The International Windship Association (IWSA) has presented a white paper on wind propulsion, jointly endorsed by France, Solomon Islands, and the Union of Comoros. This document will be up for discussion at the upcoming meeting of the Marine Environment Protection Committee (MEPC 81) scheduled for March at the International Maritime Organization.
The content of this white paper provides:
- A detailed macro and micro economic analysis of the benefits of following a wind-hybrid decarbonisation pathway.
- An updated market analysis and case studies covering numerous wind propulsion solutions
- Information about installations undertaken to-date.
- Results from an IWSA initiated survey of industry stakeholder perspectives relating to wind propulsion uptake
- A detailed summary of barriers and drivers in the industry.
The white paper delivers a detailed baseline assessment of wind propulsion technology (WPT) systems and outlines pathways underway for the dissemination and scaling of this technology segment. The content builds on the summary document MEPC 79/INF.21 (Comoros et al.) giving additional technology and policy context and a detailed macro and micro economic analysis of the benefits of following a wind-hybrid decarbonization pathway. These are supplemented by an updated market analysis and case studies covering numerous wind propulsion solutions.
Key policy issues
Adopting a holistic energy-focused approach as opposed to a narrow fuel-centric one is key to the delivery of the IMO 2030, 2040 and 2050 levels of ambition and indicative checkpoints on decarbonization as well as other non-GHG emission reduction targets. This requires the development of a level playing field for all energy sources, including wind propulsion, throughout the policy deliberations at the IMO (and elsewhere), including but not exclusively: the comprehensive impact assessment of mid-term measures, the fuel life cycle analysis, the GHG fuel standard and so forth. This holistic approach acknowledges the inclusion of all climate impacting and non-climate related emissions and will facilitate ‘Total Cost of Ownership’ (TCO) assessments.
Key Considerations for Wind Energy
When assessing wind as a propulsive energy source there are a number of key considerations that should be incorporated;
- Direct Energy Used for Propulsion: Wind is a non-combustible direct propulsion energy source, or ‘fuel’, that can be used to move ships 100% as has been done for millennia. The argument around the percentage delivered or intermittency of the energy source are borne from commercial operational or business concerns (i.e. maintaining specific speeds), not from the assessment of the energy source itself.
- Comparison of Non-Commoditised vs Commoditised Fuels: If we take electricity as an example, this is rightfully included in the IMO’s LCA of fuels, however this is in fact an energy carrier (as indeed are all designated fuels) that is not combusted. The only difference in this regard for direct wind use is that electricity is a commoditised form of energy that can be either used directly or stored and later released and is run through a motor to move a propellor or other propulsor. Direct wind energy is used directly and does not require a propellor but is instead run through a ‘wind engine’ or ‘wind propulsor’.
- Hybrid or ‘Dual Fuel’ System: All wind vessels are hybrid vessels with primary or auxiliary engines depending on whether the vessel is primary wind or wind-assist. While wind prediction and routing software (and even LiDAR) are increasingly sophisticated and accurate, wind energy is still intermittent, thus the whole propulsion system (not the fuel itself) would be classed as a ‘dual-fuel’ system. NOTE: This will be similar to the treatment of onboard generation or use of electricity in a hybrid vessel.
- Onboard Energy Harvesting: Wind power is the only propulsive ‘fuel’ available that enables additional ‘fuel’ to be generated and stored onboard a vessel. This excess energy can be generated when design/hull speed (or required operational speed) is reached and would otherwise require that excess wind energy be ‘spilled’ from the sails. Instead, this can be harvested and used to generate electricity through hydro-generators, a reversed propellor on an electric powertrain or even deck mounted turbines or other technology options. This onboard generation of electricity can then be used to generate other forms of alternative fuel to be stored onboard and used when motors are being used.
