engineering
shore power
Cavotec pioneered shore power back in the 1980s.
Shore power:
taking charge of climate change
Claire Instone reports…
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limate change is one of the biggest challenges this generation faces. As such, there an on-going international effort to decarbonise the maritime sector. Ports across Europe and the world are increasingly seeing shore power as a highly effective way to reduce emissions from ships in port - a problem which intensified in the wake of the pandemic, with vessels that previously stayed in ports for a matter of hours or days, staying at the same berths continually.
Shore power is ending the outdated practice of ships keeping their engines running while anchored in port, thus reducing the poisonous fumes entering the air. Currently, berthed ships keep their idling diesel engines running at ports to power lighting, galleys and other crucial amenities needed for staff and others on board the ship. The exhausts from these diesel engines produce CO2 and other air pollutants as well as noise pollution and vibration. This is harmful to the health of the ship’s crew, as well as people living and working near and around the area of the ship terminal. With shore power, vessels are able to turn off their engines and plug into onshore power (OPS) sources when berthed.
At present, there is a lot of activity across Europe in terms of installing and introducing onshore power sources thanks to a European Union directive encouraging ports to adopt shore-to-ship electrification systems to reduce emissions from vessels when in port. By 2025, this recommendation will become binding for all European ports. Moreover, the Fit for 55 regulation package - recently published by the European Commission (EC) - contains legislative proposals to make the EU’s climate, energy, land use, transport and taxation policies fit for reaching the European Green Deal’s objective of reducing net greenhouse gas emissions by at least 55% by 2030. According to cleantech company Cavotec, which pioneered shore power back in the 1980s, there is a big task ahead to get the maritime industry where it needs to be. “In Europe alone, more than 2,500 ports will have to drastically reduce emissions by offering shore power to visiting ships in the next 5 - 10 years,” says Mikael Norin, CEO of Cavotec. The company is set to invest 20 million euro in technology, engineering and business development over the next five years to strengthen its position and to meet the expected demand.
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“We’re now at an inflection point where our core markets are undergoing a drastic change where what has been niche markets for cleantech are becoming mass markets,” states Norin. “We will accelerate our focus on developing connection and electrification solutions to enable the decarbonisation of ports and industrial applications. We are determined to contribute to a future world that is cleaner, safer and more efficient.”
Shore power is certainly one of the solutions that can help the maritime sector combat greenhouse gas emissions. That said, it needs to be understood that these projects are highly cost intensive and the technology itself may not be a great fit for everyone. Ports are diverse and this diversity needs to be accounted for in context of various environmental regulations and policies.
So, where is shore power at? As stated by Tim Morris, CEO at the UK Major Ports Group, “shore power has the potential to play a positive part in the future of zero emission maritime, although it is an area that currently faces some significant challenges.” Although shore power is already in use at ports around the globe, there is a long way to go before it is the norm across the board.
shore power As Siemens, suppliers of the shore connection power supply system for ships: SIHARBOR, explains, although the technology has been available for years, only a few ports have been equipped with systems of this kind. “In the case of cruise ships, there are two main reasons for this. There’s the classic chicken-and-egg problem, in that the owners have to convert their ships to make an onshore power supply possible. They’re often hesitant to make the necessary investment, because only a few ports have the appropriate power connections. And on their part, ports are hesitant to build the necessary infrastructure because only a few ships are able to make use of it.” Allard Castelein, CEO, Port of Rotterdam Authority, adds: “Shore-based power for sea-going shipping is a complex matter. This is partly due to the huge electricity consumption and the fact that many sea-going vessels do not have the proper connections for using shore-based power. Shipping companies want to have certainty that their vessels can make use of shore-based power, also in other ports, before they invest in the adaptations this requires.” Despite this, according to recent figures, around 4,000 vessels globally are installing environmentally-friendly technologies, including shore power. In the last few months, Cavotec has been awarded three orders for its innovative shore power connection systems by global marine equipment manufacturer Samsung Heavy Industries. The three orders were for the company’s PowerAMPReel ShorePower connection systems that will be integrated into new-build container ships for owners Evergreen, Seaspan and Capital. Another factor creating a barrier to shore power, in the EU at least, is that the taxation system distorts the market. Whereas onshore power is taxed in accordance with the 2003 EU Energy Taxation Directive, fossil-based ship fuels are still exempt from taxes. So far, this has been another issue that discourages ship owners from opting for an onshore supply. Beyond this, there is also the overall cost implications for ports and terminals, as well as the matter of addressing the lack of any international standard for shore power. As Jonathan Moss, Partner and Head of Marine and Trade at DWF points out, the costs for providing onshore power supply will be significant. Addressing the challenges in a recent statement, he explains:
“Many tankers and vessels are similar but not identical, meaning there will be specific technical requirements for each ship that could be difficult to apply equally. Consideration of investment for power receiving points, power sockets and power management systems of older ships that were not built with these will need to be reviewed.” Moreover, he states that standardisation of OPS would need to be measured. “Currently, not all ships would be able to connect to onshore power. No international standard is in place, so only few vessels have the required technology, and many differing in voltages, frequency and technical solutions. Many parts of the world use different electrical frequencies so not all ships would be able to connect to certain ports. Evidence suggests standardisation would be applicable internationally for ship technology, increasing installation and equipment compatibility and lower costs.” Finding the right, viable ways that industry, government and networks can work together to support the wider deployment of shore power where it is an appropriate solution is an on-going issue.
So, what is the industry doing? As stipulated by Moss, the challenges associated with onshore power supply could be addressed by government policies and strategies, including funding and subsidising costs of the electricity and electrical equipment for onshore power.
Just recently in February, a call for evidence was launched in the UK as the government aims to accelerate maritime decarbonisation by switching to emissions-cutting shore power at its ports. In addition to the environmental benefits, Maritime Minister Robert Courts cited how the move would stimulate the innovation of new green technologies and continue the revival of the UK’s shipbuilding industry, bringing private investment, creating jobs and revitalising coastal communities. Commenting on the call for evidence, Mark Simmonds, Director of Policy and External Affairs for the British Ports Association, said: “This is a step forward and will help us all better understand the current barriers to delivering more shore power to ships. We look forward to sharing the sector’s experiences so far and exploring how industry and government can work together to lower emissions in ports.”
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Studies are also underway in the Netherlands with the Port of Rotterdam and the city municipality looking at increasing shore-based power facilities at its terminals. The port wants shore power to be available in the container, cruise, and liquid bulk sectors it was revealed in a statement in January. Subsequently, studies - partly subsidised by the EU - have commenced at the terminals of Hutchison Ports ECT Rotterdam (ECT), APMT2, Vopak, and Cruiseport Rotterdam to ascertain detailed technical, environmental, and social costs and benefits analyses, tendering procedures, and permit procedures. If the studies remain on schedule, they should be complete in 2023. Also with a 2023 deadline in mind is Germany. This is the year by which the federal government will have made available a total of 176 million euro in financial assistance to set up onshore power systems in its maritime and inland port facilities.
Progress despite challenge Although there are many obstacles that need to be addressed before shore power can reign supreme there is no lack of progress, particularly across Europe. Baltic ports are well known for the strides they are making towards greening the maritime transport sector and are very active in the development of OPS facilities. Shore power is already available in various Baltic ports but there has been a number of new projects sprouting all over the region. In recent years, Stockholm, Helsinki and Tallinn have invested simultaneously in onshore power connections in a collaboration aimed at agreeing standards and solutions. Now, the final part of the puzzle is in place to make it possible for the ferries operating on the Helsinki - Tallinn route to connect to onshore power. All of the ferries operating on other routes between the ports, Stockholm - Helsinki and Stockholm - Tallinn, already connect to power at the quayside. This joint initiative means that all of the ferries operating services between the three ports will soon be connected to onshore power. As a result, the reduction of greenhouse gases is estimated to be more than 18k tonnes of carbon dioxide annually. Moreover, back in May, shore-side electricity supply facilities for cruise liners started regular operation at the passenger quay in Warnemünde.
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engineering Up to two cruise lines can now receive up to 20 MVA of shore power from renewable sources simultaneously at two berths. Fast-forward a couple of months to October and Copenhagen saw the addition of a new shore power facility which was inaugurated at the DFDS terminal. In 2024, cruise ships in the port in Copenhagen are expected to be able to use shore power when they dock at Ydre Nordhavn and at Langelinie in Østerbro. Not to be left behind, the Port of Aarhus is also investing in a shore power facility as part of its wider sustainability strategy. From 2023, cruise ships will be able to call Aarhus, connect to shore power and keep their engines running on electricity while the ship is docked in the port. It is clear Baltic ports are moving full steam ahead in order to make OPS facilities widely available. Norway has also come a long way in terms of establishing shore power solutions. Most recently, in January, it was announced that Havnekraft AS will establish a high-voltage shore power system for cruise ships in Haugesund. The facility, which will be up and running by the end of this year, will also be prepared for other vessels visiting the port outside the cruise season, which provides a highly flexible solution for the port and visiting vessels. Havnekraft AS, owned by Haugaland Kraft and Port of Karmsund, has awarded PSW Power & Automation the contract for the high voltage shore power solution with a capacity of up to 16MVA according to IEC 80005-1. PSW will design, assemble, and test the complete system in their facilities at Ågotnes before it is shipped to Haugesund for installation and commissioning.
shore power The solution on Garpeskjær quay will be able to supply over a hundred cruises vessels annually. In Germany, both the Port of Kiel and Hamburg Port Authority (HPA) are bringing ships to the socket. At the end of last year, the former confirmed it was making the supply of onshore power to two vessels in parallel available as an environmentally-friendly alternative. The power is generated from renewable sources such as wind or solar which Kiel distributes via its medium-voltage switchgear to the Schwedenkai and Ostseekai terminals. Using the SIHARBOR solution from Siemens, vessels can draw an 11kV power supply.
With the test stage of the operation commencing early in 2023, Hamburg will take a giant stride towards decarbonisation years ahead of the EU regulation foreseen for 2030. Also on course to achieving 100% electrification by the deadline is Valenciaport. The Spanish facility is getting closer to electrifying its docks having recently confirmed construction of a new electrical substation. At the beginning of 2022, the port authority awarded construction to the company Cobra Instalaciones y Servicios for just over 5 million euros with a completion period of 24 months. The substation will make it possible for ships to connect to the general electricity grid once they are docked at the quay, using clean energy.
For Dr. Dirk Claus, Managing Director Port of Kiel, the objective is to provide green power to over half of all incoming vessels in order to save even more CO2. “We calculate this system will save a total of 12,000 metric tons of CO2 per year,” states Claus. “With this project we’ll ultimately be able to provide onshore power to 50-60% of the ships that put into harbour here.”
Call to arms Moving forward, there needs to be a clear desire from the entire maritime industry from ship and cargo owners to ports and authorities - to encourage investment and research and development.
As for Hamburg, December 2021 saw the HPA start construction of additional shore power facilities at the Burchardkai, Tollerort and Eurogate container terminals. Additionally, HPA will also be responsible for the planning and construction of shore power at Steinwerder and HafenCity cruise terminals. Siemens is prime contractor for Birchardkai and Tollerort, while PowerCon is assigned to Eurogate and Steinwerder. As for the ship connection systems, igus will develop those for the container terminals and Stemmann Technology will take charge of the cruise terminals. HafenCity will be equipped with a shore power unit by 2025.
As summarised by Moss: “So far the voices from the industry are somewhat muted in parts. The pace of technological advancement needs to quicken. The shipping, finance and technology sectors and governments must work together and commit both financial resources and skilled manpower for the projects. The compliance and regulatory framework need to encourage change and not stand in the way of companies reaching decarbonisation goals. Whilst today’s call to arms is welcomed, there needs to be focus on the precise means by which these aims will be realised.”
Port of Karmsund has awarded PSW Power and Automation the contract for the high voltage shore power solution.
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