With the growing shortage of seafaring personnel, on­board systems need to be more reliable to beable to sail without. Multiple efforts are done to be able to sail with unmanned systems (systems thatdon’t need maintenance while sailing), but for large unmanned surface vehicles, the P&P system isone of the systems that is not reliable enough. The goal of this thesis research was to study the pos­sibilities of adjusting an existing P&P system to make it reliable enough for unmanned sailing. Theresearch resulted in creating a reliability model that gives insight in the direct impact maintenance hason reliability to study the possibilities of removing maintenance personnel from board. Therefore, themain research question of this thesis is:What adjustments to the power and propulsion system of a Navy vessel are necessary to be able tooperate for a given period of time, consisting of several missions, without any on­board maintenancepersonnel?To answer this research question, a study regarding the current system was done first with an functionaland physical decomposition. This gave insight in what functions the P&P system needs to fulfill to pro­vide the ship with power and propulsion, what systems the P&P system contains and what preventivemaintenance actions are currently done to prevent failure. With the data and knowledge acquired bystudying the system, performing a failure mode and effect analysis (FMEA) showed that data currentlyavailable is not able to show the impact of maintenance and thus it is unclear how reliable an unmannedsystem would be.To be able to do so, a fault tree analysis (FTA) model was created to calculate the reliability and showthe direct impact of maintenance for the P&P system on board a Holland class ocean going patrolvessel of the Royal Netherlands Navy. The model made use of an exponential distribution that was im­plemented with a time­dependent Weibull failure rate function while only using the mean time betweenfailure (MTBF) and the maintenance frequency for preventive maintenance actions.As a result, it has been found that either making the 20 weakest components of the P&P system re­dundant, or changing the maintenance strategy from condition based to predictive and making the 5weakest components redundant, the reliability of a P&P system that receives no maintenance during50­day missions can be as reliable as a manned P&P system. Furthermore, several sensory equip­ment is added to replace inspections currently done by maintenance personnel on board.However, even though the reliability of a 50­day unmanned system can be as reliable as a mannedsystem mathematically, the model does not take into account corrective maintenance. An expansionto this model including corrective maintenance should be researched to show the opportunities of anunmanned hybrid propulsion system. Other recommendations for further research include identifyingfailure mechanisms to adjust the failure rate progression and implementing repair times and cost tostudy the feasibility of adjusting the current P&P system and maintenance strategy for unmanned sail­ing.

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.

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.

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.

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.

To mitigate global warming, worldwide CO2-emissions have to be cut. Similarly, the shipping industry has to drastically decrease it's emissions. Rules and regulation on emissions are becoming more stringent. Moreover, the public and clients are demanding less pollution from ship operators. While many shipping operators are looking at a suited fuel alternative, no consensus has been reached on the best alternative to entirely dispose of harmful emissions from shipping in the long-term. Fugro is one of the ship operators interested in entirely bringing down the emissions of their vessels that are built from 2030 onwards and therefore this research is conducted. This thesis will research how and if Fugro can achieve the IMO target of 70 percent CO2 reduction in 2050, by deploying net zero-emission fuels in Fugro vessels as of 2030. An evaluation will be done to assess which alternative fuels are feasible and most suitable, based on current technologies and considering future scenarios around technology. The research will approach this problem by firstly conducting an extensive literature research into alternative fuels and Multiple Criteria Decision Analysis methods. Thereafter the Fugro fleet, potential future vessel developments, future scenarios and alternative fuels are researched to set up a technical framework for this case problem specifically. With this technical framework in place, the method itself is conducted. This is done in two ways. First, by conducting a qualitative approach using the Analytic Hierarchy Process, also involving stakeholders from Fugro and the industry. Second, by carrying out a case application of the four best alternatives on a representative Fugro vessel. This approach, including a qualitative approach extended with a quantitative one results in a substantiated advise. Both methods complement each other on points where the other falls short. The AHP includes stakeholders and takes into account criteria that are difficult to quantify. The application approach tests the feasibility of the proposed alternatives and tests the potentially subjective or intuitive outcome of the AHP method. With methanol scoring well in both approaches, the conclusion of this research is that methanol is the advised alternative fuel for future Fugro vessels. Liquid hydrogen is the highest rated fuel alternative from the AHP. The application example shows that this fuel isn't able to comply with the required Fugro operability however. Contrary to that, ammonia is a highly rated alternative in literature and is also scoring well in the application part of this thesis, but is not rated as a suitable alternative by stakeholders in the AHP. The last considered alternative in both parts of the method is synthetic diesel, which is comparable to MDO. This fuel scores well in both methods but is considered to remain too expensive to become a viable alternative in the coming ten years. In this thesis, estimates of different fuel options are presented and some design concepts and considerations on the different alternative fuel applications are given. The next step for Fugro would be to work out a methanol concept, by going through the design spiral more than once and work out the design choices and challenges this fuel brings. With alternative fuels being more expensive than MDO, this thesis pointed out that the economic speed will change when using alternative fuels, which is another point that requires more research. While the AHP proved to be a suitable way to score fuel alternatives while including stakeholders and assessing criteria qualitatively, it also pointed out that it is difficult to solely base an alternative fuel advise on this method. Potentially, the AHP results would improve when the questionnaire is simplified by reducing the amount of considered criteria.

The CCNR will ensure that in 2050 inland ships do not emit any emissions. A PEM fuel cell system running on pure hydrogen could be a solution. However, the new system imposes some difficulties on the design of the inland ship. A calculation model is created to evaluate inland ships with this system and research these difficulties. The calculations are performed for shallow water. An elaboration is given on the design implications to incorporate their effects in the calculations. The inland ships are eventually judged base on their required freight rates. This research concludes the high hydrogen fuel price results in a lower optimal ship speed and a higher required freight rate than those of a conventional inland ship. Furthermore, increasing the installed power or increasing the refuelling frequency can improve the required freight rate.

This thesis describes the process of selecting different greenhouse gas emission reduction technologies for the application on a redesign of a multi-purpose heavy-lift vessel. Only technologies were considered which did not negatively influence the operability or arrangement of the redesign. The best performing combination of technologies was identified using performance indicators which measured the economic and GHG emission reduction performance. The best performing combination of GHG emission reduction technologies results in an emission reduction potential of 20.6% compared to the currently operated vessel. It is concluded from this study that when only considering technologies on a redesign of a multi-purpose heavy-lift vessel which do not negatively influence the operability or arrangement, the IMO GHG emission reduction goals cannot be met.

Global endeavors to reduce emissions in the shipping industry are accelerating the interest in fuel cell systems. This paper explores the application of different fuel cell types (LT-PEMFC, HT-PEMFC and SOFC) in combination with different fuels (LH2, LNG,MeOH and NH3) in expedition cruise ships. An impact model is developed for the first design phase. The goal of this paper is to evaluate the impact of the combination of fuel cell system implementation and operational profile on expedition cruise vessels. Impact is expressed in ship size, capital cost, operational cost and emissions. The model takes into account: fuel storage, on-board fuel processing, fuel cell system characteristics, balance of plant components, fuel cost over operational lifetime and all onboard emissions. In the research, seven different fuel cell systems and three different hybridization strategies are considered. For the six best performing combinations of fuel cell system and hybridization strategy, the range, endurance and capacity requirements are systematically varied to determine whether the best performing option depends on these requirements. Finally, hybrid option 2 (using diesel generators to support during long transits) combined with a methanol fueled LT-PEMFC system results in the lowest newbuild price. This option does comply with emission regulations and CO2 goals for 2030. Hybrid option 2 combined with an LNG fueled LT-PEMFC system results in the lowest total cost (newbuild price and fuel cost). This option does comply with emission regulations, but does not meet CO2 goals for 2030. When it is desired to reach this CO2 target, hybrid option 2 with methanol fueled LT-PEMFC is also recommended from a total cost perspective.

The thesis proposes a methodology for a Surrogate Based Optimisation (SBO) study and its application in the Naval Architecture field using the open-source software DAKOTA. Surrogate Based Optimisation is a useful and powerful way of reducing time and costs in hull shape optimisation. It allows the employ of exploratory data analysis techniques and machine learning methods to get more insight, discover hidden patterns, and detect anomalies in the design space. However, an SBO consists of several interconnected steps, and each increases complexity and uncertainty to the overall process.

The main goal is the investigation of the effects of different surrogate models on ship geometry optimisation from a resistance point of view. Also, different sampling plans, infill techniques, and optimisation algorithms are analysed and compared, as elemental steps for an SBO. This is done by the use of test functions that emulate the problem of ship optimisation. Furthermore, the intent is to try and list general guidelines to follow when building up an SBO routine with CFD simulations involved, with a focus in the marine field.

This research led to the assembly of Halton sampling sequence, Kriging meta-model, Expected Improvement function, Genetic Algorithms, and Pattern Search tools to implement a working SBO routine. This routine is used to demonstrate the success of the SBO method for a Hull Vane and an aft ship optimisations. Moreover, it is used to validate the research outcomes of this thesis and to prove that this work can be safely used for every-day commercial work.

The two design applications provided a resistance reduction, with respect to a benchmark hull, of about 19% and 7%. Thus not only they were successful, but also they were excellent examples to show how a surrogate model and its correct visualisation can give the Naval Architect the right tools to critically analyse the results, gain more understanding on the problem, spot and correct anomalies, and provide creative solutions to a client.

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.

The shipping industry needs to reduce greenhouse gas emissions and other pollutants. In order to achieve this reduction, the shipping industry will be faced with stricter regulations that are currently unclear. The lifetime of a ship is about 25 years. As a result, it can be interesting to already take a possible refit to an alternative fuel into account, when designing a new ship. This study investigates which aspects of the ship’s design can be prepared for a refit to an alternative fuel, regarding a general cargo ship that starts sailing on LSFO and MGO. Due to the uncertainty in the future regulations, two possible scenarios are described. These scenarios are based on current regulations, known future regulations, the goals of the International Maritime Organization (IMO) greenhouse gas (GHG) strategy and a well-to-tank (WTT) analysis. The first scenario allows carbon-neutral fuels and the second scenario only allows carbon-free fuels. Hereafter, different fuels are identified to be applicable in these scenario’s. Then the most relevant aspects of the fuels that have an impact on the design of a ship are identified. These are the way the fuel should be stored, the volumetric and gravimetric energy density of the fuel, including the system and finally the applicability of the International Code of Safety for Ships using Gases or other Low-Flashpoint Fuels (IGF code). Based on these aspects, the fuels are compared with each other and a qualitative matrix is formed which shows how difficult it is to refit a ship from one fuel to another. The three most promising fuel refits are selected for a further conceptual design. The most manageable fuel switch in the carbon-neutral scenario is a switch towards hydrotreated vegetable oil (HVO), and the easiest in the carbon-free scenario is a switch to ammonia. Methanol is also selected, because, in the carbon-neutral scenario, it is relatively easy to refit to, and in terms of emissions, it does better than HVO. To evaluate the possible design options for an easier refit, a reference ship is used as a starting point. The properties of this ship are also used to define the starting requirements for sailing on LSFO and MGO. Subsequently, a design spiral is used to adjust the design of the reference ship, to prepare it as far as possible for the selected refits. It has been concluded that it is relatively easy to prepare the ship sailing on LSFO and MGO for HVO. Due to the lower energy density of HVO, it is recommended to decrease the sailing range after the refit, so that no further adjustments have to be made to the design of the ship. The ship’s range will be reduced by 8.6%. Because the ship has overcapacity, this has no impact on the sailing profile. For methanol, cofferdams could already be placed in relevant tanks. Double pipes can be laid to these tanks or a double duct can be installed. Unlike MGO and LSFO, methanol can be stored in double bottom ballast water tanks, so for example, cofferdams can also be placed in ballast water tanks. By preparing the ship, space will be lost due to the preparations, in order to meet the initial requirements, the ship must be 2.3 [m] longer. If there is refit in the future, the ship will not yet meet the requirements for methanol. In order to meet the refit requirements, the ship will have to surrender 40% of its range. Furthermore, 1.4% of the cargo capacity will have to be surrendered. It was concluded that, starting from LSFO and MGO, there was no point in preparing the ship for ammonia, because there are too many differences between the fuels. It could be interesting to build a ship for LNG in the coming years and then see if it can be prepared in the design for a refit to ammonia or hydrogen.

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.

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.

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.

One of the most promising methods to reduce harmful emissions in shipping is to apply wind-assisted propulsion on ships. Uncertainty about the potential fuel savings makes ship owners reluctant apply wind-assisted propulsion on a large scale. The goal of this thesis is to develop a method that identifies the aspects of a vessel design, that can be optimised to minimise the payback period of Flettner rotors.
This research identifies all cost aspects that are affected by Flettner rotors. Of these cost aspects the fuel costs have the largest influence on the payback period of a Flettner rotor investment. However, these costs are also the hardest to predict in an early design stage. Therefore, this research focusses on determining the fuel savings from Flettner rotors.
To determine the fuel consumption of a ship with Flettner rotors, the Performance Prediction Program (PPP) has been developed. The PPP solves the force and moment balance equations in surge, sway, roll and yaw directions, including the physical effects from Flettner rotors. The physical phenomena that are a result of Flettner rotors lead to several operational characteristics whose occurrence could affect the benefits of Flettner rotors: throttling back Flettner rotors, applying constant rudder angles and changing the propeller operating point It is shown that the PPP provides accurate results, in close agreement with on-board measurements. The average savings that are predicted by the PPP differ slightly from the measured savings.
The Weather Routing Program (WRP) has been developed to obtain an operational profile of a ship with Flettner rotors. This operational profile is used to determine annual fuel savings, and it determines the occurrence of the operational characteristics.
The WRP simulates a ship's operational conditions using historical weather data. It combines the Flettner rotor performance from the PPP and actual sailing schedules as input for voyage simulations. In the voyage simulations the optimal route is calculated with the lowest fuel consumption.
If analysis of the WRP results shows that an operational characteristic is significantly affected by Flettner rotors, related design aspects should be optimised. A case study that was performed on a case ship with Flettner rotors. The study demonstrates how the developed methods are used to identify aspects of a vessel design that are interesting to optimise, when Flettner rotors are applied. It was shown that the position of the Flettner rotor on the case ship has significant influence on the operational occurrence of large rudder angles and the corresponding rudder resistance. Choosing the optimal Flettner rotor location ensures adequate manoeuvring capabilities for the ship. With the Flettner rotor on its optimal position, no other measures are required to increase manoeuvring capabilities; no larger or more effective rudders are required, additional appendages do not have to be considered. The operational analysis in the case study also showed that the average engine load is significantly reduced as a result of Flettner rotors. This possibly allows to install a smaller main engine. This could reduce the Flettner rotor investment cost and decrease the Flettner rotor payback time.

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 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.

SummaryIntroductionAdditive Manufacturing (AM) offers potential to add value in terms of storage, localised production, production rate, weight reduction, customization and offers complexity for free. Within the Maritime Construction Sector (MCS) business models for AM are difficult to obtain due to its relatively large objects and the corresponding low building cost. In recent years, AM processes have developed significantly in terms of machine dimensions, building speed, material properties and production costs. It is concluded there is sufficient reason for further research on AM production within the MCS. Large scale additive manufacturing, material extrusion, offers high deposit rates and thermoplastic composite material properties. Cheap thermoplastics in combination with fibre reinforcements provide the opportunity to reduce required mass, increase building time and cut building costs. Interest in composite cargo vessels is noticed mainly due to weight reduction and corrosion resistance. However, financial consequences due to mould making and expensive materials, and regulations obstruct widespread developments. To explore the possibilities resulting from additive manufacturing within the maritime construction sector a Class III inland waterway vessel is used as case study. For more in depth knowledge the bow section of the vessel is considered. To retrieve relevant information about the feasibility and requirements of a thermoplastic bow section the main question and resulting sub-questions are stated as follows:1: Can a thermoplastic composite Class III inland waterway vessel be produced competitively using Additive Manufacturing – Material Extrusion, compared to steel and what is the expected weight reduction?Following sub-questions are listed to help answering the main question.2: What are the vessel’s functional, market driven and regulatory requirements?3: How does AM-ME comply with stated market driven, functional and regulatory requirements?4: What AM-ME polymer and reinforcing material is best suited for inland waterway vessels?5: What is the expected weight reduction using AM-ME and accompanied thermoplastic composite?6: How is the required equipment within the vessel installed?7: What will be the final weight reduction and cost price of the inland waterway vessel and can it become Class approved?By answering the stated sub-questions, the main question is answered.Approach:Functional requirements describe what a bow section should do and how it should fulfil its purpose. Market driven requirements state maximum allowable costs, building time and weight in order to be competitive over traditional manufacturing. Regulatory requirements are derived from Lloyds Register Rules & Regulation on special service craft, in which composite vessels are treated. Rules prescribe material requirements, composite laminate requirements, design pressures, fire safety, maximum allowable stresses and deflection and more.AM ME offers advantages in terms of building dimensions, deposit rate and costs. Research on AM-ME results in a collection of technologies and developments required with respect to the production of large composite objects. Special attention is provided to multi-axis material deposition, material selection and cost price. Based on required mechanical material properties and material durability a selection of polymers, reinforcing fibres and additives is derived. Using composite theory for anisotropic composites, final material properties are calculated required for further bow section analyses. Besides direct composite characteristics some basic conclusions about creep and fatigue, and the use of recycled content, are derived.To estimate the final weight of the bow section, and complete inland waterway vessel, a global and local design space is derived. First, adjustments on the section due to installation of components is discussed. Manual calculations applicable on main components with composite material properties offer first weight estimations. Optimizing for laminate thickness and fibre orientation offers additional weight reduction. Insight is provided in the way the bow section is produced using AM, including installation of components and post-processing the outer surface.Besides being able to insert components and systems, these need to be connected to the bow section without causing extended assembly time, repair work, durability and leakage. Various methods of connection are proposed. To keep production costs low, weight reduction is a significant factor resulting from material costs and building time. Building time cannot exceed traditional building time especially during outfitting. In the final sub-question, final weight reduction, building time and costs are discussed. By answering the final sub-question, the main question can be answered.Conclusions:AM developments offer the possibility to comply with stated functional, market driven and regulatory requirements. Main challenge is keeping production costs low and offering cross-plied laminates. Uncertainties rising from AM production are material integrity, fatigue and classification. Keeping costs low is to be done by using cheap thermoplastic composites, increase deposit rates and reduce weight as much as possible, to keep machine time and material usage low.Based on the global design space and a reference local layout of the bow section a final weight reduction of 36% is estimated, in which various known and underestimated safety factors are taken into account. The outcome is validated by analyses of individual components and the complete bow section using software Hyperworks. By optimizing laminates on thickness and orientation an additional 9% weight reduction seems achievable, depending on initial selections for thickness and orientation. Since midship section are subjected to higher bending moments, less weight reduction is achievable for the entire vessel.It is concluded material costs can reach low values although it will be hard to prepare the required amount of materials for a cost price of in between 0.97 and 1.63 EUR/kg, to reach desired final production costs. Most favourable material compound is Polyethylene Terephthalate (40 wt%), Polycarbonate (5 wt%), E-glass direct roving (40 wt%) and E-glass short fibres (7 wt%) including a set of chosen additives (8 wt%). The selected material complies with stated regulations. The use of recycled polymers offers advantages since cost price is reduced. PET polymers show good recycling properties and allow for regeneration up to virgin quality. Although selected materials show promising fatigue properties, the effect resulting from AM deposition remains uncertain. Machine rate, building time, material costs and optimised weight of the object have resulted in a total cost price reduction of in between 15% and -22% of traditional building cost. Building time of 3 to 5 days is calculated feasible in which a 22 to 25 tonnes weighing bow section is deposited, offering 36% weight reduction over traditional manufacturing extrapolated to a complete vessel excluding extra margins for higher bending moments.Classification remains an issue although to direct rejections are expected. To comply with fire safety, fire resistant panels need to be installed. Most critical rules are respected but additional research is required on fire safety and process control during the manufacturing process, including standardization of machinery.

Greenhouse gas emissions’ reduction goals of a 50% reduction by 2050 were established by the IMO. As a first step to achieve this reduction already by 2030 this project uncovers how much of the CO₂ emissions it is possible to reduce by combining the available state of the art technology.
The reduction of CO₂ emissions is done in two steps. The first step consists in reducing the power demand in terms of auxiliary and propulsion systems. After that, cleaner power supply alternatives are considered to further reduce the emissions.
In terms of auxiliary power, heavy consumers such the air conditioning, the lighting or water systems are considered. The reduction of auxiliary power is not only achieved with the introduction of more efficient equipment but also by the introduction of passive design strategies that enhance savings by reducing the loading on the systems. Altogether it is possible to reduce the auxiliary power demand by 33% in comparison with the benchmark design. The reduction of auxiliary power demand has a significant impact on the yearly consumption due to the significant percentage of operational time spent at anchorage.
In terms of propulsion power demand, the reductions achieved are even more significant, 51% and 70% power demand reductions are possible at cruising and maximum speed, respectively. The introduction of the Van Oossanen’s Fast Displacement Hull Form (FDHF), the reduction of displacement by making an aluminium hull and the application of the patented Hull Vane® are the main reasons for such a significant propulsion power demand.
Finally, the switch in power plant arrangement of the yacht results in further 10% reduction. In this case, simply the change from diesel direct arrangement to a hybrid arrangement leads to yearly savings, mainly because emissions at cruising are reduced due to the power take-off operational mode of the power plant, saving generator set emissions.
All in all, it is possible to already achieve a reduction of approximately 41% of the yearly CO₂ emissions on a 50 m motor yacht. One of the most important conclusions to be taken is that all these reductions are possible when finding the optimal interaction between components, from auxiliaries to power plant arrangement. Mainly, the CO₂ emissions reduction followed from a fuel consumption reduction, not yet introducing power supply from renewable energies nor alternative fuels which despite being the way to the future are not yet fully mature and suitable for this specific case.