UNB, London :
As the shipping industry faces pressure to cut climate-altering greenhouse gases, one answer is blowing in the wind.
European and U.S. tech companies, including one backed by airplane maker Airbus, are pitching futuristic sails to help cargo ships harness the free and endless supply of wind power. While they sometimes don’t even look like sails – some are shaped like spinning columns – they represent a cheap and reliable way to reduce CO2 emissions for an industry that depends on a particularly dirty form of fossil fuels.
“It’s an old technology,” said Tuomas Riski, the CEO of Finland’s Norsepower, which added its “rotor sail” technology for the first time to a tanker in August. “Our vision is that sails are coming back to the seas.”
Denmark’s A.P. Moller-Maersk , the world’s biggest shipping company, is using its Maersk Pelican oil tanker to test Norsepower’s 30 meter (98 foot) deck-mounted spinning columns, which convert wind into thrust based on an idea first floated nearly a century ago. Maersk pledged this week to cut carbon emissions to zero by 2050, which will require developing commercially viable carbon neutral vessels by the end of next decade.
The shipping sector’s interest in “sail tech” and other ideas took on greater urgency after the International Maritime Organization, the U.N.’s maritime agency, reached an agreement in April to slash emissions by 50 percent by 2050.
Transport’s contribution to earth-warming emissions are in focus as negotiators in Katowice, Poland, gather for U.N. talks to hash out the details of the 2015 Paris accord on curbing global warming.
Shipping, like aviation, isn’t covered by the Paris agreement because of the difficulty attributing their emissions to individual nations, but environmental activists say industry efforts are essential to combating climate change. Ships belch out nearly 1 billion tons of carbon dioxide a year, accounting for 2-3 percent of global greenhouse gases. The emissions are projected to grow between 50 to 250 percent by 2050 if no action is taken.
Notoriously resistant to change, the maritime shipping industry is facing up to the need to cut its use of cheap but dirty “bunker fuel” that powers the global fleet of 50,000 vessels – the backbone of world trade.
The IMO is taking aim more broadly at pollution, requiring ships to start using low-sulfur fuel in 2020 and sending shipowners scrambling to invest in smokestack scrubbers, which clean exhaust, or looking at cleaner but pricier distillate fuels.
A Dutch group, the Goodshipping Program , is trying biofuel, which is made from organic matter. It refueled a container vessel in September with 22,000 liters of used cooking oil on behalf of five customers, in what it called a world first that cut carbon dioxide emissions by 40 tons.
In Norway, efforts to electrify maritime vessels are gathering pace, highlighted by the launch of the world’s first all-electric passenger ferry, Future of the Fjords, in April.
Chemical maker Yara is meanwhile planning to build a battery-powered autonomous container ship to ferry fertilizer between plant and port. The Yara Birkeland, scheduled to enter service in 2020, will cut emissions by replacing the trucks currently used to do this job.
Shipowners have to move with the times, said Bjorn Tore Orvik, Yara’s project leader.
Building a conventional fossil-fueled vessel “is a bigger risk than actually looking to new technologies … because if new legislation suddenly appears then your ship is out of date,” said Orvik.
As the shipping industry faces pressure to cut climate-altering greenhouse gases, one answer is blowing in the wind.
European and U.S. tech companies, including one backed by airplane maker Airbus, are pitching futuristic sails to help cargo ships harness the free and endless supply of wind power. While they sometimes don’t even look like sails – some are shaped like spinning columns – they represent a cheap and reliable way to reduce CO2 emissions for an industry that depends on a particularly dirty form of fossil fuels.
“It’s an old technology,” said Tuomas Riski, the CEO of Finland’s Norsepower, which added its “rotor sail” technology for the first time to a tanker in August. “Our vision is that sails are coming back to the seas.”
Denmark’s A.P. Moller-Maersk , the world’s biggest shipping company, is using its Maersk Pelican oil tanker to test Norsepower’s 30 meter (98 foot) deck-mounted spinning columns, which convert wind into thrust based on an idea first floated nearly a century ago. Maersk pledged this week to cut carbon emissions to zero by 2050, which will require developing commercially viable carbon neutral vessels by the end of next decade.
The shipping sector’s interest in “sail tech” and other ideas took on greater urgency after the International Maritime Organization, the U.N.’s maritime agency, reached an agreement in April to slash emissions by 50 percent by 2050.
Transport’s contribution to earth-warming emissions are in focus as negotiators in Katowice, Poland, gather for U.N. talks to hash out the details of the 2015 Paris accord on curbing global warming.
Shipping, like aviation, isn’t covered by the Paris agreement because of the difficulty attributing their emissions to individual nations, but environmental activists say industry efforts are essential to combating climate change. Ships belch out nearly 1 billion tons of carbon dioxide a year, accounting for 2-3 percent of global greenhouse gases. The emissions are projected to grow between 50 to 250 percent by 2050 if no action is taken.
Notoriously resistant to change, the maritime shipping industry is facing up to the need to cut its use of cheap but dirty “bunker fuel” that powers the global fleet of 50,000 vessels – the backbone of world trade.
The IMO is taking aim more broadly at pollution, requiring ships to start using low-sulfur fuel in 2020 and sending shipowners scrambling to invest in smokestack scrubbers, which clean exhaust, or looking at cleaner but pricier distillate fuels.
A Dutch group, the Goodshipping Program , is trying biofuel, which is made from organic matter. It refueled a container vessel in September with 22,000 liters of used cooking oil on behalf of five customers, in what it called a world first that cut carbon dioxide emissions by 40 tons.
In Norway, efforts to electrify maritime vessels are gathering pace, highlighted by the launch of the world’s first all-electric passenger ferry, Future of the Fjords, in April.
Chemical maker Yara is meanwhile planning to build a battery-powered autonomous container ship to ferry fertilizer between plant and port. The Yara Birkeland, scheduled to enter service in 2020, will cut emissions by replacing the trucks currently used to do this job.
Shipowners have to move with the times, said Bjorn Tore Orvik, Yara’s project leader.
Building a conventional fossil-fueled vessel “is a bigger risk than actually looking to new technologies … because if new legislation suddenly appears then your ship is out of date,” said Orvik.
