This study introduces WindWise, a cost–benefit analysis and design optimization tool for Wind Propulsion Systems (WPS) in sustainable shipping. By integrating route simulations, ship constraints, and fuel pricing scenarios, WindWise determines the optimal WPS configuration to maximize fuel savings and minimize payback periods. A retrofit case study of an oil tanker evaluates two WPS classes—DynaRigs and Rotor Sails—across multiple operational and economic conditions. Results reveal that optimal configurations vary based on constraints: in an unconstrained scenario, larger, well-spaced installations minimize aerodynamic losses, whereas realistic constraints shift the preference towards smaller, distributed setups to mitigate cargo loss and air draft penalties. Rotor Sails offer lower upfront costs and shorter payback periods for modest savings targets and for side-wind routes, while DynaRigs emerge as the more viable solution for higher emissions reductions and long-term profitability. Optimization of WPS configurations proves crucial, with non-optimized configurations exhibiting payback periods over 150% higher than optimized ones. Although payback period remains an important metric, considering both payback and net present value provides a more comprehensive assessment of WPS financial viability, with Rotor Sails generally offering faster payback but DynaRigs delivering higher long-term profitability across most scenarios.
This scientific study aims to compare the significance of onboard positioning of two different classes of wind propulsion systems for retrofit installations to maximize fuel and emissions savings. The study focuses on comparing the performance a low lift-to-drag ratio wind propulsion system, the Rotor Sail, and a high lift-to-drag ratio one, the DynaRig, installed at different places on a real 84000 DWT bulk carrier ship to identify the most efficient placement of these two distinct systems to achieve maximum fuel efficiency. The investigation involves a comprehensive analysis of available deck spaces, and performance prediction program modeling is employed to estimate potential fuel savings for a typical route followed by the vessel. The results show that placing the WPS far forward, close to the hydrodynamic centre of lateral resistance, results in overall higher savings. Both WPS classes see a penalty when placed far from the hydrodynamic centre of lateral resistance, reducing their overall savings potential. However, Rotor Sails are more adversely affected due to their enhanced side force generation per unit thrust. Consequently, the placement of Rotor Sails becomes crucial, especially under upwind conditions, while DynaRigs prove more versatile for installations in the aft. This research provides valuable insights into enhancing the ship's energy efficiency and reducing its environmental impact in the maritime industry.
Wind Propulsion Systems (WPS) have gained significant attention as a means of decarbonizing shipping. Limitations in available deck space, emissions reduction targets, and regulatory compliance have led to a wide array of potential WPS configurations, each exhibiting distinct aerodynamic performance and requiring unique optimum sail trims for each unit due to complex interactions. This variability challenges existing aerodynamic models and optimization efforts for maximizing fuel savings. To address this, we present a novel methodology that, for the first time in WPS aerodynamic performance prediction, combines Computational Fluid Dynamics (CFD), independent sail trim optimization, and Machine Learning (ML) to develop surrogate models — Gaussian Process Regression and Feedforward Neural Networks — that rapidly predict aerodynamic performance with CFD-equivalent accuracy. These surrogates capture aerodynamic interactions across various WPS configurations, including unit number, deck arrangement, independent sail trim, hull characteristics, and wind conditions. While employing established ML techniques, our approach is novel in its resource-efficient generation of a comprehensive aerodynamic database, derived from the first in-depth independent trim optimization of a DynaRig case study. Our approach enables the modeling of complex, non-linear interactions that traditional interpolation methods fail to capture. Results show that the developed surrogate models achieve CFD-level accuracy, with an average error below 1 while significantly reducing computational time. This ML-enhanced framework facilitates extensive, rapid WPS design optimizations, supporting efficient integration into performance prediction programs (PPPs) and maximizing fuel savings and emissions reductions tailored to specific routes and wind conditions.Machine Learning; CFD-Simulations; Aerodynamic Performance; Wind Propulsion Systems; Green Shipping; Independent Sail Trim Optimization.
The maritime sector is a key asset for the world economy, but its environmental impact represents a major concern. The sector is primarily supplied with Heavy Fuel Oil, which results in high pollutant emissions. The sector has set targets for deacrbonisation, and alternative fuels have been identified as a short-to medium-term option. The paper addresses the complexity related to the activities of the maritime industry, and discusses the possible contribution of alternative fuels. A sector segmentation is proposed to define the consumption of each sub-segment, so to compare it with the current alternative fuel availability at European level. The paper shows that costs and GHG savings are fundamental enablers for the uptake of alternative fuels, but other aspects are also crucial: technical maturity, safety regulation, expertise needed, etc. The demand for alternative fuels has to be supported by an existing, reliable infrastructure, and this is not yet the case for many solutions (i.e. electricity, hydrogen or methanol). Various options are already available for maritime sector, but the future mix of fuels used will depend on technology improvements, availability, costs and the real potential for GHG emissions reduction.
Productive activity in the North Sea Region (NSR) is expected to intensify, diversify, and expand further offshore. Pressure to decarbonize and “electrify” the existing and emerging industries of the ocean economies offer an opportunity as the electrification of the seas has captured the imagination of industry and policymakers as a pathway to achieving sustainable growth. Using the methods of morphological analysis, thematic analysis, and structural analysis, this article identifies and reports on six innovation concepts for the electrification of the seas: Charging at wind farms; Charging at fish farms; Charging at thermal-powered platforms; Charging by floating solar panels; Charging at tidal plants; Charging at offshore container terminals. This article provides a base for entrepreneurship by generating insight into the affecting variables for each configuration as well as the identification of the strategic variables. It furthermore contributes a novel methodological approach to produce said understanding. The paper concludes with prospects for the electrification of the seas and charts a pathway for sustainable transition of the ocean economies.
The International Maritime Organization (IMO) has recently adopted short-term measures introducing technical standards for existing ships and a labeling system reflecting their operational carbon intensity. This paper investigates the relevant techno-economic implications from a shipowner's perspective and estimates the effect of six compliance options on six sample containerships. The study applies a new evidence-based bottom-up approach, and the results show that compliance, when possible, is not straightforward and costly. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times (up to 793.92 h/year), which can be prohibitive. The option favors older ships with oversized engines as its effectiveness is mainly determined by the main engine load profile. In general, the effectiveness of the measures is not without limits, particularly concerning older ships and those that have already installed several options. Solutions such as market-based measures and alternative fuels, classed by IMO as medium- and long-term measures, must be considered soon.
The International Maritime Organization (IMO) has recently adopted short-term measures introducing technical standards for existing ships and a labeling system reflecting their operational carbon intensity. This paper investigates the relevant techno-economic implications from a shipowner's perspective and estimates the effect of six compliance options on six sample containerships. The study applies a new evidence-based bottom-up approach, and the results show that compliance, when possible, is not straightforward and costly. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times (up to 793.92 h/year), which can be prohibitive. The option favors older ships with oversized engines as its effectiveness is mainly determined by the main engine load profile. In general, the effectiveness of the measures is not without limits, particularly concerning older ships and those that have already installed several options. Solutions such as market-based measures and alternative fuels, classed by IMO as medium- and long-term measures, must be considered soon.
The liner shipping industry is undergoing an extensive decarbonization process to reduce its 275 million tons of CO2 emissions as of 2018. In this process, the long-term solution is the introduction of new alternative maritime fuels. The introduction of alternative fuels presents a great set of unknowns. Among these are the strategic concerns regarding sourcing of alternative fuels and, operationally, how the new fuels might affect the network of shipping routes. We propose a problem formulation that integrates fuel supply/demand into the liner shipping network design problem. Here, we present a model to determine the production sites and distribution of new alternative fuels-we consider methanol and ammonia. For the network design problem, we apply an adaptive large neighborhood search combined with a delayed column generation process. In addition, we wish to test the effect of designing a robust network under uncertain demand conditions because of the problem's strategic nature and importance. Therefore, our proposed solution method will have a deterministic and stochastic setup when we apply it to the second-largest multihub instance, WorldSmall, known from LINER-LIB. In the deterministic setting, our proposed solution method finds a new best solution to three instances from LINER-LIB. For the main considered WorldSmall instance, we even noticed a new best solution in all our tested fuel settings. In addition, we note a profit drop of 7.2% between a bunker-powered and pure alternative fuel-powered network. The selected alternative fuel production sites favor a proximity to European ports and have a heavy reliance on wind turbines. The stochastic results clearly showed that the found networks were much more resilient to the demand changes. Neglecting the perspective of uncertain demand leads to highly fluctuating profits.
Tropical marine ecosystems provide a wide range of provisioning, regulating, supporting and cultural services to millions of people. They also largely contribute to blue carbon sequestration. Mangroves, seaweeds, and seagrass habitats are important because they store large amounts of organic carbon while fish play a fundamental role in the carbon transport to deep waters. Protecting and restoring tropical marine ecosystems is of great value to society because their decline impairs the vital services they provide, such as coastal protection and seafood supplies. In this marine policy paper, we present options for enhancing blue carbon sequestration in tropical coastal areas. In addition, we outline the economic value of four components of coastal ecosystems (mangroves, seagrass beds, seaweed forests and fish) and discuss the economic levers society can apply to ensure the end of the current gross mismanagement of tropical blue carbon ecosystems. Market-based solutions, such as carbon taxes or fines for violations that use the ‘polluter pays' principle, can be very effective in achieving national or international climate agreements. Private investment can also finance the preservation of blue carbon ecosystems. One widely known financing method for blue carbon conservation, particularly of mangroves, is the use of municipal bonds, which can be issued like traditional bonds to finance the day-to-day obligations of cities, states and counties. Non-philanthropic investments can also be used in order to protect these ecosystems, such as debt-for-nature swaps and the improved application of regulatory frameworks. Overall, the protection of tropical marine ecosystems is an ecological imperative and should also be seen as an opportunity for new revenue streams and debt reduction for countries worldwide.
Since the outbreak of COVID-19, its impacts on the maritime transportation and logistics field have been multi-dimensional. In addition to the green shipping corridor proposed by the Clydebank Declaration in the United Kingdom in 2021, port digitalisation and decarbonisation of the maritime industry have become focal issues in the field. The industry needs a new framework to offset the negative impacts of the pandemic and to accommodate integrated technologies comprising of artificial intelligence (AI), blockchain, cloud systems, internet of things (IoT) and others, which have been applied to the industry. Having considered these circumstances, this paper aims to propose the 6th-generation ports model with smart port (6GP) as a new framework for the port logistics industry in the post-COVID-19 period. The proposed 6GP contributes to providing business development strategy and port development policy for stakeholders in the industry in the post-pandemic era reflecting focal challenges such as digitalisation, decarbonisation, sustainability and smart transformation. It also contributes to expanding port devolution theory from the fifth-generation ports (5GP) to 6GP.