357
1 INTRODUCTION
In recent years, we can observe a noticeable
intensification of port authoritiesʹ efforts for the
sustainable development and environmental
managementinseaports(16),(17).Ontheonehand,it
arisesfromtherestrictiveregulationsofinternational
organizations and institutions, and on the other,
pressurefromtheimmediatevicinity
ofseaports.Port
authorities have different objectives in the area of
environmental management, including in particular:
reduction of harmful substance emissions into the
environment, including mainly CO2, SO2, NOx ,
reductionofenergyconsumption, increaseinenergy
efficiency,andreductionofnoiseandvibrationlevels;
(18), generated by ships and
port facilities, etc. The
Environmental Management System (EMS)
procedures are introduced in ports, to enable a
systemic approach in managing the port sustainable
development.ThePortEnvironmentalReviewSystem
(PERS)developedbytheEcoPortswhichisthemain
environmentalinitiativeoftheEuropeanportsectoris
one of the more well
‐known environmental
managementsystems.ThissystemisbasedontheISO
14001standard.However,thisarticledoesnotanalyse
thetypesofenvironmentalmanagementsystemsused
in seaports. The activities of ports regarding the
investments in the area of shore‐side energy supply
Environmentally Friendly Cruise Seaports in Northern
Europe – Onshore Power Supply
J
.Kizielewicz
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Theinvestmentpolicyappliedbyseaportauthoritieshasagreatimpactonthestateofthenatural
environment in coastal regions. Unfortunately, in many cases,their environmental efforts are limitedto the
issues which are defined by the applicable legal regulations determined by International Maritime
Organization,theOrganizationofUnitedNationsandtheEuropeanCommissionetc.
However, in recent yearswe can observe significant improvement in this area, especiallyin the seaports of
NorthernEurope.Theyoftendecideonhighlycapital‐intensivepro‐ecologicalinvestmentsallowingtoreduce
thelevelofpollutionemittedfromcruise
shipsduringtheirhandlinginports,suchase.g.theopportunityof
connectingvesselstotheshore‐sideenergysupplysystems.Varioussolutionsinthisareaarecurrentlyusedin
theworld.TheportsinNorthernEuropearecurrentlytheleadersinthisarea.Theuseofsuchsolutionsis
cost‐
intensive,butitsignificantlyreducesthelevelofpollutionemittedbyshipsintotheenvironment,andthelevel
of noise and vibration caused by engines. This paper aims to assess the seaportsʹ involvement in Northern
Europeinthepreparationofseaportinfrastructureenablingcruiseshipstobeconnectedto
theonshorepower
supplysystems.Thearticlecontainstheresultsofsurveysconductedwiththeuseoftwomethodstoadjustthe
research technique to the respondents’ needs, i.e. CASI (Computer‐Assisted Self Interviewing) and EMS
(ElectronicMailSurvey).TheempiricalresearchwasconductedamongtheseaportsinNorthernEurope.The
resultsofthesurveymaybeofinteresttoseaportauthoritiesandcruiseshipowners.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 17
Number 2
June 2023
DOI:10.12716/1001.17.02.12
358
forcruiseshipshavebeenanalysedhereindetail.The
Directive 2014/94/EU on the Deployment of
Alternative Fuel Infrastructure is the basis for port
efforts to develop onshore power supply
infrastructure.Inrecentyears,wecanreallyobservea
noticeable intensification of seaport investment
activitiesinthisarea.Inmany
ports,suchinstallations
arealreadyavailable,butmainlyforsmallvesselsand
ferries that do not require much power (max <3
MVA).
Theaimofthispaperistheassessmentofseaportsʹ
involvementinNorthernEuropeinthepreparationof
seaport infrastructure enabling cruise ships to be
connected to onshore
powers supply system. The
articlecontainstheresultsofsurveysconductedwith
usingoftworesearchmethodstoadjusttheresearch
technique to the respondents’ needs, i.e. CASI
(Computer‐Assisted Self Interviewing) and EMS
(ElectronicMailSurvey).
For the purposes of research, the following
research questions were formulated, i.e.: Which
seaports
inNorthernEuropehavetheonshorepower
supply for giant cruise ships? Which ports in
NorthernEuropeoffertheonshorepowersupplyfor
giant cruise ships? Which ports plan to invest in
onshore power supply for giant cruise ships? What
factorsinfluenceportauthoritiesʹdecisionsregarding
the investments in onshore
power supply for giant
cruiseships?
Thearticlecomprisessevenparts.Itbeginswithan
introduction and the theoretical approach to issues
related to finding solutions in the area of energy
savingandreducingthelevelofpollutionemittedby
cruise ships to the environment, when they stay in
ports and
are supplied with shore‐power supply.
Then, the methods of implementing the research
processweredescribed.Thedescriptionincludesthe
methods, techniques and instruments used in the
implementation of research. In subsequent chapters,
theresultsofresearchandthediscussiononresearch
results are presented. The article ends with a
summary containing conclusions drawn after
analysing the results, and the description of
limitationsandrecommendations forfuture research
relatedtotheanalysedsubject.
2 THEORETICALAPPROACH
The issues related to ship power supply and port
authority investments in onshore powers supply
(OPS) have recently been the subject of numerous
research and
scientific analysis. Several trends of
researchcanbedistinguishedhere;thefirstrefersto
powersupplysystemsonships(22),andthesecondto
theinfrastructureatthequaysinports.(32)
A lot of research concerns the optimization of
energy consumption on ships and the search for
opportunities to
introduce new technological
solutions to increase energy efficiency. G. Baroneet.
al. (2021). G. Barone et. al. (2021) (2) described the
optimization of ships energy systems. An important
partalsoreferstoresearchonadaptingcruiseshipsto
be connected to shore‐side energy. Unfortunately,
currentlyfewvesselshavethistype
ofequipment,but
thesituationisimprovingyearbyyear,asshipowners
invest significant resources in this type of solutions.
(20) However, most of the publications concern
mainlytheengineeringaspects(27),(19)andfarfewer
arededicatedtotheeconomicandsocialissues.
Interesting research was also conducted by
the
team of José E. Gutierrez‐Romero et. al. (2019) (11),
wheretheyanalysedtheimplementationofOPSfrom
renewableenergysources.MoreoverN.N.AbuBakar
et. al. (2023) (1) described electrification of OPS in
maritime transportation as the way for
decarbonisationoftheseaports.Furthermore,LWang
et.al(2021)
(30)proposedthebilevelhybrideconomic
approachforoptimaldeploymentofOPS.
In the Baltic Sea and North Sea region, various
initiativesareundertakentointegratethecommunity
involved in the development of cruise shipping. A
good example is the project entitled “Green Cruise
Port(GCP)–SustainableDevelopmentof
CruisePort
Locations” which was initiated in 2016 (26). The
project involved 20 partners, representing different
backgroundsincludingseaports,ship‐owners,tourist
organizations and cruise lines, representatives of
publicauthoritiesandresearchinstitutes.Theproject
aimed to develop a strategy for the sustainable
development of cruise shipping, including primarily
encouragingport
authoritiestomakeenvironmentally
friendlyinvestmentsanddevelopingsmarttransport
connections linked to the supply chains. Within the
project,threemainworkpackageswereimplemented,
i.e.: Sustainable Energy Supply & Innovative
Solutions for Emission Reduction; Smart Cruise
TerminalBuildings&InnovativeReceptionFacilities;
andSmart Cruise Port Traffic Solutions&
Economic
Effects(26).Investmentsinshorepowersupplywere
indicated as one of the most important tasks to
performinthefirstpackage.
An important factor that determines the seaport
authorities’ considerations on the possible
investments in the onshore power supply for giant
cruiseshipsreferstotheconditionofhydrotechnical
infrastructure, and above all the depth at port
fairways,thedepthatthequaysinportbasins,aswell
asthelengthofquaysdedicatedorprovidedtocruise
ships. The second important factor affecting the
investmentsininfrastructurededicatedtocruiseships
in seaports refers to the role the
port plays on the
maritime cruise market. If a seaport is a typical
popularbaseportorportofcallvisitedbyhundreds
ofcruisesshipseveryyear, thereareseriousreasons
to invest in port infrastructure including onshore
powersupplyforcruiseships.SuchportsinNorthern
Europe include: Copenhagen,
Stockholm, Kiel,
Rostock and Southampton. Numerous cruise ship
calls guarantee high demand for shore‐side energy
services,providingafasterreturnoninvestment.
Unfortunately, the cost of investing in onshore
power supply is a serious barrier for many port
authorities. Certainly, various solutions in this area
arealreadyavailableon
themarket,buttheeconomic
balance is still unfavourable for port authorities,
becausetheseinvestmentsareveryexpensiveandpay
offaftermanyyears.Portauthoritiesencourageboth
local and public bodies to invest in onshore power
supply. Such actions are exemplified by the
investment in the Port of Bremen/ Bremerhaven,
359
where the capital from the federal and state
governmentshasbeeninvolved(28)andtheonshore
power supply for cruise ships will soon be put into
operation.
Seaport authorities, especially those visited by
numerouscruiseships,oftenfacepressurefromlocal
communities and environmental organizations to
reduce the number of
ships in order to reduce the
environmental damage they cause. Cruise ships
mooredto thequayswait forpassengers for8 to 12
hours a day and during this time all on‐board
equipment is connected to on‐board engine power
system.Thisgeneratesconsiderablevibrationsfeltby
theresidents
livinginportareas,generatesnoise,and
ship power plants burn huge amounts of fuel (4),
which results in harmful emissions into the natural
environment(10).Providingthepossibilitytoconnect
cruiseshipstoshore‐sidepowersupply(3)could,ina
sense,solvetheseissues.Inaddition,thecostof
shore‐
poweredenergyismuchlowerthansupplyingaship
withenergyfromshippowerplants.Insometourist
destinations such as: Venice (Italy), from 2021 the
mooring of giant cruise ships is prohibited in the
Giudecca canal, which is located next to St. Markʹs
Square. This is the
result of the pressure from
UNESCO, concerned about the damage caused by
environmental pollution (13). Whereas in Dubrovnik
(Croatia)thenumberofcruiseshipshasbeenlimited
toamaximumof8,whichcanbehandledintheport
atthesametime.
3 MATERIALSANDMETHODOLOGYOF
RESEARCH
Inthe
articleseveralmethodsofdatacollectionwere
applied, i.e. exploratory method, desk research and
survey method. The research was preceded by pilot
studies in July and October 2021, and the relevant
studieswerecarriedoutintheperiodfromNovember
2021toMarch2022.ThirtytwoportsfromtheNorth
SeaandBalticSearegionwereinvitedtoparticipatein
the study, but unfortunately only 9 ports finally
decidedtotakepartintheresearch.
The articlepresents part of the results of surveys
conductedintheabove‐mentionedports.Theanalysis
in this article referred only to issues related to
preparing the energy infrastructure in seaports as
regards the supply of shore‐based energy to cruise
ships. The research was conducted with the use of
two survey methods, i.e.: Computer Assisted Self
Interviewing‐CASI,,whichallowstherespondentsto
complete surveys in person, and theElectronic Mail
Survey–EMS,
method,i.e.aquestionnairesentbye‐
mailtotherespondents.Thequestionnaireusedinthe
researchconsistedof21questions,including15closed
questions and 6 open‐ended questions, allowing the
respondentstoanswerfreely.Theresearchfocusedon
various aspects of seaport sustainability activities,
including but not limited to
monitoring pollution
indicatorsinports,issuesrelatedtoportinvestments
in increasing energy efficiency and applied
technological solutions in this respect. This article
involvesonlypartoftheresearchresultsrelatedtothe
onshorepower energysystems investmentsinports,
and the remaining analyses of research results have
been published
inother scientific papers. The article
alsoinvolvesscientificpublicationsandreportsfrom
seaports as well as the most important legislation
regarding energy efficiency and sustainable
development. The results of researchwere subjected
tocomparative,logicalandcriticalanalysis.
4 THERESULTSOFTHESURVEY
Currently,accordingtoCLIA,only32%
ofglobalfleet
capacityisequippedwithShoreSideElectricity(SSE),
but 58% of new capacity is committed to be OPS
compatible(5).Investmentsinonshorepowersupply
(OPS)makeagreatchallengeforseaportauthorities.
Theon‐boardpowersystemsandtheonshorepower
energysupplysystemsdiffer(6,6/11
KV&50/60Hz).
Thismeansthattheneedtoinvestintransformersand
frequency converters. On average, cruise ships,
depending on their gross registered tonnage, also
havedifferentenergyneeds,i.e.onaveragefrom3to
16MW(23).InNorthernEurope,onlyafewseaports
offer the possibility of
connecting cruise ships to
shore‐sideenergy.Thesituationismuchbetterwhen
it comesto connecting ferriesto shorepower. These
types of installations are located in ports in:
Stockholm, Gothenburg, Kristiansand, Oslo and
Gdynia.
InCopenhagen(Denmark),thelargestbaseportof
the Baltic Sea, there is still
currently no onshore
energy supply system dedicated to the cruise ships,
while the port authorities plan to investin this area
and3onshorepowerpointsatOceankajberthand2
onshore power points at Langelinie berth are to be
launchedin2025.(7)
The port of Tallinn (Estonia) is considered
to be
one of the most important ports of call in the Baltic
Sea Region. It has currently five new modernized
cruise berths. Furthermore, a modern ferry terminal
has recently been opened there, using modern
technologiestoincreaseenergyefficiencyandenergy
saving. Unfortunately, when it comes to OPES, the
Tallinn port authorities has been planning such
investmentsonthequaysforthefuture.(7)
ThePort ofRoenne(Denmark)However,onshore
powerenergysupplysystemsforcruiseshipsareonly
availableinKiel,Rostock,HamburgandKristiansand.
(23) From 2021 the o OPES is available in
Warnemünde (Rostock‐Germany) and
gives the
possibility of connection up to 20 MVA of electrical
energy. Thanks to the use of integrated frequency
converters, shore‐side electricity is converted to
international standards of the shipboard power
systems(25).(table1).
In the port of Kiel (Germany) shore power for
cruiseshipsis offeredon
fourquays,three ofwhich
areontheso‐called“shorepowerplants”(Ostseekai
B.27, Ostseekai B.28 and Ostuherhaven B.1) and one
so called “on‐shore power connecting point” at the
Norwegenkai B22. A maximum power input at this
berthamountsto4.5MVAatanelectricvoltageof10
KV
andagridfrequencyis50Hz.(24)(table1).
In Germany, the next OPS dedicated to the
maritimeshippingwillbeinstalledbytheendof2023.
360
Ten onshore power energy systems dedicated to the
maritime shipping including one at the cruise
terminal will be installed at the Port of
Bremen/Bremerhaven.This investmentwill consume
a total budget of 36.4 million US dollars. This is a
resultofanagreementsignedbetweenthefederaland
state governments
who decided to finance this
investment. Currently, the port of Bremen and
Bremerhavencurrentlyhasatitsdisposalonesystem
forsmallshipsupto110minlength.
Table1Onshoreenergysupplysystemonthecruiseberths
ofthesurveyedseaports
________________________________________________
NameCruiseberths SSE
oftheSeaportparameters (shoreside
Max. Max. electricity)
Length Draughth
________________________________________________
PortofRostock
Pier1‐4240m 7,3m ‐
Pier7295m 9m PowerCon
Pier8330m 9m PowerCon
PierLP31330m 9.3m ‐
PortofTurku
RiverAuraPier1130m 7m ‐
RiverAuraPier280m 6m ‐
Pier
23220m 8m ‐
Pier25240m 8m ‐
Pier35–36240m 8,5m ‐
PortofMukran
Quey2365m 9,5m ‐
PortofRoenne
KrydstogtskajenP31‐32 250m 9m ‐
Tværmolen‐P22‐23130m 7m ‐
Kulkajen‐P13160m 7
m ‐
Multipier‐P34350m 11m ‐
PortofBremen&Bremerhaven
ColumbusCruiseCenter1000m 9,8m From2023
PortofStockholm
NynäshamnSeawalk 500m 15m ‐
BuoyatStrömmen 400m 25m ‐
Stadsgården160300m 7,4m From2024
Stadsgården167500m 9,4m
 From2024
Värtahamnen511 266m 10m ‐
Skeppsbron105130m6m ‐
Frihamnen638400m 9,5m ‐
Frihamnen634300m 9m ‐
Frihamnen655350m 9,1m ‐
Värtahamnen515 255m 8m ‐
PortofKiel
OstseekaiB.27300m 9,5m On‐shore
powerplant
OstseekaiB.28300m 9,5m On‐shore
powerplant
NorwegenkaiB22 300m 9m On‐shore
power
connecting
point
OstuherhavenB18000km 9,5m On‐shore
powerplant
PortGdynia
FrenchBerth350m 11,5m Gridfor
ferries
Portof
Aarhus
Berth129/131320m 10m from2023
Berth503430m 12,5m from2023
________________________________________________
Source:ownstudy(25),(23),(28),(24).
The port of Aarhus (Denmark) will also provide
thepossibility of connecting ships toonshorepower
from2023,asthefirstDanishseaport.From2024,two
OPS units for cruise ships (Stadsgården 160 and
Stadsgården167)willalsobeavailableintheportof
Stockholm(Sweden).Currently,thereisonlyone
unit
forsmallcruiseshipsandoneforferries.
However,inPoland,intheportofGdynia,atthe
Public Ferry Terminal at the Polish Quay, only OPS
wasinstalledtosupplyenergyfromtheshoretothe
ferries, because it can only supply electricity from
land with the following
parameters: 3 MVA; 11 kV;
50Hz/60Hzfromthe shorepower grid15 kV 50 Hz,
unfortunately, which is not enough for cruise ships.
At the moment, the port authorities do not plan the
investments in this field. The shore power supply
only for ferry vessels is also availablein the Port
of
Roenne(Denmark)andtheportauthoritiesisn’tgoing
toplananyinvestmentsinthisfield.
Theresearchshowedthat56%testedportshavea
”shore to ship system” but mostly for small ship
vessels,usuallyforferryvesselsand33%oftheports
surveyed declared that they’re equipped with
a (33)
“Shoreboxʺsystem.(figure1).
Figure1. Seaport preparation for shore power supply to
cruiseships
Source:ownstudy.
Currently,globalcruisecompaniesareintroducing
largerandlargervesselstothemarket,whichrequire
the preparation of appropriate reception
infrastructureinseaports.Thisposeshugeinvestment
challenges for cruise port authorities. The largest
cruiseshipsexceedthelengthof360mandthewidth
of 48 m, and require a
draft of up to 10 meters.
Unfortunately,astheresultsoftheresearchshowed,
only a few seaports have got adequate berths to
handlethesetypesofvessels.(table2).
Table2.Infrastructureinseaportsdedicatedgiantcruise
vesselsintheseportsinNorthernEurope
________________________________________________
Nameoftheseaport Cruiseseaport Capital
infrastructure investments
forgiantcruise plannedincruise
shipsseaportsforgiant
(>360mthelength;cruiseships
220thousandGT)
________________________________________________
PortofRoenneNoNo
PortofTurkuNoNo
PortofMukranNoNo
PortofRostockYesNo
PortofBremenand NoYes
Bremerhaven
PortofStockholm YesNo
PortofKielYesNo
PortGdyniaYesNo
PortofAarhusYesNo
________________________________________________
Source:ownstudy.
361
Theresultsofthesurvey(Table2)showedthatnot
allportshavededicatedquayspreparedformooring
andhandlinggiantcruiseshipsexceeding360meters
inlengthandatonnageofover220,000GT.Asarule,
seaports in the Northern Europe have infrastructure
that allows the reception of
typical cruise vessels
(about 3000 PAX capacity). Only a few of them are
prepared to receive the largest cruise ships in the
world,suchas:OasisoftheSeasorHarmonyofthe
Seas.Amongthesurveyedportsofthistypeofships
canbemooredonlyinthePort
GdyniaPort,thePort
ofKiel,thePortofStockholm,thePortofBremen&
Bremerhaven and also in the Port of Aarhus. These
ports have appropriate quay lengths and depths of
fairwaysatquays(table1).
Table3.TheseaportactivitiesinNorthernEuropeto
monitorenergysourcesusedbycruiseships
________________________________________________
NameoftheSeaport Seaportguidelines Monitoringofthe
regardingtheuse sourceofenergy
ofenergybycruise generationby
shipscruiseships
mooringsatthe
berth
________________________________________________
PortofRoenneNoNo
PortofTurkuYesNo
PortofMukranNoNo
PortofRostockNoYes
PortofBremenand NoNo
Bremerhaven
PortofStockholm NoNo
PortofKielYesNo
PortGdyniaNoNo
PortofAarhusNoNo
________________________________________________
Source:ownstudy.
Itwasalsocheckedwhethertheseaportguidelines
regardingtheuseofenergybycruiseshipsberthedin
the cruise seaport have been developed and made
availabletotheship‐owners.Theresultsofthestudy
showed that only the Port of Kiel and the Port of
Turku developed such kind
of guidelines. However,
themonitoringofthesourceofenergygenerationby
cruiseshipsmooringsattheberthsiscarriedoutonly
inthePortofRostock(Table3).
5 DISCUSSION
Bearinginmindthatthemostimportantinternational
institutions and organizations introduce strict
guidelines and regulations regarding the level
of
pollutantemissionsfromshipsintotheenvironment,
seaport authorities must implement environmental
management systems and invest in new energy‐
savingtechnologiestoeliminatethelevelofpollution
generatedbyshipsmooredatthequays.
At present, the restrictions and strict regulations
onthelevelofCO2,NO2,andSOxemissions
intothe
environment provided in the MARPOL Convention
(12), and also in the Agenda for Sustainable
Development (29) and the European Green Deal (9)
constitutethe point of referenceinport activitiesfor
thesustainabledevelopment.Themainassumptionis
to achieve a reduction in net greenhouse gas
emissionsby
atthelevelof55%by2030andnet‐zero
greenhouse gas emissions (5) by 2050. Admittedly,
these are very ambitious plans, considering the
current progress of port activities in this respect.
These restrictions force seaport authorities to take
measurestomodernizetheexistinginfrastructureand
invest in new technological solutions
(17). Port
authoritiesalsomonitorthelevelofpollutionemitted
from ships, and introduce various incentives in the
form of discounts and rebates for ship‐owners for
their use of port infrastructure. The most popular
indicator monitored in ports is Environmental Ship
Index(ESI)(8).Thisindicatorisusedto
determinethe
level of fees in most seaports for the use of
infrastructureandservicesprovidedintheport.(16)
Cruise ship owners and designers make every
effort to find various solutions to save energy and
reducethecosts.Theshipsareequippedwithdevices
enabling them to be connected to
onshore power
supply, but this is an expensive investment of 0.5
millionto10millionEurosdependingonthetonnage
ofthevessel.(6)
In the ports analysed, there are the so‐called
“shorebox” systems, on‐shore power plant or on‐
shore power connecting points. Meanwhile, on the
market, we
can observe various OPS infrastructure
solutions: mobile power generator units with
combustion engines, air‐cooled frequency converters
(from 50 Hz to 60 Hz voltage), compact modular
cabling system and main transformer station with
localstationsattheberths.(17)
ShipsconnectedtoOPSgeneratesavingsforship‐
owners, and most importantly
have an impact on
reducing the demand for energy generated by ship
powerplants,whichsignificantlyreducestheamount
of pollutionemitted to the environment in the port,
reduces vibrations and engine noise, and this is
extremely important for the comfort of life of local
communities living in the vicinity
of ports. Ship‐
ownersapplyvarioussolutionsontheirshipsaspart
of their search for opportunities to save energy and
increase energy efficiency: hybrid engines; electric
propulsion systems, and also solutions combining
solar panels, photovoltaic panels; installation of
collectors on sunny parts of a ship, LED luminaires
and solar lighting,
but also chilling water network
chillersareappliedtoproducethecooling.(14)
It should be emphasized that seaport authorities
facegreatchallengestoadapttheinfrastructuretothe
increasingly larger vessels and provide them with
access to new technological solutions in the area of
energy consumption. The currently built
ships can
takeonboardover6,500passengersandalmost3,500
crew.Thecapacityofrecentlybuiltvesselsexceed220
000GT,380meters inlength,andeven47 metersin
breadth. (15) Such giant vessels generate huge
demand for energy to ensure smooth and reliable
operationofallequipment,machinery
anddeviceson
board,andservethousandsofpeople.
The analysis conducted shows that actions in
favouroftheonshorepowersupply installationsare
taken in an increasing number of seaports in Baltic
Europe. Taking into account the environmental
advantages of connecting ships to shore‐side power
supply,itseems
thatthisistherightdirection,butthe
analyses of economic efficiency in using this
infrastructure still make port authorities hesitant to
starttheseinvestments.
362
6 CONCLUSIONS
The results of the studies showed that seaport
authorities see the advantages of investments in
onshorepowersupplybutontheotherhandtheyalso
realizethattheinvestmentsinthisfieldareverycost‐
intensive and require public co‐financing, as it is in
the case of
the port of Bremen/Bremerhaven. Such
solutions are very important for sustainable
development of the coastal areas. The situation is
much worse when it comes to OPS for giant cruise
ships, which require much more connection power.
The largest cruise ships need such power as an
average small city and this
is not economically
justified, but it is of a great importance for
environmentalprotection.
Theanalysisofresearchresultsshowedthat:
The analysed seaports in Northern Europe make
investments to increase energy efficiency and
reduce the level of pollution emitted from ships
when they are berthed at the quays. This
is
demonstrated, for example, by the planned
investments in the port of Stockholm, the Port of
BremenandBremerhavenandthePortofAarhus.
The majority of ports in Northern Europe (e.g.
Roenne, Stockholm, Gothenburg, Kristiansand,
Oslo and Gdynia) already have quayside energy
infrastructure to connect small vessels, mainly
low‐power ferries < 3MW, and most of them no
longer plan to invest in higher capacity OPS for
economicreasons.
Currently onshore power supply for giant cruise
shipsareonlyavailableinKiel,Rostock,Hamburg
and Kristiansand and in Warnemünde (Rostock‐
Germany).Thegiantcruiseshipsrequireinstalled
power
from6MVAto20MVA.
Theuseofintegratedfrequencyconvertersallows
shore‐side electricity to be converted to the
international standards of the shipboard power
systems but the high cost of OPS maintenance
discourages seaport authorities from investing in
suchsolutions.
Investmentsinonshorepowersupplysystems
for
giantcruiseshipsareverycost‐intensivesincethey
require huge connected load; therefore they are
made mainly by port authorities in cruise ports
classifiedaspopularandyear‐roundports,where
the frequency of cruise ship calls provides the
returnoninvestmentandiseconomicallyeffective.
Investments in
onshore power supply should be
co‐financed from publicfunds since reducing the
level of pollution emitted by ships during their
stayinportsandincreasingtheenergyefficiencyis
a matter of common interest, including in
particular the local authorities of coastal regions
andtheirresidents.
It seems
important to look for technological
solutions providing a reduction in cruise ships’
demand for shore‐based energy. In recent years,
wecan seethatship‐owners arelooking forsuch
solutions, which is manifested in installing them
onnewvesselsandmodernizingthecurrentfleet
throughtheuseofecologicalsolutions
onshipsin
theformof,for example:combiningsolarpanels,
photovoltaic panels; installation of collectors on
sunny parts of a ship, LED luminaires and solar
lightingetc.Theseactionswillcertainlybringthe
expected economic and environmental effects in
thelong‐termperspective.
In conclusion, it should be emphasized
that the
situationis not easy either for seaport authorities or
ship‐owners. Both of them face the challenges
imposed by international institutions in the area of
environmental management. The goal set to achieve
net‐zero greenhouse gas emissions by 2050 is an
ambitioustask.Itshouldalsoberememberedthat
itis
sea transport that generates the largest amount of
greenhouse gas emissions to the environment.
Therefore, entities throughout the maritime supply
chain must pursue policies for the sustainable
developmentandthereductionofharmfulemissions
intotheenvironment.Investmentsinonshorepower
supply can be one of the important
elements of the
seaportinvestmentpolicy.
7 LIMITATIONS&RECOMMENDATIONS
The author is aware about the limitations resulting
from the research conducted and the research
methodology applied. The research was carried out
with the use of the CASI and EMS methods, and
despitethefactthattheresearchcoveredatotal
of32
ofthemostimportantcruiseseaportsintheNorthern
Europe,only9agreedtoparticipateinthisresearch.
Consequently,theresearchresultsshouldbeanalysed
withgreatcautionandtreatedmoreasananalysisof
case studies, because these are certainly not
representative studies, but targeted studies. In
order
to supplement the information that could not have
beenobtainedasaresultofthesurvey,theauthoralso
applied the exploratory method and used the data
availableinannualreportsandstrategicdocumentsof
seaports.
The future studies could refer to the analysis of
investment costs related to the
construction of
infrastructureintheareaofOPSandtheassessment
ofeconomicefficiencyofthistypeofinvestment.The
seaport authorities most often point to the fact that
maintaining OPS is a significant barrier to their
decisions on undertaking such projects. The
presentation of the sources of financing such
investmentandthefinancialprojectionusingvarious
scenarios could be an interesting cognitive material
forportauthoritiesandotherstakeholders.
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