Port of Antwerp-Bruges

Port
Written By Vincent Doedee

Sustainability ambitions and initiatives

  • The Port of Antwerp-Bruges wants to be carbon neutral by 2050. 

  • Signed shore power declaration at the One Ocean Summit 2022, agreeing to make best efforts to deploy shore-side electricity supply by 2028. 

Shore Power

  • BarThe price per kWh is  €0.27 for shore power, further information on linking and connecting to the network can be found here. (link)

  • Barges at the port have been able to connect to shore power when berthed for several years now (link). The port acknowledges the technical and commercial challenges to retrofit seagoing vessels and have them accommodate shore power. In their words, they want to break the 'chicken or egg' situation by offering shore power for seagoing vessels. They are working on rolling out shore power for seagoing vessels in the near future, but no information could be found, but it is known several projects are currently ongoing regarding fully electric vessels, which would indicate the need for charging stations.

  • In Zeebrugge zullen we op eigen terrein (cruiseterminal) walstroom voor cruiseschepen voorzien. De doelstelling is om dat tegen 2026 gedaan te krijgen.

  • In Noordkasteel Dock are in total 11 shore power stations, 2 for tankers and 9 for barges. In Layby berths Canal Dock B2 there are 14 connections for shore power.

  • Wat betreft de doelstelling rond walstroom voor zeeschepen lijnen we af op de doelstellingen vanuit het Europese beleid. Omdat zo goed als alle commerciële activiteiten binnen ons havengebied wordt ingevuld door concessionarissen, gaan we met hen in overleg en trachten we al deze stakeholders voor te bereiden op de regelgeving en bijhorende investeringen.
    Toch willen we zelf pionieren op het vlak van walstroom (walk the talk). In Zeebrugge zullen we op eigen terrein (cruiseterminal) walstroom voor cruiseschepen voorzien. De doelstelling is om dat tegen 2026 gedaan te krijgen.

Technology focus

  • Port of Antwerp Bruges, Engie, Fluxys, Indaver, INOVYN, Oiltanking And Vlaamse Milieuholding (VMH) are committed to producing methanol sustainably with the 'Power to Methanol' project. Methanol is an essential raw material used in industry. Construction of a demo plant at the INOVYN site in Antwerp will start by 2023. The site will produce 8 000 tonnes of sustainable methanol annually by recycling captured CO2 with sustainably produced hydrogen.

  • Deme, Engie, Exmar, Fluxys, Port of Antwerp-Bruges and WaterstofNet as industrial players and public stakeholders, are bringing their expertise together in the hydrogen coalition. Pioneering together we are throwing our weight behind practical projects for shaping the production, transport and storage of hydrogen.

Frequently Asked Questions

  • Working on it!

More Stories

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

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
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™ 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
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.

First Aid for a Sustainable Ship - Inland Waterways + Shore Battery
First Aid for a Sustainable 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
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
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.

First Aid for a Sustainable Ship - Hopper Dredger + Methanol
First Aid for a Sustainable 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.

First Aid for a Sustainable Ship - Large Fishing Trawler
First Aid for a Sustainable 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 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.

Inside a Battery Container
Inside a Battery Container

The Corvus BOB (Battery On Board) is a standardized, class-approved, modular battery room solution available in 10-foot and 20-foot ISO high-cube container sizes. The complete system comes with battery, monitoring system, HVAC , TR exhaust, plus firefighting and detection system. The plug and play battery room simplifies integration into any system integrator’s power management system on board a ship. The battery cells have passive thermal runaway protection, and are type-approved according to DNV.

BAM Amsterdam Cruise Terminal with Dick and Rick
BAM Amsterdam Cruise Terminal with Dick and Rick

On May 10th, Port of Amsterdam awarded the contract for the realization of shore power at Cruise Port Amsterdam (CPA) to Powercon A/S and with BAM as subcontractor. Dick van Veen and Rick van Akkeren - BAM Business Unit Heavy Duty Charging - explain in detail about the project and the challenges that they are facing. Building the infrastructure that can host large cruise vessels and support the heavy electrical equipment is therefore a daunting task, all of which is discussed in this video.

Maritime Battery Forum with Syb ten Cate Hoedemaker
Maritime Battery Forum with Syb ten Cate Hoedemaker

During the lunch and learn, current forum Director Syb ten Cate Hoedemaker will exchange knowledge and experience from the usage of batteries within the shipping and offshore industries. You will learn which batteries will suit your vessel, plus discover the costs and payback for different operational modes. Which battery suits your vessel, your needs, your operational profile? This is the key question discussed in this lunch and learn with Maritime Battery Forum.

First Aid for a Sustainable Ship - Ro-Ro Passenger
First Aid for a Sustainable Ship - Ro-Ro Passenger

This is a case study on how to decarbonize a ro-ro passenger vessel by applying Ecospeed to its hull. Ecospeed is a hard, non-toxic coating which provides long-lasting protection for all ship hulls. The hypothetic vessel is called ‘Lady Ice Cold’, a ro-ro operating in North-Western Europe with 33 MW installed engine capacity. Ecospeed reduces carbon emissions by 9% - 16% with a total CAPEX of €390.000.

First Aid for a Sustainable Ship - Full Electric Tugboat
First Aid for a Sustainable Ship - Full Electric Tugboat

This is a case study on how to decarbonize a tug by making it full electric. It is an homage to Damen’s electric tug ‘Sparky’. In practice, fully electrifying a vessel means to install a - very large - battery pack, in this case at least 3 MWh. This would also be the largest cost component, outweighing switchboard modifications, inverter and other electrical equipment. Cost reductions in OPEX/dayrate are high, between 50% to 90% in extreme cases.

Damen’s Sparky - their first full electric tug
Damen’s Sparky - their first full electric tug

Damen’s first all-electric harbour tug, the RSD-E Tug 2513, is a high-powered tug with 70-tonnes bollard pull, capable of manoeuvring even the largest vessels. It can undertake two or more assignments before being recharged, which takes just two hours. The battery pack size is 2,800 kWh, resulting an approximately 1,400 kW of charging power required. The battery pack is design for the vessel’s 30 year lifetime.

First Aid for a Sustainable Ship - Inland Waterways + Solar PV
First Aid for a Sustainable Ship - Inland Waterways + Solar PV

This is a case study on how to decarbonize an inland waterway ship with solar PV technology. Flexible solar PV panels from Wattlab are placed on an inland ship’s hatches in order to reduce fuel consumption while idling or moored. In some cases, the auxiliary generators can be switched off, resulting in an expected CO2 reduction of 26% - 100%.

EOPSA - Digital 4 Port Decarbonisation with GE
EOPSA - Digital 4 Port Decarbonisation with GE

Watch this lunch and learn by EOPSA together with General Electric, in which we discuss the onshore and vessel aspects of shore power, including microgrids and using the Decarbonizer to determine the costs for shore power for your vessel.

The State of Methanol as Marine Fuel 2023
The State of Methanol as Marine Fuel 2023

This blog is a state of the use of methanol as marine fuel as “quick” reference for shipowners. Key points include costs for retrofitting the ship and engine, range between € 250-€650 per kW, elaboration on IGF code for low flashpoint fuels and technical considerations for conversion and working with methanol. Availability for methanol is good, but bunkering for large vessels mostly non-existent. Methanol price per kilogram is historically lower than regular MGO.

Marine Exhaust Gas Heat Recovery Systems
Marine Exhaust Gas Heat Recovery Systems

Marine exhaust gas heat recovery systems can be a useful measure to reduce fuel consumption by 5% for typical cases, with up to 15% for favourable engine and ship characteristics. As a rule of thumb, heat exchangers become more efficient and cost-effective the larger your engine becomes. Conversion of heat to electricity is recommended for diesel-electric vessels, as well as the use of engine cooling water instead of exhaust gas heat.

Overview of Ports’ Sustainable &amp; Shore Power Ambitions
Overview of Ports’ Sustainable & Shore Power Ambitions

Most ports have the ambition to become carbon neutral by 2050. This typically excludes vessel emissions and focusses on Scope 1/2 port operations only. A significant portion of ports around the world have signed shore power declarations to ‘deploy shore-side electricity by 2028 where possible’, including all large North Sea ports, Los Angeles, Montreal and all large Japanese ports. Cruise and container vessels are the primary target for most ports’ regulations and EU will start taxing vessels via EU ETS from next year onwards.

Overview of Shipping Companies’ Sustainable Ambitions
Overview of Shipping Companies’ Sustainable Ambitions

Four out of the five largest shipping companies have the ambition to be carbon neutral by 2050. Most shipping companies focus on alternative fuels for combustion. Preferred fuels that are currently considered are (bio)LNG and methanol.

Overview of Energy Majors’ Sustainable Ambitions
Overview of Energy Majors’ Sustainable Ambitions

Virtually all energy majors have 2050 as target date for carbon neutrality. Most focus solely on Scope I and II emissions. Ørsted and Equinor have the highest ambitions and most stringent targets. Repsol, Eni, Shell, TotalEnergies and BP are following suit.

5 Most important EU Rules and Regulations for Maritime Industry
5 Most important EU Rules and Regulations for Maritime Industry

In the next four years, you will be faced with a carbon tax of €200 - €300 carbon tax per mT fuel, mandatory use of shore power and low carbon fuels due to a these five regulations: FuelEU Maritime, EU ETS, AFID, RED, ETD.

Shore-Link with Levan Chikviladze
Shore-Link with Levan Chikviladze

Ports are the start and end of every vessel’s journey. Because of this, onshore power supply undeniably plays a big part of the decarbonization of the maritime industry. Creating a network of onshore power supply in ports around the world is a tremendous but necessary task. One of the companies providing the technology for this transition is ShoreLink. Watch this lunch and learn by Shorelink, presented by Levan Chikviladze, to learn more.

Econowind with Frank Nieuwenhuis
Econowind with Frank Nieuwenhuis

Join Frank Nieuwenhuis, CEO of Econowind, as we discuss the VentiFoil®, sails of the 21st century. These devices can be installed on board existing vessels or newbuilds to reduce fuel consumption (or make you sail faster!)

EOPSA with Roland Teixeira de Mattos
EOPSA with Roland Teixeira de Mattos

Watch this lunch and learn with EOPSA Founding President Roland Teixeira de Mattos, who will tell all about EOPSA, its growth, its advocacy, its outlook and the broader topic of Port Energy.

Overview of Shore Power Sockets and Plugs - 1
Overview of Shore Power Sockets and Plugs - 1

This blog provides an overview of (European/Dutch) shore power sockets and plugs. They are categorized into three groups, depending on a ship’s installed power: below 100 kW, below 2.000 kW and above 2.000 kW. Especially below 100 kW, there is great diversification of plugs which would merit the creation of a ‘universal adapter’ for ships. Share your experience to help other shipowners.

Information missing or incomplete?

Comment below to help your fellow shipowner!

 
Vincent Doedee
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