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Singapore: MPA shortlists 11 proposals for fully electric harbour craft EOI

From 55 proposals from 32 parties, MPA has shortlisted a total of 11 passenger launch and cargo lighter vessel designs submitted by seven companies and consortia.




Singapore: MPA shortlists 11 proposals for fully electric harbour craft EOI

The Maritime and Port Authority of Singapore (MPA) on Friday (23 February) said it received 55 proposals from 32 international and local companies and consortia in response to the expression of interest (EOI) on 10 July 2023 for proposals on designs and to promote adoption of full electric harbour craft (e-HC).

The results signal high interest and strong confidence by global and local participants in the development of e-HC in Singapore.

Participants had submitted technically strong e-HC designs, including the use of optimised aluminium hull form, high energy density batteries with active liquid cooling, battery thermal detection and protection system, among others. 

They had also stated in their proposals that the total cost of ownership for e-HC can be comparable to a conventional harbour craft. 

While e-HC currently have higher upfront capital cost due primarily to the higher cost of the batteries and associated systems, these can be mitigated by energy cost savings from operating the more energy-efficient e-HC, reduced maintenance cost and operational downtime.

Several participants have also proposed business models to optimise the harbour craft resource at the sector-level while lowering overall total cost of ownership to individual companies. These proposals aim to encourage more companies, especially those with smaller fleet size, to make the transition to e-HC, by presenting viable business cases based on aggregation, while enabling an efficient and responsive sector-level capability to meet the needs of ships calling into Singapore. 

11 proposals selected for further cost reduction, design enhancements and demand aggregation

The evaluation panel has completed the evaluation of all the proposals and MPA has shortlisted a total of 11 passenger launch and cargo lighter vessel designs submitted by seven companies and consortia. 

Together with various research institutes (RI) such as the Institute of High-Performance Computing, Solar Energy Research Institute of Singapore, the Technology Centre for Offshore and Marine, Tropical Marine Science Institute, and Institutes of Higher Learning (IHL) such as the Nanyang Technological University, National University of Singapore, Singapore  Institute of Technology, and Singapore University of Technology and Design, MPA will support an enhancement programme for our researchers in the maritime domain to enhance the vessel designs, safety and cybersecurity, and reduce the energy requirements. 

This will help reduce the overall costs for these designs when scaled up and support continuous improvements. When the designs and prototypes are ready, the participants can progressively market these enhanced e-HC reference designs to interested parties and aggregate production demand from the industry. The use of ready reference designs and production at scale is expected to help reap cost savings for companies planning to make the transition to e-HCs.

Of the 11 e-HC designs, six have secured the relevant technical approvals from Classification Societies such as American Bureau of Shipping, Bureau Veritas, China Classification Society, DNV and RINA, and will be seeking to aggregate industry demand for their designs. 

The six designs submitted by the Coastal Sustainability Alliance, marinEV1, and Pyxis Maritime Pte Ltd, demonstrate strong understanding of Singapore’s requirements in areas including battery specifications, digital and cyber systems, training requirements and development of local capability. These participants will be working directly with MPA and its researchers over the next two to six months to optimise and validate their e-HC designs, depending on their current maturity and Readiness.

The remaining five proposals were submitted by CAEV+ Consortium, China Everbright Environment Group Limited, Cyan Renewables Consortium, and Gennal Engineering Pte Ltd. MPA will work with these participants, together with the various IHLs and RIs, to further develop their e-HC designs. 

The scope of enhancements will include optimisation of the vessel hull and electrical systems design, the design of fire resilient battery room, and cyber health monitoring system, to strengthen the vessels’ energy efficiency and safety. Similarly, these designs can be progressively implemented for demand aggregation from the industry.

Other initiatives to support the harbour craft sector

MPA had recently announced the three vessel charging concepts to be piloted in Singapore following the call for proposal in August 2023 to develop, operate, and maintain e-HC charging points in Singapore. 

Insights from the data collected during the pilot will contribute toward the development of a national e-HC charging infrastructure masterplan, implementation plan, and national standards for e-HC charging infrastructure. MPA is also working with Enterprise Singapore, industry stakeholders and academia to develop a Technical Reference (TR) for e-HC charging.

The draft TR is estimated to be ready for public consultation in 2Q 2024.

In October 2023, MPA invited financial institutions and intermediaries to submit financing and insurance solutions through an EOI to help early movers with the higher upfront cost of owning e-HCs. 

The EOI closed on 19 December 2023 and MPA is currently evaluating the proposals submitted. These solutions will address the current gaps in the financing and insurance landscape, support the rollout of these new vessel designs and grow the maritime finance and insurance market.

For biofuels, blends of up to B50 are already commercially available. MPA is working with industry to develop the standards for up to B100. New harbour craft from 2030 would have the choice for their engines to be B100 biofuel capable or be compatible with net zero fuels such as hydrogen when it is more readily available.


Photo credit: Maritime and Port Authority of Singapore
Published: 26 February, 2024

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HD KSOE receives Lloyd’s Register AiP for ammonia fuel supply system

Fuel supply system addresses the pressing need for sustainable fuel solutions, significantly contributing to efforts aimed at reducing greenhouse gas emissions from the global fleet, says LR.





HD KSOE receives LR AiP for ammonia fuel supply system

Classification society Lloyd’s Register (LR) has granted Approval in Principle (AiP) to HD Korea Shipbuilding & Offshore Engineering (HD KSOE) for their ammonia fuel supply system, which will be used on ammonia new constructions.

The newly developed ammonia fuel supply system shows complete compatibility with high-efficiency cargo handling systems and ammonia engines.

The approval certifies the fuel supply system against LR’s rigorous risk-based certification (RBC-1) process and marks the successful conclusion of a Joint Development Project (JDP) between LR and HD KSOE, which began in April 2024.

The primary objective of the JDP was to develop and refine the design concept of an ammonia fuel supply system for ammonia-fuelled vessels.

LR said the AiP represents the substantial step that LR and HD KSOE have taken towards pioneering innovative solutions for emission reduction in the maritime industry.

“Ammonia, with its capacity to meet the rising demand for emission reduction solutions, represents a promising alternative fuel for the maritime industry,” it said.

“This fuel supply system addresses the pressing need for sustainable fuel solutions, significantly contributing to efforts aimed at reducing greenhouse gas emissions from the global fleet.”  

Young-Doo Kim, Global Technical Support Office Representative for Korea, Lloyd’s Register, said: “This approval in principle represents another significant step for developing the technology required for shipowners and operators' adoption of ammonia, one of the primary candidate fuels for the maritime energy transition.”

“We are pleased to continue our strong working relationship with HD KSOE through this joint project that will provide a valuable solution for ammonia propelled ships.”

Young-jun Nam, Vice Present & COO of HD KSOE, said: “Ammonia is a zero-carbon fuel that is attracting great attention in terms of economics and supply stability. HD Korea Shipbuilding & Offshore Engineering will lead the field of eco-friendly equipment and materials to take the lead in commercialising ammonia in 2025.”


Photo credit: Lloyd’s Register
Published: 25 June, 2024

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LNG Bunkering

Erik Thun takes delivery of LNG dual-fuel tanker “Thun Vettern”

Vessel, which is the latest contribution to the Vinga-series, has dual-fuel capability, runs on LNG/LBG or gasoil and is fully equipped for shore power connection when available in ports.





Erik Thun takes delivery of LNG dual-fuel tanker “Thun Vettern”

Shipping firm Erik Thun on Monday (24 June) said it has taken delivery of Thun Vettern, a 17,999-dwt vessel, which was built by China Merchants Jinling Shipyard in Yangzhou.

The vessel is an upgraded version of the sister Thun Venern. Thun Vettern is the latest contribution to the “Vinga-series”, all trading within the Gothia Tanker Alliance. The Thun Vettern is the newest and latest edition to the Vinga-series and she has ice class 1A. 

The vessels in the Vinga-series all have dual-fuel capability, run on LNG/LBG or gasoil and are fully equipped for shore power connection when available in ports.

They are designed with a battery hybrid solution and several innovative features that reduce fuel and energy consumption, resulting in extensively lowered emissions of CO2, sulphur oxide, nitrogen oxide and hazardous particles. 

The firm said the ships have scored the best Energy Efficiency Design Index or EEDI value in their segment globally, meaning that they are the most energy efficient vessels according to the International Maritime Organization (IMO). 

The Vinga-series is designed for the intense and demanding trade in the North Sea and Scandinavia, well suited to meet the growing European demand for biofuels and renewable feedstocks.

Erik Thun´s close partner Furetank will technically and commercially manage the new vessel which upon delivery will enter into the Gothia Tanker Alliance network.

“Sustainability work has always been and will be a focus ahead for Erik Thun. To take delivery of a resource efficient, top performing product tanker like Thun Vettern, and further deepen our good and long-term co-operation with Furetank is a great example of our vision to be a sustainable Swedish partner over generations,” said Johan Källsson, Managing Director at Erik Thun AB.


Photo credit: Erik Thun
Published: 25 June, 2024

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LNG Bunkering

Wärtsilä on LNG bunker fuel: Expert answers to 17 important questions

Firm gives an expert overview on top questions on LNG bunker fuel including if LNG is a future fuel and what does LNG being a transition fuel means.





RESIZED Chris Pagan

Technology group Wärtsilä on Wednesday (19 June) gave an expert overview on top 17 questions related to LNG bunker fuel in this insight article including if LNG is a future fuel: 

Your choice of fuel affects both your profitability and your vessel’s environmental compliance. Liquefied natural gas (LNG) is a safe and cost-effective fuel that reduces greenhouse gas emissions and other harmful pollutants. LNG is playing a key role as a transition fuel and is widely seen as the first step towards decarbonising the maritime industry.

Switching to LNG as fuel for ship propulsion requires investment but can save you fuel costs, increase your profitability and reduce compliance risks. The expert answers to these 17 questions will tell you what you need to know about LNG as an alternative fuel for shipping.

What is LNG?

LNG is natural gas that has been cooled to -162°C (-260°F), turning it into a clear, odourless liquid that is easy to ship and store. LNG is typically 85–95% methane, which contains less carbon than other forms of fossil fuels. It is a compact, efficient form of energy that is ideal for ship propulsion.

What is LNG used for?

LNG is primarily used as a clean-burning energy source. It is used for electricity generation, heating, cooking, and as a transportation fuel. LNG is also used as a raw material for products like fertilisers and plastics.

In the shipping industry, LNG as fuel is used for ship propulsion, auxiliary power generation and other onboard energy needs. LNG as an alternative fuel for shipping has gained wide popularity due to its clean-burning properties and potential to help meet stricter emissions regulations.

What are the sources of LNG as fuel for ships? What is bioLNG?

LNG as fuel for ships is produced from natural gas extracted from underground reserves, including both onshore and offshore gas fields.

BioLNG is LNG produced from biogas, which is generated from organic waste like food scraps, agricultural waste, manure and sewage sludge. BioLNG is considered a renewable fuel and can further reduce the carbon footprint of ships using LNG fuel systems.

 Is LNG just methane?

LNG is primarily methane (typically 85–95%), but it also contains small amounts of ethane, propane and other hydrocarbons. LNG can also contain trace amounts of nitrogen and carbon dioxide. The exact composition of LNG may vary depending on the source of the natural gas and the liquefaction process used.

 LNG fuel vs. fuel oil: is LNG better than diesel?

Compared to diesel fuel oil, LNG offers several advantages. LNG produces significantly lower emissions when burned, including:

  • 20–30% less CO2 
  • 15-25% less total GHG
  • 90% less NOx 
  • 99% less SOx 
  • Almost no particulate matter (PM) 

LNG engines are also quieter. 

However, LNG has a lower energy density than diesel, so using LNG as an alternative fuel for shipping will require more fuel and therefore larger fuel tanks to achieve the same range.

 What are the advantages and disadvantages of LNG fuel?

The key advantages of LNG as fuel include reduced emissions and cost competitiveness. There is also an established and continuously growing global network of LNG bunkering facilities.

The disadvantages of using LNG as fuel for ships include the need for specialised equipment and training and the potential for methane slip.

Methane slip is when unburned methane, a potent greenhouse gas, escapes into the atmosphere. Modern dual-fuel engines will minimise this issue. Depending on engine type and load, you can reduce methane slip by up to 65% by upgrading your ship’s existing engines. Over the last 30 years, Wärtsilä has reduced the methane slip from its engines by around 90%.

 Is LNG environmentally friendly?

LNG is cleaner burning than traditional marine fuels, but it is still a fossil fuel. BioLNG, which is LNG produced from organic waste or biomass, can be considered a more sustainable alternative to fossil-based LNG as it has a lower carbon footprint. However, the production and combustion of bioLNG still emit some greenhouse gases. LNG can be seen as a bridging fuel in the transition to alternative fuels like methanol and ammonia, which aren’t yet widely available at scale.

 Is LNG a future fuel?

LNG both is and isn’t a future fuel. It enables lower greenhouse gas emissions and reduces other harmful air pollutants compared to fuel oil, but it is still a fossil fuel. Sustainable future fuels are crucial for maritime decarbonisation, but the current cost, limited availability and insufficient infrastructure are challenging for operators. This gives LNG an important role to play in the shipping industry’s transition to a zero-carbon future.

As more ports develop LNG bunkering infrastructure and more ships are built with LNG fuel systems, the use of LNG as an alternative fuel for shipping is expected to increase. LNG is considered a stepping stone on the path to decarbonisation as the industry moves closer to using true future fuels such as methanol and ammonia.

Note: The full article by Wärtsilä can be found here.


Photo credit: Chris Pagan on Unsplash
Published: 24 June, 2024

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