Rebecca Moore explains why wind power is set to become a strong propulsion option in the passenger ship sector
Rebecca Moore explains why wind power is set to become a strong propulsion option in the passenger ship sector
The time is ripe for wind power to become a more mainstream source of alternative power for passenger ships – especially following the fuel savings figures published on using wind propulsion on Viking Line’s Viking Grace.
Independent tests have been carried out to measure fuel savings on Viking Grace following the installation of Norsepower’s Rotor Sail technology. This is a turning point for using wind power in the passenger ship segment for several reasons. First, this project is significant as it is the first time Norsepower’s rotor sail solution has been trialled on a cruise ferry. Second, while a lot has been said about the benefits of wind power, there are few concrete figures to show the passenger ship industry exactly what energy savings are available.
When looking at fuel consumption alone in the measurement period, the savings were not immediately evident for Viking Grace. Other passenger ship operators will not be encouraged to embrace wind propulsion if concrete figures are not available, and savings are unclear.
However, the independent test results carried out by NAPA and ABB prove the Rotor Sail leads to healthy fuel savings. They reviewed the data and isolated an evident change in the propulsion power breakdown of Viking Grace caused by the Rotor Sail. The same conclusion was confirmed with a strain gauge analysis, where forward thrust of the Rotor Sail was measured and converted into propulsion power.
Based on the analyses, the expected long-term change in Viking Grace’s annual fuel consumption due to the Rotor Sail has been verified to be between 231 and 315 tonnes annually, equalling an average propulsion power between 207 kW and 282 kW.
Viking Line and Norsepower have agreed to continue collaboratively using and optimising the Rotor Sail on Viking Grace. And now they have solid, impressive figures at their disposal, operators are more likely to consider wind propulsion.
Viking Line is also using the rotor sail on its LNG dual-fuelled newbuild being built in China. It is using two rotor sails, thus doubling the wind power potential compared to Viking Grace to 600 tonnes, showing the experience gained on Viking Grace is paying off.
Norsepower’s solution has not been used in the cruise ship sector yet. Viking Grace’s fuel savings will encourage cruise operators to consider this form of power, along with the benefit of being seen as environmentally friendly. The rotor sail is highly visible as an energy-saving device, as it is positioned on deck.
Norsepower’s solution is not the only wind propulsion being trialled in the passenger ship sector. Chantiers de l’Atlantique has launched a carbon-free cruise design that uses wind as a main source of power which will also have an important role to play in introducing wind power to ferry and cruise operators.
The shipyard used sails to draw on wind power and the yard created the technology to be used with the sails, Solid Sail. The masts rotate to adapt the sails to the wind. This wind technology solution is being trialled on a Ponant cruise ship.
Chantiers de l’Atlantique advocates a hybrid propulsion system and I agree and think that wind power will become a strong source of power to be used alongside LNG and potentially fuel cells. Wind is currently a better hybrid option with LNG than hydrogen and fuel cells, as they are still expensive and not available everywhere. Wind, in contrast, is available and free everywhere.
The important trials detailed above will encourage the take-up of wind propulsion among cruise ships and ferries.
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