The shipping industry is facing more and more rules to lower greenhouse gas emissions. For many companies, including Anthony Veder which transports petrochemical gases, it is difficult to see which investments are best to meet future requirements.

To support this, a decision support tool was developed to help find the most cost-effective way to comply. The tool looks at four main criteria: regulations, costs, technical options, and safety. A Python script runs in the background and the results are shown clearly in an Excel file to give useful insights.

A case study was done for small gas carriers that sail in European waters. For older ships, the cheapest way to comply is by using fuel-saving methods like Just-In-Time arrival or extra hull cleaning. For newer ships, the cost from FuelEU rules will go up a lot after 2035. That means it makes sense to choose a solution that avoids these extra costs. Based on the case, the advice is to use the alternative fuel LPG combined with a fuel-saving measure. However, this will only start saving money after 2032. A good approach could be to first use the cheaper options and then look at switching to alternative fuels after 2032.

The introduction of FuelEU Maritime and the extension of the EU Emissions Trading System (EU ETS) to maritime shipping mark a significant step toward decarbonizing the sector. However, these regulations may also create unintended consequences, such as cost-driven rerouting and carbon leakage to non-EEA ports. This study investigates the compliance costs and behavioral responses of liner shipping operators through route-based case studies and expert stakeholder interviews. Results indicate that current regulatory designs can incentivize strategic evasive behavior—such as avoiding EEA ports or shifting transshipment hubs—to minimize exposure to EU climate obligations. These strategies risk undermining climate goals and affecting the competitiveness of certain EU ports. To support effective implementation, the study recommends policy measures focused on tightening transshipment rules, improving fuel infrastructure, and aligning EU actions with international frameworks such as the IMO Net-Zero Strategy.

This thesis compares maintenance strategies for the Royal Netherlands Navy to optimize cost, man-hours and downtime. A decision support model was developed to evaluate different mixes of Corrective Maintenance (CM), Time-Driven Scheduled Maintenance (TDSM), and Condition-Based Maintenance (CBM) using SAP data and expert input. Results show that CBM application (~20–50%) reduces long-term costs for high-criticality systems, while man-hour efficiency sometimes favors more CM due to underreported labor in existing data. The model supports tailored, data-driven maintenance planning across vessel types and system groups.

This document explores the wave run-up loads on offshore monopile structures, particularly those experienced by the main access platforms during severe storms. Such incidents have been observed to cause significant damage, necessitating a deeper understanding and accurate prediction of these loads.
The main objective of this research is to compare various vertical wave run-up load models, focusing on their prediction accuracy and computational efficiency.
First the wave run-up heights and wave run-up loads of analytical models are compared to each other. These results are calculated with the maximum wave heights and water depths on the Dogger Bank. It can be seen that the wave run-up heights and therefore the wave run-up loads are unrealistically high. The main reason for this is that the analytical models are used outside the boundaries where they are validated for. This leads to less reliable results.
Theoretical and numerical limitations are in this thesis to increase the reliability of the results.

Green hydrogen has the potential to contribute in decarbonization efforts and achieving a net-zero emission economy by 2050. This report investigates the potential for production of green hydrogen offshore, using a Floating Production Storage and Offloading (FPSO) vessel. The aim is to determine a techno-economically feasible strategy for deploying this Green FPSO (GFPSO) and in turn its holistic hydrogen supply chain. State of the art literature is reviewed to define the knowledge gap to address and delineate the scope of the research. This is encapsulated by the main research question: "What strategy could be used to deploy a GFPSO supply chain and ensure techno-economically feasible outcomes?". To answer this question, a methodology is devised involving the breakdown of the strategy into key decisions, the outline of the criteria by which the strategy can be scored against, and the formulation of an MILP model. The model encapsulates the supply chain from energy generation, hydrogen production, storage, and transport to destination. Technical and economic parameters are implemented in a North Sea business case context, assuming 4 scenarios which represent how each implemnentation strategy varies. This comes down to the configuration of energy vector of gaseous hydrogen (GH2), liquid hydrogen (LH2), and ammonia (NH3), as well as the transport mode of either shipping vessels or a pipiline, used to deliver the medium from production to demand location. Based on the MILP model result, the optimal locations in the discretized region for energy generation within each scenario, as well as comparison across scenarios using the calculated levelised cost of hydrogen (LCOH) in [€/kg].

The results of the study reveal LCOH values of 4.05-6.52[€/kg] for the time period of 2020-2050. The lowest cost was observed in the GH2 pipeline configuration, followed by NH3 shipping. The pipeline configuration required implementation closer to shore, while the shipping configuration correlates with the location of highest energy availability in the weather data. The greatest portion of the overall costs in all scenarios originated from wind turbines used for energy generation. Conversion process costs formed another significant component of the total costs in the scenarios involving NH3 and LH2. Sufficient reduction of these conversion costs could enable a more competitive performance from the corresponding configurations. Based on the criteria framework, the strategy utilizing GH2 pipeline supply chain configuration performs best in terms of LCOH, CO2 emissions, and access, while NH3 shipping performs better in Commercial Readiness Index (CRI), Technological Readiness Index (TRL), Ease of Implementation (EoI), and in existing regulations. The significance of these strengths and weaknesses will vary depending on the weight attributed to the importance of the criterion by the decision making entity.

The maritime industry is under increasing pressure to reduce its greenhouse gas (GHG) emissions. European ports, including the Port of Rotterdam, are transitioning to sustainable solutions to reduce their environmental impact. Since the Port of Rotterdam is large, patrol and incident-response (RPA) vessels are needed to ensure a safe port. However, the existing fleet is reaching its operational end of life. These vessels currently rely on conventional propulsion systems, which are not in line with the sustainability goals of the Port of Rotterdam. The Port of Rotterdam performed research with several companies to see what type of renewable energy solutions could be applied to the new RPA vessels. Given the 24/7 operational profile and energy demands of (relatively small) RPA vessels, a battery or hydrogen propulsion system installed onboard the vessels was not an option. Therefore, another possibility was proposed: the (rapid) swapping of energy modules to and from the vessel at swapping stations.

This research addresses the challenge of designing an optimal configuration for such a swapping method based on the operational sailing profiles of RPA vessels. A systematic methodology was applied, starting with a literature review for the technical and operational issues. The findings highlighted the feasibility of implementing a Battery Energy Storage System (BESS) powered by lithium-ion batteries, supported by decentralised swapping and charging stations structure. Different concepts for the Battery Swapping Method (BSM) were considered from which the Shfitr concept was the most promising application for this thesis. The Shiftr concept uses cranes to automatically swap energy modules to and from vessels. Different optimisation methods were investigated to see which one best supports finding an optimal configuration (energy modules, swapping/charging stations and vehicle related). It was concluded that a Mixed Integer Linear Programming method could be best applied, with the objective to minimise downtime of the swapping process for different configurations.

A mathematical model for the optimisation model was developed to minimise downtime during swapping, incorporating historical AIS data to simulate the vessels’ operational profiles. This optimisation model can track both the vessel r and the modules m for each time t. This mathematical model is made in Gurobi (Python) and can, for different configurations, minimise the total swapping time for a given period of data. The configurations are used as input data, including the number of energy modules and the number/placement of swapping and charging stations based on the energy consumption of vessels and their sailing path defined during the pre-processing. Verification and validation confirmed the optimisation model was working, although computational challenges were observed when validating each individual vessel.

After verification and validation, two case studies were performed, which included multiple vessels. Due to the rapid increase in computational time, only two case studies were performed with two and three vessels, respectively. Except for the number of vessels, the configuration from the pre-processing was the same for both the case studies. For both cases, the number of swaps was in line with the expectations of each case and confirmed the working of the optimisation model. As the vessels only lost minutes on swapping while sailing for hours before the modules were depleted, a low swapping frequency was observed in the optimisation model. At the same time, there are too many swapping stations in the configuration, leading to a lot of unused energy modules.

In conclusion, the optimisation model can successfully optimise the sailing path to minimise swapping time, for a specific configuration. However, the research question of finding the optimal configuration could not be answered fully. Therefore, further research is needed to address computational limitations and to optimise module utilisation. This thesis provides a foundation for swapping renewable energy sources in modules, for relatively small vessels, which are operational 24/7.

The maritime industry is progressively transitioning towards sustainable practices, with a significant focus on integrating zero-emission power generation systems. However alternative fuels and technologies implementation on large scale is still pending.
Ships and especially yachts today are designed just for their immediate needs with no future consideration taken into account. This thesis addresses the need for adaptable power room designs in superyachts, facilitating the integration of zero-emission power generation systems as technology evolves. The primary aim is to develop a design method enabling easy retrofitting and future-proofing of yacht power rooms.
The research identifies the current design methods limitation where power rooms are designed for specific scenarios without considering future adaptability. To address this gap, the thesis proposes a three-step design method: layout concepts, design rationale, and a layout evaluation model. This model evaluates power room layouts based on Connection Costs and Retrofit Costs, offering indicators to assess future-proofing capabilities of power rooms arrangements.
A future-proof road-map based on four different scenarios was identified. By applying the design method to these scenarios, various layout concepts were developed, refined based on expert opinions and then evaluated with the model. The results highlight key practices for future-proofing power rooms, such as prioritizing connections between zero emissions power generation systems and auxiliary systems, pre-arranging transport equipment, and designing access openings to facilitate easy retrofitting.
This research underscores the need for a flexible approach to power room design, ensuring superyachts can transition smoothly to zero-emission operations in the coming years.

With fluctuating market demands, the tugboat industry confronts the challenge of adapting its supply chain to meet customer customisation needs while managing low order predictability. This study examines the shift from a Make-to-Stock (MTS) to three alternative production configurations based on the Assemble-to-Order (ATO) and Make-to-Order (MTO) configuration, focusing on the tugboat industry’s need for flexibility in response to market changes and customer-specific requirements.

The core issue addressed is the trade-off between investment risk and customer satisfaction, as the proposed configurations increase delivery lead times. To quantify the costs associated with adapting delivery lead times, a Bill of Materials and Operations (BOMO) is utilised, combining the Bill of Materials (BOM) with the production sequence (Bill of Operations, BOO).

A mathematical algorithm is developed to calculate the financial effects of the configurations based on BOMO data. The model involves a three-step process: importing part data, merging BOM, BOO, supplier, and transport data into a BOMO dataset, and performing value analysis on the BOMO data to quantify risk exposure and financing costs over time.

The study’s findings indicate that while increasing delivery lead times, the MTO configuration significantly reduces the risk exposure and financing costs. The BOMO is a strategic tool for analysing material costs and delivery lead times, providing insights into the financial implications of different production strategies. The research concludes that the MTO configuration is viable for Damen’s tugboat production, balancing risk exposure, financing costs, and delivery lead times.

The European Union has recently revealed a plan called ”Fit for 55.” The plan aims to reduce carbon dioxide emissions by 55% before 2030. It includes FuelEU Maritime, which will introduce new emission regulations for ships over 5000 gross tonnages. The regulations will require shipowners to reduce their carbon footprint. The European Union has decided not to wait for the International Maritime Organisation’s emission rules (IMO) and will enforce them for ships by 2024. By 2025, the rules will extend to offshore vessels with a gross tonnage of 400 or more and general cargo vessels carrying commercial goods between 400 and 5000 gross tonnages.
Efforts are being made to find a hydrogen carrier that closely resembles conventional oil-based products to comply with these regulations. All these fuels need to be produced with renewable energy sources, which have their efficiency losses. Renewable fuel production is only estimated to have a chemical efficiency of 50%.
Innovation in the shipping sector is necessary to reduce energy losses. The shipping sector fits the rules of rural society, where incremental innovations are preferred over radical changes. However, radical change is necessary to accomplish the energy transition in shipping. According to the DOI theory, innovators are the first group of adopters. Innovators are eager to try new ideas and have a cosmopolitan (global) network. These innovators will play a critical role in the energy transition in the shipping sector.
The study’s objective is to analyse if it is possible to influence a given adoption of the innovator. First, the research outlines the theoretical framework for the study. The literature search aims to determine a transition framework to answer the research sub-questions. The framework’s scope will be refined to the innovator group and the maritime sector. A case study will be conducted to test the defined framework, and factors outside the scope may be included if needed. The literature collection approach involves determining the philosophical framework before researching the sociological framework. The mainstream innovation and inclusive innovation frameworks have been identified from a philosophical perspective. The mainstream innovation framework focusing on radical and technological typology is more appropriate for the research study. Rogers’s sociological framework can be used to describe the adoption process. The Scopus search has been used to identify different theories, including spatial innovation frameworks, sectoral innovation systems (SIS), technological innovation systems (TIS), and path development. Finally, the study provides an overview of the innovation systems and their corresponding frameworks……

Inland shipping is an efficient way of freight transportation, especially in the Province of South Holland (the Netherlands), but this sector faces a significant challenge in further reducing climate change effects and local health and environmental impacts caused by the combustion of diesel fuel.

In this study, an analysis of the inland shipping sector in South Holland and its challenges and opportunities regarding a transition to “zero-emission” shipping is performed, based on a life cycle assessment (LCA). This LCA compares the environmental impacts of the annual operations of a medium-size, short-route inland barge, comparing different engine technologies and energy carriers: diesel in a combustion engine, hydrogen (grey/blue/yellow) in a combustion engine, hydrogen (grey/blue/yellow) in a fuel cell-electric power system, and electricity in a battery-electric power system. Results are obtained for 2020, 2030, 2050, and 2100, based on the SSP2 pathway for future socio-economical development wherein the electricity grid mix decarbonises and fossil-based diesel is phased out in favour of biodiesel and synthetic diesel, and assessed using the EF v3.1 assessment family.

The results indicate that the most significant sources of emissions are barge operations (for combustion engines, especially for diesel, and most of all for older diesel engines) and the fuel supply chain (for diesel and hydrogen), as well as some contribution from the production of batteries (for the battery-electric alternative) and fuel cells (for the hydrogen fuel cell alternative). Contributions from the life cycle of the barge hull, lubricant and oil streams, and infrastructure are minor. The main contributor to climate change is CO₂, and the main contributors to local health and environmental impacts are emissions of particulate matter (PM), NO_x, and SO_x.

For the selected case study barge, a battery-electric system provides the strongest reduction in environmental impact (climate change, acidification, photochemical oxidant formation, and PM formation) even with background data for 2020, and its advantage increases further as the electricity grid decarbonises. The battery-electric and hydrogen fuel cell systems are the only ones which can be labelled as “zero-emission”, although the life-cycle emissions of hydrogen are high in the short term and its advantage only becomes apparent beyond 2030.

Among the hydrogen variants assessed, yellow hydrogen – produced by electrolysis from the electricity grid – has the lowest life-cycle climate change impacts in the long term, although it is not a clear winner when considering local health and environmental effects (acidification, PM formation) from its production. A hydrogen fuel cell system provides a slight but consistent benefit over hydrogen combustion due to a higher efficiency and the absence of operational emissions.
Sensitivity analyses indicate that the advantage of a battery-electric solution disappears for barges transporting larger loads and sailing longer distances, due to the larger energy capacity this requires, and becomes entirely impractical for long routes, where a hydrogen fuel cell solution provides the lowest impacts overall. Hydrogen fuel cells lose their advantage over hydrogen combustion for barges requiring very high engine power due to the additional impacts from fuel cell production exceeding the reduction from emission-free operations...

In 2018, greenhouse gas (GHG) emissions from shipping were estimated to account for 2.9% of global emissions, with projections indicating an increase of up to 44% by 2050 under various long-term energy and economic scenarios. In response, the International Maritime Organization (IMO) has set ambitious targets to reduce carbon intensity by at least 40% by 2030 and achieve net-zero GHG emissions around 2050. This research explores the potential and implications of integrating life cycle environmental performance evaluations into early-stage ship design, moving beyond the traditional “tank-to-wake” focus to encompass the entire life cycle of a vessel. Incorporating Life Cycle Assessments (LCA) into the design stage promises to optimize vessel design by addressing environmental and economic impacts across its full lifecycle, from construction to decommissioning. The primary objective of this report is to investigate the extent to which life cycle assessment optimization, based on cost and environmental impact, can be performed and implemented in the conceptual ship design of complex vessels, and to assess how it can support the development of new designs. This study presents an analysis of the lifecycle stages of ships and introduces Ulstein Design & Solutions B.V.’s innovative design tool, Blended. Through an extensive review of life cycle thinking methods, material and energy flow analyses, industrial ecology practices, and socio-economic impact assessments, the research establishes criteria for evaluating the applicability of these methodologies. A trade-off analysis guides the selection of an appropriate approach, leading to the development of a novel method to integrate life cycle assessments into the Blended Design tool. Key outcomes of the research include the identification of relevant life cycle assessment methodologies and their applicability to early-stage ship design. Additionally, an approach has been developed to integrate both cost- and GHG-emissions-based life cycle assessments into Blended, focusing on the shipbuilding and decommissioning phases. Furthermore, the study demonstrates how life cycle assessment integration can influence early design decisions, particularly by addressing the environmental and economic trade-offs that arise during construction and maintenance. The study emphasizes the importance of addressing lifecycle impacts in early-stage ship design to prevent burden shifting between lifecycle phases. It also highlights the need for robust data collection and the development of performance indicators tailored to specific ship designs to enable reliable assessments, despite the limited information available at the early stages of design. In conclusion, this research advances the understanding of how LCA can be applied in conceptual ship design to meet sustainability objectives. By enabling full lifecycle optimization within the Blended Design tool, it offers a pathway to creating vessel designs that balance environmental responsibility with economic viability, contributing to the maritime industry’s efforts to meet international decarbonization targets.

This thesis explores the conceptual design of a zero-emission, modular, and standardized Incident Response Vessel (IRV) for the Port of Rotterdam. The goal is to support the port's ambitious sustainability targets, which include reducing CO₂ emissions by 90% by 2030 and achieving a fully emission-free fleet by 2035. In response to the challenge of decarbonizing maritime operations, this research examines how alternative fuels, energy modules, and modular design principles can create a fleet that is resilient and adaptable to future energy technologies.

The study evaluates various ship design methods, focusing on modular design principles to assess how standardization and modularization can best apply to the new vessel design. Among several design approaches, Modular Function Deployment (MFD) was identified as the most suitable. A comprehensive analysis was conducted on all necessary inputs, tasks, functions, and requirements for an IRV, acknowledging that this vessel serves a specialized niche and cannot be treated as a standard vessel type. Due to this unique role, a detailed mapping of current systems onboard was necessary to identify which systems are no longer needed and which new systems are required. This structured analysis forms a foundation for the MFD model presented in the thesis.

Estimates for different alternative energy carriers were created based on scientific research and other data sources, identifying potential matches for the Port of Rotterdam. These estimates serve as a reference for assessing energy needs in the early design phases. By linking energy demands with specific energy carriers, the study enables the design of conceptual models. In addition to the developed model, visual sketches of systems and vessels provide concept designs that serve as visual aids for future decision-making, supporting the port's strategic planning.

This study employs MFD along with other ship design methods to identify strategies for flexible energy system integration, spatial layout efficiency, and operational effectiveness. MFD is applied to IRVs for the first time here, aiming to achieve a robust design that accommodates emission-free technologies such as electric propulsion and alternative fuels like methanol and hydrogen, while meeting functional and operational requirements.

The findings indicate that MFD provides a scalable and structured framework, enabling the Port of Rotterdam to maintain operational flexibility and comply with current and upcoming regulations. The research highlights that a swappable battery system is the most practical solution for immediate implementation, supporting both current tasks and future scalability. Additionally, modularity facilitates easier adaptation to technological advances, paving the way for long-term fleet evolution.

In conclusion, this thesis presents a viable strategy for the Port of Rotterdam to transition to a modular, emission-free IRV fleet that meets operational demands and adapts to emerging energy solutions, positioning the port as a leader in sustainable maritime innovation.

With the energy transition taking up speed and strong decarbonisation ambitions offshore wind is becoming a major source of green electricity. European countries are among the leading drivers of the offshore wind expansion on both the wind turbine as well as the vessels side. It is expected that until 2030 170 GW of capacity can be installed, equalling 16000 wind turbines. The wind turbines are serviced using either small vessels or commissioning and service operation vessels (C/SOVs) when parks are larger and in more challenging conditions further away from shore. The C/SOV market is still in development and it is not known how many of these vessels are needed to serve the European offshore wind industry in 2030. It is further unknown until now which factors influence the need for these vessels as both market dynamics as well as operations have not been researched until now.
This research first defines the quantifiable factors influencing the need for C/SOVs in offshore wind parks. These are the park parameters such as the distance to shore and the number of turbines in the park. These data are used in a factor model and Monte Carlo simulation to make an assumption on the required number of vessels. The results are then compared against qualitative factors influencing the need for C/SOVs indirectly.
Out of a high and a low case, the low case was shown to be the most likely fit for the research results. It showed that to serve the offshore wind market in 2030 between 122 and 138 vessels are needed, which is 12 to 28 more than currently are active or on order.
Considering the fact that the industry needs to adapt to a new market, it is crucial to know which factors drive that market and how they influence it. This project allows for researchers to dive further into these factors and research them in more detail. Further the research can assist industry players in their investment decisions and yards can accordingly plan capacity.

With the current focus on climate change, the shipping industry is forced to decarbonise its fleet. The need for decarbonisation is not only fuelled by the aspirations of the sector but also by laws and regulations from countries and organisations. As these laws are gradually tightening and there is not one clear technical or operational solution, there is a need for a strategy to combine multiple operational and technical solutions. These solutions, as well as other aspects, are associated with risks and uncertainties, such as fuel prices, technical aspects and cost. To help the decision makers in this field, this research aims to present a method that can be used as the basis for a decision making tool. The method will mainly focus on finding the lowest total cost per tonne mile but will also consider other aspects that are found to be necessary, such as safety and technological readiness. The difficulty in the decision is the number of factors that could influence the decarbonisation of the vessel and how these aspects influence each other. The addition of CRSs (Carbon Reduction Systems) will affect the operation profile of the vessel and, with that, the fuel use of the vessel. With fuel being one of the main expenses of ships, fuel use will affect the total cost of the vessel. The method will combine several different analyses to consider all aspects and risks. The strategy will be created by adding CRSs every time the vessel does not comply with the regulations anymore, affecting the vessel's operational profile and fuel use. The cost of fuel use, and other OPEX, will be evaluated with an NPC (Net Present Cost) analysis to compare costs in time. These costs will then be entered into an MCA (Multi Criteria Analysis) and combined with the other criteria, such as safety and technological readiness level, leading to a strategy selection. To increase the method's robustness, the whole set of calculations will also be subjected to a Monte Carlo simulation to mitigate the risks that concern future inputs. The method was translated into a model where a case study was carried out to validate the method and to find some early insights. From this came the result that the method creates valid answers and that there is one method that is the most cost-effective manner to comply with the regulations. This is plainly sailing slower; it has almost no expense and significantly reduces the cost of shipping.

Battery energy storage systems (BESS) that are integrated with the electricity grid have proven to be a suitable solution for reducing costs by providing flexible demand, but are often uneconomical when used solely for this purpose. Despite the research efforts showing the benefits of an energy-integrated harbor-area smart grid (HASG), the integration of onboard BESS in synergy with shore power connections has not been considered in the literature. Moreover, not from the financial perspective of the vessel owner.

This thesis addresses the integration of onboard BESS with a shore power system. More specifically, by presenting a cost-effective energy management system (EMS) that uses a stochastic approximation to define the charging and discharging decisions based on electricity prices. Additionally, the system takes the uncertainty of wind power production into account and reduces the power strain on the grid. Besides this, the research provides an analysis of the battery parameters that influence the cost-reducing ability of the EMS. As a result, the additional cost reduction presented while at berth may allow for previously uneconomical investments in onboard BESS for SSCV operators.

The wait-and-see (WS) approach was applied to provide an optimal energy scheduling solution with regard to uncertainty in wind power generation. Within the WS, three strategies were applied. By optimally scheduling a 5MWh BESS, the arbitrage, arbitrage + peak shaving, and peak shaving strategies respectively achieved a 1.4%, 15.7%, and 10.2% yearly reduction in electricity costs for the vessel operator during a 100-day stay in port.

Maritime transport represents one of the main means of product delivery and passenger transportation across the world but its impact on climate change has positioned it among the world's biggest CO2 pollutants. One of the most impacted regions in the world by maritime transport emissions is the South Pacific Region. Studies show that if climate change is not mitigated, then the increase in temperatures could lead to droughts, changes in intensity, frequency and duration of cyclone seasons, sea rise and effects on ecosystems, food security, and economy in the region. Thus, the goal within this century is to keep the global mean temperature to 1.5°C.
With this idea in mind, the regional goal of the Pacific nations was set for a decrease in carbon dioxide emissions from shipping by 40% until 2030 and complete decarbonization until 2050. A possible solution proposed by the local organizations such as USP and MCST is the implementation of Wind assisted ship propulsion (WASP) on existing and new built vessels. In that regard, a collaboration was initiated between TU Delft and the University of South Pacific to assist by developing a methodology and a practical tool that can assess the technical performance and environmental, economic, and societal impact of WASPs. For this reason, this thesis investigates the applicability of WASPs in the South Pacific Maritime Transport using a proven vessel, Sailing Vessel Kwai, as the main case study.
The method employed for the overall research was an adaptation of the Life Cycle Impact Assessment (LCIA). The LCIA encompasses the environmental impact from cradle to scrap of a certain product. The present study considered only the operational cycle of the vessel's hybrid propulsion and its impact on the triple-bottom-line items. Aspects such as the impact of manufacturing, scraping, painting or machinery waste have not been included and need further research to conclude the LCIA. The conceptualized methodology represented the theoretical foundation for the development of a practical Excel tool that assesses the technical performance of the hybrid propulsion, fuel and emissions output, norms compliance and ship finances. The novelty of the research stands in the assessment of SV Kwai from an academic perspective. Empirical methods and frameworks were used for the impact on society, ship finances and the environment. The results of the case study are promising for the future of shipping in the South Pacific region. Even though SV Kwai has the hull of a 71 years old fishing vessel and is retrofitted with sails and an oversized engine, it still accomplishes tremendous fuel reduction of around 37% per voyage. The calculations have shown that a similar trend line is encountered for the CO2 and SOx emissions. From an environmental and policy-making perspective, SV Kwai fits within the international emissions EEDI chart, CII chart mile and in the CATCH index. EEDI and CII parameters were calculated with regard to reference line formulas provided by the IMO for general cargo vessels.
Overall, the present research is an indication of an early-stage WASP design performance and its impact on the local South Pacific region. Several conclusions have been drawn with regard to the future of WASP technology in the region and its applicability.

Environmental impacts of a sailing cruise voyage have not yet been assessed from a lifecycle perspective. Thus far, only conventional fuel-based cruise holidays are related to various environmental impacts and are known as an energy intensive form of tourism. International regulations are increasingly stringent on direct pollution and energy-use related impacts but exclude upstream and downstream externalities in sustainability targets for cruise tourism. Whether sailing cruise tourism can form a truly low-impact alternative to conventional (i.e. fuel-based) cruise tourism however, depends on a myriad of lifecycle interactions. Consequently, a manageable lifecycle approach is needed for estimating the distribution of direct and indirect impacts of a sailing cruise voyage. Furthermore, when sailing cruise operators wish to mitigate their environmental impacts, focal points of impact hotspots and alternatives need to be determined.
In this design-oriented research report the Seafaring Applied Impact Ladder (SAIL) is introduced. This framework makes use of fast track-LCA methodology for determining systemwide impact distribution and mitigation pathways for major impact contributors in sailing cruise lifecycle systems. By applying the SAIL to a case study sailing cruise voyage on board the Clipper Stad Amsterdam (CSA), insights in impact distribution and feasible impact reduction emerge.
The case study found that a passengers’ fuel related carbon footprint is greater for conventional cruises than for a sailing cruise on board the CSA. In the SAILs systemwide assessment however, fuel-related impacts remain the major culprit for all three included indicators. Food consumption and crew flights generate a considerable additional share of systemwide impacts. For fuel combustion and food consumption, technological substitution can result in feasible impact reduction, which is quantified in the fourth step of the case study.
The SAIL proves itself a useful and improvement focused approach for impact assessment in sailing cruise lifecycle systems. The presented procedures form a straightforward approach from which practical inferences for impact reduction follow. Further application of the framework in case studies will contribute to sustainable development in (sailing) cruises and broadens the scientific domain of impact assessment.

The forming of double curvature shipbuilding steel plates is performed by experienced craftsmen at IHC Metalix. Their experience will get lost when they retire; therefore, it can be valuable for future metal workers to capture the forming process of a double curved plate theoretically. An analytical description and understanding of the forming process will help craftsmen. In the future, it could even lead to the development of automatic forming machines.
This research investigates plastic deformation initiated by a rolling and a three point bending machine forming a saddle shaped plate. A 2Doptimization for the three point bending process is performed using beam theory. A single bend is validated by a 2D Finite Element Analysis (FEA). The rolling process is analytically described by equations obtained from literature. These equations are used to find a relation between the material stretching/membrane strains and the rolling forces. Furthermore, an elastic perfectly plastic stress strain curve is used. Material hardening and residual stresses due to repeated bending or rolling operations are not taken into account.
The bending optimization resulted in the least number of bending operations needed over a cross section, assuming the cross section behaves like a beam. The rolling equations resulted in required rolling forces for a desired membrane strain. The craftsmen know by experience that bending operations should be performed first to initiate a first curvature. Thereafter, the plate is rolled to initiate the second curvature and form the saddle shape.
In this thesis, the first steps are taken to capture and predict the manual forming process of double curvature steel plates. Future work on this topic should take the 3D-effects of the three point bending into account which lead to more accurate analytical descriptions. Furthermore, other assumptions could be analyzed to get better understanding of their contribution.

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.