European ports have installed or contracted only 20% of the onshore power supply (OPS) connections required by mid-2025, according to analysis from transport and logistics insurer TT Club.

The organisation said the slow pace of deployment raises concerns for ports and shipping lines preparing for European Union (EU) Regulation 2023/1804, which requires the use of OPS for seagoing container and passenger ships calling at Trans-European Transport Network (TEN-T) core ports by 2030.

From 2035, the rule extends beyond TEN-T ports to any EU port that already has cold ironing, TT Club said.

OPS adoption trails legislation

OPS, also known as shore-side electricity or “cold ironing,” allows ships at berth to switch off their fossil-fuel engines and draw electricity from shore, improving air quality in ports.

TT Club described OPS as a mature technology, but said high costs and uncertain revenue models have slowed global uptake. The organisation added that incoming European legislation and public pressure are now pushing ports to accelerate planning and investment.

Progress differs sharply by terminal type, according to TT Club. Cruise terminals have reached 38% of required installations, while container terminals have achieved 11%.

Investment plans in Italy, the Netherlands and the UK

TT Club pointed to the scale of funding required, noting that Italy has budgeted €700m for cold-ironing projects. The Netherlands and the UK have also pledged hundreds of millions more, it said.

Europe leads globally, but frameworks vary

TT Club said Europe is the global frontrunner on OPS adoption due to binding targets and timelines.

By contrast, the organisation said the USA has no federal mandate, with adoption remaining voluntary or driven by state-level measures. In Asia, TT Club highlighted progress in China and South Korea, but said the region lacks a common framework.

OPS expected to remain relevant for decades

TT Club challenged the view that OPS could become obsolete once zero-emission ships become widespread, citing a 2022 CE Delft study commissioned by the World Ports Climate Action Program.

The study concluded that OPS will remain relevant for decades, TT Club said, citing cost advantages, air-quality benefits, and the continued use of fossil fuels during the transition.

TT Club also noted the study’s findings that shore power is expected to remain cheaper than onboard electricity generation using decarbonised fuels in Europe and North America, and that ships running on green ammonia or methanol can still emit pollutants such as nitrous oxides. The study also projected that by 2040, a significant share of maritime fuels will still be fossil-based, TT Club said.

Power demand and space constraints complicate deployment

TT Club said the practical challenges of installing OPS are substantial, beginning with the step-change in electricity demand.

A large cruise ship may require a constant supply of up to 16 MW, while a container ship may require 7.5 MW, it said. That compares with 1–2 MW used by a port’s existing ship-to-shore (STS) cranes when operating.

Supplying higher, steady loads to multiple ships simultaneously may require major grid upgrades, transformers, and specialised connectors, TT Club said. It added that many ports already lack sufficiently reliable power and may need to explore onsite generation, storage, and microgrids.

More congested ports may also struggle to accommodate OPS equipment alongside liquefied natural gas (LNG) tanks and hydrogen stations for alternative-fuelled ships, it said.

Standardisation remains difficult due to differences in connectors, voltages, and frequencies, TT Club added, limiting the “any ship, any port” concept.

Commercial and operational risks for ports

TT Club said OPS is a long-term strategic investment that introduces new commercial and operational risks that port risk managers should consider appropriately.

It listed commercial risks, including the potential for stranded assets if technology shifts, operational disruption during retrofits, and financial strain for smaller facilities.

Operational risks include potential damage to OPS systems during berthing and hazards from manually handling heavy electrical cables during mooring. TT Club also said ports deploying battery energy storage systems (BESS) to support OPS introduce additional safety and fire risks.

Smaller ships not covered by EU rules

TT Club noted that current EU regulations do not cover smaller ships, despite their suitability for electrification due to lower energy demand and simpler infrastructure needs.

It said average current port emissions could be reduced by around 55% by installing OPS for smaller ships.

Planning needed beyond compliance

TT Club said ports should begin planning now by assessing technical, financial, and safety implications, and engaging stakeholders early to manage risks and deliver workable OPS deployment at scale.