Winds Of Wealth

The idea of using wind to propel ships is, of course, as old as seafaring itself. But today’s wind-assisted propulsion systems (WAPS) are very much focused on the future – technologically advanced, highly efficient, and, crucially, aligned with the new wave of maritime regulations. In an era defined by limiting emissions, carbon pricing, and compliance penalties, wind is no longer a blast from the past. It is a powerful, and commercially competitive, solution.

From targets to tools: delivering on decarbonisation

The date 2050 is familiar to the whole industry. That is the line in the sand drawn by the IMO when, if all goes according to plan, the industry aims to sail into the realm of net zero emissions. That target, and the interim checkpoints ahead of it, send a powerful message, but it does not create change now. This is where regulations come in.

The new breed of regulations sweeping through shipping are essentially the tools with which to enable (some may say ‘force’) progress. The Energy Efficiency Existing Ship Index (EEXI) and Energy Efficiency Design Index (EEDI) measure the emissions per tonne mile for, respectively, existing and new vessels, and, like the Carbon Intensity Indicator (CII), which grades the efficiency of vessels, have been in place since 2023. In 2024, the EU Emissions Trading System (EU ETS) came into force, creating a market-based mechanism (with emissions allowances) placing a direct cost on CO₂ emissions for intra- and extra-EU voyages. This was followed by FuelEU Maritime, setting vessel GHG intensity reduction targets (on a well-to-wake (WtW) basis) with severe and escalating, penalties for non-compliance.

What is less widely known, at least at the moment, is that in April 2026, MEPC 83 looks capable of pushing things even further by introducing a new metric, namely greenhouse gas fuel intensity (GFI). This assesses the total lifecycle emissions of energy used onboard and, like FuelEU, adopts the crucial well-to-wake perspective. This is due for final approval and adoption at an extraordinary MEPC session in October 2025. It is worth delving deeper into ‘83’ to get the big picture needed for ongoing compliant, efficient operations.

MEPC 83: a new reality?

The structure of MEPC 83 is both sophisticated and strict. It (as with CII and EU ETS) applies to ships over 5000 gross t, introducing a two-tier compliance scheme. The first level, known as the Base GFI, outlines a minimum emissions trajectory over time. Falling short of this incurs the purchase of tier 2 remedial units, priced at US$380 per t of CO₂ equivalent. A high cost designed to deter non-compliance.

The second level, the direct compliance GFI, sets a more ambitious target and, as a consequence, has less stringent penalties (tier 1) of US$100 per t of CO₂ emissions.

However, there is a carrot as well as a stick, in the form of a clear incentive structure for those that outperform. Ships that beat the direct compliance targets can generate surplus units – a kind of carbon credit – which can be traded or banked for up to two years. In essence, a new carbon marketplace is emerging, where clean operators can gain not only regulatory clearance but commercial reward.

Importantly, funds raised through the penalty mechanisms will be channelled into the IMO net-zero fund, which is set to finance the development and adoption of low- and zero-emission technologies, such as WAPS.

FuelEU Maritime and a rewarding approach

Wind power, being clean, readily available, and completely free creates regulatory advantage across the board, with less fuel burnt, increased efficiency, and much reduced emissions. This delivers benefits for all aforementioned regulations, with added advantage for the WtW measures, like GFI and FuelEU.

The reason is straightforward. Some alternative fuels are essentially ‘greener’ than others. Take a biofuel for example, which may create zero emissions when burnt (so good for EU ETS) but could carry substantial upstream emissions. This undermines compliance for a regulation like FuelEU. Wind, by contrast, has zero emissions throughout the lifecycle, making it a great choice for both IMO and EU well-to-wake initiatives. And there is more.

FuelEU actively rewards shipping companies for choosing wind with the wind reward factor (WRF). In essence, this relaxes compliance targets for vessels with WAPS by up to 5%, making it both easier to comply while potentially cutting compliance costs substantially.

For any bulk operator with a voyage footprint touching on the EU and EEA, this benefit needs to be front of mind.

WAPS: understanding the tech, reaping the rewards

A book could be written about compliance, but when it comes to wind the real value lies in understanding both the commercial benefits and how to maximise them through the right solutions for each vessel. In short, WAPS take the strain off main engines by harnessing the power of wind for supplementary propulsive force. This cuts fuel consumption.

Depending on the system type, vessel, route profile, and weather conditions, fuel savings of up to 30% are possible. And even in more conservative scenarios, double-digit reductions are eminently achievable for a broad spectrum of vessel types, including dry bulkers.

Given the proportion of OPEX consumed by fuel, any reduction translates into a significant bottom-line bonus. And this is not just potential, this is real-world results, as demonstrated by the many vessels now sailing with bound4blue’s DNV type approved, fully autonomous, suction sail technology.

This brings the discussion to the different types of WAPS available for fleets. Choosing the right system is critical, as each technology has distinct performance characteristics and constraints, with suitability depending on vessel type, operational profile, and deck layout.

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