Classification society DNV on Tuesday (4 February) said a surge in industry interest combined with systems builders and yards scaling up production and installation capacity, is set to accelerate growth in orders for wind-assisted propulsion systems (WAPS) in the coming years. 

In response to this trend, DNV's new whitepaper provides a detailed look at WAPS technologies, their onboard implementation, and potential fuel savings to help shipowners determine whether they are a viable business option for their vessels and operations.

DNV’s whitepaper explores the design and operational factors influencing WAPS fuel savings and provides steps for evaluating the technical feasibility of new systems, from concept to implementation. The paper includes two case studies in EU waters modeling how different WAPS installations can effectively reduce fuel costs and emissions in compliance with EU ETS and FuelEU Maritime.

Knut Ørbeck-Nilssen, CEO Maritime at DNV, said: “As we navigate the maritime energy transition, it's crucial to consider all options for decarbonization. And as more verified data comes in, the business case for WAPS technologies is building.”

“They are already delivering significant fuel savings when matched to the right vessel type and operational profile.”

“And as part of the suite of new energy efficiency technologies, WAPS are stepping up to deliver immediate emissions reductions and play a growing role in the maritime decarbonization journey.” 

Retrofitting WAPS is possible for almost any ship with sufficient deck space and unobstructed airflow, even if not originally designed for sails. However, vessels with WAPS integrated into the design offer even greater opportunities for optimization. 

Currently, 75% of the WAPS fleet are retrofits, primarily tankers and general cargo vessels. Rotor sails have been the preferred technology for the bulk and tanker sectors (54% share of systems installed), while suction sails are the main choice for general cargo ships (67%).

Hasso Hoffmeister, Senior Principal Engineer at DNV, said: “Current WAPS technologies use advanced control and automation systems, combining aerodynamics, automation, computer modelling, and modern materials.”

“Today, these technologies are not widely adopted but show significant promise as a component in hybrid propulsion systems. Looking ahead, we might see the first pure wind powered modern large cargo vessel, Orcelle, contracted in the next few years.”

Drivers behind the rapid WAPS uptake are also tied to economic benefits of complying with current and future regulations like the Energy Efficiency Design Index (EEDI), Efficiency Existing Ship Index (EEXI) and upcoming IMO regulations that set CO2 emission requirements for new and existing ships. 

WAPS can help meet these requirements through a correction factor as well as improve Carbon Intensity Indicator (CII) ratings by reducing fuel consumption. 

DNV has been at the forefront of developing rules and standards for verifying and certifying WAPS and their integration onboard, publishing the first class notation for ships using WAPS in 2019. This notation is supported by the ST-0511 “Wind Assisted Propulsion Systems” certification standard. DNV’s “WAPS Ready” notation, which uses a modular approach to verify compliance for future WAPS installations and DNV’s new recommended practice (RP), which proposes an on/off methodology to measure performance, will be updated in 2025.

Note: A free copy of DNV’s WAPS whitepaper can be downloaded here.

Photo credit: DNV
Published: 5 February, 2025

Mitsui O.S.K. Lines, Ltd. (MOL) on Thursday (30 February) said the multi-purpose vessel Prima Verde, operated by its group company MOL Drybulk and owned by Daishin Shipping, was delivered at Onomichi Dockyard.

The vessel has a range of environmentally friendly features, and is the world's first vessel of any type to use green steel materials, an engine that can run exclusively on marine gas oil (MGO) and a wind assisted vessel propulsion system.

JGreeX, a green steel material supplied by JFE Steel Corporation that significantly reduces CO2 emissions, in which CO2 emission reductions in the steel manufacturing process are allocated to optional steel materials, is used for the vessel's hull.

The vessel is also equipped with an engine from Japan Engine Corporation that can run exclusively on MGO. The engine has high combustion efficiency and low carbon dioxide emissions during operation.

It is also equipped with two VentoFoil wind power assisted vessel propulsion devices from ECONOWIND B.V., for which MOL Techno-Trade, Ltd. serves as a sales agent. 

The installation is expected to reduce fuel consumption and greenhouse gases (GHG) emissions by utilising wind power for propulsion.

Photo credit: Mitsui O.S.K. Lines
Published: 4 February, 2025

Shipping must be open to sharing the risks associated with emissions reduction to enable the uptake of energy savings devices and technologies (ESDs/ESTs) and digital applications, stated classification society Lloyd’s Register (LR) representatives during a presentation at Athens during early December.

The responsibility of investing in and driving the uptake of new solutions must be borne by all relevant stakeholders and not sit solely with the shipowner. This extends not only to financial exposure, but also new vessel design and data sharing.

When major change is introduced on a ship, there are numerous aspects to consider by all stakeholders involved which all add risk. Energy producers, the energy consumers, the associated supply chains, and the investors, insurers, regulators, class societies and governments – all have critical, but different and highly inter-related roles to play within the transition.

“We are in a new era of shipping that comes with a different set of rules, including shipping companies’ approach risk and risk sharing,” shared Elina Papageorgiou, Global Strategic Growth Director and VP Greece and Cyprus at LR at the Powering Progress: Innovation and Energy in Maritime event.

“Longer-term investment decisions should also be informed by the decisions of shipping’s clients’, clients – the cargo owners – and align with their emissions reduction ambitions.”

David Lloyd, Director, Energy Transition at LR, meanwhile noted: “Smart vessel operation and well-informed, data-led investment decisions can significantly support vessel compliance. What’s more, investments don’t have to be extensive to achieve results.”

“Whilst uncertainties around bigger challenges such as alternative fuels and future requirements are resolved, ESDs and digital solutions can support the commercial viability of vessels as we approach 2030 with often surprisingly low levels of investment. But these investments should be shared across all stakeholders and not be limited to owners and financiers.”

Fotis Belexis, Technical Director of Starbulk Carriers, were amongst speakers discussing risk sharing across stakeholders for complex capital investments.

He pointed out that as existing vessels age, they cannot be replaced by newbuilds as there is insufficient global shipbuilding capacity to replenish the fleet with newer tonnage.

As such, older vessels may therefore remain in the market for longer than expected and not depreciate in value as has been the case in the past. Banks and other lenders must realise this and adjust their depreciation and lending models to suit when ship owners want to finance retrofits of ESDs on their older ships.

Moving forward, the room agreed energy saving devices (ESDs), such as wind-assisted ship propulsion, digital solutions and smart operations should all be considered as the in-service fleet using traditional marine fuels seeks to shave its bunker fuel consumption to comply with IMO’s Carbon Intensity Indicator, EU ETS (Emissions Trading Scheme) and FuelEU regulations – the latter will which be in effect as of 1 January 2025.

As emissions reduction targets increase, with steeper increments than currently planned potentially being announced at the Marine Environment Protection Committee meeting in May next year, data-led insight and scenario planning will become more important to understand where efficiencies can be gained.

Photo credit: Lloyd’s Register
Published: 31 December 2024