resulting in unmanned ships. Although there is a strong belief that unmanned ships would lead to more economic efficiency, only limited research has been performed in order to demonstrate what the overall effect of the change to unmanned shipping would have on transport costs. Nonetheless, more reductions in cost or improvement of transport performance for unmanned ships would make them more attractive and economically viable. The design of a ship is subjected to regulations and requirements that limit the design freedom, but it increases safety. Removing the crew from the ship reduces the risk of shipping, under the assumption that the probability that an incident occurs does not change, since the lives of the crew are no longer at risk. If the risk is lower, the requirements to the design of unmanned ships might become less strict, while maintaining equivalent safety. In this way more design freedom can be realised for unmanned ships, as well as more economic efficiency. Within this report the required subdivision index will be evaluated, for it is expected that reducing this requirement can create more design freedom. Therefore, this research will focus on what reduction in the requirement concerning damage stability for unmanned ships can be allowed, if they are subjected to an equivalent level of risk as manned ships of the same size and type. It has been found that the required subdivision index can be lowered for unmanned ships, based on equivalent safety. The contribution of the risk of losing lives to the overall level of risk is larger for smaller ships. This is reasonable, since for larger ships, the size of the crew increases with a lower rate compared to the amount of cargo, installed power or capital costs. Therefore, the allowable reduction in the required subdivision index is largest for smaller ships. However, the size of the reduction depends strongly on missing accident statistics concerning the loss of life. The missing data results in the following uncertainties, for which further research is recommended. Firstly, for different ship types differences in the accident statistics are present. There are significantly less fatalities related to bulk carriers and container ships compared to general cargo ships. It is expected that these differences are related to the individual ship size and crew size, for which both the correlation with the probability of losing life is unknown. Secondly, there is a discrepancy between the theoretical probability of survival of a ship, namely the attained subdivision index, and the probability of survival that the accident data suggests. The attained subdivision index suggests that at least 30% of all accidents should lead to a total ship loss. The accident data reveals that for general cargo ships around 10% leads to a total ship loss.

In the super-yacht industry, value is added by customisation of design. From an engineering perspective, standardisation contributes to working more efficiently and effectively and thus less costly. The perspective of naval architecture company C-Job is that standardisation can contribute to engineering lead time reduction. Since customisation (adding value) and standardisation (reducing costs) are counterparts, a conflict arises when both are aimed for. This thesis proposes a strategy to implement design reuse principles to answer the main research question: How can reuse of design of the non-owner spaces on super-yachts, support reduction of engineering lead time? To provide a substantiated answer to this question three topics are studied. These topics are the design process within C-Job, principles of design reuse and commonalities within existing super-yacht designs. The results of studying the three pillars of this thesis substantiate the proposed solution called the Scale-To-Order strategy. Analysing the design process at C-Job shows that a great portion is consumed by iterating the design to solve all space claim clashes and grid mismatches. Omitting space claim clashes and grid mismatches in an early stage of design would therefore eliminate a significant part of the design process. Reviewing literature on design reuse leads to suggesting the underlying principles of design standardisation, modular design and parametric design for application in the S-T-O strategy. The proposal of using these three principles is based on the commonalities that are found in existing yacht designs. The resulting strategy consists of three stages that follow the kick-off meeting with the future yacht owner. In stage one, principle solutions are chosen, based on the greatest commonalities in existing yachts, that include a typical arrangement below the main deck and a corresponding structural global model and HVAC and sewage principles and routing. In stage two, modifications to the solution chosen in stage one are made if desired. Anticipated modifications can be made modular on beforehand and new modifications can be introduced as modular in the future. Stage three is the scaling of the global model to the desired dimensions and serves as a compliance check for integrity of the model. The goal of the S-T-O strategy is to accommodate engineering lead time reduction in the design phase of super-yachts at C-Job. The expected amount of time saved by employing the strategy is roughly fifty percent of the original concept and basic design phases.

Accurate cost estimations are important for ship production companies such as Royal IHC. The research discussed is based on a feasibility study for a CBR cost estimation method. The current cost estimation method at IHC is a top-down price-to-win analogy cost estimation. This method uses mainly the weight of the ship as an input variable for the estimation. A problem with using only weight is that the actual work performed on a section is left out of the estimation as well as other cost drivers. Another problem occurring is the current estimation method being divided into three phases, with lacking evaluation, optimization and feedback possible. This research discusses two new cost estimation methods. The statistical method is a parametric cost estimation method, that uses equations with the main cost drivers. The graph database method uses the CBR theory as a basis for cost estimations. Problem solving is done by using a solution from an old ship and reusing this solution for a new ship. The graph database stores detailed information about the work performed on the ship and the main cost drivers. The qualitative and quantitative analyses showed that usingmultiple cost drivers and the work performed on a section creates more accurate cost estimations. With a solution as the graph database method also the possibilities of evaluation and process optimizations are broader.

This paper examines a case study to determine the effects on system performance of the power plant and ship operational capabilities, this case is a ship designed by the company DEKC. It is a small general cargo vessel of 2999 GrT (Gross Tonnage) called the Future Trader. The ship design is finished and the ship will be equipped with a modular power plant and fuel storage on the aft of the ship. In total four different power plants will be compared. The first is the base line system, this consists of a single internal combustion engine fuelled by Marine Diesel Oil (MDO). The three other systems will be modular systems. They all use the concept of distributed generation. There is looked into a system with three internal combustion engines fuelled by MDO. Besides this there are two fuel cell systems. Each consists of two separated fuel cells and one uses hydrogen and the second ammonia as fuel. For those systems mathematical models are created to compare three modular power plants to each other and to a base line. With those models the effects on the Future Trader's range, fuel costs (operational capabilities) and emissions are researched. A modular power plant is installed on the aft of the ship, constructed of four power packs each in a Twenty foot Equivalent Unit (TEU). The four systems will be simulated on four voyages and the results will be normalised with respect to the first setup. It can be concluded that a modular system with the concept of Distributed Generation (DG) will reduce the ships overall performance in comparison to the single engine diesel electric system (base line). When reviewing the fuel cell systems with respect to the base line system it is found that the ammonia fuel cell system has zero emissions and it still offers a sufficient range. The increases in fuel costs are lower than that of the hydrogen fuel cell system. Hydrogen will also reduce harmful emissions to zero but the reduction in range is more severe. The increase in fuel costs is also significantly higher than for the base line. Overall ammonia seems the most promising of the non hydrocarbon fuels. The DG system is also useful as long as emission regulations remain unchanged. The MDO DG system can be loaded for large distance voyages and hydrogen can be loaded for short voyages if desired.

Offshore wind plays a major role in the transition of conventional energy towards sustainable energy sources. To keep up with the increasing installation demand in this sector new offshore wind installation vessels are needed. There is a need for more certainty and predictability regarding the requirements of the future offshore wind installation vessels. To translate the market developments towards input variables for future vessel concept designs, the methods ’needs analysis’ and ’concept exploration’ from the systems engineering framework are applied. Epoch-era analysis is selected as scenario modelling method to capture the uncertain and the fast changing market by generating various future possibilities each posing different vessel requirements. A parametric model is created to determine the performance of a set of vessels defined by their length, beam, depth, crane capacity, speed, and transport strategy. The case study shows that the application of Epoch-era analysis and parametric modelling is capable of generating insights in important aspects for designing future offshore wind installation vessels. The strength of this method is that it has the flexibility to select different key performance indicators but also provides the opportunity to incorporate the importance of short term against long term goals. It can therefore be tailor-made to a stakeholders strategy. Applying their wishes while analysing many different options results in robust input variables for the concept vessel design.

This thesis presents a methodology to improve the effectiveness of a ship design process. This methodology consists of performing systems engineering by means of a tailored framework and subsequent guideline. The first is a tool for designers to identify and define operational objectives and functional requirements of (sub)systems, to make adequate allocations and to divide the systems using functional breakdown structures and systems breakdown structures. The second enables designers to implement the new approach during the concept development phase. The methodology ensures clear and traceable contract specifications, to be re-used for future designs of new standard vessels.

The pressure to reduce emissions in the sector of inland shipping is increasing. Especially considering emissions of environmental pollutants, the increasing pressure gives rise to the question how to get insight into emissions distributions along an inland waterway network. In this research, a bottom-up method is developed that is able to map the potential CO2, PM10 and NOx emissions levels of a single inland vessel on a certain waterway network, as a function of time and space. This method uses the dimensions of the ship, its speed and the waterway characteristics to estimate the energy consumption and corresponding emissions of a vessel. This method can be used in the support of development and evaluation of emission reduction policies. To illustrate the potential of this method, it is applied to a case study: the inland fleet on the Rotterdam-Antwerp corridor, one of the main transport axes in the Netherlands. The developed method is applied to observed AIS data, to map the current potential emission patterns (‘t0 emission scenario’). In addition, a model has been developed that simulates the ‘t0’ case. This model serves as a tool to assess alternative measures to reduce emissions.

Damen Shipyards Gorinchem has found deficiencies in the process of developing concept designs of Offshore Patrol Vessels (OPVs). There is a need to increase the efficiency of this process, meaning that (1) the speed has to be increased, (2) the accuracy of designs has to be increased and (3) the risk of deviations of the project plan has to be reduced. Analysis of the current concept design phase shows that the designer should get more insight in the design challenge, and that a more systematic and uniform design approach is required amongst different involved departments. Additionally, the lead time of developing concept designs is mostly delayed by two major bottlenecks: development of the hull shape and obtaining a resistance prediction. In this thesis a conceptual design tool is developed to resolve these deficiencies, by providing a platform for fast hull concept exploration. Key of this approach is to pre-compute time-intensive design aspects such that the most critical activities are done before starting the design process. It uses a set of parent hulls for which the resistance is obtained by RANS CFD simulations. Based on the parents, a semi-parametric modelling technique is used to create new hull geometry. A kriging surrogate model is used to provide a RANS CFD resistance prediction to that new hull geometry. A brute-force approach is then adopted to fill a database with feasible hull shapes, which can be used by the conceptual design tool for hull shape concept exploration. To test this concept a proof-of-concept database of 245.005 hulls of double-ended ferries is generated in a few days on a laptop with good memory capabilities. The geometry results and resistance predictions in the database have been assessed with a sensitivity study, cross-validation and comparison with the parent hulls. It is shown that resulting geometry is smooth and well-faired. The resistance results are sufficiently accurate for use in the concept design phase, but applicability is limited for low prismatic coefficients. For application to OPVs further research into application of this approach to hull geometries with varying local details (bulb shape, tunnels etc.) is necessary. The approach seems promising to improve the concept design phase, as it (1) reduces time pressure in the design process significantly, (2) provides insight in how the resistance is affected by main dimensions of the vessel, and (3) reduces the number of departments which is actively involved in the design process. Putting the design tool in practice should reveal if this is indeed the case.

Traditionally, ships are powered by fossil fuels in combustion engines, causing 3% of global greenhouse gas emissions. Alternative installations have yet to prove their reliability and are currently not as cheap or technological ready. To enable ship-owners to prepare their ship for the future, but postpone their decision on which alternative installation to choose, it is the objective of this research to develop and validate a method for modular design of the power supply system of a ship, that allows a low-impact refit to lower the ship’s greenhouse gas emissions when the alternative power supply technology is ready. This method is developed within the scope of short-sea dry cargo vessels with little auxiliary power(<20%) that is to be refitted before 2050, but the method is kept as general as possible. The studied background information includes greenhouse gases, possible alternative installations, low-impact refits, and modularity. Furthermore, the method is verified and validated using two different case ships. In this report information about the method for modular design can be found, but also information on alternative power supply systems. The method is presented in chapter 5 and 6. It is concluded in chapter 7 that the developed method is effective and enables a low-impact refit, without significant negative impact on the initial design.It is concluded from this research that the method is effective and enables a low impact refit, without significant negative impact on the original design.For readers who want to know more about the alternative installations instead of the method, some basic information about available energy carriers and power supply units can be found in 2.3, the components of alternative installations of the case ship can be found in chapter 4 and the effect of those installations on the design to be found in section 5.3.