A blog by Namory Diakhate, a Frontier Tech Hub Pioneer.

This post captures learnings from ELEK TEY’s - Electrifying Water Transport for Better Livelihoods - second sprint.

*A typical touristic boat in Casamance (Photo taken by Namory Diakhate)*

Since the Marketplace of Ideas in Casamance in 2021, the ElekTey pilot project has been a rich learning experience. The mission was clearly defined by the UK’s Foreign, Commonwealth and Development Office (FCDO): to test whether a solar-powered battery exchange system for electric boat engines in Casamance, Senegal, will reduce boat operators’ expenses for water transportation and improve livelihoods.

The first SPRINT of the pilot aimed at defining precisely the habits of the local boatmen as for the use of the outboard motors with regard to their fishing and transport activities : piloting e-mobility in casamance waterways

After this first successful sprint, we embarked on a second one focusing on 4 major experiments. We wanted at first to know if our chosen user group, which are the touristic boatmen and Couriers, were willing to try electric motors. From then we would see what the prerogatives are to design trials in Ziguinchor as we were already talking with various potential suppliers of electric motors. After making the choices on which kit we wanted to test, we would approach the Senegalese authorities to see how we can import the kits tax free.

These experiments will be completed by sea trials of the engines, preceded by training sessions on how to retrofit electric motors. This was initially scheduled for November 2022 but had to be shifted to early 2023, for following sprints. We are very excited to execute these promising steps.

Selecting the appropriate piroguiers for optimal trials

During the first sprint of this pilot project we were able to talk to almost all the people using boats in the river to do economic activity. From those talks we could gather lots of valuable information about what piroguiers were doing, when, how and to what extent, as well as what they were fearful of. Some of them had expressed concerns about the applicability of the technology to their routines. They were very interested in not being dependent on the availability and fluctuating price of fuel to go to sea. However, they had understood that for this technology to be applicable to them it would have required many changes in their habits and ways of working. For example, they believed that it was imperative to create a roof of solar panels on the pirogues, which could cause them to sway more during windy periods. Another fear was that about 20 batteries would be needed to run the electric motor, which could create space and weight constraints for the pirogues. Building from that, we decided to continue the experiments with tourist piroguiers and couriers instead of traditional fishermen, because we were also concerned about the distances that the latter travel to carry out their activities. Indeed, with the trial designs we had to prioritise avoiding the overuse of the electric batteries, especially as we neither have enough stock for battery swapping nor a charging facility yet in Ziguinchor.

Couriers and tourist pirogues:

The choice of these two segments made sense for several reasons. The couriers are water taxis whose daily distances are known in advance, as they cover fixed distances at well-defined times. This allows us to reliably test the use of the batteries over these same distances. The only variables that we do not control are the weight of the loaded pirogues and the navigation conditions (tides and currents) which will inevitably have an impact on the use of the batteries. As for the tourist pirogues, their choice is based on the following criteria :

The fact that they have more experience in explaining things to foreigners, which could be interesting when testing with them. They will be able to help with interpretations in comparison with their experiences with combustion engines but also explain their needs to our Australian technical partner and supplier for this pilot eclassoutboards, for a better calibration of the electric motors.
They are also used to tracking applications like Strava which could also be useful during the maritime tests.
We know what their standard itineraries are, which will allow us to test battery capacity and engine power the same way we will do with couriers. This will allow us to compare how much time it will take for an electric outboard to do the same itinerary a combustion engine would do.

Choosing the right technology

Retrofitted vs. Brand New

Initially we had to choose between buying new electric outboard motors and looking for an alternative with retrofitted motors. We quickly decided on retrofitted motors, as they offer a number of advantages not available in the ready-to-use kits. Retrofitting in our experiment means fitting an electric conversion kit into a conventional combustion outboard casing, thus transforming it into an electric outboard unit that can be powered either from the grid or via a solar charging station. This modification requires the use of rechargeable batteries that will replace the fuel.

Less expensive: taking the retrofit option was less expensive than existing electric motors on the market. Electric motors of equivalent power to those used locally were 3 times more expensive than retrofitted kits and about 6 times more expensive than locally used motors.
Better suited: The retrofitted kits were better suited to local use as they used the same mechanical components i.e. the body, propellers, shafts, rods etc. All these components will be purchased locally which supports the local economy.
Knowledge transfer: Local mechanics will be trained to assemble and mount electric motors, which has the double advantage of technology transfer and local repair in case of breakdown. Traditionally, the majority of technology products sold in Senegal are imported, which makes us a consumer society. However, this option of local retrofitting creates added value by training local technicians who can assemble the kits locally, thus creating opportunities for local wealth creation.
In the end, we found in eclassoutboards a partner of choice to accompany us in this adventure. This Australian company specializes in the retrofitting of combustion outboard motors into electric motors. Our collaboration with this company is structured around several aspects :
- Supply of electric kits that we will use for retrofitting
- Demos / tests / validation
- Local skills development: training in Casamance with local mechanics
- Business development
- Choosing the battery

*Battery pack (Photo taken by Namory Diakhate)*

We first determined the appropriate power requirements of the batteries in agreement with our partner, eclassboats. The choice of batteries was made according to several criteria. They had to be suitable for electric mobility, and of course they had to be protected against water splashes. We had to be certain of their robustness and availability. We had initially planned to take the batteries directly from our partner who had to source them from China. However, these 96V batteries were not without complications as they required special import authorizations for Senegal due to the high voltage. The transport times from China to Senegal were also very uncertain with the current situation which affects the costs and times of world freight. We therefore decided to interconnect two 48V batteries and turned to an experienced company based in Toulouse (France) specializing in electric mobility: Batconnect.

Importing the equipment tax free

For this Pilot we were also interested in importing the equipment tax free. This would have allowed us to propose a more affordable price range to our target customers when we are testing the business model. There are a couple of ways to import goods tax free in Senegal, depending on the project scheme. Depending on whether we are an investor, a Development Partner, or an economic or environmental impact project, there are several ways to apply for a tax exemption. Most renewable energy projects go through one of the national renewable energies agencies ANER or ASER , which will then liaise with the Ministry of Finance. For projects with a potential commercial orientation (also in future for our case), they must go through APIX which will assess the relevance of the request before making the link with the customs. The final decision however goes to the National Directorate of Customs through its tutelage which is the Ministry in charge of Finance.

The request for a tax exemption is a long process and can stretch up to several weeks or months due to heavy procedures in place. So in order to get it before equipment was in-country, we would have needed to file for that request a couple of weeks before transporting them. We were not aware of that timeline and had then to submit a request for temporary admission which is slightly different to a tax exemption. A temporary admission is an official document that allows us to get the equipment out of customs tax free but for a specific period of time. After it expires, customs reserves the right to demand the reimbursement of customs duties or ask us to simply remove the goods from the country, which is the worst case scenario. Generally, once the equipment is in the country and in use, individuals or companies have better leverage in negotiating and customs are more open to charging a lower cost than if they were in possession of the equipment. If granted, The temporary admission can last up to 12 months, which still gives us time to take the necessary steps for permanent clearance while we carry out our activities for this pilot. This does not really affect the pilot but would need to be straightened up going forward when we are scaling up. Because if we add 20 to 40 percent customs duty to the cost of acquisition, international and local transport and labor for local retrofitting of the kit, plus the same costs for the batteries, it will be almost impossible to create a reasonable and affordable price for our market.

Prepping for sea trials

In order to be ready for the training and sea trials when the technology was available in-country, we had to make sure that everything was arranged in the field. After determining the types of pirogues with which the trials would be conducted, we had to select the right mechanics who would be the target technical personnel to be trained, determine the location where the training was likely to take place, and all other details required for the training to take place. For that, the assistance from the Chambre de Commerce de Ziguinchor (CCZ) was extremely valuable as they already introduced us to several key contacts such as piroguiers, mechanics, and local fishery companies or institutions. It was interesting to see that there are a couple of mechanics/piroguiers who could be extremely valuable to the project going forward and who could benefit from it as well. Ideally, the perfect candidates for this technical training would be outboard mechanics who have their business set up locally and who could provide us with space and grid power. We would ideally use the mechanics’ space as it would be easier to organize the training there than in another location that does not reflect the transition we want to make. This contrast of old used outboards from the mechanics space being retrofitted into brand new electric motors is the perfect setting for our demo.

We identified a local mechanic who fits that description perfectly and we plan to do the demos with him. He has the space and the experience with innovations, having already worked with a big international outboard supplier on modifications that they wanted to make to certain models of engines used locally.

We want to attract as much attention as possible for this demo/training session, which will allow us to stimulate the curiosity of potential future prospects, clients or partners. To do this, we intend to invite or leave the door open to anyone who is curious about the technology and also to invite piroguiers from Sine Saloum. This poses the problem of where the demo will take place. For the moment, we have found the ideal workshop inside the fishing harbour, that is spacious enough to accommodate about fifteen people, has a grid, and secure enough to store the batteries during the training. A second location has also been identified but we have concerns about the use of fluids and oils at the location which will not be suitable for this pilot.

Key Learnings

The main takeaways from this Sprint going forward are:

People are very curious when they are shown new technologies. But there is also lots of apprehension and anticipated comparison to what they currently have or are doing. The comparison tends to be negative if they do not touch, feel or experience the new technology right away, so looking back on the way we have approached the pilot I would have introduced people to the technology earlier, i.e engaging people with a demo electric outboard before training how to retrofit. Very similar to what we do when selling solar home systems, we always use a sample to let people feel it and try to organize the demo in such ways that our product shines (doing the demos after dark for example).
A broken kit is a good opportunity to market the electric option: when talking to local mechanics we notice that lots of piroguiers who are coming to repair their broken outboards have been there before. So we can see that as a good approach to try to market the conversion kit to them. This would mean using their old motors as the old casing to be retrofitted. After that we would need to figure out the payment plans.
There is a need to spend more time following up with administrative institutions to apply for tax exemption, for example, and take a more top-down approach when we have a contact in the hierarchy.
Piroguiers are used to a certain way of doing their activities. They are used to having a certain type of motors which operate at a certain speed and power. Anything you propose to them should feel familiar to what they are used to.

What’s Next?

The next Sprint will focus on sea trials and testing the motors’ performance with the selected piroguiers, as well as working out how we should market these technologies. We will invite our supplier to train local mechanics on how to retrofit the motors and spend some time testing the technology on the water. This will allow us to test the appropriation of the innovation by local people. Knowing how much piroguiers spend on brand new subsidized outboards, we will try to work out a payment plan so that they could afford the electric option.

Using the information we gathered from our three use cases, we went to the electric motor suppliers to find out whether they had a solution that matches our needs. Conversations were held with numerous potential suppliers including Torqeedo, FinX and eclassboats. Whilst each supplier presented an option, the FinX Fin5 motor currently lacked the power to meet the needs of our use cases. So, the choice has been reduced to finding a suitable partnership arrangement to test the futuristic design of the Torqeedo T-Cruise range or the retrofitting outboard solution from EClassOutBoards.

If you’d like to dig in further…

⛴️ Explore learnings from our first sprint

ELEK TEY Sprint Two Learnings