Gemiddelde walstroomvraag Masterclass
How much power does a ship actually draw at berth? The same vessel can vary by 300%, sister ships doing exactly the same can differ by 30%, and Tankers of the same size can differ tenfold in installed capacity. This masterclass explains the methodology we use to estimate average shore power demand per ship category, using GT-based scaling functions and calibrated load factors built on 7,102 ships and 153 measured datasets.
Masterclass: Walstroomaansluitingen en prijzen – wat kost walstroom per kWh?
Shore power is becoming mandatory in the EU from 2030, but no regulation says what it should cost. This masterclass explains how an OPS connection is defined, the three pricing models used across EU ports, what shipowners currently pay per kWh, and how that compares to generating electricity onboard.
Hoe energieopslag geld verdient met het elektriciteitsnet: een ontwikkelaarsgids voor inkomsten uit netdiensten
Batteries can earn money from the grid in three ways: balancing (steady capacity fees), trading (price spreads), and congestion management (local activation). But grid services are fragmented by country, operator, and product: what works in the Netherlands doesn't work in Germany. This guide shows energy storage developers how to stack these three revenue streams for maximum ROI. Intended for developers in port environments.
Wat kost het om aan boord van een schip elektriciteit op te wekken?
This case study determines the cost of generating electricity onboard a ship using auxiliary diesel engines to determine when it is more cost-effective to purchase electricity from the grid in port. Results show that fuel costs alone sit around $0.20 per kWh, but once regulatory compliance costs are layered on top, the total effective costs rise sharply to $1.00 per kWh by 2040.
Walstroomprijs (OPS) per kWh in de EU
AFIR and FuelEU Maritime make the use of onshore power supply (OPS) effectively mandatory but say nothing about what it should cost or how it should be priced. The result is a patchwork of tariff designs and varying levels of transparency, making like-for-like comparisons difficult for shipowners and operators. This blog aims to provide at least some guidance on the matter.
Aansluiten of betalen? Wat kost walstroom en wanneer loont het?
When does the use of shore power become cost-effective for shipowners under new EU and IMO regulations? Using the Shore Power Quickscan, this article breaks down key cost components such as fuel, electricity, EU ETS, FuelEU Maritime, and the upcoming IMO Net-Zero framework and compares cost impact of different routes on a 2,500 TEU containership. Results show that while shore power can already deliver savings from 2025 onwards (!), its competitiveness strengthens sharply after 2030 as compliance costs rise.
Walstroomvraag naar elektriciteit in EU-havens vanaf 2030
Accurate estimation of shore power demand at EU ports has become essential due to strict regulations like AFIR, which requires electrification for 90% of port calls by container and passenger ships at TEN-T ports by 2030. This blog evaluates three methods—using EU MRV fuel data, Sustainable Ships’ ship-specific power database, and ICCT research—to estimate the Total Addressable Market (TAM) for shore power. Results show the total annual electricity demand across EU ports is between approximately 6 and 13 TWh, highlighting the significant scale of infrastructure investment ahead.
Businesscase voor een offshore-bouwschip met een walstroombatterij
This case study evaluates a mobile shore power battery barge designed for an offshore construction vessel in the Port of Rotterdam. An average power demand of 2.4 MW and a peak demand of 5 MW is assumed. This results in the requirement of twelve 20-ft containerized batteries integrated into a High Voltage Shore Connection (HVSC) system. Total costs of the power barge are estimated at $9.5M with a yearly revenue of approx. $2.5M.
Businesscase voor een feedermax-containerschip met een walstroombatterij
This case study evaluates a mobile shore power battery barge designed for a 1,730 TEU containership in the Port of Rotterdam. An average power demand of 329 kW and a peak demand of 1 MW is assumed. This results in the requirement of two 20-ft containerized batteries integrated into a Low Voltage Shore Connection (LVSC) system. Estimated savings for the ship reach €500 per 24-hour period, primarily due to reduced FuelEU compliance costs, which could exceed €600,000 over 10 years.
Wat is de gemiddelde walstroomvraag van een containerschip?
Accurate estimates of containership power demand are becoming increasingly critical due to stringent regulations, such as FuelEU Maritime, in combination with technical complexities. Ship power demand varies significantly depending on size, onboard equipment installed, and operational profile. These uncertainties places considerable pressure on terminal owners, port authorities, and developers to design and implement shore power infrastructure. This blog aims to provide guidance on this issue.