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The turbosail or French turbovoile is a marine propulsion system using a sail-like vertical surface and a powered boundary layer control system to improve lift across a wide angle of attack. This allows the sail to power the boat in any direction simply by moving a single flap at the back of the sail, unlike conventional sails which have to be continually adjusted to react to changes in the relative wind.

The turbosail was first developed in a large scale application by Jacques-Yves Cousteau who commissioned the Alcyone to test the concept in production. The larger Calypso II was also designed to use a turbosail, but that design was not built.

Technical design

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Concept

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The Alcyone

In 1980, Jacques Cousteau dreamed of creating a ship with a modern engine that would be powered, at least in part, by the wind, a clean, free, renewable energy source.

Aerodynamics

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Cousteau and his associates, Professor Lucien Malavard and Dr. Bertrand Charrier, used a fixed cylinder that looked like a smokestack and functioned like an aeroplane wing.

It consists of an airfoil, vertical and grossly ovoidal tube, with a mobile flap which improves the separation between the intrados and extrados. An aspiration system pulls air into the tubes, and is used to increase the depression on one side of the sail; a reaction force occurs as the result of the pressure difference. In this way, the sails act as wings, creating both lift and drag.

A movable, flap-like trailing-edge shutter and a fan-drawn aspiration system are used for control and increase the magnitude of the maximum reaction force.

As a result of this design, the turbosail provides a reaction force, a component of which, thrust, is available for the direction of travel. Just like an unpowered sail, thrust cannot be obtained when making headway directly into a headwind, nor can it be obtained without wind. However, the use of fan-drawn aspiration, which requires engine power, increases the generated reaction force compared to the unpowered device.

Propeller-based propulsion can be used in conjunction with the turbosails. These traditional engines, together with the angles, and suction power of the sails, can be coordinated with computers to control the ship.

Engineering analysis

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According to the Cousteau Society, "when compared to the thrust coefficient of the best sails ever built (Marconi or square types, i.e. ships of the American Cup [sic] or the Japanese wind propulsion system) that of the turbosail is 3.5 to 4 times superior and gives the system a unique advantage for the economical propulsion of ships."[1]

The efficiency of the system has however not been subjected to sufficient comparative engineering research. There have been only two turbosail-equipped vessels on which active research has been performed. The Cousteau group is the only organisation with a large body of data available on turbosails.[citation needed]

Early development 1981–1982 : Moulin à Vent

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Cousteau and his team mounted the invention on a catamaran christened Moulin à Vent (Windmill).

The system consisted of a single turbosail mast, painted a navy blue. The research program for this vessel was designed to test efficiency of thrust with the propulsive system. Having proved the concept, the prototype development was ultimately abandoned in 1982 as Cousteau's group turned their attention to a larger vessel, the Alcyone.

The Alcyone

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Cousteau's experience was turned to good use in designing a new vessel. Working with naval engineers, he designed an innovative hull of aluminum, both lightweight and strong.[citation needed] The catamaran-like stern gave it stability. The monohull forward was designed to split swells and improve ride in heavy seas. Two turbosails rose from her deck and two diesel engines provided the necessary suction forces. The ship was named Alcyone, the daughter of the wind.

When the Alcyone was launched in 1985, it benefited from the development of the original turbosail Moulin a Vent. With two turbosails of reduced aspect ratio, the stresses placed on the metal of the sail surfaces was much reduced. Both sails also contained axial turbines for power generation, and with decreases in the cost of computers, also featured sensor driven controls to actuate the sails for optimal thrust.

Practical experience with the ship saw the Cousteau group adopting the vessel as flagship and primary research platform in the 1980s. Computers optimized the functioning of turbosails and engines. To maintain a constant speed, the engines take over automatically when the wind dies down, and they stop completely when the wind is of sufficient strength when blowing in the right direction. A crew of five is required to maintain the ship.

Further development

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With an interest in expanding adoption of the turbosail, it was suggested that tankers and other large vessels would soon install turbosails as a mean to decrease fuel consumption.[2] The system was intended to power the Calypso II, which has yet to be built.

See also

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Turbosail

View on Grokipedia
from Grokipedia
The Turbosail is a pioneering for ships, consisting of a tall, hollow vertical cylinder made of metal that operates like an to harness and generate forward , thereby reducing reliance on fossil fuels for . Invented in 1980 by oceanographer Jacques-Yves Cousteau, professor Lucien Malavard, and engineer Bertrand Charrier, it builds on early 20th-century concepts by incorporating modern enhancements such as a movable shutter flap and an internal fan system for aspiration, achieving a coefficient 3.5 to 4 times greater than that of traditional sails like Marconi or square rigs. The system's development stemmed from Cousteau's efforts to create more sustainable vessels for , with initial prototype testing on the ship Moulin à Vent during a 1983 transatlantic voyage from to New York, though the Turbosail suffered structural failure in high winds near the end of the journey. In 1985, the technology was fully integrated into Alcyone, a custom-built 103-foot aluminum launched by the Cousteau Society, featuring two Turbosails that could be hydraulically rotated and computer-controlled to optimize orientation based on wind direction. On Alcyone, the Turbosails enabled solo operation at speeds of up to 5 knots in 15-knot winds or 9 knots in stronger gusts, and when combined with twin diesel engines, they delivered approximately 40% fuel savings while maintaining constant cruising speeds. This hybrid approach supported extensive global expeditions from 1985 to 2006, including studies on , marine biodiversity, and pollution in regions such as the , Mediterranean, and . Mechanically, the Turbosail functions by directing wind over the 's surface to create lift via aerodynamic principles similar to an airplane wing, with the internal fan drawing air through vents to reduce pressure on the leeward side and enhance the pressure differential—a process known as suction. The trailing-edge shutter flap adjusts automatically to fine-tune airflow, while onboard computers monitor wind data to align the and modulate engine power, ensuring seamless integration with conventional . This design not only minimizes drag but also allows the system to operate effectively in headwinds or crosswinds, distinguishing it from passive sails. In contemporary applications, Turbosail principles have influenced retrofit solutions like the Ventifoils developed by eConowind at , which are compact, containerized units using active to produce up to four times the force per unit area of passive wind systems, earning the 2019 Maritime Innovation Award for advancing sustainable shipping. By 2025, eConowind had sold over 100 VentoFoil units, with repeat orders for eight units on two tankers announced in July 2025 and a €1 million investment from Invest International for developing the larger VentoFoil XL (24-30 meters high) in 2025. Similarly, bound4blue's eSAIL® suction sails, developed with input from co-inventor Bertrand Charrier, demonstrated average daily fuel savings of 1.7 metric tons on Louis Dreyfus Armateurs' ro-ro vessel Ville de in June 2025, as verified by third-party assessment from , and received validation for its wind propulsion performance methodology in June 2025. These modern iterations are being tested and deployed on cargo vessels and tankers to achieve significant emissions reductions, building on Cousteau's patented technology to address the maritime industry's push toward decarbonization.

History

Origins and Invention

The development of the Turbosail was driven by the need for fuel-efficient marine propulsion during the 1970s oil crises, which highlighted the vulnerability of fossil fuel-dependent shipping and prompted a renewed interest in renewable wind energy. Jacques-Yves Cousteau, a pioneering oceanographer and founder of the Cousteau Society, sought to create a modern vessel that could harness wind power to reduce environmental impact and operational costs, envisioning a hybrid system combining traditional engines with advanced sail technology. This motivation stemmed from Cousteau's broader environmental advocacy, including warnings about resource depletion and pollution from oil-based energy sources during that era. In 1979, Prof. Lucien Malavard, a CNRS researcher specializing in and , proposed the concept of via aspiration for sails, drawing on principles of manipulation to enhance lift without traditional fabric sails. This idea was based on the doctoral thesis of Bertrand Charrier, completed in October 1979. Malavard's proposal involved to delay separation on an surface, significantly increasing propulsive force compared to conventional sails. This theoretical foundation built on his expertise in numerical and was pivotal in shifting sail design toward engineered vertical structures. By 1980, the Cousteau Society collaborated with the French National Centre for Scientific Research (CNRS), leveraging Malavard's academic insights, to secure initial funding and support for prototyping the system from the French government. That same year, Cousteau and Malavard filed the first for the "turbovoile" system (FR2495242A1), describing a vertical equipped with slots along its surface to aspirate the , thereby optimizing airflow and generating high lift coefficients. Theoretical tests conducted in 1980 on small-scale models validated the , demonstrating lift enhancements up to several times that of traditional sails by preventing and improving across various wind angles. The industrial firm became involved later, signing an agreement in September 1984 for materials expertise in aluminum construction and commercial exploitation.

Early Prototypes

The Turbosail, invented by Jacques-Yves Cousteau in collaboration with Professor Lucien Malavard and engineer Bertrand Charrier, saw its first physical prototype developed in 1982 through the construction of the Moulin à Vent , which incorporated a single turbosail featuring an ovoid 1.5 meters in diameter and 13.5 meters in height, providing 30 square meters of sail area. The prototype was powered by two 68 horsepower diesel auxiliary engines and an aspiration fan system to enhance aerodynamic performance via . Sea trials for the Moulin à Vent were conducted in 1982 and 1983 on Berre Lake and in the , where the vessel achieved maximum speeds of 9 knots during testing. These trials validated the basic functionality of the turbosail in hybrid mode, with simulations derived from data indicating potential fuel savings of 30-40% for vessels operating in 25-knot crosswinds. Despite these promising results, the trials revealed significant challenges, including difficulties in controlling the turbosail's flaps during high seas and the catamaran's overall poor qualities, which contributed to structural failure when the turbosail was lost in storms exceeding 60 knots during a subsequent transatlantic attempt in 1983. These issues led to the abandonment of the small-scale design for larger vessels. In 1982, following the initial prototyping phase, Cousteau decided to scale up the turbosail technology for integration into his research fleet, paving the way for more robust implementations on oceanic vessels.

Technical Design

Core Principles

The Turbosail is a vertical fixed shaped as an ovoidal cylinder that generates thrust through aerodynamic lift, augmented by powered boundary layer suction to enhance aerodynamic performance. This rigid structure functions similarly to an , harnessing to produce lift and for marine vessels. In basic operation, wind flows over the cylinder's surface, creating pressure differences that drive the vessel forward; narrow slots along the enable fan-induced aspiration, which removes low-energy air and delays airflow separation, thereby preventing stall and maintaining high lift even at high angles of attack. This process relies on , where faster airflow over the curved surface reduces pressure on one side to generate lift, combined with circulation that explains the rotational flow around the contributing to net . As a hybrid wind- system, the Turbosail integrates with conventional propellers and diesel engines, providing primary from wind while auxiliary propulsion takes over in low-wind conditions, resulting in diesel fuel reductions of 15-35% depending on wind strength and direction, with potential for higher savings in optimized configurations. Compared to traditional sails, its fixed rigid design eliminates the need for complex furling or mechanisms, offering a 3.5 to 4 times higher, though it requires equivalent to 5-10% of the total energy output to drive the aspiration fans.

Aerodynamic Mechanisms

The Turbosail generates lift through active , where air is aspirated through slots along the sail's surface to create a low-pressure zone that energizes the , delaying and increasing the over the . This mechanism significantly enhances the lift (CLC_L), achieving values 4.2 under optimal conditions of flap deflection and placement, compared to approximately 1.0-1.5 for conventional non-aspirated in similar marine applications. The aspiration reduces drag by preventing early , with typically lowering profile drag by maintaining attached , though specific reductions for the Turbosail vary with wind conditions and intensity. A key aspect of the lift generation is the fundamental aerodynamic equation for the lift force: L=12ρV2SCLL = \frac{1}{2} \rho V^2 S C_L where ρ\rho is air density, VV is the apparent , SS is the sail area, and CLC_L is the enhanced due to the factor. The , quantified by the output CqC_q (typically 0.04-0.09), boosts CLC_L by suppressing separation, leading to a CtC_t of 0.8-1.2 in operational ranges, which is 3-4 times higher than traditional Marconi sails. For the Alcyone , CLC_L reached 5.4 at a Ca=0.15C_a = 0.15, enabling efficient . This enhancement derives from the creating a tangential jet that reattaches the flow, reducing induced drag and improving the overall . The movable trailing-edge flap system further optimizes performance by adjusting the effective angle of attack from 0° to 180°, allowing the Turbosail to produce thrust in any wind direction without physical rotation of the structure. Positioned at angles like 45° for separation control, the flap directs airflow to separate inner and outer boundary layers, enabling reversible thrust and broad apparent wind angle coverage up to 180° yaw without stalling. Wind tunnel tests from the 1980s, conducted at speeds of 12-40 m/s (equivalent to 23-78 knots, with peak efficiency in operational 10-20 knot winds), confirmed stall prevention up to 45° yaw angles through this flap-suction synergy, with Reynolds numbers of 300,000-500,000 and aspect ratios of 4-6. Unlike Flettner rotors, which rely on mechanical rotation at 3-4 times to generate the for lift, the Turbosail employs fixed aspirated profiles with no rotation, using powered for active that accommodates broader apparent wind angles (up to 180°) with lower mechanical complexity and power input (Ca<0.2C_a < 0.2). This static design avoids the high energy demands and safety risks of rotating cylinders while achieving comparable or superior CLC_L at moderate levels.

Engineering Components

The Turbosail is constructed as a hollow, vertical ovoid made from lightweight , designed to function as a rigid, fixed with aerodynamic properties akin to an . Typical dimensions range from 10 to 24 meters in height and 1 to 4.5 meters in (or chord length), scaled according to the vessel's size and propulsion needs; for instance, prototypes featured heights of 10.25 meters and chords of 2.05 meters. The is mounted on a rotating base equipped with hydraulic mechanisms, enabling yaw adjustment up to 360 degrees to optimize alignment with apparent . The core aspiration system employs internal fans positioned at the top of the to draw air inward, expelling it externally to create controlled low . Air is ingested through longitudinal slots or perforated vents along the 's length, comprising approximately 4-5% of the total surface area to facilitate without excessive structural compromise. These fans, powered directly by the ship's electrical generators, operate with a of around 4%, ensuring efficient ; the power for the system remains below 0.2 to minimize energy draw from the vessel. Control mechanisms integrate hydraulic actuators for adjusting trailing-edge flaps and the cylinder's orientation, coupled with sensors monitoring , direction, and relative flow. Automation is handled by a micro-computer or (PLC) that dynamically optimizes fan speed, flap angles, and yaw position based on , maintaining consistent aspiration across varying conditions. This closed-loop system allows for precise adjustments, such as reducing fan operation in high winds to preserve stability. Maintenance is supported by a modular , permitting easy access for cleaning the aspiration slots and inspecting internal components, which helps mitigate from salt and debris in marine environments. Safety features include automated emergency shutdowns for the fans in , automatic speed reductions above threshold wind speeds (e.g., 50 knots), and structural reinforcements for integration with the ship's overall stability and systems to prevent tipping or excessive . Typically requires 2-3 crew members for routine monitoring and minor adjustments, though the system is designed for largely autonomous operation.

Applications

Implementation on Alcyone

Alcyone, a 31-meter aluminum-hulled launched in 1985, served as the flagship for testing Turbosail technology at full scale. Designed with a bow and catamaran-like for stability and wave handling, it featured two 10.25-meter-high Turbosails, each with a surface area of 21 square meters and a chord length of 2.05 meters, complemented by two diesel engines totaling approximately 600 horsepower for auxiliary propulsion, enabling a top speed of 12 knots. The Turbosails were installed amidships, integrated with 100 kW generators to power the systems, drawing on lessons from earlier prototypes like the Moulin à Vent to refine aerodynamic efficiency. Alcyone's maiden voyage was a from to New York in 1985, marking the operational debut of the Turbosail system in extended sea trials. Throughout its service, Alcyone accumulated over 100,000 nautical miles by the , participating in diverse research expeditions, including those in the , Mediterranean, and , where the hybrid propulsion proved reliable in varied wind conditions. The vessel achieved average fuel savings of 35% compared to diesel-only operation, validating the Turbosails' contribution to reduced during global voyages. In 1987, the Turbosails underwent upgrades, including of the trailing-edge flaps to enhance directional control and optimize lift without manual intervention. Alcyone remained active in scientific missions under the Cousteau until Jacques-Yves Cousteau's in 1997, supporting oceanographic and environmental documentation. Alcyone conducted expeditions until at least 2006, after which its operational status is unclear, with the Turbosails preserved for historical purposes to inform future developments.

Modern Commercial Adaptations

In 2014, Pierre-Yves Cousteau, son of the renowned oceanographer , co-founded Turbosail™ and pitched the technology in the Green Challenge, emphasizing its potential for retrofitting cargo ships to enhance through wind propulsion. This revival effort built on the original Turbosail concept by adapting it for contemporary commercial maritime needs, focusing on scalable installations for existing fleets. A key modern adaptation emerged from Spanish startup bound4blue, which developed the eSAIL suction sail system starting in 2020, drawing from Turbosail-like principles to generate lift via powered over an aerodynamic profile. The eSAIL features a rigid, wing-shaped structure with internal fans that create to delay airflow separation, enabling up to seven times the of conventional rigid sails of similar size while requiring minimal deck space. Notable installations include two 17-meter-high eSAIL units on the general cargo vessel Eems Traveller in July 2023, owned by Amasus Shipping, which demonstrated operational fuel savings of approximately 20% during initial voyages. In February 2025, three 22-meter eSAILs were installed on the 50,000 dwt tanker Pacific Sentinel owned by Eastern Pacific Shipping, marking the first such application on a tanker and completing in under a day per unit for streamlined . For hazardous cargo vessels, bound4blue introduced ATEX-compliant eSAIL variants in , with a September from BW Epic Kosan for a 24-meter unit on the LPG carrier Helena Kosan, installed via a phased dry-docking process starting that year to avoid explosion-proof components in hazardous zones. As of September 2025, bound4blue had equipped seven vessels with eSAIL systems, with additional installations completing throughout the year, targeting 10-30% reductions in emissions through aligned with the International Maritime Organization's (IMO) 2050 net-zero goals. Industry adoption has accelerated through partnerships, such as with Amasus for general cargo retrofits and Odfjell SE for four 22-meter eSAILs on the chemical tanker Bow Olympus in March 2025, integrating with to achieve near-carbon-neutral transatlantic voyages. These collaborations support IMO decarbonization targets by combining eSAILs with voyage optimization for across tankers, bulkers, and Ro-Ros. eSAIL scalability extends to larger configurations, with units up to 26 meters deployed on bulk and multi-purpose carriers by 2025, and autonomous controls that adjust to conditions via integrated sensors. Systems incorporate AI-enhanced weather routing partnerships to optimize routes, maximizing on extended voyages for vessels like bulk carriers.

Performance and Impact

Efficiency and Benefits

Turbosail systems offer substantial fuel savings, typically ranging from 15% to 35% reduction in diesel consumption for vessels like a 3,000 DWT chemical carrier, based on availability and operational simulations. In the Alcyone trials, average savings reached approximately 35% under mixed conditions with beam winds of 20 knots. Modern retrofits, such as eSAIL installations, achieve approximately 10% fuel reductions on commercial ships. These gains stem from models that account for route-specific conditions, enabling consistent auxiliary . The emissions impact is directly tied to fuel reductions, with CO2 cuts proportional to those savings. This aligns with regulatory frameworks like the EU Emissions Trading System (ETS), with phased inclusion for large ships starting in 2024, and IMO strategies targeting at least 20% (striving for 30%) total annual GHG reductions by 2030, alongside at least 40% (striving for 70%) carbon intensity reductions. Turbosail and similar wind-assisted technologies support broader decarbonization goals, with recent eSAIL tests on Ro-Ro vessels in 2024-2025 demonstrating average daily fuel savings of 1.7 metric tons as of mid-2025. Economically, Turbosail installations provide a of 2-5 years through cost reductions, with low operational expenses as the suction mechanism consumes a small fraction of the saved. The system's generation, which is 3.5-4 times that of traditional sails, enhances these benefits by providing reliable . Power savings can be modeled as Psaved=12ρVw2ACtηP_{\text{saved}} = \frac{1}{2} \rho V_w^2 A C_t \eta, where ρ\rho is air , VwV_w is , AA is sail area, CtC_t is the (3-4 for Turbosails relative to traditional), and η\eta is overall (0.7-0.9). Beyond direct metrics, Turbosails reduce oil dependency by supplementing conventional engines and enable zero-emission modes during ideal conditions, promoting sustainable maritime operations.

Limitations and Challenges

Despite its innovative design, the Turbosail system faces significant technical challenges, particularly in its dependency on auxiliary power for the suction mechanism, which limits its net energy gains to a power coefficient not exceeding 0.2 in naval applications. The system's fans require electrical input, posing limitations in low- conditions where the suction power consumption can offset potential fuel savings. Additionally, the structure has demonstrated vulnerability to , as evidenced by mast breakage during a 1983 transatlantic crossing in storms, highlighting risks from high and heavy seas that can damage the installation. While specific icing or debris vulnerabilities in the suction slots are not extensively documented for Turbosails, broader technologies encounter accretion issues that could add weight and alter in cold climates. Operational limits further constrain use, with effective performance requiring at least 5-8 knots of true and optimal results at around 20 knots beam , necessitating shutdown or reduced height in ports, storms, or below 5 knots where mixed with engines is required. Economic hurdles have impeded widespread adoption, with high initial retrofit costs for integration onto existing vessels, particularly older ships, reducing the attractiveness compared to conventional upgrades. varies significantly by route, proving less viable in low-wind regions like the where consistent fuel savings are minimal, and overall has been further eroded by declining fuel costs that dropped to 30-35% of operating expenses by the late . Although exact retrofit figures are scarce, general wind-assisted systems require substantial upfront capital, with payback periods extending beyond five years in low-fuel-price environments, deterring without incentives. Operational challenges include substantial deck space requirements, occupying a notable portion of the vessel's beam for installation and maintenance, which can conflict with or equipment layouts on commercial ships. training is essential for managing controls, optimizing orientation, and handling hybrid modes, adding to operational complexity. Regulatory approvals pose another barrier, as existing maritime standards are not tailored for wind-assisted ships, requiring demonstrations of stability, , and compliance with international conventions like those from the IMO. Historically, only the Alcyone, equipped with two Turbosails since 1985, has been extensively tested, representing a critical gap in real-world data and validation for broader applications. remained slow through the , largely due to persistently low fuel prices that undermined the economic case for wind propulsion, echoing the earlier abandonment of similar technologies like Flettner rotors amid the rise of efficient diesel engines. Looking ahead, scalability for mega-ships remains uncertain, as the technology's integration on ultra-large vessels could amplify stability and issues without proportional gains. Intense competition from alternative wind systems, such as Flettner rotors and kite sails, further risks marginalizing Turbosails unless addressed through updated demonstrations and cost reductions.

References

  1. https://www.cousteau.org/know/inventions/turbosail/
  2. https://bound4blue.com/bertrand-charrier-coinventor-suction-sail/
  3. https://www.cousteau.org/know/vessels/alcyone/
  4. https://www.latimes.com/archives/la-xpm-1986-11-27-sp-13420-story.html
  5. https://www.tudelft.nl/en/me/research/check-out-our-science/will-steel-sails-make-ships-more-sustainable
  6. https://www.ship-technology.com/news/econowind-achieves-100-ventofoil-sales/
  7. https://windpowernl.com/2025/07/29/terntank-expands-wind-assisted-fleet-with-new-order-for-econowind-ventofoils/
  8. https://smartmaritimenetwork.com/2025/02/19/econowind-raises-e1m-to-develop-sail-tech-for-deep-sea-shipping/
  9. https://bound4blue.com/bound4blue-hits-bullseye-with-third-party-assessed-average-daily-fuel-savings-of-1-7-metric-tons/
  10. https://bound4blue.com/dnv-validation-wind-propulsion-performance-methodology/
  11. https://www.latimes.com/archives/la-xpm-1995-11-05-tv-64910-story.html
  12. https://www.jmwe.org/uploads/1/0/6/4/106473271/aa_suction_sails_turbosail_ventifoil_cousteau_report.pdf
  13. https://patents.google.com/patent/FR2495242A1/en
  14. https://www.mauric.com/design/alcyone
  15. https://cedelft.eu/wp-content/uploads/sites/2/2021/04/CE_Delft_7G92_Wind_Propulsion_Technologies_Final_report.pdf
  16. https://www.offshorewind.biz/2014/08/13/winner-of-postcode-lottery-green-challenge-to-get-eur-500000/
  17. https://www.youtube.com/watch?v=zB4R__kwLIQ
  18. https://fr.linkedin.com/in/pierre-yves-cousteau-60543917
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  20. https://bound4blue.com/bound4blue-scores-first-lpg-contract-with-unique-non-explosion-proof-esail-solution-for-bwek/
  21. https://www.youtube.com/watch?v=AeYzM0TSuss
  22. https://bound4blue.com/the-general-cargo-vessel-eems-traveller-ready-to-set-sail-today-with-two-suction-esails/
  23. https://bound4blue.com/bound4blue-completes-esail-installation-on-eps-tanker-with-three-22-meter-high-non-atex-suction-sails/
  24. https://www.offshore-energy.biz/bound4blue-suction-sail-picked-for-bw-epic-kosan-lpg-carrier/
  25. https://maritime-innovations.com/bound4blue-esail-lpg-wind-propulsion/
  26. https://bound4blue.com/odfjell-marks-first-move-into-wind-with-installation-of-four-bound4blue-esails-on-bow-olympus/
  27. https://www.odfjell.com/about/our-stories/odfjell-completes-first-near-carbon-neutral-transatlantic-voyage-using-sails-and-biofuel-saving-five-tons-of-fuel-every-day-and-improving-ghg-intensity-by-85/
  28. https://www.odfjell.com/about/our-stories/delivering-net-zero-in-practiceodfjells-pragmatic-pathway-draws-strong-interest-at-imo/
  29. https://bound4blue.com/installation-of-largest-ever-esail-suction-sails-on-louis-dreyfus-company/
  30. https://www.odfjell.com/about/our-stories/the-first-odfjell-vessel-with-bound4blue-suction-sails-is-crossing-the-atlantic-to-document-energy-saving-capacity
  31. https://bound4blue.com/maritime-regulations-double-digit-savings/
  32. https://bound4blue.com/aerodynamic-optimization-of-the-esail/
  33. https://climate.ec.europa.eu/eu-action/transport-decarbonisation/reducing-emissions-shipping-sector_en
  34. https://www.imo.org/en/mediacentre/hottopics/pages/cutting-ghg-emissions.aspx
  35. https://www.marinepublic.com/blogs/hse/772276-ship-wind-power-transforming-modern-merchant-shipping
  36. https://www.wind-ship.org/wp-content/uploads/2025/02/MEPC-81-INF.39-White-paper-on-wind-propulsion-Comoros-France-Solomon-IWSA.pdf
  37. https://decarbonisingfreight.co.uk/wp-content/uploads/2023/05/Allwright-Maclaine-2015-Commercial-wind-propulsion-solutions.pdf
  38. https://www.asme.org/topics-resources/content/high-tech-sails-bring-wind-power-to-big-ships
  39. https://www.researchgate.net/publication/395535311_Challenges_in_operating_Wind-assisted_Propulsion_Vessels
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