Shore Power: Can Cruise Ships Shut Down Their Engines in Port? (Part 1)

To balance the need for electricity to keep the ship operating while also reducing emissions and noise, OPS (Onshore Power System) systems have begun to be implemented. Environmental and noise pollution are very common problems in communities near busy ports, which has led various organizations, including the European Union, to consider ways to improve the situation in the maritime and port sectors.

Installing an OPS system at a port requires a number of infrastructure components and facilities. The most important onshore infrastructure components are:

• Connection to the power grid, which supplies high-voltage power (20–100 kV).

• Local substation, which supplies medium-voltage electricity (between 20 and 30 kV, depending on the port). It is owned by the electric utility company.

The facilities within the docks are as follows:

• Distribution center and control and metering stations (CMM).

• Voltage transformers. These are needed to step down the voltage from 20–30 kV to 11 kV, 6.5 kV, or even low voltage (600 V), depending on the type of ship. Cruise ships typically operate at 11 kV, mega-ships at 6.5 kV, and medium-sized ships at 6.5 kV.

• Frequency converter. In Spain, the power grid operates at a frequency of 50 Hz. On most ships, the frequency is 60 Hz, so the frequency of the shore power supply must be adapted to that of the ship. This is optional, though highly recommended to make the OPS more versatile and capable of operating on ships that run at different frequencies (50 Hz or 60 Hz).

• A power distribution system using existing or new utility lines to deliver electricity to the connection panels on the pier.

• Junction boxes, which are structures containing the necessary electrical outlets. These may be boxes buried in the pier or above-ground boxes.

• Cable management system or hoist; these can be mobile or fixed, allowing cables to be raised and lowered and positioned correctly. They may be optional.

The necessary OPS infrastructure on board—which is the responsibility of each shipping company—must provide a fast and secure connection to the existing network at the port. It typically includes the following components:

• Junction box for connecting the cables coming from the pier.

• Transformer, to match the port’s voltage to that of the ship, since ships typically operate at 400–450 V. On a ship, the grounding panel must be located on both sides of the vessel, in addition to the installation of a panel that connects to the ship’s main electrical panel.

OPS systems can be installed on docks, in containers, or afloat on barges. Systems installed on docks are the most commonly used. They are fixed, require metering equipment and power transformers for installation on the dock, and have a cable positioning device to help docked vessels connect to the system.

Containerized OPS systems are also used. SAM Electronics and Cavotec have developed containerized OPS solutions consisting of a cart with the cable, a distribution panel, transformers, and power control and monitoring systems. Modular containerized systems offer greater flexibility in the location of the shore power supply on land and in accommodating different types of ships (and thus different power requirements), while reducing the space required at the pier compared to fixed systems. However, unlike pier-mounted systems, containerized systems are not typically available for use on cruise ships due to limitations in cable handling and the location of the shore power connection on the lower decks of the ship.

Barge-mounted OPS systems require little or no space at the dock. These systems are essentially self-contained power plants that supply power to docked vessels. Barge-mounted systems typically use alternative or low-impact fuels such as LNG or fuel cells.

Currently, the main driver behind OPS is the creation of a goal-based regulatory framework to promote the reduction of emissions from ships at the dock. A zero-emission berthing standard would be ideal, as it would help create greater certainty regarding investments in emission-reduction technologies and solutions—both among ports and among shipowners—and would help overcome some of the existing technical barriers. This would require the acceptance and support of the maritime industry in general—and the cruise industry in particular—as well as genuine and close collaboration between government agencies and the cruise industry. It is interesting to note that ports owned by municipalities—or those in which the city government has a stake—are much more likely to install OPS. Likewise, when there are tripartite agreements between the city government, the port authority, and the shipowner, the construction and use of OPS proceed much more quickly and successfully.

There are significant barriers to the implementation of ship power outlets in Spain, with ports facing considerable uncertainty and risks, while other government agencies reap the cumulative benefits.

Both the price of electricity onshore and the price of marine fuels fluctuate, and different shipowners and operators (and, in fact, ports) will have varying purchasing power when negotiating prices. In other words, a shipowner may be able to lower the cost of the fuel they purchase through economies of scale, but it is difficult for them to apply those economies of scale to an OPS, among other reasons because the power connection will not belong to them. This makes direct comparisons more difficult.

Shipping is an extremely competitive industry in which shipowners, like most commercial organizations, will almost always choose the cheapest energy option. Therefore, since using auxiliary engines while the ship is docked is the most economical option—and in the absence of regulations prohibiting it—it will be difficult for OPS to compete. Only those consumer-oriented niches of the shipping industry, such as cruise lines, may opt for shore power to enhance their reputation or because customers demand it. Pressure from investors and shareholders—who are becoming increasingly environmentally conscious—may begin to tip the scales in favor of shore power, but let’s not kid ourselves: cost will remain the primary factor in choosing between using auxiliary engines or “plugging in” ships to shore power, when it is available.

It is very important to note that the high installation and operating costs of OPS facilities—which can range from 8 to 20 million euros—are a major issue, and many ports point out that they currently do not receive enough annual cruise ship calls to build a viable business case that would ensure a good return on this investment. However, with other types of vessels, such as ferries or roll-on/roll-off ships, the business case can be viable.

The attached table shows that cruise ships have the highest power demand while in port—a factor directly related to investment—but they also have the shortest port calls; that is, they can use the OPS for the shortest amount of time, and therefore, the payback period is longer. On the other hand, a cruise ship’s stay coincides with peak hours for shore-based electricity consumption (in the morning), although port calls at the home port on weekends would occur during off-peak hours. Seasonality is another important factor: cruise ships’ highest consumption would occur in the summer, coinciding with peak demand for shore-based air conditioning systems. In contrast, other types of vessels, such as ferries, have port calls spread throughout the year and require much less maximum power (they are empty while in port). Their OPS are therefore much easier to amortize, since they are cheaper and used more frequently.

In addition, the larger the cruise ship, the greater its maximum power, and therefore, the greater the investment required by the port.

IS THE CRUISE SHIP FLEET READY FOR OPS?
On April 26, 2022, the Cruise Lines International Association (CLIA) committed to the goal of using shore-based electricity when cruise ships are docked by 2035. By that date, all cruise ships will be equipped with shore power systems (OPS) as part of member shipowners’ commitment to achieving net-zero-carbon cruises by 2050. By 2035, all ships calling at ports with shore power connections (OPS) will be equipped to connect to them, allowing engines to be shut down and CO2 emissions to be eliminated while docked at port.
Currently, 40% of the global cruise ship fleet is equipped to operate using shore power at the fewer than thirty ports worldwide (just 2% of the total) that have this infrastructure. 98% of new ships under construction or in the order book (through 2028) will be equipped with shore power systems or will be designed to be retrofitted with this capability in the future. A study commissioned by Cruise Baltic and conducted by Bermello Ajamil—which was released in January 2022—examined shore power facilities aboard cruise ships operated by the four major cruise lines (Carnival Corporation, Royal Caribbean Group, Norwegian Cruise Line Holdings, and MSC), which at the time accounted for 83.4% of the industry’s global capacity. Collectively, they will operate 247 ships by 2026, of which at least 56% will be equipped with shore power systems. An additional 16% of the ships in their fleets will be equipped with this technology, but there is still 27% of the fleet—generally the older ships—for which there is uncertainty regarding the feasibility of using OPS. Other cruise lines suggest they will invest in this technology if the ports of call on their ships’ itineraries support it.
OPS owes much of its current success to Princess Cruises. It was the pioneer in Juneau and at other ports along the U.S. West Coast. But it was also a leader in creating an OPS standard for the cruise industry—a standard that will ensure all ports can accommodate all OPS-equipped ships without unnecessary changes to shore facilities or shipboard systems. Princess Cruises has been an integral part of the committee that developed the OPS standards, which are based on the ISO 80005-1 standard, published in 2019. It has also contributed to the development of OPS regulations by certain classification societies. In the summer of 2010, two Princess Cruises ships, the Sapphire and the Diamond Princess, were the first to receive the OPS notation from Lloyd’s Register of Shipping. Princess was the first company to receive this type of classification. Each year, Princess ships connect to OPS facilities at various ports—primarily in North America—more than 300 times. Princess even tracks the time it takes for one of its ships to connect to an OPS facility and shut down its generators, which is approximately 40 minutes after completing the docking maneuver.
Like Princess, Holland America Line has extensive ties to Alaska and the U.S. West Coast. Its entire fleet is equipped with shore power systems. The Westerdam and the Oosterdam were the first to be equipped with shore power systems to connect to the grid in Seattle in 2006. In 2007, their sister ships, the Noordam and the Oosterdam, followed suit. In 2008, the Oosterdam, Westerdam, and Amsterdam used shore power during their port calls in Seattle. In 2009, the Westerdam and Amsterdam connected to the shore power grid in Seattle, while the Zuiderdam did so in Vancouver. Before the pandemic, in May 2019, the Rotterdam connected to the 6.6 kV shore power system in Kristiansand, Norway. The three ships in the Pinnacle series are equipped with shore power as standard.
Within Carnival Corp, another leading cruise line in the use of shore power is Aida Cruises. Since 2017, Aida Cruises has used Europe’s first shore power system for cruise ships—the one at the Altona terminal in Hamburg—with the AidaSol. Currently, following the sale of the four smallest and oldest ships in the fleet, all eleven ships in the AIDA Cruises fleet are equipped with shore power systems and are therefore capable of using shore power while docked.

In April 2022, MSC Cruises signed a memorandum of understanding (MOU) with Cruise Baltic to advance the use of OPS in the Baltic Sea, so that as of January 1, 2024, its ships will use this technology wherever it is available. MSC Cruises noted at the time that 11 of its 21 ships—including all those delivered since 2017—are equipped with OPS technology. MSC Cruises also announced that, starting in late May 2022, two of its ships will each use OPS: the MSC Virtuosa at the new Horizon Terminal in Southampton, and the MSC Poesia in Rostock-Warnemünde.

Within the Royal Caribbean Group, the Celebrity Apex was the first Celebrity Cruises ship to feature OPS technology. The second ship in the Edge series will thus be able to shut down its engines in ports that offer shore power connections. The remaining three ships in the series will also be equipped with this technology. Another brand within the group, Silversea, will take delivery of the Silver Nova next year, which will be equipped with OPS technology. Through its joint venture with TUI, all Hapag-Lloyd ships are equipped with shore power connections, and as of August 2022, TUI Cruises will have a second ship in its fleet featuring OPS technology. The Mein Schiff 6 received shore power for the first time in Kiel. Previously, the Mein Schiff 4 had tested its shore power connection in that same port.

NCLH has committed to achieving net-zero greenhouse gas emissions by 2050 across all its operations and value chain, along with developing short- and medium-term reduction targets. It has also committed to offsetting three million metric tons of CO2 equivalent over a three-year period while exploring long-term solutions, in addition to setting a goal for approximately 70% of its fleet to be equipped with OPS by 2025.

The cost of equipping a ship with the necessary facilities to receive power from shore can amount to 1.5 to 2 million dollars. This complex modification includes: the electrical power management system; the safety system; the automation and control system; electrical protection systems; the creation of a new space to house all of the above; and, if necessary, a hatch in the hull to allow cables to be fed into the ship. All The retrofit project must be approved by the classification society, and the crew must be trained on the new system.

On July 27, 2021, Princess Cruises celebrated the 20th anniversary of the Juneau, Alaska, OPS—the world’s first such facility for cruise ships—which was built in cooperation with the City of Juneau and Alaska Electric Light & Power Co. in the summer of 2001. That facility, built at Franklin Dock to harness surplus hydroelectric power from Alaska’s waterfalls, has made it possible over the past 22 years to shut down the engines of Princess ships in Juneau, reducing the operator’s emissions and carbon footprint, and fostering a strong bond with the local community, which is deeply committed to preserving its pristine environment and natural surroundings. The original facility was capable of delivering maximum power ranging from 7 to 11 MW, at either 6.6 kV or 11 kV. In addition, the facility provided steam to meet heating demands for cooking, heating, and other purposes, with a thermal output ranging from 4 to 6 MW. Annual electricity demand was estimated at between 11 and 12 GWh.

The first ship to use this facility in 2001 was the Sun Princess, with a gross tonnage of 77,000 and a capacity of 2,000 passengers. On the 20th anniversary, the Majestic Princess (twice the size of its predecessor) made its inaugural port call and connected to the OPS. Princess Cruises President Jan Swartz, the ship’s captain, Dino Sagani, Alaska Electric Light & Power CEO Connie Hulbert, and Juneau Mayor Beth Weldon were in attendance.

The Juneau power purchase agreement has been a win-win situation—not only for Princess, but also for customers, the electric utility, and residents of the municipality, all of whom have been partners for the past 20 years. In addition to this investment, every dollar spent by Princess on the purchase of electricity in Juneau has been credited to an Energy Cost Adjustment (COPA) account. This credit is used to offset any costs incurred from generating power with diesel generators during the quarter, and any remaining funds are returned to Juneau residents through a credit on their electricity bills. Over the past 20 years, this has benefited Juneau by $8.5 million.

The Juneau Power Plant was the result of a joint multimillion-dollar investment to build a sophisticated power distribution system designed to keep polluting emissions out of the harbor area, with no prior precedent.

COSTA OESTE USA
Otro de los puertos pioneros en las OPS fue Seattle. En 2005, Seattle inauguró un OPS de 20 MW, a 60Hz, y bi-tensión (6,6 y 11 KV), destinado para buques de crucero, para aprovechar la energía hidroeléctrica sobrante en esa zona. Esta infraestructura surgió de la iniciativa de Princess, que se alió con la Environmental Protection Agency, la Puget Sound Clean Air Agency, la Autoridad Portuaria de Seattle y la eléctrica Seattle City Light. Esta primera instalación fue localizada en la terminal 30, y fue trasladada a la terminal 91 en 2009.
Un año más tarde, en 2006, Seattle inauguró un segundo OPS de 16,25 MW, también a 60Hz y bi-tensión. El principal usuario de aquella de estas infraestructuras fue Princess Cruises, que invirtió 1,8 millones de dólares en la implementación de los sistemas necesarios en los gemelos Diamond Princess y Sapphire Princess. Actualmente su uso se ha incrementado y depende de la industria de cruceros. Durante la temporada de cruceros a Alaska 2021, más de 80 buques hicieron escala en Seattle y un 54% de ellos estaban preparados para usar corriente eléctrica de tierra. Para la temporada de cruceros de 2023, el Port of Seattle espera que al menos 2/3 de los muelles utilizados por los buques de crucero dispongan de sistemas OPS, incluyendo el Pier 66. Actualmente, un 60% de las escalas en el Smith Cove Cruise Terminal del Pier 91 se conectan a la red de distribución eléctrica de tierra, incluyendo un 100% de sus dos principales usuarios, Holland America Line y Princess Cruises. El puerto espera poder ofrecer en un futuro próximo sistemas OPS en todos los muelles destinados a cruceros.
Seattle fue el primer puerto en América del Norte en ofrecer electricidad de origen terrestre a los buques de crucero en dos muelles diferentes. Seattle fue más allá de lo que requerían las regulaciones de hace más de una década y asumió el reto de ser el puerto base medioambientalmente más avanzado de Norteamérica. Sus OPS, sobre todo el de la Terminal 91 de 2009 se han convertido en un estándar replicado desde entonces en otros puertos de todo el mundo.
El otro puerto base para los cruceros a Alaska, Vancouver, en Canadá, dispone de una OPS desde 2009, aunque su planificación comenzó en 2005. Es el resultado de un proyecto de 9 millones de dólares que se afrontó conjuntamente por el Gobierno de Canadá, el Gobierno Autonómico de British Columbia, Holland America Line, Princess Cruises, BC Hydro y la Autoridad Portuaria de Vancouver. Inicialmente sólo ofrecía una toma, pero en 2013 se añadió una segunda OPS. Actualmente ofrece hasta 20 MW, bi tensión, a 60Hz.
Con esta instalación, la terminal de Canadá Place se convirtió en la primera en Canadá y la tercera en el mundo en ofrecer electricidad a los buques de crucero. Actualmente, a través del programa EcoAction, la Autoridad Portuaria ofrece hasta un 75% de descuento en las tasas portuarias a los buques que usen las OPS. Además, BC Hydro ofrece una tarifa de energía fija muy atractiva para los buques conectados a las OPS para alentar su participación en el programa, y además así da salida al exceso de energía de origen hidroeléctrico. Sin embargo, BC Hydro tiene el derecho de interrumpir el suministro si es necesario en otro lugar de su red, como industrias, viviendas, etc. de tal manera que sus clientes no se vean afectados.
El primer puerto californiano que se dotó de una OPS para cruceros fue San Francisco, en 2010. Es una instalación grande, de 20 MW, usada sobre todo por Princess Cruises, que funciona sólo a 60Hz, y bi tensión (6,6 y 11 KV). Entró en servicio en octubre de 2010. Este sistema está equipado con dos dispositivos de posicionamiento de cable (CPD), para dar servicio a dos buques simultáneamente en atraques separados. Fue instalado por Watts.
El puerto de San Diego ha venido ofreciendo sistemas OPS desde 2010, siendo uno de los primeros en California en disponer de este tipo de instalaciones. Su Autoridad Portuaria proyectó incrementar estas instalaciones de tal manera que fuera capaz de dar electricidad a dos buques simultáneamente, de tal manera que puede ofrecer una potencia máxima de 20 MW, a dos tensiones eléctricas 11 y 6, 6KV. El pasado 12 de enero 2023, por primera vez, dos buques de cruceros utilizaron simultáneamente las instalaciones OPS de San Diego, el Disney Wonder y el Insignia, desde sus atraques en la B Street Cruise Ship Terminal. Según la Autoridad Portuaria de San Diego, el uso simultaneo de los dos OPS traerá como consecuencia una reducción de al menos el 90% de contaminantes como óxidos de nitrógeno, SO2 y partículas sólidas, además de reducir la emisión de gases de efecto invernadero. Además, el puerto cumplirá así con las normas de la California Air Resources Board, que requieren en esencia que todos los buques de crucero que atraquen en los puertos de California tienen que usar tomas de electricidad desde el 1 de enero de 2023. El puerto invirtió 4,6 millones de dólares en este proyecto. San Diego tiene en marcha otras iniciativas como un remolcador eléctrico, y un sistema de captura de CO2 para los buques sin toma de electricidad.

Carnival’s Long Beach terminal has also had an OPS system in place since December 2011. It has a maximum power capacity of 20 MW at 60 Hz. This dual-voltage infrastructure (6.6 and 11 kV) was installed by Watts Marine Shore Power System with enhanced monitoring capabilities for each individual cable in anticipation of new IEC regulations. The new control system allows for the individual assessment of each cable to ensure the integrity of the system and the proper operation and supply of electricity to the ship. Carnival expanded the OPS at the Long Beach terminal during a renovation in 2017, enabling it to serve two ships simultaneously.

The World Cruise Center in San Pedro, in the Port of Los Angeles, has offered shore power facilities since 2011. Electricity is supplied by two facilities operated by the Los Angeles Department of Water & Power, located at Piers 91 and 93, which can operate simultaneously to supply power to two ships. It can provide up to 20 MW of peak power, either at 11 kV or 6.6 kV.

Last summer, this terminal highlighted one of the greatest risks associated with shore power. During a heat wave in September 2022, California Governor Gavin Newsom banned the use of shore power at ports because the demand generated by shore-based air conditioning systems made the two uses incompatible, and because some fires had damaged onshore power lines. Current legislation requires that 80% of cruise ships, container ships, and refrigerated cargo ships calling at the ports of Los Angeles, Long Beach, and Oakland must use shore-based electricity or alternative technologies such as batteries or fuel cells.

U.S. EAST COAST
While virtually all ports on the U.S. West Coast have OPS, the same is not true on the East Coast, where, for example, the world’s top three cruise ports are located: Miami, Fort Lauderdale, and Cape Canaveral—none of which currently has any OPS in use.
The first instance of an OPS on the U.S. East Coast is the Brooklyn Cruise Terminal, which opened in 2015. It was a 20 MW, 60 Hz, dual-voltage facility (6.6 and 11 kV). Its primary user was the Queen Mary 2 on its transatlantic voyages. However, in December 2022, Mayor Eric Adams announced that MSC would base its ships at the Brooklyn Cruise Terminal. Nevertheless, due to the terminal’s shore power system design, the system has not gained widespread use since its debut with the QM2 in November 2016. In 2022, less than a third of the ships that visited that terminal connected to the system. The rest continued to use their diesel engines. That will be the case for the MSC Meraviglia, one of the world’s largest cruise ships, when it begins operating out of Brooklyn this April. The ship will not be able to connect due to the location of the terminal’s OPS. In April 2021, Mayor Adams himself pledged funds to retrofit and repair the terminal’s OPS so that it could be used by more ships. However, that retrofit has not yet been completed, although according to a spokesperson for the Economic Development Corporation, the contract has been awarded and work is scheduled for the end of the year.
This OPS cost $21 million and was designed to eliminate the same amount of CO₂ as that produced by 300 cars in a year, as well as 95 metric tons of NOx and 6.5 metric tons of particulate matter. However, at the time, there was no standard governing its installation, so its crane and location are only compatible with the Queen Mary 2 and some Princess Cruises ships. But not with the MSC Meraviglia. That is why it is so important for OPS facilities to be flexible and compatible.
A year earlier, the OPS in Halifax, Canada, had been commissioned. It provides 20 MW at 60 Hz, with dual voltage (6.6 and 11 kV). It was built by The Watts Marine, which completed the installation in September 2014. The system can serve cruise ships calling at piers 20, 21, and 22. This project, which cost $10 million, is the result of a partnership between the Government of Canada (which contributed $5 million), the Province of Nova Scotia, and the Port Authority (which each contributed $2.5 million). The OPS was connected to the Nova Scotia Power grid, which also developed ad-hoc rates. In 2015, the OPS was used during 17 cruise ship calls. Another Canadian port, Montreal, is seriously considering installing OPS technology at its cruise terminal.
On February 6, 2023, Port Everglades announced that it had completed a study to equip its eight cruise terminals with OPS, assessing the capacity of the existing power grid and identifying the infrastructure improvements needed to supply electricity to cruise ships calling at Port Everglades. The study was conducted by Moffatt & Nichol, a global consulting firm that worked in cooperation with Florida Power & Light (FPL), Carnival Corporation, Disney Cruise Line, and Royal Caribbean. The study recommends equipping each terminal with an OPS with a capacity of 16 MW, so that they can operate simultaneously in accordance with the IEC/IEEE 80005 standard.
Port Everglades has been exploring options for electrifying its docks since 2009, when Terminal 18 was built and the Oasis of the Seas was based there. To align with Broward County’s climate change goals, Port Everglades is promoting initiatives to reduce greenhouse gas emissions, including the installation of OPS, which, once completed, will eliminate 11,366 metric tons of CO2 and reduce NOx and SO2 emissions by 75% and 51%, respectively. This is equivalent to taking 2,470 cars off the road each year. Electricity will be generated by Florida Power & Light using a mix of energy sources, including natural gas, nuclear, solar, and wind. The estimated cost of the project, including the estimated cost of upgrades to FPL’s supply and distribution system, will be approximately $20 million per cruise terminal, for a total budget of $160 million, partially funded through federal and state grants, as well as contributions from FPL, participating cruise lines, and Broward County. Construction will take place in phases: the first terminals could be completed by 2024, and the last ones will be finished by the end of 2027.

In February 2021, Miami Mayor Daniella Levine Cava spearheaded an agreement with Miami-Dade County, Florida Power & Light, and six cruise line operators (Carnival Corp., Disney Cruise Line, MSC Cruises, Norwegian Cruise Line Holdings, Royal Caribbean, and Virgin Voyages) to install electrical outlets at Miami’s cruise ship terminals. The goal was for Miami to be not only the world’s largest cruise port but also the most sustainable. The first phase involved equipping Terminal A (Royal Caribbean) and Terminal F (Carnival Cruise Line) with OPS by fall 2023. Phase 1 adapted the port’s electrical grid to handle the power demands of the OPS that will power the world’s largest ships, such as the Oasis-class vessels or the Carnival Celebration, including a new energy management system, a new cabling system, pre-installation of connection carts, and more.

Last February 2023, it was announced that the Danish company PowerCon AS will deliver OPS to the Port of Miami Authority. When they are delivered later this year, they will become the world’s largest combined shore-based power supply system. The PowerCon system will provide electricity to cruise ships docked at Terminals V (Virgin), F (Carnival), A (Royal Caribbean), B (Norwegian Cruise Line), and the MSC Cruises terminal. Each OPS consists of eight 20-foot containers housing all the necessary electrical components. PowerCon is delivering its systems as a subcontractor to the general contractor, Hypower Inc. With this infrastructure, PortMiami is positioning itself at the forefront of OPS benchmarks, sending a clear signal to the industry and the local community alike, and setting a clear example for other ports to follow.”

USE OF OPS DURING THE PANDEMIC
One of the concerns raised during the pandemic was the potential environmental impact at ports where ships remained inactive for long periods of time. The shipowners of these vessels took this situation seriously and sought an optimal solution. In Europe, the solution once again came from Germany. Hapag-Lloyd Cruises decommissioned its flagship, the Europa 2, but began using the OPS at Altona in Hamburg starting in early May 2020. The classification society DNV GL certified the cruise ship’s connection, confirming that this was the first time a cruise ship had used an OPS for an extended period of time.
According to Hapag-Lloyd Cruises, the Europa 2 saved a total of 600 metric tons of CO2 in just the first 30 days of using the shore power system at the Cruise Center Altona. To achieve this, the Hamburg Port Authority had to adjust the connection, as the Europa 2 requires a lower voltage than other cruise ships using shore power in the port. The Europa 2 consumes 2.2 MW/hour while docked. The electricity used was supplied by Hamburg Energie and came from 100% renewable sources, meaning that the Europa 2’s stay in port was virtually CO2-neutral. By using shore power, the ship’s emissions were reduced to virtually zero.