On Monday 11th of November, a week after winning the Dutch Maritime Innovation Award 2019, Conoship informed in IMO Headquarters in London the members of the 6th Intersessional Working Group on Green House Gasses (IMO ISWG GHG 6) on the actual possibilities of Wind Assisted Ship Propulsion (WASP) with the Award-winning eConowind-units and VentiFoils to enable Zero Emission Ocean going shipping.
Conoship presented in a ZESTAs mini-seminar in the Grand Assembly Hall of the IMO Headquarters (see picture), on behalf of Econowind BV that is a member of ZESTAs: the ‘Zero Emission Ship technology Association’. The development and principle of the eConowind-unit and VentiFoils were introduced very briefly, focusing on the practical application on the MV Lady Christina of WijnneBarends and the MV Ankie of Van Dam Shipping from Spijk. Retrofitting these wind propulsion units on existing vessels enables those vessels to reduce fuel consumption and CO2 emissions while maintaining the same speed up to levels of 20 % in favourable Bft 5 wind conditions. Actual developments were presented for new Short Sea Shipping designs of Conoship, that can save more than 50% on fuel and CO2 emissions in favourable 5Bft wind conditions, by application of 2 VentiFoils of 20 m (foldable) on the foreship and an additional 2 Foldable VentiFoils on flatracks of 12 m on the hatches. These two can be handled with the hatchcover crane.
As various IMO delegates are representing countries with large bulkcarriers in their Flag-register, there was quite some interest in the possibilities of the 30 m VentiFoils XL (under development, scheduled for 2020/2023) that can be retrofitted on large bulk carriers in between the cargo hatches. Based on actual results with smaller VentoFoils, it can be expected that on ocean going bulkers sailing at speeds around 11 kn, more than 50% of propulsion power can be generated by six 30m VentoFoils XL at favourable Bft 5 windconditions, depending on size of the vessel and characteristics (and age) of the engineroom installation. The annual average savings in fuel and CO2 emissions are largely influenced by the windconditions of the operational area of the vessel. Saving up to 30% on average annually can be a realistic forecast for the example of the North Atlantic crossings.
This was rather positive news for the IMO delegates of the ISWG GHG 6, because their main focus in this weeks meeting was to discuss possible objectives, methods and regulations for existing vessels, to support and enable IMO’s ambition to reduce ‘the CO2 intensity’ by 40% in 2030. This means that the CO2 emission per ton-mile per ship should be reduced by 40% compared to the level in 2008, as an important step towards IMO’s main ambition to realize a reduction of 50% of the CO2 emission of the complete worldwide fleet of seagoing vessels in 2050. One of the discussed possibilities for the reduction per ship is ‘slow steaming’: reducing the speed of the ship so much that the consumed fuel (= CO2 emission) is 40% less per ton-mile than in 2008. The application of VentiFoils XL will enable the ships to reduce a large part of the CO2 emission at the original speed and will become a very interesting option to realize IMO’s ambition.
The other ZESTAs partners each presented their solutions for emission reduction:
- Futureproof Shipping: a 110 m inland navigation vessel that will be retrofitted next year with batteries and fuel cells and will than be sailing 100% zero emission;
- Nedstack: delivering fuel cells already up to 2000 kW and larger powers are under development;
- Conoship – Econowind: eConowind-units and VentiFoils, plus a new Zero Emission Concept design for the ‘CONOSHIP 33000 ZE’ (Zero Emission) integrating the other zero-emission solutions in an Ocean Going Bulk carrier for the Great Lakes.
This new CONOSHIP 33000 ZE-concept of Loa = 220 m, B = 23,75 m and D = 14,50 m and 33.000 DWT, features ten 30m VentiFoils XL, that can deliver more thrust than required to sail at 11 kn, at favourable wind conditions of Bft 5 and more. The intended operation is to cross the North Atlantic at a speed of 11 kn in 100% Zero Emission mode, and to use the Large Diameter Propeller in 2 modes:
1 delivering the required thrust in the most efficient way, abt. 15% more efficient than a conventional propeller, driven by an electric motor with maximum output of 2500 kW ;
2 generating electric power from the flow of water in the wakefield of the ship while she is sailing at more than Bft 5: the propeller acts like a water-turbine driven by the passing water, turning the electric motor which will start working as a generator and providing electric power to charge the large battery-bank of 25 mWh (about 250 tons of batteries); the resulting speed of the vessel can be balanced around 11 kn;
At wind speeds below 5 Bft, the battery-bank can provide electric energy for the electric motor, and for longer periods the fuel cells will provide the electric power of the E-motor, fuel by hydrogen. The hydrogen will be stored on board in 2 liquid state at minus 253 degrees Celsius, in 2 tanks of 400 m3 that are actually in production at MAN Cryo in Sweden. The energy content of liquid hydrogen (LH2) per kg and per m3 is considerable, leading to quite feasible size of tanks that can be integrated in the design of the new Zero Emission ship concept. The rather limited amount of fuel is sufficient for the crossing of the North Atlantic, because a relevant part of required thrust for the speed of 11 kn will be provided by the VentiFoils, based on the annual statistic wind-distribution (of wind speed and – direction) on the North Atlantic ocean.
Application of 10 VentiFoils XL on this concept on this route, reduces the required size (and costs) of the Liquid Hydrogen system, enabling a technical feasible solution for Zero Emission Ocean going shipping. Economic feasibility will come closer with the progress of actual developments, on which the delegates of the IMO ISWG GHG 6 meeting will have quite some impact. With the presentation on the 11th of November in London, Conoship created the opportunity to make them aware of above mentioned existing technologies and upcoming developments and we are looking forward to the outcome of the meeting.
Conoship will work together with Finnish Bore Ltd and Dutch Wijnne Barends, both affiliates of Dutch Spliethoff Group, on the design and build of seven state-of-the-art vessels for sustainable sea transportation for UPM in Europe. The vessels will be ice-strengthened and meet the latest technological, operational and environmental standards. They will be built in China and are scheduled to be delivered in 2021 and in 2022.
Bore Ltd will build three (3) RoLo vessels for transporting UPM’s paper products and Wijnne Barends four (4) LoLo vessels for transporting the company’s pulp and other forest products. Conoship has an intermediate function in this process and needs to translate UPM’s transportation demands combined with the ships’ efficiency into a bankable ship design. “We need to engineer transportation solutions and design ships with a strong focus on sustainability.” says Geert Dokter, Managing Director, Conoship International. “As we have shown with our concept designs and feasibility studies, we are constantly pushing the borders of innovation. We are very proud to be part of this cooperation, a showcase of future shipping and transportation.”
“The vessels will be fueled with liquid natural gas (LNG) which results in a significant (approximately 25%) reduction of CO2 emissions compared with commonly used marine gas oil. In addition, nitrogen oxides (NOx) and sulphur oxides (SOx) emissions will decrease by approximately 85% and 99%, respectively. The emissions of soot particles will also decrease by 99%,” says Lauri Rikala, Director, Global Break Bulk Shipping, UPM Logistics. All vessels will be chartered by UPM and hence will be fully operated by the company.
“Since the establishment of Spliethoff in 1921, the company has been transporting forest products for our clients – it’s in our DNA”, says Michael van den Heuvel, CCO of Spliethoff. “We are very pleased to be able to offer UPM these next generation sustainable vessels. Minimising our environmental footprint has long been a focal point for the Spliethoff Group and the reduction of emissions is a fundamental part of this. The new vessels running on LNG fit well in our continuous drive for greener operations.”
On the 26th of June at the electric and hybrid marine world expo in Rai Amsterdam, Guus van der Bles from Conoship International held a presentation for Econowind about the Maritime Innovation Award nominated eConowind-unit.
The eConowind-unit is an innovative foldable and autonomous unit for wind-assisted ship propulsion easy to fit on a variety of vessels. The eConowind-unit is based on a 40 ft sea container and can quickly be placed and removed. The VentiFoil is a wing shaped element using modern innovations in aerodynamics creating high propelling force relative to its size. Smart boundary layer-suction is integrated in the wing, multiplying the thrustforce of the VentiFoil. In addition in heavy weather conditions the Ventifoils can be easily stored in the container.
The eConowind-unit is fully autonomous: with favorable wind the VentiFoils unfold automatically and adjust by itself to the most optimal position to generate the most thrust power. Maintaining the same speed, fuel consumption and CO2 output will be reduced up to 10-20% depending on sailing area, speed and vessels size.
Click here for the full presentation: Presentation Electric and Hybrid Marine.
Last week the nominees for the Maritime Innovation Award have been announced and Conoship International has been selected with it’s eConowind-unit. We are very proud of this nomination and also would like to congratulate Econowind B.V. who has a great part in the development of this innovation in wind assisted ship propulsion.
The eConowind-unit is an innovative autonomous unit for wind-assisted ship propulsion with two foldable ‘VentiFoils’, easy to fit on a variety of vessels. The eConowind-unit is based on a 40 ft sea container and can quickly be placed and removed. The VentiFoil is a wing shaped element using modern innovations in aerodynamics creating high thrust force relative to its size. Smart boundary layer-suction is integrated in the wing, multiplying the thrustforce of the VentiFoil. In addition in heavy weather conditions the Ventifoils can be easily folded in and stored in the container.
The eConowind-unit is fully autonomous: with favourable wind the VentiFoils unfold automatically and adjust itself to the most optimal position to generate the most thrust power. Maintaining the same speed, fuel consumption and CO2 output can be reduced up to 10-20% depending on sailing area, speed and vessels size.
Read more about this innovation:
eConowind-unit (portfolio page)