Wind Propulsion and Emissions Reduction in Heavy Lift and Project Cargo Shipping
Wind propulsion is key to reducing emissions in the heavy lift and project cargo sectors. Gavin Allwright of IWSA will discuss its benefits and challenges ahead of his panel at AntwerpXL on October 9th.
- (1888PressRelease) October 08, 2024 - As the maritime industry accelerates its transition towards cleaner technologies, wind propulsion is emerging as a key solution in reducing emissions for heavy lift and project cargo sectors. Ahead of his panel discussion at the upcoming AntwerpXL (AXL) conference, Gavin Allwright, Secretary General of the International Windship Association (IWSA), shares his insights on how wind-powered ships are playing a crucial role in lowering carbon footprints and driving sustainability.
Wind Propulsion and Emissions Reduction
Wind propulsion offers a clear pathway to reducing Scope 1, 2, and 3 emissions for shipping lines. According to Gavin, there are two fundamental levels of wind propulsion: wind assist and primary wind propulsion. Wind-assist systems can deliver between 5-20% of a vessel’s propulsion energy, optimised up to 30% under favourable conditions. On the other hand, primary wind systems serve as the main propulsion source, contributing over 50% of the energy needed.
“These systems have the advantage of being a zero-emissions source, eliminating greenhouse gases as well as fugitive emissions like well-to-tank and accidental releases,” Gavin notes. With technological advancements such as LiDAR sensors, digital twin models, and improved weather routing software, wind propulsion systems are increasingly efficient and adaptable to varying operational conditions.
Logistical Benefits of Wind Propulsion in Project Cargo and RoRo
Wind propulsion offers significant logistical advantages for breakbulk and project cargo operations. Gavin points to several success stories: the MV Canopee, a 121-metre vessel with four wing sails, has achieved fuel savings of over 20% while maintaining speeds of 13 knots under wind power alone. Another example is the SC Connector, a 155-metre vessel equipped with two large rotors, yielding similar performance gains.
“The resilience and redundancy benefits are equally important,” Gavin explains. “With wind as a free, infinite energy source, there is an opportunity to extend operational range, enhance safety with an additional propulsion system, and stabilise energy costs in a carbon-constrained market.”
How this integrates with Offshore Wind Projects
While dedicated wind-powered vessels have yet to be fully integrated into offshore wind projects, Gavin highlights that the E-ship 1, designed by Enercon in 2010, was one of the first vessels built specifically for transporting wind turbine components using wind-assist technology.
“We are seeing increased interest in this area,” Gavin says, “and as offshore wind energy projects expand, the opportunity to incorporate wind propulsion into logistics and transportation solutions for renewable energy projects is certainly on the horizon.”
Overcoming Barriers to Adoption
Despite the clear benefits, challenges remain. Gavin identifies three main barriers: policy support, market dynamics, and perception.
“While there is progress, policy frameworks still heavily favour conventional fuels, despite the environmental impact,” he says. However, initiatives like the FuelEU Maritime ‘Wind Reward Factor’ are helping to tip the scales. “This reward system enables ships with wind propulsion to comply with emission regulations until at least 2030, potentially extending to 2035, saving significant costs.”
From a market perspective, overcoming the split incentive—where owners invest in wind technologies, but charterers reap the fuel-saving benefits—is essential. Charter contracts allowing wind routing and collaboration with ports to unlock the benefits of smaller, wind-propelled vessels are also key to scaling adoption.
Collaboration and Policy Change: what role do they have?
Gavin sees growing collaboration between shipbuilders, shipping lines, and project developers as essential for accelerating wind propulsion adoption. “The IWSA is fostering collaboration across stakeholders to advance wind propulsion technologies. We also need more policy incentives that support wind propulsion equally alongside renewable fuels.”
He suggests that policies should provide tax credits and R&D support, reflecting the efficiency of wind propulsion, which directly harnesses almost 100% of wind energy for ship propulsion compared to the 10% efficiency of renewable fuels.
The Future Potential of Wind Propulsion
Looking to the future, Gavin believes wind propulsion will become a central feature of the maritime industry’s decarbonisation efforts, particularly for project cargo and heavy lift logistics. He points to forecasts like the EU’s 2017 report, which predicts 10,700 wind installations by 2030, and the UK Government’s Clean Maritime Plan, which envisions 40-45% of the fleet utilising wind propulsion by 2050.
Gavin stresses that wind propulsion not only offers emissions savings but also plays a crucial role in resilience and cost reduction. “By quickly converting fleets to wind-assist systems, we could potentially cover the entire cost of decarbonisation, creating a ‘win-win-wind’ situation.”
As wind propulsion technologies advance and stakeholder collaboration strengthens, the future of maritime shipping may very well harness the power of the wind once again.
Gavin Allwright will address these topics in greater detail during his panel session, “Decarbonising Shipping: Wind-Powered Vessels,” at AntwerpXL (AXL) on October 9th. Be sure to attend for further insights into the wind-powered revolution in project cargo and heavy lift logistics.
Click here to register for AntwerpXL(AXL). To view the full conference agenda, please click here.
###
space
space
Satisfied Users & 
Approved Press Releases
Print
Email
Report Spam