ABS vice president, head of its Global Simulation Center, Dr Gu Hai discusses the critical role simulation and modelling are playing in advancing safety and class rules for novel vessel concepts, battery chemistries and fuel cells
Maritime electrification makes zero-emissions vessel operation possible and will become increasingly important in cutting greenhouse gas (GHG) emissions, lowering fuel consumption and improving efficiency as battery technology advances.
Novel vessel concepts, new battery chemistries and innovative charging systems are being developed and tested, underpinning the widening deployment of maritime electrification to support the maritime industry’s efforts to reach net-zero emissions by 2050.
Pivotal to accelerating the safe deployment of these innovative maritime electrification technologies are the development of new classification rules, and testing, modelling and simulation work at the ABS Electrification Center in Singapore. The centre is currently working on developing requirements for ‘Use of Lithium-ion Batteries in the Marine and Offshore Industries – Phase 2’, and ‘Requirements for Hybrid Electric and All Electric Power Systems for Marine and Offshore Applications.’
ABS vice president, head of its Global Simulation Center, Dr Gu Hai says the centre co-ordinates resources from various ABS departments to support a wide range of cutting-edge electrification projects for shipowners, shipyards, OEMs and system integrators, as well as other stakeholders globally.
And it is involved in several joint development projects (JDPs) for advancing electrification, using its extensive experience in simulation and modelling to advance technologies to support these projects.
Multiphysics simulation
ABS is using a goal-based standards approach to facilitate the review of new technologies, alternative arrangement, and novel concepts.
Methodology and software tools based on multiphysics simulation developed at the centre support optimisation of the design and operation of electric harbour craft and infrastructure. Additionally, ABS is collaborating with stakeholders to develop standard approaches for virtual testing of software-driven complex systems, supporting project feasibility studies and techno-economic evaluations, and providing training and guidance on electrification technologies and best practices.
The centre is supporting multiple projects, including Seatrium’s Floating Living Lab, and in the creation of a battery-powered hybrid tug fleet. Through a JDP with Wärtsilä, ABS is collaborating on the design of a hybrid-electric LNG carrier and working with PSA Marine on a hybrid pilot launch boat. Modelling and simulation are key tools in evaluating energy efficiency for these projects.
In 2023, Haisea Wamis became the first all-electric tug to be built to ABS class at Turkey’s Sanmar Shipyards. Haisea Wamis is one of a fleet of electric and LNG-fuelled tugs built for HaiSea Marine, a joint venture of the Haisla Nation and Seaspan.
Locally, the centre is supporting the electrification of harbour craft in the Port of Singapore. The Maritime and Port Authority of Singapore wants to electrify its harbour craft or make them capable of operating on biofuels or net-zero fuels by 2030 as part of the country’s efforts to reduce CO2 and GHG emissions.
Taking a holistic approach
When planning the electrification of harbour craft, Dr Gu explains vessel design, charging infrastructure, operational profile and cost all come into play.
The first challenge is developing the optimum vessel design, he points out. “Ship design is either weight or volume constrained. It is therefore challenging to integrate large battery spaces to meet the energy and power demand for the ship. This is particularly true for compact harbour craft,” he says.
To address this, the vessel’s hull form, structure and materials need to be optimised to reduce the energy demand. “Furthermore, the power and propulsion system including the battery management system and power management system need to be optimised to get the best efficiency” says Dr Gu.
The second challenge is infrastructure planning, development and standardisation. “This includes choosing the right concept for charging infrastructure and optimising the location and number of charging stations.”
Dr Gu emphasises that a holistic approach should be taken with all of the components considered – electric harbour craft, charging infrastructure, business model, etc, rather than just focusing on electric harbour craft itself. “When doing this, the relationship between the system and its surrounding environment such as grid, port infrastructure and operations need to be considered.”
Capex for electric vessels and its associated charging infrastructure is usually higher than conventionally powered vessels, too.
Charging infrastructure
Potential models for charging infrastructure are a battery charging station and battery swap.
“Based on its location, a battery charging station can be shoreside or offshore, such as a floating charging station” says Dr Gu.
Power for the charging station can be supplied through a shore grid connection, by power banks for temporary storage of renewable electricity, port generators using green fuels, or by swappable batteries.
Among the other factors are battery charging safety and connectivity for the battery management system on board to allow communication with the shoreside charger. “Establishing common standards for charging infrastructure and battery systems are crucial”, points out Dr Gu. “Currently, there is no standard for shoreside battery connections.” This leads to bespoke solutions.
Another consideration, says Dr Gu, is “Risks of compatibility and technological obsolescence; it is important to consider if the charging infrastructure is compatible with future vessels and the risks of technological obsolescence or failure to meet future standards.”
Dr Gu notes several promising battery technologies and fuels are being explored. Among the emerging technologies are solid-state batteries and redox flow batteries, super capacitors, fuel cells and using alternative fuels such as ammonia, methanol, ethanol and hydrogen.
Research is ongoing on various battery chemistries, such as sodium-ion batteries and solid state and lithium metal batteries.
“Fuel cells make a good complement to lithium-ion batteries with the potential to facilitate recharging on board using green energy,” says Dr Gu.
And he points out, supercapacitors “have high-power densities but low energy densities. Hence, they are a great complement to lithium-ion batteries as a power source for transient power demand.”
But electrification still faces hurdles, he observes. “First is the higher upfront cost. While the total lifecycle cost of going electric is often lower than conventional diesel technology, upfront costs are often higher. Second, existing workers and crews need to be trained to operate the electric vessels and infrastructure. Third, will there be sufficient energy and power at the port to meet the needs of visiting vessels at times of high demand, and fourth, will vessel operators be willing to pay the price of energy offered by the port?”
Riviera Maritime Media’s Maritime Hybrid, Electric & Hydrogen Fuel Cells Conference 2024 will be held in Bergen, Norway, 30-31 October 2024, click here for more information on this industry-leading event
© 2023 Riviera Maritime Media Ltd.