Harnessing Wind, Slower Speeds, Efficient Routing to Reduce Climate Impact
24.03.2025
Discussions underway at the International Maritime Organization (IMO) on how to decarbonize shipping ignore effective near-term solutions including slow steaming, more efficient routing and wind-assist retrofits.
The implementation of these advances could be achieved by strengthening the Carbon Intensity Indicator (CII), the IMO’s energy efficiency measure that has received little attention.
The IMO’s Intersessional Working Group on Air Pollution and Energy Efficiency will meet to revise and improve the functioning of the CII in April. It will make recommendations to the Marine Environment Protection Committee before April 7.
Most of the attention is focused on so-called mid-term measures: an economic element and a marine fuel standard, rather than on strengthening the CII.
Incorporation of so-called short-term solutions will ensure better results for whatever mid-term measures are ultimately adopted. By incorporating wind-assist technologies, slow steaming, and more efficient routing, among others, ships will burn less dirty fuel and reduce emissions of greenhouse gases (GHGs), black carbon and other pollutants, resulting in healthier air and oceans. Slow steaming also will reduce underwater noise pollution and whale strikes.
The CII is a mechanism that rates the energy efficiency of ship operations but provides minimal penalties for those that consistently rank below average. Instead, the measure should incentivize ship owners to improve operational efficiency, enabling shipping customers to recognize the carbon intensity of their shipping supply chain and select better rated ships. Unfortunately, weak enforcement undermines the effectiveness of this provision.
Readily available wind technologies could reduce fuel costs as much as 30 percent, yet initial costs and operational concerns appear to be major reasons for industry resistance.
Shipping companies that prioritize speed and flexibility may resist adoption of slow steaming and wind assist technologies. Although slow steaming can increase voyage times, fuel demands — which make up a large portion of total costs — decrease dramatically with slower speed. Faster speed will not achieve “just in time arrival” if a ship ends up sitting outside a port waiting for a berth.
Wind-assist technologies, like rigid sails and rotors, require significant upfront investment for retrofitting existing vessels or integrating them into new ship designs. The effectiveness of wind-assist technologies depends on variable weather conditions, complicating planning and operations. However, wind propulsion would be a real game changer to avoid burning heavier residual fuels or expensive transition fuels.
While there is growing interest and early industry adopters are experimenting with these technologies, broad implementation could be accelerated by resolving technical and regulatory barriers.
A 2023 white paper by the International Council on Clean Transportation (ICCT) concluded that wind-assisted propulsion — including rigid wing sails and rotor sails — offers significant annual fuel cost savings.
ICCT concluded that: ‘Rotor sails are variable in performance based on route, heading, speed, and season, while wing sails consistently generate net positive energy.’
The initial investment to retrofit existing vessels with wind assist technologies can vary significantly depending on technology and vessel design, the ICCT study found. The cost of installing rotor sails can be more than a million dollars per unit, where the installation might be two or more units. Studies suggest that rotor sails can achieve fuel savings between 5 percent to 20 percent, depending on factors like wind conditions, routes and vessel speed.
The initial investment to install rigid wing sails can range from a few hundred thousand to several million dollars, depending on the size and material of the sails. Fuel savings are estimated to be between 10 percent to 30 percent.
However, the long-term fuel savings can be significant, potentially offsetting the initial investment over three to seven years — which can also fluctuate depending on fuel prices. For example, if a shipping company's fuel savings reach even the lower range of 10 percent to 20 percent, this can result in substantial cost reductions as fuel expenses typically are a major portion of operational costs. Combined with the environmental benefits, wind-assist is an increasingly attractive option for many shipping companies to meet decarbonization goals.
The integration of these strategies — wind-assist, slow steaming, and routing efficiency — offers a multifaceted approach to improving maritime operations while adhering to emerging regulatory and market demands for sustainability.
Shipping contributes significantly to global greenhouse gas emissions and climate change, primarily through the combustion of fossil fuels that power ships. The IMO, in its 2023 revised GHG Strategy, established new absolute emission reduction targets of 20 percent striving for 30 percent by 2030, 70 percent striving for 80 percent by 2040 and net zero by 2050.
Achieving these goals requires more rapid incorporation of slow steaming, wind-assist technologies and routing efficiency throughout the shipping industry. Strengthening revisions to the CII should be adopted at upcoming IMO meetings to create more energy efficient ships, reduce demand for fuel, cut GHG emissions, and help meet near and long-term targets. A strong enforceable CII would be a powerful tool to minimize decarbonization costs, deliver benefits for ocean health, drive uptake of slower speeds, wind propulsion and operational efficiency approaches to ensure the GHG emissions from shipping peak and reduce immediately.
UK Says Burning Containership is Secured as Response to Collision Continues
11.03.2025
Response efforts continued to Monday’s incident off the east coast of England in which a Portuguese-flagged containership hit a U.S.-flagged tanker that was anchored near Hull, England. The updates from HM Coastguard provided late on Tuesday, March 11, indicate that the containership Solong was still burning but that fears that the vessel would sink were diminished. The fires were greatly reduced with some flames still visible on the main deck and firefighting is focusing on those areas. A tow line has also been attached as a salvage team works to control the vessel.
Earlier in the day, the Coastguard reported the vessel was drifting. Its last position was to the south of where it hit the Stena Immaculate. The containership had also drifted further east into the North Sea away from shore. The tug with the line is reported to be holding the containership in "a safer position."
Briefing Parliament earlier on Tuesday, the UK’s Minister for Aviation, Maritime and Security, Mike Kane, said “The assessment of HM Coastguard is, however, that it is unlikely the vessel will remain afloat.” He had reported, “Modelling suggests that, should the Solong remain afloat, it will remain clear of land for the next few hours.... Tug boats are in the vicinity to ensure the Solong remains away from the coast and to respond as the situation develops."
At 2320 last night local time the Coastguard reports the Solong separated from the Stena Immaculate and began to drift southwards. The Stena vessel was anchored approximately 10 miles off the coast near Hull, England, and remains there while the Coast Guard continues to track the Solong. Daylight images today show multiple fireboats near the containership spraying the fire.
In a statement, a spokesperson for the owners of the vessel Ernst Russ is now denying the reports of dangerous chemicals in some of the containers. “We are able to confirm that there are no containers on board ladened with sodium cyanide...,” they stated. “There are four empty containers that have previously contained the hazardous chemical and these containers will continue to be monitored.”
Images of the Stena Immaculate show the large fire is extinguished. Experts said they are remaining cautious however that there might still be fire below deck and they would be monitoring the vessel. Boskalis confirmed Dutch media reports that it has been retained to oversee the salvage operation for the tanker. The company said the timeline was unclear but that resources were already traveling to the ship.
ONE Ship Hits Docked Maersk Ship Causing Boxes to Fall
03.03.2025
An NYK-owned containership operating for Ocean Network Express (ONE) stuck a Maersk ship as it was maneuvering into Hong Kong on Friday evening, February 28. The allision dislodged three containers from the docked Maersk vessel causing them to fall into Hong Kong harbor but the authorities report there were no injuries.ONE Columba (138,611 dwt) was arriving at Hong Kong’s Kwai Chung Container Terminal from China’s Shenzhen port. In the video of the incident, the bow anchor is down with the chain visible and tugs assisting the Japan-registered vessel. Built in 2018, the ship is (364 meters) in length with a capacity of 14,000 TEU. The vessel appears to overshot and its bow hits amidship the Maersk containership which is docked at a 90-degree angle to the arriving ONE vessel.As the ONE vessel reverses, container stacks on the deck of the Maersk vessel can be seen to teeter and three boxes fall from the deck into Hong Kong harbor. It is unclear if they were empties. The Hong Kong Marine Department reported on Saturday the boxes had been retrieved from the harbor.Clifford Maersk (110,387 dwt) was on dock for container operations after having arrived from South America earlier in the week. Built in 1999, the vessel is registered in Denmark with a capacity of 9,640 TEU. It is 1,138 feet (347 meters) in length. Officials from the Marine Department inspected both vessels and reported minor damage terming it a “minor collision.” There was no pollution and no injuries. One media report is saying the ONE vessel sustained a 2-meter by 2-meter (6.5-foot by 6.5-foot) gash above the waterline on its bow.AIS data shows ONE Columba departed Hong Kong Saturday evening bound for Ningbo, China. The Maersk vessel departed on Sunday bound for Shanghai.
Ocean Alliance rolls out new service network
13.01.2025
Ocean Alliance of CMA CGM, COSCO, Evergreen and OOCL has announced the latest product line-up for 2025.
As the initial cooperation period nears its end, all partners have agreed to extend their collaboration for at least an additional five years, until 2032. This decision will make Ocean Alliance the only container shipping grouping remaining the same after February 2025, when the new structure of the alliances will take effect.
CMA CGM Inaugurates New Terminal at Khalifa
23.12.2024
CMA Terminals has inaugurated a container terminal in Khalifa Port, furthering the UAE’s port expansion plan. The $845 million container terminal is managed as a joint venture between the CMA CGM Group’s subsidiary CMA Terminals (70 percent) and Abu Dhabi Ports (30 percent). The facility adds a capacity of 1.8 million TEU to Khalifa Port.
In 2022, the UAE launched the Khalifa Port expansion plan as a key national project to drive economic growth. Khalifa Port was opened in 2012 and has since grown into a major logistics hub serving more than 25 container shipping lines, with direct links to more than 70 international destinations.
The addition of the CMA Terminals facility increases Khalifa Port’s annual container capacity by 23 percent to almost 10 million TEU. The port has a goal of reaching a handling capacity of 15 million TEU by 2030.
The terminal is ready for railway connectivity and features shore-power infrastructure for vessels. It includes eight Ship to Shore (STS) cranes and 20 Electric Rubber Tyred Gantry (e-RTG) cranes, boosting the efficiency of Khalifa Port.
“The inauguration of our new container terminal is a major step in the development of Khalifa Port, consolidating Abu Dhabi’s position as a global trade hub. This strategic infrastructure will boost shipping and logistics activities across the region,” said Rodolphe Saadé, CEO of CMA CGM Group.
Meanwhile, CMA CGM and AD Ports signed a memorandum of understanding (MoU) aimed at enhancing maritime education and training in the UAE and the Gulf region. The CMA CGM Group will contribute in the placement of Abu Dhabi Maritime Academy cadets onboard its vessels.
In the past three years, CMA CGM has invested heavily in building up its terminal footprint across major ports. Some of the regions that the ocean carrier has been targeting include the Mediterranean and Americas (Port of New York and New Jersey and Brazil’s Port of Santos).