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1 INTRODUCTION
Work is ongoing in all fields related to minimizing
energy consumption for ships. This includes reduction
of ship resistance, improvement of propulsion
efficiency, utilization of wind and wave energy for ship
propulsion, weather routing and logistics
optimization. The objective of the paper is to show that
safe, efficient and cost-effective operation of WAPS
ships requires additional operational competence, both
onboard and onshore. Highly skilled crews and
onshore managers are needed to harvest the potential
of WAPS, and to convince the maritime industry to
invest in upscaling WAPS for a future high
environmental impact.
This paper is based on a study where the combination
of human, technology and organizational aspects
ensures successful implementation and operation of
Wind-Assisted Propulsion Systems (WAPS). WAPS is
forecasted to have a substantial impact on reduction of
energy consumption and the associated GHG
emissions from ships. There is an increasing interest
amongst Norwegian ship owners to invest in different
systems aimed at reduction of greenhouse gasses
(GHG) as ways to meet stronger IMO (Net-Zero
Framework [3]), European [4] and Norwegian [5] goals
to move to a zero/low emission maritime industry. In
addition to improved hull and superstructure designs
(to reduce resistance), more efficient propulsion
systems and hull/rudder/propulsion unit interaction,
air lubrication (ALS) and Wind-Assisted Propulsion
Systems (WAPS) are introduced and tested on all types
of ships.
Harnessing the available wind energy requires
skilled seafarers that understands the working
principles of these technologies and can adapt and
Onboard Competence for Optimal Application of WAPS
Systems
G. Lamvik
1
, T.E. Berg
2
, A. Sylwestrzak
3
& A. Rialland
2
1
SINTEF Digital, Trondheim, Norway
2
SINTEF Ocean AS, Trondheim, Norway
3
Stödig Ship Management, Paradis, Norway
ABSTRACT: UN’s Sustainably goal 13 (Climate action) addresses the need to reduce harmful emissions from all
types of industrial and transport activities [1]. The Fourth IMO GHG Study 2020 estimated that GHG emissions
from shipping in 2018 accounted for some 2.89% of global anthropogenic GHG emissions [2]. As well as for other
transport sectors, national and international maritime regulatory bodies have defined goals for reduction of
greenhouse gases within given time limits (2030 and 2050). Many of these goals have been defined from an
optimistic view of introduction of new hull designs and propulsion technologies, fuels and operational measures
such as fleet capability utilization and routing. The present economic reality indicates that it may be difficult, if
not impossible, to reach the goals in time. Wind-Assisted Propulsion Systems (WAPS) have been recognised as
an essential contributor to a sustainable maritime energy transition. WAPS offer a cost-efficient carbon free source
of propulsion, contributing to energy efficiency and eventually limiting the cost and volume burden of upcoming
zero-carbon fuels. Maximising the potential of this technology in operation requires skilled seafarers and effective
training programs.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 19
Number 2
June 2025
DOI: 10.12716/1001.19.02.39
680
improve existing navigation and ship handling
procedures accordingly. Experience from the ship SC
Connector shows that the harnessed power of their
Flettner rotor system can vary between 0-10 MW for a
specific wind condition - depending on the crew’s
ability to operate the rotors and ship. Considering the
rapidly growing interest and adoption of wind-
propulsion technology – and the foreseen doubling of
WAPS vessels every year for the next decade, the
required WAPS-training will need to be efficient,
scalable, standardized and transferable. Today there is
no maritime education and training institution (MET)
offering a dedicated competence development scheme
for energy efficient and safe operation of WAPS.
Instead, training in safe and efficient operation of
WAPS vessels relies on extensive, practical onboard
experience transfer with more experienced mentors.
This is a difficult process to scale up and as technology
continues to develop, the competence requirements
will also change. WAPS-IT acknowledges the essential
role of seafarers and operators for implementing new
technologies towards the decarbonization of shipping.
It is crucial that the end-users receive proper training
so that the promised potential of green technologies
might be utilized. The project aims to ensure necessary
competence onboard and onshore for optimal and safe
operation of WAPS ships, enabling the industry to
invest in and upscale WAPS for a high environmental
impact.
The first part of the paper will give a summary of
present-day wind assisted propulsion systems and
some examples of estimated emission reduction for
sailing ships and specific voyage patterns. The second
part will describe how WAPS concepts are/will be
applied by Norwegian ship owners and the focus they
have on defining the need for competence
enhancement within their organization, onboard and
onshore, to be able to maximize the potential
commercial outcomes from operating a fleet of WAPS-
equipped vessels. The final part of the paper describes
an ongoing work by Norwegian
shipowners/management companies, WAPS
providers, research organizations and maritime
education and training institutions to develop a generic
WAPS competence matrix. This matrix will be the
baseline for company specific training activities
including classroom teaching, online learning modules
and hands-on system specific training on board. The
need to develop an Industry standard for competence
requirements for safe and efficient application of
WAPS is a question for further investigation in
collaboration with other international projects
studying competence requirements and learning tools
for maritime personnel (on board and onshore).
2 WHY WAPS?
Wind-Assisted Propulsion Systems (WAPS) harnesses
wind through sails on ships and offers an undeniable
contribution to reducing energy consumption by
providing reliable alternative propulsion and
eventually reducing the cost and volume burden of
upcoming alternative fuels. The combination of
operational performance improvement and a
retrofittable technology will contribute to short-term
greenhouse gas (GHG) reductions essential for
sustainable maritime energy transition.
Exploiting the wind directly for propulsion is 7
times more efficient than exploiting wind energy to
produce the necessary green electricity for e-fuels
production [6]. At a global fleet scale, a 20% reduction
in marine fuel consumption can reduce CO2 from
shipping by 100 Mt CO2 (0,3% of global emissions), but
it also contributes to reducing the need for e-fuels and
freeing green electricity equivalent to 700Mt CO2
emissions from fossil-based e-production.
Wind-propulsion contributes towards reaching
IMO goal of 40% reduced carbon intensity by 2030 and
net zero by 2050. Considering the potential CO2
savings from current technology around 20-30% [7],
and the market forecasts reported by the International
Wind Ship Association (IWSA) [8], the total annual
GHG reduction from shipping is estimated around 20
to 90 mt by 2030 and 2050. Considering the largest
polluter, the world Deepsea fleet (650mtGHG /y), the
theoretical maximum potential would be 130mt.
In addition to energy savings during transit,
enhanced operability through optimal use of WAPS
and improved seaworthiness of the vessel give
additional value in terms of improved navigation
safety, reduced idle time, and improved service
reliability.
Good seamanship is necessary to realize this
potential, as secure skilled seafarers and efficient
familiarisation, safe and optimal utilisation of the
system will contribute to increasing the effect of the
installed sails, improving payback time on investments
in sail technology and reduce investment risks.
3 PRESENT DAY WAPS SYSTEMS
The main types of WAPS is illustrated in figure 1. Pros
and cons for the distinct types are listed in Table 1.
3.1 Rotor Sails (Flettner Rotors)
How it works: Uses the Magnus effect—spinning
cylinders generate lift perpendicular to the apparent
wind
Rotor sail for ships started in the 1920-ties (Flettner
rotor). The vertical cylinder is spinning and creates a
Magnus effect delivering an aerodynamic force. An
early prototype was installed on a ship crossing the
Atlantic in 1925. The focus on emission reduction led
to a renewed interest for the rotor sail and
demonstration systems were introduced shortly after
the millennium. Today several manufacturers deliver
rotor sail systems. One such company is Norsepower,
more information is presented in section 4.
3.2 Soft Sails (e.g., DynaRig, traditional sails)
How it works: Uses flexible fabric or composite sails on
masts.
Modern soft sail solutions are based on experience
from earlier yacht design. One of the most advanced
(with some installations on commercial ships) is
Dynarig which has an advanced deploying and
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trimming system to optimize wind-assisted
propulsion.
3.2.1 Rigid Sails (Wing Sails)
How it works: Fixed or articulated aerofoils similar
to airplane wings.
Rigid sails have developed from the yacht industry.
The Wing sail concept for commercial shipping is
linked to an U.S. government commissioned study of
the economics of wind-assisted propulsion to
compensate for the high fuel costs back in the 1980-ties.
3.3 Suction Wings (Ventifoils, e.g., Econowind)
How it works: Uses suction inside wing-shaped
structures to improve lift.
Suction sails for shipping were developed in the
1980-ties by the French Cousteau Foundation. At that
time, the interest in WAPS was very low due to the low
fuel price in the mid 1980-ties. A prototype system was
installed on the Cousteau Society vessel Alcyone in
1985.
3.4 Kites (e.g., SkySails)
How it works: A large kite flies ahead of the ship and
pulls it like a parachute.
The first installation of a kite system on a
commercial ship took place late 2021 on the Ro.Ro
vessel Ville de Bordeaux. A six-month testing period
started early 2022, it was a collaboration with Bureau
Veritas.
Figure 1. Different types of WAPS [7]
Table 1. Pros and cons for specific types of WAPS systems
System
type
Cons
Rotor
Requires power input to rotate
the cylinders.
High structure—impacts air
draft and crane operations.
Complex retrofitting
depending on vessel layout.
Can interfere with radar and
deck equipment like crane
Restrict a view from the bridge
Soft sail
Manual or semi-automated
operation can increase crew
workload.
Upfront investment for
modern rigging (like DynaRig)
can be high.
Susceptible to wear and tear in
adverse weather.
Rigid sail
Bulky and rigid—limits
flexibility and stowage.
Installation can be expensive
and complex.
Sensitive to damage from port
handling equipment or cargo
operations.
Suction
wings
Requires fans to create
suction—needs energy input.
Still relatively new
Higher maintenance
complexity due to moving
parts and airflow systems.
Kites
Limited usability—needs
consistent wind from stern.
Challenging to launch and
retrieve in poor weather.
Not suitable for all routes or
ship types
4 WAPS UPTAKE BY SHIPOWNERS
4.1 Norway
At present there is only one Norwegian shipowner that
has experience from operation of a WAPS vessel,
SeaTrans Group. Their ship, SC Connector, see figure
2, has two Flettner rotors provided by Norsepower.
The rotors can be tilted to allow the vessel to pass
under low bridge. The vessel has been in operation for
nearly five years. Operational experience will be
presented in subsection 6.2.
Figure 2. SC Connector – tilted rotors (Courtesy: SeaTrans
Group)
Several Norwegian shipowners will test WAPS on a
variety of vessels starting in 2025. An overview of
published data on WAPS installation on new buildings
and as retrofit is given in Table 2.
Table 2. WAPS ships operated by Norwegian shipowners
(N – Newbuilding, R – Retrofit)
Ship owner
Ship type
WAPS type
N/R
Operational
date
Sea-Cargo
Cargo
Rotor
R
2023
Odfjell Tankers
Tanker
Sail
R
March 2025
Klaveness
Bulk
Sail
N
Q3 2026
Wilson
Bulk
Sail
N
2025
Wallenius-
Wilhelmsen
Car carrier
Sail
R
Q3 2025
Northern Light
CO2 tanker
Sail
R
2024
Berge rederi
Bulk
Rotor
N
2026
Halten Bulk
Cargo
Rotor
N
2027??
Hurtigruten
Passenger
Sail
N
2030
Odfjell’s five-year-old chemical tanker Bow
Olympus was retrofitted with four 22 m high suction
sails, Figure 3. Its maiden commercial voyage started
in March 2025 from Antwerp to Texas, USA.
Experience from this vessel will be used by the
company to plan further WAPS installations, both on
new buildings and retrofit for sailing vessels.
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Figure 3. Bow Olympus – suction sails from Bound4blue
installed (Courtesy Odfjell)
4.2 Internationally
IWSA estimates that vessels with WAPS increases to
40,000 in 2050, as illustrated in Figure 4 below.
Figure 4. Estimated uptake of WAPS, adapted from IWSA’s
wind propulsion white paper 2023 [8]
A state-of-the-art presentation of research and
innovation on WAPS is given by RINA/IWSA’s
submission paper to MEPC83 [9].
Since WAPS systems are expanding these days in
the maritime sector, with a rapid adoption of sail
systems on several vessels in the years to come,
training need to be made by external centres due to
capacity. So far has on board upskilling taken place in
house and on board, since just a few vessels have been
in operation. But, when booming and the need for
upscaling is necessary, it will be essential for external
training centres have to be included.
5 THE WAPS-IT PROJECT
WAPS technology radically changes how ships are
operated and maintained. For the crew, WAPS implies
new tasks, new task combinations, new ways of
performing tasks (e.g. sailing plan), as well as changes
in the division of tasks between crew members and
between crew members and onshore personnel. To
ensure and improve operational efficiency, safety, crew
comfort and maximize fuel reduction with WAPS, it is
crucial that the organization and its members can
acquire necessary and relevant knowledge,
understanding and skills and apply them in actual
work practice. The industry is challenged by a lack of
understanding of competence needs let alone solutions
for achieving them. To answer these challenges, the
Seatrans Group and SINTEF prepared a proposal for a
Research Council of Norway funded industry
innovation project. The proposal was accepted and the
project Wind-Assisted Propulsion Systems
International Training Program (WAPS-IT) started in
January 2025.
The primary objective of WAPS-IT is to develop a
rapidly scalable international WAPS competence
program for onboard and onshore personnel, enabling
maximum safety and energy efficiency. The project
structure is shown in figure 5. Partners come from
many parts of the maritime cluster;
shipowners/management companies, technology
providers, maritime training providers and research
organisations. The project has a reference group with
participation from International Windship
Association, Norwegian Maritime Authority,
Norwegian Coastal Administration and DNV. The
project will review legal aspects and operational
aspects related to safe and efficient operation of the
integrated hydro- and aerodynamic propulsion
systems.
Figure 5. The WAPS-IT project structure and participants
6 PRESENT WAPS SPECIFIC TRAINING
6.1 System suppliers’ familiarization
We choose in this paper to highlight the three system
suppliers that is part of the WAPS-IT project;
Norsepower, Bound4Blue and Econowind. The overall
aim with this operation is to see to what extent the
suppliers own training of their system, influence the
uptake on board the vessels. The fully answer to this
question will be given during the duration of the
WAPS-IT project, when the first-hand experience is
gained on board the vessels, but we may have idea how
smooth the implementation can be after looking at the
supplier’s own reflection on WAPS training.
Supplier familiarization process focuses on their
system itself not on the vessel equipped with their
WAPS.
6.1.1 Norsepower
Norsepower offer basic familiarization in how to
operate the so-called Norsepower Rotor Sail (NPRS)
system. Officially these training modules are designed
to take the seafarer through the most relevant topic and
support the progress towards a familiarization with the
different aspects of the NPRS. It is five training
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modules: NPRS Basics, NPRS Project Components,
NPRS Operation, NPRS Maintenance and NPRS
Safety. It is a variation in how hands-on these modules
are, but when the seafarers are being exposed to these
modules one should be able to work safely with the
NPRS and moreover learn:
− How to troubleshoot different situations that might
develop
− How to perform maintenance checks and that the
system will require
− How to be able to report and system issues and
malfunctions
− How to contribute to emergency situations that may
erupt
6.1.2 Bound4blue
Bound4Blue’s system eSAIL® is designed with an
integrated control system that ensures “optimal
technology operation with zero crew workload or
training” [10]. In a perspective of FuelEU Maritime
compliance strategy, such autonomous system implies
a very low threshold for implementation; but in a
context of upscaling, specific training and deeper
understanding of the principles behind the sail
technology would contribute to expend the ship’s
operability and performance.
6.1.3 Econowind
The overall aim for Econowind is to ensure that
their sail system, the co-called VentoFoil, is operated in
a safe and correct manner, today and in the future.
Then is important to go through a specific training
activity, that is based on different elements such as:
− User manuals – including operational limits and
emergency procedures that this information I
available onboard.
− Real life situations – including best practices and
actions to avoid are well documented
− Maintenance – including maintenance schedule,
inspection list and lubrication and trouble shooting
− Establishing of emergency procedures – including
how to lower and secure the sails in case of loss of
propulsion
− To identity and communicate any other critical
information now and the future
6.2 Seatrans Group’s specific competence development
program
Wind-Assisted Propulsion Systems (WAPS) represent
a significant advance in marine technology, offering
significant environmental and economic benefits.
However, successful implementation of WAPS
requires additional knowledge and skills. This
document summarizes Seatrans Group’s efforts to
increase seafarer competence through training
programs focused on the safety, operation and
optimization of vessels with WAPS. Personnel of a ship
equipped with the modern sails need to have basic
knowledge and skills in the following areas: ship
behavior, the sails physics and functionality, operation
modes and control panel, wind and weather analysis,
route planning and optimization, stability and cargo
securing, maintenance and troubleshooting. Their ship
SC Connector (Figure 6) is used as a case ship for
development of the company specific training
program.
Figure 6. SC Connector in the North Sea
6.2.1 Training Programs Overview
The company has developed a series of training
modules, each addressing different aspects of WAPS
operation. These modules are delivered through
theoretical classroom learning, yacht tailored made
sailing course developed together with Sailing and
Watersports Center – Gdynia Maritime University, on
board training and e-learning modules in Online
Learning Management System (LMS).
The WAPS training program is designed to equip
maritime personnel with the necessary skills to operate
rotor sail-equipped vessels efficiently and safely and
shore personnel to improve knowledge and awareness
of ship personnel decisions and seaworthiness of the
vessel. It covers key aspects such as ship behavior, sail
physics, operational modes, weather analysis, route
planning, stability, cargo securing, maintenance, and
troubleshooting. The training also emphasizes the
Magnus effect, external forces affecting ship
propulsion, and the environmental benefits of wind-
assisted systems.
6.2.2 Learning objectives, Training Program and
Methods
The training programs are designed to achieve the
following objectives:
− Understanding the principles of WAPS technology
and its interaction with the ship's propulsion
system and navigation equipment.
− Developing proficiency in operating rotor sails and
integrating them into daily operations.
− Enhancing skills in route planning and
optimization to maximize the benefits of WAPS.
− Ensuring compliance with safety procedures and
regulations related to WAPS.
− Promoting environmental sustainability through
reduced fuel consumption and emissions.
6.2.3 WAPS sailing program
The WAPS sailing program covers a range of topics
including WAPS technology and sailing theory as
applied to ships in a setting. The course begins with an
overview of the company’s objectives and
requirements while emphasizing the significance of
WAPS technology.
During the course crews are familiar with sailing
practices. Also explore the distinctions between WAPS
and traditional sails. They also learn about types of
WAPS and how it works. They delve into the
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aerodynamics and sail forces, understanding how
wind interacts with sails to generate lift. They explore
sail shapes and vs different WAPS type, angles of
attack, and techniques for adjusting sails for optimal
performance. The course includes practical exercises
on tacking and jibbing, as well as adjusting sails for
different points of sail, such as beam reach, close-
hauled, and broad reach.
The course also includes topics on boat dynamics
and stability such as understanding the keel and
hydrodynamics impact on stability. It delves into how
engine sails and WAPS interact while also including
exercises on plotting the center of effort and lateral
resistance. Participants study the angle of attack, for
sailing boats and WAPS ships to enhance their
comprehension of sailboat and WAPS ship
performance.
Practical exercises and teamwork are integral to the
course, with sessions on reading wind and weather
forecasts, adjusting sailing strategies for varying
conditions, and advanced sail handling.
The class ends by delving into wind patterns and
rotor sails— focus on wind dynamics and rotor sails,
exploring wind speeds over water, steady versus gusty
wind, jet effect, and cape effect.
The training program combines concepts with
applications in real world scenarios to assist seafarers
using WAPS effectively. The objective is to enhance
seafarers’ WAPS operation skills to improve fuel
efficiency and reduce emissions while enhancing
vessel performance.
Theoretical Classroom Learning
The theoretical part of the training programs offers
a foundation in the principles and ideas of WAPS
technology through classroom sessions that consist of
lectures and discussions focusing on various topics
such as the Magnus effect and wind propulsion
systems, as well as discussions on environmental
benefits and applicable regulations. The classroom
sessions also delve into aspects related to rotor sails,
such as their design features and how they operate and
are maintained. Interactive activities and quizzes are
used to help participants reinforce their learning and
ensure that they have thoroughly understood the
content.
Onboard training
Training on board plays a role in training schemes
as it enables learners to put their knowledge into
practice effectively. It involves tasks like managing
rotor sails; overseeing system efficiency; and carrying
out maintenance and problem solving. Participants
learn how to integrate rotor sails into daily operations,
optimize their performance, and ensure compliance
with safety procedures and regulations. The on-board
training also covers the impact of rotor sails on ship
stability and cargo securing, ensuring that participants
are well-prepared to handle the unique challenges
posed by WAPS.
E-Learning Modules
E-learning modules provide participants with
flexible and convenient access to training materials,
allowing them to learn at their own pace. This includes
video lessons, interactive exercises, and quizzes on
topics such as the Magnus effect, wind propulsion
systems, environmental benefits, and relevant
regulations. The e-learning modules also cover the
technical aspects of rotor sails, including their design,
operation, and maintenance. Participants will learn
how to integrate rotor sails into daily operations,
optimize their performance, and ensure compliance
with safety procedures and regulations.
All in all, the training programs provided by
Seatrans Group play a role in assisting seafarers
effectively embrace the use of WAPS in the sector.
Through equipping seafarers, with competencies and
insights required to operate rotor sail equipped ships
efficiently. These training programs not only enhance
operational efficiency but also contribute to the
broader goal of sustainable maritime practices.
6.3 MET training courses
Western Norway University of Applied Sciences
(Høgskulen på Vestlandet - HVL) provides maritime
education and training within field as: maritime law
and regulations, technology development and
integration, nautical sciences and engineering and
human factors. Also, an active involvement of their
students is a crucial part of HVL’s involvement in field
of WAPS. Everything from doctoral theses related to
WAPS training and safety and simulator testing and
evaluation of training tools, is an important
contribution from HVL. In addition, to pave the way
for a student’s collaboration with the industry and
involvement with real-world applications, is also
something HVL contribute into this field. In addition,
the university could offer WAPS training as a part of
the maritime education and simulation, an decisive
service into the field of WAPS. HVL and SINTEF are
both R&D institutions in the project.
Gdynia Maritime University (GMU) is the oldest
maritime university in Poland. Since 1920 the
institution has been educating personnel for the
maritime sector, including officers on board and land-
based personnel to the shipping companies on shore.
GMU’s offer lectures within five faculties; Electrical
Engineering; Computer Science, Marine Engineering,
Navigation and Management and Quality Science.
GMU is also collaborating closely with Stødig Ship
Management in Bergen, by offering practical sailing
training for their crew. Included in this training comes
knowledge of sailing theory and its practical
application. This activity is part of the GMU’s aim for a
specialization for WAPS technology, optimisation,
safety, and the idea is that it should include all bridge
crew and some shore personnel.
The Norwegian Training Center – Manila (NTC-M)
is a major maritime and offshore training partner to the
global shipping community, located in the vibrating
business district of Pasay, Manila. It was started in
1990, as an initiative from the Norwegian Shipowners´
Association (NSA), and it is charitable foundation,
non-stock and nonprofit. It was the first maritime
training center in the world to be certified by Det
Norske Veritas (DNV) and is the preferred maritime
and offshore training partner to the global shipping
community. Over the years more than 200.000
seafarers have received high skilled and targeted
competence. With more than 40 maritime simulators,
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mostly Kongsberg brand, NTC-M is a key player in
securing seafarer’s essential training for a safer voyage
and port operations. An important part of NTC’s
activities is to offer a free of charge scholarship cadet
program. More than 6500 cadets have received this
opportunity and work now on-board international
fleets as officers. At NTC we stand for excellence. One
of the ideas by including NTC into the project is that
they can develop a specific WAPS training course
which they can offer to the maritime sector.
6.4 Other initiatives
Several introduction courses are being made available
to interested seafarers and maritime professional.
Example of these training modules are offers by Marine
Insight Academy [11] (online course), Enkhuizen
Nautical College[12], - 3-day technical course reported
as a reference course in the sector, according to a recent
IWSA survey of small wind propulsion vessel segment
[13] -, and the basic online training tool for safe and
optimal operation developed by Crewind and made
available on IMO’s e-learning module page[14].
Worth mentioning are also in-depth training
program introduced recently in France:
The French Maritime Academy (ENSM) newly
launched 40 hours training program completing the
online Crewind training module [15], consisting of
Lectures and practical sessions, followed by practice on
sailboats and demonstrators.
The Engineering School Centrale Nantes offers a
certified training course [16] intended for naval
engineers and architects, R&D personnel and
professionals in the maritime and renewable energy
sectors. The course consists of 3 training modules, over
15 days (105 hours). The training objectives are: based
on a ship operation profile, defining performance
specifications for the wind-assisted ship and drafting
the technical specifications for the wind propulsion
system; ensuring the technical integration of the wind
propulsion system on the ship; and finally evaluating
the predictive performance.
7 GENERIC WAPS COMPETENCE MATRIX
As introduced in section 5, the project WAPS-IT aims
to support the development of a rapidly scalable
international WAPS competence program for onboard
and onshore personnel, enabling maximum safety and
energy efficiency. Based on experience and insight
from ship owners, operators, seafarers and WAPS
system suppliers, the project will identify generic
competence needs and requirements. This will form
the basis to establish a competence matrix, which will
serve to design training activities and course material,
which will further be tested in the project. This matrix
will also be the baseline for company specific training
activities and hands-on system specific training on
board.
7.1 Competence needs and requirements
Early experience with wind-assisted propulsion for
merchant points out towards the following need for
WAPS training and skills requirements for personnel:
Purpose of WAPS training:
− Understanding the principles of WAPS technology
and how it interacts with the ship's propulsion
system and navigation equipment.
− Being able to monitor and adjust the speed,
direction and angle of the sails according to the
wind conditions and the ship's course.
− Being able to perform routine maintenance and
troubleshooting of the sails and their components.
− Being aware of the environmental benefits and
limitations of WAPS technology, as well as the
relevant regulations and standards for its use.
− Being able to communicate effectively with other
crew members, port authorities and service
providers regarding the operation, limitations and
performance of the rotor sails.
By understanding these aspects, crew members can
effectively integrate WAPS operations into the ship's
overall operation, contributing to a safer, more
efficient, and environmentally friendly voyage.
Skills requirements for personnel:
Based on experience from ship owners and system
suppliers participating in the WAPS-IT project, the
following competence and training needs and
requirement for WAPS have been identified.
The crew of ships equipped with WAPS need to
have a good understanding of:
− safety and optimization of utilizing the wind for
propulsion of the ship
− different operation modes and control panel of the
sails and be able to use them in various wind and
navigational conditions.
− heeling moment and lateral force generated by the
sails, and how they affect the ship's course, drift
speed, and draft.
− maintenance and troubleshooting of the sails.
− plan the route and execute the voyage with due
regard to the wind conditions, the restricted zones,
the cross-track distance, and the overhead
obstructions that may require lowering the sails.
7.2 Holistic approach to maritime competence
development for specific WAPS operations
It is common to refer to a merchant marine vessel as an
example of a “total institution” [17]. There is no
division between work, leisure and sleep in such an
institution, all activities take place on the same arena
and in front of the same audience. A ship could thus
be treated as a closed entity, the seafarers live in only
few square meters and together with the same people
month after month. “The seafarers themselves see the
“ship society” as a deprived and secluded universe; a
place which might leave you with a sense of being kept
separate form real life” [18].
In other words, all the different parts on board
constitutes together an entire universe, an intrinsic
combination of technical and organizational elements.
Phrased differently, an introduction of any new
686
element on board should take the totality into
consideration when it is installed.
For example, when the WAPS are installed on board
a vessel, one should pay attention not solely to the
effect the sails have on reduced fuel consumption, but
also to factors as stability, comfort and maintenance. It
might be so that some system providers in this field
does not include this totality in their activities. They
pay solely attention to their tool or their instrument’s
impact towards gas and fuel consumption, and not on
the entire context the instrument is located in.
Such a holistic approach is also valid when
competence is discussed. A useful method when it
comes to competence requirements, is to apply a
Human, Technological, Organizational (HTO)
approach. HTO make use of a complexity of
intertwined factors as individual work performance
and competence, technological aspects and
organizational elements. The methods to reveal these
organizational areas goes through several solutions
and approaches, everything from qualitative
interviews, observations of work performances,
surveys and literature reviews could be applied. After
all, the competence discussed in this paper is linked to
secure skilled seafarers and optimal utilisation of the
WAPS systems, through training. The sail system
provider can offer a digital solution in operation of the
sail system, but when the aim is to establish an optimal
use of the sails – to eventually have a skilled and
experienced crew on board - training comes in a vast
important activity.
This HTO approach is perfectly fitted to work on
competence development. It ensures that both the
seafarers onboard acquire the competence and skills
needed to operate a WAPS vessel, and the land
organization adjust their expectations and practices to
support successful WAPS operations. On board, the
crew must get used to actual operate a sail ship. This
includes that the vessel has some degrees of heeling, it
can cross up against the wind and they need to
undergo maintenance operations during their time on
board, as part of the daily operations. In general, WAPS
operation include new task practices among the crew
members, and some new relationships towards the
land organization. It is highly important that the whole
organization can understand and gain experience of
what it means to operate WAPS vessel, since this is a
“game changer” as one phrased it, to illustrate the
genuinely new and the potential of optimal impact
from training in this trade. To acquire necessary and
relevant knowledge, through job performance and
training, is crucial for the seafarers when facing the
rapid expansion of WAPS solutions in the maritime
sector.
8 CONCLUSIONS
WAPS systems are receiving increased interest as one
of the solutions for reducing the environmental
footprint of maritime transport. National and
international requirements to emission reductions
propose gradual reductions toward a net-zero society
by 2050. To obtain maximum outcomes of all WAPS
systems they should be used in an optimal way.
Integration of wind – and hydrodynamic propulsion
the WAPS suppliers are developing joint control
systems. Despite this activity, it is important that
seafarers operating WAPS ship have specific skills in
tuning the combined propulsion systems for optimal
efficiency, safety for cargo and crew as well as comfort
for the crewmembers/passengers. It is important to
involve seafarers with operational experience when
competence requirements (knowledge and skills). In
the WAPS-IT project, this is done by applying an
holistic human-technology-organisation perspective
when collecting, analysing and developing a WAPS
specific competence matrix. From project participants
and discussions with other stakeholder, a request for
an international competence standard has been raised.
Development of possible competence elements may
follow a similar approach as used by the IMO Maritime
Safety Committee (MSC) related to specific
requirements for seafarers on ships powered by
unconventional fuels. A close collaboration between
IMO MSC and its sub-committee HTW would be
similarly beneficial to speed up the process of
introducing new WASP specific competence
requirements into the revised STCW Convention.
ACKNOWLEDGEMENT:
The authors appreciated the input from the participants in
Seatrans’ innovation project “WAPS-IT: Wind-Assisted
Propulsion Systems International Training Program”. The
project is financially supported by the Research Council of
Norway as an “Innovation Project for the Industrial Sector”,
under project NFR number 356019. The authors are also
grateful to the reviewers for providing helpful advice.
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