The consequences of climate change are becoming more and more visible. A significant cause of this is CO2 emissions; the shipping sector is responsible for 3% of global CO2 emissions. As a result, the Fourth IMO GHG Study 2020 presents pathways to reduce the GHG emission of the shipping industry by 50% by 2050. Recent IMO goals have overtaken this to reduce net emissions to zero by that year.

As a result, research in renewable energy sources has grown in significant interest, offering a wide range of potential solutions. Recently, (green) ammonia (NH3) has been added to these pools, as it is carbon-free and has a higher storage density than liquid or pressurized hydrogen. However, when comparing ammonia to the current conservative fuels, its energy density is still not at the same level, and more fuel volume would be required to deliver the same amount of energy. There are two ways to address this challenge. More frequent bunkering or larger volumes for the fuel tanks on board at the cost of cargo space and thus income. This is a difficult choice to make in the pre-design as it depends on the choices of other owners as well.

This report investigates the impact of a fuel switch to ammonia on the ship design and bunkering pattern based on the current operational profile of 1025 seagoing ships. A mixed integer linear programming model will establish the optimal fuel tank volume and bunkering strategy for each vessel. This model considers rerouting for trips that are not feasible and two approaches for the bunker strategy. Besides, a port model will establish the ammonia bunker pricing based on the resulting demand in each port. The estimated ammonia bunker prices are implemented in the bunker strategy model. This is repeated till a balance is found. The two models represent an Ammonia Powered Shipping Network considering a homogeneous shipping market. The report presents the results and key factors influencing the balance between the fuel tank volume and the sailing range. The simulated bunker strategies show different possibilities for finding this balance and reducing the operational impact caused by the transition to ammonia.

One of the greatest challenges of the 21st century is the reduction of greenhouse gas (GHG) emissions. The shipping industry accounts for 2.9% of global GHG emissions and faces increasing pressure to meet the climate goals set by the International Maritime Organization (IMO) and the European Union, as part of the broader global effort to limit temperature rise to 1.5°C under the Paris Agreement. Al- though the shift towards various forms of alternative fuels in the new-build market is clearly evident, 30% of the global fleet is expected to be non-compliant with the prevailing regulations within the next three years (2023-2026). Replacing all non-compliant vessels with new-builds within this timeframe is not feasible due to the limited capacity of the shipbuilding industry. This presents a critical challenge for the maritime sector, making retrofitting existing vessels a potential, and perhaps even necessary, solution.

Methanol, a cleaner alternative fuel, shows significant promise in reducing GHG emissions, especially when produced from renewable sources, such as Green-methanol or E-methanol. The initial signs of methanol adoption in new-building market appear to be successful, and the retrofitting of existing ships is seems to be feasible both in theory and practice. However, the conversion of an existing ship to methanol propulsion presents challenges, primarily due to the fuel’s lower energy density and its toxic- ity. These factors make the costs for methanol storage in the vessel and operational fuel consumption notably more dominant. Consequently, the potential cost savings from Energy-Saving Devices (ESDs), which can be installed during a vessel conversion, become more relevant.

The main objective of this thesis is to gain deeper insight into which retrofit strategies, in terms of methanol tank volume and the inclusion of ESDs, can provide a feasible option for retrofitting existing vessels to methanol, achieving the intermediate GHG reduction goals. A refit indicator model is devel- oped to evaluate various retrofit strategies, focusing on financial and regulatory performance, given a scenario of price trends and regulatory developments. The model incorporates key operational factors such as trip distance, sailing speed, and bunkering intervals. In a case study, a single base-case vessel was converted into several conversion cases, differing in methanol storage capacity and the inclusion of ESDs, and their performance was assessed under various potential future scenarios.

The results of this study suggest that significant reductions in GHG emissions can be achieved. Pro- vided that renewable methanol is used, it is possible for a methanol-converted vessel to meet the intermediate GHG reduction goals. The regulatory performance of many methanol vessel conversion strategies is also favorable, particularly when a methanol conversion is combined with one or more ESDs. The results showed that, in such cases, vessels can remain compliant for 15 to 20 years longer compared to their non-converted base-case. An important finding is that the shift from a tank-to-wake to a well-to-wake regulatory perspective is a key factor in the success of methanol retrofits. From a financial view, it can be concluded that the strategy of converting to a limited methanol tank volume, combined with a number of highly fuel-efficient ESDs, appears to be the most effective solution for the medium to long term.

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.

The global awareness of the environmental and economic advantages of the circular economy (CE) concept has grown significantly. In order to implement this concept into company practices, a vital starting point is the adoption of a measurement framework. In the past years, the evolution of CE metrics resulted in maturity and practical applicability. However, no method exists able to quantify CE performance specific to a project-based organization. The Material Circularity Indicator (MCI) is one of the most ambiguous methods, which captures circularity with mass as the measurement unit. Alternatively, the Material Circularity Indicator based on economic value (MCI’) is developed as a solution for the reliance of the MCI on mass flow, by using cost-based economic value as the measurement unit. However, existing economic value indicators — as accounts for the MCI’ — are criticized for not including all significant and relevant life cycle cost factors. To solve these implications, both methods are adapted to indicate the CE performance on the levels of interest for a project-based organization: the project, product, and company level. To work from level to level, a bottom-up approach is taken, aggregating using a weighted sum. Additionally, the MCI’ is enhanced by including more life cycle cost factors. The results show that the enhanced MCI’ gives a more accurate estimate of cost-based economic value. Furthermore, the aggregation from the project level to the product and company level, gives valuable insights into the CE performance of project-based organizations.

Strict regulations for carbon emissions from ships are introduced by the IMO and the EU. Various emission mitigation measures and low-emission fuel strategies provide solutions to reduce carbon emissions. This paper compares emission mitigation measures and low-emission fuel strategies for short-sea ships, within the constraints of regulatory compliance. Furthermore, cost sensitivity of measures to fuel, EU ETS and TCE price are compared. The results support shipowners and financiers in making robust investment decisions, and provide insight into the effects of regulatory incentives to regulators.

The maritime industry faces a lot of uncertainty, and the energy transition has only increased this uncertainty. Ships will probably have to be converted to an alternative fuel during their lifetime and methanol seems to be the fuel with the most potential for offshore ships. By preparing for this, Design-for-Conversion to methanol, the costs of changes can be significantly reduced with only minor investments during the new building phase. The added design preparations pay for themselves only if they are being used in the future. However, due to large uncertainties, it is unclear whether a ship is actually converted to methanol in the future. Therefore, an answer had to be found to the main research question: How to determine the value of Design-for-Changeability under uncertainty to find the optimal DFC level when preparing for conversion to methanol?

From the literature is concluded that Design-for-Changeability principles can help to deal with uncertainty during a ship's lifetime. Moreover, Real Options Analysis is selected from the literature, as a method to deal with decisions and uncertainty when designing for conversion to methanol. By means of a combination of these methods, a methodology is established which is used in a case study.

In the case study, it was found that waiting with the execution of conversion to methanol results in decreasing added value of Design-for-Conversion. Moreover, it was found that the Discount Rate used for Net Present Value calculation significantly impacts the choice of whether to prepare a ship for methanol. It can be concluded that an instigator is needed so that ships are converted to methanol. Two instigators have been researched, a carbon pricing measure and a ban on harmful emissions. It can be concluded that a carbon pricing measure is only effective if the right price is established, while a carbon ban is highly effective as ships are converted instantly.

The combination of methods, the Design-for-Changeability principles together with a Real Options Decision Tree, provides a suitable framework to quantify the impact of Design-for-Conversion to methanol under uncertainty.

Ensuring sustainability in shipping extends beyond fuel choices to encompass the responsible use of materials in vessel construction and maintenance. Shifting from the prevailing 'take-make-dispose' model to a circular economy is crucial for enhancing sustainable waste reduction in the industry. Unlike consumer goods, current ship design primarily prioritizes functionality, cost, and operability, neglecting circularity considerations.
To integrate circularity into ship design, this project evaluates and compares frameworks like the butterfly diagram, Cradle-to-Cradle, 10R, and ReSOLVE. The chosen approach combines the 10R framework with the Material Circularity Indicator method, offering practical insights and manageable efforts for addressing circularity in ship design. The 10R framework includes strategies like Refuse, Reduce, Redesign, Reuse, Repair, Refurbish, Remanufacture, Repurpose, Recycle, and Recover, each providing a design strategy for circularity in consumer goods.
However, integrating these methods into standard design processes proves challenging due to the lack of structure. To overcome this, the 10R design strategies are fused with systems engineering, allowing for the assessment of circularity and identification of key areas for improvement in ship designs. This approach emphasises the need for a renewed system, enabling the redesign of systems with a dual focus on functionality and circularity.
Demonstrated through a case study on the wheelhouse, the framework assesses various sub-systems for their circularity levels and redesigns one sub-system, showcasing the potential for a systems engineering approach to enhance circularity. Supplier collaboration is pivotal for the framework's success, facilitating information exchange and elevating the circularity of products offered.

Shipping companies aim to reach the climate goals by following the rules from the International Maritime Oranization (IMO), which includes reducing Scope 3 emissions. Maintenance is a great contributor to the Scope 3 emissions of a shipping company, especially the transportation of spare parts. The current state-of-the-art supply chain optimisation for spare parts is based on cost and risks. This study aims to find the potential influence of including Greenhouse Gas (GHG) emissions into the decision-making process for the logistics of spare parts. The element of the supply chain that makes it possible to plan when a spare part is needed is the maintenance policy. Planning in advance when a part is needed is possible for Preventive Maintenance (PM), which is therefore used in this research. A model can be created by limiting the amount of risk, optimising between the freight cost, the cost of GHG emissions and the cost of capital for alternative delivery locations, using brute force calculations. This model is applied to a case study of a chemical tanker from Stolt Tankers B.V., using available data on its job history and historical location data. From the case study follows that including the GHG emissions in the decision-making process adds an additional saving in emissions and cost with respect to the original situation. It can be concluded that the amount that is saved depends on the choices of the decision-maker. The model presented in this paper is a valuable tool for providing insights into the decision.

A vessel’s life cycle consists of the design, construction, operation, and scrapping of the vessel. Current scrapping practices often happen in South Asia and Turkey, where adverse impacts on the environment and people’s health and safety manifest itself. These negative impacts fuel the growing global criticism on the vessel dismantling industry. Academic research on this topic has mainly been focused on qualitative research of the extent of the impact, while minimal research is dedicated to the understanding of alternative dismantling processes, which could improve industry standards. Several factors including regulations and a changing market dynamic of the steel industry enabled new parties to potential market entry of the vessel dismantling business. The new parties aim to include high standards of waste management and no social harm in their business, by relying on a technology driven dismantling process. These circumstances and alternative dismantling concepts in developing countries justify an investigation on the level of competitiveness, compared to the conventional labour-based dismantling concepts of South Asia and Turkey. Therefore, the main question of this research is:
What is the level of competitiveness of technology-based, environmentally sound vessel disman-tling located in North Western Europe?
In order to create an understanding of the level of competitiveness of technology-based dismantling, a thorough analysis of the underlying problems causing global criticism had to be performed. Through literary research the historical developments and drivers of the industry have been identified in chapter 2. The adverse impact on coastal ecology and involved occupational hazards and child labour is proven in section 2.2. Following this, regulatory frameworks were drawn up to improve the workings of end of life vessel management. This resulted in more reliance on developing economies adhering to poor enforcing regulation due to non-uniform ratification of the frameworks, as discussed in section 2.2.2. Earlier research on measurement models for sustainability within the dismantling industry was mainly focused on high over managerial and social practices, instead of the dismantling process from an operational-economic perspective.
The identified knowledge gaps required for answering the main question formed the basis of the scope structuring and research methodologies. For the research methodology discussed in section 3, goal oriented identification of the best fitting method is maintained. The first area of interest for answering the main question came down to selecting and valuing the most potent feedstock for the designated area. The commercial segments and sizes are based on data analysis and holistic data set enlargement. Thereafter, selecting an adequate method for quantifying all material streams of vessels is of importance to create an understanding of the material flows and economic return of the dismantling process. Subsequently, technology-based dismantling could be investigated from an operational perspective. From the understanding of the operational requirements, the link could be made to the required investments and operational expenses. The ecological and social impact required a quantification method that would allow for inclusion in the economic performance of technology-based dismantling. By doing this, a single unit parameter can be used for answering the main question. An overview of all relevant added values and costs, impacts and streams is presented in a sustainable value stream map.
Finally, a case study was selected representing technology-based dismantling in the simulation performed. The concept which matched the scope of this research best is Circular Maritime Technology. From the simulation and calculations performed in accordance with the selected methodologies could be concluded that there are both opportunities and challenges for technology-based dismantling concepts in North West Europe. Matching the pricing level of Turkey is found to be economical viable, whilst competing with South Asia requires a level of true pricing allocation in the economic value. For operational viability, minimising the turnaround time of vessels is key for spreading the high investments over enough earnings. Adhering to the right pricing level for vessel acquisition and steel sales is key. Especially in the current phase with the absence of incentives and taxation frameworks promoting sustainable vessel dismantling.

In the global energy transition where the shift from fossil fuels to renewable energy is needed, wind energy is a growing industry. In the offshore wind industry, Service Operation Vessels (SOVs) are needed to operate and maintain wind farms. To reduce the environmental footprint of SOVs at offshore wind farms, the possibility of battery-electric sailing with plug-in charging at offshore wind farms is investigated. Battery-electric sailing has been applied to many vessels, however, it is mostly applied to ferries which operate with a fixed daily schedule. An SOV has a variable operational schedule and therefore the energy use calculation is more complex than for a fixed operational schedule.

At the root of calculating the daily energy use are the daily schedules of the SOV. The daily schedules are determined by the maintenance strategy applied by the contractor, and the optimisation of the vehicle routing problems. However, in the concept design phase, this method is too detailed to get a useful and trustworthy result. A discrete event simulation is suggested to create daily operation schedules of the SOV where the power and duration are still calculated for, but the too-detailed routing information is left behind. The daily schedules are structured as a vehicle routing problem with delivery and pick-up with full-day and half-day tasks. They are influenced by wind farm characteristics, vessel characteristics, and operational characteristics.

With the information that is known about the daily schedules and the input parameters, a Monte Carlo simulation is deemed the most appropriate. This method takes into account the likelihood of input variables, can deal with these uncertainties, and still give a useful, trustworthy, result. The model creates many daily schedules of which the resulting maximum energy use, by the law of large numbers, converges to the expected value. For the idle time, a charging module is implemented to make the choice between standby and charging.

A case study is done to look at the influence on the results of design choices and boundary settings. The inputs that are varied during the case study are: with or without charging, the number of charging points, the layout of the offshore wind farm, the workday length, the task distribution and the charging power. The daily energy use results for a 12-hour workday vary from a bit over 4000 kWh with not that many tasks and six charging points, to over 10000 kWh for many tasks and only one charging point. Individual inputs can make a difference from 500 to 3000 kWh. The case study gives a good insight into how much influence different parameters have on daily energy use and shows that offshore charging during the day can drastically reduce the maximum battery energy needed during the day.

This paper investigates the spatial requirements of alternative marine energy carriers and their impact on ship design and powering for constant operational requirements. A parametric design tool for bulk carriers, tankers, and container ships has been developed for the predicted future marine energy carriers to determine the main engine brake power increase. The results indicate that all ship type and energy carrier combinations require a higher total installed engine power and consequently a higher energy carrier consumption. The results are intended to support the determination on the total environmental impact of marine energy carriers while taking the increased energy consumption into account.

This thesis investigates the total environmental impact of various alternative marine energy carriers while taking the powering increase into account due to their disadvantageous spatial requirements compared to conventional fuel. A parametric design tool for bulk carriers, tankers, container ships, and trailing suction hopper dredgers has been developed for the future marine energy carriers to determine the total installed engine power increase. A more environmentally friendly energy carrier can be overturned because the total installed engine power increase is proportionate to the energy consumption increase. A comparative life cycle assessment (LCA) has been performed on fuel oil, methanol, LNG, liquid hydrogen, ammonia, and batteries for the conventional and a bio/renewable version of their well-to-wake pathway. The powering impact results indicate that all ship type and energy carrier combinations require a higher total installed main engine power and consequently a higher energy carrier consumption. The total environmental impact results indicate that only renewable liquid hydrogen and renewable ammonia have less adverse effects on global warming, and cause less damage to human health, ecosystems, and natural resource availability.

Many recycled materials in different industries are traceable. The recycled content is often known in percentages. Steel is a material which gets recycled almost 100%. However it is not common practice to specify the recycled content for steel products. From a sustainability point of view this information can be very valuable. This thesis identifies the barriers and opportunities for a class notation that specifies the recycled content of a vessel or marine structure. Furthermore, the way certification of steel would influence trust, traceability and transparency of a circular economy in the shipbuilding industry has been investigated. This was done from the point of view of a classification society but to reach the conclusion, the entire shipbuilding value chain has been investigated. Semi structured interviews were held with different stakeholders from the ship building value chain. These interviewees were steel manufacturers, original equipment manufacturers, ship yards, recycling yards, classification societies, financial institutions, ship repair yards and shipping companies. Barriers that were found are, amongst others, technical feasibility, steel market, yard logistics, customer willingness to pay, green washing, ship recycling standards, demographic differences, etc. The first conclusion is that, although sustainability is high on the agenda for most companies, the efforts and goals on this matter are scattered and uncoordinated. All stakeholders, except for the steelmakers, see the benefit for certification of recycled steel in terms of increased sustainability. The steelmakers possess the ability to provide all necessary information and there are no technical barriers. This means that they are able to provide steel products with a specified percentage of recycled content. The main barrier for different stakeholders are the extra resources they need to spent to incorporate a new type of certification into their business processes. None of these stakeholders want to take the risk as a single player, but are willing to take part once collaboration amongst all stakeholders are guaranteed. This creates the business opportunity for classification societies to provide this opportunity and take the lead for this innovation. A review of current certification steps for steel products has been made and adapted to include extra steps to certify the recycled contents. The effect of this extra steps with regard to stakeholders downstream has been investigated and validated by means of the interviews. Another topic is the digitalisation. Because of the increased ability to process big data, there are opportunities to tackle certification of recycled products and the subsequent traceability by means of blockchain technology. These opportunities are identified and are proposed as optional further research topics.

Superyachts are expected to be perfect since the owner pays millions for them, and the worst that could happen is tilting the ship once it floats. The lightweight, including the center of gravity, is essential to know with a high degree of certainty to prevent this. However, the lightweight is already expected in an early design phase, when still a lot is uncertain. When the weight deviates from the initial estimations, it would predominantly lead to unwanted changes in speed and stability.
The objective is to research a standardized way of estimating the weight of a superyacht in different stages of the project, including validating the current, improved, and new methods and combining this in a single tool. In the design phase, at the beginning of the project, most weight items or groups are based on comparisons with another yacht. Currently, this is done based on a single ship similar to the new design. Still, a significant improvement will be to compare the new design with multiple yachts, with the possibility for the designer to choose the comparison vessels.
The margins can also be researched. Currently, only the starting margin and the production margin at the end are set, but not in between. A guideline should be provided to indicate what margin is expected during each project stage. Also, the complexity level can influence the expected margin, which can all be placed in a table for a clear overview.
The center of gravity estimation of the items is done similarly to the weights. The weight distribution of the yacht is currently not included in the weight estimations, but it will be included in the new weight estimation tool. To achieve this, besides the CoG, the length of the items also needs to be noted for the longitudinal weight distribution. With this information, distribution along the ship in the length direction can be calculated per meter. The model can be validated by comparing these early design stage estimation methods with the more detailed estimates at the end of the engineering stage.
Finally, the research question can be answered, concluding the research. The weights and centers of mass of a superyacht can be predicted in the design phase by comparing the new ship to a database of existing yachts. These estimations can indicate the calculations’ completeness and accuracy at the engineering phase. The weight list includes margins based on the project’s stage and complexity. This way, the estimations and calculation accuracy are transparent and explainable. Also, the longitudinal weight distribution is added to complete and track the center of gravity estimations. Both the design and engineering department can present their findings and estimations next to each other, resulting in a clear overview of development during the project.

The increasing concerns over the impacts of the maritime industry on the environment over the last decades has led to the creation of regulations to combat these negatives effects by the International Maritime Organization. Within the yachting industry, there is no consensus on whether these regulations can be fairly applied to yachts and there appears to be a research gap when it comes to auxiliary power consumption. The Yacht Environmental Transparency Index (YETI), currently under development by the Water Revolution Foundation, aims at attributing a score to a yacht according to its environmental impact and, for this, the calculation of auxiliary power consumption plays a large role. Due to the complexity of the dynamic behavior of the hundreds of electric consumers on board, predicting this electric power consumption becomes a demanding task. This research will analyze data from several yachts built at different shipyards in an attempt to find statistically significant correlations between installed power and certain sizing characteristics. The often subjective load factors included in load balances are kept in consideration and a possible reduction factor based on received feedback is studied. In the end, the goal is to arrive at an estimation of auxiliary power consumption for yachts between 30 and 180 meters in length.

Organisations worldwide are decreasing their Greenhouse Gas emissions. The maritime industry is also contributing to this and trying to reduce its emissions but has done this inadequately. Reasons for this are that the required decrease in emissions varies widely between different vessels, many workboats are currently avoiding emissions regulations, and research is lagging in this area. On the other hand, many new datasets are becoming available. This research aims to show how companies can use operational data to increase the operational efficiency of workboats and decrease emissions.
The main question of this research is, how can operational data be used to improve the operational efficiency of workboat operations? This question is answered using the data Onboard collects and will use Business process management (BPM) tools to analyse the data. Few papers write about BPM in the maritime industry, and even less about workboats and BPM. The novelty of this study relies on the operational data-based approach, using BPM to increase the operational efficiency of workboats.
The newly collected data collected by Onboard is from workboats. The collected data includes location, time, distance, speed, and fuel consumption. The collected data is time series data. When the crew selects an activity, the time series data until the next activity starts as part of that activity, and all activities are grouped into voyages. To the voyages and activities, the crew can add logbook data.
BPM strategies are reviewed to find a way to use the operational data and optimise the workboats’ operations. The BPM strategies are compared on the use of data, how it matches with the operational workboat data, how the focus of the BPM strategies aligns with the research, and what literature states about the methods in comparable situations. The best fitting strategy to optimise a workboat operation turned out to be Lean Six Sigma (LSS). LSS can contain many tools and has a DMAIC structure: Define, Measure, Analyse, Improve, and Control..

This thesis provides a 'proof of concept' for a vanadium bromide redox flow battery-powered ship (E-Conoship) in the short sea shipping market of North West Europe. An elaborate analysis of historical voyage data has been carried out to determine operational feasibility. To determine economic feasibility, a cost-comparison model has been constructed, including the capital, operational and voyage related expenses of shipping. Case study method, including scenario analysis, has been used to determine under which circumstances E-Conoship is cost-competitive with diesel-powered ships. In conclusion, its operational feasible to operate an E-Conoship with a maximum range of 500 nautical miles. Two options are available: (1) direct replacement of vessels, and (2) acquiring voyages. It is economical feasible, provided that more than one of the following factors are addressed: battery system cost reduction, CO2-tax, lower electricity prices in comparison with marine gas oil, subsidies, increased amount of annual sailing days, and lastly financing at lower interest costs compared to diesel-powered ships.

As liquid bulk vessels are berthed in ports, auxiliary engines generate the electrical power demand, which emissions have a negative effect on the environment and local air quality in ports. Shore power is an effective solution for this problem. However, the large costs of implementing shore power and the absence of a technical safe design standard led to no adaption of shore power. Currently, there are no insights in the costs and utilisation of shore power in the liquid bulk industry.
This thesis used an adapted systems engineering approach for a framework with a technical background and shore power concept evaluation. The shore power evaluation on costs and power utilisation combines the Life Cycle Costs approach and operational tanker data. By designing a model that evaluates the costs and utilisation for terminal and ships, insights for the business case for shore power have been obtained.
Shore power implementation is extremely sensitive to utilisation, if the shore power readiness of ships is low at the terminal, it will be economically unfeasible. As well as for the ships, if no ports with shore
power can be visited, shore power is not at all costeffective.
The chemical shortsea market has the most potential for shore power implementation, due to the frequent visits of ports in Europe. This thesis has found that shore power can be economically feasible when European shortsea shipping is implemented in EU ETS with a CO2 price. The required CO2 price ranges from 33 to 84 €/ton depending on either 100% to 50% of shore power visits of the vessels, respectively. The terminals are unable to provide low shore power prices with only the vessel utilisation, therefore subsidy ranging from 25 to 100% is required on the investment, depending on the terminal. The emission reduction potential of shore power is good, with no local emissions in ports and the power generation emission reduction of 80 to 90% per pollutant.
Currently, shore power for the chemical industry is not economically feasible but provides a good emission performance in the port. For all evaluated shore power systems, EU ETS CO2 prices are required for shipping and subsidies for the terminal investment. The best performing shore power concept on based on technical, economical and utilisation feasibility is the aftship based shore crane and reel, resulting in the best costeffectiveness.
In order to introduce shore power to the liquid bulk market, CO2 prices on shipping of at least 50 €/ton is required and subsidies of at least 50% of the investment for terminals are required.

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.

The current path the marine industry is following, the goals of the Paris Agreement to reduce emissions, will not be met. The marine industry is mainly sailing on HFO and emits 2.2% of the global greenhouse gasses (GHG) by doing so, as well as 18-30% of NOx, 5-8% SOx and 11% particulate matter (PM). The IMO has even predicted that the emissions of GHG will increase between 50 and 250% if the shipping industry continues on this path. In order to reduce emissions, the International Maritime Organization (IMO) has implemented ambitious goals for the next decades. However, the current policy measures sparks low ambition to meet this IMO GHG strategy. To be able to meet this goals, four options with different potential of reducing emissions are available, viz. efficient ship hull designs (20%), energy efficient engines (10-15%), more efficient propulsion (5-20%), clean technologies such as fuel cells and the use of alternative fuels (100%). Since the alternative fuel option has the largest potential in reducing emissions, a number of researched have looked into possible options for alternative fuel, such as LNG, LPG, methanol, biofuel, hydrogen and ammonia. This thesis looks into the potential of ammonia as an alternative fuel in the marine sector by 2030 by looking into the critical success factor for the fuel.
This research takes all the aspects of the marine industry into account and researches the mutual interaction and relation between the aspects. The main aspects are the power generation options, the fuel availability including the port logistics, price of the fuel, operations (OPEX), impact on the vessel (CAPEX) and legislation and rules. These aspects have a number of inter-dependencies.
The barrier related to the power generation option is the lack of availability of an engine that can run on ammonia. This engine needs to comply with legislation, which is not implemented yet. The barrier related to the fuel itself is the availability of the fuel in both volume and location. The production capacity is not yet at a level to fuel a significant part of the marine sector. The barrier related to the port are the logistics of the supplier and storage and handling of ammonia. Ammonia is a toxic substance and requires safety measures. These rules have not been implemented either. Closely related to the availability of the fuel is the price of the fuel. This is dependent on the demand of ammonia, which is currently zero for the marine sector. For the operational aspect is the lower energy density compared to conventional fuel an important barrier. For the same energy output, a greater volume of fuel is needed. This requires either extra stop overs during the voyage or a larger fuel tank, which could lead to loss of cargo space. The larger fuel tank has an impact on the design of the vessel, as well as the different storage and handling of ammonia compared to conventional fuels. Together with the legislation, this is an important barrier for the CAPEX of the vessel. This is a very important decision factor for the ship owner. Finally, most important barriers is the legislation. This aspect has the largest influence on all the other aspect and can promote other aspects to invest in ammonia and take steps in implementation. The regulation for sailing on ammonia are not yet in place. The IMO is responsible for the IGC and IGF code that regulate fluids as cargo and as fuel. The IMO has not started working on implementing ammonia as a fuel yet, since the demand of the fuel is currently low. This is however due to the regulations not yet being in place. Ship owners are reluctant to switch to another fuel when the risk of implementing the rules incorrectly are too large. The design requirements are not yet clear and it would be too costly to refit a vessel to the correct requirements for the early adaptors. Another aspect the regulations have large impact on are the engine options. Ammonia has a narrow flammability and is more difficult to ignite compared to conventional fuels. The design of the engine needs to comply with the regulations for safe ignition.