Project BOEI

Techno-economic feasibility study for electrification of tankers at Scheveningen anchorage

Project BOEI (Buoy for Offshore Emission Irradication) 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 for offshore charging of ships at anchorage, in addition to cost and emissions reduction estimation. Primary drivers are reduction of NOx and CO2 emissions. This blog provides an overview of the project, including final report and interactive tool to be used for customization of similar type projects, i.e. offshore charging of ships.

  • Electrification of a tanker at Scheveningen anchorage is technically and economically feasible. 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.

  • The potential NOx reduction is much higher than initially anticipated. It is estimated at well above 800,000 kg per year for all vessels, equalling ~7.5 mol NOx deposition per ha per year.

  • Break-even price parity for shipowner and provider of power is at around €0.20-€0.25 per kWh. A feasible business case can be obtained with Renewable Energy Units only, or ~€3M subsidy.


 
 

Project Information

Project BOEI (Buoy for Offshore Emission Irradication) is a techno-economic feasibility study 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.

The study is divided into three distinct ‘scope splits’ for both technical and economic reasons, in addition to providing a basis for modelling and division of interfaces. These are scope 1, 2 and 3, representing Infra, E-Anchor and Ship respectively. For each scope, different parameters are identified that allow for different modelling options of the project. The parameters are E-house, Assembly, Cabling, Type, CMS and Mooring Location. For practical reasons, a small selection of scenarios is investigated in this study. The  considered scenarios are explored and implemented in the tool to compare different possible outcomes.


Ships and Power Demand

For practical reasons, a single ship is taken as primary reference for this study. As per consortium member Knutsen preferences, the Torill Knutsen is taken as a reference ship. The ship type to which standards and regulations apply is tanker. Average anchor power usually varies between 1,200 and 1,500 [kW]. Aux power is the assumed Installed diesel generator to provide anchor power with a minimum capacity of 3,800 [kW]. Amount of days at anchorage per year is 38 (assumption).


Anchorage

Coordinates of the site and distance to shore and Scheveningen harbour is shown in the figure below, taken from the Nationaal Georegister (NGR), courtesy of Rijkswaterstaat. Another great source is OpenEarth viewer. In addition to bathymetry, this viewer shows windfarms, cables, pipelines and the many other layers. The dimensions are also shown in subsequent figures. The anchoring location has a maximum capacity of 10 vessels.

Analysis shows that a total of 224 different ships were moored at anchorage for more than 1 day in 2023. Tanker and cargo ships represented 92% of all these ships, 79% tankers and 14% cargo. On average, 6 ships are moored at any time over the year for an average of 10 days. Tankers are moored 7 days on average. The largest durations at the anchorage were 171 days, 151 days and 135 days. A single one of these three vessels could potentially make the business case.


Technical Scope

This chapter contains a technical description of the entire project, plus the legal requirements and standards that are applicable to the components and operation. The highlights of the chapter are provided below. Check the report for all details.


Results

This chapter contains CAPEX and OPEX indications for the different scopes, emission calculations (in particular NOX), key risks and mitigations, as well as a proposed organizational way forward, of which a planning for project development is most important. Costs are determined via ‘turnkey delivery’ principle, each scope accounting for design and engineering, equipment procurement, installation and commissioning. Results shown are for a single e-anchor and ship, i.e. phase 1.


Planning

For a realistic project execution, it is recommended to brake down the project into three distinct phases. These execution phases are preceded by a design phase required for FID. For this planning, scenario 4 is assumed as base case. That means power is initially provided by Q13 – enough for phase 1 and 2 – and converted in an E-house situated on a monopile next to the anchoring area. At least twice the amount of power will have to be made available for phase 3. It is uncertain where the power will come from, Q13 or land.



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