Windship

Run the numbers on your own vessel.

Windship’s published rig-sizing logic, applied to your ship. Change any input; the rig count, wind thrust, fuel saving and carbon effect recalculate at once.

Illustrative only. Rig count, rig height, wind thrust and hull resistance follow the formulas in Windship’s published fuel-saving calculator (windshiptechnology.com/calculator). Fuel saved is taken as the wind share of propulsion demand at service speed; CO₂ at 3.114 tonnes per tonne of fuel. Route, season and operating profile move the result. Fleet-calibrated economics are built on your vessels after the NDA.

The compliance bill is no longer a forecast.

FuelEU Maritime’s first penalty cycle is already live. EU ETS covers 100% of 2026 intra-EEA emissions. UK ETS maritime has been in force since 1 July 2026. Shipping surrenders 2025-year EUAs by 30 September 2026 — a carbon bill Lloyd’s List put at about USD 5.1 billion.

IWSA now counts 107 large ships with wind propulsion, about 250 units, and roughly 6 million DWT. Gavin Allwright calls 2026 the inflection. The missing piece in Singapore this afternoon is not another concept. It is a certified, manufacturable, low-displacement wing that can be bolted onto the bulk and tanker decks heavier systems cannot serve.

150 tonnes. No reinforcement. The decks the heavy wings cannot use.

Windship is a patented triple-wing rigid aerofoil — 36 metres at the centre wing, stowable, composite, automatically trimmed. DNV Approval in Principle: 6 September 2021. Type Approval Design Certification is funded from this raise and completed with the partner.

• DNV-modelled 49% fuel saving on a standard 4-rig 80,000 DWT Panamax — the highest independently modelled commercial WAPS figure published. Modelled, not a sea-trial result. That is why the first commercial article matters.
• 150 tonnes displacement per rig — about 80% lighter than a Norsepower rotor and 91% lighter than a BAR WindWing. Standard bulk-carrier and tanker decks. Cargo capacity preserved.
• Addressable retrofit classes the heavy systems were not built for: Capesize, Newcastlemax, VLOC, VLCC, open-hatch, heavy-lift, OBO, offshore support.
• 30+ granted patents across the US, Europe (validated in 20 states), Japan, Korea, Singapore, Australia and others. PCT 1 July 2013. Term through July 2033. China and India remain pending.

Windship IP. An operating plant.

Heads of Terms dated 30 January 2026 govern the acquisition of Windship’s business and IP for GBP 1.5 million in three milestone tranches. Manufacturing cost advantage versus Japan/Korea is structural: Batam FTZ import/export duty 0%, VAT exempt intra-FTZ, corporate tax holiday available inside the SEZ.

USD 16.7 million. Industrial use of proceeds.

Growth capital into the Singapore holdco. Equity quantum is not fixed in this document and will reflect the partner’s fleet, capital and industrial contribution.

Financial projections for the Windship division are omitted on purpose. The strategic partner’s fleet adoption rate is the primary revenue variable. A full model, ShapeShift management accounts for FY2024 and FY2025, the Windship IP valuation and the data room release on mutual NDA. This is not an offer of securities.

The installed fleet has crossed 100 ships. Windship’s opening is the light wing.

Peers have commercialised rotors and heavy wings. Windship’s opening is not “first rotor.” It is the lightest high-output rigid wing for the bulk and tanker decks those systems were not built for.

IWSA Secretary General Gavin Allwright has described 2026 as the inflection year. GCMD’s FEET facility (USD 35 million, closed November 2025) is the retrofit-finance context in this room. It is not a claimed partnership. Seminar: Stephenson Harwood, 8 Marina Boulevard #29-01, MBFC Tower 1, 15:30–18:00, hosted with IWSA and RINA.

NDA first. Then a thirty-minute meeting — at the seminar, or at PanEuro’s Singapore office. Then fleet-calibrated economics built on your vessels, routes and EU/UK exposure.