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 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.

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.

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.

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.

In this thesis the differences between the monohull and semi-submersible are investigated. For a general heavy lift crane operation and its operational profile, the difference is performance and total cost are calculated. These are used to determine the turning point, the point where the semi-submersible is more favourable for a heavy lift crane operation. The monohull has relatively low capital and operational costs, but also a lower workability. There is thus a balance that has to be investigated and compared between the two vessel types. This is done for the North Sea and West Africa, which have significantly different sea conditions.

Maritime piracy has been a problem for the last decades and peaked in 2010. This resulted in large investments in anti-piracy measures, but as piracy waned over the following years, so did the investments in anti-piracy measures. This could be an indication that the stage for maritime piracy has been reset. This report suggests a more efficient and cheaper approach to counteract maritime piracy on merchant vessels indefinitely.

SeaState5, the company at which this research is done, came up with the idea to combat pirate attacks on merchant vessels using a Fast Rescue Craft (FRC). Merchant vessels are obligated by law to carry an FRC; used for instance for man over board missions. SeaState5 focuses on developing an add-on plug and play system compatible with existing FRC. It turns these sole-purpose rescue craft into a multi-purpose craft, in this research referred to as the Beagle. This Beagle will serve both rescue and anti-piracy purposes. In this report the concept development of this add-on system is established.

This is done by developing a simulation in MATLAB and Simulink that mimics a pirate attack on a merchant vessel. During the pirate attack the Beagle uses a defense strategy to repel the pirates. A Beagle defense strategy is a combination of a non-lethal weapon and a set of parameters that define the trajectory of the Beagle. Different Beagle defense strategies are subjected to different pirate attack scenarios to find the most effective one.

The simulations resulted in a list of requirements for the Beagle. A check has been done to prove the feasibility of equipping an existing FRC with the add-on system meeting these requirements.