![\"\"](\"https:\/\/cero2050.es\/wp-content\/uploads\/2020\/11\/2020-11-12-11_38_35-Environmental-Report-WEB-FINAL.pdf.png\")
<\/figure>\n\n\n\nLNG service offer in European ports<\/p>\n\n\n\n
All ports that offer LNG can provide it through trucks. A third of the ports can also provide LNG per barge, and the 22% can supply it through non-mobile facilities. It should be noted that some ports opt for more than one type of supply facility.<\/p>\n\n\n\n Means available for the supply of LNG in European ports<\/p>\n\n\n\n The percentage of ports that plan to offer OPS in the next two years has increased significantly from 27% in 2018 to 40% in 2020. As shown in the following, more than half of the ports in demand provide operations in some of their bays. <\/p>\n\n\n\n Offer of OPS services in European ports<\/p>\n\n\n\n In absolute value, the ports that offer OPS have increased from 32 (2016) to 56 ports (2020). The 88% of these ports offer low voltage OPS, which is mainly related to inland transport and domestic vessels, and auxiliary vessels (eg tugboats and \/ or other port authority vessels). <\/p>\n\n\n\n The high-voltage OPS figure is most relevant for commercial ocean-going vessels, where about half of the ports offer high-voltage OPS. This value has been relatively stable since 2018. The reason for this could be related to the higher cost of using electricity compared to tax-exempt fossil marine fuels. When docked ships are connected to the shoreline electrical system, they have to pay the energy tax applied to electricity. A limited number of EU Member States, such as Sweden, Germany, Denmark, France and Spain, have applied for and obtained a temporary permit from the EU to apply a reduced tax rate on shore-based electricity for ships. However, this tax exemption is limited in time and Member States first have to go through a lengthy administrative process at EU level to obtain it.<\/p>\n\n\n\n Connections available for OPS supply in European ports<\/p>\n\n\n\n Regarding maritime transport services, a third of the ports have facilitated the supply of LNG. In parallel, more than half of the ports that responded offer shore power supply (OPS) and a growing number of ports (57%) offer differentiated quotas for vessels that go beyond the regulatory standards, with air emissions<\/p>","protected":false},"author":4,"featured_media":28436,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[7,3],"tags":[18,14],"class_list":["post-28432","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-mercado","category-news","tag-gnl-combustible","tag-ops"],"yoast_head":"\n![\"\"](\"https:\/\/cero2050.es\/wp-content\/uploads\/2020\/11\/2020-11-12-11_41_59-Environmental-Report-WEB-FINAL.pdf.png\")
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The provision of PAHO also has other barriers such as increased investment costs of connection to the network and technical challenges. In principle, seagoing vessels are equipped with 60 Hz and ports need to invest in frequency converters and high voltage to cope with the difference in frequency between the electricity from the grid (50 Hz) and the ship's equipment ( 60 Hz). Electricity shortages in the city or at the regional level can be an additional barrier (TrainMoS II, 2015). In the 93% of the OPS-equipped ports, electricity is supplied through fixed installations and in the 16% of them through mobile installations. It should be noted that some ports opt for fixed and mobile installations.<\/p>","protected":false},"excerpt":{"rendered":"