How can you ensure that the propulsion system on your short sea shipping vessel delivers reliability, high manoeuvrability and low or even zero-emission operation? Are you searching for a clear path towards efficient decarbonisation? A partner who can help you strike the perfect balance between performance and flexibility through optimal integration of each and every component can answer these key questions and more.
Whether you’re operating a short sea tanker, feeder or bulker, your vessel – and your business – can reap the rewards of a smart, modular hybrid propulsion system that can be tailored to your specific needs and vessel operating conditions. Our solutions can incorporate a fuel-flexible medium-speed main engine, a geared propeller system, a shaft motor/generator (PTO/PTI) and a battery-based Energy Storage System (ESS). All of these are optimised using an integrated energy management system (EMS).
Read on to learn how you can navigate the decarbonisation challenges ahead with a flexible, future-proof propulsion setup that aligns with your business strategy.
Short sea tankers
Tanker vessels operating on short sea routes must typically meet a varied range of operational requirements. They may be chartered on short-term agreements with different voyage distances, load conditions and sailing speeds. Optimising vessel CAPEX and OPEX are crucial to securing profitability and competitiveness.
Key considerations for short sea tankers
Short sea feeders
Feeder vessels are typically small container vessels that transport containers from smaller hub ports to larger regional terminals. Compared to other vessel types in the short sea shipping sector feeders operate more predictable routes, matching the mainline traffic between the hubs they serve. Optimising OPEX is the key to profitable and competitive operations.
Key considerations for short sea feeders
Short sea bulker vessels
Short sea bulker vessels must typically meet a large range of operational requirements. They can be chartered on short-term agreements, with highly variable voyage distances, loading conditions and sailing speeds. Optimising vessel CAPEX and OPEX are crucial to securing profitability and competitiveness.
Key considerations for short sea bulkers
Reducing emissions and increasing operational flexibility are the main drivers behind the development of the Wärtsilä Smart Propulsion System. This highly adaptable, modular propulsion concept can be customised through a data-driven design process and offers advanced system functionalities that help you to address variable operation conditions.
The hybrid system includes a fuel-flexible medium-speed main engine, a geared propeller system, a shaft motor/generator (PTO/PTI) and a battery-based energy storage system (ESS) as well as an auxiliary genset. An integrated energy management system (EMS) ensures that the various elements are optimally integrated for maximum benefit.
The main engine drives the propeller and the auxiliary genset provides the required electric power for the hotel load.
In mechanical mode, the vessel sails as a conventional vessel. This is the system fallback operational mode for any vessel operation.
The main engine provides the required power to the propeller and drives the PTO to supply the electric power for hotel load. The flexibility of the CPP is enhanced by the ESS, which ensures peak shaving, immediate load taking, optimised engine load and backup power.
This system operational mode is the most typical in sailing operation. It can be also used in manoeuvring operation.
The auxiliary genset provides the electric power for the PTI, replicating a small-scale electric propulsion system. The ESS is working in peak shaving mode.
Electric operational mode perfectly fits both in navigation at slow speed and in manoeuvring vessel operation, when the combination of a small-size prime mover and a supporting ESS ensures a substantial reduction in fuel consumption and emissions. Moreover, this operational mode provides a redundant “take-me-home” device.
The hotel and propulsion power are provided solely by the ESS.
As the batteries are providing the full electric load, this system operational mode can be carried out during relatively short periods of time both in navigation at slow speed or in manoeuvring modes, or may even become impracticable in case of high electric power demand depending on the cargo.
In this system operational mode the vessel can manoeuvre and navigate at slow speed in environmentally friendly mode with zero emissions and with minimal noise and vibrations.
The main engine and PTI provides the required power to the propeller. The auxiliary genset, in combination with the ESS, gives the power needed for hotel load and PTI.
This system operational mode allows the vessel to reach its maximum design speed, which typically has to be achieved only occasionally under exceptional conditions, while keeping the installed mechanical power to a minimum.
The main engine provides the required power to the propeller and drives the PTO which provides the required electric power for the hotel load and the manoeuvring thruster in combination with the ESS for peak shaving, backup power and immediate power.
For manoeuvring operation mode, the gate rudder plays a decisive role, allowing a smaller turning circle, a crabbing function and faster stops.
While shore connection is the preferential power source in port, the vessel can also operate independently when at anchor or in ports where the shore connection is not available. In this system operating mode, the auxiliary genset provides the electrical power for the hotel load, including ESS charging if needed.
The auxiliary genset can be sized according to the average hotel load, since the ESS absorbs the power fluctuations, e.g. from cranes or pumps during loading/unloading. As a result, the auxiliary genset runs at an optimized load, reducing fuel consumption.
In this back up mode, the engine is declutched from the propeller and is used in combination with the PTO as a genset to cover the hotel load and to charge the battery if needed.
This operating mode provides further redundancy in case both the shore connection and the auxiliary genset are not available.
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The new eco-friendly bulk carriers will feature an integrated Wärtsilä hybrid propulsion solution
The technology group Wärtsilä will supply a comprehensive package of propulsion machinery for a new asphalt carrier vessel being built at the Wuhu Shipyard in China for Canadian operator McAsphalt Marine Transportation.
The technology group Wärtsilä has been selected to provide the complete system design and full equipment scope for two new 9300 DWT self-discharging bulk carriers featuring hybrid propulsion.
A broad range of solutions for a new tanker class that reduces not only the environmental impact from the vessel itself but from the cargo too.
The integrated solution delivers a drastic reduction in fuel consumption and maintenance costs.
