United Kingdom

Government

Oct 13

Written By Vincent Doedee

UK Chamber of shipping has adopted a target of net-zero emissions by 2050.
UK Chamber of Shipping advocates widespread shore power adoption by 2030.
At present, only two ports in Britain are equipped for shore power – Orkney and Southampton.

Download Shore Power Position Paper

Regulations

BP has the ambition to become carbon neutral by 2050. Learn all about the targets and ambitions of BP with regards to maritime sustainability.

Shell

Shell has the ambition to become carbon neutral by 2050. Learn all about the targets and ambitions of Shell with regards to maritime sustainability.

UK ETS

Learn all about the United Kingdom Monitoring, Reporting and Verification regulatory framework used to determine carbon tax for shipping industry.

UK MRV

Learn all about the United Kingdom Monitoring, Reporting and Verification regulatory framework used to determine carbon tax for shipping industry.

The United Kingdom (UK) has traditionally been very progressive in terms of environmental protection on land, but insignificant at sea. Additionally, due to political upheaval in the last few years including Brexit, legislation with regards to maritime sustainability has been minimal. This has resulted in almost no dedicated legislation for vessels and arguably the least amount of shore power connections of any developed country. Recently an uptake on sustainability and decarbonization is taking place, and new ambitions have been announced focussing on shore power and the duplication of the European MRV and ETS system for shipping.
The UK Chamber of Shipping has adopted a target of attaining net-zero emissions by 2050, twice the current level of ambition at IMO. It wants to see British shipping accelerate its decarbonization efforts, to include widespread adoption of shore power at UK ports by 2030. It forms part of new 12-point regulatory framework being called for by the industry to drive widespread adoption of shore power and other zero emission options by 2030 at the latest (download the shore power position paper here).
For certain types of vessels, in maritime ports, shore power will need to cover at least 90% of a vessel’s requirement starting in 2025. At present, only two ports in Britain - Orkney and Southampton - are equipped for shore power. TEN-T core and comprehensive inland waterway ports need to provide at least one installation that supplies shore side electricity to inland waterway vessels with some ports starting in 2025.
For vessels operating in UK waters, the UK MRV and UK ETS systems are being developed to monitor (MRV) and tax (ETS) emissions from shipping. These are supplementary to the EU MRV and EU ETS systems and only apply to UK-UK and UK-external travels. When travelling from and to a European site, the system is not required. More information is provided in the subsequent chapters.

Stories

Biofuels in decarbonization for maritime industry - Q&A with FincoEnergies

This Q&A session explores the role of biofuels in decarbonizing maritime transport, featuring Johannes Schurmann, Commercial Director Marine at FincoEnergies, supplier of biofuels and supporting shipowners in adopting biofuels with end-to-end services, from technical assessment to regulatory documentation. Johannes shares insights into market developments, pricing trends, regulatory impacts, and operational considerations, focusing on the practicalities of switching to biofuels.

Llow carbon ammonia as maritime fuel - Q&A with Ten08

This Q&A session explores the role of low-carbon ammonia in decarbonizing the maritime industry, featuring Jean and Paul, co-founders of Ten08, a Houston-based company developing low-carbon ammonia for industrial and maritime use. Ten08’s mission is to supply the maritime sector with scalable and clean ammonia.

Fuel and compliance costs for offshore workboat in North Sea

Operating an offshore workboat in the North Sea area until 2050 will impose significant financial and operational pressure due to tightening environmental regulations and mounting compliance obligations. Modelling of compliance costs shows a clear tipping point in 2040, with FuelEU Maritime becoming the dominant driver, although FuelEU currently applies to vessels above 5,000 GT only. Results for a large offshore workboat operating year-round in the North Sea show that the maximum projected cost exposure could reach up to $250 million between now and 2050.

Business case for a Feedermax containership with a shore power battery

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.

Choosing the right fuel: a brief guide to future prices and compliance costs

This case study analyzes 10 marine fuels using an HFO-equivalent model to determine their full lifecycle costs, including fuel prices and regulatory compliance costs, from 2025 to 2050. The results highlight a critical tipping point in 2040, driven by the FuelEU Maritime regulation increasing carbon intensity reduction targets sharply from 14.5% to 31%. This blog provides shipowners with guidance on how to navigate these evolving cost scenarios and maintain competitiveness to ensure future-proof investments.

FuelEU & EU ETS compliance costs for a 3,000 TEU Panamax containership

This case study determines the costs of compliance for a 3,000 TEU Panamax containership with respect to FuelEU and EU ETS. Estimated annual compliance costs for business as usual range from $2.5M in 2025 to $23M in 2050. Two different pathways are evaluated to determine mitigation options and OPEX costs: shore power and wind-assisted propulsion. Savings for shore power are approx. $400k per year in 2025, savings for wind-assisted propulsion are approx. $600k in 2025.

FuelEU + EU ETS compliance costs for CMA CGM, Hapag-Lloyd and COSCO

This case study calculates and compares EU ETS and FuelEU compliance costs for three major shipping companies: CMA CGM, Hapag-Lloyd and COSCO. From 2025 until 2050, these three companies will pay a total compliance cost of $54B (CMA CGM), $25B (Hapag-Lloyd) and $32B (COSCO).

Compliance costs of VLSFO vs. bio-methanol vs. e-ammonia

This case study calculates and compares the compliance costs with regards to EU ETS and FuelEU for VLSFO, bio-methanol and e-ammonia. Results show that the averaged compliance costs for VLSFO between 2025 and 2050 are $966 per mT.

FuelEU pooling with full electric chemical tanker

This case study determines the effects of pooling a fully electric small-sized chemical tanker with similar type vessels in the context of FuelEU Maritime. The results show that a single electric ship can include up to 69 ships in its pool in 2025, each ship consuming 2,555 mT MDO per year.

What is the average shore power demand of a container ship?

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.

How to decarbonize your ship - RoRo Cargo + shore power + FuelEU

This case study determines the impact of FuelEU Maritime on a shore power refit for a RoRo Cargo ship under multiple loading and operational conditions. Pending on the amount of days connected to the grid and the average load while moored, it is estimated that shore power can save €250,000 per year.

How to decarbonize your ship - battery hybrid + varying engine load

This case study also examines a general cargo ship with an auxiliary engine of 116 kW that is outfitted with a battery to make it a ‘battery hybrid’ while at berth. Again the battery pack powers the ship for several hours while idling or moored and is recharged using the auxiliary engines. This time however, engine load is varied in different loading scenarios to determine the impact of different operational profiles on the business case.

How to decarbonize your ship - general cargo ship with battery hybrid

This case study examines a general cargo ship with an auxiliary engine of 116 kW that is outfitted with a battery to make it a ‘battery hybrid’ while at berth. The battery pack powers the ship for several hours while idling or moored and is recharged using the auxiliary engines. Cost savings generally occur with an average engine load below 50%, but are mostly dependent on engine maintenance costs, spares and consumables as well as total battery pack costs.

Impact of FuelEU Maritime on shore power business case

This is a case study that determines the impact of FuelEU Maritime on a shore power refit business case up to 2050, taking several ships and varying input parameters to determine the impact under multiple conditions. As FuelEU Maritime will make shore power mandatory in 2030 for passenger- and containerships, this tool will help to determine the impact of that regulation on your business case.

How to decarbonize your ship - Feeder + Shore Power

This is a techno-economic case study that provides guidance for decarbonizing a feeder by means of a shore power refit. Shore power will be made mandatory by 2030 for these ship types as per FuelEU Maritime regulation. A step-by-step approach is given to estimate costs, analyse technical feasibility, and create a business case for the shore power refit in general.

Optimize your FuelEU Maritime pooling strategy

The FuelEU Maritime pooling mechanism is complex. The FuelEU Pool Tool makes it simple. Use this tool to compare cost impact of FuelEU, EU ETS and the fuel itself when pooling up to ten different ships. Blend different quantities of fuel, change fuel properties and compare the cost outlook until 2050 to make your very own FuelEU pooling strategy.

FuelEU compliance penalty for all fuels

FuelEU is complex. The FuelEU Case Maker makes it simple. Use this tool to compare cost impact of FuelEU, EU ETS and the fuel itself for up to five different cases. Blend different quantities of fuel, change fuel properties and compare the cost outlook until 2050 to make your very own FuelEU strategy.

Sustainovation with ICO Terminals - Lunch and Learn

How do we deal with the challenges surrounding shore power? Why is standardization so important? And what will we achieve with collaboration? Find out together with Fanni Arvai, Innovation & Sustainability Manager at International Car Operators and passionate about changing the maritime industry in a positive way with a vision for a more inclusive and environmentally conscious future.

Overview of Shore Power Sockets and Plugs - IEC/IEEE 80005

IEC/IEEE 80005 is the main standard for shore power. This standard categorically divides shore power plugs and sockets into low voltage shore connection systems (LVSC < 1 MVA) and high voltage shore connection systems (HVSC > 1 MVA). LVSC systems are governed by IEC/IEEE 80005-3 for operability and IEC 60309-5 for dimensions. HVSC systems are governed by IEC/IEEE 80005-1 for operability and IEC 62613-2 for dimensions.

Project BOEI - Lunch and Learn

On behalf of the Province of South-Holland, Sustainable Ships has been project leader of 'Project BOEI’, a techno-economic feasibility study on the electrification of tankers off the coast of Scheveningen, Netherlands. The study was performed with consortium members InnovationQuarter, Bluewater, Knutsen, EOPSA, Rijkswaterstaat, Campus@Sea, Port of Rotterdam, KVNR and Cavotec. This lunch and learn is the recording of the close-out session in which main findings were presented.

Project BOEI

Project BOEI is a techno-economic feasibility study on behalf of the Province of South-Holland on the electrification of tankers at the Scheveningen anchorage. The goal is to identify the most feasible technical solutions and risks, in addition to cost and emissions reduction estimation. Primary drivers are reduction of NOx and CO2 emissions. Total costs for all scopes combined is €14M (~€12M for infra and ~€2M for ship). E-anchor and subsea cabling are approximately 50% of all cost. Break-even price parity for shipowner and provider of power is at around €0.20-€0.25 per kWh.

Mobilyze Renewable Energy Units (HBEs) with Robert Gunsing

Renewable Energy Units - Hernieuwbare Brandstof Eenheden - are a Dutch system of certificates based on the EU Renewable Energy Directive (RED). Under the system, parties that produce liquid fossil fuels for transport have an obligation from the government to purchase REUs. Per year, €1 billion REUs are traded in the Netherlands. You can earn between 4.5 and 18 eurocents per kWh ‘sold’ to a vessel, for example when using shore power.

Metasorbex™ carbon-neutral Methanol with Joe Menner

Metasorbex™ is a startup in the chemical industry that offers technology to produce carbon-neutral and cost-effective methanol. Existing feedstocks or even waste streams from hydrogen industry can be used. Current cost for one metric ton of methanol in US is $400 to $500. Metasorbex’s technology could provide not only a carbon-neutral, but cheaper form of methanol. Maritime industry - in particular in EU - is most interesting due to incentives and penalties on CO2.

Ship-Based Carbon Capture Techno-Economic Guide

This blog provides techno-economic guidance for the use of SBCC onboard your vessel, including operational impact, logistics and of course the costs for implementation. Key points include the following; SBCC is applicable to virtually all ship types, sizes and fuel type but LNG is preferred. SBCC produces 2 m3 of CO2 per day per MW. SBCC costs €115 per ton CO2, is a CAPEX dominated technology and costs €175k per MW.

How to decarbonize your ship - Inland Waterways + Shore Battery

This is a case study on the ‘Skoon Skipper’, a general cargo large Rhine vessel, with an average of 40 [kW] power demand while moored to which a shore battery is applied. Batteries can help you comply with shore power regulations where no infrastructure exists with limited to no CAPEX investments. CAPEX is €0 for this case study as the battery pack is rented at an estimated €400 dayrate. Purchase cost for battery pack are approx. €350.000. This case study is powered by our preferred partner Skoon.

COSCO 700 TEU Full Electric Container Ship

The N997 has two propulsion motors with a capacity of 900 [kW] each and a total battery capacity of 50 [MWh] - best estimate currently available. The 120 meter long ship has a fully electric drive, can carry up to 700 TEU and is able to swap battery packs en route. The vessel is designed for Chinese inland and coastal waters, covering over 600 nautical miles of routes on the Yangtze River.

MoU for North Star Support Vessels on Offshore Wind

Maersk’s Stillstrom and North Star have signed a Memorandum of Understanding (MoU) to accelerate the adoption of offshore charging and vessel electrification technologies for Offshore Support Vessels (OSVs) in the offshore wind sector. Offshore charging hubs will enable the vessels to recharge their battery systems using wind energy while in the field.

How to decarbonize your ship - Hopper Dredger + Methanol

This is a case study of a trailing hopper suction dredger with 14MW installed power - the ‘Happy Hopper’ - which is converted to methanol combustion. This case study is inspired by the amazing work done by Van Oord. With the given assumptions on emission factors for methanol, 93% CO2 reduction is achieved. CAPEX for a methanol refit of this size is approximately €6M+, of which roughly €5M is intended for engine refit only. OPEX will be greatly increased unless methanol price is below €500 per mT.

How to decarbonize your ship - Large Fishing Trawler

This is a case study on how to decarbonize a fishing trawler - the Jacobus Maria - using shore power, battery hybrid EES and biofuels. 20% CO2 reduction is achieved, half of which stems from the use of biofuels (HVO). The hybrid battery pack is economically not feasible with the assumptions used and the operational profile. The Jacobus Maria has 1 MW installed engine capacity. Total cost would be at least €1M. 10% CO2 reduction can be achieved with approx. €50k.

Neste Renewable Diesel Handbook

Neste Corporation calls its own HVO product “Neste Renewable Diesel”. The common acronym “HVO” comes from the terms “Hydrotreated Vegetable Oil”. It meets the requirements of EN 15940 for paraffinic diesel fuels and is allowed as a blending component in EN 590 B7 diesel fuel. It is a high quality fuel that can be used to enhance the properties of the final diesel blend. No modifications to vehicles required and it has the same torque and maximum power as with fossil diesel fuel in modern engines.

Information missing or incomplete?

Comment below to help your fellow shipowner!

Vincent Doedee

United Kingdom

About UK

A strong environmental focus on land, not at sea

Net-zero emissions have been adopted

Shore power availability is negligible

UK MRV and ETS are most important

Stories

Information missing or incomplete?

Comment below to help your fellow shipowner!

SEEMP II

Rosneft

Sustainable Ships