Singapore stands at the vanguard of designing, conceptualising and owning future electric vessel fleets, aimed at delivering zero-emissions transport and services in ports and offshore areas
In alignment with the Maritime and Port Authority’s (MPA) strategy for decarbonising harbour operations, vessel owners are actively investing in innovative concepts and designs for vessels powered by batteries or hybrid propulsion systems.
Headquartered in Singapore, SeaTech Solutions International (SSI) has developed designs that empower the maritime industry in Asia to embrace new technologies and meet environmental demands. Additionally, the company has extended this expertise to the maritime sectors of India and China, following agreements signed in Q4 2023.
SSI has designed a range of electric harbour craft, tugboats, offshore support vessels, bunker ships and tankers to supply alternative fuels for the green transition.
SeaTech Solutions vice president for technology Prabjot Singh Chopra attributes this advanced naval architecture to the close collaboration with like-minded partners in Singapore.
This encompasses collaboration among owners, regulators, technology providers, shipyards and designers, aimed at developing a new generation of vessels with minimal environmental footprints.
“Singapore, as a maritime and innovation hub, presents a business landscape where the structure and outlook of companies greatly facilitate collaboration,” Mr Prabjot tells Riviera Maritime Media.
“There exists ample space for incubation and start-ups to present their concepts and ideas, along with funding opportunities for prototyping. This environment fosters innovation.”
These efforts culminated in the development, construction, and commissioning of Singapore’s first fully electric cargo vessel in Q4 2023. Yinson GreenTech’s 18-m Hydromover was delivered and entered commercial trials featuring swappable containerised batteries on a vessel supplying ships around Singapore.
“The project secured R&D grants from both the MPA Maritime Innovation and Technology Fund and the SMI Fund in August 2021. SSI spearheaded the consortium and was responsible for the vessel’s design,” says Mr Prabjot.
Shift Clean Energy acted as the battery technology partner, while RINA Hong Kong Ltd Singapore branch served as the classification society. Singapore yard Lita Ocean Pte Ltd constructed Hydromover, with United Overseas Bank the lead financier for the prototype’s development. With its swappable batteries, the vessel is expected to produce zero emissions. Yinson claims it can even reduce operational costs by up to 50% compared with a conventional vessel.
“Hydromover will initiate further developments for vessels carrying cargo, spares, consumables and personnel to ships at anchor,” Mr Prabjot notes. “There will be intensive sea trials and prolonged testing periods. The containers will be charged at night when grid load levels are lower.”
This prototype will serve to refine designs for future electric cargo and passenger transfer vessels to be constructed in Singapore.
“Some are considering not including batteries in the capital expenditure, opting instead for pay-as-you-use arrangements"
“We have received letters of support from the Singapore community, with many eagerly anticipating taking these projects beyond the prototyping stage,” says Mr Prabjot. “There is a flexible business model in place, offering attractive lease or purchase options.
“Some are considering not including batteries in the capital expenditure, opting instead for pay-as-you-use arrangements, where operators would pay for the batteries similarly to how they pay for fuel.”
Using swappable containers reduces the pressure on terminal owners to invest in charging infrastructure and eliminates the need for vessels to have permanent battery rooms.
“With approximately 1,600 harbour craft operating in Singapore, transitioning them to electric and managing their charging would be a formidable challenge,” says Mr Prabjot. “It would require significant berth space and infrastructure. Given that these vessels operate around the clock, fast charging capabilities would be essential.”
All-electric tugs
SSI has also developed the E-Volt, an all-electric tugboat design, with the first unit being constructed in Indonesia by, and for, Vallianz Holdings. It will be utilised for zero-emissions towage at the PT United Sindo Perkasa shipyard in Batam. This 26-m vessel will feature a beam of 9 m with a bollard pull of 30 tonnes, with onboard batteries and a backup generator. It will be equipped with a single-drum winch on the bow and a towing winch aft. Mr Prabjot explains that the tug could also have swappable batteries to extend its range.
“We have commenced construction of the first and possibly a second vessel, intended for use as shipyard tugs to assist ships in berthing,” he explains. “This will allow operators to familiarise themselves with the concept and gain practical experience in adopting the technology.”
A similar concept has been adopted in India by Garden Reach Shipbuilders and Engineers Limited (GRSE), which aims to construct the first battery-powered tugboat as part of its initiative to become a hub for green shipbuilding by 2030.
“This initiative marks a pivotal moment and signifies a critical turning point in the evolution of green shipbuilding”
GRSE signed a memorandum of understanding (MoU) with designer SSI, classification society ABS and battery system provider Shift Clean Energy. A tugboat could be built according to SSI’s E-Volt 50 design, setting the stage for low-emissions harbour operations in India and serving as a precursor for more battery-powered tugs.
“This initiative marks a pivotal moment and signifies a critical turning point in the evolution of green shipbuilding,” says Mr Prabjot. “It represents a substantial step towards a cleaner, greener, and more efficient future for the maritime industry.”
Future solutions
There are also plans to expand this technology and other SSI ship designs into China following the naval architect’s signing of an MoU with Suzhou Yujiang Ship Technology Co. This joint venture will be aimed at offering cutting-edge ship design and engineering services in the marine and offshore sectors.
There are also plans to install batteries on offshore support vessels and larger ships. This initiative aims to reduce energy consumption and engineroom maintenance while providing additional power.
“Batteries can take excessive loads off engines when vessels require high power, which saves fuel and costs,” explains Mr Prabjot. “Batteries are ideal for fast starts and are effective for peak shaving. In hybrid-electric configurations, batteries can replace one genset, resulting in a 10% fuel saving.”
SSI is engaged in the design and construction of a commissioning service operation vessel (CSOV) in Batam by Marco Polo Marine (MPM), where the battery pack will be used for peak-shaving power. This 83-m CSOV not only reduces emissions but is also future-ready, equipped to operate on methanol fuel for additional emission reductions. It is scheduled for delivery in Q1 2024.
Furthermore, SSI has developed an additional 80-m SOV for MPM. This vessel functions as a mother ship for wind turbine technicians, facilitating maintenance and service work at offshore windfarms. While the CSOV is specifically designed to support commissioning works during the construction of offshore windfarms, it is also suitable for their subsequent maintenance operations.
In line with its ongoing commitment to the maritime industry’s green transition, SSI recently achieved a significant milestone in early January 2024. It established a collaboration with Hainan Hehui Industrial Development Co involving a vessel owned by Fratelli Cosulich Bunkers and classified by RINA, which is diesel-electric, but running on methanol fuel.
"Our progress in developing hydrogen-ready vessels further underscores our commitment to pioneering sustainable and efficient maritime technologies"
Increased optimisation and an emissions reduction is expected through the power management system and an installed energy storage system.
“This project stands as a testament to our dedication to designing and developing environmentally friendly maritime solutions,” says Mr Prabjot.
“Beyond these achievements, SSI will continue to concentrate on designing bunker tankers specifically for transporting and delivering cleaner fuels such as ammonia and methanol, as well as CO2 carriers for various projects,” he continues.
“Our progress in developing hydrogen-ready vessels further underscores our commitment to pioneering sustainable and efficient maritime technologies. We are thinking outside the box and providing sustainable, successful green products,” says Mr Prabjot.
Software and advanced computer processing are vital components for designing and optimising naval architecture. SSI uses various programs for design, engineering, analysis and assessing vessel designs.
“We are utilising advanced tools for improved vessel design, testing, optimising, and redesigning. We are also exploring the use of artificial intelligence (AI) for faster initial design and optimisation,” says Mr Prabjot.
SSI could use AI to expedite computational fluid dynamics when optimising hullforms and propulsion systems. “This is particularly crucial for electric vessels, where it is essential to accelerate the optimisation of vessel design early in the project, instead of later on,” Mr Prabjot explains.
© 2023 Riviera Maritime Media Ltd.