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A century ago, the sight of a freight ship navigating under the Forth Bridge, conspicuously fitted with two towering, rotating cylinders, must have been truly remarkable.
This vessel, the rotor ship Buckau, served as a testbed for an innovative sail technology, first demonstrated in 1925 on a voyage carrying timber from Danzig (now Gdańsk, Poland) to Grangemouth, Scotland.
These spinning towers were ingeniously designed to harness wind power, thereby reducing fuel consumption, a concept that lay dormant for nearly nine decades.
Today, these pioneering Flettner rotors are experiencing a resurgence, with at least 35 commercial freight ships adopting them to enhance fuel efficiency and mitigate their environmental impact.
The original Buckau underwent significant modifications to accommodate the towering, motor-powered rotors, aiming to curtail fuel expenditures.
Experts suggest that the relative affordability of fossil fuels, such as diesel, at the time discouraged shipping companies from pursuing the initial investment required for installation.
The onset of the Great Depression in 1929 proved to be the final blow, leading to the cancellation of orders by shipowners.
However, contemporary decarbonization mandates are elevating the value of fuel-efficient technologies, such as Flettner rotors, within the maritime sector.
The technology, known as Flettner rotors, stemmed from the minds of aeronautical engineers under the leadership of German inventor Anton Flettner.
The motor-driven towers effectively redirect wind currents, generating forward thrust for propulsion.
This phenomenon, known as the Magnus effect, is the same principle that causes a spinning football to curve mid-air.
According to operators, the technology can reduce fuel costs by as much as 20% while simultaneously decreasing greenhouse gas emissions associated with diesel combustion.
Modern iterations of the rotors surpass the efficiency of those on the Buckau, owing to the use of lightweight composite materials like carbon fiber.
Prof. Mehmet Atlar, a hydrodynamics expert at Strathclyde University, noted the initial enthusiasm surrounding the design, evidenced by a burgeoning order book.
A larger vessel, the Barbara, was subsequently launched, with plans for six additional ships in the pipeline.
However, by the close of the 1920s, these orders were rescinded, and the design concept was relegated to the archives.
He stated: “In my opinion, nothing is new.”
“The prevailing need is paramount. Given the current imperative, the Flettner rotor has experienced a resurgence.”
He emphasized that the utilization of lighter materials, coupled with enhanced motor efficiency, has rendered the technology significantly more effective than its predecessor from a century ago.
The Finnish company Norsepower spearheaded the revival of the design upon embarking on research into fuel efficiency systems for ships over a decade ago.
To date, Norsepower has constructed 35 sails, predominantly retrofitted, with orders for an additional 48.
The company revealed that certain vessels are even being constructed “rotor ready.”
Chief Executive Heikki Pöntynen asserted: “I anticipate that this will evolve into a commonplace sight.”
“We are witnessing rapid expansion and dynamic development in the market.”
He underscored the significance of lighter materials.
However, Mr. Pöntynen emphasized that the integration of artificial intelligence to optimize the positioning of the “sails” in relation to wind direction constitutes the most crucial factor in maximizing effectiveness.
He further characterized the Flettner rotor as a “genuinely sustainable solution” for the decarbonization of shipping.
The technology is adaptable to any vessel, contingent upon adequate deck space.
This makes it particularly well-suited for freight carriers and tankers.
However, Mr. Pöntynen conceded that the integration of rotors into container ships, where every available space is utilized, would present challenges.
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