The Futuristic Cargo Ship Made of Wood

The shipping industry's climate impact is large and growing, but a team in Costa Rica is making way for
a clean shipping revolution with a cargo ship made of wood.

By Jocelyn Timperley 18th November 2020

https://www.bbc.com/future/article/20201117-clean-shipping-the-carbon-negative-cargo-boats-made-of-wood?xtor=ES-213-
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Credit Jocelyn Timperley

In a small, rustic shipyard on the Pacific coast of Costa Rica, a small team is building what they say
will be the world’s largest ocean-going clean cargo ship.
Ceiba is the first vessel built by Sailcargo, a company trying to prove that zero-carbon shipping is
possible, and commercially viable. Made largely of timber, Ceiba combines both very old and very new
technology: sailing masts stand alongside solar panels, a uniquely designed electric engine and batteries.
Once on the water, she will be capable of crossing oceans entirely without the use of fossil fuels.
“The thing that sets Ceiba apart is the fact that she'll have one of the largest marine electric engines of
her kind in the world,” Danielle Doggett, managing director and cofounder of Sailcargo, tells me as we
shelter from the hot sun below her treehouse office at the shipyard. The system also has the means to
capture energy from underwater propellers as well as solar power, so electricity will be available for the
engine when needed. “Really, the only restrictions on how long she can stay at sea is water and food on
board for the crew.”

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 “Ceiba will have one of the largest marine electric
engines of her kind in the world” – Danielle Doggett

Right now, Ceiba looks somewhat like the ribcage of a gigantic whale. When I visit the shipyard in late
October 2020, armed with the usual facemask, alcohol gel and social distancing practices, construction
has been going on for nearly two years. The team is installing Ceiba’s first stern half frame – a
complicated manoeuvre to complete without the use of cranes or other equipment. Despite some hold-ups
due to the global pandemic, the team hopes to get her on the water by the end of 2021 and operating by
2022, when she will begin transporting cargo between Costa Rica and Canada.

Danielle Doggett, Sail Cargo's co-founder and managing director, inspects the progress of Ceiba's construction from inside the
hull (Credit: Jocelyn Timperley)

With the hull and sail design based on a trading schooner built in the Åland Islands, Finland, in 1906,
from the horizon Ceiba will have the appearance of a classic turn-of-the-century vessel, when the last
commercial sail-powered ships were made. “They represented the peak of working sail technology, before
fossil fuel came in and cut them off at the ankles,” says Doggett. Sailcargo also plans to explore the use of
more modern sail technology, she adds, such as that used in yachts, in its future boats.
For her builders, one of the ship’s main attractions is to provide a much-needed burst of (clean) energy in
an industry long dragging its heels on climate. The global shipping sector emitted just over a billion
tonnes of greenhouse gases in 2018, equivalent to around 3% of global emissions – a level that exceeds
the climate impact of Germany’s entire economy.

“The problem that we have is that fossil fuels are still too
damn cheap” – Lucy Gilliam

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 In 2018, countries at the UN shipping body the International Maritime Organization (IMO) agreed on a
goal to halve emissions in the sector by 2050, compared with 2008 levels. Climate advocates welcomed
this as a step forward, even if the goal was not as ambitious as needed to align with the Paris Agreement
target of limiting temperature rise to "well below 2C", let alone the efforts to limit it to 1.5C. But despite
the climate goal and some efficiency gains over the past decades, the sector continues to be slow to
implement concrete, short-term measures to cut emissions. A major study found shipping emissions rose
by 10% between 2012 and 2018, and projected that they could rise up to 50% further still by 2050 as
more and more things are shipped around the world. Most recently, the IMO approved new efficiency
measures which will be voluntary till 2030, which critics say will allow the industry’s emissions to keep
rising over the next decade.
Others have more ambitious goals. “There's actually loads of really great innovations happening that
could transform [shipping emissions],” says Lucy Gilliam, shipping campaigner at non-profit Transport
and Environment. “It's not that we don't have great ideas. The problem that we have is that fossil fuels are
still too damn cheap. And we don't have the rules to force people to take up the new technology. We need
caps on emissions and polluter pays schemes so that the clean technologies can outcompete fossil fuels.”
Doggett agrees that far more policy and government action is needed to help reduce shipping
emissions, and part of Sailcargo’s remit is pushing for this. At the same time, she says, the private sector
can demonstrate what is possible.

“We’re trying to prove the value of what we're doing, so

that we can inspire those other large for-profit
companies to pick up their game” – Danielle Doggett
“I feel like the largest barrier to success is proving that [clean shipping] is valuable,” she says. “I'm
really hoping that if we can set a precedent with a for-profit company that can claim the world's largest
and completely emission free [cargo ship], then we can wave these numbers like a flag and say, look,
people who are writing the policy, we already did it today. Because it's not impossible. And I don't
understand, frankly, why it hasn't moved faster.”

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 Lynx Guimond, Sail Cargo's co-founder and technical director, works to install Ceiba's first stern half frame (Credit: Jocelyn
Timperley)

Ceiba is small for a cargo ship – tiny in fact. She will carry around nine standard shipping containers.
The largest conventional container ships today carry more than 20,000 containers.
She is also relatively slow. Large container ships typically travel at between 16 and 22 knots (18-25
mph/30-41 kph), according to Gilliam. Ceiba is expected to be able to reach 16 knots at her fastest, says
Doggett, and easily attain 12 knots, although the team has conservatively estimated an average of 4 knots
for trips until they can test her on the water. She will likely be significantly faster than existing smaller
sail cargo ships that don’t have the added benefit of an electric engine.
But Doggett is emphatic that the company is not trying to directly compete with mainstream container
ships. “In many ways it’s a completely different service offering,” she says. “But at the same time, we’re
trying to prove the value of what we're doing, so that we can inspire those other large for-profit
companies to pick up their game.”

“It's not just sailing vessels like Ceiba; we could have

much larger commercial ships with sail power” – Lucy
Gilliam
And while Ceiba is small compared to most container ships, she is still around 10 times larger than the
most established fossil-free sailing cargo vessel currently in service, the Tres Hombres. Sailcargo hopes
this means she can help bridge the gap between these smaller ships and even larger emissions-free ships
in the future. Sailargo is already planning a second similar vessel, and is also in the initial stages of plans
to build a much larger, more modern design. “In five years, we would hopefully be laying the keel of a
very large, commercially viable competitive vessel,” says Doggett.

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 Before even leaving the shipyard, Ceiba’s diary is filling up fast. With at least a year to go until she is
on the water, she already has a surplus of interest for her initial northbound voyages from companies
willing to pay a premium for emissions-free transport of products such as green coffee, cacao, organic
cotton and turmeric oil. Bio-packaging, electric bicycles and premium barley and hops for Costa Rica’s
burgeoning craft-beer market are among bookings so far on the southbound journeys.

Local women's associations provide catering for Sail Cargo, using produce from the shipyard's vegetable gardens
(Credit: Jocelyn Timperley)

But, being a world-first, there are some aspects of Ceiba’s design that have yet to be proven at sea –
including her specific combination of wind power and an electric engine. Ceiba has a regenerative engine:
when she is travelling using her sails, her propellers can be used as underwater turbines to capture excess
energy, similar to how regeneration mode in an electric car can capture excess kinetic energy when you
brake. The electricity, along with that generated by the solar panels, can then be stored in the battery until
it is needed to drive the ship. Importantly, and unlike many other ships that already use some kind of
electrical engine, Ceiba’s engine is purely electric and does not have diesel as a back-up option. She is
genuinely fossil free.
“Having a real-life, albeit small, working model of hybrid-electric sail is super useful, and hopefully
replicable and scalable,” says Gilliam. “It's not just sailing vessels like Ceiba; we could have much larger
commercial ships with sail power.”
For example, sail technologies could help to extend the range of other greener technologies currently
being considered for far bigger ships, such as hydrogen fuel cells
Indeed, some commercial cargo ships are already fitting rotor sails and rigid-wing technology for an
added boost. And, notably, a further fuel-efficiency measure for conventional ships is to reduce their
speed – which in turn makes slower ships like Ceiba more competitive.
But for Gilliam, the greatest value in a project like Sailcargo is its ability raise awareness about
shipping emissions and the lifestyle changes which are needed alongside technology to tackle them. “It
offers an alternative vision of ways of living. It's inspiring for young people,” she says.

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Locals such as Jamilet Espino Castillo (right) have found opportunities to learn new skills on the shipyard – such as carpentry
(Credit: Jocelyn Timperley)

Walking around the shipyard I meet Julian Southcott, a shipwright timber framer from Australia. He’s
measuring and cutting wood, with a diagram of the ship’s structure lying nearby. “It’s like a big puzzle,”
he says. Southcott came out to join the team building Ceiba last year, attracted to the project because it is
“actually trying to make a difference to the planet and what's going on in the world”, he tells me. “It's
kind of hard to find work that you're ethically aligned with, in this day and age,” he says. “I guess once
she's in water, it's going to touch a lot of people.”
And Sailcargo also has a wider vision than just building ships, no matter how green. “We like to say
we're a shipyard for coastal communities,” says Doggett. “So what we want to do here is establish a really
beautiful little scenario where we can be training people, hopefully paying them and offering free courses,
providing them with life skills that they ask for, and that are relevant, and can give them maybe a source
of income, because there's almost no industry here.”
I talk with Jamilet Espino Castillo, a young woman from the local Punta Morales area who began
working at the shipyard as a cleaner around a year ago. After seeing the shipyard’s carpenters at work, she
was inspired to switch jobs, and has now been working with them in carpentry for six months. “It looked
really exciting,” she says. “I love it.”
There are other ways the shipyard is unusual. It has both a tree planting programme and an onsite
vegetable garden, and the latter is where I meet Mariel Romero Mendez, the Costa Rican coordinator of
AstilleroVerde (literally “Green Shipyard”), the non-profit arm of Sailcargo.
The garden, run on organic principles, provides food to the workers at present, but the plan is to scale
it up. “The idea is to start with us and then expand to help [with food security] around town,” says
Romero Mendez. She wants to set up an agroecological school to collect and disseminate knowledge
among the local community. “To young people, more than anything, who are more distanced from
agriculture,” she says.

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 The kitchen itself, which provides all meals for the 30 or so workers, is run by two local, self-managed
women’s associations. Shifts rotate based on who need the most financial assistance that week. Sailcargo
has also worked hard to restore greenery to the shipyard, which was more or less a barren field when they
first rented it, according to Doggett.
In addition to its food projects, AstilleroVerde also has an education centre, which has offered locals
boat-building and blacksmithing courses, although these have now been put on pause due to the
pandemic.

Mariel Romero Mendez, AstilleroVerde coordinator, stands by the organisation's garden, where produce such as mango,
avocado, and tomatoes are grown (Credit: Jocelyn Timperley)

Sailcargo has pledged that 10% of its profits will go to back to the planet, including donations to
AstilleroVerde as well as other charities. In addition to this pledge, it aims to ensure Ceiba is “carbon
negative” by planting 12,000 trees in Costa Rica before she is launched, giving each four years of care
after planting. One in every 10 of those trees will be destined for building future ships, while the rest will
overcompensate for the wood used to build Ceiba.
So far, 4,000 trees have been planted on private land in the Monteverde region of Costa Rica, and
ensuring the tree planting occurs in a holistic fashion with the shipbuilding. “We are physically cutting
down trees in our community, we are using them in a wood ship that is for the environment, and we are
planting those trees back in our community,” says Doggett.
Most of these trees are native species, which are slow to mature. It takes about 50 years to grow the
trees from which Ceiba is built to maturity. But Doggett is playing the long game; barring unforeseen
circumstances Ceiba will be seaworthy until she is 100.
Sailcargo’s focus on a holistic, truly circular system of shipbuilding may be praiseworthy, but for now
it really is just a drop in the ocean. As pressure builds on the shipping industry to act on climate change
however, projects like this could both offer an alternative to conventional shipping and help to influence
the mainstream industry.

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 After a day spent at the shipyard watching Ceiba being built, I ask Lynx Guimond, another co-founder
of Sailcargo, what he thinks is really needed to cut the shipping industry’s sizeable emissions. Perhaps
surprisingly for someone in the middle of building a ship, he tells me that one of the solutions is simply
less shipping. “At the end of the day we just need to transport less stuff.”

The emissions from travel it took to report this story were 46kg CO2. The digital emissions from this story
are an estimated 1.2g to 3.6g CO2 per page view. Find out more about how we calculated this figure here.

Jocelyn Timperley is a freelance climate change reporter based in Costa Rica.

You can find her on Twitter @jloistf.
With thanks to Dafne Monterrosa for her assistance in the reporting of this piece.

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