This research explores the use of submerged hydrofoil systems for landing craft, with the goal of evaluating its operational effectiveness. Using a systems engineering approach, various submerged hydrofoil configurations and propulsion systems are evaluated. A design method is developed which uses iterative parametric modelling and assessment of the craft's dynamic equilibrium across its full speed range. The resulting designs are then compared to a planing benchmark vessel. The findings show a resistance reduction of 35% at cruise speeds, leading to a 50% increase in range. Seakeeping analysis of one submerged hydrofoil design also demonstrated that hydrofoils can increase the sustained speed in waves and effectively reduce peak vertical accelerations. The results highlight that significant gains can be made with respect to range, sustained speed, and safety, which exemplifies the potential of hydrofoil system integration despite added design complexity.

For many years, ’het Loodswezen’ has relied on its tenders to transfer pilots to and from cargo vessels, with the primary focus on ensuring safety of both crew and pilots. In response to evolving emissions regulations and industry developments, the organisation launched the ’Tender of the future’ project. This initiative also provided an opportunity to enhance safety and comfort by redesigning the hulls of their tenders to address slamming, a significant issue observed in the latest tenders, the M-class. This challenge shaped the objective of this Master’s Thesis: "Delivering a new hull design for the tenders of ’het Loodswezen’ which will reduce the vertical accelerations caused by waves compared to the currently used L- and M-class tenders."

The first sub-question towards achieving the main objective is: "Which width is the optimal trade-off between a safe and efficient mode of operation and a high L/B-ratio?" This question was explored from two perspectives. From a safety standpoint, it involved examining the expertise of ’het Loodswezen’, relevant regulations, literature and consultations with Damen to identify the narrowest width that still ensures safety. From a practical perspective, simulations were conducted using Fastship (a tool designed for evaluating vertical accelerations of vessels by analysing cross-sections as falling wedges in the early design stages). These simulations were used to assess the impact of varying widths, achieved by scaling the Stan Pilot 2205, on
vertical accelerations. The combined results of these analyses identified the optimal breadth for a tender of ’het Loodswezen’ as 6.46 metres, a design that reduces the vertical accelerations with 10% compared to current tenders while maintaining safe and efficient operations.

In the subsequent phase, the bow and overall hull design were iteratively refined from a standardised planing hull towards the optimal design concept for a pilot tender of ’het Loodswezen’. Many iterations were performed and all simulated in Fastship in order to analyse its peak vertical accelerations. These peak values were used to define comfort, as the crew will base their actions on the highest impacts rather than on average vertical accelerations. The main focus of the iterations was on:
• Maintaining the required initial stability.
• Increasing the deadrise angle to 25 degrees.
• Introducing a twist by increasing the deadrise angle toward the bow.
• Implementing a spray rail to enhance hydrodynamic performance by ensuring that the water is separated from the hull.
• Raising the deck at the bow to increase the reserve buoyancy to prevent bow diving.
• Widening the deck at the bow to ensure that the same operational procedures can be applied.
These iterations culminated in the final bow and hull design, optimised for the tenders of ’het Loodswezen’. This design reduces peak vertical accelerations in the bow while maintaining resistance and operational efficiency, achieving a balance between performance and comfort for safe and effective pilot transfers.

Reducing the bow flare and narrowing the bow have proven to positively affect vertical accelerations but introduce potential challenges maintaining efficient operation with the current working methods. To address this issue, the next sub-question was posed: "Can the deck be shaped in such a way that the drawbacks to operational efficiency are minimised while the flare in the bow is significantly reduced?" Through several iterations, a deck design was developed that enhances operational performance without substantially increasing vertical accelerations. This was achieved by incorporating overhangs in strategic locations, enabling the tenders to operate effectively at an angle against cargo vessels.

A final design was developed that reduces vertical accelerations with 27.8% compared to a standardised planing hull while maintaining operational efficiency and considering resistance. However, the results should be interpreted with caution, as they are based on simulations using a basic version of Fastship with a limited number of input parameters. These simplifications enabled rapid evaluations but inherently affect the precision of the results.
It is important to note that this design represents a conceptual model. Further research and development are required to obtain reliable results for the actual design. For instance, the LCG plays a crucial role in performance but was, for simplicity, aligned with the LCB in this conceptual phase. In subsequent stages, the LCG should be carefully established to positively influence the results. Additionally, the hull fairing remains to be completed, a necessary step for generating a hull shape suitable for resistance calculations in simulations.
With these advancements, a comprehensive simulation can be conducted by Marin, for which budget has already been allocated. This simulation will provide a more accurate comparison of the new design with the existing L- and M-class tenders of ’het Loodswezen’, ensuring a robust evaluation of its performance.

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

The offshore wind energy sector is rapidly growing with an increase in the capacity of offshore wind turbines, resulting in increasing dimensions of offshore wind turbines and their foundations. Additionally, there is a tendency to locate offshore wind farms more offshore because of more consistent wind speeds and more space. Sites with a water depth less than 70 metres are suitable for fixed-bottom foundations. A commonly applied fixed-bottom foundation is the monopile due their simplicity, ease of installation, and relatively low costs. Over the past years, the diameter of the monopile increased from an average of 5 metres tot 10-12 metres. These ever-growing monopiles need to be installed from floating vessels, such as heavy lift crane vessels, which are not dependent on water depth, instead of jack-up vessels. During installation, heavy lift crane vessels form a multi-body system with the crane and monopile and pile gripper ring, inducing coupled dynamic behaviour, resulting in resonance behaviour.

Currently, monopiles are installed at the side of a heavy lift crane vessel. However, a new technology is in development to install monopiles in a recess at the stern of the vessel. The upending and lowering of stage of monopile installation are considered as critical events and it is obligatory to assess the operational limits of these stages during the planning phase. The purpose of this thesis is to compare side and stern installation of 2XL monopiles from a heavy lift crane vessel during the upending and lowering phase in terms of operational limits. Therefore, a case study is performed, using Hornsea Offshore Wind Farm on the North Sea as a reference project. Time-domain simulations are conducted in OrcaFlex for various significant wave heights and spectral peak periods for both side and stern installation. The operability of the mission equipment is assessed, resulting in a comparison for side and stern installation. It is found that during upending stage, stern installation provides a larger operability window compared to side installation. During the lowering stage, side and stern installation have a comparable operability window. In conclusion, stern installation shows promising results to further develop this installation method.

This thesis investigates the implementation of modularity in the early-stage design process of custom luxury yachts, specifically targeting the Feadship fleet between 75 and 110 meters. The research aims to determine whether modular design methods can optimize efficiency and creativity while maintaining the high degree of customization demanded by clients. To address this, the thesis introduces Modular Function Deployment (MFD) as a structured framework for identifying and evaluating yacht systems suitable for modularization.

Key insights from the study demonstrate that MFD, coupled with innovative tools such as the Area Prediction tool and the Arrangement Generator tool, can enhance both design creativity and efficiency. Contrary to concerns that modularity might restrict creativity, these tools offer designers a structured yet flexible platform for exploring numerous configurations. This encourages the exploration of innovative design arrangements that push the boundaries of conventional yacht architecture.

The study also focuses on evaluating how designers can benefit from modular principles. The Area Prediction tool, based on the Random Forest regression model, predicts the surface areas of different yacht modules. The Arrangement Generator tool allows designers to visualize potential layouts, iterating through various combinations rapidly. These tools support designers in generating new, optimized arrangements that maintain high levels of customization. A case study with Feadship designers highlights the fact that modularity offers substantial benefits, although challenges remain in terms of integrating these tools fully into the creative process.

Future research is suggested to explore whether yacht clients will accept modularity without perceiving the designs as less bespoke, how designers can shift from traditional bespoke methods to modular approaches, and how regulatory challenges may be navigated. But more important, the impact of the ongoing energy transition on future yacht designs is considered significant, necessitating future updates to the prediction tools as yacht specifications evolve.

In the context of global warming, all sectors must rapidly decrease their dependence on fossil fuels in order to cut down their CO2 emissions. Naturally, the maritime sector is no exception and is actively looking for carbon free alternatives. Among the different technologies developed to achieve this goal, the Wind Assisted Ship Propulsion is quite promising as it could cut down a ship’s fuel consumption by up to 30%.
VPLP design aims to develop such technology. However in the performance prediction phase, the company needs to be able to assess the wave added resistance. The scientific literature has provided us with a good knowledge of this resistance and some semi-empirical methods to evaluate it. Yet, these models can be quite different and it is important to test which one is the most efficient for a RoRo ship depending on the case study. A python package has been made to compute it easily depending on simple ship parameters and sea conditions. Furthermore, four methods are included in the program and the latter can choose which one is best adapted depending on the case study.
Another challenge with wind assisted propulsion is the need for an adapted routing system. It needs to be able to find the best route to optimize the use of sails and thus reduce the fuel consumption. As an input, it requires a polar matrix with fuel consumption depending on the wind conditions and the ship’s speed. The wave added resistance can have a large impact on fuel consumption (around 20%more than only calm water resistance) therefore, it was implemented and added. The program now takes 6D polar matrices which also include the significant wave height, the wave length and the wave angle. It enables to have a more realistic and relevant routing system. Furthermore, a study on routing software’s space step was conducted to find its influence on the results.
Eventually, the company often needs to perform statistical weather studies. These studies can improve the performance prediction loop by showing the most frequent weather conditions and their impact on a ship or a ship’s journey. It can be used to implement the wave added resistance or even for engine/propeller matching. The study usually use data from the last years. However, the polar matrices can be quite large with many improbable cases which ought to be optimized. A program was coded to retrieve wave data and perform studies on the different sea conditions a ship could encounter over a journey. One can now check for the most frequent wind/wave combinations and adjust the design or the VPP loop.
Eventually, some of the limits of this project are mentioned. First of all, the wave added resistance program requires to be validated more thoroughly and it is planned to be compared with future onboard data. Furthermore, many steps in the routing software or within the statistical study tools have a large computational time. Some solutions are suggested but there is still room for improvement. Eventually, some files are getting particularly large and programs struggle to handle it. A judicious choice in the number of data could help reduce the sizes of some documents.
Overall, the tasks were completed and the new programs are currently being used by the company. Although validation measures and improvements must be done, this thesis can help companies to improve sailing cargo ships’ VPP. With the right routing software, wind assisted propulsion can be used to their full potential and help reduce the shipping industry’s carbon footprint.
ii

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

This master's thesis addresses the urgent need to reduce the marine industry's environmental impact. Van Oord, a marine player, aims to achieve carbon neutrality by 2050. The study investigates integrating methanol-fueled Solid Oxide Fuel Cells and batteries into the cable laying vessel NEXUS's power plant.

The research shows that integrating these technologies can offer acceptable operational capabilities and substantial greenhouse gas emissions reductions in the medium term. However, short-term implementation faces challenges due to current SOFC limitations.

Economically, long-term fuel cost savings make this integration viable, despite high initial capital expenditure.

The study includes a literature review favoring SOFCs and methanol for cable laying vessels. The case study proposes a 1926 kW SOFC and a 1195 kW battery pack integration, resulting in significant fuel consumption and emissions reductions while complying with regulations.

In conclusion, integrating methanol-fueled SOFCs and batteries in cable laying operations presents an opportunity for efficiency improvement and GHG reduction, with long-term economic benefits. This supports Van Oord's commitment to carbon neutrality and addresses the marine industry's environmental challenges

Introduction - Hydrofoils are often used for high-performance craft. They enable the hull to rise out of the water and reduce drag. A recurring problem is ventilation, this is the presence of a cavity filled with ambient air on the lifting surface. Ventilation causes the lift of the hydrofoil to decrease drastically. A lot of research has been done on ventilation behaviour. Ventilation remains a stochastic phenomenon to this day. The same operational conditions do not yield the same flow behaviour, a correlation between the pressure on the lifting surface and ventilation behaviour might exist. This research is an intermediate step towards finding a correlation between pressure on the surface of a foil and ventilation, making ventilation repeatable. The main goal of this research is to find out if a full surface pressure reconstruction can aid the search for a correlation between pressure and ventilation.

Method - The test geometry is a NACA0012 surface-piercing hydrofoil with pressure measured using 2 rows of 15 pressure tappings. Extension pieces are used to obtain the span-wise pressure distribution while keeping the submerged span constant. The test program has three sets: all vertical runs (Set 1), high roll angle runs (Set 2), and runs with ventilation (Set 3). During the experiment, the loads are measured with force transducers on a frame that measures forces in 6 degrees of freedom. The calibration of the force transducers is performed prior to the experiment. The calibration of the pressure sensors is done first using a 9 meter water column before the experiment and during the experiment in the towing tank, extra re-calibration (stepped runs) data is collected. The collected force measurement data is processed to attain the lift and drag coefficients. The pressure measurements are translated to the pressure coefficient and placed in a matrix on the right location of the lifting surface.

Results - Based on repeated experimental runs the percentage differences are obtained on sensor and array levels. 30% of the sensors have a percentage difference of more than 10%, while the maximum difference for an entire array is 2.5%. A cross-check between the upper and lower arrays showed a percentage difference above 15% for 28% of the sensors, with a maximum difference of 1.2% at the array level. The pressure distributions at 0∘ roll angle, from Set 1, match the general pressure distribution characteristics. Comparing the 3D lift coefficient computed from the pressure measurements to that of the force data or an empirical method yields ambiguous results. The 3D lift coefficient based on the pressure measurement is within a 4% difference to Xfoil. The result of the high roll angle runs, Set 2, show the effect free-surface proximity has on the chord-wise pressure distribution. For the shallowest pressure reconstructions, close to the free-surface, the pressure distribution shows a minor peak near the leading edge after which the curve drops to near zero quickly. The operational conditions do not affect the quality of measurements. During two runs ventilation occurred, this is Set 3. The time-traces of the three forwardmost sensors show a dip prior to ventilation, with one sensor displaying an oscillating response. It is hypothesised that this is the position where ventilation is induced, but based on the results this can not be proven. All sensor response follows the same pattern when the ventilation bursts over the surface. The set-up is able to capture quick pressure changes.

Conclusion -The percentage difference is too high for too many sensors. On the array level, however, the difference is considered small enough. The results of set 1 are in good agreement with known data. The results obtained at 60∘ roll angle are concluded to be of the same quality as for 0∘ roll. The method is capable of providing results in a wide range of operational conditions. Based on the ventilation runs, no correlation to pressure reading has been found. The time-traces of the sensors near the leading edge of these runs do show fluctuations prior to ventilation. With more ventilation runs available, it is highly likely that a correlation can be established. Due to the slim data set, it is possible that the conclusions drawn will be refuted in the future when a larger data set is available. Currently, the goal has not been achieved, and it cannot be stated with certainty that the method used here to attain a full surface pressure reconstruction can be used to correlate pressure to ventilation.

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

This thesis delves into the intricate process of formulating an answer to the pivotal research question:

"What are the design characteristics of an economic high speed nuclear container vessel?"

The report systematically unfolds in six chapters, primarily focusing on a comprehensive literature study.

The exploration begins with an in-depth analysis of various nuclear reactors, emphasizing aspects such as load following, capital costs, fuel expenses, operational and maintenance costs, and decommissioning expenditures. Key challenges in implementing these reactors within ship designs are scrutinized, including considerations of safety, location, and refueling intervals.

Subsequently, the study investigates the intricate relationship between vessel speed and economic factors such as income, operational costs, and freight rates in liner shipping. Operational costs, especially fuel expenses, are found to significantly impact speed-dependent factors.

Concurrently, the impact of speed on hull shape and propulsors is evaluated, revealing a proportional increase in wave-making resistance at higher speeds and necessitating a reevaluation of power estimation methodologies.

The literature study is concluded with an assessment of three types of propulsors, where conventional propellers emerge as the preferred choice due to their efficiency, power range, and scalability.

The research then starts with the economic speed determination process, vital in shaping the vessel's design. This involves constructing a resistance curve based on a volume-scaled high-speed model vessel and factoring in components like CAPEX, OPEX, voyage costs, and freight rates. The study highlights the significant influence of freight rates on speed for all cases and underscores the viability of nuclear-powered vessels in achieving higher economic speeds due to lower fuel costs, especially over extended service lives.

With these foundational insights, the design process is initiated, emphasizing the optimal balance between speed, capacity, and real-world constraints. A scaled-down version of the nuclear concept vessel is developed, demonstrating a decrease in resistance while adhering to stability criteria. The resulting nuclear vessel design showcases a streamlined hull shape, minimal general arrangement alterations, and enhanced stability, with a notable preference for a three-propeller layout to optimize performance.

In conclusion, this study presents a concept design for a 20,000 TEU nuclear container vessel that achieves an increased economic speed, leading to design refinements in hull shape and propulsors. The research underscores the viability of nuclear propulsion in enhancing the efficiency of container shipping, providing valuable insights for future innovations in maritime transportation.

Crew transportation executed by vessels started as a result of the development of offshore platforms close to land. Due to the growing oil demand in combination with limited space for new installations in shallow water areas, these platforms have expanded to deepwater locations. To transport crew over these longer distances, helicopters are used nowadays.

Offshore crew transportation is driven by cost, safety, comfort, speed, workability, logistical solution, integrated solution, resilient solution and reputation. An assessment of these concludes that vessels can compete with helicopters for crew supply in the offshore market. Subsequently, an analysis to understand the performances of existing Crew Transfer Vessels competing with helicopters, results in the identification of a market gap: vessels that can operate in mild sea conditions and sail long distances at high speed.

This research aims to develop a concept design for a Fast Crew Supplier (FCS) that fits the market gap while scoring better relative to helicopters on the combination of cost, safety, comfort, and speed.

The selection of the vessel design requirements is based on detailed characteristics of West Africa, the Mexican Gulf of Mexico and the Middle-East. Main design requirements for the concept design are the significant wave height between 1.5 and 2 meters, speed between 35 and 40 knots, personnel capacity between 80 and 150 and a range of 1200nm. Since the vessel has to transfer and transport personnel, it should perform well at zero and at high speed.

In addition to the above described criteria, the hull design and its dimensions have the most influence on the goal of the concept design, according to the elaborated House of Quality (HoQ). Hull-types considered for the design are the mono-hull, catamaran, trimaran, SWATH, hydrofoil, WIG and ACV. With the use of literature research, the seakeeping analysis program (SHIPMO) and costs calculated, the most attractive hull design relative to the boundary conditions has been defined the mono-hull. This was possible by processing the results into unitless measures using elements of the Multi-Attribute Utility Theory (MAUT)

Optimal dimensions are determined after an iterative process of the arrangements of the vessel in combination with stability characteristics. In this, the calculation and evaluation of the longitudinal centre of gravity (LCG) and the metacentric height (GM) have played a major role. The final length is 51m, and the final beam is 8.2m, which results in the concept design FCS 5108. According to the results of speed, range, significant wave height and cost, the FCS 5108 fits the market gap.

Comparing the FCS 5108 to a helicopter as crew transportation to an offshore field with three platforms in West Africa, the concept design is considered significantly more cost-effective, safer, more comfortable, and fast enough. To conclude, the FCS 5108 fits the market gap and scores better on the combination of the four design drivers relative to helicopters. For the further development of this concept design, it is recommended for Damen to continue in the Systems Engineering Approach and Design Spiral.